A GREAT RECORD

Ashburton Guardian, Volume 55, Issue 129, 13 March 1935, Page 8

A GREAT RECORD

BRITAIN'S AIR FORCE. LOW LEVEL OF ACCIDENTS. In the year just ended the Royal Air Force has flown about 47,000,000 miles. Half-way to the sun! A hundred times to the moon and back! (wrote Major C. C. Turner in the "Daily Telegraph" at the close of December). Yet there have been fewer serious accidents in the Service than in any year since the war. So far this year there have been twenty fatal accidents resulting in thirty-one deaths of pilot;; and others engaged in duty-flying, including the Fleet Air arm, but not including an accident to R.A.F. officers on a civil machine hired out for private flying. Parachutes have played an important part in saying life. Since they became standard equipment in 1926 they have saved at least 123 lives in the Air Force. The last two years are here compared. 1933_Seven saved in six accidents (one other died from injuries in the fall); 1934—Fourteen saved in seven accidents (including four lives and three lives saved in single accidents).

Last year the Air Force flew about 45,000,000 miles and there were thirtynine fatal accidents, in which fiftyfour lives were lost. On inquiry at the Air Ministry I learned that the decreased number this year has been accompanied by an exceptionally good record as regards accidents non-fatal, but resulting in personal injuries. The decrease, as compared with 1933 is not, however, in quite the same proportion. The figures are not available. It is rightly pointed out that a two-yearly average, rather than a year by year one, should be taken. On that basis 1933 and 1934 stand out as the best years on record. France's Figures. The French Air Forces, with twice the number of aeroplanes flew last year not more than 38,000,000 miles. The casualties included forty-five deaths. The British Air Force mileage in 1921 was probably not more than 5,000,000 and in 1930 it was about 20,000,000. The mileage is based on hours flown, speeds, and other data. It is not an official figure, but 'is a close, restrained estimate. The continuous process of re-equip-ment steadily increases the average speed of the Air Force. Moreover, the year's remarkably good record as regards accidents is the more striking in view of the increased flying in air exercises and manoeuvres under conditions approximating to active service. In this year's total one accident is included in which an Air Force and a civil machine were involved. This accident, therefore, is also included in the list of civil flying accidents. The reduction in the casualty rate is very striking when examined on the death in every 2238 hours flown, m 1930 one death for every 8000 hours, and this year (1934) one death in 12,100 hours The following table shows the figures for fatal accidents during the past fourteen years:—

Civil Flying* The proportional casualties in civil flying cannot lie shown until reports are complete as to the amount of flying done. It will probably be found that this has increased by 100 per cent,, or more, during the year, for not only has Imperial Airways greatly increased its operational activities, but there are also to be taken into account: \ The growth of inland air lines; A great increase in air taxi and special charter work; and A steady, but slow, increase in the number of" private aeroplane owners. The record for the past eight years

In this year's totals the loss of a French air liner in the Channel, and the collision of a French air liner with an obstruction on Croydon aerodrome, nre not included; nor does the list include two fatal gliding accidents. Three fatal accidents in travelling flying "circuses" are included and one to a pilot below the permissible age for flying. Examination of the causes ot ilie accidents shows very clearly that all of them could, theoretically, have beea avoided and that many of them could very easily have been avoided. Human error and the taking of unnecessary and inexcusable risks are the principal causes as in the vast majority of road accidents.

Regulations, supervision, and medical tests are steading factors, but there appears to be a need for tests which would eliminate pilots who, although, skilful arc temperamentally disposed on occasion to be indisfcet." On the walls of some of the flying clubs is seen the excellent reminder: "It is better to be an old pilot than o. bold pilot."

CS*b. of Fatal , Sq,uad. Ace. Deaths 1921 • • , . 33 22 27 1922 . • . . 32 34 51 1923 • .-. . 42 J 32 46 1924 . • . . 52 49 72 1925 ,. . . . 5-1: 41 58 1926 , • . . . 61 54 85 1927 . • . . 63 40 57 1928 - -. . . 69 50 76 1929 . • • . 75' 31 42 1930 . • . . 82 44 65 1931 . - . . 85 45 . 75 1932 • • , . . 88 34 46 1933 .. > . . 88 1 39 54 1934 . • . . 93 20 31

is:~ Fatal Accidents Deaths 1927 , . . G 9 1928 . • . . . 13 19 1929 . . . . . 12 33 1930 • • , . . 13 27 1931 . • . . 12 15 1932 . . . . 13 17 1933 . . . . . 18 47 1934 , • . , . 24 43