Aviation

Hawke's Bay Tribune, Volume XX, Issue 221, 6 September 1930, Page 8

Aviation

News and Notes

(By

“Wing Tips.”)

A Nation’s Civil Aviation is a Measure of its Commercial Efficiency. The Empire is Handicapped by Air Ignorance—Help Us Conquer It I

WOMEN AVIATORS AND THE LONDON AEROPLANE CLUB.

It is worthy of remark that all the most famous woman pilots in the British Empire—if not in the world — graduated from the London Aeroplane Club. Lady Heath was the first woman to hold a “B“ license, entitling her to fly for hire or reward; Lady Bailey’s solo flight to the Cape via Egypt and back by the West Coast of Africa was the. longest and probably the most remarkable flight ever performed by a woman; Miss Winifred Spooner (also a “B” license pilot) is the holder of the Challenge Cup of the Society of British Aircraft Constructors, and the winner of many other prizes; and Miss Amy Johnson is the first woman to fly solo to India and Australia. All these learnt their flying and obtained their licenses with the London Aeroplane Club, which has produced more than 200 new pilots (including many women) since its ineorporatifln less than five years ago. In the fact that a start was made with only two Moth aircraft of the original low-powered type and a small shed for the accommodation of both aircraft and members, and that the financial assistnce from the Government has never exceeded £2OOO per ann annum, the results achieved are remarkable. This club, which was one of the pioneers of the Light Aeroplane Club movement in England, and which has now spread all over the world, now owns seven modern aircraft and a club-house, performs 3000 to 4000 hours’ flying per annum, provides flying facilities at £1 an hour for solo work, and each year has shown a steady increase in the scope of its activities.

Of course it is not meant to cite the working of the London Aeroplane Club as a pattern to those aeroplane clubs already formed in New Zealand. Where London has n vast population basis to work on and the cost of aircraft is considerably cheaper. New Zealand’s position is the reverse, because, first of all, wo have to import our ’planes and all accessories the wage basis for instruction and servicing is higher nil round, and a very small population to draw upon 'nr revenue purposes. Therefore it is found, by the active aero clubs so far formed in this country, that they cannot operate under 100 per cent, on the English solo rate of 20/- per hour, which in New Zealand is 40'. for chib members’ solo work per hour of flying.

» • • Speaking at the Imperial Press Conference in London recently, Mr F. Kerr (Canada) said that he was a director of a company in Canada tbt owned 50 aeroplanes, not one of which was British, because British manufacturers would nof meet the specifications required. This is hard to understand in many respects, yet I suppose Canada requires certain types of machines for operating over her difficult country and that the British manufacturers have not yet come to or won’t understand the requirements of that country. Here is a Canadian (a British ‘abject and perhaps a Britisher through and through) who knows that the British standard safety factor in construction is 8 to 1, yet his company has gone in for machines of, possibly, American manufacture whose safety factor is, if I remember rightly ,onlv 7 to 1. It might be said the American safety factor is calculated on a different basis of formula, which they claim to be equal, if not better than, the British standard of 8 to 1. This does not “go down” with the British and then idea of safety factor, and that if the reason why the air authorities of New Zealand make it hard for an American-made machine to obtain r license in this country unless it conforms to the British standard. New Zealand is a British cub and what goes with the Mother Country goes with her. If America s:v-s the British standard does not conform to their standard, and will pot ndnv-British-made machines into their country, then why should not Bn tain and her colonies put an embargo on American-made machines that do not conform to the British standard ? English manufacturers are not behind in modem aircraft construction. * • • Further to the foregoing the following reprint from “The Aeroplane,” which has just home to hand, should be interesting:— BRITISH COMPETITION IN CANADA. “In recent aviation news-notes from Canada, it is encouraging to

see. that the De Havillond Hawk Moth (Armstrong-Siddeley geared Lynx engine) is being well received in official circles there. A quantity of them have been ordered for allotment to the civil air operations ’■a’—h T),. ” e ruv mi ■ of Canada Ltd., are also sponsoring the Blackburn-Lineock, which is much liked by the R.C.A.F. officers who have flown it. Apart from these two machines al the new equipment of commercial companies seems to hail from the United States or elsewhere. The air mail from Winnipeg to Moose Jaw, operated by Western Canada Airways, Ltd., is now being flown with a new consolidated Fleetstcr six-passenger, all-metal aircraft with a Pratt and Whitney Hornet engine. It is alleged to have a top speed of 170 m.p.li. Speed is evidently a necessary specification where Canada is concerned if that country is to compete with the American airway companies. TWICE A CATERPILLAR. For the second time within three months, Pilot Officer J. Heber Percy, No. 43 (Fighter) Squadron, R.A.F.. Tangmere, has saved his life with the same Irvin air chute. Ou the first occasion, in April last, he escaped from a collision. The second escape occurred in Juno of this year whilst practising for the Royal Air Force display. Th© interesting question that arises from his experience and that of other airmen who escape with Irwin air chutes more than once is, should they receive a “bar’ ’to their Caterpillar Pin?’’ It will be remembered that I gave a description of the Caterpillar Club in this column recently. Last week-end showed what Hawke’s Bay weather can be like for this bracing time of the year. Many people took advantage of the beautiful sunshine and paid a visit to the ’drome at Longlands. The following persons were put through as joining members for the remaining part of the year and given their initial flight:—Messrs. Grace and Cuming, Dr. Bathgate, Mrs. Bathgate, and Miss Hardy-Gibson. Members were very keen at the ’drome last Sunday. The A pilots seemed to be in their element and putting in a lot of solo time. Perhaps the beautiful day accounted in some measure for their activities. The following club A pilots in turn flew the club’s machines:—Messrs. Brian Boys, Guy and Maurice Field, Gould, Barker, Nicholls, Chambers. A total of 5¾ solo flying hours was put in by the above.

The club is very pleased to see its old friend Mr. Nat Gould at the controls again. Judging by his performance he seems to have had a very happy and enjoyable spell in the air. Nat is an old war pilot and after all the intervening years has not lost for him that confident “feel of controls.” One and all would like to see “good old Nat” more often at the controls for he seems to be getting something of his old enthusiasm back again.

Another very enthusiastic pilot member of the club is Mr. Geo. Nicholls, of Gisborne. He is another old war bird and even now, though he is well settled into civil life again, he is full of that spirit which goes a long way towards making flying popular and bringing the club to a successful issue in Hawke’s Bay. • * I wish a few more of our club members would take, “George” as a pattern, for though they have the flying faciities right at their front door as it were, still little is seen of them. George has to come all the way from Gisborne by car to get in his flying. It seems to me that those most handicapped are the most enthusiastic members. George is one. and the Hawke’s Bay and East Coast Aero Club is proud of the fact. # * * The local club’s three machines are in excellent order and their good performance in the air is remarked upon by all the club’s pilots who are in that position of being able to fly them, without infringement of the club’s rules. It might also be said that it is pleasing to see a marked semblance of order and tidiness in the club hangar, and the credit for this is due our ground engineer. Hawke’s Bay’s population is well sprinkled with old “war birds.” Some have settled right back into civil life again and—yes—into oblivion. Flight Lieutenant Phil Fowler, as far as this district is concerned, is one who has not lost his identity. As proof

of this the N.Z. Defence Department (Air Branch) has recently gazetted the promotion list and reorganisation of the N.Z. air forces. Four squadrons have now been formed in the N.Z. territorial air forces, and four squadron leaders have been appointed. The H.B. Aero Club have every reason to be proud that promotion has come to one of its members. Congratulations to Squadron-Leader Phil Fowler on his attainment to that rank. Squadron-Leader Fowler’s command centre will be Dunedin, but as far as I can ascertain I do not think it will be incumbent on him to take up his abode there for at least some time.