The Aviation Job Is Yet To Be Done.

Star (Christchurch), Issue 19118, 10 July 1930, Page 8

The Aviation Job Is Yet To Be Done.

'Written for the “ Star ”

By

Henry Ford.

'JTHE CONNECTION between motor-car companies and aeroplane manufacturers is quite natural. The business of the automobile manufacturer, like that of the aeroplane maker, is to provide means of transportation. Besides, the aviation interests have adopted the automobile engine as their power plant. That throws them together. Judged by necessary weight of ’plane and power plant, and by reliability of motors, aviation is just in its infancy —and close to the zero mark of infancy. I do not mean to disparage what has been done thus far. The Ford Motor Company is in the manufacture of aeroplanes about as deeply as any of the producers, and what I am saying hits ourselves as hard as anyone. _ But the fact is, progress in aviation is not up to the mark. About all that has been done thus far has been to prove that we can fly. Of the specific kind of engine which aviation must develop there is not the slightest sign yet. When the steamboat came it developed the steam engine. When the automobile came it developed the gas engine. But where are the engine and fuel that are to be identified with aviation? One of the Wrights said that he could fly around the world on a barn door if someone would give him sufficient power. Aviation, so far, has taken the general design of ’planes and other aircraft which are obviously usable—as a barn door would be if power enough were available. We have applied to aircraft the automobile figure, and fortunately have been able to get enough power to carry the craft, the motor and sdme additional load in the form of fuel, freight and persons. Have Done Nothing Really New. But thus far we have done nothing really new in aviation. The great thing that must be done, and along essentially new lines, is to get a new type of power plant which will produce more power with less weight. Advance along this line has been made, of course, by refining the automobile type of motor for reduction of weight without loss of power. But that, I feel, is only a makeshift. The flying age is here, but we haven’t really gotten into it yet. One feature of the aviation motor of the future is that it will be stopped by nothing but a smash or the pilot. Present motors, while possessing a high degree of dependency as gasoline motors, stop without warning when one of many small things or parts ceases to function just right. In an automobile that is not generally serious. In an aeroplane it may be very serious. The reliability of the aeroplane motor of the future must be exactly 100 per cent. And I believe we shall make great strides in this direction in the next ten years. Automobile Manufacturers’ Part. I say all this not by way of finding fault, but to notify young men everywhere that the whole aviation job is yet to be done. The part automobile manufacturers will take in this development is natural, and in a way necessary. Automobiles and aeroplanes are tied to solution of identical problems. The great problem of transportation, whether on the surface or in the air, is to reduce weight of carriers and increase their power. The coming social doctrine, I believe, is that no person shall be helped by society unless he does what he can to help himself. Now that doctrine &pSlies directly to industry; and is easy applicable to the industries engaged in transportation. If automobile manufacturers do not dig into the problem of aviation they will miss any share in the great development bound to come in that field, and that will mean that they will have no direct share in the development of the new types of power plants to be used in 'planes. Any new engine for driving ’planes is probably applicable to automobiles—at least the essential factors in it would be.