122 



REPORT OF THE 



No. 3 



TABLE X 



1929 



Flights. 



Total number of flights 



Average duration of flight 



Average miles per flight 



Average altitude 



Average number of flights per day per 

 machine on days machines em- 

 ployed 



Number of miles flown 



Loading. 



Total load — weight carried 



Total operating load 



Effective (pay) load 



Passengers Carried. 



Total number of passengers carried . . . 



Average number of passengers per 

 flight 



Average number of passengers per 

 machine 



Total number of passengers and per- 

 sonnel carried 



Machine days — one machine for one 

 day employed 



Fair weather machine days: machine 

 available and idle 



Machine days — machine available, but 

 weather unfit for flying 



Total machine days supplied by the 

 Service 



Number of times one machine unser- 

 viceable for one day 



Total possible machine days in the 

 season 



Number of times machine unable to 

 complete patrol account machine 

 trouble 



Service patrol efficiency 



Patrol operating efficiency 



9,472 



1.22 hr. 



70.6 



1,720 ft. 



3 9 

 669,423 



7,586,368 

 6,171,649 

 1,414,719 



2,672 

 .27 

 103 



7,279 



2,336 

 644 

 456 



3,436 

 328 



3,764 



24 



90.5% 



98.7% 



2. (a) General Position Regarding Preparations for the 1934 Season: 



The present strength of the fleet is 21 machines, consisting of five transport 

 aircraft, one light transport aircraft, one photographic machine, and fourteen 

 light patrol aircraft. The light transport machine is the machine allotted to 

 the Park Superintendent for his use on the varied duties he is called upon to 

 perform in the supervision of the Algonquin Park. The photographic machine 

 has been stationed for similar dual purpose duty on the Nipigon Forest Reserve, 

 when it is not required for special photographic work. 



From the records for the past season it has been found that, owing to the 

 lack of Transport aircraft, the light patrol aircraft have been pressed into duty 

 on transport work. This was done to hold in check if possible, fires that 

 urgently required the services of transport aircraft in order to make effective 

 headway against their progress. In many cases, it can be said that the light 

 aircraft was successfully employed as a stop gap until larger aircraft could be 

 procured. It must be remembered, however, that since the Moth D.H. 60 is 

 essentially a light aircraft, bought to perform patrol duty at low cost, the 



