The subject I have to talk about this evening is one on which many previous papers have been read before this Society, so I am afraid I must ask you not to expect much original material from me. Practically the whole of the material I have gathered together is the result of practical experience, and from this point of view I hope it will prove interesting.

During recent years considerable development has been done and good progress made with both the design and operation of big flying boats.Also, the Schneider Cup races have caused a considerable amount of research work to be done on the development of twin float seaplanes, particularly with regard to taking off the water at very high speeds and also to the air resistance of the floats.

In the last year we have seen the advent of the Dornier Do.X the largest flying boat yet constructed, whose total flying weight approximates to 50 tons.

A lecture on Deck Flying must include a good deal about carriers and the development of the seaplane carrier into the modern flush decked ship from which high performance aeroplanes can operate in almost any kind of weather, and as I believe this is the first occasion upon which a paper has been read to the Society on deck flying I propose to trace briefly the development of the modern aircraft carrier from the improvised auxiliaries commissioned to meet war exigencies.

The design of the ship has throughout directly influenced the design of the aircraft until to—day a stage has been reached which within certain limits enables the fleets to use aeroplanes which are no longer hampered by extra strong undercarriages and appliance for picking up wires used with the original arresting gear, details of which I will describe later.

Monday July 28TH, 1930.—At Cardington—having spent Sunday morning on the ship after the last trial flight. A few eyelets damaged on that flight—nothing serious. One petrol tank leaking at the centre joint, to be changed on Monday. With so many tanks it would be odd if one was not leaking.

To the ship early this morning by taxi; worried about the sealing strip repair which carried away on Saturday. Saw Both and Meager about this on board.Prospects good for start at dawn on Tuesday. Back to the Bridge Hotel, and on to station, buying rubber shoes and overall on the way. To London on 10.23,first to the Club and then to London Office. No confirmation of flight. At about 7.30 two calls, Bamber and Burney—flight confirmed for start 3.30 Tuesday.