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Aviation History
1921
1921 - 0184.PDF
scheme proposed by Lord Weir's Committee for subsidising such companies to the extent of 25 per cent, of their gross earnings. Now, however, that the French Government have decided to grant to their own companies assistance on a most generous scale, I fear that if we adhere to the scheme of Lord Weir's Committee our firms will be so heavily under- cut that there will be no encouragement for British lines to continue. I propose, therefore, to set up immediately a committee, including members of the aircraft industry and aerial transport firms, to devise the necessary alternative methods which will meet these changed conditions, and to make proposals for immediate action. The manner in which he has kept his pledge to the House of Commons and the "country is by the appointment of a Committee of three—Lord London- derry, Sir F. Sykes, and Sir James Stevenson, all of them officials of the Air Ministry! With none of these gentlemen have we the slightest quarrel. Quite the contrary, in fact. Lord Londonderry, as Under Secretary for Air, has shown himself to be most friendly towards civil aviation and its development. To Sir Frederick Sykes is due a great deal of credit for the substantial progress made by the Department of Civil Aviation since it has been under his control, and that there is no longer any British civil aviation for him to control cannot be laid at his door. Sir James Stevenson also, as Vice-Chairman of the Advisory Committee on Civil Aviation, is an ardent believer in the future of the aerial transport movement. As a Departmental Committee this " Council of Three " is all that is admirable. It could have been strengthened by the inclusion of Gen. Seely as a member, and we do not altogether understand why he was not appointed to it, except that he is no longer actively associated with the work of the Air Ministry. Where, however, are the members of the aircraft industry and aerial transport firms who were especi- ally noted by the Air Minister for seats on this committee, which is to sit and examine matters vitally affecting their interests ? In the first place, a very definite pledge was given—spontaneously, at that—that they were to be included. Why have they been left out ? It is a significant and some- what sinister fact that Mr. Churchill has gone to Egypt in company with Sir Hugh Trenchard, where together they are to arrange the sites for five powerful military air stations in the Suez Canal zone, on which no less than £670,000 of the British taxpayers' money is to be spent during the ensuing financial year. The military necessity at the moment of these stations is doubtful, while it can hardly be claimed MARCH 17, 1921 that they can be of much use in the commercial developments of the future. We are coming to the belief that the fears we expressed recently that Mr. Churchill has committed himself to the developf ment of the military side of flying and has ceased to visualise its more utilitarian aspects are very much founded on fact. While civil aviation is dying— if it is not indeed dead—in this country, the nation is being committed to costly and useless enterprises n the sands of the Egyptian desert. We fail to see what good can come out of an enquiry conducted by an attentuated Committee such as that appointed by the Air Minister. Lord London- derry called a conference last week, attended by a number of prominent members of the industry, constructional and operating, at which he explained the purpose of the appointment of his Committee, but we cannot see that it brought us much nearer to a resumption of British aerial services between this country and the Continent. The Committee is to take evidence and suggestions for infusing new life into the movement. We suggest that this is com- pletely redundant. Everybody concerned knows exactly what is wanted. Let the Government follow the example set by France, and subsidise approved services adequately and immediately until such time as they are able to stand on their own feet. The Advisory Committee has outlined a workable scheme, which, if it were adopted by the Cabinet, would render it quite unnecessary to hold further enquiries which only entail a waste of valuable time. There is no question but that the public will take full advantage of the greater speed of travel offered by the aeroplane service, provided conditions do not compel the fixing of passenger and freight rates at a prohibitive figure. In time—before very long, we believe—it will be possible, as new and suitable machines come into service and as more exact knowledge is obtained of how services should be organised and conducted, to make these services pay well. But that time is not quite yet, and adequate assistance must be extended to the pioneers—as the French are doing—to enable them to carry on through the initial stages. Nor will £60,000 assist much to the end in view. ' If the Government really sets any store by the development of civil aviation, as we have repeatedly been told is the case, a much more generous view of responsibilities must be taken, and that soon, or it will be too late. THE LONDON-CONTINENTAL SERVICES FLIGHTS BETWEEN FEBRUARY 27 AND MARCH 12, INCLUSIVE RouteJ xtbe a o 0 No. of flights carrying a! s IS 8 00 a 4) g 605 Fastest time made by Type and No. (in brackets) of Machines Flying CroydonrParis ... Paris-Croydon ... Cricklewood -Paris Paris-Cricklewood Croydon-Brussels Bru3s els- Croyd on TotaU lor two weeks. 20 24 1 8 7 47 59 2 2 2 10 112 15 1 6 6 20 22 1 8 6 57 h. m. 2 55 2 43 3 412 19 2 49 Spad F-CMAY (in. 51m.) .., Spad F-CMAW (ih. 59m.).., H.P G-EATK(3h. 41m.) ... Airco 4 O-BADO (2I1. 8m.) Airco 4 O-BATO (2h. 30m.) B. (5), G. (2), Sa. (i).Sp.(2). B. (5). G. (2), Sa. (1), Sp. (3). H.P. (1). A.4 (6), A.Q (1). A.4(4),A-9(i). • Not including "private" flights. Including certain j oumeya when stops were made en route. X Including certain diverted journeys. I84
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