FlightGlobal.com
Home
Premium
Archive
Video
Images
Forum
Atlas
Blogs
Jobs
Shop
RSS
Email Newsletters
You are in:
Home
Aviation History
1919
1919 - 1477.PDF
NOVEMBER 13, igiy nautical in this earlier period, some thousands of keen minds are now versed in the aircraft art. With proper governmental encouragement, rapid progress seems inevitable. 14. That the broadest consideration for the ultimate welfare of American aviation must be given in the constitution of any organisation set up for the co-ordination and control of aeronautics within the United States. The prerogatives and ambitions of governmental departments and of individuals must be assayed at true value, 15. That past experience and every economic consideration point to the vital need for the formulation by the United States of a definite, compre hensive and continuing policy for the development of every phase of the aircraft art. Our Government is now faced with the task of nursing and actively encouraging a new transportation industry, whose healthy growth is vital to the future progress and defence of the nation. Because of the lack of a definite, intelligent and sympathetic policy in our governmental aircraft organisation since the armistice, our American aero nautical industry, built up at such great expense of money and of effort, is Vapidly disappearing. No sensible business man is justified in keeping money invested in the aircraft industry under the conditions which have maintained in the United States since November n. 16. That the closest possible relations must continually exist between the aircraft agency of the Government and the production and commercial industry engaged in aircraft development. 17. That the industries involved in the production and commercial use of aircraft must be given recognition and representation in connection with all national and international activities bearing upon the direction and control of aeronautics. In the foregoing brief presentation of its conclusions, your Mission has touched upon the aeronautical policies already in effect or under present discussion in England, France and Italy. Great Britain's plan of organisa tion certainly warrants our most careful consideration. Its salient points are clearly set forth in the chart herewith attached. It is not argued that the British method is perfect, but it can be stated without fear of contradiction in any quarter, that it stands to-day the most comprehensive governmental mechanism yet set up by any nation in the world for the encouragement, upbuilding, direction and control of its Air resources. This organisation has been born of five bitter years of trial, mistake, experience and progress. It is the product of the best brains in the British Empire focussed under the spur of national need and the demand of the British people. We in America may well study it carefully. Your Mission, in presenting its recommendations, desires to emphasise the view everywhere encountered that the future of aerial navigation and of aerial development generally, is in only a limited sense a function of military and naval establishments. The air is a medium for commerce and com munication and its direction to the peaceful uses of civilisation must be un hampered by the necessarily restricted views of these specialised departments. Recommendations. A. The concentration of the Air activities of the United States, civilian, naval and military, within the direction of a single governmental agency, created for the purpose co-equal in importance and in representation with the Departments of the War, Navy, and of Commerce. B. That the agency thus created be charged with full responsibility for placing and maintaining our country in the front rank among nations, in the development and utilisa tion of aircraft for the national security, and in the advance ment of the civil aerial transportation and communication arts. C. That this governmental organisation be formed in general as follows :— 1st.—A Civilian Secretary for Air. 2nd.—An Assistant Secretary, a civilian, responsible directly to the Secretary for Air for the management and operation of the Department. 3rd.—Five or more Divisional Heads acting as chief of the sub-departments of (a) Civil Aeronautics; (b) Military Aeronautics ; (c) Naval Aeronautics ; (d) Supply and Research ; (e) Finance, etc. 4th.—An Air Council, advisory in character, which shall be constituted by the Secretary of Air, including the Assistant Secretary of Air, the chiefs of the several sub-departments, and such other personnel as may be deemed advisable. We desire especially to invite attention to the complexity and newness of the whole development of the aviation art, and to urge the broadest possible treatment of the subject during this formative period. We suggest that the lesser details of organisation may well be left to the judgment and initiative of those called to assume the responsibility of directing this work. We desire also, in this connection, to call attention to the aircraft interests of the Allied Govern ments, and to emphasise the necessity for careful discrimina tion in the selection of men of industrial experience and broad vision. D. The establishment of governmental institutions of education and training, including an air college, all open alike, under proper restriction, to military, civilian and naval personnel. E. Such curricula and such arrangement of promotion in the National Air Service, and such assignment and pay, as to insure to the young man an attractive career whether he elects to remain permanently in the " National Air Service " or return to Army or Navy, or to civil life. F. The adoption of a system whereby Army, Navy and civil personnel can be circulated in proper proportion through the National Air Service. This personnel would, unless permanently assigned to air work, be automatically returned to the military and naval sources, or to civil life as an Air Service Reserve, after the educational and service periods in the National Air Service have expired. It is felt that such a circulating system is vital to the co-ordination and ultimate efficiency of the three services, and to the desired dissemination of a knowledge of and interest in the art among our people. The young officers of to-day will command the military and naval forces of to-morrow, and will carry with them into the highest ranks an intimate knowledge of aircraft, and of the strategy of its varied uses, in connection with operations on land or sea. The direction of civilian and commercial activities of all kinds will be made possible, and the closest contact and co-operation between the Government and the aeronautical industries assured. All international relations touching aerial matters fall naturally within the jurisdiction of the Secretary for Air. All responsibility for the supply of aircraft material and equipment of all kinds, and for the training of personnel for all branches of the service, is, in accordance with these recommendations of your Mission, placed with the Secretary for Air. As some 27,000 items are involved in the equipment and maintenance of each Air Squadron on active duty, the need for a single responsible direction seems undebatablc. Under this plan of organisation here recommended, all squadrons and all equipment assigned by the National Air Service to meet the stated require ment of the military and naval establishments pass automatically under Army or Navy command. Under National Air Service operational direction remain only those independent projects unrelated to the activities of the military and naval fighting fronts and such personnel and equipment as forms a surplus to the needs of the sea and land fighting arms. The question of governmental organisation for the development and utilisation of our country's air resources has been given consideration by your Mission, seemingly from every angle. The recommendations made are general. No report could be made effective if burdened with the mass of details involved in the setting up of any governmental mechanism such as proposed. There have been and will continue to be, advanced many objections to the establishment of a Department of the Air. We believe none of them will prove insurmountable. We believe the advantage gained to be such as to entirely overshadow any temporary difficulties. Always in the past, in war by land or by sea, and in the transportation activities of peace, we have thought in two dimensions only. We must uow readjust our minds to think for all future time in three. When this Mission left the United States in May, its members were hoping the Altantic Ocean might be crossed before January 1, ro20. Within the two months of our absence four successful crossings have been made, and without the loss of a single life. There must be no over-optimism. There are years of development and experimentation ahead. As in the case of all the other great agencies of civilisation, the commercial and financially profitable use will come slowly. But here the immediate welfare and safety of our nation is involved, and an intelligent and efficient direction of our aeronautical affairs will be demanded by the American people. American genius has given to the world the aero plane, a new instrument of commerce and of war. But America has left its development to other nations, and, too late, realised the mistake of this neglect. She has paid the price. America now again has the opportunity if not to lead, at least to take her place in the front rank and to gain to herself the full benefit which will surely accrue from an active and sincere co-operation in the engineering activities and in the scientific and commercial aircraft developments of those nations associated with us in the war. But this will be impossible, in the future as in the past, if our aircraft activities remain dispersed among the several governmental departments, and impossible of co-ordination for decisive action. . , Upon the breadth of view and the vision of those in control of America s policies depends our future as an Air Power. Commercial Development. With reference to the commercial development of aviation, your Mission makes its recommendation based upon the following conclusions, which have been formed, first, through knowledge of conditions existing at present in America, and, second, the knowledge gained by its investigations abroad. The investigations in England included visits to a number of factories, aerodromes and other points of particular interest, and interviews with the following gentlemen. (The Mission give a list of the works visited and the officials interviewed in England, France and Italy.) r. One of the most important problems to be considered in the rehabilita tion of the world's commerce, following the close of the war, is the develop ment of aerial transportation for commercial purposes. Its one invaluable service, and that in which it surpasses all other means of transportation, is speed, that time-saving element which the world has always striven for, and for which America, with its great distances, has such serious need. Relia bility, safety, economy and those other qualities of transportation service which are of value, will steadily improve as the use of aircraft increases ana experience accumulates. 2. It is as impossible to forecast the future of this new medium of trans portation as it would have been to describe the speed, comfort and safety of the modern steamship at the time the first steamship crossed the Altantic. It is safe to say, however, that in time it will become one of the great trans portation mediums of the world and will continue to offer the fastest and most direct means of transportation for persons, mail and light freight, known to civilisation. Its development is limited only by the perfection of the mechanical devices used, with which we are constantly becoming more familiar, and by the extent of our knowledge of the atmosphere which is becoming more thoroughly understood each year. 3. It is equally difficult to determine the speed with which this development will take place. In fact, this will be determined largely by the opportunities afforded to employ the brains of the engineer and the scientist on the problems involved, which in turn will be controlled by the financial resources available for such work. It is thought by some well-informed authorities that the next five or ten years will see this new industry through its initial stages, ana established on a self-supporting basis, providing it is encouraged at this time. Adequate support cannot be expected from private enterprise alone and if no outside aid is given, ten years will probably see this industry in America still struggling for a foothold, and far behind its_ European com petitors who will receive substantial aid of many kind. 4. History has shown repeatedly that no nation can afford to neglect the highest possible development of its transportation mediums regardless of the opportunities existing for immediate profit to the private enterprise con cerned. This is particularly true of aerial transportation, which is not local in itscature, but which is essentially of a national and international character, due to the great distances covered, and to the speed with which it links together far distant points. This principle has been so clearly understood that an international agreement has been established between the Allies and their associates, by which international flight of aircraft has been provided for in a far-sighted manner, thus making immediately possible the flight 01 private craft from one country to another on a basis as clearly defined by law 1479
Sign up to
Flight Digital Magazine
Flight Print Magazine
Airline Business Magazine
E-newsletters
RSS
Events
