FlightGlobal.com
Home
Premium
Archive
Video
Images
Forum
Atlas
Blogs
Jobs
Shop
RSS
Email Newsletters
You are in:
Home
Aviation History
1943
1943 - 0309.PDF
FEBRUARY 4TH, 1943 FLIGHT 121 The Air and Shipping Commercial Aviation Operated by Private Enterprise Under Qovernment Supervision : Qroups to Control Areas By A CORRESPONDENT RECENT correspondence and Parliamentary debateshave brought civil aviation to the fore, and I feelthat the great mistake which led to the failure, on the part of Great Britain, to fulfil her rightful role in civil aviation, should be brought to the fore at the same time. I say "mistake" deliberately, and I cannot leave this without qualifying the word by calling it a "mistake in Government policy." Without wishing to bring up any controversial subject, it must be clear to every thinking citizen of to-day that civil aviation is to be a national service, in the same way that our great shipping lines and the mercantile marine constitute a national service. The Government's mistake was really a lack of foresight and courage. Correspondence has stressed that shipping took no leading part in the initial development, but one of the main reasons for their holding back has not been properly stressed. There ivere reasons, though. Lack of Government-inspired incentive to operators and aircraft manufacturers left the operating market open prey to any financial group which found itself ready to take a gamble, political and financial, to " corner " this market. The opportunity was taken, and it succeeded, and one can only say "hats off " to that group for their courage. But this was bad, nationally. Pre-War Amalgamation During the ten years before this war, innumerable groups of operators willing to give their services, at a reasonable and fair return, to their country's future in the air, were squashed by political and financial designs. Let no one deny this till they have gone into the facts, and found the true but unpublished basic reasons why such progressive concerns as Imperial Airways, British Conti- nental Airways, North-Eastern Airways and Hillman Air- ways (to give a few), suddenly, under the whitewash of the Cadman Report, either fell into the clutches of British Overseas Airways Corporation, or were cold-shouldered and ignored by the Department for Civil Aviation, so that they could not possibly run economically. It would be possible to give many household names of groups of shipping and allied industries which were pre- pared to take a leading part in financing and operating air- lines in 1936; but faced as they were with a cornered market, can anyone blame them for holding off? No, I do respectfully submit that the wealth of technical and operational experience which this country possesses be harnessed with Government aid ; that European, Con- tinental and Empire routes be divided into four, five or six separate groups, and some sort of incentive given by the Government for a balanced, uniform and fair scope for initiative, competition and efficiency. By all means let civil aviation be divorced from the Air Ministry if that Ministry is not interested or competent to handle it. But let there be found some means whereby civil aviation becomes a development of existing shipping and allied services, and let the country's traditional flair for development and initiative be given a real chance to put the nation in the forefront in this particular sphere, as it is in most other spheres. Facts have to be faced, though, and this state of affairs has been truly placed on record during the debates on civil aviation instigated by Mr. Perkins in 1936 and resulting in the Cadman Report; the unpublished reports given to the Cadman Committee; and last, but by no means least, the debate and statements made by Mr. Perkins and Wing- Commander Wright, in particular, in the debate, Decem- ber, 1942. (See Flight of December 31st, 1942.) In short, air transport should be the concern, broadly speaking, of shipping and allied industries, with the con- structors divorced from'financial participation, but encour- aged to listen to operators' requirements before designing transport craft, and given an adequate incentive to design accordingly. Whoever sets out to cure •'he ills of civil aviation will have to be strong and ruthless, because he will be up against some ruthless dictators in whose sphere of opera - tions freedom of speech and any Atlantic Charter ideals appear to be discouraged. Good luck to him, if he comes along ; he will have a wealth of support from many sources which may well surprise him when he starts, but he will have to act very quickly. Our potential position in civil aviation after this war is already in the balance and found wanting. One word more: civil aviation cannot be run nationally, i.e., by, the Government; it must be conducted by private enterprise, subsidised and supervised financially but ade- quately by the Government; and, as I have said before, four or five groups should be chosen to control, for example: — (1) England and European network ; (2) England, Mediterranean, India and Australia; (3) England to South Africa and South America; (4) England and North America ; (5) The Far East, and connections with the West Coast of North America and Siberia, linking with (2) above; (6) England internally. This must be done by opening the market up sufficiently to give all competent interests freedom of speech, freedom of action, and opportunity to a fair share to serve. That, after all, is the principle for which we are all supposed to be fighting to-day. PRIVATE AND (LIB FLYING AFTER THE WAR (By Harold E. Perrin, C.B.E., Secretary, Royal Aero Club, 119, Piccadilly, London, W.i.)'"THE Royal Aero Club, which founded the first light aircraft -L club and pioneered this movement, is very much concernedwith the future of civil aviation. It is particularly concerned with club and private flying which are its special domain. Acommittee to consider this question and to make recommenda- tions has been" set up. The club feels that it would be in theinterests of British aviation for the General Council of Asso- ciated Light Aeroplane Clubs to resume its functions after thewar, and the time has now arrived to make plans for a nucleus of light aircraft clubs covering the immediate needs of thevarious areas, which would be in a. position to begin operations with the minimum of delay after the cessation of hostilities.The Royal Aero Club is also concerned with the future of private flying. One often hears it said that no one will haveany money after the war to take up private flying. This is not the view of the club, which feels that, immediately after thewar, there will be a large surplus of training and light com- munications types available for the prospective private ownerwith plenty of trained pilots to fly them. Practically all the light aircraft clubs were closed down onthe outbreak of war, and the addresses of their officials, most of whom are in the Services, are unknown. Should thisannouncement come to their notice, it is hoped that they will get into touch with the Royal Aero Club. When this information has been gathered together andanalysed, the club will be in a position to call a meeting for the purpose of submitting definite proposals to the Secretary ofState for Air.
Sign up to
Flight Digital Magazine
Flight Print Magazine
Airline Business Magazine
E-newsletters
RSS
Events
