APPENDIX I. A.-STATEMENT showing particulars of the EFFICIENCY of the AIR-MAIL SERVICES to the CONTINENT from NOVEMBER 1919 to SEPTEMBER 1922 (when the record was discontinued). * From figures given in the Air Ministry's Annual Report on the Progress of Civil Aviation (April 1st 1922-March 31st 1923), it appears that out of 808 flights actually commenced on the three services during the period 1st October 1922 to 31st March 1923, 702 or 87 per cent. were completed on the same day. The number of services scheduled for that period is not given. B.-STATEMENT showing the GROSS WEIGHT of LETTER AIR MAILS DESPATCHED during the years 1919 to 1923 inclusive. C.-STATEMENT showing the ESTIMATED NUMBER of LETTERS included in AIR MAILS DESPATCHED for TRANSMISSION by each ROUTE, quarter by quarter, from the date of inception. § Including letters posted for transmission by Rotterdam-Bremen Service. D.—STATEMENT showing the ACTUAL or ESTIMATED NUMBER of LETTERS RECEIVED by each AIR ROUTE, quarter by quarter, from the date of inception of the first AIR MAILS. Including direct Mails from Germany (by Bremen-Rotterdam London Air Service). E.-STATEMENT showing the GROSS WEIGHT of PARCEL AIR MAILS to the CONTINENT. PLYMOUTH-MANCHESTER-BELFAST. 1. In order to test the practicability of minimising the time occupied in handling American mail, outward and inward, in this country, arrange. ments were made for an experimental air service between Plymouth, Manchester and Belfast during the period 15th September-19th October. 2. The arrangements provided for : (i) A daily service from Plymouth carrying dummy mail from mailships which had arrived from U.S.A. since the departure of the previous air service, but leaving not later than 10 a.m. in order to complete the journey to Belfast. (ii) When necessary, an additional service as far as Manchester leaving Plymouth not later than 1.40 p.m. carrying dummy mail from any mailships which arrived subsequent to the departure of the above regular daily service. 3. The service was operated by the de Havilland Aircraft Co., Ltd., who employed four machines (two D.H.9 c. Puma and 2 D.H.50 Puma) and four pilots, basing their organisation at Manchester, where ground facilities existed, and stationing one ground engineer (engine and aircraft certificates) at Plymouth, and one engine and one aircraft ground engineer at Belfast. 4. Organized ground facilities, including wireless and meteorological services, existed at Birmingham and Manchester. At Plymouth, Cattewater supplied meteorological information, but other ground facilities were limited to a field provided by the local authorities. At Belfast, the use of the old aerodrome at Aldersgrove was possible, but no wireless or meteorological facilities at all were available. During the course of the service, arrangements were made for weather reports to be telephoned by ground line to Manchester from St. Bees Head and the Mull of Galloway. With this exception, no special meteorological reports along the route were available. 6. The efficiency of the service, i.e., percentage of flights completed to flights scheduled, is low. The route is one subject to bad weather conditions in varying sections throughout the year; but the experience gained on the test has given considerable information as to alternative routes and ground organisation requirements, which should considerably increase the efficiency obtainable. Messrs. de Havilland's report emphasises the increased efficiency which would arise from organisation of the route, particularly in view of the variation in weather met with in sections of the route and the alternative courses available. 66 This report states that with an efficient organisation a service of very great reliability " would be possible. 7. Even allowing for the fact that the route is not one in which winter conditions are easy, the weather during the test was exceptionally bad, as shown below:: The first two weeks, i.e., when stormy weather prevailed, showed : |