© Wide World Photos
THE U. S. S. “MEMPHIS,” FLAGSHIP ON WHICH THE AUTHOR RETURNED TO AMERICA
© Wide World Photos
WASHINGTON. D. C.—COMING DOWN THE GANGPLANK OF THE U. S. S. “MEMPHIS,” FOLLOWED BY HIS MOTHER
Development up to the present time has been largely military. The cost of aeronautical engineering and construction has been so great that commercial companies have not been able to afford to experiment with their own designs. While the airplane was still an experiment the financial returns from aeronautical projects were only too often less than the cost of operation. Consequently the early development was largely sponsored by the government, with the result that the planes were designed for use in warfare rather than for safety and economy of operation. Extreme safety, in the military machine, must be sacrificed for maneuverability. Economy of operation was replaced by military design.
Commercial aviation, in the United States, has been retarded in the past by lack of government subsidy, but the very lack of that subsidy will be one of its greatest assets in the future. A subsidized airline is organized with the subsidy as a very large consideration. The organization exists on the subsidy and its growth is regulated by the subsidy. Years will be required before the point of independence is reached and the receipts become larger than the expenditures.
On the other hand, an airline organized without regard to an external income is in a position to expand along with the demands for service. If the traffic becomes great enough to require more or bigger planes, a larger profit ensues, instead of an increased subsidy being required or the fare being raised to hold down the demand.
The airplane has now advanced to the stage where the demands of commerce are sufficient to warrant the building of planes without regard to military usefulness. And with the advent of the purely commercial airplane comes an economy of operation which places operating organizations on a sound financial basis.