The Origins of Airmail in CHINA & HONGKONG 1919 – 1922 Copyright Lawrence Bestow 2012
Introduction We may take as a convenient starting point for this account of the origin of airmail in China, the Convention for the Regulation of Aerial Navigation in Paris on October 13th 1919. The preamble to the Convention sets out its purpose - “The United States of America, Belgium, Bolivia, Brazil, the British Empire, China, Cuba, Ecuador, France, Greece, Guatemala, Haiti, the Hedjaz, Honduras, Italy, Japan, Liberia, Nicaragua, Panama, Peru, Poland, Portugal, Roumania, the Serb-Croat-Slovene State, Siam, Czecho-Slovakia and Uruguay, Recognising the progress of aerial navigation, and that the establishment of regulations of universal application will be to the interest of all; Appreciating the necessity of an early agreement upon certain principles and rules calculated to prevent controversy; Desiring to encourage the peaceful intercourse of nations by aerial communication; Have determined for these purposes to conclude a Convention...” Article 2 of the Convention states - “Each contracting State undertakes in time of peace to accord freedom of innocent passage above its territory to the aircraft of the other contracting States, provided that the conditions laid down in the present Convention are observed. Regulations made by a contracting State as to the admission over its territory of the aircraft of the other contracting States shall be applied without distinction of nationality.” The President of the Chinese Republic appointed Mr Vikyiun Wellington Koo, Envoy extraordinary and Minister Plenipotentiary of China at Washington to sign the Convention on behalf of the Republic. Thus the framework of international cooperation so essential to airmail was agreed in Paris. The account of events following the Paris Convention which follows can be relied upon as accurate because it is taken from the files of the British Air Ministry.
DECEMBER 1919 Lieutenant Bianchetti, an officer of the Italian Air Forces, arrived in Canton as an advance guard of a number of fellow officers who are reported to be on their way to China with their machines. Their proposed plans are to conduct an air service on the Coast from Canton and Hongkong to Shanghai. Lieutenant Bianchetti is understood to have negotiated with the local Government for the grant of an area for the formation of an aerodrome. The most suitable sites would be the East Parade Ground or some little cultivated areas near the foot hills of the White Cloud Mountain. These however were refused on the ground that they were too near the White Cloud Mountain fortifications and Shaho barracks, and instead he was offered a large field, until recently under paddy, some eight miles down river from Canton. In many respects it is quite suitable as an aerodrome, and a pagoda standing near gives its position. It has however one serious defect which makes it useless for a part of the year. It lies along the river bank and is below the normal high water level, so that after heavy rain or in the event of a flood occurring it would be flooded to a considerable depth. At Macao Mr. C.E. Ricou, a French citizen and Manager of the Macao Electric Light Company, has formed a company for the purpose of conducting a seaplane service to Hongkong and Canton from Macao, and perhaps ultimately to Shanghai and Indo-China. The Company has the support of the Governor of Macao who has granted it every possible facility. Mr. Ricou hopes to obtain equally wholehearted support from the Governments of Hongkong and Canton. As regards the former’s policy nothing is known. The Canton Authorities on being approached semi-officially stated that “the matter was one of moment which must be discussed slowly, and that in any case the disturbed state of affairs in military circles precluded permission being given to the institution of air services to Canton at the present time.” It is possible however that were the matter taken up strongly some concession would be made. At present Mr. Ricou has only one Curtiss seaplane with which he has made a few flights, but the following machines are expected shortly: 5 Curtiss H.16 Flying Boats; 2 Curtiss HS.2 Flying Boats with wireless equipment; 3 Aeromarine 39 S. pontoon aeroplanes and one Boeing Seaplane together with a large supply of spare parts. They are being shipped by the Guy T. Slaughter Company of San Francisco who have selected pilots. (22/4/20. These machines have now arrived, some in a damaged condition.) The staff in Macao at present consists of Mr. L.A. Scotchmer, an engineering superintendent of the Curtiss Factory; five pilots and five skilled mechanics. Mr. Ricou himself served in the French aviation corps during the war. It was recently stated in the local press that there were some 20 Chinese aviators and mechanics in Canton but that they had all sought employment in local engineering works. The engines of one or two old aeroplanes imported by Tom Gunn some time ago are stated to have been put into certain fast motorboats owned by the Treasurer and others.
19 MARCH 1920 Report to Comptroller-General, Department of Overseas Trade, London. From the British Commercial Secretary, Hongkong. Provisional Starting and Landing Places – Aeroplanes. The rugged nature of the country, both on the island of Hong Kong and in the New Territory would render the provision of starting and landing places for aeroplanes extremely difficult. I understand that Colonel Smallwood, the representative in China of the Handley Page Company, who recently visited the Colony, was very unfavourably impressed with local conditions in this respect. Provisional Starting and Landing Places – Seaplanes. As regards seaplanes the position is much better, the harbour affording ample space for starting and landing. The selection of a Seaplane Base affording adequate protection from the typhoons and other violent storms which are not uncommon in this region at certain seasons would, however, be a far from easy problem and would demand very careful investigation by experts. Existing Air Services. None. Prospects for Air Services for Mail or Passenger Traffic. The prospect of deriving a substantial revenue from air mail services having Hong Kong as their base is far from favourable. Even in the case of the most promising route, that from Hong Kong to Shanghai, I am informed by the Postmaster General of this Colony that the total volume of mail matter originating in Hong Kong and destined for Shanghai and North China is not much in excess of 400lbs. weight per week, and that the bulk of this mail is certainly not of a nature to bear any large additional fee for despatch by aeroplane. It is true that telegraphic delays and the lack of a longdistance telephone are arguments in favour of an air mail service between the above ports, but as most of the important firms in this country run their business in North and South China more or less independently, the Shanghai office controlling the former and the office in Hong Kong the latter, the volume of trade correspondence passing between the two ports is neither very great nor, as a rule, of a very urgent nature. As regards Chinese ports nearer to Hong Kong, the amount of mail likely to be carried at the relatively high rates that would necessarily be charged would, in the opinion of the Postmaster General, be negligible. As regards the conveyance of passengers, I find a good deal of scepticism amongst business men here as to the likelihood, under present conditions and until more confidence in the safety of air travel has been established, of any considerable and steady traffic on the longer routes, such as that between Hong Kong and Shanghai. In the case of short journeys, such as that referred to in the following
section between Hong Kong, Macao and Canton, it is generally believed that until the novelty of the experience had worn off or until some serious accident should unfortunately occur, aeroplanes or seaplanes might very probably secure a good deal of patronage from the public merely as a form of pleasure trip. From a business and utilitarian point of view however, it seems very doubtful whether under the trading conditions now existing in this area there is any real demand for air services either as mail or passenger carriers, and I would venture to express the opinion that until these conditions alter very materially, the successful development, as a commercial enterprise, of aerial transport in South China is mainly dependent upon the possibility of organising aeroplane or seaplane services for the carriage of light but valuable cargo. New Air Routes Projected. The only project likely to be put into immediate operation is one for an air service between Hong Kong, Macao and Canton, organised by a French citizen, Monsieur C.F. Ricou, Manager of the Macao Electric Light Company, in co-operation with the Curtis Company of the United States. The promoters of the above scheme have notified the Hong Kong Government of their intention to apply for registration, under the Hong Kong Ordinances, of a Limited Company to be known as the “Macao (Canton & Hong Kong) Aerial Transport Company Limited”, with a Capital of Hong Kong $50,000 in 5000 shares of $10 each, for the purpose of operating seaplane services for passengers, cargo and mails between the ports above-mentioned, with the possibility of subsequently extending the service to Shanghai, via Swatow, Amoy and Foochow. No formal application for registration of the above company has, however, yet been made to the Registrar. The sum mentioned above as the Capital of the projected Company would obviously be entirely inadequate to meet even the very heavy initial outlay, and must be regarded as a merely nominal figure. The Hong Kong Government has not been asked to accord any special rights or privileges to the above enterprise, and would not, I feel sure, be disposed to do so. I understand, however, that pending the receipt of instructions as to the general policy of His Majesty’s Government in the matter of aviation, the Colonial authorities will not raise objections to the passage of seaplanes (subject to certain conditions) between Hong Kong and Macao. One Curtiss seaplane for the use of the above Company has already arrived at Macao, and others are reported to be en route. I am also informed confidentially that the Company has just ordered a powerful motor launch, as seaplane tender, from a well known British engineering firm at a cost of £2,500 and that the purchase of three similar vessels from the same firm has also been discussed. Eighteen American aviators have passed through Hong Kong on their way to Macao, so it is expected that a commencement of the service will shortly be attempted. The prospects of its success, as a commercial undertaking, are regarded by business men in Hong Kong as being far from promising. I gather however from information supplied to me by a gentleman well acquainted with Monsieur Ricou that the promoters regard their present enterprise mainly in the light of an experiment, and that if the scheme should be found at all workable in practice the main interests of the Company would
probably be transferred to Shanghai with a view to instituting services between that port, Hankow and Hong Kong. In addition to the above scheme, communications have been addressed to the Colonial Government with regard to the following projects: 1) From Messrs. Spalding & Co., Calcutta, regarding a suggested Aerial Mail and Passenger service between Calcutta, Colombo and Hong Kong. 2) From Messrs. Jardine Matheson & Co. Ltd., acting on behalf of undisclosed manufacturers in the United Kingdom, relative to a service between Hong Kong and Shanghai. 3) From Mr. A. Collins representing the Docal Co., Shanghai, suggesting the conclusion of arrangements for an aerial mail service between that port and Hong Kong. Mr. Collins is described as a British subject, but although the nationality of the Docal Company is not stated, it would appear probable, from the fact that it announces its intention of procuring aeroplanes from the United States, that it is an American concern. No details are available with regard to any of the above schemes, nor have any proposals been put forward in concrete form, and the Colonial Government has not committed itself to any expression of opinion on the subject, pending the receipt of instructions from His Majesty’s Government, to whom the whole question has been referred. It is requested that the information in this section, having been mainly furnished to me by the Colonial authorities, may be regarded as confidential. Aerodromes available for Commercial Aviation. None. Type of Soil at Aerodromes and Auxiliary Landing Places. The soil throughout the Colony is, speaking generally, alluvial in the valleys and broken or fissured rock on the upper levels, overlaid with decomposed granite. Factories Capable of Repairing Damaged Aircraft. None. Skilled Labour. Skilled Chinese wood-workers and mechanics of the type employed in ship-yards and factories are readily procurable, but the delicate nature of the work involved in dealing with aircraft would necessitate very careful supervision by European experts. Approximate Cost of Skilled Labour.
The wages of high-class Chinese mechanics of the above description would be about $1 to $1.50 per day. Special Limitations as to Working Hours. None. Air Pilots. None. Vermin Fungoid or other Parasitic Pests. White ants and cockroaches abound in Hong Kong and are extremely destructive. I am informed by a Civil engineer having a long experience of the Colony that whilst various preservatives are used to mitigate the ravages of these pests, none have been found entirely effective. Missions from Foreign Countries None. Agreements under Negotiation with Foreign Governments or Foreign Aviation Firms. None. Aircraft Competitions and Exhibitions. None. Regulations Legislation or Treaties and Areas Prohibited to Civilian Aircraft. No regulations have yet been formulated, nor have any prohibited areas been defined, pending the receipt of instructions from His Majesty’s Government to whom the whole question has been referred. Feeling with Regard to British Competition. Being a British Crown Colony it may safely be presumed that British firms interested in aviation will receive all possible assistance from the Colonial Authorities. General. No remarks.
As regards the questions relating to topographical and meteorological features of this district in relation to its suitability for aviation, full information may be obtained from the series of “Observations and Researches at the Hong Kong Observatory, 1884-1912”, and from the appendices to the “Monthly Meteorological Bulletin and Administration Reports of the Royal Observatory, Hong Kong”, since that date. A complete set of these volumes cannot be procured here, but I am informed that they may be consulted at any of the following public institutions in London: The Meteorological Office The Royal Meteorological Society The Hydrographic Office, Admiralty The Royal Observatory, Greenwich (Signed) H.J. Brett Commercial Secretary of Legation.
7 FEBRUARY 1920 Colonial Secretary’s Office Hong Kong. 14th. February 1920. No. 496/1019. JOHNSON, STOKES & MASTER. Solicitors and Notaries. Prince’s Buildings, Ice House Street, Hong Kong. The Hon. The Colonial Secretary. Sir, We have the honour to inform you that we are acting for Mons. Charles E. Ricou of Macao and Hong Kong, who is about to form a Company to be called “The Macao (Canton and Hong Kong) Aerial Transport Company Ltd.” to establish, maintain and work lines of aerial conveyances by Seaplane between Macao, Canton and Hong Kong and possibly between those places and Shanghai via Swatow, Amoy and Foochow. It is intended that the Seaplanes should carry passengers, cargo and mails, the latter under conditions (so far as Hong Kong is concerned) to be imposed by your Government. The Company will be a public company registered under the Companies Ordinances of Hong Kong and will have a capital of $50,000 divided into 5,000 shares of $10 each. Messrs. C.E. Ricou and Co. will be the General Managers and will subscribe half the Capital - the remainder of the capital will be offered to the public for subscription. We are informed that Mons. Ricou had a tentative interview with the Assistant Colonial Secretary in December last, and understood that it might be possible for your Government to grant permission to a Company to be formed by him to operate seaplanes between the places indicated provided the Naval Authorities had no objection to the project, and he accordingly approached the Commodore and understood that the Naval Authorities would have no objection to the Seaplanes landing in and departing from the waters of the Colony. Our Client has now instructed us to request your Government to give him and the Company permission to operate Seaplanes in and from the Colony of Hong Kong with permission to land in the waters of the Colony and to depart from such waters; also for permission to carry passengers, cargo and mails on such seaplanes, and he would wish to know under what conditions mails would be allowed to be carried by him from Hong Kong to the places indicated above and from the places indicated above to Hong Kong. A Curtis Seaplane is about to arrive in the Colony on board the S.S. “Korea Maru” on the 10th instant. Mons. Ricou wishes to take delivery of it in Hong Kong from that steamer and to fly it from Hong Kong to Macao. He will be glad if he may have the Import permit to import the Seaplane with permission to fly the Seaplane from Hong Kong to Macao and vice versa in experimental flights. We have, etc., (Signed) Johnson, Stokes and Master.
Sir, I am directed to forward for the consideration of his Excellency the General Officer Commanding the Troops, the enclosed copy of a letter from Messrs. Johnson, Stokes and Masters on the subject of a proposed establishment of a seaplane service from Hong Kong. Stringent regulations would require to be made as to routes and landing places to avoid danger to shipping and to enable the Police to supervise the passengers and goods carried. I am to enquire whether the Military authorities have any objections to the scheme and what further conditions they consider would be required. I am, Sir, Your obedient Servant, (Signed) Claude Severn, Colonial Secretary. The General Staff Officer.
9 MARCH 1920 Head Quarters, China Command, Hong Kong. 9th March 1920. Sir, With reference to your letter No. 496/1019 dated 14th February 1920, regarding the formation of a commercial seaplane service, I am directed to say in reply that while in sympathy with the project of establishing commercial flying, the General Officer Commanding is bound by the principle that aircraft may not fly over defended areas. In putting this principle into practise, the General Officer Commanding considers that the matter is one of definition of the phrase “flying over”. The construction he puts on the phrase is that aircraft should not be afforded (within reasonable limits) better opportunities of observing or photographing defences than those obtaining before the introduction of movement by air. It is therefore, in his opinion, desirable to establish certain restrictions which he believes will be in accord with probable civil regulations as regards routes and landing places. The proposed regulations are outlined in the attached schedule. In suggesting the regulations he wishes me to lay stress on his desire merely to state what in his opinion aircraft may not do, rather than laying down what they should do. I am to emphasise that these regulations should be considered as temporary only pending more definite instructions from War Office and that they do not refer to aircraft other than commercial seaplanes. No doubt opportunity will be available to reconsider this question at a later date should it arise. The delay in replying is regretted. I am, Sir, Your obedient Servant, (Signed) R.M. Crosse, Lt. Colonel, General Staff, China Command.
Response of Air Ministry: The Regulations proposed by the China Command are put forward with a view to the prevention of espionage. The possibilities of commercial aviation from this aspect were discussed with the War Office, Admiralty and Ministry of Munitions last year, when the War Office agreed with our view that more accurate information was obtainable by other means and that the amount of information resulting from aerial espionage was not such as would justify the elaborate organisation necessary to discover and prevent such action. The Ministry of Munitions concurred in this view, though they laid stress on the separate question of danger involved in flying over explosive factories. The Admiralty concurred in so far as complete prohibition over certain areas was concerned but desired a partial prohibition – flying not permitted below 6000 ft – over a limited number of areas. Prevention of such an offence is not practicable, but proof of a clear case is simple if the machine has been identified with the naked eye – the registration marks on existing types of aircraft not being so legible above about 4500 ft. When the configuration of the land at Hong Kong is considered, it may be seen that by the establishment of certain observation posts, proof of flying above 150 ft on the Northern side of the island could readily be obtained. SCHEDULE Proposed Heads of Regulations for the Governing of the Movement of Aircraft within the Colony of Hong Kong. 1. OBJECT. To prevent observation or photography of Defences. 2. Certain areas will be termed prohibited areas (aircraft). Flying over these areas is prohibited. 3. Two boundary lines, Yellow and Red, are given. Aircraft shall not be at a height greater than 2,000 feet above sea-level within the Yellow boundary line. Aircraft shall not be at a height greater than 150 feet above sea level within the Red boundary line. 4. Should such aircraft be found to have infringed these regulations, the penalty shall be ............. The onus of proof shall lie with the aircraft.
It would not easily be practicable, however, to obtain proof of flying above 2000 ft. in the area between the yellow and red lines. It is considered that no adequate return would be received for the expenditure involved in the establishment of the observation posts referred to above, and indeed that no useful end would be served by establishing prohibited areas –whether complete or partial – in such a case as this. If you concur in he above and inform War Office accordingly, it is understood that the question will be referred to the Overseas Defence Committee with a view to obtaining a ruling which would cover any similar cases arising in the future. CGCA 23.6.20 Further Response of Air Ministry: 1. The question of espionage from aircraft was discussed between the Services in 1919. It was generally agreed that, while it is difficult or even impossible to ensure that civil aviation shall not prejudice the secrets of fortifications to some degree, other methods of espionage were surer and more accurate. Prohibited areas in the absolute sense were consequently abolished though certain areas were not to be flown over at a less height than 6,000 feet. This provision would make observation slightly less easy but at the same time it was drafted with a view to obviating danger from forced landings. 2. G.O.C. Hong Kong is no doubt unaware of these decisions. When informed of them he will probably model his policy on the lines of that adopted at Home. Possibly the O.D. Committee could advise local authorities on this subject. 3. As regards the particular measures proposed for Hong Kong, the Air Staff offer the following comments: a) The regulations are somewhat complicated and the distance between the yellow and red lines is insufficient to account for the differentiation made between them. b) The rules are unduly strict in that within the red line there are any number of ground observation posts at greater heights than those to which seaplanes are restricted. This is inconsistent, since telescopes and other instruments can be used more readily from the ground than from aircraft. c) Not only are aircraft flying at a height of 150 feet over a crowded harbour dangerous to shipping, but such extreme low flying is impossible under any conditions. d) Wind currents at Hong Kong are likely to be such that low flying will be very undesirable; lighter than air craft in particular would be most unduly tossed about.
4. It is suggested that if any regulations are required they should take the form of demarcating certain lines of approach and specifying certain alighting areas. Wing Commander, for D.O.I. 1.7.20 8 APRIL 1920 HONGKONG ANSWERS TO QUESTIONNAIRE Provisional Starting and Landing Places – Seaplanes. Excellent anchorages for flying boats all round the Island and the Canton River as far as Macao. Existing Air Services. Air Service starting here consisting of Curtiss Flying Boats H.16. English Company in name but majority of capital is French and Portuguese and it is little influenced by British money. Prospects for Air Services for Mail or Passenger Traffic. Excellent prospects of running flying boats service for mail and passenger traffic. River boat is the only means of communication up to now and services can be made very quickly by air. New Air Routes Projected. Macao Aerial Transport Company contemplate running to Shanghai and already have sheltered water mooring stations at Swatow, Amoy, Foochow; also at Macao there are sheltered water stations and workshops. Hangars are being erected. Good accommodation is available at this place. Factories Capable of Repairing Damaged Aircraft. Factories exist at Macao and in my opinion Chinese labour can be had very cheaply and they can soon be taught sail making and carpentry and should make very good riggers and fitters. (We had some experience of these Chinese riggers and fitters in Mesopotamia and we found them excellent.) Factories exist which can easily be adapted for all classes of aviation work.
Missions from Foreign Countries. No foreign missions exist at the present moment, but there are Italian machines and pilots at Shanghai and I should think it is likely that they would attempt to get in here before long. I do not think that they will have such a good reception or chance of success as we should. The majority of business people here seem keen on British machines and pilots in their services. Aircraft Competitions and Exhibitions. The only sort of thing in this line is the Rome-Tokio flight for which a general base is being made in Shanghai. General. At the present moment the British Government in Hongkong seems to be particularly apathetic over all aviation matters and I think a good hint or suggestion from the Air Ministry will help things a good deal here. It has taken three weeks to get permission for one machine to fly and then it had to be towed outside the three mile limit before it was allowed to start. If this sort of thing is allowed to go on it would kill any attempts at aviation in the Colony. 12 APRIL 1920 FRENCH AVIATION IN CHINA The fact that France is interested in Far Eastern Aviation is given prominence in the “Journal de Pekin” in issue of 11th April 1920. After explaining that French airmen were the first in China, and that it was under their instruction that the Chinese made their first attempt to become aviators, the paper goes on to outline a scheme for an aerial flight from Haiphong to Pekin. This is mainly due to the energy of Captain Roques, the French Military Attaché. The contemplated flight will follow the following route:- Haiphong - Canton - Foochow - Shanghai - Tsingtao - Tientsin - Pekin. The machines will be of the hydroplane type and will make a daily distance of seven hundred kilometres; three hundred in the morning and four hundred in the afternoon. It is planned that the machines shall give demonstrations at Canton, Shanghai and Pekin. The fact that French aviators who gained such great fame in their daring flights and manoeuvres over the enemy lines in Europe are coming to China to show their prowess is a matter of interest to all, and particularly to the Chinese who are just awakening to the value of aviation, not only from a military point of view, but as a commercial enterprise. French aviators have been very successful in teaching the Japanese the art of flying, and it will be pleasing to see their colours among those who are already demonstrating in Pekin. Every good wish will follow this attempt of the French Colonial Aviation Bureau to carry out this projected flight. (Pekin and Tientsin Times)
1 MAY 1920 BRITISH AEROPLANES IN PEKING Captain Mackenzie, accompanied by Mr. K.Y. Wei, made a successful flight from Peking to Tientsin yesterday, making the journey on both occasions in the good time of forty-five minutes. The pilot landed first outside the race-course, but took off and grounded beautifully in the race-course, to the evident enjoyment of many spectators. The return journey was commenced at 6.30p.m., but before leaving the city, the Avro was made to perform a graceful nose dive. Peking was reached in safety just after seven o’clock. (Reuter) 7 MAY 1920 A Handley-Page aeroplane, coming from Peking, landed on the race-course this morning. The machine was carrying fourteen passengers: Mr. Beilby Alston, Mr. A. Rose the British Commercial Attaché, Mr. Barson and son, Mr. S.F. Bayers, Mr. Tyler, Mr. Woodhead editor of the “Peking and Tientsin Times”, Mr. G.S. Cruikshank, Mr. C. Tonkin, Mr. Henning, Mr. Ridge and three Chinese. Captain Mackenzie was the pilot. The British Minister was received by the Chairman of the Race Club. (Reuter Tientsin) The Handley Page aeroplane which accomplished the first aerial mail flight in China by flying from Peking to Tientsin this morning, returned to Peking this afternoon. The flight occupied an hour each way. (Reuter Peking) 10 MAY 1920 AVIATION IN SHANGHAI The first local company to take definite steps to further aviation in China is the Central Garage Company, the management announcing that plans had been made for the importation within a few months of several Avro planes, the starting of a passenger flight service and the purchase of a landing field to be available for owners of machines purchased from the company.
The garage will have a separate aeronautical department which will be headed by Mr. J. Dymond, former pilot instructor in the British Army, who was an instructor at the famous Gosport School of Special Flying, and during the war was a member of the 85 squadron organised by Major Bishop the Canadian VC to oppose Baron von Richthofen’s circus. When the planes arrive, Mr. Dymond will conduct parties of five in larger machines and will demonstrate smaller types. The first machines are expected to arrive here within three months. Possibilities for commercial aviation in China are responsible for the Company’s new department, the management believing that quicker communication between headquarters of business houses in Shanghai and their output offices will create a demand for aerial transportation. Stress will be placed on the newest type of commercial plane, the result of peace-time adaptation of tremendous strides made in aviation during the war. The Central Garage will specialise in the single-seater 30-40 horse-power Avro machine which is equipped with a Greene engine capable of 27 miles to a gallon of gasoline under normal weather conditions, and will also carry Avros with a 90 horse-power engine. The latter type will carry five passengers. (China Press) The makers of the important Fiat motor have appointed the Shanghai Horse Bazaar & Motor Co.Ltd. as their agents in China. The local company is planning to open a branch of its extensive business dealing solely with aviation and its requirements, including the sale of aeroplanes, parts, etc., and it is hoped to have this in operation in the very near future. (North China Daily News) NATIVE INTEREST IN FLYING The press is full of unconfirmed reports, eg that the Government is to raise a loan to pay for the Handley Page machines it has purchased, or to provide aerodromes, or to lay down an air-line, or that there will be formed an Anglo-Chinese Aviation Company to run a service between London and Shanghai, the trip to take four days, etc, etc. Another report, repeated in many papers is of a contemplated San Francisco-Shanghai flight by the Pacific Air Mail Service. Yet another speaks of a Chengtu-Shanghai sir service to be run as a joint Sino-American enterprise. Little more is to be gathered from such reports than that the Chinese like everybody else are awakening to a realisation of the possibilities of civilian and commercial flight.
14 MAY 1920 With a view to arouse the interest of the public in aviation, General Ting Ching, Chief of the Air Service at Peking, has decided to publish a monthly journal in Chinese dealing exclusively with the various subjects on aviation. The journal will be copiously illustrated with pictures showing the different features of the latest patterns. There will also be an article of aviation either translated from foreign papers or specially written by authorities on aviation. The first issue of the journal is expected to be out today. Native “Aerial Associations” have come into being at Shanghai, Canton and Peking. (Canton Times)
Union Insurance Society of Canton, Limited Head Office HONG KONG 2nd. June 1920 Major Villiers DSO Department of Controller General of Information Air Ministry Kingsway London. Dear Major Villiers I have just returned from a visit to Peking and enclose the result of a few observations made up there. I saw Colonel Holt who had arrived safely, and possibly he will be better able to give you the political side of matters up there than I can, but briefly the situation is as follows. There are two Government Departments in Peking at present actively interested in Aviation; one is the Aeronautical Department of which General Ting Chin is the Director, and the other, the Ministry of Communications of which General Ting Hsi is the Director. Both departments are apparently working in opposition and there is a certain amount of jealousy and ill feeling shown. The Aeronautical Department, which is a camouflage name for the War Department, has, as you know, 40 Vickers Vimy Machines on the way out and 120 Avros. Messrs. Vickers China Ltd. are handling technical matters for them and Major Patterson has already arrived to take charge. They are proposing to build good hangars on a site near the Summer Palace. The Ministry of Communications have three Handley Page Machines erected in Peking but they are only housing them in mat hangars. They started training Chinese Pilots on Avros on 1st May in Aviation and propose to take about 18 months to teach them to fly; they seem to have done pretty well on some old Caudron machines which they have. There are two small Companies starting in China to run Air services, the one in Shanghai apparently having much better facilities of doing business than the one here. I have put them in touch with Colonel Smallwood in Peking who will doubtless sell them some of his very excellent machines. The French Government are apparently giving machines away here in order to start commercial Aviation, and have also offered to one of the companies a Fourth machine, apparently a new type with four engines which drive a single air screen much after the fashion of the German Junker machine I imagine. The French are very keen and have an Air Attaché at the Legation now in Peking.
3 JUNE 1920 Reuters Peking reported on the 29th that the three aeroplanes despatched to Hankow had reached Changchow, a large town just south of the Yellow River, near Kai-feng-fu and about half way from Peking to Hankow. General Chang Tso-lin recently telegraphed to the Government asking for three military aeroplanes, accompanied by the necessary aerial experts. As General Chang specified military aeroplanes, three of the old French machines were sent to him yesterday. Three trained students accompanied the machines. The Italian Rome-Tokyo machine arrived in Shanghai when I was there and I had a talk with the Pilot. He had put up a very good performance as most of the last 500 miles he had flown was over a very difficult country indeed. The Italians are offering commercial machines here as well, but at very much less than cost price, though I have not heard of their giving any machines away at present. They are following up the Rome-Tokyo flight with offers of machines to any one who is really interested in commercial Aviation. The Americans are doing very little, though we have some of their machines near Hongkong at a place called Macao mostly Curtiss H.16 and Aeromarines. I went into the subject of Air disturbances with the French Priests at Zikawei who are supposed to be the authorities on the subject in China. Most of the typhoons one gets on this Coast start East of Manila and go slightly northwest to the China Coast at a speed of anything from 6 to 15 miles an hour. On reaching the China Coast 75 per cent of them turn northeast and go up to and past Japan, the remaining 25 per cent going slightly southwest and into the interior. A storm is estimated to get to a height of about 6,000 feet and so there should be no difficulty in modern machines getting right over it. The disturbance lasts for usually two days but they vary in breadth from 10 miles to 700 miles. The wind force is usually from 9 to 12. On these statements I do not anticipate any serious trouble from typhoons on this Coast except extra work in housing machines. As regards flying along the Coast, it is only suitable for flying boats. There is plenty of sheltered water in bays from here to Shanghai and in my opinion it is ideal for any sea machines. The country is bad for lend machines from Canton east of a line drawn directly from Canton to Nanking. I trust this information will be of some use to you and shall be glad if you will let me know if it is or not. Faithfully yours, Alfred Lamplugh. Late Flight Lieut. 11 Sqdn.
4 JUNE 1920 Questionnaire Hong Kong. Provisional Starting and Landing Places – Seaplanes. For flying boats and seaplanes, the Colony and also all the surrounding coast is most suitable. I have not seen anywhere yet in which it is possible to land any machine larger than an Avro. Existing Air Services. No air services exist at the time of writing. Machines have been imported by Macao Aerial Transport Co. and have already started to give flights. The Company is rather a high-bred one, being mostly French and Portuguese capital with American machines, pilots and mechanics. Running Expenses. No running expenses have yet been published. Contracts Advertised Inviting Tenders. The Chinese Post Office is granting subsidies to the mail carrying machines to fly from Shanghai up to the Yangtze River, to Nanking and Hankow. The French Post Office, I believe, is also following suit, and I think that the British Post Office, who are considering the matter, will come in before long. Prospects for Air Services for Mail or Passenger Traffic. As there is a large amount of traffic from Hankow to Shanghai and vice versa, I think that there are quite good prospects for the flying boat or seaplane services, as the river journey is very slow and takes anything from 2 to 4 days to do 600 miles. In addition, a machine can cut off at least 150 miles of the journey by flying straight, as the river winds a good deal. New Air Routes Projected. No new air routes have been projected yet. Aerodromes Available for Commercial Aviation. There are at Macao now hangers constructed on the shores of an inland lake with a few workshops. The Macao Aerial Transport Co. is based there. Housing Accommodation at Aerodromes. Accommodation exists everywhere in the country - Macao and Hong Kong. Shape and Position of Aerodrome Relative to Prevailing Winds.
There are no stations definitely laid down, it is impossible to give an exact answer to this question, but in every direction there is plenty of sheltered water. Factories Capable of Repairing Damaged Aircraft. No factory exists in Hong Kong, but at Shanghai there are factories and more particularly garages which have every facility for repairing machines as they have up to date garages and modern body building plant. Skilled Labour. Skilled labour can be had very cheaply indeed, and when properly supervised by British workmen is quite efficient and reliable. Special Limitations as to Working Hours. No limitation as to working hours. Air Pilots. No air pilots beyond the ex-service pilots are available. Vermin Fungoid or other Parasitic Pests. White ants are prevalent in the district, but we have found no case yet of their attacking machines. I will let you know later on exactly what developments occur in relation to fungoid and vermin. Missions from Foreign Countries I have referred to missions in my covering letter. Regulations Legislation or Treaties. The Government of the Colony has laid down for the time being that no flight should take place in and round the harbour or over the land at over 150 ft. Permission has been obtained to fly up to 2,000 ft. at Repulse Bay and other parts of the Colony. Areas Prohibited to Civilian Aircraft. I understand that maps have been sent home to the Air Minister making out the fortified areas. Feeling with regard to British Competition. There is no doubt that British firms stand better chance than any other in the Colony. General. The arrangements are being made whereby the Meteorological information, which is already distributed up and down the coast by the Siccewai Observatory of Shanghai, will be distributed by
wireless to any air-stations in China. This particularly applies to storm and typhoon warnings, and I think it is safe to say that at any time we have at least 48 hours’ notice of the approach of the typhoon. I trust you will excuse the way this letter is written, but my Chinese stenographer has his own views on how English should be written. 11 JUNE 1920 The training of Chinese aviation pilots to handle the half dozen Handley Page aeroplanes bought by the Ministry of Communications for commercial purposes has been in progress for more than a month and the anticipations of their instructors have been in large measure realised. Not unnaturally a commencement was made with men who have already flown; pilots who have been accustomed to flying over the city in the frail little Cauldrons which were bought by the Chinese Government before the war, and as may be expected, the difficulty with them is to make them unlearn some of the science and knowledge which they applied to a small machine. It is difficult to impress upon them that they cannot handle a huge Handley Page in the same manner as their Cauldrons. Their courage is unquestioned. Even British fliers admire the intrepidity of the pilots who handle these small machines, and more than one has been heard to declare that he would not take £1,000 to go up in one of them. (North China Daily News) 12 JUNE 1920 An agreement between the Ministry of Navy and the Curtiss Aeroplane Company of New York, for the supply of $2,500,000 worth of hydroplanes and for an additional advance of an equal sum to make possible the foundation of an aviation department for the Ministry of Navy is now under negotiations. The report that it has been concluded is rather premature. The question whether the hydroplanes to be purchased will be placed under the control of the Chief of the Chinese Government Aeronautic Department has not yet been settled. 12 JUNE 1920 C.E.W. Ricou of the Macao Aerial Transportation Company is now making daily trips to Hongkong from Macao. On May 27th he succeeded in making a trip in one of his seaplanes in 17 minutes. (Millard’s Review)
14 JUNE 1920 Reuters Peking reports that four aviation students who are being sent by the Ministry of the Navy to the Curtiss Aviation School at Manila, left Peking today for Shanghai, whence they will sail for the Philippines. 15 JUNE 1920 Invitations have been sent to the President, Premier, the Members of the Cabinet, and the Diplomatic Corps, etc., by the Chief of the Nan-Yuan Aviation School, to attend an aviation meeting to be held at Nan-Yuan tomorrow, by the graduate of the school. (China Advertiser) 17 JUNE 1920 France has no idea of lagging behind in respect of aerial work. Ahome paper records the organisation of an air mail service for Indo-China which will cover all towns from Hanoi to Nam-Dinh and to Thairguyen. (North China Daily News) 19 JUNE 1920 On the King’s birthday, Hongkong, for the first time had a chance of seeing at close quarters several aeroplanes flying at Repulse Bay. As a demonstration of what flying men can do, the affair may have been disappointing. There were, at any rate before 4pm, no real flying feats. A few wealthy passengers were carried on the machines, a large number of other people saw the flights and even inspected the propellers and other visible parts of the mechanism. But the real significance of the afternoon was in the fact that a number of seaplanes flew across fromMacao to Hongkong. Most of the seaplanes were quite small – the engines were rated at 100HP. It is said that such engines consume about eight gallons of petrol an hour. The price for a joy-ride of ten minutes was $25, say £5. (North China Daily News)
25 JUNE 1920 Arthur G. Lamplugh (of the Canton Insurance Company) wrote to Major Villiers: 9 JULY 1920 A meeting of the Hong Kong Aero Club was held at the premises of Jardine Matheson & Co. Ltd. Opening the meeting, the Chairman said that he did not propose to make anything in the nature of a formal speech because the proceedings up to the present time had been merely informal, and they had met to put the club on a correct and formal basis. At the meeting on 20 April 1920 a provisional Committee with a provisional Chairman, Captain Arthur, was elected to consider the best form in which to start the club, and briefly what objects it should have in view. The Report read as follows: I am now able to give you some more information on C.E.W. Ricou and his doings. His history is a rather extraordinary one. He was born in Hong Kong, his father a French Canadian, and his mother a French woman, however, he is now under British papers. He learned to fly at Buc just before the war, and during the war he enlisted in the French Army as a British soldier, and I believe he rose to command a French Squadron. He has made a lot of money out here at Macao which is a Portuguese settlement, but literally owned and run by Ricou. I have now seen the Air station at Macao and note that all their machines are being housed in Mat Hangars and not very well looked out. His pilots and machines are all raw Americans. I believe Ricou has a lot of his own money at stake besides the Curtiss Company. he is also receiving some support from the French Chamber of Commerce in Shanghai and the Legation in Peking. The military authorities have laid down a rule here that nobody is allowed to fly above 150 feet over the harbour or town, though one is allowed to climb 2000 feet when one is sufficiently far away from the port. I am endeavouring to get the Government to start a volunteer defence flight from amongst the old R.F.C. and R.N.A.S. pilots here. There are at least a dozen pilots who have had over 300 hours war flying, and they do not seem to realise the vital importance of Air Defence in the Colony at present. Do you think the Air Ministry would look favourably on the scheme if it is put up to them? All we need are 6 old B.R. 2 Camels, with floats, and they would do wonderful work out here.
The objects of the Club are: 1. To encourage and develop the sporting side of aviation in the Colony. 2. To take control, when necessary, of the sporting side of aviation in the Colony. 3. To affiliate with the Royal Aero Club and to act as the official representative of that body in the Colony. 4. To request the Government to allow an area of water to be definitely chosen for the landing of aircraft in the vicinity of the town when necessary, and to have the site left clear and available for the machines when necessary. 5. To appoint a committee to deal with the following matters: Technical, i.e. such as assistance to arriving and departing aircraft and dissemination of information on the conditions governing flying around the Colony; also to reply to the letters sent to the Government by the Aero Club of America which have been passed on to the Aero Club to reply to and give any assistance and advice to members of the Club who at any time desired to purchase and use aircraft either for commercial purposes or sport. To this should be added the formation of a Volunteer Air Force. There was a certain number of Royal Air Force pilots in the Colony, and he thought it was quite fitting that they should approach the Government with a view to forming a Volunteer Air Force, and ask that whether, in view of the necessity for such a Force, it was not willing to provide the necessary aeroplanes and aerodromes in order that the greatest use might be made of the practical air pilots with war experience. He did not think there could be a shadow of doubt in the minds of anyone who had followed the course of the war, that this Colony, as far as its own protection went, was more or less unprotected and that the future of its protection lay more or less in the air. At present it was dependent on its water and land forces. That was more or less admitted. Therefore the Club would be doing a very practical thing in the way of Empire development if it impressed not only on this Government but on the Home Government the absolute necessity of air protection not only to meet aggression but to keep it away, which was very important. With a strong force of submarines and with air protection, he thought there was little doubt that this Colony would be protected against aggression whilst assistance was coming. To ignore the possibility of danger was to emulate the ostrich: to bury their heads in the sand and say they saw no danger. With these objects in view they were forming the Aero Club. They wanted to prove the great use that could be made of a Volunteer Air Force in an outpost of the Empire like this. (Shipping and Engineering)
19 JULY 1920 Letter to the Comptroller-General, Department of Overseas Trade, London: OFFICE OF H.M. COMMERCIAL COUNSELLOR SHANGHAI 19th July 1920 Sir With reference to your Circular Despatch of January 23rd, I have the honour to forward herewith replies to the Questionnaire therein enclosed. Reports dealing with the above question have already been furnished to the Department by His Majesty’s Commercial Secretaries at Peking and Hongkong, and the accompanying notes embody such additional information regarding aviation prospects in China as has been supplied to me by His Majesty’s Consuls at the various Treaty Ports or I have been able to secure locally. The report is mainly the work of Mr. J.C. Hutchison of this office, who has devoted much time and care to its compilation. I have the honour to be, Sir, Your most obedient servant, (sgd) R.J. Brett actg. Commercial Counsellor of Legation
philatelic-literature.comRkJQdWJsaXNoZXIy MTUzMjY3MA==