Perhaps the high spot of winter social events was the annual dinner, revived in 1919, and its successor the carnival dance and cabaret, both of which did much to ensure that the old 'Westinghouse spirit' should nourish under a new name. In 1924 it was felt that a carnival would provide a gathering that would be more generally enjoyed than a dinner, and these cheerful functions (as one remembers them) continued for four years. Between 2000 and 3000 people thronged the gaily decorated Free Trade Hall, and costumed dancers from directors to office boys partnered each other's ladies. Unfortunately, lapses on the part of some revellers became too frequent and, combined with the continuing trade depression, brought the carnivals to an end.

Among Royal visitors received at the works the Shah of Persia was welcomed in 1919, the Crown Prince of Japan in 1921, King Fuad of Egypt in 1927, and King Amanullah of Afghanistan in 1928, when to the particular disappointment of the workgirls with their machines decorated in Afghan colours his beautiful Queen Souriya was kept away by indisposition. But the greatest reception was given to the Prince of Wales, who paid a flying visit in 1921 to inspect ex-servicemen paraded under K. G. Maxwell of the research department.

BRITISH EMPIRE EXHIBITION
The British Empire Exhibition held at Wembley in 1924 was the largest and most ambitious ever held in Britain and was visited by over eighteen million people in six months. The Company's stand—bigger than that of any other firm—showed products ranging from a 15,000-kW turbine and three automatic substations to electric fans, fires, and irons. In addition to the use of Cosmos Radiobrix for relaying the King's speech on the opening day, an interesting demonstration of radio transmission was given on September 3, when the converters in a 500-kW automatic substation on the stand were started and stopped by wireless from the Company's research department 170 miles away.

FLYING THE ATLANTIC
Worldwide interest was aroused by an exploit of 1919 with which the Company can claim some association. The feasibility of flying the Atlantic was at that time much debated among airmen and aeroplane designers. Among the former were John Alcock, a Manchester man who had a brilliant war record in the air, and Arthur W. Brown, a B.W. apprentice of 1902, who after being wounded and taken prisoner had later in the war been working on aero engine production and testing for the Ministry of Munitions. These two decided to attempt the Atlantic flight using a Vickers-Vimy biplane fitted with two Rolls-Royce engines, wireless, and direction-finding apparatus