AIR INDUSTRY OF AMERICA

Evening Star, Issue 18332, 20 July 1923, Page 4

AIR INDUSTRY OF AMERICA

laggard in world rivalry.

“TAXI FLYING” HABIT.

It is In tho United States, if anywhere, that ono would expect to find aviation in its fullest development (writes tho New York correspondent of tho London Times ’). One would suppose _ that in the country of Wilbur and Orville Wright, among a people whoso enthusiasm for mechanical invention and large-scale enterprise is almost a passion, there w ould bo an industry of tho air so vast as to dwarf that of 'any other country. Reasonable as the supposition might be, it would bo far from the fact. Not only is the United States no leader iu aviation, she is distinctly a laggard. Great Britain, Franco, Daly, and l Japan are all ahead of her. After America had entered the war she spent hundreds of millions of dollars on the production of aircraft, most of which were delivered 100 late for employment _in action. With tho cessation of hostilities the Government at Washington, nt tho huge money ocst of America’s effort, cancelled every contract for supplies that could be cancelled. Aircraft manufacturers suffered with others. They had more aeroplanes than they know what to do with. So had tho Government. The market was glutted, and the industry fell into a depression from which it did not emerge for three years. Its rebirth was dramatic. In 1921 there were turned over to the United States the German dreadnought Oslfrios•land, tho Frankfort, and some smaller cruisers. Guo day tho navy towed them out to sea off tho Virginia Capes and army airmen, dropping TNT bombs with deadly precision, despite a smoko screen, blew them to pieces so fast that the whole country woke up. For military aviation that was the turning point. Everybody saw the value of aircraft then. A SHRUNKEN INDUSTRY.

But though a now interest in military aviation was aroused, commercial aviation made little headway. Even military avi> tion commanded less support than might have been expected, though tho army itr self strongly favored tho-new arm of the service. Congress waa niggardly with its appropriations. Apart from that, the übiquitous League of Nations issue bobbed up again. Because the international convention lor tho regulation of air navigation had the League of Nations tag upon it, tho United' Slates was precluded from giving its adhesion to it. It never framed any legislation of its own to tako the place of the international code, and as a result, though forty other nations have an air law nr laws, the United States has none.

Aviation has progressed since 1921; hut how far America lias yet to go before it regains its proper place among the nations is strikingly shown in a report made to the Secretary of War in March hy a former Assistant-Secrotary of War, Mr J. Mnyhew Wainwright, covering the subject of America’s industrial preparedness for war. “ The aeronautical industry in the United States,” he .says, “built up to largo proportions during the war, has shrunken rapidly, and is now practically facing extinction. Until commercial acrid transportation becomes a fact, the only demand for such equipment originates with the military branches of the Government. Unless the Government places with aircraft manufacturers sufficient orders to enable them to continue in operation the industry as such will disappear.” It may ho doubled whether the industry is now “ practically facing extinction.” Mr Wainwright was writing for the eyes of Congress. Nevertheless, it is noteworthy that whereas £20,000,000 was invested in the industry in 1918, at the close of the war there is loss than £3,000,000 so invested now. At present there is a definite campaign to stimulate public interest in aviation, set afoot by the National Aeronautic Association of the U.S.A., Inc., which has its headquarters in Washington. The association is planning as a further step toward the same end the calling of an international conference of scientists, engineers, and technical men at Washington in the autumn, and it hopes to establish a world understanding in research work and the technical side of aeronautics. ‘CIVIL AVIATION. In the field of operations affairs are different. The position is none too happy; but tire picture is relieved by the courage and enterprise of pioneers. Authoritative figures compiled by the Aeronautical Chamber of Commerce of America show that in 1922 there were 1,200 aircraft in operation all, over the United States, or about the sanio number as in 1921. About 650 of these wore Hying over so-called permanent routes, the remainder being “ gypsy ” craft, shifting continually to new bases. Between them they covered a mileage of 5,846,037. which was 60,000 miles less than in the previous year, and the number of flights diminished from 130,376_t0 89,936. The decrease in the latter actually reflects a gain for the industry, because it means that it is getting on a sounder basis. Stunt and mere demonstration flying is disappearing, and " taxi-flying ” between cities—a beginning to regular route transportation—is taking its place. The-pioneer of American operators is the Aeromarino Airways Company, whose flying boats up to the end of last year had covered 1,000,000 miles, carrying 17,271 passengers, without serious mishap. The company has arranged to establish in the near future routes covering the entire Atlantic coast and the Great Lakes—from Tampico, Mexico, to Montreal, and from Montreal to Chicago—and the Pacific Coast, from Vancouver and Seattle to San IVaucisco. Of the other regular air services one of the most interesting is that of the New Vork-Newport Air Service, Inc., which is a lino subsidised by Messrs Vincent Aster, JRobert Goelet, Harold Vanderbilt, and oilier wealthy New Yorkers. It makes bi-woekly trips between New York and Newport during June, July, August, ami September. The journey takes about an hour and a-half, and the charge per passenger is 30 dollars (about £6 10s). Messrs Astor and Vanderbilt are themselves qualified air pilots. There is not space hero to do more than mention the work of the aerial mail service, which in 1921 covered 1,713,000 miles, carrying 1,166,0001 b of mails, and in 1922 undoubtedly much exceeded those figures. Nor can there bo anything but a brief reference to the records of American airmen for speed, duration of flight, and so on, which aro constantly changing. Since March 29 they have established eight new world “ records,” and altogether aro credited with sixteen or more. One of the most striking performances is without official recognition because of technical reasons. This is the flight of Lieutenant Maitland, of the Army Air Service, who reached the wonderful speed, over a one-kilometre course, of 239.95 miles an hour.

Balloon operations are a chapter in themselves, which promises a striking chronicle, especially if tho navy is able to carry out its promise this summer of visiting the North Polo.