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9

THE AEROPLANE- JULY 7, 1920.

nun

2ND FORECAST OF THE AERO SHOW.

IIIIUl^

Vol. XIX. No. 1.

SPECIAL ISSUE
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The Aeroplane

July 7, 1920

Contractors to H.M. and Foreign Governments.

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July 7, 1920

The Aeroplane

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July 9th to 20th.

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The Aeroplane

July 7, 1920

AERO EXHIBITION

STAND

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The Aeroplane

July 7, 1920

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TT.R.V. 1 Year «« sn-

ON THE R.A.F. TOURNAMENT.

VOL. XIX.
No. 1,

Two things appear certain after the R.A.F. Tourna-
ment on Saturday last, July 31 d. One is that the R.A.F.
Tournament will be an annual social event of considerable
importance in the London Season. The other is that
those newspaper proprietors and editors who believe that
the British Public is not interested in aviation are truly
representative of the journalistic trade, a trade which
has shown real genius in misrepresenting and misunder-
standing public opinion.

The record attendance at the Hendon Aerodrome prior
to last Saturday was, one believes, about 60,000 people,
on the occasion of the Aerial Derby of 1914. At a rough
guess one would estimate the crowd at the R.A.F. Tourna-
ment at 40,000. It was as long as the record Aerial
Derby crowd, but it could not have been as deep. One
hopes that the guess is an under-estimate, for the
R.A.F. Memorial Fund will be the more benefited if the
figure is higher. ,

The proprietors of the Hendon Aerodrome, who kindly
lent the ground for the occasion, must have received a
rude shock when they saw the vast mob which arrived,
for they must have appreciated fully for the first time
the mistake they made in not running the aerodrome
last year and this year on the sound lines laid down by
the late Richard Gates in 1912-13 and 14. One can
imagine Richard's joy on Saturday at seeing Hendon not
merely back to its old form, but far in front of it, both in
the quality of the flying and the qflality if not the quantity
of fhe crowd.

[Since these notes were written it has been stated that
the Air Ministry estimates that 40,000 people paid for
admission at the gates (presumably exclusive of those
who bought tickets beforehand), and that the R.A.F.
Memorial Fund will be ^6,000 to the good after paying
all expenses.]

The Sound British Public.

The huge success of the whole affair bears out fully
the theory which one has set forth in this paper on pre-
vious occasions, namely, that the British Public will be
enthusiastic over the best of everything or over the
worst, but it has no use for mediocrity. A seaside holi-
day crowd at a promenade concert will applaud Wagner
to the echo, and it will be nearly as pleased with the
latest "rag," but it has little use for Cyril Scott and his
like. Mr. Kipling and Mr. Garvice are alike "best
sellers," but a merely clever book has only a small sale.
"Cyrano de Bergerac" will fill a theatre even better than
"A Little Bit of Fluff," but a play that is just "smart"
has a short run.

And, similarly, the R.A.F. Tournament can fill Hendon
with a crowd as big as would go there if the manage-
ment guaranteed three fatal accidents, but the crowd will
not go to see a few second-rate stunt pilots and some
poorly arranged races on training machines. One hopes
that this fact may be duly digested by the Royal Aero
Club when it comes to carrying out the arrangements
for the Aerial Derby for July 24th.

The most encouraging feature about that huge crowd
was that it arrived purely as the result of real interest in
and enthusiasm for aviation. The daily Press had . done
little or nothing to stir up enthusiasm beforehand. What
little was published 011 the subject was either unintelli-
gent or unintelligible. Apparently the crowd was drawn
simply by one enthusiast telling other enthusiasts that
it would be the proper thing to go to Hendon, and the
other enthusiasts passing the enthusiasm on to others,
and so on and so forth 011 the "snowball" » principle.
Personally, one is not surprised, for one never doubted
the public's interest in flying, if given the opportunity
of seeing flying done as it should be.

Deserved Congratulations.

The whole of the R.A.F. deserves the most cordial con-
gratulations on the good work it has done in thus de-
monstrating the good sense of the British Public and in
providing the finest exhibition of flying ever seen in
this country or elsewhere.

From Air Vice-Marshal Sir John Salmond, who worked
his hardest to make the display what it was — which en-
tailed a huge amount of overtime 011 top of his usual
onerous duties — to the most junior air mechanic who
handled the machines on the great day, 'everybody de-
serves the most sincere congratulations on the success
which they both earned and commanded. Moreover,
they deserve to be publicly thanked for their services
not only to the R.A.F. Memorial Fund but to the pro-
gress of aviation, which is ultimately a far greater matter.

A Few Grouses.

Of course, there is no rose without a thorn, so one
may as get off one's chest at the start a few complaints,
which one hopes will not be regarded merely as grousing
but as suggestions for future Tournaments.

First of all, one suggests that next year's tournament bt
held at Croydon. It is a better and more pleasant aero-
drome. It is far easier to reach by rail and tram from
every direction— it will have an electric railway to its
gates in less than a year. It can be approached by several
roads instead of by two only.

The R.A.F. certainly handled the car traffic at Hendon
wonderfully well on Saturday. One doubts whether even
the wonderful French traffic-control gendarmerie — of
whom Mr. Henry Knox remarked that they are guaran-
teed to pass more camels per minute through the eye
of any given needle than anybody else in Creation — could
have done much better. But there is need for a more
accessible aerodrome.

Secondly, one objects strongly to the Tournament being
called a Pageant. The latter title suggests the state
entry of the Air-Marshalk followed by serried ranks of
Air Vice-Marshals, Air Commodores and Group Captains ;
and a Battalion of Flying Officers representing " Air
Force Uniforms Throughout the Ages" (1914-1920) ; and
motor lorries representing the work of the R.A.F., such
as a group of Equipment Officers dissecting an obturator

6

The Aeroplane

ring and a group of A.l.D. officials putting the official
stamp on a sparking-plug washer ; what time the R.A.F.
Band plays Miss Lee Vvhite's famous song, "And I'm
Blew Tew."

The good old word Tournament suffices for the Navy
and Army. One would prefer it for the R.A.F.'s annual
display, apart from the fact that it describes more ac-
curately the nature of the events and is less grandiose.

Sir Eric Geddes might like a . Pageant, but a Tourna-
ment is more in keeping with Mr. Churchill's Depart
merit, and his fondness for jousting, verbal or real.

Thirdly, one submits that' the management made a mis-
take in permitting .a woman to do a parachute drop from
a Service machine. One acknowledges fully the pluck
of Miss Sylvia Boydeu, and one recognises the fact that
she is an amateur parachutist, but one believes that the
performance was out of place.

If a parachute drop had to be done it should have been
done by an R.A.F. officer or airman. At the Naval and
Military Tournament one does not witness the sight of
a young and beauteous lady pirouetting gracefully on the
fat back of a cavalry charger as it canters round Olympia.

The Matter of Starting.

Fourthly, the machines should not be allowed to take
off towards the crowd, for many reasons. If an engine
failed just when it was coming up to the crowd either
it would have to land in the middle of the people or do
a flat spin .and crash itself. Even when the machines
get away perfectly, as did every machine on Saturday,
thanks to the wonderful R.A.F. mechanics, they cause
a^ trifle too much emotion to many of those who are
watching them from a few feet below. Only the unini-
tiated or the foolhardy are completely unmoved.

Long before the War the competitors in the races at
Hendon always started in the same direction (namely,
parallel to the crowd), regardless of the direction of the
wind or the speed, or slowness, of their machines.
Surely the skilled pilots of the R.A.F. can do likewise.
Not only is it safer, but it looks better.

The Worst Objection.

Fifthly and lastly, one objects most strongly to the
statements in the programme after the names of certain
gallant officers to the effect that one or other of them had
destroyed so many German aeroplanes and/or balloons.
At the Naval and Military Tournament one does not
read in the programme concerning, say, the Sabre versus
Bayonet Competition : — Sabre — Squadron-Serjt. -Major
Jones (clave seventeen Germans to the chine) versus
Bayonet — Platoon-Serjt. Smith (prodded fifteen Germans
in the peritoneum).

It simply is not done. One can only assume that those
responsible for the programme made the fatal mistake
of allowing either a journalist or a publicity expert to
have a finger in the pie of its composition, and that the
proofs were not submitted to the High Command of the
R.A.F. before the bulk was printed. The class of person
who went to the Tournament does not need the vulgarity
which attracts the daily Press to attract him or her to
the R.A.F.'s annual display. One hopes that in future
the R.A.F. will not be guilty of such a betise.

Having thus relieved one's soul of all its complaints,
let us to the affair in hand — the gay and gallant joustings
of the gentlemen of His Majesty's Royal Air Force.

No attempt has been made to illustrate the events by
means of photographs. All the machines, except the
S.E-5b, have been illustrated over and over again in this
paper. Photographs of personalities are either an imper-
tinence or a bore. And it is impossible to do justice to
formation or aerobatic flying in photographs. Therefore
one has limited the illustrations to a few clever sketches
kindly contributed by Mr. Sinclair Puckett, late R.A.F.

They convey the spirit of the whole affair better than
any photograph could do.

The Events of the Day.

Perhaps the most striking feature of the whole performance
was the military precision with which the events were run.
It was only necessary to look at an accurate timepiece and
then at the programme to know what event was in progress.

The first event, a race for standard Avro training machines,
started at the stroke of 15 o'clock. It seemed rather a dan-
gerous affair, in that the competitors were lined up head to
wind, which meant head to the crowd, with cold engines;
the pilots and mechanics were in line 20 yards behind the
machines, and at the starting signal had to rush for the
machines, start them up, and get off. It speaks wonders for
the excellence of the mechanics and the good Sense of the
pilots that, despite the hustle and hurry, each and every
engine was firing perfectly as it passed overhead, certainly
not higher than 30 feet.

The race was won in a canter by Fit. Lieut. Weare, M.C.,
who got away several seconds in front of the rest, and held
his lead all the way out to the turning point and back. He
is to be particularly congratulated on his crew of mechanics,
who evidently keep his engine in perfect condition, for it
started at the first pull over.

An 1 11- Matched Pair.

The second event was a fight between a Fokker and a
Martinsyde. It was, in fact, the least good show of the day.
The Fokker could never get within shooting distance of the
"linsyde," because of the superior speed of the latter, and
the pilot of the "Tinsyde" never made a serious attempt
to get onto the Fokker's tail, probably recognising the fact
that if he did so the Fokker could always dodge him.

As a matter of fact, a fight between a Fokker and a Martin-
syde is impossible, and rather like a duel with "boxing gloves
at a hundred yards," unless each pilot resolves to hit the
other regardless of consequences, and so makes no attempt
to escape being hit himself. The Martinsyde always has
superior speed and the Fokker always has greater
manoeuvrability .

Trick Flying as Done.

The next event was one of the best of the day. Flight
Lieut. Noakes, A.F.C., M.M., one of the old N.C.O. pilots
of the McCudden period, if one is not mistaken, put up a
perfectly wonderful show on an S.E-ob., a machine which
has not hitherto been seen in public. It is a variant of the
popular S.E.sa., and looks rather like an S.E- fuselage and
undercarriage with a Flun nose.

Mr. Noakes took it off sideways to the wind and sideways
to the ground also, a fearsome trick that made it seem as if
he had caught his wing-tip in something at the moment of
lifting. Then he waggled the machine in the opposite direc-
tion, doing a species of quarter spin, absolutely flat. After
which he proceeded to' do everything that an aeroplane can
do, including a roll at the top of a loop, which very few
pilots or machines can manage with such absolute precision.

He is hardly so clever an exhibition pilot as Major Draper,
perhaps, for he keeps a shade too close to the audience when
performing, and he is inclined to be brusque in his movements.
And nobody, in the opinion of many good judges, has ever
touched the late Peter Legh for sheer artistry in the air,
except, perhaps, Roland Garros. But Mr. Noakes is a very
fine pilot indeed, and if he laid himself out to be an ex-
hibition pilot, which is quite a different thing from either
a test pilot or a stunt pilot, he would find very few to
beat him.

Aerial Harmony.

The fourth event, a demonstration of formation flying by
five Bristol Fighters, was perhaps the finest show of pure
flying of the day. Squadron Leader E. H. Johnston, O.B.E.,
and four of his officers gave a delightful exhibition, which
compared in neatness with a musical ride at the Military
Tournament. Granted that these officers had what is perhaps
the most graceful-looking machine in the world to fly, and
had, in their Rolls-Royces, engines which could be throttled
to a revolution to get uniform speed in all machines, and
granted that all the machines were equipped with wireless
telephones so that the pilots were manoeuvring to word of
command like a platoon of infantry ; with all these advantages
duly considered, the Bristols did everything' that could be
expected of them.

One hopes next year to see Squadron Leader Johnston
manoeuvring a full squadron, so that not only can individual
machines change places, circle about, and fall into position
again, but each flight can manoeuvre as a unit in co-operation
with the others. There are great opportunities for effective
displays of this nature. And this was a very fine example
of what can be done.

Following on the Bristol show came a display by five

July 7, 1920

The Aeroplane

7

Sopwith "Snipes," led by Flight-Lieut. J. S. T. Fall, D.S.C.,
A.F.C. This also was a very fine exhibition, though the
Snipes, not being fitted with telephones, did not manoeuvre
with the apparent unanimity of the Bristols. Flaving to
depend on visual signals there was inevitably a lag between
the movements of the leader and those of the other four.
Moreover, No. 5 of the formation was suffering from a
rather reluctant engine, and so could not keep quite level
with the movements of the others.

Nevertheless the simultaneous looping and Immelmanmng
and so forth was distinctly pretty. The only defect about
the performance was that the formation, like Mr. Noakes,
kept too far towards the west, and so the end man was flying
over the heads of the crowd, which prevented one from
getting the whole formation into the area of one's vision at
the same time. As in the case of Squadron Leader Johnston,
one hopes to see Mr. Fall next year, complete with telephones
and with a whole squadron behind him. He is certainly a
very able leader and organiser.

The Gentle Aviator.

The sixth event was an exhibition of flying on a Sopwith
Camel by Flight.-Lieut. Longton, and a very pretty exhibition
it was. One has never seen anybody, except Peter Legh,
keep a machine on its back for so long. And he did all
his loops and rolls so slowly and gracefully that he reminded
one of Tom Hearne, the "Lazy Juggler." Mr. Longton must
have beautiful hands, for at no time did his machine perform
a jerky movement, and it all seemed so leisurely that one
perceived at once that the machine was under the control of
an artist.

His one fault was that, like many other performers, he
kept so close to the audience that it gave one a crick in
the neck to watch him. He will, one hopes, take this criticism
in the friendly spirit in which it is meant. His flying is
so good that one wants to see all of it in the most convenient
way, so that one can appreciate it to the full.

The Gambols of Giants.

After Mr. Longton came a display by three four-engined
Handley Pages of the V/1500 type. The three vast beasts
rolled out across the aerodrome looking like performing
elephants. Then they turned and swept towards the crowd
as if to demolish the enclosures and all that was therein. It
was truly a terrifying sensation as the twelve Rolls-Royce
Eagles roared towards the railings. Even Air-Commodores
in the cattle-pens called boxes, and war-stained Squadron-
Leaders in the enclosures behind them, turned pale, and one

confesses to heaving a sigh of relief when Squadron-Leader
Sholto Douglas's tail-skid passed innocuously some fifteen
feet or so above one's head.

The "Super-Handley," as it is generally called, is not
exactly a machine for trick flying, but several times the three
did turns with distinctly perceptible banks, and changed
direction within the confines of the aerodrome.

From one of the three Miss Boyden made her descent in
a r§d-white-and-biue "Guardian Angel" parachute, which
opened with the precision always associated with Mr.
Calthrop's products. The inappositeness of the occasion in
110 way detracts from one's admiration of Miss Boydtn's pluck
or of the excellence and reliability of the parachute itself.

A Nieuport "Night-Hawk" and a "Snipe" went up at the
same time as the "Super-Handleys," and proceeded to fly
round,, under and over them, like porpoises playing round
a whale. It was a pretty sight, and all the machines were
excellently handled.

A Real Fighter.

Thereafter a Bristol Fighter, piloted by Flight.-Lieut. K. M.
St. C. G. Leask, M.C., with Flying Officer H T. Pemell as
gunner-observer, went up and was attacked by two Snipes,
piloted by Flight-Lieut. A. Coningham, D.S.O.,'M.C, D.F.C.,
and Flying Officer G. E. Gibbs, M.C. It was a very good
show. Mr Leask had at least as many defensive tricks as
he has initials. Never once, so far as one could see, did
either Snipe get fairly on his tail. Over and over again
when one of them looked like doing so Mr. Leask would stall
or side-slip, and leave the Snipe in such a position that Mr.
Pemell's gun could make things distinctly unpleasant for the
enemy. One imagines that during the war Mr. Leask must
have been singularly popular with his observers.

Incidentally the whole fight took place right away over by
the railway embankment, so that one could watch every
twist and turn of it with ' absolute comfort. For which relief
much thanks.

The Sporting Event.

Following this event there was a relay race between teams
representing Uxbridge, Keuley, Andover, Netheravon, Up-
avon, Duxford, and Gosport, for a cup presented by the
Viscount Northcliffe. Each team consisted of an Avro, a
Bristol and a Snipe. At the signal the Avro of each team
started (straight for the crowd, as usual) and flew to a point
about Wembley, then down wind to Bittacy Hill, and so back
to the aerodrome, where it had to land behind its team-mates.
If it ran over the line it had to be hauled or taxied back.
On its coming to rest the Bristol started and repeated the
performance, and on its finishing the Snipe did the same
thing, only varying it by landing closer to the railing for the
finish.

The Kenley team won hands down. Flight-Lieut. Salt was
off the ground on his Avro before most of the others had
got their engines going. He landed close up to Flying Officer
Luxmore's Bristol, which was well away before the next
Avro had even touched the ground. He in turn dumped his
machine down behind Flight-Lieut. Chappell's Snipe before
the next Bristol was over the aerodrome. And Mr. Chappell
had landed when his nearest competitor was somewhere be-
tween Bittacy and the railway.

Not only did the Kenley machines get away quicker than
the others, but they seemed faster in the air. Presumably
their superiority is explained by the need for overcoming
the natural beastliness of the Kenley area by having engines
on which pilots can absolutely depend. One recommends that
lazy engine mechanics be sent to Kenley and taken up as
passengers dver the surrounding hills, valleys and forests
twice a day until they appreciate the need for reliable engines.

The race itself was very good fun, and great was the
excitement as the six Snipes streaked overhead with their

8

The Aeroplane

July 7, 1920

nfteen hundred horse power or so howling in pursuit of the
Kenley machine. The relay race idea is worth developing
on a bigger scale next year.

Civilian Competition.

Following the Relay Race came a very pretty exhibition
by Mr. Hawker on the Sop with " Swallow," erstwhile known
by the less dignified name of the " Scooter." it is an aged
" Camel " fuselage with a single plane above it, making it
a " parasol " monoplane. Mr. Hawker is essentially a test
pilot and flies as such. His movements are quick without
being jerky or clumsy. The " Scooter " rolls more quickly
than anything one has seen, and it spins like a tee-to-tum.

The show was distinctly good, and Mr. Hawker deserves
the more thanks in that he injured his back some years ago
in a crash and has only quite recently been under treatment
for this old injury. Really he should not have been frying
at all.

An Unintended Thrill.

After this show came an event which caused some con-
siderable thrill. A dilapidated kite-balloon was sent up and
Fit, Lieut. Hazell, D.S.O., M.C., D.F.C., gave an exhibition
of attacking it. According to the programme the balloon was
to burst into flames (it did not say it was to be shot down),
and a dummy observer was to descend by parachute. Unfor-
tunately only some 7,000 programmes were available, and
they were all sold by 15 o'clock. Newspaper rumour had it
that a real live parachutist was to do the jumping. And quite
a lot of silly people believe what they read in newspapers,
even in technical papers. Consequently some 30,000 people
thought that the paiachutist was alive.

The balloon duly ascended, despite a smart shower which
caused a distinguished young Australian squadron-leader to
remark, " What a pity! It will wet the gas and then it
won't burn." Mr. Flazell duly flew round and let off some
cartridges, which if they had been "live" would have exter-
minated a few of the crowd. The balloon duly caught fire
and fell. Then the observer fell through the bottom of the
basket. And his parachute stuck.

He was a horribly realistic dummy, and even experienced
R.A.F. people, both practical and technical, who vveie not in
the know, swore that he was a real man struggling to free
himself. He fell behind the brow of the hill inside the aero-
drome, just where one has seen so many aeroplanes crash,
leaving one in doubt whether the pilot was alive 01 dead till
one had topped the rise. And the blazing remnants of the
balloon fell right 011 top of him.

Immediately the crowd in the shilling enclosures at the
north end of the ground made a rush, like an enormous co-
roner's jury dashing off to view the corpse. Almost as quickly
a dozen or more officers and airmen from the place where the
machines were parked dashed out and headed off the crowd.
A Hucks-Ford engine-starter and an R.A.F. van of some sort,
apparently an ambulance, shot out after them, and drove up
and down in front of the mob, forcing them still farther
back. Then the comic jazz biplane — of which more hereafter —
taxied along the line, brushing the people back with its inner
wing-tip.

It was as smart a piece of work and as fine a display of
initiative as one has seen for a long time, for the R.A.F. had
made no arrangements to handle a big crowd, even behind
railings let alone when loose on the aerodrome. This little
rounding-up performance was by no means the least meri-
torious of the afternoon.

Somebody seems to have been trodden-upon in the rush, for
the ambulance took a man to the first-aid hut soon after, and,
of course, the yarn got around that this was the bumped

and burnt obseryei from the kite-balloon. So some of the
ciowd went home with the soul-satisfying conviction that
they had seen a man very nearly killed, and so felt they had
had really good value for their money. But, be i: said, the
great majority of those present were not of that class, and
some of those who were really upset by the affair were greatly
relieved to learn the truth from those who were among the
7,000 programme owners. As a matter of fact, the authorities
might well have printed programmes for 47,000.

A Different Thrill.

Following the balloon episode Squadron Leader Johnston
and his Bristols did an attack in line-abreast on an imitation
trench, which blew up with great enthusiasm just after they
had passed over it. The elfect was distinctly good, and might
well be repeated with elaborations next year, hot example,
we might have a dummy town. And we might have small
but noisy bombs.

Barm in Gilead.

The next event was a very impressive affair. Squadron
Leader J. K. Wells, piloted by Flight Lieut. C. A. Rea, A.F.C.,
went up in a Handley Page of the old O/400 type and dropped
bombs which burst in the air like maioons. From the bursts
there arose masses of fat greasy white smoke, which effer-
vesced and fermented and seethed and rolled over itself like
yeast," more ■ commonly called barm in the North Country,
in a brewer's vat. Which may possibly explain why the chief
expert in this species of chemical f rightfulness rejoices in
the nickname of "Barmy."

Anyhow, the bombs made a splendid smoke-screen in the
air, which hung there for quite a while, and effectively shut
out the view of the people with free-gratis hedge-tickets at
Hendon and Mill Hill. It is a pity the show did not begin
with this "turn."

Thereafter "thermit" bombs were dropped in strings on the
ground, where they demonstrated very convincingly how
enemy crops might be destroyed, except in the British Isles,
where our crops are invariably too green to burn — like the
readers of some papers which one could mention.

Meantime Messrs. Hazell, Coningham and Gibbs, on Snipes,
played follow-my-leader in and out of the smoke-cloud and
round about the sky generally. And after that we all went
home, laboriously and with much delay, being more than a
little impeded by dozens of cars which were unable to get
into the grounds at all.

One believes that at 16 o'clock there was still a string of
cars four deep from the aerodrome to the Welsh Harp, and
most of these which got as far as Colindale Avenue stopped
there while their occupants came in on foot. Some people
walked from the Welsh Harp to save time. Thousands
tramped in from Golder's Green. And some brave fellows
actually walked back the whole way to Town, finding it
impossible to get a 'bus or Tube or tram. Yes ! We had
better use the Croydon aerodrome next time.

The Absentees.

The only absentees from the programme as printed were
the airships R.34 and N.S.7. The former was actually, one
believes, in dock, but it was intended that R.33 should come
over instead.

In the event neither arrived. Their absence was probably
due to sundry electrical storms in the South of England,
which made it unduly risky to bring the ships far from home.
One does not believe that their crews were afraid that the
ships would be mistaken for the condemned kite-balloori and
so stayed away for fear of being shot down in flames by
Mr. Hazell.

• - rrffft

The Credf Dummy Hoax

/4\

July y, 1920

The Aeroplane

9

THE THREE NEW TYPES OF

SOPWITH

CIVIL AIRCRAFT-

THE SOPWITH "GNU"

STAND NO.

42

OLYMPIA.

s

THE

THE A NTELOPE

THE GNU

THE DOVE

embody the lessons
of war experience.

There were 16,237 aeroplanes
built to Sopwith design for
the Allies, including Scouts,
Fighters, Armoured Fighters,
Reconnaissance Machines,
Bombers, Seaplanes, Torpedo
Planes, Ship Aeroplanes.

No other firm in the world
has been responsible for so
many standardised aircraft
types. In Peace-time enter-
prise the Sopwith Company
will maintain its premier posi-
tion as designer-constructors.

OPW1

[ AVIATION ^» ENGINEERING C9 LTP~

itrD

Registered Offices and Works :

KINGSTON-ON-THAMES

Telephone: Kingston 1988 (8 lines).
Telegrams: "Sopwith, Kingston."

London Offices :

65, SOUTH MOLTON ST.

Telephone: Ma.yfalr 5803-4-5. ^ |
Telegrams : " Efficonomy, Phone, London,"

Agents for Australasia: THE LARKIN-SOPWITH AVIATION CO. OF AUSTRALASIA, LTD., 18, QURNEP
STREET, ST. KILDA. MELBOURNE; also ABERDEEN HOUSE, 94, KINO. STREET, MEL=
BOURNE; and LONDON BANK CHAMBERS, Corner of PITT and MOORE STREETS, SYDNEY.

KINDLY MENTION " THE AEROPLANE" WHEN CORRESPONDING WITH ADVERTISERS.

10

The Aeroplane

July 1920

Outside Help.

Apart from, the official events a number of "trade" ma-
chines took up passengers for the benefit of the Fund. There
was G-EATX, an O/400 Handley Page; there was G-EAPY,
Mr. Cotton's big de Havilland, with the Napier engine, on
which he crashed in Italy on his way to the Cape, through
being told to land on a non-existent aerodrome; there was
G-EAPI, a very smart Martinsyde two-seater, beautifully
piloted by Mr. Raynham ; there was a Vickers-Vimy, painted
aluminium, looking just like an Easter egg with wings, and
bearing the letters 17X, which do not fit in with any identifi-
cation scheme, and seemed to stamp her as one of the Chinese
batch; and there was a comic Sopwith "Grasshopper," with
an Anzani engine, without any number, and piloted most skil-
fully by Mr. Jordan.

As the two last-mentioned were taking passengers for the
R.A.F. Fund, presumably they will not be prosecuted for not
carrying correct numbers. Incidentally it was a pity Mr.
Jordan and Mr. Raynham had not each a small single-seater
on which they could have put up exhibition nights against
the others who did so. Their outstanding skill as pilots was
lost as mere passenger chauffeurs.

Comic Relief.

Last and not least was the " Heath-Robinson " Avro, carry-
ing apparently eight passengers, sitting in a string all along
the fuselage right down to the tail. It had a wonderful
system of cranks and levers on the left, working a huge
pressure pump, which (apparently) resulted in clouds of
smoke pouring out of a funnel just behind the centte section.
And on the right it had a colossal brake-lever, which did
wonderful things.

Fabric hung from it in shreds. Its struts consisted of a
series of series of light-angled dog -legs. It was painted all
colours, except for a black patch amidships, on which it
advertised that passengers were' " carried for a pint." It flew
like a rabbit and it landed like a dear little bird, hop-hbp-hop-
hop. Somebody suggested that the Department of Civil Avia-
tion should charge it the statutory 5s. landing fee- for each
hop. Each twelfth landing was usually the best.

And when the show was all over it suddenly arose and
flew as any self-respecting Avro should. Altogether it was a
very joyous affair, and the pilot and passenger, two of the
hardest-working aviators of the day, well earned all the laughs
they got.

Encore.

Taking it all in all the R.A.F. Tournament was well ahead
of expectations. It was so good, in fact, that it suggested all
kinds of ways in which it can be made still better next year.
Not that the flying can be any better, but rather that there
can be more of it, on a bigger scale, and there might be
some displays by the ground personnel of the Air Force, such
as squadron transport on the move, and so forth, so that the
British taxpayer may be more and more convinced /that he
is getting value for his money from the R.A.F., if nowhere
else.

Everybody was delighted that there were no accidents, and
one can understand how relieved the Chief of the Air Staff
must be that this first great venture by the young peace-time
R.A.F. went off without a hitch. Again one congratulates all
concerned in the organisation and performance, from Sir John
Salmond, the Chairman of the Committee, to the juniorest
air mechanic on their success. It was a great day, and one
hopes to see many another as great or greater. — c. G. G.

IMPRESSIONS OF THE "PAGEANT.

An official ot the Grahame-White Co., Ltd., told one re-
cently that the reason that aviation meetings were not now
held at Hendon was because aviation did not really attract the
public. When forced to abandon the Ford which conveyed
one when still more than a mile distant, owing to the solid
mass of cars, one felt very glad tha; aviation' did not really
attract the public. One felt still gladder that the public were
not attracted when one . was separated from the kind friend
who owned the Fotd, -and one hopes he will accept thanks
now as one was unable to tender them personally at the
Pageant. As it was we were merely separated. If the public
had been attracted we might have been killed in the crush.

The weather, on the whole, was kind There was just suffi-
cent rain to justify the bringing of a "waterproof stick," and
one was glad to see one of the many who cast ribald remarks
at this weapon get thoroughly soaked.

The best performance in the whole show, one thought, was
the formation work of the Bristol Fighters. One remembers
how good one imagined oneself to be when keeping forma-
tion in an F.E.2b, if one kept roughly within 50 yards of one's
station. The Bristol Fighters appaiently kept station to a
foot or so.

The next best turns were the upside-down flying on the
Camel and the rudder work of the S.E-sb. Mr. Hawker
seemed to have trouble with his engine. An innocent asked
whether the reason of his having no bottom plane was to
avoid having it damaged if he should desire to repeat his
performance of going through railings.

Next time there is a Royal Air Force Pageant, one is going
to dog the footsteps of the Weekly Despatch man, who
evidently found the right tent; he saw, among othei things,
"200 aeroplanes, 26 balloons, and two airships," besides a
"Snippe."

The majority of pilots went far enough back before taking
off to ensure a fair height being attained before passing over
the crowds: an exception , was the pilot of a civil, or perhaps
one might say an uncivil, Handley Page, who showed lack of
judgment in this respect. One does not know who was the
pilot, but it seems up to Handley Page, Ltd., to breathe a
friendly word into his ear. One hoped to see the new Hand-
ley Page machine during the afternoon, but it had not arrived
by 18.00, so one did not W8 any longer.

The pilot of the Vickers-Vimy was particularly clever. He
took off a long way back in the aerodrome and passed over
the crowd some hundreds of feet up, thus giving, an excel-
lent impression of the machine's climbing abilitv.

The Chief of the Air Staff once more showed his great gift
for' organisation. The police were quite powerless after the
show to cope with the tangle of cars at the exit and an ap-
parently hopeless block ensued. ; Sir Hugh Trenchard there-
upon assumed the role of policeman on point duty, issued a,
few terse directions, and traffic forthwith moved on in a
swift and businesslike manner.

Good side shows were provided by the hosing of an unruly

mob who endeavoured to use the Bessonneaux demountable
hangars as a grandstand, and by the "Heath Robinson" Avro-
with its row of heads down the fuselage, owing to which latter
fact this machine was occasionally confused with the D.H.14.

There is quite a lot to be said, by way of excuse, for the
person who mistook a iour-engined Handley Page for the
aerodrome hotel, and was quite hurt when the pilot refused
to serve him with tea in the lounge.

The N-S.7 and the R.34, probably afraid of being mistaken
foi the condemned kite balloon, did not put in an appearance.
The Weekly Dispatch man in describing the death of the

balloon, says : " flames burst from the dirigible."

Can it be that this was the N.S.7 or the R.34 aftei all?. Per-
haps A.F. de M. will explain.

The proceedings were marred by the tragic death of Major
Sandbags, who, during the war so often gave his life in para-
chute tests and who probably has done more flying time in
kite balloons overseas than anyone else. When the balloon
was falling in flames, Major Sandbags was seen to be caught
in the rigging and fell to the ground with a thud. Such was
the callousness of the crowd, however, that very little sym-
pathy was extended to the gallant majoi, who will doubtless
go thrbugh the same performance next year.

When one saw the "Avro Comique" actually take the air
one decided to acquire a new habit (as someone said) and went
home. — G. D.

SOME NEW DECORATIONS.

The Star, in stating that Miss Sylvia Boyden would jump,
from an aeroplane with a "Guardian Angel" parachute at the
R.A.F. Pageant, said that her fiance, who had been awarded
the R.F.C. and two bars and the R.A.C., for gallantry, would
be present to watch her.

To be awarded the Royal Flying Corps and two bars (one
presumably is the Trocadero long bar) is a very high honour,
but to have the Royal Automobile Club thrust into one's hands,
(which, one presumes, carries with it its own bar) is indeed
the last word, and was possibly granted in pursuance of the
patriotic policy — "Homes fit for Heroes to live in."— 1.. b.

A NOTE TO THE AIRCRAFT INDUSTRY.

Colonel Don Luis Jorge Garcia, the representative in
Great Britain of Argentine Aviation, will be glad, to re-
ceive from all firms concerned with the Aircraft Industry
in this country copies of their catalogues and information
concerning their prices.

Colonel Garcia is particularly interested iu the prices
of machinery, material, tools, factory-equipment and all
such other things as are necessary for establishing a
complete Aircraft Factory in the Argentine Republic.

All documents and information of this nature should
be addressed to Colonel Garcia, at Room 45, Hotel Regina,.
17, Southwell Gardens, London, S.W.7.

>

Jun 7, 1920

The Aeroplane

MARTIN SYD

EXPLORATION

TjL /artinsyde Seaplanes are now in actual
IVlluse Exploring ^Mapping the hitherto
little known regions of "N.W Canada.

Aerodrome
BROOKLANDJS
Telephone

" 171 BYFLZET

MARTIKSfDEj:1:^

WOKING ENGLAND.

Lender,, Office

carlton HOUjSE
tlB.KEQETTT ST
LONDON V/ 1.

12

i he Aeroplane

July 7, 1920

SIX MONTHS OF CIVIL AVIATION.

In foimet days, when placidity was commonly to be found
in the proletariat, public departments showed no desire to
advertise their efficiency or blazon abroad their defects. Each
successive year formidable documents, sold with odd official
cynicism by weight instead of by inherent value, appeared to
delight " the nation of shopkeepers " with masses oi tidy ac-
counts showing all that was spent or lost in the country's ser-
\iCe throughout the previous year. Everybody was happy, the
departments because they had closed another period of ex-
penditure, the Member of Parliament because he had visible
proof that somebody had been spending the country's money,
and the man in the street because he could think in millions
until the next day's Daily Mail appeared with its fcuilleton of
passion or its " Progress of a Cinema Queen." It was a
seemly world.

To-day the creation of new Ministries has become the chief
industry of the country. Each has duties previously left
piously alone or has annexed from one of the great working
departments parts of their more creditable operations. Once
cieated they must retain the affection of the public or exist
in the fires of its bitter hatred. Either will ensure continued
existence, the middle course of good work quietly done alone
will make extinction certain. Hence annually or bi-annually
the newer departments issue in the form of White Papers
tales of the triumphs of the past months, the record of the
growing days. Detail where detail attracts but does not
inform, and sjeneralisation where vital truths must hide in
obscurity, provide a v eii through which public curiosity cannot
penetrate, even on those occasions when it can be deflected
from Slough, poison, dead babies in portmanteaux, and Mary
Pickford. " Propaganda " is joining in " blessedness" the
words "Mesopotamia" and " co-ordination."

Other Types of Ministries.

'rhere are, however. Ministries whose very duty to the work
for which they were formed is to keep the public informed as
to their operations. The Air Ministry, created in wailike times
with a warlike object, has to-day in its care the whole exist-

ence of British civil aviation. It cannot for obvious reasons
support the new industry- the new profession— but it can
guide the first steps of the infant and supply that encourage-
ment and official assistance which is an essential to the success
of aviation. Aviation not only concerns the individual and
the corporation, it is an international affair in which each
nation has its right to regulate and define. Hence government
must take a vital part in its furtherance.

A Haef-yearey Report.

On July 1st the Air Ministry published a " Half- Yearly
Report on the Progress of Civil Aviation (October ist, 1919-
March 31st, 1920)" — the first in such a form. The original
half-yearly report (up to Oct. 31st, 1919) was issued in two
parts — a "Synopsis of Progress of Work in the Department of
Civil Aviation " and a " Synopsis of the Progress of Civil
Aviation in Foreign Countries." These two subjects are now
combined in one report.

Part 1 is devoted to "General and British Empire." Foreign
relations are summarised. The International Air Convention
has now been signed by all the Allied and Associated Powers
(the U.S.A. on May 31st last, with certain reservations).

The Air Navigation Bill now before Pailiament is described.
It has been drafted to bring British air regulations into line
with those defined in the International Convention and at the
same time to modify defective clauses in the existing regula-
tions.

Under its terms the number of prohibited areas has been
reduced, and partial prohibition — a restriction of height of
flight ovet such areas — has been substituted in many cases
for complete prohibition.

All aircraft, commercial ot private, save military machines
on duty [though mention of these is omitted] must now obtain
Customs clearance before leaving this country.

Goods may now be dropped by parachute under stated
conditions.

Aerial lighthouses and pilots' log books both receive atten-
tion, though why they should be referred to in the same
sentence remains unrevealed.

The London Terminal Aerodrome photographed by Mr. Joseph Edge fiom a Central Aircraft Company aeroplane. The
white intersecting lines are paths cut in the long grass before the whole of the aerodrome had been mown. The white
building in the corner of the aerodrome below the "R" of "Croydon" is the lighthouse. The buildings on the left are
the C.A.T.O offices. Customs offices, hotel, I.A.L. offices, etc. One of the sheds with the level crossing over the road
can be seen. The buildings in the right top corner are those at present occupied by the Aircraft Disposal Company, in
which it is ultimately intended to establish all the offices of the L.T.A. The road and railway leading to Croydon can be

seen running along the top of the aerodrome.

[July 7, 1920

The Aeroplane

13

AERO SHOW

59

STAND

Iso.

COMFORT AND SAFETY AT 130 MILES PER
HOUR in the " BRISTOL" PULLMAN EXPRESS.

The "BRISTOL" Pullman Triplane, which can travel
at over 130 m.p.h., combines with high speed luxurious
comfort for its passengers, reliability and absolute safety.
With two only of its four engines in operation flying speed
can be maintained. The roomy Pullman saloon, taste! ully
decora edand electrically lighted snd heated, is seven feet
in height and is fitted with comfortable fauteuils for the
14 passengers carried in addition to the pilot and engineer.
The petrol tankage is sufficient to allow of a non-stop
flight of 600 miles. For the conveyance of cargo any
or all of the seats may be removed) and as much as
570 cubic feet of cargo can be transported.

Other interesting types of

may be inspected at our stand.

The BRISTOL AEROPLANE COMPANY LTD:

FILTON — BRISTOL.

Telegrams —

"Aviation, Bristol.'

Telephone—

3906 Bristol.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

14

The Aeroplane

July 7, 192a

All save experimental aircraft must now possess certificates
of airworthiness.

A Sub-committee of the Advisory Committee for Aeronautics
have made recommendations as to the load factors to be used
in the design of civil aircraft, and "agreement" has been
reached on the tests to be undergone by engines for use in
civil aircraft. This Report on Load Factors and the Schedule
of Engine Tests should, it is thought, prove useful in the
obtaining of international agreement in these matters.

In medical matters the procedure as to attendance in the
case of medical examination of pilots is being simplified.
Special tests to estimate flying stress and air fatigue are
yielding satisfactory information.

Ground Organisation. — The State is providing key aero-
dromes and a wireless system for the distribution of meteoro-
logical and other information, and is assisting navigation in
many ways.

At Croydon and Lympne the two Government aerodromes
for civil aviation there are civilian staffs under the orders
of the Controller-General of Civil Aviation. These staffs are
formed as follows : —

Croydon : 2 Civil Aviation Transport Officers, 1 cashier,
Other personnel (wireless and meteorology included), 49.
Lympne : 1 Civil Aviation. Transport Officer, 1 Stores Officer,
1 cashier, other personnel (wireless and meteorology
included), 27.

Landing grounds in Great Britain to the number of 114
have been inspected and found suitable.

One private aerodrome — Cricklewood — has a . permanent
Customs official attached for duty. This arrangement will
become necessary in the future at other private aerodromes.
Commercial Seaplane Stations.

At Felixstowe the Civil Aviation Department is taking over
from the R.A.F one slipway, office accommodation, and a
number of sheds and mooring buoys in order to accommodate
oversea aerial traffic.

As aerodromes are often so far from towns they serve, ar-
rangements are being made where suitable rivers are available
for seaplane alighting areas. A scheme has been drawn up
for the utilisation by seaplanes of certain stretches of the
Thames in the London area, and is being discussed by the
authorities concerned.

In regard to navigation, arrangements are being made for
the marking of town names on important aerial routes. In
regard to night flying, which is essential if civil aviation is
to derive full benefit from the superior speed of aircraft, ex-

THE OPENING OF THE OLYMPIA
AERO SHOW.

It is announced that the Marquess of Londonderry, Under
Secretary of State fori Air, will open the Aero Exhibition at
Olympia on July 9th. ,

RECIPROCITY.

The Curtiss Aeroplane and Motor Corporation, which
represents three-fourths of the entire American aircraft in-
dustry, have announced that, as the result of the failure of
Congress to protect the aeroplane market against the invasion
of British aircraft, their factories will clpse down as far as
aircraft manufacture is concerned and that they will turn
their attention to the construction of more useful (from the
point of view of remuneration) commodities of life.

Of the many reasons given for this policy, none strikes
one as businesslike or possessing particular intelligence or
foresight.

In a long authorised statement by the vice-president of
the Corporation and Chairman of the Finance Committee it
is stated that a Syndicate which has bought the entire stock of
aircraft and accessories from the British Government has the
intention of exporting that stock to the States and dumping
them there. Again, in a subsequent paragraph, it is said
that it is not believed that many of these dumped machines
will be sold in the United States or that any profit worth while
will be made in handling them. Then why, in the name of
all that is good, should the Curtiss Corporation worry about
them ?

Are not all the British manufacturers up against the same
Syndicate, who are selling war-worn specimens of their own
aircraft? Nevertheless, there are still some British firms who
are remaining in the market, as can be seen in a recent
leader in this paper ; and not a few of these firms are doing-
well, being supplied with orders from both British and foreign
Governments.

It seems, from this "Fox and Grape" policy, that an
American will not deal in less than millions, and that unless
he can get a monopoly of the whole market in any particular
industry he will not do anything at all.

The Curtiss Co.'s claims that they developed the aeroplane
that became the standard training machine of the British

periments have been carried out at Andover on aerial light-
houses, flares and landing lights. Meanwhile an aerial light-
house, has been installed at Croydon aerodrome, which is also
being equipped with night landing gear.

Many text books, maps and charts have been prepared,,
one of these, an "Aerodrome Book," forming a guide to all
aerodromes and landing grounds in the British Isles.

Information has been collected to aid intending aerial travel-
lers on the following routes :— England-India, England-Cape
Town, Holland-Java, etc. '

Wireless Equipment.

Iu regard to wireless, vitally important in aerial navigation,
the Air Ministry station has been improved. A network of
wireless for the assistance of meteorology and aviation is
being organised throughout the kingdom. In connection with
this scheme W/T stations are being erected on the civil
aerodromes at Croydon, Castle Bromwich, Didsbury and Ren-
frew. There is improvement on routes between this country,
France and Belgium.

As to radio telephony, five stations exist in England, and
arrangements are being made with France for stations in
connection with the London-Paris air route.

Wireless direction-finding, equipment has been installed at
Croydon and is being erected in Paris and Brussels.

An endeavour is~ being made to formulate a British draft
"International Radio Convention," under which, among other
things, a definite world-wide scheme of wave lengths is
proposed.

The surplus R.A.F. war wireless or land yline equipment
is being restored to public use.

Imperial Air Routes. — The financial responsibility for the
reconnaissance of the Cairo-Capetown route has been borne
by the Department of Civil Aviation. Arrangements are being
made for the maintenance of the route by the various Colonial
Governments.

"On the Cairo-Karachi route the wireless and land line
systems have been improved. Cairo and Bushire have been
connected by W/T with intermediate stations at Ramleh,
Baghdad and Basrah," and the equipment in a similar man-
ner of Karachi, Bandar Abbas and Chahbar is being under-
taken.

An aerodrome site has been selected at Malta. ' This place
will ultimately form a link between England and Egypt.

Meteorology. — The absorption of the Meteorological Office
by the Air Ministry and its recent progress are described in
detal1- (To be concluded.)

forces, and also the large twin-motored flying-boats that
patrolled the English Channel during the submarine cam-
paign, are merely boasts that they hope will be added to their
epitaph by some of the more pungent American news-sheets
in their harmless tirade on the misdeeds of the Aircraft Dis-
posal Co., Ltd.

If a firm of the standing of the Curtiss Co. has not sufficient
backbone to endeavour to retain the excellent reputation they
have already gained with tbeir aircraft, then they can hardly
be considered worth their place in the list of the world's air-
craft constructors. It seems merely a matter of lack of initia-
tive, and that unless they can sit in their deep-cushioned arm-
chairs and make their customers sit up on their hind-legs
and beg, they will cast the aeroplane business to the four
winds and set up a chewing-gum business

The assumption is that what , the Curtiss Co. fears most
is that the few British machines that are sold in the States
will establish such a reputation for themselves; as some have
already done, that in a few years the American manufacturer
will not be able to compete with the British manufacturer
from the point of view of design and workmanship.'

The plant of the Curtiss Co. at Garden City, N.Y., will
continue to operate in supplying spares and replacements for
the large number of Curtiss machines at present in use in
various parts of the American continent.

Personally one cannot see that the American aircraft in-
dustry has any reason to squeal. When one remembers the
hundreds of millions of dollars' worth of boots, bicycles,,
automobiles, typewriters, clocks, and such-like junk that
the States have dumped onto us, thanks to our Free Trade
policy, it seems merely fair reciprocity that we should do a
little dumping in return. — L. b.

THE TOUR OF MAJOR GRAN.

Major Trygve Gran and Lieut. Carter left Christiania on
June 28th and arrived at Stockholm early the following morn-
ing after a flight of 3 hours and 25 minutes. The distance is
some three hundred and fifty miles ovei rough country. On
J"!y 2nd Major Gran and Mr. Carter left Stockholm for
Christiania, but were forced to land at Oereboro, in Sweden.
The machine caught fire on landing and was destroyed. Mr-
Carter was severely injured, but Major Gran was unhurt.

July 7, 1920

The Aeroplane

15

in m

Across the World the lead-
ing aviators implicitly trust
the Smith Instruments for
their safety and for the
achievement of Fame.

The SMITH

Aviation Equipment.

During the war Messrs. S. Smith & Sons (M.A.) Ltd., produced more aviation instru-
ments for the British & Allied Governments than any other firm. Their products have
wonthe highest encomiums from everv conceivable source and are to-day the preferred
instruments of all flying men ; because all the Smith instruments are unequalled
for accuracy, reliability, excellence of design and highest class workmanship.

Aero Show Olympia, 9-20th July, 1 920
See our Exhibit Stand No. 91

where we are showing our Revolution Indicators, Air Speed Indicators,
Atmospheric Density Gauges, Turn Indicators, Altitude Recorders, Rec
ording Altimeters, Statoscopes, Aviation Clocks, Monomet-
ers, Petrol Gauges, Chronoscopes & Chronographs, Ther-
mometers & Clinometers, Carburettors, Dynamos, Electric
Lamps, Aviation Safety Belts, M-L Magnetos, K.L.G. Plugs
Radamax Spark Plug Testers, Husun Compasses, &c, &e.

Or write to-day for complete Aviation Catalogue to :

S. SMITH & SONS (M.A.) Ltd.,

179-185 GREAT PORTLAND ST,
LONDON W. 1

telephone:
M.-yfaik 6JS0
Te egrams ;
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KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

Ine Aeroplane July 7, i9zo

AN OFFICIAL VIEW OF GERMAN AVIATION.

The following statement is extracted from a "Report on
Industrial and Commercial Conditions in Germany at the
close of the year igic," issued by the Overseas Department of
the Board oi Trade in which it is Section 6 : —
AVIATION. •

1. The German Government and German industry have
realised that commercial aviation is in too early a stage to
be nationalised and they have decided to leave its develop-
ment to private enterprise, possibly aided by Government
subsidies. The general view seems to be that aviation can
only be made to pay in course of time if it is run on abso-
lutely international lines, and for this reason the Government
will probably take over aerodromes in suitable localities and
go to considerable trouble and expense in providing them
with up-to-date equipment so as to attract trans-Continental
aerial traffic. Germany favours the plan of the erection of
a large aviation station and harbour on the Zuider See as
a junction for North European aerial traffic, in the construc-
tion of which it hopes its specialised industries will be able
to participate.

2. Since Oct. 1st, 1919, a special Department has been
formed in the Ministry of Transport (Reichverkehrsminis-
terium) for dealing with questions of aviation and motoring
(Reichsamt fiir Luft- und Kraftfahrwesen). This Department
will have the duty of organising the official automobile and
aviation services and drawing up the rules and regulations
for civilian motoring and flying.

3. An attempt is being made to consolidate German com-
mercial aviation and to assure the adoption of a uniform
policy by the creation of a "Union of Aerodromes and Aerial
Transport Concerns." The movement was originated by
Major von Tschudi, who took a prominent part in aviation
staff work during the war, and aims at uniting in one body
towns and concerns which own aerodromes, aerial transport
companies and aircraft constructors. The statutes are being
worked out by a committee chosen at the inaugural meeting.

4. The actual flying done since the Armistice has naturally
been small as fuel could only be obtained with the greatest
difficulty; apart from a few lines for aerial post which at-
tempted to maintain a regular service, flights were only
undertaken to order.

The most consistent performance was put up by the small
airship "Bodensee," built on the Zeppelin principle and
owned by the "Deutsche Luftreederei," which is the aviation
department of the Hamburg-Amerika line. The airship car-
ried out just over 100 flights between Aug. 25th and Dec. 2nd,
nearly all on the route Berlin-Friedrichshafen. During this
period it covered 50,000 km. and carried 2,322 passengers
and 28,845 kg. of luggage. It is being reconstructed and
enlarged during December and January and is to commence
flying again in February, 1920.

The same company also maintained an aerial postal service
during the first half of the year, but it had to be abandoned
on Aug. 1st owing to the impossibility of procuring petrol.

THE "PIONEERS OF AVIATION" DINNER.

H.R.H. the Duke of York, K.G., has signified his intention
of being present at the dinner which is being given to the
"Pioneers of Aviation" by our contemporary, Aeronautics, at
the Connaught Rooms on July 12th next.

A PROTEST.

It is stated that the Royal Aero Club has received a protest
from the Aero Club de France in regard to the landing of a
British aeroplane on the race course at Longchamps shortly
before the Grand Frix was run.

A MATTER OF FACT.

Mr. D. J. Mooney, of the Steel Wing Company, is of the
opinion that a wrong impression might be conveyed by the
paragraph concerning his firm which appeared in the leading
article of The Aeroplane last week, and writes as follows : —
Sir, — My attention has been called to a paragraph on
page 1246 of issue dated June 50th, 1920, regarding the
Steel Wing Company, of which I am chairman.

I would like to say that I have no complaint to make
against the Technical Department as a whole, and to add
that up to a certain date — viz., the beginning of 1918 —
both my firm and myself received very considerable en-
couragement and assistance from certain distinguished
officers connected with that Department.

(Signed) D. J. Mooney.
Personally, one is quite well aware of these facts, and one
submits that nothing in the paragraph in question is at all
at variance with Mr. Mooney's statement. One merely indi-
cated that the Steel Wing Company, in common with certain
other people who were working on steel construction, were
obstructed by people in the Technical Department. Not onlv
was such obstruction outside the knowledge of the distill-

The service began on Feb. 5th, 1919, on the line Berlin-
Weimar, and was gradually extended to Leipzig, Hamburg,
Brunswick, Hanover, Gelseiikirchen, Warneniunde, Swine-
munde and Westerland on the island of Sylt. During the
six months 1,430 out of 1,532 flights (93.3 per cent.) were
accomplished successfully, 4.7 per cent, had to be interrupted
tor technical or meteorological reasons, and only 2 per cent,
bad to abandoned owing to the weather, 556,155 km. were
flown; 1,574 passengers were carried, and 57,001 kg. of news-
papers, 20,963 kg. of letters, and 5,098 kg. of parcels
transported. v

During the partial stoppage of railway traffic in November
a temporary revival of the service took place on the lines
Berlin-Leipzig and Berliu-Breslau ; the Rumpler Works also
employed thirty machines in ' passenger traffic during this
period, chiefly on the lines Berlin-Leipzig and Berlin-
Augsburg-Munich.

Aerial services were also planned between Munich-Nurem-
burg - Leipzig, Munich - Wurzburg - Frankf ort-on-Main, and
Munich- Vienna (by the Bavarian Air Lloyd) and Berlin-
Copenhagen and Berlin-Dresden-Prague (by a Saxon Com-
pany), but if they ever materialised at all it was only for
a short time. In January, 1920, the aerial post was resumed
qn a limited scale and the Deutsche Luftreederei is running
a service of hydroplanes from Sassnitz to Warnemunde as
a link in the journey between Hamburg and Sweden.

5. Aircraft construction has of necessity been confined to
a minimum, partly on account of the shortage of all necessary
materials, partly owing to the general impoverished state of
the country, and partly to the uncertainty as to the interpre-
tation of the terms of the Peace Treaty. Little has been
done beyond the building of new types for experimental
purposes and of a second Zeppelin like the "Bodensee."

In September the Automobil u. Aviatik A.G. at Leipzig had
completed a large machine with a span of 43.5 m., length
of 22.5 m., and a height of 6.5 m. It has four Benz motors,
two of 250 h.p. and two of 500 h.p., and can carry 18 pas-
sengers with luggage in addition to a crew of 6, and fuel for
8 — 10 hours, at an average speed of 125 km. per hour.

The Junkers Company in Dessau have brought out an inter-
esting type of monoplane made almost exclusively of metal
and without any wiring or struts. It has a radius of three
to six hours, with six and four passengers respectively, at
an average speed of 170 km. per hour. The span is 14.82 m.,
length 9.50 m., height 3.1 m. The motor is a 160 h.p.
Mercedes.

The Fokker Works have produced a somewhat suiiilar type,
and Siemens-Schuckert have designed a commercial aeroplane
for which much the same details are given. Benz are said
to have worked out the plans for a very large and powerful
machine with an exceptionally wide radius of action.

It is to be expected that the Germans will come forward
with a series of new and varied designs when they are in a
position to resume aircraft construction to any extent.

guished officers who were from time to time, in charge of the
Technical Department, but it was distinctly contrary to the
spirit in which they endeavoured to conduct the Department.
At almost every period of the war the chief of the Technical
Department has been an excellent man, but, owing to the
immense number of subordinates, and the curious class from
which they were diawn, there has undoubtedly been a con-
siderable amount of what is vulgarly known as " dirty work "
done by subordinate officials. And it is to such subordinate
officials that one has referred at numerous times and in
numerous articles in The Aeropi.anf.

AN AVOWAL OF FAITH.

Nay lor Bros. (London), Ltd.. Slough, write : — " In our
laboratories our manufactures are constantly undergoing tests
for maintenance of quality, and research work is always in
progress to find out how we may obtain the best results from
the materials at present available. We are still supplying all
kinds of aircraft finishes to order, and are receiving inquiries
from numerous Continental and foreign firms, both new and
old. We would bring to your notice that we have taken
advantage of the. cessation of war-time production to remove
our works from the somewhat confined space at our disposal
at Southall to a 35-acre site at Slough, where we are engaged
in developing one of the largest varnish and paint factories
in the world. We mention these points to show that we are
by no means dead, but that, whilst our production of aircraft
finishes has, of course, fallen off considerably, we are selling
a larger output than ever of all varieties of other finishes, and
can at any time undertake aero work. Aerial photographs of
our works in their early stage of development will he on view
at the Airco stand at Olympia, and, as a matter of interest,
the Air Ministry has recently chosen our site for the official
marking of the town of Slough."

July 7, 1920

The Aeroplane

17

fll^ or, Record

-If C-*^ C. G. " ^Aeroplane."

LONDON to TURIN

650 miles, % hours, 20 gals, petrol.

This wonderful performance was done on the

AVRO BABY.

The machine which won the

EFFICIENCY PRIZE

at the Aerial Derby, 19 19.

A. V. ROE & CO., LIMITED,

London Office :
J 66, Piccadilly,
W.l. - —

Telephone: Regent 1900.
Telegrams: "Senalpirt,
Phone."

AVRO WORKS,
NEWTON HEATH,
MANCHESTER.

Telephone : City 8530.
Telegrams: "Triplane," Manchester.

Experimental Works:
Hamble,

Southampton.

Telephone : Hamble 18.
Telegrams: "Roe," Hamble.

We are exliibiting this machine at Stand 63.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

The Aeroplane

July 7, 1920

[The Personal Notices will be found on page 74.]

FROM THE COURT CIRCULAR.

Buckingham Palace, July 3rd.
H.R.H. the Prince Henry, attended by Capt. the Hon. James Stuart,
was present at the Royal Air Force Aerial Pageant at Hendon Aero-
drome in aid of the R.A.F. Memorial Fund.

R.A.F. APPOINTMENTS. (FROM
"THE LONDON GAZETTE.")

Atr Ministry, June 29th.

R.A.F. — Permanent Commissions.— Flying Officer J. R. M. Simpson
(A.) resigns his permanent commn., June 30th.

Short Service Commissions.— Flying Officer B. C. Akehurst (T.)
relinquishes his short service commn. on account of ill-health, and is
permitted to retain his rank, June 26th.

Flying Branch. — Flight Lt. H. S. Lees-Smith relinquishes grading for
pay and allowances as Sqdn. Ldr. on ceasing to be enipld. as Sqdn.
I,dr., Aug. 27th, 1919.

Flying Officer W. J. Butler, A.F C, relinquishes acting rank of
Flight Lt. on ceasing to be empld. a= Flight Lt., April 20th.

Pilot Officer (Q.) to be Observer Officer.— C. D. Ball, M.M., April 22nd.

Technical BRANCH.— Flying Officer L- R. Peirce is restored to the
active list, April 26th.

Chaplains' Branch. — The following are granted a short service com-
mission: —Rev. C. W. Hall, May 29th; Rev„ G. I,. Robinson, D.S.O.,
June 1st.

Air Ministry-, July 2nd.
R.A.F. — Permanent Commissions. — The following officers are granted
permanent commns. in the ranks stated, with effect from Aug. 1st,

1919 ;—

Flight Lts. :-F. H. Williams (T.), W. H. Ellison (T.).

The notification in "Gazette" of Jan. 16th is cancelled, and that in
"Gazette" of Oct. 28th, 1919, appointing Flying Officer S. M. Kinkead,
D.S.C., D.F.C (A.), to a permanent commn., stands.

The notification in "Gazette" of Oct. 28th, 1919, appointing Flight Lt.
N. B. Fuller, M.B.E- (A.), to a permanent commn , is cancelled.

The initials of Capt. J. E. B. B. MacLtan, D.S.C. (S.), are as now
described, and not as stated m "Gazette" of Aug. 1st, 1919.

The name of Flight Lt. Joseph Laurence Kevin Pearce, O.B.E. (T ),
is as now described, and not as stated in "Gazette" of Oct. 28th, 1919.
■ Flight Lt. J. A. Glen, D.S.C. (A.), is seconded for duty with Canadian
Air Board for three years, July 15th.

Short Service Commissions— The following officers are granted short
service commns. in the ranks stated. Except where otherwise stated
they will retain tbeir seny. in the substantive rank last held by them
prior to the grant of the short service commn. : —

Flight Lt.— C. Court-Treatt (Ad.), July 2nd.

Flving Officers. — E. Burton -A.), Judc 30th; H. C. Calvey (A.),- June'
iSth; D. M. Fleming (.A), June 14th; H. A. V. Hill (A.), July 2nd;
J G. Home (A.), June 5th; J. W. Jones (A.), June 18th; S. D. Mac-
donald (A.), July 2nd; M. Pennycook (A.), June 15th; S. Smith, D.C.M.
(A.), June 7th; R. B. Sutherland, D.F.C. (A.), July 2nd; F. Woollev,
D.F.C. (A.), June 15th.

Flying Officer (from Pilot Officer).— F. F. Tattam (A.), with effect
from June> 26th and with seny. of that date.

Observer Officer (from Pilot Officer).— W. W. Bradford, with effect
from June 28th and with seny. of that date

Flight Lt. F. R. Williams (T.) relinquishes his short service commn.
on account of ill-health contracted in the Service, and is granted rank
of Sqdn. Ldr., June 17th.

Flight Lt. A D. Spiers (T.) resigns his short service commn. and is
granted the rank of Sqdn. Ldr., June 9th.

The notification in "Gazette," May 18th, appointing Flying Officer
F, C. Daniel (A.) to a short service commission is cancelled.

The notification in "Gazette," Jan. 30th, appointing Flying Officer
M. H. Tisdall (A. and S.) to a short service commn. is cancelled.

The rank of Flying Officer J. T. A Lochner (A.) is as now described,
and not as stated in "Gazette," May 4th

The date of appt. to a short service commn. of Flving Officer A. J.
Macqueen (A.) is April 26th, not May 4th, as stated in "Gazette" of the
latter date.

Flying Branch. — <Sqdn. Ldr. F. E. Saudford, A.F.C. (A. and. S.), is
rtstd. to the Active List, June 22nd.

Wing Cpmdr H M Meyler, D.S.O., M.C. (Capt., Bord. R.) , having
retired from the Army and relinquished his R.A.F. commn., is per-
mitted to retain rank of Lt.-Col.

Pilot Officer E. Dionne is dismissed the Service by sentence of General
Court-Martial, May 18th.

NAVAL.

Admiralty Appointments.
The following appointments have been made : —
July 2nd. — Lieut. — A. G. Cunard, to Furious, June 30th.
July 3rd.— Surgn. Lt. — A. McCallum, M B., to Argus, July 2nd.
July 5th. — Lieut. — R. H. P. Laugharne, to Furious.

Movements of Ships.

On July 2nd H.M.S. Argus left Invergordon for exercises at Scapa
3nd arrived later.

In Russian Waters.

The Admiralty state that the name of H.M.S. Pegasus,
aircraft-carrier, should be added to the list of ships present at
the evacuation of Novorossisk on March 26th and 27th last.

AIR FORCE.
The Surrender of L71.

On Jul? 1st, the L.71, the largest of Zeppelins, arrived at
Pulham from Germany on its surrender to Great Britain
under the terms of the Peace Treaty.

On the voyage from Germany the ship was navigated by . a
German crew of one officer and twenty-one men under Cap-
tain Heine, who attained fame during the war' as a commander
of raiding airships. Three British officers also crossed in the
ship.

The L.71 left Alhorn at 1700 o'clock on June 30th, against a
20-mile an hour headwind. No wireless message was sent from
Alhorn before the vessel's departure and as parts of the wire-
less set on L-7i had been stolen while the ship was still in
Germany, it was impossible to make any direct communica-
tion with Pulham. Captain Heine, who knew early on the
voyage of the defective telegraphic apparatus, said that he
would continue the journey "wireless or no wireless!"

In consequence the arrival of the ship at Pulham — at 06.00
on July 1st— was entirely unexpected by the personnel at that
station, who were still in pyjamas or whatever habit they may
affect for the passage of the night. As no sufficient landing
party was available the L.71 had to cruise over Norwich
and the surrounding district for several hours. From 09.00
until 09.45 o'clock the vessel was over Norwich to the annoy-
ance of the late sleepers, but to the pleasure of those who,
survivors of the home front in the late hostilities, could tell
their children of that which the Zeppelins did in the great
war.

On its return to Pulham about midday a landing party was
available and Captain Heine, with customary skill, brought
the L.71 to the ground, without assistance, directly in line
with the shed, built for R.34, in which' it was to be housed.
No handling lines were dropped.' and when the ship was at
ground level the landing party, holding the rails, walked her
into the shed.

One cannot refrain from admiration of the skill of the Ger-
man .crew, which, according to those qualified to judge, was
of high quality, nor. from a feeling of sympathy with a de-
feated foe compelled by the necessities of war to part with one
of - their proudest possessions. Let those' who wish distribute
blame for the original outbreak of war and for the manner
in which it was waged, but those who serve and have served
their King can at least give the honours of war to officers
and men who served with ^qual loyalty their own War Lord,
the Fmperor.

The Fires at Cranwell.

Another fire, making the fourth, occurred at Cranwell Aero-
drome, Lines., on July 2nd. The damage is estimated to be
about ^2,000. A large shed containing several aeroplanes was
observed to be on fire at 21.30. The camp fire brigade soon
had the outbreak in hand and the majority of the machines
were removed to safety.

A court of inquiry was held on the following day, but arrived
at no conclusion as to the cause of the fire.

The Invention of Bombing Sights.

The claim by Major H. E. Wimperis, R.A.F., in regard to
an invention of bombing sights for aeroplanes was concluded
before the Inventions Commission on July 5th. Mr. R. Morris,
for the Crown, contended that although the invention was
clever and of great assistance to the Air Force, it would be
establishing a dangerous precedent if officers who, while en-
gaged in experimental work, happen to make an invention,
were granted a special award. The Commission will promul-
gate their decision in due course.

7 he Late Colonel Pollock's Will.

Lieut. -Colonel Charles Frederick Pollock, R.A.F., of Ver-
non House, Bloomsbury Square, W.C., and the Isthmian
Club, Piccadilly, W., left property to the value of ^32,885
19s. 9d. Col. Pollock died on July 17th, 1919.

The Services Lawn Tennis Tournaments.

The iraw was made on July 2 for the Services Lawn Tennis
Tournaments, which will be held at Queen's Club this week.
On the first four days the Royal Navy, the Army, and the
Royal Air Force will play separate competilions, and on the
Friday and Saturda}' there will be Inter-Services matches.

There will be seven events in the separate Service competi-
tions, which have all attracted good entries.

July 7, 1920

The Aeroplane

19

AUTOMATIC AERONAUTICAL

LIGHTHOUSE

APPARATUS.

STAND No. 68.

Designers & Manufacturers of the First Automatic

UNATTENDED

REVOLVING AERIAL LIGHT IN THE WORLD.

* Now in operation at Croydon Aerodrome.

For particulars apply Stand 68 or to

THE GAS ACCUMULATOR CO. (U.K.), LIMITED,

London Office : LIGHTHOUSE ENGINEERS Telephone : Ealing 636.

195, STRAND, W.C.2. r , ■

' r ,^ BEACON WORKS, BRENTFORD. ( 4 ,c'*?< )

1 elep none : Central 5/ o. " Agafaros. 13revtj<rd.

*

KINDLY MENTION " THE AEROPLANE "' WHEN CORRESPONDING WITH ADVERTISERS.

f he Aeroplane

July 7, 192a

Among these are Singles Championship of the Royal Air
Force, and Doubles Championship of the Royal Air Force.

Wing Commander the Duke of York has entered for the
Royal Air Force Singles, and will be partnered in the
Doubles by Wing Commander Greit;.

Reunion Dinner, Isle of Grain.

It is regretted that certain officers who were eligible and
many others who would have been very welcome were not
invited to the first reunion dinner last November. This was
due partly to pressure of work and partly to lack of suffi-
ciently accurate lists.

The secretary wishes humbly to apologise to all those who
were not asked and requests that they will communicate with
him as soon as possible stating an address that will always
find them. He also wishes to extend the membership not
only to all officers connected with Grain, whether they were
actually stationed there or not, but also to those who were
connected with the station in a civilian capacity, and hopes
that they too will communicate with him. The next dinner
will be held during the coming Motor Show, probably in
!N ovember.

The secretary is L. A. T. Pritchard, Foxhill Flouse, Sutton
Coldfield, Warwickshire. .,

iTALY.

The Italian correspondent of The Aeroplane writes : —
Relief Work.

Various journalists writing from Albania report the activity
of Ital ian aircraft in the deplorable events which are occurring
there. In one report Capronis sent to the relief of the out-
posts were met with urgent signalling for food. On returning
with supplies thereof the}' found it was too late! — T. s. n.

THE OBJECTS OF THE ROYAL
AERONAUTICAL SOCIETY.

The following communication has been received through
the Air Ministry, the envelope in which it was enclosed being
franked by the Department. Though one appreciates the
high position held by the Royal Aeronautical Society and
its importance in the furtherance of aeronautics, one cannot
but feel that the action of the Air Ministry in distributing
the communiques and advertisements of the Society is dis-
tinctly improper and is not in accordance with the principles
which have actuated Departmental action for many centuries,
if the Royal Aeronautical Society is to receive such favour
should not the same courtesy be extended to the Royal Aero
Club, which is senior to the R.Ae.S. as a Royal Society, and
to the Institute of Aeronautical Engineers, which has im-
portant functions to discharge in the sphere of technical aero-
nautics ? It is to be hoped that the Air Ministry will refrain
from such methods or if it desires to descend from its official
pedestal will at least be impartial.

ROYAL AERONAUTICAL SOCIETY.
(Founded 1866.)
Patrons : H.R.H. the Prince of Wales, K.G. ; H.R.FI. Wing
Commander the Duke of York, R.A.F.

President : The Right. Hon. the Lord Weir of Eastwood.
Chairman : Brigadier-General R. K. Bagnall Wild, C.M.G.,
C.B.E- Vice-Chairman : Major-General Sir R. M. Ruck,
K.B.E., C.B., C.M.G.

COUNCIL. —

A. E. Berriman. F. H. Bramwell. Air Commodore H. R. M.
Brooke-Popham, C.B., C.M.G. , D.S.O. (Chairman elect).
Lieut. -Colonel A. H. Burgoyne, M.P. Wing Commander Cave-
Browne-Cave, C.B.E. Sir Mackenzie D. Chalmers. K.C.B.,
C.S.I. Sir Robert Hadfield, F.R.S. Prof. B. Melvill Jones.
Major A. R. Low, D.Sc. A. Ogilvie, C.B.E. Lieut.-Col. M.
O'Gorman, C.B. F. Handlev Page, C.B.E. A. J. Sutton
Pippard. A. V. Roe, O.B.E-' Lieut.-Colonel H. T. Tizard,
A.F.C. G. Holt Thomas. Brigadier-General J. G. Weir,
C.M.G. Major H. E. Wimperis, O.B.E.

Honorary Treasurer : Mr. A. E. Turner. Secretary : Lieut.-
Colonel W'. Lockwood Marsh (late R.A.F.) . Offices': 7, Albe-
marle Street, London, W.i.
Aims.—

The Society exists for the furtherance of the Science of
Aeronautics, and its activities fall into the following head-
ings : — (1) Protecting the interests of the aeronautical pro-
fession by conferring a technical status on those qualified
for such distinction. It acts as the professional society or
institution of qualified aeronautical engineers. (2) Organising
discussions and publishing papers on subjects of importance
in connection with the various branches of _ aeronautical
science. (3) Encouraging and assisting technical students
who desire to adopt the aeronautical profession for their
careers. (4) Providing an organisation wherein those in-
terested in aeronautics from scientific or other motives, but
who are not professionally connected with aviation, may meet
together, have opportunities of study and keep themselves in
touch with aeronautical affairs.

RUSSIA.

Aircraft Construction during the War.

Before the war Russia only possessed four aircraft factories r
three in St. Petersburg and one in Moscow. In addition, two
factories were engaged in making aero engines. These six
factories employed roughly 2,000 men.

In 1915 two new lactones came into being, and in 1916
and 191 7 two further ones were formed. There were also
many small concerns which during the war were engaged
in constructing aircraft in small quantities. In 1914, 329
aeroplanes had been constructed; in 1917 this number was
raised to 963.

SWEDEN.

The Italian correspondent of The Aeroplane writes : —
A Visit.

The three "Savoia 13" flying-boats which were mentioned
in The Aeroplane of June 16th, arrived in Sweden on the
20th, having done the 3,500 km. from Sesto Calende to Stock-
holm in four stages without incident. The central European
route was followed as usual. — t. S. h.

TURKEY.

The Turkish Affair.

It is reported that Kemal Pasha's forces have been, supplied
with several aeroplanes by the Bolsheviks.

Another account states that these machines have been sent
to Kemal Pasha from Germany via Russia. The number is
stated to be fifteen, and the pilots to be Germans in Turkish
pay.

Membership. —

The membership is divided into two categories : —

(a) Technical — (1) Students : Reserved for those under the
age of 26 who are receiving a technical training such
as will fit them in due course to become Associate
Fellows. No entrance fee. Subscription : 1 guinea.

(2) Associate Fellows : Reserved for those who have
attained to an acknowledged position in the science of
aeronautics. Entitled to use the letters A.F.Ae.S. after
their names. Entrance fee : 3 guineas ; Subscription :
4 guineas.

(3) Fellows : Reserved for those who have attained
lo considerable eminence in the science of aeronautics,
or who are likely to be of service to the science of
aeronautics by reason of their personal distinction and
public eminence. Entitled to use the letters F.Ae.S.
after their names. Entrance fee : 5 guineas; Subscrip-
tion : 6 guineas.

(b) Non-technical (open to all). — Members : All who desire
to support the Society are eligible. Entrance fee :
1 guinea , Subscription : 4 guineas.

Associate Members : Ditto. No entrance fee; Subscript
(ion : 2 guineas.
Privileges.—

Members in any of the above grades are entitled to attend
the Society's lectures, receive the monthly Journal free of
charge and consult books in the Society's library. All grades
except Associate Members are entitled to borrow books from
the library. Students and Associate Members are not- entitled
to vote.

Publications. — * '

The Aeronautical Journal, which is published monthly, con-
tains notices of the Society's activities, full reports of all lec-
tures (and discussions thereon), original scientific papers, re-
views of aeronautical books, etc.
■ Original papers of a fundamental character in the science
and technology of aeronautics are published from time to
time as "Transactions of the Royal Aeronautical Society."
Library. —

The library, which is housed at the Society's offices, 7, Albe-
marle Street, W.i, contains a valuable collection of exceedingly
rare historical books as well as constituting a good reference
library of modern aeronautical literature. It is open for the
use of all members from 9.30 a.m. to 5 p.m. on- weekdays
(9.30 a.m. to 12 on Saturday), and on the table are to be
found the leading aeronautical and engineering papers of
every country in the world.
Lectures. —

During the winter months meetings are held 011 the first and
third Wednesdays in each month at which papers are read,
followed by discussions, on a wide range of subjects covering
the whole field of aircraft design and operations. They are-
held at 5.30 p.m. Members are admitted without tickets
and may obtain tickets for their friends on application to the
Secretary.

Educational Lectures are also arranged in various centres-

throughout the country from time to time.

July 7, 1920

The Aeroplane

BRISTOL FIGHTER

TYPE F2

Speed and Climb
of a Single Seater
and manoeuvrability
of a sensitive Scout

ENGINE

Siddeley Puma
240 h.p.

The Aircraft Disposal Company Ltd.

(Managing Agents : HANDLEY PAGE LTD.)

Regent House KINGS WAY London

Telegrams: " AIRDISCO WESTCENT "
Telephone : Regent 5621 (3 lines)

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

20

The

Aeroplane

July 7, 1920

THE SOCIETY OF BRITISH AIRCRAFT CONSTRUCTORS, LIMITED

Patrons.

H.M.
THE KING.

H.R.H. PRINCE

ALBERT,
THE DUKE OF
YORK.

SIXTH INTERNATIONAL

AERO

Fice-Patrons.

The Air Council.

The Secretary and
Under Secretary of
State for Air.

Royal
Aeronautical
Society.

Royal Aero Club.

EXHIBITION

Held under the Joint Management of the Society of British Aircraft Con-
structors, Lt</., cff the Society of Motor Manufacturers & Traders, Ltd.

Luxurious Pullman Passenger and Commercial Aircraft.
Latest developments in Aero Engines, Wireless Wonders,
Propellers, Models, Accessories, Components, &c.

PICTURE GALLERY, CINEMA, & LECTURES.

AIR MINISTRY EXHIBIT, comprising Air Routes,
: : Safety Devices, Research and Progress, &c. : :

HISTORICAL EXHIBIT OF BRITISH WAR
:: :: :: AEROPLANES. :: :: ::

OL YMPI A

JULY 9th to 20th

ADMISSION (Including Tax): 2s. 6d. before 6 p.m. (excepting Saturday,
July 17th); is. 3d. after 6 p.m.; is. 3d. Saturday, July 17th, ALL DAY.

OPEN FRIDAY, JULY 9th, 2 till 9 ; thereafter daily 10 till 9.

BAND OF H.M. ist LIFE GUARDS. J. LYONS & CO., Ltd., Caterers by Appointment.

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Supplement to The Aeroplane, July yth, 1920

INCORPORATING AIRCRAFT ENGINEERING, AERODYNAMICS, AIRCRAFT FINANCE AND COMMERCIAL AERONAUTICS
AND MATTERS PERTAINING TO THE AERONAUTICAL ENGINEER AND THE AIRCRAFT TRADER,

THE AEROPLANES AND ENGINES AT OLYMPIA.

With the approaching opening of the Aero Show on
Friday next, it is becoming more and more possible to
estimate the probable value and interest of the exhibits
which will there appear.

In the aeroplane and engine sections the number of ex-
hibitors will be relatively small, but it seems certain that
the standard of these exhibits will be extremely high.

Machines or engines presenting startling and untried
features will not appear, except perhaps in the form of
models on those stands, devoted to uses of inventors, and
arranged and controlled by the Royal Aero Club.

Novelties there will be, but novelties which emanate
from the brains of experienced designers, who have bent
their talents to meet the exigencies of the new phase
whereon aviation has but just entered, and these, if less
sensational than were some of the materialised brain-
waves of bygone shows, are yet of a more serious import
and more permanent interest, in that they form mile-
stones in the steady progress of the aeroplane to its ulti-
mate position as the rapid transport vehicle of the civil-
ised world.

Some few novel war machines will be present, but the
great majority of the aeroplanes are to be of the purely
commercial type, and even the converted war type will
scarcely be discovered.

Thus the British aeroplane constructor can be congratu-
lated that in an exhibition held so shortly after the war,
and in a period of an acute depression in his particular
business, he has risen to the occasion and has shown, not
samples of what wondrous things he has done in the past,
but a really illuminating exposition of what he can offer
for the present and a brilliant presage of what he will be
be able to do for the future.

In the aero-engine exhibits the position is — not un-
naturally— somewhat different.

The building of a new type of engine calls for very
great expenditure on plant, special tools, jigs and fix-
tures, and such -an expenditure is difficult to justify
unless a reasonably certain market exists for that

engine when built. That market does not yet exist,
and therefore, though there are to be new engines
at Olympia, they are practically entirely designed under
the impulse of war.

This perhaps is not so serious a matter as it may seem.
Granted that the commerce of aviation calls for engines of
different qualities to those demanded by war flying, yet
at a pinch the war-time engine will serve the present and
the immediate future.

And, as there are other industries than the aircraft one
which call for the continuous development of the internal
combustion engine, there need be little fear that, when a
demand for commercial aeroplane engines in appreciable
numbers does arise, there will be those who can and will
cope with it.

Nevertheless, this state of affairs will impose yet an-
other hindrance to the peace-time development of air
traffic, and one cannot but regret that some of the great
British engine-building firms have not taken more of their
courage by both hands and invested some of their vast
resources in the work of developing the aero-engine which
is even now desirable, and which in the near future will
be essential.

Such an investment would certainly bring in no return
for some few years, but thereafter it should prove more
valuable than all the Mesopotamian oilfields put together.

Noticeable features at the Show will be the very wide
gap in size and power between certain of the small
sporting types which will appear and some of the very
large passenger-carriers. The presence of some few
amphibians is noteworthy. More important from the
purely technical aspect is the growing use of metal for
structural purposes.

The very extensive use to which aluminium is now
put by engine builders will be very obvious.

Hereafter there is to be found, arranged in alphabetical
order, an account of all those who are to exhibit aero-
planes or engines at that Show.

THE AUSTIN MOTOR CAR COMPANY, Northfields, Birmingham.

Before the recent disturbance of this happy realm by what During the war these originals were joined in their work

has been — perhaps not inaptly — described as a war, the makers
of aircraft in this country were few, poor, generally accounted
mad, and, upon the whole, happy in a curious way.

by numerous others; they became, temporarily at least, rich,
were the object of adulation from many quarters, ineludinc;
Carmelite House, and iu consequence extremely unhappy.

THE AUSTIN " WHIPPET."— One
of the first of the small sporting type
aeroplanes to be designed in Britain.
It is here seen at the private aero=
drome of the Austin Motor Car Co. at
Northfields, Birmingham. As is de=
tailed in ibe description herewith,
the needs of the private owner pilot
ha>'e been very carefully considered
and met in the design of this excellent
little machine. Mr. Kenworthy, the
designer, and Mr. Nare-,, the Austin
pilot, are seen' with the machine.

(supplement to thE aeroplane ) Aeronautical Engineering

JULY 7, 1Q2Q

Of the many who joined the pioneers few now remain.
To the most of them it is obvious that riches are of more
account than a joyful heart, and, although the heart of the
aircraft manufacturers of to-day have not yet returned to
their original state of innocent joy, yet there be signs that
the burden of great riches is to pass from them for a while,
and thus, immune from the fears which wealth begets, they
will shortly reassume their older happy state. But there are
some few of the later comers who have signified their in-
tention to keep in the lean times of peace the interest in
the development of aircraft which came to them in war.
Obviously these cannot be impelled by motives of mere greed,
and therefore one. must assume real interest in a problem
worthy to be solved, and holding out hopes of an ultimate
development which shall repay for the early and thankless
tasks of pioneering.

Therefore the Aviation Department of the Austin Motor
Car Co. may be hailed by the elder members of the Industry
as a worthy brother committed to the same troublous times
as are they.

In the Austin "Whippet" the firm have attacked one of
the most difficult, and, according to some authorities, least
promising, of the problems of aviation. As these latter pes-
simists base their conclusions on arguments which indicate

that solo motorcycles can never be sold in quantity, one
may fairly safely question their conclusions.

Whatever may prove to be the case there is no doubt that
in the "Whippet" the designer has considered very carefully
all the desirable attributes of the single-seater sporting type
machine.

Small size and ease of stowage, combined with an adequate
surface to ensure that the machine shall not be too lively
for comfort, great strength, robustness of construction, sim-
plicity of assembly and absence of any tendency to require
continual readjustment, have all been secured.

The fact that the machine is of practically all-metal con-
struction secures it from any tendency to warp out of truth
under the variable climatic conditions which it may have
to endure.

A small and reliable engine ensures low fuel costs and low
maintenance charges, and yet a performance adequate for
meeting all but the very worst of weathers and a manoeuvra-
bility which renders "stunting" safe, are all combined.

Those who wish to demonstrate that their love of flying
extends to beyond showing off in the company of their best
girls might therefore do much worse than consider the
"Whippet" as their next season's sporting mount.

WM. BEARDMORE &

In the days before the war Beardmores built, if one remem-
bers aright, warships mainly, and some aeroplanes. There
■were many and various incidental activities — for instance, the
firm manufactured its own steel, built its own engines, and
carried on many branches of engineering, some directly for
the benefit of its shipbuilding work and others partly as
by-products thereof.

Nowadays — if political reports be not altogether untrust-
worthy— the building of warships is a dormant industry, but
no one has as yet accused Beardmores of somnolence.

On the contrary Beardmores appear to have realised very
thoroughly that "transportation is civilisation," and thus to-
day Beardmores build, in addition to ships and aeroplanes,
locomotives and motor cars, and they are willing to
undertake the building of airships.

But the very fact that a great armament firm, such as is
'this, should, after the war, still continue their aircraft works
and should have laid down a design programme of purely
commercial machines, is adequate proof of their foresight.

In addition to their exhibit at Olympia they will, during
the Show, have a machine at Cricklewood which will give
demonstration flights.

Two Beardmores will appear at the Show proper. Of theseu
the W.B.n will be of the two-seater sporting and touring
type, fitted with a Beardmore 160 h.p. engine. This machine
has an excellent all-round performance, the reliability of the
engine fitted is a by-word amongst those who fly, and it is

CO., LTD., Glasgow.

therefore eminently suited for its intended purpose or for
that of light mail carrying.

The second machine— the W.B.X. — is of those designed for
the smaller class in the forthcoming Air Ministry- Competition,
and has the qualities of safety, economy and comfort, together
with a long flight range and a low landing speed. Naturally
a Beardmore engine forms the power plant.

One feature of great interest will be found in the structure
of the fuselage. This has been designed in the light of the
firm's experience with the construction of rigid airstrips, and
is carried out in duralumin girder work.

As it will appear at Olympia, the wings are constructed
in the normal manner, on spruce spars with wooden ribs. At
the competition the machine will be fitted with metal wings,
but unfortunately it has been impossible to complete these
in time for Olympia.

One of the very few airship exhibits will also appear on
the Beardmore stand. This is a section of a passenger car
for a rigid ship of the 1^.36 type, which it is hoped
to employ for commercial services.

In addition to these two machines there will be on the
stand one of the famous Beardmore engines and a number
of interesting models, including those of R-34, and H.M.
seaplane carrier "Argus" — both products of the firm's work-
shops.

The large amphibian Bat boat whose general arrangement
w reproduced below will not appear at Olympia — but its
design i§ evidence of the firm's enterprise.

BEARDMORE

WB.9.

4-SDD HR

beardmore:.

July y, 1920

Aeronautical Engineering (supplement * thea**™.) 23

STAND 77

AERO EXHIBITION

OLYMPIA.

EVERYONE WHO IS INTERESTED IN

Civilian Aviation, Aerial Transport, etc.,

should see our exhibit of
THE LATEST

SAFETY APPLIANCES

THE AUTOCHUTE

f The new Life-saving Parachute J

SAFETY FLARES & LANDING LIGHTS,

ETC., and the

AERIAL POSTMAN

* for delivering Air Mails

Id on parle frcn-icais. Hier man spree ht deutsch.

Qui se par la Italiano,

NOTICE. — This Company is prepared to grant licences for
Holt's British and Foreign Aviation Patents.

s* > THE

YORKSHIRE STEEL Co., Ltd.

ENGINEERS.
Contractors to the British and Allied Qoyernments.
Head Office : 30, Holborn, London, E.C.I.

Holt Flare Works, YOC WORKS, Technical Dept.,

Huddersfield. SHEFFIELD. 17, Furnival St., E.C.4.

Ora Metal Foundry, London Workshop,

Peckham, s.e. 27, Cursitor St., E.c.4.

KINDLY MENTION " THIS AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

24 (suppwat to xhs aeroplane .) Aeronautical Engineering

July 7, 1920

THE BLACKBURN AEROPLANE & MOTOR CO., LTD., Olympia, Leeds.

Pioneer Days.

The Blackburn firm traces its origin back to the spring of
1909, when Mr. R. Blackburn successfully hew his hist aero-
plane at Saltburn in Yorkshire. During the following hve
years he developed a series of machines, among which the
80 h.p. Gnome monoplane (1911), the "all steel" monoplane
(1911), and the 130 h.p. Salmson seaplane (iyi?,), are the
most interesting. The hrst figured in Captain Hucks' 1,000
mile tour in south-west England, the "Circuit of Britain" race
of 1911, and numerous early commercial flights in Y'orkshire.
The "all metal" monoplane, the hrst of its type to be built
in England, foreshadowed in a remarkable way the present
trend of design for military purposes. The seaplane un-
doubtedly influenced the career of the company during the
late war by attracting the favourable attention of the Naval
authorities.

The activities outlined above gained for Blackburn aircraft
a reputation for the technical skill and practical sense shown
in their design and the accuracy and excellence of their
workmanship, and led to the formation, early in 1914, of the
present company to deal with pre-war Government orders.

1914 — 1918.

During the war the company served in a dual capacity. As
a manufacturer it produced for the War Office, Admiralty and
Air Ministry a steadily increasing output of aircraft and
accessories. Fighting aeroplanes, scouts, bombers, patrol
seaplanes, flying boats, ship aeroplanes and torpedo-carrying
aeroplanes were among the products, whilst important minor
features were propeller construction and the manufacture of
standard fittings and accessories, used widely and known as
B.A.P. fittings. In spite of rapid expansion of organisation
and dilution of labour, the high standard of workmanship
maintained in the early years was rigidly kept up.

As a designing firm the company was engaged on experi-
mental design for the Admiralty, and more especially upon
the twin-engined type of seaplane. From these designs de-
veloped two widely different series of machines — the twin-
engined type, of which the "Kangaroo" is the present speci-
men, and the torpedo-planes, the development of which was
entrusted to the company by the Air Ministry during the
latter years of the war.

To deal adequately with experimental seaplane work the
firm acquired the air station at Brough, which has since
developed into an experimental branch, with workshops ade-
quate to any work short of intensive production, together
with excellent flying facilities for both aeroplanes and sea-
planes.

Post-war Policy.
Believing firmly in the future of aviation, Blackburns are
determined to remain actively in the aircraft industry through
the period of post-war deflation and thus to place themselves
in readiness for the time when the commercial possibilities
of aircraft should be established. But optimism has not
blinded the company's eyes to the difficulties which must
be faced in the interim. The production departments have
been largely diverted to other classes of work, including the
inevitable motor car, which has proved so successful as to
permit the maintenance of a relatively non-productive air-
craft department. This policy was the more easily adopted
because the firm is a private company controlled by long-

sighted shareholders, and its financial policy throughout the
war had been framed with a careful outlook toward these
lean years.

A department has been built up to ascertain and to encourage
the possible commercial uses of aviation and to serve as the
nucleus of a sales organisation. This work has been slightly
productive from the commercial standpoint and has had con-
siderable educational value both to the public and to the firm.
On the technical side, the policy has been to rise out of the
groove of war-time design and tackle the problem of the
commercial aeroplane without preconceived views, appreciat-
ing that, though war types may be converted to serve as
stop-gaps, true commercial design must have its basis in
new technical ideals and new research. This policy for com-
mercial design has not involved in any degree the discon-
tinuance of design for Naval and Military purposes.

Recent Achievements.

The firm's achievements during the last year group them-
selves mainly around the "Kangaroo."

During the last twelve months "Kangaroos" covered 20,000
miles and carried 18,000 lb. of cargo and 1,600 passengers.
The "Kangaroo" was awarded a gold medal and prizes at
the 1919 Amsterdam exhibition. It competed creditably in
the recent flight to Australia, and the opinion of the crew is
shown by the following extract from a letter written when
engine trouble brought an end to the flight. It reads : "A
sixty-mile flight in one hour ten minutes from 3,000 ft. with
one sound engine and a 70 per cent, load is a feat you may
be proud of," and is evidence of the advantage held in time
of emergency by twin-engined aircraft such as the
''Kangaroo."

The "Kangaroo" also served to inaugurate a successful
cargo-carrying service between England and Holland during
Ihe spring of this year, and has been selected by the 1921
Antarctic Expedition for use in Polar survey work.

The Present Day.

The company is admirably fitted to meet the revival of the
Aviation Industry presaged by the coming Aero Show at
Olympia. At Leeds it has a well-organised modern and
well-equipped factory, capable of output on a scale com-
parable with that obtained in war-time, which has been
diverted, rather than converted, to the making of motor cars
and lorries, and is equally capable of re-diversion to aircraft
work. Brough is one of the two permanent civil flying:
stations of northern England, and an experimental depot
staffed by experienced engineers and mechanics, closely in
touch with modern developments. Labour troubles are in-
finitesimal, owing to the democratic spirit of the manage-
ment. Finally, owing to' close co-operation with the North
Sea Aerial and General Transport, Ltd., valuable experience
has been acquired in commercial flying, which has aided con-
siderably the carrying out of" a strong experimental
programme.

At Olympia the firm will exhibit one of their latest pro-
ductions, a torpedo-carrying aeroplane designed for the Air
Ministry for service use. Owing to this fact the machine will'
appear shorn of most of its special equipment, but it will
nevertheless be found to show many interesting points of
design and construction, though a description of these is not
permitted by the authorities till such time as the Exhibition:
allows one to discover by inspection its salient features.

THE BRISTOL AEROPLANE CO., LTD., Filton, Bristol.

To attempt at this date to introduce to '.he regular readers
of The Aeroplane the famous Bristol firm — once the British

and Colonial Aeroplane Co. — would appear to be superfluous*
But as on an occasion such as this this journal is likely

The threeseater Bristol "Tours'-*'
which has been for some time in the
regular service of the Instone Air
Line. This machine is fitted with a
Siudeley " Puma " engine (240 h.p.)
and has side by side accommodation
tor two passengers aft the pilot's
cockpit. The machine of this type to
be exhibited at Olympia will differ to
the extent that the passenger cockpit
is completely enclosed.

"

- -

July 7, 1920

Aeronautical Engineering

(Supplement to The Aeroplane.)

Metal Machines

FOR

Military

Postal

Goods

Naval
Passenger
Patrol
Services.

Aircraft Constructors to Leading Governments of the World.

SHORT SPORTING TYPE SEAPLANE FOUR-SEATER

OLYMPIA July 9 to 20.

Stand 44.

SHORT BROS. (Rochester & Bedford), LTD.,

Seaplane Works, Rochester, Kent.

'Phone : Chatham 627.
'Phone : Regent 378.

London Office :
Whitehall House, Chaiing Cross, S.W.

'Grams : Seaplanes, Rochester.

'Grams : Tested, Phone, London.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

26

(Supplement to The Aeropla>3.)

Aeronautical Engineering

July 7, 1920

The. Bristol "Pulman" Triplane (4=410=h.p. Liberty Engines) in the air.

to fall in numerous other hands it may be well to recall
the fact that it was founded in 1909 by the enterprise of the
late Sir George White — a pioneer of electric traction in
England and so presumably another of those who have held
transportation to be civilisation. Since that date the concern
has consistently built aeroplanes through thick and thin —
and has continuously possessed a reputation for sound design
and excellent workmanship.

The Bristol Bullet of 1914 served with great distinction in
the earliest days of war. The Bristol Fighter of 1917 did
certainly as much as any other single type of aircraft to
establish the aerial supremacy of the Allies, and had war
continued but a little longer the Braemar triplane bomber
would doubtless have been a very potent weapon in our
armoury, and the "Badger" equally might have been expected
to carry on the work of the ancestral "Fighter" with all
success. But in these days of peace new war aircraft are even
more "Taboo" as a subject for the descriptive pen than they
were recently, and the Badger will not appear at Olympia.

Such Bristol machines as will there appear will be of
peaceful aspect. The stand will contain at once the largest
and the smallest aeroplane in the Show with an intermediate
machine of normal dimensions, and the contrast between the
great 1,600 ,h. p. Pulman Triplane, with its 1,900 odd sq. ft.
of wing area, and the tiny "Babe," with one-fortieth of the
h.p. and of barely 20 ft. span, should add greatly to the
interest of their stand.

And the intermediate machine, the three-seater "Coupe
Tourer," will be found to be an excellent example of the
general utility high performance commercial passenger car-
rier, eminently suitable for either the early development of
a regular high' speed passenger and mail service over a
route whereon aerial traffic is at a low intensity, for private
business use, j or for what has been termed "taxi" services.

It may very safely be predicted that all three machines
will be distinguished by the very excellent workmanship and
sound design which is characteristic of all Bristol aircraft.

THE BRITISH AERIAL TRANSPORT COMPANY.

The British Aerial Transport - Co. will always have to its
credit the production after the war of the first aeroplane
designed from beginning to end as a commercial craft.

Founded during the war to meet the country's demand for
war machines the firm had at the time of the Armistice
produced two of the finest machines of the single-seat fighter
class that have yet been seen, and the rapidity with which
their four-seater commercial machine was designed, built,
and tested should prove a happy augury as to their future.

Unfortunately there were grounds for believing that after
this excellent beginning the firm was to retire from the
further peace-time development of Aerial -Transport, but the
fact that they are to exhibit at Olympia may, one hopes,
be taken as a sign that this intention has now been renounced.

Doubtless continuance in the business of aircraft constructors
will involve the exercise of patience under adversity — that
lot, however, is common to all those who would pioneer,
but if they can but continue as they have started, and if all
their products show the originality of design and the foresight
which have been so demonstrated by their past efforts, they
need not fear but that the future will bring ample reward. But
whatsoever may be their future, their exhibit at Olyn.pia will
be of the greatest interest.

It is to include the famous B.A.T. "Bantam"- -the first
of the firm's war machines, and one which in performance,
manoeuvrability, and excellent fighting qualities, set a new
standard for this class of aircraft— and the B.A.T. Commercial
Mark 1 — the five-seater lin.ousine machine whih has already

THE B.A.T. BANT\M (170=h.p.

A. B.C. "Wasp" Engine).— This
little machine, designed by Mr.
KooJhoven and built by the

B. A.T. Co., was first produced in
1917, and earned the admiration
of all competent judge;- on its
early trials. It revolutionised
existing ideas of what a light
single-seater fighter should be
capable of doing, but it never

July 7, 1920

Aeronautical Engineering

(Supplemjnt to The Aeroplane.;

H

STAND

I NO. 33

AT THE

AERO

EXHIBITION,
OLYMPIA,
JULY 9-20,
1920.

Assets Exceed £3,000,000.
Claims Paid Exceed £12,000,000.

Upside down
in & cloud

OFTEN a disconcerting experience, even for a
highly skilled pilot, and one fraught with no
little danger.

Accidents are caused in most unlikely ways. You
cannot prevent them — but a sound insurance will
help substantially to ameliorate the results.

The " General " holds the lead in every branch of
Aviation Insurance, and has evolved the most com-
prehensive policies obtainable.

It fully covers : —

(/) Damage to Aircraft;

(2) Fire, Explosion, Self- Ignition, and Light-

ning;

(3) Burglary, Housebreaking, and Theft ;

(4) Third Party Claims,

Pilots, Passengers. Legal Liability to Passengers,
Cargo, Riot Risks, Salvage Charges, Employer's
Liability, Ground Risks, Storm and Tempest, and
other hazards may also be covered.

Every risk is rated on its merits.

Insure with the Company which has the experience
of insuring the largest Aircraft firms in the world.

For further particulars apply to : —

GENERAL ACCIDENT FIRE
AND LIFE ASSURANCE

CORPORATION, LTD.

(Established 1885.)
Chief Offices :

General Buildings, Perth, Scotland.
General Buildings, Aldwych, London, W.C.2.

General Manager: F. N O R I E- M I L L E R, J.R, F.E.I.S.

Telephone Nos. : Holbom 3188-3191.

i

1

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

(supplement to the aeropwne.) Aeronautical Engineering

July 7, 1920

THE B.A.T. COMMERCIAL
FIVE~i>EATER (Rolls- '. Royce
375 h p. engine) — This machine,
the first machine designed and
built in any country expressly for
commercial purposes, is another
of the products of Mr. Kooh
hoven's genius. This machine
left the ground as it was drawn in
the drawing office and required
neither modification nor adjust=
ment upon her trials.

been referred to as the first machine designed and built purely
for commercial purposes. This machine still maintains its
position as one of the finest of its class which has yet been

produced, and if the next B.A.T. machine is as great an
advance as was this, the firm may rest assured of a great
future.

CENTRAL AIRCRAFT CO., 179, High Road, KILBURN, N.W.6.

Though the name of the Central Aircraft Company is new
since the outbreak of war, the origins of its interest in air-
craft dates back to pre-war days, for the firm is, in fact, an
offshoot of the firm of R. Cattle and Sons, who had long
manufactured wooden aircraft components. The Central Air-
craft Co., under that name, came into being during the war
and were busily engaged in ministering to the needs of the
Air Forces up to the Armistice.

With the advent of peace they immediately embarked on a
programme of civilian aviation. They acquired the ex-R.A.F.
aerodrome at Northolt, built and designed school machines,

to start up from his seat. Carrying three hours' fuel, a speed
of 78 m.p.h. is attained, with a climb adequate to all com-
mercial purposes, and a ceiling of 17,000 ft.

The moderate speed — attained by an engine of relatively low
power — naturally leads to great fuel economy, and this is one
of the main features of this type.

The "Centaur 2a" 'machine is perhaps an even better ex-
ample of the firm's enterprise.

It is a two-engined passenger carrier, not of the giant class,
but of a size which, with a single enghie, would call for one
of the most modern of high-powered engines — nowadays an

THE CENTRAL AIRCRAFT CO.'S
CENTAUR IB SEAPLANE (lOO-h.p.
Anzani). — A machine designed on the
basis of the firm's experience with
school and passenger hire machines.
It promises to be a type eminently
suitable for operation as a pleasure
machine along the coast of Britain.

and established at Northolt a flying school which has con-
sistently produced excellently trained pilots. In nddition thev
have taken a vigorous hand in the joy-riding brand of aerial
piopagauda work.

The school machines which they have turned out — of the
"Centaur 4" type— have proved most excellent instructional
machines, and their good qualities have led since to the pro-
duction of the "Centaur 4a," a slightly enlarged edition of the
4, fitted with three seats, and forming an excellent machine for
sporting, touring and joy-riding services. The engine— an
Anzani of 100 h.p.— is of proved reliability, and it has been
fitted by the firm with a starting gear which allows the pilot

expensive affair both to purchase and to maintain, and of a
class which can scarcely yet be regarded as safely past its
infantile disorders.

By usina; two of the 160-h.p. Beardmore engines a power
plant of proved reliability known to call for very low main-
tenance costs is attained, with a machine of such a size that
many of the drawbacks usually associated with twin-engined
craft are avoided.

The machine is of the cabin type and is normally fitted to
carry six passengers, pilot and mechanic. Folding wings per-
mit the machine to be stowed in a very small space.-

July 7, 1920

Aeronautical Engineering

(Supplement to The Aeroplane.!

2

(Contractors to the Admiralty ,
JVar Office and Air ^Ministry.

Head Office, HAYES, MIDDLESEX.
London Office, 175, PICCADILLY, W.l.

, Works, Hayes, Middlesex, and Hamble, near Southampton.
Designers and manufacturers of Seaplanes, Flying Boats and Aeroplanes.

Patentees of the Fairey Patent Variable Camber Gear for Aircraft.

Sole Licensees of the Linton Hope Patent Hull for Flying Boats.

Designers, by special request of the British Government, of the "Atalanta'
type Flying Boat, the largest of its kind constructed.

The following types of Fairey Seaplanes designed for
the British Government have been put into production
for Service use : — Fairey Campania, Hamble Baby —
type IIIA, type IIIB, type IIIG.

WE ARE EXHIBITING AT

THE SIXTH^|tt]^ATIONAL

Aero ElKibition

July 9-20M920

STAND No. 47.

Telephone- 19 Hayes, Middlesex.

Telegrams— "Airily, Hayes, Middlesex.
Code— A. B.C. 5th Edition.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

3° (supplement to the akrofi.ane.) Aeronautical Engineering

July 7, 1920

A good all-round performance, simple and robust construc-
tion and low fuel and oil consumption should commend -this
machine for all such air services' loutes as do not deliberately
set out to compete with the fastest existing forms of surface
transport.

It is not yet certainly decided which of the two machines
above will appear at Olympia, but the "Centaur 4b" is, it is
understood, a certain exhibit.

This machine is the seaplane edition of the 4a type already
alluded to, and conserves all the good qualities of that type.
The type has given a convincing demonstration of its qualities
at Southend during the past few weeks, and should do ex-
cellently for coastwise pleasure and business passenger carry-
ing. As one of the very few seaplanes at the Show it should
command special interest.

THE FAIREY AVIATION CO., LTD., Hayes, Middlesex.

Founded in 1916 by Mr. C. R. Fairey, one of the earliest
pioneers of aviation in this country, the Fairey Aviation Co ,
Ltd., have from their earliest days taken a very high position
among the British aeroplane builders.

Long before the characteristic drone of twin engines slightly
differing in their revolutions had commenced to disturb the
nights of London, the Fairey twin-engine biplane had been
built and tested with excellent results, and it was no fault of
that machine that British twin-engine machines were not. in
our aerial armoury long before "Gotha" became s word .of ill-
omen to the masses of this land.

In regard to seaplanes, Mr. Fairey had better fortune, and
in succession the' Fairey Campania, the Fairey type 3, 3a,
3b, and 3c, have kept the firm's works busy filling Air Ministry
oiders, even since the Armistice.

The qualities demanded of seaplanes for war purposes are
much more akin to those required for civilian purposes than
were those asked for in the case of the majority of land
fighters, and, therefore, it is by no means surprising to find
that in addition the works have done quite a lot of work in
modifying Fairey war types for more peaceful ends.

Thus the firm can look to the future with confidence. Even
the present stagnation of the Industry imds them busy, and

when the revival does arrive they are assured of a phenomenal
amount of business.

At Olympia they will exhibit an entirely new type of
machine, possessing many novel features. It has been de-
signed to the specification of ihe Air Ministry and details as
to its purpose and equipment are on this account withheld.

It is possible to state that the machine embodies the Fairey
variable camber de\ice on its wings, combined with an auto-
matically adjusted tail-plane, which","" when the wing-flaps are
altered in position, moves to such an extent as to maintain
the trim of the machine unaltered.

It is of moderate size— being 40 ft. span, 3c ft. long oyer all,,
and with a chord of 6 ft., and is remarkable in that it is built
on a central section unit, which comprises the undercarriage,
portion of the fuselage, and the uppe- centre section. This
unit is entiielv of steel, and consists of steel members united
bv machined fittings, welding or brazing being entirely absent
To the front of this unit the fuselage nose with the power-
plant is bolted, and to the rear of it the aft end of the fuselage.

It is understood that the machine is amphibian and that it
has been designed for a very high performance.

Being a Fairey. it will undoubtedly be worthy of study when
it appears to the public view.

MARTINSYDE, LTD., Maybury Hill, Woking.

Martinsyde, Ltd., known to frequenters of Brooklands in
the happy days which preceded the war as Martin and Han-
dasyde, have from the earliest tin.es held a reputation for
the magnificent workmanship which they put into all their
machines.

In those early days they were firm believers in the mono-
plane type, and with characteristic perseverance attacked that
most difficult of aeroplane problems, the building of large
monoplanes. Their efforts were crowned with success and in

THE MARTINSYDE F4A. (300=h.p.
KispanoSuiza Engine). — This is the
famous war=time fighter with its
organs of offence removed and room
thus made for a second seat. In this
form it is one of the fastest of high
speed two-seaters and for really rapid
passenger transport a difficult
machine to beat.

1912 and 1913 the Martinsyde monoplane was one of the finest
aeroplanes in existence. Extreme ill fortune with their en-
gines at the 1912 Military trials, and the ban on monoplanes
which was instituted by the military authoiities very shortly
thereafter, deprived them of any adequate reward for their
efforts.

Nevertheless they persisted, and the outbreak of war in 1914
found them in possession of the first specimen of the little
Martinsyde scout, a small single-seater biplane with the 80

THE MARTINSYDE TYPE A.S.
(375-h.p. Rolls-Royce Engine) — The
type A Martinsyde, designed for
general high speed commercial work.
In this particular edition of the type
pilot, passenger and some 400 lb. of
mail can be carried, and the machine
is fitted with floats for work on
lakes, rivers, or the sea.

July 7, 1920

Aeronautical Engineering

(Supplement to The Aeroplane.)

31

PALMER

LANDING WHEELS & TYRES

STANDARD SIZES

Tyre

Hub

Track

Tyre

ra5 .

Hub

Track

Tyre

Sizes

%

<U c

Hub

Track

Sizes

■?z

Length

Bore

Line

Sizes

Lengtn

Bore

Line

5Z

Length

Bore

Line

m/m

m/m

mm

m m

m/m

iri/m

•m m

m/m

m/m

300X60

16

111.12

25.4

Central

700 X 100

77

178.

44.45

132/46

1000X150

141

250.

80.

Central

17

72.39

12.7

Central

92

185.

55.

135 50

*1

201

185.

60.32

125/60

95

185.

55.

Central

')

209

185.

55.

Central

450 X 60

30

89.

31.75

Central

96

178.

55.

132/46

?»

210

185.

60.32

Central

138

130.

3.- .09

Central

99

178.

38.89

132 46

1000 X 180

148

220.

Central

f _ ■ ,

112

150.

38.09

Central

80.

575X60

21

160.

:s.

Centra

• »

149

185.

55.

Central

34

150.

31.75

104/46

650 X 125

119

178.

55.

132 46

900 X 200

107

Central

111

150.

38.09

104 46

185.

55.

650X65

in

„

78
79
100
101

178.
178.
178.
178.

44.45
44.45
38.09
31.75

132/46
Central
132/46
132/46

Central

750 X 1 25

77

92
95
96

178.
185.
185.
178.

44.45
55.
55.
55.

132/46
135/50
Central
132 46

»»
5 1
«)

108
128
137

202

185.
220.
250.
185.

55.
66.67
80.
60.32

125 60
Central
Central
Central

600 X 75

21

160.

28.

99
112

178.
150.

38.89
38.09

132 4«
Central

1100X220

134
136

220.
250.

66.67
80.

Central
Central

34

150.

31.75

104 46

800 X 150

82

185.

55.

135/50

111

150.

38.09

104/46

i>

85

185.

55. ■

Central

1250X250

133

250.

80.

Central

700 X 75

78

178.

44.45

132 46

*36

185.

55.

135 50

79

178.

44.45

Central

>>

*40

185.

60.32

135 50

1500X300

115

304.8

101.6

Central

100

178.

38.09

132 46

1000X 150

131

220.

66.67

Central

126

304.8

152.4

Central

101

178.

31.75

132/46

T02

185.

55.

125/60

1750X300

139

400.

152.4

Central

I

LID NE

* Wheels No. 36 and iO arc of itrongey type than, the vthev wheels for 800 x 150 tyres.

THE PALMER TYRE LIMITED

Contractors to the Admiralty the War Office, and the Ministry of Munitions,

119, 121, 123, SHAFTESBURY AVENUE, LONDON, W.C.2.

Telegrams: "TYRICORD, WcSTCEN T, LONDON." Te'ephone: GERRARD 1214 (Five lines)

PARIS : 24, Boulevard de Villiers, LevalloisTerret.
AMSTERDAM .- Stadhouderskade 91.

We are
exhibiting at

the Aero
Show.
Stand No. 15.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

32

(Supplement to The Aeroplane.)

Aeronautical Engineering

July 7, 1920

THE MARTINSYDE " SEMI =
QUAVER'* (300 h.p. Hispano-Suiza).
A racing machine pure and simple,
which in the form here illustrated
raised the British Speed Record to
16) m.p.b. At the Show a modified
edition of the Semi-quaver will ap-
pear, and after the Show the speed
record will probably again suffer.

h.p. Gnome, of excellent performance for that date, and pos-
sessed of the quality of almost complete unbreakability. These
did excellent service in the earlier days of the struggle, and
were followed fairly quickly by the Martinsyde "Elephant,"
again a single-seater, but with the 160 h.p. Beardmore, an
engine whost merits the discerning eye of Mr. Handasyde
had recognised even before the war. This machine was. in
all probability the first British aircraft fitted with a stationary
water-cooled engine which achieved a really high performance.
A climb to 10,000 ft. in 1^5 mins. and a speed at 6,000 ft.
of 102 m.p.h. was, in 1915, phenomenal. This type continued
in service for quite a long time.

In 1916 was produced the R.G.i, fitted with the 190 h.p.
Rolls-Royce, and having a speed of 130 m.p.h.

Since the Armistice Martinsydes have continued to produce
aeroplanes with all the excellence of design, construction and
finish for which they are famous, and their stand at Olympia
will worthily uphold their reputation.

The little- "Semiquaver," a machine which in its original
form has an official speed record of over 160 m.p.h. standing
to its credit, and which in its modified condition may be
expected considerably to exceed this figure, may be regarded
as a typical example of the speed machine pure and simple.

The type F.aA, the famous war type, modified to a two-
seater, and which may be fitted at will with either a float
or a wheeled undercarriage, is perhaps one of the finest speci-
mens of that capacity for compromise between conflicting
requirements which war needs developed amongst British

THE MARTINSYDE F6 (300=h.p.
Hispano-Suiza).- — Designed as a two=
seater since the war for the very rapid
transport of passengers or mails. Has '
a speed of over 140 m.p.h., carrying
passenger and fuel for some 400
miles.

1917 saw the introduction of the first of the famous F.
series — the F.i. This was a two-seater with the 250 h.p.
Rolls.

F.2, also a two-seater, was an improved F.i, fitted with a
200 h.p. engine only, despite which its performance was
even better than its predecessor.

With the F.3, a single-seat fighter with the igo h.p. Rolls
engine, all ideas of aeroplane performance were profoundly
modified. 142 m.p.h., a climb to 10,000 ft. in 6f min., and
15,000 ft. in under 12 min., were figures all far in .advance
of any previous achievement.

Nevertheless that machine never reached the stage of quan-
tity production. Certain experts announced 1 that a fighter
scout with a heavy stationary engine could not conceivably
be sufficiently manoeuvrable, and it was not till the last year
of the war that the F.4, a slightly modified F.3, with a
300 h.p. Hispano-Suiza and a still better performance, was
ordered for the fighting services.

designers. A reasonable load capacity, a really high maximum
speed, an enormous rate of climb, and a low landing speed
are here combined — and whatever may be the validity of the
general objection to converted war types of aircraft for civil
purposes, these qualities prove that this machine may be con-
sidered immune from attack on that score.

The type A — definitely a commercial aeroplane— has been
produced to meet what is probably a more pressing need
than that served by the F.4A. Using an engine of the same
power, but altogether a larger machine, the useful carrying
capacity has been more than doubled, at some slight sacrifice
of speed and climb. Nevertheless, 123 m.p.h. is even to-day
no ~mean speed, and when that speed can be attained with
a useful load of two passengers, 600 lb. of merchandise,
carrying fuel for 500 miles, it will be recognised' that this
machine represents a real advance in the design of economical
aircraft, i

THE MARTINSYDE TYPE A.—
Identical with the seaplane-type A.S.,
except for the undercarriage. Capable
of carrying large useful loads over
long distances at speeds up to 120
m.p.h., despite a relatively small
engine, being thus distinctly a corn-
mercial aeroplane.

July j, 1920

Aeronautical Engineering {Supplement to XHE AEROPWNE ., 33

BEARDMORE

Passenger, Postal
Goods Carriaoe

Their reliability in war
is your surest guarantee
of th eir dep en dabili ty
under peace conditions.

W I L L I AM

B€ARDflOR£

AND C O M P A^^^v LI1HITEP-.

Naval Construction Works,
DALMUIR.

Aerodrome & Hangars at Dal muir
- — 1 ■ ' and Inchinnan.

SEE BEARDMORE STAND, 65 AERO EXHIBITION, OLYMPIA.

KINDLY MENTION ' THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

34 (Supplement to the aeroplane.) Aeronautical Engineering

July 7, 1920

HANDLEY PAGE, LTD., Cricklewood, N.

The W.8. Handley Page Biplane (two 450=h.p. Napier engines).

Unlike the majority of those firms who have contributed
any large share to the upbuilding of the Aircraft Industry,
the name of Handley Page is nearly as familiar to the readers
of the daily news sheets as to those of The Aeroplane

This fact is not to be attributed to any lack on the part
of Mr. Handley Page of that modesty which so distinguishes
his brother pioneers, but merely to the happy fact that in
the giant aircraft for which his firm is famous the journalists
of this land for the first time discovered an aeronautic outlet
for sensationalism which did not necessarily involve gory
catastrophes or their imminent probability.

Fortunately those who have followed the history of aviation
in the past know more of Handley Page's work than has
appeared in the daily news sheets, and it may suffice here
to note that the firm started business as aeronautical en-
gineers on June 17th, 1909, after two years of .personal
experimental work on the part of the founder.

The first works were at Barking and had a floor area of
about 10,000 ft., whence one may deduce that faith in the
future of the new industry was fairly strong.

From then till 1912 these original works were kept busy
partly on the firm's own experimental work, partly on work
for private experimentalists, and towards the end of the time
on the first parts towards a Government order for Army
machines.

In 191 1 Barking produced the 50 h.p. Gnome-engined mono-
plane— variously known as the "Antiseptic" or the "Yellow
Peril" — which, flown by the late Edward Petre, made a
number of excellent flights, and which was still flying at
Hendon late in 1913. In 1912 there emerged a larger machine
of somewhat similar type, engined by a 70 h.p. Gnome, and
entered for the Military Trials of that vear.

In this year also the works removed to Cricklewood, where
they remain, and the business of completing the Government
order aforementioned was carried on side by side with the
construction of the first Handley Page biplane. This machine
was extremely successful, and would undoubtedly have beeu
reproduced in an improved form had war not supervened

With the war the works entered on a period of intense
activity, partly on the production of machines and partly on
the experimental work which led to the production of the
Handley Page twin-engine machine.

On the resumption of peace the firm rapidly adapted their
existing models to' the immediate purposes of civilian trans-
port, and set about the production of a machine designed
specially for such purposes. This machine, the type W.8, with
two 450 h.p. Napier engines, will be visible at the Show, and
will serve to show how thoroughly the firm has adapted itself
to the new conditions.

For the rest, Handley Page continue their experimental
work, combining it, as has ever been their practice, with as
much paying aeronautical business as enterprise and ingenuity-
can discover in these hard times.

Thus at the moment work on the development of an entirely
new type of wing, which promises to revolutionise flying by
very greatly reducing the wing surface, and consequently the
useless weight necessary to the transport of a given weight
of cargo, is being carried on vigorously, while the Handley
Page Air Service between London and Paris makes the most
that can be made of the wings of to-day.

It is thus that progress is made; so Handley Page, Ltd.,
may well serve as an example to all and sundry of those
who are busily engaged in predicting the downfall of British
industry.

HENRY POTEZ, 96, Avenue Victor Hugo, Aubervilliers (Seine , France.

The Aircraft Industry of France is to be but slightly* re-
presented at Olympia. At the time of writing it is yet un-
certain whether the Breguet exhibit is to consist of aircraft
or aero engines alone, and if the latter be the case then
Henry Potez will be the only French exhibitor of an aero-
plane.

If this be so it is at least well that that exhibit should be
one which exhibits a number of novel and interesting
features.

Till the Paris Aero Show of the end of last year the name
of this designer had scarcely been heard in this country,

though certain of his products, the S.E.A. war machines, had
received casual mention in the Technical Press.

Of the exact history of , the S.E.A. concern, and of the
passing of that name and the appearance- of that now in
question, no details are available.

The S.E.A. biplanes appear to have appeared at a fairly-
late period in the war, a fact which, despite excellent per-
formances, led to their remaining relatively unknown. Since
the Peace the war-time type VII, a two-seater bomber with
a Lorraine-Dietrich engine of 370 h.p., divested of its war
trappings and equipped with enclosed passenger accommoda-

The original Avro Biplane (35=h.p.
Green Engine), at Brighton, in May,
1011. It was flown there from Brook=
lands by Mr. C. Howard Pixton, who
is here seen standing with his back
to the machine. This flight was made
with the identical engine with which
Mr. Bert Hinkler flew the Baby Avro
to Turin this year.

July 7, 1920

Aeronautical Engineering

(Supplement to The Aeroplane )

35

Unsurpassed reputation for reliability,

B.T.H. Magnetos

helped create the following British Records: —

The first airship to cross the Atlantic, Naval
Airship R.34.

First and second prizes — Aerial Derby, 1919.

British altitude record — 30,500 feet.

First non-stop London- Madrid flight.

British record for a closed circuit.

Eighteen new British speed flying records.

British record for useful load carried, duration and
height — 3,690 lb., 1 hour 20 mins., 13,999 ft.

The British Thomson-Houston Co , Ltd.,

Lower Ford Street, Coventry, England.

Member of the British Ignition Apparatus Association.

Olympia Aero Show, July 9th 20th.

STAND No. 6.

'Phone : 2102 Hammersmith.

, ;)l

/ 1

i

//:

V k i
d 'f \

FX

\ I

s i

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

36 (supplement to The aeropuneo Aeronautical Engineering

Julx 7, 1920

tion, has given good service in France, and is being put into
service by the Compagnie Franco-Roumaine de Navigation
Aerienne on the Paris-Warsaw and Paris-Bucharest lines.

Another type, the IV P.M., recently made the journey Paris-
Strasbourg-Prdgue- Warsaw and back, carrying two passengers
at an average speed of 210 km.h. (130 m.p.h.) and made the
yast stage (Prague-Paris) nonstop in 4 hr. 55 min.

At Olympia will be found the Potez type VIII two-seater

sporting model, built for the owner pilot, and designed
for comfortable and safe touring work. The most interest-
ing feature of the machine is its novel power plant. In
this a determined effort has been made to depart from the
weaknesses of the present standard types of aero engine, and
to provide a power plant of the robustness and re-
liability which is now to be found in high-grade motor-car
engines.

A. V. ROE & CO., LTD.

When there occurs a British Aero Show without an Avro
exhibit it will be fairly safe to assume that the last link

And amongst the Avro exhibits of 1920 there will be found
the modern edition of ' that type, modified as to its 'power

The new Avro Threeseater, Type 547,
with 80=h.p. Renault Engine. This is
the Avro firm's latest production in
touring machines at a reasonable
price. The well-known reliability of
the Renault engine makes it an ex-
celient touring machine, if a trifle
slow for trick-fiying.

with origins of the British Aircraft Industry has parted.
Then aeroplane building will probably be a solemn and a
sordid affair, devoid of any romance — save that provided by

plant and its seating accommodation, to form a general utility
commercial three-seater machine.
That the design has persisted so long proves its original

The "Baby" Avro (35-h.p. Green
Engine) won the Sealed Handicap in
the Aerial Derby of 1919, piloted by
Capt. Hammersley, of the Australian
Flying Corps. The engine was the
same as that used in the first flight to
Brighton and back, and in the recent
flight by Mr. Bert Hinkler to Turin.

the publicity man — and the heads of the great aircraft manu-
facturing concerns will probably have fallen to those depths
of intellectual mediocrity which qualify men to serve as
Cabinet Ministers, or the like.

That sorrowful era has not yet arrived, and A. V. Roe and
Co. will be represented by an even closer link with the early
triumphs of the British Aircraft Industry than that provided
by the firm's continued existence. A reference to a report
of the last Aero Show— that held at Olympia in March, ic.14.
discloses a reference to the Standard 80 h.p. Avro, and a
description of that machine in its seaplane edition. The
Standard Avro of to-day is merely that machine, much more
highly standardised, improved beyond recognition in its detail
design, but identical in form, dimensions, and excellent aero-
dynamic features.

excellence ; that the firm should have recognised its excellence
and have so improved its detail design that even to-day it
can compare with the best products of the world in its own
class proves the intelligence and enterprise of that firm.

The Avro Five=seater Triplane, with
16i»-h.p. Beardmore Engine. This re-
markable machine is built entirely of
Standard Avro parts. For instance,
the win£>,s consist of six standard
planes for Avro biplanes. The tail,
rudder, elevators and fin are standard
Avro components, but being placed
farther oft than in the biplane have
the necessary leverage to control the
bigger machine.

July 1920 Aeronautical Engineering ,Suppkment .,, THE AEROPLANE 3;

BRITISH AIRCRAFT

July 9— 20, 1920 AERO EXHIBITION Olympia

Bristol Fighter

Type F.2

Engine: 300 h.p, Hispano

Price

£800

Armstrong Whitworth
F.K.8

Engine: 160 h.p. Beardmore

Price

£500

De Havilland Two.Seater
D.H.9

Engine: 240 h p. Siddeley Puma

Price

£800

Aircraft Disposal Company Ltd.

(Managing Agents: HANDLEY PAGE LTD.)

Regent House KINGSWAY London

Telegrams: " AIRDISCO, WESTCENT."
Telephone: REGENT 5621 (3 lines).

f

38

(Supplement to The Aeroplane.)

Aeronautical Engineering

July 7, 1920

BRITISH AIRCRAFT

All Types in Stock for Immediate Delivery

1 i

^Hl»Mn.iTi«.im

i , M||' 1
«sppT 1 / 1

Flying Boat
N.T.2b

Engine: 210 h.p. " Viper"

Price

£1,100

99

Sopwith " Snipe

Single-Seater Scout

Engine : B.R.2, 200 h.p.

Price

£700

\ 1 v

— -fs

\ 1 ~ 'Hps*

*

Avro 504.K

Two-Seater

Engine : 100 h.p. " Mono "

Price

£600

Aircraft Disposal Company Ltd.

(Managing Agents: HANDLEY PAGE LTD.)

Regent House KINGSWAY London

Telegrams: "AIRDISCO, WESTCENT."
Telephone: REGENT 5621 (3 lines).

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

July y, 1920

Aeronautical Engineering

'Supplement to The Aeroplane.)

39

30,000

AERO ENGINES

IN STOCK

IMMEDIATE DELIVERY.

ROLLS EAGLE

MK 1 — vii. Price £500
ML viii. Price £1,100

FIAT
300 h p,

Price £300.

80

h.P.

Le Rhone

IOO

))

Mono

1 00

Berliet

140

j?

Clerget

160

55

Beardmore

200

))

Sunbeam

300

Dragon Fly

400

Liberty

+<;°

NapierLion

Etc., Etc.

HISPAN0=SU1ZA
300 h.p.

Price £500

BR.2
200 h.p.

Pric^ £3 00

5IDDELEY PUMA
230 h.p.

Price £400

Aircraft Disposal Company Ltd.

(Managing Agents: HANDLEY PAGE LTD.)

Regent House KINGSWAY London

Telegrams: "AIRDISCO, WESTCENT."
Telephone: REGENT 5621 (3 lines).

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS

40 (supplement to the aeropwne.) Aeronautical Engineering

July 7, 1920

■Jim

AIRCRAFT

ACCESSORIES

Electrical Apparatus

Chronometers

Switch Box Con-
trols,
Accumulators,

4 V. 20 Amp.
Volt-Ammeters,
Wiring Switches,
Spot Lights,
Cables, etc., etc.

Sparking Plugs

Oleo, K.L.G.,
Lodge, Titan,
Apollo, R.E.V.,
Forward, Pognon,
Splitdorf, Joly,
Hobson, etc.

Inclinometers,
Speed Indicators,
Altimeters,
Thermometers,
Oil and Pressure,
Gauges, etc.

Air Board tested
8-day and 30-hour
dashboard models
complete with
holder and pads,
by the foremost
makers of the day.

Ball Bearings

Measuring Instruments Magnetos

Skefko,
Hoffmann,
Auto,
Norma,

Ransome&Marles,
Rudge-Whitworth

Siemens,
Eisemann,
Simms, C.A.V.,
Watford, Bosch,
Westinghouse,
MX., B.L.I.C.,
Etc.,

Aircraft Disposal Company Ltd.

(Managing Agents: HANDLEY PAGE LTD.)

Regent House KINGSWAY London

Telegrams: "AIRDISCO, WESTCENT."
Telephone: REGENT 5621 (3 lines).

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

July 7, 1920

Aeronautical Engineering t0 4m a^„,^,

41

The original Avro biplane (35=h.p.
Green Engine), at Oakwood, Hay
ward's Heath, Sussex, on its way
5ack after making the first flight from
Brook lands to Brighton asd back, on
May 7th and 8th, 1911. The engine
was the identical one used by Mr.
Bert Hirkler on his flight to Turin,'
and in its day Capt. Pixton's flight
was as meritorious.

This particular machine, known as the Avro type 548, fitted
with the well-known and trusted 80 h.p. air-cooled Renault
engine, deserves the special attention of all those who are
interested in the joy-ride, exhibition flying, or hackney car-
riage branches of aviation.

The extraordinarily fine performances of the Avro "Baby,"
which won the handicap in last year's Aerial Derby on its
• first public appearance, distinguished itself at the Amsterdam
Elta exhibition, and has since — in the hands of Mr. Bert
Hinkler — caused amazement by its wonderful journey to Rome
and back, have rendered that machine, though naturally less

familiar, nearly as famous as the Standard type. At Olympia
those who know it by name alone may meet it in the flesh
— and if it fails to rouse in them the desire to possess a
"Baby," they may be written off straightway as lacking in
any true love of the air.

As an example of an aeroplane designed intelligently with
an express eye to economy of operation and of maintenance,
the most novel of the Avro types, the type 547A, triplane
is perhaps one of the firm's most notable achievements. An.
example of this type forms the third of ;he machines which.
A. V. Roe and Co. will show.

SHORT BROTHERS, LTD., Rochester.

Some are born to success, and others have success thrust
upon them, but to few has it occurred that success has served
to obscure their fame. In the case of Short Bros, even it
has not entirely so operated, but there has been some such
tendency.

When war commenced Short Bros, had under construction
for the R.N.A.S. a number of 160 h.p. Gnome-engined sea-

were for their time even better than the 184, but except
in one or two cases, and those only in small quantities, the
later types of Short were never allowed to reach production,
persumably lest they should interfere with the supplies of the
1S4 type.

It therefore happens that many ex-R.N.A.S. pilots to this
day associate Shorts with the 184 type alone, and are under

Threequarter rear view of the "Sport-
ing" Short Seaplane (160=h.p. Beard=
more Engine). The machine is here
seen at anchor without pilot or pas=
senger. It may be noted that the
machine then rides high with its tail
float well clear of the water.

planes, which rendered extraordinarily good service. These
were followed by very similar machines with Canto d'Unne
engines, then by an improved type with the 150 h.p. Sunbeam,
and later by the Short 184 type, which was originallv fitted
with the 225 h.p. Sunbeam.

This particular type of machine survived light to the end
of the war, with minor modifications as to power plant and
equipment.

Short Bros, produced after that type many others which

the impression that the firm has been satisfied with that
as their high water mark of achievement.

A visit to the Short Stand at Olympia will remove any such,
impression. The Short Sporting type seaplane which is there
shown is not an entirely new product, but has not yet been'
much in the view of the general public. In its general lines
it will be found to conserve all the good points usually asso-
ciated with Short Seaplanes. It has, of course, folding wings.
It is simple m design and construction, its float undercarriage

Threequarter front view of the
"Sporting" Short Seaplane (lfiOh.p..
Beardmore Engine). The machine is
here seen getting under way with the
pilot alone on board. The position of"
the floats is to be. noted, and the very
slight wash made in taxying.

42

(supplement to the aeroplane.) Aeronautical Engineering

July 7, 1920

is of the well-tried Short type with sprung floats. The floats
themselves present certain novelties of form, but they still
possess that comforting look of ample size and solidity of
construction.

But a careful examination of the machine will show that
this is in no whit behind the best of modern aeroplane
practice in design and construction, and an enquiry into its
performance will show that it is at least in the first flight
of practical commercial aircraft of to-day.

Fitted with the 160 h.p. Beardmore engine and 'with accom-
modation for pilot and three passengers, with three hours'
fuel and oil, the machine has a top speed of 83 m.p.h., a
very low landing speed, and can reach 10,000 ft. in 35 min.

Folded, it may be stowed into a very small space, and
it is eminently a sound seaworthy job — suitable for coastwise
and cross-sea flying of all classes for which its carrying
capacity is sufficient. The engine is of an eminently reliable
and economical type, and both engine and machine should
prove to be extremely cheap ' to run.

The second machine which Short Bros, will show may
fairly safely be written down as the greatest novelty at
Olympia.

This, to be known as the "Swallow," is a medium-sized
mail- or cargo-carrying land machine, carrying pilot and
400 lb. of goods, though it can easily be modified to carry

two passengers in place of mail, and fitted with a Siddeley
"Puma" engine. Tn .general outline it is of the conventional
single-engine tractor type, with two bay wings, of very clean -
outline, and looking capable of very excellent performance.

The outstanding novelty is that it really is an all-metal
machine — even to the wing-covering. The material mainly
employed is duralumin, steel being used in a number of parts
subject to more intense stresses.

Another and very important feature is that although
a metal machine, it is a very simple ' machine
to manufacture. It has usually been conceded that in very
large quantities all-metal machines might be cheaper than
the_ standard wooden type, but that the cost of. special tools
which would be required would render the' cost of small
numbers excessive. In the Short "Swallow" this objection
appears to have been very thoroughly overcome. Certainly
the -machine can be built in a single specimen with no greater
equipment of special tools than is needed for the normal type,
and the ingenuity which has been expended to secure "this
result is one of the most noteworthy features of the machine.

There will also appear on the Short Stand a number of
extremely interesting models of Short machines of the past,
of types which they have projected for the future, and of a
number of highly ingenious accessories which the firm has
devised to facilitate the handling of seaplanes at their terminal
stations.

THE SOPWITH AVIATION AND ENGINEERING CO., LTD.

TWO MODERN SOPWITHS. -On the right the Dove (80-h.p. Le Rhone), a small two seater for the owner pilot. On the
left the Gnu (110 Le Rhone), a luxurious touring mount for the man who keeps a pilot and wishes to be accompanied on his

flights by a friend.

Of the list of vSopwith products there is seemingly no end,
and to those who have know them from the Sopwith "Tabloid"
of 1913, through "Pups." i-|-Strutters, Camels, Dolphins,
Snipes, and the whole menagerie, it might seem impossible
that -there should be yet more — distinctively Sopwith and
recognisable at first sight — but nevertheless new Sopwiths.
Yet so it is — and at Olympia those who will may inspect and
admire the "Antelope."

Not that the "Antelope" is their sole exhibit, for there
will be two other members of the tribe, the "Gnu" and the.
"Dove," present The two latter mentioned are not entirely-
new types, but little has been seen of them as yet in this
country, Australia apparently having absorbed the major pro-
portion of both species.

Although the Sopwith firm have built — and doubtless again
will build — machines of medium to large size with success,
nevertheless it is believed that even they would admit that
it has been in the realms of the small, light and high-speed
types that they have attained their greatest successes. The
"Antelope" — a three-seater with an engine of 180-h.p. — must
nowadays be classed as a small machine, and the remaining
two are both smaller than it— so that the Sopwith exhibit
may be regarded as typical of the firm's special forte.

The "Dove," " frankly based on the "Pup" of early war
days, and bearing a very strong resemblance to it, should
revive happy memories on the part of. all ex-"Pup" pilots,
and may re-awaken in some hearts a desire to fly. The main
difference between the "Dove" and the direct ancestor is
that the "Dove" is two-seated, and thus provides the accom-
modation for that "designing female" who has been de-
scribed as the dominant factor affecting the design of sport-
ing type aircraft.

It possesses all those qualities which made the original
"Pup" so definitely a delight to fly and therefore those who
possess — or are possessed by — the necessary passenger and
the desire to fly with her need consider no other matter than
the terms whereon a "Dove" may be purchased.

The "Gnu" will be found to be a very similar type of
machine on a somewhat larger and more luxurious scale. It
seats, in addition to the pilot, two passengers, who are en-
sconced in a totally enclosed cabin, triplex-glazed and giving

an excellent view. Like the "Dove," it is fitted with a
rotary engine — either the no Le Rhone or the 150-h.p. Bentley
are the standard types, the performance naturally varying
somewhat, but reaching 93 m.p.h. and a climb to 5,000 ft. in
7$ min. with full load and the smaller engine.

Its aerial range of usefulness thus corresponds roughly to
the land range of the highest class of enclosed motor-car, and
as a light, high-speed transporting agency it is understood
to have given excellent service in Australia.

The "Antelope" is a larger, sturdier and faster machine,
fitted with a Wolseley "Viper" engine of 180-h.p., and a
greater fuel range

The accommodation provided is the same as that of the
"Gnu" — one pilot, and two passenges who are in an enclosed
cabin which can, however, be partly opened if desired. For
services calling for a somewhat greater speed and a longer
range than that whereof the "Gnu" is capable, and to those
who suspect the rotary engine, the "Antelope" should prove
a useful and economical general utility craft.

An interesting exhibit to be seen at Olympia. The bent shaft
is made to rotate rapidly to show the self aligning qualities of
S.K.F. Bearings.

\

July 7, 1920

Aeronautical Engineering

(Supplement to Tnn Aeroplane.

43

66

VICKERS vimy-ROLLS.

The Aeroplane that successfully accomplished he flight t> Australia.

The first flight from Eng'and to Australia and the first direct Transatlantic flight, was
accomplished on a Vickers-Vimy-Rolls Aeroplane.

STAND No. 50, AT THE AERO EXHIBITION, OLYMPIA.

Telephone No,: Victoria 6900 (15 lines). Tele 'rams : Viekers, Vic., London.

Aviation Department :

VICKERS HOUSE, BROADWAY, LONDON, S.W.I.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

44 (suppler to THE abRop,aNe.) Aeronautical Engineering July 7i i920

THE SUPERMARINE AVIATION WORKS, LTD.

The flying boa; has — since flying began — passed through
many stages. When it first appeared it was very largely
hailed as the solution of the oversea flying problem.

Certain defects of early machines of the type relegated it
for a time to a position of relative obscurity, from which it
was retracted by the appearance of certain large experimental
boats which flew, contemporaries of certain large float sea-
planes which did not.

It was then hailed as the solution of the large aeroplane
problem, though but few ventured to suggest that it might
displace the more normal type for small and medium sizes.
Later still there have arisen those who deny that even the
large flying-hoat is a permanent, solution of any of the pro-
blems of flight, and that for sea flying the twin-float type
must return in even the largest sizes. And through all these
changing tides of fashion Supennarine flying boats have con-
tinued to function, and curiously enough in the very size for
which the type has ever found the fewest advocates.

All of which goes to prove that the policy of making some-
thing and seeing how it Works produces greater results than
does that of merely arguing as to what should be made.

As to who actually built the first flying boat is at the
moment undecided — but certainly a "Supermarine" was one
of the earliest built. Since that first boat — the product of
Mr. Pemberton-Billing's fertile imagination — the Supermarine
works have built many things, but since they became the
Supermarine Aviation Works tbey have — so far as can be
traced — built nothing of aircraft but flying boats. The first
of their modern efforts in this line — a two-seater machine with
a 200-h.p. Hispano engine, built for the Air Department of
the Admiralty at a time when "Big Boats" and "small float
machines" was the fashionable cry — put up a performance
well ahead of that of any competing float machine, and their
next effort, the Supermarine "Baby," established a record for
seaplane speed which was not equalled for some considerable

time. Incidentally this same machine was the first flying
boat on which "looping" was carried out successfully.

Since the Peace they have produced the "Sea Lion," a
small boat which, propelled by the 450-h.p. Napier engine,
must be amongst the fastest seagoing craft of the world, and
with modified versions of the two-seater . war machines —
equipped now with Beardmore engines— they have given con-
vincing demonstrations of the safety and reliability of the
flying boat as a commercial passenger-carrier.

Thus Supermarines have an established claim to be re-
garded as specialists in the design of the 'moderate-sized fly-
ing boat, and their Stand at Olympia should command atten-
tion from all who are interested in the future prospects of
over-water flying.

Their exhibit will consist of two- machines. Of these the
"Channel" type four-seater, capable of carrying three pas-
sengers or 540 lb. of goods, is a type which has already
shown its excellent qualities of combined air and seaworthi-
ness.

Fitted with a Beardmore engine of the famous 160 h.p. type,
it, is economical of fuel and reliable of running, and it has
a performance adequate to meet the normal vagaries of even
this climate.

The second exhibit is of a new type, and is known as the
"Sea King." It is designed as a war machine, though it
should make an appeal to sporting pilots who wish to indulge
in sea-plane racing — if and when the Royal Aero Club will
oblige by organising such a sport.

Like the "Channel" type, the engine is a 160-h.p. Beard-
more, but this is a one-seater equipped with a machine-gun,
and capable of carrying two 50 lb. bombs in addition. The
performance with this load is extremely good — speed, 50 to
96 knots, and lo,ooo ft. in 20 rnin. — so that one may safely
assume that, divested of the appanages of war it should give
an excellent account of itself as a racing machine under any
reasonable form of rating or handicapping.

VICKERS, LTD.

That Vickers Ltd. — one of the greatest of all the manufac-
turers of war equipment of the worldr— should have recognised
as early as 1910 that aircraft would play an important part
in the wars of the future, proves that military communica-
tions do not invariably corrupt good imaginations.

That in the few years which followed the same firm should
have spent many thousands of pounds on experimental aero-
plane and engine work without encouragement or promise of
reward from those powers which were ultimately to benefit
therefrom, proves a number of further propositions — amongst
them that the generally held opinion that great riches are
incompatible with faith is a fallacy.

That the war having come and gone — and with it, to all ap-
pearance, all hopes of further immediate profits for the air-
craft manufacturer — the firm should continue to design and
build aircraft for commercial purposes proves still further
that Vickers, Ltd., possess foresight, imagination and enter-
prise to an extent which many would declare to be impossible
on the part of so huge an organisation.

Altogether the history of the Vickers Aviation Department
proves that the faults typical of Governmental Departments
are not inherent in the immensity and complexity of a great
organisation, but are due to the fact that Government De-
partments have not the incentive to hard and intelligent
work which the necessity for paying dividends may provide.

That Vickers products should have played a large part in
all branches of the late war may be taken as but natural ;
suffice it therefore to emphasise the post-war achievements of
Vickers Aircraft. And for such emphasis needs it more than
to recount that the first direct flight across the Atlantic was
accomplished on one Vickers aeroplane, that the first flight
from England to Australia was made by another, and that
the_ major portion of the only flight from England to South
Africa was also made by a Vickers. Further and additional

emphasis, if such be required, is that though much has been
written and said of late as to, the value for commercial pur-
poses of amphibian aircraft, the first such amphibian of post-
war date to be both built and tested is — so far as at present
known — the Vickers "Viking."

Of their exhibits at the Show, the "Vimy Commercial" will
be the most imposing. This, of course, is the famous "Vimy"
of trans-Atlantic and Australian fame, but fitted with a special
fuselage for the conveyance of passengers and goods. The fact
that the "Vimy" is a twin-engine machine, and that such a
new fuselage — conditioned as to its form and arrangement by
none of the cramping requirements of war work — can be fitted
robs the epithet, "a converted war machine," of all its sting
in this case.

The Amphibian "Viking," though less imposing in appear-
ance than the "Vimy," is at least as worthy of attention,
partly for the reasons set out above, and partly for its own
merits.

Although but a relatively small machine, some 45 ft. or so
in span, it is a fiye-seater flying boat with a retractable land
undercarriage which not only allows it to ascend and alight
on either water or land, but which enables it to dispense with
all the troublesome incidentals which usually intervene at the
bringing ashore of a seaplane — or still more at the immersion
of a land machine.

The combination of the qualities of a land and a water
machine appears to have been effected with no sacrifice
either in the comfort of the accommodation provided for the
passengers, in the performance of the machine itself, or in its
airworthy qualities.

For the rest the Vickers exhibit will comprise models and
photographs bearing upon the aerial history of the firm, and
samples of the products of direct or indirect aerial interest
which they and their associated companies produce.

THE WESTLAND AIRCRAFT WORKS.

Of the many concerns who entered upon the trade of air-
craft building under the stress of war few now remain. But
those few are a worthy accession to the industry, for their
continued interest therein is a token that they propose to take
a share in the difficult and expensive task of building up the
commercial aerial transport industry of the near future.

Amongst these newcomers the Westland Aircraft Works
must take a very prominent place, for they were amongst the
earliest of those who thus entered upon this branch of activity,

and because they have ever since shown that having entered
they meant to enter thoroughly.

Arrangements to manufacture aircraft for the Air Depart-
ment, the Admiralty, were made in 1915 by the board of
Fetters, Ltd., of Yeovil, and in a veiy short space of time the
delivery of Short seaplanes was begun, To seaplanes, Sopwith
i| strutters and Delias were added, and during 1916-17 the
firm's aircraft business had so extended that additional works
and an aerodrome had to be acquired. Though actually a
branch of Fetters, the aircraft works were run as a separate

Julv 7, 1920

Aeronautical Engineering

(Supplement to The Aeroplane.:

45

" VICKERS vimy COMMERCIAL"

1 Pilot and 11 Passengers or i£ Tons of Mail or Freight. Endurance 5 hours.
A factor of Safety of 5 throughout.

Vickers-Saunders Flying Boats.

STAND No. 50, AERO EXHIBITION, OLYMPIA.

We are Exhibiting a

360 H.P. ROLLS-ROYCE AERO ENGINE.

Aviation Department :

Vickers House, Broadway, London, S.W.I.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

46

(Supplement to The Aeroplane.)

Aeronautical Engineering

July 7, 1920

THE NEW WESTLAND LIMOUSINE
(300 hp. Hispano Suiza). — A commercial
machine carrying pilot and three passen=
gers, or an equivalent weight of goods.
As a passenger-carrier the machine is
extremely luxuriously fitted, and as a
mail or goods carrier it gives a very
large, clear stowage space.

and distinct concern, under the name of the Westland Aircraft
Works, and under the management of Mr. R. A. Eruce, who
'was released by the Admiralty that he might undertake this

task.

Westlands were not content with merelv building to the de-
signs of others. Their first original products were two fighting
seaplanes of the single seat type, N.16 and N.17. "These
machines were fitted with a 'form of variable wing camber
gear designed by the firm, and on test they gave' very ex-
cellent performances. One of the many changes of "what
served the Air Department in place of policy intervened, how-
ever, and the machines were not reproduced.

Their next machine was a single-seat land fighter, designed
to the more settled needs of the Air Ministry, known as the
Westland "Wagtail," which was fitted with a then new type of
air-cooled radial engine. This machine was characterised by
its high performance and manceurability, the excellent view
afforded the pilot, and the accessibility of the gun gear.
Troubles with the engine were encountered which effectively
prevented the Wagtail from taking any part in the war, but,
with these engine troubles overcome, the "Wagtail" can
compare favourably with any modern single-seater of the same
power.

Next came>the Westland "Weasel," a machine designed to
the call of the Air Ministry for two-seat fighters with the
A. B.C. "Dragonfly." This machine followed fairly closely the
lines of the "Wagtail" and possessed similar excellent quali-
ties. \ novel feature was the Westland adjustable tail plane
gear, which overcame the main objection to most previous
gears of the type, in that it reduced to a minimum the
amount of tail plane bracing and thus reduced the risks of
firing astern from the rear gun position.

Since Peace the firm have shown their faith in the future of
the aeroplane by designing and building machines ©specially
for civilian transport service.

Of these the Westland "Limousine" is already well known
by name at least to all who take an interest in the progress
of aerial transport.

It is not quite so well known that there is also the West-
land six-seater and mail carrier which has been specially de-
signed for service in the Colonies, where communications are
scanty, traffic relatively small, and consequently the very
high capital cost of aeroplanes of the usual type is a serious
deterrent to their use.

It is the intention of the Westland Aircraft Works to con-
tinue the development of aeroplanes of both the war and the
commercial types on rational and safe lines. Thus they will
— -when commercial aviation comes to its own — certainly reap
the due leward of their enterprise.

At Olympia they will exhibit the Westland "Mark II Limou-
sine," a modified and improved version of the well-known
Limousine which has already been described.

In the new model the engine has become a Hispano-Suiza
of 300 h.p., and the fuel tanks have been removed from the
fuselage to a position under the lower planes. They there
take the form of two torpedo-shape tanks, one under each of
the inner pair of interplane struts. The cabin space is thus
enlarged appreciably, and at the same time the risks of fire are
appreciably reduced.

The machine is thus an excellent example of the modern
British commercial aeroplane — comfortable, strong, of an ex-
cellent performance, and designed for economical operation.

Front View of the Westland Limousine.
Gives an idea of the cleanness of the
design. The objects suspended beneath
the lower wing are the petrol tanks, and
their removal from the fuselage adds
considerably to the safety of the passen=
gers.

THE BREGUET EXHIBIT.

The name of Louis Breguet appears in the list of exhibitors
at the Olympia Show, but at the moment of writing it has
not been possible to determine whether the exhibit is to con-
sist of aeroplanes or of the Breguet-Bugatti power plant — or
of some hitherto unsuspected branch of the Breguet activities.

Whatever the exhibit may ultimately prove, ft cannot fail
to be of interest, not only as one of the very few .of French
origin, but as the product of one of the first of the aircraft
constructors of the first nation to take aircraft seriously.
When the first Breguet aeroplane was designed or built is lost
in the mists of early aeroplane history, but in 1910 a Breguet
tractor biplane actually flew with six people on board. Dur-
ing the war Breguet machines were in very extensive use
by the French Air Services, and since the Peace the firm has.
built and constructed commercial aircraft which have flown
regularly on the Paiis-London service, as well as others em-
ployed on the internal aerialf routes of .France.

In the Breguet-Bugatti power plant the firm have gone some

way towards the solution of that multiple engine problem
which so many people are convinced is an essential prelimin-
ary to the coming of the aerial freight carrier of the future.
Therefore be the Breguet exhibit an aeroplane one or an
engine one, it should in any case be of extreme interest.

THE ROYAL AERONAUTICAL SOCIETY
AT OLYMPIA.

Arrangements have been made for a reception room for the
members of the Poyal Aeronautical Society to be available
during the Aero Show , which is to be held at Olympia from
July 9th to 20th. Stands Nos. 94 and 95 have been allotted
foi this purpose by the Exhibition Committee, and will be
found immediately on the left of the Hammersmith Road
entrance. A telephone, which may be used free by membters,
will be installed, the number will be Plammersmith 2130. The
room will be fitted up as a sitting-room, and current numbers
of aeronautical papers will be transferred for this period from
the Library at 7, Albemarle Street. .

July 7> 1920 Aeronautical Engineering (Supplement to THE AEK0?M at

WESTLAND

We are exhibiting a new Westland model at the
Olympia International Aero Exhibition, Stand 61.

This machine is well worth th^ careful attention
of Companies interested in Aerial Transport, and
our Representative on the Stand will be pleased
to supply fullest particulars to all interested.

< .

The machine is a modification of the now well-
known Rolls - Royce ' engined " WESTLAND
LIMOUSINE '' but is fitted with a 700 h.p.
Hispano Suiza engine and has greater carrying
capacity and endurance than the previous model.

WESTLAND AIRCRAFT WORKS

(Branch of PETTERS LIMITED)

YEOVIL - SOMERSET

Telephone : 1 4 1 (Four Lines.) Telegrams : Aircraft 141 Yeovil.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

48 (Supplement to the aeropisne-) Aeronautical Engineering

July 1920

THE ENGINE EXHIBITS.

THE SIDDELEY TIGER. — A twelve-
cylinder engine of 500 h.p. based on the
B.H.P. designs, modified and improved
as to construction by the Siddeiey Com-
pany. One of the most marked features
in (his engine is the extensive use of
aluminium in the construction. Very •
similar in its details to the famous six=
cylinder " Puma," it must be regretted
that it was not produced in time for war
service. May it fare better in peace.

Armstrong=Siddeley Motors, Ltd., Coventry. Among those
many firms who entered upon aircraft work during the
period of war, the Siddeley-Deasy Motor Car . Co., Ltd., were
of the relatively small number who made a real and original
contribution to the aerial resources of this country. By apply-
ing their immense capacity for organisation and their know-
ledge of high grade internal-combustion engine design to the
problem of the quantity production of B.H.P. engines, they
provided the Royal Air Force with large numbers of that
most excellent engine, the Siddeiey "Puma" of 230 h.p. Had
war continued a little longer the Siddeiey "Tiger" of 500 h.p.
would doubtless have become a common object of the aero-
drome side.

Since that calamitous event, the Armistice, the Siddeley-
Deasy Company has entered into alliance with the Armstrong-
Whitworth concern, and has returned with great vigour to
the business of producing high-grade automobiles.

Despite this they have in nowise renounced their interest

in aircraft engines, and at the forthcoming Show at Olympia
they will show examples of both the "Puma" and the "Tiger."
Even more, they will exhibit for the first time a range of
entirely new aero engines. Of these it may suffice at the
moment to state that they, are air-cooled, that they range in
size from an engine suitable for the smallest of sporting
single-seaters to one of 300 h.p., and that they have been
designed by an engineer who during the war had almost
unequalled facilities for carrying out experimental work on
all types of aircraft engines.

The many interesting features of these new engines will be
disclosed in due course.

An 11 cylinder 230=h.p. Clerget engine built by Gwynnes, Ltd.

Gwynnes, Ltd., Hammersmith Iron Works, W.C. During
the war many firms who had not previously undertaken such
work were turned on to the production of aero engines. With
very few exceptions these firms were such as* had a fairly
extensive experience in the manufacture of petrol engines
for car work. It is therefore somewhat remarkable that right
at the very beginning of that period — in 1914 — Gwynnes, of
Hammersmith, should have been given the task of building
Clerget aero engines.

The only possiDie explanation would appear to be that
those in authority at that early date realised what must have
been forgotten by some of their successors — that an engineer-
ing firm with the wide experience of Gwynnes possessed
qualifications for dealing with so new and difficult a problem
as J:he manufacture of high-powered rotary engines, which
might be lacking on the part of those who were firmly con-
vinced that no petrol engine provided difficulties which they
were not already aware of.

Whether that, or some other, be the explanation, the policy-
was abundantly justified, and Gwynne-built Clergets in large
numbers gave excellent service on all the fronts. Later, when
the Bentley or "B.R." engine had to be produced, Gwynnes
very rightly were given a large share in the production there-
of, and they carried out their part therein with complete
success.

The war has now ended, and the production of aero engines
has fallen to a negligible quantity, but Gwynnes have not
therefore abandoned this branch of their business. They will
show at Olympia engines of both the Clerget and the B.R.
types of their manufacture. In particular they will exhibit
a new type of Clerget engine of their own design, which is
specially suitable for those classes of commercial aircraft which
require an engine of moderate h.p., light weight, and reason-
able price.

It should, be noted that Gwynnes, Ltd., hold the British
rights of the Clerget patents and are the British agents for
this t»ype of engine.

July y, 1920

Aeronautical Engineering (Supplemeut to THE AEROPWNE , 49

The Original NON-POISONOUS.

Titanine Dope

is strongly recommended for

PRIVATE and COMMERCIAL

AEROPLANES.

Absolutely unequalled for Durability,

There is no CONTROL on Dope for the
above types of machines.

Titanine is the most economical and offers the
greatest resistance to flame.

Complete Doping

PROMPT IPW^t c u

immkrm Schemes

DELIVERIES. WtW u a a

submitted on application.

TITANINE LIMITED

9

175, PICCADILLY, Tele4rams

Telephone: ' Telegrams:

Gerrard2312. LONDON, W.l. ^"^Z"""'

Agents for Australia :

Messrs. Larkin-Sopwith Aviation Company of Australasia, Limited.

Melbourne Office ; "Aberdeen House," 94, King Street.

Sydney Office : "London Bank Chambers," Corner of Pitt and Moore Streets.

KINDLY MENTION ", THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

(Supplement to The Aeroplane.) Aeronautical Engineering

July 7, 1920

D. Napier and Son., 14, New Burlington St., W.i. Many
years ago, when Britain was yet pre-eminent amongst the
nations of the earth in the realms of shipbuilding and en-
gineering, and at a time when the. Clyde signified something
other than merely a hotbed of revolutionary labour shirkers
the name of Napier was one wherewith to conjure. It seems
to be the fate of all real pioneers in the realms of industry
building that they either achieve material success .and that
thereafter somnolence overtakes them, or that when success
becomes imminent and the joys of pioneering threaten to
vanish from their particular branch of human endeavour that
they should leave the territory they have explored and seek
for fresh and undiscovered fields for adventure.

What precisely may be the connection between the firm of
b. Napier and Son, Ltd., of to-day and those now nearly
forgotten Napiers who had so large a share in the building
up of the Scottish shipbuilding industry, cannot be exactly
stated, but that the firm lives up to the traditions of its
name is obvious.

For when Napier's started to build automobiles, the auto-
mobile industry, so far as Britain was concerned, was an
unexplored wilderness, whose natural resources were un-
suspected, their existence even denied, by all of the character-
istically stodgy British "captains of industry." Automobile
engineering in those days was a thankless profession. Even
at that date it was worried by a red flag, and it is perhaps
an open question whether a red flag waved ahead of one's
automobile was not a worse evil than that which is now
daily waved — in theory, if not in fact — before the management
of every engineering concern in the land.

It may yet be remembered that it was upon a Napier car
that Mr. S. F Edge won the Gordon. Bennett Cup for Britain,
constituting the first occasion whereon a British car met and
defeated in open competition the best products of the motor
car manufacturers of the world.

Whether it be that the monotony of successful motor car
manufacturing is telling upon the nerves of the Napiers of
to-day, or whether the mere existence of a new and difficult
field for their enterprise suffices to arouse their primeval
instincts, is again unknown, but their embarkation upon the
business of aero engine manufacturers proves that those
instincts persist.

Unfortunately, thanks to the manners and customs of
Government departments, the Napier aero engine was not
allowed to see the light of day till just too late for quantity
production for war purposes, and thus its designers were
deprived of the market which their efforts so thoroughly
deserved.

Despite this and the fact that they have had no other
outlet for this particular product than the very limited one
provided by the peace time state of aviation, the Napier Aero
engine has established its reputation as an engine which may
take as high a position in its particular branch of human
effort as did the early Napier cars in theirs.

The Napier "Lion," as it is generally known, is by now
fairly well known by sight and by name to those who are
interested in such affairs. It is a 12-cylinder engine with
its cylinders arranged in three rows of four, developing be-
tween 450 and 500 h.p. In appearance it is handsome, and
its performances are in accord with its appearance. Its weight
is low, it is compact — under 5 ft. long overall — its fuel and
oil consumption show remarkable efficiency, and it has proved
its reliability under the very searching test of daily com-
mercial use between Paris and London, not to mention that
it has already assisted at the setting up of 24 British air
records.

Thus for anyone interested in aero engines the stand where-
on this remarkable example of Napier enterprise will appear
at Olympia will certainly provide a centre of great interest.

The Napier 450=h.p. twelve^cylinder aero engine.

One cylinder line of the Napier engine showing that, despite
the complex appearance of the whole, the units composing
it are simple.

Rolls-Royce, Ltd , London and Derby. For some long
period during the war it was the habit of British pilots to
admire the reliability of their opponents' aero engines and
to lament the absence on their own side of any comparable
English product.

It is not quite so generally known that for nearly as long
a time it was the habit of German aero-engine experts to
bold up to the engine makers of Germany the very high pitch
of perfection to which Allied engine designers had brought
their art.

It is perfectly true that the "expert" will often praise the
design of an engine wherewith no pilot would willingly risk
his life, but that the German experts were not altogether
without reason is shown by the fact that the Allied engine
for which they reserved their highest praise was also the
engine which first gave to British pilots the sense that at
last they had an engine which could compare with the German
types in this matter of reliability, and which in addition
allowed them to outfly and outclimb the enemy machines. It
is needless to state that this engine was the Rolls-Royce.

It is of inteiest to remark that one of the special features of
the Rolls-Royce engine — its epicyclic reduction gear — was of
very particular value to our late opponents. They had long
been seeking to avail themselves of the decreased weight per
h.p. which could be attained by -high-speed engines, but the
difficulties of constructing a satisfactory reduction gear for
long baffled them.

Captured samples of Rolls-Royce gears supplied a certain
inspiration and the epicyclic reduction gear of the modern 12-
cylinder Benz engines bears unmistakable sign of Rolls-Royce
influence. The photographs here reproduced are from
amongst those which were taken by German official agencies
and circulated to German engine makers for information.

They accurately represent the Rolls-Royce gear of the war,
and doubtless those in attendance at the Rolls-Royce stand at
Olympia will be glad to inform the curious as to the im-
portant modifications which have since been made in this very
important part of the engine.

But in any case, the Hawk, the Falcon, and the Eagle
engines will inspire great interest on account of their war and
post-war records, while the Condor which will there m?>ke
its first public appearance will emphasise the wisdom which
our late enemies displayed in sueing for peace when they did.

The Sunbeam Motor Car Co., Ltd. In 1899 the Sunbeam
Motor Car Co., Ltd., was founded in Wolverhampton by the
joint efforts of the Alderman John Marston, J.P., and Mr.
T. Cureton, the present chairman of the company. They
started work with the. aid of three men, a boy, and a deter-
mination to make a success of the business, and in that year
they produced a car, built throughout at their own and the
allied works of John Marston, Ltd. This car ran — which
was unusual amongst British-built cars of that date.

From that beginning progress came surely and not par-
ticularly slowly. In 1904 1 the firm produced to the designs
of Mr. Pullinger, now the "P" of the B.H.P. aero engines,
the four-cylinder T-head engined 12-14 h.p. Sunbeam car,
which in the same year successfully ran from John o' Groats
to Land's End. Next year a somewhat more powerful Sun-
beam made a return "trip over the same route without an
engine stop.

In 1909 the firm secured the services of M'r. L- H. Coatalen
as chief engineer, and immediately produced a 16-20 h.p.
Sunbeam which scored many notable successes in competitions
and "hill climbs throughout the country. In_ 1912 Coatalen-
designed Sunbeam cars scored an overwhelming triumph in
the combined race for the Grand Prix and the Coupe de
l'Auto. Three Sunbeams finished third, fourth and fifth in
the open category of the Grand Prix, whereas no more than
one of anv other make finished, and for the Coupe de l'Auto

July 7, 1920

Aeronautical Engineering (supplement to the akommb.) 51

is now the order of the day

The days when B.H.P. was the only criterion, ended
with the Armistice.

FOR RFT TARTT TTY AND FCONOIVTY THF
POST-WAR BEARDMORE is the aerial equivalent
of the most reliable car engine.

This type is wanted to-day for successful Aero Transport,
( of Passengers, Goods or Mails.

Trick flying has never been a part of BEARDMORE'S
repertoire. Solid performances in useful work have
made the name famous.

Many of the largest manufacturers of Aircraft, among
them the makers of the New "Aero Triplane," are
standardizing with BEARDMORE ENGINES.

VISIT OUR

STAND No. 65

AT THE

AERO EXHIBITION

OLYMPIA, July 9th to 20th.

BEARDMORE AERO ENGINES, LTD.,
112 Great Portland Street, London, W.l.

Telephone : 238 GERRARD.
Works Parkhead Steel Works, Glasgow.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS,

52

(Supplement to The Aeroplane.)

Aeronautical Engineering

July 7, 1920

Fig. 6.

Fig. 1.

Fig. 2.

; i Fig. 5. '

SOME ROLLS=ROYCE DETAILS. —
The photographs reproduced on this
page were among those taken at
Adlersdof by the German equiva=
lent of our Technical Department,
and represent some details of the
reduction gear of the RollsRoyce
" Eagle " engine. Fig. 1 shows the
engine with the gearbox in situ. Fig. 2
is a view of the complete gear in position, but with the cover
removed. Fig. 3 is a view from the crankshaft end of the
airscrew shaft, showing one of the spiders carrying the planet
wheels and the inner end of the airscrew shaft. Fig. 4 is the
same unit in side elevation, showing the planet wheels and the
ring carrying the airscrew front bearing. Figs. 5 and 6 show
respectively the airscrew shaft pinion and a planetwhee! unit.

Fig. 3-

Fig. 4-

July /, 1920 Aeronautical Engineering ^^10 ^^™., 53

THE BOULTON & PAUL— P. 9.

An Aeroplane which is a Sound Commercial
and Private Proposition

In this P. 9 Machine we have, we feel, solved the problem of providing an
Aeroplane which is a sound business proposition — and which combines with low
cost the great essentials for Commercial and Private use. All our great resources
of material and craftsmanship have been utilised. Scientific Research and
Experiment by a staff associated with flying from its beginnings coupled with
the great Experience gained through the building of thousands of Aeroplanes
during the War, have been concentrated in the production of this P. 9 lYJodel.

for both Flying and Engine are fitted in the fron
and rear Cockpits to enable the machine to be flown
from either position. The exhaust from engine is
discharged behind the rear Cockpit giving a
silencing effect and freedom from fumes. Two
standard cases are provided for luggage and
form part of the fairing immediately behind the
rear Cockpit.

The uses to which this compact and efficient
machine can be put are wide and various, and will
suggest themselves to those who have been await-
ing the stage of Aeronautical Development now
reached by the P. 9. It can be used for dozens of
Commercial Purposes. The same type carried
photos from R. 34 direct to London. It has been
sent to Australia for Sheep-runs — and will soon be
in use in various parts of the world for Exploring
Uncharted Territory, Examining Timber Tracts,
Fighting Forest Fires, Carrying Mails to Distant
Mines, Transition of Colonial Mails to Mail
Steamers, and for General Patrolling and Police
Purposes.

t

If you are interested — write for full particulars. State
your needs or purpose, and our engineers will consider
every detail closely — to advise soundly.

; As/ O R. W/ C ' ' —
LONDON OFFICE ADDRESS: 135-137, QUEEN VICTORIA STREET, E.C.4,

It is a Two-Seater — Single Engine Tractor —
which has attained on test a speed of over 100 miles
per hour.

Its outstanding features are : —
riiFAP Awn The Initial cost is extremely

EASILY HOUSED, low— —and the cost of
running for a machine of this
type and performance is reduced to a minimum.
Owing to its small size it is easy to handle on the
ground and requires but little accommodation.
The principal dimensions are: Span, 27 ft. 6 in. ;
Length, 25 ft. ; Height, 10 ft.

FASY TO The P. 9 has a big speed range, and low
FfV landing speeds, and this combined with

Stability at all trimming speeds and
well-balanced controls, allows the machine to be
flown for long periods without undue fatigue. It
also gives the maximum of Safety possible.
rnin't^DT ivn The comfort of the Pilot and
CONVFWENCE Passenger has been specially
CONVENILNCb. considered- Each Cockpit is

roomy and fitted with our special Seats. Controls

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

54 supplement to lauouni Aeronautical Engineering

July 7, 1920

the same cars were classed first, second and third. This
performance effectively established the "claim of Sunbeam cars
to rank with the best products of the world, and nothing that
has since occurred has modified that claim.

The firm which in 1899 staked its hopes on the future of
automobilism lost nothing of its enterprise as a result of years
of success, and with the coming of aviation the firm turned
its attention to aircraft engines, and circa 1912 Mr. Coatalen
bad designed and built an experimental 150 h.p. 8-cylinder
water-cooled aero engine, and installed it in a Maurice Farman
biplane for practical tests in the air.

With the late Sir John Alcock as pilot-mechanic the
engine was given most exhaustive trials, and thus it came
about that when in August, 1914, war found Britain devoid
of adequate manufacturing facilities for aircraft, it had at
least the great Sunbeam car factory and a tested British air-
craft engine design amongst its assets. The history of the
work which was done by the early 150 h.p. and ,225 h.p.
Sunbeam engines is practically the history of the seaplane
work of the R.N.A.S., and for that there is no space here.

Naturally enough Mr. Coatalen was not content with these
early products, and throughout the war Sunbeam's continued
to produce bigger and better engines, despite occasional set-
backs inflicted by ignorant and incompetent engine experts
in high places.

The demand for Sunbeams far exceeded at last the capacity
of the Sunbeam works, and engines to their design were built
in at least four other factories in this country, and in addition
licences to build Sunbeam engines were granted to firms in
America and in Switzerland.

Sunbeam engines were used not only by the British Air
Forces, but by the Russian and the French Services. They
have served in all climates from that of the north of Russia
to those of Mesopotamia and the centre of Africa, and they
everywhere gave good service.

Since the war they have crossed and recrossed the Atlantic
in R.34, and as with the coming of commercial aviation it is
safe to predict that Sunbeams will be found playing an ever
increasing part in that illimitable field.

The Sunbeam exhibit at Olympia will show that the firm
is even yet not content with the laurels it has gained, for
it will exhibit the complete range of its present standard
aero engine types, from the little 6-cylinder 100 h.p. Dyak
to the great 800 h.p. Sikh.

The Zeitlin Engine Co., Outer Temple, 222, Strand, W.C.2.
The aero-engine in its short, if eventful, history has shown
signs of being nearly as liable to periodic changes of the nature
of fashions as is woman's dress. Air-cooled engines and water-
cooled engines, vertical engines and vee engines bp.ve pll of
them had their periods of favour and of neglect, but from the
first appearance of the 50 Gnome till to-day, the rotary engine
has shown itself steadily unmoved by the whims and fancies
whicn dictate these varying phases.

From the beginning rotaries have been denounced as being
fragile, delicate, and unreliable, as wasteful of fuel and of oil,
as mechanically unsound and as gadgety, and yet throughout
this period rotaries have steadily been built into aeroplanes for
certain special purposes, and have there gi\ en results which
no other type yet produced has quite succeeded in improving.

It is true that at the present moment the number of
machines being built with such engines is comparatively
small, and that there seems to be a general consensus of
opinion that the present types of rotary, now that the war-
time disregard for the cost of operation and of maintenance
has vanished, cannot hope to survive much longer.

Nevertheless, the many splendid performances which stand
to the credit of rotary engines — performances some of them
possible with no other co-existent type — is evidence that they
possess good qualities of their own, and that if the rotary
prove that it can be developed to overcome some of its more
patent commercial weaknesses it may yet survive for some
long time.

It must be presumed that the Zeitlin Engine Co. believe
that these weaknesses may be remedied, otherwise it would
scarcely have chosen this as an oppoitune moment for de-
veloping and displaying a new engine of the type.

At Olympia there will be shown a Zeitlin 9-cylinder engine,
designed to develop 220 h.p. at 12,000 ft- In external appear-
ance the engine has at first glance the appearance of a con-
ventional example of the type. The chief obvious difference is
that, instead of the cylinders being set round the crankcase in
one plane, they are staggered, each cylinder being at a
different distance along the length of the crankcase. '

Actually the engine is widely different in its interior
economy and its special feature is that the stroke of each
piston varies from stroke to stroke according to the particular
function of that stroke. Thus in the 220 h.p. engine the suc-
tion stroke is 226 mm., the compression stroke 203.5 mm., the
working stroke is 181 mm., and the exhaust stroke is 203.5
mm.

The excess length on the suction stroke is at the lower end
of the piston travel, and results in the piston overshooting an
induction port whereby a rich mixture is admitted to the
cylinder. The compression stroke is normal, and the working
stroke is shortened so that the piston does not uncover the
inlet port. The exhaust stroke is lengthened upwards and the
piston reaches practically to the cylinder head, thus very
completely clearing out all the exhaust products. This will
suffice to show that the engine has the merit of at least
novelty, and it should attract all those interested in aero-
engine design. That the engines are being built at the works
of W. H. Allen, of Bedford, should secure that they are ex-
cellent specimens of the engine-builder's craft.

MORE ACCESSORIES AT OLYMPIA.

Since the publication of the previous issue of The Aero
plane the exhibitors dealt with in the following notes have

signified that they are exhibiting and have indicated the
nature of their exhibits.

The Aviation Assurance Association, j, Royal Exchange
Avenue, E.C.3.

The Aviation Assurance Association is a body which was
formed by certain of the most enterprising and courageous
members of the insurance business for the special purpose of
attending to the new branch of that business which the de-
velopment of aerial travel was bound to bring into existence.
The policies dealt with by the concern are issued by the under-
writing members of Lloyds, The Eagle, Star and British
Dominions Insurance Co., Ltd., and the Excess Insurance Co.,
Ltd., for whom the Association acts as agents, and their
business is under the management of Mr. H. Barber, well
known to all who have followed the history of aviation for his
early work as an experimental aeroplane designer.

Thus the Association is obviously in the front lank as an
insurance concern, and has a practical knowledge of the
special conditions which pertain to aviation which could
scarcely be bettered.

At their stand at Olympia full particulars as to the aerial
policies which they are prepared to issue will natuially be
available, but even to those who have Uttle to insure and
nothing wherewith to insure it, certain of their historical ex-
hibits will be of interest. Amongst them is the first policy
issued to cover an Aerial Trans- Atlantic cargo risk. This was
effected on a consignment of platinum, shipped per H.M.A.
"R.34" from America to England.

The British Emaillite Co., Ltd., 5, Hythe Road, Willesden,
N.W.

Generally as a dope of the first quality Emaillite requires
little introduction to the readers of this journal. Nevertheless,
it seems generally to be imagined by those who are not ;
directly concerned with the manufacture and use of dope, that
Emaillite is just Emaillite, and that there it ends. The British
Emaillite stand may serve to enlighten such, for they will
there discover that there are special dopes and special methods
of using that dope according to the result that it is desired to
attain. For instance, a machine to be used for tropical services
will be doped — if those who dope it know their business —
according to Emaillite Scheme X — while standard type
machines to be used under less trying conditions may with
economy use Scheme B.

Moreover, for school machines, where the chances of a dope
surviving for the term of its natural life is small, an even
cheaper but reliable scheme has been provided.

Then there are dopes and doping schemes for airships.
Emaillite protective varnisTies for aircraft, pigmented dopes
of many colours, varnishes, wood fillers, paints, and the like
mysterious compounds.

Further and beyond these the Emaillite will exhibit the air-
screws, components, and aeronautical instruments which are
so well known under the initials G.A.C-

The Gas Accumulator Co. (U.K.), Ltd., Beacon Works,
Brentford.

The problem of providing signalling and landing lights for
aircraft flying at night was first considered in the quite early
days of flying, and the first aerial signal, light of the Gas
Accumulator Co.'s type (generally called the A.G.A. type)
was produced in 1Q13. This was a portable type designed for
military operations, and was considered by the military autho-
rities to fulfil all their requirements.

War, however, showed that it possessed serious drawbacks,
as although it served its primary purpose of aiding friendly
pilots it also served to guide ene.ny ones, and for that reason
the searchlight type, whose beam is confined to a limited arc,
and which is invisible outside that arc, supplanted the type
giving an all-round illumination. This type, however, visible
and recognisable by a pilot approaching from any direction, is

July 7, 1920 Aeronautical Engineering

(Supplement to The Aeropiane.)

55

aimiiiiiiJiiiiiiiiiiiiiiiiHiiiiiiiiiiiiiiiiim

AERO EXHIBITION, OLYMPIA, July 9-20.

STAND No. 8.

MARCONI WIRELESS TELEGRAPH CO., LTD.,
MARCONI HOUSE, STRAND, LONDON, WC.2.

J^EG to announce that amongst their exhibits there will
be on view Aircraft Sets, Portable Ground Stations,
and a t\ K.W. Combined Telephone and Continuous Wave
: : : > Telegraph Cabinet. : : : :

A Handley Page machine fitted with a. Marconi Aircraft
:: :: Set will be on view at STAND 49. :: ::

Blackbim

A

A

The 450 h.p. BLACKBURN "SWIFT"

Fitted with NAPIER LION ENGINE,

is the latest type of high performance
Torpedo-carrying Ship Aeroplane.

The BLACKBURN AEROPLANE & MOTOR Co., Ltd.

SPECIALISTS IN TORPEDO AIRCRAFT,

invite you to inspect it at
STAND No. 64, The Aero Exhibition.

FOR SPECIFICATION, APPLY TO ;

THE STAND or « OLYMPIA, LEEDS. or 33, NORFOLK ST., W.C.2.

Tel. — Propellers, Leeds. 'Phone— Roundhay 601, 'Phone— Central 984.

KINDLY MENTION " THE) AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

56

(Supplement to The Aeropiane.1

Aeronautical Engineering

July 7, 1920

what is required for peaceful navigation purposes,
and it is this type which the Gas Accumulator
Co. are now advocating for that purpose.

The aerial light erected at Hounslow and since
removed to Croydon, was an "A.G.A." light, and
it has shown itself to be extrgmely satisfactory,
and absolutely reliable, and is a typical example
of their products of this class.

Briefly, it is an entirely automatic and self-con-
tained apparatus. The source of light is dissolved
acetylene, stored in portable steel cylinders. The
gas itself in its passage from the cylinder to the
burner provides the motive power to drive the ro-
tating lantern, and the light is controlled by a sun
valve, which automatically lights and extinguishes the Beacon
at dark or dawn. Thus there is no accessory power or gas
producing plant, the light requires no attention whatever, and
it is possible to store enough gas to light and work the ap-
paratus for one year and to leave it to itself for that period.

J. Owen and Sons, Lid., 199a, Borough High Street, S.E.i.

As early as 1911 the writer has recollections of assisting at •
the construction of an aeroplane almost entirely built from
Joseph Owen's timber.

That timber was excellent throughout — certainly better
than the aeroplane eventually proved to be. Since that date,
and probably before it, Owens have supplied aircraft timber
which has been put to better uses and the quality which then
distinguished their wares has always retained its high level.
Joseph Owen and Sons will show at Olympia timbers of all
the kinds in demand for aircraft construction, and it may be
tfiken for granted that these timbers will be of the highest
grade.

Peitii's Paxenx Safeiy Filler. Co., Lid.

To all those who use petrol, be it on the road 01 in the air,
the present price of that commodity makes it a matter of some
importance that little or none of it be wasted. But with petrol
can and petrol tanks as they usually are, the transference of
that mobile fluid from the one container to the other generally
involves an appreciable waste. Pettit's Patent Safety Filler has
been designed to stop such a loss of petrol, and apparently
successfully designed. It will very rightly appear on the
firm's stand at Olympia, together with other ingenious devices
bearing upon the use of petrol.

Samuel Bros., Lid., 65 and 67, Ludgate Hill, E.C.4-

Though flying can be the most comfortable method of travel-
ling yet devised, it can, if one be insufficiently clothed, be one
of the most discomfortable imaginable. Therefore all those
whom Olympia decides to take to the airways of the world
should, before they put their decisions into practise, consider
the question of proper clothing. For those who merely pro-
pose to book passage to Paris in lordly limousines the matter
is unimportant, but he who would face the clean winds of
heaven and discover the true joys of flying may find a visit to
Samuel Bros.' stand a source of fruitful inspiration, for
there will be flying clothing, both of leather and of the well-
known Omne Tempus weatherproof cloth, overalls, helmets,
nice woolly gloves (incidentally not devoid of use to those who
shrink from the perils of the air), and many othei comforts
for the chilly.

John Thompson Mcxor Pressings, Lid., Wolverhampton.

Those who would build aeroplanes in pre-war days had to
face the manufacture of engine cowls, engine plates, and metal
fittings with the tools and equipment of the journeyman tin-
smith or thereabouts. To-day the path of the constructor is
made easy for him, and even those whose main business is
that of mass producing motor cars will deign to assist him
in such matters. The firm now in question are equipped for
such work, and they will exhibit at the Aero Show samples of
their craft in pressed metal work for aeroplanes.

A VALUABLE BOOK OF REFERENCE.

"The Aerial Year Book and Who's Who in the Air" stands
by itself amongst the many popular works dealing with avia-
tion. . It is a dictionary, a directory of the Aircraft Industry,
and a very complete reference book on the present state of
international aviation. The articles contained therein are
written by those who know whereof they write and its in-
formation is remarkably accurate.

It should be ih the hands of all those who take , an interest
in aerial matters — whether that interest be commercial, mili-
tary or technical — and for the convenience of all those in whom
such an interest is roused by a visit to the Aero Show, the
Cross-Atlantic Newspaper Service, Ltd., who publish the work,
have taken a stand there, where it may be consulted and
presumably purchased.

The Gas Accumulator
Co.'s Aerial Light
which is now in regu=
Iar operation at Croy=
don Aerodrome. The
apparatus is entirely
automatic.

AN INTERESTING BOOKLET.

As a souvenir of the Show, The Palmer Tyre, Ltd., are
reproducing a most interesting little booklet entitled "A
Record of Success." It has numerous water colour drawings
by Mr. Geoffrey Watson, the originals of which will be dis-
played on the Palmer Stand. It also contains much technical
information on rims, hubs, bushes, and wheel shields, a dia-
gram showing aeroplane output during the war, reproductions
of letters from prominent aeroplane manufacturers, War Office
telegrams dealing with the speeding up of production, and
many other items of an informative and interesting nature.
This exceedingly interesting and historical record will be
obtainable at the Palmer Stand free. — G. D.

THE AIRSHIP QUESTION.

Sir, — I notice in the recent article on the Air Estimates by-
W. E- de B. an attack on Airships.

The writer states that "Airships especially in Great Britain
are not efficient weapons of war," which is an insult to the
Airship Service and a downright falsehood, for as a matter
of hard fact the Naval airships performed invaluable work,
in their convoying, submarine scouting, mine spotting, Grand
Fleet patrols and reconnaissances. Moreover, this work could
not have been performed nearly so efficiently by heavier-than-
air machines.

At this time when Airship companies are being formed in
France, America, Germany and elsewhere, and when a British
combine is hoping to get to work soon, it is up to all aero-
nautical papers to try and be fair to airships, and to remem-
ber that when they attack lighter-than-air craft in this way
thev are, besides showing their own ignorance of such matters,
doing a great national disservice.

There seems to be an idea abroad that airships have no
future War value, and no greater or more dangerous mistake
could be made than believing this, as one day we will find
out, to our cost. The Aeroplane helped on Kite Balloons,
now let it help Airships.

(Signed) A. F. de MoleynS.

[The Aeroplane does its best to help all forms of aircraft
so far as its limited space will allow. W. E. de B. W.'s re-
mark was not an attack on airships, it was merely a state-
ment of fact. Perhaps he will be so good as to reply to Mr.
de Moleyns.— Ed.]

July 7, 1920

The Aeroplane

5>

"speeding-up" known in
the Manufacturing World.

That fast you cannot ignore,
neither the other that such
plans must be considered
well in front.

Deman-1 — phenomenal
demand for all kinds of
Electrical Equipment —
renders that imperative.

In our own case this applies,
and, speaking generally, we
can only talk "long date"
deliveries.

As to immediate needs we
will do everything which
lies within our power, and
in the supply of

V.I.R. Cables

{of which we carry con-
stantly large floating stocks
at Works and Branches),
we can aid materially — in
fact in nearly every case
can deliver on the following
day to that on which your
order is received.

We ask for your enquiries
and place our 45 years'
experience at your disposal.

Johnson & Phillips

LTD.

Electrical Engineers and
Cable Makers since '75:

Charlton, London, S.E.7.

Qity Office : 12, Union
Court, Old 'Broad Street,

AERO
EXHIBITION,

July 9th to 20th,

OLYMPIA, LONDON, W.

THE PIONEER MANUFACTURERS
OF SPECIAL STEELS FOR
AIRCRAFT CONSTRUCTION

are showing

Air and Oil=hardening Nickel Chrome
Steels,

Chrome Vanadium,

Nickel and High Tensile Carbon Steels,

Case-hardening Steels,

STAINLESS STEEL,

Steel Bars and Sheets,

Forgings, Stampings, Pressings, Crank-
shafts, Valves, Connecting Rods, and
other Forged and Stamped Engine
Parts.

Pressed Steel Cylinders and Cylinder
Liners,

"SPEEDICUT" High Speed Steels,

Special Crucible Carbon Tool Steels
for all purposes,

Files, Rasps, Hacksaw Blades, Saws,
Etc, Etc.

on

STAND 40.

THOS. FIRTH & SONS, LTD.
SHEFFIELD.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

6o

The Aeroplane

July 7, 1920

ROLLS-

THE FIRST AND ONLY AERO ENGINES

1. To make a direct aeroplane flight across
the Atlantic. (Vickers-Rolls 'Plane)

2. To fly from England to Australia.

(Vickers-Rolls Plane)

3. To fly from England to South Africa.

(Vickers-Rolls 'Plane)

In a recent interview, Lieut. Col. Sir Hesperus A. Van Ryneveld, K.B.E.,
D.S.O..M.C, who piloted the Vickers-Rolls 'plane to South Africa, said :-

" The involuntary descent at Buluwayo
was in no way due to engine trouble ; on
the contrary the ROLLS-ROYCE engines
were running as smoothly as ever."

THE WORLD S BEST AERO ENGINES

ROLLS-ROYCE, LIMITED, 15, Conduit Street, LONDON, W.l.

Telegrams: "Rolhead, Reg. Londou." Telephone: Gerrard 1654 (3 lines.)

We are exhibiting ROLLS-ROYCE AERO ENGINES at the International Aero Exhibition,
Olympia, July 9th— 20th, 1920. Stand No. 53. ROLLS-ROYCE AERO ENGINES will also
be exhibited on the stands of Messrs. VICKERS, LTD., and Messrs. H. M. HOBSON, LTD.

KINDLY MENTION ' THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

July 7, 1920

The Aeroplane

01

CIVIL AERIAL TRANSPORT

OFFICIAL NOTICES.

AIR MAIL SERVICE BETWEEN ENGLAND AND HOLLAND.
The Postmaster-General announces that, beginning on Monday,
July 5th, there will be a daily dispatch of mails by aeroplane (Sundays
excepted) between London and Amsterdam, leaving the respective aero-
dromes at about 4 p.m., and arriving at the respective terminal Post
Offices at about 7.30 p.m.

The air mail fee has been fixed at the low rate of 3d. per oz.; and
unrestricted facilities for posting will be afforded. (The special" arrange-
ments relating to letters for the London-Paris air mail service remain
in force for the present. An early and substantial reduction of the
fee for the Paris service is in contemplation )

Express air mail packets for Amsterdam and Rotterdam should
normally be delivered the same evening, and non-express air mail
packets for these places and for the rest of Holland by first post on
the following morning. As letters sent by the ordinary night mail
. from London are not delivered anywhere in Holland until the following
afternoon or evening, the air mail will normally be quicker by, at
any rate, the greater part of a business day ; and by the use of the
air mail in both directions it will be possible for a business house in
the City or West End of London to obtain a reply from Amsterdam
within about thirty hoars.

Air mail letters from Holland will normally be delivered in many
of the large provincial towns by first post on the morning after dis-
patch from Amsterdam.

Every class of correspondence, registered and unregistered, except
parcels and insured packets, may be sent. Packets will be accepted
for ordinary as well as for express delivery. They may be posted, if
intended for registration, at any Post Office, or, if unregistered, in any
public posting box.

Every air mail packet must be prominently marked in the top left-
hand corner of the cover with the words "AIR MAIL," or, if express
delivery is desired, "AIR MAIL EXPRESS."

The fees shown below must be prepaid by means of postage stamps
affixed to the cover in the ordinary way : —

(1) Ordinary foreign postage, and registration fee (where payable);
(2) an air mail fee of 3d. per oz.; (3) an express fee of 6d. per packet
when express delivery is required.
The latest times of posting will be as follows: — ■
In the Provinces up to the latest time of posting for transmission
by the last night mail to London; but in some cases connection by
day mail to London will be obtainable Precise information can be
obtained from the local Head Post Office.

In London; •
Registered " Unregistered

(if handed (if handed (if posted in Public
in)

2.55 P-m-

Office

District

General Post Office
Threadneedle Street, B.O. 2.40 p.m.
Lombard Street, B.O. 2.40 p.m.

in).
3.0 p.m.
2.45 p.m.
2.45 pm

Parliament Street, B.O. 2.40 p.m.

Charing Cross, B.O. 2 45 p.m.

W.C.D.O. - f,s P-m

W.D.O. 3.10 p.m.

S.W:D.O 2 35 p.m.
Rest oj London —
District Head Offices —

Sub-Districts

Letter Boxes).
1.30 p.m.

EC. District — 12
noon at larger
Branch Offices,
11.43 a.m. else-
where.
2.45 p.m. 11. 0 a.m.
2.50 p m. 10.30 a.m.
3.10 p.m. 12 noon.
3.15 p.m. 12 noon.
2.40 p.m. a noon.

— about 12 noon (ex-

cept Paddington,
11.30 a.m.).
about 8.30 a.m.

NOTICE TO AIRMEN, No. 75.'

Air Ministry, June 30th.

It is hereby notified that : —

The landing lights at Bordeaux Aerodrome as described in Notice
to Airmen No. 28 of March 24th, 1920, are only exhibited when aircraft
are expected.

Pilots intending to laud at Bordeaux at night should therefore com-
municate direct with the Commandant, whose telegraphic address is :
Commandant, Aero Merignac, Bordeaux.

sec. ; occultation, 0.5
3.0 sec; occultation,

It is not necessary to advise the Commander beforehand when
landing in the day.

Attention as drawn to Notice to Airmen No. 66 of June 7th, 1920,
under which all aeroplanes entering France from England must first
land at either St. Inglevert or Le Bourget Aerodrome.

* N.B. — Notice to Airmen No. 69 of June 18th is hereby cancelled.

NOTICE TO AIRMEN, No 76.

Air Ministry, July 2nd.
The following information is hereby notified : —
A. — Alteration in Night Signals.
Valenciennes — An occulting lighthouse giving a white light, which
has been established at the N.E. angle of the ground (2 km. south of
the town), is in operation every day from June 1st from one hour after
sunset.

The characteristic signal is — V — three short flashes and one long
flash (10 sec).

Light, 0.5 sec. ; occultation, 0.5 sec. ; light, 0.5
sec; light, 0.5 sec; occultation, 0.5 sec.; light,
4.0 sec

B —Day Signals.

Le Bourget — An arrow giving the direction for landing has been
placed at the angle formed by the line of the hangars and the offices
of the aerodrome.

A white wind-sleeve has been placed on the second hangar to the
south of the offices of the aerodrome.

St. Inglevert. — A landing arrow 10 metres long has been placed at
the south angle of the ground; landing must be carried out in the
direction of the arrow.

C. — Telephonic Connection.
Nimes. — The telephone number of the principal air station of Nimes
is : Nimes 693.

Telephone Priority. — The following telephone stations have priority
for urgent communications . with respect to the safety of air naviga-
tion : —

Stations in Connection.
Abbeville with ;Le Bourget via

(St. Inglevert „
La H':-ve (meteorological) with '

military W/T Kleber Barracks ,,
Pujaut (principal air station)
with Nimes (principal air

station) ,, Avignon — Nimes.

D. — Radio-Telephony and Radio-Telegraphy.
Ma'ubenge. — A wireless station has been in operation since May 22nd.
It ensures temporarily a special service with a wave length of 1,200
metres, and will later be incorporated in the Paris-London system
with 1,400 metres wave length.
The call sign is A.V.

Warning with regard to Squalls. — Commencing from May 25th the
warnings of squalls previously sent by 1,850 metre wave lengths are
emitted by 1,400 metres wave lengths.
The stations issuing \he warnings are : —

Le Bourget, Z.M. Amiens, Y B

Strasburg, C.3. Tours, Y.G.

Bourges, Y.E- Toulouse, Y.F.

Authority : French Notice to Airmen, No. 8.

NOTICE TO AIRMEN, No. 77

Air Ministry, July 3rd.

It is hereby notified that: —

The Dutch Minister of W ays* and Communications has determined
that the air space above the Doom area, which is delineated as fol-
lows : —

Line: Driebergen Station-Culemborg Railway Bridge; Lek and
Neder-Rijn from Culemborg Railway Bridge to the ferry at
Amerongen ;

Line : ferry at Amerongen to the crossing-point of the railway
lines Rhenen-Amersfoort and Arnheni-Utrecht ; railway line
between the sa^'d crossing-point and Driebergen Station,
must be avoided by aircraft other than Netherland military aircraft.

Telephone Exchanges
Abbeville — Paris Nord.
Calais.

Le Havre.

THE UNITED KINGDOM OF GREAT BRITAIN AND IRELAND.

CONTINENTAL ARRIVALS AND DEPARTURES.
The London Terminal Aerodrome, Croydon.

[Compiled by the Staff of The Aeroplane.)

Date 1920.

Name of Air
Line.

Type.

Markings.

Where from

Where to

Time
depart.

Time
arrive

Carg
lbs.
M = Mail.

No, of
Passen-
gers.

Pilot..

June 28th

A.T. & T.
A.T. & T.
A.T. & T.
H.P. & M.A.
H.P. & M A.

DH16
DHo
DH16
H P.

Breguet

G-EALU
G-EAGX
G-EALM
G-EATG
F-CMAD

London
London
London
London
London

Paris
Paris

Amsterdam

Brussels

Paris

09 3°
09.40

°9 35
12.45
12.52

12.14
12.30
I5-IO
15 3°

Mail
Nil

Goods
Nil

Goods

4

Nil
Ni!

8

Robbins

Holmes

Game

Jones

P*tin

62

The Aeroplane

July 7, 1920

Date 1920

Name of Air
Line.

Type.

Markings.

Where from.

Where to.

Time
depart.

Time
arrive .

Cargo
lbs

No of
Passen-

Pilot.

M — Mail.

gerjL

-

j une 2otn

A T fir T

i\ . X . OC X .

DH16

London

Paris

1 08

15-55

Nil

11

Nil
IN 11

VT V. onnorcAn

oiieppciaon

DH16

VJ JDilO VV

Paris

T nnHnn

X-4KJL1 VI KJ 11

09. 40

H-57

AN 11

1 4

Armstrong

A T fir T

DHg

G-EAQP

Paris

T nnHnn

i-* \J LlKlVJ Li

09.50

I2.42

Nil
IN 11

2

S h epper son

AT fir T
A . X . OC X .

±^ niu

Paris

T nnHnn

X->U11UU1J

10 . 00

12.45

Nil
IN II

4

xVic iviui nn

P Hpc F A

F-GEAB

Paris

T nnHnn '

J— i\J 1 J KJ. \J LI

11.00

15.20

Goods

Nil
IN 11

Favran t

AT # T

DHg

Paris

T nnHnn

jlj v 11 u kj 11

II.50

i4-25

Nil
IN 11

2

TT* AroAn
X1 UlbUIl

A T A- T
r\. X . <X X .

I'll 1 J

V T J j rt V T .A

Paris

T nnHnn
1j Ull LJ VJ 11

I2-55

!5-45

Nil

2

Holmes

IN I

F-CGTY

Paris

T nnHnn

J— • VJ 1 J VJ V J 1 1

12 25

15.16

Mail

Nil
IN 11

Lasnc

A T # T
rx . i . CX. x .

DHl6

KJ J_- -i-i. J_i IVX

A m RtPTfl am

li I 1 1 0 LCI UCllll

T nnHnn

J— < VJ LI VI VJ 11

*4-55

IO-35

Good s

3

AT&T.

DHl6

T nnHnn

J— < VJll VJ VJ 11

16.10

10 35

Nil

2

T? n 0 ni no
XvUULHXlo

AT # T
ri.. i. u 1.

DHl6

G-EAQS

Paris

London

1 y. 1 0

19.20

Nil

2 *

^ n ftnnorc nti
OllCppcl b UL1

June 29th

A T fir T

i-taiu

ri FAT TVT

T rinrlnn
1 -i 1 1 1 1 1 1 j 1 1

A m q("*»i"H q m
.n 111 old vl dill

10.47

15.20

Goods

Nil
IN 11

Game

A T fir T
/V. x . oc j. .

DH16

v j - r^. i_j

f nnrlnn

-1— -# V U VI V/ -LI

T n <y 1 p> \ *»Tt

OL. lUglCYCll

10.49

iNil

4

XVUUL/lXlb

A T fir T
i\ . X . OC X .

DHg

G-EAPL

T nnHnn

J-jU 1 1 V.l KJ 1 1

10.53

1525

r.rl'<:AM

KJUi bOClvl

Nil
1\ 11

X Ul bUll

A T fir T

DH16

i-EAS W

T onHnn

Paris

10.54

Nil

A I llloLJIUilg

C.T.

Nicuport

F-CGTY

London

Paris

14 50

TIT ^ C

x/ -4D

Nil

Nil

A.T. & T.

DHg

G-EAGY

London

Paris

16.25

19.05

Grood s

Nil

■ Ramhpr

JJa 1 11 Uvl

AT # T

DH16

T nnHnn

1 - v.' 1 1 UU11

16.40

19.05

riHc fir IVI

VJT u b . V V IVX

2

T Q \i; TnT*H
i-jct W 1 U I U

"J_J" Tj QT TUT A
XX. IT. (X 1VI.A.

_L> I tg ULL

F-CMAC

T nnHnn
XjUIIUUII

!3 17

15-5°

Goods

2

■ ^ nillo iiv
v_ llcLl 1 d. U A

xx . x . oc ivx , a .

A_> 1 Cg UC L

F-CMAF

Paris

T nnnnn

1-.VJ 1 1 1 1 ■. ' 1 1

£3'30

15-49

Goods

2

jVIartel

A T fir T

DH16

G-FAT TI

St.Inglcv6rt

T nnHnn

JL-^ VJ 1 1 VI VJ 1J

15-53

Nil

4

T? nVihinc.

IVUUUlIlo

A T fir T

il. X . OC X .

DH16

G-FASW

V_T ™ JUv -TI. YK

Paris

T nnHnn

JL^VllVJ VJ U

xt>-55

J9-45

Nil

4

A r m ctrnn &

111 ill bll UlJg

AT fir T
A. 1 . OC X .

DHg

G.EAQL

T nnHnn

LU 11 V 1 VJ 11

16. 40

19 .00

Nil

2

xji duicy

T-T P fir "VT A

JTJ. . JT . OC J.VJ. . n. .

Spad

F-CM AY

Paris

T nnHnn

J— 4 VJ 11 VJ VJ u

16.45

I9-J5

Mail

1

Bizot

A T fir T
A. X . OC X .

DH16

CFAT M

VJ J_1j A -l_-> J.VJ. .

A m c+pT*n 3 m

T nnHnn

16.32

19.20

■ finnHs

VJUUU"

3

A T fir T
A. 1. a i<

DHg

G-EAPL

Paris

T nnHnn

1 VJ 1 1 VI VJ 1J

17.10

J9 55

f^nnH S

VJUUU "3

Nil

Fnrcnn

X UloUU

T xU

J une 30tn

AT&T

A. i ■ (.v J

DH16

G-EALU

London

°9'35

11.55

Nil

4

TVTrTVInllin

IVX Is IVX Ull 111

A T fir T

A. X . OC 1 .

DHg

G-EAQL

London

Paris

°9-45

12.15

V_T U otViti

T-T nl m

A T /v- T

A. 1 . CV X .

DH16

G-FAT M

VJ ~ ±2i XX. -Li IVX

T nnHnn

A m cf pt"H a m
fltllblCl Udlll

10.00

12.35

Goods

Nil

I.A.L.

DH4

G-EAMU

London

Paris

10.10

T O O C
1 . ^

■ Goods

Nil

Chattaway

1

XT. . JT . OC IVI . A .

Br6£ uct

F-CMAr

L V_y IT! _T_L V_*

London

12.10

CjOods

Nil

vlldlldUA

P Hpc f. F A

Goliath

F-GEAB

T nnrfnn

Parfs

10.25

13 54

CjOod s

Nil

"Pa vrant
rdvl etllL

n. . JT . OC IVX . A •

Breguet

F-CMAF

T nnHnn

P *

12.11

14-45

Nil

IVXrLl LCI

n . 1 . ex ivx . a .

Spad

F-CMAY

T nnHnn

Pa i

14.10

Nil

Nil

IN 11

Bizot

AT&T

r\ . X . OC 1 .

DH16

G-FASW

VJ J-iilU vv

T nn H nn

Paris

1 6 00

18 2 1

Nil

3

XvUU Ulllb

A.T. & T

DH16

G-EAPM

London

Paris

Jy -jo

Nil

2

Armstrong

A.T. & T

DHg

G-EAGY

Paris

T n n Hnn

J— * VJ 1 VI VJ 1 1

1 2 .00

J4 5°

Nil

2

XJcLll) UCl

A T, & T

DH16

G-EAPM

Paris

London

09.40

12.50

Nil

4

T QwfnrH

Ijd VV 1 VJ 1 VI

P T

Nicuport

F-CGTO

T nnHnn

LU 1 1 UUll

12.50

15 10

Mail

Nil

T a /"* n m f A

A T fir T
r\ . x . oc l .

DH16

G-EALM

A m cfpvHa m

T nnHnn

15 03

19.08

CrOOdS

Nil

AT&T
A, X . oc X .

DH16

G-FAT TI

T nnHnn
X^UlJUUll

17.00

19 r5

Nil

4

IVX L 1 VI U 1 1 1 IX

TAT

X.£\ . Xj,

DH4

G-EAMU

PariS

T nnHnn

i_ VJll UUll

' 17-45

!9'55

G'Oods

. 1

v_ylJdLlla.vvcty

A T fir T

A. X . OC 1 .

DHg

G-F AOT

VJ J — . cl \J 1 — »

Paris

T nnHnn
i^unuuii

10 -£U

20-55

Nil

2

XXU1 1 ilcb

July 1st

AT fir T
A. X . OC 1 .

DHg

G-EAPL

T nn n nn

09.40

13-45

Good s

1

Forson

AT&T
A. X . OC X .

DH16

G-FAT M

VJ / l. J_-/ IVX

L.U 1) i.UJU

A m ctot"n ^ m
A 111 b L KZL (J dill

10 03

12.40

Goods

Nil

IN 11

XXOlIIlviO

AT & T
A. x . oc L .

DH16

G-FAT TI

vj * LriL VJ

T nnnnn

J5-45
!633

19 5°

Mail

4

T «m fn%*H
Law LUlU

A.T. & T

DHg

G-EAQN

T nnHnn

Paris

20 00

vju aivx. iyx

Nil

T^a mhfr

XJCLlll UCl

AT fir T

A. X . OC 1 .

DH16

Ci-FASW

VJ i— i 1 O VV

I n n H n.n

LiU 11 U UU

P ri

10. 40

19.30

Nil

4

IVX U IVX U1111X

P T

\^ . x .

N icuport

F-CGTO

T nn H nn

Paris

17.40

Nil

Nil

J_iC *wUllllC

AT&T

A. X . OC X ,

DH16

G-EASW

T nnHnn

1 — 'VJ 11 V 1 VJ 1 1

11.20

x3-35

Nil

4

T?nhhinQ

XvU U U11J 0

P Ha<; fT F A

v.. . Uco Vjt.Xj./i.

Goliath

F-GEAB

Paris

London

12 00

15 26

Goods

6

T ahnnp HpTf*

IjCI VJ VJ LI V^llV 1 V.

T-T P & A/T A

XI . 1 . OC JLVi . A

Breguet

F-C MAD

r nnHnn

13.00

T C T R

vju b tx ivx

Nil

IN 11

X-.C 1VXCL1

AT&T

xi. X . OC X .

DH16

G-FA PM

Paris

T .nnHnn

JL* VJ U VJ VJ LI

14 05

16.25

CjOods

1

A rm ctrnn 0

IX 1 1X1 bll Ull g

AT & T

r\ . X . OC X .

DH16

G-FA I M

VJ 1— -< jn. La J.VA

A m ct pt*H q m
A 1 llolLl VJ dill

T nnHnn

1—4 VJ 1 1 VI V 1-1

15.00

17 55

Cjood s

2

T-Tnl mpc

ILUllllV-b

AT & T

DHg

G EAPL

T nnHnn

-I— .VJll VJ VJll

16 40

la-55

Nil

2

T-^nt* Qnn

X Ul oUll

Till V OY\ H

AT & T

DH16

G-EAPM

T nnHnn

Paris

09.55

12.40

Mail

4

T? nhhi n

1VU UUlllo

AT & T
A. X . OC 1 .

DHg

G-EAPL

T nnnnn
X-.U11U.U1X

09.57

12.40

G"Ood s

Nil

IN 11

A rim ctrnncr
rl l 111 b Ll Ullg

A.T & T

DH16

G-EALM

T nnHnn

Amsterdam

11 35

14 1-5

Goods

Nil

Game

T4 P & TV/T A
ri.tr. oc ivx , A .

Breguet

F-LMAD

T nnHnn
iwULl LIUll

12. 21

r5-45

CjOods

Nil

IN 11

T p TVTpn

-L/C IVX C U

AT&T

A. X . OC X .

IlJ f 1 y

G-EAGY

T nn H nn

Paris

12.50

15.20

Nil

T-Tnl mpo.

X X Ul 111C3

P T

Nicuport

F-CGTI

T nnHnn

Paris

I7°5

20.45

Nil

Nil

Lasne

AT & T

£X. X . OC X .

DHg

G-EAQN

Lo don

Paris

17-3°

Nil

2

P'nr^nn

-1- VJ 1 JKJ 11

AT&T

'x . X . OC X .

DH16

G-EASW

London

10.05

^210

Nil

MrMnllin

IVX V-. IVX VI 1 1 1 11

A.T. & T.

DHg

G-EAQN

Paris

London

10.05

Nil

2

Lawford

P T

Nicuport

F-CGT I

Paris

T nn Hnn
J— /U Ll U VJ 11

12 30

!4-53

Mail

Ni1
xNl;

Lasne

AT & T

lj n 1 u

G-FAT M

A mcfprHam
c\ 1 1 1 b icl Udlll

T nnHnn

J— iKJXj VI VJll

15. IO

1757

GrOod s

3

A.T & T

DH16

G-EALU

[ nn Hnn

J— * UllUvll

17.15

I9-3°

Goods

1

T? nhliinc.

X V VJ UUlllo

AT&T

DHg

G-EAPL

Paris

T nnHnn

-L-. VJ 1 1 VI VJ 11

17 x5

19.30

Nil

1

Qt 'Rarhe

Ol • XJ CXl U w

T 1 A

July 3rd

AT&T

ri.. X OC 1 .

F) H ifi

G-E ALU

T ntin r\tt
X^UliUULl

°9-34

11 55

Nil

4

T? n nVii n q

XvU U Ulllo

AT&T
ri. . 1 . cv X .

G-EAQL

T nnn nn

Paris

09 4~

14.00

rirl'q &1VT

VJU O W.J-VJ.

Nil

IN 11

Pra H Ipv
J_> 1 cx.Kj.lKzy

AT&T

r» . X . OC X

DH16

G-EALM

T nn ri nn
X-.UL1UU11

A mcitfirlam

ii. 1 1 1 OlCl VJ U 111

10.00

12.47

Goods

p Hpc p rr A

V r (.) 1 1 d 111

F-GEAB

T nnHnn
X_fU UU.U11

II 50

15-5°

(j ood s

2

I ahnnrli^fp

X^cCL UUUV.UV1C

A.T. & T

DH16

G-EAPM

T nnHnn

ijUll VJ V.' 11

Paris

19 "35

Mail

4

McMullin

A T. & T

DHg

G-EAPL

T nnHnn

St. Inglevert

18 ,08

Nil

Nil

Armstrong*

AT & T

f\ . X . OC X .

nu,(i

G-E A PM

T nnHnn
1 ^ VJ 1 1 VJ VJll

TO. 00

Nil

. 1 1 1 1 1 b . 1 UXlg

T-T P & 1VT A
n x oc ivi a .

1 rn enn
3 dl IlloUll

F-CMAE

T nnHnn

J— /VJll VI VJ 11

13. IO

'5 3°

Goods

Nil

Via 1 Inn v

V^ 11(11 IcLU A

(4 P & M A

n. i oc ivx . a .

F-CM \ B

Paris

T nnHnn

JjVJl 1 KJ. VJII

I3.IO

'5 35

Nil

TVTaripl

XVX cxl I V. 1

AT & T
A. 1 . oc x .

L > I 1 J O

(~i_F AT M

A m c f prno m
. \ l 1 1 b 1 L L Udlll

T nnHnn
X~>U 11 UU 1 1

]5.00

CjOod s

1

vj3.in6

AT&T

DHg

G-RAOI

VJ XJ-.-TJL VJ Lj

I nnHnn
L u ll 11 Ull

IO.5O

iX

Nil

2

H olmes

AT&T

A. X OC X .

D Hg

P_R ADM

par!s

T nnHnn
XjUllU Ull

J6-55

10-55

Nil

X UL OVJIX

AT&T

A. X . OC X .

DHiC

P-F A T TT

VJ -Crt. L.

Paris

] nn H nn
I Ull UUll

17.10

19.10

Cj oods

Nil

R n Hlii n q

XvU UUlllo

AT&T
A. 1 OC X .

DHg

G EAPL

Lon don

20.25

Nil

Nil

IN 11

r\ 1 LilbLiUxlg

July 4th

H.P & M.A.

Breguet

F-CM AB

London

Paris

10.05

12 55

Nil

3

Martel

A..T. & T.

DH16

G-EALM

London

Paris

10 00

12 25

Nil

4

Game

A.T. & T.

DHg

G-EAQN

London

Paris

11. 10

13-45

Nil

2 1

Forson

AT&T.

DHg

G-EAGY

London

Paris

10.15

12 53

Nil

2

Bamber

A.T. & T.

DH16

G-EALU

London

Paris

11.30

13 55

Nil

' 4

Armstrong

A.T. & T.

DH16

G-EAPM

Paris

London

10 37

13 00

Nil

4

McMullin

A T. & T.

DH16

G-EALM

Paris

London

16.50

Nil-

Nil

Game

July 7, 1920

The Aeroplane

63

The Air Port of Cricklewood.

Date 1920

IN 3.D3G or Air
Line.

Type.

Markings.

Where from.

Where to.

Time
depart.

Time
arrive.

Cargo
lbs.

No. of
Passen-

Pilot

M=Mail.

gers.

June 28th

H.P. & M.A.

DHg

G-EATA

London

Paris

12.10

H-45

2

2

Foot

H.P. & M.A.

Hand'y Page

G-EATJ

Paris

London

12.30

16.45

270

9

Helliwell

H.P. & M.A.

Hand'y Page

G-EASZ

Paris

London

15.00

18.30

274

I

Wilcoxson

June 29th

H.P. & M.A.

Hand'y Page

G-EASZ

London

Paris '

12.00

15.55

176

5

Olley

H.P. & M.A

DH9

G-EATA

Paris

London

12.15

14-45

5°

2

Foot

H.P. & M.A.

Hand'y Page

G-EATG

Brussels

London

12.00

16 10

124

3

Jones

H.P. & M.A.

Hand'y Page

G-EASZ

Paris

London

I7.4O

21-35

347

5

Mcintosh

June 30th

H.P. & M.A.

Hand'y Page

G-EASN

London

Paris

09.05

12.10

1

Mcintosh

H.P. & M.A.

Hand'y Page

G-EATJ

London

Paris

II.40

—

1

—

Bager

H.P. & M.A.

Hand'y Page

G-EALX

London

Brussels

I2.IO

—

2

1

Wilcoxson

H.P. & M.A.

Hand'y Page

G-EASN

Paris

London

14-15

17-45

612

5

Olley

July 1st

ti.tr. <x iVL.A.

Hand'y Page

r* T? AC7

London

Paris

12-35

16 15

I55

5

Foot

H.P. & M.A.

Hand'y Page
Hand'y Page

G EALX

Brussels

London

15-25

45

2

Wilcoxson

July 2nd

H.P. & M.A.

G-EASL

London

Brussels

12-45

H-45

1

Olley

H.P. & M.A.

Hand'y Page

G-EATJ

Paris

London

12.35

15 35

165

7

Bager

H.P. & M A.

Hand'y Page

G-EASZ

Paris

London

12-45

15-55

455

3

Foot

July 3rd

H.P. & M.A.

Hand'y Page

G-EATH

London

Paris

12.15

16.15

210

7

Capps

H.P. & M.A.

Hand'y Page

G-EASM

London

Paris

12-35

15.00

417

6

Beal

H P. & M.A.

Hand'y Page

G-EASL

Brussels

London

12-35

15.00

130

5

Olley

ABBREVIATIONS — A.T. & T. — Air Transport & Travel, Ltd. ; H.P. & M. A.— Handley Page and Messageries Aeriennes. I.A.L-— Instone Air
Line; C.T. — Compagnie Transaerienne ; C. des G.E. A.— Compagnie des Grandes Expresses Aeriennes; S.N E.T.A. — Syndicat National pour
l'Etude des Transports Aeriens; PL. — Petters, Ltd.; C.A.C.— Central Aircraft Company, M.W.T.C. — Marconi Wireless Telegraph Company.
Where times are missing it is probably owing to Atmospherics affecting signals.

Inland Flying at Croydon.

June 28th. — Mr. Raynham, from Brooklands and back on
Martinsyde G-EAQH Hispano-Suiza.

June 29th.— I.A.L., 3 tests D.H.4a (G-EAMU).

June 30th. — A.T. and T., Ltd., 3 joy-rides.

July 1st. — Sopwith "Snipe" (R.A.F.) from Northolt to Ken-
ley; A.T. and T., Ltd., 1 test, D.H.9.

July 2nd. — H.P. and M.A., 1 Avro from Cricklewood (re-
turn); 1 Bristol from Bristol (for Hendon Pageant).

July 3rd.-.-A.T. and T., Ltd., 4 joyrides, 1 Avro test; I.A.L.
D.H.4a to Hendon (return) ; 1 Bristol to Hendon (G-EAIZ).

July 4th.— A.T. and T., Ltd., 1 D.H.16 test

Inland Flying at Cricklewood.

Tune 28th. — Handlev Page G-EATG to Croydon for Brussels.

July 3rd. — H.P. G-EATJ and G-EASV to Margate, return,
ia and 15 passengers respectively.

H.P. G-EATG to Hendon, return, for Pageant, 44 passen-
gers carried.

"What One Can Do If One Wants To When
One Tries."

As an example of the inaccuracy of official connn uniques, it
may be of interest to quote the following : —

From Arrivals and Departures Table, from office of Con-
troller of Information, June 28th. Time, 13.45. ^T°- 86 : —

" H.P. G-EATG left Croydon for Paris 12.4.5, with four
passengers."

From Arrivals and Departures, June 28th. Time, 18.15.
No. 87 : —

" *Handley Tage G-EATG ^arrived Brussels from Croy-
don 15.10.

" * Correction.— This machine on previous message was
reported to us as proceeding to Paris.. Please note correct
destination is ' Brussels ' as above."
From "Messages sent out direct by Communication" June
23th-June 29th, 1920, received between 18.15 and 09.00. Arri-
vals' and departures : — r

-'IllllllllllllllllllllllllllllllllllllllllUlillllillllllillllllllllllllllllllllllllllli

BY AIR TO
EVERYWHERE

= PARIS.

THI
f.

IE most enjoyable, most com-
fortable and quickest route
to the Continent is the Air-
way. The LepAerial staff of ex-
perts can give information and
advice on all matters concerning
travel.

Bookings on all Air Lines,

Three services daily each way London-Paris"
Leave each city 9.30 a m , 12.0 noon, 4 30 p.m-
Fare: £10 10s orf. single, £18 18s. 01/. return.
Machines : Airco, Handley Page, and Instone
Vickers Limousines.

AMSTERDAM.

= Tri - weekly service each way London. EE

=r Amsterdam. =

= Leave London on Mondays, Wednesdays, and EE

=>, Fridays 10. 0 a.m. EE

= Fare: £15 15s. orf. per passenger. =

= ' Machines . Airco 16 Limousines. EE

I BRUSSELS. j

= Tri-weekly service each way London-Brussels. EE

= Leave London Mondays, Wednesdays,' Fridays EE

= 12.0 noon. EE

Fare: £10 10s. orf. single, £18 18s. orf. re urn. ==

= Machines: Handley Page Limousines. =

I TAXIPLANES. I

The Ideal
Commercial Aeroplane

EE LepAerial Taxiplanes for Two, Four or Eight

EE Passengers can be sent to any part of Europe

EE at an hour's not-ce. The fare per passenger is
EE FIFTEEN PENCE PER MILE.

— Machines have been sent to Copenhagen,

EE Amsterdam, Cologne, Brussels, &c., Sic.

LepAerial Travel Bureau,

Criterion Corner, Piccadilly Circus,
LONDON, W.l. '

= Telephone - - - - GERRARD 4387.

A n impression of the interior
fitted out as an aerial office.

The machinehere illustrated is
the B.A.T., universally acknow-
ledged to be the most practical
and efficient commercial aero-
plane yet produced. Although a
relatively small machine— only 34
feet over-all length — it possesses
surprisingly commodious cabin
and cargo accommodation.
Four passengers can be carried
comfortably, with ample room
for personal luggage, or, alter-
natively, parcels or mails to the
extent of 1,000 lbs- in weight and
150 cubic feet in capacity.

The B.A.T. as a commercial
machine has so many natural
advantages and is so moderate
in first cost, that it is really the
ideal machine to employ in in-
auguratingairtransport services

A demonstration flight can be
arranged and all particulars
obtained on application to . —

British Aerial.
Transport G> In

64

The Aeroplane

July 7, 1920

SUNBEAM

"DYAK" 100 h.p.

Specially for small Airships.
Can also be used for
Aeroplanes.

"SIKH" 800/900 h.p.

Specially suitable for large
Aeroplanes, a -d also applic-
able for Airships.

AIRCRAFT

in

placed

Wl

on

at

Olympia
Stand

rJpHESE well-known engines,
power and with a wide
all aviation requirements, will
with the greatest interest

The four aircraft engines here
on the stand, where also will
Sunbeam design

THE SUNBEAM MOTOR CAR CO., LTD.,

Export Department : 62, Oxford

KINL. Y MENTION "THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

July 7, 1920

The Aeroplane

65

. CO ATALEN

ENGINES

exhibition

th(

Show

56.

of proved efficiency and
range of adaptability to
without doubt be studied
by visitors to the Show.

illustrated will be displayed
be found other examples of
and manufacture.

" MANITOU " 300 h.p.

Suitable for Aviation purposes
of al kinds.

"MATABELE" 400 h.p.

Suitable for Aviation purposes
of all k nds.

MOORFIELDS WORKS, WOLVERHAMPTON.

Street, London, W.l, England.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

64

The Aeroplane

July ig2o

SUNBEAM

"DYAK" 100 h.p.

Specially for small Airships.
Can also be used tor
Aeroplanes.

SIKH" 800/900 h.p.

Specially suitable for large
Aeroplanes, a .d also applic-
able for Airship*.

AIRCRAFT

JULY 7, 1920

The Aeroplane

65

COATALEN

ENGINES

wi

k be

placed on! exhibition

at 1 the

Olympia Show
Standi 56.

T

HESE weil-k nown engines, 1 0f proved efficiency and
power and with a wide range 0f adaptability to
all aviation requirements, will '{ without doubt be studied
with the greatest interest j by visitors to the Show.

The four aircraft engines here
on the stand, where also will
Sunbeam design

illustrated will be displayed
be found other examples of
and manufacture.

" MANITOU " 300 h.p.

Suitable (or Aviation purposes
of al kinds.

Suitable for Aviation purposes
of all lends.

THE SUNBEAM MOTOR CAR CO., LTD., | MOORFIELDS WORKS, WOLVERHAMPTON.

Export Department : 62, Oxford 1 Street, London, W.l, England.

KINL.Y MENTION " THE AEROPLANE" WHEN CORRESPONDING WITH

ADVERTISERS.

n*n, aPROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.
KINDLY MENTION " THE AEROPLANE »™

66

The Aeroplane

July 7, 1920

" II. F. G-EATG left Brussels for Cricklewood 12.00,
with two passengers.

" H.P. G-EATG arrived Cricklewood from Brussels at
16.10, with three passengers."
' So that while this interesting machine was flying from
Croydon to Paris between the hours 12.45 and 15.10, in addi-
tion to changing its mind and going to Brussels, it was also
flying from Brussels to London between the hours of 12.00
and 16.10. It will also be noted that apparently an inte-
resting tvtnt took place during the latter trip. — C. D.

The England-Holland Air Mail.

It is announced that the new mail contract, the details
and^ regulations governing which will be found at the head
of C.A.T. notes, has been granted to Handley Page Transport
Ltd. The service was to begin on July 5th, but owing to
bad weather the machine, a D.H.9, was prevented from
starting.

The Instone Air Line.

The D.H.4a has been working hard during the week. The
Bat is being looked over in case the engine was damaged
and the engines on the Vimy are still giving trouble.

Mr. Barnard joins the ranks of the Benedicts on Saturday.
One regrets the unavoidable absence of G-EART.

The new passenger rates are a great success. The I.A.L.
allow a reasonable amount of personal luggage to be taken
free of -jhaige. This should not exceed 30 lb., but if space is
available this amount is not strictly checked. — G. D.

Bournemouth

An aerial service between Bournemouth and Weymouth
was established on Saturday, July 3rd, when passenger
flights between these two towns were inaugurated. This
has been arranged by the Bournemouth Aviation Company.

Rights appertaining to the use of the foreshoie were ac-
quired last year by Bournemouth and Southampton companies
but of these no advantage has yet been taken. — k. j.\

Manchester.

The Manchester Aviation Company, which has its offices
at 41, John Dalton Street, Manchester, was formed this year
for the purpose of providing passenger nights in the Northern
area, and for the hire of machines for fetes, etc. The partners
of the company are Messrs. R. Turner, C. Bernard Wilson,
E- Lawrence Wilson, R. Foster, R. Turner, and IT. M. Hart.

Last week the company was flying at Congleton Road,
Macclesfield, and will continue there for another week or

THE BRITISH

ten days. After leaving Macclesfield another Lancashire town
will be visited, but, at the moment, no particular one has
been nominated.

Northolt.

Miss Imelda Trafiord, the only woman pilot to hold the
Air Ministry's "A" Licence, gave an excellent display of
"stunt" flying at the Central' Aircraft Co.'s aerodrome,
Northolt, on Sunday afternoon (July 4th). Over 300 people-
who were spending the afternoon at Northolt were a keen
audience. Miss Trafford, at about 2,000 ft., looped, banked,
and spun. Then, rising to 4,000 ft., she came down in a
beautifully executed spiral to Soo ft., and from that height
made a sideslip landing. •

Southampton.
A Demonstration to tin, Pokt of London Authority.

A committee appointed by the Port of London Authority
visited the works of tire Supermarine Aviation Works, Ltd.,
on July 2nd to have demonstrated to them the navigability
and handiness of the firm's flying boats in a busy waterway.

This committee is the outcome of a request on the part of
the Supermarine Aviation Works to run a mail service from
the Thames in London over the North Sea to Holland, etc.
July 2nd was a bad day from the point of view of flying, but for
the demonstration was ideal. A strong wind was blowing
up the Itchen across the Supermarine slipway with occasional
showers of rain, and the river itself was thick with all manner
of craft to which must be added the Woolston Floating Bridge
which is continuallv crossing the stream.

Capt. J. E. A. Hoaie (late R.N.A.S. and R.A.F ) took the
paity up two by two and gave an excellent demonstration of
the navigability of the Supermarine "Channel" type floating-
boat by landing in the middle of the stream and taxying in
amongst all the craft, a feat which was not rendered easy by
the strong cross-wind.

It could be assumed from the remarks of the committee that
the demonstration was successful' and one may hope to expect
that the enterprise of the S.A.W., Ltd., will shortly bear
fruit. The possibilities of running aerial mails by flying boats
from the heart of Loudon, off the Thames, are enormous, ,and
assuming that the charge will be sufficiently reasonable, the
advantages of eliminating an unnecessary journey to
an aerodrome on the outskirts of London and from
there using land-going aircraft for a journey which for the
most part is over the sea, will certainly repay any trouble
that is likely to be experienced in impressing the authorities
at the present time.

DOMINIONS

CANADA.

A correspondent in Canada writes : —

Edmonton, Alta. — One more use has been found for the
aeroplane and this is to act as a lottery medium. The aero-
plane christened "The Edmonton" has the distinction of
being the pioneer in this line, for during the recent drive for
funds for the new Y.W.C.A. building in the provincial capi-
tal, a large number of tickets were sold entitling the bearer
to a membership of the Association. A limited number of
these were marked as Free, and then the whole of the ticket
dockets were sent up in an aeroplane and from a respectable
height were scattered over the city of Edmonton. Not a few,
alas, fell into the Saskatchewan River, twd at least were
found within the city limits, and one of these by Miss Florence
McClung, who achieved temporary fame and free membersnip
through the keeness of her vision.

It is rumoured that the other is in the possession of a
worthy Moimon who was passing through the capital en route
to Cardston, the Canadian Salt Lake City, and there is some
anxiety felt as to whether he will insist on his privileges and
prolong his stay in Edmonton as a member of the Young
Women's Christian Association. — L, M.

A Montreal-New York Freight Experiment.

Plans have been matured to make the first experiment in
the transportation of freight from Montreal to New York by
aeroplane. The initial trip will be undertaken by Lieuts.
Raymond and Wilshire. The first cargo will consist of a
collection of choice silver fox pelts, valued at over $100,000,
and will be conveyed in two biplanes for delivery in New
York.

All the arrangements were made for the experimental trip
by Mr. Harry Silbert, a millionaire American fur dealer, who
bought the silver fox skins, which are the product of Prince
Edward Island fox farms, at the recent fur auction sales in
Montreal. Special arrangements have been made with the
American Customs to secure the entrv of the valuable cargo.

INDIA.

Progress in India.

The Committee of the Bengal Chamber of Commerce have
urged the Indian Government to get into immediate order the
Dum-Dum site for the permanent aerodrome which has been

BEYOND THE SEAS.

definitely decided upon. Other aerodromes are in contem-
plation at the main centres on the Calcutta to Bombay, Delhi,
to Karachi, Karachi to Bombay and -Calcutta to Rangoon air
routes.

The Commiitee are urging upon the Air Board the value
of the aeroplane for commercial purposes and have asked
that the Government of India should facilitate civil aviation
not only by the provision of proper landing-grounds, but by
reducing, as much as possible, the cost of private enterprise
in connection with experimental and demonstration services.

It is also suggested that aeroplanes and accessories should
be admitted free of Customs dunes, and the Committee have
pointed out the anomalous state of affairs which admits aero-
planes flying into India without charging duty whilst im-
portation of planes and parts is dutiable.

Civil Aviation Developments.
Advices just to hand from Calcutta report that the Indian
Government is prepared to consider contracts of fifteen years'
duration with private firms for the establishment of effective
aerial mail transport services for India, Burma and Ceylon.
Aerodromes are to be erected for the purpose, the main estab-
lishment connected with the Royal Flying Corps being situ-
ated at Bangalore.

As an initial step in the encouragement of Indian aviation,
the British Government has recently presented to the Indian
Administration one hundred aeroplanes, of which four are
destined for Burma. A certain number are to be placed in
the care of the Indian Princes for special employment in their
own territories. A native School of Instruction is being estab-
lished and the prediction has already been made that a com-
plete Indian Aerial Service will be in existence before the
end of 192 1.

At the present time Calcutta is the aviation centre for India
and is likely to remain so owing to its geographical position.
A company has already been registered there, with a capital
of 15,000,000 rupees, under the title of Handley Page Indo-
Burmese Transport, Ltd., for the purpose of undertaking
comparatively short . passenger and freight services pending
the establishment of permanent long-distance services to suit
the commercial needs of the country. An aeroplane works,
a school of instruction, and an hotel form part of the objects
of the company.

July 7, 1920

The Aeroplane

67

Telephones :
Gosport 217.
London : Gerrard 5716.

Telegrams :

" Flight, Gosport."

"Embellishment," London.

GOSPORT AIRCRAFT

AND ENGINEERING CO.

SPECIALISTS IN THE DESIGN AND CONSTRUCTION OF

FLYING BOATS

DESIGNS PREPARED and CONSULTING WORK undertaken for

complete FLYING BOAT SCHEMES in any part of the world.

THE ABOVE ILLUSTRATION SHOWS OUR "G,9." TYPE FLYING BOAT FITTED
WITH FOUR 450 H. P. NAPIER " LION " ENGINES. TOTAL WEIGHT 29,000 LBS.
12 PASSENGERS. 3,100 LBS. CARGO. RANGE 600 SEA MILES.

HEAD OFFICE & WORKS: GOSPORT.

Sir Charles Allom. London Office : 15, George Street, '

Lieut.-Col. Hope-Vere, A.F.C. Hanover Square, W.i.

(London Representative).
M. H. Volk, A.F.Ae.S.

(General Manager). New York Office: 19, East 52nd. Street.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

68

The Aeroplane

July 7, 1920

COLOMBIA.

A correspondent in Colombia writes : —

The Colombian-Curtiss Aviation Co., established in the
capital (Bogota) last January, are carrying out a large avia-
tion programme which thev hope will cover a large part of the
Republic.

A large number of .the latest Curtiss commercial biplanes
which were imported into the country have been put into
use with very satisfactory results, and distances up to 300
miles have been covered daily. Aeroplane stations will shortlv
be opened at Rio Magdalena, on the Atlantic Coast, for a fast
passenger and goods service up the river, along which railway
communication with the coast is inadequate and slow

A bi-weekly service, it is hoped, will be maintained \
strong Colombian aviation syndicate is in progress of forma-
tion, and is backed by leading Colombian commercial firms
Information regarding this concern is difficult to obtain.

DENMARK.

Aerial Mail Negotiations.

Major Scott-Paine and „Colonel Raikes have arrived at
Copenhagen from Christians. They will enter into negotia-
tions with the Danish Governments for the establishment of
an aerial mail route between Denmark and England. '
FRANCE.
The Tour of Lieut. Roget.

Lieutenant Roget, continuing his aerial tour of Europe left
Lemberg on June 28th at 13.35 o'clock and, owing to the' perl
sistently unpleasant weather, had to make a considerable
detour m the Carpathians. He landed at Bucarest— his day's
' destination— at 1740 o'clock, having covered 750 kilometres
{about 460 miles). He flew to Constantinople on July 4th.
The Prize of the "Grand Ecart.'

On June 29th the first trials were made in the contest of the
'Prix du Grand Ecart," offered by L'Auto to the French
aviator who on a French aeroplane flies over a three kilo-
metre course twice with the greatest difference between the
two speeds. The three entrants were MM. Bossoutrot, Casale,
and Pillon. lhe types of their machines are not given. M
Bossoutrot was classed first on the opening day and M Casale
was disqualified. On the 1st July the trials were continued
and M. Bossoutrot again was classed first with the following
figures for the three-kilometre course. Slow speed : Mean
time for out and home journeys, 7 m. 41 3-10 s. ; greatest
speed : mean time for out and home journeys, 1 m. 17 2-10 s.
Paris-Madrid Return and Pans-Rcme Return.

M. Fronval, who left Paris on June 29th on a Morane-
taaulmer with the object, of completing a Paris-Madrid-Paris
night ma day, was forced to land owing to bad weather on
the return journey and did not reach Paris until July 1st.

M. Maneyrol, who, on the same day, set out for Rome, also
with the intention of completing a return flight in the day,
was forced to land at Turin in the evening and, at the moment
of writing, is still held up there.

Paris-Geneva by Air.

lhe Pans-Geneva aerial service was successfully initiated
on July 1, when the Swiss aviator M. Durafour, oil a three-
seater Sop with biplane, with a journalist as passenger, and
mails, arrived there across the Jura Alps after a flight of 3 h.
15 m. in splendid weather.

M. Durafour hopes to reduce the time later. lie left Paris
at 09.15 and arrived at Geneva at 12.30.

HOLLAND.
A Dutch Aerial Transport Company.

The following communication has been received from the
Administrator of the Koninklijke Luchtvaart Maatschappij
voor Nederland en Kolonien . —

Our Company is formed entirely of bankers, shipowners
and such, like, and we have been" most careful to include no
aircraft manufacturers. Our icason for this is that, as a
transport company, we desire always to use the best machine
of the age, of whatever nationality it mav be, and we must
therefore be entirely free from manufacturers.

In forming our transport company we have tackled a very
difficult proposition and we are fully aware of the fact that
financially, at any rate, it cannot prove itself a success for a
little while. Still, being thoroughly convinced that civil
aviation must and will come, we are doing our utmost to
further its interests to the best of our power.

On May 17th, 1920, we opened a line from Amsterdam to
Croydon upon alternate days. This was so far a success 1
as to encourage us upon June 28th, 1920, to increase this
service to a daily one. We intend continuing this service
until September 15th, 1920.

From July 5th onwards, in addition to carrying goods and
passengers, we have also contracted to carrv the mail to
England.

This service is only a trial service, and for this reason we

FOREIGN INTELLIGENCE.

discontinue after Sept. 15th in order to review the whole
situation at our leisure and to decide upon necessary altera-
tions. The winter months will give us time to work out our
\ arious ideas, as our eventual ambition is naturally upon a
much larger scale than the running of merely out ait line.

Next year we are hoping to open fines from Amsterdam
to Paris, Frankfurt, Berlin or Hamburg, in co-operation with
a line to Copenhagen.

We are also members of the I.A.T.A.

We are hoping - for good results in civil aviation in our
Dutch East Indies and are planning air lines between Medan,
Singapore, Batavia, Soerabaya, these to be carried out with
flying boats.

NORWAY.
An Accident.

A Handley Page* aeroplane flew from Christian) a to Stock-
holm on Tune 30th. When starting for Christiania the follow-
ing day the machine met with an accident, the occupants
being injured, but not dangerously. Flight-Sjt. W. Roger,
an Englishman, was the pilot.

A Horten-Stockholm Flight.

A Norman Thompson flying boat, which started fiom Hor-
ten, on the Christiania Fjord, arrived at- Stockholm on
Julv 1st.

SPAIN.

A New Pursuit for Aviators.

At the Vista Alegre Plaza in Madrid, on July 1st, four
aviators', in order to assist a fund for the widow of Captain
Collier, \\ho was killed in a flying accident at Saiagossa in
April, appeared as bull fighters in a specially oiganised bull
fight. Of these one was an Englishman, Captain Truelove,
and the others were, respectively, Spanish, French and
Italian.

Young, small and active bulls were used. Each bull
lighter killed his animal, though the work was clumsily done
save in the case of the Englishman, who finished his bull
with a single stroke of the sword. The spectators, enthusias-
tic and generous, presented the bull's tail and ears to the
amateur bull-fighter, who, equallv generous, flung them back
to the crowd in a spirit of courteous self-sacrifice.

UNITED STATES OF AMERICA.

A correspondent in America writes : —

Aerial Races at Miami, Florida.

During May some very successful races were held in the
neighbourhood of Miami and were well attended by aviation
and motor-boating enthusiasts. Flying was confined to sea-
planes exclusively of the flying-boat type for this type seems
to predominate in America and the land type aeroplane
plus floats is not frequently seen.

A touch of novelty was introduced by the promoters, who
arranged a race between "express cruisers" and flying boats.
Few particulars of interest are, however, to hand.

The Aero Limited seaplane secured a good win over the
E. B. Thomas triplane in its race, the latter seeming to be
handicapped somewhat by excessive plane surface and lack of
well-designed streamlining. The Aero Limited was equipped
with 4oo-h.p. Libeity engines.

Incidentally a feature of interest worthy of mention was seen
on the "express cruiser" called the "Gar Jr." which was the
winner of the 20-mile race for its class and of an unofficial
world record for the distance, and that was the adaptation of
the fin and rudder of aeroplane type set aft with a view it is
presumed to giving greater stability on turns at high speeds,
the rudder mentioned was, of course, supplementary to the
usual marine type one. The "Gar Jr." was also equipped
with an Aero model 400-h.p. Liberty motor. — jj. Trf.

The Smuggling of Whiskey.

The shortage of alcoholic drink in the United States of
America has, it would appear, attracted sympathetic attention
in Canada. The decline of spirit in the citizens of the great
Republic should not, it is true, unduly perturb their im-
perial neighbours, but kindly feeling- of high market value
are not yet lacking in the one-time New France.

It is reported from Des Moines, Iowa, on May 25th, that
the LT.S. police were searching for an aviator who brought,
on May 24th, according to official rumour, eighteen cases of
whiskey as contraband from Winnipeg. If the police are
to be believed, these cases were sold within two hours of
arrival at 250 dollars a case. The police, with Yankee dogma-
tism, say that the smuggler's aeroplane left Winnipeg at
8. 30 a.m. and covered the 560 miles thence to Des Moines in
seven and a half hours. It seems that the police are, or say
they are, in the possession of the aeroplane.

The story is good, but it is from the United States of
America, and its veracity, if any could initially be admitted,
fails entirelv in view of a statement from Winnipeg that
no aeroplane capable of carrying so large a load for 560 miles
exists or has existed in that district.

July 1920

The

Aeroplane

69

WE ARE EXHIBITING AT

THE SIKTH jNTER^ATIOKAL

Aero Exhibition

July 9-20. 1920

THE IDEAL
COMMERCIAL
AEROPLANE

\ As recently supplied to the
! INSTONE AIR LINE.

The machine here illustrated is the B.A.T. —
"Commercial Mark I" — universally acknowledged to
be the most practical and efficient commercial aero-
plane yet produced. Although a relatively small
machine — only 34 feet over-all length — it possesses
surprisingly commodious cabin and cargo accommo-
dation. Four passengers can be carried comfortably,
with ample room for personal luggage, or, alternatively,
parcels or mails to the extent of 1,000 lbs. in weight
and ISO cubic feet in capacity.

Here are some additional interesting points con-
cerning the machine : —

Fuel Cost at Full Load : —
7.2 pence per mile.
Chassis : — A sturdy job,
sprung by an unique
combination of oleo
and rubber shock
absorbers.
Tail: — Can be trimmed in
flight from pilot's
seat — steerable and
practically unbreak-
able tail skid.
General Construction : —

Straightforward —
simple to repair
and recondition.

The B.A.T. as a commercial machine has so many
natural advantages, and is so moderate in first cost,
that it is really the ideal machine to employ in
inaugurating air transport services.

A demonstration flight can be arranged and all
particulars obtained on application to ; —

Engine; — 375 Rolls-Royce

— Eagle VIII.

Speed ; — 45-115 m.p.h.

Cabin : — Is clear of any
~~~~~ transverse cross
bracings or other
obstruction, and
measures 8 ft. by
3ft. 3 in. by 6 ft —
this is a machine of
ok ft. over all length.
Direct entry off
ground through
ordinary door.
Load: — With 600 mile range
oil fuel— 1,000 lbs.

Transport G>tLD

38. CONDUIT ST.
LONDON W

An impression of the interior of
the cabin of the Bat -Commercial.

Telephone :
Mayfair 637 and 638.

Telegrams:
Batigram, Reg, London.

iiiiiiiiiiiiiimiHiiiimiiiiiiiiiiiiiiiiiiiiiim

KINDLY MENTION "" THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

70

The Aeroplane

July 7, 1920*

. THE .

AERO EXHIBITION

IF the best books on Aviation interest you, do not fail to visit
the AEROPLANE at STAND No. 2.

It will interest you in any case to look at the books ; it will pay
you to buy them !

Among the books published by the Aeroplane and General Publishing Company
are the following : —

Pub.

Price.

Pub.

Price

Saundby's "Flying Colours"

£2 2s.

Od.

Hume's "Nursairy Rimes"

2s.

6d

Popular Edition

15s.

Od.

Butler's "Plain Impressions" •••

2s.

6d.

McCudden's " Five Years in
the R.F.C."

7s.

6d.

Blakeney's " How an Aeroplane

is Buiit" ...

5 s.

Od.

Richthof en's " Red Air Fighter "

3s.

6d.

Swinton's "£ s. d. of Flying"

6s.

Od.

Mortane's " Special Missions of
the Air"

3s.

Od.

Sylvester's " Design and Con-
struction of Aero Engines "

6s.

Od-

Gill's "Aerial Arm"

6s.

6d.

"Revelation of Roy"

Is.

Od.

DURING THE EXHIBITION the AEROPLANE makes a SPECIAL
OFFER to purchasers of any of the above books.

To AEROPLANE subscribers : At half the published price.

To visitors to the Exhibition who are not AEROPLANE subscribers :
One third off the published price.

Thus, if you subscribe you can buy £1 worth of books for ioj\ If you do
not subscribe £1 worth of books will cost you 1 3^. \d. At a time when all a our books
are costing you more, this chance of buying at a reduction will alone make a visit
to the Exhibition worth while.

The AEROPLANE is now publishing on behalf of the Proprietors the
AERONAUTICAL DIRECTORY OF THE WORLD, which will also be
on sale, price 21s. net.

The Publishers hope to have ready in time for the Exhibition Captain Swinton's
AEROPLANE HANDBOOK, which will be issued at 2 is. net.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

July 7, 1920

The Aeroplane

7*

THE following
Aircraft Engines
will be exhibited : —

6 cyl. Siddeley "Puma"
Watercooled 250 h.p.
(the Standard 6 cyl. of
the Royal Air Force).

12 cyl. Siddeley "Tiger"
Watercooled 500 h.p.

2 cyl. Armstrong Siddeley
Twin Aircooled 45 h.p.

7 cyl. Armstrong Siddeley
Radial Aircooled 150
h.p.

14 cyl. Armstrong Siddeley
Radial Aircooled 300
h.p.

eJuly 9-20, 192^

ARMSTRONG SIDDELEY MOTORS, LTD., COVENTRY.

Formerly the Siddeley-Deasy Motor Car Co., Ltd.
(Allied with Sir W. G. Armstrong-Whitworth & Co., Limited.)

London : - io, Old Bond Street, W.i

•Phone: Gerrard 6439. Tel.: Armsidco., Piccy, Lon.

"Consuta Sewn Plywood

The finest Material yet evolved for
Aircraft Construction.

You are cordially invited to call and inspect
samples of this Super - Plywood at the

AERO EXHIBITION, OLYMPIA, JULY 9-20, 1920,

STAND No. 50 (VSS)

Patentees and Sole Manufacturers :

S. E. SAUNDERS, LTD.

EAST COWES, I.O.W.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

72

Fhe Aeroplane

July 7, 1920

CROSSLEY MOTORS AND A. V. ROE & CO.,
LIMITED.

The following extract is taken from the speech of Sir
Kenneth Crossley, Bart. (Chairman of Crossley Motors, Ltd.),
at the extraordinary general meeting of the shareholders of
Crossley Motors, Ltd., at Manchester on June 28th : —

"A few months ago it became evident that the only safe
course was to pro\ide facilities for the manufacture of our
own body work, and mainly with this object in view we ac-
quired a controlling interest in A. V. Roe and Co., Ltd., who
have excellent factoiies both in Manchester and at Hamble,
near Southampton ; their Manchester works could hardly be
better suited for our purpose, bin naturally will require a con-
siderable working capital in order to produce the best results.
I should like to make it clear in this connection that we are
most anxious not to hamper in any way the future develop-
ment of aeroplane manufacture in this country. Commercial
aviation is certain to come on a large scale sooner or later;
and no one in Great Britain did more valuable w.ork as a
pioneer, both before and during the war, than Mr. A. V. Roe.
(Cheers.) Llis was actually the first machine to fly in Eng-
land, and ever since those early days his firm has been in the
front rank, both in the design and manufacture of the safest
and most reliable types. All we say at the moment is that"
we cannot afford to run the aeroplane business as a philan-
thropic institution. There are special difficulties owing to the
enclosed nature of our small islands, which put us on a
footing very different as compared with America and France,
and which necessitate a far more efficient organisation in the
way of landing grounds and other facilities for safe transit
in bad weather, but for these very reasons it would seem
essential to the ordinary lay mind that we should obtain every
possible help and encouragement from the Government.
Surely, in future, our superiority in the air will be just as
essential a safeguard as our supremacy at sea. In the mean-
time, until the Government has made up its mind as to how
it is going to act, the provision of a large quantity of what we
hope and expect will be profitable work for the Roe Co. will
enable it to retain the best of its labour and to Improve still
further its staff and organisation."

THE ROYAL AERONAUTICAL SOCIETY.

Olympia Aero Show.
Arrangements have been made for a reception-room for the use of
members to be available during the Aero Show, which is to be held
at Olympia from July 9th to the 20th. Stand numbers 94 and 95 have
been' allotted for this purpose by the Exhibition Committee and will
be found immediately on the left of the Hammersmith Road entrance.

A telephone, which may be used free by members,
will be installed (No. : Hammersmith 2130). The
room will be fitted up as a sitting-room and current
numbers of aeronautical papers will be transferred
from the library at 7, Albemarle Street.

Journal.

The July issue of the "Aeronautical Journal," which
is on sale to non-members, price 3s. 6d., contains
Commander Hunsaker's paper on "Naval Architec-
ture in Aeronautics," including five appendices which
were not read at the meeting These appendices,
which will not be published elsewhere, contain a
large amount of information which has been speci-
ally released by the United States Navy Departrnsnt, including details

Send for Facts & Figures

relating to actual tests carried out in a
Davis ReV6Fgeil Furnace

showing an

Economy of 70%
in the production of Forgings

The DAVIS FURNACE COMPANY

DIAMOND FOUNDRY, LUTON, BEDS

of the construction of the N.C. type Transatlantic flying-boats which
Lave never before been published in any country The paper consti-
tutes a complete survey of American methods of design of both lighter
and heavier than air .craft, and is therefore of great importance.

The same issue of the Journal also contains a short paper on Pro-
pellers by Dr. H. C. Watts. Owing to extreme pressure of space Major
Linton Hope's paper will appear in the August issue
Wilbur Wright Lecture.
Through inadvertence the name of Major P. H. Barnwell was
omitted from the list of members of Council present at the dinner
before the Wilbur Wright lecture.

Lectures at Oiampia.
At the request of the Air Ministry a series of popular lectures has
been arranged in the Concert Hall at Olympia at 3 p.m. on various
afternoons during the Show.

The following is a pre liminary list of these lectures, details of
which will be announced from day to day during the Show : —
"How Airmen find their Way," Major W. H. Wimperis.
"Airships of the Future," Sqdn. Ldr. Pritchaid.
"Kite Balloons," Mr. Griffith Brewer.
"Flying-Boats," Capt. D. Nicolson.
"Trans-Continental Flying," Capt. P. D. Acland
"Development and Future Possibilities of .Aeroplanes," Mr.
F. H. Green.

Air Ministry Library.
Permission has 'been obtained from the Air Council for technical
members of the Society to use the Air Ministry Library for reference
purposes on production of letters of introduction signed by the Sec-
retary of the Society Any members desiring to avail themselves of
this privilege should thtrefore apply to the Secretary for a formal
letter of introduction.

W. Lockwood Marsh,
7, Albemarle Street, W.i, Secretary.
July 3rd, 1920.

THE ROYAL AERO CLUB.

FIRST RACE MEETING, 1920.

The Aerial Derby (under the Competition Rules of the Royal Aero
Club and the Regulations of the Federation Aeronautique Interna
tionale) at the London Aeiodrome, Herdon, N W. (by arrangement with
the Grahame-White Co., Ltd.), on Saturday, July 24th, 1920, at 3.30 p.m.

Prizes. The following Cash Prizes will be presented by the Royal
Aero Club : —

Fastest Time (Winner of the Aerial Derby), £$00.

FOR

SPARES «S TOOLS

WE ARE EXHIBITING AT

THE SIXTH vINT^RI^ATIONAL

Aero Exhibition

9-20, 1920

Engine and Aero,
1 olls-Royce, His-
pano, Le Rhone,
R.A.F., Renault,
Clerget, etc., etc.

STAND 36.

Northern Engineers Supply Co.,

Proprietor ; Major F. G. Brown, late R.A.F. (Stores).

John Street - = SHEFFIELD.

Telegrams: "Nescaero, Sheffield." Telephone: Central 442'

O

es Webs Cords # Thread

LL QUALITIES SUITABLE FOP AIRCRAFT CONSTRU
DELIVERY FROM STOCK _

John Maclennan si C?

115 NEWGATE ST., LONDON, E.C.I.

July 7, 1920

The Aeroplane

73

METAL AIRSCREW

" LEITNER - WATTS "
METAL PROPELLERS

have successfully passed all tests. They
do not warp, fray, or split. They are
durable and reliable, and not affected
by climate, weather, hail, or sea spray.
They are made for any power. New designs
for two, three, or four blades. Blades are
detachable, replaceable, and their pitch can
be accurately and minutely adjusted fcr
individual machines to obtain best possible
results. Will pack into very small space.

Patents granted and applied for,

ALL ENQUIRIES WILL RECEIVE PROMPT
:: :: AND CAREFUL ATTENTION. :: ::

COMPANY, LTD.,

REGENT HOUSE,

KINGSWAY,

LONDON, W.C.2.

Telegrams - " Pliantness, 'Phone, London."
Telephone - Gerrard 5122.

Sixth International Aero Exhibition, Olympia. STAND No. 80a.

The "One lever" Automatic Telegraph for Aircraft

Aero Show
Stand No. 32.

No knowledge of wireless required by pilot.
Practically no time necessary to send
messages.

Perfect Morse signalling.

Wireless interference reduced to a
minimum.

No telephones.

Standardisation made possible.

Notice and position of forced landings sent
in one second of pilot's time.

Fool proof.

A definite wireless message transmitted
with a minimum of time and trouble.

No worry for pilot — simply press handle.

Particulars of Purchase, Hire or Maintenance.

The AUTOMATIC TELEGRAPH CO.,

Telephone —
GERRARD 576.

132, Charing Cross Road, W.C.2. zYwATESENG,raox7 london

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

74

The Aeroplane

July 7, 1920

Handicap. — ist Prize, £250; 2nd Prize, £100, 3rd Prize, £50.

REGTTMTtONS.

Qualification oj Competitors. — The Competition is open to persons
of any nationality holding a licence issued by any Aero Club affiliated
with the Federation Aeronautique Internationale.

Organisation. — The Competition shall be conducted by the Royal Aero
Club under the Competition Rules of the Royal Aero Club and the
Regulations of the Federation Aeronautique Internationale.

Course. — The Course is approximately ;oo miles, and Will consist of
a double circuit of London, starting from the Loudon Aerodrome, Hen-
don, with the following turning-points : — Brooklands Aerodrome, Wey-
bridge; Epsom; West Thurrock; Epping; Hertford.

ENTRIES.— THE ENTRY FEE IS £10. THIS FEE, TOGETHER
WITH THE ENTRY FORM, MUST BE RECEIVED BY THE ROYAL
AERO CLUB, 3, CLIFFORD STREET, LONDON. W.i, NOT LATER
THAN 12 NOON ON WEDNESDAY, JULY 14IH, 1920.

The following entries have been received : —
A V. Roe and Co., Ltd. — Capt. H. A. Hammersley, M.C. Avro "Baby "
35-h.p. Green.

Bert Hinkler. — Bert Hinkler. Avro "Baby." 35-h.p. Green.

Squad. -Leader T. O'B. Hubbard, M.C. — Squad. -Leader T. O'B. Hubbard,

M.C. Martinsyde F.4. 260/275-h.p. Falcon Rolls-Royce.
Martinsyde, Ltd. — F. P. Raynham. Martinsyde "Semi-Quaver." 300-h.p

Hispano-Suiza.

The "Nieuport" and General Aircraft Co., Ltd. — L. R. Tait-Cox. Nieu-
port Single-Seater Biplane. 320-h.p. A. B.C. "Dragonfly."

The "Nieuport" and General Aircraft Co , Ltd — John Herbert James.
Nieuport Single-Seater Biplane. 320-h.p. A. E C. "Dragonfly."

PERSONAL NOTICES.

[Ex-officers and men of the Royal Air Force are invited to send
notices for the Personal Columns of The Aeroplane. There is no
charge for the insertion of these notices, as it is considered that they
are very interesting items of news and tend to keep past and present
members of the Flying Services in touch with one another. The Editor
will also be glad to publish free of charge applications for work from
demobilised officers and men who have found difficulty in obtaining
employment. It is hoped that none who are not in urgent need of
work will avail themselves of this offer.]

Deaths.

McCUDDEN. — On July 4th, Mr. William Henry McCudden. the father
of the late Major J. T. B McCudden, V.C., D.S.O., M.C, M.M., died
in Wandsworth Hospital as a result of serious injuries caused by a
fall from an electric train between Waterloo and Vauxhall, on July
3rd. Born in 1854, h; had served for 28 years in the Royal Engineers,
and retired as Serjeant-major.

SADLER. — On June 24th, Donald Hastings, the only son of Mr. and
Mrs. H. V. Sadler, was accidentally killed while flying at Peterborough,
at the age of 21.

SWANSTON— Flying Officer John Romilly Swanston, D.F.C., R.A.F.,
was killed on June 28th while testing a machine in India. He was
the second son of the late Clement Romilly Swanston and Mrs. Bertie
White, and stepson of Mr. Bertie White, of 254, Worple Road, Wimble-
don, and was 22 years of age

Marriage

BEATSON— ELLIS.— The marriage took place on June 30th, at Christ
Church, Lancaster Gate, of Major Claude Gordon Beatson (private

G.A.C.

AIRCRAFT
COMPONENTS.

Stand 76

OLYMPIA.

THE

GENERAL AERONAUTICAL

CO., LTD.
5, Hythe Road, N.W.I O.

Tele. -Will. 2346/7. Wires—" Rldleypren, London."

secretary to the Chief of the Air Staff) to Miss Lilias Mary Ellis,
daughter of the late Mr. Clement Campbell Ellis and Mrs. Ellis, of
Kniveden Hall, Leek, Staffordshire.

Engagement.

TRENCHARD— BOYLE.— The marriage arranged between Air-Marshal
Sir Hugh Trenchard and the Hon. Mrs. James Boyle, daughter of the
late Edward Salvin Bowlby, will take place at St. Margaret's, West-
minster, on July 17th, at 2.30 p.m Friends wili be welcome at the
church. There will be no reception afterwards
Birth.

BIGGS. — On June 25th, at a nursing home, the wife of Flight Lt
J P. P. L- Biggs, M.B.E., R.A.F., of a daughter

In Memoriam.

McCUDDEN.— To the memory of our dear son and brother Jim
(Major J. T. B. McCudden, V.C., D.S.O., M.C, M.M , R.A.F.), killed on
his way to duty in France, July 9th, 1918, aged 23 years. R.I.P. From
his sorrowing Mother, Sisters and Brother.

EMPLOYMENT.

[Except where addresses are given, communications should be sent
c/o The Aeroplane, 175, Piccadilly, W.i.]

Ex-R.N.A.S. and R.A.F , could go as Flight or Ground Engineer. Has
had three years- experience on Rolls-Royce, Liberty, B.R. 1 and 2,
and other engines.— F. C. Eldridge, 11, Thorpes Plot, Battle.

Fully Licensed GrouncT Engineer wanted by pilot giving passenger
flights in the North of England. — B M.

COMING EVENTS.

JULY.

7th, Wed.— Exhibition of Air Paintings by Mr. Geoffrey Watson at
Brook Street Art Gallery, Bond Street, W.i, in aid of R.A.F.
Memorial Fund.

£th, Thurs.— R.A.F. Memorial Fund Dance at Ritz Hotel, W. Tickets,
2 guineas, from R.A.F. Memorial Fund, 7, Iddesleigh House,
Caxton Street, S.W.i. ' , , .

9th, Fri.-2oth, Tues.— International Aircraft Exhibition at Olympia.
London.

12th, Mon.— Aeronautics Dinner to Pioneers of Aviation at Connaught Rooms.
17th, Sat.-29th, Thurs.— Antwerp Seaplane Meeting.
24th, Sat.— Aerial Derby at Hendon.

AUGUST.

3rd, Tues.— British Government Competition, large and small type

Aeroplanes, at Martlesham Heath.
25th, Wed., 26th, Thurs.— R A. F. v. Army Cricket Match at the Oval.
2&th, Sat., 29th, Sun.— Schneider Cup Race at Venice.

SEPTEMBER

1st, Wed.— British Government Competition, Amphibian Competition
at Felixstowe.

Sth, Thurs., gth, Friday, ioth. Sat.— Federation Aeronautique Interna-
tionale Conference, Geneva

27th, Mon.— Gordon Bennett Aviation Cup Meeting near Paris begins.

Day to be announced.— Lake Garda International Seaplane
Race.

OCTOBER.

2nd, Sat.— Gordon-Bennett Aviation Cup Meeting near Paris closes.
23rd, Sat. — Gordon Bennett Balloon Race at Indianapolis

EMAILLITE

Doping Schemes and

Aircraft
Finishing Materials.

Stand 76
OLYMPIA.

The BRITISH EMAILLITE CO.

LIMITED,

5, HYTHE ROAD, N.W.IO.

Tele. : "Wires :

WILL. 2346/7. " BIDLBYPBBN, LONDON .

July 7, 1920

The Aeroplane

{BABY J1VRO FLIGHT

The 35-h.p. Green Engine

in its flight —

Croydo n — R o m e — S outhampton

completed the distance of 2,250 miles in
35^ hours' flying time. The non-stop flight
from Croydon to Turin was covered in hours.

THE ENGINE WAS LUBRICATED WITH

Mobiloils

A grade for each type of motor

VACUUM OIL COMPANY, Limited

CAXTON HOUSE, WESTMINSTER, LONDON, S.VV.i

Telegrams - " Vacuum 'Pnone, London. . Telephone - Victoria 6520 (6 lines).

STAND No. i

Aero Exhibition, Olympia.

CLEAR VIEW

in Bad Weather.

Kent's Centrifugal CLEAR VIEW SCREEN
maintains a clear look-out in spite of rain or
snow, or even oil thrown from the engine
or tractor.

Made in two types for aircraft purposes : —

(1) Driven by a small propeller carried
on one of the struts.

(2) As illustrated, driven by vanes fixed
round the periphery of the disc.

For a demonstration of the efficiency of the
"C.V.S." visit

STAND No. i,
Aero Exhibition, Olympia,
July 9th to 20th.

YOU WILL HE INTERESTED.

Manufactured by

GEORGE KENT, LIMITED,
199, High Holborn, London, W.C.I.
Works Luton.

J

KINDLY MENTION " THR AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

76

The Aeroplane

July 7, 1920

The "All-British" Pioneers

of the

Aircraft Propeller Industry.

Our long experience ensures
effective design

Our record as the largest
producers during the war
was won through qualiiy of
manufacture.

Your enquiries a e safe with
us from either standout.

1 A \g Propeller Ltd.

WeYB RIDGE, Surrey.

1

5e/^g>f~asns Aetzosticks.Weybrjdgl
Se/ep/ione sso - ssi Wzybkidgl

ONLY THE BEST

CAN GIVE

THE BEST RESULTS

Good Workmanship and our
Superfine Aero Varnishes,
Paints and Enamels will
ensure a Perfect Finish.

HAVLOR BRaTHER5(LON0DN)UD S1DUGM. BUCKS.

BEARING HOYT METALS.

IN LARGEST USE FOR AERO ENQINE5.

NUMBER ELEVEN ALLOY.

Twisted and hammered cold, showing toughness.

The highest quality made, the materials costing more
than those of any other anti-friction metal. ,

FACTS : —

NUMBER ELEVEN is the only alloy which has
always complied with, or exceeded, the Air Ministry's
Specifications for anti-friction metal for aviation engines.

NUMBER ELEVEN supplied in

1918 800 TONS.

Further contracts on hand, partially

cancelled at Armistice •• • ••• 950 TONS.

TOTAL supplied and contracted

for in 1918 1,750 TONS.

Write for interesting free leaf'cts on White-Metalling and Lubrication
Expert advice frea

HOYT METAL CO., LTD.,

DEODAR ROAD, PUTNEY, LONDON, S.W.I 5.

TRANS -ATLANTIC

AND

AUSTRALIA FLIGHTS

R.34

AND

VICKERS-VIMY PLANES

WERE DOPED WITH

CELLULOSE
ACETATE DOPE

OLYMPIA

STAND 25.

BRITISH(ELLIILOSE
i Chemical

8, Waterloo Place, LONDON, S.W.

Works - SPONDON, DERBY.

KINDLY MENTION

THE AEROPLANE

WHEN CORRESPONDING WITH ADVERTISERS.

July 7, 1920

The Aeroplane

77

65.

TERRY'S

OUR 65 years' labor-
ious mechanical
development has
put Terry's springs fore-
most in the world's in-
dustrial field.

On large contracts, calling
for large deliveries, we
can give advantageous
prices, but we also wel-
come small orders.

May we quote for your
supplies — to sample or
print ?

Herbert Terry & Sons, Ltd.

MANUFACTURERS,
Redditch, Eng.

1855

DESIGNERS and MANUFACTURERS
OF

AERIAL

PROPELLERS

ONLY

FOR ALL PURPOSES

CONTRACTORS TO H.M. GOVERNMENT

W. D. ODDY & Co., Ltd,

GLOBE ROAD, HOLBECK, LEEDS.

,p, ) 20547 Telegrams : AIRSCREWS, LEEDS.

™one J 20548 Codes : MARCONI. LEIBERS.

We are Exhibiting at the Sixth International

Aero Exhibition, Olympia

July 9-20, 1920

STAND No. 80.

AERO EXHIBITION

Pelmanise
This Number

SHELL

AVIATION

MOTOR SPIRIT DE LUXE

RUBERY, OWEN & Co.,
DARLASTON,
S. STAFFS.

TURNBUCKLES

SPECIALITY.

STAND
Na. 81,
Aero Exhibition,
Olympia.

We shall be
pleased to quote
for special parts
turned from the bar.
Send your inquiry
direct to us, and it shall
have our prompt attention.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

The Aeroplane

July 7, 1920

TRADE CARDS.

NAME PLATES,
DIALS, SCALES, ADDRESS PLATES,

etc., in all metals, Celluloid, Bone,
Ivory. Chemically enlarged or machined.

GLEGG METAL ENGRAVING CO., LTD.,
WORTHING.

GRAHAM E- WHITE FLYING SCHOOL.

First in 1909 and first ever since. The New System embodies 2 courses:
Course 1 . — R.Ae. Certificate.
Course 2,— ALL STUN ING (Optional).

on completion of the la ter course, pupils are competent to perform
all kinds of trick flying. For full particulars apply the

GRAH AM E- WHITE COMPANY LTD.,

LONDON AERODROME, HENDON, N.W.9.

Telegrams — "Volplane Hyde London.'' Telephone— Kingsbury 120 (7 line-).
Excellent Accommodation at THE LONDON AERODROME HOTEL.

Tel. — " Charcoal.'' Phone — " Hornsey 1580."

London Die Casting Foundry, Ltd.,

Trcmlctt Grove,
Junction Road, Holloway, N.19.

ALUMINIUM, BRASS & ZING ALLOYS. AERO, MOTOR & GENERAL.

PEGAMOID

BRAND

LEATHER CLOTH.

The Best Waterproof Covering for Bailway, Tram-
way, Aeroplane, Motor Boat. Cushions. Seats, etc.

?X™IT NEW PEGAMOID LIMITED, ^SSTTT^St

Telegrams— Pegamoid, Phone, London.
Telephone— City 9704 (2 lines). Cables abc 5th iidition and Private.

PETROL & OIL RESIST-
■ W DOC T\ ING HOSE & TUBING,
ASHERS, BUFFERS, MATTING. SHEET,
STRIP. CONNECTIONS, GASKETS, ETC.
Aircraft Specialists

JAMES LYNE HANCOCK LTD.,
266, COS WELL. ROAD, LONDON, E-C.1

Trad. [MENDINE) Mark.

LIQUID SCOTCH GLUE

USED BY THE LEADING AEROPLANE CONSTRUCTOR 5.

MOISTURE PROOF.
Writ* for Price List and Particular* * "
MKWDINE CO., 8, Arthur Street, London Bridge, E.C.

fOA BOWDfjV CABL£S,
AND F/TT/NGS

APPLY

THE BOWDEN BRAKE CPE?

Read "L'AIR"

The Most Interesting of French Aviation Papers.

FOR SALE AT

"The Aeroplane" Publishing Office,
61. Carey Street, W.C.2. Price 6d.

The Air Navigation Oo., ltd.

BLERIOT & SPAD,

ADDLESTONE (SURREY),

Contractors to War Offioo amat
Admiralty,

Flying Ground— Brooklande Aerodrome,
NORBERT CHEREAU, Managing* Dlranttor.
Tolejramt— Bleriot, Weybrldge. Telephone— S5* Weybridgt .

THE " SEMLOH " SUIT CASE.

SUPER OXHIDE, HAND MADE THROUGHOUT
BY EXPERT WORKMEN. Size :— 24" X X 6".
Price, including initials, carriage paid 100/-
ACTUAL MAKERS:—

C. H. HOLMES & SON, 38, ALBERT STREET, MANCHESTER,

KINDLY MENTION. " THE AEROPLANE" WHEN CORRESPONDING WITH ADVERTISERS.

July 7, 1920

The Aeroplane

79

INDEX TO ADVERTISERS

Accles & Pollock, Ltd. Front Cover & 2
Aircraft Improvements Co. . —
Air Navigation Co., Ltd. . . 78
Armstrong-Siddeley Motors, Ltd. 71
Arrol-Johnston, Ltd. . Front Cover
Auster, Ltd. . . Front Cover
Austin Motor Co., Ltd. . . —
Automatic Telegraph Co. . . 73
Aviation Insurance Assoc. . . —

Beardmore Aero Eng., Ltd., The

Front Cover & 51

Beardmore, Wm., & Co., Ltd. . 33

Benton & Stone .... —

Blackburn Aero & Motor Co., Ltd 55

Boulton & Paul, Ltd. . . . 53

BQwden Brake Co., Ltd., The . 78
Bray, Gibb & Co., Ltd.

Inside Back Cover

Bristol Aeroplane Co., Ltd. . 13
British Aerial Transport Co.,

Limited . . . 63 & 69

British Cellulose Co., Ltd. . 76

British Emaillite Co., Ltd., The 74
British Lighting & Ignition Co.,

Ltd —

British Piston Ring Co., Ltd. . —
British Thomson- Houston Co.,

Ltd., The. ... 35

Brown Brothers, Ltd. ... 1

Burberrys, Ltd —

Calthrop, E. R., Aerial Pat., Ltd. —
Cellon, Ltd. . Inside Front Cover
Central Aircraft Co. ... —
Clegg Metal Engraving Co., Ltd. 78
Coan, R. W. .... 72
Cradock, Geo., & Co., Ltd. . —

Davis Furnace Co., The . . 72
Dudbridge Ironworks, The . —

Ltd

Back

Eastbourne Aviation Co., Ltd
Ebora Propeller Co. .
Fairey Aviation Co., Ltd., The
Firth, Thos., & Son, Ltd. .
Fluxite ....
Frood, Herbert, Co., Ltd. .
Gas Accumulator Co. (U.K.), Ltd
General Accident, Fire and Life

Assurance Corp., Ltd.
General Aeronautical Co
Gosport Aircraft Co. .
Grahame-White Co., Ltd.
Green Engine Co., Ltd.
Greening & Sons, Ltd. Inside Back

Gwynne's, Ltd

Hancock, James Lyne, Ltd.
Handley Page, Ltd. . iqb, 37
Holmes, C. H. . .
Hope, H., & Sons Inside Back
Hoyt Metal Co., Ltd.
Imperial Light, Ltd. Inside Front
Instone Air Line .
Johnson & Phillips, Ltd.
Kent, George, Ltd.
Lang Propeller Ltd. .
LepAerial Travel Bureau .
London Die Casting Foundry,

Ltd

Marconi Wireless Telegraph Co.,

Ltd

Martinsyde, Ltd. ,

Mather & Co

McGregor, Gow & Holland, Ltd.
MacLennan, John, & Co. .
Mendine Co. ....
Metal Airscrew Co., Ltd. .

Mills, Wm., Ltd

Napier, D. & Son, Ltd.

79

29

57
80

19

^7
74
67

78
Cover
Cover

78
to 40

78
Cover

76
Cover

57
75
76

63
78

55
11

72
78
73

Naylor Bros., Ltd. ... 76
New Pegamoid, Ltd. ... 78
Nieuport & General Aircraft Co.

Limited .... Back Cover
Northern Engineers' Supply Co. 72
Oddy, W., & Co. . . . 77
Palmer Tyre, Ltd. ... 31

Petters, Ltd —

Pinchin, Johnson, & Co., Ltd. . —
Roe, A. V., & Co., Ltd. . .4 & 17
Rolls-Royce, Ltd. ... 60
Rubery, Owen & Co. ... 77
Sagar, J., &Co., Ltd. ... 1
Sankey, J. H., & Son., Ltd. . 3

Saunders, Ltd 71

" Shell" Marketing Co. . . 77
Short Bros., Ltd. ... 25
Smith, S., & Sons . . . 15
Society of British Aircraft Con-
structors 20

Sopwith Aviation Co., Ltd. . 9
Standard Piston Ring & Engineer-
ing Co., Ltd —

Sunbeam Motor Car Co., Ltd. 64 & 65
Supermarine Aviation Works, Ltd 2 & 3
Tampier, Rene .... —
Terry, H., & Sons, Ltd. . . 77
Titanine, Ltd. . Front Cover & 49
Triplex Safety Glass Co., Ltd.

Front Cover

Vacuum Oil Co., Ltd. . . 75
Vickers, Ltd. . . 43 & 45

Wakefield, C. C, & Co., Ltd. .

Front Cover

Walton Motors, Ltd. ... —
Westland Aircraft Works . . 47
Wheeler, T. .... 79
Wireless Press, The ... 80
Yorkshire Steel Co. Ltd. . . 23

THE

Eastbourne Aviation Co.

LTD.

ESTABLISHED 191!.

AEROPLANE CONSTRUCTORS
Contractors to the Admiralty.

™LE (Si SST* i E*8TBOUBHE

T. WHEELER

SCIENTIFIC INSTRUMENT MANUFACTURER

217, GOSWELL ROAD, LONDON

ALTIMETERS AIRCRAFT

Contractor to H.M. Government, War Office,
Ministry, &c, &c,

Air

The Aeroplane

July /, 1920

MISCELLANEOUS ADVERTISEMENTS,

SPECIAL PREPAID BATE : 18 words 21- ; Situations Wanted ONLY, 18 words 1 - ; Id. per word after TRADE ADVERTISEMENTS.
In these columns, 3 lines 5/- ; i/-per line after. Public Announcements, Legal Notices, Auctions, Contracts, etc., 21- per line.
For the convenience of Advertisers, replies can be received at the offices of " THE AEROPLANE," 61, Carey St., London, W.^.2.

PATENTS.

PAGE, WHITE and VAUGHAN (late Page and
Rowliugson), Chartered Patent Agents '(Consult-
ing Engineer, Mr. S. E. Page, A.M.Inst.CE-) , ~7,
Chancery . Lane, London, W.C. Tel., 332 Central.
HENRY SKERKETT (H. N. Skerrett, A.I.A.E.,
A.I.Mech.E., Associate I.E.E., Fellow of the
Chartered Institute of Patent Agents), Patents,
Designs and Trade Marks. — 24, Temple Row,
Birmingham.

MR. CHATWIN, A. I. E E-, Patent Agent, Aircraft
Engineer and Inspector Telephone : Holboru
6109. 253, Gray's Inn Road, London, W.C.i.

SITUATIONS VACANT.

ROYAE ATR FORCE.
SKILLED TRADESMEN AND UNSKIEEED
RECRUITS REQUIRED.

Skilled Tradesmen, pay 3s. to 5s. 6d. per day
on joining, rising to 183. per day. Age 18 to 28,
and for ex-Service men 18 to 38.

Unskilled Recruits for training as Carpenters,
Riggers, Photographers, Wireless Mechanics and
Wireless Operators. Pay to commence, 3s. per
day. No previous experience required provided
recruit otherwise suitable and willing to be
trained in the trade for which enlisted

For condition of service, separation allowance,
etc , call or write to Inspector of Recruiting,
Royal Air Force, 4, Henrietta Street, Covent
Garden W.C. 2.

GROUND ENGINEER required immediately.
Fully licensed for D.H.6. 90 R.A.F. State wage
I experience. — Martin, Addison Podge, Gcdling,
Jtts.

IGGER AND MECHANIC wanted for Avro no
e Rhone. — Box No. 4,886, The Aeroplane, 61,
irey Street, W.C. 2.

AIRCRAFT PARTS.

..AEDWOOD FOR AEROPLANES.— Specially
Selected air-dried timber as supplied to leading
constructors in Britain and the Continent. Silver
Spruce, Ash, Poplar; Hickory and Ash Skids;
Three-ply: Thin Cedar and Mahogany for Floats;
Walnut for Propellers. — William Malliuson and
Sons, Ltd., Hackney Road. "Phone, 3845 Central,
1770 Wall. *

SITUATION WANTED.

SUGGESTED subsidy for Scandinavian flying-boat
service. Demobilised major, experienced boats
and seaplanes, desires administrative post. — Box
No. 4,881, The Aeroplane, 61, Carey Street, Lon-
don, W.C. 2.

MODELS.

First-Class Model, Petrol-motors and Castings,
unique ; interesting. List 3d — Madison Motories,
Littleover, Derby

ENGINEERING.

BRITISH CORRESPONDENCE SCHOOL OF
AERONAUTICS (Estab. 1908). — Engineering
course, 17s. 6d. Advanced course in design, en-
gines, draughtsmanship, 42s. Diplomas granted. —
Pennington's, 254, Oxford Road, Manchester.

FOR SALE.

AVIATION COMPANY with sole contracts to fly
in two famous seaside resorts is willing to
dispose of coutracts, together with necessary
machines Only reason for disposal is capital re-
quired for extensive manufacturing contract. —
Apply in first case, C. W. Seymour, 19, Ashley-
Place, S.W I.

SUNBEAM, 150-h.p. 8-cylinder, and 225-h.p. 12-
cylihder Aero Engines. Guaranteed as new, for
sale. — Apply, The Cambridge Automobile and En-
gineering Co., Ltd., 2i, Hobson Street, Cambridge.
TRANSFERS.— Firms requiring Transfers should
write to the makers. — A. Bird and Co., Latimer
Street, Birmingham.

FOR SALE- — Vols. 16 and 1-7 "The Aeroplane";
clean; unbound. .What offers? — Cecil Stannard,
"The Limes," Fyke, Woodbridge.
230-h.p. PEN'/., 6-cylinder engine, type 1918; 15
hour.;. Less carburetters and magnetos. Par-
ticulars on application. — E- T Scarisbrick, Greaves
Hall, Banks, Southport, Lancashire.

35-H P. GREEN ENGINE.
Aeronautical Engineer has for disposal one of
these engines, together with particulars of the
slight modifications thereto, necessary for best
results, and a design for easily constructed high-
efliciency touring aeroplane. — Apply Box No.
4,885, The Aeroplane, 61, Carey Street, W.C. 2.

MISCELLANEOUS AND TRADE.

AVIATION.— To those interested in civilian
aviation financially or as pilots. Mobile squadron
being formed (seaplanes and land machines) to
visit for ten months all international, sporting
and social events, run independent transport and
undertake any flights. Time table in hands of
those who employ machines — For information
apply Capt. Oliver, 19, Rathboue Place, Oxford
Street, W.i.

AVIATION. — To pilots with machines or in posi-
tion to obtain same, willing to enter group form-
ing mobile squadron for passenger-carrying or
good?. Preference given to pilots prepared to pay
for their own machines or to introduce capital.
Company undertakes running expenses of all
machines. — Apply as above.

AVIATION. — To companies, hotels, race and
entertainment organisers, or promoters of any
international events. We. are prepared to. give
you information on aviation and to co-operate with
your programme, wherever it may be, to assist
advancement of your interests' and civilian avia-
tion —Apply as above.

NEW CHAMOIS LEATHER OVERALL

FLYING SUITS

As used by the R,A.G,

Made of finest Chamois
Leather Skins,
Large Size.

21/-

Per Suit

COLLER,
64, CLEVELAND ST.

E.I.

'Phone: Bast 3752.

PUBLISHED THIS WEEK

WIRELESS TELEGRAPHY
AND TELEPHONY.

FIRST PRINCIPLES, PRESENT
PRACTICE AND TESTING.

By H. M. DOWSETT,

M.I.E.E.

Demy 8vo. 331 Pages. 305 Diagrams
and Illustrations.

PRICE 9s. net.

Post free gs. 6d.

Obtainable from all Booksellers.

THE WIRELESS PRESS, LIMITED,
12-13, Henrietta St., London, W.C.2,

THE secret of FLUXITE'S
stupendous success is that
it does its work without
fuss or trouble.

Electricians, Gas Fitters,
Plumbers and Mechanics
WILL have

FLUXITE

because they know it

SIMPLIFIES
SOLDERING

FLUXITE is economical
and convenient. You can't
spill it because it is a paste
— you can carry it in your
pocket or tool kit quite
safely, and it will last ior
as long as you care to keep
it ; always ready for use
and just as good as ever
when you need it.

FLUXITE LTD.,

316, Bevington St eet,
Bermondsey, England.

All Ironmongers can supply FLUXITE
in Tins, price 8d., 1/4 and 2/8.

THE " FLUXITE " SOLDERING
SET contains a special "small-space"
Soldering Iron, with non-heating metal
handle, a Pocket Blow Lamp, Fluxite,
Solder, etc., and full instructions.

Price 10/6. Sample Set post paid
United Kingdom.

July 7, 1920

The Aeroplane

iii.

ESTABLISHED
1799.

SPECIAL WIRE GAUZE

» FOR OIL AND «

PETROL STRAINING

■

Aviation Insurance

Go to the most experienced Aviation brokers :

Bray, Gibb & Co., Ltd., 166, Piccadilly, W.l.

ADVICE GLADLY GIVEN.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

IV

"3J!

The Aeroplane

July y, 192c

The 35 h.p. GREEN ENGINE

flew from

CROYDON to SOUTHAMPTON

via ROME

2,250 miles in 35f. hours' Flying Time. Total petrol consumption
75 gallons. Making a Non-stop Flight

from CROYDON to TURIN in 9k hours
650 MILES ON 20 GALLONS

1st in 1909 FOREMOST in 1920

§ The Green Engine Co., Ld.
1 166, Piccadilly, W.l.

Telephones: Gerrard 816S.

Richmond 1293.

Te'etframs:

" A1RENGINE, LONDON."

CRICRLEWOOD,
LONDON, N.WU.

Printed for The Aeroplane \nd General Publishing Co., Lm , bv Bonner. & Co., The Chancery Lane Press Rolls Passage
London ; and Puohshed by The Aeroplane and General PrBLiSKrxr. Company. Ltd., at Union Bank Chambers, * '

6r, Carey Street, London, W.C. ;
ADVERTISEMENT OFFICES, 61, CAREY STREET. W.C. 2.
EDITORIAL OFFICES, 175, PICCADILLY, W.l.

HJIII

THE AEROPLANE JULY 14. 1920

mJ 1st REPORT OF THE AERO SHOW. Ihiihhs

Vol. XIX. No. 2. SPECIAL ISSUE PRICE H- iRtttm.itatG.P0.

1 as a Newspaper.

Arrol-Johnston Cars

THE AERO WIND
SHIELD THAT WAS
PROVED BY WAR.

AUSTER LIMITED
London :

133. Long Acre, W C.2.

Birmingham :

Crown Wks.. Barford St.

3 O <1

BEARDMORE

AERO
ENGINES

The Original

Non-Poisonous

SEE ADVERT. INSIDE.

sees

/ST

telephone'.-
oldbury hi. ,

RAMS :
ACQ "^OLDBURY I

Weldless steel tubes for aircraft Construction

Tube manipulation and presswork.

SEE ADVERT. INSIDE.

Unsplinterajble Glass

essential for goggles, windshields, observation panels, etc-

TRIPLEX' Safety GLASS 'i

1, ALBEMARLE STREET, LONDON, W.L

plllllllllllllllllliliillliim

The Aeroplane

July 14, 1920

THE

Policies Issued by Underwriting Members of Lloyd's, the Eagle, Star and British Dominions
Insurance Co., Ltd., and the Excess Insurance Co., Ltd., for whom the Association acts as Agent.

POLICIES

Cover all Classes ot Aviation Risks throughout the World.

Accidental Damage under all circum-
stances to aircraft of all descriptions, in-
cluding Fire, Burglary, and Theft.

Trust Policies under which Air Trans-
port Companies, Booking and Forwarding
Agents may issue Certificates of Insurance
of Passengers and to Consignors cf Cargo.

WE ARE EXHIBITING AT

THE SIXT«dWT18JSAT10NA.L

Aero Exhibition 1
July 9 -20. 1920

MINIMUM
RATES.

MAXIMUM
SECURITY.

Accidental Damage by Aircraft

to Property.

Personal Accident to Pilots, Crew,
and Passengers.

Legal Liability to Passengers.
Employers' Liability.
Third Party RisKs of all descriptions.
Cargo Risks of all kinds.

Tiospectus *orivarded on applicatio".

ROYAL EXCHANGE AVENUE,
LONDON, E.C.3.

■Telephone: LONDON W ALL 9944.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

July 14, 1920

The Aeroplane

81

D.H.6.

The "Clutching Hand" of the Aero-
nautical vocabulary. A school 'bus
of moderate performance, combining
simplicity of design with strength of
construction. Fitted with

Renault 80 h.p.

Engine, or R.A.F. 90 h.p.,
or Curtiss 90 h.p.

Aircraft Disposal Company Ltd.

(Managing Agents: HANDLEY PAGE LTD.)*

Regent House KINGSWAY London

Telegrams: "AIRDISCO, WESTCENT."
Telephone : REGENT 5621 (3 lines).

KINDLY MENTION " THE AEROPLANE" WHEN CORRESPONDING WITH ADVERTISERS.

The Aeroplane

July 14, 1920

OO

AERO EXHIBITION

STAND

Contractors to
HM. Admiralty ard
Royal Norwegian Navy.

ESTAB. 1 91 2

OLYMPIA. JULY 9tb-20tk

NO. 45

Contractors to
H.M. Air Ministry

and Royal National Lifeboat 'n:titution,

The longest experience of FLYING BOAT building in this Country — 8 years.
We produced the first Fnglish Commercial FLYINQ BOAT — 1919.
We produced and ran the first British Commercial FLYINQ BOAT service — 1919.
We established the first International Commercial FLYINQ BOAT service — England to
France, 1919.

Our FLYINQ BOATS are operating all over the World, our experience offers you the most
economical means of Transport in the Air.

"A SEAWORTHY HULL THAT WILL FLY." See our 5tand for FULL PARTICULARS.

SyPERMARINE AVIATION AvbRKS,!!

8>

Polio

Limited,

Makers and manipulators of
weldless steel tubing,

Weldless steel tubing as used in
practically all engineering trades
and especially in the cycle,
motor, and aircraft industries.
We not only make the tubing,
but also manipulate it by every
known process for all purposes.
Ws are also sheet steel press-
workers and make the famous
"Apollo" tubular box spanners-

Consult us upon any problem —
let our experience aid you.

DBURY, BIRMINGHAM

Telephone : Oldbury 111 (4 lines).
Telegrams: " Accles, Oldbury*

KINDLY MENTION " THE AEROPLANE

WHEN CORRESPONDING WITH ADVERTISERS.

July 14, 1920

The Aeroplane

83

Boats..

AERO EXHIBITION

STAND

OLYMPIA. JULY 9th-20U»

NO. 45

Contra- to. s to
H M. Ad niralty a d
Royal Norwegian N.vy.

ESTAB. 1912

0} -

Contractors to
H M. Air Ministry

and Royal National Lifeboat Institution,

Originators of circular hull construction.

The longest experience of FLYING BOAT building in this Country — 8 years.
The best speed performance of FLYING BOATS in 1917 — 100 M. P.M.
The best speed performance of FLYING BOATS in 1918— 1 18 M.P.H.
The best speed performance of FLYlNGf BOATS in 1919 — 147 M.P.H.

Let us demonstrate to you at our WORKS our commercial and passenger machine
also our NAVAL FLYING BOAT SCOUT— a necessity for all Maritime Nations.
"A SEAWORTHY HULL THAT WILL FLY." See our Stand for FULL PARTICULARS.

it Sdpermarine Aviation Works, U

LMABLSHFD 9 7

THE following
Aircraft Engines
will be exhibited : — -

6 cyl. Siddeley "Puma"
Watercoolei 250 h.p.
(the Standard 6 cyl. of
the Royal Air Force).

12 cyl. Siddeley "Tiger"
Watercnoled 500 h.p.

2 cyl. Armstrong Siddeley
Twin Aircooled 45 h.p.

7 cyl. Armstrong Siddeley
Radial Aircooled 150
h.p.

14. cyl. Armstrong Siddeley
Radial Aircooled 300
h.p.

A

n

ffiXiMbliion ai

ly 9-20, 1921

ARMSTRONG SIDDELEY MOTORS, LTD., COVENTRY.

Formerly the Siddcley-Doasy Motor Car Co., Ltd.
(Allied with Sir W. G. Armstiong-Whitworth & Co., Limited.)

London : - 10, Old Bond Street, W.i

Thow! : Oerrard 6439. Tel. : Armsidco., Piccy, Lon.

— Godbolds.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

84

The Aeroplane

July 14, 1920

AVRO
COMMERCIAL
TRIPLANE

ALL-ROUND EFFICIENCY

HPHE Avro Commercial Triplane, fitted
-1 with a Siddeley Puma 230 H.P. engine.

Particulars from : —

A V. ROE & CO .,

LIMITED.

AVRO WORKS:
Newtoa Heath, Manchester.

LONDON OFFICE :
166, PICCADILLY, W.l.

Regent 1 900.
"Senalpirt, 'Phone."

Telephone
Telegrams

EXPERIMENTAL WORKS:
Hamble, Southampton.

Telephone - - Hamble 18.

"Ro

Hamble.

AUSTRALIAN AGENTS:

AUSTRALIAN AIRCRAFT
AND ENGINEERING CO.,

12, Bridge St., Sydney, N.S.W.

Telephone - - Qity 6794.

Cable C'pber - "PI ver," Sydney.

This aeroplane is a commercial machine in
every sense of the word, and provides the
most suitable means at present for reliable
and economical aerial transport.

The Pilot is seated well back along the
fuselage, where he can get an exceptionally
clear view for landing or taking off. Between
the two lower planes a roomy cabin is
situated. This is fitted exactly as a railway
carriage to seat four passengers, two facing
forward, two backwards. A large door in
the side gives easy access, and Triplex
glass windows provide an exceptional view
of the country beneath. If mails or goods
are to be carried the seats can be removed,
leaving 113 cubic feet available.

GALL AND SEE OUR EXHIBITS

AT STAND 63
Aero Exhibition Olympia

JULY 9th to 20th, 1920

INDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

JULY 14,
1920.

THE

EAER0PLANE

The Editorial Offices of "The Aeroplane" are at 175. Piccadilly, London. WJ.
Telegraphic Address: •'Aileron, London." Telephone: Gerrard 5407.

Accounts, and all correspondence relating to Publishing and Advertising, should be
sent to the Registered Offices of 'Ihe Aeroplane and General Publishing Co., Ltd.,

61, Carey Street, London, W.C.2.
Subscription Rates, post free: Home, 3 months, 7s. od.; 6 months, 15s.; 12 months 30s.
Foreign 3 months, 8s. 9d.; 6 months, 17s. 6d.; 12 months, 35s. Canada, 1 Year, 88.

U.S.A.. 1 Year 48 50"..

ON THE AERO SHOW.

VOL. XIX.
No. 2.

There is no doubt about it. The Aero Show is a very
fine affair. The British Aircraft Industry in general,
and the Society of British Aircraft Constructors in par-
ticular, have every reason to be proud of themselves — at
any rate those who have had the pluck to show their
products have reason to be proud. For they have de-
monstrated conclusively the high level of design and
construction achieved in this country. One is perfectly
sure that no other country has such an altitude record.

Over and above the Aircraft Industry the Air Ministry
deserves the thanks of everybody for its assistance, not
only in making the Show more interesting with its ex-
hibits, but for providing such convincing evidence of the
manner in which the high standard of British aircraft
construction has been attained and is being maintained.
Overseas buyers of aircraft cannot help being convinced
that machines which are built to the theoretical require-
ments of the Technical Department and which pass the
airworthiness examinations of the Aeronautical Inspec-
tion Department are thoroughly reliable vehicles of trans-
port and are well worth the extra cost over and above
those produced in countries where aeroplanes, like Topsy,
have "just growed."

An Error of Judgment.

There are those who have said, after a cursory glance
at the machines at Olympia, that there is little difference
between the aeroplanes of to-day and those of 1914. How
wrong-headed such people are is neatly demonstrated by
Captain W. H. Sayers, late of the Technical Department,
Air Ministry, and now Technical Editor of this paper,
who, in his illuminating and humorous prefatory remarks
to the report on the aeroplanes at Olympia, which appears
in the Aeronautical Engineering Supplement of this issue,
proves by such simple arithmetic that one is even able
to understand it oneself, that the cost of aerial transport
to-day is precisely half what it was before the war. And
this in spite of five years of development in which cost
was entirely negligible and in which high performance
was the sole objective.

One does not propose here to describe the aeroplanes
in detail, for that is done very fully under Captain Sayers'
supervision in the Engineering Supplement, where the
-description is aided by Mr. Leonard Bridgman's clear
and educative sketches. But one would like to draw
attention to the fact that the Show demonstrates fairly
clearly that we have nothing more to fear from our much-
boomed German cousins than we have from our cousins
across the Atlantic.

British Successes.

Such machines as the huge Bristol "Pullman" (which
incidentally is described by an "expert" in the Sunday
Times as a one-twentieth scale model), the Vickers
"Vimy" and the Handley Page "W.8," though perhaps
less ambitious than the Siemens-Schuckert and Zeppelin-
Staaken giants, are at any rate proved flying machines
with speeds which would puzzle the best "chaser"
machines used in the War in 1917 or thereabouts.

The Short all-metal biplane, nicknamed by the irre-
verent the "Sardine," is a proved engineering job, as
light as a wooden machine, and structurally it is far in
advance of the famous Junkers monoplane with its mul-
titudinous wing-spars, half of which do no more work
than a British bricklayer and might perfectly well be
scrapped. The Fairey float seaplane and the Supermarine
boats demonstrate that when it comes to seagoing air-
craft, as distinct from racing freaks fit only for glassy
calm water, we as a nation can at any rate ride the
sea even if we cannot rule it into straight lines. The
Vickers "Viking" reminds us that we can do equally well
on land and sea. And the Blackburn torpedo machine
shows how we may do without a Navy ourselves and
abolish the navies of other nations.

The regular transport machines, such as the Sopwiths
and the Martinsydes and the Beardmores and Bats and the
Westlands and the Avros and the Bristol "Coupe" and
C.A.C. and the Short sporting seaplanes demonstrate our
ability to turn out a workmanlike job pet-feetfy suited to
its purpose, even though we do not indulge in the French
taste for pink-inside decorations. Similarly the Baby
Avro and the Austin Whippet show what we can do
in the way of small cheap single-seaters.

The Cheerful Outlook.

Altogether the firms which actually show machines at
Olympia have good reason to be proud of themselves. Even
if they do not feel sanguine about a plenitude of orders being
thrust upon them this week, they must remember that — as
one demonstrated recently — the private owner may be washed
out of consideration as a possible customer, and that the air
transport lines, which will be their real customers in the
future, must be allowed time to develop.

There is certainly no need for pessimism. Some firms may
go under, but only if they are badly managed. Those who
survive the next year or so will find themselves again making
fortunes and, moreover, building up solid businesses quite
unlike those which Sir Hugh Trenchard has so graphically
described as "the rank growth of war." It is well that the
badly managed firms should go under. And it would be the
worst of bad policy to keep them alive by means of subsidies.

The first law of Nature is the survival of the fittest. In the
great Aircraft Industry of the future only the fittest are desir-
able. One hopes, when that Industry arises to find in it
firmly established all those firms which have had the pluck
and the energy and the foresight to exhibit at this the first
post helium Aero Show.

The Air Ministry's Part.

Having thus unburdened one's soul concerning the aero-
plane constructors, one desires to refer once more to the Air
Ministry exhibits. No visitor to the Show should leave it
without making a tour of the galleries. There one finds the
difference between the Air Ministry of to-day and the Bolo
House of the war. All the Bolos have been cleared out and
to-day we are blessed with a number — unfortunately only a
small number — of keen and capable practical men who are
working strenuously for the progress of aviation.

It was only a fortnight before the Show that the Air Ministry
was asked to co-operate in making the affair a success. It
has responded noblv. Air Vice-Marshal Ellington's whole
Department of Supply and Research has surpassed itself.

The once-execrated Aeronautical Inspection Department,
under the personal direction of Wmqr-Comrhpnder Bagnall-
Wilde and his chief accomplices Wing^Commander Outram and

86

The Aeroplane

July 14, 1920

Fit .-Lieut. Mansellj have arranged a most convincing show 01
the methods by which the officials of the Department test,
check, measure, gauge, and otherwise manipulate aircraft and
aircraft components so as to ensure their being fit not only
to use without danger to pilots and passengers, and the Great
British Public on the ground, but to uphold the reputation of
British manufactured products all over the world.

Similarly, the Department of Research, under Air Commo-
dore Brooke-Popham, has laid itself out to demonstrate how
it sets about testing and developing new ideas which are sub-
mitted to it or which it evolves from its own inner conscious-
ness. In this section the Royal Aircraft Establishment, under
Mr. Sydney Smith, once so ill-beloved as the Royal Aircraft
Factory and now one of the greatest helps to the Aircraft
Industry, contributes a number of most interesting examples
of its work.

It would require several issues of this paper to describe ade-
quately all the tricks and dodges and gadgets and bits and
pieces displayed by these Departments. With paper ar<d print-
ing at its present prices one cannot even think about describ-
ing these exhibits. One can only advise everybody to go and
see for themselves how well the progress of British aircraft
design and construction is helped "by the Air Ministry as at
present constituted, and how well the reputation of British
aircraft is safeguarded.

Truly, the technical side of the Air Ministry deserves a
special vote of thanks from all concerned with British avia-
tion for the way in which it is advertising at Olympia the
excellence of our British Aircraft. Probably in this instance
virtue is its own, and only, rewa:d. Those concerned with
these exhibits must be feeling uncomfortably virtuous, and
so one is promising oneself the pleasure, when the next Show-
Report Issue of this paper — dealing with the engines and
components — has been safely compiled, of spending a happy
day in the Gallery of Olympia basking in this atmosphere of
virtue and, so to speak, sitting at the feet of the Gamaliels
of the Technical Departments.

Airship Efforts.

Naturally it would be somewhat difficult for the Airship
Department to do justice to its own particular vehicles, even
in the vast barn which is Olympia, so this department has
to content itself with models. Yet even the models convey
some idea of the 'Work which our hardworking airship officers
and officials have done.

The chiefs of the Airship Department have been playing
General Post so vigorously of late months that one does not
know who is or who is not responsible for this excellent
exhibit. But one can, at any rate, give a great deal of the
credit to the Lady Sybil Grant, who is the very charming pre-
siding genius of this section of the Show, much as she was
of the Kite Balloon Station at Roehampton during the late
lamented war.

The Airship Section is very well done. The models are,
of course, accurate, and represent all the types of airships
used by the R.N.A.S. and R.A.F. Also there are actual cars
of the smaller types. And there are numbers of gadgets and
instruments and things.

Among the interesting affairs shown is a model of the big
Airship Station at Pulham, with all the buildings made, one
hopes, to scale. A fact which led the most irresponsible of the
staff of The Aeroplane to remark : "Immoral crowd these
airship people. Their Y.M.C.A. building is the biggest thing
in the place except the airship sheds. Seems as if they want
a devil of a lot of reforming." All the same, the model will
show some of our aeroplane people what an airship station
is like.

Historical Aeroplanes.

Another section of the Show which is well worth a special
visit is the Historical Section. This includes all types of
war machines and has been arranged by the Aircraft Disposal
Co., Ltd., in the Annexe. It ought to be extremely popular
with former pilots who desire to show their admiring feminine
belongings the comic old contraptions on which they began
their war flying, and the beautiful craft on which they finished
it.

Also there is much entertainment to be derived from going
round this section with one of the early pilots and inducing
him to relate how, when, and why he crashed each type in
turn. When indulging in this form of amusement it is per-
haps as well to forget that one is a taxpayer, and to refrain
from doing mental arithmetic concerning what the young
gentleman has cost the country. One believes that, reckon-
ing the training establishments only, each war pilot cost about
^10,000 to produce, including his crashes in training and omit-
ting his active service crashes.

One hopes that the Aircraft Disposal Company will profit by
its enterprise in organising this Flistorical Section. Mr.
Handley Page would be the last person to wish to be accused
of disinterested philanthropy, but if the moral and intellectual

benefits of this exhibit are divided "fifty-fifty'' between his
firm and the aeronautical community as a whole one feels
sure that he will be pleased.

The Opening of the Show.

The Show opened in the best possible spirit. There was a
moriluri te salutant kind of air about the people in the Industry
which was entirely healthy. They had practically been told
that they are not going to get any subsidies from the Govern-
ment and they felt that they were, in the common phrase,
"up against it."

The Englishman is never so much at his best as when he is
in a fight with his back against the wall, and that is the
position of the Airciaft Industry to-day. The people in the
Trade have to save the Trade by their own enterprise, and one
is confident that they will do so. If one were short-sighted
one would like to see the Trade fattening on easily-earned
subsidies and filling this paper with advertisements in con-
sequence, but as it is one is prepared to put up a fight along
with the rest of the Trade until such time as the Trade
and the Trade papers achieve success on account of the in-
trinsic merits of aviation.

One consequence of the fatalistic attitude of the Trade was
that all the heads of the firm seemed to return to the happy
days of eight or nine years ago. The prosperity of war and
its accompanying responsibility seemed to have fallen from
them, and they all seemed that much younger: While the
Show was being got ready they visited one another's stands
and pulled one another's legs in the good old way that was
customary when the Aircraft Industry was a hobby rather
than a commercial career.

Once more people seemed to be in aviation for their health
rather than for their pockets. Yet one discerned under their
gaiety the fixed determination to see the thing through. One
feels that Sir Hugh Trenchard's famous "Minority Report"
is largely to be thanked for this happy state of affairs. It
has been a very wholesome dose of medicine. And one be-
lieves that the same hand that administered the medicine will
provide in due course, in the shape of orders for new types
of machines for the R.A.F., the food which will revive the
Aircraft Industry — or, at any rate, such part of it as has proved
itself worth reviving.

The Inaugural Ceremonies,

The opening ceremony on Friday was performed by the
Marquess of Londonderry, Under-Secretary of State for Air.
His subsequent visits to the different stands had rather start-
ling effects. One very clever constructor and designer, accus-
tomed chiefly to our elected legislators, discovered to his
surprise that the hereditary legislator, born and trained to
the work, has distinct advantages over the mere elected
amateur. He said afterwards that he was prepared with all
the usual answers which one has ready for the childish ques-
tions of the politician. But to his surprise Lord Londonderry-
did not ask questions. The Under-Secretary for Air came and
told him things about his own machines and merely asked
to be shown certain points about them of which he had heard
but which he had not seen.

People are rather apt to forget that Lord Londonderry is
a congenital millionaire who, instead of wasting his substance
on riotous living, has himself rnn his vast estates and mines
for some fifteen or twenty years with great success as a
business concern, much to the benefit of some thousands of
British workpeople. And, moreover, he has held several
highly responsible positions under the Government and filled
them with outstanding success. The Air Department is very
fortunate indeed," both in its Secretary of State and its Under-
Secretary.

Lord Londonderry's Views.

At the Inaugural Lunch, after the opening ceremony, Lord
Londonderry proposed the toast of the Aircraft Industry and
the Exhibition in a plain straightforward speech, of which
the worst criticism one heard was that of an official of the
S.B.A.C., who said that he wished Lord Londonderry would
not refer to aircraft firms as "undertakings" — at any rate, not
just at this critical juncture in the history of the Industry.

Lord Londonderry regretted the present unavoidable period
of stagnation, and admitted that the Public had not assisted
aviation with enthusiasm. He scoffed at the exaggerated
newspaper reports of German progress, and said that, instead
of there being eighteen German firms devoting themselves
to immediate developments, out of nineteen transport com-
panies and thirty factories licensed to carry on air traffic only
two are actually working, and of the factories four are en-
gaged on research work and two are designing machines.

He said that he regarded this exhibition as an endeavour
to assist a still youthful industry. He would have liked to
see more foreign exhibits. He congratulated Mr. White Smith,
as Chairman of the S.B.A.C., and a whole-hearted backer and

July 14, 1920

The Aeroplane

86a

pioneer of the Industry in its earliest days, on the excellence
of the Show and the progress of the Industry. . .

Mr. White Smith's Reply.

. Mr. White Smith, of the Bristol Co., in reply remarked that
even the inaugural lunch at the Tower of Babel could not
have been of a more international character, for there were
present representatives of almost all the countries of the world.

One had noted oneself the variety of uniforms at the open-
ing ceremony and had consequently appreciated the remark
of a member of the Industry who said that he wanted to
collect the lot and write a musical comedy round them.

Mr. White Smith thanked the Air Ministry for its very
splendid exhibit. He expressed his belief that the Ministry
would do its best to maintain the designing staffs of the
different firms, and he drew attention to the careful study
01 aeronautical problems which was going on at the N.P.L-,
the R.A.E., and the Universities. Aerial transport was now
a fact and was growing in importance. Finally he appealed
to the Press to educate the Public and not merely to confine
its attention to "stunts."

Mr. Cary's Tact.

' Mr. R. O. Cary, in proposing the Guests, made one of the
most graceful speeches ever heard in connection with aviation.
Referring to the International aspect of the gathering, he said
that FFrance, who was represented there bv M. Flandin, had
been our first school of aviation, but he hoped that we had
partially repaid our debt by sending men and machines to
help our teacher in time of trouble. When we sent that force
of men to France it had to find a soul, which had to emanate
from a personality. Sir Hugh Trenchard had instilled into
that force the soul of chivalry. And now Sir Frederick Sykes
-was making real the dreams of Kipling and Wells. To him
thanks were due for the most interesting exhibits of the Air
Ministry.

M. Flandin's Views.

M. Flandin, the French Under-Secretary for Air, in reply-
ing, quoted Mr. Kipling's inspiring poem on France. He
referred graciously to the magnificent organisation of our mari-
time routes and hoped that we might organise equally well in
the air.

He remarked, with truth, that it was fitting that the first
regular aerial route should be established between Paris and
Loudon. One's enjoyment of M. Flandin's speech was some-
what marred by the noise made by a journalist who had evi-
dently lunched very well.

The Chief's Brevity.

Sir Hugh Trenchard, who successfully and skilfully stymied
the Toast-master's effort to announce his uprising, said that
he was deeply cognisant of what the Aircraft Industry had
done during the war. He did not want anyone to think that
the Air Ministry did not recognise the usefulness of Civil
Aviation, but it was necessary to keep the Aircraft Industry
alive by sound means (not by subsidies).

He hoped to see it equal to the Ship-building Industry — in
time. The keenness of pilots and mechanics helped as much
as the needs of war to develop the war-time aeroplane. He
hoped that the Aircraft Industry would help the Service as

AN INTERESTING EVENT.

The wedding- of Air Marshal Sir Hugh Trenchard and
the Hon. Mrs. Boyle will take place on Saturday next,
July 17th, at 2 p.m., at St. Margaret's, Westminster.
It is intimated that there will be no reception after the
wedding, but all friends will be welcome at the church.

It is to be presumed that as the church is comparatively
small a good many of the said friends will perforce pro-
vide a welcome to the distinguished bride and bride-
groom outside the church. Such welcome will be of the
heartiest.

THE WRIGHT PATENTS AND AN
INJUNCTION.

In the New York Law Courts on July ioth, Federal
Judge Thomas Chatfield granted a perpetual injunction
against the sale or use in the United States of America of
any foreign-built machines embodying features which are
4n infringement of the Wright patents. The injunction
was granted to the Wright Aeronautical Corporation of
Paterson, New Jersey, in a suit against the Inter-Allied
Corporation of New York — an offshoot of Handley Page,
Ltd.

- A similar action is to be opened against the Aerial
Transport Corporation of Delaware, a company formed
recently to supply surplus British aircraft in an aerial
service between Chicago and New York.

much in the future as the pilots and mechanics had helped
it in the past.

The C.G.C.A. on the Future.

- Sir Frederick Sykes, whose rising was hailed with a would-
be humorous remark by the well-lunched journalist to whom
one has already referred, said that he was struck by the
''practicalness" of the exhibits in the Show. We had con-
quered the air, and the next step was to exploit our victory.
Fvery country could assist the great civilian flying effort.
Aviation was intrinsically international. He referred to the
good work done by the Handley Page, Air Transport and
Travel, and Instone air lines.

He mentioned that in the first year of civilian flying there
had been 39,000 flights, 734,000 miles had been flown, 70,000
passengers had been carried, and only one of them killed.
Also 116,5001b. of goods had been carried and 515 machines had
been registered for passenger-carrying up to the end of March
this year.

In the last three months 1,000 machines had arrived or
departed on the Continental air lines, as against 400 in the
previous seven months. Sir Frederick Sykes remarked that
when he made his first flight, in 1911, the pilot said to him
as they left the ground, "Lean forward." [Note for the
Uninitiated : — The old box-kites were entirely unstable and
generally tail heavy, so a passenger by leaning forward helped
materially to trim ship.] Fie besought all those present to
lean forward and help Civil Aviation. He appealed for public
interest and support, and he congratulated those present on
their enterprise and on their faith in aviation.

The Early Days.

After that the Show was officially open. There was hardly
anybody there apart from the Trade on Friday. There was a
fairish crowd on Saturday afternoon, but a lamentable scarcity
in the evening although the weather was all in favour of
indoor amusements.

Possibly the Show Posters may have frightened people
away. Neither the lady scratching her head with a banana,
nor the other lady partially swathed in red flannel and hav-
ing her toe-nails pedicured by a propeller, are likely t® at-
tract visitors.

To give the Daily Press its due it was very generous to
the Show in its advance notices and in its reports on the
opening day. Most of the accounts of the Show were intelli-
gently written and free from attempts to be sensational, ex-
cepting, of course, certain chronic drivellers. It remains
now to be seen whether the Public visits the Show in thousands
or- merely in hundreds during this week. At any rate it is
to be hoped that all who read this pajier will go to Olympia
if they are within reach, and that they will bring or send
their friends. One repeats one's opening statement, that it
is a very fine affair. Moreover it is an historical event, in
that it is the first occasion on which aerial public service
vehicles have been on view for the close inspection of those
who will use them in future. It is the duty of all those who
are concerned with and for the progress of aviation to do all
that they can to help towards the success of this the first
British aero show since the war. — e. G. G.

This injunction would appear to be effective against
all aircraft the maintenance of lateral stability in which
is by means of warping wings or any form of horizontal
ailerons.

MR. GEOFFREY WATSON'S PICTURES.

One knows of perhaps two artists who can both draw an
aeroplane accurately as to type and also embody it into a
picture so that it actually appears to be flying and not merely
stuck in accidentally. One of these two artists is Mr. Geoffrey
Watson, vtho is exhibiting some of his pictures at the Brook
Street Art Gallery. As the entire proceeds of this exhibition
are to go to the Royal Air Force Memorial Fund, it is hoped
that many people will pay a visit to the exhibition, which
remains open until next Wednesday.

And a visit is well worth while. Perhaps the most interest-
ing picture is No. 2Q, "A Stern Chase," which depicts an
S.E.sa contour chasing through Houlthulst Forest, with a
fiock of "Dv" Albatros after him. One liked the Albatros
which was disintegrating on a tree stump. Other specially
good pictures were No. 21, " The Death of Lieut. Voss"; No.
2, "On Their Tails"; No. 6, "The Red Baron" ; No. 14,
"Armistice Day Over Salisbury Plain"; and No. 43, show-
ing a homely scene at a training aerodrome.

There are also one or two oil-paintings, a particularly
striking example 6f these being; that of the Transatlantic
Vickers-Vimy above the clouds in a darkening sky.

Mr. Geoffrey Watson deserves every congratulation both on
the pictures and the sporting way in which he is helping the
Fund. — G. n.

86b

The

Aeroplane

July 14, 1920

ON THE NAVY'S WAY WITH THE R.A.F.

None can accuse one of having been unduly en-
thusiastic when the R.N.A.S. was taken away from the
Navy and mixed with the R.A.F. On the other hand,
none can accuse one of being unduly enthusiastic about
the intelligence or even the ordinary common sense of
the Navy. Therefore one claims to be a strictly neutral
observer when one makes the plain statement that sooner
or later — and the sooner the better — the King's aircraft-
carrying ships must be taken away from the Navy and
manned, commanded and navigated wholly and solely by
R.A.F. personnel.

The reason is, to put it perfectly plainly and bluntly,
that R.A.F. personnel and material are much too valuable
to be messed about (to use a vulgarism which exactly
expresses itself) by a crowd of hidebound, unintelligent,
uneducated, unprogressive, self-centred, self-satisfied, self-
conceited Naval officers who have been, as the American
language has it, "dead from the eyes upward" ever
since their thirteenth year or so when they became the
raw material for quantity-production at Dartmouth or
Osborne.

"Naturally the aircraft-carriers of the R.A.F. will co-
operate with the ships of the Navy when necessary, just
as the land-going squadrons of the R.A.F. co-operate
with the Army when necessary. But there is no more
real reason why the aircraft-carriers should be owned,
manned and navigated by the Navy than that the aero-
dromes of the R.A.F. should be owned by the Army or
that the transport of the R.A.F. should be owned and
handled by the Royal Army Service Corps. For, after all,
what is an aircraft carrier other than a floating aero-
drome ?

The Proof of the Pudding.

It is not one's custom in this paper to make statements
unsupported by evidence, and the proof of the pudding
is in the eating. Therefore it is well to give definite
proof of the kind of pudding, or rather the mess of red
pottage, which the Navy has made for the R.A.F. and for
which the Naval side of the R.A.F. has sold its birthright
as a free and independent Air Force.

Early this year H.M.S. Ark Royal, aircraft-carrier,
was sent to the Marmora to impress the Turk with our
power in the air. There the R.A.F. personnel did good
work, though at what seems to have been unnecessary
risk in proportion to the matter at issue. Float seaplanes
with 260-h.p. engines were sent 60 miles inland over the
big mountains of Asia Minor, much as in 1915 seaplanes
with 220 h.p. were sent a hundred miles inland over the
smaller mountains of Palestine. As in the Palestine affair
the pilots had to fly up valleys because the mountain
tops were above the ceiling of the machines.

It will be remembered that General Seely and others
were demanding from the comfortable benches of the
House of Commons that the R.A.F. should bomb the
Turks to save the Armenians. One asks whether the
end justified the means. Evidently the Navy, which
controls operations by the R.A.F. personnel of aircraft-
carriers, thought so whatever may have been the views of
the R.A.F.

Thereafter Ark Royal was sent to the Caucasian coast
of the Black Sea to help in the evacuation of that coast
by Denikin's defeated partisans. This again involved
scouting operations by big seaplanes with floats for miles
inland over forests and hills.

After a week or so of this the ship was ordered by the
Navy to take several hundreds of sick and wounded, to-
gether with some women and children, from the Caucasus
to the Crimea. Among them were a hundred cases of
typhus fever in various stages. The officers naturally
gave up their cabins to the women, and the workshops

were handed over to the doctors for their own mechanical
operations.

None can complain that Ark Royal was used on this-,
mission of mercy, but as these refugees were reeking witJi
disease and vermin one would at least have expected even
the Naval authorities to have had the ship cleansed and
disinfected after this trip. Such precautions are, how-
ever, apparently beyond the Naval intelligence, for the
ship was dispatched to the East again to pick up Deni-
kin's supporter "General" Scurio and the remains of
his mounted bands known as "Scurio's Wolves." Be-
tween a thousand and two thousand of these people were
crammed on board and were transported to a safe place
in the Crimea.

These people also were diseased and verminous.
Nevertheless, without a halt Ark Royal was sent to
Batoum. On the way cases of typhus appeared among
the crew, as the natural result of carrying these refugees-
— who presumably were dumped onto Ark Royal by some
intelligent Naval official on the grounds that they were
"flying people."

Then, and not till then, Ark Royal was seriously con-
sidered by the Navy as a plague spot. She was ordered
to Constantinople, where she landed eight of her crew
who were down with typhus, in addition to the first man
who developed the disease and who had been landed at
Batoum.

The True Naval Touch.

Then came the crowning imbecility of the Naval ad-
ministration. The ship was sent to the Gulf of Ismid so
that the crew might go into quarantine. Officers and
men were shaved, sprayed with disinfectants, put over-
side with tents and bedding, and ordered to make them-
selves a quarantine camp on an indicated spot, a filthy-
looking piece of ground.

No floor-boards were provided, so the men had to put
their beds on ground-sheets and the officers put theirs-
on the ground. In the night people woke up to scratck
themselves, and in the morning human hair was found
about the ground, alive with lice. The personnel of Ark
Royal had been ordered to pitch their camp on the site
of a former Russian refugee camp.

The camp was moved that day to clean ground, and
there the people of Ark Royal spent three weeks, without
being allowed to fetch any of their belongings from the
ship.

All told, Ark Royal had twenty-four cases of typhus,,
three of which, together with one case of small-pox, de-
veloped in the quarantine camp. One officer and one
C.P.O. died, but with a certain poetic justice neither of
them belonged to the R.A.F.

One is also told that during the whole period the
R.A.F. 's own doctor was not allowed to do anything, the
sick personnel being in charge of a regular R.N. doctor.
One casts no reflections on this gentleman, who, of course,,
did his best, and was no doubt very successful, in that
only two deaths occurred. But one would like to know
why, when he was so overwhelmed with work, the
R.A.F. doctor was not allowed to take over at least
half of the medical duty.

The whole of this case deserves the close attention of
the Air Council and of their Lordships of the Admiralty.
It is at any rate authentic, and it seems on the face of
it to be a pretty damning indictment of the way of the
Navy with the R.A.F.

The General Aspect.

Quite apart from this particular example of Naval in-
eptitude there are excellent reasons for wishing to sepa-
rate the efficient R.A.F. from its inefficient Senior Ser-
vice. The R.A.F. officer's life on board a Naval ship is>

July 14, 1920

The Aeroplane

87

THE

BRISTOL AEROPLANE COMPANY

LIMITED

OF

FILTON, BRISTOL

have to announce that they have acquired the
Aero Engine constructional business formerly
carried on by the Cosmos Engineering Co., Ltd.,
of Fishponds, Bristol, including all patents,
designs and rights. These include the following
types of air-cooled radial engines : —

LUCIFER - - 3 cylinders 100 h.p. 302 lbs. weight

MERCURY- - 14 „ 315 h.p, 587 „

JUPITER (ungeared) 9 „ 450 h.p. 698 „

JUPITER (geared) 9 „ 450 h.p. 805 „

Examples of these engines, which will be known in future as

THE

"Bristol"

AERO ENGINES

may be inspected at the

AERO EXHIBITION

on

STAND 58

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

88

f he Aeroplane

JULg 14, 1920

even worse than that of a Marine. And when R.A.F.
other ranks are not engaged on actual aeroplane work
they are at the beck and call of any Naval officer

On the other hand, Naval ratings are used in handling
aeroplanes on board and in getting them over-side. This,
as might be expected by anyone who knows the heavy-
handed methods of the ordinary matlow, frequently has
dire results which are very expensive to the taxpayer.
The delirious pictures by Mr. Beuttler which have ap-
peared from time to time in the Bystander are much
nearer being photographs than caricatures when the Navy
starts to handle aeroplanes regardless of the contemned
advice of the R.A.F.

Happily the R.A.F. on board ships are developing as
strong an esprit de corps, as is the R.A.F. ashore, and
so it is prevented frorh being disheartened by the ways
of the Navy. Already the R.A.F. regards itself very
rightly as the superior service, on the good old principle
that "To have been first merely proves antiquity, to
have become first proves merit."

Consequently the work of the R.A.F. on board ship'
is well done. But anybody who studies the question at
all intelligently must be convinced that, sooner or later,
the R.A.F. must own and operate its floating aerodromes
just as it owns and operates its areodromes ashore.

C. G. G.

SIX MONTHS OF CIVIL AVIATION-II.

The Dominions, India, and the Colonies.

Arrangements are being made to secure "the greatest pos-
sible measure of uniformity" between Air Regulations of each
unit of the Empire. The "Air Navigation Bill provides for
the adaptation by Order in Council to British Possessions,
exclusive of the self-governing Dominions and India, of the
legislation in force in this country." India and Canada have
formed Air Boards and have published Air Regulations.

The Colonial Office, the India Oflice, and the Foreign Office
(for Egypt) are working with the Air Ministry to effect inter-
changes of opinion between the Dominions and Colonies and
Great Britain.

In Australia an "Air Services Committee" deals with avia-
tion questions. The administration of Civil Aviation is now
under consideration. A gift of one hundred aeroplanes has
been accepted from the British Government.

The Canadian Air Board Act was passed in January, 1919,
of from five to seven members appointed by the Governor in
Council. The duties of the Board resemble those of the Air
Council in Great Britain. A Superintendent of Flying Opera-
tions, with a seat on the Board, "controls the licensing of per-
sonnel, aircraft, and air harbours, and is responsible for Civil
Aviation conducted by private enterprise."

An Associate Air Research Committee, formed under the
Honorary Advisory Council for Scientific and Industrial Re-
search, began its sittings on Feb. 7th, and is in close co-
operation with the Board.

Dangerous flying was prohibited by Order in Council on
Julv 7th, and Civil Aviation Regulations were issued on Jan.
17th last.

Experiments in photo-topographical surveying have been
authorised in the Province of Quebec.

In India Civil Aviation is again free from the official ban,
and an advisory Air Board has been formed under the De-
partment of Commerce and Industry.

Under the Indian Aircraft Act of 191 1 the Governor-
General in Council had drawn up Air Regulations which are
now in operation.

The Governor-General of New Zealand is empowered under
the Aviation Act of 1919 (passed December, 1918) to make Air
Regulations.

Civil Aviation in South Africa is temporarily controlled by
the Department of Railways and Harbours. A conference
was held on Jan. 25th to consider suitable methods for de-
veloping civil aviation, and the Government has the matter
under consideration. The Government has offered to main-
tain the aerodromes on the Cape-Cairo route situated within
its territory.

The Legislature of the Bahamas has passed a Bill provision-
ally regulating air navigation, and has had under considera-
tion the grant of concessions to a company undertaking an
air mail service between the islands and with Florida.

Commercial Services.

Two Aerial Mail Services are now in existence — the London-
Paris and the London-Holland (this latter is naturally not
referred to in the paper as being in operation;.

In the table of flights shown below "it will be seen that the
average length of flights has increased from slightly over
12 min. in the first five months of civil aviation to 28 min.
during the six months under review, showing that the in-
crease is mainly in real commercial traffic rather than in
instructional and propaganda flights, so largely carried on
during the summer.

"From Aug. 26th, 1919, to March 31st, 1920, goods to the
value of .£209,358 were carried by the Continental Services,
.£136,116 representing Imports and -£,'73,242 Exports. Of
this, £7,644 represented dutiable goods. Clothing of various

descriptions formed the' principal item in both Imports and
Exports. Imports also included watches and cinematograph
films ; Exports : precious metals, cinematograph films, drugs
and perfumery."

The following tables are self-explanatory ; —

BRITISH CIVIT, AVIATION, INCLUDING CONTINENTAL
TRAFFIC, t
May 1st, 1919, to March 31st, 1920.

a en

o5

S-5

3,1,250
6,566

O m

4,170
1,852
26

637

333

6.571 37,82i

3,061

28

9,627

is
1,859

Number of machine

flights made
Number of machine

hours flown
Average duration of
each flight in min.
Approximate ma- 460,285 137,964

chine mileage
Number of pas- 58,132 6,284

sengers carried
Approximate cum- 13,803 2,697
ber of hours fiown
by passengers

Weight of goods 45,130 22,013 2,644 7,935 25,056 35,635 57,648 102,778
carried in lb

DEPARTURE AND ARRIVAL, OF AIRCRAFT TO AND FROM THE

1,222 2,401

567 1,209
34 3T 28 30

21,671 26,400 45,539 93,6io 231,574

79.3 931 1,800 3,524 9,808 67,946

318 466 812 1,596 4,293 18,096

Aug.§
26ih
31st

Sept.

CONTINENT.
Oct. Nov. Dec.

Jan.

Feb.

Yar. Total

Q<Q<Q<Q<Q<Q<Q<Q<Q«3

British 9 8 68 64 84 80 54 39 33 28 44 33 44 38 65 63 401 353

French — — 0 7 15 15 8 10 21 4 4 7 6 24 24. 66 67

Belgian — — — — — — — — — — — — 2 3 11 3 4

Swiss — — — — — — — . — — — , — — — — 1 1 1 1

Other

States — — — — — — — — — — — — — — — — — —

-Total 9 8 74 71 99 95 62 49 35 29 48 37 53 47 9' 89 471 425

Total for August and September, dep. 83, arr. 79; for three months,
October-December, 1919, dep. 196, arr. 173; for three months, January-
March, 1920, dep. 192, arr. 173

t These figures, which have been supplied voluntarily by the firms
concerned, do not include competition flights from England to Australia
or Cairo to the Cape.

§ Aug. 26th, 1919, was the date upon which international civil flying

first began.

VALUE OF GOODS IMPORTED AND EXPORTED INTO AND FROM
THE UNITED KINGDOM.

lmPfrom-ree> ImP-°?rSom-tiSble) British Exports to-

Period JS

z n

1919—

A.ug.
Sept.
Oct.
Nov.
Dec.
1920 —
Jan.
Feb.
Mar.

470
470

9
145

208

23',389

18,009 1 —
10,398 — 2

509

!,I32
716

- 844 —

6 1,201 —

- 584 -

- 615 -

7,376
2,206

8,188

45J48S
127,618

- 1,687 -
5 1,101 —

— 1,409 —
7 7,63°

8,651 -
- 12,528 3,497
3 25,732 3,497

',583

a

rt
u

5

12

2,146

7,270

1

6,555

2,287'

1,327

5,126

6,706*

;i,429

1

1 28,472 »

7,644

70,242

* In addition, diamonds to the value of ^3,000 were exported to France
m March.

July 14, 1920 The Aeroplane 89

THE

HI Ilk. ^ H — ^mi plug

SEVEN MILESTONES IN THE HISTORY
OF THE BRITISH EMPIRE WHEREIN
K.L.G. PLUGS BORE THEIR PART :

1. THE BATTLE OF JUTLAND. The first time when aircraft were used
to any large extent in a Naval Battle.

2. THE MOLE AT ZEEBRUGGE. Imperishable glory won by Motor boats.

3. FIRST DIRECT FLIGHT ACROSS THE ATLANTIC. The late Sir

John Alcock, K.B.E., on Vimy-Rolls.

4. FIRST FLIGHT FROM ENGLAND TO AUSTRALIA. Sir Ross

Smith, K.B.E., on Vimy-Rolls.

5. FIRST DIRIGIBLE FLIGHT FROM ENGLAND TO NEW YORK

BACK. H.M. Airship R34 with Sunbeam-Coatalen engines.

6. REGULAR DAILY AIR MAIL SERVICES. London-Paris.

7. FIRST FLIGHT FROM ENGLAND TO THE CAPE. Sir Hesperus

A. van Ryneveld, K.B.E.

All were available — K.L.G. were
chosen. Follow the experts9 lead

Sole ^Manufacturers :

THE R0BINH00D ENGINEERING WORKS, LIMITED

PUTNEY VALE, LONDON, S.W.I 5

Also makers of JIGS, FIXTURES, and PRECISION TOOLS

Telegrams : "Kaelgee, Phone, London." Telephone: 'Putney 2132 & 2133

KINDLY MENTION' " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

go

The

Aeroplane

July 14, 1920

ACCIDENTS.

Number of accidents resulting in
death to one or more occupants of
machine

Number of non-fatal accidents re-
sulting in injury to occupants of
machine

Number of accidents resulting in
death of third party (occupants of
machine uninjured,

Number of accidents in which no
one was killed or injured

Total accidents reported

s a

O m

. o
£ G

«-2
S?

-J °

8?

° G

Approximate number of machine
miles flown per accident

Approximate number of machine
flights per accident

Appioximate number of machine
hours flown per accident

Pilots killed

Pilots injured

Passengers killed

Passengers injured

Third party killed

Pilots killed per i,ooo flights made
by pilots

Pilots injured per i,oco flights made
by pilots

Pilots killed per i,ooo hours flown
by pilots

Pilots injured per 1,000 hours flown
by pilots

Passengers killed per 1,000 passen-
gers carried

Passengers injured per 1,000 pas-
sengers carried

Passengers killed per 1,000 hours
flown by passengers

Passengers injured per 1,000 hours
flown by passengers

The above figures do not include competitive flights from England
to Australia or Cairo to the Cape.

Licences.

During the six months under review the following licences
and certificatei.have been granted • — ■

Total issued since
May 1st, 1919.

484

129

34S

2

2

2

4

g

3

3

1

2

-

3

-

3

-

6

1

8

M

5

6

11

24

■ '

21,052

28 8^7

2,404

-834

400

597

1. 5/°

505

370

201

278

401

2

4

6

3

3

9

1

1

1

10
1

2

2

12

- I

0.06

0:48

O.30

O.I06

0.19

,0.45

O.238

0.31

1.08

O.65

o-4!S

0.92

2.48

O.98

0-931

0.16

0.10

0.015

O.IJ

057

0.20

0.176

o-37

0.23

0.055

0 72 •

1-25

0.46

0.663

4
119

474

325

Licences for pilots T63 ...

Licences for pilots (renewals) 129 ...

Licences for ground engineers 113 ..

Licences for engineers 1 ...

Licences for navigators 3 ...

Licences for aerodromes 36 ...

Licences for aerodromes (renewals) 12 ...

Certificates of registration 127 ...

Certificates of airworthiness . J07 ..

The effect of the winter months is noticeable in these figures,
though they show a definite, if small, development.

Insurance.

"Lloyd's have decided to undertake the S3'stematic collec-
tion of information for purposes of aviation insurance, and
the information collected will be circulated to their members
in a confidential record." They have copied the register of
aircraft certificates and have masses of other information.
Lloyd's will put themselves in touch with aircraft owners and
constructors and licensees of aerodromes in regard to further
information. It is hoped that Lloyd's interest will cause the
establishment of a sound system of aviation insurance.

Information, Disposal of Aircraft, Competition and
Expenditure.

Reference is made to these thiee subjects, but the informa-
tion given is common knowledge.

Research.

The Research Department and the Civil Aviation Depart-
ment have in collaboration produced new types of recording
instruments for the Air Ministry Competitions. The develop-
ment of turn indicators is proceeding satisfactorily.

"The development of the RA.E. sextant, the aperiodic
compass, bearing plates and navigational flares for use at sea
facilitate the methods of checking dead reckoning for air
navigation."

This concludes the section dealing with the British Isles.
Foreign Countries.

Part II is set aside for compressed descriptions of the official
progress of aeronautics in foreign countries, the lack of
detail giving a grandiose air to die whole.

In general it is stated that the International Air Conven-
tion has now been signed by all the Allied and Associated
Powers.

Article 5 of the Convention, forbidding the passage of air-
craft of non-contracting States over the territory of contract-
ing States, disturbed neutral States who thus became cut off
from aerial communication with the late enemy States.

A Protocol has in consequence been drawn up under which
States may sign the Air Convention and yet be free from
such conditions as would prevent their communication by air
with former, enemy countries. • •

Austria-

An Aviation Department has been formed in the Ministry
of Transport. Provisional Air Regulations were issued on
Dec. 10th, 1919.

The Luftfahrweseii Gesellschaft ("Lufag") has bought up
all service aircraft and will give 60 per cent, of the excess
over valuation price to the State.

Belgium.

An autonomous Department of Aviation, temporarily at-
tached to the Ministry of War, has been created.

Air Regulations were published on Nov. 27th, 1919.

Air Attaches have been appointed in London and Paris.

Civil aviation is cairied on almost entirely by the Syndicat
National pour l'Etude des Transports Aerien (known as
S.N.E.T.A.), organised by Belgian bankers. They give facili-
ties on eiganised air routes to civil aviation companies at
fixed charges. In February, 34,000 fcs. was received for pas-
senger flights, and the total expenditure was 20,oco fcs.

The Government has given the Syndicate 2,ooo,coo fcs. to
organise a flying-boat and hydro-glissour service on the
Congo.

Scandinavia and Finland.

Conferences have been held between representatives of
Denmark, Norwaj^Sweden, and Finland for the examination
of the International Air Convention with a view to the draft-
ing of suitable air regulations.

In Denmark and Norway, commissions under Ministers of
Public Works and- War are studying aeionautics. In Sweden
the Ministry of the Interior effects legislation in aviation
matters.

The formation of a Civil Air Department in Denmark is
considered premature, and the Ministry of Public Works is
organising civil aviation. A State Aviation Board will deal
with technical questions, control flying schools, and assist
naval and military aviation (when requested).

An air transport insurance pool, composed of a combine of
about eighty Danish, Norwegian, Swedish and Finnish in-
surance companies, has been formed. The pool is arranging
the registration of aircraft throughout Scandinavia.

No regular aerial services have started as yet. The Norske
Luftfartrederei intends to open a number of routes in Norway,
and has received a Government subsidy of ,£3,800 (instead
of .£16,000 asked for of the Government).

France.

Since January 30, 1920, the Organe de Co-ordination General
de l'Aeronautique has been transferred from the Ministry of
War to the Ministry of Public Works under a Sous-Secretaire
d'Etat pour l'Aeronautique. He (the latter) is responsible for
the Air Navigation, Technical, Aircraft Production and Meteo-
rological Departments. A Technical Consultative Committee
has also been formed.

There is an Air Attache in London and Assistant Military
Attaches for aviation duties in Washington, Stockholm, Brus-
sels, Rome and Amsterdam. Missions have been sent to
Argentina, Brazil, Japan, Peru, Poland, Finland. Serbia,
Czecho-Slovakia and Turkey.

Subsidies based on the value of the machine and engine
and number of hours flown, with a bonus to the crew, a pre-
mium on useful load and speed, and 25 per cent, additional
grant to machines of military value are given by the Govern-
ment to commercial aircraft.

In addition the Post Office gives to mail aeroplanes 8 francs
for the first 100 grammes and 1.60 francs for every additional
20 grammes of letters carried.

The State has five aerodromes and 24 landing grounds for
civil use. Of these iS aerodromes have yet to be equipped.
Thirteen military" aerodromes may be used by Civil Aircraft.

The Consortium des Assurances Aeriennes has drawn up a
list of insurance tariffs.

Since Sept., 1919, a Toulouse-Rabat aerial service has been
maintained by the Compagnie de Navigation Aerienne CM.
Latecoere). A Nlmes-Nice service is run bi weeklv by the
Compagnie Aerienne Francaise. The Societe Anonyme des
Transportes Aeronautiques du Sud Ouest has been reformed
as the Compania Franco-Bilbania des Transportes Aero-
nautico to open a service between Bayonne, San Sebastian,
Bilbao and Santander, "by which it is hoped to carry mails
from Bilbao to connect with the Paris express at Bayonne
and, in the case of English mails, secure delivery in London
on the following day by arrangement with the Paris-London
air service."

There is a large rigid airship shed at Pierrefeu near Mar-
seilles available for civil airships.

{To be continued.)

july 14, 19^0 1 he Aeroplane 90A

THE PIONEERS' DINNER.

The dinner organised by Benn Brothers, Ltd., the proprietors
of Aeronautics, l or the survivors of the hrst hundred iiritish
pilots, tne pioneers 01 aviation, and sundry friends ol the tirm,
took place as advertised on July 12th. The gathering was
very representative of the early days of aviation and 01 tne
present-uay .British Aircraft industry. His Royal Highness
the Duke of \ork honoured the gathering with his presence,
and tne Chair was taken by Major-Gen erai J. E. B. beeiy.

The idea of a dinner to the pioneers of aviation was started
in the Royal Aero Club by some person or persons unknown.
A Sub-Coininittee was formed to decide who was and who
was not a pioneer, and a list of names was submitted to the
Main Committee of the Club. The said Committee turned
down tne scheme, chiefly because they, very wisely, funked
the responsibility oi making invidious distinctions. The
guests at the dinner on Monday included all the Aero Club
ligt and sundry others. Major C. C. Turner, the editor of
Aeronautics, who was, along with oneself, a member of the
original Pioneers' Sub-Committee of the Royal Aero Club,
is to be congratulated on having induced his proprietors to
undertake a task which one considered oneself after the Club
had turned it down and funked for the Aero Club's
reason, namely, that selection would make for one more
■enemies than friends — not that one is afraid of making
enemies, but one hates making enemies of the wrong people.

Some two hundred and fifty guests accepted Messrs. Benn's
invitation, of whom about forty-five were in the first hundred
pilots, and some sixty or so more were among the genuine
pioneers, such as the people who wrote the. first reports of
aviation meetings, the people who started Tne first aviation
papers, the people who supplied the first oil to aero-engines,
the people who first insured aeroplanes, and others who, like
oneself, have assisted from a safe place on the ground to put
others into the air. The rest may be classed as "also ran."

The pioneers were all very pleased to see one another, and
would have spent the evening cheerfully in conversation.
But, owing to the multitude of speeches, there was little
opportunity for talking. Evidently the indomitable patience
which is a necessary component of the pioneer has survived
the intervening years, for the pioneers bore the speeches as
unflinchingly as they bore the buffeting of fate in the past.

Being located at the outer fringe of the assembly, with
the breeze against the speakers, one was unable to hear most
of the speeches and so can only record impressions.

The Duke of York expressed his admiration of the pioneers
and regretted the lack of encouragement they hacl received.
Lord Desborough was inaudible. Captain Wedgwood Benn was
quite clever and made some very good jokes, judging by the
laughter. Lieut.-Colonel Moore-Brabazon boldly proclaimed
that though all sorts of people had been given titles lor alleged
services to aviation, not one of the real pioneers had received
any honour worth having, except Sir Frederick Sykes, and
he had got his for military work.

Sir Frederick Sykes made one of his usual graceful speeches.
Lord Burnham .spoke with rapidity. Commandant Sable, the
French Air Attache, made a speech in French in which the
word fratemelle occurred. Major Melvin Hall, the U.S. Air
Attache told a couple of quite funny nigger stories.

Mr. J. L- Garvin demonstrated that he had not lost his
Dublin accent. Mr. Wells talked Bolshevism-and-Soda, re-
marking that Europe, as chopped up at present, is too small
for international aviation, and suggesting that the United
States of Europe, under a League of Nations, would solve the
difficulties. He said that aviation will gain nothing from war.

Mr. Wells, like that other minor prophet Habakkuk, seems
'capable de tout. But people are apt to forget that when one
examines his so-called air prophecies in detail they are mostly
hot air. He is invariably wrong in his practical details.
As usual he omitted the interesting practical detail that a
unified Europe may be achieved by conquest even better than
by a League of Nations. And whether that conquest is
achieved by the Slavs or by the Teutonic peoples depends
largely on the development of military and naval aircraft by
German and English and French aeronautical engineers. If
we adopt the advice of Mr. Wells and his fellow-doctrinaires
the Slavs will win.

Lord Montagu made a commendably brief speech, and Lord
Londonderry, as is his habit, talked sound sense for a very
few minutes. General Seely, who is one of the most charming
of men when out of his political harness, said very little.

Messrs. Benn Brothers are to be congratulated on their
enterprise and pluck in organising the gathering, and one
regrets to find that the daily Press has failed to give them
and their entirety amiable journal Aeronautics the advertise-
ment which they deserve. — C. G. G.

The names on the programme were as follow :--

Acland, Capt. P.D. ; Adams, E. R. ; Aldworth, C. FX. J.;
Allen, Chas. V.; Aston, Capt. W. G. ; Austin, Sir Herbert.

Bacon, Miss Gertrude; Baden-Powell, Maj. B. ; Bagnall
Wild, Air Com. R. K. ; Bairstow, Prof. L. ; Barber, Horatio;
Brewer, Griffith; Barnwell, F. S. ; Barr, A. J. A. Wallace; Benn,

E. J. P.; Benn, Capt. Wedgwood; Bewsher, J. P. H.; Bird,
Squadron-Corn. J. , Blackburn, Wmg-Commander H. ; Black-
burn, R. ; Blake, Major Wilfred T.; Biumenfeid, R. ; Board,
Wmg-Commander A. G. ; Bouwens, B. G. ; Boyle, Capt. the
Hon. Alan R. ; Brackley, Major H. G.; Bradshaw, Granville,
Brand, Fit. -Lieut. Sir Ouiiitm; Bright, Sir Charles; hroke-
bmith, Lieut. -Col. P.; hrooke-Popham, Air-Commodore H.
k. M. ; Broome, Capt, F. C. ; Buck, Major F. C. ; Burnham,
The Rt. Hon. Visct. ; Buist, H. Massac; Busteed, Wmg-Com-
mander H. R. ; Butler, trank Hedges.

Caddell, Brig.-Gen. W. H. ; Caithrop, E- R. , Gary, R. O.;
Gates, Jonn; Lattie, A. J.; Chalmers Mitchell. Dr.; Charteris,
Captain R. L- ; Chereau, M. Norbert ; Clarke, T. W. K. ; Clay-
ton-Kennedy, Major K. E. ; Gierke, Major A. B. H. ; Cochrane,
William ; Cockerell, Captain S. ; Coghlan, Sir T. A. ; Conway
Jenkins, Brig.-Gen. F. ; Cook, bir Theodore ; Coppens,
Chevalier Willy; Crole-Rees, H. B.; Currie, Sir James.

Dale, Martin; Darroch, G. R. S.; Davenport, Arthur; David-
son, G. L. U. ; Davies, Keith E. , Dawes, Wmg.-Com. G. W.
I*. ; De Havilland, Capt. G. ; Delacombe, Lieut. -Col. H. ; Des-
borough, Thi Rt. Hon. Lord; Dolphin, Fit. -Lieut. W. ;
Douglas, John; Drexel, J. A.; Duffy, A. E. ; Dunne, J. W.

Ewen, Major W. H.

Fairey, C. R. ; lusher, Frank; Flanders, L. Howard;
Fowler, Major F. B. ; Fox, Chester; Frost, Edward P.

Garvin, J. L-; George, A. E- ; Glazebrook, Sir R. T. ;
Gnosspelius, Major O. 1'.; Gordon-England, E. C. ; Grahame-
White, Claude; Graziani, Major Carlo; Green, G. ; Green-
hill, C. G. ; Greig, Wing-Commander L- L- ; Greswell, C. PI. ;
Grey, C. G. ; Grey, Lieut. -Col. Spenser.

Hadfield, Sir Robert, Bart.; Hall, Major Melvin; Hamer,

F. E- ; Hammond, E. V.; Handasyde, G. H. ; Harbord, The
Hon. Mrs. Assheton ; Hawker, H. G. ; Heckstall Smith, Major
S. ; Hewlett, Mrs. Maurice; Higgins, Group-Capt., T. C. R. ;
Higgins, Air Vice-Marshal J. F. A.; Hubbard, Squad. -Com.
T. U'B.; Huggius, Brig.-Gen. A.; Hughes, G. E. ; Plynes,
Wing-Corn. A.

Isaac, Bernard; Isaacs, Godfrey; Itami, Major-Gen. Matsuo.

Johnson, Basil; Joyusou-Hicks, Sir Win., Bart., M.P. ; Jul-
lerot. Major H.

Kemp, Ronald C. ; Kerr, Rear-Admiral Mark , Knox, Henry.

Lang, A. Dashwood ; Lee of Fareham, Lord ; Leslie, Flight-
Lieut. Reginald; Ledeboef, Major J. H. ; Lloyd, Colonel F.
Lindsay; Lloyd, Herbert; Londonderry, The Most Hon. The
Marquess of, K.G. ; Longcroft, Air-Commodore C. ; Longmore,
Group-Captain A. ; Lorlaine, Lieut.-Colonel Robert ; Lord,
John; Low, Major A. R.

McCann, G. ; McClean, Lt.-Col. F. K. ; Macfie, Robert F. ;
Maitland, Air Commodore E- M. ; Mander, Lionel H. ; Man-
ning, W. O. ; Marlowe, Thomas ; Martin, H. P. ; Marsh, Lt.-Col.
W. Lockwood; May, Fred; Merriam, Capt. P.; Montagu of
Beaulieu, The Right Hon. Lord; Moore-Brabazon, Lt.-Col.
J. T. C. ; Morris, Lord; Mort, J. Chester; Morison, Capt. O. C.

Noel, M. Louis ; North, John D.

Ogilvie, Lieut^-Col. Alec; O'Gorrnan, Lt.-Col. Mervyn.

Page, F. Handley; Paine, Air-Marshal Sir Godfrey; Parrott,
R. J.; Paterson, C. Compton ; Pepper, Major J. W.; Percival,
N. S.; Pcrrin, Harold E. ; Petavel, Sir John E. ; Petre, Major
H. ; Pixton, Capt. Cecil Howard; Prestwich, J. A.

Raper, A. Baldwin, M.P. ; Raynham, F. P. ; Reynolds, Major
H.R.P. ; Richards, Geo. Tilghman ; Roe, A. V. ; Roe, H. V. ;
Roger, Sir Alexander; Rolls, Capt. Sir John Shelley, Bart.;
Ruck, Major-General Sir R. M.

Salmond, Air Vice-Marshal Sir John M. ; Samson, Group-
Captain C. R. ; Sassoon, Capt. E. V.; Sable, Commandant;
Savage, Major J.; Sayers, Capt. W. H. ; Scott, Group-Captain
A. J. C; Scott-Paine, Plubert ; Scott, C. J. Fairfax, M.A. ;
Searight, Major T. P.; Sebag-Montefiore, Major T. H. ; Seely,
Major-General The Rt. Hon. J. E. B. ; Selfridge, Mr. Gordon;
Seymour, Admiral of the Fleet Sir E- H. ; Shapland, H. P. ;
Shaw, Capt. W. R. Douglas ; Shaw, Sir Napier , Short, Eustace ;
Short, Oswald; Sigrist, A.; Singer, Sir Mortimer; Sippe,
Major S. V.; Smith, Lt.-Col. Sydney E. ; Somerset, Somers;
Sopwith, T. O. M.; Solbert, Col. 6. N. (U.S.A. Embassy);
Spencer, Herbert; Spooner, Stanley; Spottiswoode, J. H. ;
Stanton, Dr. T. E. ; Starke, E. E. ; Stevenson, B. ; Stone,
Geoffrey de Holden ; Swinton, Brig.-Gen. E. D. ; Sydenham
of Combe, Lord; Sykes, Major-Gen. Sir F. H.

Templer, Colonel James; Thomas, Plerbert J.; Thomas, G.
Holt; Thorburn, Douglas W. ; Thurston, Capt. A. P.; Travers,
Squad.-Leader J. L. ; Trenchard, Air-Marshal Sir Hugh M.,
Bart.; Turner, Major C. C; Turner, Lewis F. ; Tutin, J. B.

Volk, M. H. : Vvvvan, Air Vice-Marshal.

Wcvkefield, Sir C., 'Bart. ; Wallace, R. W. ; Walmsley, R.
Mullineux; Waring, Sir Samuel J.; Watkins, Capt. H. E. ;
Weir, Brig.-Gen. J. G. ; Welfare, W. T. ; Wells, H. G. ; White,
Sir Stanlev; White-Smith, H. ; Whittaker, Major W. E. de B. ;
Wickham," R. F. E- ; Wildeblood, Capt. H, E. ; Willows,
E. T. ; Windham. Lt.-Com. W., R.N. ; Wright, Howard T. ;
Woodfme, T. J.

York, H.R.H. The Duke of, K.G.

9°B The Aeroplane July 14, 1920

NAVAL AND MILITARY AERONAUTICS.

[The R.A.F. Appointments have been unavoidably held over
until next week.]

NAVAL.

Admieauy Appointments.
The following appointment has been made : —

July 9th. — Capt. — A. J. B. Stirling, C.B., to Argus, in command,
July 31st.

Movements of Ships.
Greenock, July 7th. — Argus (in company with other vessels) arrived

Naval Officers and the R.A.F.

Thd Admiialty are asking officers who have passed for lieu-
tenant and are in possession of watch-keeping certificates, to
apply to be seconded to the Royal Air Force for a period of
three years For the main part of this service the selected
officers will be employed in naval aviation ashore and with the
Fleet. Such officers will receive the grading of Flying Officer
at the beginning of the seconding period, though should they
be of -higher naval rank than sub-lieutenant they will be
granted corresponding honorary rank in the R.A.F. When
they are fully qualified as pilots they will be eligible for
promotion to Flight Lieutenant (by selection when vacancies
arise).

The permission of the Air Council is necessarv before any
of these officers can return to the Navy should they desire to
do so before the expiration of the term for which they are
seconded. The Air Council ma}', however, should they wear}'
of an officer's habits or manners, return him gracefully to the
service whence he came.

If any of these officers, aspiring to a higher life, should
wish to obtain a permanent commission in the R.A.F., the
Air Council, if they approve, will propose the move to the
Admiralty.

Officers lent to the R.A.F. under this scheme must appear
before the special aviation medical board.

They will, during their term of seconded service, wear the
service dress of the R.A.F. and the mess dress and full dress
of the Roval Navy.

AIR FORCE.
A Fatal Accident at Cologne.

On July .5th Flying Officer Alexander T. Macqueen, R.A.F.,
of No. 12 Squadron, was killed while flying at Cologne. Mr.
Macqueen, who was shortly to have been demobilised, served
as an officer on a P. and O. boat in the early days of the war.
On one occasion when the ship v as attacked by a submarine,
he was in charge of the guu which sunk the enemy vessel.

Tne Gottingen Prisoners' Camp.

In order to trace an officer whose name is still scheduled
as "Missing," would officers and men who were prisoners of
war at Gottingen in 1916 please communicate with C. G.
Jenyns, Services Club, Stratford Place, W. ?

The R.A.F. Memorial Fund Ball.

On July 8th a ball in aid of the R.A.F. Memorial Fund was
given at the Ritz Hotel. Among those present were H.M. the
King of Spain, Ff.R.H. the Duke of York, K.G., the Princess
Louise, Duchess of Argyll, the -Marquess and Marchioness
of Londonderry, Air Marshal Sir Hugh Trenchard, Bt., Air
Vice-Marshal Sir J. M. Salmond, K.C.B., Dame Helen Gwynne
Vaughan, and Air Vice-Marshai Vyvyan. About 600 dancers
took part therein. Several dinner parlies were given.

Athletics in the R.A.F.

On Satuiday, July 17th, the contest for the Athletic Cham-
pionship of the R.A.P'. will be held at Queen's Club. A cup
for the best all-round team has been presented by H.M. the
King, and small replicas of the cup have been given by the
Marquess of Londonderry, K.G., the Earl of Rocksavage, Sir
Charles Wakefield, Bart., Sir Phillip Sassoon, Bart., Air Vice-
Marshal Sir J. M. Salmond, K.C.B., and Air Vice-Marshal
Vyvyan. H.R.H. the Duke of York, K.C., will be present,
and H.H. Princess Marie Louise will give the prizes.

Inter-Services Lawn Tennis Tournament.

In the Inter-Services Lawn Tennis Tournament, which was
concluded on Satuiday at Queen's Club, the Army gained a
decisive win by securing 10 matches out of 15. The Royal
Navy and Royal Air Force won four matches and one respec-
tively.

Wing Commander H.R.H. the Duke of York and Wing
Commander Greig, who were the first string for the Royal
Air Force, were beaten 6 — ?., 6 — 1, by Major A. R. F. Kings-
cote and Major A. N. W. Dudley. One understands that
Wing Commander Greig was somewhat tired out by a pre-
vious strenuous match, which explains the one-sided charac-
ter of the contest, but everyone knows that to get any games
egainst England's best pla^'er is no mean feat.

Group Captain Ludlow-Hewitt, R.A.F., who was beaten
by Commander Bell, R.N., is described a^ 'a good stroke
player with no reliability." Possibly he wants re-timing or it

may be 'due to faulty carburation or a bad magneto. Or,
again, he may have been influenced by some of the engines
he used in the early davs. — G. r>.

ITALY.

The Italian correspondent of The "Aeroplane writes : —

The Delivery of German Aircraft.

The organ of the Interventionists of Turin — both in the
Services and not — has the following from Berlin, dated July
7th, 1920 : —

"We are in a position to give the good news that of the six
airships belonging to Germany two have been assigned to
Italy instead of one, as had been arranged. Our right to
them, strongly sustained by Colonel Scelto, head of our Mis-
sion at Berlin, has succeeded in overcoming all opposition to
the claim.

"At the end of July the first vessel will sail for Rome, where
she would have been already if the sheds ordered for the
vessels had been ready, which hangars, according to Col.
Scelto, the late Directorate of Aeronautics has failed to build.

"The second vessel will follow shortly after The ships are
the dirigible balloons L 61 and L.Z.II3. They are 196 metres
long, and have a cubic capacity of more than 50,000 metres,
and four cars each (gondolas).

"As well, 100 aeroplanes and 300 motors for aircraft have
been assigned to Italy, fifty trucks of this material having
already reach the frontier.". — T. s. h.

JAPAN.

The correspondent of The Aeroplane in Japan writes : —
The Siberian Front.

Our aercplanes belonging to our troops in Siberia are few
in number, while many of Bolshevisk aeroplanes have ap-
peared veiy often at the front, so that our Army authorities
consider that it will be necessary to send additional aeroplanes
to the front and have decided to send about 20 additional
machines there.

A New Army Aerodrome.

The new Army aerodrome is now in the course of building
at Phyong-yang, Korea, and another will be established near
Chiba, Chiba Prefecture. Both of them will be finished some
time in the next year, and two additional flying battalions
will be stationed in those places.

The Delivery of French Aeroplanes.

Seventy Spad machines of French make were delivered to
the Army Flying Corps from France a few weeks age, among
them were single-seater fighting machines with 180 h.p. His-
pano-Suiza engines and Salrnsou 230 h.p. engined two-seated
scout machines.

Aeroplanes in the Japanese Army.

Up to the present the aeroplanes used by the Army Flying
Corps were very different types, such as Nieuport, Sopwith,
Avrc, Salmson, and Spad, etc., bv.t it is ^cided that in the
future they will use only some special type of Army standard
machine, and seveial plans for machines of this type will
shortly be completed.

A New Naval Aviation Depot.

The Imperial Navy has decided recently to establish a large
aeroplane workshop at Kure, at an estimated cost ot
Y 30,000,000.

These workships will be the largest establishments of their
kind in Japan, and they will be able to make 60 machines
every month. It is also expected that the works will be com-
pleted in about two years, and that many officers and work-
men will be sent to Europe and America to research the work
of plane making.

Aeroplanes in Japanese Warships.

The Imperial Navy has made a provision very lecently for
certain warships of each fleet to have several machines of
ships-scout type on board, and they already are using the
machines on the Sea of Japan and Pacific, and elsewhere.

German Aeroplanes and Japan.

Lieut. S. Niwa, of our Navy, arrived home from Europe on
May 4th. He said that Large numbers of German aeroplanes
would be divided in the following ratio : British and French,
25 per cent., America 15 per cent., Italy 10 per cent., Japan
and Belgium 5 per cent.," and the officer said further, "That
some of German airmen are planning a flight between Berliu-
Tokio non-stop, in the near future, and that they expect to
arrive in Tokio from Berlin after a flight of only 90 hours."

Tellier Seaplanes for the Navy.

Several Tellier (twin-engined, 600 h.p.) machines of
French make have arrived for the Navy from France a few
weeks ago, and the first flying tests will be carried out by
our Navy airmen before long. — M. K.

July 14, 1920

The Aeroplane

90c

WE ARE EXHIBITING AT

THE SIXTH, INTERNATIONAL

Aero Exhibition

COMMA

July 9 -20,-1920

THE IDEAL
COMMERCIAL
A ER 0 PLANE

• As recently supplied to the
! IN STONE AIR LINE.

The machine here illustrated is the B.A.T. —
"Commercial Mark I" — universally acknowledged to
be the most practical and efficient commercial aero-
plane yet produced. Although a relatively small
machine — only 34 feet over-all length — it possesses
surprisingly commodious cabin and cargo accommo-
dation. Four passengers can be carried comfortably,
with ample room for personal luggage, or, alternatively,
parcels or mails to the extent of 1,000 lbs. in weight
and 150 cubic feet in capacity.

Here are some additional interesting points con-
cerning the machine : —
Engine: — 375 Rolls-Royce

™ Eagle VIII

Speed : — 45-115 mp.h.

Cabin : — Is clear of any

transverse cross

bracings or other

obstruction, and

measures 8 ft. by

3 ft. 3 in. by 6ft.—

this is a machine of

31/. ft. overall length

Direct entry off

ground through

ordinary door.
Load: — With 600 mile range
oil fUl,7— 1,000 lbs.

Fuel Cost at Full Load :—
7.2 pence per mile.

Chassis : — A sturdy job,

~~ sprung by an unique

combination of oleo
and rubber shock
absot bcrs.

Jail: — Can be trimmed in
flight from pilot's
seat — steer able and
practically unbreak-
able tail skid.

General Construction : —

Straightforward —
simple to repair
and recondition

The B.A.T. as a commercial machine has so many
natural advantages, and is so moderate in first cost,
that it is really the ideal machine to employ in
inaugurating air transport services.

A demonstration flight can be arranged and all
particulars obtained on application to ; —

British Aerial
Transport G> tl

38. CONDUIT ST.
LONDON W.

A11 impression of the interior of
the cabin ot the Bat Commercial .

Telephone :
Mayfair 637 and 638.

Telegrams :
Batigram, Reg, London.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

9°d The Aeroplane July 14, 1920

¥r ;

Aero Show— Olympia, July 9-20
j On Stand No. 50 (VSS)

We are exhibiting samples of

CONSUTA

Sewn PLYWOOD

l
si

The Finest Material yet evolved for
Aircraft Construction.

*' CONSUTA,'' the Super- Plywood, is actually sewn
together. The layers are first cemented together with
waterproof material and then Stitched through in parallel

rows about inches apart.

J This gives a rigidity and resilience unattainable by any

othtr method. Weight for weight it is the strongest
material yet evolved.

"CONSUTA" is used for the cabins of the commercial
type of Vickers " Vimy " bombers, entirely dispensing with
the use of cross-bracing wires. It is now being used for
the whole covering of flying boats — the largest type yet
built. Its uses are limitless.

The sheets are made to any desired size or shape up to
8 feet wide by 6o feet long, and from i inch to % inch
thick, thus eliminating waste in conversion.

Ask for our "CONSUTA" Booklet.

Patentees and Sole Manufacturers —

S. E. SAUNDERS, LTD.,

EAST CO WES, I.O.W.

Telegrams Telephone :

Consuta, Fast Cowes. Cowes 193.

y

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

Supplement to The Aeroplane, July 14th, 1920.

goE

SUPPLEMENT TO "THE AEROPLANE"

= INCORPORATING AIRCRAFT ENGINEERING, AERODYNAMICS, AIRCRAFT FINANCE AND COMMERCIAL AERONAUTICS
AND MATTERS PERTAINING TO THE AERONAUTICAL ENGINEER AND THE AIRCRAFT TRADER.

lii

THE LESSON OF OLYMPIA, 1914=1920.

direct the science of aeronautics — the relentless needs of
practice have forced up surface loadings — not for the
sake of loading, but that the aeroplane might become a
practical useful vehicle, with some reasonable relation
between the amount of aeroplane and the amount of
cargo it can carry.

In the power of engines installed 1920 again extends
upwards very much further than did its predecessor.
Nothing which really flew at the last Exhibition had a
smaller engine than the 35 Green of the Avi'o "Baby"
— but the 1,600 odd h.p. of the Bristol Pullman in the
form in which it occurs would probably have caused less
sensation at the earlier Show than the 800-h.p. in one
single engine of the Sunbeam "Sikh" engine — or even
the 600-h.p. of the Rolls "Condor."

Yet the great increase of power now employable is
not the real sign of progress in the art of aeroplane de-
signing. To-day each h.p. goes further than it did in
1914. The weight per h.p. of the completely loaded air-
craft of to-day is lower than that of 1914 — consequently,
the machine of to-day flies faster — but although the total
weight per h.p. is less a greater useful load is carried,
and carried faster.

For 1914, passenger and pilot carried for three hours
at 60 m.p.h. by 60 h.p. would have been an excellent
performance, or one passenger mile per h.p. hour. To-
day, with 120 h.p., three passengers and pilot at 80 m.p.h.
for the same time would not be abnormal — which comes
to precisely two passenger miles per h.p. hour.

Here, then, is the message of Olympia — the complete
answer to all those enthusiastic pessimists who cheerily
assert that there is no future for commercial aviation.

Aerial transport is — at the moment — an expensive
method of moving goods. Yet in the years between 1914
and 1920 — years devoted almost solely to the development
of aircraft for a purpose diametrically the opposite to
that of commerce — the factor which most directly affects
the cost of aerial transport has been reduced in the
ratio of two to one.

With the present knowledge of the art of aeroplane
design, with a proper appreciation of the lessons which
Olympia from 1914-1920 discloses, and with a little
courage and enterprise on the part of those who have
made war profits out of the Aircraft Industry, there
should be little difficulty in again doubling within dis-
tinctly less than another six years the useful results of
one horse-power expended in driving an aeroplane.

But neither lecturing the British public on their in-
difference to the possibilities of aerial transport nor
wailing to the British Government for financial assist-
ance will produce this result.

A little steady work, and a little — really quite a little
— capital invested in the certainty that no E.P.D.
will be levied on its returns for the next two years will
do more to hasten the real coming of commercial air
transport than would £50,000,000 per annum of Govern-
ment subsidies.

It is now over six years since the previous Aero Show-
held at Olympia, and it cannot fail to be of interest to
remark upon the differences which exist between the
aeroplanes which' were exhibited then and those that are
to be seen at Olympia to-day.

In many ways the contrast is extremely striking— even
to the casual beholder— in others it is amazingly small.
In form and in general aerodynamic design the areo-
planes of 1920 bear a very strong resemblance to those
of 1914. A monoplane, biplanes, and triplanes all appear
in 1920.

In 1914 the probable complete disappearance of the
monoplane in the very near future was widely expected
—and in fact to-day there is but the B.A.T. "Crow" in
this class. Nevertheless, there are distinct signs and
portents presaging the return of the monoplane in the
not very distant future.

In 1914 — if one remembers aright — the triplaue was al-
ready dead, yet here at Olympia are to be seen two of
the class — both amongst the most modern of British
Commercial Aircraft.

In 1914 there were tractor machines of the fuselage
type and pushers — of the open tailboom type.

To-day, "pushers" are confined to the flying-boat type,
nevertheless, there is exhibited a scale model of a de-
sign for a large passenger seaplane, put forward by one
of the most experienced of the constructors of sea-
aircraft as the commercial seaplane type of the future. The
flying-boats of 1920 had their ancestor in the Pemberton-
Billing exhibit of 1914 — and that — even then known as
a "Supermarine" — was an extraordinarily accurate fore-
cast of the Supermarines of to-day.

Of amphibians there were none at the Show of 1914.
To-day there are two — one, it is true, exhibited without
its "amphibbing" gear — but Olympia, 1914, contained
one Sopwith "Bat-boat" — and a Sopwith "Bat-boat" had
long since won the Mortimer Singer prize for an am-
phibian performance.

Thus Olympia gives but cold comfort to those partisan
prophets who decree the disappearance of this or of that
particular type of aircraft structure.

In the matter of actual size and capacity of individual
aircraft there has been a change. Though the preseut
exhibition contains machines smaller than anything be-
fore exhibited there, yet the effect of the three samples
of multi-engined passenger carriers produces the impres-
sion of a very considerable general increase in dimen-
sions. Actually, it is very doubtful if the average wing
surface per machine at the two Shows differs very much
— but if the true criterion, the average weight, be taken,
1920 is very far ahead, though here, again, the smallest
aeroplane of 1920 is lighter than any machine of 1914.

Which brings to light one very important index of
the line of progress along which aeroplane design has
moved. Against all the prejudices of those who fly —
and of many of those who do not but who profess to

9oF (Supplement to the aeroplane.) Aeronautical Engineering

July 14, 1920

THE AUSTIN MOTOR CO., LTD., Northfields, Birmingham.

the Austin Whippet (60=li.p. Anzani Engine) in the skeleton condition wherein one sample appears at Olympia.

The Austin Company show one of their neat little single-
seater biplanes in its complete form and one in skeleton form.
The two together are as convincing evidence as one can wish
of the Austin Company's ability to build a thoroughly sound
aeroplane. Among the small machines the " Whippet " can
certainly hold its own in the front rank.

The man who can afford and is allowed to keep a single-
seater machine would certainly find that the " Whippet " ful-
fils all his requirements. It is pre-eminentlv a machine for a
man who is an expert pilot, but whose mechanical ability
does not go any further than keeping an engine running.

The fuselage, for example, is constructed entirely of steel
tubing, so that there are no bracing wires to slacken off and
need tightening. Similarly the wings, although of standard
design, are constructed with steel interplane struts of stream-
line- tubing, and, instead of lift wires, streamline tubing is
used, so that not only are no landing wires required, but there
is no adjusting of bracing wires to bother the un-expert pilot.
Practically the only adjustable surface about the machine is
the tail plane, which can be varied to suit different
weights.

The undercarriage is of the standard "V" type with stream-
line tubes for the struts, the axle being mounted as usual on
lubber ;ho'-k absorbers. Standard type Palmer wheels are
fitted. The tail skid is of the steerable kind, so that the

machine can be manoeuvred on the ground as easily as a
motor-bicycle In spite of the small size of the machine, the
wings arc made to fold along the body, and this very desirable
feature is achieved without adding to the weight of the
machine to any appreciable extent. The result is that w- have
here a very small machine which, thanks to its folding wings,
can be stowed in any ordinary garage.

Moreover, the folding arrangement of the wings is so utterly
simple that the machine can be folded up by one man in less
than a minute, and when folded the machine is so light that
one man can easily walk about with it with the tail skid rest-
ing on his shoulder. Thus, any pilot who has the use of a
decent-sized field within a few hundred yards of his house can
easily keep the machine in his garage or in a shed, roll it out
into the field, open his wings, and fly away without any help.

The Air Ministry, after being satisfied as to the design and
construction of the machine, is prepared to grant certificates
of air-worthiness for the type as regards, strength and aero-
dynamic qualities. Perhaps even more important from the
purchaser's point of view is the fact that the first experimental
" Whippet " has already done an enormous amount of flying
and has proved itself to be a thoroughly practical vehicle.

Captain Nares, the firm's pilot, flew it from the factory at
Birmingham to Bristol, a distance of qo miles, in an hour,
and on continuing his journey from Bristol to London success-

ymux

AUSTIN.

July 14, 1920 Aeronautical Engineering

(Snpplement to The Aeroplane-)

XT OLYMPIA. — Top, the Show viewed from the East End. Middle, the Show viewed from the West End.

Hottom, the Engine Section of the Show.

(Supplement to Thb Aeropunb.) Aeronautical Engineering

JULg 14, 1920

AT OLYMPIA.— Top, the Vickers Stand. Second, the Hand ley Page "W.8." Third, the Bristol "Pullman" aud "Coupe.

Boitom, the Avro Triplane.

July 14, 1920

Aeronautical Engineering

(Supplement to The Auropmne.)

93

THE THREE NEW TYPES OF

OPWITH

CIVIL AIRCRAFT-

THE SOPWITH "GNU"

STAND NO.

42

OLYMPIA.

1 HE

QPWl

THE ANTELOPE

THE GNU

THE DOVE

embody the lessons
of war experience.

There were 16,237 aeroplanes
built to Sopwith design for
the Allies, including Scouts,
Fighters, Armoured Fighters,
Reconnaissance Machines,
Bombers, Seaplanes, Torpedo
Planes, Ship Aeroplanes.

No other firm in the world
has been responsible for so
many standardised aircraft
types. In Peace-time enter-
prise the Sopwith Company
will maintain its premier posi-
tion as designer-constructors.

itrl)

Registered Offices and Works

KINGSTON- ON -THAMES

Telephone: Kingston 1988 (8 lines).
Telegrams: "Sopwith, Kingston."

London Offices :

65, SOUTH MOLTON ST.

Telephone: Mayfair 5803-4-5. ^ |
Telegrams: " Efflconbmy, Phone, London."

Agents for Australasia: THE LARKIN-SOPW1TH AVIATION CO. OP AUSTRALASIA. LTD., 18, GURNE
STREET, ST. KILDA, MELBOURINB; also ABERDEEN HOUSE, 04, KING STREET, MEL =
BOURNE; and LONDON BANK CHAMBERS, Corner of PITT and MOORE/ STREETS, SYDNEY.

KINDIvY MENTION "THE) AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

94 (supplement to Tun aeroplane.) Aeronautical Engineering

July 14, 1920

fully fought his way through a sudden 6o-riiile~an-hour gale
which caused a very considerable amount of damage on land,
while he was safe 'in the air.

The speed of the machine in still air is about go miles an
hour, but it call land at 35 m.p.h. under ordinary circum-
stances, and a really skilful pilot iike Captain Nares can
practically sit it down on a handkerchief.

Apart from the "Whippet" being an ideal pleasure machine,
it really has a considerable commercial value. For example,
it would be ideal for forest patrol work, for it could be flown
from an aerodrome which would be too small for a big surface
machine. Owners of large estates even in England, world find
it useful for quick communication. And there are ex-pilots

in Australia, South Africa, Canada, and South America who, if
not owners of large tracts of country themselves, 3fe the sons
of owners and are at present employed in the administration
of those estates. Such pilots would find the Austin quite a
useful mount.

Specifications" of Austin "Whippet.*'

Span 21 ft. 6 ih Weight (full) 810 lb.

Chord .. 3 ft. 8 in. Weight (empty) 5801b.

Gap 3 ft- 10 in. • Engine 5o-h:p. Anzani

Length ..16 ft. 3 in. Speed; ..95 m.pih.

iieight ,7 ft. 6 m. climb 10,000 ft. in 22 min.

Surface 140 sq. ft.

WM. BEARDMORE & CO., LTD., Dalmuir, nr. Glasgow.

THE BEARDMORE W.B.II BIPLANE
(200-h.p. HispanoSuiza engine).— The
machine is here seen in its wartime
guise, the passenger seat equipped with
a gun mount. The passenger version
at Olympia is devoid of Ihis, and the
accommodation in the aft seat has been
improved in comfort considerably. The
engine has been altered to one of the
firm's own make of 160 h.p., but in
general form and appearance the two
are very similar.

The BeVkdmokf, W.B.2.

Based in its main details on a two-seater reconnaissance
machine built for the Air Services, this machine in its peace-
time guise serves admirably the many purposes to which any
really good two-seater may be put. For sporting purposes,
for touring, and for the rapid transport of light goods or
mails, it will be found directly available, and those who would

test its air qualities may, it is understood, sample thern on a
second specimen which is to operate at Cricklewood during
the Show.

The machine is a clean, straightforward, tractor biplane,
built on proved and sound lines. The fuselage is on four ash
longerons, spruce stiutted, and tie-rod braced, and is faired to
a circular section with formers and laths of spruce.

BEARDMORE

W.B.2.

IBD H=? BEARDMORE.

July 14, igvo

Aeronautical Engineering (S

upplcmcnt to The Aeropmne.)

95

EXPLORATION

96

(Supplement to The Aeroplane.) Aeronautical Engineering

July 14, 1020

The Passenger Car designed by Sir Wm.
Beardmore, Ltd., for a rigid Airship of
the R.36 type. At the top may be seen
the ijottom section of the main frame
ring, and from this duralumin tubes
on each side of the central gangway,
duralumin girders concealed by the
turned^back fabric, and bracing wires
running up to the next section of the
main frame of the ship support the
usual " catwalk." Between the gang-
way and the sides very neat folding
bunks afford sleeping accommodation,
fabric curtains dividing the cabin up
into two-berth compartments. Below
the bunks wicker chairs and tables pro
vide comfortable eating or writing
accommodation.

The wing structure is all equal span and choid biplane,
staggered1 fairly heavily, and fitted with two rows of struts
a side. Spars, ribs, and struts are of spruce, with steel fit-
tings and streamline wires.

A silenced 160-h.p. Beardinore engine supplies the motivs
power and is fitted with a hand-starter". It is fed with petrol
from a gravity service tank in the top plane, supplies whereto
come from the main fuselage tank, impelled by an air-driven
pump, with a stand-by hand-pump in reserve.

Except the rudder, all controls are unbalanced, and are
operated by the usual combination of joy.-stick and rudder-bar.

The dimensions, etc., of this type of Beardmore are given
hereafter.

Specification ok the Beardmore W.B.2.

Span 34 ft. 10 in. Weight, loaded 2,516 lb.

Chord 5 ft. 6 in. Useful load i5o lb.

Gap ... 5 ft. 6 in. Petrol capacity ... 50 gals.

Length overall ...97 ft. 7 in. Endurance ..." 4 hr.

Height overall ...10 ft. 11 in. Speed 55 to 107 m.p.h.

Total surface ..354 isq. ft. Climb.... 10, 000 ft. iti 25 min.

Weight, empty 1,751 lb.

At the time of going tc press the second of th^ Beardmore
machines had not arrived at Olympia, but an additional exhi-
bit in the form of the airship passenger car illustrated below

was on view,.

THE BLACKBURN AEROPLANE AND MOTOR CO., Olympia, Leeds.

The Blackburn "Swift."

This aeroplane, which is exhibited bv the Blackburn Aero-
plane and Motor Co., Ltd., at Stand No. 64, the AeTo Exhibi-
tion, is the latest model of torpedo-carrying ship aeroplane.
Official permission to exhibit it has been granted on condition
that certain special equipment, notably the torpedo gear, is
not shown, and for an equal reason this gear cannot be
described. Hence the machine exhibited may be regarded
simply as a ship aeroplane of high performance and high
load-carrying capacity.

From the standpoint of efficiency in performance the design
is best judged on the figures appended. The speed and useful
load figures are good for an ordinary machine and exceptional
for a ship aeroplane, subject as the type is to rigid limits of
surface rmd landing speed. The pilot's view facilities have
received attention, and partly owing to his relatively high
position, partly to the clean lines of the fuselage, there is an
exceptional field of vision forward, down and to the sides.

As regards behaviour in the air, the design gives a high
measure of stability, allowing "hands-off" flying for long
periods, whilst the arrangement of controls renders muscular
effort negligible. Manoeuvrability is excellent, owing to the
concentration of the main loads about the centre of gravity.

Constructionally, the "Swift" is robust and elastic to meet
the strain of sudden manoeuvres. In the detail work, great
care has been taken to guard against corrosion due to sea-air
and salt-water. Another aim has been the minimisation of
upkeep labour : the whole of the cential unit, comprising the
engine mounting, centre part of fuselage, undercarriage, and
centre section of wings, is a steel framework which practically
can never need trueing up. The rubber compiession-buffer
springing of main wheels and tail skid is another feature of
durability, which long experience with similar springing of
"Kangaroos" has shown to need practically no attention in
service.

July 14, 1920

Aeronautical Engineering (S«ppleieottb rm a**oW) V

Stand No. 59

HIGH PERFORMANCE, RELIABILITY, ECONOMY AND
A LENGTHY PERIOD OF EFFECTIVE SERVICE

—these are the salient features of the "BRISTOL"
Tourer. Three distinct types are constructed, namelyi
the Two-seater Tourer, the Three-seater Tc urer
having a rather wider fuselage, and the Three-seater
Coupe Tourer in which the passengers are protected
from the weather in a comfortable streamlined coupe.
The petrol tanks have a capacity of 70 gallons-
sufficient for a non-stop flight of about 600 miles while
transporting a load of 400 lbs.

Further particulars of

may be had at our Stand.

THE BRISTOL AEROPLANE COMPANY LTD.,

FILTON

BRISTOL.

Telegrams :

"Aviation, Bristol."

Telephone :

3906 Bristol.

Stand Telephone at Olympia — 2108 Hammersmith.

KINDLY MENTION " THE; AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

98 (supplement to the aeRopuNe.> Aeronautical Engineering

July 14, 1920

35' E3."

BLACKBURN

"SWIF

45D hR NAPIER.

Safety from fire has also received attention. The engine
installation is cut ofi by a fireproof bulkhead from the re-
mainder of the fuselage. The main fuel tank is of the self-
sealing type, petrol being pumped thence to a small gravity
tank in the upper plane. The installation is arranged to give
full accessibility for minor engine adjustments and also per-
mits of easy removal of the engine for full overhaul or large
repairs.

The engine is fitted with a silencer which has been specially
developed by the Blackburn firm tor usr- on torpedo-planes,
where the sound of an unsilenced engine is likely to attract
early and unfavourable attention from the target ship.

This silencer takes the form of a large 4-diameter expansion
chamber some three feet long inserted in the exhaust pipes
of the engine. It is said to be extremely effective.

As a ship aeroplane, the "Swift" is fitted with airbags for
llotation in the event of forced landing at sea, and with
wheels automatically removable in the air, to render such
landings safe. Slings for hoisting aboard ship are also fitted.
To facilitate stowage on shipboard, the machine folds its
planes, and the folding . gear is of interest not only for its
sound mechanical design, but also because in this case
staggered wings are arranged to fold. This presents certain
difficulties, and heretofore folding wings have entailed the
loss of that appreciable improvement of the pilot's view and
the slight increase in performance which staggered wings
permit.

Of its qualities as a torpedo-carrier, one may not speak in
detail. It is, however, admissible to state that it is the out-
come of over three years' experience in this particular class
of workj during which the Blackburn Aeroplane and Motor
Co., Ltd., has had unparalleled opportunities of obtaining ex-
perience and of collaboration with official experts. The list
of Blackburn Aeroplane and Motor Co. torpedo-plane patents
alone is clear evidence that the "Swift" is, in this respect as in
others, of the first class, and that the Company may fairly
claim to be specialists in torpedo-carrier design.

Of the actual details of the Blackburn "Swift" one may
say that it is a tractor biplane of rather unusual appearance.
The fuselage, which is of very great size for a single-seat
machine, is of a curious form, which gives to it the air of
having been cut into three pieces and then joined together
with the central piece upside down. The engine has an ap-
pearance of being cocked up in front at some appreciable
angle, the top of the section of fuselage from aft the engine
to the pilot's cockpit definitely rises fairly sharply, and there-
after to the tail the top line descends again — thus giving to
the upper contour the form of a widely-opened N. It is to
be assumed that the pilot's seat is raised to the limit for
view purposes, and that devoid of the hump provided for him
the outline would be normal.

The undercarriage and centre section are another noticeable
feature. Top and bottom centre sections, together with the
undercarriage, are built up into a unit. The upper centre
section is of slightly less span than is the lower, and the two
are connected by four interplane struts raking inwards up-,
wards. From both 'top and bottom of each of these struts
others slope inwards to the top fuselage rail. The lower edge
of the fuselage is secured to the lower centre section spars.

Below each of the front spar centre section struts is pro-
vided a telescopic rubber-sprung chassis strut, supported by
a hinged strut running backwards from its base to the base
of the rear spar struts, and on each side heavy tubes, fixed
a little off the centre line of the bottom of the fuselage,
run towards the telescopic strut and thence horizontal
tubes form the wheel spindles.

There is thus a clear space below the fuselage for the
dropping of the machine's load.

The wings are set onto the fuselage at a very coarse angle
and with an appreciable stagger, and are attached to the centre
section by hinges on rear spars and spigot and socket joints
on the front spar, thus folding. Owing to the combined
.stagger and inward rake oh the centre section struts the
wings, folded, are inclined upward and the top wing retreats
inward over the fuselage, the lower one remaining outside the
lines of the body when seen in plan.

In the wings themselves there seems little to call for com-
ment. They are of equal span and 'chord, and are all fitted
with ailerons of the unbalanced type. They appear to be of
a distinctly high lift type, which, considering the small dimen-
sions and the considerable weight of the whole, seems natural.

Such structural details as are visible show the machine to
be extremely robustly built, steel fittings of the tin clip type
being conspicuously absent, their place being taken by
machined stampings or forgings.

Altogether the machine has the look of having been de-
signed for purposes of offence.

Specification of the Blackburn "Swift."

Span (open) 4S ft. 6 in.

Span (folded) 17 ft. 6 in.

Length 35 ft. 6 in.

Height 12 ft.

Engine 450-h.p. Napier

Total weight, fully loaded

6,000 lb.

Useful load (including crew,

but not fuel) 1,975 lb.

Fuel capacity

4 hrs., full power

Mainplane area 720 sq. ft.

Full spe.ed 98 knots

Landing speed. 43 knots

Getting-off speed ...40 knots
Run to unstick

40 yds. in 20-knot wind

Range 392 nautical miles

Rate of climb 8.50 ft. per min.
Service ceiling 1^.000 ft.

July 14, 1920 Aeronautical Engineering « , 1 1 T . , on

0 - ■ O (supplement to THE Aeroplane.)

AERO
EXHIBITION

STAND 40

OLYMPIA, LONDON, W.

THE PIONEER MANUFACTURERS OF
SPECIAL STEELS FOR AIRCRAFT CON-
STRUCTION ARE SHOWING

Air and Oil-Hardening Nickel Chrome Steels ;
Chrome Vanadium ; Nickel and High Tensile
Carbon Steels ; Case-Hardening Steels ; Stainless
Steel; Steel Bars and Sheets; Forgings, Stampings,
and Pressings; Crankshafts, Valves, Connecting
Rods, and other Forged and Stamped Engine
Parts ; Pressed Steel Cylinders and Cylinder
Liners; "Speedicut" High-Speed Steel; Special
Crucible Carbon Tool Steels for all purposes ;
Files; Rasps; Hacksaw Blades and Saws, &c, &c.

THOS. FIRTH & SONS,

SHEFFIELD

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

100

(Supplement to The Aeropune.)

Aeronautical Engineering

July 14, 192a

THE BRISTOL AEROPLANE CO., LTD., Filton, Bristol.

The Bristol people show two examples of their excellent
work, namely, the big "Pullman" triplane and the three-
seater "Coupe Tourer." As is customary with the Bristol firm,
their exhibit gives one the impression of solid construction
and sound workmanship such as inspires confidence in those
who are likely to use aircraft.

The Bmsioi, "Pullman "

The "Pullman" triplane is practically the Bristol "Braemar,"
which was produced during the war, rearranged as a passenger
machine. This is its first appearance in public. It is notable
among big machines of its class for its high speed, which
is modestly stated at 125 m.p.h., though uncorrected air
speedometer readings show a maximum speed of 134 m.p.h.
With the engines a little more than half throttled the speed
recorded was over 100 m.p.h., so that evidently it is capable
of long range work at comparatively high speed without over-
straining the power plant.

The noticeable feature about the planes apart from their
size is the fact that they are considerably swept back from the
centre section. The bracing strikes one as being particularly
good, in that the flying wires run from the bottom plane to
the top plane, thus giving a very good angle of bracing. The
middle plane is fixed to the point of intersection of the flying
and landing wires The interplane struts, however, instead
of going straight through from the middle plane to the top,
form separate struts from the bottom plane to the middle
plane and from the middle plane to the top plane.

The engine nacelles are of particularly neat design and are
held in a diamond-shaped arrangement of six struts forward
and six aft. Two struts forming a close V run direct from
the engine bearers to a point on the bottom front spar, and
two more run similarly from the back of the engine bearers
to the bottom rear spar. From the same points in the spars
big strong struts run direct to the centres of the wheels.

The radiators are placed under the engine bearers and
are fixed to these Vs. From the bottom of the radiators other
struts run upwards and outwards to the middle plane spars,
and from those points on the middle plane other struts run
upwards and inwards to the top spars. The whole of this
strutting is skilfully braced with streamline wires.

The undercarriage consists of a wonderful arrangement of
four wheels with radius rods and shock absorbers inside
streamline casings. The two wheels on each side are con-
nected one with the other by a deformable parallelogram of
steel tubes which ensures their tracking properly.

The fuselage, which is an elaboration of the usual strut and
steel stay arrangements, has seating accommodation for 14
people in addition to the pilot and engineer. There is 7 ft.
of head room in the cabin, so that to a very great extent one
is relieved of the cooped-in feeling inseparable from smaller
machines.

The tail unit is a biplane with three rudders, the centre one
of which projects above the upper tail plane. The elevators
and ailerons are both balanced and so is the centre rudder,
but the two outer rudders are not balanced.

The pilot and engineer are seated right in the nose of the
machine in a species of conservatory which should afford

them an excellent view. The control arrangement is by a
single wheel for elevators and ailerons and by a pair of pedals
instead of a rudder bar for the rudders. This rudder-pedal
arrangement certainly strikes one as being more comfortable
even if slightly heavier than a rudder bar. Those who flew
the old Maurice Farman will probably agree.

The engine controls at first appear somewhat fearsome, and
strongly resemble the interior of a signal box at an important
railway junction. They are in fact really very simple, more
especially so as the controlling of the engines is chiefly done
by a mechanic who sits alongside the pilot, instead of by
the pilot himself.

A full description of the controls would in fact require a
separate article to itself, and one therefore recommends
readers to go and inspect this portion of the exhibit with
special care.

the "Pullman.-"
Engines ...Four "Liberty,"
400 h.p. each

Weight-
Full 17.750 lb.

Kmpty 11,000 lb.

Speed 125 m.p.h.

Climb ...10,000 ft. in 12 min.

Specification of

Span-
Two upper planes 81ft. 8in.
Bottom plane ...78 ft. 3 in.

Chord 8 ft. 6 in.

Gap ..... . .. ' 7ft.

Length 52 ft.

Height 20 ft.

Surface '.905 sq. ft.

The Bristol Coupe.

The "Coupe" is more or less one of the famous Bristol
"Fighters" altered for peace purposes. One has always been
of the opinion that a sword would make an extraordinarily
inefficient ploughshare, and one is certain that a spear would
never make a respectable reaping hook. Similarly one has
never been a believer in turning war machines into passenger
machines. All the same, the Bristol "Coupe" comes as near
being a perfect peace machine as any transmogrified war
machine can be.

Personally one has a dislike of being cooped in, so for a
long cross-country flight one would prefer the Bristol three-
seater "Tourer" to almost any three-seater machine one has
seen, but those who prefer a closed-in machine will certainly
like the "Coupe" as well as any three-seater in existence.

It ha& the advantage, which is not common to all three-
seaters, that both the passengers face the engine. This, of
course, means widening the fuselage, but it is doubtful whether
this makes any material difference to the speed, as the fuse-
lage aft of the cabin is as well streamlined as is possible.
The lid of the cabin is held down by a very ingenious and
simple clip, which can be released either from inside or out-
side. One would, however, like to see spme species of emer-
gency exit in the floor, so that the passengers could extricate
themselves without trouble in the event of the machine turn-
ing over on landing and crushing the tail so that it became
impossible to open the lid of the cabin.

The engine is a Siddeley "Puma." This engine has earned
for itself a very high reputation for reliability in the course
of the last two years. There was a time when engines of
the B.H.P. design were regarded by pilots as unreliable, but

% FftortT

<,TnoT 0—

BRISTOL

IN Tinm^Nfe

Vrvur socket

ItOWAoJK

July 14, 1920

Aeronautical Engineering

(Supplement to The Aeroplane.)

101

y

— an outstanding point
m "the most efficient
Aero Engine in the
world

The Engine illustrated it the

DRAGONFLY— 340 h.p.— 9 cyl.
(Static Radial).

WALTON MOTORS, Ltd,
Walton-on-Thamei.

Tilipkont:
ESHBR 306 *nd 307.

T digrams:
"MOTORS, W ALTON -
ON. THAMES."

KINDLY MENTION

THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

102

(Supplement to The Aeropiane.)

Aeronautical Engineering

July 14, 1920

experience showed that the unreliability was generally due to
the pilots' habit of taking the machine off before the whole
engine and the oil supply was thoroughly warmed. One of
the most experienced pilots in the R.A.F., who has flown
many thousands of miles over enemy country both in Europe
and Asia, has told one that if only a pilot will run a B.H.P.
or "Puma" engine for a minimum of 10 minutes on the
ground before starting flying he will never suffer any trouble
from loss of oil pressure or seizure of bearings. This being
so, the Siddeley "Puma" seems to be an eminently suitable
engine to fit in a touring machine.

The engine installation as a whole is very well done. A
nose radiator of the ordinary type is fitted, and the radiator
shutters, which are adjustable from the pilot's seat, are fitted
in front of the radiator. The pilot's seat is so arranged that

his eyes are six inches below and about six inches behind
the rear top of the centre section, so that he can see com-
fortably all round and above him, and has quite as good a
view as is necessary forward and downward.

Needless to say all the workmanship of the machine is up
to the usual high standard set by the Bristol Company when
it entered the Aircraft Industry ten years ago.

Specification of the "Coupe."

Span 39 ft. 5 in.

Chord (top) 5 ft. 6 in.

Gap 6 ft.

Length 26 ft.

Height 9 ft. 6 in.

Surface 405 sq. ft.

Engine Siddeley "Puma"

Weight (full) 3,100 lb.

Weight (empty) 1,900 lb.

Speed 115 m.p.h.

Climb 1,000 ft. in 15 min.

THE BRITISH AERIAL TRANSPORT CO., LTD., Conduit Street, W.l

The British Aerial Transport Company show three of the
well-known machines designed by Mr. Fritz Koolhoven —
namely, a BAT " Bantam " of the F.K.24 type, a BAT limou-
sine of the F.K.26 type, and a BAT "Crow," which was the
last of Mr. Koolho\en's designs.

The BAT "Bantam" has already been described and illus-
trated many times in this paper. The particular machine
shown is fitted with an A. B.C. "Wasp II" engine. This
machine was admitted by many of the best pilots in the R.A.F.
to b.e the handiest of all single-seater fighters produced during
the war. Unfortunately, they "Wasp II" engine was not frilly
developed in time to be used on active service, and this fact,
together with the usual delays, obstructions and obstinacies
customary in the war-time Technical Department, prevented"
the machine from ever being used on active service. Never-
theless such eminent pilots as the late Peter Legh, Major
Draper, and the late Roland Garros demonstrated in England,
France, and Holland the supreme manoeuvrability of the little
machine. And recently the R.A.F. Test Station at Mar-
tleshani Heath issued a report admitting its excellence.

With the "Wasp II" engine, which now develops 200 h.p.,
the BAT develops a speed of 146 m.p.h. at 1,000 feet and has
a climb of 1,700 feet in 16 min. 18 sec. with military load,
which includes two machine-guns. The machine is shown
exactly as it passed these tests.

It may be well to record that the fuselage is of the " Mono-
coque " type, constructed entirely of three-ply wood on oval
formers supported by ash longitudinals. The advantage of the
three-ply construction is that the fuselage can be practically
shot to pieces in battle without crumpling as does the ordinary
strut and wire structure. The engine itself is bolted to a
duralumin back plate, and the accompanying cowling gives
the finest possible form of streamline to the whole fuselage.

Specification of the B.A.T. "Bantam."

Weight (full) 1,618 lb,

Weight (empty) 953 ib.

Engine ...A.B.C. "Wasp II"

Speed 150 m.p.h.

Climb 10,000 ft. in 73 ruin.

Span i 25 ft.

Chord 3 ft. nj in.

Gap 3 ft. 3 in.

Length 18 ft. 5 in.

Height 6 ft. 9 in.

Surface 185 sq. ft.

The "Commercial Mark I."

The BAT limousine, now known officially as the " Commer-
cial Mark I," has also been described very fully in previous
issues. It is undisputably the first aeroplane in the world
designed expressly for commercial purposes. It is in no way
an adaptation of a war machine. Also, as far as one can dis-
cover, it is the only British machine designed to carry four
passengers and a pilot in a totally enclosed body. This fact
is somewhat peculiar, for, on the good old principle that
'■' two's company and three's none," it would seem obviously
the right thing to build a machine to carry two couples".

The extraordinarily clean design of the BAT fuselage prob-
ably accounts for her high speed and lift with comparatively
low power. So efficient is the machine that she can carry a
useful load of 1,000 lb. with sufficient fuel to give her six
hours' flying at 110 m.p.h. with an "Eagle VIII" Rolls-Royce.

So far as one can discover, the only modification in this
machine since its first appearance early in 1919 is that the
oleo-pneumatic undercarriage has been rendered still more
shock-proof by fitting it with supplementary elastic springing.

It will be remembered that the Instone Air Line recently
acquired one of these machines for the London-Paris service.
Specification of the B.A.T. "Cobimerciai,."

cpan 46 ft." Gap 6 ft 6.in.

Chord 6 ft 6 in. Length .... 34 ft.

ADDlT-fOMAU SHOff '

A6SOR6'cR. OH 1i j*7.

B.A.T

t p(Ttft.c»La r*Gs

0 '(io.

July 14, 1920

Aeronautical Engineering

(Supplement to The Aeroplane.)

IO3

A curious

STAND
NO. 33

AT THE

AERO

EXHIBITION,
OLYM P I A,
JULY 9-20, 1920.

Telephone No.: HAMMERSMITH, 2112.

(2)

(3)
(4)

St. James's 1.

AS aviators will remember, when Sir Ross Smith
was flying in his famous Vickers-Vimy Rolls
at Calcutta a hawk flew into the propeller and
cracked it.

Accidents are caused in most unlikely ways. You
cannot prevent them — but a sound insurance will
help substantially to ameliorate the results.

The " General " holds the lead in every branch of
Aviation Insurance, and has evolved the most
comprehensive policies obtainable.

It fully covers : —

(1) 'Damage to Aircraft ;

Fire, Explosion, Self-Ignition and Light-
ning ;

Burglary, Housebreaking and Theft;
Third 'Party Claims.

Pilots, Passengers, Legal Liability to Passengers,
Cargo, Riot Risks, Salvage Charges, Employer's
Liability, Ground Risks, Storm and Tempest, and
other hazards may also be covered.

Every risk is rated on its merits.

Insure with the Company which has the experience
of insuring the largest Aircraft firms in the world.

For further particulars apply to : —

GENERAL ACCIDENT FIRE
AND LIFE ASSURANCE
CORPORATION, LTD.

{Established 1885).

Assets Exceed ^3,000,000
Claims Taid Exceed £12,000,000.

Chief Offices :

General Buildings, Perth, Scotland.
General Buildings, Aldwych, London, W.C.2.

General Manager: F. NORIE - MILLER, J.P., F.E.I.S.

Ttlephone Nos. I Holborn 3188-3191.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

I04 supplement to thb a-rotuw.) Aeronautical Engineering

July 14, 1920

Height 11 ft. 3 in. Engine ...

Surface ...580 sq. ft. Rolls-Royce "Eagle" 350-h.p.

Weight (full) 4,500 lb. Speed 115 m.p.h.

Weight (empty) 2,700 lb.

The " Crow."
The BAT " Crow " is an amusing little machine which does
certainly fly, though one can scarcely regard it as a serious

aeroplane. In fact, it amounts to a motor-cycle sidecar body
slung under a pair of wings, with a miniature engine, together
with its tank, stuck onto the junction of the wings. The tail
is carried on a pair of box-girder beams.

Major Draper flew the machine successfully at Hendon,
though the engine was not at the time entirely satisfactory,
and expressed the opinion that it ■wag quite amusing.

THE CENTRAL AIRCRAFT COMPANY.

COvfcR. in FUOAT.

CENTRAL
AIRCRAFT Co,

For a firm which has hitherto built only ' land machines
to now embark upon the production of a seaplane is evidence
of unexpected enterprise. To have produced at their first
effort a seaplane fitted with an engine of low power which is —
in the opinion of one of the best and most experienced of
seaplane pilots — " very good indeed," is a very considerable
achievement. In the Centaur 4b seaplane the Central Aircraft
Co. have achieved this result.

Based in its aerial structure on the Central Airciaft Co.'s
Centaur 4 land machine, the type 4b is a small tractor biplane
of simple and robust construction, very lightly loaded as to
wing surface, and in consequence capable of carrying nearly
19 lb. per h.p. at a moderate speed, with no signs of sluggish-
ness in her flight. Obviously, however great may be the

advantages of a power loading of less than 10 lb. per h.p.,
machines possessing it are not good dividend-earners.

To the aeroplane proper there are attached twin floats of
the well-tried stepless pontoon type, and a tail float. The
floats are carried by a chassis of oval steel tubes, four of these
serving as struts and two others as cross members. An ample
water surface is provided, and a correct position of float has
been secured, and in consequence the machine is quick to get
off and easy to handle in alighting.

In construction — as has already been remarked — the machine
is simple and robust. The fuselage is of ash and spruce
longerons, with spruce struts, steel fittings, and tie-rod
bracing. The engine — air-cooled and thus free from radiator
complexities — is bolted to a rigid plate forming the fore end

July i4) 1920 Aeronautical Engineering (SuPplemeat to thE a«o,un. I05

THE FAIREY AVIATION CO., LTD.,

(Contractors to the Admiralty
War Office and Air Ministry.

Head Office, HAYES, MIDDLESEX.
London Office, 175, PICCADILLY, W.l.

Works, Hayes, Middlesex, and Hamble, near Southampton.
Designers and manufacturers of Seaplanes, Flying Boats and Aeroplanes.

Patentees of the Fairey Patent Variable Camber Gear for Aircraft.

Sole Licensees of the Linton Hope Patent Hull for Flying Boats.

Designers, by special request of the British Government, of the "Atalanta"
type Flying Boat, the largest of its kind constructed.

The following types of Fairey Seaplanes designed for
the British Government have been put into production
for Service use: — Fairey Campania, Hamble Baby —
type IIIA, type IIIB, type IIIG.

WE ARE EXHIBITING AT

THE SIXTH^^I^ATIONAL

Aero E^ibition
July 9-20.- 1920

STAND No. 47.

Telephone— 19 Hayes, Middlesex.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

io6

(Supplement to The Aeropusje.)

Aeronautical Engineering

July 14, 1920

of the structure, with behind and above it the petrol and oil
tanks. Aft again, and extending from the front centre
sections struts to well behind the wings, is one long cockpit,
divided by a cross strut at the rear centre section struts. In
the forward part of this are seated the two passengers : af t,_ the
pilot is provided with all the necessary controlling mechanism.
Thence the fuselage tapers to a vertical knife edge, and is
furnished at its rear with the usual tail, whereof it may be
noted that the fixed stabilising surfaces, fin and tail plane, are
of very ample size and serve to give to the machine a very
large but not unduly great degree of stability. Incidentally,
it would appear that rudders and elevators on this machine
are interchangeable.
The wing structure is a biplane, of equal span and chord

m its two members, devoid of stagger, and equipped with
ailerons on both planes. Two bays, with profiled spruce
struts and cable bracings, are on each side, top and bottom
wings on each side being identical in form and size — the centre
section, therefore, is of a width equal to that of the fuselage.

Specification of the "Centaur" 4B.

•39 ft.

1 m.

5 ft-

Span

Gap

Chord 5 ft

Length overall ...27 ft. 1 in.

Height 9 ft. 6 in.

Surface 3S0 sq. ft.

Weight, empty 1,230 lb.

Weight, loaded 1,900 lb.

Useful load 320 lb.

Engine 100-h.p. Anzani

Petrol capacity 24 gals.

Endurance 3 hr.

Speed 40-75 m.p.h.

THE FA1REY AVIATION CO., LTD., Hayes, Middlesex.

The machine exhibited by this firm presents certain diffi-
culties to the writer who would describe it.

The details of the design are bristling with novel and in-
genious features, but either they may not be described because
the Air Ministry forbids, or they cannot because Mr. Fairey
has as .yet had insufficient time to file his patent specifications
and one may therefore not view them too closely.

But even so the machine shows many interesting points.
The first thing that is noticeable is the immense size of the
floats compared with the remainder of the machine. The
Fairey firm know too much about floats to overburden their
machine with superfluous buoyancy, and a rough calculation
leads to the conclusion that this quite small machine must
weigh, in flying trim, something of the order of 5,000 lb., if
not more.

This is confirmed by a suggestion from an authoritative
source that the wing loading approaches 12 lb. per sq. ft.

The peculiar fuselage and tail arrangement also attracts
attention at once. Aft from the rear cockpit the fuselage re-
mains of constant and very considerable depth, with its top
line practically on the level of the top wing. .Tail plane and
elevators are mounted upon its upper surface, with a rudder
extending very slightly above the tail plane, but extending
downwards over the depth of the fuselage and of the tail float
which is attached directly to the underside thereof .

These two striking features noted, one observes that the
machine is a two-seater, pilot in front, machine evidently
intended to be capable of defence, if not of offence. The
pilot seated normally with his head well above the upper
centre section is provided with a S3Tnchronised Vickers gun,
firing forward, the observer close up behind him has the
ubiquitous Scarffgun ring.

Ascent to the seat gives a partial explanation of the curious
tail arrangement, for it is at once seen that it allows of a clear
field of fire backwards, and an inspection of the pilot's seat
discloses the fact that, although he is raised to have a clear
view over the top plane, he can at need, by pulling a lever,
drop some five inches and secure below that plane an excel-
lent view for landing.

The fuselage is unique in its construction. It is built in
two entirely separate parts — a nose-piece carrying the engine,
and a tail-piece which runs from aft the wings to the tail
and carries the two seats and their attendant appliances. Be-
tween these two there intervenes merely a cased-in portion
of what is really the central unit of the machine, built en-
tirely of steel and including top and bottom centre wing spars,
their connecting struts, and all wing and chassis attachment
fittings.

The two fuselage sections are attached by bolts to this
central unit, and may be removed bodily without disturbance
to any other portion of the machine. In their construction
nothing but straight pieces of timbei— straight from the
thicknessing machine in most cases — are employed, together
with a very small variety of standardised fittings.

The aft end, indeed, has actually nothing but spruce lon-
gerons and struts of uniform section cut off to length in a
jig, and aft the observers' seats there is, exce'pt for the
tail fittings, but one form of fitting.

There is no wire bracing athwartship in this part of the
fuselage — instead, spruce stiffeners forming a complete
' diamond are built onto the struts at each bay.

The wings, which are of the folding type, are extremely
similar to those of the Fairey type 3. They are of equal
span and chord, staggered, and fitted with the Fairey

July 14, 1920

Aeronautical Engineering (SUPpiemeat to the aeroplane.) l07

FIRST to carry a load of i-£ tons 14,000
feet #into the Air (officially
observed and certified),

HOLDS 24 BRITISH AIR RECORDS
for speed, duration and useful
load carried.

"it is lighter per H.P. than any other water-cooled Aero
Engine yet produced.'1''

Automobile Engineer.

CALL AT STAND 57

Olympia Aero Exhibition, and
inspect the most up - to - date
highest powered Aero Engine
passed for service,

D. NAPIER & SON, LIMITED,

14, New Burlington Street, W.i.

Works - - - - Acton, London, W.3.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

io8

(Supplement to The Aeroplane.)

Aeronautical Engineering

July 14, 1920

patent variable camber gear, which consists of adjust-
able trailing edge flaps operated so that they effec-
tively vary the wing camber by a handwheel in the pilot's
cockpit. r

With the flaps in their normal position a high efficiency
wing section is available with all the possibilities of high
speed which attend thereon. With the flaps pulled down a
heavily cambered high lift section appears, and a low land-
ing and gettmg-off speed is possible, despite heavy wing
loading.

In this particular case the camber gear has new features.
Firstly the flaps themselves have semi-circular fore-edges,
which, whatever be the position of the flaps, leave a fair line
of flow over the whole wing surface. These flaps are pivoted,
on overhanging hinges, from the rear spar, at the centre of
the semicircle forming this edge, and as this semicircle is of
considerable radius, the hinge point is appreciably within the
edge of the flap — which reduces the moment about the hinge
and amounts to a partial balancing in effect.

Then the camber changing handwheel has upon the same
spindle the handwheel for the tail plane adjusting gear. The
tail-plane adjuster may be either moved independents to trim
the machine, or it may be interlocked therewith. This done,
operating the camber gear alters the tail plane setting to just
compensate for the movement of the centre of pressure which
follows the change of camber and, the machine once trimmed,
the camber can be varied without trimming

As the machine appears it is a seaplane, though it is said to
be of the amphibian type, and one assumes, therefore, that the
amphibian part of the gear is so far to remain secret. Of the
exact purpose for which it is designed one is told nothing

with great -emphasis. It may suffice that the machine is— as
has. already been noted— equipped for fighting. Taking the
rough estimated weight of 5,000 lb. already arrived at to-
gether with the fact that the Napier engine, wherewith it is-
equipped, will give 500 h.p., it appears that the weight per
h.p. is m the neighbourhood of 10 lb. 10 lb. per h.p. and
12 lb. per sq. ft. on an efficient wing section should mean
speed — between 130 and 140 m.p.h. seems reasonable.

Even with 12 lbs. per sq. ft., on Fairey wings, a low
getting-off speed, and with the h.p. available, a quick get-off
seems likely. Can it be that the R.A.F. have at last decided
that flying land machines from a ship's deck and losing them
in the sea is a wasteful and unnecessary proceeding ? What-
ever may be the designed purpose the machine is eminently
suitable for sea patrol from seaplane ships, and one hope's
that it may herald the revival of the long-neglected seaplane.
Specification of the Fairey Amphibian.

Span 40 ft. Height 11 ft. 6 in.

Chord 6 ft. Surface 440 sq. ft.

Gap 5 ft. 9 in. Engine Napier 450 h.p.

Length overall 30 ft.

The Air Ministry prohibits the publication of further data.

MARTINSYDE, LTD., Woking.

The Martinsyde Type "A."
In designing the Type A as their first purely commercial
type aeroplane, Martinsyde, Ltd., have carefully considered
the pros and cons of various types and sizes of aircraft and
have settled upon what may properly be described as a happy
mean. Believing as the firm does that until the multiple-
engine type has been developed to a much greater degree of
reliability than at present the single-engined machine is the
more reliable, they naturally have confined themselves to this
type.

As engine reliability is a sine qua non for such purposes as
this is desired for, an engine of round about 300 h.p. was
indicated as roughly the limit — not that there are no reliable
engines of greater h.p., but that at about that power there
existed a number of tried and trusty engines. A larger
power had involved a more restricted choice and a greater
chance of failure of engine supplies.

This machine was designed specifically for high-speed pas-
senger- or freight-carrying work, and is of the smaller class
of commercial aircraft. Martinsyde, Ltd., do not believe that
at present the multiple-engined type of aeroplane has been
developed to a stage at which it can compare in reliability
with the single-engine -type.

This fact and the desirability of designing for an engine
h.p. which could be provided by two or three different types
of tried and proved engines limited the power to the neigh-
bourhood of 300 h.p., and — high speed being the essential
feature of aerial transport — -the power limit imposes a limit
to the machine dimensions.

Actually there would appear at the present time to be more
immediate useful employment for a machine of about this
size than for either much larger or much smaller, types, and
with the combination of high performance and good load-
carrying capacity which it possesses the type A Martinsyde
should prove to be one of the most generally useful machines
yet built.

It can be built as either a passenger carrier or as a freight
machine, carrying pilot and either four passengers or freight
to a total of 1300 lb., or any intermediate combination of
freight and passengers, together with 80 gallons of petrol
and 8 gallons of oil — sufficient for a range of 500 miles or
more.

The Rolls-Royce "Falcon" engine of 275 h.p., and the His-
pano-Suiza 300 h.p., are the two standard engines which have
so far been fitted to the type.

The exhibition machine is fitted with the 300 h.p. Hispano

MARTINSYDE

Type"A':., Mark II.
ZDO HP. HISPAND-SUIZA

01 i<^»

July 14, 1920

Aeronautical Engineering

(Supplement to The Aeroplane.)

IO9

lllM ok, Record

ok, ivceo]

S C. G. Grey, " ^Aeroplane"

LONDON to TURIN

650 miles, % hours, 20 gals, petrol.

This wonderful performance was done on the

AVRO BABY.

The machine which won the

EFFICIENCY PRIZE

at the Aerial Derby, 19 19.

A. V. ROE & CO., LIMITED,

London Office :
.6?, Piccadilly,
W.l.

Telephone: Regent 1900.
Telegrams: "Senalpirt,
Phone."

AVRO WORKS,
NEWTON HEATH,
MANCHESTER.

Telephone : City 8530.
Telegrams: "Triplane," Manchester.

Experimental Works:

H a m b 1 e ,

Southampton.

Telephone : Hamble 18.
Telegrams: "Roe," Hamble.

We are exhibiting this machine at Stand 63

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

I IO

(Supplement to The Aeroplane.!

Aeronautical Engineering

July 14, 1920

MARTINSVDE

St/of assembly

engine, and is equipped for pilot and four passengers, and
is shown with a land undercarriage — a separate and inter-
changeable float undercarriage for the same machine can be
supplied in addition.

The type A is of the normal tractor biplane type, with
staggered, equal top and bottom planes, having two rows
of interplane stmts aside. Passengers or freight are accom-
modated within the fuselage from beneath the centre section
to well aft the wings, with the pilot's cockpit nearly halfway
to the tail. The tail contains the normal organs, a tail plane
with divided elevators, the whole being in plan of a truncated
trapezoidal form, a nearly triangular fin, and a rudder which
can be most nearly described as a quadrangular affair with
iwo corners and two rounds off.

In the construction of this machine very great attention
has been given to the accessibility of the engine and all such
other parts as may need inspection, and to the ease of replace-
ment of damaged parts. All fittings throughout are stan-
dardised and are drilled to jigs — spare parts are therefore cer-
tainly interchangeable.

The fuselage is built of spruce throughout and is of the
usual braced girder type. It is unusual in that it is made in
four sections : the nose with engine bearers, which extends
to the forward undercarriage strut, the cabin section extend-
ing thence to aft the main planes, and the tail portion, con-
taining pilot's cockpit aitd extending to the tail post. Each
section is readily removed and can be replaced by a complete
new section, or minor repairs may be carried out with ease.
'One great advantage of this form of construction is that any-
thing of the nature of sharp bends in the longerons is avoided,
the portion within each section is practically straight, and
spruce can be used throughout without fear of weakness at
bends.

Aft the pilot's seat all the fuselage fittings are of a single
type, which is standard throughout the range of Martinsyde
machines. This fitting embraces the longeron, which is not
pierced by any bolt.

The front section and the cabin section of the fuselage are
three-ply covered, and not wire braced, the three-ply glued
and screwed to the flaming and reinforced at each joint by
external duralumin fishplates. The engine bearer brackets
are substantial built-up duralumin affairs, which like all the
other fittings are built to jigs and can therefore be replaced
from stock. The top rail of the fuselage throughout is nearly
horizontal and is approximately at the level of the airscrew-
shaft, the whole of. the structure above it being of the nature
of a fairing.

The wings are built on laminated spruce spars, the lamina?
glued together and bound with doped fabric. All the inter-
plane strut fittings are of the type which pass- right round
the spars, and they are located by a single bolt on the neutral
plane thereof. On the face of the spar to which the struts
approach the projecting tongues of the strap surrounding the
spar have between them a duralumin packing block butting
upon the spar and formed into a tongue over which the forked
terminal of the struts fits. The main bracing wires are taken
from lugs on the main fittings in such a manner that the
intersection of the centre line of the strut and of the bracing
wjre coincides with the neutral plane of the spar. The so-
called "incidence bracing" is carried by an extension of one
of the tongues which carry the strut packing block. The
general dimensions and performance of the type A Mark II
exhibited are given hereafter ; —

Specification of the Martinsyde Type A.
Machine type ...Martinsyde Total wing surface 520 sq. ft.

Type A, Mark II
Purpose Passenger transport
Capacity »....-.., ..'4 passengers
Engine ...300 h.p. Plispano-
Sniza

Span 43 ft. 4 in.

Length overall ...29 ft. i| in.
Height (less airscrew)

10 ft. 6 in.
Chord 6 ft. 6 in.

Fuel and oil capacity 88 gal.

Weight loaded 4,000 lb.

Load per sq. ft 7.75 lb.

Load per h.p 14.5 lb.

Maximum speed ...115 m.p.h.

Cruising speed 100 m.p.h.

Landing speed \o m.p.h.

Endurance at cruising

speed... 5 hr.
Range 500 miles

The Martinsyde F.4A.

The Martinsyde F-4a is a two-seater adaptation of the famous
F,4 single-seat fighter. In this guise it serves either for high-
speed touring, for express mail carrying, or fitted 'with dual
control provides the finest possible training in the handling
of really high-performance machines.

As a two-seater, and shorn of guns and their gear, the
machine has substantially the same performance as the single-
seat fighter, which is to say that it has a range of nearly
300 miles at "142 m.p.h., and can climb at an average rate
of over 1,000 ft. per min. to any height up to certainly
16,000 ft.

The constructional details are very similar to those of the
other Martinsydes. The fuselage is of spruce, with solid lon-
gerons, in practically straight lengths, with joints where
changes of direction occur. The front end is three-ply covered
with the Martinsyde duralumin fishplate reinforcements at
all joints, the aft end is of braced girder type with the
Martinsyde standard fuselage fittings. The wings similarly
have the same constructional features as those of the type A,

July 14, 1920

Aeronautical Engineering

(Supplement to The Aeroplane.)

I 1 1

During the war Messrs. S. Smith & Sons (M.A.) Ltd., produced more aviation instru-
ments for the British & Allied Governments than any other firm. Their products have
wonthe highest encomiums from every conceivable source and are to-day the preferred
instruments of all flying men ; because all the Smith instruments are unequalled
for accuracy, reliability, excellence of design and highest class workmanship.

Aero Show Olympia, 9-20th July, 1920
See our Exhibit Stand No. 91

where we are showing our Revolution Indicators, Air Speed Indicators,
Atmospheric Density Gauges, Turn Indicators, Altitude Recorders, Rec-
ording Altimeters, Statoscopes, Aviation Clocks, Monomet-
ers, Petrol Gauges, Chronoscopes & Chronographs, Ther-
mometers & Clinometers, Carburettors, Dynamos, Electric
Lamps, Aviation Safety Belts, M-L Magnetos, K.L.G. Plugs
Radamax Spark Plug Testers, Husun Compasses, &c, &c.

Or write to-day for complete Aviation Catalogue to :

S. SMITH & SONS (M.A.) Ltd.,

179-185 GREAT PORTLAND ST,
LONDON W. 1

/ eiephone :
Mayfair 63S0.
Te'egrams :
"Speedomet, London."

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

112

(Supplement to The Aeroplane.)

Aeronautical Engineering

July 14, 192a

3E' 3 "

MARTINSYDE

SOD hRHI5PAND-5UIZA.

ill*

laminated spars, strap type interplane fittings, etc. The space
between the front spar and the leading edge is, in this and
in other fast Martinsydes, covered with a thin three-ply strip
which prevents the sagging of the fabric between ribs.

Alongside the machine itself is to be seen a float under-
carriage which is interchangeable with the wheeled one at-
tached. This is of the twin-float type, the floats proper being
of considerable length aft the step, and thus needing no tail
float. In form they are of the pontoon single step type, and
are very simply but strongly constructed on thoroughgoing
longerons with sewn "Consuta" plywood skins.

Specification of the Mat.tinsyde F.4A.

Engine

300-h.p. Hispano-Suiza

Wing span .32 ft. 9 in.

Length overall ...25 ft. 6 in.
Height (minus airscrew)...

8 ft. 10 in.
Weight (loaded) ...2,300 lb.

Petrol capacity 36 gall.

Oil capacity ;...4 gall.

Water capacity 10 gall.

Full speed 142 m.p.h.

Cruising speed ...115 m.p.h.
Landing speed ..'.44 m.p.h.

Load per sq. ft 7 lb.

Load per h.p 7slb.

Useful load 100 lb.

Seating capacity

1 pilot, 1 passenger

Endurance 2j hr.

Range 295 miles

Ceiling 25,600 ft.

The Martinsyde "Semi-Quaver."
On the occasion of the 1919 Aerial Derby, Mr. Handasyde
was heard to remark, apropos the F.4 machine which was
there competing, that "that was no machine for racing it

was too big to be fast." In the "Semi-Quaver" an effort has
been made to repair this deficiency, and to produce a real
speed machine. For the purpose of testing the type an ex-
perimental "Semi-Quaver" was fabricated, using an existing
fuselage, and this machine put up an official speed record of
161 m.p.h. The machine has been reconstructed, a fuselage
has been built for it, and there is no doubt that this speed
will be notably increased.

In so far as construction is concerned this little machine fol-
lows Martinsyde standard practice. The construction of the
fuselage is, on a small scale, that of the type A in its main
features. Straight sections of spruce are used for longerons, the
changes of line being effected by joints. The engine bearer ar-
rangements are very like those of the type A, and the engine
itself is the same.

Aft the engine compartment is the tankage — all stowed about
the centre of gravity. A sketch shows how compactly yet
accessibly these items are arranged. Aft of the pilot's seat
standard Martinsyde fuselage fittings are used throughout. .

Unlike all other Martinsydes there is no centre section.
The upper wings meet at the apex of a pair of inverted Vees,
forming a cabane ; the lower wings spring from wing roots
built onto the fuselage side and merged into the fuselage
in easy curves. The upper wing is of greater chord and
span than is the lower one, and tne wings are heavily stag-
gered. Both sets of wing tips rake outwards heavily from
leading edge to just aft the rear spar and the trailing edges
are raked forward, so that in effect the wings have almost
pointed tips.

A front view of the little racing Martin-
•syde — the "Semiquaver." With a wing=
spread of just over 20 ft., with 6.8 lb.
per h.p. and 13.8 lb. per sq. ft., and the
very obvious lack <of head resistance,
this little machine is amongst the
fastest in the world. Although certain
other aeroplanes officially have a speed
some four or five m.p.h. faster, it must
be remembered that 1 / 19 second over
the standard kilometre course accounts
for such a difference.

July i4, 1920 Aeronautical Engineering (Supj)leme>it to the ^o^.) n3

AERONAUTICAL

LIGHTHOUSES

Not only fulfil the Air Ministry
requirements as regards range
and distinctiveness of character,
but they also —

OPERATE AUTOMATICALLY
WITHOUT ATTENDANTS

in any climate for periods of

12 MONTHS OR MORE

ANNUAL COST OF ILLUMINANT AND OPERATION GUARANTEED
Particulars at ^^fj^^J °F

THE GAS ACCUMULATOR CO. (U.K.) LIMITED,

London Office : LIGHTHOUSE ENGINEERS, Telephone : Ealing 636

195, STRAND, W.C.2 Cables:

Telephone : Central 576 BEACON WORKS, BRENTFORD

" Agafaros," Brentford

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

ii4

(Supplement to The Aeroplane.)

Aeronautical Engineering

July 14, 1920

5

MARTINS VDE

. "SEMhqUAVER"
30d hR HI5PAND«SUIZA,

All bracing wires in the open are of the streamline type,
and the terminals, except for the adjustment nuts, are con-
cealed within the fabric of the wings.

Streamline section steel tubes are used for interplane struts,
attached to the wings in a manner similar to that used on
the type A machine. These struts slope outwards upward,
in accord with the differing size of the upper and lower wings.

The undercarriage is of the standard Vee type — the struts
of oval steel tube — and the axle is undivided. Painted in the

Martinsyde racing colour of vermilion, the machine has the

air of speed.

Specification of the Martinsyde "Semi-Quaver."

Span 20 ft. 2 in. Engine ...300 h.p. Hispano-

Chord, top 4 ft. 165 in. Suiza:

Chord, bottom 4 ft. Weight, fully loaded

Gap 4 ft. 2,000 lb. (approx.)

Length overall 19 ft. 3 in. Speed ...60 to over*/j:6o m.p.h.

Height (excluding airscrew) Climb ...3,000 ft. in 1st min.
8 ft. 2 in.

HANDLEY PAGE, LIMITED, Cricklewood.

The produds of the Handley Page firm have been so fre-
quently described in this paper that it is quite difficult to say
anything new about them. The W.8 which is on view at
Olympia is the same machine that was shown at the Paris
Show after her maiden voyage. Since that time she has made
a number of trips to Paris in what must certainly be record
time for a twin engine machine, and she has further distin-
guished herself by breaking the world's record for weight
lifting.

However, for the benefit of the uninitiated it is necessary to
give a general description of the machine once more. She is
described by the firm as a medium-sized twin-engine biplane,
specially designed for commercial use, having an exceptionally
large carrying capacity and reserve of power. This descrip-
tion is both embracing and accurate for she is smaller than
the big four-engined Handley Page and bigger than some
of the high-speed twin-engined war machines.

Her cabin arrangement is altogether excellent and resembles
a comfortable railway carriage. As the cabin extends right
from the bow to about three-quarters of the way along the
fuselage she is capable of carrying, instead of passengers, a
very large bulk of cargo, so that light and bulky goods can
be carried profitably.

Her two Napier engines of 450 h.p. each provide her with
ample power for her size, so that the engines need hardly ever
be used at full power, with the result that their life can be
considerably prolonged. As the wings are arranged to fold
like those of the original Handley Page, the machine can be
stored in a comparatively small shed, despite her large size;

The general lines of the machine resemble on a small scale
those of the four-engined Handley Pages rather than those
of the original two-engined machines. For example, the spans
of the top and bottom planes are equal, and the lower plane
only has a dihedral angle. The ailerons are fitted on the
Handley Page patent system of balance whereby the leading
edge, is in advance of the aileron hinges. This makes the
machine very much easier for the pilot to control, and one is

told by those who have flown the machine that she is in,
fact quite as easy on her lateral controls as is many a single-
engined machine, despite her 75 ft. span.
• One is told that it is proposed before long to fit this type
of machine with the new Handley Page patent plane system
which should give her immense lifting power and a very low
landing speed. Thus fitted she should undoubtedly be one
of the most efficient and one of the safest machines in the
world.

A point worthy of attention by. visitors to the Show is the
method in which the engines are carried. These are slung
on overhung frames from the centre section instead of being
carried direct on the wing structure. In this way the pro-
peller centres are kept the necessary distance apart while
reducing to a minimum the overall width between the hinges
on which the wings are folded.

The system has the further advantage that the engine and
petrol tank can be removed from the machine by a direct
lift over-head.

The fuselage is narrowed down in front so as to allow
the airscrews, which are tractors, to come as close together
as possible. This reduction of the distance between the air-
screw centres naturally gives much easier control if one engine
cuts out suddenly, and so the danger of a spin caused by
the failure of one engine is'* practically abolished.

A point of considerable interest to those who propose to use'
these machines on air lines is the fact that in each bay of the
wings the front and back struts are identical as also are the
bracing wires. , This naturally reduces very considerably the
number of spare parts which have to be carried.

Another interesting point is the fact that the kingposts of
the ailerons are fitted between the planes and do not project
above the upper plane or below the lower plane. This is a
distinct saving in overall height and the possibility of damage
owing to the kingposts hitting an obstruction when on the
ground is abolished. The control wires of the ailerons are

July 14. 1920

Aeronautical Engineering

(Supplement to The Aeroplane

115

PALMER

LANDING WHEELS & TYRES

STANDARD SIZES

Tyre
Siies

^2
5Z

300 X 60

450 X 60

575 X 60

650 X 65

600 X 75

700 X 75

16
17

30
138

21
34
111

78
79
100
101

21
34
111

78
79
100
101

Length

m/m

111.12

72.39

89.
130.

160.
150.
150.

178.
178.
178.
178.

160.
150.
150.

178.
178.
178.
178.

Bore

m/m

25.4
12.7

31.75
38.09

T rack
Lire

31.75
38.09

mm

Central
Central

Central
Central

Central
104/46
104 46

44.45 1 132/46
44.45 I Central
38.09 ! 132/46
31.75: 132/46

28.

31.75

38.09

Central
104 46
104/46

44.45 132 46
44.45 Central
38.09 ; 132 46
31.75 132/46

Tyre
Sizes

700 X 100

650 X 125
750 X 125

800 X 150

1000 X 150

Hub

Track

Lengt'i

Bore

Line

m m

m/m

m/m

77

178.

44.45

132/46

92

185.

55.

135 50

95

185.

55.

Central

96

178.

55.

132/46

99

178.

38.89

132 '46

112

150.

38.09

Central

119

178.

55.

132 46

77

178.

44.45

132/46

92

185.

55.

135/50

95

185.

55.

Central

96

178.

55.

132 46

99

178.

38.89

132 46

112

150.

38.09

Central

82

185.

55.

135/50

85

185.

55.

Central

*36

185.

55.

135 50

*40

185.

60.32

135 50

131

220.

66.67

Central

102

185.

•

55.

125/60

Tyre

Sizes

1000 X 150

1000X 180

900 X 200

1100X220

1250X250
1500X300

1750X300

13 .

H

jb

Track

Length

Bore

Line

141

201
209
210

m m

250.
185.
185.
185.

m/m

80.
60.32
55.
60.32

m'm

Central
125/60
Central
Central

148
149

220.
185.

80.
55.

Central
Central

107
108
128
137
202

185.
185.
220.
250.
185.

55.

55.

66.67

80.

60.32

Central
125 60
Central
Central
Central

134
136

220.
250.

66.67
80.

Central
Central

133,

250.

80.

Central

115

126

304.8
304 8

101.6
152.4

Central
Central

139

400.

152.4

Central

LIDNE-

* Wheels No. 36 and 40 are of stronger type than the ( they wheels for 800 x 150 tyres

THE PALMER TYRE LIMITED

Contractors to the Ac'miralty the War Office, and the Ministry of Munitions,'

119, 121, 123, SHAFTESBURY AVENUE, LONDON, W.C.2.

Telegrams: " TYR1CCRD, WeSTCENT, LONDON." Te'ephone: GERRARD 1214 (Five lines)

PARIS : 24, Boulevard de Villiers, Levallois-Perret.
AMSTERDAM: Stadhouderskade 91.

We are
exhibiting at

the Aero
Show.
Stand No. 15.

KINDLY MENTION '• THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

u6

(Supplement to The Aeroplane.)

Aeronautical Engineering

July 14, 1920

carried below the lower plane where the parts most subject
to wear can be easily inspected.

The upper and lower main planes outside the hinges are
assembled in one piece, but in fact the spares are jointed
midway along the complete wing cellules so that the size
of individual planes is reduced for use of transport and storage
and in the event of a wing tip being damaged the part of
the wing to be replaced is small and therefore less expensive
than if the whole wing weie in one piece.

Particular attention is directed to the main spar fittings
of an entirely new type in which no fork ends are used in
connecting the wires.

The fuselage is constructed in three sections which also
facilitates repairs and replacement as in the case of the wings.
The front section includes the pilot's cockpit with all instru-
ments and controls. The second section comprises the pas-
senger saloon and cargo space as a complete unit, and the
third section includes the rest of the fus/elage irom the aft end
of the saloon to the rudder post.

The objection to carrying petrol tanks in the luselage does
not exist in these machines, for the tanks are Duilt in the
engines nacelles so that if there should happen to be a fire
it is a considerable distance away from the fuselage. Still
further to diminish the danger of fire-, a fireproof partition -is
fitted between the tank and the engine, so that it is practical-
impossible for any carburetter fire to set light to the main
petrol supply. This is a most consoling thought for aerial
passengers.

The undercarriage is similar in design to those used with
success on the four-engined machines. It consists of two en-
tiiely separate units, each of which has two wneels, one below
the engine and the other below the fuselage, on either side.
All members of this undercarriage unit have universal joints
so as to allow movement in any direction. As no portion of
the undercarriage is directly below the fuselage it is possible
to drop mails, parcels, etc., through the floor of the fuselage
without danger of their catching in the undercariage. The
whole machine displays deep thought and very great skill
in design and the construction is fully up to the highest
standard which one expects from our leading aircraft manu-
facturers.

Specification oe the "W.S "
Span 75 ft. Weight full ...(not available)

Chord 10 ft.

Gap (not' available)

Length 60 ft.

Height

Surface r>500 scl- ft-

Weight empty (not available)

Engines Two 450-h.p.

Napiers

Speed (not available)

Climb (not available*

HANDLEY- PAGE

A. V. ROE AND CO., LTD., Newton Heath, Manchester.

It must have been of Avros that the poet wrote that "age
cannot wither nor custom stale their infinite variety." At
any rate, the fact that the 80 Gnome "Av.ro" of the 1914 Show
was in all outward seeming exactly like to the Renault
engined three-seater which appears at this will in no wise
detract from the interest of the present exhibit.

Nor does the fact that the Avro triplane "limousine" is
almost entirely assembled of the same particles which com-
pose the Avro, which every ex-R.A.F pilot — and numbers of
others — knows so well, deprive it of its claim to be regarded
as a sample of the modern highly eificient commercial aero-
plane.

Still less does the fact that the "Baby" is equipped with the
35-h.p. Green engine, wherewith Mr. Pixton and the late
Lieut. Parice.'R.N. were wont to d-sport themselves of week-
ends in ign and ic.12, remove any of the romance from the
fact that' with that engine and on that machine Mr. Hinkltr
flew from England to Rome and back in 35 J hours flying. time
with a fuel consumption of 75 gallons.

The REiNauet-Engined Avro Three -Seatek.

This machine is a modification of the Standard Training
Biplane, Type 504K, and retains the excellent aerodynamic
qualities of that well-known machine. •

The modifications consist of removing the dual control and
providing accommodation for seating two passengers in
tandem behind the pilot, who controls the machine from the
original front cockpit.

The nose of the fuselage is modified to provide a suitable
mounting for the 80 h.p. air-cooled Renault engine, which is
well known for its reliability and economy in fuel con^
sumption.

The standard fuel tank is replaced by a petrol tank in the
centre section, which position, of course, is ideal for a gravity
feed to the carburetter, thereby eliminating the complication
of a ''pressure feed" system.

The machine is admirably adapted for economical touring,
up to a rangvi of 200 miles, and for joy-riding it possesses
the same qualities of low landing speed and controllability

The Renault engined Avro ThreeSeater,
wherein the airworthy qualities of the
welWtnown rotary engined Avro have
been combined with the commercial
essentials of low fuel consumption, re=
liability and low maintenance charges.

July 14, 1920

Aeronautical Engineering

, Supplement to The Aeroplane.)

11;

BRITISH AIRCRAFT

July 9—20, 1920 AERO EXHIBITION Olympia

Bristol Fighter

Type F.2

Engine: 300 h.p, Hispano

Price

£800

Armstrong Whitworth
F.K.8

Engine: 160 h.p. Beardmore

Price

£500

De Havilland Two.Seater
D.H.9

Engine: 240 h.p. Siddeley Puma

Price

£800

Aircraft Disposal Company Ltd.

(Managing Agents: HANDLEY PAGE LTD.)

Regent House KINGSWAY London

Telegrams: "AIRDISCO, WESTCENT."
Telephone: REGENT 5621 (3 lines).

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

i

n8

(Supplement to The Aeroplane.:

Aeronautical Engineering

July 14, 1920

BRITISH AIRCRAFT

All Types in Stock for Immediate Delivery

1

■ ;

1

mm--

Flying Boat
N.T.2b

Engine : 210 h.p. " Viper

Price

£1,100

5>

39

Sopwith " Snipe

Single-Seater Scout

Engine : B.R.2, 200 h.p.

Price

£700

Avro 504.K

Two-Seater

Engine : 100 h.p. " Mono "

Price

£600

Aircraft Disposal Company Ltd.

(Managing Agents: HANDLEY PAGE LTD.)

Regent House KINGSWAY London

Telegrams: "AIRDISCO, WESTCENT."
Telephone: REGENT 5621 (3 lines).

HI

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

July 14, 1920

Aeronautical Engineering

(Supplement to The Aeroplane.)

119

30,000

AERO ENGINES

IN STOCK

IMMEDIATE DELIVERY.

ROLLS EAGLE

MK 1 — vii. Price £500
ML viii. Price £1,100

FIAT
300 h.p.

Price £300.

80 h.p.

Le Rhone

100 „

Mono

100 „

Berliet

140 „

Clerget

160 „

Beardmore

200 „

Sunbeam

300 „

Dragon Fly

400 „

Liberty

45° »

NapierLion

Etc., Etc.

H!SPAN0=SU1ZA
300 h.p.

Price £500

BR.2
200 h.p.

Price £300

SIDDELEY PUMA
230 h.p.

Price £400

Aircraft Disposal Company Ltd.

(Managing Agents: HANDLEY PAGE LTD.)

Regent House KINGSWAY London

Telegrams: "AIRDISCO, WESTCENT."
Telephone: REGENT 5621 (3 lines).

KINDLY MENTION " THE AEROPLANE

WHEN CORRESPONDING WITH ADVERTISERS

120

(Supplement to The Aeroplane

, Aeronautical Engineering

July 14, 1920

fj§§| ^ilUJ/vWiDA

AIRCRAFT

ACCESSORIES

Electrical Apparatus

Chronometers

Switch Box Con-
trols,
Accumulators,

4 V. 20 Amp.
Volt-Ammeters,
Wiring Switches,
Spot Lights,
Cables, etc., etc.

Sparking Plugs

i p

mJL. .

f H

i 1 1

I' ?!

K

P 1

Oleo, K.L.G.,
Lodge, Titan,
Apollo, R.E.V.,
Forward, Pognon,
Splitdorf, Joly,
Hobson, etc.

Inclinometers,
Speed Indicators,
Altimeters,
Thermometers,
Oil and Pressure,
Gauges, etc.

Air Board tested
8-day and 30-hour
dashboard models
complete with
holder and pads,
by the foremost
makers of the day.

Ball Bearings

Skefko,
Hoffmann,
Auto,
Norma,

Ransome&Marles,
Rudge-Whitworth

Measuring Instruments Magnetos

Siemens,
Eisemann,
Simms, C.A.V.,
Watford, Bosch,
Westinghouse,
MX., B.L.I.C.,
Etc.,

Aircraft Disposal Company Ltd.

(Managing Agents: HANDLEY PAGE LTD.)

Regent House KINGSWAY London

Telegrams: "AIRDISCO, WESTCENT."
Telephone: REGENT 5621 (3 lines).

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

July 14, 1920

Aeronautical Engineering

(Supplement to The Aeroplane.)

121

THE AVRO COMMERCIAL TRL
PLANE. — The example in ihc photo=
graph is fitted frith a Beardinore engine
of 160-h.p. That at Olympia differs in
that it has a SU'deley "Puma" of 230
h.p., and that the fuselage has been
lengthened by some 7 inches, which has
been added to the passengers' leg
room. The salient features are the
same in the two editions.

which are the distinguishing features of the Standard Training
Machine.

The main dimensions and particulars are given in the ap-
pended specification : —

Specification of the " Renault Avro."

Span 36 ft.

Chord 4 ft. 9f in.

Gap 5 ft.

Length, overall ...2q ft. 3 in.

Height 10 ft. 5 in.

Wing surface 330 sq. ft.

Engine 80 h p Renault

Weight, empty 1,338 lb.

Weight, loaded i,943 lb.

Useful load 360 lb.

Fuel capacity 13J galls.

Endurance 2j hr.

Speed 40-80 m.p.h.

Climb ...5,000 ft. in 23.3 min.

The " Avko Commercial " Tripi.ane.

This aeroplane has been designed purely as a commercial
machine and forms a very suitable means for the reliable and
■economical transport of passengers, mails or general mer-
chandise by air.

It is built on the distinctive Avro lines and many of the
part, such as the wings, empennage, chassis and tail skid are
interchangeable with those on the standard training machine.
This permits of very low production costs and facilitates the
maintenance of the machine as all parts subject to wear or
•damage can be replaced from stock.

The passengers' cabin is situated between the middle and
lower planes and is fitted to seat four passengers, after the
style of a first-class railway compartment. A large door in
the side gives ealsy access, and large Triplex glass windows
provide an excellent view of the panorama below. The seats
n.av be instantly detached and stowed away -in a locker, leav-
ing a clear space of 113 cubic feet for cargo.

Special attention has been paid to heating, lighting, and
ventilation, thus making the machine ideal for long passenger
■flights.

The engine installed is the Siddeley "Puma" of 230 h.p.
v\hich has an excellent name for reliability and economy, and
with this power plant an extremely useful perfotmance is
attained.

The three sets of wings are standard Avro wings, down
to the last fitting, but provided with shortened and vertical
interplane struts.

The fuselage is — as far as the after part is concerned — an
enlarged version of a "standard" Avro fuselage, in that identi-
cal fittings are employed.

The fore end, comprising the cabin, naturally differs in its
build. A three-ply covered structure forms the enclosed
cabin, winch is- entirely free from any cross bracing, and to
the front thereof the projecting engine mounting is built.

The pilot, who is seated aft the cabin in the top of the
fuselage, and right over to the port side thereof, has an ex-
cellent view all round above the fuselage, and an adequate
one forward and downward on the left side. Though this
would be classed as bad visibility for any war machine, it is
ample for all commercial purposes, though many war-spoilt
pilots are apt to disagree.

The specification following presents the salient features of
this machine.

Specification -of the Avro Triplanf.
Span 37 ft. Weight, empty ?,o8o lb.

jap

Weight, loaded 3,286 lb.

Useful load 720 lb.

Petrol capacity 5c galls.

Endurance 3J hr.

Speed 45 to 100 m.p.h.

Climb ...10,000 ft. in 19.0 min

Choid 4 ft 9l in.

Length overall ...29 ft. 10 in.
Height overall ...14 ft. 5 in.

Surface 49S sq. ft.

Engine... Siddeley "Puma,"

240 h.p.

" The Avro Baby."
The Avro "Baby" should prove to be one of the most popu-
lar of the exhibits at Olympia. The small size, the neatness
of construction, and the long list of extremely fine perform-
ances beginning with the winning of last year's Aerial Derby
Handicap, and culminating in Mr. Hinkler's amazing flight
to Rome and back thereon, should secure for it the notice of
those to whom aeroplanes are pure mystery. The fact that
it cruises at 60 m.p.h. on a fuel consumntion of 30-35 miles
per gallon, that it can be arranged to seat two, and that it can
be bought at a price below that of any car capable of such a
speed, should shortly reduce the present dangerously con-
gested condition of our roads.

THE AVRO "BABY" WITH THE 35=h.p. GREEN ENGINE This is believed to be the identical machine which is

now at Olympia, though the paint-work has been altered since this photograph was taken.

122

(Supplement to The Aeroplane.;

Aeronautical Engineering

July 14, 192c

Of the details of this — one cf the first of the practicable
small sporting type aeroplanes — there is little to be said. It
is built on Standard Avro lines. The fuselage is of spruce
with steel fittings and wire in all its main structure, ex-
cept in the cases of the centre section and undercarriage
struts and the axle, which are of steel tube.

The structural interest lies much more in the neatness of
the arrangement and the skill shown in disposing various
components into the very small space available than in any
startling novelty, and description here cannot much aid in-
spection.

In general form the machine may be likened to a very large
model of a well-designed single-seat fighter of the normal
tractor type, with equal top and bottom wings, a fait stagger
and but one row of interplane struts per side.

The engine, very neatlv encowled behind the very narrow
radiator, looks — despite its really small size — rather on the
large side for so small a machine, and the line of the cowl
above it is followed through by that of the gradually decreas-
ing fairing which shelters the pilot.

The tail is extremely like that of the Standard ^04 type in
form — the characteristic "circle with a bite out of it" rudder
shape stamps the machine at once as an "Avro."

For the rest workmanship throughout is excellent, and the
finish worthy of the model work' which it so nearly ap-
proaches.

The dimensions and performances of the Avro "Baby" are
appended.

Specification of the Avro "Baby."
Span 25 ft. Weight, empty 616 lb.

^TTP.C**-(tr^T TO S*-'C»

CorrrP-ot- tADiOS

R.OOS

Chord 4 ft.

Gap .. 4 ft.

Length overall ,.ic, ft. 3 in.

Height overall 7 ft. 6 in.

Surface -'76.5 sq. ft.

Engine 3.5 h.p. Green

Weight, loaded S70 lb.

Petrol capacity 10 galls.

Endurance 4i hr.

Speed 35 to So m.p.h.

Climb S.ooo ft. in 15 min.

SHORT BROTHERS, LTD., Rochester.

On the Short stand the object of main interest is undoubtedly
the all-metal Short "Swallow." British machines of metal
or mainly metal structure have been seen before, but this
represents the first example of a machine which is all metal
even to the covering of the wings and body. Also, most
British efforts at metal construction of heavier than air craft
have used steel almost entirely.

Little use has hitherto been made of light aluminium alloys
in the construction of heavier than air craft. Ignorance of
their properties has tended to give them a bad reputation for
stability, and designers have been slow to use them on account
of their alleged unreliability. On the other hand lighter than
air craft manufacturers have been using these alloys for many
yeais, and their experience shows that if properly used these
alloys are as reliable and resistant as steel.

Short Bros.' wide experience in the construction of rigid
airships made them familiar with aluminium alloys, and when
it became apparent that something more durable than wood
and fabric was required in modern aircraft, they started
experimenting on duralumin with a view to building with
it complete machines as light and as strong as, and definitely
more durable than, the present type.

The results have been extremely satisfactory and show that
for equal weight a higher factor of safety can be obtained
with duralumin than with a wooden structure.

The advantage of using non-inflammable material is ap-
parent, and the known deficiencies of wood and fabric aero-
planes, such as distortion and deterioration due to climatic
conditions, are obviated.

The construction generally lends itself to rapid production.
Practically speaking, all the parts which comprise the making
of a complete machine can be stamped out of sheet material.

The machine shown is completely built with duralumin
with the exception of the wing spars, which are of steel
tubing, and a few other minor parts in which it is found that
steel is a more suitable material.

No wood or fabric lias been used in the machine, and great
care has been taken to avoid all possible risk of fire. A fire-
proof bulkhead is fitted aft the engine.

The machine is a single-seater single-engined tractor biplane,
with "two-bay" wings, having been designed to carry mails or
light freight to the amount of 400 lb. If desired, . this space
could be designed to take two passengers in place of mails.

The fuselage is a metal shell, similar in construction to the.
wooden monocoque type, and is virtually a streamline duralu-
min tube suitably stiffened with bulkheads, rings and longi-
tudinals. Where holes are cut in this shell the edge is
stiffened by a roll of sheet duralumin. This structure has
been thoroughly tested and has proved of sufficient strength
to withstand the necessarv tail loads.

<£orrf\ej> — f

Tke SHORT

SWALLOW

Tkg-. A£.e* c^s 1

July 14, 1920

Aeronautical Engineering

(Supplement to The Aeroplane.)

123

VICKERS vimy.ROLLS.

The Aeroplane that successfully accomplished (he flight ti Australia.

The first flight from Eng and to Australia and the first direct Transatlantic flight, was
accoxplished on a Vickers-Vimy-Rolls Aeroplane.

STAND No. 50, AT THE AERO EXHIBITION, OLYMPIA.

T.l phone No,: Victoria 6909 (13 lines).

Telegrams : Viekers, Vic, London.

Aviation Department :

VICKERS HOUSE, BROADWAY, LONDON, S.W.I.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

I24 (Supplement to The Aeroplane.) AerOliaUtiCal Engineering JULY I4, IQ20

THE CONSTRUCTION OF THE ALL=
METAL SHORT "SWALLOW." — From
left to right at top the picture shows :
(1) The general fuselage structure; (2)
The seat bearer frames; (3) The engine
bearers. Bottom left-hand corner, a
compression rib, a complete elevator,
and an aileron skeleton. Right=bottom,
the seat unit complete.

The detailed design of the machine presents many points
of interest. As already mentioned, the fuselage is in some
respects rather similar to the wooden type of monocoque con-
struction.- It is built up of duralumin sheets of a reason-
able thickness, riveted to oval channel-section formers of
a somewhat heavier gauge of the same material. On the
inside of the tube thus formed corrugated longitudinal stif-
feners of sheet duralumin are riveted to the skin at intervals
around the circumference. At the fore end, the oval formers
are replaced by four very stoutly built box-section brackets,
open at the top and suppoiting the two steel tube bearers

whereon the engine rests. Immediately aft of this engine
space a solid duralumin bulkhead closes off the engine from
the rest of the fuselage.

Immediately under the bulkhead the steel tube front spar
root is carried, and a second bulkhead farther aft serves to
take and distribute the loads from the rear spar roots.

These two spar roots carry at their outboard ends a box rib
of the same section as the wing proper. On the underside
the lower half of the wing profile is carried right across the
body, but on the upper surface is faired into the body
lines in smooth curves.

A partially covereJ wing of the alLmetal Short machine.

July a 4, 1920

Aeronautical Engineering

(Supplement to The Aeropiane.)

125

Aeroplanes for
Commercial and
Military Use.

Flying Boats
for Commercial
and Naval Use.

" VICKERS vimy COMMERCIAL 99

i Pilot and 11 Passengers or i% Tons of Mail or Freight. Endurance 5 hours.

A factor of Safety of 5 throughout.

Vickers-Saunders Flying Boats.
STAND No. 50, AERO EXHIBITION, OLYMPIA.

We are Exhibiting a

360 H.P. ROLLS-ROYCE AERO ENGINE.

Aviation Department :

Vickers House, Broadway, London, S.W.I.

KINDLY MENTION " THE AEROPLANE " V\ HEN CORRESPONDING WITH ADVERTISERS.

126

(Supplement to The Aeroplane.)

Aeronautical Engineering

July 14, 1920

The upper wing cabane of steel tubes springs from brackets
on the upper part of the same two bulkheads as support the
lower wing spar. This cabane is merely a pair of inverted
"Vees," and carries the elementary centre section — consisting
of one duralumin box rib and a pair of stub spar sockets.

Aft of the second ot these two bulkheads is the pilot's
■cockpit. The f urnishings of this provide an excellent example
of the care expended in the design. Two half bulkheads slop-
ing from the vertical, are riveted to the skin, with their upper
edges united by a series of inverted trough section strips.
These strips support the aluminium seat, with at each side a
duralumin footboard. From the front of the first seat-carrying
bulkhead a pair of metal angle beams run forward, forming on
their upper faces a slide for the pilot's heel. At their fore
end these two angles are coupled by a third much smaller
partial diaphragm, whose central portion forms the rudder
post support.

At the rear end of the fuselage bulkheads to support the
front and rear spans of the tail plane and 4he rudder post
are built in, and behind all an ogival tailpiece finishes off
the lines of the body.

The wings are built on circular steel tubes of 50 ton steel.
Circular steel tubes are admittedly not the lightest possible
form of steel 'spar; they are, as spars, probably heavier than
wooden ones of equivalent strength, but in the first place
the steel tube is leadily obtainable, and in the second place
the circular form reduces all spar fittings to turned steel
work of the simplest nature, and a good deal of weight can
be saved on these fittings, so that altogether there is little
lost.

In this case for the interplane strut fittings a steel sleeve
is slipped onto the spar and sweated in place. Sleeve and
spar are drilled, and a steel tube bush is inserted into the
hole. One eyebolt and a wiring plate complete the fitting.
The drift struts within the wings are attached in a similar
manner, the bracing between being of stranded cable

Duralumin ribs, lightened .with circular holes, slip onto the
spars and are secured by small pins passing through flanges
in the spar hole of the rib and the spar tube itself.

These ribs have no flanges — as have ribs for fabric-covered
wings — instead they are deeper throughout the chord than is
the wing profile proper, and the covering sheets of duralumin
are flanged upwards at their edges. The turned-up edges of
the covering strips butt against the projecting rib edges. The
covering strips are of such width that one intervenes between
each rib, and each rib has small tongues cut and turned down
on alternate sides for the cover to rest on. Thus at each rib
there is a ridge, consisting of the projecting portion of the
rib with the flange of one cover sheet on each side. These
are then capped by a trough section strip and the five thick-
nesses are riveted through from outside the wing.

Damaged Covering strips can therefore be removed and re-

The Siddeley

'Puma" engine in position in the
the AHMetal Short.

placed with no disturbance to any other part of
and special riveting tools are unnecessary.

fuselage of

the wings

SHORT

'SWALL OW
E4D h-R SIDDELEY

"puma:

ULY 14, 192O

Aeronautical Engineering ■^Plfltum L the ae^e.) l27

BEARDMORE

Passenger, Postal
Goods Carriage

Their reliability in war
is your surest guarantee
of their dependability
■ under peace conditions.

W I LL1 AM

B€ARP^VOR£

AND C O A\ P A^^^^ L I AVI TED.

Naval Construction Works,
DALMUIR.

Aerodrome & Hangars at Dalmuir
— — ~ g?/?c/ In chin nan .

\ . /

AEROPLANES

SEE BEARDMORE STAND, 65 AERO EXHIBITION, OLYMPIA.

KINDLY MENTION :< THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

128

(Supplement to The Aeroplane.)

Aeronautical Engineering

JULY 14, 1920

The Short '-Shrimp" (160=b.p. Beard,
more) about to leave the water. . The
very small wash produced by the special
hollow=bottomed floats is very obvious,
also the clean and simple outline of the
whole machine. 1

Over that portion of the wing which carries ailerons the
ribs terminate on a small diameter duralumin tube, somewhat
aft the spar proper. Projecting past this tube are a number
of stout duralumin box ribs, and the ailerons are
hinged to these ribs, the hinge itself being carried back into
recesses cut in the ailerons, which are thus balanced by the
part projecting forward of the hinge.

The elevators are similarly hinged and balanced. The tail
plane is built very similarly to the main wings, on tube spars
with duralumin ribs duralumin covered. The tail plane
spars are sufficiently strong to do without the usual bracing;
there is, however, a bracing from the lower side of the fuse-
lage to very close, in on the tail spars. This is really a method
of widening the base to which the spars are attached, as the
fuselage is here quite narrow.

The undercarriage is of the steel tube Vee type attached to
the lower wing spar roots, fitted with an undivided axle which
is sprung on rubber in the usual way. In addition, there is
built into the base of each Vee an oil dashpot with a plunger
attached to the axle, which forms an anti-bouncing snubber.

The whole of the exposed wiring is carried out in twin
stranded cable, the ends thereof fitted with the "Short"
cable terminal, which serves the purpose of both strainer and
cable end, and presents a much lower head resistance than
the usual 'splice and turnbuckle. This device consists of a
steel socket conical internally. Through this the cable end
is passed and the ends of the strand turned back on them-
selves. The cable end is tinned, and solder is run into the
socket.

The greater the load on the cable, the tighter the cable
end is pressed into the cone, and the resulting joint is con-
siderably stronger than any splice. The rear end of the coned

socket is closed by a screwed-in fitting with a female thread
which takes an ordinary fork end similar to those of the
standard type of turnbuckle. One end of each cable is fitted
with a right-hand, and the other end with a left-hand, thread
to the fork end, and the cable may thus be adjusted by turn-
ing it at both ends.

Specification of the
Engine Siddelev "Puma"'

b.h.p. 26o

Surface 370 sq. ft.

Span 37 ft. 6 in.

Chord n ft. 3 in.

Gap r........5 ft.

Length overall 26 ft. 5 in.

Height 10 ft. 6 in.

Petrol Tank capacity 50 gal.

Oil Tank capacity 6 gal.

Total weight 2870 lb.

Weight empty 1865 lb.

Fuel and oil 425 lb.

Crew '■ 180 lb.

The Short "Shrimp" Sporting Seaplane.

The Short "Sporting Type" seaplane, if less of a novelty,
should nevertheless not be allowed to escape attention. Sea-
planes have unfortunately suffered too much neglect of recent
years, and the development of commercial aviation has thereby
suffered seriously.

The present machine, built by a firm with an unparalleled
experience in the designing and building of seaplanes of the
twin-float type, has been' specifically designed for the needs
of the present day. „

Short "Swallow."

Useful load 400 lb.

Lb. per h.p 11

Lb. per sq. ft. 7.86

Speed —

Maximum 120 m.p.h.

Cruising 90 m.p.h.

Range —

At full power 360 miles

At cruising speed 450 miles
Endurance —

Full power 3 hr.

Cruising speed 5 hr.

Climb 10,000ft. in 11 min.

July 14, 1920

Aeronautical Engineering (Snpplement to *4 AmmMt1t ,

129

■

if ;j: •••

3"

tSf-"

1 f\- . .^%~M.,

Unsurpassed reputation for reliability,

B.T.H. Magnetos

helped create the following British Records: —

The first airship to cross the Atlantic, Naval
Airship R.34.

First and second prizes — Aerial Derby, 1919.

British altitude record — 30,500 feet.

First non-stop London-Madrid flight.

British record for a closed circuit.

Eighteen new British speed flying records.

British record for useful load carried, duration and
height — 3, 690 lb., 1 hour 20 mins., 13,999 ft-

The British Thomson-Houston Co., Ltd.,

Lower Ford Street, Coventry, England.

Member of the British Ignition Apparatus Association.

Olympia Aero Show, July 9th=20th.

STAND No. 6.

'Phone : 2102 Hammersmith.

I

, ! !

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"vV- I

m

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;• {-*'/ s

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130

(Supplement to The Abroplane.1

aeronautical Engineering

July 14, 1920

In the standard form the machine is a, four-seater, with two
seats in tandem forward under the centre section — these
fitted with dual control — and twin seats side by side ait the
wings. Obviously the seating space may be arranged for
goods, and any load up to the equivalent of pilot and 540 lb.
may be carried. The standard engine is the 160 h.p. Beard-
more, but the Siddeley '"Puma," of 230 h.p., may be installed
with no alteration, for cases where a higher performance is
needed.

In form the machine follows the war-time type of Short
seaplane — that' is to say it is a single-engine tractor biplane
fitted with twin floats.

In construction the machine is simple and robust.

The fuselage is of three-quarter oval section, built on wooden
longerons. The sides are covered with three-ply, supported on
shaped spruce and three-ply formers, the top and bottom are
separated by steel tube struts, cable braced. The bottom is
flat, the top is domed by a facing of spruce laths. Forward
of the rear seats steel tube bracings are used largely, these
serving to adequately stiffen the body where the openings for
xhe cockpits would otherwise reduce the strength appreciably.

The engine is installed on bearers carried from built-up and
lightened multi-ply formers, which, with the longerons and
the plywood skin, form the whole fuselage structure at the
fore end. The general similarity of the method employed for
this part in the all-metal Short, despite the Change in
material, is very obvious when the two are compared.

As with the metal machine the wing spars are of steel tube,
and the wing spar fittings are very similar in the two cases.
Built-up spruce ribs of lattice girder form are used in this
case, with steel tube drift struts and cable bracing. As with
all Short seaplanes these wings are fitted with the Short
patent folding gear, hinges for this purpose forming the
junction of top and bottom rear spars to the centre section
rear spar and the wing root rear spar respectively. The front
spars are each fitted with a stout spigot which enters the
terminal socket on the centre section or root spar, and is
locked there by retaining pins passing through both spigot
and socket.

The undercarriage is of established Short form. It consists
of one pair of steel tube Vees — similar generally to the normal
Vees of a land undercarriage — which spring from the spar
root tubes of the lower wing. Across this pair of Vees is
rigidly attached a cross member — also of steel tube. Well
ahead of these Vees and springing from beneath the second
set of engine bearer brackets one single fonvardly-raking
tube on each side supports a second cross member parallel
to the aft one.

Both cross members overhang their tube supports and pass
through slotted guides which are built into the side walls
of the floats. These slots are capped with steel bridge pieces
which serve to prevent the floats from falling off the cross
members. Rubber shock absorber cords are wound around
two steel tube bobbins built into the float and pass beneath
the undercarriage cross axles, and the weight of the machine
is transmitted through the rubber cord to the fabric of the
float itself. The floats themselves act as struts between the
two cross members, and cross bracing in both fore and aft
and transverse planes adds rigidity to the structure.

The floats themselves are of some interest. They are similar
in many ways to the old type Short float, in that they are
three-pl}' covered pontoons built on four longerons, but they
differ from the older and_ better known type in two obvious
ways. The first is that aft the step they are fitted with a
tapered tail, instead of being ^ut off, and the second is that
they are fitted with hollow planing bottoms.

Those who have any experience of seaplane work will re-
member the extreme difficulty of building any form of float
bottom which will stand the effects of a heavy alighting.
Efforts to strengthen float bottoms of the flat type usually
resulted merely in the addition of an enormous weight, with
very little decrease in the number of punctured floats.
Rigidity of the bottom is necessary to a certain extent, and
rigidity calls for a certain appreciable depth in the member
whereof it is required.

A sheet of thin metal, or three-ply, flat, has no appreciable
rigidity, but curled up to a semi-circular or trough section,
the sheet acquires at once a very respectable degree of this
quality. This is the principle of the new Short float bottom,
the hollow form whereof gives to the skin itself a very con-
siderable degree of stiffness, and thus obviates the need for a
large number of stiffening timbers.

Further, such rigidity is inherent in the skin itself, and is
more or less uniform, whereas any method of stitlening by
internal longitudinals or cross members results in a number
of lines of abnormal stiffness with an intervening relatively
flexible area — consequently a very complex distribution of
stress and a liability to local failure.

Thus the Short hollow bottom is both lighter and stronger
than is the older type of flat bottom. The more usual Vee or
rounded bottom secures somewhat similar advantages, but.
has the disadvantage that spray is thrown outwards < by floats
of such form. The Short float is, on the contrary, remarkably
free from spray thrown sideways, and this has a marked
effect on the life of airscrews on Short seaplanes.

One very important feature of this float is that if it be
necessary to beach the machine the float bottom proper is
clear of the beach, and the whole weight comes upon the side
frames directly. Punctured bottoms from pebbles and the like
therefore need not be feared. The float edges which bear on
beach or slipway are metal shod, and damage to them is prac-
ticallv impossible. The aft end of the fuselage is provided
with a tail float attached directly to its underside, and follow-
ing the tail float is a water rudder. This latter is a novelty.
The ordinary form of water rudder is apt to be a delusion
and a snare, in that as soon as the machine' is under way
the tail float and the rudder leave the water. To carry the
rudder down below the float is merely to invite damage when
the machine is on the beach.

Here the rudder is a compound affair. The main portion
is a duralumin box, which carries on the line of the tail float
bottom and leaves the water with the float. But there is
hinged to it an extension which, in the water or the air
extends some way below the float, but which on the beach
folds upwards to within the box part.

The main fkats are fitted with through-going steel tubes
just under and parallel to the aft undercarriage cross axle,

Outline drawings, to scale, of the Short Sporting type sea plane in both open and folded positions.

July 14, 1920

Aeronautical Engineering (Su

pplement to The Aeroplane.;

131

Telephones :
Gosport 217.
London : Gerrard 5716.

Telegrams :

" Flight, Gosport."

"Embellishment," London.

GOSPORT AIRCRAFT

AND ENGINEERING CO.

SPECIALISTS IN THE DESIGN AND CONSTRUCTION OF

FLYING BOATS

DESIGNS PREPARED and CONSULTING WORK undertaken for

complete FLYING BOAT SCHEMES in any part of the world.

THE ABOVE ILLUSTRATION SHOWS OUR " G,9." TYPE FLYING BOAT FITTED
WITH FOUR 450 H.P. NAPIER " LION " ENGINES. TOTAL WEIGHT 29,000 LBS.
12 PASSENGERS. 3,1 00 LBS. CARGO. RANGE 600 SEA MILES.

HEAD OFFICE & WORKS: GOSPORT.

Sir Charles Allom.

Lieut. -Col. Hope-Vere, A.F.C.

(London Representative).
M. H. Volk, A.F.Ae.S.

(General Manager).

London Office: 15, George Street,

Hanover Square, W.i.

New York Office : 19, East 52nd,. Street.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

•J" (Supplement to The Aeroplane.)

Aeronautical Engineering

July 14, 1920

into which an axle carrying at each end an ordinary landing
wheel may be inserted.

Also the tail float is provided with a socket, whereinto may
be inserted the steering head tube of a sort of miniature bicycle
front fork and wheel. With these wheels in place the machine
may be man-handled about on shore even more easily than
the majority of land machines.

The many advantages which overwater flying possesses as
compared with overland work seem to have been largely over-
looked by those who have discussed the possibilities of com-
mercial aviation in the immediate future. The description
of this machine — one of the few seaplanes at Olynipia — may
serve as a reminder that seaplanes exist, that every seaport,
and not a few other busy cities possess alighting surfaces suit-
able for seaplanes in the very centre of their business quarters,
that in flight over water in a seaplane the question of the
whereabouts of the nearest possible landing ground does not
exist, that over water the fastest competing form of transport
is capable of no more than 30 m.p.h., and that at 60 knots
aerial transport is a very economical method of travel. Did

one believe that the business* men of to-day possessed any
wisdom one would be content to add Verb. Sap.

Specification of the .Short
Engine ...160 h.p. Leardmore

Maximum power 200 h.p.

Fuel —

Petrol (3 hr. flight) 35 gal.

Oil 3 gal.

Dimensions — ■

Span 44 ft.

Span folded 15 ft.

Length 33 ft.

Height 12 ft.

Total surface 500 sq. ft.

Loading —

per sq. ft 6.2 lb,

per h.p 15.5 lb.

"Sporting Type" Seaplane.
Passengers, and Crew —

Pilot ."I

Passengers 3

Range 270 miles

Weights —

Total weight 3, 100 lb.

Weight empty 2,095 lb.

Petrol 255 lb.

Oil 30 lb.

Water 80 lb.

Pilot 160 lb.

Passengers and freight

480 lb.

Performance — .

Speed 83 m.p.h.

Climb. ..10,000 ft. in 35 min.

THE SOPWITH AVIATION AND ENGINEERING CO., LTD., Kingston-on-Thames.

The main exhibit of this famous firm consists of three
machines, the Dove, the Gnu, and the Antelope.

Thf, Dove.

Of these the Dove is the smallest and will awaken fond
memories on the part of all those ex-pilots who have spent
happy hours in air on the "Pup.'' For in general appear-
ance the Dove closely resembles this delightful single-seater.

The fuselage, built of ash longerons and spruce struts with
steel wire bracing, is of practically identical form with that
of the older machine. Starting from the cowl of the 80 Le
Rhone engine it tapers in plan to a vertical knife-edge stern
post, with sides nearly straight till the last 15 inches or so.
In side elevation the top rail is straight, though surmounted
by a domed fairing, the lower longeron curving iirst down-
wards to give depth to the cockpits and then upwards to the
tailpost. Instead of the single cockpit of the Pup, there are
here two — the pilot's in its original position — since even Sop-
withs can place him no farther forward, and the passengers
immediately aft.

This additional load aft the C.G. calls for the only other
visible change from the original, a sweep back of the wings
of some 5 degrees, to reaccommodate the relations of the cen-
tres of lift and of gravity.

Apart from this, the wings appear to be as of old,
staggered, with one row of interplane struts per side,
and the characteristically splayed out centre section struts.
All interplane wiring is of the streamline type, fitted with the

simple trunnion joint which originated from the Sopwith
works. Ailerons are fitted to all planes.

The aft end of the fuselage carries the tail, , which con-
serves—as have most Sopwith tails— the approximately rectan-
gular shape with slightly rounded corners, the ear-shaped
rudder, and the fin which originates forward in a semicircular
lobe, overhanging the tail plane leading edge.

In this machine the refinement of an adjustable tail has
been fitted, and flight either with or without passenger occurs
without change to the equilibrium of the machine.

Beneath the tail the very effective Sopwith tail skid, shod
with a knife-edged shoe, is attached.

Fuel and oil tanks — all of the gravity feed tvpe— are in-
stalled within the fairing ahead of the pilot's se'at, and the
petrol system is thus reduced to its simplest terms.

The standard Vee type of undercarriage, shod with standard
Palmer wheels, complete the machine, which should form one
of the most perfect two-seater sporting aeroplanes which the
heart of a pilot could desire.

The specification hereafter supplies those details of size and
performance which the verbal appreciation has neglected.
Specification of the Sopwith "Dove."

Weight loaded 1,430 lb.

Span .".'24 ft. gi in.

Chord f, ft. ii in.

Gap 4 ft. 6 in.

Surface 22c sq. ft.

Engine 80 h.p. Le Rhone

Weight, empty ..-..765 lb.

Useful load 180 lb.

Petrol capacity

Endurance 22 hr.

Speed 35-95 m.p.h.

Climb 5,000 ft. in "]\ min.

SOPWITH

," DOVE \

BO h-R LE RHONE.

- -M

-V )

July 14, 1920

Aeronautical Engineering us.,PP„m,nt t0 the A*&i*k) m

WESTLAND

We are exhibiting a new Westland model at the
Olympia International Aero Exhibition, Stand 61.

This machine is well worth the careful attention
of Companies interested in Aerial Transport, and
our Representative on the Stand will be pleased
to supply fullest particulars to all interested.

The machine is a modification of the now well-
known Rolls - Royce engined " WESTLAND
LIMOUSINE," but is fitted with a 300 h.p.
Hispano Suiza engine and has greater carrying
capacity and endurance than the previous model.

WESTLAND AIRCRAFT WORKS

(Branch of PETTERS LIMITED)

YEOVIL - SOMERSET

Telephone : 141 (Four Lines.) Telegrams : Aircraft 141 Yeovil.

KINDLY MENTION "THE AEROPLANE" WHEN CORRESPONDING WITH ADVERTISERS.

T34 (supplement to the aeroplane) Aeronautical Engineering

July 14, 192a

" ANT6LOP B. "

PLANt

SOPWITH

1he Sopwith "Gnu."

The Sopwith "Gnu" is a considerably larger machine — as
unmistakably a Sopwith as is the "Dove"— which should appeal
to those who recognise the "points" of an aeroplanej and
who desire to travel by air in comfort, relative silence, and
the absence of wind, quite as strongly as will the "Dove" to'
those who rather prefer to experience even the minor dis-
comforts of flying rather than forgo any of its sensations.

This again is a rotary engined machine, capable of receiv-
ing either the no h.p. De Rhone — or for cases where a large
surplus power is desired, the 230 h.p. Bentley.

In form and construction the fuselage is similar to that of
the "Dove," though naturally larger. The pilot's cockpit
again follows immediately behind the engine and below the
centre section. Aft of this follows the passenger accommo-
dation, with seats for two side by side in a totally enclosed"
cockpit of the glazed roof type. Entrance to this compart-
ment is through this roof, which can be opened for the pur-
pose.

The tail again is similar, though larger than that of the
"Dove," with the exception that the rudder is balanced.

The wings are of equal span and chord, less staggered than
in the "Dove," and devoid of any sweepback, and, in view of
the increased span, are of the two bay a side type.

Spruce interplane struts of streamline section and stream-
line interplane wiring complete the wing structure, all fittings
being of the steel sheet type and of Sopwith Standard design.

The machine actually exhibited is fitted with the 200 h.p.
Bentley engine.

Specification of the Sopwith "Gnu."

Span 3S ft. 1 in.

Chord s ft. 6 in.

Gap ...5 ft.

Length overall 25 ft. 6 in.

Height 10 ft.

Surface 350 sq. ft.

Engine 230 h.p. Bentley

Weight, empty 1,315 lb.

Weight, loaded 2,160 lb.

Useful load 360 lb.

Petrol capacity ...... 60 gall.

Endurance 35 hr.

Speed 40 to 100 m.p.h.

Climb s.ooo ft. in 6* min.

as' b"

5 B

3B' I'.'

r

SOPWITH

"GNU"
23D t-R BR2.

July 14, 1920

Aeronautical Engineering (SuPpleineat * the mi

135

e&fdmor<

THE MASTER
POWER UNITS

C Proved by many years of invaluable work to be
the most trustworthy engines ever installed. The
1914 Beardmore was the most reliable of its day.
The 1920 Beardmore still leads in reliability
and cheapness.

C, Many leading Aircraft Manufacturers are adopting
BEARDMORE as standard, among them the
A. V. Roe, Co., Ltd., who are installing the
160 h.p. Beardmore in their new "Avro Triplane."

C 24 hours' notice only is required for IMMEDIATE
DESPATCH of Complete Engines and all
duplicate parts.

CT, Personally inspect this unfailing source of power at

STAND No. 65
AERO SHOW

OLYMPIA.

BEARDMORE AERO ENGINES, LTD.,
112, Great Portland Street, London, W.l.

Telephone : 238 GERRARD.
Works - - - Parkhead Steel Works, Glasgow.

£3

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

136

(Supplement to The Aeroplane.]

Aeronautical Engineering

July 14, 1920

THE SOPWITH "ANTELOPE."— A limousine passenger crait with the 180=h.p. Wolseiey "Viper" engine.

The Sopwith "Antelope."

Though the "Antelope" differs in certain respects from any
previous Sopwith, it neverthless conserves the characteristic
Sopwith appearance.

It differs from the "Gnu" in that it has a stationary water-
cooled engine, that it is considerably larger in dimensions, and
greater in weight, and that its passenger cabin is of the full-
fledged side entrance limousine type. This latter is provided
with ample Triplex windows. One of the seats is atranged
so that the passenger may sit in a raised position and, on
opening a sliding door in the deck, may fly with his head in
the free air.

The passengers are seated vis-a-vis in very spacious wicker
chairs, and it is the rear one who may enjoy fresh air, though
probably the front passenger, back to the engine, will need it
more.

The cabin imposes certain changes in the lines of the fuse-
lage, and the top rail is no longer straight, but rises from
the front engine bracket to the top of the cabin; falling
thereafter to the tail. Otherwise there is little change. The
span and the total wing surface is appreciably greater than
that of the "Gnu, "and balanced ailerons are fitted to all wings,
but in general and in detail design the wing structure is very
similar, as, indeed, are all the components except the cabin.

The general range of usefulness is the same as that of the
"Gnu" — but the accommodation is more spacious, and the fact
that the engine is of the stationary water-cooled type would
seem to promise lower fuel and engine maintenance costs,
and would probably give a sense of greater reliability to most
potential purchasers.

The dimensions of the "Antelope" are given hereafter.
Specification of the Sopwith " Antelope."

Weight, empty 2,100 lb.

Weight, loaded 3,000 lb.

Useful load 360 lb.

Fuel capacity 65 gals.

Endurance 4 hr.

Speed 38 to 100 m.p.h.

Climb ...5,000 ft. in 75 min.

Span 48 ft. 6 in.

Chord 6 ft. 3 in.

Gap 6 ft.

Length overall 3c ft. 6 in.

Height overall 11 ft.

Suiface 550 sq. ft.

Engine ...Wolseiey "Viper"
180 h.p.

Surrounding the Stand there are to be found a series of ex-
cellent scale models of nearly the whole range of the Sop-
with aeroplanes. These include the "Tabloid" of 1913, the
Schneider Cup machine of 1914, the "Pup," "i-£ Strutter,"
"Camel, ' "Cuckoo," "Dolphin," and "Snipe."

These models show excellently the process whereby Sop-
withs have evolved their present machines

July 14, 1920

The Aeroplane

The Original NON-POISONOUS.

Titanine Dope

is strongly recommended for

PRIVATE and COMMERCIAL

AEROPLANES.

Absolutely unequalled for Durability,

There is no CONTROL on Dope for the
above types of machines.

Titanine is the most economical and offers the
greatest resistance to flame.

Complete Doping

PROMPT 1P1RT c u

HtHMffl schemes

DELIVERIES. WWW ■ „ A f-

submitted on application.

TITANINE LIMITED

9

175, PICCADILLY, T.arams

Telephone: ' Telegrams:

Gerrard2312. LONDON, W.l. ^n'L^'

Agents for Australia :

Messrs. Larkin-Sopwith Aviation Company of Australasia, Limited.

Melbourne Office : "Aberdeen House," 94, King Street.

Sydney Office : "London Bank Chambers," Corner of Pitt and Moore Streets.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

i38

The Aeroplane

July 14, 1920

THE SUPERMARINE AVIATION WORKS, LIMITED, Southampton.

The Supermarine Company show two examples of their ex-
cellent flying boats, one- designed to carry a pilot and three
passengers and known as the "Channel Type" boat, and the
other a small fast, single-seater known as the "Sea King."
Both of them are such as to delight the heart of any sea-faring
man, for they are pre-eminently the product of men who know
and understand the sea and its ways.

The "Channel Tyre."

Primarily the "Channel Type" boat is designed for passen-
ger work, and as such the comfort of the passengers has been
considered in every possible way. The boat, as shown, has
lids to let down over the passenger compartments for the
benefit of those who like an enclosed machine, but Mr. Hubert
Seott-Paine, the managing director of the firm, and his
practical assistants, agree with one's personal predilection for
an open cockpit with an adequate windscreen. The boat can
be supplied fitted in either way.

The outstanding feature about the Supermarine boats is the
hull structure. From bow to stern the boat is of oval or
elliptical section built up with diagonal planking on formers.
The result is an enormously stiff and yet pliable hull. Mr.
Seott-Paine. has a convincing habit of demonstrating - these
apparently contradictory facts. First of all he pushes his
list vigorously into the side of the hull at any point and de-
monstrates that it can be pushed in but will invariably spring
back. He then proceeds to suspend his thirteen-stone grace-
fully from the extreme tip of the tail-plane, thus putting an
enormous torsional strain on the thinnest part of the hull,
a strain in fact that would never be ~put upon it in practice.
Despite the leverage thus afforded by his weight the actual
displacement of the end of the tail-plane is far less than one
generally achieves with quite a slight pull on the tail-plane
of any ordinary land machine.

Incidentally the tail-plane itself is a boat-built job and is
not covered with fabric alone.' As Mr. Seott-Paine points out,
the fact that the hull is oval in foim results in every blow
from a wave, or even from a boat barging alongside, com-
piessing the hull structure, whereas in a slab-sided boat the
effect is to bend the structure inwards in such a wav that it
has a tendency to break, even if, it does not do so.

The step, and the projecting chines necessary to give it
sufficient planing surface, are built on separately and are
divided transversely by bulk-heads so that quite apart from
the hull itself, the steps provide six water-tight compartments
underneath the hull. Therefore even if the hull itself is ab-
solutely filled witli water, the boat can still keep afloat.

Another interesting point about the boat is that the power-
plant is entirely separate from the wing structure. The
engine-bearers are carried in the top of an A-shaped struc-
ture, which also canies the radiator. The result is that none
of the engine vibration is communicated direct to the wing-
structure, a very consoling thought to those who think about
vibration effects on wiring plates and such things.

The wings themselves call for no special comment beyond
the fact that the workmanship is fully up to the Supermarine
Company's standard.

The tail unit is, however, worthy of special mention. Owing
to the elevated position of the engine it is necessary to have
a negative tail-plane so as to keep the tail down against the
airscrew thrust. For this reason the tail unit is made as a
biplane. The upper plane is cambered the wrong way so that
it is in fart a depressing plane. Th'J lower plane, on which
Mr. Seott-Paine does gymnastics as described, is on the other
hand a lifting plane. The result is that when the screw is
running, the slip-stream acting on the upper tail-plane keeps
the tail down and trims the ship fore and aft. As soon as the
slip-stream of the airscrew ceases, the lower plane, which is
out of the. slip-Stream, comes into effect and lifts the tail
against the depression of the upper plane, so that the boat is
free from that distressing tendency to throw its nose up in
the air and stall, which would otherwise be the case, and so
the pilot is relieved of the necessity for pushing the boat's
nose down immediately that the engine stops.

The boat is full of clever little ideas for the convenience of
the pilot and passengers. For example, in the main cockpit
the passengers' seats spring up as soon as the}' are not sat
upon. The result is that when one boards the boat from a
dinghy, one steps onto a grating instead of stepping onto the
cushions and making them wet or muddy. Also the cushions
are thus kept dry if the boat is being flown in the wet without
passengers and without a cover over the cockpit.

Another interesting little gadget is the Supermarine patent
boat-hook, which has an automatic catch arrangement and is
itself attached to a line, so that when picking tip moorings,
as soon as the boat-hook grips the mooting-chain, the boat is
definitely moored without the necessity for hauling in yards
of wet chain and handling a wet can or float.

The arrangements for the anchor are inst, ni= haqdy. The
anchor is stowed against the side of the boat. The line is taken
forward through a special cleat arrangement in the bow and
back to the side of the pilot's cockpit, where it is coiled round
a special form of belaying horn— one can scarcely call it a be-

July 14, 1920

The Aeroplane

139

AERO EXHIBITION, OLYMPIA 1920

At STAND 56 will be
displayed eight representative
examples of the well known

SUNBEAMCOATALEN

AIRCRAFT ENGINES

These Engines range from the

" DYAK " — 100 H.P.

to the

" SIKH " — 800/900 H.P.

and all will well repay the most careful
scrutiny, exemplifying -as they do all
that is best in modern aircraft engine
design. They are unsurpassed for

EFFICIENCY and RELIABILITY

Designed and produced by

THE SUNBEAM MOTOR CAR CO , LTD., WOLVERHAMPTON

KINDLY MENTION " THE AEROPLANE" WHEN CORRESPONDING WITH ADVERTISERS.

140

The Aeroplane

July 14, 1926

so' S'V .

5-5EATEK Fighter.

CDCKPIT
ARRANGEMENTS

CHANNELTYPE
FLY I MD ; BOAT.
60 HP BEAROMQRE.

3-Seatep ScHtiDL Machine.

laying pin. By this arrangement the anchor can be dropped
at once by the pilot and the line paid out from his seat, or,
if he so desires, the anchor can be left in its clips and the
line can be used as a heaving line if a tow is desired, the same
line being used in either case and trie Strain in either case
being taken by the extreme bow of the boat.

Another simple and useful idea which is not common in
flying boats is that the hull itself finishes in a bra.-.s-bound tip
astern and the tip has in it an eye through which a line can

be passed when lowering the boat down a slipway, or when
it is desired to stow her astern.

The efficiency of the "Channel Type" boat may be gauged
from the fact that although her engine is only a standard
160-h.p. Beasdmore, she puts up a speed of 70 knots with a
pilot and (bice passengers, or 540 lb. of dead load, with petrol
for a range of 240 to 250 sea miles.

Furthermore the firm states that "by sacrificing one pas-
senger the machine can be fitted with an amphibian landing

July 14, 1920

The Aeroplane

141

Hiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiiiimim

AERO EXHIBITION, OLYMPIA, July 9-20.

STAND No. 8.

MARCONI WIRELESS TELEGRAPH CO, LTD.,
MARCONI HOUSE, STRAND, LONDON, W.C.2.

gEG to announce that amongst their exhibits there will
be on view Aircraft Sets, Portable Ground Stations,
and a \\ K.W. Combined Telephone and Continuous Wave
:: Telegraph Cabinet. :: ::

A Handley Page machine fitted with a Marconi Aircraft
:: :: Set will be on view at STAND 49. :: ::

AERO EXHIBITION, OLYMPIA, 1920.

STAND
28.

Streamline Wires and Fittings

for

AIRSHIPS and AEROPLANES.

Where STREAMLINE WIRES are Made:—

PART OF OUR AIRCRAFT WOI?K^.

Bruntons

Head Office and WorKs :

MUSSELBURGH, SCOTLAND.

LONDON OFFICE: 33/34, CRAVEN HOUSE, KINGS WAY, W.C 2.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

1 42

The Aeroplane

July 14, 1920

gear." Though one might resent being personally the sapri-
ficial passenger, one would not mind being one of the two
left while the third was taken, so that one might have the
additional advantage of being able to alight on land.

Incidentally, Mr. Scott-Pame says that he is getting excel-
lent results out of the 160-h.p. Beardmore, which, in the case
of the particular engine in this machine, is giving a power
output of 175 h.p.

Specification or the Supermarine "Channel " Boat.

Weight (full) 3,400 lb.

\ 'eight (empty) 2,3561b.

Engine ...i&o-h.p. Beardmore

Speed 70 knots

Climb 3,000 ft. in 15 mm.

%->pan 50 ft. 5! m.

Chord 5 ft. 6 in.

Gap 7 ft.

Length 30 ft.

Height 13 ft.

Surface ••■453 sq. ft.

The "Sea King."
The "Sea King" is a small fast single-seater which for
general purposes follows the structural methods of the "Chan-
nel Type" boat. With its 160-h.p. Beardmore engine it puts
up a speed of 96 knots, so that it is either a thoroughly sport-
ing little vehicle for the single or unhappily married man, or
is a useful small fast patrol machine for Naval work along
troublesome coasts. Its chief difference in design from the
"Channel Type" lies in the fact that it only has a monoplane
tail of the depressing kind and so takes rather more flying on
the part of the pilot than does the bigger machine.

Specification of the Suprfmarini: "Sea King" Boat.

?pan

.30 ft. 5 in. Weight (full) 2,500 lb.

Weight (empty) ... ..2,250 lb.
Kngine ...160 h.p. Beardmore

Speed q6 knots

Climb ..,'10,660 ft. in 20 min.

Chord S ft. 6 in

.Gap 6 ft. 2J. in.

Length 24 ft.

Height 10 ft. 3 in. '

Surface 284 sq. ft.

The Supermarine Control.
A point particulaily worthy of mention, uaniely, the control
unit, is common to all the Superm-arine' flying boats. The.
rudder bar and control column, either with or without wheel

V1CKERS, LTD., Basil

Quite naturally the chief attraction on the Yickers' stand
is the Vickers amphibian, known officially at the "Viking,"
which is, in fact, the only amphibian in the Show exhibited as
such. One is inclined to regard the Vickers • "Viking" as
being, at any rate, a \ ery large stride in the right direction,
though Mr. Pierson, the designer, and the constructors
modestly say that it is purely an experimental affair. Cer-
tainly for passenger work, especiallv where theie are large
rivers and lakes, a flying-boat with wheels strikes one as being
a more pompanibriable vehicle than a seaplane with an
amphibian nnderca: 1 iage.

The whole of the body is of the famous Saunders " Con-
suta " material, in which layers of wood in thin strips are

control, are mounted on a horizontal triangle of steel tubes
with the necessary cross-bars to carry the control column.
The apex of the triangle carries the pivot and the rudder
bar and is anchored to the floor of the boat. The two other
corners of the triangle merely rest on the floor without touch-
ing the sides of the boat, so that as the sides of the boat work
under shock from the sea they in no way affect. the frame on
which the control is mounted. One may perhaps best describe
this control frame as a sort of triangular tiivet anchored at one
corner.

The idea is extraordinarily neat and besides having the
advantage of not interfering with the hull structure in any
way, it has the additional advantage that when the control
wires are disconnected the whole control unit can be lifted
out of the machine in less than ten minutes. The idea is just
one of those ingenious things of which everybody might have
thought years ago and nobody did.

Altogether one is inclined to be very enthusiastic about the
Supermarine exhibit, which will very well pay for an inspec-
tion by all visitors, but especiallv to those concerned with the
sea. It is in fact ot such a thoroughly seafaring nature as to
penetrate even the intelligence of a senior officer of the Royal
Navy and convince him that there is after all something in
aviation, for he will find sufficient of his old sea-going practice
in the details and gadgets of the boats, and especially in the
smell of tar from the mooring line, to make him feel at home
and make him forget that the whole thing is really so new that
according to his preconceived notions he ought to ignore its
existence.

As an example of the thoroughly practical nature of the
Supermarine boats, one would like readers to note the fact
that last year six of the "Channel Type" boats with' six pilots
and eight mechanics were in operation daily for five months.
During that time they covered somewhere between twenty-five
and thirty thousand sea miles. The biggest replacement dur-
ing that period was one wing-tip float, and the total upkeep of
the six boats, apart from fuel and oil, was ^320. Anybodv
who desires confirmation of these figures is, one gathers, quite
welcome to inspect the firm's books for themselves.

/

Court, Knightsbridge.

cemented and sewn into large sheets, which are then cut to
sizes appropriate to their purpose.

The landing carriage is a singularly neat arrangement in
which the wheels are carried on a frame working from an
axle lying across the deck of the hull. On the sides of the
hull are thick brass strips bent to the radius along which the
wheels rise and descend, and in this strip is a series of holes,
each hole representing what would be a cog in an ordinary
rack-and-pinion arrangement. In place of the cOg wheel
there is a little wheel with projecting knobs, which knobs
engage in the aforesaid holes, the knobs themselves acting as
the teeth of the cog wheel. The principle is something like
that employed in the old "Quadrant" chainless bicycles and

VICKERS.

Wing T\p Float.
" viking "

July 14, 1920

The Aeroplane

143

METAL AIRSC

" LEITNER - WATTS "
METAL PROPELLERS

have successfully passed all tests. They
do not warp, fray, or split. They are
durable and reliable, and not affected
by climate, weather, hail, or sea spray.
They are made for any power. New designs
for two, three, or four blades. Blades are
detachable, replaceable, and their pitch can
be accurately and minutely adjusted for
individual machines to obtain best possible
results. Will pack into very small space.

Patents granted and applied for

ALL ENQUIRIES WILL RECEIVE PROMPT
:: :: AND CAREFUL ATTENTION. :: ::

COMPANY, LTD.,

REGENT HOUSE,

KINGS WAY,

LONDON, W.C.2.

Teleg ams- " Pliantness, 'Phone, London."
Telephone - Gerrard 5122.

Sixth International Aero Exhibition, Olympia. STAND No. 80a.

STAND 89

AERO SHOW

H. M. HOBSON, LTD.,

are exhibiting

Claudel-Hobs

AIRCRAFT CARBURETTERS

Fitted to the following aviation engines:

ROLLS=ROYCE, SUNBEAM CO ATALEN,

NAPIER=LION, SIDDELEY=PUMA.

Historic fights made with these engines and carburetters include :

First Direct Trans-Atlantic Flight .. ,. .. .. Rolls-Royce (Vickers Vimy).

Airship

England to Australia
London to Madrid non-stop
23 British Records.. , ;«
i.ooo miles Record (Pretoria to Cape Town)

Sunbeam-Coatalen (H.M.A. R34.
Rolls-Royce (Vickers Vimy).
Napier-Lion fAlliance).
Napier-Lion (Airco).
Siddeley-Puma (Vickers).

H. M. HOBSON, Ltd., 29 Vauxhall Bridge Road, London, S.W.I.

Telephone — Victoria 4670 (3 lines).

Telegrams — "Assemblage, Churton, London."

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

144

The Aeroplane

July 14, 1920

in the "Humphriss" gear for motor-cars. Evidently the prin-
ciple works quite well in practice.

Behind the second step; of the hull there is a tail-skid
mounted on a steel tube and on the steel tube is a rudder.
'I hus the same steering arrangement acts as a steering tail-skid
on land or as a water rudder when in the water. Both are
worked in conjunction with the ordinary air rudders.

The hull contains a seat for the pilot and a passenger in
the nose and seats for two passengers side by side behind
them. Right aft behind the screw is a seat for a fourth
passenger.

The wing structure is an ordinary biplane of the usual ex-
cellent Vickers' construction. The tail unit is also a biplane
with three rudders, each of which is slightly balanced.

A striking feature of the machine is the peculiar design of
the airscrew, which resembles an ordinary water screw very
strongly. It is a four-blader with very wide blades. This
curious design is an effort to absorb efficiently the full power
of the Rolls-Royce " Eagle" engine without raising the engine
so high as to give the top-hamper too much leverage when
on the water, and without raising the line of thrust of the air-
sciew to such an extent as to make longitudinal control diffi-
cult. •

It is particularly interesting to note that a kinematograph
film illustrating the amphibian manceuvres of the "Viking"
will be sh6wn daily throughout the show at the free kinemato-
graph entertainment provided in the gallery. The film in
question is not only extremely instructive, but it is quite one
of the most amusing that has appeared.

There is something extraordinarily comic about the sight
of this great machine taxying down a slipway under its ow n
power, walking into the sea, flying off. returning-, taxying up
to the beach, and waddling out of the water like some strange
animal of the sea. All who visit Olympia should, at any rate,
make an attempt to see this film, for it will give them a better
idea than any description can of the real utility of the
amphibian type.

Specification ok the Vickers "Viking."

Span 46 ft. Surface 550 sq. ft.

Chord 6 ft. Weight (lull) ". .".4,545 lb.

Gap 7 ft. ■ Engine ...

Length 32 ft. Rolls-Rovce "Eagle VIII."

Height 13 ft.

The "Vimy."

The other notable exhibit on the Vickers stand is one of
the standard commercial "Vimys" with two Rolls-Royce
"Eagle" engines. The body is of the familiar "Easter Egg"
type, but several minor refinements ha\e been introduced
since the first of the type appeared.

In the original the forward part of the hull was merely a
luggage locker. Now the passengers' seats are carried right
forward to the front. The l.ig luggage door is retained as a
kind of emergency exit, which is good.

A neat little refinement in the entrance arrangement is fitted
by making the let-down door behind the trailing edge of the

lower wing into a series of steps, so that instead of having
to carry a ladder to the side of the machine the door merely
drops on the ground and the passengers can walk in or out.

There is also a door from the passengers' compartment to
the front seat where the, pilot and mechanic sit, so that pas-
sengers can have " a seat on the box," so to speak, in turn,
or, as an official of the firm remarked : "If one does not like
the pilot's methods, one can pull him off his seat and take
charge oneself."

Another minor refinement about the machine, but one which
is of very considerable importance to air lines who intend to
operate with "Vimys," is that the upper surface of the lower
plane in the neighbourhood of the engine is now arranged
w ith a metal covering and cross slats, so that mechanics work-
ing on the engine can walk on the surface of the plane with-
out . damaging it.

Specification of the Vickers "Visiy.""

Span 67 ft. Weight (full) 12,500 lb

Chord 10 ft. 6 in. Weight (impty) —

Gap ' 10 ft. Engines ."'

Length :4a ft. 8 in. Two Rolls-Royce "Eagle

Height 15 ft,.. VIIIs.'*

Surface 1,400 sq. ft. Speed ... : 100 m.p.h.

Vickers Sundries.

The rest of the Vickers' stand is full of interest. There are
quite a number of models which are well worth seeing.

For example there is a one-tenth scale •model of the original
"Vimy" bomber of the type used in the first direct trans-
Atlantic flight; and in tlrf' flight from London to Australia
an<d from London to South Africa. There is one-twentieth
scale model of a commercial "Vimy" in a skeleton of a
V'ickers-built shed designed expressly for this type of machine.
•So skeletonised in fact is the shed that a rival aircraft con-
structor asked the Chief of the Vickers' exhibit when the
firm had taken to supplying fretwork outfits for amateurs.

Another interesting model is of the big Vickers-Saunders
"Valentia" flying-boat, designed to carry a useful load of aj
tons. Also there is considerable sentimental interest in the
models of the old Vickers' Gun- "bus, the first fighting aero-
plane used by the Allies in the Great War

Other exhibits include a show board on which are mounted
a number of the products of the various Vickers' works, such
for example as centrifugal petrol pumps, petrol cocks, petrol
relief and bye-pass valves, Vickers' flow indicators, petrol
filters, water filters and so forth. S. E. Saunders, Ltd., of
Cowes, show two wing floats built for the Vickers-Saunders
"Valentia" boat of the patent Saunders "Consuta" ply-wood.
These floats are each big enough to make a respectable dinghy
for a yacht, so that they give one some faint idea of the
colossal size of the "Valentia" herself. >

There are also specimens of aeroplane spars made of duralu-
min. The raw materials constructed by the firm, such as
crank shafts, connecting rods, axle tubes, magnets and so
forth are shown, and there is a case showing, various small
tools such as drills, reamers, and milling cutters, which ate
made by the Vickers' firm.

THE WESTLAND AIRCRAFT WORKS, YEOVIL.

The Westland Aircraft Works show a Mark IT Limousine.
This differs from the original Limousine in a variety of ways.

In the first place, instead of the "Falcon" Rolls-Royce
engine it has a 300 h. p. Hispano-Suiza. An excellent modifi-
cation is effected by removing the petrol tanks from the
inside of the fuselage and carrying the petrol in two torpedo-
shaped tanks each containing 29 gallons, slung under the
lower plane at the junction of the first row of interplane struts
with the spars. In this way considerably greater space is
made available in the fuselage for the carriage of mails or
goods, but perhaps the greatest advantage of all is the addi-
tional security it gives against fire.

The real danger of fire is not the initial ignition of petrol
in the carburetter through a back-fire or a defective valve,
but the fact that when this first small fire takes place it
sets fire to the main petrol supply of the machine either
through the burning out of the petrol connection while in
the air, or through the tank bursting on hitting the ground
in a crash. By removing the tanks to a point several feet
from the carburetter there is no fear whatever of their catch-
ing fire in the air, and in the event of a crash the chances
are that the main petrol supply will not at any rate fall on
the flames caused by what petrol is left in the carburetter.

To guard still further against fire a perfectly fireproof bulk-
head is fitted between the engine and the rest of the fuselage.
This bulkhead is covered with aluminium and asbestos so that
there is no fear of carburetter fire setting light to the interior
of the fuselage.

The machine in its new form carries a load of three pas-
sengers plus 330 lb. of goods, which, reckoning that the pas-
sengers are ordinary standard-type human beings, works out
at a load of 8.17 lb. per sq. ft. of surface. The increased
petrol capacity give; a duration capacity of 45 hours at a
cruising speed of about 90 m.p.h.

A particularly neat feature about the machine is the way in
which the engine is mounted. The big steel tubes which
formed the engine bearers for the Rolls-Royce are an integral
part of the fuselage structure, and by a very simple arrange-
ment of three-ply girders the Hispano-Suiza engine can be
dropped into the same fittings.

This particular machine bears on its side the legend "Air
Post of Banks, Limited," from which one gathers that it is
intended to use this very excellent type of machine on the
new air line from London to Lisbon via Paris — to which
reference was made in a guarded manner in this paper two
or three weeks ago. The choice is undoubtedly a good one,
for- there is certainly no better built or better designed machine
on the market.

From a purely personal point of view one appreciates the
wisdom of having not only a door in one side from which one
can extract oneself from the machine in the case of a turn-
over in landing, but also the opening of the pilot's cockpit
in the top of the machine, so that in the event of the machine
falling in such a manner that the door is blocked by damaged
wings, it is possible to get out by way of the pilot's seat.

146

The Aeroplane

July 14, 1920

OLYMPIA — Top, the Fairey Seaplane. Second, the Supermarine "Channel" Bo&t. Third, the Short Seaplane and
AllMetal Biplane. Bottom, the Central Aircraft Co.'s Seaplane.

July 14, 1920

The Aeroplane

153

. THE .

AERO EXHIBITION

IF the best books on Aviation interest you, do not fail to visit
the AEROPLANE at STAND No. 2.

It will interest you in any case to look at the books ; it will pay
you to buy them !

Among the books published by the Aeroplane and General Publishing Company
are the following : —

Pub.

Price.

Pub.

Price.

Saundby's "Flying Colours" ...

£2 2s.

Od.

Hume's "Nursairy Rimes"

2s.

6d.

Popular Edition

15s.

Od.

Butler's "Plain Impressions" •••

2s.

6d.

McCudden's " Five Years in
the R.F.C."

7s.

6d.

Blakeney's " How an Aeroplane
is Built"

5s.

Od.

Richthofen's "Red Air Fighter"

3s.

6d.

Swinton's "£ s. d. of Flyi.ig"

6s.

Od.

Mortane's "Special Missions of
the Air" ... ...

3s.

Od.

Sylvester's " Design and Con-
struction of Aero Engines "

6s.

Od.

Gill's "Aerial Arm"

6s.

6d.

" Revelations of Roy "

Is.

Od.

DURING THE EXHIBITION the AEROPLANE makes a SPECIAL

OFFER to purchasers of any of the above books.

To AEROPLANE subscribers : At half the published price.

To visitors to the Exhibition who are not AEROPLANE subscribers :
One third off the published price.

Thus, if you subscribe you can buy £1 worth of books for 10s. If you do
not subscribe £1 worth of books will cost you 13^. \d. At a time when all )our books
are costing you more, this chance of buying at a reduction will alone make a visit
to the Exhibition worth while.

The AEROPLANE is now publishing on behalf of the Proprietors the
AERONAUTICAL DIRECTORY OF THE WORLD, which will also be
on sale, price 2,1s. net.

The latest issue of L'AIR may be purchased at the AEROPLANE stand, price 6d.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

The Aeroplane

July 14, 1920

One does not imagine that this emergency exit will be fre-
quently needed, for the "Westland" is such an easy machine
to fly that any competent pilot should, be able to get it down
almost anywhere without damage, but it is just as well to
provide emergency exits even in the best aeroplanes, just as
emergency exits are provided in the best theatres although
one does not do so in immediate expectation of a fire.

On the same stand as the complete machine there is shown
the after part of a fuselage of a similar machine. This is
shown without upholstery or fittings of any kind, so that
those who are interested in the details of aeroplane construc-
tion, especially with a view to purchases for aerial transport
firms, can satisfy themselves as to the excellence of the work-
manship done at the Westland works, and the lateral strength
against twisting strains of this particular type of construction.

The way in which three-ply bulkheads are used to stiffen the
fuselage is distinctly ingenious.

Mr. Robert Bruce, the director of the Westland Company,
is distinctly to be congratulated on the excellent and con-
vincing impression conveyed by this machine, and one has no
doubt mat as soon as aerial transport companies really get
to work the firm will find a very considerable demand for
their machines.

Specification.

Span 37 ft. 9 in. Engine ...300 h.p. Hispano-'

Chord 5 ft. 3 in.

Gap 6 ft.

Length 29 ft. 6 in.

Height 10 ft. 9 in.

Surface ...

fcuza

Weight (full) 3,800 lb.

Weight (empty) 2,450 lb.

Speed 115 m.p.h.

Climb 5,000 ft. in 6 min.

ANOTHER LIVE FIRM.

Jonas and Colver, Ltd., writing on July 2nd, say : "We are
members of the S.B.A.C. During the war we were one of the
largest suppliers of aircraft steel. At the request of the
Government we put down a very large plant so as to increase
our production of these special steels. We still supply air-
craft steel to several of the leading firms, Hnd shall continue
to do so according to the demand. We have on our staff a
number of experts who are constantly engaged in maintaining
and improving the standard of the steels in manufacture. We
shall be much obliged if you will see that our firm's name is
added to the list of those supplying aircraft steels." It is
much to be regretted that this eminent firm's reply was re-
ceived too late for inclusion in the list published on June 30th.

ETERNAL SPRING.

Herbert Terry and Sons, Ltd., the famous spring specialists
of Redditch, write regretting that the absence of one of their

chief officials into whose department the inquiry was received
caused delay in answering the questionnaire recently
sent out to the Aircraft Industry from this office. The firm
say, "We are handling such aircraft material orders as come
our way, as regards springs, presswork, wirework, washers,
hose clips, and flexible shafts. We hope to be able to co-
operate with aircraft producers in the future, and are willing
to render whatever service is possible. With this end in view
we are regularly advertising in the aircraft journals, includ-
ing, of course, The Aeroplane. If you are able to influence
orders our way we shall appreciate it very much, and they
shall have our very best attention."

As one who has known Herbert Terry and Sous, Ltd., for
at least twenty years, during which time one has never had
cause to complain of any bad quality of their products, the
writer has no hesitation in recommending everybody who
may be in want of springs or anything of a like nature to deal
with this excellent and old-established firm.

BEARDMORE

July 14, 1920

The Aeroplane

155

ELECTRICAL
PRODUCTIONS

Dynamo Lighting
Engine Starting

. and .

Coil Ignition
:: Equipments ::

AIRCRAFT DEMANDS (

a positive factor of safety j

combined with certainty of |

operation and absolute j

reliability. The exacting |

conditions of flying necessitate |

PERFECT EQUIPMENT 1

C. A. VANDERVELL & Co., Ltd. I

ACTON .... LONDON, W.3 |

The 450 h.p. BLACKBURN ''SWIFT"

Fitted with NAPIER LION ENGINE,

is the latest type of high performance
Torpedo-carrying Ship Aeroplane.

The BLACKBURN AEROPLANE & MOTOR Co., Ltd.

SPECIALISTS IN TORPEDO AIRCRAFT,

invite you to inspect it at
STAND No. 64, The Aero Exhibition.

FOR SPECIFICATION, APPLY TO ;

THE STAND or OLYMPIA, LEEDS.

Tel. — Propellers, Leeds. 'Phone — Roundhay 601,

or 33, NORFOLK ST., W.C.2

'Phone— Central 984.

KINDLY MENTION " THE AEROPLANE '* ' WHEN CORRESPONDING WITH ADVERTISERS.

i55A

The Aeroplane

Useful- Span. Chord. Gap.

Name of Manufacturer. Name of Engine & H.P Crew. Load, Lb.* Ft. In Ft. In. Ft. Ii

Type.

Austin Motors, Ltd "Whippet" Anzani 50 Pilot Personal 21 6 38 3 ic

Luggage

Wm. Beardmore & Co W.B.2 Beardmore 160 Pilot 340 35 o 56 56

Win. Beardniore & Co W.B.10 Beaidrnore 160 Pilot 500 46 o — —

The Blackburn Aeroplane & Motor Co., Ltd "Swift" Napier ''Lion" 45'. Pilot 1975 48 6 80 76

The Bristol Aeroplane Co., Ltd "Coupe" Siddeley "Puma" 230 Pilot 400 39 5 56 36

The Bristol Aeroplane Co., Ltd. . "Pullman" "Libert}'" (4) 400 Pilots (2), Mech. 2520 81 8 8 6 70

The British Aerial Transpoit Co Commercial (Mk. I) Rolls-Royce "Eagle" 575 Pilot 1000 .46 o 6 6 6 6

The British Aerial Transport Co "Bantam" A. B.C. "Wasp II" 200 Pilot 398 25 0 3 ilj 3 3

The British Aerial Transport Co "Crow" A. B.C. 40 Pilot Personal 19 o 40 —

Luggage

Central Aircraft Co., Ltd "Centaur" 4b Anzani 100 Pilot 670 39 1 50 50

Fairey Aviation Co., Ltd XXI Napier 'Lion" 450 Pilot, Gunner — 40 o 60 59

Martinsyde, Ltd "Semiquaver" Ilispano -Suiza 300 Pilot ■ — 20 2 4 ioi t. 4 o

40 b.

Martinsyde, Ltd F.4a Hispano-Suiza 300 Pilot 280 32 9 6 oj t. 5 25

5 6i b.

Martinsyde, Ltd A (Mk. II) Hispano-Suiza 330 Pilot 1200 43 4 63 56

Handley Page, Ltd W.8 Napier '2) "Lion" 450 Pilot, Mech.i|-2 tons 75 o 10 o

Henri Potez TyPe VIII H. Pot.-z 50 Pilot 160 kg. 26 3 4 '6 46

A. V. Roe & Co., Ltd 548 Renault 80 Pilot 605 36 o 4 9! 56

A. V. Roe & Co., Ltd . "Baby" 534 Green 35 Pilot 254 25 o 40 43

A. V. Roe & Co., Ltd . Triplane 547a Siddeley "Puma" 230 Pilot 1700 37 o 4 9I 45

Short Bros "Shrimp" Beardmore 160 Pilot 480 44 o 60 56

Short Bros "Swallow" Siddeley "Puma" 230 Pilot 400 37 6 53 46

Sopwith Aviation Co., Lid "Dove" Le Rhone 80 Pilot 180 24 95 5 Ii 4 6

Sopwith Aviation Co., 1,1 d "Gnu" B.R.2 230 Pilot 360 38 1 56 50

Sopwith Aviation Co., Ltd "Antelope" Wolseky "Viper" 180 Pilot 360 46 5 63 60

Supermarine Aviation Works, Ltd "Channel" Beardmore 160 Pilot 540 50 5$ 56 70

Supermarine Aviation Works, Ltd "Sea King" Beardmore 160 Pilot 230 30 5 56 6 2$

Yickers Ltd Commercial "Vimy" Rolls-Royce (2) "Eagle" 375 3 Pilots 1,800 67 o 10 6 10 <

Vickers Ltd "Viking" Rolls-Royce "Eagle" 375 Pilot 900 4'; o 60 70

Westland Aircraft Works "Limousine" Hispano-Suiza 300 Pilot 770 37 9 63 6 of

* Useful load given does not include pilot, fuel or oil. E

IMPRESSIONS OF THE SHOW. excavate any number of cockpits for observers, the only tool

By a Thoroughly Irresponsible Contributor. required being a tin-opener.
During the War, and later still, during the so-called Peace, The three B.A.T. machines are a savage looking lot, par-
one has frequently discussed the probable site of the next ticularly the "Crow," which, one is told, is at Olympia merely
Aero Show. Most people seemed to agree that Olympia could for the staff to use it in visiting the gallery or other Stands,
not be used as it could only house about one big aeroplane. It is said that the B.A.T. " Crow " has now been bought
And yet, in fact, unless ' one is actually within a short by someone either to stand it on the office table to blow the
distance one hardly notices the Bristol triplane, the Vickers flies away or to ventilate the house in hot weather by stand-
" Vimy," or the W.8, while an 0/400 Handley Page is tucked ing it in the hall.

away in the annexe and is hardly seen. The Fairey is not so named because of its dainty little

On coming in at the main entrance a most startling and shoes. One has seen beautiful damsels thoroughly enjoying

interesting fact is brought to light; there it is stated in black themselves standing under the notice displaying the firm's

and white for all to see. Cold hard facts, so one is no longer name.

left in horrid suspense. The Sopwith Aviation and Engineer- Why is it that one of the stands is known as " Lincoln-

ing Company, Ltd., had built to its designs during the war shire "?

11,237 aeroplanes for the British Government ancT 5,000 for A, Naval officer, who was watching the models which loop

the Allies. Three very interesting machines built since the »« being shot into the air and return to the sender, was

war are shown. People can be seen plaving for hours with heard to remark : " Look at it! Returns to the 'and every

the ingenious back seat in the "Antelope." tlme, just like a cheque!"

It seems that gnothing could be gnicer than a gnice gnew Betting has been running high as to the colour scheme to

"Gnu" for hawking about in open country on one's summer be adopted for the " Sea-green Incorruptable " at its next

holiday. show. This is a very fine machine, and fitted up in that

One liked the exhibit of syphons on the "Tinsvde" stand, expensively luxurious style which one always associates with

but as these were only visible during the erection of the American week-end country houses.

Stand, one imagines that they are embodied in some form of At the moment of writing the whole of the inmates of

self-starter, now that their three very elegant machines are Olympia are in a ferment of excitement at the rumour that

in situ. another Sopwith machine built during the war has been dis-

The tin Short "Sardine" was the object of much interest, covered. One cannot yet state with certainty whether this

and one hears that it has been purchased by the Government brings the British total to 11,238, or that of the Allies to

after representations made by the President of the Air League, 5,001, though there are grounds for believing that it may be

who was thoroughly intrigued by the idea of being able to No. 1 in the American list.

July 14, 1920

The Aeroplane

155B

,ENGTH.

HEIGHT.

Wing

Hours Wgt

Wgt.

Lb. fer

Lb. per

Max. Landg.

ClylMB.

Ceiling.

Remarks.

In.

.Ft.

In.

Surface Fuel

Empty Loaded

So. Ft.

H.P.

Speed

SrEED

Feet in Min. Ft.

Sq. Ft.

Lb.

Lb.

in rrt.p.h.

Single-seater tourer

16

3

7

6

140

2.0

580

810

5-9

95-o

35

10,000

22

_

27

7

10

11

354

3-9

i>751

2,5*6

7.1

15-7

107.0

55

10,000

2 ^

1 6,000

3-seater

26

0

11

5-9

T SCO

2,849

5-6

17.8

91.0

40

10 000

27

14,000

2-seater

3;

6

12

0

720

a. k

6,000

8-3

98kt

43

850

15,000

Torpedo carrier

26

0

9

6

405

7.0

1, goo

3,100

7.8

13.0

115.0

48

10,000

15

20,000

3-seatev

52

0

20

0

1905

5-o

11,000

i7,75o

9-3

10.2

125.0

55

10,000

12

15,000

Passenger Limousine

34

0

11

3

580

6.0

2,700

4,50o

7-7

13.0

115.0

45

,

o-£ea er

T Q

5

0

9

185

3-5

953

1,618

8.7

S.o

150.0

50

10,000

7i

26,000

Single-seater fighter

14

0

5

0

76

2.0

220

450

6.0

11. 0

65.0

30

Monoplane

27

1

9

6

380

3-o

1,230

1,900

4-94

18.75

84.0

34

10,000

34

18,000

3-seater seaplane

0

11

6

440

(Particulars for these

figures are not

available

by orders

of the

Air Ministry.)

Data not available

19

3

7

3

147

i-75

1.425

2,025

13-8

6.7

161. 5

65

3,000

1

Racing machine

25

8

8

10

299

2-5

1,560

2,300

7.0

7*5

142.0

44

10,000

7i

24,000

2-seater

without
airscrew

29

. 1

15

10

6

487

5-o

4,000

7-75

14-5

115. 0

40

10,000

12

21,000

5-seater

60

0

1500

16.0

(Majority of

data not

obtainable.)

18

2

7

0

190

3-o

500

950

5-o

20.0

2-seater touring model

29

5

10

5

330

i,338

!.943

5-89

24-5

80.0

40

7,000

23-3

10,000

3-seater

19

3

7

6

176.5

12.0

616

870

4-93

21.75

80.0

35

9,000

35

10,000

Sporting type

29

10

14

5

498 .

2,080

3,286

6.6

13-7

100.0

45

10,000

19

10,000

5-seater limousine

33

0

12

0

500

3-o

2,095

3,100

6.2

15-5

83.0

38

10,000

35

1 2 ,000

4-seater seaplane

26

5

10

6

370

3-o

1,865

2,870

7.86

11. 0

120.0

38

10,000

11

22,000

All metal mail carrier

19

6

9

6

240

2-75

850

i,430

6-7

17.9

100.0

40

5,000

7i

"2-seater

25

5

10

0

380

3-25

J.215

2,160

6.1

19.6

93-o

40

5,000

7i

17,000

3-seater

30

6

11

0

.550

4.0

2,100

3,000

5-7

15-75

100.0

38

5,000

7i

20,000

3-seater

30

0

13

0

453

3-75

2,356

3,4oo

7-5

9.0

7okt

46kt

3,000

15

10,000

Flying-boat, 4-seater

24

0

10

3

284

3-°

2,250

2,560

9.0

14.4 '

96kt

5okt

10,000

20

12,500

Flying-boat, fighter

42

8

15

0

1400

5-o

12,500

100.0

Commercial passenger

& mail cairier

32

0 1

13

0

550

4,545

Amphibian flying-boat

29

6

10

9

435

4-5

2,450

3,800

8-7

12.6

115.0

55

5,ooo

6

15,000

4-Seat mail machine

,ch passenger has been reckoned at 180 lb.

The name of the contractor is not stated who supplies
birdseed to the Rolls-Royce aviary.

One of the best turns in the Show takes place at 16.00
hours, when Mr. Solomon feeds the Napier "Lien." There
are rumours of a "Brontosaurus" on this stand, though the
animal cannot at present stand the winter.

One must not feed the Siddeley ''Puma" on nuts, as it
already has enough. The native village on the Sunbeam
Stand prevents that, but one thinks them very unkind to irri-
tate the "Condor."

The Drawing-room and Study in the Bristol "Pullman" are
a great attraction.

As The Aeroplane goes to press, one hears that the Bristol
people have had an application from a pilot who wishes to
enter the tail of the " Pullman" as a single-seater racer for
the Aerial Derby. ' By the way, it is interesting to learn
from " Wing-Adjutant " in the Sunday Times that the
tiiplane exhibited at the Show is only a model i-2oth of the
size of the full-sized machine ! ! !

On the Beardmore Stand one sees what one first thought
was a sound-proof chamber into which one was taken to hear
the opinion of the. staff on the subject of railway transport.
On closer investigation it proved to be a section of the sleep-
ing quarters of R.36. One understands that the interior is
inspected at frequent intervals.

One's ambition will be realised when .1 nice new top-hat
has been "clipped" in the folding wings of the Austin
"Whippet." Hopes were high during the visit of emigrants
from the Eton and Harrow match, apropos of which, someone
coming from the show and seeing an "Eton n. Harrow" and
"Gentlemen v. Players" poster next to one another, asked

i( it was the same match in different words. The Austin
"Whippet" has been taken for an ornithopter owing to the
frequency of its wing-folding performance.

The Central Aircraft Company thoroughly fall in with the
idea of the seaside by painting the fuselage to resemble a
bathing costume of green and black stripes. One hears that
they have also sent another Centaur to Southend, where great
success has been encountered joy-riding. This machine, and
all others with Anzani engines, can be started from the pilot's
seat without "prop-swinging."

A large amount of money has changed hands over a game
provided unconsciously by the Gas Accumulator Company
(U.K.), Ltd. Players stand in the gallery and each select a
lamp and bet on which one lights up first.

One was told that in the annexe was to be found the
hysterical section (one's friend evidently could not read, as
this was clearly marked, "Historical Section"), loaned by the
Aircraft Disposal Company. Heie the exhibits are carefully
roped off and one is not allowed to touch. Whether this is
for the same reason that one is not allowed to touch Domes-
day Book or whether it is merely natural prejudice on the
part of machines, all of whom are war veterans, against being
touched by mere civilians, one cannot say Anyway, one
believes one saw the F.E-2b, which is a most sagacious beast,
distinctly wag its tail in recognition as one approached, but
it was at once called to order by the attendant.

One has heard of people with evil designs on the "Sardine"
to be seen disporting itself in the tank on the Short stand.

Is the Vickers "Viking" to be used for transport work
with the Aimv, as one notices after the GE prefix the letter-
ing ASC?— G.'d.

155*

The Aeroplane

July 14, 1920

Spam

Gap.

NAMti OF ,M VN [_' ["AC IUKKR.

Name of Engine & H.P

Crew. Load, Lb.*

Ft

In

Ft

In

Ft. L

Austiu Motors, Ltd

"Whippet'

Anzani 50

Pilot Personal

Luo-e'aere

21

6

3

S

- 3 it

Beardmore 160

Pilot

340

6 .

5 6

Win. Beardmore & Co

W.B.10

■ Bjaidmore 160

Pilot

500

46

0

The Blackburn Aeroplane & Moto

- Co., Ltd. , "Swift"

Napier 'Lion" 4='.

Pilot

1975

48

g

s

7 6

The Bristol Aeroplane Co., Ltd

Siddeltey "Puma" ^30

Pilot

400

39

5

5

6

5 6

The Bristol 'Veroptane Co Ltd

"Liberty" (4) 400 Pilots (2), Mech.

, 2526

Si

8

8

6

1 he British Aerial Iranspoit Co.

... . Commercial (Mk. I)

Rolls-Royce "Bagle" 575

Pilot

1000

46

0

6

6

6 6

The British Aerial Transport Co

A.B.C. "Wasp II" 200

Pilot

398

'25

0

3

Hi

3 3

The British Aerial Transport Co. ...

A.B.C. 40

Pilot Personal
Lueerage

19

0

4

0

Anzani 100

Pilot

670

39

1

5

0

5 0

Napier -Lion" 450 Pilot,

Gunner

40

0

5 9

Hispano-Suiza 300

Pilot

2°

2

4

ioj t.

r. K

4 01

Hispan 3-Suiza 300

Pilot

280

32

9

4
6
5

6i

t.
b.

5 si'

a /Art- in

Hispano-Suiza 3X>

Pilot

1200

S 6

W 8

Napier '2) "Lion" 450 Pilot, Mech.iJ-2 tons

75

O

H. Potrs 50

Pilot

160 kg.

26

1

4

'6

. 6

Renault So

Pilot

605

3°

4

9i

5 6

A. V. Roe & Co., Ltd 4

■• "Baby" 534

Green *5

Pilot

254

25

4

O

4 3

Siddeley "Puma'' 230

Pilot

1700

37

4

9S

4' 5 ,

p

Be-irdmore 160

Pilot

480

44

0

; 6

Siddeley "Pnma" 230

Pilot

400

37

g

3

4 6

Le Rhone 80

Pilot

180

24

95

5

fV

4 6

"Gnu"

B.R.2 230

Pilot

360

ag

6

5 0

Wolsel^y "Viper" 1S0

Pilot

360

46

3

"6 0

Beardmore 160

Pilot

54°

50

Si

5

6

7 0

Supermarine Aviation Works, Ltd.

Beardm.we 160

Pilot

230

3°

5

5

6

6 2j

... Commercial "Vimy"

Rolls-Royce (2) "Eagle" 375

i Pilots

1,800

67

0

10

6

10 0

Vickers Ltd

Rolls-Royce "Eagle" 375

Pilot

900

4-

0

6

0

7 0

Westland Aircraft Works

Hispano-Suiza 300

Pilot

77°

yj

9

6

3

6 o

' Useful load given does not include pilot, fuel or oil. E

excavate any number of cockpits for observers, the only tool
required being a tin-opener.

The three B.A.T. machines are a savage looking lot, par-
ticularly the "Crow," which, one is told, is at Olviupia merely
for the staff to use it in visiting the gallerv or "other Stands.

It is said that the B.A.T. " Crow " has'now been bought
by someone either to stand it on the office table to blow the
Hies away or to ventilate the house in hot weather by stand-
ing it in the hall.

The Fairey is not so named because of its dainty little
shoes. One has seen beautiful damsels thoroughly enioyine
themselves standing under the notice displaying 'the firm's
name. °

shire"" ?'S * that one of ^ stands >s known as " Lincoln-

A Naval officer, who was watching the models which loop

oil being shot into the air and return to the sender was

:ch'eq^"at 40 ^

t/alwew be.lU '^ng hiBh 05 to lhe CO1"" wheme to
show P™« ■ 6 Se|'S''"n Incorruptable " at its next
SnensiveW I . ^e ?.ad"^. and fitted up in that

Covered S°P™'thrfl";-W^ "uilt during the war ha™ bee" dis-
brings the Bri«?E ? /I6', St3te With "rtainty whether this
r«" though ^thet ' '° 'J'2?8' or that of the Allies to

IMPRESSIONS OF THE SHOW.

By a Thoroughly Irresponsible Contributor.

During the War, and later still, during the so-called Peace,
one has frequently discussed the probable site of the next
Aero Show. Most people seemed to agree that Olympia could
not be used as it could only house about one big aeroplane.
And yet, in fact, unless one is actually within a short
distance one hardly notices the Bristol triplane, the Vickers
"Vimy," or the W.8, while an o/.joo Handler Page is tucked
away in the annexe and is hardly seen.

On coming in at the main entrance a most startling and
interesting fact is l,i ought to light; there it is stated in black
and white for all to see. Cold hard facts, so one is no longer
left in horrid suspense. The Sopwith Aviation and Engineer-
ing Company, Ltd., had built to its designs during the war
11,237 aeroplanes for the British Government and? 5,000 for
the Allies. Three very interesting machines built since the
war are shown. People can be seen playing for hours with
the ingenious back seat in the "Antelope."
../J' s,*ems thal gnothing could be gnicer than a gnice gnew

Gnu for hawking about in open country on one's sulnmi r
holiday.

One liked the exhibit of syphons on the "Tinsvde" stand
but as these were only visible during the erection of the
Stand one imagines that they are embodied in some form of
in situ ' ",ree Very eleBant ™>*ine™are

The tin Short "Sardine" was the object of much interest
and one hears that it has been purchased by the Government
after representations made by the President of the Air League
who was thoroughly intrigued by the idea of being able to

July i

14, 1920

The Aeroplane

.ENCIB.

ft. In.

Height.
.Ft. In.

Wing Hours Wgt wgt. lb ier
Surface Fuel E.mpiy Loaded So Ft
Sq. Ft. Lb. Lb.

Lb. per

FI.P.

Max. Landg.
Speed Speed
in nt.p.h.

95-o 35

Climb. Ceiling.
Feet in Min. Ft.

Remarks.

16 3

7

6

140

2.0

580

8l0

5-9

16.0

10,000

32

-

Single-seater tourer

27 7

10

11

554

3<9

1.751

2,5l6

7-1

15-7

107.0

55

to.ooo

25

l6,000

3-seater

26 0

11

10

5-9

1,852

2,849

5-6

17.8

91.0

4o

10,000

27

I4,O0O

2-seater

3. °

12

°

720

4-5

6,0OO

8-3

13-1

98kt

43

850

-

15,000

Torpedo carrier

26 0

9

6

405

7.0

1,900

3,100

7.8

13-0

115-0

48

10,000

15

20,000

3-seater

i2 0

ao

1905

5.0

11,000

17,750

9-3

10.2

125.0

55

10,000

12

I5,O0O

Passenger Limousine.

34 0

3

580

6.0

2,700

4,500

7-7

130

115-0

45

-

5-seater

18 5

6

185

3-5

•953

1,618

8.7

8.0

150.0

50

10,000

71

26,000

Single-seater fighter

14 0

5

0

76

2.0

220

450

6.0

11.0

65.0

30

-

Monoplane

27 1

9

6

380

3-°

1,230

1,900

4-94

18.7s

84.0

34

10,000

34

iS,ooo

3-seater seaplane

3,1 0

11

6

440

(Particulars for

these

Jgures are not

available

by orders

of the

Air Ministry.)

Data noL available

10 3

3

147

1-75

1.425

2,025

13.8

6-7

.. 161.5

65

3,ooo

I

Racing machine

25 8

8

10
thont

299

2-5

1,560

2,300

142.0

44

10,000

7*

24,000

2-seater

airscrew

29 '.J

10

6

487

5-0

4,000

7-75

14-5

115. 0

40

10,000

12

21,000

5-seater

60 0

1500

-

16.0

(Majority of data not

obtainable.)

18 2

0

190

3-0

500

950

5-o

20.0

2-seater touring model

29 5

10

5

33°

1.338

r,943

5-89

24-5

80.0

40

7,000

23-3

10,000

3-seater

19 .1

6

176.5

12.0

616

870

4-93

21-75

80.0

35

9,000

35

10,000

Sporting type

29 10

14,

5

498 .

2,080

3,286

6.6

!3-7

100.0

45

10,000

19

10,000

5-seater limousine

33 J

12

0

500

3-0

2.°95

3,ioo

6.2

iS-5

83.0

38

10,000

35

12,000

4-seater seaplane

26 5

zo

6

370

3-o

1,865

2,870

7.86

11.0

120.0

38

io.ioo

11

22,000

All metal mail carrif-i

19 6

9

6

240

2.75

850

1,430

6.7

17-9

100.0

40

5,ood

7i

2-seater

25 5

10

0

3S0

3-25

1,215

2,160

6.1

19.6

93-o

40

5,000

73

17,000

3-seater

30 6

II

0

55°

4.0

2,100

3,000

5-7

"5-75

100.0

3S

5,000

7i

20,000

3-seater

30 0

13

0

453

3-75

2,356

3,400

7-5

9-o

7okt

46kt

3,000

15

I0.OO0

Flying-boat, 4-seater

24 0

10

3

2S4

3-0

2,250

2,560

9.0

14.4

o5kt

5okt

20

12,500

Flying-boat, fi^Mer

42 8

15

0

1400

5-°

12,500

. 100.0

Commercial passenger

32 0

R mail rairier

r3

0

55°

4,545

Amphibian flying-boat

29 6

9

435

4-5

2,45°

3,8oo

8.7

12.6

115.0

55

5,000

6

IS.OOO

4-Seat mail machine

ch passenger has been reckoned at 180 lb.

The name of the contractor is not stated who supplies
birdseed to the Rolls-Royce aviary.

One of the best turns in the Show takes place at 16.00
hours, when Mr. Solomon feeds the Napier " Lieu." There
are rumours of a "Ilrontosaurus" on this stand, though the
animal cannot at piesent stand the winter.
. One must hot feed the Siddeley "Puma" on nuts, as it
already has enough. The native village 011 the SunbeaUl
Stand prevents that, but one thinks them very unkind to irri-
tate the "Condor."

The Drawing-room and Study in the Bristol "Pullman" are
a great attraction.

As The Abropunh goes to press, one hears that the Bristol
people have had on application from a pilot who wishes to
enter the tail of the " Pullman " as a single-seater racer for
the Aerial Derby. ' By the way, it is interesting to learn
from " Wing-Adjutant " the Sanday Times that the
tiiplane exhibited at the Show is only a model x-2oth of the
size of the full-sized machine 1 1 1

On the Beardmore Stand one sees what one first thought
was a sound-proof chamber into which one was taken to hear
the opinion of the, staff on the subject of railway transport.
On closer investigation it proved to be a section of the sleep-
ing quarters of R.36. One understands that the interior is
inspected at frequent intervals.

One's ambition will be realised when a nice new top-hat
has been "clipped" in the folding wings of the Austiu
"Whippet." Hopes were high during the visit of emigrants
from the Eton and Harrow match, apropos of which, someone
coming from the show and seeing an "Eton v. Harrow and
"Gentlemen v. Players" poster next to one another, asked

it it was the same match in different words. The Austin
"Whippet" has been taken for an oraithopter owing to the
frequency of its wing-folding performance.

The Central Aircraft Company thoroughly fall in with the
idea of the seaside by painting" the fuselage to resemble a,
bathing costume of green and Hack stripeC One hears that
they have also sent another Centaur to Southend, where great
success has been encountered joy-riding. This machine, and
all others with Anzani engines, can be starred from the pilot's
seat without "prop-swinging."

A large amount of money has changed hands over a game
provided unconsciously by the G.is Accumulator Company
(U.K.), Ltd. Players stand in the gallery and caCh sjlect a
lamp and bet on which one lights up first.

One was told that in the annexe was to be found the]
hysterical section (one's friend evidently could not read, as
this was clearly marked, "Historical Section"), loaned by the
Aircraft Disposal Company. Heic the exhibits are carefully!
roped off and one is not allowed to touch. Whether this is j
for the same reason that one is no: allowed to touch Domes-
day Bopk or whether it is merely natural prejudice on the j
part of machines, all of whom are war veterans, against being!

ilt<

■der l"

rd of people with evil designs on the "Sardine" '
to be seen disporting itself _in the tank on the Short stand. ;

Is the Vickers "Viking" to be used for transport work .
with the Aiinv, as one notices after the GE prefix the letter-
ing ASC ? — d D.

156

fhe Aeroplane

July 14, 1920

The "All-British" Pioneers
of the

Aircraft Propeller Industry.

I u

Our long experience ensures
effective des'gn.

Our record as the largest
oroductrs during the war
was won through quality of
manufacture.

Your enquiries a e safe with
us from either standpoint.

Lang Propeller Lid.

Weybridce. Surrey.

1

&e/^ff>/~ajns Aerost/cks.Weybridge.
(Se/epnone seo - s&i Weybrjdge

POSITION OF AIR TUBE
WHEN IN PETROL CAN

AUTOMATIC
CUT OFF

For Car or Cycle 8/6

In a neat case 10/-

Special large size
in neat case 14/

HIGHEST AWARDS AT
LONDON. PARIS. BRUSSELS.
VIENNA. HOVE
(a WARWICK 1913)

PETTETT, WEST PIER, BRIGHTON.

HHBjf

Group bf Aeroplane 'Radiators.

RADIATORS

for Airships
and Aeroplanes

at the AERO SHOW, OLYMPIA
STAND 30.

gERCK'S exhibit of Aeroplane and Airship
Radiators, at the Aero Show, Olympia.
will well repay a visit.

Serck Radiators, Ltd., are the largest manu-
facturers in the Kingdom. Radiators by
Serck have a wide reputation for efficiency
— the fruits of 13 years' experience in all
branches of the business.

Our facilities for extensive production ; our
technical knowledge and experience ; our
well-equipped workshops and plant are all

at your sprvice.

We shall be happy to quote you. Send us
particulars of jour requirements, or pay us
a visit at the Stand.

SERCK

Radiators, Ltd.

(Late National Aircraft Radiator Factory),
Warwick Road, Greet, Birmingham,

Telephone : Victoria 531 (3 lines).
Telegraphic Acdress: "Nerleak. Birmingham."

CHESTER : Kaleyards, Frodsbam Street,
SUDBURY (Su'folk) Corr.ard Works.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

July 14, 1920

The Aeroplane

157

OFFICIAL NOTICES.

NOTICE TO AIRMEN, No. 78.

Air Ministry, July 7th.

It is hereby notified that : —

Demonstrations of lights, flares, rockets and signal grenades in
connection with practice at the Small Arms School take place about
50c yards west of Hythe.

The arrangement of these displays depends to some extent upon the
weather, and a practice may be appointed any day or night in such
■•ay as to preclude any notice being given.

Airmen are warned against mistaking these displays for aerodrome
or landing signals.

NOTICE TO AIRMEN, No 79.

Air Ministry, July 9th

It is hereby notified that : —

Notice to Airmen, No. 63, issued on June 3rd, is only operative
provided that pilots of aircraft wishing to land in Egypt have first
obtained permission from the l,ocal Authorities.

THE UNITED KINGDOM OF GREAT BRITAIN AND IRELAND.

CONTINENTAL ARRIVALS AND DEPARTURES.
The London Terminal Aerodrome, Croydon.

(Compiled by the Staff of The Aer.opi.ane.)

Date ig2o.

Name of Air

Type.

Markings.

Where from

Where to

)

Time
depart.

Time
arrive

Cargo
lbs.
M = Mail.

No. of
Passen-
gers.

Pilot.

July 5th

S.N.E.T.A.

DHg

O-BEIN

Brussels

Croydon

16 15

Photos

Nil

George

S N.E.T.A.

DHg

O-BEIN.

Croydon

Brussels

17.20

19 5°

Nil

Nil

George

July 6th

A.T. & T.

DH16

G-EAPM

London

Paris

°9 47

12 35

Mail

A

Tebbitt

A.T. & T.

DH16

G-EALM

London

Amsterdam

og 48

12 28

Goods

I

Armstrong

A T. & T.

DHg

G-EAQL

London

Paris

og 59

13. 10

Goods

I

Baylis

A.T. & T.

DHg

G-EAPL

London

Amsterdam

10 10

12.54

Nil

I

Holmes

I.A.L.

DH4a

G-EAMU

London

Paris

10.08

12.25

Nil

2

Barnard

A.T. & T.

DHg

G-EAGX

London

Paris

15. 4o

18 10

Goods

I

Bradley

H.P. & M A.

Salmson

F-CMAE

London

Paris

18. 45

Nil

Nil

Challaux

A.T. & T.

DHg

G-EAQN

Paris

London

og.55

10.18

Nil

Nil

Bradley

I.A.L.

DH4a

G-EAMU

Paris

London

5th
'4-45

16 45

Goo^s

1

Barnard

A.T. & T.

DHg

G-EAGY

Paris

London

16.20

Nil

2

Bamber

A.T. & T.

DH16

G-EALU

Paris

London

_

18.20

Nil

3

McMullin

A.T. & T.

DHg

G EAPL

Amsterdam

London

15 00

18.25

Gd's&M

Nil

Holmes

July 7th

A.T. & T.

DH16

G-EALU

London

Paris

09.50

!2-45

Mail

j

Robbins

A.T. & T.

DHg

G-EAPL

London

Amsterdam

10 30

I4 10

Goods

Nil

Holmes

A.T. & T.

DHg

G-EAQN

London

Amsterdam

12.15

15.20

Nil

1

Hinchcliffe

A T. & T.

DH18

G EARI

Sr. Ingleven

London

M-55

15 53

Nil

Nil

Powell

C.T.

Nieuport

F-CGTE

Paris

London

15-30

10.05

Mail

Nil

Hanin

A.T. & T.

DHg

G-EAQL

Paris

London

15 40

8 th
17-47

Nil

2

Forson

A.T. &T.

DH16

G-EAr-M

Paris

London

I5.45

17-47

Nil

3

Baylis

A.T. & T.

DHg

G-EAGX

Paris

London

r5 45

17-47

Nil

2

Tebbitt

A.T. & T.

DH16

G-EALM

Amsterdam

London

15.00

17-5°

Nil

1

Armstrong

July 8th

A.T. & T.

DHi6

G-EAQS

London

Paris

og.50

12.10

Mail

4

Baylis

A.T. & T.

DH16

G-EAPM

London

Paris

10.00

13 55

Nil

2

Powell

A.T. &T.

DH16

G-EALM

London

Amsterdam

10.30

13.22

Goods

Nil

Armstrong

A T. & T.

DHg

G-EAGX

London

Paris

11.00

I4.20

Nil

1

Lines

1 A,L.

DH4a

G-EAMU

London

Paris

I2.47

l6.20

Nil

1

Barnard

C.T.

Nieuport

F-CGTE

London

Paris

i4.oo

17.20

Nil

Nil

Hanin

A.T. &T.

DHg

G-EAQL

London

Paris

17. 10

20 05

Nil

2

Forson

A.T. & T.

DHg

G-EAGY

London

Paris

17-35

20.25

Nil

2

Tebbitt

A.T. & T.

DH16

G-EALU

Paris

London

10.05

12.00

Nil

4

R bbms

C. des G.E. A..

Goliath

F-GEA B

Paris

London

II. 15

I4.I2

Goods

4

Labouchere

H.P. & M.A.

Spad

F-CVIAW

Paris

London

1355

15-45

Gd's&M

2

Bourdon

A.T. & T.

UHg

G-EAPL

Amsterdam

London

13.07

17 53

Mail

1

Holmes

A.T. & T.

DHg

G-EAGX

Paris

London

16 30

18.35

Nil

I

Bradiey

A.T. & T.

DH16

G EAQS

Paris

Lo don

16 35

18.20

Nil

4

Biylis

July 9th

A.T. & T.

DH16

G-EALU

London

Paris

09. 4o

11.50 iGd's&M

1

Robbins

A.T. & T.

DHg

G-EAPL

London

Amsterdam

10 03

12. 42

Goods

Nil

Holmes

C. des G.E. A.

Goliath

F-GEA C , -

London

Pans

10.50

I4.20

Goods

Nil

Labout here

H.P. & M.A.

Spad

F-CMAW '

London

Paris

12.30

13-45

Goods

Nil

Bourdon

A.T. & T.

DHg

G-EAGX'

London

Paris

14.17

16. 4o

Goods

Nil

Bradley

A T. & T.

DH16

G-EAPM

London

Paris

17 42

19 53

Mail

Nil

Baylis

C.T.

Nieuport

F-CGTA

London

Paris

17-43

20.00

Nil

Nil

Lasne

A.T. & T.

DHg

G-EAGY Paris

Lo don

10.00

12 56 .

Nil

1

Lii es

A.T. & T

DH16

G-EAPM

Paris

London

12.05

14 45

Goods

Nil

Po«ell

C.T.

Nieuport

F-CGTA

Paris

London

12 15

15-47

Mail

Nil

Lasne

I.A.L.

DH4a

G-EAMU

Paris.

London

12.25

15-51

Good s

1

Barnard

A.T. & T.

DH16

G-EALM

Amsterdam

London

15 00

18 25

Goods

Nil

Armstrong

A.T. & T.

DH16

G-EALU

't aris

London

l6-45

19 .20

Nil

4

Tebbitt

A.T. & T.

DHg

G-EAGX

Paris

London

17 25

20.15

Nil

2

Forson

July 10th

A.T. & T.

DHg

G-.EAPU

London

Brussels

09 00

11. 10

Gds &M

Nil

Forson

A.T. & T.

DHg

G-EAGX

London

Paris

09 38

12.15

Goods

Nil

Lines

A.T. & T.

DH16

G-EALM

London

Paris

og-47

12 10

Nil

3

Powell

1 A.T. & T.

DHg

G-EAGY

London

Amsterdam

IO.IO

12.50

Goods

Nil

Armstrong

l58

The Aeroplane

July 14, 1920

1920

Name of Air
Line.

1 ype.

\T q rk i n cc
iv j cxl I^llJ ga 1

Where from.

...

w □ crc to.

Time
depart.

Time
arrive.

Cargo
lbs.
M= Mail.

No. of
Passen-
gers.

Pilot

ioth

C. des G.E.A.

Goliath

F-GEAB

London

Paris

10.37

H 30

Goods

Nil

Favrant

C.T.

Nieuport

F-CGTTI

London

Paris

I4-30

■ — r,-.:

Goods

Goods

Petit

A.T. & T.

DH16

G-EAPM

Paris

London

IO 15

12.55

Nil

1

Baylis

A.T. & T.

DHg

G-EAPU 1

Brussels

London

12.00

I A. ^

Nil

Nil

Forson

H.P. & M.A

Breguet

F-CMAB

Paris

LoDdon

14 40

I7.28

Goods

Nil

Le Men

A.T. &T.

DHg

G-EAPL

Amsterdam

London

16.23

ig.18

Gd's&M

2

Holmes

nth

A.T. & T.

DHg

G-EAPU

London

Paris

10.15

12.30

Nil

2

Forson

A.T. & T.

DH16

G-EAPM

London

Paris

10.20

12.35

Mail

3

Holmes

A.T. & T.

DH16

G-EALU

London

Paris

IC.23

12 25

Nil

3

Tebbitt

A T. & T.

DH16

G-EALM

Paris

London

" 55

Nil

1

Robbins

A.T & T.

DHg

G-EAGX

Paris

London

n-55

Good.

Nil

Bradley

The Air Port of Cricklewood.

Date 1920

Name of Air
Line.

Type. Markings.

Where from.

Where to.

1 Time
1 depart.

Time
arrive.

Cargo
lbs.

No of
Passen-

M = Mail.

Paris

I on rl n n

'3- 15

T a nri prl

Crnnrl s

-

L*y iu pile

bad
weather

Paris

London

12.40

IO

London

Paris

15-3°

18 45

London

Amsterdam

16 15

Mail

London

Paris

16,18

Paris

London

13.00

16.15

2

London

Brussels

18.00

London

Paris

18 30

Paris

London

11. 10

13-40

Goods

3

Brussels

London

12.00

15-35

1

London

Paris

12.20

17.20

10

Paris

London

14.00

Goods

3

London

Paris

1525

,1

Amsterdam

London

14 50

London

Brussels

12.17

14.40

Paris

London

12.45

16.45

Goods

6

London

Paris

16 45

Gd's-& M

3

Amsterdam

London
(via Brussels)

16.20

London

Paris

12.15

16 02

Goods

8

London

Paris

12.25

16.02

Goods

6

Brussels

London

12.05

15-30

1

Amsterdam

London

12.13

16.25

2

L ndon

Amsterdam

!7-45

20 26

G'ds&M

Paris

London

13 05

16,10

2

Pilot.

July 5th

July 6th
July 7th

July 8th

July gth

July ioih

J ly nth

HP.
HP.

H.P. & M.A.

H.P. & M.A.
H.P. & M.A.
H.P. & M.A.
& M.A
& M.A.
& M.A.
& M.A.
& M A.
& M.A.
& M.A.
& M.A.
H.P. & M.A.
H.P. & M.A.
& M.A.
& M A.
& M.A.
& M.A.

H P.
H P.
H.P.
H.P.

H P.
H.P.
H.P.
H.P.
H.P.
H P

& M.A.
& M.A.
& M A.
& M.A.
& M.A.
& M A.

Hand'y Page'G-EASL

Hand'y

Bristol

DHg x

Hand'y

Bristol

Hand'y

Hand'v

Hand'y

Hand y

Hand'y

Hand'y

Hand'y

DHg

DHg

Hand'y

Hand'y

Hand'y

Page G
G
G

Page G

x Ig

Page
Page
Page
Page
Page
Puge

Page
Page
Page

Hand'y Page
Hand'y Page
DHg

Hand'y Page
DHg

Hand'y Page

EASH
-EASV
EATA
-EATf
-EASV
EASY
EASN
EASN
EASY
-EATN
EATJ
EAPO
EAUC
EAUC
EATN
EATH
EASZ

G-EATG
G-EATJ
G EAUC
G-EATA
C, EAUC
G-EATJ

ABBREVIATIONS —A.T & T — Air Transport & Travel, Ltd ; HP.
Line; C.T. — Cotnpagnie Transaerienue; C. des G.E.A. — Compagnie <3es
l'Etude des Transports Aeriens; PL- — Petters, Ltd.; C.A.C. — Central Air

Where times are missing it is probably ow

July
July

D.H.g.
July
July
July
July

test.
July

A.T.T

Inland Flying at Croydon.

5th. — A.T.T., Ltd., 1 test Avro.

6th. — A.T.T., Ltd., i Avro, Winchester, return; i test

7th. — A.T.T., Ltd., 1 Avro, Penshurst, return.
8th. — A.T.T., Ltd., 1 Avro, Penshurst, return.
9th. —Nil.

ioth. — A.T.T., Ltd., i joy-ride, Avro; C.T., i Nieuport

nth. — A.T.T., Ltd., 2 joy-rides, Avro; 1 test, Avro.
Ltd., 3 tests, D.H.i6; I.A.L-, 1 test, D.H.4a

The Mail Services.

One hears that a new aerial mail service, in oddition to
those already ill existence, will shortly be opened to Brussels.
Arrangements are now being concluded between the P.M.G.
and Handley Page Transport, Ltd.

It is worthy of note that whilst a letter to Amsterdam costs
only 3d. per ounce, one to Paiis costs 2s. 6d. The French
Government has teen asked to agree to a rate of 3d. per
ounce and a favourable reply is expected. — G. D.

Instone Air Line.

The D. 11.4a is .being used this week to make trips between
Manchester and the Isle of Man in connection with the
Royal Visit.

Mr. Barnard was married on Saturday at Wallington. The
previous evening he gave a dinner at the Trocadero to a few
friends. All readers of Thi! Aeroplane will offer both to him
and to Mrs. Barnard their congratulations and wish them the
best of luck in the future. — G. u.

Cricklewood.
Strap=Hanging

One noticed recently that Handley Page Transport, Ltd.,
claimed the record for being the first to carry strap-hangers
in. a commercial machine, which event took place during the
Margate beanfeast on July 51'd.

In The Aeroplane on May 26th, strap-hanging was reported

& M A —Handley Page and Mcssageries Aeriennes. I. A. L — Instone Air
Grandes Expresses Aeriennes; S.N ET A— Syndieat National pour
craft Company, M.VV T.C.— Marconi Wireless Telegraph Company.

ing to Atmospherics affecting signals.

to have taken place in an Instone Air Line machine, and
somebodv must have been in the habitual condition of a
Tube passenger when the Handley Page V/i.soo took up those
40 passengers during the war.

Bournemouth

The Bournemouth Aviation Company are arranging to give
passenger nights from Bournemouth to Weymouth and back
each week-end The machines employed will leave the aero-
drome at Bournemouth at 10.30 hours each Saturday, proceed-
ing direct to Weymouth. On the return journey the. aero-
planes will leave Wevmouth at 20.00 hours on the Sunday
evening. The return fare is ^5. A similar service is run each
Wednesdav, leaving Bournemouth at 10.30 hours, and Wey-
mouth on' the return journey at 20.00 hours. The return
fare is also in this case ^5. — F.

Brooklands.

A correspondent writes : —

It is expected that immediately after the Olympia
Show, which is engaging the attention of the local aircraft
firms, some interesting test flights will be made.

The Vickers "Viking" will be probably seen out again,
it is said that one or two Sopwith machines may be
tried out. The Martinsyde "Semiquaver," after being altered
in several respects, will be given speed trials in preparation
for the Aerial Derby.

The Martinsvde twin-engined machine, about which one
has heard nothing recently except that it is being cdnstructed,
will doubtless make an interesting first appearance at Brook-
lands very soon. Another Martinsyde machine, a small speed
'bus, should also be in the air (as it has been metaphorically
for some time) in the near future.

The order for the Vickers "Vimy" commercial _ machines
for China will soon be completed, and these machines are a
familiar sight on and around Brooklands. A Martinsyde F.4
was out on July nth, and flew towards London for about ten
minutes, returning low and at a high speed. — J. F. S.

JULY 14, 1920

The Aeroplane

159

TRANS -ATLANTIC

AND

AUSTRALIA FLIGHTS

R.34

AND

VICKERS-VIMY TLANES

WERE DOPED WITH

CELLULOSE
ACETATE DOPE

OLYMPIA

STAND 25.

ritish(elluiose

ancJ Chemical

Afz/nufeict urine? CosnjDsnz/

8, Waterloo Place. LONDON, S.W.

Works - - - SPONDON, DERBY.

A Blizzard - Proof Coat

Designed by expert flying
men, and made in the Bur-
berry-proofed material worn
on the Alcock-Brown Trans-
Atlantic flight, The

BURBERRY
AIR -WARM

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in Bad Weather.

Kent's Centrifugal CLEAR VIEW SCREEN
maintains a clear look-out in spite of rain or
snow, or even oil thrown from the engine
or tractor.

Made in two types for aircraft purposes : —
(1) Driven by a small propeller carried
on one of the struts.

(z) As illustrated driven by vanes fixed
round the periphery of the disc.

For a demonstration of the efficiency of the
"C.V.S." visit

STAND No. 1,
Aero Exhibition, Olympia,
July 9th to 20th.

YOU WILL HE. INTERESTED.

STAND No. 1

Aero Exhibition, Olympia.

Manufactured by

GEORGE KENT, LIMITED,
199, High Holborn, London, W.C.I.
WorKs Luton.

KINDLY MENTION " THE) AEROPLANE

WHEN CORRESPONDING WITH ADVERTISERS.

i6o

The Aeroplane

July 14, 1920

Guildford.

A coi respondent writes : —

The Martinsyde Recreation Club are holding their annual
athietic meeting on the Guildford Sports Ground on Saturday
afternoon, July 17th. Owing to various restrictions placed 011
the use of the Woking Recreation Ground by the locaj, urban
district council, Martinsyde, Ltd., secured" the Guildford
ground. Many well-known athletes are competing, including
the Princeton University (U.S.A.) team. The Martinsyde
Pierrot Troupe and Orchestra will give entertainments dur-
ing the afternoon and evening. Mr. F. H. Campkin and Mr.
A. Lovegrove are the hon. secretaries. — J F. S.

Ipswich.

The Anderson-Pool Aviation Company, about which I have
little information, began a flying season at Ipswich on July
2nd. The machine in use is a three-seated Avro, piloted by
Captain Anderson (who during the war was stationed at

Elms well in a night-flying squadron). He flew the machine
to Ipswich from Manchester in June in two and a half hours.

The flying ground in use is on Priory Heath, and the charges
for passenger flights are 15s. 6d. or 30s. a head, according
to length.

Martlesham.

Mr. Tait=Cox' Records.
One hears unofficially that Mr. Tart-Cox has already im-
proved 011 his own record of 166.7 m.p.h. It appears that
this machine should stand an excellent chance in the Aerial
Derby, and if it is purely a matter of piloting, as the simi-
larity in speed of the rival machines indicates it will be, the
Nieuport should give a good account of itself.— G. d.
Weymouth.

The Bournemouth Aviation Co. intends on Sundays, Wed-
nesdays and Saturdays during July and August to give passen-
ger flights over Weymouth at a chaige of one guinea a head.

H. H. F.

THE BRITISH

AUSTRALIA.
An Exhibition Pilot in Sydney.

Lieut. A. M. Webb, late of No. 11 Squadron, R.A.F., has
arrived in Sydney with a U.H.6 machine which he took with
him fron England, and which he intends to use for passenger-
flying. After some initial difficulty in regard to a suitable
ground (Maxot, the only aerodrome near Sydney, being occu-
pied by1 Avro machines similarly employed), Lieut. Webb
obtained permission to use the Victoria racecourse. This
ground has the advantage of being very conveniently situated
near to the city, and though too small for large machines has
ample capacity for a "six."

Alter a fortnight spent in rigging and testing the machine
business was commenced at the end of April. As Mr. Webb's
letter bears the date of May 9th only, it is not possible yet
to give definite results, but "the writer is very optimistic. He
is certainly enterprising, much unseen difficulty and expense
having to be met between the purchase of the machine here
in England and its erection ready for business at the other
end of the world. In the process of making the enterprise
known, football matches and other similar meetings have been
visited by air and leaflets dropped.

It is interesting to note that Lieut. Solomon, who took D.H.6
machines to vSouth Africa, is also an ex-member of No. 11
Squadron.

Two Long-distance Flights.

A Boulton and Paul aeroplane, with a 100-h.p. engine, re-
cently flew from Sydney to Melbourne in 6 hrs 37 mins.

A B.E.2e (100-h.p. engine) is said to have accomplished the
first direct flight from Svdnev to Brisbane.

INDIA.

The Handley Page Indo-Burmese
Transport, Ltd-

The subscription list for the Eandley Page Indo-Burmese
Transport, Ltd., was opened in India on Tune 1st, and closed
on June 19th. The authorised capital of the company is
Rs. 15,000,000, divided into 1,499,855 Ordinary shares of Rs. 10
each, and 1,500 Founder's shares of Rs. 1 each. The offices
are at 16, Chowringhee, Calcutta, and the directors are Lieut. -
Col. I. A. E. Edwards, C.M.G., R.A.F. (retired). Captain
H. R. Clarke, A.F.C. (late R.AF.), T. E. T. Upton, Esq.,
solicitor, E. Villiers, Esq. (late R.A.F.), and C. A.Carr, Esq.,
sharebroker. The first managing director" is to be Lieut. -Col.
Edwards with Captain Clarke as assistant managing director.

The company was originally incorporated as a private com-
pany on Feb. 6th, 1020, with a capital of Rs. 2,coo,ooo. ■ As
- the Government of India refuse to give mail contracts to firms
controlled by any aircraft construction company it has been
converted into a public company and the Handley Page in-
terests ire to be bought out

DOMINIONS BEYOND THE SEAS.

The company is agent for the Aircraft Disposal Company,
Ltd., and will sell in the East anything from the stock of that
company. _
The erection and repair of aircraft will be undertaken and
a flying school witli lesidential quarters for the pupils will be
opened. The garaging and maintenance of private aircraft are
undertaken

Handley Page, Ltd., are to be paid ,£"60,000 and to be allotted
10,000 Ordinary shares — the first to repay them for the costs
of sending the expedition to India which floated the new com-
pany, and the latter for the appointment of the new company
as agents in India and Burmah of Flandley Page, Ltd. '

Lieut. -Col. Edwards is to be paid a salary of Rs. 3,000 a
month, with 25 per cent, on the profits of the company, and
Captain Clarke is to receive Rs. 1,500 a month.

The company hopes to obtain contracts for mail and trans-
port services from the Government and civil firms.

SOUTH AFRICA.
A correspondent in South Africa writes : —
The Sunday Times of Johannesburg recently devoted some
very large headlines and much reading matter to an inter-
view with a Captain Kelly (ex-R.A.F.), who stated that he
was out, with a backing of £,'500,000, to arrange aerial trans-
port services in South Africa. To start with lines would be
run between Capetown — Johannesburg, Capetown — Durban ;
Durban — Johannesburg, East London — Johannesburg, Durban
— Kimberley. Thirty South African pilots would be engaged
and thirty-six hangars erected to start with. Rather a
"Lockslev Hall" scheme. — Imoges.

RHODESIA.
A correspondent in South Africa writes : —
Rhodesia has had its first experience of joy-rides,- and out-
side Bulawayo its first sight of an aeroplane. An Avro (no
h.p. Le Rhone) flew up from Johannesburg to Bulawayo, stop-
ping at Zeerust and ■ Francistown en route. On its arrival
it was christened the "Rhodesia" by the deputy mayor. Being
"Show Week" many Rhodesians took a trip.

Visits have so far been made to Gwelo, Gatooma, and
Salisbury, at all of which places many people have made trips.
The natives have been particularly impressed.

The tour was arranged by Airoad Motors, Ltd., in conjunc-
tion with S.A. Aerial Transports, to whom the machine be-
longs.

A branch of the S.A. Aero Club is being organised with
headquarters in Salisburv. — IMOGES.

STRAITS SETTLEMENTS.
In the early part of May Captain R. S. Carroll, A.F.C, late
R.A.F., gave several exhibition flights over the Polo Ground
at Penang. On May . 6th and 7th large numbers of people paid
for admission to the ground-

FOREIGN

ARGENTINA.

The correspondent of The Aeroplane in the Argentine
writes : —

The Handley Page Contract.

The Handley Page Company, who are developing their
activity in this country, have signed with the Government
of Brazil a contract to transport correspondence between the
capital of that country and San Pablo at a speed of not less
than 120 km. an hour.

Another Accident to Captain Holiand.

It is regretted that Captain Holland — late of No. 9 Squadron
— has met with another slight accident. On Empire Day,
while flying over Tucuman, carrying passengers, his engine
'cut out and he only had sufficient height to glide to an open
space, where, unfortunately, he struck some trees. His in-
juries are not severe and he hopes to be flying again soon.
A Presentation to an Argentine Pilot.

The following shows that aviators here are honoured in
their own country : — The Army and Navy Club yesterday pre-

INTELLIGENCE.

sented to Captain Almonacid a gold medal and a diploma,
commemorating his flight over the Andes at night. Colonel
George Reves said a few suitable words. Captain Almonacid
replied, visibly moved, being at the end of his speech greatly
applauded. Several high civil and army officials were present.
The band of the third regiment of infantry played national
airs. — dumspirae.

BELGIUM.

A New Aerodrome at Ostend.

The Communal Council of Ostend has voted a sum of
267,000 francs (normally £7i6,2So) towards the construction of
an aerodrome at Ostend.' The total cost will be 1,000,000 francs
(normallv £40,000), and the money voted by the Council will
be spent in the purchase of land "(which will remain the pro-
perty of the town) .

FRANCE.

Aerial Traffic Figures, Jan. -March, 19 20.

The following figures give some details of the traffic of the
three principal French aerial lines during January, February
and March of this vear : —

July 14, 1920

The A

eroplane

161

ONLY THE BEST

CAN GIVE

THE BEST RESULTS

Good Workmanship and our
Superfine Aero Varnishes,
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NAYIOR BROTHERS UONODNJUD SUDUGH. BUCKS.

DESIGNERS and MANUFACTURERS
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AERIAL

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CONTRACTORS TO H.M. GOVERNMENT

W. D. ODDY & Co., Ltd,

GLOBE ROAD, HOLBECK, LEEDS.

\ 20547 Telegrams : AIRSCREWS, LEEDS.

' Phone

I 20548

Codes : MARCONI. LEIBERS.

We are Exhibiting at the Sixth International

Aero Exhibition, Olympia

July 9-20, 1920

STAND No. 80.

AERO EXHIBITION

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This Number

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TURNBUCKLES

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KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

-J 62

The Aeroplane

July 14, 1920

Paris-London service : 70 journeys, 50,350 km. (iS,8oo miles,
approximately], 41 passengers, 3,160 kg. of merchandise,
33 kg. of letters.

Paris-Toulouse-Rabat service : 47 journeys, 84,740 km.
(52,500 miles approximately), 40 passengers, 432 kg. of mer-
chandise, 100 kg. of letters.

Toulouse-Bordeaux service : 62 journeys, 15,640 km. (about
9,700 miles), 20 passengers.

Total for the three months : 185 journeys, 130,730 km. (about
81,100 miles), 101 passengers, 2,592 kg. of merchandise and
133 kg. of letters.

The Bleriot Security Prize.

The following are the conditions regulating the prize of
100,000 francs offered by M. Louis Bleriot for an aeronautical
competition to be arranged by the Aero Club de France : —

The Prix de Securite Bleriot of 100,000 francs (normally
;64,ooo) is divided into an eliminatory test and a classification
test.

In the eliminatory test all entrants must fly round a closed
circuit of 300 km. (about- 186 miles) without landing, with a
useful load of merchandise weighing at least 100 kg. (about
220 lb.), at a mean speed of at least 140 km. (about 87 miles).
The height of 4,000 m. (about 12,300 ft.) must be attained.

In the classification test the aeroplane must be taken to
a height of at least 500 m. (about 1,600 ft.), the engine or
engines must then be stopped and, the pilot being allowed
to reduce his speed by any means he wishes to use, must
be landed in a circle 50 m. (about 160 ft.) in diameter, sur-
rounded by an assumed fence (represented by a cord suspended
between posts) sixteen feet in height.

The prize, which is open to competition until May 31st, 1925,
will be awarded to the first entrant who, fulfilling the above
conditions, reduces his speed of descent, from the height of
500 m., to a rate equal to or less than 2\ m. a second.

If the prize is not won on these terms it will be awarded
to the aviator who, before May 31st, 1925, has attained the
lowest speed of descent from 500 m., provided it is less than
3a m. a second.

The Aero Club de France will give all necessary information
as to the prize.

A Consultative Technical Committee.

The Under Secretary of State for Aeronautics, M. P. E.
Flandin, has formed a Consultative Technical Committee to
work with the Service Technique de l'Aeronautique. It is to
co-ordinate the diverse efforts of savants, engineers and con-
structors in theoretic and applied aeronautics.

Its members are as follows : — Aeronautical scientists, MM.
Rateau, Marchis, Cacquot, and G. Eiffel. Members selected
by the Chambre Syndicate des Industries Aeronautiques, MM.
A. Leblanc, Delage, Maurice Mallet, P. Clerget. Members
selected by the Aero Club de France, MM. Rodolphe Soreau,
Louis Capazza. Naval Chief Engineer Fortant, director of
the S. T. Ae., will direct the work of the Committee, assisted
by Commandant Robert, Chief of the Research Section, and
by Captain Cammerman, Chief of the 2nd Bureau of the
Under Secretariat of State.

The first meeting was held on April 30th last.

The Return of Maneyrol.

M. Maneyrol, who started for Rome on June 29th, returned
to Villacoublay on July 7th.

The Coupe Michelin.

The Aviation Commission of the Aero Club de France has
approved the conditions of the Coupe Michelin for 192 1. It
will take the form of a "Tour de France," in which there
will be fifteen compulsory landings. Entrants must complete
the course at a "commercial" speed of at least 75 kilometres
an hour (about 465 miles an hour). The winner of the last
prize of 20,000 francs will be the entrant who completes the
course before Jan. 1st, 1921, ar the highest "commercial"
speed per hour

Commercial Aviation in the Colonies.

In the budget of the Minister of the Colonies recently
voted in. the Chamber of Deputies, a sum of 1,800,000 francs
has been set aside for commercial aeronautics m the Colonies.
Insignia on Aircraft.

It has been officially decided in France that civil aircraft
are not entitled to use the tri-coloured cockade. Proprietors
of aircraft whose machines still bear this insignia have been
given until August 1st to alter it. After that date action
will be taken against any aircraft bearing tri-coloured badges.

The Gordon Bennett Cup.

The Aero Club of America has offered the following prizes
in the Gordon Bennett Cup race. First prize, 12,000 francs
(normally ^480) ; second prize, 8,400 francs (normally, ^336) ;
third prize, 6,000 francs (normally ^240) ; fourth prize, 3,600
francs (normally ^144) ; fifth prize, 2,400 francs (normally
/I96) ; and sixth prize, 1,200 francs (normally ,£48) .

FINLAND.

The Efforts of French Aviators.

Commandant Etienne, formerly in command of the French
Aviation Mission in Finland, has now returned to that country

accompanied by the aviators MM. Geraud and Furtel, who
also were one-time members of the Mission. They intend to
open and operate aerial routes between the ports of Finland,
Sweden and Esthonia. The machines used will be G.4S, fitted,
in accordance with the work to be done, with wheels, floats,
or skis.

GREECE.
Commercial Aviation.

The following extract is made from a "Report on the Com-
mercial and Industrial Situation of Greece for the Year 1919,
by Mr. E. C. D. Rawlins, Commercial Secretary to H.B.M.
Legation, Athens," published as a White Paper [Cmd. 793]
during the past week : —

"Commercial Aviation. — It is understood that the Greek
Government have for some time past been considering the
question of commercial aviation in Greece, and that their
policy is to encourage the development of commercial aerial
routes between Athens and Brindisi in connection with the
main trunk aerial route from London to Paris, Paris-Rome,
Rome-Brindisi, and services from Athens to Salonica-Constan-
tinople, and Athens-Suda Bay-Alexandria in the other direc-
tion. The object of these routes would be mail and passenger
carrying services. -

"There is an excellent aerodrome about 8 miles N.N.E- of
Athens, called Tatoi Aerodrome, which is at present in the
occupation of the Greek Naval Air Service. There is also a
military aerodrome at Goudi, on the outskirts of Athens, and
a further military aerodrome at Eleusis.

"In connection with the proposed services Brindisi-Athens,
owing to the frequent storms which occur during the winter
months on the West Coast of Greece, it would be necessary
to provide frequent aerodromes on the way for purposes of
sheltering during storms, re-fuelling, etc. The first of these
would probably be in Corfu, where the only suitable site for
an aerodrome is near Corfu town, on the marsh opposite the
Isle of Ulvsses. Patras, owing to its commercial importance,
would probably be a further station on the route. There are
no aerodromes suitable for large or fast machines in the
vicinity of Patras, but large tracts of land ;xist, at present
used as vinevards, which could be converted into aerodromes.
Between Patras and Athens there is no known place suitable
for an aerodrome. It is understood that the Greek Ministry
of Communications is considering propositions from interested
firms with regard to carrying out the proposed aerial routes
mentioned above."

HOLLAND.

It is reported that an aeroplane belonging to the aerial
postal service between London and Amsterdam crashed near
Rotterdam, on July 6th at 19.00, owing to engine trouble.
This appears to have been a machine belonging to A. T. & T.,
Ltd.

ITALY.

The Italian correspondent of The Aeroplane writes : —

The Paris-Roma-Paris Flight.

The failure to reach home on the return journey of his
Paris-Rome and back flight, and forced landing near Vercelli
between Novara and Turin, is all that the local Press has to
say on the Maneyrol attempt. It is strange how unfortunate
this flight has been, Capt. Palli and Vedrines owing their
deaths to it, and there having been so many failures to get
through to programme. Maneyrol's machine was sent back
to Turin for the small repairs found necessary. The date
was June 30th, 1920.

Another Fatal Accident.

About that date there occurred a Caproni disaster at Mal-
pensa. Two Service men testing a 450 Caproni crashed from
an error of judgment at a low altitude and were killed.

The Taliedo Trials.

To enliven the proceedings on the day before the holding of
the official trials of the small touring machine competition at
Taliedo the airship F.6 left for a round trip over Como, Menag-
gio, Lecco and back. When passing here she was navigat-
ing very low and' slowly, possibly in order to allow the 40
persons on board to smell the rose-perfumed gardens for
which the district is noted. The weather was most unfavour-
able for aerial travel. The same, if not worse, was the case
on the following diy, so that although only four machines
were ready for the first day's proceedings, some part of these
were deferred till the following day. The Bergonzi canard,
the Gabardini and the Sarri failed to appear. Only the pre-
liminary results are as yet to hand.

The Gordon Bennett Race Entries.

It seems certain that the Marchetti Vickers biplane is to
fly for the Gordon Bennett race, piloted as usual by Serjt.
Lint. Mention of the F.I.A.T., B.R., in this connection is being
made.

Aerial Propaganda.

The new -propaganda society called the P.A.N., under the
management of Ing. Xilo, is going strong. Three hangar9
and half-a-dozen tractor biplanes comprise the present stock-

July 14, 1920

The Aeroplane

in-trade, which one hopes to hear augmented in the near
future. The Company's centre is Centocelle, Rome.

The Suppression of the Lake Garda Meeting.

The suppression of the Lake Garda Meeting is announced.
The cause is said to be the transport difficulties. It is cer-
tainly not due to political motives, as the flying restrictions
have been revoked.

The General Directorate of Civil Aviation has been sup-
pressed owing, it is said, to the waste of money made by the
Department, which is now merged into or aggregated to the
Ministry of War.

Internal Aerial Transport.

Considerable activity is reported from Taliedo and Arcore
camps in the way of useful passenger transport to neighbour-
ing cities, helped on by the now chronic transport strikes.
Samls and Breguets are being employed by the civilian people,
the military sticking to their SVAs, of which the three- and
five-passenger types should shortly be flying. Great electrical
weather disturbances are reported as interfering to a large
extent with private flying folk's doings, projected and in
performance.

A Macchi Flight.

A few days back Sig. Zanetti, Messrs. Macchi 's well-known
pilot, flew over here from Lake Varese on a L-3 with I.F.
six-cylinder engine, a passenger, and an English fox terrier
(very much anointed with oil) to have a chat. After the
same, with refreshments for men and beast, during which
Zanetti told me that Messrs. Macchi had entered for the
Schneider Cup — what, he did not divulge — the trio leapt into
the air after a lightning take-off to return to Varese — really
the only safe way to get back there in these days of strikers
in arms.

The Cancellation of Polish Orders.

A report has been going about, and been printed even,
according to which Poland has cancelled her large orders for
SVA and other Ansaldo-built aeroplanes owing to the delay
caused by the transport difficulties in the delivery of the
machines. One hopes, and it seems probable, that the tale
is merely an exaggeration, and that the change in Poland's
military tactics may be responsible for her needing less aero-
planes.— T. s. H.

JAPAN.

The correspondent of The Aeroplane in Japan writes : —
A Japanese-built Engine.

A certain civilian manufacturer built a ioo-h.p. Japanese
Daimler engine according to the specifications of our
Government, and they received a success on the test of 50
hours, at the Tokio Ordnance Manufacturing Dept.

A New Flying Contest.

The Imperial Aerial Society announced some time ago that
the second mail flying contest between Osaka and Nagasaki
will be held during November of this year.— N. k.

SWEDEN,
Flying in Fog.
On July 10th Captain Saunders and Major Orde Lees, of
the P.O. Flygkompanie, flew from Sweden to Visby, in the
island of Gotland. The distance is about 60 miles, and the
flight across the Baltic was made in a thick fog.

SPAIN.
Three Aerial Mail Services.
H.M. the King of Spain recently signed a decree establish-
ing three new aerial mail services. These are to run between
Seville and Larache (Morocco) ; Barcelona and Palma (Mo-
rocco) ; and Malaga and Melilla (Morocco).

UNITED STATES OF AMERICA.
Possible Entrants to the Gordon-Bennett Race.

Mr. W. W. Christmas, of the Cantilever Aero Co., New
York, is building two "Bullets" for the Gordon-Bennett Aero-
plane Race, to be fitted with 200-h p. Hall-Scott engines. It is
to be hoped that they will stay put, as his other two experi-
mental "Bullets," of which so much was expected, broke up
in the air killing the pilots.

THE BALLOON APRON INVENTIONS.

On July 12th the Inventions Commission heard five claims
in regard to the balioon apron system of anti-aircraft defence.
Colonel E. B. Ashmore, C.B., C.M.G., M.V.O., Commander
Vittorio Betteloni, Royal Italian Navy (Reserve), Mr. Edgar
Booth, Mr. J. H. C. iggulden, and Mr. Robert Lowry were
the claimants.

Mr. Trevor Watson, who appeared for the Treasury, gave
an amazingly inaccurate account of the inception and use of
balloon aprons. He said that the first general idea was sug-
gested by Mr. Iggulden in a letter to the Prime Minister.
Commander Betteloni was the inventor of the scheme under
which innumerable small spherical balloons arranged in
rows and unconnected with each other were used in the de-
fence of Venice in and after 1916. His scheme was examined
in London in July, 1017, but was not adopted. Colonel (then

The Dayton Flying Field will also have a racing machine in
the race with a speed, it is hoped, of igo m.p.h.

The World's Height Record.

The F.A.I,, at the request of the Aero Club of America,
has homologated as a world's height record the flight made
by Major R. W. Schroeder on a Lepere biplane (400-h.p.
Liberty), at Dayton, Ohio, on Feb. 27th, 1920. The height
attained was 10,093 metres (about 32,800 feet). The record
was held pieviously by Casale with a height of 9,520 metres.

The Lepere biplant; was designed by a frenchman who.
during the war, assisted Commandant .Dorand at the Section
Technique de 1'Aeronaiitique, and later went to the United
States.

A New Transport Company.

During this month the Aerial Transport Corporation will,
it is stated, begin operations over a new aerial freight trans-
port system in the United States of America. Five hundred
British aeroplanes (mostly D.H.ga. and 10) will be used on
these services. The eastern terminus of the lines will be in
New Jersey, where a large tract of land has been purchased.
The first services will be run between New York, Cleveland,
Chicago, and Minneapolis.

An allied company, the Aircraft Sales Corporation, has also
been formed (in Delaware) to undertake the sale of 2,500
British aeroplanes, 5,000 engines, and much aircraft material.

Among the officials of the two companies are Commander
P. N. L. Bellinger, U.S.N, (the pilot of N.C.i in the trans-
Atlantic flight), Colonel A. S. Hartz, Major A. W. Harris
(late U.S. Army), and John A. Jordan (chief of construction,
U.S. Aerial Mail Service). Judge Grey, Niagara Falls, is head
of both firms.

Both these firms would appear to have some connection
with Handley Page, Ltd., and the Aircraft Disposal Compam-,
as the above information has been circulated in the U.S.A.
by Mr. W. H. Workman, representative 111 that country of
Handley Page, Ltd.

An Airship and Cotton Growing

For the first time in history, cotton growing will be super-
vised from the air when within the next four mouths a small
aii ship will be used for this purpose 011 the 28,000 acre planta-
tion of the Goodyear Tyre and Rubber Company at Goodyear
and Litchfield, near Phoenix, Arizona.

At present mounted overseers are employed, but the com-
pany has been obliged to use more modern means by the
acquisition of many thousand more acres of dtsert, which
will be, irrigated to grow long staple cotton used in fabric
for the manufacture of automobile tyres.

Besides its use for purposes of supervision, the airship will
probably be used to transport Goodyear officials to Phcenix
and even as far as the Californian factory at Los Angeles, a
trip of about 400 miles. For these purposes the "Pony Blimp"
type of airship will be used because of its ease in handling
and small crew requirements.

Built as the first airship used in this country fot commer-
cial purposes, this little vessel, probably the smallest prac-
ticable airship ever constructed, is now being manufactured
at the Company's shops in Akron, Ohio. Completion is ex-
pected within four months, after which the ship will be sent
to Arizona and used for inspection and supervision of the
immense cotton plantation of the country in the midst of the
desert.

It is 95 ft. long, 28 ft. high, and 40 ft. in diameter, with
3;j,ooo cubic ft. capacity. It will be able to make a speed of
40 miles an hour over the plantation, and will have a range of
400 miles at cruising speed. The pilot and oversee* will be
able to cover the plantation easily in a short time and can
make landings at any point where attention is required.

Company officials believe that the use of an airship for pur-
poses of supervision on the cotton plantation will show that
this commercial use of dirigibles can be extended to wheat-
field survey and similar purposes.

Major-General) Ashmore, G.O.C. London Air Defence Area,
suggested the employment of an apron consisting of series of
balloons of Cacquot type linked together by a cable from
which sti earners depended. Mr. Trevor Watson, with con-
sistent inaccuracy, said the first balloon apron was installed
in January, 1918. In truth, one apron was in operation by
the middle of October, 1917, and another in NovemDer, 1917.
Mr. Watson said he understood nothing had been caught by
the apron system.

Commander Betteloni, Mr. Iggulden fin regard to a
screen of spherical balloons connected by barbed wire, sug-
gested in February, 1915), Mr. Booth (whose desire, ex-
pressed in September, 191 5, for an aerial minefield was merci-
fully left unsatisfied), and Colonel Ashmore (in regard to
the scheme actually adopted and suggested by him in Septem-
ber. 1017. to ti-,e F.M. C.-in-C. Home Forces) were examined.

The Committee adjourned until July 19th.

164

The Aeroplane

July 14, 192a

AIRCRAFT IN PARLIAMENT

ARMAMENTS (PERMANENT COMMISSION).
On July 5th the UNDER SECRETARY of STATE for FOREIGN
AFFAIRS, in the course of a reply to Mr Myers, said that Group
Capt. P. R. C. Groves was the Air Representative upon the Permanent
Advisory Commission for military, naval and air questions to the
League of Nations.

» * *

July 5th— The following written answer was given: —
POST OFFICE- — PARIS MAILS.

Lieut. -Colonel GUINNESS asked the Postmaster-General whether
he can give the average number and total weight of letters which
are posted in, or pass through, London daily for Paris or places
beyond, carried by the ordinary mail and by the air mail, respec-
tively. ■

Mr. PEASE : The average daily weight of letters and postcards sent
by the ordinary mail from this country to Paris and places in France
beyond Paris is 1,700 lb., including about 850 lb for Paris itself. Pre-
cise figures of the number of articles are not available, but they are
estimated at from 50,000 to 55,000 a day. The number of letter packets
sent every weekday by the air mail to Paris averages about 85, and
the total weight is from 5 to 6 lb.

* * *

July 6th.— The following oral answers were given: —
CIVIL AVIATION

Mr. CHURCHILL, replying to General Seely for the Lord Privy
Seal, said that the Report of Lord Weir's Committee on Civil Avia-
tion was under consideration by the Government, but no decision had
been reached .

Mr BILLING (interposing) : Is the right lion, gentleman aware that
there is complete stagnation in civil aviation pending a decision on
this matter ?

Mr. CHURCHILL : I am not aware that there is complete stagna-
tion. On the contrary, a considerable amount of progress has been
made.

ROYAL AIR FORCE — MARRIED ESTABLISHMENTS.
In reply to Sir W. Joynson-Hicks, Mr. CHURCHTLL said that it is
almost certain that a married establishment for the R A F. will be
approved, "but it will necessitate, amongst other expenses, a serious
increase in the Building Vote. He added that he was engaged in
discussion with the Chancellor of the Exchequer and the Secretary
of State for India in regatd to the matter.

ZEPPEUN L71.

Replying to Viscount Curzon, who asked if it would be possible
for the Zeppelin Airship L-7I to make a cruise over London, Mr.
CHURCHILL said : I hope .that the public may have opportunities of
seeing this airship at some future date, but at the present time a
ciuise such as that suggested would mean the diversion of men and
money from more important work.

MINISTRY OF AIR (TEMPORARY STAFF).

Lieut.-Colonel PARRY asked what are the temporary circumstances
which make it necessary to maintain a temporary staff of 2,007 at tne
Air Ministry; what is the annual cost of this staff; and when is it
anticipated that the need for their services will cease.

Mr. CHURCHILL : The figure for this permanent staff correspond-
ing, for the same date, i.e., May 1st, to 2,007 was 757, but it is of
course not contemplated, and would not be possible, to reduce the
Air Ministry staff to this latter figure, as is apparently suggested in
the last part of the question. The reasons why so large a portion of
the total staff are at the present time on a temporary basis are as
follows : —

(1) The Departments of Civil Aviation, Supply and Research and
Works and Buildings have been advisedly engaged on a temporary
footing in the first instance. As the eventual requirements and com-
mitments of the Ministry become better defined, the numbers will be
reviewed and where necessary reduced.

(2) Messengers, labourers, cleaners and some other similar cate-
gories" are normally engaged on a temporary basis in all Government
Departments.

(3) The Air Ministry is a new Department, and progress in obtain-
ing permanent s;aff must needs be gradual.

The annual cost of the total temporary staff is about ^540,000. The
number of the temporary staff is being progressively reduced both by
replacement by permanent staff and by discharge without replace-
ment.

* * *

The following written answers were given : —

ROYAL AIR FORCE. — MOTOR-CYC t,E AND SIDECAR
COMBINATIONS.
Mr. CHURCHILL, replying to Major Breese, said : The number of
passenger-carrying motor-cycles and sidecar combinations now on the
strength of the Royal Air Force, including those in Ireland, Egypt
and Mesopotamia, is 472. In addition, 131 arc -awaiting dispatch to
the Colonies as free gifts, and a further 87c are in course of being
handed over to the Disposal Board. Tassenger-carrying motor-cycles
and sidecar combinations are provided for urgent dispatch work and
for use' in place of heavier vehicles, the running costs of which are
greater. -

MUNICIPAL AERODROMES.
Mr. CHURCH I'LL, in reply to Lt.-Comdr. Kenworthy, said that at
present municipalities have no right to acquire or maintain aero-
dromes, but that the Air Navigation Bill now before Parliament will
give thai power. Edinburgh and Sheffield have themselves introduced
private Bills this session with the object of obtaining the necessary
powers, and new sites for aerodromes have been inspected at Liverpool,
Chester, Leeds and Bradford.

* * *

July 7th. — The following oral answers were given : —
AEROPLANE FLTGHT, KIEFF.

Lieut.-Comdr. KENWORTHY asked the Secretary of State for War
whether General Carton de Wiart obtained possession from the War
Office to take part in the demonstration flight to Kieff in a Bristol
aeroplane on behalf of a Polish syndicate; and whether it is con-
sidered part of General Wiart's duties to take part in demonstrations
of this kind.

Mr. CHURCHILL : The answer to both oarts of the question is in
the negative. There is no objection to a British officer taking an
aeroplane flight; in fact, although not forming part of his duties, the

interest displayed by General Carton de Wiart in the enterprise
appears commendable.

Lieut.-Comdr. KENWORTHY : May I ask whether this flight was
not made to advertise this Polish syndicate; is this syndicate a com-
mercial venture, and if that is the case is it not rather improper
for a British General to do such a thing ?

Mr. CHURCHILL : No. Consideration of the oircumstances has led
me to the conclusion I have already conveyed to the hon. and
gallant Member.

AIRCRAFT (GERMANY).
Mr. CHURCHILL, in reply to Lieat.-Col. Fremantle, said the manu-
facture of aircraft by Germany at the present time is stopped. This
situation cannot be substantially modified for several months. There
will no doubt grow up in time a German aircraft industry. I cannot
forecast its development, but as the figure of 47,000 aeroplanes is
approximately that of the whole war construction of Germany for five
years, it is, to say the least, highly improbable that any such figure
could be reached under peace conditions for a great many years to
come.

ROYAL NAVAL AIR SERVICE.

Mr. R. YOUNG asked the Secretary of State for Air what was the
method adopted to inform commanding officers of the names contained
in the promotion lists issued by the Royal Naval Air Service; and
whether the promotion lists w-ere equivalent of, and as authoritative
as regards ratings, as was the official "Gazette" is regard to officers r

Mr. CHURCHILL : Prcmotions of Royal Naval Air Service ratings
were promulgated in Royal Naval Air Department Temporary Memo-
randa, a series of temporary orders circulated to all Royal Naval Air
stations. These were regarded as authoritative, and were used in
connection with the adjustment of the pay of the ratings concerned.
The promotions of officers were published in the "London Gazette"'
or in the daily lists of appointments circulated by the Admiralty to
Naval Commanders-in-Chief, senior Naval officers, etc.

* • *

July 8th. — The following oral answer was given : —
POST OFFICE- — AIR MAIL-

Lieut.-Col. GUINNESS asked the Postmaster-General whether, in
view of the fact that only about one letter in every 700 is now) carried
by the Air Mail to the -Continent, he will now reduce the present
prohobitive rate of 2s. 2-5-d. charged for that route.

_ Mr. ILLINGWORTH : An air mail service from London to Amster-
dam has recently been established with a special air free of 3d. per
ounce ; and, subject to the concurrence of the French Government,
I hope to be able shortly to introduce a correspondingly low fee in
the service to Paris

* * »

July 9th. — The following written answer was given : —

ROYAL AIR FORCE (DISCHARGE BY PURCHASE).
Mr. WATERSON asked the Secretary of State for Air whether dis-
charge by purchase is applicable to the Royal Air Force Reserve,

Class E.

Mr. CHURCHILL : The answer :s in the affirmative. Regulations
regarding discharge by purchase from the Royal Air Force will shortly
be promulgated.

THE ROYAL AERONAUTICAL SOCIETY.

Stand at Olympia. — A reading and writing room for the use of
members is provided during the Aero Show at
Olympia on Stands 94 and 95, underneath the Gallery
f&y^ "V^A ou *e^' °^ ^e Hall from the main entrance, just
T/^ Q J\ A beyond the Hammersmith Road entrance. A selec-
tion of current aircraft periodicals in all languages
is available, and the telephone 'Number: Hammer-
smith 2130) may be used free of charge by
members.

Aero Snow Lectures. — At the request of the Air
Ministry the following programme of lectures, which
wili be delivered in the Concert Hall at Olympia
at 3.0 p.m., has been arranged during the course
of the Aero Show : —
Title.

"Trans-Continental Flying."
"Airships of the Future."
"Kite Balloons.''
"How Airmen Find their

Way."
"Flying-Boats."
"Development and Future
Possibilities of Aeroplanes."
Journal. — The July issue of the "Aeronautical Journal," which is
on sale to non-members, price 3s. 6d., contains Commander Hunsaker's
paper on ''Naval Architecture in Aeronautics," including five appen-
dices which were not reail at the meeting. These appendices, which
will not be published elsewhere, contain a large amount of informa-
tion which has been specially released for publication by the United
States Navy Department, including details of the construction of the
N.C. type' Transatlantic flying-boats, which have never before been
published in any country. The paper constitutes a complete survey
of American methods of design of both lighter and heavier than air
craft, and is therefore of great importance.

The same issue of the Journal also contains a short paper on Pro-
pellers by Dr. H C. Watts. ' Owing to extreme pressure of space Major
Linton Hope's paper will appear in the August issue.
Copies may be purchased at the Society's Stand at Olympia.
Empire Timber Exhibition. — A number of admission tickets for the
Exhibition at the Holland Park Skating Rink, open from this date
until July 17th, have been received from the Overseas Trade Depart-
ment and may be obtained on application to the Secretary.

Air Ministry Library Permission has been obtained from the Air

Council for technical members of the Society to use the Air Ministry
Library for reference purposes on production of letters of introduction
signed by the Secretary of the Society. Any members desiring to
avail themselves of this privilege should therefore apply to the Secre-
tary for a formal letter of introduction.

Autumn Session oe Lectures, 1920-1921. — The following gentlemen
have consented to read papers to the members of the Society at 5.30 p.m.
on the first and third Thursdays in each month, from Oct. 7th, 1920,
to March 17th, 1921, in the Theatre of the Royal Society of Arts, John
Street, Adelphi, W.C. It should be understood that this is only a
preliminary announcement, and that details will be given later: —

Subject. Lecturer.
Civil Aviation Major-General Sir F. H.

Meteoiology. Major Gordon Dobson.

Night-Flying. Capt. C. Baker.

Possible Developments in Aircraft.
Engines. Mr. Ricardo.

Date.

Sat-, July 10th.

M011., July 12th.

Tues.j July 13th.

Wed., July 14th.

Fri., July 16th.

Mon., July lyth.

Lecturer.
Capt. P. D. Acland.
Sqdn. Ldr. Pritchard.
Mr. Griffith Brewer.

Maj. H. E. Wimperis-
Capt. D. Nicolson.

Mr. F. M. Green.

Sykes-

July 14, 1920

The Aeroplane

165

The Handley Page Wing.
Design of Aeroplane Control Sur-
faces with special reference to
Balancing.
Ground Engineering.
The Cost "of Air-ton Miles.
The Human Machine in Relation to

Flying.
Parachutes.

Flying-Boat Construction.
July 9th, 1920. .

Mr. Handley Page.
Mr. H. B. Irving.

Wing Comdr. Outram.
Lord Montagu.
Colonel' Flack.

Major Orde I,ees.
Capt. T>. Nicolson.
W. Lockwood Marsh, Secretary.

THE ROYAL AERO CLUB.

AERIAL DERBY.
The Aerial Derby will be held at the London Aerodrome, Hendon,
on the afternoon of Saturday, July 24th, 1920. Members will be ad-
mitted free on presentation of their Membership Cards.

Entries. — The following entries have so far been received : —
A. V. Roe and Co., Ltd. (owner); Capt. H. A. Hammersley, M.C. (pilot);

Avro ="Baby" (machine); 35-h.p Green (engine).
Bert Hinkler; Bert Hinkler; Avro "Baby"; 35-h.p. Green.
Sqnadron-I.eader T. O'B. Hubbard, M.C, R.A.F. ; Squadron-Leader T.
O'B. Hubbard, M.C, R.A.F. ; Martinsyde "F.4"; 266/275-h.p. "Fal-
con" Rolls-Royce.

Martinsyde, Ltd.; F. P. Raynham; Martinsyde "Semiquaver"; 300-h.p.
Hispano-Suiza.

The "Nieuport" and General Aircraft Co, Ltd.; L. R. Tait Cox; Nieu-
port "L.S.3" ; 320-h.p A.B.C. "Dragonfly "

The "Nieuport" and General Aircraft Co., Ltd.; John Herbert James,
Nieuport "L-C.i"; 320-h.p. A.B.C "Dragonfly."

Lieut.-Col F K. McClean, Capt. W. L. Jordan, D.S C , D.F.C; Sopwith
"Snipe"; 200-h.p. B.R.2.

Leth Jensen; Leth Jensen; S.P.A.D. "S.29."; 80-h.p. Le Rhone.

Bristol Aeroplane Co., Ltd.; C. F. Uwins; Bristol "Bullet"; 450-h.p.
"Bristol" Jupiter.

LONDON FLYING CLUB.

The Committee of the London Flying Club has very kindly made
arrangements for the Members of the Royal Aero Club to be Honorary
Members of the London Flying Club on July 24th, 1920.

This Club, which adjoins the Aerodrome at Hendon, affords every
facility for luncheon, tea, and dinner

In the evening there will be a special dinner and dance.

Further particulars will be posted later to members.

PERSONAL NOTICES.

Engagement.

BROOME— LERMITTE.— A marriage has been arranged and will
take place on August 17th, at Great Horkesley, between Captain Frank
Crossley Broome, D.F.C, younger son of Mr. and Mrs. Frank

Broome, of Winterbourne, Weybridge, and Nancy Ismay, elder daughter
of the late Lieutenant-Colonel Lermkte and Mrs. Lermitte, Woodhouse,

Great Horkesley, Colchester

EMPLOYMENT.

[Except where addresses are given, communications should be sent
c/o The Aeroplane, 175, Piccadilly, W.i.]

Ex-R.N.A-S. and R.A.F. mechanic requires situation. One year as
rigger. Wishes to keep in touch with aviation, but would take any
job on an aerodrome. — H. Ciofts, za, Haliday Walk, Islington, Lon-
don, N.i.

G.A.C.

AIRCRAFT
COMPONENTS.

Stand 76

OLYMPIA.

THE

GENERAL AERONAUTICAL

CO., LTD.
5, Hythe Road, N.W.I O.

Tela. -Wili. 2846/7. Wires- ' RldU yprcn, London.

65.

TERRY'S

OUR 65 years' labor-
ious mechanical
development has
put Terry's springs fore-
most in the world's in-
dustrial field.

On large contracts, c tiling
for large deliveiies, we
can give advantageous
prices, but we also wel-
come small orders.

May we quote for your
supplies — to sample or
print ?

Herbert Terry & Sons, Ltd.

MANUFACTURERS,
Redditch, Eng.

1855

MAILLJTE

Doping Schemes and

Aircraft
Finishing Materials.

Stand 76
OLYMPIA.

The BRITISH EMAILLITE CO.

LIMITED,

5, HYTHE ROAD, N.W.IO.

Tele. :
WILL. 2346/7.

Wires :
" RIDLEYPREN, LONDON

1 66

The Aeroplane

July 14, 1920

TRADE CARDS.

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FOR SALE AT

"The Aeroplane" Publishing Office,
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NAME PLATES,
DIALS, SCALES, ADDRESS PLATES,

etc., in all metals, Celluloid, Bone,
Ivory. Chemically enlarged or machined;

CLEGG METAL ENGRAVING CO., LTD.,
WORTHING.

GRAHAM E- WHITE FLYING SCHOOL.

First in 1909 and first ever since. The New System embodies 2 courses :
Course 1. — R.Ae. Certificate.
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on completion of the la ter course, pupils are competent to perform
all kinds of trick flying. For full particulars apply the

GRAHAME-WHITE COMPANY LID.,

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July 14, 1920

The Aeroplane

167

INDEX TO ADVERTISERS

Accles & Pollock, Ltd. Front Cover & 82

Aircraft Improvements Co. .

Air Navigation Co., Ltd. . . 167
Armstrong-Siddeley Motors, Ltd. 83
Arrol-Johnston, Ltd. . Front Cover
Auster, Ltd. . . Front Cover

Austin Motor Co., Ltd. . .

Automatic Telegraph Co. . .

Aviation Insurance Assoc. .

Inside Front Cover
Beardmore Aero Eng., Ltd., The

Front Cover & 135
Beardmore, Wm., & Co., Ltd. . 127
Benton & Stone . . . .166
Blackburn Aero & Motor Co., Ltd 155

Boulton & Paul, Ltd. . . .

Bowden Brake Co., Ltd., The . 166

Bray, Gibb & Co., Ltd. . .

Bristol Aeroplane Co., Ltd. 87 & 97
British Aerial Transport Co.,

Limited .... 90c
British Cellulose Co., Ltd. . 159
British Emaillite Co., Ltd., The 165
British Lighting & Ignition Co.,

Ltd

British Piston Ring Co., Ltd. .

British Thomson- Houston Co.,

Ltd., The ..... 129

Brown Brothers, Ltd. . . .

Bruntons . . . 141

Burberrys, Ltd. . . . .159

Calthrop, E. R., Aerial Pat., Ltd. -

Cellon, Ltd. . Inside Back Cover

Central Aircraft Co. . . .

Clegg Metal Engraving Co., Ltd. 166
Coan, R. W. " ' ' . . . . 167

Cradock, Geo., & Co., Ltd. .

Davis Furnace Co., The . .

Dudbridge Ironworks, The .

Eastbourne Aviation Co., Ltd.

Ebora Propeller Co. . . .

Fairey Aviation Co., Ltd., The
Firth, Thos., & Son, Ltd. .
Fluxite ....
Frood, Herbert, Co., Ltd. .
Gas Accumulator Co. (U.K.), Ltd

General Accident, Fire and Life

Assurance Corp., Ltd. .
General Aeronautical Co., Ltd.
Gosport Aircraft Co. .
Grahame-White Co., Ltd. .
Green Engine Co., Ltd.
Greening & Sons, Ltd. .

Gwynne's, Ltd

Hancock, James Lyne, Ltd.

105

99

113

J03
165
131
166

Nieuport & General Aircraft Co.

Limited . . Inside Back
Northern Engineers' Supply Co
Oddy, W., & Co.
Palmer Tyre, Ltd.
Petters, Ltd.

Pettett

Pinchin, Johnson, & Co., Ltd
Robinhood Eng. Works, Ltd.

Ltd.

Handley Page, Ltd. . 81, 117
Hobson, H. M , Ltd. . .

Holmes, C. H

Hope, H., & Sons
Hoyt Metal Co., Ltd. .
Imperial Light, Ltd. .
Instone Air Line
Johnson & Phillips, Ltd.
Kent, George, Ltd.
Lang Propeller Ltd. .
LepAerial Travel Bureau .
London Die Casting Foundry,

Ltd

Marconi Wireless Telegraph Co.,
- Ltd. . . .
Martinsyde, Ltd. '.'

Mather & Co

McGregor, Gow & Holland, Ltd.
MacLennan, John, & Co. .
Mendine Co.

Metal Airscrew Co., Ltd. .
Mills, Wm., Ltd. . Inside Front

Napier, D. & Son, Ltd.
Naylor Bros., Ltd.
New Pegamoid, Ltd. .

to 120
143

166

159
156

141
95

167

168
166

143
Cover

107
161

166

Back

Roe, A. V., & Co., Ltd
Rolls-Royce, Ltd.
Rubery, Owen & Co.
Sagar, J., & Co., Ltd.
Sankey, J. H., & Son.
Saunders, Ltd. .
Serck Radiators, Ltd.
"Shell" Marketing Co.
Short Bros., Ltd.
Smith, S., & Sons
Society of British Aircraft Con

structors ....
Sopwith Aviation Co., Ltd.
Standard Piston Ring & Engineer

ing Co., Ltd.
Sunbeam Motor Car Co., Ltd
Supermarine Aviation Works, Ltd
Tampier, Rene
Terry, H., & Sons, Ltd
Titanine, Ltd. . Front Cover
Triplex Safety Glass Co., Ltd.

84 & 109

Cover
167
161
115

156
168

101

90D
156
161
Cover

93

139
82&83

& 137

Vacuum Oil Co., Ltd.
Vandervell, C. A. & Co.,
Vickers, Ltd.
Wakefield, C. C, & Co.,

Walton Motors, Ltd. .
Westland Aircraft Works
Wheeler, T.
Wireless Press, The .
Yorkshire Steel Co. Ltd.

Front Cover

Ltd. .
• 123
Ltd. .
Front

!55
& 125

Cover
101

133

SHIPMENT OF
Aeroplanes, Accessories, etc.

For Rates of Freight and Insurance to all parts of the
World, Sailing Dates, Etc.,

Telephone or write to ; —

McGregor, gow & Holland, Ltd.,

1 & 4, FENCHURCH AVENUE, E.C.3.

Telephone - - - 5304 Avenue.

Loading "Brokers and Agents for the principal
Steamship Lines.

FOR

SPARES <S TOOLS

Engine and Aero,
t olls-Royce, His-
pano, Le Rhone,
R.A.F., Renault,
Clerget, etc., etc.

STAND 36.

Northern Engineers Supply Co.,

Proprietor ; Major F. G. Brown, late R.A.F. (Stores).

John Street - = SHEFFIELD.

Telegrams: "Nescaero, Sheffield." Telephone: Central 442'

WE ARE EXHIBITING AT

THE SIXTa^4T^AT10NA.L

Aero Exhibition

9-20. 1920

The Air Navigation Go., Ltd.

BLERIOT & SPAD,

ADDLESTONE (SURREY).

Contractors to War Offlom mm$
Admiralty*

Flying Ground - Brooklands Aerodromes

NORBERT CHEREAU, Managing DlraotOF,
T«l«cnmt— Bleriot, Weybridge. Telephone— J5* Weyibrldes,

<c6an1

j CASTS J
^LEAnI
[CRANK 1
! CASES I

1 68

The Aeroplane

July 14, 1920

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PATENTS.

PAGE, WHITE and VAUGHAN (late Page and
Rowlingson), Chartered Patent Agents (Consult-
ing Engineer, Mr. S. E- Page, A.M. Inst. C.E-), 27,
Chancery Lane, London, W.C. Tel., 332 Central.

HENRY SKERRETT (H. N. Skerrett, A.I.A.E.,
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Chartered Institute of Patent Agents), Patents,
Designs and Trade Marks. — 24, Temple Row,
Birmingham.

ADVICE WITH HANDBOOK FREE. — B. T.
King, A.I.M E.; Registered Patent Agent, 165,
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STANLEY, POPPLEWELL AND CO., Patent
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SITUATION WANTED.

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ENGINEERING.

BRITISH CORRESPONDENCE SCHOOL OF
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course, 17s. 6d. Advanced course in design, en-
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SITUATIONS VACANT.

ROYAL AIR FORCE.

SKILLED TRADESMEN AND UNSKILLED
RECRUITS REQUIRED.

Skilled Tradesmen, pay 3s. to 5s. 6d. per day
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Unskilled Recruits for training as Carpenters,
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recruit otherwise suitable and willing to be
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For condition of service, separation allowance,
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FOR SALE.

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30 hours. Airworthy and registered; painted dark
blue, with spare undercarriage, extra Vee struts,
shock absorbers, axles, wheels; lot of engine
spares, including crankshaft, cam pack mag.,
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license of Aerodrome, also quantity of dope,
spirit, acetone, tools, etc. Bargain for quick sale.
^550 or near offer. Pilot available if required. —
Telford, 2, Park Hill, Moseley, Birmingham.

AVIATION COMPANY with sole contracts to fly
in two famous seaside resorts is willing to
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July 14, 1920

The Aeroplane

Contractors fo H.M. and Foreign Governments.

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iv.

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The Aeroplane

July 21, 1920

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July 21, 1920

The Aeroplane

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174

The Aeroplane

July 21, 1920

Particulars from : —

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ON THE AERIAL DERBY.

VOL. XIX.
No. 3.

Last Words on the Aero Show.

Thank Goodness the Aero Show is over and those of
us who are concerned with aeroplanes can now turn our
attention to practical aviation, such as the Aerial Derby
and the Continental Air Lines. Of course the Show was
very interesting so far as the exhibits were concerned,
and it has done the British Aircraft Industry some good
in that it has enhanced the reputation of our constructors.
The military and naval and commercial attaches of all
countries visited Olympia over and over again. Many
of them spent days in the A.I.D. and Technical Depart-
ment sections studying our methods of inspection, and
went away convinced that a machine which is granted
an airworthiness certificate after such tests must be
worth twice as much as any machine built in any other
country. For which impression we must thank Air-
Commodore Brooke-Popham and Brig. -General Bagnall-
Wild, and their enthusiastic staffs. Also the sheer ex-
cellence of the exhibits has convinced our foreign visitors
of our pre-eminence in design and construction.

But, one doubts whether any exhibitor of aeroplanes
and engines received a single order which would not
have arrived in the ordinary course of business if there
had not been a show at all. And one is certain that the
smaller exhibitors, who might have paid expenses out
of their sales to visitors if there had been anything like
a crowd have no reason to be pleased with results.
A Successful Failure.

Considered as a Show intended to draw the Great
British Public and to interest the people in aviation, the
affair was a very complete wash-out. The non-technical
newspapers did their best according to their limited in-
telligence and mental ability, to draw a crowd to
Olympia. Some even went to the extreme of publishing
really readable and accurate articles on the Show. But
the way in which the Show was run successfully kept the
public away.

Considered as a failure it was probably the greatest
success of the year. As organisers of failure those re-
sponsible for the Show displayed real genius.

Any ordinarily silly person could have thought of hold-
ing the Show in July, happy in the certainty that no-
body except an enthusiast would stew throughout a
summer afternoon in that unventilated oven which is
Olympia. Any common congenital idiot could have
thought of charging half-a-crown for admission so as to
keep out impoverished ex-officers of the R.A.F., former
workers in the Aircraft Industry, and past and present
air mechanics. But it was quite a clever piece of im-
becility to close the Show at 21.00 hours so as to make
quite sure that people would not come in after their day's
work was done.

When one adds to all this the superlatively repellant
effect of the posters, and the fact that the issue of free
tickets which exhibitors might have used as a bait to
draw visitors was absolutely barred, and that even the
purchase of tickets which exhibitors might send as in-

vitations to friends was made as difficult as possible,
one begins to perceive the transcendental acuteness with
which the failure of the Show was assured.

The Mot Juste.

As Mr. Frnest Newman remarked recently, apropos
an unusually inept stage performance — "In a lifetime I
can remember meeting with no'thiug so utterly brainless.
One cannot call it childish ■ no child could exhibit such
sheer intellectual vacuity as this." Let that elegant
phrase stand as the epitaph of the management of the
Aero Show of 1920. It should have beeu an exemplar
to the British Business Community. It was in fact the
apotheosis of absolute imbecility.

One can only hope that a very small proportion of the
loss will fall on the impoverished Aircraft Industry and
that most of it will come out of the hypertrophied profits
of the motor-mongers' exhibition in November last. It
will be more than a little interesting to see what will
happen when the big slump comes in the motor trade
and the organisers of the motor shows have to set to work
to attract visitors instead of having merely to take the
money of a seething mob.

With this mild criticism, which, one hopes, will be
taken in the friendly spirit in which it is offered, as in-
dicating a few points which may be improved in the
management of the next Aero Show — if there be any
Aircraft Industry left to hold a Show next year — let us
pass to the more pleasant subject of practical aviation.

Aerial Derby Prospects.

The Aerial Derby takes place next Saturday, July
24th. Even given the best of weather one hardly expects
that it will draw the vast crowd which was drawn by
the R.A.F. Tournament. But, barring snow or fog, it
is certain that there will be a very fine race.

In the first place the Royal Aero Club, which is running
the whole affair, has wisely decided to start the ma-
chines according to their handicap times, so that the
first machine to finish will be the winner of the Handicap
Race. Thus the interest will be maintained to the very
end, for not till the scratch-man has finished will it be
possible to tell who has actually won the Aerial Derby
itself.

Under the old arrangement, when a "sealed handicap"
was part of the programme, it meant nothing to be first
past the post. The crowd had to wait till all sorts of
figures were worked out before it knew who had won
anything. This year the first men home are the prize-
winners in the Handicap, and anybody who notes the
starting and finishing times as the machines depart and
arrive can tell who has won the Aerial Derby — which
amounts to a fastest time prize.

Concerning the Entries.

The entries are quite satisfactory. At the moment of
writing there are sixteen of them. They reflect the
greatest credit on the good sportsmen who have entered,
and,- by contrast, they throw into relief the lack of

i;6

The Aeroplane

July 21, 1920

sportsmanship of a number of people who could very
well have afforded to euter machines and did not do so.

For a net expenditure of £100 anybody could have hired
a machine from one maker or other, could have insured
it and the pilot, and could have come out as a patron
of the sport of flying. A man connected with that Air-
craft Industry, and knowing how things can be
"wangled" could have done it for less. When one con-
siders how many people have made their tens of
thousands of pounds out of the Aircraft Industry it is
just a trifle disappointing to see how few well-known in-
dividuals, as distinct from firms, have come forward as
entrants of racing aeroplanes.

Doubtless large household establishments, expensive
cars, country estates, and such luxuries do run away
with a good deal of money, but one would have thought
that a few more people who have done well out of air-
craft during the war— for in spite of Colonel Moore-
Brabazon's complaint that the Pioneer has been without
honour, the Pioneer has not been without profit in his
own country— might have risked a hundred pounds or
less on a little sporting gamble, or rather, one should
say, might have spent it on the best of all forms of pro-
paganda, the encouragement of the Sport of Flying. The
more honour, therefore, to those good sportsmen who
have entered machines for the races. More especially is
honour due to those officers, present and past, of the
R.A.F. who have entered machines at their own expense
and are flying the machines themselves.

It is a pity that it has not occurred to any R.A.F.
units to enter machines. Of course Service machines
could not be used for the purpose, but a small subscrip-
tion from each officer of a squadron or wing or park
would easily have covered the hire and insurance of a
machine, and the pilot could have been chosen by elec-
tion or by lot. One offers the suggestion for considera-
tion next year, for one feels sure that competition be-
tween units in this way would be good for the R.A.F.
as a whole.

Who's Who in the Aerial Derby.

Entries for the Aerial Derby closed on Saturday last, but it
is remotely possible that later entries ma}' have been accepted.
On such an occasion as this no chance of making a bigger
and better show of the race should be lost. At the moment
of writing the entries, in order of entering, are as follow : — ■

1. A. V. Roe and Co., Ltd. — Avro "Baby" — 35 h.p. Green

engine. — Pilot : Capt. H. A. Hamerslev, M.C. (late

R.A.F. and R.F.C.).
Captain Hamersley won the .Sealed Handicap Ja«t year on
the original "Baby." He is an exceptionally clever pilot, an
Australian, with a fine war record, and will be well worth
watching in this year's race.

2. Lieut. Bert Hinkler, D.S.M. (late R.A.F. and R.N.A.S.).

— Avro "Baby" — 35 h.p. Green engine.— Pilot : Lieut. Bert
Hinkler.

Mr. Hinkler is best known as the hero of the recent fine
flight to Turin. He is using the same machine and engine in
this race. Incidentally it is the same machine and engine on
which Captain Ilamersley won the Handicap lost year. A
cross-country pilot of Mr. Hinkler's skill and experience
should do well in such a competition as this. His sportsman-
ship in entering his own machine deserves all praise.

3. Squadron-Leader T. O'B. Hubbard, M.C, R.A.F. — Martin-

syde "F.4" — 275 h.p. Rolls-Royce "Falcon" engine. —

Pilot : Squadron-Leader T. O'B. Hubbard.
As one of the Pioneers of aviation — he was sectetary of the
Aeronautical Society in 1909, and flew long before the war —
Squadron-Leader Hubbard is an instance of the incurable
aviator. He flew constantly throughout the war, and com-
manded squadrons with distinction. He was recently ap-
pointed by the Air Ministry to be secretary of the Government
Aeroplane Competition which takes place at Martlesham next
month. The machine he is flying is that which was a close
second in the Aerial Derby last year. Its performance in his
skilful hands this year will be watched with interest.

4. Martinsyde, Ltd. — Martinsyde "Semiquaver" — 300 h.p.

Hispauo-Suiza engine. — Pilot : Mr. F. P. Raynham.
This machine, with a bigger fuselage and undercarriage, put

up a British speed record of 161 m.p.h. at Martlesham recently.
This speed was done with a strong cross wind. Therefore one
may assume that its real speed is considerably higher. Mr.
Raynham is well known as one of the half-dozen best pilots
in the world. Barring engine trouble the actual Aerial Derby
seems to be a match between this machine and the Nieuport
"L.S.3."

5. The Nieupori and General Aircraft Co., Ltd. — Nieuport

"L.S.3"— 320 h.p. "Dragonfly" A.B.C. engine.— Pilot :

Lieut. L. R. Tait-Cox (late R.F.C.).
This machine, piloted by Mr. Tait-Cox, put up the British
speed record to over 166 m.ph. at Martlesham on a calm day.
Therefore, as one has remarked, the Aerial Derby seems to
be a match between it and the Martinsyde, barring engine
trouble.

6. The Nieuport and General Aircraft Co., Ltd.— Nieuport

"Nighthawk" — 320 h.p. "Dragonfly" A.B.C. engine. —
Pilot : Lieut. John Herbert James (late R.F.C.).
This machine should have a speed of between 140 and 150
m.p.h. Mr. James is a skilful pilot, who learned to fly on a
Caudron before the war, and he should give a good account
of himself in the Handicap, besides being a useful second
string for the Derby in case of the breakdown of the super-
latively fast machines.

7. Lieut. -Colonel F. K. McClean, A.F.C.— Sopwith "Snipe"

— 200 h.p. "B.R.2" engine. — Pilot : Capt. W. L. Jordan,

D.S.C., D.F.C. (late R.A.F. and R.N.A.S.).
This is a thoroughly sporting entry. Colonel McClean bought
and flew Wrights and Shorts at Fastchurch in 1909. He pre-
sented the Fastchurch Aerodrome to the Aero Club (not then
"Royal",). He lent to the Admiralty the machines on which
the first naval aviators were taught to fly (by Mr. G. B.
Cockburn). He served with distinction throughout the war.
And now we find him, like the true sportsman he is, procuring
a Sopwith machine from the Aircraft Disposal Co. and mount-
ing on it one of the best pilots the R.N.A.S. ever had, an
officer who is to-day actually in the employ of the Sopwith
firm. Thanks to Colonel McClean Captain Jordan will be able
to give a very good account of himself in the Handicap, and
if the very fast machines fail to get through he ought to go
near winning the scratch event.

8. Leth Jensen. — Spad "S.29" — 80 h.p. Le Rhone engine. —

Pilot : Lieut. Leth Jensen (late Service d'Aviation Mili-
taire).

This also is a thoroughly sporting entry. Mr. Jensen is a
Dane who served gallantly throughout the war as a volunteer
aviator in the French Army, winning much honour and many
decorations. He learned to fly in France some years before
the war. As the only foreign entrant all will wish him success
in the tlandicap, though his low power puts him out of the
Derby.

9. The Bristol Aeroplane Co., Ltd. — Bristol "Bullet" — 450-

h.p. Bristol "Jupiter" engine. — Pilot : Lieut. C. F. Uwins
(late R.F.C.).

This is a singularly interesting entry. It is the first public
appearance of the latest of the various types of Bristol "Bullet"
which Captain Barnwell has designed since his first success in
1013. Also it is the first appearance of the "Jupiter" engine
since Mr. Roy Fedden arranged with the enterprising Direc-
tors of the Bristol Co. to rescue this highly promising engine
from the wreck of the " Cosmos " Co. Admittedly there is
further development work to be done on the engine, but one
hopes it will make a good show in the race. Mr. Uwins is a
singularly able pilot who has flown everything, from "Bullets"
to "Pullmans," and he will certainly get the best possible
results out of it.

10. A. V. Roe and Co., L'.d. — Avro "Schneider" — 240-h.p.
Siddeley "Puma" engine. — Pilot : Captain Westgarth
Haslam (late R.A.F. and R.P.C.).

This is an excellent effort. The machine is the little sea-
plane built for the Schneider Cup competition of September
last, and now mounted on wheels instead of floats. Captain
Haslam is a pre-war aviator who learned to fly in France, and
during the war he did excellent work as an instructor and
test pilot, besides his war flying. The machine is very fast,
probably in the region of 150 m.p.h., and should make a
\ ery good show.

11. Lieut. F. S. Cotton. — D H. "14a" — Napier engine.
—Pilot : Lieut. F. S. Cotton (late R.A.F. andR.F.C).

This is another fine spotting effort. Mr. Cotton had this
machine built to fly to Cape Town. Fie crashed in Italy
through being directed by the Italian aviation authorities to
land on an aerodrome which did not exist. He has now had
the machine rebuilt and this is her first public reappearance.
She is a huge two-seater built for duration rather than speed,
and being of most impressive aspect will add to the interest of
the Handicap event.

July 21, 1920

The Aeroplane

177

12. Major=Generai< J . E. B. Suei-y, Colonel Davson, and Si*.
, J. Sheeeey=Roees, Bart — Sopwith "Snipe" — 200-h.p.

"B.R.2" engine. — Pilot : Flight Lieut^W. H. Longton,
D.F.C., A.F.C.

Perhaps this is the most commendable entry of all. The
entrants are three of the leading spirits of the Ail League.
They have joined together to use this best of all forms of
propaganda and to show their own belief in aviation. They
have procured a machine from the Ail craft Disposal Co., and
they have given the mount to Flight Lieut. Longton, whose
singularly beautiful flying at the R.A.F. Tournament stamped
him at once as one of the most skilful pilots in this country,
which is to say in the world. On the merits of the entry and
of the pilot the machine deserves to do well, and the skill of
the pilot assures its doing so barring accidents.

13. Squadron Leader J. 3. D. Fall, D.S.C. (R.A.F and late
R.N.A.S.).— Sopwith "Snipe" — 20c-h.p. "B.R.2" engine. —
Pilot : Squadron Leader J. S. D. Fall.

A sporting young officer who has entered at his own ex-
pense. Squadron-Leader Fall is a Canadian from British Col-
umbia. He had a highly distinguished career in the R.N.A.S.
and later in the R.A.F, At the R.A.F. Tournament he led
the "Snipe" formation which gave such an impressive display
of combined aerobatic flying. He is much more lhan a trick-
flying pilot, and if his engine behaves he should do very well
in the Handicap.

14. Martinsyde, Ltd. — Martinsyde "F.6" — 300-h.p. Hispano-
Suiza engine. — Pilot : Lieut. R. H. Nisbet (late R.A.F. and
R.F.C.).

Mr. Nisbet was a close second in the Aerial Derby last year
and would have been closer still if he had not taken his turns
so wide. He is on a faster .machine this year, but his mount
is not so fast as that of Mr. Raynham or Mr. Tait-Cox or
probably of Mr. Uwins. Nevertheless he is probabh a good
second string to Mr. Raynham.

15. The Sopwith Aviation Co., Ltd. — Sopwith " Rainbow" —
320-h p. "Dragonfly" A. B.C. engine.— Pilot : Mr. H. G.
Hawker.

This machine, like the Avro "Schneider," was built for the
Schneider Cup race last year and is now on wheels instead of
floats. Also it has an A. B.C. engine instead of itb original
" Cosmos " engine. It is quite an unknown quantity, but it
is bound to be fast, and may be regarded as the dart horse cf
the Aerial Derby. If only Mr. Hawker's consistent ill-luck
will give him a rest and will permit him to finish the course,
he may well be there or thereabouts at the finish.

16 W. G. Pudney.— Nieuport " Night-hawk " — 320-h.p.
"Dragonfly" A. B.C.— Pilot : W. G. Pudnev.

Beyond the fact that Mr. Pudney hails from Cheltenham,
one knows nothing of his aeronautical past or personal pre-
sent. This is a private entry of the pure amateur type, and
Mr. Pudney deserves everybody's good wishes for his sports-
manship. One hopes to see him well at the head of the
hunt. [This machine was withdrawn on July 20th — c. G. G.]

The handicap times and racing numbers of the machines
will be found under " Royal Aero Club " official notices on
page 225B.

A Promising Day.

Altera hi_r there is the promise of a very entertaining
afternoon's sport. Moreover, the Royal Aero Club's
Committee, profiting by previous mistakes, have secured
the assistance of Mr. Bernard Isaac in organising the
race. As the right-hand man of the late Richard Gates
when Hendou was at the height of its success Mr. Isaac
knows most of what there is to know about arranging
air races, and his assistance should be of the greatest
value to the Royal Aero Club.

It is hoped that all readers of this paper will induce
as many as possible of their friends to go to Hendon
to see the race, for actual flying of this kind is the best
possible method of convincing the doubters that flying is
not merely a military affair or a commercial undertaking
but a very fine form of sport worthy of the highest tra-
ditions of British pluck and skill and nerve. — C. G. G.

THE FIFTH

AERIAL DERBY

AIR RACE ROUND LONDON

(DOUBLE CIRCUIT -TOTAL DI5TANC6 200 MILES )
ORGANISED BY

THE ROYAL AERO CLUB

SATURDAY

JULY 24- 1920

At 3 P.M.

HERTFORD^

HERTFORD— Turning poiirt i>
large nh.tc crpis in Hortha

START HENDONj;

(PASS OVER ON\ /;
FIRST CIRCUIT/ v I j

AND

FINISH

gR0;

ROOKLANDS

point

of (he Aerodrome

and Motor Racing
track

BROOXLANDS HERS HAM

J ST >

TURNING ^WEYBRIDflE
POINT ""^Z

(THE LONOON

\AEPODROM£f\
I

(ONE CIRCUIT = IOO MILESy

WEST
THURROCK

3 '^TURNING POINT

EPSOM

TUBN/NG PO/NT

""pHE. illustrations and descriptions given at each point
*\re the official turning marks of the course The
distance between each point is given between the arrows
The total distance of one circuit from the London
Aerodrome to the return thereto, after rounding the
official turning points is approximately 100 miles

ORtertr sruoto

i/8

The Aeroplane

July 21, 1920

SIX MONTHS OF CIVIL AVIATION.-No. III.

GERMANY.

Though civil aviation has made progress, actual flying has
been at a minimum owing to a shortage of petrol and the dis-
turbed condition of the country.

There is a Ministry of Air and Transport, controlling air
traffic, air regulations, aerodromes, aerial photograph)',
meteorology, etc

Pilots must hold Air Department certificates, and a close
check is kept of all flights. Pilots must obtain, unless they
are in air transpoit companies, a police permit for each
flight.

Twenty-five transport companies are in existence, none of
which are really active at present.

The Government Department for Air and Power Transport
(Reichsamt fur Luft und Kraftfahrwesen) has allowed £2,300
(500,000 marks) as a subsidy to German aviation enterprise,
conditional on the maintenance of an air post. The Home
Office in J020 have granted £55,800 (12,000,000 marks) for the
same purpose.

Germany places great faith in airships. The Eodeusee has
been lengthened by ten metres and the Nordstern (unmodified
Bodensee type) has been completed.

The airship company using the Friedrichshafen-Staaken
route, on which the Bodensee successfully operated for three
or four months last year, hopes to extend the route to Scan-
dinavia. No flights have been made since November, 1919.

HOLLAND.

Civil aviation is controlled by the Minister of Waterways and
Roads. An Air Attache has been appointed to Paris.

The Government has organised a Holland-Java flight, pay-
ing the competitors' expenses and giving £900 towards the
prize.

It is understood that the Government intends to give a
grant to Rotterdam and Amsterdam for the construction of
aerodromes.

The opening up of civil aerodromes is at present under the
consideration of the Ministries of Navy, War, Waterways and
Finance.

The Royal Air Transport Company for the Netherlands ha*
been formed with influential support

"The Netherlands Hast Indian Government has decided for
purposes of meteorological, climatic and other observations, to
execute a daily flight between Batavia and Surabaya. This
will be carried out during four, not necessarily consecutive,
months of the year, and seaplanes end aeroplanes will be em-
ploved."

HUNGARY.

Aviation is controlled by a Department of the Ministry of
Commerce, manned almost exclusively by demobilised officers.
Air regulations are being drafted.

Rumour says that a transport company, the Ungarisehe
Aero-Verkehre Aktiengesellschaft has been formed with a
capital of ;o,ooc,ood kr. (£"67,000).

ITALY.

The General Directorate of Aviation founded as a Depart-
ment of the Ministry of Transport-on June 30th, 1919, controls
civil aviation, and, in addition, the Technical, Supply, and
Experimental Departments of Military Aviation. An Under
Secretary of State of Air is, it is stated, to be appointed. Air
regulations appeared under Royal Decree on Jan. 3rd, 1920.

Sixteen Air Attaches have been appointed and missions have
been sent to Japan, Peru, Poland, Serbia, Czecho-Slovakia,
Finland, Indo-China and Turkey. The expenditure on these
missions may be gauged from the initial costs of the mission to
Argentina — £66,000 — and its monthly cost, £3,900.

The following air routes are projected or in course of or-
ganisation by the State, which will maintain them until pri-
vate companies are sufficiently prosperous to take over the
work : — Turin-Trieste, Nice-Sicily (via Genoa, Pisa, Rome,
and Naples, with an off-shoot from Rome to Sardinia),
Bologna-Brindisi-Otranto, Rome - Ancona, Naples - Foggia,
Milan-Genoa, etc.

AT THE INTERNATIONAL AERO
EXHIBITION.

On July 13th H.R H. the Duke of York, K.G., visited the
International Aero Exhibition at Olvmpia. He was received
by Major-Gen. Sir Fredk. Sykes, G.B.E., K.C.B., C.M.G., Con-
troller-General of Civil Aviation, Air Commodore Bagnall-
Wild, Director of Aeronautical Inspection, and Mr. H. White-
Smith, Chairman of the Society of British Aircraft Construc-
tors. H.H. the Princess Marie Louise and the Rt. Hon. W.

Several foimer seivice aerodromes are now available for
civil aviation.

The Italian Government is operating as an experiment a
bi-weekly aerial service with Greece, and aerial inter-commu-
nication in the Italian colonies is being crgansed. The State
also proposes to open aviation schools and found university
aerial courses at Rome and Turin.

A Sardinian company is said to have received a concession
for running a Rome-Sardinia service, a grant of 660,00c lire
(£7,300) and the free use of aviation material in Sardinia
worth 15,000,000 lire (£166,700).

SPAIN.

A Royal Decree was signed on Nov. :5th, 1919, regulating
the flights of foreign aircraft into and in Spain, as an annex
to the Air Regulations. A further annex of Dec. 13th, 1919,
regulate Spanish Air Customs.

In December last a Department for Aerostatics and Civil
Aviation was formed under the Dir ectorate of Commerce in
the Ministry of Public Works. A committee for the considera-
tion of aerial matters is now consultative for the new De-
partment.

Aerial postal rates have been -fixed. Letters up to 560
grammes in individual rate may be sent. Registered letters
cannot be carried.

Technical inspection of air postal services is canied out by
an inspector under the Directorate of Posts and Telegraphs.

Mediterranean shipbuilders opened an aerial service between
Barcelona and the Balearic Isles 011 March'i8th, 1920. Italian
seaplanes are used.

The French Latecoere Company has received an authorisa-
tion for a Barcelona- Alicante-Malaga service

SWITZERLAND.
Civil aviation has been transferred to a Bureau of Civil Avia-
tion (opened April 1st) under the Ministry of Posts and Rail-
ways. Air navigation regulations were issued on Jan. 27th,

1920.

Customs aerodromes have been opened at La Blecherette
(Lausanne) and Dubendorf (near Zurich).

The National Aviatik Company of Dubendorf has taken
over the Government air service between Dubendorf, Berne,
Lausanne and Geneva.

The Ad Astra- Schweizerische Luftverkehrsgesellschaft
(Swiss Air Traffic Co.), Zurich, contemplates, it is reported,
opening a Geneva-Friedrichshafen service next year. The
Societe Aero, Zurich, has, it is said, now amalgamated with
Ad Astra. -

The Aviar Tourisme S.A., Geneva, has hydro-aeroplane bases
at Lugano and Locarno from" which passenger trips round
the lakes are given.

ASIA.
China.

Italy is endeavouring to obtain Chinese trade. A shipment
of Italian aeroplanes arrived at Shanghai in January. 1920, if
report be true.

The Anglo-American Tobacco Company fs said to intend
to use aeroplanes to convey their personnel into the interior.

An American company is reported to have sent seaplanes to
Hongkong in January for commercial uses in Chinese waters.

Japan.

Little progress has recently been made in Civil Aviation. A
special committee is dealing with aviation. The appointment
of a permanent Aviation Board of eight Army representatives,
four Naval, and fouiteen from the Civil Seivice, is expected.

Two aerial route companies have been formed.

Siam.

A Royal Decree of Feb. 9th, 1920, ratified the Ail Conven-
tion. The Minister of War directs air navigation affairs..

The French dominate Siamese aviation. An Italian mission
arrived in October, 1919.

The Siamese Flying Corps is said to be organising an aerial
post between Bangkok and Uboh.

(To be continued.)

Spencer Churchill, Secretary of State for War and' Air, visited
the exhibition during the afternoon of the same day.

On July 15th H.R.H. The Duke of Connaught visited the
exhibition. He was received by Mr. H. White-Smith.

On July 17th Mr. Bonar Law, accompanied by Sir Frederick
and Lady Sykes, visited the Exhibition.

The following dav H.M. the King of Spain spent an hour and
a half at the Exhibition. He showed great interest in the
machines on show and, as was to be expected, had consider-
atle knowledge of aeronautics.

July 21, 1920

The Aeroplane

179

THE THREE NEW TYPES OF

SOPWITH

CIVIL AIRCRAFT-

THE SOPWITH "GNU"

THE

THE ANTELOPE

THE GNU

THE DOVE

embody the lessons
of war experience.

There were 16,237 aeroplanes
built to Sopwith design for
the Allies, including Scouts,
Fighters, Armoured Fighters,
Reconnaissance Machines,
Bombers, Seaplanes, Torpedo
Planes, Ship Aeroplanes.

No other firm in the world
has been responsible for so
many standardised aircraft
types. In Peace-time enter-
prise the Sopwith Company
will maintain its premier posi-
tion as designer-constructors.

ODWl

[ AVIATION 6^> ENGINEERING CQ UP \

Registered Offices and Works :

KINGSTON- ON -THAMES

Telephone: Kingston 1988 (8 lines).
Telegrams: "Sopwith, Kingston."

London Offices

65, SOUTH MOLTON ST.

Telephone: Mayfair 5803-4-5. Ifj \
Telegrams: " Efficonomy, Phone, London,"

Agents for Australasia: THE LARK1N-SOPWITH AVIATION CO. OF AUSTRALASIA. LTD., 18, GURNER
STREET, ST. KILDA, MELBOURNE ; also ABERDEEN HOUSE, 94, KING STREET, MEL-
BOURNE ; and LONDON BANK CHAMBERS, Corner of PITT and MOORE STREETS, SYDNEY.

KINDLY MENTION " THE AEROPLANE " WHEN COP RESPONDING WITH ADVERTISERS.

i8o

The Aeroplane

July 21, 192a

FURTHER IMPRESSIONS OF THE SHOW.

By a Thoroughly Irresponsible Contribuior.

The Show towards the close became quite popular. People
poured in in their ones and twos per hour. This greatly en-
couraged " yoj/oos " with his megaphone in the gallery, who
became more and more excited over the cinema every moment.

Latest from Lincoln. The plot thickens. Sundry dissociated
but stainless particles of yet another Sopwith machine have
come to light on the Firth stand. They are strongly suspected
of being part of the 16,278th machine and of belonging to the
Czecho-Slovakian list.

Martinsyde, Ltd., have a most excellent line iii summer air-
screwings, somewhat reminiscent of the Belgian hare. This
firm got into very serious trouble with a small boy for building
the "Semiquaver," which only flies at 161. 7 miles per hour,
when they had already built a machine which, as calculated
correctly by him, had flown from London to Paris at 175 miles
per hour.

As one prophesied last week the "sardine" in the demon-
stration tank on the Short stand came to a sticky end.
Unfortunately, after escaping the horrors of the tin the gal-
lant fish was worsted in an argument with the pump, and
his corpse, looking like nothing so much as a submarine kite-
balloon, was suddenly disgorged before the eyes of surprised
visitors. This is the least painless painless death which was
suggested for " ^co/jos" or the man who made wireless noises.

Formation flying was much in evidence on the Austin stand,
also bombing raids on other stands, particularly over one
which displayed an aerial photograph of a university called
Oxford and not of The University. An armistice was sought
and the offending photograph removed.

One gathered the, following information of the working of
''Haireal Tuppeeders" from an expert. It is a very simple
piocess, the carburetter acts inversely on an armature, causing
eccentric decarbonisation and producing acute and intermittent
backfiring in the aerofoils, and so the gas gets into the nose
and away it goes.

One or two people became rather unpopular by trying to
induce the Bristol "Pullman" to fly on the same principle
as M. Raymond's looping models.

Up in the gallery one liked the strong silent men in the
Medical Section's Avro, also Egbert and Terence. Egbert was-
inciined to be a bit shirty, but then so would anyone who
had his nose pinched all day. The enormous Y.M.C.A. build-
ing to which reference was previously made, later indulged
in some short flights across Pulham aerodrome.

There was a large map up the far end of the gallery,
apparently intended to demonstrate the manner in which
the Air Ministry communiques juggle with aeroplanes. One
can see an Avro starting from Croydon and as it arrives near
Le Bourget gradually assuming the role of a Bristol Fighter,,
while it is also flying back to Cricklewood as a Handley Page.

In the model of Croydon one liked the trees, and one hopes-
that the C.A.T.O. will at once have similar full-sized trees-
erected at Waddon.

An attraction was added to the show in the form of a com-
petition to find a catch word for the London-Paiis Air Service.
The wife of an eminent Air Force Officer, who had had some,
suggests "The Quick Frow-up." ;

No ! That type of engine was not used in the Resolute. — g.d.

An official of the Air Ministry complains that a visitor has
adopted as a souvenir of the Show one of the model aeroplanes
from the model of Croydon Aeixlrome and hopes that the
person who was afflicted by this inverted form of reverence
will return the model to the Air Ministry.

One who has had some laments that the excellent photo-
graph of an engine overhaul displayed by the photographic-
section of the Air Ministry is not true to life, in that the
man with the sledge-hammer is absent.

The Single Yarn Testing machine in the A.I.D. exhibit
caused much interest. One of the chronic critics of Air-
Ministry methods pointed to it with contempt, and remarked
that it was evidence of our inefficient methods, for any sensible
person would have test pilots' Combat Reports in batches,
a whole patrol at a time, and would not have bothered testing
each pilot's report as a single yarn.

Now at last the Show is over and we can all get back to
serious work and be as dull as we like. — x. Y. z. ,

A GAME OF DRAUGHTS.

According to a report in the Daily Sketch of July 15th, a
fear is expressed in America that propellers of aeroplanes
flying over the Atlantic off Sandy Hook during the contests
for the America Cup may interfere with the sailing of the
competing boats in light airs, and consequently pilots have
been forbidden to fly over the course under a minimum height
of 400 ft. It is piobable that aviation police will be on the
look-out to enforce this regulation.

One wonders how they will do it. It ought to be quite
amusing to see plain-clothes aeroplanes trapping poor un-
fortunates in the sky — but how about their own slipstream ?
But then, the arms of the Law always were a blameless band,
and as they have no police "on their backs to bite 'em," they
should be immune. One can imagine a patriotic Yankee
"cop" doing spirals round Shamrock TV and taking the wind
out of her sails.

Incidentally, one now knows why there is a scarcity of
straw hats in Loudon and a dearth of fruit in Kent. The
London-Paris Air Lines have blown all the hats away, and
reduced all the produce of the "Garden of England" to wind-
falls.

And why blame the cold -weather when even the recent
frigid atmosphere may be the result of excessive "revving up"
on the ground at Croydon and Cricklewood ? — L. b.

AIR HOGS.

The following letter has been received : —

Sydenham, July 18th, 1920.

Sir,— Whilst listening to a Pastoral play on Saturday at
Sydenham, I was much annoyed by an aeroplane flying over
the ground and completely ruining a song by the noise of its
propellers. I am not able to recognise machines by sight, but
I should say from general outlines that this was either one
01 other of the machines recently illustrated in the Daily Mail.,
Perhaps it was the 200 h p. B.A.T. "Crow." or the new David-
' son flving machine.

I cannot help thinking that had the occupants of this,
machine been gentlemen, they would have steered away from
our plav when they heard the song going on. Hoping that
you will give the notoriety to this letter for which vour paper
is so renowned.

Yours trulv, 1
(Signed) "Disgusted."

Three Japanese military aeroplanes on the Yoyogi Parade Ground at Tokio. Reading from the right, the first three

machines are an Avro, a Spad, and a Sopwith.

July 21, 1920

The Aeroplane

181

1> "

J 1

J-

'J

Travel Direct, like

Reliability.

FASTEST TIME, 75
|ONDONtoPaR1S. MNUTiS. K

London Office/ *

House, I1d,RegenxStree,t1

He^dLOffice &1ffbr>ks , l^OKirio" _

Telephone : SS/.JSsl. 553. Itfokij^g . TeLegrart^i/j^^tih^i/^-, 'Wb/ctr^^,

fhe Aeroplane

July 21, 1920

THE "ARK ROYAL" AFFAIR.

It should be noted that on July 14th Lieut. -Commander The
Hon. Joseph Kenworthy, R.N., M.P., asked thefirst Lord of
the Admiralty in the House of Commons questions concerning
the outbreak of Lvpiiiis 011 board H.M.S. Ark Royal.

These questions and the answers thereto will be found in
their proper place in this issue of The Aergpiane under the
heading "Aircraft in Parliament " on page 225A.

On the same day, July 14th, there appeared in The Aero-
plane a full and circumstantial account of the causes which
led up to this outbreak, and the subsequent Naval proceedings.

One is particularly anxious to emphasise the fact that there
is no connection between Lieut. -Commander Kenworthy's
questions and the article in The Aeroplane. It was merely
nn unfortunate coincidence. One cannot imagine any other
subject on which one would be at all likely to find oneself
in agreement with Lieut. -Commander Kenworthy. For his
expressed opinions, mental attitude and public actions one
has nothing but contempt. It is singularly unfortunate in an
age of scandal that one should have selected the same side as
Lieut. -Commander Kenworthy on the same scandal at the same
time. It is only to be presumed that this is another instance
of extremes meeting. — C. G. G.

The following letters on this affair appeared in the Times
newspaper on July. 17th : —

THE "ARK ROYAL" TYPHUS CASUS.

Sir, — The First Lord of the Admiralty stated yesterday, in
answer to a question in the House of Commons, that the
s-eaft'laiie-mrrier Ark Royal, having been used for carrying
typhus cases in the Black Sea, "was disinfected immediately
afterwards," and that a certain number of typhus cases which
occurred subsequently among the crew were sent to the
General Hospital at Constantinople. The facts covered by this
otiicial answer are — if statements recently received from some
of the sufferers be correct — that the Ark Royal, so far from

being "disinfected immediately afterwards," was kept in an
infected condition outside a Black Sea port for six days, and
that the crew developed typhus from the infectious and lice-
ridden condition of their ship. They were then dumped for
quarantine on the disused and typhus-infected site of a camp
for refugees near Constantinople, which was allocated to them
without any previous inspection or sanitary precaution what-
soever; and, after being landed with kit for only three days,
were kept there for weeks, developing fresh cases of typhus
and one of smallpox. Deaths have resulted. A little more
light on this case of official neglect is still needed.

July 15th. (Signed) VERITAS.

Sir, — In to-day's Parliamentary report an answer was given
to Lieut. -Commander Kenworthy by the First Lord of the
Admiralty, which shows rather defective knowledge of the
work our ships have been required to do in the Black Sea.
I happen to have correspondence on the point from an officer
in Ark Royal — the ship referred to in question and answer—
and there was scandalous neglect of proper precautions after
the work of mercy in evacuating typhus-stricken refugees
had been accomplished. The ship was not disinfected im-
mediately, as stated by the First" Lord, but was sent in its
infectious and verminous condition to evacuate another lot of
military refugees (not typhus-infected). After this, typhus
broke out, and it was not till then that any steps were taken
to cleanse and disinfect the ship. Even then the men of the
ship were quarantined in a camp improperly prepared and
infected with vermin, and further typhus cases occurred
before a healthy camp was allotted to them. One-tenth of
the crew contracted typhus. They have to be mute, but their
friends and relations are free to protest against the perils and
anxieties of war being increased in this way by wanton negli-
gence.

Bristol, July 15th. (Signed) An Anxious Wife.

THE " ALULA " — A

Those who are concerned with aerial transport, and more
especially those who are believers in high-lift wings as a
means towards making aerial transport a commercial propo-
sition, will be glad to hear of yet another new form of wing
which tends in the right direction, namely, big lifting capacity
for low power.

The wing in question was introduced to the technical public
on the last day of the Aero Show, July 20th, by the Commercial
Aeroplane Wing Syndicate, Ltd., of 34-3(1, Gresham Street,
E-C.2. Experiments on an actual aeroplane fitted with this
wing have been carried out on a machine built by the Black-
burn Aeroplane and Motor Co., Ltd., of Leeds, and piloted by
Captain Clinch, late R.F.C. The technical results of the ex-
periments have been substantiated by Mr. Mayo, of the firm
of Ggilvie and Partners, and the calculations for the experi-
mental machine were made by Mr. Harris Booth, who was
one of the first scientists to apply proper academic methods
to aerodynamical problems.

The new wing is known as the "Alula," and is the result
of some eight or nine years' patient research work on small
scale and full scale models, and -of the expenditure of some
scores of thousands of pounds. AH these experiments have
been directed towards producing a wing with high lifting
power and low head resistance. The experimenters argued
that this could only be obtained by discovering a wing which
produced over its surface the type of air flow known as "ir-
rotational" or "two dimensional" — id est, air flowing along a
line which only rises and falls, but does not move sideways
in a third dimension.

This type of flow is obviously strictly parallel to the direction
of flight, and so it may be assumed that none of the energy
imparted to the air is wasted in side movement. The idea is,
in effect, the idea of the perfect streamline strut or fuselage-
applied , to the wing itself, in relation to which designers
have hitherto been singularly careless in this respect.

It is claimed for the "Alula" wing that it eliminates all
"end losses" and leakage which reduce the efficiency of other
wings and waste energy in vortices. And thus it is claimed
that an enormously high percentage of the power put into
the wing by the engine is given back in actual lifting power,
which is as it should be in a vehicle dealing with that most
elastic of all substances, the air.

As the result of the prolonged experiments already men-
tioned it is now possible for the experimenters to vary all the
features (or factors) of a wing in unison — or perhaps one
should rather say, in harmony — so that when it is necessary
to vary one dimension of a wing all the other component
dimensions may be varied in proportion and pre-ordained
results may be obtained. It is of interest to learn that the
wing shape produced resembles closely the wings of the most
powerful birds, although the experimenters and the Almighty
apparently arrived at their similar results by different methods.

NEW HIGH=LIFT WING.

The experimental machine, which is a species of parasol
monoplane with the wing raised above the slip-stream of the
tractor screw, was built at the Brough works of the Blackburn
Co. by Major F. A. Bumpus, and the first straight flights
were made by Major Yeal. Thereafter Mr. Harris Booth and
Mr. Copley were entrusted with the design and constructional
work. Capt. S. J. Clinch became the regular test pilot, and
it is only fair to record that he took up a new and unknown
machine after every alteration.

Pilots will be interested to hear that the machine refuses to
obey the control of ailerons, and that it is controlled laterally
by moving a hinged portion of the leading edge of each wing.
This movement controls the direction of the machine as well
as its lateral position, so that -the rudder is not used in con-
junction with the lateral control — which, incidentally, would
seem to abolish the Wright patents. Also it is stated that
if the slip-stream of a tractor screw is allowed to flow over the
wings it entirely spoils their lifting power.

Aircraft manufacturers will be interested also' in learning
that the Commercial Aeroplane Wing Syndicate do not appear
as in any way competitors of the other members of the rest
of the Aircraft Industry. They do not propose to build
machines, except for experiments, nor do they propose to
endeavour to secure a monopoly — unless, of course, other firms
refuse to recognise the merits of their discovery. Their inten-
tion is rather to co-operate with the Industry and to place
their technical staff at the disposal of aircraft designers.

Ordinary aircraft users, whether passengers or despatchers
of goods, will be particularly interested to learn that actual
designs have been produced by Mr. Harris Booth for a cargo
machine to carry four tons. This is known as the "Pelican
4 Ton Lorrv." This is a colossal cantilever monoplane de-
signed for two 460 h-.p. Napier engines. Its cruising speed
is 72 m.p.h., its top speed 96 m.p.h., and its landing speed
55 m.p.h. Its total load is 24,100 lb., its wing loading is 12.9 lb.
per sq. ft., its useful load is 4 tons, with fuel for the London-
Paris journey, and the cost of operation is 2.6 pence per lb.
of cargo for the London-Paris journey.

Here then, it seems, we have the beginnings of a new step
forward in civil aerial transport. — C. G. G.

MR. GEOFFREY WATSON'S PICTURES.

The exhibition of pictures by Mr. Geoffrey Watson at the
Brook Street Art Gallery, which is being held in aid of the
Royal Air Force Memorial Fund, will be extended in duration
by a week. The closing day will now be Wed., 28th inst.
THE B.A.T, BANTAM.

In the description of this machine last week the speed was
given as 146 m.p.h. at 1,000 ft. This should have been 146"
m.p.h. at 10,000 ft. The climb was said to be 1,700 ft. in
16 m. 18 s. This should, of course, be 17,000 ft. in 16 m. 18 s.

July 21, 1920

The Aeroplane

183

THE NEW

ROLLS-ROYCE

THE NEW CAR SIMPLY ENCHANTS ONE ! "

*T*HE above statement is taken from a letter
A which we reproduce in full below. This letter
is written by a private owner with a wide
experience of pre-war Rolls-Royce Cars, extending
over several years. The original letter may be
seen at our showrooms. Ref. No. 410.

June 30th, 1920.
" I write to say how very much pleased I am with the
new car : it is a great improvement on the old car, and
I thought the old one perfection. The new car simply
enchants one ; the extreme silence, engine flexibility,
quick acceleration, and perfect springing cannot he
too highly praised; also the self starter, like the car,
is perfect.

" The car has noiv run, since the beginning of the year,
6,640 miles, and her average consumption, in the country
15 miles to the gallon, in the town 12 to 13.

"I have had several experienced motorists out with
me for a run in the new car on various occasions, and
their unanimous opinion was that the new car is a
great improvement on the pre-war cars."

The following firms, who purchase direct from us, have sole se'ling rights of our cars in their respective districts

Leicestershire,Derbyshire,Notts.,Lincsn
Staffs., Worcestershire, Warwickshire,
Northants. and Rutlandshire : The
Midland Counties Motor Garage Co.,
Ltd., Granby Street, Leicester. Manches-
ter and District, including East Lanes,
(as far north as a line drawn on the
map due east from Cockerham) and
East Cheshire : Joseph Cockshoot & Co,
Ltd., New Bridge Strett, Manchester.

ROLLS-ROYCE, Ltd.
15, Conduit Street,
LONDON, W.l.

TTTT T7GKAMS ROLHEAD. BEG. LONDON.
1 XIiLiLLi PHONE GERHARD 1654 (3 hues).

Liverpool and District, including West
Lanes. (:is far north as Cockerham),
West Cheshire and North Wales :
W. Watson & Co. 56, Kenshaw Street,
Liverpool. Norfolk and Suffolk :
Mann, E^erton & Co., Ltd., 5, Prince
of Wales' Road, Norwich. Ireland :
/. H, Ftrguson, Ltd., Chichester Street,
Belfast. Scotland : The Clvde Automo-
bile Co., Ltd., 96, Renfrew St., Glasgow,

KINDLY MENTION " THE AEROPLANE" WHEN CORRESPONDING WITH ADVERTISERS.

The Aeroplane

July 21, 1920

NAVAL AND MILITARY AERONAUTICS.

The R.A.F. Appointments and Gazettes will be found on
page 225B.

FROM THE COURT CIRCULAR.

Holyrood Palace, July 5th.
The King held an Investiture in the Forecourt of the Palace at
it o'clock this morning

The following were severally introduced into the presence of His
Majesty, when the King invested thern with the Insignia of the
respective Divisions of the Orders into which they have been ad-
mitted : —

The Mosi Distinguished Order of Saint Michael and St. George
and the Distinguished Service Order. — Companion. — Group Capt.
Robert Hall, R.A.F.

The Most Distinguished Order of Saint Michael and Saint George.
— Companion. — Group Capt. Robert Gordon, R.A.F.

The Most Excellent Order of the British Empire — Commander. —
Military Division.— Wing Comdr. Richard Pink, RAF.

Officers. — Military Division. — Lieut.-Col. Laurence Strain, R.A.F., and
Flight Lt. Oswyn Lywood, R.A.F.

His Majesty then conferred decorations as follows : —

Bar to the Distinguished Service Cross — Sqdn. Ldr. Vernon Gaskell
Blackburn, R.A.F. (also received the Air Force Cross).

The Military Cross and the Distinguished Flying Cross and Bar.
—Flying Officer Thomas Williams, R.A.F.

The Distinguished Flying Cross. — Capt. William Walls, R.A.F. ;
Lieut William Grossart, R.A.F.; Observer .Officer Alexander Adams,
R.A.F.; and Observer-Officer Frank Foster, R.A.F.

The Air Force Cross. — Lieut. -Col. Ernest Auldjo-Jamieson, R.A.F.;
Blight Lt. Arthur Gallehawk, R.A.F.; Lieut. John Home, R.A.F.;
Lieut. Cyrus Mortimer, R.F.A., attd. R.AF. ; and Observer-Officer
Alfred Rogers, R.A.F.

Holyrood Palace, July 7th.

The following is from the list of presentations at the Reception held
by the King and Queen at Holyrood Palace on Tuesday afternoon : —

Off.cers of the Royal Air Force presented by Air Vice-Marshal
Arthur Vyvyan, C.B., D.S.O.— Groves, Flight Lt. William, A.D.C. ;
Hall, Group Capt. Robert, C.M.G. ; Pink, Wing Comdr. Richard, C.B.E-;
Ross, Wing Comdr. Robert, D.S.O., A F.C; Bromet, Sqdn. Ldr. Geoffrey,
D.S.O., O.B.E. ; Garrod, Sqdn. Ldr. Alfred, M.C., D.F.C.; Perrin, Flight
Lt. Eugene, O.B.E- ; Reason, Flight Lt. William; Woollard, Flight Lt.
Felix, A.F.C.; Gallehawk, Flight Lt. Arthur, A.F.C; Williams, Flying
Officer Thomas, M.C., D.F.C.

Buckingham Palace, July 8th.

The Duke of York, attended by Wing Comdr. Louis Greig, paid a
visit of inspection to the Royal Air Force Station, Uxbridge.

His Royal Highness, attended by Capt. the Hon. James Stuart, was
present at a Ball which was held at the Ritz Hotel in aid of the
Royal Air Force Memorial Fund.

Buckingham Palace, July 12th.
The Duke of York, attended by Wing-Commauder Louis Greig, was
present at a Dinner given to the Survivors of the First Hundred British
Pilots and Pioneers of Aviation, at the Connaught Rooms this evening.

Buckingham Palace, July 13th.
The Duke of York, attended by Wing Comdr. Louis Greig, visited
the International Aero Exhibition at Olympia this morning.

Buckingham Palace, July 15th.
The Duke of York, attended by Capt. the Hon. James Stuart,
visited an Exhibition of Paintings and Drawings of Aircraft in War
and Peace, in aid of the Royal Air Force Memorial Fund, at . the
Brook Street Art Gallery, to-day.

NAVAL.

Admiralty Appointments.
The following appointments have been made : —
July iith.— Engr. Lieut. Commr.— C. S. Bell, to Ark Royal.
July 13th. — Comdr. — R. W. Grubb, to Ark Royal, in command,
July 1 2th.

MILITARY.

Fighting in Mesopotamia.

The following is taken from the official summary issued
by the War Office on July 16th : —

"The disorder on the Lower Euphrates continues, and has
assumed considerable proportions. . . .

"The garrison of Rumeartha is being provisioned by aero-
plane, and has also obtained supplies by means of raids into
the town, which is held by the tribesmen. Raids against the
railway continue to be frequent ; two trains have been derailed
and one burned. Our aeroplanes have been active in bomb-
ing and machine-gunning hostile villages and tribal concen-
trations."

AIR FORCE.

Official Communiques.
R.A.F. OFFICERS' WAR MEDALS.

The 'Secretary of the Air Ministry announced on July 14th that
Medal Rolls of those who have lualified for the British War and
Victory Medals are in course of preparation.

Demobilised and invalided officers of the Royal Air Force are re-
quested to write to the Secretary (S.7 — Medals), Air Ministry, Kingsway,
W.C.2, as soon as possible for the necessary form of application in
order that their claims may be considered.

Medal Rolls in the case of airmen arc being prepared from their
documents at the Royal Air Force Record Office and no application
on their part is necessary

An Accident at Kenley.

Flying Officer Victor Oliver Reynolds, Royal Air Force, late
of the Hampshire Regiment, and Airman Braithwaite were
killed in an aeroplane accident at Kenley on Monday, 12th.
The machine was a D.H.qa with 410-h.p. "Liberty" engine.
Apparentlv, Flying Officer Reynolds was turning at about
100 ft. and the machine got into some kind of a flat spin.
There was not sufficient room for the pilot to get it under
control again. On hitting the ground it caught fire and those

present dragged the two men away from the flames, but they
had unfortunately already been killed by the fall.

Athletics in the R.A.F.

On Saturday, July 17th, the Royal Air Force Athletic Asso-
ciation held a meeting at Queen's Club, West Kensington,
to decide the athletic championships in the R.A.F. Below
are given the winners of the various events : —

100 Yards. — Serjt. -Major F. Mawby (holder), Uxbridge.
Time, 10 3-5 sec.

Putting the Shot. — F. O. Maxwell, Halton, 33 ft. 10 in;

Half-Mile. — Cpl. Still, Halton. Time, 2 min. 7 4-5 sec.

220 Yards. — Serjt. -Major Mawby (holder), Uxbridge. Time,
23 2-5 sec.

High Jump. — Serjt. -Major Miller, Cranwell, 5 ft. 8| in.
One Mile. — Fit. -Lieut. H. C. Irwin, Howden. Time, 4 min.

33 4-5 sec.

Quarter-Mile. — F.O. Wakefield, Uxbridge. Time, 52 2-5 sec.
Long Jump. — Serjt. -Major Miller, Cranwell, 20 ft. 7 in.
120 Yards Hurdles. — Serjt-Major Mawby, Uxbridge. Time,
17 sec.

Three Miles.— Fit. -Lieut. H. C. Irwin, Howden. Time,
15 min. 17 2-5 sec.

One Miles Relay Race. — Halton. Time, 3 min. 52 2-5 sec.

The King's Challenge Cup was won by Uxbridge. In the
competition Uxbridge and Halton secured the same number
of points, 21; but as Uxbridge supplied the greater number
of individual winners they won the cup.

The King's Hundred.

In the contest for the King's Prize at Bisley, which was
shot for on July 17th, Lieut. J. A. Smith, late R.A.F., was
placed 51st and Lieut. E- L- Hopkins, late R.A.F., was
placed 67th. Both, therefore, receive the National Rifle Asso-
ciation badge and £2.

CHINA.

The Civil War.

It is understood that the frontier troops of the Chinese
Government are using old French aeroplanes for reconnais-
sance purposes. The pilots are Chinese.

FRANCE.

The Surrender of a Zeppelin to France.

On July 10th the Zeppelin "L.72" left Friedrichshavn at

21.00 hours in charge of a German crew, with a French
naval officer on board, and arrived at Maubeuge at 16.15 hours
on July nth, landing sfifely two hours lattr. This airship
has been surrendered to France under the terms of the Peace
Treaty.

The Ministry of Marine sent officers on July 15th to take over
officially the L.72. It is to be removed from Maubeuge to
Quers (Haute Saone) as soon as hangars are available.

In order that the Parisians may have a passing hour of
ecstatic joy, the L.72 is to be flown over the capital on its
way to its permanent station.

ITALY.

The Italian correspondent of The Aeroplane writes : —
Demobilisation Troubles.

News from Valona, where hostilities of quite respectable
ferocity are in full swing, show the unwisdom of disbanding
squadrons and demobbing Colonial Air Forces in these days.
Capt. Coraglia, who had been in command of the Air Force
there, had just wound up the affairs of the late Valona
squadrons, leaving apparently only one able Caproni in situ.
Hence the facility with which the Albanians cut off the
Italian outposts. A half squadron of Svas have been sent over
to put matters straight.

Aeroplanes and the Fiume Insurgents.

As if to bear out the greatly criticised aerial policy of the
late Government, three aeroplanes have left the Ghedi-Brescia
aerodrome unexpectedly. Presumedly their destination is
Fiumd, and, anyway, an inquiry is being held into the matter.
Almost simultaneously a Nieuport single-seater, one of two,
came down between that pla^e and Verona and was there
abandoned. These things happened, however, when the urgent
need of aircraft in Albania had been made known by the
newspapers.

A Fiume Incident.

Rumour reports a Fiume aeroplane, piloted by a lieutenant
with a captain as observer, as having been brought down by
the Jugo-Slavs over whose domains the machine was recon-
noitring. People at the Fiume H.Q. are silent as to the
matter. The only thing certain is that a machine which left
at 15 o'clock had not returned at 21 o'clock on the same day,
July 8th.

The Cameri School.

Chief Pilot Instructor Landini, as the Americans would style
him, writes from Cameri that he hopes under the new Ministry
to open a military instruction school there. — T. S. H.

July 21, 1920

The Aeroplane

184A

JAPAN.

The Japanese correspondent of The Aeroixanb writes : —
The Completion of the Rome-Tokio-Flight.

The long flight across the continents of Europe and oi
Asia, lroni Rome to Tokio, came to an end on the afternoon
of May 31st, for the two intrepid Italian aviators. Lieut.
Masiero was the first to land ; Ferrarin arrived an hour later.
The two airmen left Osaka together at 10 o'clock, but became
separated owing to the rain and fog, through which the
entire journey from Osaka was made. Lieut. Masiero arrived
in view of the expectant crowds about 13.15 hours and landed
on the parade ground at 13.22 hours, after giving a short
exhibition of fancy flying.

A tremendous crowd began to gather on the Yoyogi parade
ground by 10 o'clock in the morning, and by the time the
leading plane came in view a crowd estimated at 50,000 was
thronged around the landing place. All over the city there
were groups of watchers, straining their eyes for the first
glimpse of the birdmen of whose exploits the papers have
been so full lately. At the parade ground soldiers kept the
crowds oehind the ropes around the Janding space. The wait-
ing throng was entertained by\.three Japanese aviators who
went up, partly to amuse the crowd and partly to look for the
Italians.

When Lieut. Masiero's machine was sighted Japanese planes
set off to accompany it to the landing place. A tremendous
ovation was given Lieut. Masiero and his mechanic, Maretto,
when the S.V.A. plane finally came to rest. The machine was
surrounded by eager admirers, each piessing to be the first to
shake the hand of the first man to make the long flight across
Asia. Lieut. Masiero, standing in his machine, received the
greetings of Major-General Inoue, Chief of Aviation Head-
quarters ; Marquis I'aulucci de Caliboli , the Italian Ambassa-
dor, and his staff; and many others, among whom, were
Viscount Uchida, Minister for Foreign Affairs; Mr. Ijuin, for-
mer Ambassador to Rome ; Vice-Admiral Tochiuchi, Vice-
Minister of the Navy; Major-General Sugano, Chief of the
Military Affairs Section of the War Office; Mayor Tajiri of
Tokio, and members of the Diplomatic Corps of Tokio. Huge
bouquets were presented to the men by the ladies of the
Italian Embassy. Fiowers were showered upon them.

Lieut. Ferrarin made a landing en route. While passing over
the Hakone mountains he became doubtful of his way, and in
the neighbourhood of Fujiyama he turned back and sought a
place to land. He found it at the Kagamigahara Army aero-
drome. There he received instructions fiom Japanese Army
flying officers as to his way, went up again and soon ariived at
Tokio. He landed on the Yoyogi Parade Ground at 14.25.

After the first rush of greetings was over, the airmen were
ushered across the grounds to a pavilion especially prepared
for their formal reception by Viscount Tajiri, Mayor of Tokio.
At every step they were waylaid by cameramen, with big

cameras, small Kodaks, and moving picture machines. Arriv-
ing at the pavilion, the Italians were formally wt lcomed by-
Mayor Viscount Tajiri, who presented Lieut. Masiero with a
medal in the form of a gold chrysanthemum, and the mechani-
cian with a silver chrysanthemum. 'I hey were then presented
with Japanese swords by the War Office, silver Japanese wine
cups by the Navy Office, four silver cigar cases by the party
of Japanese aviators, who were dispatched to Italy some time
ago, two wreaths of flowers by the Imp. Aerial Society, and .
many other wreaths by the Reservists Association and othei
public bodies.

Much the same sort of ovation and reception were given ta
Lieut. Ferrarin and his young mechanic, Campauini, when
they arrived at Yoyogi, except that this time the military
authorities, profiting by their expeiience, managed to rope
off a space around Ferrarin's machine as soon as it stopped
and to .teep the crowds back.

Immediately the formal greetings were over with, Lieut.
Ferrarin and his mechanician were escorted, within tha
guarding circle of rope and soldiers, to the pavilion, where
thev received the same reception and the same deceptions and
presents as had been presented to Lieut. Masiero and his
mechanic.

When this ceremony was over, Masiero and his mechanics
joined with the newly arrived flyers in refreshments. All ol
the aviators then boarded automobiles and circled the grounds,
their progress being marked by the wave of cheering which
swept the mass of people who had turned out to pay homage
to these daring young men of sunny Italy. About 3.30 the
airmen and officials again boarded motor cars, and encircled
the grounds once more, after which they drove to the hotel
where the aviators are stopping. — N. K.

RUSSIA.

The Campaign in Southern Russia.

According to a telegram received by the British War Office
on July 6th, aeroplanes assisted the forces of General Wrangel
in a recent battle against the Bolshevists in the region to the
North of the Crimea Peninsula.

A later message from a German source states that twenty
aeroplanes were in war materiel taken by General Wrangel.

UNITED STATES OF AMERICA.

An Aerial Survey.

On July 16th four de Havilland army biplanes started from
New York for Nome, Alaska. The purpose of the flight is
to map out a military and postal air route. The flight will
be made in stages of about three hundred miles daily and
photographs will be taken of the route. The machines are
to fly across Canadian territory to Alaska, and it is hoped to
prove the possibility of flying from Nome to New York in
three days. Upon arriving at Nome a flight will be made to
Cape Prince of Wales, a point only fifty miles from Asia.

The arrival of Lieuts. Masiero and Ferrarin at Tokio at the conclusion of the Rome Tokio flight. 1. The S.V.As. of
Lieuts. Masiero and Ferrarin on the Tokio aerodrome. 2. Lieut. Masiero (in flying cap). 3. Lieut. Ferrarin (with book
in left hand) and his mechanic. 1. The triumphal car of the Italian Embassy.

The Aeroplane

July 21, 1920

ORDERS, DECORATIONS, AND MENTIONS IN DISPATCHES.

Air Ministry, July 12th.

The King has given orders for the following appointment to the

Order of the Bath, in recognition of distinguished services in the
recent operations in Somaliland : —

C.B (MILITARY DIVISION).
Group Capt. R. Gordon, C.M.G., D.S.O., R.A.F.

The King has given orders for the following promotion in, and
. appointments to, the Order of the British Empire, 111 recognition of
distinguished services : —

C.B.E. (Military Division).
Royal Air Force.
Sqdn. Ldr. J. O. Archer, O B E- (S. Russia) , Sqdn. Ldr. H. L. Jackson
(Paymr. Lt. -Comdr., R N.) (omitted in error from "Gazette" of Dec.
22nd, 1919, and to bear that date accordingly) ; Sqdn. Ldr. N. M. Martin
(Somaliland); Sqdn. Ldr. (A./Yv'ing Comdr.) A. C. Maund, D.S.O.
(S. Russia); Sqdn. Ldr. (A. /Wing Comdr.) F. F. Minchin, D.S.O., M.C.
(India).

O.B.E- ^Military Division).

Sqdn. Ldr. W. R. Bruce (India); Flight Lt. (A, /Sqdn. Ldr.) A. \V.
Clemson, D.S.C (S. Russia); Flight Lt. (A. /Sqdn. Ldr.) R. Collishaw,
D.S.O., D.S.C, D.F.C. (S Russia); Flight Lt. (A./Sqdn. Ldr.) L. H.
Slatter, D.S.C, D.F.C. (S. Rus-ia: ; Flight Lt. (A./Sqdn Ldr.) H. A.
Tvveedie, A.F.C (India).

M.B E. (Military Division)

Flying Officer J. Cottle, D.F C. (4«th Sqdn , Afghanistan); Observer
Officer A. J Cox (51st Sqdn., Afghanistan); Flying Officer F. Jezzard
(Somaliland); Flying Officer W. J. Rivett Carnac (S. Russia); Pilot
Officer (A./Flying Officer) H. H. Weller (S. Russia).

The King lias approved of the following rewards for gallantry and
distinguished services : —

ROYAL AIR FORCE-
DISTINGUISHED service Order.

Flight Lt. J. W. B Grigson, D.F.C. (S. Russia) ;' Flying Officer H. P.
Lale, D.F.C. (Waziristan).

Second Bar to Distinguished Flying Cross.

Flight Lt. R. Halley, D.F.C, A.F C (Afghanistan).

Bar to Distinguished Flying Cross-

Flying Officer H. C E. Bockett-Pugh, D.F.C (Somaliland) ; Flying
Officer J. D. Breaker, D.F.C. (S. Russia) ; Flight Lt. D H. M. Carbtry,
M.C, D.F.C (Afghanistan;, Flying Officer H. P. Lale, D.F.C. tWaziri-
stan); Flying Officer G. E- Randall, D.F C. ( Waziristan) .

Distinguished Flying Cross.

Fit Lt. W. E. Anderson, D.S.O. (S. Russia) ; Flying Officer M. H. Aten
(S. Russia) ; Fit. Lt. C Boumphrey (Baltic) ; Flying Officer E- Brewertou
(Baltic) ; Flying Officer E. A. C. Britton (Waziristan) ; F Officer K. H.
Brown (114th Sqdn., Afghanistan) (R.F.A.) , Flying Officer L- H. Brown-
ing, M.C. (63rd Sqdn., Kurdistan) ; Ob. Officer E. G. T. Chubb (S.Russia) ;
Fit. Lt. R. H Daly, D.S.C. (S Russia) ; Ob. Officer A. E. Evans (63rd Sqdn.
Kurdistan) (E- Surr. R.) ; Flying Officer J. MacG. Fairweather (Baltic);
Flight Lt. A. W. Fletcher, A.F C. (Baltic); Flight Lt. C. F. Gordon,
O.B.E-, M.C. (S. Russia) ; PTying Officer J. A. Gray (Somaliland) ;
Observer Officer A. Hesketh (S. Russia); Flying Officer E R. C. Hobson
(Somalilandl ; Flying Officer S. D. Macdonald (63rd Sqdn., Kurdistan);
Observer Officer J. Mitchell, D.S.O. (S. Russia) ; Flying Officer G. S.
Oddie (31st Sqdn., Afghanistan) ; Flying Officer R. D. C. Palmer (6th
Sqdn., Albu Kemal) ; Lt. P. Phillips (late 63rd Sqdn., Kurdistan) ; Lt.
A. C. Upham (late 114th Sqdn., Afghanistan) ; Flying Officer C. McC
Vincent (31st Sqdn., Afghanistan).

Bar to the Air Force Cross.

Flying Officer P. W. S. Bulman, M.C, A.F.C (Experimental Pilot) ;
Flight Lt. W. R. Read, M.C, D.F.C, A.F.C. (216th Sqdn., Palestine
(1st D. Gds.)).

Air Force Cross.
Hon. Lt. (A /Capt.) E. C. Baines 'S. Russia); Flying Officer C. O.
Bird (late 70th Sqdn., Egypt); Flight Lt. J. S. Browne (216th Sqdn..
Palestine); Lt. A. H. G. Dunkerley (70th Sqdn., Egypt); Lt. W. C. Gee
(I.A.R.O. (late 214th Sqdn.)); Lt. E. J- Head (S. Russia); Flight Lt.
T. Henderson, M.C. (Basrah) ; Flving Officer E. G. Hilton (70th Sqdn.,
Egypt), Flying Officer J. B. Jaques, M.C. (D.L-I ) (late 216th Sqdn.,
Palestine); Sec. Lt. L. H L'Hollier (Egypt); Wrnt. Officer (1) A. W.
Murphy, D.F.C. (Aust. F. Corps, Australia) ; Flying Officer A. P.
Ritchie (S. Russia); Flying Officer H. G. Sawyer (216th Sqdn., Palestine);
Lt. J. D. Vance (late R.A.F and Canadian M.S.C); Sqdn. Ldr. W. L.
Welsh, D.S.C. (216th Sqdn., Palestine) ; Flying Officer G. W. Wilson
(216th Sqdn., Palestine); Capt. H. N. Wrigley, D.F.C. (Aust. F. Corps,
Australia), Lt. H. A. Yates (late R.A.F'. and Canadian Engrs.).

Mentions in Dispatches.

(Dated March 31st, 1920, except where otherwise indicated.)

Flight Lt. W. R D. Acland, D.F.C, A.F.C. (Baltic) ; Flight Lt. W. F.
Anderson, D.S.O., D F.C (S. Russia); Lt. F. G. Aplin, M.C. (Baltic);
Sqdn. Ldr J. O. Archer, C.B E. (S. Russia); Lt. H. C. Arnold (Baltic);
Flying Officer E. H Attwood (Somaliland) , Flight Lt. A. W. Beau-
champ-Proctor, V.C., D.S.O., M.C, D.F.C (84th Sqdn., K.A.F., France)
(omitted from "Gazette" dated Jan. 1st. 1919) ; Flying Officer H. W.
Baggs (63rd Sqdn., Kurdistan); Wing Comdr F. W. Bowhill, C.M.G.,
D.S.O. (Somaliland) ; Flying Officer R. C. B. Brading, D.F.C (Baltic) ;
Lt. A. le G Campbell (2nd H.I, I., late 63rd Sqdn., Kurdistan) ; Flight
Lt. (A./Sqdn. I,dr.) R. Collishaw, D S.O., O.B.E-, D.S.C, D.F.C. (S.
Russia) ; Flying Officer S. D. Culley, D.S.O. (Baltic) ; Lt. G. P. W.
Earle (Baltic); Flying Officer C. H. Flinn (Somaliland); Flying Officer
S. G. Frogley, D.S.O., D.F.C. (S. Russia); Flying Officer O. R. Gayford,
D.F.C. (Somaliland) ; Flying Officer S. R Gellett (Baltic) ; Group Capt.
R. Gordon, C.B., C.M.G., D.S.O. (Somaliland) ; Observer Officer E. B.
Green, M.C (Somaliland); Flight Lt. J W. B. Grigson, D.S.O., D.F.C.
(S. Russia).

Flying Officer A. Jerrard, V.C, 14th Wing, R.A.F. (Italy) (omitted
from "Gazette" dated Jan. 1st, 1919) ; Flying Officer S. M. Kinkead,

D. S.O., D.S.C, D.F.C. (S Russia); Flying Officer E W. Logsdail
(Baltic) ; Sqdn. Ldr. N. M. Martin, C.B.E. (Somaliland) ; Sqdn. Ldr.
(A. /Wing Comdr.) A. C. Maund, C.B.E-, D.S.O (S. Russia); Flying
Officer R. P. P. Pope, D.F.C. (63rd Sqdn., Afghanistan) (E. Surr. R.) ;
Flying Officer S. H. Potter (Somaliland), Lt. W Ranger (Baltic); Lt.
W. L- Roberts, M.C. (Somaliland) (Mddx. R.) ; Flight Lt. J. G. Skeet,
M.R.C.S., L.R.C.P. (Somaliland) ; ■ Flying Officer L- A. C Stafford
(Somaliland) ; Wing Comdr W. Tyrrell, D.S.O , M.C , M.B. (Somaliland;;
Observer Officer F. A. Whippey, D.F.C. (Baltic); Flying Officer T. M.
Williams, M.C, D.F.C. (Baltic); Lt. F. C. Vincent, D.F.C (Baltic);
Flight Lt. F M. F. West, V.C, M.C, No. 8 Sqdn., R.A.F., France
(omitted from "Gazette" dated Jan. 1st, 1919) ; 334063 Cpl. J. Anderson
(Somaliland); 291801 A. /C. 2 A. Brown (Somaliland^ ; 336792 A-/C 1

E. W. Bruce (Somaliland); 95921 A./C. 1 L. C Bunkall (Somaliland);

950 S./M. 1 C. E- H. Bunting (Somaliland); 2739)3 A./C. 1 J. A. Burrow
(Somaliland); 302676 Cpl. J. Coffey t Somaliland ) ; 302628 W./O. 1 T.
Desmond (Somaliland); 334212 Sjt. E. Evans (Soii.aiiland) ; 200505 Flight
Sjt. H. J. Fergusson (Somaliland); 302(30 W./O 1 W. Gamblen (Somali-
land); 127036 A. .'C. 1 A. B. Hester (Somaliland); 340350 Cpl. A. Hutchin-
son (Somaliland); 28834 Sjt. J. Kinggett (63rd Sqdn., Kurdistan); 340275
L. A. C. McKee (Somaliland) ; 402039 Cpl. W. H. Sydenham (Somaliland) ;
140102 A./C. 1 T. G. Turrill (Somaliland).

Promoted to Flight Lieutenant for Distinguished Service in the
Field.

Flying Officer J. W. Hoskiug, M.B.E. (Somalilandl.

Distinguished Flying Medal.

26645 Cpl. J. T Bunting (63rd Sqdn., Kurdistan) ; 19154 Sjt. P. I.
David (63rd Sqdn., Kurdistan); 206740 Cpl. H. W. Pickrell (63rd Sqdn,
Kurdistan); 31105 Sjt. S. C. Spink (63rd Sqdn., Kurdistan).

Air Force Medal.

103406 Sjt. T. Aspley (216th Sqdn., Palestine); 59728 A./Sjt. C. G.
Barnes (216th Sqdn., Palestine) ; 314123 Sjt. A. D. Booth (214th Sqdn.,
Egypt) ; 204117 Actg. W.O. W. S. Burville, D.S.M. (214th Sqdn., Egypt) ;
204479 Flight Sjt. H. Cadman (214th sqdn., Egypt); 47966 A./C 1 T. Y.
Cordiner (late 58th Sqdn., Egypt); 723 S./M. 1 H. A. Gamon (216th Sqdn.,
Palestine); 314863 Flight Sjt. W. J. Glvde (216th Sqdn., Palestine); 277072
A./M. 2 C F Hand (Egypt); 249303 L-A.C. F. C. Holmes (216th Sqdn.,
Palestine) ; 204161 Flight Sjt. P. McDiarmid (216th Sqdn., Palestine) ;
56796 A./C. 1 A. D. C. Martiii (late 58th Sqdn., Egypt); 202859 Sjt. J.
l'arkes (Airship R.29, East Fortune); 104480 L-A.C.G. A. E. Pritehard
170th Sqdn., Egypt); 98510 L-A.C E Stedman. (Egypt) ; 76140 Sjt: R
Waddingham '216th Sqdn.. Palestine); 2190S6 Cpl. G. E. West (216th
Sqdn., Palestine); 140482 Cpl T. Vose (216th Sqdn., Palestine); 3592 Flight
Sjt. J. Yeadon (70th Sqdn., Egypt).

Meritorious .Service Medal.

203984 Cpl. F. W. G Aggett IS. Russia) ; 82022 A./Sjt. T. G. A. Aggus
(S. Russia); 109438 A./C. 2 J. Aitkfiihead (S. Russia); 207121 L-A.C
W. C Blackwood (S. Russia); 314123 Sjt. A. D. Booth, A.F.M. (Somali-
land); 157159 A./C. 1 E. W. Braund (S. Russia); 54480 Cpl. F. F. F.
Bulman (Somaliland); 338009 Flight Sjt. W. H. Cheffins (Somaliland);
277405 A./C 2 L- C Clay (S. Russia); 230556 Cpl. C. R. Coe (S. Russia);
217781 A./C. 1 I,. V. Cooper (S. Russia); 229136 Sjt. H. H. Coward
(Baltic); 204005 Flight Sjt. A. J. Crook (Somaliland); 230872 A./M. 3 L. S.
Davies (S. Russia); 103095 L-A-C J. Ellis (Baltic); 200599 S./M. 1 S. P.
Finch, D.S.M. (S. Russia) ; 51210 Cpl. H. G. Goacher (S. Russia) ; 107444
A./C 1 J. Grant (S. Russia); 65968 L.A.C. J- R. Gray (Somaliland); 304104
A./C 1 R. King (Somaliland); 141436 A./C 2 J. Knowles (S. Russia);
11.697 L.A.C. E. E Lockyer (Somaliland); 62129 T. /Sjt. W. E. Maddocks
(S. Russia); 244083 L.A.C. (A. /Cpl.) T. A. Pattinson ;S. Russia); 200765
Flight Sjt. L- Penicud (Mesopotamia) ; 37966 Cpl. A. H. Peacock (S
Russia); 243966 L.A.C. (A. /Cpl.) W. T. Plank (S. Russia); 69340 Cpl. S.
W. H. Pound i'S Russia), 141225 A./C. 1 A. Rowbotham (S. Russia),
203496 A./C. 2 H. Sadler (S. Russia): 410372 Flight Sjt. W. Sharp (Somali-
land) ; 313247 Flight Sjt. A. A Shephard (S. Russia) ; 226425 L-A.C M. H
W. Short (S. Russia); 42243 Sjt. P. A. Simpson I Baltic) ; 224616 Flight Sjt.
E. G Smith (Baltic); 67503 Cpl. G. E. Southcott ;2oth Sqdn., N.W.F.,
India) ; Sjt. F. Stanley (Baltic, H.M S. Vindictive) ; 210778 Cpl. F. M.
Stuart (S. Russia); 102474 Cpl J. Telford 'Somaliland); 403683 L.A.C.
J. Turton (S. Russia); 130334 L-A.C J. W. Walker (S. Russia); 58767
L.A.C (A. /Cpl.) F. O. Webster (S. Russia); 3520S Cpl. E- C. White
(Somaliland); 244093 A./C. 1 J T. Wren (S. Russia).

Corrections.

The following are the correct descriptions of officers and other ranks
whose namflg have appeared in the "Gazettes" indicated : —

Maj. George Martin Treharne Rees, O.B.E- ("Gazette," Jan. 1st, 1919);
Sec. Lt. (A. /Capt.) Robert McLorinan Freemantle, M.B.E ("Gazette,"
Jan. 1st, 1919) ; Capt Leonard Edward Lander, M.B.E. ("Gazette," Jan.
1st, 1919); Capt. (A. /Maj.) James Bogue Elliott, O.B.E. (Rif. Bde.)
("Gazette," Jan. 1st, 1919) ; Maj. Percy Bernard John Murrell, O.B.E.
(R.N.V.R.) ("Gazette," Jan. 1st, 1919) ; Capt Frank Jefcoate, M.B.E.
(appointment to the Order of the British Empire, 5th Grade, is now
altered to date Jan. 1st, 1919, instead of June 3rd, 1919, as published) ;
Capt Albert Urbain Hansford, M.B.E ("Gazette," Jan 1st, 1919) ; Asst-
Administrator Miss Marion Annie Thomson, M.B.E. ("Gazette," Jan. 1st,
1919); Lt.-Col. Jasper Wallace Cruikshank, O.B.E. (Duih. L-.I.)
("Gazette," Jan. 1st, 1919) ; Capt. (A /Maj.) Charles Fradsall Yeomans,
O.B.E- ("Gazette," June 3rd, 1919) ; Administrator Mrs. Constance Theo-
dora Bayley, M.B.E. ("Gazette," June 3rd, 1919) ; Flight Lt. Percy
William Smith, O.B.E. ("Gazette," Oct. 10th, 1919); Capt (actg. Maj.)
Alexander Morice Wilson /4th Gord. Highrs.), awarded the M.B.E. in
"Gazette" of June 3rd, 1919, in error, is now promoted to the 4th
Grade, Mil. Div. (O.B.E-) from that date inclusive.

FOREIGN DECORATIONS

The King has granted unrestricted permission for the wearing of
the undermentioned decorations, conferred on officers of the Royal
Air Force for valuable services in connection with the war : —

Conferred by the King of Italy.

Order of the Ciown (Officer). — Wing Comdr. Alfred Hearst Wynn
Elias Wynn, O.B.E.

Order of the Crown (Cavalier). — Flight Lt. Arthur Rowan, Flight Lt.
Ferdinand Maurice Felix West, V.C , M.C

Conferred by' the King of the Hellenes
Greek Militarv Medal, 3rd CInss.--Capt. John Banks Walmsley,
D.F.C. (Indian Army) ; Flying Officer Charles Basil Slater Spackman,
D.F.C; Sec Lt. John Hunt Furniss, M.B.E. ; Maj. Alexander Morice
Wilson, O.B.E- (Capt., 4th Gord. Highrs.).

The King has approved of the award of the Military Cross to
Observer Officer Josiah Edward Truss, 114th Sqdu., R.A.F., for bravery
against the enemy in the field on July 27th, 1919, between Loralai and
Quetta.

Air Ministry, July 14th.

The King has been pleased to approve of the following rewards in
recognition of the valuable services rendered to aviation in the
experimental- flight (Vickers "Virny" machine) organised by the Times
newspaper in an attempt to fly from England to South Africa. The
flight commenced at Brooklands, Surrey, on Jan. 24th, 1920, and ended
at Tabora (2,628 miles from Cairo) 011 Feb. 26th, 1920, at which point
the attempt to continue the flight to Cape Town had to be abandoned
The Air Forcl Cross.

Capt. Frank Crossley Griffiths Broome, D.F.C, late Royal Air Force.

Capt. Stanley Cockerell, late Royal Air Force.

The Air Force Medal.

8085 S./M. 1 James Wyatt, late Royal Air Force (Engineer).

Mr. Claude Corby, Aeroplane Rigger (Messrs. Vickers Ltd., Aviation
Department).

July 21, 1920

The Aeroplane

185

1ES5H::

%rfpKost 'Mer itorbu^ ui^t ok, Record

- -if

C. C Grey, " tAeropLr.

:- a.

LONDON to TURIN

650 miles, 91 hours, 20 gals, petrol.

This wonderful performance was done on the

AVRO BABY.

The machine which won the

EFFICIENCY PRIZE

at the Aerial Derby, 19 19.

A. V. ROE & CO., LIMITED,

London Office :
16 s, Piccadilly,
W.l.

Telephone: Regent 1900.
Telegrams: "Senalpirt,
Phone."

AVRO WORKS,
NEWTON HEATH,
MANCHESTER.

Telephone : City 8530.
Telegrams'. "Triplane," Manchester.

Experimental Works:

Hamble,

Southampton.

Telephone: Hamble 18.
Telegrams: "Roe," Hamble.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

fhe Aeroplane

July 21, 1920

ENGINE STANDS AT OLYMPIA. — Left, Top to Bottom ■ The Sunbeam Stand, with the 6=cylinder Vertical "Sikh" of
« 450 h.p. in the centre; the Napier Stand. And the Hispano-Sniza Exhibit. Right, Top to Bottom : The Bristol Engines
with the geared " Jupiter " in the foreground. The Zeitlin engine and its invenlor. And the Gwynne exhib!t of rotary

engines, Clergets, and B.Rs.

Supplement to The Aeroplane, July 21st, 1920.

SUPPLEMENT TO "THE AEROPLANE"

INCOEPORATING AIRCRAFT ENGINEERING, AERODYNAMICS, AIRCRAFT FINANCE AND COMMERCIAL AERONAUTICS
AND MATTERS PERTAINING TO THE AERONAUTICAL ENGINEER AND THE AIRCRAFT TRADER.

187

AERO ENGINES AT OLYMPIA.

Whatever may be felt as to the advance in the design
of British aircraft since the Olympia Show of 1914, the
present exhibition demonstrates conclusively that the
British Aero Engine Industry has advanced enormously
since pre- War days.

In the Show of 1914 there was a larger aggregate
number of aero engine exhibits — 13 makes then appear-
ing as against nine at the present Show. But of the
13 makes of 1914 but five were of purely British design
and of these five two alone ever survived to be used
in the air to any extent, and of these two makes ex-
amples of 1914 type still exist and still fly. Two makes
of foreign design but of British manufacture were to
be seen.

To-day, of the nine engine makers' exhibits, but
one — the Hispano-Suiza — is wholly foreign, and one other
consists partly of engines designed under licence from
foreign patentees, and this one is not by any means
an exhibit of mere copies of a foreign engine.

Further, there is but one engine — exhibited as such —
in the whole of Olympia of a make which has not already
demonstrated its qualities in the air.

In 1914 the monster engine of the Show was the 225-
h.p. 12-cylinder Sunbeam — afterwards famous for its
exploits in seaplanes of the R. N. A. S.— to-day the biggest
engine remains a Sunbeam but of four times that output.

This in itself marks one important step. If aircraft
are to become the common carriers of civilisation, still
greater outputs from a single unit must be developed.

Distinctions and Differences.

In some respects a comparison of the engines of 1914
and those of 1920 produces similar impressions to those
which result from a comparison of the aeroplanes of the
same dates. Thus there were in 1914 engines of the
rotary, of the radial, of the vertical and of the Vee type,
both air- and water-cooled, with cylinders ranging in
number from four to twelve. To-day there are rotaries
and radials air-cooled, and vertical, Vee and broad arrow
types water-cooled. The minimum number of cylinders
has become two, the upper limit remains at 12.

So that here again there seems little to encourage those
who would dogmatise as to the disappearance of any
one type of engine, or the future predominance of some
specific form thereof.

There certainly seem to be grounds for believing that
ere long the various types of aero engines will settle
down and assume for themselves fairly closely defined
spheres of utility.

For instance, the rotary has already shown that it is
eminently suitable for use in small light types of air-
craft, where a high performance and excellent manoeu-
vrability are necessary, and a certain extravagance of
fuel and oil — the latter somewhat untidily distributed
over the machine — can be condoned. It owes its suita-
bility for this purpose mainly to its perfect dynamic

balance and uniform torque, which permit of its attach-
ment to extremely light frameworks without risk from
the effects of vibration.

The stationary radial type has presumed to challenge
the rotary within its owu sphere, and with some success.
It may equal the rotary in compactness, in weight to
- power ratio, and can easily defeat it in fuel and oil con-
sumption. Nevertheless the fact that the crank and
therefore the big end of a stationary radial rotate intro-
duces inertia forces which mean either excess weights ap-
plied to the crankshaft' for balancing purposes, or periodic
vibrations. Further, the stationary radial is devoid of
the flywheel effect of rotating cylinders, and the aero-
plane framework is therefore subject to the effects of
torque variation.

Thus, power for power, the stationary radial calls for
more substantial mountings and a heavier machine —
drawbacks which cease to be important for flights of
such duration that the decreased weight of oil and fuel
consumed by the radial offset this added structure
weight. Stationary radials can, however, be built for
much greater outputs than can rotaries.

Advantages and Otherwise.

In weight of engine and of the structure required to
carry it both rotary and radial score heavily over any
vertical or Vee type engine. In fuel and oil consumption
the water-cooled stationary has a considerable advantage
over the rotary, and some over the best of the fixed
radials. It is, at the present, considerably more
reliable where long duration flights are in question than
either the rotary or the radial. This advantage over
the rotary will probably never disappear, but the weak-
ness of the radial in this respect is solely due to one
factor— and may be overcome. That factor is the small
space available for crankpin bearing surface, and the
large inertia loads transmitted thereto by the multi-
plicity of reciprocating parts which are attached in this
particular class of engine. This difficulty overcome,
there seems no reason why the radial should not compare
favourably with the normal type in reliability.

Till it is overcome the fixed water-cooled type should
be secure for all purposes where reliability and economy
are of chief importance and the last shred of performance
can be dispensed with.

Thus, granting that rotaries survive — the only doubt-
ful question involved — it seems safe to assume that they
will be confined to small high-performance machines for
sporting uses.

For extreme performance — racing, record-breaking and
certain military purposes involving moderate flight
durations — the stationary radial air-cooled type should
shortly secure a clear field.

For the vast majority of commercial purposes, and for
all such warlike uses as call for the highest degree of
reliability and economy, it seems to be extremely im-
probable that any other type can replace the water-

188 (Supplement to xhe aeroplafe.) Aeronautical Engineering

July 21, 1920

cooled multiple crank: type of engine. At (Jlyinpia these
suggested spheres of utility for the various types of
engine are not particularly obviously demonstrated by
the engine installation in the actual aeroplanes.

This is due to the fact that the choice of engines by
aircraft designers is at the moment more influenced by
the available supply of surplus engines left over from
war years than by the intrinsic merits of the various
types themselves.

However, the fact that at the exhibition — mainly com-
posed of craft destined for peaceful pursuits — out of 27
machines no less than 21 are fitted with stationary ver-
tical, Vee, or three-row engines, one only of these being
air-cooled would seem to confirm that at present the
water-cooled type is predominant for the purposes of civil
transport.

The only two rotaries in aeroplanes are in small,
light and fairly high performance sporting type ma-
chines— which shows that the rotary is not largely used
outside the sphere above apportioned to it.

Of the remaining four engine installations one con-
sists of a modern high-power radial fitted to a very high
performance fighter, one of a two-cylinder opposed air-

cooled engine fitted to a machine whose simplicity and
low cost is its main feature, and the remaining two are
radial engines of a relatively ancient type, fitted to ma-
chines where performance has given way to simplicity
and economy, and the choice of engines has obviously
been dictated by the fact that these engines could be
obtained, and that no other engine of similar power and
equal reliability could be purchased at a similar price.

In actual design, in the more effective use of materials,
in general reliability and economy, the average aero en-
gine of 1920 is far in advance of that of 1914. That ad-
vance— like the similar advance in the design of aero-
planes— has resulted from the needs of war and not
from any commercial requirements. Yet it has served
to provide the beginnings of aerial transportation with
power-plants which go some way towards fulfilling the
present needs, and as in the aeroplane itself so in the
aero engine one may safely expect the next few years
to produce even greater advances in economy and re-
liability than have the past six.

But here again hard work, courage, and imagination
are called for and cannot be replaced by any measures
of official nursing: .

ARMSTRONG-SIDDELEY MOTORS, LTD., Coventry.

THE ARMSTRONG - SIDDELEY
STAND AT OLYMPIA.-In the near
corner the great 500-h.p. "Tiger" is
partly concealed by the rails and corner
post. On the right the smaller "Puma"
can be seen. At the far side of the stand
the two new air=cooled radials are on
their trestles. The left hand of the two
is the 300 h.p., the righthand the 150
h.p. The little two=cylinder engine of
40-h.p. is not visible in this photograph.

On the stand of Armstrong-Siddeley Motors, Ltd., the chief
novelty is to be found in the two aircooled engines which now
make their first public appearance.

The little two-cylinder 40 h.p. engine, designed for sporting
type machines properly belongs with its two larger relatives,
but has appeared to the public eye before.

These three have many features in common which may well
be dealt with at one and the same time.

All are equipped with steel cylinders screwed into aluminium
heads; these heads extend some way down the barrels, and
roughly half the cooling hns are part of the steel cylinders,
the other half being part of the aluminium heads.

The top of the cylinder heads is a flat surface supported by
two pairs of bracket webs towards the airscrew- face of the
cylinders which extend down parallel to the cylinder axis
for about half the depth of the whole head. Immediately above
these webs are' the brackets which carry the valve rocker
trimmers. ,

Thus there is provided a really stiff mounting for- these
bearings, without ,the need either for steel heads, or for any
very great mass of the weaker alloy.

The cylinders of all three aircooled engines are of the same

bore and stroke, and it may be assumed that valves and pistons
are equally standardised.

The valves themselves are two per cylinder, operated in the
big engines by push rods from a cam casing mounted be-
tween the crankcase and the airscrew boss, and concentric
with the crankshaft. In the two larger engines the motion
of the push rods is transmitted to the valves by rocker arms
of normal type, but in the two-cylinder engine the arrange-
ment is rather different.

In this the push rod operates upon a crank on the outer end
of a rocking shaft, which passes through bearings mounted
above the cylinder head running parallel to the crankshaft.

The inner end of these shafts again carry crankends. which
in turn operate on- the valve stem ends.

All three engines are fitted with roller bearings for their
crankshafts, and either roller or ball bearings throughout the
remainder rotating parts.

The crankcase is an aluminium casting, cylindrical in
general form, and: closed fore and aft by covers, which in
the case Of the front cover carries the cam and auxiliary
gears, oil pump?, the magneto, and the Remy distributor
drives.

July 21, 1920 Aeronautical Engineering

(Supplement to The Aeroplane.)

A MODEL OF THE
UNATTENDED AUTOMATIC

AERONAUTICAL

LIGHTHOUSE

IN OPERATION AT THE

LONDON TERMINAL AERODROME, CROYDON

WAS INCLUDED IN THE

Official Air Ministry Exhibit

AT THE AERO EXHIBITION, OLYMPIA.

Particulars of

A.G.A. BEACON LIGHTS

Designed for UNATTENDED OPERATION, oyer

PERIODS OF TWELVE MONTHS OR LONGER.

. from

THE GAS ACCUMULATOR CO. (U.K.), LIMITED,

London Office: LIGHTHOUSE ENGINEERS, Telephone : Ealing 636.

195, STRAND, W.C.2. - .

r . r ,™ BEACON WORKS, BRENTFORD. tiA fCab sR tf .

Telepnone : Central 576. " Agafavos, Brentford.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

l9° (supplement to the aeroplane > Aeronautical Engineering

July 21, 1920

The rear cover in the case of the two larger engines con-
tains an induction gas mixing chamber wherein it is rumoured
there is to be found a blower which ensures the fullest possible
charging of the cylinders. Heavy cast feet project from this
cover and these are fitted with steel bushed and threaded
holes for the bolts to secure the engine to the frame.

All these engines are fitted with dual ignition by magneto
and by the Remy coil and battery and distributor system.

Lubrication is on the dry sump principle, with one scavenger
pump draining the crankcase and one pressure pump forcing
oil through the crankshaft to crankshaft, big end, bearings,
and to the timing gears.

Radial induction pipes lead from the gas chamber at the
rear of the crankcase to the inlet valves, and a ring, manifold
collects the exhaust gases and emits them low down on the
left side (looking at the airscrew).

The little two-cylinder 40 h.p. engine has the carburetter
mounted below the crankcase with upslanting induction pipes
and a separate exhaust spout to each cylinder.

The magneto is in this case mounted on top of the crank-
case, and the cams, instead of being on a concentric ring
round the crankshaft, are in the upper half of the crankcase.

The smaller of the two radials is a seven-cylinder single-
row radial developing 150 b.h.p.

The larger one is practically a doubled edition, with two
rows of cylinders, seven in each, staggered and driving a- two-
throw crankshaft, and developing 300 b.h.p.

Front view of the Armstrong-Siddeley 300=h.p. Radial Engine.

Of their dimensions, etc., all that can be gathered is in-
cluded in the appended specifications.

Specifications of the Armstrong-Siddeley Aircooeed
Engines.

Engine 40 h.p. Oil consumption per hr.

2.3 pt.

Weight 170 lb.

Overall diameter 39.5 in.

Overall length 20.5 in.

No. of fixing bolts 4

Pitch dia. of fixing bolts

15 in.

Oil consumption per hr.

7.5. pt.

Weight 390 lb.

Overall diameter 42 in,

Overall length 33.5 in.

No. of fixing bolts 4

"Pitch dia of fixing bolts

23 in.

Oil consumption per hr.

18 pt.

Weight ._ 680 lb.

Overall diameter 42 in.

Overall length 41 in.

No. of fixing bolts 7

Pitch dia of fixing bolts

23 in.

No. of cylinders

Bore 5 in.

Stroke 5 in.

B.H.P '....45

R.P.M 1,500

Petrol consumption per hr.

3-5 gall.

Engine 150 h.p.

No. of cylinders 7

Bore 5 in.

B.H.P 150

R.P.M 1,500

Petrol consumption per hr.

10.25 gall-
Engine 300 h.p.

No. of cylinders 14

Bore , 5 in.

Stroke 5 in.

B.H.P 300

R.P.M. 1,500

Petrol consumption per hr.

20.5 gall.

Front view of the Armstrong=Siddeley 150=h.p. 7=cylinder
Radial Engine.

The remaining Siddeley engines are of the water-cooled type,
one of them the well-known "Puma" of 230 h.p., and the
second the less familiar "Tiger" of 500 h.p.

These engines again have between them many points in
common.

All cylinders are of steel, screwed into aluminium heads.
These heads are each common to three cylinders, which
thus form a block, the "Puma" possessing two such, and
the "Tiger" four in two rows. Overhead camshafts carried
in the upper portion of these heads operate the valves, whereof
both engines have two exhausts, the "Tiger" two inlets, and
the "Puma" but one inlet.

The cylinders are mounted upon a split cast aluminium
crankcase, the upper half whereof carries the whole engine,

Ihe 14=CyIinder 300 h.p. Armstrong Siddeley Engine in side
Elevation.

July 21, 1920

Aeronautical Engineering

(Supplement to The Aeroplane ]

191

COMPETENT CRITICS AT THE AERO
SHOW AGREED THAT THIS IS THE
FINEST COMMERCIAL MACHINE YET
CONSTRUCTED.

COMFORT AND SAFETY AT 130 MILES PER
HOUR in the " BRISTOL" PULLMAN EXPRESS.

The "BRISTOL" Pullman Triplane, which can travel
at over 130 m.p.h., combines with high speed luxurious
comfort for its passengers, reliability and absolute safely.
With two only of its four engines in operation flying speed
can be maintained. The roomy Pullman saloon, tasteiully
decorated and electrically lighted and heated, is seven feet
in height and is fitted with comfortable fauteuils for the
14 passengers carried in addition to the pilot and engineer.
The petrol tankage is sufficient to allow of a non-stop
flight of 600 miles. For the conveyance of cargo any
or all of the seats may be removed) and as much as
570 cubic feet of cargo can be transported.

Other interesting types of

are available for commercial purposes.

The BRISTOL AEROPLANE COMPANY LTD.

FILTON — BRISTOL.

Telegrams —

"Aviation, Bristol."

Telephone—

3906 Bristol.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

J92 {Supplement to The aeroplane.) Aeronautical Engineering

July 21, 1920

and is provided with massive cast feet for the support thereof
in the aeroplane. The lower crankcase half serves the pur-
pose of an oil collector and guard, and is kept free from oil
by the scavenging half of the double oil pump, the other
portion whereof force-feeds all the important bearings.

The whole of the valve and auxiliary driving gear is fitted
to the end of the crankcase farthest from the airscrew shaft,
where the whole of the parts likely to need attention are
readily accessible.

The "Puma" is of the vertical six-cylinder type, and did
extremely good work during the war, and has gained an
excellent reputation in civilian service since. Its normal out-
put— 240 h.p. — is of the power which can be used in that
most useful type of aeroplane, the medium-sized moderate
speed mail or passenger carrier, a type for which its simple
construction and easy installation renders it specially suited.

The "Tiger," which was forestalled by a premature Armis-
tice, had no opportunities during war, and has not yet come
into use in civil aviation. Its output, 500 h.p., renders it
suitable for the largest types of single-engined machines, and
within a short time it may be expected to show itself a worthy
companion to its smaller relative, the "Puma."

It is, in fact, two slightly enlarged "Pumas" set to driving

a common crankshaft, and in all its details it appears to
follow "Puma" practice.

The dimensions, etc., of the two "cat tribe" engines are
given below side by side for comparison.

Specifications of the Armstrong-Siddeley Watercooled
Engines.

"Puma." Oil consumption per hr.

No. of cylinders 6 10 pt.

Bore 5.7 m.

Stroke 7.5 in.

B.H.P 246

R.P.M 1,400

Petrol consumption per hr.

17 gall.

"TrGER."

No. of cylinders ..12

Bore 6.3 in.

.Stroke ..7.1 in.

B.H.P 500

R.P.M .1,500

Petrol consumption per hr.

35 gaB.

Weight (dry) 636 lb.

Overall width 24 in.

Overall height 44 in.

Overall length 70 in.

Bearer centres 17.2 in..

Oil consumption per hr.

20 pt.

Weight (dry) 1,600 lb.

Overall width 34 in.

Overall height ...40 in.

Overall length 82 in.

Bearer centres 25.6 in.

THE SIDDELEY "PUMA" ENGINE —
The characteristic feature of this engine
is the extensive use of aluminium in its
construction. The cylinders are com=
posite and consist of two aluminium
blocks each comprising three cylinders
whereinto three separate steel cylinder
barrels are piessed. The two cylinder
blocks are then united to a single cylin-
der head, which also forms the camshaft
casing and contains the whole of the
valve gear.

WM. BEARDMORE, LTD., Dalmuir.

In addition to the aircraft exhibits on the Beardmore stand This gear consists of three essential parts, a hand-operated

there is to be seen a specimen of the 160 h.p. Beardmore magneto, a doping pump, and turning-gear.

enAtnthe outbreak of war the standard Beardmore engine was .The operation of the system is as follows :-A small quantity
a six-cylinder vertical of 120 h.p., and this engine gave, in ol. Petro1 * ejected mto each of the six inlet valve pockets
the service of the R.F.C., most excellent results. 120 h.p., of the engine. The engine is then turned by the gear to corn-
however, did not suffice for long to meet the demands of Press the mixture drawn in from the pockets and the hand
aeroplane designers, and, as their needs were pressing, the magneto is operated, igniting the injected petrol, the engine
120 Beardmore was modified bv fitting it with larger cylinders. then- picks up on the carburetter supply. There is one feature
If one remembers aright little "else was changed, but so excel- of tthe Beardmore scheme which is of note, viz., that enough
lently was the adaptation carried out that that engine, the Pftro1 » ejected mto the inlet pocket and piping to keep
160 h.p. Beardmore, stands to-day as one of the most reliable the engine running for several revolutions,
and efficient of aero engines. The doping pump is of very simple design, having only

Beardmores lealised the value of their product for commer- two ball valves. The pump and petrol reservoir are one

cial purposes and after the Armistice they purchased from the piece, the pump barrel being a small tube inside the large

Disposals Board the whole stock of these engines, and are one comprising the reservoir. The two valves and the pump

prepared to sell them, overhauled, renovated where necessary, piston comprise all the moving parts. When the petrol is

and guaranteed to be better than new. forced out of the pump to the inlet valve pocket it is not

The 160 h.p. Beardmore is of ihe six-cylinder vertical type, allowed, as in some cases, to enter the pocket in a solid
with separate cylinders, copper jacketed, and overhead valves. stream, but is made to force a small coned valve off its seat.
These valves are operated through rocker arms and push and This valve is spring loaded, and has its lift limited to a very
pull rods by a camshaft arranged at the side of the crank- fine amount, thus breaking up the stream of petrol into a very
case. One push and pull rod and one rocker arm actuates fine spray, and assisting materially in obtaining easy starting,
both inlet and exhaust valve on each cylinder, the rocker arms The gear for turning the engine is fitted on the rear of the
being P'voted midway between the two valves, and the cams camshaft and is of very compact form. Briefly, a flange on
being of the double type— i.e., a pulling ring surrounding which clutch dogs are cut is bolted to the camshaft driving
the normal pushing cam -and thus impart positive motions wheeL The casiug for the timi is taken off and °
m opposite directions to the rods. casing carrying a worm &d worm wheel substituted. Inside
Specification of the Beardmore 160 h.p. Engine. the worm wheel is a sliding piece, having clutches cut upon
No of cylinders 6 Petrol consumption it to engage with those formed upon the flange on the cam-
Bore 142 mm. 0.52 lb. per h.p. hr. shaft driving wheel. This sliding piece is held out of engage-
Stroke 175 mm. Oil consumption ment by a spring-operated lever, bv means of which the gear

B 180 _ 0.03 lb. per h.p. hr. is connected to the pilot's cockpit in the machine. In addition,

R-x-M- ; z1^00 Weight dry 600 lb. for turning the engine from the cockpit, a chain or other drive

To their 160 h.p. engine the Beardmore concern now fit a is connected to the worm shaft, thus enabling the engine to

starting gear, which is used on all the Beardmore aeroplanes. be started without leaving the seat.

July 21, 1920

Aeronautical Engineering

(Supplement to The Aeroplane.)

193

66

VICKERS vimy-ROLLS.

95

The Aeroplane that successfully accomplished the flight t> Australia.

The first flight from Eng'and to Australia and the first direct Transatlantic flight, was
accomplished on a Vickers-Vimy-Rolls Aeroplane.

PEACE PRODUCTS EXHIBITS at the GREAT VICTORY
EXHIBITION, STAND 151/160, CRYSTAL PALACE.

Telephone No,: Victoria 6900 (13 lines).

Tele ! r ams : Viekers, Vic,, London.

Aviation Department :

VICKERS HOUSE, BROADWAY, LONDON, S.W.I.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

r94 (supplement to the aeroplaot-) Aeronautical Engineering

July 21, 1920

THE BRISTOL AEROPLANE CO., Ltd., Filton, Bristol.

Adjoining the Bristol Co.'s aeroplane exhibit there is to be
seen a stand which forms the first official announcement that
the Bristol Aeroplane Co. have now taken over the patent
lights in the air-cooled radial engines which were formeily
made by the Cosmos Engineering Co., Ltd., and propose to
carry on the development of the type.

This is a welcome sign that the experimental work already
carried out by Mr. Roy Fedden is not to die with that firm,
and is a striking tribute to the enterprise of the Btistol Com-
pany.

The exhibits consist of examples of the "Jupiter I" and
" Jupiter II" nine-cylinder radials, the Mark I of 45c h.p.,
air-cooled, with a direct airscrew drive, and the Mark II, the
same engine with the airscrew geared down, and the three-
cylinder 100-h.p. " Lucifer " engine.

The " Jupiter " Mark I.

The main features of these engines lie in the cylinder con-
struction and in the ingenuity of their detailed design. The
cylinders are of steel, turned from forgings, with an integral
combustion head. To this the cylinder head proper, an
aluminium casting with valve pockets and gas ports, is applied
ill suchwise that intimate mechanical contact is established
ever a large area and thus excellent heat passage from com-
bustion head to the outer air is secured. Each cylinder head
is fitted with two inlet and two exhaust valves, whose seats
form separate units and serve an additional purpose by aiding
to maintain contact between the cylinder and the aluminium
head.

Pistons, naturally, are of aluminium ; the connecting rods
are arranged, one as a master rod and the remainder eight
pivoted around the big end of the master rod.

In high-powered engines of the radial type the big-ends
present great difficulties. It is obvious that unless one of the
main advantages of the type is to be abandoned one cannot
provide as great a length of craukpin, and hence so great a
bearing surface, as in the multicrank type of engine.

Therefore the loads on big-end bearings in radial engines
an invariably high, and these bearings have proved a source
of endless trouble in the past.

A little reflection makes it clear that the mean direction of
pressure on such a bearing is from the crankshaft centre out-
wards through the crankpin. In the Jupiter engines the whole
big-end is encircled by an outer whitemetal-h'ned bearing, and
this bearing is carried by arms attached to bob-weights which
slide in slots in the ordinary crankshaft balance-weights.

As these weights rotate they are subject to centrifugal force,
and they therefore pull on the big-end and relieve the crank-
pin bearing of some large portion of its normal pressure, this
pressure being transferred to the outer ring bearing in effect.

Another extremely interesting feature is the distribution
system. Gas is supplied by three carburetters to a chamber at
the rear of the crankcase, and radial induction pipes lead
from this drum to the inlet valves.

Within the chamber is what is called a " distributor," which
is in reality an aluminium ring with three deep spiral flutes in
it. The pitch of each spiral corresponds to the pitch of three
cylinders, and the chamber therefore is divided into three
induction passages, one of which is supplied with gas by each
carburetter and in turn supplies gas to three cylinders.

It is stated that the spinning motion impaited to the inflow-
ing gases entirely prevents condensation of petrol, and that
disturbance of the mixture on any one of the groups of three
cylinders interferes to a minimum extent with the running of
the remaining cylinders.

The " Jupiter " Mark II.
The Mark II Jupiter is identical in every way with the

The big-end and
the balancing bob
weight of the
"Jupiter" engine.

The 45<Kh.p. Bristol engine of the Jupiter Mark II type,
showing the casing of the epicyclic reduction gear.

Mark I, except for the addition of an epicycle reduction gear
carried in a housing bolted to the front of the crankcase.

The " Lucifer."

The " Lucifer " incorporates the cylinder-head construction
of the larger engine, but it is in every other respect very
gieatly simplified. It has been designed as a cheap, reliable,
and hard-wearing engine for civilian purposes, and the refine-
ments necessary to the high-power, high-performance 450-h.p.
engine are unnecessary and undesirable.

_ Extensive tests of this type of engine have been made in the
air on an'Avro with very satisfactory results.

All Bristol engines are arranged to bolt onto a flat engine-
plate with a large diameter registration circle, and all the.
auxiliaries — magnetos, oil-pumps, and the like — which project
through that plate will withdraw through it without dis-
mantling An electric starter may be fitted to the Jupiter
engines.

Specification.

Jupiter Mk. I.

No. of cylinders ..9

Bore .5.75 in.

Stroke 7.5 in.

B.H.P 45o

R.P.M. (engine) 1,850

Petrol consumption lb. per
h.p. hour / 0.557

Oil consumption lb. per
h.p. hour 0.060

Weight ..... . 698 lb.

R.P.M. (airscrew) 1,850

Specification.

Jupiter Mk. II.

No. of cylinders 9

Bore 5.75 in.

Stroke 7.5 in.

B.H.P 45o

R.P.M. (engine) 1,850

Petrol consumption lb. per
h.p. hour 0.557

Oil consumption lb. per
h.p. hour 0.060

Weight 805 lb.

R.P.M. (airscrew) 1,200

Specification.

Lucifer.

No. of cylinders 3

Bore 5.75 in.

Stroke 6.25 in.

B.H.P 100

R.P.M. (engine) 1,600

Petrol consumption lb. per
h.p. hour 0.557

Oil consumption lb. per
h.p. hour 0.025

Weight 300 lb.

" VICKERS ■ vimy - COMMERCIAL "

I Pilot and II Passengers or ii Tons of Mail or Freight. Endurance 5 hours.
A factor of Safety of 5 throughout.

Vickers-Saunders Flying Boats.

PEACE PRODUCTS EXHIBITS at the GREAT VICTORY EXHIBITION,
STAND 151/160, CRYSTAL PALACE.

Aviation Department :

Vickers House, Broadway, London, S.W.I.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

196

(Supplement to The Aeroplane.)

Aeronautical Engineering

July 21, 1920

G WYNNES, Ltd., Hammersmith.

Practically throughout the war rotary engines formed the
power plant of the great majority of fighting scouts. In the
very early days such engines of 80 h.p. were considered ade-
quate, these grew to 110, 150 and finally to 220 h.p., and
at the very end of the struggle the 220 h.p B.R engine was
in extensive use in some of the most used machines of that
class.

Of these rotaries Gwynne-built Clergets and B.R.s formed
a very considerable proportion. This is not unnatural, for
Gwynnes, Ltd., own the British patent rights in the Clerget,
and their experience with that engine eminently fitted them
to cope with the difficulties which attended the introduction
of the Bentley engine, which is in many respects based on
Clerget practice in its details

The Gwynne exhibit at Olympia is therefore of considerable
historical interest, in that in the Clerget engines of 140 h.p.
and 230 h.p. and the B.R.2 of 220 h.p., they show samples
of the engines which sustained the fighters in war.

struction. The cylinder barrel is a thin steel tube over which
is pressed a finned aluminium casing, and to the top whereof
is screwed a ste_el cylinder head. The cylinder is thus lighter
than the steel type, and the enormous amount of turning down
necessary when fins are integral with the cylinder is avoided.

A further and immediately noticeable difference is in the
arrangement of the inlet pipes. The inlet valve dome, instead
of facing directly back from the cylinder head, now has its
flange facing in a direction opposite to that of the engine's
rotation, and the inlet pipes, instead of being concealed behind
the cylinders, now emerge from the rear chamber of the crank-
case midway between adjacent cylinders and bend sideways
at the top to meet the inlet port.

The effect is rather as though a Clerget had been fitted with
Le Rhone induction pipes.

The specimen B.R.2 engine exhibited is partly sectioned,
and shows plainly the composite steel and aluminium cylinder
construction, and many other of the points of its construction.

T H E NEW GWYNNE-CLERGET
TYPE 9Z of lOOh.p.— In the photograph
the compound cylinder construction can
be plainly seen. The three dark fins at
the head of each cylinder, which is a sep=
arate stee! component, are obviously of a
different material from those on the re-
mainder of the barrel. These barrel fins
are aluminium, and enclose a steel liner.
The cylinder base again shows by its
darker shade that the steel of the cylin=
der liner proper is here exposed.

The arrangement of the induction
pipes is also noticeable. All previous
Clergets have been supplied with gas by
oval section pipes lying immediately be-
hind each cylinder, which would there-
fore not be visible in a front view such
as this.

It is further of immediate interest in that it shows for the
first time a new Clerget engine, designed by Gwynnes since
the war for the purposes of peace — tnus demonstrating that
the firm do not hold that the rotary engine is now obsolete.

This, known as the type gz, is a small and light nine-cylinder
engine of 100 h.p., which it is believed will find a large sphere
of employment for machines of the lighter pleasure-going type.

At first sight it would appear that the inherent inefficiency
of rotary engines would rule them out for all civilian purposes,
but on careful consideration it will be found that there are.
mitigating effects and that possibly the rotary is not so bad
as it is painted.

It is true that the cylinders of a rotary develop considerably
more power than ever reaches the airscrew — this excess being
devoted to rotating the engine itself in the air and that con-
sequently their fuel consumption cannot be as low as that
of stationary engines delivering an equal power. They have
also a tendency to be extravagant in oil, though modern
rotaries have improved markedly in this respect.

But on the other hand it is possible to instal a rotary engine
into a much lighter framework than will stand up under a
stationary engine of equal output, and that this reflects right
through the structure of the aeroplane, resulting in an alto-
gether lighter aeroplane.

The gz Clergi't is in general design similar to the previous
types of Clerget, but differs radically in its cylinder con-

Specifications of Gwynnes' Aero Engines.

Type Clerget 9 B.F.

Number of cylinders 9

Bore 120 mm.

Stroke r..i72

Compression ratio 5.1

Effective h.p 146

Type Clerget 11 E.B.

Number of cylinders 11

Bore .. .120 mm.

Stroke 190

Compression ratio . 5.1

Effective h.p 230

Type Clerget 9 Z.

Number of cylinders q

Bore 105 mm.

Stroke 140

Compression ratio 5.1

Effective h.p 100

Type B.R.2

Number of cylinders 5

Bore ... 140 mm.

Stroke 180

Compression ratio .5.2

Effective h.p 230

Normal r.p.m. 1,250

Petrol, pints per h.p. hr...o.73

Oil, pints h.p. hour 0.13

Weight 357t lb.

Weight per h.p 2.56 lb.

Normal r.p.m 1,300

Petrol, pints per h.p. hr...o.7

Oil, pints h.p. hour 0.1

Weight 510 lb.

Weight per h.p 2.21 lb.

Normal r.p.m 1,300

Petrol, pints per h.p. hr...o.7

Oil, pints h.p. hr 0.13

Weight 250 lb.

Weight per h.p. ... 2.5 lb.

Normal r.p.m 1,300

Petrol, pints per h.p. hr....o.7

Oil, pints h.p. hour 0.078

Weight 498 lb.

Weight per h.p. . 2.16 lb.

July 21, 1920

Aeronautical Engineering (Supplement t0 THE AEROPune > l97

THE FAIREY AVIATION

CO., LTD.,

(Contractors to the Admiralty ,
War Office and Air ^Ministry.

Head Office, HAYES, MIDDLESEX.
London Office, 175, PICCADILLY, W.l.

Works, Hayes, Middlesex, and H amble, near Southampton.

Designers and manufacturers of Seaplanes, Flying Boats and Aeroplanes.

Patentees of the Fairey Patent Variable Camber Gear for Aircraft.

Sole Licensees of the Linton Hope Patent Hull for Flying Boats.

Designers, by special request of the British Government, of the "Atalanta'
type Flying Boat, the largest of its kind constructed.

Telephone— 19 Hayes, Middlesex.

Telegrams— "Airily, Hayes, Middlesex.
Code— A. B.C. 5th Edition.

KINDI/V MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

J98 (Supplement to the aeroplane.) Aeronautical Engineering

July 21, 1920

LA HISPANO-SUIZA, Rue du Capitaine Cuynemeyer, Bois Colombes, Paris.

The 300 h.p. Hispano Suiza Engine.

The exhibit here is one example of the 300 h.p. Hispano-
Suiza engine. This engine follows in general design the earlier
well-known 150 h.p. and 200 . h.p. models. It is an eight-
cylinder Vee type engine, with the cylinders disposed in two

Specification.

Bore 140 mm.

Stroke 150 mm.

Volume of 1 cylinder 2,309 cu. cm.

Compression ratio 5.3 to t

Oil consumption 9 lb. per hr.

per B.H.P. hr 0.026 pt.

Oil pressure 80 lb. per sq. in.

Petrol consumption 197 pt. per hr.

per B.H.P. hr 0.64 pt.

Piston speed 1,820 ft. per min.

Mean effective pressure

117.0 at 1,850 r.p.m.

Lubrication... Scavenge and pressure

pumps

Weight complete, minus water and including airscrew boss

595 lb.

Weight of fuel and oil per hour 186 lb.

Gross weight in running order, less fuel and oil 796 lb.

Weight per Brake Horse Power 2.58 lb.

Gross weight, with fuel and oil for six hours 2.024 lb.

rows at 90 degrees. These cylinders are cast in blocks of
four, of aluminium, with screwed-iu steel liners and combus-
tion heads. Overhead valves, two per cylinder, are fitted,
and the tappet head of the valve is operated on directly by
the cams of the overhead camshaft. A Duplex carburetter,
carried centrally within the Vee, supplies gas to the two
cylinder blocks — the exhaust appearing from the outer sides.

Doubled ignition, with two plugs per cylinder, is provided
by two magnetos carried on cross brackets at the end away
from the airscrew boss, and at this same end the oil and
water pumps are carried. No details of the special features
of this exhibited example can be gleaned at the stand.

D. NAPIER & SON, Ltd., 14, New Burlington Street, W.l

The Napier exhibit consists of two samples of the now
famous Napier 450-h.p. aero-engine, sundry specimens of com-
ponent parts thereof, and photographs of various aircraft
whereon the said engine has demonstrated the high excellence
of its qualities.

As is by now fairly well known, the Napier engine is of
the twelve-cylinder type, built broad-arrow fashion — that is,
it is an eight-cylindei Vee-type engine, with a third row of

four cylinders interjected midway between the other two rows.
The benefits of this form of construction are fairly obvious.
It gives a much shorter crankcase, a stiffer and simpler crank-
shaft and a more compact engine than does the twelve-
cylinder Vee construction, at the same time securing at least
an equally uniform turning moment and excellent dynamical
balance.

The Napier has but to be compared with any other existing

COMPONENTS np thc x, . ^ * '

iock plate and locking plug, an(3 separate>>

net head and locking ring dissembled,
gear housing. The remainder repre»
assembled. On the extreme left
' one complete side rod.

July 2i, 1920 Aeronautical Engineering (Supplement t0 THE A^or^R, 199

piiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii

THE IDEAL
COMMERCIAL
AEROPLANE

• As recently supplied to the •
j IN STONE AIR LINK. \

The machine here illustrated is the B.A.T. — -
"Commercial Mark I" — universally acknowledged to
be the most practical and efficient commercial aero-
plane yet produced. Although a relatively small
machine — only 34 feet over-all length — it possesses
surprisingly commodious cabin and cargo accommo-
dation. Four passengers can be carried comfortably,
with ample room for personal luggage, or, alternatively,
parcels or mails to the extent of 1,000 lbs. in weight
and 150 cubic feet in capacity.

Here are some additional interesting points con-
cerning the machine : —

Enqine : — 375 Rolls-Royce

~ Eagle VIII.

Speed : — 45-115 m.p.h.
Cabin : — Is clear of any

transverse cross

bracings or other

obatruction, and

measures 8 ft. by

3ft. 3 in. by 6 ft.—

this is a machine of

3U ft. overall length

Direct entry off

ground through

ordinary door.
Load: — With 600 mile range

oil fuel— 1,000 lbs.

The B.A.T. as a commercial machine has so many
natural advantages, and is so moderate in first cost,
that it is really the ideal machine to employ in
inaugurating air transport services.

A demonstration flight can be arranged and all
particulars obtained on application to ; —

Fuel Cost at Full Load: —
7 2 pence per mile.

Chassis : — A sturdy job,
sprung by an unique
combination of oleo
and rubber shock
absorbers.

Tail: — Can be trimmed in
flight from pilot's
seat — steerable and
practically unbreak-
able tail skid.

General Construction : —

Straightforward —
simple to repair
and recondition.

British Aerial
Transport Gil1?

38. CONDUIT ST.
LONDON W.

An impression of the interior of
the cabin of the Bat -Commercial.

Telephone :
Mayfair 637 and 638.

Telegrams :
Batigram, Reg, London."

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

200

(Supplement to The Aeroplane.)

Aeronautical Engineering

July 21, 1920

NAPIER DETAILS.— Top, the crank=
shaft with the airscrew drive pinion and
the five roller bearings in position. Be=
low one cylinder head removed from the
cylinders. The head is inverted and
there may be seen in it 14 of the 16 valve
seats which secure the head to the top
of the cylinders. The open channel
facing the observer is the induction pon.
Below the head may be seen two valve
seats removed, and one valve stem
guide.

water-cooled engine of approximately equal power to appre-
ciate the great saving of space which its construction allows.

Of the details of design only the more important can here
be described, but a careful examination will show many other
points of interest.

The cylinders are separate, each machined from a heavy
steel forging, with the combustion head integral with the

One cylinder unit of the Napier engine.

barrel. Top and bottom flanges turned on the cylinder have
welded to them pressed sheet-steel water-jackets— these made
in two halves and welded on vertical seams — each cylinder
and jacket forming thus a separate unit.

These units are assembled into lines of four, held together
at the crankcase in the usual method, and at their heads by
the combined cylinder-head and camshaft casing which is
common to all four cylinders of one row.

The head of the cylinder proper is merely a fiat machined
steel surface provided with orifices for the four valves and
their seats. These valve seats, which are separate and replace-
able units, are flanged and screwed, they are inserted from
vsithin the cy Under barrel and screw into the head casting,
securing the head to the cylinders. This cylinder head is an
aluminium alloy casting and contains the induction and ex-
haust passages. The upper surface in addition forms the lower
half of the camshaft case, and carries four twin bearings for
the two camshafts, the bearing for the upper end of the cam-
shaft driving shaft, and the valve stem guides. The latter are
of bronze pressed into the casting.

Of the two camshafts which are provided to each row of
cylinders, one operates exhausf and the other the inlet valves,
and each camshaft lies directly above the line of valves which
it controls. The two camshafts are geared together by equal
pinions. One of them, the inlet camshaft, is prolonged be-
yond these two pinions and carries at its end the bevel wheel
which meshes with that on the end of the camshaft drive-
shaft. \ll the cams are formed from the solid, and the sepa-
ration of exhaust and inlet valve cams renders the process of
camshaft machining relatively simple

Each cam operates directly upon a flat head' on the valve
stem, without the interposition of rocker levers or rollers.

The valves themselves are interesting. The valve heads and
a short length of the stem are of normal form, but about one
valve diameter above the head, the stem diameter is increased
to, roughly, one-and-a-half times the original diameter, and is
bored and screwed internally. Into the screwed upper end the
table whereon the cams impinge is screwed, and a rotation of
this part relatively to the valve ptovides an adjustment of
the valve clearance

To lock these two portions together and prevent continual
variation in clearances, an ingenious locking device is fitted.
The upper end of the valve stem is cut away on two sides and
forms a pair of dogs. The^e fit into appropriate recesses in
what is known as a locking ring— ^a spring steel cup which is
slotted and sprung to grip tightly the edge of the tappet head
and thus holds the tappet head and the valve stem from mov-
ing relatively one to the other.

Within the cylinders pistons of aluminium alloy operate.
These are of very simple design, fitted with three gas rings
above the gudgeon-pin and one scraper at the base of the
skirt. The pistons are fiat-topped, very short for their dia-
meter, and are fitted with cast-in-steel gudgeon-p.'n bosses.

The gudgeon-pin is parallel outwardly, bored taper from each
end, and held in position by a long taper-ended setscrew pass-
ing through one boss of the piston.

The corresponding cylinders in each of the three rows
share one crankpin, and their impulses are directed thereto by

July 21, 1920

Aeronautical Engineering

(Supplement to The Aeroplane )

20I

■Mk MM M, WDBk HBk WkM MH. ■■

R P . > O- M O M M

Passenger; Postal,
Goods Carria g e

Their reliability in war
isjrour surest guaran tee
of their dependability
un der pea ce conditions.

W I L L I AM

B€ARDftOR£

AND CO MP A^N^^ LIMIT E. D ■

Nqval Construction Works,

DALMUIR.

Aerodrome & Hangars at Dalmuir
arid Inchinnari. -

E R O PLAN E

, AS RECENTLY SHOWN AT THE AERO SHOW. OLYMPIA.

KINDLY MENTION :' THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

(supplement to thE a^opmn..) Aeronautical Engineering

July 21, 1920

Valves Close

Mixture Strencth
adjusting Lever -

To Vertic
Cvlinoer Bloc

To L Hand =
Cylinder Block

AIR
PUMP

PETROL VAPORISER

Waste Petrol Drain Pipe
Petrol Feeo to Float Chamber

-coch closed to vaporiser
\\ Open to all Thrle induction Pipes

To R Hand Cylinder Bloch

NOTE

THIS DRAWING 15 PURELY DIAGRAMMATIC

A DIAGRAM OF THE NAPIER GAS=
STARTING SYSTEM. — Air from the
pump can be diverted by the cock on
the air pipe either through the vapo-
riser, or direct to the cylinder blocks for
blowing out foul gas. The equalising
cock serves in either case to connect the
air supply to any one row of cylinders.
The valves being" opened by the valve
lifter lever, first air, and then air and
petrol mixture from the vaporiser is
blown into each row of cylinders. A
turn of the hand magneto then fires
whichever cylinders may be on an ex=
plosion stroke.

articulated connecting-rods. Of these, those pertaining to the
central row of cylinders are master rods, and are of channel
section terminating in a big-end This big-end is provided
at each side with a pair of lugs between which the auxiliary
rods from the side cylinders are hinged

These auxiliary rods are of hollow, circular section, with
both ends bushed with phosphor bronze. They arc joined to
the master rods by hollow taper-ended pins, screwed inter-
nally at the end opt. osite to the taper. The taper end fits the
hole of one of the side lugs on the big-end, and a "snug"
on that end prevents turning in the lug. At the r.ther end a
hexagon-headed plug screws into the pin and looks it in
place.

The crankshaft is short, massive, and is hollow through all
journals and crankpins. It is carried on five roller bearings,
all of the packed toller type — i.e., the rollers are practically
in contact and there are no cages.

Of these five the two at the extreme ends fit directlv onto
the crankshaft, but the intermediate three are necessarily pro-
vided with inner races of a bore sufficient to allow of their
being threaded on to the shaft over the crank-throws. Hence,
they are too big to fit upon the shaft itself and a split steel
packing bush is therefore inserted between bearing and shaft.
This bush is keyed to prevent rotation on the shaft, and is
flanged to locate the bearing longitudinally.

Beyond the airscrew-end roller-bearing a taper carries the
driving pinion of the reduction gear, beyond which the over-
hanging shaft end is parallel and runs in a bronze and white-
metal bearing.

The apper crank case is a large and somewhat complex
aluminium alloy casting, with three sets of cylinder facings
outwardly, and the necessary cross-ribs for the crankshaft
bearings inwardly, with a housing for the airscrew shaft gear
cast on ro one end.

The lower bearing caps are steel straps carried by studs
from the webs in the upper crankcase casting.

The airscrew shaft is supported by two roller beatings, one
in the housing on the crankcase, the other On the bolted-on
cover to the casing. Inwards from this roller bearing, and
also carried by the casing cover, is a double-ball thrust
bearing.

The whole of the valve, pump, and magneto driving gear
is external to the crankcase proper.

The end of the ctankshaft furthest away from the reduction
gear projects beyond the end bearing and has applied to it an
extension shaft, which it drives through dogs. This extension
shaft carries two bevel wheels facing away from each other.
The inner of these drives two camshaft drive-shafts parallel
to the two outer cylinder axes, the vertical shaft for the centre
row being driven from a bevel wheel on the left of the outer
shafts, aid a vertical down-going shaft which drives directly
the water-pump and, by a worm and two worm-wheels, the
oil-pumps.

The outer bevel drives two horizontal shafts which actuate
the two twelve-cylinder magnetos. The whole of these gears,
the bearings for their shafts, the oil and water pumps, and
the magneto brackets form one unit, and are built into a casing
formed of two aluminium castings bolted together.

Oiling is on the dry-sump principle effected by two. suction
pumps and two pressure pumps, all of the spur-wheel type.
Oil is distributed in the usual manner through the
hollow crankshaft to big-end and gudgeon-pin bear-
ings, the splash from these serving the cylinders.
A separate lead from the pressure pump delivery passes to
the ca'mshafts (also hollow), and the overflow falls "back to the
crankcase, passing the reduction gear casing en route.

Gas is supplied to each rcw of cylinders by what amounts
in effect to three carburetters, one for each row. There are
no induction manifolds in the ordinary sense of the term;
instead each cylinder-head is fitted with an induction channel
in the form of an aluminium cast trough bolted to one side of ,
the head and extending over all the induction potts, and this
trough terminates at the airscrew end in a flange whereto an
induction pipe may be bolted.

the Back cover unit of the

NAPIER CRANKCASE.— This contains
the whole of the gearing for the three
camshaft drive shafts, the oil and water
pumps, and the magneto drives, and
carries the magnetos. The large worm=
wheel, shown uncovered, meshes with
the worm in the lower left-hand corner,
and from one end of the wormshaft a
hand=starter handle and from the other
an electric starter may be used to turn
the engine over.

July 21, 1920

Aeronautical Engineering (Suppleffltnt to THE AEBOP,ANE , 203

Looking at the engine from the airscrew end, the induction
pipes of the left-hand and the centre row of cylinders are on
the right-hand side of their respective cylinders. That of the
light-hand line is, however, on- the left side of tlie line, and
therefore between left and centre lines there is one induction
pipe and between centre and right lines there are two induc-
tion pipes.

The left induction pipe is served by a single carburetter,
the two right pipes are served by one double carburetter,
which has a common float chamber, but entirely separate jets,
choke tubes, and throttles. These carburetters are of the
Clandel Plobson type, modified in structure to suit the parti-
cular application, but differing not at all in their interior
economy and mode of operation from the standard Claudel
carburetter. They are fitted with an altitude-control of the
type wherein the air space above the petrol in the float cham-
ber is connected to the induction pipe with an interposed and
controllable air-leak

The starting of so powerful an engine requires and has re-
ceived careful attention. Either a hand-turning gear or an
electro-motor starting gear, or both, mav be fitted to the
engine.

In any case the engine is fitted with the Napier patent gas-
charging gear, Essentially this consists of a \alve-lifting
device whereby one inlet and one exhaust valve of each cylin-
der may be opened at the same time, of a kind of auxiliary
carburetter or "vaporiser," and of a hand air-pump whereby
gas from the vaporiser may be blown through the open inlet
valves to charge the cylinders.

The air-pump is a hand-operated plunger affair mounted in
the pilot's cockpit, and is connected through a distributing
valve to any one of the induction channels. The air delivery
from the pump passes to a two-way valve, wherehs , firstly,
clean air may be pumped through the cylinder^ to scavenge
out combustion products remaining there, and, secondly, air
may be blown through the vaporiser to charge the cylinders
with explosive mixture.

Usually, after such charging a start can be secured by
turning the starting magneto ; but it renders starting certain
with the aid of either of the turning gears

Not only is the Napier compounded of ingenious solutions
to the many problems which so powerful an engine presents,
but in practice the engine has proved eminently successful in
the air — and it has an unsurpassed reputation foi reliability
among those who have flown with ir.

It is of the super-compressed tvpe, and is^not intended to
be flown at full throttle at any altitude less than 5,000 feet,
and though one suspects that many cases have occurred where
the engine has been over-driven low dowiij engine break-
downs are almost unheard of with it.

It has been recorded of one Srrvice experimental establish-
ment that no pilot there has ever had a forced landing due to
breakdown of a Napier engine.

Its first bid for fame arose through Capt. Lang's climb with
a passenger to a barometer height of over 29,000 ft. At very
short notice it carried Capt. Gathergood to ultimate victory in
the Aerial Derby of last year, and it has since assisted at the
establishment of some twenty-odd British records.

Much more to the immediate point is that on commercial
services it has shown itself dependable and economical, and
that its makers have ever given every possible assistance to
the firms who have their engines in use.

Specification.

No. of cylinders 12 Weight (dry) 840 lb.

Bore 5$ m.

Stroke 5! in.

Cylinder volume 121. S cu. in.

Compression ratio 5.55 / 1

Normal output 450 h.p.

Normal crankshaft, full

speed 2,000 r.p.m.
Normal airscrew speed...

1,317 r.p.m.
Gear ratio i-57/i

Weight per b.h.p. ...1.S6 lb.
Fuel consumption —

Per h.p. hr 0.496 lb.

Per hour (full power) 223 lb.
Oil consumption — ■

Per h.p. hr 0.022 lb.

Per hr 10 lb.

Weight, complete with fuel
and oil for six hr. 2,671 lb.

ROLLS-ROYCE, LTD., London.

The Rolls-Royce engines shown at Olympia form a collec-
live exhibit of the engines which have achieved some of the
greatest successes in the history of aviation.

The exhibit contains one of each of the four types of aero
engines which bear the name of Rolls-Royce. These are : —

The "Hawk," ioo-h.p. 6-Cvlinder Engine.

From the commencement of 191S, when airships were first
brought into service for spotting submarine and convoying
ships, up to the time of the Armistice, no less than 36,000
miles were flown by such ships with Rolls-Royce "Hawk"
engines installed. Some flights of extraordinary length stand
to the credit of this engine. In one case, in August, 1918,
a flight was made of 50 hours 55 minutes' duration. Other
flights of from 25 to 30 hours were not uncommon.

It was also used for training pilots during the War.
Specification.

No. of cylinders 6 Petrol consumption per hr.

Bore 4 in. 6.5 gall.

Stroke 6 in. Oil consumption per hr.

B.H.P 100 4 pt.

R.P.M. (engine) 1,500 Weight (dry) 405 lb.

R.P.M. (airscrew) 1,500

The "Faecon" 275-h.p. i2-Cyi.inder "V" Type Engine.

This is the engine used in the Bristol Fighters, so famous
during the War. From August 4th, 1914, up till the day of

the Armistice, November nth, 19,18, 1,524 complete Bristol
Fighters had been delivered to the Air Services, and of these
no less than 1,364 were equipped with Rolls-Royce 275-h.p.
engines. To relate even a portion of what this engine has
accomplished would take far more space than could be pro-
vided for the purpose, and the above figures must therefore
be allowed to speak for themselves as an indication of the
esteem in which this engine was held by the Air Ministry.

The "Falcon" engine was used for fighting purposes, in
machines possessing the ability to climb rapidly to a high
altitude, and to fly at great speeds. They were also used on
machines which "served as protecting - escorts to bombing
squadrons.

THE 1>0LLS=R0YCE SIX-CYLINDER
100 h.p. "HAWK" ENGINE. — This
particular engine has not achieved to
such fame as have its larger brethren of
the same make. Nevertheless it has
shown itself to be an engine of extreme
reliability and economy, and was ex=
tensively employed during the war on
airships on patrol and convoy duty. It
should have distinct uses for the smaller
types of civil aircraft.

2°4 (Supplement to the aeroplane.) Aeronautical Engineering

July 21, 1920

To the "Falcon" stands the credit of having accomplished
a journey from London to Paris in 75 minutes. This journey
was made on April 8th, 1919, in a Martinsyde aeroplane, and
works out at an average speed of 172 miles an hour. This
appears to the fastest trip that has yet been made from Lon-
don to Paris.

Specification.

No. of cylinders 12 Petrol consumption per hr.

Bore 4 in. 18.5 gall.

Stroke 5i in. Oil consumption per hr.

B.H.P 280 6 pt.

R.P.M. (engine) 2,250 Weight (dry) 686 lb.

R.P.M. (airscrew) 1,327 *

The "Eagle," 360-H.r-. i2-Cyunder "V" Type Engine.

This famous aeio-engine has made history. During the
War, the "Eagle" was fitted to, amongst others, the Handley
Page long-distance bombers. During the latter part of the
War, up to Armistice Day, November nth, iqi8, 122 com-
plete twin engined Handley Page bombers had been de-
livered to the Air Forces, and of these all but nine were
equipped with Rolls-Royce "Eagle" engines.

It was one of these machines which flew from London to
Constantinople, where it bombed the Turkish War Office and
the Gocbeu. Another flew to Egypt, took an active part in
the Palestine campaign, and subsequently went on to India.
This journey was shortly afterwards accomplished by another
Handley Page machine, with four Rolls-Royce 360-h.p.
engines.

The "Eagle was used exclusively in the London-Paris-
London air service in connection with the Peace Conference,
for the conveyance of British and Allied Ministers, officials,
dispatches, etc.

Since the Armistice, among the achievements standing to
the credit of the "Eagle" engine are the first and only
direct aeroplane flight across the Atlantic, the first and only
flight from England to Australia, and the first and only
flight from England to South Africa.

The Atlantic flight of 1,890 miles was accomplished in 15
hours 57 minutes, an average speed of 118 miles an hour.

The great flight to Australia, which was over a distance of
roughly 11,500 miles, was accomplished in the thing time of
approximately 124 hours. The machine used on this flight sub-
sequently flew to Adelaide via Chaiieville, Sydney and Mel-
bourne, bringing the total mileage up to approximately 16,000
miles.

To the South African flight, a distance of 6,271 miles was
flown incldding a non-stop flight across the Mediterranean of

THE ROLLSROYCE "FALCON" OF
275 h.p. — This photograph should be
compared with that of the "Condor" of
twice the power. It can be seen that
there has been little or 110 change in the
general design since the "Falcon" was
produced.

THE 600=b.p. ROLLSROYCF "CON-
DOR" ENGINE.— The latest product of
the Rolls aero engine department. De-
signed specifically for use on large fly=
ing boats for long distance patrols, re=
liability and economy weie the chief
featnrs sought after. It seems fairly
obvious that the firm found little reason
to modify thy general design of their
earlier engines for this purpose Doubt-
less, as with other engines of this make,
it will be found that with time the out=
put will steadily increase without loss of
the qualities which the engine already
possesses. .

over 14 hours' duration. These three flights were all made on
Vickers "Vimy" aeroplanes.

The "Eagle" engine is now largely employed on the Con-
tinental air service in the Handley Page machines. Since
September last over 65,000 miles have been covered in flights
between London and Paris, and London and Brussels.
Over 1,200 passengers have been carried, not including
pilots, and 50,000 lb. of freight, together with about 30,000 lb.
of passengers' luggage.

Specific.vIion.

No. of cylinders 12 Petrol consumption per hr.

Bore 4j in. 24 gall.

Stroke 6J in. Oil consumption per hr.

B.H.P 360 1 gall.

R.P.M. (engine) 1,800 Weight (dry) 900 lb.

R.P.M. (airscrew) 1,080

Thr "Condok" 6oo-h.p. 12-Cyeindek "V" Engine.

This engine, designed by Mr. Royct, is the latest develop-
ment in Rolls-Royce engines It is being manufactured at
the request of the Government, who realise the necessity of
being pre-eminent in the air, and who require a reliable
engine of this great power for carrying grsat weights for
long distances.

Specification.

No. of cylinders 12 Petrol consumption per hr.,

Bore 55 in. 39 gall.

Stroke 7^ in. Oid consumption per hr.,

B.H.P 600 1.6 gall.

R.P.M. (engine) 1,750 Weight (dry) .. 1,300 lb.

R.P.M. (airscrew) 1,167

July 21, 1920 Aeronautical Engineering (Supplement to THE AEROpLftNE.) 20*

The Original NON-POISONOUS.

Titanine Dope

is strongly recommended for

PRIVATE and COMMERCIAL

AEROPLANES.

Absolutely unequalled for Durability,

There is no CONTROL on Dope for the
above types of machines.

Titanine is the most economical and offers the
greatest resistance to flame.

Complete Doping

PROMPT o u

Schemes

DELIVERIES.

submitted on application.

TITANINE LIMITED,

175' PICCADILLY, Telegrams;

Gerrard2312. LONDON, W.l. T"^ZT'V'

Agents for Australia :

Messrs. Larkin-Sopwith Aviation Company of Australasia, Limited.

Melbourne Office : "Aberdeen House," 94, King Street.

Sydney Office : "London Bank Chambers," Corner of Pitt and Moore Streets.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

206

(Supplement to The Aeroplane.)

Aeronautical Engineering

July 21, 1920

THE SUNBEAM MOTOR CAR CO., LTD.

THE LARGEST ENGINE AT OLYM=

PIA The Sunbeam Sikh oE 800=900 h.p.

The colossal airscrew boss indicates in
some measure the power of this unit.
This engine and its brother the six=
cylinder "Sikh" differ from all the other
Sunbeam engines exhibited in that they
have separate cylinders with steel sheet
jackets. The "Sikh" engines have been
designed specially with a view to high
economy and great reliability, and
should do well in commercial service.

The stand of the Sunbeam Motor Car Co., Ltd., must be
accounted the most complete aero engine exhibit at Olympia.
It is true that one other engine maker shows an engine of
smaller power than the Sunbeam "Dyak," but there is none
whose range extends so far up the scale as' the 800-900 h.p.
"Sikh."

And between these two extremes the Sunbeam Company
show six engines of graded output.

Though the number of engines is large, they are highly
standardised as to design, and with the exceptions noted all
are of the same general description.

The past aerial services of Sunbeam engines and the robust
and workmanlike appearance of the present specimens render
it unnecessary to dilate further upon their excellence.

Materials.

All these engines are composed of similar materials for
similar parts. Lor instance, the crankshafts and the connect-
ing rods in each case are of nickel chrome steel, and the
pistons are of aluminium. The cylinders, with the exceptions
mentioned below, are all of aluminium casting, with steel
liners and bronze valve seats. The exceptions to this are the
two "Sikh" engines, in which the cylinders are composed
entirely of steel, welded together with their jackets, and the
"Maori" and "Cossack" engines, in which the cylinder blocks
are of cast iron. In all the engines the valves are made of
high chrome steel of a special form, so as to withstand heat
and prevent distortion, thus allowing the machines to run for
long periods without overhaul. The crankcases are of alu-
minium and are of patented design, which will be found
to give greater strength and allow the bearing caps to take
a large share of the side load imposed on the crankshaft
under the usual working stresses. The valve gearing is of
self-hardened nickel chrome steel.

Cooling.

All the engines are of the water-cooled type, the circulation
being in each case by centrifugal pump. The water passages
are of very large area, and as the pumps are designed to give
a specially large output, the size of the radiator required is
correspondingly reduced

Lubrication.

Lubrication in all types is on the "dry base" principle, and
is by gearwheel pumps, three' pumps being fitted to each
engine, namely, (1) the scavenger pump, which draws the oil
from the sump and returns it to the oil tank, which must form
an integral part of the installation; (2) the main force pump,
which lubricates the main bearings with cooled oil direct from
the oil tank ; (3) the auxiliary oil circuit pump, which forms
a portion of the main force pump, and is arranged to deliver
the necessary quantity of oil at a very low pressure to the
camshaft bearings, and all auxiliary bearings of the engine.

Carburation.

Carburation is effected by Claudel-Hobson carburetters of
diffuser type, arranged as standard to work under a head or
pressure of 4 lb. per sq. in. Variations of pressure can be
obtained by altering the design of the float feed, if necessary.
An air pump for supplying air at 4 lb. per sq. in. for lifting
petrol in service tanks is fitted as standard when required.
Ignition.

Ignition is in all cases by means of high tension magnetos.
The magnetos are driven by a coupling formed of laminated
spring blades which gives great flexibility to the drive, and

assures a longer life for the magneto itself. Two sparking
plugs per cylinder are provided on all the engines except
those of the "Sikh" type, which have four plugs per cylinder.
Direction of Rotation.
The rotation of all the engines is clockwise when viewed
from the timing end (R.H.). Arrangements can, however, be
made, when ordering, for the engines to run m an anti-clock-
wise direction.

The "Dyak" 100 h.p. Engine.

This engine is of the vertical type, having six cylinders in
one row and cast en bloc. The valves, of which there are two
to each cylinder, are operated by one overhead camshaft.
This is driven by bevel gearing from the crankshaft, through
a vertical shaft. The connecting rods are of "H" section, and
of extreme lightness combined with sufficient strength and
rigidity. ,. 'j.

The hollow crankshaft is carried by seven die-cast white
metal bearings, and the airscrew is mounted direct onto the
crankshaft, which is fitted with a thrust bearing for the
purpose of taking up the thrust of the propeller.

Specification.

Bore 4.724 in. Weight of engine complete

Stroke 5-n8 in. without water, fuel, oil,

Total stroke vol. of cylinders or hand starter gear

538.26 cu. in. -399 lb-
Prston area 17-53 sq. in. Weight of engine in run-
Normal b.h.p ning order without fuel,

100 at 1,200 r.p.m. oil, or hand starter gear. . .
Ascertained fuel consumption _ . 439 lb-

0.54 pt. per b.h.p. hr. Weight of engine m run-
Firing sequence of cylinders ning order, with fuel and

from timing end oil for 6 hours 745 lb-

1, .5. 3> 6, 2, 4
The "Arab" 200 h.p. Engine.
This engine is designed for high-speed aeroplanes. It is
of the "V" type, having eight cylinders cast in two blocks
of four each, the blocks being disposed on the crankchamber
at an angle of 90 degrees. The pistons are of aluminium,
fitted with three gas rings and one scraper ring. The valves
are three to each cylinder, one large inlet valve and two ex-
haust valves. These are actuated by two overhead camshafts
driven by means of bevel gear from the crankshaft through
intermediate shafts. The connecting rods are of the articulated
pattern, the rods themselves being of "H" section lhe
hollow crankshaft is carried by five die-cast white metal bear-
ings and the propeller is mounted direct onto the crankshaft.
This engine may be adapted either for hand or electric starter.
Specification.

B01-e .4.724 in. Weight of engine complete

Stroke .. 5. 118 in. without water, fuel or oil

Total stroke vol. of cylinders 51? lb-

717.65 cu. in. weight of engine in run-
Piston area 17.53 sq. in. u- or(jer without fuel

B.H.P. at i,6oo r.p.m 200 Qr oil ib.

B.H.P. at 2,000 r.p.m 240

Ascertained fuel consumption Weight of engine m run-
0.54 pt. per b.h.p. hr. ning order with fuel and

Firing sequence from timing oil for 6 hours 1,193 lb-

end 1, iA, 2, 2A, 4, 4A, 3, 3A

The "Manitou" 300 h.p. Aircraft Engine.
This engine is suitable for aviation purposes of all kinds,
including aeroplanes, seaplanes, and large and small airships.

July 2r, 1920 Aeronautical Engineering (Supplement t0 THEAER0PLANE) 207

---- jm^S'.'^'- A. ' ■

Unsurpassed reputation for reliability,

B.T.H. Magnetos

fceiped create the following British Records: —

The first airship to cross the Atlantic, Naval
Airship R.34.

First and second prizes — Aerial Derby, 1919.
British altitude record — 30,500 feet.
First non-stop London-Madrid flight.
British record for a closed circuit.
Eighteen new British speed flying records.
British record for useful load carried, duration and
height — 3,690 lb., 1 hour 20 mins., 13,999 ft-

The British Thomson-Houston Co., Ltd.,

Lower Ford Street, Coventry, England.

Member of the British Ignition Apparatus Association.

■<2

\ ;

"V '

. i

4.

I

% I

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208

(Supplement to 1 he Aeroplane j

Aeronautical Engineering

July 21, 1920

It consists of 12 cylinders cast in blocks of three, and disposed
upon the crankcase in two rows of six cylinders each, the
rows being inclined to each other at an angle of 60 degrees.
The valves, two inlet and two exhaust, are of the overhead
pattern, and are actuated by overhead camshafts driven from
the crankshaft by trains of spur gears.

The connecting rods are articulated, the rods themselves
being of "H" section and the hollow crankshaft is carried
■by eight die-cast white metal bearings.

The propeller is driven indirectly by gearing to the propeller
shaft which, with the thrust bearing, is mounted on an
extension of the crankcase, cast on the engine.

Carburation is by means of two Claudel-Hobson carburetters
(H.C.7) set in the centre of the "V" formed by the cylinder
blocks, and arranged for gravity feed.

Ignition is by means of two B.T.H. (A.V.12 type) magnetos,
one having a clockwise, and the other an anti-clockwise direc-
tion of rotation. Both electric and hand starters are fitted to
this engine.

Specification.

Bore 4-331 hi. Ratio of reduction gear ...

Stroke 5.315 in. 1.57 to 1

Total stroke vol. of cylinders Weight of engine complete
939.47 cu. in. without water, fuel or oil

Piston area 14-73 sq. in. S45 lb.

Normal b.h.p Weight of engine m run-

300 at 2,000 r.p.m. ning order without fuel

Fuel consumption or oil 904 lb.

0.5J pt. per b.h.p. hr. Weight of engine in run-
Firing sequence ...1, 1A, 5, ning order with fuel and
5A, 3, 3A, 6, 6A, 2, 2A, oil tor 6 hours ...1,838 lb.
4, 4A

The "Matabele" 400 h.p. Engine.

This engine is designed to suit all kinds of aircraft, including
aeroplanes, seaplanes and large and small airships. It has
12 cylinders cast in blocks of three and disposed upon the
crankcase in two rows of six cylinders each, the rows being
inclined to each other at an angle of 60 degrees. I'istons are
of aluminium, with connecting rods of the articulated pattern,
and of "H" section. The valves are overhead and are four
in number to each cylinder, two inlets and two exhausts.
They are actuated by overhead camshafts driven from the
crankshaft by trains of gears. The crankshaft is carried by
eight die-cast, white metal bearings.

The airscrew is driven indirectly by gearing. The airscrew
shaft, with the thrust bearing, is mounted on an extension
of the crankcase.

Carburation is by means of two Claudel-Hobson twin type
H.C.7 carburetters se*- in the centre of the "V" formed by
the cylinder blocks, and arranged for gravity feed. Ignition
is by means of four P.M. 6 magnetos, two having a clockwise,
and the remaining two an anti-clockwise direction of rotation.
Both compressed air and band starters are fitted to this engine.
Specification.

Bore of cylinders ...4.803 in. Firing sequence ...1, iA, 5,
Stroke of cylinders ...6.290 in. 5A, 3, 3A, 6, 6A, 2, 2A,
Total stroke vol. of cylinders 4, 4A

136S.7 cu. in. Weight of engine complete

Piston area 1&.1 sq. in. without water fuel or oil

Normal b.h.p 1,000 lb.

420 at 2,000 r.p.m. Weight of engine in run-
Speed of propeller ning order without fuel

1,225 r.p.m. and oil I1O91 lb.

Fuel consumption Weigh of engine in run-

0.54 pt. per b.h.p. hr. ning order with fuel and
oil for 6 hours ...2,548.7 lb.

The "Sikh v 800-900 h.p. Engine.

This engine is suitable for use on airships, large aeroplanes
and seaplanes. It has 12 separate steel cylinders machined
all over, and disposed upon the crankcase in two rows of six
cylinders each, the rows being inclined to each other at an
angle of 60 degrees. Any one cylinder can be easily removed
without affecting the timing of the engine. The pistons are
of aluminium, and the connecting rods are of forked pattern
and of "H" section.

The valves, three inlet and three exhaust to each cylinder,
are of the overhead type, and are actuated by push rods and
rockers, the single central camshaft being housed within the
crankcase at the base of the "V," and driven by gearwheel
direct from the crankshaft. A feature of the design is the
accessibility of the cam gear, it being only necessary to remove
the cover at the timing end to enable the camshaft to be
drawn out clear of the engine.

The hollow crankshaft is carried by eight die-cast white
metal bearings, and lubrication of these and the other working
parts is by the compound pressure system already described.

The airscrew shaft is driven indirectly by spur gears. The
airscrew shaft, with the thrust bearing, is mounted on an ex-
tension of the crankcase.

Carburation is by four Sunbeam-Claudel carburetters of
special type, two at each end of the engine.

Ignition is provided by four 12 cylinder magnetos driven
by skew gear and fitted with vernier type coupling to allow
of fine adjustment. Two of these magnetos have a clockwise,
and the remaining two an anti-clockwise, direction of rotation.

Both hand and electric starters are fitted to this engine.
Specification.

Bore of cylinders ...7.086 in. main engine details; 10
Stroke of cvlinders 8.268 in. lb. per sq. in. to auxiliary-
Total stroke vol. of cylinders details
4033.2 cu. m Firing sequence of cylinders

Normal b.h.p 1, iA, 5, 5A. 3, 3A, 6,

850 at 1,400 r.p.m. 6 A, 2, 2A, 4, 4A

Direction of rotation of pro- Direction of rotation of re-
peller ...Clockwise when volution counter drive

...viewed from propeller end viewed fr . -m driving end
Normal spe.d of propeller of spindle ...Anti-clockwise

920 r.p.m Weight of engine complete
Oil pressure recommended without fuel, water or oil

40 lb. per. sq. in. to 1,95-2 lb.

The "Sikh" 400-450 h.p. Engine.
This engine is a six-cylinder version of the 12-cylinder
"Sikh," and of only half the power. It is suitable for use on
airships and large aeroplanes. In all its components it is"
exactly similar to its larger brother.

For cases where the simplest and most accessible engine
possible of so large a power is essential, this particular engine
should have great uses. There is no other six-cylinder engine
in existence giving over 400 h.p., and it seems highly probable
that the demands of the airship designer have been responsible
for its existence.

Specification.

Bore of cylinders ...7.086 in. Firing sequence of cylinders
Stroke of cylinders ...8.268 in. 1, 5, 3, 6, 2, 4

Total stroke vol. of cylinders Direction of rotation of re-
2016.6 cu. in volution counter drive
Normal b.h.p. and speed... viewed from driving end

425 at 1,400 r.p.m. of spindle ...Anti-clockwise
Oil press are -recommended... Speed of revolution counter
40 lb. per sq. in. to main drive ...One quarter en-

engine derails ; 10 lb. per gine speed

sq. in. to auxiliary details

THE ZEITLIN ENGINE.

At first sight, and particularly from the airscrew end, the
Zeitlin engine bears a very great resemblance to the old nine-
cylinder Monosoupape Gnome

Inquiry elicits the fact that this resemblance goes deeper
than mere appearances and that the engine in fact opeiates on
the same basic principles.

It is of ihe single-valve, four-stroke cycle type, and as in
the Mono, a rich mixture in the crankcase is admitted to the
cylinders through ports uncovered by the piston at the end
of the exhaust stroke, and this mixture there combines with
air admitted through the exhaust valve — which remains open
after the end of the exhaust.

But — and it is an important but — although the mixture-filled
crankcase is in communication with the working cylinder
through these ports, the ports are not uncovered by the piston
at the end of the explosion stroke — which immediately does
away with the risk of a fire-back to the carburetter if the
engine is starved of petrol.

This is due to the fact that the pistons have a variable
travel, and this variable travel is used to secure other advan-

tages. For instance, on the exhaust stroke the piston travels
practically to the cylinder head and thoroughly sweeps out
the products of combustion. On the induction stroke the
piston moves from the very top of the cylinder to below the
induction ports and secures a very complete cylinder charge.
The compression stroke does not reach to the top of the cylin-
der, but instead leaves an adequate compression clearance, and
on the explosion stroke the piston stops short of the inlet
ports.

This variable stroke is secured by mounting the big-end of
each connecting rod upon an eccentric which is caused to
rotate upon the crankpin in the same direction as the engine
itself and at half the engine speed, and thus produces the
effect of a crank of variable throw.

Each connecting-rod demands a separate eccentric : thus a
master big-end with articulated auxiliaries cannot be used,
and therefore in the Zeitlin engine each rod has its own big-
end arranged side by side on a rather elongated crankpin.
Directly upon the crankpin is mounted a long phosphor-bronze
bush, and upon the airscrew end thereof a pinion This pinion
has upon its face a series of driving dogs, and these engage

July 21, 1920

Aeronautical Engineering (SupPlement to the aerobe.,

209

WESTLAND

The comfort and steadiness of the WESTLAND LIMOUSINE is

emphasised by the above picture.

The Typist is just alighting from the aeroplane with her type-
writer after an aerial trip.

The LIMOUSINE is quiet enough and steady enough to enable
one to talk and write without difficulty while in flight.

We are ready to quote for passenger trips to anywhere in England
or on the Continent from our Aerodrome at Yeovil.

For full particulars and arrangements as to trial flights apply to the

WESTLAND AIRCRAFT WORKS

^Branch of Petters Limited)

YEOVIL.

Telephone :
141 and 142 YEOVIL.

Telegrams :
AIRCRAFT, 141 YEOVIL.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

?io (suppkmenttoTHEA^oP^H, Aeronautical Engineering

July 21, 1920

with recesses cut into one of the big-end eccentrics, which
in turn engages by similar dogs the next eccentiic and so oil
through all the nine. These eccentrics form the inner race of
a packed roller bearing, the outer race whereof is the big-end
of one connecting lod, The pinion at the end of the row of
eccentrics engages with an internallv-toothed ring which also
engages with a central wheel fixed to the crankcase, and
imparts the required rotation to the interlocked big-end eccen-
trics. It is to be noted that, owing to this rotation of the
eccentric inner race, the rolling speed of the lollei -bearing
big-ends are reduced to one-half of that of an ordinary big-end.
The side-by-side big-ends necessitate the staggeiing of the
cylinders ou the crankcase, but the increased overall length
of crankcase thus necessary is slight. The cylinders -are of
the normal rotary type, with fins and cylinder-head machined
from a steel forging. The exhaust valve is central in that
head, but is of unusual form. The exhaust port is annular,
and through the central blocked-out portion of the port the
sparking-plug is fitted. The valve itself is a flat ring with a
stiffening flange projecting upward tlnough the annular port,
so that the section through this ring takes the form of an
inverted T These valves are operated through rocker arms
and push rods in the normal manner.

The actual valve gearing is novel. The nine valves are
operated by three cams on a common sleeve which is driven
by an epicyclic train of gears at one-half engine speed, and
in the same direction as the engine. Each cam operates three
of the valves, the cams driving onto the tappet rod through
the intermediary of pivoted rocking fingers. These -rocking
fingers are prolonged beyond their pivots in the form of bell

Diagram of the Zeitlin altitude contiol.

(Reproduced by courtesy of " The Engineer.")

The 220 h.p. Zeitlin Rotary.

cranks carrying at their ends rollers, which at ordinary alti-
tudes impinge upon a fixed cam, which is carried by a
stationary box entirely separated from the crankcase, mounted
ou the engine nose-piece in ball-bearings.

This fixed cam is pivoted at one end and movable about the
pivot by a control cable. The effect of these rollers impinging
on the cam is to open the exhaust valve of each cylinder at
the bottom of the compression stroke, and the extent to which
it is kept open is determined by the position of this cam.

The engine is designed so that, operating under the atmo-
spheric conditions equivalent to a height of 12,00c ft., and
with this cam not in action, the full charge of ait taken
through the exhaust valve and of petrol from the crankcase
produces a mixture and gives a compression which allows the
engine to develop its full power.

At lower altitudes this mixture would be too weak and the
compression too high for satisfactory running.

(Reproduced by courtesy of " The Engineer.")

July 21, 1920

Aeronautical Engineering (s^ttoTH,^^, 21 1

rpHE British-built "B.L.I.G." Magnetos are a perfect combina-
tion of scientific design and engineering skill. Although
absolutely dustproof and waterproof, all parts are easily accessible
for attention.

The principle of construction makes them not only reliable,
but also noiseless and compact. There are no bare external contacts.

Write us for Catalogue.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

212

(Supplement to The Akropuki.)

Aeronautical Engineering

July 21, 1920

By putting this altitude control cam into operation, some
of the clear air at the top of the cylinder is expelled, and a
richer mixture is obtained, and the compression is effectively
reduced. In the extreme position of this altitude control it
serves as a decompressor and gives easy starting. Over its
range of tunning positions it provides a compression ratio
varying from 4.5/1 at ground level to 7/1 at 12,000 ft. If the
designers succeed in overcoming the existing prejudices
against rotary engines, and can demonstrate that their type

does not need the constant overhauling usually associated
with the type, the Zeitlin engine in this form should have
many uses in the future.

If, however, it proves impossible to obtain a rotary engine
free from the drawbacks of the type, there seems no insuper-
able difficulty in adapting the essential features of a variable
stroke and the variable compression to other types of engine —
at least, to the radial type.

THE ROLLS ROYCE STAND. — The
nearest engine is the "Falcon,' the little
lOOh.p. "Hawk" is on the extreme
right; on the left is the "Eagle,'
famous as the engine of the Vickers=
Vimy on all its worldcrossing flights.
The 600 h. p. Condor is lurking behind
the stand decorations in the farthest

ACCESSORIES AT OLYMPIA.

1. George Kent, Ltd., iqq, High Hoeborn, London, W.C.i,
showed an ingenious type of circular rotating wind-screen for
car or aeroplane. It is worked by a helix, the tips of which
only exist, and the action of travelling fast through the air
rotates this (or it can be power-driven for slower vehicles).
The rain is then slung off by ceuttifugal force as the screen
spins, :ind so a clear vision is maintained much in the same
way as, when the Chief of the Air Staff spins, the inefficient
members of the Air Force staff are "slung out" and so the
vision of the Air Ministry is cleared.

3. The Vacuum Oh, Company, Ltd., Caxton House, West=
MNSTER, showed specimens and tins of their famous Gargoyle
Mobiloils. This oil is too well known to need describing.

4. Aerofhms, Ltd., The London Aerodrome, Hendon,
London, N.W. 9, showed an excellent series of aerial photo-
graphs of towns and other objects of interest throughout Eng-
land.

5. Prices Co., Ltd., Battersea, London, S.W.11, showed
samples of their various • lubrication preparations, including
the well-known " Motorine."

6. The British Thomson=Houston Co., Ltd., Lower Ford
Street, Coventry, and of Rugby, showed various specimens
of magnetos and parts, including their exclusive designs for
eight, nine, and twelve cylinder engines. At the back of the
stand was a weird type of spark-demonstrating machine which
made people wonder where they spent the previous night.

7. Brown Brothers, Ltd., 20/34, Great Eastefn Street,
London, E.C.2, who were among the first motoring firms to
establish a name for themselves in the aircraft world and who
have had the good sense and foresight to remain in the
Industry during the dark days, showed every kind of acces-_
sory one can think of in connection with aviation and motor-
ing. There were also displays of clothing, parachutes, air-
sciews, and many other contrivances.

B.T.H. Magnetos.— Left and centre the A.V.12 and the A. V. 8 for 12 and 8 cylinder engines. Right, a 9-cylinder magneto

for radial engines with spigot mounting.

July 21, 1920

Aeronautical Engineering

(Supplement to The Aeroplane.)

213

1

i

" DYAK" AERO ENGINE, 100. hp.

AIRCRAFT ENGINES

ARE SECOND
TO NONE

THE SUNBEAM MOTOR CAR CO., Ltd.

MOORFIELD WORKS. WOLVERHAMPTON,

I

i

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

* (Supplement to Thk Aeroplane.)

Aeronautical Engineering

July 21, 1920

8. Marconi's Wireless Telegraph Company, Ltd., Marconi
House, Strand, W.C.2, showed a small installation set for
sending and receiving, weighing only 63 lb. These are being
supplied to Handley Page Transport, Ltd., and the Instone
Air Line.

o. D.A.P. Model Aero and Engineering Co., 185-7, Rj?P=
lingham Road, Southfields, London, S.W.18, showed a
series of models driven by compressed air or elastic. Also a
model of a Baby Avro with what has been said (not by the
firm) to Le a "statue" of Mr. Bert Hinkler in the cockpit.

10. Cross=Atlantic Newspaper Service, Ltd., Cross=
Atlantic House, 184, Fleei Street, London, E.C.4, showed
copies of " The Aerial Year Book and Who's Who in the Air"
(1020). There were also some forms to be filled by aspiring
"Whos" who desired to become permanent "Whos."

12. Anglo-American Oil Co., Ltd., 36, Queen Anne's Gate,
T/Ondon, had a most artistic stand on which their famous
green line of " Pratts " were shown. Owing to the rules of
the exhibition the petrol was present in spirit only.

13. Vickers, Ltd., Vickers House, Broadway, West=
minster, London, S.W.i, the owners of the product known
as "Duralumin," showed all sorts of aeroplane and airship
parts made of this alloy. There were tail skids, parachute
cases, built-up girders, spars, struts, and various household
articles. The " tin " Short machine shown on another stand
is composed of duralumin, as was the Beardmore airship com-
partment. One believes that there was no aircraft at the Show
in which there was no Duralumin.

14. Joseph Owen and Son, Ltd., iooa, Borough High
Street, London, S.E.i, showed various sections of trees and
also planks of the types of wood used in aircraft production.

15. The Palmer Tyre, Ltd., 119, 121, 123, Shaftesbury
Avenue, London, W.C.2, showed a whole family of different-
sized tyres. There was also the machine which imparts such a
human touch to making Palmer Cord tyres. This machine

always is a great attraction and seems to take such infinite
pains over its job. There were also various water-colours by
Mr. Geoffrey Watson depicting various types of aeroplanes.

16. Brownie Yu Yu models constructed of paper by C. YuSKE.
27. Ei.msfield Mansions, Balkam, S.W., was shown perform-
ing its tricks. One believes more of these instructive toys
would have been sold if the price had been 2s. instead of 6s.

17. A. C Greene, 6, Trenmar Gardens, College Park,
London, N.W.io, showed models including an H.P. 0/400,
which lights up inside.

18. BULLIVANT AND CO., LTD., 72, MARK LANF, LONDON,

IS. C. 3, showed various samples of flexible wire rope and cord
for aircraft.

23. The Photographic Department of the once well-known
Aircraft Manufacturing Co., Ltd., Hendon, N.W.g, showed
various photographs taken from Mr. Riley's D.H 9.

24. John Thompson Motor Pressings, Ltd., Ettingshall,

Wolverhampton, showed familiar-looking nose-cowlings, also
engine pressings.

25. British Celiulose and Chemical Mfg. Co., Ltd., 8,
Waterloo -Place, London, S.W i, "handed out the dope " in
what looked like a chemist's shop. The bases for their various
dopes are shown, and it will interest many to learn that
identification marks latterly were done with actual dope and
not merely painted on. Dope frames were also shown.

26. Soc Anom. Louis Brsguet, 115, Rue de la Pompe XVIe,
Paris, showed two excellent models — one the commercial
machine so well known to the habitues of Croydon, and the
other the Leviathan.

27. The Hoyt Metal Co. of Great Britain, Ltd., 105,
Decdar Road, Putney, London. S.W. 15, showed different
sorts of engine castings and engine bearings.

28. Bruntons, Musselburgh, Scotland, showed Raf
wire, locknuts, and a whole host of the small accessories so
necessary to the Aircraft Industry.

29. The Falcon Airscrew Company and D. M. Davies, 113,
Cottenham Road, Hollo way, London> N.W.19, showed
several airscrews of both the two- and the four-bladed variety.

30. Serck Radiators, Ltd., Warwick Road, Greet, Bir-
mingham, showed various types of aeroplane radiators. They
also had their stand skilfully decorated with radiator pipes.

31. Ripaults, 1, King's Road, St. Pancras, London, N.W.i,
showed their world-famous "Oleo" aero plugs and accessories.

32. Automatic Telegraph Co , 132, Charing Cross Road.,
London, W.C.2, showed their automatic telegraph. The
mechanism is a rotating drum of insulating material whereon
there are arranged a series of contacts which, when they are
rotated past a contact brush, automatically send the Morse
version of a series of coded signals. The operator has merely
to insert a plug into the hole corresponding to the particular
message which he wishes to send and pull an operating lever

Exterior of the Automatic Telegraph Co.'s Aircraft Trans=
1 litter, showing the plug and the plug board with
the standardised messages alongside the plug holes. The
handle on the right is pulled after the proper message has
been plugged in and the machine does the rest.

and a clockwork train then causes the contact drum to move
in such a way that the complete series of code signals for that
message together with the call sign of the sending station
is automatically sent by the mechanism.

33. General Accident, Fire, and Life Assurance Corpora-
tion, Ltd., Aldwych, London, showed and explained their
insurance policies.

34. A. E. Parnacott, F.R.S.A., M.I.Ae.E., Engineer, Penge
Lane, Penge, London, )S.E.2o, showed, among other things,
the plug testing apparatus which was such a familiar sight in
the A.E.O.'s den in squadrons overseas.

35. Tan-Sad Works, 9, Freeman Street, Birmingham, be-
sides showing a neat form of "flapper bracket" for the design-
ing (in the "catty" sense) sex, had a neat aluminium chair
which is suggested for use in aeroplanes. It could be con-
structed of duralumin.

July 21, 1920

Aeronautical Engineering

(Supplement to The Aeroplane.)

215

* * *

* * *

*

*

(ne&fi

LONDON— CHRISTIANS

(750 Miles in 9 hours)

ON AN A.W. MACHINE (EX
GOVERNMENT) FITTED WITH

STANDARD 160 h.p.
BEARDMORE ENGINE

Vide the following extract from the Daily Mail, Saturday,
26th June, 1920 : —

NORTH SEA FLYER.

MAJOR GRAN REPEATS PIONEER FEAT.

From Major Trygve Gran,

Copenhagen, Friday.

" I have to-day repeated my North Sea Flight.
" I landed at Skagen last night and arrived at Christiania
to-day.

" My flying time from London to Christiania (750 miles)
was nine hours.

" I intend to make a European circuit."

The first airman to fly across the North Sea (a 10,14 feat), Major Gran
- is the Anglo-Norwegian explorer and airman who, after serving in the Flying
Corps during the War, had an air honeymoon last summer.

BEARDMORE AERO ENGINES, LTD.,
112, Great Portland Street, London, W.l.

Telephone : 238 GERRARD.

Works

Parkhead Steel Works, Glasgow.

*

* * *

* * *

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

2i6 s Aeronautical iingineering July 21, 1920

(Supplement to The Aeroplane.) Uliuuuvu. b O

36. Northern Engineers' Supply Co., John Street, Shef-
field, showed spare parts for Le Rhone, Clerget, R.A.F.,
Siddeley "Puma," Hispano-Suiza, and Monosoupape engines,
including castings, exhaust and inlet pipes, and many other
.engine necessities.

37. The Bournemouth Aviation Co., Ltd., The Aerodrome,
Ensbury Park, Bournemouth, showed a photographic record
of their activities.

38. A. E. Jones, Ltd., 52, High Street, New Oxford
Street, London, W.C.2, showed models of all shapes and sizes.
Also spare parts for the construction and reconstruction of
±hese.

39. Everyone knows all that can be said about TiTanine,
Ltd., 175, Piccadilly, London. Samples of the non-poisonous
.dope were shown, also identification paint and dope frames as
tight as drums.

40. Thos. Firth and Son, Ltd., Norfolk Works, Shef-
field, of stainless steel and reputation, showed stainless ex-
amples of "dazzling discoveries."

The largest exhibit is a small travelling crane. There
were also valves of different kinds and fittings for machines
of Martinsyde and Sopwith design. It has been suggested
.that here may be found parts of the 11,238th Sopwith machine
constructed during the war.

68. Gas Accumulator Co. (U.K.), Ltd., Beacon Works,
Brentford, who supply the lighthouses, at any rate on the
British sector of the air lines to the Continent, showed an
aerial light and several other kinds. These are all of the
automatic type that light themselves by means of a "sun
valve" when a certain standard of darkness is about and
extinguish themselves when the darkness is not sufficient.
'They are made to flash certain Morse signals.

72. The Glacier Metal Co., Ltd., Waldo Road, Willesden
Junction, London, N.W.io; showed samples of Findlay's
special motor metal, looking like buns in a baker's shop. Also
white metal bearings.

74. Pettet's Patent Safety Filler Co., West Pier, Brigh-
ton, showed an attachment for fitting to petrol cans which
prevent waste by splashing or overfLllling. It also strains the
"essence" and prevents foreign matter intruding in the tank.

75. Simms' Motor Units (1920), Ltd., Percy Buildings,
Cresse Street, Rathbone Place, London, W.i, showed all
sorts and conditions of magnetos made by them. There were
also a few running which gave a, spark that made every
motorist who does not own one green with envy.

76. British Emaillite Co., Ltd., and General Aeronauti-
cal Co., Ltd., 5, Hythe Road, Willesden Junction, Lon=
don, N.W.io, exhibited their different Emaillite doping
schemes. There were dope frames doped in varying colour
schemes, red, white, blue, khaki, grey, etc.

G.A.C. airscrews of the four and two-bladed variety were
shown beautifully finished off and coloured.

77. Yorkshire Steel Co., Ltd.. 30, Holborx, London,
E.C.i, who hold all the patents for the famous inventions of
'Col. Holt (who must not be confused with Group Captain F. V.
Flolt, D.S.O., R.A.F., now in China), showed Holt landing
flares. These at riist were turned down by the R.F.C. as
dangerous, but later adopted universally. There was also an
ingenious automatic parachute mail-dropper, and a life-saving
parachute, and many other interesting exhibits.

78. Rene Tampier showed the famous Bloctube carburetter
as fitted to Hispano-Suiza and other engines, and some beau-
tifully lacquered airscrews.

79. Chance Bros, and Co., Ltd., showed revolving lights
for aerial lighthouses. These have been described in full in
a tecent number of The Aeroplane.

80. W. D. Oddy and Co., Ltd., Globe Road, Leeds, showed
airscrews of all sorts, shapes and sizes. The largest one was
18 ft. in diameter and is for the R.38. This should give our
American cousins a good idea of what we can do in airscrews.
Then there were those for Napier engines, one of which is
for a motor boat. A. novelty was a model of an airscrew with
adjustable and reversible pitch.

8oa. Metal Airscrew Co., Ltd., Regent House, Kings=
way, London, W.C.2, showed their "Leitner-Watts" principle
Tor metal airscrews.

81. Rubery, OvvEn and Co., Darlaston, South Staffs,
showed their patent release gear which is now used as a
bomb release. Some will remember the success of, this "gad-
get" before the days of chocks. There was also an excel-
lent hand vice for ensuring a good grip. But chiefly of interest
were their various samples of metal spar construction.

82. Cellon (Richmond) Ltd., 22, Cork Street, London,
W.i, showed all kinds and conditions of dopes. The stand
was~ decked with their familiar dope cans. The less known
"Cerric" preparation for lacquering wires and metal parts
was to be seen.

83. The British Wright Co., Ltd., 9, Galen Place. Bury
; Street, London, W.C.i, exhibited the Ogilvy speed indi-

cator and pressure gauge. There is also a very sensitive
bubble statoscope and the Hull speed of rise and fall indi-
cator. The Darwin turn indicator, like the ostrich,, seems
capable of anything short of digesting nail scissors.

84. Wellworthy, Ltd., Lymington, Hants, had specimens
of Wellworthy new process piston rings. Also an assorted
collection of special gudgeon pins, valves, compression taps,
etc.

85. North and Son, Ltd., 14, Soho Square, London, W.i,
showed the Watford magneto and Watford revolution indiea-
cator usually known as a "rev. counter" but scientifically
called a tachometer. They also had various armatures on
show, and a squadron of magnetos gave a firework display
by flights.

86. The Palnut Co., Ltd., 6, Great St. Helens, London,

E. C.3, had all sorts of nuts and bolts. Their piece de resist-
ance is the "Palnut" (patented) lock washer, which is an
entirely new departure in safety lock washer construction.

87. The Skefko Ball Beaming Co., Ltd., showed an infinite
range in size of balls and ball races. Those who went through
R.F.C. schools of instruction know all about the SKF self-
aligning ball races.

88. C. C. Wakefield and Co., Ltd., Wakefield House,
30/32, CheapSide, London, E-C.2, the makers of "Castrol,"
showed samples of winter and summer type oil. The well-
known tins were shown round the stand, which was one of
the prettiest in the show.

89. H. M. Hobson, Ltd., 29, Vauxhall Bridgs Road, Lon-
don, S.W.i, showed their wholly excellent aeroplane car-
buretters attached to such animals as a " Lion," a " Puma,"
an "Eagle," etc. It was chiefly due to this carburetter that
Renault engines used to survive on "Rumpeties" in the early
days of the war when these machines were worrying and being
worried by Huulike pupils.

90. The Telephone Manufacturing Co. (1920), Ltd., Hol-
lings worth works. m.artell road, west dulw1ch, lon=
don, S.E.2I, showed telephones whereby such curiously oppo-
site (from a spectator's point of view) people as deep-sea divers
and aviators can intercommunicate whilst at wore

91. S. Smith and Sons (Motor Accessories), Ltd., 179-185,
Great Portland Street. London, W.i, showed almost; every
"gadget" an aviator can want both for his own and his
machine's personal comfort. There were Thermos flasks,
ai mature sections, helmets, plugs, safety belts, mascots, etc. .

92. Hadfields, Ltd., East Hecla Works, Tinsley, Shef=
Field, showed forgings, stampings, etc., and an impact test-
ing machine. There was also a large coloured photograph of
their works, showing a bar of metal being dealt with.

93. Aviation Insurance Association, i, Royal Exchange
Avenue, London, E.C.3, showed proposal forms for policies,
also maps portraying the whereabouts of their principal acti-
vities.

96. " Shell " M\rketing Co., Ltd., 39/41, Parker Street,
Kingsway, W.C.2, showed several of their well-known red
and gold coloured tins of aviation and motor -spirit, in which,
of course, they only kept the excellent, but forbidding (so far
as petrol is concerned) atmosphere of Olympia. There were
also some large barrels for petrol, empty at the moment but
before these lines see light they may contain the dead body of
the man who made horrid noises with the wireless set in the
gallery.

07. Samuel Bros., Ltd., of Oxford Street and Ludgate
Hill, London, showed leather and waterproof clothing. There
was some Omne Tempus rainproof cloth on one side of which
water continually dripped, but which was absolutely as dry as
America on the reverse side.

98. The Robinhood Engineering Works, Ltd., Putney
Vale, London, S.W.15, showed a range of K.L.G. sparking
plugs. These were also shown in section. Four of the plugs
used during Mr. Hawker's famous long-distance bathe were
exhibited.

99. Sampson, Low, Marston and Co., Ltd., 100, South*
wark Street, London, S.E.r; showed various books, includ-
ing "All the World's Aircraft," which one hopes is in posses-
sion of all readers of The Aeroplane, as this is the only
method, in the case of ex-R.A.F. officers, of keeping up to
date in knowing aeroplanes by sight.

100. Last, but by no means least, one came to the stand of

F. Raymond, 81, Rue St. Maur, Paris. This was one of the
most popular stands in the whole show and provides amuse-
ment for bored exhibitors. Besides those whose motive power
is a piece of elastic used on the catapult principle which were
used for reconnaissance flights over other stands, there were
parachutes shot up by a bow, balloons, and "Papillons mer-
veilleux."' The looping models were the ones referred to by
the Naval Officer as "returning to the 'and just like a
cheque."— G. D.

July 21, 1920

The Aeroplane

217

FLYING BOAT

PRICE

Complete with all
essential modifications

£6,000

TYPE F.3

Two 350 h.pc
Eagle Mark VIII
ROLLS ROYCE

PRICE

Unconverted, as in
present condition

£3,000

Aircraft Disposal Company Ltd.

(Managing Agents: HANDLEY PAGE LTD.)

Regent House KINGSWAY London

Telegrams: "AIRDISCO, WESTCENT."
Telephone: REGENT 5621 (3 lines).

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

218

The Aeroplane

July 21, 1920

THE

AEROPLANE LIBRARY

Among the books published by the
pany are the following : —

Aeroplane and General Publishing Com-

Pub.

Price.

Pub.

Price

Saundby's " Flying Colours "... £2

2s.

Od.

Hume's "Nursairy Rimes"

2s.

6d.

Popular Edition

15s.

Od.

Butler's "Plain Impressions" •••

2s.

6d.

McCudden's " Five Years in

Blakeney's " How an eroplane

the R.F.C."

7s.

6d.

is Built"

5s.

Od.

Richthofen's "Red Air Fighter"

3s.

6d.

Swinton's "£ s. d. of Flyog"

6s.

Od.

Mortane's " Special Missions of

Sylvester's " Design and Con-

the Air"

3s.

Od.

struction of Aero Engines "

6s.

Od.

Gill's "Aerial Arm"

6s.

6d.

"Revelations of Roy" ...

Is.

Od.

Subscribers to The "AEROPLANE are entitled to purchase any or all of the above books at half price.

An Invaluable History. A Handsome Volume.

A Great Record of the French Air Force.

L'AERONAUTIQUE PENDANT LA GUERRE MONDIALE

Containing chapters by M. Marchis, Professeur d'Aviation a la Sorbonne, M.
Dumesnil, M. G. Menier, M. le Commandant Brocard, M. le Capitaine de Lavergne,
M. le Colonel Dorand, M. le Commandant Martinot-Lagarde, M. le Colonel Paul
Dhe, M. le Capitaine Toussaint, M. le Commandant Caquot and a host of other
technical experts and leading aeronauts.

The book makes 700 pages of the size of The AEROPLANE, and is beauti-
fully illustrated.

The AEROPLANE is the Agent for distribution in Great Britain, and is able
to offer a few Copies at the Special Price of £2 7s. 6d. Post free £2 10s.

The AEROPLANE is now publishing on behalf of the Proprietors the
AERONAUTICAL DIRECTORY OF THE WORLD. Price 21s. net.

The AEROPLANE AND GENERAL PUBLISHING Co., Ltd., 61, Carey St., W.C.2

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

July 21, 1920

The Aeroplane

219

OFFICIAL NOTICES.

The following was issued on July 13th : — Pilots are warned that, on the occasion of Their Majesties' visit to

NOTICE TO AIRMEN, No 80 the Isle of Man 011 the 14th and 15th instant, they should abstain

Air Ministry, July 13th. from flying over the Roya! Yacht or Fleet or over the route of the

The following is hereby notified : — Royal Procession

THE UNITED KINGDOM OF GREAT BRITAIN AND IRELAND.

CONTINENTAL ARRIVALS AND DEPARTURES.
The London Terminal Aerodrome, Croydon.

(Compiled by the Staff of The Aeroplane.)

Date 1920.

Name of Air
Line.

Type.

MarkiDgs.

Where from

Where to

Time
depart.

Time
arrive

Cargo
lbsB
M = Mail.

No. of
Passen-
gers.

Pilot.

July 12th

A.T. & T.

DH9

G-EAGX

London

Paris via

II.40

18 00

Gd's&M

Nil

Bamber

Brussels

A.T. & T.

DH9

G EAPL

London

Paris

II.47

14 20

Nil

2

Reeve

A.T. & T.

DH16

G-EASW

London

Paris

11.46

14.20

Mail

4

Robbins

A.T & T.

DH16

G-EALM

London

Amsterdam

1155

20.29

Goods

1

Lawford

H.P. & M.A

Breguet

F-CMAB

London

Paris

12.47

15-35

Nil

Nil

Le Men

A.T. & T.

DH16

G-EALU

London

Paris

17.05

ig 30

Mail

3

Powell

A.T. & T.

DH9

G-EAPU

London

Brusse's

17-3°

19.30

Nil

1

Lines

A.T. & T.

DH9

G-EAPU

Paris

London

IO.20

12.42

Goods

- Nil

Tebbitt

A.T. & T.

DH16

G -EALU

Paris

London

IC.34

12 00

Nil

3

Powell

C. des G.E.A,

Goliath

F-GEAB

Paris

London

11.50

14-50

Goods

5

Labouchere

C.T.

Nieuport

F-CGTI

Paris

London

12.56

15-30

Mail

Nil

Le Comte

A.T. & T.

DH9

G-EAGY

Amsterdam

Lo j don

I5°5

17-3°

Gd's&M

2

Armstrong

A.T. & T.

DH9

G-EAPL

Paris

London

16 40

19.20

Nil

2

Forson

A.T. & T.

DH16

G-EAPM

Paris

London

16.55

ig 30

Goods

1

Holmes

July 13th

A.T. & T.

DH9

G-EAGY

London

Brussels

09 43

13-45

Goods

Nil

Tebbitt

A.T. & T.

DH9

G-EAPL

London

Paris

10.07

12.25

Gds &M

1

Bradley

A.T. & T.

DH16

G-EAPM

Loudon

Amsterdam

10.09

12 45

Gd's&M

2

Armstrong

C.T.

Nieuport

F-CGTI

London

Paris

13 3°

15-50

Nil

Nil

Le Comte

A.T. & T.

DHg

G-EAGX

London

Paris

16 29

18.35

Nil

2

Forson

A.T. & T.

DH16

G-EASW

London

Paris

16.43

19.00

Mail

4

Holmes

A.T. & T.

DHg

G-EAGX

Paris

London

10.05

12.45

Goods

I

Reeve

A.T. & T.

DH16

G-EASW

Paris

London

10.05

12.45

Goods

1

Robbins

H.P. & M.A.

Spad

F-CMAW

Paris

London

12.45

15-30

Gd's&M

Nil

Bourdon

H.P. & M.A.

Breguet

F-CMAB

Paris

London

!3 3°

17 55

Goods

1

Challaux

A.T. & T.

DH16

G-EALM

Amsterdam

London

15.28

ig.17

Nil

2

Lawford

A.T. &T.

DH16

G-EALU

Paris

London

16.45

19-17

Nil

3

Powell

July 14th

A.T. & T

u xj-9

p I? A DT

Cj-HAirL,

Paris

J_,o;. don

17.20

20.18

(joods

JN 11

Bamber

A.T. & T.

DHg

G-EAPL

London

Brusse.s

07. r5

Goods

Nil

Bamber

A.T. & T.

DH16

G-EALU

London

Paris

og.40

11.50

Mail

3

Robbins

A.T. & T,

DH16

G-EALM

London

Amsterdam

10 32

13 05

Goods

Nil

Powell

C. des G.E.A.

Goliath

F-GEAB

London

Paris

11.00

14-25

Goods

1

Labouchere

H.P. & M.A.

Spad

F-CMAW

London

Paris

12.33

16.20

Goods

Nil

Bourdon

H.P. & M.A.

Breguet

F-CMAB

London

Paris

12.55

15.40

Goods

2

Challaux

A.T. & T.

DHg

G-EAPL

London

Paris

16.40

ig.oo

Goods

Reeve

A.T. & T.

DHiC

G-EASW

London

Paris

17.05

19 25

Mail

4

Game

A.T. & T.

DHg

G-EAPU

London

Paris

18 15

20.25

Nil

1

Bradley

A.T. & T.

DH16

G-EASW

Paris

London

10.25

12.50

Nil

4

Tebbitt

A.T. & T.

DHg

G-EAPU

Brussels

London

"•45

I4-I5

Nil

Nil

Lines

A.T. &T.

DHg

G-EAPL

Brussels

London

"•'45

14 23

Nil

Nil

Bamber

AT. & T.

DH16

G-EAPM

Amsterdam

London

16.08

1S.40

Gds.&M

2

Powell

A.T. & T.

DH16

G-EALU

Paris

London

16.20

18 35

Nil

1

Holmes

July 15th

A.T. & T.

DHg

G-EAGY

London

Brussels

06.50

Papers

Nil

Lines

A.T. & T.

DH16

G-EALU

London

Paris

10.05

12.05

Gd's&M

2

Tebbitt

A.T. & T.

DH16

G-EAPM

London

Amsterdam

10 05

12. 40

Goods

1

Armstrong

A.T. & T.

DHg

G-EAGY

London

Paris

17.00

1930

Mail

1

Bamber

A.T. & T.

DHg

G-EAQL

Paris

London

10.10

12.10

Nil

2

Forson

A.T. & T.

DH16

G-EASW

Paris

London

10.10

12.10

Nil

4

Robbins

A T. & T.

DHg

G-EAGY

Brussels

London

10.50

13-3°

Nil

2

Lines

C. des G.E.A.

Goliath

F-GEAC

Paris

London

11.50

15.20

Goo s

_3

Labouchere

H.P. & M.A.

Spad

F-CMAW

Paris

London

12.30

14.48

Gds.&M

2

Bourdon

H.P. & M.A.

Breguet

F-CMAB

Paris

London

13-25

16 30

Goods

2

Martel

A.T. &T.

DH16

G-EALU

Paris

London

16.15

18.45

Nil

3

Tebbitt

A.T. & T.

DHg

G-EAPU

Paris

London

16.30

ig.08

Goods

Reeve

A.T. & T.

DHg

G-EAGX

Paris

London

17 40

20.15

Nil

2

Bradley

July 16th

A.T. & T.

DHg

G-EAPU

London

Brussels

06 30

08.45

Goods

1

Forson

A.T. & T

DHg

G-EAQL

London

Paris

09.17

11 55

Goods

2

Holmes

A.T. & T.

DH16

G-EALU

London

Paris

09.30

12.00

Mail

4

Robbins

H.P. & M.A.

Breguet

F-CMAB

London

Pans

09-35

1235

Ni!

3

Martel

A.T. &T.

DHg

G-EAGX

London

Paris

09 53

Goods

l

Milnei

A.T. & T.

DH16

G-EASW

London

Amsterdam

12 50

15.27

Goods

Nil

Game

220 The Aeroplane July 21, 1920

Date 1920

Name of Air
Line.

Type.

Markings.

Where from.

Where to.

Time
depart.

Time
arrive.

Cargo
lbs.

No. of
Passen-
gers.

Pilot.

July 16th

A.T. & T.

DHg

G-E APL

Lo ndon

Paris

17.05

ig.45

IN 11

2

bnaw

A.T. & T.

DH16

G-EAQS

London

Paris

I7-3°

ig.50

Mail

IVi d.1 1

I

x eDDitt

A.T. & T.

DHg

G-EAPU

London

Paris

18.30

21.05

Nil

Lines

Spad

F-PMAW

r V_y 1YJ. n. V V

T nnnnn

I0.4O

2I.IO

"Mil

IN 11

"Mi 1

IN 1 1

Bourdon

A.T. & T.

DHg

G-EAPU

B ru ssels

T ■nrtfinn

Og.45

13.00

Goods

I

Porson

A.T. & T.

DHg

G- EAPL

T nnnon

10. 20

12.29

Goods

Mil

1 eDDitt

A.T. & T.

DH16

G-E ALM

A m^tprHa m

ii.iii.iici Uulll

15 12

l7-35

VTUbOC 1VJL

"Mil
IN 11

Armstrong

*Franco~

Potez

F-FRAA

Paris

T nnHnn

If5-35

I0.3O

IN 11

I

Bajac

Rnninania (*"*n'v
ivu uiuauia v> u y

A.T. & T.

DHg

C-F Aor

Paris

T nn c\ nn

,

10.02

10.20

Mil
IN 11.

2

13am ber

A.T. & T.

DH16

G-EALU

Paris

London

lU.^U

ig.oo

Nil

4

Robbins

A T. & T.

DHg

G-EAGY

Paris

T ,nnn nn

I7.4O

ig 40

Go ods

I

Holmes

T 11 1 v T ■rr f Vi

JUJy 1 ylu

A.T. & T.

DHg

T onHnn

IjUHUU Li

J— ' L UolClo

06 3°

08. 45

Goods

IN 11

Reeve

A.T. & T.

DH16

G-EA.LM

London

Paris

12 40

Vj Lib CX 1VX.

3

Bradley

C. des G.E.A.

Goliath

F-GEAC

London

Paris

1 1.05

1 '

Nil

5

Laboucbcre

A.T. & T.

DHg

G-EAQL

London

Amsterdam

15I5

10 45

Nil

2

Forson

A.T. & T.

DH16

T nnHnn

lv U 11 LIU 11

J6-35

15.45

Mail
1V1 dl I

3

Robbins

HP # M A

DHg

G-EATA

London

Amsterdam

16.40

Nil

IN 11

Penny

A.T. & T.

DH16

fi_F ADS

T nnrlnn

LjUUUUII

10.05

To nft

u uo

Goods

3

l eDDitt

A.T. & T.

DHg

vjr u« n v/ i-j

London

12 40

Mil

IN 11

Mil

IN U

Reeve

HP *M A

F-CMAB

London

2

Ghallaux

A.T. & T.

DH16

G-EASW

Amsterdam

London

15.10

18.40

Nil

3

Game

A.T. &T.

DH16

G-EALM

Paris

London

17.17

19-45

Goods

4

Bradley

July 18th

A.T. & T.

DH18

G-EARI

London

Paris

II. 10

13.20

Nil

5

Powell

A.T. & T.

DHg

G-EAPU

Paris

London

IO.50

13-45

Nil

2

Lines

A.T. & T.

DHg

G-EAPL

Paris

London

II. 15

'3 45

Nil

2

Shaw

A.T. & T.

DH16

G-EAQS

Paris

London

12 10

14 25

Nil

3

Robbins

The Air Port of Cricklewood.

July 12th

H.P. & M.A.

Hand'y Page

G-E ASM

London

Brussels

12.00

15.20

Freight

H.P. & M.A.

Hand y Page

G-EASY

London

Paris

12.25

15-45

Freight

8

H P. & M A.

DHg

G-EATA

Amsterdam

London

11.44

H P. & M.A.

Hand'y Page

G-EATG

Paris

London

•2-55

16,00

Goods

8

July 13th

H.P. & M.A.

Hand'y Page

G-EATH

London

Paris

12.30

I5-I5

Goods

7

H.P. & M.A.

Hand'y Page

G-EASY

Paris

Londoa

11 50

15.00

7

H.P. & M.A.

Hand y Page

G-EASZ

London

Paris

12.05

Goods

7

July 14th

H.P. & M.A.

Hand'y Page

G-EASL

London

Brussels

12.15

15.00

Goods

3

H P. & M.A.

DHg

G-EAUI

London

Amsterdam

16.05

Mail

2

H P. & M A.

Hand'y Page

G-EASZ

Pans

London

13 25

16 45

4

H.P. & M.A.

Hand'y Page

G-EATH

Paris

London

H-I3

17.20

5

July 15th

H.P. & M.A.

Bristol

G-EASV

London

Paris

08.20

".15

2

H.P. & M.A.

Hand'y Page

G-EASL

Brussels

London

12.00

15 30

4

H.P. & M.A.

Hand'y Page

G-EATG

London

Paris

12.06

15.20

8

H.P. & M.A.

Hand'y Page

G-EASM

London

Paris

12.15

15.30

Goods

6

H.P. & M.A.

Bristol

G-EASV

Paris

London

18.45

21.50

s|

H.P. & M.A.

DHg

G-EAUI

London

Amsterdam

ig 10

G'ds&M

July 16th

H.P. & M.A.

Hand'y Page

G-EATJ

London

Brussels

12.25

15.20

3

H.P. & M.A.

Hand'y Page

G-EASM

Paris

London

12.30

15-30

4

H.P. & M.A.

DHg

G-EAUI

=Amsterdam

London

11.28

14.10

Goods

1

H.P. & M.A.

DHg

G EAUI

"London

Amsterdam

16.05

Mail

1 •

H.P. & M.A.

Bristol

G-EASV

London

Paris

18 15

21,1

2

July 17th.— No Reports. July 18th. — No Reports.

ABBREVIATIONS — A.T. & T.— Air Transport & Travel, Ltd. ; H.P. & M.A.— Handlcy Page and Messageries Aerienues. I.A.I,.— Instone Air
Line; C.T. — Compagnie Transaerienne ; C. des G.E.A. — Compagnie <ies Grandes Expresses Aeriennes; S.N E.T.A.— Syndicat National pour
l'Etude des Transports Aeriens; P.L- — Petters, Ltd.; C.A.C. — Central Aircraft Company, M.W.T.C. — Marconi Wireless Telegraph Company.

Where times are missing it is probably owing to Atmospherics affecting signals.
* This is not intended to be a regular service between Paris and London, but a special trip.

Flying at Croydon.

July 12th. — C.A.C, 1 Avro return Northolt , I.A.L., D.H.4a,
to Isle of Man, Mr. Barnard.
July 13th.— Nil.

July 14th. — A.T. and T., 3 Avro joy-rides; LAI,., Vickers-
Viiny, 1 test; Bristol Aeroplane Factory, 1 Bristol monoplane
from Bristol, G E.A.S.R., Mr. Uwins.

July 15th. — A.T. and T., 2 Avro joy-rides and 1 flight for
photographs; M.W.T. Co., 1 wireless test.

July 16th — A.T. and T., 1 test, D H.16; 2 Avro joy-rides.

July 17th. — A.T. and T., D.H.iS, 3 tests; 1 Avro test ; 2 Avro
joy-rides; J.A.L., D.H.4a, from Isle of Man, Mr. Barnard;
Vickers-Vimv, 2 jov-rides ; H.P. Co., D.H.9 from Cricklewood.

July 18th.— A.T. and T., 2 D.H.gs. photography; I.A.L.,
iVckers, joy-riding; Capt. Jordan on "Snipe" to Brooklands.
The London Terminal Aerodrome.

Although the recent spell of had weather stopped pure joy
flying the large majority of machines flying to schedule
suffered no interception. The Henri Potez machine arrived
on Friday from Paris, and on Wednesday, Mr. Uwins, who is
flying the Jupiter engined Bristol in the Derby, flew round
the course on a Bristol monoplane and landed at Croydon.

Apropos of the Derby, why do the newspapers head articles
on this subject "Air Race Round London"? One never
sees the animal affair headed "Horse race round Epsom," or
some such phrase.

On Sunday, a D.H.16 arrived rather suddenly on its nose,
the undercarriage having gone in first landing. "The C.A.T.O.

thereupon placed four small red flags round the machine, not
as was suggested, to show it was a dangerous spot on which
to effect a landing, nor to slow up the machine, but to show
that it was "a accident" and not the normal method of de-
canting passengers on landing. — G. D.

The Instone Air Line.

The D.H.4a has been away et the Isle of Man during the
week where she has been taking passengers in connection
with the Royal visit. Mr. Barnard was pilot and was cursed
with plenty of misty weather for the long sea crossing.

The "Vimy" is itself again, and was joy-riding over the
week-end. One has had the pleasure of several joy-rides in
this machine. In the front seat by the pilot it is really de-
lightful, and one was taken for an extended flight round
London and district. The machine handles easily, and, for a
big machine, quickly, and in bumps is quite stable.

On Sunday one tried the inside of the cabin, together with
some very precious cargo among the passengers. The win-
dows all open, and if one gets "fed-up" with "allenclosed-
ness," one can open the window and lean out for air. This
latter expedient may also be useful in rough weathei. Messrs.
Barnard and Chattaway both handle the "Vimy" machine ex-
ceedingly well — G. D.

The " Times " by Air.

One gathers that in future the Times newspaper will be on
sale in Paris by 08.00 o'clock. This is made possible by ar-
rangements between the proprietors of the Times and A.T.
& T., Ltd., who will dispatch the paper by air at 04.00 hr.

July 21, 1920

The Aeroplane

221.

or

irera

WIRELESS TELEPHONES .TELEGRAPHS
and DIRECTION FINDERS.

MARCONI'S WIRELESS TELEGRAPH COMPANY LTD.,
MARCONI HOU SE, STRAND, LONDON, W.C.2. 'PHONE. Ciby 87IO
TELEGRAMS: Expanse, Estrand, London . CABLEGRAMS: Expanse, London.

A §HCFIJ\F

The 450 h.p. BLACKBURN "SWIFT"

Fitted with NAPIER LION ENGINE,

is the latest type of high performance
Torpedo-carrying Ship Aeroplane.

The BLACKBURN AEROPLANE & MOTOR Co., Ltd.

SPECIALISTS IN TORPEDO AIRCRAFT.

FOR SPECIFICATION, APPLY TO ;

OLYMPIA, LEEDS.

Tel. — Propellers, Leeds. 'Phone— Roundhay 601,

or 33, NORFOLK ST., W.C.2.

'Phone — Central 984.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

-222

The

Aeroplane

July 21, 1920

Whether the innovation will be as popular with the pilot
who has to get up early for the start as with the readers of
the paper in Paris remains to be seen, but it should serve as
a pleasant reminder to the former of his early morning patrols
during the German War. — G. r>.

Lepaerial.

The Lepaerial Travel Bureau, Ltd., Piccadilly Circus, on
one day last week received bookings by air from London to
Paris, Brussels, Antwerp, and Amsterdam.

They also sent a machine to Gosport for someone who was
in a hurry for his holiday.

The Leeds-Holland Service.

The North Sea Aerial and General Transport, Limited, has
not recently carried out any flights from Leeds to Holland,
but a fresh consignment of goods from the firm which origin-
ally used this means of transport to Holland is now ready,
and will shortly be sent across.

Mr. B. Haydn White, lately London manager for the North
Sea Company, is taking a Blackburn "Kangaroo" to Holland
in order to give pleasure flights.

Barrow.

The Rigid airship R.80, built by Vickers, Ltd., Barrow,
underwent her first test on Monday, July 19th. One under-
stands that this was not in any way a speed test, but merely
a first introduction to the air.

The R.80 is smaller than the R.34, having a capacity of
1,250,000 cu. ft. It is understood that this ship, which was
primarily intended to be used for war purposes, is to be used
commercially. — G. D.

Brooklands.

One understands that Mr. P. P. Raynham met with an
accident on Sunday from which he escaped with some bruises,
through the machine was "written off." The machine was
the F.4 Martinsyde on which Squadron Leader T. O'B.
Hubbard had entered for the Derby, and whether Squadron
Leader Hubbard has obtained a new machine or not, one does
not know at the moment of writing.

Mr. Raynham 's accident seems to have been caused by the
presence of a mowing machine on which he landed or into
which he ran. Capt. Jordan, who was flying at Brooklands
on the same day, tells one that owing to obstructions on the
ground caused by hay and mowing machines, etc., a landing
was quite difficult to effect whole on any machine. — G d.
Godalming.

A paragraph in the Surrey Advertiser informs one that an
old Carthusian aviator, no name mentioned, gave a particularly
daring exhibition of "stunt" flying over Charterhouse School
at Godalming on Jtdy 12th. Whether the manoeuvres were
carried out at a safe altitude or otherwise was not stated.

J. F. s.

Kingston.

On July 16th, H.R.H. the Duke of York, as President of
the Industrial Workers Union, accompanied by Major Greig,
paid a visit to the works of the Sopwith Aviation and Engi-
neering Co., Ltd., at Kingston-on-Thames, where he inspected
the manufacture of aeroplanes and also of the A.B.C. motor
cycles, the Duke spent a considerable time in the various
shops, under the guidance of the Chairman, Mr. T. O. M. Sop-
with, C.B.H., and the directors, and expressed himself as par-
ticularly pleased with the means which had been taken to
ensure the welfare of the workers.

At the Duke's request several shop-stewards and women
workers were presented to him. He afterwards inspected the
men's and boys' club-rooms, in which the Sopwith employe
is provided with all possible means of recreation.

Northolt.

Mrs. Atkey, who took her pilot's ticket last December, has
been putting in quite a lot of flying recently at the Central
Aircraft Company's Aerodrome, Northolt. It is understood
that Mrs. Atkey "proposes to graduate for her Air Ministry's
licence and possibly take a machine out to Egypt next winter.

Members of the Cavendish Club spent Sunday afternoon,
July nth, at Northolt aerodrome, and "Centaur" machines
were kept busy flying passengers over the surrounding
country, and a number of trips over London were also made.
These Club meetings are becoming popular at the Aerodrome
and the number of passengers carried this year is largely
in excess of last season.

Porthcawl.

In the week ending July 10th, several parties of colliers and
their families from the valleys took advantage of the fine
weather and ventured into the air at the Berkshire Aviation
Company's aerodrome on Lock's Common. All agreed flying
was just as safe as going "down under," and man}- of them
went up a second time.

On Saturday, July 10th, a short cross-country flight was
made to Southerndown, returning along the coast. On the
same day, in connection with the local flag day in aid of the
Institute of the Blind, several thousand handbills were dis-
tributed over the town from the machine and a percentage of
the day's taking given to the fund.

Heavy gales have been experienced here the last few weeks,
but any risk of damage to the machine has been successfully
overcome by a novel method of anchorage.

This is effected by running the machine down a slope into a
pit so that the bottom wings are level with the ground. The
earth excavated has been made into a bunker on the side from
which the prevailing winds blow, thus breaking the force of
the wind and minimising its effect on the machine.

The show is being run on an economy basis, the staff con-
sisting of only three ex-Hying Corps officers.

FOREIGN

FRANCE.
A Flight to Antwerp.

The Under Secretary of State for Aeronautics, M. Flandin,
accompanied by his wife, flew in. a Parman Goliath biplane to
Antwerp on July 19th in order to attend the aviation meeting
which forms part of the Olympic Games. In an interview
before his departure he said that a new air port was to be
opened at Orly, near Paris. Work had been carried out at
that place for the last 18 months and the ground was nearly
ready for use. Le Bourget was overcrowded and had no air-
ship hangars. Orly is" equipped with hangars for airships of
all types.

The Prix du Grand Ecart.

On July 13th the third series of attempts on the Prix du
Grand Ecart, presented by L'Auto, were carried out at Villa-
coublay. In the second series Lieut. Bossoutrot, on a Farman
biplane, finished first, M. Pillon, also flying a Farma'n, second,
and Mr. Casale was disqualified. The third series ended with
the pilots in the following order : 1, Pillon (Farman), 2, Bos-
soutrot (Farman), and 3, Casale (Spad).

M. Pillon s times were as follows : — Slow flight, over 3 km.
course : outward, 3 min. 42 2/5 sec. ; return, 2 min. 18 4/5 sec.
Speed : outward, 1 min. 19 1/5 sec. ; return, 1 min. 4 3/5-sec.

The final day of the contest was July 18th. Lieut. Bossou-
trot, flying a Farman biplane, won the first prize — 10,000 fr. — ■
with a maximum speed of 139 km. 896 m. an hour (about
87 m.p.h.), a minimum speed of 23 km. 411 m. an hour (about

143 m.p.h.) and a landing run of 52! yd. M. Pillon (Farman
finished second and M. Casale (Spad biplane) third.

In Memory of the late Wilbur Wright.
On Saturday, July 17th, a marble statue erected at Le Mans
to the memory of the late Wilbur Wright was unveiled. The
statue is the work of the sculptor Landowski, and shows the
struggle of man to conquer the air Among those present
when the monument was unveiled were General Dumesnil,
who represented the Government ; M. Flandin ; Admiral
Majinder, representing the U.S. Ambassador; and the Comte
Plenri de la Vaulx.

INTELLIGENCE.

The Disposal of Surplus Aircraft.

The Under-Secretary of State for Aeronautics will receive
towards the end of the month representatives of the following
aeronautical firms :— Bleriot, Breguet, Caudron, Potez, Far-
man, Buel, Hanriot, Lior6, deMarcay, Latecoere, Salmson,
Peugeot, Chausson, Louis Clement, the Compagnie Aerienne
francaise la Franco-Bilbaine, and the Syndicat du reseau aerien
trans-africain. The meeting will discuss in detail proposals
for the purchase of surplus stocks of aeronautical material.
The disposal of war material is still causing great trouble in
France.

Air Navigation Regulations.

M. Deschanel, President of the French Republic, has signed
a decree formulating regulations under which aircraft may
fly in France.

Under its terms aeroplanes of nations who are signatories
of all aerial international agreements to which France is a
party have right of passage through that country. As in Great
Britain, there are certain prohibited areas over which neither
airships, balloons, nor aeroplanes may fly. Aircraft from
foreign countries must not diverge from the aerial routes
which will be listed at a later date.

All aircraft, French or foreign, may fly freely in France pro-
vided the following conditions are observed : — (a) that they
carry a navigability certificate, (b) that they are registered
in accordance with the prescribed regulations; (c) that they
bear the insignia of registration and nationality ; (d) that they
carry the necessary certificates for the personnel- on board;
(e) that they carry a list of passengers and (f) a bill of lading
in the case of merchandise; (g) that a duly maintained log be
carried; (h) that if wireless is fitted the necessary licences
are carried, and (i) that in the case of mails the postal author-
isation be carried.

The Under-Secretary of State for Aeronautics will issue
shortly the conditions under which certificates and licences
will be issued and the regulations in regard to the keeping
of logs.

July 21, 1920

The Aeroplane

223

The SMITH AVIATION INSTRUMENTS

During the War these Instruments were fitted as Standard by the British and
Allied Air Boards, and experienced pilots prefer them to all other makes.

THE SMITH
AIR i» P E E D

INDICA1 OR.

Quite distinct from all otlier
designs of AirSpeed Indicators
— it entirelv depends for its
action on the movement of a
specially treated silk diaphragm
unaffected by moisture or atmos-
pheric conditions — and per-
fectly accurate in its readings
without any quivering of the
indicating hand.

THE SMITH
TIME OF TRIP
CLOCK

An unparalleled success in
Aviation Circles because of its
unique design, high quality
movement and sturdy construc-
tion. The small dial shows the
duration of e^cta flight or trip
in hours and minutes

Write for Complete Aviation Catalogue and Prices to —

S. SMITH & SONS (M.A.), LIMITED,

179 -185, Great Portland Street, LONDON, W.l.

Telephones: May fair 6350 (6 lines), Telegrams; " Speedomet, London."

1BBI3BB

HEAD 1 Esse. Wharf,

OFFICE / Canning Town. London. E.I&

Ertabliiha*

tauv

% w

e aetiy>ei h

'?v out ,,iL'n lorries

miles roun.i London, aud by ves e,
or truck to any Port or uat'wn in the
United Kingdom.

BUILDING MATERIALS.

\^7"e shall be glad if you will send us your
enquiries, and would ask you to put
our name on your buyers' list for materials
used in building construction.

Qement, Limes, Bricks, Partition Blocks, Tiles,
Slates, Chimney Pots, Sanitary Ware of all
kinds, Pipes, Gullies, Interceptors, Fire Bricks,
Fire Clay, Fire Cements and Refractories of every
description. Acid Resisting Goods, and Acid
Cements, also " Fiberlic " the root Fibre Board,
Asbestos Sheets and Tiles. " Sank" Wr^nd Piints
and Distempers.

■

Established 1857.

d.H.SANKEY& SO N , L

TD

Telephone :
East 1061.

HEAD OFFICE:- Essex Wharf. Canning Town, London. E.16.

Tetegraihi :
Sankeg, Canning Town.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

224

The Aeroplane

July 21, 192a

OO

Flying Waters and Slipway'.—

WOOLSTON.

London Office : —
DONINGTON HOUSE,

NORFOLK STi, STRAND.

Telephone : Central 7770.

Contractors to
H.M. Admiralty and
Royal Norwegian Navy.

ESTAB. 1912

Contractors to

H M. Air MinisTy

and Royal National Lifeboat Institution,

The longest experience of FLYING BOAT building: in this Country — 8 years.
We produced the first English Commercial FLYING BOAT — 1919.
We produced and ran the first British Commercial FLYING BOAT service — 1919.
We established the first International Commercial FLYING BOAT service — England to
France, 1919.

Our FLYING BOATS are operating all over 'the World, our experience offers you the most
economical means of Transport in the Air.

II A CEAW^DTHV Hill I THAT Will CIV" FULL PARTICULARS AND ILLUSTRATIONS

"A SEAWORTHY HULL THAT WILL FLY." sent on application.

1 5UPERMAMNE Aviation AvbRKS, U

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Sozr

HIS is another Booklet which must interest
everyone concerned in Electrical Installations.
Between its covers will be found illustrations
of several striking examples of the J. & P.
Switchboard Equipment, each of which reveals
not only the high standard of our work but
the wide adaptability thereof.

" Some Switchboards " should be on your business book-
shelf, and a request for a copy will enable you to place
it there.

Other Sectional Catalogues we publish include those
dealing with Overhead Transmission, V.I.R. Cables,
Cab- Tyre Sheathed Cables, Main Cables, Trans-
formers, Lighting Accessories, J. & P. Truck-Type
Switchgear, etc., any or all of which we will send to
you on request.

JOHNSON & PHILLIPS, LTD.

Cable Quakers & Electrical Engineers since '75.

Charlton — London, 3 E.7.

City Office: 12, Union Court, Old Broad Street, E.C.z.

'Branches at Birmingham, Cardiff, Glasgow, (^Manchester, O^euacastle-on-'Tyne, Portsmouth Sf Swansea.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

July 21, 1920

The Aeroplane

225

Flying

Flying Waters and Slipway : —

WOOLSTON.

Contracto s to
H M. Ad t Ira Ity a d
Royal Norw g an N vy.

London Office : —

D0N1NGT0N HOUSE,
NORFOLK ST.,

Telephme ; Centtal 7770.

STRAND.

ESTAB. 1912

to -
m -

E "

IS

i

Contractors to
H.M. Air Ministry

and Royal National Lifeboat Institution,

Originators of circular hull construction.

The longest experience of FLYING BOAT building in this Country — 8 years.

The best speed performance of FLYING BOATS in 1917 — 100 M.PM,

The best speed performance of FLYING BOATS in 1918—118 M.P.H.

The best speed performance of FLYING BOATS in 1919— 147 M.P.H.

Let us demonstrate to you at our W0RK5 our commercial and passenger machine
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KINL . Y MENTION "THE) AEROPLANE " WHEN CORRKSPOND1NG WITH ADVERTISERS

22$A

The Aeroplane

July 21, 1920

THE BALLOON APRON INVENTIONS.

The Inventions Committee continued on July k:tli to hear
evidence in regard to the invention of the balloon-apron
system. The examination of Colonel F. B. Ashmore, C.B.,
C.M.G., M.V.O.., was continued. He admitted having seen
the description of the Venice scheme before developing his
own system. [There was no resemblance between the two
methods.] Colonel Ashmore said his idea in drafting the
balloon-apron scheme was the limitation of the area of attack.

A claim by Mr. Lowry was considered and withdrawn, as
the claimant was in the Straits Settlements.

Lord Tiverton put forward a claim by Mr. F. T. Willows,
who stated that, though he did not invent the balloon apron,
he solved the problem of attaining high altitudes with the
aprons after the technical officers to two Services had failed.
Mr. Willows gave evidence.

The hearing was adjourned until July 26th.

THE AIRCRAFT DISPOSAL COMPANY AT
OLYMPIA.

Ihe Aircraft Disposal Company, Ltd., Regent House,
Kingsway, London, W.C.2, who, as is well known,
are the successors to the not very successful Govern-
ment Aircraft Disposals Board, are ' to be congratulated
on _ turning this somewhat haughty and mysteriously in-
active board into a successful business concern.

With the machines that are for sale one hopes to deal at
an early date, but suffice it to say that in the depot at
Waddon there have been more gaps each time one has visited
it, which seems to point to the fact that many more machines
than is generally supposed have been sold.

In this number of The Aeropi,ane one is more concerned with
accessories. From one's own personal observation and Mr.
Handley Page's remarks at the famous "binge" it seems that
one can obtain anything for aviation from a Pemberton-Billing
house to a Mallaby-Deely suit. One can obtain several tons
of ball races such as Skefko, Auto, Ransome and Marks, etc.,
and all engine spares it is possible to conceive : plugs, valves,
magnetos, carburetters, by the thousand.

Instruments too may be obtained at once and in any quantity
at most reasonable prices. These include watches, which latter
one can particularly recommend, seeing that one's own came
from this establishment, and it neither loses nor gains a frac-
tion of a minute, and is dead accurate. This may be of interest
as an absolute contradiction of the statement one has heard
to the effect that these watches are nothing but "junk."

Full details with prices, all .extremely moderate, may be
obtained from Kingsway. The company, besides exhibiting
types of the machines sold by them, showed most of the
articles mentioned above in the historical section, which
proved to ex-Service people of such outstanding interest.

MODERN METHODS.

Mr. John de Lyle, for whose arrest a warrant had been
issued, relying on the fact that the conventional methods of
the police would move them to watch all sea ports and
yet ignore air ports, arrived at Croydon last week and, after
a certain amount of difficulty, obtained a special D.H.g. With
Mr. Bradley as pilot he reached Paris safely the same evening.

BY ERROR.

It was recorded in the last issue of The Aeroplane that the
Wright Aeronautical Corporation, of Paterson, New Jersey,
had obtained an injunction against the sale or use in the
United States of America of any foreign-built machines em-
bodying features which are an infringement of the Wright
patents.

The injunction was granted in a suit against the Inter-Allied
Corporation, of New York, which was stated, by some extra-
ordinary error, in this paper to be an offshoot of Handley
Page, Limited.

Asa matter of fact the Inter- Allied Corporation of New York
is connected with the Bishop-Barker concern run by the two
Canadian R.A.F. officers of those names, and it has nothing
whatever to do with Handley Page, Limited, in any way.

A TRADE MOVE.

Rolls-Royce, Limited, announce that Mr. A. F. Sidgreaves
has joined the staff of Rolls-Royce, Ltd., as export manager.

AIRCRAFT IN PARLIAMENT

HOUSE OF COMMONS.
July 12th. — The following written answer was given : —

AIR PAGEANT, HENDON.

Mr. JESSON asked the Secretary of State for Air what was the
approximate cost of the air pageant at Hendon on Saturday, July 3rd;
whether such a cost was included in the Air Force Estimates; if so,
under what Vote; and if it is necessary to obtain the sanction of the
House for such demonstrations.

Mr. CHURCHILL : The pay of the Royal Air Force personnel and
the running expenses of Royal Air Force machines employed at Hendon
on July 3rd are normal charges already provided for in the Estimates
under the relevant Votes. I am not aware that there are any other
charges to be met from public funds, though there was also a trifling
expenditure of old or surplus stores which do not require replacement.
The question of Parliamentary sanction does not arise.

* * *

July 14th. — The following oral answers were given : —

BLACK SEA (HOSPITAL SHIPS).

Lt.-Comdr. KENWORTHY asked the First Lord of the Admiralty
whether His Majesty's seaplane-carrier Ark Royal has been used for
carrying refugees who are typhus cases in the Black Sea; how many
times she has been so used; whether she was disinfected immediately
after each voyage; how many cases of typhus there have been among
the crew of this ship; how many of the crew have died; and why
properly fitted hospital-ships were not used for this purpose.

The FIRST LORD of the ADMIRALTY (Mr. Long) : His Majesty's
seaplane-carrier Ark Royal was used on one occasion for carrying
refugees who were typhus cases in the Black Sea She was disinfected
immediately afterwards. There were sixteen cases of typhus fever
among the crew in the Ark Royal, of whom eight were landed at
Batoum on May 14th last, five more landed and sent to the 82nd
General Hospital, Constantinople, on May 18th; one, Mr. Scott, war-
rant engineer, was also sent to this hospital on May 19th; one on May
20th, and one on May 27th sent to the 20th Stationary Hospital. Two.
deaths were reported, namely Mr. Scott, warrant engineer, and Chief
Shipwright C. Mattinson. The only hospital-ship was not at that
time available, and the urgency of evacuation necessitated the use of
all available craft.

Lt.:Comdr. KENWORTHY : May I ask whether a hospital-ship is
now available in the Black Sea; and, if not, would it not be better
to send a hospital-ship which is not fully employed from the Atlantic
or Home Fleet ?

Mr. LONG : I can assure the ton. and gallant gentleman that the
Admiralty have done all in their power to secure that there shall be
a hospital-ship in attendance.

THE INSTITUTION OF AUTOMOBILE
ENGINEERS.

The first meeting of the Institution for Session 1920/ 1921 will be
held on Wednesday, Oct. 13th, when Sir Hy. Fowler, K.B.E, will give
his presidential address.

Subsequent meetings of the Institution will be held on the second
Wednesday in each month up to May nth.

The Birmingham meetings of the Institution will be held on
Oct. 28th, Dec. 30th, Feb. 24th and April 28th.

The London graduates' meetings will be heid on the second Thursday
in each month, and the Birmingham graduates' on the third Wednes-
day in each month.

The first annual dinner of the Institution will be held at the Royal
Automobile Club on Wednesday, Oct. 27th, at 7.30 p.m., when it is
hoped that a number of important guests will be present. The price
of the tickets will be 17s. 6d. per head, excluding wines.

The dates of the Coventry graduates' meetings are as follow: —
Sept. 28th, 1920, business meeting; Nbv. 2nd, 17th, and 30th, 1920;

Dec. 14th, 1920; Jan. 4th and 18th, 1921; Feb. 1st and 15th, 1921; March

1st and 15th, 1921; April 5th, 1921.

THE INSTITUTE OF AERONAUTICAL
ENGINEERS.

JULY NOTICES.

Council Meeting — A meeting of the Council was held on July 12th.
Elections. — Honorary Members : Comm. Dr. Ginaninni; Col. Milivoye
Yoksimovitch. Member : Charles Baxter, M.I.Mar.E., F.R.Met.S.
Associate Members: Hector Sleeman, Capt. Oharles Frobisher,
F.R.Met.S.; F. A. Thomas, A.M.I.Mcch.E- ; Major F. C. Buck; Capt.
P. C. C. Passman; Gysbertus Spit

Foreign, Colonial and Provincial
Branches. — The Council has appointed a
Branches Committee to deal with matters
relating to the promotion of branches at
home at abroad.

Employment. — Every possible assistance
is being given to members in finding
berths, and members desirous of availing
themselves of this should communicate
with the Secretary without delay.

October Examinations. — Associates and
Students who desire to sit for the Intermediate Examination for
Associate Membership mutt make application before Aug. 31st to the
Secretary, from whom copies of the rules of examination are obtain-
able. Pilots may also sit for the Intermediate, and the Final Examina-
tion— qualifying for membership — will also be held in October.

Financial Year. — The Council has decided that the first financial year
shall be considered to end on Dec. 31st, shortly after which date
their Annual Report and' Balance-sheet will be presented.

Monthly Notices. — Members of the Institute who happen to be
regular readers of the Journal in which these Notices appear are
requested to notify the Secretary accordingly, so that the unnecessary
expense of sending out duplicate copies by post may be avoided in
future.

Donations. — The Council gratefully acknowledge the further gift
of office furniture from the Nieuport and General Aircraft Co., Ltd.,
and the gift of a complete set of numbers of "Flight," commencing
with the first issue, from Frederick R. Sirnins, Esq.

Douglas Shaw, Secretary.

60, Chancery Lane, London, W.C.2, July 13th, 1920.

THE ROYAL AERONAUTICAL SOCIETY.

Lectures. — The following programme of lectures to the students of
Sheffield University has been arranged at the request of the Vice-
chancellor : —

Date of Lectures. Title. Lecturer.

Oct. 21st. "Notes on Inspection of Brig -Gen. Bagnall Wild, CM.

Aircraft Steels."
Oct. 28th. "Steels for Aircraft Dr. Aitchinson.

Tubes."

Nov. 4th. "Case-Hardened Steels Capt. A Thain.

and some Defects met
with during Inspec
tion.''

Nov. nth. "Cold- Worked Aircraft Dr. Aitchinson.

Structural Steels."
Nov. 18th. "Materials for Aircraft Mr. A. J. Rowledge.

from the point of view

cf the Designer."
Nov. 25th. "The Economical Use of Mr. A. A. Remington.

Steel in Aircraft."

July 21, 1920

The Aeroplane

225B

"A

The Council desire to tender their grateful thanks
to the following gentlemen for giving their services
/ST/' to deliver popular lectures during the Aero Show at

fSl © J\.A Olympia : — Squadron Reader J. E. H. Pritchard,
Capt. P. D. Acland, Mr. Griffith Brewer, Major H. E.
Wimperis, Capt. D. Nicholson, and Mr. F. M. Green.

Office. — Members are requested to note that the
Offices of the Society at 7, Albemarle Street. W.I.,
will be closed from July 30th to Aug. 17th.

Autumn Session. — In addition to the list of lectures
announced last week, arrangements are being made
at the request of the Aeronautical Research Com-
mittee for the reading and discussing of a paper on
Comparison of the Flying Qualities of Single and Twin-Engined
Aeroplanes," which has recently been presented by Squadron Leader
R. M. Hill, R.AF., to that body.

Papers on "Airship Mooring and Handling," "Airship Piloting," and
"Airship Fabric" will also be icad. >.

Air Ministry Library. — Permission has aeen obtained from the Air
Council for technical members of the Society to use the Air Ministry
Library for reference purposes on production of letters of introduction
signed by the Secretary of the Society. Anv members desiring to
avail themselves of this privilege should therefore apply to the Secre-
tary for a formal letter of introduction.

Annual Dinner. — It is proposed to hold the first annual dinner of the
members of the Society during the month of October next. Members
who anticipate beinj, able to be present will assist in making the
necessary arrangements if they will communicate the fact to the'
Secretary at an early date.

W. Lockwood Marsh,
July 16th, 1920. Secretary.

THE ROYAL AERO CLUB.

AERIAL DERBY HANDICAP.
(Course, 205 miles.)

1. Entrant — Bert Hinkler. Pilot — Bert Hiukler. Aircraft and Engine

— Avro "Baby," 35-h.p. Green. Handicap — 1 hr. 41 min. Start-
ing Time — 2.15 p.m

2. A. V. Roe and Co., Ltd. Capt. H. A. •Hammersley, M.C. Avro

"Baby," 35-h.p. Green. 1 hr. 34 min. 2.22 p m.

3. Leth Jensen. Leth Jensen. S.P.A.D. "S.29," So-h.p. Le Rhone. 45

min. 3. 11 p.m.

4. F. S. Cotton. F. S. Cotton. D.H.i4a, 4.50-h.p. Napier "Lion." 40'j,

min. 3-i5i p.m.

5. Lieut. -Col. F K. McClean. Capt. \V. L- Jordan, D.S.C., D.F.C. Sop-

with "Snipe," 200-h.p. B.R.2 28 mill. 3.28 p.m

6. Major-Gen. the Rt. Hon. J. E- B. Seely, Col. Ivan Davson, Capt. Sir

John C. E. Shelley-Rolls. Flight Lieut. W. H. Longton, D.F.C.
Sopwith "Snipe," 200-h.p. B.R.2. 28 min. 3.28 p.m.

7. Flight Lieut. J. S T. Fall, R.A.F. Flight Lieut. J. S.#T. Fall, R.A.F.

Sopwith "Snipe," 200-h.p. B.R.2. 28 min. 3.28 p.m.

8. A. V. Roe and Co. Ltd. Capt. D. G. Westgarth-Heslam. Avro

"Schneider," 230-h.p. Siddeley "Puma." 19! min. 3.36J p.m.
9 [Entry withdrawn.]

10. The "Nieuport" and General Aircraft Co., Ltd- John Herbert James.

Nieuport "Nighthawk," 320-h.p. A. B.C. "Dragonfly." 12 min.
3.44 p.m.

11. Martinsyde, Ltd R. H. Nisbet. Martinsyde "F.6," 300-h.p. Hispauo-

Suiza. ni min. 3 44' p.m.

12. Squad. Leader T O'B. Hubbard, M.C, R.A.F. Squad. Leader T. O'B.

Hubbard, M.C, R.A.F. Martinsyde "F.4," 300-h.p. Hispano-
Suiza. io£ min. 3.45! p.m.
T3. Sopwith Aviation and Engineering Co., Ltd. H. G. Hawker. Sop-
with A. B.C., 320-h.p. A.B.C. "Dragonfly." 9 min. 3.47 p.m.

14. Bristol Aeroplane Co., Ltd. C. F. Uwins. Bristol "Bullet/' 450-h.n.

Bristol "Jupiter." 7! min. 3485 p.m.

15. Martinsyde Ltd. F. P. Raynham. Martinsyde "Semiquaver," 300-

h.p. Hispano-Suiza. 1 min. 3.55 p.m.

16. The "Nieuport" and General Aircraft Co., Ltd. L- R^Tait Cox.

Nieuport "Goshawk," 320-h.p. A.B.C "Dragonfly." s Scratch.
3.56 p.m.

OFFICIALS.

Judge.— Brig-Gen. Sir Capel Holder., K.C.B , F.R S.

Stewards. — Air Vice-Marshal Sir John Salmond, K.C.B., C.M.G.,
C-V.O., D.S.O.; Air Vice-Marshal A. V. Vyvyan, C.B., D.S.O. ; Lieut. -Col.
John D. Dunville.

Clerk of Course.— Col. F. Lindsay Lloyd, C.M.G., C.B.E. (Assistant :
B. Stevenson.)

Handicappers. — Wing-Commander E- F. Briggs, D:S O., R.A.F.; Squad-
ron-Leader T. M. Barlow, R.A.F. ; Squadron-Leader R. M. Hill, R.A.F.

Timekeepers and Starters — A. G. Reynolds; T. D. Dutton.

Marshals — Howard T. Wright (Chief Marshal); Capt. W. G. Aston;
Commander W. Briggs, R.N.; Lieut. -Col. W. A. Bristow; Major Ap.
Ellis; Flight Lieut. \r. Greenwood, R.A.F ; C. G. Grey; Capt. W. E.
Holland; Capt. L- F. Jones; Major J. H. Ledeboer; Capt. J. M. Mac-

F./Off. V., R.A.F.; Mitchell, Obsr. /Off. J., R.AF.; Smith, Fit. Lt.
W. S. C, R.A.F.; Terry, Flt./Lt. E. P., R.A.F.

G

boer

Lockwood Marsh ; Major R. H.
Tyler; J. E Withers; Major

Alery; Major G. McCall; Lieut. -Col. W.
Mayo; D. W. Thoiburu; Major J. H.
W. E. de B. Whittaker.

Observers at Turning Points. — A. J. A. Wallace Barr; T. D. L. Bro-
Iherstone; Capt. R. L. Charteris ; Major B. M. Dodds; B. Faulkner;
Capt. C. L- E. Geach; Henry Knox; Capt. D. G. Murray; Henry Webb.
Honorary Surgeon. — Major H. Graeme An lerson, R.A.F.
Committee of Management. — G. B. Cockburn; Col F. Lindsay Llovd,
C.M.G., C.B.E. ; Air-Commodore E. M. Maitland, C.M.G., D.S.O , R.A.F. ;
Group-Capt. C. R. Samson, C.M.G., D.S.O., R.A.F. , Bernard Isaac and
Harold E- Perrin, Organising Secretaries.

FLYING SERVICES FUND.
Subscriptions. — Total subscriptions to June 28th, 1920 — £17,138 10s. 2d.
Major P. Litherland Teed (6th contribution), £3 3s.; half the proceeds
of a Charity Matinee given by the Flow-rdown Amateur Dramatic
Society, of Headquarters, No. 1 (T.), Wireless School, Winchester,
£6 12s. lod. Total, July 20th, 1920, £17,148 6s.

R.A.F. APPOINTMENTS. (FROM
"THE LONDON GAZETTE.")

MILITARY

War Office, July 16th.
The names of the following have been brought to the notice of
the Secretary of State for War by Maj.-Gen. H. C Holman, K.Q.B ,
C.M.G., D.S.O., for valuable and distinguished services rendered with
the Eritish Military Mission in South. Russia. Dated March 15th,
1920: —

. Allsebrook, Flight Officer H., R.A.F.; Archer, Sqdn. Ldr. J O,
O.B.E., R.A.F; Bourne, F./Off. (A.Capt.) W., R.A.F. ; Edwards,
F./Lt. H, R A.F. ; Fulford, F./Off. E-, R.A.F.; Fulton, F./Off. D. B.
C, R.A.F. ; Harrison, F./Off. (A. /Capt.) W. H, R.A.F.; Holder,

AIR FORCE.

Air Ministry, July 6th.

ROYAL AIR FORCE.— Feying Branch.— Pilot Officer to be Flying
Officer:— E. G. Breen, Feb. 29th.

Flying Officer G. E- Creighton is placed on the half-pay list (Scale
13) , July 4U1.

Administrative Branch. — Pilot Officer to be Flying Officer : — J. H.
Woodgett, Oct 1st, 1919.

Technical Branch. — Pilot Officer A. H. Harrison to be Flying Officer,
Oct. 1st, 1919.

Air Ministry, July 9th.

R.A.F. — Permanent Commissions. — Flying Officer W. H. Ellison (T.)
is granted a permanent commn. in the rank stated, with effect from
Aug. 1st, 1919 (substituted for notification in "Gazette," July 2nd, but
does not affect notification in "Gazette," Nov. 28th, 1919)

Flight Lt. A. M. Waistell, D.S.C., relinquishes his commn. on ac-
count of ill-health, and is permitted to retain his rank, July 10th.

Short Service Commissions — Flight Lt. A. S. Goodwin (T.) is granted
a short service commn. in the rank stated, with effect from July 9th.

The following temp, appts. are made at the Air Ministry : —

Deputy Directors.— Lt. -Col. C L. Courtney, C.B.E , D.S.O., from
Director; Lt -Col. A. Fletcher, C.B.E-, M.C, from Director, May 1st,
1919.

Flying Branch.— Flight Lt. J. C Brooke, D.S.C, is restd. to the
Active List, Dec 1st, 1919

Flight Lt. J. C. Brooke, D.S.C, is placed on the half-pay list (Scale
A), Aug. 7th, 1919.

PERSONAL NOTICES.

[Ex-officers and men of the Royal Air Force are invited to send
notices for the Personal Columns of The Aeroplane. There is no
charge for the insertion of these notices, as it is considered that they
are very interesting items of news and tend to keep past and present
members of the Flying Services in touch with one another. The Editor
will also be glad to publish free of charge applications for work from
demobilised officers and men who have found difficulty in obtaining
employment. It is hoped that none who are not in urgent need oi
work will avail themselves of this offer ]

Deaths.

ILLINGWORTH.— Capt. M. Oswe Illingworth, R.A.F , who died
on July 15th after a lingering illness contracted on active service,
August, 1914 — April, 1919, was the son of Ebenezer Illingworth, of
Cape Town (late of Bradford), and only brother of Elsie Illingworth,
5', Upper Addison Gardens, W 14. He was 39 years of age.

MACQUEEN.— Fit. Officer Alexander J Macqueen, R.A.F., of No. 12
Squadron, aged 25, sou of Mr. J. Macqueen, Shanklin, Isle of Wight,
was killed while flying near Cologne on July 5th.

Marriages.

BARNARD— PAYNE.— On July. 10th, at Wallington, by the Rev. W
Hardy Harvvood, F. Leslie Barnard to Eth;l (Pat) Pavne.

FOSTER— ANNE.— On July 1st, at the Brojnpton Oratory, Major John
B Foster, eldest son of the late Leonard Foster, of Kirklington Hall,
Notts., was married to Mrs. Crathorne Anne, widow of Major Crathorne
Anne, of the Royal Flying Corps, by the Rev. John Talbot.

LIVINGSTON— LEGAS5ICKE-CRESPIN.— On July 8th, at St. Mary
Abbot's, Kensington. Flight Lt. Philip Clermont Livingston, R.A.F.,
M.S, B.A. Cantab., M.R.C.S., D.P.H., son of the late Mr. Clermont
Livingston, of Cowicham Lake, Vancouver Island, and Mrs. Livingston,
2S, Fitzjanies Avenue, West Kensington, was married to Lorna Muriel,
only daughter of Mr. and Mrs. Legassicke-Crespin, late of 51, West
Cromwell Road, Kensington, and Modbury, Devon, by Prebendary
Eardley-Wilmot

LOCKYER— MEASURES.— On July 1st, at St. Etheldreda's Church,
Hatfield, Clarence Edward Williams Lockyer, R.A.F., only son of
J E- Lockyer, A.M.I.C.E., of Kingsbridge, was manied to Dorothy
Rebecca, elder daughter of J. Measures, of Roe Green, Hatfield.

MEERS — GUNN. — On July 6th, at Saint George's, Bickley, Rupert
Hart Meers, late Capt., R.A.F., M.A., of Chiselhurst, was married to
Alice Norah Gunn, daughter of the late W. Cecil Gunn, and of Mrs.
Gunn, of the Red House, Bickley, Kent, by the Rev. Canon W. A.
Carroll, M.A.

MOSSOP— MARETT.— On July 12th, 1920, at St. Heliers Parish Church,
Jersey, Edward Ashort Mossop (late Capt., R .A.F.), son of Mr. and
Mrs. Charles Mossop, of St. Helier, Jersey, was married to Nellie de
Carteret, only daughter of Mr. E- G. Marett and the late Mrs. Marett,
of Grouville, Jersey, by the Very Reverend the Dean of Jersey.

OXENHAM— GRUNOW.— On July 14th, at St. George's Church,
West Hartlepool, Arthur Hugo Gordon Dunkerley, late R.A.F., youngest
son of John Oxenham, Ealing, was marritd to Elsie, second daughter of
Mrs. Grunow, of Avenue Road, West Hartlepool.

TRENCHARD— BOYLE.— The marriage took place on July 17th, at
St. Margaret's, Westminster, of Air-Marshal Sir Hugh Montagu Tren-
chard, Bt., K.C.B., D.S.O., Chief of the Air Staff and Colonel of the
Royal Scots Fusiliers, and Katharine, widow of Captain the Hon. James
Boyle, Royal Scot Fusiliers, and second daughter of the late Mr. Edward
Salvin Bowlby, of Gilston Park, Herts, mi l of Knoydart, Inverness-.
shire, and of Mrs. Salvin Bowlby, of 56, Lowndes Square

The Rev. Harry Dan Leigh Viener, Chaplain of the Air Force, offi-
ciated, assisted by the bride's cousin, the Rev. Henry Thomas Bowlby,
Headmaster of Lancing College. The Hon Maurice Baring was best
man.

The ushers were Air-Commodore H. R. M. Brooke-Popham, C.B.,

C. M.G., D.S.O., A.F.C, Air-Commodore C. A. H Longcroft, C.M.G.,

D. S.O., A.F.C, Group-Captain A. M- Longmore, D.S.O., Group-Captain

C. L- N. Newall, C.M.G., C.B.E., A.M., and Captain T. B. Marson, M.B.E.
The following were among those who attended the church : —

Mr. and Mrs. Churchill, the Marquess of Londonderry with his two
younger daughters, Lady Desborough, Viscount Cowdray, General
Duval, Chi°f of the French Air Service, the Earl and Countess of Ken-
mare, the Earl and Countess of Cassillis, the Earl and Countess of Dun-
more, the Earl of Cranbrook, Lady Keyes, Lord Stanmore, Lord Hugo
Cecil, Lieut. -General Sir John and Lady Birch, Mrs Salvin Bowlby, the
bride's mother, Sir Anthony and Lady Bowlby, Col G. H Agnew,

D. S.O., Mrs. Cracroft Amcotts, General and Mrs Hastings Anderson,
Maj. -General Sir Frederick and Lady Sykes, Mr Edward Trenchard, the
Hon. Mrs. Geoffrey Bowlby, Wing-Comm. the Hon. John and Mrs.
Boyle, the Hon Alan and Mrs. Boyle, Col. and Mrs Douglas Brownrigg,
Lieut.-Col. and Mrs. Buchanan, Lieut. -Col. George and Mrs. Ferguson
Buchanan, Lieut. -General Sir Philip and Lady Chetwode, Major and Mrs.
Arthur Dorrien-Smith, Major and Mrs. Edward Dorrien-Smith, Lieut.-

226

The Aeroplane

July 21, 1920

General Sir John and Lady Du Cane, Capt. and Mrs. Eastwood, the
latter a sister of the bridegroom, Sir Walter and Lady Egerton, Air
Vice-Marshal and Miss Ellington, Col. F. H. Errington, Air-Commodore
and Mrs. Fell, General Sir Charles and Lady Alice Fergusson, Admiral
Sir James and Lady Fergusson, Lieut. -General Sir G. H. and Lady
Fowke, the Hon. Edward Gathorne-Hardy, the Hon. Robert Gathorne-
Hardy, Lady Jane Gathorne-Hardy, Lady Gough, Air Vice-Marshal and
Mrs. Higgins, General F. F. and Mrs. Hill, Col. the Hon. A and Mrs.
Hore Ruthven, Brig. -General and Mrs. Jeffreys, Lady Doris Greene
Kelly, Rear Admiral Sir Cecil and Lady Lambert, Maj. -General Sir F.
Maurice, Brevet-Col. O. H. and Mrs. Delane Osborne, Air Commodore
Pitcher, Brig.-General and Mrs. Pollard, Sir Walter and Lady Raleigh,
Lieut. -Col. and Mrs. Moore-Brabazon, General and Mrs. de Rougemont,
Wing-Corn. Sir H. A. vati Ryneveld, Lady Salmond, Air Vice-Marshal
Sir J. Salmond, Brig.-General and Mrs. Scudamore, Maj.-General Seely,
Air Commodore and Mrs. Game, Air Commodore and Mrs. Lambe, Air
Commodore and Mrs. Steel, Group-Capt. Halahan, Group-Capt. and Mrs.
Smyth Osbourne, Group Capt. and Mrs. Bonham Carter, Wing Comm.
and Mrs. Heseltine, Wing-Comm. and Mrs. J. C. Halahan, Wing Comm.
and Mrs. Rankin, Wing Comm. Wynn, Wing Comm. Godman, and a
large number of flying officers, officers and officials of the various de-
partments of the Air Ministry, and officers of the ist Battalion of the
Royal Scots Fusiliers and the Royal Scots Fusiliers' depot at Ayr.

On leaving the church Air Marshal and Lady Trenchard were played
past the R.A.F. guard of honour by the pipers of the Royal Scots
Fusiliers.

Engagements.

HORSFIELD — MUIR. — A marriage has been arranged, and will
shortly take place, between Capt. H. T. Horsfield, A.F.C., R.A.F., and
Lily, daughter of the late J. W. Muir, I.C.S., of 7, Queen's Gate
Gardens, S.W.

MONTAGU — CRAKE. — The marriage arranged between Miss Pearl
Crake and Lord Montagu of Beaulicu will take place at 2.15 at St.
Margaret's, Westminster, on Tuesday, Aug. 10th.

NICHOLSON — SCOTT. — An engagement is announced, and a mar-
riage will shortly take place, between Mr. J. J. W. Nicholson, D.F.C.,
R.A.F., and Kathleen Maud, second daughter of the Rev Canon and
Mrs. Scott, of Douglas Rectory, Co. Cork.

PORRI — CANONNE. — A mairiage has been arranged, and will take
place at the Cathedral, St. Omer, between Flight Lt. C. Porri, M.A,,
Barrister-at-Law, and Mile. Jeanne Marie Canonne, younger daughter
of Mme. Canonne and the late M. Leon Canonne, Officier de l'Ordre
de Nichan Pftikar (Tunis), of St. Omer, Pas de Calais, France.
Births.

BOURKE. — On July 5th, at a nursing-home in Grantham, wife of
Group Capt Bourke, R.A.F. — a daughter.

COURTNEY. — On July 4th, at Hasledeane Lodge, Camberley, the
wife of Wing Comdr. I. T. Courtney, R.A.F. (late R.M.L-L), of a son.

GRIFFITH. — On July 13th, at 8, Foulis Terrace, Onslow Square, to
Bluebell, wife of Capt. Edward Noel Griffith (late R.F.C.)— a daughter.

MALET.— On June 21st, at the Mill House, Sheet, Petersfield, Olga
Muriel, wife of Flight Lt. H. G. R. Malet, R.A.F., of a son.

MILEY. — On July nth, at St. Mary Bourne, the wife of Sqdn. Ldr.
A, J. Miley, O.B.E., R.A.F., of a daughter.

EMPLOYMENT.

[Except where addresses are given, communications should be sent
c/o The Aeroplane, 175, Piccadilly, W.i.]

Situation required by mechanic wtih sis years' experience of stor£
work, assembling, and engine testing in the aircraft industry. Small
knowledge of propeller testing Letters to be address to W. M., at
this Office.

The Editor of The Aeroplane knows of a vacancy for a competent
ground engineer (certificated) to take charge of a machine operating
on the East Coast. Letters should be marked "B. M.," c/o the
Editor, The Aeroplane, 175, Piccadilly, W.i.

The Editor of The Aeroplane knows of vacancies for two reliable
seaplane pilots, a first-class rigger and a first-class fitter, all for work
in Scandinavia Pay, ^15 weekly for pilots and £6 to mechanics.
Expenses paid when on tour. Letters should be marked "P. F. H."

COMING EVENTS.

JULY.

17th, Sat.-29th, Thurs. — Antwerp Seaplane Meeting.
24th, Sat.— Aerial Derby at Hendon.

AUGUST.

3rd, Tues.— British Government Competition, large and small type

Aeroplanes, at Martleshatn Heath.
25th, Wed., 26th, Thurs.— R A.F. v. Army Cricket Match at the Oval:
28th, Sat., 29th, Sun.— Schneider Cup Race at Venice.

SEPTEMBER-

ist, Wed. — British Government Competition, Amphibian Competition
at Felixstowe.

tth, Thurs., 9th, Friday, 10th, Sat.— Federation Aeronautique Interna-
tionale Conference, Geneva

27th, Mon. — Gordon Bennett Aviation Cup Meeting near Paris begins.

Day to be announced.— Lake Garda International Seaplane
Race.

OCTOBER,

2nd, Sat. — Gordon-Bennett Aviation Cup Meeting near Paris closes.
2wl, Sat. — Gordon Bennett Balloon Race at Indianapolis.

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July 21, 1920

The Aeroplane

227

CLEAR VIEW

in Bad Weather.

Kent's Centrifugal CLEAR VIEW SCREEN
maintains a clear look-out in spite of rain or
snow, or even oil thrown from the engine
or tractor.

Made in two types for aircraft purposes : —

(1) Driven by a small propeller carried
on one of the struts.

(2) As illustrated, driven by vanes fixed
round the periphery of the disc.

Manufactured by

GEORGE KENT, LIMITED,

199, High Holborn, London, W.C.I.
WorKs = = = = = Luton.

J

66

CELLON"

Jhe

DOPE OF PROVED EFFICIENCY

Dope manufactured by us was used on the Machines
exhibited at the following Stands at Olympia :—

Austin Motor Co., Ltd. Stand No. 66

Blackburn Aeroplane Co., Ltd. ... ,,64

Bristol Aeroplane Co., Ltd. ... 58 & 59

British Aerial Transport Co., Ltd. - - ,,46

Fairey Aviation Co., Ltd .... , , 47

Martinsyde, Ltd. ...... „ 43

Short Bros., Ltd. .... - ,44

Sopwith Aviation Co., Ltd. .... „ 42

Supermarine Aviation Works, Ltd. - 45

Westland Aircraft Works - „ 61

ilrc

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

228

The Aeroplane

July 21, 1920

The

Sterling Worth of

TERRY

Quality

makes it dependable for accuracy
and service, because we work to
closest limits, and ensure uni-
formity of quality by special heat
treatments.

We can meet any demand
for springs, presswork, hose clips,
flexible shafts, &c, and give most
advantageous prices for contracts.

Why not send us your sam-
ples or prints and ask us to
quote for the quantities you
need ?

HERBERT TERRY & SONS,

Ltd.,

Manufacturers,
REDD1TCH, Eng.

Est. 1855.

THE

Eastbourne Aviation Co.

illlllllllllllllllllllllllllllllll LTD.
ESTABLISHED 191!.

AEROPLANE CONSTRUCTORS
Contractors to the Admiralty.

■rei e (GRAMS s Aircraft \

( PHONE: U76 } EASTBOURNE

ONLY THE BEST

CAN GIVE

THE BEST RESULTS

Good Workmanship and our
Superfine Aero Varnishes,
Paints and Enamels will-
ensure a Perfect Finish.

NAYIOR BROTHERSlLONOONJOD SlOUGH.BUCKl

. . FOR . .

SPARES & TOOLS

Engine and Aero, Rolls-Royce,
Hispano, Le Rhone, R.A.F.,
Renault, Clerget, etc., etc.,

Write or Wire—

Northern Engineers Supply Co.,

Proprietor : Major F. G. Brown, late R.A.F. (Stores).

John Street - - SHEFFIELD.

Telegrams: "Nescaero, Sheffield." Telephone; Central 442.

Send for Facts & Figures

relating to actual tests carried out in a
Davis ReVergeit Furnace

showing an

Economy of 70%
in the production of Forcings

The DAVIS FURNACE COMPANY

DIAMOND FOUNDRY, LUTON, BEDS

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

July 21, 1920

The Aeroplane,

229

Shell Marketing Co., Ltd., Kingsway, London, W.C.2.

The "All-British" Pioneers
of the

Aircraft Propeller Industry.

PROPELLED

Our long experience ensures
effective design.

Our record as the largest
producers during the war
was won through quality of
manufacture.

Your enquiries a e safe with
us from either standpoint.

Lang Pwpeimr Ltd.

Surrey.

Ill

iSe/egy-am s Aeros r/cxs . Weybridgl
Sefepfione seo - j-g/ Weysp/dce..

Group uf Aeroplane Radiators.

RADIATORS

for Airships
and Aeroplanes'

QUR spacious works at Greet, Birmingham,
contain up-to-date plant and machinery
for drawing to any length or design tubes
for aeroplane radiators.

Before leaving the works every radiator has
to pass numerous tests of efficiency. Thus,
we can give you complete assurance of
reliability and maximum efficiency.

Serck Radiators, Ltd., are the largest manu-
facturers in the Kingdom. Radiators by
Serck have a wide reputation for efficiency
— the fruits of 13 years' experience in all
branches of the business.

Our facilities for extensive production ; our
technical knowledge and experience ; our
well-equipped workshops and plant are all
at your service.

Send us particulars of your requirements.
We shall be happy to quote you.

SERCK

Radiators, Ltd.

(Late National Aircraft Radiator Factory),

Warwick Road, Greet, Birmingham.

Telephone : Victoria 531 (3 lines).
Telegraphic Acdres-s. "Nerleak, Birmingham."

CHESTER : Kaleyards, Frodsham Street,
SUDBURY (Suffolk) : Cornard Works.

KINDLY MENTION " THE AEROPLANE '

WHEN CORRESPONDING WITH ADVERTISERS.

230

The Aeroplane

July 21, 1920

TRADE CARDS.

NAME PLATES,
DIALS, SCALES, ADDRESS PLATES,

etc., in all metals, Celluloid, Bone,
Ivory. Chemically enlarged or machined;

GLEGG METAL ENGRAVING CO., LTD.,
WORTHING.

GRAHAM E- WHITE FLYING SCHOOL.

First in 1909 and first ever since. The New System embodies 2 courses:
Course 1. — R.Ae, Certificate.
Course 2.— ALL STUN 1 ING (Optional).

on completion of the la ter course, pupils are competent to perform
all kinds of trick flying. For full particulars apply the

GRAHAM E- WHITE COMPANY LTD.,

LONDON AERODROME, HENDON, N.W.9.

Telegrams—" Volplane Hyde London.'' Telephone— Kingsbury 120 (7 lines).
Excellent Accommodation at THE LONDON AERODROME HOTEL.

Tel. — " Charcoal/' Phone — " Hornsey 1580."

London Die Casting Foundry, Ltd.,

Trcmlctt Grove,
Junction Road, Holloway, N.19.
ALUMINIUM, BRASS & ZING ALLOYS. AERO, MOTOR & GENERAL

PEGAMOID

BRAND

LEATHER CLOTH.

The Best "Waterproof Covering for Bailway, Tram-
way, Aeroplane, Motor Boat, Cushions, Seats, etc

NEW PEGAMOID LIMITED, ttS£r?T)i]&

Telegrams— Pegamoid, Phone, London,
Telephone— City 9704 (2 lines). Cables a b c 5th Edition and Private.

Tr»d« | MEN PINE I Mark.

LIQUID SCOTCH GLUE

, 'USED' BY THE LEADING AEROPLANE CONSTRUCTOK5.
MOISTURE-PROOF. ..
Writ,* for Price List and Particular*
MEND1HE CO., 8, Arthur Street, London Bridge, E.C.

RUBBER

PETROL & OIL RESIST-
ING HOSE & TUBING,
WASHERS, BUFFERS, MATTING, SHEET,
STRIP. CONNECTIONS, GASKETS, ETC.

Alpcratt Specialists

JAMES LYNE HANCOCK LTD.,
266, GOSWELL ROAD, LONDON, E-C.1

FOfi BOW0£/V CABLES,
ANDF/TT//VGS

THEBOWDEN BRAKE C?L™

TYSELEY BIRMINGHAM

Read "L'AIR"

The Most Interesting of French Aviation Papers.

FOR SALE AT

"The Aeroplane" Publishing Office,
61, Carey Street, W.C.2. Price 6d.

The A it* Navigation Oo., Ltd.

BLERIOT & SPAD

ADDLESTOKE (SURREY).

Contractors to War Offioo amm*
Admiralty a

Flying; Ground— Brooklanda Aerodrome

NORBERT CHEREAU, Managing DlMOtOP.

T«l«cramt— Bleriot, Weybrldge. Tel*ph«n»— S5l Weybrideo.

THE " SEMLOH " SUIT CASE.

SUPER OXHIDE, HAND MADE THROUGHOUT
BY EXPERT WORKMEN. Size :— 24" X13|" X 6".

Price, including initials, carriage paid 100/-.

ACTUAL MAKERS;—

C H. HOLMES & SON, 38, ALBERT STREET, MANCHESTER.

KINDLY MENTION "THE AEROPLANE" WHEN CORRESPONDING WITH ADVERTISERS.

July 21, 1920

The Aeroplane

231

INDEX TO ADVERTISERS

Accles & Pollock, Ltd. Front Cover &
Inside Front Cover

Aircraft Improvements Co. .

Air Navigation Co., Ltd. . . 230

Armstrong-Siddeley Motors, Ltd.

Arrol-Johnston, Ltd. . Front Cover
Auster, Ltd. . . Front Cover

Austin Motor Co., Ltd. . .

Automatic Telegraph Co. . .

Aviation Insurance Assoc. . .

Beardmore Aero Eng., Ltd., The

Front Cover 6-215
Beardmore, Wm., & Co., Ltd. . 201
Benton & Stone .
Blackburn Aero & Motor Co., Ltd 221
Boulton & Paul, Ltd. .
Bowden Brake Co., Ltd., The . 230
Bray, Gibb & Co., Ltd. Inside Back Cover

191

Co

Bristol Aeroplane Co., Ltd.
British Aerial Transport

Limited
British Cellulose Co., Ltd.
British Emaillite Co., Ltd., The
British Lighting & Ignition Co.,

Ltd. . . . . . . ,

British Piston Ring Co., Ltd.
British Thomson- Houston Co.

Ltd., The.
Brown Brothers, Ltd. .
Bruntons ....
Burberrys, Ltd. .
Calthrop, E. R., Aerial Pat., Ltd
Cellon, Ltd.
Central Aircraft Co. .
Clegg Metal Engraving Co., Ltd
Coan, R. W. ...
Cradock, Geo., & Co., Ltd.
Davis Furnace Co., The
Dudbridge Ironworks, The
Eastbourne Aviation Co., Ltd
Ebora Propeller Co

199
232
226

207
173

227

230
225

228

228

Fairey Aviation Co., Ltd., The . 197
Firth, Thos., & Son, Ltd. .
Fluxite ....
Frood, Herbert, Co., Ltd. .
Gas Accumulator Co. (U.K.), Ltd

189

General Accident, Fire and Life

Assurance Corp., Ltd. . .

General Aeronautical Co., Ltd. 226

Gosport Aircraft Co. . . .

Grahame-White Co., Ltd. . . 23c

Green Engine Co., Ltd. . Back Cover

Greening & Sons, Ltd. Inside Back Cov r

Gwynne's, Ltd

Hancock, James Lyne, Ltd. . 230

Handley Page, Ltd. . . . 217

Hobson, H. M., Ltd. . . .

Holmes, C. H. . . . 230

Hope, H,, & Sons Inside Back Cover

Hoyt Metal Co., Ltd. . . .

Imperial Light, Ltd. Inside Front Cover

Instone Air Line *. . .

Johnson & Phillips, Ltd. . . 224

Kent, George, Ltd. . . . 227

Lang Propeller Ltd. . . . 229

LepAerial Travel Bureau . .

London Die Casting Foundry,

Ltd. 230

Marconi Wireless Telegraph Co.,

Ltd. 221

Martinsyde, Ltd. . . . 181

Mather & Co

McGregor, Gow & Holland, Ltd.

MacLennan, John, & Co. . . 226

Mendine Co. . . . . 230

Metal Airscrew Co., Ltd. . . — ■ —

Mills, Wm., Ltd. . . . .

Napier, D. & Son, Ltd. . .

Naylor Bros., Ltd. . . . 228

New Pegamoid, Ltd. . . . 230

Nieuport & General Aircraft Co.

Limited .... Back
Northern Engineers' Supply Co
Oddy, W., & Co.
Palmer Tyre, Ltd.
Petters, Ltd.

Pettett

Pinchin, Johnson, & Co., Ltd
Robinhood Eng. Works, Ltd.
Roe, A. V., & Co., Ltd. . 174
Rolls-Royce, Ltd.
Rubery, Owen & Co, .
Sagar, J., & Co., Ltd. .
Sankey, J. H., & Son., Ltd.
Saunders, Ltd. .
Serck Radiators, Ltd.
"Shell" Marketing Co.
Short Bros., Ltd.
Smith, S., & Sons
Society of British Aircraft Con

structors .
Sopwith Aviation Co., Ltd
Standard Piston Ring & Engineer

ing Co., Ltd.
Sunbeam Motor Car Co., Ltd.
Supermarine Aviation Works, Ltd

224

Tampier, Rene ....
Terry, H., & Sons, Ltd.
Titanine, Ltd. . Front Cover
Triplex Safety Glass Co., Ltd.

Front

Vacuum Oil Co., Ltd.
Vandervell, C. A. & Co.,
Vickers, Ltd.
Wakefield, C. C, & Co

Walton Motors, Ltd. .
Westland Aircraft Works
Wheeler, T.

Yorkshire Steel Co. Ltd.

Ltd. .

• 193
Ltd. .
Front

Cover

228
231

& 185
1 S3
231

!73
223

229
229

223

179

213

& 225

228
& 205

Cover

& 195
Cover

209

232

DESIGNERS and MANUFACTURERS
OF

AERIAL

PROPELLERS

ONLY

FOR ALL PURPOSES

CONTRACTORS TO H.M. GOVERNMENT

W. D. ODDY & Co., Ltd ,

GLOBE ROAD, HOLBECK, LEEDS.

'Pho

I 20547 Telegrams : AIRSCREWS. LEEDS.

1 20548 Codes: MARCONI. LEIBERS.

232 The Aeroplane July 2i, 1920

MISCELLANEOUS ADVERTISEMENTS,

SPECIAL PREPAID RATE : 18 words 21- : Situations Wanted ONLY. 18 words V- ; Id- per word after TRADE ADVERTISEMENTS
In these columns. 3 lines 6/- : V-ver line after. Public Announcements, Legral Notices. Auctions. Contracts, etc. 21- per line.'
For the convenience of Advertisers, replies can be received at the offices of " THE AEROPLANE," 61. Carey St.. London W O.2.

PATENTS.

PAGE, WHITE and VAUGHAN (late Page and
Rowlingson), Chartered Patent Agents (Consult-
ing Engineer, Mr. S. E. Page, A.M.Inst.CE), 27,
Chancery Lane, London, W.C. Tel., 332 Central.

HENRY SKERRETT (H. N. Skerrett, A.I.A.E.,
A.I.Mech.E., Associate I. EE-, Fellow of tbe
Chartered Institute of Patent Agents), Patents,
Designs and Trade Marks.— 24, Temple Row,
Birmingham.

MR. CHATWIN, A.T.EE'i Patent Agent, Aircraft
Engineer and Inspector Telephone : Holborn
6109. 253, Gray's Inn Road, London, W.C.I.

SITUATIONS VACANT.

ROYAL AIR FORCE.
SKILLED TRADESMEN AND UNSKILLED
RECRUITS REQUIRED.

Skilled Tradesmen, pay 3s. to 5s. 6d. per day
on joining, rising to 1S3. per day. Age 18 to 28,
and for ex-Service men 18 to 38.

Unskilled Recruits for training as Carpenters,
Riggers, Photographers, Wireless Mechanics and
Wireless Operators, ray to commence, 3s. per
day. No previous experience required provided
recruit otherwise suitable and willing to be
trained in the trade for which enlisted

For condition of service, separation allowance,
etc , call or write to Inspector of Recruiting,
Royal Air Force, 4, Henrietta Street, Covent
Garden W.C. 2.

WANTED IMMEDIATELY Ground Engineer for
90-h.p. Curtiss Engines. State experience and
salary required. — Box No. 4,888, The Aeroplane,
61, Carey Street, W.C. 2.

SITUATION WANTED.

"AS PANTS THE HART," Etc.— So longs my
soul for things aviatic. Twenty-three; Public
School; four years technical R.A.F. ; hard worker;
very keen ; do anything, go anywhere. Want live
job. — Box No. 4,887, The Aeroplane 6r, Carey
Street, W C-2.

AIRCRAFT PARTS.

HARDWOOD FOR AEROPLANES. — Specially
Selected air-dried timber as supplied to leading
constructors in Britain and the Continent. Silver
Spruce, Ash, Poplar; Hickory and Ash Skids;
Three-ply: Thin Cedar and Mahogany for Floats;
Walnut for Propellers. — William Malliuson and
Sons, Ltd., Hackney Road. 'Phone, 3845 Central,
1770 Wall.

ENGINEERING.

BRITISH CORRESPONDENCE SCHOOL OF
AERONAUTICS (Estab. 1908). — Engineering
course, 17s. 6d. Advanced course in design, en-
gines, draughtsmanship, 42s. Diplomas granted. —
Pennington's, 254, Oxford Road, Manchester.

MODELS.

First-Class Model, Petrol-motors and Castings,
unique ; interesting. List 3d —Madison Motorics,
Littleover, Derby.

FOR SALE.

AVIATION COMPANY with sole contracts to fly
in two famous seaside resorts is willing to
dispose of contracts, together with necessary
machines Only reason for disposal is capital re-
quired for extensive manufacturing contract.—
Apply in first case, C. W. Seymour, 19, Ashley
Place, S.W 1.

SUNBEAM, 150-h.p. 8-cylinder, and 225-h.p. i»
cylinder Aero Engines. Guaranteed as i»ew, for
sale. — Apply, The Cambridge Automobile and En-
gineering Co., Ltd., 2i, Hobson Street, Cambridge.

TRANSFERS.— Finns requiring Transfers should
write to the makers. — A. Bird and Co., Latimer
Street, Birmingham.

WANTED.

WANTED, modified D.H.6, without engine or
instruments; also Beardmore Cylinders in good
condition.— By-Air, Ltd., 50, Earl Street, Coventry.

OFFERS WANTED for the following Aero
Engines, which are all in good condition : —

One 50-h.p. Gn6me.

Two 200 h.p. Siddeley "Puma."

Two 90-h.p. R.A.F.
Also For Sale, cheap, quantity of Airco 9 and 9a
Fuselages, also Airco Main Planes and other
units — Reply to Aircraft Manufacturing Co., Ltd.,
E.i Dept., Edgware Road, The Hyde, Hendon,
N.W.9

PERSONAL.

No. 3 SQUADRON, R.F.C., & R.A.F.
Ex-Officers of the above Squadron are requested
to communicate with Flight Lieut. J. K. Summers,
R.A.F., Calshot, Fawley, Hants, with a view to
holding a re-union dinner this autumn.

piillilllillllllllllllllilililiiliiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiliiiiiiiiiiiiiiiii

The WHEELER |
E Pocket Height and Weather Indicator =

= T

For Aerial Passengers.

HIS instrument is designed for use of aviators. It indicates the
exact height at which the Aeroplane is flying and is of great
interest and value to all who fly. Furthermore it has the
additional advantage of Indicating the weather for general use — it
is, in fact, a pocket barometer. The instrument is made in watch
form, gilt or oxydized case, and supplied in solid leather outer case
In a secure and convenient form for the coat pocket.
Two sizes : Aircraft and motor accessory Can be supplied
Diameter i|" firms are invited to apply with luminous
Diameter 2\" for terms. dials if desired

i T. WHEELER =

=5 (Established 1878), ?st

— Manufacturer of Aneroid Barometers & Scientific Instruments, ~

=§ 317, GOSWELL ROAD, E.C.i, =|

S Contractor to H.M. Government, Air Board and Meteorological 5

r_: Office, etc. IS

illltlllllllllllllllllllllllllllllllllllllllllllllllllllNIIIIIIIIIIIHIIIIMIIMIIIIIlii?

TRANS - ATLANTIC

AND

AUSTRALIA FLIGHTS

R.34

AND

VICKERS-VIMY PLANES

WERE DOPED WITH

CELLULOSE
ACETATE DOPE

ritishGllulose

and Chemical

Af&r/zj/cjctt/r/ngr Companz/

8, Waterloo Place, LONDON, S.W.

Works .... SPONDON, DERBY.

KINDLY MENTION *' THE AEROPLANE "

WHEN CORRESPONDING WITH ADVERTISERS.

July 21, 1920

The Aeroplane

Aviation Insurance

Go to the most experienced Aviation brokers :

Bray, Gibb & Co., Ltd., 166, Piccadilly, W.l.

ADVICE GLADLY GIVEN.

It SMETHWWK, BIRMINGHAM* 5QBERNERS STZONDONW

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

The Aeroplane

July 21, 1920

iii;iiiiiiiiiii!i:Hiiiiiiiiiiiiii;iiiiiiiiiiiiiiiiiiiiiiiH

The 35 h.p. GREEN ENGINE j

flew from

CROYDON to SOUTHAMPTON

Wa ROME

2,250 miles in 35; hours' Flying Time. Total petrol consumption
75 gallons. Makirg a Non-stop Flight

from CROYDON to TURIN in % hours
650 MILES ON 20 GALLONS

1st in 19C9 FOREMOST in 1920

The Green Engine Co., Ld.,
166, Piccadilly, W.l.

Telephones: Gerrard 8165.

Richmond 1293.

Te'egrams:

" AIRENGINE, LONDON."

llllllllllllllllllllllllllllllllllllllllllllllllll Illlllllllllllilllllllllllllllllllllllllllllllllll^

Nieuscout, Crickle,
London.

CHICKLEWOOD,
LONDON, N.W. 11.

Telephone-
Willesden
2455-

Printed for The Aeroplane and General Publishing Co., Ltd., by Bonner &*Co., The Chancery L-ne Press, Rolls Passage,
London; and Published by The Aeroplane and General Publishing Company, Ltd., at Union Bank Chambers,

6i, Carey Street, London, W.C.
ADVERTISEMENT OFFICES, 61, CAREY STREET. W.C. 2.
EDITORIAL OFFICES, 175, PICCADILLY, W.l.

the aeroplane- jlly 28. i92o. ijJiiuiiil^Ii1Sli^iIlSlIlill]!^!Ifil5fUiiIIlgiliiijilIlllililIlll!iaiiaiIlIieifilI3BIfIB5I!l!IIIfailI L!^

Vol. XIX. No. 4.

SIXPENCE WEEKLY.

{Registered at the G.P.O,]
I 05 a Newspaper. J

Arrol-Johnston Cars

THE AERO WIND
SHIELD THAT WAS
PROVED BY WAR.

AUSTER LIMITED
Loudon :

133. Long Acre, W.C.2.

Birmingham :

Crown Wks., Harford St.

BEARDMORE

AERO
ENGINES

The Original

Non-Poisonous

SEE ADV H RT. INSIDE.

telephone:-
oldburyim. .

ACCLES&POLLOCK=L!MiTED

f? TELEGRAMS >
^.ACd 5? OLOBURY. I
TV

Weldless steel tuhes for aircraft Construction.

Tube manipulation and presswork.

SEE ADVERT. INSIDE.

Unsplinterable Glass

essential for goggles, windshields, observation panels, etc. /Si

TRIPLEX' Safety GLASS il

1, ALBEMARLE STREET, LONDON, W.L

illllllllllllllllllllllllllllilllNIIIM^

The Aeroplane

THE

July 28, 1920

Policies Issued iby Underwriting Members of Lloyd's, the Eagle, Star and British Dominions
Insurance Co., Ltd., and the Excess Insurance Co., Ltd., lor whom the Association acts as Agent.

HIJJ) POLICIES

Cover all Classes ot Aviation Risks throughout the World.

Accidental Damage under all circum-
stances to aircraft of all descriptions, in-
cluding Fire, Burglary, and Theft.

Trust Policies under which Air Trans-
port Companies, Booking and Forwarding
Agents may issue Certificates of Insurance
of Passengers and to Consignors of Cargo.

MINIMUM
RATES.

MAXIMUM
SECURITY.

Accidental Damage by Aircraft

to Property.

Personal Accident to Pilots, Crew,
and Passengers.

Legal Liability to Passengers.
Employers* Liability.
Third Party Risks of all descriptions.
Cargo Risks of all kinds.

Tiospectus +oriL-arded on appllcatio .

1, ROYAL EXCHANGE AVENUE, LONDON, E.C.3

Telephone: LONDON WALL yo^. '

BRAWN AND BRAINS

unite in the production of Mills'
Aluminium Castisgs, the castings of
maximum quality, requiring a minimum of
machining

That is why they will put money in your
pocket as they have done for so many others.

We are laid out for repetition v o*k for any
size and quantity, and if \ou will send > our
drawings we shall be happy to quote you

IWfir T C I fJ Aluminium and
1V1JLL3, Lila , iron Founder*.

BIRMINGHAM.

Iron cylinders

KINDLY MENTION! " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

July 28, 1920

The Aeroplane

237

**,*"*nMi'»iiaBifflffi^^

F.N.C.

FIRTH'S NICKEL CHROME STEEL.

Equivalent to Air Ministry Specifications 2S11 and 2S12.'

This Steel is recommended for parts which are called upon
to resist torsion, shock or bending, such as crankshafts,
connecting- rods, etc.

It is uniform in quality, and can be relied upon to be free
from hard spots and internal and surface defects.

THOS. FIRTH & SONS.oLTD.,
SHEFFIELD.

The Armstrong Siddeley 150 h.p. Radial Engine.

Aircraft Engines

Latest Models:

45 h.p. 2 cyl. Armstrong Siddeley Aircooled.
150 h.p. 7 cyl. Armstrong Siddeley Radial.
300 h.p. 14 cyl. Armstrong Siddeley Radial.

Trices and particulars on application.

ARMSTRONG SIDDELEY
MOTORS, LTD., COVENTRY.

(Allied with

Sir W. G. Armstrong- VVhitworth 8c Co., Limited).

London : 10, Old Bond St., W. i

'Phone: Gerrard 6459. Tel.: Armsidco, P ccy, Lou.

C odboids.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

238

The Aeroplane

July 28, 1920

^^l^fel^

m Most ^'Meritorbu^ ok, Record

-if

C. G. Grey, " ^Aeroplane."

AERIAL DERBY MEETING.

The "AVRO BABY''

WON

FIRST PRIZE -

FIRST & SECOND PRIZES -

IN THE ROYAL AERO CLUB HANDICAP.

1919
1920

The "AVRO BABY"

which flew in both the above races was the identical

machine which flew from

LONDON TO TURIN in 9^ Hours,

(650 miles on 20 gallons of petrol)

A. V. ROE & CO., LIMITED,

London Office: AVRO WORKS, Experimental Works:

16% Piccadilly, NEWTON HEATH, Hamble,

W.l. MANCHESTER. Southampton.

Telephone: Regent 1900.
Telegrams: "Senalpirt,
Phone."

Telephone : City 8530.
Telegrams : "Triplane," Manchester.

Telephone: Hamble 18.
Telegrams: "Roe," Hamble.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

JULY 28,
1920.

THE

EAERQPi<ANE

The Editorial Offices of "The Aeroplane" are at 175. Piccadilly, London, W.l.
Telegraphic Address: ' Aileron, London." Telephone: Gerrard 5407.

Accounts, and all correspondence rolating to Publishing and Advertising, should be
sent to the Registered Offices of J-he Aenplane and General Publishing Co., Ltd.,
61, Carey Street, London, W.C.2.

i Subscription Rates, post free: Home, 3 months, 7s. od.; 6 months, !5s.; 12 months. 30s.
\ Foreign. 3 months. 8s. 9d.; 6 months, 17s. 6d.; 12 months, 35s. Canada, 1 Year, $8-.

VOL. XIX.
No. 4.

U.S.A.. 1 Year <(8 50o.

ON THE AERIAL DERBY.

Oil the whole the Aerial Derby, flown on Saturday
last, July" 24th, may be written down a pronounced suc-
cess. The Committee of the Royal Aero Club, taught
a severe lesson by the Schneider Cup fiasco last Sep-
tember, had organised the whole affair properly, or per-
haps it would be more correct to say that the Committee
"did nothing in particular and did it very well," while
people who know something about organisation were
given a free hand to run the show. In any case, the
whole organisation ran like a clock, partly because the
scheme of operations was good and partly because in-
telligent people were chosen to operate the scheme.

The daily newspapers did their silly best to advertise
the' affair, and succeeded in producing as usual a series
of glorious howlers, either actually written by their
tame "experts" or worked into otherwise intelligent
articles by the fatuous asses who are employed as
editors and sub-editors in the environs of Fleet Street.
,Such little ingenuities as turning the "Baby" Avro
into a. "Davy" Avro and fitting a Bristol "Bul-
let" with a 450-h.p. Napier engine were among the minor
achievements of the Press.

In 110 paper did one see an intelligent explanation of
the programme, as, for example, that the Aerial Derby
as such was quite distinct from the Handicap Race. In
fact on Saturday evening one prominent paper announced
Captain Hamersley as the winner of the Derby. Nor
did one see anything in any paper calculated to interest

the public either in the race or in the individual com-
petitors. What matter the papers did print about the
race was chiefly of the species commonly known as
"guff." And yet people went to Hendon in their
thousands.

Popular Interest.

At a rough guess one would say that there were be-
tween 10,000 and 12,000 people present. It was a long
crowd, but, as a member of it remarked, it was a
draughty crowd, in that it was not packed so tight as to
afford shelter from the biting breeze to those in the lee-
ward ranks. That means that there were probably more
people at Hendon on Saturday afternoon than there
were at Olympia during the whole ten days of the Aero
Show — allowing for the fact that a large proportion of
the visitors to Olympia were professionally concerned
with aviation and had to go there over and over again
whether the}.- liked it or not.

Also the weather on Saturday was perfectly hopeless
early in the morning, and distinctly threatening till
after the race had actually started. Added to which there
was a cold blusterous wind which certainly did not
tempt people to go and stand out in the open unless they
were quite enthusiastic. If Saturday had been a real
Summer day there would have been at least twice as
big a crowd, or even bigger. All of which gees to show
that people really are keenly interested in flying al-
though the}- ma}r not be so interested in aeroplanes.

THE WINNERS :— Left to right- Mr. F. T. Courtney (winner ol the Aerial Derby and third in the Royal Aero Club
Handicap); Captain H. A. Hamersley, M.C. (winner of the R.Ae.C. Handicap); and Mr. fScrt Kinkier (se:ond in the

R.Ae.C Handicap),

240

The Aeroplane

July 28, 1920

The Start.

The race started absolutely according to the programme,
when Mr. Bert Hinkler, the limit man, was started at 14.15
hours. Thanks to the organising by I\lr. Howard Wright 01
the "Acting Temporary Air Marshals," as a humorist called
the marshals of the course, eveiy man was on his mark well
in front of time. Alter which Colonel Lindsay Lloyd., as Clerk
of the Course, and Mr. Reynolds, as Starter and Timekeeper,
saw to it that they all-went off on time.

Mr. Hinkler's marshal was warned beforehand that he must
not, as in whippet -racing, hold the competitor up by the tail
and throw him across the line at the fall of the flag. Never-
theless, the "Baby" Avro got well away at the signal, lifted
ouickly against the strong wind, took a series of nasty bumps
passing over the sheds, and headed on a good line for Broot-
lands.

Captain Hamersley's "Baby" was steadier in starting, pos- ■
sibly owing to his higher speed, and his engine seemed to have
a better note than Mr. Hinkler's.

The next man due to start — at 1.5. 11 — was Mr. Leth Jensen,
but as he did not arrive from France nothing happened till
when Mr. F. S. Cotton's colossal D.H 14a was dis-
patched. . It sailed off with much grandeur, and made a good
line for Harrow Church, which is more on the course for
Oxford than for Brooklands. But Mr. Cotton", good sportsman
that he is, being used to navigating in continents rather than
in parishes, seemed indifferent to a mile or two or ten, and
ultimately fetched round the course in very good time.

Then came the most impressive start of the lot, when the
three Sopwith "Snipes," piloted by Squadron Leader Fall,
Flight Lieut. Longton, and Captain Jordan, were sent off
together, all being on the 28-minute mark.

Squadron Leader Fall was suffering from a baoly-damaged
knee, having hit it with his airscrew when starting up his
engine the day before, but he gamely insisted on flying in
the race All three of these competitors were particularly
interesting, in that they were purely amateur entries.
Squadron Leader Fall was flying entirely at his own expense.
Flight Lieut. Longton was piloting the machine entered in a
truly sporting spirit by Major-General Seely, Colonel Davson,
and Sir John Shelley Rolls, all prime movers in the Air
League. And Captain Jordan was flying Mr. Frank McClean's
entry. It is a pity that such sporting competitors did riot
have better luck.

As they were put on the line they seemed dangerously
close together for a unanimous stait. If one of them had
swerved there might have been a wholesale crash and a big
fire. Therefore Colonel Lindsay Lloyd and Mr. Howard
Wright had them moved farther apart.

When the flag fell at 15.28, Capt. Jordan was first away, fol-
lowed by Sqdn. Leader Fall. Flight Lieut. Longton 's engine
choked a little as he opened out, and he. actually- left the
gi ound several seconds behind them But the two leaders
headed too far to the west, and long before they were out of
sight Fit. Lieut. Longton was heading them on a bee-line
for Brooklands.

The Speed Machines.

After the "Snipes" went Captain Westgarth-Heslam on
the "Schneider" Avro, which scuttled along the ground like a
scalded cat and shot off across the houses at an amazing pace.
She .was the first machine of the day to give a real impression
of speed. This may have been due partly to her small size,
but it was also because she really is fast.

With floats she lias been timed to do 136 milts an hour,

and though floats are not so much slower than wheels as
many rieople think, she is certainly a good deal faster than
that in her present "tuned" condition. On the Friday, coin-
ing up from Winchester to Hendon, a matter of 70 miles, ad-
mittedly with a howling gale behind him, Captain Heslam's
time was 18 minutes from the time of leaving the city to the
time of sighting the aerodrome, so tlvk the " Schneider's "
speed must be somewhere near the 150-m.p.h. mark.

If only he had stayed the course he would have put up a
wonderful performance, but he never appeared again, and
later it was learned that he had come down near lipping for
some unknown reason.

One learned on Monday that Captain Heslam's stop at
Abridge, near Epping, was caused by something going wrong
with his petrol supply with the result that most of his 25 gal-
lons of petrol were distributed over his person instead of going
through the engine. He had made astonishingly fast time up
to that point, and he said afterwards that his Siddeley "Puma"
was one of the sweetest running engines, that he had ever
sat behind. One hopes to see him and this interesting little
machine, with a revised petrol system, doing themselves
justice on another occasion.

The next competitor due to start was Mr. J. H. James on
the Nieuport "Nieuhauk.'* Owing, apparently, to not warm-
ing up sufficiently btfore-hand, his engine stopped when it
was opened out. When it was got going again it ran for a
moment or two and then stopped again because the petrol
was turned off. Finally he got away after the tw o Martiu-
sy des, and did very w ell so far as sheer speed was concerned.

Mr. R. H. Nisbet 011 the "F.6'' Martinsyde was the jiext
away. His start was quite uneventful, as was that of Squadron
Leader T. O'B. Hubbard 011 the "F.4," which was set. to give a
start of a minute to the "F.6." Both are veterans among
pilots, and their faultless handling of their machines showed
that flying is by 110 means a game for young men only.

Mr. Hawker's start on the Sopwith "Rainbow"' was watched
with much interest, f&r, like the "Schneider" Avro, this was
a float machine transferred to a wheeled undercarriage. Also
she had an A. B.C. engine instead of her original Cosmos
"Jupiter." She got away well and was obviously very fast.

Then etime Mr. Uwins on the Bristol "Bullet," the first
appearance of the "Jupiter" since that piomising engine was
taken over by the Bristol Company. The "Bullet'' is a_,very
big machine for a, single-seater and her size detracts from the
impression of speed, but to the experienced eye there was no
doubt that the speed was there.

The next to go was Mr. Frank Courtney 011 the record-
breaking Martinsyde "Semi-Quaver," her first public appear-
ance in the air. Mr. Courtney's was a fine effort, for he was
deputising for Mr. Raynham, who had injured his shoulder
six days' before through landing an "F.4" on a camouflaged
mowing-machine at Brooklands. Mr. Courtney had only
flown the "Semi-Quaver" once before, and that was on the
previous day. He had come straight onto this titiy machine
from twin-engined Bdulton-aud-PauIs and such large craft.
Nevertheless he made an excellent start, in spite' of bumping
once or twice after Lis first lift.

The last machine to leave, one minute after the Martinsyde,
was the Nieuport "L.S.3," piloted by Mr. Tait-Cox, from the
scratch mark. This also was the first public appearance of a
record-breaker, and from the astonishing speed with which
she disappeared from sight it was e\ident that, alLLeihg well,
there was going to be a big fight between the. two back-
markers. But she was not seen again, for she landed at
Brooklands a few minutes after starting.

OTHER COMPETITORS

-Left to ri^ht— Mr. J. H. James (Nieuport i ; Mr. C. F. Uwins (Bristol; ; Mr. R. H. Nisbet
(Martinsyde); and Sqdn. LUr. T. O'B. Hubbard (Martinsyde).

July 28, 1920

The Aeroplane

241

The First Round.

Meantime, just after Captain Heslam had started, and while
Mr. James was getting ready to start, the two Avro Babies
appeared together at the end of their first round. Captain
Hamersley had picked up his eight minutes on Mr. Hinkler
and was leading him by half a minute, their times of arrival
being 15.38 and 15.38.33 respectively. Both took the corners
round the pylons faultlessly, in the best style of pre-war
Hendpn flying.

Their times showed that the high wind had made much
less difference to their speed than was expected. Captain
Hamersley's machine was known though not apparently
to the handicappers) to do 84 miles an hour, and his speed
for the lap worked out at just about 79 miles an hour, so
the pair must have flown an almost perfect course. Mr.
Hinkler said before he started that he was going tree-scraping
all the way along the stretches where the wind was against
him, so as to ayoid being blown backwards. It seems that
they must have flown under the lee of the houses in some
places to make such time;.

After the scratch man had started there was a wait of less
than 15 rnin., and then, at 16.10.43, Mr- Cotton appeared high
up and rather wide, his big Napier singing joyously that
deep-throated song which is so charming to the ears of all
who love engines. And that was the last seen of him. Later
it was reported that he had landed at Hertford, abolished a
hedge,, and pushed his engine into a cornfield. Mr. Cotton
does not have much luck, for the rice was a gift to him if he
had stayed the couise.

Three minutes after Mr. Cotton left, and while he was still
in sight, two of the "Snipes" appeared together. Flight Lieut.
Longton w.as leading by three seconds, with Captain Jordan
sitting on his tail as if he had been a Hun. The two swept
round the pylons low down and close in, so they made a very
impressive sight. It was not till some time later that it became
known that Squadron Leader Fall had come down at Hertford
with magneto trouble.

The story of the three Snipes is peculiarly interesting.
Squadron Leader Fall's machine let him down at Hertford
because the magneto driving gear on his B.R. engine slipped or
stripped — it is not yet certain which — and threw his magneto
out of action. His engine was running beautifully and he had
not opened his throttle to the full, so he would have had
plenty of petrol to finish the course.

Flight Lieut. Longton's engine, on the other hand, was
not doing well. So much was fairly evident at the start.
Also he had a small pitch airscrew, suitable for lifting a
full war load. To go the pace of the other two he had to run
his engine at a very high number of revolutions per minute
with the throttle fully open, under which conditions the petrol
consumption of the B.R. engine goes up and the power conies
down.

Captain Jordan, being very wily, borrowed an enormous air-
screw of high pitch ; nd about ten feet in diameter, quite
unsuitable for a war load, but eminently titted to pull a light
machine very fast at a low rate of engine revolutions. Con-
sequently he was running his engine comparatively slowly
with the throttle wide open, under which conditions the B.R.
engine is fairly economical. Flight Lieut. Longton could
probably have beaten him on a climb, but Capt. Jordan would
have had the best of it on pure speed.

After them came a gap of ten or cvvelve minutes before two
more machines hove in sight. The first to arrive was Mr.
James, ai 16.28.2 1, 011 the Niet.port, having caught and
passed the two big Martinsydes. He came in low down, and
for some reason best known to himself, flew two laps of the
pyloned course in excellent style. Only ten seconds behind
him and high up was Mr. Hawker, going very strong. As
he did only the statutory one lap of the aerodrome he was out
and away while Mr. James was half way round his self-
imposed second lap.

Before they were out of sight Mr. Nisbet came in at 16.31
on the F.6 Martinsyde, took his corners wide and high, and
went off on a good course.

Three minutes later, at 16.34.25, Mr. Courtney appeared,
travelling, as a spectator remarked, "at a hell of a lick,"
having passed the Bristol and Squadron Leader Hubbard's
Martinsyde, and looking in a good way to catch everybody else
except the Avros.

At 16.37.16 Mr. Uwins crossed the line on the Bristol, going
quite well, but, one imagines, not running his engine all out.

Last of all to finish the first circuit came Squadron Leader
Hubbard, at 16.40.50, having lost ground to Mr. Nisbet's F.6,
which is actually a slower machine. The original F.4 which
he was to fly was the one which Mr. Raynham landed on the
mowing machine at Brooklands. It was completely written off,
and the machine he was flying was taken out of stock, so it
was practically untuned. Hence the discrepancy in time.

The Finish.

There was quite a short wait between the passing of Squad-
ron Leader Hubbard's Martinsyde and the arrival of the
winner of the Handicap. Captain Hamersley crossed the
finishing line at 16.54.6. Six minutes later, amid further
demonstrations of joy from the Avro-Green partisans, Mr.
Kinkier came in, crossing the line at 1 7.00.46.

The two Avro pilots landed beautifully, were duly seized by
admirers, photographed, and transported along the front of
the cheering crowd in a big car, directed by Mr. Bernard
Isaac.

While they were being exhibited Mr. Hawker came in, about
ten minutes later, but instead of crossing the line and securing
third place in the Handicap and a certain second place in the
Aerial Derby, he flew across the aerodrome at right angles
to the crowd, turned somewhere over the Grahame- White
Palais-de-Dance at the back of the sheds, came into the aero-
drome again and made an excellent landing. Evidently he
had made some curious mistake about the rules, and so once
more escaped winning a prize. Afterwards it was reported
that he had not been observed at all the turning-points, so
the final mistake did not affect the results and actually saved
a good deal of argument.

It was a pity, for his first lap was done in 41 mill. 31 sec.

Friends rushed out to tell him to get up again and fly over
the line. But it was too late. Before he could get going
another machine hove in sight.

The Derby Winner.

The arrival proved to be Mr. Courtney on the "Semi-
Quaver." He crossed the line at 17. 13. 12, having caught and
passed everybody except the two Babies. He had failed to
catch Captain Hamersley by 29 rnin'., so to give him the

THE SOPWITH " SNIPE " PILOTS :— Left to right— Squad ron Leader J. S. T. Fall, D.S.C., A.F.C.; Flight Lieut. W. H.
Lcngton, D.F.C., A.F.C.; and Captain W. L. Jordan, D.S.C., D.F.C.

242

The Aeroplane

July 28, 1920

allotted handicap of i hr. 33 rnin. he would have had to get
something well over 500 miles an hour out of the "Semi-
Quaver." That is to say, as the "Baby" covered the whole
course in 2 hr. 32 min. 6 sec, Mr. Courtney would have had to
do it in less .than an hour.

As it was he won the Aerial Derby handsomely and took
third place in the Handicap. Added to which he has certainly
put up a World's Record for 200 miles, and very probably for
all distances from 100 km. upwards, though as he was only
timed at 100 and 200 miles he cannot claim the other distances.
Thus for the first time the traditional Martinsyde bad luck
gave the firm a rest, and a Martinsyde machine scored as it
deserved.

But even so, the bad luck could not depart without a final
kick, for the beautiful little "Semi-Quaver" crashed herself
very successfully in landing. Mr. Courtney turned above Old
Hendon, glided and slipped her down very skilfully, and
appeared to land at what is, for such a machine, a very low
speed. But she struck a bad piece of ground, did two enor-
mous bounds, fell over onto her left wing-tip, turned half a
cartwheel from the wing-tip onto her nose, and fell over onto
her back, where she lay with her wheels spinning plaintively.

As she went over, one of the pioneers of aviation who was
watching the perfoimance remarked casually — "Well! She's
a good machine to tuck into." And, sure enough, within half
a minute Mr. Courtney appeared from under the machine,
-seemingly uninjured, barring that he was nursing that part
of his anatomy on which, apparently, his safety belt had acted
rather violently as a brake. The usual St. John's Ambulance
men rushed out with stretchers, full of zeal, but soon returned
with the expressions of men who had been cheated of their
just due, for Mr. Courtney had been abducted by a Hucks-
Ford engine-starter. So far as one can gather his worst
injury is a barked shin. And after it was ascertained that he
was safe and sound, another bystander remarked, "Now, if
he had had a Handley Page wing he could have flown just
as fast and could have landed at twenty-five," which is quite
possibly true.

Mr. Courtney, who, like so many fine pilots, is an Irishman,
and from the County Cork at that, deserves all possible con-
gratulations on his win. He flew a very plucky race, and
kept a good course.- But for the luck of the ground he would
have made an excellent landing. Also, everybody will be
delighted to see that those long-enduring partners, Messrs.
Martin and Handasyde, have pulled off a big- event at last.
May it be only the first of a long series of successes. One's
only regret is that their win was not achieved with a British
engine.

The Also Rans.

The fourth man to finish, and the second in the Aerial
Derby, was Mr. James, who passed the post at 17.14.27, while
Mr. Courtney was almost in the act of doing his somersault.
He had picked up quite a lot of time on all the men in front
of him, and, but for the error which made him do two laps
of the course, and the mistake over his engine at the start,
would have beaten Mr. Courtney for third place in the
Handicap.

Fifth in the Handicap came Capt. Jordan, at 17.15.47. His
over-all time of 1 hr.' 47 min. 47 sec. placed him sixth in the
Aerial Derby. He had got away from Flight Lieut. Longton
at Barnet, where the latter had come down owing to shortage
of petrol. The assumption is that Flight Lieut. Longton's
engine, having been in the machine for mouths in the Disposal
Company's stores, was not running at her best, and so had to

be driven at full throttle all the way. Capt. Jordan's engine
had given trouble some days before and had been replaced
by a new engine, which was, presumably, running more effi-
ciently, besides having a bigger airscrew.

Mr. Nisbet, on the F.6 Martinsyde, finished at 17.17.43, thus
taking sixth place in the Handicap and fourth in the Aerial
Derby.

The third man in the Aerial Derby, though seventh in the
Handicap, was Mr. Uwins on the Bristol. He finished at
17.21.20, and his over-all time was 1 hr. 32 min. 50 sec, just
23 sec. faster than Mr. Nisbet, to whom he was set to give
four minutes. He made the most perfect landing of all the
competitors, dropping his tail-skid and his wheels onto the
ground at the same moment in a perfect "three-point landing"
as poor Gustav Hamel used to call it.

The last finisher was Squadron Leader Hubbard, who came
in at 17.29.10. His over-all time was 1 hr. 43 min. 40 sec,
against Mr. Nisbet's 1 hr. 33 min. 13 sec, so there was
evidently something wrong with his machine, which is of a
type known to be much faster than Mr. Nisbet's. And so-
ended the racing.

The Handicapping*

Despite the run-away win of the two Avros, one cannot call
the handicapping bad, for the third, fourth, fifth and sixth-
men and Mr. Hawker finished inside 45 min., though they
were spread over 27 min. at the start. All the same, the
handicappers ought to have known that the Avro "Baby"
with a 35 h.p. Green does more than 65 miles an hour. . That
is just the worst of these highly technical people, they never
will read The Aeroplane with sufficient care. If they did
they would learn from it much more of practical value than
they do from their comic text-books and scientific reports.

However, they gave easy victories to two very deserving,
young pilots and to two very interesting little machines and
engines. Also they provided quite a good afternoon's sport,
so one must not be too hard on them. It was, in fact, the first
-effort of this kind by the people who did the handicapping,
so really they deserve to be congratulated on their results.

A Change of Aspect.

Outside the prize-winners, most sincere congratulations are
due to the Committee of Management, composed of Mr. G. B.
Cockburn; Col. F. Lindsay Lloyd, C.M.G., C.B.E. ; Air Com-
modore E. M. Maitland, C.M.G.; D.S.O. ; and Group Capt.

C. R. Samson, C.M.G., D.S.O. ; together with Mr. Bernard
Isaac and Mr. Harold Perrin, the organising secretaries. Be-
tween them they not only laid down a very nearly perfect
scheme of organisation, but they set up a social standard
entirely different from anything to which Hendon has been
accustomed. First of all they had, as Judge of the racing,.
Brig. -General Sir Capel Holden^ K.C.B., F.R.S. — Chairman
of the R.Ae.C. Committee, and for years one of the most
highly respected of those who have had to do with mechanical
sport. Then they secured, as Stewards of the Meeting, Air
Vice-Marshal Sir John Salmond, K.C.B., C.M.G., C.V.O.,

D. S.O.; Air Vice-Marshal A. V. Vyvyan, C.B., D.S.O.; and
Lieut. -Col. John Dunville. And Lady Sykes, who was accom-
panied by Sir Frederick Sykes, presented the prizes with grace
and charm.

Everything was done, as it should be, to make the meeting
one at >vhich officers and gentlemen could compete without
loss of prestige, and at which people of the bett'rt sort could
be seen without the danger of being included in snapshots or

THE NON-FINISHERS :— Left to right— Mr. F. S. Cotton (D.H.Ha) ; Mr. L. R. Tait Cox (Nieiiport) ; Mr. H. G. Hawker

(Sopwith) ; and Capt. D. G. Westgarth Heslani (Avro).

July 28, 1920

The Aeroplane

243

THE

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Registered Offices and Works :

KINGSTON-ON-THAMES

Telephone: Kingston 1988 (8 lines).
Telegrams: "Sopwith, Kingston."

London Offices

65, SOUTH MOLTON ST.

Telephone: Mayfalr 5803-4-5. J
Telegrams 1 " Efficonomy, Phone, London."

Agents for Australasia: THE LARK1N-SOPWITH AVIATION CO. OP AUSTRALASIA. LTD., 18, GURNER
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KINDLY MENTION "THE AEROPLANE '

WHEN

CORRESPONDING

WITH ADVERTISERS.

244

The Aeroplane

July 28, 1920

kinematograph pictures along with newspaper notorieties,
doubtful members of the peerage, not in the least doubtful
members of the beerage, shop-soiled aristocrats, bedimmed
stars of the stage, and chronic limelighters. The first attempt
was an absolute success, and it is earnestly to be hoped that it
is only a prelude of much more to come.

One is perfectly convinced that well-run flying races will
attract the public and so will convert thousands of people to
a belief in aviation Also, to see a competitor take a toss,
as Mr. Courtney did, without being hurt, is an object-lesson
in the safety of flying. Many a man is killed when steeple-
chasing or hunting through a far less severe somersault,
because when a horse rolls over the rider cannot tuck away
inside him, but is very liable to be rolled upon instead.

Some Suggested Improvements.

There were one or two matters which might be improved
at the next meeting For example, parachute-jumping should
be barred. One has the strongest belief in parachutes as life-
saving implements in case of lire or the breakage of controls
in civil aerial transport vehicles, and one regards them as
essential m war machines. But one is certain that as a public
exhibition parachuting is not the right thing at a serious
aerial race-meeting. It partakes of the nature of a circus
stunt, and if it actually attracts anybody at all it onk* attracts
the wrong people.

There is no fun to be got out of watching a parachute jump
unless one has all the time the underlying hope that, to use
the Cockney idiom, "the blighter will break his blinkin'
neck." If one were absolutely certain that the parachute
would open every time and that nothing whatever would fail,
the performance would be about as spectacular as watching a
man walk down a flight of stairs.

Another point for the next meeting is the handling of the
crowd. There was an ugly rush across the aerodrome from
two of the enclosures after Mr. Courtney's crash. Fortunately
it was stopped in time to prevent the mob from cairying the
machine piecemeal away as souvenirs, but it was stopped with
difficult}'. Either more police are needed along the railings,
or else sAme extra "air marshals" ought to be appointed —
selected for their power of lung and acidity of tongue — whose
job it would be to watch for such a rush and check it in time.

Otherwise some pilot arriving when the aerodrome is full of
people may kill himself or w eck his machine in trying to
avoid the fools. And though it would not really matter if he
killed a few of them instead, it would not look well in the
newspaper reports, and at present one has to be careful about
tin reputation of flying as a sport.

The Ariel Booky.

Lastly, there is the matter of bookmakers. If people want
to bet on air races, by all means let them. Personally one
never bets on anything, except one's own opinions. If others
like to do so, good luck to them. But let us make sure that
they get their money when they win. There were many
bookies at Hendon on Saturday, laying entirely fantastic odds
against the competitors in what their placards announced as
' The Ariel Derby." Possibly it wa? some connection with
that humorous sprite which accounted for their sudden dis-
appearance.

The compatriots of Mr. Lloyd George may not have " set
a girdle round the earth in forty minutes," but they certainly

set a pretty hot pace out of the aerodrome while the crowd
was looking the other way. And they spirited the money of
a good many people away with them, including that ol a
prominent performer in the race, who had backed himself
heavily.

In future it would be well to throw out any booky who can-
not produce evidence of his trustworthiness. And then set'
a guard over the rest.

Incidentally, if the newspapers could be induced to publish
the real betting prices of future races, and not such utter rot
as the evening newspapers printed last Friday, it would help
to popularise aviation quite a good deal. People always
believe in a thing if they can bet on it.

A Word on the Engines.

So much for complaints There are, however, some more
matters for congratulation. Though the Aerial Derby itself
was won by a foreign engine, it is eminently satisfactory to
find so many British engines which are still more or less
experimental doing well, besides the old and tried friends.

The little Greens were wonderful. Mr. Hinkler drove his
ten-year-old specimen "all out" for nearly three hours and she
never turned a hair. Capt. Hamersley did the same, which
proves that the new are as good as the old. Therefore Mr.
Freddy May has good right to congratulations.

The A. B.C. Engine Co. also deserve to be congratulated on
the performances of the two "Dragonflies" driven by Mr.
Hawker and Mr. James. It was not the fault of the engines
if both pilots "took the wrong turning" and so failed to win
places which they should have won. The fact remains that
both engines ran magnificently from start to finish.

Mr. Roy Fedden is to be congratulated on the first appear-
ance of the Bristol "Jupiter." Probably Mr. Uwins was not
running it on full throttle all the way. It would have been
unwise to do' so. But it stayed the course and made very fast
time, so evidently it is going to be very good indeed when it
is fully developed.

It was a pity that there was no Napier in a fast machine.
One would like to see a special Martinsyde built round one
of the 450 h.p. Napiers. It should show distinctly perceptible
movement. Also it was a pity there were no Rolls-Royces in
the race. The "Falcon" ought to have made a good show
against the Hispano-Suiza.

The Men Who Did the Work.

Though the Nieuports did not win anything (except 2nd
in the Aerial Derby for which there is no prize), the Nieuport
people can pride themselves on the esprit de corps of their
employees. All the men working on their machines wore the
famous Nieuport colours, blue and yellow, as neck-ties and as
rosettes. Also the smallest boy in the Nieuport works was
dressed up in the firm's colours, equipped with flying cap
and safety belt, and paraded everywhere with the machines.
It is true that he did not bring them much luck, but this was
his first shot ss a mascot so he may do better next time.

The Martinsyde crew were, of course, the essence of keen-
ness. They always are. And for once they have had their
deserts. May their luck continue.

The young R.A.F. airmen who were looking after Squadron
Leader Fall and Flight. Lieut. Longton were splendid. It is
good both for the Service and for the Industry that the new
R.A.F. should mix with the very best of the civilian aeroplane
mechanics as happens on such occasions as this. The inter-
change of technical experiences is good for both. The extra-

PLACINGS AND TIM iS IN THE AERIAL DERBY AND IN THE OPEN HANDICAP. — July 24th 1920.— 205 Miles.

No.

Pilot.

F. R. Tait-Cox ..
F. D. Courtney

C. F. Uwins

H. G. Hawker ...
T. O'B. Hubbard
R H. Nisbet ...
J. H. James

D. G. W. Hasla n

J.S. T. Fall ...

W. H. Longton

W. L. Jordon ...

F. S. Cotton ...
Leth Jensen

H. A. Hamersley
Bert Hinkler ...

Machine and Engine.

Nieuport" L.S.3." 320 H.P
A B.C.

Martinsyde "Semi-Quaver.'

300 H P. Hispano-Suiza
Bristol1 - Bullet " 450 H.P

Bristol " Jupiter."
Sopwith "Rainbow." 320 H.P.

A.B.C.

Martinsyde " F.4." 360 H.P

Hispano-Suiza
Martinsyde " F.6." 300 H.P

Hispano-Suiza
Nieuport " Nighthawk " 320

H P. A.B.C.
Avro " Schneider." 230 H.P

Siddeley " Puma "
Sopwith ' ^nipe. ' 200 H.P

"B.R.2."
Sopwith "S'lipe" 200 H.P.

"B.R.2 "
Sopwith " Snipe." 200 1

"B R 5."
DH "14a." 450 H.P. Napier
Spad "S.29." 80 H.P. Le

Rhone

Avro " Baby." 35 H P. Green
Avro 'Bab^." 35 H.P. Green

Handicap

Scratch

1 min.

7i mins.

9 mins.

io| m ns

11 1 mins.

12 mins.

19$ mins.

28 mins.

28 mins.

28 mins.

40I mins
45 mins

ih. 34 m
ih. 41 m

Starting
Time.

15.56.00
15 55-00
I5-48 3°
I5-47-00
15.45.30
15 44.30
15.44.00
15-36.30
15.28 00
15 28.00
15.28.00

15.15 30
Non-
Starter.
14 22.0
14.15.00

Finished

First
Circuit.

Retired .
16.34.25
16 37.16
16 28.31
16 40.50
16.31.00
15.28 21
Ret red.
Retired.
16.13.50
16.13-53
16.10.43

15 38 03
15 38.33

Finished
Race.

Time of

First
Circuit,
h. m sec

17.13. 12

17 21.20

17. 11. 00
(Approx.
17.29.10

17.1743
17.14.27

Retired.
I7-I5-47
Retired.

16.54 °6
17. od. 46

Time of
Second
Circuit,
h. m. sec

Total

Flying

Time.

h. m. sec

Speed
M.P.H..

I I "... I "

Landed at Brooklands in First Circuit.

o 39 25

o 48 46

o 41 31

0 55 20

0 46 30

o 44 21
Landed

o 38 47
0 44 4

18 12
32 50

153-45
129 26

Aerial
Derby.

Position
in the

Handi-
cap.

Third man home but landed without crossing
finishing line.

8

o 48 19
0 46 43
o 46 6

43 40
33 13
30 27

H5-75
128.75
132.67

at Epping in First Circuit, owing to loss of
petrol.

Landed at Hertford in First Circuit owing to Magneto
Trouble. ')

° 53 5° I Landed at Barnet in Second Circuit owing to

shortage of Petrol,
o 53 53 I o 53 54 I 1 47 47 I "1-33 I 8 I 8

55 13 I l anded at Hertford in Second Circuit.
Did not arrive at the. Starting Point.

I 16 0

I 16 612 32 6 1

78 89

7 1

1 23 33

1 22 12 2 ,45 46

72.39

8

[NOTE — Mr Hawker's speed for one lap was 141.52 m.p.h., and Mr. Cotton's 108.63 m.p.n.J

July 28, 1920

The

Aeroplane

245

100% RELIABILITY

AERIAL DERBY RESULT

1st. MART1NSYDE SEMI-

QUAVER.

Average speed 153. 45 m.p.h.
12 mins. 15 sees, ahead of
nearest competitor.

4th. MARTINS? DE

5th. MARTIN
SYDE

Handicap.

3rd. MARTINSYDE
SEMIQUAVER.

THREE ENTRIES.

THREE FINISHED.

MA N UFA CTURERS

MARTINSYDE, LTD.,

Aeronautical and General Engineers.

Head Office and Works : —

MAYBURY HILL, WOKING.

Te'ephone -Woking 551, 552, 553.
Telegrams — Martinsyde, Woking.

London Office :—

CARLTON HOUSE, lid, REGENT ST., S.W.I.

Telephone — Gerrard 4500.

Telegrams — Martinsyde, Piccy, London.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

246

The Aeroplane

July 28, 1920

ordinary neatness and smartness of the R.A.F. men set a
good example to the civilian aeroplane hand, who is inclined
to be untidy, and the consciousness of his own smartness
tends to make the R.A.F. man all the smarter. They are
very good lads indeed, these new airmen of the R.A.F.

The Avro crew were nearly all old friends of the Brooklands
days. It took one back seven or eight years to see them
again. Also one came across similar pioneers of ■ aviation
among the Sopwith and Bristol crews In fact, one does not
know which was the more pleasant, the meeting with old
friends in the aeroplane park among the machines behind the
starting line or in the paddock among the lordly automobiles.
There must be something in aviation or so man}' clever
mechanics and engineers would not stick to it. One hopes
in years to come to see them all profiting, or even profiteer-
ing, by rheir faith in flying.

Meantime one hopes that the Royal Aero Club has paid its
way over the Aerial Derby Meeting sufficiently well to justify
the Committee in arranging another meeting in September or
early October, when the weather is good and the holiday-
makers are back in Town. The almost brilliant success of

this meeting should assure even greater success for the next.

C. G. G.

[Mr. Cotton's crash occurred at Hertford at 16.46 hours.
When he turned to land at 16.45 hours, he was only six
minutes from the finishing point, and Mr. Hinkler was in
sight just ahead. The first circuit was completed in 54 J min.,
which shows the speed of this big machine.

The cause of the stoppage was the severing of the petrol
pipe. The carburetter then caught hie, so Mr. Cotton dived
the machine and extinguished the flames. She then started
to spin, but the pilot got her out of this and landed her in
an oatfield through some trees. The wings actually went
through the foliage of these trees and there was about 4 ft.
clearance between the wing-tips and the tree trunks.

As she was passing into the field her tail skid hit a hedge
which was planted on the top of a small bank. Even then
she would have been all right, had not the undercarriage
struck another mound. This unfortunately caused the machine
to turn "a somersault and she finished on her back. Mr. Cotton
was unhurt, but his passenger was slightly injured. — G. D.]

IMPRESSIONS OF THE AERIAL DERBY.

By the Usual Irresponsible Contributor.

The British Aviation Championship, which is now gene-
rally considered to be held by the winner of the Aerial Derby,
was won on Saturday by Mr. Frank Courtney on the Martin-
syde "Semiquaver" with 300-h.p. Hispano-Suiza. The pre-
vious holder Capt. Gathergood did not defend his title, both
he and his firm having withdrawn from active aviation. Mr.
Courtney's win was particularly brilliant, for he had only
been appointed to the machine the previous day, Mr. Rayn-
ham, the regular pilot, having been hurt slightly in his argu-
ment with a grass mower.

Everyone will sympathise with Mr. Tait-Cox in his bad
luck in being again let down by his engine. It will be re-
membered that in last year's race he was a close second when
his engine cut out half-way round the second cii^uit This
year he lias been woiking on "Goshawk" for weeks past and
lately he has had the engine running to his satisfaction. Be-
fore the race he told one that the engine was just right. He

"Not '-nor West k>y V<est \t is".

{It If I

2 a^V'tr

A TlfclU dig* it) for
/\ v id ti 0 n

Consulting flie M<?p.'

rir HiTvkUr cind His, conr>p<3s.s

made a good start and in spite of the fact that his engine
then was not doing its best, was oveihauling "Semiquaver,"
but over Hoiinslow the engine cut right out, and when it
picked up it had lost some 300 revs., so he very wisely de-
cided not to risk damaging the machine by a chance landing
in a small field He, therefore, pulled out of the race and
landed :it Brooklands. The news of his landing caused in-
tense disappointment at Hendou. One takes this opportunity
of wishing him success in the Gordon-Bennett race for the
World's Championship.

At 14.15 Mr. Hinkler started off on a compass with a small
Baby Avro attachment to prevent the compass making a bee-
line for the North Pole, and Capt. Hamersley followed. Some
40 minutes then elapsed and Mr. Cotton started on his big
Napier-engined machine. It towered above all the other
machines 011 the ground and rather reminded one of a black-
bird teaching its young to fly.

The three "Snipes" then made a good formation start.
Great excitement in Lincolnshire. The Sopwith Aviation and
Engineering Company, Ltd. (hereinafter called the S.A. and
E.CL.) decided to keep on building aeroplanes at a rate
of 16,237 l)er war.

Apropos the S.A. and E.C.L., for pilots who were fond of
' Camels,'' a most realistic imitation of their early efforts on
this machine was discovered on the way to the Derby. All
one has to do is to rush in a great hurry down Dover Street
Tube staircase. One starts in a right-hand spin and, just
when one thinks one is out of this, one finds oneself spin-
ning to the left.

The Avro Schneider Puma then got away at a great pace.
Shortly after this Capt. Hamersley's "Baby" was seen coming
in the distance followed by Mr. Hinkler's Compass. As
these two machines flew almost noiselessly round, the course,
they reminded one of nothing so much as a pair of owls (the
machines, not the pilots). Mr. James lost a little time in'
starting owing to the same trouble as many motor cyclists
encounter when staiting up their bicycles. Nevertheless, he
wasted little time once he got going, and his general flying
was as good as anything of the day. It was not his fault

(Continued on page 265.)

July 28, 1920

The Aeroplane

247

AERIAL DERBY

HANDICAP

1st Prize 2nd Prize

(Capt. H. A. Hamcrslcy, MX.) (Mr. Bert Hinklcr)

Won by Avro "Baby"
machines fitted with
35 h.p. " Green" Engines on

Mobiloil "A"

Gargoyle Mobiloils are sold by
dealers1 everywhere. There is a
grade for each type of motor

VACUUM OIL COMPANY, LTD.,

Caxton House, Westminster, London, S.W. i

Telegrams : VACUUM, PHONE, LONDON Telephone : VICTORIA 6620 (6 lines)

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

248

The Aeroplane

July 28, 1920

AIRCRAFT EQUIPMENT

INSTRUMENTS & FITTINGS

Highest grade material in perfect condition
Latest equipment by the foremost makers

BELOW COST

Spare Engines
0

Magnetos
0

Ball Bearings
0

Sparking Plugs
0

Accumulators
0

Pressure Gauges
0

Flexible

Shafting
0

Nuts, Bolts
etc., etc.

Speedometers

? • .
Aneroids

0

Watches

0

Gyroscopic &
Cross Levels

■ '' ta - ;'

Switchboards
0

Tautness

Meters

0

Radiator
Thermometers
0

Eyebolts,
etc., etc.

ShowroomS

The Aircraft Disposal Company Ltd.

(Managing Agent : HANDLEY PAGE LTD.)

Regent House KINGSWAY London

Telegrams : "Airdisco, Westcent."
Telephone : Regent 5621 (3 lines).

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upplement to The Aeroplane, July 28th 1920.

INCORPORATING AIRCRAFT ENGINEERING, AERODYNAMICS, AIRCRAFT FINANCE AND COMMERCIAL AERONAUTICS
AND MATTERS PERTAINING TO THE AERONAUTICAL ENGINEER AND THE AIRCRAFT TRADER.

THE WEEKLY

In a carefully considered article, Captain W. H.
Sayers discusses some of the lessons of the recent Aero
Show, coloured by his personal opinions. Also he ex-
plodes one or two popular illusions concerning the re-
lative merits and demerits of wood and steel construction.

Mr. Leonard Bridgman contributes some more of his
educative sketches of aeroplane details as seen at the
Show. The contrasts between various designers' arrange-
ments of cockpits and tailplanes is distinctly interesting,
and at least equally so is the difference between three
able designers' methods of housing "six-cylinder-in-
line" engines.

LESSONS OF THE

By W. H,

To one who would draw morals as to the prevailing-
tendencies of aeroplane construction the recent Aero
Show at Olympia gives but little guidance. There were
no extraordinary machines, no startling changes of form,
arrangement or design whereon to base deductions or to
prophesy as to the future.

COMMENTARY.

That extremely logical and quaint writer, "Medway,"
discusses some ways in which future Shows may be made
more successful, and reminds his readers that certain
valuable suggestions made by him a year or more ago
are still worth considering. One hopes that the high and
mighty who have so far mismanaged all our Aero Shows
will condescend to consider his suggestions.

A list of the foreign notabilities who visited Olympia,
issued officially, indicates that the exhibition may have
clone good, even though the said list would seem to in-
clude almost the whole "gate" for the ten days of the
Show.

AERO SHOW, 1920.

Sayers.

The very marked predominance of the tractor biplane
would seem to carry a message — but even here the voice
is a little weak and uncertain. The test of war certainly
seemed to show that the type has advantages of perform-
ance over all others so far tested — but had the synchro-
nised gun failed to reach a satisfactory stage of develop-

A STUDY IN COCKPITS.

250

(Supplement to The Aeroplane.)

Aeronautical Engineering

July 28, 1920

A STUDY IN NOSES Left to Right, a Siddeley "Puma" in

and a "'Puma" in

nient during the War would tractor biplanes have pre-
dominated in 1920 ?

It is doubtful — and peace may yet show that the pusher
type has its value for commercial purposes. It is cer-
tain that for pleasure flying in fine weather the limousine
type of aeroplane is far from ideal — the open tractor type
is nearly impossible — one can neither see from it nor hear
in it, and that the pusher type with a decently silenced
engine has many advantages for such work. And if
flying is to remain unpleasant it will certainly remain
unpopular.

As with aeroplanes, so with engines — and even more
so. There is not even an apparent predominance of any
one type.

One all-metal aeroplane provides the nearest approach

the Avro Triplane; a Beardmore in the Short "Shrimp";
the Bristol "Coupe."

to a really startling i-nnovation. From this, however^
there can be but few deductions to be drawn. One
"Swallow" is but little towards the Summer of metal
construction. There are, it is true, other examples show-
ing that experimental work on metal aeroplanes has
progressed greatly since 1914, and that there is now no
insuperable difficulty to the manufacture of complete air-
craft out of either steel or the light aluminium alloys.

It is true that metal has many advantages as a struc-
tural material as against timber. It does not swell and
contract and change its shape with alterations in tem-
peratures and humidity as does wood.

But it does rust or corrode unless very special pre-
cautions are taken against such happenings. And, of the
two evils, probably many will prefer the warping of wood.

BUPERMARINE
"CHANNEL'+ylie.

SHORT
' SHRIMP."

A STUDY IN TAILS.

July 28, 1920

Aeronautical Engineering (SuPplement to the ae^e.) 25*

GWYNNE'S

AER

ENGINES

Manufacturers of the B.R. and all types ot Aero Engines.
Sole Licensees for British Empire of Clerget Motors.

GWYNNES Ltd.,

Hammersmith Iron Works, LONDON. W.6.

" Qwynne, London." "Hammersmith 1910."

Contractors to the Admiralty, War, Indian and Colonial Offices, and the principal Foreign Governments.

KINDLY MENTION " THE AEROPLANE) " WHEN CORRESPONDING WITH ADVERTISERS.

252 (supplement .o The a,rop«nb.) Aeronautical Engineering

July 28, 1920

Metal is fireproof — wood is not — but this point is of
but small practical importance. When fireproof petrol
can be used- in aero engines then wooden machines will
be as safe against fire as is a wooden cart. Till then the
metal aeroplane is in grave danger of fire.

There is little or nothing to choose in the matter of
strength or weight between the wooden and the metal
structure, if both be skilfully designed. Metal calls pro-
bably for a greater degree of skill and a greater know-
ledge of materials on the part of the designer than does
wood, but even the most skilled of designers can be hired
very cheaply.

Wood is an excellent, cheap and easily obtained struc-
tural material. It calls for few and simple appliances to
work it to shape, it needs little in the way of testing
appliances to determine its qualities — and a good piece
of wood is and remains recognisably a good piece of
wood.

Any metal physically capable of competing with wood
for aircraft work is necessarily a comparatively expensive
material. It is often undistinguishable in appearance from
another similar metal of markedly different physical
qualities. These qualities are by no means permanent,
any fool with a blow lamp can alter them through a very
wide range without leaving any visible evidence of the
change.

Metal can be worked to shape more rapidly and more
accurately than can wood, and with less labour, but on
the other hand its working usually calls for extensive
plant. The exact conditions under which it is worked,
and the nature of the treatment it receives before, during
and after working, often need very careful control in

order that its strength may not be impaired in the pro-
cess.

Which means that metal aircraft production entails
expensive plant and tools, and thorough and careful con-
trol and inspection during manufacture, and consequently
an expensive control and inspection organisation.

Given a really large output of similar aeroplanes the
rapidity with which metal components can be manufac-
tured would reduce the importance of these costs to such
an extent that the metal machine would prove cheaper
than the wooden one. Had war continued, doubtless
metal machines would even now be cheaper to build than
are timber-framed ones, but with the existing demand
for aeroplanes there is no question that the metal aero-
plane costs more than it is worth as compared with the
existing type.

When aeroplanes are produced in such quantities as
are motor cars, then metal machines will be justified
on the cost basis alone. At present their advantages by
no means justify the cost of building them.

As there seems to be little that may be regarded as of
revolutionary import in the general design of machines,
it were well to consider the details of existing machines.
Here there is to be found a very marked advance. In
the last Aero Show there were to be seen many machines
of most excellent general design — even judged by modern
standards — which in details would have disgraced the
average travelling tinker. To-day there is practically no
fitting discoverable on any machine that one could con-
fidently assert to be unsafe, and very few that did not bear
signs that careful thought and adequate knowledge had
gone to their design. For this state of affairs one has

I

July 28, 1920 Aeronautical Engineering (Supplement to THE AEROP1ANE, 253

I

8

1

$
I

A

N OTHER record has been added to credit
of British Aviation and the

450 H.P. AERO ENGINE

The performance of a Handley Page commercial
type aeroplane — fitted with two Napier Aero Engines —
in carrying a load of tons 13,999 feet into the air,
has been certified by the Federation Aeronautique
Internationale as a World's Record for height, duration
and useful load carried.

" This latest record further emphasises
the wonderful reliability and speed of the
British=built Napier Engines, and their
right to the title of 'The Proved Best.'"

Court Journal, 28/6/20.

To obtain the best performances — speed, altitude,
duration and reliability — install the Napier Aero
Engine.

4

Full particulars on application.

D. NAPIER & SON, LTD.,

14, New Burlington Street, W.i.
Works - - Acton, London, W.3.

I

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

254 supplement to the aeroplane.) Aeronautical Engineering

July 28, 1920

ONE OF THE MOST INTERESTING

STANDS AT OLYMPIA The Palmer

Tyre, Ltd., showed not only a very com-
plete range of tyres and wheels, but one
of the famous "cord=laying" machines
which made it possible to produce so
elaborate a piece of work not only ac=
curately but at a reasonable price. This
machine is seen on the left of the
picture The biggest sized tyre is seen
in the middle of the stand.

PALMEJ5

'fibs:

to thank the officials of the Air Ministry Technical De-
partment and of the. A.I.D. .

Much adversity has in the past befallen the Aircraft
Industry through these — it may even be questioned
whether they really assisted at the winning of the war
in the air — but through adversity the British aeroplane
manufacturer has risen to a position well above that of
his competitors of any other nation for the soundness and
safety of his detailed design. "Per ardua ad astra" is a
motto of no limited significance.

On this subject of detail design the exhibit of A.I.D.
testing and checking methods which occupied nearly half
the gallery throws a most interesting light. It leaves the
impression that if — as is the case — any British aircraft
possessing an airworthiness certificate must have passed
A.I.D. inspection, then either defective material or
faulty workmanship can bardly exist.

It is understood that, of the very few people who did
visit Olympia, the really important ones — such as the
official representatives of foreign Governments — .were more
impressed by this part of the exhibit than by any other.
Their attitude seems to have been that they now realised
why British aeroplanes cost more than did the products
of other countries, and that they thought the extra cost
thoroughly justified.

If the S.B.A.C. could have arranged that the general
run of the public saw and properly appreciated this part
of the exhibition they would have done something to-
wards gaining public confidence in aerial transport.

Apart, however, from the uniform and high standard
of detail design there was little of definitely marked ten-
dencies to standardised practice. In timber, spruce holds
the field — ash is still used for some fuselage longerons —
but even here seems to be vanishing.

Solid spars are disappearing, and laminated or box
spars, glued and taped, are now nearly universal. Wing

ribs call for little comment — except that the wooden box
compression rib has practically disappeared and proper
struts now take the drag loads within the wing.

Interplane struts seem about evenly divided as between
steel tube and spruce. Where steel tubes are used they
are generally circular in section with wooden fairings,
and streamline section tubes appear to be out of favour..
Streamline wire for exposed bracings is usual practice.
Metal fittings for wing spars and fuselage fittings are
now invariably of steel — generally sheet metal stampings,
though machined up forgings are largely used.

Complex welded up or brazed sheet steel fittings sub-
ject to heavy loads are growing rare — either the whole
fitting is cunningly contrived out of the single piece, or
attached portions held on by rivets or bolts.

Standardised fittings for such joints as those between
fuselage longerons and their struts are now in evidence.

In such a case it is necessary to design the fuselage to
take the standardised fitting, which in theory at least
should call for some extra weight in the structure. In
practice, if the standardised fitting is intelligently de-
signed in the first place this extra weight becomes negli-
gible. Since the practice originated in wartime with the
continual demand for higher and still higher perform-
ances it may be expected to extend during the Peace.

To sum up, Olympia has disclosed no startling novel-
ties— nothing which holds the promise of any immediate
revolution in aerial transport. It did show, among the
machines and engines, a general very high standard of
workmanship and of design, and among the accessories a
very considerable amount of thought and enterprise.

If the next Aero Show follows it in the general excel-
lence of its exhibits, and if in addition it can succeed in
attracting the general public and in impressing on them
how far the aeroplane has gone towards becoming a safe
and reliable vehicle, it will have justified its existence.

THE BLACKBURN "SWIFT." — The
new torpedoalropping seaplane pro-
duced by the Blackburn Co., of Leeds,
together with one of the torpedoes
which it carries on active service. The
actual torpedo dropping gear was not
shown, but the peculiar way in which
the exhaust pipes are led down under
the fuselage set foreign Service people
thinking of how they could be used in
connection with "heater" torpedoes.

July 28, 1920 Aeronautical Engineering (Supplement to THK ^o^., 255

A factor of Safety of 5 throughout.

Vickers-Saunders Flying Boats.

PEACE PRODUCTS EXHIBITS at the GREAT VICTORY EXHIBITION,
STAND 151/160, CRYSTAL PALACE.

Aviation Department :

Vickers House, Broadway, London, S.W.I.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

256

(Supplement to The Abropla

NE) Aeronautical Engineering

July 28, 1920

HOW TO MAKE A SUCCESS OF THE AERO SHOW.

By " MEDWAY." With Entirely Irrelevant Illustrations bv E. Sinclair Puckett.

W

Dears

From *ome points of view the Aero Show may have been
— in fact, I am told it was — surprisingly successful. From
others, without the slightest doubt, it wai a howling failure.
A friend of mine, who is not addicted to exaggerating, assures
me that on one afternoon the crowd amounted to three and a
dog, of whom, in his opinion, the dog was the most likely
purchaser, being the only one of the four to say nothing re-
vealing a complete ignorance and apathy with regard to the
whole subject.

My own experience was not quite so bad as this, but I must
confess that I should have expected, and should, I believe,
have seen as large an audience if the Exhibition had been
held, say, at Land's End or John o' Groats.

Now this is very extraordinary when we remember the
immense interest that the public has taken in aircraft and
the progress of flight ever since it was first demonstrated
that an attempt to conquer the air is not necessarily tanta-
mount to a playful form of suicide. Even now tens of
thousands of people will go and watch a series of aerial
stunts, but apparently not one in a hundred of these people
care to get to close quarters' with the actual machines and
their engines. The -question naturally arises whether the
absence of interest in the show was due to inherent apathy on
the part of the public, or to something lacking on the part of
the organisers. I fancy it is a combination of both.

When people watch wonderful aeiial performances they are
attracted, perhaps unconsciously, by the idea that the exhibi-
tion involves danger. Given proper publicity, an enormous

The Ark

I he H u. -m p .
Portrait of & Ce-ntleman discovering

a SPre.6m lined Coupe

crowd could be got to watch a man bobbing down Niagara in
a barrel, or any such foolhardy exhibition. The subsequent
interest of the crowd in the barrel itself would depend mainly
on whether the man was killed. If so, there would be lots of
people who would want to keep bits as relics. If not, the
sale price of timber would depreciate.

The next point is, perhaps, that the general public is for
the moment a little bit sick of aeroplanes and is at any rate
thoroughly familiar with their general appearance. It is a
comparatively dull business to look at an aeroplane which is
not indulging in a freak performance and from which there is
not the slightest prospect of bombs being dropped upon one's
head. People have in fact got a little blase.

The next point, I cannot help thinking, is that not very
much was done to work up the attendance at the show. If I
am right, the promoters are not necessarily to blame. The
Aircraft Industry has had a rough time for the last 3 ear or so.
I can imagine that, when it was too late to withdraw, a good
many people may have come to the conclusion that it was
a pity they were involved in a show at all and the thing was
foredoomed to failure.

When one is in part responsible for something that seems
likely to fall far short of expectations and to reveal weakness
where we meant to show strength, it is rather natural not to
go to any special trouble to get people to witness the fiasco.

Had one cut out of Olympia the whole
of the Air Ministry's exhibit and that of
the Aircraft Disposal Company — neither
of them strictly manufacturing exhibits
— we should, as they say on the tomb-
stones, have left a gap which nobody else
could fill. Both these exhibits were, in
fact, tremendously interesting, but I
doubt whether the manufacturers suffi-
ciently realised in advance how great
would be their interest. Assuming that
there were a good many pessimists
among the organising body, one can see
why more steps were not taken to try
and turn the show into a big social event
and something mere.

I question whether the Ail craft Indus-
try, despite what it has gone through in
the last few months, has even yet quite
got rid of its old idea that people who
are merely concerned with movement
along the surface of the ground are be-
neath contempt or, at any rate, a little
lower vhan the angels that fly in the air,
and, therefore, not to be much con-
sidered. It would be better on- such an
occasion to realise that if the people
themselves are of little account, their
money may be more useful. It would
be just as well for the Aircraft In-

July 28, 1920 Aeronautical Engineering ISapplm„t « mu 257

AT MARTLESHAM HEATH,
1 7th June, 1 920,

THE

BRITISH SPEED RECORD

was beaten by
a

NIEUPORT L.S. 3 AEROPLANE,

fitted with an

A.B.C. 340 H.P.
DRAGON-FLY AERO ENGINE

Speed, 166-5 M.P.H.
WALTON MOTORS LTD.,

WALTON-ON-THAMES,
SURREY, ENGLAND.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

258 (Supplement to the aeroplane.) Aeronautical Engineering

July 28, 1920

dustry that the common herd, who still walk about on legs,
should be got to pay for the industry's propaganda.

My next point is that there were not enough exhibitors to
make it possible for the daily Press to devote as much space
as it might have otherwise done to the Exhibition. The Air
Ministry's exhibit was mostly above the average man's head.
Neither does the average man, even though he be a journalist,
appreciate the niceties of the various designs of aeroplane
and aero engine.

Anybody can come to a motor car show and put up a decent-
pretence of being a practical motorist, because even body has
a nodding acquaintance with motor cars. It would be far
more difficult to talk about aeroplanes in which one has never
flown to a man who knows all about them.

Some Neglected Advice.

About a year ago, if not more, I made certain suggestions
which in my hufnbl'e opinion might help to make an aircraft
exhibition successful. They were not adopted, and I am not
prepared to blame anyone for neglecting my advice, because,
as I have already remarked, the actual exhibits might have
been insufficient to give a proper impression, and had that
happened, the fewer people let into the secret the better. One
of ui3' ideas was that it would have been a good thing for the
Aircraft Industry to adopt a principle already successfully
tried by the conimeicial motor vehicle manufacturers

I still believe that had this suggestion been considered on
its merits something could have been done with it. I have
always deprecated the determination of some people con-
nected with aircraft to treat the motor industry as though it
and all its works were infectious. The principle to which I
have just referred is that of organising a conference at the
same time and place as the show.

The scheme worked well with the Commercial Vehicle Ex-
hibition in 1913 ; it worked well again at the Roads and
Transport Exhibition last year. In the latter case it secured
the presence of very large numbers of officials of local
authorities at a show, the exhibitors of which were appealing
to the local authorities in particular as buyers.

The Conference Scheme.
Supposing we were to organise a conference contemporary
with an Aircraft Exhibition, it would not be very difficult to
decide who ought to be asked to attend. We should start,
of course, by getting together a Council or Committee of big
names, and preferably of some intelligence, though the latter
is a minor point if the names are big enough. Under the
. wing of this committee, which should have a strong propor-
tion of officialdom in its composition without being official in
itself, we should send out invitations to all the Governments
of the world and through them to the Government depart-
ments concerned with civil or military aviation; to big organi-
sations concerned with rapid transport, and to important

Details of the Engine Installation in the "Baby" Avro.

bodies of pastoralists and others residing for the most part
in districts where communications are lacking.

We should get, ,alsor people responsible for running trans-
port services on a big scale and we might also touch big
industrial organisations to whom the applications of aerial
photography might appeal. With an assurance of a repetition
of the Ministry's exhibit we should also approach the
scientists Altogether it would be curious if we could not
collect quite a large body of men from all parts of the world,
representing important interests and potential buyers.

vSome of these men would read papers, a few on scientific
subjects, but the bulk dealing with practical developments not
difficult to understand or to report. The Press would loll up,
willing enough to deal with current aviation matters, but dry
of copy so far as the actual show is concerned. The result
would be plentiful publicity in all the live papers thiot'ghout
the exhibition. The public would glance through lists of im-
portant names of people who had attended at the opening of
the show and conference and had evidently been at the show
on other days, and being sheep they would follow suit.

Some New Suggestions.

Having put forward this idea again, not in the spirit of
"I told you so," but in case it might be some use in the
future, I am inclined to go a peg further and suggest that
an exhibition in the ordinary sense of the term is the wrong
tiling. Supposing, for instance, we were to have an exhibition
of agricultural tractors in London, it would make a poor show
in a large building and would attract nobody except a few
stray Pressmen and. free-ticket holders. Collect these same
tractors in a few sheds half a dozen miles from a country
town and demonstrate with them, or similar machines, in
the fields, and you will get crowds that will allow every
householder in the town to become a temporary profiteer.

The average man would like a motor car for his own
amusement, but at present the average man has ho great
longing for a -private aeroplane. The business is to ^onie, if
it comes at all, through people who will employ others to
handle the machines for them. Therefore, thejT wish to see
the machines at work as well as at rest.

If a machine of a certain make has just completed a fine
performance in front of a big crowd, a fair peicentage of
that crowd will go straight off and examine a similar machine
at rest if it is there to be seen. M}- conclusion is that the
exhibition should be held at an aerodrome and should be
coupled with attractive demonstrations and the necessary
stunts to draw the multitude. If coupled also with a con-
ference of the kind I have suggested, the element of solidity
is introduced and the scientific and practical side emphasised.

It remains only to gather in the shekels by making the
display a big social event of the season. This ought not to be
particularly difficult. I suggest that it would be .done by
getting the backing of some society leaders who would allow
to be announced in advance their intention of bringing
paities to the display.

We should then have one very expensive day in order to
make the company highly select, with the consequence that
on that day we should probably get a bigger crowd than on
any other. It would add a finishing touch if one or two
Royalties could be induced to arrive by air.

July 28, 1920

Aeronautical Engineering

(Supplement to The Aeroplane.)

259

PALMER

LANDING WHEELS & TYRES

STANDARD SIZES

Tyre
Sizes

"3 .

£ 6

Hub

Track

I2

Length

Bore

LiDe

300 X 60

16
17

m/m

111.12

72.39

m/m

25.4
12.7

m/m

Central
Central

450X60

30
138

89.
130.

31.75
38.09

Central
Central

575 X 60

21
34
111

160.
150.
150.

28.
31.75

38.09

Central
104/46
104 '46

650X65

» J

)»
1)

78
79
100
101

178.
178.
178.
178.

44.45
44.45
38.09
31.75

132/46
Central
132/46
132/46

600 X 75

21
34
111

160.
150.
150.

28.

31.75

38.09

Central
104/46
104/46

700X75

78
79
100
101

178.
178.
178.
178.

, 44.45
44.45
38.09
31.75

132/46
Central
132 46
132/46

Tyre

Hub

Track

Sizes

Length

Bore

Line

m'm

m'm

m/m

700 X 100

77

178.

44.45

132/46

92

185.

55.

135/50

95

185.

55.

Central

96

178.

55.

132/46

99

178.

38.89

132 '46

112

150.

38.09

Central

650X125

119

178.

55.

132 '46

750 X 125

77

178.

44.45

132/46

1 »

92

185.

55.

135/50

95

185.

55.

Central

96

178.

55.

132 46

1)

99

178.

38.89

132 46

112

150.

38.09

Central

800X150

82

185.

55.

135/50

85

185.

55.

Central

*36

185.

55.

135 50

*40

185.

60.32

135,50

1000 X 150

131

220.

66.67

Central

102

185.

55.

t 125/60

Tyre

Sizes

1000 X 150

1000X 180

900 x:

1100X220

1250X
1500 X

250
300

1750X300

% .

Hub

Track

•* *z.

%r

Length

Bore

Line

141
201

209
210

m'm

250.
185.
185.
185.

m/m

80.
60.32
55.
60.32

m/m

Central
125/60
Central
Central

148
149

220.
185.

80.
55.

Central
Central

107
108
128
137
202

185.
185.
220.
250.
185.

55.

55.

66.67

80.

60.32

Central
125 60
Central
Central
Central

134
136

220.

250:

66.67
80.

Central
Central

133

250.

80.

Central

115
126

304.8
304.8

101.6
152.4

Central
Central

139

400.

152.4

Central

LID/NE.

* Wheels No. 36 and 40 are of stronger type than the other wheels for S00 x 150 tyres.

THE PALMER TYRE LIMITED

Contractors to the Admiralty the War Office, and the Ministry of Munitions,

119, 121, 123, SHAFTESBURY AVENUE, LONDON, W.C.2.

Telegrams: " TYRICORD, WESTCENT. LONDON." Te'ephone: GERRARD 1214 (Five lines)

PARIS : 24, Boulevard de Villiers, Levallois-Perret.
AMSTERDAM: Stadhouderskade 91.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

260 (Supplement to the aeroplane.) Aeronautical Engineering JULY 28, 1920

COLONIAL AND FOREIGN REPRESENTATIVES AT OLYMPIA.

The following list of the representatives of Colonial and
Foreign Governments at the Olmypia Aero Show has been
supplied by the Society of British Aircraft Constructors : —

Agentine. — Argentine Naval Commission in London. Ad-
dress : 2, Evelyn Mansions, Carlisle Place, S.W.i.

Australian Commonwealth. — Major W..A. Coates, M.C., and
Lieut. Vautin. Address : Australia House, Strand, W.C.2.

Belgium. — Two Belgian Flying Officers have been specially
appointed, together with the Belgian Air Attache in London,
Lieut. Chevalier Willy Coppens, D.S.O. Address : Belgian
Embassy, 35, Grosvenor Place, S.W.i.

Brazil. — Commander Oscar de Souza Spinola, Naval Attache
to Brazilian Legation, 19, Upper Brook Street, Mayf air, W .

Canada. — The Canadian Liaison Officer in Loudon, Major
D. R. McClaren, D.S.O., Canadian Air Board, Air Ministry,
Kingsway, W.C.2.

Chili. — Commander Francisco E. Merino, Naval Attache to
Chilean Legation, 22, Grosvenor Square, W.i.

China.— Commander S. K. Chen, Chinese Naval Attache, c/o
Chinese Legation, 49, Portland Place, W.i.

Crown Agents for the Colonies. — W. Braut, Esq. (Contracts
Branch), J. W. Norris, Esq. (Inspection Branch), and F. Greg-
son Williams, Esq. (Designs Branch). Address : Crown
Agents for the Colonies, 4, Millbank, S.W.i.

Finland — Major Mikkola, Lieut. Durchman, and Ensign
Leijer, officers of the Finnish Flying Corps. Address : Fin-
nish Legation, 2, Moreton Gardens, S. Kensington, S.W.

France. — A special delegation consisting of eleven members
in all, representing Military, Naval, and civil authorities, was
appointed. Address : c/o French Air Attache, 7, Norfolk
Street, Strand, W.C.2.

Greece. — Mr. P. Tringhetas, Commercial Secretary to Greek
Legation, 35, Knightsbridge, S.W.

Japan. — Lieut.-Commdr. M. Hoti, Imperial Japanese Navy,
Broadway Court, Broadway, S.W.i.

New South Wales. — Mr. F. C. Govers, Department of the
Agent General for New South Wales, Australia House,
Strand, W.C.2.

Norway. — Norwegian Army Flying Corps : Col. Gustaf

Griiner (Inspector-General of the Norwegian Army Flying
Corps), and Capt. Sem-Jacobsen (Chief of Norwegian Army
Aeroplane Factory). Address : Hyde Park Hotel, W.

Norwegian Navy Flying Corps : Lieut. Johan Johansen,
c/o Comm. S. Scott Hansen, Naval Attache, Norwegian Lega-
tion, 7, The Grove, The Boltons, S.W.

Ontario. — Agent General for Ontario, 163, Strand, W.C.2.

Peru. — A member of the Peruvian Legation in London at-
tended on behalf of the Peruvian Government. Peruvian
Legation, 104, Victoria Street, S.W.i.

Poland. — Capt. Borejsza, and Mr. Haber-Wlynski, for Polish
Military Aviation Authorities Polish Legation, 13, Eaton
Square, S.W.

Queensland. — Agent General for Queensland, 409-410,
Strand, W.C.2.

Roumania. — Col. R. Rosetti, Military Attache (for Rou-
manian War Office), 3, Marble Arch, W.

Serbia. — ■ Col. Milivoye Yoksimovitch arrived in this
country as a special representative of the Serbian War Office.
In addition, the Serbian Military Attache, Col. de IT'tat, Major
Georges Ostoitch, C.B., has been appointed.

South Africa.— Lieut.-Col. Sir H. A. van Ryneveld, D.S.O.,
Rooin 64.3, Air Ministry, Kingsway, W.C.2.

South Australia. — The Agent General- for South Australia,
Australia House, Strand, W.C.2.

Sweden. — Lieut. D. Tiselius, Naval Attache, 73, Portland
Place, W.i.

Tasmania. — The Agent General for Tasmania, Australia
House, Strand, W.C.2.

U.S.A. — Major Melvin A. Hall, Assistant Military Attache
for Air Service Duties, in the absence of a special delegation,
represented the U.S.A. Army Air Service and all other
U.S.A. Government Departments using aircraft except the
Naval Department, which was represented by Lieut. -Com.
D. C. Ramsay, Aide d'Aviation to Naval Attache : American
Embassy, Military Attache, 4, Grosvenor Gardens, S.W.i.
Naval Attache, 28, Grosvenor Gardens, S.W.i.

Victoria — The Agent General for Victoria, Melbourne

Place, Strand, W.C.2.

0USS* J

SOME INTERESTING EXHIBITS AT OLYMPIA. BY RUBERY, OWEN AND CO., OF DARLASTON-

<>E„„>' „.;,.„ hoti/l»^ Dirfht tunirnl c»f(innc nf rnllafl ctopl sirins for the COI1 St V li Cl 1 0 11 Of Steel Will!

by

in iritc} i uiu £aiiioiio ni i iTir in . 01 hldlhii ~ *

Fox" patent wire benders; Right, typical sections of rolled steel strips for the construction of steel wing
a humorist "mesmerised strip." Bottom, the Rubery. Owen patent parallel hand vice in various posi

is that in which it should NOT be used.

Top left, the
spars, called
tions. No. 2

July 28, 1920

Aeronautical Engineering

(Supplement to The Aeroplane.)

26l

WESTLAND

The comfort and steadiness of the WESTLAND LIMOUSINE is

emphasised by the above picture.

The Typist is just alighting from the aeroplane with her type-
writer after an aerial trip.

The LIMOUSINE is quiet enough and steady enough to enable
one to talk and write without difficulty while in flight.

We are ready to quote for passenger trips to anywhere in England
or on the Continent from our Aerodrome at Yeovil.

For full particulars and arrangements as to trial flights apply to the

WESTLAND AIRCRAFT WORKS

(Branch of Petters Limited)

YEOVIL.

Telephone :
141 and 142 YEOVIL.

Telegrams :
AIRCRAFT, 141 YEOVIL.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

July 28, 1920

COMPANY NEWS.

Mortgages, Charges, and Satisfactions.

R. G. Toms Aviation anjj Motor Co ,
Ltd. (renamed Cadogan Carriage Co.,
Ltd.). — Satisfaction in full on June ist,
1920, of debentures dated Aug. 21st, 1917,
securing £1,150.

United Aircraft Co., I td. — Deben-
tures dated June 18th, i9io, to secure
jC5,0oo, charged on the company's under-
taking and property, present and future,
included uncalled capital. Holder : F. J.
Osborn, 4, Great Marlborough Street, W.

Great Northern Aeriai Syndicate
Ltd — Mortgage on certain debts and
money dated June 5th, 1920, to secure all
moneys due, or to become due, from Co.
to Union Bank of Manchester, Ltd., not
exceeding £.300.

Grahams-White Co., Ltd Charge on

motor-car bodies completed and in course
of construction and parts designed for
the construction thereof at Hendon, or
in transit therefrom, to mortgagees, pur-
suant to their order, dated June 29th,
1920, to secure all moneys due or to be-
come due from company to A. Harper,
Sons and Bean, Ltd. -'

Receivership.
Pethh Hooker, Ltd.— A. W. Tait, of
Basildon House, Moorgate Street, B.C.,
as receiver and manager on June 30th,
under powers contained in debentures
dated May 19th, 1920.

BY ERROR.

Owing to a printer's error the new
Gwynue-Clerget 100-h.p. engine de-
scribed on page 196 of The Aeroplane
of July 21st was described as the 9.Z.
type. This should have been type 9.J.
This interesting engine should be of
very considerable interest to designers
and constructors of the smaller types of
aeroplanes and doubtless will be the sub-
ject of much corespondence. Therefore
it is eminently desirable that the particu-
lar type letter should be coriectly stated.

INTERESTING DETAILS.

As this section of The Aeroplane is •
going to press it becomes known that
the "Baby" Avros with 3'3-hp. Green
engines have taken first and second
places in the Handicap Race in connec-
tion with the Aerial Derbv. Therefore
the accompanying details of that machine will be
special interest. ]

CONSTRUCTIONAL DETAILS OF THE BABY AVRO.

found of

DISPOSAL STOCK. — A neat r.aravan made almost entirely of
strap aeroplane maferal by the "NAY'ARAC" Company of
Cambridge The wheels, springs and undercarriages are all
aeroplane parts. The ladder is made of streamline struts.

THE "PALNUT" LOCKING DEVICE. — This consists of a
sprung steel stamping hexagonal outwardly, and internally
yrovided with projecting tongues bent up to fit the pitch of
the bolt whereon the "Palnut" is fitted. It is simply screwed
down tight above the nut when the spring of the tongues
gives a grip sufficient to lock the nut proper.

July 28, 1920 Aeronautical Engineering (Supplefflent to THE AEROPWNE) 263

The Original NON-POISONOUS.

Titanine Dope

is strongly recommended for

PRIVATE and COMMERCIAL

AEROPLANES.

Absolutely unequalled for Durability.

There is no CONTROL on Dope for the
above types of machines.

Titanine is the most economical and offers the
greatest resistance to flame.

PROMPT

Complete Doping
Schemes

DELIVERIES. ILTJf , .a v

submitted on application.

TITANINE LIMITED,

Te.epW: 1 75' PICCADILLY,

Gerrard2312. LONDON, W.l. ^"^^'"'^

A gents for Australia :

Messrs. Larkin-Sopwith Aviation Company of Australasia, Limited.

Melbourne Office : "Aberdeen House," 94, King Street.

Sydney Office : "London Bank Chambers," Corner of Pitt and Moore Streets.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

264 (Supplement to the aeroplane.) Aeronautical Engineering

July 28, 1920

e&fdmop<

^Jlllllllltllllllill!!llllllllllllllllll!lllll!illllll!lllll!llil!!!

niiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiinii^

AMONG THOSE

WHO FLY
BEARDMORE
RELIABILITY

ISA
BY - WORD

BEARDMORE AERO ENGINES, LTD.,
112, Great Portland Street, London, W 1.

Works

Telephone : 238 Gerrard.

Parkhead Steel Works, Glasgow.

These famous power units are
being installed by many of the
leading Aircraft Manufacturers
in their most recently designed
machines.

The names of only a few fitted
with the 160 h.p.' Beardmore
Engine are given below.

Armstrong- Whitworth F.K.8.

Avro 5-seater Triplane.

Sporting Short Seaplane.

The Central Aircraft Coy's
Passenger-carrying Limousine.

Aeronautical Engineering says
of the latter " By using two
of the 160 h.p. Beardmore
Engines a power plant of
proved reliability known to
call for very low maintenance
costs is attained."

KINDLY MENTION " THE AEROPLANE '* WHEN CORRESPONDING WITH ADVERTISERS.

July 28, 1520

The

Aeroplane

265

(Continued from page 246.)

that he ilew an unnecessary lap of the pylons. The start of
the two Martinsydes was as good an anything else Martinsyde.

Mr. Hawker's start was most sensational. As he streaked
off to Brookland, S.A. and E C.L. decided to build 47,237 aero-
planes per war. Then with a roar "Semiquaver," with the
whole of Mr. Courtney curled up inside, dashed off, followed
by Mr. Tait-Cox at terrific speed.

Shortly after this Mr. Cotton appeared at a great height,
not taking any chances if Hendon did a disappearing trick
like the Italian aerodrome which he failed to meet en route
tor the Cape.

As Capts. Jordan and Longton appeared facing round the
pylons within a rod, pole, or perch of one another, the
S.A. and E.C.L. decided to build 7,737 aeroplanes per war for
the Balkan States.

Mr. Hawker, on the Sopwith "Kainbow," then appeared
flying high and very fast. S.A. and E.C.L. decided to build

Short-sighted j/0uth mistakes the Oj(ic(d| StdTter
for tWe CkocoLit-e Man.

20,237 machines per revolution for Mexico. "Semiquaver,"
which one had last seen sitting so nice and still at Olympia,
seemed in a tremendous hurry about something. One looked
at one's watch and it was not nearly closing or opening time.

Soon after this Capt. Hamersley finished, followed by Mr.
Hinkler. After a pause Mr. Hawkei appeared and S.A. and
E.C.L. decided to quote contracts to Esquimos for 9,237
machines. However, apparently feanng to be disowned by
the Daily Mail if he qualified for a prize, Mr. Hawker failed
to cross the finishing line. S.A. and E.C.L. decided to build
millions of motor scooters for obese brass hats.

Then came the piece de resistance of the afternoon, Mr.
Courtney, whom one can number among one's instructors,,
and, therefore, be as rude about as one can. With taps and
everything wide open that would open, he flew post the post
and turned into the wind to land. Then he brought off a real
Martinsyde-Cox-Farnborough-i9C5 landing and finished up-
side down. For a moment there was silence. Then cheer
after cheer broke out as coil after coil of Mr. Courtney came
out of the machine, much in the same way as a conjurer pro-
duces yards and yards of paper-ribbon out of a hat. Every-
one was {dad to hear that he was onlv shaken, and not feven
kinked.

The second place went to Mr. James' Nieuport. It must
have been considerable consolation to Mr. Tait-Cox, after his
own disappointment, to hear that his second string had done
well. If Mr. James' start had not been delayed, and/or if
he had not been wrongly instructed about the circuit at the
aerodrome, he would probably also have made third place in
the handicap. He tells one that his engine was perfect

266

The Aeroplane

July 28, 1920

throughout. Mr. Fwins, who very wisely liursed his engine
right through, was a good third.

Most people imagined that as the meeting was run by
the Royal Aero Club the bookmakers who were piesent met
with their approval and were to be trusted. They were
sadly disillusioned in many cases. One has hopes that tne
Club did something for all those who helped to popularise the
race and so put money in the Club's metaphorical pocket by
displaying their Derby announcements free of charge, and
one also hopes that it was an isolated case in which the Club
refused one free ticket (after he had already bought and paid
for six) to a person who had spent the previous Saturday
-afternoon and Sunday morning in distributing Theii posters.

G. D.

THE AERIAL DERBY FROM BROOKLANDS.

The few people on the aerodrome vere sufficiently en-
thusiastic but amusingly ignorant at times of the identity of
the machines. The hangars were tightly closed, presenting
a most inhospitable aspect to the visiting machines.

At approximately 14.32 a speck was descried low down
in the sky in the north-north-west direction, and proved to
be Mr. Bert Hinkler's Avro "Baby," which passed over the
white cross at 14.35.33, and turned towards Epsom, going
very smoothly. Five and a half minute^ later Capt Hamers-
ley on his Avro "Baby" passed ;>ver, at an apparently greater
speed than Mr. Hinlder, also quite low, the pilot's head being
■easily visible. Eot'i machines turned very close to the mark
and were soon out of sight.

After a wait of nearly fifty minutes the D.H.i4a was heard
in the distance, and the imposing machine was soon seen,
rather high, but travelling well, the note of the Napier "Lion"
being very true. Some people must think an 80-h.p. Le Rhone
a noisy engine, foy a few spectators joyfully proclaimed the
machine to be Mr. Jensen's "Spad," until the numbei became
visible. To contrast the D.H.i4a with the Avros was in-
teresting.

The first excitement of the afternoon was provided by the
three " Snipes," which arrived simultaneously at 15.40.05,
quite low and almost level with each other, Capt. Jordan being
on the right, Fit. -Lieut. Longton in the centre, and Squad. -
Leader Fall on the left. Capt. Jordan flew a little wide at the
turn, and lost some ground, while the centre machine took a
slight lead as the three machines dived over the cross, pre-
senting a remarkable sight as they banked in unison, their
Bentley engines snarling rhythmically. These machines were"
doing between 145 and 150 m.p h. Some seven cud minutes
later the Avro "Schneider" projected itself over the aero-
drome, and shot off to Rpsom at a great speed, the cowling
and radiator shining conspicuously.

At 15.54.31, Capt. Hamersley reappeared, flying as Well as

ever, followed half a minute later by Mr. Nisbet on the F.6,
which turned very gracefully and seemed to be going like
clockwork. At 15.56.03 Mr. James's jazz-painted " Nieu-
hawk" whizzed over, easily the fastest machine so far, with
Mr. Hinkler on his tail. Mr. Hinkler's Avro seemed in a bad
way, his speed having dropped considerably and the Green
not pulling so well as on his first appeaiance.

The Maitinsyde P. 4 rounded the mark at 15.56.30, "all out"
and fast overhauling Mr. Hinklei . Almost simultaneously
Mr. Hawker passed over, quite high, but making a great
speed and passing the F4, the "Dragonfly" firing very evenly.

Almost precisely at 16.00. the Bristol 'Bullet" shot over and
banked sharply, its speed being apparently in the region of
160 m.p.h.. The almost square rudder and fin stood out verv
prominently, as did the N interplane stmts and the bulge in
the centre of the fuselage

Five and a half minutes later, having already picked up one
minute, the tiny "Semiquaver" flashed by, its beautiful lines
showing clearly at the turn and the red fuselage adding to its
effective appearance. The Hispano was roating grandly, and
the machine, evidently perfectly handled by Mr. Courtney,
was enhancing its reputation.

A minute later the scratch man, Mr. Tait-Cox, hove in
sight 011 the Nieuport "Goshawk," but as he took the turn
his engine was "missing" badly He flew on for a short
distance^ and turned back into the aerodrome, mailing' a per-
fect landing into the wind. The trouble was sooted-up plugs.
The machine was left 011 the aerodrome till later in the even-
ing, when one believes it was flown away. The "Goshawk''
just cleared a belt of trees bordering the motor track and
made quite a flat glide

At 16.24.30 Mr. Cotton passed on the D.H.i4a, still going
merrily. Ten minutes later Capt. Jordan and Fit. -Lieut.
Longton turned, on the Snipes, still almost level, and travel-
ling fast. Flight Lieut. Longton was perhaps a second or two
behind the other Snipe. Mr. James, on the " Nieuhawk,''
followed soon after, making a shaip turn.

Three minutes later Mr. Nisbet passed, followed after an
interval of two minutes by Mr. Hawker and Mr. Courtney,
both the latter having amazing speeds, with the "Semi-
quaver" a shade faster. At 1648.26 the Bristol "Bullet"
passed for the second time at a great pace, and three minutes
later, at 16.51.31, the last machine, Sqdu.-Ldr. Hubbard's F.4,
flew over low down, turning well over the mark, but having
lost some of its speed.

At 17. » (or 5 p.m.) Brooklands presented its usual stolid
appearance, except for the presence of the blue and yellow
chequered "Goshawk," with a small band of mechanics on
guard, in the centre of the aerodrome.— j. F. S.

NAVAL AND MILITARY AERONAUTICS.

GREAT BRITAIN.

A Guest Day at Kalton Camp

The authorities at Halton Camp, Wendover, on July 24th,
entertained the relatives of the boys under instruction. They
reached Halton by special train and motor cars. They were
given tea in the gymnasium by the officers and the boys.
Later the boys conducted theit relatives through the work-
shops. An athletic sports meeting -was held, followed by an
exhibition of physical training. Air Commodore Scarlett
stated that similar gatherings were to be held annually before
the summer furlough period.

L.64- Surrenders.

On July 22nd the second Zeppelin, L.64, ceded tc Great
Britain under the terms of the Peace Treaty, ariived at Pul-
ham Air Station. Ihe ship came over Anion in ver}' bad
weather and was navigated and handled by the same crew,
under the command of Capt. Heine, as that which delivered
the L-7i. The L.64 is smaller than the L.71, and about the
same size as R.34. She has five Maybach engines of 260 h.p.

On this occasion the sartorial irrangement of the British
authorities for the reception ceremony was more dignified than
in the case of the reception of the L.71, alongside which
vessel the L.64 now lies.

The German crew exercised the same skill in handling the
latter ship as that which was so admired on the arrival of the
former. — O. D.

The Balloon-Apron Inventions.

Further evidence in regaid to the invention of "balloon
a.prons"was heard by the Inventions Commission on July 26th.
'I he cross-examination of Mr. E. T. Willows was continued.
He stated that while attached to No. 7 Balloon Wing he suc-
ceeded in designing a 'successful " balloon apron," but as he
could not persuade the authorities to continue the experiments
he resigned.

The Viscount Tiverton, Mr. Willows' counsel, put in a state-
ment by German prisoners saying that in May, 1918, a German
aeroplane collided with an apron cable while flying at a

height of 7,500 feet, was damaged, and fell 100 feet before
control was regained.

The Commission concluded the inquiry and will consider its
award.

To N.C.O. Pilots.

It has been suggested that a reunion dinner for N.C.O.
pilots and observers shall be held later in the year. Past and
present N.C.Os. who would like to be present at such a re-
union are invited to write' to the Editor of The Aeroplane,
who will be pleased to put them in touch with one another
so that they may form a committee and elect a secretary to
make the necessary arrangements

To Officers of No. 3 Squadron.

It is proposed that a reunion .dinner of past and present
officers of No 3 Squadron, R.F.C. and R.A.F., shall be held
this autumn. No. 3 Squadron i? one of the permanent
squadrons of the R A.F., and therefore it is particularly desir-
able that past and present officers should meet on this occa-
sion.

Those who would like to attend are invited to communicate
with Fit. Lieut. J. K. Summers, R A.F. Seaplane Station,
Calshott, Hants.

NEW ZEALAND.

The New Zealand correspondent of The Aeroplane writes :
Parliament commences rhis month, and the much-desired
report of the Air Adviser (Lieut. -Col. A. V. Bettington) should
shortly be tabled. It was expected to have been made public
long before this, but what with influenza and the visit of the
frince of Wales, Pailiament was postponed. — b.

FRANCE.
The Military Aviation Budget.

Recently the Chambre des Deputes approved of a Budget
allocation for military aeronautics of 104,840,000 francs
(normally ^4, 103,600,). This sum has in the Senate discus-
sion on the Budget been ; educed to 100,000,000 francs
(normally ^4,000,000).

July 28, 1920 . The Aeroplane 267

OFFICIAL NOTICES.

Owine to pressure on the space available, all official notices are held over until next week.

THE UNITED KINGDOM OF GREAT BRITAIN AND IRELAND.

CONTINENTAL ARRIVALS AND DEPARTURES.
The London Terminal Aerodrome, Croydon.

(Compiled by the Staff of The Aeroplane.)

Date 1920.

Name of Air
Line.

T pe.

MarkiLgs.

Where from

Where to

- Time
depart.

Time
arrive

Cat go
lbs,
M = Mail.

No. of
Passen-
gers.

Pilot.

July 19th

A.T. & T.

DHg

G-EAPL

London

Paris

05.07

IO.50

Papers

Nil

Bamber

A.T. & T.

DH16

G -EALU

London

Paris

09.30

II 25

Goods

2

Tebbitt

A.T. &T.

DH16

b-EASW

London

Amsterdam

IO.45

13.20

Goods

I

Game

A.T. & T.

DHg

G-EAPU

London

Paris

12.00

I4-I5

Goods

I

Reeve

Franco-

Potez

F-FRAA

London

Paris

12.15

I4.05

Nil

I

Bajac

Roumania Co'y

I.A.L.

" Vimy "

G-EASI

London

Paris

12.47

J5-25

Nil

I

Chattaway

H.P. & M.A.

Breguet

F-CMAB

London

Paris

16-35

19.05

Nil

I

Challaux

A.T. & T.

DH16

G-EALM

London

Paris

I6.48

■8-55

Mail

3

Armstrong

A.T. & T.

DHg

G-EAGY

London

Paris

16 50

19 00

Nil

2

Lines

A.T. & T.

DH18

G-EARI

Paris

London

Og.45

t ■? an

4

Powell

C. des G.E.A.

Goliath

F-GEAB

Paris

London

II. 15

14-55

Goods

2

Labouchere

Private

Sopwith

F-ABEP

Paris

London

15 25

Nil

1

Arnott

i£ Strutter

A.T. & T.

DHg

G-EAPU

Paris

London

I6.3O

19.05

Nil

2

Reeve

July 20th

A.T. & T.

DHg

G EAPL

Paris

London

16.35

19-35

Nil

2

Bamber

A.T. & T.

DHg

G-EAPU

London

Paris

04 52

07.00

Papers

Nil

Reeve

A.T. & T.

DH18

G-EARI

London

Paris

09-39

H-45

Gds&M.

6

Powell

A.T. & T.

DHg

G-EAPL

London

Amsterdam

10 15

13.20

Nil

1

Bamber

A.T. & T.

DH16

G-EALM

London

Paris

18 15

20.30

Nil

4

La a ford

A.T. & T.

DH16

G-EALM

Paris

London

09 55

12.15

Goods

1

Armstrong

A.T. & T.

DHg

G EAPU

Paris

London

10.00

12.27

Nil

2

Teobitt

I.A.L.

' Vimy 1

G-EAsI

Paris

London

13-30

16.30

Nil

4

Chattaway

A.T. & T.

DHiS

G-EARI

Paris

London

16.50

19.20

Goods

4

Powell

A.T. & T.

DH16

G-EASW

Amsterdam

London

15.20

IS. 50

Nil

j

Game

July 21st

A.T. & T.

DHg

Lj-EAGY

Paris

Lo don

1655

19 40

Nil

2

Lines

A.T. & T.

DHg

G-EAPU

London

Paris

04.52

07.30

Goo s

Nil

Forson

A.T. & T.

DH18

G-EARI

London

Paris

12 05

H 30

Gds&M.

7

Powell

A.T. & T.

DHg

G-EAQL

London

Paris

12.05

14.30

Goods

1

Lines

A.T. & T.

DH16

G-EAsW

London

Amsterdam

12.05

14 52

Nil

1

Game

C.T.

Nieuport

F-CGTI

Paris

London

12.00

19.40

Mail

Nil

Le Comte

A.T. & T.

DHg

rj 77 A PTT

Paris

London

14.40

Goods

IN 11

R.ce ve

A.T. & T.

DHg

G-EAPL

Amsterdam

London

15 25

I9 15

Gds&M.

2

Bamber

A.T. & T.

DH18

G-EARI

Paris

London

17.00

19-15

Nil .

4

Powell

July 22nd

A.T. & T.

DH16

G-EALM

Paris

London

I9.4O

Goods

Nil

Lawford

A.T. & T.

DHg

G-EAPU

London

Paris

°5-57

09.55

Papers

Nil

Armstrong

A T. & T.

DHg

G-EAPL

London

Paris

09 58

Goods

Nil

Milne5

1 A,L.

" Vimy "

G-EASI

London

Paris

12.40

I5.20

Nil

4

Chattaway

C. des G.E.A.

Goliath

F-GEAB

London

Paris

12.40

15-50

Goods

Nil

Labouchere

C.T.

Nieuport

F-CG1 I

London

Paris

13.20

15-55

Mail

Nil

Le Comte

A T. & T.

DH16

G-EAPM

London

Paris

13.06

I6.20

Nil

Nil

Tebbitt

Vickers Ltd,

" Viking "

G-EASC

London

Antwerp

16.45

iS. 45
Bi usjels

Nil

2

Cockerell

A.T & T.

DH18

G-EARI

London

Paris

17.00

20.10

Mail

Powell

H.P. & M.A

Sp-d

F-CMAV

Paris

London

14-45

Gds&M.

Nil

Bourdon

A.T. & T.

DH16

G-EASW

Amsterdam

London

i5-!3

i«-55

Gds&M.

Nil

Game

A.T. & T.

DHg

G-EAPL

Paris

London

15 45

19-37

Nil

1

Lines

A.T. & T.

DH16

G-EAPM

Paris

London

17.10

19-44

Nil

4

Armstrong

July 23rd

A.T. & T.

DHg

G-EAPL

London

Paris

04-45

07.25

Papers

Nil

Reeve

A.T. & T.

DH16

G-EAPM

London

Paris

09 45

12.25

Nil

4

Armstrong

A.T. & T.

DH16

G-EASW

London

Amsterdam

1045

13.20

Goods

1

Game

A.T. & T.

DHg

G-EAQP

London

Paris

11. 15

14.00

Gds&M.

1

Bamber

A.T. & T.

DHg

G-EAPU

London

Paris

17 00

20.00

Mail

1

Milnes

A.T. & T.

DHg

G-EAPU

Paris

London

09-33

12.04

Goods

Milnes

A.T. & T.

DHg

G-EAPL

Paris

London

13.10

15-40

Goods

Nil

Reeve

July 24th

I.A.L.

' Vimy "

G EASI

Paris

London

14.10

17.14

Goods

2

Chattaway

A.T. &T.

DHg

G-EAPL

London

Paris

10.10

12.20

Mail

1

Lines

H.P. & M.A

Spad

F-CMAV

London

Paris

11.00

12.50

Goods

Nil

Bourdon

A.T. &T.

DHg

G-EAQP

London

Amsterdam

14 42

17.20

Goods

Nil

Reeve

A.T. & T.

DHg

G-EAQL

London

Paris

17 18

ig.oo

Mail

2

Forson

A.T. & T.

DHg

G-EAPU

Paris

London

10.00

13-15

Nil

2

Bamber

A.T. & T.

DHg

G-EAQL

Paris

London

11.00

13-54

Goods

Nil

Forson

AT. & T.

DH16

G-EAPM

I aris ]

London

14.40

18.10

Nil

4

Armstrong

The Aeroplane July 28, 1920

Date iQ2o

Name of Air
Line.

Tvne

M ark i n g s

Where from.

\A/rilOT*» T 1-1
V¥ liCl C LUi

Time
depart.

Time
arrive.

Cargo
lbs.
M = Mail.

No of
Passen-
gers.

Pilot.

July 24th

AT Xr T
A. 1. a 1 .

Dtig

G-EAQP

Paris

London

* 18.30

12 52

Nil

' Nil

Tebbitt

AX &■ T
A. 1 . <x 1 .

23rd

nTT.f:

JJrilO

l_r— liAb W

Amsterdam

London

15-33

18.20

Gds&M.

3

Game

AT* Xr T

Dtig

G-EA.PL

Paris

London

16.45

18.40

Nil

2

Milnes

v--. acb Cx.Ji.A.

Goliath

r— LjliAtS

Paris

London

* 11.40

18.48

Nil

Nil

Labouchere

July 25th

23rd

A T1 &, T

DHIO

(j-hAoW

T ~ — -3 ~

l^onclon

Paris

10.05

12.20

Nil

4

Game

AT .P. T

A. i . & 1 .

JJH9

G -EAPL

London

Paris

12 35

Nil

Nil

Armstrong

C. des G.E.A.

Goliath

F-GEAB

London

Paris

12.

Goods

2

Labouchere

A.T. & T.

DHg

G-EAQL

Paris

London

I0.20

1236

Nil

Zi 'a

Forson

A.T. &T.

DH16

G-EAPT

Paris

London

13-45

15-5°

Nil

3

Lasne

A..T. & T.

DHg

G-EAPL

Paris

London

17 35

Nil

Nil

Arn strong

A.T. & V.

DH18

G-EARI

Paris

London

* I6.58

17-35

Nil

Nil

Powell

23rd

The Air Port of Cricklewood.

Date 1920

Name of Air
Line.

Type.

Markings.

Where from.

Where to.

Time
depart.

Time
arrive.

Cargo
lbs.
M=Mail.

No. of
Passen-
gers.

Pilot

J' ly 19th
July 20th

July 21st
July 22nd

July 23rd

July 24th

July 25 h

H.P. & MA.
H.P & M A.
H.P. & MA.
H.P. & M.A.
H P. & M.A.
H P. & M.A.
H P. & M A.
H.P. & M.A.
H.P. & M A.
H P. & M.A.
H.P. & M.A.
H.P. & M A.
H.P. & M.A.
H.P. & M.A.
H.P. & M.A.
H.P. & M A.
H P. & M.A.
H.P. & M.A.
H.P. & M.A.
H.P. & M.A.
H.P. & M.A.
Royal Machine
H.P. & M.A.
H.P. & M A.
H.P. & M.A.

H.P. & M.A.
H.P. & M.A.
& M.A.
& M.A.
& M.A.
& M.A.

& m.a.

H.P
H.P
H.P
H.P.
H.P.

H.P. & M.A.
H.P. & M.A.
H.P. & M.A.

Hand y Page
DHg

Hand'y Page
Hand'y Page

hand'y Page

Hg

riand'y Page
Hand'v Page
DHg

Hand'y Page
Hand y Page
Hand'y Page
Hand'y Page
Hand'y Page
Hand'y Page
Hand'y Page
Hand'y Page
DH4

Hand'y Page
Hand'y Page
Hand'y Page
Bristol
Hand'y Pag
DHg

Hand'y Page
DHg

Hand y »
Hand'y Pa;
Hand'y Pa:
Hand y T">
DHg
DHg

Page

" ige
ige
Page

Hand'y Page
Hand'y Page
Hand'y Page

G-EASM

G-EAUI

G-EASN

G-EATH

G-EASL

G-EAUI

G-EATG

G-EASM

G-EATA

G-EASL

G-EATJ

G-EATG

G-EATJ

G-EASY

G-EASN

G-EATK

G-EASZ

G-EASM
G-EATH
G-EASY
A

G-EATK

G-EAUI
G-EASZ

G-EAUH
G-EASY
G-EASL
G-EATN
G-EATE
G EAUI
G-EATA

G-EASY

G-EASM
G-EATJ

London

London

Paris

London

London

Amsterdam

London

Brussels

London

Paris

London

Brussels

Paris

London

London

London

London

London

London

Paris

Paris

London

Brussels

London *

Amsterdam

London

London

London

Paris

London

Brussels

London

Paris
Paris
Nouvion

Brussels

Amsterdam

London

Paris

Paris

London

Brussels

London

Amsterdam

London

Paris

London

London

Paris

Paris

Brussels

Amsterdam

Brussels

Paris

London

London

Brussels

London

Brussels

London

Amsterdam

Paris

Paris

London

Brussels

London

Brussels &

Amsterdam

London

London

London

12.27

12.10

12.30

11 30
14.45
15.00
1605
12.25

12 40-
15.00
12.40
12.00
12.10
14.40
16,10
11.50
12.10
12.10
12.12
14.25
15.15

i5-3o
16. ig

I7-30
12.15
I5-30

12- 55

13- 40
15-45
16.00

12 40

17.40
ig.28
16.00
16.50

16- 55
14-50

17- 15

16.15
20 40

15.10
1525
17-15

14.00
16.40

I5-46
I5-46

ig.io

18.35
13.00
24th

14-55

14- 55
17-35
•5-25
18 40

17 55
Brussels

15- 45
12.30
09.30

G'ds&M

Goods
Goods

Mail

Gds&M
Goods
Goods

Goods

Goods
Gds&M.
Gds&M.

Goods
Goods

Mail

Gdsi*M

Gds&M
Goods
Goods

Mail
Gds&M

Goods

2
10

5'
4

Foot

ABBREVIATIONS— A.T. & T.— Air , Transport & Travel, Ltd.; H.P. & M.A.— Handlcy Page and Messageries Aeriennes. I.A.L. — Instone Air
Line; C.T.— Compagnie Transaerienne ; C. des G.E.A. — Compagnie <3es Grandes Expresses Aeriennes; S.N E.T.A. — Syndicat National pour
l'Etude des Transports Aeriens; P.L- — Petters, Ltd.; C.A.C. — Central Aircraft Company, M.W.T.C. — Marconi Wireless Telegraph Company.

Where times are missing it is probably owing to Atmospherics affecting signals.
* In cases where machines have been delayed a day, it has been owing to bad weather making it impossible to proceed.

Inland Flying at Croydon.

From July 19th to 25th, 1920.
July igth. — H.P. Co., 1 Avrcr, Cricklewood, return.
July 20th.— A.T.T., 1 Avro, test.
July 21st. — LLP. Co., 1 Avro, Cricklewood, return
July 22nd — A.T.T., 1 D.H.16, test; Vickers, Ltd., Viking,
from Weybridge.
July 23rd.— A.T.T., 1 D.H.o, test.

July 24th. — A.T.T., 1 D.H 9, photographs of Aerial Derbv.
July 25th.— A.T.T., 1 DJT.g, 1 joy-ride; I.A.I,., Vickers
Vimy, 2 joy-rides.

The Air Port of Cricklewood,

The Bristol Fighter recently presented to the King of the
Belgians was delivered by air to Brussels on the 23rd.

The Handley Page Co. state that a resident of Cricklewood
has complained that low-flying Handle}7 Page machines cause
damage to his furniture by blowing soot down his chimney.
One of these days he may find that it is more than mere air
piessure will damage his house, if an engine "konks out"
while a machine is taking off. It has already been said by a
humorist that it is dangerous to stand up on a tram while
passing the aerodrome. — G. d.

New Air Lines.

It is reported that a new air line wiM shortly be in opera-

tion between London and Copenhagen via Amsterdam and
Hamburg. The single journey will cost 900 kroner, or about
.£50, at the present rate of exchange. No details are yet to
hand as to the name of the company who are running this
line, but it seems that there will be plenty of room for other
air lines if run at a considerable decrease in price. Tn a line
of this length it would be run most satisfactorily on a relay
system.

H.P. and M.A. now have a working arrangement with
S.N. E.T.A. for through tickets by air to Antwerp via
Brussels. The S.N. E.T.A. has for some time been in opera-
tion between Brussels and Antwerp.— G. d.

The Air Mails.

The P.M.G. announces that from July 22nd the fee for
letters sent by air to Paris and Brussels will be 2d. over the
ordinary letter fee, and on the Amsterdam service the extra
will be 3d. The charge for express delivery will be 6d. — G. d.
Farnborough.

The sports of the Royal Aircraft Establishment Athletic
Club will be held on Aug. 14th in the field behind the factory.
The programme includes the usual open and closed events,
and will be followed by a dance in the evening. Mrs. Sidney
Smith, wife of the Superintendent of the Establishment, has
consented to distribute the prizes. — j. i\ S.

July 28, 1920

ihe Aeroplane

269

Folkestone.

An aeroplane belonging to the H.P. and M.A. Airline, carry-
ing mails between Amsterdam and London, on July 21st,
owing to bad weather, was compelled to land on the beach at
Folkestone, on the eastern side of the harbour. The machine
buried its nose in the shingle and the airscrew was broken,
but neither the pilot, Mr. Fowler, or passengers (of which
there were two) were hurt.

An Avro seaplane brought to Folkestone by Mt. S A. Mar-
tindale (formerly a Flight Commander in the R.A.F.), and
piloted by Major Ferrand, D.S.O., late R.A.F., is giving pas-
senger flights on every suitable day. Consistent support is
given by "the Earl of Radnor (Lord of the.Manoi) and the
Mavor of Folkestone.

Guildford.

The annual sports of the Martinsyde Becreation Club, held
this year on July 17th, at Guildford Sports Ground, were
again very successful. ( So*ne line running and other athletics
were witnessed, including the winning of the 120 yards hurdle
race in 18 sec. by C. R. Erdman, of Princeton University
(U.S A.), from 22 yards behind scratch.

The scratch mile race for works' employees was won by
Portass, of Martinsvde, Ltd., while Shonbridge, slso of Mar-
tinsyde's, was third. R. Rayer (Martinsyde) won the works'
long jump, with Sims (Martinsyde) second. Rayer also came
second in the works' trophy high jump, which was won by a
Dennis Motors' man. The Martinsyde tug-of-war team were
beaten in the semi-final by Drummonds, who won in the final.
H. E. Ryan (Polytechnic) and D. Q:tmore (Sussex ehampioni
were respectively 1st and 2nd in the 5 miles' invitation scratch
cycle race. The Martinsyde Pierrot Troupe and Orchestra
gave enjoyable concerts during the evening.

Mr. F. P. Raynham was one of the judges. Mrs. H, P.
I Martin, wife of Mr. H. P. Martin, President of the Club, pre-
sented the prizes to the winners. — j. F. S.

Mansfield.

Miss Anne Sissons, a damsel of roi, has recently made two
nights with Mr. Herbert Sykes. As a companion on the
second trip she had an ex-postman, probably recently pro-
moted from a telegraph boy, aged 84. Miss Sissons now de-
sires to loop the loop. Girls will be girls, and youth will out.

G. D.

Northolt.

The "Centaur 2a" 9-seater twin-engine biplane is now
undergoing an overhaul before the Government competition

were the subject of close inspection and enthusiastic
comment on the part of those who attended the
recent Aero Show. The following extract from a letter
in our possession is typical of the interest displayed :

" tAt the close of the lAero Show at Olympia, I feel [
should like to write and tell you of the extraordinary interest
and admiration which have been aroused by your wonder-
ful exhibit, the 1 'Bristol' Triplane. j*Q> one with an'v
interest in aviation could fail to be aroused to something like
enthusiasm by so won ierful a proof of the strides recently
made in the science of aviation."

To those who were unable to attend the Show we
shall be glad to send illustrated details of our exhibits.

THE

BRISTOL AEROPLANE CO., LTD.
FILTON — BRISTOL.

Telegrams : Telephone :

"Aviation, Bristol." 3906 Briit I.

The Ideal
Commercial Aeroplane

The machine here illustrated is
the B.A.T., universally acknow-
ledged to be the most practical
and efficient commercial aero-
plane yet produced. Although a
relatively small machine— only 34
feet over-all length — it possesses
surprisingly commodious cabin
and cargo accommodation.
Four passengers can be carried
comfortably, with ample room
for personal luggage, or, alter-
natively, parcels or mails to the
extent of i,ooolbs. in weight and
150 cubic feet in capacity.

The B.A.T. as a commercial
machine has so many natural
advantages and is so moderate
in first cost, that it is really the
ideal machine to employ in in
augurating air transport services

A demonstration flight can be
arranged and all particulars
obtained on application to : —

An impression of the interior
fitted out as an aerial office.

British Aerial
Transport G> In

38. CONDUIT
LONDON

ST.
W

270

The Aeroplane

July 28, 1920

at Martl^sham Heath on Aug. 2nd. This machine has been
in regular service since March of this year, but it is under-
stood that the i6u-h.p. Beardinore engines are being re-
placed by 230-h.p. Siddeley "Pumas."

The North London Motor Cycling Club visited the Central
Aircraft Company's Aerodrome, Northolt, on Sunday, July
25th, and spent an afternoon -lying and watching others fly.
Over 150 members turned up and inspected aeroplanes and
aeroplane engines in the various stages of construction. Great
interest was shown in the big nine-seater twin-engined 2a.

On July 26th members of the South African Olympic Team,
who are leaving for Antwerp to complete their training on
July 29th; visited Northolt Aerodrome and were flown over
London. As none of the members had previously flown, it
was interesting for them to see London from the air.

Porthcawl.

Last Saturday and Sunday (July 17th and 18th) the Avro
belonging to the Berkshire Aviation Coy. was flying till dusk.
Over a hundred passengers were carried during the week-end.

The remaining part of the week has been very quiet, due
to the March-hke weather.

It is surprising the number of people that visit the aero-
drome just to see and touch the machine (many visitors from
the valleys have never seen a machine on the ground before)
and if possible to write their names upon the planes.

Preston.

The Giro Aviation Co., who have been flying at Preston
Aerodrome, have carried during the past fortnight over 300
passengers. They were expecting to migrate to Prestatyn on
the 24th inst., where they have obtained flying rights for the
foreshore. After a week's stay there they will leave for
smother site which has not quite been decided on up to the
present.

The Giro Aviation Co., whose offices are at 337, Royal Liver
Building, Liverpool, are, in addition to "joy-riding" at vari-
ous seaside resorts, open to cany passengers any distance
within a 'tadius of 100 miles of Liverpool.

THE BRITISH DOMINIONS BEYOND THE SEAS.

NEW ZEALAND.

The following notes have been sent from New Zealand and
are dated May 29th : —

The Canterbury (N.Z.) Aviation Co., Ltd.

Since the management of the company was taken over by
Captain Kaan DicK.son, D.S.C., D.F.C., Croix de Guerre, late
Royal Air Force, last November, the whole of the East Coast
of the South Island has been surveyed for aerial possibilities.
The lour iio-h.p. Le Rhone-Avros, purchased at home by
Captain Dickson, 011 behalf of the company, arrived last
January, and were immediately rigged and joy- -rides under-
taken.

A very successful flying day was held at Sockburn oh Satur-
day, February 7th, Captain Dickson giving a thirty-minutes'
stunt-flying exhibition, with his mechanic, Mr. J. E. Moore, a»
passenger, before a crowd of 6,000 people, and 34 joy-rides
were made during the afternoon, Mr. J. C. Mercer acting as
relieving pilot.

Ax Aerial Tour.

An aerial tour of the South Island was then planned, and
on Tuesday, Feb. 17th, Captain Dickson left Sockburn on his
flight southward to Invereargill. A. few days were spent
at each of the important townships 011 the way and passengers
were carried between each stage of the journey. The majoritv
of the people in the south had uever before seen an aeroplane,
and intense interest was displayed everywhere and a great re-
ception was given the pilot and passengers at each landing
stage. The tour lasted thirty-one days, during which approxi-
mately- .530 passengers were carried, 16 stunt-flying exhibitions
were given and the approximate distance flown amounted to
3,600 miles, without a single forced landing or mishap. The
distance from Sockburn to Invereargill is 360 miles.

An Additional Pilot.

On May 2nd, Captain Douglas W. Gray, late R.N.A.S.,
R.A.F., took up an appointment with the company to assist
Captain Dickson with the flying.

Aerial Survey of I'roposed Flying Route to Mount Cook.

On May 20th Captain Dickson undertook another pioneer1
flight, this time to Mount Cook, some 190 miles away (air line
150 miles). As was arranged, he landed at Fairhe (a town
situated in the Fairlie Basin, which is almost completely sur-
rounded by hills varying from 2,000 to 6,000 feet in height)
where he was given a great reception and entertained at
luncheon. The next day he started oft towards Mount Cook.
First crossing a close range of hills some 5,000 feet in height
he steered for the mountain (12,000 feet) which was then
clearly visible. A strong head wind had in the meantime
arisen so that very slow progress was made, and after an
hour's flight he had attained an altitude of 13,000 feet and
commanded a perfect view of the mountain, its surroundings
and approaches. Immediately after his return to Fairlie a
howling Nor' Wester sprang up, and though the Avro was
heavily pegged down (with wheels dug in and tail raised to
flying position), it was necessary to hang on the wing tips at
times to stop her lifting Captain Dickson and his mechanic
(Mr. J. E. Moore) spent some anxious and unpleasant hours
until well after midnight, standing by the machine in wind and
snow. On the following morning advantage was taken of a
lull in the storm and the pilot started off on his way to Christ-
church. Experiencing a favourable wind on the way he
reached the Sockburn aerodrome (no miles) in exactly 63
minutes, thus making a speed of 100 miles per hour.

OthEj< Cross-country Flights.

A number of shotter cross-country passenger flights have

also been made — one about three weeks ago — being to a sheep
station in the hill country some 93 miles from Christchurch.
A landing was made in a small paddock by the homestead;
business was transacted and one hour after the landing the
propeller was again started by one of the passengers, who
arrived back in town for lunch.

Pleasure Flights.

Since January last over 1,300 passengers have been carried
on short joy-rides ot cross-country flights. — c. H. H.

The New Zealand correspondent of The Aeroplane writes
from Wellington of May 28th : —

The Return of New Zealand Aviators.

The final batch of New Zealand members of the Royal Air
Force returned home by the Ionic a few days ago. They
were Captains P. Fowler; M. Buckley, and Lieutenants G.
Flood, C. H. Noble-Campbell, C. Umbers, C. Dolling Smith,
H. Smith, and Administrator Shortridge, of the Women's
Royal Air Force.

A German Aeroplane in New Zealand.

A German Albatros machine is at Trenthani Camp awaiting
the opening of the National War Museum. The machine, which
was captured by Captain Murlis Green on a B.E.12, near Lake
Doiran, Salonika has a history. When it was chased down
the pilot was a German N.C.O. and the passenger a prince,
believed to be a nephew of the Kaiser. Out-manceuvred in
the air, the prince ordered his pilot to descend and surrender.
Capt. Green flew the 'plane straight to Salonika, while the
Germans were taken prisoners. It was shipped to Alexandria
and sent to Abukir, where it was rebuilt and flown by Majors
Millar and Peck. The aeroplane was exhibited at Cairo and
at Alexandria War Museums.

The Canterbury Aviation Company.

It may be of interest to English readers to know the rates
of charges made by the company. A ten minutes' flight, cover-
ing 11 or 12 miles, costs £5, and £2 10s. for every additional
five min. These flights are circular trips in the district, tak-
ing off from the company's aerodrome and landing there again.
Cross country trips cost ^30 per hour, with an additional
charge of £5 for every landing made outside the company's
aerodrome. Aeroplanes may be hired by certified pilots only,
at the following rates: Two-seater machine, f.tj per hour,
,£100 deposit ; single seater, £12 per hour, ^,'50 deposit.

The following aeroplanes are at the Canterbury Aviation
Company's aerodrome : — Four 504K Avro machines, fitted
with no Le Rhone engines; eight Caudron machines, fitted
with Anzani engines; t,wo D.H.4 machines, fitted with 375 h.p.
Polls engines; and two Bristol lighters, fitted with Rolls
"Falcon" engines.

The Bristol fighters and the D.H.4 machines belong to the
New Zealand Government.

There are no new additions to the machines belonging to the
Auckland Aviation School.

STRAITS SETTLEMENTS.

On May 30th T. K. Wong, Ltd., arranged a second flying
demonstration as a part of their aviation propaganda. Captain
S. S. Carroll, flying a Nieuport "Nighthawk" biplane with
Mr. G. T. K. Wong as passenger, left Klang at 16.25 hours
for Kuala Lumpur with a consignment of goods for Messrs.
Whiteaway, Laidlaw and Co., at the latter place. A large
crowd watched the departure. Captain Carroll looped, did
the "falling leaf" and rolled, and then left for his destination.
Kuala Lumpur, 20 miles from Klang, was reached in nine
and a half minutes. Many letters were carried on the flight.

The machine remained at Kuala Lumpur.

"July 28, 1920

The Aeroplane

271

I

A Suggestion
from SHELL

1. Put a carefully-measured gallon of the petrol you
are now using into your tank —

Record carefully the mileage it gives you —

Note the point to which it carries your car on your
favourite test hill.

Now buy a can of SHELL and measure out a
gallon —

5. Make precisely the same test, over the same
roads, up the same test hill —

6. We await your decision with confidence.

7. We promise that you will find SHELL will take
your car farther on a gallon and give you a bigger
pull on hills than any other petrol in the world.

8. Petrols are no more "all alike" than are all
lubricants, all waters, all climates. If you get
any ether petrol than SHELL you are paying tor
mileage and "pull" that you don't get.

9. Don't ask for No. 1 spirit— ask for SHELL.

EVERY CAN SEALFD

DESIGNERS and MANUFACTURERS
OF

AERIAL

PROPELLERS

ONLY

FOR ALL PURPOSES

CONTRACTORS TO H.M. GOVERNMENT

W. D. ODDY & Co., Ltd ,

GLOBE ROAD, HOLBECK, LEEDS.

,p. 1 20547
Ph0ne i 20548

Telegrams : AIRSCREWS, LEEDS.
Codes: MARCONI, LE1BERS.

BURBERRY

CARAPACE
AIR - SUIT

Designed by Burberrys.
with the assistance of pro-
minent airmen, with the
view of satisfying the exact-
ing demands of long-dis-
tance flying.

It is made up of three
layers, each of a different
material. The outside is of
Barberry Gabardine densely
woven, and proofed to with-
stand intense pressure from
wind or rain. The second
laver is a luxurious lining of
fleece that supplies a wealth
of warmth, yet is light-
weight; whilst the inner-
most is of Glissade, a
smooth-surfaced material,
that enables the airman to
slip in or out of the suit
with celerity.

A double plastior; of Bur-
berrv Gabardine across the
chest and shoulders, a Bur-
berry Puttee Collar, adjust-
able waist-belt, and devices
for tightening the sleeves
and legs, add comfort and
stability to an outfit which
ensures security, yet is
much less weighty and
cumbersome tlnm leather.

BURBERRYS

HAYMARKET S.W.I LOMDON

Bd. Malesherbes PARIS ; and Agents

Every
Burberry
Garment
is labelled
Burberrys

Illustrated
Catalogue
& Patterns
Post Free

Burberry Carapace Suit

Burbt

ltd.

PINCHIN, JOHNSON ' &' CO., LIMITED,

GENERAL BUILDINGS. ALDWYCH, LONDON, W.C 2.
Telephone CITY 7840 (3 Cuter.) EST. 1834 Telegrams ." Pincoin - Phono ■ London."

Work8: SILVERTOWN. POPLAR nn-l WEST DRAYTON.

R^a-ekft at BlRMlMGH**. BfJISTOL. GiaSGOW, LEEDS, LivEOPOOL. M \NQ HbSTEB, NEWCaSTIP.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

2/2

The Aeroplane

July 28, 1920

FOREIGN

ARGENTINA.

The Italian correspondent of The Aeroplane writes :

An Italian Fiying School.

Supported by local banks and the Italian Government an
Italian flying school is being shortly opened near Buenos
Aires. Captain Laureati is to manage the enterprise, which
is being run more as a Mission than as a paying business
scheme. There are already present in Argentina six or more
ex-Service pilots who went out some months ago, and
machines are already on the scene, so that work should begin
without delay. — I. S. H.

DENMARK.

The Danish coi respondent of The Aeroplane writes : —
Official Information.

(< To foster civil aviation the Admiralty will in future to its
"Report for Seafaring" add a section for air going traffic. The
latter will include all news of interest mainly to naval aviators
from the different institutions under the Admiralty, such as
the cartographic and light-houses and ships, meteorological
services and the flying-boat station, further later, perhaps,
similar news to come from abroad. When the necessary con-
ventions come out later the reports will also give full infor-
mation of international air navigation conditions.

As flying over sea always includes the risks of breakdowns
remaining unobserved, the engagement of 23 Danish light-
houses and ships in the news reports of living direction and
time of passing aircraft and recording of their distinction
should be a welcome to pilots. The news is transmitted bv
cable and wireless and is supplied free, and it is hoped that
m planning out their routes pilots will in future take the
support points into consideration. In Copenhagen informa-
tion can be had on 'phoning the flving-boat station : Militar
155.

Commercial Aviation.

One understands that the Danish-American millionaire, John
Larsen, has together with the Curtiss engine designer, Mr.
Kirkman, had to do with the introduction of the first Junkers
duralumin commercial limousine, which had such a poor
start at the Mineola aerodrome.

Interrupted by the five years of war Mr. Larsen last year
restarted his yearly combined pleasure and business visit to
his various ice-production plants in Denmark and arranged
his cruiser to take a flying boat on board. Piloted by the
American Captain Batts, he took cinema pictures of most of
the beauties of his old countrv from the air,' and but for
the delay in the return of Slesvig to Denmark would have
been the first to have dropped " Dannebrog " from the sky
there, which is the legend of the origin of the Danish flag.
Before returning to America he paid Germany a visit and
made a trip in the " Bodensee " airship, at which time he
apparently also met the Junkers' people, who have long been
known to have the intention of going ahead with their original
product m the United States.

During his Danish stay Mr. Larsen left the impression of
fostering Curtiss interests : his first flying boat of that make
he sold for less than ^"1,000 in Norway on receipt of a larger
one, which he after use presented to the Danish Naval Air
Service. — Hi.

FRANCE.

A Franco-Roumanian Flying Company.

A company, known as the Compagnie Franco-ronmaine de
Navigation Aerienne, is in the course of formation with an
initial capital of 3,000,000 francs. The company's office is at
I94, rue de Rivoli, Paris. The first line to operate will be from
Paris to Prague. This route will later be extended to Bu-
charest and to Constantinople.

Lieutenant de Fleuiieu, a director of the company, who with
Captain Deullin made some months ago a flight over the route
Paris-Prague-Warsaw, intends to organise a regular aerial line
between those places.

The machines to be employed are S.E.A. Potez, of limousine
type, which under official observation have flown at a speed of
126 miles an hour.

A Paris-Constantinople Flight.

Lieutenants Peltier-Doisy and Gonin, well known not only
as pilots, but as Rugby fool ball plavers, left Toussus-ie Noble
on July 20th, at 0705 hours, flving a Parman "Goliath" bi-
plane. Their ultimate destination is Constantinople They
landed at Vienna in the afternoon.

The Toulouse-Rabat-Casablanca.

The Toulouse-Rabat aerial mail service has now extended
its line to Casablanca, which is for the time being to be the
southern terminus of the route.

Customs Aerodromes on the Swiss Frontier.

It is -mnounced that aircraft proceeding from Geneva and
Lausanne towaids Lyon must land at Amberieu lor Customs
■examination, and must pass over the Bellegarde zoner Those

INTELLIGENCE.

proceeding towards Paris must cross the fiontiet between les
Yerrieres and Mouthe and are to land at Dijon for examina-
tion. Aircraft proceeding to Alsace-Lorraine must cross the
fiontier between Delle and Ferrette and will be examined at
Mulhouse.

Seaplanes flying to the free zone of Haute Savoie must
alight at Thonon or Fvian, and those proceeding to, the in-
teiior of France will cross the frontier at Bellegarde and
alight for Customs purposes at Annecy.

The Tour of Lieut. Roget.

Lieut. Roget, who is making an aerial tour of Furope,
reached Athens 011 July 17th from Constantinople.

HOLLAND.

It is announced from Rotterdam that the air hue. from Lon-
don to Amsterdam will include Rotterdam as a stopping-place
as from 26th inst.— c- D.

ICELAND.
The Icelandic Aviation Company.
Iceland, curiously aloof from the outer world, has now an
aviation company — the Flugfelag Islands — to assist in the pas-
sage of the days. In summer there is almost ceaseless day-
light in Iceland, the mountain tops are always crowned in
snow, and hot springs bubble from the ground. It is a curious
country and aviation has a great future within its boundaries.

One of the principal members of the Flugfelag Islands is
Mr. Frame Friedriekson, a one-time pilot in the R.F.C. He is
giving a series of exhibition and passenger flights at Reyk-
javik ind in the eight days preceding July 4th had four days
riving in which period he gave flights to at least seventy
passengers.

He intends later to fly to the North of Iceland by way of
the post route and telephone lines. On the way he will give
exhibitions at all small towns where oil and petrol are avail-
able,

ITALY.

The L.A.N. Small Tourist Plane Trials.

The Italian correspondent of Tj£E Aeroplane writes : —
Called the "6-meties," this competition, limited to machines
of not more than 40 h.p. and 6 metres span, took place in fair
weather on the 4th and two following days of July, at Taliedo,
Milan. Pive machines of three types presented themselves
for the qualifying tests and each did well in its own special
line. The machines were described in this paper in the issue
of January 28th last. Both the Macchi 16, with Anzani "Y"
30 h.p. engine, and that with the ABC 35 h.p. engine, were
present. The Pensii, Breda-built, also was there in duplicate.
So, with the Ricci fuselage triplane, they were five. Judging
from all accounts the proceedings were eminently satisfactory
both as regards the flying qualities of the machines and the
airmanship of the pilots. Records were beaten incidentally
and the fly in the ointment was, as usual, in all cases the
engine.

The following communique issued some days afterwards
puts the event succinctly and is to be followed by the Com-
mittee's detailed relation at a later date. In considering it, it
is well to remember that the Macchi 16 has at least a third
greater span than the other two entrants and considerably
less h.p. and about one-sixth as much again of supporting
surface as they. Altogether it is scarcely in the same class,
which does not detract from its merits in the least.

The general summing up gives 82 out of 90 marks to the
Macchi 16 ; 80 out of 90 to the Pensuti ; and 74 out of 90 to
the Ricci.

The first, therefore, takes the Queen Mother's prize, the
second that of the Minister of Industry and Commerce ; and
the third that of the Commune of Milan.
The winners of each separate test are : —
Pensuti-Breda. — Pilot, L. Montegani, for quick pull-up, 42.60
metres, wins the Count of Turin's prize.

Macchi 16, Anzani. — Pilot, Be Briganti. Speed variation,
from 50 to 124 k. per hour. Wins prize of Commandant of
Milan Army Corps.

Macchi 16. — Best gliding time from 1000 metres, S mini
11 2/5 sec. Wins prize" of the Prefect of the Province of Milan.

Pensuti. — For quickest take-off, 30 metres in S 2/5 seconds.
Itn. Ae.C.'s prize.

Pensuti. — For controllability, steering, on ground. Win6
L.A.N.'s prize.

Macchi 16, Anzani. — Consumption of spirit, 71.5 gt. per kilo.
Wins Scirea prize.

Macchi 16, Anzani. — 3770 metres height record reached in
the hour.

The League's first prize therefore goes to Macchi 16, Anzani,
3 cyl.j 105 by 120; and the second prize to the Pensuti-Breda,
6 cyl., go by 120.

In view of the excellent results of the tests the committee
decided to award a compensation for the technical progress
displayed by the Ricci machine for its small dimensions and

July 28, 1920 The Aeroplane

273

TRADE CARDS.

Read "L'AIR"

The Most Interesting of French Aviation Papers.

FOR SALE AT

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61, Carey Street, W.C.2. Price 6d.

NAME PLATES,
DIALS, SCALES, ADDRESS PLATES,

etc., in all metals, Celluloid, Bone,
Ivory. Chemically enlarged or machined;

GLEGG METAL ENGRAVING CO., LTD.,
WORTHING.

GRAHAM E~ WHITE FLYING SCHOOL.

First in 1909 and first ever since. The New System embodies 2 courses :
Course 1,-R.Ae. Certificate.
Course 2.— ALU &TUN ING (Optional),

on completion of the la ter course, pupils are competent to perform
* all kinds of trick flying. For full particulars apply the

GRAHAME -WHITE COMPANY LTD.,

LONDON AERODROME, HENDON, N.W 9.

Telegrams — " Volplane Hyde London.'' Telephone— Kingsbury 1'2U (7 linec).
Excellent Accommodation at THE LONDON AERODROME HOTEL.

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MOISTURE PROOF.
Writ* for Price 'List and Particular!
MEN DINE CO., 8, Arthur Street, London Bridge, EX.

Among the books published by the Aeroplane and General Publishing Company
are the following : —

Pub.

Price.

Pub.

Price.

Saundby's " Flying Colours "... £ 2

2s.

Od.

Hume's "Nursairy Rimes"

2s.

6d.

Popular Edition

15s.

Od.

Butler's "Plain Impressions" •••

2s.

6d.

McCudden's " Five Years in

Blakeney's " How an P eroplane

the R.F.C."

7s.

6d.

is Built"

5s.

Od.

Richthofen's "Red Air Fighter"

3s.

6d.

Swinton's "£ s. d. of Flying"

6s.

Od.

' Mortane's " Special Missions of

Sylvester's " Design and Con-

the Air"

3s.

Od.

struction of Aero Engines "

6s.

Od.

Gill's "Aerial Arm"

6s.

6d.

" Revelations of Roy "

Is.

Od.

Subscribers to The AEROPLANE are entitled to purchase any or all of the above books at half price.

The AEROPLANE AND GENERAL PUBLISHING Co., Ltd., 61, Carey St., W.C.2.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

274

The Aeroplane

July 28, 1920

to the Macchi 16 for its climb and good gliding angle, and to
the Ricci again for the high speed attained.

The communique concludes with warm compliments to de-
signers and pilots. Bruno ATbertazzi piloted the Ricci
throughout. The machine did its long journey by Ford car,
the weather being impossible for anything slower than a
torpedo.

The judges were well-known practical men. Among the
Service men of them were Major Baroni, the CO. of Taliedo;
Capt. Sacchi, who was the Chief Instructor for all the latter
part of the war at Malpensa, and Lieut. Fiuzi of the Vienna
"seven." The non-appearance of the vSarri, quite a new effort,
and the Gabardini, which one almost doubted seeing since
its designer does not believe in or think there is any demand
fct joy aeroplanes, removed considerable interest from the
trials, while the absence of a decent crash propagated most
eftectuallv.

The SAIAM had a Breguet, a Caudion and a Saml on the
ground, when not in* the air giving joy rides, on both days
as advertised. — T. S. H.

PERU.

A correspondent in Peru writes ; — -

An Italian-Peruvian Aviation Company in Lima.

The New Italian-Peruvian Aviation Co. has been definitely
established on May last with considerable capital to encour-
age and develop flying within the territory. The Italian-
Peruvian Aviation Co. will open the first aerial service be-
tween Lima and Iquitos in the Amazon region at ah early
date, and others elsewhere in the country, as soon as hangars
and workshops have been erected.

A flying school will also be opened in the capital for train-
ing Peruvians, and will be equipped with the test type of
school machines under certificated pilots of experience.

The type of machine which will be used on the commercial
routes is the Caproni modified war machine.— H. G. C.
PORTUGAL.
A Great Britain-Fortugal Aerial Mail.

The Anglo-Portuguese Chamber of Commerce is considering
a proposal for the establishment of an aerial mail service be-
tween Great Britain and PortueaL

UNITED STATES OF AMERICA.
A Vertical Descent.

On July 21st, during the third effective race in the
"America" Cup contest, the United States Airship C ("Blimp"
type), 'manned by a naval crew and carrying the correspon-
dents of the Associated Press, the United Press and the
Evening Post as passengers, collapsed while flying over
Jamaica Bay, New York State, at a height of r,ooo ft. The
airship fell into shallow water and was damaged beyond
repair, though the crew and passengers were unhurt. The
accident was thus robbed of its chief , charm and the United
States publjc is deprived of an unexpected joy.

AIRCRAFT IN PARLIAMENT

HOUSE OF COMMONS

July 19th. — The following oral answer was given : —
COMMITTEE OF IMPERIAL DEFENCE.

Major-General SEELY asked the Prime Minister whether a sub-com-
mittee of trie Committee of Imperial Defence has been set up with
equal representation of the land, sea and ail' forces with a view to
the effective co-ordination of those forces ?

Mr. BONAR LAW" : The answer is in the affirmative.

Major-General SEELY : May I ask, then, if there is equal represen-
tation, by Ministers of equal status, of the Army, the Air and the .Sea ?

Mr. BONAR LAW : I suppose my hon. and gallant friend refers to
the fact that the Minister for War is atso the Minister for Air. That
is so, but the Under Secretary for Air, is also one of those on the
Committee.

Lieut. -Commander KENWORTHY : Is there a Treasury representative
011 this Committee ? —

Mr. BONAR LAW : No, sir, not lor this purpose.

• • »

The following written answers were given : —

MESOPOTAMIA (REBELLK >N, Rl'MEIT HA).

Mr. CHURCHILL, in the course of a reply lo Mr, ORMSBY-GQRE,
who asked for information regarding the progress of operations in
Southern Mesopotamia, said : The operations of the column sent from
Baghdad to relieve Rumeitha have been hampered by continual cut-
ting of the railway by the Arabs. The garrison of Rumeitha is hold-
ing out, and haf obtained supplies by aeroplane and by a raid into
the town of Rurueitha, which has been effectively bombed by our aero-
planes. The Arabs are known to have suffered heavy casualties, in-
flicted both by troops and aeroplanes. The rebellion appears to have
spread to the Snamiyah district, where one tribe at least has joined the
insurgents. It has not spread beyond the Middle Euphrates area.

ROYAL AIR FORCE- HOUTOX STATION, ORKNEY/.
Mr. WASON asked the Secretary of State for Air if representations
have been made to him with reference to the damage being done by
the Royal Air P'orce to the road between Orphir and Kirkwall; that a
lorry, nominally tons, but actually 4 M tons, runs to and from
Kirkwall at a high rate of speed ; and also with reference to the general
waste and destruction continually going on at Houton Station, that in
the huts there windows are smashed, doors left open, and material
thrown about and exposed to all weather conditions, aud boats that

The Aerial Mail Service.

The Second Assistant U.S. Postmaster General's (Mr
Iraeger) report for May*, as to the operations of the three
aerial mail services — (1) The Washington-New York, (2) the
New York-Cleveland-Chicago, and (3) the Chicago-Omaha —
has just been issued. On the first route, 72 per cent, of the
machines started on time, 85 per cent, completed on time, only
7 per cent, had forced landings, and there were no accidents.
On the first stage of the second route 51 per cent, started on
time, ^6 per cent, completed on time, and there were 7 per
cent, forced landings, 2 per cent, of which caused damage.
On the second stage 77 per cent, started on time, 65 per cent,
completed on time, there were 29 per cent, forced landings, of
which 10 per cent, caused damage to the aeroplanes. The third
route had 78 per cent, starters on time, 82 per cent, completing
on time, and 9 per cent, forced landings. During the month
54,693 miles were llown on the three routes.

True Enthusiasm.

The following letter received . by one of the agents of, the
Cuitiss Aeroplane and Motor Corporation, Garden City, Long
Island, N.Y., is woithy of record. If a similar spirit were
shown in Europe it would be well for the progress of aviation.
The letter is addressed to the Gra id Island Aero Company,
Nebraska, and is signed by the Cashier of the Liome Stjite
Bank, Dunning, Nebraska, and is dated June 22nd, 1920.
( "This morning at 7.20 an airplane passed over our town,
from whete we do not know, but evidently on a westward
flight.

"Now, what we want to do is to make it possible for a
stopping ground here, and to do this we are willing to furnish
I REE gas, oil, and lunch. We will also have the grounds
all marked, provided we are notified. •

"Now if there is a special kind of oil that, is necessary,
kindly let us know what kind it is and we will have it on
hand.

"We have some very good landing, grounds east of town in
the fork of the rivers.

"Please let us know if it is possible to have your planes
stop here for supplies, or, if your plane is not, coming through
heie and you know of others that, are, please hand this letter
to the light parties so as to obtain results."

First Commercial Airship Journey.

A Goodyear "Pony" blimp was used recently to take a rush
shipment of films from~"a company at San Diego, Cal., to
Lcs Angeles, a distance of 138 miles, the total time for
the journey being 3 hr. 11 mill.. The total fuel consumption
worked out at nine gallons of petrol and 5 gallon of oil — a cost
of approKimately a penny a mile.

It is claimed that this is the first commercial trip ever made
in the United^States by lighter-than-air craft and the longest
ever made by so small an airship.

were to have been sold neglected and useless; aud if the Government
will have an independent inquiry made ?

Mr. CHURCHILL: With regard to the first part of the question,
financial assistance to the extent of £.2,764 is being rendered to the
highway authority of the Orkney County Council for the restoration of
this road, which was unavoidably damaged by Royal Air Force traffic.
Until the receipt of the letter from the Orkney County Council, which
my hon. friend was good enough to forward to me, no representations
had been received concerning the continuance of Royal Air Force traffic
over the road.

The Royal Air Force has been responsible for considerable traffic on
the roads of Orkney, but such traffic has been unavoidable. The use
of lorries capable of carrying a load of 3 tons has been essential for the
transportation of stores. A tender runs daily between Kirkwall and
Houton for the purpose of drawing stores and rations. No complaints
have been received by the commanding officer of the Station that the
bye-laws of the County Council with regard to speed limits have been
broken.

It is considered that the fiansfer of .personnel from other more im-
portant duties for the purpose of repairing damage to huts and stores
caused by winter gales or for providing maintenance parties would be
uneconomical. The boats, to which I presume my hon. friend refers
in the penultimate part of the question, were sunk during gales, and
the cost of salving them would greatly exceed their commercial value.
I*. is not considered that any useful purpose would be served by a
special Government inquiry into this matter.

* * ■*'•.- ' " "'^vVVmSH

July 20th. — The following oral answer was given : —

ROY AT, AIR FORCE (AERO ENGINES).
Viscount CURZON asked the Secretaiy of State for Air whether
aero engines are still being manufactured for the Air Ministry ; if
so, how many and of what types ; whether engines 'of a similar type
are now and have been declared surplus to the Disposal Board; and,
if so, why are engines still being manufactured.

Mr. CHUKCHII,!, The answer to the first part of the question is
in the affirmative. The following engines are now on order for the
Air Ministry : — ■

lit Its-Rbyce "Falcon III," 1)9; Napier "I, ion," 511; Sunbeam "Cos-
sack" (airship type), 11; Siudeley "Tiger," 6; 1,000-h.p. Napier, 6;
Semi-Sikh Sunbeam, 4.

With regard to 'the third and fourth parts of the question, iS engines
of the Rolls-Royce "Falcon III" type which were damaged beyond
repair, have been declared surplus. A number -of this type of engine,
however, is still required to bring the Royal Air Force up to post-war
strength. No new engines of the types'' now being manufactured have
becu handed over to the Disposal Board.

July 28, 1920

The Aeroplane

275

INDEX TO ADVERTISERS

Accles & Pollock, Ltd. Front Covey &

Back Cover

Aircraft Improvements Co. .

Air Navigation Co., Ltd. . . 275
Armstrong-Siddeley Motors, Ltd. 237
Arrol- Johnston, Ltd. . Front Cover
Auster, Ltd. . . Front Cover

Austin Motor Co., Ltd. . .

Automatic Telegraph Co. . .

Aviation Insurance Assoc. .

Inside Front Cover
Beardmore Aero EngM Ltd., The

Front Cover & 264

Beardmore, Wm., & Co., Ltd. .

Benton & Stone ....

Blackburn Aero & Motor Co., Ltd — —
Boulton & Paul, Lid. . . . — —
Bowden Brake Co., Ltd., The . 273

Bray, Gibb & Co., Ltd. . . .

Bristol Aeroplane Co., Ltd. . 269
British Aerial Transport Co.,

Limited .... 269 '

British Cellulose Co., Ltd. .

British Emaillite Co., Ltd., The

(British Lighting & Ignition Co.,

Ltd

British Piston Ring Co., Ltd. .

British Thomson- Houston Co.,

Ltd., The

Brown Brothers, Ltd. . . .

Bruntons

Burberrys, Ltd 271

Calthrop, E. R., Aerial Pat., Ltd.

Inside Back Cov r
Cellon, Ltd. . Inside Back Cover
Central Aircraft Co. .

Clegg Metal Engraving Co.,
Coan, R. W.

Cradock, Geo., & Co., Ltd.
Davis Furnace Co., The
Dudbridge Ironworks, The

Ltd

273
275

Eastbourne Aviation Co., Ltd
Ebora Propeller Co. .
Fairey Aviation Co., Ltd., The
Firth, Thos., & Son, Ltd. .
Fluxite ....
Frood, Herbert, Co., Ltd. .
Gas Accumulator Co. (U.K.), Ltd
General Accident, Fiie and Life

Assurance Corp., I td. .
General Aeronautical Co., Ltd
Gosport Aircraft Co. .
Grahame-White Co., Ltd. .
Green Engine Co., Ltd.
Greening & Sons, Ltd. .
Gwynne's, Ltd. .
Hancock, James Lyne, Ltd.
Handley Page, Ltd. .
Hobson, H. M , Ltd. .
Holmes, C. H . <- . . .
Hope, H., & Sons
Hoyt Metal Co., Lid. .
Imperial Light, Ltd. .
Instone Air Line
Johnson & Phillips, Ltd.
Kent, George, Ltd.
Lang Propeller Ltd. .
LepAerial Travel Bureau .
London Die Casting Foundry

Ltd

Marconi Wireless Telegraph Co

Ltd

Martinsyde, Ltd.
Mather & Co.

McGregor, Gow & Holland, Ltd
MacLennan, John, & Co. .
Mendine Co.

Metal Airscrew Co., Ltd. .
Mills, Wm., Ltd. . Inside Front
Napier, D. & Son, Ltd.
Naylor Bros., Ltd.
New Pegamoid, Ltd. .

237

273

251

248

273

Ltd.

245

275

273

Cover
253

273

Nieuport & General Aircraft Co.

Limited . . Inside Back
Northern Engineers' Supply Co
Oddy, W., & Co.
Palmer Tyre, Ltd.
Petlers, L<:d.

Pettett

Pinchin, Johnson, & Co., Ltd.
Robinhood Eng. Works, Ltd.
Roe, A. V., & Co., Dd.
Rolls-Royce, Ltd.
Rubery, Owen & Co. .
Sagar, J., & Co., Ltd. .
Sankey, J. H., & Son
Saunders, Ltd. .
Serck Radiators, Ltd.
" Shell" Marketing Co
Short Bros., Ltd. . . Back
Smith, S., & Sons . •
Society of British Aircraft Con

structors . . .
Sopwith Aviation Co., Ltd.
Standard Piston Ring & Engineer

ing Co., Ltd.
Sunbeam Motor Car Co., Ltd
Supermarine Aviation Works, Ltd
Tampier, Rene .
Terry, H., & Sons, Ltd. . t
Titanine, Ltd. . Front Cover
Triplex Safety Glass Co., Ltd.

Front

Vacuum Oil Co , Ltd.
Vandervell, C. A. & Co., Ltd. .
Vickers, Ltd. .
Wakefield, C. C, & Co., Ltd. .

Front

Walton Motors, Ltd. .
Westland Aircraft Works .
Wheeler, T. ....
Yorkshire Steel Co. Ltd.

Cover

275
271

.259

271

238

271

Cover

243

& 263

Cover

247

255

Cover

257
261

. . FOR . .

SPARES & TOOLS

Engine and Aero, Rolls-Koyce,
Hispano, Le Rhone, R.A.F.,
Renault, Clerget, etc., etc.,

Write or Wire—

Northern Engineers Supply Co.,

Proprietor : Major F. G. Brown, late R.A.F. (Stores).

John Street - - SHEFFIELD.

Telegrams: " Nescaero, Sheffield." Telephone: Central 44.2.

SHIPMENT OF
Aeroplanes, Accessories, etc.

For Rates of Freight and Insurance to all parts of the
World, Sailing Dates, Etc.,

Telephone or write to ; —

McGregor, gow & Holland, Ltd.,

1 & 4, FENCHURCH AVENUE, E.C.3.

Telephone ... 5304 Avenue.

Loading Brokers and Agents for the principal
Steamship Lines.

ORIGINAL ALUMINIUM
NUMBERPLATES

LA-9916

R W COfllM

2i9.Goswell Road. E C-!

Phones Cenlral 4879 City 3840

The Air Navigation Oo„, ltd.

BLERIOT & SPAD,

ADDLESTONE (SURREY).

Contractors to War Offloo amd
Admiralty m

Flying Ground— Bi*ook lands Aerodrome

NORBERT OHEREAU, Managing DlMOter.
T»l«gram»— Bleriot, Weybrldge. Telepi«n«— SJi Weybridgi.

KINDLY MENTION '* THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

s;6 The Aeroplane July 28, 1920

MISCELLANEOUS ADVERTISEMENTS

SPECIAL PREPAID RATE : 18 words 21- ; Situations Wanted ONLY, 18 words 1 - ; Id. per word after TRADE ADVERTISEMENTP,
in tnese columns, 3 lines 5 - : i/-per line after. Public Announcements, Legal Notices, Auctions, Contracts, etc., 21- per lino.
For the convenience of Advertisers, replies can be received at the offices of " THE AEROPLANE," 61, Carey St., London. W.C.2.

PATENTS.

PAGE, WHITE and VAUGHAN (late Page and
Rowlingsou), Chartered Patent Agents (Consult-
ing Engineer, Mr. S. E. Page, A.M. Inst. CE-) , 27,
Chancery Lane, London, W.C. Tel., 332 Central.
HENRY SKERRETT (H. ■ N. Skgrrett, A.I.A.E.,
AI.Mech.E-, Associate I.E.E., Fellow of tbe
Chartered Institute of Patent Agents), Patents,
Designs and Trade Marks.— 24, Temple Row,
Birmingham.

ADVICE WITH HANDBOOK FREE. — B. T.
King, A I.M E.. Registered Patent Agent, 165,
Queen Victoria Street, London.

STANLEY, POPPLEWELL AND CO, Patent
Agents and Consulting Engineers. Applications
for Patents attended to in all countries. — Jessel
Chambers, 88, Chancery Lane, W.C. 2., Tele-
phone, Holborn 6393

SITUATIONS WANTED.

"AS PANTS THE HART," Etc.— So longs my
soul for things aviatic. Twenty-three; Public
School; four years technical R.A.F. ; hard worker;
very keen; do anything, go anywhere. Want live
job. — Box No. 4,887, The Aeropune 6i, Carey
Street, W C.2

Ex-RFC. and R.AF. Pilot, 5 years' service; 2
years N.C.O. Mechanic. Test, Ferry, Squadron
pilot Fly anything, stationary preferred. Arti-
ficial foot no handicap. Age 23. Go anywhere. —
Box No. 4,889, The AEROPLANE/, 61, Carey Street,

W.C.2.

FINANCIAL.
COMMERCIAL AVIATIOV. Transport-
Service Projectors dissatisfied with Overhaul
Costs Short Life and Inefficiency of Existing
Aero Engines, are invited to Inspect a Keally
Commercial, Long lived and Novel Design ' f
Enormous Power and Robust, Lightweight
Co- structioa. Revolutionising even Sleeve-
Valve Practice. Principles Fully Establis ed.
Nothing Experimental. Approved Leading
Experts. One-third Partnership Share offered
for £10.000, solely for Development and
Production No Promoters or Agents.
Approvd Principals only, giving Bankers'
and Solicitors' References by appointment
with "M" c/o THE AEROPLANE, 61,
Carey Street, W.C.?.

PERSONAL.

No. 3 SQUADRON, R FC. & R.A.F.
Ex-Officers of the above Squadron are requested
to communicate with Flight Lieut. J. K. Summers,
R.A.F., Calshot, Fawley, Hants, with a view to
holding a re-union dinner this autumn.

SITUATIONS VACANT.

ROYAL ATR FORCE.
SKILLED TRADESMEN AND UNSKILLED
RECRUITS REQUIRED.

Skilled Tradesmen, pay 3s. to 5s. 6d. per day
on joining, rising to 183. per day. Age 18 to 28,
and for ex-Service men 18 to 38. '

Unskilled Recruits for training as Carpenters,
Riggers, Photographers, Wireless Mechanics and
Wireless Operators. Pay to commence, 3s. _ per
dav. No previous experience required provided
recruit otherwise suitable and willing to be
trained in the trade for which enlisted

For condition of service, separation allowance,
etc , call or write to Inspector of Recruiting,
Royal Air Force, 4, Henrietta Street, Covent
Garden W.C. 2.

ROYAL AIR FORCE CADET COLLEGE.
CRANWELL. nca.r SLEAFORD, LINCS.

Applications are invited for the post of Profes-
sor of Aeronautical Science (Mathematics, Applied
Mechanics, and Physics in relation to Aero-
nautics).

Salary, jfgoo— £50 — £1,100 (inclusive). _
There will be a scheme of deferred pay in lieu
of pension, subject to a qualifying period of three
years' service.

Forms of application can be obtained on appli-
cation to the Secretary (T.2.b.) Air Ministry,
Kings wav, London, W C.2.

SKILLED TRADESMEN required for Electrical
Services Works Company Power Station Engi-
neers, Shift Engineers, Engine Drivers, Dynamo
and .Switchboard Attendants, Stokers, Fitters'
Mates and Greasers, also Clerks.

Pay. — 3s to 5s. 6d a day on joining.

Period of Service. — Four years Regjlar Air Force
Service, no reserve service.

Age — 18 to 28 and for ex-Service men 18 to 38.

For conditions of Service, Separation Allow-
ance, etc., call or write to — Inspector .of Recruit-
ing, Royal Air Force, 4, Henrietta Street, W.C. 2.
Ex-S.A.F. Officers, knowledge Spanish essential,
Gosport ia or lb, preferably single, for service
abroad. A high standard of flying demanded. —
Apply for appointment to Box No. 4,890, The
Aeroplane, 61, Carey Street, W.Q.2.
Ex-R.A.F. MECHANICS, Fitters (rotaries). Ser-
vice Gosport S.S.F. an advantage, preferably
single, for service abroad under six months' or
twelve months' contract. — Apply by letter to Box
No. 4,891, The Aeroplane, 61, Carey Street, W.C. 2.
Ex-R.A.F. RIGGER, thorough knowledge Avro,
service Gosport S S.F. an advantage, conditions as
above.— Box No. 4,892, The Aeroplane, fit Carev
Street, W.C. 2.

ENGINEERING.

BRITISH CORRESPONDENCE SCHOOL OF
AERONAUTICS (Estab. 1908). — Engineering
course, 17s. 6d. Advanced course in design, en-
gines, draughtsmanship, 42s. Diplomas granted. —
Pennington's, 254, Oxford Road, Manchester.

FOR SALE.

SUNBEAM, 150-h.p. 8-cylinder, and 225-h.p. u
cylinder Aero Engines. Guaranteed as i.ew, for
sale. — Apply, The Cambridge Automobile and En-
gineering Co., Ltd., 21, Hobson Street, Cambridge
TRANSFERS— Firms requiring Transfers should
write to the makers. — A. Bird and Co., Latimer
Street, Birmingham.

ONE 50-h.p., One 80-h.p. Gnome Engines, com-
plete with mounting fittings. £55 lot. — Wright,
26, Lansdown Crescent, Cheltenham.
WILL SELL CHEAP a 40-h.p Aero Engine with
propeller, contact breaker and spark coil; in good
running order, £30. — R. Bates, Douglas Bank,
Locharbriggs, by Dumfries.

AVRO 3-Seater Biplanes, Type 504K, no Le
Rhones; De Havillaud 6 biplanes with 90 R.A.F.
engines, no Le Rhone, propeller, spares, etc.
Those requiring above should communicate with
Lieut. Snelling, who has for immediate disposal
a number at ijoo, X150, £80 respectively. The
machines are licensed for passenger flying, and
are undoubtedly the best -bargains yet put for-
ward in aircraft disposal. Phone North 271 1, or
call at Astra Engineering Works, 228, Seven
Sisters' Road, Finsburv Park, N.

FOR SALE OR EXCHANGE.

AVRO, 3-seater, no-h p. Le Rhone, new condition,
lots of spares; and 1920 Douglas 4 h.'p. Combina-
tion, electric lighting, for Car —1920 Austin, or
similar; cash either way. — Telford, 2, Park Hill,
Moseley , Bi nil i ngham .

FOR HIRE.

EXHIBITION and Flying Passenger "Kangaroo"
8-seater for Hire to approved pilots on weekly
terms. — Apply Blackburn Aeroplane and Motor
Co , Ltd., Leeds.

AIRCRAFT PARTS.

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One 50-h.p. Gnome.

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Two 90-h.p. (R.A.F.
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units. — Reply to Aircraft Manufacturing Co., Ltd.,
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MODELS.

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unique ; interesting. List 3d —Madison Motoric*,

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An Invaluable History. A Handsome Volume.

A Great Record of the French Air Force.

L'AERONAUTIQUE PENDANT LA GUERRE MONDIALE

Containing chapters by M. Marchis, Professeur d'Aviation a la Sorbonne, M.
Dumesnil, M. G. Menier, M. le Commandant Brocard, M. le Capitaine de Lavergne,
M. le Colonel Dorand, M. le Commandant Martinot-Lagarde, M. le Colonel Paul
Dhe, M. le Capitaine Toussaint. M. le Commandant Caquot and a host of other
technical experts and leading aeronauts.

The book makes 700 pages of the size of The AEROPLANE, and is beauti-
fully illustrated.

The AEROPLANE is the Agent for distribution in Great Britain, and is able
to offer a few Copies at the Special Price of £2 7s. 6d. Post free £2 10s.

The AEROPLANE AND GENERAL PUBLISHING Co., Ltd., 61, Carey St., W.C. 2

JUfe¥ 28, 1920

The Aeroplane

Ih.

Ai He m Patkn'i :■; 1.

"CUARDIAN ANGEL'
PAKACHUTK.

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^Telephone GerTmd44O(2Unes)7^raw/AJAWB,REai0iND0N "r

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CHICKLEWOOD,
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Telephone-
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IV.

The Aeroplane

SHORT BROS

(ROCHESTER & BEDFORD)

iTD,

SEAPLANE WOBKS: ROCHESTER. KENT, ENGLAND.

New Post Office Pro-
posals for Mail Carry-
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Telegrams — Seaplanes, Rochester.
Telephone — Chatham. 627.

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OLDBURY, BIRMINGHAM

Telephone: Oldbury 111 (4 lines).
Telegrams: " Accles, Oldbury'

Printed for The Aeroplane and General Publishing Co., Ltd., by Bonner & Co., The Chancery Lane Press, Rolls Passage,
London ; and Published by The Aeroplane and General Publishing Company, Ltd., at Union Bank Chambers,

61, Carey Street, London, W.C.

ADVERTISEMENT OFFICES, 61, CAREY STREET. W.C.2.

EDITORIAL OFFICES, 175, PICCADILLY, W.I.

THE AEROPLANE AUG. 4, 1920. ||]|lj|||||!j|||!|ii|||||||||||||!||||||||||l|!|M

Vol. XIX. No. 5.

SIXPENCE WEEKLY.

[Registered at the G.P.O.]
L as* Newspapet. J

Arrol- Johns ton Cars

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The Aeroplane

August 4, 1920

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Weldless steel tubing as used in
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PLDBURY, BIRMINGHAM

Telephone: Oldbury 111 (4 lines).
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AuGust 4, 1920

The Aeroplane

277

An Indispensable

Handbook of Aircraft Equipment.

This exclusive publication has been prepared
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Great Eastern Street, London, E.C.2.

Lady Lawson Street, Edinburgh.

Branches: Aberdeen, Birmingham, Cardiff, Dublin, Glasgow, Leeds,
Manchester, Newcastle, Southampton, and at Paris and Melbourne.

were the subject of close inspection and enthusiastic
comment on the part of those who attended the
recent Aero Show. The following extract from a letter
in our possession is typical of the interest displayed :

" -At the close of the Aero Show at Olympia, I feel I
should like to write and tell you of the extraordinary interest
and admiration 'which have been aroused 'by your wonder-
ful exhibit, the '■'Bristol' Triplane. l\o one with anv
interest in aviation could fail to be aroused to something like
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To those who were unable to attend the Show we
shall be glad to send illustrated details of our exhibits.

THE

BRISTOL AEROPLANE CO., LTD.
FILTON — BRISTOL.

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The Aeroplane

August 4, 1920

Particulars from : —

A. V. ROE & CO ,

LIMITED.

AVRO WORKS:
Newton Heath, Manchester.

LONDON OFFICE:
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Telegrams - - " Roe," Hamble.

AUSTRALIAN AGENTS:

AUSTRALIAN AIRCRAFT
AND ENGINEERING CO.,

12, Bridge St., Sydney, N.S.W.

Telephone - - C'lty 6794.

Qable Cipher - " Plover," Sydney.

*"PHE Avro Commercial Triplane, fitted
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This aeroplane is a commercial machine in
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AUG. 4,
1920.

THE

EAERQpLANE

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Accounts, and all correspondence relating to Publishing and Advertising, should be
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Subscription Rates, post free: Home, 3 months. 7s. od.; 6 months, 15s.; 12 months. 30b.
Foreign 3 months, 8s. 9d.; 6 months, 17s. 6d.: 12 months. 35s. Canada, 1 Year, S&.

TT.S.A.. 1 Vpst SS 50".

VOL. XIX.
No. 5.

ON AIR POSTS.

How or why the British Business Man manages to
exist passeth all understanding. His greatest ability
appears to be the avoidance of education and information.
Outside the narrow groove of his own particular firm he
seems to have no ideas — except golf and bridge — and he
seems to escape in a most wonderful way having ideas
thrust upon him.

Possibly it is this one-eyed outlook on life which
enables him to achieve such limited success as comes
to him ultimately. If he looked outside his own little
groove it might lead to a dispersal of energy. As it is
he keeps plodding on, and if he does not get there in
the end, he gets somewhere which he fondly imagines to
be there.

And yet, when one gets the ordinary British Business
Man quietly to oneself and begins to pump ideas into
him he frequently displays almost human intelligence.
It is in fact possible to make him think, and if one had
time to continue the treatment it might be possible even
to make him act.

All of which, though one might not think so, is strictly
apropos of Air Posts.

Transportation Is Civilisation.

Obviously rapidity of communication is the greatest
possible aid to business. Even the British Business Man
has had that fact driven into his head. Otherwise he
would not grow apoplectic over his telephone, tear up
hundreds of telegraph forms a week and suffer from
heart disease as the result of trying to catch trains.

And still the British Business Man has not yet realised
that where foreign business is concerned the Air Post is
as reliable as any other post, is as quick as a telegram,
besides being very much cheaper, and is far less trouble
than a telephone.

The Horrible Examples.

Some few weeks ago one was talking to a prominent
Yorkshire business man, who has had quite considerable
success in his own line of business. He does a fair amount
of trade with France, Belgium, and Holland, but he had
no idea that he could post a letter in, say, Sheffield,
Leeds, or Huddersfield after lunch and have it delivered
in Paris, Brussels, or Amsterdam during business hours
next day.

He had heard dimly something about air posts, but he
thought that they were purely experimental. Perhaps
a letter sent by air got across to Paris, perhaps it did not.
Anyway, such a letter was only a sort of souvenir for
the kids to put in their stamp-albums.

He thought that perhaps two or three aeroplanes flew
across the Channel in a week, and that the letters from
people who wanted to create stamp-album souvenirs were
saved up for these machines. In fact he regarded the
whole thing rather as a newspaper stunt.

A few days ago one tackled a London business man,
a financier of sorts, on the same subject, thinking that
his Cockney wit might have been a shade quicker in
appreciating the situation than the more stolid mind

of the Yorkshireman. Not a bit of it. He thought that
air lines existed for the amusement of rich people who
took the enormous risk of flying across the Channel once
so that they could talk about it for the rest of their lives.
And he also thought that air posts only existed for the
purpose of producing souvenirs.

The same day one tried the same questions on an
advertisement expert, a Scot who has lived most of his
life in London and might be supposed to combine Scot-
tish shrewdness with Cockney quickness. But no ! He
was just as bad as the rest. His idea of the air post was
coloured by his profession, as in the cases of the others.
He thought that all the talk about air posts was just
an advertising stunt got up by the aeroplane firms in
the hope of inducing people to fly some day.

He was better than the others in that he felt some-
how "inside himself," as he said, that people were really
"going to fly some day," but it had never struck him
that the air post is to-day an actual service in being
which is a very present help in time of business. He,
like the others, simply did not know what is being done.

Things They Did Not Know.

Here are a few of the things that these very fairly
successful and quite representative business men did not
know.

They did not know that they can send a letter by air
post to Paris by simply putting an ordinary twopenny
stamp on the envelope in addition to the regular two-
penny halfpenny stamp, writing "AIR MAIL" on the
top of the envelope, and posting it in an ordinary pillar-
box.

They did not know that they can send a letter by air
post to Brussels by the same process.

They did not know that they can send a letter by air
post to Amsterdam in the same way, but with a three-
penny stamp instead of a twopenny stamp for the Air
Mail fee.

They did not know that a mail aeroplane leaves Croy-
don for Paris every morning at 09.30 and that another
leaves at 16.30 (more commonly known as 4.30 p.m.).

They did not know that corresponding mail aeroplanes
leave Paris every day at the same hours. In fact they
did not know that there is any air post from Paris to
London.

They did not know that every morning a mail aero-
plane leaves Cricklewood for Brussels and another for
Amsterdam, and that corresponding machines leave
Brussels and Amsterdam every day for Cricklewood.

They did not know that letters can be sent by air to
Brussels and Amsterdam.

They did not know that Air Ports exist at Croydon
and Cricklewood.

And, being thus happily ignorant of essentials, they
did not know quite a lot of other things which every
business man ought to know.

Things that Astonished Them.

They were astonished when they were told that a
perfectly regular aerial mail service between London

280

The Aeroplane

August 4, 1920

and Paris has been running for nearly a year, and be-
tween London and Brussels and London and Amsterdam
for weeks.

They were amazed when they were told that for weeks
and weeks past over a hundred aeroplanes and between
three hundred and four hundred persons have crossed the
Channel by air each week on the regular Continental
Air Lines.

They were still more amazed when they were told that
during the filthy weather of the past two or three weeks
all the mail aeroplanes have got through, in spite of
rainstorms and gales of wind.

They were almost incredulous when they were told
that on several occasions the mail aeroplanes have done
their journeys to schedule time when some of the cross-
Channel boats have been hours late or have actually been
prevented from leaving harbour.

A Case for Direct Action.

When ordinary representative British Business Men
are so lamentably ignorant of what is actually being
done, is it at all surprising that the Air Mail is not used
as it should be by the Business Community ? And is
it surprising that our business with the Continent is not
increasing as rapidly as it might.

One suggests to all readers of these notes, who re-
present, one believes, all those who are sincerely in-
terested in the progress of aviation, that the time has
come for concerted direct action on the rest of the Com-
munity. It is our duty, one and all, to see that everybody
in the United Kingdom and Ireland is made to realise
once and for all that the Air Mail Lines are just as re-
gular and just as reliable as the steamship lines, and are
just as much a part of our commercial organisation.

Plans of Campaign.

All readers can help in this campaign, by bringing the
subject up for discussion on every possible occasion, and
by impressing the facts on their business friends.

Those who are more keen or more energetic can help
still further by sending copies of this article to the
editors of their local papers. One feels sure that many
editors are unaware of the scale on which our air lines
are working to-day, and will be glad to enlighten their
readers, especially in the great business centres, on the
subject of recent developments in commercial aviation.

Further, one suggests that the Air League might well
include in its schemes for propagating the Gospel of
Aviation the constant enlightenment of the Public on
the business possibilities of aerial posts, both for letters
and parcels, and on new developments as new lines are
opened or extensions are made to existing lines.

Also, one suggests that the Society of British Aircraft •
Constructors should concentrate all the energy it pos-
sesses on a regular campaign to impress on the Business
Community, by way of the Press and by way of similar
Trade Associations, the fact that business can be helped
very materially by means of the aerial mail services.
The whole future of the Aircraft Industry depends on
orders for public service vehicles, such as passenger,
parcel, and mail machines.

The market for privately owned machines is practically
negligible. The market for war machines will not be
worth much till the Great War of 1935, or thereabouts,
begins. Therefore the hope of the Industry is in the
Air Lines, and the best way to help to develop the Air
Lines is to teach people to use the aerial mail services.
Things Every Business Man Should Know.

There are dozens of facts which, if they can be ham-
mered into the heads of our British Business Men, will
result in an enormous increase in the volume of air
traffic between this country and the Continent. Here
are just a few of them condensed from the Official
Notices on page 285 ;— ,

If you post a letter to Paris (bearing the extra 2d.
stamp and marked "AIR MAIL") anywhere in the London
District before the last night collection, it leaves Croydon
by the 09.30 mail machine next morning and is delivered
in Paris that afternoon or evening.

If, in addition, you put on it another 6d. stamp and
mark it "AIR MAIL EXPRESS" it will be delivered
in Paris before 15.00 hours (commonly called 3 p.m.), so
that if your correspondent is in a hurry he can send the
reply at once. The reply will then leave Paris by the
16.30 (4.30 p.m.) mail machine and will be delivered to
you in London the same night.

If a business man in the Provinces posts a letter to
Paris (with the extra 2d. stamp and marked "AIR
MAIL") in time for the afternoon or evening mail to
London, it will go by the 09.30 mail machine next morn-
ing, will be delivered in Paris that afternoon, and if it
is in time to catch the 16.30 return mail, he will receive
the reply in the Provinces the following morning.

In a case of great haste you can post a letter at 08.00
hours at the Central District Post Offices, have it sent by
the 09.30 mail machine, have it delivered by express
messenger in Paris soon after midday, have the reply
dispatched by the 16.30 mail machine from Paris and
have it delivered to you in London by express messenger
before 21.00 hours (9 p.m.). And all for a total extra
cost of one shilling (for two express deliveries) and four-
pence (for two Air Mail fees) over and above the normal
fivepence (for the two ordinary postal fees).

That is to say, two long letters (the original communi-
cation and the reply) can be passed between London and
Paris in about twelve hours, for a total cost of one shil-
ling and uinepence. Which is not only pounds cheaper
than the cost of telegrams containing the same number of
words, but actually quicker.

Dutch and Belgian Business.

If you want to communicate with Brussels or Amster-
dam the saving in time is even greater for the flying
time between London and Brussels or between London
and Amsterdam is very little longer than the time be-
tween London and Paris, whereas the ordinary post by
rail and boat takes much longer than it does between
London and Paris.

Thus it takes at least 24 hours for a letter to go in
the ordinary way from London to Amstero,am. In fact
a letter has to be posted early in the afternoon in London
to reach Amsterdam late the following evening, so the
Amsterdam business man does not receive it till the
next morning.

If it is sent by Air Post it can be posted in London
late at night with the ordinary office letters, and it will
be delivered in Amsterdam early the following afternoon.

By using the Air Post one can save just as much time
in the delivery of letters to the Provinces of Holland or
Belgium as if they are sent to addresses in the Capitals
themselves. Thus letters sent by Air Post to Liege,
Charleroi, Haarlem, and such cities are delivered 12
hours or more sooner than if they go in the ordinary
way. And all for an extra 2d. or 3d stamp.

Moreover, by the time these Notes appear, the Air
Mail machines between London and Amsterdam will
probably be alighting at Rotterdam to deliver letters on
the way North and to pick up letters on the way South.
This will mean a saving of over 12 hours on Rotterdam
letters, and there is a very large amount of business be-
tween England and Rotterdam.

One could go on for hours pointing out the advantages
to all British Business Men of using the Air Post in all
communications with France, Belgium, and Holland,
but lack of space prohibits further discussion. It is,
however, necessary to draw attention to the fact that
letters -posted late for Spain, Portugal, Italy, and Switzer-
land, if sent by Air Post to Paris pick up many ' hours
over letters sent in the ordinary way.

August 4, 1920

The Aeroplane

281

The Regular Use of the Air Post.

It is evident, therefore, that any wise business man,
when once he has appreciated the fact that the aerial
mail service is a thing in being, will send all his Con-
tinental letters by Air Post. The hours saved in this
way will show him a very fine profit over the few pence
spent on the extra postage.

Any business man will pay a couple of shillings for a
taxi to save himself a quarter of an hour in getting about

ON THE ATTACK ON

It is with great regret that one sees that eminently
respectable journal the Morning Post being made the
tool of agitators against the Air Ministry. Apparently
it has been informed that certain officers with war ser-
vice have been demobilised while officers and /or officials
without war service are retained in office at the Air
Ministry itself. It seems extremely likely that such
is the case, in view of the fact that out of the 30,000 or
so officers of the Royal Air Force an extraordinarily
minute percentage showed any capability for administra-
tive work, and that at the moment the great need of the
R.A.F. is for first-class administrators.

One of the Morning Post's grievances seems to be that
a Naval officer with war and technical experience is
among the discharged. If only one such has been dis-
charged then the Air Council is being very lenient in-
deed. One could name several such who could certainly
have left the R.A.F. during the war with advantage to
the Force, even if they had had to be replaced by Con-
scientious Objectors.

On general principles one is naturally in favour of
giving the best permanent berths 'to people who have
served the King. For which reason every member of
one's own staff is an ex-officer of the R.A.F. or the Army.
In order to be logical in its present agitation, the
Morning Post ought to be able to say as much. But one
believes that at least one of its most brilliant writers dur-
ing the war was a comparatively young and quite fit man,
who, so far as one knows, is still contributing to that
excellent paper.

But where a specific job has to be done in peace time

London, or any other big business centre. Surely then
it is worth while to spend 2d. or 3d. on an important
business letter to save 12 hours or more in delivery.

All that is necessary is to give instructions to the
"Outer Office" to mark all Continental letters "AIR
POST" and to put on each an extra 2d. stamp for
France or Belgium, or an extra 3d. stamp for Holland.
It is all so simple. And it will save such a lot of time
for so little money. — C. G. G.

THE AIR MINISTRY.

one cannot let sentiment interfere with efficiency. If
the best man to organise or administrate a department
of the Air Ministry so that it may deal efficiently with
the problems of the next war happens to be a civilian,
or an officer who has seen no active service, then it is
the duty of the Air Council to retain such an official.

All who were acquainted with the War Office during
the war know that there were first-class men there eating
their hearts out to go on active service and forbidden to
go because they were too valuable at home. According
to the Morning Post's line of argument these men should
now be dismissed in order to make room for men with
war experience, ignoring the fact that the same war
experience has probably unfitted the latter entirely for
Staff work until they have been through a long and
arduous course at the Staff College.

One is entirely ignorant as to the identity of any of
the persons to whom the Morning Post refers, either as
victims or as allegedly unworthy holders of office, but one
has enough confidence in the Air Council, as now con-
stituted, to be prepared to back the choice of the Au-
thorities in this matter.

Fortunately the entire personnel of the R.A.F. of to-
day is animated by a fine spirit of loyalty to its chiefs
and is not likely to be disturbed by this latest agitation.
Nevertheless it is entirely lamentable that anything
should be said or written which might even tend to
diminish the esprit de corps of the younger members
of the R.A.F. just when it is becoming a very worthy
section of the King's Services. — C. G. G.

NORTHOLT AERODROME, now the property of the Central Aircraft Co , photographed by Mr. Joseph Edge from a Central
Aircraft Company aeroplane. That wellknown landmark, the Kennedy Giant Aeroplane, will be recognised by all who
have been to Northolt during or since the last war. The cinder patch and cinder paths can be seen, and several C.A.C.
machines are seen standing outside the sheds. The buildings on the right are the old R.F.C. living quarters and offices.

282

The Aeroplane

August 4, 1920

A VERY GREAT PERFORMANCE.

On August 2nd, Messrs. Parer and Macintosh, two ex-
officers of the Australian Fljing Corps, arrived fiom London
(they left Houuslow on Jan. 8th last) at Port Darwin, Aus-
tralia, on a standard D.H.g biplane v ith a Siddeley "Puma"
engine. Thus they completed one of the greatest perform-
ances in the history of aviation.

The quality of their performance may be judged by a storv
told of them by an R.A.F. officer who left Egypt shortly after
they arrived there. The pair of adventurers drifted, casually
into the aerodrome at Heliopolis, having flown direct from
Crete, and calmly announced that they were on their way to
Australia. They had no spares or tools worth mentioning
with them, not even, according to the teller of the story, so
much as a " King Pick " spanner to change a sparking plug.

There happened to be at Heliopolis a technic?, 1 serjeant
R.A.F., who was a specialist on " Puma " engines. He, in
the goodness of his heart, gave their engine a thorough " top
overhaul," but did not take it all to pieces. Having done so,
he informed them that the engine was "good enougn for any-
thing. "

Thereupon, the cheerful pair, taking his word for it, pushed
straight off on a compass course for Baghdad, direct across the
Aiabian Desert, instead of following the usual route by way
of Damascus. Fortune favours the brave, and they duly' made
a non-stop run to Baghdad. For their safety they may thank
their engine and that excellent R.A F. serjeant, foi adescent
almost anywhere on the wav would have meant death in the
desert, either from thirst and starvation or at the hands of
hostile Arabs.

One believes that theirs is the only flight on record direct

THE AIR MINISTRY COMPETITIONS.

On August 3rd the first part of the Government Competi-
tions, that for the laige and small aeioplanes, was dut to start
at Martlesham Heath Experimental Station, near Ipswich.
Competing machines were allowed to arrive on July 31st, but
in any :ase had to be at the aerodrome on August 3rd.

The entries for the competition were as follows : —

Large Aeroplanes — Aircraft Manufacturing Co., Ltd., Cen-
tral Aircraft Co., Handley Page, Ltd., and Vickers, Ltd.

Small Aeroplanes. — Austin Motor Co., Ltd., William Beard-
niore and Co., Ltd., Bristol Aeroplane Co., Ltd., Westland
Aircraft Works (Branch of Petters, Ltd.), A. V Roe, Ltd.,
and the Sopwith Aviation and Engineering Co., Ltd.

One gathers that the Aircraft Manufacturing Co., Ltd., have
scratched their entry.

Both large and small aeroplane classes will be tested concur-
rently.

The small class includes aeroplanes carrying from one to
seven passengers ; the large class includes aeroplanes carrying
more than seven passengers exclusive of pilot.

The general order wherein it is proposed to carry on the
trials is as follows : — (i) General examination and weighing;
(ii) High and low speed tests; (iii) Self-controlled flight (5 min.
test with hands off) ; (iv) Flight with one engine stopped (mul-
tiple-engined machines only) ; (v) Reliability and economy
test; (vi) gliding test; (vii) Wind test (standing unattended
in a wind on the aerodrome) ; (viii) Landing and getting off
tests (over row of balloons tethered at 50 ft.) ; (ix) Landing
and getting • off with one engine off (for multiple-engined
machines).

The similar tests on amphibian machines will take place
during September and will generally follow a similar outline
with the addition of the tests on the water which will be made
at Felixstowe.

The date for the second half of the competition, that for
seaplanes (amphibians), is Sept. 1st, for which the following
entries liave been received : - William Beardmorc and Co.,
Ltd., Fairey Aviation Co., Ltd., S. E. Saunders, Ltd., Super-
marine Aviation Woiks, Ltd., and Vickers, Ltd.

It will be remembered that these competitions are for prizes
totalling ,£64,000 which have been offered by the Air Ministry
to encourage the design of commercial aircraft combining the
qualities of safety, reliability and comfort.

THE AVRO INJUNCTION.

In the Chancery Division of the Law Courts, before Mr.
Justice Paterson, on July 29th, A. V. Roe and Co., Ltd.,
sought the continuance of an inteiim injunction restraining
the Aircraft Disposal Company, Ltd., from selling 01 offering
for sale any aeroplanes or other goods not of plaintiffs'
manufacture, as Avro goods.

Mr. Douglas Hogg, for plainliffs, said that luring the war
the designs and patents of the Avro 504K biplane — a verv
successful machine — were lent to the Government that other
manufacturers might produce machines of this tvpe as plaintiffs
were unable to satisfy the demand. Many of these machines
were in Government stock after the war and the Ministry of
Munitions in June, 1919, agreed to sell them as "of Avro

from Egypt to Mesopotamia, and it is a performance of which
not only the adventurers themselves but the makers of the
" Puma " engine may well be proud.

After Baghdad they progressed somewhat irregularly, crash-
ing and repaiiing at intervals owing to lack of eerodromes,
wiping off undercarriages, breaking airscrews in laiding, but
always somehow patching up and proceeding.

They were not out for any prize, for they left England long
after all the competitors for the Australian Government prize.
They were merely going home to Australia by air. And they
have duly arrived, thanks, not to expensive organisation, but
to their own pluck and enterprise, and to the flying quality of
Captain de Havilland's No. 9 design and to the reliability of
the Siddeley " Puma " engine.

It was a very great performance indeed, and one hopes that
before long it will be possible to obtain from Australia a
detailed log of their journey, showing precisely what mishaps
occurred to them and how they carried out their repairs on
the way. Such a journey, undertaken purely as a sporting
tour, is actually of greater interest than a big flight backed
by elaborate organisation.

An idea of the immense determination of the pair may
gathered from the fact that a bottle of whisky which left
England with them reached Australia intact. It may be,
however, that this is only evidence of the good fortune which
attended them in tl eir landing places.

On behalf of all concerned with British aviation one offers
to Messrs. Parer and. Macintosh very sincere congratulations
on having achieved one of the finest and most sportsmanlike
performances in the history of aviation. — C. G. G.

tvpe" with a note that they were manufactured by another
firm. The Aircraft Disposal Company, Ltd., purchased the
surplus stock of Government aeroplanes and were claiming to
sell as "Avro" machines and not as "of Avro type " Plaintiffs
did not object to sales qualified by the woids "of Avro type."

Evidence was read on both sides and Mr. J. Whitehead ad-
dressed the court for the defendants.

Mr. Justice Peterson continued the interim injunction.

THE ROYAL AIR FORCE MEMORIAL FUND-

Particulars of the first series of donations to the Royal Air
Force Memorial Fund have been issued during the past week.
It is hoped 'that it will be possible to raise a total sum of
£"400,000, which is the least amount with which it would be
possible to carry out the various schemes drafted by the Com-
mittee. The total subscriptions recorded on July 20th amount
to £'90,166 iSs. 5d.

Among the subscriptions received is one from the Air
Ministry (sum received from the R.A.F. Institute profits) of
£50,000. Other subscriptions of particular interest are thos
of the R.A.F. Aerial Pageant at Hendon (first instalment)
^.6,500; the R.A.F. Hospitals Committee, ^23,000; Genera
H.M. the King of Spain, K.G., £5; H.R.H. the Duke of Yor
K.G., ^30; the Marquess of Londonderry, £506; Messrs. Co
and Co., £500; the Lord Weir of Eastwood, £1,000. It i
clearly, impossible in the restricted space available to give
list of all subscribers, of which there arc several hundreds.

Those readers of this news-sheet who have not yet forgotte
the services rendered to the country by the Flying Service
during the past years are asked to send subscriptions, smal
or large,, according to the financial standing of the giver, t
the Secretary of the Fund at No. 7, Iddesleigh House, Caxto"
Street, Westminster, S.W.i.

LIGHT RELIEF.

Officers and men late of the R.A.F. and R.F.C. will b
hugely amused by a little book entitled "R.A.F. Ravings,'
alphabetically arranged by Mr. Charles Paysant, late R.F.C.
who, one believes, was badly crashed while, in that Force.

Mr. Paysant is a humorous artist of considerable ability
and his book consists of a series of alphabetical rhymes o
the R.A.F. with a distinct R.F.C. flavour, accompanied h
illustrations by Mr. Paysant himself. His caricatures are such
as to entitle him to a high place among the humorists of
the illustrated Press, for he manages to obtain his effects
with almost as few lines as the late Phil May, and his
caricatures are only just sufficiently exaggerated to make the
necessary difference between a life-like portrait and a carica-
ture. The picture of the Medical Board is simply wonderful.
So is "The expression our flying men wear." "The instruc-
tor, oh pity him please," is another gem.
• With paper and printing at its present price the book is
cheap at is. 9d., and it has a very distinct historical value
in that it records pitilessly the weaknesses and foolishnesses
of the R.A.F. before the present efficient reformation began.
When the infant of the future wants to know "What Daddy
did in the Great War," Daddy will find the book a useful
reminder. "R.A.F. Ravines" cnn be obtained from the Aero-
plane and General Publishing Co., 61, Carey Street, W.C.2.

August 4, 1920

The Aeroplane

283

S

THE

OPWl

\ AVIATION fr3 ENGINEERING CQ LTP |

Predominant in War

THE ANTELOPE.

Registered Offices and Works :

KINGSTON-ON-THAMES

Telephone: Kingston 1988 (8 lines).
Telegrams: "Sop with, Kingston."

Prominent
Peace

in

SOPWITH AEROPLANES
embody an experience in
aircraft of all types second to
none.

^The three Sopwith Civil
Flying Machines — Antelope,
Gnu, and Dove— render, each
in its particular class, the
highest possible performance,
compatible with great strength,
durability, and wide speed
latitude.

Whatever the purpose be,
a Sopwith can do it the best.

London Offices :

65, SOUTH MOLTON ST.

Telephone: Mayfalr 5803.4.5. j
Telegrams t " Ef flconomy. Phone, London."

Agents for Australasia: THE LARKIN-SOPW1TH AVIATION CO. OP AUSTRALASIA, LTD., 18, QURNER
STREET, ST. KILDA, MELBOURNE; also ABERDEEN HOUSE, 94, KINO STREET, MEL-
BOURNE; and LONDON BANK CHAMBERS, Corner of PITT and MOORE STREETS, SYDNEY.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

284

The Aeroplane

August 4, 1920

100% RELIABILITY

AERIAL DERBY RESULT

1st. MARTINSYDE SEMI-

QUAVER.

Average speed 153. 45 m.p.h.
12 mins. 15 sees, ahead of
nearest competitor.

4th. MARTINSYDE
F.6

5th. MARTIN
SYDE
F.4.

Handicap.

3rd. MARTINSYDE
SEMIQUAVER.

THREE ENTRIES.

THREE FINISHED.

MANUFACTURERS :

MARTINSYDE, LTD.,

Aeronautical and General Engineers.

Head Office and Works : —

MAYBUHY HILL, WOKING.

Telephone— Woking 55c 552, 553.
Telegrams — Martinsyde, Woking.

London Office : —

CARLTON HOUSE, lid, REGENT ST., S.W.I.

Telephone — Gerrard 4500.

Telegrams — Martinsyde, Piccy, London.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

August 4, 1920

The Aeroplane

285

OFFICIAL

AIR MAIL SERVICE BETWEEN ENGLAND AND HOLLAND.

The Postmaster-General announced that, beginning on Monday,
July 5th, there would be a daily dispatch of mails by aeroplane (Sundays
excepted) between London and Amsterdam, leaving the respective
aerodromes at about 4 p.m. and arriving at the respective terminal Post
Offices at about 7.30 p.m.

The Air Mail fee has been fixed at the low rate of 31L per oz., and
unrestricted facilities for posting will be afforded. (The special
arrangements relating to letters for the London Paris Air Mail Service
remain in force for the present. An eariy and substantial reduction
of the fee for the Paris service is in contemplation.)

Express Air Mail packets for Amsterdam and Rotterdam should
normally be delivered the same evening, and on-express Air Mail
packets for these places and for the rest~of Holland by first post on
the following morning. As letters sent by the ordinary night mail
from London are not delivered anywhere in Holland until the follow-
ing afternoon or evening, the Air Mail will normally be quicker by,
at any rate, the greater part of a business day ; and by use of the
Air Mail in both directions it will be possible for a business house
in the City or West End of London to obtain a reply from Amsterdam
within about thirty hours.

Air Mail letters from Holland will normally be delivered in many
of the large provincial towns by first post on the morning after
dispatch from Amsterdam

r> Every class of correspondence, registered and unregistered, except
parcels and insured packets may be sent. Packets will be accepted
for ordinary as well as for express delivery They may be posted,
if intended for registration, at any Post Office, or, if unregistered, in
any public posting box

Every Air Mail packet must be prominently marked in the top
left-hand corner of the cover with the words " AIR MAIL," or, if
express delivery is desired, "AIR MAIL EXPRESS."

The fees shown below must be prepaid by means of postage stamps
affixed to the cover in the ordinary way : —

(1) Ordinary foreign postage, and registration fee (where payable) ;

(2) An Air Mail fee of 3d. per oz.; \

(3) An express fee of 6d. per packet when express delivery is re-
quired

The latest times of posting will be as follovs : —

In the Provinces up to the latest time of posting for transmission
by the last night mail to London, but in some cases connection by
day mail to London will be obtainable. Precise information can be
obtained from the local Head Post Office.

In London.

E

Office or District

General Post Office

Threadueedle Street, B.O.

Lombard Street, B.O.

Parliament Street, B.O.
Charing Cross, B.O.
W.C.D.O.
W.D.O.

S.W.D.O'
Rest of London —

District Head Offices About 12 noon (ex-

cept Paddington,
11 30 a.m.).

Sub-Districts — — About 8.30 a.m.

AIR MAIL SERVICE BETWEEN ENGLAND AND BELGIUM.

The Postmaster-General announced that, beginning on Monday, the
19th of July, there would be a dispatch of mail by aeroplane between
London and Brussels every week-day. For the present the outward
mail will be despatched from the Cricklewood Aerodrome at about
2.30 p.m., and will be due at the Brussels Post Office at about 5.30 p.m.
In the homeward direction a mail will be despatched every week-day,
leaving Brussels at 10 a.m., and reaching the London Post Office about
1.30 p.m.

The Air Mail fee has been fixed at the low rate of 2d. per oz., and
there will be unrestricted facilities for posting.

Correspondence for Brussels posted in I/jndon should normally be
delivered on the same evening without express delivery, and corre-
spondence for other places in Belgium by first post on the following
morning. Thus a letter for Brussels sent by the Air Service will be
delivered at least 12 hours earlier than if it were sent by the ordinary
afternoon mail from London, and a letter for a place in Belgium
some distance from Brussels, which would not reach Brussels by the
ordinary service in time to fall into the onward night mails from
Brussels, will be appreciably- accelerated by use of the Air Service. By
the use of the afternoon Air Mail Service from London and the morn-
ing Air Mail Service from Brussels it will be possible for a correspon-
dent in London to obtain a reply from Brussels in about 24 hours
Moreover, the Service will be available for the transmission by air
as far as Brussels of correspondence addressed to Germany and countries
beyond, which will normally be accelerated by 24 hours. Letters
addressed to Cologne will be delivered by first post on the morning
after despatch from London.

Letters from the Provinces posted overnight for despatch by Air Mail
to Brussels on the following afternoon will normally be delivered in
Brussels in the evening, whereas jf sent by the ordinary Mail Service
they would not be delivered until the morning after despatch from
London. It_ will not, however, be possible, except in a few cases, to
post letters in the Provinces in business hours in time for despatch on
the same day by Air Mail to Brussels.

Correspondence sent from Brussels by the morning Air Mail will

Registered

Unregistered

(if handed

(if handed

(if posted in Public

in)

in)

Letter Boxes)

2.55 p.m.

3.0 p.m.

1.30 p.m.

' E-C. District — 12

2.40 p.m.

2-45 P-m-

noon at larger

Branch Offices,

2.40 p.m.

2.45 p.m.

11.45' ana else-

k where.

2.40 p.m.

2.45 p.m.

11. 0 a.m.

a. 45 p.m.

2.50 p.m.

10.30 a.m.

3-5 P-m.

3.10 p.m

»2> noon.

310 p.m.

3.15 p.m.

12 noon.

2.35 p.m.

2.40 p.m.

'2 noon.

NOTICES.

normally be delivered in London on the same afternoon, and in the
Provinces on the same evening or the following morning

Every class of correspondence, registered and unregistered, except
parcels and insured packets, may be sent. Packets will be accepted
for ordinary as well as for express delivery. They may be posted if
intended for registration, at any Post Office, or, if unregistered, in any
public posting bax.

Every air mail packet must be prominently marked in the top left-
hand corner of the cover with the words "AIR MAIL," or, if express
delivery is desired, "AIR MAIL EXPRESS."

The fees shown below must be prepaid by means of postage stamps
affixed to the cover in the ordinary way : —

(1) Ordinary foreign postage, and registration fee (where payable);

(2) An Air Mail fee of 2d. per oz.;

(3) An express fee of 6d. per packet when express delivery is
required.

The latest time of posting will be as follows : —
In xhe Provinces.

Up to the latest time of posting for transmission by the last night
mail to London. Precise information can be obtained from the local
Head Post Office.

In London.

Registered Unregistered
Office (if handed (if handed ^^Lette?

m> m) Boxes)

General Post Office 1.25 p.m. 1.30 p.m. 12 noon

( E C. Dist. : 11. 0

Threadneeftle Street B.O. ... 1.10 p.m. 1.15 p.m a.m. at larger

1 Branch Offices,

Lombard Street B.O 1.10 p.m. 1.15 p.m 10.0 a.m. else-

where

Parliament Street B.O 1.10 p.m. 1.15 p.m. 10. 0 a.m.

Charing Cross B.O 1.15 p.m. 1 20 p.m. 1030 a.m.

W.C.D.O 1.35 p.m. 1.40 p.m. 11 0 a.m.

W.D.O 1.40 p.m. 1.45 p.m. 11 0 a.m.

S.W.D.O 1.5 p.m. 1. 10 p.m. n o a.m.

Rest oe London —

District Head Offices 10.45 a-m- — 11-.0 a.m.

Sub-Districts about 8.15 a.m. — about 8.30 a.m.

Arrangements are being made for a considerable reduction of the
special air fee in the Air Mail Service from London to Paris, and an
announcement on this subject will be made shortly.

LONDON — PARIS AIR MAIL —REDUCTION OF AERIAL FEE.
The Postmaster-General announced that on and from Thursday, the
22nd of July, the special fee charged in addition to the ordinary foreign
postage on correspondence sent from this country to Paris by Air Mail
will be reduced from 2s. to 2d. per oz. The fee of 6d. per packet will
continue to be charged on correspondence intended for express delivery
NOTICE TO AIRMEN (No. 82).

Air AIinistry, July 30th.

It is hereby notified : —

Pilots are warned that a fixed balloon will be flown on Monday,
August 2nd, 1920, from the grounds of the Crystal Palace, 5 miles N.N.E
from Croydon Aerodrome.

By Command of the Air Council,

(Signed) W. F. Nicholson.
NOTICE TO AIRMEN (No. 83).

Air Ministry, July 31st.

It is hereby notified : —

The Coastal and General Air Charts prepared by the Admiralty during
the war for the use of R.A.F. Pilots have now been placed on sale
to the public at One Shilling and Sixpence per sheet. The index sheets
to the series are priced at one shilling.

The Coastal Air Charts cover the coasts of Great Britain and Ireland
on the scale of one inch to three nautical miles (Air Chart Index A),
and the Southern and Eastern shores of the North Sea from Ostend
to Blaavand Pt (in Denmark), and the Cattegat, on the scale of one
inch to five nautical miles (Air Chart Index B)

The General Air Charts cover a slightly larger area and range in
scale from one inch to 10 nautical miles to one inch to 30 nautical
miles (Air Chart Index P).

These Air Charts, which are constructed 011 Mercator's projection
measure approximately 20 in. by tS in. They show lights and fog
signals, buoys and beacons, sites of wrecks, and the direction of the
flood and ebb streams ; soundings are given in fathoms ; conspicuous
objects on land are also shown for navigational purposes.

The signs and abbreviations used on Air Charts are contained in Air
Chart Index 7,

The Agent for the sale of these Air Charts and Index Sheets is Mr
J D. Potter, 145, Minories, E-i-

NOTICE TO AIRMEN (No. 81).

Air Ministry, July 22nd.

It is hereby notified : —

Aerodromes and landing grounds open to civil aviation in the United
Kingdom and the location of Service and Civil Stations which are avail-
able to civil aircraft in case of emergency only are shown in the
following lists (A to C), which have been corrected to July 1st, 1920,
and which cancel all previous lists.

The lists are classified as follows, each aerodrome or landing ground
being given in alphabetical order :■ —

List A. — Government-owned aerodromes available for civil flying and
at which accommodation exists.

(a) Civil aerodromes.

(b) Service stations.

List B. — Aerodromes available for civil machines in emergency only,
(al Permanent Service stations.

(b) Stations temporarily retained for Service purposes.

(c) Civil stations.

286

v

The Aeroplane

August 4, 1920

(b)

List C. — Licensed Civil aerodromes.

(a) Civil aerodromes licensed for all types, the licences of which
were still in force on July ist, 1920.

Civil aerodromes, the licences of which were still in force on
July ist, 1920, and which are licensed as "Suitable for Avro
504K and similar types of aircraft only." Except in very few
instances accommodation does not exist. The licences have also
been issued for limited periods only. Foreshore aerodromes are
not included.

It should be clearly understood that these lists are purely pro-
visional and are subject to alteration from time to time Such amend-
ments are published fortnightly as "Notices to Airmen."

In those cases in which it is stated that accommodation does not
exist, no facilities other than the actual landing-grounds are avail-
able.

No guarantee can be given at the present time that personnel to
handle aircraft is available either at the Service Stations or at the
civil licensed aerodromes

LIST A.

GOVERNMENT-OWNED AERODROMES AVAILABLE FOR CIVIL FLYING AND AT WHICH ACCOMMODATION EXISTS

(a) Civil Aerodromes.

Nearest Railway Station.

Aerodrome or Seaplane Station.

ie. Lat. Long.

deg. 111. s. deg. m.

Ht. above
sea-level.

ft.

*Croydon (Waddon) 51 21 30N

Lympne 51 4 30N

7 30W 230

30E

337

East Croydon (L-B. & S.C.R. and S.E.

C.R.) 2 miles

Waddon (L B. & S.C.R.) } mile

Westenhangar (S.E. & C.R.) 1^ miles

Nearest Town.

Dist. True
from bearing
Name. Aerod'e from

miles Aerod'e

Croydon

Hythe 3^

Folkestone 9

53

20

oN

1 28

30W

600

51

57

oN

1 19

oE

5i

33

20N

0 24

30W

130

* London Terminal Aerodrome.
(B) Service Stations.

Beauchief (M.R.) 2 miles Sheffield

Sheffield (G.C.R. and M.R.) 4 miles

Felixstowe (G.E-R-) 2 miles Felixstowe

Northolt Junction (G.W.R. & G.C.R.) i ml Uxbridge .

Ruislip (Met. and District)
(S) Seaplane Station.

mile Harrow

N.E.

E. by S
E.

N.E.
W.

N.W.

Aerodrome or Seaplane Station

LIST B.

AERODROMES AVAILABLE FOR CIVIL MACHINES IN EMERGENCY ONLY.
(a) permanent Service Stations.

Nearest Railway Station.

iialdonnel

Bircham Newton 32

Calshot (S)

Cattewater (S)

Cranwell

Donibristle 56

Eastchurch and Leysdown.

Farnborough

Fermoy
Frieston

Ilawkinge

Houton Bay (S)
Howden {A)

Kenley

Lat.

deg

ni.

s

12

5N

•■ 53

18

10N

■ 51

19

30N

■■ 52

52

oN

.. 50

49

oN

21

3<>N

•• 53

2

oN

■ 56

2

oN

52

5

30N

■■ 51

23

oN

•■ 51

16

50N

8

oN

56

45N

• 50

48

oN

• 51

26

15N

■• 51

46

30N

• 51

7

oN

I

oN

■ 58

55

oN

• 53

47

oN

15

10N

Long
dig. m

Ht. above
sea-level.

ft.

Nearest Town.

Dist

6 26

oW
30W
oE

304
570

39 oE

19 oW
7 30W

Andover Junction (L. & S.W.R.) ij mile... Andover

Lucan (G.S. & W.R.) 2^ miles Dublin

North or South Bromley (S.E- & C.R.) West.erham

7 miles (for passengers) Bromley

Docking (G.E R) 3 miles Hunstanton

King s Lynn

Brockenhurst (L. &• S W.R.) 12 miles Southampton

Turnchapel (L. & S.W.R.) i miles Plymouth

True
from bearing
Aerod'e from
miles Aerod'e
ii E.
10 E.N.E-
■ i\ N.
S.t'
N.W.
S.W.
N.W.
N.W.

5i
9'

18

15

6.

0 30 oW 200 Sleaford (G.N.R. & G.E.R-) 4

oW

oE
oE

45 4°w

17 oW

4 oE

10 oW

43 oE

120 Inverkeithing (N.B.R.:

Whittlesford (G.E.R )

Queen borough (S.E
Connected by the Sheppey Light
way with the Aerodrome

iles Sleaford

Grantham
Lincoln

2 miles Dunfermline

Royston

2j miles Cambridge

C.R.) 5 miles.

Rail-

Sheerness

By water

Farnborough (L. & S.W.R.)

30W
oE
oW

mile Farnborough

Aldershot

Fermoy (G.S. and W.R.) | mile Fermoy

Boston (G.N.R.) 5 miles Boston

Fort Blockhouse (L- & S.W.R.) adjoining Gosport

Port Victoria (S E. & C.R.) adjoining Sheerness (by water)

Chatham •.

Rochester

Wendover (G.C.R.) 2 miles Aylesbury

Folkestone General (S.E. & C.R.) 3 mis
Her.low (M.R )

Adjoining

oW —

Folkestone 3

adjoining Hitchin 5

Biggleswade 6

Bedford 12

52 oW

5 3oW

Thurso Highland Rly., Scotland) by boat

36 miles Kirkwall, Orkneys

Howden (N.E.R.) i| miles Gool

Howden (Hull & Barnsley Branch) i\ mis

550 Upper Warlingham (L B.&S.C.R.) 1 mile..

Whyteleafe (S.E. & C.R.) J mile

(A) Airships. (Si Seaplanes.
(Continued on page 305.)

Selby 11

York 21

Caterham 2

Croydon 45

S.E.
S.W.
N

N.W

W.S.W

N.

w.
E

S.

N.W.

E.

E.

S.W.

S.W.

N.W.

S.S.E.

S.S.E.

N.N.E.

N.W.

N.E.

s.s.w.
w.

N.W.
S.S.E.
N.

JOHANNESBURG: showing the Law Courts in the middle. The uninteresting mathematical nature of the town=pIanning

is very apparent.

4, 1920

fhe Aeroplane

287

ROLLS -ROYC

the 1920 Model.

After a trial run, a representative of the
"MOTOR OWNER" writes as follows:—

" ROLLS-ROYCING " IS MOTORING AT
ITS BEST WITH JUST A TINCTURE
OF THE ZEST OF FLIGHT. IT IS A
NEW EXPERIENCE FOR THE TIME
HARDENED MOTORIST WHO HAS
NOT " ROLLS-ROYCED " BEFORE AND
ONE THAT HE POSITIVELY MUST
NOT MISS.

"MOTOR OWNER "-

-June, 1920.

The following firms, who purchase direct from us, lave sole se'Iing rights of our cars in their respective districts.

Leicestershire .Derbyshire, Notts„Linc$^
Staffs^ Worcestershire, Warwickthire,
Northants. and Rutlandshire : The
Midland Counties Motor Garage Co^
l.td.,Granby Street, Leicester. Manches-
ter and District, including East Lanes,
(as far north as a line drawn on the
map due east from Cockerham) and
Bast Cheshire : Joseph Cockshoot &■ Co,
Ltd.. New Bridge Street, Manchester.

ROLLS-ROYCE, Ltd.
15, Conduit Street,
LONDON, W.l.

TITT TTGKAMS ROLHEAD. REG. LONDON.
J. Mil Li Hi PHONE QEHRARD 1654 (3 Uum).

Liverpool and District, including West
Lanes, ins far north as Cockerham),
West Cheshire and North Wales:
W. Watson &■ Co. $6, Kenshaw Street,
Liverpool. Norfolk and Suffolk :
Mann, Eferlon & Co., Ltd., 5, Prince
of Wales' Road, Norwich. Ireland:
J. hi. F, rgiison, Ltd., Chichester Street,
Belfast. Scotland I he Clyde Automo-
bile Co., Ltd., g6, Renfrew St., Glasgow,

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288

The Aeroplane

August 4, 1920

NORTH SEA FLYER

AW-FK 8

Major Gran, the Anglo-Norwegian
explorer, recently flew from
London to Christiania, a distance
of 750 miles, in nine hours on an
Armstrong Whitworth FK 8 (ex
Government). He intends to
make a European circuit. The
machine is fitted with standard

BEARDMORE
160 h.p. Engine

This two-seater biplane was pur-
chased from us. Its performance
in this flight is sterling testimony
to the value we offer. We can
give immediate delivery ' of this
type of 'plane — identical in all
respects — in first-class flying trim.

Price Complete
£500

The Aircraft Disposal Company Ltd.

" Airdisco, Westcent '

Regent House
KINGSWAY
LONDON

Regent 5621 (3 lines)

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

Supplement to The Aeroplane, August 4th, 1920

289

INCORI>6rATING aircraft engineering, aerodynamics, aircraft finance and commercial, aeronautics
and matters pertaining to the aeronautical engineer and the aircraft trader.

THE WEEKLY COMMENTARY.

In an article below Captain Sayers again reverts to his
favourite subject of the value of high-lift wings for
commercial purposes. The immediate occasion of his
present restatement is the announcement made at the
end of the Aero Show, of the "Alula" wing, and this
is hailed as the justification of those who believed that,
by suitable formation of the wing and by the avoidance
of wing end losses, high-lift wings could be cured of their
more objectionable characteristics.

The recent activities of a number of experimenters have
at least sufficed to show that the R.A.F.15 type of wing
is not, after all, quite so certainly the ultimately best
type conceivable, and there seems to be every prospect

that very great advances in wing design will occur in the
near future.

Mr. Leonard Bridgman contributes a series of very
interesting sketches of the aeroplanes of the late Olympia
Show.

The Austrian type of aero engine known by the trade
name of "Hiero" is briefly described by Mr. Hildesheim
in this number. This engine had an excellent reputation
for reliability, and possesses several interesting
features.

ANOTHER NEW WING.

By CAPT. W. H. SAYERS.

But a few years ago it was the effort of all aeroplane
designers to discover a wing form capable of giving a
high specific lift. It was the discovery, due to Horatio
Phillips originally, that a cambered wing gave an appre-
ciably higher lift than did a flat surface which really
paved the way to the successful achievement of aero-
dynamic flight.

The low power available from the engines of pre-War
days implied that flight — if it was to occur at all — must
occur at low speeds and on a light machine; which meant a
high-lift wing. This because low speed on a low-lift wing
means big and heavy wings and a big and heavy
machine.

Early High-Lift Wings.

In the period between 1909 and 191 2 — the period of the
50-h.p. engine — the type XI Bleriot was without question
the most uniformly successful aeroplane in existence,
and the whole secret of its success lay in the fact that
by using what was, for those times, a high-lift wing
M. Bleriot was enabled to build a small, compact and
light machine, capable of flying at a reasonably low speed
and therefore demanding a low minimum h.p. for its
bare sustentation. It had thus a reasonable power margin
■in hand, was capable of a quite respectable climb, and
owned a sufficient speed range to make even quite ad-
vanced "stunting" safe thereon.

With the advent of war the demand for performance
regardless of cost produced engines of very greatly in-
creased power. This increase of power — applied with no
corresponding increase in the useful load which machines
were called upon to carry— proved not to increase speed
to the extent which was hoped for with the class of wing
which had previously been proved so useful.

This was because wings of the Bleriot and similarly
heavy cambered form, used as it been customary to use
them, were afflicted by very great resistance at the fine
angles of incidence corresponding to high speeds.

With the very large engine powers which were pro-
vided it was found that a bigger speed range could be

attained by using a wing section of the low lift, low
resistance type, and using a large surface. The result
was bigger, heavier and more expensive machines, a
slightly reduced climb but an enormous increase in the
speeds attained.

For certain war purposes this development was justi-
fied. For fighting machines speed was all important, and
the speeds demanded towards the end of the War could
not have been attained on any then known wing of the
high-lift type.

Their Value for War Purposes.

But for large seaplanes, for big bombers and such
like machines, the maximum speeds reached at the end
of the War were by no means so high that the high
resistance of known high-lift wings would have counter-
balanced the saving in machine weight which such wings
could provide.

Nevertheless, the technical experts of the Air Services
had become so obsessed by the value of a high Lift to
Drag ratio as the sole criterion of the usefulness of a wing
that every effort to develop high-lift wings was sup-
pressed by one means or another. Not only this, but
efforts to ameliorate the L/D ratio of known wings of
the high-lift type were ridiculed.

Early Experiments with Wing Tips.

Now long before the war it was known to certain practi-
cal constructors that the poor qualities of high-lift wings
could be greatly ameliorated by certain modifications of
the wing tips. Certainly in 1911 Mr. Handley Page, and
Mr. T. Howard Flanders, were using wings of the thick,
heavily cambered type with gradually washed-out wing-
tips, and such figures as are available of the perform-
ances of those wings show them to have been possessed
of both a high lift and of a very fair L/D.

The Effect of 'Wash-out."

Certainly Mr. Howard Flanders, probably Mr. Handley
Page, recognised that, in reducing the camber and the

29° (supplement to the Aerobe ) Aeronautical Engineering

August 4, 1920

effective incidence of their wings from root to tip they
were reducing the wing end losses, and were thereby re-
ducing the resistance of their machines.

In 1915 the present writer, called upon to design cer-
tain machines with high lift wings, and remembering
experiences which he had shared with Mr. L,. Howard
Flanders in 1911, took very considerable care in the de-
sign of the wing tips, and by washing out and reversing
the camber produced what was for the time a high per-
formance seaplane, though the wing, when tested by the
N.P.L. in their standard parallel form, gave extremely
bad results.

Nevertheless, the N.P.L,. to this day is convinced that
it is not possible to "wash out" a wing without destroy-
ing its efficiency, and their efforts to persuade the officials
in power at the Air Ministry that "high lift" wings were
useless were eminently successful.

Wings for War and Peace.

Now it may be conceded that to a very large extent
the "high lift" wing as hitherto known was not suitable
for war purposes, because in war victory at any price is
cheaper than defeat — even if that be achieved at a low
cost.

But for commercial purposes the question is altogether
different. It has reverted to conditions somewhat
analogous to those of 1910 or thereabouts. Then a low
limit to the available power of engines, and the necessity
of carrying a certain minimum load — to wit, one pilot-
forced designers to seek a wing which allowed that load
to be carried with the minimum possible power expen-
diture.

To-day, with relatively unlimited possibilities in the way
of engine h.p., the need for the transport of load through
the air at a reasonable cos^t- calls in exactly the same
manner for the minimum expenditure of power per ton
of useful load carried.

Of the exact effect which high lift wings and high
loadings may have on the prospects of cheap aerial trans-
port, the regular readers of this journal should be ade-
quately informed. Those who are not should refer to
the previous articles which have appeared dealing with
this subject.*

To one who — like the writer — has consistently preached
the necessity for the experimental development of high
lift wings, the last few months have been distinctly
encouraging.

The new Handley Page wing — which has shown the
possibility of increasing the maximum lift — hence the
loading for a given landing speed — by some 50 per cent.,
and has shown that a maximum lift coefficient of 2%
times that given by the normal low resistance type can
be reached, has even moved the N.P.L,. to interest, and
has suggested that within a reasonably short time really
economical goods aeroplanes may take the air.

Further still it has been stated by yet another ex-
perienced aeroplane designer that he suspects himself of
having achieved a lift coefficient almost the equal of Mr.
Handley Page's best with no added excrescences to the
wing section, and, lastly, there is the recent announce-
ment by the Commercial Aeroplane Wing Syndicate of
the results which have been attained by the "Alula"
wing.

The "Alula" Wing.

The "Alula" wing is the result of a long series of ex-
periments on aerofoils which began before the war, were
continued under very grave difficulties during the war,
and have now reached a stage wherein a direct application
of the results to the design of commercial vehicles is
possible.

The principle whereon it is based is that of avoiding

* " The Design of Aircraft for Commercial Purposes,"
Bayers, The Aeroplane, Feb. 12th to June 4th, 1910. " On
Aerial Tmmps," TV. H. Flanders, May 5th, 1920. " Handley
Fage and Other Wings," Sayers, April 21st, 1920

end losses — and this avoidance of end losses is effected
by grading the pressure distribution over the wing in
such wise as to reduce as far as is possible the sudden
change from wing to no wing which normally occurs at
a wing tip.

This is actually achieved by a process of "washing out"
the camber and the incidence of the wing from root to
tip} and the resultant wing has a very great similarity to
certain of the early experimental "bird wing" types of
aerofoil, notably to those of the Weiss, Handley Page,
Etrich and the German "Taube" type wings".

A Great Advance.

It is, however, claimed for the "Alula" wing that
there is a very great advance over previous wings of
somewhat similar type, in that by the aid of a long
series of experiments, and by the mathematical analysis
of the results of those experiments, the elements of a
wing can now be calculated with close accuracy in such
a way that the appropriate wing tip form to give the
minimum of end losses can be designed with a certainty
for any rational central rib section.

By the methods so evolved it has become possible to
develop high lift wings possessing L/D ratios actually
higher than those of the present standard types of high
speed wing.

This claim seems abulttlantly justified by the ap-
pended table of model tests — results which have since
been confirmed by test results on an experimental aero-
plane when actually flown.

Tests at East Loxdon College on " A:,ui<a."
Wing No. 328.8 (double arched model), 4 in. x 36 in. at 40 ft.
per second.

Angle of Centre of

Incidence, Lift Pressure
Degrees. Co-efficient. L/D. Co-efficient.

0 0.191 7.0 0.575

1 c.241 10.5 0.496

2 0.290 13.3 0-41"

3 o-338 1 S-8 0.422

4 0.386 18.3 0.4.18 .

5 o 432 20.6 0.406

6 o 476 22.2 0.395

7 0.521 22.85 0.398

8 0.566 22.9 o.3?8

9 o 621 ^2.5 0.30J '

10 c.66o 21.8 o.y;8

n 0.709 ■., 20.9 0.371

12 0.761 19 85 0.365

13 ^-799 18.8 0.350

14 0.823 17^5 0340

15 0.S27 16. 1 0.33.5

16 0.S22 14.6 °-325

17 0.814 12.9 0.340

18 o 800 10.8 0.352

19 0.784 8.6 0.369

A Confirmation,

It is interesting to note that there is a very marked
similarity between the figures for this wing and those
obtained at the Laboratory of Koutchino before the war
for a heavily cambered section when the end losses were
prevented by testing the wing between vertical
diaphrams raching from top to bottom of the wind tunnel
and entirely closing the wing tips against end flow.

Thus it would seem that the "Alula" wing completely
confirms the views of those who have consistently held
that the bad qualities of previous high lift wings were
entirely due to end losses and that only experiment was
needed to discover the correct conditions for the avoidance
of these losses.

The practical possibilities of the wing are best ex-
hibited in the following statement made by the pro-
prietors themselves.

The figures given for performance tally well with the
test figures for the wing, the weights allowed for the
structure seem adequate, and suffice to show that the
"Alula" wing opens up enormous possibilities of greatly
reduced costs for the moderate speed conveyance of goods
in bulk.

August 4, 1920

Aeronautical Engineering {Supplement to TH1! Aaumm.) 291

/ l\

/ /

L *"*

THE BOULTON & PAUL— P. 9.

An Aeroplane which is a Sound Commercial
and Private Proposition

In this P. 9 Machine we have, we feel, solved the problem of providing an
Aeroplane which is a sound business proposition — and which combines with low
cost the great essentials for Commercial and Private use. All our great resources
of material and craftsmanship have been utilised. Scientific Research and
Experiment by a staff associated with flying from its beginnings coupled with
the great Experience gained through the building of thousands of Aeroplanes
during the War, have been concentrated in the production of this P. 9 Model.

It is a Two-Seater — Single Engine Tractor —
which has attained on test a speed of over 100 miles
per hour.

Its outstanding features are : —

The Initial cost is extremely
low and the cost of

CHEAP AND

EASILY HOUSED. running for a machine of this
type and performance is reduced to a minimum.
Owing to its small size it is easy to handle on the
ground and requires but little accommodation.
The principal dimensions are: Span, 27ft. 6 in. ;
Length, 25 ft. ; Height, 10 ft.

FASY TO The P. 9 has a big speed range, and low
PIV landing speeds, and this combined with

Stability at all trimming speeds and
well-balanced controls, allows the machine to be
flown for long periods without undue fatigue. It
also gives the maximum of Safety possible.
rvMUfrrrtiT A«m The comfort of the Pilot and
rSKLir?' Passenger has been specially
CONVENIENCE. considefred. Each Cockpit is

roomy and fitted with our special Seats. Controls

for both Flying and Engine are fitted in the fron
and rear Cockpits to enable the machine to beflown
from either position. The exhaust from engine is
discharged behind the rear Cockpit giving a
silencing effect and freedom from fumes. Two
standard cases are provided for luggage and
form part of the fairing immediately behind the
rear Cockpit.

The uses to which this compact and efficient
machine can be put are wide and various, and will
suggest themselves to those who have been await-
ing the stage of Aeronautical Development now
reached by the P. 9. It can be used for dozens of
Commercial Purposes. The same type carried
photos from R. 34 direct to London. It has been
sent to Australia for Sheep-runs — and will soon be
in use in various parts of the world for Exploring
Uncharted Territory, Examining Timber Tracts,
Fighting Forest Fires, Carrying Mails to Distant
Mines, Transition of Colonial Mails to Mail
Steamers, and for General Patrolling and Police
Purposes.

If you are interested — write for full particulars. State
your needs or purpose, and our engineers will consider
every detail closely — to advise soundly.

Boult£fii8mul

LONDON OFFICE ADDRESS : 135-137, QUEEN VICTORIA STREET, E.CA,

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

292

(Supplement to The Aeroplane.)

Aeronautical Engineering

August 4, 1920

Outline scale drawing cf The Alula*
winged FoimTon Aerial Lorry. The
bird=like form of wing am' the pro=
nounced wash out are very obvious. No
ailerons are fitted ; lateral control is
effected by leading edge valves, which
by allowing a disturbance to the air
flow over the wing decrease the lift and
increase the resistance on (be side on
which they are opened. A central power
plant and pusher airscrew.* are incor=
porated, the latter because it is thus
possible to avoid any disturbance to the
air flow over the wing itself.

The "Peucan'" 4-Ton Lorry.

This example of a cargo-carrving design using " Alula "
wings is a cantilever monoplane. The wings and fuselage are
both constructed of mahogany planking on the principle used
in modern flying-boat hulls : this simplifies the machine and
eliminates the bulk of the metal parts, fabric, etc., and will
give great durability, a feature of the first importance in rela-
tion to depreciation charges.

The machine is a non-folder, being designed to dispense
with shed costs altogether.

The crew consists of a pilot carried right forward and a
mechanic in charge of the engine-room aft. The engines are
twin Napier LionS, and the machine is designed to fly and
climb even if one engine breaks down. Reliability of service
is assured by this power to fly on one engine and by the super-
intendence of the engines in flight, coupled with the fact that
all work is normally done at half-power.

The design has been prepared on a most conservative basis
in all respects : for instance, an allowance of 75 per cent, on
ail structure weight above the calculated figure has been in-
cluded, and the factor of safety nas been taken as 5 in the
calculations, whereas 3 is nearer the ultimate mark for cargo
machines; further, a 30-in.p.h. head wind is assumed in cal-
crlating the weight of fuel carried. There is, therefore, no
doubt that the machine will do considerably better than the
figures given by the calculation.

Span 146 ft. "Empty 13,4401b.

Length 84 ft. Fuel (London-Paris)

Height 22 ft. 1,660 lb.

Chord 16 ft. Cargo (London-Fans)

F'uptlage diameter 14 ft. 9,000 lb.

Weight — Fuel (400 miles) ...2,7701b.

Wings 5,100 lb. Cargo (400 miles)... 7, 890 lb.

Fuselage 2,080 lb. Total 24,100 lb.

Tail 850 lb. PERFORMANCE —

Chassis 1,160 lb. Landing speed ■•■.55 m.p.h.

Structure 9,190 lb. Cruising speed ...72 m.p.h.

75 per cent, addition 690 lb. Climb .410 ft. per min.

Tanks 550 lb. Climb on one engine

Engine & propeller mount- 40 ft. per min.

ings, radiators, silencers, Cruising revolutions
etu 970 lb. 0.80 cf normal

Engines 1,080 lb. Cruising B.H. P.

Crew 360 lb. 0.^1 of normal

Cruising consumption Pounds per B.H F 26.2

243 lb. per hr Cargo space ...1,700 cub. ft.

Other Particulars— London-Paris car go... 4 tons

Total horse power 920 400 miles cargo 35 tons

Surface 1,870 sq. ft. Gliding angle ... ....1 in 15

Pounds per sq. foot 12.9

Figures Taken in Calculating Cost of Operating. .
1 5 pilots, z\ mechanics, and 2 labourers per machine,

and insurance of flying ctew, per annum £2,270

Petrol, 3s. per gallon; oil, 5s. per gallon; giving a.

combined figure in pence per pound of 5.16

Material reckoned as 1 machine and 1 spare engine,

totalling 13,920 lb., and costing approximately ... .£13,920*
Depreciation, allowing for replacement of material in 1 year
Insurance equivalent to replacing the material in

1,600 flying hours

Establishment and aerodrome charges arc not included, ns
they vary so much with the size and other conditions of the
seivice. They must, of course, be added to the figures given
hereafter.

London-Paris
(240 miles) 400-mile route

Cargo per run 4 tons 37 tons

Journeys per week 3 double journeys 3 single journeys

Single journeys per year 3127 156

Cargo carried per year... 1,2.48 tons 516 tons

* This will be much less when a number of similat machines
are ordered together.

t This will be much more when a well-lighted route makes
night work feasible.

Operating Costs.

London-Paris. 400-mile route.

Annual cost of running £30, 680 £28,260

Cost per lb. carried the distance 2.t>d. 5.5c!.

Cost per ton-mile 2 / 05 2/7

The figure of 1 year for depreciation is unduly conservative
for a boat-built structure. A figure of 3 years is a fairer esti-
mate and gives —

London-Paris. 400-mile route.

Annual cost of running £21,400 £18,980

Cost per lb. .carried the distance i.Sd. 3-7d.
Cost per ton-mile 1/5 1/9

/

August 4, 1920

Aeronautical Engineering

(Supplement to The Aeroplane )

29

Passenger; Postal
Goods Carriage

Their reliability in war
is your surest guarantee
of their dependability
un der pea ce con ditions.

W I LLI AM

B€ARD/yVOR£

A N D C O M. P A^H^^ L 1 .M, I T E D ■ '.

Naval Construction Works,
DALMUIR.

Aerodrome & Hangars at Dalmuir
and Inchinnan .

AS RECENTLY SHOWN AT TrlE AERO SHOW, OLYMPIA.

KINDLY MENTION :' THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

2Q4

(Supplement to The Akropwnk.)

Aeronautical Engineering

August 4, 1920

AEROPLANES AT OLYMPIA.

VlCKERS -VlMSr- CoMMeRCIAU

In the sketches which appear on this and the two following pages Mr. Leonard Bridginan has depicted a side view of
each of the complete machines which appeared at Olympia. These sketches are all of them approximately to scale, but
the scale of the first sketch of the three giant machines is roughly one half of that of the remaining Ave sketches, thus
indicating the very big gap which exists between the large n:ultiple=engined machines and the more usual single engined

types in size.

August 4, 1920 Aeronautical Engineering (Su„1„„ltoT„AIROP„„J 295

" VICKERS vimy - COMMERCIAL "

1 Pilot and 11 Passengers or i£ Tons of Mail or Freight. Endurance 5 hours.
A factor of Safety of 5 throughout.

Vickers-Saunders Flying Boats.

PEACE PRODUCTS EXHIBITS at the GREAT VICTORY EXHIBITION,
STAND 151/160, CRYSTAL PALACE.

Aviation Department :

Vickers House, Broadway, London, S.W.I.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

August 4, 1920

A noticeable feature of the two sketches on this page is the very slight difference in siza whiqh exists between the Avro
Baby of 35 h.p., the B.A.T. Bantam of 200 h.p., and Martinsyde Semiquaver of 300 h.p. These powers, together with
the speeds which the machines can attain with them — roughly 85, 140, and 160 in.p.h. respectively — is an eloquent example
of the cost of speed. It should be noted also that, divested of the glitter of aluminium, the Short "Swallow " betrays in

form no evidence of its metallic construction.

August 4, 1920 Aeronautical Engineering

(Supplement to The Aeropiane.)

11 *I

! SUNBEAMCOAMEN

W- AIRCRAFT ENGINES

These engines of which an example, the
"Manitou" of 300 h.p., is here depicted, have
won a wide and enviable reputation for

EFFICIENCY AND RELIABILITY

The Company were pioneers in aviation
engine production long prior to the war,
and their wealth of designing and manu-
facturing experience ensures the uniform
excellence of their productions.

The Sunbeam Motor Car Co., Ltd.,
Moorfield Works, Wolverhampton.,

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

The sketches on this page are particularly inteiesting. A comparison of the Blackburn " Swift," designed expressly
for war purposes, with the Austin "Whippet" and the B.A.T. and Westland limousines indicate that so far designers have
gone but a little way towards evolving special types for special purposes. This conclusion is in these sketches confirmed by
the Short " Shrimp." which shows the conventional tractor biplane on floats, but opposed by the Vickers " Viking " and
the B.A.T. " Crow " , but even these two latter machines conform to the standard arrangement of wing and tail surfaces,
and differ little in their aerodynamic proportions from all the remainder It will be interesting to observe to what extent
the new activity in experiments with special "ings for commercial purposes will affect this apparent sameness of

proportions.

August 4, 1920 Aeronautical Engineering (SUppiement to the a*™™ . 299

These famous power units are
being installed by many of the
leading Aircraft Manufacturers
in their most recently designed
machines.

The names of only a few fitted
with the 160 h.p. Beardmore
Engine are given below.

Armstrong-Whitworth F.K.8.

Avro 5-seater Triplane.

Sporting Short Seaplane.

The Central Aircraft Coy's
Passenger-carrying Limousine.

Aeronautical Engineering says
of the latter " By using two
of the 1 60 h.p. Beardmore
Engines a power plant of
proved reliability known to
call for very low maintenance
costs is attained."

KINDLY MENTION *' THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

1 AMONG THOSE
[ WHO FLY

I BEARDMORE

I RELIABILITY
1 ISA
I BY -WORD

I BEARDMORE AERO ENGINES, LTD.,

I 112, Great Portland Street, London, W.l.

IE Telephone : 238 Qerrard.

== Works = Parkhead Steel Works, Glasgow.

300

(Supplement to The Aeroplane.

, Aeronautical Engineering

August 4, 1920

THE AUSTRIAN "HIERO" AERO ENGINES.

By ERIC HILDESHEIM, B.A., Copenhagen.

A ' Hiero " Cylinder Head, showing the valve seats and ports.

The 1918 type 300=h.p. " Hiero " Engine.

Whereas England at the outbreak of war had aeroplanes
second to none (the So-h.p. Avro and the Bristol "Bullet" and
Sopwith "Tabloid," to quote a few leads), but for aero en-
gines were dependent upon France, the opposite position pre-
vailed in Austria, where both the Austro-Daimler and War-
chalowski Eissler companies turned out first-class 6-cylinder
engines, while the aeroplane manufacturers had with the ex-
ception of the Eohner arrow tractor biplane and flying-boats,
to go to Germany for models.

While the Austro-Daimler aero engines have always been
well known in England since Beardmore took up their manu-
facture under licence before the war and later models have
been reported upon officially, the products of the other com-
pany, termed "Hiero" after the designer, Hieroninius, have
been neglected, though the type ranks second to none of the
long list of 6-cylinder vertical aero engines which .have both in
the opponent and in the Allied countries distinguished them-
selves by reliability. The "Hiero" scores even among them
by a specially low oil consumption.

The "Hiero" aero engine has developed from the 4-cylinder
50-60-h.p. model, produced during 1908 and 1909 by the
Austrian Eaurin and Klement Automobile Works. This had
two valves in the head, operated fjy a common push rod from
a camshaft, mounted at the side of the crankcase. The
weight was 106 kg., the petrol consumption was 275 gr. per
h.p. and hour, and that of oil 19 gr. per h.p./h. The 4-cylin-
der "Hiero" engine produced during 1910-1913 was of similar
layout, except for the provision of a separate push-rod for each
valve. The horse-power was 85 to 95 and the weight 145 kg.,
and' the petrol and oil consumption had dropped to 250 and
i» gr. per h.p./h. In 19x4 an 8-cylinder 200-220-h.p. model
of 260 kg. weight was produced before the war with a further
fuel consumption reduction to 236 gr. per h.p. hour. Early
in the war in the same year the first 6-cylinder vertical type
was turned out with a bore and stroke of 130 by 160 mm.
The enlarged 1915 edition of 200/215 h.p. had a bore of
135 mm. and 180 mm. stroke, a petrol consumption of 220 gr.
and 4 gr. of oil per h.p./h. and had an overhead camshaft.

In 1916 came the 230-240-h.p. model (140 by 180 mm.) with
the introduction of 4 valves per cylinder. The weight was
400 kg. against 340 kg. in the previous model. A special
Schiske carburetter was employed as the standard, except

The central-drive Camshaft of a modern " Hiero " Engine. The arrangement allows of a light yet stiff shaft, as the lengtn

over which torsion may occur is halved.

August 4, 1920 Aeronautical Engineering (Supplement t0 THE AER'OPUNB., 301

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Agents for Australia :

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Melbourne Office : "Aberdeen House," 94, King Street.

Sydney Office : "London Bank Chambers," Corner of Pitt and Moore Streets.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

3°2 (Supplement to the Aeroplane.) Aeronautical Engineering

August 4, 1920

Part of the " Hiero " Valve !jear, showing the form of valve
rockers used to operate the four valves per cylinder.

the first models, which were Zenith equipped. This was a
twin-type as in the first 6-cylinder engine, but all the other

INSURANCE IGNORANCE.

In the majority of Insurance Policies, one comes across the
following : — "Do you engage or have you any intention of

.engaging in Aviation or any other hazardous pursuit?" or
words to that effect. Can it be possible that there are still
people in whose minds progress is so stilted that they really
do in their own minds believe that commercial aviation is

-dangerous? Consider a week's work on the Continental air
lines : 122 machines, 345 persons and several tons of mer-
chandise, without one single accident. Does this look like

.a "hazardous pursuit"? Moreover, this work has been going
on week after week without one accident, while day after
day one reads of motor car accidents, train smashes, etc.
It must' also be remembered that every aeroplane smash is
given a prominent place in the newspapers, whilst nine out

- of every ten motor car accidents are not even reported.

After a recent crash had been extensively reported in the

.daily news sheets, one was told that it was pure suicide
to carry on or encourage flying. One therefore took the
trouble to scan the said news sheets to see if there were any
other types of accidents. Using the same logic as the afore-
mentioned anti-aviation enthusiast, one was forced to the
conclusion that it must be pure suicide to indulge in the
following pastimes, recreations, or under whatever heading
they come : —

(i) Motoring : Car turned somersault, driver killed, (iij Boat-
ing : Seven drowned by pleasure boat capsizing, (hi) Posting
letters : Old lady killed in crossing road to post letter,
(iv; Leaning : Wall collapsed ; people leaning against it killed,
(v) Travelling by train :Two fatal railway accidents. (vi)
Laughing : Whilst laughing, old gentleman was seized wilh
heart failure and died.

Accordingly, if one were strictly honest, one would have
to answer the insurance companies' questions as follows : —
"Yes. Besides flying, one goes by train every morning, and
occasionally by motorbus. One sometimes goes in a boat,
and makes a habit of laughing and posting letters, and when
tired one occasionally leans. One has been known to step off
a moving staircase with the wrong foot, and then, of course,
there is always a certain element of danger present on press
day."

It all rather reminds one of the song in "Hullo, America"
sung by Stanley Lupino, "What one can do if one wants
to when one tries."

Another rather important point is the way in which certain
parents forbid or dissuade their children from flying. Apart
from merely showing their ignorance, this is really a singularly
unpatriotic and selfish action. The rising generation must
not, in the interests of the country, be scared of flying,
because in the next war we shall need every one we can
get for the Royal Air Force, and there will not then be the
same bait of high pay and cushy jobs which proved such a
draw and a drawback in the last war but one (this is dating
from July 1st, 1920). Therefore it is up to all to do their
utmost to encourage flying, otherwise we shall have those
very people who now discourage their children from flying,
shrieking out invectives to know where the Royal Air Force
is, when they (the parents) are sitting in their cellars listening
to the bombs being dropped by the Slav Air Force. If this
happens, they will only have themselves to blame. — G. I>.

A MATTER OF AERIAL TELEPHONES.

In the account recently published of the R.A.F. Tournament
at Hendon, it was stated that the formation of Bristol Fighters
which performed so impressively under the command of squad-
ron-Leader Johnston, was fitted with wireless telephones. One
is informed on evidence which cannot be doubted that these
machines were not in fact so fitted.

Even on the assumption that wireless telephones were used,
the performance of this formation was such as to earn the

engines were provided with two single carburetters. 1918 saw
the introduction of the 300-320 h.p. model (155 mm. bore by
200 mm. stroke) of 400 kg. weight, and in 1919 an edition of
the same dimensions and weight as the 19 16 model, but of
slightly increased horse-power (240-250), was built, so it may
be taken that the model is a super-compressed one for alti-
tude flying. Two other "Hiero" engines out too late for the
war were the 180-190-h.p. (160 by 150 mm. bore and stroke),
of 210 kg. weight, for which the extraordinary low petrol con-
sumption of 120 gr. per h.p./h. is claimed, and a 270-280
model (160 x isof of 230 kg. weight, for which one fails to
see the direct object.

The most interesting news is perhaps that the Warchalow-
ski Eissler Co. manufactures now a twin-cylinder horizontal-
opposed engine for sporting aeroplanes, which is to be the
power plant of the W.K.F. mount, and may be used by others
too, when the low Austrian exchange rate is recalled. This
air-cooled 35-40-h.p. engine has a bore of 140 mm., a stroke
of 180 mm., two valves per cylinder, each operated by a push
rod from a side camshaft. As in all the "Hiero" engines, the
r.p.m. are 1,400. The weight amounts to 80 kg., the petrol
consumption to 220 gr. petrol and 7 gr. of oil per h.p. hour.

highest admiration of the most experienced judges of airman-
ship— using the word in its true and not in its Daily Mail
sense. The fact that such manoeuvres were performed without
the aid of telephones and merely with visual signals makes
the display nothing short of marvellous. The unfailing accu-
racy with which every movement was made gives one some
idea, not only of the skill of the individual pilots, but of the
care which was taken in rehearsing for the performance.

One offers renewed congratulations to the officers concerned,
and one repeats the hope expressed in the article in question,
that next year we may see a full squadron, this time equipped
with telephones, manoeuvring under the same admirable
leadership.— C. G. G.

A USEFUL ADJUNCT AT THE AERIAL
DERBY.

Among those who helped to' make the Aerial Derby Meeting
a success were the Loudon Teleph me (New System) Co., Ltd.
This firm, at very short notice, laid special telephone lines
horn the observers' post at all the turning-points on the
Derby course and connected them by their special method to
the nearest permanently installed instrument, so that the
observer could telephone direct to the central control at
Hendon without leaving his post. In this way the officials at
Hendon knew who had passed the various points .within a few
seconds of their having done so.

As an example of the work done by the firm one may men-
tion that a line was run from the middle of the white cross
at Brooklands to an instrument in the sheds. Another line
was dropped from the top of Epsom Church tower and con-
nected with a permanent instrument near by. And other lines
were connected similarly at the other turning-points In all"
cases the instruments sent by the L.T. (N.S ) Co., Ltd.,
operated perfectly and transmitted their messages as clearly
and distinctly as the telephonists were able to '.end them.

There are many occasions on which similar temporary
telephone connections are desirable, and those in need of such
methods of communication will be sure of receiving satisfac-
tion if they use the New .System.

Where all controls worked so well it would be invidious to
make comparisons, but certainly none worked better than that
at Hertford, where Mrs. Henry Kno>: acted as volunteer tele-
phonist for nearly five hours at a stretch. The fact that this
sporting little lady did such a long spell of work is both a
compliment and a testimonial to the firm and its installation.
STEEL FOR AUTOMOBILE AND KINDRED
CONSTRUCTIONS.

The very extended research on automobile steels which has
been carried out by the Research Committee of the Institution
of Automobile Engineers has now been brought to a successful
conclusion, and at a meeting held on the 21st inst. the report
was finally approved. It is hoped that it will be ready for
issue by about the end of August, when a further announce-
ment in regard to price, etc., will be made.

The report will contain a vast amount of information in
regard to the physical properties of the 10 automobile standard
steels of which the specifications are given in British Engineer-
ing Standards Association Report No. 75, with coloured charts
showing these properties under various heat treatments as
represented by the tensile, Izod, and Brinell tests.

The real work has been carried out by the Executive Sub-
Committee, of which Mr. A.. A. Remington was chairman up.
to a certain point, Mr. J. IT. S. Dickenson assuming that* office
for the latter part of the period of reseaich. The remainder
of the members of the Sub-Committee were Messrs. Hv.
Brearley, T. Wortley Fawcett, Brig.-Gen. R. K. Baq;nall-Wild,
C.B.E., Major H. P. Philpot, and Capt E. W. Birch.

The edition will be very limited, and will be obtainable in
the first place from the offices of the Institution of Automobile
Engineers, 28, Victoria Street, London, S.W.i.

August 4, 1920

Aeronautical Engineering

(Supplement to The Aeroplane.)

303

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BIRMINGHAM: Chamber of Commerce Buildings, New Street.

I

J

KINDLY MENTION " THE AEROPLANE

WHEN CORRESPONDING WITH ADVERTISERS.

3°4

(Supplement to The Asro^lafs- )

Aeronautical Engineering

August 4, 1920

Aviation Insurance

Go to the most experienced Aviation brokers :

Bray, Gibb & Co., Ltd., 166, Piccadilly, W.l.

ADVICE GLADLY GIVEN.

Flying Waters and Slipway : —

WOOLSTON.

Contractors to
H.M.L Admiralty ard
Royal Norwegian Navy.

Boats..

ESTAB. 1912

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The longest experience of FLYING BOAT building in this Country^8 years.

The best speed performance of FLYING BOATS in 1917— 100 M. P. H.

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AERIAL DERBY

1912. Won by T. O. M. SOPWITH, Esq., on Bleriot Monoplane.
1920. Won by F. T. GOURTENAY, Esq., on Martinsyde Biplane.

CELLON DOPE used on both Machines.

" The Dope of Proved" Efficiency.

August 4, 1920

The Aeroplane

305

(Continued from page 286.)

Aerodrome or Seaplane Station.

nearest Railway Station.

Lat
deg. in. s.

des

Long-
in. s.

Ht. above
sea-level.

ft.

Lee-on-Solent (5) 50 48 3°N

Leuchars 56 22 30N

Manston 51 21 oN

Martlesham 52 3 3°N

Nctheravon 51 15 3°N

Orfordness 52 5 °N

Scopwick 53 6 oN

Shot wick 53 14 °N

30W

52 30W
21 oE

Lee-on-Solent (I, & S.W.E.) I mile

16 oE

46 oW

33 3oE.

26 30W

59 o\V

Suioogroo
Spittlegate
Stonehenge
Upavon

58 53
52 54
51

oN
oN
oN

51 16 30N
Worthy Down 51 6 oN

7 3oW

36 o\V

50 oW

47 3°w

19 o\V

20
140

100

400

5

100
16

400
320
400

300

Leuchars Junction (N.B.R ) £mile

Minster (S.E- & C.R.) 2 miles

Birchington (S.E. & C.R ) 3 miles

Bearings (G.E-R-) i mile

Woodbndge (G.E-R-) 4 milts

Bulford (L- & S.W.R) 4 miles

Pewsey (G.W.R.) 6 miles

Woodbridge (G.E.R.) 14 miles

Aldeburgh (G.E.R.) 5 miles

Scopwick (G.E.R.) 3 miles

Navenby (G.N.R.) 6 miles

Oueensferry (L- & N.W.) 2 miles

Welsh Road Halt (G.C.R.) on aerodrome
Thurso (H.R.) Scotland, by boat 36 miles

Grantham (G.N.R.) 2 miles

Amesbury (L- & S.W.R.) 3 miles

Pewsey (G.W R.) 3 miles

Winchester (E- & S.W R.) 4} miles

■nearest Town.

Dist. True
from bearing
Nairn- Aerod'e from

miles Aerod'e

Portsmouth u E.

Gosport . 4 E.S.E-

Southampton » N.W.

St. Andrews 6 S E.

Ramsgate 3 E.S.E-

Minster 2 S.W.

Ipswich 5 w-

Salisbury

Ipswich

Woodbridg

Lincoln

Sleaford

Chester

Kirkwall, Orkneys

Grantham •

Salisbury

Pewsey

Salisbury

Winchester

15

5

W.S.W.
W.

N.N.W.
S. by E-
S.E.

N.E-
N.W.

S. by E:

N.

S.

s.

(b) Stations Temporarily Retained for Service Purposes.
It should be assumed that no facilities usually exist at these Stations for dealing

with Civil Aircraft.

Aerodrome or Seapunk Station.

Nearest Railway Station.

Bat

Bong

deg. m. s. deg. m. s

Ht. above
sea-level.

• ft.

Nearest Town.

Dis

True
from bearing
Aerod'e from
miles Aerod'e

Anglesey '.. 53

Barlow (A) 53

Barrow (Walney) (A) 54

Castlebar , 53

Chingford 51

East Fortune (A) 56

Feltham 51

15

26

oN
45N

oN

oN
oN
oN
30N

4 22

30W
oW

30W
30W
20W
43W
oW

185 Blangefni (L. & N.W.R.) 3 mi

les Llangefni

78
155

50
100

60

Selby (N.E-R ) ji miles Selby

Barrow Central (Furuess Rly. ih miles)... Barrow-m-B tiroes

Castlebar (M & G.W.R.) 1 mile Castlebar

Bonder's End (G.E.R.) i mile Chingford

East Fortune (N.B.R-) adjoining Haddington

Feltham (E. & S.W R.) 1 mile Hounslow

Charing Cross

Inchinnan 56 53 oN 4 26 30W 24

Killingholme (S) 53 40 oN 0 15 oW 10

Kingsworth 51 25 / 30N 0 36 30E 30

Eongside (.4) 57 2f oN 1 57 oW 200

Luce Bay {A) 54 51 oN 4 55 30W 40

Oranmore 53 17 °N 8 55 20W 70

Polegate (A) 50 48 30N 0 14 30E • 34

Pulham (A) 52 24 30N . 1 13 20E 130

Shoreham 50 50 20N 0 17 30W 10

Thetford 52 23 30N 0 47 30E

r mile ; Glasgow
7 miles

Houston (G. & S.W.R

iN.B.R. & Cal. Rly
Habrougb (G.C.R. 6 miles; East Halton

(G.C.R. Branch) 1 mile ,

Beluncle Halt (S.E. & C-R-) I mile

Eongside (G.N. of S.R.) 4 miles

Stranraer Harbour (G. & S.W.R.), 5 miles

Oranmore (M. and G.W.R.) J mile

Polegate (E-B & S.CK) 1 mile

Pulbam St. Mary (G.E.R.) i mile

Glasgow

Aerodrome or Seaplane Station.
te. Eat.

Lone

0 Shoreham (E B. & S.C R.) 1 mile

0 Thetford (G.E R-) 2 miles

(.4) Airship station; (S) Seaplane station,
(c) Civil stations.

Nearest Railway Station.

Ht. above
sea-level.

Grimsby

Strood

Chatham

Peterhead

Stranraer

Gal way

Eastbourne

Harlestone

Norwich

Brighton

Thetford

3

E.

32

N.E.

1

E.

1

W.N.W.

1

E.

4

S.W.

N.E.

16

N.E.

7

E. by S.

95

S.E.

55

S.W.

7i

S.W.

7

N.E.

5

N.W.

5

W. .

S.S.W.

3

E.

16

N.N.E.

6|

E.

2

N.W.

deg.

in.

s

deg

. m.

s.

ft.

Bedford (A)

52

6

30N

0

25

oW

100

53

26

oN

15

oW

100

51

12

oN

0

1 1

oE

170

55

51

40N

4

23

30W

30

Nearest Town.

Dist. True
from bearing
Name. Aerod'e from

miles Aerod'e

Bedford (M.R.) 3 miles

Alexandra Park (G.C.R ) \ mile
Penshurst (SB. & C.R.) 1 mile

mile

Bedford
Manchester
Tollbridge
Sevenoaks
Renfrew

(A)

Renfrew (G. & S.W.R.)
(A) Airship station

LIST C.

LICENSED CIVIL AERODROMES.
Civil Aerodromes licensed for all types, the licences of which were still in force on July ist,

S.E.
N.

E.
N.
N,

Aerodrome or Seaplane Station.

Lat.

Eons

Ht. above
sea-level.

Nearest Railway Station.

Nearest Town.

Dist.

deg.

m.

s.

deg

. m

s.

ft.

53

43

30N

0

34

9W

75

Castle Bromwich

51

3°

45N

1

47

30W

270

51

34

oN

0

13

oW

180

5°

48

oN

0

18

oE

15

tEnsbury Park (Bournmth)

50

45

30N

1

53

oW

100

51

31

oN

2

35

oW

200

51

36

oN

0

14

30W

170

•Hinton Admiral (Hi'cliffe)

50

44

15N

1

40

40W

100

53

40

oN

3

0

oW

50

56

20N

2

40

5W

122

True
from bearing;
Aerod'e from
miles Aerod'e

Birmingham

Brough IN. B R.) { mile Hull

Castle Bromwich (M R.), at S.W. corner

of Aerodrome

Cricklewood (M R.) J mile Cricklewood

Charing Cross

Eastbourne (L-B & S.C.R.) 2 miles Eastbourne

Bournemouth Central (L- & S.W.R.) 2i rh.

Bournemouth West, 3 miles Bournemouth

Filton (G.W.R.) 1 mile Bristol .......

Bristol (G.W R. & M R.) 5 miles

Heudon (G.N.R & M.R.) ii miles Hendon

Edgware (G.N.R.) 2 miles Charing

Golder's Green (Tube) 2 miles

Hinton Admiral (L & S.W.R.) i^ miles
Christchurch (L. & S W.R.
Hesketh Par (L- & Y.R.)
Yeovil (L. & S.W.R. and G.W.R.) | mile

Cross

Bournemouth

4 miles Christchurch

mile Southport

12

E.

55

S.W.

1

S.

6*

S.E.

S.W.

3

S.

5

s.

ii

S.E.

9

S.E.

9

W. by S;

4

W.

1

S.W.

!

E.

* No accommodation available at present.
(b) Civil Aerodromes the licences of which

Yeovil

t Licensed for all but largest types.

Suitable for Avro

Aylestone Lane, Leicester...
Baldridge Farm, Du-nf'mline

Billesley

Botcherby, Carlisle

Chessington, Leatherhead

were still in force on July ist, 1920, and which are licensed
and similar types of aircraft only."

Except in very few instances accommodation does not exist* The licences have also been issued for limited
periods only. Foreshore aerodromes not included

Leicester (G.C.R.) 2! miles Leicester

Dunfermline (N B.R.) | mile Dunfermline

Bidston (Wirral Rly.) i mile Birkenheal

King's Heath (G.W.R.) 2 miles Birmingham

Hall Green (G.W.R.) 1 mile

Blvthe Bridge (N. Staffs. Rly) 1 mile Stoke-on-Trent

Citadel (L. & N.W.R.) 1 mile Carlisle

Carlisle

Bleadon (G.W.R.) 2 miles Weston-super-Mare

Leatherhead (L B. & S.C R.) 2% miles ... Epsom

Portobello (N.B.R.) 1 mile Edinburgh

Rothesay Pier (Rly. Boat Ser.) 6 miles ... Rothesay, Bute

Bletchley (L & N.W.R.) i\ miles Fenny Stratford

504K

52

36

30N

I

10

oW

200

56

5

oN

3

28

30W

440

53

25

oN

3

4

50W

20

52

25

oN

1

54

oW

500

52

58

oN

2

6

30W

75°

54

53

30N

2

54

oW

90

51

T5

oN

3

0

oW

10

51

20

oN

0

19

50W

190

55

57

30N

3

8

oW

50

55

5?

oN

5

8

oW

3°

52

0

ON

0

43

oW

220

2\

N.N.E.

1

S.S.E.

3i

S.S.E.

4

N.N.W.

3

N.W.

1

W.

2

N.N.E-.

3

E.

2

w.

SE.

5J

S.W.

306

The Aeroplane

August 4, 1920

Aerodrome or Seaplane station.

Ht. above

Name

Lat.

Long

sea-level.

deg

. m

. s.

deg

. m

s.

ft.

56

6

oN

3

47

o\V

20

56

■^5

30N

3

44

oW

500

lVochs Common, Porthcawl

55

57

30N

4

55

oW

140

51

29

oN

3

43

oW

70

5°

38

oN

2

26

oW

30

Macclesfield, Congleton Rd

53

14

30N

2

8

30W

' 53o'

Northampton, Mill Road ...

52

14

oN

0

54

30W

190

50

3

30N

2

44

oW

100

North Stoke, Bath

51

25

oN

2

23

cW

75°

55

32

30N

4

39

oW

30

5°

47

0

iS

oW

20

53

8

oN

0

20

oE

15

Trent Lane, Nottingham ...

52

56

30N

I

7

30W

80

TJckington (Cheltenham) ...

5i

55

oN

2

6

30W

1 IOO

53

3

oN

3

0

oW

290 1

53

46

cN

3

1

o\V

30

52

14

30N

0

45

oE

200

Nearest Railway Station.

Alloa (NoB.R.) i mile

Gleneagles (Cal. Rly.) i mile

Kirn Pier (Rly. Boat Service) \ mile

Porthcawl 'G.W.R.) } mile

Weymouth (G.W.R.) 2 miles

Macclesfield (North Staffs Rly.) ii miles

Northampton (L. & N.W.R.) \ mile

North Berwick (N.B.R.) 250 yards

Bath (G.W.R.) 3 miles

Troon Junction (G. & S.W.R.) § mile ...
Bungalow Town Halt (L.B. & S.C.R.

200 yards ■

Skegness (G.N.R.) i mile

Nottingham (M R.) 5 mile

Cheltenham (G.W.R.) 2 miles

Wrexham (G.C.R. and G.W.R.) \ mile...
St. Annes-on-Sea ;L- & Y. and L- &

N.W.R.) 1 mile

Bury St. Edmunds (G.E.R ) i\ miles ...

Nearest Town.

Dist. True

from bearing
Name. / erod'e from

miles Aerod'e

Alloa 1 N.

Perth 12 N.E.

Dunoon \ S.

Bridgend 7 N.E byE.

Weymouth 2 S.W.

Macclesfield i| N.E.

Northampton 5 N.E.

North Berwick \ E.

Bath 3 . S.E.

Troon i N.W.

Brighton 6 Jj.

Worthing 3 W.S.W.

Skegness i N.N.E.

Nottingham \ N.W.

Cheltenham 1 S.E.

Wrexham \ S.S.E.

Blackpool 3- N.N.W.

Bury St. Edmunds 1 W. ,

THE UNITED KINGDOM OF GREAT BRITAIN AND IRELAND.

CONTINENTAL ARRIVALS AND DEPARTURES.
The London Terminal Aerodrome, Croydon.

(Compiled by the Staff of The Aeroplane.)

Date 1920.

Name of Air
LiDe.

Type.

Markings.

Where from

Where to

Time
depart.

Time
arrive

Cargo
lbs.
M = Mail.

No, of
Passen-
gers.

Pilot.

Tnlir r» ftt Vi

j uiy zulij

iV 1 . OC 1 .

LJ 11 9

D'HnyjL

London

-=- ;

x aris

°5-3°

10.30

Papers

Ni 1
IN 11

Bamber

AT Jb T
A. 1 . OC 1 .

UrilO

r" FA PT
D~HAr 1

London

Paris

10.10

16.20

O J.J?. Tl/T

Lraso: 1V1.

I

X eoDitt

A. X . OC 1 .

JL/xly

Lx ■ L rt I L

London

Amsterdam

10.20

12.50

Goods

Nil

IN 11

Holmes

TAT
1 . A. L*.

' 1 Vimy '

r* pact

London

Paris

12 35

I5-35

IN 11

0

Barnard

AT Sr T
A. X . OC 1 .

L/rig

p DA OP

Amsterdam

London

16.42

19.09

LrClS(X Ivx.

I

Reeve

A T Xr T
A, X . OC X .

lj n 1 u

vj"XZ* rl O VV

Paris

J3-45

19 40

■Mil
IN 11

Nil
IN 11

Game

July 27th

AT Jtr T

A. X . cc 1 ,

-LJ n 10

G — E A S W

T A

i-/Onoon

Paris

25th
11.30

r3-45

"Mil
IN 11

4

Bradley

AT \- T
A. X . OC 1 .

L/fly

G-EAQP

T f\n n f\T\
1 11 u u 1 1

Paris

T 1 . 30

•3-55

VJUSOC 1V1

Nil

IN 11

Milnes

AT Xr T
A. X .. OC- X .

uriio

P F A PT

Lond on

IO.50

VjQSOC 1V1 .

2

Lines

AT&T

A. 1 CV 1 .

|)Un

V J I - . 1 V/ 1 1

JL*i->llUUil

A m citprflam

I7.O2

20.07

G ood S

Nil

Forson

AT Rr T
A. X , u. X .

JJ1I9

n KADI

Paris

T nnnnn

I J W 1 1 U U Li

IO.3O
26th

1 1.05

IS.il
IN 11

2

Bamber

AT £r T
A. X . OC X .

Unio

r- f j-pT

Jr aris

T An H on
XjVJIJUUII

O9.45

12.30

"Mil
IN 11

4

x eDDitt

Private

Sopwith

F-ABCG

Paris

IO.3O

15-54

IN 11

•

Jarnach

1 A T

I A . Lj.

' Vimy

G-EASI

. r ,

T nnH nn

'4-50

Goods

3

Barnard

AT JP. T
A. 1 . OC X,

JJrio,

P FA PT

a m sterc am

T ntinnn
J— .U11UU11

■5 °5

17.27

A/Toil

Nil
IN 11

Holmes

AT T
A. X . OC X .

lj jn id

P-F A SW

vj I2#n 0 vv

Paris

T nrtHnn

16.40

19.10

Nil

IN 11

4

Bradley

A.T. & T.

iJ JrJ 9

r* F A OP

r aris

T /1 1' finti
LU1 UU11

17.01

■9- 37

Goods

Nil
IN 11

Milnes

j uiy 2otn

AT Sr T

A. X . OC X .

JUrl ID

P FAX W

London

°9-35

12.00

iviau

3

Armstrong

A T Sr T

A. X . cx X .

riUA
Uxi Q

O F A O P

London

A 11 1 b I CI U ell 11

10 . 1 1

12 55

Goods

- 1

Reeve

AT Sr T

A. X . OC I.

JJrilo

O F A PT
Lj- H-rt. Jt L

London

16.47

> 2°. 15

iv 1 an

3

Game

A T A> T
A. X . (X X .

LJrllO

G-EAPT

T nrHnn

1 -U 1 Ll-lU 11

09 50

I2.4O

Nil
IN 11

4

Lines

A.T. & T.

UrdO,

O F A HT
Lt" UnUL

Amsterdam

T on in f*in
-L.U11UU11

T f -i C

I9.0O

oasocivi .

Nil

IN 11

Forson

AT T

A. X . OC X .

JJrllu

u-r.no VV

Paris

T on fl 0 ti

16.40

19 08

Nil

In 11

I

Armstrong

July 29111

AT P. T

A. X . OC X .

Urio,

0 Fa ht

Lon don

09 00

1 1 .OO

"Mil
IN 11

2

Holmes

A.T. & T.

DH46

G-EASW

London

Paris

09.40

I2.20

Gds&M.

3

Tebbitt

C.T.

Nieuport

F-ICGT

London

Paris

11.15

I4.4O

Nil

Nil

Hanin .

I A,L.

'■ Vimy "

G-iASl

London

Paris

12.24

14 55

Nil

12

Barnard

A.T. & T.

DH16

G-EALM

London

Amsterdam

17 '5

Goods

Nil

Lines

A.T. & T.

DH16

G-EAPT

London

Paris

17.19

19 30

Mail

4

Powell

A T. & T.

DH9

G-EAPL

London

Paris

17.20

1930

Goods

Nil

Carter

C.T.

Nieuport

F-ICGT

Paris

London

•3-37
28th

08.35

Mail

Nil

Hanin

A.T. & T.

DH16

G-EAPT

Paris

London

09.50

12.24

Goods

2

Game

C. des G.E.A.

Goliath

t-HMFU

Paris

London

11.25

1550

Goods

1

Patin

H P. & M.A

Spad

F-CMAV

Paris

London

12.15

14-45

Gds&M.

Nil

Bourdon

A.T. &T.

DH9

G-EAQP

Amsterdam

London

15.10

17-50

Gds&M.

1

Reeve

A.T. & T.

DH16

G-EASW

Paris

London

16.45

19.25

Nil

4

Tebbitt

A.T. & T.

DH9

G-EAQL

Paris

London

J6.55

19.40

Nil

2

Holmes

"July 30th

Owing to bad

weather ma

chines which

started from

either end

failed to

get thr

ough.

July 31st

C. des G.E.A.

Goliath

F-HMFU

London

Paris

11. 10

14.30

Goods

I

Patin

A.T. & T.

DHg

G-EAQL

London

Paris

11 15

13-45

Gds&M.

1

Bamber

H.P. & M.A

Spad

F-CMAV

London

Paris

11.28

13 40

Nil

1

Bourdon

Private

Sopwith

F-ABCG

London

Paris

"•45

19.29

Nil

, 1

Jarnach

A.T. & T.

Dtf9

G-EAQP

London

Paris

12 00

14.20

Nil

2

Game

A.T. & T.

DH16

G-EASW

London

Amsterdam

13 15

16 15

Nil

2

Game

A.T. & T.

DH16

G-EAPT

London

Paris

15-35

18.00

Goods

3

Tebbitt

I.A.L.

" Vimy "

G-EASI

Paris

London

14-35

12.50

Nil

8

Barnard

30th

A.T. & T.

DH16

G-EAPT

Paris

London

11.50

12.47

Nil

4

Powell

30th

H.P. & M.A.

Breguet

F-CMAB

Paris

London

12.45

i5-25

Nil

3

Martel

H.P. & M.A.

Breguet

F-CMAC

Paris

London

12.50

15.26

Gds&M.

1,

Challaux

C. des G.E.A.

Farman 50

F-GEAV

Paris

London

14 20

17 35

Goods

3

Labouchere

A.T. & T.

DH16

G-EALM

Amsterdam

London

15.16

18.06

Gds&M.

1

Lines

A.T. & T.

DH9

G-EAQP

Paris

London

16.20

19.07

Goo.s

Nil

Game

August 1st

A.T. & T.

DH18

G-EARI

London

Paris

10-35

12.45

Goods

5 .

Powell

C. des G.E.A.

Farman 50

F-GEAV

London

Paris

i°-35

1330

Nil

3

Labouchere

A.T. &T.

DH16

G-EALU

Paris

London

13.10

15-35

Goods

1

Baylis

A T. & T.

DH16

G-EAPT

Paris

London

13.00

Nil

2

Tebbitt

On July 30th machines attempted each end of route to leave, but all returned or landed owing to bad weather tendering flying impossible.

Where machines have been delayed a day, it is owing to ba.d weather.

August 4, 1920

The Aeroplane

307

t in 7

Hill Climb

won on

Shell Aviation

MOTOR SPIRIT DE LUXE

Mr. E. Smith (of Gedos Motors,
Northampton), in a Hill Climb com-
petition held at Roddington recently,
won the 350 class on a 2\ h.p. Gedos,
on Shell Aviation Motor Spirit.

EVERY CAN SEALED

ONLY THE BEST

CAN GIVE

THE BEST RESULTS

Good Workmanship and our
Superfine Aero Varnishes,
Paints and Enamels will
ensure a Perfect Finish.

KAVIOR BROTHERS t LONDON J LTD SIOUGH. BUCKS

the C.M.A. standard to which we and our fellow members
work ensures a general high level of quality which must be
all to the advantage of the user. But we claim for J. &- P.
CABLES just a li'tle more — a super-excellence founded on an
experience of 45 years in cable engineering, and on a
confirmed adhesion during the whole of that period to the
policy of "Quality first."

Just to remind you how much room for experience there is we
propose to illustrate in this and succeeding issues a few of the
processes employed in the manufacture of a V.I.R. Cable.

Abov; we show one of our battery of Rubber Calendering
Machines in which the Rubber is rolled down between steam-
heated rollers into a sheet of the required thickness, and within
limits as fine as I / 1 000th of an inch. This sheet is afterwards
applied to the wires and cables, and later we will illustrate
the plant employed to effect that application.

In the meantime remember we can deliver
these cables from stock at Works and
Branches.

JOHNSON & PHILLIPS LTD.,
CHARLTON, LONDON, S.E.7.

Qity Office : 12, Union Qourt, Old 'Broad Street, S.Q.2..
BRANCHES :

BIRMINGHAM— 206, Corporation St. Telephone: Cential 7321.

CARDIFF— 2a, Court Road. „ Cardiff 1937.

GLASGOW— 159, West George Street. ,, Central 2391.

MANCHESTER— 251, Deansgate. „ Central 4174.

NEWCASTLE-ON-TYNE— 44b, Blackett Street. „ Central 1691.
PORTSMOUTH— Cleveland Road, Gospott. ,, Portsmouth 4354.

SWANSEA— IS, Heathfield Street. ., Docks 610.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

3o8

The Aeroplane

August 4, 1920

The Air Port of Cricklewood.

Date 1920

Name of Air
> Line.

Type.

Markings.

Where from.

Where to.

Time
depirt.

Time
arrive.

Cargo
lbs.
M=Mail.

No. of
PsssGn—
gers.

Pilot

Ji ly 26th

H.P. & M A.

Hand'y Page

G-EATG

London

Paris

12. 12

IS . 3 5

D J J

Goods

4

HP & M A.

Hand y Page

G-EATK

London

Brussels

I K OO

17 30

Gds&M.

H.P. & M A.

DHg

G-EAUI

London

Amsterd am

16 10

Gds&M.

1

H.P. & M.A.

DH9

G-E ATA

Amsterdam

London

17. OS

H.P. & M.A.

Hand'y Page

G-EATG

Paris

London

17 AO

2 2 OO

8

July 27th

H.P. & M.A.

Martinsyde

G-EAGH

London

Antwerp

IO.5O

Landed

Calais

H P. & M A.

Hand'y Page

G-EATH

London

Pans

10 k K

' _

H. P. & M.A.

Hand'y Page

G-EASM

London

Paris

12.25

I S IO

Goods

4 V "

H.P. & M A.

Hand'y Page

G-EATN

London

Brusse s

,Jx _>_>

l8.O0

Mail

H P. & M.A.

Hand'y Page

G-EATK

Brussels

London

15.00

18 20

Mail

—

July 28th

H.P. & M.A.

Hand'y Page

G-EATH

Paris

London

10.30

14-35

H.P. & M A.

Hand'y Page

G-EASY

London

Paris

12.12

15 30

Goods

10

H.P. & M.A.

DHg

G-EAUH

Amsterdam

Lond on

11 2 3

H.P. & M.A.

Hand'y Page

G-EASL

Paris

London

14 .20

18.15

Goods

■ 6

H.P & M.A.

DHg

G-EATA

London

Brussels

15.12

08.35

Mail

1

2gtb

H.P. & M A.

Hand'y Page

G-EATN

Brussels

London

15.00

10.15

Mail

•

2g; h
Delayed

Lympne

July 29th

H P. & M.A.

Hand'y Page

G-EASY

Paris

Lr ndon

12.25

16. 15

Goods

2

H.P. & M.A.

Hand y Page

G-EATM

London

Paris

1 2 1

15.10

H.P. & M.A.

DHg

G EAD I

London

Brus- els

Id. ^0

17. 10

Mail

1

H.P. & M A.

Hand'y Page

G-E<\TG

London

Paris

W-55

21.15

4 ,

H.P. & M.A.

DHg

G-EATA

Brussels

London

I5.I5

18.35

Gds&M

2

July 30th

H.P. & M.A.

Hand y Page G-EATG

Paris

London

13.10

18.35

Goods

1

H.P. & M.A.

Hand' v Page

G-EATM

19-45

July 31st

H.P. & M.A.

Hand'y Page

G-EATK

Loudon

Paris

10.25

Goods

8 •

H.P. & M.A.

DHg

G-EATA

London

Paris

10.50

2

H.P. & M.A.

Hand'y Page

G-EATJ

London

Paris

12.15

Goods

8

August 1st

H.P. & M.A.

Hand'y Page

G-EASL

Brussels

London

18.30

ABBREVIATIONS —AT & T — Air Transport & Travel, Ltd.; H.P. & M.A. — Handlcy rage and Messageries Aeriennes. I.A.L —Instone Air
Line; C.T.— Compagnie Transaerienne ; C. des G.E.A.— Compagnie "3es Grandes Expresses Aeriennes; S.N ET.A.—Syndicat National pour
l'Etude des Transports Aeriens ; PL— Petters, Ltd.; C.A.C— Central Aircraft Company, M.WT.C— Marconi Wireless Telegraph Company.

Where times are missing it is probably owing to Atmospherics affecting signals. _________

Inland Flying at Croydon.

-Nil.

-Private : Milnes and Jones, i Avro from Man-

July 26th.-
July 27th.-
chester.

July 28th. — A.T. and T., Ltd., i D.H.g, Bournemouth return.
July 29. — A.T. and T., Ltd., D.H.16, 4 tests; D.H.9, 4 joy-
rides; Milnes and Jones, 1 Avro to Manchester.
July 30th.— Nil.

July 31st. — A.T. and T., Ltd., D.H.g, test; D.H.iS, from
Hendon; D.H.16 and two D.H.gs from Lympne; I.A.L. ,
Vickers-Vimy, jov-ride.

August -ist.—AiT. and T., Ltd., D.H.16, 4 tests; D.H.9, 1
test; I.A.L., Viekers-Vimy, 2 joy-rides.

The London Terminal Aerodrome.

Now that Trust Houses, Ltd., have got their dining room
and lounge into something like comfort Croydon Aerodrome is
a most pleasant place even on a wet day, when it is by no
means so dry as its Air Force opposite number appears to be.

The Instone Air Line was again taking joy-rides in the
Vimy during the week-end. Among the passengers were the
winner of a free flight ticket, and the youngest member of the
Gaiety Theatre company. The Vimy had been over to Paris
with a full load of passengers, some of whom were rather
what has been termed "oversize." It is lucky that the Vimy
has a large front door.

A new French 4-seater Farman arrived during the week,
and an Avro belonging to Messrs. Milnes and Jones ap-
peared. Owing to the appalling weather of the past week, it
is a wonder there was any flying at all. One hears of a cap-
tive balloon at the Crystal Palace which is, of course, visible
from the Aerodrome. One hopes thaf there are no absent-
minded erstwhile balloon strafers on the air line. — G. T>.

The Air Port of Cricklewood.

In the Handley Page Bulletin for the week Ending July 31st
it is stated that "amongst the freight recently conveyed by the
Handley Page Royal Mail Air Service to Amsterdam was an
engine weighing nearly a quarter of a ton. This is the first
instance of machinery being conveyed by air to Holland "

Can the writer of this have forgotten that a B.A.T. "F.K.26"
carried a spare A. B.C. engine to Amsterdam for the E.L-T.A.
a vear aero ? — G. d.

More Conjuring Tricks by the Department of
Information.

.According to Arrivals and Departures table No. 102 issued
by the Department of Information, a Handley Page G-EASV,
which left Paris for Cricklewood at 10.30 on the 7th ult., besides
tying to Cricklewood where it arrived at 16.15, not only suc-

ceeded in altering its markings to G-FASY, but it also
turned itself into a Bristol. Experts in the construction of
aeroplanes will agree that this is no mean feat — G.d.
Not an Advertisement for " SargoL"

A paragraph from the Handley Page Bulletin for the week
ending July 3rd, ig20, is headed " Passengers expand with
the traffic." This does not mean that on entering an Handley
Page machine passengers were fed on "Sargol" and became
so fat that they were unable to leave the aeroplane and so
were kept in the clutches of the Company for ever. It merely
records the fact that as more people use the service, the
corpulent as well as the lean are naturally included, and
some difficulty has been found when trying to include the
former in standard-size flying kit.

One was recently told that the Company will deal with
meals, including ice-cream, on journeys.

Bournemouth.

In spite of the -.veather the Bournemouth Aviation Co. has
been doing a fair amount of work recently.

Dozens of passengers were carried at Weymouth last week
and crowds have witnessed the flving. Several people had
a* many as three and four flights each during the course of
an afternoon, and people of all classes, among whom were
an Earl, a deep-sea diver, a sand' artist, and several sailors
belonging to the submarine service, were taken up.

Two machines were to have been sent to the Agricultural 1
Show at Aston Park, near Bristol, on Bank Holiday, and the
machines were also to go to the company's aerodrome at
Bath for passenger-flying on August 4th.

The training machines have also been kept very busy, and
two pupils, a Mr. Bailey and a Mr. Lindsay, were passed out
on Avros last week under the tuition of Mr. Tollerfield, the
firm's chief pilot.

Scarborough.

A great deal of flying has been done in Scarborough by
Captain lohn Oliver, late R.F.C. and R.A.F., who has been
flying an Avro belonging to the Border Aviation Company.
There seems to be any amount of enthusiasm over aviation
among the holiday visitors at Scarborough, and the firm's
machine has been so hard worked that it has been necessary
lo buy another machine with which to carry on while the
other is being overhauled.

The Border Aviation Company was founded early this year
at Carlisle by Messrs. Ingham, Roberts, Barling and Little.
Mr. Ingham learned to fiv at the Lakes Flying Company's
school at Windermere. The firm started business at Carlisle,
but at first was not very successful. On June 23rd Captain
Oliver took the machine to Scarborough and since then, as

august 4, 1920 ine Aeropiane 3°9

already stated/business has been excellent.' Ihe machine is
a genuine Avro, built by the Avro Company, and was over-
hauled by the firm two or three months ago before being
put onto regular passenger work. The engine is a no' h.p.
Le Rhone, built by the Le Rhone Company itself, and it,
like the machine, has done wonderful service, in fact, nothing
has had to be changed in the engine except one plug since
it began this work. Captain Oliver, the pilot, was trained at
Gosport, and was afterwards an instructor at the Central
Flying School where he assisted in carrying out the tests with
the first dual control Sop with "Camel." He owned a Deper-
dussin monoplane and a Bleriot monoplane a year or so before
the war while still quite a youth, and he was actually serving
his time in the Avro works at Manchester at the outbreak of
'war, so that both as a pilot and a-; a practical mechanic he
-has very considerable experience behind him. Altogether the
way in which the Border Aviation Company is conducting its

business is such as to inspire confidence in would-be passen-
gers and to assist in the general progress of aviation.

Woking.

Martinsyde, Ltd., have recently received the remains of
the Rolls-Royce "Falcon" engine which was fitted to their
machine on which the late Capt. Howell attempted to fly to
Australia. The engine has suffered severely from immersion
in the sea, and the salt water has reduced the cylinders to
a shapeless rhass, the external fittings being almost indis-
tinguishable from the cylinder heads, while the crankcase is
also very badly corroded. The engine is quite irreparably
damaged, and is only of use as a souvenir or a study in the
effects on metals of long immersion in salt water.

One is continually hearing rumours of another Martinsyde
speed machine being built, to be much faster than the "Semi-
quaver," with a 450 h.p. Napier "Lion" engine. — J. F. S.

THE BRITISH DOMINIONS BEYOND THE SEAS.

MESOPOTAMIA.

A correspondent in Mesopotamia, who is keenly interested
in aviation, writes saying that Sir Arnold Talbot Wilson,
K.C.M.G., the Civil Commissioner at Baghdad, is keenly
interested in the possibilities of Civil Aviation in Mesopo-
tamia.

Sir Arnold Wilson himself habitually travels by air between
Baghdad and Basrah and has also made the Baghdad-Cairo
•trip on several occasions by aeroplane. This should be encour-
aging to those who are thinking of developing Civil Aviation
in Mesopotamia. I
EGYPT.
The Egyptian Conspiracy Case

Mr. E. A. Mitchfcll-Innes, K.C., and Mr. Walter Hedley,
counsel for the defence in the Cairo conspiracy case, fiew from
London to Marseilles on July 29th on their way to Cairo.
NEW ZEALAND.
Variable Camber.

The Otago Daily Times states that Mr Humphrey F.
Parker's variable camber wing patent has teen officially taken
up by the United States Government. Mr. Parker is a young
New Zealander, and his invention should decrease the dangers
of flying materially.

Mr. Parker proceeded from Dunedin, New Zealand, to
Washington, U.S.A., in May, 1918, and the authorities there
speedily recognised the potentialities of his patent, with the
result that a series of the most exhaustive tests was made at
the American Bureau of Standards under the direction of the
National Advisory Committee for Aeronautics, with extremely
satisfactory results. The tests were carried out under the
personal supervision of the inventor, who was appointed to
the staff at the Bureau of Standards, where he has been con-
tinuously engaged not only on work connected with his own
invention, but on other important Government work as well.

A company was formed in New Zealand and registered on

June 21st to develop the commercial side of the invention.
The capital of the company was fully subscribed from the out-
set and registration was effected under the name of the
Parker Aeroplane Improvement Company. This company
controls the patent rights of the invention, and negotiations
have already been opened up with a strong financial syndicate
for the handling of the invention in England.

Prior to proceeding to England in 1915 to offer his services
to the British Air Authorities, Mr. Parker was an engineering
student at Canterbury College. As indicated, he is still en-
gaged in Washington at the Bureau of Standards on most
important work for the U.S.A. Government.

This work will be finished shortly and Mr. Parker will
probably proceed to England for the purpose of supervising
the construction of an aeroplane embodying the invention.

SOUTH AFRICA.
Marconi Wireless Telephone Demonstrations.

Under the direction of two engineers of Marconi's Wire-
less Telegraph Co., Ltd., and under the auspices of the Wire-
less Agency, Ltd., of Capetown, who are the Marconi repre-
sentatives in South Africa, a demonstration of wireless tele-
phony has been carried out; and in addition to the ordinary
ground conversation, etc., an Avro belonging to the South
African Aerial Transports, Ltd., was fitted up, and commu-
nication was effectively maintained with the ground set at
Baragwanath aerodrome.

An additional aerial has been installed above the offices of
the Johannesburg Star, from which the set can be operated
uuder what may be called town conditions. At the same time
it should be possible to keep in touch with the field set at
Baragwanath.

The tests carried out by Mr. Poyntz of the Marconi Co.,
with Captain Ross, D.F.C., as pilot, were very successful.
Subsequently, Sir H. Lauder and a representative .of the Stai
went up and aired their views wirelessly, and even sang !

BELGIUM.

Aviation During the Olympic Games.

A "Seaplane Meeting" was carried out from July 17th to 29th
by the authorities at Antwerp contemporaneously with the
Olympic Games, though not as part of them. The only two
British machines there were the Vickers "Viking" and Flight-
Lieut. Charles Scott's "F.3" flying boat.

After some duration "flights" (in balloons) of varying
lengths on July 18th, the famous French aviator Nungesser
arrived "by way of the air" to participate in the meeting. He
was applauded "chaleureusement."

On July 19th "the Inter-Allied Military representatives dis-
puted with success before the Belgian Ministry of National
Defence." This was not, as one might think, a practice
for more week-end conferences between Premiers, the next
of which is reported to be about to take place at the Metropole,
Brighton, but merely a camera-machine-gun duel between
machines of various countries, limited to five minutes. The
various countries m this case were France and Belgium, as
none of the other Allies seem to have been interested, Great
Britain, Siam, Portugal, and others of the 22 conquerors of
Germany being unrepresented.

In this contest the Belgian aviators secured a large number
of victories, probably the first they can claim since the out-
break of war. Of course, in the latter phases of this war they
were handicapped by lack of equipment, a reckless aviator
having taken up the aircraft of the Belgian Flying Corps for
a test and crashed it.

After an "atterrissage" competition for " spheriques," M.
Nungesser, who did not belong to the French team, issued a
"'defy."

In the "concourse of virtuosity and address" on July 20th,
M. Fronval was first on a Morane.
When M. van Cottem responded to Nungesser's "defy" a

FOREIGN INTELLIGENCE.

"jury" was impanelled. Whether this body was to judge the
result of the "defy," or merely to save time in case an inquest
was necessary in the end, is not stated. An "acclamation for-
midable" greeted M. Nungesser's victory.

The "Seance de l'A.F.A." (which stands for "Aeronautique
Federation Anversois," or words to that effect) has been ex-
tended to the first days in August. Lieut, van Cottem
'launched a defy" to his victor of July 20th, for a "concours
d'acrobaties aeriennes et un simulacre de combat."

In the "concours de vitcsse" for "monoplaces" over a course
of 240 miles, M. Sadi Lecointe was first on a Nieuport. Two
avions of the Compagnie Franco-Roumaine, a French com-
pany but slightly Roumanian in which M. Henri Potez is the
moving spirit, arrived on July 23rd. This company announced
that their "titular avion" made the trip from Paris in 1 hr.
40 min. The Belgian "as" Thieffry has now "defied" Nun-
gesser. Someone will be getting hurt soon.

On July 24th Stoppani the Italian won the "vitesse" com-
petition for ''biplaces." Our old friend George won the "10
place" vitesse race on a Goliath! ! !

It was reported in the Telegraph on July 30th that in the
600 km. seaplane race on the previous day a "Handley Page"
with "Major" Scott as pilot was first, with Capt. Cockerell
second on a Vickers "Vimy." There were no other com-
petitors.

These machines were apparently the "F.3" and "Viking,"
to which reference was made above. — G. p.

The Italian correspondent of The Aeroplane writes : —
Stoppani, who upheld the Italian colours very ably in the
recent Speed Race at Antwerp, was flying a machine built
by the Ansaldo Company and styled A. 300/ 2. It is powered
by the well-tried FIAT A. 12 bis motor, called a 300 h.p., and
Stoppani had flown her up from Turin with a passenger the
afternoon before. — T. s. H.

3io

The Aeroplane

August 4, 1920

BRAZIL.

In "A Report on the General Economic and financial Con-
ditions of Brazil for the Year igjy, by Mr. E- Hambloch,
Commercial Secretary to H.M. Embassy, Rio de Janeiro, is-
sued as a White Paper [Cmd. 840] by the Department of
Overseas Trade, Board of Trade," the following reference is
made to aviation in Brazil : —

Commercial Aviation.

There is no real progress to be noted under this heading.

The Brazilian Army and Navy have various French, Italian
and American machines.

The Aero Club Brazileiro has been formed, but so far no
flying is done except in the Army and the Navy.

British aircraft manufacturers have been considering the
possibilities of commercial aviation and have sent repiesenta-
tives and experts to Brazil. There seems every possibility of
an aerial postal and passenger service being inaugurated
very soon between Pernambuco and Buenos Aires, via Rio de
Janeiro and other intermediate towns of importance.
GERMANY.
The Activities of the Zeppelirf Firm.

Herr Colsmann, the director-general of the Zeppelin Com-
pany, recently returned from the United States, where he
had been negotiating with certain Arms with regard to Trans-
atlantic air traffic.

The company is also in negotiation with Holland, Sweden,
and the United States for the construction of airships on an
international basis.

It is rumoured that a new type Zeppelin airship, with a
load capacity of 60 tons, accommodation for 500 passengers
and fuel capacity for a voyage three times the length of the
Atlantic crossing, is to be evolved.

HOLLAND.

The Danish correspondent of The Aeroplane writes : —
A Dutch Company.

A regular advertiser in the German aero journal The
Flying World is a Dutch enterprise "Ilvoj; (N.V. Interna-
tionale Ducht-Vervoer-Onderneming) in Amsterdam, 761 Prin-
sengracht. The firm announces that it has aerodromes in
Leeuwarden, Grojiingen, Deventers, Hertogenbosch and
Haag, that it arranges competitions and passenger flights and
seeks air-line junction with German aerial navigation com-
panies.

Aerial Transport Work.

The forwarding agents Defais and Versohure advertise in
Rotterdam papers to the effect that they undertake aerial
transport work to England, charging a single fare of 150 fl.
per person and 1.8 fl. per kg. goods

A Concession.
Concerning the placing of the Army aerodrome at Schiphol
at the disposal of civil aeroplanes arriving from or leaving for
abroad, the army authorities have received irders to afford all
possible assistance for the transport of passengers in army
motor-cars at a cost of 45 cents, per km., also of goods, for
which the -tariff has, however, not been fixed so far. — E. H.
A Correction.
The D.H.q, which crashed near Rotterdam recently, did
not belong to A.T. and T., as was erroneously reported,
but was one of the D.H. type machines used on the
IT. P. and M.A. Air Line. One is told that a terrific rain
storm was in full working order at the time.

SWEDEN.
A Drop from an Aeroplane in a Gale.

The following communique has been received from E. R-
Calthrop's Aerial Patents, Ltd. Its style and form might
well be copied by others who send communications in regard
to the performance of their wares r —

By way of celebrating his fiftieth parachute descent, Major
Orde Lees made a drop from an aeroplane under \ery ex-
ceptional conditions in the presence of the Royal Swedish
Fleet at Borgholm, in Sweden, on July 20th.

A gale ">f wind blowing at forty to fifty miles an hour was
raging.

The' sea was very rough.

To the surprise of everyone an aeroplane of the P.O. Flvg-
kompani piloted by the British aviator, Captain K. Saunders,
D.S.O., A.F.C., appeared over the town, battled against the
gale, and made its way very slowly towards the fleet.

When exactly over the flagship of Commodore Starck and
at a height of 1,500 feet, the parachutist was seen to dive from
the aeroplane.

During its minute and a half of descent the parachute
diifted towards the shore at express speed, but deposited its
burden in the waves about three-quarters of a mile from the
harbour.

The most exciting part of the whole experiment was yet to
come. No sooner was Major Lees in the water than the wind
caught the parachute which commenced towing its passenger
at the speed of a torpedo through t'l ; w ater. Only by turning
on his back is it possible for a swimmer to be towed at such
speed.

From points of vantage it appeared as if the swimmer was
wholly under water for considerable periods.

It was Major Orde Lee's special request that no boats should
be sent to the rescue unless he gave a distress signal.

Commodore Starck, however, fearing that all might not be
so well as it looked, set off in his steam pinnace and overtook
the parachutist juit as he 'as about to enter the mouth of
the harbour still towed by his unique form of sail.

By skilful manipulation the swimmer, declining respect-
fully the Commodore's kindly aid, steered his queer craft not
only into the harbour, but berthed himself successfully along-
side the steamer jetty.

The distance run was three-quarters of a mile at an average
speed of six and a half (at first well over ten) miles an hour.
UNITED STATES OF AMERICA.
The Wright Patents Injunction.

The following communique has been issued by the Manu-
facturers' Aircraft Association, New York, on the authority
of the Wright Aeronautical Corporation : —

"Recently published newspapei articles concerning the suit
of the Wright Aeronautical Corporation, owner of the basic
Wright airplane patents, against the Interallied Aircraft
Corporation, have resulted in misunderstanding as to the
right of the Interallied Aircraft to sell its Avro and Sopwith
airplanes. The Final Decree of the Court in that suit did
prohibit the further sale or use of these airplanes, but the
Interallied Aircraft Corporation has made an agreement with
the Wright Aeronautical Corporation so that all the planes
which the Interallied Airctaft now has and is selling are
licensed under the Wright patent, and the Interallied Air-
craft has the absolute right to sell thf-m.

"No purchaser or user of the airplanes sold by the Inter-
allied Aircraft has any reason to apprehend any legal diffi-
culties with respect to the Wright patent. Purchasers or
users of unlicensed foreign airplanes do run the danger of
becoming in\ olved in expensive patent litigation, but the
planes of the Interallied Aircraft are guaranteed licensed
under the basis Wright patent."

The Gordon Bennett Cup Race.

The Aero Club of America announced on July 19th that
the following machines have been selected to represent the
United States in the Gordon Bennett Cup Race to be flown in
France during the week beginning Sept. 27th : (i) United States
Army Aeroplane type not stated ; pilot, Major R. W. Schroe-
der; (ii) Aero Club of Texas, Curtiss aeroplane, pilot not
stated ; (iii) Dayton-Wright Division of General Motors, type
not stated, pilot not stated.

American-Built. Zeppelins?

It is reported that German agents in the United States are
trying to secure financial assistance for the purchase of the
Zeppelin patent rights in that country in order that Zeppelin
airships may be constructed in the States. Mr. Henry Ford
and the President of the Goodyear Company (Mr. S. A. Seiter-
ling) are each considering proposals in this matter.

This arrangement might prove of advantage to the Zeppelin
fiim, as under the terms of the Treaty of Versailles the con-
struction even of commercial aircraft in Germany is not en-
couraged. The U.S. Government appear to be unwilling to
purchase foreign-built aircraft, and would probably welcome
the construction of rigid airships of foreign design in the
United States, as the nucleus for a native industry.

The German agents are willing to build an 8o ton airship
at cost price to prove its practical uses that financiers might
be encouraged to give the necessary assistance in money.

A Sardine Search by Aeroplane.

About a year ago the sardine canneries of Southern Cali-
fornia were inactive owing to the apparent shortage of fish.
That the world should not long unavailingly for the com-
pressed corpses of the sardine an agreement was arranged be-
tween the Fish and Game Commission and the Naval Air
Station at San Diego, under the terms of which naval sea-
planes were to search the seas for sardine shoals. When
these were found the position was to be sent to San Diego by
wireless, thence to the Commission by telephone, that the
fishers and the embalmers might each be informed.

The first day's work was very successful, and the fishers were
directed to large shoals of their quarry. The canneries, idle
for four months, resumed with vigour their accustomed task.
The fish reconnaisance proceeds with regularity and success,
and happiness has deserted the homes of the Pacific Coast
sardines.

The Air Station have had squared charts of the sea area
made in order that a shoal region may be transmitted by
number. The pilots employed are all greatly impressed by
the high visibility of objects below the sea surface.

Mortgages, Charges and Satisfactions.

British Anzani Engine Co., Ltd. — Particulars of ^4,000
debs, authorised July 8th, 1920, whole amount issued. Pro-
perty charged : The company's undertaking and property, pre-
sent and future, including uncalled capital. No trustees.

August 4, 1920

The Aeroplane

NAVAL AND MILITARY AERONAUTICS.

GREAT BRITAIN.

NAVAL.

NAVAL APPOINTMENTS
The following appointments were made by the Admiralty on
July 22nd : —

Warrant Shipwright. — F. G. H. Davies, to Ark "Royal, July 20th.

In the Prize Court.

On July 27th the President, Sir Henry Duke, made an
award of ^150 to Lieut. W. T. A Bird, D.S.C., R.N., of
H.M.S Guise,' and Lieut. F. Waring, D.F.C., R.A.F., of H.M.
Seaplane 9,983, for the destruction of the German U.C.70 off
Kettleness on Aug. 2Sth, 1018.

MILITARY

War Office, July 22nd.

The name of the following has been brought to the notice of the
Secretary of State for War lor valuable and distinguished services
rendered in connection with the military operations in the theatre
of war specified, during the period June 1st, 1918, to April 30th, 1919
(to be dated June 3rd, 1919) : —

Aden Field Force. — Hartley, 1959 Sjt. C. W., 1st Lrs , attd. R.A.F.
(killed in action).

The Mesopotamian Affair.

It is stated by the War Office that on July /21st the garrison
of Rumeitha was withdrawn to Imam Hamza. An aeroplane
assisted to cover the retreat.

The same communique states that aeroplanes vj-hile recon-
noitring over Kufah were fired at from the town. The pilots
of these aeroplanes reported much movement of and large
concentrations of Arabs.

- AIR FORCE.
•First open competition for bov mechanics (e.a.f.).

The Air Ministry announced on July 30th : —

Under a new scheme which has been established for training Boy
Mechanics in the Royal Air Force, an open Competitive Examination
for Candidates for entry in January, 1920, will be held by the Civil
Service Commissioners on Monday, November ist, at the undermentioned
Centres : — Exeter, Southampton, London. Bristol, Cardiff, Birmingham,
Norwich, Manchester, Leeds, Hull, Belfast, Newcastle, Glasgow, Edin-
burgh, Aberdeen, Dublin.

The examination will include Mathematics, Experimental Science,
English Composition and a General Paper. There will be a minimum
of 300 vacancies.

■ Candidates must be the sons of British-born parents, and must be
between the ages of 15 and i6| years on January ist, 1921

1 A list of candidates for appointment by Open Competition is kepfc^
at the Office of the Civil Service Commissioners and the necessary
entry forms can be obtained on application to the Secretary, Civil
Service Commission, Burlington House, London, W.i, after August 2nd.
The last day on which applications can be accepted is Thursday,
Sept. 9th.

Boy Mechanics, Royal Air Force, are attested for 12 years' service
from date of entry, made up by 10 years' regular Air Force service and

2 years in the Reserve. They receive three years' preliminary train-
ing in one of the skilled Air Force trades, which include those of Car-
penter, Coppersmith, Draughtsman, Electrician, Fitter, Instrument
Maker, Turner and Machinist, Wireless Operator Mechanic. Through-
out the three years' training, 8 hours a week are devoted to an educa-
tional course, which will include English (Language, Literature, His-
tory, Geography and Civics), practical Mathematics, General Science
and Drawing.

Special attention is given also to boys' physical development, nine
hours a week being allotted to drill, physical training and organised
games. The health and general welfare of the boys are given careful
and general supervision during their period of training.

Every candidate for entry should be in good health and of sound
constitution. The medical examination, which is necessarily a severe
test of fitness, will not be held until immediately after the successful
candidate joins the Training Centre. To avoid eventual disappointment,
therefore, and delay in proceeding to some other career, in the event
of failure, it is most desirable that before a boy comes forward as a
candidate for entry, steps should be taken to ascertain whether he is
suffering from any physical disability which might prevent his accept-
ance on medical grounds.

Boy mechanics will be provided with a free outfit, will be lodged
and victualled free of cost and will receive pay at the rate of is. 6d.
a day until the age of 18, when the rate becomes 3s. a day.

Those who complete satisfactorily the course of training will receive
immediate promotion to the rank of Leading Aircraftman with pay
of 5s. 6d. a day, rising to 6s. 2d a day. Those who do exceptionally
well may be selected for an advanced course and immediate promotion
to the rank of Corporal with pay of 7s. 9d. a day, rising to 8s. 6d. a
day. From this stage there will be opportunities for promotion through
the ranks of Sergeant and Flight Sergeant to Warrant Officer, with a
maximum rate of pay of 18s. a day. In addition to the rate of pay
quoted, airmen (including boys) are granted clothing, free rations, and
accommodation, or allowances in lieu. There is aiso, <"xtra pay for
good-conduct badges.

From among those boys who complete the advanced course success-
fully, a few may be selected for Cadetships, and if they accept will be
admitted to the Royal Air Force (Cadet) College, where they will take
the ordinary, course of training as Pilot Officers with the Cadets en-
tered by open competition. There will also be opportunities for pro-
motion to commissioned rank at a later stage to those who prove them-
selves suitable during their service in the ranks

A pamphlet giving further particulars of the course of training, con-
ditions of service, and s> stems of entry has been prepared and will
shortly be available for issue Application for copies should be made
to the Inspector of Recruiting, Royal Air Force, 4, Henrietta Street,
Covent Garden, W.C 2

The Flight of R.33.

On July 29th at 22.15 hours the British airship R.33 left
How den for Antwerp with the Belgian Air Attache on board
as a passenger. She reached Antwerp early on the following
day and flew over the Olympic Games ground. Without land-
ing she returned to England, passing over London at 19.30
hours on the same day. She reached Howden safely and with-
out incident later in the evening.

R.A.F. Football.
On March 16th, 1921, the Royal Navy will play the Royal
Air Force at football on the R.A.F. ground.

FRANCE.
An Aircraft Carrier.
The French cruiser Beam, now under construction, is being
transformed into an> aircraft-carrier.

GREECE.

Official Communique.
July 21st. — . . Our artillery replied, shelling the enemy positions
before Kuleli-Burgas. An aeroplane flew over the enemy positions
without remarking any infantry movement and bombed the enemy
batteries in action. The bombardment continued until 8.30 p.m. The
bridges were undarr.agecl.

ITALY.

The Italian correspondent of The Aeroplane writes : — ■
One regrets to have to record the death, through the break-
ing of a wing on their flying-boat at Spezia, of Naval Lieut.
Brunetta, a most able pilot, and his motorist, Zampronio,
on July 21st, while flying on delicate and important duty
connected with the defence of the Realm. — T. s. h.

UNITED STATES OF AMERICA.

A correspondent in Canada writes : —

Work at PvlcCook Field.

There has been considerable activity at the United States
Air Service Aerodrome, known as the McCook Field, during
the last few weeks. The most notable of the new machines
is the Le Pere tripiane, which has been designed solely for
war purposes. This machine, which is now due for test, is
armoured throughout and is equipped with eight machine-
guns of an aerial type and a 37 mm. " quick-firer " somewhat
after the style of the <; Cow-sun " which will be remembered
by those who saw the first D.H.10 in France in 1918. The
Le Pere is fitted with two 400 h.p. Liberty engines. — 1,. M,

AIRCRAFT in PARLIAMENT

HOUSE OF COMMONS.
July 21st. — The following written reply was given : —

ROYAL AIR FORCE (RECRUITS).
Mr. ROBERT YOUNG asked the Secretary of State for Air whether
there is a regulation which lays it down that where a recruit has en-
listed in the Royal Air Force to follow a certain trade, and he is
found inefficient or there is no work af his particular trade, he can
claim to be discharged; whether this discharge, if claimed, is free
or must be paid for, and, if paid for, what is the cost.
. Mr. CHURCHILL : The answer to the first part of the question is
in the negative. The second and third parts, therefore, do not arise.
* * *

July 22nd. — The following written answers were given : —
ROYAL AIR FORCE
POLEGATE AIRSHIP STATION.

Mr. GWYNNE asked the Secretary of State for Air the reason of
the delay in releasing the huts at the Polegate airship station for sale,
and whether, in view of the fact that accommodation is urgently re-
quired in that district, all the existing houses having been occupied for
a long time past, and that the men employed by the War Office in the
district are being billeted in the neighbourhood, which is aggravating
the situation, he will take steps to see that these huts, which are de-
teriorating by being left empty, are released forthwith ?

Mr CHURCHILL : The huts in question have now been released for
sale by the Disposal Board. The party of officers and men employed
at Polegate to pack airship stores will be withdrawn in about a fort-

night's time, and the billets they are now occupying will then be
vacated.

PROMOTIONS.

Mr. R. YOUNG asked the Secretary of State for Air, seeing it is ad-
mitted by his Department that promotion lists issued by the Royal
Naval Air Service were regarded as authoritative and were used in con-
nection with the adjustment of the pay of the ratiugs concerned, whether
promotion list No. 36 was dated February ist, 1918; and whether the
ratings on that list were duly promoted from the authorised date or
whether there was any delay in giving effect to the Order ?

Mr. CHURCHILL : I am informed that promotion list No. 36 was
dated Feb. ist, 1918. It was issued on July 2nd, 1918, and was no
doubt acted on with the least possible delay, though I am unable to
state after this lapse of time whether delay occurred in any particular
case. Promotions took effect from February ist, 1918, with the conse-
quential adjustments of pay I may add that the list was accompanied
by instructions making the promotion of riggers (Li conditional upon
the existence of vacancies in the authorised establishment, and also pro-
hibiting the promotion of any men 011 the list who had committed them-
selves since being recommended. If the hon. Member will supply me
with particulars of the case he has in mind I will have inquiries made.
* * *

. MESOPOTAMIA.— MILITARY SITUATION
July 22nd— At the end of Questions, Mr. CHURCHILL made a
statement in regard to the latest developments in Mesopotamia. He
said that after the original relief column for Rumeitha was held up,
a force composed of approximately one infantry brigade, with artillery,
was concentrated at Iman-Hamza. At dawn on the 18th this column
moved forward to relieve the garrison at Rumeitha. On the following
day a point four miles N W. of Rumeitha was reached. Strong opposi-
tion was encountered here. The enemy wi re bombed and machine-

312

The Aeroplane

August 4, 1920

gunned with effect by aeroplanes which co-operated with the troops.
During the night the enemy evacuated their position and retired to
an embankment i,ooo yd to the couth. On the 20th the column
■advanced through the evacuated positions. Parties of the hastily
retiring enemy were again bombed and machine-gunned by the aero-
planes. In the afternoon of the 20th the relief column reached
Rumeitha.

• * *

July 26th — The following oral answers were given: —

BRITISH ARMY.— NORTH DULWICH GUN STATION.

Sir F. HALL asked the Secretary of State for War whether he is
aware that at North Dulwich gun station there are 12 guns, with one
officer and five men to look after them, and that the same are sta-
tioned on land belonging to the Dulwich Estate Governors, and which
is required for the James Allen's Girl's School; why, after repeated re-
quests that the land might be vacated, the guns are still in the same
position; and whether, considering that neither the officer, nor the
men are carrying out any duties that can have any beneficial effects
to the country, he will give instructions forthwith to have the guns
removed in order that the land may revert to the use of the Dulwich
Estate Governors and the officer and men utilised elsewhere and in a
much more effective manner ?

Sir A. WHUAMSON : All the guns, stores and personnel will, it
is expected, be withdrawn within a week. The buildings will then
be ready for disposal, and arrangements will be made for the land to
be given up as soon as the stores, etc., have been removed.

TROOPS IN MESOPOTAMIA AND NORTH-WEST PERSIA.

Lieut-Colonel BURGOYNE asked the Secretary of State for War the
number of troops at present employed in Mesopotamia; what units
of the Air Force are attached to them; what relation the senior
Air Force command holds to the senior Army command on the spot,
what proposals, if any, are under consideration to increase the number
of squadrons in Mesopotamia, and when a decision in the matte-
will be arrived at ?

Mr. CHURCHILL : The strength of the troops on July 1st was as
follows : — Mesopotamia: British Army, 9,500; Indian Army, 52,500.

North-West Persia : British Army, 5,000 (including troops in summer
camp at Karind) ; Indian Army, 11,500.

There are two squadrons of . the Royal Air Force and an additional
squadron is in the process . of formation at Basra. The senior Royal
Air Force officer is responsible to the General Officer Commiuding-in-
Chief for carrying out any air operations required. Proposals to in-
crease the number of squadrons of the Royal Air Force in Mesopo-
tamia and reduce the military garrison are being considered, but I
cannot say at present when a decision will be reached.

AIR MINISTRY— (CIVIL ENGINEERS).

Mr. CHURCHILL, replying to Mr. PALMER, said -that civil engineers
employed by the Air Ministry have their hours of service laid down
by Order in Council ; that Order involves the liability to give service
every day, if required between the hours of 10 a.m. and 6 p.m. There
are no restrictions as to olhei occupations outside these hours, and leave
is not granted within these hours to such public servants for the pur-
pose of carrying on private business.

* * *

July 27th. — The following oral answer was given • —

MESOPOTAMIA..— CIVIL AND MILITARY EXPENDITURE.
The CHANCELLOR of the EXCHEQUER (Mr. Chamberlain), in
reply to Mr. Lambert, said that the Air Force expenditure for the
occupation of Mesopotamia is estimated at ^482,000.

ROYAL NAVY— SHIP (SALE)
Mr. LONG, in reply to Commander Viscount CURZON, said that the
aircraft-carriers Canning, City of Oxford, Manxman, and Vindcx were
on a list of ships for sale.

THE ROYAL AERONAUTICAL SOCIETY.

July 22nd, 1920.

Election of Members. — The following have recently been elected to
the Scottish Branch in the various grade? as shown : —

Members.— Flying Officer L- W. Allen. M.C., R. T. Currie, G. R.
Donald, Capt. T. H. French, D.F.C., R.A F., Flying Officer F. F. Gar-
roway, R.A.F., Wm. Henderson, C.B., H. A. McCreadie, James Mont-
gomerie, Pilot Officer D. Morton, Col. J. Smith Park, M.V.O., T. E.
Pullinger, R. M Reeve, Wing-Cmdr. R. P. Ross, D.S.O., A.F.C., J. B.
Taylor, Colonel Wm. G. Thomson, A. de Dorlodot.

Associate Members.— J. H. Alexander, M B., CM , Capt. C. R: Alston,
Sir G. W. Baxter, Bt., D.L., F. N. J. Bell, B. G. Elampied, Lord Blyths-
wood, M.V.O., H. H. Eiriksson, H. H. Haines, P. C. Kerr, D. Leslie,
E. D. 'McLaren, C- J. R. Morgan, R. L- Robertson, H. Giles Walker,
A. J. Younger.

Office. — Members are reminded that the Offiecs at 7, Albemarle Street,
W.i., will be closed from July> 30th to August 17th during which period
the issue of the usuai weekly notices will be sus-
pended.

/t£y ^ST?A Donations. — The Council desire gratefully to ac-
iTf Q J\ A knowledge the receipt of "The Graphical Treatment
of Diffeiential Equations," by the author, S. Bro-
detsky, Associate Fellow, and "Who's Who in En-
gineering," which have been placed in the Library.

Annual Report. — The Council desire gratefully to
acknowledge the gift of the following numbers of
the early "Annual Reports" of the Society from an
Associate Fellow : No. 1 (1866), No. 3 (1868), No. 4
(1869), and No. 5 (1870). These early Reports are in
many cases now exceedingly rare. No. 1 is par-
ticularly so. as it contains F. H. Wenham's famous paper on "Aerial
Locomotion," reprinted as the first volume of the "Aeronautical
Classics," which is also now out of print. The copy of this First An-
nual Report just received is the rally unbound copy of Wenham's
paper available for purchase. Any Members who may be in posses-
sion of copies of any numbers of the Annual Reports, and wishing to
dispose of them, are asked to communicate with the Secretary. Nos.
12 and 18 and 19 (issued together in one volume), are particularly
desired.

The Member who recently borrowed the third bound volume of the
Reports (1880-1893I from the shelf in the Library is requested to return
it, as it is exceedingly valuable, and no. other copy is available for
reference purposes by other Members.

Machine Tool and Engineering Exhibition. — A letter has been re-
ceived from the Machine Tool and Engineering Trades Association
offering special facilities to Members of the Society during the
Machine Tool and Engineering Exhibition to be held at Olympia
'from September 4th to September 25th. Tickets of admission at half-
price may be obtained from the Secretary. Members requiring these
should make early application as only a limited number will be
available, and it is desired to inform the Machine Tool Trades Asso-
ciation as to the number desired as soon as possible

Library. — The London General Omnibus Company have most kindly
acceded to a request for copies of confidential reports of their re-
searches on Alcohol Fuel Compounds for Internal Combustion Engines.
These are now therefore available for reference purposes by Members,
who will no doubt appreciate the courtesy of the Company. It should
be understood that these reports are supplied on the express under-
standing that they will be treated as "Private and Confidential," and
will under no circumstances be published.

July 30th, 1920.

Annual Reports. — In the above notices it is stated in error that
No. 1 of the "Aeronautical Classics" contained a reprint of F. H.
Wenham's paper on "Aerial Locomotion." This paper is in fact re-
printed in the second volume of the Classics; the first volume, which
is out of print, being "Aerial Navigation," by Sir George Cayley,
which was first published in Nicholson's Journal during 1809 and 1810,
and was reprinted in the Annual Reports of the Aeronautical Society
for 1876.

The Secretary is anxious to obtain copies of the Twelfth Annual Re-
port (1878), and the Eighteenth and Nineteenth Reports (1883-1884),
which were issued together

Autumn Session. — The dates of the following lectures have been fixed
for the Autumn Session. They will -take place at 5-30 p.m. at the Royal
Society of Arts, John Street, Adelphi.

October 7th. — (Inaugural Lecture) "Civil Aviation," by Sir F. H.
Sykes. . • •■•

October 21st. — "A Comparison of the Flying QuaLities of Single and
Twin-Engined Aeroplanes," by Squadron Leader R M. Hill.

Educational Lectures. — In addition to the series of lectures to be
given at Sheffield University in October, arrangements are being made,
at the request of the Chief Librarian, for one or two lectures in the
Fulham Central Library during the coming Autumn.

W. Lock wood Marsh, Secretary.

R.A.F. APPOINTMENTS. (FROM
"THE LONDON GAZETTE.")

Air Ministry, July 13th.

ROYAL AIR FORCE— Permanent Commissions.— The following are
granted permanent commns. in the Royal Air Force Medical Service
(subject to physical fitness and acceptance of final conditions of service
when promulgated), with effect from the dates indicated, in the order
of seniority shown : —

Wing Cds. — H. V. Wells, C.B.E. ; C E. C. Stanford, D.S.O., M.B.,

B. Sc.; A. W. Iredell; H. Cooper, D.S.O., B.A. ; A. V. J. Richardson,
O.B.E-, M.R., B.A. ; J. Mclntyre, M C, M.A., M.B.; M. W. Flack,

C. B.E. , Aug. 1st, 1919.

Sqdn. Ldrs. — H. M. S. Turner, M.B.E. ; E. C. Clements, O.B.E.,
W. W. Shorten, F.R C.S. ; W. A. S. Duck, O.B.E.; B. A. Playne, D.S.O.,
M.B., B.A. ; R. H. Knowles, M.D.; H A. Treadgold, M.D., B.S., B.A.;
1 MacGregor, M.C., M.D ; H. A. Hewat, M B. ;XH B Porteous, M.B. ;
T. S. Rippon, O.B.E : F. N. B. Smartt, M.B., B.A. ; H. E. Whittingham,
M.B:; D. Ranken, MB., R.S., F.R.C.S., Aug. 1st, 1919.

Flights Lts.— A. S. Glynn, M.B.; A. E. Panter, B.A. , H. W. Scott,
B.A. ; P. M. Keane, Aug. 1st, 1919; T. J. Kelly, M.C., M.B., B.A., March
25th; R. S. Overton; D'Arcy Power, M.C.; J. Roth well, M.B.; K. Biggs,
M.C. ; A. J. O. Wigmore, M.B. ; J. K. Porter, M.C., M.B.; A. F. Rook;
T. C. St. C. Morton, M.B. ; G. S Marshall, O.B.E. ; E- W. Craig, M.C,
M.B. ; R. A. G. Elliott, M.B., B.A.; T. J. Thomas, M.B., B.S. ; P. H.
Young, M B. ; R. S. Topham, M.B : T. R. S. Thompson, M.B. ; P. C
Livingston; P. J. Flood; J. T. T. Forbes, J. Kyle; C. T. O'Neill, M.B.,
July 13th.

Royal Air Force Medical Service. — The following promotions are

made : —

Sqdn. Ldrs. to be Wing Comdrs.— H. M S. Turner, M.B.E., Dec. 1st,
1019; E. C. Clements, O.B.E., June 1st.
"Flight Lts. to be Sqdn. Ldrs— A. S. Glynn, M.B, Aug. 5th, 1919;

A. E. Panter, B.A., Oct. 3rd, 1919; H W. Scott, B.A., March 8th; P. M.
Keane, June 1st.

Short Service Commissions. — The following are granted short service
commns. in the R.A.F. Medical Service (subject to physical fitness and
acceptance of final conditions of service when promulgated), with effect
from the dates indicated, in the order of seniority shown :■ —

Sqdn. Ldrs. (whilst so empld.).— R. L. Roe, O.B.E , M.B., H. Harvey,
F. C Jobson, Aug. 1st, 1919.

Flight Lts.— E- P. Punch, E- N. H. Gray, R. E. Bell, M.B., C. H.

B. Thompson, E. A Lumley, M.C, MB., D. G. Boddie, M.B., R. J.
Aherne, W. F. Wilson, M.C, M.B., F. J. P. Saunders, W. A. Malone,
F. J. Murphy, M.B., H. McW. Daniel, M.B., A. E. Barr-Sim, M.B.,
P. A. Hall, M.B., B.A., H. B. Troup, R. Mugliston, J. C Smyth, J. P
Hosford, J. J. O'Mullane, M.B., J. P. Wells, B.A., T Montgomery,
M.B., B.A., A. Briscoe, M.B., E. G O'Gorman, M.B., T. J. X. Canton,
M.B., W. F. Shiel, M.B., A. Watson, M.B., C. H. Young, M.B., July 13th.

Flight Lt. F. J. P. Saunders is seed for duty with the Dir. of
Research, April 1st.

The following officers are granted short service commns. in the
ranks stated, with effect from the dates indicated. The officers will
retain their seny. in the last substantive rank held by them prior to
the grant of the short service commn. : —

Flight, Lt.— E. P. Hardman, D F.C. (A ), July 7th.

Flying Officers.— J. B. Allen (A.), July 5th; V. P. Feather (A.), July
10th; J. Talbot (A.), July 3rd-

Observer Officers.— W. W. Bradford, June 28th (substituted for notifi-
cation in "Gazette" of July 2nd). The name of Observer Officer J. R.
Stafford-Langan, D.F.C, is as now described, and not as shown • in
"Gazette" of Sept. 12th, 1919. Flying Officer S G. Frogley, D.S.O.,
D F.C (A.), resigns his short service commn. and is granted rank of
Flight Lt., June 24th.

Short Service Commissions.— Flying Officer R. B. Sutherland, D.FC
(Canadian Engrs.), is granted a short service commn , July 2nd.

Flying Branch Sqdn. Lch-. K. R. van der Spuy, , relinquishes

actg. rank of Wing Comdr. on ceasing to be enipl_. as Wing Comdr.,
May 21st.

Administrative Branch.— Flight Lt. O. V Thomas, O.B.E., to be
Flight Lt., from (T.), Sept. 20th, 1919, and is graded for purposes of
pay and allowances as Sqdn. Ldr. whilst empld as Sqdn. Ldr., Sept.
20th, 1919. , ■ ' ■ -, ' /

Memorandum.— Flight Lt. A. P. M. Sanders is restored to the Active
List, July 15th. \ T ,

Air Ministry, July 16th.

R.A.F. — Permanent Commissions. — The notification in "Gazette,"
Nov. 7th, 1919, appointing Flying Officer E D. G. Galley, M.C,
A.F.C. (A.), to a permanent commn., is cancelled.

Short Service Commissions.— The notification in "Gazette" of July
15th concerning Flying Officer R. B. Sutherland, D.F.C. (Can. Engrs.),
is cancelled.

Air Ministry, July 20th.
R.A.F.— Permanent Commissions.— Flying Officer A. H. G. Dunkerley
(A.) resigns his permanent commn., and is granted the rank of Flight'
Lt., May 27th (substituted for notification in "Gazette" of June 22nd;).

August 4, 1920

The Aeroplane

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The Aeroplane august 4, 1920

(from

-J. H. Hargroves (A.),
A. M. G Cosgrave (A.),
U Hamilton, D.F.C.

Flight Lt ).— N H. Dimmock, A.F.C. (A.),

M. Hvslop (A.), Julv 21st;
C. G. Ferrell (A.), July 19th ;
(A), S. L H. Potter (A.),

Administrative Branch.— Pilot Officer J H E- Weekes to be Flying
Officer, May nth.

Lt. S. Wyatt is placed on the Retired List, July 21st.

Technical Branch.— Flying Officer F. N. Trir.der is graded for pur-
poses of pay and allowances as Flight Lt. whilst empld. as Flight Lt.,
Grade (A), May 15th, 1919.

Pilot Officers to be Flying Officers. — B. T. Crook, R. B. Haruden, Oct.
1st, 1919.

Air Ministry, July 23rd.
ROYAL AIR FORCE. — Permanent Commissions. — The notification in
"Gazette" of Aug. ist, 1919, apptg. Lt. F. Everett (T.) to a permanent
commn. is cancelled

Short Service Commissions. — The following officers are granted
short service commns. in ranks stated, with effect from dates in-
dicated, retaining their seny in substantive rank last held by them
prior to grant of this commn., except where otherwise stated : — ■

Flight Lts — W. F. Anderson, D.S.O., D.F.C (A.), July 21st; J. O.
Groves (A.), July 14th; G R. Hill (Ad.), April ist (for duration of
present appt.).

Flying Officer
July 19th.

Flving Officers. -
C W. Bragg (A.),
F. J. Fogarty (A.),
July 14th.

Observer Officer. — J. F. Titmas, July 14th.

Flying Officers (from Pilot Officers), with seny. of the dates in-
dicated.— E- H. Alliott (A ), Julv iuth; A. A. B. Chipser (A.), July
20th; M. C. Dudding (A. and S.), Julv isth; J. C. Dunbar (A.), July
22nd; M. S. Hale (A.), July 19th.

Flying Officer Dimmock will be placed at the head of" the list of
Flying and Observer Officers, and will retain seny. relative to officers
who have been similarly gazetted to short service commns. in a rank
lower, than their previous substantive rank in accordance with his
previous position on the gradation list.

The notification in the "Gazette" of Sept. 12th, 1919, apptg. Flying
Officer E- Parrett (T.) to a short service commn. is cancelled.

The notification in the "Gazette" of May 18th apptg. Flying Officer

H. C. Hawkins (A.) to a short service commit, is cancelled.

BUYING Branch.— Flight Lt. R. R. Mansell, O.B.E . is placed on the
half-pay list (Scale B), July 24th.

War Office, July 23rd.
Regular Forces. — Infantry. — The following resign their commns.
on appt. to permanent commns. in the R.AF. (Aug. ist, 1919) : —
K. Fus — Lt. R. M. Foster, D.F.C. Line. R — Lt. D. Colyer, D.F.C.
Devon. R— Et I,. G. Wood. Som. L.I.— Lt. E- R. Pretyman, A.F.C.

I. an. Fus — Mai. and Et. Lt.-Col. L. . E- O. Charlton, C.B., C.M.G.,

D. S.O. ; Et. C. B. Godfrey. R. Sc. Fus.— Capt. R. J. F. Barton, O.B.E- ;
Capt. A. C. Bolton, M.C. Sco Rif.— Capt. L- Wanless-O'Gowan. E-
Surr. R. — I.t. H. G. P. Ovendeu D. of Corn. E-L— Lt. R. C. Jenkins,
M.C. S. l,au. R. — Lt. J. Kemper, M.B.E Oxf. and Bucks L-I- — Maj.
and Bt. Col. H. R. M. Brooke-Popham, C.B., C.M.G., D.S.O., A.F.C.
K. Berks R. — Lt. F. J. Smith, M.C., M.M. 'Manch. R. — Et. C. R. Cox,
A.F.C. N. Staff. R.— Lt. C. R. Keary. York, and Lane. R. — Maj. and
Bt. Lt.-Col. A. B. Burdett, D.S.O. Arg. and Suthd. Highrs.— Lt. A
McR. Moffatt. Leins. R.— Capt. V. S. H- Lindop R. Dub. Fus.— Lt.

E. B. Rice. Rif. Brig.— Lt N. W. Wadham.

Air Ministry, July 27th.
ROYAL AIR FORCE— Administrative Branch.— Pilot Officer to be
Flying Officer. — A. C. Cunnison, Nov, ist, 1915.

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Technical Branch.— Flight Et.. G. L. Hunting to be Flight Lt., Grade
(A.), from (S.O.), Feb. 17th.
Pilot Officer to be Flying Officer, Grade <B.) :— H. J. Brown, Oct.

ist, 1919.

Memorandum.— Wing Comnir. J. W. O. Dalgleish, O.BE-, .is re-
stored to the active list, July 26th.

PERSONAL NOTICES.

[Ex-officers and men of the Royal Air Force are invited to send
notices for the Personal Columas of The Aeroplane. There is no
charge for the insertion of these notices, as it is considered that they
are very interesting items of news and tend to keep past and present
members of the Flying Services in touch with one another. The Editor,
will also be glad to publish free of charge applications for work from
demobilised officers and men who have found difficulty in obtaining
employment. It is hoped that none who are not in urgent need of
work will avail themselves of this offer.]

Marriages.

ALLEN— JOHNSON.— On July 28th, at Winchester Cathedral, by the
Rev Canon Vaughan, assisted by the Rev. Capt. Keymer, O.B.E-, C.F.,
R.AF., William Shepherd Allen, R.A.F., only j son of W. Allen, Esq.,
J. P., of Woodhead Hall, Cheadle, Staffs., to Clara Eleanor, only child
of the late Henry Godwin Johnson and of Mrs. Johnson, Longclose, St.
Cross, Winchester.

JENNER-PARSON— MACRWORTH-PRAED —At St. Peter's, Owsden,
Suffolk, the marriage took place quietly on July 22nd, from Owsden
Hall, the residence of Mr. and Mrs. A. M." Praed, of Flight Lieut.
C. H. B, J enner- Parson, R.A.F., younger son of the late Charles
Jenner-Parson, M.D., of Godalming, Surrey, and Mrs. Fleming, of
2, St. Helen's Towers, Southsea, ' Hants, to Miss Violet Mackworth-
Praed, only daughter of the late Robert Herbert Mackworth-Praed,
of Mickleham Downs, Surrey, and of_Mrs. Mackworth-Praed, of Dalton
Hill, Albury, Surrey.

LAURENCE— STOPFORD —The marriage took place on July 27th, at
St. Paul's, Knightsbridge, of Captain C. Laurence, D.S.C., late R.A.F.,
youngest sou of Mr. and Mrs. F. Laurence, of Half Yoke, Maidstone,
and Lady Sybil Stopford, eldest daughter of the Earl of Courtown. The
Bishop of Ossory officiated, assisted by the Rev Artnur Bernard Little-
wood, Vicar of East Farleigh, Maidstone.

SEVMOUR— OSBORN.— On July 17th, at St Margaret's Church,
Cape Town. Ernest Albert Seymour, of Bloemfontein (late R.A.F.),
was married to Doris Isabel Osborn, onlv daughter of Mr. and Mrs.
T. C. Osborn, of 28, Pembridge Square, W.2.

Deaths.

EDWARDS. — Janev Sarah Edwards, who was accidentally killed at
Lakenhcath Station on July 20th, was the daughter of the late Robert
Edwards, Budlcigh Salterton, and wife of Capt. H. B. Smith, R.A.F.,
M.C, The Hiss, Brandon.

MOIR— Mr. Hamish Moir, late Lieut, R.A.F., only son of Mrs.
Moir and the late J. A. Moir of Ceylon, was recently drowned at
Newara Eliya, Ceylon, as the result of a. motor accident.

Births.

MORGAN. — July 20th, at Manley Road Nursing Home, Waterloo,
Liverpool, the wife of Flying Officer W. Morgan, R.A.F. — a -daughter.

MURRAY. — 3n the 21th July, to Phyllis, wife of Capt. D. G. Murray, at 5
Redchffe-gardens, S. W. 10— a daughter.

EMPLOYMENT.

[Except where addresses are given, communications should be sent
c/o The Aeroplane, 175, Piccadilly, W.i.]

The Editor of The Aeroplane knows of vacancies for two reliable
seaplane pilots, a first-class rigger and a first-class fitter, all for work
in_ Scandinavie Pay /15 weekly for pilots and £6 for mechanics. Ex-
penses paid when on tour. — Letters should be marked "P.F.H."

Wanted, a first-class Avro pilot — preferably a wing examiner or
instructor. Letters should be addressed to "V. D. J.," c/o the Editor,
The Aeroplane, 175, Piccadilly, W.i.

Read "L'AIR

95

The Most Interesting of French Aviation Papers.

FOR SALE AT

"The Aeroplane" Publishing Office,
61, Carey Street, W.C.2. Price 6d.

ORIGINAL ALUMIMIU
NUMBERPLATE

R W COflN

2i9.Goswell Road. E Ci

Phones Cenlral 4879 City 38-4Q.

August 4, 1920

The Aeroplane

315

INDEX TO ADVERTISERS

Accles & Pollock, Ltd. Front Cover &
Inside Front Cover

Aircraft Improvements Co. .

Air Navigation Co., Ltd. . . 315

Armstrong- Sid deley Motors, Ltd.

Arrol-Johnston, Ltd. . Front Cover
Auster, Ltd. . . Front Cover

Austin Motor Co., Ltd. . .

Automatic Telegraph Co. . .

Aviation Insurance Assoc. . .

Beardmore Aero Eng., Ltd., The

Front Cover 6-299
Beardmore, Win., & Co., Ltd, . 293
Benton & Stone .

Blackburn Aero & Motor Co., Ltd

Boulton & Paul, Ltd. . . . 291
Bowden Brake Co., Ltd., The . 313
Bray, Gibb & Co., Ltd. . . . 304
Bristol Aeroplane Co., Ltd. . 277
British Aerial Transport Co.,

Limited
British Cellulose Co., Ltd.
British Emaillite Co., Ltd., Thi
British Lighting & Ignition Co

v Ltd

British Piston Ring Co., Ltd.
British Thomson-Houston Co

Ltd., The.
Brown Brothers, Ltd. . . . 277
Bruntons ....
Burberry s, Ltd. .
Calthrop, E. R., Aerial Pat., Ltd
Cellon, Ltd. .... 304
Central Aircraft Co. .

"Xlegg Metal Engraving Co., Ltd. 313
Coan, R. W. . . . . 314
Cradock, Geo., & Co., Ltd.
Davis Furnace Co., The . . 315
Dudbridge Ironworks, The
Eastbourne Aviation Co., Ltd

Inside Back Cov r

Ebora Propeller Co. .
Fairey Aviation Co., Ltd., The
Fiat Motors . . . Front
Firth, Thos., & Son, Ltd. .
Fluxite ....
Frood, Herbert, Co., Ltd. .
Gas Accumulator Co. (U.K.), Ltd
General Accident, Fire and Life

Assurance Corp., Ltd. .
General Aeronautical Co., Ltd
Gosport Aircraft Co. .
Grahame-White Co., Ltd. .
Green EDgme Co., Ltd. . Back
Greening & Sons, Ltd. Inside Back
Gwynne's, Ltd. .
Hancock, James Lyne, Ltd.
Handley Page, Ltd. .
Hobson, H. M , Ltd. .
Holmes, C. H.
Hope, H., & Sons
Hoyt Metal Co., Ltd. .
Imperial Light, Ltd. Inside Front
Instone Air Line
Johnson & Phillips, Ltd.
Kent, George, Ltd.
Lang Propeller Ltd. .
LepAerial Travel Bureau .
London Die Casting Foundry

Ltd

Marconi Wireless Telegraph Co

Ltd

Martinsyde, Ltd.
Mather & Co.

McGregor, Gow & Holland, Ltd
MacLennan, John, & Co. .
Mendine Co.

Metal Airscrew Co., Ltd. .
Mills, Wm., Ltd.
Napier, D. & Son, Ltd.
Naylor Bros., Ltd.
New Pegamoid, Ltd. .

Cover

3i3

3i3
Cover
Cover

313

283

315

( over
307

284

313

3^7
3r3

Nieuport & General Aircraft Co.

Limited .... Back
Northern Engineers' Supply Co
Oddy, W., & Co.
Palmer Tyre, Ltd.
Petters, Ltd.

Pettett

Pinchin, Johnson, & Co., Ltd.
Kobinhood Eng. Works, Ltd.
Roe, A. V., & Co., Ltd.
Rolls-Royce, Ltd.
Rubery, Owen & Co, Inside Back
Sagar, J., & Co., Ltd. .
Sankey, J. H., & Son., Ltd.
Faunders, Ltd. .
Serck Radiators, Ltd.
" Shell" Marketing Co.
Short Bros., Ltd.
Smith, S., & Sons
Society of British Aircraft Con

structors ....
Sopwith Aviation Co., Ltd.
Standard Piston Ring & Engineer

ing Co., Ltd.
Sunbeam Motor Car Co., Ltd.
Supermarine Aviation Works, Ltd
Tampier, Rene
Terry, H., & Sons, Ltd.
Titanine, Ltd. . Front Cover
Triplex Safety Glass Co., Ltd.

Front

Vacuum Oil Co., Ltd.
Vandervell, C. A. & Co,, Ltd.
Vickers, Ltd.

Wakefield, C. C, & Co., Ltd.
Walton Motors, Ltd. .
Westland Aircraft Works .
Wheeler, T. ...
Wireless Press, The
Yorkshire Steel Co. Ltd. .

Cover
315

278
287
Cover

303
303

307

283

297
304

314
& 301

Cover

295

3i3

FOR

SPARES & TOOLS

Engine and Aero, Rolls-Royce,
Hispano, Le Rhone, R.A.F;,
Renault, Clerget, etc., etc.,

Write or Wire—

Northern Engineers Supply Co.,

Proprietor : Major F. G. Brown, late R.A.F. (Stores).

John Street - - SHEFFIELD.

Telegrams: "Nescaero, Sheffield." Telephone: Central 442.

Send for- Facts & Figures relating
to actual tests carried out in a — >
DAVIS _

Reverden

FURNACE O

saowuio^ an Ecoaotny of TO /, ux Uie
production, of Forguxgs

The DAVIS FURNACE Company

Diamond Foundry, Luton, Beds.

L

THE " SEMLOH " SUIT CASE.

SUPER OXHIDE, HAND MADE THROUGHOUT
BY EXPERT WORKMEN. Size :— 24" X 13|" X 6".

Price, including initials, carriage paid 100/-.
ACTUAL MAKERS;—
C. H. HOLMES & SON, 38, ALBERT STREET, MANCHESTER,

The Air Navigation Oo., Ltd.

BLERIOT & SPAD

ADDLESTONE (SURREY).

Contractors to War Offiom msstf
Admiralty m

Flying Ground— Brooklanda Aepodromt,

NORBERT CHEREAU, Managing DlMOtor.
Talagrami— Bleriot, Weybrldge. Telephana— SS* WeybrSdgs.

m

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

3i6

The Aeroplane

August 4, 1920

MISCELLANEOUS ADVERTISEMENTS.

SPECIAL PREPAID RATE : 18 words 2/- : Situations Wanted ONLY. 18 words 1 - ; Id. per word after TRADE ADVERTISEMENT?,
in these columns, 3 lines 5 - ; l/-per line after. Public Announcements, Legal Notices, Auctions, Contracts, etc., 21- per line.
For the convenience of Advertisers, replies can be received at the offices of " THE AEROPLANE," 61, Carey St., London, W.C.2.

PATENTS.

PAGE, WHITE and VAUGHAN (late Page and
Rowlingson), Chartered Patent Agents (Consult-
ing Engineer, Mr. S. E- Page, A.M. Inst. CE-) , 27,
Chancery Lane, London, W.C. Tel., 332 Central.

HENRY SKERRETT (H. N. Skerrett, A.I.A.E.,
A.I.Mech.E., Associate I.E.E., Fellow of the
Chartered Institute of Patent Agents), Patents,
Designs and Trade Marks. — 24, Temple Row,
Birmingham.

MR. CHATWIN, A. I. E E-, Patent Agent, Aircraft
Engineer and Inspector Telephone : Holborn
6109. 253, Gray's Inn Road, London, W.C.i.

SITUATIONS VACANT.

ROYAL AIR FORCE-
SKILLED TRADESMEN AND UNSKILLED
RECRUITS REQUIRED.

Skilled Tradesmen, pay 3s. to 5s. 6d. per day
on joining, rising to 183. per day. Age 18 to 28,
and for ex-Service men 18 to 38.

Unskilled Recruits for training as Carpenters,
Riggers, Photographers, Wireless Mechanics and
Wireless Operators. Pay to commence, 3s. per
day. No previous experience required provided
recruit otherwise suitable and willing to be
trained in the trade for which enlisted

For condition of service, separation allowance,
etc , call or write to Inspector of Recruiting,
Royal Air Force, 4, Henrietta Street, Covent
Garden W.C. 2.

SKILLED TRADESMEN required for Electrical
Services Works Company Power Station Engi-
neers, Shift Engineers, Engine Drivers, Dynamo
and Switchboard Attendants, also Clerks.

Pay. — 3s. to 5s. 6d a day on joining.

Period of Service. — Four years Regular Air Force
Service, no reserve service.

Age — 18 to 28 and for ex-Service men 18 to 38.

For conditions of Service, Separation Allow-
ance, etc., call or write to — Inspector of Recruit-
ing, Royal Air Force, 4, Henrietta Street, W.C. 2.

GOOD SENIOR DRAUGHTSMAN required for'
Experimental Aeronautical Works. Must be
capable of carrying out all detail and component
design; a man of technical training desirable and
a good knowledge of shop practice essential. Ap-
plicants to stare age, experience and salary re-
quired to "E-," Box No. 4,893, The Aeroplane, 61,
Carey Street, W.C. 2.

SITUATIONS WANTED.

"AS PANTS THE HART," Etc.— So longs my
soul for things aviatic. Twenty-three; Public
School; four years technical R.A.F. ; hard worker;
very keen ; do anything, go anywhere. Want live
job. — Box No. 4,887, The Aeroplane 61, Carey
Street, W C.2.

AIRCRAFT PARTS.

HARDWOOD FOR AEROPLANES. — Specially
Selected air-dried timber as supplied to leading
constructors in Britain and the Continent. Silver
Spruce, Ash, Poplar ; Hickory and Ash Skids ;
Three-ply: Thin Cedar and Mahogai.y for Floats;
Walnut for Propellers. — William Malliuson and
Sons, Ltd., Hackney Road. 'Phone, 3845 Central,
1770 Wall.

ENGINEERING.

BRITISH CORRESPONDENCE SCHOOL OF
AERONAUTICS (Estab. 1908). — Engineering
course, 17s. 6d. Advanced course in design, en-
gines, draughtsmanship, 42s. Diplomas granted. —
Pennington's, 254, Oxford Road, Manchester.

MISCELLANEOUS.

REPAIR WORK SPECIALISTS— Skilled Riggers
and Mechanics sent to any part of the British
Isles to effect repairs. 'AH types of machines. War
machines reconstructed for Civil Aviation. Esti-
mates on application. — Central Aircraft Co., 179,
High Road, Kilburn, London.

FOR SALE.

SUNBEAM, 150-h.p. 8-cylinder, and 225-h.p. u
cylinder Aero Engines. Guaranteed as i.ew, for
sale. — Apply, The Cambridge Automobile and En-
gineering Co., Ltd., 21, Hobson Street, Cambridge.

TRANSFERS. — Firms requiring Transfers should
write to the makers. — A. Bird and Co., Latimer
Street, Birmingham.

AVRO 3-Seater Biplanes, Type 504K, 110 Le
Rhones; De Havilland 6 biplanes with 90 R.A.F
engines, 110 Le Rhone, propeller, spares, etc.
Those requiring above should communicate with
Lieut. Snelling, who has for immediate disposal
a number at £306, £150, £So respectively. The
inaahiiies are licensed for passenger flying, and
are undoubtedly the best bargains yet put for-
ward in aircraft disposal. Phone North 2711, or
call at Astra Engineering Works, 228, Seven
Sisters' Road, Finsbury Park, N.

TWO AVRO 3-seaters for Sale Splendid condi-
tion. Airworthiness certificates. — Box No. 4,894,
The Aeroplane, 61, Carey Street, W.C.2.

BEARDMORE ENGINES, 160 h.p., for sale. Less
than Disposal Board price. — Box No. 4,895, The
Aeroplane, 61, Carey Street, W.C. 2.

80-h.p. RENAULT ENGINES for sale.— Box No.
4,896, The Aeroplane, 61, Carey Street, W.C.2.

MODELS.

First-Class Model, Petrol-motors and Castings,
unique ; interesting. List 3d —Madison Motoric*,
Littleover, Derby.

WANTED.

OFFERS WANTED for the following Aero
Engines, which are all in good condition : —

One 50-h.p. Gn6me.

Two 200 h.p. Siddeley "Puma."

Two 90-h.p. R.A.F.
Also For Sale, cheap, quantity of Airco 9 and 9a
Fuselages, also Airco Main Planes and other
units. — Reply to Aircraft Manufacturing Co., Ltd.,
E i Dept., Edgware Road, The Hyde, Hendon,
N.W.g

An Invaluable History. A Handsome Volume.

A Great Record of the French Air Force.

L'AERONAUTIQUE PENDANT LA GUERRE MONDIAL!

Containing chapters by M. Marchis, Professeur d'Aviation a la Sorbonne, M.
Dumesnil, M. G. Menier, M. le Commandant Brocard, M. le Capitaine de Lavergne,
M. le Colonel Dorand, M. le Commandant Martinot-Lagarde, M. le Colonel Paul
Dhe, M. le Capitaine Toussaint, M. le Commandant Caquot and a host of other
technical experts and leading aeronauts.

The book makes 700 pages of the size 01 The AEROPLANE, and is beauti-
fully illustrated.

The AEROPLANE is the Agent for distribution in Great Britain, and is able
to offer a few Copies at the Special Price of £2 7s. 6d. Post free £2 10s.

The AEROPLANE AND GENERAL PUBLISHING Co., Ltd., 61, Carey St., W.C. 2

August 4, 1920

The Aeroplane

iik.

THE

Eastbourne Aviation Co.

LTD.

ESTABLISHED 191!.

AEROPLANE CONSTRUCTORS

Contractors to the Admiralty.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

iv.

The Aeroplane

August 4, 1920

If greater success were possible than the recent marvellous

flight of the 35h.p. GREEN ENGINE to

ROME and BACK

it has been achieved by the records made in the

AERIAL DERBY 1920

In the Aerial Derby Handicap, 1919, ONE GREEN
ENGINE competed and won 1st PRIZE.

In the Aerial Derby Handicap, 1920, TWO GREEN
ENGINES competed, with 14 other Entries, and won

1st & 2nd PRIZES

1st in 1909 FOREMOST in 1920

The Green Engine Co., Ld .
166, Piccadilly, W.l.

Telephones : Gerrard 8165.

Richmond 1293.
Telegratni :
"AIRENGINE, LONDON."

T leg - ms —
Nieuscout, Crickle,
London.

CRICKLEWOOD
LONDON, N.W. 11.

Telephone —
Willeslen
2455-

Printed for The Aeroplane and General Publishing Co., Ltd., by Bonner & Co., The Chancery Lane Press, Rolls Passage,
London; and Published by The Aeroplane and General Publishing Company, Ltd., at Union Bank Chambers,

61, Carey Street, London, W.C.
ADVERTISEMENT OFFICES, 61, CAREY STREET. W.C.2.
EDITORIAL OFFICES, 175, PICCADILLY, W.l.

:jJ||| THE AEROPLANE- AUG. 11, 1920.

ii iiiii ii ii iiiii iiaiai iiii iiitiiiiiit ii liiiiiiiai Jiiiiiiiiiti iimmni miinnnimiimmiiiif

mm

Vol. XIX. No. 6.

SIXPENCE WEEKLY.

rRezis'terrd at the, G. P.O.
L as a Newspaper.

Arrol-Johnston Cars

THE AERO WIND
SHIELD THAT WAS
PROVED BY WAR.

AUSTER LIMITED
London :

133. Long Acre, W.C.2.

iiirmingham :

Crown Wks., Barford St.

3 O A

BEARDMORE

AERO
ENGINES

1 TITANINE

| The Original M J^^fc JUr^ ^53

Non-Poisonous

SEE ADVi! RT. INSIDE.

ACCLES&POLLOCKtumited

:legr

S^ACO rc- OLOBURY |

Weldless steel tubes for aircraft Construction.

Tube manipulation and press work

SEE ADVERT. INSIDE.

Unsplhrterable Glass jjj

f essential for goggles, windshields, observation panels, etc, /5s'

'TRIPLEX' Safety GLASS *

1, ALBEMARLE STREET, LONDON, W.L

^iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiHiiiiiiiiiiNiiniiiiiiin

The Aeroplane

August ii, 1920

THE

Policies Issued by Under jvr.tini Members of Lloyd's, the Eagle, Star and British Dominions
Insurance Co., Ltd., and the Excess I isuance Co., Ltd., for whom the Association acts as Agent.

i

m

POLICIES

Cover all Classes ol Aviation Risks throughout the World.

Accidental Damage under all circum-
stances to aircraft of all descriptions, in-
cluding Fire, burglary, and Theft.

Trust Policies under which Air Trans-
port Companies, Booking and Forwarding
Agents may issue Certificates of Insurance
of Passengers and to Consignors cf Cargo

MINIMUM
RATES.

MAXIMUM
SECURITY.

Accidental Damage by Aircraft

to Property.

Personal Accident to Pilots, Crew,
and Passengers.

Legal Liability to Passengers.
Employers' Liability-
Third Party Risks of all descriptions.
Cargo Risks of all kinds.

'Prospectus +orwarded on application.

1, ROYAL EXCHANGE AVENUE, LONDON, E.C.3

Telephone: LONDON WALL 9944.

Strength, Lightness. Minimum Machining

J^O more costly than common -place castings though
made under conditions which render them more
valuable to you.

That is the reputation of Mills Castings, the product of the
foundry with the longest experience in casting Aluminium,
and a staff of trained Chemists and Craftsmen who watch
the work from the specification of the alloy till It is ready
for you.

Send your drawings. Our laboratory will specify the right
alloy -and we will make the patterns if required.

W iVl . MILLS, LTD., Aluminium & Iron Founders,
Grove Street, Birmingham.

MILLS

Aluminium Castings
# Cast Iron Cylinders

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

August ii, 1920

The Aeroplane

317

Painb SnaMjds & M

fotAitxmft

SUPERFINE QUICK DRYING
WOODWORK COPAL VARNISH

SHELLAC VARNISHES.

WOODF1LLERS.

UNDERCO ATI NG AND FINISHING
AIR SCREW VARNISHES.

DOPE RESISTING PAINT.

PETROL RESISTING AND FUSELAGE
PAINTS

BRIGHT PART COATING.

PINCHIN, JOHNSON & CO., LIMITED,

GENERAL BUILDINGS. ALDWYCH, ' LONDON. W.C 2.

Telephone: CITY 7840 <J Lines.) EST. 1834 Telcerams ■ " Pinchin . Phone ■ London/

Works: SILVERTOWN. POPLAR and WEST DRAYTON.
Fr.incUfs.tt BlWMINGHAn, BRISTOL, GLASGOW, Leeds, LIVERPOOL, MANCHESTER. NtwrjASTLE,

and Southampton

The Armstrong Siddeley 150 h.p. Radial Engine.

Aircraft Engines

Latest Models:

4.5 h.p. 2 cyl. Armstrong Siddeley Aircooled.
150 h.p. 7 cyl Armstrong Siddeley Radial.
300 h.p. 14 cyl. Armstrong Siddeley Radial.

ARMSTRONG SIDDELEY
MOTORS, LTD., C VENTRY.

(Allied with

Sir W. G. Armstrong-Whitworth & Co., Limited).

London : 10, Old Bond St., W. 1

'Phone: Gerrard 6459. Tel.: Armsidco, P ccy, Lon.

Mis.

1912-1920.

AERIAL DERBY.

1912. Won by T. O. M. SOPWITH, Esq., on Bleriot Monoplane.
1920. Won by F. T. GOURTENAY, Esqi, on Martinsyde Biplane.

CELLON DOPE used on both Machines.

" The Dope of Proved " Efficiency.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

3i8

The Aeroplane

August ii, 1920

^i^-SI^t;;

ok, Record

C. C. Grey, " tAeroplane."

AERIAL DERBY MEETING.

The "AVRO BABY"

WON

FIRST PRIZE ....
FIRST & SECOND PRIZES -

IN THE ROYAL AERO CLUB HANDICAP.

1919
1920

The "AVRO BABY"

which flew in both the above races was the identical

machine which flew from

LONDON TO TURIN in 91 Hours.

(650 miles on 20 gallons of petrol)

A. V. ROE & CO., LIMITED,

London Office : AVROWORaS, Experimental Works:

16i, Piccadilly, NEWTON HEATH, Hamble,

W.l. MANCHESTER. Southampton.

Telephone: Regent 1900.
Telegrams: "Senalpirt,
Phone."

Telephone: City 8530.
Telegrams : "Triplane," Manchester.

Telephone : Hamble 18.
Telegrams: "Roe," Hamble.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

AUG. 11,
1920.

THE

EAERQMANE

The Editorial Offices of "The Aeroplane" are at 175. Piccadilly, London, W.l.
Telegrapoic Address: ■ Aileron, London." Telephone: Gerrard 5407.

Accounts, and all correspondence relating to Publishing and Advertising, should be
sent to the Registered Offices of J.he Aeroplane and G-eneral Publishing Co., Ltd.,

61, Carey Street, London, W.C.2.
Subscription Rates, post free: Home, 3 months, 7s, od.; 6 months, 15s.; 12 months. 30s.
Foreign 3 months. 8s 9d.; 6 months, 17s. 6d.; 12 months, 35s. Canada, 1 Year. 8&.

TT.S.A.. 1 Year. ft8 50"..

VOL. XIX.
No. 6.

ON AIRWORTHINESS.

It seerns well just at this moment, while the Govern-
ment "Comfort and Security" Competition is in progress,
to remind owners, operators, and users of aircraft that
before very long the matter of airworthiness in aircraft
will assume an aspect very different from that of to-day.
When the "Air Navigation Bill" which is now before
Parliament becomes law the Air Ministry will have con-
siderably more authority than it has at present. And so,
whether the present comic competition at Martlesham
Heath turns out ultimately to be any real benefit or not
(personally one inclines towards not), Ihe new Bill when
it becomes an Act will make for considerably greater
security, of body, and thus to greater comfort of mind,
than exists at present.

The Benefits of Accidents.

When the Marquess of Londonderry, our very excellent
Under-Secretary of State for Air, introduced the new Bill
in the House of Lords on May nth, he put the case with
his usual brevity and lucidity. He said : "The first
essential is to have some proper authority to find out
exactly the cause of each accident, so far as it is dis-
coverable, with a view to obtaining the same degree of
safety as is possessed by railway administration to-day.
A second reason is that comparative safety is essential
to the development of civil aviation as a recognised
method of public transport of passengers.

"There have been 28 civil accidents between May 1st,
1919, and March 31st last, and the experience gained in
investigating them has been of great value. It is, how-
ever, essential, from the fact that aircraft usually crash
in private property, to have right of access to such pro-
perty, to investigate the debris, and to prevent the
machine being removed pending the inquiry. It is con-
sidered necessary to take power to hold a formal investi-
gation of the same kind as is conferred on the Board of
Trade under the Regulation of Railways Act, 1871."

A Powerless Power in the Land.

Many people are under the impression that the Air
Ministry has absolute power over the doings of all aviators
and over all who own or operate aircraft. As a matter
of fact the Air Ministry has very little power of any
sort until the new Bill becomes law. The Air Ministry
certainly has the power to grant licences to aviators and
to grant airworthiness certificates to aeroplanes, but, so
far as one can discover, the Air Ministry as such has no
power to prosecute an unlicensed pilot for flying an un-
certificated machine. Nor has it actual power to investi-
gate accidents — as Lord Londonderry's speech shows.

It is true that the local police can prosecute if they
think fit. For example, they prosecuted a pilot at Fenny
(or Stoney) Stratford who was taking up passengers "for
fee or reward" without a licence while on his way to
Coventry. But the Air Ministry itself could not, one
believes, have instituted the prosecution.

Furthermore, it appears that when once a pilot has
been licensed his licence cannot be withdrawn or can-
celled or endorsed. The worst that can happen to him

when once he has got his licence is that he may be
turned down by the medical people when he comes up for
his six-monthly inspection.

Also, when once a machine has been passed as air-
worthy its certificate cannot be withdrawn, and it can be
used in a thoroughly unfit state so long as a "licensed
ground engineer," who is as often as not an employee of
the owner or operator of the machine, can be induced
to sign for its airworthiness day by day.

If anybody is killed, or seriously damaged, by the care-
lessness or incompetence of the pilot, or through the un-
fitness of the machine, then the Common or Criminal
Law of the Land applies. But the Air Ministry itself
cannot prevent accidents by forbidding the pilot to fly
or forbidding the use of the machine when once certifi-
cates or licences have been issued.

The New Power in the Air.

Therefore is it eminently satisfactory to find the
following section in the new Bill : —

12. — (1) The Secretary of State may make regulations pro-
viding for the investigation of any accident arising out of or
in the course of air navigation and occurring in or over the
British Islands or the territorial waters adjacent thereto, or to
British aircraft elsewhere.

(2) Without prejudice to the generality of the foregoing
provision regulations under this section may contain pro-
visions—

(a) Requiring notice to be given of any such accident
as aforesaid in such manner and by such persons as may
be specified in the order ;

(b) Applying, with or without modification, for the pur-
pose of investigations held with respect to any such ac-
cidents any of the provisions of section three of the
Notice of Accidents Act, 1894; (57 & 58 Vict. c. 28).

(c) Prohibiting, pending investigation, access to or in-
terference with aircraft to which an accident has occurred,
and authorising any person, so far as may be necessary for
the purpose of investigation, to have access to, examine,
remove, take measures for the preservation of, or other-
wise deal with any such aircraft ;

(d) Authorising or requiring the cancellation, suspen-
sion, endorsement, or surrender of any licence or certi-
ficate granted under this Act, or any order made
thereunder where it appears on an investigation that the
licence ought to be cancelled, suspended, endorsed, or sur-
rendered, and for the 1 roduction cf any such licence for
the purpose of being so dealt with . . .

(3) If any person contravenes or fails to comply with any
regulations under this section, he shall be liable on summary
conviction to a fine not exceeding fifty pounds or to imprison-
ment with or without hard labour for a term not exceeding
three months. ■

What is an Owner?

It is also to be noted that in the Bill the word "owner"
includes "any person to whom the aircraft is demised"
or "any person to whom the aircraft is hired at the time
of the offence." That is to say, either the pilot or the
hirer may be held responsible for an accident or trespass
if the machine is out of the hands of the real owner at
the time.

And, finally, the new Bill gives the Air Ministry the
actual power necessary to institute proceedings against
those who break the Law of the Air.

320

The Aeroplane

August ii, 1920

All of which is very much to the good, and will not
only make flying much safer in the future, but will en-
hance still further the reputation of British aircraft
abroad.

The Need for Stringency.

There is no doubt that the whole system of checking
the airworthiness of aeroplanes needs tightening all
round. This is certainly not due to any lack of keenness
or energy on the part of General Bagnall- Wild or his
Aeronautical Inspection Department, but simply because
under the old Act that Department has not the power
to make its work as effective as is desirable.

It can refuse an airworthiness certificate when applica-
tion is made for a new certificate, but it cannot with-
draw that certificate when once granted. Also, one be-
lieves that it has not as yet the power to insist on such
detailed inspection as may seem desirable in some cases
of machines which have been in use for a considerable
time.

Some time ago a fatal accident occurred in a machine
which was called an Avro in the accounts of the accident.
This machine had been built during the war by another
firm, and not by the Ayro Company. It had been used as
a school machine for a considerable time and had then
been sold to another owner for passenger-carrying of the
kind commonly called "joy-riding." Finally it collapsed
in the air with fatal results.

Now, though the Air Ministry's Accidents Committee
has investigated the case, no report as to the cause of
the accident has been published. The result is that a
considerable number of people must be under the im-
pression that the affair was merely one of the incidents
inseparable from flying. One ventures to suggest that
quite a different impression might be given if all the
facts were known.

Desirable Publicity.

For example, it should be made clear that the machine
was not by any means new. Also the date of inspection
for its airworthiness certificate by the A.I.D. should be
published. And the public should be told whether that
inspection included the opening up of the wings and
fuselage so that the state of the internal structure could
be investigated. Furthermore, the position and tech-
nical qualifications of the individuals who vouched- for its
airworthiness day by day should be stated.

So much publicity at least is desirable from all points
of view. The owner or owners of the machine would, one
feels sure, be glad of a public statement to make it
clear that they were not to blame. The Avro Co. would
certainly wish to have it known that they were not in
any way concerned. The makers of the machine, whether
now in the Aircraft Industry or not, would be equally
glad of full publicity. The A.I.D. would also, one feels
sure, like to have it known that they did all that lay in
their power to assure its airworthiness. x

The Allocation of Blame.

On the other hand, if blame can be fixed on any firm
or individual, that blame should be allocated publicly
without fear or favour, just as blame is allocated
to any unfortunate engine-driver or signalman who
makes a mistake and causes a railway accident. There
is even more reason why blame should be fixed on in-
dividuals responsible for aeroplane accidents than on
those concerned with railway work, for the flying and
operating of aeroplanes is not only more individual work,
but at the moment bad work or carelessness has much
more far-reaching results in aviation than in the running
of railways. Yet, so far as one can discover, the Air
Ministry has not even the power to issue such a report
as one has suggested. Whether it is that there is no

Department which could issue such a report ; or whether it
is that the Accidents Committee is only concerned with
the technical details of breakages and is not entitled to
take evidence as to A.I.D. inspection, the competence of
owners or operators of aircraft, and the previous history
of machines : or what is the hindrance, one does not
profess to know.

Harmful Concealment..

The fact remains that though, as Lord Londonderry
said, "the experience gained in investigating them (ac-
cidents) has been of great value," that value has not
been anything like as great as it might have been, for the
very good and sufficient reason that the results of the
investigations have been confined to the technical people
within the Air Ministry.

Neither the aircraft constructors, nor the readers of
the technical papers, nor the general public, who, it is
hoped, will become regular users of aeroplanes some day,
are allowed to know these results. And so false ideas,
damaging rumours, and erroneous statements are allowed
to circulate, to the very great detriment of Civil Aviation.

The Value of Reputations.

Of course, the great aircraft manufacturing firms them-
selves do not need the close and constant inspection which
is necessary, or at any rate advisable, in the case of in-
dividuals or small firms who are merely operating
machines built by other people. To the big firms their
business reputation is so vital that their own internal in-
spection is far more rigid than anything on which the
A.I.D. could insist.

When, for example, Mr. Handley Page flies to Paris,
as he did last week for the first time (incidentally, in his
humorous way, announcing himself thereafter as a con-
firmed convert to faith in commercial aviation), one may
be fairly sure that all his firm's machines are very
thoroughly inspected before every flight. When Mr.
A. V. Roe flies, as he does frequently from his home near
Hamble to London, and from London to his works at
Manchester, one may bet on the airworthiness of his
products. When Mr. Sopwith again takes to the air, as
he did last week, there can be no doubt about the machines
in which he flies.

Suspection and Inspection.

But when a little syndicate of local commercial men
or former Service aviators get hold of an obsolete war
machine or two, and fake them up for passenger carry-
ing, in the hopes of making money out of them during
the summer and autumn . holiday seasons with the
smallest possible expenditure of capital and labour, then
it is evident that very close and frequent official inspec-
tion is necessary.

Also, when, as will happen in due course, air lines be-
come money-making concerns, with the help of con-
gested roads and high railway fares, pome air lines will
be run as some shipping concerns are run, on the good
old principle of making money out of freights as long as
it can be done, and drawing the insurance money on a
total loss when the craft is past earning any more. Then
the most rigid inspection will be necessary.

Lighter-than-Air-Craftsmanship.

Ultimately, also, airships will acquire some commer-
cial value. When it is no longer a joke, but merely a
matter of consulting a time-table, to discover the answer
to the question, "Where do the airships go to in the
winter time?" lighter-than-air-craft will in their turn
need airworthiness certificates, and most elaborate in-
spection will be necessary.

Which will doubtless rejoice the heart of General Bag-
nall-Wild and his confederates. And one hopes that not
only the power but the personnel will be permitted to
the A.I.D. to assure such inspection being fully effective.

August ii, 1920

The Aeroplane

321

Enabling Bill.

As may have been gathered, the new Bill concerns ex-
clusively the Department of Civil Aviation. Sir Frederick
Sykes, Controller-General of that Department, has
laboured strenuously for the good of Civil Aviation ever
since hostilities ended, and under the most difficult cir-
cumstances. He has had, so to speak, position without
power, an office without officials. He has had to work
with words rather than deeds. And yet Jie has done

much to establish this undeserving country as the leader
of the world in Civil Aviation.

Sir Hugh Trenchard has made the R.A.F. the leading
militant power in the air. One hopes that the new
powers conferred on the Air Ministry by this enabling
Bill will enable Sir Frederick to place British Civil
Aviation in as dominant a position as that occupied by
the R.A.F. Then we shall indeed be able to claim the
Command of the Air. — C. G. G.

THE AIR MINISTRY COMPETITION.

In accordance with the programme the
. Air Ministry " Comfort, Safety, and
Economy " Competition for large and
small aeroplanes duly opened on Tues-
day, Aug. 3rd, at Martlesham Heath.
The list of entrants for these two sec-
tions was as follows : —
Large Aeroplanes —

1. Aircraft Manufacturing Co., Ltd.

2. Central Aircraft Company.

3. Handley Page, Ltd.

4. Vickers, Ltd.
Small Aeroplanes —

1. Austin Motor Co., Ltd.

2. Wm. Beardmore and Co., Ltd.

3. Bristol Aeroplane Co., Ltd.

4. i-'etters, Ltd. (The Westland Air-

craft Works). "

5. A. "V. Roe and Co., Ltd.

6. Sopwith Aviation and Engineer-

ing Co., Ltd.

Of these the Aircraft Manufacturing
Co.'s entry has been withdrawn in fact,
though it is understood that no official
intimation to that effect has arrived .

Of the remaining three large machines, two, the Vickers
"Vimy Commercial" and the Handley Page W.8, had arrived
on the specified date (Tuesday, 3rd). The Central Aircraft
Company's Centaur 2A was delayed en route by a broken petrol
pipe and reached Martlesham on Wednesday.

All the small machines had arrived, whole or in part, on the
Tuesday, with the exception of the Sopwith entry, which,
however, arrived on Wednesday morning with Mr. Sopwith
on board, piloted by Captain Jordan.

The small machines are the following : —

Austin Motor Co. — -Austin "Kestrel," a two-seater "side by.
side" version of the well-known "Whippet." The construc-
tion is in general very similar to the better-known single-
seater, but a 200-h.p. Beardmore en^me is fitted. Conven-
tional type wire bracing is fitted to the wings.

William Beardmore, Ltd. — The Beardmore W.B.X, a
Beardmore-engined two-seater, carrying the passenger in front
in a totally enclosed cabin. It is notable 'for the fact that
duralumin enters very largely into its construction.

The Bristol Aeroplane Co.. Ltd — The Bristol "Seely" — a
modification of the well-known Bristol Tourer.

Westland Aircraft Works — A Napier-engined machine
very similar in general arrangement to the Limousine, fitted
to carry five passengers and pilot.

A. V. Roe and Co. , Ltd.— The Avro triplane with the Sidde-
ley "Puma" which appeared at Olympia.

The Central Aircraft Company's two en gined biplane entered for the large aero=
plane section of the Government Competition.

The Sopwith Aviation and Engineering Co.. Ltd. — The
Sopwith "Antelope" which was shown at the Aero Show.

On Tuesday the proceedings were confined to the examina-
tion and weighing of such machines as had arrived.

On Wednesday morning work commenced at 5 a.m., the
Avro triplane making the flights for the high-speed test and
reaching a speed of 95.7 m.p.h

At 12.47 the Sopwith "Antelope" started on the endurance
and economy test— two flights of 35 hours each at not less
than 80 m.p.h , with an interval of not more than one hour
between. The first 35 hours was completed at 4.15 p.m., and
after tea the machine ascended at 5.10 and completed the test.

During the day the Westland, the Handley Page, and the
Vickers all made trial flights. The Handley Page is reported
to have damaged one airscrew, and it is possible that this
may delay her tests.

On Thursday and Friday inclement weather prevented any
continuation of the trials.

On Saturday the Avro triplane starred early on its relia-
bility and economy tests, and was followed shoitlv by the
Vickers "Vimy." Both machines completed their trials, the
"Vimy" paying a visit to Margate in the course thereof.

On the iame day the Sopwith Antelope, the Austin
"Kestrel" and the Bristol "Seely" all ran over the speed
course for their speed trials.

TABLE OF RESULTS UP TO AUGUST gTH.

Machine.

Central Aircraft Co.

Handley Page, Ltd.
Vickers, Ltd

Austin Motor £0., Ltd....

W. Beardmore and Co.,
Ltd.

Bristol Aeroplane Co.,

Ltd. ,
Westland Aircraft Works

A. V. Roe, Ltd.

Sopwith Aviation Co.,
Ltd.

Pilot.

P. B. G. Castle-
man.
Major Brackley
Capt. Cockerel!
Capt. Broom

M. D. Nares

G. Powell

C. F. Uwins
A. S. Keep
Capt. Hamersley

H. G. Hawker

Weighed
empty.

High and Low Speeds.

Reliability and
Economy.

Self-con-
trolled flight

Landing
■ (glide).

4/8/20

4/8/20

/•High Speed, 6/8/20,
I 109.96 m.D.h.
] Slow Speed, 8/8/20,
V 45.1 m.p.h.

Accepted 7/8/20

/W

(-=6.33)

5/8/20

5/S/ao

7/8/20

3/8/20

High Speed, 7/8/20,
108.3 m.p.h.

6/8/20

3/8/20

High Speed, 4/8/20,
95.7 m.p.h

Accepted 7/8/ 20

4/8/20

3/8/20

High Speed, 6/8/20,
110.35 m.p.h.

Accepted 4/8/ 20

/W

iG=4 3

6/8/20

5/8/20

322

The Aeroplane

August ii, 192&

SIX MONTHS OF

(Concluded from

AMERICA.

CUBA.

The Cuban Government is said to intend to spend 15,000,000
dollars (about ;63, 950,000) on the purchase of ail craft. The
Farman firm with pilots already in Cuba are organising a
Cuba-U.S.A. air service.

ARGENTINA.

An Aviation Division in the Ministry of Marine was formed
in October, 1919, and 2.50,000 pesos are set aside in the
Budget for 1Q20 for the purchase of war material.

Three companies, (1) the CompanU Franco-Argentina des
Transportes Aereos (of French origin), (2) the Conipania
Argentina des Transportes Aereos, associated closely with
Saenz Mai and Co. (both these two companies owe their
existence to the acquisition of French and Italian surplus
stock left by military missions), and (3) the Sociedad Rio
Platense de Aviacion, are in existence.

A second mission from Italy arrived at Buenos Ayres on
March 29th. It is composed of pilots and mechanics sent by
the Ansaldo Company.

The Curtiss Aeroplane and Motor Corporation has repre-
sentatives in the country and is said to be training officers
and civilians at Palomar. It is believed that the Ministry of
Marine has bought a few Curtiss machines.

BRAZIL.

As a result of the mission established in October, 1918,
France have valuable aeronautical contracts,; and is to train
and equip the Brazilian Flying Corps.

There is an Italian propagandist mission in Brazil.

Nine Curtiss aeroplanes, it is understood, have been ordered
from the United States of America.

The British Government has made a gift of aeroplanes to
Liazil.

A prize of /Jio,ooo is on offer for the first flight from
Lisbon to Rio de Janeiro. It is understood that the Ministry
of Marine has j£io,ooo to spend in giving assistance.
CHILL

A late R.A.F. officer was given charge in November, 1918,
of instruction at the military aviation camp The contract
expires in November this year.

British firms are endeavouring to obtain commercial avia-
tion concessions.

CIVIL AVIATION.

the issue of July 28th.)

COLOMBIA.

On April nth, 1919, the Ministry of the Interior called for
public tenders for aerial transport.

The French have contracted with the Compania Colum-
biania de Navegacion Aerea (capital ,-£160,000) to send out
pilots and mechanics to lay out aerodromes and establish
services between vaiious towns.

Report says that a company with French capital has been
formed to establish seaplane service on the River Magdalena.
ECUADOR.

There is an Italian mission in Ecuador. .

The Americans ;>re reported to have offered a supply of
aircraft to the Arm}-. The Government r.sked in December,
1919, for particulars of British aircraft for military use.
PERU.

The country is mountainous and seaplanes are the most
useful form of aircraft for Peruvian use.

•The Peruvian Post Office. have asked for air route tenders
(between Tarma and Iquitos) from several European and
American firms.

Several British firms have made proposals to the Govern-
ment.

The Curtiss Company has three machines in the country
and is trving to secure the aerial services contract.

THE UNITED STATES OF AMERICA.

Senato' New's Bill for the creation of the Air Department
has, in view of the high costs invc lved, been referred back
to the House Committee on Military Affairs for amendment.

Several States and cities have formulated independent
measures for air regulations. The probable result will be
similar lack of co-ordination in aerial law as in the existing
U.S. motor law. The "Air Service has formulated rules of?
the air as a guide to pilots."

A Bill to regulate the use of aircraft introduced in the
New York State Assembly on February 26th, was referred to
the Committee of the Judiciary.

The Government run air mail services from New York to
Washington and Chicago.

Many air transport companies have been formed A daily
mail service between Manilla, Fort Mills and Santa Cruz in
the Philippines has been opened.

So ends my precis of the official "Half-yearly report on the
Progress of Civil Aviation (Oct. ist, iqzg — March 31st, 1920),
issued early in July by the Air Ministry. — w. E. Di; B. w.

A CLAIM BY M. ROBERT ESNAULT=
PELTERIE.

In 1907 M. Robert Esnault-Pelterie, even in those earlv
days distinguished in aeronautical investigation, patented the
single lever for operating both longitudinal and lateral con-
trols. Some time before the outbreak of the war in 1914 he
instituted proceedings against various firms of aeroplane con-
structors, which, however, were interrupted by the outbreak
of hostilities.

In 1918 M. Esnault-Pelterie reopened his action against
alleged infringers of the -patent in question, claiming a sum of
2,000 francs in respect of each machine fitted with the device.
The Court has ordered the question as to the amount of
damages to be considered by a committee of experts, and ;n
the meantime an injunction lias been granted to the inventor
prohibiting payment to the alleged infringing firms of the
sums due to them from the French Government for aircraft
built by them.

Four firms have applied for the removal of this injunction,
and in three cases the decision has been adjourned. In the
fourth jase — that of Vickers, Ltd. — the Court has reduced
from ;£6o,ooo to ^32,000 the amount to be withheld against
this claim."

It is estimated that the total sum involved is something
over 50 millions of francs.

AERIAL TRAFFIC AND "JAMMED "
WIRELESS.

Now that several machines on the Continental an lines are
fitted with wireless telephones, forced landings and accidents
should be reduced to a minimum. Steps should be taken,
however, by the Air Ministry aprainst Chelmsford Wireless
Station, or any similar offender, if the occurrence?, of Friday
last are repeated.

On that day at about 15.00 hrs. Mr. Barnard on the Vickers
"Vimy" belonging to the Instone Air Line was crossing the
Channel in a thick fog and was trying to obtain weather
reports from Lympue. All he could hear was a concert which
was bein^ given by the Chelmsford W ireless Station to the
v. orld at large, causing jamming, which, while doubtless very
charming to those in charge of the much-boomed Carmelite
House or any other listening-in set, was not so attractive to
the pilot of the " Vimy " in the fog as would have been
\\ eather reports from Lympne.

One of these days there will be a serious crash or a machine
will be lost at sea, through a pilot coming over in bad weather
trusting in his wireless, only to find it is being used as a toy
to amuse children. — G. n.

A PIONEER RETURNS.

Commander P. Flarrington Edwards, D.S.O., senior part-
ner in Harrington, Edwards, and Cobban, solicitors, of 33,
Southampton Street, Strand, W.C.2, has now been demobi-
lised and has returned to the active practice of his profession.

Commander Edwaids will be remembered by the pioneers
of aviation as a very active propagandist in the early days.
He organised in 1911 a thoroughly excellent scheme of
landing grounds to cover the main air routes in the British
Isles, and registered a company which was to control these
landing grounds under the clever title of A.I.R., Limited, the
initials standing for " Aeronautical Investigation and Re-
search." Unfortunately public interest in aviation at that
period was not sufficient to give the company control over
the suggested landing grounds, though Commander Edwards's
foresight is confirmed by the fact that to-day aerodromes exist
at practically all the places indicated in his original scheme.

One hopes that now that Commander Edwards has returned
to civilian life he will renew his interest in civil aviation as
well as in the legal profession.

THE AERIAL DERBY WELSHERS.

One is glad to be able to state that at least one group of the
absconding " bookies " from Hendon has been caught and
prosecuted. Three men who performed under the " nom de
politesse " of " Jack Jones," whose most real names are
Yates, Brynston, and Levy, were brought up at Hendon in the
week following the Aerial Derby and were remanded on bail
for a fortnight. During this interval they whiled away the
time in trying to make a little more pocket-money at Good-
wood by attempting the same tactics.

Being somewhat '■' fat and scant of breath '' they were
again, unfortunately (for them), apprehended, and are now
spending a pleasant holiday, untrammelled by thoughts of
increased railway fares and excess profits duty, at the expense
of a grateful country. One hopes that during their period of
enforced activity they will rind time to peruse The Aeroplane,
so that at next year's event they will offer more reasonable
odds and so not disappoint their patrons, of whom one will
not be one. — G d.

August ii, 1920

The Aeroplane

323

THE

ODW1

j AVIATION \€r* ENGINEERING C9 UP |

Predominant in War —

Prominent
Peace

THE ANTELOPE.

Registered Offices and Works :

KINGSTON-ON-THAMES

Telephone: Kingston 1988 (8 lines).
Telegrams: "Sop with, Kingston."

in

SOPWITH AEROPLANES
embody an experience in
aircraft of all types second to
none.

The three Sopwith Civil
Flying Machines — Antelope,
Gnu, and Dove— render, each
in its particular class, the
highest possible performance,
compatible with great strength,
durability, and wide speed
latitude.

Whatever the purpose be,
a Sopwith can do it the best.

London Offices :

65, SOUTH MOLTON ST.

Telephone: Mayfair 5803-4-5. yff \
Telegrams 1 " Bf flconomy. Phone, London,"

Agents for Australasia: THE LARKIN-SOPWITH AVIATION CO. OP AUSTRALASIA, LTD., 18, OURNBR
STREET, ST. K1LDA, MELBOURNE; also ABERDEEN HOUSE, 94, KING STREET, MEL-
BOURNE; and LONDON BANK CHAMBERS, Corner of PITT and MOORE STREETS, SYDNEY.

5

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

324

The Aeroplane

August 11, 1920

NAVAL AND MILITARY AERONAUTICS.

GREAT BRITAIN.

NAVAL

Admiralty Api ointments.
The following appointment has been made : —

Aug. 7th. — Lieut. -Cotndr. — E. B. Arathoon, to Furious, Aug. 6th.
Aug. 9th.— Gunner (T.).— J. W. Heather, to Aagus, Aug. 7th.

AIR FORCE.

CADETSHIPS IN THE ROYAL AIR FORCE-
The following statement was issued on Aug. ^Ih : —
The following are declared by the Civil Service Commissioners to
be the successful candidates at the competitive examination held in
June, 1920, for Cadetships at the Royal Air Force Cadet College; but
their admission is conditional to their having passed the medical
examination.

A table of marks will be sent to each candidate as soon as pos-
sible : —

"■Barnes, I,. K J1608 Keey, E C 7733

•Sealy, C F 10600 Fleming, T. S. S 7223

Swales, N. R 9850 Coghil], J. A. C 7119

Vintcent, N 9471 *Stevens, C. H. A 7063

*Anson, C. 0 9436 *Pakes, C. W. S 7029

Curry, W J 9399 Reid, E 6936

Macfadyen, D 9388 Riccard, C. S 6930

Carey, B 9151 Schmidt, C C 6911

Bruce-Bennett, V 9081 Hiddiugh, A. G 6676

■Healy, E. A 8716 *Dawson, W. L. 6669

Caithness, J. E. S 8672 Bett, D. I,. G 6546

fMusin, F 8os4 Coventry, E. B 6546

*Pelly, C. B. R: 7762

* 1 hese candidates have received marks for military efficiency.

PASSAGE MONEY FOR OVERSEAS AIRMEN.
The Air Ministry made the following announcement, August 3rd : —
Approval has been given for the extension to August 31st, 1920, of the
time within which applications can be lodged for refund of passage
money to individuals who came from abroad before September 30th,
1916 (February 15th, 1916, in the 'case of South Africa), to serve in the
war, provided the applicants in question were prevented from sub-
mitting their claims previously owing to : (a) their actual engagement
in military operations in distant parts of the world since the Armi-
stice, or to (b) incapacity due to wounds or sickness contracted on
active service.

All applications must be accompanied by a statement (if possible,
certified as correct by the officer commanding the unit), showing the
circumstances in which the applicant was prevented from rendering
his claim by October 1st, 1919.

MEMORANDUM REGARDING PATTERN OF R.A-F. NURSING
SERVICE BADGES.

Ant Ministry, July 30th.
1. It is notified for information that new patterns of Uniform and
Hat Badges for the R.A.F. Nursing Service have been approved.
These badges are as under: —

For Wear with Outdoor Uniform. — Winded Caduceus of Mercury
Badge, surmounted by a crown, made in "all gilt."

For Wear with Mess Dress. — Winged ''Caduceus of Mercury Badge,
as for wear with Outdoor Uniform, but with silver wings.
The position of these badges will be as follows : —
Outdoor Uniform :

(a) On the lapel of the Norfolk coat. The bottom edge of the
badge to be one inch above the inner end of the step, opening
on the collar of the coat.

The staff of the badge to be parallel to the inside edge, and
midway between the inside and outside edge of the collar.

(b) On the shoulder cape The staff of the badge to be placed
diagonally on the front corners of the cape, midway between the
point of the cape and the turn of the band.
Mess Dress.— As at (b) above.

The above patterns of badges will be adopted as from September 1st,
1920, and in the meantime badges of the old pattern should not be
made.

The new pattern badges can be seen on application to E-4-C, Air
Ministry, W.C.2.

2. Hat Badge.— The R. A.F.N. S. metal badges and black mohair bow
in front of the hat have been abolished, and instead, the members of
the R. A.F.N. S. will wear the same hat badges as officers, of the R.A.F.,
with a plain black mohair band.

G Young,

E-4-C. Squadron Leader for D. of E-

The Walmer Air Force Memorial.

On Aug. 7th the Walmer Air Force Memoiial erected by the
Countess Beauchanip was unveiled by Air Commodore C. L.
Lambe and dedicated by the Chaplain-in-Chief of the Royal
Air Force. The memorial has been erected in memory of
fifteen officers of the Royal Air Force who were killed while
serving at the local aerodrome during the war. H.R.H. the
Duke of York sent the following telegram to the Countess
Beauchanip : —

" I am very glad to hear that you, are dedicating a memorial
for Walmer aerodrome. Please convev to those of the relatives
who may be present my sincere and deep sympathy for the
sore loss they have sustained in the death of the gallant men
who gave their lives for their country and Empire in the
service to which I have the honour to belong."

To Ex-Officers of the R.A.F.

An aerial transport company which is organising aerial
communications on a serious basis wishes to get into touch
with former R.A.F. officers to act as correspondents in the
following towns: — Margate, Dover, Folkestone, Dymchurch,
Ashford, Headcorn, Chatham, Maidstone, Tonbridge, Tun-
bridge Wells, I.ealherhead, Lfotmskw, Hendon, and Ilford.

The duties of these correspondents will be to send four
telegrams and two telephone messages per day. The corre-
spondents will receive retaining fees and of course all ex-
penses will be paid. Those desirous of co-operating in this
work are requested to write to the editor of this paper, mark-
ing their letters " A.T. Correspondent^."

To N.C.O. Pilots.

It has been suggested that a reunion dinner for N.C.O.
pilots and observers shall be held later in the year. Past and
present N.C.O.s who would like to be present at such a re-
union are invited to write to the Editor of The Aeroplane,
who will be pleased to put them in touch with one another
so that they may form a committee and elect a secretary to
make the necessary arrangements.

THE SEPTEMBER RACE.

Now that the Royal Aero Club have decided to hold another
race meeting in September the following suggestion for a
course is offered. There is absolutely no doubt that a cross-
country race during which the machines go out of sight, but
during which reports from turning points are continually
•coming in, is far more exciting and causes more wice-spread
interest than does a short cross-country race in which the
machines are in sight all the time. To begin with, the mere
fact that machines will pass over a suburban garden will draw
the occupants' attention to the jace fa*- more than any other
way, and when they have had time to think of this, oc when
they realise how exciting the last race looked from that van-
tage spot, they will probably consider going to the starting
and finishing point themselves.

Furthermore, the more people that see the race, whether
they pay to see it or not, the better for future races, and,
what is more important, the better for the future of aviation,
since bringing aeroplanes to one's door, or, rather, just over
one's house, is the best possible method of spreading the
gospel of aviation. And by what better method could thou-
sands of people be made to see flying than by a race which
takes machines over Worthing, Brighton, Eastbourne, and
Flastings, four seaside towns which would be at the height of
their season in September.

Therefore one suggests a course somewhat similar to the
Aerial Derby which could be started at Hendon, thence in
order to Brooklands, Worthing, Brighton, Eastbourne, Has-
tings, Wrotham, Epping, and so back to Hendon. Possibly
the machines might make a circuit of some mark boats at
each seaside place, or even land at aerodromes there. This
latter would be of great advantage to slower machines and
machines with a small tankage. The race could be called the
"Circuit of the Seaside," a name that would ensure its popu-
larity with the daily and local Press. Possibly, to ensure
greater support, it might be produced to Thanet and Southend,
and local bodies might help to add interest by giving a prize

to the machine that passes their own town first. The course
as originally suggested would be just 200 miles long, but with
the inclusion of Thanet and Southend it would be increased
to about 250 miles.

While the machines are out of sight some form of "Jam-
boree " could take place, as in the Aerial Derby, with possibly
a short pylon race for Avros and D.H.6s. Anyhow, one is
perfectly confident that a race of this type would attract far
more people and be of far more practical use to aviation than
would an out and home short cross-country affair. — G. D.

A PIONEER AVIATOR AND THE ATLANTIC.

Weary of luxury, yet anxious to leave America in its
Western isolation, it is becoming a habit with the adventurous
to cross the Atlantic in vessels so small that even Columbus
would have hesitated befoie he made the fatal error of dis-
covering tiie country which " won the war."

On Aug. 9th the 15-ton ketch Typhoon arrived at Cowes
from Nova Scotia, having covered the 2,158 logged miles be-
tween Cape Race and the Bishop's Rock in 15 days, 9 hours
and 25 minutes. One of the three on board was Mr. Frederick
Thomas Baldwin, manager of Dr. Alexander Graham Bell's
(inventor of the telephone) laboratory. The ketch itself was
built on Dr. Graham Bell's estate in Cape Breton, Nova
Scotia.

Mr. Baldwin will be remembered as one of that talented
party of four — the others of -which were Dr. Graham Bell, Mr.
Glenn Curtiss, and Mr. Mc.Curdy— who designed, built, and
flew in 1908 and 1909 the lied Wing, White Wing, June Bug,
and Silver Dart series of biplanes. Over the ice of Baddcck
Bay, Nova Scotia, and over Bras d'Or Lake, in the winter of
1908 and in February and Match of 1909, a total of not less
than 1,000 miles was flown on the Silver Dart by Mr. Baldwin
and his friend, Mr. McCurdy. In the history of effective
flying they come next in precedence to the Wright brothers,
if one excludes the many short flights made in France by
Henri Farman, Louis Bleriot, Leon Delagrange, and others.

August it, 1920

The Aeroplane

325

is the highest powered and most
modern Aero engine passed for
Government and Commercial Service.

The Napier has further
proved its reliability
by its splendid service on
the London and Paris route.

The Napier holds 23
official British Speed
Records, thus proving
its high speed capabilities.

C To obtain high speed machines, fit
the 450 H.P. Napier Aero Engine—
the engine of PROVED reliability.

Call and inspect Britain's foremost
Aero Engine, or we will gladly
forward particulars on application.

D. NAPIER & SON, LTD.,

14, New Burlington Street, W. 1.
Works - - Acton, London, W.3.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

326

The Aeroplane

August ii, 1920

NEW

AVIATION

INSTRUMENTS

Dashboard Clocks

30 - hour models with
Holder and Pads com-
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Air Pressure Gauges

Fitting flush on Dash'
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flange.

Latest equipments by the
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much

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Altimeters

Registering up to 10,000
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Oil Pressure Gauges

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registering
o- 10 lbs. 0-25 lbs.
0-60 lbs. 0-100 lbs.
inch dial, inch over
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Inclinometers

A very smart design, shows lateral
deviation in degrees.

A very large variety of all
kinds of recording instru-
ments are now available in
almost any quantity for
immediate delivery.

In perfect condition for
instant installation, as when
tested and accepted by the
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Each item embodies the
greatest care in both manu-
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The Aircraft Disposal Co. Ltd.

Regent House
KINGSWAY

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LONDON

Regent 5621 (3 lines)

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

Supplement to The Aeroplane, August ixth, 1920.

327

INCOEPOEATING AIRCRAFT ENGINEERING, AERODYNAMICS, AIRCRAFT FINANCE AND COMMERCIAL AERONAUTICS
AND MATTERS PERTAINING TO THE AERONAUTICAL ENGINEER AND THE AIRCRAFT TRADER.

IIIIIIIHHIIIIIIIIIIIillllllllllllHIIilillllllllllH

THE WEEKLY COMMENTARY.

In the columns below will be found some notes on the
very interesting exhibits which appeared in the gallery
at the Aero Show. These notes do not pretend to deal
exhaustively with the subject.

They are intended rather to give an idea of the
thoroughness with which research into the factors which
make for safety in aeroplanes, and the processes of in-
spection to secure satisfactory materials, structural
design and workmanship in British-built aircraft have
been organised and carried out by those departments of
the Air Ministry which are charged with such matters.

Particularly excellent were the representatives of A.I.D.
in charge of their Department's exhibits. Their willing-
ness to supply all information called for, coupled with

a refreshingly accurate knowledge as to the exhibits,
made this part of the Show a delight to those of an in-
quiring turn of mind.

Mr. Hildesheim contributes some notes on the history
of the German Aviatik firm and on the development of
Aviatik aircraft.

An account of the work carried out in Sweden by the
P.O. Flygkompani, in addition to its interest as a narra-
tive, gives some useful information as to the technical
difficulties encountered in the use of aircraft in an in-
clement climate and a district far removed from repair
facilities.

THE AIR MINISTRY EXHIBITS AT OLYMPIA.

Of the exhibits which filled the gallery at Olympia, all of
them contributed by the Air Ministry, that staged by the
Aeronautical Inspection Department illustrative of the tests
and measurements made during the process of manufacture of
both aeroplanes and aero engines was extremely interesting
and instructive.

The first exhibit in this section, actually a contribution
from the R.A.E., showed the skeleton of a Sopwith "Camel"
inverted upon trestles and with its wings loaded for a strength
test.

This is shown in a photograph which illustrates the method
of support of the fuselage and the method of loading with
quilted bags of lead shot of standardised weight.

The next exhibit showed the measurements made to ensure
accuracy of trueing up. In this case the machine was a
Bristol ''Fighter," blocked up to the trueing-up position,
and equipped with plumb bobs, incidence gauges, and the
like instruments, and with tapes illustrative of the numerous
measurements which compose the routine of erection check-

ing. After these familiar sights there were to be discovered
numberless special instruments, gauges and jigs devised for
the securing of accuracy in the manufacture of the components
of aeroplanes,. aero engines and airscrews.

Of the importance and the volume of this checking work in
the late war one may judge by the presence among the A.I.D.
exhibits of two balances expressly designed for checking
the weights and the balance of the cylinders of rotary eng.:. .
and of the connecting rods of engines generally.

It is fairly obvious that such measurements could be car-
ried out on small quantities of parts by the use of normal
weighing appliances of adequate sensitivity. That it should
have been worth while to devise and build the complex instru-
ments exhibited shows how great an amount of this work
must have been necessary and how thoroughly it was
carried out.

Many of the gauges devised for checking the dimensions of
engine parts were extremely ingenious. One in particular
was designed to secure that an internal and an external key-

The inverted skeleton " Camel " with
its wings loaded with shot=bags, in
the gallery at Olympia, Note the
beams arranged under the wing
spars to support them when they do
fail, so ihat the structure shall not be
so damaged by falling, ii it does col=
lapse, as to obscure the original point
of failure. These beams clear the
lower surface of the spars by about
an inch, so that when failure occurs
the collapsed portion only has that
distance to drop.

328 (supplement to TnE aEroplaNE ) Aeronautical Engineering

August ii, 1920

way in one particular engine component were accurately set
at their intended angle one to another.

This gauge consisted of two blocks of steel, each one half
of the same cube. Each half was bored to be a snug fit
on one end of the component in question. One half in addi-
tion was bored right through and into this orifice was fitted a
keyed plug which projected into the component and engaged
in the internal keyway.

The other half possessed a slot, in section similar to the
plan form of the external keyway, through which there passed
a long fitted plug to engage in this keyway. With the plug
111 place and entering the external keyway, provided that the
two keyways are properly located, the two' halves of the gauge
formed a perfect cube. Any error in location resulted in
the two halves of the cube being twisted relatively one to an-
other, and a very small error could be detected by touch
at the ioint between the two.

If the location were correct the joint could not be felt,
but the least twist resulted in a slight break in the surface
and the projection of a sharp edge.

Extremely interesting also were certain sectioned blocks
of cylinders showing the "innards" of an actual engine in their
working positions.

Photographs of two of these— a Hispano-Suiza. block of four
cylinders, and a Siddeley "Tiger" block of three, are re-
produced.

These two engines show certain features in common. The
cylinder block castings of both are of aluminium, with steel
cylinder liners. In the Hispano-Suiza the liner is supported
over its whole working length by the aluminium casting into
which it is screwed, and the cooling water is in contact with
the aluminium alone.

It is known that owing to the different expansion coefficients
of the steel liner and the aluminium casting complete
contact can only occur at some one temperature, and the
sectioned cylinder clearly showed that this temperature was
not that of Olympia.

It can be seen in one of the photographs of the "Tiger"
block that in this case the steel cylinder is screwed only into
the head casting, and the aluminium block casting which is
bolted thereto forms only the outer wall of the jacket. There
is therefore no possibility of an air space intervening between
the barrel and the cooling water.

The Ail-Steel Avro Wing, designed
and built at the R.A.E. The spars are
of corrugated steel strip, riveted to form
a box section. The ribs are built from
" closejoint " steel tube of about
5/ Hi in. diameter, and are wire cross=
braced. The leading edge is of C section
rolled strip, and steel tube drift struts
are used between spars. It can just be
seen in the photograph that the lift wires
are attached to saddle pieces which pass
round the spars and are attached by
large-diameter hollow bolts passing
through the neutral plane of the spars.

In the Hispano-Suiza engine the cams operate directly upon
the tabular valve stem heads, and the valve stem is large in
diameter to give ample bearing surface to take the side thrust
of the cam, and hollow to reduce weight.

In the Siddeley engine the same features are found in the
two inlet valves, but since it would be impossible to fit three
valves per cylinder, all directly under the centre line of a
common camshaft, the exhaust valve is operated through a
rocker arm.

Both these examples show the extremely complicated nature
of the castings which modern aero engines call for, and give
some idea of the difficulties which beset the inspector called
upon to determine whether such a casting is correct or not.

A further very interesting section was that devoted to air-
screws. Here airscrews in all stages, from the rough lamina-
tions, through the glued up, the carved, the filled, fabric
tipped and polished stages to the final test to bursting on a
spinning tower could be seen.

Further, instruments for checking blade shapes and angles,
and for testing balance were to be found, together with,
samples of all the more common defects to which airscrews
are liable.

The application of X-rays to the detection of flaws in the
interior of either materials or of finished parts was shown by
a number of radiographs. One of these showed the interior
economy of a certain box rib, and revealed the fact that a
wooden packing block supposed to fit tightly between top and
bottom laths of the rib actually failed to touch either with
more than line contact, and also that certain tacks had split
the wood whereinto they were driven. It would have been
impossible to determine otherwise whether or not the block
existed at all, let alone whether it fitted properly, after the
rib had been built, and it seems highly probable that in the
future this method of peering into the interior of such parts
to detect such cases of dishonest work may assume a great
importance.

Of instruments for testing and examining materials there
were large numbers, practically all of them already known
to general engineering practice, but evidencing by their
number and variety the very wide range of material which
goes to the making of the modern aeroplane.

Among the miscellaneous exhibits in this section was one
very interesting type of all-steel wing, designed and built by

Sectioned Cylinder Blocks from Olympia. Left,
one block of a Hispano-Suiza engine. Centre and
right, the three=cylinder unit of the Siddeley
" Tiger " in two different positions.

August ii, igjo Aeronautical Engineering ,Sn„plem„, „ T« »„„„.„,, 329

AT MARTLESHAM HEATH,

17th June, 1920,
THE

BRITISH SPEED RECORD

was beaten by
a

NIEUPORT L.S. 3 AEROPLANE,

fitted with an

A.B.C. 340 H.P.
DRAGON-FLY AERO ENGINE

Speed, 166 5 M.P.H.
WALTON MOTORS LTD.,

WALTON-ON-THAMES,
SURREY, ENGLAND.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

330 (Supplement to thb aeroplane.) Aeronautical Engineering

August ii, 1920

the R.A.IS. at Farnborough. The photograph gives a very good
idea of the form thereof.

The spars are steel boxes, formed out of corrugated strip
of thin gauge in what has now become practically a standard
method. The rib structure is particularly interesting. It will
be seen that the ribs are steel tube girders with wire cross
bracing. From the point of view of economy in weight this
is probably the best solution of the metal rib yet devised,
but it seems highly improbable that, in such small sizes as
this (the example is designed for a standard .504 K type Avro)
such a structure can be produced at a reasonable cost. One
irrepressible humourist described the exhibit as the "R.A.E.'s
imitation of God making flies."

At the same time it must be remembered that experimental
work is much better commenced on a modest scale, and that
demonstration that a satisfactory wing of the type is possible
in small sizes is an essential preliminary to embarking on the
design of much larger wings, and that for deep wings of great
chord this form of rib will probably be fairly cheap to con-
struct.

^ Another product of the R.A.E. was the "Fireproof" Avro.
This was the fuselage of an Avro, fitted with an A. B.C. "Wasp"
engine, wherein all possible precautions against the spread of
fire from the engine, via the carburetter back into the fuse-

lage and so to the tanks, had been embodied. In the scheme
adopted there was nothing of startling novelty, but in the
thoroughness with which the scheme was carried out there
were many object lessons to the designer of engine instal-
lations.

A very complete range of instruments for both the purposes
of straightforward navigation and for test flying were on view.

Of these one of the most interesting, and certainly one of
the most simple, was the R.A.R. turn indicator. This'depends
for its operation on the well-known fact that if a spinning
gyroscope is forced to change the direction of its axis of
rotation in any one direction it immediately attempts to also
change the direction of that axis in a plane at right angles
to the enforced movement.

The turn indicator is a small diameter flvwheel, carried in
bearings on a trunnion. The axis of the wheel is set parallel
to the line of flight, and the trunnion carrying the bearing
is free to turn against a spring round an axis athwart the
machine. If the machine turn, and the flvwheel with it, the
evroscope forces the trunnion to turn in its turn and so
rotates an indicating needle on the instrument board.

Rotation of the gyroscope is attained by cutting inclined
holes through the wheel itself and expositing it freely to the
wind, and the whole mechanism is of the simplest possible.

AVIATIK AEROPLANES.

By Erik Hildesheim

The Aviatik Type C VIII Two Seater,
with the 230=h.p. Benz Engine. This
was the best of the German general pur=
pose two-seaters to see service during
the war, and the cleanness ot outline i
noticeable. The lower wing passing
beneath the body is reminiscent of the
Bristol Fighter, but differs in that the
wing is made in one piece, as is the
upper plane. The arched fuselage line
of the Bristol may also be observed.

Aviatik aircraft have the questionable distinction of being,
after the Taube, the first type discovered by name by the
daily Press during the war.

The Aiitomobil and Aviatik Co., Ltd., may be remembered
as one of the earliest German aircraft works, starting with
the manufacture of Henri Farman box-kites and Hanriot
monoplanes, and eventually producing an Arrow tractor
biplane which, flown by Stoeffler, scored first prize in the
national German 24-hours' overland flight in 1913. During
the war this C.I two-seater, of 142 k.p.h. and 3,000 m. climb
in 36 min. with 450 kg. useful load, equipped with a 160-h.p.
Mercedes engine, developed through increasing power units
to the 230-h.p. Benz-engined C.VIII, here illustrated. This
had the best performance of the German C class at the end
of the war. The climb was 6,000 m. in 27 min. and the
ceiling 6,580 m., with a useful load of 430 kg. A feature is
the one-piece planes.

Contemporary with the heavy reconnaissance models there
were produced light two-seaters with a decreased useful load
of 360 kg. The appearance of the first "C.L." class Aviatik,
powered by a 180-h.p. Argus engine, is dominated by the
bending down of the top planes to the upper longitudinals
to afford the gunner a free field of sight and fire, to which
end the control cables of the rudder and elevator are also
placed inside the body. Another feature was the swivelling

of <the gun-ring round the centre line, thus enabling vertical
firing through holes in the fuselage.

In the scout class three Aviatik products were turned out
during the war, viz., the D.II, D.III, and D.VI, of which
the latter is shown. Th; former was equipped with a 160-h.p.
Mercedes engine and climbed with two fixed guns, a useful
load of 195 kg. and a flying weight of 870 kg. to 5,000 m. in
20 min. The D.III with the 195-h.p. high-speed gearless
Benz was a reply to the Spad-Hispano mount, and the D.VI
had by the, time of the Armistice been selected as the best
craft for the super-dimensioned 8-cylinder Vee-type Benz

An Aviatik of the C (two=seater)
class) fitted with the ^230-h.p. Benz
Engine. This machine has the air of
being a larger machine than the C. VIII
above, and is fitted with twobay wings
and balanced ailerons.

August ii, i92o Aeronautical fengineering (supplement to the aeroplane.) 33*

i

!
?

31

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KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

»

332 (Supplement to The aeroplane.) Aeronautical Engineering

August ii, 1920

The Aviatik C.L. Class Light Two=
Seater with the i80=h,p. Argus Engine.
Note the rigid wing truss and the
dropped upper centre sectioivrgiving the
pilot an excellent fighting view

with reduction gear. The twin row of struts with cable
wiring was revived so as to reduce vibration of the greatly
overhanging wing-tips. The performance was 6,000 m.
climb in 23 min. and a ceiling of 7.550 rn.

The Aviatik Company also took up the production of giant
aircraft, producing first under licence the Gotha twin-
engined bomber G.VIII and later the Staaken multiple-
engined R craft. In the original Zeppelin products the
power plant was four side engines in tandem pairs and one
tractor engine in the body nosr' ; but the Aviatik firm fitted
the interplantj power eggs with 220-h.p. Benz tractors and
a 530-h.p. 12-cylinder engine of the same make for the
pusher drive. These 1,500-h.p. Aviatik-Staaken giants were
thus the highest powered aircraft m service on the German
side at the end of the war.

From the experience thus gained the building of a 2,000-h.p.
giant was started upon in 1918, but its completion was inter-
rupted by the revolution. This machine was of the central
power plant type and instituted yet another solution of the
engine arrangement problem. The four 12-cylinder Benz
engines of 530 h.p. each are mounted athwartship side by
side and each drives its own screw through a transmission
shaft. Two of these are tractors and two pushers.

The engines are started by compressed air from the
mechanics' position. The petrol tanks, of 8 hours' capacity,
are bullet- and fire-proof, carried below the engines. Radia-
tors are mounted in the slipstream of the tractor airscrews.

The wing arrangement is a triplane with extreme stagger
of the middle one in regaid to the top and bottom ones, an
arrangement based upon research work at the Gottingen
wind tunnel.

The main dimensions are 55 m. span by 27 m. overall
length and 8.5 m. maximum height. Including 6 hours'
fuel, the useful load amounted to 7 tons. The estimated
performance was a climb to 5,000 m. in 2 hours and a speed
at 3,000 m. of 145 to 150 km.

The fuselage accommodation starts at the nose with an
open platform for the captain, next an enclosed navigating
position. Then follow the open cockpits for two pilots, with
the wireless compartment below. The engine-room is
se/arated off by a bulkhead.

»The longitudinals are built-up hollow spars and the cross-
members of tubes, as are the engine mountings. The under-
carriage is steel sprung and th-i wheels rubber, wooden, or
steel tyred. As in other giant aircraft, the tail-skid has been
replaced by a sprung wheel undercarriage, which is steer-
able.

The wireless equipment comprises dynamo, sender and
receiver, and the instrument-board and navigator's post
resembles those of airships. The lighting is electric, current

The Aviatik 1,000 h. p. version of the Staaken " Giant,"
revised for passenger=carrying.

being supplied from the wireless dynamo. Electrical order
transmitters, an engine-room telegraph, and a mail dispatch
tube are fitted. Each person is provided with a parachute,
stowed away but easily accessible.

For civil use after the Armistice the Staaken 1,000-h.p.
giant, with two interplane power eggs, housing four 250-h.p.
6-cylinder Benz engines, has been adopted. The perform-
ance of. the specimen turned out has been a total useful
load of 3.6 tons, being 7 hours' fuel, the crew of six men

The Aviatik D.VI Single-Seat Fighter.
This, fitted with the 8-cylinder Vee=type
Benz engine with reduction gear, never
reached the war, but if appearances are
taken into account it looks as though it
would have given an excellent account
of itself had hostilities continued.

August ii, 1920

Aeronautical Engineering (Supplefflent to Tw a^,^, 333

100% RELIABILITY

AERIAL DERBY RESULT

1st. MARTINSYDE SEMI-

QUAVER.

Average speed 153.45 rn.p.h.
12 mins. 15 sees, ahead of
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4th. MARTINSYDE
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SEMIQUAVER.

THREE ENTRIES.

THREE FINISHED.

MANUFACTURERS

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Head Office and Works : —

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Telegrams — Martinsyde, Wokfng.

London Office : —

CARLTON HOUSE, lid, REGENT ST., S.W.I.

Telephone — Gerrard 4500.

Telegrams — Martinsyde, Piccy, London.

KINDLY MENTION ■' THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

334

(Supplement to The Aeroplane.)

Aeronautical Engineering

August ii, 1920

The Aviatik Commercial Giant fitted
with four 250-h.p. Benz Engines, two in
each power egg. A modified Staaken
Giant.

and 18 passengers with their luggage. A speed of 125 k.p.h.
is attained.

This civil model is like the bomber type, with wings of
22.5 m. span and a twin-strut biplane tail of 9 m. span, with
divided top elevator. The interplane power eggs are slightly
changed, as the engine cowling goes to the bottom planes and
encloses the petrol tanks, two of which are provided for each
engine. Altogether the wing engine installation has been
preferred as the best for passenger-carrying. The engine
vibration and the noise caused thereby is reduced, as is the
danger from carburetter fires.

Double planking of the body is used. at the passenger cabin
for heat insulation. The luggage compartment is above the
passenger cabin, with easy access through hatchways.

For express mail and passenger service the commercial
type F has been developed from the scout model D.V1I, with
the main diffeienee that a 12-cylinder 320-h.p. Vee-type Benz
engine is used to give a greater speed than can usually be
attained by this type. A four-bladed airscrew is driven through
a reduction gear and a speed of 175 to 1S0 km. attained. Fuel
for 3 hours is carried, and as the total load is 565 kg., 250 kg.
of mail,, passengers and their luggage are carried.

The limousine has ample seating accommodation for two or

three passengers and the roof can be removed, turning the
cabin into an open cockpit. The span of the twin-celluled
slightly staggered limousine biplane is 15 m. and the length
7.9 in.

The Aviatik Limousine, Type F, fitted with a 12=cylinder
Benz Engine of 320 h.p.

FROM OLYMPIA.

The Vaporiser of the Napier Gas Starting Device fitted to
the 450=h.p. " Lion'- Engine. On the left may be seen the
inlet from the air pump and the two way valve which allows
either clean air to pass through the upper pipe to the
cylinders, or diverts the air through the vaporiser by the
pipe entering at the base thereof and so charges the cylinders.

Ihe Contact Drum of the Automatic Telegraph Co.'s Aircraft
"Wireless Transmitter- The dot and dash contacts which trans*
mit the Morse version of the coded signals can be plainly seen.

The new Smith
" Boiling Point "
Indicator. An ordi=
nary altimeter
with, engraved
alongside the scale
of height, a scale
showing .the boil=
ing point of water.
With this and a
radiator thermo=
meter the pilot
can see at once
how close to boiI=
ing is his radiator.

August ii, 1920

Aeronautical Engineering

(Supplement to The Aeroplane.)

335

Aeroplanes for
Commercial and
Military Use.

Flying Boats
for Commercial
and Naval Use.

99

" VICKERS vimy COMMERCIAL

1 Pilot and II Passengers or Tons of Mail or Freight. Endurance 5 hours.
A factor of Safety of 5 throughout.

Vickers-Saunders Flying Boats.

PEACE PRODUCTS EXHIBITS at the GREAT VICTORY EXHIBITION,
STAND 151/160, CRYSTAL PALACE.

Aviation Department :

Vickers House, Broadway, London, S.W.I.

Kindly mention the aeroplane " when corresponding with advertisers.

336

{Supplement iu The Akroi'Lap'E. )

Aeronautical Engineering

August ii, 1920

RECENT DEVELOPMENTS IN SWEDEN.

Very good work has been done during the past year by the
P.O. Flygkompani, of Barkaby, Sweden, both as work and
as an advertisement in Scandinavia for British aircraft and
aviators.

Capt. Saunders, of the P.O. Flygkompani, completed a
most extensive tour of Sweden, North and West of Stock-
holm, on April 20th.

The tour started at Christmas, and was continuous. He
had in use the same Avro all the time, flying on skis, con-
tinuously, in all conditions, plain ice, and deep snow, and,
towards the end, snow and water. He visited upwards of
sixty places, and at the last place alone, Lulea took 52
passengers. The intense interest for flying in North Sweden
can be gauged from the fact that two machines belonging to
the P.O. Flygkompani took up 109 passengers in Lulea in
the week.

Capt. Saunders' tour can bo look fed on as a milestone in
Swedish aviation and is an incredibly fine performance which
can only be appreciated properly by one who has flown over
the same country, but in a far bigger machine with a more
reliable engine.

A Wonderful Record.
Lieut. -Col. G. L. P. Henderson left Stockholm for Karl-
stad on March 7th and flew thence by stages to Lulea, taking
up 650 passengers (with slight assistance from an Avro for
two weeks) in live weeks. Thirty-five towns were visited. The
machine was a standard Fairey 3A, driven by a Rolls-Royce
"Eagle," and fitted with skis, which were never changed
throughout.

On only three days out of 37 no flying was done — once for
a rest, once on account of weather, and once owing to bad
ice. No engine trouble was experienced whatsoever, and no
journey was uncompleted from any reason whatsoever, ex-
cept one, when a landing had to be made through a snow-
storm. Machine repairs were confined to one tail-skid, which
had to be re-shod. The distance covered on this tour was
approximately 6,000 miles (80 hours at 75 m.p.h.).

Later Work and Flans.

Both the Avro and the Fairey were sent by train to Stock-
holm from Lulea (600 miles). The Fairey emerged as a sea-

plane from the P.O. Flygkompani's works in exactly ten
days and started the Finland-Sweden route three days later.
This flight has now been accomplished three times, with one
flight from Stockholm to Sundvall and back in between,
and the usual passenger carrying on Saturdays and Sundays.

An Avro seaplane and a second Fairey seaplane were
launched soon afterwards.

With three seaplanes and two land Avros, and three D.H.6s
employed in school work, and an A.W. and five pilots, a
very complete summer programme is prepared.

In addition, a "Guardian Angel" parachute has been pro-
cured, and Major Orde-Lees has done several very educative
parachute descents.

REAL WO'IK.

Just to show what can be done by keen mechanics working
with interest in their jobs and with enthusiasm for aviation,
the following account by Lieut. -Col. G. L. P. Henderson of
certain work done to his "Fairey" biplane in Sweden recently
is worth recording. It will doubtless be of considerable in-
terest to R..A.F. officers and to peopl-; running air transport
lines and joyrride concerns with ordinary "standard type"
mechanics : —

"The Fairey arrived on train from the North (dismantled)
on Monday, April igth. We (1) unloaded, (2) removed the
engine, (3) fitted another engine, (4) repaired a radiator,
damaged in transit, (5) repaired planes and fuselage where
damaged by passengers and by the railway, (6) redoped one
plane, (7) repainted fuselage, planes, tail and engine, (8)
fitted a ladder, (9) redesigned and constructed wind screens
(for passengers), (10) renewed control cables, (11) fitted
special direct coupled starting magneto, (12) changed posi-
tion of dope pump, (13) ditto radiator shutter control, (14)
ditto rudder controls, (a) to enable one man to start motor
from floats single-handed, [b) to make room for a passenger
beside the pilot, (15) re-rigged the machine, (16) tested
machine and engine.

"Total time from Monday, 19th, at 12 midday, until Thurs-
day, 29th, at 6 p.m.

"Then on April 20th (same day) we flew to Stockholm,
folded machine, towed it by road to docks and left it for the
night.

AN EXHIBITION —Swedish officers watching Major John ston and Capt. Saunders give an exhibition of flying on Avros

for the photographer of the Swedish newspaper, " Sport."

August ii, 1920

Aeronautical Engineering

(Supplement to The Aeroplane.)

337

WESTLAND

The comfort and st< adiness oi the WESTLAND LIMOUSINE is

emphasised by the above picture.

The Typist is just alighting from the aeroplane with her type- ,
writer after an aerial trip.

The LIMOUSINE is quiet enough and steady enough to enable
one to talk and write without difficulty while in flight.

We are ready to quote for passenger trips to anywhere in England
or on the Continent from our Aerodrome at Yeovil.

For full particulars and arrangements as to trial flights apply to the

WESTLAND AIRCRAFT WORKS

(Branch of Petters Limited J

YEOVIL.

v

Telephone :
141 and 142 YEOVIL.

» Telegrams :
AIRCRAFT, 141 YEOVIL.

5*\

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

338

(Supplement to The aeroplane )

Aeronautical Engineering

August ii, 1920

WORK UNDER DIFFICULTIES,- Changing RoIls Royce Engines on Lieut.. Col. Henderson's Fairey Seaplane.

"Friday, 30th, machine was fitted with float undercarriage,
tail and wing floats and necessary fuselage coverings at rear
end, water rudder, etc.

"Saturday, May ist, midday, machine lowered into water
by a crane, two test flights made.

"Sunday, May 2nd, machine in commission as a seaplane,
taking passengers.

"Wednesday, 5th, machine flew to Finland, returning Sun-
day, gth, again.

"Time taken by four mechanics, including myself, to give
a top overhaul to an 'Eagle VIII' engine, including removing
all cylinders, magnetos, carburetters, grinding valves, clean-
ing pistons, and replacing everything — 24 hours from a Friday,
5 p.m., till Saturday, 5 p.m. (This same engine took n.e to
Finland and back)." '
Traffic Troubles.

Flying low across the Baltic, either when facing a strong
head-wind, or flying in a fog, is somewhat complicated by the
necessity for following the channel marks, which are posts
about twelve feet high. The Aaland Islands are absolutely
innumerable and all exactly alike, so that unless visibility
is good, or unless the pilot flies a compass course, it is quite
impossible to^ find one's way among them. Therefore the
temptation is to fly at about six feet above the water, follow-
ing the ship channel as marked by the aforesaid posts. The
difficulty of estimating one's exact height above the water
involves a certain liability to a sudden meeting with one or
another of these posts.

Sweden's First Big Flying Show.

On June 6th the P.O. Flygkompani held a very successful
frying meeting at Stockholm which turned out to be the
biggest of its kind yet held in that part of the world

At 2.30 p.m. the machines, piloted by Lieut. -Col. G. L. P.
Henderson, Major Johnston, Capt. Saunders and Lieuts.
Park and Hamilton- Youell, flew in formation from Barkaby
to Stockholm, which was reached at 2.45 p m.

The machines were then lined up and the pilots were pre-

sented to the King of Sweden, after which he inspected the
machines, which consisted of one 160-h.p. Ack-W., two
D.H.6s., three Avros and one' Fairey float seaplane in. the har-
bour. The King was also shown the "Guardian Angel" para-
chute.

At this point four Swedish army pilots were booked to join
the show, Lieut. Segebaden on a 230- h.p. Phonix scour, and
Lieuts. Sjoholm, Klintberg, and Adilz on S.i8s -(260-h.p.
Mercedes), which are heavy two-seaters built at Malmslatt,
and are similar to the one on which Lt. Rodelm made the
longest flight on record in Sweden.

One pilot damaged his undercarriage and had to drop out,
and Lieut Klintberg, who landed tail to wind with a splutter-
ing engine, turned over on his back. Lieut. Segebaden, how-
ever, put up a good show on the Phonix and put the Swedish
pilots up a good deal in the public's estimation, although, on
landing, he was unfortunate enough to damage a wing
slightly.

The next item on the programme was a little formation fly-
ing by the Avros flown by Johnston, Saunders and Park,
which' ended up with a steep diVe in formation and a hoik -up,
after which followed the usual stunting. The next affair
proved to be the sensation of the day, when Major Orde-Lees
jumped off a float of the Fairey at 1,200 ft. with a "Guardian
Angel" parachute and landed smoothly within a hundred
yards of th" Roval party.

An air race, in which the two D.H.6s and three Avros parti-
cipated was the next item. This was won by Capt. Saunders
on an Avro. After the race the Avros carried passengers, 26
being taken up.

At 1 a.m., with the sun just rising, a return was made to
Barkarby. Considering the whole show was flown from a
road which was the only place available the meeting proved
to be a great success, both from the point of view of the lack
of damage to machines and the large amcunt of interest it
created, fully 40,000 people looking on. The gate goes to the
Stockholm Aero Club, whose finances are on the ebb.

THE P.O. FLYGKOMPANI OF SWEDEN.— From left to right, Major OrdeLees, Lieut. Col. G. L. P. Henderson, Lt. P. 0.
Herrstrom, Capt. K. F. Saunders, Major C. R. Johnston, Lieut. Hamilton- Youell, and Lieut. Park.

AUGUST II, IJ20

gNJIfljJIlM llllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllljf

These famous power units are E

being installed by many of the =

leading Aircraft Manufacturers e

in their most recently designed =

machines. =

The names of only a few fitted =

with the 160 h.p. Beardmore 1

Engine are given below. |jj

Armstrong- Whitworth F.K.8. g

Avro 5-seater Triplane. jj§

Sporting Short Seaplane. =

The Central Aircraft Coy's S

Passenger-carrying Limousine. =

Aeronautical Engineering says =

of the latter " By using two E

of the 160 h.p. Beardmore =

Engines a power plant of §j

proved reliability known to =

call for very low maintenance =

costs is attained." =

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

1 AMONG THOSE

I WHO FLY

I BEARDMORE

I RELIABILITY

1 ISA

I BY-WORD

= W

I BEARDMORE AERO ENGINES, LTD.,

I 112, Great Portland Street, London, W.l.

— Telephone : 238 Qerrard.

H Works = Parkhead Steel Works, Glasgow.

34"

(Supplement to The Aeroplane )

Aeronautical Engineering

August h, 1920

THE NEW BRISTOL " BULLET." —
This machine, which made its first
public appearance in the air at the Aerial
Derby, is here seen in a front view,
which gives an idea of the absence of
unnecessary head-resistance. Like all
the recent high=performance machines of
Capt. Barnwell's design, the " Bullet 'r
has a lower wing smaller in chord and
in span than is the upper one.

A CASE OF NATURALISATION.
A recent American version of the
DeH.4, converted to the uses of the
American Mail Service by installing twin
300-h.p. HispanoSuizas between the
wings. In later editions of the type a
pair of additional fins, one near each
tip of the tail plane, has been fitted.

AN UNCOMMON FRENCH MACHINE.
The Farinan F.70, a two=seater intended
for highspeed passenger work and
fitted with the 260=h.p. Salmson Z.9
Engine. The speed is said to be in the
neighbourhood of 125 m.p.h.

THE INSTITUTE OF AERONAUTICAL
ENGINEERS.

July Notices.

Council Meeting. — A meeting of the
Council was held on July 12th.

Elections.— Honorary Members : Com.
Dr. Ginamnni ; Col. Milivoye Yoksimovitch.
Member : Charles Baxter, M.I.Mar.E.,
F.R.Met. S. Associate Members : Hector
Sleemau ; Captain Charles Frobisher,
F.R.Met.S. ; F. A. Thomas, A,I£.I.Mech.E. ;
Major F. C. Buck; Capt. P. C. C. Passman;
Gysbertus Spit.

Foreign, Colonial and Provincial
Branches. — The Council has appointed a Branches Committee to deal
with matters relating to the promotion of branches at home and
abroad.

Employment. — Every possible assistance is being given to members
in finding berths, and members desirous of availing themselves of
this should communicate with the Secretary without delay.

October Examinations. — Associates and Students who desire to sit
for the Intermediate Examination for Associate Membership must make
application before August 31st, to the Secretary, from whom copies of
the rules of examination are obtainable. Pilots may also sit for the
Intermediate, and the Final Examination, qualifying for Membership,
will also be held in October.

Financial Year. — The Council has decided that the first financial year
shall be considered to end on December 31st, shortly after which date
their annual report and balance sheet will be presented.

Monthly Notices. — Members of the Institute who happen to "be regu-
lar readers of the journal in which these notices appear are requested
to notify the Secretary accordingly, so that the unnecessary expense of
sending out duplicate copies by post may be avoided in future.

Donations. — The Council gratefully acknowledge the further gift of
office furniture from the Nieuport and General Aircraft Co., Ltd., and
the gift of a complete set of numbers of Flight, commencing with the
first issue, from Frederick R. Simms, Esq.

60, Chancery Eane, W.C.2 Douglas Shaw, Secretary.

AERO ENGINES AT SEA.

The eliminating trials to decide upon the team to repre-
sent Great Britain in the contest for the International Trophv
for motor-boats was held in Osborne Bay on Aug. 4th.

The entrants were : Maple Leaf V (i,8oo-h.p. Sunbeams),
Maple Leaf VI (i,ioc-h.p. Rolls-Royce), Sunbeam Despujols II
fgoo-h.p. Sunbeams), Sunbeam Despui.jls I (4^0-h.p. Sunbeam),
Tyreless V (Green engine), and Miranda V (475-h.p. Thorney-
croft). Thus all the engines except that of the last-named
entrv were aero engines.

Sunbeam Despujols II failed to start, owing, it is reported,
to shipping a sea which drowned out her magnetos, and
Miranda V gave up shortl}* after the start. The remaining
four — all aero engines — completed three rounds of the course
of 6.617 naatical miles, with less than six minutes difference
between fastest and slowest. The trials were carried out in
very heavy weather, a*nd afforded an excellent test of both
hulls and engines.

The two Maple Leafs have been definitely chosen for the
British team, and the third boat will be selected later.

DOPE.

One is told that there has been a certain amount of trouble
recently with aluminium dope owing to fabric treated in this
way not letaining its strength. As this colour dope is now to
be adopted as standard by the Royal Air Force for all Service
machines, and also as it seems to be the usual application on
machines employed on the commercial air lines, the question
of a lasting aluminium dope that is durable becomes most
important.

It is therefore interesting to note that Cellon aluminium
dope was used on the Vickers "Vimy" belonging to the
Instone Air Line, and though this machine has been in use for
some months and has been out in all weathers, the dope and
fabric still are as good as new.

Incidentally Cellon (Richmond), Ltd., have just received a
further large order for dope from the Spanish Government to
keep them going until the Spanish works are in full blast.
Amongst other foreign Governments recently supplied are
those of Greece and the Argentine. — G. D.

A TAN REFILLING CHALLENGE.

It has come to the notice of Pettett's Patent SafetyJFiller Co.
that "some of their competitors claim for their device greatest
economy, safety, and time-saving. As the inventor of . the
Pettett's Patent Safetv Filler. Mr. Pettett wishes to issue a
challenge (for any sum from £5 to ,£50, to be paid to the
Motor Trade Benevolent Fund) to any one device which
can beat his on time, safety, or economy.

The firm wish to make it quite clear they are in no way
desirous to profit by this, but only to place absolute facts,
upon record so that their claims can be fully justified

august ii, 1920 Aeronautical Engineering lSuppM to A*ROm) w

The Original NON-POISONOUS.

Titanine Dope

is strongly recommended for

PRIVATE and COMMERCIAL

AEROPLANES.

Absolutely unequalled for Durability,

There is no CONTROL on Dope for the
above types of machines.

Titanine is the most economical and offers the
greatest resistance to flame.

PROMPT f,rw^

l*[t.mkFm Schemes

DELIVERIES.

Complete Doping
Schemes
submitted on application.

TITANINE LIMITED,

Te,ePw: 175, PICCADILLY, Tele8rams:

Gerrard2312. LONDON, W.l. ^^ZT^'

Agents for Australia :

Messrs. Larkin-Sopwith Aviation Company of Australasia, Limited.

Melbourne Office : "Aberdeen House," 94, King Street.

Sydney Office : "London Bank Chambers," Corner of Pitt and Moore Streets.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

342

(Supplement to Th=. Aeroplane.)

Aeronautical Engineering

August ii, 1920

owe their unique reputatioa to the fact that they are sound in every sense —
sound in design, sound in material, sound in workmanship. It is because of these
facts that they are able to give the

Maximum

PERFORMANCE— with economy in running expenses.
RELIABILITY— with comfcrt and j afety.
SERVICE— with minimum upkeep charges.

If you are interested in aircraft write us for furth'.r particulars At all times we are

pleased to place our experience as the oldest firm of aircraft constructors in Great Britain
at the disposal of those contemplating the use of aircraft for any purpose.

THE

BRISTOL AEROPLANE
FILTON —

COMPANY,
BRISTOL.

LTD.,

Telegrams — A viation, Bristol.
Telephone— 3906 Bristol.

MlMSffiBHEiflHHHHHHM&MHHHBiflSHSIIIIHIHl^riHHfiHHEi
gar 'jssflr
Mar

r

■ ■

F.N.C.

FIRTH'S NICKEL CHROME STEEL.

Equivalent to Air Ministry Specifications 2S11 and 2S12.'

This'Steel is recommended for parts which are called upon
to resist torsion, shock or bending, such as crankshafts,
connecting rods, etc.

It is uniform in quality, and can be relied upon to be free
from hard spots and internal and surface "defects.

THOS. FIRTH & SONS, LTD., -
SHEFFIELD.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

* l

August it, 1920

The Aeroplane

343

OFFICIAL NOTICES.

NOTICE TO AIRMEN, No. V

Air Ministry, Aug. 7th.

It is hereby notified : —

Pilots and others using the I,ondon Terminal Aerodrome at Croydon,
Surrey, are warned that certain cons truclion work is in progress on
the aerodrome.

It is dangerous, therefore, for machines to land on or taxi across
these parts of the aerodrome.

"Danger" areas are marked by flags during the day and by white
lights at night.

NOTICE TO AIRMEN, No. 85.

It is hereby notified : — Air Ministry, Aug. 7th.

Arrangements have been made for kites and kite-balloons to be
flown at the aerodrome at Howden (Yorks.), for the purpose of
making meteorological observations.

Pilots flying in the neighbourhood of Howden should therefore
keep a careful lookout, as the wire of the kite and the cable of
the kite-balloon constitute a danger to aircraft.

In cloudy weather, aircraft should avoid Howden, except when
arrangements have been made beforehand with the Air Officer
Commanding R F.A., Airship Base, Howden, for the kite or kite-
balloon not to be flown.

THE UNITED rflNGDOM OF GREAT BRITAIN AND IRELAND.

CONTINENTAL ARRIVALS AND DEPARTURES.
The London Terminal Aerodrome, Croydon.

(Compiled by the Staff of The Aeroplane.)

Date 1920.

Name of Air
Line.

Type.

Markings.

Where from

Where to

Time

depart.

Time
arrive

Cargo
lbs
M = Mail.

Xo. of
Passen-
gers.

Pilot.

.August 2nd

A.T. & T.

DH16

G-EALM

London

Paris

y • 4 j

12.05

Nil

Holmes

A T. & T.

DHg

G-EAQP

London

Amsterdam

TO I 5

13.16

Goods

Nil

Forson

H.P. & M.A.

Breguet

F-CMAB

T nnHrtn

•3 -3°

16.20

Nil

Nil

Martel

H.P. & M.A.

Breguet

F-CMAC

London

Paris

1 3 • 3 5

18.00

Nil

Nil

Challaux

A.T. & T.

DH9

G-EAGY

London

Paris

•3 4°

16.05

Goo J s

1

Reeve

A.T. & T.

DH16

G-EAPT

London

Paris

ifi it

18

Goods

Nil

Armstrong

A.T. & T.

DH18

G-EARI

T nnHnn

JL.U11UU11

og.25

I2.4O

Nil

A

Powell

C. des G.E.A.

Goliath

F-HMFU

Paris

T nnrlnn

12 .05

1 j-4j

Nil

Labouchere

C.T.

Nieuport

F-ICGT

London

12.15

Mail

Nil

Lasne

A.T. & T.

DH16

G-EALM

Paris

London

lu,S5

in tc

xy- A d

Nil

A

4

Holmes

August 3rd

A T. & T.

DHg

G-EAGY

Paris

London

17.20

20.05

Nil

2

Carter

A.T. & T.

DH16

G-EALM

London

Paris

09-45

11.50

Gds&M.

2

Game

A.T. & T.

DHg

G-EAGY

London

Amsterdam

10 00

12.44

Goods

I

Robbins

C.T.

Nieuport

F-ICGT

London

Paris

10.35

13.05

Nil

Nil

Lasne

A.T. & T.

DHg

G-EAQL

London

Paris

10.45

13-15

Goods

Nil

Milnes

A.T. &T.

DH16

G-EASW

London

Paris

16.50

19 15

Goods

2

Lines

A.T. & T.

DHg

G-EAQN

London

Amsterdam

18. oo-

20.05

Nil

Nil

Hinchcliffe

A.T. & T.

DH16

G-EASW

Amsterdam

London

15-18

08.00

Nil

3

Bradley

A.T. & T.

DH16

G-EAPT

Paris

London

2nd
10.20

12.47

Nil '

4

Armstrong

A.T. & T.

DHg

G-EAQN

Amsterdam

London

12.43

16.00

Gds&M.

2

Hinchcliffe

H.P. & M.A

Breguet

F-CMAC

Paris

London

12.35

I5-30

Nil

2

Challaux

A.T. & T.

DHg

G-EAQP

Amsterdam

London

15 02

17 55

Nil

1

Forson

A.T. & T.

DH16

G-EALM

Paris

London

16-45

20.05

Nil

4

Game

August 4th

A.T. & T.

DHg

G-EAQL

Paris

London

17.00

19-45

Nil

2

Reeve

A.T. & T.

DH16

G-EAPT

London

Paris

og-35

H-55

Nil

3

Holmes

A.T. & T.

DH16

G-EALM

London

Paris

10.30

12.30

Goods

1

Bradley

H.P. & M.A

Breguet

F-CMAC

London

Paris

12.00

14 30

Nil

Nil

Challaux

A.T. &T.

DHg

G-EAQP

London

Amsterdam

13-50

16.30

Goods

Nil

Carter

A T. & T.

DH16

G-EASW

Paris

London

og 50

1235

Nil

4

Lines

C.T.

Nieuport

F-CGTA

Paris

London

12.25

'4-55

Mail

Nil

Hanin

A.T. & T.

DHg

G-EAGY

Amsterdam

London

15. 11

17-50

Gds&M.

Nil

Robbins

A.T. & T.

DH16

G-EAPT

Paris

London

16.43

18.45

Nil

4

Holmes

A.T. & T.

DHtf

G-EALM

Paris

London

17.40

19.30

Nil

Nil

Bradley

August 5th

A.T. & T.

DH16

G-EASW

London

Paris

05.45

og.30

Gds&M.

Nil

Game

A.T. & T.

DHg

G-EAGY

London

Paris

12.15

i5-!5

Goods

Nil

Bamber

A.T. & T.

DH16

G-EALM

London

Amsterdam

12.23

15-53

Goods

Nil

Reeve

A.T. & T.

DH16

G-EAPT

London

Paris

12.25

15.10

Goods

4

Armstrong

C.T.

Nieuport

F-CGTA

London

Paris

12.35

16.25

Nil

Nil

Hanin

C. des G.E.A.

Goliath

f-HMFU

London

Paris

15.00

18.45

Goods

8

Labouchere

I.A.L.

" Vimy "

G-EASI

London

Paris

15-55

18.40

Nil

4

Barnard

A.T. & T.

DH16

G-EAPM

London

Paris

x7-39

ig.40

Gds&M

3

Forson

H.P. & M.A.

Spad

F-CMAV

Paris

London

13-45

16 05

Gds&M.

1

Bourdon

A.T. & T.

DHg

G-EAQN

Amsterdam

London

15-35

19-15

Mail

2

Carter

August 6th

A.T. & T. _

DHg

G-EAGY

Paris

London

16.50

1930

Nil

2

Bamber

A.T. &T.

DHg

G-EAOZ

London

Paris

og 40

11 15

Gds&M.

1

Lines

A.T. & T.

DHg

G-EAQN

London

Amsterdam

10 15

12.32

Goods

Nil

Robbins

A.T. &T.

DHg

G-EAGY

London

St.Inglevert

12.33

13 15

Nil

2

Bradley

A.T. & T.

DH16

G-EAPT

London

Paris

16.45

18.50

Mail

3

Holmes

A.T. & T.

DH18

G-EARI

London

Paris

16-55

18-55

Goods

5

Armstrong

H.P. & M.A.

Spad

F-CMAV

London

Paris

17.25

19-30

Nil

Nil

Bourdon

C.T.

Nieuport

F-CGTI

London

Paris

17.42

20.00

Nil

Nil

Petit

A.T. & T.

DH16

G-EAPT

Paris

London

og-45

12.15

Nil

3

Armstrong

344

The Aeroplane

August h, 1920

Date 1920

August 6th

August 7th

August 8th

iName 01 Air
Line.

Type.

Markings.

Where from.

Where to.

Tim
depart.

Time
arrive.

Cargo
lbs.

No. of
Passen-

Pilot

M=Mail.

gers.

A.T. &T.

DH16

G-EAPM

Paris

London

JI-35

I4.20

Goods

Nil

Game

C.T.

Nieuport
" Vimy "

F-CGTI

Paris

London

12.32

16.20

Mail

Nil

Petit

I.A.L.

G-EASI «

Paris

London

•3-05

16 35

Goods

3

Barnard

A T. & T.

DH16

G-EALM

Amsterdam

London

15 40

ig.20.

Mail

Nil

Reeve

A.T. & T.

DHg

G-EAPL

Paris

London

16.30

ig.25

Nil

2

Milnes

A.T. & T.

DHg

G-EAOZ

Paris

London

17 05

20.00

Goods

Nil

Lines

A.T. & T.

DH16

G-EALM

London

Paris

°9-37

"•35

Gds&M.

3

Game

A.T & T.

DHg

G-EAOZ

London

Paris

og.42

11.50

Goods

1

Carter

A.T. & T.

DHg

G EAPL

London

Amsterdam

II.07

13-53

Goods

1

Milnes

A.T. & T.

DH18

G-EARI

Paris

London

09-55

12.30

Nil

6

Armstrong

A.T. & T.

DH16

G-EAPT

Paris

London

12.10

14-35

Goods

Nil

Forson

H.P. & M.A.

Breguet

F-CMA.C

Paris

London

!3-45

15 53

Goods

2

Le Men

A.T. & T.

DHg

G-EAGY

St. Inglevert

London

15.00

16 20

Nil

Bradley

A.T. &T.

DHg

G-EAQN

Amsterdam

London

15.18

18.00

Nil

1

Robbins

A.T. & T.

DHg

G-EAOZ

Paris

London

16 40

19-39

Nil

Carter

A.T. & T.

DH18

G-EARX

London

Paris

ic.40

Landed

Gds&M.

Armstrong

Berck

A.T. & T.

DHg

G-EAQN

London

Berck

ig.oo

Nil

■ v 1 ; I

Forson

A.T. & T.

DH16

G-EALM

Paris

London

10.15

12 15

Nil

4

Holmes

The Air Port of Cricklewood.

(Compiled from Air Ministry Communiques.)

August 2nd
August 3rd

August 4th

August 5th

August 6th
August 7th

August 8th

HP.
H.P.
H.P.
H.P.
H.P.
H.P.
HP.
H.P.
H.P.
H.P.
H.P.
H.P.
H.P.
H.P.
H.P.
H.P.
H.P.
H.P.
A.T.
HP.
H.P.
H.P.
H.P.
H.P.
H.P.
H.P.
H.P.
H.P.
H.P.
H.P.
H.P.
H.P.
H.P.
H.P.

& M.A.
& M.A.
& M.A.
& M.A.
& M.A.
& M.A.
& M A.
& M.A.
& M.A.
& M.A.
& M.A.
& M.A.
& M.A.
& M.A.
& M.A.
& M.A.
& M.A.
& M.A.
& T.
& M.A.
& M.A.
& M.A.
& M.A.
& M.A.
& M.A.
& M.A.
& M.A.
& M.A.
& M.A.
& M.A.
& M.A.
& M.A.
& M.A.
& M.A.

Hand'y Page G
Hand y Page G
Hand'y Page G
Hand y Page G-
DHg G
Hand'y Page G
DHg G-
Hand'y Page G-
Hand y PageG-
Hand'y PageiG-
Hand'y Page G-
Hand'y Page G-
DHg G-
Hand'y Page G-
DHg G-
Hand'y Page G-
Hand'y Page G-
DHg G
DHg G
DHg G-
Hand'y Page G-
DHg G-
Hand'y Page G-
Hand'y Page G-
Hand'y Page G-
DHg G.
Hand'y Page G-
Hand'y Page G-
Hand'y Page G-
DHg G-
Hand'y Page G

DHg
Hand'yJPageG
Hand'y Page G

EATE
■ EATK
-EASY
■EATH
-EAUQ
EATG
-EAU1
■EATN
■EAUH
EATM
EATN
EASM
EAU1
-EA.SZ
-EAUH
-EATM
•EATK
-EAUH
-EAQP
-EAUC
-EASZ
EATA
EATN
•EATK
-EATJ
EATA
-EASN
-EATM
EATN
EAUQ
■EATJ
-EAUO
EATH
EASM

Brussels
Paris
London
Brussels
Paris
London
Lo idon
Loudon
London
London
Paris
Paris
Brussels
London
Amsterdam
Paris
London
Amsterdam
Amsterdam
Amsterdam
Brussels
Brussels
London
Paris
London
Brussels
London
London
Paris
London
Brussels
London
London
Paris

London

London

Paris

London

London

Pans

Brusse's

Paris

Amsterdam
Paris
London
London
London
Brussels
London
Lo ndon
Paris
L' ndon
London
London
London
London
Paris
London
Brussels
London
Paris
Paris
London
Brussels
London
Amsterdam
Paris
London

10.45

14.10

Nil

Nil

'3 45

16.10

Goods

2

12.30

16.15

Nil

3

15.10

1925

Nil

4

10.15

16.00

Nil

2

12.00

1505

Goods

4

15.00

17.10

Mail

1

17 35

20.30

Nil

1

16 00

19 30

Mail

Nil

12 05

15 30

Goods

8

12.30

15 55

Nil

9

•2-35

15 55

Nil

4

15.00

17-5°

Mail

Nil

'4 45

I8.00

Gds&M

1

12.00

14-45

Nil

• Nil

I7-30

20.30

Goods

Nil

12.10

15-35

Nil

5

12.10

14-50

Mail

2

12.22

15.10

Nil

2

14.44

ig.40

Nil

2

1530

21.20

Mail

3

13 45

17 00

Nil

Mil

12.07

15.00

Goods

2

'2-55

17.10

Nil

4

14.40

16.50

Mail

_ 4

10.00

12-55

Nil

Nil

12.15

15-15

Goods

6

12.00

15.00

Nil

9

12.40

16.05

Goods

1

14.50

17-05

Mail

Nil

15-30

18.40

Gds&M.

2 '

16.56

18 30

Mail

Nil

12.15

15.40

Goods

5

12.50

16 00

Nil

6

ABBREVIATIONS —A.T & T.— Air Transport & Travel, Ltd. ; H.P. & M.A — Handlcy Page and Mcssageries Aeriennes. I.A.L.— Instpne Air
Line; C.T.— Compagnie Transaerienne ; C. des G.E.A.— Compagnie <Jes Grandes Expresses Aeriennes; S.N E.T.A. — Syndicat National pour
l'Etude des Transports Aeriens; PL- — Petters, Ltd.; C.A.C.— Central Aircraft Company, M.W.T.C.— Marconi Wireless Telegraph Company.
Where times are missing it is probably owing to Atmospherics affecting signals.

Inland Flying at Croydon.

Aug. 2nd— A.T.T., 1 D.H.iS, 3 tests

Aug. 3rd— A.T.T., 1 D.H.18, 4 tests; 1 D.H.16, 2 joy-rides.

Aug. 4th— M.W.T. Co., D.H.6, tests. I.A.L. , Vimy; 2 tests.

Aug. 5th— A.T.T., D.H.16, 3 tests. M.W.T. Co., D.H.6,
wireless tests. Bristol Aeroplane Co., 1 Mono to Martlesham.

Aug. 6th— A.T.T., D.H.g, test. M.W.T. Co., D.H.6, tests.

Aug. 7th— I.A.L., Yickers Vimv, photography.

Aug. 8th— A.T.T., D.H.o, Bournemouth return; D.H.16,
1 joy-ride.

The London Terminal Aerodrome.

Pits are now being dug on the aerodrome at Croydon, so
pilots who have not already acquired that habit should look be-
fore they land. One at first thought these pits were some form
of "Goliath" trap, but investigation proved them to be the
start of the installation of the landing lights. These should be
in working order inside three months.

_ A somewhat amusing incident occurred during the week.
Some well-known French actresses, including Mistinguette,
were starting for Paris in the "Goliath." The machine started
with its tail against the A.D.C. buildings and opened up to-
wards the level crossing. When about twenty feet in the air,
the pilot founl that the starboard engine was not giving its
revs., so he switched off and landed jus: short of the level

crossing. As the machine was coming to a standstill, the trail
of perfume which was wafted across from the machine was
intermingled with sounds such as emanated from the old
waterchute at the Crystal Palace on Bank Holiday.

However, after a few minutes the machine restarted, followed
by Mr. Uwins on a Bristol monoplane, the take-off of this little
machine making an amusing contrast to the " Goliath."

There is now a large notice-board with "London Terminal
Aerodrome. To Continental arrival and departure station"
on it, at the point where Plough Lane joins the tram lines.
This seems to convince passers-by of the existence of the
air line far more than did1 the actual aerodrome and
machines. — G. D.

The Instone Air Line.

. The "Vimy" has been on. the Paris-service during the week
as usual. It has also been making trips over London, carrying
Evening News photographers who have been taking photo-
graphs for the series now appearing in that news-sheet. Some
of those published are similar to, and nearly as good as,
those which have been reproduced from time to time in The
Aeroplane during the last nine years.

The wireless apparatus is now fitted and, except daring such
incidents as reported in another part of the paper, is giving
every satisfaction. — G. d.

August ii, 19-0

The Aeroplane

345

A Royal Visit to S. E. .Saunders, Ltd.

Their Majesties the King and Oueen, the Duke of York,
K.G., the Princess Mary, and the Ladies and Gentlemen in
attendance, visited on Aug. 7th the yard of S. E. Saunders,
Ltd., of East Cowes. They were received by Mr. Samuel
Saunders and Mr. H. S. Saunders, his son, and were con-
ducted through the works.

They were shown the Kittiwake, an amphibian entered for
the Government competition beginning at Felixstowe on
Sept. 1st. The hull and planes are constructed of three-ply
wood sewn on the " Consuta " system. There arc no external
bracing wires and no fabric is used. Their Majesties also
inspected two Vickers-Saunders " Valencia " flying-boats
under construction for the Air Ministry. The armament of
these aircraft is in each case a q.f. gun.

Bournemouth.

Mr. R. 0. Lindsay, recently a pupil at the- Bournemouth
Aerodrome, went for his Aero Club certificate on Aug. 6th,
and, instead of returning after the statutory one hour's flying,
did not return for two hours, by which time (21.45) it was
almost dark, with the result that he crashed and broke a leg
in landing just outside the aerodrome. It was reported on
some unspecified authority that in the course of his two hours'
flying he had reached an altitude of 18,000 ft. on a standard
Avro. If by any chance this claim should be substantiated
it must be pretty nearly the record altitude for the type of
machine, but one would like to see evidence and corrected
figures before vouching for the accuracy of the claim.

Mr. Lindsay is to be congratulated on having received
excellent value for his tuition fees in that, instead of the
statutory hour's flying, he managed to get in two hours,
reached what was evidently quite a considerable altitude for
a pupil, and ended with quite a wholesale smash, but without
much damage- to himself. Unfortunately he will have to do
it all over again, minus the smash, as the Aero Club rules un-
sympathetically insist that in descending from a certificate

flight the aviator must land himself and his machine intact
and not "leduced to produce."

Mansfield.

Mr. H. Sykes, who was formerly with the Central Aircraft
Company, and is now running a passenger-flight business of
his own with an Avro, has been flying for some time at Mans-
field. Since he has been working 011 his own account he has
taken up close 011 1,000 passengers and has not had the
slightest trouble either with his Avro or with his Lc Rhone
engine. His only complaint is that out of the 21 weeks since
he left London it has rained fairly consistently for 15 weeks.
He ascribes this to the fact that he christened the machine
" Psyche," and apparently the clerk of the weather has deter-
mined that Psyche shall have her bath fairly regularly.
Scarborough.

The Border Aviation Company is doing extremely well at
Scarborough this holiday season. A three-seater Avro in ex-
cellent condition was bought a week or so ago from the West
of Scotland Aviation Company and was flown from Glasgow
to Scarborough by Capt. John Oliver. In four and a half
days after her arrival the machine took up 200 passengers.

The firm's original Avro is being overhauled and will
shortly be able to add to the firm's takings. In addition Mr.
Ingham, one of the directors, has purchased a B.E.2e to be
used for cross-country flights. This is an excellent idea
in that the B.E. type is economical to run, has a very reliable
engine, and is a safe machine for emergency landings.

^lr. Kenworthy, who is well known as the pilot of Black-
burn " Kangaroos/' went over to Scarborough for the Bank
Ploliday week-end on a machine of his own and had the mis-
fortune to choke his engine, with the result that the machine
was somewhat severely deteriorated. It is interesting to note
that the holiday-makers at Scarborough after investigating
the wreck of his machine still went and booked joy-rides,
apparently on the theory that when there has been a crash
in a particular neighbourhood the law of averages makes it
fairly certain that there will not be another immediately.

THE BRITISH DOMINIONS BEYOND THE SEAS.

SOUTH AFRICA.

Civil Aviation. -

A correspondent in South Africa writes that a short Bill
is likely to be introduced into the South African Parliament
very shortly in order to safeguard the interests of aviation
in South Africa. Such a Iiill is undoubtedly necessary for
the protection of sound aviation enterprises and of the public.

There are in South Africa a number of men who have aero-
planes and are taking up passengers, but there is no control
over them and consequently there is 110 guarantee either
that the pilots are competent or that their machines are fit
to fly. Consequently, they are quite at liberty to kill pas-
sengers either through stunting on unreliable machines or
through flying recklessly at a low level over large towns.

Aviation, Ltd.

Among the sound concerns in South Africa are Aviation,
Ltd., run by the two Solomon Brothers. They own two
D.H.6s. and are said to have done remarkably well. They
have flown over most of the Southern areas of South Africa,
have carried hundreds of passengers, and it is said that they
have made money. S.A.A.T., Ltd., which is run by Colonel
Armes and Majors Miller and Young, are said to have had
"rathtr a bad time some months ago and it was feared that
the firm would be unable to survive until the development
work done by the proprietors began to secure business. How-
ever, the firm has won past the worst period and it is under-
stood that it is now doing very well and making money.

Handley Page South African Transport, Ltd.

Handley Page South African Transport, Ltd., of which
Captain Meintjes is the manager, were unfortunate in their
first attempt to reach Johannesburg early this year. Since
then, however, they have done a great deal of useful work
and* what is betier still, they have learnt a great deal about
the conditions prevailing in South Africa. Not long ago the
South African College Rugby Fifteen travelled inland on a
Handley Page machine, won their match and flew back to

Capetown. A large number of South African notabilities,
including about sixty Members of Parliament (including
Nationalists) and a number of their womenfolk, have been
given their baptism of the air by the Handley Page Company.

A Combination of Interests.

It is rumoured that a combination .of South African aviation
interests which will have the strong support of the Govern-
ment is likely to take place soon. Moreover, it is said that
prominent South African financiers are interested in the
proposed deal, so that it will have the support of local
patriotism and thus be practically assured of success.

The Aero Club of South Africa.

The Aero Club of South Africa is now the only aeronautical'
body in the Union. The present membership is over 300.
No practical flying has yet been carried out by members,
although the Club has given assistance to those engaged in
commercial aviation. Lectures and social engagements occupy
the Club for the moment. It is, however, hoped that Govern-
ment surplus machines may be purchased in order that pilot
members of the Club may keep in practice.

Flying in the Union.

There are at present no aerial regulations, and those con-
cerned in the organisation of aerial routes are fearful of
possible fatal accidents due to negligence or non-airworthy
machines. There has recently been a lull in flying, as the
winter months are not entirely favourable nor has the Govern-
ment shown any signs of real interest. Hence it has not
been possible to open regular air routes.

Apparently the heat and the "bumpiness" common in South
African flying are due to ground radiations. Strong winds
are usually in existence above the hot belt. Consequently it
is probable that commercial flights will of necessity be made
at altitudes of 10,000 ft. and above.

Ground transport routes for aeroplane parts are very high.
A wing was sent up country a distance of 470 miles recently
a1- a cost for carriage alone of £52.

FOREIGN INTELLIGENCE.

ARGENTINA.

The Argentine correspondent of The Aeroplane writes : —
Flights over Buenos Aires.

The Minister of War has communicated with the Minister
of the Interior suggesting that flights over the city of Buenos
Aires at a height of less than 1,500 m. should be forbidden,
as the practice may lead to very serious fatalities. A British
officer recently explained that the practice pursued here is
exceedingly dangerous to the public. A pilot coming down
in a thoroughfare or plaza would have a good chance to escape,
but would be almost certain to create most appalling havoc

among the packed masses of the people in the streets. —

DUMSPIRAI,.

BELGIUM.

The Antwerp Meeting.

On July 28th, M. Sadi-Lecointe on a Nieuport won the
speed race. Over a 1 km. course out and home his speed was
235 k.p.h. (146 m.p.h.). M. Poupon was second on a Spad.
In a competition for forced landings at a given point, a type
of machine reported in L'Auto as an H.D.4 won 1st, 2nd and
3rd places both for single- and two-seaters. In the "concourse
of unsticking," according to the same paper, Captain Cockerell

346

The Aeroplane

August ii, 1920

was first on a Vickers "Vimy" and Flight Lieut. Scott was
second on a "Plane Haudley Page." As explained last week
these machines were the "Viking" and "F.3" boats respec-
tively. In the daily placings Flight Lieut. Scott was first
with 35.5, and Captain Cockered second with 23.75, points.

In Class 2, for "gros porteurs," France is represented by
Duhamel on a Latham (three 220 Panhard-Levasseur), and
England by the "F.3" boat. In Class 3 there is a five-engined
Caudron, the "Viking," and a Savoia. In the hydroglisseur
competition the Comte de Lambert, who was the first pilot
to fly over Paris, is piloting a boat of his own design.

On July 29th, Captain Cockered and Plight Lieut. Scott
departed.

DENMARK.

The Danish correspondent of The Aeroplane writes : —
The sudden appearance some time ago of Mr. McMullin with
two passengers in a Lepaerial chartered D.IT.9, not having
been announced in the required way, has worried many who
desired to fly to Denmark both during and after the Danish
seamen's strike.

.So it may be worth while to put on record that as long as
"Anordning om Luitfart" (Regulation for Air Navigation) is
not in force every foreign aircraft has in each single case to
acquire permission for crossing over or landing on Danish
ground from Ministeriet for offentlige Arbejder, Copenhagen
(the Office of Public Works). The military aerodrome at
Christianshavn and the naval air station at the Royal Dock-
yard, both Copenhagen, are open to public traffic. Request
for landing permit has to be sent to Krigsmisteriet (W,ar
Office) or Marineministeriet (Admiralty) respectively, both
Slotsholmsgade, Copenhagen. Further, an insurance covering
60,000 Kr. third-party damage is required.

FRANCE.

The French Government Competition.

The French Government competition for aeroplanes,
organised and controlled by the Service Technique de
1 Aeronautique, is to be held early in 1921. All aeroplanes
entered for the contest must be at Villacoublay by Dec. 31st
next. The competition for aero engines begins on Aug. 15th
next. Both these contests were originally arranged by General
de Brigade Duval when he was Director-General of Military
Aeronautics

The following machines have been enteied for the aeroplane
competition : — (i) Bleriot triplane "Mammoth," four Hispano-
Suiza engines, weight fully loaded 7,000 kilos. ; (ii) Latecoere
biplane, three engines (one 500-h.p. Salmson and two 200-h.p.
Salmsons), weight fully loaded 6,500 kilos.; (iii) Farman
biplane "Goliath," modified, three 200-h.p. Salmsons, weight
fully loaded 5,281 kilos.; (iv) Caudron "C.25" biplane, three
200-h.p. Salmsons, weight fully loaded 5,320 kilos. All these
machines are, or will be, ieady in time for the contest. A
fifth machine, the Breguet with four Bugatti engines totalling
810 h.p., may not be ready in time. The weight fully loaded
will be 6,32b kilos.

After elimination examinations the aeroplanes entered will
fly over a course of which the following aire the stages which
must be covered without intermediate descents and at any
speed and height : — Villacoublav-Lyon-Tours-Metz-Chateau-
roux-Saint Ingle vert-Dijon-Istres-Bordeaux- Villacoublay. The
total distance to be covered is 4,500 kilometres (2,794 miles).
The days on which the flights are made may be chosen by the
entrants.

The following entries have been received in the engine com-
petition : — (i) Renault, a 350-h.p. engine derived from the
450-h.p. Renault and fitted with reduction gear; (ii1 Schneider,
a 350-h.p. engine derived from the 370-h.p. Lorraine; (iii)
Farman, three types of engines fitted to the Goliath; (iv)
Breguet, a modified Bugatti; and (v) Salmson, a 300-h.p.'
engine.

The credits for these trials were included in the Extra-
ordinary Budget of 1920.

The Paris-Cabourg Aerial Service.
The annual aerial service run by the Compagnie des Messa-
geries Aeriennes between Paris and Cabourg during the Deau-
ville season is running this year from Julv 15th until Aug. 30th.
GERMANY.
The Danish correspondent of The Aekoplane writes : —
The Halberstadt Aerodrome.

In heavy competition with other cities, the Halberstadt aero-
drome has been chosen as the station of the Saxonian safety
police flight squadron, as to this end the total works of the
erstwhile Halberstadt Aircraft Manufacturing Co. has been
» bought from the Berlin-Halberstadt Industrial Works.

Sporting Fixtures and Aerial Mails.

To revive national flying, sport meetings were planned
during July at the two seaside resorts, Warnemiinde and
Heringsdorf, according to ILlustrierte Flug-Welt.

On July 4th the daily air mail was resumed between Berlin
and Swinemiinde (ii hr.) and Hamburg- Westerland (2 hr.).
The extra fee is for post-cards and letters below 20 g. weight
20 pf., letters between 20 and 50 g. and printed matter to
50 g., 80 pf . ; 50-100 g., 1.60 mark ; 100-250 g., 2.40 mark;

250-500 g., 4.80 mark; 0.5-1 kg., including"parcels, 9.60 mark;
urgent parcels, not exceeding 60 cm., 10 mark for every
kg. or part of a kg. The post offices accept subscriptions for
aerial delivery of newspapers. — Hi.

ITALY.

The Italian correspondent of The Aeroi-lane writes : —
The Ricci Triplane.

The Ricci Bros, inform me that the "littlest triplane in the
world" has been picked up by a group of sportsmen at Monza.
I write metaphorically, of course, though there seems no
reason why members of the group individually may not have
picked up the machine in the material sense of the phrase.

The Macchi Aeroplanes.

Messrs. Macchi's M.16, the winner in the 6-metre Talieda
tests, had a Feroldi carburetter on its 6-Y Anzani engine, to
which, by the by, M.C. inlet valves had been fitted (which
accounts for the height record probably), and which, with
aluminium pistons and redesigned lubrication system, have
clearly made a most reliable little engine of ifT Ing. Tonini,
of the Macchi firm, is said to be going to obtain even better
results with a two-seater of much the same power. This, no
doubt, after the Schneider Cup boat is off their hands. They
kindly promise me early details of this machine, which will
be powered by the new I.F. 320-h.p., type V9, recently
illustrated by The Aeroplane.

The Savoia is to use the big Ansaldo engine.

The Mapelli Cup.

To demonstrate the practical side of these small vehicles
an annual and international speed across-country race, called
the Mapelli Cup, is to be carried out on the first Sunday of
August, beginning this year. The trip is for this occasion
only 190 km., and machines have to come down and stop
their airscrews for five minutes at six flying-grounds, start-
ing from and leturning to Taliedo.— T. S. h.

JAPAN.

The correspondent of The Aeroplane in Japan writes on
Julv 20th : —

The Curtiss Company.

Mr. T. E- Stevenot, the Eastern Representation of the
Curtiss Aeroplane and Motor Corps, of America, come to our
country- for the purpose of establishment of the large flying
works. The works will be constructed in combination with
our capitalists and take charge of the traffic of the air in the
East.

Nagoya.

Nagoya has a future as the centre of the industry of the
aerial world in Japan. The place is situated near the Kagami-
gahara army aerodrome, and the aerial station of Navy now
under reconstruction, and at Ordnance Manufacturing Depart-
ment Nagoya Branch has military flying machines are bein„
made, and at Nippon-Sharyo-Seizo-Kaisha also making mili-
tary flying machines. The famous Mitsubishi Dockyard ha
selected the place as the site of their flying machine work
which is now in the course of establishment and the main
works of the Curtiss Corporation is said to be founded here.

The Le Rhone Engine in Japan.

The Tokio Gas and Electric Engineering Co., Ltd., has been
obtain the licence of manufacturing Le Rhone, motor from
France some time ago, and said will begin business from thi
year, and will produce 300 Le Rhone motors in a year.
An Englishman's Flight.

Mr. Frank Shaw FJlby, an Englishman aviator and membe
of the Sale and Frazar, Ltd. (agent of Handley Page, Ltd.),
was succeeded his first flight in Japan on July 5th. He flown
between Tokio and Yokohama.

The Tragedy of the Geisha who Flew.

The well-known Japanese civilian aviator, Mr. T. K. Oguri
suffered slight injuries in a fall June 13th afternoon whe
his flying companion, a geisha girl named Rokusuke, acci
dentally interfered with the controlling apparatus of th
machine. The aviator and his companion fell into a cree"
from a high of 35 metres. The injuries incurred by the geish
girl are .said to be such as to require treatment for about
month. — n. k.

JAVA.
Aviation in Java.

A correspondent in Java writes : —

The principal aerodrome is Kali Dvatch, which was origin-
ally part of the Pamanoekan en Tjiassemlanden, the Dutch
holding company, all of whose shares are owned by the Anglo-
Dutch. A well-known aviator in England, De Ruyter, is here.
Avros with no Le Rhone engines and D.H.9S with 230-B.H.P.
engines are the machines at present in use; but S.E-5S- are
on the way. All flying takes place before 9 a.m. Too bumpy
and not enough lift owing to heat after that

The aerodrome is about twice as big as Northolt and quite
flat, a very good one. At present the hangars are native
attap-roofed huts, but permanent concrete ones are being
made.

When 'planes first came here the Dutch officers were very
slow at joining the Air Force, so the G.O.C. went for a flip

August ii, 1920

The Aeropiane

347

as a fillip to recruiting. Unfortunately, they left it a little
late and crashed ; the General was killed and the pilot severely
injured. However, they now have sufficient aspirants. Of
course, the Dutch draw no colour line, and tons of half-castes
are officers in their army here. When Ross-Smith was here
he approached Java about the extreme north-west point of
the island, and the natives working on the estates in the
neighbourhood fled and did not return in some cases for weeks.
One seaplane is now at Tandjong Priok, the harbour of
Batavia, but the make, etc., is unknown to me so far.

Hi R. G. W.

RUSSIA.

The Danish correspondent of The Aeroplane writes : —
Some Russian Figures.

" Flugsport " of May 12th publishes the following news of
the Russian aircraft industry. Prior to the war Russia pos-
sessed only four aeroplane manufacturing works, and thus
three in St. Petersburg and one in Moscow. [What about the
branch of the Riga Waggon Works, building Sikorsky ordi-
nary and giant biplanes ? — Ed.] Further, two factories in
Riga and Moscow were engaged on the production of aero-
engines. Altogether these works employed 2,000 men. In
1915 two new aircraft factories were formed, and in 1916 and
1917 two further ones. Beside which many small enterprises
were started during the war. The output developed at a
giant pace. In 1914 329 aeroplanes were completed altogether,
in 1917 the figure had tripled to 963. The value of the aircraft
amounted in 1914 to about four million, in 1917 to 50 million
roubles. The workmanship in the aircraft factories was fairly
poor, as the work was hurried through with fairly low accu-
racy. The latter amounted in 1916 and 1917 to about 40 per
cent, of the produced machines. The new-formed factories
were for the greater part branches of foreign enterprises. The
Moscow department of the French works was destroyed by
fire in 1918.

As both the German Aero Club and the Aeronautical Societv
in Berlin have recently had papers read by refugees from
Russia, the latter are likely the sources for the above informa-
tion.

SWITZERLAND.

A correspondent in Switzerland writes : —

The Youngest Swiss Pilot.

The youngest Swiss pilot, M. Pierre Wisard, took his brevet
at La Blecherette aerodrome, Lausanne, on Saturday, July 31st.
Flying the 130 Clerget Avro, belonging to l'Ecole Aero, he
put up the best show ever seen in brevet tests here, and
aroused some admiration, as the Lausannois always like to
watch the graceful manoeuvres of the Avro. M. Wisard is the
second pupil to pass out under Mr. Bradley since April, so
business is evidently slow.

There are indications that the Federal Military Authorities,
who at the aviation centre at Dubendorf are still producing
''flat turn merchants" by obsolete methods on unsuitable
machines, are taking a littLe more interest in the Avro at last.

The Office Aerien Restrictions.

Controversy is once more rife as a result of the Office
Aerien's latest communique, which restricts stunt flying so
effectually as practically to choke it out of Swiss flying alto-
gether, except at Dubendorf. Amongst other things, only
specially qualified pilots may "stunt," such pilots must always
obtain authorisation for each show; in the case of public ex-
hibition flights this permit will cost 200 f. (£9) per exhibition
payable to l'Office Aerien ; machines must be furnished with a
parachute, and no machine used for stunting may be used for
public transport or joy-riding.

As l'Ecole Aero is half-way through a "stunt course" with
M. Wisard, and also desires to carry passengers in the Avro,
the school has intimated to Bern that this wholesale "ver-
boten" must cease forthwith. Further fireworks are expected.

The whole show is the tesult of Taddeoli's Savoia breaking
in the air the other day at Romanshorn during a "stunt"
show. Considering the design of his Savoia was for lightness
and minimum resistance with a view to speed, I always
thought Taddeoli's evolutions were a little brusque.

The Work of l'Ecole Aero.

L'Ecole Aero is running meetings in August at Montana,
Echallens and Thierrens ; the Montana ground is 4,000 ft.
above sea level. The school has three two-seaters in use.
Besides the Avro there are two buses entirely designed and
built at Lausanne by the chief mechanic, M. Wullschleger.
One, the Aero 22, Fiat 100 h.p., is dual-control, but too heavy
to be pleasant. The other, Aero 21, is a light one-bay biplane,
So Le Rhone, "X" form interplane struts, which gets off
and lands like a lift, requiring only about 25 yards room.

The Swiss Air Transport Combine.

The Swiss Air Transport Combine, Ad-Astra-Aero-Avion-
Tourisme, after a somewhat grandiose and windy flotation
and some months of idleness, is at last getting to work at
83 f- and 35 f. per 15 min., according to number of seats
filled. As was expected, they find plenty of custom, as the
lake-side promenades are always crowded with the class of
people who can afford to pay. During June, 611 passengers

were carried at the company's four lake stations, Geneva,.
Zurich, Romanshorn and Lugano, and July figures will be
better still.

The Aerodrome at La Blecherette.

British pilots flying to Italy should note that the aerodrome
at La Blecherette, two miles north of Lausanne (altitude
2.000 ft.), is now clear of obstacles, such as telephone wires>
and trees. It is 600 m. long by 300 m. (length is N. and S.
with the prevalent winds), and being situated on a slight
crest, with free entry all round, is big enough for anything.
There is a slight slope down from N. to S.

The hangar is 15 ft. high (doors) by 175 ft. by 75 ft., and
the roof carries two large white circles, easily visible from
10,000 ft. No charge is made for the first landing. Complete
machines are designed and built in the workshops, so that
repairs of all kinds can be carried out. The Customs and
police offices are now built, and the university meteorological
station is fixing up wireless for communication with Dijon,
Paris, and Italy.

A Visit by Maneyrol.

The last foreign visitor was M. Maneyrol, returning from his.
Paris-Rome-Paris raid on July 4th. Unable to find a passage
across the rain on the Jura he took refuge at Lausanne just
before a heavy storm arrived. He had had some ^hrilling
times at 17,000 ft. in dense cloud over the Mont Cenis-Mont
Blanc region, and fortunately "came through" the bottom
ceiling at 2,000 ft. in the Rhone valley south of Geneva •

b. E. S.

Aerobatics in Switzerland.

L'Office Aerien issued the following instructions on the sub-
ject of "stunt" flying in Switzerland.

1. No acrobatic performance is allowed without special,
authority.

2. This exceptional authority is granted only (a) to pilots
who possess an efficiency certificate {L'Office Aerien reserves
the right to compel applicants to instal on their machines a
stress indicator) ; (b) to pilots whose machines possess an air-
worthy certificate in which the ability to "stunt" is set down,
and inasmuch as the responsibility between third parties is
fixed and guaranteed.

3. Organisers who wish to include aerobatics on their pro-
gramme should in each case make an application to L'Office
Aeiien Federal. This application must be accompanied by
all the documents mentioned in paragraph 2, and a Recom-
mendation of authority from the local police and the pro-
giamme. These authorisations are subject to a tax of 200 f.

4. Authorised flights are subject to the following rules : —
(a) the occupants of the aeroplane must be provided with a
parachute of a type sanctioned by L'Office Aerien; (b) the
load must not be in excess of that specified tor "stunting"
in the airworthiness certificate; (c) all "stunting" below 500
metres is strictly forbidden ; (d) pilots must not perform over
populated or built-over districts, whether laud or water; (e)
during a meeting the enclosure over which "stunting" is to
take place will be closed to spectators.

5. Aeroplanes used for aerobatics must not be used for pas-
senger work on ordinary air lines.

UNITED STATES OF AMERICA.
The Witteman-Lewis Aircraft Company, Inc.

This company, with headquarters at Hasbrouck Heights,
New Jersey, has been in existence for some years and has sup-
plied many machines to the U.S. Government. Recently it has
purchased 800 acres of land in New Jersey, seven miles from
Manhattan, New York. On this ground an aerodrome is being
laid out and a factory equipped with the most modern wood-
working and metal machinery, a metallurgical laboratory,
wind tunnel, meteorological station and wireless plant. On
the east of the aerodrome is the Hackensack River.

The company intends to let sheds to other firms in the
aircraft industry and to organise meetings similar to those
held at Hendon in the days of Richard Gates. The aerodrome
is to be the Eastern Aerial Mail Terminal of the U.S. Postal
Department, which will in consequence abandon its present
ground at Heller Field, Newark, NT J. The chief engineer is
Mr. Arcier, late of Hendon, London, Eng.

The Racehorse and the Aeroplane.

According to the Argentine news sheets an owner of race-
horses has had one of his fleetest and most charming of
horses conveyed by aeroplane from Los Angeles, California,
to S. Barbara, California, where it was entered in a race. It
arrived in perfect condition if the chronicler of the story is to
be believed. Perhaps it will be possible in a few seasons to box
one's hunters to the meet by aeroplane, a habit which will,
no doubt, give pleasure to world-weary M.F.H.s.

AN AIRCRAFT INSURANCE BROKER
AT LLOYD'S.

Mr. J. M. Pearson, who until recently was on the staff of
the Controller of Civil Aviation, has now started business as
an insurance broker at Lloyd's and will pay special attention
to aircraft. He has an office at 48, Suffolk House, Laurence
Pountney Hill, Cannon Street, London, E.C.4.

348

The Aeroplane

August u, 1920

RECORDS.

Those readers of The Aeroplane who subscribe to the
comic papers will of course be familiar with the rollicking'
humour of our American contemporary, the Aerial Age,
and, with the writer, will no doubt have noticed the truly
extraordinary modesty evinced in its columns. In particular
is it shy of claiming records, carefully weighing the evidence
and delicately shrinking from making any claim that cannot
be fully substantiated by facts. The Aerial Age, however,
is quite safe in stating that the United States holds more
aviation records than any other country. Many of these
records are quite unique, as may be seen from the following
items forecasted for a future issue of the Aerial Age : —

Flyer's Record Death Swoop. — Samuel S. Strut, the
famous American Ace who chased a German single-seater
•over the line on Nov. 12th, 1918, whilst flying a Strut "Man-
killer" biplane at Spearmint Flying Field the other day dived
into the ground with engine full on from a height of 16,000 ft.
and was immediately killed. This is confidently claimed to
be the world's record crash, and our readers will join with
us in cordially congratulating the patriotic flyer's parents on
his phenomenal achievement.

Airplane Aids Ball Team. — On the occasion of the great
ball game between the Oklohama Orangesox and the Denver
Dwarfs, Eddie Chuck, the j Dwarfs' pitcher, ran out of gum at
a critical moment of the game. As the town's supply was
exhausted by the enormous crowd of fans who witnessed the
contest, a cable was dispatched to the Wrigley Gum Corpora-
tion Inc., who immediately obtained one of the gigantic
Lawson Air Transport Ships to transport a packet of gum
to Denver, where it arrived safely within an hour after the
end of the game. .This is claimed to be the first time in the
world that gum has been shipped bv airplane. Below we
illustrate a bar of the gum chewed by Eddie and the Sales
Manager of the Wrigley Corporation, whose enterprise resulted
in establishing yet another world's record for America.

Aerial Jazz. — A novel stunt was featured last week at the
Spangled Banner Aeronautic Exposition. A Junkers-Fokker
all-metal monoplane (all American manufacture, of course)
cruised at 1,000 ft. above the Exposition, carrying a Jamaican
Jazz Band, to the inspiring strains from which the two dare-
devil American aerobats, Orwin Orenco and Earle D. Tailspin,
danced a jazz on the plane of another Junkers-Fokker. This
is a world's record for imbecility.

And so on ad nauseam. " Penguin."

AN ANNUAL OUTING.

The annual outing of the employees of Thos. Firth and
Sons, Ltd., the well-known Sheffield steel manufacturers, took
place during the August Bank Holiday week.

The firm have always taken the keenest interest in the wel-
fare of their workpeople, and have for many years assisted
them to spend a day either at the seaside or in the country.
On the occasion of this year's outing a democratic vote was
taken, and it was decided to travel to Matlock by road

Over a thousand people were carried, necessitating a fleet
of more than forty large char-a-bancs— so large a number that
the police ordered it to proceed to Matlock in two sections
and by different routes.

A thoroughly successful and enjoyable day was spent, typical
of the excellent relations which have always prevailed between
the firm and its employees.

AIRCRAFT IN PARLIAMENT

HOUSE OF COMMONS
The following written answer was given on Aug. 2nd : —
: BRITISH AND AMERICAN AIRCRAFT PATENTS (WAR CLAIMS).
Lieut. -Commander YOUNG asked the Prime Minister whether His
Majesty's Government has agreed to indemnify the Government of the
United States against claims by British subjects against that Govern-
ment in respect of the use 'by that Government during the War of
British patents and other proprietary rights relating to aircraft; whether
any reciprocal liability has been undertaken by the Government of the
United States towards the Bricish Government; and what is the esti-
mated or ascertained measure of the financial liability of the British
Government under this indemnity.

The PRIME MINISTER : The British Government has accepted
certain responsibilities and the American Government has given certain
undertakings. The extent of the liability to be accepted by both
Governments still forms the subject of consideration. The financial
aspect of the matter cannot at present be gauged, inasmuch as the
responsibility of the respective Governments has not been clearly
defined and the claims to be dealt with thereunder have not yet been
investigated.

* * *

Aug. 6th. — The following oral answer' was given : —

ROYAL AIR FORCE.— BRISTOL AEROPLANE COMPANY.
Mr. RENDALL asked the Secretary of State for Air whether he is
aware that men who left their work in TQ14 and 1915 and went to
the Bristol Aeroplane Company to work arc still retained there
including woodworkers, carpenters, joi^irs, masons, etc., who

badly wanted for providing houses in and around Bristol; and
whether women who left situations in shops and domestic service,
and went to this firm in 1916, are also retained there whilst Over
5,000 ex-soldiers are out of work in Bristol.

Mr. CHURCHILL : The Bristol Aeroplane Company is a private
concern, and the Air Ministry has no concrol over the numbers and
types of workpeople the firm may see fit to employ. In so far, how-
ever, as skilled men are being employed in carrying out Air Ministry
contracts, I can assure my hon. friend that the work which they
are doing is necessary for the Royal Air Force.

Mr. RENDALL asked the Secretary of State for Air what contracts
the Bristol Aeroplane Company, formerly the British and Colonial
Aeroplane Company, have for the Government; and whether the
Government are financing the above firm or giving them any form
of subsidy.

Mr. CHURCHILL ■ I am sending my hon friend a list of the Air
Ministry contracts on which the Bristol Aeroplane Company are'
engaged. The company is not financed or given any form of subsidy
by the Government

'' * '*.'*. ... .. ' i, '') ^ji.'

AIR EXPENDITURE-
Navy, Army, and Air Expenditure, 1918-ij, was considered in
Committee on Aug. 3rd : —

" III. Wht-reas it appears by the Air Appropriation Account for the
year ended the 31st day of March, 1919, and the statement appended
thereto, as follows, namely : —

(a) That the aggregate expenditure on Air Services exceeded
the aggregate sums appropriated for those Services by a sum of
^85,437,384 9s- 2d which is chargeable to the Vote of Credit;

(bj That the aggregate receipts in aid of Air Services exceeded
the aggregate sums appropriated in aid of those Services by a sum
of £1,030,938 15s. 2d., to be surrendered to the Exchequer.
And whereas, as shown in the Schedule hereunto appended, the
Lords Commissioners of His Majesty's Treasury have temporarily
authorised the application, so far as necessary, of the excesses of the
sums realised on account of Appropriations-in-Aid of Air Force Votes
1 to 4 and 6 over the sums which may be applied under the Appro-
priation Act, 1918, as Appropriations-in-Aid of those Votes, to make
good the deficiency of Appropn'ations-in-Aid of Votes 5 and 7."

3. Resolved, That the application of such sums be sanctioned. — [Mr
Baldwin.]

Schedule.

Numberof Air Services, 1918-19. Actual Receipts compared

. Vote. Voles. with Estimated Appro-

priations-in-Aid.
Surpluses. Deficits.
£ s. d. £ s. d.

5 Air Ministry — 94 15 2

7 Half-Pay, Pensions, and other

Non-Effective Services — 100 o

1 to 4 and 6 Other Air Force Votes 1,031,133 10 4 —

^',031,133 10 4 £194 15 2

Surplus .£1,030,9

The Resolution was reported, on Aug. 4th.

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August ii, 1920

The Aeroplane

349

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The AEROPLANE AND GENERAL PUBLISHING Co., Ltd., 61, Carey St., W.C.2.

TRADE MARK.

REGISTERED.

PATENT CORK-DISC SEATED PETROL COCKS

A.Q.S. 408 409 & 410.

WERE USED EXCLUSIVELY ON

THE VICKERS -VIMY - ROLLS MACHINE

THAT SUCCESSFULLY CROSSED THE ATLANTIC.
For Particulars of

THE ONLY POSITIVELY PETROL TIGHT COCK

ON THE MARKET, WRITE THE
MAKERS AND SOLE PATENTEES,

ENOTS WORKS, BIRMINGHAM.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

350

The Aeroplane

August ii, 1920

THE ROYAL AERO CLUB.

FLYING SERVICES FUND.

A meeting of the Flying Services Fund Committee was held on
Fridav, July 30th, 1920, when there were present : Group-Captain
C. R. Samson, C.M.G., D.S.O., R.A.F (in the Chair), Lieut. -Col.
A. S. W. Dore, D.S.O., Mr. Chester Fox and the Secretary

Applications for Assistance. — Forty-nine applications for assistance
were considered, and grants and allowances voted amounting 10
^751 5s. 6d

RACING COMMITTEE-

A meeting of the Racing Committee was held on Wednesday, Aug.
4th, 1920, when there were present : Group-Captain C. R. Samson,
C.M.G., D.S.O., R.A.F. (in the Chair), Mr G. B. Cockburn, Brig.-
Gen. Sir Capel Holden, K.C.B., F.R.S., Col. F*. Lindsay Lloyd, C.M.G.,
C.B.E., and, in attendance, B. Isaac and H. E. Perrin, Secretary.

The Question of holding a further Race Meeting this year was
discussed

COMMITTEE MEETING .

A meeting of the Committee was held on Wednesday, Aug. 4th,
1920, when there were present : Brig.-Gen. Sir Capel Flolden, K.C.B ,
F.R.S. (in the Chair), Major-Gen. Sir Sefton Brancker, K.C.B., Mr.
Ernest C. Buckiiall, Mr. G. B. Cockburn, Col. F. Lindsay Llovd,
C.M.G., C.B.E., Lieut.-Col. F. K. McClean, Eieut.-Col. J. T. C. Moore-
Brabazon, M.C., M.P., and the Secretary

EJ.ECHON of Members. — £be following New Members were elected : —
Major Charles F'rancis Abell, Hon. Capt. Charles Bernard Bond, Major
Charles Noble Draper, R.A.S.C. (S.R.), Eric Thomas Haultou
Ellis, Flenry Peter Henry. Fb'ing Officer Robert Frederick Charles
Metcalfe, R.A.F., Stanley Claude Peacock.

Temporary Honorary Membership. — Lieut. John Jay Ide, U.S.N.

Federation Aeronautique Internvtionile.— The Conference of the
F.A.I, will be held at Geneva on ithe 8th, 9th, and 10th Sept. next,
and the Club will be represented by Lieut. -Col. Mervyn O'Gonnan-,
C.B., Lieut. -Col. F. K. McClean, Lieut.-Col. J. T C Moore-Brabazon,
M.C., M.P., and H. E- Perrin, Secretary.

Flying Services Fund.— The report of the meeting of the Flying
Services Fund Committee held on July 30th, 1920, was received and
adopted

British Record.— The following British Record was passed :
CLASS "C" No. 4b. GRFIATES'j SPEED.
Over a Straight Line Course of One Kilometre.
(Federation Aeronautique Internationale.)
Type — Nieuport L.S.3.

Constructor — The Nieuport and General Aircraft Co., Ltd., London.

Motor— 340-h.p. A. B.C. "Dragon Fly iA."

Pilot— L R. Tait Cox.

Place— Martlesham Heath, Suffolk.

Date — June 17th, 1920.

Greatest Speed (being the mean speed of four runs in accordance
with the Regulations of the Federation Aeronautique Internationale),
S67.7 Kilometres per hour ( = 166.4 Miles per hour)

Aviators' Certificates.— The following Aviators' Certificates were
passed :

7876 (Hydro-Aeroplane) Alfred Cuckson Meredith, Nov. 7th, 191S;
7877 Arthur Robert Cole Holland, lune 13th, 11120, 7878 Cyril Ralph
Catesby, June 22nd, 1920; 7879 Miss Imelda Mary Trafford, June 24th,
1920; 7880 Frank Crossley Broome, Dec. 27th, 1917; 7881 Thomas Henry
Andrew Vivers, May 2nd, 1918; 7882 John Eric Hartley Bibby, Oct. nth,
1916; 7883 Edward Douglas' Whitehead Reid, July ,27th, 1920; 7884
Leonard Gorringe, July 31st, 1920.

FLYING MACHINES FOR THE USE OF MEMBERS.

The Club has arranged with the Aircraft Disposal Co for the ex-
clusive use_ of six flying machines for the Members The following
types are included in these machines : Sopwith "Pups," Avro, B.E-2d,
and Arrnstrong-Whitworth. These machines will be kept at the
Handley Page Aerodrome, Cricklewood, and will be available for
use by the Members in about a fortnight's time

The fees payable will be £5 per hour, flying time, inclusive of
petrol and oil and insurance, with a minimum payment of £2. Full
particulars will be issued later. All inquiries relating to hiring
should be addressed to the Club.

JACQUES SCHNEIDER RACE-

The race for the Jacques Schneider Cup has been postponed until
Sept. iStii and igth, 1920. The Royal Aero Club is offering additional
prizes of ^250, £150 and £100, to be awarded respectively to the British
Competitors completing the Course, in the order of their official
placings.

GORDON BENNETT AVIATION CUP.
This race will be held at Efampes on Sept. 28th next. It is hoped
that Great Britain will be represented by three Competitors, and the
names will be announced shortly.

R.A.F. APPOINTMENTS. (FROM
"THE LONDON GAZETTE.")

Air Ministry-, July 30th.
ROYAL AIR FORCE.— Administrative Branch.— Sqdn. Ldr. A. R.
Woodland (Qr.-Mr. (Hon. Maj.), King's Shrop. L-I-), having retired
from the Army, and relinquished his commn., is granted the rank of
I.t.-Col.

Technical Branch. — The following are granted temp-, commns. as
Capts., Grade (B.) : C. M. Alport (Lt, R. Highrs.), H. C. Kinred (Lt.,
Glouc R), April 1st, 1918.

Memorandum. — Lt.-Col. J. Starling (Qr.-Mr. and Capt. Gen. List),
relinquishes his temp. R.A.F. commn., on retirement from the Army^
and is permitted to retain the rank of Lt.-Col., August 1st.

Air Ministry, August 3rd.

ROY'AL AIR FORCE. — Permanent Commissions. — The date of appt.
of Flight Lt. L- L- MacLean to a permanent commn. (A.) is July 22nd,
and not as stated in the "Gazette" of August 1st, 1919.

Short Service Commissions.— Flight Lt. G. H. Walker (A.) resigns
his short service commn., and is permitted to retain his rank,
August 4th.

The following Flying Officers resign their short service comms., and
are permitted to retain their rank: F. N. Whiteley (A.), July 20th;
C. Eaton (A.), July 23rd.

Re-Seconding. — Observer Officer R. E. W. Sandall (Lt., Lincolnshire R.)
is granted a temp, commn. on re-seconding for a period of two years,
July 30th.

Flying Branch.— Pilot Officers to be Observer Officers : G. Lans-
downe, D.F.C., October 1st, 1919; W. J. Harris, January 27th.

Flying Officer A. H. E- Lindop, M.C. (Capt., Indian Army), relin-
quishes his temp, R.A.F. commn. on reverting to Indian Army,
June 26th. (Substituted for notification in the "Gazette" of July 9th.)

Air Ministry-, Aug. 6th.

ROYAL AIR FORCE— Short Service Commissions— Flying Officer
E. A. B. Urmston (A.) resigns his short service commn. and is per-
mitted to retain his rank, Aug. 7th.

Memorandum — Sqdn. Ldr. S. J. Goble, D.S O., O.B.E., D.S.C., is-
granted the hon rank of Wing Comdr. whilst cmpld. with the Com-
monwealth Government of Australia (Royal Australian Navy), Aug.
1st, 1919.

PERSONAL, NOTICES.

[Ex-officers and men of the Royal Air Force are invited to send
notues for the Personal Columns of The Aeroplane. There is no
chaise for the insertion of these notices, as it is considered that they
arc very interesting items of news and tend to keep past and present
members of the Flying Services in touch with one another. The Editor
will also be glad to publish free of charge applications for work from
demobilised officers and men who have found difficulty in obtaining
employment. It is hoped that none who are not in urgent need of
work will avail themselves of this offer.]

Deaths.

HAVELOCK-SUTTON.— In hospital at Halton Camp, on July 30th,.
Capt. George Havelock-Sutton, M.C , King Edward's Horse and
R.A.F., the result of wounds reeeiveel in action in 1916.

ORDE- — Flight Lt. Michael A. J. Orde, R.A.F., who was killed in
an aeroplane accident on Aug. 5th, was the eldest son of Sir Julian
and Lady Orde.

Flight Lt. M J. Orde joined the R.F.C. early in the war and was
shot down and taken prisoner by the Germans in 1916. Recently he-
was posted to the Central Flying School, Upavon, that he might pass
his Service machine tests. On Aug. 5th he flew in a dual-control
Bristol biplane, accompanied by an instructor Shortly after taking
off, the machine "stalled" 011 a turn and crashed to the ground.
Flight Lt. Orde broke both his legs and fractured his skull. He was
killed at once. It was stated at the inquest on Aug. 7th that he held
the controls so tightly that the instructor was unable to take charge
of the machine.

Sincere sympathy is felt for his relatives.

PALMER-— Flying Officer Robert Daniel Cecil Parmer, D.E.C., R.A.F.,
who was killed on Aug. 2nd in Mesopotamia, was the son of Mrs.
Caroline Dudley Palmer, of St. Leonard's on-Sea. He was 22 years
of age.

STRONACH. — On Julv 19th, at a sanatorium, Edward Pellew Wilson
Stronach, late Lieut., R.N.V.R., attached R.N.A.S.

All those who were concerned with aviation in its early days will
remember "Ted" Stronach as one of the pioneers of aviation. He
first became practically concerned with flying when he worked in
conjunction with Mr. Kenneth Rankin on Mr. James Radley's Bleriot
monoplane at Huntingdon in 1910. Later he assisted the late W. B. R.
Moorhouse, also at Huntingdon, and in 1911 joined Mr. Oscar Morison
in his work with his Morane monoplane. Subsequently he entered
the employ of the Bristol Company and had a large part in the
successful running of their engines.

During the war he became a Lieut., R.N.V.R., attached R.N.A.S.,
as inspector of aircraft material and production, and was for some
considerable time attached to Short Brothers' factory at Rochester
as an inspector of seaplane production.

After a year or so of this work he developed tuberculosis and in
the later stages of the war had to retire from the Service and lived
in the country in the hopes of recovering. Unhappily he took his
ailment in hand too late and gradually became worse and worse,
till on July 1st he entered a sanatorium near London, where he died
shortly afterwards.

Ted Stronach was rot oidy an extremely able mechanical engineer
and particularly talented in the care and maintenance of aero-
engines but he was personally one of the most popular men who
have ever been concerned with aviation. Of him it may be said,
as of very few others, that he had no enemies.

He had an enormous capacity for hard work and an equally great
capacity for enjoyment. If one wanted a machine put together
and an engine tuned in the shortest possible time, Ted Stronach
was the man to put in charge of the job, for no matter what or
who his assistant might be, one could rest assured that he_ would
do with his own hands what was beyond the ability of his assistants.
And if one wanted to spend a cheery evening free from the cares
of aviation business, one could not wish for a more amusing com-
panion than Ted Stronach. He was, in the vernacular of the aviator,
"always full out."

If he had few of the qualities which lead to greatness he had
at any rate all the qualities which result in a man leaving behind
him many friends who regard the earth thereafter as a poorer place
because of his absence. — C. G. G.

Marriage.

POOLE— CRAFT— Flying Officer Charles John Poole, R.A.F., eldest
son of Mr. and Mrs. J. C. Poole, of Wimbledon, to Dorothy, the only
daughter of Mr. and Mrs. C. Craft, of Westminster, London, at All
Saints' English Church, Cairo, Egypt, July 2nd, 1920.

EMPLOYMENT.

[Except where addresses are given, communications should be sent
c/o The Aeroplane, 175, Piccadilly, W.i.]

Situation required — observer, mechanic, or ground engineer. Experi-
ence : pre-war knowledge of rotary engines, four years R.A.F. observer.
— L. C.

COMING EVENTS.

AUGUST.

25th, Wed., 26th, Thurs.— R.A.F. v. Arnvy Cricket Match at the Oval.
SEPTEMBER.

1st, Wed. — British Government Competition, Amphibian Competition
at Felixstowe.

bth, Thurs., 9th, Friday, 10th, Sat. — Federation Aeronautique Interna-
tionale Conference, Geneva.
18th, Sun, 19th, Mon. — Schnieder Cup Race at Venice.
27th, Mon — Gordon Bennett Aviation Cup Meeting near Paris begins.

OCTOEER.

2nd, Sat. — Gordon-Bennett Aviation Cup Meeting near Paris closes.
23rd, Sat.— Gordon Bennett Balloon Race at Indianapolis.

August ii, 1920

The Aeroplane

351

INDEX TO ADVERTISERS

Accles & Pollock, Ltd.

Front Cover &
Back Cover

Aircraft Improvements Co. .

Air Navigation Co., Ltd. . . 351 /
Armstrong-Siddeley Motors, Ltd. 317
Arrol-Johnston, Ltd. . Front Cover
Auster, Ltd. . . Front Cover

Austin Motor Co., Ltd. . .

Automatic Telegraph Co. . .

Aviation Insurance Assoc. Inside Front

Cover

Beardmore Aero Eng., Ltd., The

Front Cover & 339

Beardmore, Wm., & Co., Ltd. .

Benton & Stone .... 349

Blackburn Aero & Motor Co., Ltd

Boulton & Paul, Ltd. . . .

Bowden Brake Co., Ltd., The . 349

Bray, Gibb & Co., Ltd. . . .

Bristol Aeroplane Co., Ltd. . 342
British Aerial Transport Co.,

Limited
British Cellulose Co., Ltd.
British Emaillite Co., Ltd., The
British Lighting & Ignition Co.,

Ltd

British Piston Ring Co., Ltd.
British Thomson- Houston Co

Ltd., The.
Brown Brothers, Ltd. .
Bruntons ....

Burberrys, Ltd 348

Calthrop, E. R„ Aerial Pat., Ltd
Cellon, Ltd. .... 317
Central Aircraft Co. .
Clegg Metal Engraving Co., Ltd. 349
Coan, R. W. .... 351
Cradock, Geo., & Co., Ltd.
Davis Furnace Co., The
Dudbridge Ironworks, The
Eastbourne Aviation Co., Ltd

Ebora Propeller Co

Fairey Aviation Co., Ltd., The
Fiat Motors ....
Firth, Thos., & Son, Ltd. .
Fluxite ....
Frood, Herbert, Co., Ltd. .
Gas Accumulator Co. (U.K.), Ltd
General Accident, Fire and Life

Assurance Corp., Ltd. .
General Aeronautical Co., Ltd
Gosport Aircraft Co. .
Grahame-White Co., Ltd. .
Green Engine Co., Ltd.
Greening & Sons, Ltd. .
Gwynne's, Ltd. . . .
Hancock, James Lyne, Ltd.
Handley Page, Ltd. .
Hobson, H. M., Ltd. .
Holmes, C. H.
Hope, H., & Sons
Hoyt Metal Co., Ltd. .
Imperial Light, Ltd. -
Instone Air Line
Johnson & Phillips, Ltd.
Kent, George, Ltd.
Lang Propeller Ltd. .
LepAerial Travel Bureau .
London Die Casting Foundry

Ltd

Marconi Wireless Telegraph Co.

Ltd

Martinsyde, Ltd.
Mather & Co.

McGregor, Gow & Holland, Ltd
MacLennan, John, & Co. .
Mendine Co. . '
Metal Airscrew Co., Ltd. .
Mills, Wm., Ltd. Inside Fron
Napier, D. & Son, Ltd.
Naylor Bros., Ltd.
New Pegamoid, Ltd. .

342

349

326

Nieuport & General Aircraft Co.

Limited . . Inside Back Cov r
Northern Engineers' Supply Co. 351
Oddy, W., & Co. Inside Back Cover
Palmer Tyre, Ltd.
Petters, Ltd. . .

Pettett

Pinchin, Johnson, & Co., Ltd
Robinhood Eng. Works, Ltd.
Roe, A. V., & Co., Ltd.
Rolls-Royce, Ltd.
Rubery, Owen & Co. .
Sagar; J., &Co., Ltd. .
Sankey, J. H., & Son., Ltd.
Saunders, Ltd. .
Serck Radiators, Ltd.
" Shell" Marketing Co.

3i7
3x3

33i

333

35i

349

t Cover
325

349

Inside Back
Cover

Short Bros., Ltd. . . Back Cover

Smith, S., & Sons . . .

Society of British Aircraft Con-
structors

Sopwith Aviation Co., Ltd. . 323
Standard Piston Ring & Engineer-
ing Co., Ltd

Sunbeam Motor Car Co., Ltd. .

Supermarine Aviation Works, Ltd

Tampier, Rene ....

Terry, H., & Sons, Ltd. . .

Titanine, Ltd. . Front Cover & 341
Triplex Safety Glass Co., Ltd.

Front Cover

Vacuum Oil Co., Ltd. . .

Vandervell, C. A. & Co., Ltd. .

Vickers, Ltd 335

Wakefield, C. C, & Co., Ltd.

Front Cover

Walton Motors, Ltd. . . . 329

Westland Aircraft Works
Wheeler, T.
Wireless Press, The
Yorkshire Steel Co. Ltd.

337

. . FOR . .

SPARES & TOOLS

Engine and Aero, Rolls-Royce,
Hispano, Le Rhone, R.A.F,
Renault, Clerget, etc., etc.,

Write or Wire—

Northern Engineers Supply Co.,

Proprietor : Major F. G. Brown, late R.A.F. (Stores).

John Street - - SHEFFIELD.

Telegrams: "Nescaero, Sheffield." Telephone: Central 442.

SHIPMENT OF

Aeroplanes, Accessories, etc.

For Rates of Freight and Insurance to all parts of the
World, Sailing Dates, Etc.,

Telephone or write to ; —

McGregor, gow & Holland, Ltd.,

1 & 4, FENCHURCH AVENUE, E.C.3.

Telephone ... 5304' Avenue.

Loading "Brokers and Agents for the principal
Steamship Lines.

Tho Air Navigation Oo., Ltd*

BLERIOT & SPAD,

ADDLESTONE (SURREY).

Contractors to War Offlom amtf
Admiralty m

Flying Ground— Brooklands AarodromSn
NORBERT CHEREAU, Managing Dfiraator.
Telegrams— Bleriot, Weybrtdge, Teleph»n«— 55* Weybrldg*.

mm

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

352 The Aeroplane August ii, 1920

MISCELLANEOUS ADVERTISEMENTS

SPECIAL PREPAID BATE : 18 words 2/- : Situations Wanted ONLY, 18 words 1 - ; Id. per word after TRADE ADVERTISEMENTS,
in these columns, 3 lines 5/- ; i/-per line after. Public Announcements, Legal Notices, Auctions. Contracts, etc., 2/- per line.
For the convenience of Advertisers, replies can be received at the offices of " THE AEROPLANE," 61, Carey St., London, W.C.2.

PATENTS.

PAGE, WHITE and VAUGHAN (late Page and
Rowlingson), Chartered Patent Agents (Consult-
ing Engineer, Mr. S. E. rage, A.M. Inst. C.E), 27,
Chancery Lane, London, W.C. Tel., 332 Central.

HENRY SKERRETT (H. N. Skerrett, A I.A.E.,
A.I.Mech.E-, Associate I. EE-, Fellow of tbe
Chartered Institute of Patent Agents), Patents,
Designs and Trade Marks. — 24, Temple Row,
Birmingham.

ADVICE WITH HANDBOOK FREE. — B. T.
King, A.I.M E-. Registered Patent Agent, 165,
Queen Victoria Street, London.

STANLEY, POPPLEWELL AND CO, Patent
Agents and Consulting Engineers. Applications
for Patents attended to in all countries. — Jessel
Chambers, 88, Chancery Lane, W.C. 2., Tele-
phone, Holborn 6393

FINANCIAL.

COMMERCIAL AVIATION. Transport-
Service Projectors dissatisfied with Overhaul
Costs, Short Life and Inefficiency of Existing
Aero-Engines, are invited to Inspect a Keally
Commercial, Long-lived and Novel Design of
Enormous Power and Robust, Lightweight
Construction, Revolutionising even Sleeve-
Valve Practice. Principles Fully Established,
Nothing Experimental. Approved Leading
Experts. One-third Partnership Share offered
for £10,000, solely for Development and
Production. No Promoters or Agents.
Approved Principals only, giving Bankers'
and Solicitors' Keferences , by appointment
with "M" c/o THE AEROPLANE, 61,
Carey Street, W.C.?.

SITUATIONS VACANT.

ROYAL AIR FORCE.
SKILLED TRADESMEN AND UNSKILLED
s RECRUITS REQUIRED.

Skilled Tradesmen, pay 3s. to 5s. 6d. per day
on joining, rising to 183. per day. Age 18 to 28,
and for ex-Service men 18 to 38.

Unskilled Recruits for training as Carpenters,
Riggers, Photographers, Wireless Mechanics and
Wireless Operators. Pay to commence, 3s. per
day. No previous experience required provided
recruit otherwise suitable and willing to be
trained in the trade for which enlisted

For condition of service, separation allowance,
etc , call or write to Inspector of Recruiting,
Royal Air Force, 4, Henrietta Street, Covent
Garden W.C. 2.

SKILLED TRADESMEN required for Electrical
Services Works Company Power Station Engi-
neers, Shift Engineers, Engine Drivers", Dynamo
and Switchboard Attendants, also Clerks.

Pay. — 3s. to 5s. 6d. a day on joining.

Period of Service. — Four years Regular Air Force
Service, no reserve service.

Age — 18 to 28 and for ex-Service men 18 to 38.

For conditions of Service, Separation Allow-
ance, etc., call or write to — Inspector of Recruit-
ing, Royal Air Force, 4, Henrietta Street, W.C. 2.

SITUATION WANTED.

LATE MAJOR, R.A.F , 1,500 hours' flying; first-
class organiser ; wide experience ; very well known
in cycle and motor trades. University engineer-
ing. At present holding position sales manager
of one of the largest cycle firms in England.
Requires new appointment. Highest references
and further qualifications by letter. — Box No.
4,897, The Aeroplane, 61, Carev Street, London,
W.C. 2.

MODELS.

First-Class Model, Petrol-motors and Castings,
unique ; interesting. List 3d — Madison Motoriea,
Littleover, Derby

FOR SALE.

SUNBEAM, 150-h.p. 8-cylinder, and 225-h.p. la-
cylinder Aero Engines. Guaranteed as i.ew, for
sale. — Apply, The Cambridge Automobile and En-
gineering Co., Ltd., 21, Hobson Street, Cambridge.

TRANSFERS— Firms requiring Transfers should
write to the makers. — A. Bird and Co., Latimer
Street, Birmingham.

AVRO 3-Seater Biplanes, Type 504K, 110 Le
Rhones; De Havilland 6 biplanes with 90 R.A.F.
engines, no Le Rhone, propeller, spares, etc.
Those requiring above should communicate with
Lieut. Snelling, who has for immediate disposal
a number at £300, £150, ^80 respectively. The
machines are licensed for passenger flying, and
are undoubtedly the best bargains yet put for-
ward in aircraft disposal. Phone North 271 1, or
call at Astra Engineering Works, 228, Seven
Sisters' Road, Finsbury Park; N.

MISCELLANEOUS.

Accurate Paintings of Aircraft and Aviation
Subjects. Any Machine or Incident to
order.

Ashby, 68. Essendine Mansions, Maida
Vale, W.9.

REPAIR WORK SPECIALISTS. — Skilled Riggers
and Mechanics sent to any part of the British
Isles to effect repairs. All types of machines. War
machines reconstructed for Civil Aviation. Esti-
mates on application. — Central Aircraft Co., "179,
High Road, Kilburn, London-

AIRCRAFT PARTS.

HARDWOOD FOR AEROPLANES.— Specially
Selected air-dried timber as supplied to leading
constructors in Britain and the Continent. Silver
Spruce, Ash, Poplar; Hickory and Ash Skids;
Three-ply: Thin Cedar and Mahogany for Floats;
Walnut for Propellers. — William Malliuson and
S6ns, Ltd., Hackney Road. 'Phone, 3845 Central,
1770 Wall.

An Invaluable History. A Handsome Volume.

A Great Record of the French Air Force.

L'AERONAUTIQUE PENDANT LA GUERRE MONDIALE

Containing chapters by M. Marchis, Professeur d'Aviation a la Sorbonne, M.
Dumesnil, M. G. Menier, M. le Commandant Brocard, M. le Capitaine de Lavergne,
M. le Colonel Dorand, M. le Commandant Martinot-Lagarde, M. le Colonel Paul
Dhe, M. le Capitaine Toussaint, M. le Commandant Caquot and a host of other
technical experts and leading aeronauts.

The book makes 700 pages of the size ot The AEROPLANE, and is beauti-
fully illustrated.

The AEROPLANE is the Agent for distribution in Great Britain, and is able
to offer a few Copies at the Special Price of j£2 7s. 6d. Post free £2 10s,

The AEROPLANE AND GENERAL PUBLISHING Co., Ltd., 61, Carey St., W.C.2

August i i, 1920

The Aeroplane

DESIGNERS and MANUFACTURERS
OF

AERIAL

PROPELLERS

ONLY

FOR ALL PURPOSES

CONTRACTORS TO H.M. GOVERNMENT

W. D. ODDY & Co., Ltd,

GLOBE ROAD, HOLBECK, LEEDS.

,p, \ 20547 Telegrams : AIRSCREWS. LEEDS.

rnone) 20548 Codes: MARCONI, LEIBERS

Ford Owner gets
8 More Miles p.g.
on Shell Aviation

Mr. Sharpe, of St. Johns
Hill, Sevenoaks, writes :

1 1 have obtained an extra
8 miles to the gallon on
SHELL Aviation Motor
Spirit, on one of my
'Ford ' Touring Cars,
and I find that I can go
twice as long before de-
carbonising. ' '

SHELL AVIATION

The SUPER Motor Spirit for Motor-Cars,
Motor-Cycles, Aeroplanes and Motor-Boats

^HELL MARKETING CO., LTD., KINGSWAY. LONDON. W.C.2

CRICKLEWOOD,
LONDON, N.W. 11.

KINDLY MENTION THE AEROPLANE WHEN CORRESPONDING WITH ADVERTISERS.

IV

The Aeroplane august n, 192a

SHORT BROS

(ROCHESTER & BEDFORD) LlTD.

J-FAPIANE WORKS: ROCHESTER, KENT, ENGLAND.

New Post-office i Pro-
posals for Mail Carry-
ing by Aeroplanes and
Seaplanes.

We are prepared to design
and tender for special
machines suitable for this
work for any company
desirous of undertaking
the Post Office contract.

Sporting Type Four-seater. Seaplane,

OUR LATEST COMMERCIAL MODEL.

Telegrams— Tested, Phone, London.
Telephone — Regent 378.

Fullest Particulars pom —
WHITEHALL HOUSE,
29 = 30, Charing Cross,
LONDON, S.W.

Telegrams — Seaplanes. Rochester.
Telephone — Chatham. 627.

Polio

Makers and manipulators of
weldless steel tubing

Weldless steel tubing as used in
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Vol. XIX. No. 7.

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The Aeroplane

August 18, 1920

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August 18, 1920

The Aeroplane

353

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The Aeroplane

August 18, 1920

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AUG. 18,
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THE

VOL. XIX.
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ON SAFETY, COMFORT, AND ECONOMY.

When the well-meaning but mischaneeous General
Seel}-, then Under-Secretary of State for Air, decreed that
there should be a Government Aeroplane Competition in
1920, doubtless the competition, with its ^64,000 worth of
prizes, was intended as what the French call a beau geste.
As it has turned out, the competition is merely rather a
good joke — which is not at all the correct translation of a
bean geste.

The net result is that a number of more or less deserv-
ing and singularly pleasant members of the R.A.F. and
the Aircraft Industry are having a healthy and happy
holiday near the East Coast — which is "so bracing,"
vide posters. And a number of very hard-working and
equally pleasant technical officers and officials of the
R.A.F. and Air Ministry are doing a lot more hard
work just when they ought to be going for their summer
leave.

In fact, so far as one can see, they are going to get
their summer leave some time in November, allowing that
the Amphibian Section of the competition is going to last
till the end of September and the compiling and printing
of reports and passing of proofs is going to last till the
end of October. After which doubtless the Department
of Information will issue the completed reports as a
Christmas present to the Aeronautical Community.

As some of the readers of this paper may not wish to
wait till Christmas before learning something about the
competition, it seemed well that one should go down
to Martlesham and see whether one could discover any-
thing of serious interest before Christmas. Certainly
there is no lack of interest about the affair, but whether
it is of serious interest is rather a matter of opinion.

The competition was initiated with the idea of producing
some new types of machines which would increase the
safety, comfort and economy of Civil Aviation. Actually
it has collected at Martlesham a number of very nice
aeroplanes which would have existed just the same if
there had not been any competition at all. So the Air
Ministry might just as well have kept its ^64,000 in its
pocket, but for the fact that "competition is good for
ti'ade," and presumably the winners of the prizes in
the different classes will profit thereby in one way or
another, besides receiving the prize money.

From which remarks the reader may gather that there
is nothing new or original about the competing machines.
Which is perfect^ true if one considers the list of entries.

The Gros Porteurs.

Consider the heavy-weight class, officially called the
"Large Type" class. In the French Government Com-
petition this is called the class of the "gros perteurs,"
which one, G.D., insists on translating as the "fat
porters' class." Somehow the translation seems to fit
it better than the correct title.

In this class we have the Vickers Commercial "Vimy,"
looking very like a fat porter and just as- it, or another
like it, flew at Amsterdam in September, 1910; the W.8
Handley Page, just as it appeared at the Paris Show in

December, 1919, barring that it is. a pale pea-green in-
stead of white; and we have the Central Aircraft Com-
pany's "Centaur," a very prett}- machine, which was
designed in 1919 and has been flying for months. Also,
as the last-mentioned has, with her two engines, less
horse-power than one of the "Small Type" machines in
her single engine, she hardly seems to be fairly placed
in the large class, except as regards economy of power.

Here one may perhaps explain that the fat porters have
to carry seven persons or more (excluding the crew),
whereas the small type have to carry less than seven.
Originally the scheme — as produced by the Air Ministry
— was for the small type to be two-seaters [id est, pilot
and passenger), and for the large type to carry fifteen
passengers or more — which would have developed on the
one hand the little runabout for the young man and
his owner-driver, and on the other hand the big public-
service vehicle. And that would have been quite sound.

Then, so one is told, the draft rules were sent up Id
the vSociety of British Aircraft Constructors to see whether
the "Trade" would build and enter machines in those
classes. According to the legend, the "Trade" said that
its best machines did not come into those classes and it
was not going to the trouble and expense of building
special machines for the job. But that if the Air Ministry
liked to alter the classes to suit the machines which
already existed, the "Trade" would put up a show, and
save the Air Ministry from being made ridiculous through
having to cancel the competition.

vSo that is \vl13r the competition is more or less of a
joke. Though one cannot help thinking that if the Air
Ministry had held firm the joke might have been rather
the other way round.

The Light Weights.

The "small" class bears out one's original assertion
that the competition has not produced anything new.
It is true that the Austin "Kestrel" (160-h.p. Beardnaore)
was designed for the original two-seater competition,
but, though it is one of the very best two-seaters one has
seen, the last person to claim that it is any radical de-
parture from current practice would be Mr. Keuworthy,
its able designer. The Beardmore (240-h.p. Siddeley
"Puma"), with her duralumin structure a la Zeppelin,
is another singularly interesting two-seater, but Mr.
Tilghman Richards would have designed it just the same
if there had been no competition. The Bristol (240-h.p.
Siddeley "Puma"), as sound a job as are all Captain
Barnwell's designs, is a modified Bristol " Coupe," a
very good two-seater intended to meet and beat the ori-
ginal rules.

The Westland (450-h.p. Napier) is the logical develop-
ment of the original .Limousine to carry five passengers
and pilot with 450 h.p., instead of three plus pilot with
a 275-h.p. Rolls-Royce. .She is a very beautiful machine
and Mr. Robert Bruce could not have helped designing
her, competition or no competition.

The Avro triplane (240-h.p. Siddeley " Puma "), which

356

The Aeroplane

August 18, 1920

came from the Aero Show, is certainly an example of
economy, seeing that she is built entirely pf standard
Avro parts. Also she is probably as economical to run,
and as safe and comfortable to fly as anything existing.
But the mere fact of her being standard stuff washes out
any claim to originality, for her parts were designed by
Mr. Roe and Mr. Chadwick ages ago.

Finally the Sopwith, with her 180-h.p. Viper engine, is
a very good machine indeed, with an excellent perform-
ance. She is safe and comfortable, but no more so than
any Sopwith machine of the past, for safety and comfort
account very largely for the famous 11,237 (or should we
say 16,237 '■) vSopwiths having been ordered during the
war. 1

The Lack of Progress.

To show aii\- real advance over wartime practice we
should have had new and original machines in the Com-
petition. Somebody ought to have had the pluck to try
a high-lift wing for example. The only approach to such
a wing is in the Beardmore, but even that does not come
anywhere near the Fokker or Junkers wings for depth
of camber. For the Competition to be of the highest
'interest we should have had the Handley Page wing, at
any rate in the form of an attachment to existing wings,
if not in its ultimate shape. And we should have had
the "Alula," and any other varieties of wing which will
increase efficienc}' and so make for greater safety and
economy.

If the Air Ministry wants to spend any money on ccm-
petitions next year it might offer prizes for inventions,
the said inventions to be demonstrated in- actual use, and
not merely on paper or as models. Quite a lot, of useful
information, besides much harmless amusement, could be
extracted from such an affair.

A Certain Advance.

At the same time it must not be imagined that the
present Competition is a failure, or that no advance has
been shown by the " Trade " since the famous Military
Aeroplane Competition at Lark Hill in 1912. Far firm it,
for, as one of the earliest of our military aviators re-
marked, iu 1912 onby one machine; the late Samuel
Franklin Cody's, arrived by air and all the rest were
built in the competition sheds, whereas this time — only
eight years later — only one machine was "built in situ, and
all the rest arrived by air. Besides which, in the opinion
of the said pioneer of military aviation, the pre-ent Com-
petition is funny without being vulgar.

It is, in fact, a very refined and educative entertain-
ment, and, thanks to the aforesaid hard-working technical
officers, a vast number of illuminative data will be ob-
tained which will be of the greatest value in the future
when we desire to compare the figures of the safe, com-
fortable, and economical aeroplanes of the time to come
with the machines of to-day.

THE COMPETITION DAY BY DAY.
First Impressions,

Perhaps the best way of explaining how the- tests are done
at Martlesham is to give a brief diary of the work there
during a visit which extended from Wednesday evening last,
Aug., nth, until Monday morning. The table on page 35S
gives the actual dates and figures for work done.

At the time of arrival the Central Aircraft Co.'s machine
was doing a trial flight, as a preliminary to weighing in and
starting to compete officially. She flew very prettily and looked
well in the air. Then she was weighed, and a horrible tragedy
was discovered, which deserves explaining.

Naturally all machines have to have an airworthiness cer-
tificate as they carry official observers in the course of the
tests. The C.A.C. had been granted her certificate on the
strength of her estimated weight, the certificate giving her
the right to carry a certain total load, including the machine
herself. When she was weighed officially it was found that
she was something like, 1,000 lb. heavier, and presumably
correspondingly stronger, than the original estimate, so that
by the time she was loaded up with petrol for 3^ hours'

flying (the half of the seven hours' reliability test) she was
up to the limit of load specified in her airworthiness certificate,
and there was no room for either pilot or passengers.

Thus, as Mr. Hawker humorously remarked, she could only
undertake two of the specified tests, namely, that for ability
to stand unattended in a wind, and that for ability to fly
uncontrolled, the latter test to be made by starting up the
engines and letting the machine go without anybody aboard.

The next couple of days were spent by the C.A.C. people
in trying to get the "Plimsoll line," so to speak, of their
machine raised by the technical officials of the. Department
of Civil Aviation. This meant losing a large amount of per-
fect flying weather and much waste of time. All of which
goes to show how important it is to rely on practice rather
than theory, even in calculating the weight of an aeroplane.

Low-speed Flying.

In the evening, when the wind had gone down, the Avro
triplane went up for her slow-speed test. The method of taking
the slow speed really deserves an article to itself, on account
of its simplicity and ingenuity.

To describe it briefly one may say that the machine flies
over a camera obscura (if you know what that is) at a given
height. Its image is reflected on a sheet of paper, and its
course is plotted by an observer who makes a pencil dot at
intervals of a second — given by a'n electric ticker. The height
of the machine being known, the distance travelled in each
second can be calculated from the known angle of the lens.

As there is almost always a breeze blowing at the given
height (3,000 ft. in this case) it is necessary to allow for
windage. This is done by the observer firing a Verey light
attached to a parachute. The smoke from the light, as the
parachute drifts with the wind, is shown on the paper in the
camera, and its course is also plotted against the ticker,
and so the speed and direction of the wind at that height
can also be calculated.

The wind direction ma}' be with, against, or across the
course of the machine, so a somewhat elaborate calculation may
be necessary to acquire the precise speed of the machine
through the air. But the technical officer's at Martlesham
have been playing this game for years, and their results are
amazingly accurate. The machines in this test do two runs
over the camera in each direction (four in all) so that the
average must be quite close to actuality.

The tests are done in the evening so as to give the pilots
every chance of putting1 up their best performance. If they
were done in the heat of the day the bumpiness of the air,
even at 3,000 ft., might seriously disturb the course of a
machine which is sagging along on the verge of stalling. It
is the fear of stalling in- the effort to get the slowest possible
speed which necessitates the test being made at such a height.

If a machine stalls and drops, that particular run does not
count. The observer carries a statoscope to show whether
the machine does drop or rise to any noticeable extent — for
jerking the machine up and down would delay its progress
over the course and would not show in the camera. Also a
barograph shows whether the machine maintains its height
throughout, and assures that it does not make a slow descent
in a half-stalled state. Thus, you observe, the technical people
make quite sure that the pilots do not play any tricks on
them.

On this particular evening Capt. Hamersley took the Avro
so wide of the camera that it was impossible to plot his course,
and he had to repeat the performance early next morning
before the wind rose.

The same evening Capt. Cockered took the Vickers "Vimy"
over the low-speed runs and did a very fine performance,
getting the big machine down to less than 50 miles an hour.
It was an awesome sight to see the "fat porter" sagging along
with its tail between its legs, apparently scarcely moving, and
with its engines sounding as if they were barely turning.
Capt. Cockerel), is an artist with those engines, for he seems
to get them to synchronise so perfectly that one hears none
of the throbbing sound which is usually associated with twin
engines and is caused by their getting "out -of step."

Self-Controlled Flying.

While the Avro> was doing her abortive low-speed trial, the
Bristol, piloted by Mr. Uwins, went up for her self-controlled,
or, as it is more commonly called, uncontrolled, test. In
this test the pilot has to take his hands and feet off the
controls, under the eye of an official observer, and demonstrate
that the machine can fly without human control for at least
five minutes.

There has been considerable argument as to the utilitj' of
this test. The average pilot hates an inherently stable machine,
for the more stable a machine may be by design the less
amenable it is to human control, as a rule, though it is in
fact possible to make a machine which is both stable and
controllable.

Some pilots argue that though stable machines may have
been useful during the war, in that if the pilot were hit the
machine would fly itself and so give the pilot a chance of

August 18, 1920

The Aeroplane

35;

recovering, as did actually happen in many cases, or would
give the observer a chance of taking control, as happened in
man}' other cases, there can be no use in having an inherently
stable machine for commercial flying, when pilots are not
going to be knocked out in the air. They say that a very
stable machine cramps their style in landing if they have
to dodge into a bad field.

Others say that an unstable machine was best in war, as it
was easy to manoeuvre, but that they prefer a stable machine
for peace flying, because on a long flight they can let it
alone and merely keep it on its course.

The Use of Stability.

Personally one is all in favour of the stable machine, even
for war purposes. There is a certain gallant young officer, still
in the R.A.F., who with his observer had thirteen Hun
machines to their credit during the last year of the war, and
they flew an R.E.8. Now the R.E.8, when flying all out, is
about as manoeuvrable as a railway train. But, as Captain

C , the pilot in question, explained when one asked him

how he did it, if an R.E.8 is throttled to about 50 miles an
hour it can be thrown about like a single-seater scout

According to him most R.E.8 pilots were killed because
when they were attacked by Hun scouts they opened their
engines wide and tried to get away. Then they could not
uodge, and became absolute "sitters" for the faster Hun
machines. He himself throttled down to 50 miles an hour,
at which speed no Hun scout could stay with him. When the
Hun dived at the tail of the R.E.8 he was forced to go past
it. If he passed on either side the observer got him With the
rear gun, and if he went underneath the pilot stood the R.E-8
on its head and shot him as he came out below him.

But, for civil aviation the arguments are just as stronglv
in favour of a stable machine. The argument that the pilot
con rest on a long journey is quite sound, but~there is a
purely commercial argument in favour of inherent stability
which is still more powerful.

Most manufacturers hope sooner or later to do the bulk of
their trade by selling machines to aerial transport firms. Now,
when once those machines are sold their reputation will be
largely in the hands of the purchasers. The maker cannot
be sure that they will be kept in proper order — for all countries
are not so careful about airworthiness as we are.

A Matter of Reputation.

Suppose, for example, a British firm sells several machines
to some comic South American outfit, which tries to run them
with native mechanics. It is highly probable that rudder and
elevator and aileron wires will become frayed and break in
the air owing to lack of proper supervision — in fact, one knows
of an instance where a particularly good British machine was
crashed abroad recently, fortunately without fatal results,
simply through gross recklessness on the part of the pilot-
fa British pilot at that), who knew that a rudder wire was
frayed, but insisted on flying with it in an unfit state, with
the result that it broke in the air.

If the machine is inherently stable, both with the engine
running and stopped, any moderately competent pilot can get
down safely with one or two broken control wires, and the
local people who hear of the incident will respect the British
aeroplane accordingly. But if a wire breaks through the care-
lessness of the pilot or of the management of the air line,
then the British machine will be blamed for the crash (for that
is the obvious defence of the management against local hos-
tility) even though a competent pilot might have saved the
machine.

Therefore one is strongly of the opinion that all machines
intended for commercial purposes, as distinct from machines
built for private owners, should be able to fly more or less
straight on a level keel with all controls left loose, the height
being controlled by the engine alone.

In this Competition in particular one is strongly opposed
to allowing pilots to lock or adjust their control levers or
wires for the purposes of the uncontrolled tests. If the
machines cannot fly with the controls loose then they should
lose marks. Control-locking gadgets would be no use if the
control wires were broken, and it is precisely to guard against
the danger of broken controls that inherent stability is
advisable.

Naturally adjustable fins and tail-planes do not come into
the category of control-locking gadgets. They are not controls
in the ordinary sense, for they are fixed surfaces which are
merely set to trim the machine at the start and are left as
set. They should, in fact, be encouraged. Both tails and
fins should be adjustable from the pilot's seat, though very
few machines have fins which can be so adjusted, and some
of the competition machines have not even tails w:hich can
be altered while flying.

So much for the general idea of self-controlled or un-
controlled flying. On the evening in question (Aug. nth)
the Bristol insisted on doing a slow spin to the left when
asked to fly alone, so she came down for minor adjustments,

and it was then too late to make another attempt. Incidentally,
she flew over the camera obscura while doing her trial, and
the energetic officials therein started busily to plot the speed
of her slow spin, under the impression that she was the
Avro making an erratic course in her low-speed test-
High-speed Flying.

The same evening (Aug. nth) the "Vimy" did her high-
speed test. This is a comparatively simple affair, though
measured by very elaborate instruments. These, like the
camera obscura system, would need a special article to explain.

Briefly described, the machines fly at a height of 20 or 30
feet along a course past the front of two observation huts a
mile apart. Each hut has a species of tape machine, on which
electrically operated pens make ticks on the tape every second.
As the machine passes the first hut the observer, watching
through a slot in the window, presses a button and starts
the pens going on the tapes in both huts, and as it passes the
second hut the observer there stops the pens.

By this system the time of passing can be measured to less
than one-hundredth of a second. There is, one imagines, the
human factor to be considered, in that timing with ordinary
stop-watches in athletic events has shown that each individual
timekeeper has a personal lag between eye and hand which
may amount to as much as a fifth of a second This, being
more or less a constant figure for the individual, does not
matter when the same person is timing the start and finish of
a race, but it occurs to one that it does matter a good deal when
two different individuals are timing at either end of a course,
so that accuracy to a hundredth in the instrument is rather dis-
counted by the weakness of our poor humanity.

Still, as each machine does four runs over the course — two
in each direction — doubtless the errors cancel out. And, any-
how, a fifth of a second on a mile course taken on an average
of four runs cannot affect results materially. -•

As in the case of the low-speed tests, the effect of cross or
head or following winds are calculated in arriving at final
results. Each hut has a finely calibrated anemometer fixed at
approximately the height at which the machines are supposed
to fly, and the direction of the wind is given by a wind-vane.
It is all verv interesting, and all the work is dons in a most
painstaking way by the technical staff at Martleshnm.

The Landing Glide.

Having done her self-controlled flight and her high-speed
and her low-speed tests, the " Vimy " also did the landing
glide on the nth. In this test the machines have merely
to land from' a height of 500 feet with their engines switched
off or throttled right down. It is perhaps the simplest of all
the tests, as it is only what any pilot has to do every time
his engine lets him down.

The test calls for no comment, other than that it might
have been better to have insisted on a complete switch-off on
all machines, just to see which engines would; stop turning
altogether and which would continue to revolve. Naturally
this test was child's play to Capt. Cockerell, who habitually
handles the " Vimy " as if she were a Sopwith " Pup," and
generally sits her down with tail-skid and wheels all touching
the ground at once so that she only rolls a few yards

A Little Acknowiedgment.

Tack of space forbids one to describe this week any more of
the doings at Martlesham, but before ending this instalment
one desires to acknowledge the very, great kindness and
courtesy which one received from everybody concerned with
the Competitions, and one knows that the competitors,
whether owners, pilots, or mechanics, wish to express publicly
their appreciation of all that the Judges and the Secretary
and the technical officers and the official observers have done
to make the tests not only interesting but thoroughlv enjoy-
able. Naturally the fact that nearly all the " Trade " pilots
have served as brother officers with some or other of the
official people makes some difference as compared with the
1012 Trials, but, writing as a mere civilian oneself, one can
bear witness to the fact that the whole atmosphere of Martles-
hnm is one of combined keenness and s^ood fellowship.

During the whole of one's visit one did not hear a single
complaint from anybody about anybody else. No competitor
grumbled at any instruction or decision of the Judges or
observers, or at any result published by the technical staff.
And the Secretary, because of his devotion to everybody's
interests except his own, has won the highest regard of those
few people who did not previously know him well enough to
have awarded him already full marks in their list of esteemed
friends.

An Unjustified Grumble.

Something has been written somewhere or other in the way
of complaint about the high prices charged at the Aerodrome
Hotel by the caterers, and 1he management of the Competition

358

The Aeroplane

August 18, 1920

is apparently blamed for the expense. It is true that the
At my and Navy Stores, who are running the hotel, are charg-
ing high prices, but one cannot run a hotel in a wilderness
for an entirely unestimatable clientele at the prices of a
Lyons' cafe in Fleet Street.

The position may be gauged by the fact that none of the
local caterers in Ipswich or Felixstowe would look at the
proposition at any pi ice, and several experienced London firms
also refused to consider it. The Army and Navy people took
it on, and they are doing it very well. At any rate, nobodv
is complaining of the quality of the food.

When one remembers that at the most optimistic estimate
the present £i is only worth what 10s. was befoie the war, it
strikes one that the 3s. breakfast, the 5s. lunch, and the 8s. 6d.
dinner provided at the Aerodrome Hotel would have been
remarkably cheap before the war at is. 6d., 2S. 6d., and 4s. 3d.
respectively.

And those who do not care for such prices can always bring
food in a paper bag and picnic on the Heath. There is plenty
of room for them.

The Irrepressibles.

The worst complaint against the Hotel is that, being in
fact the old W.R.A.F. Hostel, there are no doors to the
cubicles, and so belated bed-goers find that strange things
have happened to their little cots. For example, one pilot,
who had had the misfortune to have the water-circulation of
his engine mixed with the exhaust owing to a broken valve
and to descend with a boiling radiator and with water hosing

out of his exhaust-pipe, went to bed and found a whole
fire-hose equipment reposing under his blankets, with a
polite note to the effect that it might be useful the next
time he went for his reliability tests.

When there is no flying the chief occupation of the inhabi-
tants of the Hostel seems to be. Nap, either in the somnolent
or the cartomanipulatory sense, but one is told on the highest
authority that in other places there exists a mysterious game
known as '.f Seven-toed Pete," apparently imported to the
Martlesharn and Woodbridge district by way of the Pacific
Ocean, which affords to some temporary inhabitants an oppor-
tunity of making hay while the sun shines, or rather after it
has ceased to shine. People have been known to lose whole
shillings in an evening's play.

Apart from such little jeux d' esprit, all in the best of good
feeling, there are no complaints about the Hotel from the
people most concerned — namely, those who live in it. And, as
one has already indicated, the whole atmosphere of the Com-
petitions is most cheery. It is a point of honour, almost, for
every pilot to go up as a passenger in every other pilot's
machine, and when the big" passeugei-carriers go for their
tests they carry in addition to the official observers a dense
population of rival pilots who happen to have nothing to do
at the moment.

On these occasions the criticisms of the competitor's pilot-
ing are perhaps not entirely free from prejudice owing to
the fact that the competitor as a rule proceeds to " put the
wind up " the passengers (to use a colloquialism) in ways
which can best be appreciated by professional liv.afe. Of
which one may have a few tales to tell next week.

Machine
and
Pilot.

Date of

Beginning Weighed.
Trials.

High

Examina'n. and

Low Speed.

Reliability ~ ,r

<7h°ur5> Controlled
Economy. Fll=ht'

Stopping Landing Wind Landing

of one (Glide). Test. and

Engine. Getting Oft.

Central Aircraft Cr .
(F. B. G. Castleman).

Handley Page Ltd
(Major Biackley).

Vickers Ltd.
(Capt. C.ockerell).
(Capt. Bro„ m).

4/8/20

4/8/20

H.S. 11/8/20
102.73 m.p.b.

L.S. 11/8/20
49.63 m.p.h.

accepted

7/8/2Q
W

— - 6.33

n/S/20

Starboard
12/8/20
failed.
Port
14/8/20

succeeded

11/8/20

Get off 12/8/20
26.45 ft-

Landing 14/8/20
308 yards.

Austin Motor Co., Ltd.
'M. D. Nares).

4/8/20

4/8/20^

H.S. 6/8/20
109.96 m.p.h.

L.S. 9/8/20
45.1 m p.h.

5/8/20

5/8/20

W. Beardmore & Co.,

Ltd. 7/8/20

(G. Powell)

7/8/20

Jristol Aeroplane Co.,

Ltd. 3/8/20

(C. F. Uwins).

Westland Airctaft

Works.

(A. S. Keep).

6/8/20

3/8/20

6/8/20

H.S. 7/8/20: accepted
108.3 m.p.h,

L.S. 13/8/20
49.07 m.p.h.

W

— = 2.22

G

16/8/20

12/8/20

H.S 13/8/20
117. 7 m.p.h.

L.S. 13/8/20
46.05 m.p h.

accepted

12/8/20

W

— - 8.65

G

i2/8/:o

12/8/20

Get off 12/8/20
22.75 f'-

Landing 17/8/20
235 yards

A. V. Roe, Ltd.
(Capt. Hamersley).

3/8/20

3/8/20

H.S. 4/8/20
95.7 m.p.h.

L S. 12/8/20
51-5 m.p.h.

accepted

7/8/20

3-63

4/8/20

Get off 12/8/20
1. 18 ft.

Landing 14/8/20
239.1 yards.

Sopwith Aviation Co.,

Ltd. 3/8/20 3/8/20

(H. G. Hawker),

H.S. 6/8/20
110.35 m.p.h.

L.S. 12/8/20
43 m.p.h.

accepted

4/8/20

6/8/20

5/W20

Get off 13/8/20
23 ft.

Landing 14/8/20
187.7 yards.

TNoTE. — The letters „ in column six of the table above indi-

Ct

cate a measure of the efficiency of the machine and engine
combined. W = the weight in pounds of useful load (either
passengers or goods) carried on the Reliability Test, over and
above the pilot (and mechanics, if any) and petrol and oil for
3J hours' flying — approximately London to or from Paris
against any ordinary wind. G = the number of gallons of
petrol actually consumed in the course of 1 lie two 3 -J hour
flights, or seven hours' flying in all, at a eruisirjg speed of
So m.p.h.

Thus 7=r represents the weight of useful load carried by one
G

gallon for seven hours at 80 miles an hour. From this figure
one can arrive at any other figures of costs desired, such as

W

ton-miles per gallon, or ton-miles per penny. Thus a -g of 8

would indicate that one gallon would carry 8 lb. to Paris and
back in that particular machine,. or 16 lb. to Paris only, at
8b m.p.h. Which would mean, at 4s. per gallon for petrol, a
cost of 3d. per lb. for fuel alone. — c G. c]

August 18, 1920

The Aeroplane

359

THE

OPW1

( AVIATION ^> ENGINEERING C9 UP I

Predominant in War —

—Prominent

THE ANTELOPE.

in

P

eace

S

OPWITH AEROPLANES
embody an experience in
aircraft of all types second to
none.

The three Sopwith Civil
Flying Machines — Antelope,
Gnu, and Dove— render, each
in its particular class, the
highest possible performance,
compatible with great strength,
durability, and wide speed
latitude.

Whatever the purpose be,
a Sopwith can do it the best.

Registered Offices and Works :

KINGSTON-ON-THAMES

Telephone: Kingston 1988 (8 lines).
Telegrams: "Sopwith, Kingston."

London Offices :

65, SOUTH MOLTON ST.

Telephone: Maytalr 5803-4-5, j
Telegrams t " Bfflconomy, Phone, London,"

Agents for Australasia: THE LARK1N-SOPWITH AVIATION CO. OP AUSTRALASIA. LTD., 18, GURNER
STREET, ST. KILDA, MELBOURNE ; also ABERDEEN HOUSE, 04, KING STREET, MEL-
BOUKNB; and LONDON BANK CHAMBERS, Corner of PITT and MOORE STREETS, SYDNEY.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

3<5o

The Aeroplane

August 18, 1920

Meantime, one thanks everybody concerned with the Com-
petitions for a few very happy days away from the cares of
an office and in the free atmosphere of an aerodrome, as
amusing as in the old days before the war and very much
more interesting in that one can now see the definite objects
for which we are all working. — C. G. G.

Post Scriptum. — At the time of going to press it seems
that on figures and barring accidents the Westland will win
the Small Class prize, with the Sopwith a very fair second.
The Austin has been laid up with a broken valve, which
damaged a cylinder. She will be flying this week, but being
only a two-seater she cannot well win on marks for economy.
The Beardmore has been hung up owing to a defective
radiator, which, they say, held more solder than water. The
Avro smashed her undercarriage in landing on Saturday (Aug.
14th), of which accident more will be said next week. The
Sopwith damaged hers also about the same time. The C.A.C.
has to fit new rigging to qualify for her airworthiness certifi-
cate for the load necessary for the Competition. And the
Handley Page broke the trailing edge of her left upper plane
after flying for '25 hours in the reliability test on Saturday
(Aug. 14th). Thus the " Vimy " seems likely to win the
Heavy Class.

The enterprise of the ordinary British business man and his
belief in aviation are very well displayed by the directors of

THE FIRST INTERNATIONAL AERO
EXHIBITION AT PRAGUE.

The following communique has been received : —
"The Czecho-Slovak Aero Club will arrange from Octo-
ber 23rd to November 2nd the First International Aero
Exhibition in Prague, under the protectorate of the Presi-
dent of the Czecho-Slovak Republic, T. G. Masaryk.

"This exhibition will be a society event in view of
the importance which is attached to the future develop-
ment of aviation on Central Europe. Prague is to be
the junction of all the projected aerial lines of Europe,
and will no doubt become the centre of the Continental
aerial life.

"Nearly all big firms of the neighbouring countries
show a considerable interest as regards the exhibition,
and have already promised their participation. Actually
there is at Prague a big aerodrome under construc-
tion. The preparing of the exhibition especially inter-
ested that passenger and freight-carrying machines shall
be shown numbers.

"For all information please apply to the Management
of the Exhibition, Prague-Vinohrady, »Slezska iS, Re-
public Czecho-Slovak, Europe."

[In view of the importance of Central Europe in any
scheme of international aviation, it is to be hoped that
some English firms will at any rate show sufficient enter-
prise to send, a machine or two to Prague, just to uphold
the credit of the British Aircraft Industry. — C. G. G.]

THE POST OFFICE AND AIR MAILS.

The Postmaster-General has made the following important
alteration in the conditions affecting the air mail to the Con-
tinent. In future every packet intended for transmission by
air mail must bear in the top left-hand corner a special blue
label inscribed "By Air Mail." These labels can be obtained
free of charge from any head post office or on written applica-
tion to the Secretary, General Post Office, Londoi*, E.C.i.
Packets for the air mail should on no account be sent under
cover to the Postmaster at Croydon.

This and other detailed information in regard to the air
mail is to be found in a special leaflet issued by the Postmaster-
General. The leaflet can be obtained free from any post office.

All who have interest in the progress of aviation should get
a copy, read it carefully, and endeavour to impress the
advantages of the air mail on their friends.

[The following letter was sent to the Secretary of the
General Post Office on Aug. 17th.]

• Sir, — I have the honour to draw your attention tc the fact
that despite the paragraphs which have appeared in all the
daily papers this morning pointing out that leaflets giving
full information regarding air mail services may be obtained
011 application at any head or branch post office, it' is impos-
sible to obtain either the said forms or the special blue labels
which should be affixed to the left-hand top corner of every
packet to be sent by air mail.

the B.S.A.-Daimler combine who now own the Aircraft Mfg.

Co., Ltd., and have ceased to manufacture new aeroplanes.

They, or their nominee in charge of the Airco firm, withdrew

their entry at the opening of the Competition. Yet the D.H.18

— which is the big eight-passenger machine with a Napier

engine — is about the only one which would have run close to

the Westland for efficiency. It would probably have been

beaten in the get-oft and landing tests, but it would have

' , W -

scored on load carried = and speed, and so would have stood

a very good chance of winning. Yet the new owners would
not even go to the expense of letting one of the existing
machines' compete, although all petrol and oil is supplied by
the Air Ministry and the only expense involving on the
owners would be the keep of the pilot and mechanics during
the competition. t

Apropos mechanics at the Competition. — All people belong-
ing to the machines are supposed to wear a yellow armlet
bearing the letters A.M.C., which stand for "Air Ministry
Competition." An innocent visitor who asked the meaning of
the initials was told that they stood for Air Muck Cannick,
and went away wondering at the Air Ministry's new notions
of phonetic spelling. — C. G. G.

(To be continued.)

I have endeavoured to obtain both the leaflets and the
labels at the Post Office in Church Street, Piccadilly, and at
the Post Office in St. James's Street. Both these post offices
state that they have no knowledge of such leaflets or labels
other than the knowledge gained from to-day's newspapers,
and they furthermore volunteer the information that they do
not expect to have any for at least a fortnight in view of the
fact that it is customary for district post-office.', tc- receive
new forms and leaflets not less than a fortnight after the issue
of such forms and leaflets has been announced to the public.

I venture to suggest that it is not m the best interests of air
mail services that the public should thus be led to imagine
that letters cannot be sent by air mail without the aforemen-
tioned blue labels and find on application that the said labels
are unobtainable. The logical assumption in such a case must
be that letters without the Hue labels will not be dispatched
by air mail and therefore that it is foolish to attempt to send
letters by air mail until these labels are obtainable.

I have the honour to be, Sir,

Your obedient Servant,

C. G Grey
(Editor, The Aeroplane).

[Still later efforts to obtain leaflets and labels (at the West
Central Head Office) elicit the information that they can only
be obtained at St. Martin's le Grand. — c. G. c]

BUSINESS IN CHINA.

The following communique, issued by the Department of
Overseas Trade, should receive careful attention from firms
anxious to attain commercial success in China : —

Mr. H. H. Fox, C.M.G., F.JR..G.S., His Majesty's Commer-
cial Counsellor for China, who has recently arrived in this
country, is at present at the Department of Oveiseas Trade
interviewing firms in London who are desirous of obtaining
information as to the possibilities cf extending theii trade in
China, and who wish to take this opportunity of consulting
him on any matters connected with their business with that
country. London films v$io are desirous of consulting Mr.
Pox should communicate with the Department of Overseas
Trade, 35, Old Queen Street, S.W.i.

It is proposed, in accordance with the established practice,
that a tour shall be undertaken by Mr. Fox of certain industrial
areas in the United Kingdom, during the months of September
and October, when the following cities will probably be
visited : — Coventry, Birmingham, Wolverhampton, Leicester,
Nottingham, Sheffield, Manchester, Leeds, Bradford, Belfast,
Glasgow, Newcastle, Hull.

Mr. Fox will be pleased to meet manufacturers and mer-
chants who wish to consult him in regard to steps to be
taken for opening up trade with China, and who are desirous
of obtaining advice and information as to the state of trade in
that country. Among the matters in regard to which he will
be prepared to give information and advice are the general
state of trade in China, appointment of agents, methods of
marketing and distribution of goods, terms of payment, statis-
tics of imports, rates of Customs duties and general informa-
tion as to openings existing for British goods.

Provincial firms desirous of meeting Mr. Fox should com-
municate either with the Department of Overseas Trade, or
with the Secretary of their local Chamber of Commerce.

Mr. Fox has had extensive experience of trade in China,
having first been appointed a student interpreter in that
country in the year 1S90.

August i8, 1920

The Aeroplane

361

100% RELIABILITY

AERIAL DERBY RESULT

1st. MARTINSYDE SEMI-

QUAVER.

Average speed 153. 45 m.p.h.
12 mins. 15 sees, ahead of
nearest competitor.

4th. MARTINSYDE

5th. MARTIN
SYDE

3rd. MARTINSYDE
SEMIQUAVER.

THREE ENTRIES.

THREE FINISHED.

MANUFACTURERS

MARTINSYDE, LTD.,

Aeronautical and General Engineers.

Head Office and Works : —

MAYBURY HILL, WOKING.

Telephone —Woking 551, 552, 553.
Telegrams — Martinsyde, Woking.

London Office : —

CARLTON HOUSE, lid, REGENT ST., S.W.I.

Telephone — Gerrard 4500.

Telegrams — Martinsyde, Piccy, London.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

362

The Aeroplane

August 18, 1920

[The R.A.F. Appointments and Personal Notices will be
found on p. 394.]

NAVAL

Admiralty Appointments.
The following appointments have been made : —
Aug. 10th— Act. Lieut — ft . M. R. Hoare, to Pegasus, Aug. 9th.
Aug. 12th. — Conimr. — G. JJ. Ridgway, D 3.O., to Kagle, Aug. nth.

Railway Warrants.

The Admiralty announced on Aug. nth that junior Naval
officers who are transferred to the R.A.F. Cadet College, Cran-
well, will be given railway warrants to Cranwell upon applica-
tion to the Accountant-General- (Branch 8) provided the jour-
ney involved does not exceed in distance the journey which
would have been performed had the officers proceeded direct
Lorn their last place of dutv. If the officers proceed direct
from one of H.M. ships or Naval establishments, the warrants
are to be issued locally. In cases where the distance is
greater, the officers should make their own arrangements and
claim a refund of the fares incurred through the Air Ministry
to -the Accountant— General. This will be adjusted on the
basis of the cost of the Government rate journey.

AIR FORCE.
The Mesopotamian Affair.

In an official resume of the situation in Mesopotamia issued
in London on Aug. 12th it was stated that a flight of the
R.A.F. from Bushire is under orders to proceed to Mesopo-
tamia. .

A Cruise.

On Aug. nth H.M. A. R.32 left Howden for a day's cruise
over the surrounding country. She passed over Sunderland
about 12.50 hours and returned to Hon den in the evening.
Didsbury Aerodrome.

The Manchester Watch Committee, acting on a letter re-
ceived from the Air Ministry last January, have decided *o
ignore the Disposal Board and take possession of Didsbury
Aerodrome. The Committee hope to use huts on the aero-
drome as a barracks for those members of the Manchester
Pohce Force who are houseless.

The Young Idea.

The Aircraft Disposal Co., Ltd., has presented to the 3rd
Hampton (Middlesex) Troop of Boy Scouts a D.H.6 aeroplane
fitted with a 90-h.p R.A.F. engine, in order that the scouts
may be taught something of practical aviation. For some
months past this troop has been instructed by one lately in the
R.A.F. concerning aero engines and model aeroplanes.
IRELAND.
Sinn Fein Activity.

The following was issued on Aug. 15th by Headquarters,
the Irish Command : —

At about 5.30 a.m. on Saturday, near Banteer, co. Cork, a
'military guard over a broken-down aeroplane was attacked
and the sentry killed. The remainder of the guard imme-
diately engaged their opponents and alter a fight put them to
flight. The military casualties were one killed and one
wounded.

The assailants' casualties, according to the latest informa-
tion, are believed to be four killed and at least three wounded.

[An unofficial account states that this aeroplane was forced
to descend owing to engine trouble, but the crew was un-
injured.]

DENMARK.

The Danish correspondent of The Aeroplane writes : —
Danish naval pilots recently carried out flights of longer
distances than the home frontiers generally permit, when two
Fnedrich^hafen seaplanes started on July 13th to repay earlier
visits of Dutch and British colleagues, piloted bv Lieuts. Lich-
tenberg, R.N., and Just. Rasmussen, R.N.R., with a mechanic
and Lieut. Seheibel respectively as passengers. After an inter-
mediate landing at Soendisborg with difficulties in obtaining
petrol, Slesvig was crossed at great altitude, and the Dutch
naval air station Helder, on Island Texel, reached at 5 p.m.,
.with fuel exhausted owing to strong adverse wind. A start
for Felixstowe the same day being too late, the seaplanes
arrived at the latter station next day at 1 p.m. after a two
hours' flight.

The return flight was carried out on July 25th, Felixstowe
being left at 7 a.m., Helder being arrived at and left at 9.15
and 11 a.m. respectively, and Copenhagen being finally reached
at 5 p.m. — Hi.

FRANCE.

The Numbers of Aviation Regiments.

A new numbering of aviation regiments in the French
Army has been adopted. Numbers 1 to to are allocated to
pursuit squadrons, 11 to 20 to day bombing squadrons, 21 to
30 to night bombing squadrons, and above 30 to observation
squadrons.

The present disposition of aviation regiments and aviation
units in the French Arn>y, renumbered under the present
system, is as follows : —

Aviation regiments: 1st, Thionville ; 2nd, Strasbourg; 3rd,
Chateauroux; nth, Metz ; 12th, Neusradt; 13th, Avor ; 21st,
Malzeville; 22nd, l.uxeuil; 31st, lours; 3::nd, Dijon; 33rd,
Mainz; vith, Le Bourget ; 35th, Lyon; 36th, Algiers; 37th,
Rabat ; Ecole de perfectionnement des specialistes de l'avia-
tion, Bordeaux; Ecole de tir aerien et de bombardement,
Cazeaux ; Flying School, Istres ; 1st Groupe d'ouvriers devia-
tion, Dijon; Aeronautical technical inspection, Paris.

Aerostation : 1st Regiment, Versailles (1st battalion, Epinal;
2nd, Compiegne ; 3rd, Paris) ; 2nd Regiment, Toulouse (1st
battalion, Nevcrs ; 2nd, Toulon; 3rd, Pirivas).

Auti-Aircraft Defence : 1st Regiment^ Paris (detachment at
Lisieux) ; 2nd, Sedan; 3rd, Toul ; 4th, Lure; 5th, Sathounay.
Central anti-aircraft establishment, Chartres. ,.
A Flight of L.7 2.

On Aug. 10th, L.72, which was recently delivered to the
Trench Government, left Maubeuge in the early hours of the
morning and flew via Paris, which it reached four hours after
the start, and Lyons to Quers, near Toulon. The total flight
took 10 hours and 20 minutes, the odd 20 minutes being ab-
sorbed by aerial evolutions over the Parisian populace. L-72
is to remain stationed at Quers at the present.

GERMANY.

The Danish correspondent of The Aeroplane writes : —
The Poles have repeatedly fired incendiary bullets at the
aeroplanes of the "Deutsche Luftrederei" transporting electors
to the . frontier divisions votings in East and West Prussia.
Twice the aeroplanes were set on fire.

In one case the aircraft could land safely, hut the other
ended fatally, costing the life of Paul Schwandt, who had been
on active service and was one of Germany's oldest pilots,
having taken his ticket on a Grade monoplane on May 20th,
ion.

The Tondern Airship Shed.

Visiting recently the airship shed at Tondern the members
of the Demobilising Committee valued the former at the con-
siderable sum of 23 million marks, an inquiry being addressed
to Denmark whether that country will take the shed over for
this amount with the return of Slesvig. In case of decline the
shed is to be taken down and the material to be sent to
England.

The construction of the Tondern airship shed cost originally
six million marks, the repairs after the British air attack in
1918 amounted to about 600, coo marks.

The Surrender of Civil Airships.

At the extraordinary general meeting of the Deutsche Luft-
schifffahrt A.G. (Delag), the president stated that the Allies
had insisted upon the surrender of the commercial airships
"Bodensee" and "Nordstern," not because they have been
built in contradiction to the peace terms, but in demand for
replacement of the "F" airships destroyed during the revolu-
tion. The request is not for the same number of ships, but
for an equal cubic capacity. Thus when permitted again to
build airships the Germans have to give up one of every three
airships turned out, and thus the one showing Jjie best per-
formance.— Hi.

ITALY.

The Italian correspondent of The Aeroplane writes : —
An Attempt on an Airship.

The most active folk here, as everywhere else, seem to be
the thieving section of the community, no doubt owing to the
dog-day slackness of those who normally expect to get their
bread and butter by slow and laborious work. No doubt also
that a few months' life in Russia will take the place of the
cat o' nine tails for such as soon as our "rulers" modernise
their methods. So to the tale of how some determined villains;
armed with implements adapted to deal with wire entangle-

august 18, 1920 The Aeroplane 363

Ttkgram : —

"AvU ton, BrbuL"

Success

in commercial aviation

depends upon

the

RELIABILITY

of the machines employed.
It is because

are reliable that they are especially suited for
commercial use. Not only is their performance
high, but their soundness of design and the
enormous care devoted to their construction
combine to ensure those qualities of reliability
and serviceability for which they are famed.

THE

BRISTOL AEROPLANE COMPANY, LTD.,
FILTON BRISTOL

Ttltfhuu 1 —

3906 Briiul

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364

The

Aeroplane

August 18, 1920

nients and sentries moved to the attack of the Baggio dirigible
sheds a short while back, optimistically supposed by the
authorities to have been intent on stealing sparging p;u^
and carburetter spares for their motor bikes ! Luckily the
sentinels were not raw recruits and quite up to the game.
60 the abstraction of an airship cannot yet be chronicled,
though the trick has been played with aeroplanes recently
ad nauseam.

Aerial Spoils.

Having failed in forestalling certain somewhat inaccurate
reports bearing on the aeronautical booty assigned to Italy,
Stefani now rectifies them as follows, from Rome, Aug. 3rd.

To France, England and Italy were assigned two Zeppelins
each. Italy has obtained two vessels of the latest type and as
big as her airship sheds can accommodate. The delay in
the delivery of the vessels was asked for by Italy in order
to give her time to prepare sheds for her own airships, which
is why precedence in delivery was given to England. Neither
of the Zeppelins assigned to France was ready on July 6th.

The aeroplanes and motors asked for by Italy and obtained
are respectively 147 and 328. So now it is all quite clear.
Volunteers for the Tripoli Colony.

The Corriere della Sera states that the enrolment of volun-
teers in various regiments for service in Tripolitania and
Cirenaica is now open. Among these one finds aviators,
aviation-riggers and fitters and mechanics. On arrival in the
Colony definitely posted to the regiment where their services
are required the men will receive a lump sum varying from
250 to 1,300 lire. Men already in the services and civilians
liable for military service or not may apply.

An Accident at Spezla.

An accident causing two fatalities occurred at the Spezia
naval seaplane school on Aug. 4th, when a Savoia, piloted
by a warrant officer — by name, Savona — sideslipped and sank.
'The body of the other occupant of the craft, an A.B. Seaman
pupil, has not been found at the time of writing.

A Flight of T.34.

The airship T.34 l&f ^ Ciampimo at 05.00 hrs.or thereabouts on
Aug. 5th for Palermo, via Naples, and arrived safely at 10.50.
The ship had a fair number of passengers on board, including
the designers and .engineers, and a full crew, commanded by
Major Bilfi, with two assistant commandants. After a stop
of two hours the T.34 started back home where she arrived
without incident at 21.30 o'clock. During the whole journey
of 1,200 km., wireless communication with Ciampimo was
maintained, and for some time with Palermo. In spite of
the_ 100 passengers not being all on board, the trip, as a first
serious journey, must be regarded as convincing in a vessel
of distinctly new proportions and type. — T. s. H.

JAPAN.

The correspondent of The Aeroplane in Japan writes on
July 9th : —

German Aeroplanes for Japan.

It is reported that the confiscation of German aircraft by
the officials appointed by the League of Nations will be com-
pleted in August. Japan will receive her allotment along with
the other nations. It is thought this will amount to 50 air-
craft, including specimens of the best German makes.

Lieut. -Colonel Nishihama, Lieut. -Colonel Segawa, Captain
Oka and Captain Sagawa are at present in Germany attending
to this mattet, while Captain Kodama and Seto left Japan
on May 1st to receive Japan's allotment. They expect to
return to Japan with the machines sometime before next
December.

In preparation for this event Y. 500, 000 lias been appro-
priated to build suitable sheds and hangars at Tokorozawa and
Kagamigahara Army aerodromes for maintaining the craft
when they arrive. Work on these will begin next month.

The Autumn Manoeuvres.

Two battalions of the Flying Corps are expected to take
part in the coming autumn manoeuvres, but 150 h.p. Hall-
Scott-engined tractor biplane is to be used this time, and
instead of another type machines as usual. These machines
were been designed by the authorities and have been built at
Japan Aeroplane Works and Co., Gumna Prefecture.

Wireless Telephony.

The Navy Flying Corps recently has been arranged wireless
telephone on the aeroplanes for purpose of studying to make
conversation between from air to ground or ships on the sea,
and all the times received great success.

The Budget.

The Diet of the forty-third session has been convoked to
meet from on July 1st, and the Government has made up the
following supplementary budget for the financial for our aerial
enterprise.

Yen.

War Department 8,220,000

Naval Department ... 12,218,000
Educational Department... 242,000

Total Y. 20,680,000 n. k.

POLAND.
The Polish War.

According to a recent issue of the Berlin National Zeilung,
Polish aviators report that the entire reserve of cavalry of
the Russian 16th army is concentrated between Vilna and
Grodno.

Propaganda by Air.
Bolshevist aeroplanes operating over the Polish front on
Aug. 6th dropped pamphlets stating that the Polish troops
were beaten and asking them to hhprison their officers and
join the Bolshevist forces.

The Seizure of Aircraft.

The Polish Legation in London were informed that on
Aug. 12th, upon the arrival of some damaged Polish aero-
planes at the Danzig station, several of the machines were
seized by the Sicherheitswehr. The machines were guarded
by one officer and fourteen men, but owing to the hostile
attitude of the German workers the officer was forced to
request the intervention of the British Authorities. The Polish
Commissioner-General has brought the matter before the High
Commission of Danzig.

SPAIN.

Captain Rojas, a Spanish military pilot, was recently killed
in landing at Ceuta, Morocco, owing to the explosion of un-
used bombs. Captain Rojas had just returned from a bombing
raid upon the rebels.

TURKEY.

On July 20th British seaplanes lent by the Royal Navy to the
Gieek Forces paiticipated in the capture of the port of
Rodosto. As the result of the fire from the ships and bomb-
dropping and machine-gunning Sy seaplanes, the Turkish
Nationalists retreated from the cost at full- speed and the
Greek Army was enabled to occupj Rodosto practically with-
out opposition.

UNITED STATES OF AMERICA.

Aerial Shooting.

In August the National Rifle Meet will be held at Camp
Perry, Ohio. The United States Army Air Service are send-
ing aeroplanes to give demonstrations of aerial shooting and
formation control by wireless. An official exhibit will be
arranged on the meeting-ground and aircraft . guns, bombs,
anti-aircraft guns, aerial photographs, including photographic
maps of the district, copies of which will be distributed free
to the public, and many types of aeroplanes will be shown.
The i-pounder cannon for use in aircraft will be included.
This gun fires 120 rounds a minute. [One merely wonders.
—Ed.]

During the meet army aeroplanes will perform aerial acro-
batics, will fly races, and will demonstrate the use of wireless
control .from the ground and from the air. A Fokker D.7
biplane captured during the war will be employed in the
.wireless part of the performance.

Fire will be opened at ground targets from aeroplanes and
rocking nacelles on the ground will be used m some shoot-
ing- competitions. The excitement in Ohio will no doubt be
intense during these efforts.

Round the States by Avro.

Lieuts. Runser, Turner and Freeland, of the U.S. Army Air
Service, are flying round the United States of America in an
Avro biplane (130 h.p. Clerget). It is their intention to cross
every State in the Union and to visit every capital of each
State, giving exhibition and passenger flights.

It is their policy never to stunt a passenger and in that way
to educate the public that commercial aviation is a practical
achievement. They expect to take a year in completing their
flight and to average one State a week.

A Loss.

On July iqth the U.S. Naval airship D.i and two privately
owned balloons were destroyed by fire in their sheds at Akron,
Ohio. The damage is estimated at 160,000 dollars (about

^32,000).

" HAIRCRAFT" FOR THE STAGE.

Though one hates to keep harping on the activities of The
Firm, one feels it one's duty to point out that the camels in
"the Garden of Allah" are not included in the 16,237
machines.. But as "Chu Chin Chow" was a war product,
the camels in this play may be included in the 00037 01
Arabian list, and were possibly tested by the "god-pilot" of
the Daily Mail. — G. d.

FOLDING WINGS.

One was recently discussing with an ex-R.A.F. officer the
question of housing a particular type of giant ioreign aero-
plane, a problem which appeared to present difficulties on
account of its size.

"But doesn't it fold?" one asked.

"Only in the air"! was the reply. — G. d.

AtJGUST 1 8, 1920

The Aeroplane

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All these aircraft accessor-
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when tested and accepted by
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they represent the last word
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Radiator Thermometers

Perfectly accurate flush-fitting
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366

The Aeroplane

August 18, 1920

SUNBIAMCOATALEN

AIRCRAFT ENGINES

i

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"DYAK." Engine
100 H.P.

These engines of which an example, the
" Dyak " of 100 h.p. is here depicted, have
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EFFICIENCY AND RELIABILITY

The Company were pioneers in aviation
engine production long prior to the war,
and their wealth of designing and
manufacturing experience ensures the
uniform excellence of their productions.

The Sunbeam Motor Gar Co., Ltd.,
Moorfield Works - - Wolverhampton.

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Supplement to The Aeroplane, August 18th, 1920.
.'I

INCORPORATING AIRCRAFT ENGINEERING, AERODYNAMICS, AIRCRAFT FINANCE AND COMMERCIAL AERONAUTICS
AND MATTERS PERTAINING TO THE AERONAUTICAL ENGINEER AND THE AIRCRAFT TRADER.

iiiiiiiimiiiiimiiiiifiiiiiiimijiiiiiiiiimiiiim

THE WEEKLY COMMENTARY.

In a leading article, Captain Sayers discusses the ethics
of State interference in industrial affairs, and deduces
that the existence of the Roj-al Aircraft Establishment
at Farnbofough may be justified if that establishment
realty helps the development of British aircraft.

He also concludes that there seems to be a distinct
likelihood of this occurring.

Descriptions and illustrations of some of the aero-
planes now competing at Martlesham for the Air Ministry
Safety and Comfort competitions appear in this number.

A note appealing for a more graphic representation
of the results of model tests of wing sections than that
now usually employed appears on page 376.

THE R.A.E. AND

THE AIRCRAFT INDUSTRY.

By W. H

The question as to whether or not the State as such
should take an active part in the industries of its own
country is often treated as a definite question of political
principle, upon which one may hold either to the true
doctrine or to the false.

In fact it is no such thing. If there be any definite
principle involved it is solely as to whether it is more
desirable that industrial organisations should remain
small, confined to one branch only of industry and oper-
ated in competition with numberless other similar organi-
sations, each for its own particular profit ; or whether it
is preferable that business should be in the hands of
large organisations operating in a number of cognate or
associated branches of industry and striving to obtain
the maximum possible return from the associated busi
nesses as a whole, rather than to advance one at the
expense of the other.

Principles and Practices.

If the latter is the more reasonable and defensible
method, obviously the operation by the State of the
whole of the State's Industries for the maximum benefit
to the members of that State as a whole is logically but
one step on the way to an ideal world wherein the whole
of mankind's energies shall be directed under a unified
control for the benefit of mankind as a whole.

Whether such be a true or a false ideal, the whole of
modern industrial development is in the direction of
producing larger and larger industrial oganisations.
Both the capitalist and the trade unionist are — each in
their own particular way — moving towards the consolida-
tion of loosely associated but interdependent industries
under unified control and unified conditions of operation.

These two parties are at the moment in bitter opposi-
tion— an- opposition which is inevitable whenever two
densely — if differently — ignorant parties en route for the
same goal meet by the wayside.

But they are so moving, and it seems definitely possible
that their enmity will eventually force the State to inter-
fere and take over the control of all industry.

Actually, there is no question of principle involved.
If and when the State can take over and manage an
industry better and more productively than can any pri-
vate controlling body, then the. State almost inevitably
will take it over.

Sayers.

This point whereat taking over by the State will occur
may be reached either by a growth of efficiency on the
part of the Government, or it may — and seems likely
to — occur as the result of a breakdown of private enter-
prise.

However that rnay be, even the most hardened anti-
nationaliser acquiesces in the State management of certain
very important enterprises. It seems fairhy obvious nowa-
days that it is the business of the State to maintain law
and order, to provide the organs of national defence, and
to maintain the highways.

Industrialism Disguised.

It is claimed that such enterprises are not industrial
undertakings — but in fact they are. Trading concerns
such as the old East India Company, and the Chartered
Company of South Africa, which were formed to exploit
the resources of uncivilised parts of the earth, had -of
necessity to provide police and protective forces, not for
the good government of the country, but for the safety
of their own trading operations, and these formed part of
their industrial organisation.

So it is in a civilised land. Roads, the order enforced
by law and the police, and the protection afforded by the
Na\y and Arm}-, form, in fact, conditions essential to the
operations of every industry, and the organisation to
secure peaceful operation in the industry and safe trans-
port of their raw materials and of their products would
form a necessary charge on the concern did the State
not provide it.

The sole difference between these services which the State
should admittedly undertake and others is that they are
services which are necessary to the success of even* peace-
able form of enterprise and that they are services which
can be more efficient^ rendered by a single organisation
for the benefit of all than by a number, of competing
organisations working in particular interests.

When man generally has reached a stage of intellectual
development which permits him to realise that no in-
dustry has a clean-cut, separate interest, but is simply
one of the factors which contribute to the life of the
nation, and that the efficient operation of that industry
is merely one of the common interests of the community,
he will probably also have developed methods of running
nationalised industries efficientlv. 1

368 (Supplement to the aeroplane.) Aeronautical Engineering AUGUST 18, I920

In the meantime there are a number of directions where-
in the State may profitably attack industrial problems
without incurring the wrath of those who believe that
there is a matter of principle involved.

"A Kind of a" Principle.

The type of enterprise in question gives an important
clue as to the "principle." Since such enterprises are
invariably those from which no immediate profits are
thought possible, it seems fairly obvious that the principle
involved is an objection to the Government making
profits, and that it is really based on the fallacy that
there is some sort of limited store of possible profits in
the universe, and that if the Government can manage to
grab some of this store there will be less available for the
objector.

Among the fields wherein it seems generally to be
conceded that the Government may properly undertake
what is really "an industrial undertaking is that of re-
search work bearing upon the development of aircraft.

Of the Nature of "Research."

Here, again, those who claim to be possessed of princi-
ples in this matter will object that research work is
fundamentally different from industrial operations. Re-
search is, in fact, merely a systematic effort to circumvent
the difficulties under which industry labours, and the
fact that research is so generally separated from industry
is merely due to the fact that industry is too lazy and too
greedy to undertake work whose profits will be long
delayed, but is quite content to profit by the results of
such work provided that they do not have adequately to
compensate those who have carried it out.

This is very particularly true bf British industry in
general, and is very aptly illustrated by the action of
some fairly large number of those who embarked upon
the Aircraft Industry during the war and made fat and
easy profits therefrom, but have promptly withdrawn
therefrom — at least, in all but name — when it -became
obvious that continued active participation therein would
involve hard work, imagination and patience.

There is a further reason why research work of this
kind should be treated as a public service and not left
to the enterprise of the individual. Research work is
essentially speculative — both mentally and financially —
and its speculative nature in the latter sense becomes
more and more acute as the objects to which it is
directed are more and more narrowed.

And Some of the Difficulties Thereof.

Research upon lines which at first seem to promise
great results in one particular direction may prove at
any stage to be productive of no result of value for its
designed purpose. Similarly, apparently, unpromising
fields of experiment may produce results of immense
value. Research work of any kind may — often does —
produce knowledge which is of very great value in fields
of enterprise quite foreign to that towards which it was
directed.

Therefore, research work, to be realty efficient, should
be carried on under unified control, independent of any
specific branch of industry, that the results of such
research may be available in whatever sphere they can
profitably be employed, and in order to secure as far as
possible that a line of research once proved valueless
shall not be too often re-embarked upon through ignor-
ance of the work of others on the same lines.

It must not be carried on with the sole object of earning
immediate cash dividends, because research may properly
and economically be directed to proving the practical
impossibility of achieving certain results, and thus pre-
venting the waste of time, of labour, and of materials in
vain efforts to achieve them.

Further, research must be far-sighted ; it should fore-
see the demands of the future and be ready with solutions
for the problems which these demands involve when the
demands arise. This means that research can only pro-
perly be carried out by an organisation of such vast
resources that it can afford to attack problems which will
not arise in practice for some long time ahead.

Thus research is very distinctly a matter properly to
be undertaken by a body which is concerned with the.
welfare of the community as a whole, both in the present
and in the future, and to be charged against the general
wealth of that community.

A Case in Point.

These general reflections are the result of a recent
visit to the R.A.E. at Farnborough, and of a query raised
by a fellow-visitor as to what justification could be made
for an annual expenditure of ^300,000 on such an estab-
lishment.

Such a question is either extremely easy or absolutely
impossible to answer in any concise terms.

An expenditure of this nature is justifiable solely by
the fact that increased knowledge tending to the solution
of the many problems to-day presented by the science of
aeronautics is absolutely essential to the steady develop-
ment of the Aviation Industry. It is justifiably an ex-
penditure on the part of the State acting for the nation
as a whole, because such a steady development of that
.particular branch of its industry is in the interests of the
nation as a whole, and not the sole concern of any small
section of that nation.

Whether the actual amount of the expenditure on this
particular establishment is justified by the results
actually obtained therefrom may be an entirely different
matter, and is most certainly npt definitely answerable
at this moment.

The more particular question depends for its answer
on a very large number of factors. It depends upon the
policy which controls the whole establishment, whether
that be directed by a wide and far-sighted sense of pro-
portion, and upon the mental and moral calibre of those
who compose the staff thereof.

A Basis for Judgment.

If a relatively long period of operations indicates that
the researches there have been so directed as to cover
problems of real importance, that the results obtained
have provided useful solutions to practical problems, if
it prove that the industrial application of aircraft has
been really facilitated by the work of the establishment,
and that the results of their labours have been rendered
available to all those who are properly interested — then
the answer will have to be in the affirmative.

If in, say, ten years' time there exists a healthy and
prosperous Aircraft" Industry and a R.A.E. with which
that Industry is on intimate and cordial terms, then it
is safe to say that no financial statement purporting to-
prove that the cash returns from the R.A.E. are in-
adequate need be taken seriously.

A fat, prosperous, and self-supporting R.A.E. — dis-
liked and feared by the remnants of Industry — though
doubtless easier to defend in any Parliament such as that
which we now possess — would, on the contrary, be fair,
presumptive evidence that the expenditure on that estab-
lishment in the past had been unjustifiable.

A Good Start.

From an inspection of the work which the R.A.E. has
at present in hand, it may be concluded that it has at
least started along the right path.

Among the urgent needs of the immediate future,
simple, reliable and economical aero-engines undoubtedly
take a prominent place. To all intents and purposes the

August 18, 1920

Aeronautical Engineering

(Supplement to The Aeroplane.)

ROLLS-

the 1920 Model.

One of our customers, who recently took delivery of his
New Rolls-Royce has now written us as follows: —

fal/lC ryxy CaA. A*^e>L A^C/^s-^-^ii

Oka

f

6L ^y^U. <a^/ve-^*i

The original of this letter is available for inspection at
our Showrooms, by anyone interested. Ref. No. 411.

The following firms, who purchase direct from us, have sole selling rights of our cars in their respective districts.

Leicestershire.Derbyshtre. Notts,Linex,
Staffs, Worcestershire, Warwickshire,
Northants. and Rutlandshire : The
Midland Comities Motor Garage Co*
I td.,Granby Street, Leicester. Manches-
ter and District, including East Lanes,
(as far north as a line drawn on the
map due east from Cockerham) and
East Cheshire : Joseph Cockshoot &■ Co,
LUl., New Bridge Street, Manchester.

ROLLS-ROYCE,
15. Conduit St
LONDON,

TITT TTGRAMS ROLHEAD. REG.
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Liverpool and District, including West
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W. Watson & Co. 56, Renshaw Street.
Liverpool. Norfolk and Suffolk :
Mann, Egerton &■ Co., Ltd, 5, Prince
of Wales' Road, Norwich. Ireland :
J. H. Ferguson. Ltd.. Chichester Street,
Belfast. Scotland Lite Clyde Automo-
bile Co., Ltd., q6, Renfrew St., Glasgow,

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3/0 (SupplementtoXHEA™,, Aeronautical Engineering august 1 8, 1920

industrial concerns of this country have washed their
hands of this problem, and it is, therefore, eminently one
to which the State may properly turn its attention.

Air Cooling.

It is, therefore, satisfactory to discover that a very large
amount of engine research work is in hand at Farn-
borough. During the war a great deal of experimental
work on the air-cooling of engines was carried out here,
and the existing high-power air-cooled radial type of
engine to some large extent owes its being to that work.

That work continues, and as a result Farnborough, by
a process which at first sight looks impracticable, has
been able to produce air-cooled cylinders which are
simpler to manufacture, give a greater output, and pro-
bably a lower fuel consumption that those which have
so far been produced by private enterprise.

These R.A.E. cylinders are compound affairs, with the
usual turned-from-the-billet cylinder walls and fins
and aluminium alloy heads cast-on to the liners. The
top of the cylinder barrel is fitted with circumferential
and axial grooves which lock the cast-on head in place.
One would have expected — in view of the habits of alu-
minium alloys when heated — that these heads would grow,
become slack and leak after a period, but it appears that
they give no trouble in this respect. Steel valve seats
are cast into the aluminium heads, and here even, sub-
jected as they are to perpetual hammering by the valves,
no trouble has been found with loose valve seats.

In one case during the late war the design of an air-
cooled radial engine was taken out of the hands . of the
originator, and entrusted to certain officials of the Techni-
cal Department.

Many hundreds of thousands of pounds' worth of these
engines to altered but untried designs were ordered from
firms having no experience of the type, and to all in-
tents and purposes the engines delivered were useless.
The R.A.E. have attacked the engine, they have success-
fully persuaded certain modified specimens to stand up
for quite long periods, they have increased the output
very materially, and there appears to be good reason to
expect that they will eventually turn these hitherto use-
less engines into highly economical and reliable products.

Regarding the transaction as a whole it scarce^ adds
to the reputation of Government departments for business-
like methods.

Taking solely the R.A.E. part in the affair they have
at least appreciably reduced the total loss on the whole
business, and they have in the process gained a large
amount of valuable knowledge as to the habits of this
type of engine in being.

An Important Problem.

Another line of engine research which may lead to
results of even greater value than the solution of the pro-
blems of the air-cooled engine is that dealing with fuel
injection into engine cylinders.

At Farnborough there is a single-cylinder air-cooled
unit on test which has iio carburetter, petrol being
injected by pump into the c}dinder itself. Engines have
alreacty been persuaded to operate on this principle —
notably the old Antoinette aero engine, but even in this
case the device was by no means satisfactory.

In certain hands the Antoinette engine gave excellent
results, but it was never possible to run it throttled.
At that time this was unimportant, because aeroplanes
of that date would not fly with their engines throttled,
but to-day such a partial solution of carburetter diffi-
culties would be of no value.

Of the present experiments in this direction the results
so far obtained are promising. A slight improvement in
petrol consumption over that reached with a carburetter

has been obtained, and the problem of throttling has
shown signs of approaching solution.

Now of the many pressing problems confronting air-
craft to-day that of the engine using some fuel less easily
ignited than petrol is one of the greatest importance.
Carburation in the present sense of the word is not prac-
ticable with heavy oils, and a satisfactory fuel injection
system will remove one of the major difficulties to the
use of such relatively fire-proof fuels.

These examples of the work now in hand in this par-
ticular department will give an idea of the possible value
of the R.A.E.

The development of a simply constructed, efficient and
reliable aero engine, devoid of the complications of water
cooling, of carburetters, and capable of running on a
heavy oil, would alone be an adequate return to the Air-
craft Industry for several years of an annual expenditure
of ^300,000, and it is not the Industry alone which will
benefit thereby — just as it is not the Industry alone which
contributes the cost. • '

Other Researches.

In addition to this engine work, much other experi-
mental work of almost equalty important a nature is in
hand. Such work as the testing of metal constructions
for aeroplanes, of various types of variable pitch air-
screws, investigation of the most satisfactory method of
affixing the blades of such airscrews into their bosses,
the carrying out of tests on engines at high altitude, are
all of very great importance, and are all of them of a
nature which can be carried out more conclusively, more
completely and more rapidly in such an establishment
as this than by the disjointed efforts of individual ex-
perimenters.

The Test of Efficiency

The sole method of judging whether such work is
being carried on efficiently is firstly to consider whether
the problems which are under attack are problems of
real importance, which query can safely be answered in
the affirmative, and secondly whether the results attained
are fully, freely and honestly put before those who are
interested therein.

If such results are being but partially revealed, and the
personnel of the Establishment are allowed to keep to
themselves for their own self-aggrandisement certain
essential parts of the information they have acquired,
then it will return to the old evil condition wherein it
was before the war.

An Incentive.

Fortunately it appears that this is not the case, and
that as at present controlled the R.A.E. is out to assist
in every possible way the development of the Aircraft
Industry as a whole. This, of course, is but natural if
one suppose that those who direct it possess a reasonable
amount of common sense.

If the Aircraft Industry develops, within the next few
years to an important and prosperous condition, it must
be mainly concerned with civilian aerial transport.

The official full scale research department of the British
Air Ministry, working on cordial terms with that In-
dustry, cannot fail to become an extremely important
branch of the country's serviqe.

For that establishment to hamper the development of
the Industrj' and to refuse to maintain friendly relations
therewith would be obviously antagonistic to its own
true interests.

Those who have met Mr. Sydnejr Smith — the present
Superintendent of the R.A.E. — will at least recognise
that he possesses far too great an intelligence to embark
on such a course — even were it not unthinkable that he
would intentionally antagonise any fellow-worker in the
task of developing aerial transport.

GUST 18, IQ20

Aeronautical Engineering {supplement to t« 'aom 371

EARDMORE

Passenger, Postal
Goods Carrihoa

Their re liab ility in war
is your surest guarantee
o f th eir dep endability
under peace conditions.

W I L L I A M

B€ARDflOR£

A N -D .C Q /A P A^^^^ L I. M, I T I E. .P '- ■''' *);' . '. '-

Naval Construction Works.
DALMUIR

Aerodrome & HanOars at Dalmuir
— - c?/?c/ Inchirinan . ■-,

....

PI B9

AS RECENTLY SHOWN AT THE AERO SHOW, OLYMPIA.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

372

(Supplement to The AERortWE

, Aeronautical Engineering

August 18, 1920

SOME MACHINES AT THE AIR MINISTRY COMPETITIONS.

Three-quarter rear view of the Westland
six=seater for the Government competi-
tions. The large side entrance door to the
cabin is obvious and it is just possible to
see the position of the pilot from that of
the wind screen. One of the pair of trip
wheels fitted ahead of the main wheels
can just be seen below the wings.

THE WESTLAND SIX SEATER.

This machine is an enlarged edition of the now well-known
Westland Limousine* and the principles of construction which
were so successfully used in the former have been employed
in the larger machine.

The engine is the 450-h.p. Napier " Tion " which has al-
ready a reputation for reliability and smooth running.

The engine mounting is of tubular construction and ex-
tiemely rigid. The whole engine unit is separated from the
machine by a really fireproof bulkhead of asbestos covered
with aluminium sheet. This is a point well worthy of notice,
and throughout the design and construction every care has
been taken to avoid any possibility of fire.

As a further protection the petrol tanks are carried under
the wings. This the designers consider better than using any
form of fireproof tank in the fuselage, and it also has the
additional advantage of being readily accessible.

The question of accessibility and ease of replacement is one
which has been carefully studied throughout the machine.

The Undercarriage.

The undercarriage is worthy of special notice. It is very
strongly constructed, at the same time having great shock-
absorbing power.

The two rear wheels are fitted with band brakes operated
by a lever in the pilot's seat. These brakes greatly reduce
the length of run necessary after landing. There is no danger
of putting the machine on its nose, as the leading wheels pre-
vent any possibility of this.

Accommodation.

The cabin is arranged for five passengers in addition to the
pilot, who is raised slightly above the level of the passengers
so that his head projects above the cabin roof, giving him a
wide field of view, but at the same time he is in direct com-
munication with his passengers.

The instrument board is directly in front of the pilot. In
addition to the usual instruments there is a starting-gear by
which he can put the engine in motion without leaving his
seat.

The Napier Engine Installation of the Westland.

In the Cabin of the Westland Six=seater.

The entrance to the cabin for both pilot and passengers is
through a large door in the side, and it is as easy to get in
and out of as a limousine car. Bight '' triplex glass win-
dows allow the passengers a splendid view, and ventilation
is secured by a louvre which directs fresh air through a
diffuser box into the cabin. The diffuser box effectively pre-
vents draughts.

For heating in cold weather there is a hot-water radiator
worked from the engine circulating system, and the tempera-
ture may be regulated at will by the passengers.

The upholstery is carried out in Bedford cord or other
material which, in addition to making it comfortable, effectu-
ally damps out the noise of the engine, and conversation can
be carried out without difficulty. Passengers who have flown
in war-type and in converted war-type machines will appre-
ciate the comfort and absence from noise and smell.

If used for goods-carrying, with the seats removed, over
1,000 lb. weight can easily be carried.

No ballast is needed in the machine whatever weight is
carried from emptj' to full load, and the machine can be
made to flv level at any speed by means of the tail-trimming
gear operated by the pilot.

The touring speed of the machine is 100 to 105 miles per
hour, and a maximum speed of 125 miles can be obtained.
The minimum speed, owing to the low loading, is about 43

august 1 8, i92o Aeronautical Engineering (Sttpplemeilt t0,THS AnonJ, "373

6 VICKERS vimy COMMERCIAL '

1 Pilot and 11 Passengers or i£ Tons of Mail or Freight. Endurance 5 hours.
A factor of Safety of 5 throughout.

Vickers-Saunders Flying Boats.

PEACE PRODUCTS EXHIBITS at the GREAT VICTORY EXHIBITION,
STAND 151/160, CRYSTAL PALACE.

Aviation Department :

Vickers House, Broadway, London, S.W.I.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

374

(Supplement tp Thjs Aeroplane.)

Aeronautical Engineering

August 18, 192a

miles per hour, which, in conjunction with the special under
carriage already described, greatly facilitates landing in aero
diomes of limited extent.
Sufficient fuel is carried for hours' flight.-
The principal dimensions are given in the table below : —
Specification oe Wesixand Six=Seater Limousine.
Weight, fully loaded 5550 lb. Dihedral

Surface, planes, ailerons

and C section 726 sq. ft.

Weight per sq. ft 7.65 lb.

Weight per h.p 12.3 lb.

Span, top planes —54 ft-

Span, bottom planes 54.ft-

Height overall 12 ft. 6 in.

Length overall 33 ft. 6 in.

Gap 7 ft.

Chord, top plane ...7 ft. 3 in.
Chord, bottom plane 7 ft. 3 in.

Stagger 9 in-

Incidence 2l deg.

2J deg.

Area, tail plane 40 sq. ft.

Area, elevators 30 sq. ft.-

Area, fin 9.8 sq. ft.

Area, rudder 15.9 sq. ft.

Area, ailerons (each) 27 sq. ft.
Area, ailerons itotal) 10S sq.ft.

Engine 450 Napier

Propeller diameter 2980 mm.

Petrol capacity 96 gal.

Oil capacity 75 gal.

Water • 10 gal.

5 passengers and pilot or
mails • 1200 lb.

The fuselage itself is I of considerable interest, as it is
designed m the light of Beardmore airship experience, and
is a circular streamline body built of duralumin. The lon-
gerons are of girders built up much as those of airships,, and
are coupled by duralumin tubular struts and duralumin ship
bracing pieces. The outer covering is of doped fabric, and
this is supported to maintain the circular section by a facing
of duralumin stringers.

The planes are of similar structure. Top and bottqm wings
arc of equal span, but the chord of the top plane exceeds that
of the bottom one considerably, and there is a heavy forward
stagger to the upper one. Two bavs of interplane struts are
fitted to each side. The struts are faired steel tubes, and the
interplane wing is of streamline type thioughout.

Folding gear is fitted, allowing the wings to fold along-
side the fuselage for stowage. The tail is of conventional
type. The most important feature is that all the control
wires are within the fuselage, the elevator levers being ope-
rated through a long shaft to which the wires, attach. The
tail-plane is adjustable over arrange of 5 degrees, and the
machine can be trimmed thereby to any desired flying speed.

The fuselage of- the Beardmore W.B.1C.
The phofograpn shows how airship type
duralumin girders have been used in the
construction.

THE BEARDMORE W.B.10.

In form the machine is a conventional tractor biplane, of
large size — as modern machines go — for a - two-seater. This
consequent upon the demands of the competition for low-
landing speed and a quick get-off.

Comfort on the part of the passenger being one of the
chief ends of the competition, the passenger is ensconced in
a cockpit which may be opened, or closed by a Triplex glazed -
roofing at the will of the occupant. This cockpit is very
roomv, and despite the fact that it is between the pilot's
seat and the engine, appears to give ample leg-room — a quality
not often apparent in cockpits so positioned. The pilot sits
aft, and well up in the fuselage, and has an excellent view
for landing and taking off.

The undercarrige is of the normal Vee type, rubber sprung,
fitted with an articulated axle with checkwires to limit its .
movement. The power plant consists of a ^ix-cylinder Beard-
more engine, mounted very accessibly beneath duralumin
cowlings, and adequately silenced. A" hand starting-gear is
fitted, operated from the pilot's seat.

Cooling is provided by a honeycomb radiator in the upper
centre section.

A main petrol tank of tinned steel, with a capacity of 68
gallons, is carried in the fuselage, just aft the engine. An
air-driven petrol-pump and a hand-pump serve alternatively to
feed the gravity tank, fitted in the upper section, which sup-
plies the carburetter. Surplus returns by an overflow to the
main tank, All petrol lines are in duplicate, and any damaged

4B' n"

beardmore:

W.B.O.

1BD or EOO HP. BEARDMORE.

August 18, 1920

Aeronautical Engineering

(Supplement to The aeroplane )

375

PALMER

LANDING WHEELS & TYRES

STANDARD SIZES

Tyre

Hub.

Track

T

Tyre

3 .
<y 0

Hub

Track

Tyi e

Sizes

<D

Hub

Track

Si2.es

&z

Length

Bore

Lice

Sizes

Length

Bore

Line

Length

Bore

Line

m/m

m/m

m/m

m m

m/m

m/m

m m

m/m

m/m

300 X 60

16

111.12

25.4

Central

700X100

77

178.

44.45

132/46

1000X150

141

250.

80.

Central

J)

17

72.39

12.7

Central

92

185.

55.

135/50

201

185.

60.32

125/60

95

185.

55.

Central

if

209

185.

55.

Central

450X60

30 *

89.

31.75

Central

96

178.

55.

132/46

210

185.

60.32

Central

J)

138

130.

38.09

Central

99

178.

38.89

132 '46

1000X 180

148

220.

80.

Central

112

150.

38.09

Central

575 X 60

21

160.

28.

Central

149

185.

55.

Central

34

150.

31.75

104/46

650 X 125

119

178.

55.

132/46

900 X 200

107

185.

55.

Central

111

150.

38.09

104/46

650 X 65

78

178.

44.45

132/46

750X 125

77

92
95
96
99

178.
185.
185.
178.
178.

44.45

55.

55.

55.

38.89

132/46
135/50
Central
132 46
132 46

J! ;

108
128

185.
220.

55.
66.67

125 60
Central

))

79

178.

44.45

Central

) »

137

250.

80.

Central

))

100
101

178.
178.

38.09
31.75

132/46
132/46

»!
1»

1 )

1100X220

202

185.

60.32

Central

600 X 75

21

160.

28.

Central

112

150.

38.09

Central

134

136

220. ■
250.

66.67
80.

Central
Central

»>

34

150.

31.75

104/46

800 X 150

82

185.

55.

135/50

))

111

150.

38.09

104/46

J J

85

185.

55.

Central

1250X250

133

250.

80.

Central

700X75

78

178.

44.45

132/46

»)

*36

185.

55.

135 50

1500X300

J»

79

178.

44.45

Central

*40

185.

60.32

135/50

115

304.8

101.6

Central

»»

100

178.

38.09

132 46

1000 X 150

13J,

220.

66.67

Central

126

304.8

152.4

Central

»>

101

178.

31.75

132/46

102

185.

55.

125/60

1750X300

139

400.

152.4

Central

LID'NE.

*\Vheeh No. 36 and 40 are of stronger type than the ether wheels for 800 x 150 tyres.

THE PALMER TYRE LIMITED

Contractors to the Admiralty, the War Office, and the Ministry of Munitions,

119, 121, 123, SHAFTESBURY AVENUE, LONDON, W.C.2.

Telegrams: "TYRICORD, WcSTCENT, LONDON." Telephone: GERHARD 1214 (Five lines)

PARIS : 24, Boulevard de Villiers, Levallois-Perret.
AMSTERDAM: Stadhouderskade 91.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

376 (Supplement to The ae„e ) Aeronautical Engineering

August 18, 1920

Mnd view of the Beardmore Duralumin Fuselage showing the
engine bearer arrangements.

petrol-pipe can be cut out and replaced by an alternative.
By whatever route petrol may reach the engine, however, it
passes three filters on its way. Incidentally rubber joints in
petrol-pipes do not occur on this machine, as braided flexible
hose is used throughout in place of rubber. The general
dimensions are as follows : —

Specification.
Span 46 ft. Gap

Span (folded) ... 19 ft. Length overall. 26 ft.

Chord (top) Height overall ...11 ft. 10 in.

Chord . (bottom) Engine ...185-h.p. Beardmore

Weight (empty) 1,852 lb. Endurance 6 hr.

Weight (full) 2,849 lb. Speed 91 m.p.h.

Useful load 200 lb. Climb ...10,000 ft. in 27 min.

Fuel capacity 75 gall.

THE CENTRAL AIRCRAFT CO.'S CENTAUR 2A.

This is a small twin-engined machine seating passengers
within a limousine in the central body. Apart from the en-

CENTAUR 2a.

S-IBD H= BEARDMORE

closing of the passengers it is similar to the machine which
has already been described in these pages.

General Specification.

Motor...2,/i6o-h.p. Beardmore
Tankage ...3! hrs. full speed
5^ hrs. cruising

Span 63 ft. 10 in.

Width., with wings folded,

27.6 ft.

Length 39 ft.

Weight per sq ft. ...6.05 lb.

Surface ....895 sq. ft.

Weight per h.p 16.9 lb.

Total weight 5>4°o lb.

Unladen weight 3,160 lb.

Useful load 2,240 lb.

Speed range 3S.85 m.p.h.

Petrol consumption per hr.

25 gals.
Oil consumption pe: hr.

2 gals.

Control Wheel

A RATIONAL METHOD OF PRESENTING WING TEST RESULTS.

In this country it has always been customary to define the
aerodynamic properties of wing sections either by a tabulated
statement of the lift coefficient, the drag coefficient, and the
lift to drag ratio at various angles, or alternatively to present
these quantities in the form of curves plotted against angles
with the addition of a curve wherein Lift /drag is plotted
against lift coefficient.

From the attitude of the laboratory worker these methods
are simple and convenient, and they do actually give to the
aeroplane designer the information which he needs as to
the characteristics of a wing.

But they do not present this information in the form in
which the designer needs it for actual use, neither do they
show clearly to the casual observer the essential characteristics
of the particular form of aerofoil as a load carrier.

The important features in the characteristics of a wing for
aeroplane design are the relations between speed, weight car-
ried, and power expended, and a simple and graphic exposi-
tion of these relations is needed to show clearly the possibili-
ties of any given wing. To obtain these relations from the
absolute values of lift and drag coefficients calls for a cer-
tain amount of computation, and in general this computation
requires to be made for every change of wing loading and
of total weight for each wing.

It has already been suggested — by Mr. Handley Page, Major

A. R. Low, and others — that wing characteristics should be
exhibited in the form of speed power curves, but for some
reason these suggestions have met with little support.

This is probably because although there have always been
good wings and bad wings, the sole difference of importance
has lain in the maximum value of the L/D ratio, and there
has been relatively little difference between the speed charac-
teristics for equal loading of the good wings.

With the growing interest in high lift wings for commercial
load-carrying purposes it seems well worth while to again
suggest a more graphic method of depicting the qualities of
aerofoil sections.

The method which can be adopted is very simple. Using
the standard "absolute" units adopted in this country, if Kl
max. is the maximum lift coefficient of any wing section, then
for unit landing speed the load per sq. ft. which that wing
can carry is

I = Kl max. - . (1)

or x '

At any less value of the life coefficient and with the same
loading I the speed for support is

V

Kl max. ,

Kl

v

(2)

August 18, 1920

Aeronautical Engineering

(Supplement to The Aeroplane.)

377

Another Triumph for the

BRITISH = BUILT

THE BRITlSHaiGHTINC & IGNITION C? Lt?

MAGNETO

On July 12th at Brooklands J. D. Marvin
on a Harley - Davidson Combination broke

All Combination Records
from 100 to 600 miles

Covering a distance of 6 1 0 miles in 1 2 hours,
an average of 50.80 miles per hour. This
record - breaking machine was fitted with a

BRITISH-BUILT B.L.I.C. MAGNETO

THE BRITISH LIGHTING & IGNITION CO., LTD.

(Proprietors : Vickers Limited).

CHESTON ROAD - ASTON - BIRMINGHAM.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

373 (Supplement to the aeroplane.) Aeronautical Engineering

August 18, 192a,

At any such speed V the thrust required by the wing to sup-
port a total weight W is

V

where ( —

is the lift to drag ratio corresponding to the

speed V, and the power required to supply that thrust is
P = T X V

■ '6

V

v

Kl max.

Taking the total weight W as unity this becomes
/'L\ /y/ Kl max.

J)

V

KL

(3)

V

If, therefore, the usual table of successive values of Ki and of

— is taken successive values of

V1^

▼ TZ

gives a series

of values of V in terms of the minimum or landing speed, an
that series each multiplied by its corresponding value of -

gives a measure of the power required to propel that wing
at the corresponding speed.

These figures are non-dimensional and can be applied
directly to any system of units for design purposes.

Curves have been plotted of P against V for R.A.F.15 and
the new "Alula" wing on this basis, and they show very much
more clearly the qualities of the two wings than do the
usual tables or curves.

There is marked 011 the curves the values of — = o

Kl max.

which represents the surface needed to support unit load at
unit landing speed.

For instance, the curves show that for equal total weight
carried and for equal .landing speeds the minimum power
expended on driving the "Alula" wing is less than that re-

'051

quired to drive R.A.F.15 in the ratio .

•084

For any speed up to 1.58 times the landing speed the "Alula"
wing obviously requires less power than does the R.A.F.15,
and for any speed greater than 1.5S times the minimum
R.A.F.15 becomes distinctly more economical. The figure "s"
given for each of the two wings on the curve is the reciprocal
of their maximum lift coefficient and is the surface required
to carry unit load at unit landing speed.

The curves can be directly applied to any concrete case by
multiplying the scales by appropriate constants.

For instance, for a total weight of A lb. and a fixed landing
speed of B miles per hour, the speed scale must be multi-
plied by B. Then 1 on the power scale will represent A x B
mile-pounds per hour or 0.0026 A.B. h.p.

The surface required can then be computed from the value
of "s" given from

t S = 196-08 ^.s.

•

«•/'
xf

'fcL^>

"Alula."

S - * S5S

P A 15

S • 1 953.

■

1PH. so tes

IOO Hi 5

Speed power curves of R.A.F.15 and the "Alula" wing.

If on the other hand a definite loading is fixed, say a lb. per
sq. ft., then the landing speed B in m.p.h. is given by

B = V min,

-V

196'08 a
Kl max.

V

196'08 X a X S.

The surface is obviously — and the h.p. value of the P scale

a . „

is obtained exactly as before, using the value of B above.

If the weight is A kg., and the landing speed B metres' a
second, the power scale is multiplied by AB to give power

AB

in kg.m. per sec. or by -— to give h.p. The surface required
73

in sq. m. becomes

S =

B„

For any one wing only one such curve needs to be computed.
For all such curves a' series of standard scales for convenient
lauding speeds and for actual h.p. required for a convenient
weight unit — 1,000 lb., or 1 ton — can be made out once and
for all.

In the example a scale for 1,000 lb. weight and 50 m.p.h..
has been added.

This will do away with the need for much of the tiresome
routine work involved in the preliminary work of ( choosing a
wing section and the corresponding surface for >any given,
requirements.

THE NIEUPORT AND GENERAL AIRCRAFT CO., LTD.

It is now announced to the public at large that the Nieu-
port and, General Aircraft Co., Ltd., are to close their works
at Cricklewood and to retire from the business of making
aircraft, at least for the present.

That the British Aircraft Industry should, in the pre-
sent state of affairs, lose the support of those of its war-
time adherents who lacked enthusiasm and unbounded con-
fidence in the future of aviation, was inevitable, that a firm
of such high technical achievements as the Nieuport Com-'
p'any should be among its number is regrettable, since the
existence as a working and organised unit of the technical
staff of such a concern is thereby ended to the loss of' the
nation as a whole.

A particularly melancholy interest therefore attaches to the
following short description of the last of the products of the
said staff, the holdei of the British speed record.

It is to be hoped that Mr. Folland, the designer thereof,
will very shortly find opportunities for carrying on his work
as improver -of the breed of aeroplanes under more permanent
conditions.

THE NIEUPORT "GOSHAWK."

Generally speaking, the machine is a single "I" strut bi-
plane with a monocoque fuselage and a 320 h.p. A. B.C.
"Dragonfly" engine with a modified induction system and
three carburetters.

The construction of the fuselage is uncommon, in that the
fore half is built up in the usual way with four, longerons

and formers giving it a circular section to preserve the form
of the nose. From about two feet in the rear of the pilot's
seat the fuselage changes to monocoque construction, the
extreme point being finished with a metal cone, the rudde
being cut away to clear it. The main petrol and oil tanks are
carried inside the fuselage, and in addition a gravity tank
is fitted in the plane.

The empennage is similar to that of the "Nighthawk" in
appearance, a large fin being placed above and a small one
below the fuselage. The rudder is balanced, and is actuated
by control "bloaters" carried inside the fuselage. The elevators
are hinged to the tail-plane by steel bands passing round tubes
in the trailing edge of the tail plane and the leading edge
of the elevators, the intervening gap being covered by a metal
strip on the upper side which obviates any air disturbance.
The elevators are operated inside the fuselage by "bloaters"
carried in the continuous tube in which the elevators are
mounted. A sprung tail ?kid is carried in the rudder. The
tail plane is very carefully blended into the fuselage, this
giving the minimum of resistance.

The main planes, of 20 ft. 6 in. span and 3 ft. 10 in. chord,
are unstaggered and have ailerons on the bottom plane only.
The two wing and the two centre section struts are of the
"I" type and are attached to the planes by a solid walnut
compression rib running between the two spars. This rib
is pierced in three places and three metal tongues are passed
through. On either side, and corresponding to the three

August 1 8, 1920

Aeronautical Engineering (Supplement to XHE 379

Hendon Aerial Derby.

B.T.H. Magnetos

were fitted to the engines of the aeroplanes
that secured first and second places in the
Aerial Derby held at Hendon on Saturday,
July 24th.

They were also used on the aeroplanes
which secured the first and second
places in the 1919 Aerial Derby.

The British Thomson- Houston Co., Ltd.,

Lower Ford Street, Coventry, England.

Member of the British Ignition Apparatus Association.

t

a-

- ^

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

38<> (suppietnenttoTHHA-Hon^) Aeronautical Engineering

August 18, 1920-

The Nieuport "Goshawk.

central tongues, are three metal plates which are bent to
the shape of half the spar. In between the central tongues
and the outside plates are bolted on the upper and lower
sides of the bottom and top planes respectively, two triangular
plates, in between which are bolted the streamline section
single struts.

The aileron control is of normal type and the short length
of cable from the control "bloaters" to the point where it
enters the plane just in advance of the rear spar, represents
the only external control of the machine. The undercarriage
as actually fitted to the machine is normal, but for the
maximum speed possible two specially built tandem
wheel sets can replace the ordinary wheels. These
tandem wheels are of small size and mounted on a frame
which is free to move longitudinally on the axle. Each pair
of wheels is semi-enclosed in a streamline metal casing. Two
single flying wires and a landing wire of streamline section
are fitted on each side. The 320 h.p. "Dragonfly" is bolted
directly to the engine bearer plate, and is enclosed in a
metal cowl carefully streamlined so as to afford the necessary
cooling to the cylinders. The propeller is built up with a
huge spinner, which preserves the contour of the machine.

The workmanship of the whole machine is beautifully carried
out and is deserving of the highest praise.

AVIATION CLOTHING.

Samuel Brothers, Ltd., of Ludgate Hill and Oxford Street,
the well-known tailors, who were one of the few enterprising
firms to display aviation clothing at the recent Aero Show at
Olympia, are now prepared to offer any kind of leather or
waterproof clothing at a very low price. They are, of course,
the makers of the well-known "Aquascutum" waterproof
material. To show how really effectually waterproof this
really is, drop after drop of water is allowed to fall in the
same spot from a height, and, on inspection, the reverse side
is seen to be quite dry. _^

The firm also specialise in uniforms, and, again, owing
to the very moderate price charged, a visit from officers re-
turning to the Air Force who have either disposed of their
uniform or only had the old khaki pattern will be found well
worth while. — G. D.

NIEUPDRT

" RACER

August 18, 1920

Aeronautical Engineering (Supplement to THE aero«*nk.> 381

e&fdmor<

THE ENGINES
THAT ASSIST
COMMERCIAL
DEVELOPMENTS

by creating that confidence in public and
business men on which the Financial Pros-
. perity of Air Travel depends.

BEARDMORE REPUTATION has been
gained in the field of solid work both in
Peace and War.

It is the proved RELIABILITY of the
160 h.p. Model that makes it so popu'ar
among leading Aircraft Manufacturers to-day.

BEARDMORE AERO ENGINES, Ltd.,
112, Great Fori land St., London, W.l.

Telephone : 238 Getrard.
Works - Parkhcad Steel Works, Glasgow.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

382 (Supplement to the ahroplanb.) Aeronautical Engineering august 1 8, 1920

The Original NON-POISONOUS.

Titanine Dope

is strongly recommended for

PRIVATE and COMMERCIAL

AEROPLANES

Absolutely unequalled for Durability,

There is no CONTROL on Dope for the
above types of machines.

Titanine is the most economical and offers the
greatest resistance to flame.

Complete Doping

PROMPT VQV c u

immum Schemes

DELIVERIES. II? WW A v

submitted on application.

TITANINE LIMITED,

^ 175, PICCADILLY, Tele„

Gerrard2312. LONDON, W.l. ^ontol™*'

Agents for Australia :

Messrs. Larkin-Sopwith Aviation Company of Australasia, Limited.

Melbourne Office : "Aberdeen House," 94, King Street.

Sydney Office : "London Bank Chambers," Corner of Pitt and Moore Streets.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

August 18, 1920

The

Aeroplane

383

List B (b).

Stations temporarily retained for Service purposes.
The particulars regarding the following aerodromes should be
amended to read as follows : —

deg

Barrow (Walney) A 54

Inchinnau 55

oN
oN

deg.
3
4

Long.

OFFICIAL NOTICES

NOTICE TO AIRMEN, No. 86

It is hereby notified : Additions and amendments to Notice to
Airmen No. 81 (Consolidated list of Aerodromes) of July 20th are
as follows : —

List B (a).
Permanent Service Stations.
Scopwith. — The name should be altered to Digby.

List C (b).
Licensed Civil Aerodromes.
Civil Aerodromes licensed as "Suitable for Avro 504K and similar types of airrcaft only "
Except in very few instances accommodation does not exist. The licences have also been issued for limited periods only

Foreshore aerodromes are not included
The following aerodromes are published as additions : —

Aerodromes. Nearest railway station. Nearest Town.

Lat.

7
S3

30W
30W

Name.

Lat.
deg. m.

Lincoln 53 13 40N

Scarborough 54 30 oN

Gt Yarmouth =2 j« oN

Pinhoe, Exeter 50 14 ?oN

Long.

deg. m

Ht.
above

sea
level,
ft.

Name.

oW
oW
oE

3 28 30W

0 30

0 24

1 44

miles..

400

300

Lincoln (G.C.R. & G.N.R.) ij
Scarborough (N.E-R-) ii miles ..

Gt. Yarmouth (CE R ) 2 miles

Pinhoe (L. & S.W R.) \ mile, Exeter

(L &-S.W.R & G.W.R.) 3^ miles

The particulars regarding the following aerodrome should be amended to read as follows: —

Blythe Bridge, Longton 52 57 30N 2 4 30W 610 Blythe Bridge (N. Staffs Rly.) 1 mile ...

August 13th, IQ20.

Lincoln

Scarborough
Gt. Yarmouth 1

Dist. True
."rom bearing
Aerou'e from
miles. Aerod'e

1 3

Exeter

Longton 3!

W
N.
N.

N.W.

Air Ministry (C. of I.),
London, W.C-2

By Command of the Air Council,

W. F. Nicholson.

THE UNITED KINGDOM OF GREAT BRITAIN AND IRELAND.

CONTINENTAL ARRIVALS AND DEPARTURES.
* The London Terminal Aerodrome, Croydon.

(Compiled by the Staff of The Aeroplane.)

Date 1920.

Name of Air
Line.

Type.

MarkiLgs.

Where from

Where to

Time
depart.

Time
arrive

Cargo
lbs.
M = Mail

No. of
Passen-
gers.

Pilot.

August 9th

A.T. &T.

DHI6

G-EALM

London

Paris

09 30

II.55

Gds&M.

4

Lines

A T. & T.

DHI6

G-EAPT

London

Amsterdam

10 35

I3-04

Goods

Nil

Reeve

M.A.

Breguet

F-CMAC

London

Paris

11-55

14 30

Goods

Nil

Le Men

I.A.L.

" Vimy "

G-EASI

London

Paris

13.00

15-45

Nil

5

Chattaway

A.T. & T.

DHo.

G-EAGY

London

St. Inglevert

14.22

Nil

2

Tebbitt

A.T. & T.

DH16

G-EAPM

London

Paris

16.40

18.50

Gds&M.

2

Robbins

A.T. & T.

DH16

G-EASW

Paris

London

0945

12.20

Goods

3

Game

C. des G.E.A.

Goliath

F-GEAC

Paris

London

10.10

16.25

Goods

3

Favrant

C.T.

Nieuport

F-ICGT

Paris

London

12.30

I5-30

Mail

Nil

Le Comte

A.T. & T.

DHg

G-EAQN

Berck

London

I4.10

Nil

Nil

Forson

A T. & T.

DHg

G-EAPL

Amsterdam

London

15.00

18.30

Gds&M.

Nil

Milnes

A.T. & T.

DHi6

G-EALM

Paris

London

16.30

19-15

Nil

2

Lines

A.T. & T.

DH18

G-EARI

Paris

London

16.35

ig.io

Nil

6

Armstrong

A.T. & T.

DHg

G-EAGY

St. Inglevert

London

18.35

20.45

Nil

2

Tebbitt

August 10th

A.T. & T.

DH16

G-EASW

London

Paris

09 30

1235

Gds&M.

4

Holmes

C.T.

Nieuport

F-ICGT

London

Paris

09-53

12.10

Nil

Nil

Le Co mte

A.T. & T.

DHg

G-EAQN

London

Amsterdam

10.07

12 55

Goods

Nil

Bradley

A.T. & T.

DH16

G-EALM

London

Paris

16 48

18.45

Gds&M.

3

Game

A.T. & T.

DH16

G-EAPM

Paris

London

10.20

12 52

Goods

3

Robbins

I.A.L.

' Vimy "

G-EASI

Paris

London

12.45

15-45

Goods

3

Chattaway

M.A

Breguet

F-FYMS

Paris

London

12 30

15-45

Gds&M

Nil

Challaux

A.T. & T.

DH16

G-EAPT

Amsterdam

London

1525

18.30

Gds&M.

Nil

Reeve

. A.T. &T.

DH16

G-EASW

Paris

London

16.40

19-35

Gds&M.

3

Holmes

M.A

Breguet

F-CMAF

Paris

London

16.55

19-35

Nil

2

Martel

August 11th

A.T. & T.

DH16

G-EASW

London

Paris

12.40

15.10

Nil

4

Armstrong

A.T. & T

DHg

G-EAPL

London

Paris

12-45

15.10

Goods

1

Bamber

A.T. & T.

DH16

G-EAFT

London

Amsterdam

1304

16 02

Goods

Nil

Forson

C. des G.E.A.

Goliath

F-GEAC

London

Paris

14 15

17-35

Nil

Nil

Favrant

M.A.

Breguet

F-FYMS

London

Paris

14-3°

17-15

Nil

Nil

Challaux

M.A.

Breguet

F-CMAF

London

Paris

14-35

17.00

Nil

Nil

Martel

A.T. & T.

DH16

G-EALM

London

Paris

16.40

19 05

Nil

4

Lines

A.T. & T.

DHg

G-EAGY

London

Paris

17.15

19.40

Goods

1

Milnes

C. des G.E.A.

Goliath

F-HMFU

Paris

London

10.45

18.15

Goods

Nil

Patin

A.T. & T.

DH16

G-EALM

Paris

London

10 10

12.15

Gds&M.

Game

A.T. & T.

DHg

G-EAQN

Amsterdam

London

15.11

*7>45

Mail

Nil

Bradley

1 A.T. & T

r>Hi6

G-EASW

Paris

London

17.10

19-35

Nil

1

Armstrong

384 The Aeroplane august 18, 192^

Date 1920

Name of Air

Type.

Markings.

1

Where from.

Where to.

1 Time

Time
arrive.

< argo
lbs
M = Mail.

No of
Petsscn-
gers.

Pilot.

August 12th

A T. & T.

DH16

G-EAPM

London

Paris

1 10.00

12.35

Gds&M.

I

Robbins

A.T. &T.

DHg

G-EAQN

London

Amsterdam

10.06

13.28

Goods

Nil

Tebbitt

1 A.L.

" Vimy "

G-EAsI

London

Paris

T4. 10

18 30

Nil

Nil

Chattaway

A.T. & T.

DH16

G-EASW

London

Paris

18.00

20.20

Gds&M.

Nil

Reeve

A.T. & T.

DH16

G-EALM

Paris

London

12.00

Nil

3

Lines

A.T. & T.

DHq

G EAPL

Paris

London

09.55

12.10

Nil

2

Milnes

Ml.

Spad

F-CMAV

Paris

London

13.00

I5-04

Mail

1

Bourdon

A.T. & T.

DHq

G-EAGY

Paris

London

1430

«7-45

Gooiis

Nil

Bamber

A.T. & T.

DH16

G-EAPT

Amsterdam

London

15.33

17 40

Mail

1

Forson

A.T. & T.

DH16

G-EAPM

Paris

London

17.00

19.05

Nil

1

Robbins

August 13th

A.T. & T.

DH16

G-EAPT

London

Paris

09.30

12.00

Gds&M

3

Holmes

A.T. & T.

DHq

G-EAGY

LoDdon

Paris

09.50

12 00

Goods

1

Shaw

A.T. & T.

DH16

G-EAPM

London

Amsterdam

09.55

13.05

Goods

Nil

Game

C. des G.E.A.

"Goliath"

t-HMFU

London

Paris

n.52

Landed

Goods

Nil

Patin

A.T. & T.

DH16

G-EALM

London

Paris

16 47

BigginH
19.20

Gds&M.

4

Lines

A.T. & T.

DHq

G-EAPL

Lo don

Paris

16 50

19.15

Nil

f 2

Carter

A.T. & T.

DH16

G-EASW

Paris

London

09.55

12.15

Nil

4

Reeve

C. des G.E.A.

"Goliath"

F-GEAC

Paris

London

n.20

14.00

Goods

3

Labouchere

C.T.

Nieuport

F-ICGT

Paris

London

12.55

15.45

Mail

Nil

Hanin

A.T. & T.

DHq

G-EAQN

Amsterdam

London

15.10

17.20

Gds&M

Nil

Tebbitt

A.T & T.

DH16

G-EAPT

Paris

London

16.45

19 00

Nil

4

Holmes

August 14th

A.T. & T.

DHq

G-EAOZ

London

Paris

11 07

13.45

Gds&M.

Milnes

A.T. &T.

DH16

G-EASW

London

Amsterdam

11 14

14.53

Goous

Nil

Bradley

C.T.

Nieuport

F-ICGT

London

Paris

12.00

12.00

Nil

Nil

Hanin

15th

A.T. & T.

DH18

G-EATIF

London

Paris

14.27

16 36

Goods

5

Forson

A.T. &T.

DHq

G-EAQN

London

Paris

16.40

iS 55

Gds&M

Nil

Bamber

A.T. & T.

DHq

G-EAPL

Paris

London

09 50

12.15

Nil

2

Shaw

A.T. & T.

DH16

G-EALM

Paris

London

10 00

12 37

Goods

2

Milnes

M.A.

Breguet

F-CMAF

Paris

London

12.40

l5?i°

Gds&M.

Nil

Le Men

A.T. & T.

DH16

G-EAPM

Amsterdam

London

15-07

17.20

Mail

Nil

Game

A.T. & T.

DHq

G-EAGY

Paris

London

16.25

19 10

Nil

2

Carter

A.T. & T.

DHg

G-EAOZ

Paris

LoDdon

16.30

19.30

Nil

2

Milnes

August 15th

A.T. & T.

DH16

G-EALM

London

Paris

10.00

12 10

Nil

2

Robbins

M A.

Spad

F-CMAV

London

Paris

n.30

15 40

Nil

Nil

Bourdon

C. des G.E.A.

"Goliath"

F-GEAC

London

Paris

12.15

16.10

Nil

Nil

Labouchere

A.T. &T.

DH18

G-EAUF

Paris

London

10.25

13.00

Goods

Forson

T. A.L.

'Vimy "

G-EASI

Paris

London

12.00

15 !0

Nil

Nil

Chattaway

The Air Port of Cricklewood.

(Compiled from Log of Cricklewood Aerodrome. Continental times from Air Ministry communique and tape machine)

August gth

H.P.T.

DH9

H-g274

London

Copenhagen

12.00

Nil

1

Fowler

H.P.T.

Hand'y Page

G-EASY

London

Paris

12 05

J5-I5

Goods

7

Wilcockson
& 1

H.P.T.

Hand'y Page

G-EASL

London

Brussels

14.40

17.00

Gds&M

5

Rogers & I

H.P.T.

DHg

G-EAUI

Amsterdam

London

>4 °5

16.10

Gds&M

2

Perry

H.P.T.

Hand'y Page

G-EATM

Paris

London

12.00

16.15

Nil

8

Bager & I

H.P.T.

DHg

G-EAUH

London

Amsterdam

16.20

19-15

Gds&M.

Nil

Hope

H.P.T.

Hand'y Page

G-EATH

Paris

London

12.05

16.20

Goods

4

Beal & 1

H.P.T.

DHg

G-EAUQ

Brussels

London

16 05

18.15

Mail

Nil

Jones

August iotb

H.P.T.

DH4

O2 (5g25)

London

Brussels

12.07

i4-2Q

Nil

Nil

Perry

H.P.T.

Hand'y Page

G-EATK

.London

Paris

12.15

15 30

Goods

5

Olley & 1

H.P.T.

DHg

G-EAUI

London-

Brussels

14-35

16.45

Gds&M.

Nil

Hill

H.P.T.

DHg

G-EAUQ

London

Amsterdam

16.20

ig.20

Gds&M

Nil

Gapps

H.P.T.

DHg

G-EAUH

Amsterdam

London

14 20

17.40

Gds&M.

Nil

Hope & 1

H.P.T.

Hand'y Page

G-EASL

Brussels

London

15.10

ig 30

Mail

■ • ,5-

Rogers & i

August nth

H.P.T.

Hand'y Page

G-EATM

London

Paris

12.00

15.10

Goods

8

Bager & I

H.P.T.

DH4

O3

London

Brussels

11. 15

13-35

Goods

Nil

Rogers

H.P.T.

DH4

O4

London

Brussels

11.25

13.45

Mail

Hope

H.P.T.

DHg

G-EAUQ

Amsterdam

London

11. 15

14.20

Mail

1

Capps

H.P.T.

DHg

G-EATA

London

Brussels

14-45

I7-05

Mail

Nil

Jones

H.P.T.

Hand'y Page

G-EATG

Paris

London

12.30

15 45

Nil

7

Olley & 1

H.P.T.

Hand'y Page

G-EASY

Paris

London

12.20

15-45

Goods

5

Wilcockson
& 1

H.P.T.

DHg

G-EAUH

London

Amsterdam

16.05

ig 00

Mail

Nil

Perry

H.P.T.

DHg

G-EAUI

Brussels

London

17-50

19-55

Mail

2 (extra

Hill

August 12th

H.P.T.

pilois)

Hand'y Page

G-EATU

London

Paris

12.20

16 10

Goods -

4

Beal & 1

H.P.T.

DHg

G-EAUH

Amsterdam

London

11.00

13-55

Mail

1

Perry

H.P.T.

DHg

G-EAUQ

London

Brussels

14-35

17-05

Mail

2

Wilcoxson

H.P.T.

DHg

G-EAUI

London

Amsterdam

16.15

ig.04

Gds&M.

2

Olley

H.P.T.

Hand'v Page

G-EATN

Paris

London

12 45

15-45

Gds&M.

3

Bager

H.P.T.

DH4 '

O5 ■

London

Brussels '

15-55

18.10

Nil

Nil

Rogers

H.P.T.

DHg

G-EAUO

Amsterdam

London

1305

i6 45

Nil

Nil

Moore

August 13th

H.P.T.

DHg

G-EATA

Brussels

London

15.10

17.20

Goods

Jones

H.P.T.

DHg

G-EAUI

Amsterdam

London

11.40

14.10

Mail

Olley

H.P.T.

Haod'y Page

G-EASZ

London

Brussels

15 15

ig.io

Mail

4

Hope & I

H.P.T.

DH9

G-EAUH

London

Paris

J4 55

17.40

Nil

1

Jones

H.P.T.

DHg

G-EAUO

London

Amsterdam

16. 15

ig.20

Mail

Nil

Perry

H.P.T.

Hand'y Page

G-EATK

Paris

London

12.45

16.00

Goods

4

Mcintosh & 1

H.P.T.

Hand'y Page

G-EATF

Paris

London

13.40

16.50

Nil

5

Beal

H.P.T.

DHg

G-EAUQ

Brussels

London

15.00

17 05

Mail

1

Wilcockson

August 14th

H.P.T.

DH4

O14

London

Brussels

H-55

14.10

Nil

Nil

Olley

H.P.T.

Hand'y Page

G-EATN

London

Paris

12.05

15-50

Nil

10

Mcintosh

[ H.P.T.

Hand'y Page

G-EASY

London

Paris

12.30

15-30 1

Goods

6

Bager & I

August 18, 1920

The Aeroplane

38:

The SMITH AVIATION INSTRUMENTS

During the War these Instruments were fitted as Standard by the British and
Allied Air Boards, and experienced pilots prefer them to all other makes.

THE SMITH
AIR SPEED
INDICATOR.

Quite distinct from all other
designs of Air Speed Indicators
— it entirelv depends for its
action on the movement of a
specially treated silk diaphragm
unaffected by moisture or atmos-
pheric conditions — and per-
fectly accurate in it- readings
without any quivering of the
indicating hand.

THE SMITH
TIME OF TRIP
CLOCK

An unparalte'ed success in
Aviation Circles because of its
unique design, high quality
movement and sturdy construc-
tion. The small dial shows he
duratioM of p ch flight or trip
in hours and minutes

Write for Complete Aviation Catalogue and Prices to —

S- SMITH & SONS (M.A.), LIMITED,

179 185, Great Portland Street, LONDON, W.l.

Telephones; May fair 6350 (6 lines), Telegrams: " Speedomet, London."

LU MINIUM

CASTINGS

COAN
CASTS
CLEAN
CRANK
CASES

NOW IN A POSITION TO EXECUTE ORDERS.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

386

The Aeroplane

August 18, 1920

Date 1920

August 14th

August 15th

Name of Air
Line.

Type.

H.P.T.
H.P.T.

H.P.T.
H.P.T.
H.P.T.
H.P.T.
H.P.T.
H.P.T.
H.P.T.

DH9

DH9

DH9

Hand y

Bristol

Hand'y

Avro

Hand'y

DH9

Page
Page
Page

Markings.

G-EAUC
G-EAUH
G-EAUQ
G-EASZ
G-EASH
G-EASN
G-EAVO
G-EASY
H-9272

Where from.

London

Paris

London

Brussels

London

London

London

Paris

London

Where to.

Brussels
London
Amsterdam
London
Brussels
Paris
Brussels
London
Copenhagen

Time
depart.

Time
arrive.

14 35
12-45
16.10
15.10
U . 50
12. 12
12 r5
12.00
16.40

16.50

15 37
1925
19.40

13-45
15.05

15-50

Cargo
lbs.
M=Mail.

Gds&M

Nil
Gds&M.
Mail
Nil
Goods
Nil
Nil
Nil

No. of
Passen-
gers.

Pilot

2
I
I

2

I ; ff

3

Nil
10
1

Capps
Jones
Rogers
Hope & 1
Hill

Beat & 1
Fowler
Baaer
Faber

ABBREVIATIONS,
pagnie Transaerienn

A.T. & T.— Air Transport & Travel, Ltd.; M.A
, C. des G.E.A.— Compagnie des Grandes Expresse<
Transports Aeriens; P. L.— Betters, Ltd
Handley Page Transport, Ltd.
Where times are missing it is . probably owin

C.A C— Central Aircraft Company

-Messageries Aeriennes; I A.L— Instone Air Line; C.T.— Com-
Aeriennes; S.N.E.T.A.— Syndicat National pour l'Etude des
M.W.T.C.— Marconi Wireless Telegraph Companl; H.P.T. —

to Atmospherics affecting signals.

Inland Arrivals and Departures.

From Aug. 9TH to 15TH, 1920.
Aug. 9th— A.T.T., 1 D.H.16, test; 1 D.H.18, test.
Aug. 10th.— A.T.T., 1 D.H.9, test; M.W.T. Co., 1 D.H.6,
wireless test.

Aug. nth.— A.T.T., 1 D.H.9, test; P.I,., Westland, from
Yeovil, 1 joy-ride (this machine is ready for ".The Air Post
of Banks, Ltd.," but is not yet being run by this company).

Aug. 12th.— A.T.T., 1 D.H.9, 2 joy-rides; 1 Avro, test; P.L.,
Westland, to Yeovil.

Aug. 13.— A.T.T., Ltd., 1 D.H.9, 1 test; C. des G.E.A.,
1 Goliath, from Biggin Hill.

Aug. 14th.— A.T.T., 1 D.H.18, 1 test; 1 Avro, 2 joy-rides.

Aug. 15th.— A.T.T., 1 D.H.9, 1 joy-ride; I.A.L., 1 Vimy, jov-
riding.

Inland Flying at Cricklewood.

Aug. iith.— D.H.o); G-EAUH, local test; D.H.9, G-EAUO,
local test.

Aug. 12th. — D.H.4, 2 joy-rides; D.H.4, 1 test, D.H.9, 1
test; B.E.2e, from Northolt, return.

Aug. 13th. — D.H.9, to Sherburn with 2 passengers, and re-
turn ; D.H.q, start fot Paris but returned and started later ; two
D.H.9S and 1 Avro from Hendon ; D.H.c test; Avio, 1 jov-ride.

Aug. 14th —Handley Page, Bristol, DJL9, 1 test each.

Aug. 15th.— Two D.H.gs, 1 test each

The London Terminal Aerodrome.

Chief excitement during the week has centred upon the
unceasing vigil of the ubiquitous " cinema man " for Mile.
Boland, who has had numerous shots at flving to Croydon in
■order to be the first woman to fly the Channel. Even if she
succeeds in flying in the right direction long enough for her
to reach the English coast, she will not have established the
record claimed for her by the daily Press. The Channel was
•ciossed by a female specimen of the genus " pilot " before the
war. The late Miss Harriet Quimbv in a Bleriot monoplane
•flew from England to France then.

An A.T. and T. Avro put up a remarkably good performance
with an engine temporarily out of condition on Saturday after-
noon. It is lucky that the corn has been cut as far as the
"tram lines. Mr. Game on a D.H.16 made rather a fast land-
ing which carried -him on to the stubble that afternoon.

An enterprising photographer is now in attendance at the
Aerodrome for the purpose of taking passengers' photographs
before or after a flight.

A Westland limousine for the somewhat elusive "Air Post
of Banks" appeared during the week from Yeovil. — G. D.

The Instone Air Line.

The " Vimy " had the misfortune to break a tail-skid on
Friday at Le Bourget. She returned complete on Sunday.

Many people have been asking how it is that the " Vimy "
is always able to be kept in such fine tune with the small
staff of mechanics which the line at present employs. The
reason is, of course, that only ex- Service mechanics are em-
ployed, and these are not afraid of working late hours.

One would particularlv like to mention Mr. S. Hayter, chief
ligger, and Mr. S. Oldfield, chief mechanic. Also their assis-
tants, Messrs. S. Field, S. G. Hudson, and S Green. Inci-
dentally it will be seen that, in deference to the name of the
firm, all chose the initial "S" for their Christian names.

There is a big difference between the work of these ex-
Service men and that of some non-Service men who tell pilots
to their faces that they " have the wind up " and are not
worth their job because they complain that a machine is not
airworthy. One came across a case recently of mechanics
who were most indignant because a pilot refused to fly when
there was about nine inches play in a joy-stick ! That sort of
thing is not likely to occur on the I.A.L*., and, when they in-
ciease their staff, as they will shoitly, they have got some
excellent material to put in charge of their personnel.

Those who have been wondering about the future policy
of the I. A.L. should watch this firm carefully and they will
shortly get the surprise of their young lives. — G. D.

denotes an^Vxtra mechanic.

Nomenclature.

The very dignified Vickers -'Vimy," belonging to the In-
stone Air Line, which is surnamed "City of London," must
have turned the same colour as its window-curtains and gone
into a flat spin on reading the Times on Aug. 17th. In
that paper it was stated that the Instone Air Liner " Little
Jimnn'" had started for Paris with 13 passengers

One presumes rhat the reporter had stated over the 'phone
that the "Vickers- Vimy" had started, pronouncing "Vimy"
as "Vimmy," and the man the other end, being bright,
unintelligent and deaf, repeated this as "Little Jimmy."
The I. A.L. will have a lot to live down now! ! — G. D.

Mishap to a D.H.18.
On Monday, Aug. 16th, as Mr. Cyril Holmes was starting
to Paris on D.H.18 G-EARI, with six passengers and goods,
the engine lost "revs." just as the machine was leaving the
ground, and the pilot was forced to put her down where he
could. He went into the back gardens of some houses in
Wallington. One wing hit a tree and the machine was fairly
completely deleted. In spite of this, the cabin was undamaged,
and the passengers all emerged unhurt through the two man-
holes on the top, one occupant, aged 61, merely remarking
that it was a short trip but a merry one.

The accident proves the strength and general excellence of
arrangement of the cabin on the D.H.18. One learns that
the houses were more or less an isolated group, but this
only shows Mr. Holmes' good sense in not turning away
with a heavily loaded machine. One believes this was his
first effort on the D.H.iS with a full load.

He is a very experienced and steady pilot and has been
keenly interested in flying since the very early days, and
everyone will sympathise with him in the unwelcome publicity
given him owing to the misfortune of crashing with the man
who is still married to Mary Pickford in some States. How
sorry that lady must be that domestic habits may have deprived
her of a wonderful hairbreadth escape news story.

The most likely cause of the accident seems to be that the
ignition was not sufficiently far advanced when starting. One
does not know whether Mr. Holmes has flown the Napier-
engined D.FI.iCs (usually fitted with Rolls-Royces), or whether
this is his first experience with the Napier. But one would
suggest that if he had not flown with that engine before on
a fully-loaded D.H.18, it was a risk, perhaps justified by
circumstances and by his skill as a pilot, to send him up
with passengers on a machine which he had not previously
flown with a full load.

Anyhow once more one sees a practical demonstration of
how safe it is to have quite a bad crash in a well-constructed
machine. — G. D.

A Scottish Aerial Derby.
It is expected that within the next two months the people
in Edinburgh, Glasgow and Stirling will witness a Scottish
Aerial Derby, the arrangements for which are now being com-
pleted. The route proposed is from Turnhouse aerodrome,
circling Renfrew aerodrome, round Stirling, and back by
way of the Forth to Turnhouse — a distance of about 100 miles.
The race should last about one hour. There should be a
sufficiency of entries, as there are several aviation firms in
Scotland who will probably enter machines, and in addition
I am informed that several ex-flying officers will also enter.
Several prominent men in the district are to be approached
with the view of obtaining prizes, and it is probable that the
Corporations of the three districts mentioned will provide
handsome trophies. As we in Scotland cannot haye an
Air Show, it has been determined that an Aerial Derby is
the best way of promoting the interest of the people in
aviation. It will afterwards remain with aviation firms in
Scotland to see that this interest is maintained. We certainly
have the satisfaction of knowing that the entries will be purely
Scottish and that the prizes will remain in the country. The
route is certainly a difficult one, and one that will test the
pilots severely. The system of handicapping will be the
same as in the London race.- — Mac.

August i8, 1920

The Aeroplane

387

IB

No 27.

HEAD 1 E„e, WW.

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^] We deliver by our own lorries 50
miles rouna London, aud by vessei
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Manufacturers of
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LONDON : Aldermary House, 60, Watling Street, E.C.4.
BIRMINGHAM: Chamber of Commerce Buildings. New Street.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

j88 The Aeroplane august 18, 1920

GEE ? EASY. Ar\ G-Jarr to corVJiim the statements* that, at times.are made in frve communications sent out by Ihs
Department o$ Injjormatiorv", D&p&Ttment o$ Civil Aviation , Air Ministry, Yeq&-rdir\a Aivcrajt Arrivals and Dc^&ytuY&s.
As sWr\ above., ft w&s Yef>o-<ted tkat or\ iKe 7IK oj July, H&ndley-Paqe G-EASV le£t Paiis Joy OiicMevvood ot 1040 wKwt
ifaimved at 1650, ha.vir\q irslWe meantime altered fe lefter'mc, 'o 6'EASY, ar\d turned (tssl£ into a Bvistol.

Bournemouth.

As stated in last week's Aeroplane, Mr. Lindesay, a pupil
■of the Bournemouth Aviation Co., on his fourth solo flight,
attained an altitude of 18,000 ft. on a standard 110 Le Rhone
Avro. A barograph was carried, and this was sealed before
the flight. It recorded just 18,000 ft. and was not damaged in
the "bad landing." The pupil said that the aneroid registered
17,400 ft. when at the maximum height.

The B.A.C. are still carrying plenty of passengers, both at
Weymouth and Bournemouth.

The company intend to hold a big flying meeting on
.Saturday and Sunday, Aug. 21st and 22nd. A Height-guessing
-Competition will be held, free flights to be the prizes.

Edinburgh.

A most successful flying week has been held in Edinburgh
by the Aerial Photos, Ltd., 81, George Street. Captain Bond
Andrews, the director, and the two pilots of the company,
Captains King-will and Jones, were responsible for the flights,
and as the beginning of this month was an exceptionally busy-
one for visitors brisk business was done. The aerodrome
was at Craigentinny, the scene of former successes of the same
firm. Women, as usual, seemed to be in the majority foi
.flights, though one old gentleman of 82 experienced a joy-
ride and expressed himself ' delighted with the trip. The
Aerial Photos lately carried through a flight of six hours
from Edinburgh to Aberdeen and back taking photographs of
the districts, cities and places of prominence, as it is their
intention to create an aerial map of Scotland. The Berwick-
shire coast will next be photographed. On the Aberdeen
trip several very fine pictures were obtained, and even though
a rainstorm was troubling the photographer at times the
photos turned out very clear. The same firm has been at
Rothesay all the summer, and tourists have been on the aero-
drome daily. The experience of joy-riding seems still to be
popular in Scotland, and I am informed that the Caudron
Company at Alloa will shortly start a series of trips from
.their station. As regards civil aviation there is "nothing

doing." Turnhouse aerodrome has been finally acquired by
the city, but there is no sign of any activity, and I am told
that the city intend to lease the hangars and aerodrome to a
piivate firm. Renfrew, too, is quiet, though the Beardmore
fum are manufacturing machine? for the Government. — Mac.

Northolt.

Mahomed Abbas Rashid, a well-known Egyptian Govern-
ment official, who came to England to study aviation, has
joined the Central Aircraft Company's School of Aviation,
Northolt, for the purpose of qualifying for a British Air
Ministry's Certificate. Mr. Rashid talks most enthusiastically
of the future of the flying in Egypt. He is of opinion that
Cairo will be the gateway to the East for aviation, as Port
Said and the Suez Canal are for shipping.

Over 150 members of the North London Motor Cycle Club
visited Northolt Aerodrome on Aug. 8th. Many flights over
London were made, and those who preferred cross-country
flying were taken over Windsor and Eton.

The Central Aircraft Co. have in their hangars at Northolt
several privately-owned aeroplanes, whose owners fly for the
mere pleasure of flying. For a fixed sum the company house
and keep the machines tuned up so that they are ready for
the air at any time. —

Scarborough.

The Border Aviation Company, Ltd., is still hard at work in
Scarborough. In the week ending Aug 7th the machines
were constantly employed, but during the past week low clouds
have been a deteirent. Long cross-country flights are in-
creasingly popular, and a return flight to Leeds was booked
on Aug. nth.

The company intend to run an aerial " travelling circus "
during the winter and engagements are being fixed up
throughout the country.

Sheffield.

In a new Bill which is about to receive Royal Assent power
is given to the Sheffield Corporation to acquire land for an
aerodrome.

THE BRITISH DOMINIONS BEYOND THE SEAS.

AUSTRALIA.
The Royal Mail.

The Postmaster-General and the Minister of Defence are
co-operating in an arrangement for the delivery of the incom-
ing English mail by air to Sydney in order that this mail will
:be available for H.R.H. the Prince of Wales, K.G. Two aero-
planes, in case of accident, will be sent to Port Augusta, the
eastern terminal of the transcontinental railway, to pick up
the mail and convey it to Sydney. It is hoped that these
machines will reach Sydney the day H.M.S. Renown leaves.

CANADA.
The Operations of the Air Board.

A correspondent in Canada writes : —

Though comparatively little has appeared in the general or
technical Press of Europe as to aviation in Canada, we are
not without definite progress in aeronautics. Public opinion
•is strongly in favour of development in these matters, and

general interest is shown in the practical possibilities of the
new science.

Parliament, like the woman letter-writer, left all that was
most important to the postscript, and granted an aviation vote
of about $2,300,000 (-£460,000) on the last day of the session (in
the first week of July). Of this $800,000 is for the Canadian
Air Force, but the remainder is for general aviation work.
This allocation has been made so late in the year that it will
be adequate for the work that can be done.

The Construction of Stations.

Work has already begun in the organisation of civil avia-
tion. Contracts have been signed in Vancouver for the con-
struction of a permanent station. For this station two or
three Curtiss-type 7I.i6s ore being shipped direct from Eng-
land and two Curtiss H.S. sLs from Halifax. These with
two or three Avro seaplanes will suffice for " this year to carry
out forest patrols, photographic survey, fishing protection, and
transportation.

August i8, 1920

The Aeroplane

389

An aerodrome is to be laid out at Morley on the- Indian
Reserve. Hangars are now being constructed and some D.H.4S
and D.H.gs are on the way. A wireless station is being
erected.

Major R. A. Leckie, D.S.O.,, D.S.C., has, at the time of
writing (July 17th;, left for Halifax, whence he is to fly to
Uake St. John in an H.S. 2ly with a second H.S. 2D in com-
pany.

In Quebec Province.

The Quebec Provincial Government are keen and are build-
ing a station at Roberval. The Air Board intends to work N.W.
from there over practically unknown country as fci as Lake
Mistassini. On arrival of further F. boats some of them are
to be erected at Vickers Plant, Montreal, and will be flown
down the St. Lawrence from that place.

Ottawa.

There is a small station at Ottawa from which an experi-
mental survey of the Ottawa district in conjunction with the
Surveyor-General's Department will be made, This is to be
done with a view to the discovery of the exact conditions
necessary for the construction of a really good aerial map.

This work is about all that is possible during the present
year. — r. 3.

The following is the Air Board apprqpriation for 1920-1 : —

The Air Board Appropriation, 19 20-21.

Item No. Service. Amount.

Dollars Dollars

324 Air Service (General) 250,000 250,000

359 Demobilisation Overseas (payment
of freight on aircraft and equip-
ment) 300,000 300,000

452 Civil Government — ■

Salaries 50,000

Contingencies ... 50,000 100,000

535 Civil Aviation —

Survey of Air Routes 50,000

Flying operations for other

Government Departments .... 200, ooj

Miscellaneous and experimental

flying and research 50,000

Unpacking and carriage of air-
craft and equipment ...... 50,000

Upkeep and replacement of air-
craft and equipment 250,001

Acquisition and equipment of

civil air stalions 200,000

• Acquisition of emergency land-
ing grounds 50,000 850,000

536 Military Appropriation —

Grant to Provincial Ail Force

Associations 30,006

Upkeep of Camp Borden, in-
cluding repairs 30,000

Pay of officers and airmen, eight

months, including rations 200,000

Travelling expenses 140,000

Flying in training 200,000

Maintenance and replacement of

aircraft and equipment 200,000 800,000

Total $2,300,000

FOREIGN

AUSTRIA.

The Danish correspondent of The AbkopIvANE writes : —
A Sporting Meeting.

The sport club in Franzensbad has arranged an Austrian
joy-ride event with passenger flights, aerial fighting and
parachute drops, the erstwhile army pilots Arigi and Fritch
partaking on a Brandenbnrg-Babv 160-h.p. Austro-Daimler
■and Brandenburg-Disci 200-h.p. Hiero respectively. — Hi.

FRANCE.
The Esnault-Pelterie Claims.

During, the past week there has been no subsidence in the
excitement caused in French aeronautical circles by the claim
of M. Robert TJsnault-Pelterie for 20,000 francs in respect of
■each aeroplane fitted with any derivative of his patented con-
trol lever. He is taking separate actions against each aviation
firm in turn and is obtaining' injunctions preventing the
Government paying outstanding debts to the firms concerned
up to the amounts required to settle his claims. He has already
proceeded against Morane-Borel (in regard to the past),
Breguet, Caudron, and other leading firms. Judgments as to
the sums to be reserved by the Government until the main
issue is finally decided have in most cases been delayed for
«ight davs.

GERMANY.

The Danish correspondent of The Aeroplane writes : —
Soaring Flight.

The soaring flight competition, going on at present in
Rhon, of which the editor of "Flugsport" Urslnus is the
driving power, has cost the life of one of the best known pre-
war German pilots, who was killed on Aug. 9th in a fall
from 450 ft. owing to plane breakage of his glider. Before the
war Doessl put up passenger altitude records together with
Hirth on the new 150-h.p. Benz-Albatros at the Vienna meet-
ing.— Hi.

ITALY.

The Italian correspondent of The Aeroplane writes : —
It is announced that for reasons connected with the late

long-continued strike the Schneider Cup race is postponed

till Sept. 19th and 20th.

The Baracca Commemoration Flights.

The postponed Francesco Baracca festivities and the solemn
commemoration of that great fighter are now announced for
Sept. 5th. A flight over a vast cross-country circuit is the
•chief sporting event.

A Lombardy Circuit.

The actuation of a short circuit of Uombardy for the small
touring type of machine which recently showed up so well in
the six-metres trials at Taliedo is also now possible, and is
"to take place in August over a distance of about 200 kilometres,
passing over most of the flying camps in the Milanese pro-
vince and as far out of it as CamerT. A cup is offered to the
winner by Sig. Luigi Mapelli, of the S.A.I. A M., the new com-
pany operating from Taliedo.

INTELLIGENCE.

The F.A.N.I.

The F.A.N.I., as the It.Ae.C. perhaps incorrectly style=
itself, now announces that at a general meeting held on
June 27th at Rome it nominated Comm. Mercanti as its dele-
gate for the Schneider Cup and authorised the Venetian Ae.C.
to nominate another man. France has nominated Paul Rous-
seau. The sending of a military escadrille, various private
machines from civilian concerns, and two balloons to Antwerp
was permitted.

The CJub's Gran Premio — Grand Prix — will not be held till
1921. Signori Mercanti, Pavia, Negretto, Crosti, and Prato
were delegated to attend the International Aeronautical Con-
ference at Geneva, with the assistance of Col. Morelli, the
Club's general Secretary, at which Italy will propose a great
international aero-motor competition.

A strongly-worded memorial to the Government calling at-
tention to the needs of aeronautics in Italy at present was
voted.

Civil Aviation.

Civil Aviation affairs having now passed under the wing of
the Minister of War, a very able civilian, for the moment a
great sweep-out is occurring in the late Department. The
decree ordering the changes institutes a sort of Council of
some 15 persons nominated by the War Office from among
M.Ps. and the various Ministries concerned by the provision
of aerial transport facilities of either a permanent nature or
meeting certain exceptional occasions, general strikes, and so
on. The Ministries of Public Instruction and of Public Wor-
ship do not appear among these, the latter being so fortunate
as to be served by the great St. Michael's brigade, whose
"good and laudable service'' is the onlv thing of the sort still
left us !

Two New Companies.

In spite of the difficulties of the times two more companies
of faithful believers are in the advertising stage. The bigger
with two million lire of capital paid up is the Society Indus-
tre Aereonautiche e Meccaniche Italia Centrale of Perugia,
and has sheds at S. Feliciano on the classic Trasimene Lake.

The other, the Societa Anonima Imprese Aeree, of Milan,
with 600,000 lire capital, is that mentioned in a recent report
of mine as a North Italian Aero Trust. — r. S. H.

NORWAY.

The Danish correspondent of The Aeroplane writes : —
Always considered a difficult route to fly, the Christiania-
Stockholm trip has now been covered twice at short intervals
and in all cases on British aeroplanes with Anglo-Norwegian
pilotage. His intermediate landings in Denmark, after
having stopped for fuel when off his course at the Kiel
Channel, having been due to necessary overhauls of the
engine after the bad effect of the German benzole acquired,
Tryggve Gran was the first to cover the distance between
the two Scandinavian capitals. He started with fine weather
at 10.40 p.m. from th3 Kjeller Aerodrome and arrived at
Stockholm at 2.05 in the morning. When starting here, the
machine, an A.W. F.K.8, had an accident and caught fire.

The Aeroplane

August 18, 1920

While the aeroplane was totally burnt, neither Tryggve Gran
nor his passenger Carter was injured.

Not in for competition, Capt. Musterlin was next to make
the flight, planned and interrupted last winter by the snow.
The start was delayed by a motor-cycle accident of the British
pilot, Flight-Serjt. Roger. This Handley Page biplane,
G-EAKE, was smashed in trying to start from a field at
Stockholm.

The Norwegian Lieut. Nass was the third to fly from Chris-
tiania to Stockholm, his start on the Norman-Thompson
fiying-boat N.13 being delayed 14.10 in the morning owing
to engine trouble. The Stockholm shipowner Meyer was
the observer passenger. Karlstad was reached at 15.55 after
a strenuous flight in wind and rain. Restarting at 14.00 hrs.
next day, Stockholm was reached at 19.40. Lieut. Nass has
with better success continued his Scandinavian circuit flight,
having so far flown to Copenhagen. — Hi

SCANDINAVIA.

The Danish correspondent of The Aeroplane writes : —

Once more it looks as if competition is going to have the
best speeding-up stimulus and that the two main competitors
lrom the London-Paris and Bruxelles-Amsterdam air services
shall meet again in extended activities. In the iirst reports
it was stated that the air navigation company of Flight. Lieut.
Tancred Ibsen, who has recently flown some of his Branden-
burg and Friedrichshafen seaplanes to Norway from Warne-
miinde via Copenhagen, was to start Anglo-Scandinavian air
lines in co-operation with Handle}- Page, Ltd.

In consequence, it was reported that Aug. 10th was the date
on which to inaugurate the long-planned extension of the
Amsterdam Air Transport and Travel, Ltd., service in order
to forestall the other plan.

Copenhagen is to be the chief junction, and "Det Danske
I.uftfart Selskab," "Svenska Lufttrafik A.B.," "Dertsche Luft-
rederei," and the Dutch affiliated concern, will co-operate
with Air Transport and 7. ravel, Ltd The machines of
the latter company are to extend their service to Copenhagen
with an intermediate landing at Hamburg, while L.V.G. bi-
planes, as owned by the Danish company, are to be used be-
tween Berlin and Copenhagen and from Hamburg to Warne-
miinde, so far as can be understood.

Seaplanes are to be employed between the latter city and
Malmo for passengers, requiring connection with the Chris-
tiania and Stockholm trains. — Hi.

SWEDEN.

The Danish correspondent of The Aeroplane writes : — ■
Statistics of flying Accidents.

The Swedish Flying Commission has to Government order
worked out statistics of the flying accidents in Sweden up to
the ' end of 1919. These statistics have recently been sent
to the Government, together with a secret report.

From 1912 to 1919 inclusive 81 severe flying accidents
occurred in Sweden. The cause of most of these were errors
in manoeuvring. Seventeen of them were fatal. Five fatal
and 19 serious accidents were due to defects of the material,
3 fatal accidents and 10 accidents were caused by bad
weather conditions, and 2 accidents were due to indisposi-
tion of the pilot. Engine defects caused 10 accidents, and
9 accidents were due to difficult ground conditions.

In Sweden the army and naval pilots covered during 1918
146,240 km. in 1,243 flights of 1,547 hours' duration. Eleven
accidents, 3 of which were fatal, occurred this year, which
works out at one accident for each 13,300 km. and 140 hours
flown, and 49,000 km. and 1,515 hours per fatal accident.

The flying performance in 1919 was 219,370 km. and 2,143
hours, and the accidents amounted to 13, 4 of which were
fatal, which equals an accident for each 16,900 km. and 164
hours, and 55,000 km. and 531 hours per fatal accident. — Hi.

The Faireys' Flight to Finland.

Lieut.-Col. G. L. P. Henderson, M.C., A.F.C. (late R.A.F.),
recently flew from Stockholm to Helsingfors in 3i hours.
He used one of the P. O. Flygkompani's Type life Faireys
fitted with floats and painted white all over with the excep-
tion of that part of the fuselage that accommodates the pilot

and passengers which is finished in black. After a few hours'
fiymg around Stockholm on May 1st by way of a test, the
machine was ready for the flight to Finland. He left Stock-
holm at 14.30 011 May 5th and landed at Helsingfors at
17.45, carrying as passengers Lieut. I'. O. Heitstrom, his
partner, a big man from Stockholm, and a Finnish lady
who was returning home. Several hundred copies of Stock-
holm newspapers were also carried. En route, Lieut. P. 0.
Herrstrom dropped a wreath on the grave of Baron Ceder-
strdm, who was drowned m attempting the same flight some
years ago, and also dropped a second wreath in the Baltic
on the spot where it was assumed he lost his life.

A further communication from Sweden says that, in addition
to Lojtnant Herrstrom, the fattish gentleman, the Finnish
lady, and the newspapers, the Fairey seaplane carried luggage
for all, food and drink for 24 hours, engine spares and tools,
90 gallons of petrol and 6 gallons of oil. On arriving at
Helsingfors the machine was taken to an improvised anchor-
age— an ordinary mooring buoy — to which buoy the machine
rode for three days and nights while the arrangements were
made for future journeys.

The Finnish authorities were extremely obliging. Lojtnant
Herrstrom interviewed personally the Chief of the General
Staff, the Chief of the Army, the Chief of the Air Force, and
the Harbour Master. Full permission was given to use the
harbour and to take up passengers, subject to a few reason-
able restrictions as regards flying over fortresses. It'is neces-
sary to remember that the country is still at war, but the
Chiefs of the Forces are Finnish men of business who, though
new to their work, have the common sense to allow flying to
take place because of the good that it does. Furthermore,
it is noteworthy that it only took half a day for all of them
to give their respective decisions.

The return journey was started 011 Saturday, May 8th, at
14.30, the machine carrying two passengers besides the pilot.
Owing to a strong south-westerly gale, it took 15 hours to
cover 70 miles. A sea mist then came over everything and the
machine had to alight at a Finnish village, where it was tied
up to a pier. Two hours later the machine started again and
reached Abo, also in Finland, its destination for the day.

The following day the machine started at 12.30 and had to
face a still stronger gale, but by flying at 50 feet over the
Aaland Archipelago and open sea, the widest part being about
too miles, and still lower down the channel inside the Swedish
Skargard (archipelago), the 170 miles was covered in 3I hours.
The total distance of 290 miles took 5 hours to cover against
the gale which, considering the circumstances, is good going.

By following the islands for the whole route there is 011I5
50 miles of open sea to be covered, so that, unless the machine
flies on a compass course, it is always within reach of land.
For this reason the route should be a success.

The interest of the inhabitants both in Sweden and Finland
is very great, and the Press of both countries is enthusiastic
over the venture. Under hardly any circumstances could the
journey from Stockholm to Helsingfors take more than
5 hours, and with favourable winds it may take much less
than three. This compares with the steamboat journey of
24 hours. The fare to be charged by the P. O. Flygkompani
is 500 kr. against 150 kr. by steamer, and the Swedes, who
are now a wealthy nation, regard the fare as very reasonable.

Both at Stockholm and at Helsingfors the machine alights
within a mile of the best hotels, so that this arrangement
compares very favourably with the London-Paris arrangement.
An Accident
On July 22nd, Mr. Park, one of the pilots of the
P.O. Flygkompani, while flying at Gefle, Sweden, was brought
clown in a nose dive, the machine being destroyed. He was
unconscious for a short time, but his injuries are slight. His
mechanic was unhurt.

SWITZERLAND.
Civilian Aerodromes.
There are now three international aerodromes in Switzer-
land, situated at Dubendorf, near ZuricH/La Blecherette, near
Lausanne, and Cointrin, near Geneva.

FLYING IN SWEDEN. — One of the
P.O. Flygkompani's Fairey Biplanes.
These machines have done a large
amount of flying during the last spring
and have made several long=distanee
flights, including one to Finland. They
are used on skis (as shown) during the
winter and on floats in the summer.

August 18, 1920

The Aeroplane

391

Cointria has only just been sanctioned as an international
aerodrome, but it will not be ready for the reception of air-
craft until the end of the summer; while Collex-Bossy, near
Geneva, which will replace Coititrin, will not be in a -fit state
for use for another three years.

The Danish correspondent of The Aeroplane writes : —

A Swiss Concern.

The Swiss joy-iiding concern, Ad-Astra-Aero, Sweizer Tuft-
verkehrs A.G., Urania Str. 22, Zurich, which has had the loan
of the first commercial Dornier twin-central-engined duralu-
min flying-boat, is the owner of a fleet of Austrian Bohner and
Italian Savoia and Nieuport Macchi flying-boats, and has
acquired lately some German Kondor landgoing aircraft of the
C class, as well as the wireless 200-h.p. Goebel rotary-engined
parasol monoplane. This firm advertise in the German aero
journals to the effect that their chief pilots, Comte, Pillichody,
and Kramer, are in charge of their flying school and Alpine
and joy-riding flights on two to four seaters, while Mittelholzer
looks after the photography department. The latter possesses
more than 1,200 views of the cities and mountains all over
Switzerland, and sells albums, enlargements and postcards and
carries out advertising, industrial and scientific work.

It reports for June : 611 passengers were carried in 406
flights of 75 hours' duration. The author, T. C. Hut, made
an Alpine flight of two hoars on June 29th from I.ugano over
St. Gothard to Zurich in an enclosed three-seater, and the two
pilots, Frick and Pillichody, attained the maximum perform-
ance in so far as they carried 74 passengers in one day during
the. Rappersnil meeting.

At L/Uzern they were favoured by the weather each Sunday,
several members of the Grecian Court staying there having
taken seats, and the circular flights round Geneva were well
patronised.

One fails to see the originality claimed by an insurance com-
pany in awarding flights as lottery prizes, unless it is pleasant
to see an insurance firm endorsing the safety outlook upon
aviation. — Hi.

UNITED STATES OF AMERICA.

An Airship and Deep-Sea Fishing.

During the early part of last month the idea of fishing
from 'the air was conceived by two aeronautical heads of
departments of the Goodyear Tyre and Rubber Company in
California, who, starting out early one morning in a 95-ft.
long airship, known as "Pony Blimp D.57," ilew to San

AERIAL DERBY, 1920

ALL

PRIZES AGAIN WON
ON SHELL, AS IN 1919

Again this year, as in 1919, ALL
prizes in the great Aerial Derby
were won on Shell Aviation Motor
Spirit, as used exclusively in the
historic flights across the Atlantic,
from England to Australia, across
the Continent of Africa, and from
Rome to Tokio.

AVIATION MOTOR SPIRIT

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Pedro Harbour. After studying the water from the air at
the low altitude of 40 ft. until they saw a school of fish
in 15 ft. of water, they dropped to the surface and floated
on a pontoon which is attached to the cabin of the ship, and
threw out their lines.

They Were so successful in a short time that they started
the engine of the "Blimp" at a low speed and went out into
a deeper water with a still greater success. So contagious
has the excitement of fishing from the air proved in Dos
Angeles that the "Pony Blimp" is being booked up some
time ahead for similar trips. It is intended to use this air-
ship in the fishing-ground of Catalina Island, 30 miles from
the California shore.

The Danish correspondent of The Aeroplane writes : —
The American Gordon Bennett Entries.

The new 500-600 h.p. Packard engine is to be the power
plant of the Verville scout,' which the McCook Field is enter-
ing for the Gordon Bennett race.

Single I struts are used in this biplane, which has a reduced
gap, obtained by mounting the top planes direct on the body.
The two other entries are from the trade; viz., Curtiss and
Dayton-Wright. Both are monoplanes, Curtiss employing his
own 300-h.p. engine, developing 410-h.p., and now having a
detachable cylinder head per block, while a 300-h.p. Hispano-
Suiza engine drives the tiny Dayton-Wright in which Mr.
Grover Loennig has a share, who was himself a would-be
entry with another small wireless monoplane. The pilots are
to be respectively Roland Rolffs and Rhinehardt, though as
the Curtiss Gordon-Bennett racer has been built to the order
of an enthusiastic piivate owner, his own pilot ha.s also gone
into training.

The Stout Cantilever Wing Aircraft.

A new venture in American aviation is the Stout Engineer-
ing Laboratories in Detroit, the president of which, Mr. Stout,
was formerly an aeronautical writer with Automotive Indus-
tries of New York, afterwards Government adviser, and later
with the Packard Company.

It is interesting to compare the thick wing and metal work
with the similar work going on contemporarily in Germany.

The new enterprise has recently received an order from the
Navy for" six twin-engined all-metal torpedo carriers. As in the
Zeppelin-Staaken four-engined 18-passenger carrier, described
long ago, the engines are mounted in the planes at the lead-

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s

392

The Aeroplane

August 18, 1920

ing edge. The torpedo and«I'.omb compartment, to house mail
or passengers in commercial editions, is 30 ft. in length, 8 ft.
in beam, and 6 ft. in height, and the span of the planes is
100 ft. by 7 ft. chord.

During a visit to the works at Wellington Avenue a commer-
cial thick-wing three-seater monoplane was being constructed.
The wings are thick and of big chord at the roof, tapering
towards the ends in both dimensions. Plywood is employed
both for the internal structure and for covering, the three-ply
of the latter being only 1/20 inch in thickness. The radiator
is retracted during altitude flying and the heat utilised for
warming the pilot and passengers.

Mr. Stout is chiefly a believer of a future for aeroplanes as
goods carriers, flown with efficient wings. — 15. H.

A Cinema Tragedy.

Lieut. Locklear and his assistant, Lieut. Elliot (both late
U.S. Army Air Service), have been killed at Los Angeles, '
Cal., whilst performing for the cinema. It is reported that
whilst flying at night in the beams of five searchlights, Lieut.
Locklear dropped a rocket, _ which he followed with the nose
of the machine.... In trying to pull the machine up, it caught
fire, ignited, it is said, by the rocket. The machine fell
1. 000 ft. The amount of morbid interest Lieut. Locklear
created in the United States by his absurd and useless
"stunts," such as passing from one aeroplane to another
whilst in flight, standing on his head on the top plane, etc.,
earned for him, according to the Press, the title of the "Dare-
Devil Aviator."

It is a pity that the English daily Press should devote so
much of their valuable space to leporting, under headings
such as "Air Dare-Devils' Tragic Fate," "Dare-Devil Pilot
Killed," "Chased a Rocket," etc., the idiotic eccentricities of
these super-lunatics who have been lowering aviation to the
standard of a fourth-rate circus. Now that they are gone we
may hope that no one else will endeavour to appeal to the
blood-thirsty tastes and the low mentality of the general pub-
lic by emulating their bad example.

Ford to Make Aircraft.

The Ford Motor Company and the firm of Henry Ford and
Son, the latter firm being responsible for the "Fordson" trac-
tor, are to be consolidated and reorganised with a capital of

twenty millions, and it is reported that they will undertake
the manufacture of aircraft, whether of their own design or
under licence is not yet known.

The Aero Club of the Northwest.

The Seattle Flyers' Club has joined forces with the Aero
Club of the Northwest. Both oiganisalions are continuing to-
gether under the latter's name. The Flyers' Club started
last year, but the Aero Club was formed dm ing the war by
a number of prominent business men to assist the Air Service
and the men therein. The club is affiliated with the Aero Club
of America.

The first announcement made by the new club was the pro-
posal of a seaplane race to Alaska to be held in the present
summer. The proposal elicited much response, and it was
stated that Capt. Sir A. W. Brown and Mr. Cliff Durant were
desirous of entering the race.

Aerial Age states that the south-eastern Alaskan coast is not
icebound, but kept mild by the Japan current. For seaplanes
a sheltered alighting place is always within gliding distance.

The Aero Club are endeavouring to raise enough money for
the construction of an aerodrome at Seattle. They are con-
ducting a campaign for 3,000 members and have started a
petition to the Post Office to obtain aerial mail service to
Alaska. The mail from the United States to Alaska is at
present shipped as freight. Weeks could be saved m some
places if aeroplanes were used.

A Long Flight by a Junkers Monoplane.

On June 27th the junkers cabin .monoplane (185 h.p. B.M.W.)
belonging to the Larsen Aircraft Corporation and known as
the J.L-6, made a non-stop flight from Omaha, Nebraska, to
a point 20 miles east of Lancaster, Pa., a distance of 1,200
miles, in 10 hr. 58 min.

Piloted by Mr. Bert Acosta, and carrying Mr. j. M. Larsen
and a mechanic as passengers, the flight was niade in foggy
and windy weather, the maximum height reached throughout
the trip being 4,000 ft.

In Mr. Larsen's parlance the machine "shimmied" all the
way from Omaha to Lancaster, a strong south-west wind
"crabbing" it every mile of the way.

On landing in a wheat-field, one of the wings fouled a tree,
the result being a dent in the metal:

THE AIR NAVIGATION BILL IN THE LOWER HOUSE.

Their Lordships, having considered the terms of the Air
Navigation Bill introduced by the Marquess of Londonderry
as Under Secretary of State for Air, having amended it as
seemed to them proper, passed it through all its stages in the
Upper House early in the present session. The Bill thus ap-
proved came before the House of Commons for a Second
Reading on Aug. oth, 1920.

Mr. Churchill in his opening statement said chat the Bill
was " the Parliamentary embodiment of the Air Navigation
Convention, which was signed in Palis on Oct. 13th last year."
Over thirty States, including the King's self-governing
Dominions, signed the Convention. It was likely the volume
of air navigation laws, thus constructed, " will attract to
-themselves the remaining States and will thereby become the
governing air navigation laws for the whole world."

He described briefly the contents of the Bill. As aviation is
rapidly advancing in efficiency and in its application to the
common life of the people, it is inadvisable at present to lay-
down cast-iron codes of rules at this stage. Hence there is set
up a " Permanent Commission, composed of representatives
of the contracting States, and this Commission is empowered,
subject to the basic principle of the legislation and of the
Convention, to alter from time to time the technical annexes
of the Convention in step with the march of aviation."

The Bill gives local authorities power to acquire land for
aerodromes "by voluntary agreement." The law7 of trespass
in aerial matters is defined and adapted to the conditions of
the present and future. The " absolute liability by the owners
of aircraft to compensate injured persons on the ground with-
out any question of proof of negligence " is laid down. The
Bill preserves "the right of the individual on the ground to
'some protection from objects which may descend from the
superincumbent air." Power is given to institute action
against British aviators, etc., who commit crimes in the air
over this country, foreign countries, and the intervening
waters.

It was not proposed to hurry this measure through the
House and there was no intention to dispose of the measurc-
until the end of the year. There were many intricate points
which deserved detailed consideration in Committee. Mr.
Churchill therefore asked for a Second Reading.

Sir Donald Maclean said those things which were to be
expected of him in terms of exact platitudes.

Colonel Greig repeated the Secretary of State's arguments
and came to the same conclusion, a happy proof of a logical
if unoriginal mind.

Lieut. -Commander Kenworthy, whose fiery disloyalties so

often amuse a tired House, spoke at some length. With con-
sistent perversity, in dealing with a subject of which he knew
but little, he spoke reasonably and with ntellgence. He
said that he agreed with the Bill and its objects and tegretted
only the delay in bringing it forward. He thought that avia-
tion would destroy' artificial frontiers and would do " more
to bring ^about real, practical internationalism than anything
else." .. > , . . . Ks

Firmly convinced of the necessity of fostering civil aviation
he quoted figures as to the work done on the London-Paris-
Brussels air routes. He asked for Government encouragement
and said that he was " sorry to «ee that aerop^nes which
might have been utilised — some of those war machines which
are best suited for commercial purposes, such as the Handley
I'age bombers — are being sent to Danzig at the present time
instead of being used for commercial aviation in this country."

Referring to the Hull-Holland service which must now be
carried out via Lympne, he said that the Air Ministry forbade
direct flights across the North Sea because of the risks to
personnel consequent on the long oversea flight. He said
that such risks wSre the airman's own business and that drv
nursing was unnecessary. [He does not understand that the
Air Ministry would not oppose a direct seaplane service.]

Because of its inconsistency with Mr. Kenworthy 's often
reiterated opinions the following passage is reproduced ,
verbatim : —

" One way of really encouraging civil aviation would be by
the formation of a strong aerial reseive. If the mechanics
at the municipal aerodromes and the pilots flying in. commer-
cial companies were enrolled as a matter of course, just as the
officers and most of the seamen in our great shipping lines are
as a matter of course members of the Royal Naval Reserve,
that alone would do much to help on civil aviation. It would
keep the men together, and it would be something in the way
of a subsidv, and, furthermore, it would encourage young men
to go into" the Air Service. ... An efficient and flourishing
aviation service in this countrv, and the development of civil
aviation in every way, is of the very first importance, if for
no other reason than the need of a great reserve of trained
airmen and trained mechanics. For that reason I welcome this
Bill."

In conclusion he thought that money spent on air? hips was
wasted. The airship, in his view, was to the aeroplane what
the sailing ship was to the steamship. So he concluded " with
joy to everyone," as Mr. Pepys would have said.

After a few words from Mr. Rawlinson the Bill was read
a second time and was committed to a Standing Committee.

August j.8, 1920

The Aeroplane

393

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ADVICE GLADLY GIVEN.

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AERIAL DERBY.

1912. Won by T. O. M. SOPWITH, Esq., on Bleriot Monoplane.
1920. Won by F. T. GOURTENAY, EsqM on Martinsyde Biplane.

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394

The Aeroplane

August 18, 1920

NEW COMPANIES.

Harrogate Aerodkome and Land Development Co., I/td.
— Private company, registered July 21st. Capital, £26,000
in £1 shares, fo adopt an agreement with A. F.
Johnson, J. Butterwortlv H. Wignall, G. W. Halliday, C.
Grainger, A. Wiseman, and R. Holmes for the acquisition of
certain land and buildings at Harrogate ; to lay out the same
for building purposes, or for use as aerodromes, etc. The
f;rst directors are:' A. 33. Johnson (secretary), 6, Market
Street, York; J. Butterworth, 16, Chapmangate, Poclclington;
H Wignall, Coppergate, York; G "W. Halliday, 37-39, Parlia-
ment Street, York; C. Grainger, 41, East Pair.de, York;
A. Wiseman, Plantation Farm, Poppleton Road, York; R.
Holmes, Fbor Dairy, York. Registered office : 6, Market
Street, York.

Sir W. G. Armstrong, Whitwomp Aircraft, Ltd.—
Private company. Registered July 30th. Capital, £20,000 in
£1 shares. The objects are : To carry on :he business of
manufacturers of and dealers in and agents for aeroplanes,
dirigible and other balloons, airships, motors, voltmeters,
bobbins, bobbin paper, insulated wire, linoleum, waterproof
and other fabrics, etc. The subscribers (each with one share)
are : Rear-Admiral C. L> Ottley, 8, Great George Street,
S.W.i ; N. W. Smith-Cariugtou, 8, Great George Street,
S.W.i, barrister. The first directors are to be appointed
by the subscribers. Solicitors : Johnson, Weatherall and Co.,
7, King's Bench Walk, Temple, F-C.

Mortgages, Charges, and Satisfactions.
Portholme Aircraft Co., Ltd.— Satisfaction in full on
July 7th, 1920, of debts dated Feb. 25th, 1910, securing
,£18,000.

AIRCRAFT IN PARLIAMENT

HOUSE OF COMMONS
Aug. 10th. — The following oral answer was given : — "

EX-SERVICE MEN— AIR DEPARTMENT.
Mr. HOGGE asked the Secretary of State for Air whether disabled
officers are being resigned from his Department while men with no
real war service, with considerable private incomes, have been appointed
to sectional directorships.

Mr. CHURCHILL ; I am informed that only one disabled officer is
under notice of discharge, and every endeavour is being made to find
him further employment suited to his experience. I may add that no
ex-Service man, whether disabled of not, is discharged from the Air
Minislry until his case has been considered by the Air Ministry
Ex-Service Men's Employment Committee, on which a representative
of the ex-Service men sits. The suggestion that the claims of dis-
abled officers are not given every possible consideration is quite un-
warranted.

Mr. HOGGE : Is it not a fact that the recent appointments to the
sectional directorships are held by men as stated in this question ? Is
the right hou. gentleman aware that there, are a great many more
than one disabled officer who have served throughout the war now
being resigned fiom his Department?

Mr. CHURCHILL : I have made inquiries, and I do not think that
the facts at all 1>ear out that view.

Mr. HOGGE : I will raise this on £he Adjournment on Thursday.
* * *

Aug. 11th. — The following written answers were given : —

ROYAL AIR FORCE— AEROPLANES, AIR STATIONS, AND
PERSONNEL.

Mr. PURCHASE asked tfle Secretary of State for Air. the number of
aeroplanes that are now being utilised, the number of air stations
in England and Wales; and |the staffs employed there.

Mr CHURCHILL : The total numoer of machines being utilised is
5,174. This number makes provision for initial equipment, reserve and
wastage. There are 45 air stations, including depots and seaplane
stations, in England and Wales, and the personnel employed total
1,389 officers and 16,750 other ranks.

IRELAND. — SINN FEINERS (AEROPLANES).

Captain FOXCROFT asked the Secretary of State for War whether
aeroplanes manned by Sinn Feiners, wearing British 1 niforms, recently
visited certain British camps in the West of Ireland; and whether
there is any reason to believe that these aeroplanes were Government
property during the war.

Mr. CHURCHILL : I am informed that nothing whatever is known
of .this matter, and I think it may safely be assumed that the whole
story is a fabrication.

R.A.F. APPOINTMENTS. (FROM
"THE LONDON GAZETTE.")

Air Ministry, Aug. 10th.
ROYAL AIR FORCE- — SHORT Service Commissions.— The following
officers are granted short service commas, in ranks stated, with effect
from dates indicated, retaining their seny. in substantive rank last
held by them prior tO' grant of this commn., except where otherwise
stated : —

Flight Lt — R. G. Gardner, D.S.C. (A.), July 28th.
Flying Officer (from Flight Lt.).— R. H. Daly, D.S.C , D.F.C. (A ),
Aug. 4th.

Flying Officers.— H. E. Cardwell, A.F.C. (A.), July 26th; B. B. Caswell
(A. and S.), July 26th; C. Chambers (A.), Aug jrd; R. J. Divers (A.),
July 29th; J. H. W. Goodall (A.), Aug. 9th; C. G. Halliday (A.),
Aug. 4th; S. C. Harker (A.), July 27th; C. S. Hartung, M.M. (A.),
July 30th, and with seny. of that date; C. M. McClean (A.), Aug. 5th;
A. P. Ritchie, A.F.C. (A.), July 14th; A C. Sanderson, D.FtC. (A.),
May 10th (substituted for notification in "Gazette," May 18th) ; J. C.
Walker (A.), Aug. 9th; G. N. Wilton (A 1, July 24th.

Observer Officer. — J. A. Hollis, Jan. 6th (substituted for notification
in "Gazette," Jan. 6th).

Flying Officers (from Pilot Officers'!, with seny. of dates indicated. —
C. H. Baker (A.), Aug. 3rd; A. E- Beilby (A.), July 26th; C. N. C.
Dickson, A.F.C. (A.), July 23rd; V. C. Cordingiey (A and S.), July
26th; G. A. Elliott (A.), July 31st.

Flying Officer Daly will be placed at head of list of Flying and
Observer Officers, and will retain seny. relative to officers who have
been similarly gazetted to short service comnms. in a rank lower than
their previous substantive rank, in accordance with his previous posi-
tion on gradation list.

The notifications appearing in "Gazettes" of dates indicated below,
appointing following officers to short service columns., are cancelled : —
Flying Officer G. J. Stroud, M.B.E. (T.), Sept. 12th, 1919; Flying Officer
F. Adams (T.), Oct. 24th, 1919; Flight Lt E- Gribben, M.C. (A.),
May 4th .

The rank and classification of Flying Officer J. C. Bulteel (A.) are
as now described, not Observer Officer, as stated in the "Gazette" of
Dec. 5th, 1919.

Flying Branch. — Sec. Lt. H. Roberts (O.) is placed on the retired
list, Aug. nth.

Dental Branch.— Flying Officer R. IT. Moore to be Flight Lt.,
Aug. 1st.

Air Ministry, Aug. 13th.
ROYAL AIR FORCE. — Permanent Commissions— Flight Lt. J.. H.
Porter, M.C, M.B. (Medical), is granted a permanent commn. in the
rank stated. May nth, seny. next below Flight Lt. A. J. O. Wigmore,
M.B. (substituted for notifications in the "Gazettes" of June 15th and
July 13th).

Technical Branch. — Fligh: Lt.' S. Frost to take -ank and precedence
as if his appt. as Flight Lt. in the R.A.F. bore date March 2nd.

Chaplains' Branch. — The following Chaplains aie granted relative
rank as under for purposes of precedence, administration, and dis-
cipline : —

Air Commodore.— Rev. H. D. L. Viener, C.B.E., M.A. iChaplain-in-
Chief).

Wing Comdrs.— Rev. R. E. V. Hanson, -O.B.E-, M.A. ; Rev. S. L.
Clarke, M.A., B.Sc. , Rev. J. Dey, D.S.O. (with relative rank of Group
Capt. whilst empld. as Staff Chaplain).

Sqdn. Ldrs.— Rev. H. Marshall, M.A. ; Rev. J. R Walkey, M.A. ; Rev.
W. T. Rees; Rev. R. Hall, O B E- (with the relative rank of Group
Capt. whilst empld. as Staff Chaplain) ; Rev. P. C. C. Lamb, M.A ;
Rev. M. H. Edwards, M.A. ; Rev. C. A. B. Allen, B.A.; Rev. G. H.
Collier, M.A. ; Rev. D. F. Blackburn, Rev. J. Firth, M.C. ; Rev. G. L.
Robinson, D.S.O. , Rev. H. McCalman, M.C , M.A. ; Rev. J. S. Hobson;
Rev. J. H. P. Still, B.A.; Rev. W. Moffatt, M.A, B.D. (with relative
rank of Group Capt. whilst empld. as Staff Chaplain) ; Rev. S. J. Jones,
M.C. (with relative rank of Group Capt. whilst empld. as Staff Chap-
lain); Rev. G. A. Davis; Rev. H. Beauchamp, M.C ; Rev. B. W. Keymer,
O.B.E-; Rev. A. McHardy, M.C, M.A. ; Rev. C W Hall; Rev. M. J.
Dunne; Rev. J. T. S. Law; Rev. A. A. Crawshaw, M.A.

* '# s£

The following communique was issued by the India Office : —
The names of the following have been brought to notice by the
Commander-in-Chief in India for valuable services in India in connec-
tion with the operations against Afghanistan. 1919 : —

Buesnal, No. 12592 Srjt. H. E-, R.A.F.; Dolphin, Capt. (actg. Maj.)
W. H., R.A.F.; Funnell, No. 406434 Cpl. C, R.A.F. ; Daw,' No. P.1400
Actg. Srjt. J., R.A.F. ; Robertson, Lt. ((actg. Capt.) J., R.A.F.;
Roueh, Lt. (actg. Capt.) E. S., R.A.F

PERSONAL NOTICES.

[Ex-officers and men of the Royal Air Force are invited to send
notices for the Personal Columns of The Aeroplane. There is no
charge for the insertion of these notices, as it is considered that they
are very interesting items of news and tend to keep past and present
members of the Flying Services in touch with one another. The Editor
will also be glad to publish free of charge applications for work from
demobilised officers and men who have found difficulty in obtaining
employment. It is hoped that none who . are not in urgent need of
work will avail themselves of this offer.]

Engagements.

GLEN— CAUNTER.— A marriage has been arranged, and will
shortly take place, between Capt. .1. Til. Glen, M.C, R.A.F., and
Miss Grace Caunter, elder daughter of Brigadier-General J. E. Caunter,
C.B., C.B.E., and Mrs. Caunter, of Trevoria, Torquay.

HILL— JACKSON. — The engagement is announced of Harold
Gardiner Hill, M.B., M.R.C P., late Major, R A.F., eldest son of Hugh
Gardiner Hill, of Pentille, Leopold Road, Wimbledon, and Nancy
Elizabeth Jackson, younger daughter of Mr. and Mrs. Tom Jackson,
of Waterfoot, Heaton, Bolton.

Marriages.

BLOFELD— SWEETLAND.— On Aug. 12th, at St. Martin's, East
Woodhay, Hamilton Blofeld, late R.A.F., second surviving son of Mr.
and Mrs. H. Blofeld, "The Woodlands," Sydenham Hill, was married
to Grace Sybil, only daughter of Mr. Frank Sweetland, of "The
Grove," East Woodhay, by Dr. Wilson.

MONTAGU— CK ARE— The marriage took place on Aug. loth, at
St. Margaret's, Westminster, of Lord Montagu of Beaulieu and Pearl,
daughter of the late Major E. B. Crake, Rifle Brigade, and Mrs.
Barrington Crake, of 29, South Street. Thurloe Square, S.W. The
Eev. R. F. Powles, vicar of Beaulieu, officiated.

EMPLOYMENT.

[Except where addresses are given, communications should be sent
c/o The Aeroplane, 175, Piccadilly, W.i.]

Employment required by ex-Serjt -Mechanic, R.A.F. Four years'
service. Pre-war aircraft experience. Holds ground engineer's licence.
— F. W. B.

COMING EVENTS.

AUGUST

25th, Wed., 26th, Thurs.— R.A.F. v. Army Cricket Match at the Oval.
SEPTEMBER.

1st, Wed. — British Government Competition, Amphibian Competition

at Feiixstowe.

hlh, Thurs., 9th, Friday, iolh,.Sat. — Federation Aeronautique Interna-
tionale Conference, Geneva.
18th, Sun, 19th, Mon. — Schnieder Cup Race at Venice.
27th, Mon — Gordon Bennett Aviation Cup Meeting near Paris begins.

OCTOBER.

2nd, Sat. — Gordon-Bennett Aviation Cup Meeting near Paris closes.
23rd, Sat. — Gordon Bennett Balloon Race at Indianapolis.

August 18, 1920

The Aeroplane

395

Accles & Pollock, Ltd. Front Cover &
. • Inside Front Cover

Aircraft Improvements Co. .

Air Navigation Co., Ltd. . . 395
Armstrong- Siddeley Motors, Ltd.

INDEX TO ADVERTISERS

Front Cover
Front Cuver

371

Co,

Th

Arrol-Johnston, Ltd.
Auster, Ltd.
Austin Motor Co., Ltd.

Automatic Telegraph Co. . .

Aviation Insurance Assoc. . .

Beardmore Aero Eng., Ltd., The

Front Cover 6-381
Beardmore, Wm., & Co., Ltd.
Benton & Stone .
Blackburn Aero & Motor Co., Ltd
Boulton & Paul, Ltd. .
Bowden Brake Co., Ltd., The
Bray, Gibb & Co., Ltd. .
Bristol Aeroplane Co., Ltd.
British Aerial Transport

Limited
British Cellulose Co., Ltd.
Britkh Emaillite Co., Ltd.
British Lighting & IgDition Co

Ltd. . . ... • .

British Piston Ring Co., Ltd.
British Thomson- Houston Co

Ltd., The .
Brown Brothers, Ltd. .
Bruntons ....
Burberrys, Ltd. .

Calthrop, E. R., Aerial Pat., Ltd
Cellon, Ltd.
Central Aircraft Co.
Clegg Metal Engraving Co., Ltd
Coan, R. W. ...
Cradock, Geo., & Co., Ltd.
Davis Furnace Co., The
Dudbridge Ironworks, The
Eastbourne Aviation Co., Ltd.

Inside Back Cover

393
393
363

377

379
353

393

385

Ebora Propeller Co. .
Fairey Aviation Co., Ltd., The
Fiat Motors . . t ron

Firth, Thos., & Son, Ltd. .
Fluxite ....
Frood, Herbert, Co., Ltd. .
Gas Accumulator Co. (U.K.), Ltd
General Accident, Fire and Life

Assurance Corp., J td. .
General Aeronautical Co., Ltd
Gosport Aircraft Co. .
Grahame-White Co., Ltd. .
Green Engine Co., Ltd.
Greening & Sons, Ltd. Inside Back
Gwynne's, Ltd. .
Hancock, James Lyne, Ltd.
Handley Page, Ltd. .
Hobson, H. M , Ltd. .
Holmes, C. H.
Hope, H., & Sons
Hoyt Metal Co., Ltd. .
Imperial Light, Ltd. Inside Froi
Instone Air Line
Johnson & Phillips, Ltd.
Kent, George, Ltd.
Lang Propeller Ltd. . ,
LepAerial Travel Bureau .
London Die Casting Foundry

Ltd

Marconi Wireless Telegraph Co

Ltd

Martinsyde, Ltd.
Mather & Co.

McGregor, Gow & Holland, Ltd
MacLennan, John, & Co. .
Mendine Co. , .

Metal Airscrew Co., Ltd. .
Mills, Wm., Ltd.
Napier, D. & Son, Ltd.
Naylor Bros., Ltd. . •
New Pegamoid, Ltd. . , •

Nieuport & General Aircraft Co.

Limited .... Back Cover

t Cover Northern Engineers' Supply Co. 395

Oddy, W., & Co. ... »

Palmer Tyre, Ltd. . . . 375

Petters, Ltd

Pettett

Pinchin, Johnson, & Co., Ltd. . - — —

Kobinhood Eng. Works, Ltd. .

Roe, A. V., & Co., Ltd. . . 354

Rolls-Royce, Ltd. . . . 369

Rubery, Uwen & Co. Inside Back Cover
Sagar, J., &Co., Ltd. . . .387

Sankey, J. H., & Son., Ltd. . 387

Saunders, Ltd

Serck Radiators, Ltd. . .

" Shell" Marketing Co. . . 391

Short Bros., Ltd. . . .

Smith, S., & Sons . . . 385
Society of British Aircraft Con-
structors

Sopwith Aviation Co., Ltd. . 359
Standard Piston Ring & Engineer-
ing Co., Ltd

Sunbeam Motor Car Co., Ltd. . 366
Supermarine Aviation Works, Ltd

Back Cover

Tampier, Rene ....

Terry, H., & Sons, Ltd. . .

Titanine, Ltd. . Front Cover & 382
Triplex Safety Glass Co., Ltd.

Front Cover

Vacuum Oil Co., Ltd.
Vandervell, C. A. & Co., Ltd.

Vickers, Ltd 373

Wakefield, C. C, & Co., Ltd
Walton Motors, Ltd. .
Westland Aircraft Works .
Wheeler, T. ...
Wireless Press, The
Yorkshire Steel Co. Ltd.

393
Cover

393
365

395

Cover
353

36i
395
393

39i

393

. . FOR . .

SPARES & TOOLS

Engine and Aero, Rolls-Royce,
Hispano, Le Rhone, R.A.F ,

Renault, Clerget, etc., etc.,

i

Write or Wire—

Northern Engineers Supply Co.,

Proprietor ; Major F. G. Brown, late R.A.F. (Stores).

John Street - - SHEFFIELD.

Telegrams: "Nescaero, Sheffield." Telephone: Central 442.

THE "StvMLOH" SUIT CASE.

SUPER OXHIDE, HAND MADE THROUGHOUT
BY EXPERT WORKMEN. Size :— 24" X 131" X 6".

Price, including initials, carriage paid 100/-

ACTUAL MAKERS ; —

C. H. HOLMES & SON, 38, ALBERT STREET, MANCHESTER

Tho Air Navigation Qo., Ltd.

BLERIOT & SPAD,

, ADDLESTONE (SURREY).

Contractors to War Off loo mmmJ

Admiralty,,

Flying Ground— Brookland* A«*oiJ

NORBERT CHEREAU, Managing! DlMetsi-,.
Talagnms— Bleriot, Weybridge, Telepfeeat— S5« Weytwidgs,

SHIPMENT OF

Aeroplanes, Accessories, etc.

For Rates of Freight and Insurance to all parts of the
World, Sailing Dates, Etc.,

Telephone or write to ; —

McGregor, gow & Holland, Ltd.,

I & 4, FENCHURCH AVENUE, E.C.3.

Telephone ... 5304 Avenue.

Loading "Brokers and Agents for the principal
Steamship Lines.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

396

The Aeroplane

August 18, 1920

MISCELLANEOUS ADVERTISEMENTS.

SPECIAL PREPAID BATE : 18 words 21- : Situations Wanted ONLY, 18 words 1/- ; Id. per word after TRADE ADVERTISEMENTS,
in these columns, 3 lines 5/- ; l/-per line after. Public Announcements, Legal Notices, Auctions, Contracts, etc., 2/- per line.
For the convenience of Advertisers, replies can be received at the offices of " THE AEROPLANE," 61, Carey St.. London, W.C.2.

PATENTS.

PAGE, WHITE and VAUGHAN (late Page and
Rowlingson), Chartered Patent Agents (Consult-
ing Engineer, Mr. S. E. Page, A.M.Inst. CE-), 27,
Chancery Lane, London, W.C. Tel., 332 Central.

HENRY SKERRETT (H. N. Skerrett, A.I.A.E.,
A.I.Mech.E., Associate I.E.E., Fellow of tbe
Chartered Institute of Patent Agents), Patents,
Designs and Trade Marks. — 24, Temple Row,
Birmingham. 1

MR. CHATWIN, A.I.E.E., Patent Agent, Aircraft
Engineer and Inspector Telephone : Holboru
6109. 253, Gray's Inn Road, London, W.C.i.

SITUATIONS VACANT.

ROYAL ATR FORCE-
SKILLED AND UNSKILLED RECRUITS
REQUIRED.

SKILLED TRADESMEN. Pay, 3s. to 5s. 6d.
per day on joining, rising to 18s. per day. Age
18 to 28; and for ex-Service men 18 to 38.

UNSKILLED RECRt'ITS for training as Acety-
lene Welders, Carpenters. Riggers, and Wireless''
Operator Mecliauics. Pay to commence, 3s. per
day. No previous experience required, provided
recruit otherwise suitable and willing to be
trained in the trade for which enlisted.

For conditions of service, marriage allowance,
etc., call or write to Inspector of Recruiting,
Royal Air Force, 4, Henrietta Street, Covent
Garden, W.C. 2, or R.A.F. Recruiting Depot.

SKILLED TRADESMEN required for Electrical
Services Works Company Power Station Engi-
neers, Shift Engineers, Engine Drivers, Dvnamo
and Switchboard Attendants, also Clerks.

Pay.— 3s to 5s. 6d. a day on joining.

Period of Service.— Four years Regular Air Force
Service, no reserve service.

Age. —iS to 28 and for ex-Service men iS to 38.

For conditions of Service, Separation Allow-
ance, etc., call or write to — Inspector of Recruit-
ing, Royal Air Force, 4, Henrietta Street, W.C. 2.

WANTED.

WANTED, Particulars of any Machine in decent
flying condition at under £100. Slow landing
speed- essential. Obsolete school machine suitable
if really sound. — Parry's Garage, Lorrowash,

Derby.

MISCELLANEOUS.

Accurate Paintings o? Aircraft and Aviation
Subjects. Any Machine or Incident to
order.

Ashby, 68. Essendine Mansions, Maida
Vale, W.9.

REPAIR WORK SPECIALISTS. — Skilled Riggers
and Mechanics sent to any part of the British
Isles to effect repairs. Alt types of machines. War
machines reconstructed for Civil Aviation. Esti-
mates on application. — Central Aircraft Co., 179,
High Road, Kilburn, London.

AIRCRAFT PARTS.

HARDWOOD FOR AEROPLANES.— Specially
Selected air-dried timber as supplied to leading
constructors in Britain and the Continent. Silver
Spruce, Ash, Poplar; Hickory and Ash Skids;
Three-ply: Thin Cedar and Mahogany for Floats;
Walnut for Propellers. — William Malliuson and
Sons, Ltd., Hackney Road. 'Phone, 3845 Central,
1770 Wall.

FOR SALE.

SUNBEAM, 150-h.p. 8-cylinder, and 225-h.p. ia-
cylinder Aero Engines. Guaranteed as uew, for
sale— Apply, The Cambridge Automobile and En-
gineering Co., Ltd., 21, Hobson Street, Cambridge.

TRANSFERS. — Firms requiring Transfers should
write to the makers.— A. Bird and Co., Latimer
-Street, Birmingham.

FOR SALE, B.E-2E, fully licensed and airworthy
till July, 1921. Now touring Midlands _ giving

joy-rides. Flown five houri "only at time _ of
advertising Genuine personal reason for wishing
to sell. ^275 near offer, or would exchange
touring car.— Box No. 4.900, The Aeroplane, 61,
Carey Street, W.C.2.

FOR IMMEDIATE DISPOSAL, over 20 complete
Aeroplanes, also large quantities of Aircraft
parts, including A.G.S Swage Rods, etc.— Full
particulars on application to/ Box No. 4,899, The
Aeroplane, 61, Carey SJxeet, ' W.C. 2.

TWO AVRO (504K), 3-seater, no Le -Rhone
Engines. Spare set of planes for each; controls,
wheeU and undercarriages. A.I.D. Certificates.
In perfect condition.— Apply Box No. 4,898, The
Aeroplane, 61, Carey Street, W.C. 2.

AVRO Three-Seater, perfect condition; any trial;
airworthiness certificates. Reasons for disposal.—
Box No. 4,901, The AiiROPLANE, or, Carey Street,

W.C. 2. - »

MODELS.

First-Class Model, Petrol-motors and Casting*,
unique ; interesting. List 3d — Madison Motori««,
Littleover, Derby.

An Invaluable History. A Handsome Volume.

A Great Record of the French Air Force.

L'AERONAUTIQUE PENDANT LA GUERRE MONDIALE

Containing chapters by M. Marchis, Professeur d'Aviation a la Sorbonne, M.
Dumesnil, M. G. Menier, M. le Commandant Brocard, M. le Capitaine de Lavergne,
M. le Colonel Dorand, M. le Commandant Martinot-Lagarde, M. le Colonel Paul
Dhe, M. le Capitaine Toussaint, M. le Commandant Caquot and a host of other
technical experts and leading aeronauts.

The book^makes 700 pages of the size 01 The AEROPLANE, and is beauti-
fully illustrated.

The AEROPLANE is the Agent for distribution in Great Britain, and is able
to offer a few Copies at the Special Price of £2 7s. 6d. Post free £2 10s.

The AEROPLANE AND GENERAL PUBLISHING Co., Ltd., 61, Carey St., W.C. 2

August 18, 1920

The Aeroplane

iii

ESTABLISHED

mK/Sm : . ,

SPECIAL WIRE GAUZE

» FOR OIL AND

PETROL STRAINfNG

kniihiiit',

THE

Eastbourne Aviation Co.

LTD.

ESTABLISHED 1919.

RUBERY, OWEN 6- Co.,
DARLASTON,
S. STAFFS.

TURNBUCKLES

A

SPECIALITY.

AEROPLANE CONSTRUCTORS

Contractor's to the Admiralty.

TELE!pHONl: ^"l^STBOURNB

We shall b«
pleased to quote
for special parti
turned from the bar.
Send your inquiry
direct to us, and it shall
have our prompt attention.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

1 V

The Aeroplane

August 18, 1920

Flying Waters and Slipway : —

WOOLSTON.

Contracto-s to

H M. Ad.niralty and

Royal Norwegian Nivy.

Boats-

ESTAB. 1912

s

London Office : —
DONINGTON HOUSE,

NORFOLK ST., STRAND,

Teleph ne t Cmttal 7770.

Contractors to
H.M. Air Ministry

and Royal National Lifeboat Institution.,

Originators of circular hull construction.

The longest experience of FLYING BOAT building in this Country — 8 years.

The best speed performance of FLYING BOATS in 1917 — 100 M.P H.

The best speed performance of FLYING BOATS in 1918— 1 18 M. P.H.

The best speed performance of FLYING BOATS in 1919 — 147 M.P. H.

Let us demonstrate to you at our WORKS our commercial and passenger machine
also our NAVAL FLYING BOAT SCOUT— a necessity for all Maritime Nations.

"A SEAWORTHY HULL THAT WILL FLY." FULL ^II^o^appI^ation™*7'0™

CHICKLEWOOD
LONDON, N.W.ll.

PriDte? HZ TfE AjR2PkFt G*NERf Publishing Co., Ltd., by Bonner & Co., The Chancery Lane Press, Rolls Passage,
London, and Published by The Aeroplane and General Publishing Company, Ltd., at Union Bank Chambers

61, Carey Street, London, W.C.
ADVERTISEMENT OFFICES, 61, CAREY STREET. W.C. 2.
EDITORIAL OFFICES, 175, PICCADILLY, W.I.

THE AEROPLANE- AUG. 25, 1920.

llillli!l]!N!!]lilllli]:!]ISIIII!lllllllllll!llllllllllllll]l!3llill!i!iliili!HiliilillllllllllH

Vol. XIX. No. 8.

SIXPENCE WEEKLY.

[Registered at the G.P.0.1
as a Newspaper. J

Arrol-Johnston Cars

1 THE AERO WIND

SHIELD THAT WAS

PROVED BY WAR.

AUSTER LIMITED

London :

133. Long Acre, W C.2.

Birmingham ■

Crown Wks., Barford St.

BEARDMORE

AERO
ENGINES

The Original

Non-Poisonous

SaE advert, inside.

EVERY PILOT KNOWS IT

Weldless steel tubes for aircraft Construction.

Tube manipulation and press work

SEE ADVERT. INSIDE.

THE

PRODUCTS
OF THE
DAY.

EM AILLITE

DOPING SCHEMES FOR AIRCRAFT.

VARNISHES. ENAMELS, ETC., FOR ALL PURPOSES.

THE BRITISH EM A I L LITE CO.,

phone — vvil. 2346/7 5, Hythe Road,

wire— ridleyprsn, London. Willetden, N W.10.

^iiiiiiiiiiiiiiiiiiiiiiiwm^

The Aeroplane

THE

August 25, 1920

Policies Issued Iby Underwriting Members of Lloyd's, the Eagle, Star and British Dominions
Insurance Co., Ltd., and the Excess Insurance Co., Ltd., for wham tae Association acts as Atfjnt.

POLICIES

Cover all Classes ot Aviation Risks throughout the World.

Accidental Damage under all circum-
stances to aircraft of all descriptions, in-
cluding Fire, Burglary, and Theft.

Trtist Policies under which Air Trans-
port Companies, Booking and Forwarding
Agents may issue Certificates of Insurance
of Passengers and to Consignors cf Cargo.

MINIMUM
RATES.

MAXIMUM
SECURITY.

Accidental Damage by Aircraft

to Property.

Personal Accident to Pilots, Crew,

and Passengers.

Legal Liability to Passengers.
Employers' Liability.
Third Party Risks of all descriptions.
Cargo Risks of all kinds.

Tiospectus forwarded on application.

1. ROYAL EXCHANGE AVENUE, LONDON, E.C.3

Telephone: LONDON WALL 9944.

120 Miles
per Gallon !

Mr. W. G. Harrison, of Carlisle,
winner of Gold Medal in the recent
London to Edinburgh trials, notifies
us that the petrol consumption of his
3! H.P. Sunbeam averaged no less
than 120 miles per gallon ! ! Mr.
Harrison ran throughout exclusively
on Shell Aviation — the motor spirit
de luxe for Aeroplanes, Motor Cars,
Motor Cycles, and Motor Boats.

AVIATION MOTOR SPIRIT DE LUXE

SHELL MARKETING CO. LTD.
KINGS WAY, LONDON, W.C.2

132

F_R.Ca!.I HROPK
Al HUM, PATKXTS .

Guardian Ancel"
Parachute.

\\ ] Li//

A Parachute Descent ■

err

Aftsi .Yn/e f/msott.

VlTJ-t. AN

A I Type

GVMHJlAN AVCI t" PaRACH* it .

E R.Calthrops AlkiaiPvtentsD?
I t, do\ STI lousf:.
Hi .don S I London . E , C.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

August 25, 1920

The Aeroplane

397

V

The Greatest Air Achievement.

One Siddeley " Puma " Aircraft Engine has enabled
Lieutenants Parer and Mackintosh to fly to Australia.

This flight was accomplished without any organic
sation and was carried out by these flying officers, who
had with them only a few small spare parts.

The knowledge behind the construction of this engine
is now being utilised in producing the Armstrong Siddeley
6'Cylinder Gar. You cannot buy a better Gar.

ARMSTRONG SIDDELEY MOTORS LIMITED,

COVENTRY.

(Allied with Sir W. G. Armstrong, Whitworth & Co., Ltd.)

LONDON: 10, Old Bond Street, W.l.

Telephone : Gerrard 6439. Wires : Armsidco, Piccy, London.

Service Depots :
London (Church Street, Lisson Grove, N W.8.)
Coventry, Manchester, Newcastle and Glasgow.

PERFORMANCE— with economy in running expenses.
RELIABILITY— with comfort and safety.
SERVICE— with minimum upkeep charges.

// you are interested in aircraft write us for further particulars At all times we are

pleased, to place our experience as the oldest firm of aircraft constructors in Great Britain
at the disposal of those contemplating the use of aircraft for any purpose.

THE

BRISTOL AEROPLANE COMPANY, LTD.,
FILTON — BRISTOL.

Telegrams — A viation, Bristol.
Telephone— 3906 Bristol.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

398

ihe Aeroplane

August 25, 1920

%^&£'MmtoriDi^ Hi&kt ok, Record

-4

C. G. Greji, " tAeroplane." '

AERIAL DERBY MEETING.
The "AVRO BABY"

WON

FIRST PRIZE .... 1919
FIRST & SECOND PRIZES - 1920

IN THE ROYAL AERO CLUB HANDICAP,

The "AVRO BABY"

which flew in both the above races was the identical

machine which flew from

LONDON TO TURIN in 91 Hours.

(650 miles on 20 gallons of petrol)

A. V. ROE & CO., LIMITED,

London Office : AVRO WORKS, Experimental Works:

166, Piccadilly, NEWTON HEATH, Hamble,

W,l. MANCHESTER. Southampton.

Telephone: Regent 1900. Telephone: City 8530. Telephone: Hamble 18.

Telegrams: "Senalpirt, Telegrams: •'Triplane," Manchester. Telegrams: "Roe," Hamble.

Phone."

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

AUG. 25,
1920.

THE

VOL. XIX.
No. 8.

EAER°PLANE

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ON SAFETY, COMFORT, AND ECONOMY-II.

Martlesham Heath.

Martlesham Heath is a very delightful place — con-
sidered as an aerodrome. It has magnificent sheds, great
steel and iron affairs on deep concrete bases, big enough
to house the biggest giant aeroplanes. It has very com-
fortable quarters for officers and airmen. It has a beau-
tifully situated officers' mess, with tennis courts carved
out of the hill side. It has big wide tar-macadamised
roads.

It is situated just where an experimental aerodrome
should be, that is to say, far enough from civilisation to
"be free from crowds of trippers when tests are being done,
and near enough to towns to be convenient to the per-
sonnel. It is a little over a mile from Woodbridge, a
very pleasant old-fashioned market town, where married
officers can live pending the building of married quarters.
It is four or five miles from Ipswich, one of the best
shopping centres in England, where well-made clothes
can be bought better and cheaper than in Loudon. And
it is eight or nine miles from Felixstowe, where young
officers and men can enjoy all the frivolity they need.

It is equipped with all the workshops, test shops and
everything else that an experimental aerodrome can want.
It has more level surface with a clear view than any aero-
drome of. one's acquaintance. It is covered with fern and
heather, which needs less keeping down than grass. It
is almost all composed of sand, so that it is never muddy,
even in the worst weather. And, being sand and heather,
it is useless for agricultural purposes, so that the Air
Ministry is not decreasing food production as is, for
example, the motor dump at Slough. The only food pro-
duced there is honey from the heather, and apparently
the bees and the aeroplanes occupy the air together quite
amicably and without mutual interference.

In fact Martlesham is the ideal experimental aero-
drome, and congratulations are due to the genius who
discovered it as well as to the eminently sensible person
who decided to hold there the Air Ministry Competition
for vSafety, Comfort and Economy.

The Tragedy of the Blasted Heath.

All of which is probably why it is proposed to pull
the whole place to pieces, lay waste the little R.A.F.
town, and return the Heath to its pristine desolation.
The moving power behind the proposed waste seems to
be the desire of a few amiable old gentlemen to go shoot-
ing dicky-birds over the Heath, which they are unable
to do while the R.A.F. fly aeroplanes over it, partly be-
cause they themselves might get in the way of the aero-
planes, and partly because the aeroplanes make the afore-
said birds so wild that the aforesaid amiable old gentle-
men are unable to walk up to them.

Apparently, the actual owner of the Heath — which
looks rather as if it were in reality Common Land which,
like so much more land which was common property
under our excellent Feudal System, had at some time
•or other been appropriated by some soulless plutocrat-
is a Colonel Pretyman, M.P., who holds or held some sort

of minor political office uuder the present Government.
It is said that the Heath was taken over from him on
the understanding that it was to be returned to him in
its original state six months after the official end of the
war.

In spite of this the Air Board (before the Air Ministry
came into existence) - decided to make it a permanent
station. So, after the Air Ministry was formed, big per-
manent sheds were built, fences were erected across
rights of way, and other work designed to last for all
time was done. This work was continued after hostili-
ties ceased, and after Colonel Pretyman had given notice
that he desired to resume possession.

It is believed that Colonel Pretyman was annoyed by
the way in which R.A.F. people — and others — used in
the past to poach on his shooting rights. So, as the story
goes, instead of negotiating with him, the Air Ministry
sent him an official letter thanking him for allowing
R.A.F. officers free shooting over his lands.

The result of it all was, according to such information
as is available, that Colonel Pretyman offered to lease the
Heath to the Air Ministry for five years at the very high
rent of £i per acre, on the condition that at the end of
the lease the Heath is to be cleared of all buildings,
sheds, and other erections and enclosures. This offer
was turned down as being ridiculous, but it is alleged
that it has since been accepted. Which means that in
five years' time, or less, some tens of thousands of pounds
will have to be spent in re-creating a wilderness out of
a highly orgasised experimental aerodrome which has
cost some hundreds of thousands of pounds to build. And
all because Colonel Pretyman and his friends want to
go shooting.

Comparative Values.

One- would like to suggest that if Colonel Pretyman
would take a practical interest in the work of the aero-
drome he would find it far more amusing than merely
shooting birds and he would be of much more use to his
country. There is at least as much fun in snap-shooting
an aeroplane with a camera when it is doing a speed
test or a get-off test as there is in shooting a grouse or
a partridge, and the result is of greater value and profit.

Some logical sportsman once described pheasant-shoot-
ing in particular as : "Up gets a guinea, bang goes two-
pence-halfpenny, and down comes half-a-crown." The
price of rearing a pheasant, the cost of a cartridge, and
the value of a dead bird have changed since then, but the
principle remains. And the permanent value of a shilling
photographic plate, when it records the performance of
an aeroplane under official test, is certainly higher than
that of any dead bird. Similarly, the permanent value
of the work done by the technical staff at Martlesham
Heath in acquiring and storing for the benefit of future
generations figures relating to the performances of aero-
planes for peace and war is infinitely greater than the
value of anything which could be produced on Martle-
sham Heath in any other way.

400

The Aeroplane

August 25, 1920

If Colonel Pretyman desires to go down to posterity
as a benelactor to his country he will present the flying
rights over the Heath to the Royal Air Force, remaining
legally and nominally the owner of the land. He might
even reasonably ask for a reasonable rent for the actual
ground on which the sheds, barracks and so forth are
built. But £1 an acre for a wilderness of heather and
fern is exorbitant. As land it is not worth half-a-crown
a square mile. And its value as shooting country de-
pends entirely on what some silly peace-profiteer would
be willing to pay for the satisfaction of talking about
"my little shoot in Suffolk." As a source of food supply
to the Nation is is worth nothing.

• A Prospective Move.

Rumour has it that the Air Ministry's intention is to
remove the whole Experimental Establishment from
Martlesham at the end of the five years to the airship
works (lately Short Bros.') at Bedford. This would mean
a dead loss of all the hundreds of thousands of pounds
spent at Martlesham on new buildings and general de-
velopment, and the expenditure of some tens of thousands
at least in making a new aerodrome at Bedford.

If the present Government continues its present insane
methods there seems every chance of a Labour Govern-
ment being in power five years hence. In which case
Colonel Pretyman would stand very little chance of get-
ting back his heath in its primitive state. It is possible
that there might then be no R.A.F. to conduct experi-
ments at Martlesham, but certainly no Labour Govern-
ment would spend money and labour in giving back
Colonel Pretyman's ground to the wilderness.

Past and Present Futures.

If the story of the five years' lease and the £i an acre
rent is based on fact one cannot help contrasting it with
the treatment meted out to Lord Rosebery over the Turn-
house Aerodrome — -which is good agricultural land. It
is true that Lord. Rosebery was described years ago by
Mr. Swift McNeill as "a man with a magnificent future
behind him," and that therefore he may carry no weight
with the politicians of to-day, whereas Colonel Pretyman
may still be quite a power in the land politically. But
that seems an inadequate reason for selling one man's
land by auction after commandeering it under D.O.R.A.,
and giving to another a rent and an agreement which
is right outside any reasonable commercial valuation of
the property.

Apart from which the Turnhouse Aerodrome, and others
whose owners have been similarly treated, are "for dis-
posal" as being no longer of use to the R.A.F., whereas
Martlesham Heath is not merely of use to the R.A.F.
as an aerodrome, but is in fact of the very highest value
to the British Empire by virtue of the benefit which the
work which has been and is being and will be done there
confers on the progress of British Aviation. If Colonel

Pretyman can show that he is definitely out of pocket
by reason of the Air Ministry retaining the use of the
Heath he has every right to be fully compensated. But
it is absurd to suggest that the Nation should expend,
tens of thousands of pounds, and lose hundreds of
thousands, besides definitely damaging the progress of
aviation, merely so that this entirely amiable and
estimable gentleman should resume the pleasure of shoot-
ing over this area, an occupation which is entirely one 1
of pleasure and not of profit.

Right and Rights.

Finally, one desires to state that the information which
has formed the basis of the foregoing remarks was not
derived from anybody stationed at Martlesham, nor from
anybody concerned in any way with the Air Ministry
Competition. It was brought to one's attention months
before the Competition began, but one refrained from
mentioning the matter until one had had a fair oppor-
tunity of judging the value of the work done and the
amount of money expended at Martlesham by the Air
Board and the Air Ministry and of comparing them with
the value of Martlesham Heath for any other purpose.

One casts no reflections on Colonel Pretyman. He is
quite within his rights in trying to get all he can out
of a Government which is doubtless plundering his in-
come heavily and has so mismanaged affairs that what
is left to him is only worth half what it used to be worth.
Also, no doubt, from the point of view of a country gentle-
man, his sacred shooting rights are worthy of more con-
sideration than is the progress of aviation.

But there is a difference between personal rights and
what is right and just. Also there is the other point
of view, that of the British taxpayer who desires that
money shall be saved in order that there may be more to
spend on aviation. That is the point of view from which
one has discussed the question. The Safety, Comfort,
and Economy of aviation as a whole need consideration
at least as much as do those qualities in actual aeroplanes.
With which remarks let us proceed to continue the nar-
rative of the Competition — interrupted last week by lack
of space. Thus readers may be helped to appreciate to
some extent the value of Martlesham Heath to aviation.

THE AIR MINISTRY COMPETITION — Conlinueu.
Getting-Off Tests.

Early in the morning on Aug. 12th (Thursday), the West-
land and the Avro did their getting-ofl tests. This is one of the
most amusing as well as one of the most valuable of all tests,
for it is an exact measure of the ability of each machine to-
get out of a small field or aerodrome. The figures for any
given machine being known there can be no excuse for the
pilot who crashes his machine in trying to get out of an
impossible position. In fact trie official figures ought to be
very useful evidence for or against any pilot who killed a
passenger through trying to get out of any place.

The tests are made thus : A strip of fabric about three feet
wide is set up like a hedge across the aerodrome. It is held

. . "" 1

AT MARTLESHAM. — The Westland "Limousine" (Napier engine), the certain winner in the Small Aeroplane Class,

running her engine before starting a tet-t.

August 25, 1920

The Aeroplane

401

up by light laths a few feet apart and each fixed by a spring
hinge to a heavy foot, so that when the foot is standing on
the ground the fabric hedge can easily be pushed down and
will spring upright again On the fabric are black vertical
lines about three feet apart.

The machines of the small type are allowed a run of 175
yards at this hedge, and of the big type 275 yards. The tests
are made only when the wind is less than 5 miles an hour, so
as to prevent any machine from scoring through catching i
useful gust when just lifting. The result is that the tests
generally take place late in the evening or early in the
morning.

Some fifty yards in. front of the screen a camera is fixed
with the centre of the plate bearing on the foot of the centre
of the screen where it rests on the ground. The shutter of
this camera is worked electrically by an observer standing at
the end of the screen. As the machine passes over the screen
the observer presses the button and the camera does the rest.
The result is a photograph of the front view of the machine
when exactly over the screen.

Now, obviously, if the machine is very high np the one-
eyed perspective of the camera will make it appear lower than
it really was, if the height be measured vertically 011 the
photograph by the height of the screen. Consequently the
height is measured by drawing sectors of circles with the
centre of the foot of the screen, which is the centre of the
plate, as the centre of the circles, and with the vertical lines
on the screen as radii. These lines being equi-distant from one
another, the space between them on the photograph
diminishes, according to Iheir distance from the centre, 111
the perspective of the camera exactly as does the height of
the machine above the ground.

Thus if one of these circles touches the wheels of the
machine in the photograph, the distance along the ground
from the centre to the line 011 the screen from which that
circle was drawn gives the exact height of the machine above
the ground. If the wheels are between two of these circles
the difference can be easily calculaM. And if the machine
does not pass exactly over the centre of the screen a calcula-
tion can be made which gives the height nearly enough for
ptixctical puiposes. In practice few machines clear the screen
by a big enough margin to make the calculations more than
an inch or so out, and most of them keep very accural ely to
the centre.

On this particular morning the West land - did ve ry well,
passing over the screen at 22.75 ft- from the ground. The Avro
being a more heavily loaded machine, failed to get off soon
enough to clear the screen, so Capt. Hamerslev, to a\oid the
danger of getting his airscre v mixed up with the fabric, very
wisely slewed to the left and ran round the edge of the screen.
The official photograph shoved the machine just clear of the
ground, and the effect was exactly as if she had shied at the
jump and run out at the wing, as horses do in "lepping"
competitions at horse shows.

The Avro's official height at the end of the 175-yard run
was given at 1.18 feet, but this must not be taken as reflecting
on the usefulness of the machine. It merely me ins that she
is built for economy, with '40-h.p. for four passengers and
pilot, and, therefore, has ?,o power to spare.

Undue Optimism.

According to the original rules, which were unduly opti-
mistic as regards the progress of aviation, competing
machines were supposed to get out of the 175-yard circle over
"a continuous string or tape" at a height of 50 feet. The
"get-off" figures in the table of results show how far ahead
of performance this height was in fact. The "Judges' Com-
mittee realised this before the tests began and the technical

officers at- Martlesham devised the simple and accurate test
described above.

Also the Judges allowed the machines to carry half load of
petrol and passengers (or equivalent weight) during the actual
tests. Personally one would have liked to see the test's made
"dead light," that is to say with no load except the pilot and
enough petrol to carry the machine few miles.

Such a test would be based on the idea that owing to some
mishap the pilot was obliged to descend and found that the
only field available was one of 175 yards diameter surrounded
by 50-foot trees. Such is the idea in the landing tests, which
w ill be described hereafter. Obviously if a pilot landed under
such circumstances he would not trv to get out of that field
with half load. He would find a better field somewhere in
the vicinity. He would get out of the little field dead light,
after shedding all his load except enough petrol to take him
to the other field. And he would fly over to that field to
pick up his load again. This is, in fact, about the only critic-
ism which one feels inclined to make about the rules of the
Competition, and it is well to remember that the rules were
modified by the S.B.A.C. t 3 suit itself.

The Leaping Egg.

Tate that evening (Aug. 12th) the Vickers "Vimy" 'did her
get-off tests. Owing to some curious misapprehension she
was started from the 175-yard circle intended for the small
machines. Captain Cockered put her at the fence, and to aU
of us who were watching the performance from the front ot
the fence (or screen), she seemed to push it over with her
bow wheel before getting above the scieen.

The official photograph, however, showed her main wheels
just clear of the screen with the screen itself upright The
observer at the end of the fence confirmed this fact . There-
fore she cannot have touched the screen at all, but must have
blown it down forwards as she was passing over it. The as-
sumption is, therefore, that the great round bow of the Vimy
pushes fdong in front of it a billow of air some feet in depth.
This would be quite in accord with theory, for the closing in
of this billow on the excellently streamlined fuselage would
account for the machine being so much faster with the fat
commercial body than with the long, narrow, war-time
fuselage. •

While the Vimy was performing these entertaining .evolu-
tions the Avro was trying her self-controlled test. One of the
Judges was or, board at the time and noticed that the Vimy
was standing on the wrong circle when starting, which could
be seen much more easily from the air than on the ground.
So when the Avro came down, having refused to Cy uncon-
trolled owing to some lack of adjustment of tail or fin surface,
he sent out to tell the Vimy what was the matter. She was
then moved to the 275-yard circle and cleared the screen at
26.45 feet from the ground. '

Altogether it was a most amusing show to see the "fat
poiter" leaping into the air like an Easter egg afflicted with
the disease which causes a "jumping bean" to jump. When
once she was off the ground she view beautifully and Captain
Cockered handled her as if she had been a light single-seater,
never bothering to go far afield to turn back to the starting
place, but just banking round, the sheds and flying in between
them to alight again on the starting line.

The Reliability Test.

Mr. Keep put up a perfectly wonderful performance on
the Westland that day (Aug. 12th), for after doing his get-off
and self-control flights and his landing glide in the morning
— which most pilots w6uld have considered a day's work —
he proceeded to do the Reliability Test the rest of the day.

This test consists in loading the machine for a flight of

AT MARTLESHAM.— The Handley Page "W.S" (two Napier Engines) outside the big shed which is capable of housing

four or five such machines with wings unfolded.

402

The Aeroplane

August 25, 1920

rht

Tliree=quarter

of the empty
\h hours, id est

450 miles (the amount of petrol being
estimated on the standard petrol-con-
sumption of the engine), flying for 3*
hours at a speed of not less than 80 miles
an hour, landing, filling up with petrol
and oil, doing another 3* hours' flying,
and landing again. Two flights of 35
hours are, in fact, rather haider work
than 7 hours straight on end.

Mr. Keep, after all the other tests, di.l
it without turning a hair, and he was
not even hard of hearing a moment after
landing. Such a performance is not only
a high testimony to Mr. Keep's skill and
endurance as a pilot, but to the design
and construction of the Westland biplane
and of the Napier engine, for no pilot
could have done as much on a machine
which was heavy on her controls or tricky
to hanlle. Nor could he have done so
with an engine which needed constant
attention.

The machine is weighed when full, be-
fore starting, and is weighed again after
landing. The difference in weight gives
the consumption of petrol, oil and water
in 35 hours. The consumption in the full
7 hours is the G iti the W/G
formula in the table of results.
W is the difference between the
total weight when full and the wei
machine, plus the pilot, plus the petrol for
the useful load. Some idea of Mr. Keep's skill in handling
his machine and engine, and in maintaining a perfectly
regular cruising speed, may be gained from the fact that the
difference between the consumption of his engine in the first
3i hours and the second was only 4 lb., the higher consump-
tion during the second period being chiefly due, apparentlv,
to the fact that the air was hotter and drier later in the
day. Also, this regularity of consumption reflects considerable
credit on the engine.

Deserved Success.

The Napier went through all the tests without giving the
slightest trouble. It never failed to start on its own auto-
matic starting apparatus whenever it was asked to do so,
and it was never necessary to do so much as clean a plug
or tighten a nut. Mr. H. T. Vane has every right to be
proud of his firm's products. Very little has been heard of
J. R. Rowledge, the firm's designer, yet he has the distinction
of having done what nobody 'else has done, so far as one can
recall, namely, of having produced an aero engine of a new
type which was right from the stait.

The Napier engine, known at first as the "Lion," was not
the result of prolonged tests by trial and error, but went
straight from the drawing board to the test bench and from
the test bench into production. Substantially, the Napier
engine to-day is the -same as the engine which was refused
by the wiseacres of L,ord Weir's Department of Aircraft pro-
duction in 191 7 or thereabouts, when they ordered thousands
of \intested and immature radial air-cooled engines, and co-
lossal unwieldy rotaries. And if to-day, three years later,
there is a better engine of its power than the Napier, a great
many people in the Aircraft Industry would like to see it.

Some Mishaps.

The Austin "Kestrel," with her 160 h.p. Beardmore, one of
the prettiest and most comfortable two-seaters one has seen,
was doing the first of the Reliability Tests when a valve broke
and the head fell into its cylinder. The valve-head sat up
on edge and punched several holes in the cylinder-head,
besides battering the top of the piston till it looked like a
piece of nouveaji art metal work (Thank you ! It ought to
be nouvei art, but that is what the shopkeepers call these
stained-glass-kidney-and-squirm designs for modern house
fittings.).

Why a Beardmore should do such a thing Heaven alone
knows, for there is nothing more reliable than a Beardmore.
Somebody concerned with the firm said something about one
batch of valves having got through by mistake : steel of
the wrong tensility, or hardening of the wrong hardness, or
something of that sort, so presumably that was it.

Fortunately the stoppage happened while the machine was
close over the aerodrome, so Captain Nares merely made
one of his usual perfect landings. But the air pressure kept
the airscrew turning, and at every suction stroke the damaged
cylinder sucked in water from the jacket and squirted it
out at every exhaust stroke, with the result that as she came
down the machine looked like an amateur fire-engine at work.

The pilot took his troubles very philosophically and spent

Front View of the Handley Page "W.8" and the housing of
her Napier engines.

the next few days waiting for a new cylinder, going up in
other people's machines, and pulling other people's legs.
Incidentally, never try to pull the leg of the aforementioned
Nares. There is no change to be got out of him.

One is glad to hear that during the past week he has put
the "Kestrel" through the rest of her tests. She is certainly
one of the best of the bunch, and Mr. Kenworthy, her
designer, may well be proud of her.

Beardmore's Bad Luck. ,

The Beardmore biplane (also with a 160 h.p. Beardmore),
th.it interesting experiment by Mr. Tilghman Richards in
• adapting airship construction to aeroplane design, had, in
a way, even worse luck than the Austin. She was only
finished just in time for the trials and was sent down from
Glasgow without test.

When her engine was run it was found that the radiator,
which was not built at Beardmore's, refused to radiate. In-
vestigation showed that apparently there was more solder
1 han water space in some parts of it, and that in some clever
way there was a passage from the inlet to the outlet through
which the water could flow without decreasing in temperature.
Which was not good for the engine. As the radiator was built
d la Hun, namely, into the centre section of the upper plane,
it did not improve matters, for it could not be replaced by
any standard radiator.

So there the machine had to sit, looking very forlorn,
while Mr. Richards, never given to wasting time, jury-rigged
a borrowed radiator on top of the passenger's cockpit and
tuned up the engine on the ground. It was all e vtraordinarly
hard luck, for so far as the Beardmore part of the job was
concerned everything was excellently done. It only proves
the old proverb : that if you want a thing well done, do it
yourself.

More Reliability.

On that same day (Aug. 12th was a busy day) the Bristol
(with her 240 h.p. Siddeley "Puma") did her Reliability Tests.
Capt. Uwins did the first 3I hours and Capt. Barnwell, her
designer, the secoud 3f . He has, one believes, the distinction
of being to-day the only first class designer who is also
habitually a pilot, since Capt. Geoffrey de Havilland has been
demobilised by the comic policy of the new owners of the
Aircraft Mfg. Co.

Considering that Capt. Barnwell has been flying since 1908
or thereabouts it seems quite unseemly 'that he should loop
and spin for fun as he does. One feels compelled to para-
phrase JUewis Carroll and write : —

"You are old, Father William," the young man said,
"And your hair" has become somewhat thin,

And yet you incessantly stand on your head ;

Do you think at your age you should spin?"

Yet one must own that few pilots loop or spin more
neatly than he does on that pretty little Bristol monoplane
which is his favourite mount. And he handles big machines
just as well, if less frivolously. He landed from his 35 hours'
test in most accomplished style, and taxied in with his tail-
stays and skid festooned with Colonel Pretyman's ferns and
heather, whereat the irrepressible Nares announced, "Pro-
cession of decorated aeroplanes."

(To be continued.)

August 25, 1920

The Aeroplane

403

1 HE

OPW1

I AVIATION ^» ENGINEERING CQ UP

Predominant in War —

—Prominent

THE ANTELOPE.

in

P

eace

S

OPWITH AEROPLANES
embody an experience in
aircraft of all types second to
none.

The three Sopwith Civil
Flying Machines — Antelope,
Gnu, and Dove— render, each
in its particular class, the
highest possible performance,
compatible with great strength,
durability, and wide speed
latitude.

Whatever the purpose be,
a Sopwith can do it the best.

Registered Offices and Works :

KINGSTON-ON-THAMES

Telephone: Kingston 1988 (8 lines).
Telegrams: "Sopwith, Kingston."

London Offices

65, SOUTH MOLTON ST.

Telephone: Mayfalr 5803-4-5. * Iff J
Telegrams 1 " Bfflconomy, Phone, London,"

Agents for Australasia: THE LARK1N-SOPW1TH AVIATION CO. OF AUSTRALASIA, LTD., 18, OURNER
STREET, ST. K1LDA, MELBOURNE ; also ABERDEEN HOUSE, 04, KING STREET, MEL-
BOURNE; and LONDON BANK CHAMBERS, Corner of PITT and MOORE STREETS, SYDNEY.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

404 The Aeroplane august 25, 1920

. 1 ;

TABLE OF RESULTS TO AUGUST 23rd.

Machines, Date of High ^lilfri Self Stopping Landing - Wind Landing

Engines and Beginning Weighed. Examina'n. and 17 nour^j Controlled of one (Glide). Test. and

Pilots. trials. Low Speed. Econ m Flight. Engine. Getting Off.

♦Central Aircraft Co. H.S. 21/8/20

"Centaur 4." 88 9 m.p.h.

Two 160 h.p. Beardniores. 21/8/20

(F. H. G. Castlemaa).

Handley Page Ltd H.S. 21/8/20 aCSfi^ted

"W.8." 118.5 m.p.h. l8/8/20

Two 450 h p Napiers.. W 21/8/20

(Major Brackley). — t= 9.3

Vickers Ltd.
" Vimy."

Two 375 h.p. Rolls-Royce. 4/8/20
(Capt. Cockerell).
(Capt. Bro^m).

4/8/20

H.S. 1 1/8/20
102.73 m.p.h.

L.S. n/8/20
49.63 m.p.h.

accepted
7/8/2Q

W

— <= 6.33
G

1 1/8/20

S'.arboard
12/8/20
failed.
1-ort
14/8/20

succeeded

11/8/20

Get off 12/8/20
26.45 ft.

Landing 14/8/20
308 yards.

Austin Motor Co., Ltd.
160 h.p. Beardmore.
(M. D. Nares).

4/8/20

4/8/20

H.S. 6/8/20
109.96 m.p.h.

L.S. 9/8/20
45.1 m.p.h.

5/8/20

5/8/20

Get off 16/8/20
3 8 ft.

W. Beardmore & Co.,
Ltd

160 h.p. Beardmore.
(G. Powell)

7/8/20

7/8/20

Bristol Aeroplane Co.,
Ltd.

240 h.p. Siddeley ' Puma." 3/8/20
(C. F. Uwins).

3/8/20

H.S. 7/8/20
108.3 m.p.h,

L.S. 13/8/20
49.07 m.p.h.

accepted
12/8/20

W

16/8/20

12/8/20

Get off 16/8/20
19 27 ft.

Landing 24/8/20
313 5 yards.

Westland Airctaft

Works.

Limousine.
450 h.p. Napier.
(A. S. Keep).

6/8/20

6/8/20

H.S. 13/8/20
117. 7 m.p.h.

L.S. 13/8/20
46.05 m.p h.

accepted

12/8/20

W

— = 8.65

12V8/20

12/8/20

Get off 12/8/20
22.75 ft.

Landing 17/8/20
235 yards

A V. Roe, Ltd.
Triplane.

240 h.p. Siddeley "Puma." 3/8/20
(Capt. Hamersley).

3/8/20

H.S. 4/8/20
95.7 m.p.h.

L.S. 12/8/20
51-5 m.p.h.

accepted

7/8/2Q
W

— == 3.63

4/8/20

Get off 12/8/20
1. 18 ft.

Landing 14/8/20
239.1 yards.

Sopwith Aviation Co.,
Ltd.

"Ante ope."

180 h p Wolseley "Viper.'
(H. G. Hawker).

3/8/20

3/8/20

H.S. 6/8/20
110.35 m.p.h.

L.S. 12/8/20
43 m.p.h.

accepted

4/8/20
W

— = 4-3
G

6/8/20

5/6/20 '

Get off 13/8/20
23 ft.

Landing 14/8/20
187.7 yards.

* The Central Aircraft Co.'s machine is flying hors concours
as she is unable to hold petrol for 450 miles in the tanks at
present fitted.

W

[Note — The letters -= in column six of the table above indi-
(j

cate a measure of the efficiency of the machine and engine
combined. \V=the weight in pounds of useful load (either
passengers or goods) carried on the Reliability Test, over and
above the pilot (and mechanics, if any) and petrol and oil for
3i hours' flying — approximately London to or fion; Paris
against any ordinary wind. G = the number of gallons of
petrol actually consumed in the course of the two 3J hour

AN EXHIBITION AT RIGA.

It is intimated by the Latvian authorities that a Trade
Fair will be held at Riga beginning in the last week in
September and lasting for five weeks. This Fair will
offer to British Manufacturers an opportunity of meeting
buyers from all the Baltic States, such as Latvia, Lap-
land, Fsthonia and Finland. Though it is hardly likely
that much trade will be done immediately in aircraft, it
is at any rate to be hoped that the British Aircraft In-
dustry will make some kind of co-operative show there
in view of the fact that all these States already have
miniature Air Forces and all of them offer vast oppor-
tunities for civil aviation both over land and sea.

If the British Aircraft Industry is not represented it
will simply mean that the whole of its potential trade
will be left open to the German Aircraft Industry and
possibly to enterprising French and Italian firms. Any
firm who is interested in the idea of exhibiting at Riga

flights, or seven hours' flying in all, at a cruising speed of
80 m.p.h.

W -T" - : -. . ............. -~s.< .

Thus q represents the weight of useful load carried by one

gallon for seven hours at 80 miles an hour. From this figure
one can arrive at anv other figures of costs desired, such as

ton-miles per gallon, or ton-miles per pennv. Thus a 7^ of 8

would indicate that one gallon would carry 8 lb. to Paris and
back in that particular machine, or 16 lb. to Paris only, at
80 m.p.h. Which would mean, at 4s. per gallon for petrol, a
cost of 3d. per lb. lor fuel alone. — c G. G.]

can obtain full particulars from the British and Russian
Transport Co., Ltd., 6, Lloyd's Avenue, Loudon, F.C.3.

C. G. G.

SUSSEX AERO CLUB.

If the London Flying Club is to be taken as a model of
an Aero Club, then the Sussex Aero Club should be a greai
success. It may be found to be a serious rival to the other.
The ballroom floor is said to be quite as good &s the .Hammer-
smith Palais de Danse, and doubtless the company is equally
"flighty" on both.

In the prospectus there is not a word about flying from
beginning to end, though there appears in that brochure to-
be every convenience from mixed bathing to mixed metaphors.

Possibly it has more claim to being an Aero Club than the
Grahame-White affair, since here theie dees not seem to be
a fence separating the Club from the Aerodrome as at Hendon.
However, this may not be so.

It should prove a most pleasant place, where worn-out
aviators can spend a pleasant holiday far removed from the
sight of an aeroplane, and, as such, owing to its very pleasant
situation it is to De recommended. — G D.

August 25, 1920

The Aeroplane

TO PARIS BY AIR.

405

Adventure has become rare in modern life. French novels,
cinema acting, or oysters in June are risky, but there are
none of tiie splendid dangers which encouraged Captain Mor-
gan to remain a pirate or Captain Cook to be Hilled in Otahaite
so that people of to-day should wonder whom his statue repre-
sents. Once to travel was to make the great adventure.
Highwaymen added charm to the dullest ot roads, and inn-
keepers took what was left. On the high seas privateers and
pirates or the king's enemies helped to found (he first prin-
ciples of yacht racing. In foreign lands the heathen tongues
and strange customs of more civilised races served to main-
tain interest in our progenitors.

There is little romance in lailway transport or Eric Geddes.
We are not all "calculators or oeconomists," and the effort of
multiplying |d. in railway miles has spoiled many a trip in
Metroland— that strange new earth discovered by the Under-
ground.

Hence the grand tour— or the first stage of it— by air at-
tiacts the seeker after the lost charms of the past. There
are so many possibilities. Mr. Hawker once fell into the sea
—the same fortune might, perchance, fall to others humbler
in the scale of fame. Some "intrepid airman" came down
"out of control" in the demesne of a feudal loid weary of
Mincing Lane, and stayed to lunch, but not to marry the only
daughter. Others, again, might have the same happy acci-
dent. Or so it is thought by those who do not read the
tablets of the London-Paris aerial route.

In default of adventure some, like me, wish to dine in
Paris, and in order to prove that the service was not one of Dr.
Jebb's logical impossibilities, I left Croydon on Aug. 19th by
the Instone Vickers-Vimy "City of Loudon," piloted by Mr.
Chattaway. The weather was unpleasant with alternate
anaemic sunshine and the gloom of drifting clouds. A favour-
ing wind, which would have pleased even Nelson, was the
only virtue of the hour.

The tidiness of England is almost oppressive. Its intricacies
of park, farm laud, woods, rivers, hedges, fences, might have
been designed by the imbecile who invented jig-saw puzzles.
Everything fits so well— but, then, there is- so little room to
spare. Despite the war arrangements the lack of arable land
is still noticeable in England. A very small proportion of the
land is under the plough when one includes with the pastures,
the parks and woods still undisturbed bv the small holding
maniacs.

The line of flight to Paris varies but little from the old road
route to France. We passed to the north of Sevenoaks well
within sight of the splendours of Knole Park, and to the
right of Maidstone, then along a line almost parallel to the
Redhill-Ashford stretch of railway line.

From the British coast the French coast could be seen in
a brief flash of pale sunshine. As we left the land we drove
into drifting clouds, at times isolated from sight of all con-
crete things. Ships like the models in the Round Pond passed
slowly below in the leaden water : inhabitants of a strangely
remote world. Our course lay over , the Varne light vessel
midway across the Channel and to the French coast im-
mediately north of Boulogne.

Turning south we flew towards Abbeville over country not
designed as a landing ground. Traversed by dykes, the inter-
vening ground is marshy, rough and entirely uncultivated.

As to Abbeville, "it is cold," as Arthur Young said in 1787,
"and disagreeably built; many of the houses of wood." Even
to-day his words are true, though much of the wood is that
of British Army huts still standing desolately in unkempt sur-
roundings as 'a survival of the past war.

The tidiness of England is as nothing to that of France.
Whereas on this side of the water the fields and enclosures
are irregular in shape, following naturally the contours of the
ground or the idiosyncracies of the acquisitive owner, in
France straight lines predominate. Multitudes of squares

BREAKING IT GENTLY.

From Air Ministry communique5, issued on Aug. 17th : —
"Airco 18 GEARI, Aircraft Transport and Travel, left Croydon
1050 for Paris with 6 passengers (including Mr. Owen Moore)
and goods; had forced landing." 1

There are two questions which arise out of the above
statement. Who is Mr. Owen Moore and why does his name
appear in special distinction in an officiallv-issued Air Minis-
try communique?

THEY ALSO.

The following letter has been received : —

Sir,— I notice your letter in the Times, with which, as a
somewhat considerable user of air mail, I cordially agree.

On the other hand, when on tour in Belgium, I met with
the following observation, made by almost every business
man : "When you send us letters by the air mail you save
a day. But how must we manage to use the same service
when writing to you?"

and oblongs, richly red, fawn, dark as from rain, or white
with the loundation of chalk, cover the earth as lar as the
eye can see, only relieved by the dark patches of woodland
or the creeping spread of a country town, bright with red
roofs and grey spires.

The decline of tiie private park is noticeable. Few of the wide
ranges of hunting grounds common before 1789 now remain.
The laws of succession and the increase in peasant ownership
have assisted to mate the country a land of small holdings.
The broad lands of the Condes are no more. No longer do
duchies and marquisates run widely over the landscape. It
is a world of business, and there are few to-day who fail

to overlay,

With toil their pleasure.

Ahead of us, beyond the clouds, lay Paris, and as we pro-
gressed smoothly and swif tly the country became more Ueaviiy
wooded and the signs of denser habitation increased. The
chateaux grew in size, true to the instincts which brought
their builaers near the great king at Versailles.

Beauvais, the seat of a Prince Bishop, Pair de France in
monarchical days, was passed on the left. Peaceful now, it
has few memories of 1472, when the men, women and children
joined in defending its walls against Charles the Bold, Duke
of Burgundy, then at the zenith of his fame and success.
Before that — a century before — it was the centre of the Jac-
queries, an early form of Bolshevism, when the peasants,
weary of work, swept and burnt throughout the countryside.
As a reward for misplaced effort the due d'Orleans, the comte
de Foix and the Captal de Buch set fire to the town and
roasted successfully such villagers as they were able to enclose
within the walls.

' The Oise was crossed near Pcntoise, where centuries ago
Louis IX dreamed first of the Crusades which were to bring
him his canouisation and the abiding respect of his people.

The Vickers was running throughout with smooth regularity
undisturbed by such bumps as an uugener6ns day provided
for the Paris aerial route. No train, ship, or car could rival
the comfort of the new mode of travel. There is a prejudice
among many in the world of aviation against large aero-
planes. They are, it is thought, too reminiscent of the motor
omnibus or the lorry, fit only for the heavy handed tc fly. But
there is little doubt that the most prejudiced .>i scout pilots
would be converted after flying a Vickers-Vimy Commercial.
Large though it may be, it is not heavy to fly, and it has no
tricks to while away the passing hour and the pilots 's life.
Well designed and well built, it is ideally suited for the work
to which the Instone Air Line have put it.

Two hours and twenty minutes after leaving Croydon we
landed at Le Bourget, after a journey devoid of unpleasant
incident. The search for adventure had failed and the risks of
Paris alone remained. Curiously enough, there is more danger
to be found in the drive into Paris than in the entire flight
from London. Sanguinary drivers of commercial vehicles lie
in wait in the outskiits of the city for the necessary victims to
maintain the daily casualty average, and in Paris there are
the motorbuses, which, well driven, rarely miss their target,
though sometimes their prey lives until the evening happy
in the attainment of an accomplished end.

To complete the story, the other risks of Paris also failed.
Unharmed and not more penniless than in London (for that
would be impossible) we started on the return journey on the
following afternoon in weather which, was almost untrue, as
the sun occasionally shone and we had no rain. The alterna-
tion of clouds and sunshine produced the neces-arv "bumps,"
but even a penny steamboat on the Thames could beat the
Vickers in the attainment of undesired movement.

Three hours later — there "-as a strong head wine! in France
— we landed at Croydon. So ended a futile attempt to find
trouble. — R. B.

So that on the other side of the water they are even less
well informed than we are here.

London, Aug. 23rd. (Signed) E. V. QuESTiER.

[If is to be noted that the Belgians are a- Teutonic people,
closely allied ethnologically to the Anglo-Saxons. Which
may account for their similar obtuseness. — Ed.]
CARS AND PETROL.

Basil S. Foster, Ltd., who have set themselves up as the
terrestrial section of the air lines now operating, are rapidly
becoming known as species of earthly god-parents and
"V.M.C.A. (in the military, 1 ot necessarily Christian sense).
In fact, they hold much the same position to air lines as do
Gieves, Ltd., to the Navy. Besides having a garage for cars ■
at the L.T.A., they have now a very comfortable waiting-room
with telephone installed, also a ladies' waiting-room.

In addition to providing cars for hire, they supply all the
petrol, oil, etc., to all who dt-sire it. Doubtless in time they
will also supply spare parts and even whole aeroplanes. — G. D.

4o6

The Aeroplane

August 25, 1920

■■■1

mmm

KINLi Y MENTION "THE AEROPLANE" WHEN CORRESPONDING WITH ADVERTISERS.

Supplement to The Aeroplane, August 25th, 1920.

INCOBPOEATING AIRCRAFT ENGINEERING, AERODYNAMICS, AIRCRAFT FINANCE AND COMMERCIAL AERONAUTICS
AND MATTERS PERTAINING TO THE AERONAUTICAL ENGINEER AND THE AIRCRAFT TRADER.

imim

THE WEEKLY COMMENTARY.

Under the pseudonym of "Navigator " an aeronautical
engineer who has been In close touch with the experi-
mental development of air navigation appliances discusses
the methods which are now available for air navigation
under the various conditions met with in practice.

and commented upon by Mr. Hildesheim. Many of these
machines are of considerable technical interest.

Some of the many experimental " Albatros " machines
which failed to reach the fighting areas are illustrated,

A note on the present state of the aircraft wireless
telephone (page 418) presents a view of this question
which appears to be more in accord with the facts than
certain extreme opinions which have lately been pub-
lished.

MODERN AIR NAVIGATION PROGRESS.

By "'Navigator."

. The subject of air navigation is one of increasing importance
in view of the future development of civil, military and com-
mercial aviation all over the world. At the present time,
it might be stated that one of the principal causes of the inter-
ruption of continuous daily flying is the inability to navigate
and land machines in any weather.

During the late war, the fact that our pilots flew in almost
any weather was due more to their pluck and endurance than
to scientific aid in the form of efficient navigation methods
or devices ; it is therefore one of the aims of modern naviga-
tion methods to relieve the pilot of physical and mental strain
by providing him with an efficient navigator (in the case of
the larger machines) or the necessary simple instruments and
methods in the case of small machines.

Types ok Aerial Journeys.
Confining our attention to the case of heavier-than-air
machines, since the conditions are more onerous in this case,
although precisely the same remarks apply in the case of
airships, it is of interest to analyse the. various aeroplane jour-
neys which must be undertaken under commercial, civil and
military conditions. These may be roughly grouped under
three headings, as follows : namely,

(a) Short and long routine flights, such as regular inter-
aerodrome and inter-country flights for commercial and
military purposes.

(b) Short flights over unknown country and in random
directions, up to about 100 miles from the base.

(c) Long-distance routine flights, and flights in any direc-
tion out of sight of land ; i.e. above clouds, over water,
or at night.

Routine Commercial Flights.

As the events of the first year of post-war commercial flying
has conclusively shown, it is possible to do routine journeys
quite easily, simply by aid of good maps and recognised land-
marks, for the same pilots are regularly employed on these
trips and quickly become familiar with landmarks and ground
objects along their routes; it might be said that in these
low altitude flights special instruments are of minor import-
ance under fair weather conditions. This type of journey is
termed "pilotage."

The only disadvantage of this method~of finding one's way
lies in the fact that when the weather suddenly changes, or it
becomes misty or foggy, and the ground cannot be seen, the
service is interrupted or forced landings have to be made ;
this has been the experience of several -routine services during
inclement weather.

Long Distance Routine Flights.
For long distance routine flights, the journeys are made
in a series of ' steps, usually not greater than 300 or 400
miles (the same pilots would only fly over the same sections
of the route), again by the aid of good maps and well-known

landmarks, using more, however, the compass and drift beat'
ing plates.

In view of the fact that an efficient commercial aviation
service must be maintained under almost any weather con
ditions, and remembering fatal accidents in the past due to
flights under adverse' weather conditions, there is no doubt
that more attention must be given to the adoption of reliable
navigation methods and instruments, so that in emergencies
pilots can employ these to find their way in or above clouds
and to land in foggy weather.

Use of Reliable Turn Indicator.

It is known for certain that at least three fatal accidents
to English pilots last vear were due to the fact that no turn
indicators were fitted to their machines, and that the com-
passes fitted were unsuitable as a means of indicating turns.

Most compasses either show an opposite turn at the com-
mencement, or the needle oscillates to either side of the
mean position so that in any case the pilot has no definite
means for telling him which way his machine has turned, and
in most cases his efforts at correcting the turn merely result
in increasing it, until the machine gets into a dangerous
attitude.

The use of a static head or, better still, a gyroscopic type
of turn indicator under these (circumstances will almost
entirely obviate the above-mentioned effects under all con-
ditions of flying.

Ground Conductor Directing Device.

Before leaving the subject of routine flights, reference might
be made to two possible future methods for directing and
maintaining a regular route, namely, (a) the alternating cur-
rent ground conductor or leader device, and (b) directional
wireless used in conjunction with fixed beacon stations along
or at the end of the route.

The former method, which has been successfully used for
steering ships through passages in minefields and harbours,
consists in laying a cable along the proposed route and pass-
ing an alternating current of a given frequency along it.
The machine carries an electric conductor in which alter-
nating currents are induced by the ground conductor. By
means of a telephonic receiving set it is possible to steer the
aeroplane by simply maintaining signals of maximum
intensity.

It is also possible to estimate the height of the machine
above the ground by indicating or measuring the intensity
of the current in the aeroplane's conductor. The frequency
of the alternating current would be different for different
routes. It is also possible that this method may be adapted
so as to enable machines to land in fogs and ground mists
by the provision of cables conveying alternating current
around and across the aerodrome.

The wireless method will be considered later.

4o8 supplement to thE aEropM*e.) Aeronautical Engineering

Short Random Flights.
The second type of aerial journey mentioned under heading
(b) would correspond to military machine and special errand
ilights, and in many cases would" have to be made above clouds
or at high altitudes (under war conditions).

Measurement of Wind Factors.

For this type of journey it will be necessary in the first
place to have a good, map of the route, upon which is shown
a line, or map bearing, corresponding to the shortest distance
between the objective and starting point. It will next be
necessary to know the strength and direction of the wind at
the proposed Hying altitude, since these factors progressively
change with altitude.

At most important stations, trained meteorologists are
available, and by means of pilot balloons and theodolites, or
of smoke-shell bursts a-nd Hill mirrors, or the camera obscura,
the strength and direction of the wind can be readily obtained
at any height.

If no such ground facilities exist, the pilot or navigator can
obtain the required information in several ways, by observing
with special drift sights or bearing plates the apparent direc-
tion along iwhich ground objects appear to move or drift when
the machine is headed upon the map compass course, and
by noting the time taken for any conspicuous ground objects
to. cross two fixed sight lines on the drift sight.

Measurement of the wind factors from the machine itself is
more difficult at higher altitudes and cannot be relied upon
for heights above about 10,000 or 12,000 ft., even on very clear
days.

A very simple yet very effective method for Ilights in random
directions is that known as the "two-point" method, and it
consists in selecting from the course line on the map two
near conspicuous ground objects, one of which is usually
the starting point. The distance between them is carefully
measured, and also between the objective and starting point.

If now the machine is flown in a straight line from the
starting point to the second conspicuous object (which can be
readily picked up at the starting point) and the mean compass
leading and time-interval between the two conspicuous points
be noted, it is an easy matter to maintain this mean compass
course (which is thus automatically corrected for drift) and to
estimate the time of the journey; the latter quantity bears
the same ratio to the time-interval between the two con-
spicuous objects that the total distance bears to that between
the objects. It is, of course, necessary to fly at a constant
speed throughout.

This method may be extended, and has actually been used
for flying above clouds, by using two smoke-shell bursts at
a given distance apart and in a line with the objective.

For night flying two conspicuous lights or searchlight beams
would be employed. Successful results have been obtained
over distances up to 100 miles or more by this method.

Course and Distance Indicators.

For the ordinary drift calculations it is necessary to know
any four of the following six quantities, namely, (1) the wind
speed; (2) its direction; (3) the machine's speed; (4) its
course or compass direction; (5) the ground speed, and (6)
the ground or map direction; the other two can be computed
from the triangle of velocities.

Simple devices known as bearing plates, or course-and-
distance indicators, depending in principle upon the mechani-
cal solution of the triangle of velocities, are now available for
this purpose, and their use saves much mental fatigue in
estimating results in the air.

It is possible with such instruments to correct for small
changes of wTind speed and course along the route.

There are, however, one or two important points to consider
in working out courses, bearings and times, namely, (i) that
the ordinary air-speed meter of the Pitot-head type requires,
correction for altitude, or, more correctly, air density, so that
the machine's speed as read is under-estimated, roughly, by
about i| per cent, per 1,000 ft. altitude; (2) that the map
course must be corrected for magnetic variation (which is
about 145 deg. W. at London) and the deviation of the com-
pass (usually about 4 or 5 deg. maximum).

Dead Reckoning.

The above method is that know.n as Dead Reckoning (or
D.R.) and is commonly employed for random flights or in
cases in which better methods are not available or require
checking.

Long Distance Navigation.

Undoubtedly the most important air navigation question at
the present moment, and one upon which much research and
attention is being lavished, is that relating to long distance
navigation out of sight of land.

It has alreadv been shown that with the land in sight, and
given suitable flying and navigation instruments, it is possible

August 25, 1920

to make journeys in short flight steps with considerably
reduced risks, but of longer duration. An excellent example
of the application of the method is to be had in the case
of the newly inaugurated 2,600 miles route, by the Handley
Page Company, from Pernambuco in South America to Buenos
Aires.

This course is split up into seven stages, varying in length
from 125 to 325 miles, with suitable aerodromes at the end of
each step. This journey will occupy a period of three days,
but with special night-flying arrangements it will be possible
to reduce this period to one-day-and-a-half ; the ordinary
journey by mail boat occupies about nine days. One advan-
tage of this method is that machines need not fly very heavily
loaded with fuel, oil and spares, and so can carry greater
cargoes.

Navigation Arrangements on Targe Machines.

Turning next to the more difficult question of navigating
machines over clouds and water, or at night, it is of course,
highly probable that only large machines will attempt such
flights, so that proper accommodation will be available for
the navigating officer, in the form of a cabin or compartment
wherein he can compute his results, lay and plot his course,
• keep his log, etc.

A wireless installation for sending and receiving will also
be included in the general equipment of the aircraft, and
there is now little doubt that a receiving directional wireless
set will be included, and in some cases a directional
transmitter.

The arrangements made for the navigator will enable him
to obtain a clear view downwards, rearwards, over the side,
and an unobstructed view of the celestial sphere for astrono-
mical observations. The navigator must also be able to com-
municate instructions to the pilot with ease.

Methods of Long Distance Navigation.
The three principal methods capable of being employed for
navigation purposes on long flights out of land are as follows :
— (1) Dead Reckoning; (2) Directional Wireless, and (3)
Astronomical Methods.

Long Distance Dead Reckoning. .
The first method, as previously explained, consists in set-
ting the course prior to starting, making due allowance for
the wind strength and velocity, compass deviation, magnetic
variation, effect of density on Pitot head readings, etc. By
means of bearing plates the drift of the machine can be
checked from time to time by sighting on fixed ground objects,
say, every 40 to 60 minutes, and the course corrected
accordingly.

For over-sea navigation, smoke bombs which ignite on
reaching the water are used as fixed points on which to take
sights with the drift apparatus, and some indications may be
had from passing ships, the smoke from their funnels, direc-
tions of their pennants, etc.

Dead reckoned positions are, of course, plotted on a chart,
and the machine's course altered to suit. At the best, however,
the dead reckoning method is only very approximate, and
in view of the known changes in the wind components over
long distances, it may lead to some rather unreliable, results.

This was shown in the case of the U.S. N.C.4 flying boat,
which on her way to the Azores flew in foggy weather for
about 170 miles and had to rely entirely upon D.R. estimates.
When the true position was eventually found, the machine
was 45 miles, or about 15 deg., out of her course.

In the case of the Transatlantic Sopwith machine, which
employed D.R. methods for the goo miles' run, it was found
that the machine was 145 miles, or about g:2 deg., out of the
correct track. The D.R. method should therefore only be
looked upon as a useful makeshift, in the absence of better
means.

Wireless Methods.

Wireless and directional wireless methods provide a very
valuable means for navigating machines over long distances,
and although still in the experimental stage the results' at
present obtained appear rather promising.

The two principle methods employed consist of (a) Direc-
tional wireless, with the receiving apparatus on the machine,
and known fixed ground beacon stations, and (b) directional
wireless with the receiving apparatus at know,n ground
stations, signals being transmitted from the machine itself.

Ground Directional Stations.

For military purposes the second method (which incidentally
was used by the Zeppelins during their raids, and often led
to their undoing) is not to be recommended, as the machine
gives away its own position.

In this method the machine sends out wireless signals of a
certain waye-length, and two or more fixed direction-finding
stations receive these signals. By making the receiving circuit
in the form of plane loops, capable of rotation about a vertical

August 25, 1920

MARTIN SYDE

CRAFTSMANSHIP

J

jlphe word Martinsyde has been
# synonymous with craftsmanship
from the earliest days of aviation.

Aerodrome
BKOOKLANDS.
Telephone
171 BYFLEET.

MARTINSYDE LTD

WOKING, ENGLAND.

Telephone : WoKing 551 , 552, 553.
Telegrams : Martmsyde.WoKing,

London Office
CARLTON HOUSE,
11d, REGENT ST
LONDON.~W.l.
Telephone :Gerrard 4-500.
TelegrarnsrMartirisyde.Pfccy.Loftdon.

KINDLY MENTION :< THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

*

4io

(Supplement to The Aeroplane.)

Aeronautical Engineering

Augusi *5, 1920

axis, and employing the methods of least, or maximum,
signal intensity, the station can determine very accurately
and quickly the direction of the aircraft.

It is only necessary to employ two stations, with perhaps^
a third as a check or central station, and the exact chart posi-
tion of the aircraft can be readily determined from the "cut"
of the two or three bearing lines ; this position is signalled
(by wireless) back to the machine.

The advantages of this system are that there is no limit to
the size or accuracy of the ground station apparatus, and
that it can be employed for ranges of many hundreds of miles
in conjunction with fairly low-powered transmitting apparatus
on the machine ; moreover it avoids the inaccuracies due to
quadrantal errors in the other system.

Its use would probably be limited in cases where large
numbers of machines were signalling, or when ships were
also using the system, as one signal at a time would usually
only be dealt with by the receiving station.

Directional Apparatus in the Machine.

In the first method mentioned, the vertically rotating loops
are fixed to a frame in the machine itself, and a large annular
scale reading in degrees is provided in order to indicate the
direction of the signals received from known fixed ground
sending stations. It is, of course, necessary for each ground or
"beacon" wireless station to send out waves of a pre-arranged
frequency, so that the station may be recognised. As the
size of the direction-finding apparatus is limited by the fuse-
lage dimensions, the accuracy is also limited, but already it
has been shown possible to take readings from high power
stations over distances of 2,000 miles, and to obtain bearing
lines true to within a mean angle of about 15 deg. for dis-
tances of a few hundred miles, although occasionally un-
expected variations giving greater inaccuracy occur. With
two beacon stations a fix can, of course, be obtained.

Already there exist stations, such as Poldhu (Cornwall),
Paris (France), Nauen (Berlin), etc., which are being employed
for this purpose. With the institution of a number of new
wireless beacon stations this directional wireless method may
prove of increasing utility. It should be mentioned in pass-
ing that the direction angles obtained by the above method
require correction for the quadrantal error of the machine,
which originates in a similar manner to the compass deviation
errors. For -long distance work, using ordinary charts, an
allowance must also be made for the fact that the wireless
waves follow great circle lines, and not straight lines on the
map.

Another successful method employed for long routine flights
over any distance is that in which there is a wireless beacon
station at the objective, sending out signals of a given wave-
length, and in which the machine is fitted with wing coils for
receiving the signals. When the machine is directly headed
for the beacon the two wing coils either combine to give a
maximum or a minimum note in a telephonic receiver, and
the direction of the machine is regulated so as to maintain this
note. The position of ships passed over can also be obtained
by wireless signalling, and the information obtained used for
checking the position of the aircraft.

Astronomical Methods.

The third available method is the same in principle as that
employed in marine navigation, and consists in measuring
the altitudes of heavenly bodies and noting the chronometer
times of the readings ; by the aid of special tables, curves,
or computing instruments, one or more bearing lines can be
drawn on the chart, and if two such bearing lines be obtained
(from the simultaneous readings of two celestial objects) the
position can be fixed on the chart.

This method when applied to an aircraft introduces several
problems connected with the natural angular motions and
acceleration of. the machine itself, the disturbing influences of
bumps and gusts, etc., and the evolution of special compact
tables of the astronomical elements.

The sextants employed for measuring the altitudes of the.
celestial objects require artificial horizons, as although occa-
sionally cloud horizons may be obtained, these are not very ~
reliable. Already fairly satisfactory instruments have been
evolved which employ either a circular spirit level or gyro-
scopes for giving the relative horizontal plane, and altitudes
can now be measured to within about 8 min. of arc, or less.

Having obtained the altitudes and hour angles of the bodies
observed, the next problem is that of utilising the results,
and here again much ingenuity has been brought into play in
the evolution of special mechanical devices for solving spheri-
cal triangles, spherical triangle solution charts, air tables, etc.

From the result of the observation of one body a position
line can be drawn on the principle depending upon Sumner's
method, using as a first means the D.R. position. If two
such lines be obtained from two bodies which do not cut too
acutely, a good "fix" can be obtained.

In the daytime only the sun can usually be obtained, but
sometimes the moon can also be seen, and a fix thus obtained.
At night there is a very large number of fixed stars available,
and by reducing the number of the stars to first magnitude
ones, or to the Pole. Star (the altitude of which at once gives
the approximate latitude of the place of observation), Vega,
Capella, Regulus, and one or two others, for the N. hemi-
sphere, very compact star tables for air use can be employed.

For night navigation, more especially over water, at high
altitudes and above clouds the astronomical methods offer the
only reliable solution for flight in random directions ; more-
over, these methods have stood the test of time in marine
work and require very little apparatus.

For routine night flying work, no doubt the method of high
candle-powered aerial lighthouses, each with its own system
of flashes, will be more widely employed ; this method, which
provides fixed recognisable landmarks, was successfully used
in the late war for directing our machines home after night
raids.

In conclusion, it must be urged that a considerable amount
of research and air-experimental test work is necessary in
order to develop and perfect the methods above outlined, so
that the future navigator will not require to be such a highly-
trained scientist and astronomer as the present conditions
appear to necessitate.

By the simplification of the apparatus and methods the
field of useful navigating officers will be considerably increased
and commercial and military flying rendered much safer and
more reliable.

It is practically certain, however, that the future aerial
navigator will require to be a speciayy trained man, preferably
also a pilot, with a close knowledge of the several alternative
methods previously outlined, so that he can cope with
emergencies.

AN ORNITHOPTER.

According to the Daily Mail, M. Passat, who will be re
membered in connection with his experiments with orni-
thopters some years before the war, is still developing in that
line at Raynes Park. One would imagine that after all these
years' experimenting, M. Passat must have obtained a con-
siderable amount of useful data.

According to a Daily Mail reporter, the machine is now fitted
with a 10-12 h.p. engine, and "even in the 12-yards-square
garden it strained at the leash and bounded excitably from
the ground." — G. d.

FROM THE A.I.D. EXHIBIT AT
OLYMPIA. — A weighing machine for
the cylinders of rotary engines. Not
merely does it weigh the cylinders, but
it indicates that the cylinders are in
correct balance, and it is fitted with fix=
tures, and is calibrated, for the cylinders
of all the types of rotary engine which
were in use during the war.

August 25, 1920

Aeronautical Engineering supplement to the aero™* 4"

GWYNNES'

AERO ENGINES

B.R.2 MODEL. 250 H.P.

Manufacturers of the B.R. and all types
of Aero Engines. Sole Licensees for
British Empire of Clerget Motors.

r WYNNF^ I f A Hammersmith Iron Works, LONDON, W.6.

VJff 1 llilEilJ JLlll*} "Gtoynne, London." Hammersmith 1910.
Contractors to the Admiralty, War, India and Colonial Offices, & all Foreign Governments.

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(Supplement to The Aeroplane.) Aeronautical Engineering

August 25, 1920

ALBATROS AIRCRAFT.

Bv ERIK HILDESHEIM.

The Albatros L.23, used by von JRicht-
hofen as a transport craft. The very
heavy sweep=back of the upper wing and
the curious and apparently unnecessary
cross strut arrangement between the
wings art noteworthy. Designed for the
Army C Class (general purpose two-
seaterjthis type was not adopted for ser=
vice, and one of the three specimens
built was presented to von Richthofen
by the builders. A llight on it is de-
( scribed in his book, "The Red Air*
Fighter."

The Albatros Company for aeroplane enterprise held during
the war a similar position to that of the Sopwith or Aircraft
Manufacturing Company on the opposing side inasmuch as
the former produced a large number of different models, its
activities being limited to no special type and its machines
of all classes being turned out by many subcontractors.

One cannot describe here every Albatros war aircraft, as
many specimens showed only minor variations and are of
little interest. The better-known types have already been
dealt with in official reports and elsewhere. The following
is then a collection of some of the more interesting tvpes
which justify giving their illustrations and comments upon
their special features. The letter I,, accompanied by a figure,
is the private mark of the Albatros Company.

Of the four seaplanes illustrated, the twin-engined pusher
(W.3) (W. standing for Wasserflugzeug = seaplane) is equipped
with 150 h.p. Benz engines and was built bv the Albatros plant
at Friedrichshagen. The cockpits of both pilot and observer
are in the nose of the central fuselage in front of the planes.

The next Albatros seaplane W.4 shows that their well-
known monocoque scout was adapted for naval single-seater
work also. The floats had a combined capacity of 2,200 litres.
The W.8 can be seen to be a late war pro-
duct as its power plant is the 8-cvlinder Vee
type Benz 195 h.p. engine, which was not
built before 191S. The struts are apparently
entirely of tubes and the front interplane
set and those of the landing gear are cir-
cular with added fairings. The rudder is
Dalanced below the tapered body, and the
single fixed tailplane is mounted on top
of the fin with the obvious object of im-
proving the rear fire range of the gunner.

The 3-seater sea-monoplane W.io was not
completed in time for the war. The ob-
servers sit in tandem at the front of the
hull, which is fitted with side support floats.

The rudder is made in one piece of aluminium and the wooden
tixed tail-plane and fin are made in one part and detachable.
The 120 h.p. Mercedes engine is encowled together with the
car-tvpe radiator on top of the divided planes, resting on two
struts. Of the land-going Albatros aircraft an early , single-
seater from 1915 is of interest, as this rigid truss wing scout
equipped with a 160-h.p. Mercedes and the then favourite
combined water tank and radiator above the engine shows
that new ideas were not always taken to quickly even in
Germany.

Amongst the further Albatros scout efforts are two contri-
butions belonging to the triplane period, viz., the Iv.36 and
L.37, equipped with a 160-h.p. Mercedes and 195-h.p. Benz,
respectively, neither of which entered the production stage.
In the former the strut arrangement will be noted, while in
the latter the twin radiators mounted directly on the
middle planes are a feature. The Albatros L.23 (or C.9 Army
marking) is another product which was not turned^ out in
series, three specimens being in fact built, one of which was
presented by the company to Baron von Richthofen, who
used it on active service as his private means of travel. . The
pronounced Vee of the top wings, the additional tail skid fin

The type 1.1 contour fighter built
by the Albatros firm. To aft the
passenger seat the fuselage is
coated with bullet=proof steel.
The end line is visible in the
photograph. The downward slope
of the top surface of the fuselage
is designsd to facilitate downward
fire through the airscrew.

The 1.2 contour lighter built in 1918. It
varies appreciably from its predecessor
of the same class. Like the I.I, it is
equipped with a 230=h.p. Benz engine
and is armour-plated. It appears that it
is fitted with guns firing downward
through the bottom of the fuselage.

august 25, 1920 Aeronautical Engineering (Supplemeat to THE a««™«™.> 413

an outstanding point
m "the most efficient
Aero Engine in the
worfd"

The Engine illustrated it the

DRAGONFLY— 340 h.p —9 cyl.
(Static Radial).

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

^Supplement (o The Aeroplane.)

Aeronautical Engineering

August 25, 1920

SOME ALBATROS AIRCRAFT.

The Albatros VV.3 Seaplane (two 150=h.p. Benz engines).

The W.4 Seaplane (ISOTi.p. Mercedes!.

The Albatros W.10 Sea Monoplane, obviously of Dornier
inspiration.

The Albatros L.3fi Triplane (180 h. p. Mercedes).

wm\ 1 Mm '

^ ^^^^^^^^^

L

The L.37 Triplane with the 195=h.p. Benz "Vee" engine.

The Albatros W.8 fitted with the 195=h.p. eightcylinder Benz.

The L.9, a wireless scout of 1915.

The Albatros D.XII (160-h.p. Mercedes) fitted with pneumatic
undercarriage.

The Albatros twin engine bomber 1,21 (two 230=h.p. Benz
engines! .

august 25, 1920 Aeronautical Engineering (S„„M t0 T« «„,„,«., 415

" VICKERS vimy - COMMERCIAL "

i Pilot and 11 Passengers or i| Tons of Mail or Freight. Endurance 5 hours.
A factor of Safety of 5 throughout.

Vickers-Saunders Flying Boats.

PEACEi PRODUCTS EXHIBITS at the GREAT VICTORY EXHIBITION,
STAND 151/160, CRYSTAL PALACE.

Aviation Department:

Vickers House, Broadway, London, S.W.I.

•

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

416

(Supplement to The Akropmne.)

Aeronautical Engineering

August 25, 1920

and the single strut row arrangement will be noted, the latter
including cross connections at top and bottom as well as
cross struts replacing incidence and stagger wires.

This arrangement is found again in the only Albatros twin-
engined bomber of the G class known, viz., the pusher bi-
plane 1/-21, powered by two 230-h.p. Benz engines. This looks
cleaner than most contemporaries in Germany. The fuselage
and tail unit follow the ordinary Albatros outlines and the
nose was sometimes provided with buffer wheels, but it is
known that owing to official controversies concerning detail
work the type was never built in laige quantities.

Two Albatros aircraft, of which nothing has been illustrated
or heard so far, are the two two-seaters of the I. (infantry)

The D.X Scout with t)ie Siemens rotary (160 h.p).

class for contour fighting, viz., the I. I. and II., which can
be distinguished by the shape of the fuselage, designed for
firing downward and forward.

From the long line of Albatros single-seaters the last scout
efforts are illustrated.

These are, in chronological order, the D.X. with the T
struts which shows the first appearance of the 195-h.p.
Benz 8-cylinder V engine, the wireless 160-h.p. Siemens ro-
tary engined D.XI. (or I/.41) of similar outlines, which, built
in 1918, did not get used before the armistice.

The D.XII. appeared simultaneously and returned to the
160-h.p. Mercedes for its power plant. It was fitted with the
Boehm pneumatic springing to the undercarriage which ac-
counts for the third undercarriage strut.

'I he D.XI Scout with the Ben/ eight cylinder "Vee" engine.

A contemporary 230-h.p. Benz-engined two-seater version
of this type was built as the last outcome in that line. The
final D. XIII. and XIV. scouts, with Teves and Braun car-
type radiators, varying mainly in the deepness of the single
interplane struts and in the power plant, being respectively a
160-h.p. Mercedes and a 185-h.p. B.M.W. engine.

It

m

General Sketch oi the D.XIII. Scout,

ALBATROS

230 t-P. BENZ .

S-5 n-x

August 25, 1920

Aeronautical Engineering (Supplement t0 THE AER0PMNE, 41;

WESTLAND

The comfort and steadiness or the WESTLAND LIMOUSINE is

emphasised by the above picture.

The Typist is just alighting from the aeroplane with her type-
writer after an aerial trip.

The LIMOUSINE is quiet enough and steady enough to enable
one to talk and write without difficulty while in flight.

We are ready to quote for passenger trips to anywhere in England
or on the Continent from our Aerodrome at Yeovil.

For full particulars and arrangements as to trial flights apply to the

WESTLAND AIRCRAFT WORKS

(Branch of Petters Limited)

YEOVIL.

Telephone :
141 and 142 YEOVIL.

Telegrams :
AIRCRAFT, 141 YEOVIL.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

418

(Supplement to Tm Aeroplane.)

Aeronautical Engineering

August 25, 1920

WIRELESS TELEPHONY IN AEROPLANES

By Oliver Ceans.

One of the most curious facts connected with post-war
developments in aviation is the apparent cessation of pro-
gress towards the evolution of a satisfactory wireless tele-
phone set for aeroplane use. This is all the more surprising
when it is recalled that, for some considerable time prior to
the armistice, wiieless telephony sets were being used with
marked success at numerous stations at home and abroad.

These instruments were' extremely useful during the war
in facilitating formation flying, patrol work, landing arrange-
ments, etc. They were, of course, subject to failure at times ;
so were the machiries that carried them. But they certains-
served a much more useful purpose than might be gleaned
from the unconvincing statements of a contemporary writer
who chooses to call himself "Electron"' and who would- have
us believe that the best telephony instrument yet made is
only fit for the nursery.

Such an opinion hardly needs refutation. It is sufficiently
absurd to condemn itself. Nor was it more effectively con-
demned by the frantic denial of a certain well-meaning but
inexperienced critic, who rushed to the other extreme and
sadly anachronatised by ascribing a degree of perfection to
present-day telephone appliances which it will take years to
achieve.

The real truth lies about midway between these two ex-
tremes of prejudiced pessimism and obtuse optimism. On
the one hand no statement could be more flagrantly inaccurate
than that which condemns all existing telephone instruments
as useless and unreliable. On the other hand, nothing could
be more misleading than the puerile and pitiful pifiie of the
cheerful critic whose rhapsodical ravings suggest that the
Marconi Company have solved everything that is to be solved
in connection with wireless telephony for aeroplanes.

War-time wireless telephony sets were not highly efficient
instruments. But they rendered considerable assistance in a
limited sphere of application. Present-day instruments are
not highly efficient, but they represent a slight improvement
on all previous models. That is the only correct statement of
the case.

The real cause of the recent lull in development springs from
■circumstances totally different from those which "Electron"
discusses in such voluble terms. The simple truth is that the
subject of aircraft telephony is only now beginning to present
itself as a paying proposition to commercial aviation firms.
Hitherto, there was no room for it among the numerous
problems that have choked the growth of the industry as a
whole.

No future History of England will be complete without a
special chapter on "The Amazing Apathy of Bleary-eyed
Britishers towards the Advantages of Aviation as a Commercial
Concern." If such a chapter were well done, it might deal
fittingly with those "problems" which have resulted in so
much ink-spilling, by including a short foot-note — as follows :

"Owing to the numerous obstructions related above, which
were carefully strewn in the path of Civil Aviation at the
close of the Great War, the question of aircraft telephony for
commercial purposes was compelled to take a back seat during
the two years taken to scrape the mud out of the eyes of
British Business Men." That will be quite sufficient to explain
the whole "problem."

Commercial firms are fully alive to the advantages to be
derived from the employment of wireless telephonic equipment
on their machines. They also know the exact relation of
this subject to the larger problems with which they have been
bravely contending during the past two years in their efforts
to keep afloat.

To-day, they are giving their best attention to this par-
ticular branch of aerial equipment. Within the next few
months it is expected that the Radio Communication Company
(almost completely composed of ex-officers and men of the
R.A.F.) will bring forward an aircraft telephone set that will
surpass in efficiency any similar instrument yet produced.

Meantime, there is nothing to be gained by heeding the
distorted drivel of the prejudiced and the obtuse.

ANOTHER ITALIAN TRIPLANE.

The Sarri Triplane.

A photograph of the Sarri triplane which, being of the same
proportions as the other two > triplgnes taking part in the
Taliedo 6 metre trials, had entered, but was not quite ready
for the same, is to hand. Of more daring stagger and some-
what unconventional design (as regards the tail organs) and
rig (as regards the wing construction and staying), the
machine is waiting the now postponed International Small
Machine "Mapelli" Cup to show forth its merits. The date
of the postponed race in which several foreign entries are
announced is Oct. 3rd, a more suitable date in every way. ,

The race is for machines with not more than 6 metres span
and 4,585 c. cm. cylinder outsweep capacity, and the entrance
fee is the miserable one of 500 Italian lire, some £7, which
should be sent to Gazetta dell'Aviazione, Via Torino 10, Milan.
I shall be glad to assist bona fide British firms who want
further particulars. Machines with good motors should do
excellent business. — X. S. h.

A DENIAL.

It is untrue that Messrs. Maskelyne and Devant approached
Mr. Courtney (after his marvellous peiformance in extricating
himself from a totally inverted " Semiquaver ") with a view
to his helping them in some of their extricating and excruciat-
ing evolutions. Mr. Courtney, however, may be seen later at
Olympia, either in a circus or the next Aero Show. One
understands that M. Houdini is somewhat discouraged by the
possibility of the arrival of a rival.— G. D.

FROM THE AIR MINISTRY EXHIBIT
AT OLYMPIA. — Bombs in all sizes. The
miniature object suspended from the
centre of the framing is a "Baby" incen-
diary of 6J oz. weight. Under the elbow
of the airman is the nose of a 220.
pounder, to the right a 520 lb. in section,
and recumbent the 1,9000b. type de-
signed for the German nights' enter*
tainments of Christmas, 1918.

August 25, 1920

Aeronautical Engineering (Supplemcni to ^ ABROn,^.) 419

eafdmop<

||||||[|||||||||||||||||||||||||||||||||||||||NlllllllillMIIIIIH

THE ENGINES
THAT ASSIST
COMMERCIAL
DEVELOPMENTS

by creating that confidence in public and
business men on which the Financial Pros-
perity of Air Travel depends.

BEARDMORE REPUTATION has been
gained in the field of solid work both in
Peace and War.

It is the proved . RELIABILITY of the
160 h.p. Model that makes it so popular
among leading Aircraft Manufacturers to-day.

BEARDMORE AERO ENGINES, Ltd.,
112, Great Portland St., London, W.l.

Telephone : 238 Gerrard.
Works - Parkhead Steel Works, Glasgow.

liiimrfhi

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

420 (supplement to the aeRopWne ) Aeronautical Engineering

August 25, 1920

THE IMPERIAL COLLEGE AND RESEARCH.

In connection with the scheme proposed by the Committee
on Education and Research in Aeronautics in their report
dated Dec. 12th, igjg, a Department of Aeronautics has been
formed at the Imperial College, South Kensington. Sir
Richard Glazebrook is director of the new department. This
movement was initiated by Sir Basil Zaharoff's endowment
of the University of London Chair of Aviation to which Sir
Richard Glazebrook was appointed.

The school is administered by an advisory committee, with
Sir Arthur Acland, representing the College, as chairman.
The Air Ministry, the Aeronautical Research Committee, the
Royal Aeronautical Society, the Society of British Aircraft
Constructors, and the University of Can bridge are represented
on the committee.'

A .comprehensive scheme of instructioi and training, mainly
post-graduate in character, Jias been ar.anged for next" session,
beginning in October, including special sections in aeronauti-
cal engineering, meteorology, and navigation, and. with the
co-operation of the Air Ministry the services, have been engaged
of a distinguished staff of experts. Apart from the director,
with his great experience of this work at the National Physical
Laboratory, Sir Napier Shaw will be Professor of Meteorology;
Mr. Leonard Bairstow, Professor of Aerodynamics; Mr. A. J.
Sutton. Pippard will deal with the structure and. strength of
aircraft, and Mr. A. T. Evans with aircraft engine?.
|. Courses of lectures will also be given dealing respectively
with airships and with navigation, while arrangements are in
hand for special instruction in air-cooled engines, high-com-
pression engines, dopes, instruments, wireless telegraphv, and
similar subjects.

It has been arranged that part of the practical training of
the. students will be carried out at one of the Government
establishments dealing with aeronautics.

THE INSTITUTE OF AERONAUTICAL
ENGINEERS.

AUGUST NOTICES.
Council.— The Council met on August 17th.

Elections.— Member : Lt-Comrndr. V. N. Jiieg, U.S.N.. Associate
Member: R. B. C. Noorduyn. Associates: J. L. \v. MeDowall; N. W.
Jackson; E- S. R. Thorne (all nominated for Intermediate Examina-
■ -T- tiou) ; J. C. C Taylor (nominated for

/'^JbXkSSk. Pilots' Examination). Student : Chaucer

/-/8"|^Tj^\ Wood.

\'A * Vrv'<jH Branches. — The rules for the issue of

■ 1 f k y^^8 M^n charters for the formation of foreign,

colonial, and provincial branches of the
i^y Institute, proposed by the Branches

^By~/ Committee, have been ratified by the

^SJgfew^ Council. t

j^oPP "UUt^^;, Lectures. — Arrangements are being made
for the following lectures to be delivered
during the months October and November, respectively. The Struc-
ture of Steels, by Col. N. T. BelaievJ, C.B.'and the Education Act of
1918, by S. T. G. Andrews, Esq., B.Sc. (Eng.), M.I.Ae.E.

Library — The following files have recently been added to the refer-
ence library : —

Manufacturers' Specifications, 1920, Complete Aeroplanes; Hydro-
Aeroplanes; and Flying Boats.
Manufacturers' Specifications, 1920, Engines; Magnetos, Sparking
Plugs; Carburetters; Radiators; Practical Flying, Application,
etc. ; Aeroplane Models ; Miscellaneous Literature.
Manufacturers' Specifications, 1920, Materials; Components.
Papers. — During the winter session meetings will be' arranged for
the delivery of short papers, as distinct from lecture s. Members who
have subjects for discussion at such meetings are invited to send brief
outlines of the points they have to bring forward.

September Journal. — This will contain various features including,
notes on the recent Aero Exhibition and other happenings; some
reminiscences of a personal friend of Pilcher; an article on the future
provision of fuel for internal combustion engines, by Major Banner-
man-Phillips; abstracts of lectin es and discussions; further extracts
fiom the note-book of Howard-Flanders; and other general features
relating to employment, business, etc In addition a complete list of
members will be published with the September Journal.

Douglas Shaw, Secretary.

60, Chancery Lane, London, W.C.2.

TO THOSE IN NEED.

■ The Council of the Institute of Aeronautical Engineers
welcomes correspondence from firms and individuals who from
time to time may require the services of Chief Mechanical
Engineers, Designers, Mechanical Testers, Inspectors, As-
sistant Engineers, Managers, Works Managers, Draughtsmen
(all grades), Accountants, Foreign and Colonial Representa-
tives, Sales Managers, etc. Apart from being desirous of
introducing suitably qualified applicants for such posts in
the various branches of engineering, the Institute is disin-
terested in the matter. Communications should be addressed
to Mr. Douglas Shaw, Secretary, The Institute of Aeronautical
Engineers, 60, Chancery Lane, London, W.C.2.

APOLLO PLUGS.

It is of interest to note that Apojlo sparking plugs were used
in the B.R.2 engine in the Sopwith "Snipe" used by Capt.
W. L. Jordan in the Aerial Derby. At the conclusion of the
race they showed no wear or carbonisation whatever, though
the engine was "all out" for the whole time. Capt. Jordan,

The four <150=h.p. Sunbeam engines installed in the Racing
Hydroplane Maple Leaf VI.

who has had as much experience of the B.R.2 as anyone, says,
"I think they are about the best plug I have e^ver used for
this type of engine." His was the only one of the three
'"Snipes" to finish.

Mr. E. H. Seymour Tye has now joined the Sales Depart-
ment of the Apollo Manufacturing Co., Ltd., who have their
works in Moseley Street, Birmingham. — G. D.

ARMSTRONG SIDDELEY NEW LONDON
SERVICE DEPOT.

. Armstrong Siddeley Motors, Ltd., of Coventry; and 10, Old
Bond Street, W., announce the opening of a new London
Service Depot at Church Street, Lisson Grove, N.W 8, for the
convenience of owners requiring advL; and inspection of their
cars. The works are well equipped and there is a staff of
trained mechanics. Special facilities are provided for adjust-
ments and overhauls to chassis, electrical equipment, and
coachwork. Exceptionally fine garage accommodation is avail-
able and a supply of spare parts is maintained.

BANKRUPTCY.

Lionel Maurice Bonas, 9, Marlborough Road, St. John's
Wood, N.W. — A sitting for the public examination of this
debtor, who is general manager of a company' formed to
manufacture aeroplane engine parts, was held on Aug. 3rd
at the London Bankruptcy Court. A statement of his affairs
showed liabililties ^27,488 and a deficiency in assets of
.£23,331.

The debtor said that in May, 1917, he <md another person
registered a private company called the Richmond Engineer-
ing Co. with the object of manufacturing aeroplane engine
parts. He was appointed a director and general manager
of the company, but he recently resigned his directorship and
was now general manager at a salary of £780 a year. . The
company was carrying on business successfully. The debtor
attributed his failure to losses in betting and gambling, esti-
mated at £12,000 in the past three years, and to extravagance'.

The examination was concluded.

August 25, 1920

Aeronautical Engineering (SupDlement to the Awmm.) *21

The Original NON-POISONOUS.

Titanine Dope

is strongly recommended for

PRIVATE and COMMERCIAL

AEROPLANES.

Absolutely unequalled for Durability,

There is no CONTROL on Dope for the
above types of machines.

Titanine is the most economical and offers the
greatest resistance to flame.

Complete Doping

PROMPT IPnr c u

Mimum Schemes

DELIVERIES. WtW . •, { ^

submitted on application.

TITANINE LIMITED,

175« PICCADILLY, Teleirams;

Gerrard2312. LONDON, W.l. ^'^L^'

Agents for Australia :

Messrs. Larkin-Sopwith Aviation Company of Australasia, Limited.

Melbourne Office : "Aberdeen House," 94, King Street.

Sydney Office : "London Bank Chambers," Corner of Pitt and Moore Streets.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

422 (supplement to the aeuoi>Mne.) Aeronautical Engineering

August 25, 1920

Lighting Outfits

Complete for Aeroplanes

oil I this material is in first-class condition as when tested and accepted
into store by the Inspection Directorate of the Air "Board.

4 Volt 20 Amp.

Very big quantities are available,
in either large or small lots as
required for

IMMEDIATE DELIVERY

Wind-driven Dynamos complete
with Propeller, Accumulators, 6-way
Switch-board Controls in polished
mahogany with steel tops. Navi-
gation Lamps, Tumbler Switches,
Volt-Ammeters, Bulbs in sets for
Dashboard Lamps and all accessories
— offered at a figure much

BELOW COST PRICE

British Manufacture throughout by
' the foremost makers of the day —
a guarantee of the highest standard.

The Aircraft Disposal Company Ltd.

(Managing Agents: HANDLEY PAGE LTD.)

Regent House
KINGSWAY

Airdisco, Westcent "

LONDON

Regent 5621 (3 lines)

KINDLY MENTION THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

August 25, 1920

The Aeroplane

423

OFFICIAL

NOTICE TO AIRMEN, No. 87.

Air MiNfSTRY, August 18th, 1920.

It is hereby notified : —

Pilots are warned that a fixed balloon will be flown until October 31st
from the grounds of the Crystal Palace, 5 miles N.NE from Croydon
Aerodrome.

[It is understood, from other than official sources, that the said
balloon will not ascend. — Ea.]

NOTICE TO AIRMEN (No. 88).

Air Ministry, Aug. 19th, 192a

It is hereby notified :

1. Since August 2nd, 192c, the hourly reports of meteorological in-
formation, prepared by the Forecast Service of the Meteorological
Office and issued by W/T from the Air Ministry (Croy Ion), are being
sent in a modified code, of which particulars are given below The
essential features of the code are the same as those for Collective
Station Reports of Class 3 of Annex G of the Convention for Inter-
national Air Navigation (Paris, 1919), but the following modifications
are noted : —

(i) The figures for fitness for flying iFTFa) are replaced by
figures reporting direction and approximate speed of the low
cloud.

(ii) The separate codes for high or medium and low cloud have
been replaced by a single code in which clouds are grouped, but no
change is made in the number of figures allocated to cloud reports.

(iii) An additional group has been added to provide for the in-
clusion of information available only occasionally or at sea coast
stations. This group includes more precise' specification of the
height of the base of the low cloud when it is below 1,000 feet.
It includes also the character of the swell and sea disturbance
and the visibility towards the sea as distinguished from the visibility
landwards.

(iv) The direction of the surface wind is reported on the sc,ale
O-32, and not as hitherto on the scale O-72.

2. Reports are issued daily, Sundays included, according to the
following schedule : —

Wave length — 900 rneires.
Nature of transmission — Continuous wave.
Call Sign— G.E.D.
Times of issue 0735 G.M.T., giving observations for 0700 G.M.T.

NOTICES.

0835
0935
1035

"35
1235
1355
M35
1535
1635

0800
0300

1000
IIOO
1200
1300
14OO
1500
l600

3. After the call sign G.E-D. comes the word "METEOR," indicating
that a meteorological message is being transmitted. This is followed
by one four-figure group giving the hour (G.M.T.) at which the obser-
vations were made; this time group is in turn followed by station index
letters and figure groups giving the conditions at the following
stations : —

Index Tetters. Station.

FXT .-. Felixstowe

CDN Croydon

BGL
IMP
BCD
DNS
BOTTEY

Big;; in Hill
Tynipne
Beachy Head
Dungeuess

Botley Hill (North Downs)

4. The letters DNS, when included, will be followed by a figure
giving the Channel visibility at Dungeness. The Channel visibility at
ttythe is given as the last figure of the fourth group of the report for
LMP (Lympne), and the Channel visibility at Beachy Head is given
as the last figure of the fourth group of the report for BCD (Beachy
Head).

5. The word " BOTLEY " is followed by a statement in plain lan-
guage of the conditions on the Nor!h Downs as viewed from Biggin
Hill, when such a statement adds material information to that con-
tained in the rest of the message.

6. At the end of the message a short forecast is given in plain lan-
guage of the changes in the weather conditions anticipated in the
period of daylight following the time of issue.

This begins with the word " FORECAST."

If there is no reason to modify the forecast =ent in the preceding
message the words " Forecast unaltered " are sent.

7. The complete results of a pilot balloon ascent at Croydon or
Lympne, when available, are inserted in the message at 0835 imme-
diately before the forecast referred ro in paragraph 6.

This part of the message is preceded by the index letters of the
station and by the five-figure index group 19860.

8. Copies of the detailed codes are to be found in Convention relating
to International Air Navigation, Paris, 1919 (Command Paper 266),
which can be obtained from H.M. Stationery Office.

Copies of the additional cedes mentioned in paragraph 1 (ii, (ii), and
(iii), can be obtained on application to the Director, Meteorological
Office, Air Ministry, Kingsway, W.C.2.

9. French reports similar to the above are issued from Te Bourget
(call sign ZM, wave-length 900 m., continuous wave) at the following
times (G.M.T.) : —

0730 (giving observations for 0700)
1 0930 ( „ ,, cgoo]

1030 ( ' „ „ 1000)

1230 ( ,, :20o)

1330 ( ,, ,, 1300)

'530 ( „ „ 1500)

1830 ( ,, „ 1800)

These reports include observations from the following stations : —
Te Bourget (Index Group P.i)
St. Inglevert (Index Group P 2)
Abbeville (Index Group P 3)

Maubeuge (Index Group P. 4)
Havre (Index Group P.5)

The code used is identical with that in which the collective reports
for SE. England are sent, except that in the codes for present and
past weather (ww and WW in the third group) only a selection of the
numbers in S.E. England code is employed.

In addition, a special message is sent at 09.45 (G.M.T.), giving the
upper wind at Be Bourget at 08. 00 in the code —
Sernac HHHH Pi Pilot DDVV DDVV DDVV DDVV DDVV
where HHHH — Time of message

DD — Direction of wind on the scale 1 to 72 points.
VV — Speed of wind in metres per second,
the five groups DDVV referring to the wind at heights of 500 metres
(1,500 feet), i.odo metres (3,000 feet), 1,500 metres (5,000 feet), 2,000
metres (7,000 feet), and 3,000 metres (10,000 feet)
Authority for Clause 9 — French "Notice to Airmen" No. 10.

THE UNITED KINGDOM OF GREAT BRITAIN AND IRELAND.

CONTINENTAL ARRIVALS AND DEPARTURES.
The London Terminal Aerodrome, Croydon.

(Compiled by the Staff of The Aeroplane.)

Date 1920.

Name of Air
Line.

Type.

Markings.

Where from

Where to

Time

depart.

Time
arrive

Cargo
lbs.
M = Mail.

No. of
Passen-
gers.

Pilot.

August 16th

A.T. &T.

DH16

G-EAPT

London

Paris

og 47

Gds&M.

I

Reeve

A T. & T.

DHg

G-EAOZ

London

Amsterdam

10 10

13.02

Goods

Nil

Tebbitt

M A.

Breguet
" Vimy "

F-CMAF

London

Paris

13.07

15 45

Nil

Nil

Le Men

I.A.L.

G-EASI

London

Paris

1333

16.50

Nil

1

Barnard

C. des G.E.A.

"Goliath"

F-HMFU

London

Paris

12.48

Nil

Nil

Patin

A.T. &T.

DH16

G-EALM

Paris

London

og.30

"•45

Nil

4

Robbins

A.T. & T.

DHg

G-EAQN

Paris

London

og.58

13.10

Nil

1

Bamber

C. des G.E.A.

"Goliath"

F-GEAD

Paris

London

10.50

14.00

Goods

1

Favrint

A.T. & T.

DH16

G-EAPT

Paris

London

•5-40

18.05

Goods

Nil

Reeve

I.A.L.

" Vimy "

G-EASI

Paris

London

•7-35

"•55

Goods

13

Barnard

17th

A.T. & T.

DHg

G-EASW

Amsterdam

London

16.04

18.55

Gds&M

2

Bradley

August 17th

A.T. & T.

DH16

G-EAPT

London

Paris

og 30

11.40

Gds&M.

2

Game

A.T. & T.

DH16

G-EALM

London

Paris

°9-35

12.05

Nil

3

Lines

r A.T. & T.

DHg

G-EAPL

London

Amsterdam

10.15

13-45

Goods

Nil

Carter

A.T. & T.

DH16

G-EASW

London

Paris

1° 55

19-15

Nil

3

Robbins.

A.T. & T.

DHg

G-EAGY

London

Paris

16.40

ig.io

Nil

2

Milnes

424

The Aeroplane

August 25, 1920

Date 1920
August 17th
August 18th

August 19th

August20th

August 21st

August 22nd

Name of Air
Line.

Type.

Markings.

Where from.

Where to.

Time
depart.

Time
arrive.

Cargo
lbs.
M = Mail.

No of
Passen-
gers.

Pilot.

A.T. & T.

DH16

G-EALU

London

Paris

17.20

19-55

Nil

3

Forson

A.T. & T.

DH16

G-EALM

Paris

London

I7-05

19-15

Goods

2

Game

A.T. & T.

DH9

G-EAOZ

Amsterdam

London

15.15

18.00

Mail

2

Tebbitt

A.T. & T.

DHg

G-EAQN

London

Paris

°9 35

I2.00

Gds&M.

I

Tebbitt

A.T. & T.

DH16

G-EALM

London

Paris

09 35

II 50

Nil

3

Bradley

C. des G.E;A.

"Goliath"

F-GEAD

London

Paris

10.50

14.05

Goods

Nil

Favrant

A.T. & T.

DH9

G-EAPU

London

Amsterdam

"•35

14-55

Goods

Nil

Bamber

A.T. & T.

DH16

G-EAPT

Paris

London

09.55

12.30

Nil

2s , -••

Lines

C. des G.E.A.

"Goliath "

F-GEAC

Paris

London

1 1 .00

14.20

Goods

Nil

Labouchere

A.T. & T.

DH16

G-EALU

Paris

London

II. 10

13 31

Nil

Nil

Robbins

C.T.

Nieuport

F-CGTA

Paris

London

12.25

15 20

Mail

Nil

Petit

A T. & T.

DHg

G EAPL

Amsterdam

London

15-14

I8.20

Mail

Nil

Carter

A.T. &T.

DH16

G-EASW

Paris

London

17.10

13-5°

Nil

3

Forson

A.T. & T.

DHg

G-EAGY

Paris

London

17.25

I9th
II.OO

Nil

: i

Milnes

A.T. & T.

19th

DH16

G-EAPT

London

Paris

09-35

11.40

Nil

4

Game

A.T. & T.

DHg

G-EAPL

London

Amsterdam

10.05

—

Goods

Nil

Lines

C.T.

Nieuport

F-CGTA

L01 don

Paris

10.25

15.20

Nil

Nil

Petit

1 A.L.

"Vimy "

G-EASI

London

Paris

13.20

15.40

Goods

7

Chattaway

C. des G.E.A.

"Goliath"

F-GEAC

London

Paris

15-23

17-52

Goods ■

Labouche re

A.T. & T.

DH16

G-EALU

London

Paris

16.52

18-55

Gds&M.

2

Reeve

A.T. & T.

DH16

G-EALM

Paris

London

14.00

16.40

Goods

3

Tebbitt

A.T. & T.

DH16

G-EA.PT

Paris

London

16 30

ig.oo

Nil

4.

Bradley

A.T. & T.

DH16

G-EALM

London

Paris

09-35

"•35

Gds&M.

3

Robbins

A.T. & T.

DH16

G-EAPT

London

Amsterdam

11.00

I3-4I
—

Goods

Nil

Forson

A.T. & T.

DHg

G-EAQN

London

St.Ing levert

11.32

Nil

2

Carter

A.T. & T.

DHg

G-EAOZ

London

St. Inglevert

17.10

.' —

Nil

2

Milnes

A.T. & T.

DH16

G-EALM

London

Paris

r7-5o

19-50

Gds&M.

3

Tebbitt

C. des G.E.A.

"Goliath"

F-GEAD

Paris

London

12.45

16.45

Goods

6

Labouchere

C.T.

Nieuport

F-CGTI

Paris

London

12.25

16 08

Mail

Nil

Le Comte

A.T. & T.

DH16

G-EALM

Paris

London

14.40

17.10

Nil

Game

I. A.L.

" Vimy "

G-EASX

Paris

London

15.10

18.20

Goods

3

Chattaway

A.T. & T.

DHg

G-EAGY

Paris

London

16.45

—

19.22

Nil

2

Robbins

A.T. & T.

DHg

G-EAQN

St. Inglevert

London

17.06

Nil

Nil

Carter

A.T. & T.

DHg

G-EAPU

Amsterdam

London

1523

19.20

Gds&M.

Nil

Bamber

A.T. &T.

DHg

G-EAGY

London

Deauville

og.18

—

Nil

1

Carter

C.T.

Nieuport

F-CGTI

London

Paris

09-53

12.05

Nil

Nil

Le Comte

A.T. & T.

DHg

G-EAQN

London

Amsterdam

10 35

•5-15

Goods

Nil

Bamber

A.T. & T.

DH16

G-EASW

London

Paris

11. 15

'3 25

Gds&M.

"2

Bradley

C. des G.E.A.

"Goliath"

F-GEAD

London

Paris

11.48

H-30

Goo s

Nil

Labouchere

A.T. & T.

DH18

G-EAUF

London

Paris

16.30

18 4<;

Gds&M.

6

Powell

A.T. & T.

DHg

G-EAPU

London

Paris

16.40

18.45

Nil

2

Game

A.T. & T.

DH16

G-EALM

Paris

London

10.05

1234

Goods

2

Tebbitt

A.T. & T.

DH16

G-EASW

Paris

London

16.30

19.00

Goods

4

Bradley

H.P.T.

Hand'y Page G-EATM

Pa tis

London

17.40

12.50

Nil

7

Mcintosh

A.T. & T.

DHg

G-EAOZ

St. Inglevert

London

22nd
19.30

Nil

Nil

Milnes

A.T. & T.

DH16

G-EALM

London

Paris

10.15

12.15

Goods

2

Tebbitt

A.T. & T.

DHg

G-EAPL

Amsterdam

London

08.58

13-35

Nil

1

Lines

A.T. & T.

DHg

G-EAPU

Paris

London

10.15

12.50

Goods

1

Game

A.T. & T.

DH16

G-EAPT

Amsterdam

London

13-15

*7-*5

Nil

3

Forson

The Air Port of Cricklewood.

(Compiled from Air Ministry Communique's . Log of Cricklewood Aerodrome received too late for inclusion.)

Hand'y Page

G-EATM

London

Paris

DHg

H-9246

London

Amsterdam&

Copenhagen

Hand'y Page

G-EATN

Paris

London

DHg

G-EAUQ

Amsterdam

London

DHg

G-EATA

London

Brussels

Martinsyde

G-EATD

London

Brussels

DHg

G-EAUC

Brussels

London

DHg

G-EAUQ

London

Amsterdam

Bristol

G-EASH

London

Brussels

Avro

G-EAVD

London

Brussels

DHg

G-EAUQ

Amsterdam

London

Hand'y Page

G-EATG

London

Paris

Hand'y Page

G-EATM

Paris

London

DHg

G-EAUH

London

Brussels

DHg

G-EAUC

London

Amsterdam

DHg

G-EATA

Brussels

London

DH4

O-16

London

Brussels

Hand'y Page

G-EATN

'London

Paris

Hand'y Page

G-EASL

London

Paris

Hand'y Page

G-EATG

Paris

London

Hand'y Page

G-EASN

Paris

London

DH4

O-g

London

Brussels

DHg

G-EAUC

Amsterdam

London

DHg

G-EAUQ

London

Brussels

DHg

G-EAUC

London

Amsterdam

DHg

G-EAUH

Brussels

London

Hand'y Page

G-EASY

London

Paris

DH4

O-18

London

Brussels *

DH9

G-EAUI

London

Brussels

Hand'y Page

G-EATN

Paris

London

DHg

G-EAUH

London

Amsterdam

August 16th! H.P.T.

H.P.T.

H.P.T.
H.P.T.
H.P.T.
H.P.T.
H.P.T.
H.P.T.
H.P.T.
H.P.T.
H.P.T.
H.P.T.
H.P.T.
H.P.T.
H.P.T.
H.P.T.
H.P.T.
H.P.T.
H.P.T.
H.P.T.
H.P.T.
H.P.T.
H.P.T.
H.P.T.
H.P.T.
H.P.T.
H.P.T.
H.P.T.
H.P.T.
H.P.T.
H.P.T.

August 17th

August 18th

August igtb

12.07

15.20

Nil

3

"•39

Left

Nil '

Nil

Am'dam
16. 58

12.20

15 48

Goods

10

14.24

Nil

Nil

15.02

17-35

Nil

2

1527

Nil

Nil

15 00

17.40

Nil

Nil

16.24

I7-I5

Nil

Nil

Nil

Nil

Nil

Nil

"•34

Gds&M

2

12.18

15-35

Goods

4

12.30

I5-58

Mail

7

14.40

Mail

Nil

16.14

Nil

Nil

17-55

Nil

Nil

10.45

12.40

Nil

Nil

12.00

15.20

Nil

9

12.00

15.20

Goods

4

12.30

16.00

Nil

9

12.30

16.00

Nil

4

"•57

14.40

Nil

Nil

14.50

Nil

Nil

14.40

16 45

Gds&M.

Nil

17.00

Nil

Nil

17-55

Nil

Nil

12 07

'515

Goods

10

12.07

Nil '

Nil

14-35

Mail

Nil

I3.20

17-25

Gds&M.

6

I6.IO

Nil

Nil

August 25, 1920

The Aeroplane

425

The New R.A.F, Uniform

R.A. P. Mess Dress.

Service Dress
Full Dress
Mess Dress

DESIGNED BY
BURBERRYS

Under instructions of the
Air Ministry, in the new
Royal Air Force Blue
Cloth. .

Burberrys are experts in Service out-
fitting and can supply the new Un forms,
perfectly tailored and correct in every
detail, as well as every item of Royal
Air Force dress and equipment AT
THE SHORTEST NOTICE.

Burberry materials, woven and proofed
by exclusive processes, are unrivalled
for their powers of excluding wet or
co'd.

Lightweight, yet strong and durable,
Barberry cloths maintain their fine
appearance after long and hard
service,

The new Uniforms can be seen
at Burberrys or particulars,
prices and patterns of the
approved cloth will be sent
Qn application.

BURBERRYS

HAY MARKET S.W.I LONDON
Boul. MaleSherbes, PARIS
and Agents all over the World

Burberrys Ltd,

ONLY THE BEST

CAN GIVE

THE BEST RESULTS

Good Workmanship and our
Superfine Aero Varnishes,
Paints and Enamels will
ensure a Perfect Finish.

KAYLOR BROTHERS aON0DN)UD S1DUGM. 8UCKi

66

55

Gallery — Stand 1 55.

MACHINE TOOL
EXHIBITION

Sept. 4th to 25th,
OLYMPIA,

for

FIRTH'S
SPEEDICUT
TOOLS.

" Speedicut " High Speed Twist
Drills shown under running con-
ditions.

" Speedicut " High Speed Reamers,
hand and machine. Also special
types for Shipbuilders, Bridge
and Boiler Work.

" Speedicut " High Speed Milling
Cutters, End Mills, Fluting Cut-
ters, T Slot, Angle, Concave and
Convex Cutters, Sprocket-Wheel
Cutters, Machine Relieved Cut-
ters, Inserted Tooth Facing
Cutters.

"Speedicut" High Speed Slitting
Saws.

Inserted Tooth Saws with " Speedi-
cut " High Speed Steel Teeth.

" Speedicut Extra Special " High
Speed Steel Former Tools, with
mild steel shanks for turning
railway tyres.

"Diehard" Long Life Hacksaws.

Best Cast Steel Files.

" Hardenbright," the paste for pro-
tecting the teeth and cutting
edges of high speed steel tools
during hardening.

Thos. Firth & Sons, Ltd.

SHEFFIELD.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

42£> The Aeroplane august 25, 1920

Date 1920

Name or Air
Line.

Type.

Markings.

Where from.

Where to.

Time
depart.

Time
arrive.

Cargo
lbs.
M=Mail.

No. of
Passen-
1 gers.

|

Pilot

1

August 20th

H.P.T.

Hand'y Page

G-EATM

London

Jraris

12.10

15.00

Goods

8

H.P.T.

Hand'y Page

G-EASL

Paris

London

12-45

16.50

Nil

9

H.P.T.

DHg

G-EATA

London

Brussels

14.40

16 30

Gds&M.

Nil

H.P.T.

DH9

G-EAUI

Brussels

London

15.20

—

Nil

Nil

H.P.T.

DHg

G-EAUC

Amsterdam

London

— .

15-50

Nil

Nil

H.P.T.

DHg

G-EAUH

Amsterdam

London

— '

16.00

Nil

Nil

H.P.T.

DHg

G-EAUN

London

Amsterdam

16 05

—

Nil

Nil

H.P.T.

Hand'y Page

G-EASY

Paris

London

17.00

20.50

Goods

4

August 2ISt

H.P.T.

Hand'y Page

G-EALX

London

Paris

12.05

r4-5°

Goods

10

H.P.T.

DH4

O-io

London

Brusse's

14.30

Nil

1

H.P.T.

Avro

G-EAHX

London

Brussels

14.40

Landed

Nil

Nil

Lympne

H.P.T.

DHg

G-EAUC

London

Brussels

15.00

i'7-55

Gds&M.

Nil

H.P.T.

Hand'y Page

G-EALX

Paris

London

17.00

21 00

Goods

3

H.P.T.

DHg

G-EAUN

Amsterdam

London

15-45

Nil

Nil

H.P.T.

DHg

G-EAUI

London

Amsterdam

16.45

Nil

Nil

H.P.T.

DHg

tj — C.A. 1 A

Brussels

London

10.05

18.00

Nil

2

August22nd

H.P.T.

DH4

5929

Brussels

London

10.25

Nil

1

H.P.T.

Hand'y Page

G-EASL

London

Paris

12 45

15-35

Nil

5

H.P.T.

Hand'y Page

G-EASZ

London

Paris

15-35

Nil

Nil

ABBREVIATIONS. — A.T. & T— Air Transport & Travel, Ltd.; M. A.— Messageries Aeriennes; I A.I,.— Instone Air Tine; C.T.— Com-
pagnie Transaericnne ; C. des G.E.A. — Cornpagnie des Grandes Expresses Aeriennes; S.N.E.T.A. — Syndicat National pour l'Etude des
Transports Aeriens; P.T-'-PeUers, Ltd.; C.AC. — Central Aircraft Company; M.W.T.C. — Marconi Wireless Telegraph Companl; H.P.T. —
Handley Page Transport, Ltd.

Where times are missing it is probably owing to Atmospherics affecting signals.

Inland Flying at Croydon.

Aug. i6th.-JSfil.

Aug. 17th. — A.T.T., D.H.9, 1 joy-ride; 2 D.H.g's, tests;
D.H.16, test.

Aug. 18th— A.T.T., D.H.i6, 1 joy-ride; D.H.16, test.

Aug. 19th. — A.T.T., Avro, Penshurst, return.

Aug. 20th. — A.T.T., D.H.q, Hendon, return; D.H.9, test;
D.H.18, test; I.A.L., Vimy, test; R.A.F. Bristol Fighter
F.4385, Kenley, return.

Aug. 21st. — A.T.T., Avro, 3 joy-ride^; I.A.L., Vimy, test.

Aug. 22nd. — T.A.L., Vimy, 3 joy-rides, D.H.4, 2 joy-rides, 1
test. The LA L. carried 32 joy-riders on the 5 flights. H.P.T.,
Ltd., H.P. to Cricklewood.

Inland Flying at Cricklewood.

Aug. 16th. — Martinsyde test, D.H.9. test.

Aug. 17th. — Sopwitri ''Snipe" from Brooklands.

Aug. 18th.— D.H.4 test-

Aug. 19th. — Two D.H.4 tests, Avro from Hendon; Avro
from Melton Mowbray; Avro to Brooklands.

Aug. 20th. — Avro from Hendon and local test.

Aug. 21st. — Two D.H.gs local test; D.H.9 from Lympne.

The London Terminal Aerodrome.

Mile. Boland has not yet arrived. One cannot help think-
ing that either she had not intended to fly to England, or
else she exercised a woman's privilege and changed her mind
at the last moment.

One of the more competitive members of the fair sex de-
sires to be the first to knit a complete jumper during a
flight from London to Paris. One would suggest that the
"Goliath" would be an excellent machine in which to make
the attempt, because there is ample elbow room in this, and
also it allows an ample proportion of time. The lady in
question has already expressed herself delighted with the
colour and fittings of the "Goliath."

A Handley Page coming from Paris on Saturday was over-
taken by darkness and was forced to land at Eltham, appa-
rently owing to indistinct lights at Croydon, which, of course,
is not yet open for night flying. An excellent landing was
made in the dark, which is not surprising, as one believes
that the pilot was Mr. Macintosh, who has so often success-
fully performed juggling feats with Handley Pages under
difficulties in the past.- — G. d.

The Instone Air Line.

The "Vimy" came back from Paris with 15 passengers and
a large amount of freight last week. During the voyage over
on Thursday, Mr. Hudson, who has recently been presented
v/ith a cigarette case by the Marconi Wireless Telegraph Co.
for being the first mechanic to operate a wireless telephone
from commercial aircraft, spoke by wireless and "wireful"
telephone to one of the directors of the Air Line, Mr. Samuel
Instone. Mr. Instone gave him verbal instructions to "tell
Paris to wire state of coal at Marseilles."

The atmospherics (or1 what the late Mr. Basil Hallam, when
a flight commander in No. 1 Kite Balloon Section, used to
call "electrics" to the annoyance of his squadron commander)
were particularly bad on that day, so hearing was not good
and the ground telephone line was veiy weak.-

The D.H.4, name the "City of Cardiff," is now overhauled,
and went to Paris via Brussels on Monday, and the Vimy did
her usual Paris trip.

On Sunday passengers were fighting for seats in the Vimy
for joy-rides. Some of the passengers who were in the D.H.18

crash last week, crossed later on ihe Vimy, one of them re-
marking that he did not think "this little old ark would
come to any harm." — G. D.

The Air Port of Cricklewood. ,

One learns that the Cie. Messageries Aeriennes, whose
machines have hitherto used Croydon for their terminus, have
now transferred to Cricklewood. The reason for the move
is that they work in conjunction with Handley Page, Ltd.
'The fact that Cricklewood is the wrong side of London will
not really add very much to the total time of travelling, as
it takes some ten minutes or so less to reach London from
Cricklewood tbafi from Croydon.

An aeroplane will leave Cricklewood on Aug. 26 for Lucerne.
This is by arrangement with the Ad Astra Company; Pas-
sengers will be affotded an aerial view of the Swiss passes
and Alps. The single fare is £21 and return is ^37 10s. The
return flight will take place in about a week. — G. d.

Bedford.

On Monday, Aug. 16th, Mr. James Gordon Riley was killed
in an aeroplane accident near Bedford. No details are to
hand. The machine seems to have been left in the open for
some considerable time.

Mr. Riley, one believes, belonged to the By-Air Company, a
joy -riding concern who were summoned some time ago for
not being properly registered in accordance with Air Ministrv
instructions.

It should be pointed out that this is not the Mr. Riley, of
the late lamented Airco, who took the series of photographs of
London which appeared some time back in The Aeropiank.

— G. D.

Brooklands.

The words " Vickers, Ltd., Brooklands," now appear in very
large white block letters on the side of one of the erecting
shops of Messrs. Vickers' Brooklands works, facing the rail-
way for all and sundry to read, mark, and learn. This is the
most exciting occurrence that has happened at the aerodrome
for some weeks, but Martinsydes, Sopwiths, and other people
have continued their useful test flying. — J. F. S.

Cowes.

During the motor-boat races in Osborne Bay, I.O.W., "Miss
America," the winning boat, was in need of a set of plugs of a
special type. Time was short and ordinary methods of dis-
patch would have been of no use. Accordingly, on receipt of
a wire, Major Chalmers, the firm's business representative in
London, probably not an English business man owing to his
astuteness in recognising the value of airciaft, obtained the
plugs, motored to an aerodrome and vent by air to Hythe,
Southampton, where he was met by a motoi-boat and " Miss
America" was duly re-plugged.

Farnborough.

The Royal Aircraft Establishment Athletic Club held their
fourth annual sports meeting on the Factory (01 Establish-
ment?) Sports Ground on Saturday, Aug. 14th, and the meet-
ing was a most successful one, everything and everybody
going " all out " (not out of the ground). Although, unfor-
tunately, no aeroplanes competed in the races, the events were
sufficiently interesting, P. N. Baker, of Herne Hill Harriers,
doing very well in winning the 100 and 220 yards open handi-
caps in 10 1-10 sec. and 23 3-5 sec. respectively. Serjt. -Major
Mawby, R.A.F. , and Surrey A.C., was second in the 100 yards
handicap, having one yard start, while Baker received seven
yards. The R.A.E. departmental medley relay race for a

August 25, 1920

The Aeroplane

42;

cup presented by Air Commodore Brooke-I opham was won by
" E " Dept., " K 4 " being second. " R" Dept. beat " T f"
in the final of the tug-of-wai and so won the Foremen's Cup
for the fourth year in succession. "G" Dept., with a total of
23 points, won Capt. Nevill's Cup for tlie department gaining
the highest number of points at the meeting.

Mrs. Sydney Smith, wife of the superintendent, presented
the prizes, and was accorded a heart}' vote of thanks, tc which
Mi. Sydney Smith, O.B.E., replied on her behalf, saying that
he felt sure such gatherings were of great value to individuals
and to the community.

A dance was held in the evening in the main canteen of the
R.A.E.— J. K. S.

Weybridge.

The annual sports of the Lang Propeller Social Club were
held at Addlestone on Saturday, Aug. 14th, when some excel-

lent racing for prizes provided from the funds of the Club was
witnessed, and an enjoyable time was spent by a good crowd.
The prizes were distributed 'by Mrs. C. A. Laing, wife of the
works manager, Mr. C. A. I,aing. The judges consisted of
the above-mentioned lady and gentleman and Messrs. B. R.
Laing and H. Bennett.

The Cabinet Shop (this indicates part of the post-war
activities of the firm) won the tug-of-war and the relay race,
the Engineers being second in the lattei event. — j. F. s.

Woking,

Mr. R. H. Nisbet, who has been a test pilot and assistant
designer for Martinsyde, Ltd., for a considerable period, has
journeyed to Canada on business for the firm, particularly in
connection with the provision of commerial aercoplanes for
various useful purposes in that country. — J. F. s.

THE BRITISH DOMINIONS BEYOND THE SEAS.

AUSTRALIA.

Across Australia.

lieutenants Farer and Mcintosh, whose arrival in Australia
on August 2nd was recently announced, arrived at Sydney on
August .zand after a forced landing at Newcastle owing to
shortage of petrol. They are flying to Melbourne from Port
Darwin.

The Royal Mail.

As announced last week, the letters for the suite of H.R.PI.
the Prince of Wales were conveyed on August 19th from Port
Augusta to Campbelltown, 50 miles from Sydney. The machine
carrying the mail was damaged and was forced to alight at
Cootamundra, the mail being carried the remainder of the
journey by the relief machine, The mail was taken by motor-
car from Campbelltown to Sydney, and delivered aboard the
Renown the same night.

NEW ZEALAND.
An Air Board in New Zealand.

The New Zealand correspondent of The Aeroplane writes
from Wellington, N.Z., on June 24th

The appointment has just been announced by the Cabinet
•of an Air Board for New Zealand. The Board consists of the
following members :—

President, Major-General Sir E- W. Chaytor, K.C.M.G.,
K.C.V.O., C.B., A.D.C.

Members : Brigs dier-General G. S. Richardson, C.B.,
C.M.G., C.B.E.; Commander G. A. Williams, C.E.E., R.N. ;
and representatives of the following Departments : Land and
Survey— Mr. T. N. Brodrick ; Public Works— Mr. R. W.
Holmes, I.S.O., Mr. F. Furkert; Post Office— Mr. A T. Mark-
man and Mr. G. M'Namara.

Secretary, Lieutenant-Colonel J. L. Sleeman, C.B.E.,
M.V.O., I.'G.S.

The duties of the Board will be as follows : —

(1) To consider all questions of aviation in the Dominion,
and to advise the Minister responsible.

(2) To consider and report upon all aviation proposals sub-
mitted to the Government.

(3) The consideration of all air service questions, commer-
cial, military and naval, in connection with New Zealand.

(4) The maintenance of touch with the Air Ministry in
England.

(5) The study of aviation activities thioughout the world in
order to keep pace with modern developments.

Power is given the Board to call in experts on aviation to

give evidence when necessarv, and to obtain expert advice
from the Air Ministry in England.

A glance at the constitution and duties of the Board reveals
the fact that the Board will chiefly be concerned with the
development of commercial aviation, military and naval avia-
tion being only a secondary consideration. Five of the nine
members of the Board are members of civil departments of
the State, and their departments are the ones most principally
interested in the development of aviation in the Dominion.
The representatives from rhe Lands and Survey and Public
Works Departments will be largely concerned with the selec-
tion and setting aside of suitable sites for future aerodromes
and aviation grounds throughout the Dominion, while the
Postal Department will chiefly be concerned with the develop-
ment of aerial mail services. Of course, the military and
naval aspect will receive consideration, but it is unlikely that
any large scheme will be embarked upon. The reason for this
is, of course, the lack of funds. With the heavy financial
burdens facing the country it is not thought wise by the
Government to go in for any big and naturally costly aerial
undertakings.

A great deal of comment has been made on the fad that no
aviator is included in the constitution of the Board. The
president, Major-General Chaytor, and Brigadier-General
Richardson both saw service during the Great War, but
neither of them are experts, or anything like experts, in
aviation. Brigadier-General Richardson is the General Officer-
in-Charge of the Administration of the N.Z. Military Forces,
while Colonel Sleeman, the secretary of the Bo^rd, is the
Director of Military Training. Commander Williams is the
Naval Adviser to the New Zealand Government. On the
civilian side of the Board, Mr. A. T. Markman is the First
Assistant Secretary to the Post Office, and Mr. M'Namara the
Second Assistant Secretary; Mr. Holmes is the Chief Engineer
in the Public Works Department, and Mr. F. Furkert the
Deputy Chief Engineer.

Referring to the absence of an aviator on- the Board, the
Government states that it is considered that aviation in New
Zealand must be developed mainly, if not wholly, along
civilian lines, and the Board must therefore frame its policy
in accordance with the civilian and not the expert aspect.
When expert advice is needed experts will be called in or the
Air Ministry in England approached. In fact, the Board is
for " aviation planning " purposes, and in this respect is not
to spend more money than is absolutely necessaty — h. b.

FOREIGN INTELLIGENCE.

SWITZERLAND.

The Swiss Federal Authorities and Air Lines.

The first* Franco-Swiss Air Line, that between Paris and
Geneva, has ceased to exist. During the last week of July
the service was temporarily suspended while Durafour, one
of the earliest Swiss pilots, who was the founder of the line,
made his last negotiations with the Federal "Office Aerien."
But the last rules of this Office, rules bearing in particular
on the security of passengers, do not accord with the cor-
responding French rules. One does not ignore the fact that
the Societe Aero-Transport, which is running this line, re-
ceives front the French Government a subsidy permitting it
to exist, although at the actual moment its expenses exceed
its receipts. If this subsidy is suppressed the Societe must
cease to exist, and if the Directorate of the Societe obeys the
Swiss regulations it comes into conflict with the French
regulations and cannot receive the subsidy.

Consequently Durafour has written to the Federal Office
Aerien a letter which contains in principle the following
points :— "One might believe that the Federal Office Aerien
had been created to aid aerial traffic and those who practise
aviation. Instead of doing so it issues regulations such that

it is impossible for us to fulfil them and to continue running
the Paris-Geneva line."

"I am," says he, "the oldest Swiss pilot. My school was
founded at my own expense, and when war broke on' I was
one of the few Swiss pilots existent. I have given myself
entirely to my country. I have created, with my French
friend Minier, the first and only Air Line from Switzerland
abroad, and we had a project to establish a Lyons-Geneva
Air Line. After all this I had a right to hope for a little
recognition from my country. But no! For on a question of
detail I am forbidden to continue my work."

The Federal Office Aerien has also given explanations on
its own side. Meantime one believes that one might have
a little more reasonableness in the rules of the Office Aerien
so as not to frighten away those who have aviation at heart.
Undoubtedly the regulation of aviation is necessary, but one
should not hinder those who wish to make aviation progress
from following their work, above all when, as in the case
of M. Durafour, that work is, useful for the specific aggran-
disement of the country and of aviation. It is not hindrances
but encouragements which ought to be handed out and
officialdom ought to work to reconcile the detail regulations
of France and Switzerland so that forthcoming pioneers of
Franco-Swiss Air Lines shall not meet too manv obstacles.
—X.

428

The Aeroplane

August 25, 1920

NAVAL AND MILITARY AERONAUTICS.

NAVAL,

Admiralty Appointment
The following appointment has been made : —
Aug. 17th. — I,ieut. — E. Joisce, to Vindictive, Aug. i6th.

MILITARY
The Mesopotarnian Fighting.

A War Office statement issued on August 23rd deals with
the situation in Mesopotamia. The following is extracted
therefrom : —

The Feluja-Ramadie area (west of Baghdad) is un-
settled and looting and raiding is taking place. Aero-
planes observed transport aground and burnt in the river.

Hounslow Aerodrome.

It is understood that the War Office will use the sheds at
Hounslow Aerodrome as the R.A.S.C. central repairing de-
pot for the United Kingdom. Major Organ, D.S.O., will be
in charge.

AIR FORCE.

Official Communiques.
PURCHASE OF DISCHARGE JFROM THE ROYAL AIR FORCE.
The Air Ministry announced on Aug 19th .

The following rates have been established as those which shall
be paid by airmen who are permitted to purchase their discharge from
the Royal Air I-orce :

(i) Recruits (airmen or boys) with less than three months' ser-
vice—£20

(ii) Boys and airmen entered ;^ boys, who have been or are being
trained in the Royal Air Force for a trade in Group I or for
a trade in Group II the equivalent of which in civil life would

_ have involved the serving of an apprenticeship — ,£100.

(iii) Boys, and airmen entered as boys, who have been trained or
are being trained in the Royttl Air Force in a trade in Group
II the equivalent of which in civil life would not have in-
volved an apprenticeship — £^0.

(iv) Airmen entered as semi-skilled men whose (raining was con-
tinued in the Air Force in any of the trades in tithcr Groap
I or II- £60

(v) Airmen (including boys) entered and trained in the Navy,
Armv or Air Force and subsequently placed in Group A, B,

, _ C or D of the R.A.F. Medical Service— ^60

(vi) All other airmen, and airmen serving in Class "E" of the
Royal Air Force Reserve — £35.

The trades in Group II which in civil life would involve an appren-
ticeship are shown below :

Balloon Basket Maker, Electrician, Machinist, Carpenter, Coach-
painter, Sheet-Metal Worker, Tinsmith.

The above amounts may be reduced in certain circumstances by
authority of the Air Council, provided that such reduction does not
exceed 50 per cent, of the total sum payable.

Applications by Relatives.— Applications by parents or guardians in
respect of boys should be made by letter, giving the fullest possible
particulars of the circumstances in which the application is made,
addressed to • The Secretary, Air Ministry. Kings-way, London, W.C.2.

Applications submitted by boys on their own behalf will not be
considered.

Applications by relatives of serving airmen should be made bv
letter, giving the fullest information of the circumstances in which
the application is made, addressed to the officer commanding the unit
in which the airman is serving.

Applications ey Reservists — Applications from airmen who are
serving in the Reserve should be submitted to the Officer i/c Records,
Royal Air Force, Blaudford, Dorset.

" WAKEFIELD " SCHOLARSHIPS FOR R.A.F. CADETS.
The Air Ministry announced on Aug. 19th : —

Sir Charles Wakefield has generously undertaken to provide funds
during the next three years for the award of two scholarships
annually, each of a value of .-£75 per annum, which will be tenable
at the R.A.F. Cadet College, Cranwell.

This offer, which has been made in order to assist cadets whose
parents or guardians are in reduced circumstances, have been grate-
fully accepted by the Air Council'. The Scholarships will be known
as "Wakefield Scholarships.''

One scholarship will be offered for competition each year at the
examination for admission to the College held in June and one at
that held in November. The fir^t award will be made in connection
with the examination held in November, 192c

The scholarship on each occasion will be awarded to the candidate
from amongst those considered eligible by the Air Council who passes
highest in the examination. In determining who is eligible the Air
Council will give preference to those candidates whose 1 educed cir-
cumstances are due to the late War. A King's Cadet, a Prize Cadet
or a candidate nominated by the Air Council under the Regulations
will ifot be considered eligible to hold a "Wakefield" Scholarship.

The Scholarships, which will be tenable for two years, will be
paid in advance in equal instalments at the beginning of each of
the four terms of residence.

The names of intending candidates should be forwarded to the
Secretary (S.7), Air Ministry, Kiugsway, London, W.C.2, from whom
any further information required may be obtained. Applications
should be received not later than January and May in the case of
candidates who propose sitting for the examinations held respectively
in the following June and November. Applications should be accom-
panied by a full statement (which will be treated as strictly con-
fidential) of the circumstances of the candidate's case.

In view of the imminence of the forthcoming examination in Novem-
ber, 19:1, applications to ccmpete for the Scholarship -will be accepted
on this occasion only, provided that they reach the Air Ministry not
later than Oct. zst, 1920.

Applications to compete for a Scholarship should be sent 'orward
independently of the ordinary application for admission to the examina-
tion for the purpose of entry to the Royal Air Force Cadet College.
These latter applications should continue to be addressed to the
Secretary, Civil Service Commission, Burlington Gardens, London, W.i,
and should be forwarded in the manner prescribed and_ not later
than the dates erven in th- announcement issued by the Civil Service
Commissioners in advance of each examination.

Courts- Marti a! Rules.

It was announced in the London Gazette of Aug 17th that
the Air Ministry gives 40 days' notice of the Rules of Pro-

cedure (Air Force), 1920, which will govern the administration
of Courts -Martial in the Air Force. Copies of the rules (price
5s.) can be obtained from any public body or by application
to the Secretary, Air Ministry, Km^sway, W.C.2, within to-
days.

To Save Others.

The following brief story of the death of Mr. A. Iv. Courtnev-
Dunn, Flying Officer, R.A.F., as told by one who was on the
spot, will give food for thought to those who thought that
when our war with Germany ceased all our other wars ceased
also and that the gallantry and self-sacrifice of the British
soldier was no longer needed.

"During the advance of the Derajat Column to Kaniguran,
the Force Commander ordered that the villages .">f the Shakai
W azirs should be bombed to prevent them raising a force- to
assist the Mahsuds. This was done and reported to be en-
tirely successful. On the last raid Flying Officer Coiirtney-
Dunn and his observer (Sergt. Palmer, D.F.M.) leported that
a machine gun had been firing at tbem from one of the vil-
lages, and they were accordingly sent out next day to bomb
this village again.

"On their way to Shakai the radiator of the aeroplane com-
menced to leak, and they turned to come back. The water
very quickly ran out, however, and they found that they were
obliged to land where they were. The observer asked Court-
ney-Dunn if he should pull off the bombs, but the pilot re-
plied, 'No, don't pull them off; they will only kill some of
these people who live here, and they are not hostile — and I
can put her down quite all right.'

"The machine was therefore landed on the river bed with
the bombs on. The river beds in Waziristan are of large
pebbles smoothed by the water. At this time of the year there
is not much water in the livers, and most of the beds are
nearly dry. A very good landing was made, but, unfortun-
ately, a rock struck one of the bombs as the machine was taxi-
ing, causing it to explode.

"Both pilot and observer were thrown some twenty vards
by the explosion, and the pilot was covered with burning
petrol,. They were both apparently unconscious for a short
time (possibly only a few seconds), and then Sergt. Palmer
assisted Courtney-Dunn to extinguish the flames. The exer-
tion of this caused them both to lose consciousness again, and
when the observer came to they were both being carried away
by the Mahsuds.

"As far as I could ascertain from a close interrogation of
the Mahsuds who took away the pilot, and from what was
seen by the Intelligence Agents whom I had sent out to arrange
for his return, the tribesmen treated him very carefully and
administered to his burns with such remedies as' they use
among themselves. They were told that they were to brinar
him in immediately, when they would receive the reward
promised by the Government of India for bringing in aviators
who land in their country, and that if they delayed in doing
so they would be heavily punished by bombing. They accord-
ingly brought him in, carrying him 13 miles over the hills on
a native bedstead, and he 'was admitted to Jandola Hospital
20 hours after the crash. The Mahsuds said that the journey
took a long time as they had to stop frequently to give him
water.

"I saw him in hospital that afternoon and spoke to him.
His condition was very critical — temperature 04 degrees owing
to the shock of the burns and wounds in his right knee caused
by splinters of bomb. The R.A.M.C. officer in charge of the
hospital did all he could for him, but the end came very
quietly at 1 a.m.

"We are all very deeply touched by the nobility of his
action in refusing to allow the bombs to be dropped, thus
willingly taking the risk of a forced landing witlt a full load
of bombs rather than let them fall upon villages which never
had been bombed."

IRELAND.

An Irish Raid.

It is reported • from County Waterford that an aeroplane
which landed at Garrybrittas, in the Dungarvan district, dur-
ing the week-end, was set on fire by masked and armed men.

POLAND.

Official Communique.

The following is extracted from a communique describing the recent
battle for Warsaw.

Aug. 18th.— The Commander-in-Chief records with gratitude the in-
tense and fruitful activities of the squadrons of the Third Flying
Division, commanded by Major Fatintleroy,. On the i_6th these
squadrons carried out 49 flights, which were most effective in holding
up the advance of the enemy.

RUSSIA.

Bolshevist Communique. '
Aug. 19th— Near Pultusk we brought down an enemy aeroplane. The
aviator was killed, and we captured t^vo machine-guns.

I

August 25, 1920 The Aeroplane 429-

f

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1912-1920.

AERIAL DERBY.

«

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1920. Won by F. T. GOURTENAY, Esq., on Martinsyde Biplane.

CELLON DOPE used on both Machines.

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430 The Aeroplane august 25, 1920

TfilHIIIIHll millllllllll I'm 'IMinnMF* " 1 ■MtMI"'*'^iiWBilffiMlWnPI^^ III! Mlill IIBKiBI1WiWI*MMBWBi'|WIIW

IN MEMORI AM— CLIFFORD PRODGER.

On Aug. 23rd the evening newspapers announced that on
that day three aviators had been killed in a crash from 300 ft.
at a place called Redwood, California, and that one of the
victims was Mr. Clifford Prodger, "of Bristol, England."
The assumption is that this is the same Clifford Prodger who
did such good work for British aviation during the war, though
it is not cigar why he should be described as "of Bristol,"
unless he happened to be in California on business for the
American agents of the Bristol Aeroplane Company, for while
in this country he never lived in Bristol and, to the best of
one's recollection, never tested any Brist.ols. Despite this
inaccuracy it is to be feared that the deceased aviator is in
fact our old friend and ally.

Clifford Prodger may be reckoned among the pioneers of
American aviation, for he learned to lly at Mr. George W.
Beatty's school on Long Island, New York, just after the
Chicago Meeting of 191 1 or thereabouts, 111 the days of Hoxsey
and Johnston. Before that he had been a cowboy in Texas,
a life he had adopted because the doctors insisted that he must
live in the open. Anything less like a cowboy than the dapper,
-almost dandified, man of the world whom we knew as Clifford
Prodger it would be hard to imagine.

He came to England in 1915 when his old friend Beatty
was running his very successful school at Hendon, and many
of our best pilots of to-day owe their training to George Beatty
and Clifford Prodger. It is recognised as an axiom that the
man who can fly a Wright can fly anything, and it was natural
therefore that Clifford Prodger should become a test .pilot.
After doing some testing on his own account he joined Mr.
Bernard Isaac and formed the famous Prodger-Isaac combina-
tion, the first firm ever formed for the specific purpose of
testing new types of aeroplanes, putting standard machines
through their Government acceptance tests, and so forth.
Mr. Prodger and Mr. Laukester Parker did the flying and
Mr. Isaac made all the business arrangements, -allocated the
work so as to save unnecessary travelling and delay, and
generally did all the organising, with his usual ability.

The result of this'-arrangement was eminently satisfactory,
■especially to the firms whose experimental tests were done by
Mr. Prodger, for as a test pilot he was rather in the class

of the: late Peter I,egh, in that he could fly a, new tvpe of
machine and afterwards tell the designer not merely that it
was wrong, but what was wrong and why it was wrong. There
are many good machines to-day which owe their goodness to
Clifford Prodger's faculty for discovering and curing aero-
dynamic and mechanical defects.

He came into the public eye chiefly as the pilot of the
Han die j' Page biplanes, firstly when he took up 20 passengers
on a twin-engined machine, and later when he took up forty
on a four-enghied machine. The feats of piloting these
machines, however, were of no account when compared with
the work which he did in causing machine; to be capable of
performing great feats. Anyone can fly a machine, but it takes
a good man to get it properly into tune. When once he be-
came known to the daily news-sheets his name frequently
appeared therein as having made very' long non-stop flights,
as, for example, Belfast to Rendoti, and Glasgow to Folke-
stone ; but his best work was not the mere muscular work of
long flights, it was the brain-work which he did in making
bad machines into good, or good machines into better.

Particularly he was of great value in testing machines built
by sub-contractors. Many of these were typically British,
s.elf -satisfied, self-complacent engineering or motor-making
firms, who were quite convinced that none of these mere
slick-and-wire aeroplane designers could teach them anything
about engineering. And when their first attempts to build
aeroplanes came out hundreds of pounds heavier than specifi-
cation, or when the clumsy workmanship of the ham-fisted
motor mechanic displayed itself, a few incisive words from
Clifford Prodger in the picturesque idiom of the West, which
he could use really well when he liked, did more to improve
the next attempts of the sub-contractors than any amount of
official paper could have done.

Personally Clifford Prodger was a bright, cheery little soul,
whom it was always a pleasure to meet. He had most of the
charming manners of the well-educated American, but he
had a natural manner as well which won for him genuine
esteem. He was in fact one of the best of the many good
Americans who came over here during the war and who seem
to have become so scarce since the war ended. — C. G. G.

AIRCRAFT IN PARLIAMENT

HOUSE OF COMMONS.
Aug. 16th. — The following oral answer was given : —

GERMANY (DISARMAMENT).
The PRIME MINISTER, in reply lo Lt.-Col. Sir F. Hall, who asked
the number of aircraft, heavy guns and small-arms surrendered by
Germany since the Spa Conference, said : As the answer consists
mainly of statistics, I shall, with my hon. and gallant friend's per-
mission, circulate it in the Official Report.

* s *

The following is extracted from the answer referred to : —

With regard to aircraft, the latest figures, i.e , up to July 31st, are
as follows : Number of aeroplanes and seaplanes surrendered, 128;
number of aeroplanes and seaplanes destroyed, .S13; number of airships
surrendered, 1; number of airships destroyed, 1.

Sir F. HAI.lv : Have any of these aircraft been handed over to this
or any of the Allied countries since the Spa Conference ?

The PRIME MINISTER : I think so. As. a matter of fact, consider-
able progress has been made in that matter since the Spa Conference.

Sir F. HAUL, . Will the right hon. gentleman s reply contain the
figures ? It is of the utmost importance to have them.

The PRIME MINISTER : I think so.

Colonel WEDGWOOD : Have any of them been handed over to
Poland ?

R.A.F. APPOINTMENTS. (FROM
"THE LONDON GAZETTE.")

Air Ministry, Aug. 17th.

ROYAL AIR FORCE- — Short Service Commissions.— Flying Officer
W. Chapman (T.) resigns his short service commn., and is granted
rank of Capt., Aug 18th.

Flying Branch.— Pilot Officer W. U. Ingram relinquishes his commn.,
March 3rd

Administrative Branch.— Flying Officer (aetg. Flight Lt.) G. Roberts
relinquishes the aetg. rank of Flight Ft. on ceasing to be empld. as
Flight Ft., June 2nd

Technical Branch.— Capt. E. Ball is placed on the retd. list, Aug. 18th.

Memorandum — Wing Coindr. J. St. J. Murph? (Surg. Comdr., R.N.),
having retired from the R.N. and 'relinquished his R.A.F. commn., is
granted permission to retain the rank of I,t -Col , July 1st.

Air Ministry, Aug. 20th

ROYAL,. AIR FORCE. — Short Service Commissions — Flying Officer
S G. Frogley, D.S.O , D.F.C. (A.), relinquishes his short service commn.
on acct. of ill-health contracted in the Service and is granted the rank
of Flight Ft., June 24th (substituted for notification in the Gazette of
July 13th).

Technic*:, Branch.— Lt. F. Ederett is placed on the retired list
Aug. 21st.

PERSONAL NOTICES.

[Ex-officers and men of the Royal Air Force are invited to send
notices for the, Personal Columns of THg Aeroplane. There is no
charge for the insertion of these notices, as it is considered that they

are very interesting items of news and tend to keep past and present
members of the Flying Services in touch with one another. The Editor
will also be glad to publish free of charge applications for work from
demobilised officers and men who have found difficulty in obtaining
employment. It is hoped that none who are not in urgent need of
work will avail themselves of this offer.]

Deaths.

BUCHANAN. — Capt. E. Fawrie Buchanan (late R.A.F.) , Assistant
Irrigation Officer, who was killed in action on August 15th, at Shah-
raban, Mesopotamia, was the only son of the late J. B. Buchanan,
A.M.I.C.E , Chief Engineer of Hyderabad Decean, India, and Mrs.
E. F. Buchanan, of 32, Elsworthy road, N W., and 38, Percy Avenue,
Kingsgate. He was 27 vears of age.

CO WEFF.— Captain Sydney Cowell, stated to be an ex-R.A.F. officer
attached to the Air Ministry, was drowned on August 22nd in the
Thames off Eton College bathing place through his punt-pole break-
ing. Owing to wounds Captain Cowell was unable to swim very
much. He was 23 years of age.

PINDER.— Capt. J. W. Pinder, D.F C, British Army, was killed on
August 16th, while flying from Rio de Janeiro to Buenos Ayres.
Engagement.

GROVES— STEEN. — A marriage has been arranged, and will shortly
take place, between Group Capt. P. R. C. Groves, C.B., C.M.G., D.S.O,,
R.A.F., eldest son of Mr. J. Groves, late P.W.D., India, and Mrs. Groves,
and Suzanne, daughter of Mr. T. B> Steen and Mrs. Steen, of Chris-
tiania and 107, Rue de la Forcpe, Paris.

Marriage.

BROOME— FERMJTTE-— At Great Horkesley, Colchester, on Aug.
17th, Capt. Frank Broome, D.F.C, A.F.C., was married to Miss Nancy
Lermitte, daughter of the late Colonel Lermitte, secretary of the Essex
and Suffolk Foxhounds. Capt. S. Cockerell, A.F.C , .was best man and
Dr. Chalmers Mitchell was also present.

Births.

CFARK-HALF-— On Aug. 16th, at Ferry Barns, North Queensferry,
to Group Capt. and Mrs. R. ' Clark-Hall — a son.

WEIR- — On August 22nd, at 39, Malvern Road, Weston-super-Mare,
the wife of Flight-Fieut. A. G. Weir, R.A.F. — a son.

COMING EVENTS.

AUGUST

25th, Wed., 26th, Thurs.— R.A.F. v. Army Cricket Match at the Oval.
, SEPTEMBER

1st, Wed. — British Government Competition, Amphibian Competition

at Felixstowe.

8th, Thurs., 9th, Friday, 10th, Sat.— Federation Aeronautique Interna-
tionale Conference, Geneva.
18th, Sun, 19th, Mon. — Schnieder Cup Race at Venice.
27th, Mon.— Gordon Bennett Cup Meeting at Etanpes begins.
28th, Tues.— Gordon Bennett Cup Race at Etampes.
Fast week.— Fatvian Trade Fair, Rig.i, opens.

OCTOBER.

2nd, Sat.— Gordon Bennett Cup Meeting at Etampes closes
23rd, Sat.— Gordon Bennett Balloon Race at Indianapolis.
2ird, Sat.— International Aero Exhibition, Prague, opens.

NOVEMBER.
First week.— Fatvian Trade Fair, Riga, closes
2nd, Tues.— International Aero Exhibition, Prague, closes.

August 25, 1920

The Aeroplane

431

INDEX TO ADVERTISERS

& 419

429
397

Accles & Pollock, Ltd. Front Cover &

Back Cover

Aircraft Improvements Co. .

Air Navigation Co., Ltd. . . 431
Armstrong- Siddeley Motors, Ltd. 397
Arrol-Johnston, Ltd. . Front Cover
Auster, Ltd. . . Front Cover

Austin Motor Co., Ltd. . .

Automatic Telegraph Co. . .

Aviation Insurance Assoc. . .

Inside Front Cover
Beardmore Aero Eng., Ltd., The
Front Cover
Beardmore, Wm., & Co., Ltd
Benton & Stone .
Blackburn Aero & Motor Co., Ltd
Boulton & Paul, Ltd. .
Bowden Brake Co., Ltd., The
Bray, Gibb & Co., Ltd. .
Bristol Aeroplane Co., Ltd.
British Aerial Transport Co

Limited
British Cellulose Co., Ltd.
British Emaillite Co., Ltd., The

Front Cover
British Lighting & Ignition Co.,

Ltd

British Piston Ring Co., Ltd.
British Thomson- Houston Co.

Ltd., The.
Brown Brothers, Ltd. .
Bruntons
Burberrys, Ltd. .
Calthrop, E. R., Aerial Pat., Ltd
Cellon, Ltd.
Central Aircraft Co. .
Clegg Metal Engraving Co., Ltd
Coan, R. W. ...
Cradock, Geo., & Co., Ltd.

Davis Furnace Co., The
Dudbridge Ironworks, The

425

429

429
43i

Eastbourne Aviation Co., Ltd. —
Ebora Propeller Co. .
Fairey Aviation Co., Ltd., The
Fiat Motors
Firth, Thos., & Son, Ltd. . . 425
Fluxite

Frood, Herbert, Co., Ltd. .
Gas Accumulator Co. (U.K.), Ltd
General Accident, Fire and Life

Assurance Corp., Ltd. .
General Aeronautical Co., Ltd
Gosport Aircraft Co. .
Grahame-White Co., Ltd. . . 429
Green Engine Co., Ltd.
Greening & Sons, Ltd. .

Gwynne's, Ltd 411

Hancock, James Lyne, Ltd
Handley Page, Ltd. , / . . 422
Hobson, H. M„ Ltd. .
Holmes, C. H. .
Hope, H., & Sons
Hoyt Metal Co., Ltd. .
Imperial Light, Ltd. .
Instone Air Line
Johnson & Phillips, Ltd.
Kent, George, Ltd.
Lang Propeller Ltd. .
LepAerial Travel Bureau .
London Die Casting Foundry

Ltd

Marconi Wireless Telegraph Co

Ltd. . .
Martinsyde, Ltd. . . . 409
Mather & Co.
McGregor, Gow & Holland, Ltd. 431
MacLennan, John, & Co
Mendine Co. .... 429
Metal Airscrew Co., Ltd
Mills, Wm., Ltd.
Napier, D. & Son, Ltd. . . 406
Naylor Bros., Ltd. . . . 425
New Pegamoid, Ltd. . . . 429

Cover

431
Cover

398

Nieuport & General Aircraft Co

Limited . . Inside Back
Northern Engineers' Supply Co
Oddy, W., & Co. Inside Back
Palmer Tyre, Ltd.
Petters, Ltd.

Pettett

Pinchin, Johnson, & Co., Ltd

Inside Back Cover
Robinhood Eng. Works, Ltd.
Roe, A. V., & Co., Ltd.
Rolls-Royce, Ltd. . ,
Rubery, Owen & Co. .
Sagar, J., &Co., Ltd. .
Sankey, J. H., & Son., Ltd.
Saunders, Ltd. .
Serck Radiators, Ltd.
"Shell" Marketing Co.Inside FrontCover
Short Bros., Ltd. . Back Cover

Smith, S., & Sons . . .

Society of British Aircraft Con-
structors

Sopwith Aviation Co., Ltd.
Standard Piston Ring & Engineer-
ing Co., Ltd

Sunbeam Motor Car Co., Ltd. .

Supermarine Aviation Works, Ltd

Tampier, Rene ....

Terry, H., & Sons, Ltd. . .

Titanine, Ltd. . Front Cover 6-421

Triplex Safety Glass Co., Ltd. .

Vacuum Oil Co., Ltd. . .

Vandervell, C. A. & Co., Ltd. 1 .

Vickers, Ltd 415

Wakefield, C. C, & Co., Ltd.

Front Cover

Walton Motors, Ltd. . . . 413
Westland Aircraft Works . . 417
Wheeler, T.
Wireless Press, The
Yorkshire Steel Co. Ltd.

403

. . FOR . .

SPARES & TOOLS

Engine and Aero, Rolls-Royce,
HIspano, Le Rhone, R,A.F.,
Renault, Clerget, etc., etc.,

Write or Wite—

Northern Engineers Supply Co.,

Proprietor : Major F. G. Brown, late R.A.F. (Stores).

John Street - - SHEFFIELD.

Telegrams: "Nescaero, Sheffield." Telephone: Central 442.

SHIPMENT OF
Aeroplanes, Accessories, etc.

For Rates of Freight and Insurance to all parts of the
World, Sailing Dates, Etc.,

Telephone or write to ; —

McGregor, gow & Holland, Ltd.,

1 & 4, FENCHURCH AVENUE, E.C.3.

Telephone ... 5304 Avenue.

Loading "Brokers and Agents for the principal
Steamship Lines.

COmNS

ORIGINAL ALUMINIUM
NUMBERPLATES

LA- 99

FOUNDRY

2i9.Goswell Road. E Ci.

Pborra: Central 4879 City 3846.

The Air Navigation Oo., Ltd.

BLERIOT & SPAD,

ADDLESTONE (SURREY).

Contractors to War Offioo amtt
Admiralty m

Flying Ground— Brooklanda Aarodpoma,
NORBERT CHEREAU, Managing DlMetar. „
Talagrams— Bleriot, Weybridge. Telephana— S5» Weybridjao

mmmmmmwB^ammawmawmwmmmmmmsmmsm

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

432

The

Aeroplane

August 25, 1920

MISCELLANEOUS ADVERTISEMENTS.

SPECIAL PREPAID RATE : 18 words 21- : Situations Wanted ONLY. 18 words 1/- ; Id. per word alter TRADE ADVERTISEMENTS,
in these columns, 3 lines hi- ; i'-per line after. Public Announcements, Legal Notices, Auctions, Contracts, etc., 2/- per line.
For the convenience of Advertisers, replies can be received at the offices of " THE AEROPLANE," 61, Carey St., London, W.C.2,

PATENTS.

PAGE, WHITE and VAUGHAN (late Page and
Rowlingson), Chartered Patent Agents (Consult-
ing Engineer, Mr. S. E. Page, A.M.Inst.C.E-), 27,
Chancery Lane, London, W.C. Tel., 333 Central.

HENRY SKERRETT (H. N. Skerrett, A.I.A.E.,
A.I.Mech.E-, Associate I.E.E., Fellow of the
Chartered Institute of Patent Agents), Patents,
Designs and Trade Marks. — 24, Temple Row,
Birmingham.

ADVICE WITH HANDBOOK FREE. — B. T.
King, A.I.M E-; Registered Patent Agent, 165,
Queen Victoria Street, London.

STANLEY, POPPLEWELL AND CO, Patent
Agents and Consulting Engineers. Applications
for Patents attended to in all countries. — Jessel
Chambers, 88, Chancery Lane, W.C. 2., Tele-
phone, Holborn 6393

SITUATIONS VACANT.

ROYAL AIR FORCE.

RECRUITS WANTED.

SKILLED TRADESMEN. Pay, 3s to 5s. 6d. per
day for 7 days a week on joining, rising to 18s.
per day. Age 18 to 28 civilians, and 18 to 38
ex-Service men.

UNSKILLED RECRUITS for training as Rig-
gers, Photographers, Hydrogen Workers, and
Fabric Workers. Pay to commence, 3s. per day
for a seven-day week.
Call or write : —

INSPECTOR OF RECRUITING,
Royal Air Force,
4, Henrietta Street, Cpvent Garden, W.C.2.

WANTED, several Draughtsmen for Aircraft De-
partment, preferably with previous experimental
aircraft experience. — Apply, stating age, previous
experience and salary required, to George Parnall
and Co., Coliseum, Park Row, Bristol.

SITUATION WANTED.

PILOT INSTRUCTOR, Gosport Ai, licensed
Ground Engineer, for past 12 months in charge
Swiss flying school, desires situation flying or
ground (not joy-riding) ; 2| years' shop prac-
tice (steel works). Speaks French and German;
familiar foreign commercial correspondence. — Eric
Bradley, 15, Lyttelton Road, EdgbastOn, Birming-
ham.

AIRCRAFT PARTS.

HARDWOOD FOR AEROPLANES.— Specially
Selected air-dried timber as supplied to leading
constructors in Britain and the Continent. Silver
Spruce, Ash, Poplar; Hickory and Ash Skids;
Three-ply; Thin Cedar and Mahogany for Floats;
Walnut for Propellers. — William Mallinson and
Sons, Ltd., Hackney Road. 'Phone, 3845 Central,
1770 Wall.

MISCELLANEOUS.

Accurate Paintings of Aircraft and Aviation
Subjects. Any Machine or Incident to
order.

Ashby, 68. Essendine Mansions, Maida
Vale. W.9.

REPAIR WORK SPECIALISTS. — Skilled Riggers
and Mechanics sent to any part of the British
Isles to effect repairs. Alt types of machines. War
machines reconstructed for Civil Aviation. Esti-
mates on application. — Central Aircraft Co., 179,
High Road, Kilburn, London.

MODELS.

First-Class Model, Petrol-motors and Castings,
unique ; interesting. List 3d — Madison Motoric*,
Littleover, Derby.

FOR SALE.

SUNBEAM, 150-h.p. 8-cylinder, and 225-h.p. 13-
cylinder Aero Engines. Guaranteed as new, for
sale. — Apply, The Cambridge Automobile and En-
gineering Co., Ltd., 21, Hobson Street, Cambridge.

TRANSFERS— Firms requiring Transfers should
write to the makers. — A. Bird and Co., Latimer
Street, Birmingham.

FOR IMMEDIATE DISPOSAL, over 20 complete
Aeroplanes, also large quantities of Aircraft
parts, including A.G.S Swage Rods, etc. — Full
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ON THE AMPHIBIAN COMPETITION.

VOL. XIX.
No. 9.

By the time these notes appear the Aeroplane vSeetion
of the Air Ministry Competition at Martlesham will have
ended and the Amphibian Section will have begun.
According to the rules the competing amphibian ma-
chines were to be delivered on Sept. ist. One fears that
there will be several absentees, for inquiries among the
competitors by kindly officials extracted the information
that some wanted the competition postponed to a later
date, and that only one really insisted that as his ma-
chine was ready he was going to start doing the tests
on Sept. ist as per regulations.

It is a most curious fact that whether it is a question
of a show, or a competition or a race — either for auto-
mobiles or aeroplanes — there is always somebody who
is not ready in time and either rushes his vehicle through
at the last moment or actually builds it on the scene
of the contest. One is convinced that if the Amphibian
Competition were postponed till September, 192 1, or
September, 1931, there would still be a certain number
of aircraft firms in favour of a postponement. All of
which shows that success does not depend on good work
alone, but on doing that work in time and at the right
time.

What the Amphibians Have To Do.

So far as the shore-going tests of the amphibians are
concerned they are in kind precisely similar to those
of the land aeroplanes. That is to say they include the
High and Low Speed Tests, the Self -Controlled Flight,
the Reliability and Economy (W/G) Test, and the Alight-
ing and Getting-Off Tests.

For example, the Self-Controlled Flight will be a three-
minute trial at 5,000 feet. (If the machine can get there,
bien entendu). And "an official observer, a stop watch,
and a recording barograph will be carried." An irre-
verent aviator suggests that the barograph is to measure
to what amount the pilot (or rather lack of pilot) "puts
the wind up the observer" during those horrible three
minutes and the stop watch is for the purpose of measur-
ing the observer's pulse.

Incidentally it is quite a pity that some of the high-
browed medicine-men of the R.A.F. did not take an
intelligent interest in the whole Competition. They
might have obtained some very interesting results from
tests of pilots and passengers, as for example the degree
of fatigue in different pilots after the seven hours' re-
liability test, and the amount of nerve-jumpiness in ob-
servers after enduring the self-control led flight, and the
state of mind of "joy-ride" passengers in the big ma-
chines when two rival pilots (also joy-riding) started
rushing round the cabin with fire-extinguishers looking
for an entirely imaginary fire — as they did on one ma-
chine. How the late Louis Stamm would have enjoyed
the opportunity.

Differences in Land Tests.

The chief differences between the tests for land aero-
planes and amphibians are as follows.

(a) The Reliability and Economy (W/G) Tests will be
flown at a height between 2,000 feet maximum and 1,000
feet minimum instead of between 4,000 feet and 3,000
feet.

(b) Instead of a "Landing Glide," with the engine
switched off and the pilot in control to put the machine
on the ground without re-starting the engine, the am-
phibians will do a "Self-Controlled Glide," in which the
engine will be throttled down or switched off at 5,000
feet and the pilot will leave the machine to control it-
self, taking his feet off the rudder-bar and his hands off
the wheel or stick. But instead of landing the pilot
will resume control "at any height below 4,000 feet."
That is of course unless the machine is by then in a
flat spin and "self-determines" itself.

(c) In the alighting tests the amphibians will come in
over the balloons (commonly known as "Mutt and Jeff")
tethered at a height of 25 feet, instead of at 50 feet as for
the land machines.

(d) In the get-off test the machines will be allowed a
run of 400 yards, instead of only 175 yards as for the
laud machines.

The Sea-Going Tests.

The sea-going tests of the Amphibians will take place
at Felixstowe and are rather interesting. They include :

(a) Alighting and Getting-Off Tests, in which the
machines will start from a buoy and pass as high as
possible between two mark-boats 75 yards apart and 600
yards from the starting buoy. After which the machines
will alight on Maitlesham Heath. The get-off height
on passing the mark-boats will be measured photo-
graphically. One is curious to see what the technical
people will substitute for the fabric fence used on land
to measure the height.

(b) A Taxi-ing Test, which ought to provide some en-
tertainment.

(c) A Figure-of-Eight Taxi-ing Test, which ought to
be still more entertaining.

(d) An Anchoring and Mooring lest, which sounds
dull, but may be amusing, as anyone will realise who
has seen a landsman's endeavour to tie-up a boat. The
personnel of Felixstowe Air Station may think this
the best of all tests.

. (c) A Mooring-Out (Fair Weather) Test, which sounds
still duller, as it merely means leaving the machine un-
attended and tethered to a buoy. Watching it would
be even less exciting than the occupation of the Lanca-
shire Bank-holiday-maker 011 Seacombe pier who sat
watching the dredger working in the Mersey and swore
that he would not come in to his tea till he had seen
"the last o' them domned boockets eoom oop."

(/) A Mooring-Out (Moderate Weather) Test, which
might provide some amusement, especially if the Judges
Committee relied on the barometer to say what was
"moderate" and the weather, more suo, showed its con-
tempt for the barometer in the customary manner. ,

436

The Aeroplane

September i, 1920

(g) A Getting-Off and Alighting (Rough Water) Test.
This should be the best of all the tests, but one is al-
most prepared to bet that there will be no "rough water"
luring the period of the Competition, September is al-
fliost always a fine month, and the equinoctial gales
generally arrive early in October. Moreover, as the Com-
petition demands rough weather it is practically certain
not to get it.

To Defeat the Weather,

Therefore it may be necessary to make artificial rough
water. This might be done by anchoring or mooring
all the competing machines, except the one to be tested,
in line abreast, starting all their engines, dh'ecting all
the slip-streams of all their airscrews on to one space
of water, and sending a couple of destroyers at top
speed across this wind-swept space to"raise a lop. The
machine to be tested would be required to get off this
rough patch within 30 seconds of the passing of the
destroyer. The line of anchored machines would serve
in place of the jumping-off screen used at Martlesham,
and the height of the machine under test could be
measured photographically as it passed over them.

The Air Ministry would supply petrol and oil and
would insure personnel and material of all machines con-
cerned. But if the competitors objected to being jumped
over, then there are plenty of very good seaplanes and
flying boats at the Felixstowe Air Station which could
be used for the same purpose.

Of course the method suggested might prove expen-
sive, for if there were a smash it wTould be a really good
one. But the method would be quite in accord with the
generous traditions of the Navy in such matters. It is
quite time some sort of a Naval flavour was given ,to
the Competition, for hitherto it has been run with that
extraordinary combination of high efficiency and rigid
economy which is characteristic of the Army.

If this suggestion for defeating the weather at vast
expense is not adopted, readers may safely ascribe the
mean attitude of the Air Ministry to the parsimonious
influence of the War Office,, owing to Mr. Churchill's
holding the offices of WTar Minister and Air Minister
at the same time. (Vide the Times, the Air League, and
other agitators of a few months ago.) One feels sure
that if the Handy (not to say, ham-handy) Men of the
British Navy were let loose on the pre blem they would
abolish it (and the competing machines) in a very few
minutes. [Note. — When in doubt always blame the
soldier.]

The Last Test.

(h) Finally there is a Towing Test. "Machines will
be towed" (at a rate of knots, presumably) "by a motor-
boat supplied by the Judges Committee'. Competitors
may provide their own towing tackle." This ought to
be the last straw which breaks the back of the camel
(not the Sop with variety), but one fears that the motor
boat will be manned by R.A.F. personnel and will be too
well handled to make the test as valuable as it might
be.

To be a proper test this should be made with Navy
picket-boats manned by R.N. ratings from Harwich
armed with one boat-hook and one heaving line per
man. Then the constructor would be able to demonstrate
whether his wings were proof against boat-hooks :
whether his floats or hull were strong enough to resist
puncture by boat-hook spikes and ramming by the bows
of boats ; whether his pilot could by purely verbal means
protect his machine against being rammed, spiked and
torn to pieces and himself against being lassoed, pulled
out of his machine and keel-hauled by enthusiastic line-
throwers ; and whether the machine would tow equally
well when attached to the picket-boat (1) by a line to

an aileron hinge, (2) by a boat-hook stuck in an airscrew
blade, (3) by a grappling hook dropped haphazard onto
the tail-plane.

It would seem that the Judges Committee, which has
hitherto performed its task irreproachably, is here miss-
ing an opportunity of making Civil Aviation" popular
with the Senior Service and of adding to the gaiety of
nations. After all, these tests are intended to show what
machines intended for Civil Aviation can do and endure.
And amphibian aeroplanes which navigate to or round
our coasts will certainly have to reckon with the well-
meant attentions of the Handy Man. Therefore why not
carry the scheme to its logical conclusion ?

Having thus briefly indicated the nature of the Am-
phibian Competition, let us now proceed to the further
description and a few final remarks on the land-going
machines, whose tests are now ended. Some rather in-
teresting points have arisen since last week.

THE LAND MACHINE TESTS (Continued).
The Switch-off Test.

On August 12th, the Vickers made the first attempt at a test
specially iuvented for twin-engined machines, namely, switch-
ing-oif one engine and flying straight with only the other
working. In this test the machine is supposed to fly straight
for five minutes without losing height.

Under orders from the official observer, Capt. Cockered
switched off his starboard (or right) engine, whereupon the
machine tried to spin to the right under the pull of the port
lor left; engine. The only way of keeping her straight was
to put her nose down and do a mild dive so as to get up
sufficient speed to- give her enough rudder-control to over-
come the pull of the port engine. In this way she dropped
2,000 ft. in 5 min. Which means that though one could
do a long straight glide with the starboard engine out of
action, one could not keep level.

Two days later, on the 14th, the same test was made with
the %ort engine switched off. This time the machine not
only flew straight, but climbed 500 ft. with the engine out
cf action. The reason is worth explaining.

A Matter of Slip-streams.

Both engines (Rolls-Royce "Eagles," of 375 h.p. each) run
in the same direction, namely, anti-clockwise when one stands
m front facing the tractor airscrews. That is to say, they
are right-handed engines. Now, no slip-stream from any air-
screw ever travels aft in a straight line. In this case the
slip- streams screw off to the right (when one is standing
in front of the screws). That is to say, the slip-stream from
the starboard sciew blows onto the rudders and the slip-
stream from the port sciew blows away from the rudders..

Consequently, when the starboard engine is out of action
there is no slip-stream on the rudders, and as the speed
through the air with one engine when flying level is not
high enough to give the ruddeis control by themselves against
the pull of the port engine, the machine will slew round to the
right unless it is dived to increase the air speed. But, when
the port engine is out of action the slip-stream blows direct
onto the rudders, so that by setting the rudders over to the
right it is possible to prevent the starboard engine from
pulling the machine round to the left.

If the starboard engine were a right-handed engine (id est
driving a right-handed screw) and the port engine were a
left-handed engine (driving a left handed screw), then it would
be possible to maintain height with either engine out of
action. It was originally intended that twin-engined machines
should have "opposite-hand" engines, but having to make
opposite-hand camshafts so delayed production, and stores
oihcers used to get so hopelessly mixed between "starboard
engines," "right-hand engines," "right-handed engines,"
"anti-clockwise tractor engines," "clockwise pusher engines,"
and their various opposite numbers— all of which turn on
the perfectly plain definition that "a right-handed engine is
one which turns an ungeared tractor airscrew as a right-handed
screw"— that squadrons generally received precisely the
engine which they did not want. So the Supply Department
gave it up as a bad job, and all engines became right-handed.
Hinc nice lachrymtz, Facilis est descensus, etc.

Anyhow, the Vickers put- up a very good show, and thanks
to Captain CockerelPs skill she did not fulfil the expectations
of some of the onlookers, one of whom came up before the
start for the test and remarked : "Ever seen a 'Vimy' do a
spin?" One replied that such a fearsome spectacle had not
been within one's experience, and asked, "Why this horrible
suggestion?" "Oh! Merely that Cockerell's going up to

September i, 1920

The Aeroplane

437

do the switch-off stunt," was the reply. A cheerful lot are
these pilots — but they did not see that spin.

The "Mutt and Jeff" Tests.

Perhaps the tests which caused the greatest amusement of
all were the landing tests on the early morning of August 14th.
This test is arranged on the , idea that the unfortunate or
foolish aviator is going to try to get into a field 175 yards
across and surrounded by 50-ft. trees — the same field from
which he is supposed to start in the get-off test. Even the
ingenuity of Major Barlow and his technical staff failed to
arrive at a scheme by which a pilot could be told photo-
graphically when he was over an imaginary 50-ft. tree, so
they were reduced to inventing a visible but harmless obstacle
over which the machines could scrape in their descent.

Consequently the trees were represented by a row of toy
balloons filled with gas, and anchored in pairs along the edge
of the 175-yard imaginary field. The pairs of balloons were
tethered to two light threads fixed to the ground at points
some distance apart so as to stop them from swaying in the
light puffs of early morning air. And, because they were in
pairs and looked funny, naturally the comic Nares christened
• them "Mutt and Jeff." Each pair was separated from the next
pair by a space which was just narrow enough to make it
impossible for a machine to squeeze through without touching
a balloon on one side or'' the other.

. The two first competitors to attempt the test, which was
wisely left till last of all, in view of the risk of damage, were
Captain Hamersley on the Avro triplane and Mr. Hawker on
the Sopwith "Antelope." The Avro's first attempt resulted
in her running well outside the 175-yard limit and fetching
up, after a rather bumpy landing, at a point 239 yards from
the balloon line. Which was really a very good performance
considering that she carries a biggish load and that a triplane
is not best suited by a "pancake" landing, seeing that the
bottom plane blankets the middle plane, which in turn
blankets the top plane.

Mr. Hawker's landing came very near the mark, as he
finished 187 yards from the balloon line, and so only 12 yards
outside the desired limit. In the course of one attempt he
caught one Mutt-and-Jeff under his wing, but they trickled
out behind without bursting. In that case the attempt was
not counted as, theoretically, he had touched the tree-tops.

Captain Hamersley's next effort brought him to a standstill
in 221 yards. But unfortunately the landing was more bumpy
than usual, and when the machine stopped it was seen that
one of the rear struts of the undercarriage was badly bent.
Als the machine was in the way of Mr. Hawker's next landing
it was hauled to one side, and everybody stood by to see
the Sopwith land

The Humours of Landing.

Now, the "Antelope" is fitted with brakes on her main
landing wheels, and with two small wheels in front to keep
her from pitching onto her nose. Mr. Hawker came in with
his brakes well on, landed, bumped, and then there were
three loud reports, one after the other, and it was seen that
both his main tyres and one of the small tyres had gone pop.

What had happened was that the pin which held the main
axle from revolving inside the torque-rod casting had sheared
through the casting, which was of aluminium, the axle had
twisted round, taking the brakes with it, and the Bowden
wires had held and locked the brakes solid, with the result
that the tyres had been wrenched off bodily, throwing the
machine up and sideways' onto one front wheel, from which
the tyre was also wrenched. But the machine had come
to a stop in 173 yards, the only one in the competition which
did so. Unfortunately this attempt did not count as the
machine did not land intact.

Naturally everybody crowded round, laughing, to inspect
the tyres, and while they were doing so there was a groan
and a crash, and the Avro, which had been standing all by
herself, sat down flat on the belly of her fuselage. Apparently
she was so shaken by emotion at seeing the Sopwith's adven-
ture that she shook herself off her damaged undercarriage.

Hardly had people done laughing at the Avro when an
R.A.F. pilot on a single-seater, who had nothing to do with
the Competition, and had not been trying to land over Mutt-
and-Jeff, alighted not far away and completely wrote 'off his
undercarriage also. And thus there were three machines
sitting peacefully on the aerodrome in the morning sun, two
with undercarriages utterly deleted, and one badly damaged.
Quite a good morning's work, which reminded the happy
pilots of the good old days when there was a war, and they
could smash as many machines as they liked without any silly
old owner objecting.

The same day the Vickers did her landing test and pulled
up in 308 yards, which was not by any means bad for a big
machine, which was allowed 275 yards by the rules. It is of
interest to note that Mr. Keep, who did his landing test on
the 17th, pulled up in 235 yards, or a trifle less than the Avro,
and about 50 yards more than the Sopwith. Evidently he was

not taking any chances. Having done so well in all the other
tests he could afford to lose a little on the landing.

Alleged IIl-Luck.

For the first ten days the Napier-engined Handley Page
(W.8) was immobilised through having damaged an airscrew.
She was ready with new screws on Friday the 13th, and made
her trial flight on that day — supposedly unlucky. Major
Brackley, a wonderfully fine pilot, took her off like a rocket,
and, flying light, she showed astonishing climb and speed,
though her length and span suggest that she would not
manoeuvre as handily as the short tubby Vimy. She was only
given her trial that day and was then put away to fill up
for her Reliability Test next day.

On this alleged unlucky day Mr. Hawker got off over the
screen at a height of 23 ft., which was the best on record.
And Mr. Keep did a- high speed of 117 111. p. h. on the West-
land, which was also a record. Furthermore, he did a low
speed of 46 m.p.h., which gave the record' range of speed
•between high and low. Over and above which the Bristol
did her low speed test. So it 'did not seem so unlucky, after
all.

The Handley Page Luck.

The real bad luck came next day. Major .Brackley started
for the Reliability Test in the morning, and after 25 hours'
flying came down because the trailing edge of the port upper
plane showed signs of giving way. On examination it was
found ( hat the fabric was stripping off the top of the plane,
where it could not be seen from the body of the machine.

The stripped portion was exactly in the path of the slip-
stream of the port airscrew, and was undoubtedly caused by
the beating of the slip-stream causing a vibrating suction
on the upper surface just aft of the rear spar. This rather
seems to indicate that the screws are not highly efficient, for
presumably if a screw were 100 per cent, efficient there
would lie no slip-stream at all, and the less efficient the screw
the greater the amount of slip-stream.

Apropos the Handley Page, a story is told which is worth
retelling for the quamtness of the idea. A resplendant R.A.F.
officer was standing by the machine, in beautiful field-boots
and many medal-ribbons, when a fair dame came along,
accompanied by a lap-dog, and began asking questions. Glad
to hat'e an opportunity of being useful and polite, the R.A.F.
officer explained the whole outside and most of the inside
of th'e machine to her. But while he was doing so the dog
seemed to be consumed with admiration for his field boots.

He kept on dodging round the dog till finally the lady
noticed it and remarked, kindly, "Please don't be afraid.
He won't bite you." To which the R.A.F. officer replied,
"Oh, no! madame, I'm sure he would not; but from the way
he was handling his leg I was afraid he was going to kick
me."

The Crowning Blow.

However, that has really nothing to do with the Air Ministry
Competition, so to proceed. — The accident to the wing finished
all the work for Saturday the 14th, and most people went
away for the week-end. On Monday the Handley Page crew
started to re-cover the wing, and by working very hard they
got it done at night ready to start in the morning. It was
all finished and the men were climbing down from the high
trestles on which they were working when one of them slipped
and fell bang through the lower plane, breaking two ribs.

If they had been his own ribs nobody would have minded,
but unfortunately they were the W.S's. The man himself
vanished, and according to rumour from Martlesham he has
not been seen since. Opinion locally is said to be divided
between three theories : (A) That he vanished in a cloud of
steam and small stones down the road to Ipswich and safety;
(B) That he was torn into such small pieces by his mates
that no part of him remains to be identified ; and (C) that he
is still up at the top of the tallest of Colonel Pretyman's trees,
afraid to come down for fear of being murdeied.

Be that as it may, the rest of the crew had to set to work
and labour all night to repair the lower plane. So well did
they work that all was ready in time, and so Major Brackley
was able to start for the Reliability Test. That the job was
well done is shown by the fact that later on he put up the
record speed of the Competition, namely, 11S m.p.h. Also in
the Get-off Test he cleared 74 feet with a 275 yard run. And he
pulled up in 263 yards in the Landing Test. Truly a wonderful
performance.

A Terrible Threat.

Some odds and ends of gossip have drifted Londonwards
since one left Martlesham, among them being a rumour of
an argument that very nearly meant doing all the tests
over again.

One or two firms, who thought that they might do better
than they have done, suggested that they would apply for a
revision of the Certificate of Airworthiness granted to their
machines. This, if granted, would mean that the machine
would be licensed to carry a bigger load (W.) than it actually

433

The Aeroplane

September i, 1920

carried in the tests. Which would mean an increase in the
W/G figure, assuming that die petrol consumption (G.)
remained the same. But the opponents insisted that if
W. were greater, G. would become greater also — which, one
imagines, it would, only the increase might vary in propor-
tion in each machine.

The only way of proving the argument would be to fly
through the tests again. So ultimately the threat was re-
moved. The obvious argument against a revision is that if
the firms thought their machines could carry more they
should have said so when the Certificate was granted.

Doubtful Results.

The Judges' Interim Report, giving the results on marks
awarded, will probably be published this week. Betting in
each class is at very short prices. The Westland and the
Sopwith are very close together in the Small Class, and the
Vickers and the Handley Page are very close in the Large
Class.

The Westland beats the Sopwith on performances, but there
are 35 marks out of 100 to be got for "general features,"
such as fire piotection, petrol and oil systems, simplicity of
design and accessibility of parts, field of view, comfort (in-

cluding warmth, ventilation, arrangement of controls, etc.),
freedom of entry and exit, effectiveness and lightness of con-
trols in the air, and other points. Each machine has to be
flown by an Air Ministry test pilot, and the pilot who flew
the Westland leported that she did not obey her ailerons as
well as im>ht be. This is a matter which is very easily im-
proved, but, of course, each machine has to stand or fall by
what it is at Martlesham and not by what it will be after
slight alterations. So she may lose a few marks on this
point and the Sopwith may gain a few. Anyhow, there is
a very small margin either way.

Similarly the Handley Page beats the Vickers, good as the
latter is, on performance. Pier speed and get-oft and _ W/G
figures beat anything in the Competition. But the mishaps
to her wing is bound" to count against her, and there are said
to be other points on which the Vickers scores. So they two
will come out very close together.

Sundry Matters.

The Beardmore was definitely withdrawn last week. Cap-
tain Hamersley made a short flight with her, after a new
radiator had been fitted, but, according to Maitlesham
lumour, "somebodv had mislaid the centre of gravity," chiefly

TABLE OF RESULTS TO AUGUST 31st.

Machines,
Engines and
Pilots.

Date of
Beginning Weighed.
Trials.

Examina'n.

High
and
Low Speed.

Reliability
(7 hours)

and
Economy.

Self
Controlled
Fluht.

Stopping
of one
Engine.

Landing Wind Land ng

(Glide). Test. and^
Getting Off.

♦Central Aircraft Co.
"Centaur 4."

Two i6oh.p. Beardmores.
(F. H. G. Castlemaa).

(Competing " Hors Concours"
as not complying with condi-
tions of Competition.)

H.S. 21/8/20
88.9 m.p.h.

L.S. 48.03

W

— = 9.1S
G

But at 63
m.p.h. with
360 miles'
fuel.

Lost height
Succeeded. Ie^ei
control.

21/8/20

Handley Page Ltd
'■W.8."

Two 450 h.p. Napiers.
(Major Brackley).

14/8/20

H.S. 21/8/20
118. 5 m.p.h.

L.S. 55.35
2nd trial 55.2

accepted

18/8/20

— 1= 9.3
G

Succeeded.

Maintained

height
with each
engine.

21/8/20

Get off— Failed
to clear screen.

Landing 281 yds

Get off 74'i ft;
Landing 263 yds

Vickers Ltd.
" Vimy."

Two 375 h.p. Rolls-Royce.
(Capt. Cockerell).
(Capt. Broom).

4/8/20

4/8/20

H.S. 11/8/20
102.73 m.p.h.

L.S. 11/8/20
49.63 m.p.h.

accepted

7/8/2Q
W

— >= 6.33

1 1/8/20

Starboard
12/8/20
failed
fort

14/8/20
su ceeded

1 1/8/20

Get off 12/8/20
26.45

Landing 14/8/20
308 yards.

Austin Motor Co., Ltd.
160 h.p. Beardmore.
(M. D. Nares).

4/8/20

H.S. 6/8/20
109.96 m.p.h.

L.S. 9/8/20
45.1 m p.h.

accepted.
W

— = 2-9/
G

5/8/20

5/8/20

Get off 16/8/20
13.18 ft.

Landing 244 yds

W. Beardmore & Co.,
Ltd.

160 h.p. Beardmore.
(G. Powell).

7/8/20

7/8/20

Withdrawn by the Manufacturers.

Bristol Aeroplane Co.,
Ltd.

240 h.p. Siddeley ' Puma." 3/8/20
(C F Uwins).

3/8/20

H.S. 7/8/20
108.3 m.p.h,

L.S. 13/8/20
49.07 m.p.h.

accepted
12/8/20

W

— = 2.22

16/8/20

12/8/20

Get off 16/8/20
19 27 ft.

Landing 24/8/20
313 5 yards.

Westland Aircraft H.S. 13/8/20 accepted Get off 12/8/20

Works. 117.7 m.p.h. — 12/8/20 — 22.75ft.

Limousine. 6/8/20 6/8/20 W 12/8/20 12/8/20

450 h p. Napier. L.S 13/8/20 — =■ 8.65 Landing 17/8/20

lA. S. Keep). 46.05 m.p h. G 235 yards

A V. Roe, Ltd.
Triplane

2 40 h.p. Siddeley "Puma." 3/8/20
(Capt. Hamersley).

3/8/20

H.S. 4/8/20
95.7 m.p.h.

accepted
7/8/20

L S. 12/8/20 — = 3.63
51-5 m.p.h. G

(Failed).

4/8/20

Get off 12/8/20
1. 18 ft.

Landing 14/8/20
239.1 yards.

Sopwith Aviation Co.,
Ltd.

"Ante ope."

180 h p Wolseley "Viper."
(H. G Hawker).

3/8/20

3/8/20

H.S. 6/8/20
110.35 m.p.h.

L.S. 12/8/20
43 m.p.h.

accepted

4/8/20
W

6/8/20

5/6/20

Get off 13/8/20
23 ft.

Landing 14/8/20
187 7 yards..

* The Central Aircraft Co.'s machine is flying hors concours
as she is unable to hold petrol for 450 miles in the tanks at
present fitted.

W

[Note. — The letters in column six of the table above indi-

cate a measure of the efficiency of the machine and engine
combined. \V=the weight in pounds of useful load (either
passengers or goods) carried on the Reliability Test, over and
above the pilot (and mechanics, if any) and petrol and oil for
32 hours' flying — approximately London to or from Paris
against any ordinary wind. G = the number of gallons of
petrol actually consumed in the course of the two 3^ hour

flights, or seven hours' flying in all, at a cruising speed of
80 m.p.h.
W

Thus }=r represents the weight of useful load carried by one

gallon for seven hours at 80 miles an hour. From this figure
one can arrive at anv other figures of costs desired, such as

W

ton-miles per gallon, or ton-miles per penny. Thus a -gr of 8

would indicate that one gallon would carry 8 lb. to Paris and
back in that particular machine, or 16 lb. to Paris only, at
80 m.p.h. Which would mean, at 4s. per gallon for petrol, a
cost of 3d. per lb. for fuel alone. — C G. G.]

September i, 1920

The Aeroplane

439

s

THE

OPW1

\ AVIATION &^ ENGINEERING C9 UP \

Predominant in War —

— Prominent

in

P

eace

THE ANTELOPE.

Registered Offices and Works :

KINGSTON-ON-THAMES

Telephone: Kingston 1988 (8 lines).
Telegrams: "Sopwith, Kingston."

SOPWITH AEROPLANES
embody an experience in
aircraft of all. types second to
none.

The three Sopwith Civil
Flying Machines — Antelope,
Gnu, and Dove— render, each
in its particular class, the
highest possible performance,
compatible with great strength,
durability, and wide speed
latitude.

Whatever the purpose be,
a Sopwith can do it the best.

London Offices :

65, SOUTH MOLTON ST

Telephone: Mayfalr 5803.4.5, ^ |
Telegrams 1 " Bfficonomy, Phone, London,"

Agents for Australasia: THE LARKIN-SOPWITH AVIATION CO. OP AUSTRALASIA, LTD., 18, OURNBR
STREET, ST. KILDA, MELBOURNE ; also ABERDEEN HOUSB, 94, KINO STREET, MEL-
BOURNE; and LONDON BANK CHAMBERS, Corner of PITT and MOORE STREETS, SYDNEY.

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440

The Aeroplane

September i, 1920

it was said, owing to some peculiarity in the wing section.
This can be cured without much- trouble, and one hopes to
see this very interesting specimen of metal construction flying
well ere long.

The Avro triplane refused to fly " hands and feet off," not
having been designed to be inherently stable, and so could
not fulfil the complete series of tests. This also is an easy
matter to remedy, if a purchaser wants an inherently stable
triplane, and it is not every aviator who likes a stable
machine.

The " Centaur " (Central Aircraft Co.) could not get over
the screen with a 275-yard run in the get-off test, which was
natural seeing that she had only 320-h.p. for a seven-passenger
machine. But for short-distance work with fewer passengers
she is a very nice specimen of a low-priced twin-engined
craft, as the figures on the table show.

At the moment of writing the Austin " Kestrel " had not
finished all her tests, but on performance so far as she has
gone she ought to have a close tight with the Bristol for third
place in her class.

Finally.

That is all that one can say about the Aeroplane Competition
of one's own knowledge. One has, at any rate, it is hoped,
given readers some idea of how the various tests are flown

LLOYD'S AND AVIATION.

The surest indication of the increasing stability of aviation
is the close interest taken by Lloyd's in the new science.
Shipping, comparable in its general attributes with aerial
transport, is controlled to a large degree by the action of
Lloyd's, whose registers and system of registration has done
much to reduce the risks of sea-travel. The importance of
the following communique issued by Lloyd's to the Press
will therefore be realised by all wro have the interests of
aviation at heart : —

The Committee of Lloyd's, recognising the growing import-
ance of Aviation Insurance, established some time ago a, Sub-
committee on Aviation assisted by a Technical Committee.
The membership of the committees include representatives of
the Air Transport companies, aircraft constructors, and under-
writers.

It is clear, on the one hand, that enterprise in connection
with Civil Aviation would be greatly assisted by adequate
insurance facilities ; on the other hand, these facilities cannot
be provided unless certain essential information is collected
and recorded in an available form. The establishment of a
Llo)rd's Aviation Record has therefore been approved.

The first part of the Record will be shortly issued to sub-
scribers, bearing information in respect to aircraft and pilots,
and it is intended to follow this with further information as
to technical personnel, aerodromes, alighting waters, air
routes, foreign laws, etc.

The scope of the Record will be international, and steps are
being taken to, establish Lloyd's aviation agents and sur-
veyors at home and abroad.

While those desirous of securing information afforded by
the Record will be required to subscribe to its maintenance,
it is not the intention to make it more than self-supporting.

It is the policy of the Committee in establishing Lloyd's
Aviation Record to create facilities whereby constructors of
aircraft, air transport companies, and underwriters of aviation
risks may equally benefit, and, furthermore, it is thought
that the benefits arising should tend to assist in the develop-
ment of Civil Aviation.

Every effort will continue to be made to secure in the
committees responsible for the maintenance of the Record
an adequate representation of the various aeronautical inte-
rests involved.

Pilots desirous of being enrolled on Lloyd's Aviation Record
may' apply for a form of application to the Secretary, Lloyd's,
Royal Exchange, London, E.C.3. Similarly, owners of air-
craft who may wish to ensure correct information as to their
aircraft now being placed upon the Record may procure the
necessary form from the same source. Upon return of the
form properly completed, the information contained therein
will be recorded free of charge.

I Lloyd's Sub-Committee on Aviation is now composed as
follows :— Chairman : Sidney A. Boulton (chairman of
Lloyd's) ; E. E. St. Quinrin, P. G. Mackinnon, A. L. Sturge
(Committee of Lloyd's) ; H. Barber (Aviation Insurance Asso-
ciation) ; Lieut. -Colonel C. E- C. Rabagliati (White Cross
Aviation Insurance Association) ; A. Newman (Union Insurance
Society of Canton, Ltd.) ; Lieut. -Colonel W. A. Bristow
(Ogilvie and Partners, Ltd.) ; Capt. P. D. Acland of Vickers,
Ltd., and C. V. Allen, Secretary of the S.B.A.C. (both repre-
senting the Society of British Aircraft Constructors); Maj.-
Gen. Sir W. S. Brancker (Chairman of Aerial Transport Sec-
tion, S.A.B.C.) ; Admiral Sir E. F. Inglefield (Sec. of Lloyd's) ;
Capt. H. R. Gillman (Sec, Lloyd's Aviation Record).

and of the very thorough and yet friendly way in which those
in charge of the tests do their work in relation to the com-
petitors.

The tests for the Amphibians, now in progress, are of a very
similar kind in so far as the shore-going part of the work is
concerned. Weather permitting, and assuming that the com-
petitors are read}', one hopes next week to be able to give
some. account of the amphibians on both land and water.

Meantime, those who are more interested in the purely
land-going machines will find in the table which is published
herewith the final figures obtainable until such time as the
official report is published. Even the official report can
scarcely give all the information which one would like to
have on this subject, and if one might make a suggestion
it is that the Royal Aeronautical Society and the Institute
of Aeronautical Engineers might invite some of those who
have been concerned with the Competition to read papers on
the methods in which the tests were made, on deductions
from the results, and such subjects.

The lessons learned from these tests cannot be too widely
known to all who are concerned with the progress of aviation,
whether as designers, constructors, or users. And the more
widely those lessons are taught the better will be the value
received by the British Taxpayer for the ^,04,000 allocated
as prizes for the Competition. — C. G. G.

UNAVAILING REGRETS,

As will be seen in the Official Notices of the Royal Aero
Club, published in their usual plaee in this paper, the Racing
Committee regrets "that up to the present no British entries'
have been received for the Jacques Schneider International
Seaplane Race to be held at Venice on Sept. 19th."

Somehow one is reminded of the dog of Mr. G. W. Hunter,
a famous comedian of some twenty-five years ago. Mr. Hunter
used to relate a long comic story about his dog, "a great
entomologist," and, describing other of its peculiarities, used
to say, "He goes out and eats things that disagree with him
and then conies into my room and regrets it." That seems
to be about the state of the Royal Aero Club. When it was
called upon to organise the Schneider Cup Race at Bourne-
mouth a year ago it apparently bit off more than it could
chew, and now it feels sick about the consequences.

If the race at Bournemouth had been properly organised it
would have been a gift for one or other of the British machines.
The Trophy would have remained in England. The race would
have been held here this year. And there would have been no
lack of entries. As it is the impoverished Aircraft Industry
does not feel justified in going to the expense of sending
machines all the way to Venice. Nor does it feel inclined to
spend money on building racing freaks like the Savoia and
Macchi boats, which perform wonderfully off the glassy waters
of the Adriatic, but would be perfectly unusable on a real
sea. But there is, certainly, another side to the story, which
is worth considering.

One is told that some firms offered tentatively to send
machines to Venice if the Royal Aero Club would pay the
expenses of the machines and their crews. The Club refused
to do so on the grounds that its job is to promote sport, not
to subsidise the Ail craft Industry. But, by way of a com-
promise, the Club offeied to put up three prizes for British
competitors who might complete the course.

As there would be only three British representatives this
would mean a prize for each, and one believes that the lowest
prize would have been large enough to cover transport costs,
if nothing more. In other words, any firm which had sufficient
confidence in its machine to be willing to back it to stay
the course would be sure of having its expenses paid. Un-
fortunately this offer does not seem to have been sufficiently
tempting.

There is yet another side-issue. One firm at least was will-
ing to send a machine to Venice, but in some way or another
the conditions of the competition were altered, with the con-
sent of the Royal Aero Club representatives, but without con-
sulting the firm in question. And as the altered conditions do
not suit the said firm's existing machines, and as the firm
will not build a machine to fit the altered conditions, no
machine will be sent.

And so, apparently, Great Britain will not be represented in
the great International Seaplane Race, although admittedly
we make the best seaplanes in the world.- — C. G. G.

TO PILOTS AND MECHANICS.

Pilots who are out of work will do well to consider the
proposition offered by Lieut. -Col. G. L, Pi Henderson for flying
in Sweden. He wants two pilots, as well as two Beardmore
engine mechanics and an Avro rigger, for a new mail line
in Northern Sweden The pilots must be equally well quali-
fied to fly boats, seaplanes or land machines, and must also be
well up in all the mechanical details of aerophmes and en-
gines. The pay of the pilots will be £15 weeklv and travel-
ling expenses extra. Further particulars will be found in the
advertisement columns of this issue. •

September i, 1920

Ihe Aeroplane

441

MARTIN SYDE

CRAFTSMANSHIP

^jPhe word Martinsyde has been
Jit synpnyraous with craftsmanship
from the earliest days of aviation.

Aerodrome
BROOKLA-NDS.
Telephone
1 171 BYTLEET

MARTINSYDE LTD

WOKING, ENGLAND.

Telephone : WbKing 551, 552, 553.
Telegrams: Martinsyde.WoKing.

London. Office
CARLTON HOUSE,
lln, REGENT ST,
LONDON.-W.l.
Telephone: Gerrard 4500
Telegrams : Martinsyde, Pkcy. Loridon. ;

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442

The Aeroplane

September i, 1920

Fitted with

240 h.p. SIDDELEY PUMA

THE amazing series of diffi-
culties encountered and suc-
cessfully surmounted in the
first completed England -to -
Australia flight undertaken by
Lieutenants Parer and Mcintosh
is another striking eulogy to the
excellence and durability of British
Government Aircraft.

From Hounslow to Port Darwin
— a 11,000 miles air cruise of 7
months' duration — their D.H.y
proved its staunch airworthiness.
Amongst other thrills, it went
adrift in Alpine mists, caught fire
over Rome, fell 500 feet in a
Vesuvius air-pocket and got bogged
in a Burmese jungle.

In one of the most romantic and
at the same time gruelling flights,
this D.H.g, purchased fron the
Disposals Board, safely reached its
destination. No more fitting tri-
bute than this feat can be paid to
the Government aircraft now offered
for sale at an exceptionally low
figure.

Immediate Delivery

£800

Ex Depot

The Aircraft Disposal Company Ltd.

(Managing Agents: HANDLEY PAGE LTD.)

Regent House
KINGSWAY

" Airdisco, Westcent " LONDON Regent 5621 (3 lines)

KINDLY MENTION " THE AEROPLANE) " WHEN CORRESPONDING WITH ADVERTISERS-

Supplement to The Aeroplane, September ist, 1920.

443
is

SUPPLEMENT

"THE AEROPLANE"

INCORPORATING AIRCRAFT ENGINEERING, AERODYNAMICS, AIRCRAFT FINANCE AND COMMERCIAL, AERONAUTICS
AND MATTERS PERTAINING TO THE AERONAUTICAL ENGINEER AND THE AIRCRAFT TRADER.

iiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiHiifiiiiiiiiiiiiH

THE WEEKLY

The first of a series of articles dealing with the history
of the application of wireless signalling to aircraft pur-
poses appears below. In this the author at first attempts
to indicate the nature of, the hindrances to the develop-
ment of this branch of applied science which were added
to the really serious technical difficulties by the absence
of foresight and of imagination on the part of the authori-
ties concerned.

During the late war, on the side of the Central Powers,
Germany held a position of outstanding importance in all

COMMENTARY.

branches of warfare which cannot be compared to that of
any of the Allies. This was certainly the case in aerial
warfare, and hence to many minds enemy aircraft and
German aircraft were practically synonymous.

It is therefore worth while to remember that, despite
their inferior numbers, Austrian aircraft did exist, and in
some respects showed very distinct technical merit.

For this reason the notes on Austrian aeroplanes contri-
buted to this issue by Mr. Hildesheim should be found
of considerable interest.

A HISTORY OF THE DEVELOPMENT OF AIRCRAFT WIRELESS.

I.— Pre-War Conditions and Experiments. v

Before attempting to discuss those particular technical pro-
blems which have always beeu associated with the development
of aircraft wireless, it is advisable first to consider briefly
some of the broader practical difficulties which confronted the
original investigators in this field of science. No individual
branch of engineering science is ever completely free from
certain non-technical problems which effectively impede the
efforts of the most ambitious technical workers, and the extent
to which this applies to the earlier advancement of aircraft
wireless is rarely, if ever, given due recognition. Many pre-
vious writers on this subject — whose chief common charac-
teristic would appear to be a desire to display a scientific
knowledge which they do not possess — have succeeded in
ascribing a totally disproportionate importance to the tech-
nical problems which occupied the initial stages of
investigation. %
The Absence of P'oresight.

Previous to the war, in accordance with our amazingly
myopic policy on the question of State subsidy for the en-
couragement of scientific research, no real progress had been
made in this country towards the application of the principles
of wireless telegraphy to the purposes of aviation. The de-
claration of war in August, 1914, found us still in the earliest
experimental stage of this intricate branch of science, which
ultimately proved of such vital importance to our success,
whilst the Germans had already done a good deal of serious
work and were considerably ahead of us. This deplorable
stinginess, however, was by no means the most important
factor which conduced to retard the development of aircraft
wireless.

A much more potent influence in this direction directly
emanated from the circumstance that aircraft wireless was
what may be termed an unexplored sub-science of the equally
new and unexplored parent science of aeronautics. Its pro-
gress depended essentially upon the expansion and develop-
ment of that large field of activity which it was specially
designed to serve. To a small extent, this circumstance con-
tains an analogy to the problem of evolving an efficient brake
for a new high-power engine whose exact speed has not yet
been determined by trial. In the case of aerial wireless and
aeronautics the problem was far more complex because neither
incipient science could call on any great store of useful prac-
tical data accumulated from past experience.

In addition to this fundamental difficulty of circumstance,
a gieat deal of harm was done to the cause of aircraft wireless
in the early period of its development by the prevalence of
the imbecile opinion amongst many " higher officials" that
wireless telegraphy in any shape or form was nothing more
than a humorous fetish that haunted the "unpractical" minds
of a few scientific enthusiasts. The deadly idiocy of this
attitude has, of course, been amply illustrated by the achieve-
ments of recent years ; its baneful influence still lingers, how-
ever, and it is pathetically amusing to trace its existence in
the four-a-penny theories of present-day writers on aero-
nautical subjects.

Again, there always existed the "danger element" in con*
nection with those early experiments on wireless transmitters
for aircraft. In justice to those enterprising workers who
engaged in this search for the ideal transmitter, it must be
stated that no individual regard for their own personal safety
was ever known to influence the trend of their efforts. • The
element of danger was always there, however, and other factors
had to be considered besides that of personal safety.

following the outbreak of war, circumstances demanded the
strictest economy of time, effort and material, and all sensible
precautions had to be employed. In spite of this, it is true
that the danger element was frequently exaggerated to an
inexcusable degree by ill-advised, non-technical people, who
did not hesitate to use it as a cloak to conceal the ignorant
prejudice which crippled their fair judgment.

The Fike Risk.

The main source of danger in a wireless transmitter lay
in the possibility of a fire being caused either 111 connection
with the electric spark discharge, or through the "short cir-
cuiting" of "live" wires connected to the instrument. In the
former case, the probability of such an occurrence was always
exceedingly remote, the spark-gap being enclosed and effi-
ciently insulated in a stout box or metal casing, which thus
effectively shielded the spark from the structural material of
the machine.

The latter was a more likely source of trouble, particularly in
the case of wires which ran in close proximity to the petrol
lank or any part of the machine in which petrol was likely
to be splashed in the course of filling the tank. Numerous
instances are also recorded of fires caused by fused wires
coming in contact with the celluloid containers of batteries
which were carried with certain types of transmitters.

It will be readily admitted that none of these possible causes
of fire (which will continue to exist for all time in a modified
form) can be attributed to any inherent inefficiency in the
design of the wireless apparatus. They indicate, rather, a
problem which demands the closest attention in the training
of personnel in all branches connected with practical aero-
drome work.

Some Rem, Difficulties.
Coming now to the more tangible limitations that impeded
the application of wireless principles to the needs of aviation
in the early stages of investigation, the following facts pre-
sent themselves for recognition :

(1) Although the wireless principles involved were
identical with those employed in the numerous ship and
shore wireless stations then in existence, the experiments
which led to' the design of these latter powerful instru-
ments were never influenced to any appreciable extent by
consideration of size, shape or weight.

(2) On the other hand, nothing was of such vital im-
portance in the design of aircraft wdreless instruments
than that, consistent with the needs of power and range
desired, they should be (a) as light as possible ; (b) ex-

444

(Supplement to Tiic Aeroplane.)

Aeronautical Engineering

September i, 1920

ceedingly small — in fact, of miniature dimensions — and
(c) of convenient shape (to a minor degree).

(3) The conjunction of these two circumstances empha-
sises the fact that, so far as the design of instruments was
concerned, a very scanty legacy of constructional data was
bequeathed to the pioneers of aerial radio-communication.
The effect of these restrictions manifested itself undeniably
in the results which the earlier instruments yielded, and all
subsequent efforts in this sphere of wireless activity were
devoted to increasing the power of the transmitter and the
sensitiveness of the receiver within the limitations imposed.

Early Navai, Experiments.

In 1912 a number of half-hearted experiments were carried
out by the flying branch of the Royal Navy in connection
with a "plain aerial" transmitter for use in aircraft. This was
an "untuned" instrument — i.e., one which did not concentrate
all its energy on one particular wave length, but which so
distributed its energy over different wave lengths that
numerous receiving stations tuned to different waves could
leceive the same signal.

The primary energy for this induction coil transmitter was
supplied by a local battery and, under favourable conditions,
a range of a few miles was obtained. In the same year, -the
most satisfactory transmitter yet seen in this country was
introduced by a Frenchman, whose name it bears — the Rouzet
transmitter.

The Rouzet Transmitter.

The first tests carried out in this country with the original
Rouzet I kw. transmitter (weighing 100 lb.) were made from
a triple tractor aeroplane. Subsequently numerous alterations
and improvements in weight and general efficiency were
effected, and at least half a dozen individual designs of this
instrument were employed during various periods throughout
the war. No useful purpose would be served, however, by
considering the detailed construction of these incidental varia-
tions on one particular form of apparatus, and if choice is
to be made of any one design for close consideration, it is
advisable that the most recent pattern be chosen.

The reason for this is that, although the improved t\ p't
of Rouzet transmitter was extensively used in aircraft through-
out the earlier part of the war, the general theme of its con-
struction did not vary essentially from that of the earliest
pre-war type. Furthermore, owing to the numerous and
rapidly succeeding changes in design and equipment which
characterised the progress of aerial wireless during the period
of the war, space will not permit a further allusion to this
particular instrument in subsequent articles.

In the most successful form of Rouzet transmitter the total
weight, exclusive of drive, was 75 lb., and the various com-
ponents of the installation were arranged in a compact and
convenient form. The necessary electric power was provided
by a small self-exciting alternator, driven by a specially
insulated clutch which provided an easily accessible means
of stopping and starting the generator.

The ou,tput of the generator at 4,000 r.p.m. was rated at
0.4 kw. Leads were taken from the armature windings to
both slip rings and a commutator from which excitation cur-
rent was drawn at a normal rate of 0.3 amps. Under full load
the machine heated up gradually during the first half houi

Fig. 1.— Side Elevation of the Rouzet Transmitter.

of running, after which it remained at a steady temperature
in the neighbourhood of 45 deg. F. In order to facilitate
cooling as far as possible, a metal, fan was fitted to the shaft,
which maintained a constant draught around the armature.

The transformer for this transmitter took the form of a
closed magnetic circuit, which consisted of a rectangle of
soft iron iaminations with a common centre arm, around
which the windings were placed. The primary, which con-
tained 480 turns of wire, was wound around the iron, and
was enveloped by the secondary, which consisted of three
series-joined sections, each containing 12,900 turns of special
aluminium wire.

Choke coils were also provided which were specially in-
sulated to withstand the high-bmsion voltages for which they
were designed. The condenser used was of the Dubilier type,
with a capacity of approximately 1.8 jars, and capable of deal-
ing with a pressure of 30,000 volts. This instrument was
composed of the usual copper foil plates and micanite separa-
tors, the whole being sunk in paraffin wax: and enclosed in a
wooden box.

The Rotary Spark Gap.'

The "main feature of the Rouzet -set was the rotary spark-
gap which it employed. This was composed of an insulated
disc (which was fitted to the generator shaft and rotated with
it), carrying 24 studs of an aluminium alloy, joined together
in pairs. These studs moved parallel to another fixed system
of studs fitted to an insulated sector which was situated im-
mediately opposite the revolving disc.

This is represented in Fig. 1, in which E is the sector, the
disc being marked D. It will be obvious^ that the spark,
which takes place between these two systems of studs — one
fiied,' the other rotating — will get several opportunities per
revolution of crossing the intervening air-space. The high
spark frequency which this allowed resulted in the emission
of a correspondingly high musical note, which always lends
itself readily to detection by the human ear.

A method of directly coupling the aerial circuit and the
condenser circuit, and of varying the wave-length of the
latter, was provided by the spiral inductance which was placed
above the generator. This contained about 12 turns (see
Fig. 2), of which any desired number could be included in
Hit: condenser circuit by means of a flexible lead and clip
prosdded for that purpose, thus giving a maximum range of
wave-length of from 300 to 1,350 ft. A 300 ft. aerial was
used, which usually hung through a tube of Pertinax fitted
in the deck of the fuselage.

Before flight the aerial wire was coiled on a special hand
reel (weighing 5 lb.) provided with a leather brake band
which clamped the reel at any required point in the wire.
This aerial reel was not in use with the earlier types of
Rouzet set.

* The other side of the aerial circuit was connected at several
points to the engine and other metal parts of the machine
in order to form a good "earth" connection, or "balance" for
the aerial. Inserted between these connections and the trans-
mitter itself was a milliameter, or hot-wire radiation meter,
lor providing the operator with a visible indication of the
amount of energy radiated and the consequent efficiency of
bis instruments.

When the first experiments were carried out with the
original design of Rouzet transmitter an average range of
2& miles was frequently leported. At that time, however, the
actual machines which carried out the tests were themselves
in quite an early stage of experiment, and it is not difficult
10 realise that the extra weight of the wireless gear (particu-

Fig. 2 Plan of the Rouzet Transmitter.

September i, 1920

Aeronautical Engineering

(Supplement to The Aeroplane.)

445

Aeroplanes for
Commercial and
Military Use.

Flying Boats
for Commercial
and Naval Use.

" VICKERS vimy - COMMERCIAL "

1 Pilot and II Passengers or l£ Tons of Mail or Freight. Endurance 5 hours.
A factor of Safety of 5 throughout.

Vickers-Saunders Flying Boats.

PEACE PRODUCTS EXHIBITS at the GREAT VICTORY EXHIBITION,
STAND 151/160, CRYSTAL PALACE.

Aviation Department :

Vickers House, Broadway, London, S.W.I.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

446 (Supplement to the aeroplane.) Aeronautical Engineering

September i, 1920

larly in moments of danger) came to be regarded as a distinct
encumbrance. Late in 1913 a number of naval seaplanes and
airships were fitted with Rouzet sets and experiments carried
out with different types of crystal receivers.

Crystal Receivers.

The function of the crystal receiver — and, indeed, of any
receiver — is to "rectify" the incoming waves, which are of
such exceedingly high frequency that they cannot possibly
be detected by the human ear, even if they could be converted
into sound waves, which is equally impossible. For this
teason, the primary purpose of all wireless receivers is to
break up the incoming waves into groups, which can then
be utilised to actuate the ' diaphragm of the telephones to
vibrate at an audible frequency.

It was found by experiment that certain types of crystals
possessed the power of effecting this process of "rectification."
This characteristic existed in these crystals with various
degrees of sensitiveness, and long before attention was devoted
to the problems of aircraft wireless, exhaustive experiments
were carried out in search of the crystal most suited for this

work. In addition to the varying sensitiveness that existed
between different crystals, a further difficulty was incurred in
the use of a crystal receiver for aircraft because of the great
differences in sensitiveness that occurred at various points on
the same crystal.

The delicacy of this form of receiver made it necessary to
effect contact between the receiver circuit and the crystal
by means of a light metal spring whih rested on the* most
sensitive point of the crystal — which could only be found by
trial. This, of course, called for an efficient means of pro-
tecting the receiver from the vibrations of the engine, which
made it exceedingly difficult to maintain the ideal point of
contact.

Even with the most efficient crystal receiver, however, the
signals received were never of sufficient strength to permit of
reliable reception, and it became necessary to employ some
mechanical method of augmenting the sound of the signals
after they had been received. The first method by which this
was accomplished will be discussed in the next article.

M. B. e.

SOME

W.K.F. AEROPLANES.

AUSTRIAN AIRCRAFT.

By ERIK HILDESHEIM.

The W.K.F. Aircraft Mfg. Company, which has not pre-
viously been heard of in England, is both in its development
and with regard to types produced typical of the conditions
in the aircraft industry in the late Austro-Hungarian Empire,
where lack of materials was the biggest obstacle to over-
come during the greater part of the war.

The Vienna Body Works of Dr. Gutinann (the initials
stand for Wiener Karosserie Fabrik) started building under
licence the biplane designed by the Lloyd Works at Aszod,
which was itself a Hungarian branch of the German D.F.W.
Company.

The original 145-h.p. Austro-Daimler-engined Lloyd model
was altered to take a 165-h.p.' motor of the same make and
built in series from December, 1915, as Type 43, for wireless
and bomb-dropping work. When it became obsolete at the
front it was used for a long time as a dual-control school
machine owing to its great iunerent stability.

Type 44 was equipped with three-ply wings and body in
order to save fabric, dope, wire, and turnbuckles. These
wings were built on eight spars with numerous ribs and
covered with three-ply. Ihis wing practice was later given
up in Austria, but taken up again in Germany, as in the
last ["okkei war product, the wireless parasol monoplane,
R.V1II.

The performance of Type 44 included a speed of 137 km.
per hour and a climb to 1,000 in. in 6 min. 12 sec,

Die next W.K.F. type, the Ba.82, was originally designed
in the autumn of 1916 for a 165-h.p. Austro-Daimler by Mr.
Gasser, and the details were worked out by Lloyd. It was
in the spring of 1917 remodelled by Mr. Schieferl, chief
designer to the W.K.F. Company, to take a 220-h.p. Benz
engine and then supplied in large numbers.

The W.K.F. Ba.S2 tractor biplane shows the general char-
acteristics of Austrian aircraft, viz., the high engine and
cowl and the combined pilot and observer's cockpit. From
the specification given below the performance will be seen
to be a fair one for the time. With an airscrew designed
specially for maximum speed over 200 km. per hour were
attained.

- Almost at the same time Type 81 was produced. This was
an official type, designed by Professor Knoller, built under
licence and forced upon the trade much with the same result
as in other countries, as the design had to be altered so often
during the experimental stage that it became out of date by
the time it appeared at the front in quantity. The main
f eat fires of the Knoller biplane were the twin Vee struts
takicg flying and landing loads with only incidence wiring,
an t. the extraordinary far aft position for the observer's
cockpit. Equipped with a 165-h.p. motor, the Knoller biplane

W.K.F.

Type Ba,82.

aOD HP. BEINZ.

September i, 1920

EAR DM OR

Passenger Postal
Goods Carriage

Their reliability in war
is your surest guarantee
of their dependability
under peace conditions.

W 1 LLI AM

B€ARP£\OR£

AND C O A\ P A^N^^ LIMIT E D. ,'; S

Naval Construe tion Works,
DALMUIR.

Aerodrome & HahQars at Dalmuir
- — : and Inchihnan , \1

\ w

[_BjV

1 C° 1/
— J/f

AE ROPL Z\ N E

AS RECENTLY SHOWN AT THE AERO SHOW. OLYMPIA.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

(Supplement to The Asropmne.;

Aeronautical Engineering

September i, 1920

attained a speed of 150 km. per hour and climbed to 1,000 m.
in 45 min.

The Type 80.04. of autumn, 1917, was the first machine
wholly designed by the W.K.F. Company and shows the
features of the firm's products, viz., the oval fuselage with
a Vee bottom, which allows an unbroken bottom plane and
gives sufficient depth to take the 90 cm. focus camera.

The planes are again made of three-ply. Two pairs of
inclined Vee struts are used with no wiring The upper Vee
strut set runs to the top longitudinal of the fuselage ; the
other set is attached to the front set of the three Vees of
the landing gear.

This interplane strut arrangement was» later abandoned in
Austria, but is found again on. the Albatros D.XI, 1918 type.
The main difficulty lies in the double function and change
from landing to flying loads.

The angle of incidence of the aileroas decreases towards
the tips. The W.K.F. 80.07 model, powered by a 230-h.p.
Hiero motor, showed the best performance at the last Austrian
competition at Aspern for two-seaters.

One set of interplane struts and two landing and flying
wires are provided, the latter acting also as drift and anti-
drift wires.

The triplane idea was adopted for a W.K.F. scout, where
rather good vision for this type was attained, as the gap
could, thanks to the deep fuselage, be kept large. Both the
top and centre planes were equipped with ailerons. The
fuel consumption of the 200-h.p. engine being 225 grams per
h. p. -hour, the flight duration works out at ik hr. No gravity
tank is provided.

On the day after the Austrian collapse the general design
for the 35-h.p. W.K.F. sporting model had been worked out.
This is a biplane fitted either with wheels or floats. It is to be
fitted ultimately, it is believed, with the new 40-h.p. Hiero
engine. (As, so far, Hiero aero-engines have shown up well
the civil model should stand a good chance of gaining a
market, particularly when the present exchange rate is con-
sidered.) _ For the test flights this spring only a German
three-cylinder air-cooled Hacke motor of 35 h.p. was avail-
able.

The fuselage_ is made of three-ply and weighs 17 kilos.
An auxiliary oil-tank is provided above the engine, as the
latter does not hold enough oil for 10 hours, which is the
proposed flying endurance. The main petrol-tank has a
capacity of 95 litres; the auxiliary one holds 10 litres.

SPORTING
BIPLAME.

September i, 1920

Aeronautical Engineering

(Supplement to The Aeroplane.)

449

it!

the 1920 Model.

The BADMINTON MAGAZINE for July, 1920, gives its
opinion of " THE 1920 ROLLS-ROYCE ON THE ROAD. "

. . . speed, acceleration and absence
of noise are the predominating features

as they are realised in the 1920

Rolls-Royce they make for the most
luxurious travel I have yet experienced.

In the matter of acceleration the new
Rolls-Royce is wonderful.

The entire absence of noise is one of
its most remarkable features .... the
Rolls-Royce is a motor carriage, and
the producers of the 1920 model have
shown that noise is out of place on a
carriage, and that such a car is possible
and better without it.

.... a very remarkable advance over
even the best of their pre-war models.

BADMINTON MAGAZINE

-July, 1920.

The following firms, who purchase direct from us, I ave sole se ling rights of our cars in their respective districts.

Leicestershire.Derbyshtre, Notts,Ltna^
Staffs, Worcestershire, Warwickshire,
Northants. and Rutlandshire : The
Uidland Counties Motor Garage Co,
l.td.,Granby Street, Leicester. Manches-
ter and District, including East Lanes,
(as far north as a line drawn on the
map due east from Cockerham) and
East l heshire : Joseph Ccckshoot & Co,
Ltd, New Bridge Street, Manchester.

ROLLS ROYCE, Ltd.
15. Conduit Street,
LONDON, W. 1.

rP|7lT TTGRAMS ROI,HK,\ D. RKO. lONriON.
1 H..L/H/PHONE QEKRARD 1851 (3 liua«).

Liverpool and District, including West

Lanes, i-is far north as Cockernam)t
West Cheshire and North Wales:
W. Watson & Co. $6. Renshaw Street.
Liverpool. Norfolk and Suffolk :
Mann. Egerton G? Co., Ltd, 5, Prince
of Wales' Road, Norwich. Ireland:
J. H. Ferguson, Ltd., Chichester Street,
Belfast. Scotland: The Clvde Automo-
bile Co.. Ltd.. 06, Renfrew St., Glasgow,

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

450 (Supplement to the aeroplane.) Aeronautical Engineering

September i, 1920

* i

P* 1 1

The W.K.F. Twoseater Type 80.04 (200 h. p. A.I), engine)

The " Knoller " Two-seater, an Austrian (Ifieiul design
(I65=h.p. Austro=Dairaler).

The W.K.F. 35=h.p. Sporting Model

The top plane is in one piece and the front spar is the
leading edge. The landing gear is made of three-ply and
solid wooden wheels with metal bushes for the nutwood hubs
are used, without tyres so far. The tiat oak-clad rims of
710 by 100 mm. were extensively employed for school flying
by the former Imperial Flight Arsenal.

10

HRjjBR'

■ - il

llllll&i

1 W.K.F

Two-seater Type 80.07

(230=h.p. "Hiero"

engine).

A W.K.F. Two-seater with rigid wing truss.

Engine 220-h.p. Benz Weight loaded 1,214 kg.

Airscrew 2.65 dia. 2.35 p. Fuel capacity 2 hr.

Weight empty 860 kg.

Type ...Single-seater

(triplane)

Purpose Fighter

Span (metres) 8

length overall (metres)... 6. 82

Chord (top) 1.2

Chord (middle) 0.95

Chord (bottom) 1.0

Toial wing area (sq. m.), 22.49
Engine ...

200-h.p. Austro-Daimler

Airscrew 2.7 dia.

Weight loaded 935 kg.

Fuel capacity 1.5 hr.

Type Single-seater

Purpose Sporting

Span (metres) 5.4

Length overall (metres) ...4.1
Chord (top) , 1.0

Chord (bottom) 1.0

Engine 35-h.p Hacke

Weight loaded 330 kg.

Fuel capacity, 10 hr., 1,300 km

LOHNER LAND MACHINES.

As Etrich had already given up the manufacture of his
" Taube " Una at the outbreak of war, Lohner remained the
only Austrian manufacturer of international note. His flying
boats and the enemy copy of them have already been described
in the article on Lower Adriatic, which was an ideal smooth
wate: Held for the type. After the war commercial Lohner
riving boats have been employed for mail service in the
Ukraine, and have, in converted editions, been sold for joy-

Specificaiioxs of the W.K.F.
Aeroplanes.

No 13

Type Two-seater

Purpose Bombing, etc.

Span (metres) 14

Length overall (metres) 9

Total wing area (sq. m.) -...v 38

Engine 165-h.p. Austrd-D'aimler

Weight empty 925 kg^

Weight loaded 1,330 kg.

Fuel capacity 6 hr. 550 km.

Speed 134 k.p.h.

Climb to 1,000 m 6 min. 14 sec.

Ceiling 3,500

No Ba82

Type Two-seater

Purpose Reconnaissance

Span (metres) 11. 19

Gap (metres) 1.85

Chord (top) 1.6

Chord (bottom) 1.6

Dihedral angle 5 deg.

Total wing area (sq. m.) 27.12

Elevator area (sq. rn.) 1.3

Fin area (sq. m.) 0.53

Area of tail plane (sq. m.) 1.6

LOHNER

BIPLANE.

185 H= AU5TRD -DAIMLER

September i, i92o Aeronautical Engineering (SupplementtoTHE ^op^., 451

THt BOULTON & PAUL— P. 9.

An Aeroplane which is a Sound Commercial
and Private Proposition

In this P. 9 Machine we have, we feel, solved the problem of providing an
Aeroplane which is a sound business proposition — and which combines with low
cost the great essentials for Commercial and Private use. All our great resources
of' material and craftsmanship have been utilised. Scientific Research and
Experiment by a staff associated with flying from its beginnings coupled with
the great Experience gained through the building of thousands of Aeroplanes
during the War, have been concentrated in the production of this P. 9 Model.

It is a Two-Seater — Single Engine Tractor —
which has attained on test a speed of over 100 miles
per hour.

Its outstanding features are : —

The Initial cost is extremely
low and the cost of

CHEAP AND

EASILY HOUSED.

running for a machine of this

type and performance is reduced to a minimum.
Owing to its small size it is easy to handle on the
ground and requires but little accommodation.
The principal dimensions are: Span, 27 ft. 6 in. ;
Length, 25 ft. ; Height, 10 ft.

FASY TO e ^' 9 ^as a ^'8 sPeed range, and low
FIY landing speeds, and this combined with

Stability at all trimming speeds and
well-balanced controls, allows the machine to be
flown for long periods without undue fatigue. It
also gives the maximum of Safety possible.
^nn/icrkDT ahti The comfort of the Pilot and
mwravvrc Passenger has been specially
CONVENIENCE. consideBred. Each Cockpit is

roomy and fitted with our special Seats. Controls

for both Flying and Engine are fitted in the fron
and rear Cockpits to enable the machine to beflown
from either position. The exhaust from engine is
discharged behind the rear Cockpit giving a
silencing effect and freedom from fumes. Two
standard cases are provided for luggage and
form part of the fairing immediately behind the
rear Cockpit.

The uses to which this compact and efficient
machine can be put are wide and various, and will
suggest themselves to those who have been await-
ing the stage of Aeronautical Development now
reached by the P. 9. It can be used for dozens of
Commercial Purposes. The same type carried
photos from R. 34 direct to London. It has been
sent to Australia for Sheep-runs — and will soon be
in use in various parts of the world for Exploring
Uncharted Territory, Examining Timber Tracts,
Fighting Forest Fires, Carrying Mails to Distant
Mines, Transition of Colonial Mails to Mail
Steamers, and for General Patrolling and Police
Purposes.

If you are interested — write for full particulars. State
your needs or purpose, and our engineers will consider
every detail closely — to advise soundly.

ouliOTi 8rau

NOR. W/C H

LONDON OFFICE ADDRESS: 135-737, QUEEN VICTORIA STREET, R,GA,

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452

(Supplement to The Aeroplane.)

Aeronautical Engineering

September i, 1920

riding purposes to Switzerland and elsewhere, the low,
Austrian exchange rate affording a strong inducement.

Uohner's land-going aircraft activities during the war in-
cluded the development of his own types and also sub-contract
work on the Knoller and Berg scout types, of which the
former was an official design and a complete washout.
Illustrated here are the latest Lohner war products, a single
and a two-seater fighter respectively. The distinct feature of
both is the hign fuselage specially favoured in Austria; the
two-seater biplane is fitted with a four-bladed airscrew and
,with single interplane struts of T section.

The dimensions and data of these machines are appended.

Specifications of Lohner Aeroplanes.

Type Two-seater A.B.

Overall length '. 7.43 m.

Overall height 2.95 m.

Span (top) 9.3 m.

Span (bottom) 8.4 m.

Chord 1.6 m.

Surface main planes 30 sq. m!

Surface ailerons 2 sq. m.

Surface rudder 0.5 sq. m.

Surface elevator 2 sq. m.

Engine 185-h.p. Austro-Daimler

Speed 178 k.p.h.

Range 370 km.

Climb to 1,000 m 3 min. 40 sec.

Petrol, duration 2 hr,s.

Petrol, quantity 85 kg.

Oil 20 kg.

Useful load 190 kg.

Weight empty 750 kg.

Weight of radiator water 35 kg.

Type Scout A. A.

Overall length 6.35 m.

Overall height 3 m-

Span 7-6 m.

Chord ■•■1.5 m.

Surface main planes 20 sq. m.

Surface ailerons , 1.3 sq. rrv

Surface rudder 0.66 sq. m. Petrol,

Surface elevator 1.4 sq. m.

Engine 185 h.p. Austro-
Daimler

Speed 193 k.p.h.

Range 386 km.

Climb to 1,000 in. ...2 vu. 40 s.

wood and the ailerons were of Zanonia shape. The 160 or
iSo-h.p. Aus:ro-Daimler-engined Phonix model 5 was the
Austrian edition of the Brandenburg scout with X struts taking
landing and dying stresses, and developed into the 20.14
design with the fuselage filling the gap and a strut arrange-
ment, found also in one of the latest Albatros scouts (D.XL),
viz., a Nieuport type V interplane set of struts, one strut
running from the fuselage top longeron to the base of the
interplane V taking both landing and flying loads. Next
came the characteristic Phonix biplane, type 6 of 1917,
equipped first with the 180 h.p. Austro-Daimler, later with
the 230-h.p. Hiero engine.

■*

LOHNER

Type AB.
185 HP AUSTffD - DAIMLER

duration 2 his

Petrol, quantity 94 kg-

Oil 23 kg.

Useful load 130 kg.

Weight, empty 623 kg.

Weight of radiator water

19-5 kg-

THE PHONIX FLUGZEUGWERKE, WIEN STADLAU.

As the quantity production plant to the Oesterreichisch-
Ungarische Albatros Flugzeugwerke the Phonix works turned
out during the war altogether 1,084 aeroplanes of 22 different
models, starting with the 140-h.p. Hiero or 160-h.p. Mercedes-
engined Albatros two-seater, passing next to Brandenburg
types, and ending with the Phonix models of their own
design, which have since the Armistice been introduced intc
Scandinavia by the flights of the chief designer Sparrmann,
Captain Perini, and the Arctic explorer Dr. Konig, in flights
from Vienna over Berlin to Copenhagen, Stockholm, and
Christiania.

The Phonix tvpe 3 was developed in 1915 and 1916 from
the Brandenburg C.i, and was in favour from January, 1916,
to July, 1918, in which period 344 were supplied to the Austrian
forces. The fuselage of square section was planked with p1v-

From this two-seater the similar single-seater scout models
8 and 9 were developed. Known as 20.24 and 20.25, the
former model was powered by a 230-h.p. Hiero, the latter
also by the super-compressed 250-h.p. Austro-Daimler engine.
A change in the body form is the V-bottomed oval section.
The tail plane is built in one with the fuselage, and the non-
balanced rudder is attached to the tapered end. The rear
struts of the undercarriage are fixed to the front spar of the
one-piece lower plane.

A further 1917 production was a G class biplane with two
200-h.p. Hiero engines, mounted over the rear spars for reasons
of balance, and driving oppositely revolving tractor screws
on extended shafts, somewhat as in an experimental Schiitte-
Lanz aircraft. Car-type radiators are mounted directly in
front of each engine. The seating accommodation for three
follows the usual German arrangement. The square-sectioned
fuselage is cut down abreast of the screws and is raised above
the lower planes. Two balanced rudders are attached to the
fins in the slip stream and are supported inside to the body.
Three sets of struts are provided ; the planes are swept back ;
the bottom ones are also set at a dihedral.

The raised fuselage occurs again in the 1918 Phonix type 10,
modelled on the Brandenburg biplane. It is equipped with a
230-h.p. Hiero engine and one-piece planes, and was known.

as the 20.19 edition.

m 1

THE PHONIX "9" SINGLE SEATER.
— This machine was fitted with the 250-
h.p. Austro Diiimler of super compressed
highaltitude type. The great depth
of the fuselage should be noted, this
being characteristic of Austrian war de=
signs and is attributed to the opinions of
the Chief of the Austrian Air Service.

September i, 1920

Aeronautical Engineering

(Supplement to The Aeroplane.)

453-

iin

THE ENGINES
THAT ASSIST
COMMERCIAL
DEVELOPMENTS

by creating that confidence in public and
business men on which the Financial Pros-
perity of Air Travel depends.

BEARDMORE REPUTATION has been
gained in the field of solid work both in
Peace and War.

It is the proved RELIABILITY of the
160 h.p. Model that makes it so popular
among leading Aircraft Manufacturers to-day.

BEARDMORE AERO ENGINES, Ltd.,
112, Great Portland St., London, W.l.

Telephone : 238 Gerrard.
Works - Parkhead Steel Works, Glasgow.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS,

454

(Supplement to The Aeroplane.)

Aeronautical Engineering

September i, 1920

THE PHONIX "10"— a 1918 twoseater
fitted with a Hiero engine ot 230 h.p.
The raising of the fuselage between the
planes — after the Bristol fighter style —
is notable, also the use of a lower plane
of reduced span and raking interplane
struts. Also it may be remarked that
although a two=seater it is a single bay
machine.

THE PHONIX "12"— a very late single-
seater, strongly resembling the "10"
type two=seater above. In this photo=
graph the "wash-out" of the aileron tips
is very noticeable. The radiator posi=
tion — above the centre section — shows
that the Austrians followed their Allies
in this respect.

The Phonix model 13 follows closely the former Phonix
two-seater, except for a combined pilot and observer cockpit
iu the former and that wood is mainly employed, for instance,
for interplane stmts, owing to lack of steel, as in Germar.v.

It is not uninteresting to note that working among the
mountains on the Italian frontier, Austrian aircraft were
often compelled to use snow-covered aerodromes, and for
this purpose many were fitted with skis in place of wheels.

The two illustrations attached show skis fitted to Phonix
machines, and it is noteworthy that they bear a very close
resemblance in every way to those used recently on the
P.O. Flygkompani's Avros and Faireys in Northern Sweden.
Like these latter the Austrian skis are apparently interchange-
able with the normal wheels, and the check wires and shock
absorbers arranged to hold the nose of the skis up to ensure
landing on the heel are embodied in the design.

Outline drawings of the Phonix "9."

Skis fitted to Phonix machines for work among the mountains
in winter. At the top undercarriage complete. Below details
of the springing and check rubbers.

September f, 1920 Aeronautical Engineering

(Supplement to The Aeroplane.)

J
i

SUNBIAMCQ

AIRCRAFT ENGINES

These engines of which an example, the
"Manitou" of 300 h. p., is here depicted, have
won a wide and enviable reputation for

EFFICIENCY AND RELIABILITY

The Company were pioneers in aviation
engine production long prior to the war,
and their wealth of designing and manu-
facturing experience ensures the uniform
excellence of their productions.

The Sunbeam Motor Car Co., Ltd.,
Moorfield Works, Wolverhampton.

jL

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456

(Supplement to The Aeroplane.)

Aeronautical Engineering

September i, 1920

FROM THE A.I.D. EXHIBIT AT
OLYMPIA. — A connecting=rod weighing
and balancing machine. It will be seen
that it weighs the rods from both ends,
and thus determines the total weight
and checks the correct balance from the
distribution of the load between the
two ends. |

TRADE NOTES.

Airship Activities.

Mr. E. R. Preston, who has for many years been associated
with the Goodyear Tyre and Rubber Co., Ltd., at Akron,
Ohio, has recently been appointed Managing Director to the
Goodyear Tyre and Rubber Company (Great Britain), Ltd.
Mr. Preston came to England some few months ago on a visit
of inspection under the impression that he was to return to
America veiy shortly, but it has now been decided, owing to
recent developments, that he should remain permanently as
Managing Director of the firm in this country. All those who
have had the pleasure of meeting Mr. Preston will be greatly
gratified.

Mr. Sydney Oxon, who has for some time been Acting Sales
Manager, has now been appointed definitely as Sales Manager
and has become a member of the Board of Directors.

The Goodyear Company has done excellent work in the de-
velopment of small airships in the United States, and it is
understood that although at the present moment the firm's
business in this country is concerned with ordinary tyre and
rubber business, it is by no meajis outside the bounds of
possibility that it may take an active part in the Aircraft In-
dustry. This is all the more likely in view of the fact that
Mr. Preston, the new Managing Director, is a keen balloonist.

It will be remembered by the older hands connected with
ballooning that Mr. Preston's brother and Mr. Upson, both of
the Goodyear Tyre and Rubber Company, made a record
balloon journey in the course of the Gordon-Bennett Balloon
Race in America before the war.

The Goodyear Company during the war provided the United
Slates Army and Navy with some of its best small airships,
and, as already recorded in this paper, the firm has recently
embarked still further in the airship business, having -ac-
quired a very large airship (320,000 cubic feet) of French de-
sign and having produced a number of small airships more or
less of the '/Blimp" type, for sporting use. The big airship
mentioned has an envelope 26c feet long and a cabin 47 €eet
long. The twin engines are 250 h.p. each. It is proposed to
use this ship on a 150-mile air line between Akron and Detroit,
the capacity of the ship being about thirty passengers.

An airship station has been established at Wingfoot Lake,
near Akron, which will be the head of the Goodyear Aero-
nautical Department. It is intended to use a mooring station
at Detroit instead of a shed. The Blimp type of airship built
by the Goodyear Company is known as the "Pony," on account
of its small size. It has seating capacity for a pilot and one
passenger and it lias a speed of 40 miles an hour with about
ten hours' petrol. Its length is 95 ifeet, and its height about
40 feet.

It is to be hoped that the enterprise which the Goodyear
■Company are showing in America will extend to their British
Company, for undoubtedly there is quite good business to be
done in Europe with small airships, if only somebody had the
pluck and intelligence to develop them. In fact, one believes
that joy-riding in small airships would be considerably more
profitable than joy-riding in aeroplanes if it were organised
on a proper basis. At any late., we may rest assured that Mr.

Preston and Mr. Oxon will not lose any opportunities which
offer themselves of helping the progress of aviation.

Wireless.

A wireless telephone is now fitted to the Instone air liner
"City of London." By its aid Mr. Samuel Instone recently
gave verbal orders to the machine on the way to Paris.
He spoke from his London office through the ordinary tele-
phone as far as Croydon and was then put through to the
wireless hut, where he was switched through to the "Vimy"
when it was over Lympne.

The wireless telephone on the "Vimy" was supplied by the
Marconi Wireless Telephone Company, Strand, London, who
also supply all the tackle in the wireless hut at Croydon. An
instrument is also to be installed by them in the offices of
the Instone Air Line at Croydon.

The company also have a D.H.6 at the London Terminal
Aerodrome, with which they carry out wireless air tests— G. D.|

An Extension of Business.

That interesting publication La Vie Technique el industrielle
has, owing to its recent extensive developments; been regis-
tered as a limited company under the title of La Vie Technique
ci Industrielle et Publications Plu'mon. The new firm is a
Societe Anonyme with a capital of 1,000,000 francs. The head
office is at 18, rue Seguier, Paris Vie, as before.

La Vie Technique reviews each month the leading trade and
technical publications of the world and is certainly most
valuable to any firm which wishes to keep in touch with in-
dustrial developments in all industries.

In Another Sphere.

"The Horse, as Comrade and Friend," is the title of a new
book to be published shortly by Messrs. ITutchinson and Co.
The author is Mr. Everard R. Calthrop, who is a well-known
authority on horses, in addition to being the inventor of the
tamous "Guardian Angel" parachute. An introductory letter by
Lord Lonsdale commends the book to all who are interested
in the training of horses.

Mr. Calthrop describes in detail his system of breaking-in
wild horses, and his pages are full of sound information and
advice which will be appreciated by both, professionals and
amateurs. The book is delightfully written and handsomely
illustrated, and lovers of horses should make a note of this
forthcoming publication.

History Repeats Itself.

It is interesting to note that the Martinsyde "Semiquaver"
which won the Aerial Derby on Saturday, July 24th, was
doped with Cellon.

Added interest is given to the fact because the machine
which won the first Aerial Derby in 1912 — namely, Mr. Sop-
with's "Bleriot" — was also doped with Cellon. ■

Mortgages, Charges and Satisfactions.

A.GiS. Manufacturing Co., Ltd. — Mortgage dated July 9th,
1020, to secure ^6,220 6s. and further advances charged on
company's book debts, present and future,
and Co., Ltd., 5, Copthall Court. E.C.

Holders : Macafee

THE WESTLAND SIXSEATER (450
h.p. Napier engine) which has performed
so well at the Air Ministry Competitions
at Martlesham. The trip wheels on the
undercarriage and the exterior petrol
tanks below the wings shonid be noted.

September i, 1920 Aeronautical Engineering (supplement to *HB aeropwnb.) 457

The Original NON-POISONOUS.

ope

is strongly recommended for

PRIVATE and COMMERCIAL

AEROPLANES.

Absolutely unequalled for Durability.

There is no CONTROL on Dope for the
above types of machines.

Titanine is the most economical and offers the
greatest resistance to flame.

Complete Doping

PROMPT 3*WF c 1

PitR».ni Schemes

DELIVERIES. WW) u a A v t-

submitted on application.

TITANINE LIMITED,

Te^e: 1 75» PICCADILLY,

Gerrard2312. LONDON, W.l. ^"^J"""''

Agents for Australia :

Messrs. Larkin-Sopwith Aviation Company of Australasia, Limited.

Melbourne Office : "Aberdeen House," 94, King Street.

Sydney Office : "London Bank Chambers," Corner of Pitt and Moore Streets.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

458

(Supplement lo The Aeroplane.)

Aeronautical Engineering

September i, 1920

iBBBBBBBBBBBBBBBI

il

B
13
B

No. 27.

HEAD 1 Ljsc WW.

OFFICE / Canning Town. London.

■

IS

^| [{/^ defrper by our ozvn lorries 50
miles roun 1 Lonaon, aud by ves e
or truck tn aity n,,rf or station in the
United Kingdom.

BUILDING MATERIALS.

\\f e shall be glad if you will send us your
enquiries, and would ask you to put
our name on your buyers' list for materials
used' in building construction.

(Jement, Limes, Bricks, Partition Blocks, Tiles,
Slates, Chi mney Pots, Sanitary Ware of all
kinds, Pipes, Gullies, Interceptors, Fire Bricks,
Fire Clay, Fire Cements and Refractories of every
description. Acid Resisting Goods, and Acid
Cements, also " Fiberlic " the root Fibre Board,
Asbestos Sheets and Tiles. " Sank" brand Paints
and Distempers.

RSTA BLISH hD 1857.

a

«J H SAN KEY & SON, LT?

■

Telephone :
Sasl 1061.

HEAD OFFICE:- Essex Wharf. Canning Town, London. E. 16.
g£BBBBBBBBBBBBBBB!nEa!!3!SilB&i3!EIKXSiuSB&a

Tclegra/hs :
Sankey. Canning Town.

SfiGRR

V

Continuous Production

with accuracy is the aim of the designers of " Sagar's
Machines." Every detail is carefully thought out to
secure the highest efficiency. The machines are built
by first-class workman who use only the best of materials.

We here illustrate our Heavy Double Spindle
Molding, Shaping, Trenching and Recessing
Machine for working outside or inside edges of straight,
circular or irregular moldings, chamfering, grooving,
cutting housings in string boards for stairs, &c, recessing
moldings in the solid, shaping all kinds of tracery, &c,
and other operations. Every operation is done quickly
and accurately, and we should be pleased to tell you
more about this general purpose machine. Will you
write us now ?

JO . O ¥ .1 Manufacturers of

• Oclgcir Of vO.} LlZCLuf Woodworking Machinery

Canal Works, HALIFAX, Eng.

LONDON: Aldermary House, 60, Watting Street, E.C.4.
BIRMINGHAM: Chamber of Commerce Buildings. New Street.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

September i, 1920

The Aeroplane

459

Now Ready

£1 Is. net.

THE AEROPLANE
HANDBOOK

Edited by
A. J. SWINTON, (Late RE.)

THE AEROPLANE HANDBOOK is intended to
provide a manual for the use of those who are
engaged in the design, manufacture and use of
aircraft.

CONTENTS

AEROPLANE AND AERONAUTICAL INSTRUMENTS. By Captain

A. F. C. Pollard, R.A.F.
STRENGTH CALCULATIONS.

GENERAL THEORY. By John Case, M.A., A.F R.Ae.S.
MATHEMATICS. By John Case, M A , A.F.R.Ae.S.

HIGH TENSILE STEEL WIRES AND CABLES. By JOSEPH WHSON,
Dr. R.A.F.

ALLOWANCES FOR BENDING STEEL. By Randolph F. Hall.
THE VIBRATIONS METHOD OF TUNING UP. By Ingegnere Carlo

Maurilio Lerici.
AIRCRAFT TESTING.

WIRELESS TELEGRAPHY AS APPLIED TO AIRCRAFT. By R. D.

BANGAY. "
SPRAY PAINTING, VARNISHING, AND DOPING. By C. L. BTJRDiCK.
DOPE. By A. J. A. Wallace Barr.
PATENTS AND PATENT LAW. By Arthur Hunt.
SPINNING. By GEORGE H BETTinson.

AIR SPEED INDICATORS— THE PITOT TUBE- By Winslow H.

HERSCHEL.
METEOROLOGY.

GLUE- By Dr. GEORGE F. LULL, U.S.A.
METRIC CONVERSION TABLES.

TABLES AND DATA (CONVERSION OF DEGREES TO RADIANS).
PERFORMANCE. By JOHN CASE, M.A., A.F.R.Ae S.
A NOTE ON STABILITY. By Captain W. Gordon Aston, A.F.R.Ae.S.,
A.M.I.A.E-

PROPELLERS. By E. P. King, B.Sc. (Eng.), Lond. A.M.I.Mech.E.

The AEROPLANE & GENERAL PUBLISHING, Co., Ltd.,
61, CAREY STREET, W.C.2.

PUBLISHED THIS WEEK

WIRELESS TELEGRAPHY
AND TELEPHONY.

FIRST PRINCIPLES, PRESENT
PRACTICE AND TESTING.

By H. M. DOWSETT,
M.I.E.E.

Demy 8vo. 331 Pages. 305 Diagrams
and Illustrations.

PRICE 9s. net.

Post free gs. 6d.

Obtainable from all Booksellers.

THE WIRELESS PRESS, LIMITED,
12-13, Henrietta St., London, W.C.2.

tfn ttie maAtitg.

an indispensable process is that of tinning the conductors, the main
object of wh.ch is to protect them from attack by sulphur duri.ig
the vulcanization of the rubber.

To effect this purpose the wires are first very tho oughly cleaned,
then passed through a suitable flux into a bath of Molten Tin,
after which they are carefully hardened, cleaned and dried.
At first sight this seems an extremely simple operation but to
insure an absolutely uniform clean, adherent and fl xible tin
coating of just the necessary thickness is by no means as simple as
it looks and, in fact, is only rendered possible by a variety of
ingenious dev.ces, embod.ed in the special tinning plant we
illustrate.

This installation, like practically all the plant used in the pro-
duction of J. &• P. CABLES, is of cur own design and
manufacture, and the Whole operation is conducted and supervised
by men wh:> understand their work as only specialists can.
And ihus, again, the fact that both the plant and its manipulation
have evolved from a long and specialised experience in Cable
Engineering, materially help in the creation of that super-
excellence — " that little more " — which we claim for all V.I.R.
Cables carrying the J. &- P. Mark.

And we remind you we can despatch from Stock
at Works and Branches.

JOHNSON & PHILLIPS LTD.,
CHARLTON, LONDON, S.E.7.

12, Union Courti 0l<1 ^raad St., E.C-2-

BRANCHES.

BIRMINGHAM— 206, Corporation Street.
CARDIFF— 2a, Court Road.
GLASGOW— 159, West George Street.
MA NCHKSTER—251, Deansgate.
NE WCASTLE-ON-TYN E—44b, Blackett Street.
PORTSMOUTH— Cleveland Road, Gosport.
SWANSEA— 12, Heathfield Street.

Telephone

Central 7321.
Cardiff 1937.
Central 2391.
Central 4174.
Central 1691.
Portsmouth 4354.
Docks 620.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

460

The Aeroplane

September i, 1920

THE UNITED KINGDOM OF GREAT BRITAIN AND

OFFICIAL NOTICES.

IRELAND.

NOTICE TO AIRMEN (No. 89).
LIZARD WIRELESS DIRECTION FINDING STATION.

Air Ministry, Aug. 24th.

It is hereby notified : —

The Lizard Wireless Direction Finding Station ceased to be in opera-
tion from midnight (G.M.T.), Aug. 22nd-25rd, and wili not function
until further notice. The position of this station is lat. 49 degs. 59
mins 7 sees. N., long. 5 degs. 12 mins. 18 sees. W.

Authority. — The Lords Commissioners of the Admiralty- (Notice to
Mariners 1300 of 1920).

NOTICE TO AIRMEN (No. 90).
CLOUD AND VISIBILITY SIGNALS AT LYMPNE AERODROME.

Air Ministry. Aug. 24th.

It is hereby notified : —

A system of ground signals has been established at Lympne Aero-
drome to denote to pilots the height of clouds above and visibility at
Eiggin Hill and Croydon Aerodromes

The Stations will be denoted by letters : —

B. representing Biggin Hill, and

C. representing Croydon.

The height of clouds and visibility will be indicated by numerals.
All signals are White.
Height of clouds will be denoted by the following numerals : —

1 = 0 to 200 ft.

2 = From 200 to 500 ft.

3 = Over 500 ft.

These signals represent the height of clouds above the respective
Aerodromes and not above sea level.
Visibility will be shown in a similar way, viz.: —

1 = Below 500 yds.

2 = 500 to 1,000 yds.

3 = Over 1,000 yds

The signals are always displayed in the following order : —

(1) Station.

(2) Height of clouds.

(3) Visibility.

e.g., B. 1. 2. ; or C. 2 3. '
The signals are situated approximately 30 yds. east of the Office
of the Civil Aviation Traffic Officer, and 140 yds. west of the Compass
Base. They are so placed as td be read the right way up when flying
in a north-westerly direction.

NOTICE TO AIRMEN (No. 91).
DANGER ZONE ON FRENCH COAST.

Air Ministry. Aug. 27th.

It is hereby notified : —

Pilots flying between London and Paris and over Northern France
'are warned that the burning of cordite is taking place at Dannes,
5 miles north of Etaples, France ilat. 50 degs. 36 mins. 0 sees. N.,
long. 1 deg. 37 mins. 0 sees. E-).

Owing to the resultant air pockets set up aircraft should avoid the
neighbourhood.

A further notice will be issued when the operations have ceased.

CONTINENTAL ARRIVALS AND DEPARTURES.
The London Terminal Aerodrome, Croydon.

(Compiled by the Staff of The Aeroplane.)

\The following table of arrivals at and departures from the
British Air Ports is compiled on the following system : —
First comes the initials of the Air Line; next the type of
machine; next the international number of the machine; next
the ports of departure and destination; next the times of
departure and arrival; next the cargo, whether goods (G)
andfor mails (M) ; next the number of passengers ; and finally
the name of the pilot.]

AUGUST 23rd :

A.T.&T., DH9, G-EAOZ, London-Paris, 09.38-11.45, G.&M., Nil, Robbins.
A.T.&T., DHy, G-EAPU, London-Amsterdam, 09.4S-12.42, G., Nil, Milnes
I.A.L., DH4, G-EAMU, London-Brussels, 10.45 — . Nil, 2, Barnard.
I.A.L , Vimy, G-EASI, London-Paris, 12.40-15.35, Nil, 5, Chattaway.
A.T.ST., DH16, G-EASW, London-Paris, 17.30-19.41,0^!., 4, Armstrong.
A.T.&T., DH18, G-EAUF, Paris-London, 10.40-13.56, G., 4, Powell.
C.T., Nieuport, F-CGTE, Paris-London, 12.35-15.25, M., Nil, Lasnes.
C.desG.E.A., Goliath, F-GEAC., Paris-London,' tj. 45-15 53, G., 5, La-
bouchere.

A.T.&T., DH9, G-EAGY, Paris-London, 16 3S-19.00, G., 2, Carter.
A.T.&T., DH9, G-EAQN, Amsterdam-London, 16.20-19.00, M., 3, Bamber.
A.T.&T., DH16, G-EALM, Paris-London, 1640-19.00, Nil, 3, Tebbitt.

H. P.T., HP, G-EATN, Paris-London, 17.15-20.40, Nil, 3, Olley.

AUGUST 24th:

A.T.&T., DH9, G-EAQN, London-Amsterdam, 11.2S-14.40, G., Nil, Forson
A.T.&T., DH16, G-EAPT, London-Paris, 11.30-13.45, G.&M., 3, Lines.
C.desG.E.A., Goliath, F-GEAC, Loudon-Paris, 13.05 15.30, G., 6, La-
bouchere.

C.T., Nieuport, F-CGTE, London-Paris, 13. 43-17. 10, Nil, Nil, Lasnes.
A.T.&T.. DH9, G-EAOZ, London-Paris, r6. 45-18. 50, M., 2, Tebbitt.
A.T.&T., DH9, G-EAOZ, Paris-London, 09.55-12.25, Nil, 2, Robbins.
M.A., Brequet, F-CMAB, Paris-London, 12.40-15.30, G.&M., Nil, Le-Men.
A.T.&T., DH16, G-EASW, Paris-London, 14.00-16.32,0, Nil, Armstrong.
A.T.&T., DH9, G-EAPU, Amsterdam-London, 15. 10-17.38, M., 2. Milnes.
S.NE.T.A., DH4, O14, Brussels-London, —15. 30, Nil, 1, Simonet.

I. A.I,.,, Vimy, G-EASI, Paris-London, 17.15-20. 10, Nil, Nil, Chattaway.
A.T.&T., DH16, G-EAPT, Paris-London, 37.15-19.58, Nil, 4, Lines.

AUGUST 25th 3

A.T.&T., DH16, G-EASW, London-Paris, 10.07-12.35, G.&M., 3, Powell.
A.T.&T., DH9, G-EAGY, London-Paris, 10.12-12-35, G., 2, Carter.
A.T.&T., DH9, G-EAQL, London-Amsterdam. 10.35-13.45, G.. Nil, Robbins.
M.A., Brequet, F-CMAB, London-Paris, 13.50-16.30, Nil, Nil, Le-Men.
A.T.&T., DH9, G-EAPU, London-Paris, 17. 15-19.40, G.&M,, 2, Milnes.
A.T.&T., DH9, G-EAOZ, Paris-London, 09.45-14-15, Nil, 2, Tebbitt.
C.desG.E.A, Goliath, F-GEAD, Paris-London, 12.10-19.10, G., 1, Favrant.
I A L-, DH4, G-EAMU, Paris-London, 12.20-15.27, Nil, 2, Barnard.
A.T.&T., DH9, G-EAQN. Amsterdam-London, 15.57-18.20, M., Nil, Forson.
A.T.&T , DH16, G-EASW, Paris-London, 16. 50-19.30, Nil, 4, Powell.

A.T.&T, DH9, G-EAGY, Paris-London, 16.50-19.30, Nil, 2, Carter.

Private, Caudron, F-ABEX, Le-Crotoy -Loudon. lauded near Lympne,

Nil, Nil, Mile. Boland.

AUGUST 26th :

A.T.&T., DH18, G-EAUF, London-Paris, 09.38-11.55, G.&M., 5, Powell.
A.T.&T., DH16, G-EASW, Loudon-Amsterdam, 10 35 — , G., 1, Armstrong.
I.A.L-, DH4, G-EAMU, London-Paris, 12.55- 15.00, Nil, 2, Chattaway.
A.T.&T., DH16, G-EAPT, London-Paris, 16.35-1900, M., 4, Reeves.
A.T.&T., DH9, G-EAPU, Paris-London, 11.00-13.40, G., Nil, Milnes.
A.T.&T., DH9, G-EAQL, Amsterdam-London, — 17.55, G.&M., Nil,
kebbins.

A.T.&T., DH18, G-EAUF, Paris*London, 16.40-19.00, G., 7, Powell.

AUGUST 27th :

A.T.&T., DH9, G-EAQN, London-Paris, 09.45-12.00, M., 2, Holmes.
A.T.&T., DH9, G-EAGY, London-Paris, 09.4712.00, Nil, 2, Lines.
A.T.&T., DH9, G-EAPU, London-Paris, 10.07-12.25, G., Nil, Bamber.
A.T.&T., DH9, G-EAQL, London-Amsterdam, 10.28-13.33. G., Nil, Tebbitt.
C.desG.E.A., Goliath, F-GF'.AD, London-Paris, 10.50-1440, G.. 2, Favrant'.
A.T.&T., DH18, G-EAUF, London-Paris, 16.5v19.00, G.&M.,' 6, Forson.
C.desG.E.A , Goliath, F-GEAC, Paris-London, 12. 00-15. 05, G, 2, La-
bouchere.

I.A.L-, DH4, G-EAMU, Paris-London, 12.25-14.39, G.&M., 2, Chattaway.
A.T.&T., DH9, G-EAGY, Paris-London, 15.00-17.25, Nil, 2, Reeves.
A.T.&T., DH16, G-EASW, Amsterdam-London, 15. 23-17. 31, M., 1, Arm-
strong.

AT.it, DH9, G-EAQN, Paris-London, 16.10-1S 35, Nil, 2, Holmes.
A.T.&T., DH9, G-EAPU, Paris-London, 16.30-19.20, Nil, 2, Lines.

AUGUST 28th :

A.T.&T., DH9, G-EAPU, London-Paris, 09.45-12.15, G.&M., 1, Robbins.
A.T.&T., DH9, G-EAPL, London-Paris, 0950-12.15, Nil, 2, Milnes.
A.T.&P., DH16, G-EASW, London-Am=terdam, 10,15-14.20, G, 3, Reeves.
A.T.&T., DH9, G-EAGY, London-Amsterdam, 11. 40-15. 05, &., Nil, Holmes.
A.T.&T., DH18, G-EAUF,' London-Paris, 16 .50-18.50, G.&M., 4, Powell.
A.T.&T., DH18, G-EAUF, Paris-London, 10.00-12.25. G., 6, Forsen.
A.T.&T., DH9, G-EAQL, Amsterdam-London, 1523-17.25, G.&M., Nil,
Tebbitt.

A.T.&T., DH16, G-EASW, Amsterdam-London, 15.36-17.47, Nil, Nil,

Reeves ■

A.T.&T., DH9, G-EAPU, Paris- London, 16. 30-10.16, Nil, 1, Robbins.
Private, Caudron, F-ABEX, Lympne-London, 17.35-18.44, Nil, Nil, Mile
Boland

Private, Caudron, F-ABDT, Lympne-London, 17.35-18.41, Nil, 1, Maicon.

AUGUST 29th :

A.T.&T., DH16, G-EASW, London-Paris, 10.24-12.30, Nil, 3, Armstrong
A.T.&T., DH9, G-EAQL, London-Paris, n. 35-14. 20, Nil, 2, Lines.
C.desG.E.A., Goliath, F-GEAC, London-Paris, 13.01 , Nil, 3, La-

bouchere.

A.T.&T., DH18, G-EAUF, Paris-London, 10 30-13 00, Nil, 7, Powell.
A.T.&T., DH9, G-EAPL, Paris-London, 1030-13.01, Nil, 2, Bamber.

The Air Port of Cricklewood.

(Compiled from Log of Cricklewood Aerodrome. Times on the Continent from Air Ministry Communiques.)

AUGUST 23rd :

H.P.T , HP, G-EATN, London-Paris, 12.20-1530, Nil, 6, Olley & 1.
H.P.T., HP, G-EALX, London-Paris, 13. 30-16.50, Nil, 4, Willcockson & 1
H.P.T. , DH9, G-EAUN, London-Brussels, 14.51-18.20, G.&M., Nil, Hope.
H.P.T., DH9, G-EATA, London-Amsterdam, 16.15 — , G.&M., Nil, Rogers.
H.P.T., DH9, G-EAUC, Brussels-London, —18.20, G.&M., 2 Moore.

AUGUST 24th :

H.P.T., HP, G-EATG, London-Paris, 12. 10-15. 10, G, 6, Mcintosh & 1.
H.P.T., DH9, G-EATA, Amsterdam-London, —14.05, M., 1, Rogers.
H.P.T., HP, G-EASN, London-Brussels, 14445-1750, G.&M., 2, Perry & 1.
H.P.T., HP, G-EALX. Paris-London, 12. 20-16. is, Nil, 4, Willcockson & 1
H.P.T., DH9, G.EATA, London-Amsterdam, 16.25--, G.&M., 1 Fowler.

Septfmber i, 1920

The Aeroplane

461

66

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462

The Aeroplane

September i, 1920

H.P.T., DH9, G-EAUN, Brussels-London, 15 00-17.35, G&M., Nil, Hope.
S.N. ETA., DH4, O14, Brussels-London, —19.06, Nil, Nil, Simonet.

AUGUST 25th :
H.P.T., HP, G-EATL, London-Paris, 12.10-15.26, Nil, 8, Bager & 1.
H.P.T., HP, G-EASL, London-Paris, 12. 25-16.10, G., 6, Beal & z.
S.N. ETA., DH4, 014, London-Brussels, 12.25-1730, Nil, Nil, Simonet.
H.P., DH4, O7, London-Brussels, 12 26-17.30/ Nil, Nil, McNaught Davis
H.P., DH4, O17, ' -don-Brussels, 12.20—, Nil, Nil, Olley.
H.P.T., DH9, G-^Aul, London-Brussels, 14.47—, G &M., Nil, Capps.
H.P.T., DH9, G-HATA, Amsterdam-London, 11. 40-14.30, G.&M., 1, Fowler
H.P.T., DH9, G-EAUN, London-Amsterdam, 16.10—, G.&M., 1, Moore.
H.P.T., HP, G-EASZ, Paris-London, 12.35-16.15, G., 1, Jones & 1.
H.P.T., HP, G-EASN, Brussels-London, 14.55-18.05, G &M., 2, Perry & 1.

AUGUST 26th :

H.P.T., HP, G-EASY, London-Paris, 12. 10-1545/, G., 7, Willcockson & 1.
H.P.T., DH9, G-EATJN, Amsterdam-London, — 14.15, M., 1, Moore.
H.P.T., H.P., G-EATL, Paris-London, 10 50-14.20, Nil, 4, Bager & 1.
H.P.T., DH9, G-EATA, London-Brussels, 14.50—, G &M., 2, Hope.
H.P., DH4, O15, London-Brussels. 15.20 — , Nil, Nil, Perry & 1.
M.A., Breguet, F-CMAV, Paris-London, 12 55-16.5-;, G.&M., Nil, Bourdon
H P T , DH9, G-EAUN, London-Arnr.ter.darn, 16.15— G.&M., Nil, Rogers.
H.P.T., HP, G-EASL, Paris-London, 12.50-16. 10, G, 4, Beal & 1.
H.P.T., DH9, G-EAUI, Brussels- London, —17.25, G.&M., Nil, Capps-.
S.N.E-T.A., Farrnan, O-BLAN, Brussels-I.ondon, — 18.25, Nil, n, George
& 1.

AUGUST 27th :

H.P.T., DH9, G-EAUQ, London-Calais, 10.30—, Nil, 2, Fowler.
S.N.E.T.A., Farman, O^BLAN, London-Brussels, n. 10-14. 55, Nil, Nil,
George.

Inland Flying at Croydon.

Aug. 23rd. — A.T.T., Avro, 1 joy-ride.

Aug. 24th.— A.T.I'., 2 tests, D.IT.g; Bristol, return, D.H.9.
IT.P.T., Ud., 1 Avro, return Cricklewood ; 1 D.H.4 to Crickle-
wood.

Aug. 25th. — Nil.

Aug. 26th. — A.T.T., Avro, 5 joy-rides; I.A.L., D.H.4, photo-
graphy, 1 test.

Aug. 27th.— M.W.T. Co., D.H.6, 1 test. A.T.T., Ltd.,
D.H.18, 1 test; D.IT.g, 1 test; D.H.q, 1 jov-ride

Aug. 38th.— I.A.L:, D.TI 4, 2 joy-rides; D.H.4, Margate,
return.

Aug. 29th. — I.A.L., " Vimy," joy-riding. Mile. Bolaud
(Caudron), stunting. M. Maicon (Caudron), stunting.

Inland Flying at Cricklewood.

Aug. 23rd. — Two D.H.4S and one Aero test.

Aug. 24th. — Handle}' Page from Croydon; Handler Page
test; Avro to Croydon, recurn.

Aug. 25th. — Handley Pa j;e and Avro test

Aug. 26th. — R.A.F. Bristol fighter from Farnborough, re-
turn ; D.H.g, test.

Aug. 27th. — Two D.H.-js, three tests; Handley Page, test

Aug. 28th. — Handley Page W.S, from Maitlesharr. with 11
passengers, including judges and rival competitors from Com-
petitions; D.H.o, test.

The Air Port of Croydon.

The great event of the week has been the irrivpl of Mdlle.
Boland on her Caudron biplane. For some time past her
journey to London has been " incessantly expected," but until
Saturday last each attempt, if seriously made, failed. Her
first flight to England ended at Antwerp,vand her second at
Le Crotoy. In the third she rediscovered Issy les Moulineaux,
where aviation fatalities are few owing to the lack of space
in which to crash with satisfaction.

She reached Croydon from Lympne at 18.30, after a flight
of an hour. In attendance was a two-engined Caudron biplane
of the latest type. As the two machines neared Croydon the
air port authorities in their joy fired two rockets. Pleased
with this expression of international amity the two-engined
Caudron made a good landing, followed a few minutes later
by that of Mdlle. Boland.

On Sunday she flew for a short space to give joy to about
a thousand spectators.

An Anniversary.

On Aug. 26th the air line organised and controlled by Ait-
craft Transport and Travel, Ltd., completed its first year of
existen.ee. The Aircraft Manufacturing Company, Ltd., one
of the first aeronautical businesses of note in Great Britain,
after supplying the British Forces in the field with some of
the best aircraft the world has seen, boldly announced its
intention of running a daily London-Paris air service. Among
those best qualified to judge there was considerable scepticism
as to the possibility of ensuring regularity on such a service.
But despite all doubts the service came into existence, was
given the Royal Mail contract, and in its first mouth proved
that regularity was possible and that there was a section of
the public sufficiently intelligent to make use — even at the
high prices then obtaining — of the new means of transport.

The installation of such a service with no precedent on
which to base figures of operation and ratios of profit not only
required courage but also a free expenditure of money. Profits
— even of meagre dimensions — could not be expected in the
early stages of the venture and there were many contingent
expenses impossible to foresee.

After a successful demonstration of regularity and safety
over a period of months the Aircraft Manufacturing Company,

M.A., Breguet, F-CMAY, London-Paris, 12. \o— , G., Nil, Bourdon.

H.P.T., HP, G-EATN, London-Paris, 12. 10-15.30, Nil, 6, Bager & 1.

H.P.T., DH9, G-EAUI, London-Amsterdam, 16.05—, G.&M., Nil, Jones.

H.P.T., DH9, G-EAUN, Amsterdam-London, 11. 22-1340, M., Nil, Rogers.

H.P.T., HP, G-EATM, London-Brussels, 14.40-18 00, G.&M., 5, Olley & 1.

H.P.T., HP, G-EASY, Paris-London, —16.00, G., 5, Willcockson & 1.

H.P.T., DH9, G-EATA, Brussels-London, 15.25-17.45, Nil, 1, Hope.

, AUGUST 28th:

H.P., DH4, On, London-Brussels, 10.25-13.45, Nil, 1, Willcockson.
H.P.T., HP, G-EALX, London-Pans, 12. 10-15. 00, G , Nil, Beal & 1.
H.P.T., DH9, G-EAUP, London-Brussels, 15. 15-17. 50, G.&M., Nil, Rogers.
H.P.T., DH9, G-EAUN, London-Amsterdam, 16.15—, Nil, Nil, Moore.
H.P.T., HP, G-EATN, Paris-London,— 16 05, Nil, 8, Bager & 1.
H.P.T., DH9, G-EAUI, Amsterdam-London, —16.25, M., Nil, Jones.
M.A., Breguet, F-CMAC, Paris-London, 12.30-17.20, G.&M., Nil, Chailloux
H.P.T, HP, G-EATN, Brussels-London, —18.05, G.&M., Nil, Olley & 1.

AUGUST 29th :
H.P.T., HP, G-EASN, London-Paris, 12.16-15.15, Nil, Nil, Perry & 2.
H.P.T. , HP, G-EATG, Paris-London, 12.15-16.10, Nil, 4, Mcintosh & 1.
H.P.T. , HP, G-EALX, Paris-London, 12.30-16.20, Nil, 10, Beal & 1.

ABBREVIATIONS.— A.T. & T.— Air Transport & Travel, Ltd.; M.A.
— Messageries Aeriennes; I.A.L. — Instone Air Line; C..T. — Compagnie
Transaerienne; C. des G.E- A.— Compagnie des Grandes Expresses
Aeriennes; S.N.E.T.A.— Syndicat National pour l'Etude des Transports
Aeriens; P.L.— Petters, Ltd.; C. A. C— Central Aircraft Company;
M.W.T.C.— Marconi Wireless Telegraph Company; H.P.T.— Handley
Page Transport, Ltd.; H. P.— Handley Page, Ltd.

Where times are missing it is probably owing to Atmospherics -affect-
ing signals; "1" denotes an extra mechanic

Ltd., had perforce to combine with larger rnonied interests
and in consequence were absorbed by the B.S.A Company,
who, unwilling to be pioneers in a new and vital industry,
discontinued the construction of aircraft, and at one time
appeared to contemplate the closing down of the London-Paris
air route in so far as A.T. and T. were concerned. Wiser
counsels prevailed and to-day Aircraft Transport and Travel,
Ltd., continues its good work on the air mail routes.

The courage and piescience of Mr. Holt Thomas and his
co-directors in the dark ages of last year must be recognised,
and a debt of gratitude to them acknowledged. It is regret-
table that having passed from these things they will not share
in the rewards ultimately to be derived from civil aviation.

The chief praise must, however, be given to the pilots whose
determination and skill have brought aerial transport into a
scale of regularity and safety almost comparable with railways
and steam packet lines. Prominent among these pilots is
Mr. Shaw, now chief pilot and "charge d'affaires" at Croydon,
who has made more trips on the air line than any other.
Other pilots who have done their share in the work are Messrs.
Game, Tebbitt, Robbins, Armstrong, Powell, Lawford, Holmes,
Bradley, Bamber, Reeve, Lines, Forson, Milnes, and Carter.
Also one must not forget those who were with tfye company
at the start but are now elsewhere. Mr. Frank Courtney,
who flew the first D.H.18 and recently won the Aerial Derby,
Messrs. Donald Lindley, McMnllin, Campbell Orde, Gather-
good, and others.

Also Mr. Brennard, to whom has fallen the brunt of the
secretarial work. In France Mr. Bayliss has been in charge of
A.T. and T. affairs at Le Bourget.

Their regular aerial routes now run to Paris, Brussels and
Amsterdam. Machines of the company have also been on
special work to Copenhagen, Prague and other distant capitals.

In conclusion one wishes the best possible luck in the future
to the first aerial mail company to be formed in Great Britain.

Mr. Cyril Holmes" Accident.

In the issue of The Aeroplane for Aug. 18th, in the ac-
count of the mishap to the D.H 18 piloted by Mr. Cyril
Holmes it was stated that "the most likely cause of the
accident seems to be that the ignition was not sufficiently
far advanced when starting."

At the time of the accident one was- unable to obtain de-
tails from Mr. Holmes personally, and so one relied on
information given by those who examined the machine after
the crash. The ignition lever was then found to be retarded;
but Mr. Holmes pulled this back after the crash, in order
tc get at the fire extinguisher in case of fire.

One offers every apolog}' to Mr. Holmes for making this
statement. It seemed very unlikely that a pilot of his calibre
would do such a thing, but in the absence of an official state-
ment as to the causes of the accident at the time of going to
press one had to get one's information elsewhere

One has since learnt from Mr. Shaw that the cause of the
accident was partial seizure of the engine. Three of the
pistons were chipped and damaged generally. The Air Minis-
trv is at the moment holding an inquiry into this, and
doubtless the result will be announced in due course.

Mr. Holmes' actions when he saw a crash was inevitable
have only increased his already high reputation as a pilot.
He turned what should have been a serious accident in-
volving loss of life into an absolutely innocuous one, as
regards himself and passengers.

This is his first accident in four years' continuous flying.
He was severely wounded in the leg while serving in the
infantry in the early days of the war, and afterwards joined
the R.F.C. and learnt to fly at Shoreham in the autumn of
3916. From that time on he was continually on war flying,

September i, 1920

The Aeroplane

463

and after the Armistice joined a com-
munication squadron. One would like
to take this opportunity of wishing him
every success in the future.— G. D.

The Instone Air Line.

During the week the Instone Vickers
"Vimy" (alias "Little Jimmy") has, in
addition to its usual London-Paris trips,
-been engaged in transporting Evening
News photographers to previously un-
discovered parts of London. Directors
of the line have also taken the air in
this machine.

The D.H.4, piloted by Mr. Barnard,
on Aug. 23rd went to Brussels, thence
to Pans and so back to London at an
average flying speed of 140 m.p.h.

In the same machine on Saturday last
Mr. Barnard gave the "baptism of the
■air" to an enthusiast who, in order to
avoid air sickness, kept his head be-
tween his knees throughout the flight.
Beauty and her sister also had aerial
baptisms during the same afternoon.

Later in the day Mr. Barnard demon-
strated the inexhaustibility of the
national food supplies. — NoX G. D.

The Air Port of Cricklewood.

During the week an Avro .was flying low over the house
when the engine cut out and it was forced to land in a school
playground. Fortunately no one was hurt.

Live lobsters arrived by air during the week end and the
W.8 returned from the Government competition. It is
rumoured that this machine will £>1 tempt the flight round the
world.

Handley Page GRATL flew to Lausanne (not Lucerne) on
Monday. — G. d.

Folkestone.

Since the second week in July an Avro seaplane, owned by
Mr. S. A. Martindale (late R.F.C. and R.A.F ) and flown by
Major J. P. B. Ferrand, D.S.O. (late R.N.A.S. and R.A.F.),
has been operating from the beach between the Victoria and
Harbour Piers. In spite of the very bad weather, which ren-
dered three out of the six weeks impossible from the point of
view of flying, a considerable amount of work has been accom-
plished, well over 550 passengers having been taken up, with-
out a single mishap.

The success of the venture has been largely due to the en-
thusiasm of the owner and pilot, who have been most ably sup-
ported by their small band of mechanics and night watchmen,
all of whom have had long Service experience and have got
their work keenly to heart.

Mention might also be made of the keenness shown bv the

Major Ferrand embarking passengers in the Avro seaplane.

Mayor of Folkestone as compared with the indifference of the
other local authorities, who, although they are not putting any-
thing in the way, are certainly not giving the enthusiastic
support that one might expect from any other fashionable and
progressive seaside resort.

It is extraordinary to notice as the results of statements
made upon the return from a flight by certain passengers, the
amount of good work a combination consisting of a sound
oiganiser, an able pilot, an efficient machine, and a con-
scientious crew can do. One overheard people saying after
divesting themselves of the leather flying coat and cap pro-
vided for use and their 25s. (not provided) that flying would
certainly be their means of transport should the/ go to the
Continent at any future date. This latter detail is probably
accentuated locally by the fact that on a clear day the coast
at France is clearly visible and also by the considerable activity
displayed by the Continental air lines, most of whose machines
cross "the English coast somewhere between Dungeness* and
Dovei .

Consequently one is not surprised to hear that Messrs. Mar-
tindale and Ferrand are formulating schemes of expansion,
of which mention will be made when the time comes.

Incidentally one noticed on seeing " Going Up " at the
local theatre at Folkestone that a Whitehead biplane (some-
what moth-eaten) is still used by Mr. Bobbie Street in his race
with M. Gaillard. It seems a pity that the Whitehead Air-
craft, Ltd., are defunct, otherwise they might claim this as a
record of consistency and good workmanship. — L. b

TO R.N.A.S. OFFICERS AND MEN.

The attention of readers of The Aeroplane, especially those
readers who served in the R.N.A.S. and its off-shoot, the Royal
Naval Armoured Car Division, is directed to the letter signed
by Rear Admiral Murray F. Sueter, C.B., which appears here-
after.

In these days many people who were generous during and
immediately after the war are themselves so hard up that they
cannot subscribe to charities as they would like to do. Also
there are so many calls on the charitable on behalf of charities
which are really singularly undeserving.

There is to-day more truth than ever in the old saying that
charity begins at home. Why should English people subscribe
to save starving Armenian children in order that they may
grow up merely to provide sport for a future generation of
Turks, who have themselves grown up to kill Armenians
through being saved from starvation probably by the very
same charitable institution which is now providing them
with Armenians to massacre ?

Likewise, why should charitable English people save starv-
ing Bolshevik children, and starving Polish children, and
starving Czecho-Slovakian children — who incidentally one
hears are extraordinarily well fed without any need for charity
— in order that they in turn may grow up to swell the armed
forces of the Slav Napoleon of a few hence, and so help to kill
the only sons of the young British mothers of to-day.

Surely it is better that such little money as we poor middle-
class people have left to us by our democratic Government in
its effort to make us support the mob of voters who are un-
willing to work, should be devoted to helping those men who
fought for us and suffered for us during the war.

Therefore one recommends any reader of this paper who

has any money to spare for charitable purposes to hand it
over to the Village Centres Council for the R.N.A.S. Memorial.

It stands to reason that the major portion of such money
as may be available has already gone to the R.A.F. Memorial
Fund, but one feels sure that those officers and men now in
good positions who served under Commodore Sueter when he,
by his intelligent policy, gave us the finest Naval Air Service
in the world and incidentally saved the British Aircraft Indus-
try so that it in its turn was able to save the British Army in
the field, will be glad to acknowledge their debt of gratitude to
Rear Admiral Sueter by doing as he wishes.

26th Aug., 1920.

Sir,- -It is proposed to inaugurate a memorial to the officers,
warrant officers, petty officers and men of the Royal Naval Air
Service and the Royal Naval Armoured Car Division who fell
in the war, the memorial to take the form of a row of cottages,
with an inscribed tablet, on the Enham Village Centre Estate,
for disabled ex-Service men, at Enham, Andover, Plants.

Although these two offshoots of the Royal Navy ceased to
exist as separate units before the end of the war, I feel sure
that those who served in them will be glad of this opportunity
of perpetuating the memory of their comrades who fell in
every part of the world where the Royal Navy and the Army
were engaged.

Cheques and postal orders should be sent to Sir Frederick
Milner, Bt., or G. Bromley Martin, Esq., Village Centres
Council, 10, Upper Woburn Place, W.C.I, and crossed National
Provincial and Union Bank of England, Ltd., and envelopes
marked R.N. on top left-hand corner. As a complete list of
donations will be published it is hoped to arrange a reunion in
London through the record which will thus be obtained.

(Signed) Murray F. Sueter, Rear Admiral.

P.S. — Colonial papers please copy.

464

The Aeroplane

September i, 1920

NAVAL AND MILITARY AERONAUTICS.

[R.A.F. Appointments and Personal Notices will be found on p. 466.]

NAVAL,

Admiralty Appointment
The following appointment has been made : —

Aug 28th. — The undermentioned has been apptd. as Prob. Mid.,
Seny Sept 1st, and apptd. as follows : — A. S. Winton, to Argus.

MILITARY

WAR OFFICE COMMUNIQUES
Aug. 26th.— The situation in Mesopotamia, according to reports dated
the 24th, continues quiet. Aeroplane reconnaissance on the Lower
Euphrates reported no hostile movement. . . • Our aeroplanes
inflicted over eighty casualties on a hostile concentration near Eakuba.
Many of the tribesmen in this area are returning to their homes.
The Casualty List.

Reported Aug. 30th.
Previously reported Missing, now icported Killed: Fletcher, Sec. Lt.
G. H., W. York. R. and RF.C.

An Official Statement.

On Aug. 28th the War Office issued a statement regarding
affairs in Mesopotamia, in which the. following paragraph
appeared : — ■

The situation on the Shatt-el-hai i . re ported critical, and
the Political Officer at Shatra.i.^ miles north of Nasiriyeh,
is being withdrawn by aeroplane to Nasiriyeh.
Air Raids in Mesopotamia.

It was reported from Teheran on Aug. 26th that heavy
bombing raids had been made by British aeroplanes upon
Bakuba, north-east of Baghdad, and near Hilla.

AIR FORCE.

Official Communique;.
R.A.F OFFICERS' COMMISSION PAPERS.
The Air Ministry announced on Aug. 2^th : —

Several announcements have been issued to ex-K.A.F. Officers re-
questing them tO| forward their - present addresses in order that the
Air Ministry may be able, to complete the dispatch of their formal
Comtnisisons in the Royal Air Force. Of those issued more than a
thousand have been returned, and in addition there are several
thousands of Officers whose addresses -are unknown. Amongst them
are about 2,000 Colonial Cadets who were given Honorary Com-
missions after the Armistice. .

It would greatly assist the Air Ministry if all ex-Officers who have
not yet received their formal Commissions would forward immediately
their addresses to the Secretary, Air Ministry (S. 7), Kingsway,
London, W.C. 2.

Investitures.

It is officially announced that to facilitate the distribution of
war decorations nobody will be summoned to a Royal Investi-
ture if he has been' awarded a degree of an Order below that of
Commander or Companion, or the first class of the Royal Red
Cross.

Those who have been awarded other decorations will have ,
the option of receiving them at investitures in the counties in
which they reside or of having them sent by post. The county
investitures will be held bv the Lords Lieutenant, but only
in cases where it is found that a sufficient number of recipients
desire to be present.

Those in the Royal Air Force wishing to attend these investi-
tures should send their full names and postal addresses (speci-
fying counties) to the Secretary, Air Ministry, Kingsway,
London, W.C. 2.

Those who prefer to receive their decorations by post should
similarly communicate with the Secretary at the address given,
stating their desire. No applications are necessary in the case
of those who have been awarded the Civil O.B.F}. and M.B.E.
An Instructional Flight.

On Aug. 26th H.M.A. R.32 left Flowden at 20.30 on a twenty-
four hours' instruct lonal flight. After flving over the Fast
Coast, London was reached af 09.00 the following morning.
The airship then returned to her base. The vessel carried the
United States crew of the airship R.38.

Cricket.

In a cricket match, the Army v. the Royal Air Force, played
at Kennington Oval on the 23th and 26th Aug., the Army
won by an innings and 171 runs.

Wing Commander Roche scored 48 out of a total of 123 in
the first innings, and Squadron Leader Blount 21. In the
second innings, out of a total of 168, Squadron Leader Blount
was responsible or 46, and Flight Serjeant Charters 39.

For the Army, who compiled 462 for six wickets, Mr. P. V.
Williams scored 138, and Major C. L. Tudor also scored a
century making 111 runs.

Capt. Dickinson, who led the attack for the Army, was
mainly responsible for the collapse of the Air Force team. —

a. d.

IRELAND.
Aircraft in the Irish War,

According to the Daily Mail, military correspondence in Ire-
land is now being conveyed to its destination by aeroplanes,
owing to the increasing number of raids on mail trains.
A Fatal Accident.

It is stated in the daily Press that on Aug. 28th an aeroplane
flown by Lieut. Noiman B. Dimmocks, R.A.F., met with an
accident at the Castlebar Aerodrome, Co. Mavo. Mr. Dim-

mocks was seriously injured and the passenger, Major H. F.
Chads, M.C., and Bn., Border Regt., was killed.

[No officer of the name of "N. B. Dimmocks" appears in
the current "Air Force List." — Ed.]

AFGHANISTAN.

It was reported from Lahore on Aug. 24th that a Russian
aviator had contracted to fly for the Ameer of Afghanistan,
but afterwards discovered that the Afghans possessed no-
aeroplanes. The Russian, it is understood, is now not allowed
to leave the country.

ARGENTINA.

The Argentine correspondent of The Aeroplane wrote on
July 27th : —

An Accident.

Lieutenant Fitzsimon, of the Argentine Navy, crashed badly
a few days ago while making a trial flight on a hydroaeroplane
along the Rio Plata. The pilot and his observer were both
badly knocked about.

FRANCE.
Recruits for Naval Aeronautics.

The Mimstry of Marine has addressed a .circular to Vice-
Admirals, Commanders-in-Chief, and Maratime Prefects stat-
ing that applications from personnel to be posted to aero-
nautical units have now been exhausted. It is desired that
applications from officers, warrant officers, and other ranks
should be submitted at once, especially of those who have
special qualifications in wireless, as mechanics, in gunnery,
as steersman, etc.

ITALY.

The Surrender of a Zeppelin.

The Zeppelin airship L.61, assigned to Italy in accordance
with the terms of the Treaty of Versailles, arrived at Milan
on Aug. 28th. The vessel was on her way from Lake Con-
stance to Ciampino, near Rome.' The crew consisted of Ger-
mans officered by Italians. This airship is to be used by the
Italian Roval Navy.

PERSIA.
A Raid on Enzeli Harbour.

On Aug. 23th, British aeroplanes from Kasvin raided the
shipping in Enzeli Harbour. Two diiect hits upon oil ships
were obtained. It was observed that the shipping in the har-
bour had increased, but the reason of the increase was not
evident.

POLAND.

Optimism I

An interview was given to a Morning Post representative
on Aug. 16th by Miss Margaret Clifford, a daughter of Mrs.
W. K. Clifford, the novelist. She has just returned from
Poland, where she stayed for some months with her Polish
relatives. In the course of the interview she made the fol-
lowing statement : —

"My Polish friends were very anxious about the lack of
assistance from England. They said, 'If you will only send
us 1,000 aeroplanes we can win the war for ourselves and
scotch this . Bolshevist snake.' "

The belief in aeroplanes is gratifying, and there is no ques-
tion that 1,000 aeroplanes with the necessary personnel and
extraneous material would bring victory to the Polish arms.
As expressed, it is a good example of the loose thinking
common in these days. One thousand aeroplanes alone would
be entirely valueless. To make them effective at least 2,000
trained aeronautical officers (including pilots, providing all
pilots are officers), and 20,000 other ranks would be required.
Transport in proportion would be necessary, and the con-
sumption of petrol if proper use were to be made of the
aeroplanes would amount to, at the lowest estimate, 40,000
gallons a week. Ease in talk is not always ease in execu-
tion.

RUSSIA.

Some Bolshevist Raids.

It is reported that Bolshevist aircraft on the Dnieper front
have recently made a number of bombing raids upon the forces
of General Wrangel. This '3 claimed to be an innovation on
this front.

UNITED STATES OF AMERICA.
Torpedo Aircraft.

The U.S. Navy Department has placed an order for nine
torpedo-aeroplanes with the Curtiss Engineering Corporation
and another order for six torpedo-aeroplanes from the Stout
Engineering Co. of Detroit, Mich. These aircraft are destined
for the U.S. Navv.

U.S.A. R 38.

It was reported in the Press on Aug. 19th that the airship
R.38, now undergoing construction in England, will be ready
for trials in early November. The flight across the Atlantic
will probably take place in April or May of next vear. Details
of this airship have already been published.

September i, 1920

The Aeroplane

465

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ADVICE GLADLY GIVEN.

1912-1920.

AERIAL DERBY.

1912. Won by T. O. M. SOPWITH, Esq., on Bleriot Monoplane.
1920. Won by F. T. GOURTENAY, Esq., on Martinsyde Biplane.

CELLON DOPE used on both Machines.

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466

fhe Aeroplane

September i, 192a

THE GORDON BENNETT RACE.

The .Gordon Bennett aii race of 1920 will be contested at
Etampes on Sept. 218th, the second day of the meeting. So
far as is at present known, four countries will participate,
England, France, Italy and America; all have machines
ready.

England will be represented by Mr. F. P. Raynham on the
Martinsyde "Semiquaver" with 300-h.p. Hispano Suiza, on
which Mr. Frank Courtney won the Derby. (No! Spion
Kop won the horse Derby.; Mr. Tait Cox on the Nieuport
"Goshawk," with 340-h.p. A. B.C. "Dragonfly," will also fly.
This is particularly good news, since one was afraid that this
machine would not be entered, owing to the closing of
the Nieuport firm. However, arrangements are practically
settled, and barring accidents the machine will fly. It is to be
hoped that Mr. Tait Cox's bad luck will take a holiday during
the race.

The third British entry is Mr. H. G. Hawker on the Sop-
with "Schneider" machine in which he flew (approximately)
round the Aerial, Derby course and part of the Schneider
Cup course. The machine will now be fitted wth a 450-h.p.
Bristol "Jupiter" engine. Provided Mr. Hawker uses the
correct course and flies past the correct winning post, this
machine, though not boomed like the American entries,
should stand an excellent chance for the race.

In Mr. Hawker, Mr. Tait Cox, and Mr. Raynham, Eng-
land has some excellent material, and, given no engine
trouble, it is to be hoped that the Gordon Bennett race of
1921 will be flown in England.

Of the other entries, America's three are from the Dayton-
Wrightt Company, the Curtiss Company and U.S. Army Air
Service

The Dayton-Wright entry is a monoplane with a retractable
undercarriage and variable camber, fitted with a. 250-h.p.
Liberty engine According to the official account the mono-
coque fuselage is so tightlv bound- with fabric and glue that
"no mummy was ever bound up so tightly as this hollow
body of the speed plane." A mental picture is conjured
up of technical officials of the company measuring the ten-

THE ROYAL AERO CLUB.

INTERNATIONAL AIR RACKS.
The Racing Committee of the Royal Aero Club has selected the
following competitors to represent Great Britain in the race for the
Gordon Bennett Aviation Cup, which will be held at Etampes, France,
on Sept. 28th, 1920 : —

Pilot — H. G. Hawker. Machine — Sopwith "Jupiter." Engine — 450-h.p.
Bristol "Jupiter."

F. P. Raynham. Martinsyde "Semiquaver." 300-h.p Hispano-Suiza.
L. R. Tait Cox. Nieuport "Goshawk." 320-h.p. A.B.C. Dragonfly.

It is regretted that up to the present no British entries have been
received for the Jacques Schneider International. Seaplane Race, to be
held at Venice on Sept. 19th, 1920.

Aug. 26th, 1920.

R.A.F. APPOINTMENTS. (FROM
"THE LONDON GAZETTE.")

Air Ministry, Aug. 24th.

ROYAE AIR FORCE-— Permanent Commission.— Flying Officer F.
Keith (A.) resigns his permanent coramn., and is permitted to retain
his rank, Aug. 24th.

Short Service Commissions — Flying Officer B. G. Bryan (T.) resigns
his short service commn., and is granted rank of Fit. Et., Aug. 25th.

The following resign their short service commns., and are permitted
to retain their rank : Flying Officer W. E. Humphreys (T.) ; Obsr.
Officer R. A. Brunton, M.C., Aug. 24th.

Flying Branch. — Flying Officer G. E. Creighton is restored to active
list from half-pay list, Aug. 4th.

Technical Branch. — The following Pilot Officers to be Flying Officers,
Grade (A.): A. C. Smith, Aug. 18th, 1919; G. J. Stroud, Oct. 1st, 1919.

Air Ministry', Aug. 27th.

ROYAE AIR FORCE.— Short Service Commissions.— The following
officers are granted short service commns. in the ranks stated, with
effect from the dates indicated, retaining their seny. in the substantive
rank last held by them prior to the grant of this commn., except
where otherwise stated: —

Fit. Et.— C C. Clark (A.), Aug. 23rd.

Flying Officers. — H. S. Broughall, M.C., (A), Julv 21st; G. P. W.
Chandler (A.), Aug. 23rd; A. C. Clinton (A.), Aug. 15th; R. T. Colley
(A. and S.), Aug. 16th; F. C. B. Greene (A.), Aug. 10th; A. F. Ingram
(A.l, Aug 21st; C. Jackson (A.), Aug. 2^rd; A. T. S. L. de Eacroix (A.),
Aug. 23rd; E. R. B. Playford (A. and SJ, Aug. 25th; A. L. Russell
(A.), Aug. 23rd; W. M. Shoosmith (A and S.), Aug. 23rd; A F. White
(A.), Aug. 23rd.

Flying Officers (from Pilot Officers). With seny. of the dates men-
tioned.— L. J. V. Bates (A.), Aug. 12th; W. E. Gandell, M.M. (A.),
Aug. 17th; W. F. McManus (A.), Aug. 19th; N. V. Moreton (A.), Aug
18th; G. E. Pratt (A.), Aug. 13th; H. D. Wardle (A.), Aug. 18th.
' Flying Officer J F. Herd (T.) is tiansferred to the Reserve, Class
B., Aug. 29th.

The notification in Gazette of July 13th, appointing Fit. Et. A. Wat-
son, M.B. (Med.),) to a short service commn. is cancelled.

PERSONAL NOTICES.

[Ex-officers and men of the Royal Air Force are invited to send
notices for the Personal Columns of The Aeroplane. There is no
rharee for the insertion of these notices, as it is considered that thev
«re very interesting items of news and tend to keep past and present
members of the Flying Services in touch with one another. The Editor
will also be glad to publish free of charge applications for work from

sion of the bindings of mummies in various museums to
see that none are tighter than their "speed plane." The
"ship" is called the "R.-B.," and the pilot is Mr. Howard
M. Rinehart.

The company claim that the retractable undercarriage
adds 30-35 m.p.h. to the speed of the machine. The added
speed of dropping the undercarriage on the Sopwith "Atlan-
tic" machine was found to belabour 7 m.p.h.

The Curtiss entry is a 400-h.p. Curtiss-engined monoplane
named "Texas Wildcat." This machine will be flown by
Roland Rohlfs. When the machine was christened by Mrs.
Cox, the wife of the entrant, real champagne was used. If
this is the only use to which they can put "fizz" in a
country where it is scarce, they deserve to go dry !

The third entry is from the McCook experimental station.
It is a biplane designed by Mr. Verville, with a 600-h.p.
Packard engine. It is very satisfactory to see officialdom
taking part in international sporting contests.

The French and Italian entries will be dealt with later,
as no details are to hand. One understands that there is
also a possibility of a Swedish machine competing.

It has been suggested that the Gordon Bennett race should
be for passenger-carryine machines or a race for "fat por-
ters." One can imagine that the event would be most
thrilling if England were represented by a Handley Page
O400, France by a Farman "Goliath," America by a Martin
Bomber, and Italy by a Caproni. To lend colour to the
proceedings a Bolshy on a Sikorsky would be great' fun,
especially if he did not win the race, when he would probably
indicate his displeasure to the judges with that old-world
charm of manner and courtesy for which they are so well
known and of which manner they and the Irish are the
last surviving practitioners.

One would also point out that the Bolshies have a very
competent and experienced pilot in Mr. I/Estrange Malone,
M.P., who, with the help of the little grev books for which
he has been so splendid an advertisement, would doubtless
carry all before him, especially if he took the Council of
Action as passengers. — G. r>.

demobilised officers and men who have found difficulty in obtaining
employment. It is hoped that none who are not in urgent need of
work will avail themselves of this offer.]

Death.

WALKER— Lieut. Walter E- M. Walker, late London Scottish and
R.A.F., who died suddenly on Aug. 22nd, was the youngest son of the
late Rev. W. R. Walker, M.A., and Mrs. Walker, 5, Scarsdale Terrace,
Kensington, and grandson of the late Walter Brodie, Orsett House,
Hyde Park, and Eastbourne. He was 30 years of age.

Engagements

ACLAND— MARSHALL-— The engagement is announced of Flight-
Lieut. W. R. D. Acland, D.F.C., A.F.C., younger son of Sir Reginald
and Eady Acland, Cold Ash, Newbury, Berks, and Mary Strange,
daughter of Mr. and Mrs. T. Marshall, Trelawny, Eee-on-the-Solent.
. DAVIES — MONTGOMERY.— The marriage arranged between Comdr.
R. Bell Davies, V.C., D.S.O., and Miss Mary Montgomery will take
place on Wednesday, Sept. 29th, at 2 o'clock, at St. Mary^ Abbot's
Church, Kensington.

MATHEW— ALEXANDER-— The marriage arranged between Fit. Lt.
Cecil George Mathew, R.A.F., and Miss Emily Geale Hester Lowry
Alexander will take place quietly at All Saints' Church, Childs Hill,
N.W.3, on September 7th, at 1 o'clock. There will be no reception,
but all friends will be welcome at the church.

Marriage.

GROVES— STEEN.— The marriage took place on Aug. 28th at the
British Embassy Church in Paris, of Group-Qaptain P. R. C. Groves,
C.B., C.M.G., D.S.O., R.A.F., eldest son of Mr. J Groves, late P.W.D.,
India, and Mrs. Groves, and Suzanne, daughter of Mr. T. E- Steen
and Mrs. Steen, of Christiania, and 107, Rue de la Pompe, Paris. The
Rev. C. T. K. Burwell officiated.

Among those present were Marshal Foch, General Duval, General
Dumesnil, M. and Mme. Boovens de Bayen, General Belfield, General
Desticker, M. and Mme. Pierre de Fouquieres, the Comte and Comtesse
de la Terriere, and Sir Seymour King.

The "bridegroom is the British Air Representative of the Permanent
Advisory Commission for Military, Naval, and Air Questions on the
League' of Nations.

Birt^

LESLIE — On Aug. 26th; at 3, The Leas, Folkestone, to Sqdn. Ldr.
Sir Norman and Lady Leslie — a son.

COMING EVENTS.

SEPTEMBER

1st, Wed.— British Government Competition, Amphibian Competition

at Felixstowe begins,
bth, Thurs., 9th, Friday, 10th, Sat.— Federation Aeronautique Interna-
tionale Conference, Geneva.
18th, Sun, 19th, Mon.— Schnieder Cup Race at Venice
27th, Mon.— Gordon Bennett Cup Meeting at Etanpes begins.
28th, Tues.— Gordon Bennett Cup Race at Etampes.
Last week— Latvian Trade Fair, Riga, opens.

OCTOBER.

1st, Fri., 2nd, Sat., 3rd, Sun — French Aviation Meeting at Buc.
2nd, Sat.— Gordon Bennett Cup Meetiag at Etampes closes
23rd, Sat — Gordon Bennett Balloon Race at Indianapolis.
23rd, Sat.— International Aero Exhibition, Prague, opens.

NOVEMBER-
First week —Latvian Trade Fair, Riga, closes
2nd, Tues.— International Aero Exhibition, Prague, closes.

September r,. 1920

The

Aeroplane

467

Accles & Pollock, Ltd. Front Cover &
Inside Front Cover

Aircraft Improvements Co. .

Air Navigation Co., Ltd. . . 467

Armstrong- Siddeley Motors, Ltd.

Arrol-Johnston, Ltd. . Front Cover
Auster, Ltd. . . Front Cover

Austin Motor Co., Ltd. . .

Automatic Telegraph Co. . .

Aviation Insurance Assoc. . .

Beardmore Aero Eng., Ltd., The

Front Cover & 453

INDEX TO ADVERTISERS

& Co., Ltd.

Ltd

447

451
465

465
433

Beardmore, Wm
Benton & Stone .
Blackburn Aero & Motor Co
Boulton & Paul, Ltd. .
Bowden Brake Co., Ltd., The
Bray, Gibb & Co., Ltd. .
Bristol Aeroplane Co., Ltd.
British Aerial Transport Co

Limited
British Cellulose Co., Ltd.
British Emaillite Co., Ltd., The

Front Cover
British Lighting & Ignition Co.,

Ltd

British Piston Ring Co., Ltd.
British Thomson- Houston Co

Ltd., The.
Brown Brothers, Ltd. .
Bruntons ....
Burberrys, Ltd. .

Calthrop, E. R., Aerial Pat., Ltd
Cellon, Ltd. .
Central Aircraft Co. .
Clegg Metal Engraving Co., Ltd
Coan, R. W. ...
Cradock, Geo., & Co., Ltd.

Davis Furnace Co., The
Dudbridge Ironworks, The

433

465

467

467

Eastbourne Aviation Co., Ltd.

Inside Back Cov r

Ebora Propeller Co. . . .

Fairey Aviation Co., Ltd., The .

Fiat Motors . . . . .

Firth, Thos., & Son, Ltd. . .

Fluxite .... 461

Frood, Herbert, Co., Ltd. . .

Gas Accumulator Co. (U.K.), Ltd.

General Accident, Fire and Life

Assurance Corp., Ltd. . .

General Aeronautical Co., Ltd.

Gosport Aircraft Co. . . .

Grahame-White Co., Ltd. . . 465
Green Engine Co., Ltd. .Back Cover
Greening & Sons, Ltd. Inside Back Cover
Gwynne's, Ltd. .
Hancock, James Lyne, Ltd. . 465
Handley Page, Ltd. . . . 442
Hobson, H. M., Ltd,
Holmes, C. H. .
Hope, H., & Sons
Hoyt Metal Co., Ltd
Imperial Light, Ltd. Inside Front Cover
Instone Air Line
Johnson & Phillips, Ltd. . . 459
Kent, George, Ltd.
Lang Propeller Ltd. .
LepAerial Travel Bureau .
London Die Casting Foundry
Ltd.

Marconi Wireless Telegraph Co

Ltd

Martinsyde, Ltd. . . .441
Mather & Co.

McGregor, Gow & Holland, Ltd
MacLennan, John, & Co. Front Cover
Mendine Co. .... 465
Metal Airscrew Co., Ltd
Mills, Wm., Ltd.
Napier, D. & Son, Ltd.
Naylor Bros., Ltd. . , . 461

New Pegamoid, Ltd. . . . 465
Nieuport & General Aircraft Co

Limited ....
Northern Engineers' Supply Co. 467
Oddy, W., & Co. . .
Palmer Tyre, Ltd.
Petters, Ltd.

Pettett

Pinchin, Johnson, & Co., Ltd.
Robinhood Eng. Works, Ltd.
Roe, A. V., & Co., Ltd. . . 434
Rolls-Royce, Ltd. ... 449
Rubery, Owen & Co, . Inside Back Cover
Sagar, J., &Co., Ltd. . . .458
Sankey, J. H., & Son., Ltd. . 458
Saunders, Ltd. .
Serck Radiators, Ltd.
"Shell" Marketing Co. . . 461
Short Bros., Ltd. . ) .
Smith, S., & Sons
Society of British Aircraft Con

structors ....
Sopwith Aviation Co., Ltd. . 439
Standard Piston Ring & Engineer-
ing Co., Ltd.
Sunbeam Motor Car Co., Ltd. . 455
Supermarine Aviation Works, Ltd

Back Cover

Tampier, Rene
• Terry, H., & Sons, Ltd. . . 461
Titanine, Ltd. . Front Cover & 457
I Triplex Safety Glass Co., Ltd.
Vacuum Oil Co., Ltd.
Vandervell, C. A. & Co., Ltd.

Vickers, Ltd 445

Wakefie-ld, C. C, & Co., Ltd.
Walton Motors, Ltd. .
Westland Aircraft Works .
Wheeler, T. ...
Wireless Press, The . . . 459
Yorkshire Steel Co Ltd.

. FOR . .

SPARES & TOOLS

Engine and Aero, Rolls-Royce,
Hispano, Le Rhone, R.A.F.,
Renault, Clerget, etc., etc.,

Write or Wire—

Northern Engineers Supply Co.,

Proprietor ; Major F. G. Brown, late R.A.F. (Stores).

John Street - - SHEFFIELD.

Telegrams : "Nescaero, Sheffield." Telephone; Central 442.

I

Send for- Facts. & Figures reUdux^f
I to actual tests corruzd out ta a — j
DAVIS .

Reverden

I FURNACE °

I skowuio" an Economy \ of 10% ut ike
pro duct 10 a of Forcings

! The DAVIS FURNACE Company

I , (Pro rietors : Th: Davis Gas Stove Co.)

Diamond Foundry, Luton, Beds.

The Air Navigation Oo., Ltd.

BLERIOT & SPAD

ADDLESTONE (SURREIX

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Plying Ground— Brooklartd* A«s»odp©mftB
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468

The Aeroplane September i, 1920

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MISCELLANEOUS ADVERTISEMENTS.

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PATENTS.

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Rowlingson), Chartered Patent Agents (Consult-
ing Engineer, Mr. S. E. Page, A.M. Inst. CE-), 27,
Chancery Lane, London, W.C. Tel., 332 Central.

HENRY SKERRETT (H. N. Skerrett, A.I.A.E.,
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SITUATIONS WANTED.

PILOT INSTRUCTOR, Gosport Ai, licensed
Ground Engineer, for past 12 months in charge
Swiss flying school, desires situation flying or
ground (not joy-riding) ; i\ years' shop prac-
tice (steel works). Speaks French and German;
familiar foreign commercial correspondence. — Eric
Bradley, 15, Lyttelton Road, Edgbaston, Birming-
ham.

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two years' experience at London Aviation Flying
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MISCELLANEOUS. -

REPAIR WORK SPECIALISTS.— Skilled^Riggers
and Mechanics sent to any part of the British
Isles to effect repairs. Alt types of machines. War
machines reconstructed for Civil Aviation. Esti-
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High Road, Kilburn, London

SITUATIONS VACANT.

ROYAL AIR FORCE.

RECRUITS WANTED.

SKILLED TRADESMEN. Pay, 3s to ^s. 6d. per
day for 7 days a week on joining, rising to 18s.
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UNSKILLED RECRUITS for " training as Rig-
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for a seven-day week.

Call or write : —

INSPECTOR OF RECRUITING,

Royal Air Force,

4, Henrietta Street, Covent Garden, W.C. 2.

PILOTS AND MECHANICS WANTED.

Lt.-Col. G. L- P. Henderson is returning to London
shortly from Sweden with authority to select two
pilots and two Beardniore engine mechanics and
an Avro rigger, for a Limited Company with a
Government Flyiug Mail contract in actual opera-
tion in North Sweden Pilots must be equally
qualified on boats, seaplanes and land machines,
fully qualified to take charge of all repairs, with
700 hours' minimum experience. Pay ^15 weekly
and touring expinMS extra. — Replies, marked
"Pilot" and "Mechanic," to Col. Henderson, 6,
Cambridge Square, London, W.2, who will deal
with them on his return.

MODELS.

First-Class Model, Petrol-motors and Castings
unique ; interesting. List 3d — Madison Motorics.
Littleover, Derby.

FOR SALE.

SUNBEAM, 150-h.p. 8-cylinder,1 and 225-h.p. ij-
cylinder Aero Engines. Guaranteed as r.ewf for
sale. — Apply, The Cambridge Automobile and En-
gineering Co., Ltd., 21, Hobson Street, Cambridge.

TRANSFERS.— Firms requiring Transfers should
write to the makers.— A. Bird and Co., Latimer
Street, Birmingham.

AVRO Three-Seater, perfect condition ; any trial ;
airworthiness certificates. Reasons for disposal. —
Box No. 4,901, The Akropmne, 61, Carey Street,
W.G2.

]■■'■-'- ■ >'<:■: ■' •'• >ir$§! M?' ..■ .' v •*-3»ifc#%3SB
80-H.P. RENAULT Engines for sale.— Box No
4,904; The • Aeroplane, 61. Carey Street, W.C. 2.

BEARDMORE Engines, 160 h.p., for sale— less
than Disposal Board price. — Box No. 4903, The
Aeroplane, 6r, Carey Street, W.C 2.

TWO 3-seater AVRO machines for sale, splendid
condition ; airworthiness certificate. — Box No. 4902,.
The Aeroplane, 61, Carey Street, W.C. 2.

ROLLS-ROYCE 360-h.p. Eagle VIII engine, No.
4,53a. Perfect condition, very little used ; now
lying at Derby after complete re-conditioning by
the manufacturers. Offers invited. —Apply British
Aerial Transport Company, .Ltd., 38, Conduit
Street,»W.i.

SPORTING SPECIAL MODEL, 4-seater, OAK-
LANDS, for sale; 6'-cylinder, 40 h.p., C.A.V.
lighting, 1916; £650. Trial run at Leyland, Tat-'
nell, and Co., 96, Great Portland Street, W.i. —
Mayfair 6929..

SIDCOT FLYING SUIT and Trousers, fleece-
lined, all practically new.' Best offer secures. —
Douthwaite, 8, Bankfield Road, Nab Wood,
Shipley.

An Invaluable History. A Handsome Volume.

A Great Record of the French Air Force.

L'AERONAUTIQUE PENDANT LA GUERRE MONDIALE

Containing chapters by M. Marchis, Professeur d'Aviation a la Sorbonne, M.
Dumesnii, M. G. Menier, M. le Commandant Brocard, M. le Capitaine de Lavergne,
M. le Colonel Dorand, M. le Commandant Martinot-Lagarde, M. le Colonel Paul
Dhe, M. le Capitaine Toussaint, M. le Commandant Caquot and a host of other
technical experts and leading aeronauts.

The book makes 700 pages of the size 01 The AEROPLANE, and is beauti-
fully illustrated.

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September i, 1920

The Aeroplane

[ESTABLISHED

1799.

SPECIAL WIRE GAUZE

» FOR OIL AND »

PETROL STRAINING

THE

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LTD.

ESTABLISHED 1911.

AEROPLANE CONSTRUCTORS
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™-E!2I£5!S! ™ra"l EASTBOURNE
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iv

The Aeroplane

September i, 1920

If greater success were possible than the recent marvellous

flight of the 35h.p. GREEN ENGINE to

ROME and BACK

it has been achieved by the records made in the

AERIAL DERBY 1920

In the Aerial Derby Handicap, 1919, ONE GREEN
ENGINE competed and won 1st PRIZE.

In the Aerial Derby Handicap, 1920, TWO GREEN
ENGINES competed, with 14 other Entries, and won

1st & 2nd PRIZES

1st in 1909 FOREMOST in 1920

The Green Engine Co., Ld.,
166, Piccadilly, W.l.

Telephones: Gerrard 8165

Richmond 1293.
Telegrams:
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Flying Waters and Slipway

WOOLSTON.

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H M. Admiralty and

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ESTAB. 1912

London Office : —

DONINGTON HOUSE,

NORFOLK ST., STRAND,

Telephone : Central 7770.

Contractors to
H.M. Air Ministry

and Royal National Lifeboat Institution^

ttj •
«0 -

S •

oft.

I:

Originators of circular hull construction.

The longest experience of FLYING BOAT building in this Country — 8 years.
The best speed performance of FLYING BOATS in 1917 — 100 M.P. H.
The best speed performance of FLYING BOATS in 1918— 118 M.P.H.
The best speed performance of FLYING BOATS in 1919 — 147 M.P.H.

Holders of the first commercial Flying Boat Certificate of Airworthiness. Originators of Commercial:
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Printed for The Aeroplane and General Publishing Co., Lid., by Bonner & Co., The Chancery Lane Press, Rolls Passage,
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6i, Carey Street, London, W.C.
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the aeroplane— sept. s. 1920. j fIII!IMICM*l!i^£i::i^:^!«:ii:?!9IIJ!llIfllIIIigllEIIIWIIIIlllMllilfei^a|||||||||||| I SI III Iff 0^

Vol. XIX. No. 10.

SIXPENCE WEEKLY.

[Registered at the G.P.O. 1
L as a Newspaper. J

Arrol-Johnston Cars

THE AERO WIND
SHIELD THAT WAS
PROVED BY WAR.

AUSTER LIMITED
London :

133, Long Acre, W.C.2.

Birmingham :

Crown W lis.. Barford St.

BEARDMORE

AERO
ENGINES

The Original

Non-Poisonous

SEE ADVERT. INSIDE.

Weldless steel tubes for aircraft Construction.

Tube manipulation and presswork.

SEE ADVERT. INSIDE.

THF
PROD U GTS
OF THE
DAY.

EMAILLITE

DOPING SCHEMES FOR AIRCRAFT.

VARNISHES. ENAMEL*, ETC., FOR ALL PURPOSES.

THE BRITISH EMAILLITE CO.,

phone — wil. 2346/7- 5, Hythe Road,

wire— ridleyprkn, London. Willeeden, N.W.IO.

.^lllllllllllllllllllilllllllM

The Aeroplane

September 8, 1920

THE

Policies Issued Iby Underwriting Membzrs o! Lloyd's, the Eigte, Star and British Dominions
Insurance Co., Ltd., and the Excess Insurance Co., Ltd., tor whom the Association acts as Agent.

POLICIES

Cover all Classes ot Aviation Risks throughout the World.

Accidental Damage under all circum-
stances to aircraft of all descriptions, in-
cluding Fire, Burglary, and Theft.

Trust Policies under which Air Trans-
port Companies, Booking and Forwarding
Agents may issue Certificates of Insurance
of Passengers and to Consignors of Cargo.

MINIMUM
RATES.

MAXIMUM
SECURITY.

Accidental Damage by Aircraft

to Property.

Personal Accident to Pilots, Crew,
and Passengers.

Legal Liability to Passengers.
Employers' Liability.
Third Party Risks of all descriptions.
Cargo Risks of all kinds.

Tiospectus forwarded on application.

1, ROYAL EXCHANGE AVENUE, LONDON, E.C.3

Telephone: LONDON WALL 9944.

MILE*

Id.

4

25-Seater Charabanc
saves 10/5 per 100
miles by running on
Shell Motor Spirit!

Messrs. Carey Bros.

Motor Engineers

New Romney, "write :

You will doubtless be pleased to know
that Ave made a test with SHELL
Motor Spirit on a 25-seater Charabanc
over a 100-mile trip, and found the
cost of running on SHELL worked
out at l^d. per mile less than on
another brand of spirit tested over the
same course with the same load.

Now Ready

£1 Is. net.

8HELL MARKETING CO. LTD., Kingsway, London, W.C.2

1S8

THE AEROPLANE
HANDBOOK

Edited by
A. J. 5WIN10N, (Late R E.)

THE AEROPLANE HANDBOOK is intended to
provide a manual for the use of those who are
engaged in the design, manufacture and use of
aircraft.

CONTENTS

AEROPLANE AND AERONAUTICAL INSTRUMENTS. By Captain

A. F. C. Pollard, R.A.F.
STRENGTH CALCULATIONS.

GENERAL THEORY. By John Case, M.A., A.F R.Ae.S.
MATHEMATICS. By John Case, M.A , A.F.R.Ae.S.
HIGH TENSILE STEEL WIRES AND CABLES. By Joseph W.lson,
Dr. R.A.F.

ALLOWANCES FOR BENDING STEEL. By RANDOLPH F. HALL.
THE VIBRATIONS METHOD OF TUNING UP By Ingegnere Carlo

Maurilio Lerici.
AIRCRAFT TESTING.

WIRELESS TELEGRAPHY AS APPLIED TO AIRCRAFT. By R. D.
Bangav.

SPRAY PAINTING, VARNISHING, AND DOPING. By C. L.
DOPE. By A. J. A. Wallace Barr.
PATENTS AND PATENT LAW. By Arthur Hunt.
SPINNING. By GEORGE H BETTINSON.

AIR SPEED INDICATORS— THE PITOT TUBE. By Winslow

Hcrschel.
METEOROLOGY.

GLUE. By Dr George F. Lull, U.S.A.
METRIC CONVERSION TABLES.

TABLES AND DATA (CONVERSION OF DEGREES TO RADIANS).
PERFORMANCE. By JOHN CASE, M.A., A.F.R.Ae S.
A NOTE ON STABILITY. By Captain W. Gordon Aston, A.F.R.Ae.S.,

Burdick.

H.

A.M.I. A.E
PROPELLERS.

By E. P. King, B.Sc. (Eng.), Lond. A M.i.Mech.E-

Ttie AEROPLANE & GENERAL PUBLISHING, Co., Ltd.,

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September 8, 1920

The Aeropiane

469

THE

400 h.p. JUPITER AERO ENGINE.

The Ungeared Jupiter Engin

Ungeared type weighing 698 lbs.
Geared type weighing 805 lbs.

Important patents are incorporated
in these types, and the reduction in
weight per H.P. effected has never
previously been attained in any other
engine. Illustrated and descriptive
details will be sent to those interested.

THE

Bristol Aeroplane Company Ltd.,

Designers and Constructors of
Aircraft and Aero Engines,

Filt^ n

Telegram : — "Aviation " Bristol.
Telephone: — 3<?c6 Bristol.

Bristol.

38, CONDUIT STREET,
LONDON, W.l.

Telephone —
Mayfair,

637.

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The Aeroplane

September 8, 1920

oiv, Record

C. G. Grey, " lAeroplane."

: - *

AERIAL DERBY MEETING.

The "AVRO BABY"

WON

FIRST PRIZE ....
FIRST & SECOND PRIZES -

IN THE ROYAL AERO CLUB HANDICAP.

1919
1920

The "AVRO BABY"

which flew in both the above races was the identical

machine which flew from

LONDON TO TURIN in 91 Hours,

(650 miles on 20 gallons of petrol)

A. V. ROE & CO., LIMITED,

London Office : AVRO WORKS, Experimental Works:

16% Piccadilly, NEWTON HEATH, Hamble,

W.l. MANCHESTER. Southampton.

Telephone: Regent 1900.
Telegrams: "Senalpirt,
Phone."

Telephone: City 8530.
Telegrams : "Triplane," Manchester.

Telephone : Hamble 18.
Telegrams: "Roe," Hamble.

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SEPT. 8,
1920.

THE

EAERQpLANE

The Editorial Offices of "The Aeroplane" are at 175. Piccadilly, London, W.l.
Telegraphic Address: "Aileron, London." Telephone: Gerrard 5407.

Accounts, and all correspondence relating to Publishing and Advertising, should be
sent to the Regis ered Offices of The Aeroplane and General Publishing Co.. Ltd.,
61 Carey Street, London, W.C.2.

Subscription Rates, post free: Home, 3 months, 8s. : 6 months, 16s.; 12 months 32s.
Foreign 3 months, 8s. 9d.; 6 months, 17s. 6d.; 12 months. 35s. Canada, 1 Year, S8.

U.S.A., 1 Year. fi8 50c.

ON AIR POSTS.

VOL. XIX.
No. 10.

Seeing that the Amphibian Aeroplane Competition
which was to have begun on September ist has not as
yet made any progress, "owing to none of the entrants
amphing and only one of them biing up to the present,"
as one frivolous commentator remarked, there is nothing
to report from Martlesham or Felixstowe. Therefore
it seems well to return once more to the subject of Air
Posts.

Few people seem to realise, even in the Aircraft In-
dustry itself, that just at the moment Air Posts are more
important to the future of aviation than anything else.
There are in fact two distinct ways in which Air Posts
are important. Firstly, as a means to an end. Secoadly,
as an end in themselves.

A Means to An End.

Let us first consider Air Posts as a means to an end,
namely, the maintenance and magnification of Great
Britain's command of the Air. It is fairly evident that
if all the overland and oversea mails of the world were
carried by aircraft a very large Aircraft Industry would
be necessary to supply and maintain the machines used
on these multitudinous air lines, even if not a solitary
passenger or parcel were carried besides the mails.
Therefore even the intelligence of an English business
man ought to be able to perceive that the more mails
are carried by aeroplane the better it will be for the Air-
craft Industry, and the predominance of British Aviation.

The corollary to this is that the better the state of
the Aircraft Industry the more capable that Industry
will be of providing better and better aeroplanes and
hydro-aeroplanes for the Royal Air Force. And thus,
the greater the spread of air mail services the. more we
in this country are assured of that Command of the
Air which in the future is going to be much more im-
portant to the integrity of the British Isles (leaving out
the Overseas Dominions, who will have to bear their
own troubles in this respect) than ever the Command of
the Sea has been in the past.

Thus, as a means to an end, which will be of vital
importance in the Great War against the Slavs in ten
or twenty years' time, it behoves everybody to do their
best to push forward the use of Air Posts.

Personal Interests.

It is, however, trying the Englishman rather too high
to expect him to go out of his way to use, and to advo-
cate the use of, Air Posts merely for the sake of pos-
terity in the next war. As a famous Irishman once re-
marked, "What has posterity done for us ? Why should
we trouble about posterity?" Therefore it is perhaps
wiser to emphasise the immediate personal advantages
to be obtained from helping to popularise Air Posts.

The personal interest of the ordinary citizen is involved
in Air Posts simply because if mails can \>e conveyed
more quickly and cheaply by aircraft than by other
methods fas . they can be when properly organised) in-
ternational business can be conducted more quickly and
cheaply and efficiently and so the cost of living can be
reduced.

The personal interest of the people concerned with the

Aircraft Industry is self-evident, for if Air Posts were
in general use all over the world, everybody in the Air-
craft Industry would be busily employed at high wages.

Yet how many people, either in the Aircraft Industry
or out of it, have made any serious effort to spread the
knowledge that Air Posts actually exist on a scale which
is already of serious importance to international com-
merce ?

The Hundred "Best" Newspapers.

Some few weeks ago one made a serious attempt to
interest the business community in the advantages
of using the existing air mail services to and from
Paris, Brussels, and Amsterdam. One hundred of the
leading newspapers in Great Britain were selected for
the experiment. To each of these was sent a copy of
an article which appeared in The Aeroplane, setting
forth what these Air Posts are already doing and how
letters can be sent by air mail. With this was sent a
copy of the weekly list of arrivals at and departures
from Croydon and Cricklewood, just to convince the
editors of those papers that the air mails really do arrive
and depart. And these were accompanied by a covering
letter asking the editors of these papers to deal with the
subject as they thought best in the interests of British
commerce.

About fifty of these papers were trade and technical
journals selected from the membership of the British
Association of Trade and Technical Journals, the other
fifty were selected from among the leading daily and
weekly papers in London and the Provinces. Of these
hundred newspapers, so far as one has been able to dis-
cover, only four responded to the appeal.

The Daily Express published a short note on the sub-
ject. The Financial News mentioned the matter in its
motoring notes, though one would rather have con-
sidered that international air mails were more concerned
with high finance. The Sphere has published a most
instructive and striking full-page picture by Mr. G. H.
Davis, illustrating the working of the air mail lines.
And the Draper's Record was so keenly interested as to
publish a long article on the advantages of air mails
to its own particular trade.

It is worthy of note that each of those papers is re-
markable for its enterprise and initiative in its own line
of business. The interest displayed by these papers in
this subject and the neglect of their competitors to deal
with it gives one soiue idea of the relative mentalities
of our newspaper editors.

It is possible that some of the other ninety-six papers,
each considered to be of importance in its own way, may
have displayed similar intelligence. If so, one would
be very glad to see what they had to say on the subject.

But it appears to be the lamentable truth that the great
majority of the editors of those hundred leading British
newspapers were mentally incapable of appreciating the
value of Air Posts to the development of British commerce,
or the value to the British Empire of a Command of the
Air, both militant and commercial, analogous to the
Command of the Sea which we hold for the time being.

4/2

The Aeroplane

September 8, 1920

The attitude of the typical newspaper editor may be
gauged by the fact that one writer_pn aeronautical sub-
jects'iu an important paper, to whom one appealed per-
sonally for help in this campaign, replied that he feared
that his paper would not touch the subject as it had
already-been handled by another paper. That is to say,
if a paper cannot put up a "stunt" itself it will not
touch a subject, no matter what its national importance
may be.

As Things Might Be.

It does not require a very brilliant imagination to see
the effect which would be produced if fifty of our leading
newspapers and fifty of our leading trade and technical
papers embarked on a serious campaign to induce their
readers to use the Continental Air Posts. The article in
the Draper's Record summed up the present situation
by saying that out of ten English business men five do
not know that air mails exist, four regard them as an
experiment or an advertising stunt, and the other one
is quietly stealing a march on his competitors by using
the air mails regularly.

In proof whereof one may mention the fact that a friend
in the London, Liverpool and Globe Insurance Co.,
which firm does a big Continental business, said recently
that his people use the Continental air mails regularly
and save several days in every week's correspondence
by so doing. Perhaps the L.L. and G.I. Co. may not
thank one for thus giving away one of the reasons for
its success, but one does so in the interests of aviation
and not of its competitors.

Now if the 100 leading papers aforesaid all combined
to impress on their readers the commercial and personal
advantages to be gained by using the Continental _Air
Posts it is absolutely certain that in a very few months
all letters to the Continent would go by aeroplane. For
as soon as the ordinary business man realised that his
competitors were securing an advantage over ,him by
using the air mails, he would go and do likewise. And
the result would be a general speeding-up of Continental
business, much to the advantage of British Commerce,
and incidentally to the advantage of those editors who
are too obtuse to realise the fact.

The Fly in the Ointment.

But there is, of course, a fly in the ointment. One has given
one instance of a firm which has found the regular use of
the Air Posts very much to its advantage. Unfortunately
people are apt to be influenced by first impressions, and it
is not everybody who will go on using the air mails regularly
if their first attempt is a failure. A case in point is of interest.

On Aug. 10th there appeared in the Morning Post a letter
from Mr. E. M. Rodoconachi, of the famous house in Old
Broad Street, advocating the revival of the' night mail train
and boat to Paris. One ventured to write to Mr. Rodoconachi
and suggest that if he posted his late letters to Paris by the
last post they would go by the 9.30 aeroplane next morning
and would be delivered in Paris that afternoon, which was at
least as quick as any night mail train service would get them
delivered.

Mr. Rodoconachi wrote back on Aug. 16th saying that he
had tried this method on the 12th and 13th, and that "the
letters did not reach their destination in Paris during business
hours the next day after posting." Reference to the Croydon
time-table showed that on both the 13th and 14th the 09.30
aeroplanes reached Paris by 13.00 hours (1 p.m.) and therefore
there was no reason why the letters should not have been
delivered during business hours." The only possible explana-
tion of the delay, therefore, was the carelessness — or the
hostility to air mails- — of the French Post Office.

Ancient Precedents.

Therefore one wrote to Mr. Rodoconachi pointing out these
facts and also reminding him, in case he might feel pre-
judiced against air mails in future, that when the Post Office
began running night mails by motor vans from London to
Brighton there was quite an outcry against the occasional
delays which occurred through breakdowns of the mail vans
preventing letters which ought to have been delivered by the
first post from being delivered till late at night or even till
next day. Yet to-day all short-distance mail work is done
by motor vans. And even now several times each year every
motor mail service is held up by fog or snow, yet nobody
objects and probably nobody even notices the delay.

One believes that in the early days of railways people
actually protested against committing Her Majesty's Mails to
the care of these stinking, erratic, fire-throwing monsters
instead of to the safe and reliable horse coach. Those people
were more justified in their disbelief in steam-engines than
are those justified who disbelieve in the reliability of air mails.

liowever, it is satisfactory to note that on Aug. 23rd Mr.
Rodoconachi wrote again saying that "a letter posted on the
16th Aug. was delivered at about 4 p.m. on the 17th" in
Paris.

Those Blue Labels.

Incidentally he stated that his staff had applied at Thread-
needle Street Head Post Office for the blue "Air Mail" labels
— whose issue was notified by the Postmaster General on
Aug. 17th — but were informed that they had none yet, though
they were "expecting them." That, be it noted, was a week
after the issue was announced.

Even now, more than a fortnight later one can only obtain
these labels at some post-offices by demanding that the par-
ticular counter-hand concerned shall go and look for them.
The staffs at the post-offices seem either very badly informed
or singularly unintelligent on the subject of air mails. Still,
after all, one can hardly expect a girl in aT post-office to be
more intelligent than the editors of most of our Hundred Best
Newspapers.

The French Post Office Again.

Another complaint of delays in Paris came from Mr. E.
Neele, of Moorgate Street, who pointed out — against the air
mail — that letters posted in the ordinary way up to midday in
London go by the 16.55 train from Victoria, arrive in Paris
05.00 next morning, and are delivered in Paris at 08.15, only
three hours or so later. He said further, in a letter of Aug.
21st, that on each occasion when he had tested the 09.30 air
service from London the letter has been delivered after ordin-
ary business hours in Paris.

Also he added that the mail via le Havre, leaving Waterloo
at 20.30 (posting in the City up to 17.30) reaches Paris shortly
after midday and is delivered at 17.45 (545 P-m,)- Against
this one would mention that one crossed by this route just
before Christmas last and again in March last. The first time
the boat was an hour late and we did not arrive in Paris,
owing to further delays on the railway, till 19.00 {7 p.m.).
The next time, owing to bad weather, the boat did not leave
Southampton till 05.15 the next morning, when it should have
left at 23.00 hours the same night, and we did not arrive in
Paris till 23.00 hours the following night, 27 hours after
leaving London. On each of these days the mail aeroplanes
left London and arrived in Paris on time. So one has not
much fear of competition from the Southampton-Le Havre
route.

A Sound Suggestion.

Mr. Neele makes the very sensible suggestion that there
should be an air mail service which would allow of posting
at the G.P.O. up to 10.30, leaving Croydon about midday,
arriving in Paris about 14.30 or 15.00 hours so that letters
could be delivered in Paris (by express if necessary) before
18.30 (6.30 p.m.) when the offices shut. He adds that before
the war letters could be posted at the railway station in the
morning and delivered in Paris the same evening.

Surely the Air Posts should be able to do so much as that.
Something of the sort will be necessary during the next few
weeks. When the days grow shorter and we revert to Green-
wich time it will be necessary to knock off the 16.30 service
in each direction, as it is not yet possible to fly with certainty
in the dark.

Then the 09.30 mail machine can take the previous night's
London mails, and the 12.00 machine can take early London
letters and late letters from the Provinces. The sooner this
re-arrangement of time-table is announced the better.

A Personal Test.

By way of fixing definitely the responsibility for these delays
which do so much to harm the development of Air Posts, one
wrote two test letters to that eminent publicist M. Roche
d'Estrez, editor of the leading French aviation paper L'Air.
One letter was posted late on Aug. 23rd, marked "Air Mail"
and stamped accordingly. The other was posted in the
ordinary way on the morning of Aug. 24th.

The former left Croydon by the 09.30 mail machine on Aug.
24th and arrived in Paris by about 13.00 hours. The other left
London by the mail train leaving London at 16.55 hours, and
arrived in Paris some time in the early morning of Aug. 25th.
Both letters were delivered together to Mr. Roche d'Estrez
in his office in the rue de ITsly at 08.15 on the morning of
the 25th.

If is not surprising that M. Roche d'Estrez replied, "Those
who have not confidence in the aerial postal service have
unhappily reason for their mistrust. You may depend upon
me, on my side, to protest against such facts, which do grave
damage to the commercial development of aviation."

The President of the Editorial Committee of L'Air is_M.

September 8, 1920

The Aeroplane

473

Laurent d'Eynac, Member of the Chamber of Deputies and
Vice-President of the Aviation Group in the French Parlia-
ment. It is_to be hoped that he and M. Roche d'PIstrez will
bring this slackness — or hostility — of the French Post Office
-to the notice of M. Flandin, the keen and energetic Under
Secretary for Air in the French Government.

A Matter of Policy.

It is to be hoped that on .this side Sir Frederick Sykes, as
Controller-General of Civil Aviation, will take the matter up
through the Foreign Office and will ledge an official complaint
against the French Post Office.

it would be well also if the Society of British Aircraft Con-
structors would take action in the matter, both by way of an
official complaint to the Air Ministry and by way of a fraternal

communication to the French Aircraft Manufacturers' Associa-
tion, who can bring considerable pressure to bear on the
French Government. It is directly in the interests of both
French and British aircraft constructors that the French Post
Office should be brought to book.

if only the Air Posts can be run with reasonable efficiency
during the next year or two, and if only British business men
can be taught that they can save time, and consequently
money, by using air mail services, then not only will there be
a vast increase in the number of aeroplanes used on the lines
between London and the Continent, but there will be a still
greater demand for aeroplanes to lie used in Air Posts all over
'the world. And so prosperity may return to the Aircraft
Industry.— C. G. G.

ON AIR LINES.

There is no getting away from the fact that the public is
not using the Air Lines as it should, or even as it was expected
to do. It is true that the average nun her of weekly machines
to and from the Continent is about 12c and the average num-
ber of passengers is 250, but good as this appears to be, it is
not good enough. Why, then, are the public not using the
lines as they should ?

There are three main reasons, all of which go to account
for this. They are : (a) fear of the air, (b) lack of advertise-
ment, (c) high prices. All of these v. orking in with one
another absolutely prevent the ordinary citizen from making
use of the air as a method of transport, or shall we saj making
the man in the street the man in the air.

How is one, first of all, to eradicate the fear of the air from
the people who have got to use the air ? The simplest method
seems to be to " get at " him through points (b) and (c). The
surest way to " get at " any Englishman is through his pocket.
If one can reduce the fares on air lines to less than those of
the corresponding ground routes (and this is possible, laugh
as you will, O average pioneer of primitive air-lines ! j, and one
will then force the average English citizen into the ail for the
sake of economy. And economy has forced many people- to
do very much more uncomfortable things than fly.

One is told that the average traffic to Paris by earth in
normal times is really very small. Perhaps it is. But if the
journey to Paris is as short (in time) and as cheap as that,
say, to Southampton, then the traffic will increase accordingly.
Look at the number of people who go to Brighton and East-
bourne for week-ends or to lunch on Sunday. If they could
go to Paris for lunch in the same time, for the same price,
in the same comfort, is it not very likely that they would go
in the same quantities ?

Then there is the question of advertisement. Nothing prob-
ably breeds familiarity like advertisement. How many air
lines at the present time advertise to any extent ? A few stray
advertisements appear in the_ daily and technic: 1 Press from
time to time, but what there are are totally inadequate. To
see this, one has only to spend a few minutes in an aerial
booking agency. Watch the astonishn ent of inquirers when
they are informed that three services leave daily for the
foreign capitals at definite times, and that the passengers sit
in nice comfortable cabins and do not have to wear special
clothing. Sometimes passengers even think they are meta-
phorically having their legs pulled, and after a good laugh
want to be told the worst at once.

To make air lines pay at the present moment advertisements
of these should be everywhere. Selfridge's, the Daily Mail,
and other successful business concerns'only reached their posi-
tion through thoroughly understanding the art of advertising

and not being afraid of spending money on this vital branch of
business. Several London hoardings should be plastered with
air-line facts, every London and provincial news-sheet should
blazon the fact that " 47 generals and 9 admirals travelled by
our air line last week." Prominent advertisements should be
displayed in these giving accurate information about machines
and times of running for the benefit of the man who wishes
tc know, for, strange as some people think it, it is to the
papers that people turn and expect to find accurate, detail in-
formation. If it is displayed in the foreign, papers that "the
Sky-Scooter Air Line is the line for gentlemen," when the
man from abroad comes to England he will travel by the
Sky-Scooter Air Line because it does not occur to him to
travel by any other route.

Similarly if he reads continually that the "Parachute Book-
ing Office is the place where everybody who is anybody books
air passages" he will sub-consciously go there to book, as the
name of no other office occurs to him.

There is a vast fortune in store for someone who runs an
aii line as cheaply as, or cheaper than, ground transport, and
who is willing to allot a very large sum to advertisement.
For the first year money will be lost, but after that it will pay
its way until finally it will bring in millions to the far-seeing
board of directors who have the courage to start on these
lines. - _

Another point which is all involved in the same question is
with regard to uniforms for the Civil Air Service. Flere, again,
the scoffing and omniscient will guffaw. But the Mercantile
Marine all wear uniform closely resembling the uniform of the
Royal Navy-. Why, therefore, should not the personnel of an air
line wear a uniform resembling that of the Royal Ait Force ?
Smartness in machines and personnel very naturalh increases
the confidence of air travellers, and the whole appearance of
an aerodrome is changed when the personnel walk smartly
about in uniform. One has only to recall one's Service days,
even in the latter parts of the war, to realise this truth.

This possibly will not appeal to the old hardened Service
dodger who revels in answering back and accuses the. pilots
of having .cold feet because they refuse to take off with a joy-
stick with nine inches play.

One is told that one of the foremost air lines is already dis-
cussing this question with the Air Ministry. If this is so, one
wishes them the best of luck and offers them congratulations
foi looking so far ahead. — 0- V.

THE AIR MINISTRY COMPETITION.

The progress of the Air Ministry Aeroplane Competition
(Amphibian Section) to Sept. 8th is as follows : —

ONE RESULT OF SUBSIDISING. —
The Terminal Aerodrome of the Nice=
Avignon Aerial Mail Line at Nice. The
photograph shows the extremely bad
state of the landing ground and the
lack of adequate shed accommodation.
In the centre is an antiquated war
machine, which waddled oil the ground
without passengers or cargo, and flew
to Avignon merely to qualify for the
French Government subsidy.

474

The Aeroplane

September 8, 1920

NAVAL AND MILITARY AERONAUTICS.

[R.A.F. Appointments and Personal Notices will be found on
p. 502.]

MILITARY

War Office Communiques

Aug. 31st. — North of Baghdad the country is becoming more dis-
turbed. Our aeroplanes scattered a body of tribesmen near Beled,
and Sainarra (respectively 50 and 70 miles from Baghdad) itself is
said to be invested.

Sept. 1st. — No reports of fresh incidents have been received from
Mesopotamia to-day. . . . Aeroplane reconnaissances are made
periodically, and messages transmitted by the garrison by means of
panel signalling. These indicate that all is well

Sept. 2nd. — The Muntafik Arabs, to whom political catchwords failed
to appeal, have been roused by active preaching of a Jehad on the
part of lanatics from Nejef and Kerbela (the Holy Places of the
Shiahs) ; the leading Sheikh in the district, despite his unwavering
friendship for us, has been unable to hold his men back, and the
withdrawal of the British political officers at the last moment by
air alone saved them from being murdered. . . .

North of Baghdad, Samarra was attacked by insurgents irom 2 a.m.
till 12.30 p.m'. on the 29th; the ferry was captured, but retaken by
our local levies. By the 30th, however, the tribesmen had dispersed,
and aeroplanes reported no hostile movement to be seen.

Sept. 3rd. — North-west Persia. — On Aug. 30th aeroplane reconnaissance
could discover no movements of troops or transport between Surmiru,
Kesht, and Enzeli, nor any signs of iroops in camp at Resht.

The following communique was issued on Sept. %th : —

Sept. 1st. — I,ower Euphrates. — We carried out an air raid on con-
centrations in the neighbourhood of Samawah with effective results
The machines were heavily fired on.

Kirkuk Area. — Rowanduz is reported to have been attacked on August
30th. Our aerial reconnaissances ou August 31st saw no movement
there.

Sept. 6th. — On Sept. 3rd, north of Baghdad a train which attempted
to reach Beled from Samarra was fired on and compelled to turn
back. Samarra itself is quiet and" aeroplanes report the country clear
of hostile bauds.

Air Raids in the Near East.

It was reported on Aug. 30th from Headquarters, the
North Persian Force, that the bombing raids on the Lower
Euphrates and at Baknba continue

On Aug. 30th British aeroplanes again made a bombing
raid upon the shipping in Enzeli Harbour.

AIR FORCE.

The R.N.A.S. and R.A.F. Felixstowe Dinner.

A Reunion Dinner will be held- in the near future in Lon-
don, open to all ranks, past and present, of the Felixstowe
Air Station. Will all members interested kindly communicate
with the Hon. Secretary, W. Kitson, 22, Manor Terrace,
Felixstowe. '

Missing Officers.

The following notice has been forwarded for publication : —
To all officers, chaplains and non-commissioned officers of
the R.A.F.

Information urgently desired as to the number of the Squad-
ron who sent a flight-serjeant and lorry to fetch the bodies
of two flying officers from a dressing station known as
"Smith's Farm," on the road between Corbie and Vaux-sur-
Somme, on May 18th, 1918. These officers belonged to the
57th Squadron, and orders to fetch them were probably issued
from H.Q. of the 9th Brigade, R.A.F.

Identification labels were missing and receipt given by the -
flight-serjeant was lost in action. These officers were probably
buried behind the lines as "Flying Officers Unknown." In-
formation as to the Squadron who sent lorry, or a? to identity
of flight-serjeant who fetched bodies, or chaplain who buried
them, is urgently desired in order to trace place of burial.
Such information to be sent to Messrs. Guedella and Jacobson,
Winchester House, Old Broad Street, London, E.C.2.

It is stated that the missing officers are Capt. F. L-
Mond and Lieut. Martvn.

IRELAND.
The Raid on Baldonnel Aerodrome.

A correspondent of The Aeroplane in Ireland writes : —

Sinn Feiners have succeeded in one of the most daring
qud important coups yet attempted, apparently without dis-

turbing the guard. A Sinn Fein raid party broke into the
R.A.F. headquarters at Baldonnel, near Dublin, during the
night of Aug. 28th, and, rifling a safe, secured a large num-
ber of secret military documents, including the Army code
and cypher. Among other papers stolen were operation
orders relating to the joint working of the Army, Navy and
Air Force and the R.l.C. The words, "Thank you.I.R.A.,"
were found written ou one of the robbed files. — Erin.

Other accounts state that the captured papers included a
scheme for the defence of Ireland, plans for the lighting of
aerodromes during night flying, and plans of the aerodromes
under construction in Ireland. A number of revolvers and
field glasses and a quantity of ammunition was also taken.
A court of inquiry was held on Sept. 2nd, but the proceedings
were not made public.

Group Captain Ian M. Bonham-Carter is commanding at
Baldonnel.

A Fatal Accident

One is- requested to state that Major Harry Francis Chads,
M.C., late Adjutant of the Border Regiment, who was killed
in an aeroplane accident at Castlebar on Aug. 25th, was not
on a pleasuie flight, but was returning from Dublin, where he
had been ordered on duty. He was not about to pioceed on
leave, nor was he engaged to be married.

CHINA.

It is stated by a correspondent in China that the aero-
nautical department .of the Chinese Government at Pekin
is asking for pilots, either British or American. The salary
offered is 500 dollars a month, with accommodation on arrival,
free passage to China and insurance while there.

Affairs in China are a trifle involved as regards aviation,
owing to the fact that various General Officers Commanding,
Chinese Armies, appear to hold the Chinese Government
under their control from time to time. Consequently the
Chinese Air Force and pilots working therewith may possibly
be under the command at one time of a general whose head-
quarters the}' were sedulously endeavouring to bomb a few
weeks earlier.

Nevertheless, the true soldier is not really interested in
the cause for which he is fighting so much as in the technical
duties of a soldier, so that doubtless those appointments in
China would be quite worth the attention of pilots who are
fond of flying and are not tired of. war.

Probably detailed information on the subject can be ob-
tained at the Chinese Embassv, at 49, Portland Place, Lon-
don, W.i.

FRANCE.

An Aeronautical Headquarters Staff.

It has now been decided that Military Aeronautics is to
follow the example of Cavalry, Artillery, Infantry and the
Engineers, and will have a General Staff of its own. (This
will include an administrative staff.)

Personnel for these etat-majors will be drawn from the
following sources : — ■

(i.) Officers drawn from the general staff of the Army
Corps.

(ii.) Commissioned professors or instructors- from military
schools, who will be seconded to these establishments.

(iii.) Officers already borne on the cadre of the etats-majors,
schools, establishments and services of military aero-
nautics. 4 ,

(iv.) Officers seconded from l'administration centrale de la
guerre.

(v.) Administrative officers drawn from the aeronautical arm
or from batteries belonging to that arm.

SERVICE AVIATION IN CHINA.—
Herewith are shown several Chinese
officer^pupils at the Military Aviation
School at Peking. The machine is an
Avro sold to the Chinese Government
by the Chinese Branch of Vickers Ltd.
Pilot is the chief instructor at the school,
Capt. Patteson, R.A.F.

September 8, 1920

The

Aeroplane

471

s

THE

ODW1

[ AVIATION ^» ENGINEERING C9 LTP \

Predominant in War —

— Prominent

THE ANTELOPE.

in

p

eace

SOPWITH AEROPLANES
embody an experience in
aircraft of all types second to
none.

The three Sopwith Civil
Flying Machines — Antelope,
Gnu, and Dove— render, each
in its particular class, the
highest possible performance,
compatible with great strength,
durability, and wide speed
latitude.

Whatever the purpose be,
a Sopwith can do it the best.

Registered Offices and Works :

KINGSTON-ON-THAMES

Telephone: Kingston 1988 (8 lines).
Telegrams: "Sopwith, Kingston."

London Offices :

65, SOUTH MOLTON ST.

Telephone: Mayialr 6803-4-5, Jfl J
Telegrams 1 " Bfflconomy, Phone, London."

Agents for Australasia: THE LARKIN-SOPWITH AVIATION CO. OP AUSTRALASIA. LTD., 18, GURNBR
STREET, ST. KILDA, MELBOURNE ; also ABERDEEN HOUSE, 94, KING STREET, MEL-
BOURNE ; and LONDON BANK CHAMBERS, Corner of PITT and MOORE STREETS, SYDNEY.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

476

The Aeropiane

September 8, 1920

A Curious Accident.

On Sept. 6th an aeroplane piloted by Quarter-Master Rene
d'Espieunes which was flying low over Montrouge fell into a
school playground while the children were playing there.
Four children were killed and a fifth child and the pilot
were seriously injured.

GERMANY.

The Danish correspondent of The Aeroplane writes : —
Hope Springs Eternal.

Flugsport of Sept. ist contains an advertisement reading,
in translation, as follows : —

"When taken prisoner during a bombing flight on July 28th,
19:18, at Mossingen Wood, North-West Oberndorf, in Wiirt-
temberg, worthless things, yet of value to me, such as pilot's
certificate, photo, leather helmet, goggles, etc., were taken
away from me by a 'non-ordered' pilot (wrong translation for
non-commissioned?) who forced me to land and flew a
Albatros D.III. I shall be grateful to Persons who can assist
me in recovering my things. — Mr. Frank E. Nash, 52, Leem-
ing Street, Mansfield, Nottinghamshire (England). Flugsport
forwards correspondence ' '

GREECE.

Official Communique.

The Greek Legation in London received on Aug. 3 ist the following
official commuique from Greek Array Headquarters at Smyrna 011
the operations of Aug. 30th :

On occupying the aerodrome of Ouchak we found the remains of
a burnt aeroplane and a large quantity of aviation material.

ITALY.

The Italian correspondent of The AerO!'t,ane writes : —
The Arrival of L.61.

On Aug. 21st L.61 passed here on her way from Fried-
richshafen to Rome flying very low and looking very deadly,
nearly jet black in spite of a clear evening sunshine. Her
journey over the Spluga Pass and via Como, Milan, Genoa
and the west sea coast to Ciampino, took from 17.00 o'clock
to 02.00 o'clock, she being, incidentally, the first airship to
cross the Higher Alps. The vessel has been renamed Italia,
and is attached to the Navy. The German Commander, Hans
Flemming, and the Second-in-Command, Peter Fugwersen,
are reported as saying that only one Zeppelin was employed
in offensive operations against Italy; the one, then, for evi-
dent reasons, called an aeroplane, which did such havoc at
Naples en route for Rome, and was brought down in flames
on attempting to repeat the strafe the next night on leaving
the Albanian coast. The German navigating crew of L.61
was 19 men, and only three or four Italian officers and
officials travelled in the vessel. As is known, L.61 was built
in 1917, is 196 metres long, has four nacelles, and five 240 h.p.
engines, and operated over France. — T. s. h.

LITHUANIA.

The Polish War.

-It is semi-officially announced that during the fighting be-
tween the Poles arid the Lithuanian troops on the Grodno-
Suwakki front at the beginning of this month, which re-
sulted in the retirement of the former, Lithuanian aero-
planes made several reconnaissance flights.

POLAND.

There is considerable activity at Mokotow Aerodrome, near
Warsaw. The Polish War has brought about a curious frater-
nisation of machines. Caudrons, Spads, Breguets, Bristols,
Sopwiths, Fokkers and Albatroses, are to-day operating
side by side against the common enemy.

As the result of strenuous efforts Poland has been able to
accumulate an air force of considerable power.

SOUTH AMERICA.

The Argentine correspondent of The AEROriAisE writes : —

Development of Military and Naval Aviation
in S. America.

The South American countries are showing a growing in-
terest in aviation in these days. The position of the Argen-
tine military flying school was described in a previous article.
Brazil, Chile, and Uruguay and the other nations are rapidly
enlarging their flying centres, and including fresh materials in
their military schools, or creating others in various parts of
the country.

A cable has arrived bringing news of these activities, and
the last mail to arrive has given detailed information in this
respect.

Brazil.

This country has just acquired from France a squadron of
thirty machines, composed of fighters, bombers, and recon-
naissance aeroplanes, all Breguets and Spads.

In July, 1920, the Military Aviation School of Brazil, founded
on July 10th, 1919, possessed thirty Nieuports of 150, 180, and
280 h.p. Notwithstanding the short time that has elapsed,

the school, which is situated in the country district of Dos
Affonsos, distant about 25 kilometres from Rio de Janeiro, has
ceitainly attained importance. The school is carried out under
the technical supervision of Colonel Magnin, of the French
Army, Captains Lafay and Verdier, and Lieuts. Bnisson and
Dorsan, besides six mechanics. Th'e first three named in-
struct in flying, and the other two in photography and mecha-
nics respectively.

The programme of instruction comprises : Theory and
practice of flight, direction finding, observation,, bomb-
diopping, photography, cross country, and assembling and
dismantling machines and motors.

The aerodrome in which the school is situated is ten square
-kilometres in extent, and possesses nine hangars 50 metres by
30 metres each, built of reinforced concrete. There are no
w orkshops yet, but in the yards of the Costeira National
Navigation Co. an aeroplane has recently been constructed,
under the guidance of Captain Lafay, and it has given good
results on its trials. All the material used ortthis machine —
except the motor — have been products of the country.

There is already a school of naval aviation, which functions
on the island of Enxadas, inside- the bay of Gusuabara. Its
complement consists of 20 hydroaeroplanes, Curtiss, Ansaldo^
Macchi, Isotta Fraschini, and a TIandley Page. It has ac-
quired besides 20 Biistols, which will be embarkej soon from
London.

To-day Brazil has fifteen qualified officer pilots, who have
teen passed in the school as instructors for the new machines
bought in France. Fifteen others have commenced their
course of instruction, and three pilots from Uruguay have
got their ''brevets" in this school.

The interest of the Brazilian Government in the new arm
can well be understood from the following paragraphs of the
last presidential message : —

"For the programme of 1920-21 it becomes necessary to
acquire a fighting squadron to be stationed at Rio Grande del
Sur, and four reconnaissance squadrons, so that there will
only be left to obtain in 1922 two more fighting squadrons
and two more bombers."

Referring to the naval air service, he said :-~

"Notwithstanding the cost of this service, it is without
doubt destined to have extraordinary expansion, and it will
be an advantage to increase it soon, in order to have aviation
bases at fixed points along the coast."

Chile.

Aviation in Chile finds itself frankly progressive. The prin-
cipal school is situated in Lo Espejo, 50 kilometres from San-
tiago. It actually possesses thirty new Bristols and Avros,
besides other types less modern. It has a select nucleus of
military aviators, who are making themselves familiar with
the new types of machines, under English instructors. The
Government has already sent some of these to Europe to re-
ceive higher instruction, among them being Captain Armando
Cortinez, who has twice crossed the Andes. The navy also
has its school situated in the neighbourhood of Valparaiso,
where there are twenty new types of hydroplanes, received
from England last year.

Uruguay.

This country also believes in pushing forward this - new
arm J?y obtaining a considerable number of machines. The
military aerodrome is at Paso de Mendoza, a few kilometres
from Montevideo, in a huge field very suitable for the purpose,
with several hangars. — Dt/msvikai,.

UNITED STATES OF AMERICA.
A Lawn Tennis Disaster.

" During the contest for the lawn tennis championship of the
United States of America at New York two aviators
who were watching the contest from an aeroplane were killed
by their machine falling to the ground. Engine trouble was
the^cause of the accident. The aviators were Lieut. Grier,
U.S.N. , and Serjt. Saxe, U.S.A. They had been taking aerial
photographs of the game.

AERIAL PHOTOGRAPHY.

Aerofilms Limited, the London Aeiodrome, Ltd., have been
honoured by the receipt of the following letter.

Buckingham Palace,

Aug. 29th, 1920.

Dear Sir,—

H.R.H. the Duke of York desires ine to thank you for the
aerial photograph of Windsor Castle which has been received,
and with which he is very greatly pleased.

His Royal Highness considers it a most -excellent piece of
work and greatly appreciates your kindness in having pre-
sented it to him.

Yours faithfully,

(Signed) J. G. Stuart,

Equerry.

September 8, 1920 The Aeroplane 477

45O H P AEROENGINE

"T^HE following Press comments on the
performances of the Westland and
Handley Page Aeroplanes — the only two
with Napier Engines competing in the
Government Aircraft Trials at Martlesham
— show some of the advantages of fitting
the Napier Aero Engine.

'* This is
for the

a record
meeting."

Times, 23/8/20.

( A&Ho.

T^'°te<* by ,r '
accon,"-;. Mai,

An excellent performance was put up by Mr.
A* S. Keep with his Westland Limousine, engined by
a powerful 400 Napier Lion, and built by Messrs.
Petters Ltd. Tn the high-speed and "low-speed com-
I petition, iD which machines are required to be eap-
( able of flying .level with full load at or above 100
miles per hour, and at or below 45 miles per hour
at ground level, Mr. Keep reached the high 6poed
of 117.7 miles rer hour, this being easily the best
that has been done durins the trials. T

jhnot

trie

pier

" Easily the best that
has b;en done during
trials."

Daily Telegraph, 1618/20

»" trou

„ent ^.g" fane

Per

^^^^^^

Van

°1V ^ To o° 8 ' -
ia as^ed W plug
*'a' -- dean 3 A be

.rVl

for

' Figures
econo my

the fuel
test are
superior to her rivals."

Daily Telegraph, 2318/20.

'tnatic
proud o1

fitvn

■

pre

af!i?^li J— '"I Ij'tbXWest- (

f k„ „ ~T" ~" "^'ififlf' Ktsfor small machines,
' 5 i- u mi,iI^o«r- A remarkable feature
of. tho flight was that the machine flew the one-,
Ea>te speed eouras practically uncontroUed. This per-
iformance now gives a lead to the Handley-Page !

u , for the bi8 money prize, as
ji£ rivai?' m economy test aae superior to

The Napier went through
all the tests without giving
the slightest trouble.''

Aeroplane, 26/8/20.

d. The Proved best for Commercial

Purposes reliable, speedy and

economical. Call at our showrooms
and inspect one of these engines.

Full particulars an application.

D. NAPIER <S SON, LTD.,

14, New Burlington Street, W.i.
Works - - Acton, London, W.3.

iiimiiiiiiiiiiniiiiimiimiiiiiiiiiiniiiiiiiiiimiiii

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4/8

The Aeroplane

September 8, 1920

A.W. F. K. 8

ENGINE

BEARDMORE 160 h.p.

Immediate Delivery

Ex Depot

£500

NORTH SEA FLYER

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In an A. W.F.K.8 2-seater
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merit

The Aircraft Disposal Co.

Ltd.

Managing Agents : HANDLEY PAGE Ltd.

Telegrams :

"AIRDISCO,

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Regent House
KINGSWAY
LONDON

Telephone :
Regent 5621
(3 1 nes)

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Supplement to The Aeroplane, September 8th, 1920.

479
K

SUPPLEMENT TO "THE AEROPLANE"

INCORPORATING AIRCBAFT ENGINEERING, AERODYNAMICS, AIRCRAFT FINANCE AND COMMERCIAL AERONAUTICS
AND MATTERS PERTAINING TO THE AERONAUTICAL ENGINEER AND THE AIRCRAFT TRADER.

THE WEEKLY

The Presidential Address to the Engineering Section
of the British Association at their recent meeting- at
Cardiff, delivered by Professor C. F. Jenkin and published
in abstract below, is of considerable interest to all aero-
nautical engineers.

Practical engineers are apt to possess an expansive
contempt for the knowledge possessed by all those who
are styled professors, and it is always encouraging to
discover the professors confessing themselves aware of the
limitations to their own knowledge.

This, unfortunately, is a confession very infrequently
made by the engineer himself.

COMMENTARY.

The second of the series of articles on the History of
Aircraft Wireless appears in this issue and deals with
the earlier period of the war.

Some hitherto undescribed D.F.W. aircraft are illus-
trated and commented upon by Mr. Hildesheim in the
pages which follow.

A note on China as a market for British aircraft appears
on page 492, and should be of interest to all who desire
to sell aircraft.

ENGINEERING MATERIALS IN THE LIGHT OF AIRCRAFT

EXPERIENCE.

The presidential address to the Engineering Section of the
British Association meeting at Cardiff, delivered by Pro-
fessor C. F.- Jenkin, and dealing with "The Strength and
Suitability of Engineering Materials," is of particular in-
terest to aeronautical engineers in view of Professor Jenkin 's
work on the strength of aircraft materials during the war,
and because in its matter it is entirely based on the results
of aircraft experience.

In opening his address Professor Jenkin said —

"It has been very remarkable how again and again in
aeroplane engineering the problems to be" solved have raised
fundamental questions on the strength and properties of
materials which had never been adequately solved. Some
of these problems related to what may be termed theory,
and some related to the physical properties of materials."
The Strength of Timber.

Dealing first with timber — one of the oldest of construc-
tional materials and of prime importance in aeronautical
work, Professor Jenkin points out that it is "anisotropric,"
and that the grain may be used to locate three principal
axes — along the grain, radially across the grain, and tan-
gentially across the grain— -and that its strength along these
axes varies enormously.

Engineering strength calculations are all based on the
assumption of a uniform material, having a uniform strength
along any axis, and there is no theory in a form available
for engineering calculations which deals accurately with such
a material as timber.

No ordinary engineering formulas will give reliable
figures for the strength of timber members wherein the
grain_ is oblique, and as trees never grow straight, the grain
invariably is oblique in some part or another, to some extent.

Theory would indicate that if a stress is applied obliquely
across, the grain of timber, failure will occur as soon as any
one of the_ components of that stress resolved along the
three _ principal axes exceeds the strength along that axis.
This is confirmed by experiment, with the exception that for
very small degrees of obliquity the decrease in strength is
considerably greater than the theory would indicate.

Plywood Difficulties.

Another example is that of the strength of plywood, where-
in, owing to the crossing of the grain in the component sheets,
the strength is roughly the same along and across the plank.
But owing to the fact that the trunks from which the veneer
sheets are cut taper, the grain is usually oblique through
the sheet, and it results that one cannot rely on plywood
having more than half the strength it should have "were this
obliquity not present.

Professor Jenkin suggests, therefore, that plywood can
be increased in strength to. a very considerable extent by
splitting off the veneer, following the grain, instead of
slicing it off.

As an example of the difficulties encountered in estimating
the strength of some timber, "P0011," a curious Indian tim-
ber, was instanced. This grows in alternate spiral layers,
forming a kind of natural plywood. In large pieces it is strong,
but no method is available for computing its strength in
small pieces, and presumably time lacked to carry out tests
under all the various grain arrangements possible. Hence it
had to be rejected as an aeroplane timber.

Steel.

Leaving timber, and coming *.o steel, the lecturer said that
the obvious question for the engineer was, "What is
its strength?" The usual tests gave the ultimate strength,
yield point, elastic limit, elongation, and perhaps the Izod and
Briunel figures. On which of these figures is the dimen-
sion of an engine part to be based ?

A CONFESSSION OF IGNORANCE.
If the question is honestly faced, it must be confessed that
there is no known connection between test results and the
stress that steel can safely be called on to bear. The only
connecting link is that cloak for our ignorance — the factor of
safety.

Professor Jenkin felt confident that the only reliable pro-
'perty on which to base the strength of an engine part was
the suitable fatigue limit, which we are not yet in a position
to specify. » A considerable number of tests showed that in
a wide range of steels — subject to certain unexplained ex-
ceptions— the fatigue limit for equal and opposite alterna-
tions of stress was a little under one-half the ultimate
strength. Thus the ultimate strength with a fatigue factor of
a little over two might eventually replace elastic limits and
yield points with a factor of ignorance.

The two most urgent and important questions met with in
aircraft work during the war were : "Why did some part
break?" and "What is the best material to use for a part?"
It was disconcerting to discover how inadequate was one's
knowledge to answer these simple questions.

The general answers were : "It broke because it was too
weak — make it stronger," and "General practice indicates
such a material as the best; tetter not try any other or
you may have trouble."

In aircraft weight was paramount, to make a part stronger
• — i.e., heavier — was a confession of failure.

General practice was no guide to aero engines, which were
built of the strangest materials.

A Puzzling Case.

As an example, he instanced a broken airscrew shaft. It
had failed with a beautiful spiral fracture. What was the
stress which caused it ? He had failed to explain it by any
of the facts he knew about the steel it was made of.

It was a fatigue failurej it had spread gradually, but did
it fail under tension, bending or torsion ? And why was a
spiral direction followed by the fracture ?

48° (Supplement to the aeroplane.) Aeronautical Engineering

Until the nature of the stress was known it was impossible
to indicate the nature of the load which caused it, and there-
fore one could not guard against it.

50- Versus ioo-xon Steel.

As to choice of materials, he instanced the case of engine
crankshafts Late in the war there was a difficulty in ob-
taining the high grade nickel chrome forgings then in general
use, and proposals were made to use a plain carbon steel.
A conference of distinguished engineers and metallurgists
was called to discuss the question, and no one present would
venture to predict whether the weaker material would answer
or not, or whether the dimensions would have to be increased.

It was pointed out that a certain French engine was using
50-ton steel for crankshafts, with better results than those
given by the 100-ton steel for which it was designed, altho,
no change had been made 111 the dimensions— but no one
could explain why.

As another example, he asked why were oxygen cylinders
annealed repeatedly ? Annealing reduced the steel to its
weakest condition, and he believed that the fondness for
annealing was due to ignorance of the qualities required.
The engineer feared brittleness and believed that annealing
reduced brittleness, so he annealed blindly. We do not know
what brittleness is, cannot define it, and cannot measure it
— though there are endless empirical methods to detect it.
Till we know what brittleness is and can measure it we were
in a miserable condition.

During the war he was consulted as to reducing the weight
of oxygen cylinders, and advised trying the high grade al-
loyed tubes used for aircraft. The department concerned
tried the experiment, and it was, he believed, a success.

But it was only a lucky guess on his part, and no means

was known of determining the suitability of the material
accurately, so they were only accepted after a number of
empirical tests of rough usage to see whether they would
burst or crack.

Surely an engineer should be able to say whether a cylinder
is safe without dropping it from the roof or rolling it down
the front door steps to see if it breaks.

The difficulties were bad enough when dealing with steel
alone, but when it was a question of replacing steel by some
other alloy' they were even worse. 1

. A Fundamental Question.

The suitability of different materials presumably depended
on their fundamental physical qualities. These may be many,
but some physicists think they are but few and, knowing these
few, it may be possible to deduce all the complex qualities
required by the engineer. This is the most fundamental
problem which needs solution to enable the knowledge of
the strength of materials to be placed on a sound basis, and
will need the co-operation of able physicists, metallurgists
and engineers to solve it.

Engineers are intensely practical men, and their practice
was generally ahead of their theory. They had seldom time
or opportunity to solve general problems, and therefore the}7
were used to making their experiments models of the real
thing. The results so obtained were directly applicable to
the particular problem, but of little general use, as they
depended on too many factors.

He advocated researches of a diametrically opposite nature,
absolutely general, with the results depending on one factor
alone at a time, so that general laws applicable to all special
problems might be established

THE HISTORY OF THE DEVELOPMENT OF AIRCRAFT WIRELESS.

II.— The Early Period of the War.

So far as concerns the influence of external noises on the
reception of wireless signals in aircraft, at no time during
the development of aerial radio-communication did this factor
assume such importance as has been generally ascribed to it.
A much more frequent source of trouble lay in the effect of
the engine vibrations on the adjustment of sensitive instru-
ments.

The noise of the engine, which is always more or "less effec-
tively excluded by the use of close-fitting telephones and
helmets, is, at its worst, but a dull, persistent, deep-toned roar
through which the comparatively high, staccato notes of a
wireless signal can be easily detected. A sudden change in the
pitch of the engine note usually results in a momentary reduc-
tion in the powers of hearing, which, however, soon return to
normal .vhen the ear becomes accustomed to the new sound.

Vibrations and Receivers.

The excessive vibrations 'transmitted throughout the machine
by the engine always presented a much more formidable diffi-
culty to be overcome in connection with receiving instruments
for aircraft. The real trouble lay in the possibility of the
ideal contact point on the crystal being disturbed by the engine
vibrations, and special effotts were devoted to devising a suit-
able and reliable means of eliminating this trouble. Numerous
methods of elastic and spring suspension were tried, with
varying degrees of success, and so obstinate did the problem
become that, for a time, the most satisfactory way of com-
bating it involved the hanging of the receiver in an elastic
sling round the operator's neck.

Reinforcing Received Signals.

As stated in the previous article, even the best reception
conditions did not yield satisfactory results when working with
an ordinary cr>rstal detector, and, from the outset, it was
necessary to employ some means of strengthening the sound
of received signals. The instrument used for this purpose was
known as "the Brown Telephone Relay." This piece of
apparatus, which in its original form was not specially de-
signed for aircraft use, was adapted to existing requirements
with very satisfactory results.

No doubt there are many war-time observers who can recall
long and tedious struggles with the Brown Relay owing to
the delicacy of its operation raid the rather complicated com-
mutator switch which was part of its equipment. In spite of
this, it will never be forgotten that during the earlier years
of the war it served a great purpose, and contributed more
than any other individual instrument to the solution of the
problems of aircraft reception.

The Brown Relay.

Fig. 1 shows the actual form of the Brown Relay, whilst
Fig. 2 gives a diagrammatic representation of its various parts.
Referring to rig. 2, E and Iy are the points at which contact
is made between the Relay and the crystal receiver. N and S
are the laminated pole pieces of a permanent magnet on which
are wound two coils (H) of line wire. A steel reed (P) is fitted

T

Fig. 1. Fig. 2.

in front of these poles in such a way that it can vibrate
slightly towards, or away from, the magnet. By means of an
adjusting screw at the base of this reed, it is held in such a
"critical" position that, before the entrance of wireless
signals, the pull or attracting force of the magnet is exactly
balanced by the spring of the reed.

The top of the reed carries a carbon disc mounted on the
mica diaphragm of the microphone. The outer edge of tne
mica is clamped by a screwed ring on to the body of the
microphone cell, the stem of which is fastened to an insulated
support. The cell contains a second carbon disc inside, and
the space between is nearly filled with fine granules of carbon.
A regulating winding (K) is wound round the limbs of the
permanent magnet in order to prevent any serious drop in
current when the Relay is strongl;/ opeiated. This is placed
in series with the primary winding (F) of a tiansformer and
a six-volt battery — all being connected across the microphone
as shown in Fig. 2. The following is a biief account of how
this instrument functions : —

The Mode of Operation.
The incoming signals, which are applied to the. terminals
It and E, flow through the winding H and increase or
diminish the pull of the magnet according to their direction.
The effect of this is to decrease or increase the pressure of the
reed on the microphone, thus causing corresponding varia-
tions in the electrical resistance of the carbon granules. A
steady current of about 30 milli-amperes is constantly flowing
through the microphone circuit, and each time the resistance
of the microphone is varied (which is brought about by the
passage of the minutest current thiough the coils H) a com-
paratively large alteration in current is effected in the local
circuit. This larger current, in flowing through the primary
transformer winding, is induced into the secondary (T), from
which it is conveyed through the terminals TT into the tele-
phones, and thus produces a good loud signal. A further

43

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

482 (Supplement to the aeroplane.) Aeronautical Engineering

September 8, 1920

amplification of signal strength was obtained by using two
Relays in tandem,- as in the case of the special instrument
designed for aircraft.

The commonest source of trouble with the Brown Relay
lay in the extreme sensitivity of the reed adjustment. The
slightest jar or shock was sufficient to cause that ominous
"click " in the telephones which was as effective in terminating
reception as if a coal hanimer had forced an entrance through
the lid of the receiver. In order to eliminate the vibration
effect as much as possible, the Relays were usually slung by
thin elastic bands in the tail of the machine. This practice, of
course, possessed the disadvantage that no adjustment could
be effected during flight.

Official Indifference.

On the outbreak of war, the number of machines of anv
kind fitted with wireless could probably be counted on the
fingers of one hand. Such useful work was done by the assist-
ance of existing wireless apparatus on airship patrcl during
the autumn of 1914, that the hopeless inadequacy of our equip-
ment— both in instruments and trained personnel — was
speedily realised and fought against by practical aiimen. The"
" higher authorities," however, declined to budge from their
habitual attitude of indifference, and continued to withhold
the financial assistance which the situation demanded.

At this time the chief centres of aii craft wireless were at
Eastchurch and Farnborough, and at both these stations the
industrious pioneers of aircraft wireless applied themselves
to the task of evolving an efficient transmitter and receiver
for use in machines.

The First Satisfactory Receiver.

The first receiver design to give satisfaction was know.i as
the type Ta, with a carborundum crystal and potentiometer.
This instrument was used in conjunction with the tandem
equipment of Brown Relays, and yielded fairly satisfactory
results. In the summer of 1915 three new forms of crystal
receivers were produced, and were known respectively as the
Tb, Tc, and Td. Each gave quite good results and was used
for a considerable period during the first years of the war.

As space forbids the individual treatment of these instru-
ments, it will be advisable to consider the construction of the
most recent one in brief detail. The Td (see Fig. 3), which
weighed only 5 lb., was the last crystal receiver to be designed
fcr use in aircraft, being eventually superseded by valve
instruments, which will be dealt with in a later article. The

design of this receiver was compact and of convenient shape,
being enclosed in a narrow oblong box with an ebonite face.
The component parts comprise the following : —

Aerial condenser.

Aerial tuning coil (primary).

Aerial coupling coil.

Secondary' tuning coil.

Secondary condenser.

Reyersible carborundum detectoi, and potentiometer.
Testing buzzer equipment.

The aerial condenser, which is of the fixed- vane type, isx
situated within the aeiial tuning coil, and possesses_a capacity
0.36 jars. As the function of the condenser is to reduce the
natural wave-length of the aerial when receiving short waves,
a short-circuit switcli is provided by which the condenser can
be cut out or inserted as required.

The aerial tuning coil has an inductance of 356 mics and,
with a 200-ft. aerial, is capable of tuning the aerial circuit to
receive a wave of 2,300 ft.

The aerial coupling coil is a small inductance of 14 mics,
and the secondary tuning coil, which is wound on an ebonite
reel outside the secondary condenser~has a total value of
150 mics. The secondary condenser, whose capacity can be
varied within the limits of 0.0426 and 0.44 jars, is of the
movable vane type with air dialectric.

For convenience of operating, the values of adjustment for
wave-lengths of 700, 850, 1,000, 1,100, and 1,400 feet are marked
on the dial.

A carborundum crystal, which necessitates the use of a
potentiometer and battery, is mounted 011 an ebonite base in
such a manner as to permit of the crystal being changed when
necessary. This particular form of crystal is favoured because,
although involving the use of potentiometer equipment, its
peculiar durability permits of a good firm contact and thus
reduces the probability of trouble due to vibration.

A novel feature of this instrument is the spring telephone
plug which, on insertion or withdrawal, automatically throws
in or out of circuit the Relay and potentiometer batteries. As
this plug was permanently attached to the telephone leads in
the operator's head-gear, it ensured that the opeiator could
not " forget " to switch oft the batteries 011 leaving the
machine.

Transmitter Progress.
Whilst all this excellent work was going on in connection

SECONDARY
TUNING CONDENSER

AERIAL TUNING INDUCTANCE

AE TUNING
INDUCTANCE

i ig. i.

September s, 1920 Aeronautical Engineering ,s„BP„»„t „ A„OPUm, 483

" VICKERS - vimy - COMMERCIAL "

1 Pilot and n Passengers or i£ Tons of Mail or Freight. Endurance 5 hours.
A factor of Safety of 5 throughout.

Vickers-Saunders Flying Boats.

PEACE PRODUCTS EXHIBITS at the GREAT VICTORY EXHIBITION,
STAND 151/160, CRYSTAL PALACE.

Aviation Department :

Vickers House, Broadway, London, S.W.I.

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484

(Supplement to The abroplane.)

Aeronautical Engineering

September 8, 1920

Tepiuhul 3 rex

-a

/y T. TkAN sMtT ter Ty.f>e_ 5Z

S 8 ©~~~ 1

$*>aeK Gap

Fig. 4 — The Sterling I'ransmitter.

with aircraft reception, equally strenuous efforts were: being
n.ade to evolve a transmitter which combined the requisite
proportions of efficiency, lightness, and smallness. Towards
the eud^if the first year of war a transmitter was consti ucted
which, although destined to be swiftly superseded by im-
proved forms of its own design, represented a1 considerable
advance in the right direction.

This instrument was the "Sterling " transmitter — officially
designated the T52. This is a very compact fixed-spark trans-
mitter which derives its power from an eight-volt accumulator,
cr, in later models, from four pattern 3361 cells. Although
this use of batteries possessed the advantage of dispensing
with any form of mechanically-driven power generator, it
also constituted an item of equipment which demanded the
closest attention. Careless charging, dirty terminals, over-
discharging, etc., were common causes of trouble.

A Dubilier type condenser is used in this transmitter, which
is built on the induction coil principle with a vibrating arma-
ture. The adjustment of the spark length is effected by means
of an ebonite handle which protrudes from the side of the
transmitter case, and two gauze vindows^are provided to
ensure suitable ventilation. Fig. 4 is a diagram of connections
of the T52.

Although good results were obtained from this transmitter
on various wave lengths, it was found in practice that the
distances obtained usually varied directly with the tightness
of the coupling. Consequently the longest waves obtained the
longest ranges.

A telephone plug and socket was employed by means of
which the receiver is brought into circuit, the necessary con-
nections to aerial and earth and the severing of the battery
circuit being simultaneously effected by the insertion of the
plug. Under good working conditions a normal range of 35
miles was obtained with this tran.-mitter.

FURTHER PROGRESS.

Although, as previosly stated, the advent of the "Sterling"
transmitter represented a considerable step in the right direc-
tion and, in conjunction with the Til receiver, rendered in-
valuable assistance tc the excellent work carried out by the
" Blymp " Patrol towards the end of 191.5, it nevertheless
displayed many serious imperfections. During its first trials,
wider facilities for experiment and research were being deve-
loped gradually at the comparatively few centres available
for the purpose throughout the country, and, in fairly rapid
succession, two satisfactory transmitters were evolved for
practical work.

These instruments, which were termed the 54a and 54b",
were employed with good results for a short period. At about
this time also, a new aircraft transmitter was produced by
the Marconi Company which resembled the " Sterling" in
design, and derived its energy fiom an externa! 100-watt

battery. This .instrument was known as the 52b, and yielded
much more efficient results than the "Sterling." A 700-watt
set was also submitted for trial.

The Beginnings of Wireiass Telephony and
Direction Finding.
Meantime, considerable progress was being made in adapt-
ing the principles of wireless telephony to the purposes of
aerial communication, and periodical reports were forthcoming
of the excellent results achieved by the small band of enthusi-
astic investigators who were devoting their energies to this
important work. Concurrently with this advance in the deve-
lopment of wireless telephony, the use of " direction-finding "'
wireless was rapidly gaining wider application in the sphere
of aeronautics.

Before the end of December, 1915, a number of D.F. stations
had been erected at various joints on or near the coast which
rendered inestimable assistance in enabling the airships on
patrol to ascertain their correct position at any time of the day
or night. These stations operated in groups, three stations
being allotted for the supervision of a particular area.

In each group, one station — the " Control " Station — was
equipped with1 transmitting apparatus and was in direct land-
hne communication with the other two. All three stations
took a bearing of the signals of the craft whose position was
desired; these were then plotted on special charts, and the
result — i.e., the actual posit:on of the transmitting craft — com-
municated immediately by the Contiol station.

The degree of progress effected in these two new branches
of aircraft wireless was, of course, directly due to the valuable
research work that had been conducted in connection with the
development of the '' thermionic valve," which will be dealt
with in the succeeding article.

ITALIAN NOTES.

A Giant Seaplane.

Various writers for considerable time have been circulating
reports and rumours of a " giant " transport seaplane" which
has been built at Rome. I believe the origin of all the talk
is the Pegna seaplane, a i,'joo-h.p. flying boat powered with
four I F. engines, now said to be preparing for flight at
Ostia, on Ihe coast near Rome. The connection of its designer
w ith the higher ranks and inner circles of Naval activity has,
so far, prevented him talking and others inquiring further.
The vision of big pluri-motored seaplanes is ever present with
Italian designers nowadays.

The Ansaldo Engine.

One continues to hear golden reports of the Ansaldo 480 E.28
motor. If no further postponement of the Schneider Cup
occurs, its performance on Sept. 20th will be worth watching
closely. — I. s. h.

September 8, 1920

Aeronautical Engineering

(Supplement to The Aeroplane )

485

PALMER

LANDING WHEELS & TYRES

STANDARD SIZES

Tyre

Hub

Track

Sizes

&Z

Length

Bore

Lioe

m/m

m/m

m/m

300X60

16

111.12

25.4

Central

17

72.39

12.7

Central

450X60

30

89. .

31.75

Central

138

130.

38.09

Central

575 X 60

21

160.

28.

Central

34

150.

31.75

104/46

111

150.

38.09

104 '46

650X65

78

178.

44.45

132/46

fife?"'.' 'f

79

178.

44.45

Central

100

178.

38.09

132/46

101

178.

31.75

132/46

600 X 75

21

160.

28.

Central

34

150.

31.75

104/46

111

150.

38.09

104/46

700X75

78

178.

44.45

132 '46

79

178.

44.45

Central

100

178.

38.09

132 46

J) -

101

178.

31.75

132/46

Tyre
Sizes

Hub

700 X 100

650X125
750X125

77
92
95
96
99
112

119

77
92
95
96
99
112

82
85
1*36
j*40

1000X150 131
102

800X150

Length

178.
185.
185.
178.
178.
150.

178.

178.
185.
185.
178.
178.
150.

185.
185.
185.
185.

220.
185.

Bore

m/m

44.45

55.

55.

55.

38.89

38.09

55.

44.45

55.

55.

55.

38.89

38.09

55.
55.

55.
60.32

66.67
55.

Track
Line

m/m

132/46
135/50

Central
132/46
132 '46

Central

132 .'46

132/46
135/50

Central
132 46
132 46

Central

135/50
Central
135 50
135 50

Central
125/60

Tyre

Sizes

1000 X 150

1000 X 180

900 x:

1100X220

1250X
1500 X

250
300

1750X300

Hub

Track

>r

Length

Bore

Line

141
201

209
210

m m

250.
185.
185.
185.

m/m

80.
60.32
55.
60.32

m/m

Central
125/60
Central
Central

148
149

220.
185.

80.
55.

Central
Central

107
108
128
137
202

185.
185.
220.
250.
185.

55.

55.

66.67

80.

60.32

Central
125, 60
Central
Central
Central

134
136

220.
250.

66,67
80.

Central.
Centra 1

133

250.

80.

Central

115
126

304.8
304.8

101.6
152.4

Central
Central

139

400.

152.4

Central

LID'NE.

'Wheels No. 36 and 40 are of stronger type than the ether wheels for 800 x 150 tyres.

THE PALMER TYRE LIMITED

Contractors to the Admiralty, the War Office, and the Ministry of Munitions,

119, 121, 123, SHAFTESBURY AVENUE, LONDON, W.C.2.

Telegrams: "TYFUCORD, WESTCENT, LONDON." Te'ephone: GERRARD 1214 (Five lines)

PARIS : 24, Boulevard de Villiers, Levallois-Perret.
AMSTERDAM: Stadhouderskade 91.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

486

(Supplement to The Aeroplane.)

Aeronautical Engineering

September 8, 1920

RECENT D.F.W. AEROPLANES.

By ERIK HTLDESHEIM.

Side Elevation of the eight

The D.F.W. Company at Leipzig was during the war one
of the chief suppliers of two-seater biplanes of the C class
to the German army, but had also taken up the production
of giant aeroplanes at official request in 1914. A type of their
own was turned out with a four-engine central power plant,
each engine driving its own propeller through a transmission
shaft. These giant biplanes were used on active service
mainly on the Russian Front, and at the time of the Armis-
tice this type was about to pass to a second stage of develop-
ment, as the 'designs had been completed for an enlarged
edition to be driven by eight engines of 270 h.p. each.

The plans of the 2,160-h.p. multiple-engined D.F.W. giant,
which did not get beyond the drawing-office, are reproduced.
The arrangement of the eight 270-h.p. engines is evident
and apparently they drive each their own screw. A ninth
engine, a 110-h.p. Mercedes, drives apparently a supercharger
and it is said is also used for starting the main engines.

engined D.F.W. Giant R.III.

The bombs of a total load of 2.5 tons are stored below the
engines.

Contrary to the biplane tail practice of the D.F.W. R.II
model, a monoplane tail is employed here. The neat en-
cowling of the auxiliary landing wheel is noteworthy. The
cubic capacity of the body has increased sufficiently to afford
sleeping-berths, cabins, and a lavatory for the crew, as well
as the usual pilot positions arranged below the trailing edge
of the planes. Apparently a forward control station fitted
with a steering control is also fitted. A wireless compart-
ment will also be found.

A Converted Giant.

A commercial specimen of the original -giant was started
upon after the Armistice, of whose activities nothing has
been heard so far.

As in all the D.F.W. aircraft the body of the civil R.II type
is made of wood, coated with water-tight three-ply, resulting

General arrangement of the Commercial Version of the D.F.W. type R.II Giant Aeroplane.

September 8, 1920 Aeronautical Engineering (Supplement t0 THE AEROPUNE., 487

WESTLAND

The MK.ll WESTLAND LIMOUSINE

fitted with the 300 h.p. Hispano Suiza engine
has now been thoroughly tried out at our
Works and proved most satisfactory in every
way.

We are in a position to give early delivery
of these machines.

The special features are • Large carrying space
in the cabin ; outside petrol tanks ; Engine
Spares easily obtainable in Europe and America

The machine is well worth the serious con-
sideration of Aerial Transport Companies.

May we send you particulars ?

WESTLAND AIRCRAFT WORKS

(Branch of Petters Limited)

YEOVIL.

Telegrams :
AIRCRAFT, 141 YEOVIL.

Telephone :
141 and 142 YEOVIL.

KINDIvY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

488 (supplement to ta aeropune.) Aeronautical Engineering

September 8, 1920

as the four 260-h.p. motors are enclosed in a pressed steeL
housing, to which the wings and the landing gear are at-
tached. Including the inner interplane struts and the pro-
peller gear supports, this rigid construction makes for safe
operation of the engine transmission. The engine and pro-
peller shafts are parallel, and the reduction ratio of the bevel
gears is 7 to 14, i.e., 1,400 engine r.p.m. and 700 screw revs.
- Passenger cabins are arranged both in front of and behind
the central engine-room, each having seating accommodation
for 12 passengers. Above the front passenger cabin the pilot's
cockpit is provided.

Ample sanitary, storage and safety appliances are fitted,
the mail compartment is roomy, and fire extinguishers are
arranged at various places.

The special D.F.W. arrangement of the four screws on two
levels, two of them below the leading edge of the top planes,
and two at the trailing edge of the bottom ones, is used with
the object of all working in fresh air in spite of the tandem
lay-out. Having to sustain high pressures the gears and
bearings are fitted with a thermo-electric indicator, regis-
tering to the engineer and the commander.

Each motor has its own oil tank, mounted directly on the
magneto side. The petrol tanks, numbering 7, each of 350
litres capacity, rest in frames on the fuselage struts below
the motors.

The planes follow almost the form in the D.F.W. two-seater,

THE D.F.W. R.II GIANT. — Above, a
view in the fuselage showing the engine
installation, with the fuel tanks below.
Alongside, a general view of the original
bomber type showing the curious posi=
tion of the four airscrews

in great strength. Special tube struts, with crossed cable
bracings, are also provided, and the floor is made part of the
structure.

Special attention has been paid to the engine installation,

the top ones are divided into a centre section and two side
parts, the bottom wings consist of two parts, the inner ones
of which run to the joints of the landing gear and airscrew
support struts. All the interplane wiring is of double cables.

The tail fin is made in one piece with the fuselage. The
elevators are provided with ball-bearings. -

Other Peace-time Activities.

Some altitude flights close to the world's records of the
time were during 1919 put up by a D.F.W. type 37 III, which
had been completed at the time of the Armistice, and had
the standard 230-h.p. Benz engine changed for a 185-h.p.
B.M.W. of the altitude type.

Also the C.V model has been converted to a limousine, with
enclosed cabin, and was shown in Holland by a flight to
Amsterdam at the time of the Elta Exhibition.

The enclosed passenger cabin, with side entrance door,
where the observer was formerly to be found, has staggered
seats for two persons in a sloping arrangement, with a table
in front of the right one. The interior view affords the im-
pression of the usual equipment to be found in a car limousine.

The specification of the C.V modified for commercial pur-
poses is as follows : —

Span overall 10 m.

Chord 1.7 m.

Gap 1.8 m.

Overall length 7 hi.

Height 3 m.

Span of tail 32 m.

Motor 230-h.p. Benz

Empty weight 1,040 kg.

Total load .480 kg.

Permissible excess load

80 kg.

Max. flying weight

1,600 kg.

Late War Machines.
The specifications of two of the latest war type D.F.W.
which have not previously been published are also appended.

The Cabin of the D.F.W. C.V. Limousine.

Type D.F.W.37 III.

Model Two-seater

reconnaissance.
Completed ...Oct. 15th, 191S.

Span, top 13.6 m.

Span, lower 12.5 m.

Chord, top 1.7 m.

Chord, lower 1.5.5 m-

Gap i.'6 m.

Stagger ..0.55 ni.

Overall length 6.2 m.

Beam of fuselage 0.85 m.

Maximum height ...3.252 m.
Undercarriage track ...1.8 m.

Area of planes 39 sq. m.

Area of tail plane 1.64 sq. m.
Area of tail fin ...0.64 sq. m.
Area of elevator ...1.68 sq. m.
Area of rudder ...0.72 sq. m.

Ailerons, length 2.7 m.

Ailerons, chord 0.5 m.

Ailerons, area 1.4 sq. m.

Septembers, 1920 Aeronautical Engineering (Supplement t0 THE AER0PLANE , 489

The Engine illustrated it the
DRAGONFLY— 340 h.p— 9 cyl.
(Static Radial).

KINDLY MENTION "THE AEROPLANE" WHEN CORRESPONDING WITH ADVERTISERS.

49o (Supplement to the aeroplane.) Aeronautical Engineering

— September 8, 1920

Wing loading 34 kg./sq. m.

Engine 220-h p. Benz IVa.

Engine installation weight 390 kg.

Airscrew, diameter 2.85 m.

Airscrew, pitch 1.95 m.'

Airscrew, r.p.m 1,400

Tank capacity 185 kg.

Tank capacity 245 litres.

Machine gun, fixed 1

Machine gun, swivelling 1

Speed x6o k.p.h.

Climb-
To 1,000 m 3 min.

To 2,000 m 7 min.

To 3,000 m 12 min.

To 4,000 m 17 min.

To 5,000 m 22 min.

Ceiling 7,700 m.

The D.F.W. Limousine C.V.

Type

Model vSingle-seater fighter.

Completed April 25th, 1918.

Span, top 9.0S m.

.Span, lower 8.5 m.

Chord, top 1.6 m.

Chord, lower 1.4 m.

Gap ■■••i-5 m.

Stagger 0.5 m.

Overall- length 5.5 m.

Height of fuselage 1.15 m.

Beam of fuselage 0.75 m.

Undercarriage track 1.7 m.

Area of planes 23 sq. in.

Area of tail plane ...1.09 sq. m.

Area of tail fin 0.4 sq. ni.

Area of elevator 1.16 sq. m.

Area of rudder 0.63 sq. m.

Ailerons, length 1.8 m.

Ailerons, chord 0.35 m.

Ailerons, area 1.96 sq. m.

Area load 36 kg./sq. m.

Engine -i6o-h.p. Mercedes,

The Two Seater Type 37 III D.F.W.
D.F.W.34 III.

Engine installation weight 290 kg.

Airscrew, diameter 2.76 m.

Airscrew, pitch 2 m.

Airscrew, r.p.m 1^400

Tank capacity 80 kg7

Tank capacity 50 litres.

Machine guns, fixed ....2

Speed 177 k.p.h.

Climb-
To 1,000 m 2 min.

To 2,000 in 4 min.

To 3,000 111 9 min.

To 4,000 m : 14 min.

To s.ooo m 20 min,

The D.F.W. Type 34 III Single-Seater.

A USEFUL VOLUME.

The Aeropmnk Handbook. Edited by Capt. A. J. Swinton,
F.R.G.S., F. R.C.I. (London : The Aeroplane and
General Publishing Company, Ltd. Price 21s. net.)
With the art of aeronautical engineering in its present state,
the temptation to authors and editors to attempt the compila-
tion of books of the reference type appears to be -overwhelm-
ing. , The enormous amount of information garnered and
kept in various quarters during the war and now released for
publication supplies the necessary material ready to hand,
and compilation has no terrors save for those who have at-
tempted it.

Nevertheless, such compilations offer serious difficulties
quite apart from those of the mere laboriousness thereof. The
technical expert is usually not a success as an editor, failing
in that he does not adequately recognise that methods of
reasoning clear to himself may be dark and obscure to equally
intelligent but less habituated minds.

On the other hand the inexpert literary man finds serious
difficulties in deciding upon the technical importance and the
accuracy of statement of his contributors.

Capt. Swinton has fairly successfully steered his course
between these difficulties and has satisfactorily collected a
number of capable contributors whose pronouncements on
their particular subjects may be relied upon to be instructive
and informative.

In some respects the Aeroplane Handbook is unlike any

other of its type. It is curiously miscellaneous, and its con-
tents range rather spasmodically from workshop hints to fairly
detailed considerations of aerodynamical theory as applied to
aircraft design.

Tt should be possible in future editions to remedy this by
mere rearrangement of the contents, and this should be done.

As the work stands it forms a collection, in a compact and
handy form, of a number of useful articles dealing with various
aspects of aeronautical engineering, and should be a useful
addition to every aeronautical libraiy.

A HANDY LIST.

Brown Bros., Ltd., the well-known motor accessories
specialists of Great Eastern Street, London, in addition to
their motor catalogue, have just produced a compendium
of aircraft equipment.

This is a handsome volume, bound in blue cloth with gilt
lettering. The fly leaves contain a scheme executed by
Mr. Geoffry Watson, in which every possible type of com-
mercial aircraft is incorporated.

The rest of the volume gives photographs of all the most
famous aeroplanes and engines, and, of course, all con-
ceivable accessories.

As the issue of this volume is limited, and to prevent ft
going to anv but legitimate buyers and those specially in-
terested, a charge of half-a-guinea is made. — G. D.

September 8, 1920 Aeronautical Engineering (Supplemeilt t0 THE 49'

\

E

The Finest Material yet evolved
for Aircraft Construction is

SAUNDER

CONSUTA

Sewn PLYWOOD

" CONSUTA" must not be confounded with ordinary plywood
— it is something infinitely superior. It is ideal for many
purposes and under circumstances where ordinary plywood
could not be used.

"CONSUTA," the Super-Plywood, is actually sewn together.
The layers are first cemented together with waterproof
material and then stitched through in parallel rows about
inches apart. This gives a rigidity and resilience unattain-
able by any other method. Weight for weight it is the
strongest material yet evolved.

"CONSUTA" is used for the cabins of the commercial type
of Vickers "VIMY" bombers, entirely dispensing with the
use of cross bracing wires. It is now being used for the
whole covering of flying boats — the largest type yet built.
It's uses are limitless.

The sheets are made to any desired size or shape up to
8 feet wide by 60 feet long, and from inch to % inch thick,
thus eliminating waste in conversion.

Ask for our " CONSUTA" Booklet.

Patentees and Sole Manufacturers —

S. E. SAUNDERS, LTD.,

EAST COWES, I.O.W.

Telegrams : Telephone :

Consuta, East Cowes. Cowes 193.

KINDLY MENTION " THE AEROPLANE" WHEN CORRESPONDING WITH ADVERTISERS.

492 (supplement to the asroplane.) Aeronautical Engineering

September 8, 1920

THE CHINESE MARKET FOR BRITISH
AIRCRAFT.

By C. Wood, Student, I.Ae.E;.

THE VlCKERS' CONIKACT.

Undoubtedly, it is within the knowledge of the British pub-
lic, especially those connected more or less with aviation or
firrns manufacturing aircraft, that the Chinese Government,
in the year past, made a big contract with Vickers Ltd. for a
number of "Viniy Commercials" to start a commercial ser-
vice in the country. The machines are being shipped as they
are completed from time to time. Estimated by the authorities
in the Aeronautical Department, Peking, the service will
likely come into being by next spring, and will go in full
swing on the lines between Peking and Shanghai, Peking and
Hankow, Peking and Kulgan, and Peking and Mukden. In
view of the British skilful designing and careful workmanship,
we shall not doubt for a moment that ardent success will' be
the ultimate end.

A Handle v Page Contract.

The next firm that has secured an order from the Ministry
of Communications at Peking is Handley Page Co., Ltd. They
supplied four Handley Page O.400 types for the inauguration
of a permanent aerial mail service connecting with the Chinese
Post Office. From the reports at hand and opinions of the
Press at Shanghai and in the capital, it is evident that they
have also scored considerable success and left a mark of
merit in the minds of the Chinese.

An American Company

Fiom some reliable source it is learned and confirmed that
.a company known by the name of "Chino-American Aerial
'Transport Co.,'" formed with joint capital of Chinese and
Americans, has been ready to start another service linking up
such cities as Shanghai, Gichang, Hankow, Chungkiaug and
Chengtu — the only aerial route in China possibly sure of
prosperity. The cities are all situated on the banks of the
famous Yangtze River and predominate a great amount of
business into the interior provinces. What is more, the lack
of railways and danger to sail in the river have set many
business heads thinking to adopt a different form of trans-
ports.

The Advantages of Aerial Transport.
In my opinion, nothing could be better than aircraft ; and
aircraft alone would be the substitute, and would, in all pro-
babilities, suit them better and best. Of course, unless thev
are assured of its safety, economy and comfort, the issue still
hangs in balance. Then, a question will naturally rise, "How
could any firm, if intending to do such a business, expect to
prosper or pay should the best route have already been pre-
occupied?" To answer this to the general satisfaction of all
I should like to point out that the tiade in the wcrld-market
nowadays is not for those advantageous of an early start, but
those who follow closely in competition. By competition,
zenith of efficiency may be reached, and prosperity be
achieved.

The "Open Door."
China, being a nation of Open Door Policy, is always open
to all foreign competitions, regardless of nationalities, be
they British, Americans, or any others. Only best manufac-
tures with lowest charges could hold a market well therein.
The past experiences of many a Biitish merchant in China
will doubtless ascertain its truth. The present system of
aerial routes covers just a few North-Fastem provinces, while
a great many provinces in the South and West badly in need
of some form of better transports still remain untouched. It
is, therefore, up to those with quick judgment and far sight
to grasp the chance, and then success may be within their
easy reach.

As an aeronautical student in this country, where best
manufacture of aircraft in the world are to be found, I would
personally advise British individuals or firms not to neglect
these view9 merely as passing meteors.

CONCERNING SURPLUS ENGINES.

"Yes, but it's damned expensive. Why, the engine alone
will cost about a thousand quid." This phrase can be heard
almost anywhere at any time when people are contemplating
any venture in which there is a petrol or gas engine con-
cerned, whether it is the fitting up of a racing car, an
aeroplane, a motor boat, or some domestic contrivance to
amuse the baby such as a Liberty engine.

When one hears this said, after one's various visits to the
storage depot of the Aircraft Disposal Company at Waddon,
in which one has seen perfectly good engines sold for about
"two-three a yard" one always arises and slays the objector,
remarking, "You emaciated imbecile, why the hell don't
you go to Waddon and buy a threepenny engine and stop
talking like an Aifco 6?" After which friendly opening the
person in question usually buys a third-class return ticket to

Waddon, pawns his return half on ar-
rival, and a few minutes latei he is to
be seefl emerging with a couple of Sidde-
ley "Pumas" on a lead

With which few words one hopes that
one has started a process of reasoning
in the minds of one's readers to the
effect that high powered aero engines can
be bought cheap from the Aircraft Dis-
posal Company. When one enters the

"Emerging with a couple of 'Pumas.' *'

engine shop one is confronted with a vista of engines in acres
Eolls-Royce and Sunbeams of all shades and variations, Sidde-
ley "Pumas," Fiats, Le RhGnes, Gnomes, Monosoupapes,
CTergets, Hispano-Suizas, Green, Curtiss, R.A.P\, Wolseley,
Napier-R.A.F., Bentley, Anzani, A. B.C., "Dragonfly," Liberty,
and many others.

Many of the smaller engines can be used for lighting sets,
and some of the larger ones for motor boats. One his seen a
160-h.p. Beardmore installed in a car with great success, but

one refuses responsibility for annoyance caused if Major W-

and Capt. McA disturb everyone on the rive- on Sundays

by tearing about on a punt installed with a 300-h.p Hispano-
Suiza. On the other hand, if a commercial air line rush down

"Tearing about on a punt with a 300-h.p. Suiza."

and buy a cartload of these commercially sound and excellent
engines one will expect a personal letter of thanks from all
the directors of the Aircraft Disposal Company and a special
mention in the twopenny worth of Sunday "Margot."

Seriously speaking, a visit to Waddon is well worth while
to anyone, apart from those who are setting up private air
forces, as there are so many really fine aero engines which
may be metaphorically picked up for a song.

Besides which there are magnetos and carburetters at ridi-
culously low quotations, many of which could with alteration
be used on cars and motor-cycles. When a magneto can be
picked up for a song, one does not mind adding one or two
here and there from which to run lights. Sparking-plugs can
be had, too, by the thousand, and there is no more amusing
pastime than to experiment on some such motor-cycle as the
Douglas, in which plugs make all the difference. And here
one can get plugs of all shapes and sizes for practically
nothing.

The great obstacle which prevents the average human being
from going into a shop and buying half a dozen 250-h.p.
engines is the doubt as to whether they can get spare parts
when the engine is getting old. When one has forced one's
way through tons of balls and ball races and floundered among
forests of gudgeon pins, pistons, cylinders, etc., for every con-
ceivable type of aero engine, both ancient and modern, one's
doubts turn into a sort of desire to see whether it will be
possible to run the engine in such a way that one can "do in"
these acres of spare parts before one's natural end. — G. d.

DOPE.

The representative of the Greek Naval Attach^ visited the
works of Cellon (Richmond), Ltd., recently to inspect large
quantities of dope made for his Government. He expressed
himself as highly satisfied.

SATISFACTION. v

Flying Boat Co., Ltd — Satisfaction in full on March 29th,
1920, of debentures dated Nov. 20th, 1919, securing ^11,000.

■September 8, 1920 Aeronautical Engineering (SttpPiement to THn i™^.) ^

AERIAL TRANSPORT

AS A

PAYING PROPOSITION

% The golden opinions held by pilots and mechanics who
have handled Beardmore fitted machines bear eloquent
testimony to the supreme RELIABILITY always
evidenced by these famous power units.

^| They possess those qualities that earn dividends, namely:
Trouble Freedom, Low Petrol Consumption, Mechani-
cal Simplicity and Accessibility.

^[ It is significant that so many of the Leading Aircraft
Manufacturers are installing the 160 h.p. Beardmore
as standard.

5[ The reason is that they of all other engines are best
for the purpose. ^- -

^[ Complete engines with all spare parts despatched on
24 hours' notice being given.

BEARDMORE AERO ENGINES, Ltd.,
112, Great Portland Street, London, W.l.

Telephone : 238 Gerrard.
Works - - Parkhead Steel Works, Glasgow.

494 (Supplement to The Aeroplane.) Aeronautical Engineering SEPTEMBER 8, 1920

The Original NON-POISONOUS.

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is strongly recommended for

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There is no CONTROL on Dope for the
above types of machines.

Titanine is the most economical and offers the
greatest resistance to flame.

Complete Doping
PROMPT c u

SS^Kul Schemes
DELIVERIES. 1L%J? submitted on appiicati0n.

TITANINE LIMITED,

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Agents for Australia :

Messrs. Larkin-Sopwith Aviation Company of Australasia, Limited.

Melbourne Office : "Aberdeen House," 94, Ring Street.

Sydney Office : "London Bank Chambers," Corner ol Pitt and Moore Streets.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

September 8, 1920

The Aeroplane

495

THE UNITED KINGDOM OF GREAT BRITAIN AND IRELAND.

OFFICIAL NOTICES.

AIR MINISTRY NOTICES TO AIRMEN.

Air. Ministry, Sept. ist
Explanatory statement.
. 1. Information relating to aerial navigation, wireless telegraphy,
aerodromes and landing grounds, Customs stations, prohibited areas,
and other questions of urgent and general interest, is issued, in. the
form of printed "Notices to Airmen," in a consecutively numbered
series, by the Air Ministry when considered necessary for the benefit
of Pilots and others directly interested in aviation.

2. "Notices" containing information of an urgent nature are given
out in the first instance by wireless telegraphy.

3. It is important that all Pilots actually engaged in flying should make
themselves acquainted with these "Notices to Airmen" as soon as
they appear. Arrangements have accordingly been made for their
display at terminal and Customs aerodromes at home and abroad,
and for their distribution to, among others : —

The technical and daily Press.

The Aeronautical Associations and Clubs.

Licensees of permanent aerodromes.

Lloyds'.

H.B.M. Representatives abroad.

4. Copies of the "Notices" can be obtained direct from the Secretary,
Air Ministry. Pilots employed by aviation firms should arrange to
secure "Notices" regularly through their employers, and unattached
Pilots can obtain copies through their Association or Club.

5. The latest "Notices" can also be seen at all Civil Aerodromes,
and copies can be obtained personally from the C.A.T.O.'s at Croydon
and Eympne.

6. When abroad the latest "Notices" can be seen at the Customs
aerodrome in the country visited.

By Command of the Air Council,

W. E. Nicholson.

NOTICE TO AIRMEN (No. 52).

Air Ministry, Sept. ist.
Log Books for Civil Flying.
It is hereby notified : —

In accordance with the provisions of the Air Navigation Regulations,
1919, Schedule 5, Standard Eog Books have now been prepared for use
Dy Firms, Pilots and others engaged in Civil Elying, and are available
at the prices shown : —

"Pilot's Eog Book." C.A. Form 24 - Price 2s. od.

"Journey Eog Book." C.A. Form 26 - Price /is. od.

"Aircraft Eog Book." C.A. Form 27 - Price 3s. 6d.

' Engine Eog Book." C.A. Form 28 - Price 3s. 6d.
The Books are obtainable through any Bookseller or direct from
H.M. Stationery Office, Imperial House, Kingsway, 1 London, W.C.2,
or their Agents.

N.B. — This Notice cancels Air Ministry Communique (no. 381), of
Nov. 14th, 1919, which authorised temporarily the use of R.A.F. type
Log Books.

NOTICE TO AIRMEN (No. 93).

Air Ministry, Sept. ist.
Aerodrome List Amendments.
It is hereby notified : Additions and Amendments to Notice to Air-
men, No. 81 (Consolidated List of Aerodromes), of July 20th, are as
follows : —

LIST B(b). — (b) Stations temporarily retained for Services purposes
the following should be deleted : —

-Aerodrome. — Anglesey; Lat. 53 deg. 15 miri. 0 sec. N; Long. 4 deg.
22 min. 30 sec. W. ; Height above sea-level, ,185 ft. Nearest Railway
Station: Llangefni, 3 miles (L-N.W.R.) ; Nearest Town: Llangefni, 3.
miles (by road) ; True bearing from aerodrome, E.

LIST C(b). — Licensed Civil Aerodromes. Civil Aerodromes licensed
as "Suitable for Avro 504K and similar types of aircraft only." Except
in very few cases accommodation does not exist. The licences have
also been issued for limited periods only. Foreshore Aerodromes are
not included. The following should be added: —

Aerodromes. — Taunton (Musgrove Farm) ; Eat. 51 deg. 1 min. 0 sec. N.
Long. 3 deg. 7 min. 0 sec. W. ; Height above sea level, 60 ft. Nearest
Railway Station : Taunton, 1 mile (C W.R.). Nearest Town : Taunton,
\ mile (by road) ; True bearing from Aerodrome, W.

Heme Bay; Lat. 51 deg. 22 min. 0 sec. N. ; Long 1 deg. 8 min. 30
sec. E. ; 100 ft. Heme Bay, 2 miles (S.E. & C.R); Heme Bay, 1 mile
(by road) ; W

Walsall; Lat. 52 deg. 35 min. o sec. N.; Long. 1 deg. 57. min. 0 sec.
W. ; 460 ft. Walsall, 2'miles (L. & N.W.R.) ; Walsall,' if miles (by
road) ; W.

Nuneaton; Lat. 52 deg. 31 min. 0 sec. N. ; Long. 1 deg. 27 min. o sec.
W. ; 460 ft. (Approx.). Nuneaton, 1 mile (L. & N.W.R.) ; Nuneaton,
i mile (by road); W.-N.W.

Wellingborough, Lat. 52 deg. 18 min. 30 sec. N. ; Long. 0 deg. 40 min.
0 sec. W. ; 200 ft. Wellingborough, J mile (M.R.); Wellingborough, 1^
miles (by road) ; W.S.W

NOTICE TO AIRMEN (No. 94).

Air Ministry, Sept. ist.
Issue of Meteorological Reports by Wireless Telegraphy.
It is hereby notified :
' 1. On and after Sept. ist the synoptic reports issued by W/T from
the Air Ministry and Aberdeen will be as follows : —

Air Ministry. — Call sign G.F.A.; Wave length 1,400 m. continuous
wave: Times of issue— 03.15 G.M.T. ; 08.45 G.M.T. ; 20.15 G.M.T.

Aberdeen. — Call sign B.Y.D. ; Wave length 3,500 m. ; Times of issue:
02.30 G.M.T.; 08.30 G.M.T. ; 14.30 G.M.T. ; 19.30 G.M.T.
2. Reports will be sent for the following stations : —

Identification
Number

110

101

118

Place.
"Aberdeen

I/jrvvick

Tynemouth

"Manchester (Didsbury) 128

"Cranwell 131

Yarmouth 136

"'Felixstowe ! 143

*Calshot 153

"Lympne 154

Croydon 159

Jersey 160

Identification
Place. Number

Scilly .' 1 166

Pembroke 169

Holyhead 174

'Glasgow 178"

Malin Head 182

*Baldonnel 184

"Valencia 192

Stornoway 195

Ross-on-Wye 198

Blacksod Point 199

* .See paragraph 4.

3. The identification number of each station will be followed by
three groups of five figures represented symbolically by :

BHBDD FwwTT tfbbHV ; where BBB equals Barometer in millibars and
tenths (initial 9 or 10 omitted) ; DD — Wind direction at surface on the
scale H-32 (08— E, 16— S, 20— S.W., etc.); F — Wind force on Beaufort
Scale; ww — Present weather (see Code 1) ; TT — Temperature in degrees
Fahrenheit; Q — Characteristic of barometric tendency (see Code 2);
bb— Amount of barometric tendency in half millibars (50 added for
negative tendency); II — Humidity (see Code 3); V — Surface visibility
(see Code 4). A hyphen - (morse signal - ... -) will be used in the
place of any missing figure.

4. In the case of stations marked * a fourth group will be added,
when possible, as follows :

2 DDVV ; where OD — Direction of wind at 2,000 ft. on the scale
0-72 ; actual direction in degress from North is obtained by multi-
plying code figures by 5; VV — Speed of wind at 2,000 ft. in miles
per hour.

5. The necessary codes are attached. The fog scale is that given
in Annex G of the Convention for International Air Navigation.

6. General Inferences in plain language, based upon observations at
07.00 and 18.00 G.M.T., will be issued by Air Ministry Wireless Station
at— 09.15 G.M.T., 20.00 G.M.T.

7. The following is an example of such an inference :

"Pressure has again become high over Iceland, and a deep
depression over the Skagerak region is increasing in intensity.
The resultant North-Westerly to Northerly wind current over the
British Isles will maintain rather cold weather, with local showers
and variable skies during the next day or two."

8. Notice to Airmen (No. 58), of May 31st, 1920, is hereby cancelled

Code r.
Present Weather (ww).
Note 1. — This code is used both for land and sea observations, so
that some of the figures are not actually used at sea All the figures
are, however, given here

Note 2. — 00 to 4Q weather without precipitation ; 50 to 70 and 77 to

97 with precipitation; r equals rain; d — drizzle; h — hail; s — snow;
rs — sleet; tlr— thunderstorm ; e — wet air; f — fog; b — cloudless, or nearly
cloudless; be — about half clouded; c — about three-quarters clouded;
o — overcast, or nearly overcast.

No Fog, or precipitation (00-05). — 00 Absolutely cloudless; 01 Cloud
less than half; 02 About half clouded; 03 Aborft three-quarters clouded;
04 Overcast, but small amount of blue visible; 05 Absolutely overcast.

Haze, Mist or Fog, with cloud above, but no precipitation (06-13). —
ofi Overcast and if ; 07 Overcast and 2f ; 08 Overcast and 3f ; 09 Overcost
and 4f; 10 Overcast and 5f : 11 Overcast and 6f: 12 Overcast and -f ;
15 Overcast and 8f.

Haze or Fo?, but' no precipitation (14-21). — 14 Haze if; 15 Haze 2f;
l<S Fog 3f; 17 Fog 4f; 18 Fog fcf; 19 Fog 6f; 20 Fog <jt\ 21 Fog 8f

Mist or Wet Fog, but no precipitation (14-21). — 14 Haze if; 15 Haze 2f ;
24 Fog 3fe; 25 Fog 4fe; 26 Fog sfe; 27 Fog 6fe; 28 Fog jfe; 29 Fog Rfe.

Special Phenomena, without precipitation (30-49). — 30 e (Wet air);
31 Exceptional visibility; 32 Dust haze; 33 Dew; 34 Hoar frost;
3= Rime; 36 Glazed frost; 37 Glazed roads; 38 Solar Halo; 39 Lunar
Halo, 40 Solar Corona; 41 Lunar Corona; 42 Aurora; 43 Squalls;
41 Gale; 45 Gloom; 46 Ugly, threatening; 47 Thunder; 48 Lightning;
4; Thunder and lightning.

Precipitation and Fog (50-58). — 50 Slight rain, 51 Moderate rain,
5? Heavy rain, 2f or jf ; 53 Slight rain, 54 Moderate rain, 55 Heavy
rain, 4f or sf ; 56 Slight rain, 57 Moderate rain, 58 Heavy rain, 6f to 8f.

Precipitation and Squalls of Wind (5Q-70). — 59 Slight rain: 60 Mode-
rate rain; 61 Heavy rain; 62 Slight rain and hail; 63 Moderate rain
and hail; 64 Heavy rain and hail; 65 Slight sleet; 66 Moderate sleet;
67 Heavy sleet ; 68 Slight snow ; 69 Moderate snow ; 70 Heavy snow.

Snow Covering (71-73). — 71 Snow over whole country; 72 Snow with
bare patches; 73 Deep drifts.

Dust Stems '74-76). — 74 Slight dust storm; 75 "Moderate dust storm;
76 Dense dust storm

Precipitation without Sava'ls or Foe: (77-01) — 77 .Slight drizzle;
78 Moderate drizzle; 79 Thick drizzle; 80 Slight rain; 81 Moderate
rain; 82 Heavv rain; 8} Slight hail; 84 Moderate hail; 85 Heavy hail;
86 Slight sleet; 87 Moderate sleet; 88 Heavy sleet; 89 Slight Snow;
go Moderate snow ; 91 Heavy snow.

Thunderstorms (92-97). — 92 Slight tlr, 93 Moderate tlr, 04 Heavy tlr,
without hail; 95 Slight tlr, 96 Moderate tlr, c,7 Heavy tlr, with hail;

98 Line squall, or "grain."

Code 2.

characteristic of barometric tendency (/j).
0 equals Steady; 1 — Unsteady; 2 — Rising; % — Falling; 4 — Falling, then
rising; 5 — Steady, then rising; 6 — Steady, then falling; 7 — Falling, then
steady ; 8 — Rising, then steady or falling ; 9 — Line squall.

Code 3.
Humidity (H)

0 equals 95-100 percent.; 9 — 90-94 per cent* 8 — 80-89 per cent. ; 7 — 70-79 per
cent. ; 6—60-69 per cent. ; 5 — 50-59 per cent. ; 4 — 40-49 per cent. ; 3 — 30-39
per cent.; 2 — 20-29 Per cent.; 1 — 10-19 per cent.

496

The Aeroplane

September 8, 1920

Code 4.
Visibility (V).

Description.— 0 — Objects not visible at 50 metres (or yards); 1— Objects
visible at 50 metres, but not at 200 metres (or yards); 3— Objects visible
at 200 metres, but not at 1,000 metres (or yards) ; 3— Objects visible at
1,000 metres, but not at 2,000 metres (or yards) ; 4 — Objects visible at
2,000 metres, but not at 4,000 metres (or yards) ; 5— Objects visible at
4,000 metres, but not at 7,000 metres (or 4-j miles) ; 6— Objects visible
at 7,000 metres, but not at 12,000 metres (or y\ miles) ; 7 — Objects
visible at 12,000 metres, but not at 20,000 metres (or 12 miles);
S — Objects visible at 20,000 or more; 9 — Objects visible at above 30,000
(20 miles), and exceptional clearness.

NOTICE TO AIRMEN (No. 95).

Air Ministry, Sept. 2nd.
PYROTECHNIC DEMONSTRATIONS— DARTFORD, KENT.
It is hereby notified : —

Demonstrations of Lights, Flares, Rockets and Signal Grenades, in
connection with experimental research work, tak; ptece from a posi-
tion about one mile south of Joyce Green Aerodrome and about two
miles north of Dartford.

The programme of this work depends to some extent upon the
weather, and a demonstration may therefort be arranged at any time
and so preclude notice being given.

Pilots are accordingly warned against mistaking these displays for
Aerodrome signals

CONTINENTAL ARRIVALS AND DEPARTURES

[The following table of arrivals at and departures from the
British Air Ports is compiled on the following system : —
First comes the initials of the Air Line; next the type of
machine; next the international number of the machine; next
the ports of departure and destination; next the times of
departure and arrival; next the cargo, whether goods (G)
and/ or mails (M) ; next the number of passengers ; and finally
the name of the pilot and number of mechanics, if any.]

ABBREVIATIONS— A.T. & T.— Air Transport & Travel, Ltd.; M.A.
— Messageries Aeriennes; I.A.L. — Instone Air Line; G.T. — Compagnie
Transaerienne ; C. des G.E-A. — Compagnie des Grandes Expresses
Aeriennes; S.N.E.T.A. — Syndicat National pour l'Etude des Transports
Aeriens; P.L— Petters, Ltd.; C. A. C— Central Aircraft Company;
M.W.T.C.— Marconi Wireless Telegraph Company; H.P.T.^-Handley
Page Transport, Ltd.; H.P.— Handley Page, Ltd.

Where times are missing it is probably owing to Atmospherics affect-
ing signals.

The London Terminal Aerodrome, Croydon.

(Compiled by the Staff of The Aeroplane.)

AUGUST 30th :

A.T. ST., DH9, G-EAQN, London-Amsterdam, 11. 30-1430, G., 1, Forson.
I.A.L-, Vimy, G-EASI, London-Paris, 12.50-16.40, Nil, 3, Chattaway

& 1.

A.T.&T., DH9, G EAOZ, London-Paris, 13.25-15.35, G., Nil, Reeves.
A.T. ST., DH10, G-EASW, London-Paris, 17.00-19.05, G.&M., 3, Tebbitt.
A.T.&T., DH16, G-EASW, Paris-London, 0950-13.00, G., 3, Tebbitt.
C.desG.E-A , Goliath, F-HMFU, Paris-London, 15. 15-17. 23, G., 2, Favreau
A.T.&T., DII9, G-EAQP, Amsterdam-London, 14.30-18.25, G., 1, Hinch-
cliffe.

A.T.&T., DH9, G-EAGY, Amsterdam-London, 15.18-17.40, G.&M., Nil,

Holmes.

A.T.&T., DH9, G-EAQL, Paris-London, 16.30-19.19, Nil, 2, Milnes.
A.T.&T., DH9, G-EAOZ, Paris-London, 16. 40-19. 17, Nil, 2, Lines.

AUGUST 31st :

A.T.&T., DH9, G-EAOZ, London-Paris, 09.45-11.50, Nil, 2, Powell.
A.T.&T., DH9, G-EAGY, London-Amsterdam, 10.45- 1405, G., Nil, Bamber.
A.T.&T., DHq, G-EA.PL, London-Paris, 10.55-12.20, G., 1, Armstrong.
A.T.&T., DH9, G-EAQP, London-Amsterdam, 11.30-1508, G., Nil, Hinch-
cliffe.

P., Caudron, F-ABEX, London-Le Crotoy, 16.10—, Nil, Nil, Mdlle. Boland
-P., Caudron, F-ABDT, London-Le Crotoy, 16.10—, Nil, 1, Maicon.
A.T.&T., DH9, G-EAQL, London-Paris, 1637-18.35, G.&M., 1, Holmes.
A.T.&T., DH16, G-EASW, Paris-London, 0955-13.40, Nil, 4, Reeves.
I.A.L., Vimy, G-EASI, Paris-London, 12.55-17.25, Nil, 8, Chattaway & 1.
A.T.&T., DH9, G-EAQN, Amsterdam-London, 16.25-18.45, M., Nil, Forson
A.T.&T., DH9, G-EAPL, Paris-London, 17.00-19-40, Nil, 2, Armstrong.
A.T.&T., DH9, G-EAOZ, Paris-London, 17.00-19.40, Nil, 2, Tebbitt.

SEPTEMBER 1st :

A.T.&T., DH18, G-EATJF, London-Paris, 10.00-12.08, G.&M., 4, Forson.
A.T.&T., DH9, G-EAPL, London-Amsterdam, 10^15-13.18, G., Nil, Milnes.
C.desG.E-A., Goliath, F-HMFU, London-Paris, 11. 07-14. 15, G., 1, Favreau.
A.T.&T, DH9, G-EAOZ, London-Paris, 16.30-18.30, Nil, 2, Reeves.
A.T.&T., DH9, G-EAQN, London-Paris, 16.50-1918, G.&M., 1, Lines.
A.T.&T., DH9, G EAQL, Paris-London, 10.10-12.55, Nil, 2, Holmes.
C.desG.E-A., Goliath, F-GEAD, Paris-London, 12 25-15. 40, G., Nil, Labou-
chere.

A.T.&T., DH9, G-EAGY, Amsterdam-London, 15.30-18.20, G.&M., 1,
Bamber.

A.T.&T., DH18, G-EAUF, Paris-London, 17.00-19.20, G., 4, Forson.

SEPTEMBER 2nd :

A.T.&T., DH18, G-EAUF, London-Paris, 09.50-11.55, G.&M., 4, Armstrong.
A.T.&T., DH9, G-EAQL, London-Amsterdam, 11. 20-14.25, G., Nil, Carter.

A.T.&T., DHi6, G-EASW, London-Paris, 12.10-14.15,' Nil, 3, Tebbitt.
I.A.L., Vimy, G-EASI, London-Paris, 12.50-15.30, Nil, 3, Barnard & 1.
A.T.&T., DH9, G-EAOZ,Paiis-London, 0950-12.20, G., 2, Reeve.
A.T.&T., DH9, G EAQN, Paris-London, 10.00-12.50, Nil, 2, Lines.
M.A., Spad, F-CMAV, Paris-London, 13. 00-19. 15, G.&M., Nil, Bourdon.

SEPTEMBER 3rd :

A.T.&T., DH9, G-EAQN, Loudon-Amsteidam, 11.05-14.20, G., Nil, Bam-
ber. ,

A.T.&T., DH9, G-EAGY, London-Paris, 11. 05-13.25, M., 2, Holmes.

A.T.&T., DH16, G-EAPM, London-Paris, 11. 10-13. 25, G., 3, Forson.

CdesG.E.A., Goliath, F-GEAD, London-Paris, 11.52-14-5°. G., 3. Labou-
chere. >'

M.A., Spad, F-CMAV, London-Paris, 12.45-16.30, Nil, Nil, Bourdon.

A.T.&T., DH18, G-EAUF, London-Paris, 17.05-19.20, G.&M., 5, Arm-
strong. .

A.T &T., DH9, G-EAQP, Amsterdam-London, 08.50-14.35, M., 2, Hmch-

A.T.&T., DH16, G-EAPT, Paris-London, 11. 25-13.59, Nil, 1, Tebbitt.
A.T.&T., DH18, G-EAUF, Paris-London, left at 17-00 on -2nd, arrived

11.35 on 3rd, G.&M., Nil, Armstrong.
A.T.&T., DH9, G-EAPL, Amsterdam-London, I5.i3/2nd-n.35, Nil, Nil,

Milnes. _ _ _

CdesG.E.A., Goliath, F-HMFU, Paris-London, 11.45-15.3°. G., 1, Favreau
I.A.L-, Vimy, G-EASI, Paris-London, 13.20-20.23, Nil, 7. Barnar°ll « *!
A.T.&T., DH9, G-EAQL, Amsterdam-London, 15.51-18.50, -G.&M., 1,

Carter. ' „ ,_ ,

A.T.&T., DH16, G-EASW, Paris-London, 17.05-18.55, G., 1, Holmes.

SEPTEMBER 4th:

A.T &T., DH16, G-EAPT, London-Paris, 10.05-12.35, G.&M., 3, Reeves.
A.T.&T,, DH9, G-EAQL, London-Paris, 10.15-12.48, G., 1, Milnes.
AT.&T., DH16, G-EAPM, London-Paris, tf>-53-iQ<>5, G.&M., 3, Tebbitt.
A T &T., DH16, G-EAPM, Paris-London, 10.00-12.34, G., 3. Tebbitt.
A.T.&T., DH9, G-EAGY, Paris-London, 10.05-1226, Nil, 1, Armstrong.

SEPTEMBER 5th:

A.T.&T., DH9, G-EAGY, London-Berck, 10.06—, Nil, 1, Shaw.
A.T.&T>, DH9, G-EAQP, London-Paris, 10.20-13.25, Nil, 2, Carter.
CdesG.E.A., Goliath, F-HMFU, London-Paris, 10.50-14.20, Nil, Nil,

Favreau . ,
A.T.&T., DH18, G-EAUF, Paris-London, left 16.50 on 4th, arr. 10.45

on 5th, G., 6, Powell.
A.T.&T., DH16, G-EAPM, Paris-London, 11. 35-14.15, Nil, 2, Reeves.
A.T.&T., DH9, G-EAGY, Berck-London, — 19.30, Nil, Nil, Shaw.

The Air Port of Cricklewood.

(Compiled from Log of Cricklewood Aerodrome. Times on the Continent from Air Ministry Communiques.)

AUGUST 30th:

H.P.T., HP, G-EATL, London-Lausanne, 10.35-18.35, Nil, 1, Hope & 1.
H.P.T., HP, G-EASL, London-Paris, T2.20-15.30, G., 6, Mcintosh & 1.
M.A., Breguet, F-CMAC, London-Paris, 12.45-15.20, Nil, Nil, Chailloux.
H.P.T., DH9, G-EAUH, Amsterdam-London, —14.4?, M., Nil, Moore.
H.P.T., DH9, G-EAUI, London-Brussels, 17.00 — , M., Nil, Hill.
H.P.T., HP, G-EASN, London- Amsterdam, 16.15—, G.&M., 1, Wilcock-
son & 1.

H.P.T., HP, G-EASN, Paris-London, 13.00-16.30, G., 6, Perry & 1.
H.P.T., DH9, G-EAUQ, Paris-London, —17.50, Nil, 2, Fowler. /
H.P.T., DH9, G-EAUP, Brussels-London, 15.15-x9.10, G.&M., 2, Rogers.

AUGUST 3 J st ;

H.P.T., HP, G-EALX, London-Paris, 12 08-14.55, G., 8, Bager & 1.
H.P.T., DHg, G-EAUN, London-Brussels, 14.40-17.17, M., Nil, Perry.
H.P.T., HP, G-EASN, Amsterdam-London, —16.05, M., Nil, Wilcock-
son & 1.

H.P.T., DH9, G-EAUQ, London-Amsterdam, 16.15—, M., Nil, Jones.
M.A., Breguet, F-SMAB, Paris-London, 13. 00-16. 10, G.&M., Nil, Le Main
H.P.T., HP, G-EASL, Paris-London, 12.30-16.50, Nil, 8,-Olley & 1.

SEPTEMBER 1st :
H.P.T., HP, G-EASZ, London-Paris, 09.41-12.25, Nil, Nil, Beal & 1.
H.P.T., HP, G-EATN, London-Paris, 12.00—, G., 7, Rogers & 1.
M.A., Breguet, F-CMAB, London-Paris, 12.35—, G-i Nil, Le Main.
H.P.T., DH9, G-EAUI, Brussels-London, —13.15, G.&M., Nil, Hill.
S.N.E.T.A., Goliath, O-BLAN, Brussels-London, 10. 12-14.00, Nil, 7,
Georges & 2.

H.P.T., DH9, G-EAUP, London-Amsterdam, 16.35— G.&M., 2, Fowler.
H.P.T., HP, G-EALX, Paris-London, 12.30-16.15, Nil, 1, Bager & 1.

Inland Flying at Croydon.

Aug. 30th.— A.T.T., Ltd., D.H.g, test; I.A.L., D.H.4-, 2 joy-
rides.

Aug. 31st. — I.A.L-, D.H.4, Brighton return.
Sept. 1st.— A.T.T., D.H.g, 2 joy-rides; I.A.L. , D.H.4, Brook-
lands, return, twice ; Vimy, Brooklands, return.

H.P., DH4, O.8. London-Brussels, 17.12-20.05, Nil, 1, Moore.
H.P.T., DH9, G-EAUN, "Brussels-London, —1750, G.&M., Nil, Perry

SEPTEMBER 2nd :

HP., DH4, O.12, London-Brussels, 10.15-12.00, Nil, Nil, Foot & 1.
H.P.T., HP, G-EATK, London-Paris, 12 00-15 10, G., 7, Olley & 1.
H P.T., HP, G-EATH, London-Brussels, 14.40-17-35. G.&M., Nil, Bager

& '.1. ' ■ „- -r-'-- >

H.P.T., HP, G-EASY, Paris-London, 13.00-16.33, G., 6, Rogers & 1.

SEPTEMBER 3rd :

H.P.T., DH9, G-EAUP, Amsterdam-London, —10.45 (landed at Worm-

'wood Scrubs, 2/9/20), Nil, 2, Fowler.
H.P.T., HP, G-EATM, London-Paris, 12.0S-15.15, G., 2, Jones & 1.
HPT, DH9, G-EAUN, London-Brussels, 14.40 — , G.&M., 1, Perry.
HPT DH9, G-EAUP, London-St. Inglevert, 15.10-16 20, Nil, 1, Fowler.
HPT DH9, G-EATA, London- Amsterdam, 16.38—, G.&M., Nil, Rogers
HPT, HP, G-EATIC, Paris-London, 12.45-16.11, G.&M., 7, Olley & 1.
H.P.T., HP, G-EATH, Brussels-London, 15.00-18.20, M., 8, Bager & 1.

SEPTEMBER 4th.;

HPT, HP, G-EATG, London-Paris, 12.12-15.40, G., 6, Wilcockson & »
H.P.T., DH9, G-EAUN, Brussels-London, 15. 15-18. 25, M., 1, Perry.

SEPTEMBER 5th:

H.P T., DH9, G-EAUP, St. Inglevert-London, —10.25, Nil, Nil, Fowler.
H.P.T., HP, G-EATM, Montroy-London, —13.00, Nil, 5, Jones & 1.
H.P.T., HP, G-EALX, London-Paris, 16.05— Nil, 7. Olley & 1,
H.P.T., DH9, G-EAUN, London-Amsterdam, 16.20 — , G., Nil, Hill.

Sept. 2nd.— A.T.T., Ltd., D.H.g.,- test.
Sept. 3rd.— Nil.
Sept. 4th.— Nil.
Sept. 5th.— A.T. T., Ltd., D.H.g, 2 joy-rides; I.A.L., Vimy,
1 joy-ride. _

September 8, 1920

The

Aeroplane

497

Inland Flying at Cricklewood.

Aug. 30th.— H.P.T., HP., 2 tests.

Aug. 31st. — A. V. Roe and Co., Avro from Martlesham.
Sept. 1st— H.P.T., H.P. from Lyinpne; H.P., D.H.4, test;
H.P.T., H.P., 2 tests; A. V. Roe and Co., Avro to Hounslow.
Sept. 2nd.— H.P., D.PI.4, test.

Sept. 3rd— H.P.T., H.P. from Lynrpne; H.P., D.H.9 from
Hendon.
Sept. 4th.— H.P., D.H.4, test.
Sept. 5th.— Nil.

The London Terminal Aerodrome.

La Compagnie des Grandes Expresses Aeriennes, who run
the Farman "Goliath" machines, have erected an office at
Croydon painted the well-known light blue which has always
been the Farman colour. Those who were in the R.F.C.
in the early days will remember the colour of the nacelles on
Henris, Longhorns and- Shorthorns. This colour looks very
nice in small quantities, "but for a whole, office — " You'd be
surprised 1 "

It is not true that the C.A.T.O. has been so encouraged
by the success of the word "CROYDON" inlaid in white
chalk on the aerodrome, that he has entered for the " Daily
Mail world's record sale " competition.

A large crowd of people* appeared again on Sunday after-
noon and watched the Instone "Vimy" disporting itself.
In spite of the atrocious weather, the A.T. & T. machines to
Paris, Amsterdam, etc., arrived and departed to time as
usual. — G. D.

A.T. and T. Notes.

On Monday of last week the Princess Antoine Bibesco (nee
Elisabeth Asquith), accompanied by her brother, Master An-
thony Asquith, went to Paris in a D.H.18. Mrs. Asquith
was present, and was photographed as usual. Master An-
thony returned 011 the 6th.

Machines have all been running to schedule as usual, or
doing even better. An Amsterdam machine, for example,
beat its schedule time by half an hour, but this, of course, is
yby no means unusual. — G. d. •

j The Instone Air Line.

The "City of London " and "City of Cardiff" have both
been to the city of Paris as usual during the week. On
I Friday evening at 20.23 Mr. Barnard came in on the "Vimy"
in total darkness and made a splendid landing to the ac-
companiment of a pyrotechnic display by the aerodrome staff.

One day last week "Little Jimmy" was taken over to
Brooklands to see his home. He spent a most enjoyable day
with Vickers, Ltd., who gave him some new pumps and
generally looked him over. The D.H.4 accompanied him.
He got somewhat off his course on the homeward journey
owing to mist.

The Instone office at Croydon is now looking very nice.
On Saturday the hardworking traffic manager, Mr. Hand-
over, was "discovered" hard at work as usual, but now in
most comfortable surroundings, in which one can see the un-
mistakable touch of a woman's hand.

By the way, the notice "London, Paris and New York" to
be seen about London does not intimate new activities of the
I.A.L. ; it is merely the name of a new revue. ■

On Sunday Mr. Barnard on "Little Jimmy," and a full
house hurtled into the cwigkeit. There was a gusty wind
blowing, and one doubts if all the passengers enjoyed their
tea as they should. One is told that some passengers were
recently delighted to hear that a hospital was to be erected
at Lympne for the benefit of the air-sick.— G. d.

LepAerial Travel Bureau.

If one wishes to be enlightened on the question of whether
civil aviation is dead or not one has only to spend a short
time in the office of the LepAerial Travel Bureau in Picca-
dilly Circus. Mr. Loader has his work cut out dealing with
the continual stream of those booking or inquiring about
passages on air lines.

Their window, incidentally, is most ingeniously arranged
with models, luggage labels, etc., and is one of the best
possible advertisements for the air lines in existence. — G. d.

. Speeding Up the Air Lines.

Handley Page Transport have a D.H.9 on the service of
Which the international identification marking is G-EAUP,
One is not able to state at the moment whether or not the
pilot, wears spurs.— G. d.

An Aerial Transgression.

On Aug. 31st, at Marlborough Street Police Court, Mrs.
Gretchen Menken, an American citizen, was fined £50 for
importing nine revolvers by air from France. The leader
for _ the- prosecution was aptly named Muskett. Humphrey
Wright, an aerodrome porter, was bound over.

The defence was that the revolvers were for a collection

owned by Mrs. Menken's son. The magistrate remarked
that the ladv had behaved foolishly.

The revolvers were discovered owing to the fact that
Wright grumbled about the size of his tip, the lady having
presented him with one franc, value about fivepence

An Official Appointment.

It is officially announced that on Sept. 6th Dr. George
Clarke Simpson, F.R.S., D.Sc., from the Meteorological De-
partment of the Government of India, takes up his duties as
Director of the Meteorological Office, at the Air Ministry.
Dr. Simpson succeeds Sir Napier Shaw, who has been -Direc-
tor since 1920. v

Addlestone.

The Air Navigation and Engineering Co., Ltd. (Bleriot's), of
Addlestone, who have forsaken aviation (apparently for ever)
and have been occupied with the construction of the Bleriot
" Whippet " light car, have recently discharged a considerable
number of their employees.

Lang Propeller, Ltd., have also discharged a number of
hands, but are continuing their airscrew work, which includes
the supplying of airscrews to Vickers, Ltd., for their China
otder. — j. F. S-

Bedford.

Details are now to hand in connection with Mr. Gordon
kiley's fatal accident. The machine was an Aek-VV with 160-
h.p. Beardmore engine. Mr. Riley had done very little flying
on it and disliked it. He had a slight crash with it some
weeks before. On the occasion of his death he was flying it to
Hendon, where another pilot was going to take it over. The
engine cut out when the machine was at roo feet and it stalled
and crashed.

Mr. Riley was 21 years of age and has been a pilot since
1917. A friend of his writes : "He was a great sportsman and
good fellow, and he will be much missed by all who knew
him."

Brooklands.

The Vickers works at Brooklands are about the busiest
among the aircraft factories in the neighbourhood The order
for 50 " Vimy " commercial machines (or " fat porters ") for
China has yet to be completed, and in addition there are being
constructed 30 instructional machines for the Chinese Govern-
ment. These machines are moderately-sized " pusher " bi-
planes with " Eagle " Rolls-Royce engines. Nc further
details have yet come to hand beyond the stupendously impor-
tant fact that they are known as "Vims" (singular, "Vim"),
doubtless because they instil that desirable characteristic into
the pupil. This type is directly descended from the famous
gun-carrier, and is said to be very useful for school work. —

j. F. S.

Cambridge.

At a sale of aircraft and equipment and effects of the
Cambridge School of Flying, an Avro in perfect condition
fetched only £50. Three D.H.6 machines went for £2 5s.,
,•£3 10s. and £6 5s. In one of these latter one has per-
sonally crashed, and so can thoroughly testify to their ex-
cellence, and whoever has bought them for this price has
got an excellent bargain.

A 50-h.p. Gnome engine went for 35s., and two airscrews
for 7s. 6d. each. A new acetylene welding plant, with gene-
rator, was knocked down for £17 10s. "How are the mightv
fallen" ! ! !— G. p.

Folkestone.

Flying at Folkestone is progressing as favourably as the
weather will permit. The Avro has had a new no-h.p. Le
Rhone engine installed, and in consequence shows an im-
proved performance. Among the passengers taken up have
been a number of pilots of French, Belgian and Swiss
nationality, including Chevalier Willy Coppens, D.S.O., the
Belgian Air Attache at the Court of St. James's.

Of the five members of the crew, all of whom served
during the war, Mr. S. A. Martindale, the organiser, and
Messrs. Martin and Fagg, the two ground engineers, both
of whom have had considerable flying experience before and
during the war, were invalided from the Service owing to-
in juries received on active service.

Lieut. Martindale entered the R.F.C. from the cavalry,
and flew on active service in France, Egypt, Albania and
Mesopotamia, and finally was a flight commander during the
"Blazing the Trail" flight to Egypt on Handley Pages last
year, being one of the few officers to get his machine safely
to Cairo.

Major J. B. P. Ferrand, D.S.O., the pilot, served with
considerable distinction in the R.N.A.S. and R.A.F., gaining
his D.S.O. in 1915 for sinking a German T.B.D. off the coast
of Flanders in a F.B.A. flying boat, in the days when bombs
were discharged by dropping them by hand. Thereafter he

498

The Aeroplane

September 8, 1920

served both at home and in the Middle East, being finally
taken prisoner by the Turks.

Judging from the consistent good work done in the past,
and the success so far gained at Folkestone by Mr. S. A.
Martindale, Major Ferrand, D.S.O., and Messrs. Martin,
Fagg and Brown, the two ground engineers and mechanic
lespectively, so long as sufficient encouragement is forth-
coming, they may be expected to accomplish whatever they
may set out to do. — c. b.

Northolt.

On a recent visit to Northolt plenty of activity was to be
seen. Miss Trafford was up on a Centaur 4, flying exceed-
ingly well, and an R.A.F. Avro was doing instructional work.

A privately owned B.E.2C arrived with an arrangement for
blowing out clouds of graphite. It is an "hush-hush"
machine, -and there are various rumours as to its function in
life. Some say that it is for cinema work, to make the
machine appear as though it were in flames. It seems that
a more difficult problem would have been to get an R.E-8,
and make it appear as though it were not in flames.

Some say the B.E. is lor signalling, but one' would have
thought that a recent invention, sometmes called "wireless,"
would have been better for this purpose. The most subtle
suggestion is that the machine is owned by the local laund-
ries and will be flown low over the surrounding houses (this
does not mean Northolt is shut in by houses, as there is hardly
a building near it) and discharge its graphite as a form of
direct action against people who do their own washing and
hang it in the back garden.

There are several privately owned machines at the aero-
drome, and the "Bat" belonging to the Instone Air Line is
under repair by the C.A.C. One also visited the gaunt
skeleton of what was once the Kennedy "Giant" biplane.
Judging by the ground in the vicinity, this machine is now
used by local cows as a "God-bless-the-Duke-of- Argyll."
Mr. Courtney, of "Semiquaver" fame, at one time did
straights on this machine. One would have liked to see
him do an " Aerial Derby Semiquaver" landing with it.

A French pilot landed at Northolt recently when coming
from Paris and looking for Cricklewood. Having given up
the search for that aerodrome, he landed at Northolt
thoroughly "rattled." Miss Trafford at once volunteered
to go up and give him a lead to Cricklewood. The French

pilot, apparently fearful of being led astray by the fair sex,
declined to be tempted. Eventually, Mr. Grey, one of the
youngest and best of the Northolt pupils, went up and led
him to his correct destination.

Mr. Joseph Edge, whose aerial photographs always create
such interest, has his headquarters at Northolt, and showed
one some exceedingly interesting views. — G. D.

Scarborough.

The Border' Aviation Company carried out so much flying
last week that they ran out of oil. To keep them going. until
their new supply arrived various members of the- company
toured the town with bottles buying up supplies of castor oil

from chemists.

One man celebrated his 77th birthday by' making a flight,
and another man of 64 was carried.

On Saturday, Aug. 28th, a man came and asked to be taken
to Maidenhead to attend a dance, at Murray's. Unfortunately
the company were too busy with joy-rides to comply with his
request.

On Sept. 4th, while flying an Avro belonging to the Border
Company, Capt. Oliver, with two passengers, was forced to
land in the sea. He intended to land on the South Sands,
but owing to the crowd this was impossible without great
risk. The machine was damaged slightly, hut neither pilot
nor passengers were hurt.

Woking.

According to reports, the " discharge " epidemic had spread
to Martinsyde, Ltd., and nearly all the aircraft workers were
supposed to be paid off. However, on inquiry one discovers
that such is not the case, and that only a few aircraft fitters
have left, and that the aircraft work is proceeding smoothly.

The " Semiquaver " is practically ready for flying again,
and should be out for tests soon, preparatory to the Gordon
Bennett Race.

The twin-engined machine, about which one can obtain no
details, is also nearing completion and will be in the air
shortly. No new designs or machines are projected at the
moment.

Mr. R. H. Nisbet is not expected to do much flying in
Canada, but is surveying certain districts with a view to the
employment of Martinsyde aeroplanes for commercial pur-
poses in that country. — j. F. S.

THE BRITISH

AUSTRALIA.
A Flight Rewarded.

The Commonwealth Government have announced their in-
tention of awarding ^500 each to Lieu*:s. I'arer and Mcintosh
in recognition of their flight from England to Australia, The
money was to be presented to the aviators upon theii arrival
in Melbourne.

The Completion of a Great Flight.

On Aug. 29th, Lieuts. Parer and Macintosh, who had left
Sydney for Bathurst on the way to Melbourne, damaged their
machine in a bad landing near Culcairn. The aviators were
forced to land owing to magneto trouble and mistook a
ploughed field for grass-land. The machine was so badly
damaged as to be beyond repair. The aviators proceeded to
Melbourne by train.

The Australian Defence Department lent the aviators
another machine with which to finish their flight. The
aviators motored to the railway junction at Albury to fetch
this machine, and then flew back to Culcairn in order that
their flight would not be broken.

On Aug. 31st Lieuts. Parer and Macintosh arrived at Mel-
hourne, and landed on the Flemiugton Racecourse. They
were accorded an official welcome. The bottle of whisky
which had been brought intact from London was presented
to Mr. Hughes, the Australian Premier, upon their arrival.

The Australian Aircraft and Engineering Co.

The Australian Aircraft and Engineering Co. have been
the first in the field in establishing an aerial mail service
in Australia. By arrangement with the Deputy Postmaster-
Gerieral, a trial flight was to be carried out between Lismore to
Tenderden and back, calling at Casino on the out and home
journeys. The weight of mail was not *to exceed 200 lb.
with passenger, or 250 lb. without passenger, and the pilot
was to call for and deliver the mail at the post office at each
of the places mentioned.

On June 26th, an Avro piloted by Mr. F. L- Roberts
covered the distance of 81 miles in an hour's flying time,
the company receiving verbal congratulations from various
authorities.

A further experiment in aerial mail carrying from Sydney
to Lismore, a distance of 300 miles, passing over Newcastle,
Kempsey and Grafton, was to be demonstrated later.

DOMINIONS BEYOND THE SEAS.

An Avro belonging to the Australian Aircraft and En-
gineering Co. was dispatched in "July to Queensland, of which
the greater part of the inhabitants had never seen an aero-
plane.

It is intended that the present Australian Aircraft and
Engineering Co. is to be wound up and floated into a limited
company.

During the aerial welcome accorded to the Prince of Wales
on arrival at Sydney, a D.PI.6, piloted by a Mr. Webb, was
forced to laud, owing to engine "trouble, in Wooloomooloo
Bay. By smart work on the part of a police launch the
machine was secured and towed to the wharf before it sunk.
The A. A. and E. Co. was given the order to repair it. .

A number of other machines took part in the aerial wel-
come, including Avros, D.H.6s and one State Government
Curtiss.

A Flying Campaign.

The acting Premier of Queensland (Mr. Fihelly) and Mr.
Theodore are both making arrangements for an extensive
election tour by. aeroplane at the coming General Election.
During the last New South Wales election this method was
adopted by Mr. Holman, who was, however, defeated.

> SOUTH AFRICA.

A Hint to Manufacturers.

A correspondent at Bulawayo, Southern Rhodesia, who is
quite competent to write on aeronautical matters, says that
the joy-ride business is very nearly exhausted in South Africa
owing to the small population. He is, however, convinced
that there are great opportunities for privately owned
machines in the future, but he emphasises the fact that makers
will have to design for the South African market. Machines
must be economical to run with petrol at 6s. a gallon. People
will not look at no h.p. rotary engines, or 300. h. p. Suizas.

According to this writer, what is wanted is an aerial Ford.
One ventures to suggest that something on the lines of the
Avro triplane, but lighter, and fitted with the good old reliable
160-h.p. Beardmore engine, would probably meet the case.
Though one does not of course place either that excellent aero-
plane or the Beardmore engine on the basis of the Ford as
regards finish, it is rather a compliment to either tr say that
they are as reliable under constant use as is the Ford car.

September 8, 1920

The Aeroplane

499

MINISTRY OF MUNITIONS

By DIRECTION of the DISPOSAL
BOARD

(Textiles, Leather and Equipment Section)

FOR SALE BY TENDER

AVIATION
CLOTHINC

Tenders are invited for the purchase
of Aviation Suits (new and part worn),
Airmen's Boots (new and part worn),
Caps and Helmets suitable for com-
mercial flying, motoring, etc.

The goods may be inspected at the respective
depots on production of a form of tender.
Samples, representative of the bulk of the new
items (excepting boots), may also be seen at : —

The Office of the Controller (D.B.3.B.2),
Ministry of Munitions, Earl's Court,
S.W.5.

BIRMINGHAM: Ministry of Munitions,
Room 48, 111, New Street.

DUBLIN: M nistry of Munitions, 124,
Lower Baggott Street.

DUNDEE: 60, Victoria Road.

Samples of New Boots may be seen at The

Office of the Controller, (D.B.3.B.2),
Ministry of Munitions, Earl's Court,
S.W.5.

Part-worn garments and boots should be in-
spected in bulk at the depots concerned.

Tender forms containing full particulars may be
obtained on application to the Controller

(D.B 3.B.2), Room 23, Block C, Earl's
Court Exhibition, Warwick Road, S.W.5

(Telephone : Hammersmith 2300, Extension 179),
and are to be returned not later than 10 a.m.,
Wednesday, September 15th, in the envelope
provided for the purpose.

FOREIGN INTELLIGENCE.

THE ARGENTINE.

The Argentine correspondent of The Aeroplane writes
under date July 27th : —

Some Recent Flights.

Major Kingsley made a flight in his Airco 4 (375 Rolls-
Royce), accompanied by Messrs. James Corbett and Jack
Watson. Teaviiig the company's aerodrome at San Isidro,
Buenos Aires, they arrived at Mr Corbett 's ranch 80 minutes
afterwards, the distance being 260 kilometres. The return
trip will be made with the same passengers.

I/ieut. Thompson has been making short flights at San
Isidro on an Airco 6 and an Airco 16

Lieut. Hasset, who is successfully carrying out a tour
through the Province of Cordoba and San I,uis, flew from
Jovita to Laboulaye. In the former town he made many
passenger flights. After completing a number of exhibitions
at Taboulaye, he proceeded to Tavalle and other neighbouring
towns. He is using an Airco 6.

All the above-mentioned pilots are late members of the
R.A.F. — "Dumspiral."

Capt. John Finder, a British officer, with Lieut. Martins, a
Brazilian, have been killed near Take Estobes, Brazil, during
a flight from Rio de Janeiro to Buenos Aires for a prize offered
by the Brazilian Government. It seems that they were killed
in. making a forced landing brought about by engine trouble.

BRAZIL.

The Minister of War has acquired already in Europe two>
Spads and four Avros, and has completed the arrangements
for two more Spads, four Breguets, and one S.V.A. The last
seven machines have been bought by public subscription for
the international service between Montevideo, Rio de Janeiro
and Santiago de Chile, in accordance to the ideas of Captain
Cesario L. Berisso.— Dumsfiral.

CHILE.

The Argentine coi respondent of The Aeroplane writes : —
The 4ero Club of Chile is another of those institutions which
agitate for the progiess of flying, civil as well as imlitary, and

BURBERRY L

CARAPAC E
AIR = SUIT

Designed by Burberrys,
with the assistance of pro-
minent airmen, with a view
to satisfying the exacting
demands of long-distance
flying.

It is made up of three
layers, each of a different
material. The outside is of
Burberry Gabardine, densely
woven and proofed to with-
stand intense pressure from
wind or rain. The second
layer is a luxurious lining of
fleece that supplies a wealth
of warmth ; whilst the inner-
most is of Glissade, a
smooth-surfaced material,
that enables the airman to
slip in or out of the suit
with celerity.

A double plastron of Bur-
berry Gabardine across the
chest and shoulders, a
Puttee Collar, adjustable
waist-belt, and devices for
tightening the sleeves and
legs, add comfort and
stability to an outfit which
insures complete - security,
yet is much less weighty and
cumbersome than leather
kit.

BURBERRYS

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Bu>btrrys Ltd.

Illustrated
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& Palhrns
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Burberry Carapace Suit.

The Aeroplane

'September 8, 1920

with this object they commenced on July 23rd a course of
civil instruction, under their exclusive patronage.

The introduction to the course was made by the President
of the Club, who exhorted the young pupils to love their
country like their own lives, and he praised them for the
enthusiasm which they had shown by coming 111 such large
numbers. There were three huudied pupils piesent. The
director of the course was introduced to those assembled, and
General Conteras Sotornayor was also in evidence.

With the idea of approaching a true knowledge of the sub-
ject the course has been divided into the following sections :
.Pilots under instruction, observers, technical, and mechani-
cal . — D UMSPIRAI. .

FRANCE.

A French correspondent of The Aeroplane wrote on Aug.
29th _ &

The Caen Aero Club.

■ The meeting of the Caen Aero Club was well attended on
Sunday. About twenty machines were there carrying pas-
sengers and giving exhibitions, including the 16 h.p. Aviette
of Pischoff, and the D.H.iS, both of which flew over from Le
Bourget.

The Air Port of Le Bourget.

Aerodrome people get quite a lot of amusement still from
the droll ideas and remarks of the passengers. Only last
Friday a dear old lady held up the 4.30 bus while she ate
enough to make her canteen bill come to an odd penny, as
she had a ten centime stamp to get rid of.

On Monday an American party of six, who had only booked
ordinary seats, refused to go on the afternoon Haiidley Page
because there were some more passengers. If they could not
go alone they would not go at all, and after letting the machine
go away with half load, they stormed round the field asking
everyone they met to give them their money back. In the
meantime all the passenger cars had left.

As you knew, Mr. Ernoul extends his line to Nice this next
week, and at the end of September the Society Avia proposes
to start a winter service Paris-Nice. From Nice a local com-
pany is starting a seaplane "service to Monte Carlo-Mentone
and Corsica-, where they will link up with the Italian line from
Rome. — E. n.

The Aviation' Meeting at Buc.
The aviation meeting at Buc, which will be held 011 Oct. 8th,
9th and 10th, is for French aviators only. On each day there
will be a height-record contest. On Oct. 8th there will be
held a cross-country race, and a quick ascent and descent
contest; on the 9th a world's speed record attempt and a
concours d'adresse; and on Oct. 10th, a commercial aeroplane
contest, a concours d'adresse arid a speed handicap.

The President of the French Republic has given his patron-
age to the meeting.

The Farman Brothers.
It is proper that the English should take, deep interest
in the career of the three Farman brothers, who, though
French by adoption and interest, are English by birth. Their
father was the Paris representative of the Standard, now
dead, but once a power in the land. Their successes have
honoured France, but some of the credit is due to England.

In an interview given to L'Auto, M. Henri Farman
described the attributes of the trilogy and outlined briefly
their progress in life. Henri himself was first interested
in cycling, and with Maurice won many events on a tan-
dem bicycle. Together invincible, separated they fell.

With the coming of the automobile their interests changed,
and they became ardent racing drivers as well as successful
business men. Henri competed at Nice, in the Paris-Berlin
and Paris-Madrid races, and won the Paris-Dieppe race. On
other occasions he raced petrol tricycles and motor "boats,
entered for racing contests, and swam with skill and vigour.

Mentally he was deeply interested in the arts and sciences,
and still proudly' maintains pleasant memories of the Ecole
des Beaux Arts, where he completed his education. He en-
tered aviation at the suggestion of M. Archdeacon, who
inspired his fervent interests. The first efforts of the An-
toinette Company in the production of a successful aero
engine provided the energy for his first aerial leaps.

Maurice, his brother, had similar mechanical interests.
Before succumbing to the calls of aviation he had acquired
distinction as a balloonist and had become deeply interested
in astronomy and meteorology. Pie had at Joigny a good
observatory, and had produced several books on his favourite
subjects. As a meteorologist he edited at one time the
weather column of the Figaro.

Dick, the third brother, not the less interested in sport
in all its branches, has been so busily engaged in organising
the joint businesses of the brothers that his public sporting
successes have been few.

The Tour of Lieut, Roget.
On Sept. 1st, Lieut. Roget, who is making a tour of Europe,
arrived at Rome from Athens.

Lieut. Roget left Paris on June c/th. He hoped to make a
non-stop flight to Warsaw, but was forced to land at Berlin.
His route from there was via Posen to Warsaw on June 10th ;

Lernberg, June 22nd; Bucharest, June 28th; Constantinople,
July 4th; Athens, July 17th. ' .

It appears as if some delay must have occurred at the last-
mentioned town, or on the flight thence to Rome. The tour
was made with the idea of taking observations on the climatic
conditions of the countries through which he passed.

As the paper goes to press it is stated that Lieut. Roget
reached Paris on Sept. 7th.

The Registration of Aircraft.

- The Journal Ufficiel dated August 14th published two decrees
issued by the Under-Secretary of State for Aeronautics in
regard to the registration of aircraft. The former deals with
the certificates of registration [certificats d'immatriculation)
and the latter with navigability certificates.

Registration certificates can only be granted to machines
belonging to French firms, and no firm can be enregistered
as owning aircraft if the firm is not of French nationality.

If an aircraft is found to be registered in two countries,
such aircraft loses all its French registration benefits.

Immediately after registration the owner of the aircraft
must inscribe the necessary registration letters on his machine.
The mark of nationality is a large capital F in roman character
followed by a registration gioup of four capital letters con-
taining at least one vowel (the letter Y being considered as a
vowel). These letters must be painted in black on a white
ground on the under surface of the lower planes and on the
upper surface of Ihe top planes. In addition, they must be
painted on each side of the fuselage. The exact sizes ' ar
specified in the decree.

Commercial aircraft are forbidden to use the tri-colour
cockade painted on Government machines

The navigability certificates are issued b)' the Service de la
Navigation Aerienne. It contains details of the "qualities of
security" (as the French put it) of each machine for which
i: is granted. Apparently it resembles in general form and
*dea the Airworthiness Certificate issued by the British Air
Ministry.

A Trial of the Bleriot "Mammoth."

On August 18th the Bleriot triplane "Mammoth" (four His-
pano-Suiza engines), which has been entered for the French
Government competition, was flown by M. Jean Casale for ten
minutes at a height of 25 metres.

The Gordon Bennett Cup Race.

The Gordon Bennett Cup Race will take place this year o
September 26th over the plain of La Beauce. The start wi
take place at Villesauvage, near Etampes, and a distance _
about 186 miles will be covered. Entries have been receive
fiom three nations, France, Great Britain and the Unite
States of America.

In the case of France five aeroplanes have been entered f
the eliminatory trials, which will take place a few days befor
the race. These five are two Spads, two Nieuports and a Borel.
Three will be selected for the case. M. Sadi Lccointe will
fly a Nieuport and M. Jean Casale a Spad.

GERMANY.

The Danish correspondent of The Aeroplane writes : —

In Germany the slowness of the mail authorities to avail
themselves of the aerial mail possibilities is also being criti-
cised, particularly as all the Rumpler flights between Berlin
and Leipzig during the exhibition were subsidised with 1,650
marks in each direction, to reduce the abnormal fuel costs in
Germany, one realises. .

Die Deutsche Luft-Rederei continues to expand its air ser-
vices. 'T'he following lines are now being run regularly :
Berlin- Warnemiinde-Malmo and Hamburg-Warnemunde-
Malmd, Hamburg-Bremen- Amsterdam, and Hamburg-Wester-
land. The Berlin-Leipzig route is only an occasional one
during the bi-annual exhibitions at the latter city.

Up to Aug. 1st 5,300 flights with 5^38 passengers and 4.600
tons of mail and other cargo had been carried out, covering a
distance of approximately 850,000 km. The company has now
an agreement with the mail authorities and has this year again
maintained services from the capital to the resorts on the
Baltic and North Seas during the holiday season.

Johannisthal is the company's main, air station, other per-
manent ones being located at Breslau, Leipzig, Danzig and
Braunschweig. — E. h.

K.L.G. PLUGS.

The following letter has been received: —
Dear Sir,— It has come to our notice that K.L.G. aero plugs
purchased from the Government are being offered for sale
for use on motor cars, and we shall be glad if you will please
announce in the next issue of your paper that K.L.G. aero
plugs are totally unsuitable for any but aero engines, for
which they were specially designed, and we cannot hold our-
selves responsible for plugs sold by anyone but ourselves or
by our own agents.

Yours faithfully,

p.p. S. Smith and Sons (M.A.), Ltd.,

(Signed) H. R. Bt'CKEAND.

September 8, 1920

The Aeroplane

501

TRADE CARDS.

Read "L'AIR"

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502

The Aeroplane
»

September 8, 1920

THE ROYAL AERONAUTICAL SOCIETY.

Journal. — The September issue of the Aeronautical Journal is now
available, and contains in addition to Sir Richard Glazebrook's paper,
"Some Points of Importance in the Work of the Advisory Committee
for Aeronautics," the following original papers : —

"Fluid Resistance on Bodies of Approximately Streamline Form," by
J R. Pannell, Fellow.

"Incidence Wires," by Miss Hilda Hudson, Associate Fellow.
"An Investigation into Various Types of Timber Splices for Aeroplone
Construction," by Major G. W. C. Kave and Lt. J. Hudson Davies.
Library.— The following books nave recently been received and placed
in the Library : —

"Aerial Navigation," by J. E. Dumbleton, "The
Advancement of Science"; 1920, "The Aeroplane
Handbook," by A. J. Swinton; "In the. Clouds Above
Baghdad," by Lt.-Col. J. E- Tennant; "Airscrews in
Theory and Experiment," by A. Page

Lectures. — The following lectures have been ar-
ranged for the next session commencing on October
7th. The Lectures will in each case take place in the
theatre of the Royal Society of Arts, -John Street,
Adelphi, commencing at 5.30 p.m. An abstract only
will be read in order to permit of a full discussion..
Where possible a summary will be published pre-
viously in the Aeronautical Journal, the full paper and discussion being
printed afterwards as heretofore.
October 7th.— Major-Gen eral Sir F. H. Sykes, G.B.E-, "Civil Aviation."
October 21st. — Sqdn. Ldr. R. M. Hill, R.A.F., "A Comparison of the
Flying Qualities of Single and Twin-engined Aeroplanes."

November 4th. — H. Ricardo, "Possible Developments in Aircraft En-
gines."

November 18th, December 2nd, December 16th. — Col. Flack, "The
Human Machine in Relation to Flying."

January 20th. — Lord Montagu of Eeaulieu, "The Cost of Air-Ton Miles
Compared with other Forms of Transport."

February 3rd. — G. Dobson, "Meteorology."

February 17th — F. Handley Page, "The Handley Page Wing."
March 3rd. — J. W. W. Dyer, "Airship Fabric."
March 17th. — Capt. D. Nicolson, "Flying-Boat Construction."
September 3rd, 1920. W. Lockwood Marsh, Secretary.

THE ROYAL AERO CLUB.

FLYING SERVICES FUND COMMITTEE.

A meeting of the Flying Services Fund Committee was held on
Tuesday, Aug. 31st, 1920, when there were present : Group Captain
C R. Samson, C.M.G., D.S.O., R.A.F., in the chair, Lieut. -Col. Alan
S W. Dore, D.S.O, Mr. Chester Fox and the Secretary.

Applications for Assistance. — Forty-five applications for assistance
were considered, and grants and allowances voted amounting to X560.

COMMITTEE MEETING
A meeting of the Committee was held on Thursday last, Sept. 2iidj
1920, when there were present : Brig. -Gen. Sir Capel Holden, K.C.B.,
F.RS., in the chair, Lieut. -Col. Spenser D. A. Grey, D.S.O. , Squadron
Leader T. O'B. Hubbard, M.C., R.A.F., Colonel F. Lindsay Lloyd,
C.M.G., C.B E., Lieut. -Col. Mervyn O'Gormau, C.B., and the Secretary.
Election ok Members. — The following new members were elected : —
Mario Arioli, Captain Cecil Egerton Leigh, the Buffs, Frederick
Miller

Flying Services Fund Committee. — The report of the meeting of
the Flying Services Fund Committee held on Aug. 31st, 1920, was
received and adopted.

Federation Aeronautique Internationale Conference, Geneva. — The
following delegates are representing the Club at the Federation
Aeronautique Internationale Conference in Geneva on Sept. 8th, 9th
and 10th, 1920 : —

Lieut.-Col. F. R. McClean, Lieut. -Col. Mervyn O'Gorman, C.B.,
Major E- H Tiuda; Atkinson, H. E. Perrin.

GORDON BENNETT AVIATION RACE.

The Gordon Bennett Aviation Race will beheld at Villesaiivage, near
Etampes, about. 30 miles south of Paris, on Sept. 28th, 1920, and the
United States, France and Great Britain will each be represented
by three machines.

The Club has selected the following competitors to represent Great
Britain : —

Pilot — H. G. Hawker. Machine — Sopwith "Jupiter." Engine — 450-h.p.

Bristol "Cosmos."
F. P. Raynham Martinsyde "Semiquaver " v;o-h.p. Hispano-Suiza
L- R. Tait Cox. Nieuport "Goshawk," 320-h.p. A. B.C. Dragonfly.

FLYING MACHINES FOR THE USE OF MEMBERS.

The Club has arranged with the Aircraft Disposal Company for
the exclusive use of six flying machines for the members. The
following types have been selected : Sopwith Pups, Avro, BE. 2d. and
Armstrong-Whitworth. These machines will be kept at the Handley
Page Aerodrome, Cricklewood.

All inquiries relating to hiring should be addressed to the Secretary
of the Club.

BUC MEETING, OCT. Sth, ath and 10th, 1920.
The Aero-Club de France is arranging a meeting for French com-
petitors at JBuc on Oct. 8th, 9th, and 10th, 1920. On Oct. 10th there
will be a race for transport machines on the lines Paris-Brussels and
Paris-London.

The machines will fly from Buc to London or Brussels and return
oh the same day .

Machines flying on the Paris-London line will land at Waddon
Aerodrome, Croydon, and, at the request of the Aero-Club de France,
the Royal Aero Club will control the competition at the London
terminus

The following is an extract from the regulations : — -
"Machines must conform to the following conditions :

"Postal machines (machines carrying postal bags only) to carry
a load of at least 50 kg.

"Transport machines to carry a minimum of two passengers in
addition to the crew; the passengers must be at- least 18 years
of age. On the outward journey the passengers must be oft
board; on the return journey each passenger may be replaced by
100 kg of ballast. In the case of machines of 500-h.p. or more,
the crew must consist of at Jeast two persons.

"Starts will be made at Buc on Oct. 10th between 10 and 11 a.m.
at times selected by the competitors, except m the case of several
competitors choosing the same time, when the order of entry
will be taken.

"The competition closes at 6 p.m."

R.A.F. APPOINTMENTS. (FROM
"THE LONDON GAZETTE.")

MILITARY.

. War Office, Sept. 3rd.

iKS'HV^AR FORCES.— Commands and Staff.— Tank Corps.— Major (Bt.
Lt.-Col.) G. W. p. DaAves, D S.O., A.F.C (R. Berks R.), is appointed to
the Corps, July 14th, seniority Sept. 14th, 1916.

AIR FORCE.

Air Ministry, Aug. 31st.

ROYAL AIR FORCE-— Permanent Commissions. —Flying Officer C. S.
Miller (O.) resigns his permanent commn., and is permitted to retain
his rank, Sept. isL

Short Service Commissions.— Flying Officer A. F. Alexander (A.)
resigns his short service commn., and is permitted to retain his rank
Sept. 1st.

Memorandum.— Wing Comdr. R. A. Bradley, C.M.G. (late Maj., N.
Staffs. R.), having retired from the Army and relinquished his R A.F
commn., retains the rank of Lt.-Col.

Air Ministry, Sept. 3rd.
_ ROYAL AIR FORCE.— Short Service Commissions.— The notifications
in Gazettes of Dec. 5th, 1919, and Feb. 17th, 1920, appointing Flying
Officer H. C. Price (A.) to a short service commission are cancelled.

Flying Branch.— The following are placed on half pay list (Scale B) :
Flight Lt. J. A. Barron, July 27th; Flight Lt. G B. Aufrere Baker, Aug
20th; Flying Officer B. V. S. Smith, M.C., A.F.C, May 1st.

Technical Branch.— Flying Officer L- H. Hillier is restored to active
list, April 12th; Flying Officer F. Susans, M.B.E , is placed on retired
list, and is granted rank of Major, Sept. 4th

Memorandum.— The notification in Gazette of July 27th concerning
Wing Commander J. W. O. Dalgleish, O.B.E., is cancelled.

PERSONAL NOTICES.

[Ex-officers and men of the Royal Air Force are invited to send
notices for the Personal Columns of The Aeroplane. There is no
charge for the insertion of these notices, as it is considered that they
are very interesting items of news and tend to keep past and present
members of the Flying Services in touch with one another. The Editor
will also be glad to publish free of charge applications for work from
demobilised officers and men who have found difficulty in obtaining
employment. It is hoped that none who are not in urgent need of
work will avail themselves of this offer ]

Engagement.

LINDON— BROWN.— The engagement is announced of Capt. A. E.
Lindon, R.A.F., eldest son of M.r. and Mrs. A. E. Lindon, of 26, Wray
Crescent, N., and Rowena May, youngest daughter of the late William
Brown, of Blenheim House, Bullingdon Road, Oxford.

Birth.

STEVENSON.— On Aug. 29th, at the Priests' House, Wellingore, Lin-
coln, Janet, the wife of Fit. Lt. D. Fasken Stevenson, R.A.F., of a son.

EMPLOYMENT.

[Except where addresses are given, communications should be sent
c/o The Aeroplane, 175, Piccadilly, W.i.]

Corporal, late R.A.F., 3^ years R.F.C. and R.A.F,, cabinet maker.
Ground engineer's licence for all single-engined machines. Married.
Willing to go abroad. — E.D

COMING EVENTS.

SEPTEMBER-

bth, Thurs., 9th, Friday, 10th, Sat. — Federation Aeronautique Interna-
tionale Conference, Geneva.
18th, Sun., 19th, Mon. — Schneider Cup Race at Venice.
27th, Mon. — Gordon Bennett Cup Meeting at Eta npes begins.
28th, Tues. — Gordon Bennett Cup Race at Etampes.
Last week — Latvian Trade Fair, Riga, opens.

OCTOBER.

2nd, Sat. — Gordon Bennett Cup Meeting at Etampes closes
7th, Thurs. — R.Ae.S. lecture. "Civil Aviation," by Maior-Gen Sir F. H.
Sykes, G.B.E.*

oth, Fri., 9th, Sat., 10th, Sun. — French Aviation Meeting at Buc.
21st, Thurs. — R.Ae.S. lecture. "A Comparison of the Flying Qualities

of Single and Twin-Engined Aeroplanes," by Sqdn. Ldr. R. M.

Hill, R.A.F.*

23rd, Sat. — Gordon Bennett Balloon Rsce at Indianapolis.
23rd, Sat. — International Aero Exhibition, Prague, opens.

NOVEMBER.

First week — Latvian Trade Fair, Riga, closes

2nd, Tues.— International Aero Exhibition, Prague, closes.

4th, Thurs — R.Ae.S. lecture - "Possible Developments in Aircraft En-
gines," by H. Ricardo.*

18th, Thurs. — R.Ae.S. lecture. "The Human Machine in Relation to
Flying," by Col. Flack.*

DECEMBER.

2nd, Thurs. — R.Ae.S. lecture. "The Human Machine in Relation to

Flying," by Col. Flack.*/
i6th, Thurs. — R.Ae.S. lecture, "'fhe Human Machine in Relation to

Flying," by Col. Flack.*

JANUARY — 1921.

20th, Thurs.— R.Ae.S. lecture. "The Cost of Air-Ton Miles Compared
with other forms of Transport," by Lord Montagu of Eeaulieu.*

FEBRUARY"— 1921.
3rd, Thurs. — R.Ae.S. lecture "Meteorology," by G. Dobson.*
'17th, Thurs —R.Ae.S. lecture. "The Handley Page Wing," by F. Hand-
Uy Page."

MARCH — 1921.

3rd, Thurs.— R.Ae.S. lecture. "Airship Fabric," by J. W .W. Dyer.*
17th, Thurs. — R.Ae.S. lecture "Flying-Boat Construction," by Capt. D
Nicolson.*

* All the Royal Aeronautical Society's lectures will be given in the
theatre of the Royal Society of Arts, John Street, Adelphi, at 5.30.

September 8, 1920

The Aeroplane

503

INDEX TO ADVERTISERS

Accles & Pollock, Ltd. Front Cover &

Back Cover

Aircraft Improvements Co. .

Air Navigation Co., Ltd. . . 503
Armstrong- Siddeley Motors, Ltd.

Inside Back Cover
Arrol-Johnston, Ltd. . Front Cover
Auster, Ltd. . . Front Cover

Austin Motor Co., Ltd. . .

Automatic Telegraph Co. . .

Aviation Insurance Assoc. .

Inside Front Cover
Beardmore Aero Eng., Ltd., The

Front Cover & 493
Beardmore, Wm., & Co., Ltd.
Benton & Stone .... 501

Blackburn Aero & Motor Co., Ltd

Boulton & Paul, Ltd. .
Bowden Brake Co., Ltd., The
Bray, Gibb & Co., Ltd. .
Bristol Aeroplane Co., Ltd. . 469
British Aerial Transport Co.,

Limited
British Cellulose Co., Ltd.
British Emaillite Co., Ltd., The

Front Cover
British Lighting & Ignition Co.,

Ltd

British Piston Ring Co., Ltd. .

British Thomson- Houston Co.,

Ltd., The

Brown Brothers, Ltd. . . .

Bruntons

Burberrys, Ltd 499

Calthrop, E. R., Aerial Pat., Ltd.

Cellon, Ltd. . Inside Back Cover

Central Aircraft Co. . . .

Clegg Metal Engraving Co., Ltd. 501
Coan, R. W. .... 503

Cradock, Geo., & Co., Ltd. .

Davis Furnace Co., The . . 503
Dudbridge Ironworks, The .

Co., Ltd.

Eastbourne Aviation
Ebora Propeller Co.

Fairey Aviation Co., Ltd., The
Fiat Motors ....
Firth, Thos., & Son, Ltd. .
Fluxite

Frood, Herbert, Co., Ltd. .

Gas Accumulator Co. (U.K.), Ltd
General Accident, Fire and Life

Assurance Corp., Ltd. .
General Aeronautical Co., Ltd
Gosport Aircraft Co. .
Grahame-White Co., Ltd. .
Green Engine Co., Ltd.
Greening & Sons, Ltd. .
Gwynne's, Ltd. .
Hancock, James Lyne, Ltd. _
Handley Page, Ltd. .
Hobson, H. M., Ltd. .
Holmes, C. H. .
Hope, H,, & Sons
Hoyt Metal Co., Ltd. .
Imperial Light, Ltd. .
Instone Air Line
Johnson & Phillips, Ltd.
Kent, George, Ltd.
Lang Propeller Ltd. .
LepAerial Travel Bureau .
London Die Casting Foundry

Ltd. . . . .

Marconi Wireless Telegraph Co.

Ltd

Martinsyde, Ltd.
Mather & Co. . ...
McGregor, Gow & Holland, Ltd
MacLennan, John, & Co. .Front
Mendine Co.

Metal Air?crew Co., Ltd. .
Mills, Wm„ Ltd.
Napier, D. & Son, Ltd.
Naylor Bros., Ltd.

501

478

481

5°3

Cover

5oi

477

New Pegamoid, Ltd. .
Nieuport & General Aircraft Co

Limited ....
Northern Engineers' Supply Co
Oddy, W., & Co. Inside Back
Palmer Tyre, Ltd.
Petters, Ltd.

Pettett

Pinchin, Johnson, & Co., Ltd.
Robinhood Eng. Works, Ltd.
Roe, A. V., & Co., Ltd.
Rolls-Royce, Ltd.
Rubery, Owen & Co. .
Sagar, J., &Co., Ltd. .
Sankey, J. H., & Son., Ltd.
Saunders, Ltd. .
Serck Radiators, Ltd.
"Shell" Marketing Co.

Inside Front
Short Bros., Ltd. . . Back
Smith, S., & Sons
Society of British Aircraft Con

structors ....
Sopwith Aviation Co., Ltd.
Standard Piston Ring & Engineer

ing Co., Ltd.
Sunbeam Motor Car Co., Ltd.
Supermarine Aviation Works, Ltd
Tampier, Rene
Terry, H., & Sons, Ltd.
Titanine, Ltd. . Front Cover
Triplex Safety Glass Co., Ltd
Vacuum Oil Co., Ltd.
Vandervell, C. A. & Co.,
Vickers, Ltd.
Wakefield, C. C, & Co

50i

469

Cover
485

501
470

491

Ltd.

Ltd.

Walton Motors, Ltd. .
Westland Aircraft Works
Wheeler, T.
Wireless Press, The
Yorkshire Steel Co. Ltd.

Cover
Cover

475

& 494

483

489,
487

Send for- Facts & Figures reia.iia^'
to actual' tests candied out in a — / |

Reverden j

FURNACE ^

showu-u^ an Econonay o£ 70 f0 in ifte j
production of Forcings

The DAVIS FURNACE Company

(Proprietors : The Davis Gas Stove Co.)

Diamond Foundry, Luton, Beds.

SHIPMENT OF

Aeroplanes, Accessories, etc.

For Rates of Freight and Insurance to all parts of the
World, Sailing Dates, Etc.,

Telephone or write to ; —

McGregor, gow & Holland, Ltd.,

1 & 4, FENCHURCH AVENUE, E.C.3.

Telephone - - - 5304 Avenue.

Loading "Brokers and Agents for the principal
Steamship Lines.

ORIGINAL &LUMINIUH
NUMBERPLATES

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FOUNDRY

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ADDLESTONE (SURREY).

Contractors to War Offtom am§i
Admiralty*

Flying Ground- Brooklande A9«"od3»faw8<s3

NORBERT CHEREAU, Managing DlMetOtn,
T«l«(fami— Bleriot, Weybddge. Tsl«p*«a»— 55* Wajbsidgr.

504

The Aeroplane

September 8, 1920

MISCELLANEOUS ADVERTISEMENTS.

SPECIAL PREPAID RATE : 18 words 21- ; Situations Wanted ONLY. 18 words 1 - : Id. per word after TRADE ADVERTISEMENTS,
in these columns 3 lines 6/- ; i/-Per line after. Public Announcements. Legal Notices. Auctions Contracts etc. 2/- per ^llne.
Pofthe convince of Advertisers, replies can be received at the offices of " THE AEROPLANE." 61. Carey St.. London. W.C.2.

PATENTS.

PAGE, WHITE and VAUGHAN (late Page and
Rowliugson), Chartered Patent Agents (Consult-
ing Engineer, Mr. S. E. Page, A.M.Inst.CE-), 27,
Chancery Lane, London, W.C. Tel., 532 Central.

HENRY SKERRETT (H. N. Skerrett, A.I.A.E.,
A.I.Mech.E., Associate I.E.E , Fellow of the
Chartered Institute of Patent Agents), Patents,
Designs and Trade Marks.— 24, Temple Row,
Birmingham.

ADVICE WITH HANDBOOK FREE- — B. T.
King, A.I.M.E-. Registered Patent Agent, 165,
Queen Victoria Street, London.

STANLEY, POPPLEWELL AND CO., Patent
Agents and Consulting Engineers. Applications
for Patents attended to in all countries— Jessel
Chambers, 88,. Chancery Lane, W.C. 2. Telephone,
Holborn 6393.

SITUATIONS VACANT.

ROYAL AIR FORCE.
RECRUITS WANTED.
SKILLED TRADESMEN. Pay, 3s to 5s. 6d. per
day for 7 days a week on joining, rising to 18s
per day. Age 18 to .28 civilians, and 18 to 38
ex-Service men..

UNSKILLED RECRUITS for training as Rig-
gers, Photographers, Hydrogen Workers, and
Fabric Workers. Pay td commence, 3s. per day
for a seven-day week.
Call or write : —

INSPECTOR OF RECRUITING,
Roval Air Force,
4, Henrietta Street, Covent Garden, W.C. 2.

PILOT REQUIRED for Aerial Photographic
Work. Payment on basis of retaining fee, flying
pay, commission on orders booked. De Havil-
land aeroplanes used.— Write, giving full particu-
lars, to Box No. 4908, The Aeroplane, 61, Carey
Street, W.C. 2.

MODELS.

First-Class Model, Petrol-motors and Castings,
unique ; interestin
Littleover, Derby.

PERSONAL.

ROYAL AIR FORCES.

To all OFFICERS, CHAPLAINS and NON-
COMMISSIONED OFFICERS of the R.A.F.

Information urgently desired as to the
number of the SQUADRON who sent a
Flight-sergeant and lorry to fetch the
bodies of two flying Officers from a dress-
ing station known as "SMITH'S FARM,"
on the road between CORBIE and VAUX-
SUR-SOMME, on the 18th MAY, 1918.
These Officers belonged to the 57th Squad-
ron, and orders to fetch them were pro-
bably issued from H.Q. of the 9th Brigade,
R.A.F. . . . .

Identification labels were missing and re-
ceipt given by the Flight-sergeant was lost
in action. The Officers were probably
buried behind the lines as "FLYING
OFFICERS UNKNOWN." Information as
to the Squadron who sent lorry, or as to
identity of Flight-sergeant who fetched
bodies, or Chaplain who buried them, is
urgently desired in order to trace place
of burial Such infonnation to be sent to
Messrs. Guedella & Jacobson, Winchester
House, Old Broad Street, London, E-C.2.

AUCTIONS.

BY ORDER OF THE BEDS. CONSTABULARY

Under Distress Warrant.

FOR SALE BY AUCTION

at

W. & H. Peacock's Sale Yards, Bedford

on

Saturday, Sept. 11th, 1920, at 12 o'clock

a De Havilland "Six" Biplane
(Two Seater) .

For further particulars apply : —
AUCTIONEERS, 84, High Street, Bedford.

unique; interesting. List 3d— Madison Motories,

SITUATION WANTED.

PILOT INSTRUCTOR, Gosport Ai, licensed
Ground Engineer, for past 12 months m charge
Swiss flying school, desires situation flying or
ground (not joy-riding) ; 2\ years' shop prac-
tice (steel works). Speaks French and German;
familiar foreign commercial correspondence.— Eric
Bradley, 15, Lyttelton Road, Edgbaston, Birming-
ham

MISCELLANEOUS.

REPAIR WORK SPECIALISTS.— Skilled Riggers
and Mechanics sent to any part of the British
Isles to effect repairs. All types of machines. War
machines reconstructed for Civil Aviation. Esti-
mates on application.— Central Aircraft Co., 179,
High Road, Kilburn, London.

FOR SALE.

SUNBEAM, iso-h.p. 8-cylinder, and 225-h.p. 13-
cylinder Aero Engines. Guaranteed as new, for
sale.— Apply, The Cambridge Automobile and En-
gineering Co., Ltd., 21, Hobson Street, Cambridge.

TRANSFERS.— Firms jequiring Transfers should
write to the makers. — A. Bird and Co. .^Latimer
Street, Birmingham. -

AVRO Three-Seater, perfect condition; any trial;
airworthiness certificates. Reasons for disposal.—
Box" No. 4,901, The Aeroplane, 61, Carey Street,

W.C.2.

80-H.P. RENAULT Engines for sale.— Box No
4,904, The- Aeroplane, 6i, Carey Street, W.C. 2

BEARDMORE Engines, 160 h.p., for sale-4< _
than Disposal Board price.— Box No. 4903, THB
Aeroplane, 61, Carey Street, W.C 2.

TWO 3-seater AVRO machines for sale, splendid
condition; airworthiness certificate.— Box No. 49°2.
The Aeroplane, 61, Carey Street, W.C. 2.

An Invaluable History. A Handsome Volume.

A Great Record of the French Air Force.

L'AERONAUTIQUE PENDANT LA GUERRE MONDIALE

Containing chapters by M. Marchis, Professeur d'Aviation a la Sorbonne, M.
Dumesnil, M. G. Menier, M. le Commandant Brocard, M. le Capitaine de Lavergne,
M. le Colonel Dorand, M. le Commandant Martinot-Lagarde, M. le Colonel Paul
Dhe, M. le Capitaine Toussaint, M. le Commandant Caquot and a host of other
technical experts and leading aeronauts.

The book makes 700 pages of the size ot The AEROPLANE, and is beauti-
^ fully illustrated.

The AEROPLANE is the Agent for distribution in Great Britain, and is able
to offer a few Copies at the Special Price of £2 7s. 6d. Post free £2 10s.

The AEROPLANE AND GENERAL PUBLISHING Co., Ltd., 61, Carey St., W.C.2.

September 8, 1920 The Aeroplane

The Greatest Air Achievement.

One Siddeley " Puma " Aircraft Engine has enabled
Lieutenants Parer and Mackintosh to fly to Australia.

This flight was accomplished without any organic
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The knowledge behind the construction of this engine
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ARMSTRONG SIDDELEY MOTORS LIMITED,

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Service Depots :
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DESIGNERS and MANUFACTURERS
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ONLY

FOR ALL PURPOSES

CONTRACTORS TO H.M. GOVERNMENT

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Sv

The Aeroplane

September 8, 1920

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Printed for The Aeroplane and General Publishing Co., Ltd., by Bonner & Co., The Chancery Lane Press, Rolls Passage,
London ; and Published by The Aeroplane and General Publishing Company, Ltd., at Union Bank Chambers,

61, Carey Street, London, W.C.

ADVERTISEMENT OFFICES, 61, CAREY STREET. W.C.2.

EDITORIAL OFFICES. 175. PICCADILLY. W.l.

^J|||j THE AEROPLANE- SEPT. 15, 1920.

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Vol. XIX. No. 11.

SIXPENCE WEEKLY.

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Arrol- Johns ton Cars

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The Aeroplane

September 15, 1920

NIGHT-LANDING LIGHTS

ORDERS NOW UNDERTAKEN
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SEND FOR FREE
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AS ADOPTED BY AIR MINISTRY.

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SEPTEMBER 1 5, IQ20

The Aeroplane

505

The Standard Reference Book
of the AIKCKAFT INDUSTRY.

Contains all essential data, Specifications, Standards, details of
A.G.S. Parts, Instruments, Fittings and Materials, ready for the
immediate use of the Desig er, Drawing Office, Constructor and
Engineer. A limited number of copies are available at 10/6 each.

Aeroplane Cimpass

For long distance aircraft. Liquid
with 6 in. diameter bowl, large
expansion chamber, 4^ in. diam.
horizontal card divided half poin s
and 20, mounted on light float
pivoted on an agate point working
in a sapphire cup. Illuminated by
means of an electric torch.
;No. A.V. s/i5-

Munro Type Air Speed
Indicator.

A steady, highly sensitive instru-
ment for accurately recording the
air speed of aircraft. No. A.V. 5/5.

Incidence Gauge

An e^sentialinstrument
for meas ring angles
10 close limits during
assembly and construc-
tion. Especially de-
signed for erectors and
adjusters. Accurate
reading to 10 minutes.
No1 A.V. 5/20.

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KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

506

The Aeroplane

September 15, 1920

AVRO
COMMERCIAL
TRIPLANE

ALL-ROUND EFFICIENCY

Particulars from : —

A. V. ROE & CO ,

LIMITED.

AVRO WORKS:
Newton Heath, Manchester.

LONDON OFFICE:
166, PICC A.DILLY, W.l.

Telephone - - Regent 1900.
Telegrams

" Senalpirt, 'Phone."

EXPERIMENTAL WORKS :

Hamble, Southampton.

Telephone - - Hamble 18.
Telegrams - - " Roe," Hamble.

AUSTRALIAN AGENTS:

AUSTRALIAN AIRCRAFT
AND ENGINEERING CO.,

12, Bridge St., Sydney, N.S.W.

Telephone - - Qity 6794.

Cable Cipher - " PLver," Sydney.

HpHE Avro Commercial Triplane, fitted
with a Siddeley Puma 230 H. P. engine

This aeroplane is a commercial machine in
every sense of the word, and provides the
most suitable means at present for reliable
and economical aerial transport.

The Pilot is seated well back along the
fuselage, where he can get an exceptionally
clear view for landing or taking off. Between
the two lower planes a roomy cabin is
situated. This is fitted exactly as a railway
carriage to seat four passengers, two facing
forward, two backwards. A large door in
the side gives easy access, and Triplex
glass windows prdvide an exceptional view
of the country beneath. If mails or goods
are to be carried the seats can be removed,
leaving 113 cubic feet available.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

SEPT. 15,
1920.

THE

EAERQJ>LANE

The Editorial Offices of "The Aeroplane" are at 175. Piccadilly, London, W.l.
Telegraphic Address: "Aileron, London." Telephone: Gerrard 5407.

Accounts, and all correspondence relating to Publishing and Advertising, should be
' sent to the Regis ered Offices of The Aeroplane and General Publishing Co.. Ltd.,
» 61. Carey Street, London, W.C.2.

Subscription Rates, post free: Home. 3 months. 8s. ; 6 months, 16s.; 12 months 32s.
Foreign 3 months, 8s. 9d.; 6 months, 17s. 6d.: 12 months. 35s. Canada, 1 Year. S3.

U.S.A., 1 Year. §8 50c.

ON BRITISH SPORTSMANSHIP.

VOL. XIX.
No. 11.

When a British racehorse goes abroad for a big race
it is accompanied by a retinue of attendants. When a
car of any nation goes to compete abroad its crew of
mechanics, with spare parts, and often with spare cars,
go with it. In every sport a crew of helpers and sup-
porters go with the competitors to foreign meetings.
, On Tuesday, Sept. 28th, the Gordon-Bennett aeroplane
race, the greatest sporting event of the aeronautical year,
takes place. A British team is entered, composed of
a Sopwith, a Nieuport and a Martinsyde.

The Sopwith has been scratched owing to the shutting
down of the firm.

The Nieuport, sent by a firm the chief of which is Sir
Samuel Waring, Bart., who received a Baronetcy for his
services to aviation, is to be flown across France to
Etampes by its plucky pilot, Mr. Tait-Cox, and Mr.
James, another Nieuport pilot, will go by train accom-
panied by a couple of mechanics.

The Martinsyde will be towed by Mr. Raynham behind
his own car to Southampton, shipped to Le Havre and
towed to Etampes, to avoid the danger of landing so
fast a machine in the country and to save the engine
unnecessary wear and tear. He will be accompanied hy
Mr. Robert McGeagh Hirst and one mechanic. The Mar-
tinsyde firm say candidly that if they are to survive the
slump they cannot spend money on sport.

One would have expected that a few English sportsmen
would have taken some interest in the honour of British
sport when it was known that the Aircraft Industry could
not afford to compete in a style worthy of our national
reputation, and would have put up a sum of money suffi-

cient to allow the competing team to do the thing in
style.

If the Sport of Flying is so dead as all that, then let
us drop the pretence that the Ro3^al Aero Club exists to
foster the sport. Let us make it into a first-class co-opera-
tive hotel, let us drop the expense of salaried officials who
are supposed to have to do with flying, let us engage a
few more attendants, let us turn the offices into extra
rooms for members, and let us at least be comfortable if
we cannot be sportsmen.

When the Aero Club ran successful flying meetings
before the war there were plenty of celebrities, of sorts,
ready to patronise their meetings and to be photographed
behind silver cups and trophies. But when it comes to
doing something practical for the honour of British
Sport, where are these celebrities ?

Surely if all the gentlemen with high-sounding names
■who are members of the various lists of patrons, vice-
presidents, committee-men and so forth, of the Royal
Aero Club, took a real interest in Sporting Flying they
could, between them and their friends in high places,
have raised enough money to send to France a Gordon-
Bennett team adequately equipped with mechanics, spare
machines, spare engines, spare parts, and so forth. As
it is, picture to yourselves the British Empire represented
by two or three enthusiastic mechanics and a couple of
srjorting pilots. Think of young Mr. Tait-Cox flying a
dangerously fast machines across country, and of Mr.
Raynham laboriously trailing his machine along those in-
terminable French roads, and reflect on the glory of the
British Empire in the air. — C. G. G.

ON THE SECOND GREAT BLOW.

It was announced on Saturday, Sept. nth, that the
Sopwith Aviation and Engineering Co., Ltd., had shut
down and had gone into voluntary liquidation. This is
the second really great blow that has befallen. British
Aviation since tlie ending of the late lamented war. The
first blow was the shutting down of the Aircraft Manufac-
turing Co., Ltd., though in a way that was less of a
blow, for the Airco merely ceased to manufacture aircraft
and became part and parcel of the B.S. A. -Daimler com-
bine, but did not go into liquidation. Moreover, the Airc'o
was always regarded more or less as a commercial affair,
whereas there was a certain sporting element about the
Sopwith Co. which, so to speak, won for it a species of
personal affection among the members of the aeronautical
community.

When one considers all the circumstances the closing of
the firm is not altogether surprising. It is announced
that 1,400 employees have been thrown out of work. It
■ is probable that at no time have there been less than
1,000 hands on the pay-roll. At the present inflated price
of so-called labour, that would mean a weekly pay-sheet
of not much less than £4,000. Or roughly £200,000 a
year for wages and salaries.

One can reckon material in any ordinary business as
being just about equal to wages. So that material would

also run to about £200,000 a year. And, allowing that
the business has been running for about 18 months since
the Government cut off all aircraft orders, that would
mean au outlay of £600,000 at a very moderate estimate.

The Sopwith Company have always been notably good
payers and it is believed that the amount owed to creditors
is comparatively small, so that probably one will not be
far out in estimating that the firm has paid out half a
million pounds in hard cash. Against which their re-
ceipts can only have been what they have had from the
sales of a thousand or so of motor bicycles, for it must
be remembered that what with the moulders' strike, and
other hindrances to output, deliveries in quantities can-
not have begun very long before the slump in the motor
trade shut down all possibilities of selling the output.

If there had been 110 moulders' strike and if all hands
had combined from the very start to give the greatest
possible output for wages received, and if deliveries had
begun in quantities immediately after the last motor-
cycle show, it seems very probable that the money re-
ceived from those sales would have carried the firm over
the present dead season, even though a reduced number
of hands might have had to work short time for a few
months. As it is, some 1,400 representatives of free and
independent British Labour will have an excellent oppor-

508

The Aeroplane

September 15, 1920

tunity of reflecting on the folly of quarrelling with their
bread and butter, and will realise that high wages are
not everything that they are cracked up to be, half a
loaf being considerably better than no bread.

Possibly the management is not free from blame. Per-
sonally one has never believed in the Motor Trade as the
refuge, or the happy hunting ground, of the out-of-work
aeroplane maker. One has from the first prophesied an
unholy slump in motor-mougeriug, simply because of
obvious over-production at absurdly high prices. Also,
the Aircraft Industry during the war, when production
regardless of cost was the only consideration, was the
worst possible school for manufacturers who had had
little previous experience of the intricacies of commerce.
The amateur business man has done the nation even more
harm than has the amateur soldier and the amateur
politician.

At any rate, the Directors, who are, one believes, al-
most the only shareholders, have done the right thing in
shutting down while the firm is solvent, as it is said to
be. It is only to be hoped that, after paying 20 shillings
in the £1 to the creditors, they and the chief employees
of the firm will have enough left to keep them comfortably
till the revival of the Aircraft Industry affords them op-
portunities for selling at a good price the experience
which they have acquired during the past few years.

It is sad that the name of Sopwith should disappear
from places in which they aviate, or talk aviation, but,
after all, the owner of a good name is the person most
concerned with it and about it. And, if one can pay
20 shillings in the pound, no doubt a name looks as well

THE AIR MINISTRY COMPETITION.

(Amphibian Section) .
The following machines are now at Martlesham Heath : —
Vickers "Viking" III. Pilot, Capt. Cockerell.
Fairy. Pilot, Lieut. Colonel V. Nicholl, D.S.O.
Supermarine. Pilot, Capt. J. Hoare.
The results to date are : —

Vickers "Viking" III. Sept. 7th, 1920. Reliability and
Economy W/G=io.4. Self -controlled flight. Sept. 8th,
1920. High Speed (121 m.p.h. = 105.2 knots).
While getting off during the Getting Off tests, the under-
carriage of this machine failed, causing damage to the port
wing tip and float. Repairs were at once begun, and she was
to be ready by the 14th inst.

The Fairey was to be ready on the same date and the
Supermarine was to start her tests also on that day.

FOOL "PERFORMANCES."

The following letter has been received : —

Sir, — I see in the papers that at the meeting of the Inter-
national Aeronautical Federation in Geneva the committee,
including the British delegates from the Royal Aero Club,
agreed the French speed record and passed as another
official "performance" the antics of an aerial contortionist who
looped several hundreds of times in succession.

Why do the F.A.I, act in this childish manner and why
do the Roval Aero Club assist them in such idiocy ?

There are several other "records" they might attend to : —

1. ' The maximum number of "write-offs" effected by any
pilot without fatal results to himself. (General ******** barred.)

2. The long-distance "pianoforte playing record" by the
lunatic at Beckham Rye, or wherever it is he lives. (Or
should this be referred to the A. A. A. ?)

[One believes it is the affair of the F.A.I. , in view of the
fact that wood and piano wires are used in making aero-
planes.— Ed.]

3. The record distance dropped from one aeroplane to
another by the unfortunate cinema pilot who killed himself.

4. The maximum number of oysters carried by a Handler
Page from London to Paris on a single flight.

Many others will suggest themselves to you.

The old members of the Royal Aero Club did wonderful
work for aeronautics, but the days of aeronautics as a sport
are probably gone for ever.

It is not seen how the activities of these semi-amateur,
semi-informed bodies like the F.A.I, can confer any benefit
whatever upon the serious and important business of aerial
transport. (Signed) " Transport."

on the title-deeds of a landed estate as on the side of a
factory or on the name-plate of - an aeroplane or motor-
bicycle.

Of course, if Parliament had believed in a big Air Force
and had ordered new machines to replace the hurriedly
built products of war, there might have been enough
orders to keep all the bona fide aeroplane firms at any
rate alive, if not busy. But, the survival of the fittest
is the first law of Nature, and if there must be a weeding
out process, then let it be sharp and quick so that .we
may know the worst. It is better that some should die
than that any should live by artificial feeding from Gov-
ernment sources.

One can only hope that there will be few other air-
craft firms to follow the Sopwith example. A number of
mushroom firms, which were merely war products, like
the Whitehead affair, have disappeared, and the trade is
well rid of them. One or two really good reliable con-
cerns— the Hewlett and Blondeau concern is the most
notable — have also closed down. There should be room
for, those who still survive, if they can last till next
Spring, when new R.A.F. orders are expected to be issued
in quite considerable quantities on a purely competitive
basis. Perhaps then some far-seeing capitalist will re-
assemble the staff which made Sopwith aeroplanes so
famous in the past, and we shall once more be able to
include them among the world's best aircraft.

Meantime one expresses the deepest sympathy with
all concerned, except those who are responsible for the
firm's failure to survive the present bad times. And
only the consciences of those people themselves can say
who they are.— C. G. G.

THE FRENCH AIR MAILS.

The French Post Office has now fallen into line with the
British and the charge for letters from Paris to London by air
is reduced from 3 fr. to 75 centimes per 20 grammes. This
charge is in addition to the ordinary postage.

BELGIUM AND THE AIR POSTS.

It seems that the Belgian Post Office is very little better in
its organisation than the French Post Office, of which one
complained ~<ceently Mr. E. v. Questier, of 15, New Broad
Street, E.C.2, who was recently in Belgium on business for
some time, carried out a series of tests in air mail delivery,
which bore out this assertion.

Mr. Questier writes : —

All the letters posted in London (Threadneedle Street)
before 8 a.m. reached me at 8 a.m. the next morning when
stamped at 23d. plus 2d. When sent Express they reached
me at between 6 and 7 a.m., much to my inconvenience, as
the early delivery upset without any material advantage.

Reference to the time tables sho\^ that most of the air mail
machines leave London about 14.30 hours. This means that
they arrive in Brussels between 17.00 and 18. 00 hours. Evi-
dently in any well-organised Post Office these letters would be
delivered by express post in Brussels by 21.00 hours at latest.

The idea of keeping these letters from 18.00 or 19.00 o'clock
in the Brussels Post Office and then delivering them by express
messenger at 06.00 or 07.00 in the morning is obviously absurd.
I11 fact, unless the Belgian Post Office rs very much less effi-
cient than the Belgian railways, letters arriving in Brussels
by 18.00 hours or even 19.00 hours, should be delivered in the
ordinary way without express messenger, "by the last post at
night, even at towns some distance away, such as Antwerp.

THE LONDON "COUNTRY" CLUB.

It is officially stated that the London Flying Club will in
future be known as the London Country Club, despite Hendon
being distinctly a suburb.

It seems probable that the word "Flying" in the Club's
former title frightened away many who were very desirable
members of this fraternity. Furthermore, it attracted many
who were thoroughly keen on flying and imagined that here
they would find themselves right in the thick of practical*
aviation. They might even have tried to land on the much
boosted Club aerodrome, only to find themselves bunkered.

Anyway, the change is all for tire good, as now the Club
will be purely and simply a pleasure club with no pretensions
to anything higher. Other clubs please copy.— G. d.

September 15, 1920

The Aeroplane

509

NAVAL AND MILITARY AERONAUTICS.

The R.A.F. Appointments and Gazettes will be found on
page 536.

NAVAL.

Movements of Ships.
Port Said, Sept. 7th. — Ark Royal arrived and left.

A Hendon Reunion Dinner.

It is proposed to hold a Reunion Dinner early in October
next for officers and ex-office.rs who served in the R.N.A.S.
at Hendon, between Aug. 5th, 1914, and about Feb. 1st, 1915.

Will anyone interested please communicate with Fit. Lt.
E- B. Beauman, H.Q. No. 10 Group, Lee-on-Solent, Hants,
as soon as possible ?

MILITARY.

Extracted from War Office Communiques.

Sept. 8th. — On the Upper Euphrates the camps of a rebellious Sheikh
were raided by our aeroplanes.

Insurgent camps near Istabulat were bombed and machine-gunned by
our airmen on the 6th.

Sept. 9th. — Lower Euphrates. — Aeroplanes reconnoitring over Samawa
were heavily fired on and replied with machine-gun tire. They suc-
ceeded in dropping medical supplies and money for the garrison, and
also rations for the vessel Green Fly, which is isolated. .

An aeroplane raid has been made on a village 10 miles east of
Nasiriyeh, where ringleaders of local insurgents were gathered.

Aerial reconnaissances along the Shatt-el-Hai report all quiet at
Kut-el-Amara.

Sept. 14th. — Samawa Area.— Insurgents armed with home-made Turkish
bombs made a feeble effort to cut the wire an'i storm the pickets on
the night of Sept. 7th, and on the following night the main camp w~as
subjected to sniping and bomb throwing. Samawa Town, where the
insurgents are harboured, was raided by our aeroplanes on the morn-
ing of Sept. 9th.

Bakuba Area. — The 34th Brigade column, which left Baghdad on Sept.
6th, reached Abu Jisrah (50 miles) without opppsilion on Sept. 7th, re-
pairing the railway and telegraph lines en route. Continuing their
advance on the 8th

The post left at Abu Jisrah was later attacked by 300 insurgents,
who fled on the appearance of an aeroplane, which attacked them
with bombs and machine-gun fire.

AIR FORCE.
An Air Ministry Conference.

It is understood that the Air Ministry will hold a confer-
ence during October. The conference will last three days.
Representatives of many aeronautical and commercial in-
terests wili be present. Service, technical, and civil aero-
nautics will be discussed. The main object of the conference
is to encourage the use of aircraft as a means of transport.

Victoria League Scholarships.

A gift of ^1,500 having been generously put at the disposal
of the Air Council by the Orange Free State Blanch of the
"Victoria League for the permanent use of the Royal Air
Force, it has been decided to apply this sum to the endow-
ment of a number of scholarships tenable at the Royal Air
Force (Cadet) College by the South African Flight Cadets
and to be known as " Victoria League " Scholarships.

All candidates for admission to the Royal Air Fcrce (Cadet)
College whose fathers are British subjects of European des-
cent and normally resident in the Union of South Africa will
be eligible to compete for these scholarships.

Two scholarships will be offered for competition each year,
one at the examination for admission to the Royal Air Force
(Cadet) College held in June and one at that held in November.

The scholarships will be tenable for one year and will be
of the annual value of approximately ^.35, payable- half-yearly
in arrear in equal instalments.

The scholarship 011 each occasion will be awarded to that
one of the candidates fulfilling the conditions prescribed
above, who successfully passes the competitive entrance
examination with the highest number of marks and is selected
for admission to the Royal Air Force (Cadet) College.

A " Victoria League " Scholarship may be held in addition
to a King's or Prize Cadetship.

The names of intending candidates for these scholarships
should be communicated to the Secretary (D.T.O.), Air Minis-
try, Kingsway, London, W.C.2, by whom they should be re-
ceived not later than May 1,5th and October 15th for the
examinations held in June and November respectively, and
should be accompanied by a certificate of eligibility.

The tenure of a scholarship will be contingent on the good
behaviour of the scholar, and the Air Council will have the
power at their discretion to deprive a cadet of his scholar-
ship in the event of serious misconduct. A cadet removed
from the Royal Air Force (Cadet) College, for whatever
reason, will automatically forfeit his scholarship from the
date of his removal.

Wormwood Scrubs Airship Shedc

It is understood that the aitship shed at Wormwood Scrubs
is now being dismantled.

73rd Wing, R.A.F.

It is proposed to hold in London some time in October a
re-union dinner of all officers who served under Yarmouth
Command. Will all those interested communicate as soon
as possible with either Mr. G. F. H. Bloom, 17, Welbeck

Street, Mayfair, W.i, or Mr. Leonard Bridgman, care of
The AEROr-LANE, 175, Piccadilly, W.i ?

The R.N.A.S. and R.A.F. Felixstowe Dinner.

A reunion dinner will be held in tiie near future in London,
open to all ranks, past and present, of the Felixstowe Air
Station. Will all members interested kindly communicate with
the Hon. Sec, W. Kilson, 22, Manor Terrace, Felixstowe?

To N.C.O. Piiots.

It has been suggested that a reunion dinner foi N.C.O.
pilots and observers shall be held later in the year. Past and
present N.C.Os who would like to be present at such»a union
are invited to write to the Editor of The Aeropeane, who will
be pleased to put them in touch with one another so that they
may form a committee and elect a secretary to make necessary
arrangements.

IRELAND.

The Irish Mails.

It is understood that all Government letters for Dungarvan,
Co. Waterford, are now being carried by aeroplanes to bar-
racks in which soldiers or police are quartered.

This method has been adopted in other paits of the country
in which raids on mail trains and mail vans have become a
common occurrence

The Military mail which was being conveyed by air to
Eantry, Co. Cork, was captured by^Sinn Feiners on Sept. nth.
The Sinn Feiners, disguised in khaki uniforms, spread a
large white circle in a field near Bantry, and the aviators,
mistaking this for the official signal, dropped the mail-bags
into the field. The Sinn Feiners took the mail, in motor-cars,
in the direction of Kerry.

INDIA.

The North-West Frontier.

It is reported from Simla that aeroplanes have operated suc-
cessfully in the Oghi region against hostile gatherings.

A later report states that Air Force activities in the Oghi
district have now been suspended.

COLOMBIA.

Captain Guichard, of the Aviation Militaire Francaise, has
been asked by the Colombian Government to form an aviation
school at Bogota.

FRANCE.

Aeronautical Scholarships.

The system of aeronautical scholarships for the training
of candidates for the aerial arm of the military forces are
now in operation.

Selected pupils receive 1,000 francs on entry to cover the
expenses of food and lodging and a further 1,000 francs when
they pass the tests for the brevet militaire. During their
training they are under the discipline of the civil aviation
schools to which they are attached, and are not subject to
any other military obligation than they would be normally
according to their class. They undertake, however, to serve
for ten years in the aeronautique militaire in the army and
in the reserve.

At present 185 pupils are at the civil schools under the
scholarship conditions. Hanriot at Reims has 29, Bleriot
at Buc and Morane-Saulnier at Villacoublay have each 24.
Sixteen are with Nungesser at Orly, and Caudron at Crotoy,
Farnian at Toussus-le-Noble, ani Balleyguier at Nimes have
each 25.

Under the contract between the civil firms and the State,
thirty pupils are to be supplied to each firm and arrange-
ments are being made to complete these numbers.

The Re-baptism of L.7 2.

The Ministry of Marine have now obtained the Zeppelin
L.72 under the terms of the Peace Treaty and have decided
with promptitude to alter its German name. It has now been
re-baptised D.R.i, which is the abbreviation for Dirigeable
Rigid, Number 1.

A Curious Accident.

Quartermaster Ren£ d'Etienne, who crashed in a courtyard
at Montrouge and killed four children and seriously injured a
fifth, is lying in hospital apparentlv little the worse for his
fall.

In flying low, duiing a stunting exhibition, he hit some
telephone wires and fell among the children who had been
watching his antics for some time. It has been reported that
he will be tried by court-martial.

The accident has led to a strong demand for Parliamentary
action. It appears that according to the present state of the
law action, in cases such as this, can only be taken after
accidents have occurred. A Bill has been introduced into the
Chamber prohibiting flying over towns below a certain alti-
tude, and anyone failing to comply with this will bi- liable to
heavy fines and even imprisonment.

5io

The Aeroplane

September 15, 1920

THE UNITED KINGDOM OF GREAT BRITAIN AND IRELAND.

OFFICIAL NOTICES

NOTICE TO AIRMEN (No. 96 of the year 1920).

Air Ministry, Sept. 9th.
Prohibited Areas in Sweden.

It is hereby notified : —

A Royal Decree, regarding air traffic over Swedish territory, was
signed on May 23rd, 1919.

Paragraph 8 of the above Decree defines the prohibited areas as
follows : —

"Without a personal licence granted by the Crown, after due appli-
cation, aircraft shall not travel over the forbidden areas of the

fortresses of Boden Hemsjo, Vaxholm, Karlsborg, or Karlskrona, over
the forbidden area of the fortress of Alosborg east of the longitude
and north 01 the latitude passing through Brunno Kiimniel, or over
the land area east and north of the Lulea-RikKgransen Railway;
nevertheless the forbidden area of the fortress of Vaxholm may be
travelled over on a line passing through Badstuguholmen in Stora
Vartan, Oranienholmen in Tralhavet, Bjornholmen in the Edofjarden,
and finally Troskskar in the Svartlogaf jarden, and the forbidden area
ot the fortress of Karlskrona along a line passing through Torhamn-
sudde, Salljo sodra udde (south point) Torkc norra udde (north point)
and finally Gjokalo, as well as along the railway line Eringsboda-
Nattraby "

CONTINENTAL ARRIVA

[The following table of* arrivals at and departures from the
British Air Ports is compiled on the following system : —
First comes the initials of the Air Line: next the type of
machine; next the international number of the machine: next
the ports of departure and destination: next the times of
departure and arrival; next the cargo, whether goods (G)
and/or mails (M); next the number of passengers ; and finally
the name of the pilot and number of mechanics, if any.]

LS AND DEPARTURES.

ABBREVIATIONS. — A.T. & T. — Air Transport & Travel, Ltd.; M.A.
— Messageries Aericnnes; I.A.I,.— Instone Air Line; C-T— Compagnie
Transaerienne ; C. des G.E.A.— Compagnie des Grandes Expresses
Aeriennes; S.N.E.T.A.— Syndicat National pour l'Etude des Transports
Aeriens; P.L— Petters, Ltd.; C. A. C— Central Aircraft Company;
M.W.T.C— Marconi Wireless Telegraph Company; H.P.T.— Handley
Page Transport, Ltd.; H. P.— Handley Page, Ltd., A.P.B.— Air Post of
Banks.

Where times are missing it is probably owing to Atmospherics.

The London Terminal Aerodrome, Croydon. (Telephone

(Compiled by the Staff of The Aeroplane.)

Purley 1 1 80.

SEPTEMBER 6th :

A.T.&T., DHg, G-EAPL, London-Paris, 09.3511.45, Nil, 2, Powell.
a J..&T., DHib, G-EASW, London-Paris. 09.35-11.47, M., 3, Holmes
A T.&T., DH9, G-EAGY, London-Amsterdam, 10.40-13-17, G., 2, Reeves.
i.A.L-, DH4, G-EAMU, London-Paris, 12 10-14.40. G., 2, Chattaway.
A T.&T., DH9, G-EAQN, London-Amsterdam, 14.45-17.35, G., Nil, Hinch-
clifte

A.T.&T., DH16, G-EAPM, London-Paris, 16.30-18.50, G.&M , 3, Tebbitt.
A.T.&T., DH9, G-EAQP, London-Paris, 16.37-18.55, Nil, 2, Bradley.
AT.&T., DH9, G-EAQN, Amsterdam-London, 15.40/4-09.30, Nil, Nil,
Bamber.

A.T.&T., DH9, G-EAQP, Paris-London, 10.00-12.32, Nil, 1, Tebbitt.
C.T., Nieuport, F-CGTE, Paris-London, 12.30-16.27, M , Nil, Petit.
C.desG.E A., Goliath, F-GEAD, Paris-London, 12.40-16.48, G., 7, Fav-
reau & 1.

A.T.&T., DH16, G-EAPT, Paris-London, 12.35-15.27, G., 3, Lines.
A.T.&T., DHg, G-EAQL, Amsterdam-London, 15.33-19.07, G.&M., 1,
Milnes

A.T.&T. DH16, G-EASW, Paris-London, 1635-19.53, G., 2, Holmes.

SEPTEMBER 7th:
A.T.&T., DH16, G-EAPT, London-Paris, 09.35-11.50, G.&M., 2, Lines.
A.T.&T., DH9, G-EAQL, London-Amsterdam. 10.18-13. 30, G., Nil, Bamber
C.T., Nieuport, F-CGTE, London-Paris, 14.00-16.35, Nil, Nil, Petit.
A.T.&T., DHj6, G-EASW, London-Paris, 16.38-19.00, G.&M., 2, Arm-
strong.

A.T:&T., DHi6, G-EAPM, Paris-London, 09.50-12.07, G., 2, Bradley.
I.A.L i DH4, G-EAMU, Paris-London, 12.25-14.48, G., 2, Chattaway.
M.A., Breguet, F-CMAB, Paris-London, 12.30-1539, G.&M., 1, Martel.
A.T.&T., DH9, G-EAGY, Amsterdam-London, 15.15-17.25, M., 1, Reeves
A.T.&T., DH18, G-EARO, Paris-London, 1530-17. 51, G., 1, Powell.
A.T.&T., DH9, G-EAPL, Paris-London, 16.00-1S.35, Nil, 2, Carter.
A.T.&T., DH16, G-EAPT, Paris-London, 1605-18.25, Nil, 3, Tebbitt.
A.T.&T., DH9, G-EAQP, Paris-London, 16.25-1858, Nil, 2, Lines.

SEPTEMBER 8th:

A.T.&T., DH9, G-EAPL, London-Paris, 09.40-12.20, G., 1, Milnes.
A.T.&T., DH16, G-EAPT, London-Paris, 09.55-12.10, G.&M., 4, Holmes.
A.T.&T., DH9, G-EAGY, London-Amsterdam, 11. 25-14.10, G., 1, Bradley.
C.desG.E. A., Goliath, F.GEAD, London-Paris, 11. 34-15. 05, G., Nil, Fav-
reau & 1.

M.A., Breguet, F.CMAB, I oudon-Pai is, 13.45-15. 10, Nil, Nil, Martel.
A.T.&T., DH16, G-EAPM, London-Brussels, 15.00-17.20, G., 4, Reeves.
A.T.&T., DH9, G-EAQP, London-Amsterdam, 15.04-18.10, G., Nil, Carter
M.A., Salmson, F-CMAE, London-Paris, 15. 10-18.30, Nil, 1, Chailloux.
A.T.&T., DH16, G-EASW, London-Paris, 16.34-18.45, G.&M., 3, Tebbitt.
A.T.&T., DH16, G-EASW, Paris-London, 09:50-12.10, G., 3, Armstrong.
C.desG.E. A., Goliath, F-GEAB, Paris-London, 12. 15-15.30, G-, 3, Patin & 1
C.T., Nieuport, F-ICGT, Paris-London, 12. 20-15. 15, M.," Nil, Mauler.
A.T.&T., DH9, G-EAQL, Amsterdam-London, 15. 21-18.30, G.&M., 1,
Bamber.

A.T.&T., DH16, G-EAPT, Paris-London, 16. 10-18.45, G., 2, Holmes.
A.T.&T., DH16, G-EAPM, Brussels-London, 18.20-09.50/9th, Nil, Nil,
Reeves,

SEPTEMBER 9th:

A.T.&T., DH18, G-EARO, London-Paris, 09.45-12.25, G.&M., 5, Powell.
A.T.&T., DH9, G-EAQL, London-Amsterdam, 10.25-13.57, G., Nil, Lines.
C.T., Nieuport, F-ICGT, London Paris, 13.00—, Nil, Nil, Mauler.
A.T.&T., DHg, G-EAQA, London-Paris, 13.25-1600; G., 2, Robbins.
A.T.&T , DH9, G-EAPL, London-Paris, 16 42-19.10. Nil, 2, Milnes.
A.T.&T., DH16, G-EAPM, London-Paris, 16.52-19. 15, G.&M., 3, Holmes
AT&T, DH16, G-EASW, Paris-London, 09 40-11 45, Nil, 3, Tebbitt.
A.T.&T , DHg, G-EAPL, Paris-London, 09.50-12.10, Nil, 1, Milnes.
A.T.&T., DH9, G-EAQP, Amsterdam-London, 15.14-18.28, G.&M.,, 1,
Carter.

A.T.&T., DHi8, G-EARO, Paris-London, 16.40-18.49, G., .5, Powell.

SEPTEMBER loth :

A.T.&T., DH18, G-EATJF, London-Paris, 11. 04-13 25, G &M., 6, Armstrong
C.desGE A., Goliath, F-GEAB, London-Paris, 11. 31-14.30, G., 3, Patin & 1
A.T.&T, DH9, G-EAQP, London-Amsterdam, 11. 37-14.52, G., Nil, Reeves
A.T.&T., DHi6, G-EASW, London-Paris, 16.15 — , Nil, 4, Tebbitt.
A.T.&T , DHi6, G-EAPM, London-Paris, 17. 00-19. .15, G.&M., 3, Robbins.
A.T.&T., DHg, G-EAQA, Paris-London, jo. 15-12. 55, Nil, 1, Milnes.
A.T.&T., DH16, G-EAPM, Paris-London, 10.15-12. 50, Nil, 3, Robbins.
C.desG E A., Goliath, F-HMFU, Paris-London, 11.30-15.20, G., Nil, Fav-
reau & 1.

C.T., Nieuport, F-CGTO, Paris-London, 12 35-16 42, M., Nil, Le Comte.
A.T.&T., DHig, G-EAPL, Paris-London, 13.50-1=55, Nil, 1, Holmes.
A.T.&T., DHg, G-EAQL, Amsterdam-London. 15. 35- ig. 00, M., 2, Lines.
A.T.&T., DH18, G-EATJF, Paris-London, 16.41-19.1 5, G., 1, Armstrong.

SEPTEMBER 11th :

A.T.&T., DHg, G-EAQL, London-Amsterdam 10.30-13.43, G., 1, Milnes.
A.T.&T., DH18, G-EAUF, London-Paris, 10.30-13. 15, G &M., Powell.
A.T.&T , DHg, G-EAPL, London-Amsterdam, 11.25-14.13, G.-, Nil, Holmes
C.T., Nieuport, F-CGTO, London-Paris, 11.35-16.ro, Nil, Nil, ^e Comte.
A.T.&T., DH9, G-EAQA, London-Paris, 16.11-18.55, C, Nil, Carter.
A.T.&T., DH16, G-EAPT, London-Paris, 16.52-18.55, Nil, 4, Lines.
A.T.&T., DHi6, G-EAPM, London-Paris, 16.34-18.55, G.&M., 3, Tebbitt.
A.T.&T., DH16, G-EAPM, Paris-London, 0940-1140, G., 1, Tebbitt.
M.A., Breguet, F-CMAI, Paris-London, 13.0015.39, G.&M., Nil, Lesecf.
A.T.&T, DII9, G-EAPL, Amsterdam London, 15.22-1757, G &M., 1, Reeves

SEPTEMBER 12th:

A.T.&T., DH18, G-EARO, London-Paris, 10.20-12.55, Nil, 6, Armstrong.
C.desG.E. A., Goliath, F-GEAC, London Paris, 12.40-16.15, Nil, Nil, Patin

& 1. ,
A.T.&T., DH9, G-EAPL, London-Paris, 15. 1-7-17. 30, Nil, 1, Reeves.
A.T.&T., DH16, G-EASW, Paris-London, 10.0,-12.10, Nil, 3, Robbins.
A.T.&T., DH16, G-EAPT, Paris-London, 10.10-12.Ti, Nil, 3, Tebbitt.
A.T.&T., DH18, G-EiAUF, Paris-London, 10.3q-12.16. Nil, 7, Powell.
A.T.&T., DH16, G-EAPM, Paris-London, 11. 10-13. 15, Nil, 2, Lines.

The Air Port of Cricklewood. (Telephone: Hampstead 7500.1

(Compiled from Log of Cricklewood Aerodrome. Times on the Continent from Air Ministry Communiques.)

SEPTEMBER 6th :

H.P.T., HP, G-EASN, London-Paris, 09.35— Nil, *, MeN. Davies & 1.
H.P.T., 111', G-EATN, London-Paris, 12. 10-15. 00, G., 7, Bager & 1.
H.P.T., DH9, G EAUP, London-Brusseis, I4~.53 — , G &M., 2, Moore.
H.P.T., DH9, G-EAUN, Amsterdam-London, 11.5 .-16.00, M , Nil, Hill.
H.P.T., HP, G-EALX, Paris-London, 12.40-16.55, M., 5, Wilcockson & 1.
H.P.T., DHg, G-EATA, London-Amsterdam, 17.10—. G.&M., Nil, Perry.
S.N.E.TA., DH4, O-BADO, Brussels-London, —17.25, M., 1, Semonet.

SEPTEMBER 7th :

H.P.T., HP, G-EALX, London-Paris, 12.15-1540, G., to, Jones & 1.
H.P.T., DHg, G-EATA, Amsterdam- London, —14.50, G.&M., Nil, Perry.
H.P., DH4, O-13, London-Brussels, 14.4; — , Nil, 1, Fowler.
SN.E.T.A., DH4, O-BADO, London-Brussels, 14.55—, G.&M., 1, Semonet.
H.P.T , HP, G-EATG, Paris-London, 12. 10-15. 47, Nil, 3, Olley & 2.
H.P.T., DH9, G-EAUN, J^ondon-Amsterdam, 16.18—, G.&M., Nil, Rogers.
H.P.T. , DH9, G-EAUP, Brussels-London, 15.00-17.45, M., 2, Moore.

September 15, 1920

The Aeroplane

511

THE

OPW1

[ AVIATION ^» ENGINEERING C9 UP

Predominant in War —

Prominent
Peace

THE ANTELOPE.

in

SOPWITH AEROPLANES
embody an experience in
aircraft of all types second to
none.

The three Sopwith Civil
Flying Machines — Antelope,
Gnu, and Dove— render, each
in its particular class, the
highest possible performance,
compatible with great strength,
durability, and wide speed
latitude.

Whatever the purpose be,
a Sopwith can do it the best.

Registered Offices and Works :

KINGSTON-ON-THAMES

Telephone: Kingston 1988 (8 lines).
Telegrams: "Sopwith, Kingston."

London Offices :

65, SOUTH MOLTON ST.

Telephone: Mayfair 5803.4-5. }ff J
Telegrams 1 " Bfflconomy, Phone, London,"

Agents for Australasia: THE LARK1N-SOPWITH AVIATION CO. OP AUSTRALASIA, LTD., 18, GURNER
STREET. ST. KILDa, MELBOURNE; also ABERDEEN HOUSE, 94, KINO STREET, MEL-
BOURNE; and LONDON BANK CHAMBERS, Corner of PITT and MOORE STREETS, SYDNEY.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

512

The Aeroplane

September 15, 1920

SEPTEMBER 8th :

H.P.T., DH9, G-EAUN, Amsterdam-London, — n 12, G.&M., 1, Rogers.
H.P.T., HP, G-EATH, London- Paris, 12.03-15.20, G., 9, Bager & 1.
H.P.T., DH9, G- EAT A, London-Brussels, 14.42-17. 15, G-&M., Nil, Olley.
H.P.T., HP, G-EALX, Paris-London, 12. 21-15.40, G , 3, Jones & 1.
H P.T., DH9, G-EAUN, London-Amsterdam, -6 16— , G.&M., 1, Moore.
S.N.E.T.A., DH4, O-BADO, Brussels-London, 14 50-18.15, M., 2, Semonet.

SEPTEMBER 9th :

H.P., DH4, O-6, London-Brussels, 11.20 Landed Merx Plas, Nil, Nil, Wil-

coctaon.

H.P.T., HP, G-EATM, London-Paris, 12. 07-15.30, G , 5, Beal & 1.
S.N.E.T.A., DH4, O-BADO, London-Brussels, 14.42-19.20, M., 2, Semonet.
H.P.T., DH9, G-EAUN, Amsterdam-London. —14 50, M., Nil, Moore.
H.P.T., DH9, G-EAUN, London-Amsterdam, 17.15—, G.&M., Nil, Fowler.
M.A., Spad, F-CMAW, Paris-London, —16.35, G.&M., Nil, Bourdon.
H.P.T., HP, G-EATH, Paris-London, 12. 30-16 \2, G., 5, McN. Davies & 1.
H.P.T., DH9, G-EATA, Brussels-London, —1700, G.&M., 2, Olley.

SEPTEMBER ]Oth :

H.P.T., HP, G-EATH, London-Paris, xx.21-15.15, Nil, 9, Jones and 1.
H.P.T., HP, G-EATK, London-Paris, 112.25-1;. 15, G., 6, Olley a 1
H.P.T., DH9, G-EAUN, Amsterdam-London, — 11.50, G.&M., 1, Fowler.

M.A., Spad, F-CMAW, London-Paris, 14.25-16.45, Nil, 1, Bourdon.
H.P.T., DH9, G-EAUP, London-Brussels, 14.42-16.45, G.&M., 1, Rogers.
H.P.T., DHg, G-EATA, London-Amsterdam, 16.15— G.&M., 1, Hill.
H.P.T., HP, G-EATN, Paris-London, 12.40-16.15, Nil, 7, Mcintosh & 1.
H.P.T., HP, G-EATM, Paris-London, 12. 30-16.17, Nil, 9, Beal & 1.
H.P.T., HP, G-EASN, Paris-London, 12.45-17.12, G, 5, Bager & 1.
S.N.E.T.A., DH4, O-BABI, Brussels-London, 14.40-17.30, M., Nil, George.

SEPTEMBER 11th:

H.P.T., HP, G-EATG, London-Paris, 12.20-16.00, G., 5, Mcintosh & 1.
H.P.T., HP, C-EASY, London-Paris, 1228-16.20, Nil, 5, Bager •& 1.
S.N.E.T.A., Breguet, O-BLOC, London-Biussels, 12.25—, Nil, Nil, Verger.
S.N.E.T.A., DH4, O-BABI, London-Brussels, 14.30-16 35, M., Nil, George.
H.P.T., HP, G-EATK, Paris-London, 12.30-15.25, Nil, 3, Olley & 1.
H.P.T., DH4a, G-EAVL, London-Amsterdam, 17.20—, G.&M., 2, Foot.
H.P.T., DH9, G-EATA, Amsterdam-London, 12. 51-17. 05, G.&M., 1, Hill.
H.P.T., DH9, G-EAUP, Brussels-London, 14.55-17.15, M., Nil, Rogers.

SEPTEMBER 12th :

H.P.T., DH9, G-EAUI, London-Brussels (ior Bucharest), 08.35— Nil. '"»
Terry.

H.P.T., HP, GrEALX, London-Paris, 12. 10-15. 45, G., 4, Beal & 1.
H.P.T., PIP, G-EATH, Paris-London, 12. 10-15. 20. Nil, 5, Jones & 1.

Inland Flying at Croydon.

Sept. 6th.- A..T.T., D.H.9, one test.
Sept. 7th — Nil.

Sept. 8th.— A.T.T., D.H.g, one" ioyride M.W.T. Co.,
D.H.6, one wheless test. I.A.L., D.H.4, Brooklands return.
M.A., Salmson, test. R.A.F., Bristol, Kenley return.

Sept. 9th. — A.T.T., D.H.9, two joyricles.

Sept. 10th.— A.T.T., D.H.18, wo 'tests ; D.H.16, one joy-
ride; D.H.9, one test; D.H.g, Lincoln return. M.W.T. "Co.,
D.H.6, two wireless tests.

Sept. nth.— M.W.T. C, D.H.6, one wireless test. A.T.T.,
D.H.9, test; D.H.9, two joy-rides; D.H.18, two tests. I.A.L.,
D.H.4, photography. H.P.T., D.H.9, Cricklewood return.
A.P.B., Westland from Yeovil, Courtney.

Sept. 12th.— A.P.B., Westland test.

Inland Flying at Cricklewood.

Sept. 6th.— H.P.T. : D.H.g from Lvmpne. H.P. : D.H.4,
test.

Sept. 7th— H.P. : D.H.4, test; ITandlev Page, test. H.P.T. :
D.H.g, test.

Sept. 8th.— H.P. : D.H.4, - tests; H.P.T. : 3 Handley Page
tests, 1 D.H.9 test.

Sept. 9th.— H.P.T. : 2 Handley Page tests. D.H.g test.
S.N.E.T.A. : Breguet from Penshurst

Sept. 10th. — M.A. : Spad test. H.P. : D.H.4 test H.P.T. :
2 D.H.4 tests, 1 Handley Page test. Handlev Page from
Lympne.

Sept. nth. — Private: Hearn, Avro from Birmingham.
H.P.T. : Handley Page test; D H.g to Waddon, return; D.H.g
to Manston.

Sept. 12th. — Hearn, Avro test. H.P.T. : D.H.g from Mans-
ton.

The London Terminal Aerodrome.

Owing to overcrowding in the permanent hangars, the

C. A.T.O. has now arranged for the erection of some Bes-
soneaux.

A Westland for the Air Post of Banks (called by the un-
believing and the heathen " Hot Air Bags ") arrived on Satur-
day, piloted by Mr. Frank Courtney, who tells one that he
intends landing commercial machines the right way up, as,
for some inexplicable reason, the passengers seem to prefer
it. Mr. Powell took the machine for a test on Sunday, and
Mr. Courtney inaugurated the Paris service on Monday by
starting off at 12.17 with two passengers. More machines
for the service are expected immediately. The machine is
fitted with a 275-h.p. "Falcon'' Rolls-Royce, but it is intended
to fit the majority of machines with 300-h.p. Hispano-Suizas.

On Saturday there was a big crowd of spectators, who had
plenty of value for the money they do not pay to watch. One
is glad to say that in this free enclosure there is a good
response to the appeal for funds to support the Purley Hos-
pital, to which victims of a crash (if ever there is one, and
there' arc railway accidents now and then) will be taken. — G. d.

A.T. and T. Notes.

It is interesting to note that, while the number of machines
crossing is still about the same, the number of passengers
shows considerable increase. This is due to the number of

D. H.i6s and D.H.iSs now being used.

The D.H.18 is really a delightful machine. One had the
pleasure of a flight in it on Saturday evening. One is rather
apt to over-enthuse when flying in any new type of machine,

but the " 18 " deserves all the nice things that have ever
been said about any machine — and a great deal more as
well. It is comfortable and the amount of daylight in the
cabin is unusual. A perfect view is obtained on both sides —
in fact it is no exaggeration to say that the view is as good
as that obtained from most open machines.

The smooth running of the Napier engine was quite extra-
ordinary even when throttled down, and, when some designer
comes along with a machine with a practicable high-lift wing
there should be a huge demand for this splendid engine.

Mr. Armstrong's handling of the D.H.18 is beyond reproach.

During the week an American lady booked a special D.H.g
to Lincoln to visit the tomb of one of her ancestors who
missed the Mayflower. One man came from Paris on busi-
ness with a through ticket to Amsterdam. He remarked in
course of conversation that he really wanted to go on to
Copenhagen. A machine was at once forthcoming" and, with
Mr. Bradley as pilot, he corripleted the journey to Copenhagen
without incident.

On Saturday a perfectly good Gciman arrived from Rotter-
dam and was duly let loose in England after consultation with
the Foreign Office.

It is satisfactory to note that A.T. and T. are now running
their services at a profit.— G. u.

The Instone Air Line.

The D.H.4 went to Paris during the week, also to Brook-
lands. "Litt — " (as one was!), the Vickers "Vimy" surnamed
"City of London," has been having her engines overhauled
and new cylinders fitted during the week.

The Instone office is now painted with black and white
stripes. One suggests that 'the company should now purchase
the striped machine shown at Olvmpia by the Central Aircraft
Company to match the office.

One is asked to state for the benefit of the ignorant that
"hurtling into the Ewigkeit" does not mean running into the
Aircraft Disposal Company's sheds. — G. D.

A Long Flight,

On Sunday last an H.P.T. D.H.g, with Mr. Perry, one of
the most experienced of late warrant-officer R.A.F pilots,
started for Bucharest with a business man, Mr. Wright, as
passenger. They reached Nuremburg by the evening and
were proceeding next dav. No further news is to hand. — G. r>.

A Businesslike Actor.

One is told that Mr. Lionel Westlake, the well-known actor,
now plavingPebe in The Romantic Young Lady at the Royalty,
had to go to Paris on urgent business and had to be back in
the afternoon for a rehearsal. This enterprising young man
therefore decided to catch the morning machine across and
return by the first available in the afternoon. He transacted
his business and was back in London by tea time.— G. d.
An Accident.

A D.H.g (G-EAUP), belonging to Handley Page Transport,
and piloted by Mr. Olley, who was carrying Miss Margaret
Balfour, a concert singer, to fulfil an engagement, had a
forced landing at Carnforth and was damaged. Neither pilot
nor passenger sustained serious injury.

Mr. Olley is a very experienced pilot, and has had forced
landings before, without damage, in almost impossible places.
This is his first accident during his employment with Handley
Page Transport, Ltd. — G. v.

(Continued on page 531.)

22.BILLITER STREET. LONDON, E.C., a<\d
LONDON TERMINAL. AERODROME , CROVDDN.

Tel£f>kor\e: Avenue 36IS.

September 15, 1920

The Aeroplane

5

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

514

The Aeroplane

September 15, 1

ROLLS-ROYCE

THE 1920 MODEL

Extract from the
"Motor World."

" On the Road with the
latest Model Rolls-Royce."

August 16th,

1920

its designer has in-
corporated in the car all the
essentials of a highly sporting
speed merchant's car with those
of the ultra docile town carriage.
Its flexibility, its acceleration
and its power are the great
characteristics of the Rolls-
Royce engine.

. . . . . the Rolls-Royce
appears to combine these highly
desirable qualities in a manner
that other cars appear unable
to master.

<0>

The springing and comfort are
things that may almost be
taken for granted, but they
really are almost uncanny in
their efficiency.

ROLLS-ROYCE, Ltd., 15, Conduit St., London, W.l

Telegrams: Rolhead, Reg. London.

'Phone Gerrard 1654(3 lines)

The following firms, who purchase direct from us, have sole selling rights of our cars in their respective districts. —
Leicestershire, Derbyshire, Notts, Lines, Staffs, Worcestershire, Warwickshire, Northants and Rutlandshire:
The Midland Counties Motor Garage Co., Ltd., Granby Street, Leicester. Manchester and 'District, including
East Lanes {as far north as a line drawn on the map due east from Cockerham) and East Cheshire: Joseph Cock-
shoot & Co., Ltd., New Bridge Street, Manchester. Liverpool and District, including West Lanes (as far $Corth
as Cockerham), West Cheshire and North Wales: W. Watson & Co., 56, Tienshaw Street, Liverpool, Norfolk
and Suffolk: Mann, Egerton & Co., Ltd., 5, Prince of Wales' Road, Norwich. Ireland: J. B. Ferguson,
Ltd., Chichester Street, Belfast, Scotland: The Clyde Automatic Co., Ltd., 96, Renfrew Street, Glasgow.

KINDLY MENTION "THE AEROPLANE" WHEN CORRESPONDING WITH ADVERTISERS.

upplement to The Aeroplane, September 15th, 1920.

INCORPORATING AIRCRAFT ENGINEERING, AERODYNAMICS, AIRCRAFT FINANCE AND COMMERCIAL AERONAUTICS
AND MATTERS PERTAINING TO THE AERONAUTICAL ENGINEER AND THE AIRCRAFT TRADER.

1 1 1 1 11 ii 1 1 1 1 1 1 iici 11 11 1 ■■ 1 1 1 1 1 i 1 1 1 11 1 1 ti 1 1 11 f f 1 1 1 1 111 11 1 11 1 1 11 1 1 if 1 1

THE WEEKLY COMMENTARY.

The third of the series of articles 011 the History of
the Development of Aircraft Wireless appears below.

The very important developments which sprang from
the introduction of the Thermionic valve as a detector
and amplifier of wireless signals, and as a producer of
continuous wireless waves, are outlined therein.

fulfilled functions somewhat analogous to those which
Felixstowe and the Isle of Grain performed for the Naval
branch of the British Air Service.

On page 520 there is reproduced an officially compiled
table giving particulars of the machines which were
tested at Martlesham during the Air Ministry Competi-
tion for aeroplanes, together with the results of the
tests there carried out.

The Department of Civil Aviation has begun the pub-
lication of a series of notices to civilian ground engineers.
The first instalment of these appears on page 528 of this
issue.

Illustrations and descriptions of some German sea-
planes of considerable interest are given by Mr. Hilde-
sheim in this issue. It will be news to many that the
German Naval Yards of Danzicr and Wilhelmshaven had

A statement concerning the formation of an Institute
of Transport will be found on page 526. It is an in-
teresting fact that among the list of those whose names
appear as Members of the Council there is none to be
found representing aerial transport.

Is this an indication that the Transport industry knows
nothing of aviation or that aviation knows nothing of
Transport ?

THE HISTORY OF THE DEVELOPMENT OF AIRCRAFT WIRELESS.

III.— The Later Stages of the War.

The Thermionic Valve.
The dawn of 1916 witnessed the commencement of a period
of fruitful activity in the world of aircraft wireless. Through-
out the previous year a great deal of useful work had been
done in connection with the development of the "thermionic"
valve as an amplifier of spark signals. In fact, two such
valves — the "Round" and the "Audiou" — had already been
used with considerable success on special ground stations, but
the individual demerits of each were such as to preclude their
adoption in standard apparatus for aircraft use.

The "Round" valve was so essentially "sensitive" that its
operation demanded the supervision of highly-trained expert
operators in order to secure the degree of efficiency that war-
ranted its use even on ground stations. The average efficiency
of the "Audion," on the other hand, did not yield nearly such
good results as the "Round" valve when working at its best.
Also, at this time, manufacturers had had so little experience
in making valves of any kind that the greatest discrepancies
were frequently found to exist amongst valves of the same
standard design.

It might here be mentioned that a valve is called a valve
because it allows current to be passed through it in one
direction only.

• In the earlier months of this, year the French evolved an
efficient valve, which our own experts tested and examined
carefully and found to be an eminently satisfactory article,
both from the point of view of sensitivity and ease of opera-
tion. It immediately rivalled the "Round" valve, and even-
tually replaced it altogether in the Services, becoming, in fact,
the' model on which practically all the valves subseqeuntlv
employed in the R.A.F. were designed.

It was now fully realised that the three-electrode valve was
going to revolutionise all previous methods of wireless com-
munication. As a rectifier it would replace the crystal, as an
amplifier it was many times more efficient than the Brown's
Relay, and as a transmitter of continuous waves it was far
more economical of power than any spark or arc system of
transmission yet used.

The First Valve Receiving Set.
The first valve -receiving set to be designed was composed
of a single "Audion" valve and a Brown's Relav (described
in previous article of this series). This was called the Relav

Type Ta. Exhaustive experiments were also conducted with
various combinations of valves in "cascade," with a view to
evolving a completely independent valve receiver.

The Tb. Relay.

Before this was finally accomplished, however, a second and
more efficient valve relay was produced and adopted towards
the close of the summer of iqi6. This instrument, which was
called the Relay Model Tb., was specially designed as a sub-
stitute for Brown's Relay, and could therefore be used in
conjunction with the Tb, Tc or Td crystal receivers referred to
in previous articles. Fig. 1 shows the internal connections
of this valve relay.

Three French-pattern valves are used in "cascade" which
function as a combined amplifier. In other words, the in-
coming signals are received and rectified by the particular
crystal receiver employed (Tb, Tc or Td). On leaving the
receiver they enter the first valve at the points L, and E in
Fig. 1, and are here subjected to the first stage of amplifica-
tion. From the first valve they are conveyed, via the inter-
valve transformer A, to the second valve, where a further
amplification is effected, and thence through the inter-valve
transformer B to the third valve for the final amplification.

From the third valve the signals are conducted through the
telephone transformer C to the telephones, which are connected
at the point T in diagram. The valve filaments are lit by a
common 6-volt battery, and, normallv, consume a current of
about 0.73 amperes each. Amplification is found to diminish
considerably if a current of more than 0.85 amperes is used.

As will be seen from Fig. 1, the high-tension battery of
100-volts is shunted by a condenser of 0.3 mfds. and "Eureka"
wire resistance of 2,000 ohms. The function of the former
is to provide a short-circuit path for low-frequency oscillations,
and prevents "howling" in the telephones in the event of a
high-tension cell becoming run down. The function of- the
resistance wire is merely to prevent too great a discharge in
the event of the battery becoming accidentally short-circuited.
, Air-Driven Generators.

About this time, also, a number of incidental developments
were in progress. Attempts were made to develop a standard
air-driven generator which could be mounted on the struts
or side of a machine and derive its original energy from the
wind blast of the propeller.; the greatest difficulty was ex-
perienced in designing a suitable propeller for these instru-

5i6

'Supple-meat fc lut A * kopiane )

Aeronautical Rngineering

September 15, 1920

0-4

Jars

,, c

n

f-AVWVW-

2,000 IV.

-II

Tff/ Transformer.

Fig. 1. — Internal Connections of the Model Tli Relay.

merits. Subsequently, the Newton and the B.T.H. generators
were adopted as more or less standard equipment.

Magneto Noises.

Another field for investigation was .afforded in connection
with the elimination of magneto noises, which were due to
currents induced into the receiver and amplified in the tele-
phones, when the engines were running and the magneto func-
tioning. This problem was never seriously tackled until very-
late in the war, and, although different devices for preventing
magneto interference were employed with varying success on
some of the latest pattern valve receivers, the difficulty had
not been effectively overcome up to the time of the Armistice.

Novel ideas were constantly submitted for the design of
improved forms of aerial reels for standard u.-.e. Serious effort
was also devoted to the development of intercommunication
telephone for connecting the pilot and passengers in the same
machine. In the midst of all this activity, the main energies
at home were applied to the development of standard valve
receiver and transmitters — both for telegraphy and telephony.

The Vaeve Transmitter.

During the spring of 1916 the first valve transmitter was
introduced by Captain Round, R.E. (designer of the "Round"
valve), and excellent results were obtained from a test carried
out on an S.S. airship at Wormwood Scrubs, London, on
which occasion the signals were heard at the Royal Naval Air
Station, Aberdeen. This set contained one "Round" valve,
and was tuned to a wave-length of 1,200 metres. A high-ten-
sion of 1,000 volts was supplied by dozens of small, dry
batteries grouped in boxes, which brought the total weight of
the equipment to about 120 lbs.

Although this apparatus represented an important step for-
ward in the development of Continuous Wave (C.W.) trans-
mitters, it was not sufficiently reliable for standard use. It
supplied a great stimulus to experiment and research, how-
ever-, in connection with the unrevealed potentialities of the
valve. About six months later another valve transmitter was
evolved, which employed two "Oscillion" valves, and was
called the Type 56a. This instrument was intended mainly for
use in airships, and yielded fairly satisfactory results.

Earev Weaknesses.
It was only to be expected that these earlier types of valve
receivers and transmitters should possess many inherent weak-
nesses which prevented them from being employed for long
as standard equipment. New discoveries were being recorded
daily in connection with the wonderful achievements of valves,
and one instrument quickly superseded another whilst the
earlier investigations were in progress. The first valve re-
ceiver to warrant itself .worthy of general and permanent
adoption for use in aircraft was the Tf receiver. This instru-
ment comprises three French-pattern valves and functions as

a rectifier and amplifier combined; its efficiency may be judged
from the fact that it is still in use in the Royal Air Force.

Some months after the Tf receiver was designed, a new two-
valve transmitter was subjected to its first test. This was
the transmitter T57, which eventually became a standard
aircraft instrument.

Direction Finding Difficulties.
In the early part of 1917 great efforts were made to adapt
existing methods of "direction-finding" wireless to aircraft
conditions, and experiments were carried out with a view to
combining directional aerials with the Tf receiver. Although
the ff, however, had proved its efficiency as an ordinary air-
craft spark and C.W. receiver,, it was soon realised that it was
quite unsuited for reception in connection with direction-
finding work.

This was due to the fact that, with the Tf, the greatest
sensitivity was only obtained by bringing the valves to the
"oscillation point," which had the effect of reducing the notes
of all received signals to the same pitch. Such a condition is
particularly to be avoided in direction-finding work, which de-
mands as marked a distinction as possible between the pitch
of individual signals, in order to permit of easy recognition
of the special transmitting stations used for this purpose. A
special amplifier j employing seven valves, was subsequently
designed, which gave the highest satisfaction as a receiver
for use in conjunction with the direction-finding apparatus
which will be described in the next article.

Whilst these developments were taking place, the fusion of
the R.N.A.S. and the R.F.C. occurred, and the overseas wire-
less personnel of both Services were more than justifying the
efforts being made at home to supply them with the best
possible apparatus. The Germans had by this time begun to
realise the efficiency of the British wireless systems in every
sphere of operation, and were forced to employ some of their
high-power stations to interfere with our activities by
"jamming."

German Efforts at Jamming.

So far as this system of jamming effected the excellent work
done by our observers in spotting for our guns on land, and
on the monitors off the coast, the method operated as follows :
When one of our batteries opened fire, a German machine was
sent aloft to watch for the fall of the shell. As soon as this
was observed, the enemy machine informed trie enemy high-
power transmitting station, who thereupon jammed the "spot"
from our machine to the battery! Our observers soon became
"wise" to this, however, and subsequent spotting operations
usually developed into a race between the two observers to
get their signals away first — in a flash — after the fall of the
shell. S

Although our observers at ence proved themselves the
masters at this game, the continual jamming of the German
high-power stations was a source of inconvenience with which

September 15, 1920

Aeronautical Engineering (supplement t» THE a«ropl««.) 5*7

AA^ei^ht 1 — The ungeared and geared types of JUPITER Engine
weigh respectively 698 lbs. and 805 lbs., a reduction in
weight never previously attained in any other type.

Performance : — The following excellent performances were
registered by the JUPITER Engine when fitted to a
"BRISTOL " Badger Biplane :—

Total weight of machine, including pilot,
passenger, full military load, two machine
guns, etc. 2S00 lb.

Engine revs, on ground ... ... ... ... 1550 r.p.m.

Average revs, when climbing at 80 m.p.h. ... 1600 r.p.m.

Revs, flying level at 7000 ft. at 125 m.p.h. ... 1S50 r.p.m.

(After correction of the Air Speed Indicator
figures for density this gives 137 m.p.h.
at 7000 ft.)

Climbing times were 2000 ft. in 1 min. 4 sees.,
4000 ft. in 2 min. 10 sees., 6000 ft. in
2 min. 33 sees., 7000 ft. in 4 min. 15 sees.

Special Features I — Important patents are incorporated in
the JUPITER Engines, more especially in connection
with the induction system and with the master
rod construction.

THE '

Bristol Aeroplane Company, Ltd.,

Telegrams: "Aviation," Bristol. Designers and Constructors of Telephone: 3906 Bristol.

Aircraft and Aero Engines.

Filton Bristol.

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5i8

(Supplement to Th£ Aeroplane.]

Aeronautical Engineering

September 15, 1920

Fig. 2.— The Remote Control.

we would willingly have dispensed. It was net without its
value, however, in providing the experimental staf's at home
with an additional stimulus to evolve a suitable C.W. trans-
mitter. The earliest experiments with valves had given ample
evidence that one of the most valuable characteristics of valve
transmitters of the future would be 'their great "selectivity."
In other words, continuous waves could be so finely tuned that
the possibility of jamming them would be reduced con-
siderably.

Aircraft Telephony Pe ogress.
In a previous article a passing reference was made to very
valuable and practical research work that was begun in con-
nection with aircraft wireless telephony as soon as possibilities
of the three-electrode valve were first appreciated. Towards
the end of 10,17 these investigations led to the design of a
standard telephony equipment known as the Telephone Wire-
less Aircraft Mk. II. This apparatus included a receiving and
i transmitting set, also a "remote control" attachment (see
Fig. 2), whereby the Tuner Aircraft Mk. Ill (which comprised
the main portion of the receiving set) could be fixed in a
remote part of the machine and operated by the special control
device from the observer's or pilot's cockpit.

The Mark II Tfeepho.ve Receiver.
Fig. 3 shows the internal connections of the tuner (which
operates on three valves) and the control attachment, whilst
Fig. 4 shows the arrangements of the various constituents of
these units, the valves being temporarily withdrawn. (The
letters used in Figs. 2, 3 and 4 do not correspond.) Referring
to Fig. 3, the tuning of the aerial-earth circuit is effected by
means of two fixed inductances F and H, and two variable
condensers E and Fi. A suitable reaction coil G is induc-
tively coupled (with a fixed coupling) to the coil F in a square
ebonite box. This box is made detachable, in order that

Fig. 4. — The Mk. II Wireless Telephone Receiver.

special coils can be included for particular wave-lengths. The
set was usually opeiated on a 400 metre wave-length, although
units for 700 metres were also available.

The detector circuit comprises an aperiodic coil J, which
is inductively connected by a sliding coupling to the coil H in
the tuned circuit already referred to. This aperiodic coil is
connected at one end to the negative of the filament of the
first valve, and at the other, to the grid of the same
valve through a small condenser M of 0.00015 nrfds.,
which is shunted by a resistance of between 500,000
and 600,000 ohms.

The other two valves are merely for amplifying the audio-
frequency, and are connected in the usual manner. The value
of the high-tension that gave the least results was usually
found to be in the neighbourhood of about 40 volts, the. plate
current consumption being approximately 3.5 milliamperes for
tlte three valves. The total current consumption of the three
valve-filaments is 2.1 amperes.

The plate circuit of the first valve acts as a reacting circuit,
and this incieases the strength of signals as the filament is
brightened and the valve approaches oscillation point, this
being affected by means of the resistances R1 and R3 in the
control box. This set can also be adjusted for reception of
continuous waves. Such reception, however, cannot be carried
out by the heterodyne or "beat" method and the process of
rectification is not satisfactory.

In the next article the transmitting apparatus of this equip-
ment will be described, and also a brief account given of the
development of direction-finding and aerial navigation by
wireless.

M. B. E.

Diagram of Connections of the Mk. II Telephone Receiver.

September 15, 1920

Aeronautical Engineering

(Supplement to The Aeroplane.)

519

Aeroplanes for
Commercial and
Military Use.

Flying Boats
for Commercial
and Naval Use.

66

VICKERS - vimy COMMERCIAL

99

I Pilot and n Passengers or i£ Tons of Mail or Freight. Endurance 5 hours.
A factor of Safety of 5 throughout.

Vickers-Saunders Flying Boats.

PEACE PRODUCTS EXHIBITS at the GREAT VICTORY EXHIBITION,
STAND 151/160, CRYSTAL PALACE.

Aviation Department :

Vickers House, Broadway, London, S.W.I.

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(supplement to the aeroplane.) Aeronautical Engineering

September 15, 1920

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September 15, 1920

Aeronautical Engineering (Supplement t0 THE akopu«.> 521

EARDMORE

/

Passenger; Postal
Goods Carriage

Their reliability in war
isjyo ur surest guarantee
of th eir dep en da bill ty
under peace conditions

WILLIAM

B6ARPM0R6

AND CO MP A^H^^ LIMIT E D.

Naval Construction Works,
DALMUIR.

Aerodrome & Hangars at Dalmuir
I — — and Inch innan . _

■

- i™-^ jii... m mx

AB B Q P L A

AS RECENTLY SHOWN AT THE AERO SHOW, OLYMPIA.

s

KINDLY MENTION " THE) AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

522

(Supplement to The Axropmne.)

Aeronautical Engineering

September 15, 1920

SOME GERMAN SEAPLANES.

By ERIK HILDESHEIM.

The German Naval Yards and their
Seaplane Work.

A review of the German Naval aircraft activities gives an
idea of excellent organisation. The official establishments at
Kiel, Wilhelmshaveu, and Dantzig made no attempt to mono-
polise developments, and the features of all new accepted
types were at once circulated to all the naval aircraft manu-
facturers, and the official inspectors were given a free hand
as to variations from the written word, hi order of import-
ance the seaplane firms were Friedrichshafen, Brandenburg,
Gotha, Sablatnig, Oertz, L,.F.G., Liibeck, Travemuude, Rum-
pier, Albatros, and the Imperial yards. Seaplanes started the
war as eyes of the fleet and were equipped with 100 to 120-h.p.
Mercedes engines. Mostly they were about 14 mm. span and
8.5 m. long by 3.5 m. high. The speed was only 90 to 100 km.,
the climb about 1,000 m. in 20 mill., and the getting-off speed
60 km. The seaworthiness was fair. Thus the load per sq.
metre was but 25.28 kg., and the power load 12 kg./h.p.,
carrying pilot, observer, and 40 kilos of bombs.

The navy took quickly to the higher power units, viz., F50-
h.p. Benz and 160-h.p. Mercedes. Still mainly engaged 011
patrol work the seaplanes of late 191 5 and early 1916 dropped
the power load to 9-10 kg./h.p. and increased the surface to
give 30 kg. per sq. m. The overall dimensions rose to 16 m.
span, 10 in. length, and 4 m. height, and the speed from 110
to 130 km., the climb doubled to 1,000 m. in 10 iniii. Then
the number and size of bombs grew, and a wireless installation
was included in the regular equipment.

Next the naval single-seater fighter was introduced, the
various models catering for different tasks. The Rumpler
climbed quick, but flew slower ; the Brandenburg was slower
in climb, but had a speed of 100 km. ; and the Albatros and
Friedrichshafen gave an intermediate performance of 170 km.
speed and 1,000 m. climb in 55 min.

To increase speed the three-bay seaplane developed into
single or twin-strutted models, though the F.B. Company re-
mained faithful to three bays, decreasing weight and head
resistance and improving their aerofoil, and Sablatnig turned
out a seaplane with large surface and low load, attaining equal
speed by means of a special wing section.

A further step in the form of the twin-engined bomb and
torpedo carrier has already been dealt with in these columns.

General Arrangement of a Two-seater Seaplane produced at
the Wilhelmshaveu Yard.

A Seaplane designed at the Danzig Naval Yard : a twoseater patrol craft with the 160=h.p. Benz engine.

September 15, 1920 Aeronautical Engineering (Supplement to THE ABROPUNr) 523

!' :

1

Hendon Aerial Derby.

B.T.H. Magnetos

were fitted to the engines of the aeroplanes
that secured first and second places in the
Aerial Derby held at Hendon on Saturday,
July 24th.

They were also used on the aeroplanes
which secured the first and second
places in the 1919 Aerial Derby.

The British Thomson- Houston Co., Ltd.,

Lower Ford Street, Coventry, England.

Member of the British Ignition Apparatus Association.

ft ■

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1
1

KINDLY MENTION "THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

524

(Supplement to The Aeroplane.)

Aeronautical Engineering

September 15, 1920

The two 120 h.p. installation was fol-
lowed by 160 h.p. engines, and the sur-
face and power loading became pretty
high in the effort to keep down the span
and so keep manoeuvrability for fighting.
The figures of speed and climb were
120 km. and 1,000 m. in 15 min., with a
useful load of 1.4 ton.

Following contemporary land develop-
ments the light C class two-seater, armed
with two to three machine-guns, the 200
h.p. patrol mount, equipped either with
wireless receiving or sending apparatus,
and the similarly engined fighter of 191S,
followed in quick succession. The latter
was, like the giant naval aircraft of the
same year, of the monoplane renaissance
type.

The service organisation was based
upon the acceptance station at Warne-
miinde, and the repair facilities at the
dockyards at Wilhelmshaven, Kiel r'ud
Danzig, which overhauled the service
machines and erected the aircraft on
delivery from the makers.

Later they were turned into regular
works and turned out seaplanes of their
own, and a licence was taken for build-
ing Uenz engines.

Owing to the position of the yards it
followed that Wilhelmshaven supplied
the North Sea and Handers stations.
Kiel was the base for the western Baltic
squadrons and Danzig for the eastern
part of that sea up to Russia. The two
latter yards also fed the Rumanian,
Turkish and Asiatic naval squadrons.

Illustrations and scale drawings of cer-
tain of the products of the Wilhelms-
haven and Danzig yards, which are ; t-
tached, indicate that their work was in
the main on conventional lines The
most interesting feature shown is the
tendency to dispense, with living ft ires in
the inner bay of the wings, thus giving
a safe forward field of fire for the aft

r

A Brandenburg C Class Two-seater.

BRANDENBURG SEAPLANES.

, In asking for information of their activities for 1920 I
found the managing director of the Brandenburg Seaplane
Works take up an attitude quite different to the general be-
haviour. For his outlook was that to keep the last shred of
national dignity, most of which he considered had vanished
and thus caused Germany's present state, he could not see

Two typical German Navy Yard two-seaters.

his way to give any trade news to be published in an English
work, though he might have given some for publication in
Denmark, had one called before the Sleswig voting.

Since one has to take this German standpoint as it stands
one can only publish pictures of some of the many experi-
mental seaplanes built by this concern. Of these, the active
service specimens were the final outcome, and they are as*
enlightening as, for instance, the many pictures of experi-
mental Nieuports which have been published as to the de-
velopment of that outstanding French product.

The final Brandenburg monoplane sea fighter is well known
bv appearance and scored heavily during the last months of
the war, when its activities should have asked fot trouble
from some superior opponent. The earlier biplane of 1918
has also been shown and the evolution to the monoplane by
the removal of the top plane commented upon. The works,
which were originally the Brandenburg branch of Herr Igo
Ftrich!s "Sportfluger" enterprise at Johnnnisthal, were next,
bv Austrian financial influence, amalgamated with Carl
Caspar's Hanseatic Aircraft Works at Hamburg and the
Rummelsburg Works, one of the earliest German aerial ven-
tures, and used now for tepair work. The combine served
even Austrian contracts.

Of the hitherto undescribed machines the following not
particularly elegant specimens are of interest.

An Early Brandenburg Singleseat Fighter

.4 Brandenburg Single-seat ir with a rotary engine (160=h.p.
Oberursel) and Nieuport Shutting.

September 15, 1920

Aeronautical Engineering (supplement to the airopum.) 525

HPHE British-built "B.L.I.C." Magnetos are a perfect combina- :

tion of scientific design and engineering skill. Although :

absolutely dustproof and waterproof, all parts are easily accessible :

for attention. :

The principle of construction makes them not only reliable, ;

but also noiseless and compact. There are no bare external contacts. :

Write us for Catalogue. ~-m

-

I

KINDLY MENTION "THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

526

(Supplement to The Aeroplane.)

Aeronautical Engineering

September 15, 1920

The single-seater shows its fighting intent, '.He almost gap-
filling fuselage being especially favoured by the chief com-
mander of the Austrian Air Force, Colonel Uzelac, the in-
tention being to reduce the tail "blind spot." A machine
of apparently contemporary date showed Nieuport influence
in the small lower plane and Vee struts, and was powered
by a 160-h.p. Oberursel rotary engine. The light C "class
two-seater biplane is distinguished by a very heavy stagger
and a single interplane and centre section I strut arrange-
ment, but will be seen to show already the characteristic
Brandenburg raised fuselage and tail unit.

Brandenburg naval activities extended also to flying-boats,
for which a cross-star strut arrangement was a favourite.
This system was also adopted for seaplanes and in landgoing
aircraft, particularly on a scout used by the Austrians.

THE JUNKERS TWOSEATERS.

Professor Junkers is the inventor and manufactuier of an
opposed piston Diesel engine and a scientist of imagination.
In 1917 he founded an aeroplane manufacturing company to
introduce his new ideas, with the financial co-cperation of
Fokker, always quick to realise the value of an innovation.

The aircraft works expanded quickly at Professor Junkers1
works, at Dessau, and after -the armistice passed into his sole
control.

Official reports have dealt with captured specimens of the
armoured contour fighter biplane T.i and scout monoplane
D.i; thus of the Junkers' war activities only the two-seater
monoplane of the late "C D." remains. It waf produced
both as land and seaplane and closely followed the D class,
but was powered by a Benz super-compressed 200-h.p. engine.

Hereafter follow the specifications of these two Junkers'
models. The S, after the class mark, indicates the purpose
for which the aircraft is intended, S standing for Schlacht-
flugzeug, the German equivalent for ground fighting aero-
plane.

Name and type No. of

machine Junkers Naval C.i
Type of machine

2-senter Patroller

Bu'lt of Duralumin

Length '. 8.8 m.

Span . 12.75 m-

Fleight ~>,.22 m.

Engine type and h.p.

185 super-compressed Benz

Weight, empty -.914 kg.

Weight, flying ......1,420 kg.

Fuel capacity 4 hr.

Machine-guns, fixed

Machine-guns, swivelling ...1
Speed '..18 k.p.h.

A Junkers AH Metal Seaplane (18") Benz engine)

Name and Tvpe No. of machine

Junkers CD-S.

Type of machine

Two-seater Contour Fighter

Built of Duralumin

Length 7.9 m.

Span 12.2 ru.

Height 3.1 m.

Engine, type and h.p.

160-super-com. Mercedes

Weight, empty 735 kg.

Weight, flying 1,155 kg.

Fuel capacity 2 hr.

Machine-guns, fixed 3

Speed .' 120 k.p.h.

THE INSTITUTE OF TRANSPORT.

The Institute of Transport has been registered as a com-
pany limited by guarantee, not formed for the purpose of
profit, the word "limited" being omitted from title by li-
cence of the Board of Trade. The number of members is
unlimited, and each member is liable for not more than £1
in the event of winding up.

The objects are : to promote and encourage knowledge of
traffic science and the art of transport and the means and
appliances connected therewith, to provice iacnines ior study
and the exchange of ideas, to grant certificates, medals,
diplomas and scholarships, to raise the status of those en-
gaged in traffic and transport, to promote exhibitions, to
form a librarv. etc. The income and property of the Institute
is to be applied solely towards the promotion of its objects,
but payment in good faith of interest, at not more than 5
per cent., on any loans advanced by members, to promote
the objects of the Institute is permitted.

The Institute is to consist of members, associate members,
graduates, students and honorary members. Members and
associates only are to be "members" for the purposes of the
Companies Act. They must have had respectively ten or
five years' experience involving official responsibility in deal-
ing with traffic or providing transport or works connected
therewith, or fulfil other specified conditions. ,

Members and associates may describe themselves as
"M.Inst. T." and "A.M.Inst.T.'' The following have con-
sented to become members of the Council : Sir Eric Geddes
(Minister of Transport), Mr. J. Allen (Oxford Steam Plough
Co., Ltd.), Lord Ashfield, Mr. T. Bagwell (General Manager,
G.N.R., Ireland), Mr. H. E. Blain, Sir A. A. Booth, Sir J. G.
Broadbank (Member, Port of London Authority), Sir A. K.
Butterworth (General Manager, N.E.R.), Mr. H. P. Currie,
Sir F. Dent. Mr. G. A. Dutfield, Sir J. E. Eaglesome (General
Manager, Aire and Calder Navigation), Sir S. Fay "(General
Manager, G.C.R.), Sir M. Fitzmaurice, Mr. E. Garcke
(Director, British Automobile Traction Co., Ltd.), Mr. H. H.
Gordon, Mr. J. B. Hamilton (Commercial Manager, City of
Leeds Tramways), Sir W. Joynson-IIicks, M.P., Mr. R. J.
Rowley, Sir L. L. Macassey, K.C., Mr. D. V Matheson (Gene-
ral Manager, Caledonian Railway), Sir H. P Maybury (Direc-
tor-General of Roads), Mr. J. C. Mead (Mead, Son and
Hussey), Mr. J. M. McElroy, Sir P. A. M. Nash (Director-
General of Traffic), Sir J. W. Orde (Secretary and General
Manager of R.A.C.), Mr. S. Preston (Member, Canal Control
Committee), Sir W. Raeburn, M.P., Sir A. Read (Managing
Director, Coast Lines, Ltd.), Mr. G. Renwick, Sir A, Stanley
{Chairman, Tramways and Light Railways Association), Mr.

E. S. Shrapnell-Smith (Transport Director), Mr. F. Tatlow
(General Manager, M.R.), Sir H. A. Walker (General
Manager, L- & S.W.R.), Mr. J. Wilmot, and Mr. W. Wolsey
(Director, Thos.- Tilling, Ltd.).

THE DE PISCHOFF "AVIONETTE".

M. de Pischoff has been carrying out tests with his small
aeroplane, which so far have been successful. Fitted with a
16-h.p. Clerget-Blin (two-cylinder) horizontally-opposed engine
the machine got off after a short run and flew at a height of
200 metres at a speed of 95 kilometres per hour. In flying,
turning, and lauding it performed only as one might expect
any self-respecting aeroplane to perform.

Its construction is entirely metallic. The following is its
brief specification : —

Span 5 m. 20

Length 3 ni. 52

Height 1 m. 30

Surface * 7.50 sq. m.

Weight empty 102 kilos.

By folding the wings and hinging the tail the machine is com-
pressed to the following dimensions : —

Length ' 3 52 m.

Height 1.30 ni.

Width 0.92 m.

COMPANY NOTICES.

New Companies.

Flying Aero-Modei, Co., Ltd. — Private company, registered
Sept. 2nd. Capital, £2,500 in £1 shares (1,500 preference).
To carry on the business of scientific aero-model manufac-
turers, dealers and retailers, as formerly carried on by C. J.
Yuske. The subscribers (each with one share) are : V. V.
Dibousky, 101, Ashley Gardens, S.W.i, engineer, and N.
Wiren, 101, Ashlev Gardens, S.W.i. The permanent direc-
tors are : C. J. Yuske, V. V. Dibousky, W. H. Appleton and
N. Wiren. Solicitor : C. L. Baddeley, 77, Leadenhall Street,
E.C. • „;

Mortgages, Charges and Satisfactions.

Aircraft Manufacturing Co., Ltd. — Particulars of £25,000
debentures authorised Aug. 20th, 1920; whole amount issued.
Property charged : The Company's undertaking and property,
present and future, including uncalled capital.

Receiverships.

United Aircraft Co., Ltd. — H. Holmes, of 2, Fenchurch
Street, E.C, as receiver or manager on Aug. 20th, 1920, under
powers contained in mortgage debentures dated Oct. 14th, 1919,
and Jan. 6th, 1920.

September 15, 1920

Aeronautical Engineering (supplement t0 the a*ropunE.) 527

THE

FACTOR OF SAFETY

is increased by specifying
" Beardmores," by reason
of their often proved re-
liability. A fact realised
by many of the leading
Aircraft Manufacturers in
designing their Post War
Machines.

BEARDMORE AERO ENGINES, LTD.,
f112, Great Portland Street, London, W.l.

Works

Telephone : 238 GERRARD.

Parkhead Steel Works, Glasgow.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

528

(Supplement to The Aeroplane.)

Aeronautical Engineering

September 15, 1920

NOTICES TO GROUND ENGINEERS.,

Air Ministry, Sept. ist, 1920.
No. 1. — Explanatory Statement..

It is hereby notified : The question of acquainting Ground Engineers
with such technical information in connection with Civil Aircraft as is
essential to the efficient discharge of their duties has been under con-
sideration by the Air Council. It has been decided to issue such in-
formation periodically in the form of "Notices to Ground Engineers"
in the same manner as information of importance to pilots is now
issued in the form of "Notices to Airmen."

"Notices to Ground Engineers" will contain information as to the
embodiment of modifications affecting the safety of aircraft and such
points in regard to inspection as have been shown by experience to
require special attention.

These "Notices" will be issued to all owners of aircraft, to the Aero-
nautical Press, and to such Public Bodies as are interested. In order
that the information circulated in this manner may be of value it is
essential that it should reach all licensed Ground Engineers, and it is
therefore incumbent on owners of aircraft as the employers of persons
giving certificates of fitness before flight to see that the "Notices" are
communicated to and observed by all such persons in their employ.
Further, all Ground Engineers when receiving their licences for the
first time will be advised to ask their employers to acquaint them
with these "Notices."

No. 2. — Petrol-Resisting Rubber Tubing and Connections.

It is h&reby notified : Attention is called to the necessity of frequent
examination of all petrol-resisting' rubber tubing and connections used
on aircraft to convey petrol, oil, or hot water. Engine failures in the
air have been traced to the use of this material when in a deteriorated
condition.

Service conditions during the war have shown that this material must
be regarded with suspicion after having been in use for a period of
four months for sizes up to S-in bore and six to nine months for
larger sizes.

This tubing should conform with the requirements of the British
Engineering Standards Association Specification No. 2.F.7, in which the
requisite number of canvas plies should not be Jess than two for the
5/8-in. bore size, not less than three for bores 11/16 in. to 1} in., and
not less than four for larger sizes.

The most efficient test of this tubing is to boil a portion of the
tubing in petrol for one hour, to be followed by immersing in cold petrol
for a period of 24 hours, after which the sample should be examined
for the quality of rubber, swelling and adhesion of rubber to canvas.
Where it is not possible to carry out such a test, an indication of the
condition may be obtained by "picking" at the end with the thumb-
nail, thereby enabling brittleness and lack of adhesion of rubber to
the canvas to be detected.

Owing to the tendency of this tubing to perish when subjected to
extreme temperatures or strong light, it should always be stored in a
dark place at a normal temperature, and should be coiled m sucn a
manner as to prevent "kinking."

Air Ministry, Sept. ?nd, 1920.
No. 3. — streamline Wires

It is hereby notified : Streamline wires may be damaged whilst being
adjusted, owing tc pliers being employed either to turn the wires or
to hold them whilst securing the Jock -nuts. The rough jaws of the
pliers make comparatively deep cuts in the surface, which develop
into cracks after being subjected to vibration in flight, and which ulti-
mately cause the wires to fail.

To obviate such failures, a special tool for holding or turning the wires
should always be used, and on no account should pliers be employed
for this operation.

Cases have occurred where a wire has been twisted at one e*nd during
adjustment, and in one instance a wire was found to have four complete
turns 111 its length. Twisted wires have their strength seriously re-
duced, and, in addition, they no longer fulfil their streamline functions.

Care is necessary to ensure that the fork ends used on the smaller
sizes of wires are not opened out during adju;ting. If a fork is
damaged 111 this way it should not be closed in to make the shackle
pin fit, but a new fork end should be provided before the machine is
flown.

No. 4. — Safety Belts and Harness.

It is hereby notified : Attention is drawn to the necessity of en-
suring that the fitting and maintenance of safety belts and harness in
aircraft is secure and fund ions correctly.

Service conditions have "shown the necessity of any belt or harness
safely withstanding a tensile load of 500 lbs. without visible signs of
fracture, and that the release gear is capable of operating when the
belt is under a load of 200 lbs. In consequence, anchorage fittings
should be of the same strength.

Where ropes are used for attaching the belts, the strength of the
rope should be approximately 10 cut. "Lapped" joints in ropes are
considered unsatisfactory, and the use of ropes which allow of a spliced
or "whipped" joint is more satisfactory. In all cases of "whipping,"
good quality kite cord should be used, and the "whipping" carried
out while the joint is under tension, in order to minimise the slip
when subjected to subsequent strain. All loos.e ends of ropes should
be "served," to prevent fraying, and in no case should a rope be con-
nected directly to a plate where chafing may occur.

Anchorage plates, where secured by bolts, should be so arranged tha*
the shear is taken near the bolt head instead of the screwed end, as
cases have arisen where the plates bearing on the screwed end have
sheared the bolt. The minimum diameter of any bolt to be used in
anchorage fittings should be 2 B.A. The fixing of an anchorage plate
or connection to the middle of a structural member should be avoided,
and the belt should be so arranged as to sustain the upper part of
the body.

The release gear on the belt should always be correctly positioned
for easy manipulation, and should be maintained in a lubricated
condition.

The leather portions of the belt should be periodically treated with
linseed oil or wax.

No. 5. — Control Pulleys and Running Cables.

It is hereby notified : Particular attention should be given to control
pulleys and running cables on machines operating from the seashore or
sandy places.

The cables in the vicinity of pulleys and leads should not be greased
on these machines, owing to the cutting action of the sand and grit
which adheres to the grease.

No. 6.— Arrangement ok Oil Filter on Aeroplanes Fitted with
Napier "Lion" Engine.

It is hereby notified : Certain aeroplanes fitted with the Napier "£ion"
Engine have the oil filter so fitted that the top of the filter is approxi-
mately level with the top of the oil lank. The oil pipe from the tank
leads to the bottom connection on the filter body and the top connection
takes the pipe leading to the oil pump.

This arrangement allows the possibility of an air lock forming in the
pipes, and if, therefore, any aeroplane? are still in service with the
filter fitted as above, the pipes should be re-arrauged so that the oil

pipe from the tank should lead to the top connection of the filter and
the bottom connection should lead to the oil pump.

If, however, the oil tank is fitted above the pressure oil pump inlet,
a cock should be fitted in the pipe between the filter and the oil tank.
This cock should be capable of being locked in the open position.

It is further recommended that a warning plate should be fixed in
a conspicuous position in the pilot's cockpit, directing attention to
the necessity for opening the cock before starting the engine and for
closing the cock on completion of engine running. This latter pre-
caution is necessary to prevent oil draining from the oil tank through
the pump gears and flooding the engine sump.

no. 7. — avro 504 and 536 ty'pe machines. — upper shoe piiting for
Engine Diagonal Strut (Part 100).

It is hereby notified : Attention is drawn to the above-mentioned
fitting (Part 100) on Avro 504 and 536 type machines. Instances of the
failure of this part have been discovered which, if undetected, might
result in failure of structure.

All Ground Engineers operating should make a special examination
of this fitting in all machines of these types under their supervision.

EXAMINATIONS FOR AVIATION GROUND
ENGINEERS.

AIR MINISTRY COMMUNIQUE NO. 60S.
The Air Ministry announces : —

Examinations of candidates desiring to become certified ground
engineers (aircraft or engines) will be held at the following centres
during September and October : —

September. — London, Wednesday, Sept. 15th, and Wednesday, Sept.
29th; Bristol, Tuesday, Sept. 21st; Birmingham, Wednesday, Sept. 22nd;
and Manchester, Thursday, Sept. 23rd.

October. — London, Wednesday, Oct. 13th, and Wednesday, Oct. 27th;
Leeds, Tuesday, Oct. 19th; Newcastle, Wednesday, Oct. 20th; and
Glasgow, Thursday, Oct. 21st.

The examinations may be partly written, partly oral, and partly^
practical. They will be based on the syllabus outlined in Section 4''
of the Air Navigation Directions, 1919.

Candidates desiring to be examined can obtain application forms
from the Secretary, Air Ministry, London, W.C.2, and should submit
their completed forms of application, accompanied by a fee of 5s., at
least seven days prior to the date on which examination is desired.
Candidates should also state at which of the above places they wish
t3 be examined.

AN INTERESTING PROPOSAL.

The average aeroplane of .today has a flying range of some
12 to 15 degrees lri its angle of incidence. With the usual
tvpe of fixed wing and fixed engine machine, this means that
only at some one particular angle of attack is the line of air-
screw thrast parallel to the line of flight, and that at extreme
angles there may be a divergence between these twr lines of
something like 10 degrees. •

The French constructor, Paul Schmilt, has long since avoided
this trouble by arranging his wing cf ilule so that the incidence
varies relatively to the line of airscrew thrust, and machines
so constructed performed extremely well in the early years
of the war and just before. The mechanical complications in-
separable from moving the wing stretchers relatively to the
body are, however, very considerable, and the system appears
to have been abandoned.

A much simpler method of obtaining the same end is due to
Capt. K. F. Brack enbtiry and has been protected by him.
Capt. Brackenbury pioposes to mount the engine On a pivoted
bed, and to rock it relatively to the fuselage, in such wise
that the line of thiust can be kept parallel to the line' of
flight. It is claimed that in this manner a higher all-round,
airscrew efficiency can be maintained. Not only this, but it"
will be obvious, on consideration, that alteration ;n the relative
line of airscrew thrust can be used to provide some effective
longitudinal control, tilting the nose of the engine, in the case
of the ordinary tractor machine, up, tending to increase the
angle of incidence— i.e., causing the line of flight to tend to
follow the line of thrust. The extent of this tendency will
vary with the distance separating the. pivot about which the
engine rocks and the centre of gravity of the whole machine,
but it seems possible that such an arrangement could be effec-
tively used for trimming a machine in place of the usual
variable tail plane.

It is, of course, subject to the limitation that it ceases to
onerate as a control if the engine ceases to function.

Sketch of Capt. Brackenbury's Suggested Tilting Engine Bed.

September 15, 1920

Aeronautical Engineering

(Supplement to The Aeroplane.)

529

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KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

530

(Supplement to The Aeroplane

j Aeronautical Engineering

September 15, 1920

The SMITH AVIATION INSTRUMENTS

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September 15, 1920

The Aeroplane

531

(Continued from page 512.)
Flowers by Aeroplane.

The exhibit of Mr. E. Krelaye, of Haarlem, at the National
Dahlia Society's show at Vincent Square, on Sept. 7th, was
sent from Holland to England by air.

Those Markings!

According to the Air Ministry arrival and departure com-
muniques, a S.N.E.T.A. D.H.4 is marked " O — BABI." This
is not, as might first be supposed, an advertisement for a
new revue, but, as the office-boy of The Aeroplane remarked.
'• 'S neat a title as I ever 'eard.' — O. d.

Cowes.

On Sept. 8th, H.R.H. the Princess Beatrice paid a visit to
Messrs. S. E. Saunders and Co.'s aircraft works at Cowes and
inspected the new amphibian machine, "Kittiwake."
East Fortune.
Arrangements are being made at East Fortune for the
noithern trip of the R.80, which mav, accompanied by the
R.34, pay a visit to Edinburgh and the East Coast of Scot-
land. It is expected that she will arrive next month. — Mac.
SCOTLAND.
Aberdeen.

A large firm of manufacturers in Aberdeen have obtained
permission for the utilisation of a fleet of seaplanes which
they_ have purchased. The machines will be used for the
maintenance of their supply seivice round the Northern dis-
tricts and a slight way down the East Coast. Longer jour-
neys are being contemplated and instructions as to dealing
with traffic from Norway and Scandinavia directed to the
firm are being issued. Several short flights to surrounding
districts have been made, and the enterprise is paying both
as regards finance and the saving of time and labour. — Mac.
A North Sea Air Line.

As regards commercial aviation in Scotland, serious opposi-

tion is being offered to Edinburgh by Dundee. If the plans
of the Air Miuistr3' materialise, the city on the Tav may be
the home of a fleet of flying boats maintaining a service be-
tween this country and Norway. A letter has been received
from the Secretary of the Air Council stating that the authori-
ties at Dundee have at present no power to hold or even
acquire land to be used as an aerodrome. The Air Naviga-
tion Bill at present before Parliament will enable such poweis
to be granted, and if this is the case the Edinburgh authori-
ties contemplate a stiff fight for supremacy with the Council
in Dundee. The Ministry in their letter also state that " the
possibilities of the opening of a direct flying-boat route be-
tween Dundee and Norway should not be lost sight of." The
Air Ministry, in taking this attitude, are thus making pro-
mises as regards the same object to two different cities. A
considerable time ago they promised that Edinburgh should
have the sole control of a Norwegian and Scandinavian route,
and Turnhouse and East Fortune (which, by the way, has not
yet been closed) were mentioned as the probable aerodromes.
The Edinburgh authorities have already started to find objec-
tions galore to the Dundee proposal. The Dundee council-
lors in making such a claim have appaiently lost sight of the
fact that they would cause endless trouble , if this service is
secured for them, by the delay which would ensue in trans-
porting goods to and from their station. Edinburgh is a
more central station for such a terminus, and in Edinburgh,
too, there are better facilities for dealing with .such traffic.
Another point that is brought to the front is that the air
stations in Edinbuigh are in better condition than those
v^'hich could be secured in Dundee. The view is taken in
Edinburgh that if the Air Ministry had done their duty they
would have pointed out to the Dundee authorities, when they
were making their claim, that such a service was reserved for
Edinburgh. There will, evidently, be several squabbles before
0 peaceful finale is arrived at, but Scottish sympathies are
with Edinburgh. — Mac.

THE BRITISH DOMINIONS BEYOND THE SEAS.

AUSTRALIA.

Rewards.

It is announced that the King has been pleased to award
the Air Force Cross to Lieuts. Parer and Macintosh for their
flight from England to Australia.

On Sept. 14th Messrs. Parer and Macintosh were each pre-
sented with a cheque for £550 in recognition of their England-
Australia flight.

' CANADA.
Forest Mapping from the Air.

From experiments that have been carried out in aerial
photography in the St. Maurice Valley, Quebec, it appears
that, from photographs taken in the autumn at from 3,000-
5,000 feet, it is possible, owing to the fact that the leaves
have turned colour, to distinguish between the hard and the
soft woods, and that after some experience in reading these
aerial photographs it will be possible, with the aid of certain
necessary ground work, to distinguish the various forest types
for mapping purposes. It is believed that excellent results
can be obtained by these means.

SOUTH AFRICA.

The following letter has been received : —

Sir, — Will you kindly allow me to remark on a passage
appearing under S. African Aviation Notes by " Imoges " in
your paper of the 23/6/20 ? *

After giving a description of aviation events and conditions
in S. Africa he continues : " Gen. Smuts is personally very
interested, but his position is by no means secure at present,
and he has to deal with his ' loyal ' fellow-countrymen, the
majority of whom are more interested in trying to secure for
the ' vaterland ' a republic. To carry on with, however, they
are securing a new army uniform (German colour and style)
and a new flag, on which the Union Jack will not be con-
spicuous and so hurt the poor Boers' feelings. Besides, not
only is flying not mentioned in the -Bible, and therefore not
allowed, but it is sure to be another trick of the British ,
Government to harm them."

One supposes " Imoges " to be funny — but as his sarcasm is
uttered outside his club in a very widely circulated paper,
one can only take it as a bit of innocent stupidity that is very
insulting to a . large section of the Dutch people, many of
whom have done more to make the Union Jack a symbol of
Empire than " Imoges " ever will by his rancorous writings.

Does he still live in the Jingo past, and is he ignorant of
the new Imperialistic Era we are in when he is expected to
be one of thousands pioneering the cause, and embedding the
foundations, of the visionary Empire ? Why does he insist on
mixing the interests of aviation with political controversies ?
He shows himself a hopeless diplomatist and seems more like
the foreigner who decries everything that does not suit his
Jingo ideas, instead of setting to work methodically to remedy
any existing " evils." This type of person is of very little
service to this country, as he only causes, useless ill-feeling
to embarrass and hamper the very Government from whom
he expects to receive assistance.

Naturally, one is not supposed to pay much attention to
remarks such as his — yet, strange as it may seem, it is the
very material to influence the public unconsciously. Besides,
it hampers the cause of aviation by giving an impression that
this country resembles Mexico somewhat.

Gen. Smuts' Government is as secure as ever, and he knows
exactly what he is doing, and more dexterously than
"Imoges."

During a recent toui one found the very people he censures
the most enthusiastic to support the development of aviation.
If he expects the Government to start on a large aviation
policy before studying the conditions and requirements, he is
greatly mistaken, as the economic condition of affairs doss
not warrant it.

Excuse me for dwelling on a subject only partly appertaining
to aviation. For the same reason I must skip his previous
remarks in the same paragraph.

Thanking you for yrour patience,

Yours truly,

H P. S.

FOREIGN INTELLIGENCE.

ARGENTINA.

Of the four aviation, schools advertising in the Argentine
newspaper, La Nation, two — the Handley Page Co. "and the
River Plate Aviation Co. (a branch of the late lamented
Airco)— are British. The other two are the Compania Franco-
Argentina de Transports Aereos, of French extraction, and
the American Curtiss Co. There appears to be considerable
activity at the British aerodromes at Hurlingham (Handley
Page) and San Isidro (River Plate Aviation" Co.), and the
pilots are giving exhibition and passenger flights all over
the country.

CHILI.

A Suggested New Mail Company.

At a meeting held at the Aero Club of Punta Arenas
(Straits of Magellan), Chile, it was decided to study the ques-
tion of forming a limited company, with a capital of 1,000,000
pesos, for the purpose of establishing a system of aerial
communication from Bahia Blanca and that town. The pro-
ject is supported by the Bank of Chile and the Argentine.
The total distance is 2,093 km., and it is proposed that the
service be run in twelve stages : Bahia Blanca-Patagones,
San Antonio Oeste, Puerto Madryn, Trelew, Rawson, Cama-

532

The Aeroplane

September 15, 1920

rones, Comodoro Rivadabia, Deseado, San Julian, Santa Cruz,
Puerto Gallegos, Punta Arenas, each approaching 200 km. in
length.

Flying solely morning and evening, when the weather con-
ditions are favourable, it is believed that mails could reach
Punta Arenas in 40 hours from Bahia.

A German Aeronautical Mission.

According to Auto y Aero of Santiago de Chile, a German
aeronautical mission is expected shortly to visit South
America, with the intention of finding there a market for
German-built civil aircraft.

A German pilot of the name of Max Holtzem, now in
Buenos Aires, appears to be acting as the advance agent for
the mission.

CZECHO-SLOVAKIA.

It has been repoited that an international aerodrome to
serve as a junction for the air routes over Central Europe is
shortly to be opened at Prague, where the existing aerodrome
is being added to and improved f^r the reception of inter-
national commercial aircraft.

DENMARK.
The Danish correspondent of ThjJ Afkoplane writes : —
The P.O. Flygkompani.

A comparison with the activities of the P.O. Flygkompani
in Sweden with their British aircraft is offered by the figures
of one of the German pilots, Lieut. Hans Hecken, who last
year came to Denmark with Albatros, Sablatnig", Brandenburg,
and Runipier aeroplanes. In 859 flights of 137 hours' duration
he has covered 16,600 km. with 1,435 passengers, consuming
19,180 litres of petrol, or 40 to 45 litres per- hour. He is now
engaged by a motor-car dealer in the province who has
erected his own aerodrome with shed accommodation for two
aeroplanes.

The Danish Aerial Navigation Company.

Some of the D.H.9S bought by the Danish Aerial Naviga-
tion Co. have now arrived by air from London with passengers,
piloted by Messrs. Faber and Fowler, and are to be engaged
on the three-weekly service, the first flights of which were
meanwhile carried out by A.E.G. and L.V.G. D.14 aircraft
along the German coast. On the Copenhagen-London service
starts to London are made on Tuesday, Thursday, and Sunday,
from Loudon 011 Monday, Wednesday, and Fridav,
The time-table and fares are as follows : — ■
Arrival Copenhagen 7 p.m. — Hi.

,, Maimo 9 a.m. Fare 80 Sw. crowns.
Arrival Warnemiinde n a.m. Fare 220 Sw. crowns.

,, Berlin (daily) 1 p.m. Fare 950 mark.
Leave Warnemunde 11.30 a m.

,, Hamburg 2.30 p.m. Fare 1,200 mark.
,, Bremen 4 p.m. Fare 600 mark.
Arrival Amsterdam 7 p.m. Fare 2,200 mark.
Amsterdam-London and London-Amsterdam twice daily and
according to demand : —

Leave Amsterdam 9 a.m.; arrival Bremen 12.30 p.m.

,, Bremen 12.45 p.m ; leave Hamburg 2 p.m.
Bremen. Arrival Berlin 3 p.m. Sablatnig service. Fare
2,000 mark.

Leave Warnemunde 4.30 p.m.; leave Malmo 6.45 p.m.
Arrival Copenhagen 7 a.m. — Hi.

FRANCE.
Promotions in the Legion of Honour.

In the Journal Official, dated Sept. 8th, the Cross of the
"Legion of Honour has been bestowed on Messieurs Tellier,
Schreck and Levy, all of whom are well known as designers
and constructors of seaplanes.

The Paris Salon.
Owing to the difficult period through which the Automobile
Industry is now passing, it has been decided not to hold the
Aero Show or the Automobile Show in Paris this year.
GERMANY.
A Nejv Air-Port.
According to a message from Bremen a sum of 11,000,000
tr arks (about .£60,000 at present ates of exchange) has been
subscribed for the establishment; of an air-port in that city.
The establishment will consist of a Customs House, sheds,
repairing shop, and a signalling station The aerodrome will
be particularly large

The Death of Delag.
It is now to be accepted as certain that Delag (the Deutsche.
Luftschiffahr A.G.) has now ceased to exist. This com-
pany, which owned the "Bodensee," is no longer able to
continue in view of the aeronautical clauses of the Peace
Treaty. During the period of the "Bodensee" service be-
tween Berlin and Friedrichshafen receipts of 1,330,000 marks
were obtained as against an expenditure of 149,000 marks.
A New Service.
On Aug. 31st an aerial service between Berlin, Bremen, and
Amsterdam began. The service is connected at Amsterdam
with one_to London. Aeroplanes will leave Berlin three times
a week.

The Danish correspondent of The Aeroplane writes : —
The Death of Lieut. Griebsch.

Another Pour le Merite pilot lost his life when in a test
flight the carburetter of a commeicial aeroplane of Lieut.
Griebsch caught fire at an altitude of 50 m. and the petrol tank
exploded. Lieut. Griebsclr was pilot from 3912, was severely
wounded by Garros in 1915, and ei .gaged especially on long-
distance reconnaissance.

A Long Seaplane Flight.

The pilot Frantz, of the " Deutsche Luft-Redeiei," carried
out recently one of the longest flights in Germany. The sea-
plane started from Norderney at 1.55 in the morning in pouring
rain and storm, landed at Warnemiinde by thunder at 11.15
a.m. Nicolaiken at the Masunan Laxes was readied next
morning at 7.50 a.m. The next day the passenger was flown
back the same way, 2,400 km. having been covered.

A Holiday in the Air.

A company of tourists hired another seaplane of the
'■ Deutsche Luft-Rederei " at Warnemiinde, flew via Copen-
hagen to Gothenburg, and following the channels on to Stock-
holm and later return. — Hi.

ITALY.

The Italian correspondent of The AEropi,ane writes : —
A New Aerodrome.

A new aerodrome run by a company, initialled S.P.A.D.A.,
whose IT.Q. address is at Rome, has been opened during the
summer at Rosburgo-Teramo, on the -seashore. One
D 'Antonio is managing the business, which is reported to
have been quite lucrative owing to the numbers of joyrider
visitors who take their holiday at Rosburgo. Here, as in
other countries, people will fly as often as pilots will go up
if these latter are known to be thoroughly competent and
the machines to be kept airworthy.

The Finnish Mission.

The Finnish Mission is waiting about to be flown home
on Savoia 9s, or so it is said.

Polish Supplies.

Poland, which was some time ago reported to be waiting
for S.V.A.s, will doubtless wait longer or give up waiting,
for the "workers" have taken possession of the Ansaldo
A.ero Works at Turin, with its very fair aerodrome, and are
using "Red" S.V.A. machines over Turin — when the Italian
military aircraft from Mirafiori are not, chiefly. Apropos
of which, one Turin daily accuses a "Red" pilot of neutral
opinions, or at least high business instincts, 111 that he did
mix with the subversive literature launched over the city
certain leaflets anent a new ice-cream business there
situated.

Swiss Reactionaries.

Two of the Savoia Company's pilots, Maddalena and
Nanetti, each with a motorist and flying to deliver a machine
to Stockholm, flew into trouble in Switzerland on the 27th
nit., which country, by the by, is getting a very unpleasant
name among the nations for aviator-baiting, as it did in
years gone by with automibilists, to its ultimate sorrow.

Forced to come down, through fog and tempest, over the
Gotthard range and consequent shortage of petrol, the two
alighted safely on rivers fairly close to each other. Not
expecting any such adventure, the one was in uniform, that
of a captain in the Italian R.N., and minus, on dit, a Swiss
vise to his passport; the other fell foul of some telephone
wires and was detained till he paid for all the possible and
probable damage to the national life of the Confederation,
much as one used to have to do if one died in a Swiss hotel.
An Aviation Conference.

The big meeting held at Rome recently, where the Authori-
ties and the Trade and those interested in aviation met and
talked together freely, is considered to have been an excel-
lent move. One believes it due to the Civilian Minister of
War.

The Schneider Cup News.

A communiaue to the Press states that the elirninatory
tests for the settling of which, three of the five Italian entries
shall represent the countrv in this race will be carried out
on Sept. 12th. It also mentions +hree British and three
French entries. Where is "America," as the U.S. call them-
selves ?

An Italian Arrival.

On Sept. 7th a Savoia seaplane, probably one of the "9"
series mentioned in your Italian correspondent's notes, piloted
by Carlo Riva, and carrying Lieut. Erik Leyer, a Finn officer,
as passenger, which had left S. Calende early in the morning
crashed into the Lake of Zurich near Zollikon, drowning both
the two men on board. The machine was reported as being
en route for Antwerp, and to have alighted on the Rhine near
Ragaz on account of motor trouble. The weather conditions
were most abnormal all over this part of Europe, but pas-
sengers on a lake steamer are stated by the Corriere della Sera
of Milan, to have seen the seaplane break up in the air.
This, however, is a common hallucination among the crowd
on seeing a sudden change of direction. — T. S. H.

September 15, 1920

The Aeroplane

533

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Price Complete £700

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Engine

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KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS

534

The Aeroplane

September 15, 1920

JAPAN.

The following extract is taken from the Report of the Com-
mercial Secretary to H.M. Embassy, Tokyo : — •

Commercial Aviation.

This has made strikingly little progress in Japan, and the
only actual performance which can be placed to its credit is a
trial postal 'flight from Tokyo to Osaka and back iu October,
1919. Three aviators (two of whom were civilians) competed
for a prize, which was won by one of the civilians, who covered
the outward journey in 3 hours 40 minutes and returned
in 3 hours and 18 minutes. The distance between Tokyo and
Osaka by air is about 250 miles.

The inauguration of an aerial post between the two principal
cities has been proposed on various occasions, but its
materialisation does not appear probable in the near future.
Whether it is due to the absence or lack of good machines, or
to want of training facilities for pilots, or to the mentality of
the Japanese, it is a generally accepted fact that aviation re-
mains in its infancy. However, the country is not without
institutions for the encouragement of aviation.

The Imperial Aviation Association (Teikoku Hike Kyokai),
established in 1914 under the patronage of His Imperial High-
ness Prince Kuni and the presidency of Marquis Okuma, has
a membership of over 5,000, but available funds ate too small
for operations on a large scale. This Association was admitted
to the International Ayiation Convention in June, 1919

Other bodies for the promotion of aviation are the National
Aviation Society (Kqkumin Hiko Kyolai), which is affiliated
with the Imperial Association, founded in December, 1915, by a
retired lieutenant-general, with the assistance of se\eral pro-
minent men and scientists interested in aviation. There are
also aviation schools privately maintained, and in 1916 a Chair
of Aviation was founded at the Imperial University at Tokyo.

Hitherto practical aviation in Japan has been fostered chiefly
by the military authorities, although the Navy has not been
idle. However, a considerable section of public opinion advo-
cates increased attention to the possibilities of the seaplane in
view of the lack of suitable landing grounds throughout the
country. " ,

Although strictly of military interest, it should be mentioned
that in the early part of I9i>) a French Air Mission, composed
of about 60 aviators, including 17 officers, arrived in Japan for
the purpose of training Japanese pilots at the military train-
ing schools at Tokorozawa, near Tokyo, and Kagamigahara,
near Gifu. A small number of civilian aviators obtained the
. privilege of attending these schools during the French visit.

During the war two or three of the most famou1' American
aviators came to Japan and gave exhibitions of trick flying ;
and at the present time preparations are being made to wel-
come Italian aviators who have actually started on their flight
from Rome to Tokj'o. In Ihis connection it is interesting to
note that a military air mission of 22 officers and over 70
mechanics was sent from Japan to\ the Italian front in the
summer of 1918.

It will thus be seen that French, Italian, and American influ-
ence on Japanese aviation is an existing reality. It cannot
be* too strongly urged that British companies should lose no
time in getting into this field and establishing agencies .on
sound lines, but it is essential that full precautions be taken
in respect of the protection of patent rights.

SPAIN.

New Aerial Routes.

According to a statement made in Madrid on Aug. 24th,
new aerial post routes will be created between the following
towns : Seville and Larache, Barcelona and Palma-de-
Mallorga, and Malaga and Melilla.

The aerodromes to be used at each point will be those
belonging to military aeronautics. On the first of these
routes there will be two intermediate landing-grounds at
Lebrija and Vejez-de-la Frontera.

Ten aeroplanes will be employed on the first service, which
will be daily. The second and third services will also be
daily.

The aerial line from Barcelona to Palma, opened on March
18th, has not yet become a regular service.

SWITZERLAND,

The Swiss correspondent of The Aeroplane writes : —
The meeting of the Federation Aeronantique now being
held at Geneva was opened on Aug. 9th by the President, >
Prince Roland Bonaparte, who, with a few well-chosen words,
thanked the Swiss Aero Club for having offered Geneva as
the^ centre for this year's conference. The President of the
Swiss Aero Club replied with a little French eulogy.
The following is a list of the various delegates present : —
Great Britain : Col. Mervyn O'Gorman, Col. McClean,
Major Tindall Atkinson, and Commander H. E. Perrin.
Belgium : M. Vleminkax. Spain : Com. Herrara. U.S.A. :
Col. Jefferson, de Mont Thompson, Sydney Veil, and Gran-
ville Tallock. France : MM.- Surcouf, Lallemand, Blondel

La Rougery, and Talamon, Italy : Signors Pralon, Crosti,
Commandant Mercanti, and Ingenieur Pavia. Japan : Com.
Masaru Murai Holland : MM. van den Berch and van
Heemstede. Switzerland' : Dr. Schneeli, MM. Duaime,
Barbey, Borel, Meesner, Gerber, Badertscher, Haefeli, and
Primard.

Many members of the Swiss Aero Club are assisting at the
conference.

After the formal opening, Dr. Pittard read his report on
"Aviation in 1919," stating extremely carefully whence he
drev/ his conclusions. He traced the career of M. Plenri
Deutsch de la Meurthe, the sadly missed President of the
French Aero Club.

The Federation then discussed the word "records,'" and,
having decided not to homologate any records made since
the war, they only retain the following under the title "per-
formances" : —

Aviation.— Height (pilot alone), Roland Rohlffs (U.S.A.),
9,575 m. {3ept. 18th, 1919.

Height (pilot and one passenger), Major Schroeder (U.S.A.),
9,699 m.

Speed (over one kilometre), M. Sadi Lecointe (France),
307.5 k.p.h.

Speed (over a closed circuit), M. de Romanet (France),
268.63 k.p.h.

Airships. — Duration, British airship N.S.ir, 100 hr. 50 min.

Looping. — M. Fronval at Villacoublay, 962 loops in 3 hr.
62 min. 10 sec.

Thereafter followed a discussion between a British and a
French delegate on the utility of a "looping the loop"
record. The session then closed.

Geneva-Mont Blanc.

M. Durafour, after much argument with the Office Aerien
at Berne, hopes to be able to start his Geneva-Paris service
towards the end of September.

At present he is preparing for a flight from Geneva to Mont
Blanc. Twice he has endeavoured to, reach the dome du
Gouter, where he hopes to land, and which is just below the
summit, but the atmospheric conditions and the soggy con-
dition of his machine, a Caudron G.III (120 h.p. le Rhone),
fitted with skis for landing on the snow, did not allow him
to get sufficient height.

The machine is at present being overhauled and M. Durafour,
accompanied by M. du Bochet, the promoter of the "'stunt,''
hopes to make a successful attempt in the course of a few
days. — J. j. h.

Another correspondent in Switzerland writes : —
Flying Boat Mishaps.

Italian flying boats seem to be having more than a usual
patch of bad luck in Switzerland. Following Taddeoli's acci-
dent of some weeks back, about a week ago M. Oscar Bertia,
who was not breveted for flying boats, took up two friends
and presumably did a bad turn into the wind at Zurich, side-
slipping into the lake. He and one passenger were drowned.

And now on the 7th, a Savoia, being delivered by air from
vSesto Calende to Stockholm, broke in the air over Lake
Zurich, both occupants being drowned.

[See Italian Notes —Ed.]

A Handley Page in Switzerland.

Handley Page O/400 G-EATL, piloted by Mr. Hope, has
during its visit to Switzerland created a vast amount of interest
and enthusiasm, much to the disgust of most Swiss people
connected with aviation, some of whom possess some rather
absurd prejudices against British aviation. Whilst at Lausanne
on the Saturday afternoon, about 50 passengers were taken
up on five flights, the Ia.->t one being with 13 on board. On
Sunday morning, in spite of low cloud and rain, the machine
left for Neuchatel (Planeyse Place d'Armes) with seven pas-
sengers. It appears that at this place a curious down current
exists at the entrance of the Val de Travers. In getting off,
on the one and only occasion it was attempted for passenger
carrying, Hope, with both engines going full out, sank in a
hair-raising pancake, and only by sheer good flying did he
manage to get over the tops of the trees and houses, out over
the lake where he was able to get a little height. He wisely
decided not to take any more passengers, so the machine
was handed over to the visitors to view the innards at three
francs a time, and according to the mechanic's plaintive
assertion, "the cabin floor is now only one-ply!"

The machine was flown back to La Blecherette on Monday
evening, and on Tuesday 10 passengers went up for half-hour
flights.

The advent of the Handley Page has made a little business
for the Avro belonging to the Ad Astra Co., as many people
don't like being shut up in a cabin. Within a week the Avro
took over ^45 in flights of from 10 to 20 minutes' duration.

The Handley Page was due at Geneva on the 10th, and
Dubendorf military aerodrome on the 13th. It appears from
events so far that for slow and heavy machines the atmo-
spheric conditions of Switzerland cannot be ignored — E. b.

September 15, 1920

The Aeroplane

535

HJ||||||||||||||||||IIIIIIIIIIIIIIIJ^

IAL

ENGINES

THE ARAB
Direct Drive
200 h.p.

JP I V E Sunbeam - Goatalen
engines were fitted to the
famous airship R.34 when
she made the first successful
flight to America and back.
This success was made possible
by the reliability of her engines,
in which the usual good qualities
of Sunbeam design and manu-
facture were again manifested.

The SUNBEAM MOTOR CAR Co., Ltd.,
Moorfield Works, Wolverhampton.

KINDIyY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

536

The Aeroplane

September 15, 1920

THE ROYAL AERONAUTICAL SOCIETY.

Finance.

The half-yearly audit has just been completed, and the accounts
show, as was anticipated, a deficit approximately equal to the amount
of subscriptions outstanding. It is hoped to publish the balance-
sheet in an early issue of the Journal.

Lectures '

The following course of lectures to the Students
of the University of Sheffield has been arranged in
response to a request from the Vice-Chancellor : —
October 21st.— "Notes on the Inspection of Aircraft
Steels," by Brig. -Gen. R. K. Bagnall Wild,
C.M.G., C.B.E.
October 28th.— "Aircraft Drop-forgings," by Dr. I,

Aitchison, A. I.C.
November 4th.— "Case-hardened Steels and some
Defects met with during Inspection." by Capt.
W. A. Thain.
November nth.— "Cold-worked Aircraft Structural
Steels." by Dr. J,. Aitehison, A. I.C
November 18th — "Materials for Aircraft from the Point !,1 View of

the Designer," by A. J. Rowledge
November 25th.— "The Economical Use of Steel in Aircraft," by A. A.
Remmington.

Two popular lectures are also being arranged on November 4th and
February 24th, 1921, in the Central library, Fulham, at the requtst
of the Chief Librarian.

Air Conference.

In response to a requtst from the Air Ministry arrangements are
being made for the reading of a oaper. on "The Technical Aspects
of Service and Civil Aviation," by a Member of the Society, at the
Air Conference to be held at the Guildhall during the third week
In October.

Election of Members.
The following members have been elected to the Scottish Branch : —
Members.— W. Sholto Sheppard, R. G. Leckie.
Student.— A. MaqFarlane Cairns.

W. Lockwood Marsh,
Sept. ioth, 1920. Secretary.

R.A.F. APPOINTMENTS. (FROM
"THE LONDON GAZETTE.")

A'R Ministry, Sept. 7th.
ROYAL AIR FORCE — Flying Branch — Flying Officer H. D- Rough,
D.F.C., is placed on the half-pay list (Scale A.), from Dec. 3rd, 1919,
to March 31st.

Medical Branch.— Flying Officer G. H. H. Maxwell to be Fit. Lt.,
Aug. 23rd.

Memorandum.— Wing Cmdr. M. G. Christie, C.M.G., D.S.O., M.C., is
restoied to the active list, Sept. 10th.

Air Ministry, Sept. 10th.
ROYAL AIR FORCE.— Memorandum.— Fit I,t R. S. Sugden, A.F.C.,
is placed on the half-pay list (Scale B), Aug. 13th.

PERSONAL NOTICES.

[Ex-officers and men of the Royal Air Force are invited to send
notices for the Personal Columns of The Aeroplane. There is no
charge for the insertion of these notices, as it is considered that thev
ar.e very interesting items of news and tend to keep past and present
members of the Flying Services in touch with one another. The Editor
will also be glad to publish free of charge applications for work from
demobilised officers and men who have found difficulty in obtaining
employment. It is hoped that none who are not in urgent need of
work will avail themselves of this offer. }

Deaths.

SHELDRAKE— Lieut. A. T. Sheldrake, 7th H L.I. and R.A.F., who
was reported missing on Sept. 28th, 1918, is now presumed to have
died on or since that date. He was the eldest son of Charles H.
Sheldrake, "Moniaive," Grahamshill, Airdrie.

VEREL.— Lieut. Julian Rudolf Verel, R.A.F., who died on Sept. 8th
at Perth, Australia, was the younger son of F. B. Verel, Brooke
House, Norwich.

Engagement.

BIGWOOD— LINDNER— The marriage of Wilfred Bigwood, son of
Mr. E- J. Bigwood, The Berrow, Barnt Green Worcestershire, and
Stephanie Gertrude, widow of Lieut P. E Lindner, R.A.F., and
daughter of Mr. and Mrs. H. S. Baldwin, Ashbury House, WaYwick,
will take place quietly at the. Cathedral, Birmingham, on Sept. 30th,
at 11 o'clock.

Birth.

BRIGGS.— On Sept. 8th, at 7, Portsdown Avenue, Golders Green, N.W.h
to Violet (nee Long), the wife of Wing Commander E. F. Briggs, D.S.O.,
R.A.F., of a son.

EMPLOYMENT.

[Except where addresses are given, communications should be sent
c/o The Aeroplane, 175, Piccadilly, W.i.]

Suitable emplo>ment wanted for man who has filled positions of
ship's clerk, wharf foreman, dock and wharf representative. — P. W. H.

COMING EVENTS.

SEPTEMBER-
18th, Sun., 19th, Mon. — Schneider Cup Race at Venice.
27th, Mon. — Gordon Bennett Cup Meeting at Eta npes begins.
28th, Tues. — Gordon Bennett Cup Race at Etampes.
Last week. — Latvian Trade Fair, Riga, opens.

OCTOBER.

2nd, Sat. — Gordon Bennett Cup Meetiug at Etampes closes
;th, Thurs. — R.Ae.S. lecture. "Civil Aviation," by Ma.ior-Gen Sir F. H.
Sykts, G.B.E.*

8th, Fri., 9th, Sat., 10th, Sun. — French Aviation Meeting at Buc.

21st, Thurs. — R.Ae.S. lecture. "A Comparison of the Flying Qualities

of Single and Twin-Engined Aeroplanes," by Sqdn. Ldr. R. M.

Hill, R.A.F.*

23rd, Sat. — Gordoa Bennett Balloon R3ce at Indianapolis.
23rd, Sat. — International Aero Exhibition, Prague, opens.

NOVEMBER.

First week — Latvian Trade Fair, Riga, closes

2nd, Tues.— International Aero Exhibition, Prague, closes.

4th, Thurs — R.Ae.S. lecture "Possible Developments in Aircraft En-
gines," by H. Ricardo.*

i?th, Thurs. — R.Ae.S. lecture. "The Human Machine in Relation to
Flying," by Col. Flack.*

DECEMBER-

2nd, Thurs. — R.Ae.S. lecture. "The Human Machine in Relation to

Flying," by Col. Flack.*
t6th, Thurs.— R.Ae.S. lecture. "The Human Machine in Relation to

Flying," by Col. Flack.*

JANUARY— 1921.

20th, Thurs. — R.Ae.S. lecture. "The Cost of Air-Ton "Miles Compared
with other forms of Transport," by Lord Montagu of Beaulieu.*

FEBRUARY— 1921.
3rd, Thurs. — R.Ae.S. lecture "Meteorology," by G. Dobson.*
17th, Thurs —R.Ae.S. lecture. "The Handley Page Wing," by F. Hand-
ley Page.*

MARCH— 1921.

3rd. Thurs — R.AelS. lecture. "Airship Fabric," by J. W ,W. Dyer.*
17th, Thurs. — R.Ae.S. lecture "Flying-Boat Construction," by Capt. D
Nicolson.*

* All the Royal Aeronautical Society's lectures will be given in the
theatre of the Royal Society of Arts, John Street, Adelphi, at 5.30.

! Send for- Facts & Figures reiatxricf
I to actual tests carried oui in a — •>

DAVIS

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Aviation Insurance

Go to the most experienced Aviation brokers :

Bray, Gibb & Co., Ltd., 166, Piccadilly, W.I.

ADVICE GLADLY GIVEN.

September 15, 1920 The Aeroplane

537

163 Miles
per Gallon !

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Castle Street, Canterbury, write :
You will be interested to know that
on the recent occasion of the Canter-
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THE AEROPLANE
HANDBOOK

I Edited by

A. J. SWINTON, (Late RE.)

THE AEROPLANE HANDBOOK is intended to
provide a manual for the use of those who are
engaged in the design, manufacture and use of
aircraft.

CONTENTS

AEROPLANE AND AERONAUTICAL INSTRUMENTS. By Captain

A. F. C. Pollard, R.A.F.
STRENGTH CALCULATIONS.

GENERAL THEORY. By John Case, M.A., A.F R.Ae.S.
MATHEMATICS. By John Case, M.A , A.F.R.Ae.S.
HIGH TENSILE STEEL WIRES AND CABLES. By Joseph Wilson,
Dr. R.A.F.

ALLOWANCES FOR BENDING STEEL- By Randolph F. Hall.
THE VIBRATIONS METHOD OF TUNING UP By Ingegnere Carlo

Maurilio Lericj.
AIRCRAFT TESTING.

WIRELESS TELEGRAPHY AS APPLIED TO AIRCRAFT. By R. D.
Bangay.

SPRAY PAINTING, VARNISHING, AND DOPING. By C L. BURDiCK.
DOPE. By A. J. A. Wallace Barr.

PATENTS AND PATENT LAW. By ARTHUR HUNT.
SPINNING. By George H Bettinson.

AIR SPEED INDICATORS— THE PITOT TUBE. By Winslow H.

Herschel.
METEOROLOGY.

GLUE. By Dr George F. Lull, U.S.A.
METRIC CONVERSION TABLES.

TABLES AND DATA (CONVERSION OF DEGREES TO RADIANS).
PERFORMANCE. By John Case, M.A , A.F.R.Ae S.
A NOTE ON STABILITY. By Captain W. Gordon Aston, A.F R.Ae S
A.M.I.A.E.

PROPELLERS. By E. P. King,' B.Sc. (Eng.), Lond. A.M.I.Mech.B-

The AEROPLANE & GENERAL PUBLISHING, Co., Ltd.,
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it is obvious that the most important process of manufacture is the
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This operation follows the preparation of the wire by the tinning
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rubber into suitable sheet, as also previously described.

This sheet, after calendering, is cut into strips, and rolls of such strip
will be obsened mounted on the machine we illustrate above.

This is technically known as a Longitudinal Rubber Covering Machine,
and takes a number of conductors, with a strip of insulating rubber
above them and a similar strip below. These pass simultaneously
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to suit the size of the conductors and the thickness of the rubber.

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their grooves, force the rubber strips to adhere closely to the con-
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Cleveland Road, Gosport, and SWANSEA — 12, Heathfield Street.

KINDLY MENTION "THE) AEROPLANE ' ' WHEN CORRESPONDING WITH ADVERTISERS.

538

The Aeroplane

September 15, 1920

No. 27.

HEAD 1 Essei WW.

OFFICE I Ouminf Town. London. E,lfe,

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September 15, 1920

The Aeroplane

539

INDEX TO ADVERTISERS

Accles & Pollock, Ltd. Front Cover &

Inside Front Cover

Aircraft Improvements Co. .

Air Navigation Co., Ltd. . .

Armstrong-Siddeley Motors, Ltd.

Arrol-Johnston, Ltd. . Front Cover

Auster, Ltd. . . . Front Cover

Austin Motor Co., Ltd. . .

Automatic Telegraph Co. . .

Aviation Insurance Assoc. . .

Beardmore Aero Eng., Ltd., The

Front Cover & 527

Beardmore, Win,, & Co., Ltd. . 521

Benton & Stone ....

Blackburn Aero & Motor Co., Ltd

Boulton & Paul, Ltd. . . .

Bowden Brake Co., Ltd., The . 538

Bray, Gibb & Co., Ltd. . . . 536

Bristol Aeroplane Co., Ltd. . 517
British Aerial Transport Co.,

Limited ....

British Cellulose Co., Ltd. .

British Emaillite Co., Ltd., The

Front Cover
British Lighting & Ignition Co.,

Ltd 525

British Piston Ring Co., Ltd. .

British Thomson- Houston Co.,

Ltd., The 523

Brown Brothers, Ltd. . . . 505

Bruntons <

Burberrys, Ltd

Calthrop, E. R., Aerial Pat., Ltd.

Cell on, Ltd. . Inside Back Cover

Central Aircraft Co. . . .

Clegg Metal Engraving Co., Ltd.

Coan, R. W 530

Cradock, Geo., & Co., Ltd. .

Davis Furnace Co., The . . 536

Dudbridge Ironworks, The . - — •-

Eastbourne Aviation Co., Ltd.

Inside Back Cover
Ebora Propeller Co. .

Fairey Aviation Co., Ltd., The
Fiat Motors ....
Firth, Thos., & Son, Ltd. .
Fluxite

Frood, Herbert, Co., Ltd. .

Gas Accumulator Co. (U.K.), Ltd
General Accident, Fire and Life

Assurance Corp., Ltd. .
General Aeronautical Co., Ltd
Gosport Aircraft Co. .
Grahame-White Co., Ltd. .
Green Engine Co., Ltd.
Greening & Sons, Ltd. Inside Back
Gwynne's, Ltd. .
Hancock, James Lyne, Ltd.
Handley Page, Ltd. .
Hobson, H. M., Ltd. .
Holmes, C. H. .
Hope, H., & Sons
Hoyt Metal Co., Ltd. .
Imperial Light, Ltd. Inside Front
Instone Air Line
Johnson & Phillips, Ltd.
Kent, George, Ltd.
Lang Propeller Ltd. .
LepAerial Travel Bureau .
London Die Casting Foundry

Ltd

Marconi Wireless Telegraph Co.

Ltd. . .
Martinsyde, Ltd.
Mather & Co.

McGregor, Gow & Holland, Ltd
MacLennan, John, & Co. .Front
Mendine Co.

Metal Airscrew Co., Ltd. .
Mills, Wm„ Ltd.
Napier, D. & Son, Ltd.

538
Cover

538
533

Cover
533
537

J>i3

Cover
538

Naylor Bros., Ltd. . •
New Pegamoid, Ltd. .
Nieuport & General Aircraft Co

Limited . . . Back
Northern Engineers' Supply Co
Oddy, W., & Co. ...
Palmer Tyre, Ltd.
Petters, Ltd.

Pettett

Pinchin, Johnson, & Co., Ltd.
Robinhood Eng. Works, Ltd.
Roe, A. V., & Co., Ltd.
Rolls-Royce, Ltd.
Rubery, Owen & Co. .
Sagar, J.,&Co., Ltd. .
Sankey, J. H., & Son., Ltd.
Saunders, Ltd. .
Serck Radiators, Ltd.
"Shell" Marketing Co.
Short Bros., Ltd.
Smith, S., & Sons
Society of British Aircraft Con

structors ....
Sopwith Aviation Co., Ltd.
Standard Piston Ring & Engineer

ing Co., Ltd.
Sunbeam Motor Car Co., Ltd.
Supermarine Aviation Works, Ltd

Back

Tampier, Rene
Terry, H., & Sons, Ltd.
Titanine, Ltd. . Front Cover
Triplex Safety Glass Co., Ltd.
Vacuum Oil Co., Ltd.
Vandervell, C. A. & Co., Ltd.
Vickers, Ltd.

Wakefield, C. C, & Co., Ltd.
Walton Motors, Ltd. .
Westland Aircraft Works .
Wheeler, T. ...
Wireless Press, The
Yorkshire Steel Co. Ltd.

539
538

Cover

506
5H
539
505

538

537
530

5ii

535
Cover

& 529
519

ONLY THE BEST

CAN GIVE

THE BEST RESULTS

Good Workmanship and our
Superfine Aero Varnishes,
Paints and Enamels will
ensure a Perfect Finish.

NAYLOR BROTHERS I LONOON) LTD SIOUGH. BUCKS.

The Aeroplane

September 15, 1920

MISCELLANEOUS ADVERTISEMENTS.

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PATENTS.

PAGE, WHITE and VAUGHAN (late Page and
Rowlingson), Chartered Patent Agents (Consult-
ing Engineer, Mr. S. E. Page, A.M.Inst.CE), 27,
Chancery Lane, London, W.C. Tel., 532 Central.

HENRY SKERRETT (H. N. Skerre'tt, A.I.A.E.,
A.I.Mech.E-, Associate I. EE., Fellow of the
Chartered Institute of Patent Agents), Patents,
Designs and Trade Marks. — 24, Temple Row,
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SITUATION VACANT.

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MISCELLANEOUS.

REPAIR WORK SPECIALISTS. — Skilled Riggers
and Mechanics sent to any part of the British
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with aircraft company or others who are in a
position to manufacture either on royalty or
other mutual arrangements. The motor-car is
something entirely new.— Box No 4909, The
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MODELS.

First-Class Model, Petrol-motors and Castings,
unique; interesting. List 3d. — Madison Motories,
Littleover, Derby.

FOR SALE. _

SUNBEAM, 150-h.p. 8-cylinder, and 225-h.p. 1a-
cylinder Aero Engines. Guaranteed as i>ew, for
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TRANSFERS.— Firms requiring Transfers should
write to the makers. — A Bird and Co., Latimer
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AVRO Three-Seater, perfect condition; any trial;
airworthiness certificates. Reasons for disposal. —
Box' No. 4,901, The Aeroplane, 61, Carey Street,
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80-H.P. RENAULT Engines for sale.— Box No
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BEARDMORE Engines, 160 h.p., for sale— less
than Disposal Board price. —Box No. 4903, The
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TWO 3-seater AVRO machines for sale, splendid
condition ; airworthiness certificate. — Box No. 4902,
The Aeroplane, 61, Carey Street, W.C.2.

AVRO, 110-h.p. Le Rhone, three-seater, dark blue,
new condition ; flown 30 hours. Spare under-
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shock absorbers, complete-. New engine parts,
crankshaft, cam pack, distributor ring, mag.,
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fly away. Car part payment. — Telford, 2, Park
Hill, Moseley, Birmingham.

TYPEWRITERS.— Lat-est Visible Remington Two
Colours, Tabulator, Backspacer, as new, ^25.
Another, slightly used, .£20. Both magnificent
machines. Sacrifice. Cash wanted.— Walter
White, Arcade, Northampton.

An Invaluable History. A Handsome Volume.

A Great Record of the French Air Force.

L'AERONAUTIQUE PENDANT LA GUERRE MONDIALE

Containing chapters by M. Marchis, Professeur d'Aviation a la Sorbonne, M.
Dumesnil, M. G. Menier, M. le Commandant Brocard, M. le Capitaine de Lavergne,
M. le Colonel Dorand, M. le Commandant Martinot-Lagarde, M. le Colonel Paul
Dhe, M. le Capitaine Toussaint, M. le Commandant Caquot and a host of other
technical experts and leading aeronauts.

The book makes 700 pages of the size or The AEROPLANE, and is beauti-
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September 15, 1920

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^IIIIIIIWHIIIIIIIIIIIIMIIIIIM

The Aeroplane

September 22, 1920

THE

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THE AEROPLANE
HANDBOOK

Edited by
A. J. SWINTON, (Late R.E.)

THE AEROPLANE HANDBOOK is intended to
provide a manual for the use of those who are
engaged in the design, manufacture and use of
aircraft.

CONTENTS

AEROPLANE AND AERONAUTICAL INSTRUMENTS. By Captain

A. F. C. Pollard, R.A.F.
STRENGTH CALCULATIONS-

GENERAL THEORY. By John Case, M.A., A.F R.Ae.S.
MATHEMATICS. By JOHN Case, M.A , A.F.R.Ae.S.

HIGH TENSILE STEEL WIRES AND CABLES. By JOSEPH WILSON,
Dr. R.A.F.

ALLOWANCES FOR BENDING STEEL. By RANDOLPH F. HALL.
THE VIBRATIONS METHOD OF TUNING UP By Ingegnere Carlo

Maurilio Lerici.
AIRCRAFT TESTING.

WIRELESS TELEGRAPHY AS APPLIED TO AIRCRAFT. By R. D.
Bangay.

SPRAY PAINTING, VARNISHING, AND DOPING. By C. L. BURDICK.

DOPE. By A. J. A. Wallace Barr.

PATENTS AND PATENT LAW. By Arthur Hunt.

SPINNING. By GEORGE H Bettinson.

AIR SPEED INDICATORS— THE PITOT TUBE- By Winslow H.

Herschel.
METEOROLOGY.

GLUE. By Dr George F. Lull, U.S.A.
METRIC CONVERSION TABLES.

TABLES AND DATA (CONVERSION OF DEGREES TO RADIANS).
PERFORMANCE. By John Case, M.A, A.F.R.AeS.
A NOTE ON STABILITY. By Captain W. Gordon Aston, A.F.R.Ae.S.,
A.M.I. A.E-

PROPELLERS. By E. P King, B.Sc. (Eng.), Lond. A M.I.Mech.E-
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September 22, 1920

The Aeroplane

541

For lull Particular, write to

PINCHIN, JOHNSON & CO., LIMITED,

GENERAL BUILDINGS. ALDWYCH, LONDON, W.C 2.

Tolaphono : CITY 7840 (3 Linn.) EST. 1834 ToIcRrams i " Pinchin . Phono • London "

World SILVERTOWN. POPLAR onH. WEST DRAYTON.

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New R.A.F. Uniforms

DESIGNED BY

BURBERRYS

under instructions of the
Air Ministry in the new
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Cloth.

BURBERRYS are experts in Ser-
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BURBERRYS

HAYMARKET S.W.I LONDON

Bd. Malesherbes PARIS; also Agents

Burberns Ltd.

THE

90

400 h.p. JUPITER AERO ENGINE.

Ungeared type weighing 698 lbs.
Geared type weighing 805 lbs.

Important patents are incorporated
in these types, and the reduction in
weight per H.P. effected has never
previously been attained in any other
engine. Illustrated and descriptive
details will be sent to those interested.

THE

Bristol Aeroplane Company, Ltd.

Designees and Constructors of
Aircraft and Aero Engines,

FlLTON

Bristol.

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542

The Aeroplane

September 22, 1920

AERIAL DERBY MEETING.

The "AVRO BABY"

. WON

FIRST PRIZE .... 1919
FIRST & SECOND PRIZES - 1920

IN THE ROYAL AERO CLUB HANDICAP.

The "AVRO BABY"

which flew in both the above races was the identical

machine which flew from

LONDON TO TURIN in 91 Hours,

(650 miles on 20 gallons of petrol)

A. V. ROE & CO., LIMITED,

London Office : AVRO WORKS, Experimental Works:

165, Piccadilly, NEWTON HEATH, Hamble,—

W,l. MANCHESTER. Southampton.

Telephone. Regent 1900. Telephone: City 8530. Telephone: Hamble 18.

Telegrams: "Senalpirt, Telegrams: "Triplane," Manchester. Telegrams: "Roe," Hamble.
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U.S.A., 1 Year. S8 50c.

ON THE GORDON BENNETT RACE.

VOL. XIX.
No. 12.

It is satisfactory to learn that Mr. F. P. Raynham and
Mr. R. McGeagh Hirst have safely arrived at Etampes
with the Martinsyde Gordon Bennett Racing Machine, and
that the machine is now being got ready for test.

It is even more gratifying to learn that there is still a
prospect of Great Britain being represented by three
machines. A little private syndicate composed of sporting
members of the Royal Aero Club have arranged to buy
the Sopwith Gordon Bennett machine (late Schneider Cup
machine) from the liquidators of the Sopwith Company,
and if all is well it will be fitted with the Bristol "Jupiter"
engine for which the front of the machine had been altered
in preparation for the race.

Sir Stanley White, Bart., and Mr. Roy-Fedden, of the
Bristol Company, have behaved in a thoroughly sports-
manlike manner, and though work on the engine had been
stopped owing to the liquidation of the Sopwith Company'
and the cancellation of the entry for the race, work was
started again on Monday, and at the time of writing there
is every prospect that the engine will be ready to put into
the machine by the time this paper appears.

The sportsmen who are responsible for this effort are,
so far as one can gather, Lieut. -Col. Frank McClean, Mr.
Handley Page, Mr. Wallace Barr, Mr. Harry Knox and

Mr. Harold Perriu, the last-named in his personal capa-
city and not as Secretary of the Club.

If all goes well the machine should arrive at Etampes
by Saturdav, and it will be flown in the race by Capt.
Jordan, who flew Col. McCleau's "Snipe" so well in the
Aerial Derby. Everyone will wish success to this sport-
ing effort, and it is to be hoped that even if the "Syndi-
cate Jupiter" biplane does not win the race it will put up
a good show, just by wa}^ of rewarding those who have
shown that the spirit of British sportsmanship still exists
among the members of the Roj^al Aero Club, even if the
sport of flying does not appeal to our capitalists.

What with the Soviet workmen in Italy tuning up the
Italian machines for the Schneider Cup Race — as recorded
by Mr. T. S. Harvey in the Italian Notes this week — and
the bourgeois members of the Royal Aero Club paying out
of their own pockets for the third British representative
in the Gordon Bennett Race, one is really beginning to
acquire faith in the future of the Sport of Flying, for it
must be remembered that all great movements, religious
aiid otherwise, start in the lower grades of society and
work their way upwards. Thus in time we may see our
war profiteers, peace profiteers and members of the higher
grades of the Order of the British Empire, taking a real
interest in the Sport of Ftying. — C. G. G.

ON THE AMPHIBIAN COMPETITION.

So far nobody could claim that the Amphibian Com-
petition has been a success. Up to the end of last w7eek
only three competitors had turned up, namely, the Vickers
"Viking III" (450-h.p. Napier), the Fairey (450-h.p.
Napier) and the Superrnarine (375-h.p. Rolls-Royce). The
Beardmore and the Saunders "Kittiwake" were not com-
pleted. Consequently, it hardly seems likely that the
Committee of Judges will award the full sum offered as
prizes originally.

Incidentally it is rumoured that the said Committee
does not intend to award the full sum offered as prizes
for the Aeroplane Competition, but whether this decision
is due to lack of numbers, lack of originality, or lack of
progress is not commonly agreed. Still, one has no
doubt that the Judges' Report, when issued, will make
the decision perfectly clear, for all the judges are men
who have the habit of speaking their minds without fear
or favour, and what they do not know from bitter experi-
ence about aeroplanes and seaplanes is not particularly
well worth knowing.

It is customary, as, for example, in the matter of claims
against the Government for bounties or royalties on in-
ventions, or for compensation, or for pensions or what-
not, to complain that the tribunal appointed by the Gov-
ernment is incompetent because it is not composed of
experts. Such complainers fail to recognise the fact that
the only person who can be utterfy unprejudiced is the
man who has no technical knowledge and who merely
weighs the evidence as it is put before him. In the case
of the Air Ministry Competition the chief complaint of

the competitors is likely to be that the Judges know too
much, and therefore are liable to expect more from the
designers and constructors than either are able to perform
under existing conditions of business and finance.

Still, the more the Judges expect the more the Trade
will perform, if not in this Competition at any rate in
the next — whenever' it may be. There is much to be
said for the American aphorism : "Hitch your wagon
to a star." And if the Trade does not perform up to
the Judges' expectations then the Judges are right in
exercising their right to reduce the amount of the prize
money, on the good old English principle, so much ad-
mired by Napoleon, of shooting a few people "pour en-
courager les autres."

Nevertheless, even if such be the decision of the
Judges there is not likely to be any grumbling among
the competitors on the spot, whatever there may be among
Directoi'S and such people at home, for there has certainly
never been a competition in which the contestants and
the Judges were on more friendly terms than in this, or
in which the judged had more respect for the knowledge
and impartiality of those who judge them.

The Humours of the Competition.

Considered as a jolly little holiday, the Amphibian
Competition is even more enjoyable than the Aeroplane
Competition. Owing: to the small number of competitors,
it partakes more of the nature of the theatre intimc. It
is as, say, the Little Theatre to the Coliseum (where the
Christians used to feed the lions, not to be confused with
the Trocadero where the Lyons of to-day feed the

544

The Aeroplane

September 22, 1920

Christians) though without the Grand Guignol thrills
with which the Little Theatre now entertains its patrons.

The fact that all the competitors treat the affair as a
very good joke does not in the least prevent them from
competing very seriously, and working very hard to get
the best out of their machines. Up to the end of last
week none had done any of the water tests as they all
wanted to get through their land tests before chancing
having their machines damaged by awkwardly handled
launches in the mooring and towing tests or by a sudden
squall in the 24 hours' mooring-out test.

Wherein they showed their wisdom, for all the com-
petitors know how to make a hydroaeroplane perform on
the water, whereas the land tests are still very much of
the nature of experiments. Also, the machines are more
likely to do well when flying off land if they have not
had a few dozen pounds added to their weight through
having been previously soaked for a day or two in salt
water.

Nothing would induce them to face the water tests first.
One of the Judges, famed for his constructive humour,
suggested that extra marks should be given for the
number of fish caught by the caretaker of each machine
during- the 24 hours' mooring-out test and for cooking-
facilities on board. This, he argued, would demonstrate
the ability of the machine to be self-supporting if brought
down at sea. Even this proffered inducement failed to
persuade the amphibians into the water.

Their reluctance reminded somebody of the pictures of
"Pip and Squeak" being chased into the sea as an
advertisement. Somebody else said that they reminded
him of the schoolboy's definition of an amphibian animal
as a "beast that can't live in the water and dies on dry
land."

For the matter of that there has not been much dry
laud even on Martlesham Heath of late. On Thursday,
after a morning's rain, the Adjutant's pet grass-plot, with
its neat border of white stones and ropes and posts, and
white bombs at the corners, and the flagstaff in the
middle, looked like an ornamental pond and gave a truly
nautical air to the flagstaff and the little warship at its
base.

The "Superhumans,"

Still everybody seemed remarkably cheerful. The Super-
marine crew, known to everybody at Martlesham as the
"Superhumans," remained true to their marine traditions,
and their entry at meal-times to the Hostel, clad in heavy
jerseys, and grey trousers tucked into big sea-boots, positively
brings the ocean breezes with it. It was not surprising that
when they first arrived somebody looked up and remarked,
"Hello! Here comes the fishing fleet," and a wag in the
corner chortled,, "Any more for the' Skylark ?"

It remained for Captain Hoare, the pilot, to supply the
proper amphibian touch by wearing a Norfolk jacket and a
tweed shooting hat on top of his fisherman's rig. Somebody
suggested that the jacket and hat were worn as a compliment
to Colonel Pretymairs shooting rights over Martlesham Heath,
but somebody else laughed the idea to scorn, on the grounds
that people don't shoot over the Heath in these days, they
snare.

En passant, one may remark that the Air Ministry has
conferred on the Supermarine the registration letteis G-FAVE.
A visiter seeing this temarked that he was under the impres-
sion that aeroplanes were not allowed to carry adveitisemfents
on their sides in this way. One of those preserit pointed out
that they were registration letteis and asked where- the adver-
tisement came in.

To which -;he visitor replied : ' ' Oh ! I thought it was the
name of that outfitter bloke in Bond Street who tiusts all the
young Naval officers for their uniforms And I thought per-
haps he had supplied these Supermarine chaps with their
maritime get-ups in exchange for the advertisement." And
then it was explained to him that the good Gieve does not
spell his name that way, although he may be a super-marine-
outfitter.

The "Vikings."

The marine rig of the "Superhumans" evidently roused the
envy of the "Vikings," Captains Broome and Cockerell, a
priceless pair, who are probably the funniest thing seen on
any stage since Hurnpsti and Bumpsti were interned at the
beginning of the war. They,, having beaten all records in
the land-machine competition by getting off over the screen
at a height of 75 feet, or something of that order, and by
doing a high speed of 121 miles an hour, were naturally en-
titled to "put on edge," and resented the assumption that
the Superhumans were the only sea-going people in the Com-
petition.

Consequently they bought two little sailor hats, with white
tops and black bands, of the kind worn by small boys with
their Sunday sailor suits. And then they painted "Viking
III" in gold on the black bands. So now when they go to
take the air in their amphibian, they go aboard, pull thejr
little caps from under their seats, adjust the little elastic
under their chins, and smile sweetly like Little Lord
Fauntleroy for a few minutes before putting on their proper
flying kit and starting business.

When they do start they are wonderful, but observers say
that they are rather terrifying, in that having made a perfect
"get-off" they are somewhat apt to start fighting as to who
is and who is not- going to control the machine. And two
pilots pummelling one another vigorously over the controls
is apt to make the machine rock a bit, which is disconcerting
at 300 feet or so. However, Mr. Pierson's design seems to
have given the machine plenty of inherent stability, and
the antics of the pilots do not appear to affect its behaviour.

The Fairey.

The "Fairey" began her tests on Friday, when Lieut. -Col.
Vincent Nicholl, D.S.O. (twice), and sundry other decora-
tions, did the 35 hours' durability test. It wis a brilliant
morning early, but towards mid-day it became wet and
squally, and when the Fairey landed the gusts were very bad
indeed. Nevertheless, Col. Nicholl put the big machine down
beautifully so that after her first touch she never showed day-
light between her floats and Colonel Pretyman's heather,
though the pilot himself was far from pleased and apologised
for doing a bumpy landing.

He need not have apologised, not even to his two ob-
servers, who were far too air-sick to bother whether the
machine merely bounced a bit or crashed altogether, pro-
vided they got onto solid ground again. Colonel Nicholl him-
self, the most utterly imperturbable person on earth or in the
air, never having known the feeling of seasickness or air-
sickness, in spite of spending three days on the North Sea
in a shot-down flying-boat and of having chased a Zeppelin
to Helgoland on a B.E.2C. without flotation bags, wanted to
look at his old haunts, so he flew up the coast to Yarmouth,
to see his beloved station falling to pieces, and on to the
Wash, just when the bumps were worst.

And while the passengers were recovering from their-up-
heavals the pilot sauntered in to lunch as though he had'

THE SUPERMARINE AMPHIBIAN. —
A side view of the Supermarine
G=EAVE, with 375=h.p. RoIIsRoyce
engine. The curious arrangement of
tail=fin and fins between the interplane
struts is of interest. The cabin=top for
the passengers is noticeable. The pilot
sits in an open cockpit just behind this.
In the group on the left is te be seen
Squadron Commander James Bird, in a
white jersey, one of the moving spirits
of the firm.

September 22, 1920

The

Aeroplane

545

merely been taking a stroll down Bond Street. Incidentally
one hopes one has not committed a libel by asserting that the
two passengers were airsick. One does not know who they
were, but one hastens to assure everybody that they are botii
very gallant officers who served with distinction in every
war area to which duty called them, and won whatever deco-
rations they may or may not wear by acts of conspicuous
bravery. And one hopes that they will both be awarded the
Air Force Cross for acting as observers on this occasion.

Getting Off.

Apropos ihe Fairey, rather an amusing yarn is told. Colonel
Nicholl brought the machine round from Hamble to Felix-
stowe over the sea and alighted at the latter place before
coming on to Martlesham. About the time when he was ex-
pected at Martlesham some people standing outsidt the sec-
retary's office heard a voice within repeatedly and vociferously
enquiring of Felixstowe Air Station, "Has the Fa;rey got on
■at Felixstowe ? ' '

A quarter of an hour or so later a car came in from the
Felixstowe end of the aerodrome, diiven by an aviator who
has nothing to do with the Fairey machine, and with the pilot
in the car was a very elaborate damsel. As the car dashed
past the office one of the group remarked quietly, "Evidently
the fairy did get off at Felixstowe."

ABOUT THE MACHINES
The -'Viking III."

The description of the machines themselves is the affair of
the technical section of this paper, and as they have arrived
so variously at Martlesham it has been impossible as yet to
compile a detailed account of them Nevertheless, a few
notes on their main features may be permissible in this
article.

The "Viking III" is to all intents and purposes the same
as the machine which won so much favourable comment at
the Olympia Show and did so well at Antwerp. But for this
competition the engine is a 450 h.p. Napier instead of a Rolls-
Royce. The extra 100 h.p. seems to explain her very fine
performance.

The landing gear is the same as at Olympia. The breakages
which have caused so much delay occurred in the phosphor
bronze castings which act as the pivot 011 which the landing
gear is swung into and out of action. When this cashing
went the left wheel splayed cut and tore the claw-like fitting
below the axle away from the flange along which it runs.
Consequently the machine sat down on its" bc+tom and the
left wing-tip float. The boat itself shows no sign of damage,
which speaks well for the design and for the strength of
"Consuta" ply-wood

Her performance on the water after her strenuous experi-
ences on land will be watched with interest. Meantime, as
an aeroplane she is evidently of very high class and Mr.
Pierson, her designer, deserves every" congratulation on her
performance.

The Supermanne.

The Supermarine is also a flying-boat with a landing
carriage, the boat being exactly similar to that which was
shown_ at Olympia. In this case the carriage is hinged on
each side of the hull, and when out of action is drawn, up and
outwards by cables so that the wheel on each side lies flat
under the corresponding lower plane. When in action it is

drawn down by cables and the undercarriage struts lock auto-
matically into spring sockets on the side of the hull.

The engine is an "Fagle" Rolls-Royce, which seems a
trifle low-powered for the load which it has to carry. Com-
pared with any ordinary seaplane peiformance it would doubt-
less be ample. But modern aeroplanes have accustomed us
all to seeing land machines rocket off the ground instead of
flying off steadily and so perhaps the idea that the Supei-
marme is under-powered is more or less an illusion. Also,
Captain Hoare is essentially a boat pilot and flies her boat
fashion. That is to say, he does not hoick her off the ground,
but lets her fly off on her own initiative, which is probably
much safer in the end.

Like all Supermarine products, the machine shows plenty
of brain work. The way in which the engine-bearers are
braced against airscrew torque, with a strut on one side
pushing against the pull of a cable on the other is simple and
ingenious, and so is the king-posting of the engine-bearer on
the "down" side.

The boat itself is, as usual, a thorough marine job, full of
those little gadgets and notions which attracted so much
attention at Olympia and impressed everybody witli the fact
that the Supermarine people do know what they are doing
with water-going ciaft. It strikes one that the wheels and
undercarriage struts slung up under the wings may inter-
fere with manceuviing on the water at low speeds, as tlrese
boats float very low. But when once she is up on her step,
when seriously starting to fly, there is 110 doubt that she will
behave well.

The Fairey.

The Fairey is a more or less standard Fairey seaplane, but
with a 450 h.p. Napier engine, and with a pair of elevatable
wheels placed between the floats. The job, like all Fairey
jobs, is thoroughly well done.

Being, as an amphibian must almost inevitably be, a com-
promise, the undercarriage struts appear to have been cut
down shorter than they would be on a seaplane, with the re-
sult that the tips of the big airscrew needed by the Napier
come very close to the floats. Which means that they would
be very near the water when afloat and so might suffer in
getting off a lumpy sea.

To have made the struts long enough to avoid any such
risk would have meant that when standing on her wheels on
land the front of the fuselage would have been somewhere up
in the roof of any ordinary shed. The assumption is that the
machine will not be used in a rough sea, except by accident,
her proper function being to take her passengers up from a
river or lake or harbour in the middle of a big city and
fly them across the country to another alighting place on
water.

For example, amphibians would be used for services from
the Thames to the Mersey, or on the Clyde, Forth, or Tyne.
Regular sea services would be woiked by sea-going flying-
boats or big float machines.

Real Progress.

On the whole, though amphibian aeroplanes are admittedly
still very much in the experimental stage, these three
machines do most distinctly show real progress in the design
of heavier-than-air craft. It is true that one would have liked
to see something new in wing design, as for example in the
German Dornier boats and the later Brandenburgs, with their

TKE "VIKING III."— Three quarter Rear View the Vick ers "Viking III" with Nap:er Engine.

546

The Aeroplane

September 22, 1920

all-metal cantilever wings. But in this instance it is the
amphibian alighting arrangements which are the subject of
test, and so perhaps the designers were wise to adhere in the
matter of wings to the old proverb "Better the Devil you
know than the Devil you don't know."

It is a pity that it has not been possible to complete the
Saunders' "Kittiwake" in time for full tests before the trials,
for her wings, built entirely of "Consuta," and with both
variable leading edge and variable ti ailing edge, would have
certainly been of great interest. So would her "Bat-boat"
hull, with a fuselage instead of tail-booms on top, and her
wheels which disappear inside the hull. In this machine
Mr. Saunders and Mr. Beadle have gone "all out" for pro-
gxess, and one hopes to be able to record the success of this
ambitious effort ere long, though one fancies that the two
A. B.C. "Wasp" engines are hardly big enough to cairy the
load.

Meantime the three competitors now at work at Martles-
ham — and by now, one hopes, at Felixstowe — have un-
doubtedly contributed to the progress of Civil Aviation. They

deserve credit, at any rate, for having made a good sporting
effort, and one hopes that (hey will each receive a substantial
reward for their enterprise. -C. G. G.

THE LATEST TESTS.

(On ^ept. 14th the Vickers "Viking III" did her slow-speed
test, doing a speed of 45.25 knots. Her high speed, done the
previous week, was 105.2 knots (121 miles per hour).

In the "get-off" test she rose to 94 feet over the. screen
from a. 475-yard circle, which equals 177 feet from a 400-yard
circle.

On Sept. 20th the "Viking" did her taxying, figure-of-eight,
and mooring tests, and was then tied up for the 24 hours'
mooring test.

On Sept. 17th the Fairey did the hours' trial, but owing
to the bumpiness of the air, which made it necessary to keep
the engine going at almost full power for considerable periods,
Colonel Nicholl applied for a second test as a check on the
petrol consumption This second test was made on Sept.
20th, and on this occasion the W/G figure of the Fairey
worked out at 8.5. — C. G. G.]

THE F.A.I. C

[The following notes on the Geneva conference of the
F.A.I. , held on Sept. 8th, gth, and 10th, 1020, have been con-
tributed by Mr. Harold E. Perrin, Secretary of the Royal
Aero Club, one of the British delegates.]

vSeveral matters of general interest arose during the course
of the Federation Aeronautique Internationale Conference in
Geneva an Sept. 8th, 9th and 10th, 1920. For example, the
difficulty which aviators have experienced in connection with
any long-distance trip in getting maps which indicate even
roughly the situation of landing-places and aerodromes was
felt so strongly that it was decided in advance of the pro-
jected action of the International Convention, which may be
delayed indefinitely, to produce a preliminary series of
maps in an international guide book

An Aerodrome Guide.

The British delegates were fortunate in being able to sub-
mit a "format" of the proposed "Guide to Aerodromes in the
British Isles," with examples completely worked out which
might form a basis for the series. This "Guide Book" was
considered by the Federation Aeronautique Internationale to
be so well done that it was proposed to repeat it as far as
possible for all countries. Ths book in question was prepared
by the Air Ministry, Civil Aviation Branch, in co-operation
with the Society of British Aircraft Constructors and the
Royal Aero Club. Col. Mercanti (the President of the Italian
Touring Commission) undertook to defray the expenses of
the publication of the first issue, which he hoped would
appear by next May. It is obvious that this preliminary guide
will require bringing up to date from year to year.

Claims for Third-Party Damage Abroad.

The case of a flier who might find himself held up by reason
of claim for third-party damage in a foreign country was
considered, and it was proposed that if he were a member
of a club belonging to the Federation Aeronautique Inter-
nationale, the club of the country in which he finds himself
should take upon itself to free him from detention by paying
the claims, if reasonable, and reimbursing itself from the
club of the flier subsequently. The whole scheme would, it is
proposed, be covered by an insurance to be eftecced by each
of the federated clubs. This proposal was referred to a
special Law Committee for consideration and report to
the next Meeting.

The Mathematics of Stability.

A desire having been expressed that the various symbols
used in discussions on the mathematics of stability in the
various countries should be understandable universally, it
was agreed that a standardised code of symbols should be
adopted, and in this matter the British delegates were able
to bring forward the system published in the "Glossary of
Aeronautical Terms" for which the Air Ministry and the
Royal Aeronautical Society are jointly responsible. This
Glossary was provisionally adopted subject to the French
translation of the Glossary being submitted to discussion by
the various countries concerned.

The Mercator System.

It was suggested that the Mercator system of map projec-
tion should be abandoned in favour of an alternative scheme,
but this was opposed by the British delegates, in view of the
existing international agreement and the useful outcome of
the discussion was that all clubs should concentrate in sup-
porting the employment of maps to the agreed standard scale
as laid down in the International Air Convention (Annexe
"F").

A Resume of Aeronautical Statistics. •
The resume of Aeronautical Statistics during the War,
which was undertaken by the F.A.I, in 1919, has progressed

considerably in the hands of the French editor to whom it
was entrusted, and who had circularised all clubs with a
heavy series of questions. The British delegates, with the
assistance of the Air Ministry, gave a valuable series of
replies, which were handed in at the Conference, and it was-
reported that six other countries had also sent in useful and
full information.

The Pilot's Certificate.
The British delegates reported that the British Air Ministry
accepts the Royal Aero Club's Certificate for Class "A" brevet
(Pilot's Certificate), and it was agreed that the brevet of the
International Convention should be adopted by the Federa-
tion Aeronautique Internationale as to Section 1 for Aero-
planes; Section 2, Balloons; and Section 3, Airships; thereby
standardising the tests for all countries — Allied, neutral, or
enemy.

The British delegates put forward a proposal that the
Federation Aeronautique Internationale should also adopt a
"Superior Brevet" for holders of the existing Federation
Aeronautique Internationale Certificate, the Superior Brevet to-
include various useful feats in aerobatics. The British pro-
posal was, in principle, accepted, and the details were to be
circulated to the clubs for discussion at a future meeting.
The Aerial Derby Around tee World.

The draft scheme for the Aerial Derby Around the World
put forward by the Aero Club of America was not considered
suitable for discussion in the form submitted, and it was
agreed that the French Sporting Commission should draft a
proper series of rules for submission to all clubs.

Signals.

The unification of signals as set out in the International
Convention was adopted, but the various clubs were invited
to send in any additional suggestions.

Compulsory Apparatus.

The unification of compulsory apparatus to be carried on
aircraft was left for the International Convention to decide
upon.

The Technical. Committee.
The following questions were referred to the Technical
Commission for report : — ■

(a) To collect information as to results obtained on wireless
telephone and telegraph communication from the air.

(b) To report on the adoption of standardised parts of mate-
rial on the lines laid down by the British Engineering
Standards Association.

(c) To report on the value of writing the names of villages
on the roofs of stations and on any scheme of inter-
national airways for the common adoption for long
itineraries.

The Official Report of 1919.

In the official report of 1919 proposed to the Conference
for adoption there was allusion to a sensational sequence of
722 loopings effected in three hours. It was urged by the
British delegates that no official provision existed in the
F.A.I, for taking note of such aerobatic feats, and they should
not properly be called records in the sense in which the word
"Record" was used by the Federation Aeronautique Interna-
tionale. It was agreed that while the statement had interest,
the word "Record" should not be used

The above few notes by no means represents the work of
the Conference, but gives indication of some matters of more
general interest which were touched upon.

The British Delegates, representing the Royal Aero Club,
were Lieut.-Col. M. O'Gorman, C.B., Lieut. -Col. F. K.
McClean, A.F.C., Major E. H. Tindall-Atkinson, and Lt.-
Comdr. H. E. Perrin.

September 22, 1920 The Aeroplane 547

The
Proved
Best

IAPIE

British
Built

450 H.P. AERO ENGINE

'THE following is a typical
A Press comment on the
Government trials at Martle-
sham*: —

" It will be observed that both machines have
Napier Engines. Both scored heavily in the
economy test, one of the factors undoubtedly
being the lightness of that engine in relation to
its power."

Daily Telegraph, 30/8/20.

^[ The same principles — tried and
proved in the construction of the
4^0 h.p. Napier Aero Engine — that
make its weight to power ratio so
superior, are included in the design
of the most up-to-date car on the
road — the 40/50 h.p. Six Cylinder
Napier.

Full particulars on application.

NAPIER & SON, LTD.,

New Burlington Street, W. i

- - - - Acton, London, W.3

Works

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

548

The Aeroplane

September 22, 1920

NAVAL AND MILITARY AERONAUTICS.

The R.A.F. Appointments and Gazettes will be found on

page 570.

NAVAL.

Movements of Ships.
Aden, Sept. 14th. — Ark Royal arrived.
Aden, Sept. 14th. — Ark Royal left for Basra.

MILITARY.

Extracted from War Office Communiques.

Sept. 15th. — Baghdad-Hit Area. — . ... A hostile encampment of the
Zoba tribe was successfully bombed on Sept. 12th by our aeroplanes.

Upper Tigris. — Insurgent gatherings near Samarra have been effec-
tively dispersed by our aeroplanes.

Sept. 16th. — Upper Tigris. — On Sept. 7th the Civil Commissioner,
Baghdad, visited Suleimanie by aeroplane. .

Sept. 17th. — Upper Tigris Area. — During an aerial reconnaissance
from Mosul small parties of mounted Kurds were bombed and dis-
persed. . . .

Sept. 18th. — Upper Tigris — The district around Akra is reported as
unsettled. Aerial raids have been carried out on Sharniin, north of
Akra, and Kalata, N.E., on border.

Sept. 20ih. — imacue Euphrates. — On Sept. 17th. . . . Aerial reconnais-
sances over Kufa (beleaguered garrison) observed a request for tobacco
and cigarettes painted on a roof, from which it can be inferred that
supplies of necessaries and ammunition are satisfactory.

Baghdad-Hit Area. — . ... It was reported that Sheikh Dhari, the
truculent Sheikh of the Zoba tribe, was located 25 miles north-west of
Baghdad with a following and a, 000 camels. We inflicted a consider-
able number of casualties both in men and camels by means of aerial
attack. . . .

Upper Tigris. — . . — A reconnoitring air raid was carried out on Sept.
16th against two villages east of Tuz Khurmatli, where insurgents have
been harboured who are continually damaging telegraph lines.

N.W. Persia. — Persian Cossacks report that a Bolshevist aeroplane
on Sept. 17th dropped fcur bombs on Imamza.

The North Persian Front.

It is reported from Teheran that two officers of the Royal
Air Force have flown to Kazvin from Baghdad, a distance of
380 miles, in 4 hr. 10 min. The machine was a de Havilland.

The town of Samawa, as distinct from the British camp
at that place, is undergoing a heavy bombardment from the
air.

Ex-Airmen in the Regular Army.

Under an Army Council instruction, which was issued re-
cently, ex-airmen who re-enlist in the Regular Army will be
allowed to count their former service with the Royal Air
Force as "service" and as "qualifying service" towards pen-
sions under Articles 1,135 (c) an(i I>136 (c) respectively, of
the pay warrant.

If five years or more have elapsed between the date of
discharge from the Royal Air Force and the date of re-
enlistment into the Regular Army, will not count for pension
under Army Order 325 of 1919, but will so reckon towards
pension under the pay warrant.

An Italian Award.

It is announced that H.M. the Xing of Italy has conferred
the Italian War Cross upon Captain Wedgwood Benn, D.S.O.,
U.F.C., M.P., for sei vices rendered duiing the war in connec-
tion with the Italian Flying Corps.

A Proposed Reunion Dinner.

It is proposed to hold a reunion dinner for "other ranks"
who served in "B" Flight, Artillery Co-operation Squadron,
R.F.C. and R.A.F., which, from July, 1916, to Nov., 1919, was
stationed at Lydd Aerodrome, Kent. Any past members who
would like to attend should communicate with Mr. Leslie
Smith, at 27, Kynaston Road, Stoke Newington, London, N.16.

7 3rd Wing, R.A.F.

It is proposed to hold in London some time in October a
reunion dinner of all officers who served under Yarmouth
Command. Will all those interested communicate as soon
as possible with either Mr. G. F. H. Bloom, 17, Welbeck
Street, Mayfair, W.i, or Mr. Leonard Bridgman, care of
The Akropeake, 175, Piccadilly, W.i ?

AUSTRALIA.

The Air Force.

Mr. Pearce, Minister for Defence, m outlining a new de-
fence policy for Australia in the Senate, Sept. 16th, said that

the Air Force would not be a separate corpsT" There will be
both citizen and permanent force units, and the permanent
force will piobably be required for service with the fleet.

INDIA.

The Punjab Disturbances.

On Sept. 16th a full statement showing the action taken
against officials whose conduct was impugned by the Hunter
Committee was laid on the table of the Council by Sir Wil-
liam Vincent, member of the Viceroy 's Council. In the course
of the statement it was stated that owing to the absence of
precedent for the use of the Royal Air Force under such cir-
cumstances the military authorities proposed to take no action
in the case of General Beynon [sic], Fit. Lt. Carbery, and
Flying Officer Dodkins.

GERMANY.

Surrendered Aircraft.

It was announced in Berlin on Sept. 17th that the delivery
of aircraft to the Allies in accordance with the terms of the
Treaty of Versailles has been completed

ITALY.

The Italian correspondent of The Aeropeane writes : —
The Death of Tenente Comirato.

The death of Lt.-Av. Fred. Comirato, one of the early
Veneto pilots, a pioneer in aviation and a fervent patriot, on
the eve of becoming a father, is announced by his family
as having occurred in hospital owing to illness contracted on
service. The writer owes much to his friendship and the
columns of this gaper to his kind help in old pre-war times.
His decorations include the Croix de Guerre. — T. S. H.

POLAND.

Official Communiques.
Sept. 14th. — Yesterday we occupied Kovel. . . . The captures include
three serviceable aeroplanes . . .

UNITED STATES OF AMERICA.
The Alaska Flying Expedition.

The Alaska Flying Expedition, organised by the U.S. Army
Air Service, and consisting of four D.H.4 "Bluebirds" (420
h.p. Liberty) under the command of Capt. St. Clair Street,
left Mitchel Field, Mineola, L- L, at 12.33, July I5th» &n
route for Nome, Alaska. The approximate distance from
Mineola to Nome is 4,345 miles, and as the expedition is
to cover the route both ways, the total flying distance will
be in the neighbourhood of 9,000 miles.

The route intended to be followed was via Erie (Pa.), Grand
Rapids (Mich.), Winona (Mich.), Fargo (N.D.), Portal (N.D.),
Saskatoon, Edmonton, Jaspar, Prince George, Hazelton,
Wrangell (Alaska), White Horse (Yukon), Dawson, Fairbanks,
Ruby and Nome.

On reaching Nome the expedition was to make a 100 mile
flight to Cape Prince of Wales, at which point it would be
approximately 50 miles from the continent of Asia.

The purposes of the expedition are (i) to establish an aerial
route to the N.W. corner of the American continent, so that,
should military considerations require it, it would be possible
to move Air Service units to Asia by direct flight; (ii) to
co-operate with the Engineering Corps and the Geological
Survey for the purpose of photographing inaccessible areas
in Alaska which have so far not been mapped.

The flight undoubtably opens up an entirely new country
and with the reports furnished by this expedition should
supply interesting material for an eventual connection between
the continents of America, Asia and Europe.

The four D.H.4BS, piloted by Capt. St. C. Street, 1st Lieut.
C. C. Nutt, 2nd Lieut. C. H. Crumrine, and 2nd Lieut. R. C.
Kirkpatrick, respectively arrived .at Nome at 17.30, Aug. 24th,
with a total flying time for the journey from Mineola of
55 hours.

It was intended that the return flight should have been made
duiing the course of the following week.

DUTCH ENTERPRISE.

The following advertisement which appears in the Dutch
newspapers should be of interest to British air transport
firms : —

FURNITURE TRANSPORT AIR SERVICE.

Owing to overwhelming orders from customers in the pro-
vinces of North Brabant, Zeeland and Limbourg, we are
obliged to extend our transport department with aeroplanes.

We invite tenders in writing with calculations of costs and
indication of load allowable and space available.

Suitable aerodrome available.

House Furnishers. "Het Woonhuis." Weste Wagenstraat,
Rotterdam, Furniture Transport Dept.

AN ACKNOWLEDGMENT.

In the article on the ' 'Plistory of the Development of Aircraft
Wireless," which appears in this week's "Aeronautical En-
gineering," the two photographs showing the complete wire-
less telephone receiving and transmitting instruments, and
the direction finding outfit as used on Handley Page aero-
planes, are published by courtesy of the Wireless World. By
an oversight this acknowledgment was omitted from its
appropriate position.

A MOTOR CYCLE ACCIDENT.

' Henry Newtown Almond, an aircraft rigger of South Farn-
borough, was killed in a motor C5'cle collision at Yarmouth
on Sept. 13th. He collided with Mr. William Poole, who was
also riding a motor cycle. Mr. William Poole, who was
slightly hurt, is a director of the Poole Aviation Company.

Supplement to The Aeroplane, September 22nd, 1920.
mi

549
1-

SUPPLEMENT TO "THE AEROPLANE"

INCOEPORATING AIRCRAFT ENGINEERING, AERODYNAMICS, AIRCRAFT FINANCE AND COMMERCIAL AFRONATTTTrS
AND MATTERS PERTAINING TO THE AERONAUTICAL ENGINEER AND THE AIRCRAFT TRADER

THE WEEKLY

The fourth and last instalment of the series of articles
on the History of the Development of Aircraft Wireless
appears below and deals with the recent development of
telephony and of direction-finding equipments.

COMMENTARY.

extremely interesting effort to break away from con-
ventional design and construction methods.

Descriptions of two, of the amphibians designed for
the Air Ministry's Competition for seaplanes appear in
this issue. The Saunders " Kit'tiwake "—which has at
the time of writing not reached Martlesham— is an

A brief account of the American machines entered for
the forthcoming Gordon Bennett Race appears on
Page 558- The cantilever-wing Dayton Wright mono-
plane with variable camber gear is a novelty amongst
racin«' machines.

THE HISTORY OF THE DEVELOPMENT OF AIRCRAFT WIRELESS

IV.— The Conclusion of the War and Subsequent Progress.

In the previous article of this series the first standard
telephony receiving set was considered in some detail. In
conjunction with this instrument a telephony transmitter was
produced, both being specially designed for use in single
or two-seater machines. Fig. 1 shows the main instruments
of the complete equipment (transmitting and receiving).,
whilst Fig. 2 gives the internal connections of the transmitter,'
which did not weigh more than 45 lb.

A Telephone Transmitter.

The transmitter contains two valves, usually referred to as
the "power" valve and the "control" valve. The function
of the control valve, across which is connected a low fre-
quency choke-coil, is to vary the high-tension voltage supply
to the power valve, which acts as an ordinary continuous wave
oscillator. The filaments of both valves are lit from a common
6 volt battery, which also supplies a small current of about
0.5 amps, to the microphone circuit.

On speaking into the mouthpiece the air vibrations set
up by the voice impinge upon the outer disc of the micro-
phone, thus causing variations in the electrical resistance of
the carbon granules within. These resistance variations permit
of corresponding changes in current value flowing through
the microphone circuit, which thus act upon the grid of the
control valve M through the transformer G, shown in Fig. 2.

The primary of this transformer is of very low resistance
in order that 'he full current for which the microphone is
designed may be procured without the use of extra batteries.
For this reason it is always important that the current should
be switched off when the machine is on the ground. Other-
wise, when the machine is in repose (i.e. with the engine
shut off, and not vibrating) the carbon granules begin to settle
down and "pack."

The effect of this packing is to so lower the resistance of the
carbon granules as to permit the passage of big currents
capable of damaging the microphone seriously. This danger
does not exist during flight because, owing to the vibrations
of the engine, the granules are constantly agitated, thus
keeping their resistance at an appropriate value.

Referring to Fig. 2, the current variations just noted in the
grid circuit of the control valve produce correspondingly
large variations in potential across the low frequency choke
F by the ordinary action of the valve, and thus control the
high tension supply to the power valve.

The high tension is provided by an air-driven self-regulating
D.C. generator, the regulation being effected by a demag-
netising coil and a 6 volt battery. (This is the same batterv
as is used in the filament and microphone circuits.) With
this telephone transmitter a B.T.H. generator is usually
employed. It is fitted on the undercarriage of the machine in

Fig, 1. — A view of the complete
instrumental outfit for aircraft
wireless telephony, both receiving
and transmitting. At the top are
to be seen the two sets of valves,
on the left the two usee! for trans-
mitting, and on the righ? the set
oi three, which rectify and amplify
incoming waves for reception.
Note the rubber suspension for
both sets. On the righthand side
of the frame the atrial reel is
visible.

55<"

(Supplement to The Aeroplane.)

Aeronautical Engineering

September 22, 1920

AERIAL

TRANSMITTER

Fig. 2. Internal Connecti

Internal Connections for Aircraft 1 elephone
Transmitter.

the slipstream of the airscrew, as shown in Fig. 3, and is
so designed that when supplying its normal pressure of 600
volts (approx.), at its normal speed of about 4,000 r.p.m., the
regulating battery is just "floating"; that is, it is neither
charging nor discharging.

Thus, when the transmitter is in operation under such con-
ditions, the regulating battery will — whilst being m a "float-
ing" condition with respect to the generator — be discharging
at a rate of about 1.5 amps, through the filaments of the
valves. Any variations below or above this normal speed of
the generator will result in (1) the battery discharging into
the dynamo, (2) the effective discharge of the battery being
reduced.

From this it will be obvious that during a fast dive the
battery might be actually charging, whilst supplying the
necessary current to the valves at the same time. This con-
dition should be avoided as far as possible as it is advisable
to have the battery constantly discharging during a flight, in
order to keep the filaments at a steady and constant brilliancy.
It was found that a variation in filament brightness produced
a slight alteration in wave length.

In the power valve circuit, one end of the aerial inductance
is connected to the sheath or plate of the valve, and also,
through a condenser of 0.01 mfds., to the aerial, as shown
in Fig. 2. This condenser insulates the aerial from the high
tension direct current.

The other end of the aerial inductance is connected to the
plate of the control valve, to the filament of the power valve
through a condenser of 0.005 nifds., and directly to one end

of the choke coil — the other being connected to the positive
pole of the generator. This latter condenser provides an
oscillation path between the aerial inductance and the filament
of the power valve; it also effectively insulates the high ten-
sion circuit from the low potential filament circuit.

The Transmitting Control.

A particular feature of this telephony installation is the
transmitting control. This part of the apparatus must be
fitted within easy reach of the operator. The four leads irom
the generator terminate in a female plug, which connects
with corresponding points on one side of the control; from
another side, five leads are conveyed from the internal _on-
nections of the control to the transmitter.

On the outside of the control is mounted a rather complex
switch which, on continuous rotation in a clockwise direction,
alternately "makes" and "breaks" (1) the filament current,
(2) the microphone current, (3) the generator field. In order
to facilitate and standardise the fitting of machines, a wiring
colour scheme is employed, which is also shown in Fig. 2.

At the time of the Armistice this complete telephony equip-
ment was being successfully and regularly used in a number
of squadrons at home and abroad. Since the Armistice, how-
ever, wireless telephony in commercial machines was prac-
tically a dead letter until quite recently — a few months ago.

The Marconi Telephony Set.
To-day, an aircraft telephony set designed by the Marconi
Company is being used with increasing regularity by machines
of the Airco, Instone and Handley Page Companies flying
on regular routes between here and the Continent. The
Marconi Co. have also progressed considerably with the pro-
blem of "telegraph-telephony," whereby a land telephone cir-
cuit can be linked up to operate a wireless telephony station
at a distant aerodrome. It was by this method that an official
in London recently conversed with a machine in flight, via
Croydon Wireless Station.

Direction Finding Systems.

Coming now to the question of wireless direction finding,
it must first be stated that there are two distinct systems at
present in use ; they are known respectively as the "minimum"
and "maximum" methods. Of these, the former had been
developed before the war and was extensively used by our-
selves, our allies and our enemies from the very commence-
ment of hostilities. The latter was evolved by Capt. Robinson,
R.A.F., towards the close of 1917.

The principle of directional wireless is based upon the fact
that if an aerial, in the form' of a symmetrical loop of wire,
be rotated about its vertical axis in the path of a wireless

A B.T.H. Air-driven
fitted to the mid

Generator
ercarriage

for

of a

Wireless
Bristol F

Telephony

ighter,

September 22, 1920

Aeronautical Engineering

(Supplement to The Aeroplane.)

551

GWYNNE'S

AERO ENGINES

Manufacturers of the B.R. and all types ol Aero Engines.
Sole Licensees for British Empire of Clerget Motors.

GWYNNES Ltd.,

Hammersmith Iron Works, LONDON, W.6.

" Gwynne, London." "Hammersmith 1910."

Contractors to the Admiralty, War, Indian and Colonial Offices, and the principal Foreign Governments.

KINDLY MENTION " THE) AEROPLANE) " WHEN CORRESPONDING WITH ADVERTISERS.

552 (Supplement to The Aeroplane.) Aei*OnaUtiCal hngllieering

September 22, 1920

wave, it will pick up a quantity of energy depending upon
the angle it bears to the approaching wave. This energy
will be 'a maximum when the plane of the aerial is parallel
to the direction of the wave, and a minimum (theoretically,
zero) when the plane of its loop is at right angles to this
direction.

From this it will be seen that the direction of a wireless
wave (and, hence, of a transmitting station) may be detected
by finding (a) the "maximum point" position, or (b) the
"minimum point" position of such a loop aerial. In either
case, however, the line of direction of the transmitting station
is all that can be determined. Thus, for instance, there is
110 means of determining whether the received signals are
coming from N.E. or S.W., from N. or S., from F- or W.,
etc.

If two receiving stations, some distance apart, take a bear-
ing on the same transmitting station, the actual position of
that station can be ascertained ; it will lie at the point of
intersection of the two lines of direction. Again, by employ-
ing a third direction finding station the possibility of error
will be eliminated, or, at any rate, reduced, by providing a
means of corroborating the other "bearings.

We have assumed above that this method of position finding-
could be carried out by finding the "minimum point" or
"maximum point" position of the receiving loop aerial. In
practice, however, this is not so. It is exceedingly difficult
--in fact, impossible — to locate the exact "maximum point"
of such an aerial. It is so "insensitive" around that position
that the human ear fails to detect any decrease in the strength
of signals between io deg. or 15 deg. on either side of the
exact "maximum point."

Around the "minimum point," however, great sensitivity
is obtained ; so much so that differences in signal strength
can be detected by swinging the aerial coil ever so slightly.
In fact, by this system bearings can be taken to an accuracy
of 1 deg. This, then, is the principle of the system employed
(with certain modifications) by practically all combatants of
the war to locate the position of hostile craft — airships, aero-
planes, submarines, seaplanes, men-of-war, land stations,
trench stations, etc., etc.

It ma}' well be imagined how dangerous a thing it was to
"open one's mouth" in the wireless world during the war
under such conditions. Herein lay the primary disadvantage
of this system. If an aeroplane wanted to find its position,
for example, it had \.o transmit to the ground direction finding
stations — incidentally betraying its position to any enemy
direction finding stations that happeiied to be listening for
it.

The intelligent reader may now iucpuire : "Why shouldn't
this difficulty be overcome by reversing the modus operandi
of the system?" In other words, why not put the receiving

Fig. 4. — Complete Direction Finder Installation as used on
Handley Page Aeroplanes.

aerial in the machine and do the transmitting from the
ground ? The chief reason lies in the extreme sensitivity of
the "minimum point" position; this is completely negatived
in a machine by the noise of the engine.

The Maximum Method.

Towards the end of 1917, Capt. Robinson, R.A.F., developed
a system of direction finding which successfully overcame
both these difficulties. That is, it enabled a machine to find
its own position in the air when working on maximum
strength of signals. This method (which is known as the
"maximum" method) employs two vertical coils, fixed rigidly
at right angles to each other; thus when one coil is at the
"minimum point" position the other will be at the exact
"maximum point" position.

On this apparatus, in conjunction with a 7 valve amplifier,
signals have been received in a Handley Page machine from
a distance of 2,000 miles. The coils can De fitted either on
a separate frame inside the fuselage or they can be wound
around the wings of the machine. Fig. 4 shows the complete
equipment of coils used in the fuselage of a Handley Page.

For the purpose of navigating by the "maximum" ' method
it is, of course, necessary that certain ground stations be used
for transmitting to machines at definite intervals. Further,
it involves the use of special charts on which the exact posi-
tion of these stations shall be marked. Also there are a few
important corrections to be applied to the original observed
bearing in each case.

When working on "fuselage coils" a serious difficulty is
introduced by an effect known as "quadrantal error." This
is due to the presence of various metal parts in the machine
itself (i.e. the engine, bracing wires, controls, etc.), which
deflect the path of the wireless wave on its passage to the
coils in the fuselage, thus recording a false bearing. This
problem is dealt with by swinging the machine on the ground
and plotting a quadrantal error curve on a known station for
all angles between o deg. and 360 deg.

By means of "wing coils" (i.e. with the aerials wound in
the wings) a machine is enabled to fly in a straight line to
a transmitting station. This method of guiding the direction
of a machine will eventually prove of great value in short
distance commercial flights, chiefly because of the simplicity
of its operation, which dispenses with the necessity of carry-
ing a special navigator.

The pilot's helmet will be fitted with telephone ear-pieces,
and by means of a single switch he will be able to tell (from
the strengths of the signals he hears) when his machine is
pointing directly to the transmitting station. If this station
is situated at the aerodrome to which he is flying, he will
thus be brought to his destination by the shortest possible
route.

Up to the present, commercial aviation companies have had
little opportunity1 of investigating the possibilities of this new
method of aerial navigation. Their time and energy have
been fully occupied with the problem of carrying on, of
struggling to keep afloat on the industrial tide — a concerted
battle foi cAutaiLc. To-day, nowever, by the united influ-
ence of British perseverance and skill, we have arrived at a
stage in the development of our commercial flying when the
promise of the near future demands that serious attention be
given to this important question.

It is quite wrong to imagine that this branch of wireless
has not yet emerged from the experimental stage. More than
two and a half years ago the author carried out successful
directional flights to wireless stations 50 miles distant from
the aerodrome of departure. Again, wireless telephony has its
own important advantages to offer to the development of com-
mercial aviation.

To conclude, the time has arrived when it behoves all enter-
prising commercial firms to avail themselves of the results
of those years of strenuous effort which we have retraced in
this brief and necessarily incomplete review of the develop-
ment of aircraft wireless.

TO BRITISH AIRCRAFT MANUFACTURERS.

Too late to print in exteuso in this issue, The Aeroplane
has received from the Air Board of Canada a notification that
they are inviting tenders for the construction of a number
of different types of aeroplanes, seaplanes, and flying-boats.
In the first place, orders will be for experimental machines
alone to determine the types best suited to Canadian con-
ditions, but successful designs will probably be ordered in
quantity.

Aircraft manufacturers who have not received copies of
this inquiry and specification can inspect them at the Offices
of this paper.

September 22, 1920

Aeronautical Engineering

(Supplement to The Abropune.) 553

Bristol Fighter

Type F.2.

— TWO-SEATER BIPLANE —

DISPOSABLE LOAD

(Apa t from Fuel

630 lb,

DURATION OF FLIGHT
3 hrs

SPEED AT 5,000 FEET
122 m.p.h.

Pre-eminent for

FAST MAILS AND EXPRESS GOODS

Fitted with

Hispano - Suiza

300 H.P.

Engine

Offered for

Instant Delivery

£800

Ex Depot

The Aircraft Disposal Company, Limited

Managing Agents : HAN DLEY PAGE Ltd.

Regent House
KINGSWAY

" Airdisco, Westcent " LONDON Regent 5621 (3 lines)

^^^^^^^^^^^^^^^^^^^^^^^W^W/ / ////////y//MA

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554 (Supplement to the aeroplane.) Aeronautical Engineering

September 22, 1920

AMPHIBIANS FOR THE AIR MINISTRY COMPETITION.

THE SAUNDERS " KITTIWAKE."

Though it may justly be contended that the Air Ministry
Comfort and Security Competitions for Aeroplanes has pro-
duced nothing of startling novelty, the amphibian contest now
in process is to some considerably less extent open to this
charge.

The very fact of the machines being amphibian to some ex-
tent secures this, for amphibians have never been usual, but
the particular competition has led to the construction of the
Saunders " Kittiwake " — a machine bristling with novelties.

Whether this machine actually appears in the trials, or
whether the difficulties insuperable from the construction of a
machine embodying so many new features prevent her com-
pletion in time therefor, is at the moment uncertain, though
according to the letter of the rules the "Kittiwake *' is already
disqualified by her failure to reach Martlesham by Sept. ist.

Both the hull and the body are boat-built structures, entirely
covered with the well-known Saunders Consuta— as, indeed, is
the whole of the machine. The hull itself is a boat-form two-
step hydroplane, with a Vee bottom and "tumble home" sides.
The two steps are close together, and the after step is approxi-
mately beneath the C.G. of the whole machine. Between these
two steps there are, one at each side, two upwardlv extending
box structures, wherein are housed the landing' wheels and
shock absorbers. These two wheel compartments are fitted
at the bottom with folding flap doors, cam operated bv the
wheel retracting mechanism, so that withdrawing the wheels
closes the doors.

As the forward step should largely clear the water from the
flaps at speed on the water, it seems piobable that no serious
water resistance will be produced by this wheel arrangement.

The body which surmounts the hull is a two-storey affair,

Nevertheless it redounds gi eatly to the courage and enter-
prise of the firm of S. E. Saunders and Co. that the machine
should have been put in hand at all.

As appears to be usual with amphibians, the "Kitti-
wake " is essentially a flying boat with retractable wheels, hi
this case the wheels retract to within the hull when on the
water or in the air.

The hull proper is relatively short, but it is surmounted by
a fuselage which contains the control mechanism, passenger
and goods space, and extends aft to support the tail surfaces.

The hull and the surmounting tody are separate structures,
removable one from the other by the release of a number of
steel fishplate joints, so that a damaged hull may be replaced
by a spare if necessary.

The Hull and Fuselage of the Saunders
" Kittiwake." The lower of the two
windowed compartments is that for
pilot and mechanic. Above is the pas*
senger cabin. One oi the landing wheels
is visible, protruding through the hull
bottom between the two steps.

whose form is obvious from the drawings and photographs of

the machine.

The lower storey, projecting forwards, houses the pilot, with
alongside him space for a mechanic, and this compartment is
open to the hull space beneath. The mechanic thus has access
tb the little bow cockpit, whence mooring and tying-up opera-
tions are carried on, and aft to inspect the landing gear. He
ha also access to the upp ;r or passenger storey, and can pro-
ceed right down the body if necessary to inspect control
leads and the like.

This upper storey, fitted with ample Triplex glazed windows,
forward, is 6tted with longitudinal upholstered seats at each
side,' giving very ample room for certainly five passengers.
Entrance is by large side entrance doors, one on each side,
and aft the doors there is a small lavatory compartment.

September 22, 1920 Aeronautical Engineering ^L«t to the mi 555

1 Pilot and 11 Passengers or ii Tons of Mail or Freight. Endurance 5 hours.
A factor of Safety of 5 throughout.

Vickers-Saunders Flying Boats.

PEACE PRODUCTS EXHIBITS at the GREAT VICTORY EXHIBITION,
STAND 151/160, CRYSTAL PALACE.

Aviation Department :

Vickers House, Broadway, London, S.W.I.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

556

(Supplement to The Akroplank.)

Aeronautical Engineering

September 22, 1920

The Saunders " Kittiwake " in an
advanced stage of erection at the makers'
works. The interplane aileront. and the
single I struts between wingt. can be
seen clearly.

The cabin compartment entirely fills the gap between the
wings, which are attached directly to the body.

These wings are extremely interesting and embody a num-
ber of novel features. They are built up on two spars, which
are of normal box construction, with spruce flanges and Con-
suta webs. Between spars are ribs, more or less of the nor-
mal girder type. Large box-section compression ribs connect
these 'wo spars, and a covering of Consuta plywood com-
pletes tne structure, acting both as covering and as cross-
bracing. Single I form interplane struts, built up with an
internal spruce structure, covered and braced by Consuta,
connect the upper and lower wings, each attached to one
of the above-mentioned compression box ribs.

A single row of interplane bracing is used, midway between
the spars, and the fittings whereto this bracing is attached
consist of long e>yebolts running through the box rib, which
is here solid, in the line of the wiring, and bedded down on
the outer surface of the wings on bevelled-off packing blocks
of duralumin.

To the front and rear spars, over the wholp span of the
wings, except for a few inches at each wing tip, there are
hinged leading and trailing edge ribs of duralumin. These
ribs are mounted on stout duralumin torque tubes in such wise
that all leading and trailing edge ribs move as one unit.
These ribs are covered top and bottom by extensions of the •
Consuta covering of the mam wing section. This covering

is free to slide relatively to the ribs, projecting tongues from
the ribs passing through slots in the covering and hold the
covering to the rib contour. At leading and trailing edges
the covering passes under trough section duralumin sheet-
members, and is there equally free to slide.

At frequent intervals along these leading and trailing edge
portions are levers similar to those commonly applied to
ailerons. Through the central portion of each wing there
passes a long duralumin tube, running in bearings, and carry-
ing a series of racks. These racks gear into pinions, which
are mounted in bearings affixed, to the upper wing surface.

The pinions are mounted on hollow, internally screwed
axles, fitted with three start threads, right and left handed,
arid into these are inserted screws, which operate push-and-
pull rods-, coupled to the levers on the leading and trailing
edges. Movement of the racks therefore moves both leading
and trailing edges up or down simultaneously.

The push rods operating the racks pass through the cabin
walls, and are there controlled by a chain-operated screw
gear from alongside the pilot seat.

On the result of wind tunnel tests of a model of the
machine, it is expected that this form of variable wing will
permit of a very low landing speed and a quick get-off, to-
gether with a good high speed.

Lateral control is effected by interplane surfaces after
the old Curtiss method, but balanced. The first interplane
strut out from the body, instead of being built of timber and
Consuta, is a built-up duralumin affair, expanded at the centre
into a streamline body of hexagonal end elevation, which forms
the engine mounting and cowling.

Two A. B.C. " Wasp " engines of 200 h.p. each arc. attached
to these mountings, which are alsoi stayed to the body by a
parr of horizontal steel-tube struts.

Fuel for these engines is carried in gravity tanks of stream-
line form mounted above the top plane, slightly outwards from
the engine struts.

The tail plane, mounted at the extreme end of the upper
body, is a monoplane, supported on bearings at th% front spir,
and carried on a screw adjustment gear aft. A large central
balanced rudder is appended on the centre line, with two large
fixed fins, one half-way along the semi-span of the tail. These
tins are coupled at their upper and lower extremities by tubu-
lar struts, and cross-bracing wires to the fin tops and bottoms
make this tail unit- a rigid structure. Like the remainder of
the machine, the whole taii is Consuta covered.

Specification of the Saunders "Kittiwake."

Type .... Amphibian Passenger
Carrier.

Span 68ft. 3m.

Length 43ft. 8in

Height 14ft. oin.

Length over hull 30ft.

Chord 7ft.

Gap at centre 7ft.

Gap at wing tip 5ft. 4m.

Total area of main

planes 864 sq. ft.

Total area of ailerons

60 sq. ft.
Total area of tail planes

67 sq. ft.

'Total area of elevators

45 sq. ft.

Total area of fins, 40.5 sq. ft.
Total area of rudder,

28 sq. ft.

Weight empty 3840 lbs.

Fuel fioo galls.) 720 lbs.

Oil (8 galls.) 80 lbs.

Crew (2) 360 lbs.

Useful load 1,200 lbs.

Total weight loaded 6,200 lbs.
Engines (2), A. B.C. "Wasp
II.," 200-h.p. each.

Wt. per h.p 15.5 lbs.

Loading 7.18 lbs., 4 ft.

One of the Duralumin Engine Hmsing and Strut Units of
the " Kittiwake/'

THE FAIREY AMPHIBIAN.

This, the only float-type seaplane entered for the seaplane
competition, is in all essentials of the standard Fairey type 3
class, with a rearrangement of the seating accommodation
and the addition of retractable landing-wheels.

The Fairey patent variable camber gear, consisting of
trailing edge flaps over the' whole wing span, capable of
being raised or lowered at will, is employed, as it is in all
recent machines of this firm's design.

The twin floats are of the single-step type, fitted with long
extensions aft the C.G., so that the main floats normally

September 22, 1920

Aeronautical Engineering (supplement lo THE a™*™.) 557

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

b-5»

(Supplement to Th^ Aeroplane.)

Aeronautical Engineering

September 22, 1920

support the wfiole machine The tail float comes into action
onlv if the wings are folded on the water or if the mam
floats are punctured. There is a very large reserve of buoy-
ancy on the main floats. These are each subdivided in nine
watertight compartments, and the machine will remain afloat
with a total oi eight compartments punctured.

The retractable wheels are mounted between the floats, and
carried on a steel frame, rectangular in plan arid triangular
in side elevation, hinged at its forward cross-member to the
floats and rotatable about this hmge by a wheel in the pilot's
cockpit.

The top cross-member of this frame is extended and falls
into wells in the floats and is there locked by four undercut
hooks which engage in shackles on the frame extension.

These hooks are positively engaged by the movement of
the operating wheel and form an absolutely secure lock.
A laminated wooden tail skid attached beneath the tail float
completes the undercarriage arrangements.

The wings fold, and folding and locking arrangements are
operated from the pilot's seat.

The pilot's cockpit is just aft the centre section, and
immediately behind it is a second cockpit seating two pas-
sengers side by side. Petrol and oil tanks are stowed in the
fuselage ahead of the pilot's seat, the petrol stowage being
divided between two tanks.

Specification of the Fairey Amphibian.

type

Three-seater

Float Amphibian

Span 46 ft. 1 J in.

Length overall 34 ft. 4 in.

Height overall 12 ft.

Chord 5 ft. 6 in.

Gap 5 ft. 7 in.

Total surface of wings,

488 sq. ft.

Span of tail 13 ft.

Chord of tail 4 ft. am.

Petrol capacity 77 gall.

Oil capacity 9 gall.

Kng'ine Napier, 450 h.p.

No data as to weights or performance available.

THE AMERICAN GORDON BENNETT RACERS.

The forthcoming Gordon Bennett Race, to be held at
Etampes at the end of September, will gain considerably in
technical interest from the presence of an American team
of challengers, consisting of three machines, all of American
design.

Europe has — since the war — seen nothing of American
aircraft design more recent than the J.N. type Curtiss. It
has, however, heard much of it, and the opportunity of com-
paring performances with claims which the race should afford
will be welcomed by many designers from the less vocable
parts of the earth.

The American entries are made by the Aero Club of Texas,
entering the Curtiss-built "Texas Wild Cat": the Dayton
Wright Company, who have designed and built the "R.B."
monoplane for the purpose ; and the U.S. Army, which is to
be represented by a machine designed by Mr. A. V. Verville,
of the McCook Field Experimental Station, and built at that
establishment

The Army Entry.

Very little data is available as to this craft. Illustrations
in the American journals show it to be single-bay biplane,
with one I-type interplane strut a side, of slightly greater
span on the top plane than on the bottom, and fitted with
balanced ailerons on the lower wings only. The fuselage
is ot circular section, and the power plant consists of one of
the new Packard 12-cylinder enlarged and improved
"Liberty "-type engines which is capable of developing some
600 h.p.

The general effect is somewhat reminiscent of the later
types of S.P.A.D.

The Dayton Wricht Monoplane.

The Dayton Wright type R.B. monoplane possesses a
number of interesting features, none of them entirely novel
but constituting as a whole a distinct advance in the direc-
tion of intelligent design for racing purposes. If the execu-
tion be as intelligent as the general design the machine
should be a formidable opponent to the fastest European
types. 1

The machine is a cantilever monoplane with variable
camber wings and a retractable undercarriage. An engine
of 250 h.p. is fitted, so that it is evident that the designer
has relied rather on careful aerodynamic design than on

The Verville Biplane (600=h.p. Packard Engine) designed and
built at McCook Field (U.S. Army Air Service! for th»
Gordon Bennett Race.

September 22, 1920

Aeronautical Engineering (Supplement to THE AEROpWn,.) 559

WESTLAND

The MK.ll WESTLAND LIMOUSINE

fitted with the 300 h.p. Hispano Suiza engine
has now been thoroughly tried out at our
Works and proved most satisfactory in every
way.

We are in a position to give early delivery
of these machines.

The special features are ; Large carrying space
in the cabin ; outside petrol tanks ; Engine
Spares easily obtainable in Europe and America

The machine is well worth the serious con-
sideration of Aerial Transport Companies.

May we send you particulars ?

WESTLAND AIRCRAFT WORKS

(Branch of Petters Limited)

YEOVIL.

Telephone : _|Y \{^_ Telegrams

141 and 142 YEOVIL. ^MZ^wJL. AIRCRAFT, 141 YEOVIL.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

560

(Supplement to The Aeroplane.)

Aeronautical Engineering

September 22, 1920

The Dayton Wright R.B. Cantil ;ver Monoplane (280=h.p.
Hall=Scott Engine) for the Gordon Bennett Race.

brute force for the attainment of speed. The single wing is
mounted high on the fuselage, which is very deep and oval
in section. Judging from illustrations, this wing is not of
a very deep section, but it has on its lower surface an appre-
ciable bulge, which suggests that at least one wing spar is
of considerably greater depth than the general outline of
the wing will accommodate. The wing is a timber structure,
entirely veneer covered, and Lhe variable camber device
employed is the well-known trailing edge flap system due
largely to Mr. Fairey. The undercarriage is a modification
of the standard vee type, wherein the usual cross-member .
joining the bases of the vee is replaced by a pair of struts
on each side, hinged at the centre of the fuselage. The vee
struts, instead of being fixed at their upper extremities, can
be drawn up inside the body, the axles then folding
upwards till the wheels fold into orifices in the side of the
fuselage.

The fuselage is a monocoque structure of veneer bound
with glued labric.

The tail is a cantilever affair, and the undivided elevator
is thickened in the centre to carry on and wash-out the lines
of the fuselage. i

The span is 22 ft. 6 in., the length overall 22 ft., and the
power plant consists of a six-cylinder vertical Hall-Scott
engine of the "Liberty" type, developing 250 h.p., wherewith
the builders' publicity department claim that a speed of
200 m.p.h. will be attained.

The " Texas Wild Cat."

Built by the Curtiss concern to the order of a Mr. Cox, of
the Aero Club of Texas, this machine is also a monoplane.
It appears to be of the rigid truss type, braced by tubes from
undercarriage to the wing spars ; but as the only illustra-
tion of the machine so far discoverable is mainly occupied
hy the dense crowd which the christening bottle of " real
champagne" naturally attracted in a dry land, the evidence
is not conclusive. The body is stated to be of monocoque
construction, and the machine is equipped with the Curtiss
12-cylinder Yee-type engine of 400 h.p.

In view of the known technical resources of the Curtiss
Company, it seems highly probable that this will prove to
be the most successful of the American entries It starts
with the initial advantage that 110 spectacular claims appear
to have been made by its producers, whose sole statement
as to the machine's performance is that it required the
special preparation of a large addition to their own aerodrome
for landing.

SOARING FLIGHT.

Among the technical notes which are regularly issued by
the American National Advisory Committee for Aeronautics
there has recently appeared a translation from the French of
an account by M. P. Idrac of the results of certain researches
into the soaring flight of birds, carried out in the vicinity of
Dakar and in French Guinea. The process adopted was
that of making careful measurements and observations of the
speed and direction of air currents in the zone of operation
of soaring birds. Anemometer kites were used to study wind
velocities, and a kite carrying a pivoted vane, whose inclina-
tion gave a measure of the vertical wind component, was
used to investigate deviations of the wind from the horizontal.

The conclusions arrived at are that the wind in these
localities nearly always has a vertical component, and that
areas of both ascending and descending currents can be
observed. Some of these areas remain fixed, and are traceable
to definite local obstructions, and other areas are variable
and change in position without apparent laws or assignable
causes.

The regions of soaring flight always coincided with areas
of ascending air. In these areas the birds fly either circling
or on an irregular course. The birds move with moving
areas of rising wind, and do not cross from one rising area
to another except in approximately straight lines and with-
out stopping. They may thus lose height, to be regained in
the next ascending area, and they thus give the impression
that they soar at random.

No connection could be established between wind irregu-
larity and soaring. Soaring often occurred in feeble and
regular breezes. By determining the speed of soaring birds
by trigonometrical observations, the wind speed and, by

repeated observation, the minimum upward component in
which soaring was observed, the observers were able to deter-
mine approximate values of the Lift /Drag ratio of the birds,
and the effective value of their Lift coefficients. So far they
have only arrived at approximate figures for two types of
birds. These are given in the table below.

Bird.

Egyptian Vulture

African White-backed Vulture

O.CD
CO ">

24

28

< & •

"O o »

« 3 w

5 <D —

1.6
r,6

L/D.

15

17-5

Kl.

0.51
O.96

These figures are given as first approximations from a
limited series of observations, to be confirmed or refuted
by further research.

Assuming that they are reasonably close to the facts, they
indicate that birds have succeeded in attaining a better com-
bination of a high lift with a low resistance than have the
designers of aeroplane wings, but that the superiority of the
bird in this respect is by no means so great as is often
alleged.

A GERMAN SPORTING SINGLE-SEATER.

The Sablatnig Spirting Type Monoplane.

The latest Sablatnig production is the sporting monoplane
K.F.i, which has now been sanctioned by the Inter-Allied
Commission. From the illustrations it will be seen that the
model is of the ordinary monoplane type with the landing
wires led to a tube cabane and the lower ones carried to
the plywood fuselage. Both the main planes and the tail
unit can be folded when the ailerons are clipped by plates.
The control cables fiom the levers are led inside the planes
aft the front spar. The strut support features of the fin is
maintained. The engine is a 3-cylinder Rheinische Aero
Werke. The tail skid is a steel spring. The main dimensions
of the Sablatnig sporting monoplane K.E.i are : —

Max. length 5.3 m. Full load weight 285 kg

Span S.4. m. Fuel capacity 2.5 hrs.

Span, folded 1.4 m. Run to get off 50 m.

Ma.:, height . . :', 2.2 m. Landing run 25 m.

Weight, empty 185 kg. Speed 100 km.

E. H.

The Sablatnig Single Seater packed for transport.

ITALIAN NOTES.

The Sarri Triplane.

The Sarri triplane illustrated recently fails to show its
feature in most of the photographs taken of it, the absence
of the elevator in the tail and its substitution by trailing
edge elevator on the bottom plane.

A New Ricci Triplane.

Messrs. Ricci have produced a slightly bigger two-seater
triplane with span increased to 4.50 and length to 5 metres.
Weight is 360 kg., speed expected about 140 k.p.h., and
flight capacity, with a 50-h.p. rotative engine, three hours.

The F.I.A.T. B R.

It seems scarcely possible that' the F.I.A.T. B.R. 700 h.p.
has not so far been officially adopted by the Government,
but one believes this to be a fact. Several Savoias with the
big 480 Ansaldo S. George engine1; have, however, been
ordered.

September 22, 1920

Aeronautical Engineering

(Supplement to The Aeroplane.)

56l

Titanine Dope

(THE ORIGINAL NON-POISONOUS)

Is most Economical and Durable and OFFERS
THE GREATEST RESISTANCE TO FLAME

TITANINE

AND THE

Aerial Derby Handicap, 1920

AvroBaby - FIRST
AvroBaby - SECOND

BOTH COATED WITH TITANINE DOPE

Manufacturers and
Sole Proprietors—

TITANINE, LIMITED,

Booth Road, Colin Deep Lane, HENDON, N.W.9

Telephones —

Kingsbury 164
Kingsbury 84

Works.

West End Office—
175, PICCADILLY, W.l.
Telephone — Gerrard 2312.
Telegrams — Tttrafree, Piccy, Lcndon

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5^ ,80,,,^ to T« a™»uw.) Aeronautical Engineering September 22, 1920

AIR MINISTRY NOTICES TO GROUND
ENGINEERS.

No. 8, 1920. — Fitting of Lau.asi in Aircraft.
It is hereby notified : —

Attention is drawn to the precautions necessary when fitting ballast
in aircraft lor trimming purposes

The ballast should take the form of bags filled with earth or sand,
or of weights made of .sheet lead.

Bags of small shot or stones should not be used, as experience has
shown that such bags wear out quickly and allow the filling to
escape.

The bags or covers for the lead should be* made of stout canvas or
other strong material, and should be provided with adequate means
ol attachment, such as straps or strong cord, by which they can be
secured in the cockpit.

In order to preclude all risk of accidents, such as fouling of controls
or falling out ol the aircraft, the ballast should always be securely
.attached in the cockpits.

No. 9, 1920. — Defects ln aircraft Timber.

It is hereby notified : —

Attention is drawn to a common defect found in aircraft timber,
especially spruce, which is usually known as "spiral" and sometimes
erroneously as "cross grain." The existence of such a defect is due
to the twisting of the tree during growth, and consequently cannot
be determined by a casual examination of the straightness of the
gram, ir can, however. Dc d-jtected by closely examining the direc-
tion and incl.nation of the wood fibres, it is usually most apparent
011 the "flower" side of the grain, and takes the form of small resin
channels of i brownish colour, running at an inclination to the
axis of the strut or spar, as the case may be

A slight inclination is of no disadvantage, but when the slope is
great (he timber is liable to break off short. An indication of the
amount of slope which, from experience, has been found to be satis-
factory is, roughiy, when the inclination of the fibres is not more
than 1 in 15.

The defect is more readily found by means of splitting the timber,
the angle of the spiit giving the true slope of the fibres, and when
making new timber parts for replacement it is recommended that
the part be made slightly longer to allow for a short piece to be cut
off tor splitting purposes.

When making such tests the split should be made in two direc-
tions : —

(1) In line with the grain, and

(2) At right-angles to it.
Air Ministry, Sept. nth, 1920.

WANTED: BACK NUMBERS.

Mr. F. V. Wagner, Librarian of the Manufacturers' Aircraft
Association, Inc., of 501, Fifth Avenue, New York, is anxious
to obtain for the Association's Library certain back numbers
of the now extinct periodical called Flying, which was
published by Land and Water in London. The particular
numbers required are as follows : —

Vol. 3. Nos. 55, 59, 62, and numbers for month of
Jan., 1918. Vol. 4. No. 97.

Any readers of The Aeroplane who have these numbers
in stock and are prepared to sell them are requested to
communicate with Mr. Wagner.

A GERMAN CAMERA GUN FOR AERIAL
SPORTS.

The Danish correspondent of The Aeroplane writes : —
The well-known German Messter cinema film corporation
has brought out a camera gun which is to be exploited by
the Optikon Co., Ltd., formed in Berlin and Holland, and
should appeal to erstwhile scout fighters, who have found civil
aerial transport outside their scope of activities or interest,
as it tends to turn Ihe spectacular show of the manoeuvrability
of pilots and single-seater mounts to account The camera will
co-operate automatically with the machine-gun, as fighting
will take place exactly as on active service, and the film, in
junction with a watch time-recorder, will register when the
opponei.t was hit, as is evident from the illustrated specimen.

The company intends to arrange sporting lights of this
nature in replacement of the pre-war exhibitions, and will
conduct them in combination with totalisator, as signal rockets
can start and stop the fighting and the timing tell the result

when the films have been developed a few minutes after the
lauding.

m TRADE NOTES.

A Paying Proposition.

There are many big business firms who say that they are
only waiting to see an air line make a commercial success
before they themselves embark on a similar enterprise. It
is therefore worthy of note to record the fact the our pioneer
air line, Aircraft Transport and Travel, Ltd., is now running
at a profit.

The line is now in the hands of Mr. Frank Searle, who was
responsible for the change over from horse-drawn to motor-
propelled vehicles of the London General Omnibus Company.
Mr. Searle did not profess to know much about the technical
side of aircraft, but with the competent litlte group of pilots
with which, fortunately, the line was staffed this was a minor
consideration. The fact remains that Mr. Searle introduced
so much of his business experience into the working of the
line that in a very short time it was showing a piofit. One
confidently expects that vety soon the line will be showing
a very big profit. — G. d.

Machine Tools.

At the Machine Tool and Fngineering Exhibition now hold-
ing the stage, at Ohmpia a most ii ftiesting exhibit is that
of Messrs. Lehman, Archer and Co., Ltd., makers of the
famous "Original London-made" engineers' taps and dies, etc.

They are also shewing die-nuts, chasers, tap wrenches, etc.
All taps and dies shown are made by the firm at their works
at Fairlop, near Ilford

Messrs. Lehman, Archer and Co. were directly concerned
in the establishment of the B.A. standard thread, and the
first B.A. tap was made in their factory. — G. d.

A New Yellow Metal.

An alloy, which it is claimed possesses all the virtues of
phosphor bronze, gunmetal and Admiralty bronze, with the
added advantages of an extremely high ductility and great
resistance to corrosion, is known as P.R. Corona Metal. It
is to be seen at the machinery exhibition at Olympia, and it
is further claimed that it yields clean close-grained castings
and can be melted repeatedly without change in its properties.
The makers are P.R. Metals, Ltd., 6, 7 and 8, Old Bond
Street, W.i.

A Change of Address.

The Aerolite Piston Co., Ltd., give notice that, on and
after Monday, Sept. 6th, their address will be 36, North
Audley Street, Oxford Street, W.i.

New Companies.

AdaSTral Air Lines, Ltd. — Private company. Regd. Sept.
10th. Capital, £3,000 in 2,850 ordinary shares of £1 each
and 3,000 deferred shares of is. each. To carry on the busi-
ness of aviators, carriers and transporters of passengers and
cargo by flying machines, airships, balloons, etc., and to
adopt an agreement with C. Oliver. The first directors are : —
C. H. Oliver, Whitmore Lodge, Sunninghill, Berks.; J. E. F.
Harley, 19, Stratford Place, W.i; G. W. R. Pidsley, Ravens-
leigh, Water Lane, S.W.2; F. W. de Valla, 19, Stratford
Place, W.i. Secretary : W. Chant. Solicitor : A. E. Timbrell,
16, Regent Street, S.W.i. Registered Office : 16, Regent
Street, S.W.i.

NATURE FOLLOWS ART.

It is interesting to note that owing to a sketch which
appeared in a recent issue of The Aeroplane, the spelling
of the name on a punt not a thousand miles from Bourne
End has now been revised.

Specimen of the Pilm of the German Camera Gun described above.

September 22, 1920

Aeronautical Engineering (Supplement t0 TH8 > 563

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THE PIONEERS

OF

RELIABLE AIR
TRANSIT

They have increased their reputation year by year
until to-day it stands first for RELIABILITY
among Pilots and Mechanics.

Commercial Transport will be on a sound financial
basis quicker by utilising the ECONOMY and
SIMPLICITY of BEARDMORE ENGINES.

Many leading manufacturers of Aircraft are doing
so by installing the 160 h.p. Beardmore as the most
reliable and economical engine available.

Complete engines and all duplicate parts dispatched
at 24 hours' notice.

BEARDMORE AERO ENGINES, LTD.
112, Great Portland Street, London, W.l.

Telephone : 238 Gerrard.

Works - - Parkhead Steel Works, Glasgow.

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KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

564

(Supplement to The Aeroplane )

Aeronautical Engineering

September 22, 1920

e 6

MESMERIC"

FIRTH'S "MESMERIC" CARBON
CASE-HARDENING STEEL.

Equivalent to Air Ministry Specification S 14.

This is a thoroughly reliable case-
hardening steel, easy and simple to
work, certain and satisfactory in its
results. It Is celebrated for its tough
fibrous core and extremely hard and
durable case.

Firth's handbook on Aeroplane steels gives full
specifications of this and other standardised
qualities, including analyses and mechanical pro-
perties.

THOS. FIRTH & SONS. LTD.
SHEFFIELD.

The Armstrong Siddeley 150 h.p. Radial Engine.

Aircraft Engines

Latest Models:

45 h.p. 2 cyl. Armstrong Siddeley Aircooled.
150 h.p. 7 cyl Armstrong Siddeley Radial.
300 h.p. 14 cyl. Armstrong Siddeley Radial.

ARMSTRONG SIDDELEY
MOTORS, LTD., COVENTRY.

(Allied with

Sir W. G. Armstrong-Whitwnrth & Co., Limited).

London : 10, Old Bond St., W.I

'Phone: Gerrard 6439. Tel.: Armsidco P ccy, Lon.

Godbalds.

KINDLY MENTION "THE AEROPLANE" WHEN CORRESPONDING WITH ADVERTISERS.

September 22, 1920

The

Aeroplane

565

THE UNITED KINGDOM OF GREAT BRITAIN AND IRELAND.

OFFICIAL

NOTICE TO AIRMEN (No. 97 of the year 1920).

Air Ministry, Sept. 15th.
Aerodrome List Amendments.
It is hereby notified :— Additions and Amendments to Notice to Air-
men, No 81 (Consolidated List of Aerodromes), of July 20th, are as
follows : —

List B. — (b) Stations temporarily retained for service purposes. The
following should be deleted : —

Aerodrome. — Shoreham; Lat. 50 deg. 50 min. 20 sec N. ; Long. 0 deg. 17
min. 30 sec. W. Height above sea-level, 10 ft. Nearest railway
station, Shoreham (L-B. & S.C R ), 1 mile. Nearest town (by road),
Brighton, 6| miles. True bearing Horn Aerodrome, E-
Thetford, Lat. 52 deg. 23 min. 30 sec. N. ; Long 0 deg. 47 min losec. E. ;

100 ft.; Thetford (G.E-R-), 2 miles; Thetford (by road), 2 miles; N.W.
List C— Licensed Civil Aerodromes.— (b) Civil Aerodromes licensed as
'•Suitable for Avro 504 K and similar types of aircraft only."— Except
in very few instances accommodation does not exist. The licences have
also been issued for limited periods only. Foreshore Aerodromes are
not included. The following should be added : —

Aerodrome — Brighouse, Thornhilis Lane; Lat. 53 deg. 42 min. 30 sec. N. ;
Long. 1 deg. 45 min. 30 sec. W. Height above sea-level, "400 ft.
Nearest railway station, Clifton Road (L & Y.R.), 1 mile. Nearest
town (by road), Brighouse, miles. True bearing from Aero-
drome, sw.

Sheringham; Lat. 52 deg. 56 min. o sec. N. ; Loni; 1 deg. 13 min. 0 sec.

E. ; 80 ft.; Sheringham (M. & G.N.), | mile; Sheringham (by

road), i mile; N.N.W.

AIR CONFERENCE, 1920.
The Air Ministry announces : —

Owing to the rapidly increasing importance of aviation, the variety
and complexity of the problems facing those interested in its develop-
ment, and the desirability of an examination of the present situation
and a mutual exchange of opinions on the subject, the Air Council
has decided to call together an Air Conference. Its more immediate
object will be to bring representative members of all sections of the
community into contact with the practical work being done to-day
with a view to assisting future progress.

NOTICES.

In view of the nature of this conference the Lord Mayor has kindly
granted the Air Ministry permission to hold it in the Council Chamber
ol the Guildhall, London, and has also consented to open the pro-
ceedings on the first day. It will take place on Oct 12th, 13th, and
14th, 1920, attendance being by invitation.

The following have kindly consented to take the chair on the three
days, respectively : — ■

First day : The Lord Montagu of Beaulieu.

Second day : The Lord Weir of Eastwood

Third day : Admiral of the Fleet, Earl Beatty.

First Day.— The subject for consideration on the first day will be
civil aviation. One paper will be read by Major-General Sir Frederick
Sykes, G.B.E-, K.C.B., C.M.G., Coniroller-Generai of Civil Aviation,
on the present situation of Civil Air Services. British and foreign : the
organisation necessary for success and the prospects for the future.
A second will be read by Mr. H. White-Smith, C.B.E-, chairman of
the Society of British Aircraft Constructors, dealing with the demands
of Civil Aerial Services from the constructional point of view.

Second Day.— The second day will be devoted to technical questions
affecting both the Civil and the Service sides of the art. Papers will
bt read by Air Vice-Marshal Sir E. L. Ellington, K.C.B., C.M.G.,
C.B.E., Director-General of Supply and Research, Air Ministry, on the
development of aircraft; and by a representative of the Royal Aero-
nautical Society.

Third Day. — On the third day the broader aspects of Service aviation
will be dealt with at the morning session by Air Marshal Sir H. M.
Trenchard, Bart., K.C.H., D.S.O., Chief of the Air Staff; while the
subject of airships, with special reference to their construction and
commercial operation, will be taken up in the afternoon by Commander
Sir Trevor Dawson, R.N.

After each paper has been read the subject dealt with will be
open to discussion by those present. These discussions, it is hoped,
will be of value in disseminating a fuller knowledge of the advan-
tages and possibilities of transport by air and will lead to the more
general employment of aircraft in the future.

CONTINENTAL ARRIVALS AND DEPARTURES.

[The following table of arrivals at and departures from the
British Air Ports is compiled on the following system : —
First comes the initials of the Air Line; next the type of
machine; next the international number of the machine: next
the ports of departure and destination: next the times of
departure and arrival; next the cargo, whether goods" (G)
and for mails (M) ; next the number of passengers : and finally
the name of the pilot and number of mechanics, if any.]

ABBREVIATIONS. — A.T. 8; T.— Air Transport & Travel, Ltd.; M.A.
— Messageries Aeriennes; I.A.L- — Instone Air Line; C.T. — Compagnie
Transaerienne ; C. des G.E-A. — Compagnie des Grandes Expresses
Aeriennes; S.N.E.T.A. — Syndicat National pour l'Etude des Transports
Aeriens; P.L. — Petters, Ltd.; C.A.C. — Central Aircraft Company;
M.W.T.C.— Marconi Wireless Telegraph Company; H.P.T.— Handjey
Page Transport, Ltd.; H.P.— Handley Page, Ltd., A.P.B.— Air Post of
Banks.

Where times are missing it is probably owing to Atmospherics.

The London Terminal Aerodrome, Croydon. (Telephone: Purley 1 1 80.}
(Compiled by the Staff of The Aeroplane.)

SEPTEMBER 13th :
A.T &T., DH16, G-EAPT, London-Paris, 09.45-11.55, G.&M., Nil, Robbius
A.T.&T., DH16, G-EASW, London-Amsterdam, 10.3513.33, G., Nil, Forson
A.P.B., Westland, G-EAJL, Lcudon-Paris, 12. 17-14 40, Nil, 2, Courtney.
M.A., Breguct, F-CMAI, London-Paris, 12.32-15 oo, Nil, Nil, Le Sec.
A.T&T., DH16, G-EAPM, London-Paris, 16.45-18.45, G.&M., Nil, Tebbitt
A.T.&T., DH9, GFAQA, London-Paris, 17.03-19.i5, G., Nil, Carter.
A.T.&T., DH9, G-EAOP, Amsterdam-London, 08.40-11.20, Nil, 1, Milnes.
A.T.&T., DH9, GEAPL, Paris-London, 09.50-11.55, Nil, 2, Reeves.
A.T.&T., DH9, G-EAQA, Paris- London, 10.00-12.20, Nil, 2, Carter.
C.desG.E A., Goliath, F-GEAB, Paris London , 11. 35-14. 45, G., 1, Favreau
& 1.

C.T., Nieuport, F-CGTA, Paris-London, 12. 26-1 5.10, M., Nil, Mauler.
A.T.&T.. DII16, G-EAPT, Paris-London, 15.00-i7.28, Nil, 2, RobDms.
A.T.&T., DH16, G-EASW. Amsterdam-London, 15.04-17.38, M., Nil,
Holmes.

A.T.&T., DH18, G-EARO, Paris-London, 16.00-18.25, G., 6, Armstrong.

SEPTEMBER 14th :
I.A.L-, DH4, G-EAMU, London-Lyons, 11. 15-17. 45/isth, Nil, 2, Barnard.
A.T.&T., DH9, GEPL, London-Amsterdam, 11. -,0-15. 54, G., Nil, Milnes.
A.T.&T., DH18, G-EAUF, London-Paris, 11. 40-14.20, G.&M., 6, Armstrong
A.T.&T., DH16, G-EASW, London-Paris, 11. 40-14.20, Nil, 4, Reeves.
C.T., Nieuport, F-CGTA, London-Paris, 12.55-15.55, Nil, Nil, Mauler.
A.T.&T., DHi6, G-EALM, London-Paris, 16.45-18.55, M., 4, Robbins.
A.T.&T., DH16, G-EAPM, Paris-London, 11. 02-13. 25, Nil, 4, Tebbitt.
A.T.&T., DH9, GEAQA, Paris-London, 11. 15-13.46, Nil, 2, Carter.
A.T.&T., DHg, G-EAGY, Amsterdam-London, 11.49-14.15, Nil, 2, Bradlev.
A.T.&T., DH9, G-EAQL, Amsterdam-London, 15.1x-17.50, G.&M., Nil,
Forson.

A.T.&T., DH18, G-EAUF, Paris-London, 16.00-18.40, Nil, 5, Armstrong.

SEPTEMBER 15th :
A.T.&T., DH16, G-EAPM, London-Paris, 10.05-12.55, Nil, 3, Holmes.
A.T.&T., DH9, G-EAQA, London-Paris, 10.10-12 55, G.&M., 1, Forson.
A.T.&T, DH9, G-EAGYr London-Anisterdam, xi. 35-14. 15, G., Nil, Carter
C.desGFC.A, Goliath, F-GEAB, London-Paris, 12.29-16.00, G., 1, Favreau
& 1.

A.T.&T., DH16, G-EASW, Paris-London, 10. 15-12. 46, Nil, 4, ReeTes.

C.desG.E. A., Goliath, F-GEAD, Paris-London, 12.50-16.05, G., 6, La-
bouchere & 1.

A.T.&T., DH9, G-EAPL, Amsterdam-London, 15. 15-13.10/15^, M., 1,
Milnes.

A.T.&T., DH16, G-EALM, Paris-London, 15.45-17.53) G., Nil, Forson.

SEPTEMBER 16th

A.T.&T., DH18, G-EAUF, London-Paris, 14.05-16.45, G.&M., 6, Forson.
A.T.&T., DH16, G-EALM, London-Amsterdam, 14.06-16.40, G., Nil, Lines.
A.P.B., Westland, G-EAJL, Paris-London, 08.35-13.00, Nil, 1, Courtney.
A.T.&T., DH9, G-EAQA, Paris-London, 10.00-14 19, Nil, 2, Holmes.
A.T.&T., DH16, G-EAPT, London-Paris, 16.30-1840, Nil, 3, Tebbitt.
A.T.&T., DH-,, G-EAQL, London-Paris, 16.32-18.45, G.&M., 1, Barnber.
A.T.&T., DH9, G-EAGY, Amsterdam-London, 15.34-18.40, G.&M., Nil,
Carter.

SEPTEMBER 17th :

A.T.&T., DH16, G-EASW, London-Paris, 09.40-12.20, M., 4, Reeves.
A.T.&T., DH9, G EAPL, London-Amsterdam, 10.02-12.29, G., Nil.'Holmes.
A.T.&T., DH16, G-EAQS, London-Paris, 10.20-12.25, G., 3, Armstronge.
A.P.B., Westland, G-EAJL, London-Paris, 10.35-13.20, G., Nil, Courtney.
C.desG.E. A., Goliath, F-GEAD, London-Paris, 12.34-15.40, G., 4, Labou-
chere.

A.T.&T., DH9, G-EAGY, London-Paris, 15.50-18.30, G., 1, Milnes.
A.T.&T., DH9, G-EAQA, London-Paris, 15.55-1S.35, M., 2, Carter.
A.T.&T., DH18, G-EAUF, Paris-London, 11 30-13.55, Nil, 7, Forson.
C.T., Nieuport, F-CGTU, Paris-London, 12.S5-15.10, M., Nil, Petit.
A.P.B., Westland, G-EAJL, Paris-London, 15.10-1730, Nil, 2, Courtney.
I.A.L., DLI4, G-EAMU, Paris-London, 16.10-18.11, G., 1, Barnard.
A..T.&T., DH16, G-EASW, Paris-London, 15. 54-18. 10, G., Nil, Robbins.
A.T.&T., DH16, G-EAPT, Paris-London, 16.25-18.43, Nil, 4, Tebbitt.

SEPTEMBER 18th:

A.P.B., Westland, G-EAJL, London-Paris, 08:10-11.20, Nil, Nil, Powell.
A.T.&T., DH16, G-EAPT, London-Paris, 09.55-12. 50, G.&M., 1, Robbins.
A.T.&T., DH9, G-EAPU, London-Amsterdam, 11. 20-13. 48, G., Nil, Forson
A.T.&T., DH16, G-EALM, London-Paris, 15.55-18.40. M, f, Tebbitt.

566

The Aeroplane

September 22, 1920

A.T.&T., DH9, G-EAQA, Paris-London, 09.55-12.35, Nil, 2, Bamber.
A.T.&T., DH18, G-EAUF, London Paris, 10.25-12.45, G., 7, Armstrong
A.P.B., Westland, G-EAJL, Paris-London, 14.30-16.50, Nil, 2, Powell.
A.T.&T., DH9, G-EAPL, Amsterdam-London, 15. 10-18. 45, • G.&M., 1,
' Holmes.

SEP TEMBER 19th:

A.T.&T., DH18, G-EAUF, London-Paris, 10.25-12.45, G., 7, Armstronge.
A.T.&T., DH16, G-EAPT, Paris-London, 10.30-12.55, Nil, 2, Reeves. .
A.T.&T., DH9, GEAGY, Paris-London, 10.20-13.10, Nil, 2, Milnes.
C.desG.E.A., Goliath, F-GEAB. London-Paris, 15.15—, G., Nil, Patin.

The Air Port of Cricklewood. (Telephone: Hampstead 7500.)

(Compiled from Air Ministry Communiques. Log of Cricklewood Aerodrome received too late for inclusion.)

SEPTEMBER 13th :
H.P.T., HP, G-EATN, London-Paris, 12.09-15.35, G.. 6.
H.P.T., DH4, G-EAVL, Amsterdam-London, 08.50-11.25, Nil, Nil.
H.P.T., HP, G-EASY, Paris-London, 12.35-15.58, G., 7.
H.P.T., HP, G-EASL, London -Brussels, 15.17-18.30, G.&M., 7.
S.N.E.T.A., DH9, O-BATO, Brussels-London, 14.40-18.55, Nil, Nil.

SEPTEMBER 14th :

H.P.T., HP, G-EATG, Paris-London, 12.22-17.05, Nil, 6.
H.P.T., HP, G-EATN, Paris-London, 12. 23-16.12, Nil, 6.
H.P.T., HP, G-EALX, Paris-London, 12.25-16.25, Nil, 7.
H.P.T., HP, G-EATK, London-Paris, 12. 16-15.30, G., 7.
H.P.T., HP, G-EASM, London-Paris, 12.30-15.55, Nil, 5.
M.A., Breguet, F-CMAI, Paris-London, 13.00-lauded St. Inglevert, G.&M.,
Nil.

H.P.T., DH4, G-EAVL, Amsterdam-London, —14.40, Nil, Nil.
S.N.E.T.A., DH4, O-BATO, London-Brussels, 15.05-18.25, G.&M., 2.
H.P.T., HP, G-EASI, Brussels-London, 15.05-19.05, G., 1.

SEPTEMBER 15th:

H.P.T., DH9, G-EAUN, Amsterdam-London, 09.07-12.25, Nil, 1.

H.P.T., HP, G-EALX, London-Paris, 12.20-15.55, G., 7.

H.P.T., HP, G-EATK, Paris-London, 12.30-15.55, Nil, 9.

H.P.T., HP, G-EASM, Paris-London, i2-4<;-landed Beauvais, G., 4.

H.P.T., DH9, G-EATA, London-Brussels, 14.50-17. 12, G.&M., 2.

S.N.E.T.A., DH4, O-BARI, Brussels-London, 15.00-18.30, Nil, 2.

H.P.T., DH4, G-EAVL, London-Amsterdam, 16.25—, M., Nil.

SEPTEMBER 16th :

H.P.T., HP, G-EALX, Paris-London, 12.20-15.53, Nil, 5.
H.P.T., HP, G-EATM, London-Paris, 12.47-16.30, G., 10.
M.A., Breguet, F-FYMS, Paris-London, 13.40—, Nil, Nil.
H.P.T., DH9, G-EATA, Brussels-London, 14.25-18 25, G., Nil.
S.N.E.T.A., DH4, O-BARI, London-Brussels, 15.22-17.20, G.&M., 1.

H.P.T.. DH4, G-EAVL, Amsterdam-London, 14.30—, Nil, Nil.
H.P.T., DH4, G-EAVL, London-Amsterdam, 16.31—, G.&M., Nil.

. SEPTEMBER 17th :

H.P.T., HP, G-EAVL, Amsterdam-London, 09.05-12.23, G.&M., Nil.
H.P.T., HP, G-EATH, London Paris, 09.48-14.35, Nil, Nil.
M.A., Spad, F-CMAW, Paris-London, 10.27-12.50, G., Nil.
H.P.T., HP, G-EATM, Paris-London, 12. 10-15.58, Nil, 8.
H.P.T., HP, G-EASY, London-Paris, 13.35-19.10, Nil, 9.
H.P.T., DH9, G-EAUN, London-Brussels, 15. 04-17.15, M., Nil.
H.P.T., HP, G-EATH, Paris-London, 15.50-19.15, G., Nil.
S.N.E.T.A., DH4, O-BATO, Brussels-London, 15.30- 19.20, Mail, Nil.

SEPTEMBER 18th :

H.P., DH4, H-9243. London-Amsterdam, 16.24—, Nil, 1.
H.P.T., DH9, G-EATA, London-Amsterdam, 16.25—, Nil, 2.
H.P.T , HP, G-EAVL, London-Amsterdam, 16.25—, Nil, 2.
H.P.T., HP, G-EAVL, Amsterdam-London, 09. 46-13. 15, M., 1.
H.P.T. , DH9, G-EATA, Amsterdam.London, 09 52-landed Lympne 13.09,
Nil, Nil.

H.P.T., HP, G-EASY, Paris-London, 12.40-16.15, Nil, 7.
H.P.T , HP, G-EATJ, London-Paris, 12.25-19.30, Nil, 7.
H.P.T., HP, G-EATM, London-Paris, 12.35-17.20, G , 7.

M.A., Breguet, F-CMAB, Paris-London, 13.30-landed Lympne 19/9/20,
G.&M., Nil.

H.P.T., DH9, G-EAUN, Brussels-London, 14.35-14.40, G.&M., 1.
S.N.E.T.A., DH4, O-BATO, London-Brussels, 16.10-12.05 (19/9/20), H. Nil
H.P.T., HP, G-EAVL, London- Amsterdam, 16.30-19.00, G, 3.
S.N.E.T.A., DH4, O-BALO, Brussels-London, 15.45-landed St. Inglevert,
Nil, Nil.

SEPTEMBER 19th:

S.N.E.T.A., UH4, O-BALO, St Inglevert-London, 11.50-12.57, Nil, Nil.
H.P.T., HP, G-EASN, London-Paris, 12.38-16 10, Nil, 4.
H.P.T., HP, G-EATJ, Paris-London, 12. 15-15 50, Nil, 4.
H.P.T., DH<9, G-EAUN, Brussels-London, 12.05—, Nil. Nil.-
S.N.E.T.A., DH9, O-BALO, London-Brussels, 15*10-17.25, Nil, Nil.

Air Port Statistics.

Machines : —

Croydon 65

Cricklewood , 50

Total ' 115

Passengers and Crews : —

Passengers, Croydon 130

Cricklewood 155

Total . 285

Crews, Croydon 70

Cricklewood 72

Total 142

Total passengers and crews 427

Inland Flying at Croydon.

Sept. 13th.— A.T. & T. : D.H.i8, 1 test; D.H.16 started Paris
and returned.
Sept. 14th.— A.T. & T. : D.H 9, 1 test.
Sept. 15th.— Nil.

Sept. 16th.— A.T. & T. : D.H. 9, 2 jov-rides; D.H.16. 1 test.

Sept. 17th.— A.T. & T. : D.H. 9, 1 joy-ride. Beardmore :
G-EARY from Renfrew (Ward). I.A.L. : Vimy, joy-riding
and photography.

Inland Flying at Cricklewood.

Sept. 13th. — Capt. Hearne, Avro, to Birmingham ; Handley
Page test.

Sept. 14th. — Handley Page test.
Sept. 15th. — 2 Handley Page tests.
Sept. 16th. — D.H. 4 from Lympne.
Sept. 17th.— 2 D.H. 9 tests.
Sept. 18th. — Handley Page test.
Sept. 19th.— Nil.

London-Paris Air Maiis. t

The Postmaster-General announces that from the 16th inst.
the afternoon air mail to Paris will leave Croydon at 15.30 in-
stead of 16.30

The latest times for posting letters will be as follows : —

(a) For letters handed in at certain post offices : — General
Post Office, 14.00; Threadneedle Street Branch Office,
13.45 ; Lombard Street Branch Office, 13.45 ; Parliament
Street Branch Office, 13.30; Charing Cross Branch Office,
13.50; W.C.D.O., 14.10; W.D.O., 13.45; S.W.D.O., 13.45.

(For registered letters the mail will close five minutes
earlier in each case.)

(b) For letters posted in public letter-boxes, 11.30 at* the
South-Eastern District Office, n.oo at other district
offices and at the larger branch offices in the E.C. dis-
trict, and 08.30 in all sub-districts.

In the provinces there will be no change, except at a few
places in the south-east of England. In any case of doubt
inquiry should be made of the local postmaster.

The London Terminal Aerodrome

The Air Post of Banks, Ltd., have been busy during the
week, Mr. Courtney and Mr. Powell both making return
journeys. The other pilots attached to this line are Messrs.
Lawford, McMullin and Campbell Oide.

The fare is £10 10s. single, which entitles the holder to a
homeward flight at £8 8s. Considerable patronage seems as-
sured for this enterprising line.

A Beardmore W.B.2 G-EARY, which was exhibited at
Olympia, arrived 011 Sunday from Penfrew piloted by Mr.
Ward. One believes that this is the first machine of the
Beardmore Air Line, which has been promised for some time.

On Wednesday the Farman "Goliath" was used as a com-
bined "Palais de Danse" and photographic studio. One
learns from the daily Press that on that day the clouds were
3,000 ft. below the surface of the ai rodrome. This must be
so because thei Press said that dancing took place 3,000 ft.
above the clouds, but the terpsichorean evolutions 01 rather,
one should say, poses took place on the ground before the
machine left for Paris. — G. d.

A.T. and T. Notes.

The feature of the week was Mr. Lines' flight on a D.H.16
to Amsterdam in 1 hr. 55 min. This was accurately timed
and is authentic. A special machine to Eastbourne and back
was booked on the 17th.

It is interesting to note that A.T. and T. pilots in common
with those of other air lines who have headquarters at Croy-
don frequently receive "tips" from their passengers. Being
ex-officers they naturally cannot accept these, which there-
fore go into a fund to benefit the mechanics. — G. jd.

The Instone Air Line.

Mr. Barnard, on the D.H. 4, flew to Aix-les-Bains 011 Tues-
day and returned on Friday. The passenger was a^oumanian
diplomat who booked the machine for the trip.

On Sunday, Capt. Alfred Instone and Mrs. Instone were
taken for an extended trip on the D.H.4. Both expressed
themselves delighted and completely converted to civil avia-
tion. The same afternoon Mr. • Barnard was up on the
"Vimy" taking photographs and passengers. Pie finished with
one of those spiral glides which are equally delightful to
watch or experience. — G. d.

London-Amsterdam Air Mail Service.

The following alterations have been made in the London-
Amsterdam service time table : — From Sept 23rd,_ 1920,
machines will leave Cricklewood Aeiodrome at 14.30 instead
of 16.00.

From Sept. 16th, 1920, machines will leave Amsterdam for
London at 08.5c, calling at Rotterdam at 09.10 for passengers,
mails and freight.

From Sept. 27th, 1920, machines will leave Amsterdam for
London at 07.50, calling at Rotterdam at 08.10 for passengers,
mails and freight. Dutch time is. given in each case from
. Amsterdam.

September 22, 1920

The Aeroplane

567

The Air Port of Cricklewood.

An example to the Britisli public in general was set by a
lady of three score and twelve years who travelled iiom Lon-
don to Paris in a Handley Page. She knitted and grazed all
the way across and made the very natural remark at the
finish that she did not see what there was "to make a fuss
about" in flying.

Cowes.

The Saunders "Kittiwake" amphibian made a flight on
Sept. 19th over the Solent. The machine alighted in a bay
for some minor adjustments, and the pilot, being unfamiliar
with the locality, ran upon some rocks. The "Kittiwake"
was taken back to Cowes. The damage is slight and it is
hoped she will be repaired in a few days.

Kingston.

Mr. T. O. M. Sopwith, ^ C.B.E., has instructed Messrs.
George Trollope and Sons, of 25, Mount Street, Grosvenor
Square, W., to sell privately or by auction the Horsley
lowers (Surrey) estate, which Mr. Sopwith purchased from
the Earl of Lovelace a short time ago. Mr. Sopwith has only
recently completed an expenditure of several thousands of
pounds upon the mansion, which is now considered one of the
finest in the county. Practically the whole of the village of
East Horsley and several small residences are included in
the estate, which comprises -^,000 acres. — j. E. s.

Woking.

Various rumours have been floating around concerning the
future of Martinsyde, Ltd., doubtless owing to the closing
down of other aircraft and motor works. With regard to
Martinsydes it has been, said that (1) a large proportion of
the employees were being discharged, (2) the works were to
be closed down, (3) Martinsyde, Ltd , would amalgamate with
Vickers, Ltd., (4) Mr. Handasyde was severing his connection
with the firm.

On inquiry, one discovered, as was expected, that not one
of these lumours had any foundation. One was informed that
most of the aircraft workers and l: non-productive " men
■were being discharged, but against that many hands were
being engaged for work on the Martinsyde-Newman motor-
cycle and sidecar. The firm have decided that they cannot'
afford to spend much money on aircraft work at "present,

owing to lack of Government sipport and dearth of orders
for aircraft, except from Ihe Colonies and South America,
where many Martinsyde .machines have been sent. A small
number of aircraft workers will be retained, and the firm are
not intending to abandon the design and construction of
aeroplanes.

There is no likelihood at present of the works closing
down ; this remote contingency would only be brought nearer
by serious industrial disorder, such as the threatened miners'
strike. While the output of mot jr-bicycles from the works is*
much below expectations, the position of .the firm may well
bear comparison with many of the laiger companies in the
trade. Appaiently defective castings have caused much
trouble. It is interesting to note that a foundry is being con-
structed at the works. The demand for the new product of
the firm exceeds the supply for the time being, chiefly owing
to the low price.

Although feeling the effects of the slump in the aircraft
and motor industries,- Martinsyde, Ltd., are in a good posi-
tion financially, and when the industrial world is in a more
peaceable state they hope to have much profitable business.
Nothing is further from the minds of the directors than
amalgamation with any other firrn, and Messrs. Martin and?
Handasyde are as keen and energetic as ever in furthering
the interests of the firm.

The hangars, shops, etc., are being retained at Brooklands,
and, as stated before, aircraft work will still be carried on,'
this side of the business being capable of rapid expansion
when necessary.

Many people in the Colonies and South America are giving
oiders for Martinsyde commercial machines of the F.6 and
"A" types, which they find of great value for such purposes
as mail carrying, passenger carrying, forest patrolling, sur-
veying from the air, etc. To investigate the possibilities and
requirements of civil aviation in Canada is the purpose of Mr.
R H. Nisbet's visit to that country.

Martinsyde, Ltd., have taken a stand at Olympia for the
forthcoming motor show, and are showing three models.

One was also informed that the "Semi-quaver" has received
little alteration, but has been very thoroughly repaired in .
preparation for the Gordon Bennett race. — j. F. S.

FOREIGN

DENMARK.

The Danish correspondent of The Aeroplane writes : —
The Anglo-Scandinavian Air Mail Service was inaugurated
on Sept. 1.5th, when Prince Axel, himself a pre-war Maurice
Farmau pilot, handed the first mail bags to the aeroplane
starting for Hamburg, after the mail, arriving by air from
Stockholm via Malmo, had been reloaded by motor road trans-
port.

Two former flight-serjeants have now trained on the D.H.g
which they shall fly, beside the English pilots.

Letters handed in at the Central Post Office in Copenhagen
before 08.45 should be delivered in London during the after-
noon of the next day. A postcard posted on Sept. 16th only
arrived on Sept. 19th, but has the Sunday as an easy excuse.
The sprinkling of stamps shows that the rate is at present
prohibitive. — E. H.

FRANCE.
French Civil Aviation Statistics.

Le Service de la Navigation Aerienne has now issued statis-
tics as to civil aviation accidents between Jan. 1st and July
15th, 1920.

During this period more than 1,278,500 kilometres have
been flown in 9,624 hours of flight. Passengers to the number
pf 10,364 have been carried in 13,449 flights.

In the same period there have been the following accidents :

(1) Fatalities to pilot and passengers, 3.

(2) Pilots or passengers injured, 7

(3) Accidents causing neither injuries nor death, 32.
Number killed, 3 pilots and 2 passengers — 5.
Number injured, 7.

The Alerion.

On Sept. 14th M. Louis Damblanz continued his experi-
ments with the Alerion helicopter of original design In at-
tempting to make a vertical ascent one of the rotating wings
bioke and dissembled the entire apparatus.

M. Damblanc received slight injuries in the back from fly-
ing pieces of metal. Some members of the Aeronautical Tech-
nical Section who were present also received slight injuries.
GERMANY.

The Danish correspondent of The Aeroplane writes : —
Zeppelin Passenger-Carrying Record,

Der Flug-Welt of Leipzig states that in the test flight
prior to its Alpine crossing, when delivered to Italy, the
Zeppelin airship "L.61" remained in the air for 10 hours
with 85 persons on board and attained an altitude of 1.5 mile.

INTELLIGENCE.

The State of the Aircraft Trade.

The annual reports of a number of aircraft companies have
now been published. For the time up to Sept. 30th, 1919,
that of the Junkers Aeroplane Co., Ltd... in Aachen, shows
a profit of 456,700 mark (against 165,500 mark in the first
year since the formation, 1917) after a depreciation of 109,633
mark (122,022 mark the previous year). The reserve funds
were increased by 243,000 mark and 213,700 mark (18,500
mark beside 5 per cent, dividends) earned forward. Of
the various items, the plant was given at 1.4 million mark
(1.48 million mark the foregoing year), debtors, including
bank account, 1.73 million mark (1.82 million mark), stocks
2.61 (2.44) million mark, creditors 1.86 (2.97) million mark
at a joint-stock capital of 2.6 million mark.

Whereas the Automobil and Aviatik A.G., which has
definitely been moved from Miihlhausen, in Alsace, to Leipzig-
Heiterblick, ends 1919 with a loss of 112,961.04 mark, and the
Bavarian Aircraft Works, Ltd., in Munich, has a loss for
1919 of 1,468,797 mark against 347,812 mark profit last year
(dividends 10 per cent., 25 per cent, in 1917, on a 3 million
mark stock capital), the total income for last year was
1,082,701 mark (76,809 mark in 1918, 1,630,773 mark in 1917),
besides an advance from 191S of 40,313 mark, while the expense
items are 2,772,94c mark wages and taxes and 83,383 mark
depreciation.

The works at Hard of the Nuremberg branch of the Gothaer
Waggon and Aircraft Works have just been completed, but
await negotiation re electric current with the city and fuel
councils before manufacture can start.

Albatros Fire at Johannisthal.

On Aug. 29th one of the 120 m. workshop sheds with mate-
rials and machinery at the value of 6 to 8 million marks of
the Albatros Company at Johannisthal was destroyed by fire.
In spite of the fact that the electric and telephone cables
Were damaged, several other works which had started to
burn were saved by these means.

Prize for Small Aircraft Engines.

The south-west group of the German Air Navigation Asso-
ciation offers from its research fund prizes of 5,000 and 10,000
mark for the best designs of aero-engines for sporting aero-
planes, 10 h.p. maximum size, the complete aircraft to be
fostered next by further prizes of 20,000 and 50,000 mark.
An Exhibition.
The picture department of the German Central Institute
for Education is to hold a picture show from Oct. 4th to gth
with an aerial photo section to demonstrate their value and
facilities for educational purposes. — E. H.

568

The Aeroplane

September 22, 1920

ITALY.

The Airship " Roma."

On Sept. 17th the Italian airship "Roma" made a flight
over Rome. This vessel, which is of semi-rigid type, has a
cubic capacity of 34,000 cubic metres. It has six engines of
400 h.p. and a speed of 64 to 74 m.p.h. The engines are in
pairs and the airship is capable of 56 m.p.h. with only one
pair of engines running. The newspaper Epoca states that
the United States have ^entered into negotiations for its
purchase.

The Italian correspondent of This Aeroplane writes : —
Soviet Workers; and the Schneider Cup.

The climinaiion tests of the Italian machines entered for
this cup were to have taken place on the i2tn. The S. I.A.I.
(Savoia) machines are two S.19S. one piloted by Janello, the
other by Naval Captain Bologna, and each powered by a
500 h.p. Ansaldo motor. The Macchi M.19 entered has a
700 h.p. fiat engine ana is to be ri^wn uy janciu, tne smaller
Macchi 12 being entrusted to De Briganti. The mise au point
of these machines is being seen to by the Soviet workers,
who have occupied the woriis.

The S.A.l.A.M. and Industrial Troubles.

The S.A.l.A.M. informs those whom it may concern that
all engagements as regards their aeroplane services and their
aerodromes in the province of Milan are unavoidably can-
celled. Erba, near Como, is the only one of their aerodromes
now available, therefore. This is due to the action of His
Excellency the Prefect of Milan Province, who has forbidden
free flying and commandeered the S.A.l.A.M. fleet. Similar
arrangements are imminent for Turin and Province. One
understands that several of the biggest aeroplane factories
are now being run by the "workers."

The Caproni Giant Seaplane.

When at Milan early m the week I was told by Ing.
Caproni's manager that the giant seaplane must still be
regarded as a secret for a short time longer, but details are
promised me in the near -future.

The F.A.I. Congress in 1921.

The dailies report that the next congress of the F.A.I, will
take place in 1921 at Rome or Venice.

The Redini Sparking Plug.

I have received news of the Redini sparking plug, which
should do well in motors giving trouble with overheating and
plug fouling. The body of the Redini is merely a cage, the
electrode remaining visible almost to its business end

T. S. H.

NORWAY.

A Norwegian correspondent of The Aeroplane writes : —
A Norwegian-English Air Company.

A new air company has been established with English and
Norwegian capital. The company has great plans, but the
capital is not up to it.

First they intend to open firm mail and passe'nger routes
between Norway, Denmark, Germany and England. The
route will be traversed two or three times weekly in the
winter and daily in the summer, if the weather is good.

Further, the company will arrange pleasure trips, take
nature films from the air, and undertake photographic
surveying.

The promoters have treated with the firm of Handley
Page, Ltd., London, for delivery of, preliminarily, one sea-
plane of the F.3 t3*pe. This machine will probably be used
on the route Kristiania-London this autumn, and carry 10
passengers and two pilots as well as the luggage of the
travellers. Later on the traffic will be extended, and offers
for four new seaplanes of the Handley Page type have been
received.

In Kristiania it is necessary to build a hangar. In London
they hope to be able to hire the place wanted.

The price will be stipulated at about 60 ore per English mile,
and the trip Kristiania-London will cost about 42c kroner
(£21).

The share capital is 300,000 kroner, of which two thirds
is subscribed in England. The technical director of the
company will be the aero engineer Mr. Odel Henrichsen
and the commercial director an Englishman (Capt. Fiobisher).

T. B. S.

UNITED STATES OF AMERICA.
The Wright Patents and Handley Page, Ltd.

On {Sept. 16th in the Federal Courts the Wright Aeronautical
Corporation brought an action against Handley Page, Ltd.,
the Aircraft Disposal Company and Mr. William H. Workman
for alleged infringement of the Wright patents.

It is stated by the plaintiffs that Mr. Handley Page, when
on his recent visit to the United States made arrangements
for selling large quantities of British aircraft and aircraft
materials in the States and that two disposals companies
were formed to deal with this matter. Arrangements, were also
made for the formation of an aerial transport line. The
plaintiffs object to this, and state that such under-selling
would ruin the United States aircraft industry.

A Transatlantic Air Service.

Tt is stated that the Hamburg-Amerika Steamship Com-

pany, together with a prominent American firm of motor
manufacturers, are financing a scheme for an airship service
from Berlin to San Francisco via Paris, New York and
Chicago. Pares will not be much in excess of those charged
for existing surface transport methods

It is also stated that the British Air Ministry are interested
in an airship line to New York and the Continent.

A Fatality.

Reuter states that two American aviators who were flying
an aeroplane carrying" mails were burned to death through
their machine catching fire and crashing near Pemberville.
The First Aerial Derby Around the World.

The following "guff" comes from America : —
The Special Commission appointed by the Aero Club of
America and the Aerial League of America made a' visit to
many countries which included a circling of the globe and
has completed an organisation making possible the conducting
of the First Aerial Derby Around the World. To ascertain the
exact conditions existing, a test flight around the world is
contemplated. A Handley Page aeroplane, type W.8, will be
used, which is an improve nent on the class of aeroplanes
now used in the regular service between London and Paris,
and London and other points in Europe, this aeroplane to be
piloted by two of America's veil-known and most experienced
aviators.

The test flight will start from London, the aeroplane moving
to the east. Aerodromes and landing fields are now in exist-
ence over the entire route from Tokio and from Seattle to New
York, witli suitable other landing conditions at points where
stops be advisable or made necessary Complete details of
this test flight, including the route, distances, etc., and the
cost of transportation, is in course of preparation.

The capacity of the aeroplane to be used on this test flight
is ten passengers, and it is proposed to divide the. expense of
the trip equally among the ten who may care to participate.
Should the number of passengers making the trip be less
than ten the expense to each passenger would increase in
proportion.

While waiting for better political conditions to develop in
various parts of the world now closed to aviation contests,
the organisation work of the Derby has been pushed and
tentative rules and regulations of the First Aerial Derby
Around the World, including the notes of the Commission
organising the same, have been translated into various lan-
guages and submitted to the Aerial Club of countries affiliating
with the Federation Aeronautique Internationale, so that the
affiliated clubs will be able to present their suggestions about
the Derby at the meeting to be held at Geneva in September,
at which the Aero Club of America and the Aerial League of
America will be represented

If you or your friends would like to participate in the test
flight, will you kindly advise us and additional information
will be furnished.

SWITZERLAND.
The Monument to Chavez at Brigue.

On Sept. 12th a monument was erected in memory of
Georges Chavez, who died as a result of an accident in the
course of his attempt to cross the Alps in a Bleriot mono-
plane on Sept. 23rd, 1910.

Among those present were a brother of Chavez, the Prince
Roland Bonaparte, representatives of the Peruvian Embassies
at Paris and Brussels, representatives of the French Govern-
ment, and the delegates of the F.A.I., including the repre-
sentatives of the Ro3'al Aero Club.

During the ceremony an escadrille from the Dubendorf
Aerodrome flew over in honour of a dead aviator.

A GOOD RECOVERY.

His many friends will be glad to hear that Captain D. G.
Westgarth-Heslam, who had a very bad crash on a Baby
Avro when frying to Martlesham before the Aeroplane Com-
petition, is doing very well. He is at present in the East
Suffolk Hospital at Ipswich and is likely to be there for
several weeks as his broken thigh, although doing as well as
can be expected, is still giving trouble. Otherwise he is
making a wonderful recovery and ceitainly the Ipswich doc-
tors are to be congratulated on the way they have patched
up his face. Considering that owing to collision with his
compass Captain Pleslam's face was practically reduced to
produce, the doctors have made of it a very excellent rebuild.
Captain Heslam will be glad to hear from any of bis friends
who care to write to him.

vSo far as one can gather, the accident was caused by the
breakage of the universal joint at the foot of the control
column, with the result that when Captain Heslam was land-
ing in a small field owing to the choking of his carburetter
jet the machine took charge when only 100 feet 01 so from
the ground. He just managed to save an absolute nose-on
crash by switching on his engine at the last moment, the
choked carburetter having apparently freed itself for the
moment.

September 22, 1920 The Aeroplane

569

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World, Sailing Dates, Etc.,

Telephone or write to : —

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1 & 4, FENCHURCH AVENUE, E.C.3.

Telephone ... 5304 Avenue.

Loading "Brokers and Agents for the principal
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Ihe History of 24 Squadron

Sometime of the R.F.C. and later of the R.A.F.

By Capt. A. E. ILLINGWORTH.

With Appendices compiled by

Major V. A. H. ROBESON, M.C.,
and a foreword by
Air Marshal Sir H. M. TREN CHARD, Bart.,

K.C.B., D.S.O.

Fully Illustrated in Colours and Bbck and White.

A limited Numbered Edition at 21s. net : Popular
Editi n, 16s. A few copies of the Popular Edition
are still available Orders should be sent to

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S7Q

The Aeroplane

September 22, 1920

THE ROYAL AERONAUTICAL SOCIETY.

Lectures.

It has been found necessary in some cases to alter the dates of the
lectures as given in the list issued last week, and a revised and more
•complete list is therefore appended. In some cases the date still
remains subject, to final confirmation.

Oct. 7th, 1920. — Sir Frederick Sykes, Hon. Fellow,

"Civil Aviation."
Oct. iisl. — bqdn. Ldr. R M. Hill, Ass. Fellow, "A
Comparison of the Flying Qualities of Single
and Twin Engined Aeroplanes " Cecil Baker,
"Night Flying.
Nov. 4th. — Wing Corndr. Flack, "The Human

Machine in Relation to Flying."
Nov. 18th. — H. B. Irving, Ass. Fellow, "The Design
of Aeroplane Control Surfaces, with special refer-
ence to Balancing." A. Fage, Fellow, "Air-
screws."

Dec. 2nd. — "Airship Mooring," "Airship Piloting."
Dec. 16th. — H Ricardo, "Possible Developments in Aircraft Engines."

A. J. Rowledge, Member, "The Instalment of Aeroplane Engines."
Jan. 20th, 1921. — Lord Montagu of Beaulieu, Founder Member, "The

Cost of Air-Ton Miles compared with other forms of Transport."
Feb. 3rd. — G. Dobson, "Meteorology aud Aviation." Wing Comdr.

H. W. S. Outram, "Ground Engineering."
Feb. 17th. — F. Handley Page, Fellow, "The Handley Page Wing."
March 3rd.— J. W. W. Dyer, "Airship Fabrics." Major T. Orde Lees,
"Parachutes."

March 17th. — Capt. D. Nicolson, Ass. Feilow, "Flying-Boat Construc-
tion."

Library.

The following books have been received and added to the Library : —
"Australian Meteorology," Griffith Taylor; "A Text-book of Aero-
nautical Engineering," Alexander Klemin; "L'aeronautique pendant
la guerre mondiate," "In the Blue," Major S. .H. Long; "Model Aero-
planing," V. E- Johnson.

x Early Members.

Members will no doubt be interested to learn that in the course of
examining various old papers in the records of the Society the Secre-
tary has come across a number of original applications for member-
ship, from among them the following aeronautical pioneers and
prominent scientists : Dr. Alexander Barton, Octave Chanute, S. F.
Cody, Henry Coxwell, Sir William Crooke, A. E. Caudron, Lawrence
Hargrave, Thomas Moy, Hon. C. S. Rolls, Lord Rayleigh, Capt. Robert
Falcon Scott, R.N., Percy Pilcher, Jose Weiss.

W. Lockwood Marsh,

Sept. 17th, 1920. Secretary.

THE ROYAL AERO CLUB.

Gordon-Bennett Race.

The Gordon Bennett Race will be held at Villesauvage, near Etampes,
about thirty miles south of Paris, on Sept. 28th, 1920, and the repre-
sentatives of United States, France and Great Britain will compete.

The Club has selected the following competitors to represent Great
Britain : —

Pilot — F. P. Raynham. Machine — Maitinsyde "Semiquaver." Engine—

300-h.p. Hispano-Suiza.
L- R- Tait Cox. Nieuport "Goshawk." 320 h.p. A.B.C. "Dragonfly."

Flying Machines for the Use of Members.

The Club has arranged with the Aircraft Disposal Co. for the ex-
clusive use of six flying machines for the members. The following
types have been selected : Sopwith "Pups," Avro, B.E.id, and Arm-
strong-Whitworth. These machines will be kept at the Handley Page
Aerodrome, Cricklewood.

All inquiries relating to hiring should be addressed to the Secretary
of the Club. Harold E- Perrin,

Sept, 16th, 1920. Secretary.

Air Ministry, Sept. 17th.
ROYAL AIR FORCE.— Permanent Commissions.— Flight Lt. J. H
Norton, M.C., D F.C., resigns his permanent conimn., Sept. 1st.

PERSONAL NOTICES.

[Ex-officers and men of the Royal Air Force are invited to send
notices for the Personal Columns of The Aeroplane. There is no
charge for the insertion of these notices, as it is considered that they
are very interesting items of news and tend to keep past and present
members of the Flying Services in touch with one another. The Editor
will also be glad to publish free of charge applications for work from
demobilised officers and men who have found difficulty in obtaining
employment. It is hoped that none who are not in urgent need of
work will avail themselves of this offer.]

Death.

CULLEN.— On Sept. 16th, Walter Douglas Cullen, of "Mayfield,"
Leatherhead, late 5th East Surrey Regiment and R.F.C., died at a
nursing home after an operation. He was the son of Mr. and Mrs.
W. H Cullen, of Mickleham Downs, Leatherhead, Dorking.

Engagements.

BLAKE— SHORE— The marriage arranged between. Mr. George God-
frey Leigh Blake, D.F.C., D.C.M., of the Inland Revenue Dept., late
R.A.F., elder son of the late Rev. G. L. Blake, R.N., and Mrs. Blake, of
19, Redcliffe Square, S.W.10, and Vera Henrietta Louise, second surviv-
ing daughter of Charles R. Shore and Mrs. Shon', of Barn Gates, Bin-
field, Berks, will take place on Saturdaj', Oct. 9th, at 2.30 p.m., at the
Old Church, Binfield.

HARDMAN— BUSHBY.— The marriage arran-.jed between Capt. E. P.
Hardman, D.F.C., R.A.F., and Miss Betty Bushby, Braydon Hall,
Minety, Wilts, will take place at the Brompton Oratory on Thursday,
Sept. 23rd, at 2.30.

Marriages. i
HERVEY — TUCKETT. — At All Saints Church, Clifton, Hamilton
Elliot Hervey, M.C. (late R.A.F.), eldest son of Hamilton Law Her-
vey, I.C.S. (retired), was married to Beatrice Coldstream Tuckett
(Biddy), youngest daughter of Mr. and Mrs. F. Coldstream Tuckett, of
27, St. John's Road, Clifton, by the Rev. M. P. Gillson, vicar, assisted
by the Rev. Paul Stacy, vicar of St. Peter's, Coventry, uncle of the
bride

KENNARD— NEILD.— In Argentina, Caspar Xennard, M.C, late
R.A.F., of Estancia "La Dorotea," younger son of Mr. and Mrs. Arthur
Kenuard, Frith Hall, E. Farleigh, was married to Evelyn Forrester,
eldest daughter of Mr. and Mrs. F. Neild, The Bungalow, Flores.

MATHEW— ALEXANDER.— On Sept. nth, at All Saints Church,
London, N.W., Flight Lieut Cecil George Mathew, R.A.F., second son
of A. C. Mathew, of Cranford, Church Crookham, Hants, was married
to Emily Geale Hester Lowry, youngest daughter of the late Colonel
C M. Alexander and Mrs. Alexander, of Termon, Carrickmore, Co.
Tyrone, by the Rev. H. Trundle, M.A.

NORGARB— WIDGERY.— On Sept. 9th, at Oaklands Congregational
Church, Capt. Eugene Norgarb, R.A F., of Pretoria, was married to
Vi, youngest child of Mr. and Mrs. John Widgery, of Uxbridge Road
and South Molton.

TRAVERS-SMTTH — HEATH. — On Sept. 8th, at St. Mildred's Church,
Lee, Edward Travers-Smith, late H.A.C and R.A.F., was married to
Mollie, only daughter of Mr. and Mrs. J. E- Heath, of Lee, by the
Rev. A. Ogilvy, M.A.

Birth.

LUCKING. — On Saturday, Sept. nth, 1920, at 44, West Street, Ryde,
the wife of Flight Lieut. D. F. Lucking, of a daughter.

R.A.F. APPOINTMENTS. (FROM
"THE LONDON GAZETTE.")

Air Ministry, Sept. 14th.

ROYAL AIR FORCE.— Permaneni Commissions. —The name of Sqdn.
Ldr. H. GordOn-Dean, A.F.C. (A.), is as now described, and not H. G.
Dean as stated in "Gazette," Aug. 1st, 1919.

The classification of Flight Lt E L. P. Morgan (T.) is as now
described, not (Ad.) as stated in "Gazette," Aug. 1st.

Short Service Commissions. — The following officers are granted short
service commns. in the ranks stated, with effect from the dates in-
dicated, retaining their seny. in the substantive rank last held by
them prior to the grant of this comnin , except where otherwise
stated : —

Flight Lt. (from Sqdn. Ldr.).— H S. Shield, M.C, Sept. 7th.

Flight Lt.— C. Hanson-Abbott, Sept. 13th; A. S C. Maclare, O.B.E.,
M.C, A.F.C, Sept. 9th; D. McLaren (Med.), March 31st (substituted
for notification in "Gazette," April 20th); G. H: H. Maxwell (Med.),
Aug. 24th.

Flying Officers. — F. E. C. Benstead, Sept. 10th; C. Hallawell, Aug.
28th; R. N. Hesketh, Aug 26th; G. R. Hicks, D.F.C , Sept. 1st; A. F.
James, Sept. 1st, R H. McC. Sheppard, Sept. 1st; S. E. Sutcliffe,
Sept. 2nd; A. C. Smith, Sept. 14th; S. H. Ware, Aug. 30th; H. W.
Westaway, Aug. 27th; C S Whellock, Sept. 3rd.

Flying Officers (from Pilot Officers) (with seny. of dates indicated). —
C O. Anson, Sept. 7th; C. E. Durant, Sept. 13th; P. W. Lingwood,
Sept. 1st; J. Spooner, M.M., Aug. 27th; S. H. H Swanton, Sept. nth.

Note — Flight Lt. Shield will be placed at the head of the list of
Flight Lts., and will retain seny. relative to officers who have been
similarly gazetted to short service commns in a lower rank than
their previous substantive rank in accordance with his previous position
011 the gradation list.

The notification in "Gazette" of Dec. 5th, 1919, appointing Flying
Officer V. W Helps (A. and S.) to a sfiort service commn. is cancelled.

Seconding — The following officers of the Royal Navy are granted
temp, commns. in the ranks stated on seconding to the R.A.F. for three
years : —

Flying Officers (Hon. Flight Lts.).— G C L Dalley (Lt., R.N.),
G. S. N. Johnston (Lt., R.N.), W. A. Elliot (Lt., R.N.), E. J. Nightin-
gale (Paymr.-Lt., R.N.), C M. E. Gilford (Lt. (actg.), R.N.), Sept. 6th.

Flying Officer. — A. W. Scott (Sub-Lt , R.N.).

1 be following Army officers are granted temp commns as Flying
Officers on re-seconding to the R.AE. for four years, retaining their
original seny. in that rank : —

R. H. Wathes (Lt., Notts and Derby R.), A. A. Ward (Lt., R.F.A.),
J R. I. Scambler, A.F.C (Lt., R.F.A.), E. M. Drammond (Lt., R.
Highrs.), Sept. 6th.

EMPLOYMENT.

[Except where addresses are given, communications should be sent
c/o The Aeroplane, 175; Piccadilly, W.i.]

Corporal, late R.A.F., 3! years R F.C and R.A.F. cabinet-maker.
Ground engineer's licence for alt single-engined machines. Married.
Willing to go abroad. — E D.

COMING EVENTS.

SEPTEMBER.

27th, Mon. — Gordon Bennett Cup Meeting at Etanpes begins.
28th, Tues. — Gordon Bennett Cup Race at Etampes.
Last week. — Latvian Trade Fair, Riga, opens.

OCTOBER.

2nd, Sat. — Gordon Bennett Cup Meeting at Etampes closes
7th, Thurs.— R.Ae.S. lecture. "Civil Aviation," by Major-Gen Sir F. H.
Sykes, G.B.E.*

8th, FrL, 9th, Sat., 10th, Sun.— French Aviation Meeting at Buc.

21st, Thurs. — R.Ae.S. lecture. "A Comparison of the Flying Qualities

of .Single and Twin-Engined Aeroplanes," by Sqdn. Ldr. R. M.

Hill, R.A.F.*

23rd, Sat. — Gordon Bennett Balloon Race at Indianapolis.

2-?rd, Sat. — International Aero Exhibition, Prague, opens.

NOVEMBER.

First week —Latvian Trade Fair, Riga, closes

2nd, Tues.— International Aero Exhibition, Prague, closes.

4th, Thurs.— R.Ae.S. lecture. "The Human Machine in Relation to
Flying, ' by Col. Flack.*

18th, Thurs. — R.Ae.S. lecture. "The Design of Aeroplane Control Sur-
faces, with Special Reference to Balancing," by H. B. Irving,
"Airscrews," by A. Fage *

DECEMBER-

2nd, Thurs. — R.Ae.S. lecture. "Airship Mooring," and "Airship Pilot-
ing."* -

16th, ,Tnirrs. — R.Ae.S. lecture. "Possible Developments in Aircraft En-
gines," by H. Ricardo. "The Instalment of Aeroplane En-
gines," by A. T. Rowledge.* *■
JANUARY— 1921.

20th, Thurs. — R.Ae.S. lecture. "The Cost of Air-Ton Miles Compared
with other forms of Transport," by Lord Montagu of Beaulieu.*
FEBRUARY— 1921.

3rd, Thurs.— R.Ae.S. lecture. "Meteorology and Aviation," by G. Dob-
son. "Ground Engineering," by Wing Cdr H. W. S. Outram.*

17th, Thurs —R.Ae.S. lecture. "The Handley Page Wing," by F. Hand-
ley Page.*

MARCH — 1921.

' 3rd, Thurs.— R.Ae.S. lecture. "Airship Fabric," by J. W. W. Dyer.
"Parachutes," by Major T. Orde Lees.*
17th, Thurs.— R.Ae.S. lecture "Flying-Boat Construction," by Capt. D.
Nicolson.*

* All the Royal Aeronautical Society's lectures will be given in the
theatre of the Royal Society of Arts, John Street, Adelphi, at 5.30.

September 22, 1920

The Aeroplane

571

INDEX TO ADVERTISERS

Accles & Pollock, Ltd.

Front Cover &
Back Cover

Aircraft Improvements Co. .

Air Navigation Co., Ltd. . . 569
Armstrong- Siddeley Motors, Ltd. 564
Arrol-Johnston, Ltd. . Front Cover
Auster, Ltd. . . Front Cover
Austin Motor Co., Ltd. . . — —

Automatic Telegraph Co. . .

Aviation Insurance Assoc. .

Inside Front Cover

Beardmore Aero Eng., Ltd., The

Front Cover & 563

Beardmore, Wm., & Co., Ltd. .

Benton & Stone ....

Blackburn Aero & Motor Co., Ltd

Boulton & Paul, Ltd. . . .

Bowden Brake Co., Ltd., The . =69
Bray, Gibb & Co., Ltd. . . . — —
Bristol Aeroplane Co., Ltd. . 541
British Aerial Transport Co.,

Limited . . . .

British Cellulose Co., Ltd. .

British Emaillite Co., Ltd., The

Front Cover
British Lighting & Ignition Co.,

Ltd. ......

British Piston Ring Co., Ltd. .

British Thomson- Houston Co.,

Ltd., The

Brown Brothers, Ltd. .

Bruntons

Burberrys, Ltd. . . . .541
Calthrop, E. R., Aerial Pat., Ltd.- 571
Inside Back Cover

Cellon, Ltd.
Central Aircraft Co.
Clegg Metal Engraving Co., Ltd
Coan, R. W. ...
Cradock, Geo., & Co., Ltd.

Davis Furnace Co., The

569
569

Dudbridge Ironworks, The
Eastbourne Aviation Co., Ltd.
Ebora Propeller Co. .

Fairey Aviation Co., Ltd., The
Fiat Motors ....
Firth, Thos., & Son, Ltd. .
Fluxite

Frood, Herbert, Co., Ltd. .

Gas Accumulator Co. (U.K.), Ltd
General Accident, Fire and Life

Assurance Corp., Ltd. .
General Aeronautical Co., Ltd
Gosport Aircraft Co. .
Grahame-White Co.. Ltd. .
Green Engine Co., Ltd.
Greening & Sons, Ltd
Gwynne's, Ltd.
Hancock, James Lyne, Ltd.
Handley Page, Ltd.
Hobson, H. M , Ltd.
Holmes, C. H.
Hope, H., & Sons
Hoyt Metal Co., Ltd.
Imperial Light, Ltd.
Instone Air Line
Johnson & Phillips, Ltd.
Kent, George, Ltd.
Lang Propeller Ltd
LepAerial Travel Bureau .
London Die Casting Foundry

Ltd

Marconi Wireless Telegraph Co.

Ltd

Martinsyde, Ltd.
Mather & Co.

McGregor, Gow & Holland, Ltd
MacLennan, John, & Co. .Front
Mendine Co.
Metal Airscrew Co., Ltd
Mills, Wm., Ltd.
Napier, D. & Son, Ltd.

564

569

55i
553

569
Cover

569

547

Naylor Bros., Ltd.
New Pegamoid, Ltd. .
Nieuport & General Aircraft Co

Limited . . Inside Back
Northern Engineers' Supply Co
Oddy, W., & Co. Inside Back
Palmer Tyre, Ltd.
Petters, Ltd.

Pettett

Pinchin, Johnson, & Co., Ltd

Robinhood Eng. Works, Ltd.

Roe, A. V., & Co., Ltd.

Rolls-Royce, Ltd.

Rubery, Owen & Co, .

Sagar, J., & Co., Ltd. .

Sankey, J. H., & Son., Ltd.

Saunders, Ltd.

Serck Radiators, Ltd.

"Shell" Marketing Co.

Inside Front

Short Bros., Ltd. . . Back

Smith, S., & Sons

Society of British Aircraft Con-
structors ....

Sopwith Aviation Co., Ltd.

Standard Piston Ring & Engineer
ing Co., Ltd.

Sunbeam Motor Car Co., Ltd

Supermarine Aviation Works, Ltd

Tampier, Rene

Terry, H., & Sons, Ltd.

Titanine, Ltd. . Front Cover

Triplex Safety Glass Co., Ltd.

Vacuum Oil Co., Ltd.

Vandervell, C. A. & Co., Ltd.

Vickers, Ltd.

Wakefield, C. C, & Co., Ltd
Walton Motors, Ltd. .
Westland Aircraft Works .
Wheeler, T. ...
Wireless Press, The .
Yorkshire Steel Co. Ltd.

569
Cover
Cover

54i

542

Cover
Cover

& 561

«555

557
_559

57i

WIRELESS TELEGRAPHY
AND TELEPHONY.

FIRST PRINCIPLES, PRESENT
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By H. M. DOWSETT,

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572

The Aeroplane

September 22, 1920

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ADVICE WITH HANDBOOK FREE- — B. T.
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Queen Victoria Street, London.

STANLEY, POPPLEWELL AND CO.,, Patent
Agents and Consulting Engineers. Applications
for Patents attended to in all countries— Jessel
Chambers, 88, Chancery Lane, W.C.2. Telephone,
Holborn 6393.

MODELS.

First-Class Model, Petrol-motors "and Castings,
unique; interesting. List 3d.— Madison Motories,
Littleover, Derby.

SITUATION VACANT.

DIRECTOR-GENERAL
Required for Canadian Air Board, Ottawa,
Canada. Salary 4,300 dols. per annum, riting to
maximum of 5,100 dols. by annual increments of
300 dols.

Candidates must have education equivalent to
graduation in engineering from a school of ap-
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experience in the design and inspection of air-
craft; a thorough knowledge of standard types of
aircraft ; a high degree of organising and adminis-
trative ability.

Preference will be given to candidates who
have been on active service. Application forms
may be obtained from the Canadian liaison officer,
The Air Ministry, London, and must be filed
with the Civil Service Commission, Ottawa, not
later than Oct6ber 4th, 192c

SITUATIONS VACANT.

Ex-W.O. RIGGER, 7 years' R.F.C. and R.A.F., re-
quires situation, any capacity. Trade proficiency
"superior." — Levy, Wingliam, Canterbury.

LICENSED GROUND ENGINEER, 8 years' ex-
perience Engine Fitter, Aero and Automobile,
seeks situation; go anywhere; late N.C.O.,
R.N.A.S.— G. J. Wilson, 47, Queen Elizabeth Road,
Walthamstow, E-J7-

Ex-N.C.O. PILOT, ^R.A.F., desires situation as
Pilot, any capacity; 150 hours without mishap;
skilled pilot and good navigator; R.Ae.C. certifi-
cate 6,864. Bristols, B.E.s, R.E.8, D.H.s; held
similar position; excellent references; moderate
salary. -^Uphill^ Norton Heath, Blackmore, Essex.

FOK SALE.

TRANSFERS. — Firms requiring Transfers should
write to the makers. — A Bird and Co., Latimer
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AVRO Three-Seater, perfect condition; any trial;
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AERO ENGINES for Sale— Beardmore 160 h.p., at
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An Invaluable History. A Handsome Volume.

A Great Record of the French Air Force.

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Containing chapters by M. Marchis, Professeur ( d'Aviation a la Sorbonne, M.
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The AEROPLANE is the Agent for distribution in Great Britain, and is able
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The AEROPLANE AND GENERAL PUBLISHING Co., Ltd., 61, Carey St., W.C. 2.

September 22, 1920
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The Aeroplane

September 29, 1920

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September 29, 1920

The Aeroplane

573

HANDBOOK

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AIRCRAFT INDUSTRY.

CONTENTS

Abney's Levels, A.G.S. Parts, Air
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Indicators, Altimeters, Aluminium
Castings, Aneroids, Asbestos Mill-
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574

The Aeroplane

September 29, 1920

ALL-ROUND EFFICIENCY

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SEPT. 29,
1920.

THE

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U.S.A., 1 Year, $8 50c.

ON WHO'S WHO IN AMERICA.

VOL. XIX.
No. 13.

Some few .months ago one ventured to discuss in this
paper the internal affairs of our Teutonic and Celtic relations
on the other side of the Atlantic. The matter is of some
considerable importance to us on this side, for the Civil
Aviation Authorities of the various countries which are repre-
sented by their respective Aero Clubs on the federation
Aeronautique Internationale, and even the Naval and Mili-
tary Authorities, are so considerate as to pay some attention
to the advice and decisions of the various Aero Clubs which
compose that Federation.

This, after all, is somewhat natural, for each Aero Club
is supposed to govern the Sport of Flying in its own country,
and the Sport of Flying -is, or should be, and will be, in-
timately concerned with . Civil Aviation. That is to say,
those who flj for sport must conform to the Civil Aviation
Regulations. And the said Regulations must not hamper
unduly the development of the Sport of Flying. And im-
provement in sporting aeroplanes is of importance to Naval
and Military Aviation, just as the breeding of hunters and
race-horses is of importance to the Army.

Hence the Aero Clubs of the various nations cannot be
neglected by the Naval, Military, and Civil Aviation Authori-
ties of their own nations, and consequently the Aero Club
of each nation is of some impoitance to the aeronautical
community of each other nation. This is one's reason for
setting forth the affairs of the United Stares in this matter.
Moreover, as lookers-on see most of the game, it may
perhaps be an advantage to one's friends and enemies in the
United States to see how their affairs appear from here. And
perhaps the numerous readers of this paper in Canada may
also be interested, seeing that Canada is so directly affected
by the conduct of Military and Civil Aviation in the States.

A Review of the Situation.

When one last wrote on this subject the position was,
briefly, that the American Flying Club was trying to dis-
place the Aero Club of America as the representative govern-
ing body of the Sport of Flying in the United States.

The . American Flying Club was formed after the War,
ostensibly by flying officers of the U.S. Army and Navy Air
Services, and was therefore to be considered as a purely
amateur affair which would be at once a high-class social
club and a governing body which would mle the Sport of
Flying without fear and without reproach. Its enemies of
the Aero Club of America told a very different story.

According to the Aero Club partisans the American Flying
Club was composed of a lot of innocent young flying men
("boobs" was, one believes, the elegant word used in
describing them) who were humbugged into joining the
Club so as to give weight and power to a gang of grafters.
The said^ grafters were supposed to be people in the auto-
mobile trade who were concerned during the war with aircraft
production — very much as in England.

The Aero Club Member's Side of the Story.

The story was that when America heard the trumpet-call
to arms, which took three years to carry across the Atlantic,
a lot of cute financiers interested in the over-capitalised and
heavily watered automobile firms — whose shares were so
much waste paper in the hands of Wall Street brokers — •
rushed off to Washington and offered their services to the
Air Services. Having grafted themselves, into positions of
some importance, they proceeded to hand out colossal orders
for "airplanes" to the automobile firms with which they
were concerned, with the result that the shares of these
firms boomed to Heaven (far more -chan American guns or
bombs ever did). Wall Street unloaded ou the simple American
business man. And so everybody was happy, except the
people who were lumbered with the shares and the unfor-
tunate Ameiican aviators in France who had to cross the
German lines on obsolete or obsolescent French, Italian,
end British aeroplanes because the American automobile
firms, despite their screams about their colossal output,
never turned out an "airplane" which was fit to cross the
lines.

And so that was that, till the Armistice came and produced
about fourteen little wars instead of one big war : one little
war for each of President Wilson's sacred Points. The
United States being out of all these little wars, much as it
had managed to be out of the big war for so long, and as
it managed to remain outside the League of Nations and its
comic mandates, there was nothing for its Air Services to
do, except be captured occasionallv by Mexican bandits,
and so it struck some of the automobile 'gang that it might
be good to get going with a Club for disused aviators, and
use it as a weapon in collaring the control of Civil Aviation
in America. Which, after all, would be an entirely com-
mendable act in the interests of the shareholders on whom
Wall Street had unloaded.

That is roughly the version of the ordinary member of the
Aero Club of America. Whatever may be the exact truth, \
the facts are that the Flying Club includes in its member- J
ship most of the really good fellows in the U.S. Air Services (
(and there are many of them), that the Flying Club ran the
only aviation competitions held in the States in 1919-20, and
that whatever it has done has been clean and above-board.

The Flying Club Side.

The anti-Aero Club side of the story is even funnier.
According to this version, the villain of the piece is Mr.
Henry Woodhouse, member of the Committee of the Club,
or of the Board of Governors, or something of that sort. Also
Mr. Woodhouse is the proprietor, director, editor-in-chief of
that amazingly humorous publication Aerial Age, a species
of aeronautical Comic Cuts, and of the official organ of the
Aero Club of America, a paper called Flying, which is as dull
as any official organ can aspire to be.

Unfortunately his enemies disinterred Mr. Woodhouse 's
adventurous past and proved that he was originally an Italian, j
and that . his name in his home town is Enrico Mario T.
Casalegno — of which Woodhouse is an honest literal trans-
lation, so thsre is no deception in that matter, but merely
a change to accommodate the ignorant American. Still
more unfortunately it was proved that Signor Casalegno had
in a thoughtless moment, or in the exuberance of youth, L
knifed another Dago so that he died, and Signor Casalegno ')
in consequence did two 3-ears of the best for manslaughter, t

Now one holds that in America, where, according to the '
movies, manslaughter and man's laughter are so closely
allied, it is entirely unreasonable to dig up an affair of that
sort to a man's detriment. After all, what does a Dago or
two matter one way or the other to the Teuton and Celtic
races ? Supposing the other Dago had knifed Signor Casa-
legno instead, does anybody imagine for a moment that the
American Flying Club would be making a fuss about it all
these years afterwards?

The Successful Waiter.

However, everything comes to him who waits, and Signor
Casalegno, now become Mr. Henry Woodhouse, being like
sc many of his couhtfymeii a competent waiter, waited till
his opportunity came and then jumped into aviation with
both feet. Unfortunately Mr. Woodhouse managed to put
his feet into it too far, and incurred the enmity of a number
of free-born Americans, among them Mr Bud Mars, one of
the earliest American pilots. And so when he became really
unpopular there were plenty of people ready to dig further
into his private affairs. - —

Like so many exile^ from Europe, voluntary and other-
wise, Mr. Woodhouse remained in correspondence with those
a1" home. Among them was said to- be a Signor Santoro,
who pursued the nefarious calling of a journalist in Italy.
Unhappily Signor Santoro was later arrested and imprisoned
as a spy in the pay of Germany, and, this sad news reaching
Mr. Woodhouse's enemies, Mr. Woodhouse was promptly
tarred with the same brush, which strikes one as very hard
luck.

It would have been nearly as reasonable if people in this
country had attacked one for one's friendship with dear

576

The Aeropiane

September 29, 1920

old Captain von Pustau, of the Taglische Ritndshau (late
of the German Imperial Navy), who was over here buying
British seaplanes just before the war, when our brilliant
Naval Officers in charge of the Nation's destinies refused
to. buy such silly contraptions. By the way1 Can any reader
of this paper in Germany, or any German-American reader,
say what has become of Captain von Pustau ? He was
quite one of the best, and during the war he never failed
in his articles co pay tribute to the gallantry of our fighting
men. Still, one did not carry on an affectionate corre-
spondence with him during the war, whereas seemingly
Mr. Woodhouse did, somewhat naturally, correspond with
Signor Santoro, and suffered accordingly-.

Also, Mr. Woodhouse 's pushfulness and enterprise led
him to procure from Europe and publish in America, both
before and after the United States joined the war, various
photographs of new types of Italian, French, and British
aeroplanes long before they were allowed to be published
in the countries of their origin. This enterprise of his
seriously perturbed the Intelligence Departments of the
Allies, and led to strenuous efforts to prtvent copies of his
papers from getting to Germany via Norway, Sweden, Den-
mark, 1 and Holland. So that naturally Mr. Woodhouse was
not popular with the Naval and Military Authorities of the
Allies, no matter how much kudos his enterprise may have
earned for him among American small boys who like to
make models of new foreign "airplanes."

The Real Crime.

Various other charges were laid against Mr. Enrico Mario
X. Casalegno Woodhouse by his opponents, but enough have
been cited to demonstrate the methods of the said enemies.
Personally one can find no greater fault with Mr. Wood-
house than that he is obviously what we on this side of the
Atlantic call a "hot-air merchant." He has printed more
nonsense to the square inch about aviation than even the
most popular writers on this unfortunate subject in this
country. If he came here the editors of our daily papers
would fall on his neck and there would be no further market
for the Winchesters, Middletons and "Adjutants" of the
lay Press.

Mr. Woodhouse 's real crime is that he- has brought
American aviation into contempt among serious people by
hot-airing about what American Military Aviation was going
to do during the war and what American Civil Aviation was
going to do after the war. He has helped a crowd of
similar self-advertising gas-bags to foist themselves on the
American Pubiic and on the Aero Club as authorities on
aviation when they know nothing about the subject. And
he has consequently undermined the authority of the Aero
Club of America just when it was desirable that the Club
should be at its strongest. Therefore American Aviation
has no use for what is called the "Woodhouse Gang."

Knowing this to be the state of affairs when one last
wrote on this subject, one advised the Roval Aero Club
and the other Clubs forming the Federation Aeronautique
Internationale to drop the Aero Club of_America and back
the American Flying Club. Even supposing that all the
yarns about the latter were true, it was still better to back
the Flying Club. If one wants a difficult job well done it is
always better to set a clever crook to do it, and make it
worth his while to do it well, than to leave it in charge of
an honest fool — on the good old principle of "set a thief to
catch a thief," or, more politely, "the old poacher makes
the best game-keeper."

Apparently, so far af the United States were concerned,
the position was that either the Flying Club would have to
burst the Aero Club by sheer competition, or it would have
to capture the Aero Club by nobbling a majority of its
members. The latter was obviously the preferable proposi-
tion, for by doing so the new people in authority would
obtain the power, and would have in addition the good name
which still belonged to the Aero Club among those who did
not know of its internal troubles. And that is what has
happened.

How It Came About.

There has now been a reallv good blow-up in the Aero
Club of America, and to-day the position is that the Aero
Club remains the ruling power on the Sport of Flying in
the United States, but it is run by the bright young brains
who formed the American Flying Services. How it came
about is briefly thus.

The Flying Club took the Sport of Flying into its own
hands and organised the only two competitions of any
account in the States since the-war — namely, the New York-
San Francisco and back (and vice versa) race and the New
York -Toronto race. The Aero Club did nothing except talk
about a perfectly fatuous Round-the-World race to be held
at some future date, if any aircraft firms should be fools
enough to go to the expense of financing competitors — which

they would not do if they could and, under present circum-
stances, could not do if they would.

Emissaries from the Aero Club made trips to various parts
of the World, to which the competitors are supposed to be
going to fly, walk, or swim, as fortune may decree, and
talked the most arrant nonsense that one has ever heard
from human lips on the subject of flying. Not even an
English Member of Parliament c^ould have shot off as much
pure guff (to use what is,- one believes, the American idiom)
in the time available. The Flying CI lib did not talk. It
merely ran its races with conspicuous success. So the
Flying Club was at least two up on the Aero Club.

Then Mr. Woodhouse got to work in the Law Courts. He
demanded that the Governors of the Aero Club, who were
seeking to come to an agreement with the Flying Club for
an amalgamation^ be prevented from "consummating their
scheme of placing the Aero Club of America under the per-
nicious control of the Manufacturers' Aircraft Association."

By way of reply the Governors suspended him from mem-
bership of the Club on Aug. 4th because he had "brought
legal action against members of the Board of Governors."
And his paper, Flying, was discarded as the official organ
of the Aero Club. In moving his suspension Mr. Henry A.
Wise Wood, who had hitherto been regarded as more or
less Woodhouse's friend, and who had been responsible for
introducing Woodhouse into the Club, said : "I think he
began one year ago to use the Club for his personal ends —
to punish his enemies and to forward the feuds he was carry-
ing on. He has attempted to govern the Club as if it were
his own institution."

The Amalgamation Scheme.

Furthermore, the District Attorney's office had started in
July an investigation into the collection and distribution of
the National Aeroplane Fund of -1916. This fund amounted
to more than $300,000 and was administered by Henry Wood-
house, Alan R. Hawley and Henry A. Wise Wood. When
it was found that this fund had melted mysteriously a definite
movement for the amalgamation of the Flying Club and the
Aero Club began, as it was felt that some stronger control
over the affairs and finances of the Sport of Flying in the;
States was needed. At the time of writing the latest news
from America is that the state of this Fund is still being
investigated, but the mere fact that it has required investiga-
tion seems to have been used r.s a weapon1 against Wood-
house.

Meantime, the members of the Flying Club, headed by
the Chairman of their Amalgamation Committee, Captain
Albert P. Loening, who will be remembered as a very
popular member of certain R.F.C. Messes while he was on
duty in England as a U.S. Army Air Service officer during
the war, organised scientifically a frontal attack on the Aero
Club, which was to be captured by the simple process of
overwhelming the opposition with votes. So well was the
attack prepared that at a meeting of the Aero Club held on
Aug 16th the 150 members present who- supported the
amalgamation scheme held, between their own votes and
proxy votes, 590 votes in favour of their scheme against only
five pro-Woodhouse votes, out of a stated membership of
r,4oo.

The Fight.

Woodhouse himself was, not present. His end of the fight
was conducted by Lieut. Rafe Emerson, of the U.S. Naval
Air Service, formerly, a mechanic in the Navy, and Major
Charles J. Glidden. One who was present describes Emerson
as appearing in uniform with" all manner of wings em-
broidered thereon, much to the delight of everybody, the
gossip being that one set of wings indicated his ability to
fly backwards. Glidden will be remembered by many people
in this country as a stout and elderly party, chiefly notable
for doing eccentric motor tours under uncomfortable circum-
stances.

What Charles Glidden was doing in this galley is hard
to understand, for what he does not know about aviation
would fill all the books ever written on the subject. One
can only imagine that his fondness for quaint tours by auto-
mobile led him to interest himself in the Aero Club's idiotic
Round-the-World scheme, and that, having once embarked
on the scheme, he determined to see it through, being im-
pelled by that same obstinacy which forced him to go
through with his tours.

Even that does not account for his backing a man like
Woodhouse. So one can only imagine that he fought for
the sake of fighting, and not because he had any personal
interest in the affair. At any rate, he and Emerson, by using
the old Parliamentary trick of ialking nonsense to kill time
and constantly jumping into the debate on points of order,
managed to delay the proceedings so much that they were
not over till after midnight.

The Flying Club, which has a membership of 1,300, held

September 29, 1920

The Aeroplane

577

-a meeting which lasted half an hour and carried the motion
in favour of amalgamation unanimously. The members
cheered their President and Founder, Mr. Eaurence Ea
Tourette Driggs, for five minutes after the result was
declared.

By way of making an end to a perfect day the members
of the Aero Club decided, after defeating the Woodhouse
faction, to move the effects and records of the Aero Club
from Madison Avenue to the premises of the Flying Club at
11, East 38th Street, New York. This will therefore be in
future the official address of the Aero Club of America.

And thus not only was the Woodhouse faction in the Aero
Club of America defeated, but its position was captured
complete, and the loot was duly removed to the territory of
the vanquishers.

Attempted Competition.

It seems that possibly Mr. Woodhouse, who apparently
has made much wealth out of his newspapers — unlike the
proprietors of aeronautical papers in this country — intends
to carry on a guerrilla against his conquerors by heckling
and litigating for a year or so in order to bother everybody
as much as possible. Also, it is rumoured that he intends

TO THE DEPARTMENT OF CIVIL
AVIATION.

The attention of the Department of Civil Aviation is
directed to the following extract from the Furniture Trade
Record : —

Air Posts and '' The Aeroplane."

Some time ago my friend, Mr. C. G. Grey, Editor of
The Aeroplane, sent me some interesting particulars
regarding the development of air ports. These were sub-
sequently made the basis of a paragraph in these* columns.
In The Abroplane for Sept. 8th there is an article from
which I quote the following : —

"Some few weeks ago one made a serious attempt to
interest the business community in the advantages of
using the existing air mail services to and from Paris,
Brussels, and Amsterdam. One hundred of the leading
newspapers in Great Britain were selected for the experi-
ment. To each of these was sent a copy of an article
which appeared in The Aeroplane, setting forth what
these Air Posts are already doing and how letters can be
sent by air mail. About fifty of these papers were trade
and technical journals selected from the membership of
the British Association of Trade and Technical Journals ;
the other fifty were selected from among the leading daily
and weekly papers in Eondon and the Provinces. Of
these ioo newspapers, so far as one has been able to
discover, only four responded to the appeal."

The four mentioned are iheDaily Express, the Financial
News, the Sphere, and the Drapers' Record.

Publicity and Enterprise.
Mr. Grey writes somewhat sarcastically about the
average intelligence of the Press as evidenced by the
neglect of this subject, but I venture to suggest, in
justice to other of my contemporaries, that he may have
missed their references as he seems to have missed ours.
He will find the paragraph in the Record for Aug. i^th
(page 210), and it quotes the Editor of The Aeroplane
and acknowledges his courtesy. And now it is surely
fair to retort that the air-post people themselves display
very little publicity enterprise, for they have neglected
the Press- altogether. Apart from Mr. Grey's efforts,
they have been "winking in the dark" all the time]
[The italicised lines at the end — which are in ordinary type
in the original — seem to sum up the whole situation admir-
ably. All the fuss and pother of a Conference at the Guild-
hall would have been unnecessarv if the Department of Civil
Aviation and its Publicity Department had handled the Trade
and Technical Press in the right way, for it is the Business
Community that must learn to use air mails.

One is grateful to the Furniture Trade Record for its hand-
some acknowledgment of this paper, and one is glad that
the Press-cutting agency failed to send the first extract, for
if it had arrived this excellent lesson to the Air Ministrv
would not have been written. — c. G. G.

THE AERO CLUB'S SPORTING FAILURE.

It is very much to be regretted that the sporting effort of
certain members of the Royal Aero Club to get the racing
machine of the late Sopwith Co. ready for the Gordon Bennett
Race was not crowned with success.

Many difficulties were overcome. The liquidators of the
Sopwith firm refused to loan or hire the machine for the race,
though it was in their power to do so, provided that they were

to try to start an "Aerial Eeague of the World," which, if
it succeeded in setting up branches in all countries, as _ is
apparently the idea behind the scheme, would compete with
the existing Aero Clubs of all nations and with the Federa-
tion Aeronautique Internationale. -

Happily there is little prospect of Mr. Woodhouse 's scheme
succeeding. The smallness of his real knowledge of _ aero-
nautics is so well known to readers of his papers in all
countries that there is no chance of any "Eeague" of his
being taken as anything but a very feeble joke. At the same
time, it is well that the Aero Clubs which constitute the
International Federation should be warned in time so that
any attempt to raise branches of such a league may be nipped
in the bud.

At any rate, the aeronautical community in America has
called Mr. Woodhouse 's bluff quite successfully, and we now
know "Who's Who" in America. The result is eminently
satisfactory, for the Flying Gab, which is now the Aero
Club, included all the really good fellows in American
Aviation — as one stated when one last tackled this subject —
and one desires to congratulate them on the success of their
campaign. It is certain that their victory will prove to be
a benefit not only to American but to International Avia-
tion.—C. G. G.

indemnified against loss. Therefore the Aero Club sportsmen
arranged to buy the machine — which is actually worth the
price of scrap metal and firewood for all practical purposes —
at quite a reasonable figure.

Then the aforesaid liquidators refused to allow the pur-
chasers' mechanics to use the empty floor of the Sopwith fac-
tory for the erection of the machine and the installation of the
engine. Phis difficulty ,was overcome thanks to the sporting
owner of a garage in Kingston who offered space in his garage
for the purpose.

The Bristol Aeroplane Company, Etd., had been informed
on Sept. 10th by Sopwiths that the engine world not be re-
quired. In consequence the engine was handed over to the
Engine Department for experimental work. For ten days the
progress of this work was continuous. On Sept. 20th the
engine was asked for by the Aero Club sportsmen. Inquiries
were at once made and it was found to be impossible to over-
haul and retest the engine m time to do justice either to the
pilot or the engine designers. It is regrettable that modern
labour conditions prevent the adequate execution of a non-
stop job lasting two or three days even though the object
of the work was the maintenance of the sporting supremacy
of Great Britain.

Attempts were then made to find another engine complete.
The Air Ministry was splendid, and though the Department of
Supply and Research could not actually loan an engine with-
out an Air Council meeting to sanction such action — for which
meeting there was no time — the Department offered to stand
down in favour of the Club in the matter of any engine not
actually delivered. Unfortunately no such engine was ready
for deliver}'.

Then it was alleged that an engine ready for test had been
sent from the works to a certain firm to do trials. The firm
in question was unable to discover the engine, and nobody
else could ascertain its whereabouts. So apparently there is a
perfectly good " Jupiter " engine wandering about the country
without an owner.

Meanwhile there has been a perfectly good Gordon Bennett
racer standing without an engine, and Great Britain is repre-
sented by two machines (the pilot of one of which is ill at the
time of writing) and the American team is in possession of
six machines, a ton or more of baggage and spares, and a crew
of followers numerous enough to run a factory. — C. C. G.

THE GORDON BENNETT AVIATION
CUP RACE.

For the Gordon Bennett Cup Race, to be flown on Sept. 28th,
entries were received from Great Britain, France, and U.S.A.,
Great Britain was to be represented by Mr. Raynham on the
Martinsyde "Semiquaver," and Mr. Tait-Cox on the Nieuport
"Goshawk." Mr. Raynham and "Semiquaver" arrived by
road, but Mr. Tait-Cox went by air with "Goshawk."

He flew to Eynipne on Sunday night and crossed on
Monday.

Mr. Roland Rohlfs, the pilot of the Curtiss "Texas Wildcat"
entered by Mrs. S. E. J. Cox, has crashed. No details are to
hand, but the sister machine was also withdrawn.

The remaining U.S.A. machines were the Atmy-entered
" Verville" with 600-h.p Packard and the Dayton-Wright with
260-h.p. Hall Scott engine.

The French entries were MM. Sadi-Eecointe and Kirsch in
Nieuports, and de Romanet in a S.P.A.D.

The winner was M. Sadi-Lecointe.

The Aeroplane

September 29, 1920

AIR TRANSPORT IN BELGIUM.

By E- V. Questier, late Editor The Belgian Review.

Air transport, owing to the total closing of all frontiers
during the war, has been a staggering novelty for Belgium.
Whilst the use of the aeroplane for military purposes was only
too well known in those years of enemy occupation, its adapta-
bility to peaceful commercial pursuits was hardly realised by
the great majority of the Belgians.

Thus did it happen, for instance, that although the enemy
had dotted the maps with countless aerodromes, landing
places and sheds, all of which might have been put to some
good use, the first peace aviation exhibition took place in a
foreign neutral country, and not on Belgian soil.

Since the Armistice, however, great strides have been made
with the indispensable propaganda for air travel and trans-
port, and, to some extent,' it may be said that Belgium pos-
sesses one organisation the like of which is to be found no-
where else.

S.N.E.T.A.

I refer to the Syndicate National pour 1 'Etude des Trans-
ports Aeriens, better known under its composite name of
Sneta.

This syndicate was formed last year, and consists, amongst
others, of the following influential bodies or persons : Banque
d'Outremer, Societe Generale de Belgique, Banque de Brux-
elles, Banque de Paris des Pays Bas, Banque Industrielie,
Societe Mutuelle Mobiliere et Immobiliere, Compagnie de
Congo pour le Commerce, Credit Anversois, Credit General
Liegeois, Baron Lambert, Messrs. Philippson, Baron de Macai,
Chevelier de limine, A. de la Hault.

With ample capital, and the power and means to call for
more, this syndicate set about, first to vulgarise aviation, then
to create the initial services, and to foster and encourage
enterprise.

At an early date the SneTa obtained the use of Sart (near
Spa), Evere (near Brussels) and Wilryck (near Antwerp), for
aerodromes, and in each place demonstration flights and short
passenger trips are being "held daily. The public seems to have
taken readily to the new sport, as the following figures show :

Flights at Spa in Aug. : 28 ; passengers 39. Passengers in
Antwerp (summer season), 800. Flights at Brussels since the
creation of the Sneta : 122 ; passengers 3,316. (All figures
up to Sept. 1st.)

The services at Antwerp are under the command of Lieut.
Fit. Cmdr. Jean Olyslagers, late of the Belgian Air Force.
An Interview.

In a long conversation, this well-known aviator, brimful of
enthusiasm, explained to me that the greatest difficulty the
Sneta has met up to now is to decide the municipal and othei
authorities to grant permanent facilities for aerodromes.
Public opinion is backing aviation, and divers means are used

to keep it up to concert-pitch. In Antwerp, for instance, nearly
every street has a large poster, generally over a cafe or some
public building, and showing "Flying at Wilryck! Enquire
and Book Within." The services seem well combined, and
facilities for indulging a desire for a flight are such that the
wish has 110 time to get stale.

The Sneta is acting quite efficiently in other directions.
A Press bureau is keeping local papers all over Belgium sup-
plied with aviation news. Direct advertising, first by means
of "questionaires" sent to all firms and persons likely to use
air transport, then by regular reminders, is also maintained^
Aerial Services.

Regular services from Brussels to Paris and from Brussels
to London are running twice daily, and are meeting increasing
support, the goods rates being as follows : —

Brussels-Pans. — 1 to 5 kg., 7.50 fr. per kg.; 5 to 10 kg.,
6.50 fr. per kg. ; 10 to 20 kg., 5.50 fr. per kg. ; over 20 kg.,
4.50 fr. per kg.

Brussels-London. — 1 to 5 kg., 9 fr. per kg. ; 5 to 15 kg.,
8 fr. per kg. ; 15 to 50 kg., 6.50 fr. per kg. ; over 50 kg.,
6 fr. per kg.

The passage fares have since Sept. 6th been reduced to
400 fr. single and 650 fr. return.

In the Belgian Congo, the Sneta has organised an air ser-
vice in connection with arrivals and sailings of the mail boats
from Antwerp ; the air line going from Stanleyville to
Kinshasa.

As regards the air mail between London and Brussels and
vice versa, its use as long as the mail boat services remain
disorganised as they are should be of extreme efficiency in
various respects. (Why, by the way, pre-war rail .and boat
services in respect of mail remain inadequate is a deep and
unfathomable mystery.) Things being, however, as they are,
the air mail should save a full day to mail posted in time for
the daily aeroplane. Here, however, as in the matter of
aerodromes, the official minds have been at work. From
personal investigations I have been unable to find one busi-
ness man in Antwerp who knew how to speed his mail.
Everyone knows that there is such a thing as air mail to
London and to Paris, but where and when to post are dark
mysteries; and, curiously enough, 1he rates for air mail
letters from Belgium are not the same as the return to
Belgium.

Of the various passenger services, the line Brussels-to-Paris
has by far had the greatest attraction.

On the whole, it may be said that the Sneta organisation
is one whose efforts on behalf of commercial aviation are both
novel and efficient; given some more pliant administrations
and some less mandarin-minded officials, air travel should
before long become commonplace and in general use.

THE DISASTER AT HAYES.

On Saturday last, between 12.00 o'clock and 13.0c o'clock, a
Centaur 2a, owned by the Central Aircraft -Company, of
Northolt, which was flying with 5 passengers, fell to the
ground and killed all except one of the occupants.

The pilot was Mr. Frederick Benjamin Goodwin-Castleman,
an ex-officer of the R.A.F. He took certificate number 5,3.51
on June 8th, 1917, and has been chief pilot of the Central
Ail craft Company for eighteen months.

Of the other victims, Miss Imelda Mary Trafford way one of
the few lady pilots then flying. Shediad certificate number
7,879, for which she completed her tests on June 24th last.
She was a very fine pilot indeed and in her death aviation has
suffered a severe blow. Mrs', and Miss Wilkinson were the
wife and daughter respectively of the aerodrome caterer. Mr.
Rowlands was the aerodrome caretaker, and the only surviver
was his daughter, who died on Monday evening.

The machine was the twin-engined "Centaur 2a" with two
160-h.p.. Beardmore engines, which went through the Air
Ministry's tests for the competition at Martlesham.

From an eye-witness who was most competent to judge, it
seems that the port engine, which was not running well at the
start, cut out at about 500 ft., and the machine went into a
left-hand spin.

Everyone will sympathise with the Central Ail craft Com-
pany and the relatives of the deceased in their, loss. The
company are one of those who in a quiet way have been
working hard in furthering civil aviation and it it hard luck
that the first serious smash since the start of civil aviation
should have occurred in their machine. — G. n.

THE SCHNEIDER CUP RACE, 1920.

The Italian correspondent of The Aeroplane writes :■ —
The only pleasant thing or circumstance in connection with
this unfortunate occurrence seems to have been the sinless
flying from start to finish of the winner— Nav. Lt. Chevalier
Luigi Bologna, one of Venice's better-known aces. He boldly

emerged from shelter places- long offer the judges' and time-
keepers' deep-sea motor-launches had retired (transferring
their valued occupants to torpedo-boats), took the air in a wind
estimated at as much as 50 kilometres per hour oti the first
day of the tests and kept it for well over the hour, till the
buoys became invisible that is. The anchored gas-bags had
long since given up the ghost !

In this period he had succeeded"in getting round the course
five times, his medium time being 146 1-3 kilometres' per hour,
the best 135 4-8. The race was postponed till the weather per-
mitted, which was on the 21st.

Zanetti, who had forfeited his entry as he could pot get the
Macchi 19, with 700 F.I.A.T. engine, into fighting trim in
time, and Ianello, who was afflicted with magneto trouble on
the Savoia 19, 450 Ansaldo, having done likewise, Bologna
fiew round rhe course on the Savoia 12 (also powered by the
aforesaid big Ansaldo motor) in 2 hrs 10 / 55 at a medium
speed of 152J per hour. The distance to be flown is 375! kilo-
metres. The wind was about from 4 to 9 metres and from
south-west. Sea rough; and the. height at svhich the seaplane
flew from 200 to 400 metres.

The judges afterwards declared the Cup won by the Italian
Aero Club, and Lieut. Bologna winner of the 30,500 francs
(French) of prize-money.

It is to be hoped that the unfortunate fact of the cancelling
of all the Allied entries, which was not generally known till
almost the last moment — and has given rise to the idea among
the men in the street, and perhaps natmally, that they did not
care to play in his yard or were hopelessly outclassed — will
be smoothed down b}' the presence of the foreign representa-
tives and charges d'affaires, England, France, and U.S.A.
being well to the fore in this wise respect.

The organisation appears to have been excellent, and every
right-thinking person will sympathise with thor.e responsible
foi it on the hard luck of having had to fight against the
slings and arrows of both the weather and the times we
live in. — T. . S. h.

SEPTEMBER 2Q, I92O

The Aeroplane

5/9

MARTIN SY

CRAFTSMANSHIP

i

^Phe word Mar t inside has been
Jit- syr\onymous with craftsmanship
from the earliest daj^s of aviation.

1

Aerodrome
BKOPKLANDS.
Telephone
17! BYELEET.

MARTINSYDE LTD

WOKING, ENGLAND.

Telephone : WoKing 551, 552, 553.
Telegrams : Martins>"de,WoKing.

London Office
CARLTON HOUSE,
lln , REGENT ST.
L0KD0"N,W.l.

Tele-phone: Gerrard. 4 500
Telegrams : Martinsyde, P iccy, London.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

58o

The Aeroplane

September 29, 1920

NAVAL AND MILITARY AERONAUTICS.

The R.A.F. Appointments and Gazettes will be found on

page 602.

MILITARY.

Extracts from War Office Communiques.
Sept 21st. — . . . North of Baghdad also all is quiet. Aeroplanes
fired on and dispersed a hostile concentration 16 miles south of
Samarra. .

Sept. 23rd. — On the Middle Euphrates the situation is Quieter. The
pilot and observer of an aeroplane, who fell into the hands of tribes-
men after a forced landing, were brought into Keluja, where there is
a British garrison. These tribesmen had refused to hand them over
to a Sheikh hostile to us, who had demanded their surrender.

Sept. 25th. — . . . One of our aeroplanes dropping stores on the
defence vessel Greenfly, which is aground in the Euphrates, was shot
down in the river by tribesmen, who carried off its occupants on their
reaching the river bank.

Lower Euphrates. — . . . Two intensive air raids on Samawa town
appear to have produced a demoralising effect on the hostile in-
habitants, who are said to be withdrawing in large numbers to the
eastward. . . .

In the Diala division . . . the main remaining centre of the trouble
is at Delta wa, where a body of 500 tribesmen have advanced to the
right bank of the Diala just above Bakuba. Aerial action against this
band has "inflicted some casualties on them.

AIR FORCE.

R.A.F. CADET COLLEGE PROFESSORSHIP.
The Air Ministry announced on Sept. 21st : —

Doctor O. S. Sinnatt, M.C., D.Sc, M.Sc , at present Lecturer in
Mechanical Engineering, London University, King's College, has
teen appointed to the Professorship of Aeronautical Science at the
R.A.F. Cadet College, Cranwell.

The following details as to Dr. Sinuatt's career are also supplied
by the Air Ministry :

Dr Sinnatt was born in Liverpool in 1882, educated at the Man-
chester College of Technology and Owens College, University of
Manchester. He is a Master of Science and Bachelor of Science,
Manchester University, and Doctor of Science, London University.

He has been Lecturer in Engineering at King's College, University
of London, since 1905. During the early part of the war he held
various posts with the University of Loudon Officers' Training Corps,
for a period being in charge of the Training Camp, Perivale. He
. was afterwards transferred to the London Regiment and posted to
France early in 1917, rising to be second in command of the 2/2 Bat-
talion of that regiment. He was severely wounded at Poelcappelle
in the latter part of 1917 and was awarded the Military Cross. Later,
after his return from hospital, he was attached to the Air Ministry
as a Technical Officer and served in the Instrument Division.

ROYAI. AIR FORCE.— CADET EXAMINATION.

The Air Ministry announced on Sept. 25th that : —

An examination for entrance into the Royal Air Force will be held
on Nov. 16th, 1920, and the following days.

Forms of application for" entry will be furnished on application by
letter addressed to the Secretary, Civil Service Commission, Burlington
Gardens, W.i. The form should be completed and forwarded to the
Secretary, Civil Service Commission, not later than Sept. 30H1. No
form of application received after Oct. 14th will be accepted under
any circumstances.

At this examination not less than 20 cadetships will be open to
competition, less such number as may be awarded to King's Cadets,
King's India Cadets, or Honorary King's Cadets. This number will
include the grant of not less than one Prize Cadetship.

The examination will be conducted in accordance with the Pro-
visional Regulations for the Royal Air Force (Cadet) College, Cranwell
(F.S. Publication 121), and amendments thereto obtainable from
H.M.S.O., Imperial House, Kingswaj , or from any bookseller. The
examination will be held in London ot at other centres in the United
Kingdom. The fee for the examination in London will be £4. At
any other centre the fee will be £$ in addition to the local fee payable
in some cases to the College and School Authorities

The amounts payable towards the cost of uniform and books are
now ^65 prior to first joining, and further payments of £25 and £10
at the commencement of the third and fourth terms of residence,
respectively.

The limits of age for entrance to the College will be from 175 to 19
years (the half being reckoned by calendar months).

The candidate must have attained the age of 17I and not have
attained the age of 19 on Jan. 1st, 1921. Exception is made in the
case of those who have had various classes of service. In these cases
the maximum age is 21 -

Additional marks will be awarded to candidates with various classes
of service, as follows : —

(a) Candidates who qualify for certificate "a" in either the Senior or
Junior Division of the Officers' Training Corps, a secondary
school, or a recognised Territorial Force Cadet Unit wifl be

THE AMPHIBIAN COMPETITION.

The following are the officially-communicated results to date
of the Government Competition for Amphibian Aircraft : —

Fairey.

Machine Float- Amphibian Getting Off Land

Pilot..Lt.-Col. Nicholl, D.S.O.

Engine 450 Kapier (Lion)1

Fligh Speed

Slow Speed 20/9/20 :

47.2.5 knots*

Reliability 17/9/20

Economy W/G = 8.5*

Self -controlled Flight ...

Getting Off SEA...23/9/20

104 ft.

SUPKRMAKINE.

Machine Boat Amphibian .Slow Speed 23/9/20 :

Pilot Capt. J. Hoare

Engine

350 Rolls-Royce "Eagle"

High Speed 23/9/20 :

82 knots

eligible for the ,award of ihe actual marks obtained at the
Certificate Examination — i.e., from 300 to 600.

(b) Candidates who were serving on Jan. .1st, .1920, or who had
served prior to that date as Officers, Warrant Officers, Non-
commissioned Officers or Men of the Royal Navy, Royal Marines,
Regular Army, Royal Air Force, Special Reserve, Indian Army
Reserve of Officers, Militia, Territorial Force, or Forces of the
Overseas Dominions, and who have completed four months' con-
tinuous service and can furnish certificates to that effect, will be
entitled to an award of 400 marks.

(c) Candidates who were serving on March 1st, 1919 (or who had
served prior to that date), in the Senior Division of the Officers'
Training Corps, and can furnish a certificate to that effect, will

• be entitled to an award of 400 marks

The certificates required in (b) and (c) above will be lendered on a
form supplied to applicants by the Civil Service Commissioners..

Under no circumstances will a candidate be awarded the 400 marks
for service in addition to the marks gained in certificate "A" examina-
tion.

No candidate will be accepted unless he is pronounced physically
fit for entry into the Royal Air Force by a Medical Board.

Candidates are warned that if they elect to be examined ,at centres
other than London it will still be necessary for them to come to
London for their Medical Examination shortly after the termination
of the educational examination.

Parents and guardians are strongly recommended, in order to lessen
the chance of subsequent disappointment, to have their sons or wards
examined by a medical practitioner previous to their becoming candi-
dates for a commission in the Royal Air Force. A pamphlet giving
details as to the standard of medical fitness demanded can be" obtained
on application to the secretary, Air Ministry (D.M.S.).

Cadetships at the Royal Military Academy, Woolwich, and the Royal
Military College, Sandhurst, will also be open for competition at the
same examination. Particulars may be obtained on application to the
Secretary, War Office. Whitehall, London, S.W.i.

A candidate who fulfils all the necessary conditions may compete
for a Cadetship at the Roval Air Force Cadet College and also for a
Cadetship at the Royal Military Academy or Military College. Candi-
dates desiring to do this must express definitely their order of pre-
ference before the examination begins.

Candidates who compete for entrance to the Royal Air Force Cadet
College, whether as first, second, or third choice, must undergo the
Eoyal Air Force Medical Examination. A- candidate will -be accepted
as fit for the Army Colleges if he passes the Royal Air Force Medical
Examination and is within the standards set by the Army. -

Philosophic Anarchy.

It has been said that "in a multitude of councillors there
is wisdom." Evidently, judging by our present councillors,
it would seem that a vast multitude of them would have to be
squeezed very hard in order to extract a very small amount of
wisdom, if the following paragraph, taken from the Evening
News of Sept. 22nd, may be taken as an example of co-opera-
tive common sense : —

" R.A.F. SnumsED.

" Bermoudsey Council refuse to allow the R.A.F. to
place recruiting posters in public places.

" One of the councillors, Miss Jessie Stephen, said the
Government could surely find better work for unemployed
men than teaching them how to bomb defenceless women
and children."

Miss Jessie Stephen seems to have forgotten that if we had
not trained men to handle aeroplanes during the war, she and
other defenceless women and children would have been con-
siderably worse bombed than they were, let alone that they
might have been conquered by Germany, so that they would
now be living under a firm and ruthless Government which
would not permit Miss Stephen and her like to talk anarchistic
nonsense.

Beating swords into ploughshares may be an excellent
method of increasing the nation's food supplies, but before
doing so it is always advisable to make quite sure that the
other fellow is not employing the still cheaper method of
beating ploughshares into swords with which he may com-
mandeer the food supplies and other property of the defence-
less pacifist and the philosophic anarchist.— C. G. G

Getting Off Land. ..24/9/20 : Anchoring and Picking Up

60 ft. Mooring 24/9/20

Mooring Out (24 hrs.) Landing (over balloons) run

24-25/9/20 27/9/20, 321 yds.

Mooring Out (24 hrs.)

26-27/9/20!

Towing

Taxying 21/9/20

Figure 8 23/9/20

Anchoring and Picking Up

Mooring 23/9/20

Landing (over balloons) run
Getting Off and Landing
(rough water)

Towing 22/9/20

Taxying 22/9/20

Getting Off and Landing

48 knots

Reliability 21/9/20

Economy" W/G = 11.88*

Self -controlled Flight 22/9/20
Getting Off Sea. ..22/9/20 :

102 ft.

Figure "8 22/9/20 (rough water) 22/9/20-

VlCKERS.

Machine ...Boat Amphibian Getting Off Land... 14/ 9/ 20 :

Pilot Capt. Cockerell . , , *77

Z; V • „T. „ Mooring Out 24 hrs.)

Engine ...450 Napier Lion & 20-21 1 gl 20

High Speed ...8/9/20: Towing 22/9/20

105.2 knots Taxying .'. 20/9/20

Slow Speed 14/9/20: Figure 8 20/9/20

45-25 knots Anchoring and Picking Up

Reliability 7/9/20 Mooring 20/9/20

Economy W/G = 9.75 Landing (over balloons) run

Self-controlled Flight 7/9/20 27/9/20, 382 yds.

Getting Off Sea... 22/9/20 : Getting Off and Landing

340 ft. (rough water) 22/9/20

* These figures are liable to correction,
•j- Failed to do flight at conclusion.

Supplement to The Aeroplane, September 29th, 1920.

58

SUPPLEMENT TO "THE AEROPLANE"

INCORPORATING AIRCRAFT ENGINEERING, AERODYNAMICS, AIRCRAFT FINANCE AND COMMERCIAL AERONAUTICS
AND MATTERS PERTAINING TO THE AERONAUTICAL ENGINEER AND THE AIRCRAFT TRADER.

THE WEEKLY COMMENTARY.

In an article below the general trend of German ex-
periments with superchargers for altitude flying is dis-
cussed.

This article is of compound origin, in that a transla-
tion of Herr Noack's history of superchargers with his
own comments thereon added was prepared by Mr.
Hildesheim. This was then remodelled with further
comments based on French and American work in the
same direction by Captain Sayers.

Specifications issued by the Air Board of Canada for
certain classes of aircraft needed for exploratory and
forest patrol in that counrty are summarised on page 584.

A short description of the Supermarine Amphibian
entered for the Air Ministry Competition appears in this
issue.

GERMAN SUPERCHARGER DEVELOPMENTS.

Despite the generally successful results obtained by the
German engine designers with super-compressed and over-
dimensioned engines for high altitude flying, they were not
content with these results alone, but carried out some con-
siderable amount of experimental work in connection with
super-chargers. A somewhat verbose description of the course
of these experiments has been written by Herr W. G. Noack,
before the war a member of the engineering staff of the
famous German-Swiss firm of Browu-Boveri and Co., and
during the war concerned in the development of German
"Giant" aircraft. From this article the information whereon
the following comments are based has been extracted.

Herr Noack appears to have designed a type of super-
charger in 1916, and to have handed over his drawings to
-the German authorities at the beginning of 1917, and to
have arranged for experimental construction to them by the
Brown-Boveri works at Mannheim.

Herr Otto Schwade, of Erfurt, manufacturer of the Stahl-
herz rotary engines, almost simultaneously had attacked the
same problem and had taken out patents covering the design
of superchargers. Later the A. E.G. and the Siemens-
Schuckert concerns attacked the problem. So far as can be
discovered no German supercharger on the lines due to Prof.
Rateau has appeared, and instead of utilising the energy of
the exhaust gases from the engine cylinders to operate the
air compressor, all the German superchargers have been
driven either by the engine itself, or by a special engine
installed for that purpose. The latter scheme has only been
used in the case of large inultiple-engiiied craft.

The fact that large volumes of air are required to be com-
pressed only to a relatively low pressure indicated to German,
as to Allied, engineers that the turbine type of compressor
alone could meet the necessarily ' exacting requirements of
low weight and small space, and as the turbo-compressor is
necessarily a high speed affair, the method adopted of driving
from a petrol engine necessarily involved gearing up between
the engine and the turbo-compressor.

In order to lessen the troubles likely to be met with on
such gears the German superchargers were all designed for
speeds not greatly exceeding 10,000 i.p.m. and thereabouts —
which relatively low speed necessitated the use of multiple-
stage compressors.

In this respect the exhaust turbine-driven supercharger
stands at a considerable advantage, as speeds of rotation of
30,000 r.p.m. can be attained without intermediate gearing,
and a simple single-stage centrifugal blower can be made to
suffice for the range of compression needed in practice. This
makes for a lighter and more compact installation.

Despite the adoption of an inconveniently low speed of
rotation for the compressors the German designers by no
means escaped from gear troubles. It needs but a little
practical experiment with one of the very common American
hand-driven grinding wheels to come by an appreciation
of the very large shocks which can be applied to a train of
gears of high ratio, fitted with a flywheel at the high speed
end, and with a somewhat irregular turning moment applied
at the other.

This effect, in the case of a supercharger driven by an in-
ternal combustion engine, particularly at the period of starting

.4 GERMAN SUPERCHARGER.—
A supercharger of Schwade design
coupled to a 26(hh.p. Mercedes engine on
the iest bench. It is driven through a
train of gears from the crankshaft end,
and discharges its compressed air
directly to the carburetter intake, which
is bolted directly to the supercharger.
The photograph gives an excellent idea
of the bulk of a supercharger of this
type.

582 supplement to the aeroplane) Aeronautical Engineering

September 29, 1920

up and in the event of missfires, is such that neither any
practical train of gears, nor any reasonably proportioned
engine crankshaft could hope to survive it. Not only this,
but even with the most evenly running of engines there were
possibilities of torsional vibrations occurring, and German
experience with gear drives to airscrews did not encourage
the taking of any risks in this respect. ,

Various expedients were adopted to secure immunity from
troubles on these two scores.

The Siemens-Schuckert firm arranged to drive their super-
chargers by gears from the airscrew end of the engine shaft,
thereby using the airscrew as a flywheel and relieving the
engine crankshaft as a whole from the loads likely to result
from irregular torque.

The Brown-Boveri firm used a spring drive allowing a
relative displacement between crankshaft and supercharger,
and in both A. E.G. and Schwade designs automatic centrifugal
clutches, arranged to engage only when the engine was turn-
ing at at least 600 r.p.ni., and slipping on the occurrence of
any abnormal torque, were incorporated in the drive.

In those cases where a special engine was used to drive
the supercharger, a flywheel was fitted thereto to reduce the
torque irregularities.

A further disadvantage of the supercharger, when driven
from the main engines as compared with the exhaust turbine-
driven type was also encountered. In a turbo or centrifugal
type compressor the rise in ^pressure is a function of the speed,
and as it is the object of the supercharger to maintain con-
stant engine speed, the turbo-compressor directly driven tends

Diagram of the Loren/.en Automatic Control for Super=
chargers. A double beat throttle valve in the air circuit is
controlled by the inverted aneroid arrangement shown.

to supply an excess air pressure at low altitudes. This can
only be overcome by either fitting relief valves to the inlet
pipe system, or by throttling the air intake to the compressor.

. Neither of these is an efficient method of regulation, as in
both cases more work is done by the compressor than is
necessary to supply air at constant pressure to the engine,
and the exhaust turbine drive, when the compressor speed
is regulated to give just the degree of supercharge required,
presents ? more efficient solution, more particularly as an
element of automatic adjustment ensues from the decreased
external atmospheric pressure in the exhaust side of the
gas turbine, which occurb simultaneously with the need- for
a higher degree of supercharge.

With the separate engine drive on multiple-engine machines
this trouble vanishes as the driving engine may be throttled
to give the necessary speed. It may be expected, however,
that this method of regulation will introduce increased risks
of torsional vibration and gear troubles if any very wide
range of speed is covered.

As has already been stated, all the German superchargers
were of the multiple stage type, generally either three or
four stages being necessary, according to the altitude to which
normal inlet pressure was to be maintained. Apparently the
centrifugal type was general, the rotors consisting of steel
impeller blades mounted between high tensile steel discs,
running on nickel chrome shafts carried on roller or ball
bearings. The stationary parts consisted of an aluminium
case, carrying the diffusor and deflector blades, and the stage
partitions. The stationary diffusors and deflectors were com-
monly also of aluminium or duralumin, either integral with
the case" or built up from drawn sections and riveted, in
place, though steel was sometimes used for these parts. No
indications are given of any novelties of a striking character
in the general design, which very reasonably follows the
practice evolved by experience in the construction of turbo-
compresscrs for industrial purposes.

' Rotor peripheral speeds seem to have been fairly uniform
at 140 to 150 metres per sec'ond, corresponding to rotational

A Brown=Boveri Supercharger partly dismantled.

speeds varying from 11,000 r.p.m. in superchargers for single
engines to 6,000 r.p.m. in the large types designed to serve
multiple engines in giant aircraft.

The weights of the various supercharger designs do not
appear to have varied greatly for similar purposes. Thus the
Schwade type, designed to maintain constant pressure up
to'3,500 metres for the 260 h.p. Mercedes, weighed 47.5 kilos.

A Brown-Boveri supercharger of similar capacity, designed
for higher altitudes, weighed 54 kg., plus some 10 kg. of
accessories, and consumed 28 to 30 h.p.

The A. E.G. supercharger for a similar engine, designed
for constant pressure to 4,000 metres, .weighed complete
56 kg., and similarly consumes about 10 per cent, of the
engine output.

For central superchargers to deal with 1,200 h.p., the
weight of a Brown-Boveri engine-driven supercharger is given
as 145 kg., to which there is to be added the weight of the
120 h.p. Mercedes engine used to drive it.-

As in the case of Allied supercharging expei-iments, the
work of developing variable pitch airscrews was a parallel
necessity.

Certain efforts at the design of compromise airscrews,
designed to operate best at roughly half-way between
sea level and the maximum height of constant power,
helped out by slight super-compression low down to allow the
engine to turn at a reasonable speed when getting off, appear
to have been made. This method allows for an increase of
engine revolutions with height, and trouble ensued from the
fact that bad vibration periods were encountered within the
speed range needed.

A variable pitch airscrew of Dr. Reisner's design, built
by the Helix Propeller Works, of Berlin, and by Hell-
muth Hirth's experimental factory is stated to have proved
reliable in practice.

No details of the essential features of its construction are
revealed by Herr Noack, however.

The Reisner airscrew has been made in two forms as
regards the method of adjustment, and a centrifugal governor

The Lorenzen air pressure controlled variable airscrew.

arrangement can be fitted to it to keep the engine speed
constant.

Another variable pitch device is that due to Herr Lorenzen,
who employs a barometric device, whereby a rubber dia-
phragm, subject on one side to a constant pressure of one
atmosphere and on the other to the pressure of air around
the machine, regulates the blade pitch.

It is stated also that the Garuda airscrew concern have
experimented with a centrifugally-controlled> variable pitch
airscrew, but it seems reasonable to suppose that in Germany,
as elsewhere, the practical difficulties of a construction com-
bining strength with lightness have been the main difficulties
in the way of successful airscrews of this type.

September 29, 1920

Aeronautical Engineering

(Supplement to The Abroplan».)

583

THE FIRST AND ONLY AERO ENGINES

To make a direct aeroplane
flight across the Atlantic

(Vickers-Rolls 'Plane).

To fly from England to South

Africa (Vickers-Rolls 'PI ane .

Rolls-Royce Aero Engines
were also the first to fly from

England to Australia

(Vickers-Rolls 'Plane).

THE WORLD'S BEST

AERO ENGINES

ROLL S-R O YC E, LIMITED,

15, Conduit Street, London, W.l.

Telegrams
Telephone

" Rolhead, Reg. London."
- Gerrard 1654 (3 lines).

KINDLY MENTION "THE AEROPLANE" WHEN CORRESPONDING WITH ADVERTISERS.

584

iMipplrtcent to Tm Aeroplane.)

Aeronautical Engineering

September 29, 1920

THE CANADIAN AIR BOARD'S SPECIFICATIONS FOR
EXPLORATORY AND FOREST PATROL AIRCRAFT.

As was briefly announced in last week's issue of The Aero
plane, the Air Board of Canada has issued specifications of
certain types of aircraft and is inviting tenders for the ?
manufacture and supply of machines to these specifications.
In an explanatory letter signed by the Secretary of the Air
Board, the following statement is made : —

"The Air Board has under consideration the purchase of a
number of aeroplanes, seaplanes, and flying boats. As the war-
type machines now in possession of the Canadian Government
become obsolete, it is the intention of the Air Board to replace
them with the most modern commercial machines available.

"A certain amount of experimental work must be done to
determine the type and kind of aircraft most suitable for the
commercial work undertaken in the peculiar conditions pre-
vailing in Canada.

" The attached draft sets forth the requirements which the
Technical Officers of the Air Board consider should be .em-
bodied in accepted types of aircraft.

"It is the policy of the Air Board to purchase one each of
seveFal types of aircraft and, after exhaustive tests in Canada,
to standardise the types found to be most suitable and to order
in quantities.

" You are therefore invited to tender for aircraft as per
attached.

"Delivery of machines will be required on or before March
1st, 1920. /

" A memorandum by the Superintendent of Flying Opera-
tions describing flying conditions and the operations contem-
plated is enclosed for information."

The memorandum referred to sets forth that aircraft will be
used very extensively in the opening up and development of
comparatively unexplored land. Development in Canada has
extended east and west along the International frontier, and
development north from that frontier has been small. There
are thousands of square miles within a relatively short distance
of the boundary between the United States and Canada unex-
plored and practically unmapped. It is for the exploration and
development of these regions that aircraft are particular]}'
needed by the Canadian Government. The work for which
they will be mainly needed will be photographic exploration
and forest protection.

The requirements for both types c-f work will be very similar.
The country over which flights will be made is very rough
and uncultivated, with aerodromes few and far between. Long-
distances will have to be traversed from the bases, and it is
essential that the engine and installation be of the most reliable
type possible/ as a forced landing in a country devoid of roads
or railways would mean total loss of the machine unless repairs
can be effected on the spot by the crew.

The only mouths free from ice and snow in the northern
parts of Canada are April to November. If flying is to take
place all the year round, all types of aircraft must be able
to land on snow and ice, and proper.jprovision must be made
for this fact in the design.

One even more difficult problem is introduced by the fact
that for a certain period in the spring and the autumn it will
be difficult to find either open water for seaplanes te land on
or ice sufficiently strong to bear a machine at rest. A proper
consideration of these points should be made in tendering to
the specifications.

The Types Required.

The specifications issued call for four distinct types-of air-
ciaft — single-engined flying boats, single-engined aeroplanes,
single-engined float seaplanes, and twin-engined aeroplanes.

In certain respects similar requirements are made for all
four types. It is desired tTTat the hull or fuselage of all types
be considerably larger than is customary in war-time types,
and that it be as free from internal cross-bracing as possible
to provide a maximum stowage space

Seating accommodation for pilot and three passengers is
required in all types, and provision for landing on snow or ice
must be made.

Ten hours' petrol capacity at cruising speed is required in
each case, and dual control is to be fitted.

The Rolls-Royce Eagle VTII modified is specified as the
power plant in every case, except in the case of the twin-engine
aeroplane, when the choice is open as between "any standard
type in production."

Provision is to be made for warming oil leads and water con-
nections for winter flying, and a radiator system should pro-
vide for extremes of temperature ranging from 60 deg. below
zero to 100 deg. Fahr. Machines must be so arranged that
open types can be converted to cabin type to protect the crew
in winter flying.

The largest possible cargo capacity consonant with the other
requirements of the specifications is demanded.

A factor of safety of not less than 8 to 1 is required through-
cut.

The more specific requirements of the particular tvpes are
given hereafter.

1.— Singi,e=engine Flying Boat.

The hull may be either "box" or "Linton Hope" construc-
tion, of diagonal planking, Consuta, or a combination of both,
or of metal construction, designed to stand more wear and tear
than those of war-type hulls. Hulls are to be provided with
bulkheads and a drainage system, drained into a well provided
with Kingston valve, or a self-baling cockpit. The hull to be
as clear as possible for stowage.

The type will be used extensively on inland waters, and it
is suggested that therefore a more efficient planing bottom
than those of the war types can be designed. It is imperative
that the boat take off with full load from fresh water at
3,000 ft. above sea level in a distance of 600 yards. Ailerons
and rudder arc to be balanced, the elevator may be so. Fold-
ing wings are desirable.

Petrol is to be fed from tanks in hull to gravity tank in
top centre section by rotary pumps, and arrangements for
rapidly filling main tanks from a central supply are needed.
. Speed all out not less than 100 m p.h. Rate of climb rela-
tively unimportant, but first 2,000 ft. must be climbed rapidly.
Ceiling fully loaded 14,000 ft. Landing speed, as low as
possible.

Provision to be made for an aerial camera to operate through
an opening in the hull. This opening to be closed by a screwed
down deadlight.

2. — Sing lk-engin r d Aeroplane.
Seats for three passengers to be removable to allow space
foi extra cargo. The undercarriage to be designed to provide
great strength to meet rough landings on uneven ground, and
must provide for landing on snow and ice.

The petrol system is to provide both pressure and gravity
, feeds to the carburetter. Main tank to be between engine and
.pilot.

Provision for as large a load of cargo as is compatible with
the other requirements is necessary.

Speed not less than 120 m.p.h. Rate of climb, ceiling, and
landing speed as in single-engine flying boat.

3. — SlNGEE'ENGTNE FLOAT SEAPLANE.

Seating for three passengers and the maximum of free space
for cargo in the fuselage is required. Floats of solid construc-
tion adequately drained and bnlkheaded are called for. They
must be arranged so that they do not interfere with the field
of view of an aerial camera with 6 in. lens installed in the
fuselage. Snow and ice landings must be provided for.

A tail float is optional, but a preference is expressed in the
specification for long main floats and no tail float. Ailerons
and rudders are to be balanced; the elevator is optional in
this respect. Folding wings are desirable.

.Petrol system combining gravity and pressure feeds, with
rotary pump feed to gravity tank, the latter to be in the
wings. Tanks to be rapidly fillable from a cential supply.

Speed not less than 100 m.p.h. Climb, ceiling, and landing
speed as in previous specifications.

Special stress is laid on the importance of designing for
.-lasting qualities. The substitution of metal for wood, or any
other means taken to prolong the life of aircraft and hence
reduce depreciation, will be favourably regarded by the Air
Board

4. — TwiN'Engine Aeroplane.

General requiremeitts exactly as in the single-engined
machine. Ouly machines capable of flying in the air with
full load and one engine completely cut out will be considered.
Speed not less than 100 m.p.h. Climb, ceiling, and landing
speed as before.

[It is very obvious that in the above specifications a very
earnest effort has been made to leave the gieatest possible
scope to individual designers in regard to arrangement and
construction. Nevertheless, it is feared that the performances
specified will scarcely be reached in any of the single-engined
types, as a rough' computation of the weight of power plant,
fuel and oil, crew a*d passengers, called for conies to very
nearly 10 lb. per h.p. 011 the engine specified, without any
allowance for the weight of the machine itself, or for any
added cargo.

This leaves- a very small margin for construction to reach a
speed of 120 m.p.h. and a ceiling of 14,000 ft. — Ed.]

" VICKERS - vimy - COMMERCIAL "

i Pilot and i i Passengers or i y2 Tons of Mail or Freight.

Endurance 5 hours.

A factor of Safety of 5 throughout.

VICKERS -SAUNDERS FLYING BOATS.

Aviation Department :

Vickers House, Broadway, London, S.W.I.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

586

(tjUPplrltlrtlt tC 1HE AHKOPIANE

, Aeronautical Engineering

September 29, 192^.

THE SUPERMARINE AMPHIBIAN.

V

5 o . a ..

SUPERMARINE

AMPHIBIAN.
3BD hP RDLLS-RDrCE.

-is. a.

The scale drawings reproduced above set forth the main
dimensions and give the general arrangement of the Super-
marine entry for the Air Ministry Competition for amphi-
bian aeroplanes, which has now just terminated at Martles-
ham and Felixstowe.

Generally it will be seen to be a development of the well-
known Channel-type craft. The hull is of the same general
form and construction, but has apparently fins of consider-
ably increased beam, giving a larger planing surface, and
bows of a modified form. The fore end of this hull is
occupied by tandem seats for two passengers, with a light
glazed roof above. The pilot's habitacle is immediately
behind this.

The wing arrangement is different to that of the Channel
type, having a greater span on top than below, with out-
wardly raking interplane struts.

The undercarriage consists of two steel tube structures,

triangular in end elevation, hinged below the bottom plane
immediately below the inner pair of interplane struts. In
working position this triangular structure fits snugly to the
section of the hull and is anchored by a simple but positive
catch to the hull at the junction between the inner body and
the side fin. In their stowed position the wheels fold up
under the lower wing.

The tail plane — unlike that of the Channel type — is a
monoplane of the Supermarine inverted camber type, carried
high on the fin by a tubular strut bracing.

Balanced, ailerons and rudders are fitted. The elevator is
of the usual unbalanced type.

A spring tail skid, orientable and coupled to the rudder
controls, serves also as a water rudder; and a special tiller,
accessible to the pilot when standing up, allows him to secure
a clear view and to steer accurately in narrow or crowded
waters.

OFFICIAL

AIR MINISTRY COMMUNIQUE No. 607 (CORRECTION).

The followilng corrections should be made in the Table of Data
regarding large and small type aeroplanes competing in the Air
Ministry Competitions at Martlesham Heath : —

1. — Haudley Page "W.8, "Speed in m.p.h., Cruising," "Indicated"
should read 80 instead of 84. "Actual" should read 84 instead of 88.

2. — Austin "Kestrel" in column "Landing, yards from mark." The
figure in this column should read 204, and not 244

[The Table referred to herein appeared in~ the issue of this Journal
for Sept. 15th, page 520. — Ed.]

NOTICE TO GROUND ENGINEERS

NO. 10 OF THE YEAR 1920.
Foreign Matter in Petrol Systems. — It is hereby notified : —
Forced landings inay be caused by the presence, of foreign matter

NOTICES.

in the petrol systems, which is liable to choke the non-return valves,
filters, etc., with consequent reduction in the supply of petrol to the

engine.

Although petrol systems are designed to be proof against the entry
of dirt and other impurities, it is, nevertheless essential that the
Ground Engineer should be careful to see that all precautions are
taken to keep the petrol system clean.

The following preventative methods are suggested : —

(1) Clean out filters daily.

(2) Always use a chamois leather and fine-mesh, gauze petrol

funnel when filling tanks.

(3) Inspect non-return valves and pumps before flight.

(4) Check petrol flow daily to ensure that there is no stoppage

in the pipe.

(5) Take particular care w-hen fitting new tanks to ensure that

(hey are prefectly clean.
Air Ministry, Sept. 23rd, 1920.

THL MACCtil M.15. — A machine de=
signed and built by the well-known
Italian builders of flying boats just too
late to participate in the war. It was a
twoseater driven by a 300= h. p. Fiat en-
gine.

It carried as armament a synchronised
gun for the pilot, one Lewis gun on a
Scarff ring aft, and another Lewis gun
firing aft beiow the fuselage. A speed of
200 km.p.h. and great manoeuvrability
are claimed

September 29, 1920

Aeronautical Engineering !HuilI)1,mt,lt t0 XtlE AEROPUNE., 587

, /• I 1 M Q P'

Passenger, Postal
Goods Carriage

Their reliability in war
is Jo ur surest guarantee
of their dependability
under peace con ditions.

W I L L I A M

B€ARDf\OR€

AND C O M P LIWITED,

Naval Construction Works, ,
DALMUIR

Aerodrome & Hangars at Dalmuir
- — and Inchinnan. ' —

AEROPLA

AS RECENTLY SHOWN AT THE AERO SHOW, OLYMPIA.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

588

(Sapplement to The Asroplane.)

Aeronautical Engineering

September 29, 1920

MORE GERMAN AND AUSTRIAN AIRCRAFT.

By ERIK HILDESHEIM.
COMMERCIAL AEROPLANES.

Threeqiiarter side view of the Rumpler
converted limousine. The likeness be-
tween the methods employed to disguise
war aircraft as peaceful machines in Ger=
many and in other countries is very
obvious. In this example the added ex-

<

crescence is more marked than in most
cases.

THE RUMPLER LIMOUSINE.

Considering that they have been amongst the most active
of the German aircraft firms in the development of civilian
aerial transport, it is curious that the Rumpler firm have
been so long in introducing an enclosed passenger machine.

Their first effort of this type only made its appearance some
three or four months ago, and is known as the Rumpler Com-
mercial Type 5a.

This machine is essentially of the war-time C.i type, modi-
fied as to the fuselage.

The fuselage is built on four longerons, the front parts
whereof are ash, the after parts of spruce, and is covered
forward by threeply and aft by fabric. The cabin, which is

Side elevation, of the Rumj

really only an erection above the fuselage proper, is of three-
ply on bentwood formers, fitted with Triplex windows bedded
in felt. One side and the top of this structure are hinged to .
open and a ladder is provided to give entrance and exit.
The cabin is fitted with one cross-seat, amply wide for two
passengers side by side, and is excellently upholstered, with
polished mahogany woodwork and brass fittings. A speaking"
tube communicating with the pilot is fitted, and aft the cabin
proper is a lock-up receptacle for luggage;

Both top and bottom wings are swept back, and both have
a dihedral, the sweep- back amounting to 2. deg. 40 min.,
and the dihedral to 1 deg. 20 min. The front spars are of

steel tube, the rear spars of ash in both cases, and both
wings taper in chord towards the tips. The top plane is of
slightly greater chord than is the bottom, the difference, how-
ever, is only 10 mm. at the wing end. The incidence of the
wings is washed out from 5! deg. at the roots to J deg. at
the tips. There is a slight backward stagger of the top plane.

The planes are fitted with two rows of interplane struts a
side, the length of the bays being 2.175 m. (inner) and 2.65 m.
(outer).

The main petrol tank— of 200 litres capacity — is below the
pilot's seat, and is under pressure, and two auxiliary tanks',
each of 75 litres, are fitted on the side of the fuselage by
the pilot's cockpit.

Specification of the Converted
rumpier limousine.

Type of machine 5 A. II.

Purpose for which intended

Passenger, traffic

Span ., 12.15 m.

Gap " , 1-86 m.

Overall length 7.85 m.

Maximum height 3.06 m.

Chord i-75 to 1.65 m.

Total surface of wings 35.7 sq. m.

Span of tail 3-56 m.

Total area of tail 5-°7 sq. m.

Area of elevators 1.71 sq. m.

Area of fin , ..0.43 sq. m.

Area of rudder 0.63 sq. m.

Vertical area of body

without cabin ...5.9 sq. m.
Engine type and h.p.

" 160 Mercedes D.III.
Airscrew, diameter, pitch &

r.p.m., 2.7-1.85-1.95 m. 1320
Weight of machine

empty 805 kg.

Load pei. sq. m 37 kg.

Weight per h.p 3.4 kg.

Tank cap., in hours" 6.5

Limousine.

Area of each aileron & total

area 2.59 & 5.18 sq. m.

Mac cross section of

0.9 sq. tn.

sectioi of

j.;\S sq. in.

area of

4.7 sq. m.

body

.6 7 sq. m.

body

Max. cross

cabir.

Horizontal

body

Vertical area

(lm, oil sine)

Two Interior Views of the Cabin of the Converted Rumpler.

September 29, 1920

Aeronautical Engineering

(Supplement to The Aeroplane.)

589

TH i BOULTON & PAUL— P. 9.

An Aeroplane which is a Sound Commercial
and Private Proposition

In this P. 9 Machine we have, we feel, solved the problem of providing an
Aeroplane which is a sound business proposition — and which combines with low
cost the great essentials for Commercial and Private use. All our great resources
of material and craftsmanship rTave been utilised. Scientific Research and
Experiment by a staff associated with flying from its beginnings coupled with
the great Experience gained through the building of thousands of Aeroplanes
during the War, have been concentrated in the production of this P. 9 IVJodel.

for both Flying and Engine are fitted in- the fron
and rear Cockpits to enable the machine to beflovvn
from either position. The exhaust from engine is
discharged behind the rear Cockpit giving a
silencing effect and freedom from fumes. Two
standard cases are provided for luggage and
form part of the fairing immediately behind the
rear Cockpit.

The uses to which this compact and efficient
machine can be put are wide and various, and will
suggest themselves to those who have been await-
ing the stage of Aeronautical Development now
reached by the P. 9. It can be used for dozens of
Commercial Purposes. The same type carried
photos from R. 34 direct to London. It has been
sent to Australia for Sheep-runs — and will soon be
in use in various parts of the world for Exploring
Uncharted Territory, Examining Timber Tracts,
Fighting Forest Fires, Carrying Mails to Distant
Mines, Transition of Colonial Mails to Mail
Steamers, and for General Patrolling and Police
Purposes.

It is a Two-Seater — Single Engine Tractor —
which has attained on test a speed of over 100 miles
per hour.

Its outstanding features are : —

The Initial cost is extremely
low — — — and the cost of

CHEAP AND

EASILY HOUSED. running for a machine of this
type and performance is reduced to a minimum.
Owing to its small size it is easy to handle on the
ground and requires but little accommodation.
The principal dimensions are: Span, 27ft. 6 in. ;
Length, 25 ft. ; Height, 10 ft.

FASY TO P. 9 has a big speed range, and low

FfV landing speeds, and this combined with

Stability at all trimming speeds and
well-balanced controls, allows the machine to be
flown for long periods without undue fatigue. It
also gives the maximum of Safety possible.
miusVfWT ANn 1 ^e comi°rt °f tne Pilot and
^Mw^tMr-c Passenger has been specially
CONVENIENCE. considesred. Each CocFkpit fs

roomy and fitted with our special Seats. Controls

If you are interested — write for full particulars. State
your needs or purpose, and our engineers will consider
every detail closely — to advise soundly.

LONDON OFFICE ADDRESS: 135-137, QUEEN VICTORIA STREET, E.CA,

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

590

(Supplement to The Aeroplane.)

Aeronautical Engineering

September 29, 1920

Tank capacity in litres 340

Performance —

Speed, low down 160 k.p.h.

Speed at 1,000 m 140-150 k.p.h.

Speed at 2,000 in 130 k.p.h.

Speed at 3,000 ni 120 k.p.h.

Landing speed 60-70 k.p.h.

Climbing speed 32 k.p.h.

Climb to 1,000 ni 10 mill.

Climb to 2,000 m 22 min.

Climb to 3,000 m 40 min.

Ceiling 4.500 m.

Disposable load apart from fuel

250 kg.

Total weight of machine loaded

1.350 kg.

AN L.V.G. LIMOUSINE.

The L.V.G. Company was the origina-
tor of the standard German tractor bi-
plane, and during the war faithfully
stuck to quantity production of their
two-seater type, though it is known to
have turned out at least experimental
scouts and a triplane of' the G
class.

The only peace-time activity on record is

the limousine

shown, which follows the now conventional conversion of the
rear cockpit to an enclosed passenger cabin with side entrance
door aft and the open pilot seat.

Area of wing, middle

3- 5 sq.
Area of wing, bottom

4- 7 sq:

Area of tail 1.27 sq

SOME INTERESTING WAR TYPES.

A War=time Effort by the Pfalz Works to Produce a Triplane.

Area of fin and rudder

m- 0.35 sq. m.

Area of each aileron
m. 0.03 sq. m.

Incidence, top planes 4 deg. to o deg.
Incidence, middle planes

2.5 deg. to 2 deg.

Incidence, bottom planes 3 deg.

Engine 160-h.p. Siemens rotary

Weights—

Machine structure 254.5 kg

-Power plant S 126 kg

Gun and bomb fittings 10 kg

Pilot ....80 kg

Two guns and ammunition ...47.6 kg

Instruments 114 kg

Oxygen apparatus 5 kg

Oil and fuel (1* hr.) 38 kg

Total load 195 kg

Total weight 705 kg

Wing loading 41 kg. per sq. m

Weight per h.p 5.2 kg

THE PFALZ TRIPLANE.

The Pfalz Aircraft Works at Speyer-on-Rhine, were inci-
dentally the builders of the only aeroplane available on the
German side in East Africa, a huge nacelled-pusher biplane.
They were for the greater part of the war a close runner-up
of the Fokker Company for Scout supplies, right away from
the start of competition with a simple Morane monoplane
copy against the Fokker model, with lengthened fuselage,
and ultimately developed successful rotary and stationary-
engined single-seater biplanes of their own.

During the German triplane period, which came to a rather
abrupt end after Richthofen's death on the Fokker mount,
the Pfalz works turned out with a similar mount, here illus-
trated. This certainly looks a cleaner job than the Fokker
specimen. The Pfalz triplane may best be termed a triplane
variant of the Nieuport wing arrangement, as the middle
plane had only about half the chord of the top one, and the
Vee-strut arrangement is here prolonged to a Y by the
presence of a single interplane strut to the bottom wing.
Only the single piece top plane was provided with ailerons.
The neat streamlined body was the same as that of the con-
temporary biplane Scout, with the one exception, that the
Siemens rotary engine was here totally enclosed, with holes
for the intake and the exhaust gases, instead of leaving the
cylinders uncovered in their lower positions as in the biplane.

Specification.*

Name of machine Pfalz Dr. I.

Span, top 8.55 m.

Span, middle 8.1 m.

Span, bottom 7.82 m.

Chord, top 1.1 m.

Chord, middle 0.5 m.

Chord, bottom 0.7 m.

Gap, top 0.78 m.

Gap, bottom 0.73 m.

Length, overall 5.5 m.

Height, overall 2.76 m.

Area of wing, top ....9 sq. m.

GERMANIA AEROPLANES.

The Germania Aircraft Works is one of the very few aero-
plane firms formed during the war which produced machines
to its own design. They took over some of the sheds at
Leipzig which — the Aviatik and D.F.W. Works also being
situated there — ranks second only to Johanmsthal amongst
German aviation centres.

The Germania products appear from the C (two-seater)
class machine illustrated to have been influenced by the
clean design of fuselage, etc., of the D.F.W. concern. The
lightened C class machine has, in addition, an I-strat
arrangement and a distinctive radiator.

f 1 ■ ' v -

THE MISES TWIN ENGINED BIPLANE.

' The only two efforts at building aiiciaft of large dimensions
and capacity in the Austro-Hungarian Empire were one by
Lloyd in Hungaria and one designed by Professor Mises, him-
self living 111 Germany. The latter is illustrated here and
was built in the spring of 1916 to official orders.

The Mises, aircraft is from its size and whole arrangement
best characterised as an intermediate step between the Ger-
man G and R. classes, and, like the Staaken biplane, is an
enlargement of a conventional type. The wide fuselage is
central between the planes and houses two 12-cylinder 300-h.p.'
Austro-Daimler engines. As they drive two tractor screws
and two propellers through transmission shafts to outlayer
girders at the inner struts each is no doubt fitted with 90 deg.
bevel gearing. The planes with fou.1 bays of biacing have
one separate centre section, and are cut out for the propellers
and fitted with washed-out ailerons at the top only. The aft
gunner cockpit, and a gun ring raited almost level with the
trailing edge of the top planes to enable firing above them,
will be noted.

\

September 29, 1920

Aeronautical Engineering

(Supplement to The Aeroplane.)

591

V

>■---+

THE PIONEERS

OF

RELIABLE AIR
TRANSIT

They have increased their reputation year by year
until to-day it stands first for RELIABILITY
among Pilots and Mechanics.

Commercial Transport will be on a sound financial
basis quicker by utilising the ECONOMY and
SIMPLICITY of BEARDMORE ENGINES.

Many leading manufacturers of Aircraft are doing
so by installing the 160 h.p. Beardmore as the most
reliable and economical engine available.

Complete engines and all duplicate parts dispatched
at 24 hours' notice.

BEARDMORE AERO ENGINES, LTD.,
112, Great Portland Street, London, W.l.

Telephone : 238 Gerrard.

Works - - Parkhead Steel Works, Glasgow.

+-H-- *
<*>

*■---*-
-*■---«•

*-!•-*■

<♦>
*^

✓*>

+— ~*

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592 (Supplement to the aeroplane.) Aeronautical Engineering

September 29, 1920

A Germania biplane of the Light C (two=
seater) class. The extremely neat circu=
lar radiator is of interest — it appears to
be constructed of flattened tubes bent
into concentric rings, and would appear
to introduce problems in water circular
tion.

The Mises twinengined biplane with
four gear^driven airscrews. One of the
very few large machines of Austrian
origin. Designed by a scientist of great
repute, like many other examples of
similar origin, it was a practical failure.

A single-seater built by Aug. Euler, to
the designs of Lt. Hoehndorf, and under
licence from the A. E.G. Company. One
of the cleanest looking of German war
aeroplanes.

The tail is of curious form. Apparently there aie twin fixed
fins at each side of the fuselage, and a fixed tail plane in the
usual position. Two separate balanced rudders are canied out-
side the fins from the tail plane, and the rudder posts sup-
port the top one of a pair of biplane elevators.

THE EULER MACHINES.

August Euler has always held a unique position in German
aviation. Having earned a fortune as maker and won fame
as rider and driver of cycles and motor-cars, he had the pluck
to back his faith in aircraft, both financiallv at his Frankfurt

factory and by personal pilotage. He took the first German
certificate on a Voisin and then remodelled the type, on which
Prince Henry then took his ticket and carried out a 50 km.
flight.

During the war Euler dropped somewhat in the background
as large engineering works of strong financial- standing took
the lead in the quantity production problem. The illustrated
A.E-.G. type scout' built at the Euler works is evidence of his
building under licence activities. As Euler since the Armis-
tice has been appointed the first German Under Secretary of
State for Air, one may assume that for the sake of impar-
tiality- Euler has now given up aeroplane manufacturing.

A passenger carrying flying boat, built
by the L.F.G. (Roland) concern at their
Stralsund works. It is obviously in=
fluenced by the Dornier giant mono
plane in its main features, and like those
machines is mainly built of duralumin.
The power plant is one of the new 185-
h.p. super corrpressed Benz engines.

September 29, 1920

Aeronautical Engineering

(Supplement lo The Aeroplane )

593

AMCOATALEN

ENGINES

" MATABELE "

400 H.P. Engine

An engine which has given
convincing proof of the
utmost efficiency in what-
ever type of machine it is
employed. The " Mata-
bele" has won unstinted
praise from all pilots under
whose care it has come.

The Sunbeam Motor
Car Co., Ltd.,

Moorfield Works, Wolverhampton

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594 (Supplement to The Aeroplane.) AerOIiaUtiCal Engineering SEPTEMBER 29, 1920

THE FIRST INTERNATIONAL AERO
EXHIBITION, PRAGUE.

Mention has already been made in this journal respecting
.the First International Aero Exhibition, which is to be held
under the auspices of the Czecho-Slovak Aero Club at Prague,
from Oct. 23rd to Nov. 2nd, 1920. As copies of the rules and
regulations have almost certainly been circulated to all firms
and individuals likely to be interested in the exhibition it
seems hardly necessary to go too deeply into them here, but
for the sake of the interested few, other than possible exhibi-
tors, a short precis is given hereafter.

The exhibition will comprise exhibits of flying machines of
all kinds, aero engines, parts and material for the. construc-
tion of aeroplanes and engines, all engines, apparatus, pro-
ducts, tools, etc., used in connection with aeroplane manufac-
ture, etc. A special division is provided for firms unable to
exhibit complete machines, where special facilities will be
granted for the exhibition of posters, photographs, pros-
pectuses, and models.

The last day for* sending in applications for space was Sept.
25th, which applications must be accompanied by a fee of
Kc. 1,000 (Czecho-Slovak crowns). The charges for space aie
for non-members of the Czecho-Slovak Aero Club : aeroplanes,
60 Kc. per sq.m. ; aero engines, etc., 100 Kc. per sq. m., with
a minimum charge of 1,000 Kc.

For firms who are unable to show complete aeroplanes or
engines, but are desirous of showing posters, photographs,
models, etc., the- price of one sq. metre of table or wall sur-
face is 1,000 Kc.

It has already been stated that it is proposed to establish
an international commercial aerodrome to act as a junction for
all European air routes. A certain amount of sttess has been
laid on this fact by the daily Press, v, ho, with a vivid imagina-
.tiou, have likened the future Prague aerodrome to an aerial
Clapham Junction. Why this much-suffering jumble of per-
manent way, signals, and ill-tempered members of the N.U.R.
has been selected for comparison is past a certain amount of
comprehension. But it is obvious that a well-managed aero-
drome, such as Prague is bound to be, under the jurisdiction of
an efficient Civil Aerial Transport Organisation, open? up huge
possibilities for trans- European air lines, when running powers
such as are 'in existence on and over the various converging
railway lines that centre on Clapham Junction will be ill-
remembered dreams of the past. After all, only two main
lines, and these South of Ehigland ones, pass this junction, the
test of the important North of England connections passing
over the West London Joint Railway lines, which at the best
.are cramped and unable to bear more than a certain amount
of traffic

With Prague as the centre of a circle whose radius is 600
miles, which covers most of the more important European
countries and such centres of commerce as London, Paris,
Marseilles, Rome, Wstrsaw, Riga, Stockholm, Copenhagen,
etc., it does not require much foresight to see the possibilities
of it as a future air centre.

It seems, therefore, of national importance that the British
Aircraft Industry should be strongly represented at the Prague
Inhibition. It has long been the policy of British manufac-
turers in general to make only that which is the best in the
world, and thereafter to sit tight, full of pride, and wait for
the other people to come and buy. Now, thanks to organised
labour and healthy foreign competition, we are gradually see-
ing foreign products being used where ours used to be para-
amount. Commercial aviation is more or less a post-war
" baby " and naturally some of our people, with their national
piide, are apt to conclude that since we made the best aircraft
during the war, we can do no worse in peace, and that every-
one will, if they want the best, consult us first.

It is obvious that some foreign firms will realise the import -
.ance of exhibiting at Prague, and if the Czecho-Slovak or his
neighbour, the Pole, want to buy aircraft they are certain to
give the preference to firms who have the intelligence to send
Iheir products to their country so that they can see the "wheels
go round" and admire the pretty insides.

With the Aviation Industry in this country in its present
condition, it is obvious that many firms cannot afford to take
much space at Prague, but surely so much "camaraderie"
exists as. might allow a number of firms to join forces in
-order to have a composite exhibit, or perhaps the S.B.A.C.
could manage something on similar lines. It is all very well
for firms to say that they :annot afford to spend money in
building special aircraft for exhibition purposes, but, in the
■case of Czecho-Slovakia, if they purchase foreign aircraft from
firms who have risked their all to make a bid for their future
existence, and these said aircraft give every satisfaction, their
it is fairly obvious that repeat orders will go to those firms
who had the right foreign policy rather than to those who
merely preyed with their good name. It is true that British
aircraft have been seen in Prague, but, after all, those have
only been out-of-date converted war machines. Our policy
should not be to follow other nations, but to be first in the

field with all things. Therefore, it is to be hoped that ttoe
British Industry will make some sort of a show at Prague,
either with full-size machines or models, or both, or else to
come to some amicable arrangement whereby a. composite
stand representing the cream of British Aircraft Constructors
might arouse' sufficient interest to give all who visit the exhi-
bition "seriously to think" — L. b.

SHORT SERVICE COMMISSIONS.

A young friend of the writer's is applying for a Short Ser-
vice Commission in the R.A.F. Before doing so he discussed
the matter with his present employer and incidentally he
remarked that the only anxiety he had was what he would do
for a job at the end of his Short Service Commission if he
failed to distinguish himself sufficiently to earn a Permanent
Commission. His employer's remark was, "You won't need
to worry about a job at the end of four years with the R.A.F. —
all you'll want will be a wreath!"

The remark has its humorous side, albeit perhaps it is
lacking in pioper feeling. One's personal belief is that such
Short Service officers as do not earn a permanent commission
during their four years will be pretty sui-e to get a good job
in civil aviation, seeing that by that time the boom in civil
aviation should be well under weigh and these officers will
leave the R.A.F. full of the latest technical knowledge, con-
cerning aviation, whereas those who drop out of aviation now
will by then be nearly back numbers.

TRADE NOTES.
HANDLEY PAGE PROGRESS IN DESIGN.

'those who are concerned about the progress of aeroplane
design in this country, and who are inclined to be perhaps
a trifle pessimistic because nothing in the way of an epoch-
making novelty was produced for the Air Ministry Competi-
tions at Martlesham, will doubtless be interested to know that
the Design Department of Handley Page, Limited, 'is at
present hard at work on some new design work which is dis-
tinctly progressive.

One is not aware of the precise types of machines which are
at present in hand in that department, but one gathers that
the success of the Ilandley Page wing under test ha1- resulted
in a considerable amount of new design work being under-
taken. Those who have lamented the dispersal of th( design-
ing staffs of various aircraft companies may feel consoled to
know that here at any rate is one which is to-day very much
occupied in new designs.

THE AIRCRAFT DISPOSAL COMPANY.

At any time aivyone who is in any need of any article
whatsoever should make a poipt of paying a visit to the
premises of the Aircraft Disposal Company, Regent House,
Kiugsway. This is situated at the northern end of Kingsway
and is quite near Holborn Tube station.

All sorts and conditions of furniture are, on view for sale.
Cylinder goiigs and other similar articles such a:- were used
to great advantage for the adornment of living quarters and
messes in the Royal Flying Corps and Royal Naval Air Ser-
vice and latterly in the Royal Air Force are to be seen.

There are still a considerable number of those excellent
aircraft watches for sale, both new and "repair." The "re-
pair" watches are almost as good as the new ones, the differ-
ence being that the "repair" type are those which had been
fitted to aircraft, whether they had been used or not.

One is safe iji saying that anything that anyone wants or at
any rate the material with vihich to make this can be bought
at Regent House.

Doubtless one can get a house built, furnished, and fitted
complete with one's private hangar and aeroplane, the whole
to be carried out and decorated by the Aircraft Disposal Com-
pany, Etd. — G. D.

OF INTEREST TO PATENTEES.

An interesting handbook has ju;t been issued by King's
Patent Agency, Ltd.,. of i46ai, Queen Victoria St., E.C.i,
which contains some really useful information respecting
patents, trade marks, designs, etc. This handbook must be
regarded as distinct from those which, although purporting to
be books of reference, are merely circulars, the useful infor-
mation contained therein being limited to the scope of the
particular person fiom whom it eminates, and is puiely and
simply an advertisement or schedule of fees. To anyone who
is interested in or desirous of protecting any invention, trade
mark, or design, against infringers, one can certainly recom-
mend writing for this booklet.

MORTGAGES, CHARGES AND SATIS=
FACTIONS.

British &nzani Engini; Co., Ltd. — Satisfaction on Sept.
10th, 1920 (a) to the extent of .£2,000 of debentures dated
July 9th, 1920, securing ^.4,000 and (b) in full of debentures
dated June 18th, 1915, securing ^,12,000. Particulars of ^10,000
debentures authorised July rst, 1920, also registered, whole
amount issued and charged on the company's undertaking
and property, present and future, including uncalled capital.

September 29, 1920

Aeronautical Engineering

(Supplement to The Aeroplane.)

Titanine Dope

(THE ORIGINAL NON-POISONOUS)

Is most Economical and Durable and OFFERS
THE GREATEST RESISTANCE TO FLAME

TITANINE

AND THE

Aerial Derby Handicap, 1920

AvroBaby - FIRST
AvroBaby - SECOND

BOTH COATED WITH TITANINE DOPE

Brssar titanine, limited,

Booth Road, Colin Deep Lane, HENDON, N.W.9

Telephones —

Kingsbury 164
Kingsbury 84

Works.

West End Office—
175, PICCADILLY, W.i
Telephone — Gerrard 2312.
Telegrams — Tetrafree, Piccy, London.

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596

(Supplement to The Aeropunk.)

Aeronautical Engineering

September 29, 1920

MAGNETOS

for every design of
Aircraft Engine

Immediate
Delivery
Ex Stock

SPARKING

.11 mako PLUGS
at prices below to-day's cost
The Aircraft Disposal Co. Ltd.

Regent House
KINGSWAY

Airdisco, Westcent. LONDON Regent ;,62i (3 lines).

SR6RR

(1546;

The Clean Outline

required for perfect mouldings
is economically performed on
this — our Heavy Vertical
Spindle Moulding and Shaping
Machine, which is specially
adapted for the use of cutters
in grooved holders, on square
blocks, or through a slot in the
spindle. The spindle revolves in
roller bearings, and is carefully
fitted and balanced to withstand
abnormal strain. The machine is
a model of strength and effici-
ency which requires little power
to run and is simple in operation.

Write us at once for full particulars.

J. Sagar & Co., Ltd.

Manufacturers of Woodworking Machinery,

Canal Works, HALIFAX, Eng.

LONDON: Aldermary House, 60, Watling Street, E.C.4.
BIRMINGHAM: Chamber of Ccmmtrce Buildings, New St-

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September 29, 1920

The Aeroplane

597

THE UNITED KINGDOM OF GREAT BRITAIN AND IRELAND.

OFFICIAL

NOTICE TO AIRMEN (No 99 of the year 1920).
Croydon Aerodrome : Aerial Lighthouse.
\ Air Ministry, Sept 24th, 1920.

It is hereby notified : (1) An aerial lighthouse is established at
Croydon Aerodrome which gives one flash every four seconds, thus : —
Flash — One second. Eclipse — Three seconds.

(2) It is in operation every night, from sunset to sunrise.

(3) . Notice to Airmen No. 39 of April 14th, 1920, is hereby cancelled.

NOTICE TO AIRMEN (No. ico of the year 1920).
Government Aerodromes : Prices of Aviation Spirit and Oils to
Civil Pilots.

Air Ministry, Sept 24th, 1920.
It is hereby notified: (1) The following prices for aviation spirit
and lubricating oils issued at Government-owned aerodromes to civil
pilots will be charged until further notice : —

Aviation petrol, 4s. 7|d. per gallon, exclusive of container. (If

tins are taken away, 3s. per tin will be charged.)
Motor spirit, Grade 1, 4s. 3$d. ; Crade 3, 4s. i£d. (Prices in Scotland

and Ireland, id. more in each case.)
Castrol R. lubricating oil, 10s. 3d.
Oil, mineral, thick, 4s. 8d.; thin, 4s. 8d.
Castor oil, pure pharmaceutical, 9s. 5d. ; treated, 9s. yd.
(2) No issu,e of aviation spirit will be made unless the Commanding

NOTICES.

Officer of the issuing unit is satisfied that the spirit is intended solely
for flying purposes. Motor spirit will be issued only in cases of
utmost emergency.

(3) Notice to Airmen No. 23 of March 8th, 1920, is hereby cancelled..
NOTICE TO AIRMEN (No. 101 of the year 1920).
Lizard D.F. w/T Station Reopened.

Air Ministry', Sept. 24th, 1920.
It is hereby notified : (1) The D.F. Wireless Station at the Lizard
(Lat. 49 deg. 59 min. 07 sec. N., Long, 5 deg. 12 min. 18 see. W.) is
again operating.

(2) Notice to Airmen No. 89 of Aug- 24th, 1920, is herebv cancelled

(3) Authority :— Admiralty Notice to Mariners No. J444 of Sept. nth„
1920.

NOTICE TO AIRMEN (No 102 of the year 1920).
France : Fly-ing near Airships Prohibited.

Air Ministry', Sept. 24th, 1920.
It is hereby notified : (1) Pilots are warned that,- by a French decree
of Aug. 26th, 1920, aircraft in France are prohibited from flying near
airships in flight.

(2) The decree prescribes that no flying should take place within
a minimum distance, in any direction, of 200 metres (approximately
220 yards) of such airship.

(3) Authority : — French Notice to Airmen No. 14 of 1920.

CONTINENTAL ARRIVA

TThe following table of arrivals at and departures from the
British Air Ports is compiled on the following system : —
First comes the initials of the Air Line: next the type of
machine; next the international number of the machine: next
the ports of departure and destination: next the times of
departure andmrrival; next the cargo, whether goods (G)
and I or mails (M); next the number of passengers : and finally
the name of the pilot and number of mechanics, if any.]

LS AND DEPARTURES.

ABBREVIATIONS.— A.T. & T.— Air Transport & Travel, Ltd.; M.A.
— Messageries Aeriennes; I.A.L — Instone Air Line; CT— Compagnie
Transaerienne; C. des G.E-A. — Compagnie des Grandes Expresses
Aeriennes; S.N.E.T.A.— Syndieat National pour l'Etude des Transports
Aeriens; P.L— Petters, Ltd.; C. A. C— Central Aircraft Company;
M.W.T.C.— Marconi Wireless Telegraph Company; H.P.T.— Handjey
Page Transport, Ltd.; H.P.— Handley Page, Ltd.; A.P.B.— Air Post of
Banks.

Where times are missing it is probably owing to Atmospherics.

The London Terminal Aerodrome, Croydon. (Telephone: Purley 1180.)
(Compiled by the Staff of The Aeroplane.)

SEPTEMBER 20th :

A.T.&T., DH9, G-EAQA, London-Paris, 09.55-12.30, G.&M, 1, Lines.
A.T.&T., DH9, G-EAPL, London-Amsterdam, 10.15-13 15, G., Nil, Bamber
M.A., Breguet, F-CMAB, London-Paris, 13. 21-16. 10, Nil, Nil, ChalloOx.
A.T.&T., DH16, G-EASW, London-Paris, 15.45-18.00, G.&M., 3, Holmes.
A.T.&T., DH18, G-EAUF, Paris London, 10.10-12.30, G., 7, Armstrong.
C.desG.E.A., Goliath, F.GEAD, Paris-London, 11. 30-14. 05, G., 1, Labou-
chere.

C.T.. Nieuport, F-CGTE, Paris-London, 12.40-15.05, M., Nil, Lecomte.
A.T.&T., DH9, G-EAQN, Amsterdam-London, 15.25-17.50, Nil, 1, Hinch-
liffe.

A.T.&T., DH9, G-EAPTJ, Amsterdam-London, 15,27-18.05. G.M., 2, Forson
A.T.&T., DH16, G-EALM, Paris-London, 15.55-18.07, G., 3, Robbins.

SEPTEMBER 21st :

A.P.B., Westland, G-EAJL, London-Paris, 13.35-15.27, G., 1, Powell.
A.T.&T., DH16, G-EAPT, London- Amsterdam, 14.10—, G., 2, Reeves.
A.T.&T., DH18, G-EAUF, London-Paris, 14.45-17.40, G.&M., 5, Forson.
A.T.&T., DH16, G-EALM, London-Paris, 15.55-18.35, G.&M., 3, Armstrong
A.T&T., DH9, G-EAGY, London-Paris, 15.57-1S.35, G., 1, Carter.
A.T.&T., DH9, G-EAQL, Paris-London, 10.00-12~.30, Nil, 1, Tebbitt.
A.T.&T., DH9, G-EAQA, Paris-London, 10.15-12.32, Nil, 2. Lines.
A.T.&T., DH16, G-EASW, Paris-London, 1(5.55-12.55, G., 2, Holmes.
M.A., Breguet, F-CMAB, Paris-London, 12.25-14.55, M., 3, Challow.
A.T.&T., DH9, G-EAPL, Amsterdam-London, 15.20-18.35, G.&M., 1,
Bamber.

SEPTEMBER 22nd :

A.T.&T., DH9, G-EAPTJ, London-Amsterdam, 10.35-13.50, G., 1, Lines.
A.T.&T., DH9, G-EAQA, London-Paris, 10.55-13.50, G.&M., Nil, Milnes.
M.A., Breguet, F-CMAB, London-Pari;>, 14. 15-17. 05, Nil, 2, Challoux.
C.desG E-A., Goliath, F-GEAD, London-Paris, 15.00 — , G., 1, Labouehere
A.T.&T., DH16, G-EAQS, London-Paris, 15.40-17.55, M., 4, Robbins.
C.desG.E-A., Goliath, F-GEAB, Paris-London, 12.00-18.05, G., 8, Paten.
A.T.&T., DH18, G-EAUF, Paris- London, 11. 50-14. 15, G., 6, Forson.
A.P.B., Westland, G-EAJL, Paris-London, 15.40-17.50, Nil, 2, Powell.
A.T.&T., DH16, G-EALM, Paris-London, 15.35-17.40, G., 2, Armstrong
A.T.&T., DH16, G-EAPT, Amsterdam-London, 15.35-18.05, G.&M., Nil,
Reeves.

SEPTEMBER 23rd :

A.T.&T., DH18, G-EARO, London-Paris, 10.05-12.30, G.&M., 6, Forson.
A.T.&T., DH9, G-EAQN, London-Paris, 10,3-12. 50, Nil, 2, Holmes.
A.T.&T., DH9, G-EAPL, London-Amsterdam, 11. 47-13. 32, G., Nil, Reeves.
I.A.L-, Vimv, G-EASI, London-Paris, 13.05-15.50, G., i, Chattaway.
A.T.&T., DH18, G-EAUF, London-Paris, 15.40-1S.15, G.&M., 6, Arm- ,
strong.

A.T.&T., DH9, G-EAQL, London- Paris, 15. 50-18-15, Nil, 1, Carter.
A.T.&T., DH9, G-EAQA, Paris-London, 10.12-12.45, Nil, 2, Milnes.
A.T.&T., DH9, G-EAGY, Paris-London. 10.15,-12.40, Nil, 2, Carter.
A.T.&T., DH16, G-EAQS, Paris-London, 11. 55-13 55. G., 3, Robbins.
M.A., Spad, F-CMAW, Paris-London, 12.30-14.30, G.&M., Nil, Bourdon.
A.T.&T, DH18, G-EARO, Paris-London, r6.lo-l8.a5, G., 6, Forson.
A.T.&T., DH9, G-EAPU, Amsterdam-London, 16.30-18.45, G.&M., 2, Lines

SEPTEMBER 24th :
A.T.&T., DH16, G-EALM, London-Paris, 09.45-12.15, G.&M., 3, Lines.
A.T.&T., DH16, G-EASW, London-Amsterdam, 10.15-14.25, G., 2, Robbins
A.T.&T., DH9, G-EAQA, London-Amsterdam, 1030-14.15, G, 1, Hinehliffe
A.P.B , Westland, G-EAJL, London-Paris, 10. 31-13. 05, Nil, Nil, Powell.
I.A.L-, Vimy, G-EASI, Paris-London, 13. 10-16.03, G., 4, Chattaway.
C.desG E. A., Goliath, F-GEAC, Paris-London, 15.20-18.45, G., 5, Favreau
A.T.&T., DH9, G-EAPL, Amsterdam-London 15.30-18.00, G.&M., 2,
Reeves.

SEPTEMBER 25th :

A.P.B. , Westland, G-EAMV, London-Paris, 15.00-17.30, G., 3, Courtney.
A.T.&T., DH16, G-EALM, Paris-London, 12. 10-17.05, G., 3, Holmes.
A.T.&T., DH9, G-EAQN, Paris-London, 12. 12-17. 10, Nil, 2, Lines.
M.A., Breguet, F-CMAF, Paris-London, 13.30-16.45, G.&M., Nil, Le Men.
A.T.&T., DH16, G-EASW, Amsterdam-London, 15.53-18.30, G.&M., 3,,
Robbins.

A.P.B., Westland, G-EAJL, Paris-London, 15.40-1S.06, Nil, 3, Powell.

SEPTEMBER 26th :
C.desG. E-A. , Goliath, F-GEAC, London-Paris, 08.40-1205, G., 2, Favreau
A.T.&T., DH9, G-EAPU, London-Paris, 09.30-13.00, Nil, 1, Lines.
A.T.&T., DH16, G-EAPT, London-Paris, 11.45-17.55, Nil, 4. Holmes.
A.T.&T., DH9, G-EAPL, London-Paris, 11. 49-16.20, G., Nil, Bamber.
A.T.&T., DHiS, G-EARO, London-Paris, 12.00-14.05, Nil, 7, Forson-
A.T.&T., DH16, G-EALM, London-Paris, 13. 23-16.10, M., 3, Reeves.
A.T.&T., DHi8, G-EARO, Paris-London, 15.45-1S.10, Nil, 5, Forson.

The Air Port of Cricklewood. (Telephone: Hampstead 7500.)

(Compiled from Log of Cricklewood Aerodrome. Times on the Continent from Air Ministry Communiques .)

SEPTEMBER 20th :

H.P.T., D.H.4a, G-EAVL, Amsterdam-London, -11.55, M., 2, Foot.
H.P.T., DH9, G-EATA, London-Brussels, 14.42-17.05, G.&M., Nil, Moore.
H.P.T., HP, G-EATG, London-Paris, 14.50-19.50, G., 2, Jones & 1.

H.P.T., HP, G-EATM, Paris-London, 12.35-15.42, Nil, 8, Beal & 1.
H.P.T., HP, G-EASN, Paris-London, 12.40-15 58, G, 5, MacN. Davies & 1
H.P.T., DH4a, G-EAVL, London-Amsterdam, 16.25—, G.&M., 2, Foot.
S.N.E.T.A., DH4, O-BALO, Brussels-London, 14.40-17. 10, M., 2, Rigaud.

5Q8

The Aeroplane

September 29, 1920,

SEPTEMBER 21st :

H.P.T., HP, G-EATJ, Tendon-Paris, 12.32 16.27, r*-> 9, Mcintosh & 1.
•S.N.E.T.A., DH4, O-BALO, London-Brussels, 14.58-1S.15, G.&M., 2, Rigaud
H.P.T., HP, G-EATG, Paris-London, 12.35-15.42. G., 7, Jones & 1.
H.P.T., DH9, G-EATA, Brussels- London, 14. 50-17. 15, G.&M., Nil, Moore.

SEPTEMBER 22nd :

H.P.T., HP, G-EALX, London-Paris, 12.15-14.45, G., 5, Bager .& 1.
H.P.T., DH9, G-EAUN, London-Brussels, 15.52-17.15, G.&M., 1, Halliwell.
H.P.T., DH9, G-EATA, London-Amsterdam, 16.25—, G.&M., 2, Moore.
H.P.T., HP, G-EATJ, Paris-London, 12.55-16.07, G., 8, Rogers & 1.

SEPTEMBER 23rd:

H.P.T., HP, G-EATM, London-Paris, 12.37-15.50, G., 8, Jones & 1.
S.N.E.T.A., DH|, O-EARI, Brussels-London, 14.50 (22nd)-i3.05, G.&M., 1,
Delzenne.

S.N.E-T.A., DH4, O-BARI, London-Bi ussels, 15.20-19.30, G7&M., 2, Del-
zenne.

H.P.T., DH9, G-EAUC, London-Amsterdam, 15.27— G.&M., 1, Capps.
H.P.T., HP, G-EALX, Paris-London, 12.35-16.00, Nil, 4, Bager & 1.
H.P.T., DH4a, G-EAVL, Amsterdam-London,— 16.65, M., Nil, Foot.
H.P.T., DH9, G-EAUN, Brussels-London, 14.30-16.28, M., 1, Halliwell.

SEPTEMBER 24th:

H.P.T., HP, G-EATK, London-Paris, 12.06-15.27, G., 10, Beal & 1.
H.P.T., DH9, G-EATA, Amsterdam-London, —12.17, M., Nil, Moore. .
H.P.T., DH9, G-EAUC, Amsterdam London, —13.23, Nil, Nil, Capps.
H.P.T., DH9, G-EATA, London-Brussels, 14.48-17.20, G.&M., 1, Rogers.
H.P.T., DH9, G-EAUN, London-Amsterdam, 14.48—, G.&M., 2, Olley.
H.P.T., HP, G-EATM, Paris-London, 12.50-16.53, G., 5, Jones & 1.

SEPTEMBER 25th :

H.P.T., HP, G-EALX, London-Paris, 12.20—, G., 5, McN. Davies & 1. '
H.P.T., HP, G-EATJ, London-Paris, 12.36—, Nil, 5, Halliwell & 1.
H.P.T., DH9, G-EAUC, London-Amsterdam, 15. 10-18. 15, M., 2, Moore.
H.P.T., DH4a, G-EAVL, London-Amsterdam, 15. 12-18. 10, Nil, 2, Foot.
H.P.T., DH9, G-EAUP, London-Brussels, 15. 15-18. 00, G.&M., 1, HiH.
H.P.T., DH9, G-EAUN, Amsterdam-Londou. 12.40-15.30, M., 1, Olley.
H.P.T., DH9, G-EATA, Brussels-London, 14.50-17.39, M., 2, Rogers.
H.P.T., HP, G-EATL, Paris-London, 12.35-16.20, Nil, 4, Hope & 3.

SEPTEMBER 26th :

H.P.T., HP, G-EATM, London-Paris, 12.10-15.40, Nil, 8, Capps & 1.
H.P.T., HP., G-EALX, Paris-London, 15.15 (25th)-i6.io, Nil, 4, Beal & 1.

D.H 9 test.
A-W. from Croydon
test.

Inland Flying at Cricklewood.

Sept. 20th. — H T.T., Handley Page 2 tests.
Sept. 21st. — Nil.

Sept. 23rd.— H.P.T , 2 Handley Pages, 3 tests; D.H. 9 from Blackpool;
D.H.9 test:
Sept. 23rd.— H.P.T.,
Sept. 24th.— R.Ae.C
Sept. 25th.— H.P.T., H I
Sept. 26th. — Nil.

Inland Flying at Croydon.

Sept. 20th. — A T. & T., D.H.9 test.

Sept. 21st.— Nil.

Sept. 22nd. — A.T. & T., D.H. 18 test.

Sept. 23rd. — A.T. & T., D.H.9, joyride. I.A.L-, "Vimy" test.

Sept. 8.4th.— A.T, & T., D.H. iS, ttst.

Sept. 25th.— A.P.B., Westland test. I.A.L- "Vimy" to Northolt return.

Sept. 26th. — I.A.L., "Vimy," 3 joyrides.

The London Terminal Aerodrome

The Air Post of Banks are going well. A pew machine
(G-EAMV) has arrived. Several journeys on the Paris route
were made during the week. One of the machines for the
Royal Aero Club, an Ack-W, emerged from the Vv addon depot
during the week and was flown to Cricklewood.

The installation of the landing lights is going on well.

Towards the end of next week the Paris-London race for
French commercial machines, for which this aerodrome is the
London terminus, takes place

The Cie. des Grandes Expresses Aeriennes having proved
the superiority of their "Goliaths" over Mallabv-Deely suits
and Pemberton-Billing houses in their Palais de Danse
capacity, have now settled clown as one of the most regular
services in existence. — G. D.

A.T. and T. Notes.

The hard-woiking A.T. & T. pilots have been kept busy all
the week on their usual service in spite of the filthy weather.
The ordinary schedule machines ran to time, but, naturally, in
the rain and mist with which this country was blessed during
the week, people did not travel to the Continent by air or
ground methods unless absolutely obliged.

A special P.PI.iS was booked to Paris during the week, and
Mr. Lines went to Zurich on a D.H.q. — G. d.

The Instone Air Line.

« The "Vimy" made its scheduled return trips to Paris
during the week with passengers and freight. On Saturday
Mr. Barnard flew to Northolt to see how the "Bat" is pro-
gressing. This machine is now almost ready. It has had the
engine from the D.H. 4 installed and will be on the service
during the week if all is well. Meanwhile, the old engine is
about to be looked over by Rolls-Royce, during which time the
D.H. 4 will, of course, be out of action. Naturally, the four-
seater will be a big asset to the firm, as she has teen out of
action since June i.rth.

On Sunday Mr. Barnard was taking further Evening News
photos from the "Vimy" of the district north-east of the
Crvstal Palace. He also carried a large number of joy-riders.
The Northolt disastei did not affect the morale of intending
passengers, which is a good sign. — G. d.

London-Glasgow Service.

The' Glasgow News casts ridicule on a contemporaiy for
stating that a Beardmore aeroplane had left for London re-
cently. The News states that a machine did ascend, but only
went for a " tootle."

However, the "tootle" seems to have been of a somewhat
extended nature, because the machine, after a short stop at
Trough, arrived at Crovdon Aerodrome. — G. D.

Cricklewood.

The number of passengers on the Handley Page air lines
has shown considerable increase recently. This Is very satis-
factory to all concerned. The notable event of the last fort-
night was Mr. Vaughan Fowler's trip to Copenhagen. He
covered the 500 odd miles in 5 hrs.ljo min. — G. p.

L ondon-Bucharest.

The D.H.9 belonging to Handley Page, Ltd., which left '
Londo.n for Bucharest on Sept. 12th, arrived at Bucharest on
the 1 6th. The actual flying time was 16 hours. Mr. Perry
was the pilot. The machine was detained at Belgrade by
the military authorities, but eventually was allowed tc proceed.

Commercial Enterprise.

It is interesting to learn that William Dawson and Sons,
of Cannon House, Breams Buildings, London, who are the
largest Postal Subscription Agents in the world, are now
regularly and successfully making use of the London-Amster-
dam air service, thereby making a saving of 18 hours and over,
on the old means of transit. Anybody interested in this
enterprise, which incidentally is very much appreciated
abroad, should communicate direct with Wm. Dawson and
Sons at the above address.

The Berkshire Aviation Co.

The Berkshire Aviation Co. closed their Porthcawl aerodrome
on August 14th, in order to begin a tour of the provinces.

Taunton was the first town on the list, and Capt. A. L.
Robinson, with Messrs. J. D. V. Holmes and f. C. C. Taylor,
piloted the machine from the Welsh resort.

Over 300 passengers were carried during the fortnight's
stay, the youngest a baby girl of eight weeks, and the
eldest an old lady of 79. Free flights were given to readers
of the 1 aunton Gazette.

Frome (Somerset) was the next town to be visited, where
over 100 passengers were carried in seven days. Great diffi-
culty was experienced in this town in preventing the public
from writing their names all over the machine.

The machine, a three-seater Avro, left Frome on Sept. 6th,
piloted by Capt. Robinson, and covered the 100 miles to
Banbury in 1 hour 20 minutes.

On arrival in this town it was found that another firm
was flying from an adjoining field; it was, however, too late
to cancel their programme, so the Berkshire Aviation Co.
carried out passenger flights as arranged, and despite opposi-
tion, So passengers were taken up during the first two days.

The company are booked for Gloucester next week, and
are flying in a field adjacent to the famous Fair Ground. _

Capt. Wallace F. Hamilton has left the firm, forsaking
aviation for the land, having purchased a small farm.

The tour is being run entirely by ex-R.F.C. officers. Lieut.
J. D. V. Holmes, late of 19 Squadron, was a prisoner of war
in Germany for two years. Lieut. J. C. C. Taylor, A.I.Ae.E-,
who was flying at Southport all last, year, is carrying out
the duties of Ground Engineer. Capt. A. L- Robinson, who
is doing most of the flying, was instructing in the 6th Wing
for a considerable period.

It is again the company's intention to tour throughout
the winter months. It is their proud boast that they were
the only firm to "carry on" with joy-flying during last winter.

Up to date over 16,000 passengers have been carried, and
an approximate mileage of 80,000 has been covered with one
machine. It would be interesting to know if this can be
beaten.

22.BILLITEF? STREET, LONDON, E.C., a^d
LONDON TERMINAL AERODROME, CROYDON.

Tele|skor\e: Avenue 36IG.

September 29, 1920

The Aeroplane

599

THE

400 h.p. JUPITER AERO ENGINE.

Ungeared type weighing 698 lbs.
Geared type weighing 805 lbs.

Important patents are incorporated
in these types, and the reduction in
weight per H.P. effected has never
previously been attained in any other
engine. Illustrated and descriptive
details will be sent to those interested.

THE

Bristol Aeroplane Company, Ltd.,

Designers and Constructors of
Aircraft and Aero Engines,

Filton,

Telegrams :—" Aviation" Btistol.
Telephone : — 3906 Bristol.

Bristol.

The Ungeared Uupiter Engine,

661

The

Sterling Worth of

TERRY

Quality

makes it dependable for accuracy
and service, because we work to
closest limits, and ensure uni-
formity of quality by special heat
treatments.

We can meet any demand
for springs, presswork, hose clips,
flexible shafts, &c, and give most
advantageous prices for contracts.

Why not send us your sam-
ples or prints and ask us to
quote for the quantities you
need ?

HERBERT TERRY & SONS,

Ltd.,

Ma nuT&cturers,

REDDITCH, Eng. f;.2>
WQrS S(t- 1855-

TRADE

ONLY THE BEST

CAN GIVE

THE BEST RESULTS

Good Workmanship and our
Superfine Aero Varnishes,
Paints and Enamels will
ensure a Perfect Finish.

KA110R BROTHERS (LONDON) LTD SIOUGH. BUCKS.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

6oo

The Aeroplane

September 29, 1920

Brooklands.

At a meeting of the Chertsey Rural Council held on Sept
22nd a member said that there was a report circulating in
Byfleet that the Weybridge woris of Vickers Ltd. would be
closed at Christmas unless "something turned up." Ke
pointed out that 132 houses had been built for their men by
the firm, and if the works were closed these houses might be
vacant.

Messrs. Vickers, per Mr. Dunbar, deny that there is any
truth in the rumour. Mr. Dunbar informed local pressmen
that "the firm was passing through a slack time, and that,
although there would be fewer firms in aviation) when the
industry revived, Vickers would still be in the forefront.
Aviation had a future, undoubtedly, but all aiiciaft works
were now passing through a slack period, partly owing to the
enormous surplus of machines throughout the world at the
present time" (presumably aeroplanes designed and con-
structed specifically for purposes of war, and not for civil
aviation). "These machines were gradually becoming obso-
lete, owing to the comparatively short life of present-day air-
craft." (It is just possible that another reason for their
being obsolete is that they are out of date in design, and of
little use for peace time purposes, at least, few of them.)
"There was every anticipation that next year there would be
a conspicuous revival in aviation.

"Staffs have been reduced, and many of the Vickers cot-
tages are not now occupied by employees of the firm. Owing
to the housing difficulties many men, on leaving the firm's
employ, retain occupation of the cottages erected by the
firm."

Holstein Hall, We> bridge, which was taken over by Vickers
Lfd. during the war and converted into an aeroplane shop,
has ceased to be employed for the construction of fuselages
and wings, as hitherto. Vickers have withdrawn all their em-
ployees from the building, having ample space for their air-
ciaft work at their Brooklands factor}-, which was recently
considerably enlarged. Like other aircraft firms, they are
compelled to study and practise economy, and find it more
economical to carry on their work under one roof.

At the time of writing Vickers Ltd. had not disposed of
Holstein Hall, which was formerly used as a theatre, picture
palace, or concert hall. — J. B\ S.

Woking.

A Fire at the Martinsyde Works..

At approximately 13.58 hours on Saturday, Sept. 25th, a fire
broke out in the fuselage department at the works of Martin-
syde, Ltd., at May bury Hill, Woking.

The employees had "left the works and the only persons on
the premises were the watchmen, who quickly warned the
firm's own fire brigade and the Woking brigade." The Martin-
syde brigade were soon pouring water on the planes, and the
Woking brigade arrived five minutes after receiving the call.
A large number of Martinsyde workers and others arrived
and began to give assistance. By this time the fire was in-
creasing in intensity, and had spread to the dope room and
the machine and fitters' shops. Aeroplane wings, fuselages,
and other parts were dragged out of the building into the road.
Apropos of this, one was informed that a Woking resident
was horrified to hear that "fifteen bodies were outside in the
road," his horror only abating when it was explained that
the word "bodies" was a common term for "fuselage"!
Happily there was no loss of life, but several people were in-
jured by glass falling from the roof.

Three large roof girders over the erecting shop fell down
causing .onsiderable damage, but luckily the vicinity was too
warm to allow of anyone being underneath them. At one time
it was thought that the flames might reach the petrol shed.

After the strenuous and heroic efforts of the firemen and
helpers the fire was finally subdued after three hours' work,
at the conclusion of which it was found that the fuselage de-
pal tment, dope shop, portions of the carpenters' and erecting
shops, arid the wood stores were destroyed. The machine and
fitters' shops were also badly damaged. The fire has mainly
affected the aircraft shops and departments, the motor-bicycle
and other departments being practically untouched. Mr. F. C.
Camplin, the secretary, estimated the damage at between
£20,000 and £30,000, which is covered by insurance. 127
wings were completely destroyed, together with a few parti-
ally assembled "A" type machines and fuselages, tail planes,
rudders, elevators, struts, etc.

The firm have decided, that there shall be no unemploy-
ment owing to the fire, but are resolved to "carry on,"
although the employees are being put on half-time, with no
work on Saturdays.

The cause of the outbreak has not yet been determined.

J. F- S.

THE BRITISH DOMINIONS BEYOND THE SEAS.

CANADA.
Surveys from the Air.

Operations carried out by the Canadian authorities in photo-
graphic surveys at Lake St. John have been progressing very
favourably. In two weeks they have taken photographs which
have given the Quebec Government a better idea of the terri-
tory north and east of Roberval than they ever had before.
In similar work at Horley the first machine, a D.II.ga, crashed
on landing, owing to the very rough state of the aerodromes,
but two machines are now at work and are getting good
results. At Vancouver things are not so far advanced, but it
is hoped that flying will have started by the end of September.

Recently a request was received by the Air Board from the
Department of Agriculture to send a machine to Lake Abitibi,
which is situated on the border of Quebec and Ontario Pro-
vinces, halfway between Lake Huron and James Bay, to
investigate an outbreak of spruce budworm which has been
playing havoc in the Canadian forests. The Forestry people
admitted that they could get more information from the air
in a day as to the extent of the outbieak than they could in a
season from the ground.

NEW ZEALAND.

The New Zealand correspondent of The Aeroplane wrote on
Aug. 22nd : —

A Pioneer Flight.

The first air flight between Auckland and Wellington was
completed on Aug. 19th, when a dc Plavilland 6, of 90 h.p.,
landed on the Hutt Park after first circling over the city of
Wellington. The flight was commenced some little time ago,
and the two-seater 'plane came down via Gisborne, Tokomaru
Bay, Napier, Hastings, Dannevirke and Palmerston North.
At each town of any size where a landing was made several
days were spent in taking passengers for short flights. The
usual fee charged has been five guineas. Bad weather has
been encountered at many of the towns and on account of this
the stops at several places have been unusually long.

The aeroplane belongs to Messrs. Walsh, Bros., of Auck-
land, and was piloted by Captain R. Russell, D.F.C., Croix
de Guerre. Capt. Russell saw several years' service with the
Plying Corps in France, and for some time was in charge of
a flying squadron at Lille. He is a New Zealander.

The 'plane will remain in Wellington for some time, and
in the meanwhile a large number of passenger flights are
being made. Another 'plane — a three-seater — has been
brought down from Auckland by train, and as soon as this has

been assembled it will also take passengers up. When the
writer found it necessary to send this report he had not" been
able to interview Captain Russell, but as soon as he can a
detailed account of the journey will be forwaided. -~

Odds and Ends.

Captain Dickson, of the Canterbury Aviation Company, is"
making arrangements to carry out a flight from Chiistchurch
to Wellington. As Christchurch is in the South Island it will
be necessary for the aviator to cross Cook Strait. This flight
should be made shortly.

The Government does not have very much to say about
aviation in the Budget. It is mentioned, however, that it is
expected at an early date to establish trial aerial mail services,
which will be developed as facilities for the landing, housing,
and repairing of machines are completed. The experiments
carried out at Auckland have Seen sufficiently successful to
warrant the Department launching out 011 a more elaborate
scheme.

A proposal has been made to establish a company for the in-
auguration of a flying-boat service between Auckland, Gis-
borne and Napier, and to extend the service around the coasts
of both the North and South Islands, should circumstances
warrant. Mr. Charles Matthews has brought the matter for-
ward. Mr. Matthews is chairman of the Cook County Council.
He introduced Major S. B. Adams, who saw service with the
Royal Air Force in France and Egypf , and Captain Seabrook,
of Auckland. Major Adams proposed that a supermarine fly-
ing boat similar to that employed on passenger flying services
at home should be used. He had inspected the various locali-
ties and felt assured that good landings could be made at the
various towns. It would take about an hour to cover the
distance between Napier and Gisborne, while it would take
23 hours to reach the latter place from Auckland. Basing the
freight on the present fares for taxis between the towns,
Major Adams considers that the daily service should pay
handsomely Apparently nothing further has been done in the
matter.

In answer to a question in the House of Representatives,
the Postmaster-General said that it was proposed to com-
mence aerial mail services for two reasons. One of these was
that men of the R.A.F. would be kept in training and would
be always ready in any emergency.

The New Zealand Air Board has held several sittings, but
beyond taking technical evidence from experts, nothing has
been done — h. b.

September 29, 1920

The Aeroplane

601

" A V TOG AH ' ' CORRESPONDENTS

6 MORE

M.P.G./.™ SHELL!

A correspondent, writing to the editor of The Autocar,
Sept. 4, 1920, says : It would be interesting to know
tie opinion of other readers of The Autocar rega d ng
two of the foremost brands of petrol at present on the
ma'ket, as there appears to be a most remarkable
difference in both miles per gallon, and pulling when
one or the other spirit is used.

The one gives me, on an average, 17 m.p.g., some-
timesonly 15 m.p.g. , with afar worse smelling exhaust
than benzole. With the other (Shell) I have obtained
as much as 23 m.p.g. with precisely the same car-
buretter setting, and the exhaust is quite uiff jrent in
smell.

As regards pulling, with the one if the engine is
slightly carbonised, I get an atrocious "pinking " on
hills, but none at all with Shell.

M4i=r 1

SHELL MARKETING CO. LTD., Kingsway, London, W.C.2

RUBERY, OWEN & Co.,
DARLASTON,
S. STAFFS.

TURNBUCKLES

SPECIALITY.

Wa shall ba
pleased to quote
for special parta
turned from the bar.
Send your inquiry
direct to us, and it ahall
have our prompt attention.

To Clear! Surplus!!

THE Aeroplane finds the stock of new
books, such as " UAeronautique Pendant
La Guerre Mondiale" and "The Aero-
plane Handbook," pressing hard upon its avail'
able shelf and floor space It therefore proposes
to give its readers the opportunity of relieving
the congestion by an offer of certain surplus
volumes at

One Third the Published Price.

The most beautiful of War Books was Captain Saundby's
"Flying Colours." Edition de luxe, £2 2s. Popular
Edition, 15s. The copies remaining of the Popular
Edition are now offered at 5s. each, plus 6d. postage.
The book makes a handsome present, and could not be
reproduced for double the money.

The most thrilling of War Books was Jacques Mortane's
" Special Missions of the Air," describing the
dropping of spies behind the German lines. It was
published at 3s. net, and is now offered at Is. net,
postage 4d.

The most amusing brochure on the Air Service was
"The Revelations of Roy," published at Is. The
balance of the Second Edition is now of.ered at 6d.,
post free.

The Aeroplane & General Publishing Co., Ltd.,

61, CAREY STREET, LONDON, W.C.2.

Now Ready

£1 Is. net.

THE AEROPLANE
HANDBOOK

Edited by
A. J. SW1NION, (Late RE.)

THE AEROPLANE HANDBOOK is intended to
provide a manual for the use of those who are
engaged in the design, manufacture and use of
aircraft.

CONTENTS

AEROPLANE AND AERONAUTICAL INSTRUMENTS. By Captain

A. F. C. Pollard, R.A.F.
STRENGTH CALCULATIONS.

GENERAL THEORY. By John Case, M.A., A.F R.Ae.S.
MATHEMATICS. By John Case, M.A , A.F.R.Ae.S.
HIGH TENSILE STEEL WIRES AND CABLES. By Joseph Wilson,
Dr. R.A.F.

ALLOWANCES FOR BENDING STEEL. By RANDOLPH F. HALL.
THE VIBRATIONS METHOD OF TUNING UP By Ingegnere Carlo

Maukilio Lerici.
AIRCRAFT TESTING.

WIRELESS TELEGRAPHY AS APPLIED TO AIRCRAFT. By R. D.
Bangay.

SPRAY PAINTING, VARNISHING, AND DOPING. By C. L. BURDICK.
DOPE- By A. J. A. Wallace Barr.

PATENTS AND PATENT LAW. By ARTHUR HUNT.
SPINNING. By GEORGE H Bettinson.

AIR SPEED INDICATORS— THE PITOT TUBE. By Winslow H.

HERSCHEL.
METEOROLOGY.

GLUE. By Dr George F. Lull, U.S.A.
METRIC CONVERSION TABLES.

TABLES AND DATA (CONVERSION OF DEGREES TO RADIANS).
PERFORMANCE. By John Case, M.A, A.F.R.AeS.
A NOTE ON STABILITY. By Captain W. Gordon Aston, A.F.R.Ae.S.,
A.M.I.A.E.

PROPELLERS. By E. P King, B.Sc. (Eng.), Lond. A M.I.MechE.
The AEROPLANE & GENERAL PUBLISHING, Co., Ltd.

61, CAREY STREET, W.C.2.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

602

The Aeroplane

September 29, 1920

6 THE ROYAL AERONAUTICAL SOCIETY.

LECTURES.

The Right Honourable A. H. Illingworth, M.P., Postmaster-General,
will take the chair at Sir Frederick Sykes'.s paper on "Civil Avia-
tion" on Thursday afternoon, Oct. 7th.

The paper on "Airship Piloting," on Thursday, Dec. 2nd, will be
read by Major G. H. Scott, C.B.E , A.F.C.

The paper on "Technical Aspects of Service and
Civil Aviation" at the Air Conference will be read
on behalf of the Society by Captain F. S. Barnwell,
Fellow, at 5 p.m. on the second day, Wednesday,
Oct 13th.

A very limited number of tickets for the Confer-
ence have been received from the Air Ministry,
which are in the first instance being offered to
Fellows of the Society. If any technical member
desiring to take part in the discussion on any par-
ticular paper will apply to the Secretary, efforts will
be made to arrange for a special ticket. Owing to

the extremely limited accommodation which is understood to be
available, it is feared that it will be impossible to obtain tickets for
any members other than those intending to speak.

Library.

The following books have recently been received and placed in the
Library : "The Medical Aspects of Flying" (Medical Research Council) ;
"Meteorology," R. G. K. Lempfert.

The copy of the First Annual Report of the Society, 1866, which it
was announced some weeks ago had been presented to the Society for
disposal, has now been sold

Journal.

The October issue of the Journal, which will be available on Oct. ist,
contains an original paper of great interest to engineers in general,
as well as the aeronautical profession — particularly those using F.S.W.
ropes in mining or other industries. It has been prepared by Mr.
Walter Scoble as an account of his research work on wire ropes at the
East London College. An important paper by Mr. Harris Booth on
"The Design of Spars with Offset Pin-joints" is also included in the
same issue.

Scottish Branch.

The Autumn Lecture Session of the Scottish Branch will open in
the second week in October with a lecture by Major-General Sir
William Brancker, Member, on "The Most Recent Developments in
Civil Flying," to be followed in the beginning of November by a
paper by Air Commodore H. R. M. Brookc-Popham, chairman-elect.
During November the second series of technical lectures to the engi-
neering students of Glasgow University has been arranged. Major
J. S. Buchanan, Associate Fellow, will lecture on "Aircraft," . and
Squadron Leader R. M. Hill, Associate Fellow, on "The Technique of
Flight."

Arrears of Subscriptions.
It is desired to point out to members who are in arrears with
subscriptions that their names will not appear in the new List of
Members.

W. Lockwood Marsh,
Sept. 25th, 1920. Secretary.

R.A.F. APPOINTMENTS. (FROM
"THE LONDON GAZETTE.")

Air Ministry, Sept.. 21st.

ROYAL AIR FORCE.— Flying Branch.— Pilot Officer to be Flying
Officer : — W. Anderson, Oct. 1st, 1919.

Technical Branch.— Pilot Officer A. H. Berry to be Flying Officer
(Grade A), Oct. ist, 1919.

Memoranda— Pilot Officer T. J O. O'Hara to be Flying Officer,
Dec. 24th, 1919.

Hon. Wing Comdr. R. G. Millar relinquishes his temp. hon. 'R.A.F.
commn on ceasing to be empld., April 5th, 1919-

Air Ministry, Sept. 24th.

ROYAL AIR FORCE-— Seconding.— Lt. W. L. Payne, R.N., is granted
a temp, commn. as Flying Officer (Hon Flight Lt.) on seconding to
the R.A.F. for three years, Sept. 14th.

Flying Branch. — Flying Officer H. L. Rough, D.F.C., is restored to
the Active List, March 3rd (substituted for notification in "Gazette"
of Sept. .17th).

Technical Branch.— Flight Lt. -(actg. Sqdn. Ldr ) G. Somers-Clarke,
O.B.E., relinquishes the actg. rank of Sqdn. Ldr. on ceasing to be
empld. as Sqdn. Ldr., May 17th.

Memorandum. — Hon. Col. J. D. Cormack relinquishes his hon. R.A.F.
commn. on ceasing to be empld., and is granted the hon. rank of
Brig.-Gen., July 31st, 1919.

PERSONAL NOTICES.

[Ex-officers and men of the Royal Air Force are invited to send
notices for the Personal Columns of The Aeroplane. There is no
charge for the insertion of these notices, as it is considered that they
are very interesting items of news and tend to keep past and present
members of the Flying Services in touch with one another. The Editor
will also be glad to publish free of charge applications for work from
demobilised officers and men who have found difficulty in obtaining
employment. It is hoped that none who are not in urgent need of
work will avail themselves of this offer.]

Engagements.

SANSOM— DODGSON.— The engagement is announced between
George Samuel Sansom, B.Sc, M.C., D.F.C., only son of the late
Samuel George Claydon Sansom and Mrs. Sansom, of Ravenswood,
Horsted Keynes, and Dorothy Vivien, youngest daughter of the Rev.
Francis Vivian Dodgson, M.A., and Mrs. Dodgson, of Sunny Cliff,
Mortehoe, N. Devon, and granddaughter of the late General Sir David
Scott Dodgson, K C.B

STYRAN— MITFc :T<D — The engagement is announced of Miss Violet
Mitford, tnird daueht^r of R. Osbaldeston-Mitford, of Mitford Castle,
Northumberland, to Lieut. A. J. Styran, R.A.F.

EMPLOYMENT.

[Except where addresses are given, communications should be sent
c/o The Aeroplane, 175, Piccadilly, W.i.]

Ex-officer, R.A.F. (Sec. Lt., Admin. Stores), aged 26, Public School,
keen motorist, musical, good social standing, highest references, seeks
position as companion-secretary or similar post. — A. H. R. G.

COMING EVENTS.

SEPTEMBER.
Last week. — Latvian Trade Fair, Riga, opens.

OCTOBER.

2nd, Sat. — Gordon Bennett Cup Meeting at Etampes closes

7th, Thurs.— R.Ae.S. lecture. "Civil Aviation," by Major-Gen Sir F. H.

Sykes, G.B.E.*

8th, Fri., 9th, Sat., 10th, Sun.— French Aviation Meeting at Buc.
Tues , 12th, Wed., 13th, Thurs., 14th.— Air Ministry Air Conference in
London.

i6th, Sat.— No. 4 Squadron Dinner at 8 p.m.. at Savoy. Particulars
from Lt.-Col. Cafthew, 2, Mitre Court Buildings, Temple,

E.C.4.

21st, Thurs. — R.Ae.S. lecture. "A Comparison of the Flying Qualities
of Single and Twin-Engined Aeroplanes," by Sqdn. Ldr. R. M.
Hill, R.A.F.*

23rd, Sat. — Gordon Bennett Balloon Race at Indianapolis.

International Aero Exhibition, Prague, opens.

NOVEMBER.
First week —Latvian Trade Fair, Riga, closes
2nd, Tues. — International Aero Exhibition, Prague, closes.
4th, Thurs. — R.Ae.S lecture. "The Human Machine in Relation to

Flying, ' by Col. Flack.*
18th, Thurs.— R.Ae.S. lecture. "The Design of Aeroplane Control Sur-
faces, with Special Reference to Balancing,'-' by H. B. Irving,
"Airscrews," by A. Fage *

DECEMBER.

2nd, Thurs.— R.Ae.S. lecture. "Airship Mooring," and "Airship Pilot-
ing," by Major G. H Scott, C.B E , A.F.C*

16th, Thurs.— R.Ae.S. lecture. "Possible Developments in Aircraft En-
gines," by H. Ricardo. "The Instalment of Aeroplane En-
gines," by A. T. Rowledge.*

JANIMRV— 1921.

20th, Thurs. — R.Ae.S. lecture. "The Cost of Air-Ton Miles Compared
with other forms of Transport," by Lord Montagu of Beaulieu.'

FEBRUARY— 1921.

3rd, Thurs. — R.Ae.S. lecture. "Meteorology and Aviation," by G. Dob-
son. "Ground Engineering," by Wing Cdr H. W. S. Outram.*

17th, Thurs —R.Ae.S. lecture. "The Haudley Page Wing," by F. Hand-
ley Page.*

MARCH— 1921.

3rd, Thurs.— R.Ae.S. lecture. "Airship Fabric," by J. W. W. "Dyer.

"Parachutes," by Major T. Orde Lees.*
17th, Thurs.— R.Ae.S. lecture "Flying-Boat Construction," by Capt. D.

Nicolson.*
Dates to be announced : —

_73rd Wing, R.A.F, Reunion. Particulars from Mr. C. F. H.

Bloom, 17, Welbeck Street, W.i. ; or Mr. Leonard Bridgman,

c/o The Aeroplane, 175, Piccadilly, W.i.
* All the Royal Aeronautical Society's lectures will be given in the
theatre of the Royal Society of Arts, John Street, Adelphi, at 5.30.

Aviation Insurance

Go to the most experienced Aviation brokers :

Bray, Gibb & Co., Ltd., 166, Piccadilly, W.I.

ADVICE GLADLY GIVEN.

September 29, 1920

The Aeroplane

603

INDEX TO ADVERTISERS

Accles & Pollock, Ltd. Front Cover &
Inside Front Cover

Aircraft Improvements Co. .

Aircraft Disposal Co., Ltd., The 596

Air Navigation Co., Ltd. . .

Armstrong-Siddeley Motors, Ltd.

Arrol-Johnston, Ltd. . Front Cover
Auster, Ltd. . . • Front Cover
Aviation Insurance Assoc. . ,

Beardmore Aero Eng., Ltd., The

Front Cover & 591

Beardmore, Wm., & Co., Ltd. . 587

Benton & Stone ....

Blackburn Aero & Motor Co., Ltd

Boulton & Paul, Ltd. . . .589

Bowden Brake Co., Ltd., The . 603

Bray, Gibb & Co., Ltd. . . . 602

Bristol Aeroplane Co., Ltd. . 599
British Aerial Transport Co.,

Limited . . . .

British Cellulose Co., Ltd. .

British Emaillite Co., Ltd., The

Front Cover
British Lighting & Ignition Co.,

Ltd

British Thomson- Houston Co.,

Ltd., The

Brown Brothers, Ltd. . . . 573

Burberrys, Ltd

Calthrop, E. R., Aerial Pat., Ltd.

Cellon, Ltd. . Inside Back Cover

Central Aircraft Co. . . .

Clegg Metal Engraving Co., Ltd.

Coan, R. W. .... 604

Cradock, Geo., & Co., Ltd. .

Davis Furnace Co., The . . 604

Dudbridge Ironworks, The .

Eastbourne Aviation Co., Ltd.

Inside Back Cover
Ebora Propeller Co. .

Fairey Aviation Co., Ltd., The
Firth, Thos., & Son, Ltd. .
Fluxite . .

Frood, Herbert, Co., Ltd. .

Gas Accumulator Co. (U.K.), Ltd.
General Accident, Fire and Life

Assurance Corp., Ltd. .
General Aeronautical Co., Ltd.
Gosport Aircraft Co. .
Grahame-White Co., Ltd. . . 603
Green Engine Co., Ltd. .Back Cover
Greening & Sons, Ltd. Inside Back Cover
Gwynne's, Ltd. .

Hancock, James Lyne, Ltd. . 603
Handley Page, Ltd. .
Holmes, C. H. .
Hope, H., & Sons

Imperial Light, Ltd. Inside Front Cover
Instone Air Line . . . 598
Johnson & Phillips, Ltd. . . 573

Lang Propeller Ltd. . .
LepAerial Travel Bureau .

Marconi Wireless Telegraph Co.

Ltd

Martinsyde, Ltd. . . . 579
Mather & Co.

McGregor, Gow & Holland, Ltd
MacLennan, John, & Co. .Front Cover
Mendine Co. .... 603
Mills, Wm., Ltd.

Napier, D. & Son, Ltd.
Naylor Bros., Ltd. . . . 599

New Pegamoid, Ltd. .
Nieuport & General Aircraft Co

Limited ....
Northern Engineers' Supply Co
Oddy, W., & Co. .

Palmer Tyre, Ltd.
Petters, Ltd.

Pinchin, Johnson, & Co., Ltd

Robinhood Eng. Works, Ltd.
Roe, A. V., & Co., Ltd.
Rolls-Royce, Ltd.
Rubery, Owen & Co, .
Sagar, J.,&Co., Ltd. .
Sankey, J. H., & Son., Ltd.
Saunders, Ltd. .
Serck Radiators, Ltd.
"Shell" Marketing Co.
Short Bros., Ltd.
Smith, S., & Sons
Sopwith Aviation Co., Ltd.
Standard Piston Ring & Engineer

ing Co., Ltd.
Sunbeam Motor Car Co., Ltd
Supermarine Aviation Works, Ltd

Back

Tampier, Rene
Terry, H., & Sons, Ltd.
Titanine, Ltd. . Front Cover
Triplex Safety Glass Co., Ltd.

Vandervell, C. A. & Co., Ltd.
Vickers, Ltd. . ,
Walton Motors, Ltd. .
Westland Aircraft Works
Wheeler, T.
Wireless Press, The
Yorkshire Steel Co. Ltd.

603

574
583
601

596

6or

593:
Cover

599
<§• 595

585

TRADE CARDS.

Read "L'AIR"

The Most Interesting of French Aviation Papers.

FOR SALE AT

"The Aeroplane" Publishing Office,
61, Carey Street, W.C.2. Price 6d.

GRAHAME-WHITE FLYING SCHOOL.

First in 1909 and first ever since. The New System embodies 2 courses:
Course 1,-R.Ae. Certificate.
Course 2.— ALL STUNTING (Optional).

On completion of the la'tei course, pupils are competent to perform
all kinds of trick flying. For full particulars apply the

GRAHAME-WHITE COMPANY LTD.,

LONDON AERODROME, HENDON, N.W 9.

Te.egrams— " Volplane Hyde London.-' Telephone— Kingsbury 120 (7 lines).
Excellent Accommodation at THE LONDON AERODROME HOTEL.

RUBBER

PETROL & OIL RESIST-
ING HOSE & TUBING,
WASHERS. BUFFERS, MATTING. SHEET,
STRIP. CONNECTIONS, GASKETS, ETC.

Aircraft Specialists

JAMES LYNE HANCOCK LTD.,
266, GOSWELL ROAD, LONDON, E-C.1

PEGAMOID

BRAND

LEATHER CLOTH.

The Best Waterproof Covering for Railway, Tram-
way, Aeroplane, Motor Boat, Cushions, Seats, etc.

ISM NEW PEGAMOID LIMITED, l^r??^

Telegrams — Pegamoid, Phone, London.
Telephone— City 9704 <2 lines). Cables a b c 5th Edition and Private.

FOX BOW0£N CABLES*
pp„ AND F/TT/A/GS

THE BOWDEN BRAKE C?E?

TYSELEY BIRMINGHAM

Trad*

MENDINE I Mark.

LIQUID SCOTCH GLUE

USED »V THE LEAD1NQ AEROPLANE CONSTRIICT0H3.

MOISTURE PROOF.
Writ* for Price List and Particular
MENDINE CO., 8, Arthur Street, London Bridge, E C.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

604

The Aeroplane

September 29, 1920

MISCELLANEOUS ADVERTISEMENTS

SPECIAL PREPAID BATE : 18 words 2/- : Situations Wanted ONLY. 18 words 1 - : Id. per word after TRADE ADVERTISEMENTS,
in these columns, 3 lines 5/- : i/-per line after. Public Announcements, Legal Notices, Auctions, Contracts, etc., 2'- per line.
For the convenience of Advertisers, replies can be received at the offices of " THE AEROPLANE." 61, Carey St., London, W.C.2.

PATENTS.

PAGE, WHITE and VATJUHAN (late Page and
Rowlingson), Chartered Patent Agents (Consult-
ing Engineer, Mr. S. E. Page, A.M.Inst. CE ), 27,
Chancery Eane, London, W.C. Tel., 332 Central.

HENRY SKERRETT (H. N. Skerrett, A.I.A.E.,
A.I.Mech.E., Associate LE-E., Fellow of the
Chartered Institute of Patent Agents), Patents,
Designs and Trade Marks.— 24, Temple Row,
Birmingham.

MR. CHATWIN, A.I.E E., Patent Agent, Aircraft
Engineer and Inspector. Telephone : Holborn
6109. 253, Gray's Inn Road, London, W.C.i.'

MISCELLANEOUS.

REPAIR WORK SPECIALISTS. — Skilled Riggers
and Mechanics sent to any part of the British
Isles to effect repairs. All types of machines. War
machines retonstructed for Civil Aviation. Esti-
mates on application.— Central Aircraft Co , 179
High Road, Kilburn, London.

THE PROPRIETOR of British Patents Nos. 110562
and it<M?2, both dated Sept. 14th, 1916, relating to
"Improvements in Flying Boats" and "Improve-
ments in Flying Boats and Wings Therefor "
respectively, is desirous of entering into arrange-
ments by way of a licen.re or otherwise on reason-
able terms for the purpose of exploiting the above
patents and ensuring their practical working in
Great Btitam.— All inquiries to be addressed to
B. Singer, 29 So. La Salle Street, Chicago,
Illinois.

SITUATION VACANT.

DIRECTOR, TECHNICAL.

Required for Canadian Air Board, Ottawa,
Canada. Salary 4,500 dols. per annum, rising to
maximum of 5,100 dols. by annual increments of
300 dols.

Candidates must have education equivalent to
graduation in engineering from a school of ap-
plied science of recognised standing; five years of
experience in the design and inspection of air-
craft; a thorough knowledge of standard types of
aircraft ; a high degree of organising and adminis-
trative ability.

Preference will be given to candidates who
have been on active service. Application forms
may be obtained from the Canadian liaison officer,
The Air Ministry, London, and must be filed
with the Civil Service Commission, Ottawa, not
later than October 4th, 192c

MODELS.

First-Class Model, Petrol-motors ' and Castings,
unique; interesting. List 3d. — Madison Motories,
Littleover, Derby.

FOR SALE.

TRANSFERS.— Firms lequiring Transfers should,
write to the makers. — A Bird and Co., Latimer
Street, Birmingham.

AVRO three-seater machines for sale, splendid con-
dition. Airworthiness certificates. — Box No. 4,911,
The Aeroplane, 61, Carey Street, W.C. 2.

AERO ENGINES for Sale— Beardmore 160 h.p., at
less than Disposal Board prices; also 80 h.p. Re-
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L'AERONAUTIQUE PENDANT LA GUERRE MONDIALE

Containing chapters by M. Marchis, Professeur de l'Aviation a la Sorbonne, "M. Dumesnil,
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The book makes 700 pages of the size of The AEROPLANE, and is beautifully illustrated.

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few Copies at the Special Price of £2 7s. 6d. Post free, £2 10s.

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September 29, 1920

The Aeroplane

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The Aeroplane

September 29, 1920

If greater success were possible than the recent marvellous

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The Aeroplane

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6o6

The Aeroplane

October 6, 1920

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The "AVRO BABY"

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which flew in both the above races was the identical

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OCT. 6,
1920.

THE

VOL. XIX.
No. 14.

EAER0PLANE

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ON THE LAST GORDON BENNETT RACE.

SEPTEMBER 28th, 1 920.

Sometimes it seems rather a pity that the Germans did
not win the war. If they had done so either they would
have taught us to be thoroughly efficient in aeronautical
affairs, or else they would have made aviation verboten
and so would have prevented us from making the quan-
tity-production of aviatic fiascos one of our leading
national industries.

In the latter case there would have been no Schneider
Cup_ fiasco at Bournemouth a year ago : there would have
been no Monaco Meeting, so it would not have mattered
about there being no British entries : there would have
been no Olympia Aero Show, so it would not have mat-
tered whether we chose to hold it at the wrong time of
year or not : there would have been no Schneider Cup
Race in Italy, so the absence of British competitors would
not have been obvious : there would have been no Gordon
Bennett Race in France, so nobody would have known
whether we could put one representative into the air or
three, or whether all or none of our representatives could
have stayed the course : and there would have been no
Guildhall Conference to endeavour to boost aviation just
when industrial and climatic and financial conditions were
most unfavourable to artificial respiration, or restoration.

Then we could all have sat back and told one another
what fine fellows we were, and what we would have done
on all these occasions if we had not been stopped by the
tyrannical Hun. And all our gallant war-profiteers would
have told us what they would have done for Civil Aviation,
and what a fine thing the)' would have made of the Air-
craft Industry if it had not been ■verboten.

As things are it is a trifle difficult to find excuses for
ourselves. So let us put it all down to Industrial Unrest
and the Excess Profits Duty. Bet us blame Labour and the
Government. But, for Heaven's sake, do not let us blame
ourselves.

So far as the. Gordon Bennett Race is concerned, we
have at any rate the consolation that if our one represen-
tative did not stay the course, neither did two out of the
three French competitors, nor did any of the three
Americans. And if the Latin Race wants to congratulate
itself let it reflect on the cheering fact that the winner
bore the essentially French, name of Sadi-Lecointe, and
that the Comte de Romanet did at any rate complete the
distance, even though he had to land on the way.
Whereas the competitors who failed to go through at all
Were named Kirch, Rohlfs, Rhinehart, Schroeder, and
Raynham — all of distinctly, if remote, Teutonic origin.
So perhaps, after all, if the Germans had won the war
we might not have gained very much. At any rate, the
luck of the Teutonic Race was dead out.

With which few kind words by way of congratulation to
our friends in France, let us proceed to discuss in detail
the Gordon Bennett Race which was flown from the Ville-
Sauvage Aerodrome at Etampes on Tuesday, September
28th.

THE TEAMS.
The Nieuports and their Pilots.

The French team consisted of M. Sadi-Lecointe and M.

Kirch on Nieuports and the Comte de Romanet on a Spad,
all with 300 h.p. Hispano-Suiza engines. The Nieuports were
identical with one another, except that Sadi-Lecointe's had
double lift-wires, whereas Kirch's had single wires. Both
machines were exactly like the speed and altitude record-
breaking machines shown at the Exposition in the Grand
Palais last Christmas. In fact, so far as one could discover,
they were the same machines painted white instead of black.
Both had Lamblin radiators.

M. Sadi-Lecointe, who was a famous pilot before the war,
is now recognised as being perhaps the finest pilot in the
world, and is certainly the equal in skill of anybody who has
ever flown or is ever likely to fly. There is nothing about
him to suggest the "gallant bird-man," for he is short and
thick-set,' with a round face and the general air of a suc-
cessful business man. It is only when one watches him closely
that one appreciates the keen mind behind his apparently
placid exterior. Sadi-Lecointe is distinctly one of those who
flies with his head and not merely with his hands.

M. Kirch, though a pilot of experience, was little, known
even to the French aeronautical community until he revealed
himself in the Eliminatory Tests, held on the Saturday to
select the French team, as a pilot of the first class. His
handling of his machine on the day of the Gordon Bennett
Race, both in starting and landing, showed that he is very
skilful indeed, for these small projectiles are no mount for
the heavy-handed. He himself is a small thin man, very
quiet, and much more of the physiognomy of the typical
aviator than his stable-companion.

The Spad.

M. de Romanet 's Spad is a new product of M. Herbemont's
fertile brain, and a very taking little machine it is. M.
Herbemont said before the race that it was not au point.
Certainly, the power plant was not, but there seemed to be
very little the matter with the aeroplane, which behaved
beautifully, both on the ground and otf, though certainly
M. de Romanet's skilful piloting always makes a machine
show to the best advantage.

As may be seen from the photographs, M. Herbemont has
come to the conclusion that a fuselage which fills the whole
gap between the planes is the fastest ; in which he agrees
with" the late Mr. Jose Weiss, and several German designers,
and Mr. Fritz Koolhoven. In this machine he has fixed his
planes direct to the top and bottom of the fuselage and has
put the pilot 011 top of the fuselage just behind the upper
plane, where he has an excellent view all round above the
planes, and downwards on each side, and behind, but no
view forwards and downwards ; which, after all, hardly matters
in a racing machine.

Though one is inclined to wonder how the pilot would fare
if the machine turned over in landing, the machine is very
taking, and, like all M. Herbemont's products, it is very
well made in detail. If the engine had behaved itself it would
certainly have put up a very fine show. Incidentally, it was
the only machine with a Lumiere airscrew. Like the Nieu-
ports, it had a 300 h.p. Hispano-Suiza engine, but it had a
nose-radiator instead of a Lamblin.

Of M. de Romanet himself it suffices to say that not only
is he one of the most skilful pilots in France — he w$uld never
have been able to land as he did without crashing if he had
been anything less — but he is personally one of the best
fellows in the world. He is deservedly one of the most
popular, and at the same time one of the least self-important
people in French aviation. He combines all the charm of
manner of the old noblesse with the cheeriness of the modern
young sportsman. One hopes that ere long it will be his good
fortune to win one of the 'great aeroplane competitions, for
none has tried harder or deserved better to do so.

The American Team.

The aviation people of the United States certainly deserve
full marks for their enterprise in sending a full team so far

6o8

The Aeroplane

October 6, 1920

for a purely sporting event. The pity is that, as is so often
the case with American efforts in various activities, they
assumed that what seemed right on paper would be right in
practice.

Their machines repeated more or less the history of the
Liberty engine. They were designed and built in a hurry.
They were full of clever ideas. And they will all be very
good in time, with sundry necessary alterations. But they
were not properly "tried out" — to use the expressive Ameri-
canism— before being sent over to this effete Continent.

The Dayton- Wright.

The Dayton-Wright is a really excellent scheme,
and is a perfectly wonderful piece of work. The engine is a
260 h.p. Hall-Scott, which calls for no special notice. It is
just a good plain engine. The aeroplane itself is a cantilever
monoplane built of plywood, painted with aluminium, and
polished and varnished till it is hard to convince oneself that
it is not actually built of sheet aluminium The outstanding
novelties about 'it are the retractable undercarriage and the
variable camber wings. One cannot describe the under-
carriage without elaborate drawings and diagrams, so it
must suffice to say that by turning a crank inside the cabin
the whole undercarriage is drawn up inside the fuselage till.,
the wheels fit up into the holes in the sides, which may be
seen in the photographs. When in place the wheels conform
to the outline of the fuselage so that wind-tunnel tests on
models fail to show any difference in head-resistance between
a clean fuselage without wheels and one with the wheels
drawn up into place. At the same time the wheels are very
well sprung and operate very satisfactorily in landing. The
only drawback seems to be that it takes at least 15 seconds
to pull up the wheels or let them down.

The wing arrangement is also very interesting. Both the
leading and trailing edges can be moved up or down by
means of a crank in the cabin. Thus the wing can be made
heavily cambered for getting off or landing, or flattened for
high speeds. The trailing edge also acts as the aileron on
each wing, whether wound down or up. The push-and-pull
rods and levers which operate this variable camber may be
seen in the photographs. These excrescences being on the
top of the plane suggest that they may decrease its efficiency,
and one is inclined to think that they would do less harm
it placed under the wing instead of on top of it, though one
understands that they have been tried underneath and that
there is some mechanical difficulty about putting them there.
At any rate this variable camber cantilever wing is an effort
in the right direction and it is to be hoped that it will be
developed by further experiments.

The worst feature about the machine is the position_ of
the pilot, who sits right inside the fuselage, and has no view
ahead, above, or below, and so is compelled to navigate by
what he can see diagonally ahead. As the cross-section of
the fuselage is small the pilot has even less view than had
the pilot in the Alliance biplane which once flew from London
to Madrid. There the pilot had good big windows through
which to see the landscape, but in the Dayton-Wright he
has very small windows and his angle of view is worse than
in the Alliance because he is close up> to the bulkhead in
front.

The idea of putting the pilot right inside is apparently
to combine speed with comfort, but it does, not seem worth
while to buy comfort at the price of safety, for such an
arrangement' is distinctly dangerous, in that the pilot cannot
see other machines approaching and so is in imminent danger
of collision unless he' has the whole atmosphere to himself.
The scheme has, however, much to recommend it for big
passenger-carrying machines, in which all the passengers

would be inside and the pilot would sit on top level with the
leading edge of the wings.

Rhinehart and Co.

The Dayton-Wright pilot, Mr. Rhinehart, and his crew are
of that quiet earnest type jf American which many of us
met for the first time during the war. They did little talking
and much work, and when they talked what they said was
plain horse sense with a spice of real American humour.
They did not think they were going to win the race, but
they thought chey might put up a good show. They said that
their machine is still an experiment, and they demonstrated
that it is an experiment which is well worth developing much
further.

One judges that Mr. Rhinehart is of Irish extraction, des-
cended from one of those families from the Palatine Provinces
of the Rhine which were planted by George II in the counties
of Tipperary and Limerick after the mere Irish had been
exterminated according to English custom. These families
ultimately became more Irish than the Irish themselves, and,
combining German thoroughness with Irish quickness, caused
the English more trouble than did the original Irish. At
any rate there are many Rhineharts in that part of the
country.

Mr. Rhinehart's methods reminded one of them. He seemed
to take things easily and casually, but he was immensely
thorough in the way he worked on his machine. She was
distinctly awkward to handle, owing to her fin surface aft
being insufficient, so he added two temporary fins by screwing
a small vertical plate on each end of the tail plane. Even then
she had not enough fin surface, but he handled her beauti-
fully in the air, and made an excellent landing, showing that
he has very quick eyes and hands for all his apparently
leisurely movements.

One hopes to hear more in the future of this very promising
experiment and of her excellent pilot. Perhaps when Mr.
Rhinehart is back home he will be so good as to report
progress at intervals to this paper. Meantime one wishes him
every success with his future experiments.

The U.S. Army Effort.

The second American representative was the U.S. Army's
Verville racer, with a Packard engine which was sometimes
called 500 h.p. and sometimes 600 h.p. There seemed to
be a diversity of opinion about its power. Possibly the makers
are not very sure about it. Certainly the engine itself was not.

The aeroplane is a very ordinary affair, with rather good
lines, but nothing about which to write home. It looks as
if it had been designed by a committee of competent draughts-
men rather than by a single designer of talent, and certainly
not by a genius. The most interesting thing about it is
the leather girth with hand-holds attached which it wears
when on the ground to facilitate handling This is shown
in the illustration and seems worth copying. It is removed
when the machine is ready to start.

The whole machine is obviously immensely heavy, quite
apart from its big engine, and though it is certainly fast it
is probably nothing like so fast as it looks.

The pilot of the machine was Major Schroeder, holder of
the World's Altitude Record, with 33,000 ft. Like the Dayton-
Wright people, Major Schroeder and his crew worked much
and said very little. Being well over six feet high, Major
vSchroeder is naturally known to his compatriots as "Shorty."
He is one of the old hands in American aviation, having begun
as a mechanic in the days of Arch Hoxsey and George W.
Beatty. During the war his skill and experience led the
authorities to keep him*at home on technical work, where
he more than justified his existence.

Like all the real gespd Americans of the war-time type,

Mr. F. P. Raynham, with his. Martin=
syde "Semiquaver, " waiting tc start in
the Gordon Bennett Race. Behind him
are to be seen Mr. Hurst, the inimitable
Ricketts, Mr. Tait=Co.\, and Mr. Fob
land, sitting on Colonel McClean's car.
The sheds in the background are those
of the French Military Aerodrome at
Ville Sauvage, where the race was held.

October 6, 1920

1

The Aeroplane

609

Major Schroeder is out to learn rather than to teach, and
one believes that this visit to France will not be wasted.
Before the race he owned frankly that he did not fancy his
chances. Ke had only flown the machine twice in America,
and though he knew her speed was good he was not sure
of her staying the course.

Obviously, the radiator was far too small for the huge
engine, and apart from that the engine sounded all wrong.'
A British spectator who heard it running the day before the
race described it as sounding like a "can full of nails" —
which, in fact, was rather an apt simile, except that it made
such a row that he might have called it a boiler full of rocks.

On the whole, if a race were organised between aeroplanes
designed and built by the Air Services of various nations,
one would certainly back the Royal Aircraft Establishment at
Farnborough to give a handsome beatirg to McCook Field,
as well as to the Section Technique of the French Service

d'Aviation. At the same time it was a thoroughly sporting
effort on the part of the U.S. Army aviation people to put
up the third American entry, and one hopes to see Major
Schroeder in another big race on this side of the water
with a machine which is more worthy of his very evident
ability as a pilot.

The Comic Cox and Co.

The comic relief of the American team, which otherwise
was in deadly earnest, was provided by Mr. S. J. E. Cox,
who apparently bought and paid for two Curtiss racing
machines and transported them and their crews all the way
to France at his own expense. If he had stopped at that
and kept his mouth shut all would have been well and he
would have gone down to history as a "Maecenas of Aviation"
— as the French journalists used to love to call the late
M. Deutsch de la Meurthe. It is such a pity that so few

AT THE GORDON BENNETT RACE. — At the top are four views of M, SadiLecointe's winning Nieuport. Below it are
a front and side view of M. de Romanefs Spad, with M. Herbemont and M. ile Romanet standing alongside it. To the
right is Major Schroedtr's Verville, with the lifting girth still round the fuselage. It will be noted that the American Eagle
painted on its side appears to be making a bad landing. Below the Verville are two views of Mr. Rhinehart's Dayton-
Wright, showing the holes into which the wheels fit. In the left bottom corner is Mr. Jarnes ami his " Czech " Nieuport,

backed by an admiring crowd.

6io

The Aeroplane

October 6, 1920

millionaires realise that God intended them to write cheques
and not to talk.

Unfortunately for him, but fortunately for the joy of nations,
Mr. S. J. E. Cox chose to pose as an authority on aviation,
as the designer of his Curtiss machines, as the general of
the campaign to win the Gordon Bennett Cup, and as the
certain winner. He talked the worst kind of hot air to
international journalists and international aviators alike, with
the result that when anybody felt bored or depressed they
merely went and had a heart to heart serious talk with
Mr. Cox and then retired quietly to a corner and laughed
till they felt better. The cream of the jest, of course, was
that Mr. Cox took himself quire seriously and seemed quite
oblivious to the fact that after his first day in France every-
body had him exactly sized-up and merely talked to him for
the sake of pulling his leg.

Who Mr. Cox was before he took himself in as a patron
of aviation one does not know. One of his compatriots
described him thus : — "Cox was in Texas and gotten tired,
so he set down on the ground, and after settin' a while he
felt the ground was damp, and then he found he was settin'
on a leak from an oil well. And that was what he done
to get rich." Undoubtedly that is not the correct history
of Mr. Cox's wealth, but as an example of American descrip-
tion it is worth recording.

His aspect was as diverting as his talk. Tall, thin, aquiline
and swarthy, clad in an expensive black broadcloth suit and
a heavy black overcoat, with an umbrageous black sombrero
on top, and a pair of preposterous browny-vellow boots below,
'he looked like what a humorous artist might produce if asked
to depict a Mexican Baptist Minister.

He carried an opulent cane with a hook at the top, the
hook and about a third of the length being heavily armoured
with gold. One of the British contingent besought him, if
he broke his cane, to let him (the Britisher) have the top
half. And Mr. Cox was quite pleased with the ostensible,
compliment to his good taste.

It was really rather unkind to refuse to take Mr. Cox
seriously, for he did mean so well and he did try so hard.
But he is so "young" in the eyes of this ancient Con-
tinent of Rurope, and so very pleased with himself, that it
would have been a waste of good material not to have used
him, as Providence so obviously intended, as an inexhaustible
source of lauphter. Therefore the European aeronautical
people at the Gordon Bennett Race do honestly feel grateful
to him for coming to "Yew-rope" to cheer us in our pre-
vailing depression. And it was a trifle unreasonable of his
compatriots to speak of him as they did, for they can rest
assured that we Europeans do not imagine that all Americans,
not even all American millionaires, are as is Mr. S. J. E. Cox.

At the same time one wishes that we had a few like him
in England. With a little training they might be taught to
be quite nice about the house and very useful to aviation.

The Curtiss Crash.

Mr. Roland Rohlfs, the "Cox" pilot, is another of the
quiet Americans who do much and talk little. He was in
no way responsible for the eagle-shrieks about what his
machine was going to do. Everybody was very sorry about
his accident on Sept. 26th, and everybody was very glad that
he escaped with so little damage that he was able to be a
spectator of the race on the 28th. The crash happened in this
wise : —

The Cox-Curtiss crew had located themselves at Villa-
coublay, near Versailles, instead of at Etampes. Whether
this was to enable Mr. Cox to be nearer the Parisian Press,
or whether the two otber American crews did not want him
at Etampes, seemed to be a subject for dispute. Anyhow,
on the Sunday evening Rohlfs flew over to Etampes on the
"Texas Wild Cat" — the choice of his two mounts — so as to
be in time for the measurement and sealing of the competing
machines on the Monday.

He arrived in the dusk, landed at about a hundred miles
an hour across the wind and diagonally to the slope of the
ground. His machine gave one big bounce. Both wheels
crumpled. The points of his undercarriage dug into the
ground. And the machine turned a half somersault, landing
flat on it's back.

Rohlfs was stunned and a trifle bruised and cut. He was
revived, according to Le Journal, by " soins energiques,"
which apparently consisted of artificial respiration and copious
doses of brandy. Such "energetic cares" are scarcely suitable
to a concussion case, and may account for the high death-
rate among pupils at the French schools of military aviation
during the war. However, Rohlfs is tough, and coming from
a dry country probably his constitution was able to absorb
the brandy without prejudice. So he survived all the energy
expended on him, as well as the bumping along the awful
road to Etampes in a motor-lorry, anything in the nature of
a proper ambulance being entirely outside the reckoning of
either the Military or Civil authorities at Ville Sauvage — a

place which in its medical, surgical, sanitary and catering
arrangements thoroughly deserves its name.

The " Wild Cat " stood the bump amazingly well, but the
fuselage broke at the pilot's seat. She was brought in next
day, minus her tail, in a state which emphatically belied all
the peculiarities commonly attributed to the species.

One was told later on that in order to increase his speed
Rohlfs had had smaller wheels built in France. The spokes
used for the rebuild had pulled through the hubs at the first
impact and so at the second the points of the undercarriage
were all that was left on which to land. The wing-struts,
undercarriage vees and axle all form a solid structure, so
there is no possible way of fitting shock-absorbers for the
wheels. It is not surprising, therefore, that the wheels col-
lapsed. It would have been very surprising if they had not.

And that was the end of the Comic Cox and Co.

The British Team.

The British team was to consist of Mr. Hawker on a Sop-
with, Mr. Tait-Cox on a Nieuport, and Mr. Raynham on a
Martinsyde. The fate of the Sopwith is already known.
Despite the efforts of the little group of true sportsmen in the
Royal Aero Club, it was impossible to get the machine through
in time after work on it was stopped by the Sopwith firm
going into liquidation.

The Martinsyde was duly towed to Etampes by Messrs.
Raynham, McGeagh Hurst, and Blackwell. And the Nieuport
was to be flown across by Mr. Tait-Cox, as apparent^- Sir
Samuel Waring did not feel justified in going to the expense
of providing road or rail transport for her. The Nieuport's
journey is worth recording.

The Odyssey of Mr. James.

On the Friday Mr. Tait-Cox was very ill — far too ill to
fly — so Mr. James, the firm's second pilot, decided to take
the machine across. He took her up for a trial trip at
Hendon and a flying wire broke. As the Nieuport has
I-struts with single flying wires and no incidence bracing,
the breakage of the wire resulted in a deformation of the
wing which put the machine into a skid, and would probably
have killed most pilots. Mr. James, by a wonderful exhibi-
tion of skill, saved himself and made a perfect landing.

After some delay, owing to these wires being of a special
length, the wire was replaced and he left on Sunday for
France. Being a racing machine the Nieuport had not
enough petrol capacity for the full journey to Etampes, so
Mr. James landed at Lympne for petrol and Customs clear-
ance.

When he arrived he found that the regular Customs officer
was away on leave, and that his locum tenens was out, so
that there was nobody who could clear him for the Continent.
The people at the aerodrome, in duty bound, refused to let
him go until his papers were duly signed. The result was
that he was kept waiting for nearly three hours before an
official arrived who could clear his papers. By that time it
was too late for him to reach Le Bourget before dark, so he
had perforce to stay the night at Lympne.

This seems to be a matter which the' Director-General of
Civil Aviation should investigate. If it be true that a machine
can be held up for two or three hours at a Customs aerodrome
owing to the absence of the proper official, then evidently
something needs reorganising.

If the system permits it, then the system must be altered.
If the "competent authority" was away from duty without
authorisation from those above him, then the official at fault
must be removed forthwith. It is absurd that we should
maintain a Department of Civil Aviation and all its officials
if the one object of Civil Aviation, rapidity of locomotion,
is to be defeated by the badness of its organisation or the
slackness of its officials. /

The Result of Official Delay.

Whatever or whoever was at fault,- the result was that
this official delay certainly cost the British team its second
representative and very probably the race, for this Nieuport
has actually done greater speed than that done by the winner.
Therefore it is hoped that the Department of Civil Aviation
will issue an official statement on the matter.

Eventually Mr. James left Lympne on Monday, and after
landing several times to ask his way he arrived at Le
Bourget. If he had arrived, as he should have done, on
Sunday, he would have been at Etampes on Monday for the
official inspection, and all would have been well. As it was
he arrived at Le Bourget on Monday and remained there,
thinking that he would be in plenty of time if he got to
Etampes early enough to fly on the Tuesday.

This omission to understand the rules is certainly an ex-
ample of bad organisation in the Nieuport team, for one of
the very first essentials in all competitions is that everybody
concerned shall know the rules by heart. As many competi-
tions have been won by knowing the rules and defeating them
as by good performance. And as many have been lost by

October 6, i Q2o The Aeroplane 611

FAIREY

SEAPLANES,

FLYING BOATS,

AMPHIBIANS,
p LAND-AEROPLANES

AN

THE FAIREY AVIATION CO., LTD.,

Head Office = = HAYES, MIDDLESEX.

London Office - - EMPIRE HOUSE, 175, PICCADILLY, W.i.
• ' Works : HAYES, MIDDLESEX, & HAMBLE, near SOUTHAMPTON.

Contractors to the Admiralty, War Office & Air Ministry

PATENTEES OF THE FAIREY PATENT VARIABLE
CAMBER GEAR FOR AEROPLANES.

Sole Licensees of the Linton Hope Patent Hull

for Flying Boats.

DESIGNERS, BY ORDER OF THE AIR MINISTRY, OF THE
"ATLANTA" TYPE FLYING BOAT, THE LARGEST OF ITS KIND.

Telephones — 19 Hayes: Middlesex. Telegrams — "Airily, Hayes, Middlesex."

394 Regent. Code— A. B.C. 5th Edition.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

ft V

6l2

The Aeroplane

October 6, 1920

ignorant infringement of rules as by bad performance. This
is a case in point. But whether or no, there is no excuse
for the holding up of the Nieuport at Lympne till it was too
late for Mr. James to continue to Paris that night.

In the end Mr. James arrived at Ville-Sauvage at lunch-
time on Tuesday, having landed two or three times more to
find his way. He had pulled a tyre off its rim when leaving
his last stopping place and landed perfectly without it. The
blue-aud-yellow chequered painting of the Nieuport pleased
the French crowd, and the French journalists were still more
pleased when a British hanger-on informed them that this
was "le representatif Checko-Slovak."

Mr. Folland, the designer of the Nieuport, and Mr. Tait-
Cox— now partially recovered — had come over by rail and
boat, and were naturally bitterly disappointed that, after
all its journeyings and after ail Mr. James:s pluck and skill
in flying a projectile of this species across country and making
half a dozen landings safely in odd neighbourhoods, the
machine was unable to compete. The sun', of it all is that
their travelling expenses and the cost and wear and tear
of flying the machine over has been simply wasted.

It wjuld have cost Sir Samuel Waring, Bart. — who was
given his baronetcy for his services to aviation — very little
more to have provided adequate transport. His machine
would very probably have won the race and with it a reputa-
tion worth thousands of pounds. The whole thing is an
excellent exampll of the good old policy of spoiling the ship
for a ha'p'orth of tar.

THE RACE ITSELF.
Waiting for the Weather.

The actual Gordon Bennett Race itself takes little describ-
ing. It was really a competition against time. Competitors
were at liberty to start when they liked between 07.00 hours
and 19.00 hours (otherwise 7 p.m.), and the one who did the
fastest time was the winner.

The early morning was foggy and there was no sign of
the weather clearing till mid-day. The French weather
report at 10.10 said : "A stormy movement comes from the
Gulf of Gascon}', advancing itself over Brittany. Mist and
fog in all regions. Time humid and soft. Wind south-west
to south-east." As a matter of fact, the wind was strong
from the north-east, but the mist was there right enough.
Visibility was thai; of London in November. - Consequently,

everybody did nothing, except discuss lunch and Mr. Cox,
till well on in the afternoon.

A Bright Spot.

The British contingent were entertained at lunch by Lieut. -
Col. Frank McClean and Mr. McGeagh Hurst, "to meet
M. Sadi-Lecointe " This picnic was, in fact, the brightest
spot in the day- "

When Messrs. Raynham, Hurst and Philips arrived at
Ftampes, friendless and forlorn, M. Sadi-Lecointe, who* all
along regarded the Martinsyde as his most dangerous com-
petitor, went out of his way to befriend the British crew.
He lent them tools and men, he told them where to get
everything they wanted to buy, he came and chatted with
them whenever he was not busy on his own machine. In
fact, if he had been bent on Mr. Raynham winning the Cup
instead of himself he could not have done more. Nobody
could have shown better sportsmanship.

Consequently the British visitors were honoured to have the
opportunity of drinking his health and of wishing him good
luck. And, be it remembered, it was distinctly a mark of
honour that the French favourite for the race should lunch
with the representatives of a rival country just before the
race.

It was riot till one arrived home again that one suddenly
thought of the appalling risk we ran when M. Sadi-Lecointe
accepted Mr. Hurst's invitation. Supposing the food or the
wine had disagreed with him and he had in consequence
been taken ill before or during the race. Would anything on
earth or in Heaven have persuaded the French that the per-
fidious English had not doped the favourite ? We should all
have been massacred on the spot, beginning with Mr.' Hurst.

Happily, M. Sadi-Lecointe remained in the best of health,
and so did his engine. Thus we escaped from danger and
had the felicity of congratulating him on his victory not merely
as his unsuccessful rivals but as. personal friends.

The Start.

The first to start, when the clouds blew away, about 14.00
hours, was M. Kirch. His career was short. He did one
very fast lap of 21 min. 29 sec. for the 100 kilometres, and
then a slow- one of 27 mill. 23 sec, finishing the lap with his
engine missing badly. Then he turned and landed. One
was unable to acquire any exact information as to what had
gone wrong.

{Continued on page 625.)

IN HONOUR OF M. SADI LECOINTL.— The winner of the Pace is on the right, in front. Among the others may be
seen Lieut. Col. McClean, Lieut. Col. O'Gorman, Major Hay, Major Mayo, Lieut. .Comm. Perrin, Mr. McGeagh Hurst,
and Mr. Stevenson. Mr. Raynham is modestly hidden behind the French gentleman in the front row.

Supplement to ThE AEROPLANE, October 6th, 192C.

INCOKPORATING AIRCRAFT ENGINEERING. AERODYNAMICS, AIRCRAFT FINANCE AND COMMERCIAL AERONAUTICS
AND MATTERS PERTAINING TO THE AERONAUTICAL ENGINEER AND THE AIRCRAFT TRADER.

THE WEEKLY

There will be found below sketches and descriptions
of the salient features of the amphibian attachments to
the Supermarine and the Vickers flying-boats at the Air
Ministry Competition for seaplanes which has just closed.

COMMENTARY.

to have been a very interesting case of advanced design
applied to experimental and sporting purposes.

A particularly striking feature is the number of local
clubs which built and entered machines which performed
well. There appears to be no such enterprise in England.

An account of the results of the Gliding and Soaring
Flight Competition held in Germany between July and
September is given in this issue. The Junkers-type canti-
lever glider which won the two principal prizes appears

A short illustrated account of the Vickers-built rigid
airship R.80 — so far the only rigid airship completed in
Britain since the Armistice — is given on page 616.

AMPHIBIAN UNDERCARRIAGES FROM MARTLESHAM.

It appears to be generally conceded by those at Martlesham
best qualified to judge — and not exclusively by those
appointed for that purpose — that, despite the small number
of amphibian machines submitted for test in the Seaplane
Section of the Air Ministry's Competition, those machines
show distinctly more of novelty and represent a more marked
departure from war-time conventions of design than did
the entries for the Aeroplane Competition.

This is really only natural. Amphibians are to a large
extent novel in themselves, and after the treatment meted
out to ^seaplane designers by the Air Ministry and its pre-

decessors during the war, only those possessed of a large
measure of enterprise and pertinacity would be likely to make
further efforts to secure official approval.

From the technical point of view it appears that the three
amphibians entered have approached much more closely to
the standard of performance called for in the rules than did
the bulk of the aeroplanes in the preceding competitions.
The complete results of all the tests are not yet available,
but such figures as are to hand point in that direction.

Naturally, the most interesting features of all the
amphibians are those connected with their alighting gear,

614

(Supplement to The Aeroplane.:

Aeronautical Engineering

October 6, 1920

and more specifically with the movable wheel gear; and the
sketches and notes hereafter deal entirely with these points.

The Supermarine Undercarriage.

One sketch shows the general arrangement of one side
of the Supermarine landing-gear. The hinge point of the
structure is at the top of a Vee of steel tubes of normal type,
to which an axle is sprung in the usual manner. This axle
bends upwards and is hinged to a light tube running up and
outwards to the top of the front member of the vee.

When the landing carriage is in its working position the
end of the axle passes into a locking catch attached to the
hull of the boat and braced to the lower centre section by
heavy tubes running to beneath the front and rear centre
section struts. This catch takes the form of a pair of open
jaws into which the hinge-pin on the axle itself passes, and
by itself this catch positively prevents the undercarriage from
folding inwards. The jaws are split centrally, and between
them is a tongue, with an undercut hook on its lower face,
which is pressed up by the hinge-pin on the axle end when
the wheels are pulled down and snaps down over it when
they are home. A laminated leaf spring above this catch,
supplemented by a spiral spring surrounding the release
wire, added to the weight of the catch itself, secures the
locking of the gear.

A detailed sketch shows the general appearance of this
lock. The two sides of the upper jaw fixed to the hull side
are visible, projecting through the fork end on the axle tube.
Between them, but dropped into locking position, is the
tongue of the undercut locking hook, which has snapped over
the hinge-pin. Running upward from" this tongue may be
seen the pull-off wire — surrounded by the auxiliary spiral
spring — which lifts the catch when the wheels are folded.

The general arrangement sketch shows clearly the four-
fold purchase cahles which are used to pull the whole arrange-
ment to its desired position. It should be noted that, owing
to the oolique tubes running from the catch to {he lower
centre section, no severe loads are transmitted through the
flexible hull in landing, but that they all pass to the wing
structure, and that in any normal landing there is verv little
load tending to fold up the undercarriage. The designer is
confident that, even in the event of the locking gear failing
to spring home, the operating cables would suffice to hold
the wheels in position for any but a distinctlv bad landing.

The combined tail skid and water-rudder is ingenious and
extremely effective. A vertical steel tube in bearings passes
right through the hull and is furnished at its upper end
with a transverse lever of the usual "bloater" type. To
this the rudder control, cables are attached, passing on there-
after to the air-rudder proper. The tail skid frame is built
of galvanised sheet steel bent up to a deep U-section, pivoted
near the bottom of the U to the vertical tube within it.

From the forward upper end of this frame two cables pass
aft round a pulley, and this pulley is suspended from the

boat stern by rubber shock-absorbers. The object of the
pulley is to secure that the springing shall not resist move-
ment of the rudder. - It can be seen that, were the cables
fastened off at. their ends to the rubbers, sideways movement
of the water-rudder would tighten up one cable and stretch
the rubber, thus putting an unnecessary load on the pilot.

The main water-rudder frame has riveted to it a rearward
portion of similar construction to the frame itself, which
serves as streamlining in the air and as effective rudder
surface in the water. The point of contact with the earth is
furnished with a , hardened removable £hoe, which is under-
stood to have been very effective in resisting the attacks of
Martlesham "Tarmac."

The water alighting gear calls for little comment, as the
hull is of the well-known Supermarine flexible type of con-
struction, and the wing-tip floats are similar to those used
on the Channel type Instead of being directly attached to
the underside" of the lower wings, they are in this case
carried on steel tube struts, and are braced against side
loads by the rigid bracing shown in a sketch.

The " Viking III."

The wheel gear of the " Viking III " remains unchanged
from that of the " Viking II " of the Olympia Show. It
will be remembered that in this case the whole wheel gear
is rotated about an athwartship axis by a kind of circular
rack and pinion gear, whereof the rack is attached/ to the
hull side and the pinion is at the base of the whgef frame.
The general arrangement is .clearly indicated in a sketch.
The wheel itself is overhung from a heavy crosshead, rubber
and Oleo sprung on a steel tube frame which serves as a
guide. This frame is pivoted at its upper end and is rotated
by the "Humphriss" type pinion carried at its lower end
when this is operated through an irreversible worm-gear
concentric with the pivot and a long shaft parallel to the
rotating frame. At the lower end a claw-like projection from
the tubular frame engages with the edge and the inner, side of
the heavy steel quadrant carrying the rack, and it' is thus pre-
vented from splaying outwards.

When the wheels _are racked right down the frame passes
somewhat over the vertical, and landing loads tend to force
the wheel-carrying frame hard against a stop on the frame
and, in addition, the irreversibility of the worm-gear con-
trolling the pinion acts as an effective lock.

The combined water-rudder and tail skid of this machine
is also shown. The water-rudder is a sheet-metal shell, of
rectangular form, hinged behind the rear step of the_ hull.
To its lower forward corner a steel spoon skid is hinged,
which is further supported aft by a sprung telescopic tubular
strut passing to the interior of the_ rudder above.

The Fairey.

As the Fairey was not available for study at the time of the
visit of The Aeroplane's representatives, it is proposed to
describe this in detail at as early a date as possible.

WlNCt"-TlP Fl.OA.T-

Amphibian

" viicinc in

October 6, 1920

Aeronautical Engineering

(Supplement to The Aeroplane.) j

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I

616

(Supplement to The Aeroplane.)

Aeronautical Engineering

October 6, 1920

THE AIRSHIP R.80.

R.80 at Barrow about to start upon a Test Flight.

R.80 — one of the very few airships which the world has
produced since the signing of the armistice— was described
and illustrated in the special Airship Number of this paper
(Aug. 20th, 1919). She was not then quite complete, but in
the normal course of events she would have taken the air
within a month or two of that time.

Actually, owing to the very numerous causes which have
combined to letard the development of airships in this
country, she was not completed till nearly a year later, her
first air trial having occurred on July 19th, 1920.

The history of R.80 dates back to 1916, the preliminary
designs having been drawn up by Vickers Ltd. on the basis
of their experience with R.9, R.23 and R.26, and when par-
ticulars of the German L-33 became available, certain improve-
ments based on this class of ship were embodied in the
design.

Owing to the small dimensions of Vickers' Walney Island
airship shed, it was not possible to build there a ship of
such size as the Iv.33, and tne R-8o design was an effort to
reach a very high performance and efficiency in quite a small
ship — one over 100 ft. shorter than the L.33 and the similar
R.33 and R-34-

The most obvious feature of the design is the attention
paid to the shape of the body. Unlike all previous rigids,
the body had no parallel portion whatever, and the ratio
of length to diameter was kept lower than in previous prac-
tice.

In this respect the Zeppelin firm have followed Vickers'
practice in the Bodensee and Nordstcrn, for, although both
these ships were actually completed before R.80, it seems
probable that the designs are of later origin.

Very great attention has also been paid to the form of

the cars, with intent to reduce the resistance of the whole
ship to a minimum, and thus mitigate the difficulties of
reaching a reasonable performance in a small ship. The hull
structure is of the normal duralumin girder type, the main
frame rings built of triangular section lattice girders with
radial steel wiring, and longitudinals of ai similar type. An
internal triangular corridor, built up in the same way as
the main frames and longitudinals, runs along the bottom of
the hull and provides living-quarters for crew, petrol and
water stowage, and forms the main communication way
along the ship.

From this gangway a ladder in a fabric tube, between two
gas-bags, gives access to a walking way along the top of
the ship, and thus to the top gun-platform.

The bow of the ship is fitted with a mooring coupling,
enabling the ship to moor to a Vickers type mooring mast.
The general scheme of this mooring arrangement was fully
described in the already mentioned Airship Number of this
journal. A special feature of the Vickers mooring arrange-
ment is that a door in the nose of the ship gives direct access
from the internal corridor to the platform on the mooring
mast, and there is therefore no need for actual landing to
disembark or re-embark crew, fuel or stores.

As R.80 was designed for war purposes the armament
arrangements were of the latest type. Particular features of
these are the guupit aft of the control surfaces, in the extreme
tail, and a specially rigid gun-platform over the bows, which
is destined to mount a high-velocity semi-automatic two-
pounder gun.

There are apparently three cars suspended from the hull,
but in fact there are four, as the control car and the power
car which immediately follows it are two separate structures,

The Vickers built Airship R.80 returning from her trials.

October 6, 1920

. « 1

Aeronautical Engineering i^^t t the WwE.) 6i7

VICKERS - SAUNDERS FLYING BOATS.

Aviation Department :

Vickers House, Broadway, London, S.W.I.

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vJlO (Supplement to Th2 Aeroplane.) Aeronautical Engineering

October 6, 1920

with a flexible coupling allowing direct communication from
one to another, but designed not to transmit engine vibra-
tions to the control station. Nearly amidship are two wing
engine cars.

All these cars are duralumin girder structures, polygonal
in section, streamline in elevation, and covered either with
duralumin plating in way of the engines, or with doped
fabric, except in such parts as are Triplex glazed. The
forward power car is fitted with two, the wing cars each
with one, Wolseley-Maybach engines of 230 h.p. The two
forward engines are geared together through clutches, and
either or both may be used to drive the propeller. The
wing car engines are fitted with reversing gears.

The main dimensions of R.80 are given in the attached
specification.

Specification of R.80.
Length 530 ft. Engine h.p. 920

Diameter 70 ft.

Height overall i 85 ft.

Capacity 1,250,000 cu. ft.

Total lift • 38.5 tons

Disposable lift 17.5 tons

Water ballast capacity,

10 tons

Maximum speed ...65 m.p.h.

Cruising speed 50 m.p.h.

Petrol capacity,

60 hr. (full power)

Range —

ftill speed 3,900 miles

Cruising 6,500 miles

The Forward Double Car of R.80.

THE CONTROL CAR OF R80.— An in=
tfirior view looking forward. In front
centre the steering wheel, from which
the helmsman has a clear all round view
through the glazed nose. On the left
side abreast the wheel is an intercom-
munication telephone exchange, followed
by the engine-room telegraphs to the
three engine gondolas. On the left the
elevator control wheel may be seen.

GERMAN AERIAL ENTERPRISE.

A GERMAN GLIDING AND SOARING COMPETITION.

There have just been received the results of the gliding
and soaring flight competition held in the Rhor. district by
the League of German Model Aircraft and Gliding Clubs.
This competition was held during July and August, under
the management of Herr Oskar Lrsinus, editor of the
German journal, Flugsport, and it has been supported — in
the matter of prize-money — by the German Air Ministry, by
the directors of German aircraft concerns, and by various
of the aeronautical organisations of the country.

It is interesting to note that poor defeated impoverished
Germany can thus maintain enthusiasm for the further Con-
quest of the Air, while we in this rich well-fed country cannot
maintain a single Aero Club which does anything actively
for the Progress of Aviation. The number of local clubs which
entered for this German competition is truly remarkable.

The meeting was marred by one distressing accident,
resulting in the death of the well-known pilot, von Loessl.
This was due to breaking in the air of the elevator of his
machine.

Among the machines which appeared, the following brief
account gives particulars of some of the more interesting.
The monoplane entered by the Aachen Aeronautical Society
and designed by Klemperer was a rigid cantilever-wing affair,
built up of plywood, and evidently based on Junkers aeroplane
practice. The wings, the front part of the body and the
undercarriage are built up as a single unit of plywood girder-
work, fabric covered, the tail and the rear fuselage half

forming another unit. The undercarriage consists of a pair
of sprung skids, supported beneath a pair of streamlined
"trousers" which project from the wings. These "trousers"
are, like the rest of the structure, built up of carefully
lightened three-ply girderwork. The span was 9.3 metres,
length 6 metres, height overall 1.5 metres, and wing area
16 sq. metres. The weight empty was 57 kg., or with pilot
117 kg.

The glider entered by Senator Zeise was a monoplane of
the Zanonia leaf or Taube type, with one rigid strut from the

Some of the Gliders at the Camp, hi the foreground the
Klemperer Cantilever Monoplane.

October 6, 1920

Aeronautical Engineering

(Supplement to The Aeroplane.) "

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(Supplement to The Aeroplane.)

Aeronautical Engineering

OCTOBER 6, I92O

SOME OF THE GERMAN GLIDERS — Top, left, tbx Drude, Schlack and Schalk Biplane. Right, the late Eugen von
I.oessl and his machine. Centre, the Zeise "Taube'" with auxiliary flapping wings. Bottom, left to right, von Loessl on
his last flight, Pelzer in the air, and the Zeise monoplane landing.

bottom of the fuselage to about one-third of the span along
the wing each way. The wings were built largely of bamboo,
great flexibility being aimed at. Control was effected by
warping the wing-tips, which were used for lateral and longi-
tudinal and directional steering.

Behind the main wings was fitted a smaller pair, aiso of
flexible construction, and arranged to flap by the action of the
pilot's feet on a set of pedals. Aft of this again was a small
fixed tail plane. A streamlined fuselage supplied the con-
necting link between the three sets of surfaces, and bamboo
skids were fitted below the body nose to protect it, though the
main landing shocks were apparently taken by the pilot's
legs, which project down through the bottom of the body.
The span was 9.5 metres, length 4.2 metres, area 10.6 sq. m.,
and weight empty 40 kg. Gliding required an airspeed of
12 to 14 metres per sec.

Herreu Drude, Schlack, and Schalk, of Berlin, were repre-
sented by a biplane, 6 metres span, 3.8 metres long, and of
12 sq. metres surface. The tail was carried on a member sup-
ported from the central wing struts, the pilot being seated
on the lower plane over a somewhat Wright-like skid under-
carriage to which wheels could be attached.

Von LoessPs machine was a normal type of fuselage biplane
with warping wings, a balanced elevator with no fixed tail
surface and a balanced rudder. The span was 7.2 metres,
length 5 metres, area 20 sq. metres, and the flvins weight,
including pilot, was 120 kg. On Aug. 8th von Loessl covered
a distance of 395.5 metres with a drop of 99 metres in 40.5 sec.
against a wind of 6.5 metres — an, air speed of 16.5 metres per
sec. The next day he started against a wind of 7.5 metres per
sec. and had been in the air 1.5 min. when the elevator broke.

Herr Robel entered a parasol monoplane with 21 sq. metres
of surface, with a three-ply fuselage and warping wings. This
was of 11 metres span and 7 metres long over all.

Herren Richter and Harrenstein entered a triplane, 4 metres
span, 3.3 metres long, and 18 sq. metres surface, which was
badly damaged after an early flight of 220 metres.

A biplane belonging to the "Nurnberg Pilot Preparatory
School," wherein the pilot hung from the lower wings in the
ancient style of the earliest gliding enthusiasts also appeared.
This, of 5.6 metres span, and 15 sq. metres surface, weighed
only 15 kg. unloaded. Glides up to 343 metres were accom-
plished. This machine was flown by Herr Pelzer.

The Darmstadt Aeronautical Association was represented by

October 6, 1920 Aeronautical Engineering (Supplement to THE aerobe.) 621

7
I

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The layers are first cemented together with waterproof
material and then stitched through in parallel rows about
inches apart. This gives a rigidity and resilience unattain-
able by any other method. Weight for weight it is the
strongest material yet evolved.

" CONSUTA" is used for the cabins of the commercial type
of Vickers "VIMY" bombers, entirely dispensing with the
use of cross bracing wires. It is now being used for the
whole covering of flying boats — the largest type yet built.
Its uses are limitless.

The sheets are made to any desired size or shape up to
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thus eliminating waste in conversion.

Ask for our "CONSUTA" Booklet.

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Telegrams : Telephone :

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622 (supplement to the abropmne.) Aeronautical Engineering

October 6, 1920

a monoplane designed by Herr Bratin, of 7.5 metres span, 10.5
sq. metres surface, and weighing 19 kg. This machine was
damaged early in the trials by landing side to wind.
The following table gives the main awards : —

-

Prize.

Winner.

Distance
metres.

Height
metres

Duration

sees.

C*

Wind
m.p.s.

Rurnplsc Pri/p for lon^-

est Duration (5000 I

marks) L

Klempercr

1830

33°

H2.5

7.04

4-5

Fokker Prize for longest

Flight (3000 marks) '

Air Ministry Prize for Effi-

Klemperer

220

47

75

31

r5-iS

ciency (3020 marks)

2nd Rumpler Prize for.

Durati m (2000 marks)

Air Ministry Prize for L

Von Loessl

770

58

52.2

9.6

0-3

end longest Duration

(2000 marks) _ '

Association of Ger nan

Richter

256

22.4

6

Pilots Prize (1000 marks)

Air Ministry Prize (1000

Drude

29

15

13.2

9 4

8 10

marks)

- C = a measure of the apparent gliding angle. It is obtained by adding to
the distance over the ground the product of wind speed and time of flight, thUjS
giving the effective air distance of the flight, and dividing by the height
descended. Thus the apparent gliding angle of Herr Klemperer in his Air
Ministry Prize flight was "one in thirty-one."

Eugen von Loessl.

Eugen von Loessl, whose death marred the otherwise suc-
cessful course of the competition, was a member of an old
Austrian family, was 25 years old, and had recently been
married.

In 1912 he took part in the gliding contest organised by
the Darmstadt Flying Club in the Rhfin district. He had
learnt to fly early in 1914 at the Albatros School at Johan-
nisthal, and should not be confused with his brother, Ernst,
who flew for the Albatros concern and in conjunction with
Hirth was responsible for some passenger altitude records
at the 1914 Vienna meeting.

Eugen von Loessl flew on active service till 1916, and had
received the Iron Cross, First Class. From 1916 to the middle
of 1918 he was one of the Albatros firm's test pilots, leaving
there for the Daimler Sindelfingen Works.

HOW AMERICAN AIR=LINE FIRMS
ADVERTISE.

The following is extracted from a "throw-away" issued by
the Arbon-Bristol Aeroplane Co., Tulsa, Oklahoma : —

"Money. — The one thing we are all trying to get, to keep,
and to increase.

"Time. — The one thing we waste more than any other.

"Time means money. — Surely you wouldn't waste money,
so why waste time ?

"Save both by using aerial transportation.

"The Arbon Flying Field is conveniently located and
equipped in a manner to furnish first-class ships and com-
petent, trustworthy pilots on the shortest notice. They will
take you anywhere at any time.

"They have Ships of various types — one-passenger, two or
more passengers; some for excessive speed, going at a rate
of 135 miles per hour — and others constructed to carry heavier
weights ; but every Ship is thoroughly inspected by the highest
type mechanics before being sent out. They can accommodate
any requirement that can be filled by Aerial Service.

"The Doctor will tell you that worry makes one nervous.
We all know that when worried or nervous we are only about
50 per cent, efficient — any one of us.

"So why worry? There are as fine fish in the sea as have
ever been caught — likewise : 'There are as fine roads in the
Air as have ever been on Land.'

"Take advantage of your assets, namely — Oklahoma ' Air
Roads.

"You do not have to pay for their upkeep nor their improve-
ment (what a saving) — they are there for the asking, one of
the best, but undoubtedly least1 considered, of the State's
assets.

"The ground roads of Oklahoma are a joke as well as a
tremendous handicap. Just put your business on a little
higher plane — aviate — and overcome it.

"Graduate from High School and Pre Bellum methods of
transportation.

"Aviate into college and Post-Bellum methods.

"You will not only profit by, but thoroughly enjoy the
higher class.

"The City of Tulsa and the State of Oklahoma are both new,
keen, progressive and aggressive — keep up with them — keep
Ihem in the lead in everything.

"Lets go! and go on up ! !

"Aviate ! "

» Other remarks are: — "Come on up! The air is fine!
Take a ride in the clouds. Watch the wonderful air birds
leave mother earth and soar away into the clouds."

Though possibly not appealing to the directors of Air Lines,
or their entirely unenterprising advertising agents, or, in this
actual form, to a good many other people, it is better than
not letting the public know that there are such things as
air lines, as is the case in this country. — G. D.

NOTICE TO GROUND ENGINEERS.

No. II, 1920 .—STRENGTH OF CONTROL CABLES.

It is hereby notified : The use of 5 cwt. cable for aircraft flying
controls provides an insufficient margin ,of safety. All cables used
to repair or replace any part of the flying control system should have
a breaking strength of at least 10 cwt. (Spec. 2 W.2).

Air Ministry, Sept. 27th, 1920..

COMPANY NOTICES.

New Company.

De HAvrtUND Aircraft Co.. Ltd — Private company.
Registered Sept. 25th. Capital, £50,000 in £1 shares.
To carry on the business of manufacturers, inventors,
designers, patentees, and repairers of and dealers in aero-
planes, flying-machines, airships, dirigible and other balloons,
aeronautical apparatus, etc The subscribers are : A. E.
Turner, 324, Finchley Road, N.W.3, director of companies
(500 shares) ; E- H. Neville, Bush Lane House, Cannon Street,
F..C.4, director of companies (1 share). The first directors
are : Geoffrev de Havilland, A. E. Turner, and C. C. Walker.
Qualification ': 250 shares. Solicitors ■ A. J. Greenop and Co.,
Bush Lane House, Cannon Street, E-C.

Mortgages, Charges and Satisfactions.

Norman Thompson" Flight Co., Ltd. (in liquidation). —
Satisfaction in full (a) on Jan. 26th, 1920, of prior lien deben-
tures dated Feb. 10th, 1919, securing ^40,000, and (b\ on
Feb. 10th, 1919, of charges dated April 20th, May 9th and
21st, and June 3rd and 13th, 1918, securing £4,000, £6,000,
£5,000, £15,000 and £6,000, respectively.

Whitehead Aircraft (1917), Ltd.— Satisfaction in full on
Sept. 7th, 1920, of mortgage dated Dec. 24th, 11918, securing
£T2,ooo.

Martinsyde. Ltd. — Debenture dated Sept. 16th, 1920, to
secure £100,000 charged on the company's undertaking and
property, present and future, including uncalled capital.
Holders : Londqn County, Westminster, and Parr's Bank,
Ltd.

Navarro Weuesley Aviation, Ltd.— Mortgagedated Sept.
13th, 1920, to secure ;£io,oo"j, charged on certain land and
premises, etc., in Kingston-on-Thames. Holders : London
and General Trade Bank, Ltd., 4 and 5, Suffolk Place, Pall
Mall, S.W.

The 1920 "Bristol Bullet," with the
Bristol "Jupiter" engine (450 h.p.) This
machine was specifically designed for
sporting purposes, and is built specially
to withstand the stresses imposed by
rapid manoeuvres at high speeds. If
there should chance to be any sporting
flying in this country in the near future
it may be expected to gain a great
reputation.

October 6, 1920

WESTLAND

The MK.ll WESTLAND LIMOUSINE

fitted with the 300 h.p. Hispano Suiza engine
has now been thoroughly tried out at our
Works and proved most satisfactory in every
way.

We are in a position to give early delivery
of these machines.

The special features are ; Large carrying space
in the cabin; outside petrol tanks; Engine
• Spares easily obtainable in Europe and America

The machine is well worth the serious con-
sideration of Aerial Transport Companies.

May we send you particulars ?

WESTLAND AIRCRAFT WORKS

(Branch of Petters Limited)

YEOVIL.

Telegrams :
AIRCRAFT, 141 YEOVIL.

Telephone :
141 and 142 YEOVIL.

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624

(Supplement to The Aeroplane

Aeronautical Engineering

October 6, 1920

Titanine Dope

(THE ORIGINAL NON-POISONOUS)

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TITANINE

AND THE

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Telephones —

Kingsbury 164)
Kingsbury 84 j

Works.

West End Office—
175, PICCADILLY, W.l.
Telephone — Gerrard 2312.
Telegrams — Tetrafree, Piccy, London.

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October 6, 1920

The

Aeroplane

625,

(Continued from page 612.)

M. de Romanet went next. By this time the sun was out
and the air was fairly boiling. His first lap took 22 min.
52 sec., so he was obviously slower than the Nieuports. His
next lap took 23 min. 15 sec, bringing his Ume up to 46 min.
7 sec. for the two laps.

To everybody's surprise he turned after crossing the line
and landed. The Spad car went out to him, and after a delay
of nearly 45 min. he went on again.

The Winner's Performance.

Meantime Sadi-Lecoiinte had started. Before crossing
the line he took his machine up and threw it about as if it
had been an ordinary scout instead of a racing freak. This
was just by way of warming up his engine.

Then he came down to the starting line with a rush and
went off downwind at a terrific speed. He was back again
in 21 min. 36 3/5 sec, seven seconds slower than Kirch, but
when he took the turn round the pylon one saw at once the
master hand and mind which controlled the machine. He
was certainly not more than 30 ft. off the ground, dangerously
low lor such a speed, but the machine ca«ie round without
a waver and without slipping either up or down, though it
was banked almost vertically.

At the end of his second lap he had been in the air 43 riiin.
42 3/5 sec, so that his second lap took 22 min. 6 sec, the
extra 30 sec. probably being lost on the turn, as he had not
the preliminary dive which brought him across the starting
line so fast the first time.

His time for the full three laps (300 kilometres) was
66 min. 17 1/5 sec, so his last lap took 22 min. 34 3/5 sec.
Evidently his engine also was suffering from overheating and
he was purposely keeping the speed down, so that his time
■was governed not. by the ultimate speed of his machine but
by the speed at which his engine did not boil.

The actual speed at which he covered the whole course
works out at 169 miles per hour, which is far from his own
record speed over the measured kilometre, and is below what
has been done by the Martinsyde and the British Nieuport.

The American Effort.

While MM, Sadi-Lecointe and de Romanet were m the air
the Americans started. Mr. Rhinehart went first. His Hall-
Scott engine did not sound too well, but it got him off the
ground fairly quickly. After getting off he circled round for
a while and wound up his undercarriage. Then he came down
to' the line, quite fast, with the engine sounding much better.

After he had been away about 20 mm. or less he returned
with his wheels down, evidently intending to land. He did

' in excellent style and reported that his variable leading
edge had jammed so that he could not get the best speed
out of his machine. One was also told that he could not
recognise the course owing to the restricted view through his
windows, and could not hold the machine straight on her
course ill spite of the little fins which he had fixed on his

il-plaue. All of which seem probable and very good reasons
for his descent, apart from his speed not being high enough
to win.

If he had been able to go on he would at any rate have
taken second place. It is a pity he could not, for he and his
compatriots deserved some reward for their time, trouble and
expense in coming to Europe.

Major Schroeder went next, after a heap of trouble in
getting his Packard to start. As he left the ground the
knowledgeable Ricketts, Colonel McClean's chauffeur, engi-
neer and general factotum, ex-seaman R.N. and airman
R.N.A.S., offered to bet anybody anything that the engine
would not last two laps.

As a matter of fact it did not last one lap, for he came
back after only a few minutes and made a skilful landing
with his big, awkward machine. Later it was learned that,
as was expected, the engine refused to keep cool and started
pre-igniting after a few miles.

So that was the end of the American effort.

M. de Romanet's Finish.

After that M. de Romanet finished. He crossed the line,
turned, and landed downwind at a terrific speed, the machine
running hundreds of yards after alighting. The pilot came
in smothered in oil and looking like a nigger, but smiling
as cheerfully as ever.

His time for the full distance was 1 hr. 39 min. 62/5 sec,
which, of course, included his stop. At anv rate, he had
completed the course, which was very much to his credit,
for he must have suffered horribly from the hot oil with which
he was being soused during the last part of the race.

Mr. Raynham's Attempt.

While all this was going on Mr. Raynham and the British
contingent were sitting out on the aerodrome patiently wait-
ing for the sun to go down enough to cool the air, pa'rtly to
take the bumps out of it and increase the speed, and partly

to give the engine a chance of keeping cool. The French
thought that he was unable to start, and many people went
home after M. Sadi-Eecointe had finished. But, as a matter
of fact, his delay was excellent generalship.

Unfortunately, his forethought was of no avail. He went
off at about 16.00 hours, in beautiful style, taking less than
half the run of any of the others, turned quickly and tore
down the course at a pace that made the spectators gasp,,
looking all over a winner. At the end of 20 min. we all
began looking for his return. Minutes passed, and after about
25 min. from the start he came back with his engine mis-
firing badly. He turned without crossing the line and landed
in his usual faultless style.

When he came in he reported that the engine was throwing
oil all over the place. Examination showed that there was
about a gallon of oil in the engine sump, where there ought
to be none at all, and several gallons had evidently been
squirted out of the engine into the cowl, whence it had been
thrown out, over the fuselage and wings.

The Probable Reason.

The probable explanation of Mr. Raynham's stoppage and
of M. de Romanet's oil-bath was supplied by Mr. Harry
Hawker, who has had a great deal of experience of Hispano-
Suiza engines in Sopwith "Dolphins." The Suiza has two
oil-pumps, a scavenging pump which sucks the used oil from
the sump at the bottom of the crankcase and delivers it to
the oil-tank, and a delivery pump which delivers the oil from
the tank to the bearings, whence it falls into the sump.

Now, if the engine heats up to past boiling point, all the
oil in the engine turns to froth, so that the scavenging pump
cannot suck it out of the sump. The result is that all this
oil froth is blown ^>ut through the breather-pipe of the crank-
case. As soon as it reaches the open air it becomes a liquid
again and deluges everything within reach.

Naturally the engine, deprived of its lubricant, becomes
hotter and hotter. Either pre-ignition occurs or the oil-froth
works past the piston-rings and oils up the plugs. In any
case, the pilot has to descend.

Mr. Raynham had done the first leg of the course in 10 min.
3,0 sec, which pace, if he could have kept it up, would have
meant beating M. Sadi-Lecointe by at least 3 min., or about
ic kilometres in the 300. Therefore it is not surprising that
the engine, flying straight into a very hot sun should have
overheated in the first half-lap.

The radiator had not given any trouble in England, partly
because we have not had any hot weather in which to try it
to the limit, and partly because the engine was never driven
at top speed for more than a short time. In the Aerial Derby
Mr. Courtney kept the "Semiquaver" we'll inside her capacity
all the time, and that was the machine's longest flight.

Mr. Hawker said that , the Sopwith Company had very
similar trouble with the early "Dolphins" — which only had
200-h.p. Suiza engines. This was overcome by putting the
oil-tank under the engine and shaping it in with the cowl-
ing, so that the slipstream of the airscrew beat directly onto'
the tank and kept the oil therein so cool that, though it
came out of the sump very hot, it was quite cold when it
was pumped back into the engine again. This assisted the
radiator in keeping the whole engine cool and so the oil
never got to the froth stage in which the scavenger pump
was unable to deal with it.

One gives this merely as a probable explanation. If it is
found on examination of the engine after its return to the
Martinsyde works that there was some actual mechanical
defect one will make a point of publishing the facts.

Meantime there is some mild satisfaction to be got out of
the fact that the "Semiquaver" herself proved that Martin-
syde products at least the equal of the world's best. The
race did not necessarily go to the best machine, for nobody
knows yet whether the Martinsyde or the Nieuport is actnallv
the faster. It was decided simply by which engine could be
kept the cooler. Personally, one is inclined to think that
M. Damblin really won the race.

A Contributory Cause.

Another possible explanation of the overheating, or at any
rate a contributory cause, was the petrol used. Mr. Perrin,
of the Royal Aero Club, had made arrangements for petrol to
be delivered at Etampes for Mr. Raynham's use. For some
unexplained reason the firm concerned did not get its in-
structions through to France in time. Consequently Colonel
Bristow, of Ogilvie and Partners, the well-known aeronautical
consulting engineers and surveyors, who was in Paris at the
time, had to send a man with a lorry from Paris to Rouen —
the only place where aviation petrol could be got — and thence
to Etampes with the necessary essence.

This turned out to have a specific gravity of about 0.680,
whereas the "Semiquaver's" carburetter was tuned for some1-
thing over 0.700. And, according to those who know about
such things, the lighter spirit would certainly raise the tem-
perature of the engine unless the carburetter w^as adjusted to
suit or unless benzol was added to raise the specific gravity.

626

The Aeroplane

October 6, 1920

It seemed too risky to play with the carburetter, and benzol
could not be got. So that was that.

Finally.

After Mr. Ravnham's descent there was nothing left to do
except congratulate M. Sadi-Lecointe on his victory, which,
as> a "thorough sportsman and a skilful pilot, he well deserved.
Some of the French spectators seemed rather surprised at
the heartiness of the British congratulations, but they did not
know of the friendly relations between M. Sadi-Lecointe 's
■entourage and Mr. Ravnham's.

That being done, we all went home, sadder and wiser, but
feeling at any rate that it had been a very pleasant holiday
for most of us. The pleasure of the visit was due entirely
to the good' nature and hospitality of Colonel McClean and
Mr. Hurst, who seemed to think that their mission in life
was to be completely at the service of every British visitor

THE AIR MINISTRY COMPETITION
RESULTS.

Below will be found rhe official notification concerning the
aeroplane trials at Martlesham during August last.

While one agrees with the Judges to the extent that the
.amount of progress shown in the number of entries received
was hardly so great as to warrant the giving of the full
amount of prize money, one states most emphatically that the
Judges have done a very grievous injury to the British Air-
craft Industry by withholding the first prize in the large aero-
plane class and only allocating the second prize to the winner.

It is obvious that the "W.8" Handley Page and the Com-
mercial Vickers "Vimy," both of which existed a year ago,
can scarcely be said to represent the last word in progress
to-day. None the less it remains an undeniable fact that they
are first-class aeroplanes, and far in front of anything pro-
duced m any foreign country. Therefore it was extraordi-
narily bad policy to state officially that neither of them is
worthy of a first prize, quite apart from the fact that it is
difficult to see how, logically, two of anything can be second
and third out of only two competitors.

That is the worst of these committees composed of high-
class scientists. Any ordinary individual would merely have
said that the two machines were respectively first and second,
but that the amount of prize money was reduced in view of
the smallness of the entries. One feels sure that the Judges
themselves, who are the keenest possible believers in the pro-
gress of aviation, besides being individually the kindest and
most charming of men, did not duly consider the fact that by
withholding the first prize, and giving the second prize only
to the winner, they thereby labelled the best of our twin-
engined machines as being merely second class.

The result must be that when French or German aeroplane
salesmen come to sell "Goliaths" or "Gothas" to the various
new nations they will be able to produce the dictum of the
Air Ministry Judges in support of their assertion that whereas
their own machines are undoubtedly first class, the best
British machines are stamped as second and third class aero-
planes by the British Air Ministry The only consolation
seems to be that it will be the French and Germans who will
receive the stumer cheques.

It seems that the Air Ministry should take immediate steps
to counteract any such impression. What these steps had
better be one leaves to the brains of the Air Ministry. Hav-
ing done the trade this grave injury it is up to the Air Minis-
try to make amends, for as the matter stands at present there
is a little too much justification for the cynic who referred to
the Department of Civil Aviation as the "Anti-Aircraft De-
partment."

The official announcement reads as follows : —

LARGE AND SMALL AEROPLANE AWARDS.
The Air Ministry announced on Oct. 2nd, 1920 : —
The Judges' .Committee consider that the results of the
Competitions for aeroplanes show collectively less radical
advance in general design than had been anticipated, and that
though very useful developments in detail design have been
produced, which in themselves have justified the Competi-
tions, the award of the full prizes originally specified is not
warranted. The following sums have therefore been
awarded : —

(A) — Large Aeroplane Class.
First Prize. — Not awarded.

Second Prize. — Messrs. Handley Page Transport, Ltd.,
IT. P. W8, fitted with two 450-h.p. Napier "Lion" engines —
£S,ooo.

Third Prize. — Messrs. Vickers Limited, Vickers " Vimy "
Commercial, fitted with two 350-h p. Rolls-Royce "Eagle 8"
engines — £4,000.

(B) — Small Aeroplane Class

First Prize. — Messrs. Westland Aircraft Works, Westland
"6-Seater," fitted with 450-h.p. Napier "Lion" engine —
£7,500.

who happened to arrive. On behalf of all such visitors one
tenders them a unanimous vote of thanks.

Personally, one wishes also to acknowledge one's indebted-
ness to Handley Page Transport, Ltd., for conveying oneself
and "Herself" to Paris and back in the most comfortable
manner possible. No more railways and boats so long as it
is possible to go by air at a reasonable price.

Also, one desires to thank those two excellent pilots,
Messrs. Capps and Rogers, not so much for conveying us
there and back safely — for that is only what one expects of
pilots of their ability — but for doing under the varying cir-
cumstances of the voyage just what one hoped they would
do. Each pilot has his own notions" of navigation — as Mr.
Kipling foretold in "With the Night Mail" — and it is most
comforting when the passenger and pilot have the same
notions. But that is another" story, concerned with Civil
Aerial Transport, on which one hopes to discourse at a later
date.— C. G. G.

Second Prize. — Messrs. Sopwith Aviation and Engineering
Co., Ltd., Sopwith "Antelope," fitted with 180-h.p.' Wolseley
Hispano "Viper" engine — 63,00c

Third Prize. — Messrs. Austin Motor Co., Ltd., Austin
"Kestrel," fitted with 160-h p. Beardmore engine— £1,500.

A further announcement will shortly be made regarding the
results of the Competition for Seaplanes (Amphibians), fol-
lowed in due course by a full technical report upon the whole
of the Competitions.

THE DE HAVILLAND AIRCRAFT COMPANY.

In the list of new companies registered, which will be found
in its proper place in the Aeronautical Engineering Supple-
ment, is the registration of the De Havilland Aircraft Com-
pany, Limited.

It will be remembered that the formation of a new aircraft
concern by Captain Geoffrey de Havilland was foretold in
The Aeroplane some weeks ago, and it is satisfactory to see
this prophesy now confirmed.

The names of the directors of the new firm are very de-
cidedly interesting. Captain de Havilland himself is already
well known as one of the half-dozen greatest aeroplane de-
signers in the World. The wonderful war record of the D.H.
machines is still fresh in everybody's memory, and the peace
performances of the D.H. 16s and iSs have demonstrated that
Captain de Havilland's brain can be of as great a service in
the future of aviation as it has been in the past.

Mr. A. E. Turner was before the war in charge of aircraft
contracts at the War Office, where he came in contact with
aviation owing to the fact that all contracts for the Army's
first aeroplanes passed through his hands. From the War
Orifice he went to the Air Board when that body was given
administrative power, and thence he went to the Aircraft
Manufacturing Company, Limited, as a director.

Mr. Turner has an excellent record as a practical financier,
that is to say, one who is able to handle commercial finance,
cost of production, and so forth, in a thoroughly sound man-
ner as distinct from the financial methods of the company
promoter.

Mr. C. C. Walker, the third director of the firm, was for a
long time Mr. de Havilland's right— hand man in the' Design
Department of the Aircraft Manufacturing Company. Though
one cannot pretend to know how their respective- jobs were
allocated, it was generally understood in the Aircraft Industry
that Mr. Walker was chief of the firm's Technical Depart-
ment, and was by way of being an aero-dynamic genius. The
fact remains that the combination worked excellently, and
therefore their continued co-operation in the De Havilland
Aircraft Company, Limited, is the best possible guarantee of
success in the future.

Besides the three Directors the de Havilland Co. includes
Mr. Hearle, who was chief of the experimental department of
the Airco on the constructional side. He worked with Capt.
de Havilland on his first machine some nine years ago. Also
there is Mr. Hagg, who was chief of the Airco design drawing
office for some years, and Mr. St. Barbe, who is business
manager of the new firm, and was with the Airco before
the war. Thus it would appear that Capt de Havilland has
collected the pick of his old associates at the Aircraft Mfg. Co.

As regards the film's policy, one does not expect to see
it blossom forth into the organisation of aircraft output on a
quantity-production basis. One is rather under the impres-
sion that the intention of the firm is to start operations with
the care and maintenance of existing aeroplanes belonging to
existing transport lines. If this is the intention, the logical
result would be the production from time to time of new
types of civil aerial transport machines for those lines, the
said designs being based on soundness and cheapness of con-
struction.

This surmise is based on the fact that for some time Captain
de Havilland and Mr. Walker have been engaged on the de-
sign of a big passenger-carrying monoplane, with cantilever

October 6, 1920

The Aeroplane

627

THE

400 h.p. JUPITER AERO ENGINE.

The Ungeared 'Jupiter Ensine,

Ungeared type weighing 698 lbs.
Geared type weighing 805 lbs.

Important patents are incorporated
in these types, and the reduction in
weight per H.P. effected has never
previously been attained in any other
engine. Illustrated and descriptive
details will be sent to those interested.

THE

Bristol Aeroplane Company, Ltd.,

Designers and Constructors of
Aircraft and Aero Engines,

Filton

Telegrams : — " Aviation" Bristol.
Telephone : — 3906 Bristol.

-Bristol.

F.N.3."

FIRTH' S 3°/0 NICKEL STEEL.

Equivalent to Air Ministry Specifications S8, S9, S10; and
Engineering Standard Specification No. 75 5°/o Nickel Steel

This Steel is recommended for parts that
are subjected to torsion shock or bending.
It is supplied in billets or rolled bars, the
latter either as rolled or heat treated.

"F.N.3," owing to its uniformity and free-
dom from surface or internal defects or hard
spots, is largely used in motor manufacture.

Firth's Handbook on Aeroplane Steels gives full specifi-
cat ons of this and other standardised qualities, including
analysis and mechanical properties.

THOS. FIRTH & SONS, LTD.
SHEFFIELD.

KINDLY MENTION " THE AEROPLANE" WHEN CORRESPONDING WITH ADVERTISERS.

628

The Aeroplane

October 6, 1920

"high-lift" wings, which is intended to carry six passengers
and pilot with a 240 h.p. Siddeley "Puma" engine at a cruis-
ing speed of 100 miles an hour. One has known of the exist-
ence of this design for a considerable time, but has been
obliged to refrain from mentioning it until the company was
properly constituted, for there is nothing which Captain de
Havilland likes less than that anyone should make for him
promises which he is not sure of fi hilling.

Those who have read Captain W. H. Sayers' articles on
high-lift wings and efficiency in this paper have known for a
long time that it is possible to lift many more passengers
and much greater loads at far less cost than we expend at
present. It is apparently being left to Captain de Havilland,
to demonstrate the fact in practice. One hopes, therefore, to
see his new monoplane doing its trials before very long, for

its success will do much to advance the progress of Civil
Aviation towards the next boom in the Aircraft Industry.

Aerial transport should be by rights the cheapest as well as
the quickest form of locomotion, and one hopes to see the
de Havilland Aircraft Company go far towards proving this
statement. fJndoubtedly Captain de Havilland will compete
for any Air Ministry orders which may be put out for tender
and competition from time to time, but one is under the
impression that the firm's first interests wMl be in the direc-
tion of developing aircraft for Civil Aviation.

Whatever may be the firm's plans, it is eminently satisfac-
tory that the experience of these three Directors is again
available for the progress of aviation, arid, needless to say,
everybody in the aeronautical community will wish the firm
all possible success. — C. G. G.

COMMERCIAL AERONAUTICS AND CIVIL
AERIAL TRANSPORT.

THE UNITED KINGDOM OF GREAT BRITAIN AND IRELAND.

OFFICIAL NOTICES.

All Official Notices are held over until next week.

CONTINENTAL ARRIVALS AND DEPARTURES.

[The following table of arrivals at and departures from the
British Air Ports is compiled on the following system : —
First comes the initials of the Air Line; next the type of
machine; next the international number of the machine: next
the ports of departure and destination: next the times of
departure and arrival; next the cargo, whether goods (G)
and [ or mails (M); next the number of passengers : and finally
the name of the pilot and number of mechanicSj if any.]

ABBREVIATIONS.— A.T. & T.— Air Transport & Travel, Ltd.; M.A.
— Messageries Aeriennes; I.A.L- — Instone Air Line; C-T. — Compagnie
Transaerienne ; C. des G.E-A. — Compagnie des Grandes Expresses
Aerieunts; S.N.E.T.A. — Syndicat National pour l'Etude des Transports
Aeriens; P.L. — Petters, Ltd.; C.A.C. — Central Aircraft Company;
M.W.T.C.— Marconi Wireless Telegraph Company; H.P.T.— Hand^ey
Page Transport, Ltd.; H.P.— Handley Page, Ltd.; A.P.B.— Air Post of
Banks; K.L-M. — Koninklijkie Luchtvaart Maatschappij.

Where times are missing it is probably owing to Atmospherics.

The London Terminal Aerodrome, Croydon. (Telephone: Purley 1180.

(Compiled by the Staff of The Aeroplane.)

SEPTEMBER 27th:

A.P.B., Westland, G-EAJL, London-Paris, '10.45-13.05, G., 2, Powell.

A.T.&T., DH9, G-EAOZ, London-Paris, 10.45-13. 10, G.&M., 1, Mimes.

A.T.&T., DH16, G-EASW, London-Amsterdam, 10.50-14.23, G., Nil, Rob-
bins. •«

M.A., Breguet, F-CMAF, London-Paris, 12. 05-14. .30, Nil, Nil, Le Men.

I.A.L., Vimy, G-EASI, London-Paris, 13.25-16.00, Nil, 3, Barnard.

A.T.&T., DH16, G-EAQS, London-Paris, 16.35— G.&M., 2, Armstrong.

C.T., Nieuport, F-CGTY, Paris-London, 13.50-17.16, M., Nil, Le Comte.

C.desG.E-A , Goliath F-GEAD, Paris-London, 15. 25-18. 25, G., Nil, Le
Bouchere.

A.T.&T., DH16, G-EALM, Paris-London, 15.55-18.25, G., Nil, Holmes.
A.T.&T., DHg, G-EAOZ, Paris-London, 16.00-18.45, Nil, Nil, Milnes.

SEPTEMBER £8th:

A.T.&T., DHg, G-EAOZ, London-Paris, 11.40-14.15, G.&M., Nil, Forson.
A.T.&T., DHg, G-EAGY, London-Amsterdam, 11. 50-16.45, G., Nil, Carter.
C.T., Nieuport, F-CGTY, London-Paris, 16.00-18.20. Nil, Nil, Le Comte.
A.T.&T., DHq, G-EAQL, London-Paris, 16.30-18.50, G.&M., i, Tebbitt.
A.P.B., Westland, G-EAMV, Paris-London, 13. 00-15. 10, Nil, 2, Powell.
M.A., Breguet, F-CMAG, Paris-London, 13.20-15.42, G.&M., Nil, Challaux.
I.A.L-, Vimy, G-EASI, Paris-London, 13.30-16 00, G., Nil, Barnard.
A.T.&T., DH16, G-EAPT, Paris-London, 14.05-16.25, Nil, 4, Reeves.
A.T.&T., DHg., G-EAPL, Paris-London, 14. 15-16. 25, G., 1, Bamber.
A.P.B., Westland, G-EAJL, Paris-London, 15.20-17.30, Nil, 3, Courtney.
A.T.&T., DH16, G-EAQS, Paris-London, 16.00-17.40, Nil, 4, Armstrong.
A.T.&T., DH16, G-EASW, Amsterdam-London, 15.15-17.30, G.&M., Nil,
Robbins.

SEPTEMBER 29th :

A.P.B., Westland, G-EAMV, London-Paris, 11. 15-16.15. G., 2, Powell.
A.T.&T., DH16, G-EAQS, London-Paris, 11. 40-16.15, G.&M., 2, Reeves.
A.T.&T., DH16.. G-EASW, London-Amsterdam, 11.35—, G., Nil, Milnes.
M.A., Breguet, F-CMAG, London-Paris, 14.20-17.35, 0-, Nil, Challaux.
C.desG.E-A., Goliath, F-GEAD, London-Paris, 14.24-17.45, Nil, Nil, Le
Bouchere.

A.T.&T., DH16, G-EAPT, London-Paris, 16.10-ig.oo, G.&M , 2, Armstrong.
A.T.&T., DHg, G-EAPT, Lympne-Londoii, og.53-10.30, Nil, Nil, Lines.
C.T., Nieuport, F-CGTU, Paris-London, 12.50-15.40, M., Nil, Petit.
A.T.&T., DH9, G-EAOZ, Paris-London, 12.50-15.44, G, Nil, Forson.
M.A., Breguet, F.CMAF, Paris-London, 13.55-16.17, G , Nil, Le Men.
A.T.&T., DHg, G-EAQL, Paris-London, 15.5s-18.00, G., 1, Tebbitt.
A.T.&T., DH9, G-EAGY, Amsterdam-London, 14.32-17-52, G&M, 1, Carter

SEPTEMBER 30th :
A.T.&T, DHg, G-EAOZ, London-Paris, 10.28-13.15, G.&M., Nil, Robbins

AT.&T., DHg, G-EAGY, London- Ams'erdam, 10.29-17.08
M.A., Breguet, F-CMAF, London-Paris, 12.40-15.30, Nil,
I.A.L., Vimy, G-EASI, London-Paris, 12.50-16.05, G, 1,
A.T.&T., DH16, G-EALM, London-Paris, 15.50-18.37, G,
A-T.&T-, DHg, G-EAPL, London-Paris, 15.45-18.25, G.&
M.A., Spad, F-CMAW, Paris-London, 13. 17-15.06, G., 1,
A.T.&T, DH16, G-EAPT, Paris-London, 13.35-15.-30, G.,
A.T.&T., DH16, G-EAQS, Paris-London, i5-45-i7-3°. G.,
K.L-M., Fokker, H-NARD, Amsterdam-London, — 1S.50,
A.T.&T., DH16, G-EASW, Amsterdam-London, 15.00-18
Milnes.

G, Nil, Bainber
Nil, Le Men
Chattaway.
4, Lines.
M., 1, Tebbitt.
Bamber.
Nil, Reeves.
4, Armstrong.
Nil, 2, Hinchliffe
.45, G.&M., Nil,

OCTOBER 1st :

DH18, G-EAUF, London-Paris, 10.12-13.05, G.&.M., 6, Forson.
DH16, G-EAPT, London-Amsterdam, 10 15-12. 10, G-, 1, Carter.
DH16, G-EAQS, London-Paris, 15.55-18.15, G.&M., 3, Reeves.
Spad, F-CMAW, London-Paris, 16.00-18.32, Nil, 1, Bourdon.
, DH16, G-EALM, Paris-London, 10.30-12.55, G., 1, Robbins.
Vimy, G-EASI, Paris-London, 12.00-15.30, Nil, Nil, Chattaway.
E.A., Goliath, F-GEAB, Paris Lympne, 14.15-16. 10, G., Nil, Paten.
Westland, G-EAMV, Paris-London, 15. 20-17.10, Nil', 1, Powell.
DH18, G-EAUF, Paris-Lympne, 15.25-16.51, G.&M., 6, Forson.
DHg, G-EAGY, Amsterdam-Lympne, I4-I7-i7-35» G.&M., 1,
Bamber.

OCTOBER 2nd :

A.T.T., DHg, G-EAPU, London-Paris, 10.05-12.45, G.&M., 1, Armstrong.
A.T.T., DH16, G-EASW, London-Amsterdam, 10.30-12.47, G, Nil, Milnes.
A.P.B., Westland, G-EAJL, London-Paris, 10.30-13.20. G., Nil, McMullin.
A.T.T., DHi6, G-EALM, London-Paris, 15.45-18. 15, G.&M., 3, Robbins.
A.T.T., DH18, G-EAUF, Lympne-London, 09.52-10.30, Nil, Nil, Forson.
A.T.T., DH9, G-EAGY.. Lympne-London, 10.12-10.52, Nil, Nil, Bamber.
A.T.T., DH16, G-EASQ, Paris-London, 10.35-12.20, G., 2, Tebbitt.
C.desG.E-A., Goliath, F-GEAB, Lympne-London, 10.52-11.45, G., Nil,
Paten.

M.A., Breguet, F-CMAI, Paris-London, 13. 10-15.30, G.&M., Nil, Martel.
A.T.T., DHg, G-EAPL, Paris-London, 15.40-18.00, G , Nil, Lines.
A.T.T., DH16, G-EAPT, Amsterdam-London, 14.40-1g.08, G.&M., 2,
Carter.

OCTOBER 3rd:

A.T.T., DHg, G-EAQP, London-Paris, 0g.20-12.00, Nil, 2, Forson.
C.desG.E-A , Goliath, F-GEAB, London-Paris. 10.47-15.30, G., Nil, Paten.
A.T.T., DH9, G-EAPU, Paris-London, to. 20-12. 10, Nil, 2, Armstrong.
AT.T, DHg, G-EAOZ, Paris-London, 10.20-12. 10, Nil, 1, Reeves.

A.T.T.,

A.T.T.,

A.T.T.

M.A.,

A.T.T.

I.A.L.,

C.desG

A.P.B.,

A.T.T.,

A.T.T.,

The Air Port of Cricklewood. (Telephone: Hampstead 7500.)

{Compiled from Log of Cricklewood Aerodrome. Times on the Continent from Air Ministry Communiques.)

SEPTEMBER 27th ;

H.P.T., HP, G-EATN, London-Paris, 12.-w-15.25, G, 7, Bager & 1.
H.P.T., DHg, G-EAUN, London-Brussels, 14.35-17-00, G.&M., Nil, Olley.
H.P.T., DHg, G-EATA,. London- Amsterdam, -14.35-17.00, G&M., 1, Wil-

coekson.

H.P.T., DH4a, G-EAVL, Amsterdam-London, 11. 55-15. 35. M., 2, Foot.
H.P.T., HP, G-EATK, Paris-London, 13. 15-16. to, G., 7, McN. Davies & 1.
S.N.E.T.A., DH4, O-BABI, Brussels-London, — 1S.45, G., Nil, Briere.
H.P.T., DHg, G-EAUC, Amsterdam-London, 14.40-19.15, Nil, 2, Moore.

SEPTEMBER 28th :

H.P.T., HP, G-EALX, London-Paris, 12.30-16.05, G , 9, Rogers & 1.
H.P.T., DH9, G-EATA, Amsterdam-London, 09.12-14.00, G.&M., 1, Wil-

eockson. '

S.N.E.T.A., DH4, O-BABI, London-Brussels, 1540—, G.&M., 1, Briere.
H.P.T., DHg, G-EAUC, London-Amsterdam, 14.55—, G.&M., 1, Moore.

H.P.T., HP, G-EATJ, Paiis-London, 1230-15.30, Nil, 4, Halliwell & 1.
H.P.T., DHg, G-FATA, London-Brussels, 15.46—, Nil, 1, Fowler.
LI.P.T., DHg, G-EAUP, Brussels-London, 14. 40-17.15, M., 1, Hill.

SEPTEMBER 29th:
H.P.T., HP, G-EASY, London-Paris, 12. 16-16. 00, G., 7, Beal & 1.
H.P.T., DHg, G-EAUC, Amsterdam-London, 08.32-12.35, M., Nil, Moore.
H.P.T., HP, G-EASN, London-Brussels, 14.42-18.50, G.M., 3, Halliwell & 1
H.P.T., DIl4a, G-EAVL, London-Amsterdam, 14.56—, G.&M., Nil, Foot.
H.P.T-, HP, G-EATM, Paris London, 12.30-15 40, Nil, 6, Capps & 1.
H.P.T., HP, G-E*LX, Paris-London, 72. 40-15. 42.- Nil, 8, Bager & 1.
S.N.E-T.A., DH4, O-BALO, Brussels-London, 14.35-17 3°. G.M-, 1, Rigaud

SEPTEMBER 30th :
H.P.T., HP, G-EATH, London-Paris, 12 17-16.3& G., 5, McN. Davies &%
H.P.T., HP, G-EATN, ' Paris-London, 12.55-15.22, G., 4, Rogers & 1.
H.P.T., DHg, G-EATA, Brussels-London, 14.35-16.52, M., Nil, Fowler.

October 6, 1920

The Aeroplane

AIR
COUNCIL

COMMERCIAL FLIGHT EXPERTS
counsel the finest engines procurable for
regular mail and passenger services.

For reliability and power the BEARDMORE
made history in pre-war days, and to-day is
accepted by many of the leading aircraft
manufacturers as the standard engine.

24 hours' notice is all that is required for the
dispatch of complete engine and spare parts.

THE FAMOUS BEARDMORE CARS
now being introduced include, in addition
to Pleasure Cars, a special Taxicab, supplied
complete with three - quarter Landaulette
body. Detailed particulars upon application.

BEARDMORE AERO ENGINES, LTD.,
112, Great Portland Street, London, W.l.

Telephone : 238 Gerrard.

Works - Parkhead Steel Works, Glasgow.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

630

rhe Aeropiane

October 6, 1920

H.P.T., HP, G-EASN, Brussels-London, 14. 15-17.07, Nil, Nil, Halliwell & 1
H.P.T., DH4a, G-EAVL, Amsterdam-London, 15.07-18.30, G.M., Nil, Foot

OCTOBER 1st:
H.P.T., HP, G-EATG, London-Paris, 12.15-17 co, G., 5, Olley & 1.
H.P.T., DH4a, G-EAVL, London-Amsterdam, 14.50—, G.&M., Nil, Foot.
H.P.T., DH9, G-EAUP, London-Brussels, 14.55-1735, G.M., 2, Wilcockson
H.P.T., HP, G-EASY, Paris-London, 12.45-15.40, G., 6, Beal & 1.
H.P., DH4, O-19, London-Brussels, 15. 10-11.45 (2nd), Nil, 1, Halliwell.
H.P.T., DH9, G-EAUC, Amsterdam-London, 11.40-16.05, M., Nil, Moore.

OCIOBBR 2nd :

H.P.T., HP, G-EATJ, London-Paris, 12.12-16.35, G., 9, Bager & 1.
S.N E.T.A., DH4, O-BALO, Brussels-London, i5.o=;(ist)io..i5, G., i, Rigaud
S.N.E-T.A., DH4, O-BALO, London-Brussels, 14.46-17.35, G.M. Nil, Rigaud
H.P.T., HP, G-EATH, Paris-London, '2.55-16.00, Nil, 2, McN. Davies & 1
H.P.T., DH9, G-EAUP, Brussels-London, 14.45-17.10, M., 1, Wilcockson.

OCTOBER 3rd :

H.P.T., HP, G-EATG, Paris-London, 12. 15-15. 10, Nil, 1, Olley & 1.

Inland Flying at Croydon.

Sept. 27th. — Beardmore test.
Sept. 28th.— Nil.

Sept. 29th.— A. T. & T., D.H.9 test, D.H.9, two joy-rides, and D.H.16,
test.

Sept. 30th. — A.T. & T., D.H.9 six joy-rides, D.H.9 two tests, D.H.16
one test.

Oct. 1st.— A.P.B. Westland two tests; K.L M. Fokker test.
Oct. 2nd. — A.T. & T. DH9 test; A.P.B. Westland test; K.L.M. Fokker
to Cricklewood; I.A.L- Bat from Northolt, Holmes and Jones Avro test.
Oct 3rd. — I.A.L- "Vimy" two joy-rides.

Inland Flying at Cricklewood.

Sept. 27th.— H.P.T. H.P. test.

Sept. 28th.— Hj'p. D.H.4 two" tests; H.P.T. H.P. test.
Sept. 29th. — H.P.T. H.P. test

Sept. 30th.— H.P.T. H.P.w8 test; Aircraft Disposal Co. D.H.9 from
Farnboro', Bristol, Farnboro' return.

Oct. 1st.— H.P. two D.H.4S three tests; H.P.T. D.H.9 test.

Oct. 2nd.— H.P.T. two D.H.9S to Hamble and Aintree; I.A.L- Bat from
Northolt, then to Croydon; K.L-M. Fokker from Croydon.

Oct. 3rd. — D.H.9 from Aintree.1

London Terminal Aerodrome.

Everybody is looking forward to the Paris and back race for
"Fat Porters" next Sunday, Croydon being the turning point.
There should be a big attendance for Croydon's first sporting
event, especially as admission is free.

The event of the week was the arrival of the 185— h. p.
Fokker six-seater monoplane. Having been duly announced
in the general Press that the machine would be at Croydon
during the week-end for exhibition purposes, Mr. Hinchliffe
promptly took it to Cricklewood, where it remained during
Saturday and Sunday.

The Instone Air Line have at last received the "Bat." The
fuselage and struts are now painted Royal blue, giving the
machine a very fine appearance. Mr. Barnard was up on
the "Vimy" with a full load on Sunday in atrocious weather.
He likened his sensation in controlling the "Vimy" under
these conditions to "fighting with a bear." Afterwards he
took the machine up light and climbed her steeply into the
wind so that his ground speed was just equal to the wind
speed. The consequence was that the machine stayed over
one spot and ascended like a lift. Finally he pulled off quite
the nicest "three-point landing" one has yet. seen.

A.T. and T. still maintain easily their position at Croydon
as the premier air line, machines coming in and going out
several times daily with the regularity of clockwork.

Air Post of Banks are going strong, and on the worst day
last week Mr. Courtney was one of the few pilots to complete
the journey to time.

An Avro belonging to Messrs. Holmes and Jones, who have
been running a joy-ride concern in the provinces, has arrived.

THE LONDON TERMINAL AERODROME
FROM A WOMAN'S POINT OF VIEW.

If you have ever been in the W'.R.A.F. or have even less
excuse for cultivating a most unteminine love of aeroplanes,
you can spend an extraordinarily happv Sunday afternoon at
the Waddon Aerodrome, Croydon. If you are poor but per-
severing you can get out there by train, tram and finally
human motive power, and once there you don't really care
if you never get back to streets and houses again.

Big black and white boards stare at you from a dozen dif-
ferent angles in almost as many languages. A smaller and
more friendly looking board tells you that you -may come and
look at the pretty aeroplanes if you don't touch or even go
outside the pen.

An extraordinary number accept this invitation every Sun-
day afternoon, and stand for hours at a time crushed hard
against a blackthorn hedge w7atching the antics of a stout
air liner for whom most of them have achieved an almost
personal affection. There, is no need to be lonely at Croy-
don ; if you want to know things plenty of people will assist
you with amazing pieces of information from inside the pen ;
and if you are seeking really reliable information, there are
relays of affable people with red bands on their arms who
will tell you anything from the number of split pins used in
the construction of the "Vimy" to the number of cocktails
any pilots can consume a minute.

If you can persuade an official or "unofficial" to escort
you past the policeman and into the sheds your da}' attains
a completeness not found in the pen alone. A truly wonder-
ful variety of machines meet your gaze, from the massive
lines of the "Eighteen," with its drunken-looking three-
hlader perched on its nose, to the familiar Avro with its
second control removed from the temptation of inquisitive
passengers. Beautiful to look upon, and to travel in, is the
"Bat," all blue and black and silver, and a jolly little cabin,
but what a lonely place for the pilot ! -c. S. H.

THE FUTILITY OF THE LAY PRESS.

In the daily Press last week, under such headings as
"Seaplane's 'orrible Sideslip,' or "Seaplane's Nose-Dive
into the Medway," or words to that effect, a graphic de-
scription was given describing how in an awful accident Major
Gnosspelius, Mr. Cotton and Mr. Ronald Kemp nearly came
to an untimely end in a Short "Shrimp."

Actually what happened was that on Sept. 23rd last (or
thereabouts) Mr. Kemp took up Major Gnosspelius and Mr.
Cotton on a Short "Shrimp," and alighted with a certain
amount of drift. The undercarriage was damaged and one
float became submerged. The machine was then towed into
the works, sustaining some damage in the process. Far from
being hurt, none of the occupants was even wetted. — G. D

THE ROYAL AERO CLUB.

French Air Race.
Paris — London — Paris, Sunday, Oct. 10th, 1920.
In connection with the Buc Aviation Meeting on Oct. 8th, 9th, and
loth, 1920, there is to be a race for French transport machines on the
Paris -London route on Sunday, Oct. 10th, 1920. The machines will
leave Buc Aerodrome, Paris, and alight at Wadion Aerodrome, Croy-
don, and return immediately to Paris.
The following is an extract from the Regulations : —

"Machines must conform to the following conditioas : —
. "Postal machines (machines carrying postal bags only) to carry
a load of at least 50 kg

"Transport machines to carry a minimum of two passengers in
addition to the crew; the passengers must be at least 18 years of
age. On the outward journey the pass-mgers must be on board;
on the return journey each passenger may be replaced by 100 kg.
of ballast. In the case of machines of 500 h.p. or more, the crew
must consist of at least two persons."
The following is the list of entries : —
Entrant. — Grands Express Aniens. Pilot. — Favereau or Patin.

Machine. — F.60. Motor. — Two Salmson 260 h.p.
Franco-Roumaine , Bajac; S.E A.7; Lorraine Dietrich 370 h.p.
Transaerienne ; Lasne or Petit; Nieuport 30; Sun 350 h.p.
l'Aeronavale; Martin; Loire and Ollivier 6; two H.S 150 h.p., one
S. 260 h.p.

Messageries ; Bizot ; Spad 27 ; Hispano-Suiza 275 h p.
Messageries; Bourdon; Spad 27; Hispano-Suiza 275 h.p.

The Royal Aero Club has charge of the arrangements on this side
of the Channel.

BURBERRY

C AR A P AC
AIR = SUIT

Designed by Burberrys,
with the assistance ot pro-
minent airmen, with a view
to satisfying the exacting
demands of long-distance
flying.

It is made up of three
layers, each of a different
material. The outside is ot
Burberry Gabardine, densely
woven and proofed to with-
stand intense pressure from
wind or rain. The second
layer is a luxurious lining of
fleece that supplies a wealth
of warmth ; whilst the inner-
most is of Glissade, a
smooth-surfaced material,
that enables -the airman to
slip in or out of the suit
with celerity.

A double plastron of Bur-
berry Gabardine across the
chest and shoulders, a
Puttee Collar, adjustable
waist-belt, and devices for
tightening the sleeves and
legs, add comfort and
stability to an outfit which
insures complete security,
yet is much less weighty and
cumbersome than leather
kit.

BURBERRYS

HAYMARKET S.W.I LONDON

Bd. Malesherb s PARI ' ; and Agens

Bu berrys Ltd.

Illustrated
Catalogue
& Patterns
Post Free

Burberry Carapace Suit.

October 6, 1920

The

Aeroplane

631

INDEX TO ADVERTISERS

Accles & Pollock, Ltd. Front Cover &

Back Cover

Aircraft Disposal Co., Ltd., The 605
Armstrong-Siddeley Motors, Ltd. 605
Arrol-Johnston, Ltd. . Front Cover
Auster, Ltd. . . Front Cover
Aviation Insurance Assoc. . .

Beardmore Aero Eng., Ltd., The

Front Cover 6-629

Beardmore, Wm., & Co., Ltd. .

Benton & Stone . Inside Front Cover

Blackburn Aero & Motor Co., Ltd

Boulton & Paul, Ltd. . . .

Bowden Brake Co., Ltd., The . 631

Bray, Gibb & Co., Ltd. . . .

Bristol Aeroplane Co., Ltd. . 627
British Aerial Transport Co.,

Limited ....

British Emaillite Co., Ltd., The

Front Cover
British Lighting & Ignition Co.,

Ltd

British Thomson- Houston Co.,

Ltd., The

Brown Brothers, Ltd. . . .

Barberrys, Ltd 630

Calthrop, E. R., Aerial Pat., Ltd.

Cellon, Ltd. . Inside Front Cover

Central Aircraft C: . . .

Clegg Metal Engraving Co., Ltd.

Coan, R. W 631

Cradock, Geo., & Co., Ltd. .

Davis Furnace Co., The

Eastbourne Aviation Co., Ltd
Fairey Aviation Co., Ltd., The
Firth, Thos., & Son, Ltd

Nieuport & General Aircraft Co
Limited ....

611

627

Inside Back Cover

Fluxite

Gas Accumulator Co. (U.K.), Ltd
General Accident, Fire and Life

Assurance Corp., Ltd. .
General Aeronautical Co., Ltd
Grahame-White Co., Ltd. .
Green Engine Co., Ltd.
Greening & Sons, Ltd. . .
Gwynne's, Ltd. .

Hancock, James Lyne, Ltd.
Handley Page, Ltd. .
Holmes, C. H. . . .
Hope, H., & Sons

Imperial Light, Ltd. .
Instone Air Line
Johnson & Phillips, Ltd.
LepAerial Travel Bureau .

Marconi Wireless Telegraph Co.

Ltd

Martinsyde, Ltd. . ,
Mather & Co.

McGregor, Gow & Holland, Ltd
MacLennan, John, & Co. .Front

Napier, D. & Son, Ltd
Naylor Bros., Ltd.
New Pegamoid, Ltd. ,

Inside Back Cover

631

I1!
631

Cover

63 1

Oddy, W., & Co.

Palmer Tyre, Ltd.
Petters, Ltd.

Pinchin, Johnson, & Co., Ltd

Inside Fron

Robinhood Eng. Works, Ltd
Roe, A. V., & Co., Ltd.
Rolls-Royce, Ltd.
Rubery, Owen & Co, .

Sagar, J., &Co., Ltd. .
Sankey, J. H., & Son., Ltd.
Saunders, Ltd. .
Serck Radiators, Ltd.
"Shell" Marketing Co.

Inside Fron
Short Bros., Ltd. . . Back
Smith, S., & Sons
Sopwith Aviation Co., Ltd.
Sunbeam Motor Car Co., Ltd
Supermarine Aviation Works, Ltd

Tampier, Rene
Terry, H., & Sons, Ltd.
Titanine, Ltd. . Front Cover

Vickers, Ltd.

Walton Motors, Ltd. .
Westland Aircraft Works
Wheeler, T.
Wireless Press, The

Cover
606

621

Cover
Cover

& 624
617

619

623,

TRADE CARDS.

Read "L'AIR"

The Most Interesting of French Aviation Papers.

FOR SALE AT

"The Aeroplane" Publishing Office,
61. Carey Street, W.C.2. Price 6d.

"1

PEGAMOID

BRAND

LEATHER CLOTH.

The Best Waterproof Covering for Railway. Tram-
way, Aeroplane, Motor Boat. Cushions. Seats, etc,

gS&Jf NEW PEGAMOID LIMITED, Srff^:

Telegrams— Pegamoid, Phone, London.
Telephone— City 9704 '2 lines). Cables a b c 5th Edition and Private.

GRAHAME-WHITE FLYING SCHOOL.

First in igog and first ever since. The New System embodies 2 courses :
Course 1 .— R.Ae. Certificate.
Course a,_ all stunting (Optional).

On completion of the latter course, pupils are competent to perform
all kinds of trick flying. For full particulars apply the

GRAHAME-WHITE COMPANY LTD.,

LONDON AERODROME, HENDON, N.W 9.
Teiegrams — " Volplane Hyde London.'' Tplephone— Kingsbury 120 (7 lines).
Excellent Accommodation at THE LONDON AERODROME HOTEL.

fOA BOW0£/V CABL£S,
AND F/TT//VGS

APPLY

THE BOWDEN BRAKE C?E?

TYSELEY BIRMINGHAM

COVINS

ORIGINAL ALUMINIUM
NUMBERPLATES

LA-9916

2i9.Goswell Ro&d, E Cl

Phorci: Central 4879 Cily 384£>.

SHIPMENT OF

Aeroplanes, Accessories, etc.

For Rates of Freight and Insurance to all parts of the
World, Sailing Dates, Etc.,

Telephone or write to ; —

McGregor, gow & Holland, Ltd.,

1 & 4. FENCHURCH AVENUE, E.C.3.

Telephone - - - 5304 Avenue.

Loading "Brokers and Agents for the principal
Steamship Lines.

632

The Aeroplane

October 6, 1920

MISCELLANEOUS ADVERTISEMENTS

SPECIAL PREPAID RATE : 18 words 2/- : Situations Wanted ONLY, 18 words 1/- ; Id. per word after TRADE ADVERTISEMENTS,
in these columns, 3 lines 5/- : l/-per line after. Public Announcements, Lesral Notices, Auctions, Contracts, etc., 2/- per line.
For the convenience of Advertisers, replies can be received at the offices of " THE AEROPLANE," 61, Carey St.. London, W.O.2.

PATENTS.

PAGE WHITE and VAUGHAN (late Page and
Rowlingson), Chartered Patent Agents '(Consult-
ing Engineer, Mr. S. E. Page, A.M.Inst.CE), 27,
Chancery Lane, London, W.C. Tel., 532 Central.

HENRY SKERRETT (H. N. Skerrett, A.I.A.E.,
A.I.Mech.E., Associate I.E.E., Fellow of the
Chartered Institute of Patent Agents), Patents,
Designs and Trade Marks,— 24, Temple Row,
Birmingham.

\fv" ' *

ADVICE WITH HANDBOOK FREE. — B. T.
King, A.I.M.E., Registered Patent Agent, 165,
Queen Victoria Street, London.

STANLEY, POPPLEWELL AND CO., Patent
Agents and C'.ii'sulting Engineers. Applications
for Patents -attended to in all countries.— Jessel
Chambers, 88, Chancery Lane, W.C.2. Telephone,
Holborn 6393.

FOR SALE.

TRANSFERS. — Firms requiring Transfers should
write to the makers. — A Bird and Co., Latimer
Street, Birmingham.

NEARLY NEW 90-h.p. R.A.F. Engine, complete
with mag. and carb. ; five new propellers for same
and complete set of instruments; the lot, £55. —
O. Back, Aberlady, N.B.

STEEL HOSE CLIPS for sale in all standard
sizes, i in. to i| in.— Apply, The Salvage Depart-
ment, The Austin Motor Co., Ltd., Longbridge
Works, Northfield, Birmingham.

MODELS.

First-Class Model, Petrol-motors and Castings,
unique ; interesting. List 3d. — Madison Motories,
Littleover, Derby.

MISCELLANEOUS.

REPAIR WORK SPECIALISTS. — Skilled Riggers
and Mechanics sent to any part of the British
Isles to effect repairs. All types of machines. War
machines reconstructed for Civil Aviation. Esti-
mates on application. — Central Aircraft Co., 179,
High Road, Kilburn, London.

PILOT and requisite ground staff with new
three-seater Avro open to 'accept engagements or
join Company with contracts this winter.— Box
No. 4,910, The Aeroplane, 61, Carey Street, W.C.2.

THE PROPRIETOR of British Patents Nos. 110562
and i'o/|72, both dated Sept. 14th, 1915, relating to
"Improvements in Flying Boats" and "Improve-
ments in Flying Boats and Wings Therefor,"
respectively, is desirous of entering into arrange-
ments by way of a licence or otherwise on reason-
able terms for the purpose of exploiting the above
patents and ensuring their practical working in
Great Biitain. — All inquiries to be addressed to
B. Singer, 29 So. La Salle Street, Chicago,
Illinois.

An Invaluable History. A Handsome Volume.

A Great Record of the French Air Force.

L'AERONAUTIQUE PENDANT LA GUERRE MONDIALE

Containing chapters by M. Marchis, Professeur d'Aviation a la Sorbonne, M.
Dumesnil, M. G. Menier, M. le Commandant Brocard, M. le Captaine de Lavergne,
M. le Colonel Dorand, M. le Commandant Martinot-Lagarde, M. le Colonel Paul
Dhe, M. le Captaine Toussaint, M. le Commandant Caquotiand a host of other
technical experts and leading aeronauts.

The book makes 700 pages of the size of The AEROPLANE, and is beauti-
fully illustrated.

The AEROPLANE is the Agent for distribution in Great Britain, and is able
to offer a few Copies at the Special Price of £2 7s. 6d, Post free £2 10s.

The AEROPLANE AND GENERAL PUBLISHING Co., Ltd., 61, Carey St., W.C. 2

October 6, 1920

The Aeroplane

iii

To Clear ! Surplus ! !

THE Aeroplane finds the stock of new
books, such as " L'Aeronautique Pendant
La Guerre Mondiale" and "The Aero-
plane Handbook," pressing hard upon its avail-
able shelf and floor space. It therefore proposes
to give its readers the opportunity of relieving
the congestion by an offer of certain surplus
volumes at

One Third the Published Price.

The most beautiful of War Books was Captain Saundby's
" Flying Colours." Edition de luxe, £2 2s. Popular
Edition, 15s. The copies remaining of the Popular
Edition are now offered at 5s. each, plus 6d. postage.
The book makes a handsome present, and could not be
reproduced for double the money.

The most thrilling of War Books was Jacques Mortane's
"Special Missions of the Air," describing the
dropping of spies behind the German lines. It was
published at 3s. net, and is now offered at Is. net,
postage 4d.

The most amusing brochure on the Air Service was
"The Revelations of Hoy," published at Is The
balance of the Second Edition is now offered at 6d.,
post free.

The Aeroplane & General Publishing Co., Ltd.,

61, CAREY STREET, LONDON, W.C.2.

A BIRD IN THE
HAND —

Likewise, :i tin of FLUXITE i?
worth a Plumber and his mate.

FLUXITE

enables you to do every sol-
dering job yourself in less
time than it takes to remem-
ber where you can find a
Plumber. Leaking pipes,
damaged kitchen utensils,
tools, can be mended and
made as good as new in the
twinkle of an eye and at
next-to-nothing cost.

Mechanics will have
FLUXITE because it

SIMPLIFIES
SOLDERING

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316, Bevlngton Street,
Bermondsey, England.

Ask your Ironmo
Dealer to show
FLUXITE Solder
fectly simple to u
years in constant
THE "FLUXIT
SET contains a sj
Soldering Iron, wi
handle, a Pocket
Solder, etc., and i
Price 10/6. Sj
United Kingdom,

All Hardware

and
Ironmongery
Stores sell
FLUXITE
in tins, price
i., 1/4 & 2 8.

Now Ready

£1 Is. net.

THE AEROPLANE
HANDBOOK

Edited by
A. J. SWINTON, (Late RE.)

THE AEROPLANE HANDBOOK is intended to
provide a manual for the use of those who are
engaged in the design, manufacture and use of
aircraft.

CONTENTS

AEROPLANE AND AERONAUTICAL INSTRUMENTS By Captain

A. F. C. Pollard, R.A.F.
STRENGTH CALCULATIONS.

GENERAL THEORY. By John Case, M.A., A.F R.Ae.S.
MATHEMATICS. By John Case, M.A , A.F. R.Ae.S.
HIGH TENSILE STEEL WIRES AND CABLES. By Joseph Wilson,
Dr. R.A.F.

ALLOWANCES FOR BENDING STEEL. By Randolph F. Hall.
THE VIBRATIONS METHOD OF TUNING UP By Ingegnere Carlo

Maurilio Lerici.
AIRCRAFT TESTING.

WIRELESS TELEGRAPHY AS APPLIED TO AIRCRAFT. By R. D.
Bangay.

SPRAY PAINTING, VARNISHING, AND DOPING. By C. L. BURDICK.

DOPE. By A. J. A. Wallace Bark.

PATENTS AND PATENT LAW. By Arthur Hunt.

SPINNING. By George H Bettinson.

AIR SPEED INDICATORS— THE PITOT TUBE- By Winslow H.

Herschel.
METEOROLOGY.

GLUE. By Dr George F. Lull, U.S.A.
METRIC CONVERSION TABLES-
TABLES AND DATA (CONVERSION OF DEGREES TO RADIANS).
PERFORMANCE. By John Case, M.A, A.F.R.AeS.
A NOTE ON STABILITY. By Captain W. Gordon Aston, A.F.R.Ae S.,
A.M.I. A.E.

PROPELLERS. By E. P King, B.Sc. (Eng.), Lond A M.I.Mech E.
The AEROPLANE & GENERAL PUBLISHING, Co., Ltd.

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DESIGNERS and MANUFACTURERS
OF

AERIAL

PROPELLERS

ONLY

FOR ALL PURPOSES

CONTRACTORS TO H.M. GOVERNMENT

W. D. ODDY & Co., Ltd ,

GLOBE ROAD, HOLBECK, LEEDS.

\ 20547 Telegrams : AIRSCREWS, LEEDS.

'Ph

J 20548

Codes: MARCONI, LEIBERS.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

iv

I he Aeroplane

October 6, 1920

Aircraft Constructors to Leading Governments of the World

All Metal

Aeroplanes and Seaplanes

Passenger

Postal

Goods

Short "Silver Streak" All Metal Aeroplane

nd Constructors of the first BRITISH Ail-Metal Aeroplane as
the International Aero Exhibition at Olympia, July, 1920

SHORT BROS. (Rochester & Bedford), LTD.

Seaplane Works, Rochester, Kent

'Phone: Chatham 627 'Grams: "Seaplanes Rochester"

London Office : Whitehall House, Charing Cross, S.fV.

'Phone : Repent 378

1 Tested Phone London"

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OLDBURY, BIRMINGHAM

Telephone: Oldbury 111 (4 lines).
Telegrams: " Accles, Oldbury'

Printed for The Aeroplane and General Publishing Co., Ltd., by Bonner & Co., The Chancery Lane Press, Rolls Passage,
London; and Published by The Aeroplane and General Publishing Company, Ltd., at Union Bank Chambers,

61, Carey Street, London, W.C.

ADVERTISEMENT OFFICES, 61, CAREY STREET. W.C. 2.

cniTAnm Arcn us inrr 4 nil f v \i? i

THE AEROPLANE OCT. 13, 1920.

Vol. XIX. No. 15.

SIXPENCE WEEKLY,

{Registered at the G.P.O. 1
L as a Newspaper. J

Arrol- Johnston Cars

THE AERO WIND
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ii

The Aeroplane

October 13,-1920

Accl

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Telephone: Oldbury 111 (4 lines).
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NIGHT-LANDING LIGHTS

Ground view of Aeroplane Landing at Night

AS ADOPTED BY AIR MINISTRY.

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KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS,

October 13, 1920

The Aeroplane

633

HANDBOOK
of Aircraft
Equipment

Contains all essential data,
Specifications, Standards,
details of A.G.S. Parts.
Instruments, Fittings and
Materials redely for tbe imme-
diate use of the Designer,
Drawing Office, Constructor
and Engineer.

Numerous Plates of Latest
Types of PASSENGER
CARRYING COMMER-
CIAL AEROPLANES in-
cluding description of each
machine.

Exclusive Photos of the
ATLANTIC FLIGHTS
and H.M.A. R.34.

Complete List of British
Engineering Standards Asso-
ciation Aircraft Material
Specifications.

Royal 4to., 120 pp.,
Full Cloth Boards.

Jl limited number of copies are
available

at

10/6

each.

The Standard Reference Book
of the

AIRCRAFT INDUSTRY.

CONTENTS

Abney's Levels, A.G.S. Parts, Air
Board Specifications, Air Cocks,
Airship Telegraphs, Air Speed
Indicators, Altimeters, Aluminium
Castines, Aneroids, Asbestos Mill-
board. Baffle Plate Fasteners, Balls,
Bandings, Barograph, Batteries,
Bearing Metals, Bolti, Bowden-
wire, Brass Rods, Sheets, Strip,
Bright Steel Bolts, Brolt Dynamos,
Bulbs, Cables, Canopy Buttons,
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graphs, Cleaning Cloths, Cleats,
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Rev. Indicators, Engine Stands,
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Eye Nuts, Fairing Clips, Feeler
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London, E.C.2.

Lady Law son St., Edinburgh.

Aberdeen Gl-sgow. Southampton.

Birmingham. Leeds. Paris.

Cardiff. Manchester. Melbourne.

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In the Making of
V.I.R. Cables

THE two types of Machine illustrated are
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from stock at Works and Branches-

JOHNSON & PHILLIPS, Ltd., Charlton, London, S.E.7.

— Electrical Engineers and Cable Makers since '75. —
City Office:— 12, Union Court, Old Broad Street, E.C.2.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

The Aeroplane

October 13, 1920

AVRO
COMMERCIAL
TRIPLANE

Particulars from: —

A. V. ROE & CO ,

LIMITED.

AVRO WORKS:

Newton Heath, Manchester.

Telephone - - C'ty 853°-

T elegrams " Triplane" Manchester.

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166, PICCADILLY, W.l.

Telephone - - Regent 1900.
T elegrams - " Senalpirt, 'Phone"

EXPERIMENTAL WORKS:
Hamble, Southampton.

Telephone - - Hamble 18.

Telegr

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AND ENGINEERING Co., Ltd.,

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Telephone - - Qity 2572.

Qable Cipher - " ^Aviation" Sydney.

ALL-ROUND EFFICIENCY

HPHE Avro Commercial Triplane, fitted
- with a Siddeley Puma 240 H.P. engine

This aeroplane is a commercial machine in
every sense of the word, and provides the
most suitable means at present for reliable
and economical aerial transport.

The Pilot is seated well back along the
fuselage, where he can get an exceptionally
clear view for landing or taking off. Between
the two lower planes a roomy cabin is
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carriage to seat four passengers, two facing
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KINDLY MENTION "THE AEROPLANE" WHEN CORRESPONDING WITH ADVERTISERS.

OCT. 13,
1920.

THE

EAERQpLANE

The Editorial Offices of "Trie Aeroplane" are at 175. Piccadilly, London, W.l.
Telegrapnic Address: "Aileron, London. " Telephone: GVerrard 5407.

Accounts, and all correspondence relating to Publishing and Advertising, should be
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U.S.A., 1 Year. S8 50c.

VOL. XIX.
No. 15.

ON THE NEEDS OF CIVIL AVIATION.

By the time these notes appear the much advertised
Air Conference at the Guildhall will be in full blast.
The intention of the Air Ministry in organising this
Conference is excellent, but it will be impossible to tell
for some months whether any good effect will have been
produced or whether the Air Ministry will have merely
added another weighty contribution to the proverbial
Great Pavement. It is at any rate certain that the time
chosen for the Conference is not the best possible, and
that by sheer bad luck circumstances such as the pre-
vailing industrial unrest have made the time less op-
portune than it would have been if everything else had
been well.

. Therefore the aeronautical community had better regard
the Conference in the philosophic state of mind of him
who said, "Blessed are they who expect little for they
shall not be disappointed." If the Conference has any
good effect, so much the better. We shall all be grateful
to the Air Ministry for its good work. If the Confer-
ence has no effect, we are all prepared to take the will
for the deed and to be grateful to the Air Ministry for
doing its best.

At the same time one cannot help pointing out that
the Conference would certainly have had more effect if
it had been held in conjunction with the Aero Show
at Olympia in July. A year before that, one "Medway,"
a writer who is not only brilliant as a writer but who
has in fact proved himself to be one of the cleverest and
most effective organisers in this country, set forth chap-
ter and verse in this paper for an Aeronautical Confer-
ence on lines which would have certainly done very
much to save the Aircraft Industry from reaching its
present low ebb. Naturally, as he merely wrote on the
subject and did not go to the trouble of pulling official
and commercial strings — being in fact only interested in
aviation as a S3^mpathetic spectator— his sound advice
was ignored, and a magnificent opportunity was lost.

It is to be hoped that the present Conference will do
something towards regaining that lost opportunity. But
if at any future date either the Air Ministry or the
Society of British Aircraft Constructors, encouraged by
such success as the present Conference may achieve, is
thinking of organising another on a most extensive scale,
one will be pleased to put them in touch with this
"Medway." One can at any rate promise that he will
give them many new and original ideas on the subject
of organising conferences, and that he will secure the at-
tention of the Press — which the Air Ministry seems to
be so keen on acquiring — without putting up, the species
of silly "stunt" which seems to be the only thing
which interests our newspaper editors in connection with
Aviation.

What the Press Does and Might Do.

Undoubtedly one of the needs of Civil Aviation is at-
tention of the right kind in the Press, for people still
read newspapers although it is now customary to dis-
count heavily any statement which appears in print.

No longer do even the most ignorant and credulous say,
"It must be true, because I saw it in the paper." Thanks
to the success of the modern journalist in blaspheming
his art, the public of to-day say, "The paper sa}^s so-and-
so. 1 wonder what are the facts."

Yet there are certain sections of every paper which are
accepted as truthful. For example, nobody thinks of
questioning the football results, betting odds, Stock Ex-
change quotations, reports of golf matches, solutions of
chess problems, or any such really important matters of
life. Now if only the newspapers could be induced to
publish aviation news on the same footing as these other
vital affairs, the public would undoubtedly be persuaded
to believe in aviation.

One finds in the Press a marvellous account of how a
famous designer hopes some clay to produce a machine
consisting entirely of wings ; passengers, goods, engines,
and everything all inside the wings, ho body or tail, or
anything of that sort — though incidentally the famous
designer denies any intention of doing anything of the
kind. But one fails to find any reference to the daily
arrivals and departures at and from the Air Ports of
Croydon and Cricklewood of dozens of passengers in exist-
ing machines of that same famous designer's production.

The public accept the apocryphal aeroplane for pre-
cisely what it is worth. The account merely wastes
paper, it does no harm and no good to aviation. But if
that same paper published clay by day the arrivals and
departures of aircraft just as it chronicles the arrival and
departure of shipping, and if it published those arrivals
and departures as a matter of course, with but after its
shipping news, then it would do real good to aviation,
for the commercial community which reads the shipping
news would perforce accept the aircraft arrivals and de-
partures as a part of the nation's transport system, and
would in due course use that method of transport.

Similarly, the accounts of dances in aeroplane saloons,
alleged to be in the air when in fact the photographs
were taken on the ground, and the posturing mummers
returned to London without having left the ground ; the
vivid descriptions of how pigs flew to France ; the glori-
fied and gorified accounts of every little aeroplane acci-
dent, and so forth, all bring aviation into contempt and
disrepute, and lend to put it on the level of the kinemato-
graph trade. If the Press would ignore all "stunts" and
would merely report progress from time to time in dull
but credible articles it would do real good.

How to Reach the Business Man.

Those who are concerned with and for the progress
of aviation have no desire to tickle the ears (or eyes) of
the groundlings. They want to impress the dull and
respectable business man, for he is the man whose money
is wanted for future development.

And they want his money not as a speculator in air-
craft shares, but first of all as a customer sending his
letters and goods by air line^ later as a passenger by
air, and later as an investor in aerial transport com-

636

The

Aeropiane

October 13, 1920

pauies. The long-haired imitation "knut," and the
short-skirted "bird," who look at the cheap illustrated
papers and art unable to read, are no use to aviation.
The person we all want to interest is the commercial man
with a goodly paunch and a heavy gold watch-chain
across it. When he can read his aviation news among
his other commercial news, and not among the "snappy
stunt pars,-" then and not till then will commercial avia-
tion be taken seriously.

To achieve this end the Press must be converted in the
right way. As one of the few intelligent men of one's
very limited acquaintanceship among the newspaper
species remarked recently, "What the Civil Aviatiou
people and the Trade ought to do is to get hold of the
editors of the big papers and convert them to a belief in
aviation. It is no use wasting time on a lot of hooligan
reporters."

There you have the essence of the whole question. The
truth is that the editors themselves do not believe in
aviation. They know that their "hooligan reporters"
have more imagination than sense or understanding, they
legard their reports as faked or "inspired," and the}''
discount them accordingly'. But, if the Department of
Civil Aviation or the Society of British Aircraft Con-
structors can get hold of the actual editor-in-chief of each
paper and induce him to devote an hour or so to in-
forming himself on the progress of aviation, then we
shall achieve results in a few months far greater than
we shall achieve in }^ears under existing" circumstances.

If the editor in each case knew what is actually being
done in aerial transport to-day he would see to it that
aviation was treated in the dull and respectable way
which impresses the business man and would cease to
allow his ignorant sub-editors and hooligan reporters to
treat it purely as a subject for sensationalism.

For example, last week seven of our leading London
papers devoted between them thirty-five inches to the
liquidation of the Sopwith Company, emphasising the
fact that it was the failure of an aircraft firm and care-
fully omitting to emphasise the fact that the failure was
caused by dabbling in motor-bicycles, a game it did not
understand. But none of the seven gave any space to
recording the encouraging side of commercial aviation.

What Is Doing in the Aircraft Industry.

As a matter of fact, considering all things, the Aircraft
Industry is doing very well at present, and its future
seems most encouraging. There is, for example, the for-
mation of the new de Havilland Aircraft Company, a con-
cern which lias orders in hand, and is absolutely certain
of future orders, for no sane Air Ministry is going to
lose the services of Captain de Havilland and his staff,
apart from the fact that his and Mr. Walker's new com-
mercial designs are certain of success.

There is the interesting fact that at least one aircraft

AIR MINISTRY COMMUNIQUE No. 621.

Air Ministry Competition, 7920.
Amphibians' Awards.

The Air Ministry announced on Oct. nth : —

The Judges Committee consider that the results achieved
in the Competition for Amphibians show that a considerable
advance has been attained. The conditions to be fulfilled
were such as had received little attention in the past and the
competing firms deserve congratulation upon the enterprise
they have shown.

The Committee are of opinion that the proportion of the
monetary awards laid down for this competition does not ade-
quately represent the relative standards of merit of the first
two machines, and they recommend an increase in the amount
of the second prize. t

The following sums have, therefore, been awarded : —

Urm — which must be nameless — is so busy on Govern-
ment ordeis that its aircraft department cannot handle
them and it is forced to sub-contract much of its work.
There is another firm quite busy on orders for one of
our Colonies, and another busy on orders for foreign
Powers. And "yet another has goodly contracts in hand
for the Air Ministry.

There are several improvements in wings now on the
point of production, in addition to the Handley Page and
the "Alula," which will enable designers to get better
value out of the engine-power expended, which means
cheapening air transport.

Also there are improvements in airscrews, notably in
metal airscrews, which will give aeroplane and engine
designers not only more durable screws, but that vari-
able pitch for which they have asked so long.

Furthermore, two at least of the existing cross-Channel
air lines are already doing so much business that they
are making a profit on their running expenses, though
perhaps not enough as yet to pay a dividend on the
capital value of their machines and plant. And their
business is steadily increasing as various business people
are discovering the advantages of air transport.

For example, one firm in France making women's
jumpers and other knitted goods in quantities is sending
them to England by the hundredweight every week. At
one shilling a pound (the rate for quantities) air trans-
port adds less than a shilling to the cost of each jumper,
and air transport means that the goods are delivered the
day they are despatched, whereas if they are sent by
rail they are probably hanging around for two or three
weeks on the French railways, with the added chance of
being stolen.

Right at the other end of the scale a big financial
house is sending securities by air transport, because,
apart from saving half a day between London and Paris,
if the securities are lost the loss can be proved at once.
If they are lost in the post in the ordinary way it takes
a month or six weeks to prove loss and make financial
adjustments accordingly. If they go by air, either they
arrive the same day or they do not arrive at all. And
so far they have all arrived.

If such facts as these could only be driven into the
heads, first of all our newspaper editors, and secondly
into the heads of our business men, we should soon see
rapid developments in air transport and consequently in
the Aircraft Industry. It is to be hoped that the audi-
ences at the Guildhall Conference include a large propor-
tion of such people.

Next week we shall all know the best, or the worst,
about the Conference, and one proposes to deal with it
in the light of that knowledge. At the same time one
hopes to deal further with the needs of Civil Aviation,
esoecially as regards the development of postal services
and the proper organisation of air routes. — C. G. G.

First Prize, £10,000 : —

Messrs. Vickers, Ltd.

Vickers "Viking III," fitted with 450-h.p. Napier
"Lion" engine.

Second Prize, .£8,oco : —

Messrs. Supei marine Aviation Works, Ltd.

Supermarine Amphibian. . fitted with 350-h.p. Rolls-
Royce "Eagle VIII" engiije.

Third Prize- £2,000 :—

Messrs. Faire}-, Ltd.

Fairey Amphibian, fitted with 450-h.p. Napier
"Lion" engine.
[The only comment necessary seems to be a plain statement
that one disagrees alike with the judges' English and their
judgment. The Table of Results published this week indicates
that there was no such disparity of performance as to justify
a drop of .£6,000 between the second and third prizes. — C. G. G.]

October 13, 1920

The Aeroplane

637

THE PARIS TO CROYDON AND BACK RACE.

One wishes one could say as much for
the organisation of the catering, but it is
only fair to record that the Trust House
Hotel is not normally stafied to deal with
so many customers. Still, there was some
excuse for the remark of one famous air-
craft constructor who, after waiting for
three-quarters of an hour for lunch, said,
"Make them an offer for their clock, they
don't really want it. What they need here
is a tear-off calendar." He said that next
time there was a meeting at Croydon he
proposed to fit his patent amphibian
undercarriage to Mr. Montague Grahame-
White's yacht, as that provided the best
catering ever seen at an aviation meeting.
Undoubtedly Trust Houses, Limited, will have to improve
the running of that hotel at Croydon as civil aviation grows
more popular. The comfortable speed at which the staff
works in normal times will not suffice on days when there
happens to be a special crowd, and the said staff will have
to learn that on special occasions they must speed up their
output. , '

Late in the evening Major-General Sir Frederick Sykes and
Brig. -General Festing arrived from Paris in one of the Air
Pest of Banks' Westlands, piloted by Mr. Courtney. They said
that the meeting at Buc, at which they had been present during
the morning, was distinctly a success, the crowd numbering
some 30,000 or 40,000. They left Paris at 15.30 and arrived at
Croydon at 17.45 despite the thick weather. Both expressed a
high opinion of the Westland, both as regards the comfort
of the machine and because, unlike some passenger machines,
it is quite possible to carry on a conversation in the cabin.

The way in which the crowd gathered at Croydon and the
ease" with which the crowd can be handled there seems to
indicate that large aviation meetings should be held there
in future. It would certainly be a peculiarly suitable place
for next vear's R.A.F. Tournament.— C. G. G.

M. Bajac's S.E.A. laxying in after landing at Croydon

It seems that the British Public is still interested in aviation,
judging by the fact that a crowd of anything between 6,000
and 10,000 people gathered in and around the London Terminal
Aerodrome at Croydon to see the' arrival of the competing
machines in the French Commercial Aeroplane Race from
Paris to London and back. Almost everybody who is anybody
in British aviation was present and the proceedings were
thoroughly enjoyable despite the weather.

Five machines were notified as having left Paris, but of
these only three — a Spad, piloted by M. Bourdon; an S.E-A.,
piloted by the imperturbable and skilful M. Bajac; and a
Nieuport, piloted by M. Le Comte — reached Croydon. The
pilots reported that there was a thick mist in France, and
that conditions were slightly belter 011 this side of the Channel.
The clouds, though heavy, were at a height of well over
2,000 feet, and visibility was not by any means bad. A Farman
"Goliath," which left Paris with a number of French jour-
nalists on board, put back without crossing the Channel, and
another Nieuport also returned. Thus those who hoped that
the Farman had emulated the Caproni which deleted twelve
Italian journalists in one accident were disappointed.

In the intervals of waiting some very interesting flying was
done by the Instone "Vimy," piloted al-
ternately by Mr. Barnard and Mr. Chatta-
way. Major Foot, on an S.E-Sa belonging
to the Aircraft Disposal Company, enter-
tained the crowd with some very fine
flying before starting for Amsterdam.

The arrangements at the Croydon Aero-
drome were wholly excellent. As the
crowd which actually came into the aero-
drome vastly exceeded expectations, the
C.A.T.O., Major Greer, and his staff
quickly rigged up an improvised en-
closure, which held many hundreds of
people in addition to those packed into
the usual public pen. The arrangements
for the reception of the competing
machines were also made with military
precision, and in every case the refilling
of the petrol tanks was begun within a
minute of the engine being stopped on
arrival at the enclosure.

M. Le Comte's Nieuport being refilled before starting back for Paris.

RESULTS OF THE BFC COMMERCIAL RACES.

Pilot.

Air Line.

Machine.

Pass-
engers.

Left Buc

Arr.

Brussels.

Left
Brussels.

Arr. Buc.

Flying
Time.

Classed.

Le Men
Deullin
D Or

Messageries

Franco-Roumanie

Farman

Breguet ..

S.E.A

"Goliath"

3

8

TO 8.50
11. 0 O

9.58.O

12.17.08
1. 07. 1 1

12.36.40

12.28.22
13 23 30
13.01.40

14-31 8
15 15.12
15.27.20

4.22.18
4.15-12
5.29.20

2nd.
1st.
3rd.

Left Buc

Arr.
London

Left
London.

Arr. Buc.

Bourdon
Bajac

Le Comte,.

Lasne

Bizot

Messageries Aeriennes
Franco-Roumanie
Transaerienne
Transaerienre
Messageries ..

Spad Limousine . .
S.E.A. Lorraine . .
Nieuport ..
Nieuport ..
Spad

2

3
0

10,57.20
10.48.0
10.45.45
10.36.5
10. 17.25

13.10
I3-I7

Abando
No Map

13-37 1 '5-39 36
14 06 16.37.35

15.48 ! 18.30 0

ned at Beauvais.
Depended on (olio
lost him in fog anc

4 42. 16
5-4<M5

wing Bour
r<- turned

1st.
2nd.

don but

to Buc

AT CROYDON. -Left to right, a
D.H.9, M. Bourdon's Spad, M. Bajac's
S.E.A., and the Instone "Vimy.." The
Spad arrived a few minutes before the
S.E.A,, and went off half an hour later.
M. Bajac took a good rest and a meal,
and treated everything with the utmost
calm.

638

The Aeroplane

October 13, 1920

NAVAL AND MILITARY AERONAUTICS.

The R.A.F. Appointments and Gazettes are held over until
next week.

AIR FORCE.
Airships Over London.

During the welcome home drive of H.R.H. the Prince of
Wales, H.M.A. R.32 appeared over London. She came down
from Howden and appeared over the West End from the
south, making due north.

On Tuesday, the first "day of the Air Conference, the H.M.A.
R33 cruised over London for q while, having been ordered
by Mr. Churchill to "mark time" over the Guildhall.

An Accident.

On Oct. 8th the steam trawler Sea Searcher landed three
aviators at Hull. These aviators formed the crew of a Royal
Air Force aeroplane which had fallen from a height of 1,000
feet into Pentlaud Firth on Oct. 6th. The accident occurred
during a thick fog. The men declined to give particulars as
to their identit}' until they had reported to the authorities.
The L.71.

It is understood that the Zeppelin Airship L.yi, which is
at present at Pulham, will shortly be commissioned for service
with the Royal Air Force, and will be stationed at the How-
den Airship Base.

Golf in the R.A.F.

On Sept. 28th, at Denham, the R.A.F. Team Championship
was decided, Uxbridge A team of three players winning by a
gross total of 509 for 36 holes. The members ' of the winning
team were Fit. -Lieut. C. H. Hayward fplus 21, Flt.-Lieut.
Clarke, and Fit -Lieut. Macdonald. Uxbridge B was second
with 548. Uxbridge A also headed the placings under handi-
cap with a total of 503 net.

On the following day bogey competitions were held In the
morning round the first division prizes (handicap up to 10)
were tied for by Flt.-Lieut. Mackay (0) and Flt.-Lieut. Wad-
ham (5) at t down. In the second division Wing Cmdr. Bet-
tington (12), 1 down, won the first prize, and Fig. Officer Sidy
(24), 2 down, the second. In the foursomes played in the
afternoon Group Capt. Hearson (handicap 15), and Flt.-Lieut.
Hayward won the first prizes, and Wi;ig Cmdr. Bettington
and Flt.-Lieut. Robertson the second.

On Sept. 30th, the individual championship of the Royal Air
Force, Inland Area, over 36 holes, was won by Flt.-Lieut.
C. H. Hayward, with a total of 159.

To No. 3 Squadron.

A reunion dinner of No. 3 Squadron will be held at Gatti's
restaurant, behind St. Martin-in-the-Fields, on Friday, Oct.

A WELCOME RETURN TO AVIATION.

Though 110 official notification has been issued of the fact,
it is now fairly well known among those immediately con-
cerned with commercial aeronautics that Brigadier-General
F. L. Festing, C.B., C.M.G., has been appointed to an impor-
tant post in the Department of Civil Aviation. The precise
title of the said appointment is not announced. Whatever the
position may be, it is certain that General Festing's appoint-
ment to it will not only meet with general approval, but will
be highly encouraging to all who are concerned with civil-
aviation.

During the war General Festing was in charge of all R.F.C.,
and later R.A.F , personnel in France, where he won the
highest regard of everyone with whom he came in contact,
■not only by his personal charm, but by the excellence of his
selection of officers for various posts. His talent for handling
men, and the fact that people will do things willingly for
him which they would do most unwillingly for most other
people, should be very valuable to the Department of Civil
Aviation, which has necessarily a very difficult task before
it in convincing the ultra-civilian element in Civil Aviation,
such as the manufacturers and business men and ground per-
sonnel and so forth, that the Department really exists for the
sake of helping civil aviation and not as an anti-aircraft
department. One feels sure that nobody could do more to
remove the latter impression and to convey the former than
will General Festing. — c. C. G.

AIRCO AFFAIRS.

A meeting of the Aircraft Manufacturing Company, Ltd.,
was held last week, according to the Times, to lay before the
shareholders certain plans evolved in consultation with the
British, Foreign and Colonial Corporation, Ltd., which had
to do with financing the firm in the past. The circular calling
the meeting proposed that it should be quite private so as to
ensure a free and unrestricted expression of opinion. No
report of the proceedings has been issued, but one gathers
from a person who was present that they were at any rate
w:hat might be. described as "lively."

The directors somewhat naturally desired to know something

15th. Air Commodore Brooke-Popham is taking the chair,
and Air Marshal Sir Hugh Trenchard, K.C.B., has been in-
vited. About forty ex-members of No. 3 Squadron are ex-
pected to be present.

No. 4 Squadron Dinner.

The second annual reunion dinner of No. 4 Squadron,
R.A.F., will be held on Oct. 16th, at 8 p.m., at the Savoy.
Air Commodore Longcroft, C.M.G., D S.O., will preside,
and Air Marshal Sir Hugh Trenchard, Bt., K.C.B., D.S.O.,
and Group Captain Ludlow Hewitt, CM G., D.S.O., have
been invited as guests of the evening. Any officers of this
squadron wishing to attend are requested to forward a remit-
tance ot £2 10s., to cover the cost of the dinner and wines,
to Lieut. -Colonel Thomas Carthew, 2, Mitre Court Build-
nigs, Temple, E.C.4.

7 3rd Wing R.A.F.

A reunion dinner for all officers who served under the
Yarmouth Command will be held at Oddenino's, Regent
Street, W.i. on Oct. 23rd, 1920. Will all those who have not
already been communicated with, and who are desirous of
attending, please communicate with either Mr. G. F. H.
Bloom, 17, Welbeck Street, Mayfair, W.ij or Mr. Leonard
Bridgman, c/o The Aeroplane, 175, Piccadilly, W.i ?

The R.N.A.S. and R.A.F. Felixstowe Dinner.

A reunion dinner will be held in the near future in London,
open to all ranks, past and present, of the Felixstowe Air
Station. Will all members interested kindly communicate
•with the Hon. Sec, W. Kilson, 22, .Manor Terrace, Felix-
stowe ?

To N.C.O. Pilots.

It has been suggested that a reunion dinner for N.C.O.
pilots and observers shall be held later in the year. Past and
present N.C.Os. who would like to be present at such a union
are invited to write to the Editor of The Aeroplane, who will
be pleased to put them in touch with one another so that they
may form a committee and elect a secretary to make necessary
arrangements.

A Proposed Reunion Dinner.

It is proposed to hold a reunion dinner for "other ranks"
who served in B Flight, Artillery Co-operation Squadron,
R.F.C. and R.A.F., which from July, 1916, to November,
1919, was stationed at Lydd Aerodrome, Kent. Any past
members who would like to attend should communicate with
Mr. Leslie Smith, at 27, Knaston Road, Stoke Newington,
London, N.16.

of the standing of those shareholders who felt inclined to
criticise the handling of the company's affairs, and in return
one gathers that certain of the shareholders showed a desire
to know something of the personal history of the chairman,
with the result that there was a certain amount of argument.

According to the Times, "an inquiry towards the end of the
meeting elicited that the occupant of that position was the
vice-chairman of the Birmingham Small Arms Company, and
also it was mentioned that that gentleman had become chair-
man of the Aircraft Manufacturing Company itself. This
called forth considerable surprise, in view of the circumstances
detailed at the meeting."

Further, according to the Times, "the Managing Director
of the British, Foreign and Colonial Corporation, the issuing
bouse of the 7 per cent, notes, made a frank statement. He
said he had gone fully into the financial position, and had
given many weeks' hard work in the formulation of the
scheme. In addition to the ^660,000 due to the bank there
were, he said, further outstanding liabilities of ^'250,000,
making a total of ,£910,000. He considered that the book value
of the investments, work in progress and royalties represented
some .£,"2,200,000, and that these might be taken now at
perhaps about half that amount. He deprecated a forced
liquidation, and told the meeting that he himself was largely
interested in the company, and was anxious that the scheme
proposed should receive full consideration."

It was finally suggested that a scheme to improve the finan-
cial position of the company should be printed and circulated,
and it seems likely that this suggestion will be approved by
the directors.

THE SOPWITH COMPANY.

At a meeting of creditors of the Sopwith Aviation and En-
gineering Co., Ltd., it was pointed out that the company
was formed in 1913 with a nominal capital of ,£26,000. Up
to a year ago the company did so> well that reserves of ^900,000
were accumulated. An approximate statement has been pre-
pared which shows assets to a value of ^862,630 and liabilities
at .£'583,510. It seems likely that a large amount of the latter,
which is at the moment E.P.D'., may be recovered.

October 13, 1920

The Aeroplane

639

Study the Figures

The Figures for the Amphibian Tests are published This Week.

Compare the Figures of the Four Year Old FAIREY Float Sea-
plane with those of her New Flying-Boat Competitors.

The Fairey Amphibian was designed in 1916 as an ordinary
Seaplane, was known officially as the N. 10, and was the first of
the Fairey " Series III.'9

She was delivered to the R.N.A.S. in April, 1917.
She was cn Service till after the Armistice.

She was bought back in May, 1919, as a " Disposal " Machine.
She was used to carry newspapers from Blackfriars to Thanet.
She was used for Experimental Work during the Summer of 1919.

She was flown in the Schneider Cup Race in September, 1919, and was the only competitor to

return intact under her own power.
She was used with experimental Amphibian Undercarriages during the early part of 1920.
She did Ferry Work between Southampton and Sheerness.
She has survived Nine Different Engines.

In all this work no Single Component Part has been replaced except the Undercarriage.
Fuselage, Wings, Tail-Plane, Rudder, Elevators, Fin, Tail-Float, even the Engine-
Bearers, are those originally fitted.

The Wings have only been re-covered once, the Tail-Unit still has the original fabric.

The Cock-Pit has been altered to carry one, two, and three people.

DESPITE ALL THIS

' Her Performance Equals that of the Best Modern Flying- Boats-

THE LATEST TYPE FAIREY SEA-
PLANES and AMPHIBIANS,

Being all Sold to the Government, could not be entered for the Martlesham Tests.

The Fairey Aviation Co., Ltd.,

Head Office = = HAYES, MIDDLESEX.

London Office = - EMPIRE HOUSE, 175, PICCADILLY, W.i.
Works : HAYES, MIDDLESEX, & HAMBLE, near SOUTHAMPTON.

Telephones — 19 Hayes: Middlesex. Telegrams— "Airily , Hayes, Middlesex."

394 Regent. Code— A. B.C. 5th Edition.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

640

The Aeroplane

October 13, 1920

RELIABILITY in aerial transport
work can be ensured by the use
of the " Bristol " Pullman Triplane.

" Without detracting from the fine performances
put up by the two-engined buses," writes the aeronautical
correspondent of " The Pioneer," " I must say that a
company wishing to run a transcontinental mail and
passenger service ought to get the best results in speed
and reliability by using ' Bristol ' Pullmans."

Detailed and illustrated particulars
ot this type may be had upon
application.

»

The BRISTOL AEROPLANE COMPANY, Ltd.

FILTON — BRISTOL.

Telegrams— ' 'Aviation Bristol . ' ' Telephone— 390.6 Bristol.

KINDL/Y MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

Supplement to The Aeroplane, October 13*/?., 1920.

SUPPLEMENT

"THE AEROPLANE"

INCORPORATING AIRCRAFT ENGINEERING, AERODYNAMICS, AIRCRAFT FINANCE AND COMMERCIAL AERONAUTICS
AND MATTERS PERTAINING TO THE AERONAUTICAL, ENGINEER AND THE AIRCRAFT TRADER.

THE WEEKLY

An article by Capt. Sayers discusses the visible pro-
spects of improving aeroplane performance by refinements
of design devoted to the reduction of parasitic resistance.
This shows that there are distinct possibilities of marked
improvement quite apart from any improvements of
wing qualities.

The official results of the tests on amphibian machines

COMMENTARY.

in the Air Ministry Competition at Martlesham are pub-
lished on page 644.

An account of the proceedings at Martlesham on the
evening of Sept. 28th, when the competitors at that com-
petition entertained the Judges and their assistants testi-
fies to the highly cordial spirit in which the competition
itself was conducted. [Or to the efficacy of the spirit
in the cordials absorbed. — C. G. G.]

POSSIBLE ADVANCES IN AEROPLANE EFFICIENCY.

By Capt. W. H. Savers.

In the present state of society all industrial and rammer- state of practical aeioplane design, and discussion is practi-

cial enterprises are inevitably subject to periods of irregu- Callv invariably confined to the i-ftects of minor variations

larly alternating prosperity and depression. The really far- from conventional types of construction.

sighted business man uses periods of relative slackness in The present moment seems a very opportune occasion for

business to review his existing methods of carrying on trade, a cousideratioii of extreme variations from existing types

to repair deficiencies m ms works or plant, and generally with a view to getting a rough idea of what can be done in the

to look for and to remove such contributory causes for that light of exist;ug knowledge toward improving the aeroplane

depression as are within his own direct control. t0_dav

At the present moment the Aircraft Industry thioughout For the luome„t considerations of po-ible improvement in

the world is 111 a state of very acute depression, and although the aerodvuamic qualities of the aeroplane itself will alone be

it may very fairljr be contended that to some considerable considered

extent this depression is due to the failure of the public at For t^ £ it wiu be well to take a representative

large to realise the value of the services which aircraft can machine of present-day type and attempt to make an analysis

even now render, it. would be idle to pretend that it is sole y ^ whicl/tll^outDut of thFe engilie ;s dissipated

due to causes outside the control of the Industry directly a- , . - 0 r

, 111 nisjnt.

concerned. & ■

T G . , . . A Power BauniB Sheej".

In the first place the business of propagating a reasonably

accurate knowledge of the capacity of existing aircraft is In the absence of exact determinations of the resistances of

definitely one which falls within the province of that In- the component parts of an actual full scale aeroplane in flight

dustry, and it may well be questioned whether this problem lt 1S onIy possible to make a very approximate analysis, but

has been given any very intelligent consideration. fc'r the present purpose this should suffice.

But entirely apart from that fact jio one will attempt to Consider the case of a normal tractor type biplane, of 400

maintain that the types of aircraft now in existence can be scb ft- surface, weighing 3,000 lb. fully loaded, and fatted with

regarded as having reached such a sta^e of development that an e»sme of 300 b.h.p. Such a machine will have a sea

there remains but little room for technical development tend- level toP sPeed of approximately 120 m.p.h.

ing to iuciease the economy and the reliability of aerial At that speed the 300 b.h.p. of the engine will be expended

transport. in some such manner as is indicated in the following table : —

This being the case, the present seems an appropriate time Airscrew losses 22 p.c 66 h.p.

for a consideration of some of the possibilities of improve- Wing drag 33 p.c. 100 h.p.

ment in the design of aircraft. Wing strut and wiring resistance 10 p.c. 30 h.p.

„ . „ _ Tail surfaces resistance 5 p.c. is h.p.

Some Already Discussed Prospects. Fuselage and radiator resistance 22 p.c. 66 h.p.

These possibilities extend in many directions, and some of Undercarriage resistance 8 p.c. 23 h.p.

these directions have already been the subject of speculative ■ .

exploration. On the pressing subject of increased reliability Total 100 p.c 300 h.p.

and safety a very considerable amount of discussion bearing Taking the items of this energy account in order, the

upon the design and installation of. engines of various types ailscrew losses offer no prospect of any great reduction by any

and arrangement has occurred and m this direction there is visible .llethod, and for the moment 'it mav be assumed that

undoubtedly room for a very large degree of improvement. something like 80 per cent, airscrew efficiency cannot be

In regard to the improvement of the aeroplane itself, there greatly improved upon,
has been less speculative activity, and such discussion as has

occurred has been mainly confined to questions as to the ^ Hl'; Wi-v,;S.

structural modifications in war-time types called for by com- The item of 33 per cent, of engine power used in overcom-

mercial purposes, both from the point of view of providing a ing the wing "resistance is probably as low as it will be

more useful type of accommodation and for the securing of a possible to attain at such a speed as 120 m.p.h., given that a

higher structural efficiency, together with a certain amount landing speed not greatly in excess of 45 to 50 m.p.h. is

of disputation as to the relative value and cost of maintaining jieeessary. It is, in theory, susceptible of improvement if

such speeds as were developed in war aircraft upon com- monoplane wings are used instead of biplane, but in practice

mercial services. this will involve a greater span and structure weight, and no

These 'are all of them/ important questions, of immediate actual reduction in the power expended for a given useful

import, but their solution for any particular case or tvpe of load carried, though the power may be reduced relatively to

aerial service is necessarily a solution limited bv the existin? the total weight of the whole machine.

642 Q , _ . , Aeronautical Engineering October 13, 1920

" (Supplement to The Aeroplane.) vsj.ju.uv.iv~ O O -r.

If, however, this item of wing drag is taken conjointly with
the next item, of wing strut and wiring resistance, there may
Le possibilities of a net saving.

It is probable that a high lift cantilever monoplane con-
struction could be arranged to give equal landing speed, and
equal structural weight and a saving on total wing structure
resistance at this speed. Taking both bracing and wing re-
sistance into account the equivalent lift /drag ratio for the
biplane at 120 m.p.h. is equal to about 7.4, at s value of
lift coefficient Kl of 0.11.

A monoplane of equal span and half the area would require
a maximum lift coefficient of about 1.2 to give a landing
speed equal to that of the original, and an L,/D of 7.4 at Kl
= 0.22 to give the same resistance at 120 m.p.h. These figures
will almost certainly be reached in the near future. Purely as
wing figures they are perfectly possible, but at the moment
no very certain data as to suitable wings capable of being
used in a cantilever- construction is available.

But the whole question of possible improvement in aerofoil
efficiency is one of great complexity and requites a separate
consideration. For the present it will be assumed that the
combined wing and wing-bracing tesistance cannot be ap-
preciably reduced.

The tail-plane, rudder and fin resistances account for onlv
5 per cent, of the total power expenditure, and no very great
room for improvement is here available,
i •!>•'.«;!. li: _ ■ . T-

The fuselage item, 22 per cent., is, after the wings the
largest single item in the account. This figure corresponds
to that of a reasonably well shaped fuselage with two open
cockpits. Abolition of the cockpits would reduce this figure
appreciably, but obviously pilot and crew must be placed
somewhere, and the cockpits can only be done away with by
totally enclosing the crew. This 'will involve an increase in
the cross section of the body.

But the resistance coefficient of a reasonably good stream-
line shape can be made to be about one third of that of ?
normal fuselage, and thus a totally enclosed fustiage free
from openings and projections," of 50 per cent, greater cross
section than the open type will have only one Iralf of the
resistance thereof. This result cannot be obtained in a body
with a nose radiator, and in return for the reduction of body
tesistance an addition must be made for radiators or equi-
valent cooling resistances removed from the body On the
whole it will be well on the safe side to assume that the body
resistance is capable of a reduction to f of its present value
by careful shaping and the removal of all projections' or
orifices, and the placing of radiators in free air

Retractable Undercarriages.
The last item of the list is that of undercarriage. Now it
is perfectly possibls. to withdraw the undercarriage entirely

within the body, and so abolish this resistance entirely. The
cost thereof is added weight. But for the moment this will,
be neglected.

Summing up and neglecting the possibilities of improving
the efficiency of the wing structure the power account for a
machine which is aerodynamically possible to-day, of the
same total weight and landing speed as the original will, at
120 m.p.h., be somewhat as follows : —

Wing drag, including struts and wires 1^0 h.p.

Tail resistance 15 h.p.

Fuselage resistance, including radiators 40 h.p.

Undercarriage resistance —

Total resistance h.p 185 h.p.

185

B.H.P. needed at 78 p.c. airscrew efficiency = — 233 h.p.

A gross saving of 67 h.p. — 22 per cent, of the original h.p. —
is therefore possible, and this saving involves a considerable
reduction in the weight of power plant. Taking the installa-
tion as a whole, including all beaters, tanks, radiators, water,
etc., but not fuel and oil, this will, in any case, amount to-
not less than 3 lb per h.p., or, say, 200 lb. — an allowance
ample to offset the weight of the undercarriage retracting
gear, and allowing for an addition to the useful load capacity
of the machine of 22 per cent, of the weight of fuel needed by
the original for any given journey.

There are obvious difficulties of construction to be over-
come— particularly in the direction of arranging for an
adequate view by the pilot in a totally enclosed fuselage of
really good- streamline form. These would seem to be. in-
superable in the case of the ordinary single-engined tractor-
type machine, and this fact may be found eventually to
justify the abandonment of some of the advantages of this
type for the sake of a more efficient form of bodv.

But although this rough analysis does indicate that there
is room for a substantial improvement in the design of
aeroplanes by a process of cutting down what is usually
known as parasitic resistances, it also shows very clearly
the immense importance of continued research on wing
sections and wing structures if any very great reduction is
to be made in the power necessary fo propel aircraft at the
speeds now common.

In the analysis, now carried out, the condition of top speed
for the particular machine in question has alone been con-
sidered. The relative importance of the wing resistance as
compared to the parasitic resistances will become less at
lower speeds, thus leading to the apparently paradoxical con-
clusion that there are greater advantages to be secured at low
speeds by a careful attention to the reduction of head resist-
ance than at high. If, however, it is remembered that it is
only the relative importance of such resistance as compared
to that of the wings, and not its absolute value which varies,
the paradox disappears.

THE AUSTIN KESTREL. — Two views
of the very neat two-seater which secured
the third prize in the small class of
the Air Ministry competition for small
aeroplanes. Structurally, steel is largely
used in the construction, the fuselage
being entirely of this material, and steel
tubes are used for the whole of the
undercarriage, th? interplane struts, and
the wing drag struts. As is obvious
from the lower view, the crew of two
sit side by side, the passenger's seat
being very slightly behind that of the*
pilot. Fitted with the IWKh.p. Beard=
more engine and carrying the full trials
load, the machine has a top speed of

110 m.p.h. and a low speed of 45 m.p.h. The weight empty
in 1,966 lb., and fully loaded 2,740 lb.; the total surface is 116
sq. ft., the weight per h.p. 15.7 lb., and the loading 6.6 lb.
per sq. ft.

The span is 38 ft. 6 in. chord 6 ft., length overall 25 ft. 6 in.,
and height 10 ft. 3 in. A petrol capacity of 46| gallons, suf=
Hcient for four hours' flying, is provided.

All modern precautions against petrol
fires are installed and a fireproof bulk=
head separates the engine from the fue!
tanks. In later editions of the machine
it is understood that rigid tube bracings
will replace the usual type of stream?
line wires in the wing structure.

October 13, 1920 Aeronautical Engineering

(Supplement to The Aeroplane.;

643

TWO 450 H.P.

engined aeroplanes competed in the Government trials
at Martlesham. The Westland in the small class, the
Handley Page in the large class. ,

Each secured the HIGHEST PRIZE awarded for
its class.

" It will be observed that both machines have Napier
engines. Both scored heavily in the economy test, one
of the factors undoubtedly being the lightness of that
engine in relation to its power."

Dally Teiegraph, 30,8/20.

The same principles — tried and proved
in the construction of the 450 H.P.
NAPIER Aero Engine— that make its
weight to power ratio so superior, are
included in the design of the most up-
to-date car on the road— the 40-50 H P.
Six-Cylinder Napier.

Full particulars on application.

D. NAPIER & SON, Limited,

14, New Burlington Street, W.i.
Works - Acton, London, W.3. ,

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

(Supplement to the aeroplane.) Aeronautical Engineering

October 13, 1920

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Aeronautical Engineering (SupPiement t0 the aeroplane.) 645

ORE

Passenger Postal
Goo ds Carriage

Their reliability in war
isjyour surest guarantee
of their dep en dahili ty
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AS RECENTLY SHOWN AT THE AERO SHOW, OLYMPIA.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

646

(Supplement to The Aeroplane.]

Aeronautical Engineering

October 13, 1920

THE MARTLESHAM REVELS.

[Note. — Owing to the importance attached to the much
less exciting picnic which occurred at Etampes at about the
same time, the account of this affair was forcibly held over
from its place amongst last week's news. — w. h. S.]

On the evening of Monday, Sept 28th, the Martlesham
Hostel was the scene of one of those outbreaks of high spirits,
now, alas ! uncommon, but which were, in days of yore, fre-
quent wherever two or three aviators were gatheiec'. together.

The occasion was that of a dinner given by the competitors
in the Air Ministry Competition for Amphibians to the judges
and to the officers of the Martlesham Air Station. In tlie
promotion of this festivity the most active part was taken by
the crew of the Saperrnarine, headed by Mi. Scott Paine, and
Commander Bird, who were ably aided and abetted by the
Pilots Union (Messrs. Broome, Cockerell, Hoare, and Nicholl).

Naturally enough, a thoroughly nautical atmosphere per-
vaded the evening.

On arrival at the entrance to the hotel guests were con-
fronted by a legend, chalked on the threshold, "Martlesham
Pier, toll id.," and by certain of their hosts, clad in garments
redolent of the sea and Castrol combined, were decorated with
a pier ticket and instructed to embark — in the captain's gig — ■
upon "R.M.S. Immoral Castle/'

The captain's gig, upon inspection, proved to be a novel
type of amphibian possessing many curious features. Unlike
the majority of such craft, the flotation gear was apparently
retractable — it was at least not visibly present — while the
landing wheels were, as far as could be discovered, the only
permanently fixed portion of the whole.

Structurally the design was of an extra ordinary robustness,
but aerodynamically the machine possessed grave faults. Its
stability directionallv was negligible, and its behaviour longi-
tudinally would have intensely interested Mr. Lanchester as a
very perfect case of what he has so aptly christened "catas-
trophic instability." Even those two eminently capable
pilots, Messrs. Broome and Cockered, failed to make one
reasonably smooth landing with this machine during the
evening, as it insistently inverted on switching o i at the end
of each flight.

Fortunately for the passengers, ample testoratives were
available once aboard the ship.

On the arrival of the judges they were at once weighed in,
the intention being that at a later stage they be weighed out
to determine their soakage during the evening. Unfortunately
the weighing apparatus was not altogether satisfactory, and
the results actually obtained were so largely affected by instru-
mental and observational errors that it has been decided that
they shall not be published.

A further ceremony, whereiri the ship's barber had been
scheduled for a leading part, was necessarily abandoned on
account of the unavoidable absence of his victim — detained
on less amusing business elsewhere.

Dinner thereon ensued. This in itself was excellent, though

if one may offer a suggestion to the ma'Ure d'hotel it would
have beep improved had rolls been substituted for the ordi-
nary household bread provided. The penetration of the roll
is little greater, but it has manifold advantages in steadiness
of flight and regularity of trajectory. Despite this minor
defect of equipment much excellent' shooting was made during
the course of the meal. The closing stages of the engagement
were marked by a display of markmanship of a very high
order by one of the guests, who scored a long series of conse-
cutive bulls with walnuts.

Dinner was followed by speeches wherein, after the cus-
tomary toast of the King, the competitors expressed their
high appreciation of the work of the judges and of the staff
at Martlesham. The response on the part of the officials led
to reopening of the ancient controversy as to which of two of
them was the most unfluent of speech, and the problem was
undoubtedly in part solved.

He of them who hesitates most after dinner successfully
evaded the making of a speech, substituting therefor three
stories. Apropos the Vickers entry a curious visitor inquired
what it was called, and was told "Thei Viking." 'Oh," he
replied, "I suppose it's Pegasus." "Pegasus? Why?"
"Well, I thought a Viking was a (N)orse!" Noting the
cowling on the fore cockpit of the Supermarine he asked its
reason and was told it was to protect the passenger?,. "Oh, I
see — if the pilot has cold feet that keeps the Hoare frost from
them." Having been taken for a joy flip on the Fairey lie
announced that she was very nice, but that there was a
curious smell about her. "0, well," was the reply, "that's
natural. A nickel is always good for five cents."

Immediately after dinner the judges' self-controlled flight
test was made. The nature thereof is adequately shown in
one of the annexed set of diagrams, and it is a high tribute
to the stability and manoeuvrability of these gentlemen to be
able to record that none of them crashed, and only one made
a slightly bumpy landing. Even this may safely be put down
to the abnormal roughness of the sea at the moment.

Thereafter the Martlesham Jazz Band — which throughout
provided music appropriate to the proceedings — settled down
to real work, and, at imminent danger to string and wind,
set the time for a display of terpsichorean activity of a high
order. Most of the assembly tripped, some of the toes were
far from light (one the writer can feel to this day), but they
were all of them fantastic.

During this period certain very curious phe^mena were
observed — in particular a violent tendency to levitation on the
part of a number of cushions and even of wicker chairs, which
terminated in a fairly complete dissolution of these articles.
Unfortunately, no member of the Psychical Research Society
was present, and an adequate explanation of their de-
materialisation has not yet been offered.

Proceedings were eventually terminated in the small hours
by failure of both electric light and of liquid fuel.

Only material damage 'has so far been reported.

ALU HOPE. e*.fbAfNrr>QtN YC= O
WHO £.fM-rfcR. M6.W.E. "

o
)

ContHql

It ^> ^ F"-'d"T-

R.M.S.. IMMORAL CASTLE':

" VICKERS - vimy - COMMERCIAL "

i Pilot and 1 1 Passengers or Tons of Mail or Freight. Endurance 5 hours.

A factor of Safety of 5 throughout.

VICKERS-SAUNDERS FLYING BOATS.

Aviation Department :

Vickers House, Broadway, London, S.W.I.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

648

(Supplement to The Aeroplane.)

Aeronautical Engineering

October 13, 1920

THE PARACHUTE PROBLEM.

The following interesting letter has been received from
Herr Max Unz, late of Frankfurt-on-Main, and now of
Smyrna : —

Sir, — In the American review of "Science and Invention"

in The Literary Digest for Aug. 2nd, 1919, which I received
by chance, Lieut. -Col. H. S. Holt, who writes in the Aero-
nautical Engineering Supplement to The Aeroplane (Lon-
don), states that he has devised a system of parachute which
he calls an "Autochute."

He describes the new idea of the "Autochute" as follows :
"and he has devised what he calls an 'Autochute,'
or compound parachute system, in which the release of the
main parachute is effected by a smaller or 'pilot parachute,'
which is released before the man jumps and relieves the
strain on the large parachute at the moment of opening. ..."

I have the honour to give you the following communica-
tions, and to ask you to publish them : —

I myself have constructed and practically experienced more
than two vears ago a system of parachute similar to the one
described by Col. H. S. Holt.

On Oct. 30th, 1918, I gave notice of a patent to the follow-
ing patent offices : —

1. To the Austrian Patent Office in Vienna, under No.
38840/18.

2. To the Hungarian Patent Office in Budapest, under No.
13526.

3. To the Czecho-Slovakian$Patent Office in Prague, under
No. 17295/3857-

4. To the German Patent Office in Berlin, under No.
26s75.XI.77H8a.

These notices have been published and explained by the
mentioned patent offices, and the publication of the German
Patent Office is imminent.

My invention has been explained and published by the
three patent offices, with the following main titles : —

1. Aus Haupt- und Hilfsfallschirm bestehende Fallschirm-
konstruktion, dadurch gekennzeichnet, dass die Oeffnung
des Fallschirmes unanhiingig vom Flugzeug, ohne
irgendein Verbindungsmittel mit demselben und ohne
irgendwelche mechen. Oeffnungseinrichtungen, also
nur unter dem Einfiuss des Luftwiderstandes erfolgt,
um die Sicherheit des Funktionierens zu erhohen.

2. Fallschirmkonstruktion uach Anspruch 1, dadurch
gekennzeichnet, dass der Hilfsfallschirm (Pilot) am
Korper des Abspringendeu in Griff nahe angebracht ist,
um durch den Abspringenden selbst, ohne Beniitzung
irgendwelcher Zwischenmittel betatigt werden zukonnen.

3. Fallschirmanordnung, dadurch gekennzeichnet, dass
die Packhiille des Fallschirmes durch einen infolge des
Luftdruckes sich entfaltenden Hilfsfallschirm geoffnet
wird, wodurch der eigentliche Fallschim zur Entfaltung
frailiegt.

The German Patent Office in Berlin has accepted the follow-
ing main title : —
1. In einem auf dem Riicken des Fliegers zu befestigenden
Behalter untergebrachter Fallschirm, dadurch gekenn-
zeichnet, dass der Behalter aus einer durch ein
Gurtszstem unverriickbar am Korper gehaltenen
zusammenlegbaren Packhiille besteht, deren Verschluss-
vorrichtung durch einen am Korper des Fliegers in
Grifmahe angebrachten Hilfsfallschirm geoffnet wird,
sobald letzterer von dem Abstiirzenden freigegeben
wird und sich infolge des Luftdruckes entfaltet.
From these official definitions of the patent offices results
that the system of a compound parachute or a main para-
chute with pilot parachute, whose function is to release the
knapsack (fixed on the back of the flier) and to draw out
the main parachute, has been published much earlier by
myself.

Also the other characteristic.-, of the construction men-
tioned in the publication of Lieut.-Col. H. S. Holt, I pub-
lished in the patent office long- before Col. Holt did so.

I give you below the particulars : —

The writer in practice attaches the pilot to the circum-
ference of the hole in the main. Correctly speaking, the
pilot cable should be attached directly to the cable of the rrlain
at the point where the lines meet. In this way the load on
the pilot parachute would be transmitted direct to the cable
of the main, instead of through the fabric of the main.

[Der Hilfsfallschirm dient dazu, den Verschlussdraht
herauszuziehen und die Oeffnung der Packhiille und
Entfaltung des Hauptfallschirmes zu bewirken. Der
Verschlussdraht besitzt <in der Halfte seiner Lange eine
Schlinge. An dieser Schlinge ist mittels seiner Tragschnure
der Hilfsfallschirm befestigt. Ferner ist der Hilfsfallschirm
mittels einer Schnur an dem oberen Ende der vereinigten
Tragschnure, welche die Ausstromoffnung zusammenhalten,
befestigt.]

In the type of "Autochute" shown in the illustrations the
main parachute is carried on the aviator's back in a sort of
knapsack with a spring lid.

[Der verpackte Fallschirm ist mittels der Schultergurten
wia ein Rucksack aui Riicken zu nehmen und mittels der
Brustgurte f estzuschnallen. \

The method of operation is as follows, as described by
Col. Holt : "The pilot parachute is withdrawn and held in,
the hand, and the man gets in a position to jump over-
board. The instant before jumping he releases the para-
chute, which opens as soon as he begins to fall, and draws
out the main parachute."

(Soil der Fallschirm zur Anwendung geiangen, so hat sich
der betr. Flieger zunachst von dem ihn am Sitz zuriickal-
tenden Anschnallgiirteln freizamachen, und nimmt eine
Stellung zum Abspringeu ein. Dann lost er den zwischen
Korper und Brustgiirtel eingesteckten Hilfsfallschirm durch
Herausziehen und wirft ihn iiber sich. In diesem Augenbhck
offnet der durch den Luftdruck in die Hohe gepresste Hilfsfall-
schirm die Packhiille durch Herausziehen des Verschluss-
drahtes und entfaltet den Hauptfallschirm innerhalb sehr
kurzer Zeit (versuchsgemas unter 2 Sekunden). Bis zu diesem
Moment ist das Flugzeug geniigend weit entfernt, sodass das
Herabschweben ohne Gefahr erfolgen kann.]

Besides this official patent notice of Oct. 30th, 1918, there
exist a number of private publications which I made before
the official patent notice. There also exist a number of
reports which I made to military offices, and a report, dated
Sept., 1918, to the Ministry of War in Vienna, Aeronautical
Section, in which I notified the mentioned patent office and
by which I asked to be allowed to publish the patent notice.

"During 1917 and 1918 I made many experiments from
aeroplanes on various places. Also after the war I made
public experiments with the parachutes in Johannisthal (Ber-
lin, June, 1919). 1 .

I beg you to kindly take note of this communication and
to publish it, in order to avoid any misunderstanding which
may arise from the publication of Lt.-Col. H. S. Holt.

(gz.) Max Unz.

"THE AERONAUTICAL JOURNAL."

The October issue of the Aeronautical Journal, the official
organ of the Royal Aeronautical Society, 7, Albemarle Street,
W.i, contains an important paper on Wire Ropes by Mr.
Walter 8cobk>, which is of great interest to the engineering
profession generally. During the war Mr. Scoble was engaged
at the East London College upon work for the Admiralty in
connection with the anchoring cables of kite balloons, and it
is the result of these researches which is now published. The
scope of the paper is of such a wide and general nature that
it is of interest to all engineers who use cables for winding
and driving work.

The same number of the journal also contains an important
paper by Mr. Harris Booth on "The Design of Spars with
Off -set Pin Joints "

It should also be pointed out to all readers of The Aero-
njaat that in the Aeronautical Journal there are regularly
published in full the papers which are read and the discus-
sions which occur at all the meetings of the Royal Aero-
nautical Society.

In a paper subject to such limitations as to space as those
prevailing7 in the case of The Aeroplane it is only possible
to report in a very brief abstract the more important of
these papers, and it is therefore incumbent upon all who
wish to be properly informed upon matters aeronautical to
purchase the Aeronautical Journal.

A USEFUL ALLIANCE.
Barimar, Ltd., who are so well known as manipulators of
acetylene and other forms of welding, announce that Mr. W.
Ewen has been appointed deputy manager.

The firm's business, big as it was during the war, is still
increasing, and consequently the energetic managing director,
Mr. C. W. Brett, has found that the amount of work neces-
sary is past the scope of even his abounding energy. Hence
the appointment of a deputy. Mr. W. Even, who is a near
relative to Mr. W. H. Ewen, the well-known Scottish aviator
(late Major R.A.F.), has recently left the Avro Co. His know-
ledge of and interest in things aeronautical will therefore
enable him to give particular attention to any work sent to
his firm by firms in the Aircraft Industry.

Both Barimar, Ltd., and Mr Ewen are to be congratulated
on this appointment.

"THE TAG END."
Under the above name, Accles and Pollock, Ltd., of Old-
bury, Birmingham, the well-kn?wn makers and manipulators
of steel tubes, etc., are issuing a House Journal, the first
number of Volume I appearing for the month of October.
The advantages of a house journal to anv large manufactur-
ing concern are twofold. It is an opening for people with
ideas, suggestions, and opinions to bring these ideas, etc.,
before all, and it also establishes a sort of liaison between
all members of the firm, from the highest to the lowest. _

The publication is certainly produced well and contains
much that is of interest to the firm's employees and others,
so that the success of the venture should be assured.

October 13, /92c

Aeronautical Engineering

(Supplement to The Aeroplane.)

649

THE FIRST AND ONLY AERO ENGINES

To make a direct aeroplane
flight across the Atlantic

(Vickers-Rolls 'Plane).

To fly from England to South

Africa (Vickers-Rolls 'Plane).

Rolls-Royce Aero Engines
were also the first to fly from
England to Australia

(Vickers-Rolls 'Plane).

THE WORLD'S BEST

AERO ENGINES

ROLLS-ROYCE, LIMITED,

15, Conduit Street, London, W.l.

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Gerrard 1654 (3 lines).

KINDLY MENTION " THE AEROPLANE" WHEN CORRESPONDING WITH ADVERTISERS.

°s° (supplement to the ahropune ) Aeronautical Engineering

October 13, 1920

TRADE NOTES.

Wave-Power Transmission.

Very many of the readers of The Aeroplane must be
thoroughly well acquainted with the "Constantinesco" or
"C.C." gun synchronising gear which was so extensively
used during the war on British and Allied lighting machines.
. Numerous types of synchronising gear were fitted to
various types of machine-guns, with more or less success,
in an endeavour to allow of firing through the airscrew with-
out hitting that vital organ. All of them, including the
C.C. gear, consisted essentially of cams, equal in number
to the blades of the airscrew, rotating with the airscrew
and controlling the movement of the firing-pin of the gun
in such a manner that firing did not occur when an airscrew
blade was in the line of fire.

But whereas in the majority of such gears the movement
initiated by the cam was transmitted to the firing mechanism
by means of levers, push or pull rods, and the like, in the
C.C. system the cam gave motion to a piston and the im-
pulses were transmitted to the control mechanism through
a column of liquid under pressure to a second piston con-
trolling the gun. Complicated mechanical systems of levers,
bell-cranks, and the like were thus avoided, a simple water-
tight pipe of small bore, which could be led by any con-
venient path, sufficing for the connection between gun and
engine.

It is perfectly obvious that in effect the C.C. gun gear is a
case of the transmission of power — albeit on a small scale —
through a pipeline, and it is a fact that the system is capable
of application to uses much more extensive than that of
merely synchronising aircraft machine-guns.

The British rights in the Constantinesco system of power
transmission by wave impulses through liquids are vested
in the firm of W. H. Dorman and Co., Ltd., who have ex-
plored its possibilities in a very thorough manner and have
developed a number of very important applications.

In the gun gear the case of the transmission and reproduc-
tion of a simple reciprocating motion was involved, and
there are many similar problems of great industrial import-
ance which call only for this. Among these may be classed
such work as the operation of rock drills, coal cutters, rivet-
ing, chipping and scaling hammers, and to all these the
wave impulse method of transmission lends itself admirably.
For these purposes electricity and pneumatic and hydraulic
transmission have hitherto been general. Of these, electricity
involves the conversion of electrical to mechanical power,
together with certain dangers, such as shock to the workers
or of fire in the case of dangerous coal mines. Pneumatic
transmission has in practice proved highly inefficient, partly
owing to the difficulty of detecting and preventing leakage,
particularly in the motors of the tools employed, and partly
to less obvious causes ; and hydraulic transmission labours
under the disadvantage of the extreme weight of the tools
and transmission lines necessary, which renders portable
hydraulic tools practically impossible.

In the wave impulse system the maximum pressures in
the pipelines are low as compared with hydraulic systems,
and light flexible pipelines are possible. The tools are
simple and devoid of valves, and there is no exhaust to
dispose of or return. The overall transmission efficiency is
claimed to be high— roughly comparable to that of electrical
transmission — and it is believed that very great economies
can be effected in the operation of tools of the types men-
tioned as compared with existing systems.

But the system is capable of even greater uses, for the
energy of the wave impulses can be converted to rotary
motion by very simple types of motor, or directly into heat
energy, and may thus be used for any purpose for which
electrical power transmission is suitable — except the direct
production of light.

For full information as to the applications of wave power
and as to the types of mechanism already developed for wave
power operation, inquiries, mentioning The Aeroplane, should
be addressed to W. H. Dorman and Co., Ltd., Staflord.

A Useful Wood-Working Machine.

In these days of severe competition and labour troubles
it is absolutely necessary tq have the aid of machinery to a
more or less extent in all wood-working or wood-converting
operations. It is also important that the machine or machines
selected should be capable of doing that work which is most
commonly required to be done with the utmost economy.

The "Premier" hand and roller feed surface planing,
thicknessing, moulding, etc., machine, manufactured by
J. Sagar and Co., L-td., Canal Works, Halifax, makes, without
a change of cutters, , glue- joints, surfaces straight and
taper work, wide or narrow, thin or thick; makes bevels,
chamfers, stop-chamfers, corners, rebates; squares-up ; planes
edges at any angle to the side; thicknesses panels and
boards; and does general planing from 1/16 in. to 9 in. thick

at speeds varying from 15 to 32 ft. per minute. In addition,
by adding suitable cutters (and without removing the planing
cutters) the machine is suitable for sticking beads, sash
material, and mouldings, tonguing and grooving, etc.

To many firms in a small way of business, and particularly
to aircraft concerns who have been compelled to concentrate
on the manufacture of furniture, coachwork, and other more
peaceful products, this machine should prove a great advan-
tage, as it is simple to operate, not liable to get out of order,
whilst the variety of operations which it is capable of doing
will put them on an equality with the larger manufacturers.

It must be understood that this machine is not an ex-
periment, as it has been on the market for some years and
thousands have been made and given satisfaction to hundreds
of users. Naturally, countless improvements and modifica-
tions have been made to it, with the result that this machine
has come to be recognised as the leader of its type.

The machine is made in four sizes to suit the requirements
of various types of users. The four sizes take material up
to 15, 20, 24, 30 in. wide and 9 in. thick.

To anyone interested, J. Sagar and Co., Ltd., of Canal
Works, Halifax, will gladly forward booklets and catalogues
dealing with this and other classes of wood-working
machinery and tools, all of which are designed primarily for
efficiency and economy.

Concerning Down-Draughts and Other Things.

A small booklet bearing the title, ''Down-draught and its
Cure," which recently appeared in the offices of this journal,
was — on the strength of its possible bearing on the problems
of soaring flight or of tail-plane design — immediately referred
to the aerodynamical expert. Despite the fact that it proved
to be concerned with the art of curing smoky chimneys, it
did not find its way to the W.P.B., and for two reasons.

Firstly, the A.E. aforesaid is a family man and has been
sore afflicted by these domestic pests ; and, secondly, the
Sankey chimneypot wherewith it deals shows distinct traces
of intelligent aerodynamic design. On both counts it will
undoubtedly have an appeal to numerous readers of this
paper.

Accompanying this particular booklet there appeared a
number of others — all published by the firm of J. H. Sankey
and Son, Ltd., Essex Wharf, Canning Town, E., dealing
with building materials, sanitary ware, fireclay and fire-
bricks, and with Sankey's Pyruma fire-resisting cement. The
latter two subjects are of direct interest to all readers of this
journal who are professionally concerned with the produc-
tion of castings, with the operation of furnaces for heating,
steam-raising, the working and heat-treatment of metals,
etc. ; while the remainder may have at least a sentimental
interest to all those who are engaged in wondering where
all the bricks go at house-hunting times.

Another Brown Bros. Novelty.

Brown Bros., Ltd., who are notable for their business
acumen in getting hold of new ideas which are at the same
time clever and useful, have now acquired the selling rights
of the "Apax" Sparking Plug Cleaner, which was recently
illustrated and described in this paper. Briefly, the cleaner
consists of a tube sealed at one end and screwed at the other
end to take standard thread sparking plugs. Inside this tube
are a number of very fine very hard steel wires with square-
cut ends. The tube is half filled with petrol and the dirty
plug is screwed into the end of the tube, which is then shaken*
vigorously up and down, so that the wires are driven into the
interior of the plug, where they cut away the soot and dirt,
which is then washed out by the petrol.

The retail price of the cleaner is 5s. 6d. For this small
expenditure one can save quite a good deal of money, in that
plugs which have been laid aside as useless can be made to
work cjuite satisfactorily again with its help.

In recommending the Apax Cleaner, one does so from per-
sonal experience.

New Companies.

Green's Patent Co., Ltd. — Private company. Registered
Sept. 30th. Capital, £5,000 in £1 shares (2,500 "A" and 2,500
"B"). To carry on the business of manufacturers of and
dealers in celluloid, artificial silk, aeroplane dope, films, and
other articles and substances made out of cellulose dope, etc.,
and to adopt agreements (1) with_R. Green and (2) with the
Triplex Safety Glass Co., Ltd. The subscribers (each with
one "B" share) are : — L. O. C. Hathaway, 90, Cavendish Road,
South Side, Clapham Common, S.W., clerk; H. J. Carter,
"Glaisdale," Markham's Lane, Woodford Green. The first
directors are : — F. W. Kerr, P. J. Mitchell and R. Green. So
long as the Triplex Safety Glass Co., Ltd., or its nominees
hold 500 issued "B" shares, they may appoint two directors,
the said F. W. Kerr and P. J. Mitchell being the first nomi-
nees. Solicitor : — W. A. Ward-Jones, 40, King Street, Cheap-
side, E.C.

October 13, 1920

Aeronautical Engineering

(Supplement to The Aeroplane.)

651

earelmoP

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652 (Supplement to the Aeroplane.) Aeronautics? Engineering

October 13, 1920

\

THE PROGRESS OF AVIATION IN CANADA.

AVROS IN CANADA — The accompany-
ing photograph shows an Avro belonging
to the Canadian Aircraft Company,
Limited, of Winnipeg, Canada. During
provincial elections in Manitoba this
machine was used in advertising the
campaign for the Norris Party.

Besides flying all over the country
carrying advertising matter, the machine
took prominent Government officials
from place to place, the longest indivi =
dual trip being 400 miles for the out=and=
home journey, The photograph was
taken at the firm's aerodrome near
Winnipeg.

[In the mass of surmise, promise and failure that serves in
many a country for progress in aeronautics, the actual con-
strucive work done by the Canadian Authorities during the
past fourteen months stands out with distinction. That it
has been unadvertised is evident from the lack of knowledge
in Europe as to developments in Canada. To bring the official
history of aviation in the, Dominion up to the spring of this
year, we print the Report of the Air Board for the Fiscal Year
ending March 31st.]

REPORT FOR 1919-1020.
1. General.

The Air Board Act was assented to on the 6th of June, 1919,
and by Order in Council dated the 23rd of June (P.C., 1295),
the Honourable A. L. Sifton was named as Chairman of the
Board, Colonel O. M. Biggar, Judge Advocate General, as
Vice-Chairman; the Honourable S. C. Mewburn, Minister of
Militia and Defence, as the representative on the Board of
the Department of Militia and Defence; the Honourable
C. C. Ballantyne, Minister of the Naval Service, as the repre-
sentative on the Board of the Department of the Naval Ser-
vice, and Dr. R. M. Coulter, C.M.G., Deputy Postmaster
General, Mr. J. A. Wilson, Assistant Deputy Minister, De-
partment of the Naval Service, and Mr. E. S. Busby, Chief
Inspector of the Department of Customs and Inland Revenue,
as the remaining members of rbe Board.

The Board was called together immediately, and considered
the organisation of a staff. After consultation with the Civil
Service Commission, it was decided that the work under the
Board should be divided into three branches, having at their
heads respectively a Superintendent of Flving Operations,
a Superintendent, Certificate Branch, and a Secretary, the
proposal being that the Secretary should administer the in-
ternal office organisation, that the Superintendent of Flying
Operations should control all civil Government flying, and
that the Superintendent of the Certificate Branch should con-
due^ that portion of the administration which related to the
public and was concerned with the licensing of personnel,
aircraft and air harbours. The organisation thus outlined was
formally communicated to the Civil Service Commission on
July 15th, with a request that provision should at once be
made for the appointment of these three officers and a medical
officer for the Certificate Branch. No appointments were,
however, made until after some time, and the first appointees
assumed their duties as follows : On November 3rd, Lt.-Col.
I: Stanley Scott, M.C., A.F.C., Superintendent, Certificate
Branch; on Nov. 10th, Major A. M. Shook, D.S.O., D.S.C.,
A.F.C. and Croix de Guerre, Secretarv, and Captain F. R.
Smith, Medical Officer; and on December 15th, Lt.-Col. Robt.
Leckie, D.S.O., D.S.C., D.F.C., Superintendent of Flving
Operations

Permanent office accommodation was made available for
the Board's staff only on the 24th of December.

2. Air Regulations .
The only step which, before the appointment of technical
officers, it was possible to take in the direction of regulating
and controlling aerial navigation was to prohibit dangerous
flying. An Order in Council for this purpose was passed
on July 7th (P.C. 1379). The drafting of a complete set of
regulations was, however, proceeded with, and was completed
in time for their submission to and approval by the Governor
in Council on (he 31st day of December. The Canada Gazette ,
containing the legulations, was published on the 17th of
January, _ 1920, and at the same time there was ready for
distribution a book containing not only the regulations, but
also the forms settled for use under them, the Air Board Act
and the Convention relating to International Air Navigation
as drafted by a sub-commission constituted as part of the

organisation of the Peace Conference and approved by the
Supreme Council. This book has already had a wide distri-
bution.

3. Preliminary Survevs for Operations.
In November steps were taken to haye made a preliminary
survey with a view to ascertaining what public services could
more efficiently and, in the broadest sense, more economically
be performed by air than by existing methods. Canada was,
for this purpose, divided into four parts, and ex-Royal Air
Force officers borrowed or temporarily employed for the pur-
pose. The survey was completed by the end of the year,
and on January 2nd these officers assembled at Ottawa and the
situation was thoroughly canvassed, with the result that it
was decided that the most favourable fields for the commence-
ment of operations were the less thickly settled and less
thoroughly explored portions of Canada. An interdepart-
mental conference was accordingly held on January 10th. An
agenda for this conference, including memoranda on the
probable cost of operating aircraft, and on their use for pur-
poses of survey and for fire protection, was distributed, and
a number of places were named as possible air stations, upon
the utility of each of which discussion was invited. The
usefulness of this preliminary conference was reduced by the
non-participation of some of the departments which it was
expected would be interested, but special discussions have
since been carried on with those departments which were
represented, and some others. Proposals have been formulated
for operations next summer.

. 4. Scientific Research.
: Among the duties imposed upon the Board is that of under-
taking technical research for the development of aeronautics
and of co-operating for that purpose with other institutions.
In execution of this duty, discussions took place with the
Honorary Advisory Council for Scientific and Industrial Re-
search, which resulted in the formation under that Council '
of an Associate Air Research Committee, which held its first
meeting on the 7th of February. Professor A. S. Eve, Pro-
fessor of Physics at McGill University, was selected as Chair-
man of the Committee, and Mr. R. J. Durley, Secretary of the
Engineering Standards Association, as its Secretary. Other
members of the Committee are Professor J. C. McLennan,
Professor of Physics at the University of Toronto, and Mr.
J. R. Parkin, Lecturer in the Facultv of Applied Science in
that University. This Committee will work in the closest
co-operation wdth the officers of the Air Board, and will co-
ordinate aeronautic research throughout Canada.

5. Meteorological Development.
The importance of meteorological information to air navi-
gation cannot be over-estimated, and arrangements have been
completed with Sir Frederick Stupart looking towards the
necessary developments of the meteorological reports, the
undertaking of meteorological observations at air stations
operated under the Air Board, and the distribution of -meteoro-
logical information.

6. Wireless Installations and Navigators' Certificates.

The development of air navigation will involve a consider-
able extension of wireless communication, and arrangements
have been made with the General Superintendent, Govern-
ment Radio Telegraph Service in the Department of Naval
Service, for this purpose. Air pilots who require wireless
qualifications will obtain them through that Department, by
which will be issued licences for the necessary installations
both in aircraft and on the ground. That department has an
organisation extending throughout Canada, and duplication of
officers is thus avoided. Like arrangements are expected to
be made with the Department of Marine and Fisheries for

October 13, 1920

Aeronautical Engineering

(Supplement to The Aeroplane.)

653

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654 (supplement to the aeroplane.) Aeronautical Engineering

October 13, 1920

the issue of navigators' certificates to air pilots who desire
or need them. The existing organisation under that depart-
ment extends throughout Canada and undertakes the exami-
nation and qualification of marine navigators. As the pro-
blems met with in afr navigation are very similar to those
which_ present themselves in marine navigation,, this arrange-
ment is, expected to be both economical and satisfactory.

7. Aircraft and Equipment.
Negotiations have been entered into looking towards the
taking over by the Air Board of the seaplane stations erected
during the war by the Department of "the Naval Service at
Halifax and Sydney, and that portion of Camp Borden which
was developed" as an aerodrome bv the Roval Air Force and
acquired by the Department of Militia and Defence after the
conclusion of the war. The equipment which will come under
the control of the Air Board from these sources has an esti-
mated value of $170,000. In addition to the aircraft and
equipment thus acquired, sixteen machines, of an approxi-
mate value of $100,000, are being received from the Air Minis-
try by way of replacement of those presented from
time to time during the war to the Canadian Forces
through the activities of the Overseas Club, and the
Imperial Government is also presenting to Canada air-
craft and equipment of the value of about $s, 000,000,
including _ So aeroplanes, 14 flying boats, '12 air-
ships, 6 kite balloons, with inflating plants and .sheds, 300
motor and other vehicles, and a substantial amount of arma-
ment, wireless instruments, cameras, and other technical and
general stores. A considerable part of this gift has already
been shipped, and shipment of the remainder will' not be
long delayed.

8. Mapping

At the request of the Air Board, the Dominion Geographer
has commenced the preparation of aeronautical maps on the
system laid down in the Convention relating to International
Air Navigation. The process of completing the mapping of
Canada on this system will necessarily be a very long one.
9. Canadian Air Force.

The question of the constitution of a Canadian Air Force
was an early subject of consideration bv the Air Board, and
on December 22nd there was adopted, for submission to Privy
Council, a memorandum covering the .general lines of the
organisation proposed. A final decision "on this subject was,

EDUCATWG THE ABORIGINES —
Some North American Indians who,
whilst attending the celebrations of the
250th anniversary of the Hudson Bay
Company, visited the aerodrome of the
Canadian Aircraft Co. at Winnipeg.
They wore their native costumes, as can
be .seen, and came from distances of
from 500=1,000 miles north of Manitoba.

however, postponed until the general policy with regard t
Canada's future sea, land and air forces was determined
and it has consequently not been possible to take any furthe
steps in this direction. The very large number of ex-officer
and airmen of the Ro3'al Air Force in Canada are expecte
enthusiastically to support the proposals if it is found possibl
to adopt them.

10. Aeronautic Intelligence.

The Air Board Act imposes upon the Board a duty "t
study the development of aeronautics in Canada and othe
countries." In the execution of this duty the Air Board ha
had the advantage of the work done before its constitution
by the Intelligence Branch of the Canadian Air Force unde
the Ministry of Overseas Military Forces ot Canada. Thi
Branch, during the two years of its existence in London, ha
collected material of very "great interest and value, and it
papers were, in the course of the demobilisation of the Cana
dian Expeditionary Force, transferred to the Air Board, whic"
also secured the services of one of the officers chiefly re
sponsible for its administration. The Air Board consequently
has available fairly complete sets of drawings of almost all
standard British machines, engines and equipment, with
specifications for the construction of many of them, and ha"
also an adequate collection of technical publications, report"
and documents. The Intelligence Branch of the Canadian
Air Force, O.M F.C., established communication with th
chief aircraft manufacturing companies, and this communica-
tion has been maintained, with the result that the Air Boar
secures early information of developments in design and o..
inventions having an importance from an aeronautical point
of view. With this material it is able to deal with the pro-
blems which present themselves to commercial and other
companies, and which require solution in connection with
operations undertaken on behalf of the Government.
31st March, 1920.

[Since the above Report was issued the Canadian Air Board
has been reconstituted. The members are now as follows :
Chairman, Mr. Guthrie, Minister of Militia; Vice-Chairman,
Col. Biggar; Naval representative, Captain Walter Hose,
R.C.N. ; Civil Government Operations, Lt.-Col. R. Leckie,
D.S.O.,.D.S.C. ; Commercial "Aviation. Lt.-Col. Scott; Air
Force representative, Major-General Gwatkin, Inspector
General Canadian Air Force ; Interior Department repre-
sentative, Dr. Deville, Surveyor-General. — Ed.]

One of the Canadian Curtis?, biplanes
used for pleasure flying and passenger
conveyance by the Canadian Aircraft
Co. of Winnipeg. The passenger in
this instance is one of the Red Indians
who appear in the preceding photo*
graph. It is intended to use aeroplanes
largely to open up quick communication
with trading postb in the undeveloped
portions of Canada.

October 13, 1920

Aeronautical Engineering (Supplement to THE AEROmNE , 655

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656

(Supplement to The Aeroplane.)

Aeronautical Engineering

October 13, 1920

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October 13, 1920

The Aeroplane

657

THE UNITED KINGDOM OF GREAT BRITAIN AND IRELAND.

Official Notices Held Over.

CONTINENTAL ARRIVALS AND DEPARTURES.

[The following table of arrivals at and departures from the
British Air Ports is compiled on the following system : —
First comes the initials of the Air Line: next the type of
machine: next the international number of the machine: next
the ports of departure and destination: next the times of
departure and arrival; next the cargo, whether goods (G)
and/or mails (M) ; next the number of passenger s : and finally
the name of the pilot and number of mechanics, if any.]

ABBREVIATIONS.— A.T. & T. — Air Transport & Travel, Ltd.; M.A.
— Messageries Aeriennes; I.A.L- — Instone Air Line; C-T. — Compagnie
Transaerienne ; C. des G.E-A. — Compagnie des Grandes Expresses
Aeriennes; S.N.E-T.A. — Syndicat National pour l'Etude des Trans-
ports Aeriens; P.I,. — Petters, Ltd.; Franeo-R.— Franco-Rounianie ;
M.W.T.C.— Marconi Wireless Telegraph Company; H.P.T.— HandUey
Page Transport, Ltd.; H.P.— Handley Page, Ltd.; A.P.B.— Air Post of
Eanks; K.L.AI. — Koninklijke Luchtvaart Alaatschappij.

Where times are missing it is probably owing to Atmospherics.

The London Terminal Aerodrome, Croydon. (Telephone: Burley 1 1 80.)

OCTOBER 4th :

A.T.T., DH16, G EAQS, London-Paris, 09.56-12.50, G.&AI., 1, Tebbitt.
A.T.T., DH9, G-EAGY, London-Amsterdum, 10.15-12.20, G, Nil, Duke.
A.P.B., Westland, G-EAMV, London-Paris, 10.22-13.30, G., Nil, C. ©rde.
K.L.M., Fokker, H-NABD, London- Amsterdam, n. -,5-14.22, Nil, 2, Hinch-
liffe.

M.A., Breguet, F-CMAI, London-Paris, 12.05-14.29, G, Nil, Mattel.
A.T.T., DH9, G-EAQL, London-Paris, 15.35-18.35, Nil, 1, Bamber .
A.T.T., DH9, G-EAQN, London-Paris, 15.50-18.10, G.&AI., Nil, Lines.
A.T.T., DH16, G-EALM, Paris-London, 10.15-1205, G., 4, Forson.
CdesG.EA., Goliath, F-GEAC, Paris-London, 12.20-14.45, G., 3, Favreau
& 1.

C.T., Nieuport, F-CGTI, Paris-London, 12. -55-14. 45, M., Nil, Mauler.
A.T.T., DH16, G-EASW, Amsterdam-London, 14.41-18.25, M., Nil, Milnes.
A.P.B., Westland, G-EAJL, Paris-London, 15.50-17.30, Nil, 3, McMullen.
A.T.T., DH16, G-EAQS, Paris-London, 15.40-17 20, G., 3, Robbins.

OCTOBER 5th:
A.T.T., DH18, G-EARO, London-Paris, 10.00-13.05, G.&M., 4, Forson.
C.T., Nieuport, F-CGTI, London-raris, 12.24-15.45, 'Nil, Nil, Mauler.
A.T.T., DH9, G-EAQP, London-Amsterdam, 14. 12-16.37, G., Nil, Carter.
A.T.T., DH9, G-EAQN, London-Paris, id. 15-16.50, G., 1, Shaw.
A.P.B., Westland, G-EAJL, London-Paris, 15.20-18.00, G., Nil, Powell.
A.T.T., DH18, G-EAUF, London-Paris, 15.35-18.30, G.&M., 5, Holmes.
A.T.T., DH9, G-EAQP, ■ Paris-London, 10. 00-11. 50, Nil, 2, Tebbitt.
A.T.T., DH9, G-EAQN, Paris-London, 10.10-12.15, Nil, 2, Lines.
A.P.B., Westland, G-EAMV, Paris-London, 11.40-13.30, Nil, 3, C. Orde.
M.A., Breguet, F-CMAG, Paris-London, 12.15-14.3q, Nil, ^, Le Sec.
M.A., Spad, F-CMAV, Paris-London, 12.55-14.48, G.&M., Nil, Bourdon.
A.T.T., DH9, G-EAGY, Amsterdam-London, 14.05-17.52, G.&M., 1, Duke
A.T.T., DH18, G-EARO, Paris-London, 15.30-17.27, G„ 3, Forson.

OCTOBER 6th :

A T.T., DHi6, G-EALM, London-Paris, 09.40-12.30, Nil, 4, Milnes.
A T.T., DH16, G-EAQS, London- Paris, 09.45-12.25, G.&M., 2, Tebbitt.
A T.T., DH16, G-EAPT, London-Amsterdam, 10.10-12.45, G., 2, Reeves. .
A P.B., Westland, G-EAMV, London-Paris, 10.27-14.35, G , Nil, McMullen
CdesG.E.A., Goliath, F-GEAC, London-Paris, 11. 20-15. 10, G.&M., 2, Fav-
reau & 1.

M.A., Breguet, F-CMAG, London-Paris, 12.25-15.45, G., Nil, Le Sec.
A.T.T., DH18, G-EARO, London-Paris, I5.35:i8.30^ G.&M., 5, Forson.
A.T.T., DH9, G-EAQL, Paris-London, 10.07-12.07, G., 2, Bamber.
C T., Nieuport, F-CGTY, Paris-London, 12.25-14.40, M., Nil, Lasnes.
A.T.T., DH9, G-EAQN, Paris-London, 12. 45-14. 45, Nil, 1, Shaw.
A.T.T., DH9, G-EAQP, Amsterdam-London, 14.12-18.00, Nil, 1, Carter.
M.A., Breguet, F-CMAF, Paris-London, 14.30-16.49, G., Nil, Le Men.
A.P.B., Westland, G-EAJL, Paris-London, 15. 15-17. 20, G., Nil, Powell.
A.T.T., DH16, G-EALM, Paris-London, 15 25-17.30, Nil, 2, Milnes.
A.T.T., DH18, G-EAUF, Paris-London, 16.10-18.05, G., 4, Holmes.

OCTOBER 7th :

A.T.T., DH18, G-EAUF, London-Paris, 09.45-12.30, G.&M., 4, Holmes.
A.T.T., DH16, G-EALM, London-Paris, 10.02-12.40, Nil, 4, Lines.
M.A., Spad, F-CMAV, London-Paris, 10.03-15.00, Nil, Nil, Bourdon.
C.T., Nieuport, F.CGTY, London-Paris, io."o8-\3.3o, Nil, Nil, Lasnes.
A.T.T., DH9, G-EAPU, London- Amsterdam, 10.10-12.48, G , Nil, Duke.

M.A., Breguet, F-CAIAF, London-Paris, 12.34-15 40, Nil, Nil, Le Men.
I.A.L., Bat, G-EAPK, London-Paris, 12.54-15.50, G., 1, Barnard & 1.
A.P.B., Westland, G-EAJL, London-Paris, 15.18-18.10, G., Nil, C. Orde.
A.T.T., DH9, G-EAGY, London-Paris, 15.50-18.10, G.&M., 1, Bamber.
A.T.T., DH18, G-EARO, Paris-London, 10. 10-12. 17, G., 2, Forson.
A.P.B., Westland, G-EAAIV, Paris-London, 10.40 12.44, G., Nil, AIcAIullen
A.T.T., DH16, G-EAPT, Amsterdam-London, 15.05-18.00, M., Nil, Reeves.
A.T.T., DH16, G-EAQS, Paris-London, 15.40-17.30, G.,' 2, Tebbitt.

G-EAPL,
C.-EAPT.

OCTOBER 8th :

Londou-Paris, 12. 10-15. 10, Nil, 2,
London:Amsterdam, 12.40-16.05,

G-EAAIV, London-Paris, 12.45-15.30, G.

~ .&AI.,
Nil,
Nil,

Forson.
G.&AI., Nil,

2, Powell.
2, Tebbitt.
4, Holmes.
Nil, Hihch-

A.T.T., DH9,
A.T.T., DHrf
Carter
A.P.B., Westland

A.T.T., DH16, G-EAQS, London-Paris, 15.37-17.50, G
A.T.T., DH18, G-EAUF, Paris-London, 10.10-18.2
A.T.T., DH9, G-EAQA, Amsterdam-London, — 11.47
liffe. ~

C.T., Nieuport,, F-CGTI, Paris-London, 12.20-14.35, M., Nil
A.P.B., Westland, G-EAJL, Paris-London, 15. 25-1;
Orde.

DH9, G-EAPU, Amsterdam- London, 14.42-18. 13, G.&M., Nil,
Duke.

DH9, G-EAGY, Paris-London, 15.30-17.27, Nil, 2
DII16, G-EALM, Paris-London, 15-30-17.33, G., 2

A.T.T.,

A.T.T
A.T.T

Alauler.
Nil, Campbell

Bamber.
Lines.

OCTOBER 9th:

A.T.T., DH9, G-EAQL, London-Paris, 11. 55-14. 40, G.&AI., Nil, Bamber.
A.T.T., DH16, G-EALAI, London-Amsterdam, 12.00-1525, G., 2, Lines.
C.T., Nieuport, F-CGTI, London-Paris, 15. 10-18. 15, Nil, Nil, Mauler.
A.P.B., Westland, G-EAJL, London-Paris, 15.12 17.51, Nil, 2, Courtney.
A.T.T., DH16, G-EAQS, Paris-London, 11. 15-12. 47, Nil, 4, Forson.
A.P.B , Westland, G-EAAI\r, Paris-London, 12.20-14.36, G., 1, Powell.

G., 3,
I4-43"1

Barnard &
■.15, G.&AI.,

CdesG.E.A., Goliath, F-GEAC, Paris-London, 12.50-15.45, G., Nil,

Favreau & 1.
I.A.L., Bat, G-EAPK, Paris-London, 15.50-16.10,
A.T.T., DH16, G-EAPT, Amsterdam-London,
Carter.

ALA , Breguet, F-CAIAF, Paris-London, 13. 25-15. 51
loux.

A.T.T., DH16, G-EAPAI, Paris-London, 15.35-17 45, Nil, 3, Tebbitt.

OCTOBER lOth :

CdesG.E.A., Goliath, F-GEAC, London-Paris, 10.14-13.30, G., 1, Favreau

G.&AI., Nil, Chail-

A.T.T., DH18, G-EAUF, London-Paris, 10.20-13.20, G.
A.P.B., Westland, G-EAAIV, London-Paris, 12. 30-15.10,
M.A., Spad, F-CMAY, London-Paris, 13.37-15.40, Nil
Franco R., Potez, F-FRAA, London-Paris, 14.06-16.35.
H.P.T., SE5, G-EATE, London-Brussels, 15.20 — , Nil,
C.T., Nieuport, F-ICGT, London-Paris, 15.48 — , AI. ,
M.A., Spad, F-CAIAY, Paris-London, 10^7-13.10, Nil,
Franco R., Potez, F-FRAA, Paris-London, 10. 48-13. 17
C.T , Nieuport, F-ICGT, Paris-London, 10.45-15.29, AI.
A.T.T., DHq, G-EAPL, Paris-London, 13.35-15.58, G.,
A.P.B., Westland, G-EAJL, Paris-London, 15.30-17.45,

&M., 7, Holmes.
Nil, 2, AIcAIullen.

2, Bourdon.
, Nil, 3, Bajac.

Nil, Foot.
Nil, Le Comte.

2, Bourdon.
1 Nil, 3, Bajac.
, Nil, Le Comte.
1, Bamber.
G., 3, Courtney.

The Air Port of Cricklewood. (Telephone: Hampstead 7500.)

OCTOBER 4th :
H.P.T., HP, G-EASY, London-Paris, 12.35-17.00, Nil, 7, Hope & 1.
H.P.T., DH4a, G-EAAT,, Amsterdam-London, —14.55, G.&AI., 1, Foot.
H.P.T., DH9, G-EATA, London Brussels, M.45— , G.&M., Nil, Halliwell.
H.P.T., DH9, G-EAUC, London-Amsterdam, 14. 50-17. 10, G.&M., 2, Wil-
cockson.

H.P.T., HP, G-EATJ, Paris-London, —15 05, Nil, 4, Eager & 1.
H.P.T., DH4a. G-EAVL, London-Paris, 15.4c-18.40, Nil, 1, Fowler.
S.N.E.T.A., Goliath, O-BLAN, Brussels-London, 14.45-11.40 (5th, landed
at Hendon 4th), G.&AI., 1, George & 1.

OCTOBER 5th :
H.P.T., H.P., G-EALX, London-Paris, 12. 30-17. 14, G , 4, AIcN. Davies & 1
H.P.T., HP, G-EASAI, Paris-London, 10.00-12.35, G., 2, Alclntosh & 1.
H.P.T., DH.), G-EAUC, Amsterdam-London, —15 35, G.AI, 1, Wilcockson
H.P.T., DH9, G-EAUP, London-Amsterdam, 15.40—, G.&AI., Nil, Capps.
S.N.E.T.A., Goliath, O-BLAN, London-Brussels, 15.18-18.55, G.&M., 2,
1 George &. 1.

H.P.T., DH4a, G-EAVL, Paris-London, 12.20-14.25, Nil, 2, Fowler.

H.P.T., HP, G-EASY, Paris-London, 12.55-15.23, G, 9, Hope & 1.
H.P.T., DH9, G-EATA, Bri ssels-London," 15. 15-17.45, G.&AI., 1, Halliwell.

OCTOBER 6th:

H.P.T., HP, G-EATAI, London-Paris, 12. 12-17. 00, C, 5, Beal & 1.
H.P.T., DH9, G-EAUP, Amsterdam-London, 10.40-14.29, M., Nil, Capps.
H.P., DH4, O-21, London-Brussels, 15. 14-17.45, G.&AI., Nil, Olley.
H.P.T., DH4a, G-EAVI, London-Amsterdam, 14.55-17.23, G.&M., 1, Foot.
S.N.E.T A., DH4, O-BABI, Brussels-London, 14.30-17.03, G.&AI. , 1, Briere.
S.N.E.T.A., DH4. O-BARI, Brussels-London, 14.30-17.05, Nil, 2, Delzenne

OCTOBER 7th :

H.P.T., HP, G-EATJ, London-Paris, 12. 18-16.00, G &M., 3, Bager & 1.,
H.P.T., DH4a, G-EAVL, Arrsterdam-London, 09 53-13 18, G.AI., Nil, Foot
H.P.T., DH9, G-EAUC, London-Amsterdam, 14.4017 10, G.&AI., Nil, Wil-
cockson.

S.N.E.T. A., DH4, O-BABI, London-Brussels, 14.4S-12 ,)5(8th) Nil, 1, Brier'e
S.N.E.T. A., DH4, O-BARI, London-Brussels, 14.48-1025 (8th), G.&M., Nil,
Delzenne.

N

The Aeroplane

October 13, 1920

H.P.T., HP, G-EATM, Paris-London, 12.15-15.10, Nil, 8, Beal & r.
.H.P.T., DH9, G-EAUN, Brussels-London, 16.40-18.25, G.&M., Nil, Olley.

OCTOBER 8th:

H.P.T., HP, G-EATH, London-Paris, 12.15-16.05, G &M., 6, Halliwell & 1
H.P.T., DH9, G-EAUC, Amsterdam-London, —12 16, GM, Nil, Wilcockson
H.P.T., DH9, G-EAUP, London-Brussels, 1457-17-35. G.&M., 1, Hope.
H.P.T., DH4a, G-EAVL, London-Amsterdam, 14.45—, G.&M., 1, Foot.
H.P.T., HP, G-EATJ, Paris-London, 12.30-15.23, G., 8, Bager & 1.
S.N.E-T A., DH4, O-BALO, Brussels-London, 14.45-16.45, G.&M., Nil,
Rigaud.

OCTOBER 9th :

H.P.T., HP, G-EASY, London-Paris, 12.12-15.55, G, 3, Olley & 1.
H.P.T., DH4a, G-EAVL, Amsterdam-London, 09.40-12.50, G.M., Nil, Foot
S.N.E.T.A., DH4, O-BALO, I ondon-Brussels, 14.33-17.30. G.&M., 1, Rigaud
H.P.T., DH9, G-EAUC, London-Amsterdam, 14.35—, G.&M., Nil, Capps.
H.P.T., HP, G-EATH, Paris-London, 13.00-16.15, G., 2, Halliwell & 1.
H.P.T., DH9, G-EAUP, Brussels-London, 14.40-1645, G.&M., 2, Hope.
S.N.E-T.A., DH4, O-BARI, Brussels-London, 15.40-17.50, Nil, 2, Delzenne

OCTOBER lOth :
H.P.T., HP, G-EASY, Paris-London, 12.30-16.00/ Nil, 3. Olley & 1.
S.N.E.T.A., DH4, O-BARI, London-Bi'ussels, n. 50-15 20, Nil, Nil, Del-
zenne.

Inland Flying at Croydon.

Oct. 4th.— A.T.T., Ltd., D.H.18, one test; K L.M. Folcker from Crickle-
wood

Oct. 5th.— R.A.F. Bristol, Kenley return, D. 11.9a, Kenley return.

Oct. 6th.— A.T.T., D.H-18 one test, D.H.9 one test; I.A.L., "Vimy,"
photography; Bat, one test.

Oct. 7th. — A.T X., D.Hy Iwo joy-rides; R.A.F. Bristol, Kenley; I.A.L.
Bat, one test.

Oct. 8th.— Nil

Oct 9th.— A TT., D.H.16 one test, D.H9 one joy-ride; I A.L "Vimy,"
joy-ride.

Oct. 10th— I.A.L. "Vimy," three .joy-rides; H.P.T., Ltd., one S.E.5
from Cricklewood.

Inland Flying at Cricklewood.

Oct. 4th.— K L.M. Fokker to Croydon.

Oct. sth and 6th.— Nil

Oct. 7th.— H.P.T. Handley Page test.

Oct. 8th — H P D.H.4 test.

Oct. 9th.— Aerofilms, Avro from Birmingham; H.P.T. D.H.9 1° Kings
North.

Oct. 10th. — Aerofilm=, Avro to Hendon; H.P.T. S.E.5 to Croydon.

Air Port Statistics.

Machines : —

Croydon 88 Cricklewood 43 Total 131
Personnel — Passengers :

Croydon 133 Cricklewood 89 Total 222
Crews :

Croydon 94 Cricklewood 58 Total 152
Total Passengers and Crews 374

The London Terminal Aerodrome.

One of the busiest weeks since the aerodrome was taken
•over. Though the days are getting shorter, the number of
passengers shows no sign of falling off : rather the reverse.

All the British air lines have their hands full. A. T. and T.
will probably alter the time of departure of their afternoon
service so as to complete their journey in daylight in winter.

The Instone Air Line are very glad to have the "Bat" again
on the service.

Among the passengers to Paris and back during the week-
end by the Air Post of Banks were Sir Frederick Sykes and
Brig. -Gen. Festing, wdio had Mr. Courtney as pilot. Owing to
the recent bad weather and low clouds, Mr. Courtney says
that his wings are getting quite worn out on the telegraph
wires ! ! !

One of the prettiest sights one has seen for a very long time
was the arrival of the "Goliath" on Saturday. He arrived at
a height of between 2,000 ft. and .3,000 ft. and came down
with a long, slow glide, executing some very nice turns and
judging his landing splendidly.
Of the "binge" on Sunday, more will be found elsewhere
One noticed a mechanics' box in the shed at Croydon on
which were the words, " William Beardmore and Co., Croy-
don." This looks as though the Eeardmore Air Line were
being permanently installed. — G. d.

Longest Purely Commercial Flight.

The greatest purely business flight yet carried out was
completed on the nth on the arrival of the D H.o aeroplane
iG-EAUI at Cricklewood Aerodrome at 12.15. Mr. R. Wright,

managing director of Messrs. Nasmyth, Wilson and Co., hav-
ing urgent business in the Rumanian capital, hired the
machine from the LepAerial Travel Bureau for a flight to
Bukarest.

He left London on. Sept. 12th and arrived in Bukarest on
Sept. 16th, delay being caused in Belgrade by the Serbian
War Office, who mistook the travellers for Bolshevik envoys.
During a stay of nearly a month Mr. Wright transacted busi-
ness, retaining the machine to return as soon as possible.
On Saturday he left Bukarest, spent the night in Vienna,
continued on Sunday to Strasbourg in one flight, and on
the nth completed the journey to London without landing,
covering the 420 miles from Strasbourg to London in 3 hours
55 min. The return journey from Bukarest was made in only
12 hours' actual flying time.

Both Mr. Wright and his pilot, Mr. Perry, were very
pleased with their flight, which was the first between the two
cities. The journey from Bukarest, which occupied only aj
days, would have, by rail and boat, occupied at least 5' days.

Reduction in Freight Rates

On and after Friday, Oct. 1st, 1920, the freight rates for
goods carried on the Handley Page Air Services between Lon-
don-Paris and London-Brussels and vice versa, will be further
reduced as follows : — ■

From London : — Up to 100 lb., is. 3d. per lb; ever 100 lb.,
is. per lb.; minimum, 2s.

To London : — Up to 50 kilo., 7 fr. per kilo; over 50 kilo.,
6 fr. per kilo ; minimum, 5 fr.

Gloucester,

Oh Sept. 24th the Berkshire Aviation Co. began flying at
Castle Meads, in conjunction with the famous Barton Fair.
Passenger-flights became popular immediately, some four
hundred people being carried during the first six days. Capt.
Robinson — who was piloting the company's Avro machine —
Was busy from morning till dusk, and on Sunday twenty
people from the fair ground looped the loop in succession.

Messrs. Taylor and Holmes walked the wings over the
fair on Saturday and thousands of people immediately flocked
onto the aerodrome — evidently preferring aerial stunts to
the less exciting pastime of hoop-la and fortune-telling. Free
flights have been given in connection with the Gloucester
Citizen.

On Saturday the Berkshire Aviation Co. leave Gloucester
for King's Heath, Birmingham, where they will fly in con-
junction with Messrs. Holmes and Jones for a period of two
weeks.

Brooklands.

A series of thefts from aircraft stores on Brooklnnds aero-
drome have taken place recently Over a week ago more than
forty aeroplane watches disappeared mysteriouslv, there being
nc evidence of forcible entrance to the building in which they
were stored. — J. F. S.

FOREIGN INTELLIGENCE.

FRANCE.

A correspondent in France writes : —

Air Posts of Banks.

You will be pleased to learn that the Westland machines
'have more than covered their expenses on this first fort-
night's working. Cou-rtney is just wonderful at getting
through.

The A.P.B. have working arrangements with the Messa-
geries Aeriennes and Grands Express Aeriens, thus making

a very solid group, and no passenger can ever be let down
completely, not even during the winter.

Complaints.

It was really too funny when passing over Lympne on
Sunday (Sept. 26th) in the fog, to see all the little black ant-
like dots rush out and put a lot of bi<j letters on the ground
backwards so that we could not read them. On walking to
the back door of the Farman I found that they were C33, etc.,
referring to the land side instead of the Channel, which was

22.BILL1TEF? STREET. LONDON, E.C., a^d
LONDON TERMINAL AERODROME, CROYDON.

Tele(3r\or\e : Avenue 3SIS.

October 13, 1920 The Aeroplane 659

Reliability

B.T.H. Magnetos at Martlesham Heath,
Air Ministry Trials.

Large Aeroplane Class.

First Prize - Not awarded.

Second Prize *• Handley Page. Napier " Lion " Engine

fitted with B.T.H. Magnetos.

Small Aeroplane Class.

First Prize - Westland Six-Seater. Napier "Lion"

Engine fitted with B.T.H. Magnetos.

Second Prize - 3opwith "Antelope." Wolseley Hispano

"Viper" Engine fitted with B.T.H.
Magnetos.

B.T.H. - the Quality Magneto.

The BRITISH THOMSON-HOUSTON CO., LTD.

Lower Ford Street. :: :: :: :: Coventry-

Member of the British Ignition ^Apparatus ^Association.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

66o

The Aeroplane

October 13, 1920

our direction. Very useful that. Being Sunday and ahead
of time, we went foi a little "Balade" along the Seine, and
even then arrived before the wireless notification of our de-
parture from Croydon. Such is our boasted British organisa-
tion in Commercial Aircraft.

A New Spad.

The new Spad o-passenger machine for the Napier engine
is in hand, and is likely to be interesting. As you know, the
Spad monocoque fuselages are some 700 lb. lighter than a
corresponding trussed construction of another "make, which
means so much extra commercial load possible for the same
speed and engine. The corresponding six-passenger machine
fcr the 300-h.p. Salmson engine is ready for test'?."

A Besson Seaplane.

M. Besson is starting the construction of a four-engine (300
Salmsous) boat seaplane for passenger-carrying whicli is likely
to be good. — K. N.

The Buc Tourney.

The Buc aviation meeting, which took place during the
week 4th-ioth Oct., was the outstanding French aviation
-success of the year and seems to rank second 111 popularity
only to the R.A. F. pageant at ITendon. The Buc-Brussels
and Buc-London races were the events of the meeting.

M. Thierry, on a Breguet, won the "Concourse of dexterity
and address." The world's speed record was broken by
de Romanet, on a Spad. He attained a speed of 292 km. 680 m.
per hour. Sadi-Lecointe subsequently beat tin's performance
by 1 km. per hoar, but as the F.A.I, rules state that a speed
record has to be exceeded by 4 km.p.h. to be homologated,
de Romanet's record stands. If Sadi had started first he would
have held the record.

GERMANY.

The Danish correspondent of The Aeroplane writes : —
During the Frankfurt /Main fair the Deutsche Luft-Rederei,
Sablatnig and Rumpler all compete on special Berliu-Leipzig-
Frankfurt services. The Lloyd Air Service, Bremen, has
further a Rumpler Munich-Frankfurt and a Balug Basel-
Frankfurt service. — E. H.

German Meteorological Aerial Report Service. '

To help the fostering of German and international air
traffic the Prussian aeronautical observatory at Lmdenberg
issues three times a day "News for Pilots" through the
Konigswusterhausen wireless station, containing the altitude
and wind registrations of the stations Swinemiinde, Man-
chester, Felixstowe, Paris and Prague. Other information
of importance for flying on the different routes, such as the
temperature at altitudes, and about clouds and visibility is
also given in the figures of aerological observations, the code
for^ which can be had gratis on request.

The sending times are 07.06, n.co, and 16.50 o'clock, or in
case of trouble 11.25 and 17.10, on 3,200 and 2,mx- metres con-
tinuous wave length. Call signal LP-

The report of Sept. 9th is given as a specimen, containing
in figures the temperature, the moisture degree and wind
velocity of Lindenberg up to 3,000 m., of Friedrichshafen up
to 3,100 m., and of Seerappen till 1,900 m. Further, the
wind registrations of the stations above. Information can
always be had over the telephone ; call, Beeskow 40.
The Keeping of German Sheds.

The negotiations of the German Government with the Allies
have resulted in the permission to rebuild two flying sheds
and the works at Gotha for industrial purposes, which should
have been taken down according to the Versailles Peace
Treaty.

Research Work of German Aircraft
Manufacturers.

Germany's first pilot, Plans Grade, who during the war sold
his aeroplane and two-cycle aero engine works at Bork to
the Automobil and Aviatik Co. as a branch has just had an
experimental limited company formed. And the German
Stahlherz rotary engine manufacturer, Otto Schwade, at Erfurt
advertises for soaring flight exponents or glider designers.
German Recognition of McGudden.

The German aero journal, Illitstrierte Flug-Weit, of Leipzig,
publishes in its last two issues extracts from Major
McCudden's honourable flying career, the passages from his
book of the Voss fight and his opinion of the German pilots
being translated.

20,000 German Aero Engines Destroyed.

The Berlin paper, Berliner Zeiiung am Mitiag, contained
recently the following advertisement : — "Destroyed aeroplane,
seaplane and airship engines of different German makes for
sale in quantities of 1,000 to 20,000. The engines have been
rendered useless and must be destroyed further by rendering
the crankshafts, crankcases, C3'linders, pistons, connecting
rods and bearings, push rods, valve gears and carburetters
useless according to and satisfying the instructions of the
Iiiter-Allied Aeronautical Commission of Control. All offers
must be handed in before Sept. 1st, 1920. Description of how
the destroying is to be carried out can be had from the

address : Bureau de Liquidation du Materiel de Guerre, Berlin,
S.W.n, Koniggratzer Strasse 30."

The Aeroplane Carries its own Shed.

The new Sablatnig parasol limousine monoplane, of Bat
F.K.26 fuselage outlines, that was described in The Aeroplane
of May 12th; has now been tested, out in actual service. As
an innovation can be mentioned that this C.3 model carries
its own tent, which weighs 3c kg. of the 1,000 kg. useful load,
and when the planes- are folded along the body, rests on the
leading edges and the propeller tip.

ITALY.

The Italian correspondent of The Aeroplane writes : —
The Failure of the Weather.

The execrable weather conditions with persistent relapses
have put a stop to' most pleasure-flying and a lot of useful
work. The only event of interest is the arrival of Maddalena,
whose doings and troubles in Switzerlan 1 were here men-
tioned early in September, at Riga, whence he was to pro-
ceed to Reval and Helsingfors to deliver the big S.9, the
first of a batch purchased by Finland. The flight of 4,000 km.
via Germany, Holland, Denmark, Sweden— and, of course,
Switzerland, as already reported — has been accomplished so
far 111 six stages.

A Restoration of Flying.

Owing to the improved political conditions flying in the
provinces of Milan and Turin is again permitted to all ana
sundry licensed pilots.

A Co-operative Society.

The most important event of the week has been the meet-
ing held at Milan of the personnel essential to aerial naviga-
tion, viz., pilots, motorists, fitters, and designers, tc form a
co-operative trading concern. The members' shares are of
100 lire each, but some half a million lire were announced as
having been advanced to the co-operative by a financier. All
profits accruing from the employment of these sum-' will be
divided between members. A similar concern is nearly under
way among the Ro-jpian flying people. With so many pushers
Italian aviation seems bound to get moving efficiently

The Fiat Soviet.

Some excitement 011 'change was caused by the rumour—
based 011 solider foundations than some such — that the Fiat
was to be run by the workers for the workers. Later reports
seems to give it as a fact that the directors' offei to this
effect has not been accepted by the men, who rather funk
starting to put their theories into practice on such a big
concern. :,J

Supplies to Finland.

The departure of ■_ some more S.i6s for Helsingfors is
imminent. Meanwhile, after a journey of 14 hours, a
land-going machine has reached Posen from Turin with two
on board, the distance being, it is claimed, 2,300 kilometres,
the weather as bad as it is now generally.

The Forlanini Airship.

On her way to propagate the desirability of aerial travel
Forlanini 6 had an accident to her steering gear and had to
land and do a night out near Gallarate a few days back. The
25 passengers, being mostly business men, were thus landed
close to industrial centres to visit which, unexpectedly, may
not, one hopes, have. been fruitless. — T. S. H.

SIR FREDERICK SYKES ON CIVIL
AVIATION.

At the Royal Society of Arts on Oct. Sth, Major-General Sir
Frederick Sykes, G.B.E., K.C.B., lectured betore the Royal
Aeronautical Society on "Civil Aviation." Mr. Illingworth, the
I'ostmaster-General, was in the chair. The lecture!1 outlined
existing conditions in regard to commercial aeronautics and
said that safety and leliabilitv were the main factors of success
in aerial transport. In regard to the desirability of discover-
ing a fuel for aircraft less dangerous than petrol he said that
"many of us tend to think that steam may one day come into
its own in place of the petrol encdne."

He said that Wm. Bearduiore and Sons, Ltd., proposed to
run an experimental mail service between London and Glas-
gow.

In the discussion that followed, the Lord Montagu of
Beaulieu thought that the Postmaster-General should assist
civil aviation, and Mr. Handley Page said that Government
financial assistance was absolutely necessary.

The Postmaster-General did not agree that the postal service
governed the future of commercial aviation, as he thought
mails would always be auxiliary cargo to the cairiage of
passengers and goods. Steamship lines and railways could
not exist by mails alone. Air mails were increasing rapidly
and he was glad of it, and would do all in his power to assist.

He did not think Government subsidy desiiable, as that
implied Government control, and Government control was-
the bo>adest and suiest road to bankruptcy yet devised.

October 13, 1920

The Aeroplane

661

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662

The Aeroplane

October 13, 1920

THE ROYAL AERONAUTICAL SOCIETY.

WEEKLY NOTICES.
Lectures.

Sir Humphrey Rolleston, K.C.B., late President of the Royal College
of Medicine, will take the chair at Wing Commander Flack's paper
on "The Human Machine in Relation to Flying" on Nov. "4th.

The lecture on "Airship Mooring" will be read on
Dec. 2nd by Flight Lieut. F. L- C. Butcher.

Major-General Sir F. H. Sykes, G.B.E., K.C.B.,
read the inaguural paper of the fifty-sixth ses-
sion at the Royal Society of Arts, John Street,
Adelphi, at 5.30 p.m on Thursday, Oct. 7th. The
Postmaster-General (Right Hon. A. H. Illingworth,
M.P.) was in the chair.

At the next meeting, on Oct. 21st, two papers will
be read : "A Comparison of the Flying Qualities
of Single and Twin Engined Aeroplanes," by Sqdn.
Leader R M. Hill, Associate Fellow; and "Night
Flying," by Mr. Cecil Baker. Major-General Sir
W. S. Braucker, K.C.B., will be in the chair.

Journal.

The October issue of the Journal, which is now available, contains
an. original papei of great interest to engineers in general,, as well
as the aeronautical profession— particularly those using F.S.W. ropes
in mining or other industries. It has been prepared by Mr. Walter
Scoble as an account of his research work on wire ropes at the East
London College. An important paper by Mr. Harris Booth on "The
Design of Spars with Offset Pin-Joints" is also included in the same
issue.

Air Conference.

The' paper on "Technical Aspects of Service and Civil Aviation" at
the Air Conference will be read on behalf of the Society by Captain
F. S. Barnwell, Fellow, at 5 p.m. on the second day, Wednesdav,
Oct. 13th.

A very limited number of tickets for the Conference have been
received from the Air Ministry, which are in the first instance being
offered to Fellows of the Society. If any technical member desiring
to take part in the discussion on any particular paper will apply to
the Secretary, efforts will be made to arrange for a special ticket.
Owing to the extremely limited accommodation which is understood
to be available, it is feared that it will be impossible to obtain tickets
for any members other than those intending to speak.

Early Correspondence.

The Secretary's researches into old correspondence in the office have
revealed a large number of autograph letters from early pioneers and
others, many of which are of extreme interest as bearing upon the
history of the Society. Among them are letters from Sir Edwin Arnold
(as Member of the Council), Henry Coxwell, Thomas Moy, Sir Hiram
Maxim, Octave Chanute, Wilbur and Orville Wright, Robert Cocking,
Santos Dumont, Major Moedebeck, Major Parseval, Count Zeppelin,
Percy Pileht-r, Lawrence Hargrave, and many others.

W. Locxwood Marsh,

Oct. 1st, 1920. Secretary.

Draughtsmen.

The Secretary has been informed of a vacancy in an
aeronautical drawing-office for an experienced draughtsman at
a commencing salary of ^300 per annum. Any member desirous of
applying for the post should forward his name to the Secretary by
letter, together with full details of his experience and copies of
testimonials.

. Annual Dinner.

Owing to the difficulty of finding accommodation, it has been found
necessary to postpone the annual dinner until November. A definite
announcement as to date and place will be male shortly.

Forthcoming Arrangements.

It is hoped shortly to be able to announce an addition to the lecture
programme in the shape of a paper describing certain experiments
which have been carried out in the direction, of producing a prac-
tical direct-lift heavier-than-air machine. This is a matter which has
in the past been the subject of many papers read before the Society,
and it is hoped that the paper and discussion will result in thr/ dis-
semination of the latest information in this particular line or research.

Library.

The following books have been received and placed in the Library :
"The Struggle in the Air, 1914-1918," Charles C. Turner; "Design
of Aeroplane Engines," John Wallace; "English-French Aero Dic-
tionary," Leonard Henslowe.

• W. Lockwood Marsh,
Oct. 8th, 1920. . Secretary.

THE ROYAL AERO CLUB.

FINANCE COMMITTEE.
A Meeting of the Finance Committee was held on Wednesday, Sept.
22nd, 1920, when there were present Mr. J. H. Nicholson, in the Chair,
Lieut. -Col. F. K. McClean and the Secretary.

HOUSE COMMITTEE.
A Meeting of the House Committee was held on Monday, Oct. 4th,
1920, when there were present Mr. Ernest C. Bucknall, in the Chair,
Major H. Graeme Anderson, Mr. Herbert J. Corin, Mr. Henry Knox,
Lieut.-Col. F. K. McClean, and the Secretary.

COMMITTEE MEETING^.

A Meeting of the Committee was held on Wednesday, Oct 6th, 1920,
when there were present Brig -Gen. Sir Capel Holden, K.C.B., F.R.S.,
in the Chair, Major-Gen. Sir Sefton Brancker, K.C.B., Mr. Ernest C.
Bucknall, Lieut.-Col. Spenser D: A. Grey, D.S.O., Squadron-Leader T.
O'B. Hubbard, M.C., R.A.F., Lieut.-Col. F. K. McClean, Lieut.-Col. Alec
Ogilvie, Lieut.-Col. Mervyn O'Gorman, C.B., and the Secretary.

House Committee. — The report of the Meeting of the House Commit-
tee held on Oct. 4th, 1920, was received and adopted.

Election of Members. — The following New Members were elected : —

Archibald John Curry ; Norman Gordon Stewart-Dawson ; Archibald
James Greenshields ; Flight-Lieut. William Arthur Skeate, R.A.F.

Life Membership. — The following were elected Life Members : — Capt.
C. B. Bond, The Lord Foley.

The following Resolution was unanimously passed : —

"Resolved that from this date the Compounding Fee for Life Mem-
bership be Seventy Guineas."

Finance Committee. — The report of the Meeting of the Finance Com-
mittee held on Sept. 22nd, 1920, was received and adopted.

Air Conference. — The following were appointed to represent the Club
at the Air Conference to be held at the Guildhall, London, on Oct.
12th, 13th, and 14th, 1920 : —

Brig. -Gen. Sir Capel Holden, K.CB., F.R.S. ; Major-Gen. Sir Sefton

Brancker, K.C.B.<; Air Commodore E. M. Maitlan'd, C.M.G., D.S.O,
R.A.F.;- Lieut.-Col. J. T. C. Moore-Brabazon, M.C , M.P. ; Lieut.-Col.
Mervyn O'Gorman, C.B. ; Mr. Howard T. Wright.

Paris-London-Paris Race tor Transport Machines. — The details dis-
cussed with the Aero Club de France were reported and the Secretary
was instructed to make arrangements at Waddon Aerodrome, Croydon,
for the supply of petrol, ballast, etc. The following officials were ap-
pointed to represent the Club at Croydon and Paris : —

Crovdon :— Brig-Gen. Sir Capel Holden, K.C.B., F.R.S. ; Wing-Com-
mander W. D. Bcatty, C.B.E., A.F.C, R.A.F. ; Squadron-Leader T. O'B.
Hubbard, M.C, R.A.F.,; Lieut.-Col. F. K. McClean; Mr. H. E. Perrin,
Secretary; M. B. Stevenson, Assistant Secretary.

Paris :— Lieut.-Col. W. A. Bristow; Major R. H. Mayo.

Flying Machines for the Use of Members. — The Secretary reported
the present position in regard to the machines acquired for the use of
the Members

Gordon Bennett Aviation Cup, 1920.— The report cf the Club Officials
who attended the Gordon Bennett Race at Etampes was received, and
it was decided to vote a sum of Two Hundred Guineas to Mr. F. P.
Raynham in recognition of his very sporting effort to win the Cup for
Creat Britain.

A vote of thanks was passed to Lieut.-Col. F. K. McClean, Lieut.-Col.
Mervyn O'Gorman, C.B., Lieut.-Col. W. A. Bristow, and Mr. R. J.
MacGeagh-Hurst for the assistance rendered by them to the British
Competitor at Etampes.

Aviators' Certificates. — The following Aviators' Certificates wer
granted : —

7885 Harold Stunde (Esthonian subject) ; 78S6 Leo Janv (Esthonian sub-
ject) ; 7887 Richard Teiman (Esthonian subject) ; 7888 Carl Fiscar (Estho-
nian subject) ; 7889 Jacob Tillo (Esthonian subject) ; 7890 Konstanti"
Kursmanfl. (Esthonian subject) ; 7891 Paul Paev (Esthonian subject) ;
7892 Frederick Ellam; 7893 Harold James Ellam; 7894 Jose Cabral (Por-
tuguese subject); 7895 Archibald James Greenshields; 7896 Marion
Hughes Aten; 7897 George Fredrick Tetley; 7S98 William Pool; 7899
Nikolai Tuimann (Esthonian subject) ; 7900 Christian Ernest Pitman.

COMING EVENTS.

OCTOBER.

Tues , 12th, Wed., 13th, Thurs., 14th.— Air Ministry Air Conference in
London.

16th, Sat.— No. 4 Squadron Dinner at 8 p.m. at Savoy. Particulars
from Lt.-Col. Carthew, 2, Mitre Court Buildings, Temple,

E.C.4.

21st, Thurs.— R.Ae.S. lecture. "A Comparison of the Flying Qualities

of Single and Twin-Engined Aeroplanes," by Sqdn. Ldr. R. M.

Hill, R.A.F.* "Night Flying," by Cecil Baker.
23rd, Sat.— Gordon Bennett Balloon Race at Indianapolis.

International Aero Exhibition, Prague, opens.
73rd Wing, R.A.F., Reunion. Particulars from Mr. C. F. H.

Bloom, 17, Welbeck Street, W.i. ; or Mr. Leonard Bridgman,

c/o The Aeroplane, 175, Piccadilly, W.i.

NOVEMBER.
First week —Latvian Trade Fair, Riga, closes
2nd, Tues.— International Atro Exhibition, Prague, closes.
4th, Thurs.— R.Ae.S lecture. "The Humari Machine .m Relation to

Flying, ' by Col. Flack.*
18th, Thurs. — R.Ae.S. lecture. "The Design of Aeroplane Control Sur-
faces, with Special Reference to Balancing,'' by H. B. Irving,
"Airscrews," by A. Fage *

DECEMBER-

2nd, Thurs. — R.Ae.S. lecture. "Airship Mooring," by Flight Lt. F. L
C. Bitcher, and "Airship Piloting," by Major G. H. Scott,
C.B E , A.F.C* . , l,

16th, Thurs.— R.Ae.S. lecture. "Possible Developments m Aircraft En-
gines," by H. Ricardo. "The Instalment of Aeroplane En-
gines," by A. T. Rowledge.*

JANUARY— I92I-

20th, Thurs. — R.Ae.S. lecture. "The Cost of Air-Ton Miles Compared
with other forms of Transport," by Lord Montagu of Beaulieu.'
FEBRUARY— 1921.

3rd, Thurs.— R.Ae.S. lecture. "Meteorology and Aviation," by G. Dob
son. "Ground Engineering,'" by Wing Cdr H. W. S. Outram.*

17th, Thurs —R.Ae.S. lecture. "The Handley Page Wing," by F. Hand-
ley Page.*

MARCH— 1921. '

3rd, Thurs. — R.Ae.S. lecture. "Airship Fabric," by J. W. W. Dyer.

"Parachutes," by Major T. Orde Lees.*
17th, Thurs.— R.Ae.S. lecture "Flying-Boat Construction," by Capt. D.

Nicolson. *

• All the Royal Aeronautical Society's lectures will be given in the
theatre of the Royal Society of Arts, John Street, Adelphi, at 5.30.

MORTGAGES, CHARGES <S SATISFACTIONS.

Bournemouth Aviation Co., Ltd — Further charge- on cer-
tain lands and premises; etc., at Redhill, Ensleury, Dorset,
dated Sept. 14th, 1920, to secure 7s. Holder : W. E.

Tucket, Marlands, Yeovil, Somerset.

SUBSTANTIAL REDUCTIONS IN j

HEAT TREATMENT COSTS \

owing to high efficiency and scientific accuracy

of design and general excellence of construction, ;

BY THE

Revergen

FURNACE

Full particulars of how this reduction is brought
about can be obtained by applying for a free
booklet on this subject from the Patentees,

j^DAVISfWNACE C2

D1AHOND TOVXQVXrLUT01LBfpS.

(Proprietors ; The Davis Gas Stove Co. Ltd,) \

October 13, 1920

The Aeroplane

663

INDEX TO ADVERTISERS

Accles & Pollock, Ltd

Front Cover &

Brown Brothers, Ltd.

633

Napier, D., & Son, Ltd

643

Inside Front Cover

Cellon, Ltd

... Inside Back Cover

Naylor Brothers, Ltd .-.

... ... 661

Aircraft Disposal Co., Ltd., The

656

Coan, R. W

656

New Pegamoid, Ltd

... ... 663.

Arrol-Johnston, Ltd

... Front Cover

Davis Furnace Co., The ...

662

Roe, A. V., & Co., Ltd

63

Auster, Ltd

... Front Cover

Eastbourne Aviation Co. , Ltd.

.. Inside Back Cover

Rolls-Royce, Ltd

649

Beardmore Aero Engines,

Ltd., The

Fairey Aviation Co., Ltd. , The

639

Rubery, Owen & Co.

661

Front Cover & 651

Grahame- White Co., Ltd.

663

Beardmore, William, & Co., Ltc

645

Hancock, James Lyne, Ltd.

663

Sagar, J., & Co., Ltd

.. Back Cover

Bowden Brake Co., Ltd,, The ...

663

Imperial Light, Ltd.

..Inside Front Cover

Sankey, J. H , & Son, Ltd.

661

Bray, Gibb & Co., Ltd

663

Instone Air Line

658

Sunbeam Motor Car Co., Ltd. ...

655

Bristol Aeroplane Co., Ltd.

640

Johnson & Phillips, Ltd. ...

633

Supermarine Aviation Works, Ltd.

... Back Cover

British Emaillite Co., Ltd., The

... Front Cover

MacLennan, John, & Co. ...

Front Cover

Titanine, Ltd. Front Cover & 653

British Thomson-Houston Co., Ltd., The ... 655

Mendine Co

663

Vickers, Ltd

647

Aviation Insurance

Go to the most experienced Aviation brokers :

Bray, Gibb & Co., Ltd., 166, Piccadilly, W.l.

ADVICE GLADLY GIVEN.

TRADE CARDS.

Read "L'AIR"

The Most Interesting of French Aviation Papers.

FOR SALE AT

"The Aeroplane" Publishing Office,
61, Carey Street, W.C.2. Price 6d.

GRAHAME- WHITE FLYING SCHOOL.

First in 1909 and first ever since. The New System embodies 2 courses:
Course 1 , — R,Ae. Certificate.
Course 2.— ALL STUNTING (Optional),

On completion of the la ter course, pupils are competent to perform
all kinds of trick flying. Forfull particulars apply the

GRAM AM E- WHITE COMPANY LTD..

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USED BY THE LEADING AEROVLANE CONSTRUCTOH3.
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KINDLY MENTION "THE AEROPLANE WHEN CORRESPONDING WITH ADVERTISERS.

664

The Aeroplane

October 13, 1920

MISCELLANEOUS ADVERTISEMENTS.

SPECIAL PREPAID RATE : 18 words 2/- : Situations Wanted ONLY, 18 words 1/- ; Id. per word after TRADE ADVERTISEMENTS ,
in these columns, 3 lines 5/- ; i - per line after. Public Announcements, Legal Notices, Auctions, Contracts, etc., 2/- per line.
For the convenience of Advertisers, replies can be received at the offices of " THE AEROPLANE," 61, Carey St., London, W.C.2.

PATENTS.

PAGE WHITE and VAUGHAN (late Page and
Rowlingson), Chartered Patent Agents (Consult-
ing Engineer, Mr. S. E. Page, A.M. Inst. CE ), 27,
Chancery Lane, London, W.C. Tel., 332 Central.

HENRY SKERRETT (H. N. Skerrett, A.I.A.E.,
A.I.Mech.E-, Associate I.E.E., Fellow of the
Chartered Institute of Patent Agents), Patents,
Designs and Trade Marks. — 24, Temple Row,
Birmingham.

MR. CHATWIN, A.I.EE-, Patent Agent, Aircraft
Engineer and Inspector. Telephone : Holborn
6109. 253, Gray's Inn Road, London, W.C.I.

MISCELLANEOUS.

REPAIR WORK SPECIALISTS.— Skilled Riggers
and Mechanics sent to any part of the British
Isles to eilect repairs. All types of machines. War
machines reconstructed for Civil Aviation. Esti-
mates on application. — Central Aircraft Co., 179,
High Road, Kilburn, London.

MODELS.

First-Class Model, Petrol-motors and Castings,
unique; interesting. List 3d. — Madison Motories,
Littleover, Derby.

SITUATION WANTED.

AERONAUTICAL ENGINEER, fully experienced
in all branches of aero-engine manufacture, dis-
engaged shortly, wishes to get in touch with a
first-class firm. Licensed ground engineer. — Box
No. 4,914, The Aeroplane, 61, Carey Street, W.C. 2.

SITUATIONS VACANT.

AERO . RIGGER-SAILMAKER required immedi-
ately /or work in British Colony. Sound know-
ledge of rigging and handling flying boats and
seaplanes essential, preferably Supennarines and
Avros; capable of stripping and recovering planes,
with a knowledge of hull work. Must qualify
for Ground Engineer's certificate. Preference-
given to ex-R.A F. men. Position requires energy
and keenness for pioneer, work. Strict soberness
essential. Apply by letter only, stating full re-
cord and enclosing references, to Major Cochran-
Patrick, 166, Piccadilly, W.i.

FOREMAN AERO ENGINE FITTER required
immediately for British Colony. Sound know-
ledge of Beardmore and Clerget engines and
supervision of workshops essential. Must qualify
for Ground Engineer's certificate. Preference
given to ex-R.A.F. N.C.Os., especially those who
are known to Majors H. Hemming and Cochran-
Patrick. Position requires energy and keenness
for pioneer work and experience in handling of
men. Strict soberness essential. Apply by letter
only, stating squadrons and COs. served under,
and enclosing references, to Major Cochran-
Patrick, 166, Piccadilly, W.i.

FOR SALE.

TRANSFERS. — Firms requiring Transfers should
write to the makers. — A Bird and Co., Latimer
Street, Birmingham.

STEEL HOSE CLIPS for sale in all standard
sizes, I in. to if in.— Apply, The Salvage Depart-
ment, The Austin Motor Co., Ltd., Longbridge
Works, Northfield, Birmingham.

QNE second-hand, but in good condition, Wadkin
Propeller Shaping Machine for propellers up to
14 ft. long, travelling head and cutter with 15 in.
cross-traverse and 7 in. longitudinal ditto, straight
bed 9 ft. 6 in. long, fast and reversing pulleys.—
The ludson-Jackson Company, Ltd., 50, Marsham
Street, Westminster, London, S.W.i.

A BARGAIN !— Dyke's Automobile and Gasoline
Engine Encyclopaedia. Sixth edition, 1918, pub-
lished at 21s. net. Good as new. 7s. 6d. post
free. — R. M. Gunter, c/o The Aeropmne, 61, Carey
Street, W.C. 2

AEROPLANE WHEELS, complete with tube and
cover; condition as new; all sizes; 15s. to 25s.
each. — A. S. C, 21, Lydon Road, Clapham, S.W.4.

NINE ROLLS ROYCE EAGLE ENGINES for
sale; require overhauling; X&5 each. — A. S. C, 21,
Lydon Road, Clapham, S.W.4.

An Invaluable History. A Handsome Volume.

A Great Record of the French Air Force.

L'AERONAUTIQUE PENDANT LA GUERRE MONDIALE

Containing chapters by M. Marchis, Professeur d'Aviation a la Sorbonne, M.
Dumesnil, M. G. Menier, M. le Commandant Brocard, M. le Captaine de Lavergne,
M. le Colonel Dorand, M. le Commandant Martinot-Lagarde, M. le Colonel Paul
Dhe, M. le Captaine Toussaint, M. le Commandant Caquot and a host of other
technical experts and leading aeronauts.

The book makes 700 pages of the size of The AEROPLANE, and is beauti-
fully illustrated.

The AEROPLANE is the Agent for distribution in Great Britain, and is able
to offer a few Copies at the Special Price of £2 7s. 6d, Post free £2 10s.

The AEROPLANE AND GENERAL PUBLISHING Co., Ltd., 61, Carey St., W.C.2.

October 13, 1920

The Aeroplane

11

To Clear ! Surplus ! !

THE Aeroplane finds the stock of new
books, such as " L'Aeronautique Pendant
La Guerre Mondiale " and "The Aero
plane Handbook," pressing hard upon its avail-
able shelf and floor space. It therefore proposes
to give its readers the opportunity of relieving
the congestion by an offer of certain surplus
volumes at

One Third the Published Price.

The most beautiful of War Books was Captain Saundby's
"Flying Colours." Edition de luxe, £2 2s. Popular.
Edition, 15s. The copies remaining of the Popular
Edition are now offered at 5s. each, plus 6d. postage.
The book makes a handsome present, and could not be
reproduced for double the money.

The most thrilling of War Books was Jacques Mortane's
"Special Missions of the Air," describing the
dropping of spies behind the German lines. It was
published at 3s. net, and is now offered at Is. net,
postage 4d.

The most amusing brochure on the Air Service was
"The Revelations of Roy," published at Is. The
balance of the Second Edition is now offered at 6d.,
post free.

The Aeroplane & General Publishing Co., Ltd.,

61, CAREY STREET, LONDON, W.C.2.

Now Ready

£1 Is. net.

CCT/?e JD o/d <? of
Proved Efficiency

CELLDN

COLON (RICHMOND) LTD., 22, CORK ST.. LONDON. W.l.

^Teiefifione GerraT«144O(2Unes)7&i^J^riim/AJAVVB,REG,LON00Nr

THE AEROPLANE
HANDBOOK

Edited by
A. J. S WIN TON, (Late R E )

THE AEROPLANE HANDBOOK is intended to
provide a manual for the use of those who are
engaged in the design, manufacture and use of
aircraft.

CONTENTS

AEROPLANE AND AERONAUTICAL INSTRUMENTS. By Captain

A. F. C. Pollard, R.A.F.
STRENGTH CALCULATIONS.

GENERAL THEORY. By John Case, M.A., A.F R.Ae.S.
MATHEMATICS. By John Case, M.A , A.F.R.Ae.S.
HIGH TENSILE STEEL WIRES AND CABLES. By Joseph Wilson,
Dr. R.A.F.

ALLOWANCES FOR BENDING STEEL. By Randolph F. Hall.
THE VIBRATIONS METHOD OF TUNING UP By Ingegnere Carlo

Maurilio Lerici.
AIRCRAFT TESTING.

WIRELESS TELEGRAPHY AS APPLIED TO AIRCRAFT. By R. D.
Bangay.

SPRAY PAINTING, VARNISHING, AND DOPING. By C. L. BURDiCK.
DOPE- By A. J. A. Wallace Barr.
PATENTS AND PATENT LAW. By Arthur Hunt.
SPINNING. By GEORGE H BETTINSON

AIR SPEED INDICATORS — THE PITOT TUBE. By Winslow H.

Herschel.
METEOROLOGY.

GLUE. By Dr George F. Lull, U.S.A.
METRIC CONVERSION TABLES.

TABLES AND DATA (CONVERSION OF DEGREES TO RADIANS).
PERFORMANCE. By JOHN CASE, M.A, A.F.R.AeS.
A NOTE ON STABILITY. By Captain W. Gordon Aston, A.F.R.Ae.S.,
A.M.I.A.E-

PROPELLERS. By E. P King, B.Sc. (Eng.), Lonri A M.I.Mech.B-

The AEROPLANE & GENERAL PUBLISHING, Co., Ltd.

6i, CAREY STREET. W.C.2.

THE

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ESTABLISHED 191!.

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KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

iv

The Aeroplane

October 13, 1920

The Clean Outline

required for perfect mouldings
is economically performed on
this — our Heavy Vertical
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Write its at once for full particulars.

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Manufacturers of Woodworking Machinery,

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LONDON: Aldermary House, 60, Watling Street, E.C.4.
BIRMINGHAM: Chamber of Commerce Buildings, New St.

Flying

Flying Waters and Slipway

WOOLSTON.

Contracto s to

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Boats-

ESTAB

London Office : —

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Contractors to
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Originators of circular hull construction.

The longest experience of FLYING BOAT building in this Country — 8 years.
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J

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I

Printed for The Aeroplane and General Publishing Co., Ltd., by Bonner & Co., The Chancery Lane Press, Rolls Passage,,
London; and Published by The Aeroplane and General Publishing Company, Ltd., at Union Bank Chambers,

61, Carey Street, London, W.C.
ADVERTISEMENT OFFICES, 61, CAREY STREET. W.C.2.
EDITORIAL OFFICES. 175, PICCADILLY, W.l.

HJHi; THE AEROPLANE OCT. 20 1920. | fl | j | fl | f J 1 1 j § | J 1 1 j g | g J 1 1 g 1 1 j 1 1 1 1 1 j j B 1 1 1 1 j | j ■ | £ 1 5 f 1 1 g j j 1 1 j j j § g j I g ] j 1 1 1 S I j J 1 1 1 1 1 1 g 1 1 HI || || || || HI || ||f f |^

WEDNESDAY, OCT. 20, 1920

Vol. XIX. No. 16.

SIXPENCE WEEKLY

[Registered at the G P.O. 1
L as a Neivspapei. J

THE AERO WIND
SHIELD THAT WAS
PROVED BY WAR.

AUSTER LIMITED
London :

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Birmingham :

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BEARDMORE

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The Original

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THE

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The Aeroplane

October 20, 1920

Titanine Dope

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TITANINE

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October 20, 1920

The Aeroplane

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mm

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FIRTH'S 370 NICKEL STEEL.

Fqulvalent to Air Ministry Specifications S8, So, Sio; and Engineering St mdard
Specification No. 75, 3°/, Nickel Steel.

This Steel is recommended for parts that are subjected to torsion shock
or bending. It is supplied in billets or rolled bars, the latter either
as rolled or heat treated.

"F.N. 3," owing to its uniformity and freedom from surface or internal

defects or hard spots, is largely used in motor manufacture.

Firth's Handbook on Aeroplane steels gives full specifications of this and other
standardised qualities, including analysis and mechanical properties.

THOS. FIRTH & SONS, LTD., SHEFFIELD.

99jBBHj^BHBBE$ ~' : ' '^mSSSF ~T~ ,n i iiiiii|§||M[M^^

666

The Aeroplane

October 20, 1920

'tefp¥o£' WcritoriDu^ ok, Record

</ f J V- < C. G. Grey, " ^Aeroplane."

AERIAL DERBY MEETING.
The "AVRO BABY"

WON

FIRST PRIZE -
FIRST & SECOND PRIZES - 1920

IN THE ROYAL AERO CLUB HANDICAP.

The "AVRO BABY"

which flew in both the above races was the identical

machine which flew from

LONDON TO TURIN in 92

(650 miles on 20 gallons of petrol)

A. V. ROE & CO., LIMITED,

AVRO WORKS, NEWTON HEATH, MANCHESTER.

Telephone: City 8530. Telegrams: "Triplane," Manchester.

London Office: Experimental Works: Australian Agents:

166, Piccadilly, - — Hamble Australian Aircraft and Engineering Co., Ltd.,

Union House, 247, George St., Sydney, N.S.W.

WI.

'Phone: Regent 1900.
'Grams: " Senalpirt,
Phone."

Hamble
Southampton.

Telephone: Hamble 18
Telegrams ; " Roe," Hamble.

Telephone: City2,;72.
Cable Cipher: "Aviation," Sydney.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

OCT. 20,
1920.

THE

VOL. XIX.
No. 16.

EAERQpLANE

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ON THE NEEDS OF CIVIL AVIATION.-II.

The Air Conference's Mistake.

What is actually needed at the moment to make a success
of Civil Aviation, or at any rate of such Civil Aviation as
exists to-day, is two Frenchmen, two Englishmen, four motor-
bicycles and a little common-sense.

While the Air Conference has been resoluting in favour of
subsidies and orating on what aviation is going to do ten years
hence it has entirely lost sight of what is needed at this actual
immediate present moment. Foresight is an excellent thing,
but it is no use having eyes like telescopes if they cannot read
small print, and it is no use looking years ahead if one cannot
see what is needed to-day.

No doubt the voluminous reports in the daily Press of the
magnificent visions set forth at the Conference have done-
much to inspire the Man in the Street with faith in the future
of aviation, whatever erroneous ideas he ma}' have acquired
as to its present state. But so far as one can judge nothing
has been said or done to prove to the Man in the Office that
Civil Aviation can help his business at this "directly minute"
— as the children say.

Prove to the Man in the Office that he can get his letters
delivered to or from Paris or Brussels or Amsterdam a few
hours earlier by air mail than he does by train and boat, and
he will use the air mail regularly, twopence or no twopence
extra. But he is not going to spend his twopence for
nothing. And so far, in the majority of cases, he gets nothing
for his twopence, because he does not get quicker delivery
by air mail — at any rate between England and France.

Where the Fault Lies.

It is no fault of the Air Transport lines. It is entirely the
fault of the French and British Post Offices. A lettei leaves
London or Paris some time before midday of one day. It
arrives in Paris or London at latest by 15.30 (3.3c p.m.) the
same day. It ought to be delivered at latest by 17.30 (5.30
p.m.) in any of the business districts. And in the great
majority of cases it is not so delivered.

The reason is simply that there is no proper system of com-
munication between the Aerodromes and the General Post
Offices either in London or Paris, and that the carrying
of mails is confined to certain lii.es. The British Post Office
will not send mails on French aeroplanes and the French
Post Office will not send mails on British aeroplanes. Con-
sequently mails have to go by certain machines when those
machines go, and not, as ought to be the case, by the first
machine which leaves after the mails reach the Aerodrome.

A batch of letters may arrive from the Post Office at the
Aerodrome by road and be there for hours because the air
line which holds the mail contract is held up for some reason
or another, whereas if the mails were sent by the first machine
ready to leave (contract line or not) they would arrive at
the other end that much sooner.

And when the mails arrive at the Aerodrome by air they
may lie there for hours because there is no motot cyclist to
take them to the Post Office. One has oneself known a bag of
mails from France to lie for two hours in the office of a
firm at Croydon (without anv official supervision^ because
there was no way of sending them to the General Post Office,
so, of course, they could 'not be delivered during business
hours.

The Simple Remedy.

The remedy is so simple as to be ludicrous. There should be
two motor-cyclists continually plying between the. General
Post Office in London and Croydon, and two between the
General Post. Office in Paris and Le Bourget, between 07.00 in
the morning and 19.00 (7 p.m.) in the evening, starting from
the Aerodrome and from the Post Office respectively.

The one from the Post Office would deliver at the Aerodrome
all letters for the air mail received up to the moment of his
departure. These letters would leave by the first aeroplane
ready to start.

The one from the Aerodrome would take to the Post Office
all letters received by air. As there would be none at 07.00 in
the morning he would merely arrive empty-handed on that
journey and would return to the Aerodrome with any letters
for the air mail which arrived after the other man left.

Meantime the man who started from the Post Office would
bring back from the Aerodrome any letters which had arrived
by air after the other man had left. If there were none he
would return at once, empty handed. Obviously there would
be few letters arriving by air before 11.00 in the morning, and
none would he leaving after 14.00 in the afternoon in the
winter, but there would be letters from the Post Office to the
Aerodrome all the time.

Thus there would be a motor-cyclist to and from the Aetro-
drome and the Post Office at least once every hour during the
day, and probably once every half-hour during the busy hours
between 10.00 and 16.00 hours in the Winter and between
0S.00 and 20.00 hours in the Summer.

Thus no letter would ever wait more than half an hour
either at the Post Office or at the Aerodrome without being
sent a step farther on its journey. And so the Man in the
Office would get his letters in London or Paris during busi-
ness hours. Which he does not do at present.

Real Propaganda.

Convince the Man in the Office that the air mail is a real
live force in Commerce, and he will soon learn to believe in
air transport for goods and passengers. And then commercial
aviation will develop of its own accord on its merits.

Real merit is the best of all forms of propaganda. One has
done one's best personally, by tackling the Trade and
Technical Press, to inspire belief in the air mail. One fears
that one has unintentionally deceived a good many people in
the course of this effort, for one was oneself deceived, by the
Department of Civil Aviation and by the announcements of
the Postmaster-General, into believing that air mails have
been in the past what they would be if run on sensible lines
such as those indicated hereinbefore.

It is for the1 Department of Civil Aviation to see to it that
the present thoroughly bad system is altered at once. Let the
air mails once run properly and there will be little need for
expensive progapandist work such as the Air Conference. The
money which has been spent on the Air Conference would
have paid several times over for the four motor-cycles and the
four motor-cyclists which are all that is really needed to
make a solid success of Civil Aviation within a few months.

The Purpose of the Air Conference.

It must be confessed that one was mistaken as to the pur-
poses of the Air Conference. Somehow one accjuired the idea
that it was to be a\conference of men of importance in various
trades and businesses to whom air transport would be of use
if they knew it, and that the various notabilities who were to
read papers at the Conference were to do so in order to con-
vert these important people to a belief in air transport.

In the event it proved, as disclosed by Mr. Clwirehill at
the inaugural lunch, that the Conference was an "Air Parlia-
ment," and that the underlying intention of those who
organised it was to attract the attention of the Public (who
do not matter two hoots to the progress of aviation) by way of
the Daily Press (which has with unfailing consistency done
more harm than good to the progress of aviation). One had
hoped that men of the intelligence of Mr. Churchill and Sir
Frederick Sykes would have realised by now that no help for
aviation can be expected from the Dailv Press and the
General Public and that the only people worth considering are
the Trade and Technical Press and the' Business Community.

When one firsf looked round the Guildhall (which, by the
way, is one of the most comfortable places in which one has
ever slept) one was grieved to see that the audience at Sir
Frederick Sykes' opening lecture was composed entirely of
people concerned with aviation. It was in fact precisely the

668

The Aeroplane

October 20, 1920

audience to which one is accustomed on special occasions at
the Royal Aeronautical Society. That is to say one could
meet everybody who was there at either the R.Ae. Society,
the Royal Aero Club, or the R.A.F. Club at one time or
other.

When one had heard some of the discussion which followed
Sir Frederick's lecture one was glad that other trades and
businesses were not represented. And when some of the later
discussions had taken place one felt that it was nothing liyss
than a merciful dispensation of Providence which decreed
that this should be only an Aviation Parliament and not a
Conference of Men who Matter in the Empire's Industries.

Mr. Churchill's Candour.

At the inaugural lunch Mr. Churchill was as frank and
straightforward as is his custom. He told us that this " Par-
liament" had been called now, when the Nation's Parliament
was not sitting, .-o that the Press could deal \-ith its de-
bates while there was space 'o spare. In other words, avia-
tion is a worthy "Silly Season" topic, along with big goose-
berries, sea serpents, London's lions, and the scandals of
Chinatown. He told us that the Government would support
aviation, but said candidly that he could not pledge the
Government to anything definite. And he repeated his emi-
nently sensible dictum that "Civil Aviation must fly by itself."

Also he suggested that if the Conference chose to pass
resolutions the said resolutions would be duly considered. But
he was careful not to suggest the particular species of resolu-
tion which might have practical results.

Mr. Churchill is a firm believer in aviation and he is one
of the very few great men in this country. Therefore one
believes that he will do what he thinks best for aviation. But
one does not believe that what he thinks best is anything like
what many people think that he thinks. The key to his
thought is the phrase "Aviation must fly by itself."

The Result of the Conference.

The result of the Conference is just what might have been
expected, considering that it wag an Air Parliament. The
papers read were uniformly good! In fact, just the kind to
which we have been accustomed for the last ten years at the
Royal Aeronautical Society. And the discussions thereafter
ranged, in quality all the way from the best to the worst
R.Ae.S. discussions of the last ten years.

One excludes from these remarks the proceedings on Thurs-
day morning when the Chief of the Air Staff made a pro-
nouncement of Imperial importance and Deputy-Chiefs of the
Navy and Army set forth the views of the Senior Services on
the Ait Force. Those proceedings will be discussed by them-
selves in a future issue of this paper, as they are far too
important to be mixed with the comparatively minor affairs of
the Air Parliament.

So far as the Press was concerned, the result was a rash of
silly headlines, exactly as might have been expected. Here
are a few taken at random :— "Slump in Civil Aviation" (just

when it is doing very well), "Flying Machine of the Future"
(when the. flying machine of the present is what matters),
"State to Help Civil Flying" (a sure confession of weakness),
"Hunured Passenger Plane" (which is years ahead), "Thames
as Amphibian Harbour" (when Croydon and Cricklewood are
much more important to-day; an ancient scheme discussed,
in this paper years before the war), "Steam Flying Machines"
(a fallacy with which Captain Sayers deals faithfully in the
Aeronautical Engineeiing Supplement this week), "The
Government Promise Assistance" (whtn Heaven helps those
who help themselves), "Will there be Manless Aeroplanes?"
(when what we want is to show that aeroplanes are man's
best conveyance), "Troops May Fly to Battle" (when what we
want is letters to fly to the Continent), "Expert on the Future"
(when the most useful thing would have been a mere practi-
cal man talking sanely on the present). And so forth and
so on.

One is told that Lord Northcliffe had issued orders that avia-
tion was to be given a "boost." Some of the ideas of his
myrmidons in the "boosting" line are among the foregoing,
Heaven defend aviation from boosting by Lord Northcliffe and
his like.

Making Assurance Sure.

In fact the mere headlines alone were enough to scire o'f
any of those elusive capitalist-birds who might Hve been
thinking of settling on Civil Aviation. And to make quite
sure that there shall be no mistake about it, the good solid
conservative Morning Post, absolutely honest and quite de-
void of imagination, published a sensible-sounding leading
article on Oct. 14th, saying : "Mr. H. White Smith, Chairman
of the Society of British Aircraft Constructors, stated that
transport companies had worked from the beginning at a loss !
'the present cost was as a rule prohibitive.' It would seem,
therefore, that neither the earning of a State subsidy for ser-
vices rendered, nor the chance of making a commercial piofit,
provides that incentive to the investment of capital which in-
spired the development of the steam and motor industries."

Thus are we convicted out of our own mouthpiece, for Mr.
' White Smith spoke as the representative of the Aircraft In-
dustry. Naturally the Morning Post could not take against
Mr. White Smith's word the statements of Mr. Handley Page
and Sir Sefton Brancker that air transport lines are in fact
already paying commercial propositions. Nor could that ex-
cellent paper be expected to know that Mr. White Smith's
figures were purely academic, based on costs of special types
of machines under war conditions and that he spoke as a
manufacturer of aeroplanes and not as an operator of air line;;.

The net result of the whole "Parliament" seems to be that
the Public (which does not matter) has received a wholly in-
accurate idea of the present state and future possibilities of
aviation, and the Capitalist (who does matter very much) has
been very successfully choked off having anything to do with
aviation, just when he was becoming amenable to "reason

All for the Best.

One would be inclined to wish that all the clever people in

AT CROYDON : During the visit of the Air Ministry's Guests. The Westland Limousine getting off. The Fairey
Amphibian taxi ing in. Below, the Vickers " ViMng III," the Avro Triplane, a Bristol Coupe, a Vickers "Vimy," the

Austin "Kestrel" and a Handley Page 0/400.

October 20, 1920

The Aeroplane

669

the Air Ministry who organised this Conference had left Civil
Aviation alone, but for the fact that one is convinced of the
truth of the Buddhist faith that "all things work together
for good." General Henderson once prophesied that the
filthy English climate would give us the finest aeroplanes and
pilots in the world, and his words proved to be true. Simi-
larly one is convinced that all the silly mistakes made by the
Air Ministry and the Post Office in the handling of Civil Avia-
tion will ultimately result in our having the finest Air Lines in
the world.

Nothing succeeds like success, and the more obstacles that
are put in an .Englishman's way the more he succeeds. One
concludes therefore that the Air Conference was merely sent
to try us, and that Civil Aviation will triumph over this set-
back in the end just as it has triumphed and will still have
to triumph over so many others.

THE AIR PARLIAMENT IN BEING.
Sir Frederick Sykes3 Paper.

That being that, one proposes to deal as briefly as may be
with the actual proceedings in connection with this precious
Air Parliament.

Setting aside the bouquet-throwing at the opening of the
proceedings, the first thing that mattered was Sir Frederick
Sykes's paper on Tuesday morning. Like all his previous pro-
nouncements it was eminently sound and sensible, though he
too seems to have fallen for the steam-engine fallacy. With
that exception one can agree cordially with all he said. If he
had had an audience of City business men or of the General
Public it would have been very useful and educative. But his
audience, being all aviation people, had heard it all before,
and he was merely preaching to the converted.

He displayed a number of excellent tables of civilian flying,
showing mileage, the small percentage of accidents, the work
done by air mail lines, and so forth and so on. All these will
be most valuable when he comes to preach to an unconverted
audience. But readers of this paper know nearly all of them
already.

Similarly readers of this paper know mosz of Sir Frederick's
views on the factors contributory to successful air services,
such as different types of machines for different jobs, im-
provement in ground organisation, signalling and so forth,
wider meteorological knowledge, economic and financial fac-
tors, reliability of machines and engines, and all the other
points on which he has spoken so wisely at various times.

He dealt very ably with what is being done to-day, but that
of course did not appeal to the brainless reporters and their
equally incapable editors as did his flights of fancy into the
future. Really, Sir Frederick when he is talking for the
Press in future will have to deny himself the pleasures of
prophecy. Most of his prophecies of to-day will come true,
just as most of his prophecies before the war came true dur-
ing the war. But he would have more effect on the present if
he would talk only about the present. The papers are bound
to report him anyhow, and if he does not tell them anything
about the future then they must perforce report what he tells
them of the present. Which is what is wanted at the moment.

The Discussion.

Sir William Joynson-Hicks, M.P., who started the discus-
sion, talked of the brilliant future without regard to practical
politics as they are to-day. He wanted Civil and
Military Aviation dissociated from the control of one

Minister. He wanted individual subsidies for pilots. He did,
however, make the sensible suggestion that the Postmaster-
General should send all mails to the Continent by air. Which'
is the perfectly obvious way in which air transport may best
be helped.

Sir Alan Anderson, a shipping magnate who has on pre-
vious occasions shown an interest in airships, dug up the old
fallacy that commercial aeroplanes must be convertible into
war aeroplanes — presumably to earn a subsidy. Also, he gave
the comforting assurance that shipping firms would remain
outside aviation till they saw that commercial aviation was
going to pay — to which one may reply that when commercial
aviation pays they will not be aske'i to come in. They will
be very carefully frozen out by the people who are carrying
by air the passengers the shipping firms would like to carry.

Mr. Holt Thoma-3, whom all were glad to see taking again
an active part in aviation, said very sensibly that Civil Avia-
tion did not want subsidies. It wanted payment for services
rendered. Business-men were already paying double railway
fares and a penny a word for telegrams. If the whole Con-
tinental mail were sent by air at an extra halfpenny per
letter it would pay everybody concerned. — It certainly would.
Letters average 35 to the pound weight. Which means is. 5sd.
per lb. for carriage And any air transport company will
carry goods to Paris or Brussels at is. per lb.

Mr. Instone, of the Instone Air Line, said that after 12
months' experience he founi air transport a commercial fail-
ure. He pleaded for subsidies. And he made the amazing
suggestion that the Government should build aeroplanes and
hire them out to the air lines. — It is not surprising that the
I A.L. does not pa}-. Surely nobody would expect a taxi
company to pay with all its taxis of different typer, and all
its engines, tyre sizes, and so forth different. One has always
imagined that the I. A.L. was experimenting with different
types before deciding on which to standardise. As for using
Government machines — would Mr. Instone care to operate a
line of ships built in a Naval Dockyard and hired out to him
by the Shipping Controller? One hopes that before long the
Instone Air Line will be a commercial success on the good
old commercial lines of buying the right thing and using it
in the proper commercial way.

Mr. Bruce, of the Westland Co., said that present communi-
cations between aerodromes by wireless were too indirect.
As regards the Industry, the Government had allowed the
shrinkage to go too far. Ninety-five per cent, of the war-
time Trade were now out of it. (One may add, "and a good
riddance in the vast majority of cases.") Design staffs had
been reduced from "nucleus crews" to "care and mainten-
ance parties." He suggested that, instead of Competitions —
which seemed rather like "sevde corrections" when one read
the official reports on them — the Air Ministry should provide
work for designing staffs by selecting a dozen firms of proved
competence , and give them definite orders for definite types.
(This is in fact a thoroughly sound suggestion, an J one hopes
to make it the text of an article at a future date.)

Mr. Lord, cf the Avro Co., wished that General Sykes could
instil into the Cabinet his own and his staff's enthusiasm for
aviation.

Mr. J. T. C. Moore-Brabazon, who was not up to his best
form, recommended that more attention be paid to meteor-
ology. (A very sound suggestion on which one hopes to say
much in the future.)

AT CROYDON. — The Napierengined Prize winners of the Air Ministry Competition. The Vickers "Viking III" and
the Fairey Amphibian are in the foreground. The Handley Page "W.8" is behind the "Viking." and the Westland is
s>een dimly on the left. One is indebted to Mr. Jones, of the Napier Company, for the photograph.

670

The Aeroplane

October 20, 1920

Sir Charles Bright wanted to know why subsidies were bad
for aeroplanes and good for cables. (This is rather hard to
answer, except by the question, " Are they?' )

Mr. Berrinian said that present commercial air fleets are
scratch fleets. None of them is capitalised at less than ^1,000
per seat, none are run at less than /,0oo per seat per annum,
none are woiking at less than £2 per seat per day. Even if
all seats were full in all machines every day of 300 days per
annum they could not pay. Subsidies should be granted on
the basis of a guaranteed load. (All of which sounds very
terrible, and is probably mostly true, but ought not to be.)

Sir Sefton Brancker said that he could see daylight ahead.
If obsolete aircraft were replaced by proper commercial types
the air lines would be paying propositions in a year. A
Government guarantee of a mail contract would bring in the
necessary capital. He doubted whether it was good to have
Civil Aviation under the Minister of a fignting Service. Pos-
sibly it would be better under the Ministry of Transport, for
it would be that Ministry's job to make it a success. (Alto-
gether a very sound contribution to the debate, and worthy of
General Brancker's old reputation for talking plain horse
sense.)

Mr. Lawrence Wingfield suggested that aviation could be
assisted by developing "Country Clubs" at civil aerodromes.
(Possibly the time may come when a "Palais de Danse" may
be a necessary concomitant of every aerodrome. Certainly
after the serious practice of aviation much pleasure can be
derived from the study of birds.)

Lord Montagu, the Chairman of the day, then allowed two
other speakers to waste the time of the Conference for some
time.

An Interlude.

After that we all drifted off to a very pleasant lunch pro-
vided by the Air Ministry; at any rate, one found it very
pleasant, being singularly fortunate in one's neighbours.

Mr. Churchill was intensely amusing, as well as sound.
One of his fast phrases demands quotation : "If you will take
into consideration the possibilities of any unpleasantness ever
occurring in the world again, however remote, which takes
the form of an overt act on one side or another — if we ever do
that which we all pray may be averted by wise statesmanship
—then military aviation is a vital element in the defensive
organisations of this island." It deserves to go down to his-
tory with his "Europe Balkanised, such of it as is not Bol-.
shevised. '

Also he said : "To suppose that the world having got into
the air is ever going to come ouf of it is as absurd as to sup-
pose that the world having taken to steamships is going back
to sailing ships. Certainly Mr. Churchill is most encourag-
ing. If aviation had only to deal with statesmen of his
calibre, instead of being compelled to fight and haggle with
pettifogging politicians and'obtuse, beef-brained business men,
its success would be so easv that probablv it would not
succeed at ail.

THE SECOND SESSION.

Mr. White Smith's Paper.

The afternoon of the first day was devoted to a paper by
Mr. H. White Smith, of the Bristol Company, and, incidentally,
Chairman of the S.B.A.C., on" "The Operation of Civil Air-
craft in Relation to the Constructor."

This paper was full of that sound reliable common sense
which characterises all Mr. White Smith's utterances. His
summing up of the causes which have militated against aerial
transport are well worth recording. They are : —

1. That the public, though interested in flying, still regard

people who travel by air as heroic and daring.

2. That business men are not yet satisfied of the certainty

of aerial services.

3. That people are not prepared to pay the amount charged

for passenger fares, and that the bulk of goods traffic
cannot afford to pay air freight rates.

4. That those who have tried air transport object to being

cramped up in a limited space and to travelling with
only a small amount of luggage.

One cordially agrees with the first three statements, but
from one's own limited experience of air travel one can state
definitely that, in a Handley Page at any rate, the comfort
is very much greater than that in any existing railway train.
There is at least as much room to walk about as in a saloon
coach, there is quite as much leg-room, and there is no jolting
or jarring such as makes all railway travelling so tiring.
The result is that at the end of a little over three hours one
alights very much less tired than would have been the case
after a railway journey of the same length. And as regards
luggage, one was able, within the limits allowed, to carry a
complete change of clothes and shoes, and evening kit.

Mr. White Smith very sensibly remarked on the prominence
given to every aeroplane accident by the Press, and compli-
mented the Department of Civil Aviation on the good work

it had done in publishing facts concerning the iufrequency
of air accidents. He emphasised the need for all machines
being fitted with wireless telephones and for directional wire-
less on the ground. One hopes to deal with this point at a
later date.

He also pointed out the necessity for proper night flying
arrangements if in the future air transport is to be developed
to its uttermost.

Thereafter Mr. White Smith dealt with the .question of costs.
Unfortunately, this portion of his paper is very much too
voluminous to be discussed here, for many of the figures would
be of .great interest to those professionally concerned with
aviation. Mr. Handley Page later questioned the accuracy of
some of Mr. White Smith's figures, so one hopes that space
will be available to deal with this question also at a later date.

Continuing, Mr. White Smith dealt with the future demands
Qf transport operators, the statements made being chiefly of
a nature such as would interest the ordinary business man
rather than the person already concerned with aviation. He
also discussed aircraft engines and the possibilities of engines
on different principles and using different fuel.

Discussing aircraft and engine maintenance in service, he
made a number of excellent points, taking the motor 'bus as
an example of regular running on public service. To Mr.
White Smith belongs the credit of being the first person to
suggest publicly that an aeroplane should be so built that the
entire engine unit can be removed from the machine and,
another engine installed, so that the aeroplane may not be
kept idle while the engine is being repaired.

In discussing opportunities in foreign countries, Mr White
Smith stated that fog is not met with to any extent in other
parts of the world. On this point one would like to draw his
attention to the fact that about a fortnight or three weeks ago
a paragraph appeared in the daily papers stating that all
the great Atlantic liners then in New York Harbour, or trying
to enter New York Harbour, were held up for two or three
days by a persistent fog.

Altogether it was a thoroughly excellent paper, and if the
parts intended purely for the consumption of the general
public were removed, the rest would provide matter for an
excellent debate at the Royal Aeronautical Society.

The Discussion.

Lord Weir, lately Air Minister, opened the discussion, talk-
ing his usual sound engineering sense combined with humour §
in his own inimitable manner, which is an excellent blend of
a "Wee Free" Meenister and Sir Harry Lauder. He, pre-
missed that the civil community and the Government were
both vaguely conscious of the importance to them of aviation.
He said that no Government action could compel prosperity,
but that the Government could best help by using the air
services. It was impossible to over-rate the value of the cross-
Channel services. Unfortunately, no capital was available to-
day to help it develop.

Speaking as an experienced engineer, he said that technical
development without commercial co-operation was useless,
i'ossibly there were more profitable spheres for aviation in the
British Dominions, but the air services between European
capitals were the best possible advertisement. The Govern-
ment must regard the air services as so important as to
warrant support, and, he added, we had many assets (some-
body whispered "Did he say 'Asses' ?") in commercial aviation.

Mr. Handley Page said that after the morning's discussion
and some of Mr. White Smith's remarks he felt as if be had
come to bury civil aviation, not to praise it. Speaking from
experience, he said that aerial transport was very comfortable.
There was no vibration, one arrived fresh and clean, having
experienced the exhilaration of mountain air, and one travelled
with a high degree _ of comf ort, besides saving very much
time.

He mentioned that the Managing Director of Nasmyth,
Wilson and Company had chartered a special aeroplane to go
to Bukharest. His flying time was 18 hours, whereas it took
four or five days by train. While at Bukharest he wanted to
go to Jassy, which is 20 hours by train, with luck. He flew
there and back in a day.

The way to minimise breakdowns was to work engines less
and fly at cruising speed. He admitted that the machines of
tc-day are like the ships of the Spanish Armada so far as
development is concerned. He believed in passenger traffic as
against mail traffic because it was easier to persuade 180 lb. of
passenger to travel by air than to persuade 6,000 people each
to send a half-ounce letter. Mails ought to be sent by air
compulsorily.

He stated that Mr. White Smith's operating figures were
very much too high. Instead of being £22 9s. per flying hour
•for a Handley Page of the O/400 type, or ^,"11 8s. per pas-
senger to Paris at a 75 per cent, load, the cost was between
xj"i6 and ^17 per hour, which reduced the figure to 6d. per
passenger mile.

(Continued on page 685.)

• \ - , - C • ' ' ' :M

October 20, 1920

The Aeroplane

671

A MAKER OF HISTORY.

THE HISTORY OF A SEAPLANE.

She was delivered to the R.N.A.S. in April, 1917 ; She was on Service till after the Armistice ; She
was bought back in May, 1919, as a " Disposal " Machine ; She was used to carry newspapers from
Blackfriars to Thanet ; She was used for Experimental Work during the Summer of 1919 ; She was
flown in the Schneider Cup Race in September, 1919, and was the only competitor to return intact
under her own power ; She was used with experimental Amphibian Undercarriages during the early
part of 1920 ; She did Ferry Work between Southampton and Sheerness ; She has survived Nine
Different Engines.

In all this work no Single Component Part, except the Undercarriage, has been replaced.
Fuselage, Wings, Tail-Plane, Rudder, Elevators, Fin, Tail-Float, even the Engine-Bearers, are
those originally fitted. The Wings have only been re-covered once, the Tail-Unit still has the
original fabric. The Cock-Pit has been altered to carry one, two, and three people.

Despite all this Her Performance Equals that of the Best Modern Flying-Boats.

THE LATEST TYPE FAIREY SEA-
PLANES and AMPHIBIANS,

Being all Sold to the Government, could not be entered for the Martlesham Tests.

The Fairey Aviation Co., Ltd.,

Head Office = = HAYES, MIDDLESEX.

London Office - - EMPIRE HOUSE, 175, PICCADILLY, W.i.
Works : HAYE5, MIDDLESEX, & HAMBLE, near SOUTHAMPTON.

Telephones — 19 Hayes. Middlesex. Telegrams— "Airily, Hayes, Middlesex."

394 Regent. Code— A.B.C. 5th Edition.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

The Aeroplane

October 20, 1920

CRAFTSMANSHIP

1 i _
iipii) ■

?]phe word Mart inside has been
M> synonjnrious with craftsmanship
m the earliest days of aviation.

Aerodrome
VROOKLAND3

Telephone
I7.I BYHXET,

MARTINSYDE LTO

WQKING, ENGLAND.

Telephone : WoKing 55i, 552. 55a..
Telegrams : M&r'tinsyde.WoK'ing.

London Office
CARLTON HOUSE.
Hd.REGENT ST,
. LONDON. W. I,

Tele-phone: Gerrard' 4-500
Telegrams : Martinsydt. Piccy. London

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'ipplement to The Aeroplane, October zotn. 1920

INCORPORATING AIRCRAFT ENGINEERING, AERODYNAMICS, AIRCRAFT FINANCE AND COMMERCIAL AERONAUTICS
AND MATTERS PERTAINING TO THE AERONAUTICAL ENGINEER AND THE AIRCRAFT TRADER.

Certain statements made by Air Vice-Marshal
Ellington, Director-GeneraL of Supply and Research,
Air Ministry, in a paper read before the- Air Conference
on Oct. 13th, are criticised in an article below.

The paper itself aud the discussion thereon are
reported in abstract immediately after the said article.
Apart from the points specifically dealt with in the
article, items of interest in the paper are the statements
as to the development of the "Swashplate " type of
engine, a description of one particular variant of the
Handley Page wing which is not of a very enlightening

THE WEEKLY COMMENTARY.

nature, and the announcement as to the policy of the

R.A.F. in regard to fitting parachutes whenever possible
to single and two seater machines.

The paper by Capt. Barnwell, read on the afternoon
of the same day, will be reported and commented upon
in the next issue of this journal.

A very interesting consideration of the proper rates
for depreciation charges on war-type aircraft used for
commercial services, issued by the Canadian Air Board,
is published on page 678.

TECHNICAL MATTERS AT THE AIR CONFERENCE, 1920.

The papers read and discussed on Wednesday, Oct. 13th,
when Lord Weir occupied the Chair, were of a specifically
technical nature and of a very distinct interest. Of those
papers that read by Air Vice-Marshal Sir E. L. Ellington,
K.C.B., C.M.G., C.B.E., Director-General of Supply and Re-
search at the Air Ministry, on "The Present Position of Air-
craft Research and Contemplated Developments," owes its
importance very largely to the fact that it represents in the
main the attitude of the official department concerned towards
undoubtedly one of the most important of the branches of
aeronautical activity.

It will be fairly evident from the abstract of the paper which
follows hereafter that the Director-General of Supply and Re-
search is adequately and even keenly alive to the importance
of continuous efforts towards improved technical development,
and that research work is being officially directed upon sound
lines.

Nevertheless, it must be added that, particularly in view of
the particular occasion of the paper, and the amount of atten-
tion which has been given to the Air Conference in the daily
Press, Air Vice-Marshal Ellington has been guilty of affording
a number of opportunities for the dissemination amongst the
ignorant of entirely misleading information of precisely the
type which appeals to'1 the ordinary editorial mind as possessed
of "news value." 1

The Steam Turbine Scare.

Two particular items of the paper may be instanced in this
regard. No reader of the daily news-sheets will have failed to
notice the way in which the lecturer's references to the steam
turbine have been taken up by them.

What Air Vice-Marshal Ellington actually said regarding
the steam turbine was that an engine for aircraft of this type
was being developed experimentally, that the main difficulties
to be encountered were those connected with the design and
construction of suitable condensing plant. In the light of
recent knowledge it might be possible to produce steam plant
which would combine the qualities required of an aero engine
except possibly that of a low weight per h.p. Among the
qualities which were definitely claimed as possible was that
of low fuel consumption and of safety from fire.

Taking this statement it affords to the uninformed an ade-
quate excuse for assuming that there is a distinct possibility
of the steam turbine displacing the internal combustion engine
in the near future, and of its adding distinctly to the economy
and safety of aircraft operation.

Some Facts.

What are the facts as to the present state of the steam
turbine ? Taking it under its best operating conditions — that
of a modern power station — the most economical speed of
rotation for the multiple stage type of turbine running on high
pressure superheated steam and a high degree of vacuum is
too great for the direct driving of electrical generators in-
most cases. The actual speeds of rotation achieved in prac-

tice are practically never below 1,500 r.p.m. in units of 5,000
h.p. and upwards, and speeds as low as this are achieved only
at the cost of some sacrifice in the fuel economy of the turbine.

Thus, taking the multiple stage type of turbine, efficient
turbine speeds are too high for efficient airscrews for large
power units. Turbine units of much less than 1,000 h.p. are
in practice less economical than reciprocating engines, be-
cause the turbine in small sizes calls for still higher speeds
for efficient operation, and, therefore, in small units efficiency
must be sacrificed either by the introduction of gear losses or
by building inherently inefficient turbines.

A Complicated Problem.

All such turbines as have been produced for stationary pur-
poses are naturally far too heavy for aircraft work. The weight
per h.p. of the turbine itself could possibly be reduced to
within the limits acceptable for airship or aeroplane propul-
sion, and the most feasible method at present visible seems
to be the use of turbines of the single stage type such as the
De Laval. But reasonable efficiency in such a type calls for
even higher rates of revolution than those of the multiple
stage type, and reduction gearing becomes absolutely essential
for any purpose. Generally speaking, the reduction gears of
the De Laval type of turbine weigh considerably more than
does the turbine itself, and occupy a greater space. It seems
very difficult to believe that a total weight of turbine and any
conceivable gear ta drive an airscrew at a possible speed can
be brought down to 2 lb. per h.p. There is then to be con-
sidered the weight of steam-raising and condensing plant.
Steam-raising plant is obviouslj' necessary, and using liquid
fuel and flash-type boilers its weight can undoubtedly be
brought to very much below tb,at of any existing stationary
boiler plants. Even so it must possess an appreciable weight.

The necessity of condensing plant is not so immediately
obvious, but, if it is remembered that a consumption of water
of 8 lb. per Ji.p. hour is below the best regularly attained in
stationary power plants, and that unless condensing plant is
fitted the aeroplane must carry S lb. of water per h.p. per
hour of flight its importance becomes apparent. Not only
must it be present, but it must be effective in returning to the
boiler, in the form of water, a very high percentage of the total
steam exhausted by the turbine, for 125 per cent, loss of water
per hour by leakage and evaporation means at least 1 lb. per
h.p. per hour of flight of water to b>; carried as "make up"
feed for the boiler. The necessary condensers are scarcely-
likely to be negligible, either in weight or in resistance.

And to attain an economy in steam consumption — and con-
sequently in fuel — of anything like the figure above assumed,
it has hitherto been found necessary to install air pumps to
secure a high degree of vacuum on the exhaust end of the
turbine. Such air pumps are generally of a weight which can
by no means be neglected. Air Vice-Marshal Ellington's ad-
mission that there are doubts as to whether a low weight per
h.p. can be atLained are therefore more than justified.

fii"iiiiiiiiiiiiiiiiiiiiiii;iiiiiiiiii!iiiiiiiim

6/4

(Supplement to The Aeroplane.)

Aeronautical Engineering

October 20, iy20

There is no doubt whatever that for very short flights
where the weight of fuel consumed and of water lost are un-
important, a steam tuibine is a possible aerial prime mover,
for then a light but inefficient turbine and boiler unit can be
used and condensing plant may be of a sketchy nature.

But for longer flights, where weight of fuel is important,
all the accessories mentioned are essential to fuel economy,
with existing types of turbine, and even then the fuel con-
sumption of the best steam plant known is just double that
of a good aeroplane engine — or roughly i lb. of fuel per h.p.
Lour instead of i lb. in the petrol engine.

The Effect of High Fuel Consumption.

Now the highest figure for useful load carried reached in
the recent Air Ministry Tests for Aeroplanes was 3.42 lb. per
h.p. And a plant using twice the weight of fuel would have"
The weight of fuel carried appears to have been 2.31 lb. per
h.p. Now a plant using twice the weight of fuel would have
reduced the useful load capacity of this machine on this flight
by 2.31 lb. per h.p., or to 1.12 instead of 3.42.

It is therefore obvious that a practically useful steam turbine
plant for aeroplanes — or airships — must necessarily involve a
revolutionary change from the present type of steam plant.
It must be of enormously improved economy, of greatlv re-
duced bulk, and -of but a tithe of the weight of any known
example of commercial steam turbine plant.

' And, if methods of attaining these ends concurrently are in
sight, it seems fairly obvious that the great lighting and
power stations of the world offer a more renumerative and a
less circumsctibed field for the exploitation of so important
a development than do aircraft. -

When the power stations of, say, the underground Electric,
Railways of London can operate their turbines at half their
present consumption of coal per b.h.p. hour, it may be time
to reconsider the steam turbine as an aero-motor.

The Helicopter.

Equally misleading— and equally of appeal to the average
journalistic mind— was the reference to the helicopter. The
helicopter has received considerably less attention than it de-
. serves, and there is a very large held open for experimental
work in the solution of the practical problems that it involves.
The dictum of the Director-General of Supply and Research
that the helicopter "falls like a stone" when the engine stops
is precisely the type of statement that is seized upon as
authoritative by the uninformed, and is by no means calculated
to aid those who are minded to experiment in such a direction
in securing public sympathy.

It is as absolutely untrue that the helicopter necessarily "falls
like a stone" as is the similar statement regarding an aero-
plane, but the belief that the statement is true in the case
of the aeroplane is still widely held and is still an effective
obstacle to public confidence in aircraft.

These two items of the paper have been dealt with at con-
siderable length, not because there can be any possible ob-<
jection to Air Vice-Marshal Ellington personally holding his
own particular views on the subject of the steam turbine, or of
the helicopter, but because it is of vital importance in the
present stage of the development of aeronautics that holders
of official positions which give to their public utterances an
appeannce of authority should restrain these utterances to
afford the least possible excuse for the propagation amongst
the ignorant of extravagant hopes or of unfounded fears.

w. H. S.

THE PRESENT POSITION OF AIRCRAFT RESEARCH AND
CONTEMPLATED DEVELOPMENTS.

By Air Vice-Marshal Sir E. L. Ellington, K.C.B., C.M.G., C.B.E., Director-General of Supply and Research.

The following is a very brief synopsis of Air Vice-Marshal
Ellington's paper : —

During the war the impetus was entirely military, the all-
important factor in research being speed of progress in the
development of fighting machines. There was no time to
devote to lines of research which did not promise practical re-
sults almost immediately in view of the prospective end of
the war, with the result that aircraft and engines produced
during the war were almost entirely developments of pre-war
types. The progress made in armament, navigational instru-
ments and other accessories, with little or no pre-war experi-
ence available, was more fundamental.

Such an opportunist policy as the war demanded is, hew-
ever, quite unsuitable for times of peace. It is no longer a
sound policy to sacrifice everything to immediate results and
accept the risks involved in decisions based upon insufficient
technical data ; the principles of scientific research must once
more be rigidly applied, and progress only sought along a line
of advancement upon which each successive stage is
thoroughly explored and understood before the next is
attempted.

Present Position and Contemplated Developments.
The main developments now in progress or under contem-
plation for military and civil aircraft were dealt with under the
following heads : —

(a) Aeroplanes and seaplanes, and engines.
(6) Airships and kite balloons.

(c) Navigational instruments and apparatus.

(d) Accessory developments to increase the comfort,

safety, and efficiency of the passengers and crew.

(a) Aeroplanes and Seaplanes and Engines.

The main requirements for aeroplanes and seaplanes were
stated broadly : —

(i) Reliability; (ii) Controllability; (iii) Capacity to take off
or land in a restricted area ; (iv) Performance ; (v) Safety and
comfort ; (vi) Cheapness.

(i) Reliability. — Reliability is largely a question of engine,
and more particularly engine accessories, such as magnetos,
and petrol, oil and water cooling systems. The new types cf
engines now being considered were ■ considered under this
heading. Apart from normal developments of existing types,
these include the steam turbine, the "swash-plate" engine,
wherein the crankshaft is replaced by an inclined disc, and
the cylinders are parallel to the shaft, and the possible ap-
plication of the Diesel principle to aircraft engines.

(ii) Controllability. — This question was reviewed with parti-
cular attention to the control of big engined machines, and the
problems affecting thost with a central engine room.

(iiij Capacity to take off or land in a restricted area. — This
is of ,the greatest importance in both civil and military
machines. The problem is mainly one of wing and propeller
design, and particularly the development of a satisfactory
variable camber wing. The Fairey variable cambei device
and the Handley Page wing were referred to in particular,
and the latter described as a wing fitted with a false leading
edge carried ahead of the true edge with an air space interven-
ing. Reference is also made to the question of landing air-
craft on ships.

(iv) Performance. — In military machines, the need for per-
formance is paramount, and while it is also important for civil
machines, considerations of reliability, comfort, etc., must re-

THE AIR CONFERENCE. --Participators in the Conference ai the Croydon Terminal Aerodrome. Commercial machines
lined up for inspection. The two nearest machines arc a D.H.fS of A. T. and T. Ltd., and a Westland of the Air Post of

Banks.

October 20, 1920

Aeronautical Engineering

(Supplement to The Aeroplane.)

d/5

GWYNNES'

AERO ENGINES

B.R.2 MODEL.

250 H.P.

Manufacturers of the B.R. and all types
of Aero Engines. Sole Licensees for
British Empire of Clerget Motors.

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Hammersmith Iron Works, LONDON, W.6.

'GWynne, London." Hammersmith 1910.
Contractors to the Admiralty. War, India and Colonial Cffices, & all Foreign Governments.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

676 (Supplement to The Aeroplane.) AefOnaUtiCal E tlgl II Cerill g

October' 20, 192a

ceive greater weight. The development of engines from the
point of view of lightness was discussed

(v) Safety and comfort. — The steps which are being taken
to promote safety and comfort of passengers and crew were
dealt with later in the paper .

(vi) Cheapness. — The importance of cheapness in construc-
tion and maintenance is self-evident for civil aircraft, and it
is also of the greatest importance for war purposes in that
cost is a reflection of time and labour expended. Efforts are
being made to produce more durable machines by introducing
a wider use of metal construction. Metal propellers are also
being developed, and cheaper forms of fuel are being in-
vestigated.

(b) Airships and Kite Balloons.

(ij Airships- — The construction of rigid airships in this
.ountry is entirely a war development. The first ships built
followed closely the established German practice, but there
are now under construction two ships embodying new prin-
ciples of hull construction which have been developed in this
country — the R.So and R.38.

An insight into the most recent German practice has been
afforded by the surrender of the L 71 and L.64, the most
noticeable features of which are the construction of the gas
bags, and the arrangement and reliability of the machinery.
In both these directions special research is being undertaken.

Considerable success has attended the efforts made to de-
velop a method of anchoring airships in the open by means of
/nooring masts, thereby obviating the necessity of sheds ex-
cept for extensive repairs.

The possibility of carrying aeroplanes on airships is also
/eing investigated. Research is being carried out on a vari-
able pitch propeller for airships, and also on methods of re-
covering the water from the exhaust gases of the engine,
which, if lost, means a reduction of weight of ballast, thus
jecessitating a discharge of gas.

(ii) Kite Balloons. — Though it is not anticipated that kite
Walloons will be used again for observation as they were in the
recent war, captive balloons have a value for meteorological
and other special purposes which are being investigated.

(c) Navigational Instruments and Apparatus.

The development of compasses, turn indicators, and other
instruments, were discussed, including directional wireless
and navigation by astronomical observations.

The principal difficulty in navigation at the present time is
landing in fog, and the hope was expressed that a solution
may be found to the problem of fog dispersal. In the mean-
time, efforts are being made to mitigate the difficulty by
means of landing flares and electric lighting- devices similar to
those now employed for landing by night As fogs are nor-
mally confined to a few hundred feet from the ground, devices
for landing a machine automatically from a known height are
being explored. Two methods for finding the true height of
an aeroplane from the ground (or sea in the case of seaplanes)
are being investigated ; one by means of sound, and the other
by the use of wireless telegraphy.

(d) Comfort, Safety and Efficiency of Passengers and Crew.

The most important lines of development under this head
are those directed to the prevention of lire and the use of
parachutes.

In order to minimise the risk of fire, the separation of the ,
passengers and crew from the engine and petrol tanks by
means of bulkheads is being considered, as also are devices
for releasing petrol tanks in case of fire. For military
machines, improvements in self-sealing tanks to withstand in-
cendiary bullets, and also tanks which offer the least chance
of catching fire in a crash, are being investigated.

The provision of parachutes is a controversial question.
Against the obvious advantages are to be set the fact that it is
only when a machine has got out of control that the call for a
parachute descent would arise, and in these circumstances the
question of getting clear would be a very difficult one. In all
machines, and particularly military ones, the extra weight is
a consideration. There is no doubt, however, that the provi-
sion of parachutes may be the cause of some lives being saved,
and for that reason they are now being fitted in all R.A.F.
machines of the small types where possible. [It should be
noted that this is the first official statement, that parachutes

are to become a standard part of the equipment of the R.A.F.—
Ed.] Two types of parachutes are being developed : one in
which the occupant jumps from the machine, and the other in
which the parachute is blow open as the machine descends,
thus lifting the occupant clear.

An important source of accidents is that due to starting
engines by propeller swinging. To meet this, mechanical
starters are m existence, but a successful starting apparatus-
which forms an integral part of the machine and its engine
has not yet been tried out.

From the point of view of comfort, mention was made of
oxygen apparatus, electrically heated clothing, and other im-
provements of a less important nature.

The Discussion.

After the Chairman had complimented Air Vice-Marshal
Ellington on his paper and had pointed out that the exigencies
of time made it' necessary to restrict speakers m the discussion
to ten minutes each, he called upon Sir Richard Glazebrook—
late of the N.P.F.; now Zaharoff Professor of Aeronautics—
to open the discussion.

Whereupon Sir Richard proceeded for the space of some
thirty-five minutes to bore the assembled company with a
long account of how keenly alive he, the Aeronautical Research
Committee, the N.P.E., and various other bodies and persons,,
were to the importance of researches of the type dealt with
in the paper and to the necessity of training competent persons
to carry on such researches in the future. In no sense did
he contribute to the elucidation of the problems which now
confront the art of aviation, and he very effectively prevented
several others who could have done so" from speaking at all.
It is high time that a strict training in humility were made a
compulsory part in the education of all scientists. Fortunately,,
the ribald remark of one auditor that " Men may come and
men may go, but Glazebrook goes on for ever," was not
strictly accurate, and he eventually gave place to Mr. F. M.
Green.

Mr. Green joined issue with Air Marshal Ellington on one i
or two points. In the matter of the cantilever type wing
he objected that there was no actual reduction in the amount
of vulnerable bracing — it was merely put where it was in-
visible. The cantilever wing might have other advantages —
he thought it had — but not this one. One of the vital features
of the development of aircraft was the maintenance of a high
standard of detail design. Bad detail design would mar a
machine based on the soundest aerodynamical principles, but.
good detail work could pull a basically inferior design through
to success. The war had produced numbers of capable
draughtsmen with experience in detail work, and loss of their
services would be a severe handicap to the aircraft industry.
The only way of retaining the services of those who remained
was for the Air Ministry to give designing firms experimental
machines to design and build.

Mr. Chorlton, of the engine department of Beardmores,
Ltd., said that engine designers were now placed in a difficult
position by the lack of precision in the statements made by
different authorities as to the requirements for commercial
aero engines. These were roughly two schools. One called
for reliable engines — heavily built and of low fuel consump-
tion. The other school said that heavy engines could not
be tolerated as they reduced the available ' cargo capacity to
below the paying limit. It was gathered that what he asked
for was^a statement from aeroplane builders as to exactly
what extra weight per h.p. they were prepared to tolerate
as the price of improved reliability. He pointed out that
heavy engines could not possibly make up for their own weight
by their improved fuel economy except on long distance jour-
neys, and that airships therefore gave more scope for heavy

THE AIR CONFERENCE. — The West-
land machine with Napier engine which
won the first prize for small machines in
the Air Ministry Competitions, was a
centre of attraction to all visitors during
the visit of the Conferenciers to Croy-
don, and made a number of flights
with passengers.

October 20, 1920 Aeronautical Engineering (Supplement to THE AEROPUNE, 677

1 Pilot and 1 1 Passengers or \ \ Tons of Mail or Freight. Endurance 5 hours.

A factor of Safety of 5 throughout.

VICKERS-SAUNDERS FLYING BOATS.
Aviation Department :

Vickers House, Broadway, London, S.W.I.

DEPOTS :

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS

October 20, 1920

types — particularly the so-called Diesel. Incidentally, he ob-
jected to the term Diesel; the engine usually known as the
Diesel type operated on an English cycle — the Stuart Akroyd
— and there was no need to use a German label for it. [Which
is as perfectly true as that aniline dyes were a British in-
vention, and that in both that case and the one now in question
it required German pertinacity and business sagacity to turn
the invention to profitable commercial uses. — Ed. J

On the subject of the steam turbine he asked for more
light. Steam had many valuable features as an aircraft prime
mover, but as the best thermal efficiency attainable in the
relatively small turbine units Necessary for aeroplanes was
about 15 per cent., as against the 30 per cent, of the internal
combustion engine, he failed to understand how Marshal El-
lington hoped to achieve reasonable fuel consumption. As to

the limiting size of aero engines he did not believe in the
limit of 100 h.p. per cylinder.

If aeroplanes called for 5,000 h.p. engines in the next few
years, he thought they- could be built as quickly as the aero-
planes were built to take them. As regards supercharging and
forced induction there was another use than that of main-
taining power at altitudes. The method could be used to give
an engine a 25 per cent, excess over normal power for get-
ting oil or surmounting obstacles, and afterwards substituting
an inert gas for part of the air, for keeping a high compression
and consequently a low fuel consumption during normal flight.

Mr. Calthrop, of the "Guardian Angel" parachute, then
discussed the parachute problem. Unfortunately, owing to
large numbers of the audience leaving the chamber, his
remarks were practically inaudible.

AIRCRAFT DEPRECIATION AND COSTS.

The following document, at once instructive and amusing,
has been issued by the Air Board of Canada as .Bulletin
No. 1 : —

It is a well-known fact that auditors now accept as an
axiom that 111 commercial life as many lirms iail through not
knowing their cost price as from any oilier single cause. If
this is true of ordinary every-day "business life it is going
to be very greatly accentuated in commercial aviation. At
the present moment it is probably safe to say that of tne
various firms engaged in the operation of aircraft commer-
cially, not one knows with any degree of certainty their cost.
This item, as everyone is aware, is made up of various factors
which might be tabulated as cost of operation, interest on
investment, and depreciation. It is a comparatively simple
matter to arrive at an exact total for the urst two, but the
third is always difficult to determine.

Jixperience in operating of aircraft on anything like a large
scale dates entirely from the outbreak of war. So very little
was done in aviation prior to 1914 that the knowledge gained
of aircraft as a commercial proposition was negligible. War
experience is, unfortunately, of such a nature as to be of
little use when considering the operating ot aircraft from a
commercial point of view. The result is that to-day all avia-
tion companies are more or less in the dark and merely wait-
ing the results of their first year's operations to determine
with some degree of certainty the various figures which will
go to show them whether or not they have made a loss or
a profit. A typical state of affairs might be mentioned when
the writer called upon the managing director of one of
England's greatest aircraft concerns for the express purpose
of finding out how this company estimated depreciation. The
statement given was, "We have very little idea what our
depreciation is, but we are accepting as an arbitrary figure
100 per cent, per annum per machine."

Further inquiry amongst the various commercial concerns
in England elucidated the fact that each one was as much in
the dark as the one quoted. The inference is obvious. These
very large concerns are operating, hoping they are making
a profit, but totally unable to say definitely that they are.

The airy way in which the average pilot dismisses the ques-
tion of costs from his mind may have been well enough duiv
ing the war when all efforts had to be concentrated upon
winning the war irrespective of whether it was won at a price
of ^8,000,000 per day or ,£80,000,000, but this state of affairs,
of course, cannot continue and business men demand figures,
not theories. A close study of the question, combined with
details gleaned from records kept during four years of aerial
warfare, such information as has been gained by conversa-
tions with those interested in commercial aviation in Eng-
land, and the study of figures compiled in the States, has re-
sulted in the following estimate of that major portion of the
cost of aerial operations, depreciation.

For purposes of reducing depreciation to a percentage basis
this factor has been divided into two portions, A and B.

A. — Constant Depreciation.

B. — Depreciation due to flight.

(i) Crash risk.

(ii) Deterioration.

I will now endeavour to explain these items.

A. — Constant.

Every one who has been connected with aircraft knows that
if an aeroplane or seaplane is placed in a hangar and left
there for a period of years, despite reasonable care being
taken of it, at the end of a certain period of time the machine
will have lost a great portion of it? former value. In the
first place the fabric will have become soggy and certain
parts of the woodwork will in all probability have warped.
This depreciation would in time entail a very thoiough com-
plete overhauling. A still more serious factor that has to be
considered, however, is the fact that in a period of years, due
to obsolescence the machine will have lost practically all of
its former value. It is reasonably safe to say that the
machine of to-day will not be flown in general use four years
hence. Type and kind is constantly in a state of evolution

and of this fact one must not lose sight. This is particularly
true at the present time when practically all machines on the
market have been built for war purposes with the lowest
possible factor of safety and the greatest possible speed and
climb.

One might instance the case of the various types of training
machines on which many of the leaders of this article learned
to fly. It is almost ludicrous to cast one's mind back to even
such a recent date as 1915 and think of the Maurice Farm an
Long Horns and Short Horns, the Giahame-White Henries
and the Henri Farmans, on which we used to make our
earliest efforts. These machines have long ago become
obsolete for all purposes and if any survive to-day their
market value is practically nil owing to this factor of obsoles-
cence, It is difficult to estimate this constant depreciation
accurately, but if one accepts a maximum of three years as
being the usual period of time during which a war type of
machine may be expected to serve a useful purpose, then we
get a figure of approximately 3 per cent, per month constant
depreciation.

It is emphasised, that this estimate must be taken into
account whether the machine is flown or not.

B. — Deterioration due to flight.

(i) Crash risk.

(ii) Deterioration.

(i) Crash mfc. — E\eryorie who has had any experience of
flying knows of the large crash risk that was incurred during
the war in the operating of aircraft. One had only to stand
on a busv aerodrome any day when machines were con-
stantly landing or taking off, to see how large this factor is
m the percentage of costs. No matter how sidlful the pilot
accidents will happen even in peace and the resulting ex-
pense involved in lepairiug the aircraft will be considerable.

Difficulty is again experienced in estimating the usual amount
of time a machine can in peace be flown without being
crashed. Practically all we have to guide us is the war ex-
perience of war pilots. " In this connection one can recall the
very considerable publicity given to a young gentleman in the
R.F.C. who was heralded by the Illustrated Daily Press as
the "Crasher King," having survived no fewer than 'seventy-
eight crashes. History does not relate why he was permitted
to continue on his career of vandalism.

One also can recall a very senior officer of the R.N.A.S.,
whose enthusiasm for flying very greatly over-balanced his
skill as a pilot, and whose write-offs in the aggregate must
have amounted to a prince's ransom. Needless to say, there is
no place in civil life for this type of pilot, and, happily, at least
one pilot is known to the writer who has completed 1,000 hours
flying in France without a single write-off against him.

Investigation of the subject seems to indicate that among
high-class pilots one must look for a complete write-off in
aeroplanes every six hundred hours and in seaplanes every
five hundred hours. This record will probably improve very
considerably as war-time machines give place to commercial
types, but until the war products are used up it is not con-
sidered safe that one should figure any less than one-sixth of
one per cent, per flying hour crashes against aeroplanes and
one-fifth of one per cent, per flying hour against seaplanes.

It may be explained that the loss in seaplanes is usually
greater than in aeroplanes, as slight accidents often result in
the seaplane sinking, thus converting a partial into . a total
loss.

(ii) Deterioration.— the last factor to be considered is de-
terioration. Every type of aircraft has a flying life, that is
to say, after a machine is erected and flown a time will come
when, apart from crashes, it will become unfit for further
service. This life must, of course, differ in different types of
machines, the life of some being greater as the factor of
safety of the machine is higher and landing speed lower, etc.
For other types of machines the life will be shorter. One
type of machine may be instanced which probably has the
worst flying record of all, the flying-boat. In one of the
largest seaplane stations in England it has been found from

October 20, 1920

Aeronautical Engineering (supplement to th* 679

Aerial Photography

Model K— 1.
Automatic.
For films size
18 X 24 cm. only.

Aero - cameras, both hand
and automatic, for plates or
films ; also materials and
accessories of every descrip-
tion for aerial photography.

Write for full particulars to

Kodak Ltd. (Wratten Div.), Kingsway, London, W.C. 2.

^Miif!i!iiimHn!inniiifiiiiH;!H^:--;nTiuiTH!HiinHTHHrRr??Hrn!§

Extract from the
— " 'Pioneer " —
August 22, 1920

" Without detracting from the
fine performances put up by two-
engined aeroplanes I must say that
a company wishing to run a trans-
continental mail and passenger
service ought to get the best resu ts
in spsed and reliability by using
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Full particulars may be
haa upon application

the BRISTOL AEROPLANE COMPANY LIMITED filton. Bristol

Telegramt -"Aviation Bristol Telephone • 5906 Bristol.

KINDLY MENTION '* THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

68o

(Supplement to The Aeroplane.)

Aeronautical Engineering

October 20, 1920

careful records of figures kept during (he war that the life
of the hull of large flying-boats was just over seventy hours.
This figure excluded all war risk and simply took care of
wear and tear. In another squadron of the same type of
machine the average was 103. On the other hand, we find
examples of aeroplanes whose life averaged between 700 and
800 hours, and in one or two instances the known life of an
aeroplane has even been as great as 1,000 hours with only
very minor repairs. A careful study of all figures available
seems to indicate that the average flying life of an aeroplane
may be stated to be 700 hours and of a seaplane 400 hours ;
or, in other words, that the allowance for deterioration should
be at the rate of one-seventh of one per cent, per flying hour
for aeroplanes and one-quarter of one per cent, per flying
hour for seaplanes.

It now becomes apparent that A and B must be considered
separately. In the event of an aeroplane being bought and
not flown the only factor that need be considered is constant
depreciation, since the machine is not subjept to either crash
risk or deterioration due to wear and tear. In the event of
a machine being used during the summer months only and
stored during the winter months, it will be necessary to
charge depreciation under different headings. In other words,
during the winter months when machine is stored deprecia-
tion should be charged as shown in A.

A. — Constant depreciation — 3 per cent, per month.

The two remaining factors to be considered are B (i) Crash
risk and B (ii) Deterioration.

B (i) — Crash risk. It is obvious that since under B (ii) the
aeroplane is to be written off in 700 hours it will be unneces-
sary to insure it against crash risk beyond that period. It
is also obvious that it is unnecessary to insure a machine
against crashes right up to its full value if the machine has
done, say, 699 hours' flying. B (i) should therefore be esti-
mated on a sliding scale, or, for the purpose of averaging,
the figure of one-half of one-sixth — or one-twelfth — per cent,
per flying hour may be taken as an equitable basis.

B (ii) — Deterioration. This factor may be considered as
stated one-seventh of one per cent, per flying hour. In
adding the above figures together we find that on an aero-
plane detailed to carry out certain operations lasting six
months and entailing 300 hours' flying, the cost of the
machine being 10,000 doll., depreciation should be figured
as under r —

B (i) — Crash risk — one-twelfth of one per cent. »

per flying hour for 300 hours 2,500 doll.

B (ii) — Deterioration — one-seventh of one per

cent, per hour for 300 hours 4,286 doll.

Total depreciation 6,786 doll.

If the machine is stored in a hangar for the balance of the
year we will get the additional cost of : —

A. — Constant depreciation — 3 per cent, per

month on 10,000 doll, for six months 1,800 doll.

In other words, the total allowance which should be made
in calculating cost of operations or insurance and depreciation
upon a new machine valued at 10,000 doll and used for opera-
tions for a period of six months, during which it was flown
300 hours, would be 6,786 doll., or sixty-seven and four-fifths
per cent, of the value of the machine.

It is particularly emphasised that the above calculations
are based on war-type machines and with war-time experi-
ence. These figures .will unquestionably be greatly modified
as the present types of machines give place to those designed
for commercial uses and as the attitude of mind created by
war experience is altered under peace-time conditions.

The reader of these figures will naturally be inclined to
doubt them ; certainly this figure is very large, but experience
goes to prove that it is at least approximately correct. The
business man unfamiliar with the use of aircraft will im-
mediately state that depreciation is so large as to rule out air-
craft entirely as a feasible mode of transport. This I do not
believe to be the case, but the estimating of the cost of opera-
tions in various parts of Canada has made it clear that if air-
craft has to be used economically, every machine must be
flown to its maximum capabilities. In other words, machines
must not be allowed to "eat their heads off." For example, in
figuring up the cost of operations of six aeroplanes flying in
all 120,000 miles, it has been found that the figure for depre-
ciation was as low as 16.6 cents per mile out of a total of 62.7
cents per mile. In another instance, where only 50,000 miles
of flying was required, the depreciation amounted to 96 cents
out of a total of 2.04 doll, per mile. Various other examples
go to show that the more flying that is done the more reason-
able both depreciation and operation costs become.

During the war no attempt was made to build a machine in-
such a way that this figure would be reduced. The life of
an aeroplane on active service was exceedingly short, whether
it came to its end by crash risk, by deterioration, or at the
hands of the enemy ; few machines on active service lasted
much over 100 hours, hence a machine designed to stand
1,000 hours' work was merely a waste of energy. Now that

the war is over, however, and aircraft manufacturers are
turning their attention to the commercial use of aircraft,
serious efforts are being made to design and build machines!
ihat will last for upwards of 1,000 hours. Prominent in this7
direction is the advent of the all-metal machine. Already
very satisfactory wings have been made which, while increas-
ing the weight only 10 per cent, over the present methods of
construction, give a factor of safety of 12 instead of 6. In
England to-day the largest machine ever constructed is being
Luilt of metal, and it is hoped that in this and subsequent
types the life will be very much lengthened. Unquestionably
this is the greatest problem facing aircraft manufacturers
to-day and one that will retard the commercial use of aviation
until it has been satisfactorily solved. — Ottawa, May, 1920.

A Criticism.

The foregoing document is of very considerable interest. It
is probably true to say that were the writer to resume his
inquiries in England to-day he would be able to discover
those who possessed very considerably more in the way of
accurate information as to the depreciation of aircraft on
commercial services than was available at the time his original
inquiries were made. Whether he would be able to extract
that information in any very useful form and, still further,
whether he would be permitted to publish it, is a quite other
matter.

But there are certain points whereon remark may usefully
be made as to his statements, and very possibly the writer
himself would now amend his views in certain respects.

On one issue a very distinct objection may be taken to his
assessment of costs. This relates to the question of obso-
lescence. Financially, the scrapping of an obsolete type of
machine is justifiable only when the substitution of a more
efficient type will result in economies or in increases of
revenue sufficient to pay interest on the capital represented
by both the original and the new types of machines.

The sale value of an aeroplane — regarded purely as a com-
modity— will undoubtedly drop with its age, quite apart from
any question of its material deterioration. But as part of
the equipment of an aerial transport concern its value is
properly what is generally known as a going concern value,
and is entirely a function of its revenue earning capacity.

This capacity may fall through material deterioration of the
machine itself — but is then due to faulty upkeep — or it may
fall through the competition of other concerns operating on
the same or equivalent routes and employing more efficient
types of machine. But if an aeroplane to-day can carry a
given load over a given route at a given cost, there is no
factor due to the age alone of that machine that will prevent
it from carrying the same load over the same route at the
same cost ten or twenty years hence.

To charge obsolescence as a cost is to burden the present
with the cost of problematical future improvements, and in
the development of commercial aerial transport represents an
entirely wrong and shortsighted financial policy. To build
up out of any profits available a reserve fund to facilitate the
substitution for old type machines of newer and more efficient
types is an entirely different affair, but to treat this item as
a cost is merely to introduce, one more deterrent to the
growth of the business, and hence probably effectively to
remove any excuse for so replacing them.

For the remainder of the contents it may fairly safely be
said that the figures given for the life of commercial aircraft
are all distinctly conservative. Quite possibly the depreciations
which result may approach fairly closely to the allowances
necessary with existing types of aircraft operating on irregular
services over bad country, but British experience of machines
operating over regular routes and subject to proper arrange-
ments for maintenance and overhaul would seem to indicate
an average flying life of very much more than the 600
hours assumed by the writer. Given competent piloting over
routes not worse than the London-Paris as regards facilities
for landing, and modern engines properly maintained, it seems
probable that at least 2,000 flying hours without a serious
crash can be counted on with fair certainty — w. h. S.

AN ABSTRUSE PROBLEM.

The following letter has been received : —
Sir, — In Air Ministry Notice to Airmen, No. 105 of the year
1920, the following statement occurs : —

"In the south-west corner there are the repair shops,
• offices and hangars ; the easterly part of the aerodrome is
- taken up for landing ; and in the south-east corner there
runs a stream of water and a tall hedge. On the west
side there is a landing-mark — an equilateral triangle
marked in white, the apex being to the north."
I should be glad if you or any of your readers could inform
me which corner of an equilateral triangle constitutes the
apex, or should my inquiry be addressed to the Air Ministry?

' (Signed) " Earnest Inquirer."
[This query should obviously have been addressed to the
Directorate of Research, Air Ministry, Kingsway, W.C.2.
—Ed.]

October 20, 1920

Aeronautical Engineering

(Supplement to The Aekoplans.)

68l

an outstanding point
in "the most efficient
Aero Engine in the
world

The Engine illustrated it the

DRAGONFLY— 340 h.p— 9 cyl.
(Static Radial).

WALTON MOTORS, Ltd,
Walton-on-Thames.

Ttltphow :
ESHER 306 *nd 307.

Tiltgrtms :
"MOTORS, WALTON-
ON-THAMES."

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

682

(Supplement to The Aeroplane.)

Aeronautical Engineering

October 20, 1920

TRADE NOTES.

A Real Commercial Economy.

One of the most expensive of expendable adjuncts of
aviation is the airscrew. Everyone knows what happens to
one of these after passing through a hail storm, or even a
severe rain storm, or even, a slight accident such as a machine
gently standing on its nose. With the ordinary type of wooden
airscrew there is usually under such circumstances a complete
"write-off" of £30 Also one is told that the lift of a wooden
airscrew in such hot climates as that of Egypt or India is
very limited.

Therefore it is most encouraging to note that a satisfactory
airscrew made entirely of metal has been evolved by the Metal
Airscrew Company, Ltd , of Regent House, Kingsway, Lon-
don. The screw is made so as to have an adjustable pitch
and each blade is balanced separately besides beim; renewable
separately. One learns that an airscrew which was designed
for a 70-h.p. engine was "revved" up to 340-h.p. with quite
unspectacular results.

It is not surprising to find that an order has been placed
by the Air Ministry for these screws for machines operating
on water and in hot climates. All those interested in the
economical running of an air line should pay a visit to the
offices of the company, which are about twenty-five seconds'
walk from Holborn Tube Station — G. p.

Cinematography and Aviation.

Cinematography has come to be regarded by the general
public as a means of comparatively cheap amusement, but in
spite of all that is said of it by certain magistrates pre-
siding over children's courts, its uses from an educative, pic-
torial and research point of view are many. From an aero-
nautical standpoint it has similar uses, and during the late
war a considerable amount of work was accomplished and end-
less experimentation carried out.

With the advent of more normal times its uses have been
considerably amplified, and, together with the amount of ex-
perience gained, a very large sphere of operation is now open
to it.

Among those very few manufacturers of cinematograph
cameras, 'the establishment of J. Debrie, of 111, Rue St. Maur,
Paris, have probably come to be recognised as the premier
producers of high-ciass apparatus.

For ordinary straightforward aerial cinematography their
"Parvo" camera can be claimed to be the best suited for the
purpose.

With its reduced dimensions, it is the smallest of all cameras
extant, it is always ready, the film boxes are inside, thus
obviating the danger of fogging the film, nothing sticks out
of the camera itself ; this last, but not least, advantage making
the "Parvo" one of the handiest and most convenient cameras
to be carried.

During the war the British War Office experimented with
film cameras that instead of taking 16 pictures per second,
which is the normal speed of taking, speeded up the operation
some few times, so that on projection at the normal speed
the speed of the subject taken should be slowed down by the
same number of times as it was originally accelerated, thereby
disclosing much movement that was unobserved by the naked
eye.

To obtain results that were worth their while, it was found
that no cameia would stand up to the work for any length of
time.

Since the war Pathe Freres have introduced films produced
on that principle with a camera known as the "Ultra-Rapid."

J. Debrie have now produced a modification of their "Parvo"
camera which is far in sdvance of anything yet produced, and
takes pictures at the rate of 250 per second, so that on pro-
jection at the normal rate of 16 pictures per second, slows
down the movement of objects taken 15! times. By this
means, it is possible to observe many things that hitherto
have been merely the subject of assumption. The first film
produced by this camera portrayed, among other things, the
flight of gulls, at both the normal and reduced speeds, a sub-
ject of great interest to all concerned with the problem of
bird-flight, etc.

It is unnecessary to lay any stress on the huge possibilities
introduced by this camera for purely research work, such as
wind-tunnel experiments and the observation of the passage
of smoky air round models, the action of valve springs, wood
fractures under stress, etc.

Again, a fair amount of cinematography has been done
from the air, but the clearness of the picture has often been
marred by the excessive movement caused by the unsteadi-
ness of the aircraft which at the best of times can hardly be
claimed as an ideal "platform" for continuous aerial photo-

graphy. By the utilisation of this Rapid "Parvo" camera, the
sudden movements would be damped down to such an extent
as to render them hardly noticeable, and the passage over
places taken would be slowed down to such a pitch as to allow
points of interest to be seen clearly.

The novelty and utility of aerial cinematography under these
conditions should be of great commercial value.

Anyone interested in this camera should get into touch with
Pearson and Sopwith, Ltd., of 8-9, Long Acre, London, W.C.,
who hold the sole agency in this country for all the products
of J. Debrie.

Foreign Service.

Mr. D. C. Flutchmson, of Titanine, Ltd., has recently paid
a visit to Madrid in the interests of ths firm. After an ex-
perience of the Spanish railways he is more than ever con-
vinced of the desirability of aerial transport.

Marconi in the Air.

Major-General Sir F. H. Sykes, C.B.E-, K.C.B., C.M.G.,
Controller of Civil Aviation, in his address before the Air
Conference, impressed updn aviation transport firms "the
great importance, in the interests of safety and regularity, of
every commercial machine being equipped with wireless," and
emoted as an instance of the utility of such an equipment the
recent case in which an aeroplane with ten passengers aboard
was able to ask from the air for landing lights when forced
to land at St. Inglevert after dark. ,

It is interesting in this connection to learn that nine or
the aeroplanes engaged in commercial services between Eng-
land and the, Continent have already been equipped with the
Marconi wireless telephone and that others are now being
similarly fitted.

A Plus Quantity.

On Oct. 7th seven of the leading London morning papers
between them devoted 35J inches of their - valuable space to
more or less intelligent accounts of the liquidation of the Sop-
with Aviation Co., Ltd., under such headings as "Sopwith's
Heavy Loss," "Sopwith Co.'s Losses," and "Sopwith Liquida-
tion," and so forth, but none of them, so far,as one could see,
devoted so much as an inch to recording the real progress of
aviation.

No paper had the intelligence, for example, to understand
that the formation of the new de Havilland Aircraft Co., Ltd.,
is a very mu;h more important thing on the plus side of the
progress of -aviation at the moment lhan is the liquidation of
the Sopwith Aviation Co; on the minus side. Our Press does
not seen to appreciate the fact that Capt. de Havilland has
always produced new designs which have made for progress
and that his D.H.16 and D.H.18 machines are to-day in the
very forefront of commercial aircraft.

For Scored Cylinders.

In these days of soaring prices it is interesting to hear of a
process that will effectively repair scored cylinders at a
minimum cost. This is to-day being achieved by the Barimar
• Metallurgical Process, and is undoubtedly without parallel
in the salving of scrapped castings. In pre-war days the
only reliable method of rendering scored cylinders thoroughly
efficient was to weld up the scores, regrind bores, and then
fit new pistons complete. Such an operation was a costly
one and the work took some four to six weeks to complete.

To-day large quantities of cylinders scored in this way
are being successfully treated by this newest invention, the
Barimar Metallurgical Process, for a figure which is only
about 10 to 20 per cent, of the cost of the old method, and
the work is finished in about two days. A further noint, and
one of paramount importance, is that when cylinders are
repaired by this process they do not have to be welded or
reground, and they do not require new pistons.

COMPANY NOTES.

Mortgages, Charges and Satisfactions.

Whitehead Aircraft (191 7), Ltd. — Four charges, dated
Sept. 17th, 1920, to secure £2,500, ^1,900, £1,000 and .£1,250
respectively. Property charged : company's property, present
and future, except uncalled capital. Holders : O. Sunderland,
15, Eastcheap, E.C. ; R. H. Tetley, 50, Jermyn Street, S.W. ;
Morris Veasey and Co., King Street, Cheapside, E-C. ; and
C. F. Oldham, Falklands, Feltham

Aircraft Manufacturing Co., Ltd. — Particulars of £25,000
debentures authorised Sept. 28th, 1920, whole amount issued;
charged on the company's undertaking and property, present
and future, including uncalled capital.

October 20, 1920 ; Aeronautical Engineering ,SUDI)lement t0 THE AEROPLANE , 683

^i.^T«Jim»-^»».m«^mn^amo«Ji.iMi|iii|iMii»|i|ll«BI 11111111 n — — ■ I IIUfcllHt m I ■! I M —P

WESTLAND

THE WESTLAND AIRCRAFT WORKS

(Branch of Petters Limited),

YEOVIL

have been awarded the FIRST PRIZE of
£7,500 in the

British Aircraft Competition, 1920 (Small class)

for the

WESTLAND SIX-SEATER LIMOUSINE

fitted with the 450 B.H.P. NAPIER LION Engine.

FACTS FROM OFFICIAL RESULTS.

(1) FASTEST TOP SPEED.

(2) GREATEST SPEED RANGE.

(3) BEST ECONOMY : —

Lowest Fuel cost per pound useful load.
Lowest Oil Consumption irrespective of B.H.P.

(4) RELIABILITY.

The result of the Competition is to stamp the WESTLAND LIMOUSINE
with the hall mark of excellence for Aerial Transport. We invite enquiries for
these machines," and are prepared to grant licences for manufacture, abroad.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

684 (Supplement to the aeroplane. >' Aeronautical Engineering

October 20, 1920

V

I ^llllll'lllllllllllilillllllllllllll
I I illllllllllillllllllllllll

1| = iJIUIllllllilJU

FROM THE EARLIEST
DAYS OF FLYING

experts have been e thusiastic over
Beardmore performance.

Testimony to their RELIABILITY
is convincingly proved by the fact that
manufacturers are largely specifying
BEARDMORE AS STANDARD
POST-WAR POWER UNITS.

Complete Engines with all parts
duplicated are dispatched at 24 hours'
notice. Every engine guaranteed.

THE FAMOUS BEARDMORE
CARS now being introduced include,
in addition to PLEASURE CARS,
a special TAXI CAB complete with
thre^-quarter Landaulette body and
LIGHT DELIVERY VAN.

WE ARE EXHIBITING AT THE
COMMERCIAL MOTOR EX-
HIBITION, STAND No. 75.

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BEARDMORE AERO ENGINES, LTD,
112, Great Portland Street, London, W.l.

Telephone : 238 Gerrard.

Works - Parkhead Steel Works, Glasgow.

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KINDLY MENTION "THE AEROPLANE" WHEN CORRESPONDING WITH ADVERTISERS

October 20, 1920

The Aeroplane

(Continued from page 670.)

He wanted a subsidy because of the depreciation of machines
so that they could be written off quickly, and thus pay for
progress. He suggested wittily that the telegraph services
had a subsidy, only instead of receiving it at the beginning
they made a loss at the end of the year and called it a
deficit. He also suggested that the petrol and oil companies
which made such vast profits might supply free petrol and
oil to the air lines instead of paying Excess Profits Duty.

He drew attention to the fact that the proposed amount of
subsidy to the air lines was, after all, only equal to the money
which had been saved by the Government by not allocating
the First Prize in the "Large Aeroplane" Class in the Air
Ministry Competition.

He considered that the cost of administrating Civil Aviation
by way of the Air Ministry was rather high for the amount
of work which it had to regulate. He considered that the
Aircraft Industry needed a little more feeding bottle and a
little less policeman.

A New Force in Aviation.

Mr. Frank Searle, now managing Aircraft Transport and
Travel, Ltd., and formerly the creator of the Daimler Hire
Department, who is most distinctly a new force to be con-
sidered in the future development of Civil Aviation, made one
of the best speeches of the Conference.

He remarked that Civil Aviation hitherto had been handled
by aero-optimists. Nobody could make a profit out of two-
seater or four-seater aeroplanes, and in any case aircraft
would not cater for workmen's fares. Even if the present fares
were high, a ^2,000 a year employee going on a special jour-
ney to Paris would save two days of his valuable time, which
is worth at any rate £10 per working day, and that alone paid
his fare.

As to the' practical side of Air Dines he said that pilots
■roght not to fly by eye and without wireless. The ground

ANOTHER KIND OF CONFERENCE Prominent among

the freeTunchers and free joy=riders at Croydon during the
visit of the Air Conferenciers were Mr. Bob Williams, of the
Transport Workers' Union (left), and Mr. Ben Smith, of the
Vehicle Workers' Union (right). Opinion among the aviators
at Croydon was divided as to whether the visit was concerned
with bringing Air Transport and Aerial Vehicle workers into
their Unions, or whether they were there preparatory to call-
ing a strike of pilots, seeing the ex=officer pilots are paid
about as much as a van=driver — for the very good reason that
Air Transport firms are not making enough to pay more.

organisation of the wireless system badly needed overhauling.
(1ms is a subject with wmch one hopes to deal further.)
At present it was impossible to fly by night, and it should
be possible to U3e machines for 10 hours a day to make them
profitable. Therefore tlie Air Ministry should light the air
routes adequately.

The use of turn indicators should be made compulsory.
Some method should be devised of indicating the height of a
machine from the ground and not from sea level. Engines
ought to do more than 3,000 miles without overhaul.

On the subject of profit-making he pointed out that a D.H.18,.
which cost ^5,000 to buy, could carry ^'160 of fares in the
double journey Paris and back in the day. This showed a
profit ot ^jioo a day, and the machine could be written off
111 three mouths. War machines were useless as profit makers.

He was surprised at the unpractical details of aeroplanes.
Fie found six rubber connections in the petrol system of one
aeroplane. He know from experience that one rubber con-
nection in a certain type of motor 'bus resulted in 'buses being,
stranded all over Loudon. Why not use steel pipes? Why
fix engine cowls with skewers instead of proper clips ? Why
use cables in controls instead of rods ? W hy put magnetos
where they were deluged in oil ?

Mr. Searle was continuing in this eminently practical and
informative vein when Lord Montagu pulled him up short
under the ten minutes rule, though he had permitted quite
uninteresting people to talk at large during the morning. One
suggests to the Royal Aeronautical Society that Mr. Searle be
invited either to read a paper, or merely stand up and say
what he thinks about Commercial Aviation, to the Society.
The Aircraft Industry will learn quite a lot about practical
commercial aviation if he is kind enough to do so.

Mr. Searle, having been "sawed off close to the ground,"
as somebody put it, the Meeting proceeded to pass the follow-
ing resolution, proposed by Mr. Holt Thomas and seconded,
by Sir Sefton Brancker : —

"That this Conference calls upon the Government to.
decide definitely that all first class mail matter shall be
sent by Air Mail on mail routes of importance."

And the morning and the evening were the first day.

THE SECOND DAY'S PROCEEDINGS.

The papers for the second day were read by Air Vice-Marshal
Sir E. L. Ellington, Director .General of Supply and Research,
and by Captain F. S. Barnwell, of the Bristol Company.
These, being essentially technical papers, are dealt with by
Captain W. H. Sayers in the "Aeronautical Engineering"
section of this paper. Captain Sayers has a good deal to say
on the subject of the apocryphal steam aeroplane, and also
on the discussion which followed Air Vice-Marshal Ellington's
paper.

After the first paper, that distinguished gentleman whom
q wag called "Sir Rippling Glazebrook, who goes 011 for ever,"
delivered a long discourse which had little enough to do with
the paper. This curtailed unduly what promised to be a very,
interesting discussion, which had in any case to be cut short,
as those present at the Conference were to be taken in motor
'buses to London Bridge Station, thence by train to Waddon,
and thence by motor 'bus to the London Terminal Aerodrome..

There the guests were excellently entertained at lunch,
Trust Houses having mobilised a large staff to deal with the
crowd, having evidently learned much from the previous
Sunday. Quite a number of people who were not at the
Conference appeared at the Aerodrome, among them being
Mr. Robert Williams, Secretary of the Transport Workers'
Union, and Mr. Ben Smith, of the Vehicle Workers' Union.
With the exception of those two notable gentlemen one did.
not notice anybody else at Croydon who was not already con-
cerned more or less intimately with aviation.

The demonstration of flying was excellent. The prize-
winning machines in the Air Ministry Competitions were pre-
sent and put up a very fine performance, all except the
Supennarine, which was unfortunately held up by fog at
Southampton. The Fairey, , piloted by Lieut. -Col. Nichol,.
managed to get through from Hamble.

Everybody who ;s anybody in aviation was at Croydon, but
one ventures to suggest that the excellent display of flying,
which took place would have been much more useful if every-
body who is nobody in aviation had been present instead.

A Suggestion to the Air Ministry,

One suggests to the Air Ministry that similar exhibitions of
flying should be given, preferably on Sunday afternoons, to
selected groups of guests chosen because they represent some
particular trade or profession which would be directly bene-
fited by a proper understanding of the value of Commercial
Aviation. For example, it would do well to start with the
editors (not reporters) of the British trade and technical jour-
nals, so that they themselves may be converted to a belief in
aviation and may preach the gospel to the trades which they
respectively influence. One such successful visit would do>
more good to Commercial Aviation than the whole of the Air
Conference has done. — C. G. G.

-686

The Aeroplane

October 20, 1920

IMPRESSIONS OF THE CROYDON
DEMONSTRATION.

Doubtless many of those on the 13.10 train which left Lon-
don Bridge for Waddon on the 13th inst. have at various times
in their perhaps somewhat chequered careers been blessed
(or cursed) with many different kinds of escorts, ranging from
.a corporal and two men to a bevy of "armoured B.E.2CS" (as
one has seen this curious spectacle described in operation
orders). Speaking for oneself, however, one has never before
had two perfectly good airships of the size of the R.32 and R.33
detailed to look after one's own personal comfort as did these
ships which kept those travelling in the cruelly slow train
amused. Otherwise one might have been very bored. One
liked the little man in the tail of R-3S. On arrival at Waddon
the party were conveyed to the aerodrome in a fleet of motor
'buses. Airshipping was also prominent inside the 'bus
which conveyed oneself. One is glad that the R.3S delayed
its "shower of pickle-jars" publicity stunt until the following
day.

On arrival at the aerodrome cold lunch was served in the
quondam officers' mess building. The crafty idea of having
separate rooms successfully checked the prevailing epidemic
of speechifying. One was glad to see that the modest liquid
tastes of many people saved the 'Department of Civil Aviation
sixpence per head.

One noticed a lifelike representation of the famous Mr.
Mutt while feasting. Mr. Jeff was also present. The Depart-
ment of Civil Aviation are very lucky in obtaining the originals
from Mr. Fisher.

After lunch one saw Mr. Courtney armed with a butterfly-
het trying to catch the R.35 in order to try out a new depar-
ture in semiquaver landings. At that moment a Vickers

•"Vimy" and "Viking" both arrived, wing tip to wing tip. The
undulatory landing of the Viking caused Mr. Courtney to re-
mark, "Oh, look at the waves!" The departure of this ship
made those gasp who did not know the quality of the pilot,
the machine and the Napier engine
The arrival of the Handley Page O/400 and W.8 was most

.dramatic. They both arrived simultaneously over the aero-

CONCERNING HELICOPTERS.

In view of the various entirely opposing views that are held
.by the leaders of aeronautical science in this country and
others as to the value of direct-lift heavier-than-air craft, it is of
very great interest to learn that M. Louis Damblalic will
deliver to the Aeronautical Society, on Nov. 18th, a paper
entitled "The Problem of the Helicopter "

M. Daniblanc has been experimenting with helicopters for
a number of years, and his recent expeiiments have proved
■so successful that the French Government has allocated 10
him the sum of 300,000 francs to assist his experiments. It
.will thus be readily appreciated that M. Daniblanc is better
entitled to lecture on the practical experimentation of the
helicopter than is anybody either in France or elsewhere.

Though in fact M. Damblanc has an excellent knowledge
.of the English language, he prefers not to read his paper
himself, and he has arranged with Mr. Percy Noel to read
the paper and to act as his interpreter in the subsequent dis-
cussion. Mr. Percy Noel will be remembered as the founder,
proprietor and editor of one of the earliest American aero-
nautical papers — namely, Aero and Hydro, of Chicago.

Mr. Percy Noel ran that paper until the outbreak of war,
when, happening to be in France, h - at once joined the Red
• Cross and did excellent work in the transport of wounded, in
many cases under fire. Fie is thus "entitled to wear the 1914
Star, a. privilege enjoyed by very few American citizens. Later
in the wpr Mr. Percy Noel acted as war correspondent for one
of the most important groups of American papers, and more
recently has visited Russia in order to investigate Bolshevism.

Thus it will be seen that both the composer an-.", the reader
of the paper on helicopters are among the most interesting
personalities in international aviation.

M. Damblanc will illustrate his paper with a number of
photographs and diagrams of helicopters, but undoubtedly the
most interesting of his illustrations will be his kiuematograph
films made up from a series of drawing* demonstrating how
it is proposed that the helicopter aircraft of the future will
navigate after it has lifted itself into the air. Even the most
convinced opponents of the helicopter admit that such a
machine can be made to rise, but they doubt its ability to
manoeuvre when off the ground, and it will be remembered
that Air Vice-Marshal Ellington last week perpetuated the
popular belief that if a helicopter ceases to revolve it will fall
like a stone.

M. Damblanc has, one believes, excellent and immediate
replies to all criticisms, and consequently the lecture should
be of more than ordinary interest. All those who are con-
cerned with aviation, whether members of the Aeronautical
Society or not, will be welcomed at the lecture; but as, in
-view of the particular interest of the paper there is likely to

drome separated by a rod, pole, or perch. The W.8 appar-
ently suddenly got fed up with ballooning and opened out,
leaving the old O/400 standing. Shortly after this Lieut. -Col.
Nichol arrived on the Fairy Amphibian, also finding the sea
a trifle rough at his first atterrissage. The D.H.6, belonging
to the Leatherhead Aviation Company, made quit£ the most
spectacular, and, if everything done was intended, the most
skilful lauding of the day.

Mr. For son, on the DvH.i8, and Mr. Barnard on the "Vimy"
were both performing with their usual skill. These two
machines were particularly admired because they were known
to be regularly on the service and not merelv over for the
day. The magnificent B.A.T. belonging to the I.A.L. was also
out. It is a pity there are not more of this type built as they
would be of leal service to aviation. They were, of course,
built by one of the companies organised by Sir Samuel Waring,
Bart., who received his baronetcy for his services to aviation.

Through the kindness of Mr. Cogni one made the trip back
to Cricklewood in the W.8. The amount of "vim" imparted
to this handsome machine by the twin Napier engines is really
most remarkable. She flies more like a scout than a "Fat
Porter." She would be greatly improved by having larger
windows fitted. Major Brackley's handling of the W.8 was
wonderful.

The Avro triplane, which was flown at Croydon by Mr.
Hinkler, caused wonder among the uninitiated owing to- its
being a triplane. The big Napier-engined Westland was also
much in evidence. One considers it a perfect triumph on the
part of any machine to be able to lift Mr. Keep, much less
half a dozen passengers. (N B. — Mr. Keep is at Yeovil, which
is a long way from Piccadilly.) The window arrangements are
excellent on this machine and can be opened as wide as pos-
sible. Mr. Keep points out that the real advantage lies in
the fact that one can be as sick as one likes through these.
The machine has been sold to a Canadian syndicate for "art :
obs." in seal fisheries.

Finally, one must not omit a word of "praise for Major
Greer's dual performance as "xa)/3°s" and sheep-dog, which
was really one of the features of the meeting. — c. D.

be a large crowd (provided that road and rail transport still
exists), it would therefore be well to obtain admission tickets
beforehand from the Secretary of the Royal Aeronautical
Society, Lieut. -Col. Lockwood Marsh, at 7, Albemarle Street,
W.i. — c. G. G.

THE NIEUPORT GOSHAWK.

One is asked by Mr. FI. Folland, the designer of the Nieu-
port "Goshawk," to state with reference to the breaking of a
flying wire during Mr. James' first flight on this machine that
the factor of safety on this machine is six. With one flying
wire gone the factor of safety is four.

The machine, of course, belongs to another of the companies
of which the moving spirit is Sir Samuel Waring, Bart.

LOW FLYING OVER LONDON.

The following letter has been received : —

Sir, — It is fairly common for residents in the neighbourhood
of Finchley, Golders Green and Cricklewood to see aeroplanes
flying fairly low over the housetops, more particularly since
Cricklewood aerodrome has been made an air port, but I
really think that the limit was reached on the 14th Sept.,
when at about 7.15 p.m. a Handley PageN (G-EASL) passed
over Finchley Road and Golders Green Road at a height
estimated by myself and a friend at not more than a 100,.
(hundred) feet.

Isn't it about time that something was done by the Powers
that be to pilots on the various Continental air lines who
persist in flying low over such crowded areas as those
mentioned above ? It is, I believe, illegal for anyone to fly
low over London, and yet a certain air line, whose machines
are very familiar to the public, are persistently breaking the
law, not only in the immediate vicinity of their aerodrome,
but also elsewhere.

Their pilots, machines and the engines used on their service s
may be beyond reproach, but accidents may happen in the.
best regulated of families.

It has already been proved by long service, and also during
the late Martlesham trials, that flying on one engine is a
bit of a gamble, so that, so long as the practice of gradually
losing height on the • approach to an aerodrome, which is
surrounded by houses, instead of spiralling down when over
the 'drome, is permitted, one may look forward to an unholy
crash, involving damage to property, if not loss of life,
which in the eye of the uneducated public will put back com-
mercial aviation to the days before the war, when aviation
was considered but a hobby for those seeking an early exit
from their earthly existence.

(Signed) Ex-R.A.F.

October 20, 1920

The Aeroplane

687

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KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

688

The Aeroplane

October 20, 1920

THE UNITED KINGDOM OF GREAT BRITAIN AND IRELAND.

Official Notices Held Over.

CONTINENTAL ARRIVALS AND DEPARTURES.

[The following table of arrivals at and departures from the
British Air Ports is compiled on the following system : —
First comes the initials of the Air Line: next the type of
machine; next the international number of the machine: next
the ports of departure and destination: next the times of
departure and arrival; next the cargo, whether goods (G)
and I or mails (M); next the number of passengers : and finally
the name of the pilot and number of mechanics, if any.]

ABBREVIATION'S.— A.T. & T.— Air Transport & Travel, Ltd.; M.A.
— Messageries Aeriennes; I.A.L.— Instone Air Line; C.T.— Compagnie
Transaerienne ; G. E- A. — Compagnie des Grands Express-

Aeriens; S.N.E.T.A.— Syndicat National pour l'Etude des Trans-
ports Aeriens; P.L— Petters, Ltd.; Franco-R.— Franco- Roumanie;
M.W.T.C.— Marconi Wireless Telegraph Company; H.P.T.— Handley
Page Transport, Ltd.; H.P.— Handley Page, Ltd.; A.P.B.— Air Post of
Eanks; K.L.M.— Koninklijke Luchtvaart Maatschappij.

Where times are missing it is probably owing to Atmospherics.

The London Terminal Aerodrome, Croydon. (Telephone: Purley 1180.)

OCTOBER 11th :
A.T.T., DH9, G-EAQA, London-Amsterdam, 11.04— • Nil, Nil, Hincheliffe
A.T.T., DH9, G-EAOZ, London-Amsterdam, 11.04-13.32, G, Nil, Duke.
A.T.T., DH16, G-EAQS, London- Paris, 11.20-13.25, G &M., 3, Robins.
M.A., Breguet, F-CMAF, London-Paris, 12.20-16.55, Nil, Nil, Chailloux.
C.T., Nieuport, F-CGTY, London-Paris, 15.20-17.55, Nil, Nil, Mauler.
A.P.B., Westland. G-EAJL, London-Paris, 15. 35-18. 10, G., Nil Campbell
Orde.

I.A.L., Bat, G-EAPK, London-Paris, 15.40-1S.25, G, Nil, Chattaway.
A.T.T., DH18, G-EARO, London-Paris, 16.00-18I20, G.&M., 3, Forson.
A.T.T., DH18, G-EAUF, Paris-London, 1030-13.55, Nil, 7, Holmes.
A.T.T., DHo, G-EAQL, Paris-London, 10.55-13.20, G., 1, Baylis.
A.P.B., Westland, G-EAMV, Paris-London, 12.25-14.3=;, G., 1, McMullin.
M.A., Breguet, F-CMAI, Paris-London, 13.20-15.36, Nil, 3, Martel.
C.T., Nieuport, F-CGTY, Paris-London, 12.20-14,30, M, Nil, Mauler.

G. E.A., Goliath, F-GEAD, Paris-London, i2.35-i5'oo, G., Nil, Favreau & 1
A.T.T., DHi6,G-EALM, Amsterdam-London, 14.33-17.50, G.&M., 1, Lines
A.T.T., DH16, G-EALU, Brussels-London, 14.35-17 00, Nil ,2, Reeves.
A.T.T., DH16, G-EAQS, Paris-London, 15.50-17.45, G., 2, Robins.

OCTOBER 12th :
A.T.T., DH16, G-EASW, LondonrParis, 10.38-13.25, G.&M., 1, Reeves.
A.T.T., DHa, G-EAQN, London-Amsterdam, 10. 45-13. 15, G., Nil, Bamber.
A.P.B., Westland, G-EAMV, London-Paris, 10.50-13.40, G, 1, Powell.
M.A., Breguet. F-CMAI, London-Paris, 12.03-15.00, Nil, Nil, Martel.
A.T.T., DH9, G-EAGY, London-Paris, 15.50-18.os, Nil, 1, Lines.
A.T.T., DH9, G-EAQL, London-Paris, 15.50-18.05', G.&M., Nil, Tebbit.
A.T.T., DH9, G-EAQP, London-Paris, 15.so-18.05, Nil, 1, Robins.

H. P.S., SE5, G-EATE, St. Inglevert-Londbn, 10.40-11.45, Nil, Nil, Foot.
A.P.B., Westland, G-EAJL, Paris-London, —12.40, Nil, 2, Campbell Orde
I A.L-, Bat, G-EAPK, Paris-London, 12.35-15. 10, Nil, 4, Chattaway.
M.A., Breguet, F-CMAG, Paris-London, 13.20-15.50, G.&M, Nil, Le Men.
A.T.T., DH9, G-EAOZ, Amsterdam-London, 14. 15-18. 12, Nil, 1, Bamber.
A.T.T., DH18, G-EARO, Paris-London, 15.35-1^.50, G., 4, Forson

OCTOBER 13th :

M.A., Breguet, F-CMAG, London-Paris, 11. 55-14.30, Nil, Nil, Le-Men.
G.E.A., Goliath, F-GEAD, London-Paris, 13.00-16.05, G., 1, Favreau & 1
A.T.T., DH18, G-EARO, London-Paris. 1320-15.40, G.&M, 4, Holmes.
A.P.B., Westland, G-EAJL, London-Paris, 15.32-17.4=:, G., 1, McMullin.
A.T.T., DH16, G-EAQS, London-Paris, 15. 45-17.45, G.&M , 1, Reeves.
G.E.A., Farman 50, F-GEAV, Paris-London, 09. 55-16. 25, Nil, 3, Labouchere
A.T.T., DH16, G-EASW, Paris-London, 10.55-15 30, Nil, 2, Reeves.
A.P.B., Westland, G-EABIV, Paris-London, 10. 53-13. 10, Nil, 1, Powell.
C.T., Nieuport, F-ICGT, Paris-London, 13.20-16.00, M., Nil, Lasnes.
A.T.T., DH9, G-EAQN, Amsterdam-London, 14.17-18.15, M., 1, Duke.
A.T.T., DH9, G-EAQL, Paris-London, 15.35-17.50, Nil, 2, Tebbit.
A.T.T., DH9, G-EAQP, Paris-London, 15.37-17.55, Nil, 2,' Lines.
A.T.T., DH9, G-EAGY, Paris-London. 15.40-17.56, G., 1, Robins.

A.P.B., Westland, G-EAMV, London-Paris, 1040—, G., 1, Campbell Orde
A.T.T., DH16, G-EALM, London-Paris, 11. 00-13 'A. G.&M., 3, Milnes.
A.T.T., DH9, G-EAOZ, London-Amsterdam, 11.30—, G., Nil, Lines.
I.A.L., Bat, G-EAPK, London-Paris, 13-35-16.25, Nil, 1, Chattaway.
C.T., Nieuport, F-ICGT, London-Paris, 13.45-16.30, Nil, Nil, Lasnes.
A.T.T., DH18, G-EAUF, London-Paris, 15.35-18.10, G.&M.; 4, Forson.
A.T.T., DH18, G-EARO, Paris-London, 12.00-14.20, Nil, 6, Holmes.
A.T.T., DH16, G-EAQS, Paris-London, 12.05-14.00, G., 3, Reeves.
M.A., Spad, F-CMAY, ' Paris-London, 12.25-14.28, M.^ 2, Bourdon.
A.P.B., Westland, G-EAJL, Paris-London, 12.30-14.52, G., 2, McMullin.
H.P.T., HP, G-EATJ, Paris-London, 13. 10-16.45, G , 3, Jones & 1.
M.A., Breguet, F-CMAG, Paris- London, 13. 50-16. 51, Nil, 2, Le Men.
A.T.T., DH16, G-EALM, Taris-London, 15.45-18.00, G., 2, Milnes.

A.T.T.

OCTOBER 14th :

DH9, G-EAPL, London-Amsterdam, 10.3.5-

G., Nil, Bamber.

OCTOBER 15th:

A.T.T.', DH16, G-EASW, London-Paris, 10.00-1640, G &M., Nil, Robins.
A.T.T , DHo, G-EAQL, London-Anisterdam, 10.25-13.15, G., Nil, Duke.
M.A., Spad, F-CMAY, LondonParis, 15. 14-17. 15, Nil, 1, Bourdon.
A.P.B., Westland, G-EAJL, London-Paris, 15.25-17.48, G., Nil, Powell.
A.T.T., DH18, G-EARO, London-Paris, 15.40-18.00, G.&M., 6, Holmes.
I.A.L., Bat, G-EAPK, Paris-London, 14.00-16.48, G.. 2, Chattaway & 1.
A.T.T., DH18, G-EAUF, Paris-London, 14.05-1632, G, 4, Forson.
A.P.B., Westland, G-EAMV, Paris-London, 14.1n-16.40, G, Nil, Camp-
bell Orde.

M.A., Breguet, F-CMAF, Paris-London, 14. 15-1720, G &M, 1, Chailloux.
A.T.T., DH9, G EAOZ, Amsterdam-London, '—17.20, Nil, Nil, Lines.
A.T.T., DH9, G-EAPL, Amsterdam London, 1405-12.50/16, Nil, Nil,.

Bamber .

H.P.T., Ltd., DH4,, G-EAVL, Amsterdam London, 14.40-18.45, G.&M.,
Nil, Foot

G.E.A., Goliath, F-GEAD, Paris-London, 14.30-1835, G, Nil, Patin & 1.

OCTOEER 16th i

A.T.T., DH16, G-EALM, London-Paris, 11. 15-15. 45, G.&M., 2, Tebbit.
A.T.T., DH18, G-EAUF, London-Amsterdam, 11. 40-14.00, G., 2, Forson
A.P.B., Westland, G-EAMV, London-Paris, 12. .37-15 15, G., Nil, McMullin.
G.E.A., Farman 50, F-GEAV, London-Paris, 12 54-15.50, G., 1, Labou-
chere & T.

M.A., Breguet, F-CMAG, London-Paris, 13. 13-15.55, G.. 2, Le Men.
M.A., Breguet, F-CMAF, London-Paris, 13 15-15.57, Nil, Nil, Chailloux.
A.T.T., DH16, G-EAQS, London-Paris, 15.30-18.00, M, 4, Milnes.
A.T.T., DH16, G-EASW, Paris-London, 10.23-12.35, G, 4, Robins.
M.A., Breguet, F-CMAI, Paris-London, 13. 15-15. 45, G.&M., Nil, Martel.
A.P.B., Westland, G-EAJL, Paris:London, 15. 33-17.42, G., Nil, Powell.

OCTOBER 17th :

A.T.T., DH16, G-EASW, London-Paris, 12. 20-1510. Nil, 3, Lines.
G.E.A., Goliath, F-GEAD, London-Paris, 12.25—. Nil, 3, Patin & 1.
A.T.T., Drfi8, G-EARO, Paris-London, ir. 20- 3-25, Nil, 7, Holmes.
A.T.T., DH16, G-EAQS, Paris-London, 11. 25-14. 43, Nil, 1, Milnes.
A.T.T., DH18, G-EAUF, Amsterdam-London, —14.30, M., Nil, Forson.

The Air Port of Cricklewood. (Telephone: Hampstead 7500.)

OCTOBER 11th:

H.P.T., HP, G-EATG, London-Paris, 12. 10-15.55, G., 4, Beal & 2.
H.P.T., DH9, G-EAUI, Bucharest-London, 8/10/20—12.45, Nil, 1, Perry.
H.P.T., DHja, G-EAVL, London-Amsterdam, 14.33-17. 14, G.&M., Nil,
Olley.

H.P.T., DH9, G-EAUP, London-Brussels, 14.38-17.18, G.&M., 2, Hallhvell
S.N. E T A., DH4, O-BABI, Brussels-London, 14.45-16.53, M., 1, Briere.
S.N.E-T.A., DH4, O-BATO, Brussels-London, 14. 45-16. 54, Nil, 2, VVouters.
H.P., Avro, G-EAHX, Brussels -London, 15,10-1825, Nil, Nil, Hill.

OCTOBER 12th :

H.P.T., HP, G-EATJ, London-Paris, 12.33-16.20, G, 2, Jones & 1.
H.P.T., DH4a, G-EAVL, Amsterdam-London, 08.23-12.20, M., 1, Olley.
H.P., SEs, G-EATE, Brussels-London, 16.55 (nth) 13.10, Nil, Nil, Foot.
H.P.T., DH9, G-EAUC, Amsterdam-London, 08.50-12.55, Nil, Nil, Capps.
S.N.E-T.A., DH4, O-BABI, London-Brussels, 14.33—, G.&M., 1, Briere.
S.N.E.T.A., DH4, O-BATO, London-Brussels, 14.33—. Nil, 2, Wouters.
H.P.T., DH4a, G-EAVL, London-Amsterdam, 14.55-16.45, G.&M., 1, Foot.

OCTOBER 13th :

H.P.T., DH9, G-EAUP, Brussels-London, 14.40-16 45, G.&M., 2, Halliwell
II P.T., HP, G-EATH, London-Paris, 14.48-17 00, G , 4, Halliwell & 1.

H.P.T., DH9, G-EAUP, London-Brussels, 1 ) 40— , G.&M., 1, Hope.
H.P.T., DII9, G-EAUN, London-Amsterdam, 14.45-16.47, G.&M., Nil,
Fowler.

H.PT., DH4a. G-EAVL, Amsterdam-London, 11. 47-11. 45, G.M., Nil, Foot.
H.P.T., HP, G-EATG, Paris-London, —16.2.3, G., 6, Beal & 2.
S.N.E-T.A., DH4, O-BARI, Brussels-London, 14.30-17.23, G.&M., 1, Del-

zerme.

OCTOBER 14th :

H.P.T., HP, G-EATL, London-Paris, 14.20-17.35, G-, 8, Capps & i.
H.P.T., DH9, G-EAUC, London-Brussels, ia.40-17.40, G.&M., 1, Olley.
H.P.T., DH4a, G-EAVL, London-Amsterdam, 14.42—, G.&M., Nil, Foot.
H.P.T., DH9, G-EAUN, Amsterdam-London, 14.15-18.15, G.M., 1, Fowler

OCTOBER 15th:

H.P.T., HP, G-EASY, London-Paris, 12.26-15.35, G., .3, Beal & 1.
H.P.T., DH9, G-EAUN, London-Brussels, 14.43-16.45, G.&M., 2, Fowler.
H.P.T., DH9, G-EAUP, London-Amsterdam, 14.52-17.40, G.&M., Nil, Hope
H.P.T.,'DH9, G-EAUC, Brussels-London, 14.35-17.26, Nil, 1, Olley.
S.N.E-T.A., DH4, O-BALO, Brussels-London, 14.40-18.40, G &M., Nil,
Rigaud.

S.N.E.TA., DH4, O-BADO, Brussels-London, i5.oo(i4th) 18.40, G.&M., 1,
Van Opstal.

October 20, 1920

The Aeroplane

689

OCTOBER 16th:

H.P.T., HP, G-EATJ, London-Paris, 12.15— G., 4, Jones & 1.
H.P.T., DH4a, G-EAVL, London-Amsterdam, 15.10— , G.&M., 1, Foot
S.N.E-T.A., DH4, O-BALO, London-Brussels. 14.50-17.10, Nil, 1, Rigaud.
S.N.E.T.A., DH4, O BADO, London-Brussels, 14.30-17. 10, G.&M., 2, Van
Opstal.

H.P., DH4, O-20, London-Brussels, 14.50-17.40, Nil, 1, Olley.
H.P.T., HP, G-EATH, Paris-London, 12.33-15.30, Nil, 8, Halliwell & 1.
H.P.T., DH9, G-EAUP, Amsterdam-London, —16.35, G.&M., 2, Hope.
H.P.T., DH9, G-EAUN, Brussels-London, 15.05-17. 10, G.&M., Nil, Fowler

OCTOBER 17th:
H.P.T , DH9, G-EAUC, London-Paris, 12.20-1505, Nil, :, Halliwell.

Inland Flying at Croydon.

Oct nth. — A.T.T., DH9, Bristol return; DHy, two joy-rides; DH16,
one test.

Oct. 12th.— A.T.T., DH9, two joy-rides ; one Avro test; P.L., Westland
■6-seater from Yeovil; A. V. Roe and Co., Avro triplane from Hamble,
H.P.T., Ltd., SE5 from Cricklewood.

Oct. 13th: — Private, D.H.6 from Leatherhead return; Fairey- Avia-
tion Co., Ltd., Fairey "Amphibian" Southampton return; H.P., W.8
Cricklewood return and two joy-rides; H.P.T. , O-400, Cricklewood re-
turn; Austin Motor Co., Ltd., Austin "Kestrel" from Birmingham and
one test; Vickers Ltd. "Vimy" and "Viking" Brooklauds return;
R.A.F., DH9a, Kenley return; I.A.L-, "Vimy" two wireless tests; four
joy-rides; "Bat," one joy-ride; A.T.T , DH9, two joy-rides; DH18, four
joy:rides; P.L., "Westland," two tests, two joy-rides; A. V. Roe and
Co., triplane, one joy-ride.

Oct. 14th. — Austin "Kestrel" to Birmingham; "Westland" to -Yeovil
.and on,e test.

Oct. 15th. — A.X T., DH16 one test; DH9, Lynipne return; DH9, joy-
ride; H.P.T., HP to Cricklewood.

Oct. 16th.— A.T.T. , DH16, one test; "Avro," three joy-rides; G.E.A.,
Farman 50, one test; H.P.T., DH4, to Cricklewood.

Oct. 17th.— A.T.T., DH16, one test.

Inland Flying at Cricklewood.

I Oct. nth, 12th.— Nil.

Oct. 13th. — H.P.T., HP O-400; H.P., W.8 to Croydon return.
Oct. 14th.— H.P.T., DH9 from Ashford; R.A.F. Avro from Keiiley.
Oct. 15th. — R.A.F. Avro to Hawkinge, H.P.T.,
•Croydon; Avro, two tests.

Oct. iGth.— William Beardmore and Co., Ltd,
H.P.T. DH9 from Lympne, DH4a from Croydon.
Oct. 17th.— Nil

Air Port Statistics.

Machines : —

Cricklewood ao

Handley Page from
WB8 from Alnwich ;

Croydon 85
Personnel — Passengers :

Croydon 129
Crews :

Croydon 92

Total 125
Cricklewood 67 Total 196
Cricklewood 51 Total 143

Total Passengers and Crews 339

The London Terminal Aerodrome.

Now that the race and the "Binge" are over, Croydon is
•once more settling down as its natural self. The appearance
of the whole station has been much improved by the judicious
application of the paint-brush. One cannot help thinking,
however, that the money would have better been spent on
more tarmac for the "drive" from the sheds to the level
■crossing. To taxi machines on this track is about as easy as
to run a tank on a tight rope. It is so arranged, that neither
machines from the C.A.T.O. nor A.T & T. hangars can pos-
sibly get onto it, so they have ceased trying and carry on as
before.

A Farman 50 came on the service again during the week.
This machine, which is known as "Violet and Robert," as it
has two Lorraines installed, is not unlike the competition
-Centaur 2a in general arrangement. It seems to be quite fast.

Air Post of Banks are keeping up a wonderfully regular
daily service each way with their two machines. They hope
to have deliver of the new machines at an e?.rry date, when
great things may be expected of them. — G. D.

A.T. & T. Notes.

A.T. & T. begin their winter time-table on Monday, Oct.
25th. From that date the Paris machines will leave at 09.30
and 13.00 The Amsterdam service will run as usual until
the end of the month and will then cease for the winter.

Mr. Forson was flying the "18" to great advantage on
Wednesday. Among his passengers was Mr. Bob Williams,

of the Transport Workers' Union, and Mr. Ben Smith, of
the Vehicle Workers.

On Safurady Mr. Robins arrived from Paris with a cage of
canaries which, owing to their long-haired appearance, he toid
one were "Persian canaries." During the afternoon an Avro
was busy joy-riding. A Napier-tngined "16" staited off to
Paris, the engine giving a beautiful note. — G. n.

The Instone Air Line.

The Bat has been on the Paris seivice during the week and
was much admired on Wednesday during the visit of the dele-
gates from the Air Conference. Both the Bat and the "Vimy"
took many of these for joy-rides. On Saturday the personnel
of the I. A.X/. were busy preparing for possible emergencies
brought about by the coal crisis.

Mr. Barnard also tested the Avro triplane during the week.
He thinks very highly of this machine, and says that she
has been greatly improved since he last flew her — G. P.

A Quick Journey.

It is reported in the Press that "Major Foote on a Handley
Page" aeroplane, variously called a "Lamousine" or a limou-
sine, put up a new "world's speed record" between Amsterdam
and I/ondon, covering the distance in 1 hr. 50 min.

One imagines that this was Major Foot, of H.P. Transport,
I/td., flying his usual mount, the D.H.4a (G-EAVL). The
speed, which works out at about 150 miles an hour, is record
for the Amsterdam-London trip, but is far from being a world's
speed record.

Birmingham.

The visit of the Berkshire Aviation Circus to Billesley Aero-
drome during the last week has resulted in large numbers of
people gathering to see the exhibitions of stunt flying which
take place daily between 1,5.00 and i;.oo o'clock at the aero-
drome.

Passenger flights are arranged daily at 12s. 6d. each, and
about a hundred and twenty people flew for five to ten minutes
each during the week-end.

The safety of present-day aviation has been so impressed
upon the Manager of the Lanchester Motor Company that he
contemplates taking a party from the works for a trip round
before the Circus leaves.

The Circus leaves for Stoke-on-Trent on Oct. 2,5th. — 0. F. j.

Brooklands.

The Vickers "Viking III" has been flying fairly frequently
at Brooklands during the last few days. Once it was accom-
panied in the air by a commercial "Vimy," painted all over
an aluminium colour. The. "Viking" appeared to be con-
siderably faster and more manoeuvrable than the "Vimy."
At various times both these machines could be seen on the
motor track, engines running, and surrounded by a band of
mechanics. Up to the present neither machine has attempted
to emulate Mr. Hawker's feat of flying under the bridge
crossing the track, and a rumour that the "Viking" will be
given water tests on the small lake on the other side of the
railway has been contradicted. — j. F. S.

Woking.

Some progress has been made in clearing away the debris
which resulted from the recent fire at Martinsvde's. Mean-
while the large messroom, is being used as a paint shop, and
every available space is being utilised. — j. F. S.

FOREIGN

ITALY.

The Weather.

'The elements having continued to put every imaginable
■climatic stick into the spokes of the wheels of things that
fly, the news of the week is chiefly concerned with postpone-
ments, fiascos, disasters, and indoor work. For instance, the
second day of the U.A.N.'s Stesa Fetes was a washout owing
to the torrential rains. The affair had been postponed on
account of the floods already. Tht chief event of interest
seems to have been the brief appearance of the S.A.I.A.M.'s
large passenger seaplane, one of several recently acquired and
to be put into commission for transport in the Lake District
of N. Italy I am told.

Losses.

The loss of a big Fiat machine on a trip to the Varese dis-
trict with two up, and the loss of another of the Savoia 9s.
which was being flown to Finland and has at last been found
on a glacier, luckily complete the list of misfortunes.

INTELLIGENCE.

A F.I. A.T. Meeting.

The F.I. A.T. announce a great meeting of shateholders to
face the resignations of the board of directors on Oct. 28th
at Turin. »

A Papal Bull.

His Holiness by Bull has declared the Blessed Virgin as
venerated at Uorento to be the heavenly protector of Italian
airmen.

A Guild of Aviators.

Indoors work, mostly in the shape of drawing up the articles
and statutes of various companies and guilds concerning
aviators, which are legion and hence are wisely federating
and combining, has been considerable. The doings in respect
of that aerial trust aforementioned have so far got on that
certain concerns in it have undertaken the upkeep of certain
aerodromes in the international interest of flying. There is
much weeding to be done. — T. s. h.

690

The Aeroplane

(DCTOBER 20, I92O

NAVAL AND MILITARY AERONAUTICS.

Extracted from War Office Communiques.

Sept. 27th. — A hostile concentration reported near Kut-el-Hai (25
mile; south-east of Kut-el-Aruara) was effectively attacked on the 23rd
by aeroplanes, who bombed the fort and camps near that- place. The
machines were fired on, but returned undamaged.

Oct. 1st. — On the Lower Euphrates aeroplanes flew over Samawah on
Sept. 28th. No hostile concentrations were observed.

On the Middle Euphrates our aeroplanes flying over Kufah dropped
letters, cigarettes, and tobacco, the receipt of which was acknowledged
by the garrison by means of Very lights. Our machine-guns were
fired at from the town and the encampment. . .

South-east of Baghdad an aerial reconnaissance on Sept. 28th reported
that to all appearances everything was quiet on the Shatt-el-Hai.

Oct. 6th. — On the Lower Euphrates *ur aeroplanes bombed the rebel
camps in Samawa town

On th.-. Upper Euphrates an enemy gathering r<t Tel Dair (17 miles
South-west of Baghdad) was bombed by our airmen.

Oct. 7th. — On the Middle Euphrates aeroplanes reconnoitring over
Kufa reported "All well" signals from the garrisons. Bands of
Arabs were observed destroying the Kufa-Nejef line.

It appeared that the defence vessel Firefly, lying alongside the
camp at Kufa, has been burnt.

Oct. 8th. — On the Lower Euphrates . . . reconnoitring aeroplanes
report no large hostile forces between Khidr and Samawa; small
parties of mounted rebels scattered on being fired at by our ma-
chines. .

The forces which attacked our column near Mahmudie (20 miles
south-east of Baghdad) on the 4th were bombed and machine-gunned
on the 5th by our aeroplanes.

Oct. nth. — On the Lower Euphrates the relief column advancing on
Samawa has halted for the moment at Khidr. A certain amount of re-
sistance has been met with and a force of about 1,000 Arabs in posi-
tion south-east of Khidr were defeated by Gurkha and Sikh Infantry,
assisted by artillery and aeroplanes. . . An aeroplane flying over
Samawa reports having seen "all well" signal from the garrison. On
the Middle Euphrates. . . . Enemy concentrations near Museyib and
Hindia Bridges were dispersed by our artillery and another north-east
of Hillah by aeroplanes.

Oct. 13th. — On the Lower Euphrates. — On October 10th our aeroplanes
bombed the hostile quarters in Samawa town.

Oct. 15th. — Lower Euphrates. — Our aeroplanes again bombed. Samawa
and its neighbourhood, and also carried out a raid against the camp
of the rebel sheikh who was responsible for the firing on our ships at
Nasiriyeh .

Middle Euphrates. — The 55th Brigade column, moving out to Tama-
ziya, a village five miles south-west of Hillah, drove out a band of
rebels, but were shortly afterwards attacked by a second force from
the south. These also were routed, and a third gathering was later
dispersed by aeroplanes.

It is reported that in the air raid on Oct. 8th our aeroplanes attacked
and inflicted serious losses on a strong for;e which had concentrated

on the Abbara Canal for the purpose of exacting vengeance from the
tribes who had submitted to us

Middle Euphrates. — The 53rd Brigade Column, moving on Tuwairij
(or Hinide, west of Hillah, and 11 miles south of Hinide Barrage) also
met with considerable resistance.

Our operations were greatly assisted by low-flying aeroplanes, who
effectively bombed and machine-gunned the Anbs as they withdrew
over th; bridge.

Baghdad Area. — Insurgent camps on the right bank of the Euphrates
west of Mahmudie were effectively tombed by our aeroplanes on the
12th.

OFFICERS' MEDAIY ROLLS.
The Air Ministry announced on Sept. 22nd . —

Medal Rolls of those who have served in the Royal Air Force and
have qualified for the British War and Victory Medals are in course
of preparation.

Demobilised and invalided officers of the R AF. — unless they have
already done so — are requested to write immediately to the Secretary,
Air Ministry (S.7 — Medals), Kingsway, W.C.2, for the necessary form
of application (A.M. Form 618). No officer's claim will be considered
until this form has been returned completed to the Air Ministry.

Medal Rolls in the cage of airmen are being prepared from their
documents at the Royal Air Force Record Office, and at present no
application on their part is necessary.

H.M.S. "Ark Royal."

It was announced on Oct. 16th that the aircraft carrier
Ark Royal, Commander R. Watkins Crubb, has received
definite orders to leturii home and pay off. The vessel is on
her way to Malta from Aden. H.M.S. Ark Royal has been
in commission since Dec. gth, 1914.

No. 35 T.D.S. Dinner.

There will be a teunion dinner for all officers and ex-cadets
of No. 35 T.D.S. , which was stationed at Duxfotd, on Nov.
10th, at 19.30 hours. All those wishing to attend are asked to
communicate with Mr. H. R. Boosten, Carlyle Club, Piccadilly.

Kenley Common.

It is announced that the Air Ministry will continue to
hold the Kenley Common and will acquire for the Kenley
Corporation the freehold of an equivalent area of the ground
adjoining the aerodrome. This ground will be given to the
public. Should the Air Ministry at any time in the future
no longer require the Kenley Aerodrome, the land will
revert to the Corporation.

guinea.

THE ROYAL AERONAUTICAL SOCIETY.

Lectures.

Major-General Sir W. S. Brancker, K.C.B , will preside at the meet-
ing at the Royal Society of Arts on Thursday, Oct. 21st, at 5.30 p.m
Abstracts of two papers will, be read : — "A Comparison of the Flying
Qualities of Single and Twin-Eugined Aeroplanes,"
by Squadron Leader R. M. Hill; arid "Night Fly-
ing," by Major Cecil Baker.

The next meeting will take place on Nov. 4th,
when Sir Humphrey Rolleston, K.C.B. , M.D.,
F.R.C.P., will preside at Wing Commander M. Flack's
paper on "The Human Machine in Relation to Fly-
ing "

Annual Dinner.
The annual dinner will take place between
Nov. 12th and 19th, at the Connaught Rooms, Creat
Queen Street, Kingsway. it is anticipated that the
price of tickets, exclusive of wines, will be one
Members are invited to bring guests.

Library.

The use of the Library has been granted to the Faraday Society for
the purpose of holding a meeting at 3 p.m. on Oct. 28th, so that it
will not be available for the use of Members.

Official Abbreviations.

'The Society has been informed by the Home Office that it is now
anthorised to adopt the use of the prefix "Royal" in the abbreviations
for Fellows and Associate Fellows. These members are therefore en-
titled to use the letters "F.R.Ae.S." and "A.F.R Ae.S." respectively
after their names, and lhese forms will supersede those previously
used in all official communications

Appointments.

Any member aged 20-30, holding an "engineering degree and with
war service, desiring an appointment, is requested to communicate with
the Secretary, who has been notified of a possible opening for a person
so qualified. This should not be confused with the vacancy for a
draughtsman announced in last week's notices.

Oct. 15th, 1920. W. Lockwood Marsh, Secretary.

THE CAMBRIDGE UNIVERSITY
AERONAUTICAL SOCIETY.

The First Session of the Society successfully terminated in March
last with some 130 undergraduates and 20 honorary members on its
roll. No lectures have been given during the summer months, but in
May over 80 members visited the Royal Airship Works, Cardington,
Bedford, and some considerable number were to be found at Martle-
sham during the Competitions.

H.R.H. the Duke of York has graciously consented to become the
Patron of the Society. As His Royal Highness, besides being a pilot,
has also been up at Cambridge, the Society feels itself greatly honoured
to have as a Patron a member of the Royal Family who is so in-
timately connected with its activities.

The following is the sjllabus for the present term: — ■

Oct. 20th.— Brig.-Gen. R. K. Bagnall-Wild, C.M.G., C.B.E., "Inspec-
tion of Aircraft Steels."

Oct. 27th.— J. D. North, Esq., F.Ae.S., F.R.MetSoc. "The Structural
Design of Aeroplanes."

Nov. 3rd. — H. Glauert, Esq., B.A., F Ae.S "Spins."

Nov. 10th. — Public Meeting with Air League of the British Empire.
Major-Gen. Rt. Hon. J. E. B. Seely, C.M.G., D S.O., M.P. "Air Supre-
macy."

Nov. 17th. — Major J. Erskine Murray, D.Sc. "Communication with
Aircraft."

Nov. 24th.— C. I. R. Campbell, Esq., O.B.E., M.I.N. A., A. F.Ae.S.
"Rigid Airships." \

Dee. 1st.— Capt .F. S. Barnwell, C.B.E., A.F.C., F.Ae.S. "Aeroplane
Design, some Present and Future Possibilities.''

. — Visit to H.M. Airship Station, Pulham. (Date to be announced.)

All Meetings commence at 8.30 p.m. Further particulars will be
found in the weekly notices.

THE ROYAL AERO CLUB.

ROYAL AIR FORCE MEMORIAL FUND.

A meeting of the Executive Committee was held at 7, Iddesleigh
House, Caxton Street, S W.i, on Sept. 30th, 1920, Lord Hugh Cecil
occupying the chair.

Grants in aid of necessitous cases, amounting in all to £607 15s.,
were passed and payment authorised. This includes a sum of
£420 10s. paid on behalf of this Fund by the Flying Services Fund
of the Royal Aero Club.

The Royal Air Force Aerial Pageant held at Hendon on July 3rd
produced the very handsome net balance of ,£6,729 6s. 4d., the whole
of which has beer, paid into the credit of the Fund,

Similarly, the Royal Air Force Ball held at the Ritz Hotel on July 8th
produced £555 Ss. 9d.

Proposals regarding the Royal Air Force Concrete Memorial were
held over for discussion at the next meeting.

A scheme for visiting large industrial centres throughout the king-
dom with a view to appealing for funds was discussed and referred
to a sub-committee.

Numerous letters from the Viceroy of India and Governors of
Colonies and Dependencies (in answer to a letter asking for help from
the chairman) were read to the meeting.

£ s. d.

Amount of subscriptions announced up to July 20th 90,166 18 5

Amount received since above date to Sept. 30th, 1920 ... 5,839 2 0

Total to dafe £96,006 0 5

R.A.F. APPOINTMENTS. (FROM
"THE LONDON GAZETTE.")

MILITARY.

War Office, Sept. 28th.

REGULAR FORCES.— Royal Regiment of Artillery. — R.H. and
R.F.A. — Temp. Lt. G. G. Harris relinquishes his temp, commn. on
appt. to the R.A.F., May 25th, 1918.

R.G.A. — The following resign their commns. on appt. to permanent
commns. in the R.A.F., Aug. 1st, 1919 : — Maj. and Bt. Lt.-Col. L. W.
B Rees, V.C., O.B.E., M.C., A.F.C., Capt. J. A. G. de Courcy, M.C.,
Capt. E- O. Grenfell, M.C., A.F.C.

Infantry.— Dorset R.— Capt. L- A. Strange, D.S.O., M.C., D.F.C.,
resigns his commn. on appt. to a permanent commn. in the R.A.F.,
Aug. 1st, 1919.

AIR FORCE.

Air Ministry, Sept. 28th.

ROYAL AIR FORCE. — Permanent Commissions.— Lt.' the Hon. M. H.
R. Knatchbull-Hugessen is placed on the retd list on account of ill-
health contracted on active service, and is granted rank of Capt.,
Oct. 1st. ■

Flying Branch.— Pilot Officer N. Fielden to be Flying Officer,
March 30th.

Administrative Branch.— Flying Officer J M J. C. J. I. Rock is
placed on the half-pay list iSlace B), Sept. 27th

Technical Branch.— Lt.-Col. (actg. Brig.-Gen.) J. G. Weir, C.M.G.,
relinquishes his R.A.F. commn. on appointment to the T.F., and is
gi anted the hon. rank of Brig.-Gen. (notification in the "Gazette,
April 1st, 1919, to stand).

October 20, 1920

The Aeroplane

69 r

INDEX TO ADVERTISERS

Accles & Pollock, Ltd

Aircraft Disposal Co., Ltd., The
Armstrong Siddeley Motors, Ltd

Arrol-Johnston, Ltd

Auster, Ltd

Beardmore Aero Engines,

Bowden Brake Co., Ltd,, The ...
Bristol Aeroplane Co., Ltd.
British Eraaillite Co., Ltd., The

Burberrys, Ltd

Calthorp, E. R., Aerial Pat., Ltd.

Front Cover &
Back Cover
... 665
... 687
Front Cover
Front Cover
The

Front Cover & 684
691
... 679
Front Cover
... 687
692

Ltd

Cellon, Ltd

Coan. R. W

Eastbourne Aviation Co. , Ltd.

Fairey Aviation Co., Ltd. , The
Firth, Thos., & Sons, Ltd.

Grahame-White Co., Ltd
Gwynne's Ltd.

Kodak, Ltd. -

MacLennan, John, & Co. .
Martinsyde, Ltd.
McGregor, Gow, & Holland, Ltd.

, Inside Back Cover

691

692

671

665

691

675

679

.:. Front Cover

672

691

New Pegamoid, Ltd.
Oddy, W. D., & Co., Ltd....
Pinchin, Johnson, & Co., Ltd.
Roe, A. V., & Co., Ltd. ...

Short Bros., Ltd

Titanine, Ltd.

Vickers, Ltd

Walton Motors, Ltd.
Westland Aircraft Works...
Wireless Press, Ltd.

691

...Inside Back Cover

68

666

... \ ... Back Cover
Front Cover &
Inside Front Cover

677

681

68j

■ 691

WIRELESS TELEGRAPHY
AND TELEPHONY.

FIRST PRINCIPLES, PRESENT
PRACTICE AND TESTING.

By H. M. DOWSETT,
M.I.E.E.

Demy 8vo. 331 Pages. 305 Diagrams
and Illustrations.

PRICE 9s. net.

Post free gs. 6d.

Obtainable from all Booksellers.

THE WIRELESS PRESS, LIMITED,
12-13, Henrietta St., London, W.C.2.

SHIPMENT OF
Aeroplanes, Accessories, etc.

For Rates of Freight and Insurance to all parts of the
-World, Sailing Dates, Etc.,

Telephone or write to : —

McGregor, gow & Holland, Ltd.,

1 & 4, FENCHURCH AVENUE, E.C.3.

Telephone - - - 5304 Avenue.

Loading "Brokers and Agents for the principal
Steamship Lines.

ORIGINAL AUMimm

NUMBEitPLATES

FOUNDRY

2i9.Goswell Road. ECi

Phones CenlreU 4879 CUy 364Q.

TRADE CARDS.

Read "L'AIR"

The Most Interesting of French Aviation Papers.

FOR SALE AT

"The Aeroplane" Publishing Office,
61, Carey Street, W.C.2. Price 6d.

BRAND

LEATHER CLOTH.

The Best Waterproof Covering for Railway, Tram-
way, Aeroplane, Motor Boat. Cushions, Seats, etc.

jSMSST NEW PEGAMOID LIMITED, &^»T%&

Telegrams— Pegamoid, Phone, London.
Telephone— City 9704 '2 lines). Cables a b c 6th Edition and Private.

GRAHAME-WHITE FLYING SCHOOL

First in 1 SOS— and— First Ever Since.

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Full Particulars upon Application,

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692

The Aeroplane

October 20, 1920

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PATENTS.

PAGE WHITE and VAUGHAN (late Page and
Rowlingson), Chartered Patent Agents (Consult-
ing Engineer, Mr. S. E. Page, A.M. Inst. CE ), 27,
Chancery Lane, London, W.C. Tel., 532 Central.

HENRY SKERRETT (H. N. Skerrett, A.I.A.E.,
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Chartered Institute of Patent Agents), Patents,
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ADVICE WITH HANDBOOK FREE- — B. T.
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STANLEY, POPPLE WELL AND CO., Patent
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Carey Street, W.C.2.

SITUATION WANTED.

■GROUND ENGINEER, j| years' service R.F C.
and R.A.F. as N.C.O. Licensed for aj.1 single
engine types of aeroplanes and seapfanes. Cabinet
maker by trade. Has goo 1 knowledge of Dutch
laiigvage. Open for employment. — Box No. 4916,
The Aeroplane. 61, Carey Street, W.C. 2.

MISCELLANEOUS.

REPAIR WORK SPECIALISTS.— Skilled Riggers
and Mechanics sent to any part of the British
Isles to eiiect repairs. All types of machines. War
machines reconstructed for Civil Aviation. Esti-
mates on application. — Central Aircraft Co., 179,
High Road, Kilburn, London.

UNIVERSITY-UNDERGRADUATE in Aeronau-
tical Engineering sailing for China early Novem
ber and returning Europe next Spring, would
like to undertake Commission for any British
firms manufacturing aircraft, on investigating
the commercial possibilities in the country. More
or less connected with the Chinese Air Ministry
at Peking.— Box No. 4915, The Aeroplane, 61,
Carey Street, W.C. 2.

MODELS.

First-Class Model, Petrol-motors and Castings,
unique; interesting. List 3d.— Madison Motories,
Littleover, Derby.

PUBLICATIONS.

BOOKS on Technical and all other Subjects.
Second hand and new at lowest prices. Sent on
approval. Catalogues free : mention require-
ments Books bought.— W. & G., Foyle, Ltd.,
121-125, Charing Cross Road, London, W.C. 2.

FOR SALE.

TRANSFERS. — Firms requiring Transfers should
write to the makers. — A Bird and Co., Latimer
Street, Birmingham.

A BARGAIN !— Dyke's Automobile and Gasoline
Engine Encyclopedia. Sixth edition, 1918, pub-
lished at 21s. net. Good as new. 7s. 6d. post
free. — R. M Gunter, c/o The Aeroplane, 61, Carey
Street, W.C.2

ONE second-hand, but in good condition, Wadkin
Propeller Shaping Machine for propellers up to
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cross-traverse and 7 in. longitudinal ditto, straight
bed 9 ft. 6 in. long, fast and reversing pulleys. —
The Judson-Jackson Company, Ltd., 50, Marsham
Street, Westminster, London, S.W.i.

FOR SALE— Back numbers of Aeroplane, Vols
10 to 17, 1916-19; Vols. 10 and n, one missing each,
rest complete Offers. —Write, Esler, 52, Hammer-,
smith Road, W.14.

FOR SALE— Sopwith Two-seater Aeroplane,
motor Clerget, 130-h.p., practically •■ew, speed
go miles per hour, span 30 feet, fuel and oil for
four hours' flight: only flown 20 Lours, motor
only run 6 hours; specially comfortably fitted;
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will be flown to London for delivery, if required.
Any trial given. Spare parts, including three
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axles, etc., etc., and "nany motor spare parts can
be purchased by buyer if he wishes.— Kay, care
G. T. Symons & Co., Ltd , 4, Lloyd's Avenue,
London, E-C.3.

A Parachute Descent

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October 20, 1920 The A

To Clear ! Surplus ! !

THE Aeroplane finds the stock of new
books, such as " L'Aeronautique Pendant
La Guerre Mondiale" and "The Aero-
plane Handbook," pressing hard upon its avail'
able shelf and floor space. It therefore proposes
to give its readers the opportunity of relieving
the congestion by an offer of certain surplus
volumes at

One Third the Published Price.

The most beautiful of War Books was Captain Saundby's
"Flying Colours." Edition de luxe, £2 2s. Popular
Ed tion, 15s. The copies remaining of the Popular
Edition are now offered at 5s. each, plus 6d. postage.
The book makes a handsome present, and cou'd not be
reproduced for double the money.

The most thrilling of War Books was Jacques Mortane's
" Special Missions of the Air," describing the
dropping of spies behind the German lines. It was
published at 3s. net, and is now offered at Is. net,
postage 4d.

The most amusing brochure on the Air Service was
"The Revelations of Roy," published at Is The
balance of the Second Edition is now offered at 6d.,
post free.

The Aeroplane & General Publishing Co., Ltd.,

61, CAREY STREET, LONDON, W.C.2.

Now Ready £1 Is. net.

THE AEROPLANE
HANDBOOK

Edited by
A. J. SWINTON, (Late R E.)

THE AEROPLANE HANDBOOK is intended to
provide a manual for the use of those who are
engaged in the design, manufacture and use of
aircraft.

CONTENTS

AEROPLANE AND AERONAUTICAL INSTRUMENTS By Captain

A. F. C. Pollard, R.A.F.
STRENGTH CALCULATIONS.

GENERAL THEORY. By John Case, M.A., A.F R.Ae.S.
MATHEMATICS. By John Case, M.A , A.F. R.Ae.S.
HIGH TENSILE STEEL WIRES AND CABLES. By Joseph Wilson,
Dr. R.A.F.

ALLOWANCES FOR BENDING STEEL- By Randolph F. Hall.
THE VIBRATIONS METHOD OF TUNING UP By Ingegnere Carlo

Madrilio Lerici.
AIRCRAFT TESTING.

WIRELESS TELEGRAPHY AS APPLIED TO AIRCRAFT. By R. D.
Bangay.

SPRAY PAINTING, VARNISHING, AND DOPING. By C. L. BURDICK.

DOPE. By A. J. A. Wallace Barr.

PATENTS AND PATENT LAW. By Arthur Hunt.

SPINNING. By George H Bettinson

AIR SPEED INDICATORS— THE PITOT TUBE. By Winslow H.

Herschel.
METEOROLOGY.

GLUE. By Dr George F. Lull, U.S.A.
METRIC CONVERSION TABLES.

TABLES AND DATA (CONVERSION OF DEGREES TO RADIANS).
PERFORMANCE. By John Case, M.A, A.F.R.AeS.

A NOTE ON STABILITY. By Captain W. Gordon Aston, A.F. R.Ae.S ,
A.M.I.A.E.

PROPELLERS. By E. P King, B.Sc (Eng.), Lond. A M.I.Mech.E.

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,p, ) 20547 Telegrams : AIRSCREWS, LEEDS.

rhone J 20548 Godes : MARCONI. LEIBERS.

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The Aeroplane

October 20, 1920

Aircraft Constructors to Leading Governments of the World

All Metal

Aeroplanes and Seaplanes

Military

Naval

Patrol

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Postal

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Designers and Constructors of the first BRITISH All-Metal Aeroplane as
exhibited at the International Aero Exhibition at Olympia, July, 1920

SHORT BROS. (Rochester & Bedford), LTD.

Seaplane Works, Rochester, Kent

'Phone: Chatham 627 'Grams: "Seaplanes Rochester"

London Office : Whitehall House, Charing Cross, S.W.
'Phone : Regent 37S 'Grams : " Tested Phme London "

Polio

Makers and manipulators of
weldless steel tubing.

Weldless steel tubing as used in
practically all engineering trades
and especially in the cycle,
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We not only make the tubing,
but also manipulate it by every
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We are also sheet steel press-
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Consult us upon any problem —
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Telephone: Oldbury 111 (4 lines)
Telegrams: " Accles, Oldbury'

Printed for The Aeroplane and General Publishing Co., Ltd., by Bonner & Co., The Chancery Lane Press, Rolls Passage,
London; and Published by The Aeroplane and General Publishing Company, Ltd., at Union Bank Chambers,

61, Carey Street, London, W.C.

ADVERTISEMENT OFFICES, 61, CAREY STREET, W.C. 2.

EDITORIAL OFFICES. 175, PICCADILLY, W.l.

the aeroplane oct. 27, 1920. |I]!i;i!|||l||||||j||||||||!|||||f[H!||i;i!lll!illi(EHiSiSiilll!l!ji;j|li!liSIIIIIIIIIIIIIIII|(||||^

Vol. XIX. No. 17.

SIXPENCE WEEKLY.

^Registered at the G.P.O. 1
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Arrol-Johnston Cars

THE AERO WIND
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The Aeroplane

October 27, 1920

NIGHT-LANDING LIGHTS

ORDERS NOW UNDERTAKEN
FOR COMMERCIAL PURPOSES

SEND FOR FREE
BOOKLET.

Ground view of Aeroplane Landing at Night

AS . ADOPTED BY AIR MINISTRY.

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October 27, 1920

The Aeroplane

693

HANDBOOK
of Aircraft
Equip me n t

Contains all essential data,
Specifications, Standards,
details of A.G.S. Parts,
Instruments, Fittings and
Materials reidy for tbe imme-
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Numerous Plates of Latest
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machine.

Exclusive Photos of the
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Complete List of British
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Specifications.

Royal 4to., 120 pp.,
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jl limited number of copies are
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The Standard Reference Book
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AIRCRAFT INDUSTRY.

CONTENTS

Abney's Levels, A.G S. Parts, Air
Board Specifications, Air Cocks,
Airship Telegraphs, Air Speed
Indicators, Altimeters, Aluminium
Castings, Aneroids, Asbestos Mill-
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graphs, Cleaning Cloths, Cleats,
Clips, Clothing, Coach Beading,
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Connections, Controls, Copper and
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'The Aeroplane

October 27, 1920

ALL-ROUND EFFICIENCY

Particulars from : —

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LIMITED.

AVRO WORKS:

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TeUphone - - ' Qity 8530"
Telegrams " Triplane" Manchester

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HTHE Avro Commercial Triplane, fitted
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This aeroplane is a commercial machine in
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most suitable means at present for reliable
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The Pilot is seated well back along the
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OCT. 27,
1920.

THE

The Editorial Offices of "The Aeroplane" are at 175. Piccadilly, London, W.l.
Telegraphic Addi ess: "Aileron, London." Telephone: Gerrard 5407.

Accounts, and all correspondence relating to Publishing and Advertising, should be
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61 Carey Street, London, W.C.2.

Subscription Rates, post free: Home, 3 months. 8s. ; 6 months, 16s.; 12 months 32s.
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U.S.A., 1 Year, $8 50c.

ON THE FUTURE OF THE R.A.F.

VOL. XIX.

No. 17.

Whatever may have been their faults of organisation, ad-
ministration or behaviour, none can deny that the R.N.A.S.
and R.F.C., and later the R.A.F., were far ahead of any other
Hying Services in the world during the war as a fighting
force. To-day, in the present state of semi-peace, it is equally
undeniable that the R.A.F. is the strongest, niost effective
and most efficient Air Force in the world. The British Empire
in fact is as truly the dominant Power in air to-day as it
was when the Armistice was signed with Germany.

Therefore the future of the R.A.F. is of prime importance
to the Empire, and should be of the greatest interest to every
person living in what is, despite all its defects, the best
Empire ever known in history. These seem to be sufficient
reasons for publishing in full the paper read at the Guildhall,
to the Air Conference, when Admiral the Earl Beatty occupied
the Chair, on the morning of Oct. 14th, by the Chief of the
Air Staff, Air Marshal Sir Flugh Montague Ttenchard, Bart.,
K.C.B., D.S.O.

It is of very considerable interest to note that this paper
drew by far the largest audience of the Conference. This
is doubtless to be explained largely by the high regard in
which the distinguished author is held by all concerned with
aviation, but it was also due in part to the very real concern
which is felt by all soldiers and by the more intelligent sailors
for the future of Service flying.

The R.A.F. As It Is.

Before proceeding to the paper it may be well to point out
to those^who are not now very closely in touch with the R.A.F.
that it has become during the past year or so a force of a
kind very different from what it was during the later days
of the war.

Then it was a huge inchoate mass. The flying personnel
were m the main excellent fighting men. They were backed
by thousands of mechanics, technical officers, stores officers,
production officers, and so forth, mostly very willing, and
many very incompetent. As a whole the R.A.F". was fear-
somely inefficient, very badly organised, woefully lacking in
discipline, painfully devoid of military knowledge and tra-
dition, and generally chaotic. But it held the command of
the air in all war areas by sheer weight of numbers and
individual fighting power.

During the past year little has been heard in public of the
R.A.F. except vin War Office communiques from the Middle
East. But during the year much work of the highest value
has been done at home. Already, even in the short time
since the reforms began, it has become a worthy third of the
King's Services, a Service into which the best families may
be proud to send their sons. Its tone is generally very much
that of the four squadrons of the R.F.C. which existed before
the war. That is to say, it is a trifle more free and easy
than was the Old Army in time of Peace, and it is a trifle
more — may one say ? — systematic in its methods than was the
Navy.

A modern R.A.F. station is a model of smartness — with
very few exceptions. All things are done ''decently and in
order," in a way which would rejoice the heart of the
R.F\C.'s first adjutant, the late Basil Barrington-Kennett. The
officers of to-day are the pick of the war pilots, observers
and technical officers. The warrant officers are men who

distinguished themselves by good work during the war. The
N.C.O.s are mostly young men who began as junior air
mechanics during the war. And the airmen are either ex-
perienced men who had the good sense to stay 111 the R.A.F.
when demobilisation began— knowing that they would thereby
learn the great trade of the future — or they are 3-oungsters of
an extraordinarily good class who have enlisted since the
Armistice, and are thoroughly keen on aviation, mechanical
work and the honour of the R.A.F.

Naturally there are exceptions, as there are in all Services.
One could, of one's own limited knowledge, point out samples
among officers and other ranks who ought to be shot at
dawn to encourage the others. But on the whole the average
is amazingly high.

Officers who were during the war merely first-class man-
killers are working hard to become first-class organisers and
administrators. And, likewise, young airmen who are, per-
haps, by early training merely mechanics, are working equally
hard to become smart soldiers.

That unfailing test of keenness and smartness, the salute,
can be passed satisfactorily by any of the personnel at almost
any air station to-day. If every sentry, or passing mechanic,
salutes his officers properly, and if every officer returns the
salutes smartly — and not by a perfunctory wave of the hand
or stick — then it is generally fair to assume that there is
nothing much the matter with the discipline of that station.
And if the discipline is right — that is to say, if it is produced
by mutual goodwill between officers and men, and not by
mere continual punishment — other things come right by them-
selves. Given proper mechanical training at the schools, a
smart parade-ground means a smart workshop.

It is noteworthy that the young mechanics of the R.A.F.
are as keen on ceremonial and observances as are the best
of their officers. And it is recognised that the smarter the
mechanic in the shops, the smarter is his uniform when he
goes a-walking out, and the smarter is his salute when he
meets an officer.

Taking it all round, the R.A.F. to-day is a very fine affair
indeed. Nobody imagines that it is perfect, but it is working
hard to become so. Certain stations which have been inspected
by the Chief of the Air Staff have been told that he is pleased
with them. Those stations ask for 110 higher praise, and they
do not forget to mention the fact to other stations which have
not been so distinguished. Thus a spirit of emulation is
arising which will in the end result in the R.A.F. acquiring
that quiet air of superiority to all other people which is so
offensive to those others and so very healthy--so long as it is
justified — to those who wear it.

Already, it is said, the R.A.F. is thoroughly unpopular with
the Army on and around Salisbury Plain, because the smart
young R.A.F. airmen in their new gray uniforms have quite
eclipsed the khaki-clad Mr. Atkinses in the eyes of the
feminine inhabitants of those districts. It is a good sign.
( hie hopes to live to see the time when to have been an
R.A.F. officer will be at least equivalent to having been an
officer of the Guards.

What is being done towards accelerating the arrival of that
desirable future may best be learned from Sir Flugh
Trenchard's paper, which follows.

ASPECTS OF SERVICE AVIATION.

TRENCH ARD , Bart., K.C.B., D.S.O.

By AIR MARSHAL SIR H. M.

INTRODUCTORY REMARKS.

The innumerable details connected with a fighting service
cannot be dealt with in a morning's discussion, and I propose,
therefore, to touch upon some of the aspects only. This
opportunity will enable me to explain to a wider public than
can be reached by official regulations and pronouncements
some of the main principles which are guiding us in the
raising, maintenance, distribution and employment of the
Royal Air Force.

A Civil Basis.

The test of every fighting service is war. Its organisation,

training, distribution and systems of command and adminis-
tration must always be primarily governed by this considera-
, tion. Peace has its own problems and difficulties, financial
and other ; but in solving them w7e must always keep war
in the forefront of the picture and try to foresee its possibility,
probability, locality and nature.

Under modern conditions, no nation can afford to keep its
fighting forces, whether they be raised on a voluntary or
compulsory basis, at such a strength in peace time as to be
able to deal (without expansion) with war on any considerable
scale. To a greater or less degree, all the fighting services
of to-day must be organised on the cadre principle, and must

\

696

The Aeroplane

October 27, 1920

have behind them the necessary reserves of trained men and
material, with plans for speedy mobilisation worked out in
every detail.

These factors affect in varying degree the Navy, Army and
the Air Force. The latter is perhaps faced with the hardest
problem of all in that its reserves are most difficult to main-
tain while the most rapid mobilisation is absolutely essential.

In the report of the American Aviation Commission, pre-
sented to Cougress a year ago, a list of what the Commission
described as unescapable conclusions is given, among which
are included the following : —

"That any future war will inevitably open with great aerial
activity in advance of contact either upon laud or sea, and
that victory cannot but incline to that belligerent able, first,
to achieve and, later, to maintain its supremacy in the air."

"That no sudden creation of aerial equipment to meet a
national emergency already at hand is possible. It has been
proved within the experience of every nation engaged in the
war that two years or more of high pressure effort has been
needed to achieve the quantity production of aircraft, aircraft
engines, and accessory equipment. The training of personnel,
including engineering, production, inspection, maintenance,
and operating forces — covering some fifty distinct trades and
some seventy-five industries — has proved itself a stupendous
task when undertaken upon the basis of war emergency
alone."

That is the American view. I don't think any of us who
have experience of aviation during the war will be inclined
to quarrel with these conclusions.

It must always be remembered that mobilisation does not
end war, but only begins it, and that therefore additional
provision must be made against war wastage. The difficulties
of the Air Service are abnormal in this respect also. The
nature of its work makes wastage high, both in personnel and
material. The necessity for immediate and intensive training
on a greatly increased scale adds to it.

It is obvious that the Royal Air Force, on any financial
basis we are likely to be able to afford in peace time, cannot
of itself create the reserve of personnel or maintain the stock
of material requisite to meet these needs. Great reserves of
material present a peculiarly difficult problem, since in addi-
tion to being very costly to provide and store, a great deal of
such material deteriorates rapidly, and all is liable to become
obsolete owing to the rapid development of aeronautical
science.

I must here emphasise the point that I am only dealing
with the present and the next 10 or 15 years, as after that
period development may become more stabilised.

To quote the Report of the American Commission again,
a third conclusion reached is : —

"That for economic reasons, no nation can hope in peace
time to maintain air forces adequate to its defensive needs
except through the creation of a great reserve in personnel,
material and producing industry, through the encouragement
of Civil Aeronautics. Commercial Aviation and Transporta-
tion development must be made to carry the financial load."

One is forced to the conclusion that the Royal Air Force,
for a first-class war, must be dependent on outside aid, and
what outside aid is possible except Civil Aviation ? In the
same way, as Sir Frederick Sykes said, that the Navy rely
on the Mercantile Marine, but to a far greater extent. Re-
member, I said a first-class war.

Regarded in this light, the present situation cannot be de-
scribed as altogether satisfactory, but we must remember that
less than two years have passed since the Armistice ; and most
ol those two years have been occupied, on the Service side,

THE HANDLEY PAGE MING.— The
first machine to be exhibited to the Pub=
He with the new Handley Page wing is
seen, here. It is a standard D.H.9 with
a Siddeley "Puma" engine. The under
carriage is raised a loot or so to give the
wings a good angle of attack at starting.
The machine, which has the Handley
Page patent applied to the leading edges
only of its planes, gets ofi easily in a
few yards with its tail-skid trailing on
the ground.

The why and wherefore of the Handley
Page wing is fully deseiibed by Capt.
W. H. Sayers on page 701.

in getting rid of war wreckage, old personnel, surplus material
and aerodromes, etc. ;. and, on the Civil side, in exploring the
possibilities of Civil and Commercial Aviation. For example,
mails might be flown off and onto mail steamers at Aden,
Bombay, and elsewhere, thus saving much time. The Naval
Constructors at the Admiralty see no difficulty about building
ships for such purposes.

Fortunately, mobilisation on a large scale is not, humanly
speaking, a problem of the moment, and we may expect that
the improvements in transport will prove themselves in Civil
Aerial Transport. The train did not replace the stage coach,
nor the motor 'bus the horse 'bus completely and suddenly;
each had its early years of effort towards commercial efficiency,
and there is no reason to be discouraged because the aero-
plane seems like to follow the same course.

MORE IMMEDIATE PROBLEMS.

I will now turn to some of the more immediate problems
of Service Aviation. Of these the most important are con-
cerned with organisation, the provision of officers and men
and planning of their Service careers, the principles of dis-
tribution and employment of the R.A.F. units, and the laying
down of foundations for the future.

Organisation.

In helping to lay down the organisation of the Royal Air
Force in peace it was the endeavour of all concerned to main-
tain the principles that stood so well the strain of the war,
and also to base our organisations on the traditions that were
built up during the war. Moreover, while always keeping in
view future requirements and possible developments, we have
had to watch present needs.

A fighting service may be compared to a fruk tree con-
sisting of roots and trunk, branches and fruit. The rootf
and trunk are the raw material in officers, men and equip

The Getting off Angle of the D.H.9 wilh the Handley Page
Wing.

October 27, 1920

The Aeroplane

697

nient, the branches are the training and depot organisation,
and these two produce the fruit, namely, the righting units.

The man who plants an orchard of young trees cannot
expect much crop for the first few years. If he allows the
trees to bear too much fruit in their early years he only
weakens them and destroys his chance of a good and valuable
crop in years to come.

We are exactly in the same position. As far as possible
our aims have been to ensure a well-grown tree with strong
and healthy roots, but demobilisation left us with little but
roots, and the new growth is still in the sapling stage.
, Unfortunately the Armistice did not usher in universal
peace, and fighting has been going on in many theatres ever
since. We have had, therefore, to a certain extent to force
the crop, thereby inevitably retarding growth

To drop metaphor, which is not popular, from what I read
in newspapers, demobilisation left us with the bare number
of officers and men required, but with neither the pre-war
experience, organisation nor resources enjoyed by the older
Services.

For instance, we did not have a single permanent barrack
on the scale of up-to-date barracks of the older Services,
nearly all our buildings being temporary war constructions.
The trades of the men did not correspond to requirements
after all those who were temporary men were demobilised.

Again, those who were retained were in many cases only
liable to a further short term of service, and the training of
recruits to take their places had to be commenced at once,
and there were few instructors. Also for a long time the size
and composition of the Air Force had necessarily to remain
undecided, peace establishments could not be drawn up, and
even "the approximate number of men whom it was required
to train in each trade was a matter of guess-work.

The Navy and Army, especially the latter, were no doubt
faced with similar difficulties, but not to the same extent.
They had their pre-war experience as a guide, and whereas
in a battalion the shortage of a few men hardly affects the
unit as a whole, in a highly technical service like the Royal
Air Force the lack of one essential tradesman in a squadron
may seriously affect efficiency.

The Uses of Criticism.

I have only put these considerations before you to give
some indication of the complexities of the problem We want
criticism and welcome it. The more I see of it the more I
know it helps us. '

It is sometimes said that criticism should be informed and
constructive, and not uninformed and destructive. All I can
say is that I have often found that uninformed and destructive
criticism more helpful than informed and constructive critic-
ism which I see so much of everywhere.

The greatest trouble we have to deal with is impatience.
Probably, all the most useful people are impatient, but I
would appeal for a little patience with our Service for its own
sake, and, as I said before, in order to make the root healthy
in the future. Otherwise our task only becomes harder, the
day is postponed on which the Service can be put on a really
sound footing. Though probably impatience is good for us,
as it keeps us from going to sleep.

Provision of Personnel.

The efficiency of a fighting service depends primarily on its
personnel, their morale and discipline, their keenness and pro-
fessional knowledge, and last, but not least, their well-being
and contentment.

In considering this aspect of the problem, the fact that we
are a new Service helps us in many ways. We can pick

the brains of the older Services and profit by their wealth
of experience, and we are also unhampered by tradition. It
is, however, also a handicap, owing to the uncertainty as to
the career ottered to both officers and men.

Many questions inevitably occur to those who are attracted
by the Service. What is the prospect for the officer as re-
gards his probable position and income in middle age ? What
will become of the disabled pilot ? These questions, and many
others, have been very carefully considered, but it is not
easy to get into touch with the individual and reassure him.

Official literature is unavoidably tinged with caution, in the
matter of promises, and is apt to have more of a repellaut
than an attractive effect. I therefore welcome this oppor-
tunity of filling in a few of the blanks.

First, as regards officers. The nature of the Air Service
is, such that a large proportion of younger officers and com-
paratively few older ones are needed. Consequently no Air
Force can provide a career within itself for the whole ot the
young officers it required, and some form of entry for com-
paratively short terms of service, to supplement the per-
manent officers is a necessity.

This is equally true, whether the Air Force exists as a
separate Service or in its former divided state. Indeed, this
fact was recognised both by the War Office and the Admiralty
when the special entry schemes were first drafted before
the war. I am afraid that sometimes this has been over-
looked.

The number of officers given permanent commissions, there-
fore, has been, and will in future be, limited to the extent
necessary to provide for all a reasonable prospect of rising
to the higher ranks and earning a substantia) pension.

-For those who may become pern anently unfit to fly by
reason of accidents or from other causes the Air Force itself
will always provide a certain number of ground billets which
do not necessitate flying. And for any who cannot be so ab-
sorbed, we arc seeking sanction for a liberal scale of dis-
ability pensions.

In this connection I think we may confidently anticipate a
great reduction in the accident vratio, as I am practically cer-
tain that in' the next generation there will be no strain in
peace flying, other than that inseparable from active service
strain.

The strain of war flying was great, and the strain of peace
flying is, I think, clue to the pre-conceived idea of the dangers
of flying. War training was, perforce, hurried and intensive,
so as to meet the constant call for reinforcements from all
fronts, but in peace there is no need for this and training can
be longer and more thorough. The development of more re-
liable machines possessing a greatet range of speed, and
capable of landing slowly in confined or awkward ground, will
similarly lessen the risk for the trained pilot.

" Other Ranks."

As regards "other ranks," we hope to enlist the bulk of our
requirements in the long apprenticeship trades as toys. Local
education authorities and teachers' associations are extending
us their help and support, and I hope, as the advantages and
the needs of the Service become more widely known, that we
shall have no difficulty in obtaining the numbers we require;
but that 011 the other hand we may look forward to keen
competition.

These boys are being given three years' thorough training,
both theoretical and practical, at Halton, in their" trade. And
, on completing this will do seven years' colour stivice.

Vacancies in the short apprenticeship trades will be' filled
by direct enlistment of men, both skilled and unskilled. The
latter are undergoing the periods of training (on the average

WHAT I_S RIGHT LOOKS RIGHT.—
A sketch of a possible commercial mono=
plane with Handley Page wings. AnJ
a section of the scheme of that wing
when developed to its logical conclusion.
It will be seen that the complete wing,
when applied to an aeroplane, is not
unsightly. It conforms to the axiom
that if a new idea is right it looks right.
The theory and practice of the Handley
Page wing is discussed simply and yet
fully by Capt. W. H. Sayers on page 701
of this issue

6gS

The Aeroplane

October 27, 1920

about twelve months) necessary to make them efficient in their
particular trade.

The men required for unskilled labour are similarly obtained
by direct enlistment, and we hope it will be found possible to
teach a trade to as many as wish to Jearn one during their
service in the Royal Air Force.

General education has not' been forgotten. A scheme h
been sanctioned for the engagement of civilian teachers on .
salary basis which we hope will attract a good proportion 01
public school and University men. At the Cadet College and
the Boys' Training Establishments the scheme is alreadv
working, and a.-, our peace organisation takes shape we hope
to extend it first to the men's training establishments, and
eventually to all training units.

I think I have said enough to show that steps are being
taken to ensure that service in the Air Force on a long ser-
vice basis is not a blind-alley occupation.

Short Service Commissions.

The entry of those officers who can only be taken on a
short service basis may prove to be a more difficult problem.

As yet the scheme is only in the experimental stage, since
there was no lack of officers who would otherwise have been
demobilised, who were willing and anxious to continue serv-
ing for another two or three years. The retention of these
officers is necessarily a merely temporary expedient, only
made possible as a direct result of the war.

Direct Entry for Civilians.

For the future we are, at present, looking to two sources.
First, .the seconding of officers from the Navy and Army.
And, second, the entry of officers direct from civil life on'a
definite short service engagement who will receive a gratuity
and return to civil life on the expiration of their engagement,
-subject only to a liability to a certain period of service in the
Reserve.

These two sources are interdependent, and each, is an
essential feature of the scheme. Since permanent officers will
only be productive of an R.A.F. Reserve to a very limited
extent, and seconded officers will not be so at all, the Short
Service officer must be the back bone of any reserve designed
to meet requirements which do not call for a national effort.

If a large number of officers come forward from the older
Services for seconding to the R.A.F. the number of short
service commissions offered will be correspondingly less, and
so the best material only need be taken. By thus raising the
standard of the candidates, the older Services will help to
ensure that their Air requirements are met by the best type
of officers.

The Seconding System.

The seconding system, moreover, whilst of importance to
the Air Force, is also a fundamental factor in the development
of the Navy and the Army. Whatever the future may show
that the Air Force is capable of doing in its independent
capacity, it cannot be doubted that it will always be called
upon to work in close and intimate co-operation with the
Navy and Army. No commander who has once experienced
the advantage of seeing "what is the other side of the hill" is
likely to forgo it.

But the other Services cannot make the best use of the
Royal Air Force unless they know its possibilities and limi-
tations and understand the principles of its emplovment.
Officers of the Navy and Army should know about the "limita-
tions of machines, for instance, the small amount of actual
flying that can be done, at any rate continuously, in each 24
hours, and the reasons for this, namely, fatigue of pilots and
the limitations of petrol capacity, due to the necessity for hio-h
performance.

The Need for Knowledge.

Naval and military commanders must realise this and the
consequent necessity for making the best use of aircraft while
they are in the air, and study its enect upon themselves and
their tactics.

In the case of the Army, some of the effects are plain.
Movements will have to be carried out bv night to a much
greater extent than in the past. In camps "and billets comfort
will often have to be sacrificed to security from aerial ob-
servation. Camouflage and smoke will have to be extensively
employed. There is no better way, in fact it might almos't
be said that there is no real way, of learning all this except
by personal experience.

The officers who are seconded under this scheme now will I
hope, be the Naval and Military Commanders of the future.'

The Royal Air Force could, if necessary, be officered in other
ways, but the seconding scheme is essential from the point
of view of the other Services.

To return for a moment to the Short Service scheme, this is
admittedly an experiment. Doubts have been expressed as
to whether it will prove attractive, but I would like to put
two questions.

Rightly administered on broad-minded and sensible lines,
is it not possible that four years' service in the Royal Air
Force, between the ages of 19 and 24, might prove, in man}'
cases, a substitute to those who cannot afford a University
career? Again, is the lattir age really too great to permit
of entrance upon another career, taking into consideration
that they will have gained some experience of handling men,
the widened outlook which results from tiavel and a modicum
at least of technical knowledge ? 1

Civil Service via Fighting Service.

Distribution affects very considerably the oiganisation of
the Service, and I said just now that our problem is to meet
present needs while keeping in view future requirements.
Present needs are difficult to estimate in view of the almost
universal unrest which causes the storm centre to shift almost
day by day.

This inevitably makes for dispersion, which means in-
efficiency. In every case of military force, the evil of small
detachments is recognised, but the material assistance that
can be provided by small aerial units, together with the moral
support they can render, is apt to obscure the fact that in an
air force the inefficiency of small detachments is out of all
proportion to their decrease in size.

This is, of course, because the Air Force, being a highly
technical Service, is dependent on adequate workshop facili-
ties, good provision of spare parts and other technical sup-
plies, and efficient supervision by the higher ranks.

Air Commodore Brooke-Popham said in France, "An In-
fantryman can still fight if he is deficient of his great-coat or
his water bottle, but the loss of one nut or bolt can render
an aeroplane useless and an encumbrance on the ground."
Yet people think a squadron hundreds of miles from a rail
base can remain efficient.

The idea, therefore, is to concentrate in as few centres as
possible, with power to move a suitable force quickly to any
point required. The latter condition is the most difficult one
to fulfil under present conditions.

Movement by air is complicated for us by the fact that to
get anywhere from the United Kingdom we must pass over
one or more European countries where we cannot establish
the necessary ground organisation. And the route between
Egypt and India cannot be used at present owing to Arab
unrest.

Movement by sea is a slow business, unless aeroplane
carriers are available, which is .not the case at present. Ship-
ping is difficult to obtain, and this is not to be wondered at
when the bulk an4 weight of a squadron and its stores are
remembered. A D.H.oa Squadron, for instance, requires 383
cases of various sizes, the twelve largest being over 27 ft.
long, weighing 23 tons each, measuring 37A shipping tons
each, and requiring specially large hatches.

In spite of many difficulties we have attempted to adhere
to the principle of concentiation, at present, I fear, not too
efiectually, but it is a principle which must be looked upon as
fixed and must be striven for. One cannot look at a map
of the world without seeing that Egypt is the centre of it
from a Service aviation point of view. It is also an ideal
flying climate.

Basic Principles.

When we come to consider the employment of the Royal
Air Force, the first want we feel is that there is but little
literature on the subject. There is no Royal Air Force Clause-
witz or even a Hamley or a Mahan, and we cannot learn en-
tirely from naval and military history.

I want here to emphasise that although there is no Clause-
vutz or Hamley or Mahan for the Royal Air Force, it must
not be thought that there are 110 principles of tactics or
strategy for the Air. The principles are there. Principles
are not opinions but facts, and are unchangeable through all
the changing types of machines of war.

But what is the trouble ? It is that these principles have not
been formulated by a Hamley or Mahan and that they have
not been accepted by the outside world. But the principles
found in the last years of the war were found in the same
way as they were found in the past. They were not created.
Facts made thern, and they exist and are sound, if only we
had a Hamley or a Mahan to express them to the outside
world.

But at the same time the coming of the Air Service means
that the application of the old principles of warfare must be
carefully studied to see in what way the application of the
principles should be modified. Only think what an effect the
introduction of the submarine, making use of the thiid dimen-
sion to a very limited extent, has had on naval warfare.

Time and space problems in aviation differ entirely from
those which confront the naval or military commander. The
moral factor is enormously enhanced in comparison with the
material. There are no physical obstacles.

{Continued on page 713.)

October 27, 1920

The Aeroplane

699

Another Manifestation.

N. 10.— The original ' Type III." Fairey Seaplane— fitted by the Royal Naval Air Service with a shoregoing under-
carriage for experiments in "deck-flying" in 1917. This same machine, with the same w ngs and the same
tai'-unit, but with a Nap er engine and an amphibian undercarriage , competed in the Amphibian Class in the Air
Ministry Competition in September, 1920, and put up a performance equal to that of the most modern flying-boats.

THE HISTORY OF A SEAPLANE.

She was designed in 1916 ; She was delivered to the R.N.A.S. in April, 1917 ; She was cn Service
till after the Armistice ; She was bought back in May, 1919, as a " Disposal " Machine ; She was
used to carry newspapers from Blackfriars to Thanet early in 1919 ; She was used for Experimental
Work during the Summer of 1919; She was flown in the Schneider Cup Race in September, 1919,
and was the only competitor to return intact and under her own power ; She was used with experi-
mental Amphibian Undercarriages during the early part of 1920 ; She did Ferry Work between
Southampton and Sheerness as a Seaplane in the Summer of 1920 ; She has survived rline Different
Engines. In September, 1920, She competed in the Air Ministry Competition for Amphibian
Aeroplanes.

In all this work no Single Component Part, except the Undercarriage, has been replaced.
Fuselage, Wings, Tail-Plane, Rudder, Elevators, Fin, Tail-Float, even the Engine-Bearers, are
those originally fitted. The Wings have only been re-covered once, the Tail-Unit still has the
original fabric. The Cock-Pit has been altered to carry one, two, and three people.

APRIL, 1917-OOTOBER, 1920.
AND STILL GOING STRONG.

THE QUESTION OF DEPRECIATION DOES NOT ARISE
IN ESTIMATING RUNNING COSTS OF FAIREY AEROPI AN ES
EITHER ON LAND OR SEA, IN SERVICE OR CIVIL AVIA f ION

The Fairey Aviation Co., Ltd.,

Head Office = = HAYES, MIDDLESEX.

London Office - - EMPIRE HOUSE, 175, PICCADILLY, W. 1.
Works : HAYES, MIDDLESEX, & HAMBLE, near SOUTHAMPTON.

Telephones — 19 Hayes. Middlesex. Telegrams — "Airily , Hayes, Middlesex."

394 Regent. Code— A. B.C. 5th Edition.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

;oo The Aeroplane October 27, 1920

Government Prizes in the recent Air Ministry
Competitions,

Aeroplanes fitted with

AERO ENGINES

Highest Prize in each of the 3 classes awarded to :
NAPIER enginedVickers- Viking— mphibian Class.
NAPIER engined Handley-Page— Large Aeroplane Class
NAPIER engined Westland— Small Aeroplane Class.
These machines, in their respective classes,
gained highest marks for —

RELIABILITY, SPEED & ECONOMY

The same principles in design, standard of work-
manship and high grade matetials are used in the
construction of the

40-50 h.p. Six Cylinder NAPIER Motor Carnage

That is why it is the World's Proved Best Car.
Chassis Price - 2,000 Guineas.

Skill we send farlii ulcirs ?

Olumpia Exhibition

Nov 5th -13th

STAND 89

D. NAPIER & SONS, LTD.,

14, NEW BURLINGTON ST., W.I,
Works - - Acton, London, W.J,

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

Supplement to The Aeroplane, October 27th, 1920

INCORPORATING AIRCRAFT ENGINEERING. AERODYNAMICS, AIRCRAFT FINANCE AND COMMERCIAL AERONAUTICS
AND MATTERS PERTAINING TO THE AERONAUTICAL ENGINEER AND THE AIRCRAFT TRADER.

THE WEEKLY COMMENTARY.

In this week's issue is published for the first time in
any language a full and proper description of the Hand-
ley Page Wing, and a possible explanation of what the
air does in connection with it.

Capt. Sayers discusses at some length the behaviour
of the air round an aerofoil at its critical angle — or
"burble-point" — and offers an explanation of the be-
haviour of the Handky Page wing in postponing the
occurrence of this annoying phenomenon.

Despite the author's warning that his explanation of

the phenomena with which the article deals is to be
considered merely as a tentative working hypothesis, it
is believed that the article will serve to give to many
readers a much clearer idea of how an aeroplane wing
actually acts on the air than any previous writings on
the subject. »

The very interesting paper on the technical aspects of
aviation, read by Captain Barnwell at the recent Air
Conference, and the discussion thereon, are reported in
abstract on page 706.

BURBLING,

AND THE HANDLEY

By CAPT. W. H. SAYERS.

PAGE WING.

There can now be very few among those who are intelli-
gently interested in the art of aviation who have not heard
of the critical angle — or "burble point" — of an aerofoil, and-
who do not know that it is the existence of this critical
angle which gives a limit to the slow speed of an aeroplane,
and determines what is usually known as its "stalling point."

But although the burble point is fairly well known by name,
and although most pilots have a very close acquaintance with
what happens to an aeroplane when the burble point of its.
particular wing is reached, very little else is generally known
on the subject.

At the present moment a rather peculiar interest attaches
to this very important effect, because Mr. Handley Page, in
his new wing, has in effect succeeded in avoiding the occur-
rence of a burble point — or at least in postponing it. And,
obviously, it is difficult to form any clear idea of how this
has been done unless something is known as to what actually
happens when an aerofoil "burbles."

Now in attempting to form an idea of the mechanism of
burbling it is necessary to recollect that really very little
is known on the subject of the action of an aerofoil on the
air, and that the attempt to predict the actual motion of
a fluid in passing an obstacle, or to account accurately for
the motions which have actually been observed under these
conditions, has so far baffled the mathematician and the
scientist.

Therefore, any attempt in simple terms to explain what
happens when an aerofoil stalls, and why it stalls, must
necessarily be taken as being no more than a tentative work-
ing hypothesis whose validity rests entirely upon the extent
to which it succeeds in giving a clear mental picture of
the facts.

What Is Burblinc ?
Returning now to burbling, Figs. 1, 2, 3, show roughly
the kind of path followed by the air streams passing an
aerofoil of normal type at three different angles of incidence.
These sketches are based on actual photographs of such
aerofoils.

Fig. 1 shows such an aerofoil at an angle within the ordinary
range of flying angles, and the points to be noted are that
the streamlines are deflected upwards before they reach the
leading edge, that thereafter they follow fairly closely the
contour of the aerofoil, and that beyond the trailing edge
they have a marked downward slope. All these phenomena
can be traced for an appreciable distance above and below
the aerofoil.

In Fig. 2 the angle of incidence is greater, and burbling
has just set in. The upward inclination of the streamlines
ahead of the leading edge has become more acute, and on
the upper surface they have failed to follow the contour of
,the aerofoil, even approximately.

At first sight this would appear to suggest that there is a

marked reduction of pressure above the aerofoil, and con-
sequently a considerably increased lift, but this is not the
case. The space between the first streamline and the surface
of the aerofoil is not in any sense a vacuum, it is a space
filled with air in motion, but a motion entirely distinct from
that of the steady flow past the aerofoil of the main body
of air, and the effect of these eddies is apparently to push
the air stream upwards away from the aerofoil itself. In
_this case they must equally tend to push the aerofoil down-
wards from the streamlines, and there can therefore only be
a reduced lift caused by their presence. Incidentally, they also
represent a marked addition to the drag of the aerofoil.

In Fig. 3 the angle of incidence is still greater, the rise
in the streamlines ahead of the leading edge is still more
marked, and the violence of the disturbances above and be-
hind the aerofoil are even more intense. There is no pre-
tence at a steady downward flow on the part of the air behind
the wing, but a general condition of turbulence, with a great

Figs. 1, 2 and ".- Streamlines
and Burbles.

7°2 (supplement to the akopu*. ) Aeronautical Engineering

October 27, 1920

k increase in the drag of the aerofoil, unattended by any com-
mensurate lift.

Now, obviously this tendency on the part of the stream-
lines to leave the upper surface of the aerofoil shortly behind
the leading edge, thus permitting the formation of eddies in
the space between themselves and the aerofoil, is the essen-
tial feature of burbling, and it is equally obvious, that the
effect is the result of the inertia of the air. Just ahead of the
leading edge of the plane this air is accelerated upwards,
shortly afterwards it is accelerated downwards, and there is
some limit to the acceleration which can be imposed on it
by the action of the aerofoil. If the acceleration necessary
to force it to follow the contour is below this limit, it fol-
lows the contour as in Fig. i. If the acceleration necessary
exceeds that limit,' the stream lines diverge from the aero-
foil contour as in Figs. 2 and 3.

The Lti'<urrknx Ahead of the Wing.
Now the acceleration necessary to force the air to follow
the aerofoil surface is obviously increased by the presence of
the up current ahead of the aerofoil, and this up current
becomes more and more marked as the angle of incidence
of the aerofoil increases. If this up current can be reduced,
something has been done towards postponing the "burble
point."

It is therefore worth while to consider why this up current
exists. In Fig. 4 there is shown roughly the distribution of
pressure round a wing section. The little vertical arrows
in the closed figures above and below the wing section itself
represent the vertical air pressures to which the wing itself
is subject. There is a relatively small upward pressure under
the wmg, and a relatively large upward "suction" on the toi)
thereof.

Now if that distribution of pressure be imagined to exist
round a stationary wing in still air, air would flow from
below the wing to above it, round tne ieadiug and trailing
edges, somewhat as indicated by the little curved arrows in
the space between the wing and the pressure diagrams. This
flow will be very marked round the leading edge, owing to
the very great difference in pressure between upper and lower
surfaces near that portion of the wing.

If now a horizontal stream of air be supposed to move from
A towards the leading edge, it will be deflected upwards by
the rising current round that edge, as indicated by the line
of arrows.

With a steady stream of air past the whoie wing, that stream
itself producing the pressures which above were supposed to
exist independently, although there will not be an actual
stream of air from below the wing to above round the lead-
ing edge, there will still exist the forces tending to accelerate
air in that direction, and it is these forces which produce
the up current at the leading edge.

At the trailing edge there is a somewhat similar, but less
marked, upward acceleration, shown by a reduction in the
downward slope of the airstream leaving the aerofoil at that
point in Fig. 1, and it seems highly probable that the eddies
above the trailing edge, shown in Figs. 2 and- 3, are kept
in motion by air which actually flows up and forward from
the under surface over the trailing edge.

Deceiving the Air.

Among the very large number of aerofoil sections which have
been tested in wind channels, the German establishment at
Gottingen has tested a number of heavily cambered high-lift
wings, which to some extent evade the burble point. These
wings reach their maximum lift at somewhat similar angles
to the usual English type of wing, but the lift does not
suddenly fall after that angle is reached. It declines quite
slowly, instead of falling off rapidly.

Practically all of these wings are characterised by an enor-
mous "dip" of the front edge, being somewhat of the form
shown in Fig. 5 in full lines. Here the path of two approach-
ing air particles are indicated, one going above and one below
the wing.. But had the wing possessed the undersurface of
the dotted Hue, it seems possible that that lower streamline
would have been forced to pass upwards over the leading
edge, would have crowded the upper streamline into an even
more inclined path, and have produced the missing "burble."

In fact, the very marked upward trend of the lower surface
at the leading edge may be assumed to have deceived the
lower streamline into believing that it was on the road to
pass over the wing, when in fact it was to be trapped by
the under surface.

Fig. 6 represents again a normal aerofoil at an agle of
incidence above "burble point," and part of two streamlines
deflected up at a very steep angle. Consider the effect of
cutting a slot through that aerofoil, as shown by the dotted
lines. Reconsider it in the light of Fig. 4. Under the still
air conditions supposed in Fig. 4 there would be a tendency
for air to flow from below to above the wing through that
slot, and this flow would greatly reduce the violence of the
up current round the leading edge. From which it may be
argued fairly that in the actual aerofoil, the upward deflec-

tion of the streamlines at the leading edge will be greatly
reduced, and that, instead of following the full lines of Fig. 6,
these two streamlines might follow some such path as is
indicated by the dotted lines.

The Handlev Page Wing.
Now Fig. 6, with the slot shown by the dotted lines, may
be compared with Fig. 7, which is the Handley Page wing
in its simplest form. An aerofoil of normal type is fitted
with such a slot as was indicated in Fig. 7, and this slot is
so shaped that both the detached leading edge and the main
portion of the wing remaining are still of a fair aerofoil shape,
while the gap between the two portions has a Venturi tube
form.

When such a wing is tested in a wind tunnel it has been
found that it behaves very much as it would do were the
slot closed, except in two respects. In the modified form
at fine angles of incidence its lift is a little less and its drag
is a little greater than is the normal wing of the same overall
form. But at what would be the burble point if the slot were
closed, burbling does not occur.

Instead, the lift goes 011 increasing with increased angle
without any enormous increase in drag. Eventually a burble
point is reached, but this occurs at a value of the lift of
somewhere between 40 per cent, and 50 per cent, greater
than that of the unmodified aerofoil.

What apparently happens is shown by the streamlines
marked on Fig. 7. The streamline marked 3 in the figure
has done what it was supposed the upper streamline of Fig. 6
would be likely to do in the event of the slot being opened.
Instead of being violently bent upwards over the leading edge
it has passed nearly straight under the edge and through the
slot. Streamlines 1 and 2, affected only by the relatively
slight upward acceleration due directly to the leading edge
— which is actually an aerofoil at an angle well below burble
point — pass smoothly over its top surface, and combine with
streamline No. 3 to form a steady flow parallel to the aero-
foil top surface. Despite the fact that streamline 3 has
escaped from under the leading part of the aerofoil, it has
by no means escaped from the influence of the wing, but has
been constrained by the effect of the aerofoil as a whole

October 27, 1920

Aeronautical Engineering (SuPpiement to the aeroplane,)

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/°4 (Supplement to tb& aeroplanbo Aeronautical Engineering October 27, 1920

,0 become part of a steady stream upon which a downward
elocity has been imposed.

i, Now the effective lift of any aerofoil is due to the fact
/hat it imparts a downward acceleration to a certain mass
of air, and that the actual amount of the acceleration, and
the total mass of air subject to that acceleration is a measure
of the lift.

The detached leading edge of Fig. 7 increases the value of
the lift of the whole aerofoil system, at angles greater than
those at which burbling would occur without it, because it
acts in some sense as a guide to the entering air, and allows
it to flow smoothly round the system instead of "bouncing
off" as it does in Fig. 3.

Eventually an angle is reached at which the pressure release
afforded by the slot no longer suffices to prevent a violent
upward deflection ahead of the leading edge, and burbling
again occurs. This effect can be staved off by providing further
similar slots, and the process has successfully been carried to
the extent indicated by Fig. 8, where the whole aerofoil has
been converted into a series of detached surfaces.

At first glance it would appear that Fig. 8 represents merely
a modification of the old and well-known multiplane arrange-
ment, originally proposed by Horatio Phillips over 30 years
ago, but although it is in some sense a multiplane, the action
is quite definitely distinct from that of the multiplane as
usually understood.

With the multiplane in its usual form there is a gap be-
tween the components which is large compared with the
chord of those components, and the component planes are
nearly vertically one above the other, and act nearly as in-
dependent aerofoils. At the burble point the mutual effect
of two adjacent members, such as shown by Fig. 9, is pro-
bably that of a crowding up of the streamlines toward? the
rear of the chord under the upper member as at A, and a
reduction in the amount of space occupied by eddies at B.

But despite the fact that there may be a tendency to force
the streamlines at A to follow more nearly the upper surface
of the lower wing than would be the case were the upper
wing removed, the maximum lift and the burbling angle are
not increased, except possibly to a very small extent, par-
ticularly with a heavy forward stagger. Fig. 10 gives an idea
of why the lift of the multiplane is not increased despite the
tendency to force the streamlines between the planes to con-
form more closely to the wing contours.

The Multiplane Fallacy.

The effect of the upward trend of the streamlines before
each leading edge will be to tend to aggravate the upward
trend of the streamlines approaching the leading edge above
it, and this effect may be — and probably, with any practical
gap /chord ratio, is- — cumulative, and thus streamlines which
would pass below the upper component of the multiplane,
were it an isolated wing, are deflected above it, and although
they may afterwards deflect downwards again, the lift which

Fig 9 — A Burbling Biplane.

accompanies this downward deflection is offset by the force
which has necessarily teen exerted by the whole aerofoil
system in giving to these streamlines their initial upward
deflection.

Or, as an alternative simpler but less exact explanation,
it may be considered that the up trend of the current ahead
of the multiplane serves to deflect a certain proportion of
the air out of the useful sphere of influence of the system,
and thus reduces the total mass of air deflected downwards.

The slight improvement in the aerodynamic efficiency of
biplane and triplane wings produced by a forward stagger
may perhaps be accounted for by the fact that the upper and
forward planes ,act to some extent as a IT. P. leading edge
for the wings behind and below, but it seems obvious that
such an effect can only be slight unless the stagger angle
is extremely great and the gap /chord ratio extremely small.

This latter condition is fatal to the efficiency of the multi-
plane if it be considered merely as an arrangement of a series
of independent aerofoils, ;o that it seems justifiable to assert
that the Handley Page Wing is not merely a modified multi-
plane arrangement.

Fig. 10.— Why a Multiplane Loses Lift.

The Turbine Analogy.

The nearest analogy to the difference between the H.P.
wing and the normal aerofoil is probably afforded by the
.steam turbine. In the turbine, a jet of steam moving at a
high velocity impinges on wheels fitted with blades — inci-
dentally, blades of a section very like to an aerofoil — and is
by those blades deflected from its initial path. The reaction
on the blades, due to this deflection of the steam, drives the
turbine blades in a direction opposite to that of the motion
impressed by them. on the steam.

The force on the blades increases — as in the case of the
aerofoil — with the velocity of the stream past them, and with
the angle through which the stream is deflected.

In order to obtain a turbine capable of giving a large Loraue
at a reasonable peripheral speed of the turbine wheels a very
great deflection of the steam stream is necessary, and any
attempt to give it this large deflection by the use of a single
row of blades leads to results similar to those attending the
attempt to obtain a high lift from an aerofoil by giving it a
very great angle of incidence.

Consequently in turbines of any but the smallest sizes,
where very high speeds on the turbine can be handled by
gearing, a whole series of turbine wheels in tandem are used,
and each of them deflects the steam through only quite a
small angle. The sum of all the deflections over the whole
turbine thus becomes very much greater than could possibly
be achieved by one set of blades. Burbling — exactly similar
to that of an aerofoil at its critical angle — would have set
in before such a total deflection could be reached in the single
stage.

It is therefore not inapt to compare the relation between
the H.P. wing and the normal aerofoil to that obtaining be-

October 27, 1920

Aeronautical Engineering (Surp,ement t0 tH6 abop»«.i 705

1

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Their reliability in war
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706

(Supplement to The Aeroplane-)

Aeronautical Engineering

October 27, 1920

Fig. 11 The Handley

Page Wing fitted ex=
perimentaHy to a D.H.fl

tween file multiple stage and the, single stage types of steam
turbine, and to suggest that what the H.P. wing does is m
a series of gentle steps to coax ihe air flowing past it into
a downward path, which it would be impossible to force it
into in one single step.

The Practical Application.

Fig. 11 shows the method of adapting to the wings of a
D.H.o the single slot type of Handley Fage wing. The
original nose ribs have been replaced by shortened ribs, and
at intervals a number of elongated solid ribs project ahead of
them through the ordinary fabric cover.

These projecting ribs carry a tubular steel spar upon which
is built up the leading guide edge— really a rather thick,
heavily cambered small chord aerofoil set at a negative angle
relatively to the chord of the plane proper.

A Demonstration.

The machine so fitted was publicly demonstrated at the
ITandlev Page Aerodrome at Cricklewood on the afternoon of
Oct. 21st, and for comparison a D.H.q exactly similar, except
for the fact that the latter had normal wings, was flown along-
side so to speak. It was perfectly obvious — particularly to
those who know the habits of D.H as — that the machine with

the modified wings got off at a much lower speed and with
a shorter run than was possible with the standard machine.

It took neaily as long in time, but much less in space for
this purpose, and once off the ground it proceeded to climb
at an extraordinarily steep angle. Here again the H.P. wing
apparently tcok as long a time to reach a given height .-. .
standard, but it was climbing fast with a very low forward
speed.

It also showed that it could remain in the air, with the
engine throttled down, at very low speeds and at a frighten-
ing angle of incidence.

Major Foot flew the machine for the first time, and AO
naturally did not make such a display as he would have done
with more experience, though in fact his inexperience of this
wing made the test all the more convincing to those who knew.

With its tail hanging down in a way whtcn,
wing, would certainly have resulted in a stall, Major Fool
turned and manoeuvred the machine with certainty and pre
cision, and with the engine off it descended on a very steep
path at a very low speed, and with its tail well down.

In landing it was brought down to close to the ground in
what looked like an enormous "pancake," but was actually
a steep glide at a low speed, and then showed, by dropping
its tail appreciably and flattening out, that it was still some
considerable way from stalling.

Merely from an observation of the flights it is impossible to
form any opinion of the actual aerodynamic qualities of the
wing in question, but it was perfectly obvious ,that the
machine was flyable at angles of incidence at which a normal
wing would have been burbling wildly, and the machine
fitted therewith entirely out of control.

At present the wing has only been tested on an actual
aeroplane as a fixed affair, and the result is that on any
given machine the top speed is somewhat reduced owing to
the increased drag of the wing at fine angles. But it is fairly
obvious that there is no insuperable difficulty in retracting
the nose piece to fit snugly against the remaining part of the
wing, so that at high speeds a normal aerofoil can be used,
or in moving it clear for' landing and getting off.

[One gathers that this particular machine has been flown
by Mr. Hill off the deck of H.M. Aircraft Carrier Eagle
with marked success. Its get-off took a much shorter distance
than does any normal machine of similar weight for power.
Certain critics of the performance seem to be somewhat in-
clined to ignore the fact that the machine used was not de-
signed for the new wing and that the wing used is itself only
part of the full development. — Ed.]

CAPT. BARNWELL ON THE TECHNICAL ASPECTS OF AVIATION.

The paper read by Capt. F. H. Barnwell befoie the Air Con-
ference on the afternoon of Oct. 13th may best be described
as a frank expression of the large element of doubt which
still occupies the mind of the competent aeroplane designer,
combined with a plea for the clearing up of some of these
doubts by those charged with the control of reseaich facili-
ties.

The criticism passed on Capt. Barnwell's request for wind-
tunnel research on wings arid combinations thereof by Mr.
J. D. North, that the programme involved about one million
combinations and permutations to be tested, and would
take one wind-tunnel 3,000 years to execute, coupled with
Dr. Bairstowe's assent, and the latter's statement that it was
now time to drop the trial and error method of testing and
analyse the results already attained with a view to reaching
an ordered knowledge by which results could be accurate!}"
predicted, is of distinct importance.

Firstly, it shows how very little real progiess in know-
ledge can be gained by piecemeal experimentation ; and,
secondly, that those in charge of the research establishments
realise how wasteful of time and effort were the methods
imposed on them by war conditions.

Mr. Bairstowe's claim that he thought that in the light of
the present state of knowledge it was possible by calculation
to predict the performance of any wing or wing combination,
tapered, twisted or warped, with fair accuracy, is distinctly
interesting. He failed to make it quite clear whether he
referred merely to methods of extrapolating from experimental
results already in existence, or to the development of some
theory of the mechanics of fluid flow which claims to allow
of reasonably accurate direct calculation from first principles.

But although the wind-channel authorities may be fully
justified in their claim that it is impossible to carry out the
series of tests asked for by Capt. Barnwell by direct experi-
ment, it is distinctly their business to find some way of sup-
plying him with reasonably accurate information upon all the
points whereon he desires information. At the present
moment the aeroplane designer is far from possessing such
information even in regard to the qualities of full-size en-
largements of many wind-channel models which have been
tested almost to excess.

Mr. Bairstowe's farther remarks as to the importance of
stability and control investigations are also important

For very large machines he is undoubtedly correct in saying
that the difficulties involved under! these headings are at
least as important as the questions of performance, and his
claim that, once the research worker had formulated a clear
and satisfactory theory of such a subject as stability, the
matter then passed from his hands and that it was the de-
signer's business to apply that theory to practice, has ele-
ments of justice.

But the aeroplane designer of to-day — if he is to be suc-
cessful— requires fairly extensive qualifications. His capaci-
ties must include an ability to solve the simpler aerodynamic
problems involved in the effort to secure performance, the
mechanical ones of structure design, and the practical engi-
neering and commercial knowledge required to secure that
the machines he designs are practical commercial proposi-
tions both to build and to operate.

To demand in addition a knowledge of the type lequired to
use the mathematical theory of stability in its present state
in the ordinary routine of drawing-office work is to ask for
the qualities of a superman. What is required is some inter-
mediary between the scientific research worker and the
designer — and in aeronautics he scarcelv exists. If the
Zaharoff Chair of Aeronautics successfully produces a num-
ber of these intermediaries, Sir Richard Gl.".zebrook may
possibly be forgiven.

AN ABSTRACT OF THE PAPER.

Over-all Design.

To consider firstly the best disposition of the various mem-
bers of an aeroplane.

By the end of the war the single-engine tractor biplane had
practically a monopoly, except for machines too large for a
single engine (of the highest power made). For these one
other type fairly established itself, the twin-engined tractor
fuselage biplane.

Of these same two types are practically all aeroplanes used
for civil flying up to date.

There are many well-known reasons for the predominance
of these two types.

October 27, 1920

Aeronautical Engineering

(Supplement to The Aeroplane.)

707

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(suppiement to the askopukk.) Aeronautical Engineering October 2;, 1-920

Now that we have more time for careful investigation, before
designing new machines, the first point to be considered is :
Are there possibilities of obtaining better all-round machines
by radical alteration of over-all design ? It seems
distinctly doubtful; and we cannot, for the present, hope to
attain any great advantages by doing so, unless there are
radical alterations in power plant. It appears reasonable to
continue with the development of the single-engine tractor
type for all machines up to the. largest that will be satisfactory
with the largest satisfactory engine. It is improbable, how-
ever, that the biplane is right for all sizes and purposes. For
any type of wing structure it seems probable that, up to a cer-
tain limit of weight, a monoplane form is best ; beyond this,
and up to some other limit, a biplane form ; beyond this again,
a triplane form. It would appear also that structural improve-
ments in wings will tend to raise these limits, and that for
commercial machines (where rapid manoeuvrability is of minor
importance) they will be higher than for service machines
(where rapid manoeuvrability is of great importance).

The problem is suitable for mathematical analysis, and merits
a considerable amount of work.

For machines too large for any single engine (assuming
that it is proved economical to build such) it is doubtful
whether engines mounted along the wings give the best solu-
tion. The weight saved by mass distribution is mostly lost
again in increased weight required to resist stresses due to
vibration and drag forces. For large machines, particularly of
the flying boat type, it seems possible that a type with central
engine room and geared twin airscrews offers the maximum
desirable features. Another type worth consideration is the
single tractor airscrew machine, with multiple engines geared
to the single tractor.

As regards information which designers require with respect
to over-all design : — Many experiments on models of different
types of complete aeroplanes, with airscrews running ; the
models to be as large as possible, and the wind speed as high
as possible ; the drag forces on the models to be analysed.

Considerably more research on methods of determining the
forces applied to, and the load factors requisite for, all parts
of the structure. It cannot be said that our present methods
are entirely competent to ensure the requisite strength and
the minimum weight for all parts of the structure. Research
is wanted on questions of weight and efficiency of gearing,
the necessary clutches, etc., and on the gain in propeller
efficiency and drag reduction for the gear-driven airscrew
machine, as against the wing-engine machine

Above all is wanted demand for new aeroplanes, with all re-
quirements fully and accurately stated and strictly adhered to.
Turning to Detail Considerations.

Airscrews. — No great advance can be made in efficiency for
any one set of conditions ; under good conditions probably no
more efficient thrust producer is possible, certainly at same
weight. Durability must be considered together with first
cost ; metal is not necessarily better than wood on these con-
siderations. Research work is required on 'suitable covering
lor wood blades, to resist abrasion of long grass, rain, etc.
Metal propellers appear desirable, but must prove their
superiority in service.

More experiments might be made on the sword-blade type of
multi-blade screw. For further development, the first step
is the production of an airscrew whose pitch is variable simply
apd accurately on the ground; this is practically accomplished.
The next step is the production of one whose pitch is variable
in flight.

The ideal to be aimed for is an airscrew whose pitch and
diameter may be varied in flight.

Engines.

The future of aeroplanes depends largely on engine develop-
ment.

Assuming that the reciprocating type of internal combus-
tion engine is, on the whole, the best method of converting
the heat energy of fuel into rotative power, we must aim at
using heavier fuel than petrol. The development of paraffin
carburetters seems highly desirable.

Should it be possible to dispense with electrical ignition,
even if onlv after starting up, this would be a great step
towards reliability, especially as this would probably involve
direct injection of fuel and scrapping of carburetters.

Really sound reduction gears between crankshaft and air-
screw shaft are almost essential for commercial aeroplanes.
All engines should be designed with these0 and with provision
for varying the gear ratio as simply as possible. It is also
desirable that the length of nose be made greater than present
practice.

Air-cooled engines must be developed. Radials, essentially
light per horse-power, seem correct for service machines ; but
the development of "line" cylinder air-cooled engines, say,
6-cylinder single row and 12-cylinder Vee, seems highly de-
sirable for commercial work.

Is it not possible to produce satisfactory inverted engines,
vertical or Vee ? The advantages, for single-engine tractor
machines, would be enormous.

There seem possibilities also in the two-stroke engine for
aeroplanes, provided it can be kept of the simple transfer
port type.

Wings.

Probably the best means of comparing wing forms is by
a curve of D/F on a base of lift co-efficient, the base being
laid out as fractions of maximum lift co-efficient. From such a
curye one can see at once which wing form will give the mini-
mum drag, at any particular multiple of stalling speed.

We probably have sufficient model data on aerofoils of rect-
angular plan form and constant section. We require data on
aerofoils of tapering section, tapering plan form, tapering
plan form and section. Unfortunately, this gives such an
enormous field that it will be hard to decide the' best systems
to work on. There seem distinct possibilities of improvement
in performance and structure in the employment of cantilever
wings, of thick section at point of support^ tapering in thick-
ness towards the tip, this particularly in conjunction with
metal wing spars.

Full scale experiment on wing forms is essential at present,
simultaneously with wind tunnel work. Sooner or later we
should be able to do practically all experimental work in the
wind channel.

As regards structure of wings, there seems to be a general
opinion that wings will be perfect when made entirely of
metal, and only then. This may be so, but it is open to doubt,
and there seems no purpose in decrying wood and fabric be-
cause they are wood apd fabric ; both are very excellent struc-
tural materials/ Research is required into protective covering
for wood, particularly with respect to preventing its "drying-
out." Research is required also into protective covering for
metal; it is possible that the difficulties are as great as for
wood.

A decided superiority of metal over wood is cheapness and
soundness of production in very large quantities ; and it is
mainly because I trust and believe that aeroplanes will eventu-
ally be built in very large quantities that I advocate metal con-
struction. For the present I should advocate metal spars, ribs,
edges, etc., but fabric coveting. With the highest wing load-
ing practicable at present fabric is quite a sufficiently strong
material, and it is not yet proved that its durability compares
veiy unfavourably with that of very thin sheet metal. Metallic
covering must be heavier than fabric, and unless the metallic
covering constitutes as well the strength members of the
wii'g, in fact is the wing, the weight will be prohibitive. The
strength of a metallic shell of wing form is practically im-
possible to calculate; it must be found by experiment. Cer-
tainly it appears well worth while constructing and testing
metallic shell wings, but it will be expensive work.

Bodies.

The question of body structure is much the same as that of
wings, with the difference that fabric is a less suitable material
for covering bodies than wings.

Research is wanted on the question of suitable covering
material, light, stiff, durable, oil-proof, etc.

At present the soundest form of body is probably a girder
built up of steel tube longitudinals and struts and steel wire
tie-rods, and covered with a suitable material.

The monocoque form of body looks very pretty (if well
made), and partly because of this (I think) has many advo-
cates. But it must be considered fairly on its merits. It,
again, is a structure whose strength and, therefore, ulti-
mate detail design, must be determined largely by experiment.
It seems highly desirable that a series of comparative tests of
monocoque bodies (both of metal and of plywood), girder
oodies of metal, and girder bodies of wood and steel tie-rods be
carried out.

Alighting Gear.

This is probably the worst designed part of a normal aero-
plane. It is a nuisance aerody.namicalfy, and perhaps this may
explain a certain lack of attention.

The life of an aeroplane depends largely on a good under-
carriage.

It seems certain, in future, undercarriages must be designed
with long range of shock-absorber travel, with oleo dashpots,
with large wheels and tyres, with efficient brakes. This last
requirement calls for front wheels ; these may either be de-
signed as secondary organs (only coming into action to pre-n
vent somersault) or as definitely taking part of the load all
the time. The latter appears the more logical procedure.

The brakes should be capable of independent operation for
steering on the ground, thereby dispensing with the so-called
steerable tail skid, which is, on the whole, unsound.

After achieving an undercarriage with really good grdund
work qualities comes the reduction of its drag in flight. Suit-
able fairing around tandem wheels and of the' other members
may be found sufficient for machines of medium speed; but,
probablv, for long range fast machines some form of folding
gear will be evolved. Drawing the whole undercariiage up
into the body is impracticable, as it takes up much space in

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the most useful part of the body. The most promising idea
appears to be that of folding the undercarriage out and up
against the under surface of the wing, suitable recesses in and
(or) fairings on the wing being provided for its accommoda-
tion.

A considerable amount of reseat ch is wanted on under-
carriages.

Wind tunnel experiments oil different forms, and varied
fairings of each form ; tests on oleo dashpots ; tests on air
dashpots ; the practicability of manufacturing springs of
tubular steel, and tests on same; the practicability of solid
tyred wheels. The instructions, as at present drawn up, for
stressing undercarriages are not entirely satisfactory, and
should be reconsidered.

Fuel Systems.

Accurate and fool-proof gauges, easy to install at a dis-
tance from the tank, suitable for either piessure or non-
pressure tanks, are very badly needed Sound metallic joints
for fuel pipes must be evolved, and the use of mild steel piping
suitably covered inside and outside seems well worth con-
sidering.

Controls, Surfaces and Actuating Gear.

A certain amount of additional research work is required on
the efficiency of control surfaces, on the forces on them and
caused by them, and, particularly, on the balancing of them.

It seems possible that some form of electrical or hydraulic
transmission between controls and control surfaces might be
evolved, and be considerably easier to install than the present
direct system of cables leading over many pulleys and guides.

THE DISCUSSION.

The discussion was opened by Air Commodore H. R. M.
Brooke-Popham, the Director of Research, Air Ministry, who
said that research in Civil Aviation must be directed to pro-
ducing aeroplanes to pay. Reverting to a pcint raised in the
discussion on the pievious paper, the steam turbine might
pay despite high fuel consumption, because it used cheaper
fuel and the insurance rates would be lower. He thought that
a tone of undue pessimism pervaded the aviation atmosphere,
apd he recalled as a corrective the atmosphere of Brooklands
ten years .igo. No one there then thought of dividends, but "
they were at least cheerful, and the work of those pioneers
should never be forgotten. Progress could not be estimated
in terms of the number of wind- channels or in the perform-
ances attained by machines.

He thought Britain was a little too self-complacent as to her
position in aeroplane research and design. He pointed out
that in regard to metal construction and to gear drives for
engines Germany was ahead of us. Gear-driven German
aeroplanes had dropped bombs very close to that place three
years ago. We were just investigating the difficulties of
gear-driven machines.

He .was afraid of aeronautics getting surrounded by a ring
fence. Actually, aeronautics touched on more branches of
applied science and engineering than any other industry, and
it was important that knowledge of the technical difficulties
encountered in its developments were made as widely known
as possible that all the assistance possible should be gained
from other industries.

He thought it would be an excellent thing if seme of the
technical people who had been in the R.A.F. during the war
and had now returned to other branches of technical work
could put in a week at the R.A.E. or the N.P.D. every year.
He meant at work with their coats off and getting dirty— not
just looking round intelligently. They could afford real
assistance in this way, because they would bnn& outside
knowledge to bear on the problems and would take back to
their own sphere a knowledge of the difficulties encountered.

Mr. J. U. North (of Boulton and Paul) made the objection
to Capt. Barnwell's ambitious scheme of wind-channel re-
search that it would occupy at least 3,000 wind-channel years
to complete. Trial and error methods could not solve the'
problems involved, and the use of logic must be invoked.
As to the subject of central engine-rooms and gear diives, he
was inclined to think that the troubles encountered had in-
clined the Germans to abandon their efforts in this direction.

In the matter of unbraced wings, the word "cantilever"
was_ assuming the position of a "blessed" one like Mesopo-
tamia. After all, it was only putting bracing inside instead
of outside the wing, and the wing bracing resistance was so
small a fraction of the whole that thick .wings would have
to show greater efficiency than they were usually supposed to
have to give any serious advantage.

In regard to metal coverings, he agreed with the lecturer :
it could only be economical if it were used as structure.

Dr. Bairstowk said that, on the whole, he thought that the
greatest field for improvement was presented by the engine
problem. The airscrew, with its 80 per cent, efficiency^ was
probably as good as any and better than most othei propul-

sive agencies. Improvement must develop along the present
lines apd not much in new departures.

The helicopter was possible, but not immediately promis-
ing. Flapping wings could easily be investigated aero-
ciynamicallv, but any possible advantage was oveishadowed
by structural difficulties. Really quite a lot was known as
to performance of aircraft, but little about stability and the
allied problems of control These two ignorances accounted
more for the failure to produce satisfactory large aeroplanes
than anything else.

Wind-channel tests, such as Capt. Barnwell asked for, were
the result of the failure of the theory of fluid motion to give
practical results, and were a form of trial and error method.
If a bridge builder wanted to design a bridge he did not
build a model and test it — he had theories which sufficed to
design with reasonable safety.

The time had come to attempt to use similar theories in
aviation, and research should now be de\oted to linking up
the results of tests already made. Progress was being made
— instance the calculation of airscrew performance — and
further extension was certain. He thought that the perform-
ance of any shape of wing, twisted or tapered, could now be
predicted with fair accuracy.

The research work which had been done on stability was
criticised as being presented in a form not directly useful to
the designer, but he held that the work of research was
finished when it had evolved and presented a clear- working
theory of the facts. It was the designer's job to make prac-
tical use of the theory.

Brig. -Gen. Bagnaee-Wied, Director of Aeronautical Inspec-
tion, said that inspection duties gave great opportunities for.
criticism. He thought that for commercial purposes the ques-
tion of spares was of great importance. Simplicity and the
use of .heap materials were vital. Fie thought that for that:
reason the strap type- of sheet-steel fitting should replace
stamped or forged fittings.

As to fuel for civil work, he thought something beyond
the paraffin carburettor was needed. The use of heavy oil*
and of alcohol must be considered. He thought it probable
alcohol produced as a by-product in the Tropi'. s might ulti-
mately be available at the bare cost of transport from the-
place of production.

Maj -Gen. Sir Sekton Brancker enlarged on the commercial;
importance of inherent stability. The most serious enemy
ol commercial air transport was fog and clouds. An unstable
machine in fog or clouds was entirely dependent cn the pilot's
skill, and momentary failure cf the pilot would result in a
crash.

For commercial work thev must have machines stable
enough to fly through clouds with the use of rudder control
alone. In fact, there seemed no reason why commercial air-
craft should not normally be flown in this manner.

Another important matter was the provision of means for
getting machines off the ground with heavy loads. This
required a greater power than needed just to fly when the
machine was in the air. Engine installation, with a view to
facilitating overhaul and to securing reliability, required much
more attention, and the air-cooled engine must be developed
to get awav fiom water-system troubles.

He wanted to protest against any spread of pessimism.
Efficient air transport was possible and accomplished to-day,
and although there were many lines open for improvement,
he feared that the impression might spread that these desir-
able improvements were necessary preliminaries to the effici-
ency of such transport.

Mr. Robert Blackburn (The Blackburn Aeroplane & Motor
Co., Dtd.) wanted to put a question in regard to aeroplanes
somewhat similar to that asked by Mr. Chorlton in the morn-
ing regarding engines. Would the Air Transport people tell
aeroplane designers definitely what class of aeroplane they
really wanted ? In all previous transport systems the main-
stay of the business was merchandise — was the aeroplane
to be an exception ? Did they want slow-speed economical
load-carriers or high-speed passenger and mail machines?
He proposed that the Conference pass a resolution asking for
.1 settlement of this question.

After a discussion on this point Mr. Blackburn agreed to
withdraw the proposed resolution, it being pointed out that
the Air Ministry could not decide such a point, and that the
S.B.A.C provided the means for designers and transport
officials to exchange views on such subjects

THE ZEPPELIN MONOPLANE.

According to the Times of Oct. 16th the four-engined all-
metal Zeppelin monoplane whj< h was described and illus-
trated in THi$ Aeroplane of Mav 15th, 1920, is now nearly
ready for trials. It is also stated that, following the trials, an
attempt will be made to fly the Atlantic on this machine.

The account in the Times is headed " New German Secret
Monoplane," and is in general of the usual rider of journal-
istic picturesqueness.

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October 27, 1920

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Aeronautical Engineering

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October 27, 1920

The Aeroplane

713

(Continued from page 69S.)
The R.A.F. Staff College

We have, however, the experience of war in many theatres
to guide us, although it has not yet been committed to paper
in any leadily accessible form. The need of a Royal Air
Force Staff College to analyse principles and create a school
of thought is obvious. This could not be done at the Navy
or Army Colleges, where, with all the good will in the world,
the problem would inevitably be approached with pre-con-
ceived ideas.

In this connection I would like to emphasise once more
the point I tried to make when discussing the provision of
officers, namely, that the other Services must study and
understand us, since whatever the future developments of the
Royal Air Force in its independent capacity, it is certain to be
constantly employed in co-operation with both the Navy and
Army, and can only be used to the best advantage if studied
and understood.

Operations and Co-operation.

In my opinion the most important principle of all, and the
one perhaps least generally understood and appreciated, is
that the work of the Air Service either 011 land or sea, in
spite of its many and various aspects, cam only achieve its
greatest efficiency if regarded and cairied out as a single
co-ordinated effort. i

The work required, whether by the Navy or Army, is both
tactical and strategical. It consists of reconnaissance and
photography, or spotting for the artillery and of offensive
action against troops or ships, against personnel, and material
on lines of communication, depots and harbours.

Independently of this work in intimate co-operation with
the other services, the Air Force can attack the enemy's
sources of supply and. the moral of his civil population and
government. It is, /however, utterly wrong and very waste-
ful to look upon these as entirely separate duties. In the first
place, t:> perform any of them with success it is necessary to
gain predominance in the air, and the air is all one element.

With regard to this predominance in the air, T would like
to point out that in a first-class war one side will gain pre-
dominance in one place and may temporarily lose it in an-
other theatre. And we must face the fact that the main
point is to have the predominance 111 that area which at the
time is considered of primary importance, if it is not possible
to gain it in all areas.

Another fact that must be borne in mind is that the de-
velopment of an aeroplane with gi eatly increaseo1 fighting
capabilities may cause a temporary loss of the predominance
in the air. And until the civil population and the Army con-
sider that they have lost the war it is never safe to consider
that one side has gained predominance in the air permanently.

To revert to the co-operation of what is essentially air work
with that for the other Services, it may be that the normal
duty of ^ouie squadrons may be artillery work, of others the
attack of the enemy's fighting troops, and of others the dis-
tant^ bombing of his factories. But it is essentially Wasteful
to divide the Air Force up into separate bodies for each duty.

If, for instance, squadrons are only employed for long
distance bombing, starting possibly from somewhere outside
the army zone* their power is wasted when the weather is
unsuitable, as it often must be. Again, there often comes a
time when the artillery requires but few machines, and the
artillery squadrons can profitably be employed in othei work
In fact",' all bombing, even when carried out on very distant
and apparently independent objectives, must be co-ordinated
wi£h the efforts that are being made by the land and sea
forces, both as to the selection of objectives and as to the
time at which the attacks shall take place.

In my opinion, bombing, to be effective, must be continu-
ous, and it is from the accumulative moral effect of attacks
carried out day after day for a week or ten days in succes-
sion the best results may Be expected. I may be wrong, but,
in my opinion, the moral effect of bombing," especially night
bombing, does not decrease with experience. I have often
heard people say that although the moral effect of bombing
may be very great for the first two or three times, people soon
get used to it. Personally, I believe the reverse is the case.
I 1 have. uot mentioned surprise, which is just as important
in the air as on the ground, though harder to obtain. For
one thing, the need for exerting constant pressure conflicts
with surprise. But at the same time surprise can be used
with great effect in the air owing to the power of being able
to switch off from one point of attack on to another, verv
often with hardly any movement of aerodromes.

In this connection I must emphasise the point that I am
certain was proved, but was, I agree, contested by some,
namely, that aerodromes must, and will, be pushed close up
to the enemy to get the maximum out of its power for most of
its work I ngree that long range bombing can be carried out
from further back, but I must emphasise the fact that in

carrying it out from bases siti.ated unnecessarily far away
from the enemy's front, some of the power of the air will
be lost.

There are, also, some negative principles, especially applic-
able to fighting 011 a smaller scale, in undeveloped and ex-
tensive countries, which appears »the most probable form of
warfare we are likely to see for the next few years. J

The power of aircraft to cover great distances at high speed,
their instant readiness for action, their independence of physi-
cal communications, their indifference to obstacles, and the
inability of an enemy unprovided with an air service to
counter their attack, combine to encourage their use more
often than the occasion warrants. The power to go to war at
will is apt, in fact, to result in a thoughtless application of
that power.

This is particularly so in the case of small detachments at
the disposal of relatively junior commanders. Over-precipi-
tate action is not in itself perhaps a serious mistake. It is
in its probable lack of results that the danger lies, by robbing
the air service of that moral effect which is its chief asset.

Offensive action in the air to bring a stubborn enemy to task"
must be followed up, and this cannot be done if it is com-
menced with insufficient forethought and inadequate re-
sources. The capacity of the Air Service to deal a swift and
unexpected blow may indeed succeed in stifling an outbreak
in the early stages. But it is in the power to continue offen-
sive action day by day and, if necessary, week by week,
that the assurance of ultimate success lies.

This brings my paper to an end, and I am afraid it has not
been as illuminating as I should have liked. I have tried to
cover most of the subject, but it is, I think, almost impossible
to deal with the whole of it in one paper and to make it in-
teresting and lucid

An Addendum

Sir Hugh Trenchard, in addition to the matter contained in
his paper, as published hereinbefore, drew attention to the
fact that air power is valuable1 in releasing troops on service
in distant parts of the Empire, and also for diminishing the
work of troops abroad bv using aeroplanes in conjunction
with them. He said that the war had shown that an Air
Force had capacities which were entirely its own.

THE DISCUSSION.
The Naval View.

The Chairman, the Earl Be\TIy, remarked that he was
glad to know that the Air Service welcomed criticism. He
did not offer any criticism himself, but merely: called upon
the first speaker.

Rear-Admiral Sir A. F- M. Chatfikld, R.N., Deputy Chief
of the Naval Staff, opened the discussion. His contribution to
the debate appeared to justify the opinion of senior Naval
officers which has from time to time been expressed in this
paper. Undoubtedly he meant well, but his didactic manner
and the impression he gave that he was perfectly sure that
he was right, contrasted with the fact that to anybody with
any knowledge of aviation it was perfectly evident that his
views on aviation "were at least four years out of date, entirely
destroyed any good effect that his excellent intentions might
otherwise have created. To begin with he was good enough
to endorse what Sir Hugh Tienchard had said about the
need for success in Civil Aviation as a basis for Service Avia-
tion. This at any rate, seemed to indicate that Rear-Admiral
Chatfield appreciates the fact that it was the trawlers and
the Mercantile Marine rather than the Royal Navy which pre-
served Great Britain's sea communications during the war.

His knowledge of aviation may be gauged by his statement
that Naval aviation had made but little progress owing to the
difficulties involved. He omitted to state that practically the
only difficulty involved was that of overcoming the inertia
of the Naval mind. He stated that Naval flying had mostly
been done from the coast. One questions this as a fact, but
if true it is a fault for which the Navy alone is to blame,
seeing that the first successful Naval operation of the war
was the bombing of German coast towns by the despised Royal
Naval Air Service in 1914.

Admiral Chatfield said that the possibilities of Naval
Aviation were recognised, but that the low endurance of sea-
planes made it impossible for them to accompanv the Fleet
except when carried on warships. He might just as well have
complained of the short range of guns which makes it neces-
sary to carry them on warships. Evidently he does not in
the least appreciate the function of seaplanes in war.

He quoted, in support >f his iden, the Christmas Day raid
of 1014, in the Helgoland Bight, when seven seaplanes went
up and four came down in the sea and were lost. He did not
mention that these four were lost because the Navy was not
on the spot to rescue them, nor did he mention that a more
intelligent appreciation of the value of seaplanes before the
war by the Navy would have resulted in the production of
engines such as would have brought these machines safely

The Aeroplane

October 27, 1920

home Three years later seaplanes used to start from Yar-
mouth, go out to the Helgoland Bight and came safely home
from it as a matter of routine, but apparently Admiral Chat-
field is ignorant of the fact. -

Further, he said that the problem of having aircraft with
fleets was engaging the attention of all Powers, and that we
must make strides in peace time, for though money was
scarce brains were never so active. One can only hope that
the Navy's brains are as active as those who are prepared to
design and manufacture seaplanes for the Navy, and as those
on the officers of the R.A.R whose misfortune it is to be
condemned to co-operate with the Navy.

He said that special Naval types of aeroplanes would in
future be purelv Naval weapons. Guns and tcipedoes were
purely Naval (surely the Army makes better shooting with
its big guns than does the Navy ?). For their guns the Navy
depended on Woolwich, Vickers and H.M.S. Vernon, the
Gunnery School. For progress ih aircraft the Nav> must de-
pend on aircraft factories. One suggests that some of the
money which the Navy wastes might therefore be expended
011 Naval aeroplanes.

( He said that the value of vertical observation was now being
appreciated by sailors, therefore they must have air observa-
tion in all weather and in mid-ocean.

A typical point of view was shown by the speaker when lie
said that the seconding of officers from the Navy to thes Air
Force was difficult. He said that officers did not like losing
influence in the Navy by leaving chiefs who knew them. One
would judge from this that promotion in the -Navy goes by
favour rather than by merit, though one has never ventured
to air one's suspicions on this subject.

He suggested that the R.A.F. should depend on civil avia-
tors to supply its personnel. One hardly thinks that civilian
aviators would be keen on joining the R.A.F. if they may
have to serve with the Navy.

Finally, he said that the Admiralty valued these Confer-
ences as increasing the "air sense" among the public. It is
perhaps too much for one to hope that this Conference may
instil a little air sense and common sense into the Navy.

The Army's View.

Major-General Sir Philip Chetwode, who followed, pro-
vided a remarkable contrast to Admiral Chatrield. Speaking
with the accent and manner of the typical pre-wai cavalry
officer, the Deputy-Chief of the Imperial General Staff man-
aged for about rive minutes successfully to deceive certain
Air Force officers into the belief that here was in reality a
Staff Officer of the type which, thougn in fact it does not exist,
provided journalists and civilian critics with so much imagin-
ary ground for satire during the war At the end of five
minutes tiiese same R.A.F. officers began to see how it is
that foreigners, whether friendly or enemy, are so entirely
defeated by the British Staff. Seldom has one heard so much
solid common-sense talked in so short a time as was delivered
by the distinguished officer who was General Allenby's main-
stay in the campaign in Palestine.

Sir Philip said that the Air Marshal rather harped on want-
ing the help of the Army, and remarked that surely the
Army must be mad if it did not extend such support. He
asked the ' Air Force not to be impatient. No great Army
leader could say to-day what would be tiie constitution of a
Division in the next war, but certainly the aviator would not"
disappear. The last war was won by time, and it was the
spade which gave us the necessary time, but the spade "vould
never do it again. The General Staffs of the world were now
engaged in a complicated and colossal process of digestion,
and one of the chief tasks of the future was to evolve what he
colled a "quick-movin', hard-hittin' machine."

He stated emphatically that though the Army and the
R.A.F. might be separate services, they must be one in
training. As regards the seconding of Army officers, though
he sympathised with the Air Marshal, he was unconvinced bv
his arguments. Nevertheless, the Army was giving to the
Air Force the officers the Air Marshal wanted.

He stated that in his opinion the observer in the air should

LONDON-BERLIN— LONDON.

A very fine commercial flight has just been completed on
D.H.9 G-EAUP, owned by .Handley Page Transport, Ltd.,
with Mr. Vaughan Fowler as pilot. The machine was origin-
ally chartered by two business men to go to Copenhagen.
It left Cricklewood on the i8th at 15.15 in the teeth of a
gale for Brussels, which was reached at 18.30; restarting for
Hamburg the next day at 13.00 and arriving at 18.20. Leaving
the following morning at 10.30, the Danish capital was made
at 12.20.

While at Copenhagen the passengers found that an exten-
sion of the journey to Berlin was essential, and they wired
for permission to Handley Page Transport to extend the flight.

be a highlv trained staff officer, and he did not see how a
young officer who had just left the square could become a
highly trained staff officer. Sir Philip ended by reasserting
the Army's intention to co-operate in the fullest degree with
the R.A.F.

Sir William Joynson Hicks, M. P. .avowed himself impatient
for the development of the R.A.F. He suggested that the
Government should create a Digestion Department at the
War Office and give the rest of the Army an emetic to get rid
of old ideas. One fears that this is rather a .good example of
the uninformed criticism for which the Air Marshal asked m
the early part of his paper.

Sir William was distinctly humorous on the subject of
Egypt as a' neutral country, and missed rather a good op-
portunity when he omitted to refer to the fact that we have
created a Jewish centre in Palestine, where we might estab-
lish the Headquarters of the R.A.F. Middle East Command
so that the Jews may get all the profit accruing therefrom..

He made the consoling statement that in the next war if
would be the civilians who would suffer first, thanks to air
raids by the belligerent nations.

Sir Sefton Brancker expressed his doubt as to whether the
Air Marshal had heard of Clausewitz before the war. Appar-
ently by way of amends he said that General Trenchard had
during the war created the tradition which war pilots needed.
He said that in future wars the R.A.F. would be cavalry,
destroyers and cruisers all at once and would also attack the
enemies' centres of supply.

The best reserve for the Royal Air Force would be a
flourishing Civil Aviation Service. It was commercial money
which made the Mercantile Marine which did so much to
save the country during the war. Financiers would not touch
aviation to-day, and so no such reserve could be created.

As regards future wars, he thought that the R.A.F. itself
would be what the Independent Forc=r R.A.F. had been dur-
ing this war, and that the Navy and Army would have their
own aeroplanes for domestic duties. Navy and Army officers
need not be pilots, but they should be trained for air work.
The R.A.F. might train civilians as pilots and then send
them back to civil life. In the present Budget the R.A.F.
was not getting its share.

Lieut.-Colonel the Master of Sempill said that more atten-
tion should be paid to Civil Aviation, and especially to the
technical personnel in the R.A.F. itself. The status of tech-
nical officers was . not given enough considei ation. They
should have more time for their own work and have less
regimental and administrative work to do. There was at
present no scheme for obtaining officers with technical
training.

The technical officers employed in the Department of Re-
search were excellent, but they needed refreshing at intervals
by closer contact with the R.A.F. He asked how technical
officers are to be replaced. People would certainly not come
into the R.A.F. from civil aviation if they were already in
good jobs.

One suggests that Colonel Sempill's brief but eminentlv
sensible remarks deserve special attention from the Air Coun-
cil. The shortage of good technical officers in the R.A.F. is
already a serious matter and must affect not only the effici-
ency, but the actual effectiveness of the Air Force

Sir E. H. Tennyson-d'Eyncourt, Director of Naval Construc-
tion, said that attention had already been given to the design
of ships suitable to carry aircraft in peace and in war. Mail
steamers which could despatch aeroplanes from their decks
and receive aeroplanes on them are already a practical pro-
position and such ships could carry twenty or thirty machines.
They would not be economical, and so would probably need
subsidies. He asserted that there are as yet no reliable
ocean-going aeroplanes. In view of recent fog experiences
one ventures to suggest that there are no absolutely reliable
ocean-going ships.

Sir Hugh Trenchard briefly returned thanks for the recep-
tion given to his paper. The Marquess of Londonderry closed
the meeting with a few of his usual sensible remark? as to the
value of aviation and the need for further progress

Permission was readily granted and they restarted at 10.00 on
the 22nd, arriving at Johannisthal aerodrome, Berlin, at 13.05.
The Germans gave them every possible help and were ex-
ceedingly civil.

They started the homeward journey at 09.15 on the 25th
and landed at Cologne at 12.25. They left again at 14.10
and landed at Cricklewood at 17.10.

In pre-war days the fastest time to Berlin by ground
methods occupied 22 hours.

The time taken from Berlin to London is full of suggestions
as to possibilities of what might have been done to Berlin
had the end of the war been postponed for a bit. Handley
Page Transport, Ltd., and Mr. Vaughan Fowler are to be
heartily congratulated on this excellent performance — G. D.

October 27, 1920

The Aeroplane

715

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The Sunbeam Motor
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•KINDLV MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

716

The Aeroplane

October 27, 1920

COMMERCIAL AERONAUTICS AND CIVIL
AERIAL TRANSPORT.

THE UNITED KINGDOM OF GREAT BRITAIN AND IRELAND.

Official Notices Hei,d Over.

CONTINENTAL ARRIVALS AND DEPARTURES.

[The following table of arrivals at and departures from the
British Air Ports is compiled on the following system : —
First comes the initials of the Air Line: next the type of
machine; next the intetnational number of the machine: next
the ports of departure and destination: next the times of
departure and arrival; next the cargo, whether goods (G)
and/or mails (M) ; next the number of passengers : and finally
the name of the pilot and number of mechanics, if any.]

ABBREVIATIONS.— A.T. & T. — Air Transport & Travel, Ltd.; M.A
— Messageries Aeriennes; I.A.I,. — Instone Air Line; C.T.— Compagnie
Transaerienne; . G. E- A. — Compagnie- des Grands Express

Aeriens; S.N.E.T.A. — Syndicat National pour l'Etude des Trans-
ports Aeriens; P.I,. — Fetters, Ltd.; Franco -R. — Franco-Roumanie ;
M.W.T.C.— Marconi Wireless Telegraph Company; H.P.T.— Handley
Page Transport, Ltd.; H. P.— Handley Page, Ltd., A.P.B.— Air Post of
Banks; K.L.M.— Koninklijke Luchtvaart Maatschappij.

Where times are missing it is probably owing to Atnmsph'erics.

The London Terminal Aerodrome, Croydon. (Telephone: Purley 1 1 80.)

OCTOBER 18th :
A.T.T., DH16, G-EAQS, London-Paris, 10.00— , G.&M., 3, Armstrong.
A.T.T., DH9, G-EAGY, London-Amsterdam, 10.09-12.20, G., Nil, Robins.
A.T.T., DH9, G-EAOZ, London-Paris, 10.30— G., Nil, Bamber.
M.A., Breguet, F-CMAI, London-Paris, 13.05-16. }o, G., Nil, Lesec
A.T.T., DH9, G-EAUL, Amsterdam-London, 14.40-17.42, G.&M., Nil, Duke.

OCTOBER 19th :
A.T.T., DH18, G.-EARO, London-Paris, 1004-12.30, G.&M., 6, Forson.
A.T.T., DHi6, G-EAPT, London-Amsterdam, 10.41-11.43, G, Nil, Millies.
A.T.T., DH9, G-EAQN, London-Paris, 15.4s-18.1s, Nil, Nil, Carter.
A.T.T., DH16, G-EASW, Paris-London, 10. 25-12. 3 j, G., 2, Lines.
M.A., Breguet, F-CMAF, Paris-London, 13.25-15.40, G.&M., 1, Challoux.

G. E.A., Goliath, F-GEAB, Paris-London, " 14.05-16 30. G., Nil, Labou-

chere & 1.

A.T.T., DH16, G-EAQS, Paris-London, 15 4517.35, Nil, 4, Armstrong.
A.T.T., DH9, G-EAOZ, Paris-London, 15. 25-18. oc, G, 1, Bamber.
A.T.T., DH9, G-EAGY, Amsterdam-London, 15 10-18.05, G.&M., Nil,
Robins.

H. P.T., Bristol, G-EASH, Brussels-London, 16.20-18.16. M., Nil, Hope.

OCTOBER 20th :
A.T.T., DH16, G-EAPM, London-Paris, oq. 30-12. 40, G.&l/., 2, Holmes.
A.T.T., D.H.16, G-EALU, London-Amsterdam, 10.20, 13.22 G., 1, Lines.
A.P.B., Westland, G-EAJL, London-I'aris, 11.45-14.23, G., Nil, Campbell
Orde.

M.A., Breguet, F-CMAF, London-Paris, 12.25-15.30, Nil, Nil, Challoux.
G.E.A., Goliath, F-GEAB, London-Paris, 13.20^16.35, G.( 1, Labouchere

& 1.

A.T.T., DH16, G-EAQS, London-Pari?, 15.30-17.50, G.&M., 2, Armstrong.
A.T.T., DH9, G-EAQN, Paris-London, 10.25-12.20, Nil, 2, Tebbit.
C.T., Nieuport, F-CGTY, Paris-London, 12.25-14.30, M , Nil, Le Comte.
A.T.T., DHi6, G-EAPT, Amsterdam.-London, 14.30-17.28, G.&M., Nil,
Mimes.

G.E.A., Goliath, F-GEAC, Paris-London, 1455-17.35, G., Nil Favreau
& 1.

A.P.B., Westland, G-EAMV, Paris-London, 15.13-17.20, Nil, 2, McMullin.
A.T.T., DH18, G-EARO, Paris-London, 15.35-17.46, G., 5, Forson.

OCTOBER 21st :
A.T T.( DH16, G-EASW, London-Paris, 09.38-12.25, G.&M., 1, Robins.

A.T.T., DHq, G-EAOZ, London -Amsterdam. 10.00-12. 15, G., Nil, Duke.
A.P.B.,vWestland, G-EAMV, London Paris, 10.45-13.15, G., 1, Powell.
C.T., Nieuport, F-CGTY, London-Paris, 11. 50-14.10, Nil, Nil, Le Comte.
A.T.T., DHi6, G-EAQS, London-Paris, 15.30-17.30, G.&M., 1, Tebbit.
A.T.T., DH9, G-EAQA, Amsterdam London, 08.00-12.41, Nil, 2, Hinch-
cliffe.

A.T.T., DH16, G-EAQS, Paris-London, 10.35-12.35, Nil, 3, Carter.
M.A., Breguet, F-CMAI, Paris-London, 12.25-14.56, M., 3, Martel.
M.A., Breguet, F-CMAB, Paris-London, 13. 10-15. 3s, G, Nil, Le Men.
A.T.T., DH16, G-EALU; Amsterdam-London, 14.35-17-53, G.&M., Nil,
Lines.

A.T.T., DH16, G-EASW, Paris-London, 15.15-17.45, G., 3, Armstrong.

OCTOBER 22nd :

G.E.A., Goliath, F-GEAC, London-Paris, 13.46-16.25, G, 1, Favreau & 1.
A.T.T., DH18, G-EAUF, London-Paris, 14.jo-16.20, G.&M, 6, Forson.
A.T T., DH16, G EAl'T, London-Amsterdam, 14.17-16.10, G., 2, Millies.
M.A., Breguet, F-CMAB, London-Paris, 14.2.8-16.45, G., 1, Le Men.
M.A., Breguet, F-CMAI, London-Paris, 14.35-17.00, Nil, 2, Martel.
A.T.T., DH16, G-EASW, London-Paris, 15.3Q-18 00, G., 3, Carter.
A.T.T., DHiS, G-EAQS, Paris-London, 11.55-14.08, Nil, 3, Robins.
S.N.E.T.A., DH9, O-BIEN, Brussels-London, 13. 00-16.15, G., 2, Delzenne.
A.PB., Westland. G-EAJL, Paris-London, 14.25-17.08, G, 1, C. Orde.
A.T.T., DH9, G-EAOZ, Amsterdam-London, 15.00-13.29/23, G.&M., Nil,
Duke.

OCTOBER 23rd:

A.T.T., DH9, G-EAQN, London- Amsterdam, 12.17-14 31, G, Nil, Lines.
A.T.T., DHib, G-EARO, London-Parts, 12. 35-15. 10, G.&M., 6, Armstrong
S.N.E.T.A., DH9, O-BIEN, London-Brussels, 15 05-17.55, Nil, 1, Delzenne
A.T.T., DH18, G-EAtJF, London-Paris, 15.38-18.00, G.&M., 6, Holmes.
A.T.T., DH18, G-EAUF, Paris-London, 11.00-13.22, G., 1, Forson."
M.A., Breguet, F-CMAG, Paris-I.ondon, 13. 05-15.3-!, G.&M., Nil, Le Sec.
A.T.T., DH16, G-EAPT, Amsterdam-London, 14.30-17.37, G., 1, Milnes.

OCTOBER 24th:

A.T.T., DH9, G-EAQL, London-Paris, 12.25-14. 17, Nil, 1, 'Bamber.
A.P.B., Westland, G-EAJL, London-Paris, 12.54-15.40, Nil, 1, MeMullin
A.T.T., DH16, G-EAQS, London-Berck, 14.10—, Nil, Nil, Forson.
A.T.T., DH18, G-EARO, Paris-London, 11.30 13.50, G , 5, Armstrong.
A.P.B., Westland, G-EAMV, Paris-London, 12. 15-14.00, Nil, 3, Powell.
G.E-A , Goliath, F-GEAB, Taris-London, — 15.55/ G, Nil, Patin & 1.

The Air Port of Cricklewood. (Telephone: Hampstead 7500.)

OCTOBER 18th:
H.P.T., DHaa, G-EAVL, Amsterdam-London, —11 55, M., Nil, Foot.
H.P.T., DH9, G-EAUP, London-Copenhagen, 15.20—, Nil, 2, Fowler
H.P.T., DH4a, G-EAVL, London-Amsterdam, 14.57—, G.&M., Nil, Olley.
H.P.T., DH9, G-EAUI, London-Brussels, 14.57-09.40 (19th), Nil, G.&M.,
Hope

OCTOBER 19th :

HPT., HP, G-EATH, London-Paris, 12. 15-15 45, G-, 8, Brackley & 1.
H.PT., DH9, G-EAUN, London-Brussels, 14.45—, G.&M., 1, Foot.
H.P.T., DHy, G-EATA, London-Amsterdam, 14.45—, G.&M., Nil, Rogers.
H.P.T., DH4a, G-EAVL, Amstei dam-London, —14.25, M., Nil, Olley
H.P.T., HP, G-EATL, Paris-London, 13.05-16. 10, G., 3, Capps & 1.

OCTOBER 20th:

H.P.T., HP, G-EASL, London-Paris, 12. 15-16 10, G., 2, Beal & 1.
H.P.T., DH9, G-EATA, Amstetdam-London, — 12. M., 1, Rogers.
H.P.T., DH9, G-EAUN, Brussels-London, 12.10-14.05, Nil, Nil, Foot.
S.N.E.T A , DH4, O-BABI, Brussels-London, 12.05-14.07, G.&M., 1, Briere.
H.P.T., DH4a, G-EAVL, London-Amsterdam, 15. 00-17. 10, G.&M., Nil,
Olley.

H.P.T., DH9, G-EATA, London -Brussels, 15.02-18. 10, G.&M., 2, Capps.
H.P.T., HP, G-EASY, Paris-London, 12.45-16. 03, G., 6, Brackley & 1.

OCTOBER 21 st :

H.P.T., HP, G-EATL, London-Paris, 12.17-15.35, G., 6, Bager & 1.
S.N.E.T.A., DH4, O-BATOj-London-Brussels, 14.45-17.20, G.&M., 2, Briere.

OCTOBER 22nd:

H.P.T., DH9, G-EATA, Brussels-London, 12.30-15.05, G.&M, Nil, Capps.
S.N.E.T.A., DH4, O-BALO, Brussels-London, 12.40-15.50, G.M., 2, Rigaud.
H.P.T., DH4a, G-EAVL, Amsterdam-London, 12.00-15.55, M., Nil, Olley.
H.P.T., HP, G-EATJ, Paris-London, 13.00-16.45, G , 7, Jones & 1.

OCTOBER 23rd :

H.P.T., HP, G-EASY, London-Paris, 14.20-17.50, G, 7, Capps & 1.
S.N.E.T.A., DH4, O-BADO, Brussels-London, 12. 05-14.35, G.M., 2, George
S.N.E.T.A., DH.f, O-BALO, London-Brussels, 14.40-17.50, M., Nil, Rigaud
H.P.T., DH9, G-EATA, London-Amsterdam, 15.03-Landed at Lympne,

G.&M , Nil, Hope.
H.P.T., HP, G-EASN, London-Brussels, 14.48-18 20, G., 6, Rogers & r
H.P.T., HP, G-EATH, Paris-London, 13.30-15.40, Nil' 7, Beal & 1.

OCTOBER 24th:

H.P.T., HP, G-EATH, London-Paris, 13. 18-16.00, Nil, 3, Jones & 1.

Inland Flying at Croydon.

Oct. 18th.— A.T.T., DH16, 1 test; I.A.L., "Bat," 1 test.

Oct. 19th.— A.T T., DH9, 1 joy-ride; DH16, 2 tests; M.W.T.C., DH6,
1 test; LA L-, "Vimy," photography; Bournemouth Aviation Co., Avro
from Ilford to Bournemouth.

Oct. 20 th.— A.T.T., DH9, 5 joy-rides; M.W.T 'Co , DH6, 1 test.

Oct. 21st.— A.T. T., DH18, 5 tests; M.W.T. Co., DH6, 1 test.

Oct. 22nd.— H.P.T., DH9, Cricklewood; R.A F., DHg, Kenley return.

Oct. 23rd. — A.T.T., DH9, Southampton return; I.A.L-, "Bat," 1 test.

Oct. 24th.— Nil.

Inland Flying at Cricklewood.

Oct. 18th, 19th.— Nil.

Oct. 20th. — H.P.T., Handley Page test; H.P. Bristol (Hispano) from
Croydon.

Oct. 21st. — H.P. DH9, (H-9140, machine with new H.P. wing), 3
demonstrations; SE5 test; Bristol test; H.P.T. DH9 demonstration.
Oct. 22nd.— H.P.T. DH9 and Handley Page test
Oct. 23rd — H.P.T., DH9, from Croydon.

Oct. 24th.— William Beardmore, Ltd., WB8 test; H.P, Sopwith "Pup"
from Castle Bromwich.

LB

\ ''FM^lWi

22.BILLITER STREET. LONDON, E.C., at\d
LONDON TERMINAL AERODROME , CROYDON.

TcleJ^koAG: Avenue 36IG.

October 27, 1920

The Aeroplane

717

^W//M//W///w////^

Aero

EngineS

Siddeley "Puma ' 230 h.p. £400

The attention of the Aircraft Industry
is directed to the large stocks of all
makes of engines complete with all
spares, accessories and instruments,
and in perfect running order, available
for immediate delivery at a figure far
below to-day's cost price.

The Aircraft Disposal Co. Ltd.

Managing Agents— HANDLEY PAGE, Ltd.

Regent House - Kingsway
Eondon

KINDEY MENTION " THE AEROPEANE " WHEN CORRESPONDING WITH ADVERTISERS.

;i8

The Aeroplane

October 27, 1920

AIRCRAFT IN PARLIAMENT

Oct. 2ist, the following written answer was given : —
Air Ministry.

Mr. Churchill, in reply to Mr. Waterson, sail that the total staff
employed at the Air Ministry Headquarters numbered 2,474 on Oct.
16th, 1920. The weekly cost was approximately £i6,yoo; the highest and
the lowest salaries, including war bonus, were £3,500 and £bo per
annum respectively.

COMING EVENTS.

NOVEMBER-

First week — Latvian Trade Fair, Riga, closes

2nd, Tues — International Aero Exhibition, Prague, closes.

4th, Thurs. — R.Ae.S lecture "The Human Machine in Relation to
Flying, ' by Col Flack *

6th, Sat. — Grain Air Station dinner, at Hotel Jules, Jermyn Sfreet, S.W.,
Sec, Capt. L,. A. T. Pritchard, Foxhill, Sutton Coldfield.

10th, Wed.— 35 T.D.S. Dinner. Particulars from Mr. H. R. Boasten,
Carlyle Club, Piccadilly, W.i.

12th, Fri. — Engine Repair Shops (France). Reunion at Holborn Restau-
rant Secretary, Flo. D. Drover, Room A. 243, Air Ministry.

13th, Sat. — Second Annual Reunion Dinner of Redcarites. Particulars
from Mr. W. E Crozier, c/o., Bank of Adelaide, 11, Leaden-
hall, Street, E.C.3.

17th, Wed. — R.Ae.S Annua! Dinner at 7.30 p.m., at the Connaught
Rooms. Tickets (price 21s exclusive of wines) from Sec.

18th, Thurs.— R.Ae.S. lecture. "The Problem of the Helicopter," by
M. Louis Damblanc*

DECEMBER.

2nd, Thurs. — R.Ae.S. lecture. "Airship Mooring," by Flight Lt. F. L
C. Bitcher, and "Airship Piloting," by Major G. H. Scott,
C.BE , A.F.C.*

16th, Thurs. — R.Ae.S lecture. "Possible Developments in Aircraft En-
gines," by H. Ricardo "The Instalment of Aeroplane En-
gines," by A. T. Rowledge.*

JANUARY— 1921

20th, Thurs. — R.Ae.S. lecture. "The Cost of Air-Ton Miles Compared
with other forms of Transport," by Lord Montagu of Beaulieu.*

FEBRUARY— 1921.

3rd, Thurs. — R.Ae.S. lecture. "Meteorology and Aviation," by G. Dob-
son. "Ground Engineering," by Wing Cdr H. W. S. Outram.*

17th. Thurs —R.Ae.S. lecture. "The Handley Page Wing," by F. Hand-
ley Page.*

• All the Royal Aeronautical Society's lectures will be given in the
theatre of the Royal Society of Arts, John Street, Adelphi, at 5.30.

AGONY COLUMN.

L.B. and G.D. desire to have an earlv opportunity- of throw-
ing G.C.W. to the "Lion."

Send for- Facts <&. Furores rc La tua^"
to actual tests camruzd. oat in a — /

DAVIS

Reverden

FURNACE °

showing* an Econorny of TO /in Hie.
production of Forcings

The DAVIS FURNACE Company

(Proprietors : The Davis Gas Stove Co., Ltd )

Diamond Foundry, Luton, Beds.
I I

ORIGINAL ALUMINIUM
NUMBERPLATES

LA-9916

FOUNDRY

2i9.Coswe!l Road. E C I.

Phones Central 4879 City 384C>.

Above we illustrate one of the
J. & P. Shops devoted to this work.
To this department, after being
rubber-cohered and lapped with a
coating of proofed tape, the wires
and cables are transferred and
wound round a specially con-
structed iron cylinder, the cylinder
being suitably padded to obviate
any risk of flattening the core.

• The cylinder is then lifted by
means of a special transporter of
our own desigu, into a steam-
jacketed vulcaniser, several of
which are shown in the above
illustration.

Once in the vulcaniser, the cable
is subject <.d to the action of live
steam under pressure, and remains
under such treatment for varying
periods, ac cording to its size and
the quility of the rubber.

Under this process the sulphur,
which has been previously added
to the rubber compound, re-acts 011
the rubber basis and unites the
various layers of rubber into one
homogeneous mass.

Following its removal from the vul-
caniser, the cable is wound off the
cylinder into coils or on to drums,
and then immersed in water for
twenty-four hours, after which
Electrical, Stretching and Heat
Tests are taken.

Such work as this can only be ac-
complished with a maximum of
success by specialists in rubber
manipulation, and only such men
are engaged on the process in the
J. & P. Works.

Again an evidence of "that little
more" in quality — that super-excel-
lence which we claim for all V.I.R. •
Cables bearing the J. & P. Mark,
which cables WE CAN DE-
SPATCH, lis MOST CASES, ON
THE DAY YOUR ORDER IS RE-
CEIVED.

JOHNSON & PHILLIPS, LTD.,

Cable (^Makers and Electrical Engineers since '75.

CHARLTON, LONDON, S.E.7.

Qity Office: 12, Union Court, Old 'Broad St., E.C.z.

Branches at :— BIRMINGHAM— VU, Corporation Street GLASGOW— 159,
West George Street. CdRDiFF—Sa, Court Road. M ANCH f- S I ER—251,
Deansgate. NEWCAST LE-ON-TY v E ~44b, Btackett street IORTSMOUTH
Cleveland Road, Gosfort, and SWANSEA— lit. Heath field Street.

October 27, 1920

The Aeroplane

719

INDEX TO ADVERTISERS

Accles & Pollock, Ltd Front Cover &

Cellon, Ltd

.. Inside Back Cover

Inside

F ront Cover

Coan, R. W

7i8

Aircraft D 1 sposal Co., Ltd., Tlitr

717

Davis Furnace Co., The ...

7i8

Arrnl.Tflhnefnii T tH

miui j uiiu&iuu, j . 1 u . ... ... ,.

Front Covey

Eastbourne Aviation Co. , Ltd.

.. In'.ide Back Covtr

Auster, Ltd. ... ... ... ...

Front Cover

Fairey Aviation Co., Ltd., The

699

Beardmore Aero Engines, Ltd.,

The

Grahame-White Co., Ltd.

719

Front

Covtr & 711

Green Engine Co., Ltd. ...

... Back Cover

Beardmore, William, & Co., Ltd.

... 705

Hancock, James Lyne, Ltd.

. 719

Bowden Brake Co., Ltd., The ..."

... 719

Imperial Light, Ltd.

..Inside Front Covtr

Bray, Gibb & Co., Ltd

719

Instone Air Line

714

Bristol Aeroplane Co., Ltd.

;«.'( 717*

Johnson & Phillips, Ltd. ...

718

British Emaillite Co., Ltd., The

Front Cover

MacLennan, John, & Co

Front Cover

Brown Brothers, Ltd

... 693

Martinsyde, Ltd

703

MendiDe Co

Napier, D , & Son, Ltd

Naylor Brothers, Ltd

New Pegamoid, Ltd

Roe, A. V., & Co., Ltd

Rolls-Royce, Ltd

Rubery, Owen & Co.

Sankey, J. H , & Son, Ltd.
Sunbeam Motor Car Co., Ltd. ...
Supermarine Aviation Works, Ltd

Titanine, Ltd

Vickers, Ltd

719
700
720
719
694
707
720

693
7i5

Back Cover
Front Cover & 712
709

Aviation Insurance

Go to the most experienced Aviation brokers :

Bray, Gibb & Co., Ltd., 166, Piccadilly, W.l.

ADVICE GLADLY GIVEN.

TRADE CARDS.

Read "L'AIR"

The Most Interesting of French Aviation Papers.

FOR SALE AT

"The Aeroplane" Publishing Office,
61. Carey Street, W.C.2. Price 6d.

RUBBER

Pb. IkOl Ol OIl KfcLSISr-
ING HOSE & TUBING,
WASHERS, BUFFERS, MATTING. SHEET,
STRIP. CONNECTIONS, GASKETS, ETC.

Aircraft Specialists

JAMES LYNE HANCOCK LTD,,
266, GOSWELL ROAD, LONDON, E C.1

and F/tr/ms

THE BOWDEN BRAKE C?C?

TYSELEY BIRMINGHAM

GRAHAM E - WHITE FLYING SCHOOL

First in 1 S09 -ana. .First Ever Since.

THOROUGH TUIiION. COMPETITIVE FEES.

Full Particulars upon Application.

QRAHAME = WHITE COMPANY, LTD.,
London Aerodrome Hendon, N.W.o.

Telegrams : " Vo.plane, Hyde, Lo- dtm."
Telephone : Kingsbury 120 (7 line,).

Excellent Residential Accommodation at the London
Aerodrome Hotel.

PEGAMOID

BRAND

LEATHER CLOTH.

The Beat Waterproof Covering- for Railway, Tram-
way, Aeroplane. Motor Boat, Cushions. Seats, etc,

NEW PEGAMOID LIMITED, ft^J^gt

Telegrams — Pegamoid, Phone, London,
Telephone— City 9704 "2 lines). Cables abc 5th Edition and Private.

Mark.

.Trad* , MEN DINE} Mark. ^ ■

L I QU ID SCOTC H G L U E

USED BY THE LEADING AEROVLANE CONSTRUCTOR J.

MOISTURE PROOF.
Write for Price List and Partieulart
MKNDINE CO., g, Arthur Street, London Bridge, E.G.

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720

The Aeroplane

October 27, 1920

MISCELLANEOUS ADVERTISEMENTS

SPECIAL PREPAID RATE : 18 words 2/- : Situations Wanted ONLY, 18 words 1 - ; Id- per word after TRADE ADVERTISEMENTS:,
In these columns, 8 lines 5/- ; i/-per line alter, Public Announcements, Legal Notices, Auctions, Contracts, etc., 2<- per line.
For the convenience of Advertisers, replies can be received at the offices of " THIS AEROPLANE," 61, Carey St., London, W.C.2.

PATENTS.

PAGE WHITE aud VAUQHAN (late Page and
Rowlingson), Chartered Patent Agents (Consult-
ing Engineer, Mr. S. E. Page, A.M. Inst. CE-), 27,
Chancery Lane, London, W.C. Tel., 532 Central.

HENRY SKERRETT (H. N. Skerrett, A.I.A.E.,
A.I.Mech.E., Associate I.E.E., Fellow of the
Chartered Institute of Patent Agents), Patents,
Designs and Trade Marks. — 24, Temple Row,
Birmingham.

MR. CHATWIN, A.I.EE., Patent Agent, Aircraft
Engineer and Inspector. Telephone : Holborn
6109. 253, Gray's Inn Road, London, W.C.i.

CONSULTING ENGINEER.

A. P. THURSTON, D.Sc.(Lond.) Engineering,
M.I.AE-, A.M.I.M.E-, F.R.Ae.S., Invention
Specialist and Consulting Engineer, 29, Southamp-
ton Buildings, W.C 2.

MISCELLANEOUS.

I

REPAIR WORK SPECIALISTS.— Skilled Riggers
and Mechanics sent to any part of the British
Isles to effect repairs. All types of machines. War
machines reconstructed for Civil Aviation. Esti-
mates on application. — Central Aircraft Co., 179,
High Road, Kilburn, London.

MODELS.

FIRST-CLASS MODEL Petrol-motors and Castings
unique; interesting. List 3d.— Madison Motories,
Littleover, Derby.

SITUATION VACANT.

WANTED BY THE AIR BOARD OF

CANADA.

Superintendent, Aircraft Repair Section
for Ottawa, Canada.

Initial salary of 2940 dollars per annum rising
by annual increments of 180 dollars to a maxi-
mum of 3300 dollars

Candidates must have good education; at least
ten years of experience as a carpenter or skilled
woodworking tradesman, five years of which
should have been in a supervisory capacity; wide
experience in construction, rigging and repair of
aircraft; ability to manage men.

Preference will be given to candidates who have
been on active service. Application lorms may be
obtained from the High Commissioner of Canada,
18, Victoria Street, London, England, and must
be filed with the Civil Service Commission,
Ottawa. Canada, not later than November 25th,
1920.

FOR SALE.

TRANSFERS.— Firms requiring Transfers should
write to the makers. — A Bird and Co., Latimer
Street, Birmingham.

ONE second-hand, but in good condition, Wadkin
Propeller Shaping Machine for propellers up to
14 ft. long, travelling head aud cutter with 15 in
cross-traverse and 7 in. longitudinal ditto, straight
bed 9 ft. 6 in. long, fast and reversing pulleys.—
The Judson-Jackson Company, Ltd., 50, Marsham
Street, Westminster, London, S.W.i.

FOR SALE— Sopwith Two-seater Aeroplane,
motor Clerget, 130-h.p., practically ' ew, speed
yo miles per hour, span 50 feet, fuel and oil for
four lours' flight, only flown 20 Lours, motor
only run 6 hours; specially comfortably fitted;
deliverable in Paris at ridiculously low figure, or
will be flown to London for delivery, if required.
Any trial given Spare parts, including three
propellers, two wheels, one landing carriage, four
axles, etc., etc., and nany motor spare parts can
be purchased by buyer if he wishes. — Kay, care
G. T. Symons & Co., Ltd , 4, Lloyd's Avenue,
London, E.C.3.

A FEW copies of the "History of 24 Squadron
R.A.F.," by Captain A. E- Illingworth and Major
V. A. H. Robeson, M.C., with a foreword by Air
Marshal Sir H. M. Trenchard, K.C.B., D.S.O.,
may still be bought, price 16s. — The Aeroplane,
6r, Carey Street, W.C. 2.

CARBURETTERS, Zenith and Claudel Hobson,
220 h.p. ; new, unused; A I.D. inspected; offers
wanted. Also Clerget engine spares, 80, 130, and
140 h.p. Every component. — State requirements to
H. L. Searle, 13, Market Street, Tamworth, Staffs

"BUGATTI" 1914. Long wheel base. The fastest
in London. As new throughout. Fitted with
special 3-seater boai body Painted grey. Un-
scratchcl. Dynamo lighting Disc wheels. This
machine, well -ha ndled, should be capable of se-
curing all competition stripping or preparation.
Price .£495. Any trial and examination. — Apply
Mr. T. H. Hudson, Automobile Engineer, 38,
Cranbourn Street, ^onJon, W.C. 2. Telephone :
Gerrard 6409.

AVRO, three-seater, no Le Rhone, for Sale. Air-
worthiness 'certificate. Splendid condition. Ready
to fly away. ^375.— Box No. 4918, The Aero-
plane, 61, Carey Stratet, W.C. 2.

ONLY THE BEST

CAN GIVE

THE BEST RESULTS

Good Workmanship and our
Superfine Aero Varnishes,
Paints and Enamels will
ensure a Perfect Finish.

HAYLOR BROTHERSllONCDNJUD SIOUGH. BUCKS.

KINDLY MENTION "THE AEROPLANE" WHEN CORRESPONDING WITH ADVERTISERS.

OCTORER 27, rg20

The Aeroplane

in

To Clear ! Surplus ! !

THE Aeroplane finds the stock of new
books, such as " L'Aeronautique Pendant
La Guerre Mondiale" and "The Aero-
plane Handbook," pressing hard upon its avail'
able shelf and floor space. It therefore proposes
to give its readers the opportunity of relieving
the congestion by an offer of certain surplus
volumes at

One Third the Published Price.

The most beautiful of War Books was Captain Saundby's
"Flying Colours." Edition de luxe, £2 2s. Popular
Edition, 15s. The copies remaining of the Popular
Edition are now offered at 5s. each, plus Gd. postage.
Th? book makes a handsome present, and could not be
reproduced for double the money.

The most thrilling of War Books was Jacques Mortane's
" Special Missions of the Air," describing the
dropping of spies behind the German lines. It was
published at 3s. net, and is now offered at Is. net,
postage 4d.

The most amusing brochure on the Air Service was
"The Revelations of Hoy," published at Is- The
balance of the Second Edition is now offered at 6d.,
post free.

The Aeroplane & General Publishing Co., Ltd.,
61, CAREY STREET, LONDON, W.C.2.

m <TT/?<? D o/d G of
f Proved Efficiency-

CELLON

I CELLON (RICHMOND) LTD, 22, CORK ST., LONDON, W.l.

I

^Telephone Gerrard440(2Lmes)7e6^,

rams AJAWB,REG.LO\00N':

Now Ready

£1 Is. net.

THE AEROPLANE
HANDBOOK

Edited by
A. J. SWINTON, (Late RE.)

THE AEROPLANE HANDBOOK is intended to
provide a manual for the use of those who are
engaged in the design, manufacture and use of
aircraft.

CONTENTS

AEROPLANE AND AERONAUTICAL INSTRUMENTS. By Captain

A. F. C. Pollard, R.A.F.
STRENGTH CALCULATIONS.

GENERAL THEORY. By John Case, M.A., A.F R.Ae.S
MATHEMATICS By John Case, M.A , A.F. R.Ae.S.
HIGH TENSILE STEEL WIRES AND CABLES. By Joseph Wilson,
Dr. R.A.F.

ALLOWANCES FOR BENDING STEEL By Randolph F. Hall.
THE VIBRATIONS METHOD OF TUNING UP By Ingegnere Carlo

Maurilio Lerici.
AIRCRAFT TESTING.

WIRELESS TELEGRAPHY AS APPLIED TO AIRCRAFT. By R D
Bangay.

SPRAY PAINTING, VARNISHING, AND DOPING. By C. L. BURDICK.

DOPE. By A. J. A. Wallace Barr.

PATENTS AND PATENT LAW. By Arthur Hunt.

SPINNING. By GEORGE H BETTINSON

AIR SPEED INDICATORS— THE PITOT TUBE. By Winslow H.

Herschel.
METEOROLOGY.

GLUE. By Dr George F. Lull, U.S. A
METRIC CONVERSION TABLES.

TABLES AND DATA (CONVERSION OF DEGREES TO RADIANS)
PERFORMANCE. By JOHN CASE, M.A, A.F.R.AeS.
A NOTE ON STABILITY. By Captain W. Gordon Astov, A.F R Ae S
A.M.I.A.E-

PROPELLERS. By E. P King, B.Sc. (Eng.), Lond A M I.Mech E-

The AEROPLANE & GENERAL PUBLISHING, Co., LtdT

61, CAREY STREET, W.C.2.

THE

Eastbourne Aviation Co.

LTD.

ESTABLISHED 1911.

AEROPLANE CONSTRUCTORS
Contractors to the Admiralty.

-ei (GRAMS: Aircraft ) _

! PHONE : 1176 I EASTBOURNE

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iv

The Aeroplane

October 27, 1920

If greater success were possible than the recent marvellous

night of the 35 h.p. GREEN ENGINE to

ROME and BACK

it has been achieved by the records made in the

AERIAL DERBY 1920

In the Aerial Derby Handicap, 1919, ONE GREEN
ENGINE competed and won 1st PRIZE.

In the Aerial Derby Handicap, 1920, TWO GREEN
ENGINES competed, with 14 other Entries, and won

1st & 2nd PRIZES

1st in 1909 FOREMOST in 1920

The Green Engine Co., Ld,,
166, Piccadilly, W.l.

Telephones: Gerrard 8165

Richmond 1293.
Telegrams:
"AIRENGINE, LONDON/'

Flying Waters and Slipway

WOOLSTON.

Contracto s to

H M. Admiralty and

Royal Norwegian Navy.

ESTAB. 1912

London Office : —

DONINGTON HOUSE,

NORFOLK ST., STRAND.

Telephone : Central 7770.

Contractors to
H.M Air Ministry

and Royal National Lifeboat Institutions

Originators of circular hull construction.

The longest experience of FLYING BOAT building in this Country— 8 years.
The best speed performance of FLYING BOATS in 1917— 100 M.P.H.
The best speed performance of FLYING BOATS in 191 8— 118 M.P.H.

The best speed performance of FLYING BOATS in 1919 — 147 M.P.H. ^

Holders of the first commercial Flying Boai Certificate of Airworthiness. Originators of Commercial
Flying Boat Services at home and abroad ; our machines in daily service in many countries.
Arrangements for demonstration flights can be made through our London Office or at the Works.

^SlJPEEMARINE AVIATION ~VfoKKS,L

ESTABLISHED 1912

r

Printed for The Aeroplane and General Publishing Co., Ltd., by Bonner & Co., The Chancery Lane Press, Rolls Passage,,
London; and Published by The Aeroplane and General Publishing Company, Ltd., at Union Bank Chambers,

61, Carey Street, London, W.C.
/ADVERTISEMENT OFFICES, 61. CAREY STREET, W.C. 2.
EDITORIAL OFFICES. 175. PICCADILLY. W.I.

HJII!

the aeroplane nov. 3 i<>2o. h H H i f 1 1 H IB 1 1 A H 5 1 f 1 1 H 1 1 1 a i 1 1 1 1 1 U I f i 1 1 1 1 1 1 9 1 M 1 1 1 1 S i B 1 1 H i 1 5 W t i i 1 1 1 n I H W 1 9 1 1 1 1 S I E ! i I i 1 1 1 1 1 1 1 1 1 1 Li^

Vol. XIX. No. 18.

SIXPENCE WEEKLY.

^Registered at the G.P.O. 1
L as a Newspaper. J

Arrol- Johns ton Cars

THE AERO WIND

SHIELD THAT WAS

PROVED BY WAR.

AUSTER limited

London :

133, Long Acre, W.C.2.

Birmingham :

Crown Wks., Barford St.

c

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rANINE 1

The Original JEP<C^ Jfc^ JUS! Non-Poisonous j

SEE ADV(Er. INSIDE. 1

m

lis Webs Cords ^ Threads

J ALL QUALITIES SUITABLE FOR AIRCRAFT CONSTRUCTION
DELIVERY FROM STOCK ^

John Maclen nan si C? «

115 NEWGATE ST., LONDON, E.C.I.

Weldless steel tubes for aircraft Construction

Tube manipulation and presswork.

SEE ADVERT. INSIDE.

THE
PRODUOTS
OF THE
DAY.

EM A1LLITE

DOPING SCHEMES FOR AIRCRAFT.

VARNISHES, ENAMELS, ETC., FOR ALL PURPOSES.

THE BRITISH EMA1LLITE CO.,

phone— wil. 2346/7. 5, Hythe Road,

WIRE — RIDLEYPRHN, LONDON. Wlllesden, N.W.IO.

^IIIIIIIHIMIIHIIIIIHIIIIIIIIIIIIIIM

The Aeroplane

November 3, 1920

Titanine Dope

{THE ORIGINAL NON-POISONOUS)

Is most Economical and Durable and OFFERS
THE GREATEST RESISTANCE TO FLAME

TITANINE

AND THE

Aerial Derby Handicap, 1920

AvroBaby - FIRST
AvroBaby - SECOND

BOTH COATED WITH TITANINE DOPE

Manufacturers and
Sole Proprietors—

TITANINE, LIMITED,

Booth Road, Colin Deep Lane, HENDON, N.W.9

Telephones —

Kingsburv 164 )

- , > Works.
Kingsbury 84 )

West End Office—
175, PICCADILLY, W.l.
Telephone — Gerrard 2312.
Telegrams — Tetrafree, Piccy, London

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November 3, 1920

The Aeroplane

721

Awarded Highest Prize in Air Ministry Competition

The World's Most Luxurious
Commercial Aeroplane.

~~ ~

THE HANDLEY PAGE TYPE W.8.

Fitted with 2-450 h.p. Napier Engines.

HANDLEY PAGE LTP LONDON, ENGLAND

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

722

The Aeroplane

November 3, 1920

'lllllHIl

bstjOleritorioiis

.WAL OR,

C. G. Grey, " tAeroplane.'

AERIAL DERBY MEETING,

The "AVRO BABY"

FIRST PRIZE -

FIRST & SECOND PRIZES -

* IN THE ROYAL AERO CLUB HANDICAP.

1919

The "AVRO BABY"

which flew in both the above races was the identical

machine which flew from

LONDON TO TURIN in 91 Hours.

(650 miles on 20 gallons of petrol)

A. V. ROE & CO., LIMITED,

AVRO WORKS, NEWTON HEATH, MANCHESTER.

Telephone; City 8530. Telegrams: "Triplane," Manchester.

London Office: Experimental Works: Australian Agents:

166, Piccadilly, - — Hamble Australian Aircraft and Engineering Co., Ltd.,

Union House, 247, George St., Sydney, N.S.W\

W 1.

'Phone: Regent igoo.
'Grams " Senalpirt,
Phone."

Hamble
Southampton.

Telephone: Hamble 18
Telegrams . " Roe," Hamble

Telephone: City2'i72.
Cable Cipher: "Aviation," Sydney,

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

Nov. 3,
1920.

VOL. XIX.
No. 18.

are at 175. Piccadilly, London. W.l.

Telephone : Gerrard 6407.

The Editor, ai Offices of "The Aeroplane'
Telegrapuic ^adiess: "Aileron, London."
Accounts, and all correspondence relating to Publishing and Advertising, should be
sent to the Kegis.ered Offices of The Aeroplane and General Publishing Co.. Ltd.,

61 Carey Street, London, W.C.2.
Subscription Rates, post free: Home, 3 months. 8b. ; 6 months, 16s.; 12 months 32s.
Foreign 3 months, 8s. 9d.; 6 months, 17s. 6d.; 12 months. 35s. Canada, 1 Year. S8.

U.S.A., 1 Year. R8 50a.

ON THE NEEDS OF CIVIL AVIATION -III.

An Allegory.

A newly married woman in the country made her first
attempt at the cooking of cakes on the occasion of a family
gathering. When the cakes were handed round the members
of the family each took a cake, felt its weight, let it fall
on the plate with a dull thud and said, "•JNo, thank you!"
Whereupon the young wife in despair gathered the cakes to-
gether and hove them out into the yard to the ducks. Half
au hour afterwards two urchins came running to the door and
shouted, "Hi, Missus ! Your ducks have sunk !"

Which thing is an allegory, more or less, of Civil Aviation.
The young Department of Civil Aviation has, with the best
intention in the world, prepared rules and regulations, pro-
pagandist sub-departments, Air Conferences, inspectors, light-
houses, and all sorts of good things, which do not seem to
be appreciated as they should be by the aeronautical com-
munity. And the aeroplanes, whose operations should have
been encouraged by this luxurious feeding, seem to have sunk.

At any rate, if they have not actually sunk, they are not
at the moment operating as actively as they might have done
if they had been handled differently. For example, the Am-
sterdam-Rotterdam-London postal and passenger service has
been stopped. And on a perfectly gorgeous Saturday after-
noon recently there was no flying at Cricklewood; nor on the
following Sunday — a still more gorgeous day — was there any
flying at Croydon.

Surely something is wrong when such an important service
as that between England and Holland is stopped on the feeble
excuse that the weather is too bad in the winter, and when
Londoners cannot see an)' flying in the best of weather. We
'were, in fact, in a far better state before the wai, when
one'' could always see plenty of flying at Hendon or Braoklands
any week-end, wet or fine.

What the Public Thinks.

It is true that the impoverished aviation firms cannot afford
to burn petrol just to amuse the populace, but it is equally
- true that in the interests of aviation the Public should have
opportunities of flying and of watching flying. The Public is
keenly interested in aviation. Witness, for example, the huge
crowds at the R.A.F. Tournament, and the verv considerable
crowds at the Aerial Derby, despite an apparently impossible
morning.

Also, there was an enormous concourse of people at the
demonstration at Croydon during the Air Conference. There
'were thousands at Croydon for the Buc-Croydon-and-back
race. And quite a large number came to Cricklewood on a
Thursday afternoon to see the trials of the new Handley Page
wing. Also, on the beautiful Sunday afternoon to which one
has referred above, many hundreds of people came to Crovdon
. on the off chance of seeing some flying, ami they were
grievously disappointed.

Therefore it seems to be one of the first duties of the Air
Ministry to do something of a practical nature to interest
people in London in flying and to give them an opportunitv
of taking the air when so disposed.

Hitherto the Instone Air Tine has allowed its Vickers
"Vimy" to take up passengers on Sunday afternoons at
Croydon, and on many fine afternoons the spectators have
almost fought for tickets for joy-rides. Since the Air Con-
ference, however, the machine has not been out, though one
is not aware whether this is by way of a strike for a subsidv
or merely because joy-riding with a "Vimy" is not a com-
mercial proposition. And neither at Cricklewood nor Croydon
does it seem to be worth anybody's while to take people for
short trips. At any rate, the fact remains that Londoners
or visitors to London who want to fly or see flying have no
opportunity of doing so.

£5 0 per Passenger.

One does not for a moment suggest that the Department
of Civil Aviation is not spending to the best advantage such
money as it can extract from our vote-catching Government.

But one does say most emphatically that without spending
any more money it might achieve very much greater results.
It is expenditure of brains and energy, rather than money,
which is needed.

A critic of the Department produced quite an amusing argu-
ment the other day, which, though entirely fallacious, may
be put up against the Department with dire effect unless the
Department does more to justify its existence in the eyes of
che taxpayer.

According to this critic, the Department of Civil Aviation
costs .£500,000 per annum. The sole and only useful work
ic does is to regulate the cross-Channel air lines : for there
is no other civilian air traffic in this country. The cross-
Channel air lines carry at most 10,000 passengers in the year.
Therefore it costs the nation, by way of the Department of
Civil Aviation, £50 to "regulate" each passenger across the
Channel, though the passenger himself or herself only pays
on an average a fare of £10.

The charge is unjust, because the organisation which has
been set up could equally well regulate 100,000 or 1,000,000
passengers per annum, but, as we are not likely to touch even
the lower figure for some years to come, the statement is
true at the moment. One suggests, therefore, that in its
own interests the Department will do well to make some sort
of a show of activity in other directions, and one of the
most obvious of possible directions is that in which the Public
can gratify the modern love of flying.

The Encouragement of Aviation.

Quite a simple step towards this end would be the direct
encouragement of pleasure flying at the London Terminal
Aerodrome at Croydon — and no doubt Handley Page, Ltd.,
would provide equal encouragement at Cricklewood if assisted
by the Department, for obviously it would Le all to the firm's
advantage to accustom the Public to come to Cricklewood
and acquire familiarity with Handley Page Transport.

There are at present, in various parts of the country, parties
of energetic young men, pilots and mechanics, who have been
doing more or less well out of what is commonly called "joy-
riding." Probably the two most active are the Berkshire
Aviation Co., of which Mr. J. D. V. Holmes is the moving
spirit, and the Northern Aviation Co., of which Caplain John
Oliver is the chief pilot. The former have been running quite
successfully for well over a year, and the latter have been
very active this past summer.

One suggests that if these and / or other similarly ex-
perienced "joy-ride" firms could be induced to make Croydon
or Cricklewood their winter quarters much good would result.
The Department of Civil Aviation could very well afford to
give them free housing for their machines, and to exempt
them from all landing fees and other charges. This would
not cost the Department anything in actual outlay : it would
merely be denying itself a few pounds of income, which it
would not get in any case.

Then the Director of Information, Major-General Swinton,
might direct a considerable amount of information to the daily
Press, pointing out to them that at last arrangements had been
made by which anybody in London who wanted to see or do
any flying would be perfectly sure of attaining their desires
at Croydon or Cricklewood any fine Saturday or Sunday after-
noon, and that flights could be booked, either for short trips
or for genuine business journeys over long distances, any day
by arrangement. And thus a regular aerial taxi trade might
be established.

It might be advisable for General Swinton t.> interview
the editors of the leading papers himself and enlist their
personal interest in a pro-aviation propagandist campaign,
and it would not do to let minor officials deal with hooligan
reporters. One feels certain that the average editor still has
so much respect for a real live General as to be vastly
complimented by a personal call from him. Such a method
of approach would make all the difference.

Furthermore-, Mr. Handley Page's suggestion at the Air
Conference might be adopted, and a little gentle personal

724

The Aeroplane

November 3, 1920

persuasion by some of the extremely amiable and diplomatic
officials at the Department of Civil Aviation might induce
Sir Marcus Samuel and his brother Samuel to expend some
of their immense surplus profits in a handsome gift of free
petrol for these propagandist joy-ride machines. Similarly,
Sir Charles Wakefield, ever in the van where disinterested
philanthropy is concerned, might make a donation of free
Castrol : for this specific purpose' only, bien entendu.

A Certain Success.

If assured of free housing, free "aerodromage," free adver-
tising and free oil and petrol — all of which would cost the.
Air Ministry nothing and so could not be regarded as sub-
sidies—it is certain that quite a number of pilots and mechanics
would join in this educative campaign, for they would be
fairly sure of making a good living out of the passenger fares
when their chief expenses had thus been removed.

When once it became known that flying could certainly be
seen on Saturdays and Sundays the Public would flock to
Croydon and Cricklewood in its thousands, especially as
admission would be free. And when these aerodromes had
become popular resorts, much as Hendou and Brooklands
used to be before the war, but on a much bigger scale in
these days when so many hundreds of thousands of people
have flown, then a special reserved enclosure might be set
up for the elite. The proceeds from this enclosure could then
be devoted to prizes for races between the local joy-ride
machines, or between real racing machines if manufacturers
cared to send them to the aerodromes.

The Best Possible Advertisement.

Free housing and the abolition of landing fees, even with-
out free petrol, would also tempt manufacturers to send
over their new types while on test, just as machines of all
sorts came over to Croydon for the Air Conference demonstra-
tion. Thus keen students of aviation would know that the
latest productions were always to be seen at the London aero-
dromes during the week-ends.

And this would be the best possible advertisement for British
aircraft, for it would amount to a perpetual aero-show. Not
only boys, such as he who recently had the honour of pre-
senting a model to the Prince of Wales, as the result of study-
ing aviation at Hendon years ago, but buyers from all foreign
nations would be constantly on the watch for new tvpes.

Then, as suggested in this paper a few weeks ago, the
Department of Civil Aviation could make a special feature of
inviting selected groups of people to visit the Croydon Aer>
drome, and "stay to tea," on Sunday afternoons, so as to in-
terest them in Civil Aviation. Thus the editors of trade and
technical papers would be invited first of all, so that they

might be induced to preach rAr Transport to their own par-
ticular trades. Then the councils of the employers' federations
in the drapery trade, and the fancy goods trade, and the
bankers' trade, and all the other trades which might be rea-
sonably expected to use air transport, would be invited to
come and see for themselves.

One can trust Mr. Handiey Page to do so much at least at
Cricklewood to impress on possible users the value of Handiey
Page Transport, Ltd., but he might have difficulty in getting
other makers to send their machines to assist at his demon-
strations. Therefore one suggests that big combined de-
monstrations, to include the Handiey Page machines, at Croy-
don would be better.

It seems well to emphasise the fact that thes.. demonstra-
tions should take place on Sunday afternoons, when people in
business have nothing much to 0.0 and. are easily drawn to
any place of interest.

The Duty of the Department

Thus the mere "joy-ride" public and the great commercial
classes could all be interested in Civil Aviation at' practically
no cost to the Air Ministry, except perhaps spoiling the Sun-
day afternoons of a few officials. All that is needed is a little
real energy and organisation.

The Public, both those who count a lot and those who do
not count for much, are already interested in flying, but much
deeper education is necessary. All that is wanted to achieve
this is to let the Public know where flying is done and to
assure that it will be done when the Public goes to see it.
Surely it is for such purposes as those that the Department
of Civil Aviation exists and draws its more or less handsome

pay.

A Powerful Argument.

There is yet another reason why it is worth the Air Minis-
try's while to take active steps to arouse interest in fljing. At
present not a vote is to be won or lost over aviation. Whether
we hold the leading position in the air or not will make no
difference in the election of an M.P. or in a division in the
House.

But, when once the public is properly educated as to the
uses of flying, and when once the shop-keeping business man
has been taught the benefit of air transport, then aviation will
be a vote-catching proposition. And when that happy day
arrives the Department of Civil Aviation will be able to de-
mand what Vote it likes, and get it as easily as the Navy gets
its money. And then it can raise its own pay to a really hand-
some amount.

So you see it is to everybody's interest that the Department
of Civil Aviation should wake up and see that its ducks do
not sink. — C. G. G.

A BELGIAN FAUX PAS.

It is not in England and France only that the Air Post is
hindered by official stupidity. In Belgium also, just when
the Air Postal Service is becoming a real benefit to the
business community, obstructions are put in the way of
progress. It appears that the Belgian military authorities
have commandeered the plain of Wilrijck, which has been
used by the S.N.E.T.A. during the past few months as an
aerodrome. This effectively stops anv direct air mail service
between London and Antwerp, and it is well to remember
that the business of Antwerp is many times greater than the
business of Brussels, so that there is every reason for run-
ning the air mail direct to Antwerp, whereas if both Brussels
and Antwerp cannot have an air mail service it would be
better to cut out Brussels and retain the Antwerp service.

Just what lias caused this absurd action on the part of
the Belgian authorities one cannot explain, for one has
alwavs understood that the Belgian Army believed very
firmly in aviation and has endeavoured to assist aviation as
far as possible since the war. In fact, Belgium is one of
the few nations which has actually an Air Attache in London,
and the Chevalier Willy Coppens who holds that post has
himself done a very great deal to assist the smooth working
of air lines between Belgium and London.

As an example of the futility of the air mail arrangements
in Belgium- one need only quote the fact that London papers
sent by boat and rail in the morning reach Antwerp at 9.30
the same night, whereas London correspondents of Antwerp
papers who have tried sending a selection of morning news-
paper cuttings by mid-dav air mail from London arriving in
Brussels before 3 p.m. find that their packets do not reach
Antwerp the same day at all, but are delivered next morning,
which is too late for use

If the Antwerp Aerodrome were placed on a permanent
basis letters and parcels would leave London somewhere
about mid-day and would reach Antwerp at any rate in the
middle of the afternoon, and thus would beat the boat and
rail by many hours ; but owing to the astoundingly foolish
way in which the Belgian authorities, postal and otherwise,

have acted it is actually quicker and better to send letters
and articles by ordinary rail and boat post. It is only pas-
sengers or parcels for which the recipients call at the aero-
drome at Brussels which obtain any advantage by going by
air mail.

It is to be hoped that the British Department of Civil
Aviation and the Belgian Air Attache will take proper steps
in the interests of aviation to remedy this official idiocy.

THE LAY PRESS AND AVIATION.

The following letter has been received :—

Authors' Club, S.W., Sept. 30th, 1920.

Sir, — I am not going to say "my attention has been called"
to the current issue of your paper, because, to tell you the
truth, I often buy it to see if you are having "another dig at
me." But, if you will allow me, I should like you to publish
these few thoughts that have arisen from your remarks on
page 576. If I am not brief enough you have your remedy in
the blue pencil.

Referring to me as "the Winchesters" iji a paragraph deal-
ing with the escapades of one Enrico Mario T. Casalegno
Woodhouse, you impute that I am one of the " hot air mer-
chants" of the lay Press — a charge which I strongly deny. I
am as keen a supporter of aviation as you are and I have done
my best, in my limited capacity, to interest the lay public in
air travel. Most people iji their innocent youth commit the
indiscretion of publishing a "first novel," or a first book of
some sort, and regret it ever after.

You are probably no exception, any more than I am, but
you must admit that lay writers on aviation are subject to the
caprice of all kinas of editors (some extremely stupid) and
very often write accordingly. Lay editors are a quaint species.
I am now one myself !

I dare say, when you have been called upon to write for a ,
lay newspaper you have been appalled at what you have been
expected to write and what you have written, but I maintain
that so long as an article in the lay Press is not absolutely
absurd and inaccurate but deals popularly with a difficult sub-
ject it is of some definite benefit to the industry

November 3, 1920

The Aeroplane

725

I know, as well as: you do, that if I want publicity for an
aircraft firm I must (on paper at least) send two kittens, a
guinea pig, a baby grand piano, passengers not under the age
- of. 105 or over 5 months, and the like, up in a machine. If I
merely state that such and such an aeroplane carried so many
pounds of goods my statement is not of sufficient "news value"
(whatever that is) to warrant its publication.

This shows you what you ought to know already — the feeble
state of many editorial minds. Unless you work on these
grounds when you are a lay editor, you get the sack !

By all means go 011 prodding me if it gives you any pleasure,
as I have sufficient sense of humour to appreciate the adver-
tisement, but do give me a little credit for sound sense and
good intentions, and not keep all of it to yourself. You might
do worse than deal with this question in a.n article and give .1
full list, of lay writers in order of precedence. I should then
know where I stand, and in any case it would make amusing
copy for your readers. Please be sporting enough to publish
this. (Signed) Clarence Winchester.

[Mr. Winchester scores verv distinctly by this sporting
reply of his. One dare not publish the list of writers to whom
he refers, but one can assure him that in such a list he
would at any rate be above the majority of those who write on
aviation in the lay Press.- — C. G. G.

A LITTLE CORRESPONDENCE.

The following letter has been received from Mr. C. D.
Thomson, British Representative of Aerial Age, New York : —

Oct. 2nd, 1920.

Dear Mr. Grey, — You do enjoy mud-slinging!

It is a game you appear to indulge in just as often as the
business barometer takes a sudden swing downwards. But
don't you think it is rather a sordid form of amusement ?
Never elevating or inspiring, and entirely unbecoming those
who claim to guide the actions of others.

Your Editorial on "Who's Who in America," winch appeared
in this week's issue, I have read — to put it mildly — with
considerable disgust. Seldom have I seen a case presented
with less apparent tact and with such utter contempt for all
the laws of British sportsmanship and fairplay, than this,
your latest journalistic effusion. For you to find nothing but
praise for the actions of the Flying Club, no one need complain.
Your standard and theirs appear to be almost 011 the same
level. But why claim to be impartial and then, instead of pre-
senting the case for the other side, fill two-thirds of your
editorial space with slanderous statements about an individual
member of the Aero Club ?

Do you consider this just? Is this your idea of fairplav ?
Is it becoming for a. journal — ostensibly independent and
British — to join in a quarrel between two clubs in America,
which, after all, is purely an American concern and entirely
for the American people to decide ?

lam forced to believe that there iies behind this article much
more than meets the eye of the casual observer. You very
carefully omitted to explain to your readers that the American
Flying Club is not an independent body. Its title is reallv
a misnomer. For all intents and purposes it should be called
Ihe Manufacturers' Aircraft Association Club, because it is
financially controlled and has its policies and activities dictated
by the above association. You also forget to state that, during
the war,_ a few of the actions of the Manufacturers' Aircraft
Association have already been publicly condemned as "vicious
and designed to reap large profits by taking advantage of the
necessities of the Government." That a clique connected
with the above association have formed a conspiracy to control
and ruin the Aero Club of America, for the .express purpose
of preventing the Aero Club from actively co-operating with
the Government of the pnited States in conducting its in-
vestigations into The notorious "aircraft scandals." When I
recollect that representatives of the Manufacturers' Aircraft
Association approached the publisher of the papers vou so
kindly refer to (Aerial Age and Flying) and remember that
considerable sums of money were offered if these papers would
"not interfere" with their plans (though these journals have
done and are still doing all they possibly can to expose their
vicious schemes), when I recollect all this I cannot help from
thinking that, at last, this vile clique has- found a journal
that's willing to play their game.

I wonder, also, if the readers and advertisers of The
Aeroplane realise that they have here a British journal actively
co-operating and assisting a group of individuals who have
done and continue to do everything that's possible to hinder
and restrict the activities of British aircraft manufacturers in
America. Do they realise that this Manufacturers' Aircraft
Association controls the patent rights that have been the
source of so much litigation and the loss of British capital ?
Are they aware that this same clique has endeavoured to
impose prohibitive Tariff duties on British machines imported
into America ?

I feel confident that these facts are not known to them (so
far you have skilfully omitted to state them), but I am sure

that when they do become known, your present readers and
advertisers will have little sympathy and support tor a journal
that so openly and enthusiastically assists and associates with
such a crowd of artful schemers.

I hope you will pardon my rather candid remarks, but I
feel that they are justified, and I shall be glad if you can find
space to publish this letter. I intend sending a copy to New
York.— Yours faithfully, C. D. Thomson,

British Representative.

The following reply was sent : —

C. D. Thomson, Esq., Oct. 4th, 1920.

Aerial Age,

Regent Flouse,

Regent Street, W.

Dear Thomson, — Thanks very much for your amusing letter
of Oct. 2nd. I am afraid that your fiery Scottish temper has
got the better of your solid Scottish head. I am sorry that
there is not room in The Aeroplane to publish the letter, as
you leave such splendid openings for me to reply, but, un-
fortunately, the account of the Gordon Bennett Race will take
up all our space this week.

I am afraid you really didn't read my article on "Who's Who
in America." If you had done so you would realise that I
have said in more or less polite language all the rude things
about the Flying Club and its trade connections which you
have said yourself.

Also I very carefully explain that the affairs of the Aero
Club of every nation are of importance to every other nation,
because each Aero Club is part of the National Federation.

You seem mighty sure of your facts considering that you
have been concerned with aviation for about five minutes and
have only heard one side of the story. Please remember that
I have been at this game for just on twelve years and have
watched the growth of the whole of this trouble from the
very beginning.

On second thoughts, if I can possibly find room, I will
publish your letter with this reply, if only for the sake of
letting the British Aircraft Industry have a good laugh at your
suggestion that The Aeroplane is being bribed by the Ameri-
can Aircraft Industry or the Manufacturers' Aircraft Associa-
tion,, or whatever it calls itself. I only wish we could lay
hands on some of their money, but unfortunately they seem
to be just about as broke as the British Aircraft Industry at
the moment.

Primarily my concern is to do my best to develop aviation
all over the world, and I am convinced that so far as America
is concerned the American manufacturers, whether they are
a vile clique (as you say) or not, will make a better job of
developing aviation than will the hot-air merchants who made
such a mess of the Aero Club of America until the combined
manufacturers and flying officers, who composed the American
Flying Club, took charge of aviation in the States.

The more progress that is made with aviation in America
the better will it be for us here.

(Signed) C. G. Grey (Editor, The Aeroplane).

A NEW OUTLOOK FOR AVIATION.

The attention of the mere intelligent readers of this paper
is particularly directed to two very remarkable articles in
this week's issue. On page 729 Captain W. H. Sayers sets
forth a point of view concerning the use of aeroplanes for
genuinely commercial purposes which will be entirely new
to most people, especially to aeroplane and engine designers
and constructors. And on page 730 Mr. Ellwood Wilson, Chief
Forester of the Laurentide Company, Grand'mere, Quebec,
gives the first perfectly clear and intelligent account ever
published of the practical use of aeroplanes in forestry work,
as the result of extensive personal experience.

British aircraft firms are requested to note that American
machines are used by this British firm operating in British
territory. Why ? Is it because of lack of enterprise on the
part Of British business men ?

Intelligent study of these articles should be of direct mone-
tary value to those who have the brains to profit by them
and the initiative to act upon the opportunities suggested
therein. — C. G. G.

TO PRACTICAL AIRCRAFT FIRMS.

Any firm still in active aviation which is in need of a really
first class test pilot should note that Mr. T. R. Tait-Cox is
now available. Mr. Tait-Cox, who was in the R.A.F., has
since the Armistice been the chief pilot to the Nieuport and
General Aircraft Company, Ltd.

This company, having now suspended the construction and
operation of aircraft, Mr. Tait-Cox, together with Mr. J. H.
James, his "chief of staif," are at liberty to co-operate with
any progressive aircraft concern. Mr. Tait-Cox 's experience
and skill in every type of aeroplane from big bombers to fight-
ing scouts and racing machines is vrmvalled. At the present
time he is the holder of the British speed record which he
captured on the "Goshawk.". — 0. d.

726

The Aeroplane

November 3, .1920

NAVAL AND MILITARY AERONAUTICS.

FROM THE ,T COURT CIRCULAR."

Buckingham Palace, Oct. 12th.
His Majesty held an Investiture in the Bali Room ot the Palace at
11 o'clock.

The following were severally introduced into the presence of the
King, when His Majesty invested them with the Insignia of—

The Most Excellent Order of the British Empire Commanders. —

Military Division.— Brig. -Gen. Ralph Bagnall-Wild ; The Revd. Harry
Viener, R.A.F.; Wing Comdr. Reginald Bone, R.A.F.; Lieut.-Coi.
Arthur Cheaile, R.A.F.; Lieut. -Col. George Dreyer, R.A.F. , and Lieut. -
Col. Harold Outrani, R.A.F.

The King then conferred a decoration as follows : —

Bar to the Roval Red Cross.— W.R.A F — Miss Nance Pounder.

MILITARY.

EXTRACIED FROM WAR OFFICE COMMUNIQUES.

Oct. 18th. — Middle Euphrates. — The 55th Brigade Column occupied
Ken (15 miles north of Kufa) at 9.30 a.m. on tne 14th. A band of
insurgents, who held a position north-east of the town, fled befroe the
advance of the cavalry, and were bombed by co-operating aeroplanes
during their flight. Two of our airmen, who had been taken prisoners,
and later were released by the insurgents, rejoined the column at
Ken. . .

Diala Area. — On the 13th a cavalry reconnaissance from Shahroban
(north-east of Baghdad) was fired on from- Amariya. . . . On the 15th
aeroplanes attacked and bombed the enemy in this neighbourhood.

Oct. 2 1st. — Middle Euphrates. — The insurgent force which was bombed
by our aeroplanes north-east of Hillah on Oct 7th, consisted of tribes-
men from the Hillah and Diwaniya divisions.

Oct. 22nd, Lower Euphrates. — In the Samawa area the relieving
column has been carrying out punitive measures on th± left bank of the
Euphrates, and aeroplanes bombed a hostile band which had gathered
in this neighbourhood.

Middle Euphrates. — Aeroplanes have carried out effective attacks on
hostile concentrations near Abu Sukhair and Umal Barur (10 miles
S.S.E- and nine miles S.E. of Kufa respectively!.

Oct. 23rd, Lower Euphrates. — Our aeroplanes have been active, bomb-
ing hostile gatherings in the vicinity of Ur and Nasirieh. Strong hos-
tile concentrations in the former area (Samawa and Basra) are reported.

Oct. 26th. — Middle Euphrates. — On the 21st a small column from the
53rd Brigade . . . found a hostile force in position south-east of
Musaiyib; . . it was also bombed by aeroplanes and lost heavily. . . .

Diala Area (north and east of Baghdad) — Our aeroplanes on the
2cth effectively attacked hostile gatherings east of Shahroban.

Oct. 27th. — Lower Euphrates. — Strong insurgent Lands west of Khidr
on the 22nd were fired on and dispersed by a reconnoitring force.
1 On the 23rd aeroplanes bombed and fired on oth> r concentrations with
good effect, and they appear to have dispersed, as on the 24th aerial
reconnaissance reported nothing of note in that quarter.

Middle Euphrates. — Our aeroplanes successfully attacked enemy
bands west and south-west of Hillah on the 23rd Our picket at the
Kufa Aerodrome was sniped on the same date. . . . The entrenched
positions held by the insurgents on both banks of the river between
Hillah and Jerboia were bombed by our aeroplanes.

Oct. 29th. — Middle Euphrates. — Our aeroplanes actively bombed hostile
camps and concentrations during the 25th, 26th, and 27th; insurgent
bands were attacked north-east of Kufa and north of Um al Barur.

Nov. 1st. — Middle Euphrates — Our aeroplanes have been active against
hostile gatherings in the area south-east of Kufa.

AIR FORCE.

THE RECONST1TUTION OF THE AIR COUNCIL.
Extracted from the London Gazette of Oct. 19th, 1920.
At the Court at Buckingham 1'alace, the 13th day of October, 1920.

PRESENT,

The King's Most Excellent Majesty in Council.

Whereas by Section 8 of the Air Force (Constitution) Act, 1917, it
is enacted that : —

(1) For the purpose of the administration of matters relating to
the Air Force and to the defence of the realm by air there shall
be established an Air Council consisting of one of His Majesty's
Principal Secretaries of State, who shall be President of the
Air Council, and of other members who shall be appointed in
such manner and subject to such provisions as His Majesty may,
by Order in Council, direct.

(2) His Majests' may, by Order in Council, make provision with
respect to the proceedings of (he Air Council and the manner in
which the business of the Council is to be distributed among the
members thereof :

And whereas by Section 14 of the Air Force (Constitution) Act, 1917,
Orders in Council made under that Act may be varied and revoked
by subsequent Orders in Council :

And whereas His Majesty by Orders in Council dated the 21st day
of December, 1917, the 2nd day of Taniiary, 1918, the 4th day ot March.

1918, and the nth day of May, 191S, made provision with respect to the
constitution of the Air Council and the manner of the appointment of
the members thereof :

And whereas it is enacted by Section 2 of the Air Navigation Act,

1919, that the purposes of the Air Council shall include all matters
connected with air navigation :

And whereas it is expedient to make provision for the reconstitu-
tion of the Air Council and to consolidate the said Orders :

Now, therefore, His Majesty is pleased, by and with the advice
of His Privy Council, to order, and it is hereby ordered, as follows : —

(1) The Air Council shall consist of the following members, that is
to say : —

One of His Majesty's Principal Secretaries of State who shall be

President of the Air Council.
The Parliamentary Under Secretary of State for Air.
The Chief of the Air Staff.
The Controller-General of Civil Aviation.
The Director-General of Supply and Research.
The Secretary of the Air Ministry.

(2) Of the members of the Air Council (other than the President) the
Chief of the Air Staff shall be appointed by His Majesty and the
other members shall be appointed by the Secretary of State.

'3) There may be included in the Air Council such additional members
(if anv) not exceeding two, as may be appointed by the Secretary of
Slate.

(4) The Secretary of State is to be responsible to His Maiesty and
Parliament for ail the business of the Air Council.

All business, other than business which the Secretary of State
specially reserves to himself, is to be transacted in the following
principal divisions : —

to) The Parliamentary Under Secretary of State fort Air to be
Vice-President of the Air Council and to be responsible to the
Secretary of State for so much of the business of the Air Council

as may be assigned to him from time to time by the Secretary

of State.

(b) The Chief of the Air Staff to be responsible to the Secretary
of State for the administration of so much of the business relating
to organisation, disposition, personnel, equipment, armament and
maintenance of the Air Force as may be assigned to him from
time to time by the Secretary of State

(c) The Controller-General of Civil Aviation to be responsible
to the Secretary of State for the administration of so much of the
business relating to Civil Aviation as may be assigned to him from
time to time by the Secretary of State.

(tt) The Director-General of Supply and Research to be respon-
sible to the Secretary of State for the administration of so much of
the business relating to aeronautical research, inspection and
supply as may be assigned to him from time to time by the Secre-
tary of State.

(c) The Secretary of the Air Ministry to be responsible to the
Secretary of State for such- duties discharged by the Air Ministry
as are not assigned to other members of the Council, for the
control of expenditure, and for the co-ordination of Air Ministry
business ; and to be also designated Secretary of the Air Council
and as such chaiged with the preparation of all official communi-
cations of the Council.

(5) Subject to the foregoing provisions as to the transaction ot
business in separate divisions the powers and duties of the Air Council
may be exercised and performed by any three of their number, and
notwithstanding that any office, the holder of which is a member of
the Air Council, is temporarilv vacant, provided however that docu-
ments may be signed on behalf of the Air Council by any two mem-
bers of the Air Council.

(6) This Order in Council shall be substituted for the Orders m
Council, dated 21st dav of December, 1917, the 2nd day of January,
1918, the 4th dav of March, 1918, and the iith day of May, 1918.

1 Almertc FitzRoy.

The Grain Dinner.

The second annual reunion dinner for past and present
officers of Grain Air Station will be held on Saturday, Nov.
6th at the Hotel Jules, Jermyn Street, S.W.

Will all ex-Grain officers who desire to attend communicate
as earlv as possible with the organising secretary, Capt.
L. A. T. Pritchard, at Foxhill House, Sutton Coldfield.

The nrice tickets is 16s. (exclusive of wines) ; dress,
uniforms or dinner jackets.

Engin? Repair Shops (France) Dinner.

The First Annual Reunion Dinner of the Engine Repair
Shops Association, the President of which is Wing-Commander

G. B. Hvnes, D.S.O., is being held on Friday, November 12th,
at the Holborn Restaurant, London. FuU particulars may be
obtained from Flying Officer D. Drover, Directorate of Re-
search, Room 4.243, Air Ministry.

The Redcar Reunions.

It i'S' suggested that those "Redcarites" ywho. intend visit-
ing the Motor Show to be held at Olympla this November
should endeavour to visit the Show on Wednesday, 10th, or
Thursday, nth, November, and be near the Bandstand be-
tween 18.30 and 19.00.

The second annual reunion dinner will be held on Satur-
day, November 13th, at the Imperial Hotel (Club Room), Rus-
sell Square, at 18.15 for 18.45, morning dress. Tickets can be
obtained from Walter E. Crozier, Esq., c/o Bank of Adelaide,
11', Leadeilhall Street, E.C.3.

No. 8 Naval Squadron Dinner.

The second reunion dinner of No. 8 Naval Squadron (No.
208 R.A.F.) will be held at the Holborn Restaurant at 18.45
on Saturday, .Nov. 20th. Any officers and other ranks who
served with the Squadron and have not received an invitation
are requested to communicate with Squadron Leader Bromet,

H. Q. Coastal Area, 33, Tavistock Place, W.C.i.

CHINA.
Military Domination.

It would appear from accounts received that the military
party in China is rapidly gaining complete mastery of the
country. The following with regard to the aeroplanes order
under the Handley Page and Vickers contracts is indicative
of the situation.

The contracts under which these machines were ordered
provided a scheme for the equipment of China for commercial
aviation purposes and for the training of aviators, upon the
condition that the machines and aircraft material should not
be used for military purposes.

This condition was disregarded to some extent in the recent
fighting, when some of the machines were used, but not to
any great extent. The British Legation protested against this,
partlv to safeguard the British aviators, and also with regard
to the violation of the written contract.

Later the General, Chang Tso-lin, gave orders that all th£
aircraft material at Pekin was to be transferred to Mukden
and troops were quartered at the aerodrome barracks to enforce
this. Some thirty aeroplanes are now being transported to-
gether with all the plant from the sheds, including the electric
lighting plant.

LUTHUANIA.
An Air Raid.

It is reported from Vilkomir that a Polish aeroplane dropped
two bombs on that town on Oct. 31st. Twenty-five people were
killed and wounded, and two houses were destroyed.

NOVEM3ER 3 1 IQ20

The Aeroplane

727

■ ' ^ ~ " ■ :*"„ ■ ''

Here the o'd familiar Fairey "N. 10" Seaplane is seen at Bournemouth, arranged with a Napier "Lion"
Engine oi 450 h.p. and "Single-bav" wings as a racing machine in the Schneider Cup Race. This was the only
occasion in an active career of nearly Sour years when she was flown with any but the original planes fi.ted when

she was built at the beginning of 1917.

A PRE I? 1817— OCTOBER, 1920.
AMD STILL GOING STRONG.

THE QUESTION OF PEPRECBATION DOES NOT ARISE
IN ESTIMATING RUNNING COSTS OF FAIREY AEROPLANES
EITHER ON LAND OR SEA, IN SERVICE OR CIVIL AVIATION

THE HISTORY OF A SEAPLANE.

She was designed in 1916 ; She was delivered to the R.N.A.S. in April, 1917 ; She was cn Service
till after the Armistice ; She was bought back in May, 1919, as a " Disposal " Machine ; She was
used to carry newspapers from Blackfriars to Thanet early in 1919 ; She was used for Experimental
Work during the Summer of 1919 ; She was flown in the Schneider Cup Race in September, 1919,
and was the only competitor to return intact and under her own power ; She was used with experi-
mental Amphibian Undercarriages during the early part of 1920 ; She did Ferry Work between
Southampton and Sheerness as a Seaplane in the Summer of 1920 ; She has survived Nine Different
Engines. In September, 1920, She competed in the Air Ministry Competition for Amphibian
Aeroplanes.

In all this work no Single Component Part, except the Undercarriage, has been replaced.
Fuselage, Wings, Tail-Plane, Rudder, Elevators, Fin, Tail-Float, even the Engine-Bearers, are
those originally fitted. The Wings have only been re-covered once, the Tail-Unit still has the
original fabric. The Cock-Pit has been altered to carry one, two, and three people.

The Fairey Aviation Co., Ltd.,

Head Office = = HAYES, MIDDLESEX.

London Office - - EMPIRE HOUSE, 175, PICCADILLY, W.i.
Works : HAYES, MIDDLESEX, & H AMBLE, near SOUTHAMPTON.

Telephones — 19 Hayes. Middlesex. Telegrams — "Airily, Hayes, Middlesex.''

394 Regent. Code— A. B.C. 5th Edition.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

;28

The Aeroplane November 3, 192a

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I I ^llllllllllllllllllllllllll
1 = I yiiiiiiiuiji^

FROM THE EARLIEST
DAYS OF FLYING

experts have been enthusiastic
Beardmore performance.

over

Testimony to their RELIABILITY
is convincingly proved by the fact that
manufacturers are largely specifying
BEARDMORE AS STANDARD
POST-WAR POWER UNITS.

Complete Engines with all parts
duplicated are dispatched at 24 hours'
notice. Every engine guaranteed.

THE FAMOUS BEARDMORE
CARS now being introduced include,
in addition to PLEASURE CARS,
a special TAXI CAB complete with
thre^-quarter Landaulette body and
LIGHT DELIVERY VAN.

WE ARE EXHIBITING AT THE
COMMERCIAL MOTOR EX-
HIBITION, STAND No. 75.

ihiii

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I =riiiiiiiiiiiiiiiiriinijiiiiiiinii!i
^iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiii

BEARDMORE AERO ENGINES, LTD.,
112, Great Portland Street, London, W.l.

Telephone : 238 Gerrard.

Works - Parkhead Steel Works, Glasgow.

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IIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIHT^

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS

Supplement to The Aeroplane, November 3rd, 1920.

739

SUPPLEMENT

"THE AEROPLANE"

INCORPORATING AIRCRAFT ENGINEERING, AERODYNAMICS, AIRCRAFT FINANCE AND COMMERCIAL AERONAUTICS
AND MATTERS PERTAINING TO THE AERONAUTICAL ENGINEER AND THE AIRCRAFT TRADER,

ill

THE WEEKLY

The greater part of this issue of Aeronautical En-
gineering is occupied by an article describing the actual
experiences of the Laurentide Co., Ltd., of Grand'inere,
Province of Quebec, Canada, in the use of riving boats
for survey work, exploration, and forest patrol in country
devoid of the ordinary transport facilities of civilisation.

This article is of very great interest as a narrative of
useful work actually accomplished, and affords definite
evidence of the practical value of aerial survey and trans-
port work under the conditions encountered in the lumber-
trade.

But it has a larger value in that it serves to indicate

COMMENTARY.

the great possibilities of aircraft intelligently used for
the exploitation of the waste places of the earth.

This particular lesson is dealt with in the article en-
titled "Aircraft in the Wilderness," which appears 011
this page.

Following upon the above-mentioned articles, which
contain abundant evidence of the immense commercial
value of aerial photography, the description of the latest
types of aerial cameras developed by the Eastman Kodak
Co. published on page 736 should have a special interest.

AIRCRAFT IN THE WILDERNESS.

The account given by Mr. EHwood Wilson of the experience
of the Laurentide Co., Ltd., with the use of flying boats
for forest patrol and survey work in Canada, which is published
in this issue, is of very great interest.

It is of very great direct interest purely as an account of use-
ful commercial work carried out by aircraft under conditions of
considerable difficulty, and it is of even greater interest as an
indication of the very wide field which is open to the Aircraft
Industry for exploitation and exploration.

The Handicap of High Speed.

It is just possible that the extraordinarily high speeds which
have beeii attained by aircraft within so short a period of
development, have in actual fact retarded the commercial
development of aerial transport. Given the fact that the aero-
plane can — and does — beat the train by several hours on such
journeys as from London to Paris, it is probably inevitable
that attempts should forthwith be made to use it for the
carriage of passengers and express mails on routes where
there already exists a large volume of high speed traffic
carried by the older forms of transport.

And aircraft having undertaken work on such routes, it is
inevitable that in the public mind the success or failure of
aircraft for commercial work should be judged by a comparison
of the safety, the reliability, and the cost of such services
! with the similar attributes of the most highly developed of
the existing modes of transport. That such aerial services,
while yet in their teething stage, can make even a show of
competing under these conditions is in itself extraordinary.
Trade Fouows Transport Facilities.

It is not sufficiently generally realised that the highly
organised transport facilities which exist between great busi-
ness centres do not exist because the great business centres
are where they are, but that the great business centres are
where they are because of the transport facilities offered by
their particular localities.

The great trading centres of antiquity were practically all
of them on the banks of navigable streams, or at the inter-
section of a number of caravan routes^ naturally settled by
the absence of serious physical obstacles upon them.

That those great trading centres in very many cases still
exist as such can be traced to the fact that a river, even it
it be too small for modern shipping, often provides — in its
valley— the physical qualities which render simple the con-
struction of roads and railways.

The existence of such a trading centre in a position easily
accessible to a railroad, for instance, naturally induces the
building of that railway to it, but that in no way detracts
from the fact that business centres owe their existence to
the natural transport facilities afforded by their position, and
not conversely.

London, for instance, originally owed its position to the
presence of the Thames. The fact that regarded as a harbour
for seagoing ships, or as a highway for inland water trans-

port, the Thames to-day affords relatively poor facilities, has
not detracted from the importance of Loudon, because the
physical features of the country surrounding London have
permitted the construction of an immense network of roads,
of railways and of canals radiating from that city in all
directions.

Why Wildernesses Exist.

A map of the world showing the distribution of population
indicates that there are vast tracts of the surface very sparsely
populated, and that of these vast tracts many are far from
being desert or uninhabitable. They merely possess no decent
transport facilities. Many of these tracts are, in fact, known
to contain natural resources of the greatest value.

These resources are unexploited simply because lack of
communications renders it impossible accurately to explore
the territories and to determine the distribution of the natural
wealth which they contain.

Until such exploration is reasonably complete it is obviously
impossible to build roads, railways or canals blindfold — into,
say, the forests of Amazonia— in the hope that they will return
a paying revenue. For, although the exact location of trading
centres is determined by transport facilities, their very exist-
ence is conditioned by the existence of tradeable merchandise
in the surrounding districts.

And How They May Be Abolished.

Mr. Wilson's article shows in the clearest and most con-
vincing manner how aircraft may serve for the accurate and
rapid and cheap survey of otherwise inaccessible districts, and
thus reveal the resources to be exploited.

It shows also how they may serve as a rapid means of trans-
port in such districts during the period before the building of
roads and railways into it, and how they may serve to lighten
the preliminary work of surveying the route for such normal
methods of transport when the time is ripe for their con-
struction.

Aircraft, in fact, may now act as the initial means of trans-
port which will lead to the preliminary development of some
of the great trading centres of the future.

And be it remembered that in this work there is no reliable,
cheap, safe and comfortable competitor to set the pace to the
air transport service. That one cannot fly to-day because of
weather matters little if one can fly to-morrow — and in one
hour complete a journey which will otherwise take a week,

A £5° charge for a 200 mile trip may be very cheap> if
the alternative is a fortnight's journey through jungles and
marshes, and given reasonable care the risk of a crash is a
small, one compared to the possible dangers of such a journey.

And — a cruising speed of 80 m.p.h., or even less, will suffice
instead of the 120 m.p.h. called for in competition with main
line railway's.

It is not suggested that such services as the London-Paris
air lines should be abandoned in order to develop aerial trans-
port in the waste places of the earth, but it is suggested that

iiiiiimiHiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiimiiiiiiiiiH

73° (Supplement to trs Aeroplane.) Aeronautical Engineering

November 3, 1920

a much more intense effort should be made to develop the
use of aerial transport in such backward parts of the earth.

This suggestion is made partly because such territories
afford a field free from competition wherein profits may cer-
tainly be made if the enterprise be but intelligently managed,
but much more because they offer a proving ground whereon
aircraft themselves may be developed into sound reliable com-
mercial carriers.

How the Wilderness can Help the Aeroplane.

For instance, it will be noted in Mr. FTlwood's article that
the average cruising speed of the flying boats used by the
Laurentide Co. is 60 m.p.h., and that the saving of time
effected over other means of transport is so great that a speed
of 120 m.p.h. would make little difterence in the total saving.

It will also be noted that reference is made to the heavy
fuel consumption of the petrol engines actually in use, and
the consequent high operating costs.

Now it is also obvious that such work as he describes could
be carried out by engines of a considerably greater weight
per h.p. than could be tolerated on an express mail service
at 120 hi.p.h., if those heavier engines were either much more
economical, or used a much cheaper fuel.

The main difficulty to be overcome in the development of
heavy oil burning aero engines of the self -igniting — or Diesel
type — is precisely that of engine weight, and the development
of commercial air transport under conditions where a speed
of 60-m.p.h. will suffice greatly increases the permissible limits
for that weight, and provides a more direct incentive to the
development of such engines.

Once they are developed sufficiently for such services those
services will provide the practical experience of their opera-
tion, which will conduce to their further improvement and
development.

The very fact that the aeroplane and the airship are un-
fettered in their movements by many of the physical obstacles
which prevent or greatly hinder the development of surface
transport automatically provides certain fields for their use
where they are free from competition.

Is it not prudent rather to use these non-competitive fields
as nurseries, wherein aerial transport may develop freely to
maturity, than to force it to compete — while it is yet in its
infancy — only with the best and most highly organised of
'existing transport lines ? — w. h. S.

THE USE OF AIRCRAFT IN FORESTRY AND LOGGING.

By FLLWOOD WILSON, Chief Forester, The Laurentide Co., Ltd.

In the spring of 1919 the writer proposed, for the second its regular line of work. However, the Laurentide Co., Ltd.,

time, to the Directors of the St. Maurice Forest Protective had been so well satisfied with the work that it requested

Association, the use of aircraft for forest fire patrol, and the Association to turn over the machines to them, and this,

asked the Department of Naval Affairs for the loan of two with the consent of the Department of Naval Affairs, was

seaplanes, from a number of Curtiss HS2L boats which had done.

been turned over to the Canadian Government by the United The RESULTS OF Two Seasons' Wore.

States Navy. Xhe writer has been in charge of the aerial work for two

After some negotiation a contract was signed between the seasons, and gives herewith the results of the work.

Department and the Association, and the two planes were The first season showed absolutely the practicability of the

flown from Flahfax to Grand'Mere by Lieut. Stuart Graham, planes for reconnaissance of unmapped or mapped areas, for

who had been engaged as a pilot. This trip was in itself transportation of passengers and of fire-fighting equipment,

quite a feat and, at that time, was the longest overland flight for looking over the work of log drives, for spotting forest

made, by seaplanes in Canada. fires and for aerial photography.

The First Experiments with Forest Patrol. The winter was spent in overhauling planes and engines

The machines arrived at Grand'Mere on June 29th and and « *.eu study of pictures, taken from the air, on the

commenced patrol work, but the fire season was practically ground. Ihis spring a photographic laboratory was equipped

over, only three or four fires being reported after that date, so that photographs could be handled well and expeditiously

and of these the planes saw all. When it was realised that lh,e ™ork commenced on May 17th and has been continued

there was very little to be done in the way of fire patrol, regularly todate, the appended table giving the amount of

an . effort was made to get an aerial camera, but owing to vv oris done :

strikes and other difficulties this was not obtained until Sep- ^lles °own ' b'00°

teinber, and from then till Nov. 1st about four hundred photo- H° ";rs rf°}vn 101

graphs were taken. TAhotos £ken 3.ooo

In addition to this, officials of various companies,, officials £?res Photographed S43»ioo

of the Commission of Conservation, and others were taken for plres sPottecl * 34

trips, and several reconnaissance trips over timbered areas Passengers earned 23

were made. Details of Work Done.

The results of the work were not satisfactory to the Fire The longest flight from the base was, 250 miles out. In the

Protective Association, which decided that the cost of using course of the work done above, many things of different sorts

the planes for patrol alone was too high, and that the carry- were accomplished. A flight of forty-four miles was made to

ing of passengers and taking of photographs was outside of stake out a mining claim. The plane carried four people, two

LAURENTIDE AIR STATION FROM THE AIR In the foreground are two of the flying boats used by the Laurentide

Company for forest patrol and survey work.

November 3, 1920

Aeronautical Engineering

(Supplement to T^E Abropmnb.j

731

THE BOULTON & PAUL — P.9.

AN AEROPLANE WHICH YOU CAN PURCHASE
AS EASILY AS IF YOU WERE BUYING A CAR.

In this P. g Machine we have, we feel, solved the problem of providing an
Aeroplane which is a sound business proposition — and which combines
with low cost the great essentials for Commercial and Private use. All
our great resources of material and craftsmanship have been utilised.
Scientific Research and Experiment by a staff associated with flying from
its beginnings coupled with the great Experience gained through the building
of thousands of Aeroplanes during the War, have been concentrated in
the production of this P. 9 Model.

It is a Two-Seater — Single Engine Tractor
— which has attained on test a speed of over
100 miles per hour.

Its outstanding features are :' —

CHEAP AND "rhe In,itial, cost *«

c a cm \/ umiccii extremely "low, and
EASILY HOUSED the cost of rutming

for a machine of this type and per-
formance is reduced to a minimum. Owing
to its small size it is easy to handle on the
ground and requires but little accommoda-
tion. The principal dimensions are : Span,
27 ft. 6 in. ; Length, 25 ft. ; Height, 10 ft.

EASY TO 'las a ver-v larg£ speed

p. range — enabling it to be landed

in an extremely small area with
ease. The well-balanced controls and excel-
lent stability allow the machine tc be flown
for long periods without undue fatigue to the
pilot.

COV1FORTAND ^e comfort of the Pilot
fAMvcwicMcc and Passenger has been
CONVENIENCE, speciallv considered. Each
Cockpit is roomy and fitted with our special

seats. Controls for both Flying and Engine
are fitted in the front and rear Cockpits to
enable the machijie to be flown from either
position. The exhaust from engine is dis-
charged behind the rear Cockpit giving a
silencing effect and freedom from fumes.
Two standard GE.ses are provided for luggage
and form part of the fairing immediately
behind the rear Cockpit.

The uses to which this compact and effi-
cient machine can be put are wide and
various, and will suggest themselves to those
who have been awaiting the stage of Aero-
nautical Development now reached by the
P.q. It can be used for dozens of Commer-
cial Purposes. The same type carried photos
from R.34. direct" to London. It has been
sent to Australia for Sheep-runs — and will
soon be in use in \arious parts of the world
for Exploring Uncharted Territor}-, Examin-
ing Timber Tracts, Fighting Forest Fires,
Cairying Mails "to Distant Mines, Transition
of Colonial Mails to Mail Steamers, and for
General Patrolling and Police Purposes.

If you are interested — write for full particulars and
prices. State your needs or purpose, and our engineers
will consider every detail closely — to advise soundly.

Bovilt^iiBiul^

HEAD OFFICES & WORKS : NORWICH.
London Office Address: 135 = 137, Queen Victoria Street. E.C.4.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

732 (Supplement to The aerohans.) Aeronautical Engineering

November 3, 1920

teats, folding canoe, provisions and instruments. The party
stayed out two nights and much time was s,aved, as, in the
ordinary course of events, it would have taken two days'
travel each way by canoe, and with the plane it took less
than an hour.

Aerial Surveying.

A boundary survey of some limits had to be made, and the
starting point was difficult to locate, as, if all the work were
to be done on the ground, 22 miles of chaining through the
woods would be necessary to locate an intersection from which
to commence. The plane was sent up, and the three sides of
the triangle necessary to locate the intersection were photo-
graphed in one day, and the course the new line would have
to follow was also photographed, showing all the lakes,
streams and hills which the line would cross.

On two sides of the triangle, where lines already existed,
they were visible in the photographs at numerous places on
the ground and could easily be joined up. Thus all of the
field work was practically checked up before beginning the
work, which can now be planned with great exactness. It is
proposed to put provisions on the lakes, which the line will
cross, ahead of the party, so that they will only have to carry
enough to last for a short time and save heavy portaging
through the woods.

Exploring Unmapped Territory.

Explorers were taken over territory which was offered for
sale, and of which there were no maps. The observer sketched
in the burns, timbered areas and other information, and at the
same time got a very good idea of the country as a whole.
Then taking his sketch map he went in on the ground and
estimated the timbered areas, saving much time which would
have been wasted in locating the burnt areas. In one trip a
reconnaissance of about four hundred square miles was made.

The Logging Manager made several trips of this kind, and
with his sketch maps and his bird's-eye view of the country
was able to lay out and direct the work of his explorers.
Several flights were made to note the progress of drives, and
it was very easy to see just how the work was progressing,
and whether the streams were being swept clean or not. In
one case a large number of rollways of logs which had been
left in the woods the previous season were discovered and
photographed.

Trips were also made to look o\er and estimate the number
of logs in the sorting booms, so that the time and number
of men required to saw, so as to finish before the winter,

could be determined. The Logging Manager and his Super-
intendents were taken to and from distant points of their
work and much valuable time saved.

Aerial Land Valuing.

One of the most valuable parts of the work was the photo-
graphy of lands which are to be purchased for planting. A
complete dictionary of these lands was made, and as the photo-
graphs give every detail it is of great value. Lot lines, build-
ings, fences, ditches, roads, all show plainly, and the areas
of different kinds of land also. Even the character of the
soil can be seen.

The areas in cleared land, swamp, burn, scrub timber and
good timber can be easily measured with a planimeter, and
the exact value of the land determined. A scale of prices
for the different kinds and qualities of land is determined, and
all lands are bought by it. The seller and the purchaser can
sit down over an aerial photograph and make a trade much
better than in any other way, for they have all the details
before them.

Planning Work.

In planning all kinds of engineering work, laying out roads,
ditches for drainage, areas to be planted, and so forth, the
photographs are of the greatest assistance, and by taking a
series the progress of the work can be checked very much
more rapidly than by ground measurements. The areas cut
over in a logging operation can be checked, the roads can be
seen, areas left uncut can be determined, and the general
efficiency of the work judged.

The general results from the work promise well, and the
Laurentide Company has decided to make aerial work part
of its operations. Permanent hangars are being built, together
with houses for the personnel and shops for the care of repair
work.

The Cost.

The cost of (he work, as carried on experimentally, has not
been excessive, and as it becomes standardised can be mate-
rially reduced. The main thing is to have the machines in
the air as much as is possible, so as to cut down the unit
costs of the work. The cost per mile works out at about $3,
and the cost of photographing at about 2.6 cents per acre.

This is based on the use of the HS2L seaplanes, which use
about 25 gallons of petrol per hour and are slow climbers.
Also there are many items of expense incidental to beginning
the work which will be eliminated later when more ex-
perience has been gained.

AN AERIAL VIEW OF A CANADIAN FOREST The prog ress of timbercutting operations can be clearly seen from

the thinning out of the trees where work is in progress.

November 3, 1920 Aeronautical Engineering (SnMtoneat to the A»»«t) 733

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

734 (supplement to the aeropune) Aeronautical Engineering

November 3, 1920

The Saving of Time.

To sum up the results so far obtained : For carrying men,
whose time is valuable, to distant parts of the work, the planes
are most useful. The manager of a company with large wood
interests gets tied down to his office and mill work, and a
trip into the woods consumes so much time that he does not
like to take it. The same is becoming increasingly true of
logging managers and superintendents.

They do not like the hardships of long journeys into the
woods and the being out of touch with their general work
for days at a time.

With the seaplanes the most distant operations can be visited
and the work inspected with only one night away from home.
Local foremen in the woods will be kept up to their work
much better. In case of accident doctors can be rapidly taken
into the woods and injured men brought out. Mail can be
taken in and reports brought out much oftener.

Days Instead of Weeks.

For rapid reconnaissance the planes are invaluable. Tracts
which are for tale can be inspected in days, where weeks
were required, and the information obtained is much more
accurate and full than ground work. In a few hours in the
air the general drainage of a country can be 'determined,
burns, swamps and timbered areas sketched in, the species
present noted, and the general character and quality of the
timber ascertained.

Windfalls and insect damage can be seen, and all areas
estimated with more accuracy than from a strip survey. When
the ocular survey is supplemented with photographs there
is no room for doubt about the character of the country, and
instead of depending on the opinion of the man who has made
the reconnaissance all the responsible men interested can get
together and discuss a purchase or a proposed operation in-
telligently and with the information before them.

Spotting forest fires and taking help to extinguish them is
a valuable part of the work.

' Provisioning Distant Camps. I
The carrying of provisions to distant operations will certainly
become a part of the work before long, doing away with the

building of expensive tote roads, and making possible the
placing of provisions just before the work begins, instead of
taking them in the previous winter, thus doing away with
spoilage and the cost of insurance and the labour necessary
to watch them.

Then, too, it will not be necessary to build large depots from
which, oftentimes, quite long hauls to separate camps must
be made, but provisions and gear can be put right down at
each camp.

In the purchase of lands for other than logging purposes
aerial photographs are invaluable, giving, as they do, all the
information required.

The Importance of the Camera.

The aerial camera is going to be more and more indispens-
able. So far as our studies have gone, the types of timber
and land can be accurately determined. The actual number
of trees in the ground covered can be determined, and a fair
idea of the general size of the stand obtained.

For forest maps photographs are far better than ground sur-
veys, giving all the information needed rapidly and accurately
and in a form which everyone can easily learn to understand.
Instead of the information being stored up in a man's
head or in his notes, which are often coloured by his personal
idiosyncrasy, it is always available and leaves no room for
varying opinions.''

The technique of reading these pictures and of making
estimates from them is being carefully and thoroughly studied,
and a regular dictionary is being built up. Much ground work
will be carried out this winter, especially in the estimation of
quantities from the photographs.

Some Generae Conclusions.
The following general conclusions can be drawn from the
experience gained thus far. For work in country where there
are many lakes^the flying-boat is the best type of machine. The
float type has not proved satisfactory, as the floats are very
fragile and easily become waterlogged. The flying-boat is struc-
turally strong and rugged and will stand much harder usage.
It presents a fairly stable platform for a camera. The type
we are using is ideal from every point of view except cost

THE SHAWINAGAN FALLS. — Photographed from one of the Laurentide Company's flying boats,

-November 3, 1920

Aeronautical Engineering {SapT>letnent to rm am^m 735

Aerial Photography

Model K— 1.
Automatic.
For films size
18 x 24cm. only.

Aero - cameras, both hand
and automatic, for plates or
films ; also materials and
accessories of every descrip-
tion for aerial photography.

Write for full particulars to

Kodak Ltd. (Wratten Div.), Kingsway, London, W.C. 2.

■ - :

F.C.N. 5. .

FIRTH'S 5°/ NICKEL CASE-HARDENING STEEL.

Equivalent to Air Ministry Specification S.17. Engineering
Standard Specification No. 75, "5"/o Nickel Case-hardening Steel."

THIS STEEL IS SPECIALLY RECOMMENDED FOR HIGHLY STRESSED
PARTS WHICH ARE SUBJECTED TO ABRASION, SUCH AS GEAR
WHEELS, CAMSHAFTS, ETC.

ITS ESPECIALLY TOUGH CORE ENABLES IT TO STAND UP TO HIGH
PRESSURES WITHOUT FLAKING OF THE CASE.

THOS. FiRTH & SONS, LTD., SHEFFIELD.

KINDLY MENTION "THE) AEROPLANE" WHEN CORRESPONDING WITH ADVERTISERS.

736 (Supplement to The"ahRopWNe.) Aeronautical Engineering November 3, 1920

of operation, and we have purchased a Curtiss "Sea Gull"
for patrol work, passenger carrying and photography. The
larger machines will be used for carrying provisions, large
parties and fire-fighting apparatus.

The Question of Personnel.

The personnel of a flying station is a matter of great im-
portance. Experienced pilots are necessary, and the fact that
men have wide experience in flying land machines does not
always qualify them for seaplane work. Only the highest type
of men should be employed, whether as pilots, mechanics, or
riggers, as men of a lower type are likely to have a lower
sense of the responsibility and importance of their work. Men
who are reckless or who drink should never be employed.

Rigid inspections before flights are absolutely essential, and
no machine should ever go up if there is the slightest doubt
about it being in perfect flying condition. The amounts in-
vested are large and the loss of a machine is a serious matter,
even leaving out of account the risk to the personnel.

Small Airship Possibilities.
The development of the "Pony Blimp," or small dirigible,
opens up a new line of development which is very promising.

With a speed of 45 miles per hour and a wide cruising radius,
it uses only three gallons of petrol per hour and has a greater
carrying capacity than a plane. As it can be stopped in the
air at almost any altitude, it offers an ideal means of timber
cruising and mapping and for carrying fire-fighters and equip-
men, and also supplies for survey parties and logging camps.

If the risk of fire is not great and the cost of plant for
charging with gas not too expensive, it will be an ideal adjunct
to forestry and logging work. It will also do away with what,
in the north-eastern part of the continent, is a great drawback
to aerial work, the inability to fly in winter. It may be that
we shall be able to make winter flying practical, but so far
it is out of the question with planes on account of the low
temperatures and deep snows which we have in eastern
Canada.

I feel that aerial transportation and photography have come
to stay, and that with careful, well thought out development,
will prove invaluable in the management and exploitation of
large timber holdings. We are constantly trying to study out
new ideas for the planes and the camera and are sure that
their field of usefulness will become ever larger and more
important.

THE EASTMAN AERIAL CAMERAS.

The Model K.i Automatic Film Camera.

The Eastman-Kodak Topographic camera has been specially
designed for the purpose of photographic mapping, and has
embodied in it all the improvements and modifications sug-
gested by past experience in aerial photography and also
many interesting features whose functions are to render the
camera simple to operate and entirely foolproof in operation.

The camera consists of three components — the lens cone,
the film box and the wind motor. It is entirely automatic
in its action, any number of exposures, within the limitations
of ; a hundred exposure Eastman-Kodak Daylight Loading
Orthochromatic Aero film 7 i/i6th by 9J (18 by 24 cm.), being
made by the simple manipulation of the lever controlling the
wind motor.

The speed of the focal plane shutter and the interval between
exposures, to ensure sufficient overlap, are easily adjusted to
meet the variation in altitude of the aircraft, the speed of
flight and the effects • of vibration on the sharpness of the
photograph.

The lens cone is an elongated metal cone, the larger and

upper end of which is attached to the film box by a quick
release device. The lens fitted can either be a 12 in. or a
20 in. lens, which is carefully adjusted and rigidly set at
infinity, provision being made for readjustment of the focus
should it be necessary.

The film box is in an enlarged form much like the main
body of any Kodak folding film camera, and has semicircular
receptacles at either end to take the two film spools. One
spool carries the roll of unexposed film, and the film passes
over the upper side of the box and the focal plane shutter,
and after being exposed on to the spool at the opposite end
of the box.

The upper side of the box has a removable door. The inner
side of this door consists of a perforated platen, which is
connected up by means' of a suction head to a Venturi tube
carried in the upper portion of the wind motor box. As the
film is automatically drawn across the recording plane it
is held in close contact with this platen by the air suction,
and there is no possibility of deformation of the film by
vibration. In order to guard against excessive suction on

November 3, 1920 Aeronautical Engineering (supplement to the :&mmi 737

WESTLAND

THE WESTLAND AIRCRAFT WORKS

(Branch of Petters Limited),

YEOVIL

have been awarded the FIRST PRIZE of
£7,500 in the

British Aircraft Competition, 1920 (Small class)

for the

WESTLAND SIX-SEATER LIMOUSINE

fitted with the 450 B.H.P. NAPIER LION Engine.

FACTS FROM OFFICIAL RESULTS.

(1) FASTEST TOP SPEED.

(2) GREATEST SPEED RANGE.

(3) BEST ECONOMY: —

Lowest Fuel cost per pound useful load.
Lowest Oil Consumption irrespective of B.H.P.

(4) RELIABILITY.

The result of the Competition is to stamp the WESTLAND LIMOUSINE
with the hall mark of excellence for Aerial Transport. We invite enquiries for
these machines, and are prepared to grant licences for manufacture abroad.

KINDLY MENTION *' THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

738 (Supplement to the aeropiane j Aeronautical Engineering

November 3, 1920

the film, the suction head is provided with a valve which
automatically opens as the suction increases beyond the point
required to hold the film flat.

The platen is specially constructed to overcome static elec-
trical effects set up by undue friction between the film and
the vacuum back. Electricity, generated as the film is drawn
from the roll, is collected by a brush partially encircling and
in contact with the roll of unexposed film.

A Graflex Focal Plane shutter, having a one-piece curtain
with a metal-bound fixed aperture, j in. wide, operates as
closely as possible to the focal plane and peimits the lens to
work at its highest efficiency throughout the period of ex-
posure. The speed of the exposure, or the rapidity with
which the aperture of the curtain passes across the recording
plane, is regulated by adjusting the tension of the curtain
by means of a key, the tension number indicating the required
speed being shown at an aperture directly underneath the key.
The tension numbers run from i to 12, giving a range of
speed from i/goth to 1/ 310th of a second.

At the bottom aperture of the film box is a safety curtain,
which is normally closed. This curtain is automatically opened
after the shutter has been set, and closes after it has been
released to make an exposure, thus allowing the shutter to
be reset and the film to be wound into position for the next
exposure. At the point where the shutter, in turn, closes
the recording plane, the safety curtain is quickly drawn back
ready for the next exposure.

By means of a train of gears operated by flexible drive from
the wind motor, the film is wound into position, the focal
plane shutter is set, the safety curtain is withdrawn, and the
exposure made. At the end of this cycle, the safety curtain
closes and permits the film and shutter to be reset. Two
flexible drive terminals are provided, the slow terminal having
a speed of 600 revolutions for every cycle of operation of the
camera, and the fast terminal a speed of 300 revolutions.

The whole of the camera is of metal construction, which
considerably lessens the possibility of distortion due to varia-
tion of altitude.

The wind motor, which is intended to be fixed to the side
of the fuselage in the slipstream of the propeller, consists of
a metal box, the lower half of which consists of a rotary
paddle-wheel, connected by means of flexible drive to either
of the two terminals in the gearbox. The upper half carries
the Venturi tube, which is connected to the suction head in
the perforated platen by rubber tubing. On the inner side
of the wind motor, in a position convenient for the pilot or
observer, is a control lever which operates a damper behind
the rotary paddle-wheel and thereby controls the passage of
air through the motor tunnel.

It will, therefore, be seen that the interval between ex-
posures and the overlap in the pictures is controlled by four
variable factors — altitude of flight, ground speed of the air-
craft, speed of the wind motor, and the speed of the driving
terminal on the camera.

Provision is made, by a key in the side of the gearbox,
whereby single photographs may be taken in the air, six
and a half revolutions of this key immediately after the shutter
has been released, making one complete cycle of operation.
Alternatively, it can be used to permit inspection of the camera
on the ground, when it is disconnected from the power drive.

For aerial surveys, forestry, etc., the Kodak K.I. aerial
camera is eminently suitable ; large tracts of country being
covered with the minimum of trouble, as after the air speed
and height has been determined the only control necessary is
the operation of the lever controlling the speed of the wind
motor.

The Model K.i camera, complete with 100 exposure film roll,
weighs 44 lb.

The Type B.i Hand-held Camera.
For less ambitious work a smaller camera, suitable for hand

work, has been developed from the Model A.i Kodak hand-
held aero camera, which was used extensively by the U.S.
Air Services. The new model, known as the B.i, is used
for films only, but otherwise is very similar in general design
to the A.i.

The chief difference in construction lies in the mechanism
for rapidly changing the exposed film, the focal plane shutter,
and the advantage of daylight loading is obtained.
The small size of this model, its light weight (10 lb.), and
the arrangement of the grips and thumb lever shutter release,
gives a control that very successfully overcomes the effect of
air pressure experienced with large type of hand-held cameras.

The camera is sighted, and a slight pressure upon the
thumb lever release opens the safety shutter, exposing the
lens, and makes the exposure. One short quick turn of a
lever advances the film and resets the shutter. The B.i takes
a twelve exposure, 5 by 4 roll film, which is easily removed
when exposed to give place to a fresh spool.

The advantage of films over plates in commercial aerial
photography are many. Their light weight, small bulk, their
"bending" qualities, ease of loading and unloading in' day-
light, storage, etc., place them in a sphere by themselves.

That the aerial camera will be used extensively for survey-
work, etc., is a predetermined fact, but it is essential that a
high-grade camera be used. An Eastman-Kodak aerial camera,
produced with the experience gained from their wide know-
ledge of cameras in general, and particularly with their past
experiments with various types of aerial cameras, should en-
sure their post-war products being of the highest quality.

Some details of the Eastman Kl Automatic Aerial Camera.

NOTICE TO GROUND ENGINEERS.

No. 12, 1920. — Avro 504 and 536 Type Machines.
Upper shoe Fitiing for Engine diagonal strut (Pari 100).

It is hereby notified : — With reference to Notice to Ground Engineers
No. 7 of Sept. 2nd, 1920, further investigation has revealed that the
above-mentioned fitting has shown such signs of weakness that it
cannot now be regarded as reliable from the point of view of the
airworthiness of the aircraft.

Owners of all British registered aircraft concerned have therefore
teen notified that the certificates of airworthiness of the machines in
Question will be suspended unless the following action be taken : —

1. Close inspection of the fitting must be made forthwith.

2. In cases where the part is found to have weakened it must

be replaced immediately, and before any further flying takes
place, by a new fitting as shown on Drawing A.D.2988.

3. In cases where no sign of weakness has yet shown itself the

above replacement need not be made for a period of 3 months
from the date of this notice or until the aircraft requires
overhaul, whichever is the shorter, provided that within a
week of the date of this notice a reinforcing strap as shown
on Drawing A. D. 2996 is fitted over the existing fitting.
Ground Engineers are reminded that they lannot issue a Daily
Certificate of fitness to fly in the case of aircraft for which a certificate
of airworthiness has been suspended.
Air Ministry, Oct. 13th, 1920

" VICKERS vimy - COMMERCIAL "

i Pilot and 1 1 Passengers or t| Tons of Mail or Freight. Endurance 5 hours.

A factor of Safety of 5 throughout.

VICKERS-SAUNDERS FLYING BOATS.
Aviation Department :

Vickers House, Broadway, London, S.W.I.

DEPOTS :

4

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

74© (supplement to the aeropwnk.) Aeronautical Engineering

November 3, 1920

}

\

\

I

I

1

I

\

The Finest Material yet evolved
for Aircraft Construction is

SAUNDERS

"CONSUTA"

Sewn PLYWOOD

" CONSUTA'; must not be confounded with ordinary plywood
— it is something infinitely superior. It is ideal for many
purposes and under circumstances where ordinary plywood
could not be Used.

"CONSUTA," the Super- Plywood, is actually sewn together.
The layers ' are first cemented together with waterproof
material and then stitched through in parallel rows about
i\ inches apart. This gives a rigidity and resilience unattain-
able by any other method. Weight for weight it is the
strongest material yet evolved.

" CONSUTA" is used for the cabins of the commercial type
of Vickers " VTMY" bombers, entirely dispensing with the
use of cross bracing wires. It is now being used for the
whole covering of flying boats — the largest type yet built.
Its uses are limitless.

The sheets are made to any desired size or shape up to
8 feet wide by 60 feet long, and from i inch to % inch thick,
thus eliminating waste in conversion.

Ask for our " CONSUTA" Booklet.

Patentees and Sole Manufacturers —

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EAST CO WES, I.O. W.

Telegrams : Telephone :

Consuta, East Cowes. Cowes 193.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

November 3, 1920 The Aeroplane 741

I COMMERCIAL AERONAUTICS AND CIVIL

AERIAL TRANSPORT.

THE UNITED KINGDOM OF GREAT BRITAIN AND IRELAND.

OFFICIAL NOTICES.

Air Ministry.
NOTICE TO AIRMEN (No. 98 of the year 1920).
France : af.rodromes. Customs, and Wireless stations.
It is hereby notified :

Previous Notices to Airmen regarding Aerodromes, etc., in France
are revised as follows : —
1. Aerodromes.

St. Inglevert (Lat. 50 deg. 53 min. o sec. N., Long. 1 deg. 44 min.
30 sec. E-)> approximately 5 miles SSE. of Calais, was opened as a
Customs Aerodrome on May 2oLh. (See Plan annexed.) Customs per-
sonnel are on duty during the clay only. Petrol, oil and water supplies
are available, and a handling party is stationed on the aerodrome.
There are two hangars in the S.E. corner of the aerodrome No repairs
can be carried out. A wind indicator is placed on the S.E. boundary
of the aerodrome.

The area "most suitable for landing is marked by white lines. The
centre of the landing ground is marked by a white circle 132 ft. in
diameter, and on the south side of the circle is the name "St. Ingle-
vert," so placed as to be read from the south. A wind sleeve is placed
on a 16 metre post near the hangars at the S.E- corner, and a landing
"T" is situated near this.

The red or white flag required by the International Convention which
indicates the anti-clockwise or clockwise circuit is hoisted on the post
carrying the wind sleeve.

In case of fog, rockets are sent up to indicate the position of the
ground and Bengal lights Are lighted in the landing circle.

An aerial lighthouse has been installed outside the S.E. corner of
the aerodrome, and is in operation every evening from sunset to
i.' hours after sunset. Its characteristic signal is the letter "A" of
the Morse Code every 8 seconds, ihus : —
White light, 0.5 sec.

Eclipse, 0.5 sec.
White light, 3.0 sees.
Eclipse, 4.0 sees.

There is a wireless station on the aerodrome with an aerial Between
two masts, one inside the boundary of the aerodrome near the hangars
and the other outside near the Boulogne-Calais road.

Obstacle lights are fixed on all high obstacles.

LE Bourget (Lat. 48 deg. 57 min. 0 sec. N , Long. 2 deg. 25 min.
0 sec. E) is a French Customs Aerodrome situated about 7 miles N.E.
of Paris. (See Plan annexed ) Petrol, oil and water, and hangars are
available. A landing "T" is situated in the angle formed by the line
of hangars and the offices of the aerodrome. Wind sleeves are fixed
on the gables of the centre S.N.Ae. hangar and the workshop hangar.
A red flag is hoisted on the offices of the aerodrome when the wind
speed is greater than 4 metres per sec. (approx. 10 m.p.h.), in which
case taking off and landing should take place upwind. The flag is
lowered when the wind speed is less than 4 metres per sec, in which
case taking off and landing should take place towards the north.

On the ground opposite the offices of the aerodrome there is a white
"T" which indicates the zone to be used by machines before starting
and after landing for taking up and setting down passengers or freight.
The starting zone is to the south of the dividing line and the arrival
zone is to the north of the line. The words "Arrival" and "Departure"
are marked or, the ground in _ white letters in- French and English.

An aerial lighthouse, showing a white light, is installed on the
south side of the aerodrome, and is m operation every evening from
sunset to ii hours after sunset, and also by request when the arrival
of machines is notified. Its characteristic signal is the letter "N" of
the Morse Code every 8 seconds, thus : —
White light, 3.0 sec.

Eclipse, 0.5 sec.
White light, 0.5 sec.
Eclipse, 4.0 sec.

The aerodrome is also illuminated by a battiry of searchlights,
situated near the offices, which illuminate a landing run of about
800 yards.

There is a wireless telegraph station in the aerodrome, with an
aerial on the eastern side This obstacle is marked by fabric pennons
during the day and a white light at night.

Bordeaux (Teynac) (Lat. 44 deg. 50 min. 10 sec. N., Long. 0 deg.
4.? min. 0 sec. W.) is a French Civil Aerodrome situated six miles
west of Bordeaux. Petrol, oil and water, and hangar accommodation
are available. A landing "T" is situated in the north corner of the
ground. A wind sleeve is situated on the hangars near the north
corner. Circuits of the aerodrome should in all cases be made in an
anti-clockwise direction.

Night Landing Arrangements. — (1) Two white lights, 300 yards apart,
are placed on the leeward side of (he aerodrome, marking the leeward
boundary of the landing and taking-off area. A third white light is
placed on the windward boundary, mating with the two leeward lights
an isosceles triangle; a machine landing must pass over the two leeward
lights, heading towards the windward light. When there is no wind
the triangle of lights is placed in the position most favourable for
machines landing.

(2) White lamps are placed on obstacles as follows: — Two on each
Bessoneau hangar, one on each garage.

These landing lights are only exhibited when aircraft are expected.

Pilots intending to land at Bordeaux at night should therefore com-
municate direct with the Commandant, whose telegraphic address is : —
Commandant,

Aero Merignnc,

Bordeaux.

It is not necessary to advise the Comman lant beforehand when
landing by day. There is a W/T station on the aerodrome with a
wireless mast in the north corner.

Lyons (Bron) (Lat 45 deg. 44 min. 0 sec. N., Long 4 deg. 53 min.
o sec. E ) is a Military and Civil Aerodrome, about two miles S.E. of
Lyons.

Three wind sleeves are installed. Two of these sleeves are red,
anrl are situated on the western side of the aerodrome; the thirel is
white, and is situated on the eastern side of the aerodrome. When
there is no wind machines should land anel take-off from south to
north.

An aerial lighthouse, showing a white light, is situated at the S.E-
corner of the aerodrome, which is in operation each day from sunset
to one hour after sunset. Its characteristic signal is the letter "H"
of the Morse Code every 7$ seconds, thus : —
White light, 0.5 sec.

Eclipse, 0.5 sec.
White light, 0.5 see.
Eclipse, 0.5 sec.

White light, 0.5 sec.

Eclipse, 0.5 see.
White light, 0.5 sec.

Eclipse, 4.0 sec.

There is a wireless station on the aerodrome with a wireless mast in
the S.E- corner.
Obstacle lights are fixed on all high obstacles.

Valenciennes (Lat. 50 deg. 20 min. 0 sec. N., Long. 3 deg. 31 min
o sec. E-) is an emergency landing ground, situated about ij miles
south of the town of Valenciennes.

An aerial lighthouse, showing a white light, is established on the
aerodrome at the N.E- corner of the ground, and is in operation every
evening from sunset to one hour after sunset. Its characteristic signal
is the letter "V" of the Morse Code every 10 seconds, thus : —
White light, 0.5 sec.

Eclipse, 0.5 sec.
White light, 0.5 sec.

Eclipse, 0.5 sec.
White light, 0.5 sec.

Eclipse, 0.5 sec.
White light, 3.0 sec.
Eclipse, 4.0 sec.
Obstacle lights arc fixed on all high obstacles

Nimes (Lat. 42 deg. 52 min. 0 sec. N., Long 4 deg. 25 min. o. sec E.)
is a Civil Aerodrome situated about three miles N.E- of the town of
Nimes.

There is a landing "T" in the centre of the ground, and a wind sleeve
in the north corner of the ground.

Four white "L's" indicate the ar;a of ground in a good state for
landing. There is a wireless station 011 the aerodrome, witn a wireless
mast in the north corner.

A petrol and oil store has been established on the aerodrome.

Military Stations. — In addition to the above, the French Minister for
War has granted permission to British civil pilots to iand 011 the fol-
lowing French military aerodromes : —

Avord, Cazaux, Chateauroux, Dijon, Etamps, Istres, Luxeuil, Lyons,
Malzeville, Pau, Romilly, Thionville, Tours, Hussein Day (Algeria).

Permission has also been given for civil pilots to land on the mili-
tary manoeuvre grounel at Beauvais until further notice. The position
of the ground is about 15 miles south of Beauvais. This ground is used
by troops, and in order to avoid accidents it is essential that pilots
should not land direct, but should first fly lound the ground at a
height between 600 and 1,200 ft., or fire a signal from the machine, so
that troops may have time to clear the ground.
2 Aerial Customs Stations.

Article XI (Clause 11 of the "Provisional Agreement relating to Air
Navigation between France and Great Britain" appoints Customs aero-
dromes as fellows : —

"All aircraft entering France must land at, and any aircraft leav-
ing France for England must depart from, one of the following aero-
dromes, viz. : — St. Inglevert or Le Bourget."

Seaplanes flying between England and France must alight at, one
of the following ports for the purposes of Customs examination : —

Dunkirk, Calais, Boulogne, Le Treport, Dieppe, Havre, Caen, Cher-
bourg, St. Malo.

The French Customs Administration enforce the same regulations for
a seaplane alighting at a port as for a ship entering
3. Wireless Telegraphy and Radio Telephony Stations.

The following wireless telegraphy and radio telephony stations,
situated on the respective aerodromes, are established ; —
Station. — -Le Bourget.

Nature of Transmission. — (1) (a) C.W Range. — 800 km.., (b) Inter-
terrupted C W. Range. — 400 km. (c) Radio telephony. Range*
— 250 km. Call Sign. — Z.M. Wave Length. — 900 m. Hours of ■
Transmission. — 07 00-19.00
Nature of Transmission. — (2) C.W. Range. — .100 km. Call Sign. —
Z.M Wave Length. — 1,400 m. Hours of Transmission. — 07.00-
19.00. Transmission at Fixed Times. — 07.30, 09.30, 10.30, 11.30,
13.30, 15.30, 18.30 (Meteorological messages relating to the Lon-
don-Paris Service; .
Station. — St. inglevert.

Nature of Transmission. — 11) C.W. Range. — 400 km. Call Sign. —
A.M. Wave Length. — 1,400 m. Honrs of Transmission — 07.00-
19.00. Transmission at Fixed Times. — 07.05, 09.05, 10.05, 'i°5>
13.05, 15.05, 18.05 (Meteorological messages relating to the Lon-
don-Paris Service)
Nature, of Transmission. — (2) Radio Telephony. Rang;e. — 150 km.
Call Sign. — A.M. Wave Length. — 900 m.
Station. — Lvons (Bron).

Nature of Transmission. — C.W. Range.— 400 km. Call Sign. — A.L.
Wave Length. — 1,400 m. Hours of Transmission.— 07.00-19.00
Transmission at Fixed Times. — 08.50, 10.50, 14.50, 16.20, 18.50 (Re-
gional meteorological messages)
Station.— Nimes.

Nature of Transmission.— C.W . Range, — 300 km. Call Sign. — A.N.
Wave Length. — 1,400 m. Hours of Transmission. — 07.00-iq.oo.
Transmission at Fixed Times. — 07.10, 09.10, 13.10, 18.10 (Regional
meteorological messages).
Station.— Bordeaux (Teynac).

Nature of Transmission. — C.W. Range. — 300 km Call Sign. — A.B.
Wave I ength. — 1,400 m. (This station is not in operation at
present.)
Station. — Maubluge

Call Sign. — A.V. Wave Length — 1,200 m. (This station will later
be incorporated in the Paris-London system with a wave-length
of 1,400 m.)
4 Direction Finding Wireless Stations.

The following Direction Finding Wireless Stations have been estab-
lished in France: —

Station. — Barre de L'Adour. Wave Length in Metres. — 450. Latitude. —
43 deg 32 min. N. Longitude. — 1 deg. 31 min. W Call Sign. — FLO.
Bernieres; 450; 49 deg. 20 min. N. ; o deg. 25 min W. ; UHN.
Brest-Capucins (2); 450; 48 deg. 19 min. N. ; 4 deg. 35 min. W.; HUD.
Brest-Cuipavas ; -150 ; 48 deg. 27 min. N ; 4 deg. 27 min. W. ; FHA.
Casablanra-Chet;rba (3); 450; 33 deg. 35 min. N. ; 7 deg 34 min. W. ; FCH
Chemou'in; 450; 47 deg. u min N. ; 2 deg. 18 min. W. ; FUH.
Cherbourg; 450 & 600; 49 deg 37 min. N.; 1 deg. 36 min. W. ; FFC.
Le Havre; 450; 49 'deg. 32 min N. ; 0 deg. 07 min E. ; FFTJ.
Lorient; 450 & 600; 47 deg. 44 min. N. ; 3 deg. 21 min. W._; FFL-
Quessant-Pen ar Roch (1) ; 450 & 600; 48 deg 26 min. N. ; 5 deg. 06 min..
W. ; FHY.

742

The Aeroplane

November 3, 1920

Pointe du Raz, 450; 48 deg. 02 rain. N. ; 4 deg. 44 min. W. ; FPU.

Rochefort-Soubise; 450, 45 deg. 56 min. N. ; 1 deg. 00 min. W.; HOB.

Treguier; 450; 4R deg. 50 min. N. ; 3 deg. 14 min. W. ; FQC.

Notes.— (1) Quessant-Pen ar Roch answers FFF, (2) Brest-Capucins
answers FFK; (3) Casablanea-Chetaba answers CNP.

The regulations for French D.F. Stations are similar to those of the
United Kingdom, the conditions of which will be issued shortly.

5 Telephone Priority.

The following telephone stations have priority for urgent communica-
tions with respect to the safety of Air Navigation : — •
Stations in Connection. — Abbeville with Le Bourget via St. Inglevert;

La Hcve (meteorological) with military W/T Klebcr Barracks;

Pujaut (principal air station) with Nimes (principal air staiion).
Telephone Exchanges.— Abbeville-Paris, Nord-Calais; Le Havre; Avig-

non-Nimes.

6 Meteorology.

The following Wireless Stations commenced on May 25th to issue
warnings of squalls on a 1,400-metres wave length : —

Le Bourget, Z.M. ; Strasbourg, C.-, , Bourges, Y.E- ; Amiens, Y.B. ;
Tours, Y.G.; Touiouse, Y.F.

N.B. — Stations issuing weather reports are given in the Wireless Sec-
tion, while Notice to Airmen No. 38, of August 19th, 1920, gives further
details of the reports issued.
7. Cancellation ok Previous Notices.

Notice to Airmen Nos. 15, 27, 28, 41, 43,
76 of the year 1920 are nereby cancelled.
8 Authority.

Various French "Notices to Airmen'
"Bulletin de la Navigation Aerienue."

[The maps referred to are not reproduced owiii£

45,

59, 65, 66, 74, 75 and

and

official notices i
to lack of space.

the

-Ed.]

AIR MINISTRY NOTICES TO AIRMEN, J<)20.

In consequence of the increasing number of Air Ministry Notices to
Airmen issued each week, and their greater average length, it is re-(
gretted that it is no longer possible to publish them in full. In future
issues of this sheet a resume will be given, of all Notices to Airmen.

No. 103. — Sept. 30th. — Royal Navy Wireless Direction finding Stations
(cancelled by No. 107).

No. 104. — Oct. 8th. — France : Customs Stations on the Swiss Frontier.
Explains the area of operation of the Customs Aerodromes at Amberien,
Dijon and Mulhouse, and Customs Seaplane Stations at Thonon, Evian
and Annecy.

No. 105. — Oct. 8th. — Denmark: Customs Aerodrome and Seaplane Sta-
tion at Copenhagen. Gives positions, maps and descriptions of Chris-
tianhavns Field and Naval Seaplane Station, both used for Customs
purposes, at Copenhagen.

No. 106.— Oct. 1st. — Aerodromes for Civil Use . Consolidated List.
Gives name, Lat. and Long., Ht. above sea level, nearest railway sta-
tion, nearest town of five Government-owned aerodromes, of 50 aero-
dromes available for use in emergency only, and of 41 licensed civil
aerodromes.

No. 107. — Oct. nth — Royal Naval Wireless Direction Finding Stations :
Gives names, wave length, call sign, Lat. and Long, of Naval Wireless
Stations at Amlwch, Berwick, Carnsore, Flamhorough, Larne, Lizarck,
Peterhead, Rhyl and Seaview (Malin Head), all of which can be used
by aircraft. The procedure to be adopted by aircraft requiring bear-
ings is outlined.

No. 108. — Oct. 13th. — Flamborough Wireless Direction Finding Sta-
tion : States that Flamborough is temporarily out of action

The Air Mails.

Owing to the change over to winter time services the P.M.G. an-
nounces the following alterations in times for posting letters : —
London — (a) Unregistered Letters handed over the Counter at
Certain Post Offices.

General Post Office it. 30

Threadneedle Street branch office n.15

Lombard Street branch office 11. 15

Parliament Street branch office ^ 11.00

Charing Cross branch office , 11.20

West Central District office 11.40

Western District office 11. 15

South-Western District office rr.15

South-Eastern District office v. 09.00

Registered letters must be handed in five minutes earlier in each
case.

(b) Letters posted in Public Letter-boxes.

Paddington and North-Western District offices 09.30

Eastern District office and Northern District office

and larger branch offices, in E C. district 09.00

South-Eastern District office ' % 08.30

Sub-districts 4 >...... 08.30

or overnight.

Overnight postings will, however, normally connect with the morning
air mail to Paris.

Provinces. — At many places, especially in the Soutb-East of England,
an earlier lime of posting for the afternoon air mail will be necessary.
Information should be sought from the local postmaster.

The Postmaster-General takes the opportunity of stating that the
present time of departure of the afternoon air mail to Paris from
Croydon, viz., 3.30 p.m., has been found from experience not to be
early enough regularly to ensure delivery of non-express letters in Paris
the same evening, or connection with the night mail trains from Paris
to destinations beyond. The new time of departure should normally
enable both these advantages to be secured; and letters for Switzerland,
Italy, Spain, and Portugal, posted in London the same day (or in the
provinces after the mail despatches to London overnight) should, by use
oMhe afternoon air mail to Paris, be accelerated in delivery by twenty-
four hours.

There will be no alteration in the time of posting for the morning
air mail to Paris.

CONTINENTAL ARRIVA

TThe following table ot arrivals at and departures from the
British Air Ports is compiled on the following system : —
First comes the initials of the Air Line: next the type of
machine; next the international number of the machine: next
the ports of departure and destination: next the times of
departure and arrival; next the cargo, whether goods (G)
and/or mails (M) ; next the number of passengers : and finally
the name of the pilot and number of mechanics, if any.]

LS AND DEPARTURES.

ABBREVIATIONS— A. T. & T.— Air Transport & Travel, Ltd.; M A.
— Messageries Aeriennes: I.A.L. — Instone Air Line; C.T — Compagnie
Transaerienne; G. E- A. — Compagnie des Grands Express

Aeriens ; S.N.E.T.A. — Syndicat National pour l'Etude des Trans-
ports Aeriens; P.L. — Petters, Ltd.; Franco-R. — Franco Roumanie ;
M.W.T.C.— Marconi Wireless Telegraph Company; HPT— Handley
Page Transport, Ltd.; H. P.— Handley Page, Ltd., A.P.B.— Air Post of
Banks; K.L-M. — Koninklijke Luchtvaart Maatschappij ; B. A. C— Bristol
Aeroplane Co.

Where times are missing it is probably owing to Atmospherics.

The London Terminal Aerodrome, Croydon. (Telephone: Purley 1 1 80.

A.T.T.
A.T.T.
G.E-A
A.T.T

M.A.,

A. T.T

B. A.C.
■ A.T T.

A.T.T.
G.E.A

C. T.,'
A.T.T.
A.P.B.
A.T.T

A.T.T.

A.T.T

A.T.T

C.T.,

A.T.T

I.A.L-

A.T.T

A.T:T

M.A.,

A.T.T

OCTOBER 25th :

DII16, G-EALU, London-Paris, 10.2r-13.48, G.&M., 4, Armstrong.
DH9, G-EAQA, London- Amsterdam, 10.23-14.30, G., Nil, Duke.
"Goliath," F-CEAB, London-Paris, 11. 00-15. 45, Nil, 1, Patin & 1.
DII18, G-EA UF, London-Paris, 13 -,0-16.2=1, G.&M., s, Holmes.
F-CMAG, London-Paris, 13.40-16.5=;, G., Nil, Le Sec.
G-EAPL, London-Amsterdam, 13.56-—, Nil; Nil, Hinch-

Breguet,
, DHo,
cliffe.
, Bristol
, Dili 8,
, DH16

G-EAVU, London-Paris, 14.25-1:30/26, Nil, 1, Uwins.
G-EAUF, Paris-London, 10.03-12.00, Nil, 5, Holmes.
G-EAQS, Berck-London, — 12.17, Nil, 3, Forson.
Goliath," F-GEAD, Paris-London, n. 45-13. 54, G., 3, Labou-
chere & 1.

Nieuport, F-ICGT, Paris-London, _J2. 25-14. ;o, M., Nil, Lasnes.
, DH9, G-EAOL, Paris-London, 13.45-16.00, Nil, 2, Carter.
, Westland, G-EAJL, Paris-London, 13. 55-16. 05, G., 2, McMullirt.
, DH9, G-EAQN, Amsterdam-London, 14.15-16.20, G.&M., Nil,
Lines.

, DH16, G-EASW, Berck-London, — 16.50, Nil, Nil, Tebbit.
OCTOBER 26th :

., DH16, G-EAPT, London-Paris, 09.55-12 30, G.&M., 2, Milnes.
., DH9, G-EAQP, London-Amsterdam, 10.40 — , G., Nil, Robins.
Nieuport, F-ICGT, London-Paris, 12.30-15.30, Nil, Nil, Lasnes.
., DH16, G-EAQS, London-Paris, 13.05-15.27, G.&M., 3, Carter.
, "Vimy," G-EASI, London-Paris, 13.45-16.40, G., 2, Chattaway & 1.
., DH16, G-EALL, Paris-London, 10.00-12.00, G., 1, Bamber.
., DH18, G-EAUF, Paris-London, 12. 50-15. 10, G, 7, Armstrong.
Breguet, F-CMAF, Paris-London, 13.45-16.04, G.&M., Nil, Le Men.
., DH9, G-EAQA. Amsterdam-London, 14.10-16.30, G.&M., Nil,
Duke.

G.E.A., "Goliath," F-GEAD, London-Paris," 1210-15.00, G., 1, Labou-

chere & 1. ' ✓

M.A., Breguet, F-CMAF, London-Paris, 12,34-10-40, Nil, Nil, Le Men.
A.T.T., DHiS, G-EAUF, London-Paris, 13.25-15.55, -M., 7, Forson:
I.A.L., "Vimv," G-EASI, Paris-London, 12 25-1510, G., 4, Chattaway & 1.
A.T.T., DHi6, -G-EAQS. Paris-London, 13.40-15.36, G.&M., 2, Milnes.

OCTOBER 28th : •

DII16, G-EASW, London-Paris, 10.00-12.50, G.&M., Nil, Bamber.
DIT9, G-EAQN, London-Amsterdam, 10.15-14.10, G., Nil, Duke.
DH16. G-EAQS, London-Paris, 13. 15-15. 35, G.&M., 1, Armstrong.

A.T.T.

A.T.T.
A.T.T.
A.P.B.,
I.A.L.,
A.T T.
G.E.A.

OCTOBER 27th:

A.T.T., DH16, G-EALU, London-Paris, 11. 39-14.05, G.&M., 2, Tebbit.
A.T.T., DH9, G-EAQL, London-Amsterdam, 11.35 — , G., Nil, Lines.
A.PB., Westland, G-EAMV, London -Paris, 12.00-14 50, Nil, 3, Powell.

Westland, G-EAJL, London-Paris, 13. 15-16.00, G., 2, MacMullin.
"Vimy," G-EASI, London-Paris, 14 00-17.00, G., 4, Chattaway & 1.
DH16, G-EALU, Paris-Lonlon, 10.00-1r.50, G., 1, Carter.
Farman 50. F-GEAV. Paris-London, 12.15-15.15, G., 1, Favreau
& t.

M.A., Breguetj F-CMAB, Paris-London, 13. 00-16. 15, G.&M., Nil, Challoux.
S.N.E.T.A., DII9, O-BIEN, Brussels-London, 12. 10-14. 55, M-> Nil»
Delzenne.

A.T.T., DH18, G-EAUF, Paris-London, 13.27-15.30, G., 2, Forson.
A.P.B., Westland, G-EAMV, Paris-London, 13.40-16.00, G., 1, Powell.
A.T.T., DH9, G-EAPL, Amsterdam-London, 14.20-16.32, G., Nil, Hinch-
cliffe.

OCTOEER 29th :

A.T.T., DH9, G-EAOZ, London Amsterdam, 10.05-14.00, G., Nil, Hinch-

cliffe.

A.T.T., DH16, G-EALU, London-Paris, 10.21-13.--0, G.&M., 2, Milnes.
G.E-A., Farman 50, F-GEAV, London-Paris, 12. 05-16.10, Nil, Nil, Fav-
reau & 1.

A.T.T., DH9, G-EAQA, London-Paris, 13 2 1-16.05, G.&M., 1, Carter.
M.A., Breguet, l-'-CMAB, London-Paris, 13.-19 — , Nil, Nil, Challoux.
S.N.E.T.A., DH9, O-BIEN, London-Brussels, 14.45-09.50/30, Nil, i,
Delzenne.

I.A.L., "Vimy," G-EASI, Paris-London, 11. 20-13. 3,, G., 5, Chattaway & 1.
G.E.A., "Goliath," F-GEAB, Paris-London, 11.45-14 00, G , 4, Patin & I-
A.T.T., DH9, G-EAQL, Amsterdam- London, 10.50-13.08, G., Nil, Lines.

METAL AIRSCREW CO., LTD., regent house,

KINGSWAY. LONDON, W.C.2.; LEITNER-WATTS STEEL PROPELLER

RELIABLE AND DURABLE; FOR ALL AIRCRAFT, ALL ENGINES, ALL WEATHERS, ALL CLIMATIC
CONDITIONS; BLADES DETACHABLE AND ADJUSTABLE ; PACKS INTO SMALL SPACE.

November 3, 1920

The Aeroplane

743

m 6^

to

51

vro*

•v,aS°
stop

out

151

Aircraft Engines

Latest Models:

45 h.p. 2 cyl. Armstrong Siddeley Aircooled.
150 h.p. 7 cyl. Armstrong Siddeley Radial.
300 h.p. 14 cyl. Armstrong Siddeley Radial.

oft

bet

ol

0*e
live

B^ur^e ate iot ^Q BO^!. 2o ^° , Vast J= „<iaV

ARMSTRONG SIDDELEY
MOTORS, LTD., COVENTRY.

(A'lied with

Sir W. G. Armstrong-Whitworth & Co., Limited).

London : 10, Old Bond St., W.I

'Phone: Gerrard 6459. Tel.: Armsidco, Piccy, Lon.

»ra-

to

Godbotds.

SHIPMENT OF

Aeroplanes, Accessories, etc.

For Rates of Freight and Insurance to all parts of the
World, Sailing Dates, Etc.,

Telephone or write to : —

McGregor, gow & Holland, Ltd.,

1 & 4, FENCHURCH AVENUE. E.C.3.

Telephone ... 5304 Avenue

Loading "Brokers and Agents for the principal
Steamship Lines.

THE TIELOCKEN

Every
Burberry
Garment
is labplled

" Butberrys."

ORIGINAL ALU
NUMBERPLATES

LA-9916

RW COflN *!KjSK!S!&

2l9.Goswell Roe.d. E C l

Phones: Cenlral 4879 CUy 364<S.

KINDLY MENTION " THE AEROPLANE

Burberrys have designed THE
TIELOCKEN for the express
purpose of providing the airman
with a safeguard that affords
staunch protection under the
severest conditions.

By means of overlapping fronts,
it ensures double protection from
neck to knees, and leaves no
pos-ible avenue through which
wet and wind can penetrate.

The materials are extremely dense
in texture and are treated by
special Burberry processes — with-
out the aid of rubber — which
render them impervious to rain,
mist or wind.

A detachable lining of fur or
fleece, ensures luxurious waimth
in cold weather and makes the coat
especially serviceable for flying.

Another advantage of THE
TIELOCKEN is quick adjust-
ment A single belt holds it
securely — no butto is to fasten or
lose.

RA.F. or Flying Hit in 2-
4 Days or Ready-to- Wear

BURBERRYS

Bd. Malesherbes PARIS : and Agents in Provincial Towns

Burberrys Ltd,

WHEN CORRESPONDING WITH ADVERTISERS.

TH i TIELOCKEN

Ulustrat d Catalogue
& Patterns Post Free

HAYMARKET
S.W.I LONDON

744

The Aeroplane

November 3, 1920

A.T.T., DH9, G-EAQP, Rotterdam-London, ■ — 13.00, Nil, i, Robins.
C.T., Nieuport, F-CGTI, Paris-London, 12.33-14.25, M., Nil, Le Comte.
A.P.B., Westland, G-EAJL, Paris-London, 13. 10-15.04, G., 3, MacMullin.
A.T.T., ■ DHi6, G-EASW, Paris-London, 13 30-15 3c, G., 1, Bamber.
A.T.T., DHa, G-EAQN, Amsterdam- London, 14. 10-16.35, G.&M., Nil,
Duke.

OCTOBER 30th:

A.T.T., DH16, G-EASW, London-Paris, 09.33-12.15, G.&M., Nil, Robins.
A.I T., DH9, G-EAPL, London-Amsterdam, 09.52-13.15, G., Nil, Holmes.
C.T., Nieuport, F-CGTI, London-Paris, 10.45-15.50, Nil, Nil, Le Comte.
A.T.T., DII18. G-EAUF, London-Paris, 13. 21-15. 55, G.&M., 5, Forson.
A.T.T., DII16, G-EALU, Paris-London, 10.10-12.10, Nil, 4, Armstrong.

A.T.T., DH16, G-EASW, Paris-London, 13.50-15 40, Nil, 4, Carter.
M.A., Breguet, F-CMAG, Paris-London, 13.31-15.55, G.&M., Nil, Martel.
A.T.T., DH9, G-EAQA, Paris-London, 13.15-15.55, G., Nil, Milnes.
S.N.E.T.A., DHy, O-BIEN, Brussels-London, 12.20-15.05, M., 1, Wunters.
A.T.T., DH9, G-EAOZ, Amsterdam-London, 14.45-17.15, M., Nil, Hinch-
cliffe.

G.E.A., "Goliath," F-GEAB, London-Paris, 11.40-16.00, Nil, Nil, Patin
& 1.

OCTOBER 31st :

A.P.B., Westland, G-EAMV, London-Paris, 13.27-17.00, G., 1, Orde.
A.T.T., DH18, G-EAUF, Paris-London, 10.32-12.30, G., 4, Forson.
A.T.T., DH9, G-EAPL, Amsterdam-London, — 14.25, G., Nil, Holmes.

The Air Port of Cricklewood. (Telephone: Hampstead 7500.)

OCTOBER 25th:
H.P.T, DIl4a, G-EAVL, London-Amsterdam, 14.03—, G.&M., 2, Foot.
H.P.T., HP, G-EASN, Brussels-London 12.05-14.20, G.&M., 4, Rogers & 1
H.P.T. , HP; G-EATL, Paris-London, 13.00-15.47, G., 3, Bager & 1.
H.P.T., DH9, G-EAUP, Berlin-London, 09.15—17.07. Nil, 1, Fowler.

» OCTOBER 26th :

H.P.T., HP, G-EATU, London-Paris, 12.30-17.20, G., 3 plus 1 dog, Beal
, & 1.

S.N.E.T.A., DH4, O BADO, London-Brussels, 13.50-16.40, Nil, Nil, George
H.P.T., HP, G-EASN, London-Amsterdam, 13.50—, G.M., Nil, Olley & 1
H.P.T., DH9, G-EAUC, London-Brussels, 14. 00-11. 00 (27th) G.&M., Nil,
Halliwell.

S.N.E T.A., DH4, O-BABI, Brussels-London, 12.10-14.12, G.M., Nil, Briere
H.P.T., HP, G-EASL, Paris-London, 12.50-15.55, G., 3, Capps & 1.
H.P.T., DH4a, G-EAVL, Amsterdam-London, —16.47, Nil, Nil, Foot

OCTOBER 27th:

H.P.T., HP, G-EATL, London-Paris, 12. 10-15.50, G , 7, Bager & 1.
H.P.T., DII9, G-EAUP, London-Amsterdam, 13.55—, M., Nil, Fowler.
H.P.T., DH9, G-EAUC, Brussels-London, 12.45-14 30, G.&M., i, Halliwell
H.P.T., HP, G-EASY, Paris London, 13.00-16. 15, G., 5, Jones & 1.

OC I OBER 28th :

H.P.T., HP, G-EATN, London-Paris, 12. 10-16.03, Nil, 7, Halliwell & 1.

H.P.T., HP, G-EASL, London Paris, 12. 18-16. 03, G , 3, Jones & 1.

H.P.T., DH4a, G-EAVL, London-Amsterdam, 13.5?—, G.&M., Nil, Foot

H.P.T., DH9, G-EAUC, London-Brussels, 1405-17.00, G.&M., Nil, Hope.

H.P T., HP, G-EASN, Amsterdam-London, 12.20-1618, G M , 1, Olley & 1

H.P.T., HP, G-F.ATH, Paris-London, 12.40-16.47, Nil, 3,- Beal & 1.

OCTOBER 29th :

HP., SE5, G-EATE, London-Paris, 08.15, landed Abbeville, Nil, Nil.
Perry.

H.P.T., DH9, G-EATA, London-Hamburg, 0y.17-13.15 (Amsterdam), Nil,
2, Olley.

H.P.T., DH9, G-EAUP, Amsterdam-London, 08.45-11.20, GM, Nil, Fowler
H.P.T., HP, G-EASY, London-Paris, '12. 17-16. 20, G., 8, Beal & 1..
H.P., Bristol, G-EASH, London-Brussels, 13.57-17.15, G.&M., 1, Fowler.
H.P.T., DH9. G-EAUP, London-Amsterdam, \3o3— . G.&M., Nil, Capps.
H.P.T., DH9, G-EAUC, Brussels-London, 12.25-14.23, Nil, 1, Hope.
S.N.E.T.A., DH4, O-BADO, Brussels-London, 12.25-14.43, G.&M., 2, Van
Opstal.

H.P.T., DH4a, G-EAVL, Amsterdam-London, 12.52-15.00, Nil, Nil, Foot.
H.P.T., HP, G-EASL, Paris-London, 12.52-15.35, Nil, 2, Bager & 1.

OCTOBER 30th:

H.P.T., DIl4a, G-EAVL, London-Pau, 09.15, arr. Paris 12.00, left again

13.00, Nil, I, Foot.
H.P.T., HP, G-EATH, London-Paris, 12.06-16.00, G., 8, Bager & 1.
S.N.E.T.A., DHt, O-BADO, London-Brussels, 13.45-16.30, G.&M., 2,

Van Opstal.

H.P.T., HP, G-EASL, London-Amsterdam, 13.30—, G.&M., 3, Rogers & 1
H.P.T., HP, G-EATL, Paris-London, 14.00-1645, G., 6, Jones & 1.

OCTOBER 31st :

S.N.E.T.A., DH9, O-BIEN, London-Brussels, 12.25-16.25, Nil, Nil, Wouters
H.P.T., HP, G-EATJ. Paris-London, 12.30-14.45, Nil, 3, Beal & 1.
H.P.I. , DH9, G-EAUP, Amsterdam-London,— 15.30, Nil, Nil, Capps.
H.P., Bristol, G-EASH, Brussels-London, 12.20-15.55, Nil, 1, Fowler.

Air Port Statistics.

Machines : —

Croydon 72 Cricklewood 59 Total 11 1
Personnel — Passengers :

, Croydon 109 Cricklewood 83 Total 192

Crews :

Croydon 83 Cricklewood 57 Total 140
Total Passengers and Crewi 332

Inland Flying at Croydon.

Oct. 25th.— Bristol from Bristol; A.T.T , DH9, 1 joy-ride.
Oct. 26th— A.T.T. , DH9, 1 joy-ride; Leath'irhead Aviation Co., 1
Avro from Leatherhead, return.
Oct. 27th.— A.T.T., DH18, 2 tests; H.P., DH4 from Cricklewood.
Oct. 23th.— I.A.L., Bat, 2 tests.

Oct. 29th. — A.T.T., Avro, 1 test, 1 joy-ride, 2 joy-rides.
Oct. 30th.— A.T.T., DH9, 5 joy-rides; I.A.L-, Bat, 1 test; A. V. Roe
and Co., Avrp triplane to Hamble; S.N.E.T.A., DH9 to Cricklewood.
Oct: 31st — I.A.L-, Bat to Bristol.

Inland Flying at Cricklewood.

Oct. 25th. — H P.T., DH9 to Croydon return; BE;c and AW from
Waddon, William beardmore and Co., WB8 to Glasgow.

Oct. 26th.— H.P.T., BE2e 2 tests; Sopwith "Pup" from Castle Brom-
wich.

Oct. -27th.— S.N.ET.A., DH4 to Croydon; H.P.T. BE2e 2 tests; DH9
fiom Lympne.
Oct. 2ttti. — H.P.T. O/400 test; DH9 test.
Oct. 20th — Nil

Oct 30th. — S.N.E.T.A., DH9 from Croydon.

Oct. 31st. — H.P.T., O/400 started for Paris but returned.

The London Terminal Aerodrome

It seems to one that it would pay a firm to run joy-rides
during the week-ends at about five shillings a head; just up,
one circuit, and down again. People used to pay two guineas
for tins before the war, and many of the crowd who appear
on Sundays would pay five shillings for a short flight who
cannot afford a guinea for the longer trip Besides, it would
be good propaganda and ensure plenty of flying.

Even, if there is not much doing in the dying line on
Sundays, Croydon is always worth visiting for those who
spend their week in town. Beside;-, being right out in the
country so far as the air and the view are concerned, an ex-
cellent tea can be obtained in the comfortable lounge of the
Trust House, which, since inauguration, has been in the
capable hands of Mrs. Middleton. For the casual visitor, as
well as the permanent settler, the arrangements are excellent
in normal times, and one does not doubt that they will be
all right at the next "show," whenever that is.

The "Puma" engmed Fokker is expected shortly. One
understands that it would have been here before but for
radiator trouble.

The Air Post of Banks are running their (Tail y service each
way with mechanical regularity. Their artistic though
mechanically inaccurate poster has attracted great attention.
Tt depicts very accurately "The Air Post of Banks (in forma-
tion)," as the legend on the side of the machines states.

On Wednesday an Avro belonging to the Aircraft Disposal
Company, taking off across wind, had engine failure at a
height of about 40 ft. and landed without the aerodrome.

Mr. Bert-Hinkler went off to Southampton on the Avro
triplane which participated in the Martlesham trials. He
hopes to be, up again later in the week with a two-seater
"Baby" Avro. — G. D.

A.T. and T. Notes.

The only difference which the fog has made to the A T. end
T. services is that the times of starting of the 09.3c machine
has been slightly delayed. Those who have had the misfor-
tune of using the train services have not been so fortunate, as
these have teen very late and very attenuated.

The original Isapier-engined "16" G-EARTJ, which has been
overhauled, will shortly be on the service again B'verything
else has been going as usual, that is to say excellently.

On Wednesday Mr. Armstrong was testing the U.H.18. He
made several wide circuits at a considerable height. His
filial landing was as good as any one has seen for a big
machine of this type. The "18" has yet to be equalled for
comfort, speed, and view from the cabin, to say nothing of
strength of construction and safety, the big windows and door
and the two large emergency exits in the roof inspire more
confidence in the inmates than in any other machine in which
one has flown, or even seen.

On Saturday a D.H.9 was joy-riding all the afternoon, and
some days previously the members of a notorious jazz-band,
having jazzed ill front of a machine to be photographed
"before flying to Paris," were taken for short joy-rides in a
"9" by Mr. Duke, now an A.T. & T. pilot, who at one time
was with the British Aerial Transport Co., the moving spirit
of which is ,Sir Samuel Waring, Bart., who obtained his
baronetcy for.his services to aviation. — G. D.

The Instone Air Line.

The "Vimy" has been on the Paris service during the week.
She is abouf to start on a series of flights to a distant part
of Europe, of which more anon.

The "Bat" (which was built by the B.A.T. Co., of which
the moving spirit is Sir Samuel Waring, Bart., who obtained
his baronetcy for his services to aviation) has been fitted up
as a darkroom in order to assist in a press "stunt" with
the most enterprising of evening journals. Mr. Barnard took
her to Bristol on Sunday for this purpose. She was to proceed
to her destination on Monday. — G. d.

A Presentation.

On Oct. 28th H.R.H. the Prince of Wales, K.G., received
at York House a boy named J. R. Baker and accepted from
Lim a model aeroplane with which Baker won first prize in
the junior section of Messrs. Thomas Parsons and Sons'
model-making competition. His Roval Highness admired
the model very greatly.

)

November 3, 1920

The Aeroplane

745

An Official Discovery.

The Department of Civil Aviation is to be congratulated
on having discovered what might otherwise have been a dark
horse among British high speed aeroplanes. In the com-
munique issued on Oct. 20th, 1920, No. 266, time 17.30, it
appears that Handley Page G-EASY, belonging to Haudley
Page Transport, Ltd., left Paris at 12.45 with six passengers
and goods on board, and arrived at Cricklewood at 13.03.

This allows 18 minutes for the complete journey of, roughly,
240 miles, which works out at approximately 13 miles per
minute, or 780 miles per hour. It seems that it would be
worth while to back it as a long shot for the race next year
for the Cox Trophy, which, one gathers, is to replace the
extinct Gordon Bennett race.

Possibly Handley Page Transport, Ltd., might do well out
of letting seats in the machine as a prospective winner of
next year's Aerial Derby. Can it be that all unknown the
new Handley Page Wing has been put in operation on one
of the O/400 type, or is it some species of aeronautical thyroid
gland which has been discovered by the H.P. laboratory ?

Stoke-on-Trent,

The. return visit of the Berkshire Aviation Co.'s circus to
Stoke-on-Trent for the period Oct. 26th to Nov. 9 th has been
very successful, and large crowds have gathered daily at Port

Hill Meadow to see the display of stunt flying, and during
the first week-end between 80 and 100 people availed them-
selves of the opportunity of going up for the modest charge
of 12s. 6d. Free flights were arranged in conjunction with
the North Staffs Sentinel, and considerable enthusiasm was
shown in the ballot for the lucky number.

A praiseworthy feature of the visit of the Berkshire Avia-
tion Co. is the fact that a portion of the takings is turned
over to the local infirmary, so that all visitors to the Port
Kill Meadow Aerodrome have the satisfaction of knowing
that they are assisting at least one well-deserving cause,
even if they do not interest themselves in the future of
aviation. — O. F. J.

Woking.

Owing to the strike of the miners the works of Messrs.
Martinsyde, Ltd., were closed down for stock-taking at mid-
day on Oct. 22nd, until Nov. 8th, unless the strike should be
piolonged for a longer period. Previous to closing the works
the firm had discharged over a hundred employees, whom,
however, they will re-engage when the works are re-opened.
For some weeks past the men in the shops" have been working
half-time, with no work 011 Saturdays. About 1,000 work-
people have been temporarily thrown out of employment by
the closing of the factory. — j. V. s.

FOREIGN

ARGENTINA.

The Argentine correspondent of The Aeroplane w rites : —
Aerial Legislation.

Although aviation is not so far advanced here as 111 Europe
or the United States, and the air not, at present, thick with
machines to such an extent as to obscure the sky, legislation is
already in hand designed to regulate Hying in all its aspects
and branches, outside, of course, the national military and
jiaval services. The committee appointed by the Ministry of
War has been dealing exhaustively with this subject. Flying
within the limits of the Republic is to be controlled. Several
of the projected provisions will be very sympathetically re-
garded by nei vous householders, who fear that the acrobatic
lunatic giving stunts over the premises will fall on the roof
or smash up the flower pots. This sort of thing will, except
in specified cases and places, be "caused to cease." There is
to be? no flying of a spectacular or nsky nature ovtr populated
areas, apd aviators must be fully qialified and in possession
of certificates to that effect, and their machines must likewise
carry certificates of airworthiness.

Military or naval aircraft are to have access to any aero-
drome. Any service of machines mav be conceded., if of
public utility, on reasonable conditions. In national emer-
gency all aircraft may be commandeered without exception.

Log books must always be carried, as well as a list of
standing instructions and signals.

Customs Houses, lights, prohibited areas, diplomas, etc.,
are all considered, and penalties in particular have not been
forgotten. Among the latter are imprisonment for not more
than six months or a fine of not more than .£200, or, if neces-
sary, both together.

The consideiation of these aerial regulations has given con-
fidence to existing and proposed aviation companies, who
will soon have the satisfaction of knowing their legal and
national standing.

A Projected Atlantic Flight.
The* Minister of War, Dr. Moreno, has informed Capt.
Zuloaga of the impossibility of the Government helping his
projected flight from Puerto de Palos (Spain) to Buenos
Aires, on account of the lack of the necessary materials for
carrying it out.

On account of this reply Capt. Zuloago went to the Ansaldo
Co. and asked them for the loan of a machine, having
already obtained leave for the necessary time to carry out
his project. He is convinced that, once' having obtained the
machine, a public subscription will be raised with the help
of the well-known actor,. Parravicini.

German Aeroplanes for Commercial Services.

Various aeroplanes have been embarked from Germany to
Buenos Aires. Some of these are intended for the Rid de
Janeiro to Buenos Aires route.

Flying at Cordoba.

Capt. Holland has again resumed flying. He recently flew
from Buenos Aires to the city nf Cordoba with a well-known
and wealthy rancher. He stayed in the city three days,
giving many passenger flights and taking obiique photo-
graphs of Cordoba before returning to the South.

Gen. Livingston's Farewell.

On Sept. 2.1st the President of the Republic gave an
audience to Brig. -Gen. Guy Livingston. Mr. J. A. Hinds
accompanied him. *

INTELLIGENCE.

Gen. Livingston made his adicux to Dr. Irigoyen, previous
to returning to London, after being engaged in making
arrangements lor the establishment of aerial services in the
Republic.

The President assured Gen. Livingston of the benevolent
eye with which the Government regarded such enterprises.
Aerodrome for Rosario.

The Rosario Aero Club are formulating an ambitious
scheme for an aerodrome equipped with hangars, workshops,
and club-rooms, close to the city. — "dumspiral."

BELGIUM.

A correspondent of The Aeroplane in Belgium writes : —
Closing of Antwerp Aerodrome.

Although some 1,200 passenger flights took place during the
summer, and more than 100 passengers embarked at Antwerp
for London or Paris the Antwerp Aerodrome has been closed
and the aeroplanes and all material have been shipped back to
Evere. The 4th Military Flight Squadron is now in posses-
sion of the site.

With this Mow to all energetic aviation enthusiasts in
Belgium, more particularly to M. Jean Olieslagers, the de-
voted defender of Antwerp's air port, the projected Antwerp-
Strasbourg line and the improvements in the British and
French Air Mail, are now things of the past. Its memory
merely remains to show that the spirit of procrastination and
the colossal lack of initiative and foresight prevails not less
in Belgium than it does in other countries. — E. V. Q.

Belgian Aeronautics.

The following letter has been received from a correspondent
in Belgium : —

The article in The Aeroplane of Sept. 29th on "Air Trans-
port in Belgium" interested me somewhat. If the Brussels-
London and Brussels-Paris services are not well advertised in
Antwerp, this cannot be said to be the cast in Brussels, where
there are countless notices up stating "Daily Service to London
and Paris," and "Flying every day at Evere." I should have
thought that this first notice would have conveyed to the
average intelligence that letters might be sent by that means,
even if there were not notices in the Post Office giving full
details of the air mail, as there are.

The S.N.E-T.A. organised a small meeting yesterday at
Evere, in conjunction with the "fat-porters" race from Buc.
It was without exception the worst run show I've ever seen.
No effort was made to tell the spectators what was going on
(as entry was free perhaps they thought that that was too
much to expect). There was no form of enclosure for the
public, who streamed about much as they liked, and only a
merciful providence prevented a bad accident of some sort.
Meanwhile competitors were getting off and landing, and
occasionally a joy-ride 'bus would get off and subsequently
laud, only adding to the confusion of the unfortunate in-
dividual who was trying to understand what was going on.
Two Hanriot Scouts and a FokkenDVn went up and stunted
when things were getting dull. The Belgians may like it,
but I don't like to see a man stalling his machine or coming
down in a spin to within 500 ft. of the heads of a crowd,
as they did.

The latest S.N.E-T.A. returns show that from Nov. 14th,
1919, to Oct. 1st, 1920, they carried out 1,327 passenger flights
With 3,609 passengers at Evere, and from July 1st, 1920, to
Oct. 1st, 1920, they carried 1,135 passengers at Wilrych
(Antwerp). It appears that the G.O.C. Antwerp has claimed
the latter ground for military purposes, so presumably the
S.N.E-T.A. will have to find another. They have a curious

The Aeroplane November 3, 1920

collection of machines at Evere : Ex-Hun L.V.G.s and Rum-
pier two-seaters, converted to carry four passengers as well
as the pilot. Two passengers sit in the observer's cockpit and
two m a space (you can't call it a seat) behind that. They
manage to stagger round over Brussels all right.

Then they've got Fokker single-seater scouts, converted to
carry a passenger, several Breguets and D.H.s. I asked one
of the S.N.E.T.A. mechanics what type of motor the latter
had, and he replied " 'Andley Page." This was too much
lor me and I asked further questions.

East, but not least, they have a Farman "Goliath," which
takes families for joy-rides, and scrapes the chimney tops of
Brussels.

Aerial Mail Figures.

The following figures show the number of parcels and
letters carried between Brussels-London, London-Brussels and
Brussels-Paris during the months of Julv-October respec-
tively, Dy the various Air Lines operating on those routes.

Brussels- London- Brussels-

London. Brussels. Paris

July 754 1581. ...... 1054 ;

August 1953 2325

September ... 2580 4560 1380

October 2387 6076 2449

It may be noted that the figures for October are not quite
complete owing to the fact that these figures were compiled
a few days before the end of the month; nevertheless, the
figures for the London-Brussels service show a considerable
increase, and serve to show that business people in this
conutry are beginning to realise the value of aerial trans-
portation.

DENMARK.

The Danish correspondent of The Aeroplane writes :
An Air Service Conference.

A large international conference for planning the air ser-
vices of 192 1 is being prepared for at Copenhagen during
October, when representatives of Norwegian, Swedish, Ger-
man, Dutch, English and Danish air navigation companies
are to meet.

Dit Danske Luftfartselskab is negotiating with the German
postal authorities to discontinue the air mail services during
the winter months. — Hi.

The Parachute Experts.

Being on a Continental circuit, Miss Sylvia Boyden and her
uncle, Major Ord Lees, have now been a't Copenhagen, where
Miss Boyden jumped with her "Guardian Angel" parachute
from a Rumpler biplane at the Lundtofte aerodrome on a
stormy Sunday.

Flying in Iceland.

Mr. Frank Fredricksen, late R.A.F., has been doing a good
deal of flying lately in Iceland for the Flugfelag Islands (The
Icelandic Aviation Co., of Reykjavik). Mr. Fredricksen's
machine is an Avro, like that of so many other people who
are pioneering aviation in out-of-the-way parts of the world,
i'or use under adverse circumstances on small or only partly-
prepared aerodromes, and for demonstrating to a people un-
accustomed to flying the safety and reliability of aviation,
there is certainly nothing better than the Avro.

One gathers that the result of Mr. Fiedricksen's fl ving in
Iceland this summer has not been particularly successful from
a financial standpoint, but he has been able to demonstrate
that flying is not as dangerous as some people would like
others to believe. There are, however, a good many people
in Iceland who in general believe in the actual advantages of
flying in that country where railways or roads are non-existent
or of the most primitive kind. It certainly seems unlikelv
that in a country with so small a population as Iceland and
such a vast tract of mountainous and barren land, there can
possibly be much opening for fast and regular aeroplane
services all over the country. Also the weather for a great
part of the year is very much against flying.

On the other hand there certainly are great possibilities for
seaplanes and flying boats, in view of the fact that Iceland
exists very largely on her fishing trade, and the big business
firms who handle the fishing industry would certainly benefit

by rapid communication along the coast between one fishing
town and another.

As regards the weather, and the perpetual darkness during
the middle months of the winter, it is just as well to remember
that the aeroplane, like the motorcar, scores over animal
transport, in that while an animal is standing idle owing to
darkness or bad weather, it is shortening its life. But an
aeroplane under similar circumstances is lengthening its life
by precisely the period during which it is standing idle. That
is to say, an animal is living and Hearing its death all the
time it is on the ground, whereas an aeroplane is only living
and nearing its death through the wearing out of its materials
while it is actually off the ground.

This point is particularly worthy of attention by those who
are considering the use of aerial transport in countries where
bad weather is frequent.

Recently Mr. Fredricksen had something of an adventure 111
making a journey from Reykjavik to the Westman Islands.
These islands lie some ten miles off the mainland about seventy
miles east of Reykjavik. Most of them are merely huge
boulders of lava, and the only inhabited island has an area of
12 square miles, and supports some 1,500 hardy fishermen and
their families.

Owing to this island being practically surrounded by pin-
nacles of rock, the air in the vicinity is considerably disturbed,
and Mr. Fredricksen, with his mechanic, Serjt. W. Turton,
late R.A.F., had an extremely bad passage, both going to the
island and getting away from it. In going to the island Mr.
Fredricksen had to make three attempts to land before he
could do so.

On his way from the island to Eyrabakka, where he had his
supplies of petrol and oil, he ran out of petrol at about half
way and had to land on the sand near the sea owing to the
rockiness of the country inland. It took 21 hours to obtain
petrol and oil from his store owing to lack of telephones and
roads.

It would hardly appear that there is much of an opportunity
for commercial aviation with land machines in Iceland, but,
as has already been said, seaplanes could be used with
advantage, and subsequently there will undoubtedly be a mail
line between Iceland and Denmark as well as another probably
between Iceland and the British Isles.

FRANCE.
A New World's Speed Record.

On Oct. 21st M. Sadi-Lecointe, flying the Nieuport biplane
(300 h.p. Hispano-Suiza) used by M. Kirsch in the Otardon
Bennett Cup Race, succeeded in putting up the world's speed
record to 302.525 km. or about 189 m.p.h. At 16.00 o'clock,
flying very low, sometimes not more than 10 ft., over the
kilometre course at Villacoublay, he covered the outward
journey in 12 1-10 sec. and the return journey in it 7-10 sec,
giving an average time of 11 9-10 sees.

A correspondent in France writes : —

The Buc Meeting.

De Romanet had a very narrow' escape on the 9th instant,
when trying to beat his speed record of 292.68 km. per hour
made previously on the same day. His engine was "revving"
at 2,500 when the "fairing pot" in the airscrew broke, burst-
ing his airscrew, the debris damaging his bottom plane, under-
carriage and radiator. Any pilot without his ability would
certainly have been killed, as he was doing well over 180
m.p.h. at the time.

Sadi Lecointe was able to get another speed test on the 10th,
and increased de Romanet's record by 4.12 km., thus leaving
him the "record man" of the meeting

Practically every type of machine was represented, at the
meeting, from the 1913 Bleriot monoplane to the latest Spad
six-seater Salmson-engined machine, and the Nieuport pas-
senger machine that was exhibited at the last Paris Aero
Show.

Casale flew the Bleriot "Mammoth" (four 300 h.p Hispano-
Suiza engines) with a dead load of 1 ton. This machine now
appears to fly very well.

Altogether the meeting was a great success, drawing huge
crowds, and it is said that it will be repeated at Le Bourget
next spring. — E. n.

CIVIL AVIATION IN ICELAND.
The Avro biplane owned by the Icelandic
Aviation Co. of Reykjavik, which has
been flown recently in Iceland by* Mr.
Frank Fiedricksen, late of the Royal Air
Force. It is stated that the topography
of Iceland is more suitable for the use
of seaplanes than for land machines.

1NOVEMBER 3, 1920

The Aeroplane

747

AIRCRAFT IN PARLIAMENT

ROYAI< AIR FORCE (RUSSIAN SERVICE).
Mr. CHURCHILL, in reply to Mr. R. McNeill, said that airmen who
served at An hangel after Nov. nth, 1918, are entitled to the British
War Medal and Victory Medal.

* * «

Oct. 27th. — The following written answer was given : —
PEACE TREATIES.— BRITISH SECTION, AERONAUTICAL COM-
MISSION OF CONTROL, BULGARIA.

Mr. CHURCHILL, in reply to Major D Davies, said that the British
Section of the Inter-Allied Aeronautical Commission of Control for
Bulgaria left England on Aug. 14th last to supervise compliance with
the air clauses of the Peace Treaty with Bulgaria. The British Section
consists of three officers and six other ranks. The cost of the Com-
mission will be borne by Bulgaria. The number of aeroplanes and
seaplanes to be destroyed is 57. No other British personnel was avail-
able in the neighbourhood for this duty.

THE ROYAL AERONAUTICAL SOCIETY.

Election ok Members.

The following Members were elected in the various grades as shown
at a Council Meeting held on October 19th : —

FeVoivs.— Lt.-Col. W. A. Bristow,, the Rt. Hon. Lord Weir of Eastwood.

Associate Fellows.— Fit. Lt. J. C. Atkinson, J. W. Copley, W. E. Dum-
brill, B.Sc, J. E. Jones, B.Sc., H. Rogerson, Capt. C. G. Sturt, A.F.C.,
Capt. L. J. Wackett

Students. — H. R. Cox, S. H. Evans, P. T. Griffith, T- P. Rathbor.e,
G. M. Scott, F. C. Whitmore, Chaucer Wood.

Members.— W. J. Adderley, Fit. Lt. C. Russell Cox, Lt. C. G. Little,
U.S.N.

Associate Members — E. P. Appleby, Fit. Lt. C. Hilton Keith, A.
Ruthven-Stuart, Lt.-Col. H. Laws Webb, F. J. McConnel.
Foreign Member. — Lieut. H. Sorensen, Danish Navy.

Scottish Bravch.
Fellow.— Prof. A. H. Gibson, M Inst.C.E., F.R S E.

Associate Fellows— A. E- Marsden, H. E. Yarrow, C.B.E., M. Inst.C.E.
- Associate Members.- TA. M. Kay, R. G. Millar, A. Page, T. H. Storer.
Student. — A. Cairns.

Air MAlt.

It has been decided that in future letters will be sent by Air Mail
in the case1' of all correspondence to countries which are so served.
It is felt that if all Members of the Society would follow the same
course practical assistance would be given to the development of
commercial aviation.

Library.

The following book has been received and placed in the Library : —
"Commercial Airships," by H. B. Pratt, M.T N.A.
October 23rd, 1920. W. Lockwood Marsh, Secretary.

Lectures.

The next meeting will take place at the Royal Society of Arts,
at 5-30 p.m on Thursday, Nov. .jch, when Wing Commander M.
Flack will read a paper on " The Human Machine in Relation to
Flying." Sir Humphrey Rolleston, K.C.B., M.D.,
F.R. CP., will be 111 the chair.

Air Vice-Marshal Sir E. L Ellington, K.C.B.,

C. M.G., C.B.E-, Director-General of Supply and Re-
search, will take the chair on the occasion of M.
Louis Damblanc's paper on "The Problem of the
Helicopter," which is to commence at 5 p.m. on
Thursday, Nov. 18th, at the Koval Society of Arts.

Air. Marshal Sir H. M Trenchard Bart., K.C.B.,

D. S.O., is to take the chair at the lectures on
Dec 2nd, at 5.3c p.m., at the Royal Society of Arts,
when Major G H. Scott, C.B.E., D.F.C., will read
a paper on "Airship Piloting," and Flight Lieut.
F. L- C. Butcher will read one on ' Airship Mooring."

Annual Dinner.

Notices of the annual dinner, which is to take place at 7.0 for
7.30 on Wednesday evening, Nov. 17th, at the Connaught Rooms,
should now be in the hands of all members. Early application for
tickets (price one guinea per head, exclusive of wines) is advisable
as many applications have already be^-n received and the room which
has been taken can only accommodate 20c diners. The President of
the Society, Lord Weir of Eastwood, is to be in the chair. Members
are invited to bring guests, and ladies will be welcome.

Examinations.

The Report of the Examinations Committee was presented to the
Council on Oct. 19th and was adopt.'d. It contained provisions as to
the general qualifications from outside bodies which should be accepted
in lieu of the Society's examinations for Associate Fellowship. A
second committee, under the chairmanship of Dr. Leonard Bairstow,
Fellow, has now beeh appointed to prepare a detailed list of the
specific degrees, etc., which shall be accepted, and to draft rules for
governing the Society's examinations.

Library.

The following book has been received and placed in the Library :
"The Motor Marine and Aircraft Red Book, 1920."

Journal.

The November issue of the "Aeronautical Journal," which will be
published on Nov. ist, contains a paper on "Civil Aviation," by Major-
Generai Sir F. K. Sykes, G.B.E-, and "A Few Remarks Concerning
Some Fundamentals of the Theory of Blade-Screws," by Dr. George
De Bothezat. W. Lockwood Marsh,

Oct. 3uth, 1920. Secretary.

THE ROYAL AERO CLUB.

Finance Committee.
A meeting of tlv Finance Committee was held on Tuesday last,
Oct. 26th, 1920, when there were present : Mr. J. H. Nicholson, in
the chair; Mr. Ernest C. Bucknall; Lieut.-Col. F K McClean; Lieut.-
Col. Alec Ogilvie; and the Secretary.

Joint standing Committee of the royal Aero Club and the Society
or British Aircraft Constructors.

A meeting of the Joint Standing Committee of the Royal Aero Club
and the Society of British Aircraft Constructors was held on Wednes-
day last, Oct. 27th, 1920, when there were present :

Royal Aero Club— Lieut.-Col. J. T. C Moore- Brabazon, M.C., M.P.,
in the chair; Squadron Leader T. O'B. HuDbard, M.C., R.A.F.; Lieut.-
Col. F.J K. McClean; Lieut.-Col. Alec Ogilvie, Group Capt. C. R.
Samson, C.M.G., D.S.O., R.A.F. (representing Racing Committee of the
Royal Aero Club).

Society of British Aircraft Constructors— Capt. P. D. Acland; Mr
James Bird; Mr. Hamilton Fulton; Mr. Charles V. Allen (secretary).

Harold E. Perrin, secretary, Royal Aero Club.

Programme of Racing for 1921. — A general discussion took place 011
the Club's programme of races for next year drawn up by the Racing
Committee. It was decided to meet again within a month, by which
time the Committee of the Society of British Aircraft Constructors
would have had an opportunity of considering the proposals put for-
ward by the Club.

It was reported that a speed race, to take the place of the Gordon-
Bennett Race, would no doubt be instituted next year, and the con-
ditions to be recommended to the Federation Aeronautique Inter-
nationale were discussed.

The .conditions for next year's Jacques Schneider Race were also
discussed and deferred till next meeting.

The proposal of the Club's Racing Committee to hold the Aerial
Derby in June, 1921, was reported.

The classification of machines was discussed and deferred pending
a report from the Technical Committee of the Society of British Air-
craft Constructors.

Committee Meeting.
A meeting of the Committee was held on Wednesday last, Oct. 27th,
1920, when there were present : Lieut.-Col. J. T. C Moore-Brabazou,
M.C., MP., in the chair; Mr. Ernest C. Bucknall; Squadron Leader
T O'B. Hubbard, M.C., R.A.F. ; Lieut.-Col F. K. McClean; Lieut.-
Col. Alec Ogilvie; Lieut.-Col. Mervyn O'Gorman, C.B. ; and the
Secretary.

Election of Members. — The following new members were elected : —
Major Sidney Tremlett Baker (late R.A.F.) ; Flying Officer Ernest
Patrick Dampier, R.A.F ; Harry John Morris; Flying Officer George
Arthur Pennington, R.A.F.; Major Lawrence Henrv Girdwood Stan-
brough (late R.E.).

Joint Standing Committee of the Royal Aero Club and the Society
o> British Aircraft Constructors. — Report of meeting of the Joint
Standing Committee of the Royal Aero Club and the Society of
British Aircraft Constructors held on Oct. 27th, 1920, was received and
adopted.

Flying Services Fund. — Report of meeting of Flying Services Fund
Committee held on Oct. 11th, 1920, was received and adopted.

Jacques Schneider Cup, 1920. — Letter was read from the Federation
Aeronautique Internationale, dated Oct. 19th, 1920, intimating that the
race for the Jacques Schneider Cup, held at Venice on Sept. I9th-2ist,
1920, had been won by the Italian representative, Mr. Luigi Bologna,
011 a 470-h.p. Savoia machine, the course of 200 nautical miles being
completed in 2 br. 10 min. 35 sec. at an average speed of 172.561 km.
per hour.

The Secretary reported that arrangements had been made for the
dispatch of the trophy to the Aero Club Of Italy This action was
confirmed.

Finance Committee. — Report of meeting of Finance Committee held
on Oct. 26th, 1920, was received and adopted. .

Aviators* Certificates. — The following aviators' certificates were
granted : 7901, Mrs. Dulcibella Atkey ; 7902, Anthony Bcllingham-
Sraith; 7903, Edward Richard Swancott Gray.

" Duly Express" /io.ooo Prize: Flight to India and Back.

The Government having stopped all attempts to win this prize,
owing to the conditions on the routes in the Near East, and the
competition having closed on Oct. 31st, 1920, the Club approached the
proprietors of the Daily Express with a view to the competition being
reopened next year.

In a letter to the Club, dated Oct. 20th, 1920, Mr. R D. Blumenfeld
replied that, having gone fully into the question, the proprietors of
the Daily Express had reluctantly come to the conclusion not to
do so.

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GENERAL BUILDINGS. ALDWYCH, LONDON. W.C 2

Telephone : CITY 7843 (3 Lines.) EST. 1834 Telegrams ' Pinchin . Phone • London."

' Works: SILVERTOWN. POPLAR an-I WEST DRAYTON

R.. melt's at BlfAUNGHA*. BaiSTOl.. (iVASGOW. LEEDS, LIVERPOOL. MANCHESTER. NEWCASTLE.

748

The Aeroplane

November 3, 1920

INDEX TO ADVERTISERS

Accles & Pollock, Ltd. Front Cover & Back Cover

Aircraft D.sposal Co., Ltd., The 721

Armstrong Siddeley Motors, Ltd 743

Arrol-Johnston, Ltd. Front Cover

Auster, Ltd Front Cover

Beardmore Aero Engines,

Boulton & Paul, Ltd

Bowden Brake Co., Ltd,, The ...
Bristol Aeroplane Co., Ltd.
British Emaillite Co., Ltd., The

Ltd., The
Front Cover & 728

731

748

721

.. Front Cover

Burberrys, Ltd

Cellon, Ltd

Coan, R. W

Fairey Aviation Co., Ltd., The ...
Firth, Thos., & Sons, Ltd.

Grahame-White Co., Ltd. - ...

Kodak, Ltd

MacLennan, John, & Co

IVJetal Airscrew Co., Ltd

McGregor, Gow, & Holland, Ltd.

743

Inside Back Cover
743

727

735

... ... 748

735

... Front Cover

742

743

New Pegamoid, Ltd.
Oddy, W. D., & Co., Ltd....
Pinchin, Johnson, & Co., Ltd. ..

Roe, A. V., St. Co., Ltd

Saunders, S. E., Ltd

Short Bros., Ltd

Titanine, Ltd. Front Cover &

Vickers, Ltd...

Walton Motors, Ltd.

Westland Aircraft Works

748

. In ide Bach Cover

. - ... r4j"

722

• 74«

... Back Cover

Inside Front Cover
... ... 739

... • ... 733
737

MISCELLANEOUS ADVERTISEMENTS

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PATENTS.

PAGE WHITE and VAUUHAN (late Page and
Rowlingson), Chartered Patent Agents (Consult-
ing Engineer, Mr. S. E. Page, A.M. Inst. CE), 27,
Chancery Lane, London, W.C. Tel., 332 Central.

HENRY SKERRETT (H. N. Skerrett, A.I.A.E.,
A.I.Mech.E., Associate LEE, Fellow of the
Chartered Institute of Patent Agents), Patents,
Designs and Trade Marks. — 24, Temple Row,
Birmingham.

ADVICE WITH HANDBOOK FREE. — B. T.
King, A.I.M.E-, Registered Patent Agent, 165,
Queen Victoria Street, London.

STANLEY, POPPLEWELL AND CO., Patent
Agents and Consulting Engineers. Applications
for Patents attended to in all countries. — Jessel
Chambers, 88, Chancery Lane, W.C. 2. Telephone,

CONSULTING ENGINEER.

A. P. THURSTON, D.Sc.(Lond.) Engineering,
M.I.AE-, A.M.I.M.E, F.R.Ae.S., Invention
Specialist and Consulting Engineer, 29, Southamp-
ton Buildings, W.C.2.

MISCELLANEOUS.

REPAIR WORK SPECIALISTS. — Skilled Riggers
and Mechanics sent to any part of the British
Isles to effect repairs. All types of machines. War
machines reconstructed for Civil Aviation. Esti-
mates on application.— Central Aircraft Co., 179,
High Road, Kilburn, London.

PUBLICATIONS.

BOOKS on Technical and all other Subjects.
Second hand and new at lowest prices. Sent on
approral. Catalogues free : mention require-
ments Books bought.— W. & G., Foyle, Ltd.,
121-125, Charing Cross Road, London, W.C. 2.

SITUATIONS VACANT.

WANTED BY THE AIR BOARD OF
CANADA.

Superintendent, Aircraft Repair Section
for Ottawa, Canada.

Initial salary of 2940 dollars per annum rising
by annual increments of 180 dollars to a maxi-
mum of 3300 dollars.

Candidates must have good education ; at least
ten years of experience as a carpenter or skilled
woodworking tradesman, five years of which
should have been in a supervisory capacity; wide
experience in construction, rigging and repair of
aircraft; ability to manage men.

Preference will be given to candida'es who have
been on active service. Application forms may be
obtained from the High Commissioner of Canada,
18, Victoria Street, London, England, and must
be filed with the Civil Service Commission,
Ottawa, Canada, not later than November 25th,
1920.

APPLICATION required from first-class Foreman
of Aircraft Fitting Shop for production of all
classes of fittings. Must be capable controller
of men. — Reply, stating age, previous experience,
types of machines previously employed on, salary
expected, and when at liberty, to Box No. 4,920,
The Aeroplane, 6r, Carey Street, W.C.2.

WANTED.

STEEL TUBES, Brass Tubes, and Round-head

Machine Screws wanted. — Dugdills, Failsworth,
Manchester.

MODELS.

FIRST-CLASS MODEL Petrol-motors and Castings
unique; interesting. List 3d. — Madison Motories,
Littleover, Derby.

FOR SALE.

TRANSFERS. — Firms lequiring Transfers should
write to the makers. — A Bird and Co., Latimer
Street, Birmingham.

A FEW copies of the "History of 24 Squadron
R.A.F.," by Captain A. E- Illingworth and Major
V. A. H. Robeson, M.C., with a foreword by Air
Marshal Sir H. M. Trenchard, K.C.B., D.S.O.,
may still be bought, price 16s. — The Aeroplanj,
61, Carey Street, W.C. 2.

AEROPLANE STARTERS mounted on Ford
Chassis. Three for sale. — Apply the Aircraft
Manufacturing Co., Ltd., Hendon

D.H.6 for Sale. Fully licensed, dual control,
90-h.p. Curtiss engine. Perfect condition. Very
few hours flown. Would take 1920 combination
in part exchange. — For fuller particulars apply
Box No. 4,919, The Aeroplane, 61, Carey Street,
W.C. 2

THE AEROPLANE NOTE BOOK, invaluable
to students at lectures for quick and methodical
lecord of details of aeroplane and engine con-
struction (published at 5s.), now reduced te
2s. 6d. post free — The Aeroplane, 61, Carey Street,

W.C.2.

McCUDDEN'S FIVE YEARS IN THE R.F.C
A few slightly soiled copies of this delightftk
book (published at 7s. 6d. net) are available,
price 2s. 6d. — postage 6d. extra. Also a few
slightly soiled copies of Richthofen's RED AIR
FIGHTER (published 3s. 6d. net) for is. 6d»—
pottage 4d. extra. The two for 4s. 6d. post free. —
The Aeroplane, 61, Carey Street, W.C.2.

AVRO, three-seater, 110 Le Rhone, for Sale. Air-
worthiness certificate. Splendid condition. Ready
to fly away. £375 or nearest offer. — Box No. 491!,
The Aeroplane, 61, Carey Street, W.C. 2.

TRADE CARDS.

Read "L'AIR"

The Most Interesting of French Aviation Papers.

FOR SALE AT

"The Aeroplane" Publishing Office,
61. Carey Street, W.C. 2. Price 6d.

GRAHAM E - WHITE FLYING SCHOOL

First in 1909 -ana .First Ever Since.

THOROUGH TUUION. COMPETITIVE FEES.

Full Particulars upon Application.

GRAHAME - WHITE COMPANY, LTD.,
London Aerodrome Hendon, IN.W.9.

Telegrams : u Po. plane, Hyde, London"
Telephone : Kingsbury I2C (7 lines J.
Excellent Residential Accommodation at the London
Aerodrome Hotel.

PEGAMOID

BRAND

LEATHER CLOTH.

The Best Waterproof Covering for Railway, Tram-

way. Aeroplane. Motor Boat. Cushions. Seats, etc,

feS&T NEW PEGAMOID LIMITED, i3*n?ourvlctor,a-st;

TelegramB — Pegamoid, Phone, London,
Telephone— City 9704 '2 lines).

B.C.*.

Cables A b c 5th tditlon and Private.

FOR BOW0£Af CABL£S,
AND F/TT/AfGS

THE BOWDEN BRAKE C?E?

TYSELEY BIRMINGHAM

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November 3, 1920

The Aeroplane

iu

To Clear ! Surplus ! !

THE Aeroplane finds the stock of new
books, such as " L'Aeronautique Pendant
La Guerre Mondiale" and "The Aero-
plane Handbook," pressing hard upon its avail'
able shelf and floor space. It therefore proposes
to give its readers the opportunity of relieving
the congestion by an offer of certain surplus
volumes at

One Third the Published Price.

The most beautiful of War Books was Captain Saundby's
" Flying Colours." Edition de luxe, £2 2s. Popular
Edition, 15s. The copies remaining of the Popular
Edition are now offered at 5s. each, plus 6d. postage.
The book makes a handsome present, and could not be
reproduced for double the money.

The most thrilling of War Bosks was Jacques Mortane's
"Special Missions of the Air," des:ribing the
dropping of spies behind the German lines. It was
published at 3s. net, and is now offered at Is. net,
postage 4d.

The most amusing brochure on the Air Service was
"The Revelations of Hoy," published at Is. The
balance of the Second Edition is now offered at 6d.,
post free.

The Aeroplane & General Publishing Co., Ltd.,

61, CAREY STREET, LONDON, W.C.2.

u^&f?e IDo/dg of

0, Proved fJjficiency^

tCELLDN

COLON (RICHMOND) LTD., 22, CORK ST., LONDON, W.l.

^Telephone GcrTard44O(2bnes)7i^f/'(iw/AJAVVB,REG.L0,ND0Nl;

if

Now Ready

£1 Is. net.

THE AEROPLANE
HANDBOOK

Edited by
A. J. SWINTON, (Late RE.)

THE AEROPLANE HANDBOOK is intended to
provide a manual for the use of those who are
engaged in the design, manufacture and use of
aircraft.

CONTENTS

AEROPLANE AND AERONAUTICAL INSTRUMENTS. By Captain

A. F. C. Pollard, R.A.F.
STRENGTH CALCULATIONS.

GENERAL THEORY. By John Case, M.A., A F R.Ae.S.
MATHEMATICS. By John Case, M.A , A.F.R.Ae.S.
HIGH TENSILE STEEL WIRES AND CABLES. By Joseph Wilson,
Dr. R.A.F.

ALLOWANCES FOR BENDING STEEL. By RANDOLPH F. HALL.
THE VIBRATIONS METHOD OF TUNING UP By Ingegner* Carlo

Maurilio Lerici.
AIRCRAFT TESTING.

WIRELESS TELEGRAPHY AS APPLIED TO AIRCRAFT. By R. D.
Bangay.

SPRAY PAINTING, VARNISHING, AND DOPING. By C. L. BURDiCK.
DOPE- By A. J. A. Wallace Barr.

PATENTS AND PATENT LAW. By ARTHUR HUNT.
SPINNING. By George H Bettinson

AIR SPEED INDICATORS— THE PITOT TUBE. By Winslow H.

Herschel.
METEOROLOGY.

GLUE- By Dr. George F. Lull, U.S.A.
METRIC CONVERSION TABLES.

TABLES AND DATA (CONVERSION OF DEGREES TO RADIANS)
PERFORMANCE. By JOHN CASE, M.A, A.F.R.AeS.

A NOTE ON STABILITY. By Captain W. Gordon Aston, A.F.R.Ae S '
A.M.I.A.E-

PROPELLERS. By E. P King, B.Sc (Eng.), Lond. A M.I.Mech E.

The AEROPLANE & GENERAL PUBLISHING, Co., Ltd.

6i, CAREY STREET, W.C.2.

DESIGNERS and MANUFACTURERS
OF

AERIAL

PROPELLERS

ONLY

FOR ALL PURPOSES

CONTRACTORS TO H.M. GOVERNMENT

W. D. ODDY & Co., Ltd.,

GLOBE ROAD, HOLBECK, LEEDS.

'Phone ] 20547 Telegrams : AIRSCREWS, LEEDS.

J 20548 Codes: MARCONI, LEIBERS.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

iv

The Aeroplane

November 3, 1920

Aircraft Constructors to Leading Governments of the World

All Metal

Aeroplanes and Seaplanes

Military

Naval

Patrol

Passenger

Postal

Goods

Short " Silver Streak " All Metal Aeroplane

Designers and Constructors of the first BRITISH All-Metal Aeroplane as
exhibited at the International Aero Exhibition at Olympia. July, 1920

SHORT BROS. (Rochester & Bedford), LTD.

Seaplane Works, Rochester, Kent

'Phone: Chatham 627 'Grams: "Seaplanes Rochester"

London Office : Whitehall Home, Charing Cross, S.W .
'Phone : Regent 37S 'Grams : " Tested Phone London "

Accl

Polio

Limited,

Makers and manipulators of
weldless steel tubing.

Weldless steel tubing as used in
practically all engineering trades
and especially in the cycle,
motor, and aircraft industries.
We not only make the tubing,
but also manipulate it by every
known process for all purposes.
We are also sheet steel press'
workers and make the famous
"Apollo" tubular box spanners.

Consult us upon any problem —
et our experience aid you.

OLDBURY, BIRMINGHAM

Telephone: Oldbury 111 (4 lines).
Telegrams: " Accles, Oldbury"

Printed for The Aeroplane and General Publishing Co., Ltd., by Bonner & Co., The Chancery Lane Press, Rolls Passage,
London - and Published by The Aeroplane and General Publishing Company, Ltd., at Union Bank Chambers,

61, Carey Street, London, W.C.
ADVERTISEMENT OFFICES, 61, CAREY STREET, W.C.2.
EDITORIAL OFFICES. 175, PICCADILLY, W.l.

the aeroplane nov. 10 i92o. , ! | ! j] i ;;!; ! ;l( | i i ||| j|| | Hilllllllllll IIU^

Vol. XIX. No. 19.

SIXPENCE WEEKLY.

r Registered at the G.P.O. 1
L as a Newspaper. J

Arrol- Johns ton Cars

THE AERO WIND

SHIELD THAT WAS

PROVED BY WAR.

AUSTER LIMITED

Lon 'on :

133. Lorn! Acre. W C.2.

1 irmiatfhim :

Crown Wks.. Barford St.

73 O fl

—D

BEARDMORE

AERO
ENGINES

The Original

Non-Poisonous

SEE ADV r ET. INSIDE.

pes Webs Cords a? Jhre

i ALL QUALITIES SUITABLE FOR AIRCRAFT
DELIVERY FROM STOCK

John Maclennan

115 NEWGATE ST, LONDON, E.C,

telephone:-'

0LDBURY1M. ^

?7 TELE6PAM5 :
^LaCO ^ OLDBURY I

Weldless steel tubes for aircraft Construction

Tube manipulation and presswork,

SEE ADVERT. INSIDE,

THE
PRODUCTS
OF THE
DAY.

EMAILLITE

DOPING SCHEMES FOR AIRCRAFT.

VARNISHES. ENAMELS, ETC., FOR ALL PURPOSES.

THE BRITISH EMAILLITE CO.,

phone — wil. 234.6/7. 5, Hythe Road,

WIRE — RIDLEYPREN, IONDON. WilleBdeil, N.W.IO.

.^lilll!IH!l!lllll!ll!IM

The Aeroplane

November io, 1920

LU MINIUM

CASTINGS

CO AN
CASTS
CLEAN
CRANK
CASES

NOW IN A POSITION TO EXECUTE ORDERS.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

November io, 1920

The Aeroplane

749

HANDBOOK
of Aircraft
Equipment

Contains all essential data.
Specifications, Standards,
details of A.G S. Parts,
Instruments, Fittings and
Materials re>dy (or tre imme-
diate use of the Designer,
Drawing Office, Constructor
and Engineer.

Numerous Plates of Latest
Types of PASSENGER
CARRYING COMMER-
CIAL AEROPLANES in-
cluding description of each
machine.

Exclusive Pho.'os of the
ATLANTIC FLIGHTS
and H.M.A. R.34.

Complete List of British
Engineering Standards Asso-
ciation Aircraft Material
Specifications.

Royal 4to., 120 pp.,
Full Cloth Boards.

Jl limited number of copies are
available

at

10/6

each.

The Standard Reference Book
of the

AIRCRAFT INDUSTRY.

CONTENTS

Abney's Levels, A.G S. Parts, Air
Board Specifications, Air Cocks,
Airship Telegraphs, Air Speed
Indicators, Altimeters, Aluminium
Castings, Aneroids, Asbestos Mill-
board, Baffle Plate Fasteners, Balls,
Bandings, Barograph, Batteries,
Bearing Metals, Bolts, Bowden-
wire, Brass Rods, Sheets, Strip,
Brieht Steel Bolts, Brolt Dynamos,
Bulbs, Cables, Canopy Buttons,
Carburetters, Celluloid, Chrono-
graphs, Cleaning Cloths, Cleats,
Clips, Clothing, Coach Beading,
Compasses, Compression Taps,
Connections. Controls, Copper and
Asbestos Washers, Copper Ferrules,
Copper Sheets Cotton Waste,
Dashboard Lamps, Discs for Petrol
Cock, Dopes, Dope Cans, Dope
Brushes, Drain Cocks, Drain Plugs,
Duplicating Links Duralumin
Washers, Dynamos, Elbows, Engine
Rev. Indicators, Engine Stands,
Engine Starter, Eye Bolts, Eyelets.
Eye Nuts, Fairing Clips, Feeler
Gauge, Etc., Etc,

Great Eastern Street,

London, E C. 2.

Lady Lawson St., Edinburgh.

Aberdeen Gl sgow. Southampton.

Birmingham. Leeds. Pans.

Cardiff. Manchester. Melbourne.

Dublin. Newcastle,

©„©.©©,©©<£

9JB

AERO INSTRUMENTS

Gauges,
Inclinometers,
Aneroids,
And Aero
Instruments
of all

descriptions.

Revolution Counters

Indicating up to

2,000 R.P.M. 2,600 R.P.M.

£4 4 0

£5 5 0

Air-Speed Indicators

40-160 m.p.h.

Luminous Dial Non - Luminous

£7 10 0 £5 5 0

POST FREE.

THE AIRCRAFT DISPOSAL Co., Ltd.

„ (Managing Agents— HANDLEY PAGE, LTD.),

REGENT HOUSE,
RlNGSWAY,

"Airdisco, Westcent." LONDON. Regent 5621 (3 lines.)

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750

The Aeroplane

November io, 1920

AVRO
COMMERCIAL
TRIPLANE

Particulars from : —

A V. ROE & CO ,

LIMITED.

AVRO WORKS:

Newton Heath, Manchester*

Telephone - - Qity 8530

Telegrams " Triplane " Manchester

LONDON OFFICE :
166, PICCADILLY, W.l.

Telephone
Telegrams

Regent 1900.
" Senalpirt, 'Phone."

EXPERIMENTAL WORKS:

Hamble, Southampton.

Telephone - - Hamble 18.

Telegrams - - " Roe," Hamble.

AUSTRALIAN AGENTS:

AUSTRALIAN AIRCRAFT
AND ENGINEERING Co., Ltd.,

Union House, 247, George St.,
Sydney, N.S.W.

Telephone - - Qity 2572-

Qab/e Qipber - " ^Auiation" Sydney

ALL-ROUND EFFICIENCY

HTHE Avro Commercial Triplane, fitted
A with a Siddeley Puma 240 H.P. engine.

This aeroplane is a commercial machine in
every sense of the word, and provides the
most suitable means at present for reliable
and economical aerial transport.

The Pilot is seated well back along the
fuselage, where he can get an exceptionally
clear view for landing or taking off. Between
the two lower planes a roomy cabin is
situated. This is fitted exactly as a railway
carriage to seat four passengers, two facing
forward, two backwards. A large door in
the side gives easy access, and Triplex
glass windows provide an exceptional view
of the country beneath. If mails or goods
are to be carried the seats can be removed,,
leaving 113 cubic feet available.

KINDEY. MENTION " THE AEROPLANE" WHEN CORRESPONDING WITH ADVERTISERS.

VOL. XIX.
No. 19.

The Editorial Offices of "The Aeroplane" are at 175. Piccadilly, London, W.l.
Telegrapnic Address: -'Aileron, London." Telephone: Gerrard 5407.

Accounts, and all correspondence relating to Publishing and Advertising, should be
sent to the Regis erea Offices of The Aeroplane and General Publishing Co.. Ltd.,
61 Carey Street, Londoa, vv.C.2.

Subscription Bates, post free: Home,. 3 months. 8s ; 6 months, 16s.; 12 months 32s.
Foreign, 3 months, 8s. 9d.; 6 months, 17s. 6d.; 12 months. 35s. Canada, 1 Year. S8.

U.S.A., 1 Year. £8 50c.

ON THE NEEDS OF CIVIL AVIATION. IV.

Many are the needs of Civil Aviation, brains and money,
but chief!}' brains, being the chief of these. Already enough
money has been expended without brains to have made Civil
Aviation a commercial proposition in this year of grace if it
had been spent intelligently. The trouble is that hitherto we
have had Wonderful pilots, wonderful designers, wonderful
engineers, wonderful scientists, and all kinds of wonderful
people — even fearful and wonderful journalists — concerned
with and for Civil Aviation, but nary a business map, even of
the most ordinary sort.

Certainly one of the crying needs of Civil Aviation at the
moment is the advent of a few plain, cormnercially-minded in-
dividuals with a lot of business experience, a solid belief in
air transport, and a little imagination, to organise commercial
flying on a businesslike system. As things are one cannot
even get at costs with anything like accuracy. And if costs
cannot be shown convincingly on a prospectus or a balance
sheet, how can the vulgar necessary capitalist be expected
to finance adventures in Civil Aviation.

A Simple Question.

Here, for example, is a simple little question to which one
would like to receive answers from people who fancy them-
selves as being knowledgable on the subject of aircraft. What
is the life of an aeroplane ?

If you ask that question of a dozen people, ali more or less
closely concerned with aviation, ten will probably give you
some sort of an answer in flying hours. The other two will
either give you an answer in miles, or they will reply with
another question, as to whether you mean that the machine
is iu use all the time or whether it is kept in store.

Personally, one is convinced that it is altogether wrong to
measure an aeroplane's life in flying hours, for— barring
crashes—flying hours have nothing "whatever to do with its
life, except that perhaps they prolong it. At any rate, people
who have had a great deal to do with operating aeroplanes
hold that -the wood-work in a machine which is used regularly
and is kept in proper trim does not deteriorate so quicklv
as the wood-work of a machine which lies in store un-
attended. And they also say that when a machine is used
regularly there is less chance of rust damaging the metal
parts, for -then they are kept properlv greased or painted,
whereas in store thev cannot possibly receive the same
attention.

What is Depreciation?

During the war it was generally assumed that the life of
an aeroplane was about three weeks. ' That is to say, the
whole of the maenmes in use in the Flying Services had to
be replaced about seventeen times per annum. But in that
case the calculation was based on the new machines needed
to replace those lost over the lines and crashed in forced
landings and in training. It had nothing to do with the
actual depreciation of the machines in use.

There are plenty of cases to be discovered of machines which
apparently do not depreciate at all. There was, for instance,
the famous Deperdussin, built by Mr. Koolhcven for the
Military Trials in 1912, flown by the late John Porte in 1912
and 1913, kept in store through most of 1914, commandeered
by the R.N.A.S. at the outbreak of war, flown constantly by
the late Air-Commodore Groves (then a Commander, R.N.)
throughout 1915, ssi ?ti!l going strong when crashed bv a
pupil late in 1916.

There is the more modern instance of the old N.ic Fairey,
built in 1917, used for all sorts of Service flying and experi-
mental work in 1917 and 191S, bought in as "disposal" scrap
in 1919, used as a racing, experimental and competition
machine in 1919 and 1920, and still as good as ever, or per-
haps rather better. She is standing evidence of Mr. Fairev's
claim that there is no depreciation to be written off against
a properly built aeroplane constructed of sound material.

At the Etampes aerodrome, just before the Gordon Bennett
Race in September, the old-timers received a shock which
made them think they had gone back to pre-war days, for

suddenly out of the sky there dropped an ancient Bleriot,
of the 1912, two-seater, 80 h.p. type. It had toured over from
Buc .to see the fun. Nobody discovered its history, but there
it was, apparently as 'good as ever, and a living witness
to the longevity of aeroplanes when not used in battle.

Doubtless many similar cases can be mentioned by others
who have had the handling of aeroplanes during the past
ten }'ears or • o. And in the face of such evidence who is
going to say that the life of an aeroplane is to be measured
either in flying hours or in years of existence ?

And What is Obsolescence?

In a recent note in this paper on that excellent paper on
depreciation which was issued by the Canadian Air Board —
which is about the most practical and keenly alive institution
of its kind in the world— Captain1 Sayers argued that even
obsolescence is no basis on which to write off a charge against
an aeroplane, at any rate as a running expense. As he showed,
a given aeroplane with a given engine is just as well able
to earn a given amount of money ten years hence as it is
to-day, provided that it is kept in proper condition.

It may be out of date, and newer machines of different
design may earn more money, so that it may pay to scrap
the older type. The cost of scrapping it should, according
to Captain Sayers, be provided out of a reserve fund taken
from its profits, but should certainly not lie charged as a
running expense.

1 Therefore one cannot even say that the life of am. aeroplane
is Id be measured in vears because after so rnaay years it will
be obsolete. One might as well argue that a car should be
written off on account of age, yet many experienced motorists
would rather have a good car which is ten or fifteen years old
than most of the post-bellum cars, which seem to . be com-
pounded of lead and assembled by plumbers.

The Determining Factors.

Apparently, therefore, the life of an aeroplane depends on
two things. Firstly, its chance of being crashed by sheer
unavoidable accident or by bad piloting; and secondly, by
deterioration, caused by bad storage or bad treatment while
in use — that is to say, inefficient mechanics or insufficient
attention to adjustments, re-doping, re-painting, and so forth/

Freedom from crashes depends on the selection of pilots
by the air transport firms and on the care taken of the
machines and engines by the ground personnel of those
firms. The record of the cross-Channel lines during the past
year shows how astonishingly good these pilots are. And a
slight knowledge of their work increases one's respect for
Lhem, for, in fact, the freedom from crashes on these lines
reflects even more credit 011 the pilots than on the ground
personnel. On which subject one hopes to say more at a
later date.

The care taken of the machines by the ground personnel
depends primarily on those who manage the air lines, secondly
on the Aeronautical Inspection Department of the Air Ministry,
and thirdly on the Air Council, which decides how much power
and how much money may be given to the A.I.D.

Also, to a lesser degree, freedom from crashes depends on
the ground organisation established by the Department of
Civil Aviation. The provision of safe aerodromes, from which
machines can depart and on which they can land safely :
the establishment of proper weather observation posts along
the air routes : the proper working of wireless telephones
and the prohibition of interference by concerts and recitations :
and the efficient working of ground signals, depends on this
Department.

A Matter, of National Interest.

It seems, therefore, that the basis on which the life of an
aeroplane should be calculated is neither hours of existence,
nor hours in the air, but purely its chances of being crashed
or being allowed to deteriorate. And these chances will become
less and less_as pilots gain experience ana as commercial
ground personnel and Air Ministry ground organisation
improve.

752

The Aeroplane

November io, 1920

Such chances seem to be the affair of the actuaries of
insurance companies rather than matter for calculation by
business men or engineers. None the less it would be inter-
esting to have the views of those who have had to do with
the handling of aeroplanes.

The subject is, 'in fact, one which must be of considerable
interest to the Supply Department of the R.A.F. as well as
to air transport firms. In these days, when Government votes
for the Air Force are almost as exiguous as the financial
support of capitalists for the air lines, the question of re-
placing machines in the R.A.F. is of very considerable import-
ance, both to the pilots who have to fly them and the taxpayers
who have to buy them.

Therefore a fair estimate of the life of an aeroplane, and
the setting forth of a fair method of estimating that life
beforehand, is not merely one of the needs of Civil Aviation,
but is, one imagines, a need of the R.A.F. as 'well. It is,
in fact, a matter of national interest, and consequently any-
body who will make any suggestions on the subject will be
doing a service to the progress of aviation.

Such suggestL,£i=. need not ::ec°ssarilv be in the forfh of
hard and fast rules, they may even taRe the torm of argument
for or against the present system of calculating by flying hours
or by mileage — which amounts to much the same thing. In-

MORE POSTAL FOOLISHNESS.

It has been officially annonuced that the Air Mail Service
between London and Amsterdam has been discontinued as
from the end of last mouth because some people aver that fog
would prevent the service from operating regularly. So far
as one can gather, Holland is not much more subject to fog
than is England, though perhaps during the winter bad
visibility may be more common. One pilot £t least, who has
flown regularly on the Amsterdam route, says that he would
have no hesitation himself in taking his machine through
during the winter.

This pilot, incidentally, is strongly of the opinion that sea-
planes should be used on the Amsterdam route instead of
land machines, as it is possible to put a seaplane down and
get off again practically anywhere between Belgium and Am-
sterdam, whereas, although a skilful pilot might in some
cases put a land machine down without killing anybody, he
would almost certainly damage the machine, and in any case
would have a very small chance of getting off again if he once
landed anywhere in Holland outside one of the very few
aerodromes.

One gathers that the British Post Office is not to blame for
the discontinuation. This is due partly to the fact that both
British and Dutch air transport firms seem to funk running
their machines on this line during the winter, and partly
because the Dutch Government, either through sheer stupidity
or for some subtle form of graft, puts every possible obstacle
in the way of air post work, either with letters or parcels.
And this despite, or because of, the fact that the September
traffic was too per cent, greater than that of August.

A further example of postal stupidity is to be found in the"
fact that up to the present nothing has been done to develop
a postal service with Scandinavia. Quite recently a friend in
Stockholm sent two letters to this office, one by Air Mail to
Copenhagen and the other by the ordinary boat service.
Although the Air Mail only went as far as Copenhagen and
the letter was not brought right through via Amsterdam by
aeroplane, that letter arrived two days before the letter sent
oy the other route.

In consequence a letter was sent fiom this office to the Sec-
retary of the General Post Office asking what arrangements
had been made or were being made for the sending of letters
fiom this country to Scandinavia by Air Mail throughout.
The following reply was received : —

"Sir, — With reference to your letter of the nth inst., I
am directed by the Postmaster-General to infoim j-ou that,
when the Air Mail Service between Amsterdam, Copenhagen
and Malmo was instituted recently, full consideration was
given to the advisability of using it in conjunction with the
Air Mail Service from London to Amsterdam for the trans-
mission of Air Mail correspondence from this country to
Denmark and Sweden.

It was found that, under favourable conditions, the Service
offered some ostensible yd vantage in point of speed over the
ordinary Mail Services to Copenhagen and Malmo, but that,
in view of the difficulty of maintaining a regular service by
aeroplane to the place in question durihg the winter season,
it was doubtful whether in actual practice the new service
would afford any real advantage.

Moreover, it is probable that the London-Amsterdam Service
will not be maintained during the winter season. It was
decided, therefore, to defer offering the use of the service to
the British public for the transmission of air mail correspon-
dence posted in this country until experience of the working
of the service in the inward direction had been gained.

In the meantime, as you are probably aware, the Swedish

stances of long-lived aeroplanes will also be of interest, as
showing that machines are not as delicate or fragile as some
people oelieve. The log-books of some of the cross-Channel
liners would, one believes, be quite illuminative.

Betting Odds and Insurance.

Merely as an example one suggests that some sort of per-
centage basis might be evolved from existing knowledge of
the lite of aeroplanes. All insurance business is a species of
betting. If an insurance firm demands a one per cent, pre-
mium on an accident policy it is merely betting a _man too
to 1 that he does not meet with that accident while the policy-
lasts. If it demands ten per cent, then the price is shortened
to 10 to 1.

Possibly some of the bright young aviators whe are now
men of importance in the world where one insures, or tries
to do so, may have views as to how to calculate the life of a
commercial or Service aeroplane in terms of insurance. If so,
their opinions will be gratefully received.

It is at any rate sure that if a satisfactory and easily under-
stood method of calculating, discussing, or setting down on
paper, the probable life of an aeroplane can be produced,
it will help the financial progress of aviation quite consider-
ably. And so it will help one of the chief needs of Civil
Aviation. -^C. G. G.

Post Office has decided, in view of the unfavourable weather
conditions, to discontinue the dispatch of mails to this country
by air.

Letters for Germany, Denmark, Norway and Sweden may-
be sent by Air Mail as far as Brussels for onward transmission
by the ordinary Mail Service, often with the advantage of
a later posting. (Signed) L- Simon

(For the Secretary)."

The only consolation to be derived from this is the know-
ledge that the Swedish Post Office is as unenterprising as
others. Which only seems to show that both we and our
Scandinavian cousins have deteriorated considerably since
the days when the Scandinavian pirates raided the coast of
Britain regardless of weather. One does not imagine that
King Canute postponed the raid which resulted in his becom-
ing King of England because he did not like the look of the
weather.

Apparently, therefore, we must console ourselves with the
idea that when we are writing to our Teutonic relatives, either
in Germany or Scandinavia, the Air Mail will only assist us
as far as Brussels. — C. G. G.

A COMMERCIAL AIR RACE.

One believes that for some weeks past a spectacular air
race has been under consideration bv the Competitions Com-
mittee of the Royal Aero Club. It is generally acknowledged
that nothing would be gained at the . moment T>y a race for
purely racing machines even supposing that any . firms would
enter racing machines for anything.

In the French race for commercial machines from Buc to
Croydon and back some ten thousand spectators turned up
t<-. watch the machines/arriving, even though no advertising
of the race was carried out apart from a few inaccurate
statements in the Press. There were no arrangements made
to amuse the spectators during the time and after the arrival
and departure of the competitors. And yet everyone seemed
thoroughly pleased with the day's amusement.

Therefore it -seems that a race organised for com-
mercial machines with a special prize for machines
which actually run regularly on the usual air lines
would prove & great success, besides which, if the publicity
side was handled competently, it would give that advertise-
ment to the hard-working air lines which is so necessary.

Handicaps would be given according to weight carried,
and an event of this sort should be welcomed by the little
group of sporting pilots who pilot machines day after day in
all weathers on the set air routes to the Continent. Possibly
they would enjoy it as a little excitement in the daily round,
;.nd they might be able to demonstrate the superiority or
the reverse of their own pet course which they make on their
respective routes. There would be no objection to machines
carrying their usual cargo of paying passengers or paid-for
freight in either direction.

A very good show could be put up by a D.H.9, D.H.16,
and D.H 18, from A.T. & T., a "Vimy" and "Bat" from the
LA I- . a Westland or so from the A. P. of B., and an as-
sorted array from H.P.T., Ltd. If foreign competitors were
allowed, one might get a "Goliath," an F.50, a Spad, a Nieu-
port, a Breguet, and perhaps a Fokker.

Arrangement.-: could be made for joy-rides and exhibition
flying, or a Jamboree of sorts, while the competing machines
were away, and it has been shown how easily a big crowd
can be handled at Croydon. Suitable enclosures could be
erected at a small cost, and, if arranged jointly by the
Department of Civil Aviation and the Royal Aero Club, grist
might be brought to the mills of both. — G. D.

November io, 1920

The Ae ronlane

753

THE GREAT WING OIRSTION

To-day everybody is interested in the Question as to how much the Commercial Value of Aeroplanes can be improved by
fitting Wings of Various and Variable Forms. Some of the New Wings are Reasonable Efforts towards Improvement.
Others are mere Freaks. Above is seen the first Really Successful Attempt to produce a Variable Camber Wing. It was
fitted to the Fairey Seaplanes in 1917, and was used with Great Success in 1918 and 1919. The whole trailing edge is
pulled down, thus giving increased lift and making it possible to get off and alight at low speeds. As usual the Fairey was
the first to achieve Success, and it still retains its Success in Practice, for these old Variable Camber Seaplanes of 1918-

1919 are still in use and are giving Complete Satisfaction.

THE QUESTION OF DEPRECIATION DOES NOT ARISE
IN ESTIMATING RUNNING COSTS OF FAIREY AEROPLANES
EITHER ON LAND OR SEA, IN SERVICE OR CIVIL AVIATION

, THE HISTORY OF A SEAPLANE (The Original No. IO).

She was designed in 1916 ; She was delivered to the R.N.A.S. in April, 1917 ; She was cn Service
till after the Armistice; She was bought back in May, 1919, as a " Disposal " Machine ; She was
used to carry newspapers from Blackfriars to Thanet early in 1919 ; She was used for Experimental
Work during the Summer of 1919 ; She was flown in the Schneider Cup Race in September, 19x9,
and was the only competitor to return intact and under her own power ; She was used with experi-
mental Amphibian Undercarriages during the early part of 1920 ; She did Ferry Work between
Southampton and Sheerness as a Seaplane in the Summer of 1920 ; She has survived Nine Different
Engines. In September, 1920, She competed in the Air Ministry Competition for Amphibian
Aeroplanes, and put up a performance equal to that of the most modern flying-boats.

In all this work no Single Component Part, except the Undercarriage, has been replaced.
Fuselage, Wings, Tail-Plane, Rudder, Elevators, Fin, Tail-Float, even the Engine-Bearers, are
those originally fitted. The Wings have only been re-covered once, the Tail-Unit still has the
original fabric. The Cock-Pit has been altered to carry one, two, and three people.

The Fairey Aviation Co., Ltd.,

Head Office = = HAYES, MIDDLESEX.

London Office = - EMPIRE HOUSE, 175, PICCADILLY, W.i.
Works : HAYES, MIDDLESEX, & HAMBLE, near SOUTHAMPTON.

Telephones — 19 Hayes. Middlesex. Telegrams— "Airily, Hayes, Middlesex."

394 Regent. Code— A. B.C. 5th Edition.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

754 The A.eroplane November io, 1920

NAVAL AND MILITARY AERONAUTICS.

MILITARY

.Extracted from War Office communiques.

Nov. 3rd.— Middle Euphrates. — Hostile concentrations south-east of
Hiilah were bombed by our aeroplanes on the 31st. Our machines
were fired on, but no damage was done.

Nov. 5th. — Middle Euphrates. — Several hostile gatherings in the area
S.E- of Kufa were dispersed by aeroplane attack on Nov. 1st and 2nd.
On Monday one of our aeroplanes on reconnaissance was forced to
land nine miles S.E- of Hiilah. Another aeroplane, observing that an
Arab band was approaching, landed and brought away the pilot and
observer. The abandoned machine was burnt by the Arabs.
The Casualty Eist.

Reported Oct. nth.
Previously reported Missir.g, now reported Killed. — McNamara, Sec.
Lt. J. C, R.F.C.
Wharram, Et. C. E-, R.F.C.

AIR FORCE.

REVISED SYLEABUS FOR R.A.F. ENTRANCE EXAMINATION.

The Air Ministry announced on Oct reth, that the Air Council have
approved of a revised syEabus of subjects for the Royal Air Force
Entrance Examination, to colli; into force at the examination to be
held in June, 1521.

The syllabus will be substituted for that shown in Appendix II of the
Provisional Regulations respecting admission to the Royal »Air Force
(Cadet) College, after the November, 1920, Entrance Examination.

THE SLuvlMEK MESS P^ESS
The following memorandum regarding pattern of summer mess
dress for cfficers of the Royal Air Force serving in India, the Middle
East, and the Mediterranean was issued by the Air Ministry on
Oct. 25th : —

It is notified for information that a summer mess dress has been
approved for wear by officers of the Royal Air Force serving in India,
the Middle East, and the Mediterranean.

The details are as under : —

Cap. — As for home full dress.

Jacket. — White drill without braid or buttons, stand-up collar, fast-
ened at neck with loop of white cord. Detachable blue cloth shoulder-
straps with rank badges as for home mess dress-, One inside breast
pocket, sleeves cut plain with pointed eulfs 5 inches high at point
and 2\ inches behind.

Waistcoat. — White drill with round shaped opening, fastened with
four small R.A.F. brass buttons.

Trousers. — White, home design. 1

Shoes. — As for home pattern mess dress.

Gloves. — White leather (kid) when worn.

Shirts. — Plain white soft-fronted shirt with 5 tiff cuffs.

Collars. — Upright stiff collar, open in front, with turned-back
corners.

Ties.— Black.

Socks. — Black.

Patterns of the jacket, waistcoat and trousers will shortly be avail-
able for inspection at Room Sob, Air Ministry, Kingsway, W.C.2.

P. Young, Squadron Eeader,

For Director of Equipment

IMPRESSIONS AT THE MOTOR SHOW.

Personally, one knows absolutely nothing whatever about
motor cars. One can usually tell the difference between, a
Rolls-Royce and a Ford, chiefly by the looks of the occupants.
If one sees a very nice car with very nice people sitting in it
or standing near it, one knows it is a Napier. (N.B. — D. Napier
and Son stood one a free tea on the opening day.)

The first day of visiting the show, visibility was about half
of one's old friend the rod, pole or /and perch. This was
owing to a very successful exhibit of fog, possibly shown by
the Meteorological Department of the Air Ministry. From
the gallery one had an excellent view of the lights twinkling
in the murk.

The cars all looked very nice, though there was a lamentable
lack of light blue cars, which one thinks are the best kind.
The best one in the whole show was a scarlet one right in
the centre of Olympia. One does not know the make, or
whether it goes or not, but it certainly should not be missed
by prospective customers, because with that colour it must
be the best.

From what little one could see of the insides of the engines
through little pipes on them, it would seem that they are
painted much more prettily inside than out. Why cannot they
be turned inside out ? Also, all the airscrews are far too
small, most of them being only a foot or so in diameter.

One thing one is glad to see, however, and that is the
great advance the motor industry has made in looking after
the comfort of possible passengers. Some of the cars on
view at Olympia are very nearly as comfortable as aeroplanes.
One is told that some of them are just as safe as aeroplanes,
too, though their surface looks too small for slow landing.
The Handley Page Wing system applied to the mudguards
should get over this difficulty easily.

During one's tour of \he show one met a business friend
who desired to talk business, and, not being an exhibitor,
and looking on Mr. Philips and the Society of Motor Mongers
and Traffickers with the awe due to their august (adjective,
not month) bodies, oneself and one's friend made our way
outside the barrier of red tape, with which Olympia is entirely
surrounded, and then returned to the Mart without a stain
on our character. In fact we quite wore out the turnstiles
with our consciences (a noun which is described to one as
meaning "that which in a diseased state produces Malones").

What struck one also as being so awe-inspiring was the
number of army titles on every stand. Each stand appears to
be equal to a battalion headquarters, being commanded by

A Fatality in the Royal Air Force.

On Thursday, Nov. 4th, Flying Officers Harry Oliver Prout
and Horace Edgar Fenwick were killed near Kenley on a
Bristol Fighter. They had been to Winchester, and on their
return they found the aerodrome enveloped in fog. It
appears that they got into the Godstone Road valley, below
the level of the aerodrome, and crashed into a tree on the
side of a hill. Owing to the Jense fog a salvage party of
the Royal Air Force took over an hour to locate the wreck.

A verdict of "Accidental death" was returned at the inquest
on Saturday, at which the coroner levelled some strong
criticisms at the nature of the aerodrome. He remarked that
he had previously held inquest on officers who had been
killed in trying to land in the locality in bad weather. Flying
Officer Salt sent a message to the deceased officers at Win-
chester advising them not to return owing to fog, but by the
time the message was received they had already started to
return.

The unsuitability of Kenley as an aerodrome has frequently
-been noted in this paper. One believes that it was originally
chosen to be an aerodrome very largely because it was near
the private residence of the officer who formed the park.

Engine Repair Shops' Dinner.

The first annual reunion dinner of the Engine Repair
Shops' Association, the president of which is Wing Comdr.
C. B. Hynes, D.S.O., is being held on Friday, Nov. 12th, at
the Hoi born Restaurant. Full particulars may be obtained
from Flying Officer D. Drover, Directorate of Research,
Room A 243, Air Ministry.

The Westgate Seaplane Base.

A reunion dinner of all old comrades of the Westgate-on-
Sea Seaplane Base and Manston Aerodrome will be held at
the Holborn Restaurant on Dec. 1st. Tickets can be pbtained
from Mr. T. S. Setterfield, 1, Cuthbert Road, Westgate-dn-
Sea.

The Western Aircraft Repair Depot.

A reunion dinner of the officers of the Western Aircraft
Repair Depot, R.A.F., Yate, Gloucestershire, is arraiiged for
Nov. 12th at 7.30 p.m., at Anderton's Hotel, Fleet Street.
Particulars from R. G. Law Markham, Cromwell House, 33a,'
High Holborn, W.C.i.

a colonel usually, with at leasttwo majors and some captains.
On arrival at a stand one expected to be told to 'sign the
arrivals book and report to the adjutant, and sign the
departures book before leaving. In fact, one did see people
signing books here and there ; perhaps these were they. In
view of their size and the present financial condition of every-
body, they cannot have been cheque-books. One rather
imagined that brigade headquarters were in the nice red car
to which reference has already been made.

One is told that there is another part of the show at the
White City. One will take the word of Mr. Philips and the
S.M.M.T. for this. One visit to Olympia was enough to con-
vince one that though the Aircraft Industry may be moribund,
it is at any rate an improvement in the matter of personnel
over the motor trade, in that it does not harbour those nasty
parasites known as "agents."

Finally, to prove the triumph of the motor car over all
other methods of transport, it took ninety minutes in an
automobile taximeter cabriolet to go from Olympia to 175,
Piccadilly, a distance not much in excess of two miles.

Meanwhile, aeroplanes are operating on all the air lines
and elsewhere much as usual. — G. D.

A CHANGE FOR THE BETTER.

Apropos recent references in this paper to Signor Enrico
Mario T. Casalegno (alias Woodhouse), it is interesting to
learn that he is now no longer connected with those well-
known American aeronautical papers Aerial Age and Flying.
One gathers that the printers of these papers have now taken
possession and that they will be carried on solely as news-
papers and not as propagandist publications for Mr. Casalegno.

Mr. G. Douglas Wardrop, who has been Editor hitherto,
remains as Managing Editor, and one feels sure that his
enterprise and faculty for getting news with the least possible
delay will result in a very considerable improvement in the
papers now that he can devote to news space which hitherto
he has been forced by the former proprietor to waste on
purely political matter.

Mr. Charles D. Thomson, of Regent House, Regent Street,
W.i, remains British Representative of these papers, to which
one wishes every success in the future.

A SHOCKER.

The new serial in the Evening News is entitled : "The
Trenchard Case." One ventures' to suggest that this ought
to have a big "boom." — G. D.

November i o, 1920 The Aeroplane 755

Reliability, Speed & Economy,

in the three classes of the British Air Ministry
Competitions awarded to

NAP1E

engined Vickers-Viking, Handley Page and Westland
Machines.

These results are a triumph for Napier's design and
construction, embodying light weight for power developed.

This principle in the 450 h.p. Napier aero engine is the
outstanding feature in the design of the 40/50 h.p. Six
Cylinder Napier — the most distinctive and up-to-date
motor carriage constructed.

Chassis Price, 2,000 guineas. Its perfect finish, design
and efficiency make it wonderful value.

Call at Stand 89, Olympia
Exhibition, and inspect the
World's Proved Best Car.

Shall we send you particulars ?

NAPIER & SON, LIMITED,

14, New Burlington Street, W. i.
Works: Acton, London, W.3.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

756

November io, 1920

COMMERCIAL AERONAUTICS AND CIVIL
AERIAL TRANSPORT.

THE UNITED KINGDOM OF GREAT BRITAIN AND IRELAND.

No.
No.

OFFICIAL

AIR MINISTRY NOTlC.ES TO AIMEN.
109, Oct. ibth, i-,2u— Aerodrome List Amendments,
no, Oct. iqth, 1920. — Meteorological Reports issued by W/T from

Air Ministry and Aberdeen.

No. in, Oct. 22nd, i920.^France.— Aerodromes, Seaplane Stations, Cus-
toms and Wireless Stations.

No. ii2, Oct. 22nd, 1920. — Belgium. — Aerodromes and Customs Stations.

No. 113, Oct. 23rd, 1920. — Blasting and dredging operations near
Felixstowe. Warning to Pilots.

No. 114, Oct. 23rd, 1920. — Government Aerodromes. Prices of Aviation
Spirit and Oils to Civil Pilots. Deals with current prices of petrol
and oil at Civilian Aerodromes.

NOTICES.

No. 115, Oct. 27th, 1920. — Blasting operations near Felixstowe. Warn-
ing to Pilots., Amendment to 113.

No. 116, Nov. 1st, 1920. — Aerodrome List Amendments.

No. 1x7, Nov. 4th, 1920. — Switzerland.— Customs, Aerodrome, and Sea-
plane Stations, etc. List, maps, descriptions, etc., of Customs,
Aerodromes and Seaplane Stations in Switzerland.

No. 118, Nov. 6th, 19.20. — Standard method of indicating bad ground at
Aerodromes in Great Britain. Explanations and diagrams.

No. 119, Nov. 6th, 1920. — Lympne Aerodrome. — Night-landing arrange-
ments. Explains the method of lighting and general rules and
arrangements for night landing at Lympne Aerodrome.

CONTINENTAL ARRIVALS AND DEPARTURES.

[The following table of arrivals at and departures from the
British Air Ports is compiled on the .following system : —
First comes the initials of the Air Line: next the type of
machine; next the international number of the machine: next
the ports of departure and destination: next the times of
departure and arrival; next the cargu, whether goods (G)
and/or mails (M); next the number of passengers : and finally
the name of the pilot and number of mechanics, if any.]

ABBREVIATIONS.— A.T. & T. — Air Transport & Travel, Ltd.; MA.
— Messageries Aeriennes; I.A.L- — Instone Air Line; C.T. — Compagnie
Transaerienne ; G. E- A. — Compagnie des Grands Express

Aerieus; S.N.E.T.A. — Syndicat National pour l'Etude des Trans-
ports Aeriens; P.L. — Petters, Ltd.; Franco-R.— Franco-Rouinauie;
M.W.T.C.— Marconi Wireless Telegraph Company; H.P.T.— Handley
Page Trensport, Ltd.; H. P.— Handley Page, Ltd.; A.P.B.— Air Post of
Banks; K.L-M. — Koninklijke Luchtvaart Maatschappij ; B. A. C— Bristol
Aeroplane Co.

Where times are missing it is probably owing to Atmospherics.

The London Terminal Aerodrome, Croydon. (Telephone: Purley 1 1 80.)

NOVEMBER ist :

A.T.T., DII9, G-EAQN, London-Paris, 10.00-12. ss, G.&M., 1, Reeves.
A.T.T., DH9, G-EAGY, London-Amsterdam, 11.30-13. 17, G., 1, Hinchcliffe
M.A Breguet, F-CMAG, London-Paris, 12.44-16. 05, Nil, Nil, Martel.
A.T.T., DII16, G-EALU, London-Paris, 13.15-15.55, G.&M.,. 1, Carter.
A.T.T., DH18, G-EARO, London-St. Inglevert, 13.32-14.50, Nil, Nil, Arm-
strong.

G.E.A. "Goliath," F-GEAD, Paris-London, n. 34-13. 52, G., 1, Favreau & 1
A'.T.T., DH9, G-EAQN, Paris-London, 14.oc-16.oo, Nil, 2, Robins.

NOVEMBER 2nd :

A.T.T., DH16, G-EASW, London-Paris, 09.45-11.55, G.&M., 2, Forson.
ATT., DH18, G-EAUF, London-Paris, 1318-15.20, G.&M., 5, Holmes.
A.T.T., DHiS, G-EARO, St. Inglevert-Loudon, 11. 10-12.08, Nil, Nil, Arm-
strong.

M.A., Breguet, F-CMAF, Paris-London, 1245-15.50, G.&M., 2, Le Sec.
A.P.B., Wrstland. G-EAMV, Paris-London, 13.00-15.38, G., Nil, C. Orde.
A.T.T., DH10, u-EAIb, ±-ai io-Lond^n, 13-15-1550, G., 3, Reeves.

NOVEMBER 3rd :

A.T.T., DH16, G-EALU, London-Paris, 11. 10-13. 12, G.&M., 3, Tebbit.
G.E-A. , "Goliath," F-GEAD, London-Paris, 11.18-14.15, G., Nil, Favreau
& 1.

M.A., Breguet, F-CMAF, London- Paris, 12.33-1S.00, G , 2, Le Sec.
A.T.T., DH9, G-EAOZ, London-Paris, 13.09-15.20, G.&M., 1, Robins.
A.T.T., DH16, G-EASW, Paris-London, 09 45-13.05, G , 3, Carter.
C.T., Nieunort, F-COTO, Paris-London, 12.12-15.40, M., Nil, Mauler.

NOV* MLER 4th :

A.T.T., DH9, G-EAQL, London-Paris, 10.05-12.30, G.&M., Nil, Reeves.
A.T.T., DH18, G-EARO, London-Paris, ii. 45-14. 10, G., 7, Armstrong.
A.T.T., DH16, G-EASW, London-Paris, 13. 12-15. 45, G.&M., 3, Carter.
I.A.L-, "Bat," G-EAPK, London-Paris, 13.22-16.00, G., Nil, Chattaway.
A.T.T., DH18, G-EAUF, Paris-London, ii. 13-13. 40, G., 5, P'orson.
M.A., Breguet, F-CMAG, Paris-London, 13.15, Lympne, G. &M., Nil,

Challoux. ✓
A.T.T., DH9, G-EAOZ, Paris-London, 13.20, Biggin Hill, Nil, 2, Holmes
A.T.T., DH16, G-EALU, Paris-London, 13.40, Biggin Hill, Nil, 4, Robins.

NOVEMBER 5th:

Nil, Thick fog. No visibility at all.

NOVEMBER 6th :
A.T T., DH16, G-EASW, Paris-London, 10.00-15.25/7th, G.,.Nil, Tebbit.
I.A.L.) "Bat," G-EAPK, Paris-London, 11.05-14.02, G., Nil, Chattaway.
A.T.T., DH18, G-EARO, Paris-London, 13. 30-11. 45 /7th, G., 4, Armstrong.
G.E.A., "Goliath," f:GEAD, Paris-London, 13.00-12.36/ 7th, G., 2, La-
oouchere & 1.

M.A., Breguet, F-CMAF, Paris-London, 14.15-12.50/7th, G.M., Nil, Le Men

NOVEMBER 7th:
A.T.T., DH18, G-EAUF, London-Paris, 11. 00-12. 10, G., 4, Holmes.
G.E.A., "Goliath," F-GEAD, London- Paris, 13.55-16.19, G., Nil, La-
bouchere & 1.

A.T.T , DH16, G-EALM, Paris-London, 11. 15-13. 42. Nil, 4, Reeves.

Where machines are reported arriving a day late it is owing to fog
making the journey impossible, machines having to land at various
places to wait for weather.

The Air Port of Cricklewood. (Telephone: Hampstead 750P.)

NOV c MBER 1st :
HPT., HP, G-EATL, London-Paris, 11.55—, G., 6, Capps & 1.
H.P.T., DH9, G-EAUC, London-Brussels, 13.35—, G.&M., Nil, Fowler. .
H.P.T., HP, G-EASL, Amsterdam-London, 11. 00-14. 12, Nil, Nil, Rogers
& 1.

H.P.T., HP, G-EATN, Paris-London, 12.20-1507, G., 3, Bager & 1.

NOVEMBER 2nd :

H.P.T., HP, G-EASL, London-Paris, 12.20-15.25, G., 3, Jones & 1.
H.P.T., HP, G-EATG, IfSndon-Brussels, 13.15— ,>-G., 3, Hope & 1.
PI.P.T., DH9, G-EAUC, Brussels-London, 12.00-14. 15, G.&M., Nil, Fowler
H.P.T., HP, G-EASY, Paris-London, 12.35-16.20, Nil, 4, Mcintosh & 1.

NOVEMBER 3rd :

H.P.T., DH9, G-EAUP, London-Paris, u. 40-15. 10, G, Nil, Mcintosh
H.P.T., HP, G-EAUC, London-Brussels, 12. -,0-15. 00, G.&M., 1, Halliwell.
S.N.E.T.A., DH4, O-BALO, Brussels-London, 12.30-14.50, G.M., 1, Rigaud
H.P.T., HP,, G-EATH, Paris-London, 12. 30-16. 17, Nil, 4, Jones & 1.
H.P.T , HP, G-EATG, Brussels-London, 14.00-17. 10, Nil, 1, Hope & 1.

NOVEMBER 4th:

H.P.T., HP, G-EASY. . London-Paris, 11. 32-15. 30, G., 6, Fowler & 1.
S.N.E.T.A , DH4, O-BALO, London-Brussels, 1245-15.10, M., 2, Rigaud.

S.N.E-T.A., DH4, O-BARI, London-Brussels, 12.47, landed 14.30 St.

Inglevert, G., Nil, Delzenne.
H.P.T. , DH9, G-EAUC, Brussels-London, 12.30-14.47, G.&M., 2, Halliwell.
H.P.T., DH9, G-EAUI, Brussels-London, 13.30-16.00, Nil, Nilr Beal.
H.P.T., HP, G-EASLj -Paris-London, 12.55-16.30, Nil, 3, Olley & 1.

IS OVEMBER 5th :

H.P.T., DH9, G-EAUC, London-Paris, 11. 45-14.20, G., 1, Jones.
H.P.T., DH9, G-EAUN, London-Cologne (via Brussels), 12.35-15.40 (Brus-
sels', 14.0 (Cologne) 7th, Nil, 1, Hope
H.P.T., DH9, G-EAUI, London-Brussels, 12.30-14.45, G.&M., 1, Halliwell.
H.P.T., HP, G EASY, Paris-London, 12.40-16. is. 6, Mcintosh & 1.

NOVEMBER 6th:

H.P.T., HP, G-EATG, London-Paris, 12. 50-16.10, G., 2, Mcintosh & 1.
H.P.T., HP, G-EAMA, London-Brussels, 13.37-16.40, G.&M., 2, Olley & 1.
H.P.T., DH4a, G-EAYL, Pau (via Paris) -London, 13.20, (Paris)-i6.io, Nil,
1, Foot. /

H.P.T., DH9, G-EAUP, Paiis-London, 13. 20-16. 15, G., Nil, Fowler.

NOVEMBER 7th:

H.P.T., HP, G-EASL, I.ondon-Paris, 13.30-17.70, Nil, 4, Bager & 1.
H.P.T., HP, G-EATG, Paris-London, 12.35-15.50, G., 4, Jones & 1.

Air Port Statistics.

Machines : —

Croydon 35 Cricklewood 29 Total 64
Personnel — Passengers :

Croydon 62 Cricklewood 66 Total 12S

Crews :

Croydon 41 Cricklewood 44 Total 85
Total Passengers and Crews . . 213

Inland Flying at Croydon.

Nov. ist to Nov. 3rd. — Nil.
Nov. 4th.— A.T.T., 1 DH9 test.
Nov. 5th and Nov. 6th. — Nil.

Nov. 7th — I.A.L- "Vimy," 7 joy-rides, 94 passengers; 1 test.

Inland Flying at Cricklewood.

Nov. ist.— H.P.T., O/400 test.'

Nov. 2nd. — H.P.T., 2 O/400 tests; O/400 from Southfleet.
Nov. 3rd and Nov. 4th. — Nil.

Nov. 5th.— William Beardmore & Co., Ltd , W.B.2 from Glasgow.
Nov. 6th and Nov. 7th. — Nil. .

(Continued 011 page 775.)

22.BILLITER STREET. LONDON, E.C., a<\d
LONDON TERMINAL AERODROME, CROYDON.

Tcl£|skor\€: Avenue 36IS.

November io, 1920

The Aeroplane

THE "BRISTOL" THREE -SEATER TOURER COUPE

High performance combined
with reliability and economy —

— these features render the
"Bristol" Tourer Biplanes
the most acceptable of the
smaller type machines upon the
market,

The Tourer is constructed
as a two-seater or, with a slightly
wider fuselage, as a three-seater
machine ; it can be supplied
either with an open passenger's
cockpit or as a coupe model so
that the passengers are entirely
protected from the weather.

The petrol tanks have a
capacity of 70 gallons, sufficient
for a non-stop flight of approxi-
mately 600 miles, whilst carrying
a revenue load of some 400 lbs.

For cross country flying of
every description, whether for
private or commercial use, the
" Bristol " Tourer types pro-
vide fast, reliable and economical
means of transport.

An illustrated specification
of these types will be sent to
those interested upon receipt of
a postcard.

BRISTOL AEROPLANE Co., Ltd.

Designers and Constructors of Aircraft
and *Aero Engines,

FILTON

'Pb,

BRISTOL.

3906 Bristol. Wires: Aviation, Bristol.

KINDLY MENTION "THE AEROPLANE" WHEN CORRESPONDING WITH ADVERTISERS.

753

The Aeroplane

November io, 1920

^he word Mart inside has been
* syriony~moiis with craftsmanship
from the earliest da>rs of aviation.

■ aerodrome
BRO OKI, AMDS
Telephone
17! 3YFLEET.

MARTINSYDE LT?

woking. England;

Telephone : WoKing 551, 552.553.
. Telegrams: Ha'rtinsjs'de.WoXing;

KINDLY MENTION

" THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

element to The Aeroplane, November 10th, 1920.

INCORPORATING AIRCRAFT ENGINEERING, AERODYNAMICS, AIRCRAFT FINANCE AND COMMERCIAL AERONAUTICS
AND MATTERS PERTAINING TO THE AERONAUTICAL ENGINEER AND THE AIRCRAFT TRADER.

THE WEEKLY

In aeronautical circles in this country the habit of
free speech — and particularly free critical speech — has
long been firmly established. The note published below
on "The Gentle Art of Crabbing" points out that it is
necessary when indulging this habit to consider carefully
the company who may be within hearing.

COMMENTARY.

a passenger with the 35 h.p. Green engine, which has
already done such very fine work.

l Descriptions and illustrations qf some interesting new
aircraft of British,^ French and American origin appear
in this issue. (Pages 760-764.).

The British machines are the Bristol seaplane and the
•two-seater Avro "Baby." The former shows how well
a practically standard machine will perform on floats.
The latter demonstrates conclusively the commercial pos-
sibility of making a satisfactoiy flying machine to carry

The opinions of certain American authorities on the
merits of the Junkers six-seater monoplanes, which have
been imported into the United States and there exten-
sively advertised by their importers, appear on page 766.
It is notable that American experience bears out the
statement made in this paper recently that the risk of
fire cannot be avoided by making a fireproof aeroplane,
but only by using "fireproof petrol."

, Herr Max Unz, in a further letter, reiterates his claim
to have anticipated Colonel Holt's invention of the "pilot
parachute" arrangement for aerial life saving. Mr. E.
R. Calthrop points out, however, that the system was
known prior to the patents of either Colonel Holt or
Herr Unz.

THE GENTLE ART OF "CRABBING."

, The name of that relatively harmless and succulent crusta-
cean the crab has been diverted to so many strange uses
that it is probably necessary at the opening of this essay to
define the particular sense in which the verb "to crab" is
here employed.

Therefore it 'may be stated here and now that for the present
"crabbing" denotes the making of unfavourable detailed
criticisms of the products of other people's hands or brains
with a view to lessening their pride in their own works.

From the earliest days the art of crabbing has been practised
with very considerable vigour by all those who have devoted
their time to the practice of aviation in Britain.

' "Crabbing" in the Past.

At Brooklands in pre-war days the appearance of any new
machine or engine was invariably the occasion of a "crab-
bing campaign" carried 011 by the whole population of that
place — except the parties responsible for the crabbed object
— and devoted to a detailed exposition of all the errors of
conception, design and construction which could be detected
in that object by the combined ingenuities and imaginations
of the attacking horde.

And Brooklands was not alone among the centres of avia-
tion in this respect, nor has the habit of crabbing yet died
out in aviation circles. Take any disinterested pilot and set
him to fly a strange machine and demand his real opinion
thereof, or ask any designer his private and candid opinion
of the works of any other designer, and it will be found that
crabbing is by ncmeans a lost art.

And this is all to the good — provided that the crabbing is
carried out in the right spirit and in the right way. As carried
oh by the pioneers of aviation in this country crabbing was a
somewhat exaggerated criticism of design and construction,
addressed as directly as possible to the party responsible for
the object thereof, by those who possessed just claims to some
measure of authority upon the subject of discussion, and this
criticism was not published to the world at large.

It was rarely provocative of more than a temporary feeling
of soreness von the part of those to whom it was addressed —
if only because they in their turn had, and availed themselves
of, the opportunity of crabbing back — and it provided, in fact,
a direct incentive to continual progress in the design of air-
craft and of engines.

Crabbing Today.
To-day the directness of intercourse between competent
critics and designers which held of old exists 110 longer, and
in conseqence "crabbing" is fraught with dangers which were

absent in the days before the war. There are still places
where it is possible 011 occasion to explain, directly'' and in
private, to the builder of a new type of machine the exact
intensity of one's hatred of his methods of construction, but
the opportunities grow rarer day by day, and crabbing has
lost much cf its old virtue in that it has become necessarily
a less direct heart-to-heart affair.

Such criticism now generally passes from the crabber to
the crabbed through round-about paths, and in passing may
reach the ears of those who will make evil uses of it.

It is one thing for two capable designers to incerchange
destructive or derogatory comments upon each other's details
of construction. Each knowing that the other knows that
the machine or machines criticised are on the whole good
specimens of their type, they neglect the good features and
concentrate upon those wherein there is room for improve-
ment. They "crab" each other's work, in fact, and are both
the better for it.

When Crabbing is Unjustifiable.

But it is quite another thing if one expert criticises solely
the demerits of a particular craft, and publishes that criticism
to the world at large without a just and full appreciation of
the countervailing merits thereof.

"Crabbing," in public, is only justifiable when used for the
purposes of controversy, when the crabbed have their own
opportunities of justifying their works. As an example the
note which is published in this issue wherein Mr. Grover C.
Loening expresses unfavourable opinions upoii the design and
construction of the Junkers monoplane, is in itself pure crab-
bing. But it is fair, although public, crabbing, because it
is merely a reply to the claims publicly made for that machine
by those who are commercially interested in pushing the sale
thereof.

By itself it is not a fair statement as to the merits or
demerits of the particular type of aeroplane, and were it
advanced as a complete report upon the virtues and vices of
the type it would property be regarded as prejudiced. These
considerations may be of *ine assistance to those people who
are convinced of the entire dishonesty of all those who write
for the Press, because they have observed that in their
published writings they oft find good to say of articles for
which in private conversation they have nothing hut adverse
criticism to offer.

Crabbing, and Public Criticisms.
Very largely this occurs because they assume in conversation
that those to whom they are speaking realise, as they them-
selves do, the essential good points of the subject of discussion.
, _ l

7*° (supplement to the aeroplane.) Aeronautical Engineering

November io, 1920

Speaking of an aeroplane they assume that it flies, that its
controls function, that it is up to airworthiness certificate
standards of strength and safety, and they confine their re-
marks to features wherein it falls short of their hopes.

But they know from bitter experience that it is not safe
to make any such assumptions in writing for the public Press,
and they also realise that the standards of to-day are not those
of to-morrow, and that, if their criticism is to have ally value
to-morrow, it must state plainly the standard of actual achieve-
ment— or the realised merits — of that which they criticise, to
give to the criticism any abiding value, arid therefore it is
no proof of any fundamental dishonesty if a writer should
in conversation say that a certain machine, motor car or
other article, is a horrible affair, and yet in print find it
possible to ascribe to that article the possession of quite a
number of virtues.

It is not necessarily fear of the law of libel, or care for the
maintenance of his advertising revenue which dictates the dif-
ference between the written and the spoken word : it is, in
fact, more often an honest effort to explain to the general
reader the more obvious truths which he takes for granted
when conversing with those who may also be assumed aware
of them.

And it is not impossible that in this respect the journalist
is often fundamentally more careful of the truth than are
many of those who are most apt to reproach him. Crabbing-
has a habit of growing on those who practise it, and they
oft indulge in it indiscreetly, before audiences unfitted to;
assess it at its true value. For "crabbing," to serve any
useful purpose, requires from both crabber and his audience
certain qualities of knowledge and of tact which are not
invariably to be found in any company. — w. H. s.

SOME INTERESTING NEW MACHINES.

THE " BRISTOL " SEAPLANE.

The "Bristol" seaplane here illustrated should make a con

siderable appeal to users of this type of craft from the fact that
exceptional strength of construction has
been made one of the chief aims of the
designers. The machine is essentially the
well-known Bristol "Tourer" on floats,
and both two and three-seater models are
constructed. The engine installed is the
230-240-h.p. Siddeley "Puma," fitted
with dual ignition, and petroi tanks with
a capacity of 70 gallons are carried.

The floats are deserving of special
interest. They are 19 ft. 6 in. in length,
of "V"-bottomed design, and each is
divided into six watertight compart-
ments. Each float weighs approximately
200 lb. They are constructed with an
internal skeleton which forms a com-
plete structure in itself, apart from the

been manoeuvred successfully on the surface after two compart-
ments of each float have been holed. The floats are detach-

able so that for stowing purposes the
machine may btand upon the under-
carriage and the removal or replacement
of floats can be effected without inter-,
ference with the bracing wires.

Under actual test a machine of
the three-seater type performed ad-
mirably on the water and took off
on a perfectly calm day after a run

covering of the sides and bottom. The
skeleton consists of three main mem-
bers comprising two lower longerons
and a single central top longeron, to-
gether with the requisite inter-connect-
ing struts and bulkheads. Along the
whole length of the floats a walking-
way is provided, and there are also
attachments for towmg-hnes.

Twin water-rudders at the tails of the

actuatec

mi the

floats are

rudder^bar and, moving with the air-
rudder, give excellent control when on
the water. The length of the floats is
such that the machine rides approxi-
mately in flying attitude under all con-
ditions, no tail float being necessary,
and the space between the floats is so wide that wing-tip
floats are unnecessary.

The buoyancy of the floats is such that a machine has actually

THE TWO-SEATER AV

A two-seater biplane has just been produced by A. V. Roe
and Co., Ltd., which is a development of the Avro "Baby"
(35 h.p. Green) that, during the past eighteen months, has
put up such really extraordinary performances, including the
non-stop flight from London-Turin in 9 J hours, which flight
was continued to Rome, then back across the Gulf of Genoa
to Nice-Lyons-Paris-Southampton. The petrol consumption 011
this tour worked out at 30 miles to the gallon, with an average
speed of 65 m.p.h.

It will thus be seen that the design on which the two-seater

The Bristol Seaplane on Land and Water.

of less than 400 yards. At this time the machine
was carrying a full load of two heavy passengers aad
some 40 lb. of ballast.

RO "BABY" TYPE 543. v

"Babv" is based is very sound, and the results of the recent
tests have proved that it is in every way an excellent develop-
ment of its prototype.

In general outline there is no marked difference between
the single- and two-seater models, except that the cockpit
has been lengthened, the passenger sitting close up behind
the pilot, and the engine has been placed farther forward in
order to balance the weight of the passenger. From a series
of tests carried out at the Hamble aerodrome of A. V. Roe
and Co., Ltd., the machine has proved itself to be remarkably

/November io, 1920

Aeronautical Engineering

(Supplement to The Aeroplane.)

761

ROLLS-ROYCE ENGINES made
the first direct Atlantic flight and the
first flight from England to Australia

Extract
from
THE
GLOBE,

Dec. 16,
1919.

" The fact remains that it was the inter-
nal combustion motor that made flight
possible, and the Rolls-Royce motors
in particular that enabled these two
glorious conquests of the air to be
achieved. The Rolls-Royce car is famed
throughout the World as a pattern of
reliability, but the Rolls-Royce aero
engine has now put the coping-stone on
the previous successes of the firm, and
so noteworthy a double performance is
practically without parallel in the
history of the world."

ROLLS-ROYCE AERO ENGINES
are the Best in the World

ROLLS-ROYCE, Ltd., 15, Conduit St., London, W.l

KINDLY MENTION " THE AEROPLANE " WHEN , CORRESPONDING WITH ADVERTISERS.

762

(Supplement to The Aeroplane

) Aeronautical Engineering

November io, 1920

Two Views of the New Two-seater " Baby " Avio (35=h.p. Green Engine).

efficient, and the ease with which it can be landed in and
flown out of small fields makes it particularly suitable for
<cross-country flying. The controllability is excellent, the
machine being light and quick on its controls not only low
down but also at high altitudes. , It has shown itself to possess
* marked degree of inherent stability, and has been flown for
•onsiderable periods without any control on the part of the
pilot. Flown "solus" the machine can perform all the stunts
which are expected of modern machines.

The construction is perfectly straightforward, many standard
Avro parts being used, therefore it seems hardly necessary
10 give a detailed description of the machine other than what
>s included in the following specification : —

Span of top plane 25 ft. Length 20 ft.

Span of bottom plane ...23 ft. Height 7 ft. 6 in.

Chord 4 ft. ' Span of tail 7 ft. 6 in.

Gap 4 ft. 3 in. Area of planes and

Stagger 1 ft. 6 in. ailerons. ..176A sq. ft.

Area of tail and

elevators... 2 1 sq. ft.
Angle of incidence .'..4! deg.

Dihedral ...3 deg.

Weight empty (with

water) ...630 lb.
The following performances
of a number of test flij
Southampton : —
Maximum speed (sea

level) ...82 ni.p.h.

Landing speed 40 m.p.h.

Cruising speed at 1,000 ft.

70 m.p.h.

Climb to 1,000 ft 2\ min.

Climb to 5,000 ft 13 min.

Climb to 10,000 ft 35 min.

Weight loaded 970 lb.

Useful. load 340 lb.

Load per sq. ft 53 lb.

Weight per h.p 24.2 lb.

Petrol capacity 8 gal.

Oil capacity 1$ gal.

are obtained from the average
hts carried out at Hamble,

Duration (cruising at

1,000 ft.) ...3.2 hr.
Cruising range 225 miles-
Petrol consumption (cruis-
ing at 1,000 ft.)

2J gal. per hr.

Ceiling 12,000 ft.

Speed at 6,600 ft. ...7/. 5 m.p.h.
Speed at 10,000 ft. 72.5 ni.p.h.

SOME RECENT SPAD MACHINES

Since the beginning of the year a considerable number of

machines have been designed by M. Andre Herbemont, and
constructed by Bleriot A6ronautique, of Suresnes and Buc.

In January, 1920, two machines, the S.29 (80 h.p. le Rhone)
and the S.30 (45 h.p. Anzani) single- and two-seater sporting
biplanes, respectively, appeared. In February the S.28 bis
(300 h.p. Hispano-Suiza) was turned out. For the Menace
Rallye two hydroaeroplanes, the S.26 bis and the S.31, were
constructed.

Now, towards the end of the year, a good number of inter-

esting machines are being listed or are coming through the
shops. The S.32, fitted with a 200 h.p. super-charged Dam-
lilanc-Mutti, is Deing got ready to attack the height record.
The S.33 bis (310 h.p. Salmson A.Z.9), an eight-seater limou-
sine, was flying at the recent Bile Meeting.

The S.34 (80 h.p. le Rhone), designed specially as an in-
structional machine, has just been turned out. The pilot and
pupil are seated side by side. The machine has been specially
designed with regard to ease of replacement and repair.
The following are a few brief particulars : —

S. 33 bis.
3 ID hP. SALMSON.

November io, 1920 Aeronautical Engineering (Supplement to THE ^o^., 763

PALMER

LANDING WHEELS & TYRES

STANDARD SIZES

Tyre

Sines

Wheel
No.

Hub
Length j Bore

Track
Line

m/m

m/m

m/m

300 X 60

16

111.12

25.4

Central

17

72.39

12.7

Central

450X60

30

89.

31.75

Central

138

130.

38.09

Central

575 X 60

21

160.

28.

Central

))

34

150.

31.75

104/46

i)

111

150,

38.09

104/46

650X65

78

178.

44.45

132/46

)5

79

178.

44.45

Central

)5

100

178.

38 09

132*46

I)

101

178.

31.75

132/46

600X75

21

160.

28.

Central

»>

34

150.

31.75

104/46

111

150.

38.09

104/46

700 X 75

78

178.

44.45

132/46

79

178.

44.45

Central

100

178.

38.09

132 46

101

178.

31.75

132/46

Tyre
Sizes

750X125

800 X 150

1000 X 150

cu 0

Hub

Track

I2

Length

Bore

Line

m/m

m/m

m/m

77

178.

44.45

132/46

92

185.

55.

135/50

95

185.

55.

Central

96

178.

55.

132/46

99

178.

38.89

132/46

112

150.

38.09

Central

119

178.

55.

132/46

77

178.

44.45

132/46

92

185.

55.

135/50

95

185.

55.

Central

96

178.

55.

132/46

99

178.

38.89

132 46

112

150.

38.09

Central

82

185.

55.

135/50

85

185.

55.

Central

*36

185.

55.

135/50

*40

185.

60.32.

135/50

131

220.

66.67

Central

102

185.

55.

125/60

Tyre

Sizes

1000 X 150

1000 X 180

900 x 200

1100X220

1250X
1500X

250

300

1750X300

0) 0

H

ib

Track

I*

Length

Bore

Line

141
201

209
210

m/m

250.
185.
185.
185.

m/m

80.
60.32
55.
60.32

m/m

Central
125/60
Central
Central

148
149

220.
185.

80.
55.

Central
Central

107

108
128
137
202

185.
185.
220.
250.
185.

55.

55.

66.67

80.

60.32

Central
125/60
Central
Central
Central

134
136

220.
250.

66.67
80.

Central
Central

133

250.

80.

Central

115

126

304.8
304.8

101.6
152.4

Central
Central

139

400.

152.4

Central

* Wheels No. 36 and 40 ate of stronger type than the other wheels for 800 x 150 tyres.

THE. PALMER TYRE LIMITED

Contractors to the Admiralty, the War Office, and the Ministry of Munitions.

119, 121, 123, SHAFTESBURY AVENUE, LONDON, W.C.2.

Telegrams: ' TYR1CORD, WESTCENT, LONDON." Telephone: GERRARD 1214 (Five lines).

PARIS : 24, Boulevard de Viliiers, Levallois-Perret.
AMSTERDAM : Stadhouderskade 91.

L/DINE.

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\

?6a „ ' Aeronautical Engineering

/ut- (Supplement to The AbroplanI.) ~ * v-r ■ .~ — «- » O

November io, 1920

THE SPEED RECORD SPAD.— The
300=h.p. Hispano=Suiza=engined machine
whereon Capt'. the Count de Romanet
has bean competing against M. Sadi
Lecointe for the world's speed record.
The machine is practically identical with
the Gordon Bennett Cup "Spad" shown
in a scale drawing below, except that
the top plane is mounted on a centre
section and is flat, instead of dropping
to the fuselage itself. The spinner of
the airscrew, apparently blocking out
the greater portion of radiator surface,
is another difference. The breakage of
this pot on a recent flight nearly led to
a serious accident.

On Nov. 5th Capt. de Romanet at=
tained a speed of 193 miles per hour.

Surface 20.2 ?q. m. Weight (empty) 370 kg.

Length 6.4 m. Weight (loaded) 590 kg.

Span 8.5 ni. Speed (max.) 130 km.p.h.

Height 2.36 ai. Speed (min.) 50 km.p.h.

The S.35 (180 h.p. Hispano-Suiza) a single-seater fighter,
is being built specially for the Chilean Government.

A special machine, the S.37 (275 h.p. Marine type Hispano-
Suiza) is being specially designed for the Messageries
Aeriennes, based on the experience gained from the S.27,
which has been operating on the London-Paris service for
nearly a year, and which won the Buc-London-Buc race at
the recent Buc Meeting, piloted by M. Bourdon. The pas-
sengers are placed in a cabin situated under the wings. The
passenger seats are easily removed so as to allow of the
transport of goods and mail.

Specification of the Spad 37.

Surface 32.5 sq. m. Span 10.42 m.

Length 7.5 m. Height 2.8 m.

Weight (empty) 000 kg. Speed (min.) 100 km.

Weight (fully loaded) 1480 kg. Factor of safety 7

Speed (max.) 225 km.

In the official trials for the S.T.Ae. this machine cairied a
load of 716 kg. and climbed to a height of 4,500 m. in
40 min.

Other machines being constructed are the S.36 (300 h.p.
Hispano-Suiza-Rateau) two-seater fighter for the French Army,
the S.38 and S.39 for the French Navy, and a ten-seater
limousine fitted with a 450 h.p. Napier "Lion."

In addition to the above are the two machines used in the
Gordon Bennett Race and at the Buc Meeting respectively,
on which MM. Casale and de Romanet performed brilliantly.

SPAD

S.EO bis.
300 HP HI SPAN □ 'SUIZA.

A NEW CURT

The Curtiss Aeroplane and Motor Corporation, of Garden
City, L.I-, have recently turned out a single-engined biplane,
capable of carrying ten people, including pilot, which is, to
all intent and purposes, a modification of the earlier 3-Curtiss
K6-engined and the 2-Curtiss Ki2-engined biplanes. The
new "Eagle" has the. same overall dimensions, the appearance
differing only in that there are 110 wing engines, the power
plant — a 420 h.p. Liberty — being carried in the nose. It

1SS " EAGLE."

possesses a very good performance all round, having a top
speed of 105 m.p.h., a c.uising range of 10 hours.

At one of the recent trial flights the machine carried a
useful load of 3,533 lb., with a weight empty of 4,243 lb.

The principal characteristics of the new "Eagle" are as
follow : —

Span 61 ft. 4 in. Useful load 3533 lb.

Height 12 ft. 4 in. Speed, maximum 105 m.p.h.

Overall length 36 ft. 9 in. Speed, low ' 50 m.p.h.

Weight, empty 4243 lb. Ceiling, full load ...10,000 ft.

November io, 1920

Aeronautical Engineering

(Supplement to The Aeroplane.) '

765

Passenger, Postal
Goods Carriage

Their reliability in war
is your surest guarantee
of their dependability ,
under peace conditions.

W I L L I A m;

B€ARPflOR£

AND C O . M P A^^^^ l_ I A\,l T E D .

Naval Construction Works,

dalmUir

Aerodrome & Hangars at Da/mi/ir
— L , and Inchinnan . .

AS RECENTLY SHOWN AT THE AERO SHOW. OLYMPIA.

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?66 .supplement to the a*™*. Aeronautical Engineering November io, 192a

THE JUNKERS MONOPLANE IN AMERICA^

The importation into the United States of a number ot
Junkers all-metal monoplanes and the use by the American
Post Office of some examples of the type for mail carrying-
has aroused a certain amount of feeling in American aero-
nautical circles, a feeling not altogether assuaged by the
recent fatal accident to one of the Air Mail machines, of
this make.

One journal has collected the opinions of technical officers
of the1 Navy, of the Army Air Service, and that of Mr.
Grover C. Doening as to the merits of the Junkers type of
machine.

The Naval view is that, although the tests on the machines
which the Navy has purchased have not yet gone far enough
to make a definite pronouncement as to the merits of the
type, they are satisfied that, both structurally and aero-
dynamically, the design is of the greatest merit and originality.

The carrying capacity, endurance and speed are much more
than could be expected of a conventional aeroplane of equal
power. I •

The low power involves long runs taking off and a slow-
climb, and the machine is easy to stall if not handled with
respect, and at present it demands too high a quality of land-
ing ground for general' commercial work. It is believed that
these features can be overcome, and that the low power is a
feature, not a defect.

The fuel system — from a fire prevention point of view — is
not good, but this can be corrected.

The Army Air Service view — coming from the Engineering
Division at Dayton — is similar as regards absence of test data
sufiicient to substantiate positive assertions. But thev are
emphatic that with the B.M.W. engine as installed the fire
danger is great, but that this can be cured. (It may -be
assumed, therefore, that the trouble is entirely, one of installa-
tion.)

They do not regard the type as an experimental one, but
they do not know very much about its qualities. It has not
been sandloaded, but they doubt if the factor of safety is
decidedly better than that of present types.

It is less susceptible to climatic variation, than the usual
machine. It is not particularly eatey nor peculiar] v difficult
to fly. Performance tests- are" incomplete, but they are able
to state that the reports which have been published appear
to be exaggerated. The performance is, however, somewhat
better than that of normal machines of equal weight per h.p.

Mr. Loening ascribes all the -merits of the Junkers to the
B.M.W. engine, whose reliability and low fuel consumption
account for the performance.

He states that the machine is unstable and difficult to
handle unless the engine is at full power, and that!he believes
the factor of safety to be less than that demanded from exist-
ing American t>'pes. He criticises the action of the Gqvern-i
ment authorities in accepting and using these machines with-
out imposing the strength tests to which all American designs
are subject. At the same time he states that he believes that
the factors of safety demanded by the Government are un-
necessarily high, but that this is no excuse for differentiating
in favour of machines of enemy origin.

On the strength of statements made by those having actual
experience with the machines in Government service, he says
that they do not display any unusually good qualities in regard
to durability. The metal covering is said to be as liable
to injury as fabric, and injuries to it are more vital than
in the usual case, as the covering is part of the structure.
In addition the covering is said to be difficult to repair.

Mr. Doening considers that the machines should be regarded
as purely experimental, and that from that point of view
the purchase of the, type for test purposes is justified, but
the use of them on postal services is not justified.

As a type he considers that the Junkers is not new, and
cites the 1912 Antoinette as a prototype.

In particular he considers that the newspapers which have
published the usual journalistic exaggerations are to blame
for having given an entirely unjustified notoriety to the
Junkers machines, and for giving the impression that it re-
presented an advance with which American designers could
not compete.

Personally he finds nothing of any value in the design
except the engine, and that the value of this is discounted
by the fact that it requires a special grade of benzol and
cannot be run on ordinary spirit.

[In this last respect Mr. Doening appears to be misinformed.
Tests on the B.M.W. engine made in this country indicate that
the low fuel consumption can be attained with ordinary avia-
tion spirit. It is just possible, however, that benzol, owing
to the absence of pre-ignition, may permit the B.M.W. engine
to run continuously at higher power than can be reached with
petrol, and that the six-seater type Junkers depends for its
performance on running the engine overloaded.— w. H. S.]

THE ROYAL AERONAUTICAL SOCIETY.

The first of the 1920-2T session's . ordinary meetings of the
Royal Aeronautical Society was held at the Royal Society of
Arts on Thursday, Oct. 21st. Under the new arrangement,,
the meeting opened at 5.30 p.m., the papers dealt with were
read in very brief abstract, and, despite the closing hour of
7.15, considerably more time was available for discussion than
has been usual in the past.

Also, 011 this^occasion at least, the attendance was well above,
the average in numbers, and was by no means dominated
by elderly gentlemen of leisure. ' .

Two papers were dealt with — one by Squadron Deader R. M.
Hill, M.C., A.F.C., 011 "A Comparison of the Flying Qualities
of Single and 'Twin E)ngine Machines," the other by Major
Cecil Baker, D.F.C., A.F.C., on "Night Flying.'' The two
papers were discussed concurrently. Squadron Deader Hill's
paper was very largely a plea that pilots should fly with their
brains, rather than with their senses, and that designers
should give the pilots' brains a chance, particulariy when they
w7ere designing multiple-engined machines. Whether that was
the author's intention when he wrote the paper, one is not
quite able to state — that, however, is the impression which it '
gives. If the impression sinks permanently into both pilots I
and designers, the paper will be of immense value.

Major Baker's paper on "Night Flying'' was very largely
a statement of the course of development of night flying during,
the war, of the uses to which it was put, of the difficulties
encountered in navigation and observation, and of the types of
machine suitable for night flying on war service.

On the subject of night flying for civilian purposes, Major
Baker expresses a doubt — not as to its ultimate development —
but as to its immediate prospects. He considers that the
necessary cost of organisation will render it unprofitable till
daylight air services are able to pay handsomely.

The discussion elicited from Air Vice Marshal Ellington,
that Squadron Deader Hill's paper had its origin in a report
submitted by him to the Air Ministry on the same subject,,
and that its value to the aeronautical community generally had
been recognised and publication through the R.Ae.S. advised
by the . Technical Dept.

Among the suggestions put forward for the diminution of
the complexities of control of the multiple-engirte machine by
various speakers, the central geared engine room type of
machine to avoid the swinging effect of the airscrew stopping,,
-the development of single engine units of high power, con-
tinued research on control and stability and the development 'of
variable pitch airscrews so that half engine power may afford:
sprue approach to half useful power, were touched upon.

It was upon the subject of night flying that the only marked'
difference of opinion occurred. Major Christie in particular
was emphatic that commercial night flying must be developed
— and forthwith — as the saving of a few hours by aerial trans-
port over short distances would never pay for the costs of
aerial services. Days must be saved over long journeys, and
night flying was essential. Overseas night flying could be
carried out .safely with little organisation. Present navigation*
methods and existing marine lights were sufficient for many
purposes. Forced landings at sea were simple, and could be
made automatic in the dark. With a twin engine stable
machine, which could keep the air on one engine, there need
be no forced landings. Over land he was confident that the
ground organisation could be arranged and that night flying
was a certainty of the near future.

NOTICE TO GROUND ENGINEERS,

No. 13, 1920. — Handley Page 0/400 Tail Plane Fmrxis.
It is hereby notified : —

1. _ Attention is drawn to the undermentioned tail plane fittings cn
the Handley Page o/foo and cognate types, i.e., 0/7, 0/10, 0/11 and

0/14- ■ V , ' ft- '• V , ' '• S \ ' V W<9

(1) The rudder post attachment fittings (top and bottom) on rear
tail plane spars.

(2) The strut attachment fittings (top and bottom) on front tail

plane spars.

Instances of the failure of these parts have been discovered which,
if undetected, might result in failure of structure. The first signs
of failure are small cracks which develop at the base of the lugs-
supporting the rudder post and interplane struts.

2. Owing to the weakness of these fittings owners of all British,!
registered aircraft concerned have been notified that the Certificates,
of Airworthiness of the machines in question will be suspended unless-
the following action be taken : —

(a) Close inspection of the fitting must be made forthwith, and'.

if no sijfns of failure are observed, further inspection must be
made after every succeeding period of thirty hours' flying
For the purpose of , these inspections the fabric Should be-
kept permanently removed from the rudder post fittings.

(b) In cases where the part is found to have weakened it ;must

be replaced immediat.ct'y, and before any further flying takes
1 'place, : by a new fitting, as shown oil Drawing A.D. 2963.

(c) In cases Where no sign of weakness has yet shown itself the

above replacement need not be made until the aircraft requires
complete overhaul, provided that a strengthening clip, as
' shown on Handley Page Drawing 932, is fitted over the.
existing fitting within a week of the date of this Notice.

3. Ground engineers are reminded that they cannot issue a Daily
Certificate of Fitness to Fly in the case of aircraft for which a Certifi--
cate of Airworthiness has been suspended.

Air Ministry, Oct. ,23rd, 1920

November io, 1920

Aeronautical Engineering (Suppleme„t to the a*™™,.) ?6?

" VICKERS ■ vimy - COMMERCIAL "

1 Pilot and 1 1 Passengers or t| Tons of Mail or Freight. Endurance 5 hours.

A factor of Safety of 5 throughout.

VICKERS-SAUNDERS FLYING BOATS.
Aviation Department :

Vickers House, Broadway, London, S.W.I.

DEPOTS :

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;68

(Supplement to Thb Abroplan».)

Aeronautical Engineering

November io, 1920

THE INSTITUTE OF AERONAUTICAL
ENGINEERS.

Council Meeting. — A meeting of the
Council was held on October 15th.

Elections. — Members: H. Sleeman, Esq.;
Flight 1,1. J. C. Atkinson, R.A.F. Asso-
ciate Members : Major A. Dennison
Pearce; Capt. A. S. Hemming, . D.F.C. ;
Alfred B. Beer. Esq. ; Donald Woods-
Mason, Esq. Associates : J. R. Farrow,
Esq.; J. 1). V. Holmes, Esq.; Nicolas
Florine, Esq. ; Lawrence van der Byl, Esq. ;
H. B. Enderby, Esq.; H L. Christie, Esq.;
G. Haydon, b.sq., M.Inst. Met. ; A Dennison Scarlett, Esq.

Life Membership. — The following scale for the computation of life
subscriptions has been adopted : —

Age on application Compoa id' Subscription.

21 — 30 years 40 guineas.

30 — 40 years 32 guineas.

40 — 5° years 24 guineas

Over 50 years 10 guineas.

Annual Subscription. — The annual subscription of Members admitted
011 or after October 1st in any year shall cover a period terminating
on December 31st in the succeeding year But under. Rule 11 the
•subscription shall be paid by December 31st of the year of election.
This by-law does not apply to elections prior to October 1st, 1920.

Annual Meeting. — An annual meeting of the Members will be con-
vened for the last week in November for the purpose of electing five
Members of Cou icil, appointing an Auditor, and voting on a proposal
for the institution of a Guarantee Fund.

Examinations. — The October examination is in progress. No exam-
ination questions set prior to October, 1921, will be published before
that date.

Donations — The Council desire to thank Messrs. Crosby, Lockwood
and Son for the gift of a copy of Aerial Navigation, by J. E- Dunible-
ton, and H. B. Molesworth, Esq., for the gift of Patent Abstracts
(Aeronautics) 1905-1915 (one volume, cloth gilt).

60, Chancery Lane, London, W.C.2. Douglas Shaw, Secretary.

THE PARACHUTE ARGUMENT.

In continuation of his last letter, Heir Mk:. Unz writes : —

"Concerning the different systems of parachutes it has
been proved that all the systems provided with mechanisms
such as spring-bolts, spring-lids, compressed air, etc., serv-
ing to open the packing of the parachute and to release the
parachute, have 'not succeeded, as the opening and release de-
pend on many incidents.

"I first introduced a parachute which I named the 'Tube
Parachute,' which was packed in a vertical tube placed in
the body of the aeroplane. This tube was closed underneath
in a simple manner. The flier was fixed to the parachute
by a /cable passing through a slit in the lid of the tube and
reaching the aviator by the outside of the body of the aero-
plane. With such aeroplanes fliers were saved by jumping
overboard from falling aeroplanes on the Italian front. But
there was a danger as the flier could only jump overboard
from one side of the aeroplane on account of the cable.

"For that reason I introduced parachutes which were
packed as a seat cushion or a back cushion permitting the
pilot to jump overboard from both sides. A thin cord of
3-5 m. attached to the aeroplane and cushion opened the pack-
ing and released the parachute at the moment of jumping
overboard. The moment the parachute was fully released the
thin cord broke. A number of fliers with these systems were
also saved.

"The disadvantage of this system was that in certain cases
the function of the parachutes missed by being attached to
the machine.

"For a long time I made experiments in order to find a sys-
tem of parachute which operated the release and the opening
without any connection with the aeroplane. After many
dangerous experiments I succeeded in making one which was
accepted by the official military officers and the fliers at the
front as the best, and it was ordered to be used for the
Austro-Hungarian fliers. But the situation on the front at
that time (owing to the revolution) did not permit the control
and registration of each parachute.

"I have given permission to some of the large manufac-
tures of the following countries to construct parachutes on my
system to my patents :— America (U.S.A.), Germany, Austria.
Hungary, Czecho-Slovakia."

Also the following letter has been received : — '
_Sir, — I was interested to read the letter from Herr Max
Unz, which appeared in your Aeronautical Engineeiing Sup-
plement of the 13th kit., claiming that he had anticipated
Colonel Holt's supposed invention of the pilot parachute for
effecting the withdrawal and release of a main parachute
from its container, which Colonel Holt calls the "Auto-
chute" or Compound Parachute. On applying to the Patent

Office I was informed that Colonel Holt's specification is not
yet published.

Herr Max Unz states that he applied for his Austrian, Hun-
garian, Czecho-Slovakian, and German Patents for Pilot Para-
chutes on October 30th, 1918.

I think it will interest you and others to know that in
my British Patent No. 16197 of 1915, applied for on Novem-
ber 17th, 1915, a Pilot Parachute is shown in Fig. 7, used
for this identical purpose, but I do not include it in my
claims because the device was not then new.

Later I showed a Pilot Parachute in my Specification No.
133734 of September 16th, 1918, in connection with a "re-
sistance" parachute carried on the back of an aviator. Again
I showed a pilot parachute in my Specification No. 1358S4 of
September 21st, 191S, relating to soaring-type parachutes;
and once again, in my Specification No 135245 of October
18th, 1918, in relation to a knapsack-type parachute for the
combined purpose of pulling out the main parachute and sub-
sequently of operating its positive opening. It will be noted
that all these applications are prior to those of Herr Max
Unz and Colonel Holt, and it is a little - strange that they
should appear to be unaware of any of them.

Palman qui meruit ferat. The honour of the invention of
the pilot parachute belongs to the great French aviator
Pegoud. (Signed)

F- R. Calthrop, M.I.F.E., M.I.Mech.F-

TRADE NOTES.

The Reward of Enterprise.

Cellon, Ltd., of Cork Street, W.i, and Richmond, Surrey,
have achieved remarkable success in the Air Ministry Com-
petition. Out of the eight machines which won prizes five
were doped with Cellon, namely, the Westland, the Sopwith
and the Austin in the small machine class, and the Super-
marine and Fairey in the amphibian class. Mr. Wallace Barr
is distinctly to be congratulated on the success of his dope,
particularly in the case of the Fairey, in which the tail unit
actually bore the original fabric and dope put on when the
machine was first built in 191 7.

Furthermore, within the past six months Cellon, Ltd., have
received orders for aeroplane dope from eight different Govern-
ments, most of the orders being for very considerable quan-
tities. This hardly confirms the general idea, so sedulously
fostered by the Press, that the Aircraft Industry is dead or

dying- , ' \ •

Incidentally, people in the Aircraft Industry who are con-
cerned with other, industries really ought to investigate the
merits of the "Cerric" dopes for wood and metal recently
produced by the Cellon Company These dopes, or perhaps
one should rather call them enamels, produce the most won-
derful effects in all colours, as well as in black and white
and metallic pigments. No ordinary enamel that one has
ever seen produces anything like such a finish, and the
"Cerric" dope has the added virtue of being impervious to
oil, petrol, turpentine and all the other solvents which fetch
off ordinary paint. The black "Cerric" dope can only be
compared to the finest Japanese lacquer. Mr. Wallace Barr
will be very pleased to show specimens of his work to any-
body who cares to call at Cork Street.

Aids to Success.

As with the Air Ministry aeroplane trials at Martlesham
Heath when the" Handley Page W.8 (450-h.p. Napier) won the
Large Aeroplane Class, and the Westland limousine (450-h.p.
Napier), the Sopwith Antelope (180-h.p. Wolseley "Viper"),
and the Austin "Kestrel" (160-h.p. Beardmore) gained 1st,
2nd and 3rd prizes in the Small Aeroplane Class, so with the
Amphibian Class, the "Vickers "Viking III " (450-h.p. Napier)
and the Fairey (450-h.p. Napier), which gained 1st and 3rd
prizes respectively, B.T.H. magnetos were fitted. Palmer Cord
tyres were used on all the three amphibians with great success.

A Kent centrifugal windscreen was fitted to the Supermarine
and drew forth much praise from the pilot, Capt. J. A. Hoare.
Incidentally, the Supermarine Aviation Works, Ltd., have
been carrying out extensive trials with this efficient wind-
screen with very satisfactory results. The e :orts of a man
in the front seat, armed with pails of water, to drown the pilot
were entirely frustrated by this useful fitment.

Cellon Dope was used on the Supermarine and the Fairey,
and British Cellulose Dope on. the Vickers "Viking III."

METAL AIRSCREW CO., LTD., regent house,

KINGSWAY, LONDON, W.C.2. ; LEITNER=WATTS STEEL PROPELLER

RELIABLE AND DURABLE; FOR ALL AIRCRAFT, ALL ENGINES, ALL WEATHERS, ALL CLIMATIC
CONDITIONS; BLADES DETACHABLE AND ADJUSTABLE; PACKS INTO SMALL SPACE.

November id, 1920

Aeronautical Engineering

(Supplement to The Aeroplane.)

769

l.T.H.-the Quality Magneto

at the Air Ministry trials at Martlesham Heath

Large Aeroplane Class.

First Prize - Not awarded.
Second Prize - Handley Page, Napier "Lion '
Engiae fitted with B.T.H. Magnetos.

Small Aeroplane Class.

First Prize - Westland Six-Seater. Napier

"Lion" Engine fitted with B.T.H.

Magnetos. (
Second Prize - Sopwith "Antelope." Wolse-

ley Hispano "Viper" Engine fitted with

B.T.H. Magnetos.

Amphibian Class.

First Prize - Vickers "Viking III." Napier
"Lion" Engine fitted with B.T.H.
Magnetos.

Third Prize - Fairey Amphibian. Napier
"Lion" Engine fitied with B.T H.
Magnetos.

B.T.H. Magnetos are as perfect as
engineering skill can make them.

The British Thomson-Houston Co., Ltd.,
Lower Ford Street - - Coventry.

Member of the British Ignition Apparatus Association.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

770 (supplement to ths AERopunE) Aeronautical Engineering November 10,1920

POST-iMPRESSIONS OF THE AIR CONFERENCE.

by an Ex-pilot.

r. It is in the hope (probably vain) that it may interest
readers of The Aeroplane to know how the proceedings of the
Air Conference, or rather a part thereof (the writer was only
there on the last morning), impressed an ex-officer, R.A.F., that
I am emboldened to unload this screed upon the long-suffering
public.

2. The general atmosphere of the Conference is not
easy ro render in a word picture, but that it was influenced
very largely by the Spirit of the Guildhall itself, the spirit
(not the spirits) of countless corporations, legions of Lord
Mayors, is undeniable. This, no doubt, was partly responsible
for the apparent solemnity of the discussion and an effort by
our automobilist M.P. to infuse some "pep" into the proceed-
ings— including, as it did, all the paraphernalia of strongly-
worded resolutions dispatched hot from the oven, as it were
(and half baked into the bargain) to H.M. Cabinet — was short-
lived.

3. Of Sir Hugh Trenchard's paper there is little to be re-
corded. He dealt with a wide range of Service questions in a
straightforward and businesslike manner, and he always man-
ages to convey the impression that he has the situation well-
under control and that in spite cf difficulties and obvious
snags he has something in reserve. But as a matter of fact
he was giving nothing away; the most significant things in
his paper were the omissions — nothing about a Territorial
scheme for instance. Doubtless matters conceived in the
womb of time will* be brought forth in their own due season,
i.e., when it suits the Chief of the Air Staff.

4. His leit-motif was the means to be adopted to secure the
necessary personnel for the R.A.F. and its reserves, which
must be large. Of the more discussive matter a proposal
which opened up attractive possibilities was that of carrying
•aeroplanes o;i mail steamers to drop passengers and mails at
intermediate ports. This proposal was enlarged upon by the
Director of Naval Construction later on, who gave us tc under-
stand that it was well on the way to becoming a fait accompli.
These ships should prove popular with Test match teams
proceeding to and from Australia and. elsewhere. The C.A.S.
touched upon the suitability of Air units for keening in order
turbulent outposts of Empire — he did not mention the coal-
fields— in such parts where mischievous ones have no aircraft
and are very amenable to the Treatment.

The saving in expense resulting from extended use of this
method should appeal to our great ones in authority, but
doesn't seem to.

5. Admiral Sir E. A. M. Chatfield, who followed, was
neither convincing nor inspiring. His vehement protestations
of a desire to see greater use made of aircraft in the Navy
m ere belied by a deep lack of faith in their reliability (as an
example of which he took a 1914 incident in v\hich not a
small suspicion of blame rests with the Navy itself — in fact,
riot altogether a happy example) and by unreasonable demands
in the way of performance on the part of the said aircraft,
so that he could hardly be acquitted of a certain woolliness of
thought. - His idea of a suitable Naval aircraft appeared to be
an apparatus possessing all the essential qualities of a battle-
cruiser and able to fly as well.

6. Next came Sir Philip Chetwode, one of the finest living
exponents of the Newmarket School of English Prose. He
pointed out that, for thdse who have eyes to see, the great
surprise of the war was neither tank nor Bertha, machine-gun
nor Gotha, but the unexpected prominence of the
Spade. This would never occur again if there was a ghost
of a chance of making a flank. We wanted a "Quick-movin',
Hard-hittin' " machine. [For the relief of apprehensive
pilots, this does not appear to refer to new type of aeroplane
designed to ram at high speed, but to the future composition
of armies.]

7. Both this speaker and the last criticised the Chief of the
Air Staff's scheme for seconding officers, from the older Ser-
vices, but the impression left was that General Chetwode and
the Air Marshal were somewhat at cross-purposes, and that
further discussion would speedily elicit a datum-line.

8. In his paper the Chief of the Air Staff had asked for
patience, but admitted that impatience had its value in keep-
ing us awake. Sir W. Joynson-Hicks supplied the impatience
with a lavish hand. He criticised everything with generous
impartiality and a lack of specialised information which must
have been gratifying to the C.A.S. He wound up by demand-
ing that a resolution be' sent to H.M. Government urging the
Importance of Egypt as the node of the Empire's Air Defences.

9. At this point an obscure individual of non-European
parentage rose from the back benches and expiessed gratitude
on behalf of the self-determined Egyptians for reforms 'granted
and gracious willingness on their part to grant us the necessary
facilities.

10. On being asked by the chair whether this was meant
as a motion of opposition to the resolution, he subsided as

abruptly as he had arisen and was heard no more — spurlos
versenkt. The Resolution was then declared passed without
the formality of a division. The debate, which had looked
Ijue becoming lively, soon regained its digmfiecl aspect.
Although Sir vV. Joynson-Hicks failed to add any matter of
note to the discussion, nis fluency was a delight to listen to
and must fairly mesmerise his constituents on the hustings.
But the real interest of his contribution lay in giving a side-
light 011 the mental attitude of an educated Coalition M.P.
towards Service questions — of which more anon.

11. His eye-glass firmly seated in place, the familiar figure
of Major-Gen. Brancker rose to its feet. After hurling a piece
of impertinence at the head of his superior officer the Air
"Marshal, he settled down and added perhaps the most useful
contribution to the discussion yet heard, in an inimitably
genial vein. While the arguments for some form of subsidy
were eloquent and convincing, the most illuminating idea
was brought forward that eventually the Navy and Army would
run their own private Air Services — the R.A.F. developing
into an altogether independent institution. An amusing
anecdote of K. completed a really constructive speech, but its
effect was possibly a trifle spoiled by the intangible air of the
confessed propagandist.

12. Real food for thought was provided by Lieut. -Col. the
Master of Sempill's demand for more attention to the needs
of the technical and research branches in the way of per-
sonnel. Here was brought to light a matter for most urgent
consideration and one which should be held firmly in the
lime-light in view of the deplorable condition reached by these
departments during the war.

13. This account would be incomplete without a reference
to Sir David Beatty, who filled the chair with the requisite
dignity and authority. Incidentally he was responsible for
one of the best things of the meeting. In his peroration Sir
W. Joynson-Hicks remarked that it blunders were made; in
war the final responsibility and blame rested on the "States-
men," among whom, it is to be imagined, he numbered him-
self^but Sir David Beatty upheld the banner of the fighting
nicn in debate by expressing his pleasure at hearing that the
Statesmen would also take the consequent "punishment."

14. To be quite honest, few very distinct and lasting,
memories will be. carried away from the Conference, and my
general impressions are already becoming blurred. Perhaps
the most fundamental phendmenon which emerged was the
absolutely radical departure in the points of view of the poli-
tician and the Service men on Service matters. This, of course,
is no new thing, but it was shown up in startling relief by
the utterances of Sir W. Joynson-Hicks. Again, it was im-
possible not to draw comparisons between the attitudes of the
Naval and Military minds to the question of air power. The
latter, while exercising a powerful and intelligent criticism of
the practice of the youngest Service, showed a sympathy with
difficulties of the Air Staff and a practical willingness to use
what it could get — in fact, a general spirit of! helpfulness —
which was lacking in the representative of the Senior Service.
The Navy appeared to maintain an attitude of uncompromising
aloofness and self-sufficiency, and while paying lip-service to
the benefits of the aerial arm, gave the impression that in its
heart of hearts it s'till believes that there is nothing like tar
and oakum, and that "all it wants is a tall ship and a star
to steer her bv."

15. I may be biased, but it seemed to me that the biggest
personality was that of the C.A.S., and it emerged
triumphantly from the ordeal. To' paraphrase a great leader
of the past: Venit — Vis us c.<l — Vicit.

NOMENCLATURE EXTRAORDINAR .

The following letter is of immediate interest to the pioneers
of aviation : — , .

Sir, — I desire to call attention to the misspelling of a num-
ber of the names of the pioneers of aeronautics carved on the
base of the monument to .-Wilbur Wright, recently unveiled at
Le Mans, France. Some of the more flagrant cases are given
below, with the correct: spelling in parentheses : —

Esnault Pelieterie (Esnault Pelterie).

Wilhem Kress .(Wilhelm Kress).'

Dupuis de Lonie (Dupuy de Lome).

Weham-Stringfellow (Wenham and Strihgf ellow) .

Lieut. Gelfridge (Lieut., Selfridge). ,

Cecile Grace (Cecil Grace).
In many instances the names that happen to be correctly
spelled are incomplete, i.e., only the final names.- are given.

It would be interesting to learn what jury passed upon the
names inscribed on this monument, and how sucri blunders,
which may well cause confusion in years to come, were made.
It is stated on the base that the. monument was presented by
a Mr. Beaumont and a number of citizens of Dayton, Ohio,
U.S.A. ,. (Signed) John Jay Ide.

November id, 1920

The Aeroplane

7

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7/2

The Aeroplane

November io, 1920

SOME BELATED

"CONTACT" AGAIN.

Eastern Nights and Flights. By Alan Bott ("Contact").
(Blackwood and Co. Ss. 6d. net.) i

The good "Contact," the first man who ever wrote a worth-
while book about the Flying Services, has again given us
something well worth reading. The success ot the aforesaid
hrst book:, "An Airman's Outmgs," was so great, and did so
much to show the R.F.C. in its true colours as the fine ser-
vice it was, that Captain Bott, as he had then Lecome, was
told off by the High Authorities to go and fly on all the
different fronts, to kill Huns if lie could, to a\ oid being
killed if he could, and, if he succeeded in the second condi-
tion, to write home and tell the British Public all about it, or
at any rate, as much about it as seemed good to the Censor,
then in the plenitude of his power.

Unfortunately, Captain Bott, having done a little flying in
Italy, and having , moved on to Palestine, was shot down
shortly after arriving in that Promised Land in v hich our
Hebrew compatriots seem so anxious not to reside. When he
was appointed to do this fighting Cook's Tour of all the fronts
Alan Bott paid one the compliment of saying that the
lengthy and elaborate review of "An Aiiman's Outings"
which .ippeared in this paper had a good deal to do with
attracting the attention of the High Authorities to his book
and so vas largely responsible for his being sent out East.
One fears, therefore, that one is partly responsible for the
peculiarly uncomfortable time which he spent as a prisoner
with the Turks. On the other Iran J, one is equally entitled,
on the same, lines, to claim some of the credit for this ex-
cellent new book.

The volume is in fact a reprint of a series of articles which
appeared last year in Blackwood's Magazine — far and away
the best magazine for war stories during and since the war —
but it was not everybody who could afford 2s. 6d. a month
for the great "Maga," and, even of those who could, many
will be glad to have these yarns in book form, to re-read and
to keep as companions to the Tarns of McCudden, Maurice
Baring, and "Contact's" own earlier effort.

The flying part of the book only occupies a fraction at the
beginning, but it is quite up to the form of the famous "Out-
ings." The rest has little enough to do with flying, but at
the same time Alan Bott never forgets that he was once an
aviator. For example, his story of how he managed to "do
a bit of no good" to a batch of German aeroplanes which
were about to pass through the famous Taurus Tunnel is as
good a vain as anything in the book.

One of the daily papers, being run by journalists and mean-
ing quite well, insults Captain Bott by calling him a "first
class reporter." Considering that the best of reporters —
judging by the least bad descriptive efforts in the daily Press
— is at best a lineal descendent of the original Gadarene
swine, one sympathises with Captain Bott under the intended
compliment. As a matter of fact "Contact" is in the direct
apostolic succession from the great diarists of past centuries.
In these squeamish days "Contact" has to Bowdlerise him-
self as heavily as Mr. Samuel Pepys has to be Bowdlerised
by his .:iodern publishers. But peeping out here and there
one can see gleams of how amazingly Elizabethan, or Caro-
lean, "Contact'-*' could be if he let himself go. And in spite
of modern limitations he can tell a yarn as few men can when
the limitations are removed.

As one might expect, "Contact" is scrupulously fair to the
enemy. He is too good a soldier to abuse the Turk or the
German or the Austrian in the hope of helping to sell his
book. He makes it quite clear that he only met one really
unpleasant German during his imprisonment; he says frankly
that when he had trouble with the Turks lie always tried to
find an Austrian, knowing that he w'ould then get fair play ;
and lie writes down the Turk as an ignorant brute without
intelligence and without much deliberate malice ; he shows
the Arab and the Armenian and the Greek as the contemptible
and vicious worms they are — though he does not go so far as
a recent writer who remarked that the Turkish Government
was the most benevolent in the ?-'orld, for if it had been
otherwise it would have massacred all the Armenians and
Arabs and Greeks. Also, when, after many adventures, he
escapes to Odessa, he describes the Russians just as they are,
conveying the impression of a mass of futile and corrupt
idiots with the acfive brains and lack of set purpose of a mob
of monkeys, terrifiying because of their mere mass.

Of his personal adventures one has no room to write. His
several attempts to escape, his journey from Damascus to
Constantinople, his horrible period of hidinc: in the foetid
ballast-tanks of a Bolshevik tramp steamer, his disguises in
Odessa as a German-speaking hett, and other queer things,
and his final escape from Russia to civilisation are too good
to miss. One advises all one's readers to bnv the book and
in reading it to remember that Alan Bott, eallant soldier and
born -spinner of yarns, is of the stuff which made the old
R.F.C. nd of which the new P.A.F. is made. — c. G. G.

BOOK REVIEWS.

THE SEAMY SIDE OF THE R.A.F.

The Rough Road to the Stars. By Anna Floyd. (T. Werner
Laurie, Ltd. 247 pp 5s. net.)

"The Rough Road to the Stars" — bearing as a secondary
title the old R.F.C. motto, "Per Ardua ad Astra," strikes one
as being an entirety unnecessary book. It hardly points a '
moral and it is a taie wrich would need a deal of adorning to
make it palatable. The story of the woman of the streets
who remains theoretically pure in spite of her defilement, and
i= ultimately redeemed by love, has been vastly better told
by the late George Gissing in "The Unclassed." Miss, Mrs.
or Mr. Floyd's story is painfully crude alongside Gissing's
supreme art, and belongs to that modern school of so-called
"realism" in which matter appears to be so much rnore im-
portant than manner . Nevertheless, in its crude way there
is a certain interest in the book, not in the story, which is
of the cheapest feuilleton type — barring that a respectable
family newspaper would be afraid to publish it — but in the un-
holy knowledge the authoress (or perchance the author) dis-
plays of things which are better left unsaid.

Setting aside the sensations, experiences and adventures of
the W. R.A.F. driver who is forced onto the streets by her
congenital incompetence, the nastiest side of the Home Ser-
vice R.A.F. m general, and of the London Air Defence section
of it in particular, is served up in tire raw, accompanied by
a wealth of detail which shows that the authoress (or author)
knew a good deal more of the inside of that unfortunate
service than most people. The scene between the Chiefs of
Departments in the Hotel Bolo displays a knowdedge of that
misbegotten establishment which suggests a prolonged so-
journ therein.

The technical errors concerning the R.A.F. are slight, as-
for example calling a Bristol Fighter a Bristol Scout, while
the remaining details are as accurate as photographs. Inci-
dentally, so far as one can remember, there was only one
Bristol Fighter squadron in the L.A.D.A.., so the members
of that squadron would seem to have a justifiable grievance
against Miss, Mrs. or Mr. Floyd for saddling them with the
unsavoury method of life depicted in the book. Perhaps some
R.A.F. people did live in Ihe way narrated, but one doubts
whether a number of officers of any L.A.D A. souadron con-
sorted openly in the local hotel with women of obvicuslv bad
character under the eye of their adjutant, as described in the
scene in a hotel at lipping.

It is possible that the book may have a certain historical
value, just because it depicts the nasty side of the R.A.F. so
ntarh' accurately. For some dav, when the R.A.F. has be-
come what it will be, it may be healthy to turn to these un-
savoury pages and remind oneself of what it escaped being.

One remains doubtful as to the sex of the writer of the
book, for no woman ought to know so much of the dirtier
side of life as described with photogrnphic rack of art in the
pages under review. On the other hand one doubts whether
a man would be such an ass as to give the game away as is
done therein. — c. G. G.

SOME AMUSING ERRORS.

Aviation and Insurance. By Hugh Lewis (Royal Aero Club
Pilot Certificate) (London Manager, Liverpool and London
and Globe Insurance Co., Ltd.) and Captain Gwilym Hugh
Lewis, D.F.C. (late R.A.F.) (of the Thames and Mersey
Marine Insurance Co., Ltd., London). 60 pp. (Stone
and Cox.)

The Lewises, p'ere et fils, are both aviators and both in-
surance men. It is to be hoped that they know more about
insurance than they do about aviation, if one may judge by
their statements on the former subject. They plead that the
book was "put together hastily," but that is no excuse for
such statements as : "Triplanes . . . are, broadly speaking,
the most efficient of land planes" : Monoplanes did not figure
prominently in the War, being found difficult to handle, lack-
ing in stability and strength, restricted as to vision, and slow
in manoeuvring (shades of the Fokkc r scourge and the Bristol
mono) : "Ordinary seaplanes with landing floats" : "It has
been estimated" (By whom? one may ask.) "that the life if
a war machine put to commercial purposes is, at the most,
about 600 hours" : "The Mono is considered a first-rate en-
gine for instructional purposes. There is also the Gnome,
which at one time was much used" : "In a very cold country
like Russia, however, the Rotary engine would probably prove
most useful" : "Most of the engines designed by the Royal
Aircraft Factory are probably scrapped by now" (There being,
at a moderate estimate, somewhere over 5,000 of them in
existence) : "First-class stationary engines should be com-
pletely overhauled every 100 hours" : "For an aeroplane to
be thoroughly efficient there must be a large margin of power
in the engine."

There is much more of a similar nature, either absolute
mis-statement of fact or sloppily-worded sentences which are
liable to give an entirely erroneous impression. Really ex-
perienced business men, such as :he authors may be assumed
to be, ought to know better. — c. G. G.

November io, 1920

The Aeroplane

773

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774

The Aeroplane

November io, 1920

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November io, 1920

The Aeroplane

775

(Continued from page 756.)
The London Terminal Aerodrome.

The Air Post of Bauks; Ltd. (in formation], suspended
operations last week pending reorganisation. They were
due to start again on Monday and will probably shortly
adopt a new title. The excellent and businesslike way in
which they have carried on their daily service in each direc-
tion has been commented upon by all. Particulars of their
month's work will be noticed in an advertisement displayed
elsewhere in this p^p^r.

The foggy weather has had the effect of preventing many
machines from actually reaching the aerodrome. On Satur-
day the "Goliath" landed at Hounslow and the Breguet and
Nieuport in places east and west of London. The wooden
Fokker was expected, but landed at Lympne owing to bad
weather, the three passengers and Mr. Hinchcliffe proceed-
ing to London by rail. One learns that the machine returned
to Amsterdam on Monday without coming on to Croydon.

Sunday was the best day of flying that was not actually
arranged (as was thr Air Conference day) that one has yet
seen at Croydon. Machine? svere in the air all day. The
"Kangaroo" was "incessantly expected," but apparently did
not like the foggy weaiher, which caused the officials of
the I.A.L. to doubt its suitability as a machine for regular
air-line work.

It seems a great pity that there are not more machines of
the "London" type. This is a commercial triplane built by
the Nieaport and General Aircraft Co., the moving spirit of
which is Sir Samuel Waring, Bart., who obtained his
baronetcy for his services to aviation. Sir Samuel is the
moving spirit of three aeroplane companies — B.A.T., Nieu-
port, and Alliance. One learns that all of these companies
have for the moment suspended actual aircraft construction
and practical flying, though they all produced various com-
mercial types of aircraft which would now be of vital use to
civil aviation. ,

The, first machine to appear on Sunday was the "18," flown
tip from Lympne by Mr. Armstrong. Thence onwards
machines were appearing all day to the accompaniment of a
really excellent pyrotechnic display by the C.A.T.O. staff and
that of the I.A.L. The new signal bomb is a great improve-
ment on the locket and far more fun.

Mr. Lovell, the pilot of the D.H.6, which is used for ex-
perimental work by the Marconi Wireless Telegraph Co.,
has just been rebuilding and repainting his machine. Among
other improvements, he has now got a D.H.g rudder and
separate cockpits for pilot and operator. The machine now
has a very- pleasing appearance. — G d.

A.T. and T. Notes,

A jazz band of sorts travelled to Paris in an "18" during
the week. It is said that they performed their dastardly
work en route. Mr. Duke was testing a "9" 011 Thursday.
Owing to engine trouble he discontinued his flight.

Machines have been forced to land at Lympne, Penshurst,
and Biggin Hill owing to the fog, but in spite of this the
Paris journey has been greatly shortened because the train
and boat service has been delayed even more.

Most of the machines which had been delayed came in on
Sunday morning.— G. d.

The Instone Air Line.

The Bat, besides going to Paris during the week, went to
Carmarthen: with two Evening News photographers to bring
back the first photographs of Mr. Greenwood for the late
editions of that paper. The machine was fitted up internally
as a photographic dark-room. Mr. Barnard landed in a
small field near the town and when the photographs were
obtained he got off successfully again and flew back to Croy-
don, during which time the photographs were developed and
printed. This is a novel way of using aircraft, besides being
a real, 'sound commercial undertaking. It seems probable
that an aeroplane or aeroplanes will soon be attached to the
regular staffs of the more enterprising dailies.

The machine was to go to Boulogne on Wednesday for photo-
graphs of the boat bearing the body of the Unknown Warrior.

Mr. Chattaway with the Bat was the only pilot to make
Croydon in the fog of Saturday.

A , Blackburn "Kangaroo" was expected on "appro." for
the I.A.L. Sjje arrived at Hendon on Saturday, but did not
proceed owing to fog. She was expected all day on Sunday,
but though other machines were flying at Croydon all day,
and machines that had overshot Croydon in the previous
day's fog and landed to the north and west of London were
able to make Croydon, and in the far worse conditions of
the late afternoon Handlev Page G-EATG got through to
Cricklewood, having passed over Croydon, Mr. Kenworthy,
the Blackburn pilot, considered the weather in the neigh-
bourhood of the Waldorf Hotel too bad to bring the machine
from Hendon. Mr. Samuel Instone, a director of the I.A.L.,
was waiting at Croydon to see the machine. This hardly
seems the best wav to sell aeronlanes.
»

In the afternoon the "Vimy" was giving popular flights
at 5s. per passenger and 10s. lor the seat by the pilot for
a circuit over Waddon, Purley, Wallington and Beddingtou.
About 100 passengers availed themselves of this opportunity
for cheap flights, one enthusiast having about five trips, it was
rather reminiscent, as Mr. Instone himself said, of the
Skylark, that shilling emetic of all seaside health resorts,
except that it caused none to "eraet." One believes that
these cheap flights are in future to be a regular feature of
the Croydon Aerodrome on Saturdays and Sundays, and one
hopes that the Air Ministry will see fit to waive its rignt to
the 10s. landing fee (which a machine of the "'Vimy" type
is now charged) when it is engaged on this excellent pro-
paganda work. It is really too ridiculous that, if the machine
makes ten flights, it should have to pay away £5 to the Depart-
ment of Civil Aviation. — G. D.

Politeness Pays.

Air Ministry Notice to Airmen No. 114 of the year 1920
deals with prices of Aviation Spirit to "Civil Pflots." One
would imagine that if a pilot was civil to the barmaid he would
auric naturally get his spirit cheaper than if he was rude. —

G. B.

The Manchester Aviation Co.

During the last month or two the Manchester Aviation Co.
have been doing a considerable amount of work in the Man-
chester district. From Macclesfield a move was made to
Hazel Grove, near Stockport, where during the month 400
passengers were taken up. The only incident occurring
there worthy of mention was that, on one occasion, a wheel
was dropped when taking off. The pilot, Mr. E. L. Wilson,
who had noticed the fact, made a very nice landing on the
remaining wheel without straining a wire. From Hazel Grove
they moved to Bramhall for a fortnight and carried about
300 passengers, one enthusiast going up 11 times. At present
the}' are at Alderley Edge, but it was expected that they would
have to stop flying for a time owing to the coal strike.

It is their intention to fly right through the v, inter and
have arranged to visit the following towns : Manchester,
Bolton, Ashton, Oldham, Rochdale, Wigan, Burnley, Sale —
in fact it is intended to visit most of the towns within a
radius of 40 miles of Manchester.

Woking.

Martinsy'de, Ltd., reopened their works on Nov. 8th, and
a number — but not the whole — of the employees were re-
engaged to work short time. It is expected that all the
employees will be working full lime by the end of November.
At present the activities of the firm are confined to work on
their motor-cycle and they hope to exhibit six machines at
Olympia.

It is said that there are a few aircraft draughtsmen still
employed by the firm, but that these are being taken off
aircraft work, which is at a standstill. Certainly one has
not seen a Martinsyde machine in the air for some consider-
able time. — J. f. s.

The Martinsyde Episode.

Mr. Daniel S. Fripp, of Evans, Fripp, Deed and Co., has
been appointed receiver and manager of Martinsyde, Ltd., by
the London County, Westminster and Parr's Bank, Ltd. His
appointment was confirmed by the Court on Nov. 2nd, 1920.

Though of course the appointment of a receiver is to be
regretted, it appears to have been in fact the only way in
which justice could be done to those who have in the past
done business with Martinsvde, Ltd. Failing this course,
the Treasury would have seized the whole place in order
to realise excess profit duty, with the result that the bank,
who hold debentures on the works, and all the firm's creditors,
would have received nothing, owing to the fact that under a
forced sale it would have been difficult to realise even the
amount needed for excess profit duty.

Under the present arrangement the receiver will carry on
the business as Htherto under the same management, and
the state of the Martinsyde business, in spite of general
trade depression, gives every indication that all debts will
be satisfied in due course, provided always that the creditors
co-operate with the receiver and the firm.

This is an excellent example of the way in which panic
legislation, while on the face of it showing that the country
is able to pay its debts, does in fact strike at the root of
the production of national wealth.

One wishes every success to the Martinsyde scheme and
hopes that after another season or so the whole of the ex-
cellently arranged works will again be busy on aircraft pro-
duction.

A Scottish Enterprise in Civil Aviation.

The following interesting circular letter has been issued by
the Air Navigation Co. (Scotland), Ltd., of 219, St. Vincent
Street, Glasgow : —

"Gentlemen, — We beg to bring to your notice the ser-
vices which we are able to render you in connection with
Aeronautics and allied industries.

7/6

The Aeroplane

November io, 1920

"With a competent staff of engineers and draughtsmen,
we are prepared to undertake all estimating, advising,
surveying and laying out of proposed routes, aerodromes,
etc., and to design machines and engines for any par-
ticular service to our clients' requirements, and manu-
facture to specification.

"Inspection of machines and plant during construction
and the lay-out of aerodromes is also within our scope,
whilst the preparation of patent and invention drawings
is also a special feature.

"In short, where advice or assistance, either technical
or financial, is required in connection with Aeronautics,
we are prepared to place at your service expert assistance,
and the most complete and up-to-date knowledge of the
subject available.

"Assuring you at all times of our very best endeavours
on your behalf, We beg to be, Your obedient Servants,
"For the Air Navigation Co. (Scotland), Ltd.,

"(Signed) Claudius P. Jenkyns, General Manager."
"Sir. Jenkyns is to be congratulated on his enterprise on
starting what must be the first regular aeronautical engineer-
ing undertaking in Scotland. Undoubtedly there will come
a time when Civil Aviation develops to such an extent that
aero-garages and the assistance of consulting aeronautical en-
gineers will be required by owners and operators of civil air-
craft. History teaches us that those who first started motor
engineering works are the people who have done best in the
end and one can only hope that Civil Aviation in Scotland will
develop so rapidly that ere long the Air Navigation Co. will
find itself fully employed on aircraft work.

FRANCE.

A New Speed Record.

On Nov. 3rd, Capt. the Count de Romanet, flying a Spad -bi-
plane (300 h.p. Hispano-Suiza), beat the world's speed record,
made by M. Sadi Lecointe on Oct.. 20th, by covering the
measured kilometre at Villacoublay twice (once each way) in
an average time of 11.65 sec- Per kilometre, which works out
to a* speed of 309.12 kilometres (193 miles) per hour. In one
direction he flew at the rate of 321 kilometres, or nearly 201
miles, per hour.

GERMANY.
Aerodromes for Civil Use.

It is stated on the authority of Handley Page, Ltd., of
Cricklewood, that the Inter-Allied Aviation Commission
have decided to waive the destruction of the following mili-
tary aerodromes : —

Breslau, Gandau, Brunswick, Fiirth, Grossenhain, Ham-
burg, Paderborn, Schleissheim, and Deveen, near Konigs-
berg.

The following seaplane stations, Kiel, Holtenau, Nordeuey,
Warnemiinde, Lift, and the airship stations Nordholz, Sed-
din, and Friedrichshafen, are included in this list.

Fifteen per cent, of the privately owned aeroplane sheds
on these aerodromes will be left standing, but the airship
sheds in nearly every case will be destroyed. The terms
of the Treaty of Versailles will not be put into effect with
regard to thtse aerodromes, as it is in the interests of inter-
national civil aerial transport that they should be preserved.

RUSSIA.

An Amusing Rumour.

The following was circulated by the Bolshevik wireless press
on Nov. 4th : —

The engineer Makhonin (the inventor of the electric
train) has elaborated a project for the construction of a
new giant airship. His scheme has been examined and
approved by a special committee of experts.

The motors of the airship will be of 24,000 h.p., and
its freight-carrying capacity 60,000 poods (about 967 tons).
It will have several berth decks, and a lift will communi-
cate with each of them. A motor car, an aeroplane, and
a motor boat will be carried.

This new airship will be capable of carrying 1,000 per-
sons, and her speed will be 100 versts (about 66 miles)
an hour.

This first Soviet airship is a great victory in the field
of technical science. It is expected that its construction
will be completed by May 1st, 192 1.
One salutes the Daily News for heading this effusion "The
Mayflyski," it is the mot juste. The same paper recalls that
the first giant aeroplane, the Sikorski, was produced in Russia.
It will be remembered that it had only its size to recommend
it. Personally, one imagines the "Mayflyski" to be first cousin
to Russia's "bursting corn-bins," as advertised by Mr. Lloyd
George.

Or can it be that Engineer Makhonin is only the Russian
way ,of spelling Marcotii, and that the whole ship will be
as real as a Marconi telegraph cable, and as profitable as
was Mr. Lloyd George's gamble in Marconi shares some
few years ago? — c. G. G.

JAPAN.

A Japanese correspondent writes : —

The Death of Two British Aviators.

Mr. Herbert Frank Shaw Kilby (an aviator of Sale and
Frazar Co.), agent of Handley Page, Ltd., piloting Norman
Thompson flying-boat, motored Viper 240 hp., and his
mechanician, Mr. Arthur Sunman, plunged straight down to
the ground in the land between Susaki Aerodrome and Tokio
Bay on the afternoon of Aug. 2nd. Mr. Kilby was killed in-
stantly and Mr. Sunman (';ied in the ambulance on the way
to St. Luke's Hospital.

The machine was less than 300 feet from the ground and
sailing perfectly Defore the accident occurred. While round-
ing into a second turn, Mr. Sunman had waved his hand

FOREIGN INTELLIGENCE.

foi his friends below. A moment later the machine
apparently side-slipped and came down in a nose dive and
next crashed to the ground.

The falling machine crashed into a bridge near the aero-
drome and seriously injured one spectator, and two men and
a small boy were injured.

The machine is the same one that was used by Mr. Kilby
on July 4th to make a trial flight from Tokio to Yokohama
and back in honour of America's Independence Day." It had
made several flights since that time, the last one taking place
last Friday, and all have been successful.

Mr. Kilby was a lieutenant in the British Aviation Corps
duiing the great wai, in which capacity he saw much active
set vice. Mr Sunman was a sergeant and also saw service
in the war. Mr. Kilby was 23 years old and had been living
with his sister, Mrs. Owston, near Yokohama. Hej was un-
married and his home was in England. Mr. Sunman was 32
years old and is survived by a widow who lives in England.

K.

UNITED STATES OF AMERICA.
The San Francisco Mail.

A daily trans-Continental air mail service has recently been
inaugurated between New York and San Francisco. On
Wednesday, SepJ. Sth, the first machine, a D.H.4, piloted by
Mr. Randolph Page, left the Curtiss Aviation field at Mineola,
Long Island, for Cleveland, Ohio. The machine carried 16,000
letters, weighing 400 lb. Mail bags will be dropped by para-
chute at set places en route. It is hoped that by this means
the ordinary • time of 91 hours by ground methods will be
reduced to 54 hours.

The Air League of America.

The Air League of America is advocating the formation
of units of the League throughout 'the States by local authori-
ties and enthusiasts. Elaborate agreement forms have been
issued which contain spaces for the signatures of office-holders
and thirty-seven sub-committees. The sub-committees thus
formed will deal with naval and military matters, aerial mails,
air routes, aerial law, insurance, maps, medical instruments,
meteorology, public exhibitions and. indeed, everything that
is connected, even remotely, with the science of aviation.

[This precious Air League is one of the attempts of the
notorious Mr. Casalegno (alias Woodhouse) to foist himself,
Alan R. Hawley and Augustus Post on American Aviation,
and any connection with it is to be carefully avoided. — Ed.]

A New Key West-Havana Service.

By the amalgamation of the Aeromarine Engineering and
Sales Co. with the Florida-West Indies Airways, Inc., an
organisation known as the Aeromarine-West Indies Airways,
Inc., will operate a fleet of flying-boats on the Key West-
Havana Service, carrying passenger^ and mails. A contract
signed with the Post Office Department entails a daily ser-
vice each way. The flying-boats to be used will be converted
F.,s-Ls (2-400 h.p. Libert}), having cabin accommodation for
eleven passengers. The operating staff will be under the
management of G.-H. Bonnell (late Major, R.A.F.). It is
intended that the six boats will be launched at Keyport, N.J.,
before November, and flown to Key West, where the hangars
and repair shops have already been completed, while those
at Havana are nearing completion.

The First Newspaper Aeroplane.
What appears to be the first attempt to use aircraft for the
collection of news, etc., by newspapers has been accomplished
by the Evening Sun. Of Baltimore. The Editorial Depart-
ment of this news-sheet has acquired a Canadian Curtiss bi-
plane and the services of W. D. Tipton (late Flight-Comman-
der, U.SA.S.), and work was commenced with it on Sept. 1st.

By covering important happenings by means of this agency
it will be possible t<r» report .in the afternoon or evening edi-
tions, occurrences which, in the past, have been impossible' to
report owing to the time required to reach the spot and re-
turn ; so that the Evening Sun should be able to effect many
"scoops" that, in time, it is hoped.will pay for its ambitious
experiment. (

November io, 1920

The Aeroplane

777

Automobile
Steels

A 159

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KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS

778

The Aeroplane

November io, 1920

AIRCRAFT ^PARLIAMENT

On Nov. 4th the Air Navigation Bill ,'Lords) was considered by
Standing Committee A of the House of Commons, under the presi-
dency of Sir William Pearce, and was reported with Amendments.
The Bill to lie on the Table and be printed (No. 205); Minutes of the
Proceedings to be printed (No. 205). The Bill, as amended, was taken
into consideration Monday, Nov. 8th, and is to be printed (Bill 225).

THE ROYAL AERONAUTICAL SOCIETY.

Lectures.

The next meeting will commence at 5 p.m. instead of the usual
5.30 pm., at the Royal Society of Arts, on Thursday afternoon,
Nov. 18th — the day following the annual dinner.
Air Vice-Marshal Sir E. L. Ellington, K.C.B., C.M.G.,
C.B.E., Director-General of Supply and Research,
will take the chair. The paper will be "The Pro-
blem of the Helicopter," by M Louis Damblanc
Annual Dinner.
A considerable number of tickets for the annual
dinner have already been sold, and early application
for the remaining places is therefore desirable.
Tickets will be forwarded to those members who
have already applied as soon as these are received
from the printers. Members will assist the Secre-
tary in arranging the seating accommodation if they
will notify him of any a: rangements for forming parties. The price
of the dinner has dclh fixed at one guinea per head, exclusive of
wines.

Examinations Committee.
The first meeting of the new Examinations Committee will be held
at the Society's Offices at 5.30 p.m. on Thursday, Nov. nth. The
following members constitute the Committee : Dr 1,. Bairstow (chair-
man), Wing Commander T. R. Cave-Browne-Cave, Prof. B. Melvill
Jones, Dr. R. Mullineux Walmsley.

Library.

The Council desire gratefully to acknowledge the gift of a bound
copy of the Report of the Steel Research Committee, which has been
placed in the Library. It is desired to inform members that copies
of this Report may be obtained from the Steel Research Committee,
Victoria Street, price 31s. 6d. (less 33 1/3 per cent, if applied for
before Nov. 27th).

The following book has also been placed in the Library : "A Treatise
on Airscrews," by W. E- Park.

\V. Lockwood Marsh,
Nov. 5th, 1920. . Secretary.

R.A.F. APPOINTMENTS. (FROM
"THE LONDON GAZETTE.")

Air Ministry, Oct. 1st.

ROYAL AIR FORCE. — Permanent Commissions The following

officers resign their perm, commns., and are permitted to retain the
rank of Flight Lt. :— Flying Officer M. H. FinJlavJ D.S.C., D.F.C.,
Flying Officer F. R. Hockney, Oct. 1st.

Short Service Commissions. — The following officers are granted short
service commns. in the ranks stated, with effect from the dates in-
dicated, retaining their seny. in the substantive rank last held by
them prior to the grant of this commn , except where otherwise
stated : —

Flight Lts. — D. L- Blackford, Sept. 13th; A. W. Clemson, D.S.C,
Aug. 18th; H. J. Roach, A.F.C., Sept. 22nd.

Flying Officer (from Flight Lt.) ~G. H. D. Gossip, Sept. 14th.

Flying Officer^ — * N Applefor 1, Sept. 20th; W R. K. Atkinson,
Sept. 21st; H. W. Ba<™= Sent. 14th; F H. Barton, Sept. 28th; C. H.
Bird, Sept 15th; F. E- Bond, Sept. 27th; K. L Boswell, Sept. 14th;
C F. Briggs, Sept. 20th; J C. Bumey dimming, Sept. 25th; C. G.
Gilbert, Sept. 16th; H. A. Hamerslev, M C, Sept. 20th; E. Jackson,
Sept. 28th; W. T. Lewis, Sept. 17th; V. S. Parker, Sept. 28th; F. L-
Pearce, Sept. 15th; W. B. E. Powell, Sept. 13th; A. J. Rankin, Sept.
27th; H. B. Richardson, M.C., Sept. 23rd, I C. G. Simpson, Sept.
28th; C. R. Smythe, Sept. 16th; C. D. Spiers, Sept. 13th; L- G. .
Spinney, Sept. 13th; W. E. Swann, Sept. 25th.

Flying Officers (from Pilot Officers), with seny. of the dates in-
dicated.—C. W. S. Chalmers, Sept. 20th; H Macmillan, Sept. 27th;
A C. Meredith, Sept. 22nd; S. A. C. Newnham, Sept. 20th; R. H.
Rose, Sept. 20th

Note. — Flying Officer Gossip will be placed at the head of the list
' of Flying and Observer Officers, and will retain seny. relative to officers
who have been similarly gazetted to short service commns. in a rank
lower than their previous substantive rank in accordance with his
previous position on the gradation list.

Flyir.2 Officer J. E- C. Hammond resigns his short service commn.,
and is permitted to retain his rank, June 20th.

Observer Officer G. L. Nicholson resigns his short service commn.,
and is permitted to retain his rank, Oct. 1st.

PERSONAL NOTICES.

[Ex-officers and men of the Royal Air Force are invited to send
notices for the Personal Columns of Th» Abroplane. There is no
charge for the insertion of these notices, as it is considered that they
are very interesting items of news and tend to keep past and present
members of the Flying Services in touch with one another. The Editor
will also be glad to publish free of charge applications for work from
demobilised officers and men who have found difficulty in obtaining
employment. It is hoped that none who are not in urgent need of
work will avail themselves of this offer.]

Engagements.

BENN — HOLMES. — The engagement is announced of Capt. Wedg
wood Benn, D.S.O., D.F C, M.P., late R.AF, and Miss Margaret
Holmes, daughter of Mr. D. T. Holmes, formerly M.P. for Govan, and
a granddaughter of Provost Eadie, of Paisley.

BENTLEY-DACRE— FRASER— An engagement is announced be-
tween Sqdn. Ldr. George Bentley-Dacre, D.S.O., R.A.F., son of Dr.
John Dacre, Eaton Crescent, Clifton, Bristol, and Elizabeth Frances,
daughter of Mr. and Mrs W. P. Fraser, Johannesburg, South Africa,
and niece of Mrs. Capper Pass, Charmouth, Dorset.

de BURGH— SHARP. — The engagement is announced of Flying Officer
Desmond de Burgh, A.F.C., RA.F , late R.F.A., only son of Colonel
Llick de Burgh, C.B., of 48, Drayeott Place, S.W., to Norah, younger

daughter of the late Captain Richard Sharp and Mrs. Sharp, of Sissing-
hurst Grange, Cranbrook, Kent

CROKE — CHURCHER — An engagement is announced between Flight
Lieut. L. G. Le Blount Croke, R.A.F., Fort Grange, Gosport, and
Phyllis Mary (Fay), elder daughter of Major arid Mrs. George Churcher,
Woodcote, Alverstoke, Hants.

ELLWOOD— MATTHEWS.— The marriage arranged between Flying
Officer Aubrey Beauclerk EUwood, D.S.C, R.A.F., youngest son of the
Rev. C. E- and Mrs. EUwOod, of Cottesmore Rectory, Oakham, and
Miss Lesley Mary | oan Matthews, elder daughter of Mr. and Mrs
W. P. Matthews, of the Old House, Walmer, will take place in India
early in December.

LANGRISHE— CARTLAND.— A marriage has been arranged between
Terence Hume Langrishe, late Irish Guards and R.A.F., the only
surviving son of Sir Hercules Langrishe, Bart., D.L-, late Comdr.,
R.N.V.R., of Knocktopher Abbey, Co. Kilkenny, and Barbara Hamil-
ton, only daughter of the late Major Bertram Cartland, Worcester-
shire Regiment, and of Mrs. Cartland, 68, Eaton Terrace, S.W.

COMING EVENTS.

NOVEMBER.

12th, Fri. — Engine Repair Shops (France). Reunion at Holborn Restau-
rant. Secretary, Fl. Offi. D. Drover, Room A.243, Air Ministry. -.

Western Airciaft Depot, R.A.F., Yate, Glos., dinner at 7,30
p.m., at Anderton's Hotel, Fleet Street. Particulars from Mr
R. K. Law Markham, Cromwell House, 33a, High Holborn,
W.C.i.

13th, Sat. — Second Annual Reunion Dinner of Redcarites at Imperial
Hotel, Russell Square. Particulars from Mr. W. E- Crozier,
c/o Bank of Adelaide, 11, Leadenhall Street, E C. 3.

17th, Wed.— R.Ae.S Annua: Dinner at 7.30 p.m., at the Connaught
Rooms. Tickets (price 21s. exclusive of wines) from Sec.

18th, Thurs.— R.Ae.S. lecture. "The Problem of the Helicopter," by
M. Louis Damblanc*

2cth, Sat.— No. 8 Naval Sqd. Dinner at Holborn Restaurant at 18.45.

Particulars from Sqd. Ldr. Bromet, H2, Coastal .Area, 33,
Tavistock Place, W.C.i.

DECEMBER-

1st, Wed.— Westgate-on-Sea Seaplane Base and RA.F. Mauston Dinner

at Holborn Restaurant. Particulars from Mr. T. S. Setterfield,

1, Cuthbert Road, Westgate-on-Sea.
2nd, Thurs. — R.Ae.S lecture. "Airship Mooring," by Flight Lt. F. L

C. Bitcher, and "Airship Piloting," by Major G. H. Scott,

C.B E , A F C *

16th, Thurs. — R.Ae.S lecture. '.'Possible Developments in Aircraft En-
gines," by H. Ricardo "The Instalment of Aeroplane En-
gines," by A. T. Rowledge.*

JANUARY— 1921

20th, Thurs— R.Ae.S. lecture. "The Cost of Air-Ton Miles Compared
with other forms of Transport," by Lord Montagu of Beaulieu.*
FEBRUARY — 1921.

3rd, Thurs.— R.Ae.S lecture. "Meteorology and Aviation," by G. Dob-
son. "Ground Engineering," by Wing Cdr H. W. S. Outram.*

17th. Thurs — R Ae.S. lecture. "The Handley Page Wing," by F. Hand-
Uy Page.*

* All the Roval Aeronautical Society's lectures will be given in the
theatre of the Royal Society of Arts, John Street, Adelphi, at 5.30 p.m.

w

Continental Air Services

AIR POST OF BANKS

(Le Courrier jlerien des Banques)

rITH t'neir first month's service Mr. Frank
T. Courtney as Traffic Manager, and Mr.
Eric Neal as Commercial Manager, with
the assistance of an efficien t and enthusiastic staff,
have proved that with proper organisation and
team work : —

1 . An all weather air service can be operated.

2. A commercial profit can be made at once.

3. Ample freights are available without rate cutting.

4. No additional State help is required.

5. The capital investment is sound.

The CONTINENTAL AIR SERVICES are shortly
being resumed with the same machines under
the direction of Messrs. Courtney and Neal,
who intend to make their concern known as
the most rapid and reliable transport service
between London and the Continent.

For Full Particulars
Telephone: Central 984

Regular freights to Paris

Is. per lb.

November io, 1920

The

Aeroplane

779

INDEX TO ADVERTISERS

Accles & Pollock, Ltd.

Aircraft D sposal Co , Ltd., The

Air Post of Banks

Arrol-Johnston, Ltd.

Auster, Ltd ,

Front Civer &
Insi ie Front Covtr

749

776

... Front Cover
... Front Cover

Beardtrore Aero Engines, Ltd., The

Front Cover & yyi

Beardmore, William, & Co., Ltd 765

Bowden Brake Co., Ltd,, The 780

Bray, Gibb & Co., Ltd 779

Bristol Aeroplane Co., Ltd. 757

British Emaillite Co., Ltd., The ... Front Cover
British Thomson-Houston Co., Ltd., The ... 769

Brown Brothers, Ltd.

Cellon, Ltd

Coan, R. W

Davis Furnace Co., The ...
Fairey Aviation Co., Ltd., The
Firth, Thos., & Sons, Ltd.
Grahame- White Co., Ltd.
Hancock, James Lyne, Ltd.
Imray, Laurie, Norie & Wilson, Ltd

Instone Air Line.

MacLennan, John, & Co

Martinsyde, Ltd

Metal Airscrew Co., Ltd

749

Inside Back Cover
Inside Front Cover

779

753

777

7S0

7?o

780

756

... Front Covr

758

... „. 1 762

Napier, D , & Son, Ltd. ...
Naylor Brothers, Ltd.
New Pegamoid, Ltd.

Palmer Tyre, Ltd

Roe, A. V., & Co., Ltd. ...

Rolls-Royce, Ltd

Rubery, Owen & Co.

Sagar, J., & Co., Ltd

Sankey, J. H , & Son, Ltd.
Sunbeam Motor Car Co., Ltd
Supermarine Aviation Works, L(

Titanine, Ltd.

Vickers, Ltd

In ide Back Cover

780

763

75°

76i

779

... Back Cover

777

773

d. ... Back Cover

Front Cover & 774
767

Aviation Insurance

Go to the most experienced Aviation brokers :

Bray, Gibb & Co., Ltd., 166, Piccadilly, W.l.

ADVICE GLADLY GIVEN.

Special Advantages of

Rever gen F—

The Davis

A

S compared with coal-fired furnaces, the
Davis" Revergen " principle ensures :
(i) Greater accuracy in control.

(>) Greaterspeed in attaining the desired temperature,
(3) Precise accuracy in the adjusKment of the rate of
heat generation.

Send, for Facts & Flgures-

The Davis Furtxace Comparjy

(Proprietors: The Davis Gas Stow Colttt)

DIAMOND -FOUNDRY- LUTON

The Design and Construction
of Aero Engines.

By C. SYLVESTER, A.M.I.E.E., A.M.I.Mech.E.

Price 6s. net. Post Free, 6s. 6da

WITH 96 DIAGRAMS.

How An Aeroplane is Built

(2nd EDITION.)
By STEPNEY BLAKENEY.
Price 5s, Post Free, 5s. 4d.

The AEROPLANE & GEN. PUBLISHING Co., Ltd.

6i, CAREY STREET, LONDON, W.C.2.

RUBERY, OWEN €r Co.
DARLASTON,
S. STAFFS.

TURNBUCKLES

We shall be
pleased to quote
for special parti
turned from the bar.
Send your inquiry
direct to us, and it shall
have our prompt attention.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

;8o

The Aeroplane

November io, 1920

MISCELLANEOUS ADVERTISEMENTS

3PH1CIAL. PREPAID RATE : 18 words 2/- : Situations Wanted ONLY, 18 words 1 - ; Id. per word after TRADE ADVERTISEMENT.- ,
in these columns, 3 lines 5/- : l/-per line after. Public Announcements, Legal Notices, Auctions, Contracts, etc., 2/- per line
For the convenience of Advertisers, replies can be received at the offices of " THE AEROPLANE." 61, Carey St., London, W.C.2.

PATENTS.

PAGE WHITE and VAUGHAN (late Page and
Rowlingson), Chartered Patent Agents (Consult-
ing Engineer, Mr. S. E. Page, A.M.Inst. CE ), 27,
Chancery Lane, London, W.C. Tel., 332 Central.

HENRY SKERRETT (H. N. Skerrett, A.I.A.E..
A-I.Mech.E-, Associate I. EE, Fellow of the
Chartered Institute of Patent Agents), Patents,
Designs and Trade Marks — 24, Temple Row,
Birmingham.

MR. CHATWIN, A. I. E E., Patent Agent, Aircraft
Engineer and Inspector. Telephone : Holborn
6109. 253, Gray's Inn Road, London, W.C.i.

CONSULTING ENGINEER.

A. P. THURSTON, D.Sc.(Lond) Engineering,
M.I.AE-, A.M.I.M.E., F.R.Ae.S., Invention
Specialist and Consulting Engineer, 29, Southamp-
ton Buildings, W.C 2.

MISCELLANEOUS.

REPAIR WORK SPECIALISTS. — Skilled Riggers
and Mechanics sent to any part of the British
Isles to eflect repairs. Alt types of machines. War
machines reconstructed for Civil Aviation. Esti-
mates on application.— Central Aircraft Co., 179,
High Road, Kilburn, London.

MODELS.

FIRST-CLASS MODEL Petrol-motors and Castings
unique; interesting. List 3d.— Madison Motories,
Littleover, Derby.

WANTED.

STEEL TUBES, Brass Tubes, and Round-head

Machine Screws wanted— Dugdills, Failsworth,
Manchester.

AUCTION

By Direction of the RHYL URBAN DISTRICT
COUNCIL-

To Minstrel Proprietors, Refreshment Caterers,
Aviation Companies, Ship Owners, Fancy Dealers
and Others.

Mr. Ernest Jones has been instructed as above
to Sell by Public Auction at the Council Cham-
ber, Town Hall, Rhyl, on Wednesday, December
xst, 1920, at 3 p.m.

LEASES AND LICENCES OF PREMISES,
SHOPS, AND FORESHORE RIGHTS
(For a period of Three Years).
Lot 1 — Six Icecream stands on Foreshore. Lot 2
— Photographic Stands on the Foreshore (limited
to five Photographic Stands 1 Lot 3 — One Oyster
Stall. Lot 4 — Tenancy of Lock-up Pavilion Shop.
Lot 5 — One Fishpond on Foreshore. Lot 6 — Punch
and Judy Stand. Lot 7— Aerial Flying Site. Lot 8
— Minstrel Pitch, including the use of specially
constructed Amphitheatre, dressing-room, stage,
etc. Lot q — Site on Foreshore adjacent to Gentle-
men's Lavatory for the Sale of Fancy Goods,
Manufacture of Wire Goods, etc. Lot 10 — Pavilion
and Gardens Refreshment Rooms. Lot n — To be
sold outright. All the Dredging Fleet now lying
at the Voryd, Rhyl, briefly comprising a Station-
ary Bucket Ladder Dredger, capable of Dredging
120 tons per hour, built 1902 by Messrs. Day,
Summers & Co., Southampton; the Screw Tug
Duke of York, five tons register, built 1895, of
steel, teak decks, by T. p. Leith & Co., Glasgow;
the 'Wood Dumb Hopper Barge Malcolm, with
150 tons hopper capacity.

The Dredging Plant, etc , is sold just as it lies
at the Voryd, and the purchaser must satisfy
himself as to the correct description and par-
ticulars.

Copies of Particulars of Sale and Conditions as
to Lots 1 to 10 may be obtained, and plan of
site seen, on application to Mr. J. W. Jones,
General Entertainments Manager, at his office,
Pavilion, Rhyl. Permission to view the plant re-
ferred to in Lot 11 may be had from the Town
Surveyor, Rhyl, and all further particulars from
the Auctioneer, or of T. Amos Jones, Esq., Clerk
of the Council.

AUCTIONEER'S AND ESTATE OFFICE,

7, Bodfor Street, Rhyl. Tel. 67.

FOR SALE.

TRANSFERS.— Firms requiring Transfers should
write to the makers. — A Bird and Co., Latimer
Street, Birmingham.

A FEW copies of the "History of 24 Squadron
R.A.F.," by Captain A. E- Illingworth and Major
V. A. H. Robeson, M.C., with a foreword by Air
Marshal Sir H. M. Trenchard, K.C.B., D.S.O.,
may still be bought, price 16s.— The Aeroplane,
61, Carey Street, W.C. 2.

McCUDDEN'S FRE YEARS IN THE R.F.C.
A few slightly soiled copies of this delightful
book (published at 7S. Gd. net) are available,
price 2S. 6d.— postage 6d. extra. Also a few
slightly soiled copies of Richthofen's RED AIR
FIGHTER ;,vublished 3s. 6d. net) for is. 6d.—
rottage 4d. extra. The two for 4s. 6d. post free.—
The Aeroplane, 61, Carey Street, W.C. 2.

THE AEROPLANE NOTE BOOK, invaluable
to students at lectures for quick and methodical
lecord of details of aeroplane and engine con-
struction (published at 5s.;, now reduced to
2s. 6d. post free.— The Aeroplane, 61, Carey Street,

W.C.2.

WOLFSKIN FLYING COAT, length 43 inches,
chest 56 inches approximately. Slightly used.
Fur outside. £10 or near offer. Approval on ar-
rangement—No. 139, Keith & Co., Edinburgh.

PARTNERSHIP

GENTLEMAN REQUIRED to assist in publica-
tion of Aeronautical Instrument Manual. MS.
completed, about 35,000 words; numerous artists'
illustrations r electros completed. Author (tech-
nical) will sell half share (advertisement revenue,
sales, etc.), £7* cash.— Write Hill & Partners,
Ltd., 11, Haymarket, S.W.i.

TRADE CARDS.

Read "L'AIR"

The Most Interesting of French Aviation Papers.

FOR SALE AT

"The Aeroplane" Publishing Office,
61, Carey Street, W.C. 2. Price 6d.

NOTICE TO NAVIGATORS.

Whatever your height the distance of your
horizon is given by the table published by
IMRAY, LAURIE, NORIE & WILSON, LTD.,

156, MINORIES, LONDON, E.

Price 29. 6d. Post Free 3s.

RUBBER

PETROL & OIL RESIST-
ING HOSE & TUBING,
WASHERS. BUFFERS, MATTING. SHEET,
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Aircraft Specialists —

JAMES LYME HANCOCK LTD.,
368, GOSWELL ROAD, LONDON, E-C.1

PEGAMOID

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KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

November io, 1920

The Aeroplane

til

To Clear ! Surplus ! !

THE AEROPLANE finds the stock of new
books, such as " L'Aeronautique Pendant
La Guerre Mondiale" and "The Aero'
plane Handbook," pressing hard upon its avail-
able shelf and floor space, 't therefore proposes
to give its readers the opportunity of relieving
the congestion by an offer of certain surplus
volumes at

One Third the Published Price.

The most beautiful of War Books was Captain Saundby's
"Flying Colours." Edition de luxe, £2 2s. Popular
Ed'tion, 15s. The copies remaining of the Popular
Edition are now offered at 5s. each, plus 6d. postage.
Th: book makes a handsome present, and could not be
reproduced for double the money.

The most thrilling of War Bosks was Jacques Mortane's
" Special Missions of the Air," describing the
dropping of spies behind the German lines. It was
published at 3s. net, and is now offered at Is. net,
postage 4d.

The most amusing brochure on' the Air Service was
. "The Revelations of Roy," published at Is. The
ba'ance of the Second Edition is now ofiered at 6d.,
post free.

The Aeroplane & General Publishing Co., Ltd.,

61, CAREY STREET, LONDON, W.C.2.

a *C7/?c IDo/dg of
Proved I?j^iCH?r>cy* %

CELLDN

^| CEUON (RICHMOND) LTD, 22, CORK ST.. LONDON. W.l. |

" — Telephone. Gerrard44O(2bt7es)?e^riiw/'AJAVVB,REjG.L0ND0N'-

Now Ready

£1 Is. net.

THE AEROPLANE
HANDBOOK

Edited by
A. J. SWINTON, (Late R E.)

THE AEROPLANE HANDBOOK is intended to
provide a manual for the use of those who are
engaged in the design, manufacture and use of
aircraft.

CONTENTS

AEROPLANE AND AERONAUTICAL INSTRUMENTS. By Captain

A. F. C. Pollard, R.A.F.
STRENGTH CALCULATIONS.

GENERAL THEORY. By John Case, M A., A F R.Ae.S.
MATHEMATICS. By John Cask, M.A , A.F.R.Ae S.
HIGH TENSILE STEEL WIRES AND CABLES. By Joseph Wilson,
Dr. R.A.F.

ALLOWANCES FOR BENDING STEEL. By Randolph F. Hall.
THE VIBRATIONS METHOD OF TUNING UP By Ingegnere Carlo

Maurilio Lerici.
AIRCRAFT TESTING.

WIRELESS TELEGRAPHY AS APPLIED TO AIRCRAFT. By R. D.
BANGAY.

SPRAY PAINTING, VARNISHING, AND DOPING By C. L. BTJRD1CK.

DOPE. By A. J. A. Wallace Barr.

PATENTS AND PATENT LAW. By Arthur Hunt.

SPINNING. By GEORGE H BEIIINSON

AIR SPEED INDICATORS— THE PITOT TUBE. By Winslow H.

HERSCHEL.
METEOROLOGY.

GLUE- By Dr GEORGE F. Lcll, U.S.A.
METRIC CONVERSION TABLES.

TABLES AND DATA (CONVERSION OF DEGREES TO RADIANS)
PERFORMANCE. By John Case, M.A, A.F.R.Ae S.
A NOTE ON STABILITY. By Captain W. Gordon Aston, A.F.R.Ae.S ,
A.M.I.A.E-

PROPELLERS. By E. P King, B.Sc. (Eng.), Lond. A M.I.Mech.E-
The AEROPLANE & GENERAL PUBLISHING, Co., Ltd.

6i, CAREY STREET, W.C.2.

ONLY THE BEST

CAN GIVE

THE BEST RESULTS

Good Workmanship and our
Superfine Aero Varnishes,
Paints and Enamels will
ensure a Perfect Finish.

NAYLOR BROTHERS (LONDON) LTD SIOUGH. BUCK1

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The Aeroplane

November io, 1920

Place your Reliance

On " Sagars " for Woodworking Machines
that will give you every satisfaction because
of the high production that can be attained
with the least cost in working.

This is a small illustration of our big output
Heavy Double Vertical Spindle Moulding
and Shaping Machine, for accurately finish-
ing straight, circular, or irregular Mouldings.
The Machine is fitted with Ball Bearings,
and is strong and substantial in construc-
tion, and designed for easy operation.

Write us at once for full particulars.

J. Sagar & Co., Ltd.,

Manufacturers ot Woodworking Machinery

canal works, Halifax, Eng

LONDON : Aldermary House, 60. Watting Street, EX.4 .
BIRMINGHAM: Chamber of Commerce Buildings, New St.

Flying

Flying Waters and Slipway

WOOLSTON.

Contracto s to

H M. Admiralty and

Royal Norwegian Navy.

Boats-

ESTAB. 1912

London Office : —

D0N1NGT0N HOUSE,

NORFOLK SI., STRAND.

Telephone : Central 7770

Contractors to
H.M. Air Ministry

and Royal National Lifeboat Institution.

o

* .

Originators of circular hull construct on.

The longest experience of FLYING BOAT building in this Country— 8 years.
The best speed performance of FLYING BOATS in 1917— 100 M.P.H.
The best speed performance of FLYING BOATS in 1918— 118 M.P.H.
The best speed performance of FLYING BOATS in 1919 — 147 M.P.H.

Holders of the first commercial Flying Boat Certificate of Airworthiness. Originators of Commercial
Flying Boat Services at home and abroad ; our machines in daily service in many countries.
Arrangements for demonstration flights can be made through our London Office or at the Works.

Printed for The Aeroplane and General Publishing Co., Ltd , by Bonner & Co., The Chancery Lane Press, Rolls Passage,
London; and Published by The Aeroplane and General Publishing Company, Ltd., at Union Bank Chambers,

61, Carey Street, London, W.C.

ADVERTISEMENT OFFICES, 61. CAREY STREET. W.C.2.

Vol. XIX. No. 20.

SIXPENCE WEEKLY.

{Registered at the G.P.O. 1
I as a Newspaper. 1

Arrol- Johnston Cars

THE AERO WIND
SHIELD THAT WAS
PROVED BY WAR.

AUSTER LIMITED
London :

133, Long Acre, W.C.2.

Birmingham :

Crown Wks., Barford St.

BEARDMORE 1

TI

TANINI

2

The Original

J^LJP^C^ Jfc^ JKS^ Non-Poisonous

SEE ADVr RI, INSIDE.

apes Webs G>Rds ^ Threads

IN ALL QUALITIES SUITABLE FOR AIRCRAFT CONSTRUCTION
DELIVERY FROM STOCK _

John Maclennan si C?

115 NEWGATE ST., LONDON, E.C.I. ' " Li

-1®

■

1 "

Weldless steel tubes for aircraft Construction.

Tube manipulation and presswork.

SEE ADVERT. INSIDE.

METAL AIRSCREW CO., LTD., regent house,

K1NGSWAY LONDON, W.C.2.; LEITNER WATTS STEEL PROPELLER

RELIABLE AND DURABLE; FOR ALL AIRCRAFT, ALL ENGINES. ALL WEATHERS, ALL CLIMATIC
CONDITIONS; BLADES DETACHABLE AND ADJUSTABLE; PACKS INTO SMALL SPACE.

.^iiiiiiiiiniiiiiiiiiiiiiim

The Aeroplane

November 17, 1920

Titanine Dope

(THE ORIGINAL NON=POISONOUS)

Is most Economical and Durable and OFFERS
THE GREATEST RESISTANCE TO FLAME

TITANINE

AND THE

Aerial Derby Handicap, 1920

AvroBaby - FIRST
AvroBaby - SECOND

BOTH COATED WITH TITANINE DOPE

TITANINE, LIMITED,

Booth Road, Colin Deep Lane, HENDON, N.W.9

Telephones —

Kingsbury 164
Kingsbury 84

Works.

West End Office—
175, PICCADILLY, W.l.
Telephone — Gerrard 2312.
Telegrams — Tetrafree, Piccy, London.

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November 17, 1920 The Aeroplane

781

N1EUPORT AIRCRAFT

AIRCRAFT DESIGNED AND CONSTRUCTED ON
AN ENGINEERING BASIS.

DESIGNERS
AND
CONSTRUCTORS

TO THE
AIR MINISTRY.

Special Features.

HIGH FACTOR OF
SAFETY.

EASE OF

CONTROL.

GREAT

STABILITY.

LOW LANDING

SPEED.

1st Commercial Flight in GREAT BRiTAlN — NIEUPORT NIGHTHAWK,
1st Commercial Flight in INDIA :-NIEUPORT NIEUHAWK.
BRITISH SPEED RECORD, 167.5 m.p.h. —NIEUPORT GOSHAWK.

Address —

The Nieuport and General Aircraft Co., L*d.
38, Conduit Street, London, W.l.

Telephone :— Mayfair 637.
Telegrams : —

Awarded Highest Prize in Air Ministry Competition

The World's Most I uxurious
Commercial Aeroplane.

THE HANDLEY PAGE TYPE W 8

Fitted with 2-450 h.p. Napier Engines.

HANDLEY PAGE LT? LONDON, ENGLAND

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;82

The Aeroplane

November iy, 1920

. i^fijiiilum.;;.

Record

C. G. Grey, " ^Aeroplane."

AERIAL DERBY MEETING.

The "AVRO BABY"

WON

FIRST PRIZE ....
FIRST & SECOND PRIZES -

IN THE ROYAL AERO CLUB HANDICAP.

1919
1920

The "AVRO BABY"

which flew in both the above races was the identical

machine which flew from

LONDON TO TURIN in 9|

(650 miles on 20 gallons of petrol)

ours.

A. V. ROE & CO., LIMITED,

AVRO WORKS, NEWTON HEATH, MANCHESTER.

Telephone; City 8530. Telegrams: "Triplane," Manchester.

London Office: Experimental Works: Australian Agents:

166, Piccadilly, Hamble Australian Aircraft and Engineering Co., Ltd.,

Union House, 247, George Sr., Sydney, N.S.W-

Wl.

'Phone : Regent 1900.
'Grams: " Senalpirt,
Phone."

Hamble
Southampton.

Telephone: Hamble 18
Telegrams. " Roe," Hamble.

Telephone: City 2^72.
Cable Cipher : "Aviation," Sydney.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS,

Nov. 17,
1920.

THE

VOL. XIX.
No. 20.

The Editorial Offices of "The Aeroplane" are at 175. Piccadilly, London, W.l.
Telegrapuic Addiess: "Aileron, London. " Telephone: Gerrard 5407.

Accounts, and all correspondence relating to Publishing and Advertising, should be
sent to the Regia erea Offices of The Aeroplane and General Publishing Co. Ltd.,
61 Carey Street, London. w.C.'^.

Subscription Rates, post free: Home. 3 months. 8s ; 6 months, 16s.; 12 months 32s.
Foreign 3 months, 8s. 9d.; 6 months, 17s. bd.; 12 months. 35s. Canada, 1 Year. S8.

U.S.A., 1 Year. $8 50c.

ON THE NEEDS OF CIVIL AVIATION.-V.

The Ease of Prophecy.

There is a certain advantage in being an old, old man
with a long memory. It enables one to size up more or less
accurately in the light of history the position of affairs of
to-day.-- On various occasions one has remarked that history
is the greatest plagiarise in all literature. And a fairly
accurate knowledge of what has gone before enable* one to
prophesy fairly accurately what i= going to nappen in the
luture'.

After all, the prophets of the Old Testament were nothing
extraordinary. They were only elderly men with long
whiskers and a decent knowledge of history. It was dead
easy for anybody who knew what had happened to Sodom
and Gomorrah to prophesy what was going to happen to
Israel. And nt is just as easy for anybody who knows what
happened in the French Revolution to prophesy what is
going to happen in Russia. Similarly, it is easy for anybody
who knows what English stupidity did in Ireland under
Elizabeth, Charles I, Cromwell, William III, Anne, and the
Georges to prophesy what it is going to do under Lloyd
George.

An Historic Parallel.

Now, all those things are, in the broad view, mere parochial
matters compared with the world-wide importance of methods
of transport. Possibly the Mexican who is being revoluted,
or the Armenian who is being beaten up by a fanatical Turk,
or the harmless Irishman who is having his house burnt by
drunken "Black-and-tans," regards his little personal dis-
comfort as being much more important than such a matter
as, say, the invention of a bicycle tyre or the design of an
aeroplane wing. And yet the pneumatic tyre has had more
effect on the development of the world in the past thirty
years than have all the religious and political creeds put
together. And, similarly, the improvement of aeroplane
wings will affect the state of the whole world more in the
near future than all our theories concerning Capital, Labour,
Socialism, Syndicalism, Communism, Bolshevism, and all the
other " isms."

There are those — chiefly those who made a lot of money
out of making aeroplanes to other people's designs during
the war — who will tell you that the aeroplane has reached its
limit. Only the other day the head of a very big Sheffield
steel firm said in a letter that, although aeroplanes are
certainly useful as weapons of war, they can never be of any-
practical use as common methods of transport. He was
blissfully ignorant of wnat is actually being done even with
the quaint machines which we use to-day. And, of course,
the possibilities of properly designed wings were away out-
side his comprehension altogether.

Thanks to one's long memory, one can remember exactly
similar things being said about the bicycle, from which
humble vehicle the motor-car and the aeroplane have de-
veloped. One has seen all three trades develop from their
earliest days, and in each one has seen progress hampered
-by the same amazing stupidity on the part of the Govern-
ment, the Public, the Press, and particularly the Manufac-
turers themselves. There is an exact historic parallel in
each case.

The Bicycle and the Aeroplane.

Take the parallel between the bicycle and the aeroplane.
One remembers about the year 1880 a much-daring and much
older cousin possessing a tall bicycle on which he covered
vast distances in the da}', sometimes as much as 25 or 30
miles, and endured as much danger and ridicule as did those
aviators who flew box-kites in 1910 or thereabouts. In fact,
the high bicycle was probably responsible for more deaths
w proportion to mileage than ever were the box-kites or
primitive monoplanes of the 1910-11 period.

Then about 1885 came the so-called "safety" bicycle, which
had small wheels and merely meant that one had not so far
tc. fall. It had small solid tyres, which came unstuck and
wrapped themselves round the forks or jarred the machine
so that tubes broke or vital parts came unstuck, and it was
quite fairly efficient as a man-killer. Also, it was so heavy

and so hard to push that it never had a chance of becoming
a universal method of transport. Only the young and athletic
or the old and very tough were able to use it.

Yet it achieved a considerable amount of popularity and
became m fact just about as near being a commonly used
vehicle as is the aeroplane of the type which we know to-day.

A Curious Likeness.

Now here comes a curious likeness in the histories of the
two vehicles. Somewhere about 1889-1890 the solid-tyred bi-
cycle acquired such an amount of popularity that the cycle-
making Arms which already existed in Coventry and Wolver-
hampton (Singer, Swift, Rudge, Premier, Sunbeam, Star,
were some of the names of the period) had had d%ite a little
boom, which they thought a big boom, and were very heavily
overstocked with complete bicycles and parts for the next
few years The solid-tyred bicycle had almost reached finality
and the people who made them could see no room for im-
provement and no opening for a fresh market. Just as is the
case with some of our aircraft people to-day.

Then all of a sudden there arrived m Coventry an affable
gentleman named Dncros, who had made a tidy fortune out
of papar bags 'in Ireland, and who had several athletic sons,
Arthur, Harvey, and Alf being the best known at the time,
who were notable cyclists and boxers — Willie and George
grew up later. Mr. Dncros brought with him a strange
bicycle with a species of sausage round the rims, the back
and front folks being widened in a horrible manner to ac-
commodate the sausages. Mr. Ducros said it had been in-
vented by a veterinary surgeon named Dunlop and that it
wis going to revolutionise all road transport, just as Mr.
Handley Page says that the wing discovered1 by his technical
staff is going to revolutionise air transport.

All, or almost all, the good manufacturers of bicycles scoffed
at this preposterous tyre, just is all, or almost all, our good
manufacturers of aeroplanes scoff at the Handley Page and
other so-called "freak" wings. Besides, if the tyre was right
it meant scrapping nearly all the over-stock of bicycles they
had in hand, and, being utterly English, they would much
rather hang up progress and eke out a miserable existence
selling obsolete or obsolescent bicycles than adopt the bold
course, scrap the lot, and start out to make and sell pneu-
matic-tyred machines only. Which is very much the attitude
of a good many aeroplane makers to-dav.

Furthermore, all the "experts" of the cycle trade, works
managers, designers, testers, and so forth, including
the newspaper experts — except R. J Mecredy, of the Irish
Cyclist, and perhaps one or two others — proved conclusively
that the pneumatic tyre was no use. It would puncture and
burst,, it was hopelessly heavy, it was a drag on the wheel
and would decrease speed instead of adding to it. And so
forth. It never struck them that by adding to the weight of
the tyre it was possible to decrease the weight of the ma-
chine, just as by fitting wings which are heavier per square
foot of surface it is possible to decrease the weight and power
of the engine and so to decrease the weight of everything
else in an aeroplane and increase the useful load.

The Patent Campaign.

In 1892 Charles Kingston Welch patented a detachable
tyre with wired edges. This was bought by the Dunlop
Company, and afte: wards it was found that the Dunlop
patent was never a patent at all, having been ante-dated by
Thomas in 1840. About the same time one Bartlett patented
the "Clincher"-edged tyre, which he sold to the North British
Rubber Co. Then followed a regular rush of patents, all
trying to get round the Welch and Bartlett patents. And
the Dunlop and Clincher companies kept up a continuous
series of actions to squash these infringing patents.

Towards the end it boiled down to these two patents only,
and finally, about igoo or so, the Dunlop Co. bought the
Bartlett patents and ruled the roost, letting out licenses to
approved manufacturers on reasonable terms. Meantime,
between 1890 and 1900 pneumatic tyres had been so perfected
that nobody ever sold a solid-tyred bicycle after about 1893,
though "cushion" tyres survived till 1896 or so, as a kind of

;84

The Aeroplane

November 17, 1920

half-way house, much as non-movable high-lift wings will
probably survive when the majority of wings are of the
variable surface type.

Though the period of patent actions has not yet arrived
in the history of aeroplane wings — that will only come when
the Trade is making money out of the new type machines-
one can see the makings of plenty of law cases. There is
the question as to whether the Handley Page patents cover
the early Constautine experiments (vide Eiffel's big book).
There is' the question as to how far the dipping trailing edge
patented by Mr. Fairey covers any "Venetian blind" move-
ment in a wing composed of movable slats. There is the
question as to how much Mr. Cecil Kny's monoplane of the
191 1 show covers other variable camber devices, such as the
Dayton-Wright There i? fhe question as to how Monsieur
Garner's patent leading edge of 1914 covers other variable
leading edges. There is the question of how far the Fokker,
Alula and Junkers wings affect one another, though per-
sonallv one regards them as being only "cushion tyres," as
it were. And there are all the old "VariopTane" patents
be considered, besides probably some scores of others of
which one has never beard.

At any rate,, there is all the material for an exact parallel
to the patent-action period in the history of the pneumatic
•tyre. /

What is Needed to Renew the Industry.

Now what is needed to-day to put renewed life into the
Aircraft Industry is general activity in the matter of these
various "cofnic" wings, just as activity with pneumatic tyres
in 1890-91 and 92 renewed the life of the moribund Cycle
Trade and made possible the Motor Trade ten years later.
If our aeroplane designers and makers are too stupid, or too
self-conceited, or too poor to experiment on their own ac-
counts, then one suggests that the R.A.F. has a magnificent
opportunity of doing a service to the Industry in return for
all that the Industry has done lor the R.A.F. in the past.

Of course, where a maker is too prejudiced to do any
experimental work in this line, he is best left alone. The
less he does the sooner he and his firm will die and leave
room for somebody more intelligent. And the sooner the
better.

But where a firm is reallv working at the job, the R.A.F.
can surely Aflorc ro give it some mon=y for experiments, not
by wav of a subsidy, but by way of an actual order for an
experimental machine -to be built in the firm's works and
afterwards delivered for test at Martlesham or Isle of Grain.

The R.A.F.'s Opportunity,

The R.A.F. would thus take all responsibility for infringe-
ment of patents. Suppose, for example, a firm wanted to
build a machine with wings of the Handley Page type, then
the R.A.F. would arrange with Handley Page, Ltd., about
royalties and there would be no quarrelling between firms
about terms.

One regards this as highly important, for there are some
dozens of methods of achieving the results covered by-the
H.P. patents alone, and obviously Handley Page, Ltd., cannot
afford to build them all at once. Yet it is of vital importance
that xhiy** f vperimenta! wings should all be built at once
so as to ha»tcn progress and renew the life of the Aircraft
Industry.

in tac*. if the Controller-General of Supply and Research
cannot find a number of firms to take on the job at reason-
able prices, then he had better turn the whole of the resources
of the Royal Aircraft Establishment onto the job and get
dozens of wings of different types made forthwith, instead
of wasting mone)' on steam-turbines and helicopters.

THE AIR POST OF BANKS.

The following correspondence has been received : —
Sir, — With reference to the announcements appearing in the
issue of The Aeroplane of November 10th, I would point out
that contrary to the statements made therein, this business is
being proceeded with, and remains the property of the original
proprietor — myself.

I would also bring to your notice that the announcements
were not authorised by me or anybody connected with the
business.

Having proved by the experimental run of the machines
from September 13th to the end of October that a regular
daily service cap. be satisfactorily maintained, the business is
being reorganised by me with a view to its development as a
limited company, and its further operations.

I should be obliged if you would kindly give publicity to
the above.

I confirm what I informed you yesterday, when I had the
pleasure of seeing you, to the effect that on thf 3rd inst. I
severed from all connection with this business Mr. Eric Neal
and Mr. F. T. Courtney, and, therefore, nothing emanating
from them can be considered as being on behalf of this busi-
ness or myself.

If the development of the H.P. wing alone is left to one
firm it will take three or four years to reach anything like
perfection. If it could be perfected in a year from now it
would mean that in 1922 there would be a very big boom in
air transport.

The Creation of a Boom.

That seems a big claim to make, so it may be well to
explain why. The success erf commercial aviation depends
entirely on cutting prices. People are not afraid to fly. It
i*- simply that they cannot afford to fly. A hundred people
went up in one machine at Croydon the other day in an
hour and a half at 5s. a head. Would ten have gone up at
£5 a head ?

Cut the London-Paris fares to railway prices ■ and people
will go by air for preference, and then the boom in air
transport will begin. And the only way to cut fares is to
carry double the load on the same machines

Now anybody could carry double the present useful load
of passengers and goods on any existing machine by loading
it more heavily per square foot of surface and flying faster.
But a machine so heavily loaded takes a dangerously long
run to get off and lands at a dangerously high speed.

All that the variable-camber wing or the H.P. "ventilated"
wing does is to shorten the run and slow the landing. But
that just makes all the difference between safety and danger.
Which means all the difference between a commercial pro-
position and a sport for brave or reckless people only.

Safe and Dangerous Loading.

There is, as a matter of fact, plenty of margin for improve-
ment on the best existing wings. A wing loaded to 15 lb. to
the square foot is very heavily loaded. Yet if one could hit
the ail such a punch "with the leading edge as to deflect it
clean off the upper surface altogether, and so create a perfect
vacuum, one would get a lift of 1,5 lb. to the square inch.
And there is plenty to pla)- with between 15 lb. to the square
inch and 15 lb. to the square foot. It means, at any rate,
a margin of 144 to 1. Even an . addition of 2 lb. per square
foot means onl}' about one-fifth of an ounce per square
inch.

Given a biplane of 40 ft. span and 6 ft. chord, one has
roughly 480 square feet of lifting surface. Increase the
ioading only 2 lb. per square foot and one is able to carry
960 lb. of extra merchandise or five extra good fat passengers.
Which means making the machine pay handsomely at much
lower fares.

But that extra loading means danger in starting and land-
ing, and so it is not a commercial proposition. Fit a variable
wing which allows that heavily loaded machine to get off
ac 25 miles an hour, to fly at 120, and to land at 20, and one
has the finest commercial vehicle in the world.

An Easy Proposition.

And it can all be achieved within the next twelve months
if the Aircraft Industry retains as much intelligence as it
possessed before the war — having mercifully been relieved
of much of the befuddled brahis which came into it during
the war.

If the Industry itself cannot attain to such heights of
intelligence, perhaps one's very good friend, Mr. Sydney
Smith, of the R.A.E., will turn some of his bright young
men onto the job, and will set about doing for aeroplane
wings some such revolutionary experiments as he has been
trying on aero-engines during the past twelve months or
so. But one believes it will pay the Trade better in the
end if it works out its own salvation and supplies of its own
accord the needs of Civil Aviation. — C. G. G.

I would also point out that I have been duly registered by
the Registrar of Business Names as trading under the name of
"The Air Post of Banks," and that also the name "Le
Courier Aerien des Banques" has been registered in Francey
the fees paid for by me, and the name officially assigned to me,
and therefore is my property.

With regard to the advertisement on page 778 in the issue of
The Aeroplane of the icth inst., the telephone number Mr.
Neal has given turns out to be that of the Blackburn Co., from
whom I was given to understand on telephoning them yester-
day afternoon, that the use Mr. Neal had made of their tele-
phone number was unauthorised.

(Signed) C. J. H. M. Kennedy, Proprietor.

The following letter, dated Nov. nth, 1920, has also been
received :—

Sir, — With reference to the advertisement in The Aefoplane
of this week, headed "Continental Air Services," and making
use of my name, 1 shall be glad if you will mention in your
next issue that this advertisement was given to you not only
without my sanction, but very much against my wishes, a fact
which vou could not have known.

(Signed) F. T. Courinev.

November 17, 1920

The Aeroplane

A MATTER OF PRIORITY.

It is commonly supposed that the Germans produced the first multiple-engined Aeroplanes,
at any rate of modern type. Just by way of showi g that the Fairey Aviation Go has not
always confined its attention to Seaplanes, an early example of the firm's work is shown below :—

This is the Fairey, Twin-Engined, Folding- Wing, Bombing Biplane. It was designed by Mr.
G. R. Fairey, in December) 1914. It was built in the Summer of 1916 It was de ivered in the
Autumn of 1916. And it gave a performance superior to that of German or British machines of
similar type produced a year later.

With two of the original "Falcon" Rolls-Royce Engines, giving 190 h.p. each, or 380 h.p. in
all, her speed was 81 knots (91 miles per hour), and she climbed to 5,000 ft. in 6 minutes.

Her span was 77 feet. Her surface was 718 sq. ft. and her weight, fully loaded, was 4880 lbs.

Here She is seen in Three-quarter Front View.

It se«ms just as well that the pioneers of multiple-engined Aeroplanes in this country should make
their work known, now that Civil Aviation all over the World calls for big passenger-carrying
machines.

The Fairey Aviation Co., Ltd., is prepared to build Aeroplanes, Seaplanes or Flying-boats
of a 1 types.

THE FAIREY COMPANY SPECIALISES IN PIONEERING.

THE FAIREY AVIATION CO., LTD.,

Head Office = - HAYES, MIDDLESEX.

, London Office - - EMPIRE HOUSE, 175, PICCADILLY. W.i.
Works : HAYES, MIDDLESEX, & HAMBLE, near SOUTHAMPTON.

Telephones— 19 Hayes. Middlesex. Telegrams— "Airily, Hayes, Middlesex."

394 Regent. Code— A. B.C. 5th Edition.

786

rhe Aeropiane

November 17, 1920

THE LANDING FEE QUESTION.

A recent article cm the subject ot pleasure Hying has drawn
from several firms the complaint that if they use their machines
for passenger flying at a Government aerodrome it costs them
the official landing fee every time they come down That is
to say, if a standard Avro carrying two passengers does twenty
trips 111 the course of an afternoon it has to pay 5s. landing
fee every time it alights, so that in twenty trips the owner
has to pay ^5, which probably means the whole of his profit
on the afternoon's work. In the case of a big machine it is
just as bad, in that the owner has to pay a 10s. landing fee
after each trip, whether the trip be a five-minute circuit at 5s.
per passenger, or a journey of an hour or two costing several
pounds per head.

One suggests that the fair thing for the Air Ministry to do
is to charge each machine a landing fee for the day, after
which the machine may make as many trips as it is able so
long- as the aerodrome personnel is not called upon to help
handle the machine.

This landing fee regulation operates in a curious way, in
that if a machine has had its engines overhauled pv^ is taken
for a test flight it paws no landing fee sc. long as it circles
round and round inside the limits of the aeiodrome, but if, in
older to save trouble and wear and tear on the controls, trie
pilot takes it straight out for five miles and straight back
again, then the machine has to pay a landing fee for each
separate landing.

Presumably, if the regulations were strictly interpreted and
a certain distinguished general officer late of the R.A.F. took
up one of the small machines kept by the Royal Aero Club for
the use of its members, and liable to a 5s. fee for each separate
landing, the said officer would be charged about 30s., every
time he returned from a trip in the air. — c. G. G.

A CRYING SHAME.

The attention of the more intelligent readers of this paper
is drawn to the article by Capt. W. H. Sayers on page 789
of this issue concerning the peculiarly foolish operations of
the so-called "Inter-Allied Commission of Control" which is
apparently mismanaging our aeronautical interests in
Germany.

It is of interest to note that the British section of this
precious Commission has a distinctly Naval flavour. So far
nc one can recall there are no R.F.C. officers of any note
on the Commission, and, with the exception of a few junior
R.N.A.S. officers, there are few of any kind who have had any
active service experience worth mentioning in the air, at
any rate as pilots and observers over the enemy's lines. In
fact the whole business of the Commission seems to have
been conducted just as one would expect it to be done by
Naval people.

The result appears to be, as indicated by Capt. Savers,
that the Commission has effectively prevented this country
from deriving any appreciable benefit from its work, and in
its unintelligent endeavour to damage German aviation it
has in fact performed a considerable service to our Teutonic
relatives. — c. G. G.

THE HELICOPTER PROBLEM.

Readers are reminded that M. Louis Damblanc, the leading
experimenter in helicopters, delivers his lecture to the Royal
Aeronautical Society at trie Society of Arts, John Street,
Adelphi, at 17.00 hours to-morrow (Thursday). The lecture
will be read by Mr. Percv Noel. The chair will be taken
by Air Vice-Marshal Sir E- L. Ellington, K.C.B., C.M.G.,
C.B.E., Director General of Supply and Research.

THE BLERIOT WORKS CLOSED.

The Bl£rui aeroplane works at Suresnes has been closed
down as from Nov. 13th last. M. Bleriot states that this step
has been made necessary by reason of the increased taxation,

delayed payments, and the general industrial depression.
These works have provided employment for 1,300 hands.

FELIXTOWE AIR STATION REUNION.

The first annual reunion dinner open to all ranks wheyserved
at the above air station will be held at the ConnaughrRooms,
Great Queen Street, 011 Saturday, Dec. 18th, at 7 p m. Wing
Commander C. E. Risk, D.S.O., will preside. Tickets 12s. 6d.
each, applications for which must be accompanied by remit-
tance at an early date, not later than Dec. iith, from W.
Kits'on, 22, Manor Terrace, Felixstowe.

THE ARMAMENT SCHbOL, UXBRIDGE,
DINNER.

The second annual reunion dinner of all officers who served'**
on the staff at the R.A.F. Armament School, Uxbridge, will
be held at the Holborn Restaurant, W.C.2, on Dec. nth, at
7.15. For further particulars apply to the Hon. Sec, 12,
Old Jewry, E-C. ' f

AN ENGINE OFFICERS' REUNION.

On Nov. 12th a highly successful reunion of some sixty
officers of the Engine Repair Shops at Pont de l'Arche
was held at the Holborn Restaurant. Wing Commander
C. B. Hynes, late O.C., E.R.S., was in the chair,
and Air Commodore Brooke-Popham, Director of Re-
search, was the gustet of the evening. The Air
Commodore, in a brief address, said that the E.R.S. had a
splendid tradition of hard work and efficiency, and he hoped
that the former officers would hand along their tradition to
their successors. With this object, he said, the formation of
some kind of E.R.S. society or club was being discussed,
which might provide a kind of reserve of engine officers.

Wing-Commr. Hynes proposed that an organisation of this
nature be formed, and all present signified their in-
tention of joining. The subscription was fixed tentatively at
5s. per head, and Flying-Officer D. Drover, of the Air Minis-
try, consented to act as honorary secretary.

Squadron-Leader Vernev, proposing the health of the Chair-
man, recalled various incidents in the formation and existence
of the E.R.S. , all of which should go to form traditions.

When the plans for the proposed organisation are a little
further advanced one hopes to deal with them more fully.
Meantime, will all former E-R-S. officers who may be in-
terested in the scheme communicate with F / O Drover ?

NO. 3 WESTERN AIRCRAFT REPAIR
DEPOT REUNION.

Ihe first reunion dinner of the Officers from the Yate Depot
took place on the 12th inst., and was a most successful and
enjoyable gathering. It was organised by the late Command-
ing Officer, Lieut. -Col. R. G. Law Markham, who also occu-
pied the chair. Considering it was a first attempt, the muster
of 40 must be" regarded as very creditable.

After the loyal toast, Lieut. -Col. Law Markham proposed
the "R.A.Fj in Being," pointing out that the officers present,
most of whom had -returned to civil life, had taken a material
part in preparation for the R.A.F. as it now was. Serious
efforts were now being substituted for Comedy in organisation
and adnumstratioii, and he expected that in a very short time
it would be universally recognised as a Service in all respects
equal of the two Senior Services, and one into which we should
be 'proud to enter our sons.

Flying Officer T. v". Villiers replied in a humorous speech
with reference to Yate and to officers who were there and were
now present. This was followed by the toast of the Chairman,
proposed by Major T. E. Robertson, O.B.E.

It was unanimously decided to repeat the meetipg, and a
committee was elected to take the necessary steps to form a
Yate Officers' Association.

HE TRANSCANADIAN FLIGHT. — This Map illustrates the great Flight across Canada described on page 801

November 17, 1920

The Aeroplane

787

r

THE STORY OF SHELL SERVICE. I

Reproduced from E. McKnight Kanffer s famous
hoarding at Shell Comer, Kings-way , London.

THE Crusader of old provided himself with a Shell, where-
with to^drink at the springs on his pilgrimage. The Shell
thereupon became the emblem of Service to the traveller.
Similarly, to-day it symbolises Service to the motoring
traveller, in the provision of the finest motor spirit the world
produces—" SHELL."

The QUALITY Motor Spirit

SHELL MARKETING CO., LTD., KINGSWAY, LONDON, W.C.2

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

788

The Aeroplane

November 17, 1920

GWYNNE'S

AERO

NGINES

Manufacturers of the B.R. and all types ot Aero Engines.
Sole Licensees for British Empire of Clerget Motors.

PWYNNF^l ¥ -1 Hammersmith Iron Works, LONDON, W.6.
VJVV IlllllLCj J-<IQ.„ "Q wynne, London." " Hammersmith WW."

Contractors to the Admiralty, War, Indian and Colonial Offices, and the principal Foreign Governments.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

■Supplement to The Aeroplane, November ijth, 1920

SUPPLEMENT TO "THE AEROPLANE"

INCORPORATING AIRCRAFT ENGINEERING, AERODYNAMICS, AIRCRAFT FINANCE AND COMMERCIAL AERONAUTICS
AND MATTERS PERTAINING TO THE AB.RONAUTICAL ENGINEER AND THE AIRCRAFT TRADER.

THE WEEKLY COMMENTARY.

The relics of German aircraft which are at present at
the Marine Aircraft Experimental Station at Grain are
described below, after a comment upon the disgraceful
ill-usage to which they have been subjected before their
arrival in this country.

Exhibition recently held at Prague will
page 792.

found on

The French Nieuport, winner of the last of the Gordon
Bennett races, and the American Dayton Wright entry
for the same race, are described and illustrated in this

A description of the exhibits at the International Aero issue.

RELICS OF THE WORK OF THE INTER= ALLIED COMMISSION

OF CONTROL.

One who should know states that in German aeronautical
circles the Inter-Allied Commission of Control is generally
regarded as a heaven-sent blessing, on the ground that as
it has forced Germany to scrap all its obsolete aircraft, to-
gether with much of the specialised workshop equipment
designed for the production of these machines, without being
able to delete the knowledge and experience which German
constructors have obtained iu the last few years, all future
German aeroplanes will be built on the basis of that know-
ledge and experience, free from the cramping efiect of a
desire to make use of existing parts, jigs and dies, which
would inevitably result had they been allowed to retain their
existing. machines and equipment.

Our Kindness to ihe Hun.
And there being no surplus stocks of unwanted war craft
for sale at cheap rates, any German commercial aircraft put
into service will have to be designed speefically for that
purpose.

The Allies will remain for some time content with the
using up of war derelicts, and during those years their
designers will starve. When aerial transport comes into its
own and a real demand for economical aeroplanes arises,
German designers will alone possess the knowledge, and
German constructors the experience to meet the demand.

This view is by no means an unfounded one. There are
many cases on record of old-established linns which have
been steadily relapsing into that state of senile conservatism
which ultimately leads to ruin, who have been rejuvenated
by the occurrence of a fortunate fire which has forced them
to replace, by modern equipment, obsolete plant which
otherwise would have continued ^fo waste labour and money
for years.

Unfortunately ft is little use for this paper to agitate in
favour of a revision of the Treaty of Versailles, and therefore
German Industry must be left to enjoy the benefits afforded
to it by that Treaty.

An Excess of Zeal.

Unfortunately, those members of the Commission of Control
who are charged with the supervision of Germa.n aerial equip-
ment do not seem to have been content with the purely
passive assistance which it is their duty, under the Treaty,
to afford to German designers.

Not merely are they removing from our late enemies all
temptation to handicap their aerial enterprises with obsolete
material, land leaving to them all their accumulated ex-
perience, but they appear^ to have taken very effective steps
to prevent British designers from acquiring any useful know-
ledge of actual German achievement in aircraft design.

There are at the present moment, stored in the sheds of
the Marine Aircraft Experimental Department at the Isle
of Grain, a large number of parts of German aeroplanes and
seaplanes which have been deported from the land of their
origin iu order that the British Technical Authorities may
examine in detail examples of the latest and most interesting
products of the German Aircraft Industry.

Wanton Destruction.

So far as can be discovered, the modus operandi which has
been followed has been that firstly the Inter-Allied Com-
mission of Control have destroyed "everything come handy"
to the best of their ability. Then the wrecks produced have
been examined by the junior, and presumably least unintelli-
gent officers attached to the Commission, who have selected
from the junk large quantities of parts which appeared to
them of interest.

These parts were transported to Belgium, after all im-
pediments to packing had been removed with hammer and
axe, and there dumped for some months, 'then they came
within the range of vision of certain members of the Technical
Department of the Air Ministry, who filially selected that
which should be brought to this country.

As to the final selection, there is no room for criticism.
There is nothing at Grain at this moment that is not of very
great interest indeed. But unfortunately the value of the
collection has been enormously depreciated by the brutal and
ignorant ill usage to which most of the material has been
subjected.

There are very strong grounds (for believing that the
Germans themselves had no part iu the damage. On the
contrary there are evidences that they are proud of their
aerial products, and that they have enough confidence in
in their own designing abilities not to fear the efforts of the
mere copyist. They have even taken the trouble to mark
many of the samples now in this country with the words
"Made in Germany," painted on in conspicuous positions.

The damage is not of the type which is done by an intelli-
gent person wishing to destroy evidence, it is very distinctly
of the type which results from ignorance and laziness
combined.

Instrument connections, or control wires, etc., have been
torn off, rather than take the trouble to disconnect them
properly. In consequence, instruments of distinct interest
have been wrecked, and it is impossible, not only to test
the instruments, but even to determine how they were con-
nected.

There are two Junkers all-metal machines— one of the
armoured biplane type, and one of the two-seater monoplane
class.

' Both these machines could have been tested for perform-
ance and for structural strength, and some really useful data
on metal construction might have been available, had they
been packed for transport with the least intelligence. But
although someone has taken the trouble to crate the tail and
wings of the monoplane, the crates appear to have been
packed in the bottom of a truck with a ton or two of odd
engines loose on top, with the result that certainly the cover-
ings and probably the internal structure has been very
seriously damaged.

The whole consignment bears obvious traces of having
been entrusted to the tender mercies of one of those en-

-.1

79C

(Supplement to The Aeropunb.)

Aeronautical Engineering

'November 1.7, 1920

lightened gentlemen whose habit it is to " 'eave 'arf a brick"
at any stranger— merely because he is a stranger.

The Interesting Residue.

Despite the very thorough way in which the Intel -Allied
Commission have done their deadly work, the remains are
of very considerable interest, and are well worthy of study.

Of the whole three sheds full of remains there is only,
as far as can be gathered, one machine which can be as-
sembled and tested.

■This exception is one of the two-seater Brandenburg sea
monoplanes, fitted with a Benz six-cylinder vertical super-
compressed engine, apparently of the B.Z.4 type.

This is a somewhat curious coincidence, in that the manag-
ing director of the Hansa-Brandenburg firm has expressed
a very strong objection to supplying any technical details
of these products to Allied countries.-

There are certain very interesting remains of giant air-
ciaft. Among them is the front part of the fuselage of the
Dinke-Hoffmann R.u machine, described in this paper 011
Sept. 24th, 1919.

In this, it will be remembered, four 260 h.p. Mercedes
engines are installed, all geared together, and all driving one
;-,ingle tractor airscrew. The four Mercedes engines are still
in position in the engine room, but the gears have been
dismantled, and although there are parts of the transmission
actually at Grain, there is probably not enough to reconstruct
the gear arrangement. One side of the curious steel spring
undercarriage (illustrated in the aforesaid issue of this paper)
has also been salved.

In addition there are three front halves of fuselages of
Zeppelin-Staaken giants. Of these one is of the five-engined
type with a tractor in the nose driven by a single engine.
A second is that of the experimental machine which was
fitted with a supercharger. This was referred, to and illus-
trated in an article published in this journal (page 1213 of
June 23rd, 1920). The supercharger was of Brown-Boveri
make, driven by a' separate no h.p. Mercedes engine installed
ahead of the pilot's seat.

' The supercharger itself has been removed, but the engine
driving it and the whole of the compressed air connections
and controls within the fuselage remain.

The third is of the ordinary four-engined type of machine,
and the most interesting feature is the very elaborate signal-
ling installation to the mechanics in the power eggs, and
the curiously arranged engine controls. Unfortunately, owing

to causes already dealt with, it is difficult to trace out the

connections and operations of these controls.

The signalling gear consists of a board, some 10 in. by
12 in., having on its face some 20 little glazed windows,
behind each of which is an electric lamp, and below each a
switch, and above each a printed signal.

A New Staaken " Variety.
Of Staaken remains there are also two interplane power
eggs, each with its two engines in tandem. One is of the
usual type and contains two 260 h.p. Maybach engines. The
second shows a hitherto unrecorded power plant arrange-
ment, of a front six-cylinder vertical Benz engine (probably
of 220 h.p.), with one of the 12-cylinder, Vee, 500 h.p. engines
of the same make at the rear. This latter drives its pro-
peller through an extension shaft and a colossal separate
reduction gear.

This gear is of the plain spur type, with gears some 4^ in.
in tooth width, and of veiy coarse pitch. From the appear-
ance of the aluminium housing it would appear that the
reduction ratio was well over two to one, and that the
diameter of the wheel on the airscrew shaft was at least
14 in. This particular gear was made at the Zeppelin Co.'s
gear works and, together with its shaft, occupies as much
space, and looks as though it must weigh as much, as a
150 b.p. Hispano-Suiza engine complete.

Of other recognisable remains are two of the gearboxes
used in the Siemens-Schuckert six-engined four-screwed giant.
Photographs- and drawings of these gears will be found in
The Aeroplane, page 1172, June 16th, 1920. As far as can
be seen they are in perfect condition, and it would seem well
worth while to have them tested to destruction under con-
tinuous pull load, driving airscrews, and driven by aero
engines, under a reasonably close imitation of the designed
working conditions.

Of smaller machines there are the fuselages of a Sablatnig
night bomber — a very neat and light-looking three-ply struc-
ture— of a Roland type D.VIb, showing the curious "clinker-
built" construction, and of a number of other recent single
and two-seaters of no very marked interest. In addition,
there is a nearly complete Fokker D.VIII cantilever mono-
plane, which it may be possible to assemble.

It is hoped that, when the technical staff at Grain ha9
had time to examine, measure, and consider the assembled
material, a fully descriptive report on these relics will be
issued to those interested. — w. h. S.

BOOK REVIEWS.

A Treatise on Airscrews. By Whyrill E- Park. (The D.U.
Technical Series, Chapman and Hall. 21s. net.)

This, the second of the "Directly Useful" series of technical
books devoted to aeronautical subjects, is, in accordance with
the intention of the series, an attempt to give a clear idea
of the underlying principles of airscrew design, together with
clear instruction as to the application of those principles to
practical design and construction.

The author's experience of successful airscrew computation
during a number of years with Dang Propellers, Dtd., should
suffice to ensure that the methods indicated by him for
design purposes are reliable ; the arrangement of the book
itself proves him to be possessed of that gift of clear and
orderly exposition which are as essential as knowledge itself
to the writing of such a treatise.

The book can be strongiy recomm ended to all students
who require a plain and straightforward information of the
type required successfully to design efficient airscrews.

The Design of Aeroplane Engines. By John Wallace.
(Published by Benn Bros., Dtd., Aeronautics Offices, 8,
Bouverie Street, 13. C. 4. Price 15s. net.)

There has long been room for a book treating simply and
clearly with the principles of design of the aero-engine.
There have been published during the past twenty years
numerous text-books dealing with the interna 1-combustiou
engine, and some of the later of these have mentioned aero-
engines. But the majorit}- of such works have been either
treatises on the applied thermodynamics of the internal-
combustion engine, draughtsmen's handbooks of proved and
tried detail design, or popular and inaccurate guides for the
use of amateur motor tinkers, and have thrown little light
upon the specialised problem of the 'aero-engine.

Mr. Wallace's little book deals solely with the practical
side of aero-engine design. Thermodynamics are neglected,
it being assumed that the explosion of a petrol-air mixture
will produce the results which are known to occur in prac-
tice, but the actual mechanics of turning that explosion to
practical account are dealt with simply but thoroughl}'. To
all those who are charged with the care and maintenance of
aero-engines the book will supply useful information as to

the why and wherefore of various types and arrangements
pf aero-engines.

To those who desire to attack the problems of aero-engine
design it will give a very clear statement of what those pro-
blems are and what methods are available for their solution.

Model Aeroplaning : Its Practice and Principles. By V. E.
Johnston, M.A. (Dondon : E. and F. N. Spon, Dtd.)

In the opening paragraph of this book the author states :
"The object of this book is ... to narrate in plain language
the general practice and principles of model aeroplaning."

This is, of course, a very worthy object. The principles
whereon model aeroplanes operate are exactly those whereon
full-size aeroplanes operate, and a widespread knowledge of
those principles can be spread by the agency of models
among circles who can have only limited opportunities of
gaining such knowledge from experience with real aeroplanes.

It is therefore regrettable that Mr. Johnston should have
so far fallen short of his avowed object. In places his lan-
guage is far from plain, and his statements of principle can
scarcely be regarded as altogether well founded.

Otherwise the book contains a fair amount of practical
information which should be of value to those who are in-
terested m the very fascinating hobby of model aeroplane
building and flying. ,

AERONAUTICS AT THE SCOTTISH
UNIVERSITIES.

It is of great interest to learn that the Scottish Universities
have included for the first time Aeronautics in their Engineer-
ing course this year. At Gilmorehill, in Glasgow, what is
known as a "half -graduation" course, consisting of 12 lectures,
will be given on this subject. The course has been mapped
out in collaboration with the officials of the Scottish Branch of
the Royal Aeronautical Society, and the services of very able
men have been secured to deal with the different features.

Mr. D. Bartlett, of the Royal Corps of Naval Constructors,
who is at present stationed at the Inchinnan Airship Con-
struction Works of Messrs. William Beardmore and Co., Dtd.,
has undertaken lectures dealing particularly with rigid air-
ships. He will deliver two lectures "in Glasgow, two in
Edinburgh and one in Dundee on the subject of "Rigid
Airships — Design and Construction."

November 17, 1920

Aeronautical Engineering (SuPpiement to the A«»mi 791

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

792

(Supplement to The Akropujm

, Aeronautical Engineering

November 17, 1920

THE FIRST INTERNATIONAL AERO EXHIBITION AT PRAGUE.

THE PRAGUE EXHIBITION. — The Stand of the ' Hlavni Letecke Dilny" with two of the "Smolik" type Biplanes.

The following account of the Prague International Aero
Exhibition, held from Oct. 23rd to Nov. 2nd, is due to Mr.
Frank Pokorny, of the Czecho-Slovak Press Agency in London.

The first International Aero Exhibition arranged by the
Czecho-Slovak Aero Club at Prague was a remarkable success
for Czecho-Slovak enterprise. This industry, comprising a
comparatively small group of individuals and firms, has
achieved in the last two years more than could have been
expected, and surprised not only the foreign visitors, but also
the native industrial circles. The aeroplanes and motors
exhibited, as well as all the other products used m connection
with aeroplane manufacture, were of first-class make.

The most noticeable feature of the show was the Prague
"Aero" Company, although all the Czecho-Slovak firms of
repute were represented. The exhibits of the "Aero" Co.,
however, attracted most attention, its products being the
result of the latest and most accurate scientific research.
During the one year of its existence the company has pro-
duced 21 aeroplanes ("Aero io") and has gained a good repu-
tation also in foreign countries.

The "Avia" Co. exhibited aircraft of a new pattern : a
very good machine, intentled for. sporting purposes, with a
35-40 h.p. Daimler engine. M. T. G. Masaryk, President of
the Republic, in appreciation cf the efforts of the two con-
structors, engineers Benes and Hain, presented them with a
gift of 100,000 Czecho-Slovak crowns from his private purse,
to enable them to contini*e their research.

Of the aerial omnibuses, the aerolimousine of the "Ikarus"
Co. attracted much attention. It is an aircraft, type Branden-
burg with a Breitfeld-Danek engine. The passenger traffic of
this company has been about 2,400 persons during the last year.

The "Hlavni Eetecke Dilny" (Principal Aero Works) had a
very good set of exhibits in which .aircraft was shown de-
signed for passenger traffic. This company produces machines
type "Smolik," with 230 h.p. engine, also for export.

Of other machines exhibited, those produced by the West-
Bohemian Avralie Club, Pilzen and Moravian Aero Club, de-
serve special notice.

In the engine section were the well-known engines of the
Breitfeld-Danek Joint Stock Co., type "Hiero"; the "Aero"
Co., and an engine produced by Mr. Urban, Pilzen. Mr.
Urban's engine was for a long time the only foreign engine
used by the French air services.

Of foreign firms there were French machines of Breguet,
with a 300 h.p. Renault engine, made entirely of metal (this
type • of aircraft is used by the Czecho-Slovak Army), and
Henry Potez, with a 400 h.p. Eorraine engine (SEA model),
which is used by the French-Rumanian Aviatic Co. for the
air transport between Paris-Prague-Bucharest).

It is a great pity that there were no British products ex-
hibited. British help would be very much appreciated,
especially in this branch, as the Czecho-Slovaks are unable to
produce as much as they want and would be good buyers
of British aircraft.

The exhibition as a whole proved a great success and left
a good impression throughout the whole country. It offered
further evidence that Czecho-Slovak industry is capable of
competing with the West-European industries.

The manufacture of aircraft has a promising future in
Czecho-Slovakia. The most important lines of European air
transport lead via Prague, which is destined to become an
important centre of commercial aviation.

An international commercial aerodrome will be established
in Prague and the capital of Czecho-Slovakia, which is the
centre of a circle whose radius is 600 miles, covering all the
important commercial centres, such as Eondon, Paris, Mar-
seilles, Rome, Warsaw, Riga and Stockholm, is taking
energetic steps to derive the maximum of advantage from
its favourable position.

A CzechoSlovakian Passenger Machine.
Exhibited at the Prague Aero Show,
this machine, built by the Hlavni
Letecke Dilny (Principal — or Central-
Aero Works), is evidently a conversion
of one of the two-seater war types illus-
trated above.

COURSES FOR AERONAUTICAL STUDENTS

It is announced that the Department of Aeronautics, of the
Imperial College of Science and Technology, South Kensing-
ton, have arranged for two full-time courses for the session
1920-21. One course deals with Aeronautical Engineering, the
other with Meteorology and Navigation.

A New Italian Giant.

The Italian corespondent of The Aeroplane writes : —
The following details, which in general terms correspond to

'what has been commonly known for months or more as to the
Caproni aerial liner, are published by a responsible sporting
journal. The machine — which is a seaplane, though the paper
does not say so — is a triple triplane or nine-planed machine.
The number of the motors, which are, as might appropriately
have been guessed, American, is eight, which if they are of
350 h.p., as stated, would give 2,800 horse-power. The pas-
sengers are reported as going to be 120, which will encourage
those who believe that in numbers lies safety.

The giant is nearing its test flight at Sesto Calende, where
the Capioni firm have had for some years a large shed with
works annexed, where, too, the hydro-triplane was erected and
tried — T. S. H.

/

November 17, 1920

Aeronautical Engineering

(Supplement to Thj Aeroplan«.)

797

f VICKERS - vimy - COMMERCIAL

I Pilot and 1 1 Passengers or 1^ Tons of Mail or Freight, Endurance 5 hours.

A factor of Safety of 5 throughout.

VICKERS-SAUNDERS FLYING BOATS.
Aviation Department :

Vickers House, Broadway, London, S.W.I.

DEPOTS :

BRISTOL— 55. Park Street.
NORWICH— 16, White Lion Street.
Loveday street. GLASGOW— 75, St. George's Place. BELFAST 26a, Aithur Street.

MANCHESTER — Cathedra! Hous», muw/~ a ti l w r-

Lonil Millgate (Temporary Address). NEW< Aj»I l.K Co mi
BIRMINGHAM— Vickers House. Bu.ld.ngs, P.lg .

ommercial Union
m Street-

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

7Q8 (Supplement to the aeroplane.) Aeronautical Engineering

TRADE NOTES.

Metal Airscrews.

During the preliminary trials of the Bristol "Tourer" sea-
plane (illustrated in the issue of Nov. 10th) a considerable
amount of trouble was encountered with the ordinary type of
wooden airscrew. Spray and rain caused serious damage,
which set up very considerable vibration when taxi-ing. A
Leitner-Watts metal airscrew was substituted for the wooden
one and the troubles were at once overcome.

The particular airscrew was one of the early examples of
the separate blade type, wherein standard blades of various
dimensions can be inserted into standard bosses and the
pitch and angle of the blades adjusted by a screw setting to
suit the particular engine and aeroplane. The blades used
were hand-beaten to shape and riveted instead of being spot-
welded, and they are naturally less uniform and less efficient
than will be the pressed and welded blades which are now
to be manufactured.

Despite this, tests made on the "Tourer" showed less vibra-
tion, distinctly less noise, and a slightly higher speed at
5,000 ft. tnan did the standard wooden airscrew.

Metal Airscrews, Ltd., may be congratulated on the results
of their long and persevering efforts to produce a cheap and
satisfactory steel airscrew, and the Bristol Aeroplane Co. on
their foresight in recognising and testing a useful novelty.

Firth's Carbon and Alloy Steels.

Thos. Firth and Sons, Ltd., have just issued a booklet
dealing with their Carbon and Alloy Steels, which is to be
added to the series of catalogues published by them. It has
been produced essentially for the convenience of the busy man,
and as such the booklet is arranged in a particularly simple
and concise manner. In addition to such items as "Notes on
Mechanical Testing," "Notes on Case Hardening," "Useful
Tables," there are such headings as "Steels recommended for
various purposes," and "Full particulars of Steels," etc., all
of which make • the book extremely useful for reference
purposes.

Anyone concerned in the uses of High Grade Carbon and
Alloy Steels for aircraft, automobiles, etc., should certainly
apply for a copy to Thos. Firth and Sons., Ltd., of Sheffield
and 8, The Sanctuary, London, S.W.i.

Cellon Dope.

Mr. A. J. A. Wallace Barr informs one that, at the present
moment, Cellon (Richmond) Ltd. have contracts for no fewer
than six governments. This does not look as though the
Aircraft Industry is as dead as the pessimists would have
people think.

It seems a great pity that more firms, particularly those
running air lines, do not go in for Mr. Wallace Bair's scheme
for registered colours for machines. Dope can be made in
most colours just as well as in white and aluminium, and in
some cases better. It would enhance the appearance of
machines as can be seen from the Marthisyde ''Semiquaver"
or the Farmaji "Goliaths."

The Air Force have decided on aluminium as their colour,
and A.T. & T. go in for black and silver. It is up to the
more progressive firms to fall into Kne. The Nieuport idea

November 17, 1920

of "small check" rather defeats this object by appearing
a neutral tint at quite a short distance, but those who saw the
Aerial Derby will remember the glint of red as soon as "Semi-
quaver" came into sight.

Moreover, in order to get the full benefit of this scheme,
machines have to be kept scrupulously clean, which in the
end, as most of those who served in the R.A.F. will be the
first to admit,*leads to efficiency. — G. D.

Nothing Succeeds like Success.

The many friends of Mr. and -Mrs. H Latimer-Voight will
be glad to hear that Mr. Voight, formerly managing director
of the Integral Propeller Co., Ltd., and of the Pegasus Air-
craft Co., Ltd., has- been awarded a testimonial inscribed on
parchment, by the Royal Humane^ Society for "having on
Sept. 4th, 1920, gone to the rescue of two boys at Kingsgate
who were in imminent danger of being drowned, and whose
lives he gallantly saved." Congratulations to Mr. Voight on
this new manifestation of his versatility. Having been in
turn a successful manufacturer, and a soldier during the war,
and a successful merchant since peace broke out, he now ap-
pears as a volunteer life-saver, in which role he has proved
equally capable.

COMPANY NOTES.

New Company.

Air Navigation Company (Scotland) Limited. — Private
company. Registered in Edinburgh, Oct. 26th. £2,500 in
2,000 shares of £x each and 2,000 shares of 5s. each. To
acquire the business of the Air Navigation Co., aeronautical
engineers, air-line operators, inspectors, surveyors, promoters
of aviation and other companies, etc. The first directors are :
C. P. Jenkyns, 23, Bellwood Street, Langside, Glasgow, engi-
neer; R. W. Collins, 1, Deanbrae Street, Uddington, engineer.
Registered office : 219, St. Vincent Street, Glasgow.

Mortgages, Charges and Satisfactions.

Lang Propeller, Ltd. — Particulars of £5,000 debentures,
authorised Oct. 15th, 1920; present issue £1,000, subject to
no further debentures being issued without the consent of
Gwynne's Engineering Co., Ltd.; charged on certain land
and premises at Chertsey and company's undertaking and
other property, including uncalled capital.

Midland Motor Cylinder Co., Lid. — Satisfaction to the
extent of £500 on April 30th, 1918, £500 on Jan. 31st, 1919,
and ^1,500 on Oct. 28th, 1920, on mortgage dated Dec. 31st,
1917, securing .£2,500.

i j.ic.iiiCRAFT, Ltd. — Particulars , of £2,700 debentures autho-
rised Oct. 15th, 1920, whole amount issued; charged on the
company's undertaking and property, present and future,
including uncalled capital subject to prior debentures.

Receiverships.

Wessex Shipbuilding and Manufacturing Co., Ltd.
(formerly Wessex Aircraft and Shipbuilding Co., Ltd.). —
j. H. Stephens, of 6, Clements Lane, Lombard Street, E.C.,
as receiver and manager by order of Court dated Oct. 21st,
1920.

Sussex Aero Club, Ltd. — Major C. W. Breadmore, of Wyke
Hill, 188, Stockbridge Road, Winchester, as receiver and
manager, on Oct. nth, 1920, under powers contained in
debentures dated May 22nd, 1919.

INSIDi; A GIANT AIRSHIP GASBAG.
— A photograph taken at the Inchin=
nan Airship Construction Works of
William Beardmore and Co., Ltd.,
showing women workers engaged in
rectifying and touchingup the fabric
inside one of the giant gasbags which
this firm is making for the R.38. This
is the largest bag Win'. Beard=
more, who are the builders of R.34,
have ever made; it measures over 80 ft.
in diameter. After the fabric has been
skin-lined in panels, it is assembled
into a complete unit and then has to be
inflated on the floor with hot air so
that a scrutiny of all joints and fittings
may be made inside.

November 17, 1920

Aeronautical Engineering

(Supplement to The Aeroplane.)

799

LAND

WW*** lf». RECOCT M»
TtUgro^u .\Mrtu A1RMINI5TRY, LONDON "
tAll Itlnaim en itrc lubjtel^ot leiieN^stiould

AIR MINISTRY,

STTCAND, 'V

LONDON, W.C

October', 1920.

All filers on ilie nudernemioned .ubje,.! should be addressed to TH !■* [■". FAR Y at

Air UlniMrr Relce. 344425/20 (C.G.C.A.)
su i>j h.c r Air Ministry Competitiona, 1920 .

above address and 6hou!d quote

Gentlemen, $tt>$

I an commanded by the Air Council to forward,
herewith, a draft for £7,500, being the first prli«
awarded to your Weatland Six Seater machine in the

Small Aeroplane class in i.he recent Competitions.
I am,

Gentlemen,
• Your obedient Servant,

Messrs. '.Jestland Aircraft riorks,
Yeovil,

Somerset ■

THE WESTLAND AIRCRAFT WORKS

(Branch of Petters Limited)

YEOVIL

have been awarded the FIRST PRIZE of ^7,500 in the

British Aircraft Competition, 1920 (Small Class)

for the

WESTLAND SIX-SEATRR LIMOUSINS

fitted with the 450 B.H.P. NAPIER LION Engine.

FACTS FROM OFF ClAL RESULTS.

(1) FASTEST TOP SPEED.

(2) GREATEST SPEED RANGE.

(3) BEST ECONOMY:-

Lowest Fuel cost per pound useful load. Lowest Oil Consumption irrespective of B.H.P.

(4) RELIABILITY.

The result of the Competition is to stamp the WESTLAND LIMOUSINE with the hall
mark of excellence for Aerial Transport. We invite enquiries for these machines, and are
prepared to grant licences for ma.nufacture abroad.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

800 (Supplement to Th2 Aeroplane.) AerOnaUtlCal Engineering NOVEMBER I I92O

-*V > ^tfSSWfc v.- -vr?-

isfr*^ *Ftf5}.

•ft

BEARDMORE AERO ENGINES have
been associated with many of the wonderful
achievements of the Air Services during the
war, and British aerial supremacy is in no
small way due to the great RELIABILITY of
the engines used, of which the BEARDMORE
was the most famous. From the earliest days
of flight experts have been enthusiastic over
Beardmore EFFICIENCY, ECONOMY and
TRUSTWORTHY ' SERVICE. Manu-
facturers are largely specifying Beardmore as
Standard Post-War Power Units.

COMPLETE ENGINES with all duplicate
parts despatched at 24 hours' notice. EVERY
ENGINE GUARANTEED.

BEARDMORE AERO ENGINES, Ltd,
112, Great Portland St., London, W. 1.

Telephone : 238 Qerrard. l

fv*. ...■•■.,-;; .-.«V i

•> ..." v< '"

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November 17, 1920

The Aeroplane

801

THE BRITISH DOMINIONS BEYOND THE SEAS.

AUSTRALIA.
The Australian Aircraft & Engineering Co., Ltd.

The Australian Aircraft and Engineering Co., Ltd., have
during the summer months done considerable business both
from the flying and selling point of view. The company
have secured more sales than any other firm in Australia,
this being attributed to the fact that they [are in a position
to build machines on the spot. Their total sales since they
commenced operations at the beginning of the year are : —

One Avro 504K (110-h.p. Le Rhone) to the Northern

Queensland Graziers' Association.
Two Avro 504KS (130-h.p. Clerget) to the A.A.E. Co.,

Ltd., for demonstration purposes.
One Avro 504K (110-h.p. Le Rhone) to A. V. Roe and Co.

for demonstration purposes.
One Avro' 504K (130-h.p. Clerget) to Mr. Tatton, of

Hastings, N.Z., for passenger-carrying.
One Avro 504K (100-h.p. Sunbeam "Dvaic") to Mr. P.

Heyde, of 'Nimity belle, N.S.W.
One Avro 504K (100-b.p, Sunbeam "Dyak") to Mr.

Leresche, of YValgttt.
Two Avro 504KS. (100-h.p. Sunbeam "Dyak") to the Auto
Aero Services, Ltd., Queensland.
The Avro bought by the Queensland Northern Graziers'
Association, which was an imported machine, was delivered
on Aug. 13th by Lieut. Adair from Sydney to Brisbane, a
total distance of 500 miles at an average air speed of nearly
100 m.p.h. A non-stop flight from Newcastle to Grafton of
240 miles during the course of the delivery flight constitutes
an Australian record for rotary engines. The purchasers
have extensive properties in N. Queensland, and the machine
will be used by the managers of the Association on station
inspections and visits to and from Brisbane. The .two
machines ordered by the Queensland Auto and Aero Ser-
vices, Ltd., will be used between the railheads of a certain
part of Queensland.

A machine belonging to the A A. and E. Cc., Ltd., has
been operating in Brisbane on propaganda work, which
resulted in numerous inquiries and the sales mentioned above.

Peace Loan Flying.

The Peace Loan Flights have been rather unfortunate.
One machine flown by Lieut. Cummins crashed in Tasmania,
resulting in slight injuries to the passengers, and another,
piloted by Lieut. Rees, crashed at Kiama, N.S.W. The
other machines arrived safely at their destinations after
numerous stoppages. These misfortunes can be attributed to
attempting long flights with low-powered engines, such
a flight as from Melbourne to Sydney being quite unsuited
for the 80-h.p. Le Rhone engine.

An Ail-Steel Avro for Australia.

It has been reported in Sea, Land and Air that the Aus-
tralian Aircraft and Engineering Co., Ltd., of Sydney, have
recently sold an all-steel Avro biplane, fitted with an 160-h.p.
Btardmore engine, to Mr. Hogarth, of Richmond, N.O. Mr.
Plogarth's property is situated far from any workshop at
which repairs could be effected, and believing that the ex-
treme climatic conditions of the Northern State would be in-
jurious to the woodwork of an ordinary machine, Mr.
Kogarth decided in favour of an all-steel aeroplane

Presumably the steel construction is confined to the wings,
as one has not heard of an "all-steel" Avro, although 504 Ks
with fabric covered steel wings have long been ar. accom-
plished fact in this country for Service experimental purposes.

CANADA.
The Trans-Canada Flight.

After much hard work and more than the usual amount of
bad luck, the trans-Canada flight has been accomplished.
The start, from Montreal to Halifax, was fixed for Sept. 23rd,
but an unfortunate mistake postponed the start for a fort-
night. On shipping the Fairey seaplane from this country,
a cable was sent to say that it had been shipped complete
with engine.. When the cases arrived in Montreal it was
found that it had no engine !

After much delay occasioned by the above-mentioned in-
cident and by bad weather, Col. R. Leckie, D.S.O., D.S.C.,
A.F.C., with Major B. Hobbs, D.S.O., D.S.C., as second
pilot, Capt. Johnson as navigator, and an engineer, got away,
making a non-stop flight to Fredericton for Halifax, the
starting-point for the big flight.

Seventeen miles east of Fredericton they ran into very
thick fog, which turned into sleet, gales, and snow, so that
they landed, and were compelled to stand by the machine for
three days as there was no shelter of any kind.

On endeavouring to start they had magneto trouble, which
held them up a further 36 hours. They eventually got to
Halifax and stayed a day there.

On Oct. 7th they started on the trans-Canada flight in the
face of a forty-mile-an-hour wind. Crossing the Bay of Fundy,

they met terrible weather, but made St. John, New Bruns-
wick, with everything going well.

Just a mile or two past there the lower part of the engine
cowling ripped off, cracking the front struts of the float under-
carriage. They landed on Long Reach, making a good land-
ing under the circumstances, but on pulling up the nose came
down, so that the airscrew cut off the tips of the floats.

Col. Leckie immediately communicated with Halifax, and
an H.S2L was dispatched to pick them up.

They left Long Reach on the H.S.2L at dusk and. made
Riviere du Loup, landing about n o'clock at night with a
six-foot sea running. Here an F.3, which had been erected
as soon as the trouble with the Fairey was reported, was
waiting for them.

They left early next morning, getting to Ottawa at noon.

They left again next morning, having been held up with
magneto trouble, and made Sault Ste. Marie at night, being
fogged there until dawn.

Next day they had fine weather as far as Kenora, but their
flight from there up the Winnipeg River to Lake Winnipeg
and down the Red Deer River to Selkirk was made in bad
weather and must have taxed the crew, who had been up
day and night for three weeks, to their utmost.

The machine was placed under a guard at Selkirk, it
having been found impossible to get to Winnipeg on the F.3
owing to the weather, and the bag of mail was transferred by
road to the land machine, a D.H.ga (400-h.p. " Liberty "),
which was waiting for them at Winnipeg.

This machine, piloted by Capt. C. W. Thompson, with
Commodore Tvlee' as observer, made Calgary in good time,
where it was hung up by fog in the mountains.

The first fall of snow made many prophesy that the
machine would be weatherbound for some time, but the
weather cleared enough next day to enable them to get away
ar mid-day to Revelstoke, then on to Merritt, B.C., where
they were again held up by fog and snow, and finally on to
Vancouver, which was reached on Sunday. Oct. 14th.

The last 60 miles from Agassiz to Minorua Park, Vancouver,
took 35 min.

On arrival there the machine was met by the Mayor of
Vancouver, Mr. H. O. Bell-Irving, chairman of the British'
Columbia executive of the Canadian Air Board, and Col.
Leckie, the pilot from Halifax to Winnipeg.

Route Mapping.

The Flying Operations Group of the Canadian Air Board
are carrying out surveys to different points within the
Dominion in order to collect records, observations, aerial
photographs, and data with a view to the establishment of
commercial air routes throughout Canada.

In connection with this scheme, two H.S.-2L (2-330-h.p.
U.S. Naval pattern low-compression Liberty engines), piloted
by Lieut.-Col. R. Leckie, D.S.O., D.S.C., D.F.C., and Capt.
Allan Wilson respectively, flew from Halifax to Roberval,
Lake St. John, Quebec, on July 17th, 1920, a total distance of
612 miles, in 10 hr. 13 min. flying time.

The air route, 7/ia Halifax, Windsor, Scots Bay, Isle Flaute.
St. John's, Fredericton, Woodstock, Grand Falls, Lake Temis-
couta, Frazerville, Tadousae, and Roberval, was as the result
of the survey found to be quite useful for commercial pur-
poses. It was recommended that in licensing seaplane bases
it should be made compulsory for the licensee to provide
moorings, a second requirement being that a barge or scow
should be provided for refuelling purposes.

It was stated that the weather reports furnished by the
Meteorological Office were found to be extremely useful and
absolutely correct. As the result of being in possession of
those reports, the Operations Group were able to choose the
only two good days clear of fog out of a period of 21 days
to make the flight. It was strongly recommended that early
efforts should be made to increase the meteorological reports.

Aerial Forestry.

A recent expedition carried out by the Canadian Air Board
to Lake Timiskaming was an unqualified success, and as a
result forestry experts and entomologists are loud in their
praise of the possibilities and future of aviation. Col. Leckie
flew some specialists up the Ottawa River to North Bay
and then on to Haileybury.

On approaching the latter spot the entomologist suddenly
began to gesticulate wildly and the pilot thought for a
moment that he was taking leave of his senses. It appeared,
however, that he had spotted the "spruce bud worm" disease
from the air.

The forester said that in eight hours' flying he had been
able to* sketch in, from the air, on his map the complete
details of the forest in forty-two townships, showing the
different types of growth, burned over, cut and diseased areas,
etc., a work which could not have been done by many parties
in a single season.

802

The Aeroplane

November 17, 1920

NEWFOUNDLAND.
Seal Hunting by Airship.

Four airships, three S.S. "Zeros" (1-75 h.p. Rolls-Royce
"Hawk") and one S.S. "Twin" (2-73 h.p. Rolls-Royce
"Hawks"), presented to the Newfoundland Government by
the Air Ministry, left the Thames on Oct. 29th en route for
Newfoundland per S.S. Alconda. These four ships, with all
necessary equipment and ample spares, will form the nucleus
of a regular Government air patrol service, and after an
experiment in seal hunting thev will be used as a matter of
routine in survey work and forest patrol.

In all probability, two airships will be employed in the seal-
locating test, which will be made early next year. In order
to intercept the herds of young seals that, immediately after
the breeding season, drift down on the ice, the airships will
liy over the North Atlantic and, by means of wireless, com-
municate the exact positions of the various herds to the
sealing fleet.

Mr. F. J. Tippen, consulting airship engineer and construc-
tor to the Newfoundland Government, i,» in charge of the
expedition.

NEW ZEALAND.

A correspondent of Thk Aekopi.ank in New Zealand
writes : —

A Pioneer New Zealand Flight.

On Aug. 26th Capt. Euan Dickson, D.S.C., D.F.C., of
the staff of the Canterbury Aviation Co., flew from Sockburn
Aerodrome to Trentham, Wellington. This is the first
flight that has been made across Cook Strait, between the
North and South Islands of New Zealand.

Capt. Dickson left Sockburn at 7 a.m. in an Avro biplane
(110-h.p. Le Rhone), with Mr. C. H. Hewlett (deputy chair-
mon of the Canterbury Aviation Co.) and Mr. J. E. Moore
(the company's chief mechanic) as passengers.

The return trip was made on Aug. 28th Capt. Dickson
spending several days at Blenheim, where he made numerous
passenger flights. He so impressed the citizens of Marl-
borough that there has been some talk of forming a company
to build an aerodrome.

The following table compares tne time Taken by Capt.
Dickson on the return and outward trips :

Out. Home,
hr. min. hr. min.

Christchurch-Kaikoura 1 55 ... 1 55

Kaikoura-Llenheim -. 1 30 ... 1 9

Blenheim-Trentham 1 15 ... 1 5

4 4° ... 4 9
On arrival at Wellington large crowds watched the Avro's
flight over the city. "Parliament was just assembling and the
legislators crowded out to see the aeroplane go on its way
towards Trentham. Later, reference was made in the House
to the flight and its importance was stressed. Many mem-
bers of Parliament congratulated Capt. Dickson on the suc-
cess of his venture.

The bad weather which preceded and followed Capt.
Dickson's flight showed that he only just slipped across
between two bad weather disturbances. As a matter of fact,
he was warned by the Government meteorologist that it
would be unsafe to make the flight at all.

At Blenheim and Kaikoura Capt. Dickson took up 2.50
passengers for joy-rides and dropped copies of "Marlborough
the Golden."

Capt. Dickson carried a small aerial mail each way and
his progress was reported throughout by the various tele-
graph offices.

Auckland to Wellington.

Capt. R. Russell, who recently flew from Auckland to
Wellington, furnishes the following account . of his flight:
"From Tokomaru Bay the coastline was followed at an
average height of 3,000 ft. until Tologa Bay was reached,
where a circuit was made, the journey being continued on
to the Gisborne racecourse, where a good landing was
effected. With a following wind this stage of about 65 miles
occupied 40 min. Whilst attempting a non-stop flight from
Gisborne to Hastings the engine petered out. The machine
was at this time about 4,500 ft. up, and luckily just over
practically the only lpnding-ground between Gisborne and
Napier. On landing it was found that the contact-breaker
bad become stuck, and by the time the machine was ready
it was decided to wait until the next morning before resum-
ing the flight.

"Next morning a fresh start was made and in half an
hour Hastings was reached. Here about 8,000 spectators
witnessed the arrival of the aeroplane. When taking off at
Hastings the engine cut out owing to the inferior quality of
the petrol used, and a forced landing was made in a three-
quarter acre paddock, with the result that one of the wings
was badly damaged A new wing was shipped from Auck-
land and when it had been fitted, the flight was resumed.
The distance of 60 miles to Dannevirke was covered in
58 min. at an average height of .1,500 ft. A bank of clouds

obscured the town of Dannevirke, but on gliding down the
racecourse could be seen and here a good landing was made.
After changing two valves at Dannevirke the flight was con-
tinued to Palmerston North, the flight ot 40 miles taking
35 min. The average height during this stage of the flight
was 5,000 ft., but when crossing the Ruahine Mountains at
the Manawatu Gorge it was necessary to get up a bit higher.
The last stage of the journey, about 140 miles ground dis-
tance, occupied z\ hours."

A Sound Policy.

Within the past few months ihe Government has sent a
number of machines to a new aerial company at Timaru. This
company proposes to establish passenger and mail services
between Timaru, Dunedin and Invercargill, and between
Timaru and Mount Cook. It is understood that the aero-
planes were sent down to the syndicate on the advice of the
Air Board. This body believes, quite rightly, that the
machines piesented by the British Government should be,
if possible, in use and not merely stored pending the an-
nouncement of a definite air policy by the Government.

The Air Board's policy has been severely criticised by
several parties. It is alleged that the aeroplanes sent to
the Timaru company have been in the nature of a free gift.
Mr. Hewlett, deputy chairman of the Canterbury Aviation
Co., has protested«en behalf of his company against the Air
Board's action. He is of the opinion that the creation of
another company within a hundred miles of the Canterbury
Aviation Co., and operating within that radius, will kill
aviation, and that both companies will be forced to curtail
their activities absolutely. [Competition is the life of trade.
—Ed.]

The position at present is not at ail clear. Mr. Hewlett
states that the leading promoter of '.he new company inter-
viewed him at the Deginning of the year to see if the Can-
terbury Aviation Co. would be prepared to join him in the
formation of the new company or run it in conjunction with
him. The Canterbury Aviation Co. turned the proposition
down and since then the company has been formed inde-
pendently of them.

It has been stated in the House that the aeroplanes have
not been given or even loaned to the new company^ The
Minister of Defence (Sir Heaton Rhodes) said that the
machines had been sent on to Timaru because if they had
been unloaded at Sockburn they could not have been loaded
again. The new company had asked that this should be done
pending an agreement between the syndicate and the Air
Board, the company, of coarse, bearing all costs and taking
all risks. — H. R.

The New Secretary.

Capt. T. M. Wilkes, M.C., N.Z.S.C., has been appointed
secretary to the New Zealand Air Board in place of Lieut. -
Col. Sleeman, who has been acting secretary.

A High Cross-Country Flight.

On Sept. 8th Capt. Wilkes and Capt. Isitt, in a Bristol
fighter, flew from Washdyke to Mount Cook and back, pass-
ing over the tail of the Tasman glacier and down the Hooker
to the Hermitage.

The whole trip occupied 95^111^., the outward run, against
a strong north-west gale, occupying 68 min., the home run
being made in 27 min. The flight over the Southern Alps
was made at a height of 14,000 ft. The two aviators have
been surveying the southern aerial routes for the Air
Board. — H. B.

SOUTH AFRICA.
Whale-Spotting from the Air.

Major Honnet, of Air Flights, Ltd., has recently returned
from England to East London with three Avros, which he
has assembled in conjunction with Mr. Basil Runnert of the
same company. Major Honnert hopes to be able to interest
whaling companies in the use of aircraft for whale-spotting.
Filming the Victoria Falls from the Air.

Messrs. Rutherford and English have been filming the
"Victoria Falls from their Avro biplane "Rhodesia." In spite
of the difficulties of the task, principally due to the dense
bush, emergency landing-grounds being absolutely n'on-exist-
ant, the falls were successfully "shot," which tends to prove
that practical commercial flying in Rhodesia is a sound pro-
position.

Aeronautical Propaganda.

Capt. Hemming, D.F.C., and Messrs. Frank and Shirley
Solomon, of Aviation, Ltd., are now engaged in an extended
tour of the country districts north of Cape Town, extending
to Namaqualand, the following places being among the
many to be visited : Caledon, Wellington, Paarl, Moorrels-
burg, Piquetburg, Van Rhyn's Dorp, Clan William, Ceres,
Tulbagh, Porterville, Darling, Vredenburg, and E pefield.

The continued success experienced by Aviation, Ltd., and
the amount of good work they are doing in giving straight-
forward exhibition and passenger flving, accounts largely
for the rapidly growing confidence that the South African
people are placing in aviation .

November 17, 1920

The Aeroplane

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KINDLY MENTION

THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

The Aeroplane

COMMERCIAL AERONAUTICS AND CIVIL
AERIAL TRANSPORT.

THE UNITED KINGDOM OF GREAT BRITAIN AND IRELAND.

OFFICIAL NOTICES.

CONTINENTAL ARRIVALS AND DEPARTURES.

[The following table of arrivals at and departures from the abbreviations— a.t. & T. — Air Transport & Travel, Ltd. ; m.a.

British Air Ports is compiled on the following System -Messageries Aeriennes; I A.L.-Instone : Air Line; C.T .-Compagnie

,i • ... , r. 7, . ■ » . Transaerienne G. E- A. — Compagnie des Grands Express

tirst comes the initials of the Air Line: next the type of Aeriens; S.N.E.T.A.— Syndicat National pour l'Etude des Trans-

machine; next the international number of the machine: next ports Aeriens; p.l— Petters, Ltd.; Franco-R.— Franco-Roumanie;

the ports Of departure and destination: next the times Of M.W.T.C.— Marconi Wireless Telegraph Company ; H.P.T.-Handley

departure and arrival- next thr rnr». ittHeiher vnnrl* tC\ Page *»«P°F& Ltd.; H.P.-Handley Page, Ltd.; A.P.B.— Air Post of

ueparcure ana arrival, next the carpi,, whether goods (G) Banks; K.L.M.— Kbninklljke Luchtvaart Maatschappij ; B.A.C- Bristol

and /or mails (M) ; next the number of passengers: and finally Aeroplane Co.

the name of the pilot and number of mechanics, if any.} Where times are missing it is probably owing to Atmospherics.

The London Terminal Aerodrome, Croydon. (Telephone: Purley 1 1 80.)

NOVEMBER 8th:
A.T.T., DH9, G-EAPL, London-Paris, 09.45-13.10, G.&M., Nil, Duke.
A.T.T., DH16, G-EASW, London-Paris, 13.15-15.20, G.&M., 2, Armstrong.
A.T.T., DH9, G-EAQN, London-Paris. 13.40-15.55, Nil, 2, Robins.
M.A., Breguet, F-CMAF, London-Paris, 13. 4,16.20, Nil, 1, Le Men.
S.N.E.T.A., DH4, O-BADO, London-Brussels, 14. 00-16.18, G.&M., 2 Van
Opstal.

A.T.T., DH9, G-EAQL, Paris-London, 10.15-12.43, 2, Carter.
A.T.T., DH9. G-EAOZ, Paris-London, — ji.28, Nil, Nil, Reeves.
S.N.E-T.A., DH4, O-BADO, Brussels-London, —12.35, Nil, Nil, Van
Opstal.

C.T., Nieuport, F-ICGT, Paris-London, 12. 30-15. 15, Mi, Nil, Lasnes.
A.T.T., DH18, G-EAUF, Paris-London, 13.1s-15.40, G , 4, Holmes.
S.N.E.T.A , DH4, O-BABI, Brussels-London. 11. 50-14. 15, M., Nil, Briere.

NOVEMBER 9th:

A.T.T., DH9, G-EAQP, Londou-St. Inglevert, 09.48-16.55, G.&M., Nil,
Tebbit.

C.T., Nieuport, F-ICGT, London-Paris, 12.20-15.15, Nil, Nil, Lasnes.
C.T., Nieuport, F-CGTO, London-Paris, 12 20-14.00, Nil, Nil, Mauler.
A.T.T., DH16, G-EALU, Londcn-Paris, 13.05-16.00, G.&M., 1, Lines.
S.N.E-T.A., DH4, O-BABI, London-Brussels, 14. 00-16.15, G.&M., Nil,
Briere.

A.T.T., DH9, G-EAPL, Paris-London, 10.00-12.33, G., 1, Duke.

M.A., Breguet, F-CMAB, Paris-London, 12.45-15.21, G.&M, Nil, Le Sec.

A.T.T., DH16, G-EASW, Paris-London, 13.15-15.35, G., 2, Armstrong.

NOVEMBER 10th :

LA.L-. "Bat," G-EAPK, London-St. Inglevert, 09.10—, Nil, 1, Chattaway.
A.T.T., DH9, G-EAQL, London-Paris, 09.52-12.05, G.&M., Nil, Carter.
A.T.T-. DKi. G.EAOZ, London-St. Inglevert, 12.56—, Nil/ I, Reeves.
A.T.T., DHic, G-EALM, London-Paris, 13. 10-15. 25, G.&M., 3, Armstrong.

M.A., Breguet, F-CMAB, London-Paris, 13.52-16. 10, G., 1, Le Sec.
ALT., DHq, G-EAQP, St. Inglevert-London, —12.50, G., Nil, Tebbit.
I.A.L-, "Bat," G-EAPK, St. Inglevert-London, 12.50-14.06, G., 1, Chatta-
way.

G.E A., "Goliath," F-GEAD, Paris-London, T2. 00-15. 10, G., 4, Labou-

chere & 1.

A.T.T., DHq, G-EAOZ, St. Inglevert-London, —15.22, Nil, Nil, Reeves.
A.T.T., DH16, G-EALU, Paris-London, 13.20-15:22, G., 1, Robins.
A.T.T., DH9, G-EAQL, Paris-London, 14.25-16.27, Nil, 1, Lines.

NOVEMBER 1 1th :

A.T.T., DH9, G-EAQP, London-St. Inglevert, 09.35— O&M., r, Duke.
G.E-A., "Goliath," F-GEAD, London-Le Crotoy, 10.45—, Nil, Nil,
Labouchere & 1.

A.T.T., DH16, G-EASW, London-St. Inglevert, 13. 30-14-35, Nil, 4.
Holmes.

A.T.T., DHi6, GiEASW, St. Inglevert-London, —16.05, Nil, 1, Holmes.
G.E.A., " Goliath," F-GEAD, Le Crotoy-London, —16.13, G., Nil,
Labouchere and 1.

NOVEMBER 12th :

A.T.T., DH9, G-EAQL, London-Paris, 09.57, discontinued flight, G.&M.,
Nil, Bamber. »

G.E.A., "Goliath," F-GEAD, London-Paris, 12.53-15-45, G., Nil, La-
bouchere & 1.

S.N.E.T.A., DH4, O-BARI, Brussels-London, 12.00-15.05, M., Nil, Del-

zenne

NOVEMBER 13th :

S.N.E-T.A., DH4, O-BARI, London-Brussels, 13.46-10.55/ 14th; M., 1,
Delzenne.

NOVt MBER 14th :

'NIL- . .■(■:''■:'.; &L $

The Air Port of Cricklewood. (Telephone: Hampstead 7500.)

NOVEMBER 8th:
H.P.T., HP, G-EAMA, Brussels-Londou, 13.16-15.23, Nil, 1, Olley & 1.
H.P.T., DH9, G-EAUC, Paris-London, 12.45-15.33, Nil, 2, Mcintosh.

NOVEMBER 9th:

H.P.T., HP, G-EAMA, Loudon- Paris, 11. 40-14.45, G., 5, Beal & 1.
H.P.T., DH9, G-EAUN, Brussels-London, 12. 00-14. 12, G.&M., 1, Hope.
H.P.T., HP, G-EASL, Paris-London, 12.36-16.36, G., 6, Bager & 1:

NOVEMBER lOth :

H.P.T., DH9, G-EAUN, London-Paris, 11,57, landed 10 miles from Paris,

arr. Paris 12.30 (nth), Nil, 2, Hope.
H.P.T., DH9, G-EAUI, London-Brussels, 12.45-14.50, G.&M., Nil, Jones.
S.N.E-T.A, DH9, O-BIEN, Brussels-London, 11^5-15.10, M., 2, Wouters.
H.P.T., HP, G-EAMA, Paris-London, 13.00-16.45, G , 3, Beal & 1.

NOVEMBER 11th:

H.P.T., HP, G-EATG, London-Paris, n.55, landed St. Inglevert 14.30,
G., 7, Fowler & 1.

S.N.E.T.A., DH9, O-BIEN, London-Brussels, 12.42, landed Lympne 13.12,
G.&M., Nil, Wouters.

NOVEMBER 12th :

HPT, HP, G-EASY, London-Paris, 12.25, landed Noailles, arr. Paris
14. so (13th), G., 8, Olley & 1.

H.P.T., DH4a, G-EAV'L, London-Brussels, 12.45-1500, G.&M., Nil, Hem-
well .

H.P.T., DH9, G-EAUI, Brussels-London, 11. 55-14. 40, Nil, Nil, Jones.

NOVEMBER 13th :

NIL.

NOVEMBER 14th :

H P T., HP, G-EASL, London-Paris, 12.00—, G. 2, Bager & 1.
H.P.T., DH4a, G-EAVL, Brussels-London, n.55 (13th). landed St. Ingle-
vert, 13.50, G.&M., 2, Helliwell.

Air Port Statistics.

Owing to heavy rains, mists and fogs prevailing during the past
week, the air lines to the Continent have been badly hampered, but
not to so great an extent as the ground transport services.

CONTINENTAL

Machines :

-Croydon 36 Cricklewood 16 Total 52
Personnel. — Passengers :

Croydon 37 Cricklewood 42 Total 79
Crews :

Croydon 40 Cricklewood 23 Total 63

INLAND.

Machines :

Croydon 39 Cricklewood 16 Total 55
Personnel (including one member of Crew per machine) :

Croydon 311 Cricklewood 35 Total 346
Grand Total Machines 107. Grand Total Personnel 488.

Inland Flying at Croydon.

Nov. 8th.— A.T. T., DH9 from Biggin Hill (Reeves) ; "Kangaroo" from
Hendon (Kenworthy) ; M.W.H.C., 1 test, DH6 (Lovell).
Nov. 9th.— A.T. T., DH16, r'test (Lines).

Nov. 10th.— A.T.T., DHi6, 2 tests (Duke); "Kangaroo," 1 test (Ken-
worthy); M.W.T.C., DH6, 3 tests (Lovell).
Nov. nth.— M.W.T.C., DH6, 1 test (Lovell).

Nov. 12th.— M.W.T.C., DH6, 1 test (Lovell) ; G.E.A., "Goliath, i
test (Labouchere). ' , •

Nov. 13th.— I. A. L., "Vimy," C joy-rides, 66 passengers (Chattaway),
A.T.T., DH16, 1 test (Reeves) .

Nov 14th — W. Beardmore and Co., W.B.2, Cricklewood return
(Ward); LAX-, "Vimy," 18 joy-rides, 187 passengers vChattaway).

Inland Flying at Cricklewood.

Nov 8th.— II P.T., DH9 from Wembley (Helliwell).

Nov. 9th.— H.P.T., BE2e 2 tests (Jones); 4 tests (Gladstone).

Nov. 10th. — Nil. , , , , „TT

Nov. nth.— H.P.T., DH9, test (Olley); O/400 test (Brackley) ; DH}a
test (Olley). <

Nov. 12th.— H.P.T., BE2e test (Brackley). . ^_ ,2.,

Nov. 13th.— Sopwith "Pup" from Castle Bromwich 'JPerry) ; DH9 test
(Jones); DHg test (Brackley).

Nov. 14th.— W.B.2 to Croydon return (Ward).

November

17, 1920

The Aeroplane

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KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

/

8o6

The Aeroplane

November 17, 1920

The London Terminal Aerodrome.

One stated last week that the Air Post of Banks was starting
again shortly under a new name Tins statement appears to
be totally untrue. The line will, it is hoped, carry on as before
under the present name.

The great question of the week at Croydon has been to solve
the mystery of the eat that dies through glass windows. It is
said that this curious phenomenon is unique.

During the week-end a very severe bump was disturbing
the air of Croydon above the Customs House. One was in-
formed by a pilot that this was due to heat rising fiom cer-
tain literature. The Customs at Croydon have now been raised
to an extraordinary pitch of efficiency. This is due to the
efforts of Mr. Knight and his staff, who do their work in a
quiet way, getting everything through with maximum celerity
and minimum "hot air."

Aircraft Transport and Travel, L,td., have cut out the 09.30
service and are increasing the 12.30 one accordingly. This is
only for the few winter months and in the spring the old
service will be restored, together with additional machines.
Special machines can still be obtained, and reasonable notice
should be given when po^-;ble.

On Wednesday, Mr. Kenworthy, who arrived on Monday
with the Blackburn Kangaroo, was demonstrating the machine
to directors of the Instone Air Tine. The machine gets off
well and handles well in the air for a machine of this size.
Taking off liom the far side of the aerodrome against a wind
of not more than 10 m.p.h., she passed over the offices at a
height of about 500 ft., and executed several banks of 45 deg.
and landed again very slowly. She had several passengers up.

On Saturday the "Vimy" was again doing "5s. joy-rides,"

THE ROYAL AERONAUTICAL SOCIETY.

Lectures.

The paper on "The Troblenis of the Helicopter," by M. Louis
Daniblanc, will commence at 5 p.m. on Thursday, Nov. 18th, at the

Royal Society of Arts, John Street, Adelphi, when

/^xvf}>\ Ai>' Vice-Marshal Sir E. L- Ellington, K.C.B., C.M.G.,
/Sy vTA C.E.E., will be in the chair.

f V © V\M Air Marshal sir Hugh Trenchard, K.C.B., D.S.O.,
W \c\ take the chair at the following meeting at 5.30

l<| lo] P.m. on Thursday, Dec. 2nd. Two papers will be

\ol /ral read, "Airship Piloting," by Major G. H. Scott,

\o!\ % HI C.B.E., A.F.C., and "Airship Mooring," by Flight-
\A\ / I Lieutenant F, L. C. Butcher, R.A.F.
X52Sop|fc»5/ Scottish Branch.

v»T/ A5r Commodore Brooke-Popham, C.B., C.M.G.,

D.S.O., A.F.C., will lecture on "Lines of Future Pro-
gress in Aeronautical Research," on Thursday, Nov.
iSth, at the Engineers' Institute, Glasgow. Brigadier-General J. G.
Weir, C.M.G., i-.a.ac.S., will tak" the chair.

Mr. J. L- Bartlett will read a paper on "Airships : General Prin-
ciples," on Monday, Nov. 22nd, and on "Rigid Airships : Design and
Materials," on Tuesday, Nov. 23rd. Both lectures will take place at
7.45 in the Engineering Class Room at Glasgow University.
Examinations' Committee.
A meeting of this Committee was held on Nov nth, when Dr. L-
Bairstow (Chairman), Wing Commander Cave-Browne-Cave, and Dr
R Mullineux Walmsley were present. Draft regulations for the ex-
aminations prepared by the Chairman were discussed and approved
with certain slight modifications, and will be brought before Council
at the next meeting. library.

The following books have been received and placed in the Library :
"Dynamics of the Aeroplane," by Rene Devilliers, and "The Complete
Airman," by G. C. Bailey, D.S.O.
Nov. 12th, 1920. W. I,ockwood Marsh, Secretary.

THE R.A.F. MEMORIAL FUND.

A Meeting of the Executive Committee was held at 7, Iddesleigh
House, Caxton Street, S.W 1, on Thursday, November 4th, Lord Hugh
Cecil in the Chair. There was a full attendance of Members of the
Committee, amongst whom were Dame Helen Gwyune-Vaughan, Mrs.
Barrington Kennett, A.V.M. Sir John Salmond, A.V.M. A. V. Vyvyan,
Air Commodore Brooke-Popnam, Air Commodore C. A. H. Longcroft,
F. E. Kosher, Esq., and W. S. Field, Esq.

A list of donations and subscriptions to the Fund since the last Meet-
ing on October 20th. was presented, and is set forth at the end of this
statement.

A Scheme for establishing a Boys' Home for the Sons of Airmen, at
Vanbrugh Castle, Blackheath, was again considered, and the recom-
mendations 01 tut £ufc -Committee, of which A.V.M Sir John Salmond
is Chairman, were agreed to, aiii' it was decided to make every •effort
to be in a position to open the Home shortly after Easter, 1921.

The R.A.F. Memorial, which is one of the chief objects of the
Fund, again came up for discussion, and a letter was read by the
Chairman from the Dean of Westminster, regarding the possible site
near St. Margaret's Church and Westminster Abbey, but the Dean
was unable to make any specific promises in the matter until he had
consulted the Chapter, and the matter was left over for future
aiscussion.

It has been decided to open a campaign for raising funds in the
provinces, and this will probably be inaugurated early in the New
Year by visits being paid to Manchester. Liverpool, and certain large
towns 111 Yorkshire. It is hoped that Lord Hugh Cecil and other
piominent Members on the list of Vice Presidents, or Members of the
Executive Committee, especially those connected with the North, will
speak at these meetings.

With regard to the co-operation of the Fund with existing organisa-
tions, as set forth in the previous meetings proceedings, all matters
are being very satisfactorily adjusted, in such a manner that there
will be no overlapping as between this Fund and existing Associations
and Societies.

It was decided to ask Lady Trenchard, wife of the Chief of the Air
Staff, to become a Member of the Executive Committee.

The next Meeting of the Committee is fixed for Thursday, 25th
inst., at 3 p.m., at the Offices of the Fund
Amount of donations and subscriptions announced, up to

October 19th, 1920 ^101,125 4 9

Amount since received up to November 3rd, 1920 882 4 7

Total £102.007 9 a

65 passengers having nights in the intervals betwee:. showers.
Mr. North, a member of the aerodrome staff, did invaluable

work as ^mp0*, both with and without a megaphone, in
getting passengers.

On Sunday all previous records were eclipsed. People came
from all round, and one enterprising char-a-bancs appeared.
Intenunig passengers were formed into a queue and Mr. Chat-
taway was up and down continuously from mid'day until dusk
with a short interval for lunch.

Prominent among the. passengers were boys front surround-
ing public schools, notably from Dulwich College. When it
became too dark for further flying there were still some 50
people waiting for a flight. A total of 187 passengers were
earned oil Sunday and 65 on Saturday, making a total of 25a
for the week-end. The weather was distinctly unfavourable.

It seems that there is plenty of scope for mpre machines
going in for this excellent form of propaganda ; given a fine
day the I.A.T. will have far more passengers than they can
manage.

M, Boudre., who looks after the interests of the Qompagnie
des Grands Express Aeriens, informs one that on one day
last week a "(johath" was the only machine to get through
from he Bourget to Croydon. Two machines of this type made
the journey on that day, one in each direction Congratula-
tions to the pilots of these steady-going machines

There are persistent rumours of another air lino operating
from Croydon shortly.

Capt. Ward and Mr. Beard flew over to Croydon from
Cricklewood in the W.B.2 (G-EARX) on Sunday, and re-
turned again after lunching at the Trust House — g. d.

PERSONAL NOTICES.

Deaths.

BOCKETT-PUGH.— Flying Officer Henry Charles Edward Bockett-
Pugh, D.F.C., R.A.F., who was killed in action near Samawah, Meso-
potamia, on Sept. 22nd, was the elder son of Major E. H. Bockett-
Pngh, late R.M.L.I., and Mrs. Bockett-Pugh, and grandson of Mrs.
Charles Paul. He was 21 ye^rs of age.

DREW.— Capt. Jack Drew, R.A.F., late 7th Cameron Highlanders,
who died on Sept. 21st at the R.A.F.. Hospital, Finchley, was the
husband of Augusta Drew, 108, Sternhold Avenue, Streatham Hill,
S.W. He was 33 years of age.

HALSTED. — Fit. Lieut. Francis Neville Halsted, D.S.C., D.F.C.,
R.A.F., only son of Mrs. Halsted, Edenholme, Reigate, was drowned
sea, off Constantinople, on Oct. 3rd.

SWINTON.— At Bombay, in September, Arthur J. Swinton, Captain,
late Royal Engineers.

Arthur Swinton was well known to the readers of this paper as
the author of the ?£. s. d of Flying," the first work which dealt
seriously with the financial side of Commercial Aviation. His latest
work, "The Aeroplane Handbook, ", which he compiled and edited
as a book of reference, appeared just at the time of his death.

He served in the South African War and later was stationed in
Mauritius. His foreign service resulted in his contracting fever and
dysentery, from which latter disease he died. At the outbreak of the
present (or perhaps one may now say past) war he rejoined his regi-
ment, but was invalided out after a short period of service.

After the war he conceived the idea of compiling a Register of
Pilots, which he intended should ultimately develop into a kind of
"Lloyd's Register," and was to include ultimately machines as well
as pilots. Unfortunately the idea was premature, and the Register
was not a success, though it was certainly not a failure. Those who
registered their names merely lost the registration fee of a guinea;
Arthur Swinton lost many hundreds of pounds.

It was an effort to retrieve his fortunes which took him to Bombay,
and there is real tragedy in the fact that the business on which he
went there had just gone through satisfactorily when_ he died._

Arthur Swinton was a man for whom one easily acquired a liking.
His charming casual manner and his apparently flippant humour,
which made him a most amusing companion, merely camouflaged a
very keen and businesslike mind. His consistently bad health pre-
vented him from carrying through the various clever schemes which-
he produced, and, apparently by way of revenge for the defeat of Fate,
death took him. just when he had apparently won through and made
good. — C. G. G. ,-_-u-v_ - _ _

COMING EVENTS. -

NOVEMBER.

i?th, Thurs. — R.Ae.S. lecture. "The Problem of the Helicopter." by
M Louis Damblanc, at Royal Society of Arts, at 5 p.m.

2cth, Sat.— No. 8 Naval Sqd. Dinner at Holborn Restaurant at 18.45-
Particulars - from Sqd. Ldr. Bromet, H2, Coastal Area, 33,
Tavistock Place, W.C.i. v
DECEMBER-

1st, Wed.— Westgate-on-Sea Seaplane Base and R.A.F. Manston Dinner

at Holborn Restaurant. Particulars from Mr. T. S. Setterfield,

1, Cuthbert Road, Westgate-on-Sea.
2nd, Thurs. — R.Ae.S lecture. "Airship Mooring," by Flight Lt. F. L

C. Butcher, and "Airship Piloting," by Major G. H. Scott,

C.B E , A.FC *

nth, Sat.— Armament School, Uxbridge. Dinner at Holborn Restau-
rant at 7.15 Hon. Sec. at 32, Old Jewry, E C.

r6th, Thurs.— R.Ae.S lecture. "Possible Developments in Aircraft En-
gines," by H. Ricardo. "The Installation of Aeroplane En-
gines," by A. T Rowledge •

18th, Sat —Felixstowe Air Station Reunion Dinner at the Connaught
Rooms, W.C.2, at 7 p.m. Particulars from Mr. W. Kitson, 22,
Manor Terrace, Felixstowe.

JANUARY— 1921

20th, Thurs. — R.Ae.S. lecture. "The Cost of Air-Ton Miles Compared

/ with other forms of Transport," by Lord Montagu of Beaulieu.*

FEBRUARY— 1921.

3rd, Thurs.— R.Ae.S lecture. "Meteorology and Aviation," by G. Dob-
son. "Ground Engineering,'" by Wing Cdr H. W. S. Outram.»

17th. Thurs —R.Ae.S. lecture. "The Haudley Page Wing," by F. Hand-
ley Page.*

• All the Royal Aeronautical Society's lectures will be given in the
theatre of the Royal Society of Arts, John Street, Adelphi, at 5.30 p.m.

November 17, 1920

The Aeroplane

807

PINCHIN, JOHNSON & CO., LIMITED,

GENERAL BUILDINGS. ALDWYCH, LONDON, W.C 2.
Tetophon. ' CITY 7840 (3 Lmti.j EST. 1834 Telegrams t " Pinchin . Phono ■ London."
Wort.: S1LVERTOWN. POPLAR .r,H WEST DRAYTON.

«~d' SouTHAmpTOn. ' ' Sn"'

SHIPMENT OF

Aeroplanes, Accessories, etc.

For Rates of Freight and Insurance to all parts of the
World, Sailing Dates, Etc.,

Telephone or write to ; —

McGregor, gow & Holland, Ltd.,

1 & 4, FENCHURCH AVENUE, E.C.3.

I Telephone - - - 5304 Avenue.

Loading "Brokers and Agents for the principal
Steamship Lines.

COtfNS

ORIGINAL ALUMINIUM
NUMBERPLATES

FOU M D RV

2i9.Goswell Road, E Ci.

Phorear Central 4879 Cily 3646.

BURBERRY

CARAPAC E
AIR = SUIT

Designed by Burberrys,
with the assistance of pro-
minent airmen, with a view
to satisfying the exacting
demands of long-distance
flying.

It is made up of three
layers, each of a different
material. The outside is ot
Burberry Gabardine, densely
woven and proofed to with-
stand intense pressure from
wind or rain. The second
layer is a luxurious lining of
fleece that supplies a wealth
of warmth ; whilst the inner-
most is of Glissade, a
smooth-surfaced material,
that enables the airman to
slip in or out of the suit
with celerity.

A double plastron of Bur-
berry Gabardine across the
chest and shoulders, a
Puttee Collar, adjustable
waist-belt, and devices for
tightening the sleeves and
legs, add comfort and
stability to an outfit which
insures complete security,
yet is much less weighty and
cumbersome than leather
equipment.

BURBERRYS

HAYMARKET S.W.I LONDON

Bd. Malesherbes PARI'*; and Agens

Burberrys Ltd.

Every
Burberry
Garment
is labelled

* Burberrys"

Illustrated Catalogue
Si Pat ems Post Free

FJ^.Cai.tmrops

\Ki«AI .'P.YlVvrS I .'5
"GUARDIAN AnCF.I.''

RaRNCI IUTE.

A Parachute Descent

A//xi X/.tt/f 'tinmtt. -

WITH AS

' - ' '• A I Type.

"CVAHDlASi AvCIl' PaRACHI TE.

-!....;.«.. E R .CUTilROPS AERLU. P«ENTSL» .L]
i'.I DOX S' l loi .SI

.' '• E.i t><>\ S'. London : E X-

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

8o8

The Aeroplane

November 17, 1920

INDEX TO ADVERTISERS

Accles & Pollock, Ltd. Front Cover & Back Cover

Aircraft Disposal Co., Ltd., The 781

Armstrong siddeley Motors, Ltd. ... 805

Arrol-J ohnston. Ltd. Front Cover

Auster, Ltd. ... ... ... ... ... Front Cover

Beard.nore Aero Engines, Ltd., The

Front Cover & 800

Bowden Brake Co., Ltd., The 808

Bristol AeropUne Co., Ltd. 803

Burberrys, Ltd 807

Calthrop, E. R., Aerial Pat., Ltd 807

Cellon, Lta ... Imiie Back Cover

Coan, R. W 807

De Havilland Aircraft Co., Ltd., The... ... 795

Fairey Aviation Co., Ltd., Ihe 785

Firth, Thos., & Sons, Ltd 803

Grahame-White Co., Ltd. ... ... 808

Gwynne's Ltd. 7S8

Kodak, Ltd. ... 795

MacLennan, John, & Co Front Cover

Martinsyde, Ltd 791

McGregor, Gow, & Holland, Ltd 807

Metal Airscrew Co., Ltd Front Cover

New Pegamoid, Ltd. 808

Nieuport and General Aircraft Co., Ltd. ... 781

Oddy, W. D., & Co., Ltd In.ide Bach Cov.r

Pinchin, Johnson, & Go., Ltd 807

Roe, A. Vj, & Co., Ltd ... 782

" Shell " Marketing Co 787

Short Bros , Ltd. Back Cover

Titanine, Ltd. Front Cover &■ Insiie Front Cover

Vickers, Ltd 797

Walton Motors, Ltd. ... 793

Westland Aircraft Works '.. 799

_ Wilson Motor Co 805

MISCELLANEOUS ADVERTISEMENTS

SPECIAL PREPAID BATE : 18 words 2/- ; Situations Wanted ONLY, 18 words 1 - ; Id. per word after TRADE ADVERTISEMENTS,
In these columns, 3 lines 5/- ; i/-per line after. Public Announcements, Legal .Notices, Auctions. Contracts, etc., %r- per line.
For the convenience of Advertisers, replies can be received at the offices of " THE AEROPLANE," 61. Carey St., London, W.Qg

PATENTS.

PAGE WHITE and VAU<;1IAN (late Page and
Rowlingson), Chartered Patent Agents (Consult-
ing Engineer, Mr. S. E. Page, A.M. Inst. CE-I, 27,
Chancery Lane, London, W.C. Tel., 332 Central.
HENRY SKEKRETT (H. N. Skerrett, A.I.A.E.,
A.I.Mech.E., Associate LEE, Fellow of the
Chartered Institute of Patent Agents), Patents,
Designs and Trade Marks. — 24, Temple Row,
Birmingham.

ADVICE WITH HANDBOOK FREE. — B. T.
King, A.I.M E-, Registered Patent Agent, 165,
Queen Victoria Street. London.

STANLEY, POPPLEWELL AND CO., Patent
Agents and Consulting Engineers. Applications
for Patents attended to in all countries. — Jessel
Chambers, 88, Chancery Lane, W.C. 2. Telephone,

SITIATIONS VACANT.

WANTED, Two Senior Engineering Draughts-
men with Aircraft Experience. Please write stat-
ing age, experience and salary required to Box.
No. 4,921, The Aproi'U,ne, 61, Carey Street, W.C. 2.

situation wanted.

GROUND ENGINEER, Rolls-Royce, Pumas, etc.
Handley Page, DH4, and DH9 First-class refer-
ences ; Five years aircraft, ten y-ears motor trade.
Held supervisory position. Any country, any
period. — c/o Clarke, 70, Oakley Square, N.W.i.

CONSULTING ENGINEER.

A. P. THURSTON, D.Sc.(Lond.) Engineering,
M.I.AE., A.M.I.M.E , F.R.Ae.S., Invention
Specialist and Consulting Engineer, 29, Southamp-
ton Buildings, W.C. 2.

MISCELLANEOUS.

REPAIR WORK SPECIALISTS. — Skilled Riggers
and Mechanics sent to any part of the British
Isles to effect repairs. All types of machines. War
machines reconstructed for Civil Aviation. Esti-
mates on application. — Central Aircraft Co., 179,
High Road. Kilhurn. London

WANTED.

STEEL TUBES, Brass Tubes, and Round-head
Machine Screws wanted. — Dugdills, Failsworth,
Manchester.

PUBLICATIONS.

BOOKS on Technical arid all other Subjects.
Second hand and new at lowest prices. Sent on
approval. Catalogues free : mention require-
ments Books bought.— W. & G., Foyle, Ltd.,
121-125, Charing Cross Road, London, W.C. 2.

AUCTION

By Direction of the RHYL URBAN DISTRICT
COUNCIL.

To Minstrel Proprietors, Refreshment Caterers,
Aviation Companies, Ship Owners, Fancy Dealers
and Others.

Mr. Ernest Jones has been instructed as above
to Sell by Public Auction at the Council Cham-
ber, Town Hall, Rhyl, on Wednesday, December
1st, 1920, at 3 p.m.

LEASES AND LICENCES OF PREMISES,
SHOPS, AND FORESHORE RIGHTS
(For a period of Three Years).
Lot 1 — Six Icecream :-tauds on Foreshore. Lot 2
— Photographic Stands on the Foreshore (limited
to five Photographic Stands; Lot 3 — One Oyster
Stall. Lot 4 — Tenancy of Lock-up Pavilion Shop.
Lot 5 — One Fishpond on Foreshore. Lot 6 — Punch
and Judy Stand. Lot 7 — Aerial Flying Site. Lot 8
— Minstrel Pitch, including the use of specially
constructed Amphitheatre, dressing-room, stage,
etc. Lot 9 — Site on Foreshore adjacent to Gentle-
men's Lavatory for the Sale of Fancy Goods,
Manufacture of Wire Goods, etc. Lot 10 — Pavilion
and Gardens Refreshment Rooms. Lot 11 — To be
sold outright. All the Dredging Fleet now lying
at the Voryd, Rhyl, briefly comprising a Station-
ary Bucket Ladder Dredger, capable of Dredging
120 tons per hour, built T902 by Messrs. Day,
Summers & Co., Southampton; the Screw Tug
Duke of York, five tons register, built 1895, of
steel, teak decks, by T. B. Leith & Co., Glasgow;
the Wood Dumb Hopper Barge Malcolm, with
130 tons hopper capacity.

The Dredging Plant, etc , is sold just as it lies
at the Voryd, and the purchaser must satisfy
himself as to the correct description and par-
ticulars.

Copies of Particulars of Sale and Conditions as
to Lots 1 to 10 may be obtained, and plan of
site seen, on application to Mr. J. W. Jones,
General Entertainments Manager, at his office,
Pavilion, Rhyl. Permission to view the plant re-
ferred to in Lot 11 may be had from the Town
Surveyor, Rhyl, and all further particulars from
the Auctioneer, or of T. Amos Jones, Esq., Clerk
of the Council.

AUCTIONEER'S AND ESTATE OFFICE,

7, Bodfor Street, Rhyl. Tel. 67.

MODELS.

FIRST-CLASS MODEL Petrol-motors and Castings
unique; interesting. List 3d.— Madison Motories,
Littleover, Derby.

FOR SALE.

TRANSFERS. — Firms requiring Transfers should
write to the makers.— A Bird and Co., Latimer
Street, Birmingham.

A FEW copies of the "History of 24 Squadron
R.A.F.," by Captain A. E- Illingworth and Major
V. A. H. Robeson, M.C., with a foreword by Air
Marshal Sir H. M. Trenchard, K.C.B., D.S.O.,
may still be bought, price 16s. — The Aeroplane,
61, Carey Street, W C.2.

McCUDDEN'S FIVE YEARS IN THE R.F.C.
A few slightly soiled copies of this delightful
book (published at 7s. (id. net) are available,
price 2s. 6d. — postage 6d. extra. Also a few
slightly soiled copies of Richthofen's RED AIR
FIGHTEFf (published 3s. 6d. net) for is. 6d.—
postage 4d. extra. The two for 4s. 6d. post free.—
The Aeroplane, 61, Carey Street, W.C. 2.

THE AEROPLANE NOTE BOOK, invaluable
to students at lectures for quick and methodical
lecord of details of aeroplane and engine con-
struction (published at 5s), now reduced to
2s. 6d. post free — The Aeroplane, 61, Carey Street,

W.C.2.

SILVER SPRUCE for FUSELAGE and WING
Construction. Customers can, for small extra
charges, select for aircraft construction Silver
Spruce (Prime Clears free from knots). Suitable
for high-class Cabinet and Joinery work
Can be used as substitute for Canary White-
wood, etc. Splendid finish when stained. Ran-
dom sizes, 1 in. to 6 in. thick. Truckloads
from £50, standing on rail near Liverpool.
Cheap lines Matchings, Plywood. — Jennings, Ltd.,
420, Pennywell, Bristol.

MILD STEEL WIRE. About 100 tons 14 gauge
Annealed Wire, in coils, to be cleared quickly,
it ts-, never been used, but owing to being stored
in open is now rusty, in some ,-.-=es rather badly.
Will serve excellently for bundling or other pur-
poses. For immediate orders in ton lots or more,
low price of 20s. per cwt. F.O.R. London. Men-
tion reference KW/g— Thos. W. Ward, Ltd., Sil-
vertown, London, E.

PARTNERSHIP

GENTLEMAN REQUIRED to assist in publica-
tion of Aeronautical Instrument Manual. MS.
completed, about 35,000 words ; numerous artists'
illustrations ; electros completed. Author (tech-
nical) will sell half share (advertisement revenue,
sales, etc.), £7*. cash.— Write Hill & Partners,
Ltd., 11, Haymarket, S.W.i.

TRADE CARDS.

Read "L'AIR"

The Most Interesting of French Aviation Papers.

FOR SALE AT

"The Aeroplane" Publishing Office,
61. Carey Street, W.C.2. Price 6d.

PEGAMOID

BRAND

LEATHER CLOTH.

The Best Waterproof Covering for Railway, Tram'
way. Aeroplane, Motor Boat, Cushions, Seats, etc.

i&fer NEW PEGAMOID LIMITED, K:^:

Telegrams — Pegamoid, Phone, London.
Telephone— City 9704 '2 lines). Cables a b o 6th fcdition and Private.

rOR BOWDm CABl£S,
,wy AND F/TT/NGS

THE BOWDEN BRAKE C?D?

TYSELEY BIRMINGHAM

GRAHAME-WHITE FLYING SCHOOL

First in 1909-ano..First Ever Since.

THOROUGH TUITION. COMPETITIVE FEES.

Full Particulars upon Application.

QRAHAME - WHITE COMPANY, LTD.,
London Aerodrome Hendon, N.W.o.

e^, "V Telegrams : " Variant, Hyde, London."

Telephone: Kingsbury I2C If lines).
Excellent Residential Accommodation at the London
Aerodrome Hotel.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

November 17, 1920

The Aeroplane

hi

To Clear ! Surplus ! !

THE Aeroplane finds the stock of new
books, such as " L'Aeronautique Pendant
La Guerre Mondiale" and "The Aero-
plane Handbook," pressing hard upon its avail'
able shelf and floor space. It therefore proposes
to give its readers the opportunity of relieving
the congestion by an offer of certain surplus
volumes at

One Third the Published Price.

The most beautiful of War Books was Captain Saundby's
" Flying Colours." Edition de luxe, £1 2s. Popular
EoVtion, 15s. The copies remaining of the Popular
Edition are now offered at 5s. each, plus 6d. postage.
Th? book makes a handsome present, and cou'd not be
reproduced for double the money.

The most thrilling of War Bo )ks was Jacques Mortane's
" Special Missions of the Air," describing the
dropping of spies behind the German lines. It was
published at 3s. net, and is now offered at Is. net,
postage 4d.

The most amusing brochure on the Air Service was
"The Revelations of Roy," published at Is. The
balance of the Second Edition is now of.ered at 6d.,
post free.

The Aeroplane & General Publishing Co., Ltd.,

61, C \REY STREET, LONDON, W.C.2.

a *T^3e ID o/d g of
0 Proved Efficiency "

CELL ON

Wp£ CELLON (RICHMOND) LTD., 22, CORK ST.. LONDON, W.l.

^Telephone. GcrTard44O(2bnes)/e6gffliw/AJAWB.REG,LON00N "r

\ow Ueady

£1 Is. net.

THE AEROPLANE
HANDBOOK

Edited by
A. J. SWINTON, (Late RE.)

THE AEROPLANE HANDBOOK is intended to
provide a manual for the use of those who are
engaged in the design, manufacture and use of
aircraft.

CONTENTS

AEROPLANE AND AERONAUTICAL INSTRUMENTS By Captain

A. F. C. Pollard, R.A.F.
STRENGTH CALCULATIONS.

GENERAL THEORY. By John Case, M A., A F R.Ae.S
MATHEMATICS. By John Case, M A , A. F. R.Ae.S.
HIGH TENSILE STEEL WIRES AND CABLES By Joseph Wilson.
Dr. R.A.F.

ALLOWANCES FOR BENDING STEEL By Randolph F Hail.
THE VIBRATIONS METHOD OF TUNING UP By Ingegnere Caklo

Maurilio Lerici.
AIRCRAFT TESTING.

WIRELESS TELEGRAPHY AS APPLIED TO AIRCRAFT. By R !>
Bangay.

SPRAY PAINTING, VARNISHING, AND DOPING. By C. L BURDiik.
DOPE By A. J. A. Wallace Barr.

PATENTS AND PATENT LAW. By ARTHUR HUNT.
SPINNING. By George H Bettinson

AIR SPEED INDICATORS— THE PITOT TUBE. By Winslow H
Herschel.

METEOROLOGY.

GLUE. By Dr GEORGE F. LULL, U.S.A.
METRIC CONVERSION TABLES.

TABLES AND DATA (CONVERSION OF DEGREES TO RADIANS)
PERFORMANCE. By JOHN CASE, MA, A.F.R.AeS.

A NOTE ON STABILITY. By Captain W Gordon Aston, A.F.R.Ae S ,
A.M.I. A.E-

PROPELLERS. By E- P King, B.Sc. (Bng .), Lond A M.I.Mech.E-
Trie AEROPLANE & GENERAL PUBLISHING, Co., Ltd.

6i, CAREY STREET, W.C.2.

DESIGNERS and MANUFACTURERS
OF

AERIAL

PROPELLERS

ONLY

FOR ALL PURPOSES

CONTRACTORS TO H.M. GOVERNMENT

W. D. ODDY & Co., Ltd ,

GLOBE ROAD, HOLBECK, LEEDS.

'Phc

( 20547 Telegrams : AIRSCREWS, LEEDS.

) 20548 Codes: MARCONI, LEIBERS.

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The Aeroplane

November 17, 1920

Aircraft Constructors to Leading Governments of the World

All Metal

Aeroplanes and Seaplanes

Military

Naval

Patrol

Passenger

Postal

Goods

Short "Silver Streak" All Metal Aeroplane

Designers and Constructors of the first BRITISH All-Metal Aeroplane as
exhibited at the International Aero Exhibition at Olympia, July, 1 920

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VOL. XIX.
No. 21.

ON THE NEEDS OF CIVIL AVIATION.-VI.

The Royal Aeronautical Society's Opportunity.

Truly, we are a comic people, and never so comic as when
we are most serious. On Wednesday last, Nov. 17th, the Royal
Aeronautical Society held its annual dinner, quite a good
dinner, but for the fact that one had to climb many stairs
to reach it, and afterwards had to fight through a mob of
well-dined Freemasons and their amazing womenfolk (equally
thus) in order to retrieve one's hat and coat.

Be that as it may, the rest of the proceedings were quite
enjoyable, except tor a portion of an entirely undesired pro-
gramme of alleged music (the party broke up before all of
it had been inflicted) in which a gentleman with a good
chorus voice resonated that hackneyed aria, "She alone
-charmeth my sadness," from La Reine do Saba; a young lady
with a violin that sounded like a rasp on a horseshoe demon-
strated unintentionally how Johann Sebastian Bach can be
turned into a two-step; ;:nd a not-so-young lady who reached,
<k la mode dc Tooting, with varying success for those rather
tricky high notes in Edward German's "Love, the Pedlar."
JBut that also did not matter much, except that people who
meet at an annua! dinner, many of 'them trom afar off, would
much rather wander from table to table and talk to one
another than sit and endure silently even good music. After-
dinner music, like cards, and billiards and such post-prandial
penances, was only intended for people who are devoid of
the brains with which to carry on a conversation. The mem-
bers of the Royal Aeronautical Society, ipso facto, possess
drains, so perhaps the Committee will remember the fact
next year.

The Need for Publicity.

Apart from the pleasure of meeting so many old friends,
the charm of the evening was in the speeches. The Marquess
-of Londonderry, the guest of the evening, as debonair as
usual, in proposing the toast of the Society assured the
Society of the Government's sympathy with aviation and its
intention to help aeronautical progress as much as possible.
Because Lord Londonderry happens to be Lord Londonderry
and not a politician, one believes him. He may be let down
by Mr. Lloyd George, as so many others have been, but at
any rate he is speaking the truth as he sees it, and so long
as he remains in office aviation has a powerful friend at
"Westminster.

The Lord Weir of Eastwood, President of the Council of the
Society, replied in one of those wonderful speeches of his
which combine the wisdom of the Book of Proverbs with
the wit of "Wee McGregor." He said that what aviation
wanted was publicity of the right sort. The Air Conference
was an excellent idea, and it achieved publicity, but, as might
have been expected, the newspapers were more interested
in "hundred passenger aeroplanes" and in the proposition
to build an aerodrome over the top of Victoria Station than
in the solid progress that was being made. He tactfully
avoided including steam turbines in the list of apochryphally
progressive products. Pie advised speakers at the next Con-
ference to avoid mentioning anything which might excite
the Press.

Lord Weir's Wit and Wisdom.

The best jest and the best bit of philosophy of the even-
ing was Lord Weir's story apropos people who say that avia-
tion is dead, or a lost cause. "They remind me," said he,
"of the reply of the schoolboy who was asked where the
elephant is most commonly found. Plis answer was, 'On
account of its large size the elephant is very seldom lost.' "

That is perhaps the most consoling possible thought for
those who love aviation, but fear that it is indeed lost. Such
people only fear such a thing because they do not keep suffi-
ciently closely in touch with what is actually doing under
the surface.

Another excellent remark of Lord Weir's referred to those
who say that there is nothing doing in aviation, and that
aviation has little to show for the money it is spending.

Lord Weir said that the reply to such was that of Becky
Sharp : "Any woman can be respectable on an: adequate in-
come." As a matter ot fact, one recommends people who
ihink that there is nothing doing in aviation to read the
"Arrivals and Departures" tables from the London aerodromes.

Lord Weir referred to the active branch of the R.Ae.S. at
Cambridge and to the increasing interest which Scotland
is taking in aviation, as instanced by the number of members
of the flourishing Scottish Branch of the Royal Aeronautical
Society. This, incidentally, includes about ninety pilots, in
addition to some hundreds' of other members, and has a
number of machines of its own at the Renfrew Aerodrome,
where mechanics are supplied by the Beardmore works. He
regretted that more flying had not been done in Scotland
this year, owing to the extremely bad weather, but, he said,
he judged from the recent municipal election;? that there
was a prospect in future of many "dry Summers" in Scotland.

The Matter of Guests.

Major-General Ruck, for eight years Chairman of the
R.Ae.S., in proposing the toast of "The Guests," gave a long
list of the distinguished people present, and Sir Alfred Keogh
replied briefly. Now it is worthy of note that so far as one could
discover, the Society had entirely omitted to invite the Press,
despite its President's desire that proper publicity should be
given to aviation. Which is distinctly comic.

The result was that the function, which might have given
the Society preciselv that publicity which Lord Weir said
was needed, was practically ignored. It did not receive, in
fact, anything like as much attention in the newspapers as
did a person charged during the same week with stealing
wireless equipment from Kenley Aerodrome, or tWo ethers
charged with drawing money on forged Air Ministry warrants.

M. Damblanc, the famous French helicopterist, expressed
his amazement next day at this state of affairs. There was,
as he said, at the dinner an actual present Under-Secretary-
of State, a former Minister for the Air was Chairman, and
a former Under-Secretary (General Seely) was also present,
besides several Peers and Peeresses, and a wdiole gathering
of notable scientists and other important people. Yet the
affair was treated by the Press as of no importance. M.
Damblanc said that in France, where newspaper editors are
intelligent on the subject of aviation, such a gathering would
have occupied columns.

The Attitude of the Press.

Perhaps, after all, the society did not miss much advertise-
ment by not inviting newspaper people. We of the technical
Press could hardly expect to be invited, for it is our job to
boom aviation, and with it the Royal Aeronautical Society, of
"which most, if not all, of us are members, but one might
have expected the Society to invite the Editors-iu-Chief of
the leading daily papers, even though they might only have
sent "hooligan reporters" in their stead.

It so happens that the only papers which paid any real
attention to the affair were the Daily Tele graph, of which
the aeronautical representative is Major C. C. Turner, one
of the earliest of present-day aeronautical people, and the
Morning Post, in which Mr. Massac Buist, also a pioneer of
aeronautics, devoted nearly a column to the Society's dinner,
chieflv with reference to Lord Weir's plea for greater publicity.
The Daily Mail, "the Paper which Discovered the Air," ig-
nored the affair completely, therefore one assumes that it
was not asked to the dinner. Major Turner and Mr. Buist
doubtless attended as members of the Society and not as
guests

Mr. Massac Buist's Explanation.

Mr. Massac Buist in his excellent article explains quite
lucidly the position of the average newspaper in this matter
of publicity. Says he : — "All those who have the interests of
aviation at heart must agree with him (Lord Weir) that it

8i2

The Aeroplane

November 24, 1920

is regrettable that so much prominence should be given to
aircrait accidents as compared with the amount of space and
prominence accorded to recounting the progress of aviation,
alike as regards the ever-increasmg mileage flown per acci-
dent and tne real problems as each presents itself or fresh
stages of development are achieved from time to time. For
instance, the recent Air Conference resulted chiefly in the
Press publishing accounts of a proposed colossal tower for
mooring giant airships. That was because reporters are too
often directed 'to get a live story out of it.' "

A Damning Indictment.

"Lord Weir and other aviation enthusiasts must not base
their expectations of progress on the possibility of any altera-
tion of human nature, or of the principles on which news-
papers in general are run. The Press in general has educated
the public to be always and increasingly intolerant of being
bored. The most we can hope for from the Press as a whole
in regard to aviation is that, for the time being, it shall
mention the subject as often as possible in terms which will
express faith in the present and future of the movement.
Beyond that we can scarcely hope to go 'at present."

Only so bold a writer as Mr. Buist, and only the Morning
Post, which is never afraid of boring its readers by giving
them sound information to read, would dare to print so
damning an indictment of our newspaper system. It is
enough to get Mr. Buist expelled from his journalistic trade
union, if he happens to belong to one, and it is enough to
get the proprietress of the Morning Post expelled from the
Employers' Federation of Newspapers, or whatever it calls
itself — if her ladyship belongs to one. But as neither jour-
nalists nor average newspaper proprietors ever read anything
so solid and sound as Mr. Buist's article, their offences will
probably pass undetected. And one is not afraid of giving
them away in this paper, for one knows that neither journalists
nor newspaper proprietois have yet risen to the intellectual
or educational level of reading The Aeroplane.

Possible Wisdom.

On the whole, therefore, perhaps the Society was wise in
ignoring the Press, for nothing in the nature of a "live story,"
or of "heart-interest" was said in the speeches. And the
Press has not yet discovered Lord Weir as one of the world's
great humorists. The elephant story alone should make him
famous.

Some day if he is not careful he will take the place of
Mr. Justice Darling — with a dash of Dean Inge— as the
source from which the Press will draw, and as the person
on whom the Press will father, all the good jokes of the day.
But that time is not yet, so if the Press had been present
his pawky humour would have been ignored, despite the fact
that when he rises to speak one feels at once that here is
a real personality, and despite the fact that when he has
spoken all other speeches fade away into the position of an
ordinarily good stage "turn" after Harry Lauder's per-
formance.

Nevertheless, it is one of the needs of Civil Aviation, as
Mr. Buist suggests, that the Press shall "mention the subject
as often as possible in terms which will express faith in the

ON FLYING CLUBS.

Ex-orhcers of the Flving Services all over the country are
wondering if they will ever handle the joy-stick again, and
their general idea appears to be to trust the Government to
produce the long-promised Territorial Air Force.

But they might assist the Government and help aviation in
the meantime by shewing their desires.

One way is by the formation of local flying clubs. This
sounds an expensive business, but in reality is not so very
dreadful. Such towns as Birmingham, Glasgow, and New-
castle are sure to possess a few hundred ex-pilots in their
midst, and it only requires their meeting together to set a
club going.

In Liverpool, where such a club exists, the first meetings
drew large numbers of old friends together all keen to fly.

The chief necessity is to procure the necessary aerodrome,
hangar and machines, but once over these difficulties the
cluo can make itself self-supporting. Carnivals can be
arranged in the summer when the takings will pay for the
rent of the grcund and dances in the winter pay foi the club-
room expenses.

All that is required is an enthusiastic chairman and secre-
tary, both of whom must be ex-pilots, or they cannot keep the
main object in view.

It is surprising how many outsiders are interested and keen
to help. And outside help is often very material, for large
nrtnbers of business concerns are quietly watching aviation
and n.re willing to help any effort which may serve them in
the future. Financial help from local magnates is welcome

present and future of the movement." Therefore one ventures-
to suggest how something may be done in this direction.

A Suggestion to the Royal Aero Club.

Before very long, presumably, the Royal Aero Club will be
holding its annual banquet. Then will be the opportunity to-
get the right sort of publicity in the Press, Let tue Chairman,,
whoever he may be on that evening, be primed with a few
"live stories" for the Press, with "heart interest" if possible,,
but very carefully selected so that aviation may not be made
ridiculous.

Let some important official of the Air Ministry be asked
to propose or reply to some toast or other, and let him also,
be requested particularly to emphasise the live story plus
heart interest side of the business. For example, nobody yet
has sprung on the Press the actually existent fact that in
the next war fighting aeroplanes will go into action by batta-
lions, each pilot equipped with a wireless telephone, and
manoeuvring to the actual wbrd of command in a way which
is impossible even for infantry in modern war. That ought
to appeal to the most unimaginative or jaded journalist.

Then, and most important of all, let somebody with a
handle to his name, and without an obtrusive conscience,
propose the toast of The Press. Let him "lay it on thick"
concerning all that the Press has done for aviation, and how
the Air was discovered by the Press — let him above all omit
any misplacedly humorous reference to hot air.

Those who run these aviation gatherings have hitherto omit-
ted the toast of The Press, ignoring the fact that at motor-
aiongering banquets and other commercial functions this is
regarded as the toast of the evening. The omission has been
excusable, for hitherto aviation has not been a commercial
affair. This, however, is the beginning of the era of com-
mercial aviation, and so this toast — dreary as it is — has now
assumed considerable importance, for obviously when it is
part of the programme, the Press cannot ignore that particular
function.

The really important people on the Press, who have so often
expressed their faith in aviation, should be particularly in-
vited on this occasion, and the senior two or three of them
should be asked to speak. Lord Northcliffe, Lord Burnham„
Lord Riddell, Mr. Gwynne, Mr. Blumenfeld, Mr. Garvin, Mr.
Rees, Mr. Bone : the editors-in-chief of the Times, the Daily
Mai', the Cnronicle, the Daily Ncivs, the Westminster Gazette,.
the Evening News, the Evening Standard, the Daily Mirror?
the Daily Sketch, and any other papers of note, should all
be sent personal and pressing invitations. It would not cost
the Club much, and it would be well worth while. And
our good friend Harold Perrin is quite competent to arrange
it all satisfactorily.

If the»e distinguished persons could be induced to attend
in person and listen to a few sound speeches on aviation by-
people who really matter in the aeronautical community, they
would certainly see to it that their "hooligan reporters" did
not thereafter send in the appalling drivel which appears only
too frequently in their papers. Thus at any rate a reason-
abit attempt may be made to achieve the useful kind of
publicity which Lord Weir desires, and at the same time
to keep within the limits prescribed by Mr. Massac Buist.
And so Civil Aviation may obtain some of the advertisement
which is one of its chief needs at the moment. — C. G. G.

but difficult to procure at' present when civil aviation is so-
dormant.

It is up to those who can fly to remember the old war days
and arouse their enthusiasm to help it along, so that the rest-
less old mother-country will not fall behind in this most im-
portant branch of defence and commerce.

The summer is coming with its blue skies and fairy cloud-
lands, which we used to love, and if we want to be up-
amongst it again the flying club is the key to the road up
there.

Then we shall see in the daily Press graphic accounts
(with photographs) of the contest in the clouds between the-
Liverpool and Glasgow flying clubs, and the results of the
there-a:id-back race to Paris of the Hendon (London) Club.
For we cannot let "Old Jerry" shows us the way in the sport
of the future. — R. my d.

[R. M. D's. very practical suggestion deserves support.
Will the Royal Aero Club Committee bestir itself to foster
this movement ? In years gone by there were numerous local
Aero Clubs affiliated to the Aero Club, but all have died of
mere inanition. Now is the time to try to revive local
interest in flying. The local newspapers will certainly help
any efforts in this direction. The Royal Aero Club Jan give
valuable moral support to the e local efforts by influencing
people of importance in each district to give their patronage
to the movement and bv impressing the local Press with the
rational ifnT-jottanre of encouraging iviation. It will be in-
teresting to see whether the Committee of the Royal Aero
Club has the energy to avail itself of this new oppor-
tunity.— C. c. c]

^November 24, 1920

The Aeroplane

FARTHEST NORTH

Here is seen the Terminal Station at Porjus, Sweden, whence an air line is the only
rapid means of communication with works in progress 100 kilometres away at the head of the
lake. This is the farthest North air line in the World, and is inside the Arctic Circle-

The machine in the photograrh is a Fairey Biplane (Rolls-Royce Engine) sold to the
proprietors of the Air Line by Lieut-Col. G. L. P. Henderson, M. C.

The floats are those from Col. Henderson's first Fairey Seaplane which was wrecked in
Dover Harbour early this year. They were stored for some months, and lor several months
during the present Summer and Autumn they have been continually in use in Sweden, very
seldom out of the water, except when flying, and they have shown no signs of leak v.g.

The machine itself is a standard Fairey Seaplane, merely altered to carry three passengers
and a pilot.

WITH F VTREY FLOATS. AS WITH ALL OTHER PARTS OF FAIREY SEAPLANES,
THE QUESTION OF DEPRECIATION DOES NOT ARIiE IN CALCULATING
RUNNING COSTS.

The Fairey Aviation Co., Ltd,, is prepared to build Aeroplanes, Seaplanes or
Flying-boats of all types.

THE FAIREY COMPANY SPECIALISES IN PIONEERING.

THE FAIREY AVIATION CO., LTD.,

Head Office = = HAYES, MIDDLESEX.

London Office - - EMPIRE HOUSE, 175, PICCADILLY. W.i.
Works : HAYES, MIDDLESEX, & HAMBLE, near SOUTHAMPTON.

Telephones — 19 Hayes. Middlesex.
394 Regent.

Telegrams — "Airily, Hayes, Middlesex.
Code— A.B.C. 5th Edition.

814

The Aeroplane

November 24, 1920

CONCERNING THE LONDON

Considerable interest has been aroused by various para-
graphs in the Press concerning the ownership and operation
of the two London terminal aerodromes at Cricklewood and
at Croydon. The facts of the matter appear to be that the
Cricklewood Aerodrome is the freehold property of Handley
Page, Ltd., having been acquired from the previous owners
of the land, the Ecclesiastical Commissioners and St. Bartholo-
mew's Hospital. The Croydon Aerodrome, more correctly
known as the Waddon Aerodrome, is actually the property
of the Ministry of Munitions, and the aerodrome, together
with what was originally the National Aircraft Factory at
Waddon, is held under licence from the Ministry of Munitions'*
by the Aircraft Disposal Company, Ltd., for which Handley
Page Ltd. are the appointed selling agents.

Apparently the Department of Civil Aviation has the use
of the Croydon Aerodrome by arrangement with the Aircraft
Disposal Company, Ltd., during such period (three years) as
the licence from the Ministry of Munitions is in existence.

The stories current concerning the removal of Handley Page
Transport, Ltd. (tne air line wmch is affiliated to Handley
Page Ltd. J, from Cricklewood to Croydon, seem to have
originated from the fact that Handley Page Transport, Ltd.,
being affiliated to the actual owners of the Cricklewood Aero-
drome and the licensees of the Croydon Aerodrome, have made
arrangements to run their machines from Brussels and Paris
alternatively to Cricklewood or Croydon, according to the
state of ths weather, the machines being notified by wireless
telephone before approaching London as to which aerodrome

WIRELESS TROUBLES.

It seems to be about time that the wireless services on the
London-Paris air route were overhauled and accelerated. There
are frequent complaints of machines arriving at Croydon or
Cricklewood before they are reported as having left Paris, and
as far as the reports from St. Inglevert and Lympue are
concerned, one believes that it is more cpminon for the
machine to arrive before the report than for the report to
arrive before the machine.

One of the best examples of this state of affairs occurred
on Nov. 10th, when a pilot who had landed at Croydon was
handed, an hour and ten minutes after his arrival, a note
straight from the wireless cabin announcing his departure
from St. Inglevert.

What with continual delays by the postal services at each
end of the Paris air route and this curious dilatorincss in the
wireless departments, it would seem that the somewhat
despised aeroplanes are themselves about the only thoroughly
efficient part of the air line system, with the exception of
the operation and organisation of the Croydon aerodrome
itself. — C. G. G.

THE H. G. HAWKER ENGINEERING CO., LTD.

With the formation of the H. G. Hawker Engineering Co.,
Ltd., the official registering of which is dealt with on page 833
under Company Notices, it is exceedingly comforting to see
among the list of five directors the names of Messrs. T. O. M.
Sop with, F. Sigrist and H. G. Hawke-.

When it is realised that the Sopwith-Sigrist-Hawker com-
bination was practically responsible for the great name
earned by Sop with aircraft before, and more particularly dur-
ing, the war, it must certainly come as a blow to all those
many pessimists who forsaw with the collapse of the Sopwith
Aviation and Engineering Co., Ltd., the complete loss to the
Aviation Industry of those very capable personalities.

Although the company is registered primarily to carry 011
the manufacture of the Bennett motor bicycle, the fact that
aircraft is mentioned in the syllabus shows that faith is still
retained as to the future of aviation. Judging from the great
esteem in whicli the Flying Services held Sopwith aircraft
during the war, the considerable amount of good work done
in the Antipodes by the Larkin-Sopwith Aircraft Co., and the

TERMINAL AERODROMES.

is at the time free from fog. For example, on Saturday
last, when it was foggy at Cricklewood, Handley Page '
G/EAMA was warned of the fact and landed at Croydon, pro-
ceeding to Cricklewood the next day.

It is hoped that all other cross-Channel air lines will co-
operate with Handley Page Transport, Ltd., in using the
Croydon or Cricklewood Aerodromes alternatively according ,
to the weather notified to them before leaving France or
when arriving on this side of the Channel. In this way, no
matter what the direction^of the wind, it is practically certain
that machines will be able to get through from the Continent
to one or other of the aerodromes, and so the delay and
discomfort, and incidentally a certain amount of danger,
caused by landing outside London owing to fog or low clouds,
will be entirely eliminated, and the operation of the cross-
Channel services will be accelerated and made more certain.

As regards the burning of scrap machines and the breaking
up of scrap engines at Waddon, reported so noticeably in
the Evening News recently, it may be assumed that the
Aircraft Disposal Co., Ltd., know what is and what is not a^
saleable article, seeing that some millions of pounds' worth
of aircraft disposal material has already been sold, every
civilised country in the world, and some which might be con-
sidered only partly so, being among the buyers. That being
so it would be extraordinarily foolish to turn the big sheds
at Waddon into a museum for aeroplanes and engines which,
can never be sold as such, when the material in them has a
certain limited value as scrap. — C. G. G.

huge possibilities that exist throughout the British Empire
for commercial aviation, one can confidently look forward
to seeing new types, of aircraft emanating from the works
of the PI. G. Hawker Engineering Co., which, although new
in name, will still bear the reputation and embody the ex-
perience and knowledge gained since the formation of the
Sopwith Aviation Co. in 191 1. — I,, b.

A NEW REASON FOR AIR MAILS.

Those who still have hopes for the air mail services, in
spite of the stupidity or deliberately obstructionist methods of
the various post-offices, will be interested to know of a case
which supplies a very good reason for using the air mail
services, although no acceleration in delivery has been ob-
tained. A correspondent writes that a friend of his recently
applied for a position in Rome and sent his application by
air post, presumably as far as Paris.

Whether his letter reached the firm earlier than others or
not, or whether the directors of the firm were impressed by
the applicant's enterprise in using the air post, is not known
to the correspondent in question, but the fact remains that
the applicant soon afterwards received a wire from the firm
offering him the position, which was of some importance.

Thus it may be seen that both individuals and business
firms may find it worth while to use the air mail, not in
order to accelerate their correspondence, but in order to
impress those with whom they correspond with the fact that
they at any rate are progressive in their ideas and methods.
If the air posts cannot provide acceleration they can at any
rate provide an advertisement.

ROYAL PATRONAGE.

H.R.H. the Duke of York, K.G., recently accepted from
Aero Films, Ltd., an aerial photograph of Windsor Castle.
This photograph was seen and admired by H.M. the Queen,
who asked if a copy of the photograph could be secured for
herself to hang in the Library at Windsor Castle. A copy
was presented, together with another photograph showing
the castle from a different position.

Aero Films, Ltd., announce that they are doing a good
deal of aerial survey work for town councils and estate agents-
in England, and that aerial survey parties are being sent
abroad for work on plantations and undeveloped land.

CIVIL AVIATION IN SWITZERLAND. — A Handley Page Aeroplane, piloted by Mr. Hope, which gave an exce

display at Lausanne.

/

November 24, 1 930 The Aeroplane 8l5

Promise and Performance

The latest performance of the

450 H.P. Aero Engine — the highest prizes
in the three Air Ministry Competitions

were secured by Napier engined machines —
places it above all others, and emphasizes it as
the proved 'Best.

Its prototype on the road — the 40-50 H.P. Six
Cylinder Motor Carriage— built in the same
factory, by the same skilled workmen and of
the same high-class materials, gives the same
reliability, efficiency and satisfactory performance
on the road as the aero engine does in the air.

A trial drive will enable you to realise the
fulfilment of this promise of exceptional
performance on the road.

Full particulars gladly
sent on application.

D. NAPIER & SON, LTD.

14, NEW BURLINGTON STREET, W.i.
Works : Acton, London, W.3.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

8i6 The Aeroplane November 24, 1920

NAVAL AND MILITARY AERONAUTICS.

AIR FORCE.

ROYAL AIR FORCE— SHORT SERVICE COMMISSION.
The Air Ministry announced on Nov. 22nd, that the regulations
issued in August, 19 19, whereby provision was made for obtaining
part of the officer personnel of the Royal Air Force by granting short
service commissions for a period of three years, with a possible ex-
tension to four years : —

(a) To officers then serving, and

(b) To demobilised officers,
have been revised.

The new regulations extend the right of entry for short service
commissions to civilians, and make service on short service commis-
sions by direct entry from civil life a permanent feature of the Royal
Air Force, thus maintaining the necessary proportion of junior officers
and providing a steady flow into the Reserve

Applications for short service commissions, under the new regula-
tions can, therefore, now be submitted for a course of training which
commences on Februarj' 1st next year.

The candidates must not be less than 19 and not more than 25 years
of age at the time of entry. They must be of pure European descent
and the sons of natural-born British subjects. Each candidate will be
examined by a Medical Board and interviewed by a Selection Com-
mittee in London

Employment will be for a period of four years on the active list,
followed by a period of service in the Reserve. During the period
of service on the active list an officer may be called upon to serve
in connection with any type of aircraft in any part of the world either
ashore or afloat.

The rates of pay and allowances and the conditions of issue will be
those normally in force from time to time for permanent officers of
the Royal Air Force. Officers transferred tc the Reserve after comple-
tion of their full period of service on the active list, will be paid a
gratuity of £75 for each completed year of active service at full pay,
and will be paid retaining fees whilst in the Reserve, subject to
satisfactory completion of the training required.

Copies of the detailed regulations may be obtained by application in
u-riting to the Secretary, Air Ministry, (S.7), Kingsway, London, W.C.2.

In addition to the candidates required for the course of training
commencing on February ist, a limited number of candidates will also
be required later for courses commencing on May 1st, June 1st, July ist,
and October ist, 1921.

Selection Committees will be held at the Air Ministry in connection
with the different courses about L>ec~mber 15th, 1920, March 15th, 1921,
April 15th, 1921, May 15th, 1921, ana August 15th, 1921, respectively.

Intending applicants, who after reading the regulations are desirous
of being considered, may obtain a form of application by applying
in writing to the Secretary, Air Ministry (S-7), .- Kingsway, London,
W.C.2. Applications must be received at the Air Ministry a clear week
before the date of the Selection Committee at which the candidate
wishes to be examined.

There are also vacancies for a number of demobilised pilots if the
Royal Air Force for entry at an early date. All applicants will be
considered provided that they have not been interviewed by an Air
Ministry Selection Board subsequent to August 31st, 1920.

The Armistice Day Ceremony.

On Nov. nth, 1920, at the burial of the Unknown Soldier at
Westminster Abbey, the Royal Air Force was represented by
Air Marshal Sir Hugh Trenchard, Bt., K.C.B., D.S.O., Chief
of the Air Staff, who was ont of the pall-bearers Captain
H.R.H. the Duke of York, K.G., R.A.F., wore R.A.F. uni-
form. An airman of the Royal Air Force formed one of the
guard of honour about the grave, and thirty-one officers and
sixty other ranks of the Royal Air Force took part in the pro-
cession. The march discipline of the R.A.F. was noticeably
good.

H.M.S. " Ark Royal."

H.M. Seaplane-carrier A rk Royal (Cmdr. R. Watkins Grubb)
has returned to England from service in the Mediterranean.
She left Sheerness on Nov. 13th for Rosyth, where she will pay
off for alterations and repairs.

H.M.S. "Eagle."

It is announced that upon complrtisn cf trials the seaplane-
carrier F.a£lr will proceed to Devonporto where she will be
berthed pending arrangement for her to be taken in hand
at a Royal Emekyard. On arrival at Devonport she will be
paid off in charge of a care and maintenance party and
placed under the orders of the Rear Admiral, the Reserve
Fleet.

Army Officers and the R.A.F.

A scheme has been instituted whereby a number of Army
officers will be seconded for service with the Royal Air Force
and a number of Air Force officers will be seconded for service
with the Army. The War Office states that a larger pro-
portion of junior officers is required by the Air Force than
is usual in the other services, and it . will be advantageous
for a number of Army officers to gain insight into the ways
of the R.A.F. This knowledge of Air Force methods should
prove useful in time of war for purposes of co-operation be-
tween the two services.

The War Office is asking for volunteers for service with
the R.A.F. Thirty officers are required and their service will
begin in March, 192 1. Further officers will be called for at
intervals. A start has been made, and a few Army officers
have been already seconded to the R.A.F., and will be
gazetted this month. The officers selected will be between
twenty-two and twenty-eight years of age and will be seconded
for a period of four years. They must have had at least
two years' service.

Owing to the fact that the majority of R.A.F. officers have
undergone an Army training, the number of Air Force officers

seconded to the Army will not be at present so great as
in the former case, but as time goes on the number will
be increased. It is not considered necessary for the period
of attachment for the Air Force officer to be so long as
that of the Army officer.

Enlistment «f Civilian Employees in the T.F.

The Army Council has decided that the enlistment of civilian
employees of the R.A.F. in the Territorial Force shall be
limited to 2 per cent, of the total number of civilian .sub-
ordinates employed in any unit, stores depot, or directorate
of works and buildings. These men will only be allowed to
enlist in the T.F. Royal Corps of Signals, R.E., R.A.S.C.,
and R.A.O.C., where their technical qualifications can be
used to the best advantage.

An Accident.

On Nov. 17th an aeroplane which was delivering mails at
the Waterford Military Barracks came into contact with the
wireless aerial in the barrack ground and fell on the roofs
of two houses in Barrack Street. The pilot, Lieut. Brick ( ?)
and the observer were seriously injured, and the machine
was destroyed.

The R.A.F. Cadet College Magazine.

Those who are responsible for its production deserve the
highest congratulations on the first issue of the Royal Air
Force Cadet College Magazine. It i'. almost eveiything that
such a magazine should be, and it is definitely everything that
previous -attempts to run R.A.F. publications have not been.
There is no attempt at being lunny, but it is by no means lack-
ing in liumour in the right places.

The magazine begins very properly with a benedictory note
from Air-Marshal Sir Hugh Trenchard, Chief of the Air Staff,
in which he impresses on the cadets that their first duty is
to learn how to organise and administer a great service both
in peace and war. This is foil )wed by another brief note by
Mr. Winston Churchill, who tolls cadets that they are now
training " to rival and no doubt excel " the feats of their
forerunners in tne Service so that the name of the Royal
Air Force shall be "feared and respected thtoughout the
world." There is a fine truculence about that last phrase
which is worthy of Mr. Churchill's variegated career. One
hopes that present and future generations of cadets will live
up to these injunctions.

All of the College notes are remarkably interesting and show
that those in charge of the College are taking propel care for
both the bodies and brains of their charges. The composition
of the Tending library, as catalogued in the magazine, indi-
cates a nice appreciation of what is good for the youth of
to-day. This is not surprising when one considers that Mr.
S. P. B. Mais, M.A , is the Professor of English at the Col-
lege. Particularly fascinating is the article on the Sporting
Resources of Lincolnshire, and the man who can read the
section on hunting without longing to get across a horse again
must be a strange specimen of humanity

It is to be hoped that the magazine will maintain the high
literary quality and the excellent Service tone of this first
number.

The photographs are excellently produced and give one a
proper idea of the inwards of the College as well as some
of the personnel. Very propeTly the frontispiece is an excellent
portrait of the Commandant, Air Commodore C. A. Si Long-
croft, D.S.O.

One ventures to echo Sir Hugh Trenchard's hope that the
magazine will live and prosper and be a great help in form-
ing and guiding the destinies of the College. Those who take
an interest in the College can, one belie ves, become subscribers
to the magazine for the small sum of 6s.

Old Comrades' Association, W. R.A.F.

A reunion meeting of the London branches of the W. R.A.F.,
O.C.A., was held at the Imperial Institute, by kind permission
of the University of London, on Friday evening, about 150
members of the Association being present.

The President, Dame Helen Gwynne Vaughan, D.B.E-,
in the course of a short lecture on "Citizenship," said that
the "Authorities" would think twice before they went to
war again without the Womens' Services. She went, on to
say that the best sort of preparedness for future emergencies
was individual efficiency and general esprit de corfs. Her
remarks concluded with a brief tribute to the R.A.F., which
was greeted with loud applause.

Dancing occupied the remainder of the evening, and about
25 new members joined the Association. — c. M. s. H.

7 3rd (Yarmouth) Wing Reunion Dinner.

A. Reunion Dinner of all officers who served under the
Yarmouth Command during the late war was held at Odden-
nino's on Saturday, Oct. 23rd, under the Presidency of Group

{Continued on page 829.)

Supplement to The Aeroplane, Newember 24th, 1920.

817

SUPPLEMENT TO "THE AEROPLANE"

INCORPORATING AIRCRAFT ENGINEERING, AERODYNAMICS, AIRCRAFT FINANCE AND COMMERCIAL AERONAUTICS
AND MATTERS PERTAINING TO THE AERONAUTICAL ENGINEER AND THE AIRCRAFT TRADER.

THE WEEKLY COMMENTARY.

In a somewhat lengthy communication, Mr. G. Tilgh-
man Richards and Mr. R. J. Butler, of the firm of Win.
Beardmore and Co., reply to the aspersions recently cast
upon the steam turbine as an aeronautical prime mover by
Capt. Sayers.

At almost equal length Capt. Sayers replies to their
defence.

It should be pointed out that, if the Aircraft Industiy
to-day were in a sufficiently prosperous condition to spend
large sums on costly experiment, work on steam plant
would be worth}- of support. In the present state of
affairs, however, such money as can be spared for re-
search and experiment can be better spent on improving
the internal combustion engine than on attempting to
develop a type of power plant which suffers from over-

whelming drawbacks, and which offers only problematical
advantages over its existing rival.

The very interesting paper by M. Damblanc on the
problem of the Helicopter, read before the Royal Aero-
nauutical Society on the evening of Nov. 18th, is re-
ported in abstract on page 822. It is hoped that all those
who are interested in the subject of direct lift machines
will endeavour to obtain the full reprint of the paper,
which will appear in the Journal of the Society.

A somewhat important communication as to the value
of the Air Ministry's Certificates of Airworthiness, re-
garded from the Insurance Companies' point of view, is
reproduced on page 824.

THE STEAM TURBINE QUESTION.

The following letter has teen received :—

Nov. 10th, 1920.

Sir, — With reference to the critical article appearing in your
number of 20th ult. under "Aeronautical Engineering," which
traverses the hopes expressed by Air Vice-Marshal Sir Edward
Ellington regarding the future development of steam motive
power plant applied to aeroplanes, we feel that, having been
intimately concerned with the exploration work in this field
since early in 1917, certain of the criticisms therein contained
call for some remarks.

Imprimis. Why head the subject "The Steam Turbine
Scare" ? The steam turbine, having proved itself to be the
safest and most reliable of all prime movers, the title is dis-
tinctly inept. Surely if the two qualities mentioned, viz.,
safety from fire risk and low fuel consumption, can be attained
— the first is certainly assured — then the term "Scare" should
be replaced by "Hope."

Some Facts.

Whilst it is generally agreed that a high rate of revolution is
essential .for maximum efficiency of a steam turbine, there
exists in a highly developed state a "type" which consists of
two elements rotating in opposite directions — thereby attain-
ing high relative blade speed without excessive shaft speed,
which lends itself admirably to gear reduction, and to a suit-
able speed for airscrews. This turbine is not the De Laval
single stage type, but is multi-stage reaction turbine, and
the gearing for the purpose can be made at a fraction of the
weight of the De. Laval type mentioned, without serious pre-
judice to the efficiency of the plant.

Even in the central station type of this turbine the weights
of the rotating elements, without the employment of special
materials or lightening in the aircraft sense, are in the neigh-
bourhood of 0.3 lbs. per horse-power, whilst the outer casing
which is only subject to an exhaust pressure of 1 lb. absolute
can be made of aluminium at an estimated weight of 0.15-0.2
lb. per horse-power, which, together with a further 0.1 lb. for
shafts, totals 0.55 to 0.6 lb.

Condensing Plant

The condensing plant mentioned by Air Vice-Marshal
Ellington as being the stumbling block, is not, as your re-
viewer states "not so obviously necessar}'," but is a vital
necessity, as the steam consumpdon, irrespective of the
amount of water to be carried, increases very rapidly if the
turbine is operated "non-condensing," and also the fuel con-
sumption is increased pro rata. Moreover, 125 per cent, water
leakage loss would not be tolerated even in a land station, so
that the extra make-up feed stated to be necessary is quite
outside the region of current practice. The weights of the
remainder of the auxiliary pumps required for operating the

steam plant are extremely moderate, as reference to the ad-
vertisements in the Engineering Press will indicate .

The Effect of High Fuel Consumption.
The figures quoted by your reviewer regarding the useful
load and fuel weight carried during the Martlesham trials have
not a strictly parallel bearing on the case, and should, we
suggest, be considered in conjunction with our estimates
which follow, and the interdependent questions of length of
flight, insurance, frequency of overhaul and rate of deprecia-
tion.

The author's statement that there is a larger field in power
stations for such a plant as sketched above and in his re-
marks is not at all justifiable. Weight considerations are df
practically 110 moment compared with continuity of supply,
the bulk of a station plant does not reside in the turbine, but
iu the electric generators and equipment, partieularly with
the type of turbine it is proposed to employ.

The increase in fuel economy would be attained by the use
of paraffin of 18,000 b.t.us. per lb., as against coal of, say,
11,500 per lb., it being agreed that an increase of steam
economy to any very revolutionary extent cannot be foreseen
at present.

Finally, the problem, instead of being entirely below the
horizon, is very much in sight, and we are disposed, in view
of the large amount of work undertaken on this subject, to
concur in the view of Vice-Marshal Ellington that the crux
of the question is solely the evolution of >a suitable method of
condensing.

We append a statement showing an estimate for the per-
formance of a steam plant of 1,500 horse-power installed in
an aeroplane of about 30,000 lb. total weight (in which an
allowance is made for condensers) upon which we shall be
pleased to receive the criticisms of your reviewer and your
readers, not only on the performance estimated, but also tak-
ing into consideration the controlling factors of reliability,
depreciation, overhaul, and safety, and their bearing on the
present serious items of insurance and capital outlay.

We have not laboured the advantages which would accrue,
such as ease of operation, absence of smell, vibration and
noise, flexibility, etc., as these must he obvious to your
engineering readers.

The proposition, is set forth below in tabular form in each
case, being based on a 500-mile journey and neglecting climb-
ing and gliding at the beginning and end of flight.

Firstly, it is interesting to compare the machine speeds
with the two types of plant and to note how the time element
operates in favour of the steam plant when operating at high
altitudes.

ilillllllllllllllllllllllilllllllllllllllllillllllllllilN

8i8 (suppi^enttotHB^oPUNB.) Aeronautical Engineering November 24, 1920

Comparative Speeds.
Petrol.

Steam.

At 5,000 ft.
At 10,000 ft.
At 15,000 ft.

1 ime for

Time for

M.P.H.

500 tuiles
his

M.P.H.

500 miles
hrs.

IIO.O

■■■ 4-55 •

1 iio

■ 4-55

IO4.O •

.. 4.81 ..

. «6

■• 4-3i

93-2 ■

•■ 5-37 ■•

. 124 •

• ■ 4-°3

131 •

■• 3-8

26,000 ft.

Ceiling (absolute) 11,500 ft.

The comparative weights of power plants would be, roughly,
as follows, operating at 10,000 ft. for 500 miles : —

Petrol. Lb.
Engines — Four Napier
"Lions" of 450 h.p.

at, say, 890 lb 3,560

(Giving 375 h.p. cruis-
ing-)

Radiator, water, piping,
and header tanks ...
Petrol and oil piping,
dope pump, v\ind
pumps and hand

pump

Petrol tanks (main apd

headers) 242

Exhaust arrangements 272

Four airscrews 317

Oil tanks 10

Controls, ignition, shut-
ters, etc 119

Unconsumed oil 22

1,232

142

Plant with water 5,916

Fuel consumed
Oil consumed

3.3ic

25^

3,565

Steam — 1,500 h.p.
Condensing. Lb.

Turbine 900

Boilers 3,000

Water — 5 min 1,200

Feed tank and mount-
ings ' 50

Injector 50

Condensate pump 200

Funnel 170

Lubricating oil (5 gall.)

and tank 55

Piping, fittings, oil

cooler, etc 400

Fuel tank 243

Condenser allowance ■•• 1,500

Gearing and shafts 700

Variable-pitch airscrew 150

Plant with water 3,6i3

Fuel consumed (no oil
is lost) 5,440

Total 9,481 Total i4,o.s3

Comparison of the foregoing aeroplane operating at 10,000 ft.
with different plants Wing loading, 10 lb. sq. ft. ; lb. per h.p.
at ground level, 16.7 full power, 20 cruising.

feUul r-iant
using Grade 1
petrol of .72
spg at 3/9 per
g-ill and lubri-
cating oil at 5/-
lb.

Structure Wt. at 35.5

per cent 10.66S

Power plant 5>9I6

Fuel (and oil con-
sumed for petrel) 3,565

Crew, 3 at 180 lb.... 540

Paying load 9,3it

Steam Plant Steam Plant

using paraffin using sh -le oil

of .83 si g. at of .89 spg. at

2/- per gall. 1. 2/- per gall,
lb. lb.

10,668
8,618

5.440

540

4,734

10,668
8,700*

5,850
540
4,242

Fuel costs for 500 30,000 ... 30,000 ... 30,000

miles 3,310 lb. at =,440 lb. at 5,850 lb. at

i7.2lb/gall. 8.3 lb. = 8.9 lb. =

= 460 gall. 656 gall. 656 gall,
petrol at paraffin at shale at
3s. gd. =2 2a. = £6-0.6 1.2s. =
^86.25; 23 £39.4.
gall, oil at

;s.=^5.7S

= ^92.

Speed, m.p.h 93.2 ... 124 ... 124

Paying load —

Ton-miles per hr. 387.7 ... 262 ••• , 235

Fuel cost per ton
per hour during

trip S2/6 ... 152/- ... 103/-

Fuel cost per ton-
mile o/ioj .. 1/2I ... 0/10"

* Extra allowed for fuel pump and extra weight of tank and
supports.

Fr^m these figures it will be seen that, thoueh thf* capital
outlay in TtJh*' - ' • useful load carried would be high, yet,
since steam reliability should certainlv enable the machine to
earn money ori at least twice the number of days per annum,
the capital outlay compared with earnine: power is lower than
with a petrol plant. ' Again, the overhaul charges entailed with
petrol-driven machines would be reduced to a practicable
figure, even if it were found expedient to completely scrap the
boilers each year.

Regarding depreciation charges, given a plant of unfailing
regularity of operation, the problem of regular service is raised

from the question of contingent engine failure in fog or bad
weather to one of £ucli bad weather thata machine could not
be landed without undue risk, which means the loss of only
a small percentage of days per annum. Constant depreciation
and depreciation due to obsolescence should be reduced,
roughly, in the proportion ot 5 years to 3 for petrol, or three-
fiftlis the present charges.

Crash risk would obviously be more than halved, as the
crash risk due to engine failure — the greatest factor — wculd
be almost eliminated.

Depreciation due to deterioration should again be consider-
ably reduced, as the life of a steam-equipped machine would
be far longer than the present life of machine.;. (The adop-
tion of metal structure would also greatly reduce this in both
cases.) All the above factors have a direct bearing on the
insurance rates, though if these be based on a rate per flying
hour there would probably not be much reduction here
through the continuity of service expected.

Perhaps Colonel Bnstow may be induced by these remarks
to give us the benefit of his wide experience of aircraft insur-
ance as concerned with such a plant as forecasted above.

Finally, the following figures showing lb. weight per h.p.
of the two plants at the beginning and end of a 500-mile flight
at 10,000 ft. are interesting : —

Lbs. weight of Plant per H.P. developed.
At beginning At end of

of Flight. Flight.

Petrol plant 9-475 ••• 5-9

Steam plant 9.35 .,. 5.75

[These figures do not appear to agree with the weights of
plants given in the opposite column, namely 8,018 lb. for
oteani and 5,916 lb. for petrol. — Ed.]

In considering broadly the future of development of the
motive power equipment for commercial aircraft the fact
should not be lost sight of that progress has been entirely
confined to one particular prime mover, with the result that,
whilst the petrol plant has attained the adolescent stage, not
to say maturity, tue steam proposition, as in the case of the
steam autoinuoile, is yet in its infancy.

Moreover, the petrol engine and its accessories were in a
highly developed slate in the automobile before its adaption
to aircraft became general, whereas the growth of steam
machinery has been restricted almost entirely to the heavier
forms of commercial application.

Progress can only be expected with the vigorous prosecu-
tion of experimental research work.

(Signed) Geo. Tilghma.\ Richards

F.R.Ae.S., M.I.M.E., M.I.Ae.E. (Hons.),
R. J. Butlek, M.I. Naval Architects.

A REPLY.

When the article to which Messrs. Richards and Butler
take such strong exception was written, it was written in
the hope that it would draw' from a competent authority some
form of defence of the steam turbine as a possible aeroplane
prime-mover. It was fairly obvious that Air Vice-Marshal
Ellington would scarcely have referred to the steam turbine
in such terms as he actually used, had the problem not
received at least a certain amount of attention from quarters
cognisant of the manners and customs of the steam turbine.

In drawing the communication which is printed above, the
criticism of Air Vice-Marsbal Ellington's paper has at least
drawn a statement of the hopes and estimates of those who
may properly claim to speak with some authority on the
subject.

The Champions of the Turbine.

Mr. G. Tilghman Richards is — as most readers of this paper
know — on the aircraft staff of the firm of Wm, Beardmore
and Co., Ltd., and since 1915 has been responsible for the
design of all their aeroplanes, having been specially released
from the R.N.A.S. to take up this position. His experimental
experience of aircraft dates back certainly to iyn, and his
general engineering experience and training reaches back to
many years earlier.

Mr. Butler, whose name will not be so well known to the
readers of this paper, is also a member of the technical staff
of Wm. Beardmore and Co., and is an expert upon the design
of steam plant, and is naturally well acquainted with the
latest developments of steam generating plant, and steam
turbine design and operation.

It is therefore fairly safe to assume that their statement
of the case for the steam turbine — which bears obvious internal
evidence of a firm belief in its future as an aeronautical
prime mover — is as strong and as authoritative as it 'can be
made.

If, therefore, it can be demolished, it seems fairly safe
to assume that the steam turbine has, for some considerable
time, verv little risk of competing with the internal com-
bustion enertne.

It is to be noted that, except for a statement that it is pos-
sible to build a turbine for about 0.6 lb. per h.p. instead of 2 lb.

November 24, 1920 Aeronautical Engineering ^^^i 819

OLLS-ROY

ROLLS-ROYCE ENGINES made
the first direct Atlantic flight and the
first flight from England to Australia

Extract,
from
THE
GLOBE,

Dec. 16,
1919.

" The fact remains that it was the inter-
nal combustion motor that made flight
possible, and the Rolls-Royce motors
in particular that enabled these two
glorious conquests of the air to be
achieved. The Rolls-Royce car is famed
throughout the World as a pattern of
reliability, but the Rolls-Royce aero
engine has now put the coping-stone on
the previous successes of the firm, and
so noteworthy a double performance is
practically without parallel in the
history of the world."

ROLLS-ROYCE AERO ENGINES
the Best in the World

are

ROLLS-ROYCE, Ltd., 15, Conduit St., London, W.l

Telegrams : Rolhead, Reg, London.

Telephone: Qerrard 1654 (3 fines).

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

830 (supplement to th< abroplane.) Aeronautical Engineering

November 24, 1920

per h.p., there is practically no item in the original indict-
ment of the turbine which is not admitted.

One Point in Favour of Turbines.

The joint authors have made good use of the one count
in favour of the steam turbine — that instead of steadily losing
power with altitude, its power is maintained at any altitude.

This has permitted them to compare at 10,000 it. a steam
plant of 1,500 h.p. as against an internal Combustion engine
plant actually capable of nearly 2,000 h.p. at sea level. This
is in itself perfectly legitimate. But they have then proceded
to make certain deductions which are entirely unwarranted.

They have compared the speed of the steam machine with
that of the pe'rol-engined machine at various heights. Here
they must eitner take it that at sea level the 2,000 h.p. of
the petrol plan* will give an excess of speed, or they must
allow that, throttled to equal speed at sea level, it is still
capable of maintaining equal speed with the turbine set up
to some altitude which actually would be in the neighbour-
hood of 10,000 ft.

The particulu: otigme which they have considered is slightly
supercompressed, and it is certainly capable of maintaining
375 h.p. up to 10,000 ft., and of developing that power for
a specific fuel consumption of not more than 0.55 lb. per
h.p. hr., provided it be fitted with carburetters adjusted for
those conditions. And 1,500 h.p., however provided, should
give equal speeds on similar machines. Therefore there is
no justification for the alleged shorter time of flight for
the steam plant in the case which they have taken, and the
fuel consumption of the octroi piaur Wl[[t if anything, be
somewhat smaller tnan tne figure assumed for it on the
journey in question.

Some Large Assumptions.

Then in assuming for the two types of machine equal
structural weight, equal loading, equal weight per h.p., and
equal speed at sea level, they have committed themselves
indirectly to a number of very questionable assumptions.

They have by inference assumed that they can instal a
steam plant weighing all told 8,600 lb. on bearers and sup-
ports which weigh no more than those needed tot 5,916 lb.
of petrol plant. They have further assumed that that plant
can be installed in a body or bodies of no greater total head
resistance than that needed for the petrol plant. This latter
assumption, particularly, is rather important, if only because
it raises in an acute form that admitted "stumbling block,"
the condenser. For the condenser alone they have" assumed
a weight of 1 lb. per h.p.

The air resistance of a petrol engine radiator is by no means
a negligible item in, the total resistance of an aeroplane. In
a petrol engine some 30 per cent, of the tuel energy is used,
some 50 per cent, of it is ejected bv the exhaust in the
form of waste heat, and rough lv 20 per cent, is dissipated
by the radiator.

In the steam turbine, at the outside,' 20 per cent, of the
fuel energy is used, and of the remaining 80 per cent, of
the heat energy of the fuel something like 50 per cent has
to be dissipated by the condenser.

It is fairly obvious that it will not be possible* to neglect
the radiator resistance— for it can only dissipate heat to
the air round the machine.

The Question of Space.
The question of the space actually occupied bv the plant
is also important. Messrs. Richards and Butler "dismiss the
statement that the field offered by land power stations for
any type of turbine which could be used on an aeroplane
is much larger than that offered by the aeroplane with the
bare statement that the turbine itself even .now occupies less
space than the electrical generators and equipment. This
statement is, as it stands, true, but the inference is entirely
false. J

In existing central electrical stations using steam turbine
driven generators, the steam generating plant, the fuel hand-
ling plant, conuensing plant, and such essential auxiliaries
to the steam turbine itself, occupy a space which is rarelv
less than six times that occupied by the turbines and genera-
tors combined— even when the turbines and generators are
of the bulkiest and lowest speed type now existing.

It is perhaps fair to mention here that the present writer
has a fairly intimate acquaintance with the design and opera-
tion of electrical central stations of large size, and with the
detailed analysis of the cost of producing power in such
stations and that he can assure Messrs. Richards and
Butler that if they can produce a 1,500 h.p. turbine plant
consuming .9 lb. of liquid fuel per h.p. hr. which can be
installed m the space available in an aeroplane such as they
contemplate, that they are wasting time.

The saving in the cost of land, of buildings and of founda-
tions, which can be effected by the use of such a plant on
land, offers much greater financial inducements than does
the big transport aeroplane.

But even making the best of their case, and taking a
number of very hopeful assumptions, they are unable to offer

any better result than a machine carrying one half the useful

load of a petrol-driven machine of similar size.

They proceed then to claim that the superior reliability
and the lowered fire risk of the turbine plant will reduce
the costs of operation, because the turbine machine will require
no laying up for overhaul, and consequently it will be possible
to carry on a given service with fewer machines and therefore
at lower capital costs.

The Reliability of Turbines

Now the steam turbine plant of to-day is of a very high
order of reliability. The turbine itself is almost entirely free
from mechanical breakdowns. The same cannot be said of
its numerous and absolutely essential auxiliaries. Minor
breakdowns of auxiliaries are of quite common occurrence
even under the best conditions, and continuity of supply is
ensured simply by the existence of duplication of auxiliaries.

It is now many years since the writer lost personal touch
with the engineering staff of the Glasgow Corporation Elec-
tricity Department, and he can therefore offer no personal
introduction to the right official, but if Mr. Richards cares
to make inquiries in this quarter he will doubtless be treated
with courtesy.

And jt is suggested that he inquire of the Station Super-
intendent of any of the Glasgow Corporation Power Stations
what continuity of supply that officer could guarantee under
the following conditions : — '

Five hours' daily running at never less than the nominal
full load capacity of the generating plant. (Such plant has
always a certain overload capacity, and nominal full load
is equivalent to aeroplane cruising power.)

Boiler plant just capable, when forced to the utmost,
of supplying steam for the maximum output of the gener-
ating plant.

Condensing plant equally finely cut in capacity.

Steam piping system providing only one single steam
path for each turbine unit.

Feed water supplies dependent on injectors only, and
feed water supplies to be limited to 0.15 "lb. per h.p. hr.
during the period of full load.

Each unit of generating plant actually installed to be
a completely separated unit, so that a breakdown of any
vital part of the unit puts the whole out of action ; i.e.,
it is not possible to run the boilers of one unit whose
turbine is out of action, and use them to supply steam
to another turbine whose boilers have to be laid up for
any reason.

He will discover the central station engineer to be by no
means enthusiastic upon the reliability of such an installation,
and this despite the fact that even so he will have in mind
a plant weighing tons per h.p., where the aeroplane plant
can weigh only pounds.

A Parallel Case.

It may be pointed out to the steam turbine advocates that
there exist slow running heavy oil engines which show a
reliability of running which may be considered to be absolute
compared to '.hat of the average present aero engine. In
their essentials these engines operate on exactly similar
principles to the aero engine.

The modifications necessary in the actual construction to
reduce the weight of the internal combustion engine from a
few hundred pound per h.p. in the stationary oil engine to
the 3 lb. per h.p. of the aero engine are no more drastic
than those needed to bring the weight of present types of
steam turbine plants down to such figures as those assumed
by Messrs. Richards and Butler.

It is fairly safe to assume that such modifications will pro-
duce similar results in the case of the steam turbine as those
they have produced in the case of the internal combustion
engine.

The aero engine, in so far as its actual mechanical structure
is concerned, conserves in a very fair degree the reliability
of the heavier types of oil engine. The essential auxiliaries-
such as ignition arrangements, fuel supply systems, cooling
arrangements and the like, have, however, suffered very
SP,.o»-f>i-v- from the drastic pruning to which they have been
subjected iv,: aercnautica' purposes, and it is to them that
the unreliability of the present-day aero engine is almost en-
tirely due.

These auxiliaries of the aero engine have been reduced
to so small a margin of adequacy that the slightest fault of
installation, the smallest derangement of their operations,
will lead to their breakdown and eventually to failure of
the whole power plant.

It is fairly safe to assume that the steam turbine itself will
similarly conserve a very high order of mechanical reliability
when the weight of its parts are reduced to the limits allow-
able by the best possible materials and workmanship. Does
it seem likely that its essential auxiliaries will fare better
than do the simpler auxiliaries of the petrol engine ? Boilers
capable of supplying at least 12,000 lb. of steam per hr.,
and weighing only 3,000 lb. ; condensers, able to condense
the steam output of those boilers, and of half their weight;

November 24; 1930

Aeronautical Engineering l8upplement to ^ ^ 82

ARDMO

•

Passenger; Postal
[Goods Carriage

y Their reliability in war )
isjso ur surest guaran tee
o£ tli eir dep en da bili ty
under peace conditions..

r .W.1 L I I A.H

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ROPLAN

AS RECENTLY SHOWN AT THE AERO SHOW. OLYMPIA.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

822

(Supplement to The Aeroplane.)

Aeronautical Engineering

November 24, 1920

will anyone well acquainted with really high duty steam
plant suggest that the}' can be regarded with confidence as
being likely to give a real freedom from breakdown ? Air
pumps, to give 28 in. vacuum, at i/7th lb. per h. p.— will
any known maker of such plant quote for their manufacture
under guarantees of satisfactory continuous operation ?

Reduction gears and airscrew shafts — at less than J lb.
per h.p. ? Ask experienced German designers as to the
reliability and the weights of their own best efforts, and
examine their records of fatal accidents in Germany, caused
by the failure of transmissions of very considerably more
substantial type than can possibly be built at such a weight.

Injectors to deal with 12,000 lb. of water per hour for a
weight of 50 lb. ? Yes — possibly — but will anybody who has
bad to rely on an injector as his sole method of feeding a
boiler with water care to risk his life on the continuous
steady operation of such an injector for five hours on end ?
It is true that one can rely on injectors — under normal con-
ditions— but these are not conditions where the whole water
content of the plant, both in water and steam, is less than
ten minutes' consumption of the turbine depending on it.

A split boiler tube will soon deplete their stock of water —
and even in land plants with easily run water-tube boilers
split tubes are not unknown.

An air leak into the condenser will ruin the vacuum, and
the turbine output may easily drop by 35 to 40 per cent,
therewith — and even with the best constructed of stationary
condensers such things do occur.

The oil fuel burners of quite modern torpedo boat destroyers
have been known to choke to such an extent as to necessitate
their shutting down and cleaning. This is relatively un-
important in a power plant comprising, say, six boilers, each
capable of a reserve of output. Will it be unimportant in
the proposed aeroplane plant ?

Messrs. Richards and Butler say that the reliability of
their plant will compensate for the extra weight thereof.
They practically assert that they can cut the weight of plant
to the very lowest limits without any sacrifice of reliability.
It is merely suggested here that something more than asser-
tion is required.

Space does not permit of dealing properly with certain
of the methods of controversy which these two authors have
employed. These must be dismissed with an expression of
regret that that essentially political dodge of taking a phrase
— divorced from its context — applying to that phrase a mean-
ing which it does not bear, and then controverting that
meaning, should be applied to a technical discussion of this
type, — w. h. S.

M. DAM BLANC ON

The paper by M. Damblanc on "The Helicopter," which was
translated and read by Capt. W. H. Sayers on M. Damblanc's
behalf before the Royal Aeronautical Society on Thursday,
Nov. iSth, was of distinct interest in that few people in this
country have ever given any serious conside ration to this type
of aircraft.

M. Damblanc opened by stating that his aim was to develop
the basic arguments which had given him his confidence in
the type, and that he would be content if he succeeded, not
in convincing his audience, but in interesting them in the
cause of the helicopter.

He then proceeded to point out the value for use on ships
at sea, for reconnaissance purposes, of a type of aircraft
capable of rising and alighting on very confined spaces, and
pf remaining stationary at will, as a justification for investi-
gating the type*

The general results of the investigations of Colonel Renard
into the behaviour of lifting airscrews were then presented,
together with the results of certain tests on similar- screws
working in a current of air at right angles to the axis of
rotation, which were carried out by M. Riabouehinsky at
Koutchino. These show that the lifting effect of such a screw
is greatly increased1 by such a current, without an increase
in the power absorbed : a result which indicates that a lifting
airscrew gives better results when the machine of which it
is part is moving forward through the air than when it is
hovering stationary.

From these investigations, and from tests made on a i/7th
scale model of the lifting screws designed by him for the
"Alerion" helicopter, he deduced for the two 7 metre diameter
screws of that machine a total lift of 1,400 kg. for an
absorbed h.p. of 230. <

As the actual helicopter weighs only 1,200 kg. and has a
total of 260 h.p., this result promises a reserve of lifting
power sufficient to give a reasonable rate of climb.

He pointed that the actual prevision of adequate lifting
power is but one step towards the realisation of a practical
helicopter.

Controllability and stability must also be ensured. Longi-
tudinal and directional control and stability could be secured
as in an aeroplane by the use of elevators and rudders.

Lateral stability and control called certainly for some
mechanism giving results similar to those of the ailerons of
an aeroplane. Various means of providing for such control
were being tested and had given promising results, but it
was not yet permissible to give any details as to, the methods
employed.

The problem of descent with stopped engines was one of
vital importance, and upon the supposed catastrophic nature
of such descent most of the adversaries of the helicopter
founded their arguments.

There were two conceivable methods of such descent. One
was with airscrews mechanically fixed when the engine
stopped, using the blades of the screws as the wings of
an ordinary glider. In this condition the efficacy of the blades
as supporting surfaces was very poor. With a four blade
-crew, one blade alone could be operating efficiently, the
opposite one would be working with its trailing edge leading,
and the other two edge on. Under these conditions very
rapid descent was inevitable.

The alternative and only satisfactory method was to allow
the airscrews to rotate freely, after adjusting the blade angles
to the new conditions of flight so that their sense of rotation
remained unchanged, and their angle of incidence was an
efficient one.

THE HELICOPTER.

[This change of position of blades is exactly analogous to.
the change of attitude of an aeroplane when gliding is com-
menced. If the engine stops when climbing, and the tail
of the machine is held down by the elevators, the machine
will slow up, and it is conceivable that a machine could be
forced to glide backwards under these conditions — naturally
at a bad angle. Actually, the nose of the machine is forced
down, and gliding takes place normally under favourable
conditions. Each blade of a helicopter lifting screw is to
be regarded as a separate aeroplane, and for efficient gliding
the nose of each blade must be put down. This is the
simplest view of the suggested method of descent. — Ed.]

M. Damblanc proposed the use of automatic centrifugally
operated clutches disengaging the airscrews if the engine fails,
and showed that the manoeuvres necessary to assume this
"gliding" position of the screws called only for an elevator
control and a means of changing the blade angle of the screw-
blades.

Tests and calculations indicated .that the "braking" force
available from freely rotating airscrews increased rapidly
with the speed of descent, and that in the helicopter of the
dimensions and weight which he proposed, a speed of descent
not exceeding 4.5 metres per second could be maintained.

This could be taken care of by known types of shock ab-
sorbers, and therefore safe descent under these conditions
must be considered to be practicable.

As to the prospects of building an actual controllable
machine, the difficulties to be encountered were solely
mechanical ones. No new aerodynamic problems were in-
volved, and all the advance in the knowledge of aeronautics
due to the development of the aeroplane was available to
assist in the design.

But the helicopter, far more than the aeroplane, required
the utmost precision of design and of workmanship, and it
was in this direction that the real difficulties lay.

He believed that the hydro-helicopter would become practical
before the land type, aiid that 192 1 would see the first actual
flight on a machine of the type. The probable characteristics
of such a pioneer machine would be about as follows : —

Total weight 800 kg.

Useful load 150 kg.

Engine power 120 h.p.

Climbing speed 3 metres per sec.

Horizontal speed 100 km.p.h.

Thereafter a set of films showing some of the details of
the "Alerion"— an experimental machine built by M. Dam-
blanc and destined rather for a full si/e test of the mechanical
details of the construction than as an actual flying machine,
were exhibited, together with a very amusing ''animated
sketch" film of a machine of similar type which showed very
graphically the disposition of the main organs and the methods
of their operation.

v THE DISCUSSION.

Dr. Waits, the airscrew specialist (not the hynmalist), said
that the helicopter involved bigger problems than lift per
h.p. There were stability, translational velocity, speed of
descent, and mechanical difficulties to be consideied. For
life alone the desiderata were low tip-speed, a high L/D
ratio, with a high lift coefficient. A lift of 20 lb. per h.p.
was, he believed obtainable. If not, then the helicopter
was of no particular use. Stability was the great difficulty.
He was also doubtful about the rate of descent either with

November 24, 1920

Aeronautical Engineering

(Supplement to The Aeroplank.:

823

THE

DE HAVILLA

AIRCRAFT C2r L™

STAG LANE AERODROME.
EDGWARE. MIDDLESEX.

DESIGNERS AND MANUFACTURERS OF "D.H." AIRCRAFT.
CONTRACTORS TO THE AIR MINISTRY.

NIEUPORT AIR

FT

AIRCRAFT DESIGNED AND CONSTRUCTED ON
AN ENGINEERING BASIS.

DESIGNERS
AND
CONSTRUCTORS

TO THE
AIR MINISTRY.

Special Features.

HIGH FACTOR OF
SAFETY.

EASE OF

CONTROL.

GREAT

STABILITY.

LOW LANDING

SPEED.

1st Commercial Flight in GREAT BRITAIN :— NIEUPORT NIGHTHAWK,
1st Commercial Flight in INDIA :— NIEUPORT NIEUHAWK,
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Address —

The Nieuport and General Aircraft Co., Ltd. Telephone :— Mayfair 637.

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824 (suppiementtoTHEAERop^s.) Aeronautical Engineering

November 24, 1920

fixed or free screws. He though that the problems could be'
solved without the expense of building a full-sized machine.

Mr. Handley Page said that alighting in comfort seemed
to be the important thing: He had no doubt about the heli-
copter's ability to get down. Hovering seemed to him to be
an overrated accomplishment. One wanted to get to one's
destination by air, not to hover. Translation from place to
place seemed to be merely a matter of weight per h.p. Aero-
planes had less head-resistance than any helicopter, and had
less heavy mechanism. Also he doubted whether direct lift
olfered any advantage to a long-distance vehicle such as an
aeroplane. Also, now that high-lift wings gave a lift co-
efficient of 2, less space than ever was needed in which to
get off. He certainly admired the courage of the helicopter
experimenter, even if he did not agree with him.

Mr. Riach agreed in essentials with Dr. Watts, and ex-
pressed his doubt as to whether the rate of descent of a heli-
copter could be got down to anything like ^ metres per
second. He thought it would be nearer double "that. As for
stability, that could be calculated according to the methods
of Professor Bryan.

Mr. Crouch frankly expressed his disbelief in helicopters,
and referred to M. Damblanc as a prophet in the wilderness.
At the same time he admitted that the paper was interesting.

Sir Edward Ellington proposed a vote of thanks to M.

Damblanc for the paper, and another to Capt. W. H. Sayers
for achieving the difficult task of translating the paper at
short notice and reading it without rehearsal with M.
Damblanc.

[As a matter of fact, Capt. Sayers performed a very remark-
able feat. The paper only arrived in manuscript and uncor-
rected from Prance on Monday morning. Capt. Sayers trans-
lated it and corrected it between 11 a.m. and 5 p.m. He was
persuaded to read it on Thursday --owing to Mr. Percy Noel
having a severe cold. The proofs did not arrive from the
Royal Aeronautical Society's printers till after lunch on
Thursday, yet at 5 p.m. Capt. Sayers read the paper, while
M. Damblanc wrote the formula; and drew diagrams on the
blackboard, and only once did he become at all involved,
despite printers' errors and other difficulties. — C. G. G.]

Undoubtedly the audience was deeply interested, though en-
tirely unconvinced. As one distinguished officer remarked
afterwards, "Does anybody want a helicopter? Isn't it rather
like inventing a new kind of rabbit to lay eggs ?"

Mr. Damblanc explained privately that his paper only
went as far as he dared to go at the moment, in that he
could not disclose the .methods which he had discovered for
controlling stability, nor could he make known other improve-
ments on which he was still experimenting. At any rate,
everybody will wish M. Damblanc good luck with his experi-
ments, whether they believe in helicopters or not.

AIRWORTHINESS CERTIFICATES.

The following letter has teen received : —
Sir— At the recent Air Conference I referred to the fact
that airworthiness certificates issued by the Air Ministry
could not be relied upon by insurance companies when writing
aircraft risks and, in consequence, machines offered for in-
surance had to be re-surveyed by their experts before the
risk was accepted.

This statement has been received by certain departments
ol the Air Ministry with an amount of ill-feeling although I
anticipated that they would welcome a criticism which might
be the means of bringing these departments into closer touch
with each other, with a view to improving the situation and
ensuring a higher degree of safety in civilian machines

lhe present system of issuing airworthiness certificates
appears to be very unsatisfactory and would probably lead
to disaster if outside influence was not brought to bear in
securing greater airworthiness of machines, namely, bv the
survey carried out by insurance companies' experts.

It appears that, although a machine may be considered
detective m design by Government inspectors "who are deputed
by the Inspection Department to finally inspect the machine
i or workmanship and material, that" Department has no
authority to refuse the issue of an airworthiness certificate
i tie result is that, in carrying out surveys for the insurance
companies which I act for, 1 have been compelled to recom-
mend fne nonyins'-irance "* - '-- '

bcr of machines until,

some cases, considerable alterations have been made, although
the owner is m possession of a so-called airworthiness cer-
tificate.

In the case of sales of surplus Government machines the
machines are not inspected by Air Ministry inspectors,

although the C.G.C.A. issues to the purchaser an airworthiness
certificate with each machine.

This system of issuing airworthiness certificates is a danger
to the public, and immediate action should be taken to ensure
that all machines are properly inspected and approved, as
a whole by qualified engineers mot war-time productions)
prior to certificates being issued, and that the expense of such
expert inspection be borne by the owner of the aircraft and
not, as is now the case, by the taxpayer.

Another important point, which, in the interest of the
flying public, must receive attention, is the question of en-
suring that machines are maintained in an airworthy condition
after the issue of the airworthiness certificate. Under present
arrangements a machine is supposed to receive an inspection
by a ground engineer before each flight. This is satisfactory,
so far as it goes, but the weak link in the chain is the position
of the man who carries out this inspection. He certainly
holds an A. M. certificate, but, at the same time, , is the
servant of the aircraft owner and is, in consequence, liable
to dismissal should he make himself too aggressive in his
demands for renewals or repairs. His position is therefore
invidious and lacking in authority.

The future of civil aviation depends to a large degree upon
the safety and reliability of machines, and until something
is done to ensure this end the present half-hearted confidence
of the public will continue, and insurance premiums will still
figure heavily in running charges.

(Signed) William Glass, A.M.I.Ae.E-, A.M. LA. E.,
Consulting Engineer to Insurance Companies,
43, Leicester Square, London, W.C.2.

HOW TO SAVE SHED SPACE.-Thc photo-
graph here reproduced shows the Sablatnig
eight=seater commercial parasol monoplane
packed for housing or transport This machine
was fulfy described in "Aeronautical Engi=
neering" for May 12th, 192P. It may be re
called that it is fitted with a Mercedes engine
of 260 h.p., and has an entirely enclosed cabin
capable of seating up to 8 passengers, though
6, with pilot and mechanic, is the normal com-
plement. The wings are rigidly braced to the
lower edge of the fuselage, and can be folded
to the position here shown, or replaced in
flying condition by two men in a fev? minutes.

November 24, 1920

Aeronautical Engineering

(Supplement to The Aeroplane.)

825

Aeroplanes for
Commercial and
Military Use.

Flying Boats
for Commercial
and Naval Use.

" VICKERS vimy COMMERCIAL

99

1 Pilot and 1 1 Passengers or i£ Tons of Mail or Freight.

A factor of Safety of 5 throughout.

Endurance 5 hours.

VICKERS-SAUNDERS FLYING BOATS.

Aviation Department :

Vickers House, Broadway, London, S.W.I.

MANCHRSTE'-Cathedral House,
I ong Millgate (Temporary Address)
BIRMINGHAM- Vickers House,

Lovcday c treet.

DEPOTS :

NEWCASTLE— Commercial Union
Buildings. Pilg im Street.

GLA GOW— Vickers H use,

247.1West.GeorgeIS£re t.

FRISTOL-55. Park Street
NORWICH— 16, White Lion Street.
BELFAST 26a, A.thur i treet.

KINDLY MENTION "THE AEROPLANE WHEN CORRESPONDING WITH ADVERTISERS

$26

(Supplement to The Aeroplane.)

Aeronautical Engineering

November 24, 1920

A SAD WASTE.

The Technical Publishing Co., Ltd., of i, Gough Square,
K.C.4, have sent for review a portly volume entitled "The
Motor, Marine and Aircraft Red Book, 1920," the price of
which ,is 21s. #et. This paper is naturally rnost interested
in the aircraft matters m this book, and can only judge the
rest of the book from its accaracy in relation to aircraft,
judged by this standard the book is slightly worse than
useless.

It is true that it contains the names of many prominent
people concerned with aviation, though it omits quite a number
of important firms, but it also includes many firms whose con-
nection with aircraft has either ceased or is extremely remote.
For example, under the heading of "Aero Instruments" one
does not find the name of Negretti and Zauibra. Under the
heading of "Aero-Fabrics" one finds only one Belfast firm —
and that a firm of agents.

Under "Aeroplanes," which appear in the estimation of the
compiler of the book to differ in some strange way from
"Aeroplane Manufacturers," one finds only the name of the
Gloucestershire Aircraft Co., and Trevor, Page and Co., of
Norwich, the latter a firm whose name has hitherto been un-
known to the present writer. The list of "Aeroplane Manu-
facturers" includes the names of several firms which ceased
to manufacture aeroplanes a year or more ago.

The list of "Aero Passenger Services" includes several
names unknown to the Aircratt Industry, and omits Aircraft
Transport and Travel, Ltd., the Instone Air Tine and Handley
Page Transport, Ltd.

So far as one can discover by a somewhat rapid perusal,
this "Directory" has not discovered the existence of any air-
craft firms in the British Dominions Overseas, and it is a
little interesting to note that according to the compiler, Canada
as a British Dominion does not exist.

The illustrations, which strongly resemble scale drawings,
are equally comic when examined in detail.

These few examples will probably suffice to indicate that
the book is not merely worthless, but a trifle worse. In view
of the dearness of printing and the scarcity of paper it
seems rather a pity to have produced the book.

TRADE NOTES.

Nothing Venture, Nothing Win.

After careful consideration, Accles and Pollock, Ltd., have
decided that all orders booked by them for weldless steel
tubing and tubular parts for cycles, motor cycles, motor cars,
etc., shall be subject to no fluctuation in prices in respect
of all deliveries made up to and including July 31st, 1921.
They are prepared to enter into contracts for supplies up to
that date, taking upon themseh-es the risk of all further
increases in costs during the currency of the orders or con-
tracts.

Accles and Pollock, Ltd., certainly deserve all the encourage-
ment that it is possible to mete out. to them for attempting
to put into practice such a daring policy as this during the
present period of labour unrest, when the typical British
workman is striving his utmost to get double the money he
is worth for doing half the amount of work he is expected
to do. It must be that this class of man is non-existent , at
the Oldbury works, or else Accles and Pollock, Ltd., have
solved the problem of instilling into their employees an esprit
de corps whereby both employer and employee work together
for one common object. It is to be earnestly hoped that this
scheme will bring in all the orders it deserves.

To Car Owners.

Mr. W. IT. Barnes, who will be remembered as Chief
Engineer, first of all with Mr. H. C. Barber at the Valkyrie
Works, and later with Mr. George W. Beatty at Hendon,
has taken over a garage in Collindale Avenue on the way
to Hendon Aerodrome and close to the Aircraft Co.'s works.

His chief business will be the overhaul and rebuild of cars,
but he is also prepared to do any small repair jobs that
come along, especially jobs from people concerned with avia-
tion.

In these days, when there are so many complaints about
the very bad quality of work done in garages all over the
country" it is useful to know of a place wnere one can depend
on absolutely reliable work being done in first-class style.

Mr. Barnes was always noted in the early days of aviation
for being able to get just a trifle more power out of the
primitive aero engines of the period than most other people,
and his experience in handling various types of aero engines
during the war has considerably increased his knowledge,
therefore one can strongly recommend him to anybody who
wants good work done either to cars or aeroplanes.

The Curtiss Company Change of Ownership.

The Willys-Overland Corporation has, sold control of the
Curtiss Aeroplane and Motor Corporation to C. M. Keys, who
has been elected president of the Curtiss Company. The
change in control involves the purchase of more than ioo.oov,
shares of the common stock of the Curtiss Company.

This reorganisation means that the direction of the Curtiss
Company reverts to the aeronautical interests which shaped
its policy previous to the war-time change whereby the auto-
mobile industry secured control of America's most important
aircraft firm. While no official announcement has as yet !
been made regarding the policy the reorganised Curtiss Com-
pany will pursue, Aircraft Journal is informed from an
autliorised source that this policy will have for its mainstay
the closest co-operation with the aviators who fly Curtiss
machines. The latter are naturally best fitted to spread the
gospel of flight throughout the country and their advice as to
the best means for reaching the not-yet-flying public, being
mostly based on practical experience, must remain an im-
portant factor of sales' success. The new management fullv
realise this and will shape its policies accordingly.

The reorganisation also involves some changes in the list of
officers ajid directors of the company. F H. Russell has been
named vice-president in place of Mr. Keys, the new president.
J. E. Keppeily and W. B. Stratton resigned as vice-presidents
and directors, and J. Harbeck and W. P. Chrysler resigned
from the board. C. R. Keys andNj. A. W. Smith have been
named to fill the resulting vacancies.

The Curtiss Aeroplane and Motor Corporation was incor-
porated in 1916 and took over the business founder! by Glenn
H> Curtiss. Control of the new company rested with the
Willys-Overland Co. The Curtiss Company early in X916 took
over the Burgess Company of Marblehead, Mass., and con-
trols the Curtiss Aeroplane Company, the Curtiss Exhibition
Company and Atlantic Coast Aeronautical Station. In Novem-
ber, 19.17, ai new plant, which was built at Buflalo, began
operation. It cost approximately 4.000,000 dollars. This plant
was eventually sold to the Government. In September of last
year a Bill was introduced in Congress to pay the Curtiss
Corporation 6,114,126 dollars in settlement or" war contracts
and for the purchase of the Buffalo plant. The present .plants
of the corporation are at Buflalo and Garden Citv.

The authorised capital consists of 303,000 shares" of common
stock of no par value, and 6,000,000 dollars 7 per cent, cumu-
lative preferred stock of 100 dollars par value. Outstanding
common stock amounts to 218,060 shares and the preferred out-
standing amounts to 5,463,100 dollars. The company has no
funded debt. All of the common and preferred shares are
held in a five year voting trust, expiring Jan. 14th, 192 x.

Iri the balance sheet of Dec. 31st of last vear the plant is
valued at 6,645,248 dollars and the goodwill at 2,297,280
dollars. Inventory at that time amounted to 2,883,Vi8
dollars. Gross sales in 1919 were 11,805,808 dollars, and the
surplus for the year before deduction of Federal tastes, was
1,939,970 dollars.

A HANDSOME AMERICAN
MACHINE. — The Loening" two-seater
fighter monoplane designed for the
American Air Service towards the end of
the war, and used now as a standard
part of that Service's equipment. This
machine, fitted with a 300=h.p. Wright-
Hispano engine, is stated to have an
extremely fine all round performance.

November 24, 1920

Aeronautical Engineering

(Supplement to The Aeroplane.;

82;

V

BEARDMORE MOTORS
INCLUDE A WIDE
RANGE OF MODELS
FOR PLEASURE OR
COMMERCIAL USE.

Masterly Engineering is evident
throughout their construction.

ENGINE SERVICE

FAMOUS FOR

RELIABILITY & ECONOMY

This is the Beardmore claim to con-
sideration by those who are ordering
power units.

It is a claim that is being answered
by many of our leading Aircraft
Manufacturers who are installing the
160 h.p. Beardmores in large numbers.

New engines can be dispatched at
24 hours' notice, complete with all
duplicate parts and fully guaranteed
as to performance.

BEARDMORE AERO ENGINES, LTD.,
112, Great Portland Street, London, W.l.

Telephone: 238 GERRARD.
Works - - - Parkhead Steel Works, Glasgow.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

(Supplement to The Aeroplane.)

Aeronautical Engineering

November 24, 1920

Titanine Dope

(THE ORIGINAL NON-POISONOUS)

Is most Economical and Durable and OFFERS
THE GREATEST RESISTANCE TO FLAME

TITANINE

. AND THE .

Aerial Derby Handicap, 1920

AvroBaby - FIRST
AvroBaby - SECOND

BOTH COATED WITH TITANINE DOPE

ETSSSJZ TITANINE, LIMITED,

Booth Road, Colin Deep Lane, HENDON, N.W.9

Telephones—

Kingsbury 164
Kingsbury 84

Works,

West End Office—
175, PICCADILLY, W.l.
Telephone— Gtrrard ^312.
Telegrams — Tetralree, Piccy, London.

KINDLY MKNTION "THE AEROPLANE" WHEN CORRESPONDING WITH ADVERTISERS.

November 24, 1920

The Aeroplane

829

NAVAL AND MILITARY AERONAUTICS.

(Continued from page 810.)

Captain C. R. Samson, C.M.G., D.S.O., A.F.C. Keen regret
was expressed at the cancelling of Service Leave, which pre-
vented many othcers Irom attending.

After the loyal toasts had been honoured, the health of
the President was proposed by Lieut.-Colonel Vincent Nicholl,
D.S.O., D.S.C., in a witty and reminiscent speech. This was
ably seconded by Major Egbert Cadbury, D.S.C., D.F.C.
In reply, the President said how proud he was of the Yarmouth
records and traditions, and said how he wished he still had
the old Yarmouth othcers serving with him at Coastal Area.
Finally, he suggested that a cablegram be sent to the many
Canadians who had served at Yarmouth through the Air Board
of Canada, so that Colonel Leckie, D.S.O., D.S.C., D.F.C-,
and his gallant band should know that they are still remem-
bered. A vote of thanks was moved by Major ' Cadbury and
Captain J. Hodson to the organisers of the very successful
dinner — Captain Featherston and Captain Bloom — both of
whom suitably replied. A vote of censure on one absentee
for not attending was proposed by Lieut. Hands, which hnally
found form as a toast to "Absent briends," to which both
Captain James (Canada) and Captain FitzRandolph replied.
"Our gallant dead" was proposed by the President and elo-
quently seconded by Captain Hodson. A committee was then
elected to make the ahair an annual event to be held on the
last Saturday in October; and the President kindly consented
to be present next year in the same capacity. An invitation
at his instigation is to be issued to ail ex-warrant officers
of 73rd Wing to be guests at the dinner next year. Major

C. J. Galpin, D.S.O., Air Ministry, has kindly consented to
receive names and addresses, while Captain S. F. PI. Bloom,
17, Welbeck Street, Cavendish Square, W.i, remains as
Secretary.

3 Squadron Reunion Dinner.

On Friday, Oct. 15th, a :eunion dinner of No. 5 Squadron
was held at Gatti's Restaurant, bthind St. Martin 's-in-the-
Fields, when Air Commodore Brook-Popham, C.B., G.C.M.G.,

D. S.O., A.F.C, the first C.U. of No. 3, took the chair. Twenty
old members were present, including Air Vice-Marshal Sir
John Salmond, K.C.B., C.M.G., C.V.O., D.S.O., Air Marshal
Sii Hugh Trenchard, K.C.B., D.S.O., and Major Maurice
Baring were the guests of the evening. It was decided to
make the dinner an annual affair, and a committee was formed
to keep it alive. The committee are : • Air Vice-Marshal Sir
John Salmond, Air Commodore Brooke-Popharn, Lieut.-Col
Powell, Major Cappel, Flt.-Lieut. McClintoeii, and Flt.-Lieut.
J. K. Summers. All old members of No. 3 Squadron who
were not present at the dinner are requested to send their
addresses to any one of the committee so that theie will be
no excuse for any member not knowing of anv future arrange-
ments.

2 7 Squadron Reunion Dinner.

A reunion dinner of No. 27 Squadron will be held at the
Criterion Restaurant on Dec. nth. Will any ex-olficers of that
squadron who wish to attend apply to Mr. E. L- Raworth,
Lenzie House, East Parade, Harrogate ?

A Matter for 5 5.

.An ex-officer of the R.A.F , now in Canada, writes that he
has been reading with interest of the Air Ministry Competi-
tion at Martlesham, his interest being increased by the fact
that Mr. Keep, the pilot of the Westland Limousine which
did so well in the "small aeroplane" class, was a brother
oilicer of his in the famous 55 Squadron, R.A.F., and won his
M.C. while in that squadron.

Incidtncaiiy, members of 55 may be interested to know that
the squadron lias recently been with "Cj" Force m the Middle
East fighting against the Turks.

Furthermore, members and friends of the squadron are re-
minded mat there are still a few copies of the "Chronicles of
55 Squadron" to be had at the price of ins. 6d. These can be
supplied by return of post from The Akropwne, i?<;, Picca-
dilly, W.i.

104 Squadron Reunion Dinner.

It has been decided to hold a reunion dinner for officers
and ex-officers of 104 Squadron of the Royal Air Force on
Saturday, Dec. nth, next. For full particulars apply to the
hon. sec, C. G. Jenyns, Services Club, vV.i.

2O8 Squadron Dines.

On Saturday evening 208 Squadron R.A.F. (No. 8 R.N.A.S.)
held its second Annual Reunion Dinner. Sqdn.-Ldr. Bromet,
D.S O , was in the chair and two other officers formerly com-
manding the Squadron, namely, Major Draper (now Squaa-
ron-Leader, R.A.F.) and Major Compston (now Flight-Lieu-
tenant, R.A.F.), were also present together with some
seventy officers and men. A number of other former mem-
bers of the squadron wished to be present but were prevented
by hard times and high railway fares.

Squad.-Leader Bromet, proposing the toast of the Squadron,
read a number of letters from different members of the Squad-

ron sprinkled over the world conveying their good wishes to
their lormer comrades. Loud applause was drawn by a cable
Irom the existing 208 Squadron, now a permanent Squadron,
R.A.F., and stationed in Egypt, wishing success to the gather-
ing. Almost equally hearty applause greeted the reading of a
very sportsmanlike letter from a German phot to the wiaow of
the late Capt. Little, expressing his regret at hearing, on his
return to Germany, of the death of that very gallant officer
who had brought him down after a hard-fought battle in the
air early in 191 8. The letter displayed that line chivalrous
spirit which animated the opposing air forces. Squadron-
Leader Bromet regretted that the proposed Squadron Associa-
tion which had been suggested at the last dinner had not
materialised, and a committee was formed to investigate the
subject at an early date.

In replying to the toast, Mr. Hammond bore witness to the
splendid traditions of the Squadron in the field and recalled
a number of highly entertaining stories of its doings.

Captain Pinkney, formerly Aimament Officer and now
"something in the city," proposed "Our Next Merry Meet-
ing," and told a number of very funny stories Various mem-
bers of the Squadron were detailed by the O.C. to reply, and
shelved the task on one another as skilfully as they doubtless
shelved blame for various troubles when in the Orderly Room.
Considerable amusement was provided by one member of the
Squadron who is famous for celebrating Christmas Day, 1916,
by singing "Onward Christian Soldiers" up to his waist in a
pond outside the mess after dinner. Altogether it was a
very merry meeting.

The Grain Dinner.

The second annual reunion dinner of past and present officers
of the Isle of Grain Experimental Air Station was held on
vSaturday, Nov. 6111, at Jules' Hotel, Jerniyn Street. The
Chair was taken by Wing-Commander E- Featherstone Briggs,
D.S.O., 0.B.E-, Deputy-Director of the Department of Re-
search, the Air Ministry, commanding at Grain May-Dec,
1917, who was supported by Commander J. W. Seddon, R.N.
(retired) (commanding Grain Air Station from its foundation
to the end of the year 1914) and by Wing-Commander H. R.
Busteed, the present CO. of the station.

A total of about 40 of the past and present officers were
able to attend, and in addition certain constructors and pilots
who have been the subject of experimentation at that estab-
lishment were present as guests.

An excellent dinner was most pleasantly discussed by the
assembled company, and the formal speechmakmg which en-
sued was small in quantity, but of the very best in quality.

Commander Seddon — now unfortunately lost to the R.A.F.
— said that when Grain started it was manned by a band of
enthusiasts, out not to do stunts, but to get Grain going as
one step towards getting flying going. The history of the
station since those days proved that the same spirit had
descended to the succeeding personnel, and that so long as
that spirit endured Grain would continue to be a very im-
portant centre in the world of aviation — in fact, he thought
it was not too much to .say that it might become one of
the most important centres of flying research in the world.
As long as they eschewed stunts and devoted themselves to
the cause of the Service and of flying in general, he would
always feel more pride in having had a hand in the making of
Grain than in any other incident in his career.

R.A.F. Football.

ASSOCIATION.

The following football matches were played on Nov. 2otfi.
The results of the match are given in each case : —

F.A. Amateur Cup (4th Round). — Horncastle, o, R.A.F.,
Cranwell, 2.

London League. — R.A.F., Kidbrooke, 10; Roehampton, 1.
Middlesex Senior League. — R.A.F., Uxbridge, 2; Lutoa
Amateurs, o.

Spartan League. — Chesham U., 6; R.A.F., Uxbridge, 1.
Rugby.

The R.A.F. this season are only playing eight matches.
Fixtures have been arranged against the Harlequins, Leices-
ter, Northampton, Blackheath, Cambridge University, and
Llanelly, finishing up with the Navy and Army in February
and March of 1921.

The team do not begin playing until after Christmas. The
R.A.F. is much more settled this vear, and it is to be hoped
that the team will be better than last year.

The team is captained by W. W. Wakefield, with R. H. C.
I'sher (a cousin of Scotland's captain Inst year), who is
playing for the London Scottish, as vice-captain. As far as
can be seen, G. H. Maxwell, last year's Scottish International,
will be available. Also G. Ml Thomas and W. C Hicks, who
are playing regularly for Leicester, will also be available.
The forwards should be strong, but it is noticed that the
backs will be again very weak, especially on the wings, where
there is not enough speed.

A Cup Competition similar to that run by the Army has
been instituted, for which already there are about 1- entries.

83o

The Aeroplane

November 24, 1920

"Power

f07

Weight.

THE

400 h.p.
JUPITER AERO ENGINE

Ungeared type
Geared type -

698 lbs.
805 lbs.

Important patents are incorporated
in these types, and the reduction
in weight per H.P. effected has
never previously been attained in
any other engine. Illustrated
and descriptive details will
be sent to those interested.

Tflegrjms :

41 AvuiliuUy Briitil.

THE BRISTOL AEROPLANE COMPANY, LIMITED,

DESIGNERS AND CONSTRUCTORS OF AIRCRAFT AND AERO ENGINES.

FILTON - BRISTOL

Telephone :

5906 Bristtl.

COMMERCIAL BODIES BY MASSED PRODUCTION

FOR ONE TON FORDS

FITTED WHILE YOU WAIT OR DESPATCHED SAME DAY AS ORDERED

THIS IS

WHAT YOU

WANT

THE BEST
IS THE
CHEAPEST

THE WILSON MOTOR & ENGINEERING CO., coachbuilders

7, ECCLESTON STREET, VICTORIA

WORKS: KINGSTON-ON-THAMES 'PHONES: VICTORIA 1366; KINGSTON 762

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

November 24, 1920

The Aeroplane

COMMERCIAL AEHDNMIIIBE

AND CIVIL AERIAL TRANSPORT.

THE UNITED KINGDOM OF GREAT BRITAIN AND IRELAND.

OFFICIAL NOTICES.

AIR MINISTRY NOTICES TO AIRMEN.

No. 120, Nov. gth, 1920. — Denmark : Plying over Danish Waters.

No. 124, Nov. 15th, J920. — Aerodrome List Amendments

No. 125, Nov. 17th, M20. — France: Nimes Aerial Lighthouse; Tou-
louse Customs Aerodrome.

No. 126, Nov. 17th, 1920. — Holland : Aerodromes, Seaplane Station,
Customs, etc. Describes position of aerodromes, seaplane stations, Cus-
toms, dangerous and forbidden areas, etc.

No. 127, Nov. 17th, 1920. — Penshurst Landing Ground : Provision of
Wind Indicator

No. 123, Nov. 17th, 1920. — Biggin Hill Aerodrome Obstruction.

No. 129, Nov. 18th, 1920. — Manchester Aerodrome Obstructions.
THE AIR MAILS.

The Postmaster-General announces that the 09.30 air mail to Paris
has been discontinued. The morning air mail on Fridays has hitherto
afforded an opportunity of late posting, especially in the provinces, for
the outgoing Thursday night mail for Egypt, Aden, and East Africa,
India, etc., and, in some weeks, Australia. The same facility will be
afforded in future by the Friday afternoon air mail, for which, in Lon-
don, letters can be posted in public letter-boxes until the last col-

lection on Thursday night, or handed in at the General Post (Mice up
till 11.30 on Friday morning, and at corresponding times at certain
other offices. The times will shortly be revised.

AIR MAILS TO PARIS AND THE EAST.
The Postmaster-General announces that on and after Thursday 25th
the afternoon air mail to Paris will leave Croydon Aerodrome at 12. j»
instead of 13.00. The latest times of posting for this mail will be
altered in consequence, and will be as follows : —

(a) Unregistered letters handed over the counter at West Central
District office, 11.05; General Post office, 11.00; Threadneedle Street,
Lombard Street, and Charing Cross branch offices ana Western District
office, 10.45; South-Western District office, 10.40; Parliament Street
branch office, jo. 25; South-Eastern District office, og.oo. Registered
letters must be handed in five minutes earlier in each case.

(b) Letters posted in public letter-boxes :- -District offices (other, than
those given above), 08.30; larger branch office's in East Central Dis-
trict, 0900; sub-districts, 22.00 to midnight.

In the provinces it will be necessary, to post earlier than hitherto
only at some places in the south-east of England. Information should
be sought from the local postmaster.

CONTINENTAL ARRIVA

[The following table of arrivals at and departures from the
British Air Ports is compiled on the following system : —
First comes the initials of the Air Line: next the type of
machine; next the international number of the machine: next
the ports of departure and destination: next the times of
departure and arrival; next the caigu, whether goods (G)
and/or mails (M): next the number of passengers : and finally
the name of the pilot and number of mechanics, if any.}-

LS AND DEPARTURES.

ABBREVIATIONS— A. T. & T— Air Transport & Travel, Ltd ; M A.
— Messageries Aeriennes; I.A.L. — Instone Air Line; CT — Compagnie
Transaerienne; G. E- A. — 1 Compagnie des Grands Express

Aeriens; S.N.E.T.A. — Syndicat National pour l'Etude des Trans-
ports Aeriens; P.L.— Petters, Ltd.; Franco-R. —Franco Roumanie;
M W.T.C.— Marconi Wireless Telegraph Company; H.P.T.— Handler
Page Transport, Ltd.; H.P.— Handley Page, Ltd., AP.B — Air Post of
Banks; K.L-M. — Koninklijke Luchtvaart Maatschappij ; B.A.C.— Bristol
Aeroplane Co.

Where times are missing it is probably owing to Atmospherics.

The London Terminal Aerodrome, Croydon. (Telephone: Purley 1 1 8 O.)

NOVEMBER 15th:
NIL- — (Fog All Along Route.)

NOVEMBER 16th :
A.T.T., DH18, G-EAUF, Lcr.don-Paris, 13.07-1525,' G.&M., 5, Holmes.
I.A.L., "Bat," G-EAPK, London-Paris, 13 55-16:25, G., Nil, Chattawav
& 1

G.E.A., "Goliath," F.GEAD, Paris-London, 12.50-16.30, G., Nil, Labou-
chere & 1.

M.A., Breguet, F-CMAF, Paris-London, 12.50-1620, G.&M., 2, Challoux.
A.T.T., DH16, G-EALM, Paris-London, 1305-15.50, G., Nil, Carter.

NOVEMBER 17th :
G.E.A, "Goliath," F-HMFU, London-Paris, 11-40-, G., Nil, Favreau & 1.
A.T.T., DH16, G-EARU, London-St. Inglevert, 12.50-14.00, Nil, 3, Reeves.
A.T.T., DH16, G-EAQS, St. Inglevert-London, —12.3s, Nil, Nil, Milnes.
A.T.T., DH16, G-EARU, St. Inglevert -London, —11.23, Nil, Nil, Reeves.

NOVEMBER 18th :
M.A., Breguet, F-CMAF, London-Pans, 12.23-16-15, G., 2, Challoux.
G.E.A., "Goliath," F-GEAD, London-Paris, 13.00-16.25, G., 1, Favreau
& 1.

A.T.T., DHg, G-EAOZ, London-Paris, 13. 10-16.05, M , 2, Forson.
A.T.T., DH16, G-EALU, London-Paris, 13.10-16.05, G., 2, Robins.
A.T.T., DH16, G-EASW, London-Paris, 13.10-16.24, Nil, 3, Carter.
G.E.A., "Goliath," F-GEAB, Paris-London, 13. 00-15. 21, G., Nil, Patiii
& 1.

M.A.. Breguet, F-CMAI, Paris-London, rvo.5-15.51, C. 3, Martel.
MA.,' Breguet, F-CMAC, Paris-London, 1 ',.12-1532, G.&M., 2, Le Men.
A.T.T., DH9, G-EAQP, Paris-London, 13.06-15.1,0, G, Nil., Bamber.
A.T.T., DH18, G-EAUF, Paris-London, 15.0S-15.05, G., 4, Holmes.
1.A.L-, "Bat," G-EAPK, Paris-London, 13 10-15.19, G., Nil, Chattaway
& i.

NOVEMBER 19th :

M.A., Breguet, F-CMAC, London-Paris, 12.42—, G.&M., 2, Le Men.
M.A., Breguet, F-CMAI, London-Paris, 12.45—, C. 1, Martel.
G.E.A., "Goliath," F-GEAB, London-Paris, 12.50—, G., 1, Patin & 1.
A.T.T., DH16, G-EARU, London-St Inglevert, 13.ro-14.ro, Nil, 4, Lines.
S.N.E.T.A., DII4, O-BALO, Brussels-Lojpdon, n. 55-14. 45, M., 2, George

NOVEMBER 20th :

A.T.T., DHr6, G-EALM, London-Paris, 15. 51-16. 20, G., Nil, Tebbit.
S.N.E.T.A., DH4, O-BALO, London-Brussels, 14.2;—, M., Nil, George.
M.A., Breguet, F-CMAG, Paris-London, 11. 45-14. 00, G , Nil, Challoux.

G. E.A., "Goliath," F-HMFU, Paris-London, 12. 25-15. 29, G., Nil, Favreau

& r.

H. P.T., HP, G-EAMA, Paris-London, 12.33-15.10, G., 5, Eager & 1.
A.T.T., DH16, G-EALU, Paris-London, 13.07-15.10, Nil, 4, Robins.
A.T.T., DHg, G-EAOZ, Paris-London, 13. 12-15.15, Nil, 2, Duke.
A.T.T., DH16, G-EASW, Paris-London, 13.n-15.11, G., 2, Forson.
M.A., Breguet, F CMAB, Paris-London, 13.14-15.10, G.&M., Nil, Le Sec.

NOVEMBER 21st :

A.T.T., DH16, G-EALM, Faris- London, 13. 1 11-15.09, G . , 2, Carter.'

The Air Port of Cricklewood. (Telephone: Hampstead 7500.)

NOVEMBER 16th:
H.P.T., HP, G-EAMA, London-Paris, n.42-14.50, G, 8, Beal & 1.
H.PT., DH4a, G-EAVL, London-Brussels, 12.42-14.30, G.&M., 1, Foot.
S.N.E.T.A., DH4, O-BALO, Brussels-London, n. 55-15. 00, G.&M., Nil,
Rigaud.

H.P.T., DHg, G-EAUN, Paris-London, 14.15 -16.55, Nil, 2, Hope.

NOVEMBER 17th :
H.P.T., HP, G-EATL, London-Paris, 11.40, landed Beaumont (Paris 12.20

18th), G.( 5, Bager & 1.
S.N.E.T.A., DH4, O-BALO, London-Brussels, 13:56-14.45, G.M., Nil, Rigaud
H.P.T., DH4a, G-EAVL, Brussels-London, 12.00-15.37,' G.&M., Nil, Foot.

NOVEMBER 18th :
H.P.T., DH9, G-EAUN, London-St. Inglevert & Paris, 10.25-14.10 (Paris),
Nil, 1, Olley.

HPT., HP, G-EATJ, London-Paris, ri. 55-16.26, G., 7, Hope & 1.

H.P.T., DH4a, G-EAVL, London-Paris, n. 45-14. 35, Nil, 2, Foot.

H.P.T., DHg, G-EATA, Paris-London, 11.25-14-40, Nil, 2, Fowler.

H.P.T., HP, G-EATG, Paris-London, 11.27-15.05, G., 4, Beal & 1.

NOVEMBER 19th:

H.P.T., DHg, G-EAUP, Loudon-Bruss'.ls, 12. =0-15-30, G.&M., 1, Fowler.

NOVEMBER 20th :

Ciicklewood, thick fog. Machines from Continent landed at Creydoa.

NOVEMBER 21st :

H.F.T., DHg, G-EAUI, London-Paris, ri 55-15.05, Nil, 2, Beal.

Air Port Statistics.

Owing to bad weather, mists and fogs prevailing during the past
week, the air lines to the Continent have- been badly hampered, but
not to so great an extent as the ground transport services.

CONTINENTAL

Machines :

Croydon 35 Cricklewood 16 Total 51
Personnel. — Passengers :

Croydon 51 Cricklewood .35 Tonal 86
Crews :

Croydon 44 Cricklewood 20 Total 64

INLAND.

Machines :

Croydon 46 Cricklewood 8 Total 54
Personnel (including one member of Crew per machine) :

Croydon 526 Cricklewood 16 Total 544
Grand Total Machines 105 Grand Total Personnel 692

Inland Flying at Cricklewood.

Nov. 15th. — Nil.

Nov. 16th.— W. Beardmorc & Co., Ltd., WB2 to Glasgow (Ward) ;
A.T.T., Avro from Croydon return fShaw); R.A.F., Bristol "Figkter"
from Hawlciuge return (Ttavers) ; Bristol 'Fighter" from Northolt re-
turn (Gibbous).

Nov. i7tii-20th. — Nil

Nov. 21st— H.P.T., Sopwith "Pup" test iClemSOu) ; B.E 2e lest (Cur-"
lis); O/400 from Swanscombe (Rogers); Ol %y> from Croydon (Eager).

The Aeroplane

November 24, J920

Inland Flying at Croydon.

-Nov. 15th. — Nil.

.Nov. lum.— A.I.T., DU16 1 test (Forson); Avro to Crieklewood, re-
turn (oiiawj.

.Nov. 17m.— A.T.T., 1 Avro JUympnt return (tines) ; M.W.T.C.,
1 lest ijlvovcIIj.
INov. loin. — JN'il.

Nov. lytn. — A. i .T.j Avro, j joy-ride; A. V. Koe "Baby," Hamble re-
turn, 1 lust (iunRler is ij.

.Nov. 201.11.— A. 1 . i ., DH9, 1 test (Mihies); I.A.I,., "Vimy," 9 joy-rides
uasi,>_jj.j;<_rs KnaLLavvay ); 1 test (Chattaway).

»uv. -jsl. — X.A..L,., "vuuy," j& -nuts,. 307 passengers (Chattaway) ;
H i'. 1., J^ul., Hi* to CrieKlewuou iuagerj.

me Lonuon i errnmal Aerodrome.

Plenty 01 good worn, has been aoiie at croyuou .luring the
ween.. Ou tile whole ttie weatlier has been good, Out 011 Cue or
two days has been very thiCK 111 France, a lact which inter-
fered somewhat with the woncings ot tne Air lyines.

The chief items of interest were the large crowa of people
present on bunday and the arrival 01 the two-seater '\b80v"
Avro.

One refeired last week to a new Air Line running from
Croydon This refers to Handley Page Transport, who are
shortly going to operate from Croydon Aerodrome as well
as CncRiewood, the idea being, as explained fully in another
part 01 the paper.

JMow that the cold weather has really started ope hopes that
the management of the Trust House will see fit to restore the
stove in the first-class lounge. Hot pipes are very nice in
their own way, but for those who are living at the aerodrome
and spend evenings in the lounge, a stove is essential.

Further, it would seem to be a sound idea if the Air Ministry
could provide some way for pilots and others to take exercise.
It is most important for pilots to keep fit, and a fives court
might possibly be provided at a cost not out of proportion
to results. Another excellent form of exercise is called "Medi-
cine Ball." One of these at the station would be a god-send.
It is not possible to get up Rugger or hockey teains owing to
,the frequent and uncertain absences on duty.

A large number of machines came in 011 Saturday afternoon,
including an O/400 Handley Page, which was warned by
telephone not to proceed to Crieklewood owing to weather.
Air. Bager, who was the pilot, left for Cricklewood on Sunday
afternoon. — G. D.

A. T. and T. Notes.

"9's," "i6's" and "18's" have all been busy during the
week. A special Avro was booked to Lympne and back.

Mr. Lines took the Napier-engined "16" G-EARU to St.
Inglevert on Friday, and, owing to lack of water in the radia-
tor, he discontinued his flight near Swanley on the return
journey. An enormous quantity of freight was brought over
on Thursday. — G. D.

The Instone Air Line.

For the five-shilling joy-rides on Saturday S5 passengers
were carried. On one occasion the "Vimy," which was being
flown by Mr. Chattaway, collided with a pee-wit; the pee-wit
was "written off." On Sunday morning 118 passengers were
carried and in the afternoon there were 269, making a total
for the day of 387, and for the week-end 472. One imagines
that this is a paying proposition.

Owing to the crush in the enclosure, the exit, after passen-
ger? have had their flight, had to be made through the lower
extrance below Mr. Glasson's house. It is proposed to erect
a public enclosure from the Customs' barrier right down to
the level crossing. This, if necessary, will hold 5,000 people.

One would htee to say a word for the sporting way in which
the personnel of the I.A.L. give up their week ends to carry on
this excellent form of propaganda. Bv the wav, one is told
that the latest name for the "Vimy" is "The Dollar Princess,"
partly owing to the price of a flight in her and partly owing to
the initials of the firm (S.I.) intertwined on the house flag,
painted on the machine.

It would be an excellent scheme if a few R.A.I". machine's —
if any happen to be out from Kenley on Saturdays and Sun-
davs — would come and do some trick flying in view of the
spectators. The Bristol "Fighter" and the Avro, which came,
over on Friday, executed some of the prettiest flying one
has seen since the Pageant, for commercial machines are not
meant or allowed to be stunted. — G. n.

A Flight in the Pabv Avro.

On Friday afternoon last Mr. Bert Hinkler brought the two-
seater 35-h.p. Green-engined "Baby" Avro from Hamble to
Croydon in order to fetch the ration of petrol due to A. V. Roe

and Co. which was owing to them for the demonstration to the
Air v_oiueruuee. me journey 10 v_roydou occupied 50 minutes,
and lor the complete trip less than 4 gallons 01 petrol were
consumed, and tnereiore the "haDy" is proved to be the most
economical vehicle ot any Kind tor the errand.

While waiting for the pet.ol to be brought out, Mr. Hinkler
took one for a snort hi gut in the machine, ihe passenger sits
in the same cockpit as the phot and immediately behind him.
there is piency ot room for legs and the view is excellent.
I\ir. HmKier's weight cannot be jar short of 10 stone and tnat
of oneself is 12 stone. In spite of this, however, she got o*.
the ground in about 50 yards and started to climb at angle
that one would have thought steep for a Bristol "Fighter."
One thought at first this was merely a "zoom," but she went
on climbing like this to about 1,000 feet, when the pilot
started doing vertical turns and dives. During all this steep
climbing and climbing turns there was not tne vaguest sus-
picion of a stall. One said to oneself, "One's damned if one
can understand it" (one always addresses oneself as "one"
when one has been with This Aeroplane for a short time).

The feeling of the machine with the little Green engine
is exactly that of big, high-powered engine of 300 h.p. At
the moment the machine is slightly tail heavy, so that when
all the controls are left alone she merely climbs in a very
steep right-handed spiral.

After a bit Mr. Hinkler came down low and played about
among the haystacks and sheds, which proceeding, one noted,
made hope run high in the breast of the ambulance driver.
During a level straight run up the aerodrome the speed in-
dicator showed 87 m.p.h., and one believes that this particular
indicator is fairly truthful. Even when the engine is running
all out conversation between pilot and passenger can be
carried on more easily than in the average twe-seater motor
car. The machine landed at a speed which one usual asso-
ciates with a "Long-horn" Maurice Farman.

After landing Mr. Hinkler at once loaded up with the tins of
petrol and started oh about 16.00 hrs. to Hamble, where he
arrived after lighting-up time ; but he tells one that he was
on the lookout for P.C. Xox. He intends to bring it .up to
Croydon again this next week-end.

It seemed to one that this would be an ideal training
machine for the R.A.F. ' The initial cost would be about one
quarter of that of machines now in Use and the cost 01 running
would be even smaller. Beside which, the handling of the
machine more nearly approaches to that of a Scout than does
the stajidard Avio. Two or three squadrons of this type would
be just the thing when the Territorial Air Force comes into
being, besides which the fact of the machine being put into
production would at once cause the price to drop, which would
enable the machine to be bought by the average pilot who
now has either a motor-cycle or small car.

As to the question of depreciation, it should be said that the
engine in the machine is the ten-year-old onc which recently
took Mr. Hinkler to Rome and back, and which won the
Aerial Derby Handicap in 1919 and was second in 1920.

The engine can be started by pulling over the airscrew with
one hand and the machine can easily be wheeled about by one
man. — G. D.

Stone-Throwing versus Circulation.

In the Star news-sheet of Oct. 19th a representative in de-
scribing Croydon Aerodrome stated that the aerodrome was
within a stone's throw of Waddon Station.

While recognising the inherent danger in stone-throwing by
those who submit their "net circulation" to hot-air treatment
in glass-houses, one is bound to admit that the stone-throwing
capacity of the Star must be equal to at least six times that of
the Evening News.

The Goshawk's Voyage.

The following report has been furnished by Mr, J. H.
James, the pilot of the Nienport "Goshawk" (32^-h.p. A. B.C.
"Dragonfly") G-FASK, respecting his flieht from TIendon to
Villesauvage, in order to compete in the Goidon Bennett Cup
Race held on Sept. 28th. Owing to the absence of a Customs
official at Lympne Mr. James arrived too late "to enter and
therebv considerably lessened the chances of Great Britain
winning the race.

"The machine left Hendon for Lympne on Sept. 26th. A
landing was made ;>t Marden owing to fog, but the flight wa-s
continued an hour later and Lympne was reached at 3.55 p.m.

25 . BILL1TER STREET, LONDON, E.G., omJ
LONDON TERMINAL AERODROME, CROYDON.

Telebkorxe: Avenue 3SIS.

November 24, 1920

The Aeroplane

835

"Here the machine was rilled with petrol and oil, but was
delayed from leaving for Be Bourget owing to there being no
Customs officer on duty to give a clearance ceitihcate. ihis
was obtained at 0.20 p.m., loo late to make Paris that evening.

"The trip was continued next day, Sept. 27th, at 2.30 p.m.,
and after three landings to fix bearings Be Bourget was
reached at 4.45 p.m. On the 28th the machine was flown over
to Villesauvage, arriving there about 11.30 a.m.

"(Signed) J. Herbert James."

Brooklands.

A Vickers "Vim," a "pusher" instructional machijie, built
on similar lines to the "gun-cairier," has been flying fairly
frequently recently. Several of these machines have been
ordered by the Chinese Government. The present machine
shows few original features, and is being improved after each
test night. A "pusner'' is a curious sight nowadays, but it is
the only machine one has seed over Brooklands foi about a
fortnight. It is not a "cut-down" "Vimy," whatever its name
might suggest. One understands that the "Viking III" is
suffering an experimental shop change. — j. F, S.

Liverpool.

Over' six months ago trie Northern Aviation Club was
formed in Liverpool and us progress since then has been
spasmodic. Great difficulty was found in procuring rooms
until the Overseas Club very generously offered their rooms
for the meetings.

Things seem brighter for the future and propaganda has
been started to stir up public interest and local enthusiasm.
Entertainments for the members during the wmtei and the
arrangements for flying in the summer are being pushed ahead

THE ROYAL AERONAUTICAL SOCIETY.

Lectures.

The next meeting of the Society will take place 011 Thursday, Dec.
2nd., at 5.30 p.m., at the Royal Society of Arts, John Street, Adelphi,
when Air Marshal Sir Hugh Trenchard, K.C.B.,
D.S.O., will take the chaii. Abstracts of two papers
will be read : "Airship Piloting." by Major G. H.
Scott, C.B.E., A.F.C., and "Airship Mooring," by
Flight Lieut .F. L- C. Butcher, R A F.

The following meeting will be on Dec. 16th, when
Mr. H. Ricardo will read an abstract of his paper on
"Possible Developments in Aircraft Engines," to be
followed by a paper by Mr. A. J. Rowledge on "The
Installation of Aeroplane Engines."
Annual Dinner.
At the annual dinner held at the Connaught Rooms
on Nov. 17th, 137 members and guests were present.
After the Royal toasts the Marquess of Londonderry, K.G., Under
Secretary of State for Air, proposed "The Royal Aeronautical Society,"
to which the Right Honourable the Lord Weir of Eastwood, President,
lesponded. The toast of "The Guests" was proposed by Major-General
Sir R. ,M. Ruck, K..B.E-, C.M.G., Sir Alfred Keogh responding.

Examinations Committee.
The regulations for the examination of applications for Associate
Fellowship prepared hv the Examinations Committee were approved by
the Council at their meeting on Nov. 16th, and the Committee is now
proceeding with the drawing up of a syllabus.

Election of Members.
The following members were elected in the various grades as shown :
Associate Fellows. — Sqdr. Ldr. J. T. Babington, D.S.O., Air Vice-
Marshal Sir E. L. Ellington, K.C.B., CMC, C.B.E., Lieut. -Col. V. C.
Richmond, O.B.E., and W. Sydney Smith, Esq . B.Sc
Students. — N. Comper, Esq., Flying Officer C J. Sims.
Members —Wing Cnidr. M. G. Christie, C.M.G., D.S.O., M.C., Flt-
Lt. O. Vickers
Foreign Members. — C. L- Egtvedt, Esq.

Scottish Branch Elections. — Associate Fellows — J .L. Bartlett, Esq.,
A. J. Campbell, Esq

Vice-President.

At the Council meeting held on Nov. 16th, Major-General Sir R. M
Ruck, K.B.E., C.M.G., was elected a Vice-President in recognition of his
valuable work on the Society's behalf over a period of many years, dur-
ing eight of which he occupied the chair.

Nov. 20th, 1920. W. Eockwood Marsh, Secretary.

THE ROYAL AERO CLUB.

COMMITTEE MEETING.

A meeting of the Committee was held or Wednesday last, Nov .17th,
1920, when there were present Brig. -Gen. Sir Capel Holden, K.C.B.,
F.R.S., in the chaii, Major-General Sir Sefton Brancker, K.C.B., Mr.
Ernest C Eucknall, Lieut.-Col. F. K. McClean, Lieut. -Col. Mervyn
O'Gorman, C.B., Group-Captain C. R. Samson, C.M.G., D.S.O., R.A.F.,
and the Secretary.

Electi®n op Member. — The following new member was elected : — .
Sub-Lieut. Edward Cecil Selwyn Savill, R.N.R.

Federation Aeronatjtique Internationale. — It was reported that the
Bureau of the Federation Aeronautique Internationale would meet in
Paris on Tan. 10th next. It was decided to defer sending in the items
for the Agenda until the Joint Standing Committee of the Club and
the Society of British Aircraft Constructors had fully considered the
proposals for next year's Schneider Race and the Speed Race to replace
the Gordon Bennett Race

The conditions for the Federation Aeronautique Internationale Supe-
rior Brevet were considered.

Classification of Machines. — It was decided that the Racing
Committee should formulate the Club's suggestions for the classifica-
tion of machines for racing purposes.

Aviators' Certificates. — 7904, Francis Reginald Alford; 7905, William
Piehardson Bailey.. Aeronaut's Certificate. — 276, John William Havers
Airship Pilot's Certificate 66, John William Havers.

RACING PROGRAMME, 1921.
The Joint Standing Committee of the Royal Aero Club and the
Society of British Aircraft Constructors meet on Thursday, the 25th
inst., to consider the Racing Programme for 1921 and also the Regula-
tions for the Schneider Race.

SERVANTS' CHRISTMAS FUND.
The Subscription List for this Fund is now open.

so that by next season the Club should be a very live
one. — R. M. D.

Sheffield.

At a meeting of the Dronneld council attention was called
to the extensive empty building1' at the Greeuhill Aeiodrome
which could be utilised for housing purpose^. Mr. Packard
(Chairman) 'said there was the making of a perfect model
village and it seemed to him so inconsistent asking authorities
to build when all those buildings were lying idle. — u. a.
Wokmg.

The Marlinsyde people seem very hopeful for the future, in
spite of the presence of the receiver appointed by their ban-
kers, who hol<d ^'100,000 in debentures on the works. It is con-
fidently hoped that the period following their exhibition of
motor-cycles at Olympia will bring large orders, and as the
spring approaches the works will be actively encaged in satis-
fying the demands which the firm's agents have indicated will
be forthcoming. There appears to be every prospect of a
lucrative revival of trade for the firm, which will necessitate
the employment of a large number of haiids.

With regard to the aircraft side, it is emphasised that the
fact that a small designing and drawing-office staff is being
retained indicates that the firm are far from abandoning this
branch of their activities, which is, in common with the other
firms in the industry, at a low ebb. Nevertheless, inquiries
are continually being received from abroad for machines.

Encouraging reports have been received from Bieut. R. Hs
Nisbet (late R.A.F ), who has been for the past three months
in Canada supervising the development of aviation there, par-
ticularly the use of aeroplanes in surveying forest regions.
Good results have been obtained with two "A" type seaplanes,
which are flown from the Great Bakes. — J. P. s.

NEW COMPANY.

H. G. Hawker Engineering Co., Btd. (171,409). — Private
company Registered Nov. 1,5th. Capital, ,£20,000 in £1 shares.
To acquire from F. I. Bennett all the patents, rights, etc.,
relating to the manufacture of motor bicycles, and to carry on
the business of manufacturers of and dealers in cycles of all
kinds, infernal combustion and steam engines, motor cars,
aircraft, etc. The first directors are : F. I. Bennett, 10, Cado-
gan Road, Surbiton, engineer; H. G. Hawker, "Ennadale,"
Hook Road, Surbiton, aeroplane pilot; T. O. Tvl. Sopwith,
Horsley Towers, Surrey, engineer; F. Sigrist, Torrington
House, Wolsey Road, East Molesev, engineer; V. W. Eyre,
Honeyhinger, Hindhead, Surrey, engineer. Qualification
£500. sec, : -p. I. Bennett. Registered office : Canbury Park
Road, Kingston-on-Thames.

PERSONAL NOTICES.

[Ex-officers and men of the Royal Air Force are invited to send
notices for the Personal Columos of The Aeroplane. There is no
charge for the insertion of these notices, as it is considered that they
are very interesting items of news and tend to keep past and present
members of the Flying Services in touch with one another. The Editor
will also be glad to publish free of charge applications for work from
demobilised officers and men who hav found difficulty in obtaining
employment It is hoped that none who are not in urgent need of
work will avail themselves of this offer.]

Deaths.

HOBBS.— Harry Albert Hobbs, late Lieut. R.A.F., died at Bourne
mouth on Oct. 10th.

PR ENTICE. — At Rochester, on Oct. 2nd, Major W P. Prentice,
A. I D., son of S Prentice, of Stowmarket, Suffolk, after a short illness

RICHARDSON.— Capt. Gurth Alwyn Richardson. R A.F. (Wireless
Section), who was killed in Ireland on Oct. iotb, was the second son
of the late T. W. Richardson, M.R.C.S.Eng., and Mrs. Richardson,
Eaton Cottage, Norwich. He was 3c years of age.

^ Engagements.

HALSE — SPOONER-LILLINGSTON. — A marriage is arranged, and
will lake place in December, between Stanley Seward Halse (late
Major, R.A.F.) , second son of the late H. E. Halse, of Carnarvon
Estate, Halseton, South Africa, and Ethel Loveday, younger daughter
of Mr. and Mrs. G. B. Percy Spooner-Lillingston, of 5, Leigham Ter
race. Plymouth.

KEDDIE — NATSH. — The engagement is announced between Capt.
G Douglas F. Keddie, late R.A.F., youngest son of Mr. G. J. Keddie,
Hintlesiiam, Westcliff-on-Sea, and Hilda, only daughter of Mr. and
Mrs K. W. Naish, of Crowstone Road, Wcstcliff-on-Sea.

POTTER— THOMAS.— The engagement is announced between John
R Potter, late Major, R.A.F., elder son of Canon and Mrs. Hasloch
Potter, of Surbiton, and Jessica Thomas, widow of Owen R. Thomas,
and only daughter of Mr. and Mrs. Wilson Cruttwell, of 5, Oak Hill
Road, Surbiton.

SCOT 1 — 1_ AMERON. — A marriage has been arranged, and will
shortly take place, between Group Capt. A. J. L- Scott, CP.., M.C.,
A.F.C., R.A.F., and Edith, widow of Cyril Cameron, R.H.A.

SPENCER -LEW IN — HUGHES-MORGAN. — The engagement is an
nounced of Capt. Brian Alexander Speucer-Lewin, R.A.F., son of
Lieut -Col. and Mr-;. Spencer-Lewin, of Ifield, Sussex, and grandsot,
01 the late Mr J. P. A. Lloyd-Philipps, J. P., D.L., of Dale Castle,
Pembrokeshire, to Violet, eldest daughter of Sir David and Lady
Hughes-Morgan, of Penally House, Penally, Pembrokeshire.

THORN — HARDY. — The engagement is announced between Robert
N. Thorn, eldest son of Mr. and Mrs. Charles Thorn, of Heathfield,
Tiptree. Essex, and Frances E. C. Hardy, of Beechwood, Farnborough,
Kent, widow of Ll.Njick Kardj-, R.A.F., and daughter of Mrs. Goodall,
Greycroft, High Lane, Cheshire.

YUILLE- MERRICK.— The engagement is announced between Capt.
A B. Yuille, D F.C., elder son of Mr. and Mrs. Herbert Yuille, of
Harescombe, Northwood, Middlesex, and Audrey Violet, elder daughter
of Lieut -Col and Mrs. William Merrick, of 2?, Sheen Gate Gardens,
East Sheen, S W.

The Aeroplane November 24, 19.20

834

Marriages.

KENN— HOLMES.— On Nov. 17th, at St. Margaret's, Westminster,
Captain Wedgwood Benn, D.S.O., D.F.C., M.F., was married to Mar-
garet, daughter of Mr. D. T. Holmes, formerly M.P. for Govan, and
granddaughter of Provost Eadie, of Paisley. The Bishop of London
offieiated.

BISHOP — DA VIES. — The marriage of Flight Lieut. Alan G. Bishop,
A.F.C., R.A.F., and Miss Vanda Pamela Davits took place at St.
Saviour's Church, Brockcnhurst, Hants, on Nov 6th, from Walden,
Brockenhurst.

CA.\.\ON- BLACKBURNE.— On Sept. 6th, very quietly, at St. Paul's,
KnightsDridge, S.W., S. Laurence Cannon, K.A.F., Castlebar, Co. Mayo,
was married to Joan Mary Ireland Biackburne, East Looe House, Can-
ford Cliffs, Dorset.

CARKOTHERS— GODEEP — "ti Aug. 31st, 1920, at St. Giles', West
BnGgioru Pansn Church, William Alexander Carrothers, B.A., D.F.C.,
C de G., Edinburgh, was married to Agnes Elizabeth, eldest daughter
of the late Percy J. Godber, of RadelifFe-on-Trent, and of Mrs. P. J.
Godber, 17, Musters Road, West Bridgford, Nottinghamshire, by the
rector, the Rev. Richard Hargreaves, M.A.

CaK'ILK SOL'TLiAKU — On juufe yiu, a, St. Stephen's Church, Cal-
gary, Alberta, Canada, Capt. Alfred William Carter, M.B.E., D.S C,
was married to Gwendolyn Kathleen, daughter of Mr. and Mrs.
Archelaus Southard

CAVE — PIGGIN. — On Oct. 30th, at the Chapel Royal, Savoy, Flying
Officer Thomas Walford Cave, M.C., R.A.F., v\yas married to Gwendo-
line Mary Piggin, only child of Herbert Harry and Mrs. Piggin, East-
bourne, by the Rev. T. S. Cave, father of the bridegroom.

EAVIES — MONTGOMERY.— Tic marriage took place on Sept. 29th,
at the Parish Church, Alnmouth, of Commander Richard Bell Davies,
V.C., D.S.O., R.N., son of the late Mr. William Bell Davies, of Crosby
Grange, Ricktnansworth, and Mary, daughter of Major-General Sir
R»" md T ady Montgomery, the former of whom .:ave the bride away.
Commander Brounger, R N , was best man, and Canon Boot officiated,
assisted ty Canon Mangin and the vicar of the parish.

DUFFUS — HANSON. — On Nov. 13th, at All Saints' Church, Cairo,
Flight-Lieut. James Logie Lyall Duffus, R.A.F., eldest son of James
Duffus, M.D., J. P., and Mrs. Duffus, of Auchenblae, Kincardineshire,
was married to Helen Vera Marv, fourth daughter of Mrs. Hanson and
the late Arthur Stephen Hanson, M.R.C.S., L.R.C.P., M.D., of Titch-
feld, Hants

ELLIS — BOCK. — Or. Oct loth, at St. Barnabas Church, Cambridge,
Flying Officer H. C. F. Ellis, R.A.F., C.P.O... Woking, only son of
Mr and Mrs H J. Ellis, of Cambridge ,was married by licence to
Florence Eveline, third daughter of Mrs A. Buck, Hemingford Road,
Cambridge.

EV1 LL — KI.EINWORT. — The marriage between fqdn. Leader D. C.
S Evili, D ^ C R F C, and Miss Henrietta Kleinwort, younger
daughter of Sir Alexander and Lady Kleinwort, took place o> Oct. 8th,
at Christ Church, Down Street, at 2.^0 p.m.

GODFREY — M AI,LAM. — On Nov. 15th, at the Parish Church, Hayes,
Kent, Reginald William Godfiey, Indian Police, late R.F.C., son of
Mr. and Mrs. J. W. Godfrey, of Barkingside, was married to Audrey
Sheila, daughter of Mr. and Mrs. Crosland Mallam, of Heathfield, Kes-
ton, Kent.

GOODFELLOW— MACKEY.— At Morpeth Parish Church, on Sept
2nd, Chir'.ep Goodfellow, late R.A.F., eldest son of Mr. and Mrs. A. J.
Goodfellow, of Ealing, and Mary, youngest daughter of the late Jeffer-
son and Mrs. Mackev, of South Shields.

HORSFIELD— MUIR— The marriage took place on Oct. 6th, at the
Bicmpton Oratory, of Capt. H. T. Horsfield, R A F., son of Mr. and
Mrs. Thomas Horsfield, of Evesham, Worcestershire and Lily, daughter
of the late Julius Muir, Indian Civil Service, and Mrs. Muir, of 33,
Trevor Square, Knightsbridge. The Rev. Father Lewis Woodruff
officiated.

JAMEISON— PIGOTT.— At Christ Church, Mussooree, India, on July
12th, 1920, Capt. J W. E. Jameison, I A., and late R A.F., was married
to Gwendoline Victorie Pigott by the Rev. D. L. C. Dunlop.

KLAI'PEK — DOWN. — On Oct. 23rd, at St. George's, Hanover Square,
Flying Officer J. F A. Klapper, R.A F., was married by special licence
to Giadys, only child of Mr P. A Down. M.I.M.E., and Mrs. Down, of
St. Dunstan's, East Sheen, Surrey.

M ADDOCK — MABY. — On Oct. 9th, at St. Stephen's, Dulwich, Lieut
Robert Alexander Maddock, R.A.F., eldest son of Mr. and Mrs. Robert
J Maddock, "Springfields," Alsager, Cheshire, was married to Lily
Amelia Margaret, eldest daughter of Mr. and Mrs. W. II. Maby, Upper
Norwood, London, by the Rev. W. F. James.

SINNATT— RANDALL— On Sept. 25th, at St. Deny's Parish Church,
Sleaford, Oliver Sturdy Sinnatt, M C , D Sc., M.Sc., Professor of Aero-
nautical Sei. ncf R.A F Cadet College, Cranwell, was married to Mar-
jorie H.-L:,. only daughter or Mr grid Mrs Randall, of Bridgend,
Glamorgan. 0; me kev - anon l^ingdon

THOMAS — ABBOTS. — On Sept. 27th, at Trinity, Park Street, Swansea,
Flight Lieut. T. J. Thomas, R.A.F.M.S., the eldest son of Mr John
Thomas, Swansea, was married to Mary, the only daughter of Mr
and Mrs J. Abbots, Edgbaston, Birmingham, by the Rev. Lodwy
Lewis and the Rev. T. E. Davies

WY ATT — RICHARDS. — At All Saints Church, Cairo, Sept. 2nd, Obs.
Officer M. J. Wyatt, M C, R.A.F., was married to ; Valerie, elHest
daughter of Mr and Mrs. E- G. R Richards, of Newport, Mon., by
the Rev. P. R. C. Lamb, Deputy Chief Chaplain, R.A.F., Middle East.

Send for- Facts & Figures reLxttn^
I to actual tests carried, out in a — * |

Reverden

FURNACE 1

j The DAVIS FURNACE Company \

(Pr. prietors : Th;; Davis Gas Stove Co., Ltd ) jj

Diamond Foundry, Luton, Beds. •

Birihs.

BALL— On Oct 3rd, to Ivy Clara, wife of L. P. Ball, O.B.E. (late
R.A.F'.), at Suunyside, Bray-on-Thames, a daughter.

BEDDOW.— At Shanghai, on Sept. 18th, Capt. L. T., late Devonshire
Regiment and R A.F., and Mrs. Beddow, late Deputy Administrator,
W. R.A.F., of a son.

BIRD.— On Oct. 14th, at Culford, The Avenue, Chingford, to Mary
Eveline, wife of Lieut. A. H. Bird, late R.F.C. and R.A.F. , a son.

COMPSTON.— On Sept. 26th, 1920, at 16, Castletown Road, W.14, the
wife of Flight Lieut R. J. O. Compston, D.S.C., D.F.C., R.A.F., of a
daughter.

DE ROEPER.— On Oct. 1st, to Jean {nee Key), wife of Sqdn. Ldr.
B P. H. de Roeper, A.F.C., R.A.F., of Upminster, Essex— a daughter.

DURRANT.— On Nov. 9th, to Hilda May (nee Brett), wife of Flying
Officer R. F. Durrant, A.F.C. (late H.M.A. R.34), of Braemar, Tee-on-
Solent, a son

EDMONDS.— On OcL 5th, at 69, Vincent Square, London, S.W.i, to
Lorna (nee Osborn), wife of Sqdn. Ldr. 0. H. K. Edmonds, D.S.O.,
O.E.E., R.A.F.— a son. I

HA WARD. — Oil Sept. 19th, at Balfour Brechin, Forfarshire, N.B., to
Margaret Edith, the wife of Reginald Stanley ' Haward, late R.A.F. —
a daughter.

HULL. — On.- Sept. 2ird, at 14, Windsor Terrace, Sliema, Malta,
Beatrice, the "-wife of Flying Officer H. C. Hull, of a son.

LAPRaIK —On Oct. 22nd, at a nursing home, to Winifred (nee Nix),
wife of Capt. D. F. Lapraik, D.F.C., late R.A.F., of Trouville, High
Beach, Lindfield, Sussex— a daughter.

MACKENZIE.— On Oct. 9th, at Rusholme, Alverstoke, Christabel, wife
of Flight-Lieut. A. II. MacKenzie, A.F.C, R.A.F , of a daughter.

M ANSEL-LEWIS. — On Oct. 11th, at .11, Walters Road, Swansea, to
Muriel, wife of Captain A Mansel-Lewis, A.F.C, Cliff Cottage, Pem-
brey, S. Wales, the gift of a son.

MAXWFLL- — On Oct. 24th, at 14, Hollycroft Avenue, Hampstead,
the wife of Flight Lieut Reginald Stuart Maxwell, M.C., D.F.C.,
R.A.F. — a daughter.

MEDHURST.— On Sept. 26th, at Fulford Vicarage, York, the wife
of Flight Lt. C. E- H. Medhurst, O.B.E., M.C., R.A F., of a daughter.

MERTON. — On Oct. Sth, at Slopes,- Woldingham, Surrey, to Mary
(Wee Crowley), wife of Major Gerald Mc-rton, M.C, late R.A.F. — a son.

NIGHTINGALE— On Oct. 30th, at Pembroke House, Felixstowe, to
Stella (nee Whitaker), wife of Flight Lt. A. J. Nightingale, R.A.F.— a
daughter

SKTELD —On Nov. 15th, at Watford, to Nora, wife of Flight Lieut.
H S. Si.ie'cl mc-( a. daughter.

TOLFREE — On Oct. 2nd, at Camelot, Guildford, to Freda (nee Nash),
wife of Lieut. W. N. Tolfree, R.A.F.— a sou.

TRAVERS.— On Sept. 27th, at Five Elms, Hayes, Kent, the wife of
Benjamin Travers A.F.C, (late R A.F.) of a son.

WINFIELD-SMITH.— On Nov. 2nd, at "The Gables," Great Chester-
ford, Essex, the wife of Sqdn. Ldr. S. C. W infield-Smith, D.S.O., R.A.F
— a daughter.

[With Compliments to the First British Soldier wounded in the Great

War.— Ed.]

COMING EVENTS.

DECEMBER.

1st Wed —Westgate-on-Sea Seaplane Base and R.A.F Manston Dinner
at Holborn Restaurant. Particulars from Mr. T. S. Setterfield,
r, Cuthbert Road, Westgate-on-Sea.

2nd, Thurs. — K.Ae S lecture -'Airship Mooring," by Flight Lt. F. L
C. Butcher, and "Airship Piloting," by Major G. H. Scott,
C.B.E., A.F.C* ) Chairman, Air Marshal Sir Hugh Trenchard

nth, Sat.— Armament School, Uxbridge. Dinner at Holborn Restau-
rant at 7.15 Hon. Sec at 32, Old Jewry, E.C
27th Sqd. Dinner at Criterion Restaurant. Particulars from Mr.

E. L. Raworth, Lenzie House, East Parade, Harrogate.
104 Sqdn. Reunion Dinner at the Connaught Rooms, W.C.2.
Particulars from Mr. C. G. Jenyns, Services Club, W.i.

16th, Thurs.— R.AeS lecture "Possible Developments in Aircraft En-
gines," by H. Ricardo. "The Installation of Aeroplane En-
gines,' by A. T Kowledge *

18th, Sat —Felixstowe Air Station Reunion Dinner at the Connanght
Rooms, W.C.2, at 7 p.m. Particulars from Mr W Kitson, 22,
Manor Terrace, Felixstowe.

JANUARY— 1921

20th, Thurs— R.Ae.S. lecture. "The Cost of Air-Ton Miles Compared
with other forms of Transport," by Lord Montagu of Beaulieu.'

FEBRUARY— 1921.

3rd, Thurs.— R.Ae.S lecture. "Meteorology and Aviation," by G. Dob-
son. "Ground Engineering," by Wing Cdr H. W. S. Outram.*

17th. Thurs — R At.a. lecture. "The Haudley Page Wing," by F. Hand-
le y Page.*

• All the Royal Aeronautical Society's lectures will be given in the

theatre of the Royal Society of Arts, John Street, Adelphi, at 5.30 p.m.

November 24, 1920

The Aeroplane

835

INDEX TO ADVERTISERS

Aecles & Pollock, Ltd.

.. Front Cover &
Inside Front Cover

Aircraft Disposal Co , Ltd., The 809

Arrol-Johnston, Ltd. Front Cover

Auster, Ltd Front Cover

Beardmore Aero Engines, Ltd., The

Front Cover & 827
Beardmore, William, & Co., Ltd 821

Bowden Brake Co., Ltd., The
Bray, Gibb & Co., Ltd. ...
Bristol Aeroplane Co., Ltd.
Brown Brothers, Ltd.

Cellon, Ltd

Coan, R. W

... 836

... 831

809

... Insiie Back Cover
834

Davis Furnace Co., The ...
De Havilland Aircraft Co., Ltd

Fairey Aviation Co., Ltd., The

Grahame- White Co., Ltd.
Green Engine Co., Ltd. ...

Hancock, James Lyne, Ltd.

Imray, Laurie, Norie & Wilson
Instone Air Line

MacLennan, John, & Co. ...
Metal Airscrew Co.. Ltd. ...

Napier, D., & Son, Ltd. ...

The.,

Ltd.

834

823

... 836
Back Cover

... 836

... 836
... 830

Front Cover
Front Cover

Naylor Brothers, Ltd, ... ...InsUe Back Cover

New Pegamoid, Ltd. ... _ 836

Nieuport and General Aircraft Co., Ltd. ... 823

Roe, A. V , & Co., Ltd.
Rolls-Royce, Ltd. ...
Rubery, Owen & Co.

Sagar, J., & Co., Ltd.

810
819
835

Inside Front Cover
Supermarine Aviation Works, Ltd. ... Back Cover

Titanine, Ltd. Front Cover & 828

Vickers, Ltd 825

Wilson Motor Co 831

835

815 Wireless Press, Ltd.

Aviation Insurance

Go to the most experienced Aviation brokers :

Bray, Gibb & Co., Ltd., 166, Piccadilly, W.l.

ADVICE GLADLY GIVEN.

WIRELESS TELEGRAPHY
AND TELEPHONY.

FIRST PRINCIPLES, PRESENT
PRACTICE AND TESTING.

By H. M. DOWSETT,
M.I.E.E

Demy 8vo. 331 Pages. 305 Diagrams
and Illustrations.

PRICE 9s. net.

Post free gs. 6d.

Obtainable from all Booksellers.

THE WIRELESS PRESS, LIMITED,
12-13, Henrietta St., London, W.C.2.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

836

The Aeroplane

1

November 24, 1920

MISCELLANEOUS ADVERTISEMENTS,

SPECIAL PREPAID RATE : 18 words 2- : Situations Wanted ONLY. 18 words 1 - ; id. per word after TRADE ADVERTISEMENTS
In these columns. 3 lines 5'- : i/-per line after. Public Ajinounceinoncs. Legral Wocicea, Auctions. Contracts etc. %- per line.'
For the convenience of Advertisers, replies can be received at the offices of " THE AEROPLANE " 61 Carey St 'London W c 2

PATENTS.

PAGE WHITE and VAU'iHAN (late Page -and
Rowlingson), Chartered Patent Agents (Consult-
ing Engineer, Mr. S. E. Page, A.M. Inst C.E-I, 27,
Chancery Lane, London, W.C. Tel., 532 Central.

HENRY SKERRETT (H. N. Skerrett, A.I.A.E.,
A.I.Mech E-, Associate I E E , Fellow of the
Chartered Institute of Patent Agents), Patents,
Designs and Trade Marks. — 24, Temple Row,
Birmingham.

MR. CHATWIN, A. I. E E., Patent Agent, Aircraft
Engineer and Inspector Telephone : Holborn
6ioq. 253, Gray's Inn Road, London, W.C.I.

SITLATI0N5 VACANT.

WANTED, by old-established firm of Aircraft De-
signers and Builders, leading Draughtsman used
to checking drawings and stressing. Previous air-
craft experience essential. Progressive position.
Forward fullest particulars of age, experience,
salary required, and copies of references, to Box
No. 4,923, The Aeroplane, 61, Carey Street, W.C. 2.

TECHNICAL ASSISTANT required, used to cal-
culating stresses and performances. Previous ex-
perience essential. Fullest particulars of age, ex-
perience, copies of references and salary required
to Box No. 4,924, The Aeroplane, 61, Carey Street,

W.C.2.

SITUATION WANTED.

GROUND ENGINEER, Rolls-Royce, Pumas, etc.
Handley Page, DH4, and DH9 First-class refer-
ences; Five years aircraft, ten years motor trade.
Held supervisory position. Anv country, any
period.— c/o Clarke, 70, Oakley Square, N W.i.

CONSULTING ENGINEER.

A. P. THURSTON, D.Sc.(Lond) Engineering,
M I A E., A.M.I.M.E , F.R.Ae.S., Invention
Specialist and Consulting Engineer, 29, Southamp-
ton Buildings, W.C. 2.

FOR SALE.

TRANSFERS. — Firms requiring Transfers should
write to the makers. — A Bird and Co., Latimer
Street, Birmingham.

A FEW copies of the "History of 24 Squadron
R.A.F.," by Captain A. E- Illingworth and Major
V. A. H. Robeson, M.C., with a foreword by Air
Marshal Sir H. M. Trenchard, K.C.B., D.S O ,
may still be bought, price i5s. — The Aeroplane,
6r, Carey Street, W.C. 2.

McCUDDEN'S FIVE YEARS IN THE RFC.
A few slightly soiled copies of this delightful
book (published at 7S. fid. net) are available,
price 2s. 6d. — postage 6d. extra Als'o a few
slightly soiled rtvp'e? of Richthofen's RED AIR
FIGHTFt-" ^aoushed 3s. 6d. net) for is. 6d.—
pottage 4d. extra. The two for 4s. 6d. post free. —
The Aeroplane, 61, Carey Street, W.C. 2.

SILVER SPRUCE for FUSELAGE and WING
Construction. Customers can, for small extra
charges, select for aircraft construction Silvti
Spruce (Prime Clears free from knots). Suitable
for high-class Cabinet and Joinery work
Can be used as substitute for Canary Whitr
wood, etc. Splendid finish when stained. Ran-
dom sizes, 1 in. to 6 in. thick. Truckloads
from £50, standing on rail near Liverpool.
Cheap lines Matchings, Plywood. — Jennings, Ltd.,
420, Penny well, Bristol.

THE AEROPLANE NOTE BOOK, invaluable
to students at lectures for quick and methodical-
lecord of details of aeroplane and engine con-
struction (published at 5s), now reduced to
2s. 6d. post free.— The Aeroplane, 61, Carey Street
W.C.2. ■

NURSAIRY RIMES— quaint verses by Major
D. C. M. Hume, R.AF., and quaint pictures by
H. R. Miller (published at 2s. 6d. net) is the best
form of Christmas greeting to send anyone in-
terested in Aviation. Copies will be sent post free
on receipt of is. 6d. — The Aeroplane, 61, Carey
Street, W.C. 2.

35-h.p. GREEN AERO ENGINE for Sale; very
little used; no reasonable offer refused; fullest
particulars on application. — Box No. 4,922, Th*
Aeroplane, 61, Carey Street, W.C. 2.

MISCELLANEOUS.

REPAIR WORK SPECIALISTS. — Skilled Riggers
and Mechanics sent to any part of the British
Isles to effect repairs. All types of machines. War
machines reconstructed for Civil Aviation. Esti-
mates on application. — Central Aircraft Co., 179,
High Road, Kilburn, London-

WANTED.

STEEL TUBES, Brass Tubes, and Round-head'

Machine Screws wanted. — Dugdills, Failswortb,

Manchester.

MODELS.

FIRST-CLASS MODEL Petrol-motors and Casting*-
unique; interesting. List 3d.— Madison Motories,.
Littleover, Derby.

TRADE CARDS.

Read "L'AIR"

The Most Interesting of French Aviation Papers.

FOR SALE AT

"The Aeroplane" Publishing Office,
61. Carey Street, W.C. 2. Price 6d.

AVIATION TABLES.

Whatever your height the distance of your
horizon is given by the table published by
IMRAY, LAUklE, NOR IE & WILSON, LTD.

156, MINORIES, LONDON, E.

Price 29. 6d. Post Free 3s.

PtiTKOL & OIL. RESIST
ING HOSE & TUBING,
WASHERS. BUFFERS, MATTING, SHEET,
STRIP. CONNECTIONS, GASKETS, ETC.
Aircraft Specialists

JAMES LYNE HANCOCK LTD..
268, GOSWELL ROAD, LONDON, E-C.1

PEGAMOID

BRAND

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The Best Waterproof Covering for Pailway, Tram'
way. Aeroplane, Motor Boat, Cushions. Seats, etc.

j&ZZT NEW PEGAMOID LIMITED, f^Z'T^Si.

Telegrams— Pegamoid, Phone, London.
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FOJt BOm£Af CABL£S,
_ AND F/TT/A/GS

THEBOWDEN

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BIRMINGHAM

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First: in 1909 -ana First tvur Since.

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Full Particulars upon Application.

GRAHAME - WMTE COMPANY, LTD.,
London Aerodrome Hendon, N.W.o.

Telegrams : u Vo.plane, Hyde, London"
Telephone: Kingsbury IZC (J lines).
Excellent Residential Ac otnmodation at the London
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KINDLY MENTION " THE AEROPLANE" WHEN CORRESPONDING WITH ADVERTISERS.

November 24, 1920 The Aeroplane

To Clear ! Surplus ! !

THE Aeroplane finds the stock of new
books, such as " L'Aeronautique Pendant
La Guerre Mondiale" and "The Aero-
plane Handbook," pressing hard upon its avail-
able shelf and floor space. It therefore proposes
to give its readers the opportunity of relieving
the congestion by an offer of certain surplus
volumes at

One Third the Published Price.

The most beautiful of War Books was Captain Saundby's
"Flying Colours." Edition de luxe, £2 2s. Popular
Edition, 15s. The copies remaining of the Popular
Edition 'are now offered at Ss. each, plus 6d. postage.
The book makes a handsome present, and could not be
reproduced for double the money.

The most thrilling of War Books was Jacques Mortane's
" Special Missions of the Air," des cribing the
dropping of spies behind the German lines. It was
published at 3s. net, and is now offered at Is. net,
postage 4d.

The most amusing brochure on the Air Service was
"The Revelations of Hoy," published at Is. The
balance of the Second Edition is now of.ered at 6d.,
post free.

The Aeroplane & General Publishing Co., Ltd.,

61, CAREY STREET, LONDON, W.C.2.

Now Ready £1 Is. net.

THE AEROPLANE
HANDBOOK

Edited by
A. J. SWINTON, (Late R E.)

THE AEROPLANE HANDBOOK is intended to
provide a manual for the use of those who are
engaged in the design, manufacture and use of
aircraft.

CONTENTS

AEROPLANE AND AERONAUTICAL INSTRUMENTS. By Captain

A. F. C. Pollard, R.A.F.
STRENGTH CALCULATIONS.

GENERAL THEORY. By John Case, M A., A F R.Ae.S.
MATHEMATICS. By John Cask, M A , A.F.R.Ae S.
HIGH TENSILE STEEL WIRES AND CABLES. By JosiPH Wilson,
Dr. R.A.F.

ALLOWANCES FOR BENDING STEEL. By Randolph F. Hall.
THE VIBRATIONS METHOD OF TUNING UP By INGEGNBRI CABLO

Maurilio Lerici.
AIRCRAFT TESTING.

WIRELESS TELEGRAPHY AS APPLIED TO AIRCRAFT. By R D.
Bangay.

SPRAY PAINTING, VARNISHING, AND DOPING. By C. L. BURDICI.

DOPE By A. J. A. WALLACE Barr.

PATENTS AND PATENT LAW. By Arthur Hunt.

SPINNING. By GEORGE H BETTINSON

AIR SPEED INDICATORS— THE PITOT TUBE. By WINSLOW H.

HERSCHEL.
METEOROLOGY.

GLUE- By Dr George F. Lull, U.S.A.
METRIC CONVERSION TABLES.

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The Aeroplane

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VOL. XIX,
No. 22.

ON A MATTER OF EFFICIENCY.

Ill the days of one's comparative youth, when the late
Walter Staner, the wisest of all editors of technical news-
papers, made The Autocar the ruling power in the automobile
ttade, one was instructed by him that if one wanted to achieve
a certain object, or to effect a certain reform, the way to
do it was to say what one wanted to say, and keep on saying
it till people ended by being convinced, but that one must
keep on saying it in different ways.

Somehow this excellent piece of philosophy reminds one
of the retired Thomas Atkins who wanted to telephone to
Ealing, and was asked by the young person at the other end
of the line to repeat the name of the exchange. Mr. Atkins,
being more or less accustomed to Army methods, proceeded
thus: — "E-A-L-I-N-G. E, for 'Erbert; A, wot 'orses eats;
L, w'ere yer goes w'en yer dies; I, wot yer says w'en yer
wants a taxi; N, wot lays eggs; G, for Gorblimey. 'Ave yer
got it?" And he was given his number.

Without pretending to the ingenuity of Mr. Atkins in achiev-
ing one's objects, one recognises the soundness of the policy
of saying the same thing over again in different ways, so that
ultimately people may see the truth. For, true as it is that
the best way of extracting wit from a Scotsman is with a
corkscrew, it is still truer that the best way of getting sense
into an Englishman is with a hammer. Consequently, if the
more intelligent readers of this paper do find the same argu-
ments cropping up over and over again in different forms,
they will know why. And they will understand that it is
done for the benefit of 'heir less enlightened fellow-
countrymen.

The Navy and the R.A.F.

For instance, there is that old, old question as to whether
the Navy ought to be allowed to handle anything concerned
with the Air. Or, rather, whether any of the personnel and
material of the R.A.F. ought to be handled by the Navy.
There are still many who think that the Navy ought to-have
its own Air Service and should be allowed, in the words of
Mr. Kipling's admiral, to "conduct its own manoeuvres in
its own damned tinker fashion."

A priceless example of the British Naval brain is provided
by Rear-Admiral William Sowden Sims, U.S. Navy, in his
recently published book, which he calls, with possibly un-
conscious humour, "The Victory at Sea." Admiral Sims and
some assorted ships came to Europe to help the Royal Navy
(plus the navies of the rest of the twenty-two Allies) to defeat
Fritz, of the Hun Submarine Service. He tells now, early
in 1917, Admiral Jellicoe showed him a secret paper showing
the totfrl losses of tonnage during the previous few months.

Says Admiral Sims : — "I was fairly astounded, for I had
never imagined anything so terrible," and he remarked,
"ft looks as though the Germans were winning the war."
To which Admiral Jellicoe — the bright particular star of the
British Navy — replied, "They will win unless we can stop
these losses, and stop them soon." Admiral Sims asked, "Is
there no solution for the problem?" And the C. in C, Grand
Fleet, replied, "Absolutely none that we can see now."

That, be it noted, was in 1917, when any one of some dozens
of quite ordinary young men in the R.N.A.S. could have pro-
vided an assortment of solutions for the problem, most of
which would have been of some practical use, and would have
included the operations of airships, seaplanes, and kite bal-
loons. Yet at that date aircraft of all kinds were regarded
by senior Naval officers with that impenetrable contempt
which the fossilised brain always has for anything new pro-
posed by young men.

A year later the Navy was still losing ship after ship which
it was supposed to be escorting through the danger zones.
For months, at the end of 1917 and the beginning of 1918,
never a convoy got across the Mediterranean with Naval
escorts without losing one or more of its ships. And during
those same months never a convoy equipped with R.N.A.S.
kite-balloons was so much as attacked in those same danger
zones. Similarly in home waters, the aerial escorts hardly
ever, if ever, lost a ship of their convoys, while the Naval
escorts went on losing steadily till nearly the end of the war

— 111 spite of the assistance of Admiral Sims and his merry, if
dry, men.

Of course, the defenders of the Navy will argue that Admiral
Jellicoe and most of the senior N.Os. of 1917 are now back
numbers, and that the War Staff at the Admiralty, as now
constituted, is of quite different calibre. Possibly that is so,
though Admiral Chatfield's contribution to the Air Conference
distinctly conveyed the impression that his views on Naval
Aeronautics are some four or five years behind the times. But
whatever the Naval War Staff may be, the Admiralty as a
whole seems to have advanced little since the days of Lord
Nelson. In fact one might fairly say that it has not advanced
in its methods since Mr. Samuel Pepys observed at Chatham
Dockyard, "four great horses" hauling a piece of timber
which could have ueeii carried by two men.

A Naval Occasion.

If anyone doubts this let them inquire into an incident which
occurred only a few months ago. Those enlightened people
who control the Department of Supply and Research at the
Air Ministry were then interesting themselves in the very
important subject (to the Navy) of amphibian aeroplanes
Hying oif the decks of aircraft-carrying ships. In order to
give the designers of such aeroplanes full knowledge of the
problems to be solved, a number of designers belonging to
the leading aeroplane firms were invited by the Air Ministry
to visit H.M.S. Eagle, an aircraft-carrier of the most recent
type, so that they could see for themselves how their prospec-
tive machines would be stowed, and handled, and launched,
and so forth.

The invited designers assembled at Victoria Station on the
appointed day, to take train for Portsmouth, where Eagle
was lying. One designer had travelled overnight from Leeds.
Another had come up from Bristol. Others had come from
outlying parts of L,ondon in the early morning. At Victoria
they were met by officers from the Air House, with whom
they co-operated on the most friendly terms, and there was
every prospect of a highly educative day being spent, profit-
able not only to the designers and to the Air House officials,
but ultimately to the Navy, for whose benefit the new aero-
planes were to be designed.

, But, on the platform, the party was held up by an order,
dispatched post haste from the Admiralty, that it was not
to proceed, as no civilians would be permitted to board H.M.S.
Eagle or to view her at close quarters. Consequently, the
designers had to set tq work to design amphibians to be
carried on and flown from Eagle, without being allowed
to acquire any exact knowledge of the conditions entailed,
other than what they could gather from picture postcards of
the ship, which were commonly on sale in Portsmouth, and
from friends who had visited the ship unofficially at various
times.

Now, could anybody except the Navy have been guilty of
such a piece of abject imbecility as to forbid the ship to the
very men who were to design her armament? Can anyone
doubt, after such an example, that "dual control" of an air-
craft-carrier must be as disastrous as Mr. Churchill has said,
and proved, dual control of an aeroplane to be ?

We have already had the Ark Royal affair to show how
unfit the Navy is to handle aircraft-carriers abroad. The
example related hereinbefore shows what foolishness the
Navy can commit at home.

Obviously either the ships and their aircraft and their
flying personnel must belong entirely to the Navy, in which
case they will be equipped in a style five years at least be-
hind the times, or the ships and all that is therein must be-
long to the R.A.F., in which case they will be thoroughly
modern in their equipment, both mental and material. The
latter plan has the advantage that the personnel of R.A.F.
aircraft-carriers could then co-operate intelligently with troops
ashore, which truly Naval aviators with a Naval training
could never do, and they could co-operate when necessary
with a Fleet in being at least as well as a.'ny Navy-trained
aviators

840

The Aeroplane

December i, 1920

If the Admiralty is determined not to let the aircraft-car-
riers belong to the R.A.F., then, the best thing the Air
Council could do would be to hand over the whole of the
"Coastal Area" bodily to the Admiralty. All the best men
would then elect to come out of it and join the R.A.F., and
the Admiralty system would soon reduce the rest to the
average level of intelligence of the Navy, which means about
that of the Lower Fourth in a Public School.

Which means that in the next little coastal war the Ad-
miralty would have to come to the Air Ministry for help, for
it would soon find that its fondness for pushing seaplanes
a hundred miles inland over mountains, as it has been doing
lately in Asia Minor just as it did in Palestine five and a
half years ago, would rapidly exhaust its supply of pilots.

A Ministry for War.

Then we should arrive somewhere near the proper solu-
tion of the whole problem — namely, the formation of a
Ministry of Defence, with at its head a Secretary of btate for
War, who would have under him Under Secretaries for the
Navy, the Army, and the Air Force. The scheme is one which
Mr. Churchill has favoured for many years, and there- is none
better fitted than he himself to be the first War Minister,
for he was an excellent First Lord of the Admiralty (apart
from the fact that he and Prince Louis of Battenberg mobilised
the Fleet before war was declared and so saved us from
coastal raids and much heavy loss of shipping) , he is primarily
responsible for the fact that in the recent war we had any
Flying Services at all, and he has proved himself during the

past year to be at the same time an efficient and popular
Chief at the War Office.

When we have the three Services under one head in this
way it will then, and only then, be possible to co-ordinate
the routine work of the Services so that they can co-operate
efficiently in time of war. So long as the same words mean
different things in the three Services, so long as different
words mean the same thing, and so long as one Service cannot
understand the various indent forms, operation orders, and
so forth of the other, so long efficient co-operation is impos-
sible. If Naval or Air Force people ashore do not know how
to draw rations on Army forms, how can the men be fed
and how can they do their work ?— unless the Army feeds
them out of sheer charity, and then probably the Navy would
be rude about the quality of the food. And if "a soldier attached
to the R.A.F. does not know what or where a "mess-deck"
may be, how is he to get his dinner ?

Such things as these may seem trivial details, but as a
matter of fact the co-operation of the three fighting Services
depends on such details because an army, as Napoleon said
and as Captain Bruce Bairnsfather illustrated, moves on its
stomach. The stomach of the army, or mixed fighting force,,
of to-day and of the future includes the appetites of its
mechanical adjuncts, such as aeroplanes, tanks, lonies, and
other things, and its provender includes petrol, oil, sparking
plugs and such, as well as bread, meat, and ammunition.

Hence the necessity for absolute co-ordination in the Q. and
A departments of all three Services, as well as in the G.
departments. And hence the need for one War Minister to
oversee" and control the lot. — C. G. G.

THE POST OFFICE AND THE AIR MAILS TO IRELAND.

Once again the Post Office has given evidence of its extra-
ordinarily limited outlook towards the air mail question. On
Nov. 23rd Mr. Illingworth, the Postmaster-General, moved in
the House, of Commons "That the contract, dated the nth
day of November, 1920, between the Postmaster-General and
the London and North-Western Railway Company for the
conveyance of His Majesty's mails between Holyhead and
Kingstown from the 28th day of November, 1920, be ap-
proved."

For many years past the Irish mail contract has been held
by an Irish company, The City of Dublin Steal' Packet Com-
pany, running between Holyhead and Kingstown. During
the war this company's ships were commandeered by the
NaVy, two of them were sunk, and the company has not been
compensated for their loss by the Government. This state
of affairs made it impossible for the company to obtain new.
ships and run an accelerated service, and the company is
consequently closing down. This, of course, makes the mail
contract a gift to that powerful English concern, the London
and North-Western Railway.

Mr. Lindsay, one of the Members for Belfast, complained
that there was little use in accelerating the steamboat service
by half an hour when the train service between London and
Holyhead and between Dublin and Belfast was hours slower
than oefore the war.

Lieut. -Comdr. the Hon.. J. M. Kenworthy, who displayed
singular ignorance of the operation of mail steamship lines,
showed distinct intelligence in another direction by asking
the Postmaster-General "Whether any commercial air com-
panies were invited to tender for the carriage of mails by
air either now or in the near future." He added : "I am
very much afraid the Post Office is not nearly so alive to the
importance and practicability of carrying mails by air as
other countries are and as they ought to be. Further," he
said, "this contract provides a subsidy of ^Tioo.ooo a 'year for
20 years for carrying the mails between these two Govern-
ments, and that subsidy would be of extraordinary value to
an aircraft company or group of companies who could form
a syndicate, for the purpose. A subsidy which is. a moderate
one for shipping is a very great subsidy for aircraft, because,
for -the distance covered and the time, aircraft are infinitely
cheaper than waterborne traffic. ... It is a tremendous
mistake if we have in any way bound ourselves in this con-
tract to carry the mails by water for 20 years. ... In a few
years' time, if we are still bound for 20 years to carry these
mails by the Holyhead sea route, we will be the laughing-
stock of the world."

Aviation is certainly unfortunate in some of its friends.
If anybody in the House other than Lieut. -Comdr. Ken-
worthy had made his speech it would very probably have
carried considerable weight.

Lieut. -Col. Moore-Brabazon, who, occupving an official posi-
tion as Parliamentary Under Secretary for Air, is naturally
inclined to support the official view, said : "The whole ques-
tion of air mails is a difficult one, Decause the aeroplane is
not an efficient traveller at night, whereas the ordinary
traffic across the sea goes on in the dark, and until we edu-
cate people to post their letters in the morning, which we
shall never be able to do, then the evening service is as satis-

factory a thing as one can get. In the London and Paris
air service there is very little advantage. The needs of the
community are met by the ordinary traffic. "^AVhich is not
an encouraging remark to come from one of the pioneers
of aviation.

At the same time, Col. Brabazon is always outspoken in his
views, hence also the following : 1 "The whole question of
air mails is one which concerns the general policy of the
Postmaster-General. Are you to look upon the carriage of
mails as purely a business proposition, or can you use the
money voted "for the Post Office indirectly to benefit the
nation in other ways ? We have been told recently by the
military authorities, the Chief of the Air Staff especially, that
an efficient Air Force must necessarily depend on efficient
commercial aviation. Therefore it is to the national advan-
tage to see that somehow commercial aviation in this country
should flourish. At present nothing is being done to en-
courage it. Though there have been recommendations by-
advisory committees that there should be subsidies, these
have not materialised, and in the present state of our
finances I do not think they ever will. So commercial avia-
tion looks to the Post Office as one of the few helps that it
is ever likely to get."

Mr. Illingworth, in his reply, showed that lack of under-
standing of his subject which is unfortunately so common
among political Ministers, and would undoubtedly bring our
administration to an unhappy erid if it were not for the intel-
ligence of the permanent Civil Service officials of the various
departments. Referring to Lieut. -Comdr. Kenworthy's
speech, he said : "I can assure him that this is not being
overlooked by the Post Office. Air mails are at present more
or less experiment"!]. There ;re now air mails to Paris,
Amsterdam, and Brussels, but the atmosphere is more favour-
able for them. There is less cloud and fog than on the route
from this country to Ireland. . . .

"Not only that, but I would remind the hon. and gallant
Member that the essence of the Iris^ mail is that it should
go by night. At present, of course, night-flying cannot be
done. I know it was done during the war under exceptional
circumstances, but it cannot be expected to be done now. . . .
In case in the next 20 years the mail service by air becomes
a practical proposition, there is provision made in this clause
for making a corresponding reduction in the amount paid to
the London and North-Western Railway Company for the
fewer mails they carry."

Official Miscalculations

Both Mr- Illingworth and Col. Moore-Brabazon have failed
to see, or have wilfully omitted to mention, one very im-
portant aspect of the question. It is entirely erroneous to
assume that all letters to Ireland must necessarily go by the
night mail. In the happy days before the war there was a
morning mail train at 08.20 from Euston, from which pas-
sengers and mails arrived in Dublin at about 17.00 hours,
and the letters were delivered in Dublin by about 19.00 hours,
'these letters were all those which were posted in London
after about 17.30 hours the previous day, which meant prac-
tically all private correspondence with Ireland.

It is true that ordinary business letters are generally posted
in time to catch the 20.40 mail -train in the evening for

December i, 1920

The Aeroplane

841

Holyhead. But all letters which are too late for that train—
and that mean? practically all personal letters, for most people
do their letter-writing in the evening — do not leave London
till the cS.20 train the following day. Which apparently now
takes so long that they are not delivered in Dublin the same
day.

There is no reason whatever why letters in time for the
night mail train should not go by the 20.40, but in addition
there should be a day service by air mail to take all letters
posted in the evening too late for the mail train. These
letters would leave London by about 10.00 hours during the
winter or by 06.00 in the summer and would arrive in Dublin
by about 13.30 in the winter and about og.30 in the summer,
and so would be delivered in Dublin during business hours
m either case. Similar services in the reverse direction
would give business-men equal advantages.

Quite half the letters to Ireland would, one feels sure, go
by air under such conditions. If the subsidy to the
L- and N.W. Railway Company were cut down to ,£50,000

AN APPOINTMENT.

It was announced on Nov. 24th that Wing Comdr. H.R.H.
the Duke of York, K.C., R.A.F., has appointed Wing Comdr.
Louis Greig, M.V.O., to be Comptroller to His Royal
Highness.

ON TECHNICAL OFFICERS.

The attention of the more intelligent readers of this paper
is directed to Captain Sayers' article on the future of the
Technical Staff of the R.A.F., which appears on page 845.

Even the most unmechanically-minded pilot will realise that
the safety of his own neck depends ultimately on the effi-
ciency of the technical officers in vthe R.A.F. Probably, any
Hying officer with a fair amount of intelligence and a liking
for mechanical detail is capable of becoming a fairly effective
stores officer or workshop officer in a squadron, but a very
different class of intelligence is required for the Staff Officers
of the Technical Department.

These have on the one hand to judge the value of machines
submitted to them by designers and constructors as aeronau-
tical engineering products, and on the other have to know-
enough about war aircraft to judge their value as war
machines. Moreover, these Staff Officers have to know
enough about both sides of aeronautics to command the re-
spect of the technical and engineering officers in all depart-
ments under them. The problem of discovering such officers
is discussed in considerable detail by Captain Sayers. — C. G. G.

AN AIRSHIP STATION.

It has been known generally in aviation circles for some
time past that the Department of Civil Aviation has decided
to take 'over some airships from the R.A.F and use them as
the nucleus of an air line. When it has been proved or dis-
proved that the airship is a commercial proposition the
Government will endeavour to hand the whole affair over to
a commercial syndicate.

The present arrangement seems to be for Pulham to become
the air station. It seems very unnecessary to make people
go all the way to Pulham to catch an airship. The ideal
terminal station seems to be the old military aerodrome at
Croydon. This would have the effect of centralising the air
traffic, and the existing Customs station could be used.

A mooring-mast would be erected over the far side of the
ground from the sheds, and ships would anchor to this for
embarking and disembarking passengers and goods. They
could use Pulham as a sort of dry dock when necessary.

The chief crab to the scheme is the obvious danger of a
high mast in the vicinity during fog or darkness. The latter
danger would be eliminated by efficient lighting. As to fog,
one is assured that the mast would not have to be very high,
but it seems that it would be impossible to subject it to the
same process as that applied to the poles from which the
tarpaulin covering the Centre Court at the All England Lawn
Tennis Club at Wimbledon is suspended.

It has been suggested that it would be possible to have a
mast right in London for the purpose, but this at the moment
would be undesirable. '

Taking it all round, however, Croydon seems to be the best
spot, and the Air Ministry should really take steps to acquire
the old aerodrome before it is given over to the base uses of
Dr. Addison for his roads and houses, for at any rate the
airship station could be put into operation next year, whereas
Dr. Addison's schemes are unlikely to have any, visible effect
for at least half a century to come. — G. t>.

THE RANKEN DART.

The Royal Commission on Awards to Inventors, under the
Chairmanship of Mr. Justice Sargatit, on Monday, November
29th, considered the claims made by Wing Commander F.
Ranken, O.B.E., in respect to his invention of the Ranken
dart, the Baby incendiary bomb, the special operations pistol
and the' relay tube.

for the night mail service and the other £50,000 were paid
to an aviation company for the day mail service it would then
be possible for an aeroplane firm to rati the day mails at
any rate without losing money.

Mr. Illingvvorth is entirely wrong in stating that the atmos-
phere is more favourable on the cross-Channel lines than it
1?. on the route from this country to Ireland It is possible
tbat there may be more cloud and wind on the Irish route,
but against that there is certainly very much less fog in the
West of England than there is in France, the reason being
that the climate is warmer towards the west and there is
consequently very seldom that heavy morning fog after frost
which is so common in Fiance. One ventures this statement
a ■ the result of many years' residence in Dublin, and in
Birmingham, which is practically on the air line between
London and Holyhead, so one can claim to know considerably
more about both the meteorological, the aeronautical, and the
mechanical side of air-mail work than does Mr. Illingworth. —

C. G. G.

For the claimant it was stated that the Ranken dart, in-
vented when Commander Ranken was a Naval officer on board
one of H.M. ships, had been used by the Admiralty, and had
brought down one Zeppelin, and that the Baby bomb had been
dropped in Germany to the number of 85,000 in six weeks,
and had produced many fires. The relay tube had been of
great use, and the special operations pistol was designed to
facilitate an attack on Zeebrugge.

For the Air Ministry, Mr. Trevor Watson contended that
the dart was not of proved utility, and that the relay tube
and the pistol were designed as part of Commander Ranken 's
duty. The incendiary bomb was an important invention, and
the difficulty was to settle to what extent it was designed
as part of Commander Rankeu's duty.

The decision of the Commission will be promulgated in due '
course.

AN OXFORD R.A.F. REUNION.

A Royal Air Force reunion dinner for members of the
University was held at the Clarendon Hotel on Saturday,
Nov. 20th, and much credit is due to the Hon. Secretary,
Capt. E- C. Haden Tebb and all concerned in the organisation
of an entirely successful evening. Major H. R. Raikes, A.F.C.,
was in the Chair, and Air Marshal Sir Hugh Trenchard, Bart.,
K.C.B., D.S.O., Chief of Air Staff, was senior guest of the
evening. Other well-known figures in the aviation world who
were present included Brigadier-General H. B. Hartley, C.B.E.,
M.C., Lieut. -Colonel W. O. Raikes (on behalf of Major-General
Sir Frederick Sykes, who . was unavoidably prevented from
attending at the last moment), Group-Capt. Blandy, D.S.O.,
Controller of Communications, Wing-Commander W. D.
Beatty, of the Civil Air Staff, Professor Townsend and others.

Despite the counter-attractions of several college functions,
the dinner was excellently attended, and Sir Hugh Trenchard
received a most enthusiastic welcome. In replying to the
toast of the "Royal Air Force," he outlined several new
proposals with which he has been recently connected, and
announced the sanction of a scheme whereby a number of
commissions in the R.A.F. will be available for members of
the universities when they have taken their B.A. degree. The
usual other toasts were drunk, and Sir Hugh Trenchard pro-
posed "Oxford University" on behalf of the guests, express-
ing also a desire to revisit us next vear on a similar occasion.

One cannot do less than endorse this opinion and hope that
there will be a similar occasion or occasions at which we may
welcome him again.

A POLICE HUMORIST.

The following statement appeared in the Times on Nov.
25th:-

"The first recorded instance of police court summonses
being served in mid-air occurred over Stafford yesterday
in the course of an aeroplane flight. Two summonses had
been issued against Captain Jones in connection with the
dropping of a wreath during the unveiling of a cenotaph
at Hanley on Armistice Day. Inspector Adlem went with
the summonses to the local aerodrome, from which Captain
Jones has been making flights, and ascended with him and
his mechanic in the aeroplane. During the flight Inspec-
tor Adlem served the summonses on Captain Jones, who
afterwards "looped the loop."
To people with an odd sense of humour there may be some-
thing of amusement in the methods adopted by Inspector
Adlem in the serving of summonses issued by those to whom
he owes obedience.. In truth such actions serve only to bring
the law into contempt. If Captain Jones is charged with a
breach of the law the notice of proceedings should be served
on him without any action implying that the offence was purely
nominal, even though the policeman might in his own opinion
think that to be the case. Should the new method become
habitual we shall have many other even less stupid policemen
thus tacitly expressing their opinions as to the soundness of
the' Law's actions before each case goes for trial.

842

The Aeroplane

December i, 1920

NAVAL AND MILITARY AERONAUTICS.

AIR PORCE.

The Inter-/\iliea Commission.

Air-Commodore E. A. Masteiman, C.M.G., CIS. 13., A.F.C.,
R.A.F., President of the .Inter- Allied Aeionautieal Commis-
sion, notified the German Government on Nov. ibth that at
the Ambassadors' Conference it was decided to consider the
Spa Protocol of July 12th as annulled and the Bologne de-
cision of July 27th as being still in force.

o This decision prohibits the manufacture an 1 impoitation of
aircraft material until three months have elapsed after the
terms of Article 202 of the Treat v of Versailles have been ful-
filled.

Indian Help for the R.A.F, Memorial Fund.

The Secretary of the Royal Air Force Memorial Fund reports
that by the last Indian mail a draft for ^,"55 has been received
as a contribution to the Fund. This sum is the result of an
effort made by His Honour the Lieut. -Governor of the Punjab,
the subscriptions ranging from 100 rupees down to 15 rupees.
It is particularly pleasing to note that the subscriptions are
from distinguished residents of the Punjab, including not a
few natives of India who hold Government positions.

The Secretary has also received an announcement that His
Highness the Maharajah of Dohlpur is remitting a draft for
300 rupees (roughly, .£,30).

These are only part of the subscriptions which are being-
received from the Indian Empire, and they are due to the
appeal addressed to the Viceroy, issued in May last, by the
Right Hon. Lord Hugh Cecil, the Chairman of the R.A.F.
Memorial Fund.

41 Squadron's Dinner.

The annual reunion dinner for officers of No. 41 Squadron
will be held at Oddeiiiuo's on Saturday, Jan. 1st, 1921. For
particulars please apply to Flight Lt. K. C. Leask, Hilling-
don House, Uxbridge.

A History of 24 Squadron.

Major V. A. H. Robeson, joint compiler of the "History
of 24 Squadron" with. Captain A. E. Illingworth, is also num-
bered among the large band of collaborators who taught
one to fly. in reviewing this book, therefore, one finds the
longed-for opportunity of the "hun" to get his own back on
his instructor, on the principle of the music-hall song now
in vogue, "I've got my captain working for me now."

But first of all one must congratulate Major Robeson 011
the choice of his fellow-conspirator. When one thinks what
the history might Have been like if someone such as "Wilfred-
Adjutant" had been invoked, one shudders. Captain Illing-
worth has practically confined himself to quoting diaries of
officers 111 the squadron, combat reports and extracts from
R.F.C. "Comic Cuts."

One realises only too well what a difficult task the compiling
of such a history would be, and it is only natural therefore
that there are a certain number of errors in the general lay-
out. One draws attention to these, not in a spirit of carping
criticism, but on the principle that if mistakes are made (and
everyone makes them), the only way to help the mistake-
maker is to point out these.

The first page of text in the book is devoted to the "Principal
Battle Honours" of No. 24 Squadron. The correct title would
have been "Principal battles in which No. 24 Squadron par-
ticipated," or words to that effect. A "Battle Honour" is an
honour granted by H.M. the King, by gazette. Up to the
present no battle honours have been gazetted to any unit of
the Royal Air Force.

Secondly, Major Robeson addresses his preface from the
Royal Air Force Club. This;, one believes, is contrary to the
rules of the club. Furthermore, he dates his letter, 1st July,
1920, and gives the address of the club as 12S, Piccadilly.
One would have loved to have seen Major Robeson writing
his preface on that date from that address, probably sitting
on a tin can, with an inverted soap-box as a table, with bricks
and cement falling on all sides, and the raucous cries of the
British builder as he laid his daily brick, bringing an atmo-
sphere of charm and repose to this idyllic scene.

Thirdly, one would like to have seen the omission of a
' chronological inquisitor." This would have been an excellent
feature in a squadron "Souvenir Book' on the principle of
that excellent little brochure, entitled "Cinquante Ouatre,"
produced by 54 Squadron. But here is an historical work that
will be read by future generations in the Royal Air Force
and in 24 Squadron in particular. To them it will be meaning-
less, and to some it will merely be vulgar. A work of this
kind should not and cannot be kept for private circulation
only. *

There is a foreword by the Chief of the Air Staff, and
then what seems after reading his efforts an almost un-
necessary apologium by Captain Illingworth. The first chapter
deals with the inciease of the R.F.C. and other general
matters, and then comes that dealing with the formation of
the squadron at Hounslow. One remembers well how at that
time the members of the R.F.C. were much exercised in their
minds as to the production of a fast scout which could fire

straignc ahead. One recollects how on a certain day in
july, 1915, Captain Ueoffrey de Havilland appeared at Farn-
oorougn on a tiny little pusher scout, and pat it tnrougri its
acceptance tests with what was an amazing performance for
tnose times. This was what was tnen caued the "de Hav.
scout," and later classified as the JJ.FI.2, the first and most
famous mount of 24 bquadron.

Major Hawker, who commanded the squadroii from its
formation to the day of his deatfi, was one ot the best-known
characters in the early R.F.C. An amusing story is torn of
him which illustrates the change of times between then and
now. On one of his first flights to France on a B.E-2C, while
Hying across the Channel, he got bored and thought his
observer needed stirring. So he looped the loop, a remarkable
feat at that time. His observer was furious at being treated
thus and reported Lieut, (as he then was) Hawker, who was
severely censured for dangerous flying.

Major Hawker's influence on the moral of 24 Squadron is
well described. Everyone will remember the tales that were
current of the appalling habits of the "de Hav. scout." How
brave and wonderful it seemed for a whole squadron of
scouts to exist, and "de Hav. scouts" at that. By the way,
these machines were rumoured to be fitted with 120 h.p.
Beardmore engines before their arrival. Excitement was
quite intense when looking in Wing Orders to see if any of
tliese machines had arrived.

One also remembers how a team of one's own unit went to
play football against 24 Squadron shortly after their arrival
in France. How they brought back tales of these "de Hav.
scouts" spinning and crashing. Little was known about a
spin at that time* The history relates how two pilots were
killed through cylinders blowing off and severing tail-booms.
But "such incidents in a squadron less keen than No. 24
might have gone far to undermine the moral of the pilots
and dispirit the mechanics. With Hawker's squadron they
had precisely the opposite effect."

The full story of Major Hawker's death, one of the greatest
blows the R.F.C. suffered, is told at length, together with
an excellent character sketch of the man.

That terrible winter of 1916-17 is fully described, and some
excellent glimpses into mess life at that time are given,
which conjure up such memories.

The troubles and disappointments of the squadron are set
forth in detail. One is told here for the first time that the
D.H.5 was a failure.

Those who knew him will appreciate the references to
Lieut. -Colonel F. V. Holt, who at that time commanded
the XXII Wing.

The immediate- resurrection of success on the advent of
the S.E-5a is interesting; as also is the fact that the machine
was more popular when fitted with 180 h.p. Wolseley "Viper"
than the 200 h.p. French Hispano-Suiza.

Extracts from Major Robeson's diary give the best account
yet that one has seen of the part played by the R.F.C. in
the great retreat. A significant sentence is as follows : —
"All R.F.C. officers will realise how much General Trenchard's
visit at this time did to buck us all up."

In the account of the "death of Rittmeis>er Baron Manfred
von Richthoftu, Captain F. E. Brown is given as the pilot
who shot down the "Red Air Fighter." The period during
which the new Fokker appeared and tried vainly to re-establish
the ascendency in the air for the German Forces is faithfully
dealt with and the immense amount of work that fell on
the shoulders of each individual pilot is reminiscent of
McCudden's account of the early days of the fighting.

How strange and unreal the end of the war seemed to
a fighting unit may be seen from the following extract from
Major Robeson's diary : "Nov. nth. — We went up to the
aerodrome only to discover that the bottom has fallen out
of the war. After 11 a.m. we are not to shoot at a Hun under
penalty of court-martial. It takes a bit of realising."

Then follow copies of congratulatory messages from the
various commanders of the higher units and some squadron
group photographs ' of various dates. After that is the
"Chronological Inquisitor," to which reference has already
been made, and then the Roll of Honour, list of orders and
decorations, list of combats, low-flying work, bombing, squad-
ron movements, etc., and the whole is brought to a conclusion
with a nominal roll of all ranks, followed by present addresses.

The work is illustrated by pictures by Captain R. H. M. S.
Saundby, M.C., who for some time served with 24 Squadron.
The pictures are those that have appeared in "Flying Colours."
Captain Saundby's impressions of the D.H.2 are so exactly
the impression one did get of this machine on the line. When
tearing along at a rate of knots in a cumbrous F.P}.2b,
one was always seeing a D.H.2 either diving or climbing in
a vertical position, or standing on a wing-tip in the air, and
that is the very impression that the artist has conveyed.

Altogether a most valuable book, and one of the few which
one has seen for which posterity will be grateful. It may be
had for 16s. from The Aeroplane Publishing Dept., 61, Carey
Street. W.C.2.— G.D.

December i, 1920

The

Aeroplane

843

THE THAMES AS AN AERODROME.

It is believed by many that London's Real Aerodrome is the River Thames, and not one or other
of sundry large fields from 6 to 10 miles outside London.

" Why drive miles through heavy traffic when London's Aerodrome is by nature more central
than any of London's rai way termini ? '' That is the question asked by some of the most enlightened
people concerned with aviation.

" Because the traffic on the River Thames is too thick, and the river is too narrow to make it a
safe place for the alighting or departure of seaplanes." That is the reply of the people who do not
know what has already been done.

BUT IS IT?

For the last two years of the war almost all Fairey Seaplanes delivered to the Royal Naval Air
Service and the Royal Air Force were sent by road from the firm's works at Hayes, Middlesex, to
the nearest point on the Thames at Isleworth. where the river is quite narrow, and were flown off
the river, down which they flew, right through London, to the air stations on the Coast.

Not one of those machines ever had an accident, nor d'd any of them damage any of the ordinary
river traffic. That was the first regular use of the River Thames as an aerodrome. And it was used
under the most difficult conditions.

AFTER THE ARMISTICE.

When hostilities ceased and all businesses began to boom, an enterprising newspaper desired
quicker deliveries to readers at the holiday resorts in the Isle of Thanet during the Summer of 1919
than could be given by rail or road.

Consequently a Fairey Seaplane was engaged to carry copies of that paper daily to Margate.
And the service was maintained very satisfactorily so long as the newspaper required it. And this
time the machine started from Blackfriars Bridge, in the middle of London.

Again, all this flying was done from London's most central aerodrome without accident and
without hindrance to traffic.

PIONEERING AGAIN.

Once more, as may be seen, the Fairey Company has done pioneer work, which has shown what
can be done with a seaplane, when that seaplane is of the highest class, and is properly handled by
a competent pilot and competent engineers.

Aft r these experiences, and in the belief that rivers of comparatively small size will be used all
over the World for aerodromes— because most cities are built along rivers— the Fairey Company
proceeded with the design and construction of Amphibian Aeroplanes with floats, instead of fitting
wheels to a flying-boat. For the firm has, during the war, done useiul pioneer work in experiments
with Amphibians.

AND NOW.

To-day the success of the Fairey Amphibian is proved by Official Figures, made in competition
with the best modern designs of the British Aircraft Indus ry.

THE LATEST FAIREY AMPHIBIAN IS NOT MERELY A TRANSFORMED SEA-
PLANE. IT IS DESIGNED FOR ITS SPECIAL JOB, AND AS A "DECK-FLYING"
MACHINE IT IS ESSENTIAL TO ANY NAVY WHICH ASPIRES TO BEING UP-TO-
DATE IN ITS EQUIPMENT.

The Fairey Aviation Co., Ltd., is prepared to build Aeroplanes, Seaplanes or
Flying-boats of all types.

THE FAIREY COMPANY SPECIALISES IN PIONEERING.

THE FAIREY AVIATION CO., LTD.,

Head Office - = HAYES, MIDDLESEX.

London Office = - EMPIRE HOUSE, 175. PICCADILLY, W.i.
Works : HAYES, MIDDLESEX, & HAMBLE, near SOUTHAMPTON.

Telephones— 19 Hayes. Middlesex. Telegrams— "Airily, Hayes, Middlesex.'

394 Regent. Code— A.B.C. 5th Edition.

KINDLY MENTION " THE AEROPIyANE " WHEN CORRESPONDING WITH ADVERTISERS.

The Aeroplane

December i, 1920

Aeroplanes for
Commercial and
Military Use.

Vickers- Saunders
Flying Boats.

Telephone: Victoria 6900.
Telegrams: Vickers,

Vic, London.

Flying Boats for
Commercial and
Naval Use.

Brief Specification
VIKING MARK III
5 Passengers of
750 lbs. Freight.

Range:
Span :
Height ;
Length ;

1 miles
46' 0'
15' 1'
33' 5'

Recent Successes

1 he Vickers Viking was
classified FIRST' in the
following competitions
at the INTERNA-
TIONAL SEAPLANE
COMPETITIONS at
ANTWERP, July 1920

1. Shortest time in "un-
sticking " from water.

2. Fastest time over a
given circuit.

S. Climb to 1,000 metres.
4. Altitude with full load.

VICKERS " VIKING " AMPHIBIAN.
Aviation Department,

VICKERS HOUSE, BROADWAY,
LONDON, S.W.I.

Depots :

MANCHESTER— Cathedral House, Long Millgate (Temporary
BIRMINGHAM— Vickers House, Loveday Street. Address).
NEWCASTLE— Commercial Union Buildings, Pilgrim Street.
GLASGOW— Vickers House, 247, West George Street.
BRISTOL-55. Park Street.
NORWICH— 16, White Lion Street.
BELFAST 26a, Arthur (street.

Brief Specification
VIKING MARK IV
5 Passengers of
1,250 lbs. Freight.
Range: 480 miles.
Span : 50' 0"
Height : 15' r"
Length : 35' 0"

Recent Successes

The Vickers Viking
was the winner of
the FIRST prize of
^10,000 for the
Amphibian Class
of Aircraft entered
for the BRITISH
AIR MINISTRY
COMPETITION,
September, 1920.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS .

^Supplement to The Aeroplane, December ist, 1926

INCORPORATING AIRCRAFT ENGINEERING, AERODYNAMICS, AIRCRAFT FINANCE AND COMMERCIAL AERONAUTICS
AND MATTERS PERTAINING TO THE AERONAUTICAL ENGINEER AND THE AIRCRAFT TRADER.

THE WEEKLY COMMENTARY.

Iu the article below Capt. Sayers discusses the reasons
why the R.A.F. needs a Technical Staff, the qualities
which are required of the officers of such a Staff, and some
of the facilities which the R.A.F. possesses, or has pos-
sessed, for building up that which is undoubtedly re-
quired.

Finally, he inquires as to what steps the R.A.F. has
taken to provide itself with men possessing the required
qualities. The answer appears to be " Nothing."

Bennett Race, and which has just won the race for the
Pulitzer Trophy in America — at a speed reported in the
Daily Press as somewhere between 190 and 215 m.p.h. — •
is described 011 page 848.

The "V.C.P.
the American

' racing machine, which was entered by
Army authorities for the last Gordon

The Leitner- Watts metal airscrews with separate ad-
justable steel blades are described in this issue. This
type of airscrew is an excellent example of how intelligent
design may enable one to provide appliances to meet
widely differing conditions by the use of a relatively
small number of standardised component parts.

ON THE FUTURE TECHNICAL

In the discussion on Air Marshal Sir H. M. Trenchard's
paper on "Aspects of Service Aviation," which was read before
the Air Conference on Oct. 14th, Lieut. -Colonel the Master
of Sempill raised the very important question of the status
of the Technical Officers of the R.A.F.

This subject has been alluded to in this journal on several
occasions, and in particular the vital importance to the Air
Force in the present stage of the development of aircraft of
a sound Technical organisation, staffed and manned by really
competent officers and men has been emphasised.

It was pointed out by one "Strasbourg" that, war experience
had proved that competent pilots could be manufactured at
a rapid rate if the necessity arose, and that the production
of aircraft in quantity for these pilots to fly was within the
capacity of the British Fngineering Industry, but that it was
essential in order to use the nation's capacity for producing
both flying personnel and flying materiel that the Air Force
should possess a really first-class Technical Staff, acquainted
not merely with the technique of applied aerodynamics, but
also with the technique of aerial warfare.

That same writer has also pointed out certain of the diffi-
culties to be overcome in any attempt to improvise at short
notice a competent Technical Staff.

Briefly, these difficulties are due to the very nature of the
qualities which are necessary to the making of a really useful
Technical Officer.

The Functions of a Technical Staff.

Consider the position which will face the Air Ministry iu
the event of an outbreak of war on a large scale.

The permanent squadrons, reinforced by officers and men
from the Reserve will at once be used as a striking force.
Probably they will be depleted of a certain number of per-
manent officers and men who will go to strengthen training
establishments at home. All existing training establishments
will be hard at work training new pilots and mechanics — in-
cluding demobilised R.A.F. officers and men, who have lost
touch with their old force — for the necessary expansion of
the personnel of the Service.

This expanded personnel must be provided with equip-
ment, and for their equipment they must depend on the
work of the Technical Staff.

If that Technical Staff is a competent one ; if it is acquainted
thoroughly with the latest developments of aeronautical tech-
nology, with the art of aircraft manufacture, with the strategy
and tactics of war in the air, with the general conditions of
the British Fngineering Industry, with the organisation of
the Air Force itself, and if it possesses practice in the art
of handling men, it will be capable of dealing with the
situation.

It will possess all the knowledge necessary to decide what
types of machine are called for by the particular demands
of the actual leaders in the field, and it will be able to dis-
tribute the orders for such machines in accord with the

THE R.A.F.

STAFF OF

manufacturing facilities existing. It will be able to instruct
aircraft designers intelligently as to new types of machine
which may be required with a proper appreciation of the
sacrifices which may be expected in general all round per-
formance by the exaggeration of some specific characteristic,
and with a knowledge of the extent to which such a sacrifice
in one direction will detract from the fighting value of the
resulting machine.

And, further, it will be a staff capable of absor&ng from
the technical professions specialists in any of the branches
of science which affect the general problem, and of co-
ordinating the work of those specialists to the complex needs
of the situation.

The Difference Bktwf.en Tkchnicae Staff and Fngineer
Officers.

It will be seen that the qualifications called for in the
efficient discharge of the duties of a Technical Staff are very
wide. They are qualifications quite different from those needed
to make a capable aircraft designer, repair shop engineer,
or squadron engineer officer. They embrace a sound under-
standing of the work of all these and of many other arts
and crafts in addition.

It is scarcely possible to produce what has here been defined
as a capable Technical Staff officer except from men possess-
ing initially certain not particularly common mental
qualifications.

The Personal Qualities Needed.
They must be men of a' high order of intelligence, capable
of enthusiasm, but free from prejudice, and possessed of habits
of both mental and physical industry. They must in addition
be men proved in the school of hard practical work.

It is always rash to lay down hard and fast rules for the
treatment of men who are expected ta possess rare and un-
usual qualities, and it is just this fact which makes the pro-
vision . of an adequate Technical Staff for such a force as
the R.A.F. one of extreme difficulty.

But it does seem fairly obvious that if there is one rule
which could safely be applied to such Technical Staff officers
it would seem to be "When you have found a good one,
keep him!"

A Lost Opportunity.
At the end of the late war the Air Ministry had an oppor-
tunity, which will never recur in times of peace, of laying
the foundations of a really able Technical Staff. There were
then in the ranks of the Royal Air Force large numbers of
young men, possessed of engineering or allied technical train-
ing, who had served in that force for periods of from 4I years
downward. Some of them were mere specialists, unconcerned
with any aspect of Aviation outside their own department.

Quite a number of them were enthusiastically interested in
the development of aviation as a whole, and in the technical
problems presented by the Air Force as an organisation.

Among these latter doubtless numbers were lacking in one
or more of the essential qualities which were above laid down

846

(Supplement to The Aeropun£.)

Aeronautical Engineering

December i, 1920

as those of a good Technical Staff officer. Many certainly
possessed little organising ability. Some were bad officers,
m that they lacked, occasionally a capacity to control their
juniors, more frequently the ability to treat with proper
respect men who were both in fact and in rank their superiors,
but who lacked in some respect their own detailed knowledge
of technical work.

How a Technical SJaff Might havjc been Evolved.

But it is certain that a careful selection from among these
officers would have produced a very fine nucleus tor the
Technical Staff of the Air Force of five years hence. These
officers would have be_e_n mostly of relatively junior rank, and
of no great age. They should have been granted permanent
commissions and, where necessary, given opportunities for
training in administrative duties in the specialised sense
which that word has acquired in H.M. Services.

And forming, as they would have formed were they intelli-
gently selected, the pick of the younger generation of the
British professional classes, they should have been offered
their permanent commissions with the guarantee of a reason-
ably well-paid life career, if at the end of, say, three years
of probationary service they were accepted definitely for
specialised training as Technical Staff officers,

Actually what has happened has been that very few indeed
of these technically trained young men have received per-
manent commissions. In one very important establishment,
which is entirely devoted to practical research in the use of
aircraft for service purposes, of a total strength in officers of
approximately twenty, there are but thret officers holding
> permanent commissions.

The Stake of an Experimental Station
Of these one is the commanding officer- -a pilot of extra-
ordinary ability, with a general knowledge of engineering
and a large experience of the control of experimental
establishments.

A second, of fairly senior rank, is an engineer of distinctly
smaller general experience than his CO., but probably pos-
sessed of a higher order of scientific knowledge than is that
officer; and the third, as far as it can be discovered, is the
Medical Officer.

Among the remaining technical officers of this establish-
ment, not one with a permanent commission, there is to be
found at least one each with the following qualifications : —
A sound knowledge of the theory and application of
aerodynamics.

A wide experience in the structural design of aero-
planes.

A long experience and a very high reputation as a
test pilot.

An extremely capable and efficient repair shop manager.

There are, in addition, engine officers and technical stores
officers of a very high grade and of long experience.

At this one establishment there is ample employment for
all these diverse capacities, and that employment is of a type
fundamentally different from that which is involved in the
running of a normal squadron or establishment.

An Ideal Technical Staff Training Centre.

The whole station is — in theory, at least — devoted to the
technical development of aircraft for the special needs of
the Service. The work of that station affords to those em-
ployed thereon absolutely unique opportunities for gaining
exactly that type of technical experience which is needed
by the Technical Staff of the Air Force of the future.

Officers employed thereat are in constant contact with the
representatives of the few remaining aircraft designing firms,
and have unique opportunities of realising the difficulties
which beset the path of the constructor.

They are continually in contact with the most advanced
designs of aircraft and they have the opportunity of discover-
ing what is and is not possible in the way of designing to
meet special Service needs.

They are concerned with the handling, maintenance and
overhaul of machines, engines and armament of the most
varied type, and they are in the Service and are naturally in
a position to know the general lines whereon that Service
is organised.

It is fairly obvious that this particular station affords almost
unrivalled opportunities for the advanced technical training
of the Technical Staff officers which the Air Force will need
in the future. And yet that station is, with the exception of
the three examples already cited, entirely officered by men
whose commissions will terminate in three or four years.

All these officers are relatively voung, all of them have
already a number of years of satisfactory service in the Air
Force, and there is not one of them to whom the Air Force
can confidently look for Technical guidance in the future.

Where are the Technical Officers of the future to come from ?
As far as can be gathered, from the R.A.F. Cadet College.

And from whom are they to receive the technical instruction
to fit them for their work ?

One Form of Technical Teaining.

There is a story current in the establishment above referred
to which alleges that a certain gentleman of schoolmasterish
aspect, with no knowledge of engineering and only an elemen-
tary acquaintance with academic mathematics, was sent down
to receive instruction as to the methods adopted in working
out the stresses in the structure of an aeroplane.

This gentleman, it appears, had been appointed as one of
the instructors at the R.A.F. Cadet School, and was charged
with instructing future officers of that Service in the mechani-
cal aspect of the theory of aeroplane design.

His stay was limited to four days, at the end of which he
departed— presumably with as much information as he was
capable of absorbing upon this not unimportant subject.

Is the future Air Force to receive its technical instruction
from teachers of this type?

The T\pe of Knowledge Needed.

It is very generally believed -that it is not really necessary
that an officer in such a service as the Air Force should
possess any verv deep technical knowledge of the arms where-
with he is to tight, and that a smattering, conveyed to him
by persons of very limited knowledge is all that is required.

This is in general partly true— in so far as it relates to the
flying officer pure and simple. He does not need any very
recondite knowledge of aerodynamics. But it is important
not only in this case But in all cases, that such knowledge
as he has, however elementary, should be strictly accurate
within its own limits. It is further important that that
knowledge should be in the form of an intelligent apprecia-
tion of principles, and not in the form of a collection of
memorised data. /

In the case of officers destined for a position on the Tech-
nical Staff— that is to say, for that portion of the organisation
of the Air Force whose functions are at present discharged
by the Directorate of Supply and Research— it is absolutely
essential that the staudaid of general technical knowledge
should be on a very high plane.

The Want of a Common Tonguf.

Half of the mess and confusion which characterised; the.
Technical Department, Air Ministry, during the war was due
to the fact that it was a mixed assembly of officers possessed
of war experience of one kind or another, and technical
specialists co-opted from civilian life, interspersed with in-
tellectual nonentities possessed of material influence.

Very largely these various components did not use the same
language, did not think in the same terms, and were entirely
without capable interpreters.

The Technical Staff of the'.' Ah- Force must, in the present,
state of affairs, be a nucleus organisation. If that nucleus,
is to be capable of orderly and effective expansion in time
of war it must be composed entirely of men possessed of an
ability to use and co-ordinate the work of experts and others
'from without the Service.

They must be able to confer with scientists in their own
language, and they must be able to interpret the results of
that conference into terms understandable by practical con-
structional engineers, by officers of the military branch of
the Air Force, and even, in emergencies, by the politician.

They must be able to take the report of the narrow-visioned
specialist and sift out therefrom the essential conclusions in
the light of their own broad knowledge of the whole subject.

They must be able, if they are to be of real value, themselves
to determine the extent to which a compromise shduld be
effected between such conflicting demands as those of design
for a specific high performance and design for ease and
simplicity of manufacture.

The present Air Force possesses no such Technical Staff.
It shows no sign of having realised the necessity for one.

The staff of the present Technical Departments have been
chosen from among the war-time officers mainly on account
of their knowledge of the administration of technical affairs,
and they' have on the whole been extraordinarily well chosen.
But they are not alt ideal technical' staff, and there is no sign
of there being any -existing source of supply for their suc-
cessors.

' Of those holding permanent commissions the great majority
are skilled flying officers with a smattering of engineering
knowledge.

Those holding temporary commissions are fairly evenly
divided between experienced pilots with some technical know-
ledge and men with highly developed specialised technical
knowledge and a smattering of flying experience.

The number of those who combine a wide and clear know-
ledge of the technique of aeronautical engineering, with 'any
large practical experience of the use of aircraft is minute.

And among the demobilised officers of the R.A.F. who have
to all intents and purposes abandoned all hopes of maintain-
ing their professional connection with aviation, there-arc ten
such men to every one now in the Royal Air Force. — w. h. S.

December i, 1920

Aeronautical Engineering

(Supplement to The Aeroplane.)

849

PALMER

LANDING WHEELS & TYRES

STANDARD SIZES

Tyre

Hub

Track

1 Sizes

Length

Bore

Line

m/m

m/m

m/m

300 X 60

16

111.12

25.4

Central

17

72.39

12.7

Central

' 450X60

30

£9.

31.75

Central

138

130.

38.09

Central

575X60

21

160.

28.

Central

34

150.

31.75

104/46

it-

111

150.

38.09

104/46

650 X 65

78

178.

44.45

132/46

79

178.

44.45

Central

»»

100

178.

38 09

132 46

101

178.

31.75

132/46

600 X 75

21

160.

28.

Central

34

150.

31.75

104/46

111

150.

38.09

104/46

700 X 75

78

178.

44.45

132/46

1 »

79

178.

44.45

Central

100

178.

38.09

132 46

5»

101

178.

31.75

132/46

Tyre
Sizes

700 X 100

750 X 125

800X150

1000X150

% .

<u 0

Hub

Track

f2

Length

Bore

Line

m/m

m/m

m/m

77

178.

44.45

132/46

92

185.

55.

135/50

95

185.

55.

Central

96

178.

55.

132/46

99

178.

38.89

132/46

112

150.

38.09

Central

119

178.

55.

132/46

77

' 178.

44.45

132/46

92

185.

55.

135/50

95

185.

55.

Central

96

178.

55.

132/46

99

178.

38.89

132,46

112

150.

38.09

Central

82

185.

55.

135/50

85

185.

55.

Central

*36

185.

55.

135/50

*40

185.

60.32

135/50

131

220.

66.67

Central

102

185.

55.

125/60

Tyre

Sizes

1000 X 150

1000 X 180

900 X 200

1250X250 |133
1500X300

1750X300

0J .

H

ub

Track

£z

Length

Bore

Line

141

201
209
210

m/m

250.
185.
185.
185.

m/m

80.
60.32
55.
60.32

m/m

Central
125/60
Central
Central

148
149

220.
185.

80.
55.

Central
Central

107
108
128
137
202
'

185.
185.
220.
250.
185.

55.

55.

66.67

80.

60.32

Central
125/60
Central
Central
Central

134
136

220.
250.

66.67
80.

Central
Central

133

250.

80.

Central

115
126

304.8
304.8

101.6
152.4

Central
Central

139

400.

152.4

Central

LIDjNE.

* Wheels No. 36 and 40 ate oj stronger type than the other wheels for 800 x 150 tyres.

THE PALMER TYRE LIMITED

Contractors to the Admiralty, the War Office, and the Ministry of Munitions.

119, 121, 123, SHAFTESBURY AVENUE, LONDON, W.C.2.

Telegrams: ' TYRICORD, WESTCENT, LONDON." Telephone: GERRARD 1 2 , 4 (Five lines).

PARIS : 24, Boulevard de Villiers, Levallois-Perret.
AMSTERDAM : Stadhouderskade 91.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

85o

(Supplement to The Aeropwne.)

Aeronautical Engineering

December i, 1920

THE LEITNER- WATTS METAL AIRSCREW.

In a short note last week the fact that a Leitner-Watts metal
airscrew had been successfully used on tests _ of a Bristol
Tourer seaplane was briefly recorded. The history of the
Leitner steel construction of airscrews extends to a much
earlier date— it was, one believes, not later than 1916, that
Mr. Leitner built a steel airscrew for a no h.p. Le Rhone
engine, which, after many delays, was tested and gave entire
satisfaction to the Technical Authorities, and at the end of
the war such airscrews were on order in considerable num-
bers. These, however, were fixed screws designed for
specific performances.

The type now in question, which is
due to the collaboration of Mr. Watts as
airscrew designer with Mr. Leitner, is
the new adjustable type designed for
commercial purposes, which is built with
detachable blades.

The result of this construction is that
using quite a small number of standard-
ised blade forms, in conjunction with*
bosses which will mount either two,
three, or four blades, and finally by ad-
justing the angle of the blades in the
boss, an enormous variety of different
types of aeroplane can be fitted with
suitable airscrews, all of them assembled
from a relatively small number of dif-
ferent components

The illustrations here reproduced
show the methods employed. Fig. 1
shows the construction of one of the
standard blades. The blade is formed
of two mild steel pressings, edge welded
together, reinfoiced by a number — itv
this case two — of internal liners. These
are shown by the dotted lines in the
plan view of the blade, which show that
the total thickness of metal is gradually
reduced from boss to tip in accord with
the stresses set up in the blade by rota-
tion. These reinforcing liners are edge
welded, and they are also either riveted
or spot welded to the outer sheath along

their edges only, and thus, although they are in contact with
the outer plating, they are not rigidly attached to it except
at the edges of the liners.

The boss end of each blade is formed of circular section,
and is reinforced within and withput by further liners, which
are machined from forgings.

These liners lock between them the turned-over edges of the
actual blade sheets, and are clamped together by a screwe"d-in
plug in the end of the blade.

The actual form of this blade end is clearly shown in both
Pis?. 1 and Fig. 2.

The bosses, two, three and four blade, types whereof are
shown in Fig. 2, are machined from steel forgings, split 011
the plane of rotation of the airscrew, and clamp the blades in
position, when they are held positively bv the shoulder on the
end of the blade itself.

To the circular root of each blade there is attached a lug —
shown in the section AA, Fig. 1, and on each socket of the
boss there is a corresponding lug, clearly shown in Fig. 2.

A forked eye-bolt, engaged with the lug on the blade, pass-
ing through the lug on the boss, provides a simple and deli-
cate method of adjusting the blade angle to suit the particular
conditions of use.

Vernier scales are fitted to blade and boss, and adjust-

ment of the blade angle can be made in this manner to 1/10
deg.

Fxtreme care Las been taken in the design of these air-
screws to secure ample strength ; practical test has shown
them to be reliable and very free from vibration of any kind.
They will not warp, lose pitch or performance, a damaged
blade can be replaced from stock instead of calling for a com-
plete new airscrew, and each airscrew can be adjusted to give
the best results on the particular machine to which it is fitted.

Owing to the standardisation of parts, the number of dies
and jigs required to manufacture airscrews for a very wide

T

Fig. 1.

range of power and speed is quite small, and the cost of
manufacture is greatly reduced, as airscrews for special con-
ditions can be fabricated from these standard parts. The
screws themselves are proof against the effects of rain or
.^pray, and should have an indefinitely long life. The com-
mercial advantages of the steel over the normal -wooden air-
screw are obvious.

It is understood that the Air Ministry and practically all
the known aircfaft and air transport firms have placed trial
orders for airscrews of this type.

NOTICE TO GROUND ENGINEERS,

No. 14, 1920.

Beardmore Engines, 120 h.p. and 160 h.p. — Water-pipe, Part
No. U35$},'m.B., connecting th.fi top water rail with the carburettor
jacket.

It is hereby notified : — 1. Certain engines of Beardmore 120 h.p. and
i6ir^"h.p. types were supplied with the water pipe made of copper
tubing, but owing to cases of failure it became necessary to introduce a
modification and the material was changed to steel to Air Board Speci-
fication S.26, the lower end of the pipe being connected by a short
length of flexible P.R. tubing.

2. It is therefore recommended : —

(i) That any engines which have not already been modified should
be converted as above before installation in civil aircraft.

(ii) That in eases of failure of this pipe in any engine not so con-
verted and already installed, this modification be introduced
■forthwith.

Air Ministry, Nov. 23rd, 1920.

Fig. 2,

December i, 1920

Aeronautical Engineering

(Supplement to The Aeroplane.)

851

Aerial Photography

Model K— 1.
Auto matic.
For films size
18 X 24 cm. only.

Aero - cameras, both hand
and auiomatic, for plates or
films ; also materials and
accessories of every descrip-
tion for aerial photography.

Write for full particulars to

Kodak Ltd. (Wratten Div.), Kingsway, London, W.C. 2.

THE

DE HAVILLAND

AIRCRAFT C° L™

STAG LANE AERODROME,
EDGWARE. MIDDLESEX.

DESIGNERS AND MANUFACTURERS OF "D.H." AIRCRAFT.
CONTRACTORS TO THE AIR MINISTRY.

KINDLY MENTION " THE AEROPLANE" WHEN CORRESPONDING WITH ADVERTISERS'.

(Supplement to The Aeroplane.)

Aeronautical Engineering

December i, 1920

COMMERCIAL AIRSHIPS.

Commercial Airshifs. By H. B. Pratt, M.I.N. A. 23s + XIH
pp. (Thomas Nelson and Sons, 'Ltd. 15s. net.) "
In view of the fact that it is the intention of the Air
Ministry, by way of the Department of Civil Aviation, to
run airship lines from London to the near Middle East next
year, it is eminently desirable that those who" believe in the
ultimate success of Air Transport should be well informed
on the subject.

It will be remembered that efforts have been made during
the past twelve months to form a syndicate of engineering
and shipping firms to co-operate with the Air Ministry in
funding such airship lines. The formation of this syndicate
fell through because the commercial interests concerned
recognised that existing airships are not a commercial pro-
position, having been built purely for war purposes. Also
the said commercial interests either had not the money or
had not the faith to build genuine commercial airships out
of the knowledge gained from the war airships. Hence the
Air Ministry's proposal to use the existing war airships on
experimental air lines in the hopes that the necessarily limited
success to be achieved will encourage the financial interests
i.c> ouild and operate commercial airships in the future

All those interested in the problems thus raised will find
a mine of information in "Commercial Airships." The author
Mr. H B. Pratt, Member of the Institute of Naval Architects'
is chief engineer of the Airship Department of Vickers Ltd'
at Barrow-in-Furness. Though in fact the airships which have
made the most sensational voyages, such as crossing the
Atlantic and making long voyages over Europe, have not
been Vickers' products, the fact remains that the Airship
Department of Vickers Ltd. has probably acquired even more
knowledge of airship construction than any other one firm
One makes this statement because the first 'rigid airship ever
limit 111 England was constructed at Barrow under Naval
supervision, and the last successful rigid airship built in this
country, the R.80, is also a Vickers' product.

rhe pith of all this knowledge is embodied in Mr. Pratt's
book, and 111 it he shows that not only is he an engineer of
ability, but a remarkably trustworthy historian. Such minor
errors as one can discover in his history are either tvpo-
graphical, or omissions possibly necessitated by the need
for compression.

It is of considerable interest to note his definite statement
that "the first successful airship in England was a small
non-rigid of 12,500 cu. ft., built by Willows at Cardiff in
1905. It made several successful flights and was the first
ship to be fitted with swivelling propellers." Mr. Pratt is
one of the few historians to do justice to Mr. E. T. Willows,
the real pioneer of airships in this country, and now engaged
111 the operation of coastal shipping.

Perhaps the only serious omission is where, in recording
the Admiralty's purchase of an Astra-Torres airship in 1913,
he does not mention that the ship was bought through Mr.
Holt Thomas, who afterwards founded Airships Ltd., which
firm built or superintended the building of a large number
of non-rigid airships subsequently. The part plaved bv Air-
ships Ltd. in relation to the Astra-Torres tvpe was, iii fact,
the same as that played by Vickers Ltd. iii relation to the
Parsevals, only more so.

He might also have mentioned that the S.S. type air-
ships, commonly known as "Blimps," were the combined idea
of the late Commander Usborne, Mr. E. T. Willows, and the
late Lord Fisher, and that the onomatopcec name was coined
by that prince of humorists, the late Horace Short, of sea-
plane fame.

The book is excellently arranged, forv following on the
purely historical portion, Mr. Pratt proceeds to discuss the
commercial possibilities of airships as illustiated by past
performances, the said performances being chiefly those of
war type Zeppelins and the post-bellum Zeppelin ship "Boden-
see." Thereafter he argues the case for the airship as a
means of transport, and does so most convincingly. He then
leads the reader on to possible transport routes and proposed
types of airships so that the interest and education of the
reader grow concurrently.

Thereafter he deals with airship stations, present and future.
Which being done, he proceeds to the financial end of his
subject and lays down figures for costs of maintenance. After
which he goes into the more technical sides of his subject,
such as meteorology, handling and navigating, - structure, -
power plants, internal arrangements, suggestions for improve-
ments, and so forth, so that by the time anybody of an
ordinarily mechanical turn of mind has read the book he
or she should have a very comprehensive all round know-
ledge of the present and future possibilities of. airships.

A most interesting appendix to the book is a verbatim
copy of the log of R.34, as kept by Brigadier-General E. M.
Maitland, CM-C, D.S.O., on her trans-Atlantic voyage in
July, 1919. The illustrations in the book call for very special
mention. Whether photographs of antiquated airships or
of the latest types, or wash drawings of future machines,
or line drawings of general arrangements, or graphs dealing
with the operating figures of airships, they are all excellently
produced. In fact, nothing so convincing as this book has
ever been done on the subject of airships. — C. G. G.

THE CAPRONI GIANT.

A description of Ing. Cnproni's long expected 3,200-h.p.
triple hydro-triplane has appeared in La Gazzetta dell'Avia-
.zionc over the signature of Guido Mattioli, a technical writer
who has accompanied Maddalena in most of his long cross-
Europe seaplane flights.

The boat is built of three-ply, internally strengthened on
the lines of the system used for railway carriages, and the
three sets of planes are some 40 metres span with elevator
ailerons, no other longitudinal control surfaces being em-
ployed. The wing section is Caproni normal.

The eight Liberty 400-h.p. motors are mounted in tandem,
four on the foremost and four on the rear triplane, in power
eggs connected by two dummy fuselages. .Control is by
wheel with patent ball-bearings throughout, and is expected
to relieve the single pilot of undue strain. Electric light sig-
nalling for conveying orders to the engineers has been adopted
find fhp machine has been designed to fly on four engines only
and to be automatically stable, a slight longitudinal dihedral
being a help to this latter end. 98 passengers are to be seated
in the hull.

The name of Semprini is given as that of the pilot engaged
for the tests, a good man indeed. — t. S. h.

A PRACTICAL COMMERCIAL AIR-
SCREW.— The photograph here repro=
duced shows one of the Leitner= Watts
separateblade steel airscrews mounted
on a "Puma"=engined Bristol "Tourer."
The constructional details.of this type of
airscrew are dealt with at some length
on the preceding page. The particular
airscrew here shown is one of the first
constructed, and was made before the
dies for pressing blades were complete,
the shaping being dom by' hand. In
spite of this handicap the screw has
given very satisfactory test results under
all sorts of flying conditions, particu=
larly on a seaplane, in which the spray
thrown up by the floats does much
damage to ordinary airscrews.

December i, 1920

Aeronautical Engineering

(Supplement to The Aeroplane.!

853

WESTLAND

r«ta.i... kcshmh. AIR M1NISTKY,

MnwmfhU JAIr.u " A1RMINISTRY, LONDON " „ ,..,„

UN » lb. rnbKOI .1 bis I.HeN .U.eM V

Suoti ib. •ndaimfntloncJ All tliiiiurr Hale. >

LONDON, W.C. z
October*, 1920.

All liners on tlie undermentioned suujeu should be addressed lo TH K SECRETARY at ihe above address and should quote

Air mniMtj Htfct. 344425/20 (C.G.C.A.) Your Re(M.

biiujtct:- Air Ministry Competitions, 1920.

Gentlemen,

I an commanded by the Air Council to forward,
herewith, a draft for £7,500, being the first prlxa
swarded to your Hestl&nd Six Seater machine in the

Small Aeroplane class in he recent Competitions.
I am,

Gentlemen,
Your obedient Servant,

Meissra. '.Testland Airoraft '.Vorks,
Yeovil,

Somerset .

THE WESTLAND AIRCRAFT WORKS

(Branch of Petters Limited)

YEOVIL

have been awarded the FIRST PRIZE of £7,500 in the

British Aircraft Competition, 1920 (Small Class)

for the

WESTLAND SIX-SEATER LIMOUSINE

fitted with the 450 B.H.P. NAPIER LION Engine.

PACTS FROM OFFICIAL RESULTS.

(1) FASTEST TOP SPEED.

(2) GREATEST SPEED RANGE.

(3) BEST ECONOMY:-

Lowest Fuel cost per pound useful load. Lowest Oil Consumption irrespective of B.H.P.

(4) RELIABILITY.

The result of the Competition is to stamp the WESTLAND LIMOUSINE with the hall
mark of excellence for Aerial Transport. We invite enquiries for these machines, and are
prepared to grant licences for manufacture abroad.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

854

(Supplement to The Aeroplane )

Aeronautical Engineering

December i, 1920

A TREATISE ON AIRSCREWS.

The following letter has been received : —

Sir, — Reviewing Mr. Park's book "A Treatise on Airscrews"
in this week's issue, your reviewer drew the natural inference
from the author's preface, and referred to his many years'
experience of successful airscrew compulation witfi. Lang
Propellers, Ltd..

Will you allow me to point out that as designer to Lang
Propeller, Ltd., from August, 1915, to the end of December,
1918, I designed all the hrm's airscrews and was responsible
for all methods of computation during that period. After re-
signing in order to take up my present position I was due to
leave the firm in September, 1919, but at the request of the
manager, Mr. May, I agreed to remain until the end of the
year in order to initiate the new man in the methods of the
office. If I remember aright, Mr./ Park came to the firm in
August, 191 S, and succeeded me as designer.

Not having yet read "A Treatise on Airscrews," I am unable
to subscribe to the author's claim that the methods expounded
in his book are those developed by the Lang Propeller Co.
In any case, I am writing in self-defence and not as a critic
of the work.— (Sgd.) Joseph P. Doyle.

[Reference to the wording of Mr. Park's preface show that
the phrase he actually used was that the book "in general
follows the methods developed by the firm of Lang Propeller,
Ltd., as a result of their experience in the manufacture of
propellers for aircraft from 1909." Mr. Park therefore does not
explicitly claim to have participated m this lengthy experi-
ence himself, but the impression given to me by that state-
ment was that which was expressed in the review in question.
— The Reviewer.]

TRADE NOTES.

A Triumph for British Magnetos.

Although the use of foreign magnetos was allowed in the
recent Air Ministry Competitions for Aeroplanes and Sea-
planes ( Amphibious), the whole of the eight prizes awarded
were won by machines fitted with British magnetos.

Art.

There are numerous artists who insist on drawing and paint-
ing aeroplanes in flight. In the great majority of cases, one
wishes they would turn their attention to the motor trade, as
it is impossible- to do any further harm there. The majority of
the said artists who insist on drawing aeroplanes usually suc-
ceed in making their machines look as though they have been
thrown on the paper and stuck there.

There is one artist, however, who has caught the idea of
depicting aeroplanes so that they really appear to be flying.
One refers to Mr. Leonard Bridgman, whose sketches and
scale drawings are well known to readers of The Aeroplane.
He exhibited some water colours of machines on the stand of
The Aeroplane at the Aero Show, Olympia, this year. These
attracted an enormous amount of attention, and in conse-
quence Mr. Bridgman had his hands full for some time. He is
now, however, able to undertake further work, and anyone
interested is invited to call at these offices and inspect his
work. Aircraft companies, particularly those which operate
air lines, also booking agencies, should certainly get into touch
with him. His pictures are ideal for adorning waiting-rooms
and offices, and enhance the beauty and publicity value of ad-
vertisements, of which Mr. Bridgman makes a speciality.

G. D.

Burberry's December Sale.

A good thing cannot happen too soon or too often, and
Burberry's action in accelerating their Annual Sale and begin-
ning it 011 Dec. 1st, instead of in the New Year, will be
welcomed by the many people who are anxiously awaiting
an opportunity to replenish their wardrobes with every kind
of garment at about half the usual prices.

The reason for this change of date is one of annual account-
ing, which makes it more convenient for the firm as an
incorporated company to close its books a mouth earlier than
hitherto.

Large stocks of models have accumulated during the year,
and a great many weatherproof topcoats, suits and gowns of
superb quality .and distinction, specially designed for sport,
recreation or business, have been made up from short lengths
and surplus materials. In size, character and variety, this
sale transcends anything hitherto attempted in the metropolis
as a means of ensuring economy and healthful protection to
everyone who values choice cloths and practical models obtain-
able at pre-war prices.

The chance of combining the saving of money with the acqui-
sition of such useful and distinctive articles is one of very
rare occurrence, and should be especially appreciated by pru-
dent benefactors who desire to bestow Christmas and New

Year gifts, which shall earn for them the full meed of the
gratitude they deserve.

An illustrated catalogue of the sale, both for the men's and
women's departments, is published, with measure forms and
particulars as to conditions and prices, which will be -sent
post free on application by postcard to Burberrys Ltd., Hay-
market, S.W.i.

COMPANY NOTICES^

A Company Meeting.

At the annual meeting of the Birmingham Small Arms Co.,
which was held on Nov. ,5th at the Grand Hotel, Birmingham,
Sir Hallewell Rogers, the Chairman, in the course of his
address, said : —

"Now, gentlemen, you may think I have painted a very
depressing picture, and infer that we look upon the present
and the immediate future with a certain amount of dismay,
or, at least, of doubt. But this is very far indeed from
being the case. In some directions undoubtedly the change
in conditions between a year ago and now is an important
factor in making one of our investments unremunerative.
We decided, for example, in the course of last winter, to
acquire the Ordinary shares of the Aircraft Manufacturing Co.,
Ltd., and Peter Hooker, Ltd., by an exchange of our own
Ordinary shares.

"So far as Peter Hooker is concerned, it looks at the present
moment as if little, if any, return could be expected from
the shares we have bought. The situation which has resulted
from these purchases is a complicated one, in which many
interests are involved. Proposals have been made to the
prior shareholders of the Aircraft Manufacturing Co., and „
they have these proposals now under consideration. It would,
therefore, be premature to discuss them now,' but if the
scheme which they embody is adopted and carried through
successfully, it should result beneficially to all parties. I
refer to this to-day only to tell you that the changed conditions
to which I have referred have affected this purchase very
adversely. But fortunately it is an eventuality we have pro-
vided against by the very ample reserves which we have been
careful to make, and it will be satisfactory to you to know
that, if the final result is bad, the profits will not be affected."

New Company.

Institute oe Physics.-- (The word "Limited" is omitted
from the title by licence of the Board of Trade.) Registered
Nov. 1st, as a company limited by guarantee. Objects : to
elevate the profession of the physicist, and to advance and
diffuse a knowledge of physics, pure and applied. The manage-
ment is vested in a Board of four persons to be appointed
by each of the Faraday and Optical Societies and seven by
the Physical Society. Other Societies who may enter into
participation during the existence of the first board shall
each have the right to nominate an additional member. The
first members are : —

Sir Richard T. Glazebrook, K.C.B., F.R.S., 63, Grange Road,
Cambridge, Professor of Aviation and Director Aeronautics,
Imperial College; C. H. Lees, F.R.S., Greeuacres, Tonbridge,
Professor of Physics, University of London ; Sir R. A. Hadfield,
Bart., F.R.S., 22, Carlton House Terrace, S.W., metallurgist;
C. C. Paterson, 0-B.E-, General Electric Co., Ltd., Director
of Research Laboratories; J. E- Barnard, National Research
Institute, N.W.3, physicist; R. S. Whipple, 15, Creighton
Avenue, N.io, manufacturer of scientific instruments; Major
E- O. Henrici, R.E-, 29, Royal Crescent, W.u; W. R. Cooper,
82, Victoria Street, S.W.i, engineer; E. H. Rayner, 40, Glou-
cester Road, Teddingtou, physicist; Major C. E- S. Phillips,
O.B.E., 34, Bedford Gardens, W.8, physicist; W. H. Eccles,
2, Ryder Street, S.W.i, physicist; T. Y. Baker, National
Physical Laboratories, Teddingtou Institute, Commander R.N. ;
A. W. Porter, F.R.S., University College, W.C., Professor
Physics, University of London ; T. Smith, National Physical
Laboratory, Teddingtou, principal assistant; H. S. Allen, 14,
Wilton Road, Edinburgh, Lecturer, University of Edinburgh ;
R. S. Clay, Northern Polytechnic Institute, Holloway, Prin-
cipal; F. J. Cheshire, Imperial College, South Kensington,
S.W.7, Director and Professor Optical Engineering Depart-
ment of Imperial College; R. Knox, 38, Harley Street, W.,
radio therapeutist.

Mortgages, Charges and Satisfactions.

Cadogan Carriage Co., Ltd. (formerly R. G. Toms'Aviatiou
and Motor Co., Ltd.)— Particulars of ;6'3>5°° debentures
authorised Oct. 14th, 1920, present issue ,£1,000 charged on
company's undertaking and property, including uncalled
capital.

Lang Propeller, Ltd. — Issue on Nov. 3rd, 1920, of ^1,000
debentures, part of a series already registered.

Receivership (Appointment).

MartinSyde, Ltd.— D. S. Fripp, of 90, Cannon Street, E.C.,
as receiver and manager by Order of Court dated Nov. 2nd,
1920.

December r, i926 Aeronautical Engineering 15npplemeutl0.HaEK„«, 855

5

i

The Finest Material yet evolved
for Aircraft Construction is

SAUNDERS

"CONSUTA

Sewn PLYWOOD

" CONSUTA" must not be confounded with ordinary plywood
— it is something 'infinitely superior. It is ideal for many
purposes and under circumstances where ordinary plywood
could not be used.

"CONSUTA," the Super- Plywood, is actually sewn together.
The layers are first cemented together with waterproof
material and then stitched through in parallel rows about
1^ inches apart. This gives a rigidity and resilience unattain-
able by any other method. Weight for weight it is the
strongest material yet evolved.

" CONSUTA" is used for^lhe cabins of the commercial type
of Vickers "VIMY" bombers, entirely dispensing with the
use of cross bracing wires. It is now being used for the
whole covering of flying boats — the largest type yet built.
Its uses are limitless.

The sheets are made to any desired size or shape up to
8 feet wide by 60 feet long, and from inch to % inch thick,
thus eliminating waste in conversion.

Ask for our " CONSUTA" Booklet.

Patentees, and Sole Manufacturers —

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Telegrams : Telephone :

Consuta, East Cowes. Cowes 193.

KINDEY MENTION "THE AEROHLANK '• WHEN CORRESPONDING WITH ADVERTISERS.

856 (Supplement to the aeroplane.) Aeronautical Engineering

December i, 1920

ENGINE SERVICE

FAMOUS FOR

RELIABILITY & ECONOMY

Th is is the Beardmore claim to con-
sideration by those who are ordering
power units.

It is a claim that is being answered
by many of our leading Aircraft
Manufacturers who are installing the
160 h.p. Beardmores in large numbers.

New engines can be dispatched at
24 hours' notice, complete with all
duplicate parts and fully guaranteed
as to performance.

BEARDMORE AERO ENGINES, LTD.,
112, Great Portland Street, London, W.l.

Telephone: 238 GERRARD.

Works - - - Parkhead Steel Works, Glasgow.

\

KINDIvY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

BEARDMORE MOTORS
INCLUDE A WIDE
RANGE OF MODELS
FOR PLEASURE OR
COMMERCIAL USE.

Masterly Engineering is evident
throughout their construction.

December i, 1920

The Aeroplane

857

AND CIVIL AERIAL TRANSPORT. ^

No.
No.

THE UNITED KINGDOM OF GREAT BRITAIN AND IRELAND.

OFFICIAL NOTICES.

in order to carry out experimental work of an operational character,
such as mooring-mast tests and flights of primary importance, to gauge
the ships' capacity for commercial operation.

It is hoped that surplus airships will be ultimately handed over on
approved terms to a private company to operate, and the results of
these experiments and the knowledge and experience obtained will be
available to any such company. '

AIR MINISTRY NOTICES TO AIRMEN.
Nov. 24th, 1920 : Customs Official in the County of Kent.
Nov. 27th, 1920 : Fixed Balloon at White City, London.
CIVIL. AIRSHIP EXPERIMENTS.
The Air Ministry announced on Nov. 25th : —

The Department of Civil Aviation has agreed temporarily to take
over all Airships, bases and material, surplus to service requirements,

CONTINENTAL ARRIVALS AND DEPARTURES.

[The following table ot arrivals at and departures from the
British Air Ports is compiled on the following system : —
First comes the initials of the Air Line: next the type of
machine: next the international number of the machine: next
the ports of departure and destination: next the times of
departure and arrival; next the cargo, whether goods (G)
and/ or mails (M); next the number of passengers : and finally
the name of the pilot and number of mechanics , if any.)

ABBREVIATIONS. — A.T. & T.— Air Transport & Travel, Ltd.; M.A.
— Messageries Aeriennes; I.A.L- — Instone Air Line; C.T. — Compagnie
Transaerienne ; G. E- A. — Compagnie des Grands Express

Aeriens; S.N.E.T.A. — Syndicat National pour l'Etude des Trans-
ports Aeriens; P-L. — Petters, Ltd.; Franco-R.— Franco- Rournauie;
M.W.T.C.— Marconi Wireless Telegraph Company; H.P.T.— Handley
Page Transport, Ltd.; H. P.— Handley Page, Ltd.; A.P.B.— Air Post of
Banks; K.L-M. — Koninklijke Luchtvaart MaatschappU ; B.A.C.— Bristol
Aeroplane Co.; LAS. — Leatherhead Air Services.
Where times are missing it is probably owing to Atmospherics.

The London Terminal Aerodrome, Croydon. (Telephone: Purley 1 1 80.)

NOVEMBER 22nd:

A.T.T., DH16, G-EALM, London-Paris, 13. 12-15.50, G &M., Nil, Reeves.
M.A., Breguet, F-CMAB, London-Paris, 13.-io-16.25, Nil, Nil, Le-Sec.
M.A., Breguet, F-CMAG, London-Paris, 13.51-16.30, Nil, Nil, Challoux.
I.A.L. , "Vimy," G-EASI, London-Paris, 13.42-16.35, Nil, 2, Chattaway & 1.
G.E.A., "Goliath," F-GEAD, Paris-London, 11.45-14 10, G., 2, Labou-
chere & 1.

C.T., Nieuport, F-ICGT,; Paris-London, 12.20-15.25, M., Nil, Mauler

NOVEMBER 23rd :

A.T.T., DH18, G-EAUF, London-Paris, 13.00-16.00, G.&M., 4, Armstrong.
C.T., Nieuport, F-ICGT, London-Paris, 13.45 — . Nil, Nil, Mauler.
M.A., Breguet, F-CMAC, Paris-London, 12.55-15.00, G., 2, Martel.
A.T.T., DHi6, G-EALM, Paris-London, 1?. 00-15. 00, G., 4, Tebbit.
I.A.L-, "Vimy," G-EASI, Paris-London, 13.40-16.05, G., 2, Chattaway & 1.

NOVEMBER 24th :

G.E-A., "Goliath," F-GEAD, London-Paris, \i. 50-15. 20, G., Nil, Labou-
chere & 1.

M.A., Breguet, F-CMAC, London-Paris, 12.17-15.50, G., 2, Martel.
A.T.T., DH16, G-EALU, London-Paris, 13.52-16.30, G.&M., 2, Milnes
A.T.T., DH18, G-EAUF, Paris-London, 13.10-15.07, G., 5, Armstrong.

NOVEMBER 25th :

M.A., Breguet, F-CMAB, Paris-London, 12.50-15.28, M., 3, Le Men.

Several machines other than the above attempted each end of route
on Nov. 25th, but had to return owing to weather.

NOVEMBER 26th :

A.T.T., DH18, G-EARO, London-Paris, 12. 40-15.30, G.&M., 3, Holmes.
M.A., Breguet, F-CMAB, London-Paris, 12.47-15.52, G., 3, Le Men.
H.P.T., DH9, G-EAUN, London-Paris, 13.55-16.25, G., Nil, Mcintosh.
H.P.T., DH9, G-EAUN, Paris-London, 09.25-12.05, G., Nil, Mcintosh.
G.E A., "Goliath," F-GEAD, Paris-London, 12.28-14.46, G., 1, Favreau
& I.

A.T.T., DH16, G-EALU, Paris-London, 11.50-14.4c, G., 3, Reeves.
S.N.E.T.A., DH9, O-BEAU, Brussels-London, 12.30-15.00, M., Nil,
Delzenne.

M.A., Breguet, F-CMAG, St. Inglevert-London, 1 1.30-15.20, G., Nil,
Challoux.

NOVEMBER 27th :

G. E- A., "Goliath," F-GEAD, London-Paris, 12.25-18. 10, G., 2, Favreau

& 1. ,
A.T.T., DH16, G-EALM, London-Paris, 12.33-15-25, G &M., 2, Forson.
S.N.E.T.A., DH9, O-BEAU, London-Brussels, 12.35-15.30, G.&M., Nil,

Delzenne.

M.A., Breguet, F-CMAG, London-Paris, 12. 40-16.15, G., 2, Challoux.

H. P.T., DH9, G-EATA, Brussels-London, 12 02-14.36, M.t Nil, Fowler.
M.A., Breguet, F-CMAI, Paris-London, 12.55-14 35, M., 4, Martel.
M.A., Breguet, F-CMAB, Paris-London, 12.45-14.43, G., Nil, Le Sec.
H.P.T., DH4, G-EAVL, Paris-London, 12.47-14 34, Nil, 1, Foot.

NOVEMBER 28th :

A.T.T., DH16, G-EALM, Paris-London, 12.45 (landed Lympne), Nil, 4,
Milnes.

A.T.T., DH18, G-EARO, Paris-London, 12.50 (landed Lympne), Nil, 7,
Holmes

The Air Port of Cricklewood. (Telephone: Hampstead 7500.)

NOVEMBER 22nd :
H.P.T., DH9, G-EAUC, London-Paris, 1i.55-15.05, G., 2, Helliwell.
H.P.T., HP, G-EATL, Paris-London, 12.40-15.50, G-, 5, Olley & 1.

NOVEMBER 23rd :

H.P.T., HP, G-EAMA, London-Paris, 11.42-15-35, G , 5, Mcintosh.
S.N.E.T.A., DH9, O-BELG, Brussels-London, 12.00-13.45, G.&M., 1, George
H.P.T., DH4a, G-EAVL, Paris-London, 13,05-15:07, Nil, 1, Foot.
H.P.T., DH9, G-EAUC, Paris-London, 13.10-15.1S, Nil, Nil, Helliwell.

NOVEMBER 24th :
H.P.T., DH4a, G-EAVL, London-Paris, n. 57-14. 50, Nil, 1, Foot.
S.N.E.T.A., DH9, O-BELG, London-Brussels, 12.52-15.35, Nil, G.&M.,
George.

H.P.T., HP, G-EATJ, Paris-London, 12.45-15.20, G , 4, Beal & 1.

NOVEMBER 25th :

S.N.E-T.A., DH4, O-BALO, Brussels-London, n. 5
25th), 14.40, G.&M., Nil, Rigaud.

NOVEMBER 26th :

DH9, G-EATA, London-Brussels, 12.42

24th) (landed Eppinc

H.P.T

S.N-E.
H.P.T

Bad w
NIL

, Nil, 2, Fowler.
T.A., DH4, O-BALO, London-Brussels, 12.47— G.&M., Nil, Rigaud
HP, G-EAMA, Paris-London, —16.00, G , 7, Hope & 1.

NOVEMBER 27th:

eather at Cricklewood. Machines operated from Croydon.

NOVEMBER 28th :

Air Port Statistics.

Owing to bad weather, mists and fogs prevailing during the past
week, the air lines to the Continent have been badly hampered, but
not to so great an extent as the ground transport services.

CONTINENTAL

Machines :

Personnel

Croydon

34

Cricklewood

'3

Total

47

. — Passengers :
Croydon

60

Cricklewood

25

Total

'85

Crews :

Croydon

40

Cricklewood

'7

Total

57

INLAND.

Croydon

1*

Cricklewood

8

Total

27

(including one
Croydon

member of Crew per
40 Cricklewood 18

machine) :
Total

58

Grand Total Machines 74 Grand Total Personnel 115

Inland Flying at Cricklewood.

Nov 22nd— H.P.T., O/400 test (Brackley); BEse test (Fowler).
. Nov. 23rd. — Nil.

Nov. 24th. — H.P.T., DH9 to Aintree (Olley).

Nov. 25th. — I.A.L-, "Bat" from Croydon and then to Lympne (for
Paris), returned to Croydon owing to weather (Chattaway) ; H.P.T., DH9
fiom Aintree (Olley).

Nov. 26th. — Nil.

Nov. 27th. — H.P.T., O/400 (Jones), DH9 (Perry) to Croydon for Paris.
Weather too bad to proceed.
Nov. 28th.— Nil.

Inland Flying at Croydon.

Nov. 22nd. — Nil.

Nov. 2wd.- A.T.T., DH9 2 tests (Milnes*.

Nov. 24th.— P.L., Westland, Yeovil return (Keep). A.T.T., DH18,
height test (Forson).
Nov. 25th.— I.A.L., "Bat" to Cricklewood (Chattaway).
Nov. 26th.— Nil.

Nov. 27th.— H.P.T., O/400 from Cricklewood (Jones). DH9 from
Cricklewood (Perry). M.W.T.C., DH6 1 test (Lovell). L-A.S., Avro from
Leatherhead (Muir) Avro, 8 joy-rides (Muir).
- Nov. 28th.— Nil.

The London Terminal Aerodrome.

Nothing much of importance has happened at Croydon
during the week. On Wednesday the International Wireless
Commission visited the aerodrome in a huge fleet of cars,
and after being shown the plant and the sheds by Major
Greer were entertained to tea in the Trust House.

On the same day Mr. Forson made a fine high flight in the
D.H.18. Without pushing the machine, he got up to 8,000 ft.
in 16J minutes, at which height he carried out certain tests.
The machine, of course, has a much higher ceiling than
8,000 ft., but being a commercial machine she is not intended
t'> work at a height much in excess of 5,000. Most machines
on the Paris' line completed their journeys in spite of the
weather.

858

The Aeroplane

December i, 1920

The Instone Air Line sent the " Vimy " to Paris on Mon-
day. She returned on Tuesday, and on Wednesday Mr.
Chattaway flew her to the Vickers Works at Brooklauds to
have new engines fitted. By the time these lines appear she
should have returned to Croydon.

On Thursday the "Bat" went to Cricklewood to collect
some surplus Handley Page passengers and started for Paris
with, them. When she got to Lympne the visibility was so
bad that Mr. Chattaway was unable to see his wing-tips.
He then cruised about trying to find the aerodrome, but the
visibility was too bad and so he returned to Croydon. On
looking at the weather reports he was surprised to note that
the visibility at Lympne was said to be 2,000 yards.

On Saturday the weather consisted of selections of rain,
Scottish mist, and fog. An 0/400 Handley Page came over
from Cricklewood with Mr. Cogni aboard and had the mis-
fortune to break a tail skid, whereupon Mr. Cogni telephoned
to Cricklewood for a D.H.o, to take him on to Paris. Several
machines came in from Paris in weather that looked impos-
sible and made one feel decidedly improbable.

Meanwhile a nice new-looking Avro belonging to the
Leatherhead Aviation Services was taking hardy passengers
for joy-rides, and one congratulates both the pilot (Mr. Muir)
and the passengers on this sporting" display. As one was
going home on the top of an inside-crowded tram, and when
it was too wet to sit down and so unpleasant that one
arrived home soaked, one saw the Avro still flying merrih-.
And yet there are still those who say that the British public
are not enthusiastic over aviation !

It is understood that Mr. Chapman intends to bring the
Avro to Croydon every week-end, also the D.H.6, for cheap
joy-rides and, in addition, to entertain the onlookers with
exhibition flying. So that with the "Dollar Princess," as the
"Vimy" has been called, and the two Leatherhead machines
Croydon will really be a most excellent place at which to
spend fine Saturday and Sunday afternoons., — G. D.

Direction-Finding, as Done.

[The following letter, at once amusing and instructive, is
the result of a brief conversation between the present writer
and the "first mate" hereunder mentioned. It may be well
to explain that, according to Air Ministry instructions, all
phrases used on) wireless telephones must be repeated three'
times to make sure that there are no interruptions by "atmos-
pherics" or jamming. Mr. Marconi, wherever he operates, is
very careful about this. — C. G. G.

Sir— The First Mate of the good ship EAMA tells me
3'ou would like a report on how we used our wireless to find
Croydon on Saturday (Nov. 20th) in the fog. I, the skipper,
not having landed there since before the Armistice — except
once, when I went up as passenger in a B.F. and landed on
my head on the rubbish-heap there.

We left Paris 12.35 None of the Messrs. Marconi had
anything interesting to tell us until we were ciossing the
Channel, when Mr. Marconi of • Lympne told us we must
land there on account of thick fog at Cricklewood. I said,
"Damn" — "Damn" — "Damn." (Marconi repeat.)

Approaching Lympne, we proceeeded to meet it, wnen Mr.
Marconi of Cricklewood said : "Fog clearing. Carry on"
(three times). The First Mate gave me the 'phone and I
grunted — grunted — grunted — and made for Cricklewood via
North London.

Passing Maidstone, Mr. Marconi of Lympne was saying he
didn't like my singing, when Mr. Marconi of Cricklewood
interrupted him to say : "Thick fog at Cricklewood, proceed
to Croydon." I shouted something — three tinier y'know. Mr.
Marconi at Croydon didn't like it.

I changed my course. It doesn't matter which way 1
steered, as I didn't know exactly where Croydon was, but
hoped to see the Crystal Palace — and the fog grew thicker
and thicker.

We went on, not recognising anything, until by my watch
we should have been somewhere near, so I told the Mate to
ask Croydon to oblige us with a rocket , but instead — what do
you think ? — they told us where we were.

I couldn't understand at first. They said we were 80 deg.
off Croydon. Then I remembered how we used to be shot
down in the Big War when we got inside thre - listening-posts,
and thought this must be the same sort of thing, so altered
my course accordingly ; and five minutes after we came
plonk over Croydon.

It couldn't have been done better if they had thrown -'.is
a line. We landed at 3.10 avec five passengers and freight.

(Signed) The Skipper.

When Trains are too Slow.

On Nov. 24th, owing to business, an American, Mr. George
Millward, missed the boat train from London to Liverpool to
catch the White Star Liner Celtic. He therefore went to
Cricklewood and flew to Aintree in D.FI.9 G-EATA, which
incidentally was the first of the D.H.9S to fly on the Handley
Page Transport Service. Piloted by Mr, Olley. the journey
was made in one hour and a half, and Mr. Millward actually
arrived on board the Celtic before the passengers from the
boat train.

Leatherhead.

Mr. W. S. Chapman, of Leatherhead, now has an Avro
as well as his D.H.6 (100-h.p. Curtiss), and on this former
machine he has been doing a fair amount of cross-country
living. About a fortnight ago he went to Northampton, but
on. the return trip ran into fog and was compelled to land
four miles north of Ampthill, Bedfordshire.

On Nov. 14th he had to go to Bournemouth on business. It
was blowing a gale, the journey taking 2 hr. 20 min. A
storm was run into just before reaching Southampton, which
forced the machine down a few hundred feet. The return
journey was made on the following day, also in a high wind,
the trip taking just under an hour flying at 6,000 ft.

Mr. Chapman intends to carry passenger; at Croydon every
week-end at special cheap rates, using both the Avro and
the D.H.6. Last Saturday he was there, but owing to the
weather he only earried 16 passengers — just sufficient to pay
for the reduced landing fee. He will use the D.H.6 for
short passenger flights, the Avro for longer flights, and
stunting if necessary, and it is also his intention to give
during the course of the afternoon, assuming that there are
sufficient people present, short exhibitions of real stunt flying.

Mr. Chapman has two first-class machines in faultless con-
dition, the D.H.6, in particular, having had many modifi-
cations made on it, more particularly with regard to the
comfort of the passenger, and also a very skilled pilot, so
that it is hoped that his enterprise in coming up to Croydon
on week-ends will be well supported by all those who wish
to have passenger flights.

THE BRITISH

AUSTRALIA.

New South Wales Aerial Derby.

In what was known as the first New .South Wales Aerial
Derby, held on Saturday, Nov. 27th, Capt. G. C. Matthews,
A.F.C., flying a Sopwith "Gnu," covered the 64-mile course
fiom Mascot to Richmond and back — a distance of 64 miles
— in 42 min. 54 sec. Lieut. Love (110-h.p. Le Rhone Avro),
finishing first, won the handicap

5,000-Mile Trip.

At 11.30 on Oct. 18th one of the Australian Airciafr and
Fmgineering Co., Ltd., Avro aeroplanes, piloted by Lieut.
N. B. Love, arrived safely at Mascpt Aerodrome from New-
castle, this being the last stage of a 5,000-niile tour organised
by the company on behalf of Lewis Berger and Sons, Ltd.

This trip is the most extensive commercial enterprise of
its kind carried out in Australia. The passenger throughout
the journey was Lewis Berger 's representative, Mr. A.
McMillan, whose plan was to visit a great number of towns
within a specified time.

The machine left Mascot on Sept. 7th, making Goulburn
the first stop, thence to Wagga, Cootamundra, Albury, along
the Murray to Deniliquin in the south-west. They then went
north to Hay, and from there visited all the chief western
towns, notably Ardlethan, 'femora, Wyalong, Forbes, Parkes,
Mudgee and Dubbo; from there to Gilgandra, Coonamble,
over the Pilaga scrub, to Narrabri. The machine proceeded

DOMINIONS BEYOND THE SEAS.

thence to Moree, Inverell, Glen Innes, Tenterfield. The flight
was then made across the ranges to the coast, visiting Casino,
and north to the Tweed River on the Queensland border.
A start was made south from there to Lismore, Ballina,
Grafton. The ranges were again crossed to Glen Innes to
follow all the towns on the Northern Railway line, including
Armidale, Muswellbrook, Singleton and Newcastle, which was
reached on Monday afternoon.

"The most notable feature of the trip was that the machine
arrived within a quarter of an hour of schedule time, which
time-table was drawn up two months ago. This fact reflects
great credit upon the reliability of modern aircraft."

Mr. Love stated that "the country throughout the whole of
the State presents a veritable vale of prosperity throughout.
In Coonamble the machine landed in the racecourse, and it
was found impossible to get out again on account of the
height of the clover; the same* thing applied to Tarn worth,
and it was necessary to mow a track through the long grass
before the machine could take off.

At each town the pilot took on the duty of lecturer to the
public school children by arrangement with the Minister for
Education, to explain to" them the general principles of flying
and the facilities of fast travelling.

At every town a number' of complimentary tickets were dis-
tributed, and the business enterprise of the young Australian
was clearly demonstrated at Forbes, where Mr. McMillan
inadvertently let go the envelope containing the four free

December i, 1920

The Aeroplane

859

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86o

The Aeroplane

December i, 1920

flight tickets for the town. A small boy picked up the en-
velope, kept one ticket himself and sold the remainder for
a shilling each. The following morning four small barefooted
boys came along for their cheap joy-rides, presenting their
claims. All four were put into the back seats together, and
they had their expectations fulfilled, much to their delight.

England to Australia in a D.B.9.

A few more details are to hand concerning the flight of
Lieuts. Parer' and Mcintosh from England to Australia in a
D.H.9 (240-h.p. Siddeley "Puma"). With regard to the attack
by armed Arabs when they were forced to land in the Syrian
Desert, it has been stated the Arabs were in such a bad
physical condition that they had not the heart fov a bold
attack and were easily bluffed. A far worse plight befell them
in Calcutta, where their financial resources came to an abrupt
end. By judicious use of a little sympathetic publicity in
covering their machine with small posters stating their diffi-
culties, enough funds were collected to carry theiri on a bit
farther.

On approaching Moulmein various difficulties seemed to
crop up at once. The exhaust pipe developed a fiacture so
that the hot exhaust gases were blowing right in the faces
of the aviators. One of the oil pipes was broken b\ friction
so that the bearings were nearly running. It was feared
that a landing would have to be made in the sea, so impro-
vised lifebelts were made out of some spare inner tubes. The
race-course was covered with excited natives, so that there
was very little chance of making a landing. A message was
dropped asking that a clearing should be made for them and
that everyone should be kept well away as there was a danger
of the machine blowing up upon landing. A corner was
cleared, but although it was seen to be too small it was
decided to risk it. In landing, the undercarriage was smashed,
the wheels being pushed through the bottom plane, the petrol
tank badly damaged, and the airscrew was broken beyond
repair. A Caproni propeller was obtained from an Italian
machine engaged on the Rome-Tokio flight, and though not
suitable, it was bushed up to make it fit. Two motor car
radiators were fitted and the undercarriage patched up suffi-
ciently to carry them to Sourabaya, where there was a further
crash caused by an unseen ditch on the landing ground.

Fortunately, the Dutch Flying Corps use D.K.os in that
region, and as had been stated by Capt Sir Ross-Smith and
Capt. E. C. Matthews, both of whom spoke very highly of the
courtesy of the Dutch Flying Corps, every facility was placed
at their disposal by the Dutch Commandant there. Conse-
quently in three days the machine was sufficiently patched up
to enable it to make Darwin.

The only part of the machine that was intact on its arrival
at Sydney was the 240 h.p. Siddeley "Puma" engine, and, as
may be expected, Lieuts. Parer and Mcintosh are loud in their
praise of the satisfactory manner in which the engine carried
them Ihrongh their flight of eight months' duiation. The
only trouble met with was causerTTyv either faulty carburation
or inferior petrol. The only repair needed was the replacing
of a broken valve spring ; truly a record of which Armstrong-
Siddeley Motors, Ltd., may well be proud.

Owing to the exposure to all sorts of weather for eight
months the fabric was in a very bad condition and was only
kept together by the repeated coats of dope it lias received.
They met with a huge reception on their arrival at the Aus-
tralian Airciaft and Engineering Company's aerodrome at
Mascot, Sydney, fully 15,000 people having gathered there,
together with the Mayor and Municipal Council of Mascot,
and Commander Allison, who represented Sir Walter David-
son, the State Governor.

HONG KONG.

A correspondent in China writes : —

The Hong Kong Aero Club.

A meeting of the Hong Kong Aero Club was held on July
9th at the office of Jardiue Math^son and Co., Ltd., at which
there was a good attendance. The Hon. Mr. P. H. Holvoak
presided.

Opening' the meeting, the Chairman said a meeting had
been held on April 20th last, when a provisional committee
with a provisional chaiiman, Captain Arthur, was elected,
to consider -the best form in which to si art the Club, and-
what objects it should have .chiefly in view. The report
read as follows : —

The objects of thp Club are : —

r. To encourage and develop the sporting side of aviation
in the Colon}'.

2. To take control when necessary of the sporting side of
aviation in the Colony.

3. To affiliate with the Royal Aero Club, and to act as
the official representative of that body in the Colony.

4. To request the Government to alio v an area of water
to be definitely chosen for the landing of aircraft in the
vicinity of the town when necessary, and to have the site
left clear and available for the machines when necessary.

.5. To appoint a committee to deal with the following mat-
ters : Technical,' i.e., such as assistance to arriving and

departing aircraft and dissemination of information on the
conditions governing flying around the Colony, also to replv
to the letters sent to the Government, by the Aero Club of
America which have been passed on to the Aerial Club to
reply to, and give any assistance and advice to members
who desire to purchase and use aircraft.

1'he Formation of a Volunteer Air Force.

To this should be added the formation of a Volunteer Air
Force. There were a certain number of Royal Air Force
pilots in the Colony, and he thought it was quite fitting that
they should approach the Government with a view to forming'
a Volunteer Air Force, and ask them whether, in view of
the necessity for such a Force, it was not willing to provide
the necessary aeroplanes and aerodromes in order that the
greatest use might be made of the practical air pilots with
war experience. He did not think there could be a shadow
of doubt in the minds of anyone who had followed the
course of the war that this Colony, as far as its own pro-
tection went, was more or less unprotected, and that the
future of its protection lay more or less in the air. At
present it was dependent on its water "and land forces.
That was more or less admitted. Therefore, the Club would
be doing a very practical thing in the wav of Empire develop-
ment if it impressed not only on this Government bi|t the
Home Government the absolute necessity of air protection,
not only to meet air aggression but to keep it away, which
was very important. With a strong force of submarines and
with air protection he thought triers was little doubt that
this Colony could be protected against aggression whilst
assistance was coming.

The Election of Officers.

The election of officers resulted as follows : — 1

Patrons : His Excellency the Governor, the General
Officer Commanding, the Admiral and the Commodore.

President : Hon. Mr. P. H. Holvoak.

Vice-Presidents : Hon. Mr. John Johnstone, Hon. Mr.
A. R. Lowe, Hon. Mr. N. J. Stabb, Mr C. H. P. Hay.

General Committee : Group Captain F. V. Holt, C.M.G.,
D.S.O., R.A.F., Dr. 6. M. Harston, Messrs. L. N. Leefe,
O. T. Breakspear, D. K. Blair, N. L- Watson, A. O. Lang,
C. Montague Ede, J. A. Plummer, E. W. Carpenter, J. Bell
Irving, F. Smyth, G. M. Young, Hon. Mr. E. V. D. Parr,
Messrs. F. C. Hall, G. M. Dodwell, G. S. Archbutt, P. M.
Hodgson, J. L. Crockatt, Lt.-Col. H. S. S. Smallwood,
Messrs. E. F. Carroll, G. Miskin, C. Blaker.

Executive Committee : Captain. D. Arthur, Messrs. A. G.
Lamplugh, A. I. Burnie, M. H. Turner, R. M. Smith,
E- H. O. Farrell, G. A. Harriman.

Hon. Secretary : Mr. O. T. Breakspear.

Hon. Treasurer : Mr D. K. Blair.

The Chairman said the Committee would frame a con-
stitution and submit it to a meeting as soon as possible.
They might suggest to the Committee that the authorities
be approached to secure a revision of the regulation 150 ft.
height limit for flying. The Government might be asked to
fix a more reasonable limit, one that at any rate would allow an
aeroplane to clear any vessel anchored in the harbour.

The Chairman said the Committee would reply to the long
loiter from the Aero Club of America and to a letter
from Peking asking the Club to recommend qualified pilots
to them for thr- Handley Page machines brought out or now
oa-i their way. In Peking there had been extiaordinarily rapid
development in flying, as Mr. Lamplugh would tell, and
personally he saw no reason why it should not spread to the
South. The commercial possibilities of flight between Can-
ton and here might attract them, rhough the prospects of
mail and passenger air service between here and Shanghai
seemed a matter for the future.

FOREIGN INTELLIGENCE.

UNITED STATES OF AMERICA.
The Pulitzer Trophy.

The race for the Pulitzer Trophy was held at Mitchel Field,
L.I., on Thanksgiving Day, Nov. 25th, and resulted in a win
for Lieut. Mosley, flying' a Verville-V.C.P Racer (550-h.p.
Packard engine).

The prizes include the Pulitzer Trophy, which will be com-
peted for annually ; gold, silver and bronze plaques, and
Liberty Bonds to the value of 5,100 dols., awarded to pilots
gaining the first, second and third places in various classes,
one-fifth of the prize awarded to the pilots going to the
mechanics in charge of the machines. The race was held
over a triangular course of roughly 35 miles, which had to
be covered four times. Two machines wrote themselves off,
in a collision on the ground before starting, but otherwise
the meeting was devoid of thrill. A huge crowd witnessed
the race, despite threatening weather.

It is reported that the winner covered the course in the~
unofficial time of 44 min. 29.57 sec, which works out at some-
thing like 190 miles an hour.

Further particulars of the race will be given on the receipt
of more reliable information from America.

December i, 1920

The Aeroplane

861

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862

The Aeroplane

December i, 1920

AIRCRAFT IN parliament

Nov. 22nd. — The following written answer was given : —
IMPERIAL DEFENCE.

In reply to Mr. J. DAVIDSON, Mr. LLOYD GEORGE said trie Com-
mittee of Imperial Defence decided to set up a Standing Committee of
the Committee of Imperial Defence with himself as ex officio in the
chair, having as members '.he First Lord of the Admiralty, Secretary
of State for War, the Under Secretary of State for Air, the First Sea
Lord, the Chief of Imperial General Staff and the Chief of the Air Staff,
to discuss such questions as might from time to time be referred to it
by the Committee of Imperial Defence.

* * *

Nov. 23rd. — The following oral answer was given : —

ROYAL AIR FORCE— MONTHLY. RATE OF EXPENDITURE
(NEAR EAST).

Mr. CHURCHILL, in reply to Mr. GALBRAITH, Mr. KILEY, and
to interpellations by Sir THOMAS BRAMSDON and Mr. TREVELYAN
THOMAS, said that the monthly rate of expenditure for the Air Force
in the Near East is approximately as follows : —

Mesopotamia, ^82,000; Constantinople, ^),°o°; Egypt, ^80,500; Pales-
tine, £18, 250.

* * *

Nov. 24th. — The following written answers were given : —

ROYAL AIR FORCE — NAVY AND ARMY AIRMEN.

Replying to Major GLYN, Mr. BONAR LAW, for the Prime Minister,
said that as expressed in the Notes on Naval Policy circulated with
the last Navy Estimates, it was not the intention of the Admiralty
to return to the system of a separate Air Service, the same view was
taken by the Army Council.

IMPERIAL AIR SERVICE
Replying to Major GLYN, Mr. BONAR LAW, for the Prime Minister,
said that there was a distinct separate future for the Royal Air Force,
apart from its co-operation with the Navy and Army. The expense
and duplication of work in the R.A.F. had been justified by results.
The Committee of Imperial Defence, had, as yet, had no opportunity
for consideration of the future of an imperial air service and co-
operation.

* * #

Nov. 26th. — The following written answer was given : —
ROYAL AIR FORCE.— ESTABLISHMENT.
In reply to Major Glyn, Mr. CHURCHILL submitted the following
particulars : — ■

1. The total strength of the R.A.F on Oct. ist, 1920, was as follows :

Officers 2,812

Other ranks 23,862

2. Numbers Authorised in Air Estimates for the year 1920 to 1921 were
as follows : — ,

Officers 3,059

Other ranks 26,519

These figures include provision or personnel whose demobilisation
had not been effected at the commencement of the financial year.

3. A scheme has been agreed between the Air Council and the Armv
Council whereby officers will be seconded from one Service to the
other. A certain number of Army officers have already been seconded
to the R.A.F.

4. Junior Army officers will be seconded for four years, but senior
officers will be attached for short periods only

5. It is proposed to form a Reserve for the R.A.F., and detailed
regulations concerning training are already well advanced.

6. The Reserve will be drawn from the following sources : —

(a) Officers holding short service commissions who have completed

their period of service on the active list, and permanent
officers of the R.A.F. who may be permitted to retire or
relinquish their commissions before reaching the compulsory
retirement age of their rank.

(b) Officers who, by the conditions of their entry into the R.N.A.S.

or R.F.C., have a period of service in the Reserve to com-
plete, and who may be allowed to complete such service in
the R.A.F. Reserve.

(c) A limited number of flying officers who have returned to civil

life after service during the war. „

(d) Medical officers.

(e) Other ranks who have completed their engagement with the

regular Royal Air Force. .

THE ROYAL AERONAUTICAL SOCIETY.

Lectures.

Air-Marshal Sir Hugh Trenchard will preside at the next meeting,
which will take place at the Royal Society of Arts, John Street,
Adelphi, on Thursday, Dec. 2nd, when two papers
will be read : "Airship Piloting," by Major G. H.
Scott, C.B.E-, A.F.C., and "Airship Mooring," by
Flight Lieut. F. L. C. Butcher, R.A.F.
l-ii \. 4T A' following meeting on Thursday, Dec. 16th,

1^1 SsilJ \n\ Mr H. Ricardo will read a paper on "Possible De-
velopments in Aircraft Engines," to be followed by
"The Ins'allation of Aeioplane Engines," by Mr.
A. J. Rowledge.

Binding Cases for the Journal.
Arrangements have been made for the binding of
complete sets of the Journal for 1920 in blue cloth
cases with gilt lettering at a charge of 4s. 6d. per
volume, including the supply of the case. Members who desire to
take advantage of this arrangement should forward their sets direct
to the Lewes Press, Ltd., High Street, Lewes, at the same time send-
ing a remittance for 4s 6d. to the Secretary at the Society's Offices.
A note stating the name and address of the sender should be enclosed
in the parcel to the binders. The complete volumes will be returned
direct to members, postage paid.

List of Members

A new List of Members, corrected up to Oct. 31st, is now available,
and copies will be sent to members on_request.

Finance.

_ The Balance-sheet and Income and Expenditure Account for the
six months ending June 30th, 1920, have now been adopted by the
Council. They show a deficit on the six months' w'orking of ^277.
Library.

The following book has been received and placed in the Library
of the Society : "History of 99 Squadron, R.A.F.," by Squadron Leader
L A. Pattinson. W. Lock wood Marsh,

Nov. 27th, 1920. Secretary.

THE AIR LEAGUE AT CAMBRIDGE.

On Nov. 10th the Air League of Great Britain held a meet-
ing at Cambridge. Major-General J. E. B. Seelv, C.M.G.,

D. S.O., M.P., and Lieut. -Colonel J. T. C. Moore'-Brabazon,.
M.C., M.P., both addressed the meeting.

R.A.F. APPOINTMENTS. (FROM
"THE LONDON GAZETTE.")

AIR FORCE.

Air Ministry, Oct. 5th.

ROYAL AIR FORCE.— Permanent Commissions — Flying Officer
C H. Arnison is placed on the Retd. List owing to injuries, and is
permitted to retain his rank, Oct. oih.

Flying Branch — Flight Lt. V. A. H. Robeson, M.C., is placed on
the half-pay list (Scale B), from Nov. 8th, 1919, to May 31st.

Administrative Branch.— Flying Officer, (actg. Flight Lt.) H. G.
Jones to be actg. Sqdn Ldr. whilst empid. as Sqdn. Ldr., Sept. 18th.

Flying Officer C. L- P. Mullany to be actg. Flight Lt. whilst empld.
-as Flight Lt., Sept. 18th.

Air Ministry, Oct. 8th.

ROYAL AIR FORCE.— Permanent Commissions — The following are
gianted permanent commns. in the ranks stated :— Flight Lt. T. Gran,
M.C., Sept. 22nd; Flying Officer C. W. Attwood, Aug. 1st, 1919.

Wing Comdr. J. W. O. Dalgleish, O.B.E., is placed on the Retd. List
on account of ill-health contracted on active service, and 'is permitted
to retain his rank, Oct. 9th.

Observer Officer the Hon. M. H. R. KnatchbuTl, M.C., is placed on
the Retd. List on account of ill-health contracted on active service,
and is granted the rank of Flight Lt., Oct. 11st. (Substituted for notifi-
cation in "Gazette," Sept. 28th.)

Royal Air Force Medical Service.— The following are granted per-
manent commns. in the ranks stated : — Wing Comdr. D. Munro, CLE-,
M.B., Dec. 4th, 1919; Sqdn. Ldr. W. Tyrrell, D.S.O., M.C., M.E.,, Oct. 1st.

Short Service Commissions. — The following officers are granted
short service commns. in the ranks stated, with effect from the dates
incidatcd, retaining their seny. in the substantive rank last held by
them prior to the grant of this commn., except where otherwise
stated : —

Sqdn. Ldr.— C. Draper, D.S.C, Sept 27th.

Flying Officers.— J. Buckley, Oct. 4th; A. C. Heaven, M.C., Sept. 30th;
H. B Pett, M.C., Oct. 4th ; W J. Rivett-Carnac, M B.E., Oct. 1st.

Observer Officer. — F. Thomasson, D.F.C., M.M , Oct. 24th, 1919. (Sub-
stituted for notification in i'Gazette" of that date.l

Flying Officers (from iriiot Officers), with seny. of the dates indi-
cated.— D. L. Blackford, Sept. 13th. (Substituted for notification in
"Gazette," Oct. 1st.) R. W. F. Dunning, Oct. 6th; R. N. Hesketh,
Aug. 26th. (Substituted for notification in "Gazette," Sept. 14th.) C.

E. Usher-Somers, Sept. 29th; L. T. Wilson, Sept 29th.

Air Ministry", Oct. 12th.

ROYAL AIR FORCE.— Short Service Commissions.— Chaplain's

Branch Rev. M. J. Eland is granted^ a short sen/ice commn., with the

relative rank of Sqdn. Ldr., Oct. 8th"

Administrative Branch.— Flying Officer J. M. J. C. J. I. Rock is
restored to the active list, Oct nth

Technical Branch. — G. M. Cox is granted a temp, commn. as Flying
Officer, June 24th

Medical Branch. — The following Serjt.-Majs., Class 1, are granted:
permt. commns. as Qrmfs. (Medical), with hon. rank of Flying Officer;
1S74S5 C. B. Willsher, Aug. ist, 1919; 302630 W. Gamblen, July 1st;
301542 F. W. Goodread, Sept. ist.

Chaplains' Branch.— Rev. -A. A Crawshaw, M.A., relinquishes his
commn., and is permitted to retain the title of Hon. Chaplain to the
R.A.F., Oct. 12th.

Am Ministry, Oct. 15th.
Royal Air Force. — Short Service Commissions. — Flight Lt. D. L-
Ingpen is granted a short service commn. in rank stated (Oct. nth).

_Air Ministry, Oct. 19th.
ROYAL AIR FORCE — Technical Branch.— Pilot Offir. I. F. A. Klap-
per to be Flying Officer without pay and allowances of that rank
(April 25).

Air Ministry, Oct. 26th.

ROYAL AIR FORCE- — Permanent Commissions. — The notification in
"Gazette" of Aug. 1st, 1919, appointing Lt. O. S. Waymouth to a per-
manent commn., is cancelled.

The surname of Flying Officer W. Elliot, D.F.C , is as now described,
and not as stated in "Gazette" of Aug. ist, 1919.

Short Service Commissions. — The following officers are granted short
service commns. in the ranks stated, with effect from the dates in-
dicated, retaining their seniority in the substantive rank last held by
them prior to the grant of this commn., except were otherwise stated :

Fiignt Lt. — D. H. Dabbs, Oct. 19th.

Flying Officers. — G. V. Carter, Oct. 19th; C H. Cahill, Oct. 15th;
P R. T. J. M. I. C. Chamberlayue, A.F.C., Oct. 9th (previously de-
scribed as P. R T. Chamberlayne) ; I,. I,. Lelen, Oct. 13th; H. S.
Sandiford, Oct. 7th; G. S. Smith, Oct. 18th; S. F. Vincent, A.F.C.,
Oct. 19th; J E. H. Littlewood, Oct. 12th.

Flying Officers .ffrom Pilot Officers).— With seniority of the dates
indicated :— C. Sagon, C. R. L. Shaw, A. Turner, M.M., Oct. 12th.

The correct names of the following Flying Officers are as now
described, and not as stated • in "Gazettes" of the dates indicated: —
Macdonald Goodall, David D'Arcy Alexander Greig, Sept 12th,. 1919;
Francis Herbert Donald Hcnwood, D.F.C, Dec 5th, 1919; Edmund
Cionin Usher-Somers, Oct. 6th

Observer Ofnc'-r G. L. Nicholson resigns his short service commn.,
Oct. 1st. (Substituted for notification in "Gazette" of Oct. ist.)

Flying Officer J. A. H. Savage is transferred to the 'Reserve, CI. B,
Oct. 23rd

Flying Branch.— Pilot Officer to be Flying Officer :— A. G. Ellis,
May 21st.

Technical Branch — Pilot Officer to be Flying Officer :— G. Lam-
bourne, Oct. 1st, 1919.

Medical Branch.— Flying Offcor to be Plight Lt. :— T. H. K. Mac-
Laughlin, Aug. 7H1.

PERSONAL NOTICES.

[Ex-ofhrers au.'i men ot the Koyal Air Force are invited to send
notices toi the Personal Cohimas of The Aeroplane. There is no
charge tor the insertion of these notices, as it is considered that they
•re veiy interesting items of news and tend to keep past and present
member* 0« the Flying Services in touch with one another. The Editor
will also be glad to publish free of charge applications for work from
demobilised officers and men who have found difficulty in obtaining
employment It is hoped that none who are not in urgent need of
work wili avail themselves of this offer 1
Engagements.

BRYANT — PROUT. — The marriage of Flight Lieut. Walter E. G.

December i, 1920

The Aeroplane

863

Bryant, R.A.F., with Miss Sybil Mary Prout, will take place at St.
Mark's, North Audley Street, W., on Tuesday, Dec. 14th, at 2.30 p.m.
There will be no reception, but the presence of friends at the church
will be welcome.

LEFKOY — ELTON. — An engagement is announced between Chris-
topher ucnjamin Henry Lefroy, late R.F.C., eldest son of C. B. L.
Lefroy, of Vernon, British Columbia, Canada, and nephew of the Pro-
vost of Queen's College, Oxford, and Angela, daughter of Mr. and Mrs.
E. F. Elton, of Burleigh Court, Gloucestershire, and late of Welling-
ton College, Berkshire.

Marriage.

KNIGHT— ATKINS.— On Nov. 20th, at the Church of St. Vincent de
Paul, Altenburg Gardens, Lieut. Walter Frederick Knight, R.A.F.,
second son of F. E. Knight, Esq., of Purley, was married to Constance
Mary, second daughter of F. T. Atkins, Esq., of 123, Lavender Hill, S.W.
Birth S.

BLACKFORD. — On Nov. 22nd, at 76, Clarkehouse Road, Sheffield, to
Shiela, wife of Flying Officer J. Blackford, A R.I.B A., R.A.F.— a son.

BLAKE.— On Nov. 21st, at Limpsfield, to Major and Mrs. W. T. Blake
— a daughter (Betty Eileen).

COLEMAN.— On Nov. 18th, at Woodlands, Tunbridge Wells, the wife
of Capt. Coleman, R.A.F., of a son.

MILLER. — On Nov. 4th, at Calgary, Alberta, Canada, Enid Clare, the
wife of Captain Leonard Miller, late 55 Squadron and Headquarters,
R.A.F.— of a daughter.

WAKEFIELD. — On Nov. 18th, at 4, Honeyhill, the wife of W. W.
Wakefield, R.A.F., of a daughter.

COMING EVENTS.

DECEMBER.

1st, Wed.— Westgate-on-Sea Seaplane Base and R.A.F Manston Dinner
at Holborn Restaurant. Particulars from Mr. T. S. Setterfield,
1, Cuthbert Road, Westgate-on-Sea.

2nd, Thurs.— R.Ae.S. lecture. -'Airship Mooring," by Flight Lt. F. L
C. Butcher, and "Airship Piloting," by Major G. H. Scott,
C.B.E., A.F.C.* Chairman, Air Marshal Sir Hugh Trenchard

nth, Sat.— Armament School, Uxbridge. Dinner at Holborn Restau-
rant at 7.15 Hon. Sec. at 32, £>ld Jewry, E C.
27th Sqd. Dinner at Criterion Restaurant. Particulars from Mr.

E. L. Raworth, Lenzie House, East Parade, Harrogate.
104 Sqdn. Reunion Dinner at the Connaught Rooms, W.C.2..
Particulars from Mr. C. G. Jenyns, Services Club, W.i.

16th, Thurs.— R.Ae.S lecture. "Possible Developments in Aircraft En-
gines," by H. Ricardo. "The Installation of Aeroplane En-
gines," by A. T. Rowledge.*

18th, Sat —Felixstowe Air Station Reunion Dinner at the Connaught
Rooms, W.C.2, at 7 p.m. Particulars from Mr W Kitson, 22,
Manor Terrace, Felixstowe.

JANUARY— 1921

1st, Sat. — No. 41 Squadron's Dinner at Oddenino's. Particulars from
Flight Lt. K. C. Leask, Hiliingdon House, Uxbridge.

THE IDEAL CHRISTMAS PRESENT

FOR

The Service or Civilian Aviator, The Technical Officer, The Ground Engineer,
The Air Line Manager, The Aeroplane Designer and The Aero Engine Designer, or
anybody interested in Aviation

IS

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NOW READY.

All the Aeroplanes, Seaplanes, Flying Boats, Airships and Aero Engines pro-
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The Air Forces of All Nations are described and in most cases photographs of
t'he Personnel and Materiel are shown.

Price

£2 2s. Net.

From THE AEROPLANE 81 GENERAL PUBLISHING Co., Ltd.,

61, Carey Street, W.C.2.

Paints, fcnojmk & Va

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and Southampton,

864

The Aeroplane

December i, 1920

INDEX TO ADVERTISERS

Accles & Pollock, Ltd. Front Cover & Back

Aircraft Disposal Co., Ltd., The

Armstrong Siddeley Motors, Ltd

Arrol-Johnston, Ltd

Auster, Ltd

Beardmore Aero Engines,

Bowden Brake Co., Ltd,, The .
Bristol Aeroplane Co., Ltd.

Burberrys, Ltd

Cellon, Ltd

Coan, R. W

... Front
... Front

Ltd., The
Front Cover

Cover
859
837
Cover
Cover

& 856

859.

861

.. Inside Back Cover

De Havilland Aircraft Co., Ltd., The 851

Fairey Aviation Co., Ltd., The 843

Grahame- White Co., Ltd. 864

Kodak, Ltd 851

MacLennan, John, & Co Front Cover

Martinsyde, Ltd 847

McGregor, Gow, & Holland, Ltd. ... ... 861

Metal Airscrew Co., Ltd Front Cover

New Pegamoid, Ltd. 864

Nieuport and General Aircraft Co., Ltd. ... 837

Oddy, W. D., & Co., Ltd In ide Bach Cover

Palmer Tyre, Ltd 849

Pinchin, Johnson, & Co., Ltd. ...

Roe, A. V., & Co., Ltd

Saunders, S. E., Ltd

Short Bros., Ltd

Titanine, Ltd. Front Covet & Inside Front Cover

Vickers, Ltd 844

Westland Aircraft Works 853

Wilson Motor Co 861

863

... 855
Back Cover

MISCELLANEOUS ADVERTISEMENTS.

SPECIAL PREPAID BATE : 18 words 2/- : Situations Wanted ONLY, 18 words 1/- ; Id. per word after TRADE ADVERTISEMENTS,
in these columns, 3 lines 5/- : i/-per line after. Public Announcements, Legal Notices, Auctions, Contracts, etc., 2/- per. line.
For the convenience of Advertisers, replies can be received at the offices of " THE AEROPLANE," 61, Carey St., London, W.0,2.

PATENTS.

PAGE WHITE and VAUGHAN (late Page and
Rowlmgson), Chartered Patent Agents (Consult-
ing Engineer, Mr. S. E. Page, A.M. Inst. CE-), 27,
Chancery Lane, London, W.C. Tel., 532 Central.

HENRY SKERRETT (H. N. Skerrett, A.I.A.E
A.I.Mech.E., Associate I.E.E., Fellow of the
Chartered Institute of Patent Agents), Patents,
Designs and Trade Marks.— 24, Temple Row
Birmingham.

ADVICE WITH HANDBOOK FREE. — B T
King, A.I.M E-, Registered Patent Agent, 16s,
Queen Victoria Street. London.

STANLEY, POPPLEWELL AND CO., Patent
Agents and Consulting Engineers. Applications
for Patents attended to in all countries.— Jessel
Chamb»s, 88, Chancery Lane, W.C. 2. Telephone

SITUATIONS WANTED.

GROUND ENGINEER, Rolls-Royce, Pumas, etc.
Handley Page, DH4, and DH9 First-class refer-
ences; Five years aircraft, ten years motor trade.
Held supervisory position. Any country, any
period.— c/o Clarke, 70, Oakley Square, N W.i.

GROUND ENGINEER, 5i years' service R.F C
and R.A.F. as N.C.O.; licensed for all single-
engine types of aeroplanes and seaplanes; cabinet-
maker by trade; has good knowledge of Dutch
language. Open for employment.— Box No. 49^1;
The Aeroplane, 61, Carey Street, W.C.2.

FOREMAN, Erection, desires position with Air-
craft Company ; eight years of construction and
aerodrome work, seven years general engineer-
ing. Willing to go abroad— Box No. 4,926 The
Aeroplane, 61, Carey Street, W.C 2

CONSULTING ENGINEER.

A. P. THURSTON, D.Sc.(Lond) Engineering,
M.I.AE., A.M.I. M.E-, F.R.Ae.S., Invention
bueeialist and Consulting Engineer, 29, Southamp-
ton Buildings, W.C. 2.

MISCELLANEOUS.

REPAIR WORK SPECIALISTS. — Skilled Riggers
and Mechanics sent to any part of the British
Isles to ettect repairs. AH types of machines. War
machines reconstructed for Civil Aviation. Esti-
mates on application.— Central Aircraft Co., 179,
High Road, Kilburn, London.

WANTED.

STEEL TUBES, Brass Tubes, and Round-head
Machine Screws wanted.— Dugdills, Failsworth,
Manchester.

MODELS.

FIRST-CLASS MODEL Petrol-motors and Castings
unique; interesting. List 3d.— Madison Motories,
Littleover, Derby.

PUBLICATIONS.

BOOKS on Technical and .all other Subjects.
Second hand and new at lowest prices. Sent on
approval. Catalogues free : mention require-
ments Books bought.— W. & G., Foyle, Ltd ,
I2T-I25, Charing Cross Road, London, W.C. 2.

FOR SALE.

TRANSFERS. — Firms requiring Transfers should
write to the makers. — A Bird and Co., Latimer
Street, Birmingham.

A- FEW copies of the "History of 24 Squadron
R.A.F.," by Captain A. E- Illingworth and Major
V. A. H. Robeson, M.C., with a foreword by Air
Marshal Sir H. M. Trenchard, K.C.B., D.S.O.,
may still be bought, price 16s. — The Aeroplane,
61, Carey Street, W C.2.

McCUDDEN'S FIVE YEARS IN THE R.F.C.
A few slightly soiled copies of this delightful
book (published at 7s. 6d. net) are available,
price 2s. 6d. — postage 6d. extra. Also a few
slightly soiled copies of Richthofen's RED AIR
FIGHTER (published 3s. 6d. net) for is. 6d.—
postage 4d. extra. The two for 4s. 6d. post free. —
The Aeroplane, 61, Carey Street, W.C. 2.

SILVER SPRUCE for FUSELAGE and WING
Construction. Customers can, for small extra
charges, select for aircraft construction Silver
Spruce (Prime Clears free from knots). Suitable
for high-class Cabinet and Joinery work
Can be used as substitute for Canary White-
wood, etc. Splendid finish when stained. Ran-
dom sizes, 1 in. to 6 in. thick. Truckloads
from £50, standing on rail near Liverpool.
Cheap lines Matchings, Plywood.— Jennings, Ltd.,
420, Pennywell, Bristol.

NURSAIRY RIMES— quaint verses by Major
D. C. M. Hume, RAF., and quaint pictures by
H.' R. Miller (published at 2s. 6d. net) is the best
form of Christmas greeting to send anyone in-
terested in Aviation. Copies will be sent post free
on receipt of is. 6d. — The Aeroplane, 61, Carey
Street; W.C. 2.

FOR SALE. — Volumes 1 to 6 The Aeroplane, com-
plete, unbound ; perfect condition. Offers invited.
— Hall, 79, Union Grove, Aberdeen.

TRADE CARDS.

Read "L'AIR"

The Most Interesting of French Aviation Papers.

FOR SALE AT

"The Aeroplane" Publishing Office,
61, Carey Street, W.C.2. Price 6d.

PEGAMOID

BRAND

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The Best Waterproof Covering for Railway, Tram-
way, Aeroplane, Motor Boat. Cushions, Seats, etc.

j2%S£ NEW PEGAMOID LIMITED, KrTIC,ori"^

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Telegrams — Pegamoid, Phone, London.
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Full Particulars upon Application.

GRAHAME = WHITE COMPANY, LTD.,
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Telegrams : " Volplane, Hyde, London"
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<fijf,^V Excellent Residential Accommodation at the London
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KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

December i, 1920

The Aeroplane

in

To Clear ! Surplus ! !

THE Aeroplane finds the stock of new
books, such as " L'Aeronautique Pendant
La Guerre Mondiale" and "The Aero-
plane Handbook," pressing hard upon its avail-
able shelf and floor space. It therefore proposes
to give its readers the opportunity of relieving
the congestion by an offer of certain surplus
volumes at

One Third the Published Price.

The most beautiful of War Books was Captain Saundby's

"Flying Colours." Edition de luxe, £1 2s. Popular
Edition, 15s. The copies remiining of the Popular
Edition are now offered at 5s. each, plus 6d. postage.
Thj book makes a handsome present, and cou'd not be
reproduced for double the money.

The most thrilling of War Bo:>ks was Jacques Mortane s
"Special Missions oi the Air," des ribing the
dropping of spies behind the German lines. It was
published at 3s. net, and is now offered at Is. net,
postage 4d.

The most amusing brochure on iha Air Service was
"The Revelations of Roy," published at Is. The
balance of the Second Edition is now of ered at G 1.,
post free.

The Aeroplane & General Publishing Co., Ltd.,

61, CAREY STREET, LONDON, W.C.2.

Now Ready

£/ Is. net.

THE AEROPLANE
HANDBOOK

Edited by
A. J. SWINTON, (Late R E.)

THE AEROPLANE HANDBOOK is intended to
provide a manual for the use of those who are
engaged in the design, manufacture and use of
aircraft.

CONTENTS

AEROPLANE AND AERONAUTICAL INSTRUMENTS By Captain

A. F. C. Pollard, R.A.F.
STRENGTH CALCULATIONS.

GENERAL THEORY. By John Case, M A., A F R.Ae.S.
MATHEMATICS. By John Case, M A , A F.R.Ae S.
HIGH TENSILE STEEL WIRES AND CABLES. By JostPH Wilson,
Dr. R.A.F.

ALLOWANCES FOR BENDING STEEL. By RANDOLPH F. HALL.
THE VIBRATIONS METHOD OF TUNING UP By Ingegneri Carlo

Maukilio Lerici.
AIRCRAFT TESTING.

WIRELESS TELEGRAPHY AS APPLIED TO AIRCRAFT. By R. D
Bangay.

SPRAY PAINTING, VARNISHING, AND DOPING. By C. L. BURDICK.

DOPE. By A. J. A. Wallace Barr.

PATENTS AND PATENT LAW. By Arthur Hunt.

SPINNING. By GEORGE H BETTINSON

AIR SPEED INDICATORS— THE PITOT TUBE. By Winslow H

Herschel.
METEOROLOGY.

GLUE. By Dr George F. Lull, U.S.A.
METRIC CONVERSION TABLES.

TABLES AND DATA (CONVERSION OF DEGREES TO RADIANS)
PERFORMANCE. By John Case, MA, A.F.R.AeS.

A NOTE ON STABILITY. By Captain W. Gordon Aston, A. F R.Ae.S ,
A.M.I. A.E.

PROPELLERS. By E. P King, B.Sc (Eng.), Lonci A M.I Mech E.

The AEROPLANE & GENERAL PUBLISHING, Co., Ltd.

6i, CAREY STREET, W.C.2.

m^C/?e D oh o of

Proved Efficuznc^ ||

IcelldnI

CELLON (RICHMOND) LTD, 22, CORK ST.. LONDON, W.L §§1

■^5 ^-Telefyfiona Gcrrard44O(2Ur7es)7i^(AWAJAVVB,RBG,L0,ND0N -

DESIGNERS and MANUFACTURERS
OF

AERIAL

PROPELLERS

ONLY

FOR ALL PURPOSES

CONTRACTORS TO H.M. GOVERNMENT

W. D. ODDY & Co., Ltd,

GLOBE ROAD, HOLBECK, LEEDS.

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I 20547 Telegrams : AIRSCREWS, LEEDS.

) 20548 Codes: MARCONI, LEIBERS.

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It

The Aeroplane

December r, 1920

Aircraft Constructors to Leading Governments of the World

All Metal

Aeroplanes and Seaplanes

Military

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Patrol

Passenger

Postal

Goods

Short "Silver Streak" All Metal Aeroplane

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exhibited at the International Aero Exhibition at Olympia, July, 1920

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•Phone: Chatham 627 'Grams: "Seaplanes Rochester"

'Phone: R/gent 57

London Office: Whitehall House, Charing Cross, &.W.

•Cr aim : « Ttiud Pl.om London "

Printed for The Aeroplane and General Publishing Co., Ltd ., by Bonner & Co., The Chancery Lane Press, Rolls Passage,
London ; and Published by The Aeroplane and General Publishing Company, Ltd., at Union Bank Chambers,

61, Carey Street, London, W.C.
ADVERTISEMENT OFFICES, 61. CAREY STREET, W.C.2.
EDITORIAL OFFICES, 175, PICCADILLY, W.I.

HJ1II

THE AEROPLANE DEC 8 1920.

Vol. XIX. No. 23.

SIXPENCE WEEKLY.

r Registered at the G.P.O. 1
I as a Newspaper. !

Arrol- Johnston Cars

THE AERO WIND

a

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London :

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Birmingham :

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Weldless steel tubes for aircraft Construction.

Tube manipulation and presswork.

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METAL AIRSCREW CO., LTD., regent house,

KINGSW AY, LONDON, W.C.2.; LE1TNER=WATTS STEEL PROPELLER

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CONDITIONS; BLADES DETACHABLE AND ADJUSTABLE ; PACKS INTO SMALL SPACE.

^IIIIIIIIIIIIIIIIIIIIIIIIIIN^

The Aeroplane

December 8, 1920

Accl

Pollock * Limited,

Makers and manipulators of
weldless steel tubing.

Weldless steel tubing as used in
practically all engineering trades
and especially in the cycle,
motor, and aircraft industries,
We not only make the tubing,
but also manipulate it by every
known process for all purposes.
We are also sheet steel press'
workers and make the famous
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Consult us upon any problem —
let our experience aid you.

OLDBURY, BIRMINGHAM

Telephone: Oldbury 111 (4 lines).
Telegrams: " Accles, Oldbury'

LUMINIU1M

CASTINGS

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WHEN CORRESPONDING WITH ADVERTISERS.

December 8, 1920

The

Aeroplane

865

NIEUPORT AIRCRAFT

AIRCRAFT DESIGNED AND CONSTRUCTED ON
AN ENGINEERING BASIS.

DESIGNERS
AND
CONSTRUCTORS

TO THE
AIR MINISTRY.

Special Features.

HIGH FACTOR OF
SAFETY.

EASE OF

CONTROL.

GREAT

STABILITY.

LOW LANDING

SPEED

1st Commercial Flight in GREAT BRITAIN :— NIEUPORT NIGHTHAWK.
1st Commercial Flight in INDIA :— NIEUPORT NIEUHAWK.
BRITISH SPEED RECORD, 167.5 m.p.h. -.—NIEUPORT GOSHAWK.

Address—

The Nieuport and General Aircraft Co., Ltd. Telephone :— Mayfair 637.

38, Conduit Street, London, W.l. Telegrams :—

COMMERCIAL BODIES BY MASSED PRODUCTION

FOR ONE TON FORDS

FITTED WHILE YOU WAIT OR DESPATCHED SAME DAY AS ORDERED

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WHAT YOU

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SPECIAL

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THE WILSON MOTOR & ENGINEERING CO., coachbu/lders

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866

The

Aeroplane

December 8, 1920

ALL-ROUND EFFICIENCY

HP HE Avro Commercial Triplane, fitted
A with a Siddeley Puma 240 H.P. engine.

This aeroplane is a commercial machine in
every sense of the word, and provides the
most suitable means at present for reliable
and economical aerial transport.

The Pilot is seated well back along the
fuselage, where he can get an exceptionally
clear view for landing or taking off. Between
the two lower planes a roomy cabin is
situated. This is fitted exactly as a railway
carriage to seat four passengers, two facing
forward, two backwards. A large door in
the side gives easy access, and Triplex
glass windows provide an exceptional view
of the country beneath. If mails or goods
are to be carried the seats can be removed,
leaving 113 cubic feet available.

Particulars from : —

A V. ROE &CO ,

LIMITED.

AVRO WORKS:

New too Heath, Manchester

Telephone - - Cily 8 5 3°

Telegrams " Triplane," Manchester

LONDON OFFICE :
166, PICCADILLY, W.l.

Telephone - - Regent 1900.
Telegrams - " Senalptrt, 'Phone."

EXPERIMENTAL WORKS:

Hamble, Southampton.

Telephone - - Hamble 18 •
Telegrams - - " Roe," Hamble-

AUSTRALIAN AGENTS:

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AND ENGINEERING Co., Ltd.,

Union House, 247, George St.,
Sydney, N.S.W.

Telephone - - C'ty 2572-

Qable Qipher - " tAviati.n" Sydney.

KINDLY MENTION " THE AEROPLANE" WHEN CORRESPONDING WITH ADVERTISERS.

DEC. 8,
1920.

VOL. XIX.
No. 23.

The Editorial Offices of "The Aeroplane" are at 175. Piccadilly, London, W.l.
Telegrapnic Address: -'Aileron, London." Telephone: Gerrard 5407.

Accounts, and all correspondence relating to Publishing and Advertising, should be
Bent to the Regis ered Offices of Trie Aeroplane and General Publishing Co. Ltd.,
61 Carey Street, London, W.C.2.

Subscription Rates, post free: Home, 3 months. 8s. ; 6 months, 16s.; 12 months 32s.
Foreign 3 months, 8s. 9d.; 6 months, 17s. tsd.; 12 months. 35s. Canada, 1 Year. $a.

U.S.A.. 1 Year. 88 50c.

ON SOME INTERNATIONAL AFFAIRS.

It has long been the custom of one or other of the so-called
"Great Powers," when a minor Power has been equipping its
army or navy, to send a military or naval mission to that
minor Power to train its army or navy in the way it should
go. Thus the Japanese Army was trained many years ago by
German officers and the Japanese Navy was trained by British
officers. Similarly the Chilian and Brazilian and Greek Navies
were trained by British officers, the Turkish Army and the
Bulgarian Army were trained by Germans, the Greek Army
and the Serbian Army by the French, before the Balkan War
of 1912, and so forth

The scheme, when originated, was not entirely disinterested.
It was to be assumed that an army trained by German or
French officers would be pro-German or pro- French, as the case
might be, and that a Navy trained by British officers would be
pro-British. Moreover, an army trained by Germans might rea-
sonably be expected to buy its materiel in Germany and a
navy trained by British officers might, equally reasonably, be
expected to buy its ships and their equipment and supplies
in England.

Naturally the minor Powers concerned chose for themselves
which army or navy they would imitate, and so it was part of
the duty of each naval or military attache at the court of each
such Power to persuade the chiefs of the country to which he
was attached that his was pre-eminently the navy or the army
which was best worth imitating. It is believed that in some
unmoral countries that form of persuasion commonly called
"graft" was used to convince Ministers of State, courtiers,
and other persons of influence that this or that country's army
or navy was undoubtedly the model for the world.

Of course, we British, being a wholly moral and honest
people, never used such methods of persuasion. But we have
always been noted among other nations for achieving our ends
in our own peculiar ways, which, because they are not under-
stood by our competitors, have earned foi- us the name of
"perfide Albion," among others. It is not so much that we
design our methods to deceive other people It is in fact that
we deceive ourselves, and that being so it follows that other
people are still more utterly deceived.

This system or lack of system is very similar to that which
operates when we declare a protectorate over some entirely
savage country and send missionaries by the dozen to convert
it, with the result that we acquire the whole of that country's
trade in spirituous liquors and glass beads in exchange for
ivory, frankincense and myrrh, to the value of a thousand per
cent, or so profit in return.

Air Missions.

That, however, is merely by the way, as explaining how
nations less favoured than the Great Powers so recently at
war have in the past arranged for the proper training and
equipment of their armed forces, and as introducing to the
notice of such as may be concerned the fact that these same
less favoured nations are now equipping themselves with Air
Forces on very similar lines.

In this instance Germany is rather out of the running, in
that the German Aircraft Industry is not permitted to build
aircraft of war. And, moreover, as Germany has been offi-
ciallv, if not actually by bodily contact, at war with practic-
ally every nation in the world which is capable of buying air-
craft, it seems unlikely that for a year or two at least German
instructors will be popular with any air force which would be
worth training. The only exceptions are Flolland. who builds
her own aeroplanes, Spain, who prefers French and British
.urcraft, and the Scandinavian countries, which are not dis-
posed to prepare for war, and wi'l doubtless be over-run by the
troops of the coming great Russian" leader about ten or twelve
years hence.

Germany and the Bolsheviks.

It is true that Germany is accused of equipping and train-
ing the air force, such as it is, of the Bolsheviks in Russia
and the Kemalists in Turkey, but one has too much respect
for the intellects of the sound business men who now run the
German Government and what is left of the German Armv to

believe that any machines or men which have gone to Russia
have been sent there with official approval Those in autho-
rity in Germany know perfectly well that Russia is still, as be-
fore the war, Germany's real enemy, and the one real peril to
Furopean civilisation.

Those German aviators who are directing the Bolshevik air
work are probably merely German officers or men who stayed
behind in Russia when Germany's victorious Eastern armies
were withdrawn after the downfall in the West. It seems
only natural that professional soldiers and aviators should pre-
fer to stay where there is still a war in progress and pay to
be drawn, or loot to be had, instead of coming home to be
demobilised in a defeated country where food and pay and
work are difficult to obtain.

And equally naturally others who did go back to Germany
thought it worth while to return to or go to Russia, and try
their luck as soldiers of fortune fighting against, or teaching
Russians to fight against, their old enemies the British,
French and Poles, instead of stopping at home and becoming
that riiost pathetic of all objects, a professional soldier out of
work. If things had gone the other way, and if Koltchak,
Denikin, Wrangel and company had not each in turn proved
to be an abject wash-out there would have been not dozens
but hundreds of British and French aviators serving with
them as soldiers of fortune, so one sees no reason to blame
German aviators for serving with the Bolsheviks. A man must
ply his trade somehow, even if only as a "Black-and-Tan"
trying to dragoon Irish peasants into abject submission.

Moreover, if the Inter-Allied Aeronautical Commission keeps
on upsetting German production of commercial aeroplanes on
the plea that they might be used for war purposes — as for
example the big Zeppelin monoplane, which would be useless
as a bomber without an escort of fighters, which Germany
may not produce — then of course German aviators and
mechanics and designers must go to one of the two great areas
of strife, either Russia or America, and Russia is nearer.
French and Italian Activities.

Germany being out of the way, so far as the rest of the
world is concerned, it follows that France and Italy, the only
two other countries which can design and construct aircraft of
war, and know from actual war experience how to train an air
force, have been very busy sending military aeronautical mis-
sions all over the world, chiefly to the South American nations.
In some countries, for example in Argentina, France has ac-
quired a strong hold. The Argentine Air Service is, one
hears, being trained on the lines of the French Service
d'Aviation Militaire, and is shaping very well indeed.

Both the French and Italian Governments have been Very
generous in presenting specimens of their war machines to
foreign Governments. In fact there can be but few States
which do not now possess free samples of the products of both
nations.

Great Britain, on the other hand, has done very little in
this way. Believing that charity begins at home we have
presented some hundreds, possibly a thousand or so, of our
surplus war machines to the British Dominions Overseas,
some of whom do not seem to know what to do with them now
they have got them. Canada appears to be the only really
active Dominion, so far as aviation is concerned, .and if the
Canadian Air Board will arrange a few more flights from the
Atlantic to the Pacifie, and vice versa, they may use up all
their gift machines in the next few months and so may begin
to buy new and modern aeroplanes and seaplanes.

Our Merchant Venturers.

The only foreign nation to which an aviation mission has
been sent since the war is Greece, and that was, presumably,
rather because we wanted the Greeks to carry on for us in
Asia Minor the war for which British Labour refuses to pay
in the interests of the World's peace, than because we had any
h.opes of doing any actual trade in aircraft with Greece.

Instead of sending official R.A.F. missions to foreign nations
we trusted, as usual, to our merchant venturers, much as we
did in Queen Elizabeth's davs when the merchant venturers

868

The Aeroplane

December 8, 1920

of the period enriched themselves by plundering the King of
Spam's official galleons oh their way home front the Indies.
So far our merchant venturers do not seem to have enriched
themselves mightily, but there is still time.

The Airco's various missions to foreign countries all came to
an untimely end, owing to the new directors of the Aircraft
Mfg. Co., Ltd., ceasing to take an interest in the manufacture
of aircraft. The men who went on those mission? are now
either home again sadder and wiser, or they are carrying on
by themselves, doing hack-flying.

Certain of the Handley Page missions seem to have gained a
footing in foreign countries, notably in China and Biazil, but
one hears little of the South African mission, and of the
Indian there has recently been a tale of a freak wedding in a
Handley Page machine, but that is all of late.

Perhaps the old original Handley Page missions are mark-
ing time pending the putting into full operation of the Air-
craft Disposal Co., Ltd. . This was indeed a wily move oil
the part of the firm and of the Ministry of Munitions alike,
for it leaves a purely commercial firm perfectly free hands to
do business with foreign nations bv ways and mean ; which
would be too active for a Government Department. Here one
sees at any rate a chance for the merchant venturer to out-
manoeuvre the craft of foreign Governments. And, so far as
one can hear, the Aircraft Disposal Co. is actually doing quite
big business in many countries.

The Avro Company have done well in Australia and in
Bermuda, with the help at the latter place of the Beardmore
Co. and the Supermanne Co. But little has been heard of
Avros, in foreign countries, except in the hands of private
individuals.

The Japanese Affair.

Nevertheless, though merchant venturers may sell aero-
planes to foreign countries, that is not the same thing as
getting a hold over the whole of a nation's air force by send-
ing our own officers and men to train the personnel and make
the whole force pro-British. It seems to be here rather than
in the sale of machines that our Government has missed its
opportunities.

For example, it is commonly known that we had promised
to send a big mission of R.A.F. officers and men to Japan to
train particularly the Japanese Naval Air Service. Lately it
has become equally commonly known that all the arrange-
ments had been cancelled, and that the mission, which was all
complete and ready to start, was to be completely washed out.

Common rumour has it that our cousins in the United
States represented that it would be an unfriendly act for
us to train to our own high standard of efficiency the naval

A GRIEVOUS ERROR.

On Dec. 6th a short article from that paper's Paris corre-
spondent appeared in the Daily Mail which, boiled down to
the impression conveyed by reading it, intimated to all and
sundry that Aircraft Transport and Travel, Ltd., has gone
bankrupt and ceased to exist; that the Instone Air Line has
laid its machines up for the winter; and that the Handley
Page people, instead of running a daily service, are putting
an odd machine or so across the Channel whenever there
happens to be enough freight or passengers to make it worth
while. The paragraph is headed, "Uncommercial Flying"
and, so far as the general public is concerned, is probably
the most damaging thing that has been published concerning
civil aviation since civil aviation became legal.

Happilv it comes at a moment when every form of busi-
ness is at the lowest possible ebb and therefore cannot do as
much damage to commercial aviation as it might have done
if other businesses were booming and there were any pos-
sibility of getting money for commercial aviation ventures.
As it is, there is no hope of getting any money for aviation
for some little time, and by the time money is available this
singularly inaccurate article will probably have been for-
gotten.

The truth of the matter seems to be that a manager was
appointed for A.T and T., Ltd., not to close the busi-
ness down, but in order that the A.T. and T. services may be
kept running as long as possible. It is rumoured that at
least three different groups of people, each of some con-
siderable financial importance, are investigating the possi-
bilities of this air line with a view to taking it over as a
going concern, with, one hopes, Mr Frank Starle in charge.

The "Receiver" was appointed to the Aircraft Mfg. Co.,
Ltd., which is quite another matter.

As regards the Instone Company, it is not the firm's inten-
tion to run a regular service to Paris during the winter, but
the Instone machines will be available for special journeys
when desired. It is probable that quite a great deal of
flying will be done by the Instone machines in England
during the winter, chiefly for piopagandist purposes.

Finally, the statement that the Handley Page people are
not running a daily service is absolutely untrue. Handley

personnel of the one arid only nation which might conceivably
maKt itself unpleasant to the States on the Pacific Coast.

Weak Cases.

This seems rather an admission of weakness on both sides,
if true. In the first place it seems to be admitting weak-
ness in the U.S. Naval Air Service if the States are afraid
that Japan may become so powerful as to be any real danger
to so great a people as the Americans. In the second place
it seems still weaker on our part if we complied with the
request without some compensating advantage.

There were several replies open to our Foreign Office,
backed by the Air Ministry. For example, we might have
offered to send an equally strong and efficient mission to
the States, guaranteeing to train the U.S. Naval Air Seryice
to the same state of efficiency as the Japanese. And we might
have guaranteed to sell to the U.S. Navy an aeroplane or
flying boat, as the case might be, just as good and just as
often as every one that we sold to Japan.

Also we might have said — in polite diplomatic language, of
course — "All right ! You fetch your gunmen and Irish Repub-
lican organisers out of Ireland, and we won't send our Naval
aviators to Japan. Is that a bet? "

A Chance for Enterprise.

Howbeit, whatever; may be the innermost history, of the
affair, it is a fact that there will be no R.A.F. Mission to
Japan. Therefore it seems that here also is a chance for
the merchant venturer again.

It is known that several British firms have quite respectable
Japanese orders in hand for modern aeroplanes and seaplanes,
for apparently the Japanese, being very acute, want some-
thing new, as well as obsolescent war machines. That being
so it looks rather as if some enterprising firm might arrange
a complete imofficial mission for the Japanese Navy. There
are plenty of very experienced Naval aviators and mechanics
and stores officers out of work who would be glad of a job
in Japan for four or five years, while Commercial Aviation
is developing.

One knows nothing of any such arrangement. Possibly some-
thing of the kind may be actually in process of organisation.
If so, one wishes it luck, for there are great opportunities
for commercial flying in the Far East, and this is the best
way for British firms to gain a firm footing there. The United
.States have, in fact, nothing to fear from Japan, though quite
possibly it may be necessary some day for America to teach
Japan her proper place in the scheme of things. And so we
in this country can safely do good to our own Aircraft Industry
without in anv wav doing an- injury to our American friends.

C. G. G.

Page Transport, Ltd., work in conjunction with the French
Breguet Company, and as a result the Handley Page ma-
chines run between Cricklewood and Paris on certain days
of the week, and on the other days of the week the Breguet
Company's run between Croydou and Paris, so that there is
at least one machine each way per day in conjunction with
Handley Page Transport, Ltd.

One suggests that in view of the Daily Mail's reiterated
claims to have done so much for the development of aviation,
that paper migh '• at least have endeavoured to be strictly
accurate in its statements concerning aviation, and might
have endeavoured to assist commercial aviation at this
critical period instead of damaging it from mere lack of
taking the trouble to verify its statements. — C. G. G.

MORE POSTAL FOOLISHNESS.

If an individual desires to telephone to anybody at the
Croydon Aerodrome he or she is advised not to look in the
telephone book for the telephone number.

The only numbers which appear in the book under the
heading of Croydon Aerodrome are "Waddon, Surrey 999" and
"595." Number .595 is a telephone box built into the fence by
the "Arrivals and Departures" Board. There is never any-
body near it to hear the bell ring, as it is some distance away
from anv office. Consequently that instrument is only of
use for outgoing messages from Crovdon. Number 999 is
the private telephone of the hotel belonging to Trust Houses,
Ltd., and, though the management there is always anxious
and willing to help anybody concerned with the aerodrome,
the staff cannot be sent running about the neighbourhood
searching for individuals in their offices.

The real telephone number of the Croydon Aerodrome is
Purley 11S0, and from that number one can be put in direct
communication- with the telephones of the various air lines
in their own offices, by way of the branch exchange. The
beauty of the Post Office system is that this very important
telephone line does appear in the Telephone Directory, but
alongside the title "Air Ministry, Aerodromes, Beddington."

This aerodrome is known variously as Crovdon, Waddon,
Wellington, Purley, and London Terminal, but Beddington
seems to be peculiar to the Telephone Directory.

December 8, 1920

The Aeroplane

S69

AS LIGHT AS A FAIREY.

Ever since the mind of man attempted poetic imagery the phrase "as light as a fairy" has been
the recognised synonym for extrtme mobility, quickness in manoeuvre, and elegance combined
with charm.

Ariel, who promised to "put a girdle round the earth in forty minutes," was a fairy who com-
bined lightness with speed, and may be regarded as the precursor of modern aerial accomplishments

THE MODERN EQUIVALENT.

To-day, the modern equivalent to "as light as a fairy"— at any rate among British Seivice aviators
—is "as light as a Fairey.''

Seaplanes have generally been 'egarded as heavy clumsy aircraft, worthy only of the ham-fisted
pilot who could not be trusted to fly fast scouts over land. Though, be it noted, many of our best
pilots have had to fly heavy clumsy seaplanes because they happened by force of circumstances to
become Naval aviators.

But, the advent of the Fairey Seaplanes entirely changed the views of sea-going pilots. And the
Fairey Seaplane of to-day is as light on its controls, as quick to manoeuvre, and as handy in the air as
any land-going aerop'ane of similar speed and fighting power, and more so than most.

EXPERIENCE AND ABILITY.

It is easy to understand the reason why. The Fairey Seaplane is the outcome of experience and
ability. Its designer, Mr. C. R. Fairey, was experimenting \* ith the stability and controllability of
aeroplanes in the days when most people regarded the box-kite biplane as the last word in aeroplane
design. His experience in designing and building inherently s able aeroplanes pointed out the way
to combining stability with controllability. As the result the Fairey Seaplane is stable when left to
itself and wonderfully controllable when required to be so.

In designing the modern seaplane Mr. Fairey has had the invaluable help of the war experience
of a number of the most skilful and most intelligent pilots of the Royal Naval Air Service and the ,
Royal Air Force. Their experience of what seaplanes rave been and of what they ougbt not to be,
combined with iheir abil ty to explain what has been wrong with seaplanes in the past and to suggest
what was wanted to make them perfect flying machines, have together made the Fairey Seaplane of
to-day pre-t minently the finest seaplane in the world.

VARIABLE LIFT AND STABILITY.

Among the details which have given the Fairey Seaplane its lead over all others is the variable
camber gear which enables the pilot to increase the lift of his wings for quick rising or slow alighting,
while at the same time retaining the full efficiency of his ailerons tor lateral control.

Another gear operating the tail-plane enables him to vary the angle of the tail and thus to trim
the machine tore-and-aft so as to make it, at will, inherently stable and capable of flying without
control or unstabfe and absolutely controllable.

By an ingenious interlocking of the camber gear and the tail gear the latest Fairey Seaplane is
automatically kept properly in trim when the wing camber is varied. Thus the control is maintained
at that degree of lightness for which the Fairey Seaplanes are famous.

THIS INTERLOCKING OF VARIABLE CAMBER GEAR AND TAIL ADJUSTMENT
IS EFFECTED FOR THE FIRST TIME ON THE FAIREY SEAPLANE.

SIMILAR INTER-RELATION OF LONGITUDINAL BALANCE WITH VARIABLE
WINGS WILL Bb NECESSARY IN ALL AERL PLANES OF THE FUTURE IN WHICH
THE WING SURFACE IS VARIED EITHER AS TO CAMBER OR AREA.

ONCE MORE, THEREFORE, THE FAIREY IS DOING PIONEER WORK.

THE FAIREY COMPANY SPECIALISES IN PIONEERING.

THE FAIREY AVIATION CO., LTD.,

Head Office = = HAYES, MIDDLESEX.

London Office - - EMPIRE HOUSE, 175, PICCADILLY, W.i.
Works : HAYE5, MIDDLESEX, & HAMBLE, near SOUTHAMPTON.

Telephones— 19 Hayes; Middlesex. . Telegrams— "Airily, Hayes, Middlesex.'

394 Regent. Code— A. B.C. 5th Edition.

8/o

The Aeroplane

December 8, 1920

NAVAL AND MILITARY AERONAUTICS.

GREAT BRITAIN.

NAVAL.
H.M.S. "Eagle."

At the paying-off of H.M. Aircraft-carrier Eagle, from the
balance of the canteen funds £10 was sent to St. Dunstan's
Hostel and the remainder, amounting to ^59 16s iod., was
sent to the United Services' Orphans' Home for Girls.

MILITARY.

Extracted from War Office Communiques.
Nov. 8th. — Middle Euphrates. — Our aeroplanes have continued active
against hostile gatherings south-east of Kufa. One pilot has been
wounded.

Nov. 16th — Lower Euphrates. — A column from Samawa, carrying out
punitive operations un both banks of the Euphrates around Khidr,
met with stubborn resistance on the 6th. . . . Our infantry, assisted
by aeroplanes, forced the Arabs from their positions. . .

Middle Euphrates. — Aerial operations have been successfully con-
tinued in the area north-east of Kufa and north-east and north of
Di wanie.

Nov. 12th. — Lower Euphrates. — A column from Samawa, assisted by
aeroplanes, has carried out punitive measures north of Khidr (south-
east of Samawa).

Nov. icjth.-^IvOwer Euphrates. — On the 15th the 34th Brigade Column,
assisted by aeroplanes, carried out punitive operations from Imam
Abdulla (four miles N.N.W. of Samawa) for five miles to the east.

Middle Euphrates. — An insurgent camp on the right bank of the
Euphrates, 15 miles north-north-west of Musaiyib, was attacked by our
aeroplanes on the same date (the 15th)

Dec. ist.! — Our aeroplanes on Nov. 26th attacked an insurgents' camp
eight miles north of Nasiriyeh.

SUMMARIES OF EVENTS.
Mesopotamia.

The following is extracted from a precis of a report on the tribal
situation from the General Officer Commanding, Mesopotamia, which
was issued by the War Office' on Oct. 7th: —

Lower Euphrates. — In the Suk-Esh-Shuyuk area, the marsh Arabs
started to build a dam across one of the Euphrates channels between
that place and Hammar Lake, to obstruct navigation, but work has
been stopped by an air demonstration over the area.

In the Samawa area, one or our bombing raids set fire to Samawa
town and caused a large exodus of hostile tribesmen

The following is extracted from a summary of events in Mesopotamia
between Oct. 18th and Nov. 18th, issued by the War Office on Nov.
22nd : —

The 53rd and 55th Brigade columns have carried out a series of puni-
tive operations between Hillah and Tuwairij, north-west of Hillah to-
wards Museyib, along the Hillah-Kifl-Kufah road and railway, and
finally in the area of south-east of Hillah along the Euphrates towards
Jerbuiyah.

Our aeroplanes have been active in support of these operations, and
have also extended their incursions farther to the south against the
slill hostile tribes of the Shamiyeh division. So effective has been
their action that many of these tribes have expressed their desire to
surrender, and this defection, if it should in fact come about, will go
far in disheartening the remaining recalcitrants and in facilitating our
speedy re-occupation of their territory.

Arabia.

The following 13 extracted from a report of the General Officer Com-
manding rue Egyptian Expeditionary Force in the neighbourhood of
Beisan and Semakh. The report was issued by the War Office on
Nov. 8th, in accordance with Army Order 404 of 1920.

Early on the morning of the 24th two troops (of Central Indian
Horse) which were sent to collect the Arabs killed on the previous
evening (in the neighbourhood of Semakh) were hotly engaged with
the enemy, who were endeavouring to outflank them

An aeroplane appeared and machine-gunned tht enemy, but the
pilot was wounded and forced to land near the C.I-H camp. Four other
aeroplanes bombed the enemy's position with great effect; and by two
o'clock the enemy had completely withdrawn east. . . .

The work of the R.A F. was invaluable, and was -largely responsible
for the withdrawal of the enemy. ,

The North-West Frontier.

The following is extracted from an official statement issued
by the Viceroy of India : — As a result of aerial operations on
Nov. 15th and 21st the Hassan Zai and Tilli Sayyida tribes of
the Black Mountains have handed in the balance of rifles.

AIR FORCE.
A Flying Accident in Egypt.

The following was issued by the Air Ministry on Dec. 1st :

The Air Ministry regrets to announce that an aeroplane on
duty in Egypt met with an accident on Nov. 29th, which
resulted in the deaths of Flying Officer C O. Rigden and of
295261 Aircraftsman A. L. Goodill.

Flying Officer S. T B. Cripps was seriously injured.

The next of kin have been informed.

The cause of the- accident is at present unknown.

[An unofficial account of this accident stated that the aero-
plane was employed in local mail-carrying duties.]

The War in Ireland.

The following is extracted from the official list of the
casualties of the Macroom ambush : —

Killed. — Capt._ W Pallester (late R.A.F.), care of Mrs.
Brooke, 71, Primrose Avenue, Shire Green, Sheffield.

Cadet W. T. Barnes, D.F.C. (late R.A.F.), 47, Glebe Road,
Sutton, Surrey.

Cadet J. C. Gleare (late R.A.F.), Crowdale, Canterbury.

Cadet F. Taylor (late R.A.F.j, 21, Seaview Road, Gilling-
ham, Kent.

Temp. Cadet C. D W. Bayley (late R.A.F.), 24, Reynard
Road, Chorlton-cum-Hardy, Manchester.

Wounded— Cadet H. F. Forde, M.C. (late R.A.F.), Zephyr
Lodge, Bexhill-on-Sea.

Missing.— Cadet C. J. Guthrie (late R.A.F.), Coombes,
Bucklastleigh, Devon .

A Repatriated Prisoner.

Among the sixty-two repatriated British subjects who have
reached Finland from Russia is Captain Neville, R.A.F.
R.A.F. Rugby.
On Dec. 1st the H.A.C. beat the R.A.F. Rugby Team by

42 points to o.

R.A.F. Fencing.

A return fencing match between the R.A.F. and Grave's
School of Arms held recently resulted in a draw. It has
been decided to hold a further match to decide the question
of superioritv.

A Calshot Dinner.

Some of the airmen who were stationed at Calshot Seaplane
Base are desirous of meeting others who were there with a
view to a reunion. They are asked to communicate with Mr.
A. J. Spinks, 72, Greenfield Street, South Tottenham, N.15.

A Memento of an Occasion.

The one great, flaw in the organisation of the R.A.F.
Tournament at Hendon last summer was the scarcity of
programmes. Nobody could be blamed for it, for who was
to imagine that 60,000 people at least would arrive when'
10,000 had been expected ? In &.ny case, thousands who were
at the Tournament never managed to secure a programme
ar all and many wished that they had been able to do so.

Now one learns that a few dozen of these precious docu-
ments had been stowed away by some earnest official and as
a result their existence has only recently been discovered.
The Committee has decided to sell this small number of pro-
grammes for the benefit of the R.A. F. Fund at is. each,
plus 2d. for postage. Anybody who would like to have a
copy (so far as the supplv goes) can obtain it by writing to
Flight Lieut. W. H. Longton, D.F.C, A.F.C., R.A.F. Depot,
Uxbridge. It is advisable to apply early as the number
available is verv small.

CANADA.

The Canadian Air Force Regulations were passed by Council
early in September, and the Air Force is beginning to assume
some shape A School of Special Flying is to be opened at
Borden with Gosport-trained officers in charge. Lieut. -Col.
Redpath is now in England studying R.A.F. methods of
training.

INDIA.

A Gift.

The Government of India has received a hundred aero-
planes as a gift from the British Government. Twenty of
these machines will be placed at the service of the Royal Air
Force in India and the remainder will be divided between
local Governments, ruling Princes, aero clubs and companies
prepared to establish aviation fchools. R.A.F. officers resident
in India are eligible for these -machines

The aeroplanes will be handed over at Karachi free of
charge. A condition of ownership is that they shall be used
for instructional or demonstration purposes, and not sold to a
third party.

FRANCE.
Trick Flying Condemned.

On Nov. 19th the French Army aviator Rene Destienne
was condemned by a Milita-y Court to one year's imprison-
ment on a charge of culpable homicide, and breaking Army
Regulations on Sept. 6th by flying low over Montrouge and
eventually falling in a playground where a number of chil-
dren were playing, four of whom were killed and some injured.

The Wazzan Campaign.

The French Protectorate troops under General Poeymirau
brought the Wazzan campaign to a successful conclusion last
October. It is announced that aeroplanes took part in the
operations.

JAPAN.

A correspondent of The Aeroplane in Japan writes : —
Flight Across the Japanese Alps.

The first flight across the Japanese Alps attempted by the
Japanese Army airmen on Sept. 27th, was a success. Two
Sopwith biplanes and two Maurice Farman biplanes par-
ticipated, and all machines safely reached the Kanazawa
Military Ground on the noon of the same day.

Major iba Killed in Burning Aeroplane.

Major Iba, one of the most famous and skilful military
aviators in Japan, and his mechanic, Mr. Izawa, were killed
on the morning of Oct. 4th at Tokorozawa Army Aerodrome.

His Nakajima biplane burst into flames about 300 ft. above
the ground, as he was making efforts to land The flames,
however, as soon as they reached the gasoline tank of his
machine, exploded it with a terrific report, both men losing
their lives. — N. K.

RUSSIA.

Bolshevik Communique.
Nov. 23rd. — In the Volotchissk direction our troops have made a

decisive attack Further to the south we captured an enemy

aeroplane.

December 8, 1920 The Aeroplane 871

APIE

The Proved Best

yHE 450 H.P. Napier was the only engine to gain for
aircraft the highest prize in each of the British Air
Ministry 1920 Competitions, superseding all other
aero engines.

These machines also received Highest Marks for Relia-
bility. Speed and Economy.

The knowledge behind the construction of the wonderful
Napier aero engine — the same principles in design, as well
as the same high standard of workmanship and materials —
is employed in the manufacture of the

40/50 H.P. Napier Six
Cylinder Motor Carriage.

It is up-to-date in every detail. Gives the greatest efficiency.
Has wonderful acceleration. Is fast on hills and economical
to run. Exceedingly comfortable, whilst its distinctive
appearance places the Napier at the top.

Will you make an appoint-
ment for a trial run ?

D. NAPIER & SON, LTD.

14, NEW BURLINGTON STREET, W.i.
Works : Acton, London, W.3.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

8/2

The Aeroplane

December 8, 1920

COMMERCIAL AHHNA1I11CS

AND CIVIL AERIAL TRANSPORT.

THE UNITED KINGDOM OF GREAT BRITAIN AND IRELAND.

CONTINENTAL ARRIVALS AND

[The following table of arrivals at and departures from the
British Air Ports is compiled on the following system : —
First comes the initials of the Air Line: next the type of
machine: next the international number of the machine: next
the ports of departure and destination: next the times of
departure and arrival; next the cargu, whether goods (G)
and/or mails (M) ; next the number of passengers : and finally
the name of the pilot and number of mechanics, if any.]

DEPARTURES.

ABBREVIATIONS.— A.T. & T. — Air Transport & Travel, Ltd.; M.A.
— Messageries Aeriennes; I.A.L. — Instone Air Line; C.T. — Compagnie
Transaerienne ; G. E. A. — Compagnie ties Grands Express

Aeriens; S.N.E.T.A. — Syndicat National pour l'Etude des Trans-
ports Aeriens; P.L. — Petters, Ltd.; Franco-R.— Franco-Routnanie;
M.W.T.C. — Marconi Wireless Telegraph Company; H.P.T. — Handley
Page Transport, Ltd.; H.P.— Handley Page, Ltd.; A.P.B.— Air Post of
Banks; K.L-M. — Koninklijke Luchtvaart Maalschappij ; B.A.C.— Bristol
Aeroplane Co. ; L.A.S. — Leatherhead Air Services.
Where times are missing it is probably owing to Atmospherics.

The London Terminal Aerodrome, Croydon. (Telephone: Purley 1 1 80.)

NOVEMBER 29th :

A.T.T., DH18, G-EAUF, London-Paris. 12. 34-15.15, G.&M., 6, Armstrong.
M.A., Breguet, F-CMAI, London-Paris, 12 50-15 45, G., Nil, Martel.
M.A., Breguet, F-CMAC, London-Paris, 12.50-15.40, G., Nil, Le Sec.
H.P.T, DH9, G-EATA, London-Brussels, 13.15-15.2=, G.&M, Nil, Jones.
A.T.T., DH18, G-EARO, Paris-London, — 11.42, Nil, Nil, Holmes.
G.E.A., "Goliath," F-GEAD, Paris-London. 12 35-15 06, G., 2, Labou-
chere & 1

A.T.T., DH16, G-EAPM, Paris-London, 12.49-14.50, G., 2, Forson.
NOVEMBER 30th :

G. E.A., "Goliath," F-HMFU, • London-Paris, 11. 50-16.20, G.( Nil, Fav-

reau & 1.

A.T.T., DH16, G-EASW, London-Paris, 12.40-15-35, G.&M., 2, Lines'.

H. P.T., HP, G-EAMA, London-Paris, 13.01 — , G , 4, Mcintosh.
M.A., Breguet, F-CMAB, Paris-London, 12. 15-14.30, M., 3, Le Men.
A.T.T., DHi8, G-EAUF, Paris-Londdn, 12 40-14 55, G., 6, Armstrong

DECEMBER 1st:

A.T.T., DH18, G-EARO, London-St. Inglevert, 09.10-10.10, Nil, 3, Holmes.
G.E A , "Goliath," F-GEAD, London-Paris, 11. 51-14. 30, G., 1, Labou-
chere.

A.T.T., DH18, G-EAUF, London-Paris, 12. 46-15. 10. G.&M., Nil, Forson.

M.A., Breguet, F-CMAB, London-Paris, 12.45-15.20, G., Nil, Le Men.
A.T.T., DH9, G-EAPL, London-Rotterdam, 13.15 — , G., 1, Carter.
M.A., Breguet, F-CMAC, Paris-London, — 11.35," G., Nil, Challoux.
G.E.A., "Goliath," F-GEAC, Paris-London, 12.40-15.45, G., 3, Favreau

& 1

A.T.T., DH16, G-EASW, Paris-London, 12.50-15.20, Nil, 4, Lines.
M.A., Spad, F-CMAY, Paris-London, 13.05-15.29, G.&M., Nil, Le Sec

DECEMBER 2n

NIL.

DECEMBER 3rd :
Nil,.

DECEMBER 4th :

A.T.T., DH16, G-EAPM, London-Paris, 12.33-14.20, G.&M., Nil, Milnes.
A.T.T., DH16, G-EALU, London-Paris, 12.39-14.25, Nil, 3, Reeves.
A.T.T., DHi8, G-EAUF, Paris-London, 12. 40-12. jo/sth, G., 4, Forson.

DECEMBER 5th:
M.A., Breguet, F-CMAC, London-Paris, 12.24-15. 10, Nil, Nil, Challoux.
G.E.A., "Goliath," F-GEAC, London-Paris, 12.00—, G., Nil, Favreau & 1
M.A , Breguet, F-CMAJ, Paris-London, 09.40-12.50, G., Nil, Martel.
A.T.T., DH16, G-EAPM, Paris-London, 12.20-15.41; G., 3, Milnes.

The Air Port of Cricklewood. (Telephone: Hampstead 750GO

NOVEMBER 29th : |

H.P.T., DH9, G-EAUN, Paris-London, 13.30-15.25, G.'&M., 1, Mcintosh.

NOVEMBER 30th : ";

HP.T., DH9, G-EATA, Brussels-London, 12. 10-14.50, 'g.&M., i, Jones.

DECEMBER 1st :

HP.T., DH4a, G-EAVL, London-Brussels, 13. so, lauded St. Inglevert
14.55 (Paris 13.20 2/12/20), G.&M., Nil, Helliwell.

D iCEMBER 2nd :

NIL.

DECEMBER 3rd :

, NIL., ' ' '
DECEMBER 4th:
H.P.T., DH4a, G-EAVL, Brussels-London, 14.10 (2/12/20) 11.50, G.&M.,

Nil, Helliwell. I
-H.P.T., DH4a, G-EAVL, London-Paris, 13 17-15.05, G, 2, Fowler.
H.P.T., DH9, Paris-London, 15.00 (Landed at Lympne 16.12), Nil, 2,
Mcintosh.

DECEMBER 5th :

H.P.T., HP, G-EASY, London-Taris, 12.03-15.35, G., 3, Jones & 1.
H P.T., DH9, G-EATA, London-Brussels, 12.17, landed at LyJUpne, G.,
Nil, Hope.

H.P.T., DH4a, G-EAVL, Paris-London, n. 48-16.07, Nil, 2, Fowler.

Air Port Statistics.

Owing to bad weather, mists and gales prevailing during the past
week, the air lines to the Continent have been badly hampered, but
not to so great an extent as the sea transport services.

CONTINENTAL

Machini-s :

Personnel.

Croydon 30
—Passengers :

Croydon 47
Crews :

Croydon 35

Cricklewood 9
Cricklewood 11

Cricklewood

ToTtal

Total 58
Total 45

Grand Total 103

Inland Flying at Croydon.

Nov. 29th.— A. V. Roe & Co., "Baby," Hamble to Ipswich (Hinkler) ;
M.W.T.C , DH6, 2 tests (Lovell).

Nov. 30th.— M.W.T.C, DH6, 1 test (Lovell) ; R.A.F., Isle of Grain to
Farnboro.

Dec. 1st.— L-A.S. , Avro from Leatherhead return (Muir) ; 1 joy-ride, 1
test; M.W.T.C, DH6, 1 test (Lovell).
Dec. 2nd-4th. — Nil.

Dec. 5th. — I.A.L-, "Bat," 1 joy-ride (Barnard); L.A.S. , Avro, 3 joy-
rides (Muir) ; DH16, 11 joy-rides (Muir) ; A. V. Roe & Co., "Baby," to
-Southampton from Cricklewood (Hinkler).

Inland Flying at Cricklewood.

Nov. 29th. — H.P.T., DH9 (Fowler), DH4a (Foot), from Croydon.
Nov. 30th. — Nil.

Dec. 1st.— H.P.T., 2 DH9S (Helliwell), 1 DH9 (Brackley) tests;
S.N.E.T.A., DH4 (Hope) test. ■. • •

Dec. 2nd.— H.P.T., O/400 (Hope) started Paris, returned owing to
weather; A. V. Roe & Co., Avro "Baby" (Hinkler) from Hamble.

Dec. jrd-4th.— Nil. ' : ■

Dec. 5th. — A. V. Roe & Co., Avro "Baby" (Hinkler) to Croydon;
H.P.T., BE2e (Curtiss) test.

The London Terminal Aerodrome,

Mr. and Mrs. Hinkler came up from Hamble on Monday
on the two-seater Baby Avro and went on to Ipswich, return-
ing to Cricklewood on Thursday and going over to Croydon
on Sunday, where Mr Hinkler took up several passengers
before returning to Hamble just before dark.

Although Airco (the Aircraft Manufacturing Company) have
gone into liquidation, it seems that A. T. and T. will still
carry on. They are controlled by the B.S. A. -Daimler com-
bine. Although the winter is bound to be very trying, it is
to be hoped most sincerely that this, the premier Biitish Air
Line, who run the fastest commercial machine in the world,
will survive the winter and establish for themselves that
position which, by their businesslike methods And hard, solid
work, they so richly deserve.

On Wednesday of last week Mr. Muir came over on an
L.A.S. Avro and executed some nice,' clean loops and spins.
He was over on Sunday with the D.H.6 and the Avro carry-
ing joy-riders.

Mr. Barnard, on the Instone "Bat," was out cn Sunday
morning. The "Vimv" has not yet returned from Brooklands
but was expected early this Wednesday morning. — G. D.

The Air Port of Cricklewood.

Owing to climatic conditions the London-Amsterdam service
has been suspended, but passengers for Amsterdam who leave
Cricklewood at 12.30 reach Brussels in time to catch a con-
nection which enables them to make Rotterdam and Am-
sterdam the same evening.

,j, 22 . BILLITER STREET, LONDON, E.C, orvd

LONDON TERMINAL AERODROME , CROYDON.

Telef>r\or\e: Avenue 3616.

December 8, 1920

Aeronautical Engineering

(Supplement to The Aeroplane.)

i
I

wm

mm

The STORY of SHELL SERVICE II.

R*f induced frorq E ^f^Kni^:ht KanfftS^famon*
hoarding at Shell Corner* k'ings-way, London.

SHELL Service to the motorist begins with the arduous
ind oft-times hazardous work of prospecting for oil and
sinking test wells in remote parts of the world, an under-
taking always highly costly yet sometimes entirely unpro-
ductive. When eventually oil is struck, it is transported by
pipe-lines to the refineries, located perhaps hundreds of
miles distant.

TheQUALITY Motor Spirit

SHELL MARKETING CO.. LTD., KINGSWAY, LONDON. W.C.2

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

8;4

(Supplement to The Aeroplane.;

Aeronautical Engineering

December 8, 1920

Aeroplanes for
Commercial and
Military Use.

Vickers- Saunders
Flying Boats.

Telephone: Victoria 6900-
Telegrams : Vickers,

Vic, London.

Flying Boats for
Commercial and
Naval Use.

Brief Specification
VIKING MARK III
5 Passengers of
750 lbs. Freight.
Range: 480 miles.
Span : 46' 0"
Height: 15' 1"
Length: 33' 5"

Recent Successes

7 he Vickers Viking was
classified FIRST in the
following competitions
at the INTERNA-
TIONAL SEAPLANE
COMPETITIONS at
ANTWERP, July !920

1. Shortest time in "•un-
sticking " from water.

2. Fastest time over a
given circuit.

3. Climb to 1,000 metres.

4. Altitude with full load.

VICKERS " VIKING " AMPHIBIAN.
Aviation Department,

VICKERS HOUSE, BROADWAY,
LONDON, S.W.I.

Depots :

MANCHESTER— Cathedral H ouse, Long Millgate (Temporary
BIRMINGHAM— Vickers House, Loveday Street. Address),
NEWCASTLE— Commercial Union Buildings, Pilgrim Street.
GLASGOW— Vickers House, 247, West George Street.
BRIS1 OL-55. Park Street.
NORWICH— 16, White Lion Street.
BELFAST 26a, Arthur 5: treet.

Brief Specification
VIKING MARK IV
5 Passengers of
1,250 lbs. Freight.
Range: 480 miles.
Span.: 50' o"
Height: 15' 1"
Length : 35' o"

Recent Successes

The Vickers Viking
was the winner of
the FIRST prize of
£ 1 0,000 for the
Amphibian Class
of Aircraft entered
for the BRITISH
AIR MINISTRY
COMPETITION,
September, 1920.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

Supplement to The Aeroplane, December 8th, 1920.

875

INCORPORATING AIRCRAFT ENGINEERING, AERODYNAMICS, AIRCRAFT FINANCE AND COMMERCIAL AERONAUTICS
AND MATTERS PERTAINING TO THE AERONAUTICAL ENGINEER AND THE AIRCRAFT TRADER.
illllllllllllllllllllllllllllllllllllllllMIIIIIIIIIIINIIIIIMIIHillllllllllllMIIIIIIIIIIIIIIIIIHIIIilllllillllllllllllllllllllll

THE WEEKLY COMMENTARY.

The correspondence relating to the steam turbine con-
troversy is continued below. Col. Bristow, in response
to the invitation of Messrs. Richards and Butler, expresses
a hopeful view as to the probable reliability of the turbine
— but not any great hopes of its commercial utility.

Messrs. Richards and Butler return to the defence of
the turbine, and Capt. Savers replies. Interesting as
is the subject, it is feared that space cannot be spared
for any further lengthy argument on the subject.

given his views as to the possibilities of the airship as
a vehicle.

The paper by Flight Lieut. Butcher on mooring airships
is also of the highest importance.

Two very important papers read before the Royal
Aeronautical Society bearing on the practical operations
of airships are reported in abstract in this issue. That
by Squadron Leader Scott on "Piloting" is probably
the first case in which an experienced airship pilot has

At the late Air Conference Mr. Calthrop, of "Guardian
Angel" parachute fame, made a strong plea for the com-
pulsory fitting of parachutes to civilian aircraft. His
speech was scarcely heard owing to the noise of those
departing for a free ride to a free lunch at Croydon.
This speech is reproduced in a slightly abbreviated form
on page 886.

A note by Lieut. -Col. H. S. Holt also concerns para-
chutes, with particular regard to the question of the
invention of the pilot parachute system.

THE STEAM TURBINE CONTROVERSY.

- The following letters have been received : —
Col. Bristow's Response.

Sir, — I have read the steam-turbine correspondence, and in
response to the too complimentary reference to myself beg
to offer a few remarks on the subject viewed firstly from an
insurance standpoint.

Pending.the actual production of an aero-turbo plant, which
is, of course, essential before its reliability can be ascertained,
it is only possible to generally review the main mechanical
features of the two types of power plant and compare the
breakdown possibilities of the respective systems.

Before doing this, however, it i% first necessary to envisage
the type of turbine that will be necessary.

Of the Most Suitable Type of Turbine.

It is considered that the turbine with twin elements rotating
in opposite directions cannot be made suitable for aircraft,
although it is agreed to be a very fine type for stationary work.
In the first place, uniform opposed rotation is obtained by
what is in effect electrical interlocking, whereas on aircraft
the speed of each element will depend upon the resistance
of its own airscrew and gears, which could hardly be kept
uniform, especially if the propellers were in the simplest
position from the general driving standpoint — i.e., in tandem.

Regulation, therefore, would become impossible, with re-
sultant troubles of perhaps a serious nature.

Probably a more important objection to this type is due to
the fact that two gearboxes would be required, and with the
same tooth and bearing loading the weight of two with shafts,
casing, and supports would almost certainly be greater than
one unit of double the capacity. Overall risk of breakdown
would be greater and mounting difficulties would be increased.

Of Gyroscopic Effects.

Further, it is doubtful if the blade system and construction
of this type would stand turning in the air.

It must be remembered that an aeroplane may turn. at one
radian per second, and even at a much lower turning speed
distortion would almost certainly occur.

During the war the rotor of an auxiliary turbine in a battle-
ship walked clean out of its casing when the vessel turned
suddenly to avoid what looked like a mine.

A Few Practical Considerations.

Blades, shafts and bearings have therefore to be of special
construction, and in addition *he weight and speed of the
rotor must be such as will prevent the aeroplane from becom-
ing uncontrollable due to the gyroscopic effect.

Taking for example a 1,500-h.p. set, the propeller would
be required to turn at probably 700 r.p.m.

In order , to economise weight it would be necessary to

use the highest possible single-stage gear reduction — say
10 : 1 — although as a rule turbo-gear makers do not care to
go beyond 8 : 1. This gives a turbine speed of 7,000 r.p.m.,
and bearing iii mind everything that it must and must not
do, a single wheel with' several rows of blades may be found
to be the best all-round compromise.

The steam consumption will not be of the best and the
gears will not be an easy matter, but it will lend itself more
readily to rigid construction of blading, shaft and bearings,
and the awkward question of thrust and its attendant troubles
will be avoided.

If the gear-reduction ratio were decreased to 8:1, then
5,600 r.p.in. for the rotor would add to the weight but at the
same time would probably provide a better overall proposi-
tion.

Of Things Beyond the Turbine.

With regard to the boiler, condenser, pumps, etc., nobody
knows what they can actually be made for in respect to the
weight-reliability factor because investigation 011 these lines
has never been necessary. We do know, however, that the
weight per horse-power of the modern petrol aero-engine has
been brought down to a figure that at one time seemed quite
impossible, and it has probably even now not reached finality.

There does not appear to be anything inherent in the pro-
blems that would prevent weights being reduced very con-
siderably whilst maintaining the reliability to a reasonable
extent.

What is to be Gained.

At the moment, therefore, we can only consider what we
should gain from a steam plant.

In the first place, there would be eliminated petrol, petrol
pumps, strainers, petrol piping, cocks, non-return valves,
carburettors with jets and floats and altitude adjusters, valves,
valve springs and rockers, pistons, piston rings, gudgeon
pins, connecting-rods, big-end bearings, long crankshafts with
their attendant vibration troubles, camshaft drives, magnetos,
couplings, high-tension wires and sparking plugs.

The lubrication system on the steam plant should obviously
be a much more simple and reliable matter than that of the
petrol engine, and this alone is a most .important item.

With regard to the cooling and condenser systems, the
amount of water actually circulated is far less with the steam
plant than with a petrol plant. Taking for example a Napier
"Lion" engine and a corresponding turbine with a steam
consumption of, say, 5,400 lb. per hour, this seems a small
amount to circulate compared with the 30,000 lb. of water
pumped hourly through the "Lion" radiator.

Conditions in the closed aero-engine circuit are probably
easier, but it would be wrong to disparage the steam plant

iiiililliililn?

s;6 (hlw,m,tloTH.AtBO™B., Aeronautical Engineering December 8, 1920

• £

merely because of the weight of water to be circulated.
Engine water-pipes, cylinder water-jackets, pumps, radiators,
etc., cause frequent troubles, and it seems only reasonable to
suppose that a condenser, pump and fittings would be no
worse. Evaporative condenser manufacturers would be highly
indignant if it were suggested that their overall reliability
were as bad as the cooling system on an aero-engine, but at
the same time they would have 'to admit their inability to
foretell what sort of reliability they could guarantee at the
lower weight and with possibly a bad general disposition of
parts.

The Boiler.

From a reliability standpoint the boiler is considered by
far the worst part of the risk.

To mount an oil-fired boiler giving superheated steam at
possibly 200 lb. pressure and 600 deg. F. with steam pipe
seems to be a big task for an aeroplane designer. It may,
of course, be possible to dispense altogether with the steam
pipe, but even then the other items would still constitute a
difficulty that is absent from the present power plant.

The turbine gearbox compared with the aero-engine gear-
box is relatively a much better engineering job, and after a
little experience of this particular class of duty should_ prove
as reliable as the best aero-engine gear of to-day. As is well
known, aero-engine gears have been productive of consider-
able trouble in the past, although the Napier "Lion" must
be specifically exempted from this generalisation.

The Reliability of the Steam Plant.

Apart from the boiler question, therefore, it would seem
reasonable to expect a very much higher reliability factor
with steam plant than with a petrol engine, but it is not,
of course, to be expected that the full reliability is going to
be attained in the first few years' working.

Capt. Sayers rightly says that the central station engineer
would be horrified at the idea of running his station with
turbo-plant designed for special aeronautical purposes, but
he would be far more shocked if it were suggested that he
should run the station with anything similar to petrol aero-
engines.

A Conclusion.

In my opinion an aeroplane could be flown to-day with a
steam prime mover, and it could be made a reliable unit,
more so than the petrol engine.

It would have a longer life, be easier to maintain in service,
and certainly in the long run cost less.

I do not believe that it can be used yet for the simple
reason that the ratio of propeller thrust to unit weight of fuel
carried is so low as to render the system impossible of utilisa-
tion on any machine that has to operate as a transport vehicle
for a commercial undertaking.

With apologies for the length of this letter,

(Signed) W. A. Bristow,
Lieut.-Col., M.I.E.E , M.I.A.E., F.R.Ae.S.

Messrs. Richards and Butler Return to the
Attack.

Sir, — We are very much gratified Lhat our letter to you of
Nov. 10th has, in response to our invitation to criticise our
proposals, drawn from Capt. Sayers such a lengthy and
deeply considered reply, and we hope that other interested
readers will enter the arena to join in what gives every
promise of being an interesting discussion.

We are sorry that he thinks we took strong exception to
his article. This is not so, and we hold no brief for the
"strafing" of the petrol engine; in fact, commercial aircraft
will have to make a living out of it as il stands for some
time yet. It is the aero industry's best product to date and,
like Touchstone of Audrey, the industry can say : " 'Tis a
poor thing, but mine own." Nevertheless, there is no reason
why we should be prepared to support this bucolic maiden
indefinitely.

Whilst it is quite true that the figures quoted by us were
estimates and hopes, we contend, save only on the condenser
problem (expressly stated in our letter as the crux of the
question), that the proposition is one which cannot be turned
down on other scores. We quite admit the soft impeachment
of Capt. Sayers of a belief in the future of steam plant as an
aeronautical prime mover, subject always to the solution of
the difficulties set forth in our letter, and we hope to show
that we are no by means crushed — let alone demolished — by
the arguments adduced in his forcible reply.

In the role of Joshua he has but loosened a few coping
stones of our walls, which we now endeavour to cement up
again.

An Explanation.
Before proceeding to comment further, perhaps it will be
a* well to refer to the Editorial remark on p. 818 that the
figures for the weight at the beginning and end of flight
were not in agreement with the tabulated statement. This
obviously refers to the petrol plant weights, but it must be re-
membered that the I.C. engine power is only 1,005 h.p. at the

height quoted (compared with 1,500 at ground level) this mak-
ing the comparison accurate.

Tabulated Claims.
Capt. Sayers concedes that we have made good use of the
fact that the turbine plant does not lose in power with in-
crease of altitude, but we cannot agree that this is the sole
point in favour of turbines. Does he not consider the follow-
ing advantages — which We expressly stated that we did not
labour as being obvious — to be very strong arguments in its
favour ? We refer to —

(a) Practical elimination of fire risk;

(b) Elimination of petrol system, with all its faults of car-
buration, air locks, punctured floats, choked jets, etc. ;

(c) Elimination of electrical ignition, oily plugs, carbcnii-a-
tion and pre-ignition ;

(d) Elimination of inlet and exhaust valves, with burning
and distortion troubles ;

(e) Absolute uniformity of turning moment, with abolition
of propeller flutter;

(f) Elimination of vibration and reduction of noise;

(g) Elimination of smell;

(h) Vastl3' improved flexibility ;

(j) Ability to operate on a fuel which is relatively cheap.
There are other minor points, but it is considered that the
above list is sufficiently imposing to warrant a close investi-
gation as to whether the demerits of the plant are of sufficient
importance to outweigh the above considerations, coupled
with the gist of our letter re depreciation, insurance and
tunning costs.

Ths Power of the Napier Engine.
The power of petrol plant we have based on the maker's
figures of 375 at cruising speed at 2,000 r.p.m. at ground
level. Also the makers' figures give 465 permissible for three
minutes, which gives 1,860 h.p., not 2,000 as stated by Captain
Sayers. We particularly considered cruising speeds only to
make the comparison fair, as the turbine proposed is capable,
as installed commercially, of 25 per cent, overload, which
would give us 1,875 b.h.p. for short periods, so that the con-
ditions are equal. The over-running of petrol engines
(usually against the makers' wishes) is notoriously detri-
mental to their longevity.

In Defencb of Assumptions,

We have certainly assumed that the steam plant can be
installed on bearers and supports of the same weight as for
the petrol plant, this being due to the fact that the outfit con-
sists of dead load or of parts rotating with absolute uniformity.

The turbine and gearing lends itself admirably to installa-
tion in the nose of the fuselage, eliminating at one stroke the
outboard nacelles, bearers, etc., necessary for the support of
four vibrating petrol engines.

With regard to the statement that we have assumed that
the plant can be installed in a space equal to that of the
petrol plant, we have taken identical machines in both cases.

In fact, drawings showing a steam plant as outlined in-
stalled in a V.1500 Handley Page bomber have been in exist-
ence for some eighteen months. Moreover, the plant has
the additional advantage that the single unit power plant is
accessible at all times instead of being located exterior to the
fuselage, where attention during flight is, if possible, at least
very inefficient and dangerous. We suggest that Captain
Sayers should make a voyage of inspection of some modern
power stations having small units of the size and type pro-
posed by us and obtain ocular demonstrations that the bulk
of the steam turbines in question is quite within the imposed
limits. We shall be happy to furnish names of such places
if he so desires.

We are quite in agreement with Captain Sayers that the
stumbling block is the condenser, and we insisted strongly
upon this in our original communication, and it is upon this
particular item that research should be concentrated.

Concerning Space.

Whilst we concur that the saving in space and cost of land
occupied is of great importance in central station work, yet
this very point has been taken into consideration in most
plants and the issue is only confused by the introduction of
such a parallel — Captain Sayers in his original communica-
tion being himself the culprit.

The layout of almost any power station will show large
unoccupied spaces for future extension, the head room of
buildings being more concerned with crane arrangements and
fuel supply.

Concerning Reliability.
With regard to reliability, Captain Sayers concurs in our
contention that the turbine is almost entirely free from break-
downs, and further on states that the mechanical structure of
an aero engine has a fair degree of reliability, but that the
essential accessories are the chief cause of failure owing to
the drastic pruning they have been submitted to. It is a
feature of our case that the bulk of these unreliable acces-

December 8, 1920

Aeronautical Engineering (supplement to the aeroplane.) z77

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sories have been eliminated, the remainder being only subject
to known steam problems with consequent gain in reliability
of the plant as a whole, compared with the petrol engine
troubles detailed in points (a) to (j) above. It matters little'
what fails if it brings the machine down, and reduction in the
number of potential causes of failure is surely an aim to be
striven after.

We quite concur that a power station engineer would not
be enthusiastic about the steam plant proposed, but we
imagine he would infinitely rather have it than the present-
day aeroplane plant operating under similar conditions. In
both cases duplication is cut down to a minimum, and, as
pointed out above, the comparison is- scarcely justifiable in
that no development work in lightening the steam plant with
a view to its adaptation for aircraft work has been undertaken.

We agree that loss of vacuum will reduce turbine output, that
a split tube will deplete the stock of water, but are the faults
detailed above as inherent in the petrol plant not even more
serious ? Admitting all these things, we submit that Captain
Savers has not adduced a convincing argument to the penul-
timate paragraph of our letter pointing out that the petrol
plant has had the advantage of years of development, whereas
work on the steam plant, with the exception of that of a
few enthusiasts, has been nil. It is, consequently, not to be
expected that perfection could be attained at the first onset,
and our argument that progress could only be with vigorous
experimental work still holds good.

We regret that Captain Sayers thinks we have adopted the
dodge of divorcing a phrase from its context, and must admit
that we fail to discover upon what portion.', of the article he
holds us guilty.

We regret also that to man}' of our points Captain Sayers
has made no reply, so that following the ancient saw we
presume that "silence gives assent."

Apologising for the inordinate length of this reply,'
We are, yours faithfully,
Geo. Tilghman Richards,

RR.Ae.S.. M.I.M.E-, M.I.Ae.E. (Hns.).
R. J. Butler, Mj.N.A.

The Defence of the Internal Combustion
Engine.

The communication from Messrs. Richards and Butler can
not be regarded' as adding to the strength of the steam
turbine case. It contains no answer to the questions raised
as to why it should be assumed that the complex and essential
adjuncts to an effective steam turbine plant should be more
reliable than the relative simple auxiliaries of the petrol
engine when the former have been as drastically pruned in
weight and in space occupied as have the latter. There is
in it very little of fact. Some of what purports to be fact is
open to serious question. *

A Reiterated Error. •

An error in the computation of the power developed by the
Napier "Lion" engine was pointed out in the previous reply
to the same authors. The error is here reiterated with cir-
cumstance. It is stated that the makers give 375 h.p. at
2,000 r.p.m. at ground level as the cruising power, and 465
as the maximum permissible power for 3 mins. Possibly
Messrs. Napier, replying to a Scotch enquiry, allowed for
Scotch petrol suffering the same dilution as has befallen other
Scotch spirits. Even so, and allowing for Lord Weir's
prophecy of a number, of dry Scotch summers, who will want
to fly to" Scotland ?

In England to-day (Nov. 30th) the makers give the figures
as 484 h.p. at 2, ioo r.p.m. maximum output, 470 h.p. at 2,000
r.p.m. normal continuous full power, and state that in practice
this type of engine has flown for hours at 2,200 r.p.m., giving
at least 490 h.p.

Referring to the power plant weights which were ques-
tioned on page 818 , the authors give 1,005 as the h.p. of four
such engines at 1,000 ft., which is 251.25 h.p. each. This
figure is arrived at by taking their own figure of 375 h.p. as a
full throttle figure, and assuming that the decreased m.e.p.
due to reduced air density operates as though 375 h.p. was
the maximum possible output at sea level.

The Safe Output of an I.C. Engine.

The stresses to which an engine is subject in running are
due to two causes. Of these one is the inertia of the moving
parts, and the loads due to this cause depend solely on the
speed of the engine. For 2,000 r.p.m. thev are the same
whether the height is sea level or 100,000 ft.

The second is load due to the actual explosion and com-
pression pressures, and these are directly measurable by the
m.e.p. developed by the engine If the Napier "Lion" can
develop 375 h.p. at 2,000 r.p.m. at 10,000 ft , it can do so
with exactly the same working stresses — and therefore with
the same reliability — as at sea level.

Computation from the known performance at sea level in-
dicates that the engine can certainly develop 335 h.p. at
2,000 r.p.m. at 10,000 ft The makers themselves give 350

December 8, 1920

1

h.p. as the safe continuous output at that height. Therefore
if 375 h.p. is a tolerable cruising output at sea level, 335 h.p.
is an even more tolerable output at 10,000. Therefore the
10,000 ft. h.p. is to be assessed at certainly no less than
4x 335 = I)34°- The difference of 19 per cent, in the power,
compared with that of the turbine, will make j a difference
of only one or two m.p.h. in the speed, and the contention
that the speeds with either power plant would be the same is
j ustified.

The Corrected Figures.-

This correction enables the true figures for weight per h.p.
of the petrol plant to be arrived at — 7.05 lb. per h.p., includ-
ing fuel, instead of 9.475 as given; and 4.4 lb. per h.p. at the
end of the flight, instead of 5.9 lb.

With this as an example of the accuracy with which the
known ascertainable facts concerning a well tried petrol plant
have been presented, it can scarcely be expected that the
estimates for a problematic turbine plant will command much
confidence. >

Even if they are accepted they should suffice to convince
any but the most optimistic aeroplane designer that the plant
was impracticable.

A Reply to the Tabulated Claims.

Referring to the tabulated claims (a) to (j) made for the
turbine plant, the majority have already been dealt with.
Some slightly more explicit answers follow.

(a) Practical elimination of fire risk. — This can certainly not
be allowed. Petrol is dangerous because, despite the absence
of any open flame in the I.C. engine, it ignites so easily that
the mere occurrence of a spark may produce fire. Paraffin
in contact with the large heated surfaces necessarily present
in the boiler will ignite with certainty, and heavier oil with
fair ease. Although such a fire would probably be extin-
guished in a crash by escaping steam, death from scalds in-
flicted by high-pressure steam has no outstanding attractions
compared with mere incineration.

(b) , (c) and (d) (Removal of certain points of weakness
found only with the petrol engine) must obviously be 'ad-
mitted. But why is it assumed that these more than counter-
balance the known risks of failure of the steam system, plus
the unknown ones which will supervene when the plant is
cut down to weights and sizes permissible in an aeroplane?
Something a little more definite than mere assertion is neces-
sary,5 as has already been pointed out.

(e) Absohite uniformity of turning moment. — This is a
possible advantage, but it is not entirely a question of the
turbine. Flash, semi-flash and other heavily pressed types
of boiler have a nasty habit of throwing over chunks of solid
water with their steam. This may merely strip a few blades
from the turbine, but may cause rather aggravated airscrew
ilutterings Airscrews do the falling leaf stunt rather prettily.

(f) Elimination of vibration and noise. — This is purely a
question of design and balance of rotating parts and gears.
The Ljungstrom type of turbine, used on land for power
station purposes, has its two oppositely rotating elements
synchronised absolutely by the paiallel connection of the
alternators, one of which is connected to each element. No
details of the exact arrangement of gears which is to be
used for this purpose in the aeroplane, is available, but it
seems not impossible for distinctly serious suiging between
the elements — -and consequent vibration — to occur if the gear
is to be within permissible limits of weight.

Also turbines have been known to vibrate atrociously and
to make the most fiendish noise under the most favourable
circumstances.

(g) Elimination of smell. — Why? An oil-fired steam-ship
has a vastly greater capacity for creating a foul stink than has
the ordinary petrol motor-boat.

(h) Vastly improved flexibility. — The steam plant has a
capacity for running steadily at much lower speeds and loads
— relatively to normal— than has the petrol engine. But the
petrol engine range of speed and power is far greater than
the aeroplane can use. Where is the advantage of sweet
running at speeds and powers which cannot possibly fly the
aeroplane ? Also, generally, the fuel consumption of steam
plants is far more adversely affected at low load than is that

■ of the I.C. engine.

(j) Ability to operate on cheap fuel.' — The I.C. engine to burn
cheap fuel already exists. In its present form it is no further
from a practicable aero engine than] is the steam turbine.
The difficulties to be overcome in reducing it? weight and
bulk to limits suitable for aero work are certainly less than
in the case of the steam turbine. When it is developed it
will be far simpler than any possible steam plant, and more
reliable. And finally it will burn only half the amount of
that cheap fuel.

Installation Weights.
It is claimed that the bearers for the steam plant can be
as light as those for the petrol plant, because of the absence
of vibration which has been assumed. Col. Bristow, in his
letter, refers to the question of gyroscopic effects when the
aircraft is subject to angular accelerations of the order usual

December. 8, 1920

Aeronautical Engineering

(Supplement to The Aeroplane.)

8/9

KINDLY MENTION " THE AEROPLANE" WHEN CORRESPONDING WITH ADVERTISERS.

(Supplement to The Aeroplane.) Aeronautical Mogineeriag

December 8, 1920

in aeroplanes. These forces must be provided for in the
bearers. Such accelerations may be due to either manoeuvr-
ing or to "bumps." One would scarcely attempt anything
like a manoeuvre on such a machine as contemplated, but
bumps are scarcely avoidable, particularly on a machine
which is to fly on at least twice the number of days per
annum possible to the petrol-engine type.

(Incidtntally the details of the new calendar giving at least
500 days per annum would be of interest.)

The Question of Space.
- On the subject of space occupied, I shall certainly make
every endeavour to visit any steam turbine plant now in
operation which, including boilers, condensers, air pumps,
feed pumps, and such like essential auxiliaries, can be packed
into the space available on any practicable 30,000-lb. machine,
and can then develop 1,560 h.p. Even one which can be put
into a 20 ft. cube would interest me intensely — though I can
scarcely see it flying unless several I.C. engines are help-
ing it.

With regard to the matter of phrases divorced from their
context, I would refer the writers to their use of my phrase
concerning the necessity of condensers not being immedi-
ately obvious, and to the illustratise statement that 123 per
cent, loss of condensate meant an extra load of at least 1 lb.
of water per h.p. hour. Reading their first letter one would
assume that I had thought condensers unnecessary, arid
I22 per cent loss of condensate normal, though nothing of the
sort was stated, or could properly be inferred from my state-
ments. One must assume from the penultimate paragraph of
their letter that they failed to understand what those phrases
did mean.

Their curious attitude towards the space question presum-
ably is a similar result of non-understanding. One aspect of
this was referred to in connection with their previous letter.
Another example occurs in their later effort.

What on earth has space for extensions and head room for
cranes to do with the matter? The reference was to space
actually occupied by the essentials of the steam plant, and I
repeat that if they can produce steam plant which can be
packed into the space allowable — or even say the i,500-h.p.
plant in a 20-ft. cube, which is certainly not allowable — then
the power-station engineer will pay them more for their
efforts than the aeroplane builder'. I da not say he will pack
it into a 20-ft. cube, or that he will not leave room for ex-
tensions, or for travelling cranes. I merely say that he will
be delighted to know of it and will pay high prices for it
and make dividends out of it.

For the rest, I must explicitly say that in this case silence
does NOT imply assent. I have specifically assented to such
claims as appear admissable. The debatable ones remaining
are far too numerous to discuss and deny in detail.

The Power Station Analogy.

Col. Bristow has more temperately stated the case for the
steam plant and has allowed it the benefit of the doubt in
regard to reliability. Both he and Messrs Richards "and
Butler agree that the power-station engineer would object to
the steam aeroplane plant on the score of reliability, but
would object even more strongly to the aeroplane I.C. plant.

I have no doubt he would, because it has become a habit

among aeroplane apologists to throw the blame for all aero-
plane failures on the aeroplane engine, and the power-station
engineer naturally would accept their estimates of its un-
reliability— having no experience of the type of plant In
question.

Speaking from a direct and fairly continuous experience of
the performances of steam-power plant as used for" electrical
generating purposes over the period from 1901 to 1,910, and of
aeroplane engines as installed in aeroplanes from 1910 to date,,
I feel certain that the aero engine is not given due credit for its
surprisingly good qualities.

The Surprisingly Reliable Petrol- Engine.

I am perfectly certain that if a decently designed aero
engine of to-day could be installed as a stationary power plant,
and rated at its normal cruising powei, with its normal maxi-
mum output as its overload capacity, would rather startle
the average power-station man by its abnormal reliability.

The installation weight would be higher thau that usual in
an aeroplane, but it would not need to be so high that the
total weight per h.p. exceeded the estimated steam turbine
weight given by Messrs. Richards and Butler.

A Forgotten Circumstance.

It is not usually remembered that in a power station the
plant is under continuous supervision. The slightest trace of
irregularity of running is noted, and attended to, and faults
which unattended would lead to serious breakdown are fre-
quently remedied before any ill-effects supervene.

All such troubles as are due to choked petrol filters, faulty
radiators, ignition troubles, oiled plugs, etc., in the aero
engine have their little counterpart in power-station work.
They are prevented from being serious by the provision of a
very thoroughly duplicated system of auxiliaries and a care- 1
ful watchfulness on the part of the attendants.

Run under aeroplane conditions of continuous full load with
no supervision at all the average power station would break
down much more often than does the average aero engine.
With power station attention, and with equally careful in-
stallation, the aero engine would at least make a very good
show against its vaunted superiors.

It should also be pointed out that I referred in the com-
parison not to the use of a specially-designed aero steam plant,
as Col. Bristow states, but to standard steam plant, merely
devoid of duplicated auxiliaries, and continuously running
at its maximum output, with no surplus capacity of any kind
available.

Concerning Water Circulation.
Col. Bristow's remarks rs to the relative quantity of water
circulated per hour for the I.C. engine and the turbine have,
of course, a bearing on the problem, but they may be mis-
interpreted by those unacquainted with the conditions as im-
plying that the condenser and air pump problem are simple
compared with those of radiator and circulatine pump. The
54,000 lb. of water per hour (for about 500 h.p. turbine) have
to be circulated in the form of steam, and when they leave
the turbine at a pressure of about 1 lb. per sq. in. absolute
the volume is large and the condenser has to deal with this
volume. It has in addition to extract from the steam about
1,000 b.t.u. per lb., instead of, as in the case of the I.C. engine
radiator, some 20 or 30 b.t.u. per lb. of water. — W. H. S.

IMPROVING ON NATURE.

A well-known aircraft designer, speaking of the Handley
Page wing and its claimed results, said that he did not
believe it, because if it worked Mr. Handley Page knew
more about wings than God did — otherwise the Almighty-
would have made birds with their feathers arranged dif-
ferently. The same gentleman doubtless will refuse, on
similar grounds, to believe in the appended photographs.
Because if they are true, surely the snail would have tucked

his house away in his tummy, instead of carting it on his
back all the time. The photographs represent the Sablatnig
commercial monoplane folded and housed in the tent which
it carries about in the -body while in the air. A photograph of
the machine folded, but in the open, was published in this
paper on Nov. 24th last, and this showed the very small
space needed for housing. Specifications and a complete
description were published with other photographs at an
earlier date.

The Sablatnig Commercial Monoplane in the Portable Canvas Tent which forms part of its normal equipment.

December 8, 1920

Aeronautical Engineering

(Supplement to The Aeroplane.)

88l

D

THE

RCRAFT LId-

stag LANE AERODROME,
EDGWARE. MIDDLESEX.

DESIGNERS AND MANUFACTURERS OF "D.H." AIRCRAFT.
CONTRACTORS TO THE AIR MINISTRY.

Awarded Highest Prize in Air Ministry Competition

The World's Most Luxurious
Commercial Aeroplane.

HAND LEY PAGE TYPE W.8,

Fitted with 2-450 h.p. Napier Engines.

HANDLEY PAGE LTP LONDON, ENGLAND

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(Supplement to The Aeroplane ) AerOIiaUtical Engineering DECEMBER 8, IQ2Q

AIRSHIP PILOTING AND MOORING.

At the meeting of the Royal Aeronautical Society on
Thursday, Dec. 2nd, two very interesting papers were read,
both dealing with the practical operation of airships.

Air-Marshal Sir Hugh Trenchard, Bart., K.C.B., D.S.O.,
took the chair.

Major G. H. Scott — the pilot of R.34 on the America trip —
lectured on "Airship Piloting," and was followed by Capt.
Fi L. C. Butcher, who dealt with "Airship Mooring."

Airship Piloting.

Major Scott's paper dealt with the subject of the art of
piloting an airship on the broad lines. He dealt with it
under four headings : (a) Aerostatics of airships, (b) Aero-
dynamics of airships, (c) Weather V\'ith regard to airships,
and (d) Navigation.

Under the first head the subjects of the lift of hydrogen
and its amount, the effect thereon of the height of the baro-
meter, of the air temperature, and of superheating were
simply outlined. Under the heading of aerodynamics the
rate at which resistance and dynamic lift wili vary with the
size and speed of airships were pointed out, and the advan-
tages which will accrue from enlarging ships were touched
on.

A disadvantage, that with increasing size the effects of
superheating the gas to a given degree increase more rapidly
than the dynamic lift which can be obtained by tilting the
ship, is pointed out. The result is that extra "ballast must
be carried to compensate for the heaviness which results on
cooling after gas has been discharged to compensate for
the superheat.

With regard to weather, Major Scott stated that the idea
that the airship is only a fine-weather craft is not entirely
correct. The weather limitations are mainly due to the
difficulties of getting in and out of sheds in wind. Once in
the air, the airship is not a fine-weather craft.

When mooring arrangements have been properly developed
the airship will be almost as independent of weather as the
ocean-going liner.

Strong winds are generally due to cyclones, which are
approximately circular in form with the wind blowing round
in a spiral path. The size of the systems vary from 200 miles
diameter to a size covering half the Atlantic. Usually big
cyclones are associated with smaller wind velocities, they
give more warning of approach, and can be more easily
■avoided or used.

Except in rare cases — as when the base for landing is in
bad weather — a pilot should never beat directly into a strong
wind, but should turn broadside t;> it and go round the
central bad area.

The steady beam or head wind of 20-30 m.p.h. is more
vserious than the very strong wind, for it may endure for a
long time over a large area.

Good meteorological reports are needed, so that if neces-
sary the pilot may alter course 12 or 24 hours before meeting
them. As an example, if flying from Malta to Norfolk the
pilot knew of a depression centred N.W. of Scotland, pro-
ducing westerly and south-westerly winds over North France
and South England, he would fly to pass out into the Bay
of Biscay just north of the Pyrenees and. when he met the
westerly winds, turn north and be drifted into his objective.
"This would make a longer course, but a quicker one than if
he made direct for his base and had to edge up into a
30-mile-an-hour wind for some hundreds of miles.

To use meteorological data to good advantage the pilot
should be able to read the barometer. This he cannot do
unless he knows his true height above sea-level — as otherwise
he does not know whether movement of his barometer is
due to change in his own height or change of pressure at
sea-level. At present it is not possible to determine the true
height, and some method of doing this is urgently needed.

For navigational purposes information as to changes of
wind with height is desirable. Such as is now available
refers to clear cyclonic weather conditions, and there is
reason to believe that it does not hold good under bad con-
ditions.

The importance of the permanent (trade, etc.) winds to
airship navigation were pointed ou*-.

The temperature conditions which are experienced in prac-
tice were described, with the effect on superheating — which
i,4 a rise in temperature of the gas — due to the direct heat
of the sun — to above the temperature of the air. Generally
the air temperature decreases and the. sun's intensity in-
creases with height, so, that the best method of reducing
superheat is to fly low and, as cooling is increased by in-
creased air speed, to fly fast.

Under some conditions — as over icefields — the air low down
is cooler than up above. If the air is then clear, very high
superheats may occur low down. R.34 reached a super-
heat of 40 deg. F. under these conditions off Newfoundland.

Electric storms are the airship's greatest danger, not from
risk of the ship being struck, but because the violent bumps
and eddies may damage the structure. Such storms are
generally confined to' definite areas and occur at particular
seasons They follow definite tracks and some places are
entirely free from them. It should be possible to chart areas
liable to such storms and to avoid passing through these
when warning of the probability of such storms was received.
An instrument for detecting the approach of electric storms
would be of great value.

Clouds and fog are not serious inconveniences. With
present navigational facilities a good course can be kept
without seeing the ground. Rain makes the ship heavy,
but rain can usually be avoided by changing height.

The chief danger of snow is that of caking on the bow
and driving the nose down. Only soft, wet snow will cake,
and a rise of 1,000 ft. or so takes the ship into hard, dry
snow which will not collect on the ship.

The paper concluded with a statement of the methods
available for navigation. As . with the aeroplane, these are
dead reckoning, sun and star sights, and directional wireless.
The only conditions which differ are that the airship is a
better and steadier platform for astronomical observations.

Airship Mooring.

Capt. Butcher's paper consisted in the main of a brief
outline of the development of airship mooring-out methods,
following a description of the difficulties of getting an air-
ship into a shed in a high wind.

The mooring of an airship to a drogue at sea was first
described. The experiments made in this direction show
that an airship moored to a drogue can be picked up and
taken in tow by a ship, and could operate at sea for weeks
it the parent ship is fitted with fuel and gas supply arrange-
ments.

Overland mooring has been ' practised by two methods —
mooring by wires and mooring to masts.

Mooring by wires was first 1 developed in connection with
small non-rigids early in the war, but the ships then used
were not strong enough to stand up to high winds.

In 191 7 R.o returned from patrol short of fuel' in a wind
too strong to land in. It was decided to hold her out over
the landing-ground till the wind dropped, but it was so
difficult to keep her steady that she was finally secured to
three bollards fixed at the corners of a triangle. The result
was so satisfactory that further experiments were made and
the three-wire mooring system was developed. This system
was used at Mineola during the stay of R.34, and proved a
satisfactory emergency system.

The development of the mooring-mast was then traced up
to the presenc time.

It has been proved possible to bring a rigid up to the mast
in flight and secure it to the mast in 11 min. from the
time of the ship dropping her rope, with only seven men
on the landing-gear, to refuel and regas the ship in position
at the mast, and to remain at the moorings for six weeks,
subjected to winds up to 45 m.p.h.

THE DISCUSSION.

The two papers were discussed together.

Wing-Commander T. R. Cave=Brown=Cave congratulated the
two authors on their eminently practical papers. With refer-
ence to the two bow-mooring systems for non-rigid airships,
he thought the superior results obtained from the horseshoe
cradle system was really due to the fact that those who built
the trial apparatus of this type had greater lesources for
manufacture than the makers of the competing system of
mooring to a projecting' spar. With reference to Major
Scott's experience that snow collected on the nose of the ship,
he himself 'had only known it to collect towards the tail. He
thought the papers emphasised the importance of airmanship
as compared with the provision of good air materiel. R-34's
trip to America was a triumph of airmanship, and the present
position was that ships could be built of a performance which
made possible flights of a type which w_ent beyond existing
experience as regards actual handling by their officers.

Col. Gold dealt with meteorological matters. He thought
Major Scott had not given sufficient attention to cases of
really bad weather. A fortnight ag^a full gale was blowing
over the whole area from the Shetlands to the North of
France, and such a bad weather tract could not be evaded as
simply as the cases Major Scott had dealt with. Such bad
conditions were not uncommon in these latitudes. South of
Paris they were rare.

Capt. Bygrave said that he had recently had an opportunity
of making navigational observations on R.33. Compared to
the conditions of an aeroplane, the airship offered startling
possibilities for navigation. He thought fixes could be made

December 8, 1920

Aeronautical Engineering (Supplementto.THB.ABSOT',m.i 883

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AND C O M P A^^^^ . H M, I T. E, D

Naval Cons true tion Works.
DALMUIR

Aerodrome & Hangars at Dalmuir
' and Ihchinnan . —

RO PLANE

AS RECENTLY SHOWN AT THE AERO SHOW. OLYMPIA.

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884 (supplement to T^AEHomNB.) AeroiaateUisal Magia@©ring

December 8, 1920

to three times the accuracy possible in an aeroplane, and
nearly as accurately as on a high-speed ship.

Mr. Campbell, of the Airship Design Department, said that
these papers dealing with specialised aspects of airships in
operation were of vast interest. The airship's value depended
on what it could do in practice. The papers showed that
although 011 short trips wind made high regularity of service
impossible, on long distance routes a fair degree of regularity
should be attained. The speed of the airship was higher
than that of weather disturbances, and so it cculd dodge bad
areas. The sea ship was *not fast enough for that. The
mooring problem was vital. Airships could not be handled
on the ground in a wind, and the remedy was to stop 100 ft.
above it. This meant mooring out. One could now see
through the design difficulties of really large ships, but they
were not worth building till the handling difficulty was satis-
factorily solved.

Mr. Pannell (N.P.I*.) said that one effect of super-heating
was to pitch the ship, and this added to resistance. Avoid-
ance of super-heat, therefore, would increase speed and
range. As to electric storms, he would like to know what was
the evidence that ships had been struck by lightning. Two
cases did not seem enough evidence as to the absence of
danger. The reference to wind-tunnel tests on mooring
systems might mislead. Tests had been made on wire moor-
ing systems, applying forces determined by test on models of
ships in the tunnel, but moored models had not actually been
put into the tunnel. Finally, he appealed for accurate tests
of performance on all existing airships — even obsolete ones
which were to be deleted.

Capt. Pritchard said that long pioneer flights were of great
value for the data they afforded. On such flights the pilot had
to occasionally indulge in original research work at a
moment's notice. He showed portrait slides of Major Scott
taken on R.34 at the time of encountering the inverted
super-heat off Newfoundland. In the first Major Scott had
a very worried look, and rightly, for had he not decided
promptly as to the action to be taken, R.34 would never have

reached New York. The second slide showed him smiling
broadly, having decided upon the right course Super-heat-
ing was a serious problem, it reduced the paper peitormance
of an airship by 7 per cent. He agreed with Mr. Campbell
that the design of airships was ahead of the organisation for
handling them, and that the mooring problem was urgent.

Wing=Commander F. M. Boothby wanted information about
thunderstorms. What ought one to d> if one got into one ?
He thought the question of mooring out over water required
further consideration. If one had to land heavy, as would
occur in commercial service, one must land over water and
sit 011 the surface. He suggested flooding Brooklands as an
airship harbour.

The Replies.

Major Scott, in reply, said, in regard to snow, this settled
on the bow on the old parallel body type ship It might do
it elsewhere on streamline ships. With regard to Col Gold's
remarks as to the existence of very large depressions, he said
that one had long notice of them, and could act as necessary.
In the cases of two German airships which were struck by
lightning, one had the weight on the end of the wireless
aerial fused, and the other had some of the bow gilders fused.
One must run engines in a thunderstorm in order to control
in the bumps, and one would want them full on to climb out
as quickly as possible.

Capt. Butcher's reply was short, as little criticism had been
passed. With regard to Commander Boothby's staten" ents as to
mooring over water, he agreed as to the importance thereof,
but had little experience.

The Chairman (Air Vice-Marshal Trenchard), in moving a
vote of thanks to the authors, said that he had been en-
deavouring' to acquire all possible information as to airships.
It struck him that the great difficulty of aiiship operations
was that although the meteorologist knew a lot about winds,
he could not give the information really needed, which was
the time when the wind was going to blow, where it was
going to blow to at that time, and how long it would last.

THE AIRSHIP'S LAST CHANCE.

His Majesty's Airship Station, Pulham, Norfolk, wants Air-
ship Riggers, Aero Engineers, Fabric Workers, Hydrogen
Workers (Silicol process). A limited number of men of the
above trades are required by the Controller-General of Civil
Aviation on a civil engagement.

Applications, giving full details of qualifications, including
Service record, together with copy of testimonials, should be
forwarded to the Secretary (S.2), Air Ministry, Kingsway,
Loudon, W.C.2, not later than Dec. 1st. Preference will be
given to ex-Service men and men with Rigid Airship ex-
perience. Envelopes should be marked in top left-hand comer
with designation, i.e., "Rigger."

It is understood that these men are wanted in connection
with the Air Ministry's scheme for running airship lines from
England to the Near East.

The much-advertised plans for a commercial experimental
line, the ships to be supplied by the Air Ministry and the
working arrangements to be made and financed by a combina-
tion of steamship and airship firms, has fallen through, as
might have been expected seeing that the success of the
idea presupposed intelligence and enterprise on the part of
the directors of successful business firms. Therefore the
Department of Civil Aviation has decided to run the ships
experimentally itself, hoping that when it has been proved
that airships can operate successfully, some capitalist may be
found who retains sufficient intelligence to be wise after the
event and finance an airship line in the expectations of a title
in return for his services to aeronautics. — C. G. G.

AIR MINISTRY NOTICE TO GROUND
ENGINEERS.

No. 15, 19:0. — Siddeley " Puma " Engines — Disuse of High-Compression
Pistons.

It is hereby notified : — 1. Siddeley "Puma" engines, manufacturers'
numbers from 8199-9982, were fitted with hieh-eompression pistons. As
the result of Service experience it was decided to convert these engines
to low compression by replacing pistons, part No. 703/19, with pistons
part No. 703 / ioa.

2. A considerable number of these engines have already been con-
verted, and can be identified by reference to the log book or to the
statement stencilled on the crankcase.

3. Ground engineers operating should ensure that all "Puma" engines
in use or intended for use in civil aircraft are converted as above. In
all such cases the letters "H.C." on the crankcase and the compres-
sion ratio figures on the instruction plate should be defaced and a nbte
inserted in the, log book.

4. After converting an engine to low compression a test run of at
least 30 minutes' duration should be made, and if lubrication and
pistons appear satisfactory on inspection a short test at full power
should be given

5. !\'o 'aircraft equipped with a Siddeley " Puma " engine fitted with
high-compression pistons can be granted a Certificate of Airworthiness.

Air Ministry, Nov. 27th, 1920.

QUAINT PATRIOTISM.

The Air League of the British Empire seems to have a
curious way of spending its members' money and upholding
the reputation of British aircraft.- In a four-page leaflet issued
by the Air League some time in October, three pages and
threequarters are devoted to the recent Air Confeic-nce and the
remaining quarter of a page is given to a glowing advertise-
ment of the Fokker monoplane.

The writer of the paragraph makes the' astounding dis-
covery that the new Fokker "monoplane has "only one big
wing, whereas in the early days monoplanes had two wings."
(Juite apart from the fact that eveq if the two wings are built
in one, they still remain two separate wings aerodynamically,
this clever writer forgets that the old Blericr and Morane
"Parasols" also had their wings built as a single surface.

Thereafter the description eulogises the Fokker because,
with an engine of 185 h.p., it "will carry six passengers and
two pilots at an average speed of 80 miles an hour." As a
matter of fact, what it really carries is five passengers and one
pilot, or four passengers in the cabin and a pilot in the cockpit
outside The eulogist forgets to note that tb»' machine takes
a run, of about half a mile to leave the ground wiier csr^vuig
this load, and "kites" very nearly as far before it can be put
onto the ground when landing. Also the 185 h.p. can be pushed
up to 230 h.p. for getting off, so that the performance is
nothing like as wonderful as it might appear. It is, in fact,
almost exactly that of the Avro triplane, which is made efl-
tirelv out of wartime standard parts

One admits that the Fokker machine is good, but, before
the Air League starts spending its subscribers-' money on
advertising the products of the clever young Dutch-German
designer, who cost us so many good lives during the war, it
might do something in the way of advertising British pro-
ducts. When it has imnressed on its subscribers the excellent
performance of the D.H-iS as a passenger carrier, and the
extraordinary regularity of th,e old twin-engined Handlev
Pages, and the amazing soeed of the Martinsyde "Semi-
quaver" and the Niermort "Goshawk," and the extraordinary
advances made possible by the tests of the Vickers, Super-
marine and Fairey Amnhibians, and when it has persuaded
all its subscribers' to take a practical interest in aviation bv
doing a little flying at Croydon or Cricklewood, then it will
be time enough for the Council of the Air League to spend
money on advertising foreign products.

If the Air League wants to do really useful work, let it set
to work seriously to convince the British Public that air
lines are a business proposition. Let it hold meetings in com-
mercial centres and tell its audience about air mails and
air parcels' deliveries. Th=>t will he better than publishing
stale news out of daily papers. — c. G. G.

December 8, 1920

Aeronautical Engineering

(Supplement to The Aeropune.)

885

B.T.H -the Quality Magneto

at the Air Ministry trials at Martlesham Heath

Large Aeroplane Class.

First Prize - Not awarded.
Second Prize - Handley Page, Napier "Lion"
Engine fitted with B.T.H. Magnetos.

Small Aeroplane Class.

First Prize - Westland Six-Seater. Napier
"Lion" Engine fitted with B.T.H.
Magnetos.

Second Prize - Sopwith "Antelope." Wolse-
ley Hispano "Viper" Engine fitted with
B.T.H. Magnetos.

Amphibian Class.

First Prize - Vickers "Viking III." Napier
"Lion" Engine fitted with B.T.H.
Magnetos.

Third Prize - Fairey Amphibian. Napier
"Lion" Engine fitted with B.T H.
Magnetos.

B.T.H. Magnetos are as perfect as
engineering skill can make them.

The British Thomson-Houston Co , Ltd.,

Lower Ford Street - - Coventry.

Member of the British Ignition Apparatus Association.

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886

(Supplement to The Aeroplane.)

Aeronautical Engineering

December 8, 1920

PARACHUTES AND

THE AIR MINISTRY

By E. R. CALTHROP.

COMPETITION.

The following is an abstract of the interesting plea made by
Mr. E. R. Calthrop on behalf of the parachute, during the
discussion on Air Vice-Marshal Ellington's paper at the
Air Conference : —

When, in August, 1919, the Air Ministry announced the
Rules for a Competition for Aircraft to further the attain-
ment of Safety of Air Travel, these rules contained clauses
which made obligatory the carrying of parachutes for all
persons, for whom accommodation is provided, including
crew. The Judges were requested to have regard to the
method of fitting parachutes, and' especially to the means of
exit by parachute afforded to the occupants of the large
machines, and to allot marks for the same.

In the seaplane class, besides parachutes for all persons,
including the crew, lifebelts were to be craried. Similar in-
structions were given to the Judges as to the fitting of para-
chutes and means of exit, and for the allotment of marks.

But when the revised rules were issued some months later,
all the clauses relative to the carrying of parachutes had been
struck out, and in the recent trial* at Martlesham Heath, I
believe I am correct in saying, no parachutes were carried
by any aeroplane or seaplane entered and flown in either
competition.

So far as I am aware no explanation has been made public
by the Air Ministry as to the reasons bv which they were
actuated in withdrawing, in the case of a competition in
which the attainment of safety to passengers and crew was
the avowed principal object, the clauses relating to the
carrying of parachutes.

I think these reasons should be forthcoming, as the with-
drawal excited remark and has given colour to the supposi-
tion, which prevails amongst many people, that the Air
Ministry, opposed as they and their predecessors the Air
Eoard were to the use of parachutes on aeroplanes in the
war, were again opposed to the use, of aerial life-saving appa-
ratus on civilian aircraft. For myself, I believe this impres-
sion to be ill-founded ; but nevertheless it is widely, prevalent.

In this connection, I think it right to draw attention to
the fact that had these clauses been retained, the "Centaur"
machine, which had carried out her trials in the competition,
and subsequently clashed at Hayes, would have carried para-
chutes for all her crew and passengers, and the means of
their exit would have been carefully studied for use in such
an eventuality as that which actually happened with six
fatalities.

So far as the meagre evidence produced at the coroner's
inquest went, it would appear that the machine, from some ,
unexplained cause, got out of control at a height of some-
thing over 1,000 feet, and although it may be that all would
not have been saved in a fall from that comparatively low
height, two or three ought to have been, and their evidence
would have been of value in determining the cause of the
catastrophe.

[One disagrees entirely with Mr. Calthrop in this instance.
In such an accident as this nobody except the pilot would
know that anything was wrong till the machine actually hit
the ground. And the pilot would be too busy trying to re-
gain control to think of telling the passengers to jump. And
if he told them to do so they would not have done it. One is
convinced that parachutes will only be used in case of fire in
the air or in the case (a very remote possibility) of the
wings falling off an aeroplane at 10,000 feet, a height which
no commercial machine is likely to reach. — C. G. G.]

Without doubt, everyone is working in the same great
cause — the greater safety of civil aviation — and no one more
than myself admires the efforts made in every direction to
attain to safer conditions. Flying is already much safer, at
all events, than walking about London : but, in no form of
transportation, however long established, is there any immu-
nity from accident. It is therefore indisputably the duty of
all connected with aviation, high and low — officials at the
Air Ministry, the designers and builders of engines and air-
craft, the controllers of the transportation companies, down
to humble inventors of safety appliances like myself — to pur-
sue continuously the diminution of risk.

There are certain risks that can never be totally excluded.

For a long time yet to come, flying cannot be made so
safe that the occasion will never arise for passengers and
crew to leave the machine in mid-air. Provision must be
made for this; and is not' at present being made'on any
machine whatever employed in civil aviation ! That, briefly,
is the situation ; and the intelligent man of business quite
understands it. When he travels he is out for business and
not for adventure, and takes the safest and most certain
route.

In my opinion the Air Ministry and aerial transport, com-
panies rely a little too much upon the soothing statistics
periodically issued of the safety of civilian flying. Crashes
and fatal disasters are reported from various parts of the

world at the rate of one or two a week, and sometimes they
come in a bunch.

These fatalities have a pronounced psychological effect. The
official idea seems to be that any not connected with our own
civil aviation should not count. But the man in the street
does not think like that.

A crash with fatalities is to him a crash — wheresoever, and
in whatsoever circumstances it has happened — and he tells
himself that if he had been there he would be dead ! No
flying for him — thank you ! That is the psychological effect
of any fatal disaster-- military, civil, stunt, or otherwise,
wherever it happens — on the business man whom we all want
to attract to air travel.

I do not think it wise in the general interests of this
country's aviation, to wait for the carrying of parachutes on
civilian aircraft until after an appalling catastrophe to a big
machine carrying many passengers spreads horror through-
out the land. Then, of course, the carrying of parachutes
would be made compulsory ; but the "big noise" after a disas-
ter always implies want of prevision on the part of those
in authority. After such an occurrence it would take a long
time to start travel again, even when all machines of every
kind were provided with their appropriate life-saving equip-
ment, duly approved by the Board of Trade.

Surely it is pretty obvious that the evolution of the civilian
machine and its aerial life-saving equipment should proceed
together. One would have thought that the Air Ministry
would have realised this as a vital necessity, even though
it involved stowage room and the carrying of additional
weight — as it seems they did when the first competition rules
were issued.

But why did they retire from that position. They knew it
was a sound position and must ultimately prevail. Was it
because the aerial transport authorities feared that the mere
exhibition of aerial life-saving equipment would "get the
wind up" in their passengers and soj restrict bookings ?

If the Air Ministry from the first had insisted that equip-
ment must be carried on all civilian aircraft it would have
been a commonplace in two months, and by now regarded as
a matter of course. On sea-liners, life-boats and life-belts
do not scare passengers ; but, on the contrary, passengers
would be scared if they were not there. Boat and belt drill
do not terrif y passengers on a steamship ; nor would the
explanation of the methods of using parachutes scare aerial
travellers.

[It seems highly probable that the omission of the para-
chute provisions in the rules for the Air Ministry Compe-
titions was due to a wise recognition of the fact that it was
better to tackle the problem of aeroplane design for safety
by itself, and not to attempt to impose upon the unfortunate
Judges the task of estimating whether a bad machine with
good parachutes was better than a good machine with poor
ones.— Ed.]

It must be recognised that this job has to be taken in
hand ; and better now while the designs of civilian machines
are in a state of flux, than when they are approaching stan-
dardisation. Each type of machine, according to its design,
will have its particular requirements as regards the encase-
ment and use of parachutes ; and the type of parachute se-
lected must conform to the design and requirements of the
machine.

I have been criticised by people who do not understand
these matters for designing so many different types of para-
chutes, instead of adhering to a single standard pattern.

The parachute enclosed in these different patterns of con-
tainers is standard; but it is the containers and methods of
operation which vary, and must do, to be best adapted to any
particular type of machine.

It is a great pity the aeroplane parachute was not adopted
early in the war; "for if it had been, all its problem of usage
in accident and the best methods of getting away from fired,
broken, and uncontrollable machines would have been solved
long since ; and the experience would now be invaluable in the
greater problems with which we are confronted in regard to
the big machines carrying many passengers.

In regard to these larger problems, I have tackled them as
far as I can go without Government assistance ; and I be-
lieve that even the biggest problem — of the machine carrying
50 or 100 passengers — is not incapable of a satisfactury solu-
tion. The cost of experimental work on the scale now re-
quired is quite beyond private provision, and should be met
by Government grants.

A beginning must be made in the adaptation of life-saving
apparatus to all machines employed in civil transport ; and
I think the most practical and quickest way of _ accomplish-
ing what has to be arrived at would be the appointment of a
committee under the presidency of the chief technical autho-
rity of the Air Ministry : to include representatives of the
Post Office ; of those responsible for the carrying on of aerial

December 8, 1920

Aeronautical Engineering

(Supplement to The Aeroplane.)

887

Titanine Dope

(THE ORIGINAL NON-P01SONOUS)

Is most Economical and Durable and OFFERS
THE GREATEST RESISTANCE TO FLAME

TITANINE

AND THE

Aerial Derby Handicap, 1920

AvroBaby - FIRST
AvroBaby - SECOND

BOTH COATED WITH TITANINE DOPE

STSSSL^ TITANINE, LIMITED,

Booth Road, Colin Deep Lane, HENDON, N.W.9

Telephones —

Kingsbury 164
Kingsbury 84

Works.

West End Office—
175, PICCADILLY, W.l.
Telephone — Gerrard 2312.
Telegrams — Tetrafree, Piccy, London.

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1

888

(Supplement to Thb Aeroplane.)

Aeronautical Engineering

December 8, 1920

transport ; of the builders of aeroplanes, seaplanes, and air-
ship ; and of outside persons, like myself, who possess a
practical knowledge of the design, principles of action, and
manufacture of aerial life-saving equipment.

Solutions of all difficult problems of adaptation would
quickest emerge from the free exchange of ideas as to what
is desirable and required from the traffic and structural points
of view. Government, through the Budget of the Air Minis-
try, should find all the necessary funds for the experimental
work required, and no one in the House of Commons, for
such an object, would say them nay.

I suggest that the deliberations of such a committee should
be open to the Press. In aerial life-saving matters there is
nothing that needs to be kept in the dark ; and the presence
of the Press accentuates responsibility, and would speed up
action.

It is desired to educate the ordinary citizen to a fuller use
of the new means of transportation, in order that adequate
commercial support should lead to the extension of the civi- .
lian fleet and the numbers of its officers until they are ade-
quate in numbers to defend Loudon from a sudden attack in
the air. Why should not the man in the street be admitted
to the experimental tests and demonstrations of aerial life-
saving apparatus, so that he might see for himself the means
that are being tried end considered to give him additional
safety in the air ?

Let the demonstrations be carried out at Hendon or Crickle-
wood, where everyone who chooses can go and see them. A
most interesting series of parachute demonstrations and
tests could be made from time to time, each with an explana-
tion of the objects of the tests. There is little doubt the
Press would be interested themselves in these tests, and
would interest their readers in them.

If our civilian machines are to be of any use at all in de-
fending London from a totally unexpected aerial attack, they
must be ready for action instantly. With enemy weapons
far more destructive than they were in the war, the destruc-
tion of defending machines will be immensely greater; and-
the least that can be done is to see that parachutes are pro-
vided and constantly carried for the use of every man of its
fighting crew. They must be there and ready for use. Other-
wise we shall not only lose many of our own machines, but
our best fighting men as well. " Let all these problems be
thought out and solved while yet there is time. Vigilance and
preparedness for instant defence against attack in the air
is now what matters more than anything else to us as a
nation, and when the time comes the parachute will play no
uncertain part.

THE PILOT PARACHUTE.

The following letter has been received : —

Travellers' Club, Pall Mall, S.W., Nov. 5th, 1920.

Sir, — My attention has just been drawn to a letter which
appeared in your issue of Oct. 13th, 1930, from Herr Max
Unz, of Frankfort, in which he claims that my Autochute
Life-Saving Parachute originally described in The Aeroplane
and copied into the American review Science and Invention,
is an infringement of his German, Austrian, Hungarian and
Czechoslovak patents bearing date Oct. 30th, 1918.

He also states that he has constructed and practically tested
a parachute system similar to mine more than two years ago.

My own experience with the Compound or Auxiliary Pilot
Parachute System began in the early part of 1915, and from
then onwards I have taken out various patents covering all
forms of compound parachute systems and delay mechanisms
at various dates up to Oct. 17th, 1918, on which date I
patented the details of my Autochute as referred to in
Science and Invention.

Many of these details have since then been superseded by
improved devices and the modern Autochute bears only a
general resemblance to the one then described.

Herr Max Unz has stated that his communication is made
to avoid any "misunderstanding," an aspiration in which I
concur, and I hope my own letter may help to the desired
end.

Addendum, Dec. 2nd, 1920.
In your issue of Nov. 10th I notice there is a letter from
Mr. Calthrop claiming that his pilot parachute invention
anticipates my own and Herr Unz. He also claims that the
real inventor of the pilot parachute was M-, Pegoud. I do
not know when M. Pegoud first employed a pilot parachute
or whether he has made any practical use of it ; but I first
suggested the use of the pilot parachute in a specification
of mine of July, 1915. This also is some months earlier than
the date Mr. Calthrop quotes for his own first pilot parachute
patent.

I am well' aware of Mr. Calthrop's specifications of Sept.
16th and 21st, 1918, and Oct. 18th, 1918. So far as I know,
he has never brought any of these to the practical stage or
submitted them for test to the Parachute Committee, and I
very much doubt if even he himself would claim that they
were practical devices. An invention, however ingenious, is
worthless unless it is practicable.

(Signed) H. S. Holt, Lt.-Col.

[If one's memory is correct, M. Pegoud was killed on active
service somewhere about the time when Col. Holt lodged
his specification of July, 1915. In any case, the Couade
pilot-parachute system was published before the outbreak of
war. — Ed.]

A LECTURE.

In a lecture on "Cold-Worked Steels for Aiicraft," the
fourth of a series of six arranged by the Royal Aeronautical
Society, and given in the Mappin Hall, Sheffield, Dr. L.
Aitchison, of Birmingham, paid attention to streamline wires,
swaged rods and structural steel strips. He instanced speci-
ally the advantages which may accrue from the use of cold-
worked steel.— b.a.

MISTAKEN IDENTITY.

The attention of the editor has been drawn to the fact that
some weeks ago a photograph was issued by the Central
News bearing the following inscription : —

" Gordon Bennett Air Race near Paris. — Mr. Tait-
Cox's little son standing by his father's machine, which
arrived too late to take part in the race."

This photograph showed a small boy in a species of cow-
boy costume standing besides the British Nieuport racing
machine which Mr. R. L. Tait-Cox was to have flown in the
Gordon Bennett Race at Etampes, and one gathers that the
photograph has been reproduced in British newspapers with
the inscription quoted above.

Mr. Tait-Cox, the famous Nieuport pilot, desires it to be
known that he is in no way responsible for the subject of
the photograph, being (as yet) free from the trammels of
matrimony. The small boy who appears in the photograph
was in fact parading the aerodrome at Etampes in the char-
acter of the mascot of the machine brought to France for
the Gordon Bennett Race by Mr. S. E. J. Cox, the quaint
American who provided us so much innocent amusement at
the race meeting. Whether he is the son of Mr. S. E. J-
Cox, or merely a mascot-child engaged for the occasion, one
does not profess to know; but, at any rate, he had and has
nothing to do with Mr. Tait-Cox, and it is difficult to under-
stand why he should have been photographed with the
British Nieuport machine as a background. — C G. C.

AN AERO PLUG.

One of the best of the accessory stands at the Olympia
Motor-cycle Show was that occupied by the A.C. Sparking
Plug, of Thurlow Place. They had a device on the principle
of the famous Nestle's milk electric signs, sparking plugs
being used instead of electric lights. They showed numerous
plugs of all shapes, sizes and ages.

One plug out of a set of the first A.C. plugs used was
"lifted" bv a souvenir hunter. The firm request that the
lifter either remove the remainder to make up the set for him,
or else return the odd one to make the firm's set complete.

An important feature of the firm's exhibit was Mr. Brother-
ston, without whom no show at Olympia, not excluding jam-
borees and circuses, is complete. — G. D.

COMPANY NOTICES.

New Company.

WELSH Aviation Co., Ltd. — Private company. Registered
November 26th. Capital, £5,000 in £1 shares. To take over
the business of aviation carried on at Swansea by F. G. M.
Sparkes and E. A. Sullock. The first directors are T. W.
Jones, 14, Brynmill Crescent, Swansea; D. Dill, 88, Bryn
Road, Swansea ; G. Rowe, Aelyrbryn, Morriston, Glam. ;
1**. G. M. Sparkes, 10, Alexander Terrace, West Cross, Glam.;
E. A. Sullock, 4a, Rosemount, Oxton, Birkenhead; C. H.
Mills, Callencroft, Mumbles, Glam. Registered office, 31,
Fisher Street, Swansea.

Receivership (Appointment).

Davidson Wood Working and Engineering Co., Ltd.
(formerly Davidson Aviation Co., Ltd.).— J. H. Stephens, of
6, Clements Lane, EC, as receiver, on Nov. 19th, 1920,
under powers contained in debenture dated Dec. 4th, 1919.

Mortgages, Charges and Satisfactions.

Lang Propeller, Ltd. — Issue on November 17th, 1920, of
.£1,000 debentures, part of a series of which particulars have
already been filed.

December 8, 1920

The Aeroplane

889

The Old Time Table — and the New,

London to Paris _
Cardiff to Aberdeen
London to Qlasgiiv
'Bristol 10 Sheffield
Plymouth to Norwich
Rhyl to Brighton
^Reading to S^etucastle.

By Rail and Sea

Depart.

1 1 .00 a.m.

3.10 p.m.

1.15 p.m.
(O.1 5 a.m.
[ 2.30 p.m.
10.5 a.m.
11.52 a.m.

Arrive.

7.25 p.m.
7.50 a.m.
1 0.1 5 p.m.
2.44 p.m.
J. SO p.m.
5,55 p.m.
7.24 p.m.

By Air at 80 m.p.h.

Depart.

1 1 .00 a.m.
3.10 p.m.
1. 1 5 p.m.

10. 1 5 a.m.
12.30 p.m.
10.5 a.m.
11.52 a.m.

Arrive.
1 .30 p.m.

5.25 D.m.
1 2.00 a.m,

3,55
12.45

2.52 p.m.

? I AIME, to the modern business man, has a value reckoned
in hard cash. To waste unnecessary hours in getting from
place to place is to reduce earning capacity and efficiency.
That is why far-seeing business men are using the airways
in increasing numbers.

The "BRISTOL" Two and
Three-seater Tourer machines
are playing an increasing part
in the speeding-up of modern
affairs.

Theirs is the direct route,
speeding along at 90 m.p.h. and
increasing to 120 m.p.h. when
necessary. There are no delays
— sufficient petrol is carried for
6^ hours' non-stop flight — and
the record of the Tourer for
safety and airworthiness is
eclipsed by no other aeroplane.

For all - round efficiency and
economy for aerial transport
work the "BRISTOL" Three-
seater Tourer will bear favourable
comparison with any machine of
similar capacity yet constructed.

THE

BRISTOL AEROPLANE CO.,

Designers and Constructors of
Aircraft and Aero Engines.

FILTON - BRISTOL.

Telephme~ 3906 Bristol. IVircs — Aviation, Bristol.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

890

The Aeroplane

December 8, 1920

A Wonderful Performance.

One of the finest performances in the history of civil
aviation was put up on Saturday, Dec. 4th, by Mr. R. M.
Macintosh, of Handley Page Transport, Limited. He left
Paris on a D.H.g (Siddeley "Puma" engine), with an Ameri-
can officer and his wife as passengers, in the teeth of the
gale that was then blowing, and, despite the high speed of
the machine, took three hours and twelve minutes to reach
Lympne.

The voyage was one continual fight against a full gale,
which at fimes reached hurricane force. The distance from
Paris to Lympne is in the region of 180 miles, so that the
average wind against the machine must have been at least
50 miles an hour. The greatest force was met in crossing
the Channel, which portion of the voyage took 55 minutes.

Mr. Macintosh made a perfect landing at Lympne, but
just as the machine touched the ground it was hit by a
gust which lifted it several feet and dropped it on its nose,
where it remained with the tail in the air threatening to
blow over every moment. It was held down with the greatest
difficulty by such hands as were available and the passengers
and pilot extricated themselves safely. Thereafter the
machine was pulled back into its proper position, the only
damage being a broken airscrew.

Mr. Macintosh is to be congratulated, not only on his
pluck in facing such a gale, but on his skill in getting through
safely. Also the "Puma" engine deserves its share of praise
for standing up to the shaking it received when the machine
was thrown about by the gale.

A particularly interesting point about the journey is that
on that day no boats were able to cross the Channel on any
service in any direction. The moral seems to be that mails
should be all sent by air to assure delivery.

It is also worthy of note that the H.P.T. Company's machine
in the opposite direction, piloted by Mr. Vaughan Fowler, did
the journey from Cricklewood to Paris in one hour' 48 min.
The machine in this case was a D.H.4a with a Rolls-Royce
"Eagle" engine.

Aeroplanes and Fishing.

The Cornwall Sea Fisheries Committee, at a meeting on
Nov. 24th, decided to call the attention of the Minister of
Agriculture to the great uncertainty existing as to the move-
ments of fish and to suggest that aircraft patrols might facili-
tate the discovery of the shoals.

Col. Cornish said that the Committee could not afford to
supply an aeroplane and crew for this work, nor could the
fishing companies ; but it should be possible to arrange for
this to be done by the Royal Air Force.

The chairman. Mr. Mathias Dunn, advocated the employ-
ment of kite-balloons from patrol vessels, and stated that
Handley Page, Ltd., had written suggesting profitable possi-
bilities lay in this idea.

Brooklands.

The first machine of the Vickers "Viking," Mark IV type,
is now in the drawing-office stage at the Vickers Works at
Brooklands. The "Viking IV" will be slightly larger in
span and overall length than its predecessors, "Vikings" I,
II and III The five passengers will be seated in an enclosed
cabin, and the lifting capacity will be greater. At present
one does not know what engine will be fitted.

The Instone "Vimy" has received a thorough overhaul and
new engines. It was still at Brooklands on Dec. 4th.

THE BRITISH

AUSTRALIA.

The Australian Aerial Derby.

A cable has just been received by A. V. Roe and Co. from
Australia, informing them that the winner of the first Aus-
tralian Aerial Derby Plandicap was Mr. Nigel Love, late
Lieut., R.A.F., who flew an Avro with a Clerget engine.

Congratulations to the Avro people on thus securing the
first aeronautical sporting event in the Antipodes.

Melbourne to Perth.

To herald the inauguration of the Directorate of Civil Avia-
tion, and to demonstrate the commercial utility of aviation,
Mr. Degaris, a Victorian business man, flew from Melhourne
to Perth, a distance of 2,169 miles. He left Melbourne on
Nov. 30 in a D.H.9, piloted by Mr. Briggs (late Lieut. R.A.F.),
and arrived at Perth on Dec. 2nd, having flown via Mildura,
the Murray River Valley, Adelaide and the lines of the
Trans-Continental Railway. The total flying time for the
journey was 18, hr. 12 min.

NEW ZEALAND.

A correspondent of The Aeroplane in New Zealand writes :
Wellington to Wanganui.

Captain R. Russell, of the staff of the New Zealand Flying
School (Auckland), who recently flew from Auckland to Wel-
lington, flew from Wellington to Wanganui on Oct. 5th, a
distance of about 101J miles in 72 minutes. The flight was
accomplished in a three-seater Avro machine, not the machine
in which Russell made his Auckland-Wellington flight.

The D.H.C aeroplane (90=h.p. Ciirtiss engine), belonging to
Mr. W. G. Chapman, of the Leatherhead Motor Works, which
run the Leatherhead Aviation Services. This machine has
done much pleasure flying at Croydon of late. One of Mr.
Chapman's mechanics (of considerable age, but an ardent
aviator) is seen with the machine.

The "Vimys" destined for China are practically complete
in number, and the "Vims" (instructional " pusher " bi-
planes) are engaging the attention of the works. — J, F. S.
Weybridge.

'Lang Propeller, Ltd., have been advertising lately in the
local Press for "propeller shapers." On inquiry one was in-
formed that this does not mean that the firm have received
any additional orders for airscrews, but that a "change of
men" necessitated the employment of fresh hands. The
works manager reports that Lang Propeller, Ltd , have very
little airscrew work to do at present, only turning out a
little more than a dozen airscrews per week. — J. F. S.

Woking.

Apparently Martinsyde, Ltd., are organising a new system
of working by which their output, it is hoped, will be in-
creased. The aircraft side is not dead, but in a stagnant
condition, and a small amount of flying is. carried on from
time to time at Brooklands. Mr. R. H. Nisbet continues his
good work m Canada until the early spring, when it is
thought he will return to England.— J. F. S

DOMINIONS BEYOND THE SEAS.

Leaving the Hutt Park at Petone at 10.7 a.m., Captain
Russell registered the following times : passed over Plimmer-
ton, 10.15 a.m.; Paekakariki, 10.20 ; Waikanae, 10.24; Otaki,
ic.34; Levin, 10.43; Foxton, 10.50; Turakina, 11. 10; arrived at
Wanganui, 11.19.

The flight was a particularly good one because the machine
was very heavily loaded indeed. In addition to the pilot the
Avro carried two passengers, some mail matter, a quantity of
light baggage, and all the ropes and gear connected with the
mooring of the machine. The flight is the first between these
two towns, and the time taken will probably stand as a record
for some time.

A New Aviation Company.
It is understood that the New Timaru Aviation Company is
negotiating with Mr. J. C. Mercer, who, by the way, is an
excellent mechanic, to take charge of the aerodrome at
Timaru. The aerodrome will probably be situated at Wash-
dyke, close to Timaru. The company will start with three
P.H.gs and two Avros, but it is believed they are considering
purchasing high-powered 'planes with a seating capacity of
ten or twelve. These will be used in the Mount Cook tourist
trade. — h. b.

SOUTH AFRICA.

A Fast Trip.

Mr. Shirley Solomon claims to have established a speed
record in South Africa on August 13th by flying from Beaufort
West to Loxton in 36 min. and return in 39 min , a distance
of 76 miles each way.

December 8, 1920

The Aeroplane

891

SUNBEAM-COATALEN

AIRCRAFT ENGINES

SIKH

99

800 H.P. AERO ENGINE

H^HE "SIKH" is an
engine of very
high power and effici-
ency, specially designed
for u e in large aero-
planes. Its horsepower
output n the largest yet
obtained from a single
unit, and its rel ability
is up to the highest
standard.

The Sunbeam Motor
Gar Go., Limited,

M orfield Works. Wolverhampton.

KINDLY MENTION " THE AEROPLANE

WHEN

CORRESPONDING WITH ADVERTISERS.

892

The Aeropiane

December 8, 1920

AIRCRAFT IN PARLIAMENT

Nov. 30th. — The following oral answers were given: —
R. A. F.— DRAWINGS AND SPECIFICATIONS (EXAMINATIONS).
Mr. CHURCHILL, in reply to Sir W. Joynson-Hicks, said that the
Sub-Section of the Air Ministry known as R.D., is responsible for
advising the acceptance or rejection of highly technical drawings and
specifications submitted by manufacturers of aircraft to the Air
Ministry, but that the decision in those cases does not rest with this
Department. The Section is staffed with officials of suitable technical
Qualifications and experience, and its services are supplemented by
those of a special consultant. The qualifications of individual members
of the staff could not conveniently be discussed in the House.

ALLEGATIONS AGAINST OFFICIALS.

Sir W. JOYNSON-HICKS asked the Secretary of State for Air whether
he is aware that on March nth, 1Q20, the Air Council came to the
conclusion that there existed a prima facie case for appointing a Com-
mittee to inquire into the allegations of a certain aircraft firm to the
effect that certain Government officials who by reason of their office
received technical information from the company concerned had made
improper use of that information in connection with patents subse-
quently taken out by them, and that they used their position to hinder
the development of the company's work for other than reasons of
public policy ; and whether he will suggest to the Committee that their
inquiry should be open to the public and the Press, and that such
witnesses as the Committee may see fit to call should be allowed the
assistance of counsel or solicitor if they ;so desire.

Mr. CHURCHILL : The answer to the first part of the question is
i '. the affirmative, and to the second in the negative. The object of
the Air Ministry has been to ascertain in the simplest and most direct
manner, not whether certain Government servants had acted illegally,
because there was no question of this, but whether they had acted
in such a way as to prejudice the interests of a private firm. For this
purpose a Committee, was set up by agreement, consisting of repre-
sentatives of the Air Ministry and the commercial interests concerned
under an independent chairman ; and it was further agreed that their
inquiry was to be without prejudice to the legal rights of any of the
parties. Such a body was evidently never, intended to exercise judicial
functions, and I do not see my way to ask the Committee to change
the character of the inquiry which has been entrusted to them.

The Controller of Patents, after a lengthy public hearing under the
Patent Acts, has just decided that Mr. Mooney's patent was not in-
fringed by the Government officer Major Wylie), who took out a
subsequent patent. It may be anticipated that the Committee at their
next meeting will hold that this decision disposed of the first of the
two terms of reference.

Sir W JOYNSON-HICKS : Having regar 1 to the fact that all these
allegations are made against officers of the Air Force, would it not
be better in the interests of the officers themselves, as-well as those
who make the complaint, that the matter should be discussed pub-
licly ?

Mr. CHURCHILL : I do not quite see any sufficient reason to depart
from the regular procedure we are adopting. If you were to have a
public inquiry in every case where allegations are made against
P.iitish officers there would be hardly any means of getting through
the business.

Sir W JOYNSON-HICKS : Is my right hon friend not aware that
the allegations here were made by the Society of Aircraft Constructors,
who alleged that there was a prima facie case?

Mr. CHURCHILL : They have their legal rights, and if they choose
to make allegations of that character which infringe the law they
will be themselves liable to have these allegations tested in the courts.

[Note. — It would appear that Mr. Churchill was not fully informed in
his answer to these points. One is informed that the question of
infringement was not before the Comptroller of Patents, and the op-
position (it was not the Steel Wing Co.'s) was successful to the extent
that the Comptroller ordered three very important amendments to
be made in Mr. Wylie s Patents. The Comptroller used the following
words in his judgment : —

"I am not prepared, and I do not think it within my province, to
decide whether the present specification (i.e., Mr Wylie's) has suffi-
ciently explained the principles upon which these constructions are
based. I think that it is a matter for the Courts hereafter if their
aid is invoked, as it would require special evidence as to the utility
find possibility of construction."

Mr. Churchill seems also to have been misinformed as to the effect
of the Comptroller's judgment on the Enquiry which is proceeding.
The following is an extract from the Comptroller's judgment : —

"A good deal of evidence and argument at the Hearing was directed
to the question of the propriety of the officials of the Air Ministry
applying for patents for inventions relating to subjects regarding
which they are brought in their official capacity into relationship with
private firms anl inventors, and to the question whether or not Mr.
Mooney's firm were treated with fairness and frankness by officials
of the Air Board and the Air Ministry in the matter of the supply of
information and otherwise With those general questions, however,
I am not here concerned, and I understand that they are likely to
form the subject of an investigation elsewhere."

The precise intention of Mr. Churchill's last statement is difficult to
comprehend, for Sir W. Joynson-Hicks' question w-as framed almost
verbatim from terms of reference suggested by Sir W. Robinson, the
late Secretary of the Air Ministry, and it was in a letter of Sir W.
Robinson's that the word "improper" was first used in connection with
this matter. — Ed.]

AIRSHIPS.

Mr. CHURCHILL, in reply to Comdr. Viscount Curzon, said : The
Department of Civil Aviation will temporarily take over, as from
Dec. 1st, all airships, bases and material, surplus to Service require-
ments, in order to carry out experimental work of an operational
character, such as mooring-mast tests and flights of primary import-
ance, to gauge the ships' capacity for commercial operation. This
arrangement involves no modification of policy in regard to the Air
Force. The work on which rigid airships have been engaged is that
of training Royal Air Force and American personnel and routine work
with the Navy. These airships are not in full commission.

In reply to a further question, Mr. CHURCHILL said : We are
keeping as many airships as we can possibly afford for work with the
Navy, but we have more airships than we can afford to man and staff
iu the Air Force, and these are being used experimentally by the
Civil Department, and we should be very glad if commercial firms
would come forward and lake them over.

EX-GERMAN AIRSHIPS,
Mr. ~HURCHILI,, in reply to Viscount Curzon, said : No flights
have been carried out so far with ex-German airships. The experi-
ments conducted with them have taken the form of investigating
German methods of design and construction.

ACTION BY THE ALLIANCE AEROPLANE
COMPANY.

Au action by the Alliance Aeroplane Co., Ltd., to recover
.£5,000 from the Union Insurance Society of Canton, Ltd., for
the loss of the Alliance biplane G-EAGD, which was entered
for the flight from Great Britain to Australia last year, was
begun before Mr. Justice Bray in the King's Bench Division
on December 6th. Mr. R. A. Wright, K.C., and Sir A.
Richardson appeared for the plaintiffs, and Sir John Simon,
Mr. I,e Quesne and Mr. Hitchinson for the defendants.

It will be remembered that the moving spirit of the Alliance
Co. is Sir Samuel Waring, Bart., who obtained his baronetcy
in connection with aviation.

For the plaintiffs it was stated that the machine was insured
for one month' from mid-day, Oct. 13th to mid-day, Nov. 13th.
Oil Nov. 13th, at 11.30 a.m., the machine left Hounslow on
the Australian flight, piloted by Lieut. Douglas, M.C., D.C.M.,
but had got as far as Kingston when the) machine crashed,
killing both Lieut. Douglas and his second pilot, Lieut. Ross.

When the plaintiffs claimed under the policy, the defen-
dants refused to pay on the ground that the policy covered
only the preliminary flights. The defendants took up the
position that the aeroplane had started on the Australian
flight and had not been insured for that flight. The defendants
said that when the insurance was effected it was agreed that
only preliminary flights should be covered; that M. Ami
Baumann should be pilot, and that the policy was void as
there had been concealment of a material fact because the
value of the aeroplane was much more than the £5,000 for
which it was insured. There was also a provision in the
policy dealing with racing, and that at the timo of the acci-
dent the machine was actually engaged in the race to Aus-
tralia. The claimants had also furnished a registration letter-
ing which was, eventually, not allotted the machine.

For the defence, Sir John Simon said that the defendants
had given, in good faith, a wrong registration title, which
led the defendants to believe that they were insuiing the
sister machine which had flown to Madrid. The stipulation
that Baumann was to be the pilot showed that the defendants
did not contemplate any part of the Australian race. Bau-
mann was Swiss, and only Australian pilots could take part.

The Court then adjourned. /

THE REWARD OF PIETY.

On Dec. 2nd at Stoke-on-Trent, the summons against Oscar
Phillip Jones, aviator, of Beckenham, for flying low so as to
endanger the public was dismissed. The magistrate found
that though a technical offence had been committed no harm
had been intended.

The offence occurred in connection with the unveiling of a
cenotaph at Stoke-on-Trent. Mr. Jones on' that occasion
flew at an altitude of 200 ft. in order to drop a wreath.

PROGRESS IN COMMERCIAL AVIATlbN.

According to statistics just issued considerable progress
has been shown during the last year in French commercial
aviation. |

The aerial routes now exploited extend to 2,812 miles. Last
year the aeroplanes travelled 218,750 miles, but for the first
ten months of this year they covered 937,500 miles. There
was only one accident for each 75,000 miles flown. While last
year the number of passengers carried was 960, up to the end
of October' this year 6,750 had been carried. A big increase
in mails is recorded — from 460 kilogrammes of letters in 1919
to 5,210 kilogrammes in 1920, while cargo has increased from
13,980 to 103,330 kilogrammes.

THE ROYAL AIR FORCE MEMORIAL FUND.

A meeting of the Executive Committee was held at 7, Iddesleigh
House, Caxton Street, S.W.i., on Thursday, November 25th, 1920, at
3 p.m., Lord Hugh Cecil in the Chair. Among the members of the
Committee present were : —

Dame Helen Gwynne-Vaughan, A.V.M , Sir John Salmond, K.C.B.,
Air Commodores Longcroft and Brooke-Popham, F E. Rosher, Esq.,
H E. Perrin, Esq., and W. S. Field, Esq

A list of donations and subscriptions received since last meeting, on
November 4th, was submitted.

The Secretary reported that he had duly taken over from an Officer
of the Air Ministry the two houses , at Ascot, namely, "Heath End"
and "Woodcote," being the generous gift made to the Air Council by
Mrs. Salting (and by the Air Council handed over to the Fund), with
a view to the sale of the properties, the resulting sum to be utilised
in founding scholarships for Officers' Sons, at approved Schools. It is
hoped to effect this sale (which is in the hands of Messrs. Hampton
& Sons), about Easter next year.

The R.A.F. Memorial again came under discussion, and letters were
read from the Dean of Westminster and Canon Carnegie of St. Mar-
garet's Church, as to the proposed site near Westminster Abbey, but
nothing definite could be yet arranged. Meantime, the Chairman was
icquested to write to the Office of Works, asking them if they could
suggest, and offer, any suitable sites in London, and the. Chairman
was further requested to write to the Admiralty and War Office to
ascertain whether the Navy and Army had any purpose of erecting a
Memorial to the Sailors and Soldiers Who fell in the War.

With regard to the opening of a campaign in the provinces, for
raising funds, the Secretary was directed to proceed to Manchester
early in December, to make preparations for a public meeting, which
it is hoped to arrange for about the third week in January.

The complete scheme of co-operation with other societies dealing
with relief of distress to members of the Navy and Arm# has been
inaugurated, and comes into force at once.

The Secretary received instructions from the Committee to issue the

December 8, 1920

The Aeroplane

893

•jaggs

9 ' •■^^w^

ABOVE THE CLOUDS

in the days of the war, when altitude played no
mean part, when the sudden drop of the
machine into an "Air Pocket " brought all the
pilot's skill to bear, those were the days that
proved Beardmore reliability.

Now that commercial flying is becoming more
and more adopted it is interesting to note the
fact that Beardmore engines are being adopted
as standard and no more convincing proof of
their popularity is necessary than the following
which is culled from one of numerous testi-
monials : —

" I find the engine extremely well adapted to com-
mercial use. It is RELIABLE. ECONOMICAL
and simple to keep in working order. I can suggest
no modifications for commercial purposes, as the
installation is almost ideal and the accessibility of
all working parts remarkable.

" Yours faithfully,

(Sgdj G. C. P. HENDERSON,
( Lieut. Col.) "

Beardmore PLEASURE CARS and COMMERCIAL
VEHICLES although only recently introduced have
already worthily upheld Beardmore reputation.

BEARDMORE AERO ENGINES, Ltd.
112, Great Portland St, London, W.l.

Telephone : 238 Gerrard.
Works - Parkhead Steel Works, Glasgow.

w ■ ■ • *

KINDLY MENTION " THE AEROPLANE" WHEN CORRESPONDING WITH ADVERTISERS.

894

The Aeroplane

December 8, 1920

first Annual Report of the Fund, the same to be made up to Dec. 31st
next, and to give a complete record of the activities of the Fund dur-
ing the past year, and of course, showing the exact financial position.
It is hoped to issue this report about the end of January, if circum-
stances permit.

The question of starting Squadron Aid Societies, to be closely affi-
liated to the Fund, was discussed, but was left over for final decision
at the next meeting

At the conclusion of the business of the Committee, Brig.-General
R. H. More, secretary of the United Services Fund, who had been
invited to attend the Committee, made a statement setting forth
with much clearness the aims and objects of I.ord Byng's Fund, and
affording the Committee much useful information.

The next meeting of the Committee was fixed for Thursday, Dec.
16th next i s- d-

Amount of donations and subscriptions announced up

to Nov. 4th 102,000 9 4

Amount since received up to Nov. 24th 388 7 10

Total £102,388 17 2

THE ROYAL AERONAUTICAL SOCIETY.

Lectures.

Lieut. -Colonel H. T. Tizard, A.F.C., Fellow, will take the chair at
the next meeting, which will take place at 5.30 p.m. on Thursday
afternoon, Dec. i6tb, at the Royal Society of Arts, John Street, Adelphi.

Abstracts of two papers will be read : "Possible
-tSt^TyX Developments in Aircraft Engines," by Mr. H.
- - — Ricardo, A M.Inst. C.E., M.I.AutE., and "The Instal-
lation of Aeroplane Engines," by Mr. A. J. Row-
, ledge, A.M.I.Mech.E., M.I.Aut.E
i<\ \Ji lol Owing to the advent of Christmas, there will be
lol ral 110 other meeting until Jan. 20th, 1921, when the

\<*\ h*l Right Hon. the Lord Montagu of Beaulieu, K.C.I.E.,

C.S.I., A.M.Inst.C.E., A.M.I.Mech.E., will read a
paper on "The Cost of Air Ton-Miles Compared
with Other Forms of Transport."
Donations.

The Council desire gracefully to acknowledge the
gift of "Fifty Years of Travel by Land, Water and Air," by Frank
Hedges Butler, F.R.G.S., from the author; "Aircraft: Its Development
in War and Peace and its Commercial Future," by Evan John David,
from Mr. E. Charles Vivian, both of wllich have been placed m the
Library, and also a large number of back numbers of the "Aero-
nautical Journal" from Sir Charles Bright, F.R.S.E., M.Inst.CE.,
which are out of print and in much demand.

binding Cases Sob the Journal.
Arrangements have been made for the binding of complete sets of
the Journal for 1920 in blue cloth cases with gilt lettering at a charge
of 4S. 6d. per volume, including the supply of the ease Members who
desire to take advantage of this arrangement should forward their
sets direct to the Lewes Press, Ltd., High Street, Lewes, at the same
time sending a remittance for 4s. 6d. to the Secretary at the Society s
Offices. A note stating the name and address of the sender should be
enclosed 111 the parcel to the binders. The complete volumes will be
returned direct to members, postage paid.

Journal.

The December issue of the Journal, now obtainable, contains Sqdn.
Leader R. M. Hill's paper on "A Comparison of the Flying Qualities
of Single and Twin Engined Aeroplanes," which was referred by the
Aeronautical Research Committee to the Society for discussion, 111

addition to "Night Flying," by Major Cecil Baker, D.F.C., and "The
Human Machine in Relation to Flying," by Wing Comdr. Martin
Flack, C.B.E. W. Lockwood Marsh,

Dec 3rd, 1920. Secretary.

PERSONAL, NOTICES.

Engagements

HENDERSON— DEBENHAM.— The engagement was announced on
Saturday, Dec. 4th, of Col. G. L- P. Henderson, M C , and Miss Cicely
Debenham.

REID — PHEYSEY. — The engagement is announced between Allan
Tilbrook Reid, late R.A.F., third son of the late Mr. and Mrs. Robert
Reid, of Campanha, Oporto, and Audrey Noele, only daughter of Mr.
and Mrs. Herbert W. Pheysey, of Oporto.

Marriages.

REYNOLDS— WOODINGTON.— On Nov. 27th, 1920, at Saint Paul's,
Durban, Arthur Edward Reynolds (late R.A.F.), of Johannesburg and
Shepstone, was married to Phillis Mary, only daughter of Harry and
Mary Woodington, of 16, Leopold Road, Wimbledon, by the Rev.
Canon Fentow.

WHITELEY— BORROW.— On Nov. 5th, at the Cathedral Church,
Rangoon, Capt. Francis Whiteley, late R.A.F, was married to Violet
Borrow, elder daughter of Lient.-Col and Mrs. Frank Johnson, by the
Rev. Evans Price, M.A.

BIRTHS.

BELLI-BIVAR. — On November 4th, at Enderby, British Columbia,
the wife of Captain Roderick Belli-Bivar, late R.A.F., of a son.

JENKINS.— On Nov. 15th, at Micomi, Florida, U.S.A., the wife of
Lieut -Col. F. H. Jenkins, O.B.E., M.C., late R.A.F. (Fernelitte Robert-
son), of a son.

COMING EVENTS.

DECEMBER.

nth, Sat. — Armament School, Uxbridge. Dinner at Holborn Restau-
rant at 7.15 Hon. Sec. at 32, Old Jewry, E.C.
27th Sqd. Dinner at Criterion Restaurant. Particulars from Mr.

E. L. Raworth, Lenzie House, East Parade, Harrogate.
104 Sqdn. Reunion Dinner at the Connaught Rooms, W.C.2.
Particulars from Mr. C. G. Jenyns, Services Club, W.i.

16th, Thurs. — R.Ae.S lecture. "Possible Developments in Aircraft En-
gines," by H. Ricardo. "The Installation of Aeroplane En-
gines," by A. T Rowledge.*

18th, Sat — Felixstowe Air Station Reunion Dinner at the Connaught
Rooms, W.C.2, at 7 p.m. Particulars from Mr W Kitson, 22,
Manor Terrace, Felixstowe.

CUNARD LINE

(The Line that holds all the Atlantic Records).

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December 8, 1920

The Aeroplane

895

INDEX TO ADVERTISERS

Accles & Pollock, Ltd.

Aircraft Disposal Co., Ltd., The

Arrol-Johnston. Ltd

Auster, Ltd

Automatic Telegraph Co

Beardmore Aer

Front Cover &
Inside Front Cover

.:. Front Cover
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Engines, Ltd., The

Front Cover & 893

Beardmore, William, & Co., Ltd 883

Bowden Brake Co., Ltd., The 8g6

Bray, Gibb & Co., Ltd 895

Bristol Aeroplane Co., Ltd 889

British Thomson-Houston Co., Ltd., The ... 885

Coan, R. W

Cunard Line

Davis Furnace Co., The ...
De Havilland Aircraft Co., Ltd
Fairey Aviation Co., Ltd. , The
Grahame-White Co., Ltd.
Hancock. James Lyne, Ltd.
Imray, Laurie, Norie & Wilson

Instone Air Line

Martinsyde, Ltd

Metal Airscrew Co., Ltd ...
Napier, D., & Son, Ltd. ...
Naylor Brothers, Ltd

Inside Front Cover

The.

Ltd..

896

... 877
Front Cover
... 871

New Pegamoid, Ltd 096

Nieuport and General Aircraft Co., Ltd. ... 865.

Roe, A. V ,& Co., Ltd 866

Rolls-Royce, Ltd *79

Rubery, Owen & Co Inside Back Cover

Sagar, J., & Co., Ltd Back Cover

Sankey, J. H , & Son, Ltd. ...Inside Back Cover

" Shell " Marketing Co 873

Sunbeam Motor Car Co., Ltd 851

Supermarine Aviation Works, Ltd. ...Back Cover

Titanine, Ltd Front Cover & 887

Vickers, Ltd 874

Wilson Motor Co 865

Aviation Insurance

Go to the most experienced Aviation brokers :

Bray, Gibb & Co., Ltd., 166, Piccadilly, W.l.

ADVICE GLADLY GIVEN.

JUST IN TIME.

The Ideal Present for the Service or Civilian Aviator, The Technical Officer,
The Ground Engineer, The Air Line Manager, The Aeroplane Designer and The
Aero Engine Designer, or anybody interested in Aviation is

"ALL THE WORLD'S AIRCRAFT"

OF 1920.

NOW READY.

Specifications and/or Detail Descriptions are given of 34*7 aeroplanes, with
photographs and scale drawings.

Descriptions and specifications of 89 aero-engines are given, with 151
illustrations.

The book contains altogether 7*72 pictures of aeroplanes, aero engines,
airships, air stations, etc.

The Air Forces of All Nations are described and in most cases photographs of
the Personnel and Materiel are shown.

Price

£2 2s. Net.

From THE AEROPLANE 81 GENERAL PUBLISHING Co., Ltd.,

61, Carey Street, W.C.2.

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/

896

The Aeroplane

December 8, 1920

MISCELLANEOUS ADVERTISEMENTS

SPECIAL PREPAID RATE : 18 words 2/- : Situations Wanted ONLY, 18 words 1/- ; Id- per word after TRADE ADVERTISEMENTS ,
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For the convenience of Advertisers, replies can be received at the offices of " THE AEROPLANE," 61, Carey St., London, W.C.2.

PATENTS.

PAGE WHITE and VAUGHAN (late Page and
Rowlingson), Chartered Patent Agents (Consult-
ing Engineer, Mr. S. E. Page, A.M. Inst. CE ), 27,
Chancery Lane, London, W.C. Tel., 532 Central.

HENRY SKERRETT (H. N. Skerrett, A.I.A.E.,
A.I.Mech.E-, Associate I. EE, Fellow of the
Chartered Institute of Patent Agents), Patents,
Designs and Trade Marks. — 24, Temple Row,
Birmingham.

MR. CHATWIN, A.I. EE, Patent Agent, Aircraft
Engineer and Inspector. Telephone : Holborn
6ioq. 253, Gray's Inn Road, London, W.C.i.

SITUATION VACANT.

WANTED, Inspector. Must have had practical
Engineering experience. Thorough knowledge of
woodwork and A.I.D. procedure a recommenda-
tion. Reply, stating age, experience and salary
required to Short Bros., Rochester.

CONSULTING ENGINEER.

A. P. THURSTON, D.Sc.(Lond.) Engineering,
M.I.AE-, A.M.I.M.E., F.R.Ae.S., Invention
Specialist and Consulting Engineer, 29, Southamp-
ton Buildings, W.C. 2. 1

MODELS.

FIRST-CLASS MODEL Petrol-motors and Castings
unique; interesting. List 3d.— Madison Motories,
Littleover, Derby.

FOR SALE.

1920 ARMSTRCNG-SIDDELEY Chassis,
all extras. Delivery at once. Price £775. —
Box No. 4927, "The Aeroplane," 61, Carey
Street, W.C.2.

TRANSFERS— Firms requiring Transfers should
write to the makers. — A liird and Co., Latimer
Street, Birmingham.

McCUDDEN'S FIVE YEARS IN THE R.F.C.
A few slightly soiled copies of this delightful
book (published at 7s. 6d. net) are available,
price 2s. 6d. — postage 9d. extra. Also a few
slightly soiled copies of Richthofen's RED AIR
FIGHTER (published 3s. 6d. net) for is. 6d.—
postage 6d. extra. The two for 4s. 8d. post free. —
The Aeroplane, 61, Carey Street, W.C. 2.

SILVER SPRUCE for FUSELAGE and WING
Construction. Customers can, for small extra
charges, select for aircraft construction Silver
Spruce (Prime Clears free from knots). Suitable
for high-class Cabinet and Joinery work
Can be used as substitute for Canary While
wood, etc. Splendid finish when stained. Ran-
dom sizes, 1 in. to 6 in. thick. Truckloads
from £50, standing on rail near Liverpool.
Cheap lines Matchings, Plywood. — Jennings, Ltd.,
420, Penny vt ell, Bristol.

NURSAIRY RIMES — quaint verses by Major
D. C. M. Hume, R.AF., and quaint pictures by
H. R. Miller (published at 2s. 6d. net) is the best
form of Christmas greeting to send anyone in-
terested in Aviation. Copies will be sent post free
on receipt of is. 6d. — The Aeroplane, 61, Carey
Street, W.C. 2.

A FEW copies of the "History of 24 Squadron
R.A.F.," by Captain A. E. Illingworth and Major
V. A. H. Robeson, M.C., with a foreword by Air
Marshal Sir H. M. Trenchard, K.C.B., D.S.O.,
may still be bought, price 16s.— The Aeroplane,
61, Carey Street, W.C. 2.

BRIGHT DRAWN MILD STEEL. Large quan-
tity Bright Rounds in various sizes from 3/16 in.
to $\ in. diameter. Also Hexagons. All new
material in perfect condition, and ready for im-
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reference K W / i4.-^Thos. W. Ward, Ltd., Silver-
town, London, E.

AVRO, no Le Rhone, 3-seater (convertible to
dual); parts supplied; new part 100 fitted; new
condition ; "flown under 20 hours ; painted dark
blue. ^340. DH6 or car part payment. — Telford,
2, Park Hill, Moseley, Birmingham.

WANTED.

STEEL TUBES, Brass Tubes, and Round-head

Machine Screws wanted. — Dugdills, Failsworth,

Manchester.

MISCELLANEOUS.

REPAIR WORK SPECIALISTS— Skilled Riggers
and Mechanics sent to any part of the British
Isles to effect repairs. All types of machines. War
machines reconstructed for Civil Aviation. Esti-
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TRADE CARDS.

Read "L'AIR"

The Most Interesting of French Aviation Papers.

FOR SALE AT

"The Aeroplane" Publishing Office,
61, Carey Street, W.C. 2. Price 6d.

CORRECT NAVIGATION

is an elaborate business. But for quick reckoning
of distance it is useful to know at once the distance
to your horizon. This is- shown at a glance in the
Aviation Table published by

I MR AY, LAURIE, NORIE AND WILSON. LIMITED,

156, Minories, London, E. Price 3s. post free.

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December 8, 1920

The Aeroplane

HEAD \ E»e> VtW.
OFFICE / Cumu« Tm. U»<W EJ*.

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Slates, Tiles, Fire Bricks, Fire
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AY we ask you to put our name on your Buyers' List
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HEAD OFFICE:- Essex Wharf. Canning Town, London. E.16.

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Now Ready

£1 Is. net.

THE AEROPLANE
HANDBOOK

Edited by
A. J. SWINTON, (Late R E.)

THE AEROPLANE HANDBOOK is intended to
provide a manual for the use of those who are
engaged in the design, manufacture and use of
aircraft.

CONTENTS

AEROPLANE AND AERONAUTICAL INSTRUMENTS. By C«pUin

A. F. C. Pollard, R.A.F.
STRENGTH CALCULATIONS.

GENERAL THEORY. By John Case, M.A., A.F R.Ae.S.
MATHEMATICS. By John Case, M A , A.F.R.Ae.S.
HIGH TENSILE STEEL WIRES AND CABLES. By Joseph Wilson.
Dr. R.A.F.

ALLOWANCES FOR BENDING STEEL. By RANDOLPH F. HALL.
THE VIBRATIONS METHOD OF TUNING UP By Ingignbri Carlo

Maurilio Lerici.
AIRCRAFT TESTING.

WIRELESS TELEGRAPHY AS APPLIED TO AIRCRAFT. By R D.
Bangay.

SPRAY PAINTING, VARNISHING, AND DOPING. By C L. BURDICK.

DOPE. By A. J. A. Wallace Barr.

PATENTS AND PATENT LAW. By Arthur Hunt.

SPINNING. By George H Bettinson

AIR SPEED INDICATORS— THE PITOT TUBE. By WIN9LOW H.

Herschel.
METEOROLOGY.

GLUE. By Dr George F. Lull, U S A.
METRIC CONVERSION TABLES.

TABLES AND DATA (CONVERSION OF DEGREES TO RADIANS).
PERFORMANCE. By John Case, MA, A.F.R.AeS.
A NOTE ON STABILITY. By Captain W. Gordon Aston, A.F.R.Ae.S.,
A.M.I.AE.

PROPELLERS. By E. P King, B.Sc. (Eng.), Lond A M.I.Mech.E-

The AEROPLANE & GENERAL PUBLISHING, Co., Ltd.

61, CAREY STKEEf, W.C.2.

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iv

The Aeroplane

December 8, 1920

SRGRR

cusp

Place your Reliance

On " Sagars " for Woodworking Machines
that will give you every satisfaction because
of the high production that can be attained
with the least cost in working.

This is a small illustration of our big output
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Write us at once for full particulars.

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canal works, Halifax, Eng

LONDON: Aldermary House, 60. Watting Street, E.C.4-
BIRMINGHAM: Chamber of Commerce Buildings, New St.

Flying Waters and Slipway :—

WOOLSTON.

CABLES
AND
TELEGRAMS.
"SUPERMARIN," SOUTHAMPTON.
"SUPERMARIN," ESTRAND, LuNDON.

ESTAB. 1912

London Office : —

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NORFOLK ST., STRAND.

Telephone : Central 7770.
Cable Codes: —
Western Union, Universal and
5 Letter Edition & A. B.C. (5th Edition)
and Marconi International.

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ESTABLISHED 1912

Printed for The Aeroplane and General Publishing Co., Ltd., by Bonner & Co., The Chancery Lane Press,. Rolls Passage,
London; and Published by The Aeroplane and General Publishing Company, Ltd., at Union Bank Chambers,

61, Carey Street, London, W.C.

ADVERTISEMENT OFFICES, 61. CAREY STREET, W.C. 2.
EDITORIAL OFFICES, 175, PICCADILLY, W.I

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the aeroplane dec. 15. 1920. |||||||||ij|j!j|i!l|(||!MII|||i!i!IIU»WEIi S 1 3 1 1 i g 1 1 1 B 1 1 i S 1 1 1 S § g I g 1 1 1 S II I ^ g ^ g C 3 1 i l fi 1 1 1 1 1 1 1 1 1 1 f I Ll^

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SIXPENCE WEEKLY.

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Telephone — Gerrard 2312.
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December 15, 1920 The Aeroplane 89;

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JUST IN TIME.

The Ideal Present for the Service or Civilian Aviator, The Technical Officer,
The Ground Engineer, The Air Line Manager, The Aeroplane Designer and The
Aero Engine Designer, or anybody interested m Aviation is

"ALL THE WORLD'S AIRCRAFT"

OF 1920.
NOW READY.

Specifications and/or Detail Descriptions are given cf 347 aeroplanes, with
photographs and scale drawings.

Descriptions and specifications of 39 aero-engines are given, with 151
illustrations.

The book contains altogether 772 pictures of aeroplanes, aero engines,
airships, air stations, etc.

The Air Forces of All Nations are described and in most cases photographs of
the Personnel and Materiel are shown.

Price - - £2 2s. Net.

From THE AEROPLANE &! GENERAL PUBLISHING Co., Ltd.,

61, Carey Street, W.C.2.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

8p8

The Aeropiane

December 15, 1920

_^^v ^

oiv, Record

C. G. Grey, " ^Aeroplane."

AERIAL DERBY MEETING.

The "AVRO BABY"

WON

FIRST PRIZE -

FIRST & SECOND PRIZES -

IN THE ROYAL AERO CLUB HANDICAP.

1919
I920

The "AVRO BABY"

which flew in both the above races was the identical

machine which flew from

LONDON TO TURIN in 91 Hours.

(650 miles on 20 gallons of petrol)

A. V. ROE & CO., LIMITED,

AVRO WORKS, NEWTON HEATH, MANCHESTER.

Telephone: City 8530. Telegrams: "Triplane," Manchester.

London Office: Experimental Works: Australian Agents:

166, Piccadilly, Hamble Australian Aircraft and Engineering Co., Ltd.,

Union House, 247, George St., Sydney, N.S.W.

W I.

'Phone: Regent 1900.
Grams " Senalpirt,
Phone."

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Telephone: City 2^72.
Cable Cipher : "Aviation," Sydney.

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DEC. IS,
1920.

THE

VOL. XIX.
No. 24.

The Editorial Offices of "The Aeroplane" are at 175, Piccadilly, London, W.l.
Telegrapnic Address: "Aileron, London." Telephone: Gerrard 5407.

Accounts, and all correspondence relating to Publishing and Advertising, should be
sent to the Regis ered Offices of Tne Aeroplane and General Publishing Co.. Ltd.,
61. Carey Street, London, Vv.C.2.

Subscription Rates, post free: Home, 3 months. 8s. ; 6 months, 16s.; 12 months 32s.
Foreign 3 months, 8s. 9d.; 6 months, 17s. 6d.; 12 months. 35s. Canada, 1 Year. §8.

U.S.A., 1 Year. £8 50c.

ON AIR

The Sane Outlook.

There are many ways m which the Chinese are superior
to Europeans in general and to Englishmen in particular.
For example, the word of a Chinese business-man of good
repute is better than any signed document in Europe. Also,
if a Chinaman becomes great his ancestry is ennobled for
so many generations back according to his greatness, on the
logical reasoning that if he is so noble a man his ancestors
must also have been noble men. We, on the other hand,
ennoble a man's progeny, though we have no guarantee that
they will not turn out wasters, as they often do.

But, above all, the Chinaman is most admirable in his
logical outlook on life, as, for example, the famous Mandarin
who remarked of the recent brief if troublesome war : "We
in China pay but little attention to the tribe-fights of Western
barbarians." That mine of good stories, and last stronghold
of the King's English amid the linguistic Bolshevism of
modern journalese, the Morning Post, recently published
one of the best stories ever told of this pitiless Chinese logic,
which story is attributed to General Sykes, who may claim
to be something of an authority on China, seeing that he is
one of the two or three men (Colonel Mears, of the West-
land Aircraft Co., is one of the others or the one other) who
have ever walked from China to India — and from Pekin to
Simla via Tiber, at that !

The story runs thus : — General Svkes tells of a certain
Mandarin of Peking, to whom an English officer proudly
pointed out an aeroplane flying over the city. "Don't you
think that's wonderful?" he asked. "Well," said the China-
man calmly, after a glance at the machine, "the thing is
meant to do that, isn't it?"

If only we could induce British business-men and, above
all, British newspaper-men to regard the aeroplane in that
logical light and treat it accordingly we should be well on
the way towards the establishment of air lines as sound com-
mercial propositions. If, instead of getting wildly excited
over the transport of pigs to Paris by air — -four-legged pigs,
that is, not the profiteer variety — or some such unusual
though not astonishing event which the "hooligan reporter"
can work up into a "stunt with a heart interest," the news-
paper-man and the business-man would merely say : "Well,
Ihe thing is meant to do that, isn't it?" and carry on with
his job, we should be very much nearer aerial transport.

So long as the public, inspired by the newspapers, say
"Don't you think that's wonderful'" so long people will
refuse to take aviation seriously. What is wanted is a regular
newspaper campaign, worked by the Department of Civil
Aviation and the Society of British Aircraft Constructors, to
impress on the ordinary business-man not the wonderfulness
of aviation, but its common or garden utility and to teach him
what the thing is meant to do and what it actually does.

Heaven helps those who help themselves, and it is about
time these two organisations started on a self-help campaign.
And if the daily Press cannot be induced to »help, then let
these organisations — as suggested in this paper months ago
: — concentrate on the trade and technical Press of those
industries to which air transport can be useful.

The Air Ministry's Half- Yearly Report.

The Air Ministry's report on "The Progress of Civil Avia-
tion" for the half-year April ist, 1920, to Sept. 30th, 1920, was
published on Dec. 10th, and seems to afford an excellent
jumping-off place for such a campaign. The material is all
there, and it is enough to convince even the fool English
business-man who when times are bad refuses to advertise
for business from abroad, and when times are good, and he
has more business than he can handle, throws money away
on advertising goods which he cannot supply.

The report is far too lengthy to publish in this paper, but
those who want it can buy it from His Majesty's Stationery
Office, or from any bookseller, for fourpence net. It contains
32 pages of reading and tabular matter. Each page is bigger
than a page of The Aeroplane, and though perhaps not quite
so entertaining, it is as full of good solid information as
"Sandford and Mertou," and quite as satisfying.

LINES.I.

The report tells all about relations with foreign countries,
progress in ground organisation, commercial services, meteo-
rology, medical services, collection and issue of information,
research, expenditure, Imperial air routes, progress in the
Dominions, India, and the Colonies, and so forth.

A Few Figures.

Some of the figures are so interesting that it is necessary
to quote them here, with one's own comments in brackets.
For example : —

Licences to Pilots. — April ist to Sept. 30th, 1920, New
Licences, 95; Total since May ist, 1919, 579; Renewals, April
ist to Sept. 30th, 1920, 129.

Licences to Ground Engineers. — New, 133 ; Total, 478 ; Re-
newals, April ist to Sept. 30th, 1920, 90. (This is quite satis-
factory.)

Licences to Navigators. — Total, 1. (This is not exciting.)

Certificates of Registration. — New, April ist to Sept. 30th,
1-1.3,; Total, 5S7; Renewals, 150. (This is not very encourag-
ing, but even 113 new registrations since March last is not
so bad.)

Number of Machine Flights. — May to Sept., 1919, 31,250;
Oct., 1910, to March, 1920, 6,571; April to Sept., 1920, 20,658.
(It is curious that there were more flights in five months in
1919 than in six months in 1920. This is chiefly due to the
big "joy-ride" campaign by the Avro Co., which has not been
operating in 1920. But the following figures show that far
more flying has been done this year.)

Number of Hours, Flown. — May-Sept., 1919, 6,566; Oct.,
1919-March, 1920, 3,061 ; April-Sept., 1920, 8,200.

Approximate machine mileage. — May-Sept., 1919, 460,300;
Oct., 1919-March, 1920, 231,600; April-Sept., 1920, 689,600.
(That is to say, the total mileage for the year Oct., 1919, to
Sept., 1920, inclusive, is about 921,200, or close on a million
miles, or, say, 1,500,000 kilometres, against 1,000,000 kilo-
metres in France helped by subsidies.)

Number of Passengers carried. — May-Sept., 1919, 58,132;
Oct., 1919-March, 1920, 9,808; April-Sept.. 1920, 32,345.
(Again the six months of 1920 are lower than the five months
of iqiQ, but again the distances are greater, for the average
flight in 1919 was 12 minutes as against 24 minutes in 1920.)

Departures and Arrivals to and from the Continent. — Aug.
26th to Sept. 30th, 1919, 83 departures, 79 arrivals ; Oct. 1919-
March, 1020, 388 departures, 346 arrivals; April-Sept., 1920,
1,254 departures, 1,191 arrivals. (This gives an average of 100
machines per week across the Channel, without one single
falal accident in the six months.)

Value of Goods Imported by Air. — Aug. -Sept., 1919, .£4,501;
Oct., 1919-March, 1920, .£131,615; April-Sept., 1920, £376,606.

Value of Goods Exported by Air. — Aug. -Sept., 1919, £3,002;
Oct., 1919-March, 1920, .£63,743; April Sept., 1920, £168,300.
II: is to be regretted that the imports exceed the exports.
This proves that Continental commercial people are more
wideawake than our own. Curiously enough the balance of
mail matter is the other way, 46,175 letters having been sent
tc the Continent by air, as against 40,338 received from the
Continent.)

The percentage of successful flights from aerodrome to
;-.erodrome on the London-Paris service was as low as 38 per
1 tilt, in Dec, 1919, rose to 96 per cent, in June, 1920, came
down to 75 per cent, in the bad weather of July and rose
to 85 per cent, despite fogs in September. The London-
Brussels service, started in July, shows 75 per cent, in that
month, 100 per cent, in August, and 96 per cent, in Septem-
ber (These are surety convincing figures.)

[Post ScriijTUm. — The unfortunate accident which occurred
,on Tuesday (Dec. 14th), just as this paper was going to press,
when three people were killed by a Flandley Page Transport
machine descending on a house at Golder's Green, does not
in the least affect the argument of the foregoing figures. Ac-
cidents happen in all means of locomotion. — C. G. G.]

Self Help.

The Report gives much interesting information concerning
aviation in foreign countries, but naturally what concerns
us most is our own success in commercial aviation. This re-

poo

The Aeroplane

December 15, 1920

port contains, as already suggested, all The material for an
energetic campaign on the business community. Will the De-
partment of Civil Aviation and the S.B.A.C. use its oppor-
tunity ?

Heaven helps those who help themselves. Already the
business community, as distinct from the aeronautical com-
munity is helping itself. That very influential daily publica-
tion, Lloyd's List, which is read by all shippers and under-
writers, is now publishing every day the communique of the
Department of Civil Aviation, under the heading "Movements
of Aircraft." It is the first daily to do so, and the names
of Mr. Glanvillo, the editor, and Captain Gillman, late R.A.F.,
who1 is his aide in this matter, deserve to go down to history
for this service to aviation.

This paper, The Aekoi'Lane, is doing its best to move the
business community in the right direction, by way of the big
shipping companies, the best ^lubs, and by obtruding itself
on the notice of all classes of people at home and abroad who
are likely to use aircraft. But the Air Ministry and the Trade
should d:> more to help.

Air Traffic Canvassers.

Meantime, our two chief air lines seem to be doing some-
thing practical to help themselves, without any aid from the
Department of Civil Aviation or the S.B.A.C, both of which
ought to be taking a hand in the work in their own in-
terests. One is told that Aircraft Transport and Travel,
Ltd., and Handley Page Transport, Ltd., are both sending
out canvassers to various and sundry firms in the City of
London to endeavour to persuade such firms to send goods
by air instead of by rail and boat. And. which is highly
satisfactory, one gathers that these travellers are achieving
very considerable success.

When one can -get the English business-man quietly by
himself to listen to common-sense argument, undisturbed by
his daily debauch of newspapers and away from his particular
political" mania, he is often quite a reasonable animal. And
so the air transport canvassers have been able to fix some
quite useful contracts for goods, which it is hoped will not
only keep the lines busy through the winter till the passenger
traffic revives, but will convince the consignees to such an
extent that the goods traffic next year will be very much
greater than it has been in the past.

Our Great Opportunity.

Now above all times is the opportunity of the air lines
and of those who wish them well. The Continental railway
systems have always been bad, and to-day they are worse
than ever they were- Our own railways to-day are little if
any better than the Continental railways were before the
war. Accidents, fatal and otherwise, on the French rail-
ways are more frequent in proportion than on air lines.

Even without accidents the handling of goods is so chaotic
and the delays are so appalling, and the chances of loss
through thieving are so great, that nobod}7 would send any
goods by rail if the safety and speed of air transport were
generally known — except, of course, goods of high weight
and low value which could not bear the cost of air transport
at a shilling a pound This high price will itself come down
to about half when the air lines are equipped with machines
with economical wings instead of the quaint survivals of war-
time practice which are in use at present. So far, we have
onlv modified our war-time fuselages to commercial use.

It is said that A.T. and T., Ltd., are about to make a bold
move towards improving the efficiency of their line by
scrapping all their old D.H.qs, and are to start next year
with a flotilla of four D.H.ios. and four D.H.t8s, all with
Napier engines. These machines are, as Mr. Frank Searle re-
marked at the Air Conference, commercial propositions if
ever such propositions existed.

Rumour has it that if this flotilla shows in the first few
months that it can pay its way, a whole fleet of similar, or
even more advanced, machines will be put into service.
There again, , if rumour is correct, is a very promising move.
Aircraft Aid to Business

Over and above the opportunity provided by the chaotic

condition of land and water transport, civil aviation has a still
greater opportunity in the present state of commerce in
general. It is true that business is for the moment at a stand-
still, but that condition is largely artificial, in that money is
being deliberately held up, partly because Capital will not
be put into use so long as Labour refuses to give value for its
wages, .and partly because Capital will not be forthcoming so
long as its earnings are appropriated by the tax-gatherers of
a spend-thrift Government.

As soon as Labour decides to do its job — -which will be very
soon, now that good workmen who are "willing to work are
finding themselves out of work because of the ca'canny policv
of their Unions — and as soon as the Excess Profits Duty and
other imposts are removed by a Government which fears
more for its own salaries than for the failure of its high-
falutin' Socialistic schemes, then Capital will be available for
the rebuilding of British industries, and for foreign trade.

And then British business men will awake to the value of
air transport as an aid to extending their business.

An Example and an Argument.

The greatest development of the railways, which had
previously been regarded with suspicion as a dangerous and
uncertain method of transport, came when after a period of
bad trade and semi-starvation and rioting, the business man
who held the money realised that rapid transport of goods
and people was the best of all wa}7s of increasing his busi-
ness. But the railways had to convince him that their method
of transport was no more uncertain or dangerous than that of
the horse-drawn wagon and the stage-coach.

It is up to the Department of Civil Aviation and the S.B.A.C.
to help the traffic canvassers of the existing air lines to con-
vince the business community that air transport, at any rate
of goods, has actual advantages over rail and sea transport.
The task is not easy, but it is not very difficult. It entails
steady and intelligent work rather than brilliant publicity.

The position recalls an incident many years ago in the very-
early days of motoring. One had driven a noisy and rather
terrifying motor-bicycle into the yard of an Irish hotel in
the prosperous middle South. The ostler, an old man who
remembered the days before the railway came to the town,
remarked: "Thim's terrible yokes, sorr ! The Divil himself
wouldn't get me to ride on the like o' that. Sure they're
rippin' and roarin' all over the counthry killin' people that
'niver died before!"

By way of convincing him one reminded him. that in the
days of his beloved stage-coaches it was not unusual for the
brakes to fail on a hill, for the team to bolt to escape being
run over by the coach, and for the whole outfit to turn over
at the first corner and kill a few of the outside passengers.

The old ostler admitted that people were occasionally killed
by the overturning of coaches, but added : "For all that, give
me the ould coach. Sure if a coach upsets on ye and ye break
ye'r neck, well, there ye are! But if one o' thim dam yokes
bursts from undher ye, where the Hell are ye?"

Despite his Irish speech one has always had a suspicion
that the said ostler was of English descent, for his outlook
was so essentially English. Probably he was the descendant
of one of those Englishmen who in Cromwell's or Wil-
liam Ill's or George IPs time were sent over to pacify Ire-
land by almost precisely the same methods as are being used
by the "Black and Tans" of to-day, and whose descendants
are providing the back-bone, if not the brains, of the Ex-
treme Sinn Fein ^movement. At any rate there you have a
thoroughly good old-fashioned Conservative outlook on
mechanical transport. It is just such an outlook that the
apostles of air transport have to combat in the British busi-
ness man to-day.

What has to be done, as already stated, is to convince the
business man "that there is nothing wonderful about the com-
mercial aeroplane, and to induce him to attain to_ the same
degree of intelligence as the Chinaman who said: "The
thing is meant to do that, isn't it?" C. G. G.

(To be continued.)

A NEW SPEED RECORD.

The latest phase in the speed battle between M. Sadi Le-
cointe, Nieuport biplane (300-h.p. Hispano-Suiza), and M. de
Romanet, Spad Herbemont biplane (300-h.p. Hispano-Suiza),
results in M. Sadi Lecointe holding the record, for the time
being.

'On Sunday morning, Dec 12th, at Villacoublay, flying
the Nieuport biplane, which he used in the Got dor. Bennett
Cup race, M. Sadi Lecointe covered the measured kilometre at
a speed of 313.43 km.p.h., or just over 194 miles per hour.
The record was only recently gained from M. Lecointe by
M. de Romanet with a speed of 309.012 km.p.h.

HELP WANTED.

The editor of The Aeroplane would be very glad to hear
from any reader in London who could spare an hour or so

about one evening a week to translate German correspon- •
dence. The question of fees can be discussed when the
amount of work to be done has been considered.

CONGRATULATIONS.

From the Notices of Births : —

PAGE.— On Friday, Dec. nth, at Lymes Holme, Stanmore,
Middlesex, to Mr. and Mrs. F. Handley Page, a daughter.

All concerned with aviation will join in congratulating Mr.
and Mrs. Handley Page on the safe arrival of this their
second daughter. It is a recognised fact that the mothers of
a nation are of greater importance than the fathers, and so
it is satisfactory to see that daughters are being born to so
manv of the best people in Aviation, both Service and civilian.
It augurs well for the future of the British Empire.

V

December 15, 1920 The Aeroplane goi

THE AMFIBBY ONE.

Nothing worries the average sailor-man so much as strange words, H.M.S. Hermione was
commonly known among sea arers as the " Hermy One." And most Naval Officers will recall even
stranger and less euphonious names for sea-going craft whose titles when propeily pronounced were
quite graceful.

To-day a new trouble besets the untutored matelot. The advent of the amphibian aeroplane as a
necessary adjunct to any self-respecting Fleet in Being makes it necessary for him to pronounce if not
to understand this strange new word.

Already, when the Amphibian Competition was under weigh at Felixstowe, the local seafarers
were heard to refer to "Them 'ere amfibby ;uns," and it seems that there was some argument as to
the meaning of the adjective " amfibby."

Probably ihe title "amphibian" is itself erroneous seeing that a real cmphibian aeroplane is
equally at home in the air and on land and on water, and not merely in or on two of these substances.
But whether correct or not, the title is adopted officially. And what matters is whether the machine
does its three-fold job or not. Here at ai y rate is one which dees its job.

The Fairey Amphibian Aeroplane Taxying across the Croydon Aerodrome, during
the Demonstration to the visitors from the Air Conference.

The h'story of this interesting old machine has already been published. She hss been in use for
nearly tour years and is still as good as ever. In fact, in her latest manifestation, as an amphibian
with a Napier Engine, she is better than ever.

Yet. well as she does her job, and good as is her performance, she is already a back number
compared with the latest Fairey Amphibians which are now coming through.

Naturally, the Royal Air Force has first call on all new designs and all priority of production from
the Fairey factory. But the firm is prepared to supply aeroplanes, or amphibians, or ordinary
seaplanes, or flying-boats to private customers and to foreign governments, ano to guarantee that such
aircra t as it may supply shall be unsurpassed by similar products made elsewhere either in this
country or abroad.

Having been a pioneer of inherent stability, of seaplane design, of twin-engined aeroplane design,
and of amphibian design, Mr. G. R. Fairey is prepared to design any class of aircraft for any purpose,

THE FAIREY COMPANY SPECIALISES IN PIONEERING.

THE FAIREY AVIATION CO., LTD.,

Head Office = = HAYES, MIDDLESEX.

London Office = - EMPIRE HOUSE, 175, PICCADILLY, W.i.
Works : HAYES, MIDDLESEX, & HAMBLE, near SOUTHAMPTON.

Telephones — 19 Hayes. Middlesex. Telegrams — "Airily, Hayes, Middlesex.'

394 Regent. Code— A. B.C. 5th Edition.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

go2

The Aercplane

December 15, 1920

iimiMuimiiiiimiiimiiiiimimiimmiimiiiiiiM

LIMITED.

Telephone :
Victoria 6900.

Telegrams :

Vickers, Vic, London.

Aeroplanes for Commercial and Military Use. Vickers-Saunders Flying Boats.
Flying Boats for Commercial & Naval Use-

Brief Specification
VIKING MARKI1I
5 Passengers of
750 lbs. Freight.
Range: 480 miles.
Span : 46' o"
Height; 15' I"
Length : 33' 5"

Recent Successes

I he Vickeri Viking was
classified FIRST in ihe
following competit ons
at the INTERNA-
TIONAL SEAPLANE
COMPETITIONS at
ANTWERP. July 1920

1. Shortest ime ^"un-
sticking " from water.

2. Fastest time over a
given circuit.

3. Climb to 1,000 metres.

4. Altitude with full load.

Depots ;

MANCHESTER- Cathedral House. Long Millgate (Temporary
BIRMINGHAM— Vickers House, Loveday Street. Address).
NEWCASTLE- Commercial Union Buildings, Pilgiim Street.
GLASGOW— Vickers House, 247, West George Sfreet.
BRISTOL— 55. Park Street. BELFAST— 26a, Arthur Street.
LliED'-G^fk Street Chambers, Park Row.
NORWICH— 16, White Lion Street.

Brief Specification
VIKING MARK IV
5 Passengers of
1,250 lbs. Freight.
Range: 480 miles.
Span : 50' o"
Height : 15' 1"
Lengih : 35' 0"

Recent Successes

The Vickers Viking
was the winrur ot
the FIRST prize of
£10,000 for the
Amphibian Class
of Aircraft entered
for the BRITISH
AIR MINISTRY
COMPETITION,
September, 1920.

Aviation Department,

VICKERS HOUSE, BROADWAY, LONDON, S.WJ.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

Supplement to The Aeroplane, December i$th, 1920.

903

INCORPORATING AIRCRAFT ENGINEERING, AERODYNAMICS, AIRCRAFT FINANCE AND COMMERCIAL AERONAUTICS
AND MATTERS PERTAINING TO THE AERONAUTICAL ENGINEER AND THE AIRCRAFT TRADER.

THE WEEKLY

In the article below Mr. Hildeslieim describes the
products of some of the less well known of the German
engine builders as they were at the time of the Armis-
tice. This account, taken with the previous article to
which reference is made below, will give a fairly good
idea of the state of the German aero-engine industry.

COMMENTARY.

only if escorted by a number of fighting machines, which
fighting machines Germany is prohibited from building:
Without an escort it would be about as useful for war
purposes as any ordinary passenger-ship at sea would
be without an escort of warships.

An illustrated description of the new Zeppelin Staaken
commercial monoplane, which has figured in the daily
Press as the "German Mystery-Plane," is given on
page 906. /

The extraordinarily high loading of the wing, together
with the very reasonable landing speed and the high top
speed claimed, make this machine unusually interest!-
It has been said by the ill-informed that this is a
potential war machine. It is therefore necessary to point
out that it could only be used for bombing, and then

GERMAN AERO

Some of the very interesting constructional details of
the De Pischof avionette are given in this issue. The
production of a practicable man-carrying aeroplane with
an engine of only 16 h.p. can scarcely lack interest — What-
ever one may think of the practical value of such a
craft.

An American incursion into the field of cantilever
monoplane construction — "The Stout Bat-wing" machine
— is described and illustrated.

ENGINES AT

By Erik Hildesheim
In the issue of Jan. 28th last an account based on the
report of a paper read by Dipl. Ing. Otto Schwager to reveal
Ihe trend of German aero-engine design towards the later
part of the war, chiefly as to the Vee-type 8 and 12-cyl.
models, and concerning the experimental two-stroke Junkers
and Hellmuth Hirth engines.

This information can now be supplemented more or less
completely by the news below of the work going on at the
time of signing the Armistice in the various German motor
works and gives a full view of the present aero-engine position
in Germany, as none of the firms are at present allowed to
carry on engine building.

But as the result of attending a paper, read at the last
session of the scientific and aeronautical body in Berlin, the
Wissenschaftlichen Gesellschaft fur Luftfahrt, one may safely
state that experiments are now being carried out to develop
the two-stroke aero-engines in a number of cases.

M.A.N.

To finish first the review of the standard German 6-cyl.
vertical type, the M.A.N, and Opel are newer hi name to
most people than are the products themselves. For the M.A.N,
products— the concern is of course the well-known manufac-
turer of the German submarine Diesel engines, with a name
composed of the two cities where are the works — "Maschinen-
fabrik Augsburg Niirnberg" — were more or less of the standard
type.

The Niirnberg works built the Argus 180 h.p. model As III
under licence, while the Augsburg plant produced a 185 h.p.
engine of similar layout to the 160 h.p. Mercedes. Onlv a
limited number was supplied, as the performance no longer
sufficed by the time that quantity production started. So the
engine was re-arranged as a super-dimensioned model, varying
only in larger cylinders, with a performance at sea levelcor-
responding to 260 h.p. Mounted in a Pfalz scout D.XII, with
prescribed load the engine gave on July yth, 1918, a per-
formance in two test flights of (first climb) 1,000 m., 3 min ;
2,000 m., 7 min.; 3,000 m., 10 min.; 4,000 m., 13 min.;
5,000 ta.f 17 min.; 6,000 m., 2ii min.; 7,000 m., 30 min.;
(second climb) 1,000 m., 3! min.; 2,000 m., 7 J- min.; 3,000 m.,
10I min.; 4,000 m., 14 min.; 5,000 m., 17J min.; 6,000 m.j
21 min.; 7,000 m., 29 min.

Opei,.

The Adam Opel Motor W^rks, Riisselsheim , first built
the 180 h.p. Argus engine As III under licence, and later the
185 h.p. B.M.W. Ilia. The firm started developing an engine
of its own, but gave up the work in favour of the Bayern

THE ARMISTICE.

engine. The experimental Opel, designed for 200 h.p., was
never tried on the brake. In layout it was a 9-cyl. engine,
with the cylinders in a three-row arrangement, as if one cut the
iS-cyl. Sunbeam type in halves. It was fitted with a reduction
gear.

The last B.M.W. model, now well known, is the latest
development of the six-cylinder class.

Of the rotaries, the Siemens type has already been dealt
with. Its chief competitor at the end of the war was the
super-dimensioned 160 (200) h.p. Goebel, which was the power
plant of the Fokker and Kondor wireless parasols, as the
latter aircraft manufacturing firms would not like to employ
the engine product of the Siemens and Halske Blockwerk,
when the Siemens-Schuckertwerke plant turned out compet-
ing aeroplanes of the same classes.

Oberursel.

The Oberurseler Motoretifabrik, near Frankfurt, had before
the war taken out a licence for building the Gnome. One
cannot refrain from commenting on the coincidence that Ober-
ursel already built motor locomotives and other engine pro-
ducts under the trade name of Gnome as a likely inducement
for taking up the rotary manufacture of that make, particularly
as the Gnome's doings in Germany had been poor, as it was
first employed almost only in the Enler converted Voisin bi-
planes which were excluded from pure German competitions,
and handled later as an agency by the Strasburg automobile
manufacturer and sportsman Mathis, it gave no very good
results.

When actual manufacture under Gnome licence began, the
Oberursel works followed the Le Rhone version, developing
from the 9-cyl., no h.p. engine a 160 h.p. n-cyl. engine
of good behaviour. The intention towards the end of the
war of turning out two special light 160 and 200 h.p. models
was not carried out in time for the war. In the before-
mentioned article the experimental effort of the pr. Becker
high-speed engine with a special valve gear made by the
Oberursel company has already been referred to ; here again
the Armistice prevented quantity production from maturing,
as only one specimen was completed for mounting in aircraft.

SCHWADE.

Otto Schwade and Co., in Erfurt, before the war built also
the aeroplanes for his Gnome copied produced Stahlherz
engines, but during the war they made only a limited number
of the 100 h.p. model, with which many difficulties were
experienced in the acceptance trials. Thus their performance
had already become quite inferior by the time they were

■iiHiiiiiiiiiiHiiiiiiiiimiiiiiiiNiiiinr?

P4

(Supplement to The Aeroplane.)

Aeronautical Engineering

December 15, 1920"

SPECIFICVriONS OF THE GOEBEL, ENGINES.

Engine Type

The Six-Cylinder " N.A.G." Aero Iingine.

really taken over. Sehwade next engaged extensively on the
development of the turbo-supercharger.

Goebel.

The Gandenberger'sche Maschinen-Fabrik of Georg Goebel
at Darmstadt, the speciality of which is ticket-punching
machinery, has during and after the war turned out four
models of rotarv engines, of which only the highest-powered
super-dimensioned edition in limited numbers saw active ser-
vice before the Armistice.

The g-cyl. 200 h.p Goebel engine showed a good per-
formance, but nothing has been heard of the 7-cyl. 30 h.p.
sporting model except that the manufacture has been an-
nounced and started since the Armistice.

The feature of the Goebel rotary aero-engine is the valve
gearing. The exhaust valves are controlled from a single
stationary cam, the tappet plungers, connected with the push
rods and rocking levers, swing, and once in each second
revolution pass the cam, the next time being opened by it.
Further, a movable half-compression cam is provided for easy
starting and, slow running. The auxiliary cam is operated
from the pilot's seat.

The pistons are composed of two parts, the steel top clear
of the cylinder wall joined to the connecting rod and provided
with the rings, arid of the lower or skirt part which guides
the piston.

The inlet valve is in the piston top and balanced with a
counter-weight.

The cylinders are mounted in the crankcase with a bayonet
joint and are locked by a pin. The latter as well as the
exhaust valve push rod being removed by means of a special
key, one twelfth of a turn frees the cylinder from the case.

Maximum diameter

Maximum length

Number of cylinders

Mounting of cylindtrs

hore m.m.

Stroke m m.

Minimum and Maximum Per
formance H.P. ... ' ..
Minimum and Maximum

R P.M.
Valve gearing ... )..

Nature of gas supply to the
cylinder

Diameter of in'et valve
Diameter of exhaust valve ..
Magneto, type and number ...

Carburetter

Direction of airscrew

Transmission ratio of crank-
shaft to magneto, oil pump
and tactometer

Pump

V + V,

Lubrication
Compression ratio

Petrol consumption per hour

Oil consumption per hour

Fuel employed

Goc VI

Goc V

660
goo
7

Flange
94

9j -

30/40

700
965

7

Thread
105
105

50/65

1,150/1,200 I 1,150/1,200
Mechanically operated
inlet and exhaust valves.

Induction pipe.

34
34
Bosch
1

Pallas type
Right

Oil employed

Weight including propeller
hub, kg.

7 to 4
Piston type,
size I
Force-

1 to 4.6
ab. 20 litres

3.5 litres

. Benzoleo 8t
Petrol
0 7-0.725
Castor

55

43
43

type D.A

SB-V-AL
hand

7 to 4
Piston type,

size I
feeding of

1 to 5.2

ab. 30 litres

5 litres

Benzoleo.8
Petrol
0.7-0.725
or mineral

Goc II

1,025
7

Bayonet
138

' *5°

100/1 10

Goc III

1,140

1,130

\Threld

v 138
290

200/230

1,150/1,200 1,150/1, 20c
Automatic inlet valve,
mechanically operated
exhaust valve.

Through crankshaft and
case.

54
59 .
clockwise

2

Pallas type
Right

7 to 4
Piston type

size II
all bearin

1 to 4.5

ab. 50 litres
35 kg- =
350 gr. per
h.p. an hour
7 litres
6 3 kg. ^
63 gr. per
h.p. an hour
Benzoleo. 86
Petrel
0.7-0.725
Castor

SBL 70/70
hand

9 to 4
Piston type,
size II

1 to 5.2

ab. 80 litres

56 kg. =
280 gr. per
h.p. an hour
9 litres
8 1 kg. =

45 6r Per
h.p. an hour
Benzole 0.88
Petrol
0 7-0.725
or mineral

183

N.A.G.

The Nationale Automobil Ges., which is 'owned by the
A. E.G. concern, built first the Wright engine under licence
in Germany. Improved and enlarged editions of their own
design were used to some extent in early airships, seaplanes
and aeroplanes, but aero-engine manufacture was given up
before the outbreak of war. When the company's produc-
tion facilities were required the engine of Herr Conrad, the
editor of the technical motor journal Der Motorwagen, which
he had built in his Deutsche Motorenbau Ges., was taken up.

The engine was of the straightforward German type, a
mixture of the Mercedes overhead camshaft t5_pe and the
Benz outlines otherwise. It was employed to some extent for
school work, but not allowed time to gain the pilot's confi-
dence on active service. The manufacture was dropped before
the Armistice.

An Early Zeppelin AHMetal Biplane, built in 1918.

©EC-ember 15, 192. Aeronautical Engineering iMmfnno.,m Aui.flANr., m

GWYNNES'

AERO ENGINES

B.R.2 MODEL. 250 H.P.

Manufacturers of the B.R. and all types
of Aero Engines. Sole Licensees for
British Empire of Clerget Motors.

f WYNNF^ I f A Hammersmith Iron Works, LONDON, W,6.

VJff 1 llllEiO Ll 111*} "Gtoynne, London." Hammersmith 1910.
Contractors to the Admiralty, War, India and Colonial Offices, & all Foreign Governments.

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9oO

(Supplement to The Ajbroi-une.)

Aeronautical Engineerinj

Dl'X'EMBER 15, 1920-

:THE ZEPPELIN STAAKEN GIANT MONOPLANE.

The attached photographs show in the completed
the machine some parts whereof were illustrated in
paper in the issue of May igth, 1920.
The machine is an all-duralumin semi-
cantilever monoplane

The fuselage, which is built on some-
what similar lines to the usual German
three-ply structure, is devoid of longe-
rons, and consists entirely of a riveted
up duralumin sheet, kept to shape by
duralumin girder bulkheads. The gene-
ral nature of the structure is evident
from the earlier photographs above re-
ferred to. The cross-section of this
fuselage is sufficient entirely to contain
the accommodation for crew and passen-
gers. Seats for 18 of the latter are pro-
vided, together with lavatory accommo-
tion, and very ample window space is
provided to the cabin. —

The pilots* seats are in the top of the
fuselage, and open, giving an excellent
view.

The wings are built out from specially
heavy bulkheads in the fuselage, and are
of very deep section — 1.2 metres at the
root. They are built on duralumin spars
and ribs, ami the duralumin covering

projecting appreciably ahead of the leading edge, and each
driving a separate tractor airscrew. In each of these nacelles

Half side view of the Zeppelin Staaken Passenger Monoplane.

The Zeppelin Staaken Monoplane, showing pilots' position, undercarriage, and

engine nacelles.

forms an integral part of the wing structure. Into the wings wor!
are built four engine nacelles, two on each side, both engines tion

there is a seat for a mechanic, and these
seats may be reached from the body by
crawling through a tunnel in the wings.
Kach engine is cooled by a honeycomb)
nose radiarSr.

The undercarriage is of great simpli-
city, there being only three struts on
each side. Two of these are horizontal,
and from the lower corner of the fuse-
lage converge at the wheel axle. The
third is a vertical telescopic strut with
encased shock-absorbers, running up to
the wing at a point between the two
engines. Twin side-by-side wheels are
fitted on each side of the undercarriage.

Two heavy cables run from the hot-',
torn edge of the body to front and rear
spars at about two thirds, of the half
span from the body, and take lift loads.
Landing loads are taken solely by the
wing framing.

The tail consists of fixed tail and fin
plus balanced elevators and rudder.
These surfaces ate all-duralumin framed
and covered, and are pure cantilevers in
structure. Ailerons of very small
chord, and heavily balanced, are fitted
at the wing-tips.

The wing loading is extremely high —
So kg. per sq. metre — or. about 16.5 lbs.
per sq. ft. — and the weight per h.p. is
8.8 kg. — over icj 11 js. Despite these high
figures, the machine is said to take off
and to land in quite a short space — 250
to 300 metres to take off and 150 metres
to spall up. On preliminary trials a
speed of 180 k.p.h. (in m.p.h.) was
reached, since increased to 225 k.p.h.
[138 m.p.h.) officially measured.

The design of this machine was due
to Dept. Ihg. Rohrbach, of the Zeppelin
s at Staaken, and was carried out in rejig. The construc-
was mainry carried out during 1020 and tests have

Front view oi the Fourengined Zeppelin Staaken Passenger Monoplane. (Four 260-h.p. Maybach Engines]

December 15, 1920

Aeronautical Engineering (£

(Supplement to The Aeroplane.)

907

WESTLAND

». bsxuwm*. AIR MINISTRY,

f^^lT-'!rZ^ri:"!!irLM 'STRAND,'-' v

LONDON, W.C -

October', 1920.

All Liters 0:1 ibe iiuderrrte'lmoried suuie^; stvjul 1 ue addiessed 10 T H I" SECKETARV at I he abuvo address and should quote

a„ M.n,.,„ Relce. 344425/20 (C.G.C.A.) YoutRdeit
ii-i.lu.ct- Mr Ministry Competitions, 1920.

Gentlemen,

Ml*

I am commanded by the Air Council to forward
herewith, a draft for £7,500, being the first prlza
awarded to your West land Six Seater machine in the

'Small Aeroplane class in fliU recenj Competitions.
I am.

Gentlemen,
Your obedient Servant,

Messrs. YIestlar.d Aircraft '.'lorks,
Yeo"il,

Somerset •

THE WESTLAND AIRCRAFT WORKS

(Branch of Petters Limited)

YEOVIL

have been awarded the FIRST PRIZE of ^7,500 in the

British Aircraft Competition, 1920 (Small Ciab)

for the

WESTLAND SIX^SEATER LIMOUSINE

fitted with the 450 B.H.P. NAPIER LION Engine.

FACTS FROM OFFICIAL RESULTS.

(1) FASTEST TOP SPEED.

(2) GREATEST SPEED RANGE.

(3) BEST ECONOMY:—

Lowest Fuel cost per pound useful load. Lowest Oil Consumption irrespective of B.H.P.

(4) RELIABILITY.

The result of the Competition is to stamp the WESTLAND LIMOUSINE with the hall,
mark of excellence for Aerial Transport. We invite enquiries for these machines, and are
prepared to grant licences for manufacture abroad.

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90S

(Suppleru'-iiL to 1'he Aeroplane.

Aeronautical Engineering

t)ECEMBER 15, 1920

but recently been made. The use of metal sheet for wing
covering in Germany was originated by Professor Junkers in
bis all-steel monoplane of 1916. The use of duralumin for
wing covering, however, was. it is claimed, originated by
Dipl. Int>'. Dornier, of the Zeppelin Works, Lindau, in the
D0D1 single-seater fighter of 191S, a machine somewhat
similar to that illustrated on page 91:4.

The main particulars . of the Zeppelin Giant are given in
tabular form hereafter.

SPECIFICATION OF THE ZEPPELIN COMMERCIAL MoXOPI.AX'E.

vSpan 31:8 m. Wing loading,

Length overall 1S.20 rii. 80 kg. per sd. 111.

Height overall 5.10 m. Power loading,

Wing area 110 sq. m. 8.8 kg. per If. p.

Engines, 4 260-h.p. Maybach Fuel capacity v-Si hr.

Weight empty 5,300 kg. Range 1,100 km.

Total load 13,880 kg. Maximum speed ...225 k.p.hj

Total weight loaded, 9,180 kg. Landing speed ...80-85 k.p.h.

The Tail of the Zeppelin Monoplane.

THE DE PISCHOF AVIONETTE.

Brief particulars of the De Pischof biplane have already
bceu given in The Aeroplane, but the following details of
j construction, for which one is indebted to our esteemed
~> fl'iench contemporary L'Acroiiautiqve, are of interest. The
bhotograph was kindly sent by M. Roche d'Estrez, of L'Air.
\ It is built entirely of metal, and has a factor of safety of
|.o, with a total weight of but 102 kilogs. This reduced
weight, with the high co-efficient of safety, has not been
obtained by merely "shrinking" an ordinarv aeroplane, the
principle adopted by the designer being
tol reduce the number of working parts
tola minimum, at the same time making
eaAh component perform as many objects
as possible.

Having designed a light machine, the
ordinary undercariage was found to be
unnecessary, experience having proved
that\in an avionette the pneumatic tyres
absorb practically all shocks, without the
necessity of having an axle mounted 011
rubber shock absorbers. This permits
the use, as an axle, of the central section
of the front spar of the lower plane,
which provides the point of attachment
yfior the. lower planes, and for the brac-
' ings or the wing cellule, and also acts, 1
as the axis for the rudder pedals.

The engine is a two-cylinder horizon-
tally opposed air-cocled 16-h.p. Clerget-Blin.
characteristics are as follows : —

Span, L2 nr. ; Length, 3.5 m. ; Heightrr.3 m.; Surface, 7.5
sq. m. ; Fuel consumption, 6 litres per hour ; Speed, 90-95
km.p.h. ; Climb, 1,200 m. 111 52 minutes

In spite of its reduced dimensions and lightness, the
machine is extremely stable, and also very controllable.

An important detail is the ease with which the machine

can be compressed into a small space by means of folding
wings. It is only necessary to withdraw four steel bolts to
remove the wings complete with all bracing In addition, the
single interplane struts fold in the middle, which, in addi-
tion to allowing the width of the machine to ^be reduced to
the width of the fuselage, also allows the wing cellule to be
reduced to a depth equal to twice the thickness of the
wings. It also allows the assembly of the little aircraft to be
very simple, as the wings can be fitted to the fuselage with

he principa

the bracing slack, the whole being tautened up by straighten-
ing the interplane struts and securing by two safety-bolts.

For safety in landing the wheels are placed well forward,
the weight on the tail skid when on the ground with pilot in
his seat being about 23 kilogs. This load is reduced to 8
kilogs. when the aircrew is in motion.

A Zenith carburetter and a Lumiere airscrew 1.5 m. dia-
meter and 0.65 m. pitch are fitted.

December 15, 1920

Aeronautical Engineering (SUDPlenlelll t0 lae AER0PUKt., 909

Aerial Photography

Model K— 1.
Automatic.
For films size
18 x 24cm. only.

Aero - cameras, both hand
and automatic, for plates or
films ; also materials and
accessories of every descrip-
tion for aerial photography.

Write for full particulars to

Kodak Ltd. (Wratten Div.), Kingsway, London, W.C. 2.

THE

DE HAVILLAND

AIRCRAFT C° LTD

STAG LANE AERODROME,
EDGWARE. MIDDLESEX.

DESIGNERS AND MANUFACTURERS OF "D.H." AIRCRAFT.
CONTRACTORS TO THE AIR MINISTRY.

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')lO

(Supplcmci.it to The AekoI'Lane )

Aeronautical Engineering

December 15, 1920

THE STOUT THREE=SEATER MONOPLANE.

iThe curious-lookiiig machine shown in the accompanying
illustration is the product of the Stout Engineering Labora-
tories of Detroit, U.S.A. The design thereof is clue to Mr.
Wl B. Stout, who has been experimenting with aeroplanes of
1hfc general type since early in 1918.

The original experiments which have led to the present
maphiue were carried out under the auspices of the American
Government. As may be seen, the machine is of the thick-
winged cantilever monoplane type, with a wing of enormous
chord at the centre and of very pronounced taper towards the
tipsl

_

It is built entirely of wood, and is veneer-covered through-
cut, including the wings and tail surfaces. It is stated that
test flights recently made at Detroit have given entirely satis-
factory results, and that the machine gets off quickly, is
stable and controllable, and has quite a good performance.

Except in regard to the wing form, the machine seems
fairly normal. The fuselage entirely contains pilot and pas"
senger, who are seated behind the engine. The undercarriage
is of the standard vee type, and the usual tail organs .are-
carried. The only noticeable feature is the inverted heavily
cambered tail, which suggests that the movement of the
centre of pressure over the very large chord requires a lot
ol compensation.

The general particulars and dimensions are given below.

Specifications of the Stout Three-seated Monoii.am;.

vSpau 36 ft.

hength 22 ft. 0 in.

Mean chord 10 ft.

Total wing area 360 sq. ft.

Body cross-section (max.),
5 ft. 9 in, by 3 ft. 6 in.

Area-
Tail plane 40 sq. ft.

Elevators 30 sq. ft.

Rudder 12 sq. ft.

Ailerons 18.5 sq. ft.

Engine Packard, 200 hip.

Petrol capacity 60 gall.

Weight empty 1,820 lb.

Weight fully "loaded. 3,340 lb.

Loading 7.7 lb. per sq. ft.

Weight per h.p 16.7 lb.

Speed 120 m.p.h.

Mr. W. R. St(Wit, the designer of the curious Monoplane
described above.

A TECHNICAL POINT.

Will some kind and knowledgeable person please explain
why air-cook d engines suffer less from overheating in hot
countries than do water-cooled engines? It is recognised that
in Mesopotamia and Palestine, where the highest temperatures
have been experienced by the R.A.F., water-cooled engines
almost invariably boil their water away, whereas air-cooled
engines continue to work. Is it merely that all radiators are
bad, or is it impossible 1o keep a water-cooled engine- as cool
as an air-cooled one in a hot climate ?

[ The answer is that water boils at a temperature below that
at which an aitr-cooled engine will continue to function. — Ed.]

A detached flight working with the At my somewhere north
of Baghdad, where it is so hot that ice is issued as a daily
ration to all ranks, has been suffering from the fact that the
wafer in their radiators boils away after two hours of flying,
which of course gives the machines a very small radius of
action. The local Army Commander, being worried at the
inability of the R.A.b'. to carry oat long distance work, in-
quired dp- reason and was told that it was because of the
tumble with the water, being an eminently practical man,
and having, as an officer of the Indian Army, some experience
of antidotes to overheating in the human machine, he sent a
letter to the Flight Commander offering him a double ration
of ice. ' 1 . . 1

Unfortunately he omitted to suggest a method by which ice
could be applied Satisfactorily to the engine. Possibly some
technical officer or engine expert may think of a satisfactory
method either of applying ice to water-cooled engines or of
keeping them cooled without ice.

December 15, 192U

Tke Power Unit for the Air Liner

The use of the -aeroplane for commercial transport
and passenger service calls for the most efficient and
trustworthy power units available.

Beardmore engine reliability has been the cause of
great enthusiasm from the earliest days of flight,
and proof of their popularity to-day is evidenced by
the fact that manufacturers are largely specifying
Beardmore as standard post-war power units.
Beardmore engines have gained the confidence of
manufacturers and passengers alike.

We co-operate to give speedy delivery and complete
engines with all duplicate parts are despatched
within 24 hours. Every engine guaranteed.

Beardmore Pleasure Cars & Commercial

Vehicles.

"A Car for every purpose.''''

The flattering reception of the Beardmore models at
both the Commercial and Pleasure Car Shows was
most encouraging. Beardmore reputation is once
again worthily upheld, and we cordially invite the
inspection of the wide range of models on view at
our showrooms.

BEARDMORE AERO ENGINES, Ltd.
112, Great Portland St., London, W.l.

Telephone — 328 Gerrard. %
Works - Parkhead Steel Works, Glasgow.

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m (aupptawnt to ih. AMoruN.., Aeronautical Engineering

A USEFUL HANDBOOK.

The Erection and Truei.\g=up of Aeroplanes. Bv F. W.
Halliwell, A.F.R.Ae.S., A. M.I. A. E. "Flight" "Library.
(The St. Martin's Publishing Co., Ltd , London. Price 5s.
net.)

This Useful little book, the first volume of the "Flight"
Library, is described as a practical treatise on rigging, and
merits the description. It is divided into t\vc> parts, one deal-
ing with the general principles involved, and a second devoted
'to examples ©f the processes involved in tracing up typical
machines. The whole is clearly written and illustrated, and
can confidently be recommended to all those who desire to
study the art of rigging aeroplanes

SOME AMERICAN EXPERIMENTS.

According to the American Air Service News Letter the
Aviation General Supply Depot at Middle-ton, Pennsylvania,
have now grafted a Liberty engine onto a Breguet type 14 A. P.
machine. This is said to result in a flying speed fully equal
to that of a D.H.4 (American version presumably) and a
considerably lower landing speed. The machine is said to
be very stable laterally, but totally insensitive to aileron con-
trol. One is left in doubt as to whether the Liberty engine
is responsible for (a) the stability, and /or (b) the insensitive-
ness, and whether (b) was necessary for (a) to show itself
when the machine was piloted by an American Service piloL.

Apropos the habits of the latter, the same journal records
certain minor incidents at Boiling Field aerodrome during the
week beginning April 19th. A certain St. George Wise —
" one of the most capable fliers at Boiling Field "—made
a forced landing on a Fokker. Mechanics overhauled the
engine and he took off again and lost his engine again at
1,000 ft., and landed again. Engine again overhauled, he took
off, lost his engine at 50 ft., and crashed. On Thursday the
same officer, piloting an Avro, lost his engine at 150 ft.,
spun to the ground, and was the occasion of a record run
to the hospital. 0U the same day a Lieut. -Colonel Christie,
of the Aeronautical Board, attempted to land a D.H. 1 at that
aerodrome. It is stated that he struck a soft spot on the
ground at full flying speed, with the result that the machine
turned over. This sounds very like unto the habits of certain
British Air Force officers of similar exalted rank— but evidently
the j joss " does not hold in America, for Colonel Christie
was badly cut about the face, and it is feared that his beauty
of feature will be impaired. Earlier in the same day a D.H.
caught fire in the air — but as the machine appears to have
been in the control of a capable pilot (Lieut. McGinnis), he
and his passenger side slipped to earth, landed, and escaped.

A further note in this same interesting periodical indicates
that certain of the lessons of such minor accidents are sink-
ing into the mind of America, for quite a long paragraph
is devoted to the fact that safety in lauding is an important
factor in flying. This demonstrates clearly that it 'is hoped
in time to develop undercarriages capable of looking after
American landing habits.

PIONEERING.

The following letter has been received, together with the
accompanying photagraph : —

.Stag Lane Aerodrome,

Edgware, Middlesex.
November 23rd, 1920.
Sir,— In the issue of The Aeroplane of No\ ember 17th, the
Fairey Aviation Co., Ltd., published particulars of a twin-
engined biplane constructed by them in
1916, and further suggested that the
pioneers of multiple-eugined aeroplanes
in this country should make their work
known.

We heartily endorse this suggestion
and therefore give the following par-
ticulars of the D.H. 3 which was de-
signed nearly six years ago by Capt
Geoffrey de Havilland.

The D.H. 3, which was a twin-engined
folding-wing biplane, was flying in
April, 1916. It was fitted with two
120-h.p. Beardmore engines, or 240 h.p.
in all, and carrying a useful load, in-
cluding petrol, of 1, S011 lb., the speed
was 95 miles an hour. The total weight,
fully loaded, was 5,800 lb.

Can any designer of multiple-cngiued aeroplanes boast of
more successful " pioneering " ?

(Signed) The de Havilland Aircrait Co., Ltd.

A FINE RECORD.

That excellent engine the Siddeley "Puma" is steadily
increasing for itself the high reputation which it has so

long deserved. The majority of the D.H. 9s which have done
such splendid service during the last twelve months on tire
cross-Channel lines in the hands of the pilots of Aircraft
Transport and Travel, Ltd., and Hnndley Page Transport,
Ltd., have had Siddeley "Pumas." Pilots of the Royal Air
Force in India, Mesopotamia, Palestine and Egypt have used
"Puma "-engincd D.FI.9S with continuous success. In fact' it
was in the East that the "Puma" first became really popular
with R.A.F. pilots after many types of engines had given
considerable trouble owing to the intense heat.

The remarkable flight made by Mr. Macintosh, of Handley
Page Transport, Ltd., from Paris to Lympne against the
hurricane on December 6th, when no sea-going vehicle dared
to face the gale at sea, was made vvith a Siddeley "Puma."

A namesake of Mr. Macintosh, with Mr. Parer, made the
first single-engiued voyage to Australia with a "Puma," this
being one of the most wonderful aerial journeys the world
lias yet seen.

Also it is well to point out that the longest bona-flde com-
mercial flight yet made — namely, Mr. Perry's flight from
London to Jassy in Ronmania»'and back— was also made with a
"Puma." It will be remembered that Mr. Perry left London
on September 12th, was held up for two days at Belgrade
by the Servian authorities, and arrived at Bukarest on Sep-
tember 16th, his actual flying time being only 16 hours. His
passenger, Mr. R. Wright, managing director of Nasmyth,
Wilson and Co., was so pleased with the flight that he kept
the machine in Roumania till he had transacted his business.

In one day he flew- with Mr. Perry from Bukarest to Jassy
and back and transacted his business in Jassy. The single
journey to Jassy by rail from Bukarest takes 24 hours with
luck, and may take 36.

The return journey was made in three stages, Bukarest to
Vienna the first day, Vienna to Strasburg the second day,
and Strasburg to London the third day, each flight being .
made non-stop. The pilot and passenger thus had plenty
of time in which to visit places of interest in Vienna and
Strasburg.

With such performances to its credit it is not surprising
that the Siddeley "Puma" is becoming increasingly popular
with buyers' of aeroplanes all over the world. Consequently,
it is natural that one should hear that the Aircraft Disposals
Co., Ltd., finds quite a demand for machines fitted with
"Puma" engines and for the engines themselves.

For commercial work it is found that the low-compression
"Puma" is more satisfactory than the high-compression type,
and official notices have been issued by the Department of
Civil Aviation notifying the fact that Air Worthiness Certi-
ficates will not be given to commercial machines fitted with
the high-compression "Puma." Foreign Governments
equipping their air forces will probably have different views.
In either case it has been proved that, whether with high
compression or low compression, the Siddeley "Puma" is
undoubtedly one of the most satisfactory aero-engines in the
world.

ALUMINIUM.

The British Aluminium Co., Ltd., 109, Queen Victoria
.Street, London, E.C.4, announce that they are increasing
their output of aluminium bodywork for cars. The main
advantage of this type of body is lightness, which means
reduced running costs, lower fuel consumption, and less wear

The D.H.:* (Two 120-h.p. Beardinores) designed by Capt. de Havilland in 1915.

on tvres. It is, moreover, easy to restore the shape in case
of a collision or the type of crash that cars "are heir to."

Though of course commercial aeroplanes are not so liable
to accidents as are cars, aluminium is much used on the
former. During the war the British Aluminium Co. was
responsible for a goodly share of the excellent aluminium
work found on Service aircraft.

December 15, 1920

The Aeroplane

913

NIEUPORT AIRCRAFT

AIRCRAFT DESIGNED AND CONSTRUCTED ON
AN ENGINEERING BASIS.

DESIGNERS
AND
CONSTRUCTORS

TO THE
AIR MINISTRY.

NIEUPORT GOSHAWK.

\

Special Features.

HIGH FACTOR OF
SAFETY.

EASE OF

CONTROL.

GREAT

STABILITY.

LOW LANDING

SPEED.

1st Commercial Flight in GREAT BRITAIN .—NIEUPORT NIGHTHAWK.
1st Commercial Flight in INDIA :-NIEUPORT NIEUHAWK,
BRITISH SPEED RECORD, 167.5 m.p.h. —NIEUPORT GOSHAWK.

Address—

The Nieuport and General Aircraft Co., L<d. Telephone : — Mayfair 637.

38, Conduit Street, London, W.l. Telegrams : —

F.N.C.

FIRTH'S NICKEL CHROME STEEL.

Equivalent to Air Ministry Specifications 2S11 and 2S12.

This Steel is recommended for parts which are called upon
to resist torsion, shock or bending-, such as crankshafts,
connecting- rods, etc.

It is uniform in quality, and can be relied upon to be free
from hard spots and internal and surface defects.

THOS. FIRTH & SONS, LTD.,
SHEFFIELD.

fJ rJ j-J f j-J

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914

The Aeroplane

December 15, 1920

The Armstrong Siddeley 300 h.p. Radial Engine.

Aircraft Engines

Latest Models:

45 h.p. 2 cyl. Armstrong Siddeley Aircooled.
1 50 h.p. 7 cyl Armstrong Siddeley Radial.
300 h.p. 14 cyl. Armstrong Siddeley Radial.

ARMSTRONG SIDDELEY
MOTORS, LIMITED.

(Allied with

Sir W. G. Armstrong-Whitwoith & Co., Limited).

HEAD OFFICE AND WORKS:
- COVENTRY.

TrUphon* : : : Coventry 954

Telegrams : " Sidarm, Coventry."

LONDON : 10, BOND ST., W.r

Telethone : : • : Gerrard 6439
Telegrams : Armsiico, Piccy, London.

G»dUld<-

BRITISH AIRCRAFT

All types in stock for Immediate Delivery.

Sopwith "Snipe"

Single Seater Scout
Engine : B.R. 2, 200 h.p.

Flying Boat

F.3

2 Engines: 350 h.p. R.R. EAGLE 8
Type Avro 504K

Two-Seater
Engine : 100 h.p. " MONO"

Armstrong Whitworth

F.K.8

Engine : i 60 h.p. Beardmore

Bristol Fighter

Type F.2
Engine: 300 h.p. Hispano

De Havilland Two=Seater

D.H.9

Engine : 240 h.p. S ddeley Puma

HANDLEY PAGE, LTD.

Managing Agents for The Aircraft Disposal Co., Ltd.

Regent House, KINGSWAY, London.

Telegrams : " Airdisco, Westcent." Telephone : Regent 5621 (3 lines).

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

December 15, 1920

The Aeroplane

915

THE SUPPLEMENTARY ESTIMj

A Ministry of Munitions Ramp.

On Dec. 8th a White Paper was issued setting forth Sup-
plementary Estimates for the Air Ministry amounting to
,£1,935,300 for the year ending March 31st, 1921.

There was the usual outcry from certain newspapers and
certain Members of Parliament about reckless expenditure
and inflated armaments, but, owing to the obscure way in
which the White Paper had been arranged, few people seem
to have comprehended the fact that the authorities at tin-
Air House had in fact effected notable economies and that
the Supplementary Estimates have been necessitated by a
financial ramp on the part of the Ministry of Munitions such
as is quite worthy of a department organised by Mr. Lloyd
George.

The sum demanded is, as stated above, ,£1,935,300. The
Air Ministry has effected a saving during the year of
£2,050,800, having spent that much less than the £21,000,000
provided in the estimates originally presented. But' the
Ministry of Munitions, being composed of business-men and
not of regular servants of the King, has foisted onto the Air
Ministry its own debts for "liquidation of war-time contracts"
to the tune of £3,255,200.

This has swallowed up the Air Ministry's savings and left
it in debt, though actually the debt was incurred by the
Ministry of Munitions, that amazingly extravagant and hope-
lessly inefficient department) which was responsible for the
supply of aircraft materiel during the latter part of the war,
and delivered the smallest amount of goods for the largest
amount of money with all the success of the most blatant
war-profiteer. Which was only natural, seeing that so many
of its officials were war-profiteers by trade and Government
officials as a side-line.

Air Ministry Economies.

It is particularly interesting to note that, although the
Air Ministry has effected economies amounting to £2,050,800,
ir has provided for the establishment of liye additional
squadrons (£267,000), new works services (£141,500), and
outfit allowances for officers (£37,300). Therefore one feels
that a vote of thanks to the Air Council should be passed by
the House of Commons for being the only department of the
present Government which has ever economised.

It is worthy of note that the actual saving of money by
not spending it — as distinct from saving it by buying in the
best market — has been done by the Department of Civil Avia-
tion and by the Department of Supply and Research. These
savings, or surpluses, are chVided as follows : —

Technical and warlike stores, £506,500.

Experimental and research services, £805,700:

Civil aviation, £514,200.

That is to say, Civil Aviation and Research, the two
blanches on which the progress of British aviation and the
maintenance of our much-vaunted Command of the Air pri-
marily depend, have been robbed of £1,319,900 in order to
pay the debts of Mr. Lloyd George's pet extravagance, the
Ministry of Munitions. And even Technical and warlike
stores, on which the present efficiency of our aviators on
active service depends, have been robbed of over half a
million pounds for the same purpose. If ever- there were
false economies, surely these are splendid specimens.
What Is.

Naturally, as a taxpayer, one rejoices that the Air Ministry
should be of so frugal a mind, and one would be more kindly
disposed towards these economies if the taxpayer benefited
more by them. But under the circumstances one regrets that
the money was not spent as originally intended.

Consider the difference it would have made to the im-
poverished Aircraft Industry if that half-million had been
spent on "Technical and warlike stores." As it is, barring
Fairey deck-flying machines and a few slightly modified
Bristol Fighters, the R.A.F. has ordered no new aeroplanes
since the war. All our little wars in India, Mesopotamia,
Asia Minor, Palestine and Ireland have been and are being
carried on with obsolete machines designed in 1916 or there-
abouts.

A few new engines of experimental types are on order,
and perhaps a few have been delivered. But, as with their
aeroplanes, the R.A.F. is carrying 011 war with engines which
ought to have been obsolete at least a year ago if develop-
ment work had been done as it should have been on the new
engines which were designed just about the end of the war.
For example, there were the big new Siddeleys, Napiers and
Rolls-Royces, hot to mention the Siddeley radial and the
Bristol "Jupiter" radial, which should long ago have replaced
the clumsy and extravagant rotaries of all types.

And What Might Have Been.
Consider also what might have been done for Civil Avia-
tion if General Syke's department had spent its half-million,
instead of saving £36,000 on wages, £73,900 on stores, £140,000
on technical equipment, £258,000 on works, buildings and
land, and £7,000 on meteorological services. The quarter of

lTES for the air ministry.

a million saved on works and lands alone would have made a
handsome grant to the various air lines "for services ren-
dered," and would have set them up by now as sound com-
mercial concerns.

A very little of the £36,000 saved 011 "Wages" would have
piovided a very much more efficient personnel in the de-
partment itself and at certain aerodromes. It might even
have paid for a few motor-cyclists to convey mails promptly
between the terminal aerodromes at London and Paris and
the respective General Post Offices, so that there would not
be those unnecessary delays which make the Air Post Service
slower over all than the rail and boat services — except when
the aeroplanes get across the Channel and the boats fail to
do so.

Possibly some of the £140,000 saved on "Technical equip-
ment'1 might have paid for the motor-cycles and side-cars
for these' messengers to ride. And there are many other ways
in which the money could have been usefully expended.

Altogether, it seems that by saving the money voted, which
it had a perfect right to spend, the Department of Civil Avia-
tion has come perilously near to ruining Civil Aviation.

Lost Opportunities.

Similarly, saving £805,700 on "Experimental and Research
Services" has probably retarded the progress of aeronautical
knowledge by at least twelve months, and possibly by two or
three years. Supposing, for example, this Department had
gone round to about a dozen intelligent firms which were
known to possess clever designers and had ordered from each
£.20,000 worth of experimental machines with various char-
acteristics about which further knowledge is needed. That
alone would have been enough to keep together a supply of
designers and draughtsmen adequate to do any w-ork required
in aircraft design in case of a sudden war, and it would have
enabled a number of clever young men to develop their air-
craft ideas, instead of turning their ability to designing motor-
cars and bedsteads and such things.

Why has not a few tens of thousands of this vast sum
(saved for no good purpose) been spent 011 having machines
with new types of wings built by various firms ? Over a year
ago Capf. Savers set forth clearly in this paper the possible
benefits to be derived from high-lift wings. Has Air Vice-
Marshal Ellington's department done anything whatever to
investigate those possibilities, or is he himself too wrapped
up in apochryphal steam-turbines to be interested in such
practical things as efficient wings ?

Has this Department spent any of its money in ordering
experimental work of this kind to be done by any of various
firms which are competent to do it? Not so far as one's own
knowledge goes.

Yet impoverished Germany has been developing high-lift
cantilever wings, of the Junkers and Fokker types, and learn-
ing their value to Civil Aviation, despite the vagaries of the
comic Inter-Allied Aeronautical Commission, while Air Vice-
Marshal Ellington has been saving over three-quarters of a
million pounds which, if judiciously spent among intelligent
firms, would not only have kept the British Aircraft Industry
on a sound financial footing, but would have put us far ahead
of Germany in our knowledge of wing values.

Instead of experiments with the Handley Page wing pro-
gressing slowly (which is as fast as any one shop at a time
can progress) in the ETandley Page Co.'s works, and the ex-
periments with the Alula wing progressing slowly in the
Blackburn works, half a dozen firms at least ought to be at
work on these experiments, each on its own lines so far as
detail design is concerned. There is no hindrance so far as
the patent is concerned, for Mr. Handley Page is willing to
le<" any firm build experimental wings without any royalty,
and only asks a ver\r small royalty on series-built machines
with these wings. Doubtless Mr. Holle will be equally
reasonable.

Therefore, why does not Air Vice-Marshal Ellington's
department spend some of its ill-gotten savings on "experi-
mental and research services," instead of playing the miser
and 1 retarding aeronautical progress?

HowbeiT.

But perhaps, after all, it is for the best. When any in-
dustry in this country has been a success it has become so
in. spite of Government departments. One cannot recollect
any that has been helped to success by the Government as
steh, though, as in aircraft work, here and there a few
enlightened officials have done much to help individual people
or firms in various industries.

Therefore perhaps, instead of railing at these departments
of the Air Ministry for saving money instead of helping the
progress of aviation, we should rather thank them for reliev-
ing the burden of our taxation to that extent and for starving
the Aircraft Industry so that the weak may die and only
those strong in faith and in finance may survive. Thus the
Departments are helping Nature to administer her first law,
the survival of the fittest. — C. G. G.

The Aeroplane

December 15, 1920

AND CIVIL AERIAL TRANSPORT.

THE UNITED KINGDOM OF GREAT BRITAIN AND IRELAND.

OFFICIAL NOTICES.

AIR MINISTRY NOTICES TO AIRMEN. No. 134, Dec. 7th, 1g20.-Croyd.cm Aerodrome: Signal experiments.

No. 132, Dec. 1st, 1920.— Aerodrome £fet Amendments (374357./ 20). ^llc!is warned against mistaking the experiments for legitimate aero-

One Aerodrome added and three deleted from list C (b).

No.

I33> Dec. 3rd, 1920.— Denmark : Flying Over Danish Waters.

Pilots

drome signals.

No. 135, Dec
One aerodrome

9th, 1920. — Aerodrome
deleted from List C.

List Amendments (2

CONTINENTAL ARRIVA

[The following table ot arrivals at and departures from the
British Air Ports is compiled on the following system : —
First comes the initials of the Air Line; next the type of
machine: next the international number of the machine: next
the ports of departure and destination: next the times of
departure and arrival; next the cargo, whether goods (G)
and [or mails (M); next the number of passengers: and finally
the name of the pilot and number ot mechanics, if any.)

LS AND DEPARTURES.

ABBREVIATIONS. — A.T. & T. — Air Transport & Travel, Ltd ; M.A.
— Messageries Aeritnnes; I.A.L — Instone Air Line; C.T.— Compagnie
Trausaerienne; G. E- A. — Compagnie des Grands Express

Aeriens; S.N.E.T.A.— Syndicat National pour PEtude des Trans-
ports Aenens; P.L.— Fetters, Ltd.; Franco-R.— Frauco-Roumanie;
M.W.T.C.— Marconi Wireless Telegraph Company.; H.P.T.— Handley
Page Transport, Ltd.; H. P. —Handley Page, Ltd., A.P.B.— Air Post of
Banks; K.L-M. — Koninklijke Luchtvaart Maatschappij ; B.A.C.— Bristol
Aeroplane Co. ; L.A.S.— Leatherhead Air Services. ,

Where times are missing it is probably owing to Atmospherics.

The London Terminal Aerodrome, Croydon. (Telephone: Purley 1 1 80.>

A.T.T
M.A

DECEMBER 6th:
DH16, G-EAPT, London-Paris, 12.42-15.00, G.&M., Nil, Tebbit.
M.A., Breguet, F-CMAI, London-Paris, 12.57-15.55, G., i, Martel.
A.T.T., DH9, G-EAPL, Paris-London, — 12.30, Nil, Nil, Carter.
A.T.T., DH16, G-EALU, Paris-London, 12.35-1q.15, G., 3, Reeves.
G.E.A., "Goliath," F-GEAD, Paris-London, 12.20-15.16, G., Nil, Labou-
chere & 1.

D . CEMBER 7th :

NIL-
DECEMBER 8th :

NIL.

DECEMBER 9th :

NIL.

DECEMBER lOth:

M.A., Breguet, F-CMAB, Paris-London, 12.40-09.40, 11/ 12/ 20, G., Nil,
Le Men.

M.A., Breguet, F-CMAG, Paris-London, 12.50-12. 15, 12/12/20, G., Nil,
Challoux.

A.T.T., DH16, G-EAPT, Paris-London, 10.30, Lvmpne, G.&M., Nil,,
Tebbif.

M.A., Breguet, F-CMAC, Paris- London,
Martel.

DECEMBER 11th :

47-II-45i 12/12/20, G.&M., Nil,

DECEMBER 12th :

M.A., Spad, F-CMAY, London-Paris, 10.54-13.05, Nil, Nil, Le Sec.
M.A., Breguet, F-CMAB, London-Paris, 10.55-13.40, Nil, Nil, Le Men.
A.T.T, DH18, G-EAUF, London -Paris, 13. 47-16.14, G., 3, Armstrong.
< '..E. A. , " Goliath," F-GEAD, London-St Inglevert, 15. 00-16.18, G.,

I.abouchere & 1.
H.P.T., DH4, G-EAVL, Brussels-London, —13.28, G , 1, Foot.

The Air Port of Cricklewood. (Telephone: Hampstead 7500.)

DEC MBER 6th :

H.P.T., HP, G-EAMA, Paris-London, 12.45-16.20, G., 5, Eager & 1.

DECEMBER 7th :
H.P.T., HP, G-EAMA, London-Paris, 12.00-i5.25, G., 7, Mcintosh & 1.
HPT., DILta, G-EAVL, London-Brussels, 13.23-1s.45. G.&M., 2, Foot.
H.P.T , DH9, G-EAUC, London-Brussels, I2.56-I2.'65 (8th), G., 1, Beal.
DECEMBER 8th :

NIL-
DECEMBER 9th :

NIL. '■■

DECEMBER loth :

S.N.E.T.A., DH4, O-BATO, London-Brussels, 12.30—, G.&M., 1, Fowler.
H.P.T., DH9, G-EATA, Brussels-London, i2.4o-i5.'o5, G., Nil, Hope.
H.P.T. , HP, G-EAMA, Paris-London, 12. 47-16.15, G., 6, Mcintosh & 1.

DECEMBER 11th:

H.P.T., HP, G-EAMA, London-Paris, 11.50—, G., 2, Mcintosh & 1.

DH.CEMBER 12th :

NIL- -

Air Port Statistics.

CONTINENTAL

Machines :

Croydon 14 Cricklewood 8 Total 22
Personnel. — Passengers :

Croydon 9 Cricklewood 24 Total 33
Crews :

•• Croydon 16 Cricklewood 12 Total 28

Grand Total 61

Inland Flying at Croydon.

Dec 6th-9th.— Nil.

Dec. 10th.— A.T.T., Avro, 1 test (Robins).
Dec. nth. — I.A.L-, "Vnny," from Brooklands (Cockerell).
Dec. 12th. — L-A.S., DH6, from Leatherhead, return. 12 joy-rides
(Muir). I.A.L-, "Vimy," 3 joy-rides (Barnard)

Inland Flying at Cricklewood.

Dec. 6th— Nil.

Dec. 7th.— H.P.T., DH9 from Lvmpne (Olley).
Dec. 8th and 9th.— Nil.

Dec. 10th. — H.P.T., DH9 to Coventry return (Olley); O/400 from
Lympne (Jones).
Dec. nth and 12th. — Nil.

The London Terminal Aerodrome.

The weather during the week has been appalling, rain,
gales, and, finally, snow. It is a wonder that any machines
have been able to get through .at all.

On Sunday one noted several of Col. Frank Searle's motor
omnibuses stuck fast on West Hill, by the Crystal Palace, but
on the same day his aeroplane was getting through all right
on the Paris route, which only shows the advantages of
air travel, as anyone who has had the misfortune to travel
lately on trains, tubes or 'buses will endorse heartily.

The Instone "Vimy" arrived at Croydon on Saturday from
Brooklands piloted by Messrs. Cockerell and Broome. They
had a very bad trip and visibility was about seven inches.

On Sunday the "Vimy" was joy-riding in the snow, as was
the D.H.6, of the Leatherhead Aviation Service

On Wednesday there was a magnificent firework display.
This was done for the purpose of choosing signal lights for
guiding aircraft. There were two enormous rockets, among
other things, which rather reminded one of the enormous bell

in Drury L,ane Pantomime, which, when rung, used to emit a
very faint tinkle. The first rocket was a "dud" and the other
emitted one small faint star. The biggest success of the after-
noon were the "moth-balls," which were a species of bomb
fired from a mortar as at the Crystal Palace. Mr. Curtis's
lighthouse formed an excellent grandstand for the entertain-
ment.— G. D.

The Cricklewood Accident.

At the moment of going to press news is to hand of an
accident to an O/400 Handley. Page leaving Cricklewood for
Paris on Dec. 14th. It appears to have run into a tree and
caught fire on hitting the ground, four occupants being
killed. The pilot was Mr. Bager. This is only the second
fatal accident on the cross-Channel air lines since civil avia-
tion began.

Mr. Mcintosh Again.

Mr. R. M. Mcintosh has this week advanced a step farther
forward in his war against the weather. On Monday, Dec.
13th, he left Paris for London in a Handley Page 0/400 with
four passengers (or what Mr. Monty Fenn insists on calling
"passagerios" owing to his having heard of Italy) and a
heavy load of freight. It appears that he ran through a snow-
storm to Abbeville, which he there "swapped" for fog. taking
back the snowstorm over the Channel. The snowstorm he
enjoyed the remainder of the way, finding Cricklewood by
directional wireless.

It seems that it is about time the weather threw in its hand
against Mr. Mcintosh and stopped wasting its time in this
way, as Mr. Mcintosh is bound to get his own way in the
end. Mr. Mcintosh is, as his name might suggest to the more
observant, a Scotsman. — G. D.

London to Birmingham.

Special flights, for passengers onlv, to Birmingham have
been arranged for this week only until the 18th instant in-
clusive.

Handlev Page Transport aeroplanes will leave Cricklewood
Aerodrome for Birmingham every day at 12 o'clock, weather

December 15, 1920

The Aeroplane

917

R.A.F. Great Coat

DESIGNED BY
B URBERRYS

under the instructions of
the Air Ministry, in the
new Royal Air Force
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The new Great Coat, perfect-
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of RAF. dress and equip-
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BURBERRYS

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Agents in Provincial Towns

Burberrys Ltd.

R.A.F. GreatCoat

For lull Particular, writ* to:-

PINCHIN, JOHNSON & CO., LIMITED,

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Work.: SILVERTOWN. POPLAR WEST DRAYTON.

ftmmthn «' Birmihohaw. Dristol. Glasgow, Leeds, Liverpool. Mahchester, NewcASUe,
and Southampton

The 400 h.p.

Jupiter Aero Engine

cannot fail because of
carburetter trouble.

This danger is obviated by a
patented and highly ingenious
induction system. Within the
induction chamber is an alum-
inium three-start spiral casting.
Three carburetters are fitted each
feeding a separate convolution of
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thus divided into three groups
in such a way that should one
cylinder or carburetter fail to
act properly six cylinders at least
will remain in normal action
without any appreciable increase
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R.P M. Load. BMP. B.M.E.P.

3 Qarburetlets 1800 281 427 110

2 „ 1456 195 232 108

I „ 860 82 57.5 91

The Bristol Aeroplane Co., Ltd.

FlLTON — BRISTOL.

KINDLY MENTION " THE AEROPLANE" WHEN CORRESPONDING WITH ADVERTISERS,

918

The Aeroplane

December 15, 1920

permitting. Fare, £2 10s. each; free luggage, 30 lb.; excess
luggage, 6d. per lb.

Free motor car facilities will not be offered at either end
and return flights cannot be booked.

It is understood that Handley Page, Ltd , are delivering a
number of "disposal" aeroplanes (D.H.4S and D.H.gs) to the
Aircraft Disposals Co.'s aerodrome at Castle Bromwich, and
have adopted this simple and, one hopes, successful method
of paying for petrol and oil, and the return railway fares of
pilots.

Mishap on the Beardmore Air Line.

On Sunday, Dec. 12th, Capt. Ward and his mechanic had a
mishap in the Portholme Meadow Aerodrome, Huntingdon.
They left Renfrew oji Thursday, Dec. 9th, on a W.B.2, and
encountered thick fog on the way which compelled them to
follow the Eastern route. Eventually they landed at Grantham
with a broken exhaust valve. They restarted on Sunday
with the intention of making Croydon, but appear to have
met a snowstorm at Huntingdon. In endeavouring to land
they crashed. Capt. Ward sustained a cut on the nose, and
both he and the mechanic were badly shaken. No details are
to hand of how the accident actually occurred, or whether
either of the occupants were really badly hurt On Friday
last Capt. Ward remarked that he thought the Glasgow-
London air route was one of the worst, as regards weather,
now in operation. — G, D.

Brooklands.

A number of Armstrong-Whitworth F.K.8s have been re-
moved from Brooklands in private motor lorries duiing the
week, the fuselages being trailed behind on their own wheels.
These machines have been stored in the sheds foimerly oc-
cupied by the R.A.P.

The Vickers "Vim" instructional machine has been flying
again this week. It is not a very pretty-looking machine, but
appears to fly well. A prominent feature is the large tail fin
which is placed above the rudder. — J. F. S.

Northwich.

On Monday, Dec. 6th, the Berkshire Avration Co. begana
ten days' aviation meeting at Northwich from a site off Vicar-
age Road. In spite of fogs and the cold weather, many pas-
sengers have been carried, and on Sunday, Dec. 12th, flying
was carried out during a driving snowstorm, the niachine
being lost to sight immediately it left the ground.
' Free flights are being given in connection with the North-
wich Chronicle, and much interest is being shown in the flying
— the first since the late Mr. Gustav Hamel wa; there before
the War.

Southport.

On Sunday, December 5th, Messrs. Holmes, Taylor and
Robinson alighted on the sands by the Victoria Pier at South-
port. They flew over from Alexandra Park Aerodrome, Man-
chester, for lunch. The journey of 40 miles occupied only 30
minutes, and their Avro biplane, aptly named "Duzopit," was
much admired.

FOREIGN

UNITED STATES OF AMERICA.
The Pulitzer Trophy Race.

The first race for the Pulitzer Trophy took place over a
triangular course, Mitchel Field, Mineola-Wantagh-Babylon,
on Long Island on Thanksgiving Day, Nov. 25th, 1920, under
the rules of the F.A.I, and the Aero Club of America.

The contest was divided into six classes, five of which were
competing for a prize awarded to the first machine home of
each class, in addition to the Pulitzer Trophy, awarded for
the machine, irrespective of class, completing the distance
in the shortest elapsed time.

The race was started in seven groups, the first, competing
for the Contest Committee Invitation Prize, the second and
third for the De flavilland Prize, the fourth for the Vought
Prize, and the fifth for the S.E.5 Prize. The sixth and
seventh groups had no particular prize, other than the Pulitzer
Trophy, for which to compete.

The entries were made up of the following machines : —

1st Group : 2 Thomas-Morse (300-h.p. Wright-Hispano) ; 2
Orenco (300-h.p. Wright) ; 1 Fokker (300-h.p. Packard) ; 1
Loening monoplane (300-h.p. Wright) ; and 1 Sopwith Dol-
phin (300-h.p. Wright).

2nd Group : 9 D.H.4BS (400-h.p. Liberty).

3rd Group : 8 D.H.4BS (400-h.p. Liberty).

4th Group : 6 Vought V.E.7S (380-h.p. Wright).

5th Group : 5 S.E.5S (180-h.p. Wright).

6th Group : 3 Ansaldo (220-h.p. S.P.A.) ; 2 Loening (300-
h.p. Wright) ; 1 Morane-Saulnier (110-h.p. Le Rhone)

7th Group : 2 Curtiss-Kirkham triplanes (450-h.p. Curtiss-
Kirkham) ; 1 Verville, V.C.P. (600-h.p. Packard).

One extra entry, an army ambulance D.H.4, painted a
cream colour with a red cross on its side, elicited the observa-
tion that it looked like a Borden's Milk entry.

All the entries, barring the three Ansaldos and the Morane-
Saulnier, were service entries, 15 Navy and 26 Army.

Something like 40,000 people witnessed the race of the 34
machines that eventually lined up for the start, and as has
been seen before with some large aviation gatherings, be-
came out of hand. They surged round the winning machine
on its landing, breaking through the cordon of military-
police, whose brandished revolvers had not the slightest
effect, thus endangering the lives of pilots of other machines,
as well as their own less important existence.

INTELLIGENCE.

Two machines were damaged before the start of the race,
caused by an Orenco biplane landing from a practice flight
being baulked by a Loening monoplane, resulting in the pilot
of the Orenco losing three teeth, while a fair amount of
damage was caused to both machines.

Of the machines that failed to finish one Thomas-Morse
scout, two S.E.5S, one D.H.4, one Curtiss triplane, and one
Vought V.E.7 experiencel engine trouble, whil? one S.V.A.
was disqualified for cutting corners.

The official elapsed time for the first six machines home
in the Pulitzer Trophy race are : —

1. Lieut. C. C. Mosley, U.S. Army, Verville (600-h.p.
Packard), 44 mins. 29.57 sees.;

2. Capt. H. E. Hartney, U.S. Army, Thomas-Morse (300-h.p.
Wright), 47 mins. 00.03 sees;

3. Albert Acosta (civilian), Ansaldo (220-h.p. S.P.A.), 51
min. 57.62 sees. ;

4. Lieut. St. C. Street, U.S. Army, Orenco (300-h.p.
Wright), 52 mins. 57.02 sees.;

5. Lieut. A. Laverents, U.S. Navy, Vought V.E-7 (180-h.p.
Wright), 53 mins. 39.19 sec;

6. Lieut. J. P. Roulot, U.S. Army, DH.4 (400-h.p. Liberty),
56 mins. 06.58 sees.

In addition to the Pulitzer Trophy won by Eieut. C. C.
Mosley, Capt. H. E. Hartnev won the Contest Committee
Prize," Lieut. J P. Roullot ' the D.H.' Prize, Lieut. A.
Laverents the Vought and Capt. M. Kirby the S.E.5 Prize.

Considerable credit is evidently due to Mr. Ralph Pulitzer
for putting up the trophy for annual competition, and also
to the New York World for its euterprize in making the
event possible. I

Secretary-of-the-Navy Daniels, in a statement made after
the race, discloses the fact that he is highly pleased that there
was 110 serious accident, which, he said, "in itself shows that
American planes are coming to the front with rapid strides."
One would have thought that Secretary Daniels might have
made a remark more complimentary to American aviation.
One hopes that he did not expect a serious accident.

The improved performances of the "Liberty" engine, which
has proved itself in the last year or so to be one of the world's
best engines, might have been mentioned by the
Secretary of the Navy, instead of dropping the polite brick
given above. — L. b.

NAVAL AND MILITARY AERONAUTICS.

The Annual Dinner of No. 6 Wing, R.N.A.S.

At the Connaught Rooms on Wednesday, Dec. 8th, was held
the second of the annual dinners of the late No. 6 Wing,
R.N.A.S. Forty-three of the members who were with the
wing in Italy attended, also Adm. Mark-Kerr and Adm.
Murray Sueter, under whose auspices the wing was started.
Major J. Morrison presided, a fact which assured the success
of the dinner from the first, and. after "The King," Wing
Comdr. Beuttler proposed the health of "Absent Members,"
recalling to mind those who had fallen, as well as those who
were unable to attend. Speeches on the early days of Naval
flying and on 1 lie formation of the wing we-e made by Adm.
Mark-Kerr and Adm. Murray Sueter, who were followed by
others, notable among whom were Wing Comdr. Cottis Stam-
ford, Sqdn. Ldr. Conway Pulford, and Sqdn. Ldr. W. H.
Mackenzie. Vice- Adm. Kelly sent a message of regret for

his inability to attend and congratulations and remembrances
to members of the wing, which was unfortunately received
too late to announce. The third dinner of the series is to be
held in December of next vear.

No. 24 Squadron.

Reunion dinner for officers will be held in London 011 Satur-
day, Feb. 12th. Tickets, £1, excluding wines and smokes
(except port for toasts) from Capt. V. A. H. Robeson, The
Abbey Cottage, Tewkesbury, Glos.

"55" Again I

The members of 55 Squadron Association heartily congra-
tulate E. F. Van der Riet (Trinity College, Oxford) on his
Rugger "blue." There was solid satisfaction in seeing an
ex-member of "55" playing for Oxford University at Oue'en's
Club on the 7th inst. There were many- ex-"nfty-fivers" pre-
sent on that occasion to see him play, and the general re-
mark was "Well done, Tubby!"

December 15, 1920

The Aeroplane

gig

AIRCRAFT IN PARLIAMENT

On Dec. 9th, Mr. CHAMBERLAIN, replying, to Mr. Lambert's motion
on the adjournment that the expenditure for 1921-22 be limited to
;C£o8,ooo,ooo( said : —

"Air Expenditure. — The utmost economy will be enforced in the ad-
ministration of the air programme, and the position and function of
the Air Force will be examined in relation to the Army and the
Navy."

Mr. CLYNES, in the course of his speech, referring to the Navy,
Army and the Air Force, said : —

"All these big spending non-productive Departments are the Depart-
ments to which Ministers should turn their attention ; and they can
only effectively turn their attention to them when more has been done
in this country and in other parts of the world to create that certainty
of world peace that will drive all these wasteful implements of war
completely out of our minds."

THE ROYAL, AERONAUTICAL SOCIETY.

Lectures.

Lieut.-Colonel H. T. Tizard, A.F.C., Fellow, will take the chair at the
next meeting, which will take place at 5.30 p.m. on Thursday after-
noon, Dec. 16th, at the Royal Society of Arts, John Street, Adelphi.

Abstracts of two papers will be read : "Possible
,. Developments in Aircraft Engines," by Mr. H.

/r/ © v"\ Kicardo, A.M. Inst. CE-, M.I.Aut.E., and "The In-
' "^ stallation of Aeroplane Engines," by Mr. A. J. Row-

ledge, A.M.I.Meeh.E., M.I.Aut.E.

Owing to the advent of Christmas there will be
no other meeting until Jan 20th, 1921, which will
take place at 5 p.m. instead of 5.30 p.m., when the
Right Hon. Lord Montagu of Beaulieu, K.C.I.E-,
C.S.I., A.M. Inst. C.E., A.M.I.Meeh.E., will read a
paper on "The Cost of Air Ton-Miles Compared with
other Forms of Transport."
Council.

Owing to the third Tuesday in the month falling so near to Christmas
no meeting of Council will be held in December. The next meeting
will, therefore, take place at the Society's Offices at 5 p.m. on Tuesday,
Jan. 21st, 1921.

Christmas Holidays.
The Society's Offices, including the Library, will be closed from
Thursday evening, Dec. 23rd, to Tuesday morning, Dec. 28th.

Air Ministry Load Factor Committee.
At the request of the Air Council, Lieut. -Col. M. O'Gorman, C.B.,
and Capt. Geoffrey de Havilland, O.B.E-, A.F.C., have been nominated
to represent the Society on the reconstituted Air Ministry Load Factor
Committee.

Library.

The following books have been received and placed in the Society's
Library : — "Rigging, The Erection and Trueing-up of Aeroplanes," by
F. W. Halliwell; "The Airplane," by Frederick Bedell; "Practical
Aeroplane Construction," by Frederick T. Hill, A.F.R.Ae.S. ; "Jane's
All the World's Aircraft, 1920," by C. G. Grey.

Binding Cases for the Journal.

Arrangements have been made for the binding of complete sets of
the Journal for 1920 in blue cloth cases with gilt lettering at a charge
of 4s. 6d. per volume, including the supply of the case. Members who
desire to take advantage of this arrangement should forward their sets
direct to the Lewes Press Ltd., High Streec, Lewes, at the same time
sending a remittance for 4s.' 6d. to the Secretary at the Society's
offices. A note stating the name and address of the sender should be
enclosed in the parcel to the binders. The complete volumes will be
returned direct to Members postage paid.

Dec. 10th, 1920. , W. Lockwood Marsh, Secretary.

THE ROYAL, AERO CLUB.

OFFICIAL WORLD'S RECORDS PASSED BY THE FEDERATION
AERONAUTIQUE INTERNATIONALE.
6th JANUARY— 20IH OCTOBER, 1920.
Class C — (Flying Machines).

No. 1. — Duration (returning to the point of departure without alight-
ing).— L- Boussoutrot and Jean Bernard : Villesauvage-La Marmogne,
3rd-4th June, 1920; Farman "Goliath," 2-260-h.p. Salmson; 24I1. 19m. 7s.

No. 2.— Distance1 (returning to the point of departure without alight-
ing).— L- Boussoutrot and J. Bernard : Villesauvage-LaMarmogne, 3rd-4th
June, 1920; Farman "Goliath," 2-260-h.p. Salmson; 1,915.2 kilometres.

No. 3. — Height (returning to the point of departure without alight-
ing).— R. W. Schroeder, Dayton, Ohio, Feb. 27th, 1920; Le Pere Biplane,
400-h.p. Le Pere; 10,093 metres.

No. 4. — Speed. — (a) Speed over a given Distance (returning to the
point of departure) : —

100 Kilometres. — B. de Romanet : Villesauvage-Gidy, Sept 25th, 1920.
Spad-Herbemont, 300-h.p Hispano-Suiza ; 23m. 161/53,

SHIPMENT OF

Aeroplanes, Accessories, etc.

For Rates of Freight and Insurance to all parts of the
World, Sailing Dates, Etc.,

Telephone or write to ; —

McGregor, gow & Holland, Ltd.,

1 & 4, FENCHURCH AVENUE. E.C.3.

Telephone - - - , 5304 Avenue.

Loading "Brokers and Agents for the principal
Steamship Lines.

G. Kirsch, Villesauvage-Gidy, Sept. 25th, 1920, Nieuport, 300-h.p. His-
pano-Suiza; 22m. 18s.

Sadi Lecointe, Villesauvage-Gidy, Sept. 25th, 1920, Nieuport, 300-h.p.
Hispano-Suiza; 21m. 28s.

2co Kilometres. — G. Kirsch, Villesauvage-Gidy, Sept. 28th, 1920, Nieu-
port, 300-h.p. Hispano-Suiza; 48m. 523/5S

B. de Romanet. — Villesauvage-Gidy, Sept. 28th, 1920, Spad-Herbemont,
300-h.p. Hispano-Suiza, 46m. 7s.

Sadi Lecointe.— Villesauvage-Gidy, Sept 28th. 1920, Nieuport, 300-h.p.
Hispano-Suiza; 43m. 423/5S.

1,000 Kilometres. — L. Boussoutrot aud Jean Bernard. — Villesauvage-La
Marmogne, June 3rd-4th, 1920, Farman "Goliath," 2-260-h.p. Salmson;
ioh. 19m. 46s.

1,500 Kilometres. — L Boussoutrot and Jean Bernard. — Villesauvage-La
Marmogne, June 3rd-4th, 1920, Farman "Goliath," 2-260-h.p. Salmson;
i6h. 42m. 8s.

(b) Greatest Speed per hour (over a otraight line course of 1 kilo-
metre) : —

Sadi Lecointe. — Villaeoublay, Feb. 7th, 1920, Nieuport, 300-h.p. His-
pano-Suiza; 275.862 kilometres.

Jean Casale. — Villaeoublay, Feb. 28th, 1920, Spad Herbemont Biplane,
300-h p. Hispano-Suiza; 283.464 kilometres.

B. de Romanet. — Buc, Oct. 9th, 1920, Spad-Herbemont, 300-h.p. His-
pano-Suiza; 292.682 kilometres.

Sadi Lecointe. — Buc, Oct. 10th, 1920, Nieuport, 300-h.p. Hispano-Suiza;
296.694 kilometres.

Sadi Lecointe. — Villaeoublay, Oct. 20th, 1920, Nieuport, 300-h.p. His-
pano-Suiza; 302.529 kilometres.

No. 5.— Useful Load Transported. — Duration (1,500 kilogrammes) : —

G. T. R. Hill.— Cricklewood, May 4th, 1920, Handley Page W.8, 2-450-
h.p. Napier "Lion"; ih. 20m.

Height (1,500 kilogrammes) : — .

G. T. R. Hill.— Cricklewood, May 4th, 1920, Handley Page W.8, 2-450-
h.p. Napier "Lion"; 4,267 metres.

TO TECHNICAL MEN.

Surprising though it may seem, there is a firm in the Air-
craft Industry who actually wants to engage draughtsmen
and designers. The firm in question is George Parnall and
Co., whose advertisement for technical men will be found in
its proper place. Thus, when everybody is so pessimistic
about business of all kinds and about aviation in particular,
it is most encouraging to find that somebody is actually spend-
ing money on development work. One hopes most sincerely
that before very long Mr. George Parnall may reap the reward
that he is now doing so much to earn.

PERSONAL NOTICES.

BIRTHS.

BROWN. — On Dec. nth, to Hilda, wife of F. Giles Brown, O.B.E.,
(late Major, R.A.F.), Rock House, Greenhill, Sheffield — a daughter.

HANDLEY PAGE.— On Dec. 10th, at "Lymes Holme," Stanmore, the
wife of F. Handley Page — a daughter.

HARRIS.— On Nov. 29th, at Digby, Lines., the wife of Squadron
Leader A. T. Harris, R A.F., a daughter.

HAWKINS.— On Dec. 5, Margaret, the wife of Rev. R. H. Hawkins
(late Captain, S. Staffs. Regt. and R.A.F.), of 51, Adshead Road, Dud-
ley, a daughter.

COMING EVENTS.

DECEMBER-

16th, Thurs. — R.Ae.S lecture. "Possible Developments in Aircraft En-
gines," by H. Ricardo. "The Installation of Aeroplane En-
gines," by A. T Rowledge.*

18th, Sat — Felixstowe Air Station Reunion Dinner at the Connaught
Rooms, W.C.2, at 7 p.m. Particulars from Mr W Kitson, 22,
Manor Terrace, Felixstowe.

JANUARY— 1921

1st, Sat — No. 41 Squadron's Dinner at Oddenino's. Particulars from
Flight Lt. K. C. Leask, Hillingdon House, Uxbridge.

CUNARD LINK

(The Line that holds all the Atlantic Records).

To UNITED STATES, CANADA, AUSTRALIA,
NEW ZEALAND, INDIA, JAPAN, CHINA.
Head Office : CUNARD BUILDING, LIVERPOOL.

Offices and Agencies Everywhere.

2i9.Goswell Road. E Ci.

PhorsA Central 4879 Ciiy 384t).

920

The Aeroplane

December 15, 1920

INDEX TO ADVERTISERS

Accles & Pollock, Ltd

Front Cover &

Cellon,-Ltd

Inside Back Cover

Back Cover

Coan, R. W

Armstrong Siddeley Motors, Ltd

9t4

Cunard Line

Arrol-Johnston, Ltd.

... Front Cover

... Front Cover

De Havilland Aircraft Co.

Ltd., The...

... 909

Auster, Ltd

Beardmore Aero Engines,

Ltd., The

Fairey Aviation Co., Ltd.,

The ... ...

901

Fiont Cover & 911

Firth, Thos., & Sons, Ltd

... 913

Bowden Brake Co., Ltd,, The ...

920

Grahame-White Co., Ltd.

... ...

920

Bristol Aeroplane Co., Ltd.

91/

Gvvynne s Ltd.

... 905

Burberrys, Ltd

9i7

Handle} Page, Ltd.

... 914

Calthrop, E. R., Aerial Pat., Ltd

Inside Back Cover

Kodak, Ltd. ...

... 909

McGregor, Gow, & Holland, Ltd 919

Metal Airscrew Co., Ltd Front Cover

New Pegamoid, Ltd. ... 920

Nieuport and General Aircraft Co., Ltd. ... 913

Pinchin, Johnson, & Co., Ltd 917

Roe, A. V ,& Co., Ltd 898

Short Bros., Ltd. Back Cover

Titanine, Ltd. Front Cover & Inside Front Cover

Vickers, Ltd . 902

Westland Aircraft Works 907

Wilson Motor Co *97

MISCELLANEOUS ADVERTISEMENTS

SPUXJIAL PREPAID RATE : 18 words 2 - : Situations Wanted ONLY. 18 words 1 - ; Id. per word alter TRADE ADVERTISEMENTS,
in these columns, 3 lines hi- : l/-per line after. Public Announcements, Legal notices, Auctions, Contracts, etc., 2/- per line,
Por the convenience of Advertisers, replies can be received at the offices of " THE AEROPLANE," al, Carey St., London, W.C.3.

PATENTS.

PAGE WHITE and VAUGHAN (late Page and
Rowlingson), Chartered Patent Agents (Consult-
ing Engineer, Mr. S. E. Page, A.M.lnst.CE-), .17,
Chancery Lane, London, W.C. Tel., 332 Central.

HENRY SKERRETT (H. N, Skerrett, A.I.A.E.,
A-I.Mech.E-, Associate LEE, Fellow of the
Chartered Institute of Patent Agents), Patents,
Designs and Trade Marks. — 24, Temple Row,
Birmingham.

ADVICE WITH HANDBOOK FREE — B. T.
King, A.I.M E-, Registered Patent Agent, 165,
Queen Victoria Street, London.

STANLEY, POPPLEWELL AND CO., Patent
Agents and Consulting Engineers. Applications
for Patents attended to in all countries.— J essel
Chambers, 88, Chancery Lane, W.C. 2. Telephone,

SITUATION VACANT.

EXPERIENCED DRAUGHTSMAN required for
Aircraft. Ability to design and stress details
quickly and accurately essential. State salary re-
quired.—Parnall & Co., Coliseum, Park Row,
Bristol.

SITUATION WANTED.

Ex-R.A.F. Officer desires situation as Pilot; two
years a Flying Instructor. Flown eleven different
types of machines, including Bristol Fighter,
D.H.9, and Avro. 650 hours in air, and served
apprenticeship at engineering. Willing to go
abroad. Age 23. — Box No. 4928, The Aeroplane,
61, Carey Street, W.C. 2.

CONSULTING ENGINEER.

A. P. THURSTON, D.Sc.(Lond.) Engineering,
M.I.AE-, A.M.I.M.E-, F.R.Ae.S., Invention
Specialist and Consulting Engineer, 29, Southamp-
ton Buildings, W.C. 2.

WANTED.

STEEL TUBES, Brass Tubes, and Round-head

Machine Screws wanted. — Dugdills, Failsworth,
Manchester.

MISCELLANEOUS.

REPAIR WORK SPECIALISTS. — Skilled Riggers
and Mechanics sent to any part of the British
Isles to etiect repairs. All types of machines. War
machines reconstructed for Civil Aviation. Esti-
mates on application. — Central Aircraft Co., 179,
High Road, Kilburn, London.

PUBLICATIONS.

BOOKS on Technical and all other Subjects.
Second hand and new at lowest prices Sent on
approval. Catalogues free : mention require-
ments Books bought.— W. & G., Foyle, Ltd.,
121-125, Charing Cross Road, London, W.C. 2.

MODELS.

FIRST-CLASS MODEL Petrol-motors and Castings
unique; interesting. List 3d.— Madison Motories,
Littleover, Derby

FOR SALE.

1020 ARMSTRONG-SIDDELEY Chassis,
all extras. Delivery at once. Price £775. —
Box No. 4927, "The Aeroplane," 61, Carey
Street, W.C.2.

TRANSFERS— Firms requiring Transfers should
write to the makers. — A Bird and Co., Latimer
Street, Birmingham.

A FEW copies of the "History of 24 Squadron
R.A.F.," by Captain A. E- Illingworth and Major
V. A. H. Robeson, M.C., with a foreword by Air
Marshal Sir H. M. Trenchard, K.C.B., D.S.O.,
may still be bought, price 16s.— The Aeroplane,
61, Carey Street, W C.2.

McCUDDEN'S FIVE YEARS IN THE R.F.C.
A few slightly soiled copies of this delightful
book (published at 7s. (id. net) are available,
price 2s. 6d. — postage 9d. extra. Also a few
slightly soiled copies of Richthofen's RED AIR
FIGHTER ;pu01ished 3s. 6d. net) for is. 6d.—
postage 6d. extra. The two for 4s. 8d. post free. —
The Aeroplane, 61, Carey Street, W.C. 2.

NURSAIRY RIMES — quaint verses by Major
D. C. M. Hume, R.AF., and quaint pictures by
H. R. Miller (published at 2s. 6d. net) is the best
form of Christmas greeting to send anyone in-
terested in Aviation. Copies will be sent post free
on receipt of is. 6d.— The Aeroplane, 61, Carey
Street, W.C.2.

FOR SALE— 89 "Flights," 67 "Aeroplanes,"
several in bad condition. Best offer. Buyer pays
carriage. — 9, Brooksby Street, Barnsbury, N.

TRADE CARDS.

Read "L'AIR"

The Most Interesting of French Aviation Papers.

FOR SALE AT

"The Aeroplane" Publishing Office,
61. Carey Street, W.C.2. Price 6d.

PEGAMOID

BRAND

LEATHER CLOTH.

The Best Waterproof Covering for Railway, Tram-
way, Aeroplane, Motor Boat, Cushions, Seats, etc.

SBSr NEW PEGAMOID LIMITED, KoT^0^:

Telegrams— Pegamoid, Phone, London.
Telephone— City 9704 '2 lines). Cab ps a B c 5th * dition and Private.

FOfi BOW0£/V CABLES,
II AND F/TT/NGS

APPIY

THE BOWDEN

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BIRMINGHAM

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First in 1909- ana. _First Ever Since.

THUkOUGH TUIiION. COMPETITIVE FEES.

Full Particulars upon Application.

QRAHAME - WHITE COMPANY, LTD.,
London Aerodrome Hendon, N.W.o.

Telegrams : " Volplane, Hyde, London."
Telephone : Kingsbury HO ("] lines).
Excellent Residential Accommodation at the London
Aerodrome Hotel.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

December 15, 1920

The Aeroplane

To Clear ! Surplus ! !

THE Aeroplane finds the stock of new
books, such as " L'Aeronautique Pendant
La Guerre Mondiale" and "The Aero-
plane Handbook," pressing hard upon its avail'
able shelf and floor space. It therefore proposes
to give its readers the opportunity of relieving
the congestion by an offer of certain surplus
volumes at

One Third the Published Price.

The most beautiful of War Books was Captain Saundby's
" Flying Colours." Edition de luxe, £2 2s. Popular
Edition, 15s. The copies remaining of the Popular
Edition are now offered at 5s. each, plus 6d. postage.
The book makes a handsome present, and could not be
reproduced for double the money.

The most thrilling of War Boaks was Jacques Mortane's
"Special Missions of the Air," des:ribing the
dropping of spies behind the German lines. It was
published at 3s. net, and is now offered at Is. net,
postage 4d.

The most amusing brochure on the Air Service was
"The Revelations of Hoy," published at Is. Trie
balance of the Second Edition is now offered at GJ.,
post free.

The Aeroplane & General Publishing Co., Ltd.,

61, CAREY STREET, LONDON, W.C.2.

Now Ready

£1 Is. net.

THE AEROPLANE
HANDBOOK

Edited by
A. J. SWINTON, (Late R E.)

THE AEROPLANE HANDBOOK is intended to
provide a manual for the use of those who are
engaged in the design, manufacture and use of
aircraft.

CONTENTS

AEROPLANE AND AERONAUTICAL INSTRUMENTS By CipUin

A. F. C. Pollard, R.A.F.
STRENGTH CALCULATIONS.

GENERAL THEORY. By John Case, M A., A F R.Ae S.
MATHEMATICS By John Case, M A , A.F. R.Ae S.
HIGH TENSILE STEEL WIRES AND CABLES By Josiph Wilson,
Dr. R.A.F.

ALLOWANCES FOR BENDING STEEL By Randolph F. Hall.
THE VIBRATIONS METHOD OF TUNING UP By Ingignir« Caklo

Maorilio Lerici.
AIRCRAFT TESTING.

WIRELESS TELEGRAPHY AS APPLIED TO AIRCRAFT. By R. D
Bangay.

SPRAY PAINTING, VAkNISHING, AND DOPING By C L Hurdicc.

DOPE By A. J A. Wallace Barr.

PATENTS AND PATENT LAW. By Arthur Hont.

SPINNING. By George H Bettinson

AIR SPEED INDICATORS— THE PITOT TUBE. By Winslow H

Herschel.
METEOROLOGY.

GLUE- By Dr George F. Loll, U.S.A.
METRIC CONVERSION TABLES.

TABLES AND DATA (CONVERSION OF DEGREES TO RADIANS)
PERFORMANCE. By John Case, MA, A.F R Ae S.
A NOTE ON STABILITY By Captain W Gordon Aston, A.F R.Ae S
AM.I.AE-

PROPELLERS. By E P King, B.Sc (Etig .), Lond A M I.Mech E-

The AEROPLANE & GENERAL PUBLISHING, Co., Ltd.

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iv

The Aeroplane

December 15, 1920

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61, Carey Street, London, W.C.
ADVERTISEMENT OFFICES, 61. CAREY STREET, W.C..2.
EDITORIAL OFFICES, 175, PICCADILLY, W.I,

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SIXPENCE WEEKLY.

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The Aeroplane

December 22, 1920

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December 22, 1920

The Aeroplane

921

For Aircraft & Factory.

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FIRST PRINCIPLES, PRESENT
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THE WIRELESS PRESS, LIMITED,
12-13, Henrietta St., London, W.C.2.

A "BRISTOL" Tourer Biplane
recently made the journey from
Paris to Madrid (a distance of some
700 miles) in seven flying hours.

The "Bristol" Tourer will stand favour-
able comparison with any other means of
transport for steady, reliable service ; whilst
its great speed reduces the time of a
journey to a fraction of that required
by older means of locomotion.

THE

Bristol Aeroplane
Company, Limited,

Aircraft and Aero Engine Constructors.
FlLTON - - BRISTOL.

Telephone : 3906 Bristol.
Telegrams : Aviation, EristoJ,

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922

The Aeroplane

December 22, 1920

AVRO
COMMERCIAL
TRIPLANE

Particulars from : —

A V. ROE &CO,

LIMITED,

AVRO WORKS:

Newton Heath, Manchester

Telephone - - C'ty 8 53°

Telegrams " Triplane," Manchester

LONDON OFFICE :
166, PICCADILLY, W.l.

Telephone - - Regent 1900.
T elegrams - " Senalpirt, 'Phone"

EXPERIMENTAL WORKS:

Hamble, Southampton.

Telephone - - Hamble 18-

Telegrams - - " Roe," Hamble-

AUSTRALIAN AGENTS:

AUSTRALIAN AIRCRAFT
AND ENGINEERING Co., Ltd.,

Union House, 247, George St.,
Sydney, N.S.W.

Telephone - - C''y 2S7Z'

Cable Qipber - " tAviation," Sydney

ALL-ROUND EFFICIENCY

THE Avro Commercial Triplane, fitted
A with a Siddeley Puma 240 H.P. engine.

This aeroplane is a commercial machine in
every sense of the word, and provides the
most suitable means at present for reliable
and economical aerial transport. —

The Pilot is seated well back along the
fuselage, where he can get an exceptionally
clear view for landing or taking off. Between
the two lower planes a roomy cabin is
situated. This is fitted exactly as a railway
carriage to seat four passengers, two facing
forward, two backwards. A large door in
the side gives easy access, and Triplex
glass windows provide an exceptional view
of the country beneath. If mails or goods
are to be carried the seats can be removed,
leaving 113 cubic feet available.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

DEC. 2 2,
1920.

THE

EMROpLANE

The Editor. ai Offices of "The Aeroplane" are at 175. Piccadilly, London, W.l.
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Accounts, and all correspondence relating to Publishing and Advertising, should be
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VOL. XIX.
No. 25.

ON AIR LINESII.

While those most concerned are busy inducing the British
business man to understand that the goods-carrying aeroplane
or the passenger-carrying aeroplane is "meant to do that,"
and is nothing in any way wonderful, those who are in charge
of the technical side of commercial aviation might be well
employed in overhauling their general organisation both as
regards the ground organisation of the air routes, which is
purely the affair of the Department of Civil Aviation, and the
technical organisation of the air lines themselves, which is
very much the affair of the proprietors of the air lines.

Partly by good judgment and partly by good luck we have
had an astonishingly high percentage of efficiency on the
cross-Channel air lines during the past year. Again, this is
not wonderful, the things are "meant to do that," but no
matter how well a thing is meant to operate there is always
a largo amount''df satisfaction to be got out of a high per-
centage of efficiency.

No doubt about six mouths hence we shall receive from
the Department of Civil Aviation an elaborate official report
giving all the figures of the work of the air lines during the
past six months. It will be remembered that the figures from
March to September appeared about ten days ago. One
suggests that it would be well to issue a brief interim report
before the end of January giving merely the total of miles
flown, of hours in the air, of passengers carried (the number
of pilots should be given separately), and the casualties for
the calendar year 1920. These figures would be of the highest
possible value for advertising purposes, and for the use of the
goods-traffic canvassers of the air lines.

So far as one can remember seven passengers have been
killed, or have died of injuries, in accidents to "joy-ride"
aeroplanes. No doubt as many have been killed by falling
off steam roundabouts at fairs. So these can be omitted from
the statistics of serious flying.

It is eminently satisfactory to be able, without waiting for
the official report, to state that- so far as casualties are con-
cerned only three passengers have been killed on the regular
cross-Channel air lines. It is impossible to calculate the
mileage accurately, either as aeroplane-miles or passenger-
miles, but a moderate estimate, taking the fact that almost
2,700 aeroplanes have crossed the Channel since this time last
year, and taking the average of the London-Paris, London-
Brussels, and London-Amsterdam trips at a little over 250
miles, we find that at least 700,000 aeroplane-miles have been
covered on the cross-Channel routes alone in the twelve
months, which includes the bad months early in the year
before air transport even began to be popular.

If we take the average number of people on the machines
as four each, which is well on the safe side, seeing that even
empty machines carry one pilot, and that all Handley Pages
carry a pilot and mechanic, against which loads of eight to a
dozen passengers are carried week after week, we arrive at
a rough total of 2,800,000 person-miles, with three fatalities
to paying passengers, and three more among the employees
of the air lines, which is a record of which many railway lines
might be proud.

It is of interest to note that Handley Page Transport, Ltd.,
claim to have carried 3,250 passengers during the twelve
months, besides 1,650 pilots and mechanics, and to have
covered 305,000 miles. Air Transport and Travel, Ltd., again
reported to be deceased, claim to have carried 3,180 passen-
gers, about 1,600 pilots, and to have covered about 393,000
miles.

If such figures as these are well rammed home into the
head of the British Public they are bound to be convincing.
And if they are properly communicated to the Press not even
the least intelligent editor can refuse to publish them. When
they are well digested by the British business man they must
surely be enough to persuade him that his goods, if not his
precious carcase, may be safely entrusted to air transport.
Necessary Improvements.

That being done, it remains to improve the running of the
lines. Granted that goods sent by air are delivered days and
often weeks m front of those sent by rail, it is 'still necessary to

improve matters so that there; may be no risks of delay at
all. That is to say, the Air Ministry (Department of Civil
Aviation) has to improve its machinery so that aeroplanes
on the cross-Channel routes can get through in weather which
at present would hang them up for hours, or perhaps a day.
And the air lines themselves have to improve their equip-
ment so as to eliminate all causes of delay or danger wnich
can possibly be foreseen.

Moreover, if they want to cultivate passenger traffic, it is
up to the air line people so to arrange their machines as to
remove any anxiety on the part of passengers. Only thus
can the air lines receive' that best possible of all advertise-
ments, the recommendation of a satisfied customer.

Emergency Exits.

[Post Scriptum. — It is worthy of note that the whole of
tins article was written before the accident at Cricklewood
occurred on Dec. 16th. One's opinion is not altered thereby,
but very much confirmed. In that case the passengers evi-
dently did not know of the emergency exits. — C. G. G.]

Let us take these points in their reverse order. Writing as
a highly satisfied customer of Handley Page Transport, Ltd.,
one can recommend that line to one's friends particularly on
account of one feature about the machines. Personally one
has a greater fear of being drowned than of any other death,
greater even than the fear of being burnt in the air. There-
tore one likes the Handley Page air liners, and the D.H.i8s,
which are similarly fitted, because they have thoroughly ade-
quate emergency exits in the roofs of the cabins, so that if
one's machine comes down in the sea and floats, as it probably
would, with the door under water (and anyhow one believes
that the door is locked from the outside) one can climb out
onto the deck and sit there till picked up.

How long the machine would float is another question, so
one would be happier still if inflatable life-buoys, such as are
used by some cross-Channel pilots, were handed out to pas-
sengers. But, there are other machines which have no emer-
gency exits, so that in the event of either a forced alighting
in the sea, or a turnover followed by fire on land, the pas-
sengers, boxed in as they are, would be either drowned or
burned like rats in a trap.

Such machines should be altered by their owners in the
interests of their businesses. But, if they are not altered by
the owners, they should be condemned by the Air Ministry
(A.I.D.) as unfit for use as passenger machines, and fit for
goods only.

It is not enough to argue that passengers can scramble out
through windows in the side or through the pilot's cockpit.
The windows may jamb, or the pilot may be stunned and
impossible to move. The emergency exits should be in the
roof and of such a size that one can fall out through them,
and not have to do a Houdini act to extricate oneself.

[The Cricklewood accident illustrates exactly this argu-
ment. One, at any rate, of the passengers who was killed
might have escaped if the windows had been big enough for
him to get through. Nevertheless, if he had known of the
exit in the roof he could have got out that way. The doors
of passenger machines are locked and sealed for the purposes
of the Customs Officials, which is a dangerous practice. But
there is no reason why there should not be emergency exits
in the sides and floors of aeroplanes as well as in the roofs.
— c. G. G.] . I

Floatation Gear.

Furthermore, all regular cross-Channel machines should be
capable of floating for at least six hours if they come down
in the sea. Probably some of them would do so. But they
ought all to be designed to do it.

[The affair in the Irish Sea on Dec. 17th proved that a
Handley Page will float for two hours. — c. G. G.]

One is not satisfied with the argument that a multiple-
engined machine can still get across even if one engine
stops. It may have happened on several occasions. But
the next time the second engine may stop also. Or it may
be necessary to come down in the Channel owing to a broken
control of some sort.

924

The Aeroplane

December 22,- 1920

Passenger machines, at an}' rate, should be built with floata-
tion bags in the fuselage, or the fuselage itself should be
water-tight. It is quite possible to make it so.

Fire Prevention.

Granted that all possible precautions are taken against
fire, by forbidding smoking in the cabin in some machines,
and by putting the petrol-tanks outside the fuselage in many
machines, there is always a chance of fire. Even railway-
carriages catch fire sometimes.

Therefore one suggests that fire-extinguishers should be
carried in the cabins of all passenger machines. One is told
that they are always carried in the pilot's compartment. That
is no use if in a crash damage is done to the pilot and /or
mechanic, and the passengers cannot get at the extinguishers
just when a fire is starting.

Also it comforts the passengers to see that the proprietors
of the air line consider their safety and peace of mind so
carefully.

j_This point also occurs in the Cricklewood case, though
in this case no amount of fire extinguishers in the fuselage
could have saved the machine. — c. G. G.]

The Pilot's Position.

A point which is of considerable importance is the posi-
tion of the pilot. He ought to be placed so that he has the
best possible view, not for landing — for no decent pilot looks
at the ground when landing — but so that he can see where
he is going.

There is one phenomenon of which some designers seem
to be ignorant. That is that when there is a slight haze and
the sun is low it is impossible to see a yard in, the direc-
tion of the sun, though one can see for five or six miles
when the sun is at one's back.

A few weeks ago one met at Croydon the pilot of a French
machine which has the pilot's seat on the left side, with a
deck the full width of the fuselage on the right. He com-
plained that he had lost his way between Lympne and Croy-
don because the visibility was so bad.

As a matter of fact the visibility was very good, except
towards the sun. Sitting as he did ,on the left of the machine,
with the sun low in the west, and flying on a north-west or
westerly course from Boulogne to Croydon, he could see
nothing on his left or ahead, and his view to the right was
cut off by the deck. If he had had an outlook to the right he
could have seen everything within six miles of him.

One- has noticed this when crossing the Channel from
France in a Handley Page on a sunny afternoon. On the left
one could see nothing, except by looking vertically down-
wards, on the right one could see Gris Nez when half way
across.

Therefore one suggests that all machines should give the
pilot a clear view downwards on either side. Otherwise they
are apt to be dangerous, either in lauding, or because the
pilot may lose his way and be forced down in bad country.

A Hint to Designers.

There are many other points about the design of machines
for civil aviation which need improving, and designers ought
to consult with pilots, mechanics, and habitual passengers
before dashing oft to design commercial machines in the light
of war-time experience only. The more they do so the more
and the sooner commercial aeroplanes will depart from the
conventionalised design of war machines.

Apropos consulting others, when Mr. Fritz Koolhoven de-
signed the famous F.K.26 B.A.T. — the first commercial aero-
plane designed ad hoc, and still unsurpassed as a design —
one remonstrated with him for putting his pilot right aft be-
hind the cabin, and pointed out that in a bad crash probably
the passengers would be killed and the pilot would survive.
"Good," said friend Fritz, "then I shall get an intelligent
explanation of how the accident happened."

There is much sense in the idea, but chiefly the moral of the
tale is that designers ought never to design a machine with-
out first getting a really experienced pilot to advise them 011
practical points. And there would be no harm in consulting
some passengers also. Besides which mechanics who have
done much work on the maintenance of machines and engines
in constantly good running order can generally give designers
useful hints about how and where various gadgets ought to be
placed, and where they ought not.

One fears that some quite clever designers are rather too
apt to trust too much to their own cleverness, instead of
seeking information from those whom they hope will use
their machines.

Ground Organisation.

Given improved aeroplanes and engines it might be thought
that there would then be less need for improvement in the
ground organisation to be provided by the Department of
Civil Aviation. As a matter of fact the better the machines
the more traffic there will be, and so the greater will be the
need for perfect organisation on the ground.

As the machines improve there will be more and more ten-
dency to trust the mechanism and fly in bad weather, espe-

cially in fogs. And it is just then that the Air Ministry's help
will be most needed, to provide prompt and reliable weather
information and to give pilots their position and direction
when out of sight of the ground.

Even as things are at present a very little expense, a very
small fraction of that ^'36,000 of wages which the Depart-
ment of Civil Aviation saved so unnecessarily, would pro-
vide much greater safety and would save a vast amount of
nerve strain to the pilots on the London-Paris lines.

It is true that on a machine properly equipped with wire-
less the pilot can talk to Lympne as soon as he leaves London,
and to St. Inglevert before he gets to Lympne, and to Paris
as soon as he reaches the Channel. In fact, one Handley
Page machine recently talked to Cricklewood all the way
across France, and was still within hearing when landing at
Le Bourget. But that is not what is wanted.

Mr. Marconi of Lympne and Mr. Marconi at St. Inglevert
[as poor Bager called them in his amusing letter published a
few weeks ago] can tell the pilot what sort of weather they
are having near the Channel. Mr. Marconi at Cricklewood or
Mr Marconi at Croydon can tell him which aerodrome is the
more free from fog. Mr. Marconi at Le Bourget can tell him
whether to stop at St. Inglevert because of fog near
Paris. But there is no Mr. Marconi to tell him
what the weather is like over the real danger zones on the
rest of the route, namely, the bit between Maidstone and
Epping on one route, and between Maidstone and Caterham
on the other, and the fog areas by the Somme and about the
valley of the Oise.

An Example in Point.

One had two excellent examples of this when going to and
coming from Paris at the time of the Gordon Bennett race.

On the outward journey, with that excellent piiot Mr.
Capps in charge, we had beautifully clear weather all the way
to Boulogne. Near Etaples, over the sand-dunes, we began
to run over little fleecy clouds. As we got nearer the Somme
the clouds grew thicker, till finally all one could see in front
was a floor of clouds, with, apparently, a very high cloud-
bank some ten miles ahead.

There were still little holes in the clouds below, so Mr.
Capps throttled down and dived through a hole. After which
we waddled along about 200 feet from the ground till we
reached Abbeville, and there it was perfectly clear again.

Nearing Beauvais we met clouds again, and went down till
over the high ground south of Beauvais we were only 100
feet or so from the tree-tops. And, again, when we reached
the Oise at Persan the upper air was clear.

Now if there had been observers on the Somme and on the
hills behind Beauvais, and on the Oise, they could have told
Mr. Capps by wireless that there was clear air farther on,
and we could have stopped up above the clouds, and so have
saved the trouble of going up and down. Also the pilot
would have been saved the extra physical exertion of keep-
ing the machine on a level keel when flying over alternating
plains and forests on a hot day. And there would have been
ne danger of being "pinched" between the clouds and the
hills south of Beauvais, which have caused many a crash.

The Return Journey.

Coming back provided even a better example of the need
for proper observation. Mr. Rogers, one of the safest of the
Handley Page pilots, and one of the most persistent fliers in
fogs, was in charge.

When the passengers arrived at Le Bourget to embark the
other side of the aerodrome was hidden by a thick mist, and
St. Inglevert reported by wireless that visibility was nil.
Mr. Macintosh, who was in command of the Handley Page
fleet at Le Bourget, and has proved himself to be as good a
manager as he is a pilot — which is saying a good deal after
his flight across the Channel from Paris on December 6th,
when none of the boats dared to cross^delayed the start of
the machine till all fog had gone and only a slight haze
remained.

The going was delightful till near Beauvais, where we be-
gan to run over clouds. Mr. Rogers held on till the clouds
appeared to be almost continuous. Then through a break he
caught sight of Beauvais itself, and promptly dived through
a very solid bank of cloud for several hundreds of feet, com-
ing out right over the, top of Beauvais Cathedral, and cer-
tainly not more than 150 feet above it.

He explained afterwards that he would have come down
earlier, but for the fact that he could not tell whether the
clouds were down touching the woods on the hills south of
Beauvais or whether there was room below them. He de-
cided that it was safer to carry on above the clouds until he
knew we were north of the high ground.

When we did get through we found that the clouds were at
about 300 feet, so we kept along at about 200 feet till we
arrived near the Somme, and there the clouds disappeared
and dissolved into a light haze, which limited visibility to
about five or six miles over the land, though on the sunny
side (to the left) one could see nothing except downwards.

December 22, 1920

The Aeroplane

925

WINTER SPORTS.

Just at the moment the attention of those of us who can afford a Winter Holiday is turned in the
direction of Winter Sports, and among these sports one of tbe most popular is Ski-ing. Until com-
paratively recently the Ski has been the exclusive property of the people of Norway and Sweden.
More recently the Ski has been adopted as an aid to sport by holiday makers in the mountains of
France, Switzerland and Germany.

Naturally the Aeroplane, being the most modern of the World's Vehicles, cannot afford to lag
behind mere human beings in its use of, any aid to efficiency. Consequently the aeroplane has also
taken to using Skis when they can improve its usefulness

THE FIRST ATTEMPT.

The first instance on record of Skis being fitted to aeroplanes was during the war, when the R-F.C.
Training Brigade in Canada fitted Skis instead of whee s to their school machines, and as the nsult
put in more hours of flying in Canada during the winter with fewer machines and fewer imtiuctors
than did the larger section of the Brigade whii h went South to the temperate climate of Texas.

The next use of Skis was, very appropriately, in Sweden, the original home ot Skis, when several
" joy-ride " machines of small type were fitted with this use ul form of landing gear and operated with
considerable success, when wheeled undercarriages woulu have been impossible.

But, as usual, when an important step forward had to be taken in the progress of Aviation, it was
a Fairey Biplane which was chosen for the purpose. Here is seen the first high-powered aeroplane
capable of carrying a really commercial lead which was ever fitted with a Ski undercarriage.

The Fairey Biplane (375 H.P. Rolls-Royce "Eagle" Engine) belonging to Lieut.
Col G. W. P. Henderson, M.C., and fitt d by him with double Skis
for use in Swedish winter weather.

COMMERCIAL SKIS.

This Fairey Biplane, which was a standard seaplane built during the war, and afterwards re-built
with "disposal" parts for Civil Aviation purposes, was flown as a seaplane by Lieut.-Col. G. W. P.
Henderson, M.C. from England to Sweden, via Holland, Germany and Denmark. After arriving
in Sweden she was used for several months as a commercial seaplane until Winter froze all Sweden's
water-ways.

, Thereafter she was fitted with a special undercarriage for use on snow and ice. The ordinary
Ski undercarriage was obviously too light for a machine of her speed and power, so Colonel Hender-
son devised a scheme of double Skis, which gave the necessary btaring surface without undue length.
Two Skis side by side on each side of the fuselage, close together but with space between for the'snow
to clear itself, had precisely the desired effect. And so the first large aeroplane to be fitted with a Ski
undercarriage proved to be an immediate success.

WHETHER AS A SEA MACHINE, A LAND MACHINE, A SNOW MACHINE,
A DECK MACHINE, OR AN AMPHIBIAN THE SUCCESS OF THE FAIREY
IS ALWAYS CERTAIN.

THE FAIREY COMPANY SPECIALISES IN PIONEERING.

THE FAIREY AVIATION CO., LTD.,

Head Office - - HAYES, MIDDLESEX.

London Office - - EMPIRE HOUSE, 175, PICCADILLY, W.i.
Works : HAYES, MIDDLESEX, & HAMBLE, near SOUTHAMPTON.

Telephones — 19 Hayes: Middlesex. Telegrams — "Airily, Hayes, Middlesex.'

394 Regent. Code— A.B.C. 5th Edition.

926

The

Aeroplane

December 22, 1920

An Explanation and a Remedy.

Now it so happened that the cloud-banks were only fogs
from the Sonime and Oise valleys raised by the sun and
drifted north in each case. But supposing, in the case of Mr.
Capps, the fog-bank from the Oise had been right down on
the hills behind Beauvais, he would have beeu trapped be-
tween them and the ground, and would either have had to
land in the hills or would have had to chance going up
through the clouds in the hope of finding holes in the clouds
farther south.

In the case of Mr. Rogers, the fog round Beauvais, being
north of the hills, might have been right down to the ground,
and if he had not found the hole which showe 1 him Beauvais
clear from fog we might have carried on over the fog, only
to find the whole of France north of the Somme under thick
fog, so that it would have meant an almost ceitain crash in
landing — or going all the way back to Paris.

The obvious moral is that observers are needed at intervals
of 20 miles or so all the way from Boulogne to Paris, each witli
a direct telephone wire to St. Inglevert and Le Bourget, to re-
port the condition of the weather at intervals of a few minutes.
Then the pilots could learn by wireless from either station pre-
cisely what was the condition and position of fogs and clouds
at any point in between.

In the instances mentioned, if such information had been
available, both Mr. Capps and Mr. Rogers would have kept
above the clouds all the way, and so would have been saved
much hard work and anxiety. For undoubtedly they had to
work hard to keep their machines on an even keel when so
near the ground. And they succeeded so admit ably that at no
time on either trip did the machine move as much from a hori-
zontal position as does an ordinary railway carriage.

As a means of travelling in comfort these Haudley Page
machines far surpass any other method of conveyance yet
invented, but, for all one's inexperience of practical aviating,
one was able to appreciate the fact that at very little expense
improvements could be made in.the ground organisation of the
route which would make the journey even more comfortable
and very considerably safer. If a railway company has to
have a signal box and relays of signalmen for each box at
intervals of two or three miles all the way along a railway,
surely it is no disgrace to an air line if, for mere safety's
sake, it has to have a signal-box, equipped only with a tele-
phone and not with all sorts of expensive machinery, at
intervals of 20 miles.

These are merely points which are self-evident to anyone
who is closely in touch with the cross-Channel pilots. These
men have been doing splendid work during the past twelve
months in developing civil aviation. Unhappily many of them
have fallen on evil days, owing to the reported shutting down
of the A. T. and" T., Ltd., and the decrease in the number of
machines in use during the winter on all air lines. It is there-
fore the more earnestly to be hoped that something may be
done, both by the aircraft firms and by the Air Ministry, to
stimulate an early revival of commercial aviation in the New
Year, so as to bring these experienced pilots back to work
again.

When once work does start again the various points men-
tioned in this and the preceding article should receive parti-
cular attention, for by giving confidence to passengers, by
decreasing minor accidents and delays caused by badly
arranged information concerning weather, rnd by decreasing
the nervous strain on the pilots, much may be done co make
our air lines do efficiently the things that thev are meant to
do— C G G.

THE FAILURE OF CIVIL AVIATION.

Serious as were the moral effects on aviation of the closing
down of the Aircraft Manufacturing Co., Ltd., and the Sop-
with Aviation Co., Ltd., earlier in the year, their disappear-
ance was in fact a trivial matter compared with the closing
down of Aircraft Transport and Travel, Ltd. Few people
were particularly interested in the output of aeroplanes, but
very many people have become interested during the last
twelve months in the rapidity and regularity of air mail and
air express work and air passenger work. The immense
number of passengers carried by A.T. and T., Ltd., is suffi-
cient proof of this.

The closing of A.T. and T., Ltd., may be ascribed primarily
to bad management and excessive optimism at various times
in the firm's earlier days, and secondly to lack of intelligence
among the directors of the B.S. A. -Daimler combine, who be-
came responsible for the finances of A.T. and T., Ltd. by
buying the Aircraft Manufacturing Co.* Ltd., but personally
one puts the main burden of the blame for the failure on
the shoulders of the Post Office and the Air Ministry.

So far as the Post Office is concerned, despite all the fair
words Mr. Illingworth,. the Postmaster-General, has spoken
about air transport, one believes either that he personally is
hostile to aviation or that he lacks the intelligence to under-
stand the benefits which aviation could confer on his Depart-
ment.

Admitting that the British Inland Postal Service is the best
thing of its kind in the world, a properly run letter and par-
eels post to and from the Continent by air would materially
increase the reputation of the British Post Office, and would
bring great kudos to the Postmaster-General who established
it. Mr. Illingworth apparently lacks the brains to understand
this.

One gathers on fairly good authority that the permanent
Civil Servants of the Post Office are fully alive to the possi-
bilities of air mails and would willingly send the whole of the
Continental mail and parcels post by air if permitted to do so.

But they appear to have all their efforts nullified by the
hostility or the lack of intelligence — whichever it may be — of
their political chief, Mr. Illingworth. If the Continental malls
and parcels post had been sent by air during the p#st summer,
A. T. and T., Ltd., which held the air mail contract, would
by this time have been a flourishing concer/i and British trade
would have benefited very materially by the gi eater reliability
and speed of an aerial parcels post.-

The Air Ministry is to blame for the fact, though it has
done quite a good deal for civil aviation in a general way, it
has not spent the money allocated to it as it might have spent
in encouraging civil aviation, which encouragement would
have included A. T. and T., Ltd. And it has not brought to
bear the immense political influence which is at its command
if the various members of the Air Ministry who can wield
political influence had exerted their full strength.

One cannot help feeling that the Air Ministry, and, more
particularly, the Department of- Civil Aviation, has not exerted
the driving force and influence which it might have exerted in
favour of the development of commercial aeronautics. The
result is that to-day we have an immense Civil Aviation
machine, including the London Terminal Aerodrome, the
Lympne Aerodrome, wireless stations, highly-paid officials,
and all the rest of it, existing almost solely for the benefit of
a few French machines which are highly subsidised by the
French Government.

Either General Sykes and his Department must bestir them-
selves very energetically during the next few weeks or they
must expect to have some very awkward questions asked in
the House as to why the British taxpayer should be mulcted
in large sums for the benefit of a Department which appa-
rently exists only for the convenience of foreign aviators. It
is on such occasions as this that on-; rather regrets that Ger-
many did not win the war, so that this country might be run
by Departments which would be, if |ess amiable, at any rate
forceful and efficient. — C. G. G.

THE POST OFFICE AGAIN.

The amazing imbecility of the business man who does not
use the cross-Channel air lines is excellently illustrated by a
recent transaction from this office. Two small parcels were
sent from this office to Paris on November 26th. Owing to a
mistake on the part of a clerk these parcels were sent by
ordinary Parcels Post instead of air parcels express. One of
the parcels was delivered on December nth, and the other on
December 14th. If they had been sent by air with the proper
Customs declaration forms they would have been handed in
at the express parcels office one day and delivered to the ad-
dressees in Paris the following day.

AN AGREEMENT BETWEEN FRANCE AND
GREAT BRITAIN.

The Official Gazette has published the text of the agree-
ment entered into between Great Britain and France which
permits the free passage of private and commercial aircraft

between these countries, whilst reserving the right to estab-
lish prohibited areas for military reasons. All aircraft must
carry a log and a traffic permit, and pilots must have in
their possession a certificate showing their qualifications. The
use of wireless apparatus is forbidden without special per-
mission.

This agreement will cease to be in force as soon as the
International Convention for Aerial Navigation, drawn up by
the Peace Conference, becomes effective.

The Staff and Editor of "The Aeroplane'" wish to
All Readers of this paper, at Home and Abroad,
Service and Civilian, AH Good Wishes for Christmas
and (he New Year, and a Happy Issue out of all the
Afflictions of Aviation in a Near and Prosperous
Future.

December 22, 1920 The Aeroplane 927.

'Aha

450 h.p. Aero Engine

J^or Civil and Government

Service.

Economy. "Both are driven by the Napier 450 h.p.

• engine, and this engine, which has come
into use since the war, is so light in
relation to its power and so relatively
economical of fuel that it leaves a bigger

margin for goods and passengers.

And this advantage is manifested in other
ways. By comparison with most other
British two-engine aeroplanes, a machine
driven by Napiers has SUCh a high
power-load ratio that the engines can
be more carefully " nursed " during
flight ; and the machine, moreover, is in
much better case should one engine fail,
which by the same token is a less likely
contingency. This advantage was clear-
ly illustrated by the performance of the
various competitors in the Air Ministry
Competitions."

Major C, C. Tutner,
Manchester Guardian, 25/11/20,

Install the 450 h.p. Napier Aero Engine.

The highest prizes in each of the three
classes of the A ir Ministry Competitions
ivere awarded to Napier engined aircraft.

The World's Proved Best.

Consistence
of

Performance

and
Reliability.

D. NAPIER & SON, LTD.,

14, NEW BURLINGTON STREET, W.i.
Works: Acton, London W.3.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

\

928

The Aeroplane

December 22, 1920

VICK

LIMITED.

Telephone :

Victoria 6900.

Telegratrs :
Vickers, Vic, London.

Aeroplanes for Commercial and Military Use. Vickers-Saunders Flying Boats

Flying Boats for Commercial & Naval Use.

Brief Specification
VIKING MARK III
5 Passengers of
750 lbs. Freight.
Range: 480 miles.
Span : 46' o"
Height; 15' 1"
Length: 33' 5"

= I Recent Successes

The Vickers Viking was
classified FIRST in the
following competitions
at ihe INTERNA-
TIONAL SEAPLANE
COMPETITIONS at
ANTWERP, July 1920

1. Shortest time In ' ' un-
sticking " from water.

2. Fastest time over a
given circuit.

3. Climb to 1,000 metres,
i. Altitude with full load.

Depots :

MANCH ESTER— Cathedral House, Long Mitigate (Temporary
BIRMINGHAM— Vickers House, LoTeday Street. Address).
NEWCASTLE— Commercial Union Buildings, Pilgrim Street.
GLASGOW— Vickers House, 247, West George Street.
BRISTOL— 55. Park Street. BELFAST— 26a, Arthur Street.
LEEDS— Greek Street Chambers, Park Row.
NORWICH— 16, White Lion Street.

Brief Specification
VIKING MARK IV
5 Passengers of
1,250 lbs. Freight.
Range: 480 miles.
Span : 50' o"
Height : 15' 1"
Length: 35' 0"

Recent Successes

The Vickers Viking
was the winner of
the FIRST prize of
£10.000 for the
Amphibian Class
of Aircraft entered
for the BRITISH
AIR MINISTRY
COMPETITION
Sep' ember. 1920.

Aviation Department,
VICKERS HOUSE, BROADWAY, LONDON, S.W.I

KINDLY MENTION "THE AEROPLANE" WHEN CORRESPONDING WITH ADVERTISERS.

'Supplement to The Aeroplane, December 22nd, 1920

=S INCORPORATING AIRCRAFT ENGINEERING, AERODYNAMICS, AIRCRAFT FINANCE AND COMMERCIAL AERONAUTICS
= AND MATTERS PERTAINING TO THE AERONAUTICAL ENGINEER AND THE AIRCRAFT TRADER.

THE WEEKLY

There is reproduced below a fairly lengthy summary
of a paper read by Mr. Hector Sleeman, of Aerial Trans-
port, Ltd. (Australia), on certain aspects of aviation in
the British Dominions. This paper is reproduced at
greater length than is usually possible for two ivasons.
The first is that the paper itself is of very great interest,
and it is desirable that those interested in Aviation
should be aware of the excellent work of the Institu-
tion of Aeronautical Engineers in securing publication of
such a paper.

The second reason is that the paper itself bears a very
direct relation to an article recently published in these
columns, entitled "Aviation in the Wilderness" (Nov.
3rd, 1920, page 729), wherein the opportunities afforded

COMMENTARY.

for the development of commercial aviation by the less
densely populous parts of the earth were pointed out.

The article immediately following, which describes
Capt. Carroll's pioneer work in Malaya, has a bearing on
the same subject.

On page 936 are printed brief abstracts of two papers
dealing with the aero engine which were read before the
Royal Aeronautical Society on the afternoon of Dec.
16th. That due to Mr. Ricardo dealing with the possible
thermodynamic improvement of the internal combustion
engine is of great importance to engine designers, who
should secure the full report of the paper which will ap-
pear in the Journal of the Society in due course.

THE POSSIBILITIES OF AVIATION IN AUSTRALIA.

The paper which was read before the Institution of Aero-
nautical Engineers 011 Wednesday, Dec. 15th, by Mr. Hector
Sleeman proved to be of very considerable interest. The
title of the paper was "The Possibilities of Aviation in the
Dominions."

Mr. Sleeman is managing director of Aerial Transport, Ltd.
(Australia), and general secretary of the Australian Aero Club,
and in fact his close acquaintance with Australian conditions
led him quite wisely to refer specificially to Australasian
conditions, though he fairly justified his more extended title
on the ground that in general the conditions in the Dominions
were similar in many respects - .

The Paper.

Conditions in England are not ideal for commercial avia-
tion, owing to certain inherent disadvantages, such as adverse
climatic conditions, the competition of excellent means of
transport alreadv in existence, the small distances between
centres^ and the conservatism of the population. The only
commercially possible routes are those to the Continent, and
the wonderful degree of efficiency attained by the companies
operating these routes, under adverse weather conditions,
has proved that the operating difficulties are not serious, pro-
vided the ground organisation is efficient.

In most of the Dominions the conditions are more favour-
able, and it appears that the development of British commer-
cial aviation will be to a great extent carried out in the
Dominions. For purposes of example and illustration, the
Australian conditions will be cited, but allowing for the
modifications necessary for different climatic and topographi-
cal problems, the conditions will apply to most of the other
Dominions.

Australian Air Routes.

The first consideration of any transport service is a con-
stant high load factor [Mr. Sleeman here uses "load factor" in
its proper sense of the ratio between load actually carried,
and the load capacity of the plant in use. — Ed.] and all other
considerations must give way to the possibilities of a good
load factor and a large saving in time. In Australia, the best
route, from a flying point of view, is between Melbourne and
Adelaide, but without flying at night there would not be any
gain of time over the existing train service, and the loading
is not so great as on other routes, and would fluctuate
violently. The Melbourne and Hobart route, on the other
hand, offers exceptionally good loading, and the gain of time
amounts to 21 hours on a trip of 430 miles airline.

The speed at which business can be transacted depends on
the speed of communication and transport available. The
conditions in most of the Dominions leave much to be desired,
but in Australia, with an area twenty-four and a half times
hatt of England, Scotland, Wales and Ireland, and a population
slightly less than that of Greater London, it is impossible to

build and maintain roads and railways on a scale comparable
to those in this country. Between Brisbane and Sydney there
is a single railway line. with a break of gauge at the State
border. These cities are about 700 miles apart, and the time
by train is 27J hours, and the service is one train per. day
each way. A single line telegraph is the only means of rapid
communication. Between Melbourne and Sydney, and Mel?
bourne and Adelaide, the conditions are much the same. Be-
tween Melbourne and Hobart the means of transport is by
steamer between Melbourne and Launeeston, crossing Bass
Strait, which is noted for rough seas, and by train between
Launeeston and Hobart. The time taken on this trip is 27
hours for a distance of 430 miles.

The population is to a large extent concentrated in the
capitals of the States and in the large cities, and the dis-
ances between these centres is great (average 450 miles), the
existing means of transport is poor and rapidly proving in-
adequate. Additional road or rail facilities would be financi-
ally impossible, but an air route does' not require more than
a small sum spent on it and has the further advantages that
an unprofitable route may be closed down at any time.

Landing Facilities and Terminal Stations.

To obtain the maximum efficiency, landing ground;- of about
400 yards by 400 yards or more are necessary, situated from
15 to. 20 miles apart.

Terminal aerodrome sites should be purchased and the price
depends on the location. It is good policy to get the terminal
ground as near the centre of the city as possible, as although
speed in the Dominions will not be the necessity it is here,
the time taken to and from the cities to the landing grounds
must be as small as possible.

With good landing facilities available the only real difficulty
to be surmounted, as far es ground organisation is concerned,
is that of wireless communication. The woikshop buildings
and plant will require to be much more extensive than those
of a similar service operating in England.

The possibilities of securing the services of competent
mechanics are good, as all the Dominions had a large number
of mechanics with the Air Forte during the War as well as
a number employed on aircraft construction and inspection.
There are large numbers of pilots available, and after a weed-
ing out process sufficient pilots with engineering, navigation
and flying knowledge and a proper sense of responsibility
will be available for the next few years.

Publicity — Useful and Otherwise.

In a comparatively small community it is easy to approach
personallv individuals and companies, and, before the service
is commenced, to obtain definite promises of loading Ad-
vertising is less expensive end local interest is much greater.

The average man in the Dominions, at the time of the'
Armistice, had not seen an aeroplane or airship and had no ,

^iiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiim

93° (Supplement to thb aeroplane.) Aeronautical Engineering December 22, 1920

idea of their possibilities. After the Armistice the vast quan-
tities of Press matter, written either by irresponsible en-
thusiasts or people who knew nothing of aircraft or transport,
led the public to look for performances by aircraft that were,
and are, utterly be3^ond their capabilities. This over boosting,
and lack of realisation of the limitations of the peifoimances
of aircraft, on the part of these "experts" was worse for the
industry than ignorance and has been much more difficult
to deal vith, but the contact with joy-riding machines and
the excellent results obtained with British machines and
pilots, has made the public realise the possibilities and limita-
tions of commercial aviation to-day. The Australian Press
has assisted greatly in this educational programme, but it
still persists in giving undue publicity to aviation accidents.
The Necessity for Co-operation
It seems imperative that an air transport service in a
Dominion should be run by, or in conjunction with, an exist-
ing transport organisation, such as a railway or shipping
company, as such an organisation can introduce valuable busi-
ness to the air service, provide booking facilities and can
advise and guide the aerial transport company's operations.
The air service will never be a serious competitor of railways
or shipping services, but must be regarded as a paying, high
speed adjunct.

Of Climates.

The climatic conditions in the various Dominions are so
totally different that no comparison can be made. The Aus-
tralian conditions are well above the average The southern
part of the continent, including Tasmania, has what is pro-
bably one of if not the best flying climates in the world.
The portion north of the Queensland and New South Wales
border lies in the sub-tropical belt. The information on this
portion of the Commonwealth is not as full as it could be,
but there is definite evidence that it comes unde-r the influence
of monsoonal disturbances, and is at times subject to very
heavy downpours of rain and to high-velocity surface winds.

The weather conditions of the southern portion of the con-
tinent are well recorded. All disturbances travel practically
due east, and the normal rate of travel is about 400 miles per
day. The Commonwealth Weather Bureau has a well-equipped
service throughout this area, and publishes each morning a
complete weather chart for the southern continent. With
this chart, a barograph, and a few weeks' experience, an ac-
curate forecast twelve hours ahead can be made. Wind velo-
cities on the surface vary from still air — which is exceptional
— to a maximum of 50 miles per hour. This maximum is also
exceptional, only two cases being on record over a period of
five years.

The general condition is that of a wind of from 10 to 25
miles per hour. Thundery conditions occur about weekly in
the summer but are not violent, are purely local, and a
passenger machine would pass around or over them

Clouds at altitudes of less than 1,000 feet are seldom met
with, the usual height for the nimbus strata being 1,500 feet
or over. Ground mists and fogs occur occasionally in certain
well defined areas during winter, but the landing grounds can
be so located as to avoid them, and where they may be en-
countered in flight they can easily be passed over.
Available Cargoes.

The most constant cargo available is mail matter, and it is
in addition the most urgent. In the case of the Melbourne
and Hobart mails the service is at present bi-weekly, the
actual time in transit is 27 hours and the total time from
closing at the General Post Office in either Melbourne or
Hobart to deliver is 45 hours. With an air service the time
of transit would be six hours and the time from closing of
mails to delivery would be ten hours. At present all urgent
business is transacted by cable, but with an air service daily
each way, the lack of necessity for using the cable, except in
really urgent cases, would increase the amount of mail matter
available for transport, and decrease the congestion on the
cable.

The one and only possible means of utilising the air mail
to its full extent is for the Post Office officials here and in
the Dominions to realise that air mails have arrived, and to
assist them by using them to the fullest extent for carrying
mail matter at ordinary rates.

Once the business community realises the value of this new
rapid means of transport, the loading, especially in the pro-
gressive Dominions, will be all that the operators will be able
to handle. In Australia the pilfering on the railways is very
bad, and to avoid this source of loss, if for no other reason,
a large quantity of goods would be sent by air.

The passenger loading is impossible to estimate, and is the
most undesirable type of loading, as a passenger occupies
large cubic space, limits height, requires attention, increases
insurance rates (although the Australian Mutual Provident
Society and other leading insurance offices have declared their
ordinary life policy to cover the holder when travelling as a
passenger by air), and necessitates a type of aircraft different
from that required for freight and mails only.

Types of Aircraft Needed.

The selection of a type of aircraft and engine must be
governed oy the special requirements of each case. )t is
generally sgieed thai the non-rigid airship is of little com-
mercial value except for aerial survey purposes; that the
rigii an sh?p js only an economical possibility when carrying
loads greater than those possible for aeroplanes, over dis-
tances of 1,000 miles or more, or shorter distances over water
or country with no possible landing space, and that for loads
up t:> 1 J tons and distances up to 1,000 miles the aeroplane
is, and will be for some time, the fastest and most economical
means of air transport.

The capacity of the aeroplane must be governed by the
probable loading available, and the type of engine and
number of engines per machine by the local conditions. As
a general rule, the multi-engined aeroplane seems the n ost
reliable proposition, and where, as in Australia, each route has
distances of 30 miles with no possible landing ground, a multi-
engined machine is a necessity.

The introduction of the amphibian aeroplane should prove
of great commercial value, as there are numerous places in
the Dominions where a good landing ground close to the city
cannot be secured, whereas there is a good harbour.
The Government's Share.

The def ence of the Dominions is an extremely difficult pro-
blem. The enormous length of the Australiaa coast-line and
the small population make patrol impossible except by air,
and the small population cannot finance a fighting air force
adequate for war purposes. With a skeleton permanent air
force and a reserve composed of the aeroplanes and staffs of
the air transport companies, a sufficient force will in time
be available, and agreements have been entered into between
the Commonwealth Government and the air transport com-
pany to provide for this.

The commercial aeroplane is not built for use as a fighting
machine, but as most of these machines have been developed
from war machines, they can usually be converted by the sub-
stitution of the war fuselage for the commercial. If the
Dominion Governments held in store the war fuselages and
fighting equipment, and subsidised the commercial machines
that were convertible, they would secure their bombing planes
at a fraction of the cost that they would have had to pay if
they held the machines and staffs themselves.

Night flying in the Dominions will be possible as soon as
the routes are properly lighted, but unless some less, expen-
sive method of lighting than that at present in use i--> devised
the transport companies will not be able to light the routes
themselves. It is advisable, however, for the Government to
do this lighting.

In a country like Australia there are enormous areas that
have never been surveyed, and some of the State Govern-
ments are considering survey of these areas by air, either
in conjunction with an air transport company or with
machines of their own.

Privately-owned aeroplanes will not be widely used in the
Dominions until a transport company can provide facilities
to repair them and keep them in running order.
Legislation in Australia.

Proper legislation for the control of civil flying has been
passed in some of the Dominions, but Australia is not amongst
them, and the difficulty has been due to the State Govern-
ments refusing to give the Commonwealth Government
authority to put the necessary measures through. This lack of
control has already resulted in several fatal accidents, and
aeroplanes are being flown and carrying passengers which,
under a control as laid down by the International Air Con-
vention, would not be permitted off the ground. The Gov-
ernment, as a whole, is indifferent to aviation, and will not
do anything until it is forced to.

From the Defence Department and the Postmaster- General's
Department every assistance has been given, and will con-
tinue to be given.

Salvage of Wrecks.

Salvage of damaged aircraft presents one of the most diffi-
cult problems encountered in a country with an enormous
area, small population, and few railways and roads. The
entire main railway system of Australia follows the coast
line, and there are only a few branch lines penetrating into
the interior. The roads follow the railways and so do the
telegraph and telephone lines. These circumstances make
it essential at present for the air rouFes to follow more or less
the railways, as in case of a forced landing the pilot is near
a source of communication and probably assistance.

If the damage is too much to repair on the spot, the only
alternative is to strip the machine, have it carted to the
nearest railway station and returned to its depot by rail This
is expensive, takes a long time, and the machine will cer-
tainly receive further damage in transit.

The Dominions are at present indifferently equipped with
wireless installations, and it is impossible to say what steps
will be taken to make available an adequate wireless tele-

December 22, 1920

Aeronautical Engineering

(Supplement io The Aeroplane.)

931

^IFhe word Ma rt inside has been
M> syriortymous- with craftsmanship
from the earliest days of aviation.

MARTINSYDE L™

POKING, ENGLAND.

Telephone : WoKing 551, 552. 553.
Telegrams: Martinsyde, WoKing.

London. Office
CABLTOH HOUSE.
lln.R'ECjE'Nf ST,
LONDON, Wl.
Telephone :Gerrard 4-5O0.
Telegrams : Martinsyde, P key, loudm

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

932 .supplement to the aeroplane ) Aeronautical Engineering

December 22, 1920

graph aud telephone service. In most cases it will probably
be left to the air transport companies.

Fuel and On, Supplies.

In the majority of the Dominions the price of fuel and
lubricating oils is considerably lower than it is here and the
supplies are as a rule ample for the local requirements.
These facts apply to the capital cities and larger towns.
Away from the capitals and larger towns there is frequently
difficulty in obtaining supplies. Lubricating oil is sold at ios.
per gallon and aviation spirit at 2s. 6d. per gallon at the
seaports, and the prices increase at the rate of is. per gallon
per 200 miles transported.

Canada, owing to its proximity to the United States oil
fields, is excellently situated as regards fuel and oil; Africa
is dependent on imported fuel and oil, but successful results
have been obtained by the use of a patent fuel made from
vegetable matter and known as "Natalite."

Australia and New Zealand are entirely dependent on im-
ports, and although there is oil on the islands north of Aus-
tralia, no efforts have been made to open up these fields, as
the Commonwealth Government will not do so themselves,
and will not permit private enterprise to do it Efforts have
also been made to procure power alcohol from prickly pear,
one of the worst noxious weeds which overrun vast areas of
the Northern Continent, but these experiments have been
hampered at every turn by the Government.

Although supplies of fuel and oil are available, no arrange-
ments exist for their bulk transport and storage and the
air transport companies would have to make their own ar-
rangement.

Spares, Parts and Materials.
Aeroplane parts made in England, shipped to a Dominion
south of the Equator and stored there for several months
before use, will be found to have deteriorated, and such parts
as planes will have warped so badly as to be useless until
stripped down, and rebuilt. Dope must be used immediately
it arrives from England, otherwise it will be useless. This
deterioration of parts can only be overcome by the policy of
making the parts on the site or importing them stripped
down, and assembling, covering, doping, etc., on the site as
required.

The Possibility of Producing Aircraft in Australia.

A study of the difficulties encountered, in Australia, in the
building of the complete aeroplane and engine would be in-
teresting. This is, of course, economically impossible, as
sufficient demand does not exist to justify the capital expen-
diture on buildings and plant.

The general situation is, that whilst the whole of the air-
ciaft could be produced, if the demand was sufficiently large,
for the probable demand for some years to come the materials
will have to be imported. In the meantime a number of the
industries which can produce aircraft materials are either
being established or extended, and the normal healthy ex-
pansion of manufacturing in the country may eventually make
the aircraft materials available.

The production of aero engines has been accomplished, in
Australia, but is not a commercial propositiop. None of the
existing engineering shops have the plant to turn out engines
on a production basis, and it is estimated that an expenditure
of £150,000 on additional plant would be necessary to enable
the best equipped shop to undertake aero engine manufacture
on a commercial scale. A demand of at least eighty engines

per annum would be required to give a reasonable profit on
the capital expended. As thfs demand will riot exist for a
long time the importation of the engines is the only solution.

In Canada the Canadian Pacific Railway follows the policy
of putting in a line to open up new country and bring the
settler of the new territory into close touch with his markets.
In Australia, where the railways are owned and operated by
the Government, the policy is to put in a railway only when
the necessary loading is assured. This is a great handicap
to the settler and an air service as a forerunner of the rail-
way should prove a commercial success.

The detailed information required to start an air transport
service in any of the Dominions can usually be collected in a
few months, provided the people carrying out the investiga-
tions have an intimate knowledge of the local conditions.
The Discussion.

The Chairman (Mr. A. H. Ashbolt, Agent-General for Tas-
mania) said that in Australia Mr. Sleeman wa- doing work
in the organisation of air lines which was important to the
Empire as a whole, as civil aviation would form the nucleus
of the Dominion Air Force. The importance of civil aviation
as the basis of a fighting force had been recognised by France
and Germany, and we should be foolish if we shut our eyes
to the importance thereof. It was necessary for all British
Dominion Governments to get together and agree to some
standard method of encouraging commercial aviation. He
personally thought that the sending of all possible mails by
approved aircraft was the most practical method.

Sir Chas. Bright congratulated the author on his inteiesting
and valuable paper. He thought the outlying parts of the
Empire offered more scope for commercial flyin^ than Britain.
He believed that civil flying should be under the control of
the Ministry of Transport, provided that Ministry took over
Sir Frederick Sykes for that branch of its activities. The
strategic side of aviation vas of paramount importance, and
national safety must be the first consideration.

Mr. H. P. Foil and said that, speaking as a designer, papers
such as Mr. Sleeman's were of great value as giving indica-
tion of the special conditions ruling in the Dominions. Hot
climates and high elevations would call for designs different
from those needed in temperate climes, and more papers
giving details of the conditions abroad were wanted.

Dr. Chalmers Mitchell said that he believed the develop-
ment of commercial flying was the most important problem
facing the British Empire. He thought it regrettable that so
much stress was laid on accidents, and hoped they would put
against the unfortunate accident at Golder's Green the won-
derful performance of a machine a few days earlier which
came from Paris through two snowstorms and a thick fog.

Col N. T. Belaiew stated that he believed that when the
demand arose Australia would be found to be in a position to
produce excellent alloy steels for all car and aeroplane pur-
poses.

Mr. A. P. Thurston agreed to the great importance of en-
couraging flying throughout the Empire. At present, unfor-
tunately, flying was not properly safe and not fully developed.
He thought that the future would? see enormous changes,
wings with hitherto undreamt of qualities, engines entirely
different from existing types, and even soaring aeroplanes.

The proceedings terminated with the usual votes of thanks
to the author and the chairman.

ON THE WAY TO AUSTRALIA Capt. Sir Ross Smith's Vickers "Vimy" (Rolls-Royce Engines) at Singapore. The

photograph shows the machine on the Race Course. One is indebted to Mr. Alex. Mosses, of Long Acre, for the photo-
graph, which was sent by Mr. Thomas Sibary, Manager of the Dunlop Rubber Co. (Far East), Ltd., of Singapore.

December 22, 1920

Aeronautical Engineering (SiPlmeatto4HE

ROLLS-ROYCE

AERO ENGINES

" Their extremely fine performance in the
war placed them in the front rank, and it
is as certain to-day that a machine with
a ROLLS-ROYCE Engine is accepted as
possessing the maximum possible
factor of reliability"

^Aircraft Engineering, July, 1920 I

THE FIRST TO CROSS THE ATLANTIC BY AEROPLANE
THE FIRST TO FLY FROM ENGLAND TO AUSTRALIA
THE FIRST TO FLY FROM ENGLAND TO SOUTH AFRICA

THE WORLD'S BEST AERO-ENGINES

ROLLS-ROYCE, Ltd., 15, Conduit St., London, W.l

Telegrams: Rolhead, Reg, London.

Telephone: Gerrard 1654 (3 lines)

KINDLY MENTION "THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

934 (supplement to the ajjroplane.) Aeronautical Engineering

December 22, 1920

PIONEERING IN MALAYA.

Captain R. S. Carroll's Nieuport " Nighthawk " at Kuala Lumpur, after landing from the first passenger flight ill

Malaya.

In The Aeroplane for March 3rd of this year a resume
was given of the work accomplished by a mission sent out
to India by the Nieuport and General Aircraft Co., Ltd.,
under t^he command of Capt. R. S. Carroll, A.F.C. (late
R.A.F.), which accompanied the first commercial aero-
plane flight in India on December 21st, 1919, on a Nieuport
"Nighthawk" (320-h.p. A. B.C. "Dragonfly").

After a period of three months' flying in and around Bom-
bay, an open invitation was extended to the mission through
the Calcutta Press to take the "Nighthawk" to that city. In
view of the fact that the machine was not suitable for long
cross-country flying owing to the limited petrol capacity,
and the lack of suitable landing grounds likely to be found
in the 1,200 miles of country that separated Bombay from
Calcutta, it was decided not to attempt to fly the distance.
Change, of Destination.

After the "Nighthawk" had been dismantled ready to be
shipped to Calcutta, an urgent cable was received from Mr.
Gordon Wong, of Kuala Lumpur, entreating Capt. Carroll
to take his machine to Malaya, as a serious accident had
occurred that was likely to do untold damage to the cause
of aeronautics.

It appeared that Mr. Wong had, on the conclusion of hos-
tilities, ordered an Avro biplane to be sent oat to him so
that- he could give exhibitions of flying throughout Malaya,
but that this machine on its first flight on the Kuala Lum-
pur racecourse had crashed and killed the pilot, Capt. Pugh,
and seriously injured the passenger, Lieut. Farrell. Capt.
Carroll thereupon cancelled his arrangements at Calcutta and
shipped the "Nighthawk" direct to Singapore.

Capt. Carroll arrived at Penang from Bombay, via Singapore,
on April 29th, and arrangements were made to give three ex-
hibitions, the first to take place on May 6th, with flying on the
two following days. In preparation for these flights, which
were booked to begin at 4.45 p.m. on each day, Capt. Car-
roll made a test flight on May 5th, taking with him as pas-
senger Capt. Colwill, M.C., who had , assisted him and Mr.
Wong, of the organising company, in getting the machine
ready. The trial flight, which lasted 14 minutes, was a com-
plete success, and created the greatest interest and excite-
ment, many of the streets in various parts of the town being
quickly thronged by amazed and admiring people.

Local Description. .

The following description of the first test flight is taken
from the Penang Gazette : —

The "Nighthawk" "took off" beautifully at 4.45 from the
far end of the Polo Ground, having shortly- before been
brought from the temporary hangar. The "Nighthawk,"
which is a very quick climber, made a wide circle of the
Polo Ground, then went in the direction of Ayer Etam and
came back over Dato Kramat and Anson Road, and the
Racecourse, subsequently proceeding over the town proper,
passing over Beach Street well to the south, and going over
the foreshore for a distance in the direction of the Province.
Returning, the machine passed over the Esplanade area, and
was seen by large numbers at the hotels.

It subsequently made a few turns over what appeared to be
Simpang Lima, and the many sightseers were then thrilled
by a "double roll," providing a suggestion of the "stunt"
flying to be witnessed during the exhibition.

After a further short movement, Capt. Carroll made for
the landing ground, approaching it from over the trees near
the Racecourse buildings, and making an "S" movement to
effect a beautiful landing not far from the hangar, amid the
cheers of the spectators. The pilot was the recipient of very-
hearty congratulations on stepping out of the machine.

Capt. Colwill, the passenger, dropped advertising leaflets
cf Messrs. Huttenbach Bros, and Co., and they were much

in demand as mementoes of the first flight over Penang
town.

The curious feature of the appearance of the "Nighthawk"
was the effect upon the feathered world, the gyrations of
the birds large and small in the air, and of excited poultry,
creating much amusement. Most of the flying was done at
about 1,200 feet, the greatest altitude in the flight over
Penang being 2,000 feet.

Capt. Carroll was very pleased with the work of his
machine following its journey by steamer from Bombay.
He expressed the opinion after the flight that Penang's air
was very suitable for flying, and Capt. Colwill ventured the
view that "Penang looks fine from aloft." Mr. Gordon
Wong was also congratulated on the success of the te§t.

. The First "Stunting" Exhibition in Malaya.

The first exhibition, given on May 6th, was a huge suc-
cess, and although witnessed by thousands, a very poor per-
centage paid for admittance to the Polo Ground. Capt. Car-
roll made an excellent start at 4.53 p.m. from the vicinity
of the temporary hangar, and immediately rose to a height
of 1,000 feet, and "zoomed" in front of the Grand Stand.
This movement was performed by Capt. Carroll after each
item of the programme, which included every form of
stunting known.

The spectators, unused to the "tricks of the trade" as re-
gards aerobatics, as known to the average student of aviation
in this country, were treated to many thrills in the course
of the first flight, which lasted almost three-quarters of an
hour. The pilot at intervals dropped leaflets advertising
Whiteaway, Laidlaw and Co., Ltd. The spectators did not
appear to be so enthusiastic as might have been expected. In-
deed, amazement seemed to be more in evidence than en-
thusiasm— a tribute to the pilot and the machine.

Lack of Local Support.
The three exhibitions were all much of a similar nature,
although entirely original so far as the Malayans were
concerned, and attracting a large amount of interest, the
great majority of the people who witnessed the displays
were content to remain outside the exhibition grounds, with
the result that, financially, the promoters have come off
second best.

This was often the case in this country when quite as
many people as paid for admission to Hendon were content
to remain outside the aerodrome, arguing that the aero-
planes flew in the air, therefore why pay to be allowed on the
other side of the fence when all worth seeing could be seen
from either side ? At that time aviation was considered
merely a- dangerous hobby for suicidal maniacs, but with the
remarkable progress made during and since the war the
British public are slowly beginning to take a saner view. ,

As regards Malaya, it would have been thought that a
little more British sportsmanship would have been discovered
in a British Possession that has shown such extraordinarv
patriotism in the past. The support of the enterprise sent
to India by the British Nieuport and General Aviation Co.,
Ltd., would have been but a flea-bite compared with the
gift of H.M.S. Malaya, a super-Dreadnought of the Queen
Flizabetli class, costing something like two-and-a-half mil-
lions sterling, not to mention sundry aircraft presented by
the Federated Malay States through the Aerial League of
the British Empire.

Capt. Carroll, as the result of his flying in India and the
Far East, contracted a considerable amount of business, apart
from doing missionary work in the interests of British avia-
tion. Had it not been for the change of policy of the
parent company at home, who chose to suspend active opera-
tions at the most critical period, Capt. Carroll would almost'

December 22, 1920

Aeronautical Engineering (Supplement to ^ 935

V

THE

DE HAYILLAND

AIRCRAFT C*- U™-

STAG LANE AERODROME,
EDGWARE. MIDDLESEX.

DESIGNERS AND MANUFACTURERS OF "D.H." AIRCRAFT.
CONTRACTORS TO THE AIR MINISTRY.

NIEUPORT AIRCRAFT

AIRCRAFT DESIGNED AND CONSTRUCTED ON
AN ENGINEERING BASIS.

DESIGNERS
AND
CONSTRUCTORS

TO THE
AIR MINISTRY.

Special Features.

HIGH FACTOR OF
SAFETY.

EASE OF

CONTROL.

GREAT

STABILITY.

LOW LANDING

SPEED.

1st Commercial Flight in GREAT BRITAIN :-NIEUPORT NIGHTHAWK,
1st Commercial Flight in INDIA :— NIEUPORT NIEUHAWK,
BRITISH SPEED RECORD, 167.5 m.p.h. :— NIEUPORT GOSHAWK.

Address—

The Nieuport and General Aircraft Co., Ltd. Telephone :— Mayfair 637.

38, Conduit Street, London, W.l. Telegrams :—

KINDLY MENTION " THE AEROPLANE" WHEN CORRESPONDING WITH ADVERTISERS.

936

(Supplement to The Aeroplane.)

Aeronautical Engineering

December 22, 1920

certainly have acquired considerable
business, sufficient in any case to jus-
tify their continuing to support Capt.
Carroll's very hard and thankless task
of pioneer work in India and the East.
A European Enthusiast.

At the close of the exhibitions in
Penang the machine was bought com-
plete by a Mr. C. F. F. Wearne.

Mr. Wearne has probably done more
than anyone in Malaya to further the
cause of aviation in general. It was he
who gave considerable financial assist-
ance to Eieuts. Parer and Mackintosh,
as well as rebuilding their machine. He
also carried out extensive repairs to
Lieut G. C. Matthews-" "Wallaby," and
supplied all the spares to Capt. Ross-
Smith. In addition he gave financial
assistance in the construction of aero-
dromes, and he intends at some future
date to acquire machines and organise
some form of passenger services in the
Malay States.

After he had purchased the "Night-
hawk " an aerial mail was run between Kuala Lum-
pur and Singapore, the distance of 260 miles being
covered in just under two hours. A special message
addressed to His Excellency the Governor was dropped
just before the machine landed, and other letters,

CIVIL AVIATION IN THE MALAYA STATES.— The Niemport "Nighthawk"
at Kuala Lump ur in May, 1920.

marked " First Aerial Mail," were also duly delivered.
The " Nighthawk," which is now in Malaya, bought by-
Mr. Wearne, for the sake of its historical interest, is the
only monument that marks the enterprise and pluck of
Capt. Carroll's mission. — 1. B.

ENGINE DEVELOPMENTS AND ENGINE INSTALLATIONS.

The meeting of the Royal Aeronautical Society, held 011
the afternoon of Dec. 16th, was occupied by two papers —
one by Mr. H. R. Ricardo on "Possible Lines of Develop-
ment in Aircraft Engines," the other by Mr. A. J. Rowledge
on "The Installation of an Aeroplane Engine."

Possible Lines of Development.

Mr. Ricardo's paper was based on his own extensive re-
searches and explores the thermodynamics of practical
engines and the possibilities of improvement in the actual
cycle of operation. The actual performance of present en-
gines is so near to the maximum possible from the cycle
employed that there is little room for improvement in effici-
ency by improved detail design.

Detonation and Preignition.

Apart from a fundamental change in the type of cycle
used, increase in the ratio of expansion of the working fluid
is the only possible method of improving efficiency In the
ordinary type expansion ratio is equal to compression ratio,
and therefore the maximum possible compression is desirable.
This in practice is limited by the tendency of the fuel to
detonate. Detonation leads to preignition — and if detona-
tion can be prevented much higher compressions can be used.
With fuels of the light paraffin group — i.e., petrol — the prac-
tical limit of compression is about 4.85. Fuels of the aromatic
group — benzene, toluene and xylene — are more stable than
petrol and cannot be made to detonate even with a compres-
sion ratio of 7.5 to 1.

The addition of such aromatic fuels — of which benzol is
one — raises the detonation pressure of petrol. Toluene, also a
coal-tar product, is even more effective than benzol, and 30 per
cent, addition of this fuel to petrol raised the allowable
compression ratio from 4.85 to 5.94, with an increase in the
possible thermal efficiency from 32.7 per cent, to 36.1 per cent.

Alcohol is an even more effective anti-detonator, but had
a serious drawback due to its low heat content per lb.

The higher power obtained from benzol in practice is due
to the fact that most existing engines have too high a com-
pression for petrol and need a rich mixture and a retarded'
ignition to avoid detonation. Benzol allows correct mixture
and ignition timing, and the higher power results from this.
The Use of Exhaust Gas.

Another method of raising compression and avoiding de-
tonation is to add exhaust gas to the mixture. This slows
the rate of burning down and allows a compression ration of
7.5 with petrol. The compression can be raised in this man-
ner to over 6 without loss of power from a given cylinder
and with increased efficiency. The amount of exhaust gas
admitted can be reduced as altitude is gained, acting as an
altitude adjustment. Regarding safety fuels — paraffin in
particular — there were only two possible methods — vaporising
and using it in the ordinary engine, and directly injecting it
into the cylinder.

Vaporisation requires a temperature of riot less than
60 deg. C, and this means 20 per cent, reduction in the
weight of charge in the cylinder and therefore in mean pres-
sure, owing to the expansion of the gas. The fuel is unstable
and detonates easily, and a compression ratio of about 4.2 to
1 is about the limit, resulting in low efficiency and low

M.E.P. Also, the 'heavier fraction?, of the paraffin condense
and run down the cylinder walls, reach the bearings and wash
out the lubricant, with fatal results.

Direct injection involves difficulties of measuring and pump-
ing small quantities of fuel, maintaining correct relations
between fuel and air at all loads, and proper pulverisation
011 injection. These difficulties the author considers serious.
An Alternative to Paraffin.

It is suggested that the heavy aromatic hydiocarbons pre-
sent in many natural kerosenes might be preferable to
paraffin. They are almost completely immune from detona-
tions and so can be used at very high compressions — even
when heated to vaporisation. They can be made to give
equal power output and higher efficiency than petrol.

Stratified Charging. ~

Another method of improving efficiency is working with a
stratified charge, varying the amount but not the composi-
tion of the combustible mixture, and filling up the cylinder
with air. This presents difficulties, but can be done. It
affords possibilities of very high efficiency, and it reduces the
maximum temperature in the cylinder and simplifies the
cooling problem enormously.

The possibilities of using a short compression- and a long
expansion stroke were considered. This give^ the efficiency
of the high expansion ratio without the troubles of the high
compression. This can be achieved in effect by closing the
inlet valve late. By altering the timing to more nearly
normal as height is gained, the effect is maintained compres-
sion and output up to about 15,000 ft.

Super-Compression and Supercharging.

The subject of super-compressed engines was then dealt
with, and it was shown that with an engin-5 designed to
give full power at 10,000 ft., the engine controlled by injec-
tion of exhaust gas would give a higher ground-level output
than the late-inlet-valve engine, and a greater output than
the throttle-controlled engine.

Supercharging the author considers can better be dealt
with by injecting a charge of stratified air than by compress-
ing the whole mixture, and stated that four years ago he
obtained very promising results from the system. ■

In conclusion, Mr. Ricardo said that he thought the diffi-
culties of building large cylinders had been exaggerated. He
had designed and the R.A.F. had built a 100-h.p. cylinder.
This cvlinder had been running on and off for a year. It
developed 120 b.h.p. at 1,350 r.p.m. with a compression ratio
4.84 to r and gave a fuel consumption of 0.493 lb. per h. p. -hour
at 1,350 r.p.m.

The Installation of an Aeroplane Engine.

Mr. Rowledge's paper on engine installation dealt in detail
with the points to be considered in designing the installa-
tion of an aeroplane engine, and mainly referred to experi-
ence with actual installations of the Napier "Lion" — an
engine for whose design it is understood Mr. Rowledge was
responsible.

The paper though containing little that is novel pointed
out what is more or less standard practice in such installa-
tions, and must be regarded as a valuable effort by an
engine designer to draw from aeroplane designers and pilots

December 22, 1920

Aeronautical Engineering (SupplementtoTHEAEROPlANE) 937

BfiARDMORE

>2j

Passenger, Postal
Goods Carriage

Their reliability in war
is your surest guarantee
of their dependability
under peace conditions.

WILLIAM.

B€ARPftOR£

AND C O M P A^^^^ L I A\. IT E. D . . . ' i

Naval Construction Works,
DALMUIR

Aerodrome & Hangars at Dal mil ir
■ — . and Inchinnan . <tL

AEROP

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

933 (Supplement to The Aeroplane.) Aeronautical Engineering DECEMBER 22, I920

their own ideas as to what is necessary and desirable'. In
certain matters, however, Mr. Rowledge expiessed his own
definite opinions, and these may be briefly summarised here.

Engine-driven petrol pumps should be more reliable than
the usual type.

Oil coolers should be fitted with thermometers.

Most carburetter floats are much too small and are thin and
flimsy. With an ounce or two of extra weight the float feed
can be made to operate at very low heads of petrol and with
certainty.

Rubber pipe joints are unsatisfactory.

Moderate gauge steel petrol pipes with rigid joints would
probably be an improvement. Carburetter and tank connec-
tions will require modification with rigid piping to avoid
leakages. Improved fuel gauges are necessary.

Engine controls should be by rods ajid levers, not by cables.
Throttle and altitude controls should be interconnected so
that throttling right down brings altitude control to "rich"
position to avoid stopping the engine in an attempt to open
up. Ignition and throttle controls should be coupled, as
this leaves nothing to chance.

Airscrews should be designed to allow full power climbing
and getting off. Careful design would secure only a small
rise in engine speed if flying level at full throttle.

Removing the radiator from the nose of the machine makes
the engine accessible, and if it be smooth (i.e., clean in out-
line) it need scarcely be cowled in

The paper terminated with descriptions of the installation
of Napier engines in the D.H.18, the Fairev amphibian, the
Handley Page W.8, the Vickers Viking III, the Westland
six-seater, and the Boulton and Paul twin-engined machine.

The Discussion.
Wing. Comdr. T. R. CaveBrownCave said that the effects
of the fuel economy possibilities suggested by Mr. Ricardo
were very important. Many people thought the effect of a
saving in fuel was confined to the cost of that fuel. But
one had in addition the freight 011 an amount of goods of
equal weight, which was much more than the mere cost of
fuel.

Col. Wimperis said that the fuel economy at cruising speed
was the important factor in aero-engines. Full load economy
figures might be misleading.

Air Commodore Brooke-Popham welcomed Mr. Ricardo's
paper as evidence that real progress was being made in
engine research. Many were under the impression that none

was being made and that little was possible. He was struck
by the removable engine mounting of the D.H. 18, an arrange-
ment such as that allowing changing of engines in a short
time was of great military importance.

Mr. A. E. Chorlton said that he had little personal know-
ledge of engine installation, but he was willing to believe that
it was more important than the engine itself. He thought
the D.H.18 mounting admirable, and that it should be de-
veloped. He had to remark on a point brought out by the
recent experience of air traffic, which was that it took a lot
of fuel economy — more than was possible — to make, up for
a heavy engine, except -on longer journeys than were usual.
In airships the case was different.

Referring to Mr. Ricardo's remarks re stratification, he
pointed out that this method of control secured economy at
all speeds, including cruising, and that the pilot could not
destroy it. The effect of exhaust injection as a preventer of
detonation in coke-oven-gas engines was old, but Mr. Ricardo
had shown its real value.

Capt. Hill said the Airco 18 engine mounting was admir-
able. It approached the method of mounting rotary engines
in the matter of ease of changing engines. Engine installa-
tions had suffered from a lack of co-operation between engine
and aeroplane designers, and many engines were absurdly
difficult to mount. Engine controls ought to be standardised
as to position and arrangement. Petrol tanks which were
entirely gravity fed would be a great improvement. His
attempts to arrive at engine fuel consumption in flight always
gave figures much worse than the makers — instead of under
0.5 lb. per h.p.-hour they were between 0.6 and 0.8 lb.

Col. Bristow said that the design of airscrews required
attention. In some cases engines were fitted with airscrews
which held them down to 1,500 /.p.m. when the normal speed
was i,qoo or so. This meant low power when power was most
needed. Steel piping was attacked by benzol, and it was
necessary to lead-line it. Magnetos with spark-gap dis-
tributors were possible causes of fire and should not be used.
One most frequent cause of fire was the breaking of the pipe
from an overhead gravity tank to the carburetter. Could
Mr. Ricardo hold out hopes" of any more simple process of
converting the internal energy of fuel than the complicated
chain of mechanism of the internal-Combustion engine ?

The two authors contented themselves with very brief
replies to one of two queries, reserving their replv for the
Journal of the Society. The proceedings terminated with the
usual votes of thanks.

THE INSTITUTION OF AERONAUTICAL
ENGINEERS.

[Though the following report concerns a Council Meeting of
the Institution held on Nov. iqth, and therefore should have
appeared in this paper on Nov. 24th, it has only been received
from the Institution in time for this issue. If is hoped, there-
fore, that the members will not blame this paper for the
•delay.— Ed/

Council Meeting. — The Council met on
Nov. 19th.

Elections. — Member (Honours Diploma),
Dr. A. P. Thurston, A.M.I.Mech.E.

Associate Members C. G. Carlisle,

Major H. T. Shaw, R Rhodes.

Life Member (graded 'as pilot). — The
Rt. Hon. Lord Foley. 1

Associates. — A. M. Langdale, E. R-
Gray.
5' if doit.— V. Ernst.
Journal* — The December and subsequent quarterly numbers of the '
Journal will be on sale to non-members of the Institution, at 3s. per
copy. The December number contains the full illustrated report of a
standard contribution on "The Structure -of. Steel," which was the
subject of a lecture delivered to the Institution by Col. N. T. Belaiew;
C.B., in October. This report is accompanied by the discussion.
Other features of the December number include an article entitled
"Aviation and Empire," by Major H. R. Coningsby, Member, chair-
man of the Aero Club of South Africa, and notes on "The Helicopter
Problem," "The Handley Page Wing," and the "Functions of Tech-
nical Societies."

South African Branch. — The Council has agreed to grant "a provi-
sional charter for the formation of a South African Branch of the
Irstitution.

Hcadauartcrs. — The Council has taken steps which it is hoped will
result in the Institution acquiring adequate ' headquarters in the
Westminster district at an early date.

Donations. — The Council desire to acknowledge their thanks to Mr.
F R. Simms for the gift of two framed prints of Henson's aerial
steamer and of copies of various periodicals, in addition to those
pre viously acknowledged.

Annual General Meeting. — The annual general meeting was held on
Nov. 22nd.

Election of Council. — In addition to the President and Vice-Presi-
dents, who shall remain in office, the following will hold office as
Members of Council in 1921 : — L. Howard-Flanders, M.I.Ae.E. (Hons.),
A.M.I.Mech.E.; W. O. Manning, M.I.Ae.E. (Hons.); H. P. Folland,
M.I.Ae.E. (Hons.); T. C Letcher, A. M.I.N. A., M.I.Ae.E ; Group-Capt.
A. M. Longmore, D.SO., M.I.Ae.E., H. B. Molesworth, M.Inst.CE.;
F G. Moore, M.A., B.Sc. ; Frederick R. Simms, M.I.Mech.E. ; H. E.
Preston, M.I.Ae.E.; W. Glass, A.M.I.Ae.E- ; and Squadron Leader John
Sowrey, A.F.C., A.M.I.Ae.E.

Change of Title. — On and from Nov.
stitution became "The Institution of

"EXPIRING DEC1? I92[

60, Chancery Lane, London, W.C.2

22nd, 1920, the name of the In-
Aeronautical Engineers. "

Douglas Shaw, M.I.Ae.E.,
General Secretary.

TRADE NOTES.

THOSE MOTOR LICENCES.

Those whose thoughts are chiefly in, or of, the air, are
rather apt to be a trifle casual about mere terrestrial matters.
Consequently it is quite likely that a number of readers of
this paper, such as officers and men
of the R^A.F. and those who are still
fortunate enough to be employed in
the Aircraft Industry, have omitted
even up to this date to secure the
regulation holders for the new motor
licences. Those who have not yet
bought this latest official addition to
the expense of living will find that
they can get quite the best thing of
its kind in the way of licence holders
from S. Smith and Sons,' Ltd., of
I73_I75. Great Portland Street, W.i.
Th-;se holders are supplied with fittings either to screw onto
a car or to clip on to the post of a windscreen or the handle-
bar or frame of a motor cycle. The price is 7s. 6d. in brass, or
8s. 6d. in nickel.

It is well to note that these must be secured before
Jan. 1st.

AIRCRAFT PAINTINGS.

There are doubtless many pilots and observers and aero-
plane constructors who would like accurate paintings of
machines on which they have flown. Mr. Edgar J. March, of
Kimberley, Westgate-on-Sea, is prepared to paint any type of
aeroplane, seaplane, airship or aerial battle to order. It is
only necessary to supply a few details such as squadron and
flight markings, number, colour, etc., in order to ensure ab-
solute accuracy.

These paintings make excellent gifts, and will recall in
vears to come events which are apt to be forgotten. Messrs.
Deighton have a large selection of Mr. March's work on view
at their shop in Trafalgar Square, W.C., and will be pleased
to give any information to anyone interested. The prices are
reasonable enough to suit all pockets.

)

December 22, 1920 Aeronautical Engineering (supplement to the aeroplane.) 939

STANDARD SIZES

Tyre

Sizes

"3 .

03 0

Hub

Track

Tyre
Sizes

Hub

Track

Length

Bore

Line

$z

Length

Bore

Line

m/m

m/m

m/m

m/m

m/m

m/m

300X60

16

111.12

25.4

Central

700 X 100

77

178.

44.45

1 32/46
1 35/50
Central

17

72.39

12.7

Central

92
95

185.
185.

55.
55.

450X60

30

89.

31.75

Central

96

178.

55.

132/46

138

130.

38.09

Central

99
112

178.
150.

38.89
38.09

132/46
Central

; 575X60

21

160.

28.

Central

34

150.

31.75

104/46

650X125

119

178.

55.

132/46

» J

111

150.

38.09

104/46

650X65

»
)1

78
79
100
101

178.
178.
178.
178.

44.45
44.45
38.09
31.75

132/46
Central
132 '46
132/46

750X125

))
»1
11
11

77

92
95
96
99

178.
185.
185.
178.
178.

44.45

55.

55.

55.

38.89

132/46
135/50
Central
132/46
132/46

600X75

21

160.

28.

Central

112

150.

38.09

Central

34

150.

31.75

104/46

800X150

82

185.

55.

135/50

111

150.

38.09

104/46

))

85

185.

55.

Central

700X75

78

178.

44.45

132 '46

))

*36
*40

185.

55.

135/50

11

79

178.

44.45

Central

185.

60.32

135/50

1 )J

100

178.

38.09

132 46

1000X150

131

220.

66.67

Central

11

101

178.

31.75

132/46

"

102

185.

55.

125/60

Tyre
Sizes

1000 X 150

1)
1 »

1000X180

11

900 X 200

11
1)
11
•) )

1100X220

11

1250X250
1500X300

11

1750X300

141
201

209
210

148
149

107
108
128
137
202

Hub

Length Bore

m/m

250.
185.
185.
185.

220.
185.

185.
185.
220.
250.
185.

134 220.
136 I 250.

133

115

126

139

250.

304.S
304.S

400.

Trackj
Line ,

m/m

80.
60.32
55.
60.32

m/m

Central
125/60
Central
Central

80. j Central
55. Central

55.

55.

66.67

80.

60.32

66.67
80.

80.

Central
125/60
Central
Central
Central

Central
Central

Central

101,6 Central
Central

152.4
152.4

Central

LIDJNE.

* Wheels No. 36 and 40 are of stronger type than the other wheels for 800 x 150 tyres.

THE PALMER TYRE LIMITED

Contractors to the Admiralty, the War Office, and the Ministry of Munitions.

119, 121, 123, SHAFTESBURY AVENUE, LONDON, W.C.2.

Telegrams: "TYR1CORD, WESTCENT, LONDON." Telephone: GERRARD 1214 (Five lines).

PARIS : 24, Boulevard de Villiers, Levallois-Perret.
AMSTERDAM : Stadhouderskade 91.

KINDI/Y MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

940

(Supplement to The Aeroplane.)

4eronautica? Engineering

December 22, 1920

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Works.

West End Office—
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Telephone — Gerrard 2312.
Telegrams — Tetrafree, Piccy, London.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

December 22, 1920

The Aeroplane

941

THE AIR SUPPLEMENTARY ESTIMATES.

On Tuesday, Dec. 14th, the Air Supplementary Estimates,
ig2o-2i, was brought Before the House of Commons.

Mr. Churchill, introducing the Estimates, pointed out that
the Air Ministry, had in fact saved money and that no depart-
ment could stand a more searching challenge or investigation
into its expenditure. He pointed out that there was addi-
tional expense in Mesopotamia, at Constantinople, where we
supplied the Air Force for all the Allied nations, and in Ire-
land. Also there was an automatic increase in prices and
wages and Civil Service salaries. In spite of this the Ministry
had saved a million and a half pounds.

Saving had been effected by demobilising officers and men,
postponing the training of the R.A.F. reserve, cutting down
new material, deferring lepairs, revising the programme for
building R.A.F. quarters, and stopping long-distance experi-
mental flights. He paid a tribute to the work of Sir Hugh
Trenchard and the Marquess of Londonderry, who has had
charge of the financial arrangements, for having effected these
savings.

He said that when the Armistice came the contracts of the
Ministry of Munitions for aircraft amounted to ^162,000,000 in
preparation for a great air effort in 1919. It was as the result
of the cancellation of these contracts, which were settled for
^,85,000,000, that the Air' Ministry now had to appeal for fur-
ther money, this demand for ,£3,250,000 being transferred to
the Air Ministry from the Ministry of Munitions. £23,000,000
had been paid for aero engines in liquidation of contracts.

Sir Donald Maclean, Deputy Leader of the " Wee Frees,"
tried to turn the debate onto the operations in Mesopotamia.
He had, at arty rate, the grace to congratulate Air Marshal
Trenchard and Lord Londonderry oh their economies.

Lieut. -Col. John Ward suggested that some of the derelict
army camps on Salisbury Plain could be made useful for the
R.A.F. instead of going to the expense of putting up new
buildings for the Air Force.

Lieut. -Commander the Hon. J. M. KenwokThy also worked
in complaints about operations in Mesopotamia, Turkey, and
Ireland. He hoped that the R.A.F. was in fact replacing
a certain proportion of the Navy and Army and thus reducing
the expenditure on these Services. He also wanted informa-
tion about the R.A.F. Territorial Reserve. He advocated
building up a reserve from pilots in the commercial air ser-
vice, happily ignoring the fact that all the pilots of all the
commercial air services would scarcely man a full squadron,
and that all the mechanics employed on commercial air lines
would barely suffice to keep a war flight going. He hoped
that the cheeseparings that Mr. Churchill had described had
not been made at the expense of the naval wing of the R.A.F.

He referred to the position of civil aviation as "tragical"
owing to the dispersal of men and material. He proposed a
subsidy for running a commercial airship company, though
he said that the airship has only "a transitory usefulness."

Also he inquired whether anything was being done for heli-
copters.

Mr. PemberTON BlUiNG assured Mr. Churchill that whatever
demand for money was made by the Government for the
furtherance of aviation would receive support. He said
that during the war air service administration had been
unique in its squandering, unbusinesslike administration and
sheer graft. He regretted that more encouiagement had not
been given after the war, so that surplus aeroplanes and the
available pilots could be used for civil aviation. He sug-
gested that the Irish mail could even now be- carried more
economically bv aeroplane than by the Irish mail boats. He
reminded the House that a week earlier aeroplanes crossed the
Channel when steamboats did not.

He asked many questions about the financial arrangement
with the Aircraft Disposal Company, suggesting that the
£1,000,000 cash for which the firm bought the disposal
material from the Ministry of Munitions was not paid out of
the firm's capital, but out of the proceeds of the first sales of
material bv the firm, which therefore did not use its own
money at all. He said that surplus aircraft stock should
have been handed out to young pilots forming small adven-
turous companies instead of being sold to one or two finan-
ciers.

He begged Mr. Churchill to bestow his imagination upon
aviation in this country instead of on little war; all over the
world. He said : " You have .two sorts of Press in this
country — the technical Press which is read by the minus half
of one per cent, of the population and the popular Press which
guys aviation so that the ordinary public do not know any-
thing about it and look at it as another ' stunt ' It is not by
stunting aviation that we are going to save it from death."

He objected to the destruction of valuable German aero-
planes. He advocated a sound system of aiding civil aviation.
He wanted to see the Navy run its own air service, and to
see an aeronautical reserve built up of civil aviators.

Mr. Churchill, replying and referring to Mr. Billing, said_:
" He reproaches me for having too many fish to fry. It is
not that I have too many fish to fry, but I hav- no butter to
fry them with." Mr. Churchill said that he horjed in the
Estimates next year to make some provision to encourage
civil aviation. It would depend on whether the House was
prepared to give considerably larger sums to maintain civil
aviation.

Sir Frederick Banbury, intervening, said that the deal
with the Aircraft Disposal Company had been investigated
by the Committee on National Expenditure. If there was
anvbody to blame it was the Ministry of Munitions, but after
investigation the Committee came to the conclusion that there
was nothing on which it could report and that there was no*
ground for taking action.

The sum demanded by Mr. Churchill was duly voted.

NAVAL AND MILITARY

AIR FORCE.
An 0/400 Alights in the Sea.

An O/400 Handley Page (J. 2259), belonging to the Royal
Air Force, had a forced descent in the Irish Sea on Friday,
Dec. 17th. The machine was flying from Chester to Ire-
land via Holyhead, and shortly after leaving the coast engine
trouble developed. The crew were taken off by the Elder-
Dempster liner Itajaky.

The names of the crew were Flying Officer j. J. Williamson,
A.F.C., pilot. Flying Officer R. H. Haworth Booth, D.F.C.,
navigator, Airmen Burrows and Worsley, and the Wireless
Operator Airman H. M. Aspen.

An Accident.

On Dec. 18th, Flymg Officer E. C. K. Kingston, R.A.F.,
met with an accident while flying from Leuchars to Gosport.
While between Alton and Basingstoke the machine caught
fire and fell. Mr. Kingston was taken to hospital in a serious
condition, but is making a good recovery. The machine was
destroyed.

R.3 2's Cruise.

On Dec. 13th H M.A. R.32 left Howden Aerodrome and
cruised for some time over Selby arid the surrounding district.

A Change of Name.

It is announced that from Jan. 1st, 1921, the title of the
Navy and Army Canteen Board organisation will be changed
to the Navy, Army and Air Force tnstitteu.

55 Squadron Association.

The Hon. Secretary of the above Association, Mr. Frank
Shingleton, very much regrets the necessity for resigning the
secretaryship of the Association forthwith as he has accepted
a contract abroad in connection with Civil Aviation.

All correspondence must therefore in future be addressed to
Sqdn. Leader J. Baldwin, D.S.O., O.B.E. ("Chena," R.A.F.
Depot, Uxbridge), who has very kindly consented to take over
the secretaryship and treasury pro tern.

AERONAUTICS.

War Balloonists' Association.

A scheme has beeirproposed and is now in a fairly advanced
stage of realisation for forming a War Balloonists' Association.
With a view to forming a temporary committee, a small
meeting was called on Wednesday, Dec. 15th, when the follow-
ing officers were provisionally elected : — Chaiman, E. W. R.
Staplev; vice-chairman, A. H. Hall; treasurer, F. W. Beard.
Committee : H. B. Chorlev, J. W. Crooks, A. Farrar-Hockley,
F. W. Corbett, A. Lux, C. W. Epps, P. Norbury, B Hugh.
Mr. S. Buckenham has been appointed secretary, and all who
wish to join the Association should apply to him at 148-49,
Holborn, E.C.i, or 'phone Museum 4117.

The entrance fee is 5s., as is the annual subscription, and it
is proposed to hold the first dinner early in January,
at which it is hoped that many ex-balloonatics, both officers
and other ranks, will be present. During the period August,
1915-July, 1916, one had the privilege of being sick over the-
side of a balloon basket on many occasions and was sufficiently
fortunate to go overseas with Capt. (now Lt.-Col.) F. H.
Cleaver, D.S.O. (known to the world as " Hoppy ") in the
famous No. 1 K.B.S., and many are the stories wheh could be
told thereof. The remaining officers were : Messrs. V. A.
Beaufort, S. C. Raffles, Henry Lygon, and B. May, all since
promoted to various and. varying altitudes. The band also had
the additional help of Major H. R. P. Reynolds and "Father"
Lightfoot, but that is, all another story. After July, 1916, one
re-turned to aeroplanes.

Therefore one wishes the Association every possible success.
The Aeroplane will always be pleased to print any news of the
Association, so that those interested should watch these
columns. — G. d.

R.A.F. Fencing.

The R.A.F. beat Tassart's Fencing School in a fencing
match at All Soul's Place on Dec. 8th. They won the foil
contest by six victories- to- three, and the epee by nine vic-
tories to seven.

942

The Aeroplane

December 22, 1920

COMMERCIAL AHttlAlfilS

AND CIVIL AERIAL TRANSPORT. ^

THE UNITED KINGDOM OF GREAT BRITAIN AND IRELAND.

OFFICIAL NOTICES.

AIR MINISTRY NOTICES TO AIRMEN.

No. 136, Dec. 16th, 1920 : Pulham (Norfolk) — Flying of Kites and
Kite-Balloons — warns pilots that kites and kite-balloons are being flown
for meteorological observation

No. 137, Dec. 16th, 1920 : Aerodrome List Amendments (374357/20) —

I'ulham deleted from List B and Northende and Knutsford, Tatley
Lane, added to List C.

No. 138, Dec. 17th, 1920 : Holland : Regulation Concerning Flying
Height — Customs Facilities at De Mok (355042/20). — Aircraft must fly
above 1,000 metres.

No. 139, Dec. 18th, 1920 : Belgium. — Customs Examination : Aero-
dromes (355041 /20-36860S/ 20). — This cancels Notice to Airmen No. 112.

CONTINENTAL ARRIVA

(The following table of arrivals at and departures from the
British Air Ports is compiled on the following system : —
First comes the initials of the Air Line; next the type of
machine; next the international number of the machine: next
the ports of departure and destination: next the times of
departure and arrival; next the cargo, whether goods (G)
and/or mails (M); next the number of passengers : and finally
the name of the pilot and number of mechanics, if any.]

LS AND DEPARTURES.

ABBREVIATIONS.— A.T. & T. — Air Transport & Travel, Ltd.; MA.
— Messageries Aeriennes; I.A.L. — Instone Air Line; C.T. — Compagnie
Transaerienne ; G. E- A. — Compagnie des Grands Express

Aeriens; S.N.E.T.A. — Syndicat National pour l'Etude des Trans-
ports Aeriens; P.L. — Fetters, Ltd.; Franco-R.— Franco-Roumanie;
M.W.T.C.— Marconi Wireless Telegraph Company; H.P.T.— Handley
Page Transport, Ltd.; H.P.— Handley Page, Ltd.; A.P.B.— Air Post of
Banks; K.L.M. — Koninklijke Luchtvaart Maatschappij ; B.A.C.— Bristol
Aeroplane Co.; L.A.S. — Leatherhead Air Services.

Where times are missing it is probably owing to Atmospherics.

The London Terminal Aerodrome, Croydon. (Telephone: Purley 1 1 80.)

DECEMBER 13th :
NIL.

DECEMBER 14th:

A.T.T., DH16, G-EAPM, London-Paris, 12.55-15.05, G.&M., 3, Robins.
M.A., Breguet, F-CMAB, Paris-London, 12. 34-11. 12, 15/12/20, G.&M.,
Nil, Le Sec.

A.T.T., DH18, G-EAUF, Paris-London, 12.30-13.22, 15,12/20, G., Nil,
Armstrong.

DECEMBER 15th :

M.A., Breguet, F-CMAC, London-Paris, 12.y5-15.17, Nil, 1, Martel.
A.T.T., DH16, G-EASW, London-Paris, 13 08-15.50, G., 3, Lines.
M.A., Breguet, F-CMAG, London-Paris, 13. 20-16. 15, G., 2, Challoux.

M.A., Breguet, F-CMAB, London-Paris, 13. 22-16.10, G., Nil, Le Sec.
A.T.T., DH16, G-EAPM, Paris-London, 1235-15.00, G.&M., i, Robins.

DECEMBER 16th :

A.T.T., DHi6, G-EA^SW, Paris-London, 12 50 St. Inglevert, G., 2, Lines.
M.A., Breguet, F-CMAI, Paris-London, 13.00 St. Inglevert, G., Nil,
Martel.

DECEMBER 17th:

NIL.

DECEMBER 18th :

NIL.

DECEMBER 19th :

NIL.

The Air Port of Cricklewood. (Telephone: Hampstead 75C-CO

DECEMBER 13th :

H.P.T., 0/400, G-EAMA, Paris-London, 12.30-16.09,
DECEMBER 14th:

NIL-
DECEMBER 15th :
NIL.

DECEMBER 16th :

NIL.

Mcintosh & 1.

DECEMBER 17th :

NIL

DECEMBER 18th :

NIL.

DECEMBER 19th :

NIL.

Air Port Statistics.

CONTINENTAL

Machines :

Croydon 10 Cricklewood 1 Total n
Personnel. — Passengers :

Croydon 12 Cricklewood 2 Total 14
Crews :

Croydon 10 Cricklewood 2 Total 12
Total Personnel 26

Inland Flying at Croydon.

-Nil.

Avro, Leatherhead return (Muir) ; C.T., Salmson,

Dec. 13th & 14th
Dec. 15th.— L-A.S
1 test (Mauler).
Dec. i6th-i9th— Nil. '

Inland Flying at Cricklewood.

13th.— Nil.

0/400 starting ^o Paris but crashed (Bager).
DH4a from Croydon (Foot).

Dec.
Dec.
Dec.
Dec.
Dec.

DIl4a test (Foot).
-Nil.

14th.— H.P.T.;
15th. — H.P.T.,
16th.— Nil.
17th.— H.P.T.,
Dec. 18th & 19th.-

The London Terminal Aerodrome.

The tragedy of the year is the closing down of Aircraft
Transport and Travel, Ltd., and the consequent withdrawal of
those excellent commercial machines, the D.H.16 and D.H.18,
from the Paris service. There is still hope that the machines
and pilots may start up again under different financial inte-
rests, and it is quite unthinkable that this splendid group
can be dispersed.

Meanwhile the French are still running regularly to Croy-
don, interspersed with an occasional British machine such as

the Instone Vickers "Vimy," which made a successful trip to
Paris on Monday this week. A "16" belonging to the remains
of A.T. and T. also arrived from St. Inglevert, where it has
been since the 16th inst.

Young M. Mauler, the French Nicwport pilot who had such
a bad crash at Lympne in March last, was testing the Salmson
F-CMAN which has been waiting for spares for several months
at Croydon.

Mr. Muir, of Leatherhead Aviation Services, was flying on
the Avro on Wednesday.

On Jan. 7th there is to be a smoking concert at, the Aero-,
drome, which has oeen organised by the staff. The -pro-
gramme is being arranged by Mr. Thompson.

One would like to take this opportunity of thanking every-
one at the Aerodrome for the way they have helped this paper
to obtain its weekly news, and . the way they have all put up
with the insults which have been hurled at nearly everyone's
head from time to time, and one hopes that those few who
reallv have taken offence at remarks that have been made,
and there are one or two, will at this season forgive one.
To everyone one wishes a happy Christmas, and one hopes
that Civil Aviation will have a bright and prosperous New
Year. And finally may it be only "Au revoir," and not
" Farewell " to the personnel of A. T. and T. — G. D.
No Air Mails at Christmas.

The P.M.G. announces that no air mails will be dispatched
from London to Paris and Brussels from Saturday, Dec. 25th,
to Tuesday, Dec. 28th, inclusive.

q 2E.BILLITER STREET. LONDON, E.C., ar\d

LONDON TERMINAL AERODROME , CROYDON.

Tekjskone: Avenue 36IS.

December 22, 1920

The

Aeroplane

943

e&fdmop<

The Power Unit for the Air Liner

The use of the aerop'ane for commercial transport
and passenger service calls for the most efficient and
trustworthy power units available.

Beardmore engine reliability has been the cause of
great enthusiasm from the earliest days of flight,
and proof of their popularity to-day is evidenced by
the fact that manufacturers are largely specifying
Beardmore as standard post-war power units.
Beardmore engines have gained the confidence of
manufacturers and passengers alike.

We co-operate to give speedy delivery and complete
engines with all duplicate parts are despatched
within 24 hours. Every engine guaranteed.

Beardmore Pleasure Cars & Commercial

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"yf Car for every purpose."

The flattering reception of the Beardmore models at
both the Commercial and Pleasure Car Shows was
most encouraging. Beardmore reputation is once
again worthily upheld, and we cordially invite the
inspection of the wide range of models on view at
our showrooms.

BEARDMORE AERO ENGINES, Ltd.
112, Great Portland St., London, W.l.

Telephone — 328 Gerrard.
Works - Parkhead Steel Works, Glasgow.

m m

jKINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

/ -

944

The Aeroplane

December 22, 1920

Dogs by Air.

Mr. J. F. C. Ogle, of Newcastle, was fined £20 at Croydon
on Saturday for bringing a dog by air from the Continent.

Bringing dogs by air from France to England was turned
into a fine art during the late lamented intertribal campaign,
since brought to an untimely conclusion. — G. r>.

A Correction.

Last week one hazarded the opinion that Mr. R. H. Mac-
intosh is a Scotsman. He now iii£prms one that this is a
mistake and he is a Scot by absorption only. — C. d.

Capt. Ward's Accident.

The accident to Capt. Ward, of the Beardmore Air Line,
which occurred last week, was fortunately without serious
consequences. He landed at Portholme in ten inches of snow
and the machine turned over and was a complete "write off."
Capt. Ward come into contact with the watch-case, the catch
of which broke and allowed the cover to open, 'and cut his
nose. One does not recommend this method of "taking the
time" at the termination of a flight. After dissociating him-
self from the horlogerie Capt. Ward went intj the town to
obtain the necessary palliatives and came up to London later
in the day. — G. D.

The Accident to the Handley Page.

As briefly reported in Thij Aeroplane last week, a serious
accident occurred to an 0/400 Handley Page G-EAMA on Tues-
day, Dec. 14th. The machine had on board the pilot, Mr.
R. Bager, and his mechanic, Mr. J. H. Williams, together
with six passengers, and a load of freight. She was starting
on the usual trip to Paris and took off parallel with the works
in an easterly direction. She struck a tree about 50 feet in
height, the base of which, according to the ordnance map,
produced at the inquest, was some 25 feet above the part of the
aerodrome from which the machine starte 1 and some 600
yards distant. Beyond the tree were some houses, one of which
was struck by the machine, which then hit the ground, where
it immediately burst into flames.

Mr. Bager and Mr. Williams, as well as two of the passen-
gers named Salinger and Van der Elst, lost their lives. Three
of the others made their escape by1 breaking through the mica
windows. The fourth, Mr. Eric Studd, who was in the nose
of the machine, was flung out and escaped with a few bruises.

At the inquest held at Hendon on the 16th inst. the
coroner recorded a verdict that the deceased died from the
consequence of burns caused by fire due to the crashing of the
aeroplane to the ground after striking a tree. Sufficient evi-
dence was not forthcoming for him to determine the cause of
the disaster.

Major H. G. Brackley gave evidence to the effect that he
was responsible for the despatch of the machine, which ap-
peared to be in perfect order. It was licensed in September,
1919, and in June, 1920, went into the shops for overhaul,
whence it emerged on Nov. 2nd, 1920. He said that when he
tested it it was as good as new.

A passenger, in giving evidence, said that the machine did
not appear to get clear of the ground in the normal way. The
evidence shows that towards the east the ground slopes up
quite steeply, and the top of the tree which was struck was
some 75 feet above the starting-point of the aeroplane. Beyond
the tree are houses and a thickfy-populated district. This is
the case on twTo sides of the aerodrome. On the fourth is the
Midland R.ailway goods yard.

This is the first fatal accident to a Handley Page machine
engaged in Civil Aviation. Handley Page Transport, Limited,
have up to now cartied over 4,000 passengers and many tons of
freight, and a total mileage of 320,000 miles have been covered.
It is difficult to mention any other method of transport with

so fine a record. On the regular air lines almost a million
miles have been covered up to date with but one other
accident.

It should be noted in connection with the accident to the
Centaur 2a, regrettable as it was, that this machine was oply
of an experimental type and was being used on test, so that
accident cannot be fairly included in the regular air line
figures.

Mr. Robert Bager was at one time an N.C.O. pilot of the
Royal Air Force, and formerly R.N.A.S. he had been
in the employ of Handley Page Transport, Ltd., almost
since the firm came, into existence. He was the first pilot to
fly the W8, which machine he flew on its first trip to Paris
for the Aero Show last year. He had a bad crash when flying
•as a passenger in a Bristol at Waddon early this year, and had
the misfortune to '' write off " an 0/400 in a fog near Beauvais
about a month ago. He was the " skipper " and Mr. Williams
the " first mate " of the ill-fated G-EAMA in the amusing
letter which appeared in The Aeroplane dated Dec. 1st, en-
titled " Direction Finding as Done."

Robert Bager and J. H. Williams were immensely popular
with everybody who worked with them. The}' were a most
cheery pair and full of humourous ideas, as the letter referred
to showed. Each was thoroughly competent at his own job,
and that fact makes their accident all the more mysterious.

One is informed that there is a rip panel in the ceiling of
the cabin of the 0/400 passenger machines whereby the occu-
pants can make their escape in such a case as this. It seems
either that one of these was' not fitted in this particular
machine or that the passengers did not know of its existence.
Readers of this paper may remember that in the accident to
the D.H.18 the occupants were able to get out speedily through
the two large manholes in the cabin of the machine.

Everyone will offer their sympathy to the relatives of the
deceased and to Mr. Handley Page and all the Handley Page
Transport people on this occurrence. — G. D.

"Quex" and the "Lion."

The following letter has been addressed to the Evening News
but has not yet appeared therein : —

Sir, — With reference to the notes written by "Quex" in last
night's Evening News, page ■ — , "Diary of a Man About
Town," and the question of Aero Engines, wherein he ex-
presses the hope that the Government will take ,up the
matter of Aero Engines, so far as the Napier Aero Engine is
concerned its reliability has been proved in no uncertain
manner during the past few months in the following ways.

The Napier aero engine was the only engine which came
through the British Government Aircraft Competitions with
flying colours, inasmuch as the machines which were awarded
the highest prizes and highest marks in each of the three
classes of these competitions were fitted with the 450-h.p.
Napier engine.

Since then the Napier has been put to a further thorough
and strenuous Government Type Test of 50 hours' duration,
without any trouble throughout. Having completed this test,
it was put to a further five hours' test of even a more strenu-
ous character, as will be gathered from the following figures :

1 hour at 450 h.p., 2,000 r.p.m.

1 hour at 350 h.p., 2,310 r.p.m.

1 hour at 450 h.p., 2,100 r.p.m.

1 hour at 529 h.p., 2,150 r.p.m.

1 hour full throttle, 490 h.p., 2,000 r.p.m.

We trust this information will be of interest to your cor-
respondent, and that from this he will be able to assure your
readers of the reliability of the Napier aero engine, whatever
he may have said about other types.

(Sgd.) H. T. Vane (Man. Dir., D. Napier and Son, Ltd.).

THE BRITISH

CANADA.
Oil Rush by Aeroplane.

It has been reported in the Financial News that Alberta is
preparing for a rush by aeroplane to The new petroleum field's
near Fort Norman, on the MacKenzie River, 900 miles north
of Edmonton, which has been heralded by the Dominion sur-
veyors to be richer than the oil lands of California.

Negotiations are already under way for the establishment of
an aerial service out of Edmonton, with landine stages along
the route, supplied with food and fuel for prospectors and
their machines.

SOUTH AFRICA.

A Proposed Aerial Service.

According to the Motor Weekly, of Bloemfontein, a scheme
for an air service to embrace the whole of the Union of South
Africa has so far progressed that a company is at present in
course of registration in London. It is proposed to carry
passengers, mails and freight, although the original scheme
was to carry mails and parcels only.

DOMINIONS BEYOND THE SEAS.

It is reported that D.H.i6s, will be used, although in mak-
ing this statement it is mentioned that they will carry 16
passengers or 2J tons- of goods. As the D.FI.16, as used by
A.T. and T., Ltd., on their Continental services, only carries
four passengers and a proportionate amount of freight, it
cannot be certain as to what machines will eventually be used.

Capt. Victor Kelly was supposed to have left England to-
wards the end of October with the first consignment of
machines, but it is quite possible, if Airco machines were in-
tended to have been used, that these arrangements have
since been altered.

Col. R. de Sarigny, who is in charge of operations in Johan-
nesburg, is reported to have said that the company has
secured provisional contracts with every firm of standing in
the city of Johannesburg, and that the Chamber of Commerce
has expressed its recognition of the need of a fast parcels'
traffic for the purpose of delivery to country centres and
bringing goods urgently needed by Johannesburg establish-
ments from the coast.

The journey to Durban from Johannesburg will be done in
four hours and the return fare will be about ;£io. -

December 22, 1920 The Aeroplane 945

FOREIGN INTELLIGENCE.

FRANCE.

A French correspondent of The Aeroplane writes : —
French Aeronautical Propaganda.

M. E. P. Flandin, Under Secretary of State tor Aeronatuics,
since his arrival at Avenue Rapp, is studying the means of
propaganda which would be useful to spread in France the
inclination for aviation, and to give abroad an exact idea of
what they have realised.

With the Aero Club of France it will be for their big asso-
ciation to work inland and occupy itself with the help of its
aeronautical attaches some propaganda abroad.

This propaganda would comprise the Rhine representation,
extension of international aerial postal services, lectures, ex-
hibitions, etc.

On the other hand, Mr. Imbrecq, member of the Commit-
tee of the Aero Club of France, has submitted to M. A.
Michelin, President of the Aero Club, the following :

M. Imbrecq suggests for every soldier of every arm, the
obligation to make,, as passenger, at least a -flight of about ten
minutes. Many of these men would so take a liking for avia-
tion, and all of them, at any rate, would tell of their per-
formances to their parents and friends, that all this would
constitute a propaganda for aerial navigation. M. Imbrecq
says, further, that it would also be, for reserve airmen, a
good oportunity to maintain their training, in giving the air
baptism to young recruits.

A Memorial to French Aviators.

Under the instigation of Mr. Flandin, Under Secretary of
State for Aeronautics, and of Captain Fonck, the French Ace,
Depute of the Vosges, the Committee of Direction of the
Aero Club of France, at its last meeting, decided to open a
subscription for the erection of a monument to the glory of
French aeronautics and its heroes, dead for their country.

The French Aero Club has opened the subscription with
50,000 francs.

On the other hand, a memorial for the aviators dead for
their country has been bought by the French State, and will
be erected in Les Invalides. — E. h. i,.

GERMANY.

A correspondent of The Av.kopi.ane in Berlin writes : —
Aircraft Material Discovered.

Remarkable news comes to hand from Detmold, dated
Dec. 15th. It would appear that in a wood near Salzuflen

parts of an aeroplane park valued at a million marks has
been discovered, apparently hidden there for the puipose of
illegal trading and profiteering. Several Herford films are
involved in the matter, as they attempted to transport the
material at the dead of night.

In the meantime the Federal Minister of Finance, who had
beep notified, came down on the evil-doers like the proverbial
ton of bricks and confiscated everything traceable.

Among other finds eight chests with aeroplane engines and
airscrews were discovered, together with a large amount of
German army material, which should have been destroyed at
the Entente bidding, but which, owing to some leakage, was
got away for purposes of money-making. — S B.

ROUMANIA.
French Aeroplanes for Roumania.

It has been reported from Bucharest that, as the result of
negotiations that have been taking place between the French
and Roumanian Ministries of War, an agreement has been
arrived at whereby France will deliver to Roumania aero-
planes and an important quantity of aviati>n material.

Roumania will, in return, permit a large amount of petrol
and petroleum to be exported to Frajice.

New York-Nome Flight.

The return flight from Alaska to New York has been dis-
tinctly disappointing. The whole formation made a good
showing in getting there on the outbound journey, but home-
ward bound there seems to be a lack of enthusiasm and the
formation is scattered all along the route. Some seem to have
crashed to avoid too early a return to God's Own Country
in its bone-dry dejection (synonym for lack of spirits!).

There is a rumour that the leading machine had on board
fin Alaskan husky or sleigh-dog. What he will think of
Broadway after the charms of Nome, Alaska, is a matter for
speculation. — L. m.

CUNARD LINE

(The Line that holds all the Atlantic Records).

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Regent House - Kingsway
London

Purchasers of all the Surplus British Government Aircraft & Accessories

946

The Aeroplane

December 22, 1920

AIRCRAFT in PARLIAMENT

Nov. 30th. — The following written answers were given : —
ROYAL AIR FORCE.— EXPENDITURE.

Mr. CHURCHILL, in reply to Mr. Lawson, asked if, in view of the
depleted staff available, that Member would not press the question
of the total expenditure on the R.A.F. in each theatre of war, includ-
ing Ireland and at Home.

In reply to Mr. Glanville, Mr. CHURCHILL said the estimated
monthly rate of expenditure on the R.A.F. in Ireland is £37,000. Of
this amount, £8,700 represents additional expenditure due to the
existing conditions in Ireland

CADET COLLEGE, CRANWELL-
In reply to Mr. D. Herbert, Mr. CHURCHILL stated that it had
been decided that more satisfactory and economical results would
be got by entrusting the building of the R.A.F. Cadet College at
Cranwell to the Office of Works than by entrusting it to a private
firm.

* # *

Dec. 2nd. — The following written answers were given : —
ROYAL AIR FORCE —PROMOTION

Sir W. JOYNSON-HICKS asked the Secretary of State for Air
whether under the new Regulations for the promotion from flying
officer to flight lieutenant a man aged 22, with five years' service,
mostly at the Front, is to wait another two years for his promotion,
while a man of three years' service, of which only one year would be
at the Front, can be and is promoted flight lieutenant merely because
he is 25; and whether he is aware that this rule is creating serious
discontent amongst the younger and most gallant members of the
Force.

Mr. CHURCHILL : It was found essential, for the sake of uniformity
of practice in the Air Force, to give Air Officers Commanding some
guidance in making periodical recommendations for promotion. This
was done by means of personal letters to those officers, of which my
hon. friend appears to have heard. He has, however, misconstrued the
particular direction to which he refers. I should deprecate detailed
discussion of the matter, but I> might explain that no one will be
promoted to flight lieutenant merely because he is 25 years of age.
That age was given as a normal minimum for promotion to the rank,
but permission was also given to recommend younger officers whose
exceptional service warrants this course. All promotion is by selec-
tion, and war-service records pre fully considered. There is, therefore,
no occasion to fear the anomalies which my hon. friend imagines.

transfers.

Mr. CHURCHILL, in reply to Sir Ivor Phillip, said : Men who
enlisted in the Royal Naval Air Service for a period of 12 years'
service, and who were subsequently transferred to the Royal Air
Force, are held to their 12 years' engagement under Section 3 (1) of
the Air Force Constitution Act, 19 17 The limitation of service to the
period of war or to a period not exceeding 4 years applies only to
personnel attached to the Air Force, and not to personnel transferred.

\z * * * -

Dec. 15th. — The following written answer was given : —
AIRCRAFT-CARRIERS.

Sir J. CRAIG, in reply to Mr. Briant, said that the numbers of
aircraft-carriers in full commission, in commission in reserve, and
paid off are shown on pages 701 to 714 of the Navy List. The number
sciapped since the Armistice, i.e., sold for breaking-up purposes or
otherwise, is four. The number in course of completion is two.

* * *

Dec. i6tb. — The following written answer was given : —
R.A.F.— UNIFORMS

In reply to Mr. Hohler Mr. CHURCHILL said that an officer who
joined the Royal Naval Air Service and who was subsequently trans-
ferred to the Royal Air Force has had to provide himself with Royal
Naval Air service uniform; Royal Air Force service dress; Royal Air
Force mess dress.

The cost of the Royal Naval Air Service uniform was, approximately,
£20. The Royal Air Force service dress and mess dress cost, ap-
proximately, £2$ and £23, respectively. The Royal Air Force service
dress was changed from khaki to light blue, and from light blue to a
darker blue, but officers were not hound to purchase any uniform of
the new colour until their existing uniform required renew ll.

Officers granted permanent Roval Air Force commissions, those
granted short service commissions and officers promoted from the
ranks who are retained in the Royal Air Force for a definite period
have been instructed to provide themselves with mess dress. The
approximate cost is £23. No allowance is made to officers to cover
this expense.

ROYAL AIR FORCE— AERO ENGINES.

Mr. CHURCHILL, in reply to Mr. Raper, said that no new British
or Allied aero engines had been intentionally destroyed by order of
the Air Ministry since the Armistice.

In reply to an interjection from Mr. Billing, Mr. CHURCHILL
added: "It is quite true that a number of aeroplanes accumulated
during the latter part of the War have been reduced to their com-
ponent parts, and I expect that we should have been very much com-
plained of if great expense had been incurred on a large staff in
keeping these machines in order."

Mr. CHURCHILL, in reply to further questions from Mr. Billing
and Mr. Raper, said that the recent delivery of aeroplanes similar to
those destroyed was part of the general settlement of contracts. It
had been necessary, since the Armistice, to take delivery of 14,800
engines ordered before that time as the contracts could not be can-
celled. These engines were of 28 different types and varied greatly
ill price.

* * *

Dec. 17th. — The following written answer was given : —
R.A.F. (UNIFORM ALLOWANCE).

Mr. CHURCHILL, in reply to Mr. Hohler, said : As regards Army
officers, an allowance of £150 will be made sub;ect to certain conditions
to officers joining the Household troops. For officers joining other
regiments in which full dress is not worn, the rate will be £50, sub-
ject to conditions about to be announced. The question of an allow-
ance for uniform in the case of officers of the Royal Air Force is
under consideration, and it is hoped that an announcement on the sub-
ject will shortly be made.

* * *

The following is taken from the Times of Dec, 21st : — ,

Dec. 20th. — THE AIR NAVIGATION BILL-
This Bill, as amended, was considered.

Mr. CHURCHILL moved the following clause, which had been

deleted from the Bill in Committee : — "This Act shall not apply to
ail craft belonging to or exclusively employed in the service of His
Majesty, provided that His Majesty may by Order in Council apply
to any such aircralt with or without modification any of the pro-
visions of this Act or of any order or regulations made thereunder.
Nothing in this Act Or in any order or regulations thereunder shall
prejudice or affect the rights, powers, or privileges of any general or
local lighthouse authority." He explained that there was every inten-
tion of making the control of the Royal Air Force as strict in every
respect as was provided in the Bill, but it was not correct to bring a
military body serving under the direct authority of the Crown within
the ambit of a civil measure. It would be out of harmony with the
whole spirit of our legislation to challenge the principle of Crown
exemption, and to place the force under the regulations which were
embodied in a Bill dealing with civil aviation.

The clause was read a second time and added to the Bill.

Lieut. -Comdr. KENWORTHY moved an amendment to enable
municipalities to establish aerodromes and run their own air services.

Mr. CHURCHILL said no municipality he knew of desired to have
such powers. It would be overweighting the Bill to confer upon them
the power to run a local air fleet out of the rates. He could not
accept the amendment.

The amendment was negatived, and the Bill was afterwards read a
third time.

Mr. CHURCHILL stated, late on the nighc of Dec 20th, that the
present position of civil aviation was causing the Government real
anxiety, and he hoped to be in a position next year to announce a
new Government} policy which would give assistance to civil aviation
in a new form, and would, he trusted, help it through the difficult
years before it came into its own.

THE ROYAL AERONAUTICAL SOCIETY.

Transactions.

A new volume in the "Transactions of the Royal Aeronautical
Society" has just been published and may be obtained at the Society's
Offices, price 5s. It embodies a paper on "Aero-Engine Efficiencies,"
by Dr. A. H. Gibson, of Manchester L'niversity, which contains a
large amount of important experimental data on
the thermal. efficiency of internal-combustion
engines.

Scottish Branch.
The members of the Scottish Branch, through the
courtesy of Sir William Beardmore, Ltd., recently
visited this firm's works at Inchinnan, when they
were given an opportunity of examining the new
rigid airship, "R.36," which is in process of con-
struction for the Government.

New Year Outing.
It is hoped to arrange early in the New Year for
a number of members to visit an important centre
of aeronautical experimental work. Further details will be announced
later.

Donations.

The Council desire gratefully to acknowledge the gift of "Rigging,
the Erection and Truemg-up of Aeroplanes," by F. W. Halliwell, the
author, and also the gift of lantern slides from Messrs. The Bristol
Aeroplane Company.

Library.

The following books 'have been received and placed in the Society's
Library :— "Soaring Flight," by Lt.-Col. R. de Villamil; "
the Lubricants and Lubrication Inquiry Committee"
Physical Tables," by Frederick E. Fowle.

" Lockwood Marsh,

'Report of
'Smithsonian

W.

Dec. 17th, 1920.

Secretary

THE ROYAL AERO CLUB.

Meeting of Joint standing committee of the Royal Aero Club and
the society of british aircraft constructors.

A meeting of the Joint Standing Committee of the Royal Aero Club
and the Society of British Aircraft Constructors was held on Thursday,
November 25th, 1920, when there were present: —

Royal Aero Club :— Lieut.-Col. J. T. C. Moo're-Brabazon, M.C., M.P.,
in the chair; Brig. -Gen Sir Capel Holden, K.C.B., F.R.S.

Society of British Aircraft Constructors :— Capt. P. D. Acland; Com-
mander James Bird; Mr. Alan E. L- Chorlton; Mr. Charles V. Allen
(secretary, Society of Eritish Aircraft Constructors). , . . A)

Racing Committee of Royal Aero Club :— Major-Gen. Sir Sefton
Brancktr, K.C.B. ; Col. F. Lindsay Lloyd, C.M.G., C.B.E.; Group-Capt.
C R. Samson, C.M.G., D.S.O., R.A.F.

Harold E- Perrin, secretary-
Programme 0/ Racing, 1921. — A discussion took place as to the Racing
Events for 1921, and a suggested programme was drawn up for sub-
mission to the Committee of the Club.

International Races.— It was decided that representatives of the
Societv of British Aircraft Constructors should meet the Racing Com-
mittee of the Club on Nov. 29th, 1920, to put forward their recom-
mendations as to the conditions for the Schneider Race, 1921, for sea-
planes and for the proposed International Speed Race for flying
machines.

Classification of Machines for Racing Purposes.— It was decided to
defer this for the present.

Flying Services Fund Committee.

A meeting of the Flying Services Fund Committee was held on
Friday, Nov. 26th, 1920, when there were present : Group-Capt. C. R.
Samson, C.M.G., D.S.O., R.A.F., in the chair; Lieut.-Col. Alan S. W.
Dore, D.S.O. ; Mr. Chester Fox; and the Secretary.

Applications for Assistance Forty-four applications for assistance

were considered and grants and allowances voted amounting to'
£625 us. 3d.

COMING EVENTS.

JANUARY— 1921

1st, Sat —No. 41 Squadron's Dinner at Oddenino's. Particulars from
Flight Lt. K. C. Leask, Hillingdon House, Uxbridge. .

20th, Thurs.— R.Ae.S. lecture. "The Cost of Air-Ton Miles Compared
with other forms of Transport," by Lord Montagu of Beaulieu •

21st, Fri.— No. 100 Sqdn. Dinner. Particulars from Comdr. Christie.
Room 569, Air Ministry.

FEBRUARY— 1921.

3rd, Thurs. — R.Ae.S lecture. "Meteorology and Aviation," by G. Dob-
son. "Ground Engineering,'" by Wing Cdr H. W. S. Outram.*

17th. Thurs —R.Ae.S. lecture. "The Handley Page Wing," by F. Hand-
ley Page.* '

« All the Royal Aeronautical Society's lectures will be given in the
theatre of the Royal Society of Arts, John Street, Adelphi, at 5.30 p.m.

December 22, 1920

The Aeroplane

947

INDEX TO ADVERTISERS

Accles & Pollock, Ltd.

Arrol-Johnstcn, Ltd

Auster, Ltd

Beardmore Aero Engines,

Front Cover &
Inside Front Cover

Front Cover

Front Cover

Ltd., The
Front Cover & 943

Beardmore, William, & Co., Ltd.

Bowden Brake Co., Ltd,, The

Bray, Gibb & Co., Ltd

Bristol Aeroplane Co., Ltd

Coan, R. W

Cunard Line ]

De Havilland Aircraft Co., Ltd., The...

937
948
947
921
921
9

935

Fairey Aviation Co., Ltd., The 925

Grahame- White Co., Ltd. 948

Green Engine Co., Ltd Back Cover

Hancock, James Lyne, Ltd. .. 948

Handle} Page, Ltd. 945

Imray, Laurie, Norie & Wilson, Ltd 948

Instone Air Line 942

MaoLennan, John, & Co Front Covtr

Martinsyde, Ltd 931

Metal Airscrew Co., Ltd Front Cover

Napier, 'D., & Son, Ltd 927

Naylor Brothers, Ltd 921

New Pegamoid, Ltd.

Nieuport and General Aircraft Co., Ltd.

Palmer Tyre, Ltd

Roe, A. V , & Co., Ltd

Rolls-Royce, Ltd. ...
Rubery, Owen & Co.
Sagar, J., & Co., Ltd.
Titanine, Ltd.
Vickers, Ltd....
Wilson Motor Co. ...
Wireless Press, Ltd.

948
935

939 '

922

933

...Inside Back Cover
...Inside Back Cover
... Front Cover & 940

... 928

..Inside Front Cover
921

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948

The Aeroplane

December 22, 1920

MISCELLANEOUS ADVERTISEMENTS.

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For the convenience of Advertisers, replies can be received at the offices of " THE AEROPLANE," 61, Carey St.. London. W.C.2.

PATENTS.

PAGE WHITE and VAUGIIAN (late Page and
Rowlingson), Chartered Patent Agents (Consult-
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MR. CHATWIN, A.I.E E., Patent Agent, Aircraft
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SITUATION VACANT.

JOINERS, first-class, preferably with aircraft ex-
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WANTED.

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The Aeroplane

December 22, 1920

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THE AEROPLANE DEC. 29. 1920, [HjjlNljl^^

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VOL. XIX.
NO. 26

ON THE MONTROSE GHOST.

This being the period of Christmas Holidays, unfortunately
enforced holidays for many who would willingly work, and
Christmas being traditionally the time when ghosts do most
frequently walk, or are most frequently the subject of tales
of horror, it seems apposite that the story of the R.F.C. 's own
particular ghost should now be told, seeing that four years
have passed since his appearance.

Many people in the R.F.C. and a few in the R.N.A.S. have
heard of the Montrose Ghost, but none, so far as I have been
able to discover, have found any reasonable explanation of
the appearance of the said ghost Naturally most people
regarded the story merely as an ingenious invention. Others,
who knew more of the facts, talked of hallucinations, mental
fatigue, war nerves, and such physiological or psychological
phenomena. Only two of those with whom I discussed the
affair, and those two very eminent doctors, admitted that
though they did not believe in ghosts they had met with so
many curious phenomena that they were not by any means
prepared to deny the existence of ghosts. Therefore it seems
well to give a perfectly natural and eminently practical rea-
son for the ghost's visit to Montrose.

As the story of the ghost circulated in the R.F.C. it be-
came somewhat embroidered with circumstantial evidence,
so perhaps my version may not be so impressive as that
which some readers of this paper have heard. But what is
set forth hereafter is essentially what was gathered by
various people who investigated the case very carefully. It
is a long time since I heard the facts discovered by these
investigations, and I have to trust to my memory for the
details. I am fairly sure that these details are correct, and
I know that, though I have no head for figures, such dates
as I give are accurate, but to avoid inaccuracy I have given
periods of time rather than actual dates of days, where I am
not certain. Naturally, I cannot give the names of the chief
■witnesses in the case, as they are all still alive and might not
like to become public characters. Howbeit, here is the story
as it came to me with evidence which would have satisfied
any court of law.

How the Ghost Appeared.

Let it be remembered that Montrose is one of the oldest
aerodromes in Gteat Britain It was established late in 191 2
or early in 1913, as a base from which to watch the North Sea
and from which to co-operate with the Fleet either in the
Forth or at Cromarty. In those days the R.F.C. consisted of
a Naval and Military Wing. The aerodrome was laid out
by No. 2 Squadron, R.F.C., then commanded by Major
Burke, who was afterwards killed commanding an infantry
battalion in the war, and in the squadron were Captain
Becke, Lieut. Longcroft, Lieut. Waldron, and others whose
names afterwards became famous in the R.F.C.

During the war Montrose became a training aerodrome
.md a quantity of building was done there. At the time when
the ghost appeared the pupils — or "Huns" as they were called
by the older R.F.C. people, on account of their brutality to
their aeroplanes — lived in a grand New Mess which had been
built for their benefit. The Staff, that is to say the O.C., and
Instructors lived in the Old Mess, an elderly but not ancient
house which had been No. 2 Squadron's1 Mess.

One evening in the autumn of 1916, an officer of the Staff
who had been working late at the aerodrome was walking up
the path to the Old Mess in 'he dark when he saw an officer
' in flying kit walking in front of him. It was too dark to
recognise him. The man in front went up to the doot but did
not open it. The second officer reached the door and to his
surprise the man in front was not there.

Though it was dark there was quite enough light to see a
man's figure some yards away, and it was certain that the
man in front had not stepped off the path to either side. Yet
he was not on the doorstep when the second man reached it.
Naturally the officer concerned was somewhat surprised, but
put the affair down to eye-strain or imagination. Neverthe-
less, he was very sure, in his inner consciousness, that he
had seen somebodv.

He tried to forget this strange meeting, but some evenings
haer, just when he was beginning to think that he had been
mistaken, he saw the mysterious figure again. And again
when he had reached the spot at which he had seen it halt,
it was not.

If my memory of the evidence is correct, he saw the figure
four or five times and became seriously worried. Being a
good soldier he wanted to get on with his job and did not
want to be invalided on account of nerves or hallucinations,
so wisely, or unwisely, he kept his mouth shut and told
nobody.

Corroborative Evidence.

Whether it was during the ghost's meetings with the first-
mentioned officer or not I am uncertain, but certainly after
his first appearance another officer of the Staff was asleep
in bed after a hard day's work when he awoke suddenly with
a feeling that there was somebody in the room. He raised
himself slightly and looked at the foot of his bed. There, by
the light of a dying fire, he saw indistinctly 'but certainly the
form of a'man, in uniform sitting on the chair at the foot of
the bed.

He sat up and asked the form who he was and what he
wanted. As he got no reply he leant right forward to have a
good look at his visitor. And when he was close enough to
identify him the form was not there.

Somewhat naturally he was puzzled, and, though he was
quite certain that there had been somebody in the room, he,
like the first officer, decided to say nothing about it. One
does not willingly advertise the fact that one is suffering
from hallucinations.

Then, a little later, two officers sleeping in the same room
in the Old Mess were awakened one night by a feeling of
oppression, and the knowledge that a thiid person was there.

One of them woke up with this feeling, spoke to the4 other,
and found that he also was awake and had the same impres-
sion.

They struck a light, and, of course, saw nobody except
themselves. And they, like the other two, decided to say
nothing. I believe one of them was a Canadian.

Thereafter one or two other officers in the Old Mess were
disturbed by a mysterious visitor whose presence they felt
but whom they could not see nor touch. And so, without any-
body mentioning the business to anybody else, an air of
mystery, or, at any rate, a general feeling' of uneasiness
began to creep over the Staff.

The Common Explanation.

How knowledge of the visitations first became common
property I cannot say. Probably somebody's nerve broke and
he told a friend, and the friend happened to be one of those
who had also been visited. In any case, the affair came out
and the Staff began to talk to on2 another about it. And ,
eventually the story worked round the R.F.C, where it was
generally told either as a "creepy" story or as a joke against
rhe Staff at Montrose and their nerves. Some few people
perhaps took it. seriously.

The only explanation of the ghost that I ever heard was
that some time earlier a "Hun" had been sent up for his
first flight alone and before going up had said that he did not
feel like flying. Orders being orders, he went up, crashed
and killed himself.

The Staff at Montrose and some others seem to have as-
sumed that the ghost was this unfortunate young officer, who
was haunting the Instructional Staff, whom lie blamed for his
death.

A Search for Reason.

Now when one comes to consider this explanation it is
absurd on the face of it If every pupil in the Flying Ser-
\ ices' who had been killed through going up alone under
oiders when he did not feel like doin^ so had taken it upon
himseli to haunt the Mess in which his Instructors lived,
every training station in Great Brixain and France and Ger-
many and Italy and the United States, not to mention Canada,

952 The Aeroplane December 29, 1920

Australia, and Egypt, would have been full of ghosts. Obvi-
ously, therefore, it would have been a gross impertinence for
cne "Hun" to single out Montrose, for his bauntiugs.

Consequently that theory had to be set aside and a more
reasonable explanation had to be found. The first thing to
do was to get hold of actual definite dates. This I was able
to do, thanks to certain people whose names I cannot mention.
And as soon as those dates had been ascertained the explana-
tion became quite simple.

It turned out that, as in the case of all really respectable
ghosts, the hauntings were concerned with a matter o^ancient
nistorv. At any rate, they were ancient so tar as aviation was
concerned.

A Matter of Ancient History.

It will be remembered that in the Spring of 1916, as the
result of continual attacks on the administration of the
R.F.C., by Lord Montagu, Mr. (now Sir) W. Joynson-Hicks,
Mr. N. Pemberton Billing and others, including my more or
less humble self, the Government decreed that a judicial
enquiry should be held into the R.F.C.'s affairs. The chief
ftature of this enquiry was the investigation of the so-called
"Murder Charges" made by Mr. Pemberton Billing, M.P.

These charges alleged that certain officers had been mur-
dered rather than frilled through the carelessness, incom-
petence or ignorance of their senior officers or of the techni-
cal side of the Royal Naval Air Service and the Royal Fly-
ing Corps. As it was quite easy to prove all sorts of such
charges against the handling of the R N.A.S., the Admiralty,
backed by the Government, refused an inquiry into the
R.N.A.S., and the Cabinet only permitted the state of the
R.F.C. to be investigated.

The Government at that time was seething with wrath
against Mr. Billing, and — cheerfully ignoring the fact that the
first "Murder Charge" had been made in the House early in
1914 by that eminently respectable Tory, Colonel Walter
Faber, M.P. — the Government turned all its heavy guns onto
crushing 'Mr. Billing. Consequently on Aug. 3rd, 1916, the
obedient Committee of Enquiry issued an "Interim Report,"
dealing only with the "Murder Charges," proving to its own
and the Government's satisfaction that such charges were
without foundation, and that Mr. Billing was a worthy con-
fiere of Mv Kipling's "Paget M.P." who "was a liar, and a
fluent liar therewith."

The Case of Desmond Arthur.

This precious In.erim Report merely caused the R.F.C,
who knew the bitter truth, to smile sardonicall)'. But it
1 gave the daily Press, ever subservient to the Coalition, some
splendid chances of attacking Mr. Billing, which it did with
about as much vehemence and ultimate effect as a garden-
hose squirting at a duck.

The last item in this Report reads as follows : —

Statement by Mr. Pemberton Billing. — Desmond
Arthur was killed on some type of B.E. machine which
had been repaired by the Royal Aircraft Factory. The
repaired part broke at 4,000 feet up. and the pilot was
pitched out.
Suggestion. — Faulty design or bad repair.
Facts. — The date was the 28th May, 1913. The place
Montrose. There was a suggestion made at the time
that there had been a patch on the outside of the right
wing of the plane, and that someone had broken the tip
of the wing, then repaired it, ani put a patch on the re-
paired part. The suggestion being that this was done by
someone with a view to hiding some damage which he
had done to the machine. The matter was closely en-
quired into at the time by a Committee, of which Mr.
H. T. Baker, M.P., was Chairman. The Committee have
had the notes of the whole of the evidence given to that
Committee before them. There were some 23 witnesses.
The suggestion depends on the unsupported evidence of
one man out of these 23 witnesses. No useful purpose
would be served in re-opening the matter, especially as
some of the witnesses called have since been killed.

A perusal of the transcript of the notes of evidence
leads to the conclusion that the suggestion of the patch is
quite unfounded.
Now, apart from the horrible English of that section of the
Report, the statements therein constitute a suppressio veri
which amounts to a suggestio falsi. Boiled down to blunt
brutality it means that there never had been any bad work
done on the machine and that Desmond 'Arthur fell out of the
m.achine and was killed through his own foolishness. This
looked well in the public Press, but everybody who remem-
bered the accident knew it to be untiue.

The Facts of the Case.

The facts of the case were these. — Desmond Arthur was one
of the finest pilots in the world. He had taken his certificate

in 1912 on a Bristol box-kite with a 50-h.p. Gnome at Brook-
landsv and had done the test flights at a height of 3,000 feet,
an absolutely unprecedented performance. He joined the
R.F.C. Reserve and was posted to Montrose.

The machine on which he was killed was a B.E. of sorts (a
2a, if I remember rightly). If had been used on Salisbury
Plain and had then been sent to Farnborough, where it was
rebuilt by the Royal Aircraft Factory and handed over to the
R.F.C. at Jersey Brow. Thence it was flown to Montrose by
Major Burke, a very steady -pilot who never did anything
-violent.

A few days after its arrival Desmond Arthur took it up and
at 4,000 feet began throwing it about, doing vertical banks,
and what would now be called "zooms" — looping was not
done in those days., Then the machine was seen to check
suddenly, the pilot was seen to fall out, and the machine
fluttered down alone and was somewhat badly broken.

In due course the Accidents Committee of the Royal Aerq
Club investigated the affair, and found that one wing-tip of
the machine, including the overhang of one spar, had been
broken. This might have been done in collision with another
machine on the ground, or with the door-post of a shed. Or
the wing might have been dropped on its tip when being
taken' oft or fitted onto the machine, or when being handled
in a workshop. Examination showed that the spar had been
badly glued together, without any pegging or wrapping, and!
a patch had been put over the damaged fabric. It was never
proved definitely whether this concealed crime had been com-
mitted in the Royal Aircraft Factory or in the R.F.C. sheds
on Jersey Brow.

The R.F.C. books showed no trace of any repair having
been done to the machine. But the machine had certainly
been in the hands of the R.A.F. Consequently R.F.C. opinion
held that the "Factory" was to blame.

In any event, it was quite clear that Desmond Arthur was
the victim of this crime, for examination of the machine
after the accident showed that the badly glued joint had come
away in the air without hitting the ground. And the sudden
collapse of a whole wing-tip on such a machine would cer-
tainly twist the machine round so suddenly as to throw out
any pilot who was not strapped into it.

Either the Fhiquiry Committee was ignorant of the exist-
tnce of the Aero Club Report, or chose to ignore it in favour
of the evidence of an Official Committee which sat long after
the Aero Club had investigated the case on the spot. In
eithei case the Enquiry Committee chose to brand as the
victim of his own folly a very skilful and gallant .officer who
was in fact the victim of a Service crime

A Tardy Reparation.

The Final Report of the Enquiry Committee of 1916 was
dated November 17th, 1916, but was not issued until a day or
two before Christmas, when all the papers were too full ot
other affairs to pay any attention to it, and when people were
thinking about Christmas jollifications — in spite of the
perilous state of our Armies in France. Also the excitement
over the Enquiry which existed in the Spring and early
Summer had died down, and most of the abuses which caused
the Enquiry were in a fair way to be remedied. Consequently
the Final Report was hardly noticed.

This Final Report had an addendum entitled, "Further
Memorandum from Mr. Bright and Mr. Butcher." Mr. (now
Sir) Charles Bright is an engineer of high standing and was,
in effect, the only engineer who sat on the Committee
throughout its operations. Mr. Butcher, K.C., is a lawyer of
note. Their Memorandum includes the following phrases : —
Since the issue of our Interim Report attention has been
called to the finding of the Royai Aero Club's Public
Safety and Accidents' Investigation Committee regarding
the fatal accident to Lieutenant Desmond Arthur. It is
to be regretted that the said Committee's Report — and the
evidence on which it was founded — was not brought to
our notice by any witness dealing with the subject during

the course of the enquiry It appears probable that

the machine had been damaged accidentally, and fhat the
man (or men) lesponsible for the damage had repaired
it as best he (or they) could to evade detection and
punishment.

In making this statement we are taking the first suit-
able opportunity of amending — so far as we personally
are concerned, and to the extent indicated — what appears
on pages 7-8 of the Interim Report.
Thus it will be seen that Messrs. Bright and Butcher did
all that gentlemen could do to make honourable amends for
an unworthy slur cast on an officer and gentleman by the .
Interim Report. It has always puzzled me to understand
why these two were the only members of the Enquiry Com-
mittee to act in this way. Apparently, however, their kindly
action served its purpose. ' •

(Continued on p. 967.) \ "1

December 29, 1920

The Aeroplane

953

IN THE NEW YEAR.

There will be many interesting developments in the New Year. It is said, for example, that
the British Government intends to subsidise British air lines so that they can compete successfully
with the subsidised French air lines in the future. Also it is said that ihe British fubsidy is to be paid
on a system of "payment by results," a sy; tern of which some of our fellow-citizens do n( t approve.

The French system is a subsidy on mileage which is also "payment by results." It is in this
case a wrong system,' for it pays in France to use any old machine with any old engine, bought from
"'Disposals " at scrap prices. The cheaper the outfit the better it pays on the subsidy.

The British system is, so it is said, to be a payment on the basis of traffic receipts. That is to
say the Government will pay the air lines a percentage on the money taken in pafserger fares and
freight charges. This is quite sound, for it encourages good business methods, and that truest of a'l
economies a thoroughly reliable outfit of material.

Cheaply built or obsolete machines will be the worst form of economy for any British air line
in the New Year, lor the earning capacity of the air line will depend, firstly, on keeping all its
machines in use lor ihe maximum period, and, secondly, on giving users of ihe line confidence in the
reliability and suitability of the firm's equipment of machines and engines.

THE QUESTION OF RELIABILITY.

■ Now when ihe question of reliability arises, naturally anyone with any l<nov ledge of the history
of British aircraft naturally thinks of Fairey aeroplanes. When people recall the history of individual
Fairey seaplanes, such as the o'd Number 10, which has been a Naval patrol machine, an experi-
mental land machine, a p:oneer amphibian, a racing seaplane, and a successful competition amphibian ;
or Lieut.-Col. G. L. P. Henderson's old seaplane, which started as a Naval two-seater, became a joy-
ride seaplane in Sweden, was then turned into a four-seater passenger machine, aiterwards became a
snow-flier on skis,- and is now a regular air-line machine inside the Arctic Circle ; then ihey begin to
appreciate what real reliability means in connection with aeroplares.

Machines which have been thrrugh so many trans mcgrificaticr, s, ard ha\t revcr failed lo do
their work satisfactorily though all the material in them is years old, proye that Fairey aircraft are
undeniably reliable.

THE QUESTION OF SUITABILITY.

Reliability alone is not enough. An air-lire machire may be v* rol'y 1 e liable end yet may not
pay for its keep because it is unsuitable for its work. Where the Fairey aircraft are corcerred there
is no doubt about their suitability Take these same machines mentor ed in ihe pre vie us paragraph.
Whatever the job to which they have been turned they have proved their suitability for it.

Whether carrying passengers and baggage across the Baltic from Sweden to Finland, or racing at
Bournemouth, or performii g amphibian feats between Southampton Water and Croydon, or between
Felixstowe and Martlesham, or flyirg off ice in Scandinavia, or flyirg off the decks of warships at
home, the Fairey aircraft have always proved their suitability for their jobs.

AT HOME OR ABROAD.

Undoubtedly, subsidies or no subsidies, it is certain that there will be much air line work done in
the New Year both at home and abroad. On sheer performance there is obviously no aeroplane to-
day which can beat the Fairty for reliability and suitability for air line work.

Do not forget that, as in most things aviatic, the Fairey has done pioneer work on air lines. It
was a Fiirey which did the pioneer work of running a newspaper air line from the Thames (West-
minster Bridge) to the seaside resorts in the Isle of 1 hanet It was a Fairey which did the pioneer
work on the trans-Baltic air line from Stockholm to Helsingfors. It was a Fairey that pioneered the
air line that will be some day along the coast of Spilzbergen.

THE FAIREY AVIATION CO. SPECIALISES IN PIONEERING.

THE FAIREY AVIATION CO., LTD.,

Head Office = = HAYES, MIDDLESEX.

London Office = - EMPIRE HOUSE, 175, PICCADILLY, W.i.
Works : HAYES, MIDDLESEX, & HAMBLE, near SOUTHAMPTON.

Telephones — 19 Hayes. Middlesex. Telegrams— "Airily, Hayes, Middlesex.'

394 Regent. Code— A. B.C. 5th Edition.

954

The Aeroplane

December 29, 1920

WESTLAND

It has been our aim to produce the very best aeroplane and cur
reputation has been established on the quality both in design and
workmanship of our machines.

That both these essentials are being fully maintained is confirmed
by the fact that we were awarded the first prize of £7,500 for our
Westland Napier Limousine in the recent Air Ministry Competition
for commercial aircraft (small class).

The Westland Napier six^seater Umousine is particularly well
adapted for Colonial service.

Westland aeroplanes can be supplied for all purposes. We shall
be pleased to give the benefit of our experience to any prospective
clients who have aerial projects in hand, and to arrange trial flights
on our aerodrome at Yeovil, or at Croydon.

Telephone: Ml & 142 Yecvi'. WESTLAND AIRCRAFT WORKS.

j . .... , YEOVIL, SOMERSET.

Telegrams: Ancraft, Yeov.1. (Branch of Petters, Limited).

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Supplement to The Aeroplane, December 29, 1920.

955
Lb

SUPPLEMENT TO "THE AEROPLANE"

INCORPORATING AIRCRAFT ENGINEERING, AERODYNAMICS, AIRCRAFT FINANCE AND COMMERCIAL AERONAUTICS
AND MATTERS PERTAINING TO THE AERONAUTICAL ENGINEER AND THE AIRCRAFT TRADER.

THE WEEKLY

Such particulars as can be obtained of the GastambTde-
Levavasseur variable surface wing are given below. The
device is interesting, but scarcely seems practicable as a
solution of the low landing speed problem.

COMMENTARY.

to 960. The revival of " Pusher " type biplanes for in-
structional work — shown by the Vickers "Vim" — is note-
worthy.

Details' of a number of new machines, of British,
Italian, and Japanese origin, will be found on pages 956

The finale of the controversy on the steam turbine as
an aerial prime mover will be found on page 960, in the
form of a letter from Messrs. Richards and Butler, and
a short note by Capt. Savers. '

THE GASTAMBIDE=LEVAVASSEUR VARIABLE SURFACE WING.

A certain amount of information is now available as to
the new Gastambide-Levavasseur machine which is fitted with
a wing of variable surface and camber.

The general idea underlying the wing is fairly simple. It
is composed of three sections, sliding one over the other, of
a form somewhat as shown in the attached sections. The
lower of the three sections forms the leading edge, and the
upper one forms the trailing edge. The central section is
fixed and contains the spars and ribs, the latter projecting
fore and aft to serve for the support of the movable actions.

To extend the surface the leading edge slides forward, and
the trailing edge aft, the latter moving farther than the
former in order to keep the CP. of the whole wing roughly
stationary. This greater movement of the tiailing edge also
secures that as the wing is extended the depth of camber
and the angle of attack also increase.

It is stated that the shape of the three sections composing
the wing are such that in any state of extension the wing
presents an unbroken surface, but from the very poor photo-
graphs available it would appear that the moving parts of the

A sketch showing the arrangement of the Gastambide=
Levavasseiir Wing.

The first variable surface wing in the closed position.

wing are merely thin carved strips, and that the extended
section is of very bad shape. No details are published as
to the mechanism used for changing the wing area and form.

The photograph shown above is of a machine recently tested
before the S.T.Ae. The machine is a tractor biplane, with a
fixed lower wing, the upper surface alone being variable. The
span is ±2.5 metres and the chord of the upper wing can be
varied from 1.66 metres to 3.28 metres — a range of nearly 1
to 2. The change in total surface is from 32 to 52 sq. metres.
It is stated that on test the machine, with a 260-h.p. Salmson
engine, gave a speed range of from 60 to 200 km.p.h. (37.5 to
124 m.p.h.). In the absence of any data as to the extra weight

THE SECOND GASTAMBIDE-LEVAVASSEUR MACHIN E — On the left with wing extended for landing and kn

speed flight. On the right the wing closed for high speed. n

''"iii'iimiiiiijiiiiiiiiiiiiimiiiiiiiiiiiTp.

956 (Suppleme.ltoTHEAERomN,, Aeronautical Engineering December 29, 192a

General arrangement of the first G#stambide=Levavasseur
Variable Surface Wing Biplane.

of the wing structure and control gear and the weight of the
complete machine it is naturally impossible to estimate
whether this result has any real value.

But it is at least an encouraging result, and it is of very
great interest in view of the past history of the designers.
M. Gastambide was the designer of the Gastambide-Mengin
monoplane of 1909 — the original of the once famous Antoi-
nette monoplane. M. Levavasseur was responsible for

the Antoinette engine, and in this work he was ceitainly en-
couraged by his friend M. Gastambide.

It is also of interest that the actual machine which is re-
ferred to above was built by M. Jean Latham, a cousin of the
late Hubert Latham, the famous1 Antoinette pilot.

A second machine, generally similar in dimensions and ar-
rangements, has now been built and awaits test.

THE ANSALDO 3 30 C. BIPLANE.

The Societa Anonima AeronautiCa Ansaldo, of Turin, have
recently produced a modification of their type 300 biplane,
essentially for civilian use. In tests carried out by Sig. Mario
Stoppani the 300 C, as this machine is called, has given
some very satisfactory results.

It is a single-engined tractor biplane of the totally enclosed
type and has accommodation for pilot, mechanic and four
passengers. The fuselage can be either built up of steel or
wood longerons, and is made in halves, detachable at a point
just in rear of the passengers' cabin, for ease of transport.
The front part of the fuselage carrying the 300-h.p. type T2
bis Ansaldo engine is covered with aluminium, the central
portion containing the pilot's and passengers' cabins is
covered with wood, while the rear portion is fabric covered
in the usual way. The planes are attached to the upper and
lower centre sections, both of which are built integral with
the fuselage, ana are braced by two pairs of outwardly raked
steel tube vees, which meet midway up the fuselage, with the
ends of the two legs of the vees attached to the outer ends
of the upper and lower centre section front and rear spars.
The planes are supported by two pairs of steel interplane
struts of streamline section on either side and have four un-
balanced ailerons, one on each plane

The under-carriage resembles that which was used on the
Bat "Bantam," in that it consists of two vertical vees running
from the lower plane at a point directly under the first set of
plane struts, in this case, the lower members of the centre
section bracing struts. Thf.se vees are braced by steel tubes
running down from the centre of the under-surface1 of the
fuselage. The axle, which is suspended by rubber shock-
absorber, has built up on it a small wing section.

The tail unit is of typical Ansaldo form and construction,
and consists of a fixed tail plane and divided elevators, fin
and a balanced rudder.

The cabins for the pilot and mechanic and four passengers,
respectively, are minus any internal cross-bracing, are amply
supplied with windows, and fitted with side doors.

The passenger cabin is very well appointed and has four
wicker and upholstered chairs, two facing forward and two
backward.

The engine is a twelve-cylinder Vee giving 300 h.p. at
1,600 r.p.m. Cooling is by a honeycomb nose-radiator, which
is fitted with sectional radiator shutters. Fuel is carried

December 29, 1920 Aeronautical Engineering 957

WORLD'S GREATEST FLIGHTS

ALL ACCOMPLISHED EXCLUSIVELY ON

"SHELL"

1. ACROSS THE ATLANTIC DIRECT,
2. ENGLAND TO AUSTRALIA
3 . ACROSS THE CONTINENT OF AFRICA
4 . ROME TO TOKYO (japan)

SHELL MARKETING CO., LTD.," KINGSWAY, LONDON, W.C.2.

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958 (Supplement to the aeroplane.) Aeronautical Engineering

December 29, 1920

in a main tank, and is raised by pressure to a gravity tank
situated in the roof of the cabin.

Specification of the Ansai,do 300c.
Span 13.65 m. Height 3.255 m.

Useful load 750 kg.

Surface i 4.} sq. rn.

Length 9.65 m.

Weight (empty) ... 1,150 kg.

Weight (loaded) ... 1,900 kg.

Speed 180 km.p.h.

Range of action 5 hr.

A NEW VICKERS TRAINING MACHINE.

The Vickers "Vim" training machine
with the 3G0-h.p. Rolls-Royce Engine.
The revival of the tail-boom type of
pusher for this purpose is interesting.

The photographs attached are of the Vickers "Vim" — a
high-powered training machine which has just been produced.

The machine is a two-seater pusher biplane arranged for ,
flying tuition preparatory to instruction on the "Vimy." A
system of dual controls similar to that of the "Vimy" has
been installed, the pupil being located at the front of the
nacelle and the instructor close behind.

The cockpits have been arranged to reproduce "Vimy"
conditions as far as possible, all necessary instruments and
controls being provided both for pilot and pupil. The motor
is started by the geared hand starter which is operated from
the rear cockpit.

In general arrangement the machine follows closely the
lines of the old Vickers "Gun-'bus" which did such excellent
service in the earliest days of the war.

The power plant is the Rolls "Eagle" of 360 h.p driving a

four-blade airscrew and cooled by side radiators attached to
the nacelle in line with the leading edge of the wings.

The main fuel supply is carried in the nacelle, and a Vickers
wind-driven pump feeds thence to a small gravity tank in the
top centre section, which supplies the carburetters.
The main dimensions, etc., are given below : —

Specification of the Vickers " Vim."

Overall length 32 ft. 4111. Loading per h.p. (360),

Overall height 12 ft. 4 in. 10.4 lb.

Overall span 47 ft. 8 in. Engine ...Rolls-Royce

Chord 5 ft. 6 in. "Eagle," 360 h.p.

Incidence 4, deg. Weights —

Dihedral 4 deg. Machine empty, with

Area of main planes, / water/ 2,950 lb.

488 sq. ft. Petrol (39 gall:) 281 lb.

Loading per sq ft 7.5 lb. Oil (6 gall.) 54 lb.

r 1

V

A

m

VICKERS

" V.I.M."

3BD HP ROLLS - ROYCE
" EAGLET"

Decemei r 29, 1920

Aeronautical Engineering

(Supplement to The Aeroplane )

959

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS-

96° (Supplement to The aeroplane.) Aeronautical Engineering

December 29, 1920

Pilot and pupil 360 lb.

Total weight 3)645 lb.

Performance —
Full speed near ground,

100 m.p.h.
Time to 6,000 ft. ...8. 25 min.

Full speed at 6,000 ft.,

97 m.p.rl.
Service ceiling ...13,000 ft.
Endurance a*t 2,000 ft. at

80 m.p.h., 2J hr.
Landing speed ...45 m.p.h.

A JAPANESE TWO=SEATER.

The attached drawings illustrate the Fuji-I-Go two-seater,
designed by Mr. T. Inga Ki, of the Itoh Aircraft Factory,
Tsudanuma. As may be seen, the general outlines .are very
similar to those of certain Sop with machines. The machine
appeared at the first Tokio flying meeting earlv in 1920 and,
piloted by Mr. Y. Gotoh, won first prizes for altitude and for
advanced flying, and established a new Japanese altitude
record of 5,000 metres. The appended specification — which,
together with the drawing and the above information, are
due to Mr. N. Katoh — gives the main dimensions.

Specification of the 120-
Manufactured by Itoh Aero-
plane Factory, Tsudanuma,
Chiba Prefecture.
Type of machine,

Two-seater ttactor biplane.
Purpose for which intended,
High-speed training

or sporting.

Span 9-340 m.

Chord 1.370 m.

Gap .' i-37o m.

Overall length 6.050 m.

Height 2.500 m.

Total area of wings,

23.2 sq. m.

•h.p. Fuji-l-Go Biplane.

Incidence 3 deg.

Dihedral angle (lower wing
only), 1 deg.

Camber R.A.F. 6.

Area of ailerons ...2.23 sq. m.
Area of tail plane, 1.26 sq. m.
Area of elevator, 1.02 sq. m.

Area of rudder 0.74 sq.jn.

Engine ...Le Rhone, 120 h.p.

Tank capacity in hours 5

Weight empty 740 kg.

Useful load 250 kg.

Speed range 45-95 m.p.h.

Climb ...1,000 m. in 3.5 min.

THE TURBINE CONTROVERSY.

The following letter has been received : —

Sir, — In accordance with your fiat that space for lengthy
argument on the steam turbine question cannot be spared,
we are precluded from replying to Capt. Sayers' arguments
in 'detail.

We are pleased to have Col. Bristow's opinion andnote that
in all our principal points we have his concurrence. Unfor-
tunately, few remarks about insurance appear in his letter,
and we should have been glad to have had his views on this
subject in addition to those on the technical aspect of the
question.

It is regretted that our original scheme of one propeller
coupled to both rotating elements by means of a special
double epicyclic gear of our own design was not clear to
him, and hence his remarks as to regulation, etc., are based
upon false premises.

The point raised by him about gyroscopic effects is a per-
tinent one, but as the two elements are rotating in opposite
directions and the discs are light in weight the actual inter-
ference with control would be nil, the stresses being all
internal and small. v<_

Col. Bristow, we think, at any rate, removed every reason
for calling the question a " scare."

With regard to the "non possumus" attitude adopted by
Capt. Sayers, we submit that progress will never be made
by reiterating " I can't." Whilst we are at a deadlock over
points of detail, we agree, in the absence of development
work, that the steam plant is not yet a commeicial proposi-
tion, we must strongly refuse to agree that it never will be.

We must remind him that though he accuses us, we think
unfairly, of political dodgery, yet there is another form of
political manoeuvring known as " howling dowu your oppo-
nent," and we think it as well to leave the controversy to
generate in the minds of your readers whatever interest they
are disposed ;to devote to the subject.

Had we proposed to invite expenditure by the Air Ministry,
company, or private individuals, or endeavoured to float any
scheme involving public credence, Capt. Sayers' denunciation
would have had more critical value, but we have only
endeavoured to put forward in a considered statement the
position of the problem, stating frankly its limits and hopes,
in order that serious engineers interested in aero prime
movers might be fully informed as to the state of exploration
work to date in this field. We cannot believe that such
engineers, though they may at the moment be providing the
most reliable of petrol engines yet produced, will be content
to adopt an attitude of "laisser faire" after studying the

limitation of progress imposed by the present engines on
commercial aviation development.

(Signed) Geo. Tilghman-Richards, F.R.Ae.S., M.I.M.F,.,
M.I.Ae.E. (Hons. Diploma).
R. T. Butler, M.Inst.Naval Architects.

A Final Note.

The above note puts the claims of the steam turbine into
its proper place. As originally stated, the cast: made by
Messrs. Richards and Butler appeared to imply that the tur-
bine was immediately capable of installation as an aero prime
mover, except in regard to condensers, and that no serious
difficulty was expected in that respect. Further, that so
installed it would immediately be superior to the I.C. engine
in economy and reliability.

My attitude is not that the turbine cannot possibly become
a satisfactory aero-engine, but that before it can reach that
stage it will require an immense amount of improvement.

Before improvements have leached that stage they will
have a large commercial value in other spheres, and until
steam plant much lighter, more compact, and simple than
any now existing has demonstrated its reliability on other
services it is not legitimate to claim for a h3pothetical steam
plant the good qualities of widely different plants now
existing. »

I am the last person to discourage research, but in *is
case it were better not to discuss the aero possibilities of the
plant in question until it has reached a stage of practical
achievement under less trying conditions. — w. H. iS.

AN AERIAL IRRIGATION CO.

A Mr. A. E- Cole, of Winnipeg, and his son, who used
to be a captain in the R.A.F. , are planning to form an aerial
irrigation company. Their scheme is to cause rain by spray-
ing liquid air into the clouds from an aeroplane.

When it is realised that liquid air has a temperature of
something round 200 degrees below i-ero (Centigrade), and
the spraying effect would only be in the immediate vicinity
of the aeroplane, one would imagine that the pilot would
suffer from decidedly frost-bitten feet, caused partly by the
chunks of frozen cloud floating around that would be a danger
to aerial navigation, and mainly by the extremely low tem-
perature of the surrounding air.

As for causing rain, it would be about as effective as anyone
emulating the characters in one of Contact's priceless yarns
in his "Airman's Outings," who, on being discovered by some
French "poilus" after being forced to land behind the French
lines, were found to be performing a perfectly natural func-
tion, as portrayed by a celebrated fountain in Brussels. "Quels
types]" — 1,. b.

December 29, 1920

Aeronautical Engineering

(Supplement to The Aeroplane.)

96I

Aerial Photography

Model K— 1.
Automatic.
For films size
18 X 24 cm. only.

Aero - cameras, both hand
and automatic, for plates or
films ; also materials .and
accessories of every descrip-
tion for aerial photography.

Write for full particulars to

Kodak Ltd. (Wratten Div.), Kingsway, London, W.C. 2.

— N1EUPORT AIRCRAFT—

AIRCRAFT DESIGNED AND CONSTRUCTED ON
AN ENGINEERING BASIS.

Special Featuren.

HIGH FACTOR OF
SAFETY.

EASE OF

CONTROL.

GREAT

STABILITY.

LOW LANDING

SPEED.

NIEUPORT LONDON.

1st Commercial Flight in GREAT BRITAIN ;-NIEUPORT NIGHTHAWK,
1st Commercial Flight in INJ)IA :-NIEUPORT NIEUHAWK.
BRITISH SPEED RECORD, 167.5 m.p.h. ;— NIEUPORT GOSHAWK.
Address— ,
The Nieuport and General Aircraft Co., Ltd. Telephone :— Mayfair 637.

38, Conduit Street, London, W.l. Telegrams :—

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#62 (supplement to the aeroplane.) Aeronautical Engineering December 29, 1920

PIONEERING.

• The following letter has been received: —

Rochester, December 21st, 1920.
Sir, — I was interested to read in your issue of Dec. 15th
the letter of the De Havilland Aircraft Co., Ltd., relating
to their production of a twin-engined aeroplane in the year
1916.

I believe Messrs. Short Bros, can claim to have produced the
first twin-engined aeroplane in this country. From the designs
of my late brother, Horace Short, three machines of this
class were built and flown before the end of 1912. Two of
these machines embodied the principle of tandem engines
so that one propeller was working in the slipstream of the
other.

There were many wise heads shaken at this innovation,
but the effectiveness of such, an arrangement was proved in
the only practical manner by a full scale test, and no doubt
designers of later tandem-engined machines received much
support from these early examples

I should not do justice to a benefactor of British aviation
if I failed to mention that these twin-engined machines were
built to the order of Mr. Frank McClean (later Colonel,
R.A.F.). (Sgd.) Oswald Short.

THE ZODIAC SPORTING AIRSHIP.

The Societe Zodiac are producing a small airship capable of
carrying two persons, and fitted with a 60-h p. Le Rhone, type
Z.9 engine; its uses being either that of a "type sport et
tourisme," or an air instructional and training airship. The
envelope, which has a cubic capacity of 1,000 cubic metres, is
fitted with, one ballonet, together with the usual air scoop
brought down into the slip-stream of the airscrew.

The control surfaces consist of two single fins and rudders
above and below the gasbag, and two single tail-planes and
elevators fitted one on either side of the envelope, the whole
of the controlling surfaces being situated well forward of
the end of the envelope

The car, which is suspended by stuck-on patches, consists
of a built-up fuselage carrying the engine under a circular
cowl on the nose. Midway along the fuselage are situated
the side-by-side seats fitted with one set of controls. In ad-
vance of the two seats the fuselage swells upwards into a
cabin, the lines then tapering aft to a point. Sufficient fuel
is carried for a flight of five hours. A front skid is provided
to protect the airscrew on landing, together with a small
"tail skid" under the rear of the car.

AN AMERICAN TEXT BOOKJ

The Airplane. By Frederick Bedell, Ph.D. Price $3 net.
Published by D. Van Noshand Company, New York.

A study of the elementary mechanics of the aeroplane, in-
tended apparently for the use of those possessing some know-
ledge of mechanics, and desiring a knowledge of the general
principles of the operation of such craft. Alternatively, it
might be used as a text-book in secondary schools for an
introduction to the principles of aeroplane design.

The treatment of the subject is clear except for the
markedly American language which is employed, but the
book contains nothing of novelty either in regard to facts or
to treatment.

WANTED.

Can any reader of The Aeroplane who has unneeded back
numbers oblige with a cop}' of the issue for June nth, 1919 ?
A reader of The Aeroplane particularly warit.5 a copy of that
issue, and if any other reader can oblige with a copy he
will be doing a kindness if he will send it to this address
marked A. H. G.

The tunnel in the wing of the Zeppelin Giant Monoplane,
which allows a mechanic to reach the engines from the
fuselage.

AIR MINISTRY NOTICE TO GROUND
ENGINEERS.

No. 16, 1920.— renewals of Licences : Complete sets oe Notices
Necessary.

It is hereby notified : — With reference to Notice to Ground' Engi-
neers No. 1 (Explanatory Statement), all Ground Engineers will in
future, when applying for renewals of their licences, be required to
-submit proof that they have received a complete set of Notices to
Ground Engineers issued up to date.

All Ground Engineers will be supplied regularly with free copies of
"Notices to Ground Engineers" on application to the Secretary (C. of,
1.,), Air Ministry, London, W.C.2

Air Ministry, Dec. 17th, 1920.

TRADE NOTEk

The Blackburn "Swift."

The quaint torpedo-carrying aeroplane, known as the Swift,
built by the Blackburn Aeroplane and Motor Co., Ltd., Leeds,
and exhibited at the Aero Show at Olympia, is now completed
and has carried out preliminary trials,

By permission of the Air Ministry, a demonstration of the
machine's qualities was arranged for the forenoon of Tuesday,
Dec. 21st, and the Naval Attaches of various friendly Powers
were invited to Brough for the occasion.

Naturally all the important details of the torpedo suspen-
sion, heater apparatus, and release gear were removed for the
occasion.

Unfortunately, on the appointed morninp- it blew a gale
and rained heavily, and it was not considered wise to take the
risk of taking the machine— necessarily light as no torpedo
could be caried — out onto the aerodrome.

The extraordinarily good view given the pilot, the compact-
ness of the folded machine, and the sturdy and workmanlike
construction gave a favourable impression.

The machine was described in The Aeroplane of July 14th.

Much nonsense has appeared in the Press about this
machine, chiefly in the Morning Post, whose Leeds corres-
pondent called it a "British secret," apparently believing
that it is the first torpedo-carrying aeroplane. The Press is
apparently still ignorant of the fact that Turkish ships were
sunk by torpedoes dropped from seaplanes in 191 5, and the
German torpedo-droppers sank British ships in the Downs
in 1917-18. And of course the Press has never heard of the
Sopwith "Cuckoo," the first deck-flving torpedo-dropper,
which machine was turned over to the Blackburn Co. for
production in 1917, and so was the ancestor of the "Swift."

The Napier Engine.

Tt is worthv of note that, while so many aircraft firms are
at a standstill in that particular business, D. Napier and
Son, Ltd., are still hard at work on aero engines. They
had an Air Ministry order for 50 "Lions" and now this has
been supplemented by a further order of 41 of the same type.
In addition they are renovating some earlier "Lions."

It is an open Secret that the firm may shortly produce a
new engine, and in this connection it is interesting to note
that Mr. Solomon, who says he has been with the firm since
its foundation 122 vears ago — [He wears well! — Ed.] — has a
most interesting little model for display, though, as he
rightlv asserts, this is not complete. — G. d.

COMPANY NOTICES.

The Sopwith Case.

In the Chancery Division sitting before Mr. Justice P. O.
Lawrence on Dec. 21st, on the petition of Messrs. H. M.
Hobson, Ltd., the Court sanctioned the appointment of two
liquidators and a committee of inspection in the affairs of the
Sopwith Aviation and Engineering Company Ltd. It was
stated that a resolution in favour of two liciuidators was
unanimously passed at a meeting of 147 creditors, represent-
ing £56,000.

Mortgages, Charges and Debentures.

Davidson Woodworking and Engineering Co., Ltd.
(formerly Davidson Aviation Co., Ltd). — Satisfaction to the
extent of £2,000 on Nov. 26th of 2nd debenture, dated May 7th,
1920, securing £5,000.

Lang Propeller, Ltd. — Mortgage dated Dec. 10th, 1920, to
secure £30,000, charged on certain land and premises in Wey-
bridge. Holder : R. Gliksten, Carpenter's Road, Hackney,
E.15.

Aircraft Manufacturing Co., Ltd. — Satisfaction in full
(a) on Oct. 2nd, of charge dated March 31st, 1920, securing
£22,900; (b) on Dec. 3rd, 1920, of mortgage dated March 25th.
tqi8, securing £4,000; and (c) on same date of charge dated '
Nov. 20th, 1917, securing £5,000.

Receiverships (Appointment or Release).

A.G.S. Manufacturing Co., Ltd. — D. H. Allan, of 4, Fen-
church Avenue, E.C., as receiver on Nov. 26th, 1920, under
powers contained in instrument dated June 12th, 1918

Steel Wing Co., Ltd. (formerly Krieger Electric Carriage
Syndicate, Ltd.). — H. W. D. Saper, of 7, Great Winchester
Street, E.C., as Receiver and Manager on Dec. 7th, 1920,
under powers contained in mortgage dated Jul'. 29th, 1920.

December 29, 1920

Aeronautical Engineering (supplement to the abrofmnb.) gg3

VICKERS

LIMITED.

Telephone :
Victoria 6900.

Telegrarrs :
Vickers, Vic, London.

Aeroplanes for Commercial and Military Use. Vickers-Saunders Flying Boats.

Flying Boats for Commercial & Naval Use.

Brief Specification
VI KING MARK III
5 Passengers or
750 lbs. Freight.
Range: 480 miles.
Span I 46' o"
Height; 15' 1"
Length; 33' 5"

Recent Successes

The Vickers Viking was
classified FIRST in the
following competitions
at the INTERNA-
TIONAL SEAPLANE
COMPETITIONS at
ANTWERP, July 1920

1. Shortest time in "un-
sticking " from water.

2. Fastest time oyer a
given circuit.

3. Climb to 1,000 metres.
*. Altitude with full load.

Depots :

MANCHESTER— Cathedral House. Long Millgate (Temporary
BIRMINGHAM— Vickers House, Loveday Street. Address).
NEWCASTLE— Commercial Union Buildings, Pilgrim Street.
GLASGOW— Vickers House, 247, West George Street.
BRISTOL— 55. Park Street. BELFAST— 26a, Arthur Street.
LEEDS— Greek Street Chambers, Park Row.
NORWICH — 16, White Lion Street.

Brief Specification
VIKING MARK IV
5 Passengers or
1,250 lbs. Freight.
Range: 480 miles.
Span : 50' o"
Height : 15' 1"
Length : 35' o"

Recent Succes(es

The Vickers Viking
was the winner of
the FIRST prize of
£10.000 for the
Amphibian Class
of Aircraft entered
for the BRITISH
AIR MINISTRY
COMPETITION
September. 1920.

Aviation Department,
VICKERS HOUSE, BROADWAY, LONDON, S.W.I.

17

KINDLY MENTION " THE AEROPLANE." WHEN CORRESPONDING WITH ADVERTISERS.

04

(Supplement to The Aeropwne

, Aeronautical Engineering

December 29, 1920

CHRISTMAS GREETINGS FROM AVIATORS.

FROM 20 SQUADRON, R.A.F., IN
INDIA. — Pir Ghal Aerodrome in
Waziristan. A sample of the country
over which the R.A.F. operates on
active service.

I

XMAS 1920.

MALES H -

From 202 Squadron (Seaplanes), Egypt.

From the Aeroplane Experiment Establishment.

From the P.O. Flygkompani, Barkaby, Sweden.

From 70 Squadron, Egypt.

December 29, 1920

The Aeroplane

965

D.H: QR. D.H. 9 A.

Awarded Highest Prize in Air Ministry Competition.

The World's Most Luxurious
Commercial Aeroplane.

HANDLEY PAGE TYPE W.8.

FITTED WITH 2-450 h.p. NAPIER ENGINES.
HANDLEY PAGE Ltd., LONDON, ENGLAND.

KINDLY MENTION " THE AEROPLANE" WHEN CORRESPONDING WITH ADVERTISKRS.

•966

The Aeroplane

December 29, 1920

R.A.F. G'eatCoat

R.A.F. Great Coat

DESIGNED BY
B URBERRYS

under the instructionsof
the Air Ministry, in the
hew Roval Air Force
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The new Great Coat, perfect-
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detail, as well as Uniforms,
Weatherproofs and every item
of RAF. dress and equip-
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materials woven and proofed
by exclusive Burberry pro-
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endur ng service under all
conditions, in all climates; and
safeguards health against wet
orco'd with that unequivocal
certainty which superiority in
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The new Great Coat and Uniforms
can be seen at Burberrys or
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""Wv ' sent cn application.

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Agents in Provincial Towns

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The Davis XvGVCr^Grfc Furnax

A

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Davis " Revergen " principle ensures :
.(i) Greater accuracy in control.

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(3) Precise accuracy in the adjustment of the rate of
heat generation.

Send, for Facts & Flexures—

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THE

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No Engine has a

lower weight per H.P.

than the "BRISTOL"
Jupiter Aero Engine.
This means added
carrying capacity and,
in commercial aero-
planes, increased
revenue.

Its total weight is only
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cooled, nothing more
has to be added
neither radiator
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as
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FILTON

Telegrams : "Aviation" Bristol.

BRISTOL.

Telephone ; 3906 Bristol.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

December 29, 1920

The

Aeroplane

967

(Continn'ed from p. 952.)
The Reasonable Ghost.

Desmond Arthur was rather by way of being a friend of
mine. He was a little black-haired, gray-eyed Celt from the
County Clare, a thorough sportsman, but, like all his type,
given to extremes of elation and depression, and in the latter
state he often gave one the impression of being what the
Scots call "fey." Also, like all his type, he had a keen
sense of his personal honour. Altogether he was a singularly
lovable person, though very distinctly weird and, in the
current phrase of to-day, "psychic."

I _ Now in the light of the facts set forth hereinbefore con-
sider them all in relation to one another. Then the Montrose
Ghost will be recognised as a most reasonable and rational
being.

De smond Arthur was killed in May, 1913. The Royal Aero
Club's Accident Committee made it clear that he was the
victim of 1 crime, so he rested in peace.

In August, 1916, more than three years after his death,
there appears this precious Interim Report of the Enquiry
•Committee which suggests very distinctly that there was
no crime and that he was killed through his own incom-
petence, or foolishness, or recklessness. This was very evi-
dently a reflection on his personal honour, and must be
refuted.

Seeing that the Interim Report was merely interim he
took 110 direct action in the matter, pending the appearance
of the Fmal Report.

This Final Report was dated Nov. 17th, 1916, and therefore
must have been in its final form before going to the printers
some time' in October. The Committee as a whole had ne-
glected to make amends to him, and apparently he knew it.
Consequently he endeavoured to communicate with the officers
cf his old Corps, the R.F.C., at his old station, the Old Mess
at Montrose, to see what he could get them to do about it.
Unfortunately, none ot them being an Oliver Lodge or a
Conan Doyle, he was unable to make them understand what
he wanted, and only succeeded in making them uneasy.

_Ncver ihehss, he persevered in his efforts to communicate
bis wishes from the time when that ungenerous, or dis-

ingenuous, Final Report was in being and ready for print-
ing unul it finally appeared in the public Press with the
addition of the iionouraole addendum by Messrs. Bright and
Butcher, which cleared his good name as a flying officer.

h seems possible that the long delay between the official
date of the Final Report (Nov. 17th) and its publication at
Christmas, 191ft, was caused by waiting tor this addendum by
Messrs. Bright and Butcher, and perhaps sundry other very
valuable technical addenda by Mr. Bright alone. At any
rate, the fact remains that the delay occurred, and that it was
auring this period that the Ghost visited the Old Mess per-
sistently.

if m y memory serves me aright, the Ghost paid a final
visit in January, 191 7, after the Report plus the addendum
bad been published. It may be assumed that this was only an
endeavour on Desmond Arthur's part to tell his brother
officers that the affair was now ended to his satisfaction, and
possibly to express his regrets for any inconvenience his
previous visits may have caused them.

Since then, so far as I can learn, nobody at Montrose has
seen, heard, or felt anything of the Ghost. Thus it may be
taken that the soul of Desmond Arthur is at peace.
Requiescat.

Envoi,

Like my friends the doctors, I neither believe nor dis-;
I elieve in ghosts. There are so many inexplicable facts in
our existence, and so many strange discoveries are being
made day by day, that anything may be possible. Therefore
I merely set down the facts as they came to my knowledge
from various sources.

Those concerned with the appearances at Montrose are now
scattered over the face of the world. But I hope that this
explanation of what perhaps still seems to them an in-
explicable affair may come to their notice and may afford
rhem some satisfaction if their minds are at all uneasy. And,
so far as Desmond Arthur is concerned, I feel sure he will be
glad to have his part in the business put on a rational basis.

I am prepared to have this explanation controverted. If
anybody can find a better explanation I shall be glad to hear
ir. Meantime I present it for what it is worth to those who
are interested in psychical research. — C. G. G.

NAVAL AND MILITARY AERONAUTICS.

King Albert of Belgium and the D.F.C

It is reported from Brussels that the Duke of York will
visit Belgium early in the New Year to present to King
Albert the Distinguished Flying Cross 111 recognition of his
Military Flying during the War. In no case has the recipient
of a D.F.C. deserved it better.

NAVAL.

Admiralty Appointments
The following appoiuLments have been made : —
Sept. 24th.— Act Lieut— F B. Bingham, 10 Eagle, Sept. 22nd.
Sept. 28th.— Lieut. -Comdr.—H. H. G. Begbie, to Ganges, for Shotley

Barracks, in charge of new entries and the Kite Balloon Station,

Sept. 30th.

Oct. 4th — Commr.— D. Faviell, to Ark Royal, in command, on arrival
in England (undated).

Oct. 7th — Surgn. Cornmr.— A J. Wernet, M.B , to Furious, Oct. i8tb.

Commd Gunner— J Scott, to Ark Royal (undated).

Nov 5th. — Payr Mid— D. S. Wareham, to Eagle, Nov. 3rd.

Nov. 13th. — Engr. Lieut. H. Hargreaves, to Argus (Nov. 12th).

Nov. 22nd. — Payr. Lieut.-Cominr. — R. J. Cosway, to Argus (on recom-
missioning)

Payr. Lieut. — A. E- Beall, to Argus (on recommissioning) .

Nov. 27th. — Commd. Engr.— J R. Sunderland, to Ark Royal, Dec. 29th.

Dec. 4th. — Commd.'Engr. — J. W. Turner, to Argus (Dec. 29th).

Dec. 7th. — Commr. — J. C. Wauchope, to Argus (Dec. 15th).

Lieut. — F. S. Martin, to Furious (Dec. 31st).

Dec. 8th. — Lieut. — R. L- Stuart (act.), to Argus, on recommg. (Jan.
3rd).

Dec. 14th. — Lieut. — A. E. Hicks (act.), to Eagle (temp.), Dec. 17th.
Act. Wt. Engr. — VV. J. M. Paddon, to Argus (on recommg.).
Dec. 23rd. — Act. Lieut. — G. F. J. Gould, to Eagle, Dec. 31st.
Commd. Bosn. — H. R. Hicks, to Argus, on recommg., Jan. 13th.

AIR FORCE.
The Royal Air Force Cadet College.

The following are declared by the Civil Service Commis-
sioners to be the successful candidates at the competitive ex-
. animation held in November. 1920, for Cadetships at the •
Royal Air Force Cadet College ; but their admission is con-
ditional on their having passed the medical examination. A
table of marks will be sent to each candidate as soon as
possible : —

-*Gillmore, V. 0 10761 Cator, F. G 9375

Randle, G. H 9753 Carter, R. H 9374

Newall, J. S 9627 Nicholetts, G. E 8486

*Lewes, R

MacGre'gor, P. J

Fitzmaurice, M. J'

*Apthorp, D. F. A

*Goldsmid, F. F. R. ...
*Carter, N

8060
7955
7703
7258
7255
716,0

'■Tracy, J. McL 6718

Brown, R. C. J. H 6543

Sloan, W. J. P 5913

Burkinyoung, E. H. ... 5793

Jordan, R. B 5608

Nuttali, F. E L 5375

*Harris, F. S 5167

Fressanges, F. J 5052

Honorary King's Cadets who have Qualified.

Berridge, T. D 7201 Lyvvood, R. W. G. ... 5329

*Thes'e candidates have received marks for military efficiency.
100 Squadron R.A.F. Annual Dinner (1921).
A reunion dinner for officers and other ranks of 100 Squad-
ron, R.A.F. , will be held at the Hotel Russell, Russell Square,
Bloomsbury, on Friday, Jan. 21st, at 7.30 p.m. Price, 15s.
officers; 7s. 6d. other ranks; exclusive of chinks. Dress
optional.

Will those old members wishing to attend please com-
municate bv Jan. 4th, forwarding subscriptions, to Wing
Commander" M. G. Christie, C.M.G., D.S.O., M.C., Room
569, Empire House, Kingsway.

The R.A.F. Club.

The following notice appeared in the advertisement
columns of the Times on Dec. 28th : —

Having regard to the progress that has been made in build-
ing operations at 128, Piccadilly, it is hoped that it may be
possible to open this portion of the new Club House, including
40 bedrooms, members,' ladies,' and private dining-rooms, to-
gether with other public rooms, in the early sr.mmer of 1921,
providing no further delays are caused by unfoieseen circum-
stances.

R.A.F. Rugby.

On Dec. 27th the Harlequins beat the R.A.F. at Queen's
Club by three goals and three tries (24 points) to two (6
points). The following day (Tuesday) Leicester was met at
Leicester.

A Presentation.

A Le Rhone aero engine has been presented to Harrow
School in memory of Lieut. Melville Allen, R.F.C., who was
accidentally killed on March 21st, 1917, while flying.

MORE POSTAL VIEWS.

The follqwing letter was received from the General Post
Office, dated Nov. 15th, 1920 : — ,

"Sir, — With reference to your further letter of the 23rd
ultimo, I am directed by the Postmaster-General to state that,
according to information received from the German Post
Office, the Air Mail Service between Amsterdam and Copen-

hagen, like that between London and Amsterdam, was sus-
pended on the 1st instant for the winter months. When these
two services are resumed the question of using the service
from Amsterdam to Copenhagen in conjunction with the
service from London to Amsterdam for the transmission of
Air Mails from this country for Denmark and Scandinavia
will be borne in mind.

q6S

rhe Aeropiane

December. 29, 1920

"As regards the last paragraph of your letter, I am to in-
form you that the experience of this Office has shown that
the demand of the public in this country for Air Mail Services
is not at present sufficient to enable this Department to main-
tain without loss Air Services which the companies concerned
do not find it worth while to maintain for ordinary commer-
cial purposes.

"(Signed) D. Simon, for the Secretary."

With reference to the first paragraph, one can only hope
that the remaining air line will survive until "these two ser-
vices are resumed." It will certainly not be the fault of any
British Government Department if they do so. As regards the
last paragraph, the following letter was sent from this office
on Nov. 17th to the Secretary, the General Post Office : —

"Sir, — I have the honour to acknowledge your letter of Nov.
15th, reference number 211536/20. With regard to the last
paragraph I \enture to suggest that the Postal Department
can scarcely expect the public in this country to use the vari-
ous air postal lines when the existence of these lines and the
benefits of Air Mail Services is so skilfully hidden from the
public.

"I think you will admit that if public services of all kinds
waited for public demand they would never come into exist-
ence at all. In other cases, such as railways, motor 'buses,
parcel posts, end so forth, it is the supply which has created
the demand and not the demand which has created the supply.

"If Air Mail Services were established on an adequate scale
and were properly run, and if the public were informed as to
their existence, there would be but little difficulty in running
such air services without loss.

"My personal experience is that neither in Paris nor in
London are letters which arrived by the midday air mail de-
livered the same evening, consequently it is just as quick to
send them by train and bpat.

"Furthermore, owing to the inadequate way in which the
Press has been handled in communicating facts about air"
mails the vast majority of people in this country do not know
that air mails exist at all.

"Also the officials in the ordinary branch Post Offices are
either very badly supplied with information from head-
quarters, or are too unintelligent to realise that air mail busi-
ness is worth encouraging in the interests of the rebuilding
of British industry, for in no case have I yet discovered a
branch Post Office where any of the officials know anything
whatever about Air Mails.

"Moreover, it is only occasionally that one is able to obtain
the blue Air Mail stamps, without which apparently letters
marked AIR MAID are liable to considerable .delay in
despatch.

"I am given to understand that the Postmaster-General
personally is interested in Air Mail work and believes in it
as an aid to speeding up business communications. One can
only assume that the Postmaster-General is the only postal
official who is thus interested.

"It may be of interest to you to note that Germany is still
running with great success Air Mail Dines between Holland
c-nid various German towns. Thus the Germans, in spite of
their disorganised railways, maintain rapid commercial com-
munication with Holland, which we have deliberatelv sacri-
ficed."

C. G. G."

"ONES'=SKL\ ES."
The Staff of "The Aeroplane"
depicted by the untamed artist
who perpetrates this paper's
various artistic outrages. As
a matter of respect for the
long suffering readers, the said
artist has kindly refrained
from drawing the faces of the
Staff, and has contented him=
self with showihgup their
bodily and mental peculiari
ties as they appear to him. The
identity of each may be
gathered from the more or less
well known initials beneath the
sketches.

W. E. ds R. W.

k. B.

December 29, 1920

The Aeroplane

969

Points, Gnatttjds & Vc

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Specifications and/or Detail Descriptions are given of 347 aeroplanes, with
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970

The Aeroplane

December 29, 1920

COMMERCIAL AEMMMfflK

AND CIVIL AERIAL TRANSPORT. >

THE UNITED KINGDOM OF GREAT BRITAIN AND IRELAND.

CONTINENTAL ARRIVA

[The following table ot arrivals at and departures from' the
British Air Ports is compiled on the following system : —
First comes the initials of the Air Line; next the type of.
machine; next the international number of the machine: next
the ports of departure and destination: next the times of
departure and arrival; next the cargo, whether goods (G)
and for mails (M); next the number of passengers : and finally
the name of the pilot and number ot mechanics, if any.}

LS AND DEPARTURES.

ABBREVIATIONS.— N.L.A.— Nordiska Luftrederi Aktiebolaget ; MA.
— Messageries Aerieimes; I.A.L. — Instone Air Line; C.T. — Compagnie
Transaerienne; G. E- A. — Compagnie des Grands Express

Aeriens; S.N.ET.A — Syndicat National pour l'Etude des Trans-
ports Aeriens; P.L. — Fetters, Ltd.; Franeo-R.— Franco Roumauie;
M.W.T.C. — Marconi Wireiess Telegraph Company; H.P.T. — Handley
Page Trpnsport, Ltd.; HP. — Handley Page, Ltd., A.P.B — Air Post of
Banks; K.L-M. — Koninklijke Luchtvaart Maatsehappij ; B.A.C.— Bristol
Aeroplane Co.; L.A.S. — Leatherhead Air Services.
Where times are missing it is probably owing to Atrnospherics.

The London Terminal Aerodrome, Croydon. (Telephone: Purley 1 1 SO.)

DdCEMBEE 2Cth :
I.A.L. "Vimy," G-EASI, London-Paris, 12.28-15.35, G., 4, Barnard & 1.
M.A., Salmson, F-OCGT, London-Paris, 12.48—, Nil Nil, Mauler.
M.A., Salmson, F-CMAN, London-Paris, 12.52—, Nil, Nil, Charpentier.
M.A., Breguet, F-CMAf, Paris-Londony —13.27, G., Nil, Martel.
S.N.E.T.A., DH4, O-BABI, Brussels-London, —15.0s, G., Nil, Briere.
A.T.T., DH16, G-EASW, St. Inglevert-London, 14.00-15.05, Nil, Nil, Lines

DECEMBER 2 1st:
NIL.

DECEMBER 22nd :

M.A., Breguet, F-CMA1, London-Paris, 13 15-15.35

O-BABI, London-Brussels,

G.&M.
S8-35-13-25,

S.N.E.T.A., DH4,
Briere.

N.L-A., Sopwith, "Dove," G-EAFI, London-Stockholm, 15.30
Gosta Andree.

2, Martel.
G.&M., Nil,

Nil, Nil,

M.A., Breguet, F-CMAG, Paris-London, 10.40-14.42, G., Nil, Challoux.
I.A.L-, "Vimy," G-EASI, Paris-London, 12. 40-15. 4^, G., 2, Barnard & I
M.A., Spad, F-CMAY, Paris-London, 13. 10-15.47, G.&M., Nil, Le Sec.

DECEMBER 23rd :
NIL.

DECEMBER 24th :

NIL-
DECEMBER 25th:

M.A., Breguet, F-CMAG, London-Paris, 13.55—, Nil, Nil, Martel,
M.A., Spad, F-CMAY, London-Paris, 10.55-13.29, Nil, Nil, Le Sec.

DECEMBER 26th:

M.A., Breguet, F-CMAH, Paris-London, 10.53-13.30,
M.A., Breguet, F-CMAC, Paris-London, 12.25-15.07,

G., Nil, Le Men.
G., Nil, Charpentier.

The Air Port of Cricklewood. (Telephone: Hampstead 7500.)

DECEMBER 20th : DECEMBER 23rd:

H.P.T., DH4a, G-EAVL, London-Paris, 10.10, landed St. Inglevert, Nil, H.P.T., HP, G-EATK, London-Paris, 12.33, landedAbbeville, G.

Nil, D iCEMBER 24th :

DECEMBER 21st: NIL'

ATTT DECEMBER 25th :

NM<- NIL.

DECEMBER 22nd : DECEMBER 26th :

S.N.E.T.A., DH4, O-BATO, London-Brussels, —15.10, Nil, nil, . NIL.

Air Port Statistics.

CONTINENTAL

Machines :

Croydon 16 Cricklewood 3 Total 19

Personnel. — Passengers :

Croydon 8 Cricklewood 1 Total 9

Crews :

Croydon 14 Cricklewood 4 Total 18
Total Personnel 27

Inland Flying at Croydon.

Dec. 20th— M. A., Salmson, 1 test (Charpentier); M.W.T.C, DH6, 1
test (Lovell); L.A.S. DH6, Leatherhead return (Muir).
Dec. 2isc. — Nil. j

Dec. 22nd, — N.L-A. , Sopwith "Dove" from Wevbridge (Gosta Andree);
M.W.T.C., DH6, 2 tests (Lovell).
Dec. 23rd and 24th. — Nil.

Dec. 25th. — L.A.S., DH6, from Leatherhead, joy-riding (Muir).
Dec. 26th.— L-A.S., DH6, joyriding, and to Leatherhead (Muir).

The Air Port of Croydon.

Considering the time of year and the fact that it was
Christmas week, there has been quite a lot of work. Gosta
Andree, a Swedish pilot, flew over from Brooklands on
Wednesday on a Sopwith "Dove," en route for Stockholm.
He obtained Customs clearance and proceeded to Lympne,
whence he crossed to Belgium the following day. He is tak-
ing the machine to a Norwegian company. Quite a summery «
touch was added to the proceedings by the awakening of the
Instone "Vimy" which, aroused from its dormouse-like sleep,
leaped across to Paris on Monday and returned on Wednes-
day. Mr. Barnard was at the wheel.

Mr. Sam Lovell was handling the joy-stick of his "-'wire-
less" D.H.6 during the week, and with equal skill he handled
a hockey stick during the Christmas holidays.

A belated A. T. and T. machine came in from a forced
landing and a large number of French and Belgian machines
appeared. The papers are complaining that it is a gteat waste
of money to keep the aerodrome going for foieign companies
only, forgetting that every country must have its official air
port and that, incidentally, the air Customs duties form quite
a considerable revenue.

Mr. Muir was flying on the Leatherhead Aviation Services
D.H.6 during the Christmas holiday, carrying a considerable
number of passengers. One particularly wishes him and his
company success with their joy-riding during the New Year.

G. D.

The Airship Line.

It is understood that the following ships are bein,g refitted
and will shortly be re-issued, air lines for the use of, England
and Egypt between : — R.36, R-37, L-7i, L.64.

R.33 will be used for mooring out tests. Major E- W. Fuller
has been appointed C.A.T.O. at Pulham, and Major G. H.
Scott will be responsible for flying duties. The first experi-
ments will be carried out early in January.

Brooklands.

, On Wednesday, Dec. 22nd, Lieut. Andree, a Swedish pilot,
started from Brooklands on a flight to Stockholm in a Sop-
with "Dove" (100-h.p. Le Rhone). His time of departure
was approximately 11.30, and according to reports the
machine got away well. Lieut. Andree carried no passenger.
He headed for Croydon (Waddon) Aerodrome, where he would
obtain his clearance certificate, and intended visiting Lympne
Aerodrome before leaving England. He had only been stay-
ing at Weybridge for two days, while the machine was being-
"tuned up."

It is expected that the construction of the Viking Mark IV
will be commenced after Christinas, the drawings being
complete.

Captain Cockerell and Captain Broome, D.F.C., disguised
as golliwogs, attended a party which was given recently by
the heads of the Vickers (Brooklands) Works to the. children
of the employees, and presented Christmas gifts. Master
Leo Maxwell-Muller, son of the superintendent. Mr P. Mat-
well-Muller, was also similarly disguised Among those
present were Mr. and Mrs. 'P. Maxwell-Muller, Mr. A.
Knight (works manager), and Mr. and Mrs. Dunbar. This
party is given annually by the firm.

Further evidence of the fact that the employees are well
catered for on the social and recreative side is given by the
fact that in connection with the works there are men's foot-
ball and women's hockey clubs, cricket and other athletic
clubs, literary, musical, dramatic, and social clubs, and in
addition a well-equipped rifle range.

One continues to observe Armstrong-Whitworth F.K.Ss
being removed from Brooklands by road, bat nobody seems
to be informed as to their destination. The aerodiome ap-
pears to be an inexhaustable store for these machines.

, J- l'- S.

December 29, 1920 The Aeroplane

AIRCRAFT IN PARLIAMENT

HOUSE OF LORDS.
AIR NAVIGATION BILL.
Uu, Dec. 22nd the House considered the Commons' amendments to
the Air Navigation Bill.

LORD MONTAGU of BEAULIEU said he thought the time had
come when they should get the co-operation of Germany and Austria
extending international aviation. If we were to have a direct
route to India we must pass over those countries.

The MARQUESS of LONDONDERRY said the question was receiv-
ing very sympathetic consideration, but the noble lord was aware
that the view he had put forward was not universally held on the
Continent of Europe. However, the matter was continually before
those responsible for the Convention, and, while it was not possible
for the Government to hold out any hopes, everything possible was
being done. ,
The Commons' amendments were agreed to.

* * »

HOUSE OF COMMONS
Dec. 20th. — The following oral answer was given : —
ROYAL AIR FORCE-
^ Sir F. HALL • asked the Prime Minister what economy would be
effected by amalgamating the War and Air Services; and if, in view
of the urgent need for economy and the technical advantages of such
a course, the Government would appoint a Select Committee of the
House to go into the matter ?

971

The PRIME MINISTER, replying, said that the considered policy
of the Government is tc maintain a separate Air Service. The reason
for this could be fully discussed when the Air Estimates are pre-
sented next year.

Replying to interjections from Major-General Seely, the PRIME
MINISTER said that the matter of a separate Air Minister had been
fully discussed and that the Government did not take Quite the same
view as did the honourable member.

Major-General SEELY asked the Prime Minister to deny that the
Navy was seriously concerned with the lack of air power they got
under present arrangements. The PRIME MINISTER replied that
the First Lord of the Admiralty had expressed himself completelj
satisfied with the arrangements.

Major-General SEELY : On that point, I am sure the right hon.
Gentleman was not present at the Debate, at which the First Lord
of the Admiralty stated exactly the opposite, and said that it was a
temporary arrangement, which would not continue.

Mr. SPEAKER : No replies to Government answers are permitted
at Question Time

* * • *

Dec. jfitst. — The following written answei was given: —
R.A.F. (AERO ENGINES).

Mr. CHURCHILL, in reply to Capt. Bowyer, said : The approxi-
mate total cost of the engines taken delivery of since the Armistice is
pC 1 5,000,000. Engines of certain types have been retained for the use
of the Service, others have been disposed of to Dominion Governments
or handed over to the Disposal Board of the Ministry of Munitions.

The figure 14,800 is not that of the number of engines on order at
the time of the Armistice, which was much greater— it is the num-
ber which the contractors were allowed to complete under their con-
tracts. It is impossible to say how many of these engines had not
been commenced at the date of Armistice, but in every case the Liquida-
tion Committee of the Ministry of Munitions settled on the best terms
available, the number of engines to be completed, and the compensa-
tion to be paid for cancellations.

* * * 1

ROYAL ASSENT.
Dec. 23rd.^Mr. SPEAKER announced that the Royal Assent was
authorised to the Air Navigation Act, 1920.

CUNARD LINE

(The Line that holds all the Atlantic Records).

To UNITED STATES, CANADA, AUSTRALIA,
NEW ZEALAND, INDIA, JAPAN, CHINA.
Head Office: CUNARD BUILDING, L1YERP00L.

Offices and Agencies Everywhere.

Now Ready £1 Is. net

THE AEROPLANE
HANDBOOK

Edited by
A. J. SWIN ION, (Late R E.)

THE AEROPLANE HANDBOOK is intended to
provide a manual for the use of those who are
engaged in the design, manufacture and use of
aircraft.

CONTENTS

AEROPLANE AND AERONAUTICAL INSTRUMENTS. By CmpUin

A. F. C. Pollard, R.A.F.
STRENGTH CALCULATIONS.

GENERAL THEORY. By John Cas«, M.A., A.F R.Ae S.
MATHEMATICS. By John Cash, M A , A.F.R.Ae.S.
HIGH TENSILE STEEL WIRES AND CABLES. By Jos«PH WIUOK,
Dr. R.A.F.

ALLOWANCES FOR BENDING STEEL By Randolph F. Hall.
THE VIBRATIONS METHOD OF TUNING UP By Ingigniri Cablo

Maurilio Lerici.
AIRCRAFT TESTING.

WIRELESS TELEGRAPHY AS APPLIED TO AIRCRAFT. By R. D.
Bangav. ,

SPRAY PAINTING, VARNISHING, AND DOPING. By C. L. BURDICK.-

DOPE. By A. J. A. Wallace Barr. i

PATENTS AND PATENT LAW. By Arthur HUNT.

SPINNING. By George H Bettinson

AIR SPEED INDICATORS— THE PITOT TUBE. By Winslow H.

Herschsl.
METEOROLOGY.

GLUE- By Dr George F. Lull, U.S.A.
METRIC CONVERSION TABLES.

TABLES AND DATA (CONVERSION OF DEGREES TO RADIANS).
PERFORMANCE- By JOHN CASE, MA, AF.R A.eS.
A NOTE ON STABILITY By Captain W. Gordon Aston, A.F.R.Ae.S.,
A.M.I.A.E.

PROPELLERS. By E. P King, B.Sc. (Eng ), Lond. A M I.Mech E-

The AEROPLANE & GENERAL PUBLISHING, Co., Ltd.
61, CAREY STREET, W.C.2.

SHIPMENT OF

Aeroplanes, Acces sories, etc.

For Rates of Freight and Insurance to all parts of the
World, Sailing Dates, Etc.,

Telephone or write to\ —

McGregor, gow & holl4nd, Ltd.,

1 & 4, FENCHURCH AVENUE. E.C.3.

Telephone - - - 5304 Avenue.

Loading "Brokers and Agents for the principal
Steamship Lines.

To Clear ! Surplus ! !

THE Aeroplane finds the stock of new
books, such as " L'Aeronautique Pendant
La Guerre Mondiale" and "The Aero-
plane Handbook," pressing hard upon its avail'
able shelf and floor space. It therefore proposes
to give its readers the opportunity of relieving
the congestion by an offer of certain surplus
volumes at

One Third the Published Price.

The most beautiful of War Books was Captain Saundby's
" Flying Colours." Edition de luxe, £2 2s. Popular
Edition, 15s. The copies remaining of the Popular
Edition are now offered at 5s. each, plus 6d. postage.
Thj book makes a handsome present, and could not be
reproduced for double the money.

The most thrilling of War Boiks was Jacques Mortane's
"Special Missions of the Air," describing the
dropping of spies behind the German lines. It was
published at 3s. net, and is now offered at Is. net,
postage 4d.

The most amusing brochure on the Air Service was
"The Revelations of Hoy," published at Is. The
balance of the Second Edition is now offered at 6i.,
post free.

The Aeroplane & General Publishing Co., Ltd.,
61, CAREY STREET, LONDON, W.C.2.

972

The Aeroplane

December 29, 1920

INDEX TO ADVERTISERS

Accles & Pollock, Ltd. Front Cover & Back Cover

Armstrong Siddeley Motors, Ltd 949

Arrol-Johnstcn, Ltd. Front Cover

Auster, Ltd Front Cover

Beardmore Aero Engines, Ltd.

Bowden Brake Co., Ltd,, The

Bristol Aeroplane Co., Ltd.

Burberrys

Cellon, Ltd

The
Front Cover
... 572
... 966
... 966
... 969

uoan, K. w. ...

966

Cunard Line

... 97i

Davis Furnace Co., The

... 966

De Havilland Aircraft Co., Ltd., The..

... 965

Fairey Aviation Co., Ltd., The ...

•', — ;'953

Grahame-White Co., Ltd.

' .J- -972

Handlej Page, Ltd.

....-965.

Kodak, Ltd

961

Martinsyde, Ltd

- \ «• 959

McGregor, Gow, & Holland, Ltd.

. ./.y'97l

Metal Airscrew Co., Ltd

. Front Cover

\

New Pegamoid, Ltd. ... ' ... 972

Nieuport and General Aircraft Co., Ltd. ... 961

Pinchin, Johnson, & Co., Ltd 969

Roe, A. V., & Co., Ltd 950

Saunders, S. E., Ltd Inside Back Cover

" Shell " Marketing Co 957 \

Short Bros., Ltd Back Cover

Titanine, Ltd. Front Cover & Inside Front Cover

Vickers, Ltd 963

Westland Aircraft Works 954

Wilson Motor Co 949

MISCELLANEOUS ADVERTISEMENTS

SPECIAL PREPAID RATE : 18 words 2/- : Situations Wanted ONLY, 18 words 1/- : Id. per word alter TRADE ADVERTISEMENTS,
In these columns, 3 lines 5/- : i/-per line after. Public Announcements, Legal Notices, Auctions, Contracts, etc., 2/- per lino.
For the convenience of Advertisers, replies can be received at the offices of " THE AEROPLANE," 61, Carey St.. London. W.C.2.

PATENTS.

PAGE WHITE and VAUGHAN (late Page and
Rowlingson), Chartered Patent Agents (Consult-
ing Engineer, Mr. S. E. Page, A.M. Inst. CE-), 27,
Chancery Lane, London, W.C. Tel., 532 Central.

HENRY SKERRETT (H. N. Skerrett, A.I.A.E.,
A.I.Mech.E., Associate I. EE, Fellow of the
Chartered Institute of Patent Agents), Patents,
Designs and Trade Marks. — 24, Temple Row,
Birmingham.

ADVICE WITH HANDBOOK FREE- — B. T.
King, A.I.M E-, Registered Patent Agent, 165,
Queen Victoria Street, London.

STANLEY, POPPLEWELL AND CO., Patent
Agents and Consulting Engineers. Applications
for Patents attended to in all countries. — Jessel
Chambers, 88, Chancery Lane, W.C. 2. Telephone,

The Proprietors of Letters Patent No.
122427, referring to

" PROPELLERS "

desire to dispose of their patent or to
grant licences to interested parties on
reasonable terms with a view to the ade-
quate working of the patent in this
country. Inquiries should be addressed
to—

CRUIKSHANK & FAIR WEATHER,
65-66, Chancery Lane, London, W.C. 2.

MODELS.

FIRST-CLASS MODEL Petrol-motors and Castings
unique; interesting. List 3d. — Madison Motories,
Littleover, Derby.

SITUATION VACANT.

MALE ASSISTANT required for Aerodynamical
Laboratory ; good education, experience with deli-
cate instruments, wind channel work, testing
machines, etc., an advantage. State age, salary
and full details of experience, to Box No. 4,930,
The Aeroplane, 6r, Carey Street, W.C.2.

CONSULTING ENGINEER.

A. P. THURSTON, D.Sc.CLond.) Engineering,
M.I. A E-, A.M.I.M.E., F.R.Ae.S., Invention
Specialist and Consulting Engineer, 29, Southamp-
ton Buildings, W.C. 2.

WANTED.

STEEL TUBES, Brass Tubes, and Round-head

Machine Screws wanted. — Dugdills, Fails worth,
Manchester.

MISCELLANEOUS.

REPAIR WORK SPECIALISTS. — Skilled Riggers
and Mechanics sent to any part of the British
Isles to effect repairs. All types of machines. War
machines reconstructed for Civil Aviation. Esti-
mates on application. — Central Aircraft Co., 179,
High Road, Kilburn, London.

PUBLICATIONS.

BOOKS on Technical and all other Subjects.
Second hand and new at lowest prices. Sent on
approval. Catalogues free : mention require-
ments Books bought. — W. & G., Foyle, Ltd.,
121-125, Charing Cross Road, London, W.C. 2.

FOR SALE.

1920 ARMSTRONG-SI DD EL EY Chassis,
all extras. Delivery at once. Price £775. —
Box No. 4927, "The Aeroplane," 61, Carey
Street, W.C.2.

TRANSFERS— Firms requiring Transfers should
write to the makers.— A Bird and Co., Latimer
Street, Birmingham.

A FEW copies of the "History of 24 Squadron
R.A.F.," by Captain A. E- Illingworth and Major
V. A. H. Robeson, M.C., with a foreword by Air
Marshal Sir H. M. Trenchard, K.C.B.; D.S.O.,
may still be bought, price 16s.— The Aeroplane,
61, Carey Street, W.C. 2.

McCUDDEN'S FIVE YEARS IN THE R.F.C.
A few slightly soiled copies of this delightful
book (published at 7s. 6d. net) are available,
price 2s. 6d. — postage 9d. extra. Also a few
slightly soiled copies of Richthofen's RED AIR
FIGHTER fpubiished 3s. 6d. net) for is. 6d.—
postage 6d. extra. The two for 4s. 8d. post free. —
The Aeroplane, 61, Carey Street, W.C.2.

NURSAIRY RIMES — quaint verses by Major
D. C. M. Hume, R.A F., and quaint pictures by
H. R. Miller (published at 2s. 6d. net) is the best
form of Christmas greeting to send anyone in-
terested in Aviation. Copies will be sent post free
on receipt of is. 6d.— The Aeroplane, 61, Carey
Street, W.C. 2.

TRADE CARDS.

Read "L'AIR"

The Most Interesting of French Aviation Papers.

FOR SALE AT

"The Aeroplane" Publishing Office,
61. Carey Street, W.C.2. Price 6d.

PEGAMOID

BRAND

LEATHER CLOTH.

The Best Waterproof Covering for B airway, Train'
way, Aeroplane, Motor Boat, Cushions, Seats, etc.

factJrlar"T NEW PEGAMOID LIMITED, ttSSrFTtJfc

Telegrams— Pegamoid, Phone, London.
Telephone— City 9704 <2 lines). Cab es A B c 6th Edition and Private.

FOA BOWD£N CABl£S,
...... AND F/TT//VGS

THE BOWDEN BRAKE C?E?

TYSELEY BIRMINGHAM

GBAHAME- WHITE FLYING SCHOOL

First in 1909— aria. .First aver Since.

THOROUGH TUITION. COMPETITIVE FEES.

Full Particulars upon Application.

QRAHAME - WHITE COMPANY, LTD.,
London Aerodrome Hendon, M.W.o.

fj, -v Telegrams : " Va.fla.ne, Hyde, London."

yy\. Telephone : Kingsbury lie (J lines J.

Excellent Residential Accommodation at the London

%j> Aerodrome Hotel.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

December 29, 1920 The Aeroplane

111

rn The Finest Material yet evolved
J for Aircraft Construction is

J SAUNDERS

CONSUTA

Sewn PLYWOOD

\

a

1

i

" CONSUTA'; must not be confounded with ordinary plywood
— it is something infinitely superior. It is ideal for many
purposes and under circumstances where ordinary plywood
could not be used.

"CONSUTA," the Super- Plywood, is actually sewn together.
The layers are first cemented together with waterproof
material and then stitched through in parallel rows about
ij inches apart. This gives a rigidity and resilience unattain-
able by any other method. Weight for weight it is the
strongest material yet evolved.

" CONSUTA" is used for the cabins of the commercial type _
of Vickers "VIMY" bombers, entirely dispensing with the
use of cross bracing wires. It is now being used for the
whole covering of flying boats — the largest type yet built.
Its uses are limitless.

The sheets are made to any desired size or shape up to
8 feet wide by 60 feet long, and from J inch to ;§ inch thick,
thus eliminating waste in conversion.

Ask for our "CONSUTA" Booklet.

Patentees and Sole Manufacturers —

S. E. SAUNDERS, LTD.,

EAST COWES, I.O.W.

Telegrams : Telephone :

Consuta, East Cowes. Covves 193.

KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS.

The Aeroplane

December 29, 1920

Aircraft Constructors to Leading Governments of the World

All Metal

Aeroplanes and Seaplanes

Military

Naval

Patrol

Passenger

Postal

Goods

Short "Silver Streak" All Metal Aeroplane

Designers and Constructors of the first BRITISH All-Metal Aeroplane as
exhibited at the International Aero Exhibition at Olympia, July 1920

SHORT BROS. (Rochester & Bedford), LTD.

Seaplane Works, Rochester, Kent

'Phone: Chatham 627 'Grams: "Seaplanes Rochester"

London Office : Whitehall House, Charing Cross, S.W .
'Phone : Regent 378 'Grams : u Tested Phone London "

Printed for The Aeroplane and General Publishing Co., Ltd., by Bonner & Co., The Chancery Lane Press. Rolls Parage,
London; and Published by The Aeroplane and General Publishing Company, Ltd., at Union Bank Chambers,

61, Carey Street, London, W.C.

ADVERTISEMENT OFFICES, 61. CAREY STREET, \Y.C2.
EDITORIAL OFFICES, 175/ PICCADILLY. W.l.

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