The Indianapolis times. [volume] (Indianapolis [Ind.]) 1922-1965, 1928-03-10
col. CFAS A. LNDBERGHS Own LIFE STORY e..:z.SSS@.

= EONY csAs.H..SOsesA.
! 1t was just about at this time, or
shortly after, that first began to
think about New York-Paris
fight.
But before discussing the events
leading up to that fight it might
be we'll to say a few words about
the future possibilities OF CONNER
cial aviation.
In comparing aviation to other
forms of transportation it should
be borne in mind that the flying
machine has been in existence less
than twenty-five years.
The Wright brothers made their
first fight at Kitty Hawk, N. c., in
1903. Yet in 1927 air liners are
operating regularly over long dis
tances and under all conditions.
The first airplane was a frail
machine, capable of operating only
in good weather. Even with the
utmost care flying in the early
days of aviation was dangerous
profession at best.
Today the properly operated conf
mercial airline compares favorably
in safety with any other means Of
transportation.
Shipping has reached its pres
ent stage after thousands of years
of development.
Railroads less than century ago
stopped their trains at night on the
grounds that operation in darkness
was unsafe. Automobiles, after near
ly forty years of progress, are still
dependent on good roads.
The airplane, in less than a quar-
ter century. has taken its place
among the most important meth
DDS of travel, and now, where time
is paramount and territory mac
ceSSible, it stands at the head of its
competition.
Development up to the present
time has been largely military.
The cost of Aeronautical engineer
ing and construction has been so
great that commercial companies
have not been able to afford to ex-
pertinent 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 develop
ment 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 ma
neuverability. Economy of opera
ton was replaced by military de-
sign.
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 very large
consideration. The organization
exists on the subsidy and its growth
is regulated by the subsidy.
Years will be required before the
pilot of independence is reached and
the receipts become larger than the
expenditures.
On the other hand, an airline Or
gained without regard to an ex-
ternal 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, larger profit ensues, in
stead 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 war
rant the building of planes with
out regard to military usefulness.
And with the advent of the pure
ly commercial airplane comes an
economy of operation which places
operating organizations on a sound
financial basis.
Undoubtedly in few years the
United States will be covered with
a network of passenger, mail and
express lines.
Transatlantic service is still in
the future. Extensive research and
careful study will be required before
any regular schedule between
America and Europe can be main
tanned.
Multi-mortored flying boats with
stations along the route will event.
ually make trans oceanic airlines
practical, but their development
must be based on a solid founda-
ton Of experience and equipment.
Ito Be Continued
MR. H1K1UWN