92:, South Africa commenced the following year. However, the service to Australia did not begin until July 1938, owing to difficulties in building alighting stations in the difficult geographic and climatic conditions in northern Australia. The Short C Class Empire flying boats were easily damaged. In December 1938, the Scheme was in crisis, as some Shorts flying boats were out of service due to accidents, while the cheap subsidised mail rates offered to the public attracted a flood of letters that the British Air Ministry never expected. To shift this huge quantity of mail while their own fleet steadily diminished, Imperial Airways scoured Europe for aircraft on short term leases, including American Douglas airliners from Swissair. An official review of the Scheme in early 1939 then concluded that the amount of mail to be carried at peak times like the Christmas season could never be lifted without an uneconomic number of 'reserve' aircraft that would then be idle for the rest of the year. The outbreak of the war in September 1939 brought the Scheme to an end; by then, British officials had concluded the original selection of flying boats was a mistake, and British aviation needed to shift back to landplanes. However, the demands of war prevented British industry from building new prototype landplanes for which orders had been placed, the
38:, EAMS sought to greatly expand British civil aviation by shifting all 'first class' mail within the British Empire by air. Imperial Airways was a private company, but like most airlines of the era, relied on public subsidies (in this case, from the Air Ministry) to support its operations. A critical driving force behind EAMS was
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Political agreement from within the Empire was finally reached in early 1937, after the
Australians held out for a better financial deal. Australian aviation experts were deeply sceptical about the Scheme from the start, and were especially concerned that Imperial Airways had decided on the use of
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EAMS was a hugely expensive plan, and to make it financially acceptable to the
British Government, subsidies were required to support it from the dominions (especially South Africa, India and Australia) and colonies of the Empire. In this way, EAMS served another of Geddes' aims, namely to prevent
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to operate the new services, even before final agreement was reached. Geddes preferred flying boats because he thought the cost of expanding airfields throughout the Empire would be too great, and the cost of fuel would be lower along the coastline in comparison with inland airfields.
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Findlay, Michael; Barton, Gerry (2015). "The Final Link in the Empire Route: New
Zealand and the TEAL Short Solent Flying Boat". In Cooper, Annabel; Paterson, Lachy;
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The use of flying boats quickly exposed the frailties of the Scheme once it became operational. The first service from
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Ewer, Peter (2007). "A Gentlemen's Club in the Clouds: Re-assessing the Empire Air Mail Scheme 1933–1939".
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Ewer, Peter (2007). "A Gentlemen's Club in the Clouds: Re-assessing the Empire Air Mail Scheme 1933–1939".
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Smith, Richard (1983). "The
Intercontinental Airliner and the Essence of Airplane Performance 1929–1939".
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Smith, Richard (1983). "The
Intercontinental Airliner and the Essence of Airplane Performance 1929–1939".
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local Indian, South
African and Australian operators from opening up international air routes.
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from 1931 to 1936. Appointed at the age of 38, he remains one of the youngest
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from Cairo to Bagdad in the early 1920s. Conceived in 1934 by
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316:. Oxford: Oxford University Press.
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121:. Oxford: Oxford University Press.
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189:. Sydney: New Holland.
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58:British Air Ministry
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28:The Air Mail Route
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