FLYING IN BRITAIN

Dominion, Volume 14, Issue 48, 20 November 1920, Page 5

FLYING IN BRITAIN

WHAT OTHER COUNTRIES ARE DOING SUPREMACY IN THE AIR (By Major C." Ct. Turner, in London. "Observer.") All over Europe air lines arc in regular operation, and a great many more are projected and will certainly be started. hvery month sees extensions and additions; and over most of tho routes tho air traffic is on the increase. And th.s* .activity is the more remarkable considering that the early post-war aeronautical enthusiasm, which was often as hectic us it was ignorant, has been damped by cold fact and by the difficulties of air transDort to which it was so often blind. The fact is, aviation has proved sound enough to survive. The difficulties are being overcome—have 'in many cases been overcome. What was by many rcod;o said to be impossible has • been accomplished. There will be no going back, there will he a tremendous going forward, for what is now being dono is not the enterprise of ignorance. Many of the air lines, including the British, are commercial concerns without State aid or stimulus. In some countries. it if true, Government givea direct or indirect financial assistance. The value o'" this assistance is pfton exaggerated, but full allowance should be made fof it. In Germany, eo far as is known, the Government have paid a subsidy to only one of the numerous linos in operation. In France Government pays subsidies based iiuoii the value of the machine and the number of hours flown, with further consideration in favour of load transported, speed, and so on. Tho need for and the benefit of subp;dios are debatable matters. It will bo remembered that th* Advisory Committee for Aviation reported recently, strongly urging them for is period of two years: but Air Marshal Sir Hugh Trencharjl disagreed, holding that subsidies are .unsound on principle. An Abnormal Situation, • In Great Britain the only regnl&r lilies are those connecting London with Paris, Brussels, -Antwor.p, Amsterdam, and Copenhagen. These are unsubsidised. To what extent they are profitable, It at all, has not been disclosed. But they are used increasingly for the conveyance of mails, goods, Mid passengers. In.discussing the question of subsidies perhaps this point should bo considered. Owing to the existence of vast quantities of war material service orders to nmnufaeturers lmvo been far less than they would he in normal peace times. _ Much of the air lino traffic, moreover, is by adapted war craft. The situation is therefore abnormal. and possibly for that reason subsidies. if wrong in principle, might be justified temporarily (the Royal Air Force will need complete re-equipment by 1922).

Looking at a man of existing air lines n contrast between London and Paris and Berlin is nt once <;een. Both the latter aro centres of a spider's' web of ronton, whereas London has only a line to the south-east. This line, however, links up not only Paris, but to Antwerp, Brussels, and Copenhagen, since present regulation* require that the only way to Europe shall be by way of the Strait® of Dover. Tho lack of lines north and north-west, and even west from London, marks our great disadvantage. It reflects tfc view hitherto almost universally held by the authorities (but consistently opposed by the present writer) that there is little opportunity for aircraft inland, wher# there are few routes exceeding 250 or 800 miles in length, and where thero are good railways. Of late many conversions from this view have been made, and an air line between London and Gin?jow is at least projected. Indeed, it cannot too often be insisted that the busy railway cannotes much business and heavy mails promising Ml loa'ds of extra-, fee freight for aircraft; (hat a route of only 200 miles is long enough ster the ndvnntage of aircraft to appear, especially when the volume < of traffic justifies a continuous day and night service: that each terminus is the centre of busy, outlying districts to which earlier conncc-. tione can be caught; and.that in Great Britain exist a large number of crosscountry mites by no means well served by railways. Trade and War. There are sound commercial reasons for aircraft development, and there is no need to dwell unduly on its bearing upon national defence. But this must be said. Any war in the future will ■ open with blows struck from lo'njj distances by means of aircraft, and cities inland are thus laid open to attack. Hitherto only the land or the sea frontier has been directly concerned with tho outbreak of hostilities. To say that the dawn of air power has not revolutionised war 5s to q nibble; it has altered everything. But there are urgent commercial reasons for fostering aircraft development. Air lines will quicken commercial circulation, so that their neglect can only be left to bnrbarons or semibai'Barous' Tho measure of our lioglect or indifference is tho measure of our nnworthinesa to take part in' the struggle.

Already we have allowed post-war exhaustion to endanger our position. Some ol the beat .designing and mechanical staffs engaged on aeroplane and airship work havo alreadyi been dispersed. The. process.is still.going.on. Wo are not keeping more than a few of the pilots trained during the war, nnd .very few new ones are being taught. It is ■pertinent. to ask, for what are all these highly-trained . aviators, _ designers,draughtsmen, and mechanics, and their invaluable' experience, being sacrificed. Throughout tlie year the German Government has been promoting a vigorous Press campaign with the object erf keeping the importance of air navigation before tlie ppople. This has been the more hecossary because tho shortage of petrol has prevented public demonstrations of flying on any large scale. German designers liave not been, idlo, and somo of their new craft are important. In commercial aviation Germany is looking ahead, and is fully .alive to tho importance of an increased commercial load to be secured by the use of tho "high lift" wing. Great Britain has at least two practicable "high lift" wings, but their development is retarded by tho universal depression, and perhaps by wasto and extravagance upon unwarranted case and luxury for which all classes ore to blame. Britain's Strong Influence, In all that relates to regulations, control, and theory the Air Ministry have done extraordinary well. Great Britain*!, was tho predominating hand in shaping the International Ait Convention j wo have set the only sound standards in aircraft construction; tr? liave made London the centre of tlio world's air. craft insuranco; in short, wo have done everything except look after the practical need for busy nil' lines and a vigorous aircraft industry. For ft year tho London-Paris air-mail was crippled by a prohibitive fee. The authorities _ havo never encouraged inland air mails or believed in the development of inland air navigation. It would require only a definite dailv allocation of mail to be airborne to make all the difference. The United States Post O.lfico claim that the air mails from New' York to Washington and Chicago save 170,000 dollars.a year in comparison with railway-borne mails. Great Britain lias tho best machines, the best methods, and the best standards—standards that, with due care, will bocomo tho world's standards. In other countries there is somo little sacrifico of- standard for the sako of immediate profit. If Great Britain took moderate advantage of the opportunities at this moment within her grasp, her suprem-. ncy in the air would never be questioned.