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Aviation History
1919
1919 - 1176.PDF
tfMJlgj Stages. We must not ignore the fact that we are really only now on the threshold of commercial avia tion. The aeroplane has developed enormously as a result of the War, and we believe it has developed along such lines that we have really but a short distance to travel towards the true commercial type. But after all, we do not know this with certainty yet, and it is in order, as we judge, that we may make assurance sure that the regulations for the Govern ment competition have been drawn as they have. We are as anxious for progress as any, but we do think that with so much of the future at stake the Air Ministry has done well to take Festina Lente as the motto for to-day. French It is being freely commented upon that \irship w.hile tne British Government is stop- Services Pmg the building of airships, France is embarking on the construction of four rigid airships for commercial purposes, and proposes to run an experimental service with them. When, it is stated, sufficient data have been accumulated as a result of the proposed services, the airships will be handed over to a civil transport company, together with all the information gained during the experi mental stage. Government aerodromes will be placed at the disposal of the company, and an arrangement come to between the Government and the company as to subsidy, charges, and so forth. We have a shrewd idea that this is very much what our own Government is doing, except that the ex perimental work has already, in our case, been done. We indicated as much last week when writing on the subject of airships and airship services. As a matter of fact we understand that certain negotiations are taking place between the Government and a very powerful group identified with shipping and transport interests for the taking oyer and running commercially of certain of the completed and uncompleted rigid airships recently handed over by the Admiralty to the Air Ministry. Until the results of these negotiations are'known it would be futile to indulge in criticism of the Government policy towards airships and their commercial use, or to contrast the policy of France with our own. • «•> • There is one aspect of the successful The inauguration of the cross-Channel air of the6 fervices which we have not dealt with R.A.F. ln our article on the success of the enterprise, for the reason that it stands by itself and thus merits special consideration. It is perfectly clear that these services are only the first of many which will, in the practical assurance of success we now have, spring up in many directions. These services will, as a matter of course, employ large numbers of highly skilled pilots, and even greater numbers of well-trained mechanics, expert and up-t.o- date in their knowledge of flying and the successful upkeep of aircraft. It stands to reason that this great personnel will stand to the country in the relation of <s> • The Folkestone-Cologne Mail Service DURING the week ending August 16 the R.A.F. aerial mail service from Lympne to Cologne carried no less than 7,090 lbs. of letters and postal packets. The service is carried on by two squadrons, Nos. 18 and 120. The former is using D.H.9A machines with Liberty engines, and is working from the Cologne terminal, while the latter is equipped with the D.H. 9 type with B.H.P. engines, and works from Lympne. SEPTEMBER 4, 1919 a great flying reserve against the possibility of another War, particularly if the Government looks kindly upon the proposal to form a Territorial Air Force. Now it is clear that we do not want it both ways. If we have a large and highly qualified reserve of pilots and mechanics, it follows that we can for a time do with a smaller Regular force than we should need if there were no such reesrve. We have always stood for aerial preparedness, and we do not intend to depart from the attitude we have always preserved in this matter, but the need for national economy is very pressing, and having regard to the circumstances now opening up in regard to the future of commercial aviation, there is not necessarily the same need to keep on the active list of the R.A.F. an establishment of flying officers approximate in numbers to a reason able war strength of the air service. We imagine that there will be very few who will quarrel with the general principle thus laid down, but even though we ourselves, with qualifications, sub scribe to it, there is need to approach the subject with some amount of caution. In the light of reduc tions which have already been made in the strength of the R.A.F. and in view of still further possible reductions, there is already talk of the possibility of a return of War Office control and the abolition of the Air Ministry as a separate entity, of course in the sacred name of economy. There seems to be very little doubt that the War Office is still sore at having lost control of the Air Service and wquld dearly like to get it back. That certain strings are being pulled to ensure this is fairly certain, though we do not believe that for the present at any rate the intriguers have the slightest chance of succeeding in their design. Economy in administration is an excellent thing in its way, but it can go badly wrong in practice, and we are more than ever convinced that to revert now to the system which was proved to be bad in the War would be a fatal reversal of policy and one to be fought against tooth and nail by all who are in terested in the true development of aviation, military or civil. War Office control of aviation resulted in our entering the War in a state of unpreparedness, which was tragical in comparison with the efficiency of the enemy air service. Not until production was taken over from the Army Council did we ever look like obtaining the excess of air power over the Germans which was essential to victory. The truth is that the business of the Army Council was—and is —to run the affairs of the Army, and that it failed to understand that aerial war must be made by men who understand it and who are not tied to the tradi tions of the Three Arms. As well run the Navy from the Horse Guards as try to preserve our aerial position from the War Office. It has been quite rightly decided—after a bitter price had been paid for past mistakes—that the Air Service is a service apart from either Navy or Army, even though it works in co-operation with both, as they do with each other. It is so and must remain so. The average time taken by machines of No. 18 on the journey is 3 hrs. 14 mins., while No. 120, with rather less powerful engines, average 3 hrs. 23 mins. The intermediate stage at Maisconcolle is now cut out, and the machines fly through without a stop. Out of 45 trips commenced, only in one case was there failure to complete the journey. The average weight carried per journey was 161 lbs. We understand that, consequent upon the rapid demobilisation of our forces in Germany, the service was dis continued on Monday last. 1178
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