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Aviation History
1932
1932 - 1108.PDF
FLIGHT, NOVEMBER 3, 1932 (tin, Owtafwrt IMPERIAL AIRWAYS LTD. ON October 25 the Eighth Ordinary General Meeting of Imperial Airways, Ltd., was held at the Hotel Victoria, Northumberland Avenue, London. Sir George Beharrell presided in the absence, through illness, of the Chairman, Sir Eric Geddes, and the Directors' Report and Accounts having been disposed of, Sir George Beharrell read the Chairman's speech, extracts from which we give below. Sir Eric first dealt with the financial position—to which we briefly referred in our issue of October -20—and stated that although in the forecasts and estimates made several years ago the year under review was not expected to be a highly prosperous one, it was indeed fortunate that im proved methods and organisation had enabled them to meet in the year under review some of the extra and unforeseen leanness resulting from the various causes already explained (fleet replacements, etc.). As the figures given in the report show, the current year's operations to date were sufficiently satisfactory to justify a certain degree of optimism. Regarding the company's operations, Sir Eric referred to the introduction of the new Heracles class aircraft, simultaneously with which were introduced considerable improvements in the standard of service, particularly in regard to the catering department. The results had fully justified the bold policy of the board in embarking upon the larger size of fleet unit and the higher standard of service. Sir Eric, in reviewing the Empire services, said that the re-equipment with the new 4-engined type aircraft, etc., showed improvement in the traffic on the England- India service. He also referred to the change-over of the Persian Gulf route to the Arabian side, already noted in FLIGHT. As regards the England-Africa service, he pointed out that he was unable to give any figures of value since it had only been in operation as a through service for about two months of the year under review. Referring to the introduction of the Atlanta type of aircraft on this route, Sir Eric said: "I am seizing the opportunity of the Atlantas being moved to take up station on the Cape to Cairo route, to travel over it myself from end to end, in company with the managing director, Mr. Woods Humphery. " We will be able to run to a schedule which will afford time, as may be necessary, for inspection and discussion at various points, and I am particularly glad of the oppor tunity which will be afforded me of paying the respects of the board, and proprietors of Imperial Airways, to the representatives of those Governments who support the service and who co-operate so magnificently in making it a success." As on previous occasions, Sir Eric gave some interesting statistics. During the year under review the company's aircraft flew 1,722,000 miles, compared with 1,296,000 miles in the previous year. The revenue traffic amounted New Air Liners A NEW fleet of air liners is to be placed on service by the Air Union. They will be a new type of Breguet, with a higher speed than the present machines, and will carry 10 passengers. These machines, we are informed, are not intended to compete with Imperial Airways, but to speed up the service between Croydon and Marseilles. The Isle of Man Services IN our issue of October 6 last we published a para graph stating that the Saro " Cutty Sark," operated by British Amphibious Air Lines, Ltd., between Liverpool and the Isle of Man, had been flown back to Cowes. We regret that we got somewhat confused with the two concerns running air services to the Isle of Man, and the " Cutty Sark " in question, piloted by Fit. Lt. T. Rose, was not that of British Amphibious Air Lines, Ltd., but that operated by Fit. Lt. Rose and Mr. Campbell Shaw. " B.A.A.L.," it may be noted, were the first to operate a service to the Island, having started a regular service from Blackpool last March. They, too, have just closed down for the winter spell, after a very successful season, to 1,252,000 ton-miles, compared with 901,000 the previous year. They actually sold 56.2 per cent, of the total capacity offered, compared with 56.8 per cent, in the previous year—a very satisfactory figure considering the general falling-off in travel statistics all over the world and the fact that the capacity offered increased from 1,600,000 ton-miles to 2,230,000. As to regularity, services cancelled on account of weather amounted to 2.89 per cent, of the scheduled services, compared with 5.32 per cent, the previous year and 23 per cent, in 1924-25, the first year of operation of the company. The route mileage operated by regular services was now about 12,000 miles, and they were flying on an average nearly 6,000 miles per day. Regarding the progress made in the economics of air transport, comparing 1932 with 1925, it was seen that the average cost per ton mile on the European services, including every item of expenditure, was slightly less than one-half of what it was seven or eight years ago. On the other hand, fares had been reduced, so that not all of the saving in cost was a net gain. They could never achieve their object of the commercial emancipation of air transport from subsidies if they confined themselves to carrying a small volume of traffic at relatively high rates. They set out, therefore, to increase the volume of traffic as well as decrease the cost of operation, and the former had been achieved in no less marked a degree than the latter. The top of the ladder, said Sir Eric, was still well above them, but they were making steady and continuous improvement in the amount of traffic carried, in the revenue earned, and in their methods and costs of operation. They had, however, to be continually on their guard against adverse action from one quarter or another. Some Governments saw in their strategic position an oppor tunity to levy, in one form or another, payments from them or to place onerous obligations upon them before they received the ordinary freedom which was accorded to ships of all nations trading in the ports of the world. In one country they were actually taxed on the dividends paid in this country, even though not a penny of that profit was earned in that foreign country. " But," added Sir Eric, " important though this ques tion of double taxation certainly is, in my opinion even greater injustice is being done to civil aviation by the postal administrations of various countries. In saying this I regret that I cannot exclude our own postal administra tion, although I am bound to admit that in some respects they are more reasonable than any others." Sir Eric proceeded further on this subject, as already reported in our leading article this week. Sir Eric concluded his speech with references to the Empire services, the possible extension to Australia, and the Atlantic service—upon which latter they had devoted and still were devoting a great deal of study. and hope to do even better next year, negotiations for a bigger machine being in hand with this object in view. Irish Free State and Air Mails AT the opening of the new session of the Dail (Irish Free State Parliament) last week, Mr. O. Grattan Esmonde asked the Minister for External Affairs whether any agree ment had been arrived at between the Governments of Canada, Great Britain and the Free State with regard to the aerial transport of mails to and from liners calling at Queenstown, in connection with the mail service between Canada and Europe. President De Valera replied that every avenue in connection with such an arrangement had been explored, but no agreement had been reached. New Issue of Air Mail Leaflet THE Postmaster-General announces that the Winter edition of the Air Mail leaflet, giving particulars of the Air Mail services available on and after November 1, has now been issued. Copies of the new leaflet are being sent to regular users of the service and can also be obtained free of charge at any Post Office. 1028
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