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CO z w z , CO 2 I V 1.3 9 THE AEROPLANE- JULY 7, 1920. nun 2ND FORECAST OF THE AERO SHOW. IIIIUl^ Vol. XIX. No. 1. SPECIAL ISSUE Price 1/- Registered at the C P O. as a Newspaper. Arrol-Johnston Cars THE AERO WIND a SHIKUj THAT WAS PROVED BY WAR. AUSTER LIMITED 133, Long Acre, W C.2. 1-irmjnjihani : Crown Wks.. Barford St. D BEARDMORE AERO ENGINES The Original Non- Poisonous SHjE ADV El'. INSIDE. Weldless steel tubes for aircraft Construction Tube manipulation and presswork. SEE ADVERT. 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Kt ^SUPEBMARINE AVIATION ^KKS, U ESTABLISHFD 1912 f HBHBBBHBBBBBBBBBBilHBBBBSBEiHBBiiBBBIiHlHHElBBiBH No 27. s HEAD t Esse. WW. OFFICE I Canning Town. London, E^lj^ }7[7e deliver by our own lorries 50 miles round London, aud by vessel or truck to any port or station in the United Kingdom. BUILDING MATERIALS. "Y^/"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. (^ement, 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 " brand Paints and Distempers. ESTABLTSHFD 1857. a l H SAN K E Y & SON ,LT? Telephone : East 1061 . Ttfografht : Sanl^egt Canning Town. HEAD OFFICE:- Essex Wharf. Canning Town, London. E.16. BBBI3^P!Sn^»g§»BBlBBBBBBBBBBflBBBBBBHB&BB^BBBBflBBBBBBBBBHJHiB KINDLY MENTION " THE AEROPLANE) " WHEN CORRESPONDING WITH ADVERTISERS. 4 The Aeroplane July 7, 1920 AVRO COMMERCIAL TRIPLANE ALL-ROUND EFFICIENCY "THE Avro Commercial Triplane, fitted with a Siddeley Puma 230 H.P. engine. Particulars from : — A. V. ROE & CO , LIMITED. AVRO WORKS: Newton Heath, Manchester. LONDON OFFICE: 166, PICCADILLY, 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 - - Qtty 6794. Qable C'pher - " PI yer," 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 INBI.Y MENTION " THE AEROPLANE" WHEN CORRESPONDING WITH ADVERTISERS. JULY 7, 1920. THE EAERQMANE The Editorial Offices of "The Aeroplane" are at 175. Piccadilly, London, W.l Telegrap&ic Address: ■ Aileron, London." Telephone: Gerrard 5407. Accounts, and all correspondence relating to Publishing and Advertising, should be sent to the Registered Offices of xhe Aerjplane and General Publishing Co., Ltd., 61. Oarey 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.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 ; " Speedomet, London." 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. KINDLY MENTION " THE AEROPLANE " WHEN CORRESPONDING WITH ADVERTISERS. 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