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Aviation History
1939
1939 - 0366.PDF
138 FLIGHT. FEBRUARY 9, 1939 logical services, a manager's knowledge of such matters need not be quite so intensive. Nevertheless, such knowledge would always b.e indispensible for efficient co-operation between the different departments. In any case, the manage ment still retained responsibility for the handling of aircraft on the ground ; for the maintenance of the lighting equipment and internal intercommunication arrangements; and for the maintenance of an air traffic register. On the management depended the efficient service of landing parties and the train ing and equipping of units for dealing with emergencies. Mr. Andrews stressed the importance of a good understanding and harmonious working betw'een the control organisation and the operators. This understanding devolved upon the manager, from whom was demanded that sound business attribute—^ tact. So far as technical qualifications were concerned the manager should have the ability to read and prepare architects' and engineers' drawings; he should have an elementary know ledge of land survey; a sound knowledge of land drainage maintenance, of the operation and maintenance of every item of aerodrome equipment; experience of building maintenance; and a general knowledge of aerodrome surface requirements. In connection with the last he mentioned that, on a large area, grass cutting and maintenance might be most efficient and economically carried out if the cut grass were converted into furnace-dried grass, which was a saleable commodity. It was generally considered that the manager of an aero drome should have had ample flying experience, preferably as a pilot, and a knowledge of advanced air navigation was a valuable asset. Additionally, at those aerodromes where commercial flying was to be tostered, it was desirable that the manager should possess or acquire experience of air transport operation. Other particular qualifications were demanded in special cases. Earlier in his paper Mr. Andrews stressed the importance of business ability. In detail, this ability included experience of practical office administration; a sound knowledge of legal obligations and air regulations, including legal liabilities; an experience of insurance matters; and the ability to look after and train the working staff of the airport. It was important that the management should develop an organisation whereby all regulations, notices and relevant information could be readily available to all concerned. An office might be put on one side for this purpose, and the scope of the information available would be further increased by the provision of daily weather reports and so forth. Where an aerodrome possessed such • facilities it was necessary for the manager to have a thorough knowledge of Customs regulations. Obviously, every effort should be made to increase the direct and indirect business at an aerodrome. Not only must the manager establish the best possible understanding with his clients, but he should also do his best to see that the ALTHOUGH this may only have been the effect of a good dinner, it appeared, judging from the various > speeches at this year's Aerodrome Owners' Associa tion dinner at Grosvenor House, that the owners are feeling just a little happier about things than they were last year. Possibly the Association's quarterly meetings with the Air Ministry, which were held in March and October, helped to make the delegates feel that their diffi culties were at least understood, if not met. Nevertheless, Capt. Harold Balfour, the Under-Secretary of State for Air, who proposed the toast of the Association, made it quite clear in his speech that the Air Ministry's idea is still, and probably rightly, that both airlines and airports must eventually be economically self-supporting. He did not say so in so many words, but that was the general impression which he conveyed. He explained that at present the Royal Air Force must have priority, but this was the time for stock taking in order to prepare for the future. In his reply, Lord Londonderry, the President of the Asso ciation, said that the .aerodrome owners' position was now a little more hopeful, particularly since they were now coming to an agreement concerning the scale of fees for the use of civil aerodromes by the Volunteer Reserve Schools.* He mentioned the subsidy which was now being paid to internal airline oper ators, and the suggestion underlying his remarks was that without the airports the operators could not run their services and that, therefore, the airport owners should receive first con sideration. He doubted whether airlines did, in fact, cater for the public; more usually they accepted their passengers with indifference. The retiring chairman of the Association, Mr. C. M. Newton, proposed the toast of the guests, which was later to be replied general public in the district was duly encouraged to take an interest in aviation as a whole. Another little point mentioned by Mr. Andrews was that of maintaining a careful record of transport enquiries. The statistical maintenance and such records would help the air line operators in readjusting their time-tables and in consider ing new routes. For example, an analysis of the enquiries at Speke showed that between May and August last year a direct service between that point and Dublin, leaving at about 8 a.m. and returning at about 7 p.m., could have counted on an average of about three passengers per trip. Mr. Andrews concluded his paper by impressing again the importance of discretion and tact. THE DISCUSSION IN spite of Mr. Andrews' suggestion earlier in his paper that the discussion on the subject of airport management was likely to prove more informative than the paper itself, very little of direct importance and interest was said afterwards. The delegates' remarks tended to wander off on to other matters and to suffer from the usual tendency towards inter tribal jealousy. One of the most useful contributions was from Mr. R. Brown, representing the municipal airports of South Africa. He asked why there were no examinations for airport mana gers, and suggested that this important post should hold its appropriate Air Ministry licence. He explained that in South Africa the managers had to pass such examinations. Referring to the ever-recurring grass-drying question, Mr. R. E. Ford, of Doncaster, explained that the Land Fertility Committee had agreed to contribute 50 per cent, of the cost of lime and 25 per cent, of the cost of the basic slag used at Doncaster aerodrome to fertilise such grass as was good for drying purposes. Mr. W. F. Davison, of Merseyside Air Park, complained of the disgraceful salaries which were paid to airport managers, and suggested that these were similar to those paid to the " average town clerk's assistant's junior clerk." At smaller aerodromes it was convenient and economical lor the management to be in charge of the local club's flying instructor. Mr. H. W. Stanton, of West Hartlepool, said that in their own particular case there was some question of whether the chief instructor of the local club or the chief instructor of the Reserve School should have the position. In his reply, Mr. Andrews mentioned one difficulty of combined duties, which was that when vigorous action was required in an emergency, such as after a crash, the manager might be in the air. Dealing with indirect revenue, Mr. J. U. Primrose, the new chairman of the Association, remarked that something like ^50,000, representing the salaries and wages of the staff at Perth airport, was spent in the town. to by Mr. Handley Page. The latter, he felt, was not so much a guest as a landlord, since he is president of the S.B.A.C, under whose wing the Association lived. Mr. Newton complained of the ever-increasing demands in aerodrome size, and turned to Mr. Handley Page to provide ways and means by which take-off and landing runs could be shortened. He concluded by making the very sensible suggestion that a com mittee involving all aviation interests should be set up. Such a committee should reduce the time taken in the passing of information from one section of the aviation community to another. As an instance of slow motion, he gave the case of the Airline Licensing Authority, which had only started work two years after the Maybury Committee had recommended its formation. Since he was replying for the guests, Mr. F. Handley Page presupposed that he was at liberty to reply also on behalf of the Air Ministry, but for various reasons he waived his claim to make any rash statements on their behalf. More seriously, he praised the foresight of the aerodrome owners, without whom civil flying would have been impossible. We in this country tended to deprecate our achievements, whereas, in fact, we were just as good as any foreign competitors. Fifty years ago the world's markets fell into our laps; nowadays there was competition, but there was no reason at all why we should not still take the cream of the markets. He felt that the Government had lagged behind in failing to encourage where encouragement was due. This year's chairman of the Association, Councillor J. U. Primrose, proposed the last official toast, which was that to the President. After the reply, Mr. Ashley Hall proposed an unofficial, but nevertheless popular toast to the retiring chair man, Mr. Newton, who was the first private aerodrome owner to hold that position. DINING THE DELEGATES
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