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Aviation History
1922
1922 - 0099.PDF
THE AIR CONFERENCE, 1922 [LAST week we published a resi4tne of the paper read before the second Air Conference by Lord Gorell, Under-Secretary of State for Air. This week we continue with extracts from a most instructive paper read by Lieut.-Col. W. A. Bristow, entitled " Aerial Transport, Today and Tomorrow," and with a brief report of the discussions of the two papers. Col. Bristow's paper may appear pessimistic to some, but it cannot be denied that all is not well with civil aviation, and the sooner we realise, and admit, its shortcomings, the sooner shall we be in a position to remedy them. We therefore make no apologies for publishing extensive extracts from a paper in which some strong opinions are very frankly and very ably expressed.—ED.] AERIAL TRANSPORT, TODAY AND TOMORROW By Lieut.-Col. W. A. BRISTOW, M.I.E.E., M.I.A.E., F.R.Ae.S. IT is a matter of some little difficulty to write in a practical manner of the future of aerial transport owing to the lack of sufficient data upon which arguments can be based or from which conclusions may safely be drawn, and in consequence our ideas of the future must to some extent be founded on a mixed basis of theory, practice and imagination, It is impossible, for example, to give schedules of operating costs that could be taken as a guide to the future, as no company in the world has yet run with a complete fleet of aeroplanes and engines such as are considered today to be satisfactory for the purpose, neither can we consider that many other important factors are in a satisfactory condition. It is probably a fair statement that commercial aviation has, up to the present, been little more than full scale experiment with apparatus largely of a makeshift and temporary character. In spite of these limitations, however, the results have been of an extremely interesting and valuable character, and it will doubtless be agreed that the very greatest credit is due to those who have, in face of serious difficulties, carried ever-increasing loads with factors of regularity and safety of a high order. Before attempting to deal with the subject in detail, it may be as well to examine briefly some of the main outstanding features of the present situation. In the first place, we have to recognise that at present it is not possible to carry on the business without a subsidy in some form or other, and therefore the character, allocation and working of the subsidy system will have a most important effect on development. It has been said that it is a mistake to confine the operations of subsidised services to the London-Paris route, and that there are many other routes which are capable of yielding equally good results. As a result, however, of close pratical acquaintanceship with the working of several of the present air lines, I am convinced that a better route could not have been chosen, and that it possesses inherent advantages not to be found elsewhere. In the first place, it is about the right length for severity of test, the wide strip of water necessitates a high standard of reliability, and the rapidly fluctuating weather' conditions along the whole route absolutely compel the rapid development of- the two great guardian sendees of aviation—namely, meteorology and wireless telegraphy and telephony. In addition, the two termini and the general operations on the route are controlled by different countries with different ideas and methods, and no doubt much of the progress that has been made is due to the mutually instructive effect obtained by such an arrangement. Regarded as an experimental laboratory for the instruction of designers, constructors and operators, an international route is almost bound to be of far greater value than any purely national one. From a commercial standpoint also, the London-Paris route has very great advantages. The actual journey by land and water, with its changes, delays and vexatious examinations, is rendered far more troublesome than its mere length would indicate, and very few people who have experienced the convenience and speed that can be obtained on this route in any reasonably suitable aeroplane will feel inclined to revert to the old means of travel. Further, the number of potential passengers is enormous, and, in addition to the subjects of the two countries, there are the scores of thousands of travellers and visitors from every country in the world who yearly pass between the two capitals. Many of these gain their first experience of air travel between London and Paris, and it is highly probable that they would not have the opportunity of obtaining it elsewhere. There are, of course, hundreds of routes within the Empire that could be opened up to air traffic with advantage, but it is considered that success in these will be best assured by first hammering out the many technical and commercial difficulties on our own doorstep, and the Paris-London route, for the various reasons given, is, in the author's opinion, specially suitable for this purpose. The question that next arises is as to whom the subsidy should be given, and the decision to increase the number of firms on the London-Paris route from two to three has been somewhat criticised. What are the objects in view for which the subsidy is granted ? As I see them, their order is, firstly, to promote and encourage British aerial transport undertakings in order that they shall be enabled to put up a good fight against the very powerful and heavily subsidised competition of the French, and secondly, to help us keep in existence some of the very valuable designing and constructional staffs we had in 1918. But behind all this is the real and vital question of the value of a commercial aviation industry is connection with the defences of the country. Progress in flying generally, and especially in connection with the design of machines and engines, depends largely upon actual flying experience, and already we see most of the flying all over the world being done by commercial aircraft. It is hardly possible that the profession of aeronautical engineering can be built up on the requirements of military aircraft alone, so that it may well be that the future superiority of our naval and military air fleets will depend mainly upon the growth of commercial aviation, although the actual difference between civil and military aircraft may be as great as that between a " Hood " and a " Mauretania." The nation is beginning to realise that our position as a naval and military power is undergoing a radical change, and that without adequate air power we cannot expect to maintain the Empire. France and Germany both realise this, and at the moment the French are actively staking out their claims on every airway of importance on a vast field bounded by Brussels, London, Africa' and Constantinople, whilst Germany is concentrating on research and experiment on a most extensive scale. Once the latter is free to establish air fleets for service abroad, she will undoubtedly make; strenuous efforts to become the greatest air power in Europe, if not in the world. We cannot disguise the fact that techni cally and geographically Germany is in the strongest possible position for accomplishing this purpose, and we undoubtedly must think of the day when German air lines will radiate from Berlin over the whole of Europe, and probably a part of Asia in addition. Already one of the largest firms of aircraft manufacturers in Germany has concluded an agreement with the Russian Government whereby they jointly run a very large factory in St. Petersburg and halve the profits. Germany knows and France knows that the future history of Europe will depend to a very considerable extent on the distribution of aerial power, and if we are to retain anything like our present position it is absolutely imperative that we develop our commercial air fleets by every means at our disposal. Cutting down our expenditure on the Air Force and Commercial Aviation may render possible some trifling reduction in the income tax, but that will be of little comfort if, as a result of the next war, the income itself disappears. This is rather a long digression, but it all relates to the question of the number of firms to be subsidised, and I think you will agree that all the objects in view will be furthered by the addition of suitable firms to the list of operating companies. It is not meant, of course, that such expansion, of numbers can be continued indefinitely or that anybody should receive the subsidy. I feel sure, however, that we need have little fear but that British aviation on the London- Paris services will be worthily represented this year by the firms chosen, and that the policy of adding to the number operating is sound and in the best interests of all concerned. The Air Ministry having provided very largely the ways- and means, it now remains with the operating companies to examine carefully the results of past operations with a view to devising means for a more successful "solution of the many problems to be solved before commercial aviation can be regarded as a permanent item in our social and industrial life. 99
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