94

FLIGHT.

AUGUST 4,

1938.

" Flight " photograph.

C.A.G. PROTOTYPE : The open-cockpit version of the new D.H. Moth Minor, some preliminary details of which are given on page 97. Its form will be familiar to regular Hatfield visitors, since this and a cabin version has been in and out of the air for the past year. From its inception the D.H. 94 has been the special interest of Capt. Geoffrey de Havilland himself, and, with the " Air Guard scheme in action, it will now have its chance. speed of 200 m.p.h., carrying 20 passengers from London to Berlin non-stop. The long view was indicated by Capt. Balfour's reference to a general specification for a fourengined all-metal landplane of 70,000 lb. gross weight intended for high-speed long-range flights, one version to fly at 10,000 ft. and the other at 25,000 ft., the latter at 275 m.p.h. This is the first official intimation that work on pressure cabins is to be taken seriously. The announcement must be welcomed for its proof of a desire in official circles to get going in real earnest, and it is good news indeed to learn that "instructions to proceed have already been placed by the Air Ministry for the production of prototypes of both versions." Originally there was a tendency, among British designers, expressed during the discussion of Professor Younger's paper some months ago, to doubt the value of high-altitude flying and pressure cabins. We did not share that doubt, or rather we expressed the opinion that pressure cabins would be forced upon operating companies by the passengers' demand for cabins in which changes of altitude did not result in distressing pains in the ears. If we may be permitted to be slightly facetious about, such a serious subject, we would say that although high-altitude aircraft may give the designers a pain in the neck, they will save the passengers a pain in the ear. Even if the Under-Secretary of State for Air should prove a little optimistic in his hope of '' production by the summer of 1940," it is good news indeed to learn that something tangible is being done. It is to be hoped that 70,000 lb. gross weight is not regarded by the Air Ministry as the limit in size. Other nations have drawn up plans for even larger aircraft.

Less Comprehensible

F one can sincerely applaud the energy with which the question of suitable civil aircraft is being attacked by the Air Ministry, it is less easy to follow its reasons in the matter of the Empire Air Base on the South Coast. Last Thursday the Southampton Harbour Board announced, after its meeting, that Southampton Water was to be the permanent base for the Empire flying boat service, and next morning Capt. Balfour confirmed in the House that it had been decided to establish the base in Southampton Water. The stretch of sea (and mud) which is to form the take-off and alighting area is a mile long and 1,200 ft. wide, and is situated off Netley, i.e., on the eastern side of the main channel. It is, in fact, approximately the area which has been used temporarily by the Empire flying boats, but will be dredged to make it usable at other than high tide. Flight has on more than one occasion expressed doubts as to the suitability of Southampton Water. Its general direction is from north-west -o south-east, while the prevailing winds are from south-west. In other words, the prevailing winds will blow across rather than along the selected stretch of water. It is to be expected that the large, heavily loaded flying boats of the future will need all of a mile run, and the intensity of shipping in Southampton Water is such t h a t it may well interfere with the manoeuvres of flying boats; and, of course, the other way about. Another objection seems to be that with the slipways and sheds on the Hythe side of Southampton Water and the take-off area on the Netley side, machines will have