MAILS BY AIR

Evening Post, Volume 105, Issue 4, 6 January 1928, Page 8

MAILS BY AIR

EMPIRE LINKS VISION OF THE FUTURE GREAT TDIE SAVING "Very great progress Is being made in long-distance flying by aeroplane and seaplane," writes Lieutenant-Comman-der the Hon. J. M. Kenworthy, R.N., M.P., in the "Sphere." "Four naval aircraft," he goes on to say, "loft recently for a 25,000 miles voyage to Australia and back. This flight is being undertaken as a part of the normal routine of the flying service. "Last year Sir Alan Cobham flew in one machine from Croydon, near London, to the Cape of Good Hope and back. Thus Cecil Rhodes's dream of linking Cairo and the Capo by railway line has been improved upon, at much less cost," by the establishment of communication by air. As for the Atlantic, it has been flown now half a dozen times. "These are the spectacular long-dis-tance flights. Yet thousands of miles are flown every week on shorter commercial flights, carrying passengers, mails, and goods without any accident and without tho world in general being aware of it. The aeroplane is becoming as reliable as the steamship and the railway train, providing that not too long fights are attempted, that there is a proper organisation of landing, grounds, and, for night-flying, of suitable illumination." Letters, he points out, now take three weeks to reach Capetown from London by the ordinary mail service. A properly organised air service could shorten the line to four days. To India letters could be delivered in three days. The greater the distance to be traversed the greater the advantage of flying. Thus, from London to Sydney, Australia, by steamship, takes six weeks. Flying by day only, aeroplanes could carry the letters, passengers in a hurry, and urgent documents, in ten days; or five days flying by day and night. To-day, using only steamships, San Francisco is three weeks nearer to Sydney, Australia, than London is to Sydney, Australia. SERIES OF HOPS. "Now let us get out of our minds the fascinating spectacle of the longdistance, recording-breaking flights. These flights are of great advantage to aviation and science, but, for commercial purposes, a series of comparatively short hops of 100 to 500 miles are required. The five-day-and-night continuous flight to Australia would be made by a series of aeroplanes flying in relays.' This is an advantage in that all countries traversed can bo tapped on the way. Thus, a continuous airplane and seaplane service to Australia would enable letters to be left and picked up, on the most probable route to be followed, in France, Italy, Greece, Egypt, Mesopotamia, Persia, India, Burma, Siam, the Straits ' Settlements, three of the more important islands of the Dutch East Indies, and the North|em Territories of Australia. COSTS COMPARED. "The costs are known. Air transport costs less than three shillings per ton mile, and it has been calculated that, allowing five shillings per ton i mile, a weekly air service each way could be established between London and' Sydney at an annual cost of £300,000. Supposing each airplane carried half-a-ton of letters and documents, and the cost is three shillings a mile for the 12,000 miles to be flown, the cost would be £1800. Taking the usual Post Office calculation of 39,000 letters to half a ton this works out at only one shilling a letter. There is no doubt that such a service from England to Australia, and from England to the Cape, would be taken advantage of by business houses in all the countries traversed. But, even if the service did not pay at once, the quickening of communications would create extra trade and the experiment would be well worth trying. '' Steamships are too slow to-day for carryingthe mails between distant parts of the Empire, especially as they cannot go direct, but have to pass round the great land masses on the way. The airplane or seaplane is the mail-carrier of the future, and every day that we delay its more extended use for the Empire we are losing business. Even if we commenced only with day flying it would be something, though the organisation of night flying is not difficult. The Americans and the Germans do it by proper illumination of the aerodromes and by a system of beacons along the routes. "All the requirements for the Indian, African, and Australian flights are known; the sites for the extra aerodromes required have already been selected; and all that is needed is a little vigour and imagination on the part of those in high places who have the final say in the matter." THE LINK BT AIR. Dealing, with the political and military aspect, the writer says: "Politically it would bp a great advantage to speed up Empire' communications. Tho Dominions have been linked together by sea. They can be linked even more closely together by the scientific use of the air. British prestige would be enhanced. From the'military point of view, the early establishment of a great system of Imperial air routes is highly desirable. It would give us much useful experience in continuous flying in all conditions of weather and climate; and it would enable a most! useful body of reserve pilots to bo always available for the Royal Air Force in case of need. Britain is not j behindhand in flying technique, as our recent winning of the Schneider Cup has shown; and the many miraculous flights accomplished by British pilots still further prove this. Owing to our peculiar situation, no people would benefit more than . ourselves by a greater use of flying machines for the carriage of mails, passengers, and goods within the British Empire." i