PROBLEMS AND PROGRESS
It would be wrong to attempt to lure people into the air with any
false assurances that everything connected with aviation runs like
clock-work. It doesn’t. Because the whole industry is so new it
probably has more difficulties proportionately than many others.
Growing pains are inevitable. Aviation is only now emerging into the
status of an industry. Hitherto it has been largely a jumble of gallant
individual efforts. Even today, there are more independent producers of
airplanes than there are automobile manufacturers. The survival of the
fittest, with accompanying combinations, will come just as they have
come in the motor industry.
[Illustration:
description: Photo close shot of Earhart and Mrs. Putman jointly
holding a large book being while Putman signs it
caption: 2500 FEET UP—A.E. AND MRS. PUTMAN SIGN THE GUEST BOOK OF
JAS. H. RAND’S TRIMOTERED FORD THE “REM-RAND”
]
[Illustration:
description: Photo full outdoor shot of standing Earhart, Rasche,
and Nichols
caption: A. E., THEA RASCHE, RUTH NICHOLS, AT THE
WESTCHESTER-BILTMORE
]
Most present-day manufacturers are swamped with orders. Eventually
the better products will survive. In plane buying the same sort
of selection as prevails with automobiles—that is, that based on
quality—will become effective.
No thoughtful person associated with aviation makes any claims as to
the infallibility of air equipment. Of course there are accidents. The
surprising part is not how many, but how few, there are.[3]
[3]ACCIDENTS AND THEIR CAUSES
_Planes Involved in Accidents_
Licensed 34
Unlicensed 166 200
_Pilots Involved in Accidents_
Licensed pilots 35
Unlicensed pilots 165 200
_Probable Causes of Accidents_
Pilots 100
Mechanical defects 43
Structural failure 23
Weather 12
Other causes 14
Unknown 8 200
_Kinds of Flying Engaged In_
Miscellaneous 139
Student 23
Experimental (including trans-oceanic) 23
Demonstration 3
Air transport 12 200
_Fatalities—Various Causes_
Pilots 79
Mechanical defects 22
Structural failure 22
Weather 9
Other causes 13
Unknown 19 164
_Fatalities in Post-Office Air Mail Operations_
==========================================================
| | | Fatalities |
| Calendar | Miles |---------------------| Miles per
| Year | | Pilots | Passengers | Fatality
|----------+-------------+--------+------------+------------
| 1927 | 1,413,381 | 1 | 0 | 1,413,381
| 1926 | 2,583,056 | 1 | 0 | 2,583,056
| 1925 | 2,521,758 | 1 | 0 | 2,521,758
| 1924 | 2,161,077 | 3 | 0 | 720,359
| 1923 | 1,870,422 | 5 | 1 | 374,084
| 1922 | 1,756,803 | 1 | 0 | 1,756,803
| 1921 | 1,912,733 | 7 | 2 | 273,248
| 1920 | 1,048,444 | 8 | 6 | 74,886
| 1919 | 461,295 | 4 | 0 | 115,324
| 1918 | 102,548 | 1 | 0 | 102,548
----------+-------------+--------+------------+------------
| Total | 15,831,517 | 32 | 9 |
-----------------------------------------------------------
There is an element of unfairness in comparing mechanical
failures and human errors on the ground, with those in the air.
The results are so different—_as matters stand today_. An automobile
engine gives out. Normally the worst that happens is a stalled car,
and some resulting inconvenience. Even if a wheel comes off the
damage, and danger, is comparatively slight. But let an accident
of similar magnitude occur in the air, and the consequences may be
serious. Serious, that is, unless there is a landing field in reachable
distance. And therein lies an outstanding problem of American aviation
development.
During 1927 there were 482 municipal and commercial fields in the
United States, with 56 under construction. In addition there were
53 army and 8 navy fields. Taking the whole lot, and adding the
comparatively few in Canada and Mexico, it gives a pretty thin coverage
for the continent.
While it is true that in some parts of the country, notably in the
level areas of the west, one can land with safety almost anywhere,
it is necessary to have service as well as landing facilities.
Obviously adequately equipped fields will follow the economic
justification for them. And that justification is fast approaching.
Too often cities have delayed in purchasing land for air terminal
facilities. Acreage near a population center was either not available
or too expensive. Many landing fields, excellent in themselves, are
so remote that the primary appeal of flying, namely, its time-saving
element, is hopelessly offset by the waste of time in getting to and
from the airport.
Notable among the cities attacking the problem is Chicago. A five
million dollar bond issue is being put through there which will finance
the creation of a model airport. It will be situated close to the
very heart of the city itself, actually only ten or fifteen minutes
by automobile from Chicago’s business center. This is in contrast
to the forty or fifty minutes required to reach the present
municipal field. Chicago’s lead may well be followed by other American
cities—although, of course, a number are already well equipped.
Hind-sight is so easy—and so costly. If, for instance, in the
development of our larger cities, especially the comparatively new
towns of the middle western states, we had been able to visualize the
present day requirements of the automobile, how easily modern traffic
problems could have been prepared for. All our cities have faced the
experience and the expense of widening streets already built; and
all of them are shadow-boxing with the unsolvable puzzle of forcing
a thousand automobiles through inadequate thoroughfares designed to
handle perhaps a hundred facilely.
It is possible, of course, that long runways won’t be necessary for the
aircraft of the future. Science may teach us how to alight and take off
from very small areas, such as the tops of buildings. Even if such
events do eventually come to pass, there will be plenty of meantime for
the cities to reap reward for their investments in landing fields. At
the worst, in after years what a generous gesture it would be for the
municipalities to plan to turn these unused fields into playgrounds for
the derelicts whose mentality has finally snapped under the strain of a
too enthusiastic promotion of aviation!
Just another word about fields—a word of warning, if you will. A
great many communities, even really small ones, can support and will
be benefited by landing fields. But the smaller community should not
strain its resources trying to create elaborate airports, for which
economic support reasonably cannot be expected. After all, the field,
if adequate in area, can grow into an airport.
The activities of the Department of Commerce are admirably summarized
in the Air Craft Year Book published by the Aeronautical Chamber
of Commerce of America, from which the following paragraphs are
quoted:
“Civil aeronautics made great progress during the first year of
Federal cooperation and supervision under the Air Commerce Act
of 1926, efficiently administered by the Department of Commerce,
under the direction of Assistant Secretary William P. MacCracken.
New airways were laid out, lighted and mapped. Improved lighting
equipment was developed and installed. Many municipalities with Federal
encouragement and assistance other than monetary established adequate
airports. Airway bulletins containing airport maps and information
were published and distributed. Radio aids to avigation passed through
their laboratory tests and started on service tests. Plans for better
aeronautical weather service have been formulated and partially
installed.
“Undoubtedly the outstanding accomplishment of the year was the
promulgation and enforcement of the air commerce regulations with
practically no friction or upheavel, at a time when the industry itself
was undergoing tremendous expansion....
“One of the greatest problems confronting the Department of Commerce in
its aeronautical duties was to secure adequate appropriations. Civil
aeronautics in this country is being successfully developed without
Government subsidy, but this does not mean that the Federal Government
will not have to spend large sums of money for aids to avigation, and
to promote the use of aircraft in commerce....
“One of the most interesting problems has been that of organization.
The Air Commerce Act provided comprehensively for the promotion and
regulation of civil aeronautics, but it did not create a new bureau in
the Department of Commerce to perform the functions. The intention was
that so far as practicable, the duties imposed by the act should
be distributed among existing agencies of the department.
[Illustration:
description: Photo medium outdoor shot of Earhart waving
caption: GOODBYE
]
[Illustration:
description: Photo full outdoor shot of smiling Earhart in a crowd
of cheering children
caption: AT TOYNBEE HALL, LONDON
© _Wide World Photos_
]
“Accordingly, the task of establishing, maintaining and operating
aids to avigation along air routes was assigned to the Lighthouse
Service; the mapping of air routes, to the Coast and Geodetic Survey;
the scientific research for the improvement of air navigation aids, to
the Bureau of Standards; and the development of foreign market to the
Bureau of Foreign and Domestic Commerce.
“The department had no facilities for the examination and licensing of
aircraft and airmen, for the enforcement of air traffic rules, or for
the collection and dissemination of aeronautical information. It was
necessary to set up new instrumentalities to deal with these matters,
and two special divisions were accordingly established—the Division of
Air Regulations and the Division of Air Information. For convenience of
reference these two divisions, together with the Airways Division
of the Bureau of Lighthouses, the Airway Mapping Section of the Coast
and Geodetic Survey, and the Aeronautical Research Division of the
Bureau of Standards, are collectively referred to as the Aeronautics
Branch of the Department.
“The work of the Air Regulations Division includes the inspection of
aircraft for airworthiness and their registration as aircraft of the
United States; the examination and licensing of airmen serving in
connection with licensed aircraft; the identification by letter and
number of all aircraft, including those not licensed; the investigation
of accidents and the enforcement of air traffic rules....
“It is contemplated that practically all new production aircraft will
be manufactured under what is known as an approved type certificate.
In order to secure such a certificate the manufacturer submits to
the Air Regulation Division plans and specifications with a stress
analysis. This is checked by aeronautical engineers and if found
satisfactory an airplane built according to these specifications is
then given a thorough flight test. After this has been successfully
accomplished the certificate is issued. Thereafter planes manufactured
according to the approved plans and specifications will be licensed
upon the manufacturer’s affidavit to this effect and a short flight
test. The department’s aircraft inspectors and aeronautical engineers
visit the various factories from time to time to check up on materials
and workmanship, but Government inspectors are not stationed regularly
at any of the factories.
“To carry out the medical certification of applicants there have been
230 doctors appointed in various parts of the country, all of whom
operate under the medical director of the Aeronautics Branch.
“Pilots receive identification cards and licenses when they have
satisfactorily passed their medical, piloting and intelligence
tests. The license is renewable periodically, depending upon the class
in which it has been issued. These classes include the air transport,
limited commercial, industrial, private and student pilot licenses.
Each calls for different qualifications, all of which are explained in
the Air Commerce Regulations.
“Aircraft are registered in classes according to weight. All craft
which operate in interstate commerce or in the furtherance of a
business which includes interstate commerce are required to be
licensed. All aircraft whether operating in interstate commerce
non-commercially or solely within a State must bear identification
numbers issued by the department and must obey the air traffic rules
contained in the Air Commerce Regulations.
“The Department of Commerce keeps in touch constantly with activities
of the manufacturers and of the aerial service and transport
operators by means of periodical surveys. These surveys reveal
that during 1927 a total of 2,011 commercial airplanes were
constructed, with unfilled orders for 907 planes, representing a total
value of $12,502,405. The operations in the field by the commercial
flyers approximate 13,000,000 miles of flying; 500,000 passengers
carried, and 2,500,000 pounds of freight and express transported.
“The Airways Division selects and establishes intermediate landing
fields and installs and maintains lighting equipment and other aids to
avigation on established airways. In addition, it is charged with the
establishment of radio aids, maintenance of a weather reporting service
and a general communication system throughout the airways.
“The field service now consists of 20 airway extension superintendents,
all pilots, 11 inspectors, 6 engineers, 4 mechanics, and in addition,
numerous radio operators, caretakers and weather observers, at
intermediate fields and in some cases at beacon lights.”
The air problems of the army and navy are peculiar to themselves.
Governmental support is naturally important in the development of
planes and motors and in quickening production. Then, too, both
branches are turning out trained pilots, useful in national emergency,
many of whom will eventually find their way into the fields of
commercial aviation.
I can’t help expressing the wish that men already trained could have
more opportunity to fly. Many excellent flyers who served in the war,
and later, want to keep in practise. They can, of course, join the
reserves and fly Peteys (P.T.s), the training plane which replaced
the Jennys, recently condemned. But flying a P.T. doesn’t equip one
to pilot the modern pursuit and larger planes. Unless these men are
able to afford the luxuries of planes of their own, they can’t obtain
any adequate training and their great value in possible national
emergency is lessened. Could they be permitted to fly new type planes
that are in the army hangars, it would save all the lost motion of
retaining them in time of need, besides keeping them interested.
Probably no department of aviation touches the business people of the
country more closely than the air mail, which, by the way, includes
not only letters but express and freight as well. The Aircraft Year
Book analysis of the activities of the Post Office Department is so
admirable I again quote from it ♦verbatim:
“The Post Office Department, relieved of the details of the actual
operations of flying the mail through letting out this work at public
bidding to private operators, has been devoting its efforts exclusively
under the direction of Second Assistant Postmaster General W. Irving
Glover, to the building up of the network of privately operated air
mail lines and of bringing to the attention of the public the
value of the air mail service.
♦ “verbatum” replaced with “verbatim”
“One of the high lights in the operation of the air mail service in
1927 was the splendid demonstration by this service of the safety of
commercial operations with able pilots, good equipment and efficient
ground organization, under most trying flying conditions. This is
attested by the Post Office Department’s record last year of a single
fatality in 1,413,381 miles of day and night air transportation.
“Another achievement was the steady increase in the use of the air mail
by the public. This is shown by the fact that while the mileage flown
by private mail route operators was practically the same in June, 1926,
as in June, 1927, the amount of mail carried by these private lines
had increased from 29,673 pounds in June, 1926, to 55,026 pounds in
June, 1927. Another measure of the increase in the use of the air mail
service is found in the Government figures showing that while the
number of miles flown in carrying mail during the first half of 1927
was practically the same as the mileage flown in the last half of the
year, the compensation to the operators which is based on the poundage
carried, had increased nearly 50 per cent. The Government figures show
that while the average revenue per mile to operators during the first
half of 1927 was 58.4 cents, it had jumped to 76.9 cents during the
last half of the year.
[Illustration:
description: Photo wide outdoor shot of Friendship airplane on
airfield with a crowd of people
caption: ARRIVING IN BOSTON BY PLANE, JULY 9
© _P. & A. Photos_
]
[Illustration:
description: Photo wide outdoor shot of elegantly-dressed woman
along side an airplane
caption: LADY HEATH AND THE HISTORIC AVRO AVIAN WHICH A. E.
BOUGHT FROM HER
]
“A third notable accomplishment of the Post Office Department in 1927
was the success of its night flying, which has led it to authorize
a considerable additional mileage of night mail carrying by private
operators. The overnight operations now in effect and to be put into
effect as speedily as the additional air mail routes are lighted,
aggregate approximately 2,800,000 miles per year. The night flying
program includes the following services each night of the year:
Miles
Chicago, III., to Rock Springs, Wyo. 1,100
Boston, Mass., to New York 192
Chicago, Ill., to Dallas, Texas 987
Cleveland, Ohio, to Louisville, Ky. 339
New York to Atlanta 773
-----
3,991
“This night flying, formerly done by the Post Office Department,
but now relinquished entirely to private mail transport companies,
aggregates more than a million and three-quarter miles of flying in the
year, and constitutes the greatest night air flying operation in the
world.”
In the development of aviation—especially long distance flying, and
pioneer over-water efforts—meteorological study is vital. In connection
with the Friendship flight I have told somewhat of how its backers
cooperated in supplementing the work of the Weather Bureau with
separately collected data. These efforts brought home to us all, I
am sure, a vivid realization of how much is to be done in that
field—a need understood better by no one than the weather experts
themselves.
Our knowledge of Atlantic weather is extraordinarily incomplete.
Generally speaking, the machinery for securing the requisite data
actually exists, but there are not funds to pay for its utilization.
The Weather Bureau has no appropriation to meet the costs of the
constant reports that should be radioed in by ships at sea, if
the Bureau is to be able to forecast with accuracy precise detail
conditions prevailing in various areas.
Meteorologists tell me, for instance, that if reports at intervals of
say every four hours could be secured from vessels between America and
Europe, much, if not all, of the uncertainty regarding trans-Atlantic
weather conditions as they affect air travel could be avoided. Shortly,
it seems probable, Congress will provide funds for such work. Possibly
even an international code will be created, with the cooperation
of the steamship companies themselves, so that supplying such data will
be automatic. At present, providing it is purely a matter of individual
accommodation, and the person getting it has to pay the transmission
bills which are likely to be heavy.
Reports six times daily, say from a hundred different vessels, would
permit experts on both sides of the Atlantic to lay out weather charts
of incalculable value. The information sent would primarily include
♦barometric pressure, temperature, wind direction and velocity and
visibility.
♦ “barometic” replaced with “barometric”
Ultimately the exact position of storms and their movements will be
determinable. With such information the fast-flying sturdy airships of
the future can set their courses so as to avoid these storms, and to
take advantage of favorable flying conditions.