• COMMERCIAL AVIATION.
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Some Topical Notes and Comments.
Aerial Mails.
IN SEMI-OFFICIAL statements obviously emanating from the Air Ministry, an attempt has been made to define the Government's intention as regards certain developments of aerial traffic, but in some respects the difficulties appear to be indicated rather than overcome. It is suggested that, in the early stages, passenger and mail traffic will predominate. It is stated that, when the Post Office has decided that the time has come for the delivery of mails by .aeroplane, it will approach the. Ministry and tenders will be asked for. A selection of machines for the service will be made, and it will be run by the State. Meanwhile, if the Ministry is unable to produce suitable machines and pilots for the work required to be done by the Post Office, it will be possible to draw on the Royal Air Force.
All this follows an intimation to the effect that flying will be divided definitely under two heads,' of which one will,,,be State flying and the other commercial flying. It is not particularly clear under which of these heads the mail services will come, or for what purpose the Ministry will invite tenders. Presumably, the form of tender will stipulate the type of machine to be used, and the timing of the services will be exactly controlled. It seems that the Ministry ,will also be responsible for supplying the pilots, so it is rather difficult to say where the contractor comes in at all.
In the writer's opinion, it is a mistake to start by dividing flying definitely into State flying and commercial flying. The two are almost certain to overlap in any efficient scheme. Thus, if we have a private concern running a passenger or goods service, and there is the requirement for an aerial mail between the same points, the obvious thing to do would be to negotiate with a view to getting the existing. service so timed as to suit the needs of the Post Office. The carriage of mails and passengers will assuredly go together, as it does upon the railways and, not infrequently, upon the road.
Experiment and Research.
While only half a million pounds are for the moment earmarked for the development of commercial fling, we are told that this provision is in the nature of an interim demand during the Armistice. Presumably, the Treasury will be asked somewhat frequently to authorize further expenditure. In this particular instance this plan may workall right, but, generally speaking, it is found safer to get from the Treasury in the first instance all that is likely to be required. Of course, at the moment, the pressure of public opinion will prevent undue parsimony. As against the half million mentioned, no less than two millions are allotted for experimental work and research. We are assured that this work will not be merely for the Government. but will aim at assisting and encouraging the manufacturer. Apparently, the main expenditure contemplated is the provision of
aerodromes equipped for experimental flying and the establishment of wireless installations, signals, and meteorological stations. It is less clear whether the research proposed is also to include experimental work on the design of engines and machines. For some time past, it has been understood that the Sociaty of British Aircraft Constructors contem plated theiestablishment of a re search association.to deal with this latter class of work. Such an association would work in °aniline-. tion with the Department of Scientific and Industrial Research. It would almost certainly be advisable that all the theoretical, as distinct from the practical, work should be so organized. There are many other branches of the engineering industry that are likely to take up kindred researches. If the Air Ministry goes off on its own, without falling into line with the Department of Research, the
• chances are that there will be great duplication of work. A small part of the two million pounds mentioned above might, of course, be transferred to the Society's Research Association, so as to increase the amount of work that can be done in proportion to the total subscriptions coming from manufacturers. This would be better than a completely independent organization.
The Supply of Pilots.
It is stated thakthe Air Ministry does not propose to have pilots of its own. For State flying, the pilots will be found by the services. For commercial flying, the firm whieh supplies the machines will also supply the pilots. No pilots will, however, be licensed until they have undergone training with the Royal Air Force, and later they will be drafted into 'the reserve of that service and will be liable to attend manosuvres. It is to be hoped that, in calling upon them to take this position, precautions will be observed to prevent dislocation of essential services while manceuvres are in progress. Another point , which seems worth considering is that the men placed in the Reserve of the R.A.F. will presumably receive payment on that account It is essential that inde pendent emplbyers should not be in a position to cut down wages too low on the strength of the receipt of this Army pay by pilots. In fact, it would not be a .bad thing if the principle of a minimum wage for commercial pilots could be established from the first. The men who undertake the work will need many valuable qualifications, but if competition is unrestrained the fascination of the business and the fact that so many men are already fully trained limy lead to a temporary rush for any jobs that become available, however badly paid they may be. and a subsequent slump in pilots when it is realized that the business is unremunerative. The costs of commercial flying must, in any case, be high and a definite provision compelling pilots to be properly paid would at the most only mean a fractional percentage rise in the total expenses. On the other hand, it is important that the right class of man be drawn into the business.