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Aviation History
1928
1928 - 0894.PDF
of the company was £250,000. According to the directors' report, the company has in service 15 machines of high power, and three smaller types used on special charters, etc., while there are four three- engined types under construction. A total fleet of 22 machines is not a very impressive " stable," but it is to be presumed that these have been kept fairly busy, which is to be preferred to a larger number of machines either flying with half,load or standing idle. On the subject of the profit and loss account, Sir Eric Geddes made several very interesting obser- vations. For example, the credit balance brought forward from the trading account was £132,000 as compared with £54,000 last year, and Sir Eric pointed out that this satisfactory improvement represented great progress because it meant that the gross profit showed continuous improvement. This was a hopeful sign for the future, because it meant that tlfe existing fleet could cater for additional traffic without any subsidy. " In fact," Sir Eric said, " during the year under review, your company carried out nearly 33 per cent, more unsubsidised flights than in the previous year." A closer indication of the nature of these flights would have been interesting. Turning to the subject of operation, Sir Eric said that two years ago it was estimated that the rate of traffic increase on the European routes would be in the region of 10 per cent, per annum. He was glad to say that the traffic on the European services was now 60 per cent, higher than it was two years ago. The " Silver Wing " de luxe service, on which the pay load was reduced in order to enable the machines to carry a steward and a small buffet, had been found to attract increased traffic. At the extraordinary general meeting, Sir Eric Geddes outlined, briefly, the past history of the company, and then turned to the subject of the new agreement with the Government. This, he said, had as one of its main features the establishment, first, of a weekly service between England and India, and later, as traffic developed, a bi-weekly service. The agreement also provided for a more rapid obsolescence rate, and the financial provision allowed for the replacement of machines on the main routes to be made every four years. This did not mean that aircraft so replaced would be scrapped, but could be employed for new lines on unsubsidised flights free of the burden of obsolescence and insurance. Another provision of the new agreement was the transfer to the company of two large three-engined all-metal flying-boats (Short " Calcuttas "). They had been unable, hitherto, to develop the marine side of civil aviation, but this year notable strides had been made, and he thought that in the near future they would be prepared to tackle the long overseas flights which would take them from Singapore to Australia. Those who had hoped to be supplied with details of the proposed new agreement with the Government were disappointed. Sir Eric said that in the past details had been published, but it had been found that this was detrimental to the interests of the company, and he therefore hoped that—solely in the interests of the shareholders—they would not press him to answer questions concerning the operational details of the agreement. As chairman of a commercial undertaking, doubt- O <•> High Speed Flight Formed THE chosen officers for the " High Speed Flight " of the K.A.F. are Flight-Lieut. D'Arcy Greig (in command), Flying- Officer C. S. Staniland, and Flight-Lieut. G. H. Stainforth. SEPTEMBER 27, 1928 less Sir Eric was quite in order, but on the other hand, Imperial Airways, Ltd., is a subsidised company and maintained primarily with Imperial interests in view. That being the case, surely the nation is entitled to know in what manner it is proposed to spend a subsidy which amounts to £335,000 per annum for the first two years, £310,000 per annum for the next four years, £220,000 for the seventh year, £170,000 for the eighth year, £120,000 for the ninth year, and £70,000 for the tenth and last year, a total of almost 2J million pounds. The development of Empire routes was touched upon in the most general terms only by Sir Eric. After explaining that the longer the route the more speed would tell in comparison with sea and rail transport, Sir Eric stated that on the England-India route they intended to start with a weekly service because that was all for which they could get traffic, and was the minimum service with which they could hope to develop traffic. On a weekly service like that over a long Empire route the waiting time of the machines at each stage was so much waste ; but the moment sufficient traffic was offering they could duplicate the service with practically no increase in capital expenditure. On the Empire route, Sir Eric said, they would fly the Mediterranean with the newest type of seaplane. If these marine aircraft were as successful as they had reason to hope, they foresaw, clear of many of the diplomatic and international difficulties which hampered them to-day, a vast extension of flying by marine aircraft to many out- lying parts of the Empire. It is gratifying to find that Sir Eric and his co-directors are at last beginning to realise the value of the seaplane. Hitherto Imperial Airways Ltd., has not shown very much initiative in this direction. In the development of Empire routes Sir Eric saw the future for the company. There would be another future for feeder lines, &c, but he thought the company should run the main trunk lines, helping with advice and experience newcomers to work the feeder lines. To be economic, however, the main trunk routes must be in one hand. The reasons for that contention were made fairly clear by this passage in Sir Eric Geddes' speech :— " This agreement," Sir Eric said, " which we com- mend to you for your ratification, is the fruit of our minds working purely on the lines of successful commercial development. From that point of view —and I concern myself in this room with no other point of view—the Government is following a right and proper course ; but, of course, no one is ever contented with what a Government does, and there- fore I am thoroughly discontented with the paucity of the assistance. I would like the Government to have said : ' We give you this agreement now ; we will shortly enter into a further agreement with you to go to the Cape or to Singapore ; and then a further agreement to go to Australia. We will settle with other Empire Governments what their share is to be.' They have not said so, and ' Not one penny more ' has been their cry. ' Go get other subsidies if you can ' has been their refrain ; but I am sure that, once this route is organised, in the next year or two extensions, and further assistance in the early years of the new sections will be forthcoming." Flying-Officer T. H. Moon, who was technical officer in the last Schneider Trophy Team, will probably retain that position, for this new Flight will fly the British machines in the next Schneider Trophy Race. 830
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