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Aviation History
1920
1920 - 0426.PDF
of this air route, to obtain spare parts at each,halting-place and so keep the machine in commission ? It is usual in all kinds of transport to have depots where repairs can be effected, but in this instance it is obvious that these facilities could not exist until the air route was definitely open for traffic, as the necessary expense would not have been warranted from the point of view of the Air Ministry, who could not know what machines would attempt this pioneer flight. From our point of view there was not time to put supplies of aero- plane and engine parts all along the route awaiting the machine, as the flight was undertaken at a time when speed was essential in order to race the weather. Equally, the apparatus was not specially designed for flying through these climates, but we were merely trying out a type from which we could draw conclusions and make special modifications, if necessary, in case of a mail service being inaugurated in South Africa." Turning his attention to commercial aviation the lecturer said:— " I propose to look into the question rather from the financial side and to give a few figures as a basis of discussion in the hope that this may lead the public to appreciate that although the costs of operation are undoubtedly high, the expenditure will be well worth it from the commercial point of view. I do not, of course, take into consideration such points as the necessity for our supremacy in the air, and a healthy flow of machines plying between various points in the globe being an additional safeguard against enemy action at any time, should any unfortunate eventuality occur. I believe a great many of the doubts arise because there is but little reliable evidence to show what it really costs to run an aerial service. Figures have been put up from time to time showing that aerial transit costs anything from 5s. to /50 per ton-mile. " Generally speaking, in estimating running costs of any service for twelve months the calculations are based on a pessimistic figure for depreciation and a high cost for main- tenance. The amount of fuel to be used is easily calculated, but one of our greatest difficulties is insurance. This is not a general market yet, and in view of the comparatively small amount of business done the prices are bound to be high, and if aircraft are operating they must remain so, for ia spite of the remarkably few accidents which do occur they bear an unreasonable proportion to the business as a whole. " I give in Appendix F an estimate for flying between two points about 300 miles apart, assuming that a twin-engined machine of the ' Vimy ' type fitted with ' Eagle ' Mark VIII Rolls-Royce engines is utilised, and that one ton of goods are carried each way per diem. As a matter of fact this particular machine with full load is capable of carrying over 3,000 lbs., and I think for purposes of making out an estimate it is advisable to make an allowance of about 75 per cent, of our full capacity, which gives us the one-ton load. " The number of machines required for this service would be six, viz. :—Two flying, two standing by in case of necessity, two in the workshops undergoing overhaul. " The average mileage per hour is reckoned at 80, which gives a due allowance for head winds, etc. The approximated total flying hours per diem is 7 £ ; and allowing 5 per cent, extra for running engines and testing, we reckon that for a year of 300 days the engines would be turning for 2,360 hours. " We have further assumed that we will be flying over one of the Imperial routes, paying, standard fees for housing and landing in accordance with the Navigation Act. The total capital we reckon at approximately £125,300, which SsuSre&sx. 'scs. "•"X\mys'' comp\ete with engines, 33^ per cent, engines spare, 20 per cent, of the value of machines and engines in spare parts, plant and equipment for terminal stations, suitable road transport, wireless equipment, advertising, and making an allowance of approximately £30,000 actually reserved in cash for working capital. " Taking a small view of aerial transport, a figure of about is. 6d. per lb. for transport over 300 miles in an aeroplane does not appear to be excessive, when one considers the large amount of perishable material there is requiring rapid transit between important points in various parts of the world. In view of the" remarks I made earlier about insurance, it APRIL 15, 1920 would appear that for a start at any rate the normal charge of 2s. 6d. per lb. which is being asked by most operating com- panies appears to be absolutely fair and justified ; in fact I go so far as to say that this may be on the low side. However, with an increase in business a profit should eventually be made, provided the public is educated to make use of flying machines for transport purposes, thus ensuring the machines flying daily with a full load. While speaking in this connection one cannot avoid making reference to the difficult state in which the industry finds itself today. The constructor is at present faced with a peculiar problem. It is realised that the development of aircraft is commercially necessary, and should be hurried forward as fast as possible, but the support which is being received at the moment makes this a very difficult problem from the financial point of view. The aircraft constructor has to manufacture his own machines, which he sells to himself to operate without any support or guaranteed load, and the consequence is that the whole of his reserves of cash are being rapidly expended at a time when hard cash is essential. It appears to me that a solution might be found through a greater co-ordination between various Government Departments, so that the design, re- search, and manufacturing sides could be separated definitely from the operating side. This might conceivably be done through the Post Office, and possibly the Ministry of Trans- port, making full use of aircraft and giving guaranteed loads for all transit work which has to be done at great speed. I include in this definitely mails, for there is no doubt about it these must be carried by air, particularly between this country and the Continent. The adjustment of accounts could presumably be arranged between the various Depart- ments concerned ; this would to a great measure help to free the Air Ministry to devote more attention and, more important still, money towards research, thus manufacturers would find themselves freed of their present dual anxieties, their design and research going forward strongly and healthily, and at the same time a transport industry growing up out- side their works. A further point, I think, which has not yet been discussed in detail, and which I hope to hear more about in the near future, is the formation and development of a Territorial Air Force which might very usefully be inaugurated in conjunction with the mail and transport services I outlined above. I consider that R.A.F. branches of the O.T.C. should be formed at the principal Universities, and thus ensure a supply of the best personnel for training up into first-class pilots. Each line over which it is proposed to work might have appended to it one or more flights engaged on commercial work of this kind, which in times of necessity, such as general mobilisation or other national necessity, might be expanded into service squadrons." . _ ., -••'.:. APPENDIX F - ; Estimated Running Expenses and Upkeep ;•• 1. Fuel—Petrol, 35 galls, per hour for £ £ 2,360 hours for all machines at 4s. - - per gallon .. .. .. .. 16,520. . ' •*•-.. » Oil, z galls, per hour for 2,360 hours for . "-' : : all machines at 10s. per gall. .. 2,360 2. Staff 3. Repairs, Renewals and Upkeep.—' Spares, plant and equipment trans- • port .. 4. Depreciation.—At 400 hours, including ' equipment and transport 5. Insurance 6. Sundry Expenses 18,880 8,820 13.60° 38,100 11,500 3,000 Total £93.900 Summary of Costs (No Allowance for Dividend) Appfox. total service flying hours at total running cost, ^93,900 .. = say £42 per hour Approx. total miles covered on service, 80 x 2,250 .. .. = 105. 6d. per mile Weight carried per machine, 1 ton = 10s. 6d. per ton mile. = is. $d. per lb. for 300 miles. To Our Readers As we continually receive complaints from readers that they experience difficulty in obtaining their copy of FLIGHT promptly each week, we draw their attention to the sub- scription form which is printed on page xxvii of the current issue. If this is sent, accompanied by the appropriate remittance, to the publishing offices, 36, Great Queen Street, Air Mall Service to Holland. FROM an announcement elsewhere in this issue it will be seen that the Postmaster-General, in connection with his negotiations with the Dutch Post Office for an air mail service between the United Kingdom and Holland, asks British firms who are prepared to undertake the conveyance of mails by aeroplane from this country to Holland, to apply to the W.O., it wall ensure FLIGHT being received regularly each Secretary, General Post Office, E.C. 1, for a copy of the condi- week upon the day of publication. tions under which tenders for the outward service are invited. 426
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