Evening star., 1933-01-22

leave the Washington-Hoover project in
undisputed possession of the field, sup
porters Of the plan for Federal leasing
OF the Washington Hoover area for op-
Grafton as an airport either by the
Government directly or on q conces-
sion basis, supporters Of the Washing
ton Hoover plan invoked the argument
that the proximity Of the Gravelly Point
area to Boiling Field would be a source
Of danger.
To support their argument, they cited
recommendation Of the Department
OF Commerce that airports should be
separated by a distance of at least
5000 feet and statement by Brig.
Gen. Oscar WeStover, assistant chief
OF the Army Air Corps, that Gravelly
Polnt Is too close to Boiling Field for
complete safety.
Whether or not the arguments were
sound, they were unfortunate The re-
suit was to stir up pronounced opposi-
ton to the elimination of Gravelly
Point. Representatives of civic bodies
which have been on record for several
years In favor Of Gravelly Point, In
their Efforts to preserve that plan,
struck some rather telling blows at the
Washington Hoover proposal.
Instead OF the harmony and united
support necessary to the success of the
Bingham-McMllan bills, there has been
created an atmosphere of suspicion and
lack OF unity. In seeking to eliminate
all plans but their own, hackers of the
washington Hoover plan have i'm
periled the chances for action of anv
sort by Congress.
1t will be an unqualified misfortune
for the Capital If Congress fails to act
at this session on the airport matter.
Washington-Ho Airport is the Cap
ltals only air terminal today and is
likely to remain SO for some years. It
Is not safe for the burden of air trans
port operations now existing, however
and cannot be made safe without con-
gress1onal authorization for the closing
OF Military road and the consolidating
OF the available landing areas.
1t should be the aim of all concerned
TO work together for legislation neces-
sary to improve the safety of the Capt.
tails only air transport terminal. If
there Is to be any hope for favorable
action, this idea must be made pre-
dominant and all possible elements of
controversy subdued.
Ocean Service Started.
Victory is claimed by France in the
four-cornered race between the United
States. Italy, France and Germany for
the honor of inaugurating the first
transatlantic airplane service.
The French base their claim on the
splendid 14-hour flight across the South
Atlantic by Jean Mermoz in a tri-
motored transport plane carrying six
passengers and crew, in addition to
Mermoz. The flight was made on
schedule and Is to be repeated on
monthly schedule until preliminary
work for regular air service Is COM
pleted.
The actual ocean crossing, of 1852
miles from Senegal, Africa. to Natal,
Brazil, was made in IA hours, at an
average speed of 14o miles per hour.
It was the second ocean crossing by
air for Mermoz, his first fight over the
same route in 1890 requiring q hours
for the crossing.
Mermoz undertook his fight for the
French Aeropostale, which now oper-
ates air transport service in South
America. During the ocean crossing the
plane was in continuous communica-
ton by radio with shore stations. The
flight was made by Rene Couzinet,
builder Of the plane, the crew including,
In addition to Mermoz the chief pilot,
second pilot, navigator, radio man
and two mechanics.
The big plane. christened the Rain
bow, carried 2,192 gallons of gasoline
and Sc gallons Of oil, load of about
31,305 pounds.
The flight was watched with keen in
terest and some anxiety by the four
nations most interested in the estab-
lishment Of ocean service. The three
European countries and some interests
in Great Britain are in open competl-
ton for transoceanic airplane service,
with view to domination Of the mar
kets and export centers Of South Amer
lea.
Airship Service Maintained.
The Germans during the past year
maintained regular service between
Friedrichshafen and Pernambuco, Bra
iii, with the veteran Graf Zeppelin,
which performed with all the regularity
Of a crack ocean liner. The Germans
also are completing the Quitting Of
the steamship Westfalen as mid
ocean base for regular ocean airplane
service from Africa to Brazil. The
Westfalen has made one test cruise and
now Is in dock for further modiflca-
tions. The Germans, In preparation
for the South Atlantic airplane serv-
ice, are obtaining vast fund Of infor-
nation and practice from the operation
OF the ship -to-shore" service from the
steamers Bremen and Europa on the
North Atlantic run.
Italy, represented by Gen. de Pinedo,
sent q Savoia Marchetta flying boat,
with q crew of three, across the South
Atlantic In 1927. In January, 1881,
Gen. Italo Balbo headed a squadron of
Savoias across the Atlantic, completing
the crossing with 10 Of the original IL
planes.
Mermoz however, is the first to fly a
commercial plane with pay load on
the South Atlantic route, and, though
the French may lack the thorough or
ganization for the enterprise which is
being undertaken by some Of her COM
petitors, she undoubtedly will claim VIC
tory in the commercial contest.
In the United States the chief ac-
tivity In ocean airplane transport is in
the hands Of Pan-American Anyways,
which recently contracted for two giant
seaplanes capable Of crossing the long
est gaps in the ocean trade routes. The
company's plans look toward the North
Atlantic crossing and 1t now has sur
veying parties In Iceland and Green
land as q part Of its work Of develop
ment.
Great Britain also has an interest
in the North Atlantic air transport field
and has an agreement with Pan Amer
ican concerning the Florida-Bermuda-
Azores route.
There is strong feeling in aviation
circles that 1893 will witness the pio-
neering Of the first regular transoceanic
air service and that within another
year the basis will be laid for world
network Of airlines which will bind the
nations with closer commercial ties and