Evening star., 1937-12-19
Airport Problems in
the United States
BY FREDERIC J. HASKIN.

mercial companies and the Federal Gov
ernment in bringing the Nations airport
system to its present form, and including
more than 1000 airports and landing
fields Of some sort-approximately 200
OF which are municipality operated on
regular schedule at loss-indicates a
present and future problem in Develop
ing and handling Of ground facilities for
the rapidly growing system Of air trans
portation.
On October !, 1887, there were 1879
pilots and 8,430 aircraft holding active
licenses from the Bureau of Air Com
merce, Department of Commerce. On
October l, 1896, there were Is, ,763 licensed
pilots and 7,747 licensed aircraft, clearly
pointing to rapid growth in the number
OF persons preparing themselves to man
air transportation, as well as a marked
increase in equipment.
That planes must have take-off and
landing places is not only a recognized
fact, but affords an opportunity for towns
and cities to seek further recognition by
construction of airports. Community
enthusiasm for airports, courage of pro-
moters and the power of fascination for
planes have apparently outrun sane rules
OF planning, and have failed to take into
account the rapid change in mechanical
equipment, resulting in the modern air.
port facilities OF today being unusable for
the new planes of tomorrow.
y
Whether one generation is wiser than
another becomes a debatable question If
the airport problem already facing the
country is compared with railroad sta
inc 1c hui L.,
Of railroad building. Mistakes were made
then because of Short-sighted planning,
mistakes that proved costly to railroad
investors and municipalities. That con-
ditions are repeating themselves is evi-
denced by the number of hurriedly
planned and easily financed airports
that can now no longer provide ade-
quate space for the giant aircraft re-
Gently placed in operation-and which
itself may be obsolete in short time.
In the earlier days of aircraft, planes
which served well could take off with
full load in less than 400 feet because the
early engines were designed so that full
power output was operative at sea level.
Today the situation has been altered BY
a number of technical factors. Wing
flaps on the larger modern aircraft have
added problem, necessitating a longer
take-of run. In 1929, the Department
Of Commerce set 1,000-foot limit on
take-off runs, but that limit is now being
pushed very close by many of the planes
In use today. That limit has already
been modified for some airline carriers.
and as to what the immediate future
holds, aircraft engineers are not in
agreement. Every indication points to
more landing and take-off space, rem
dering many contemporary airports ac-
tually or potentially inadequate, unless
materially changed at great expense.
49,
Aside from community interest and
city pride in constructing airports. it
does not appear to be disputed point
that some mistakes have been made by
hurriedly planning and developing such
projects as work-relief necessity. al
though approved by community mem
bers and Federal authorities None could
visualize what the inventive genius had
in mind for future aircraft. Then. too.
other difficulties have arisen, such as
field drainage, lighting. congestion of
trafnc and building construction, where
sumclent acreage was not purchased to
allow Tor expansion. Experience always
being guiding factor, many OF the ap-
parent mistakes have been used to profit
able advantage by other cities In the
construction of airports.
Not the least of the difficulties faced by
cities in the construction Of airports has
been the question Of sites. Even in
Washington, D. c. where many aeronau-
tical experts reside, and with the COM
bined wisdom of Congress, the question
OF an airport location has been, and is.
debatab,e. In communities where avail
able and suitable locations are high in
Vaiue, the matter Of finance has played
an important part. In other places fiat
terlng offers have been made so that ad-
Joining land would increase in value. In
Doth instances planning for the future
mas oeen tied to financial consideration
OF the hour. This duplicates the ex-
perlence OF many communities q hun
ored years ago in the encouragement of
building railroad facilities.
Many cities and localities, now realiz-
ing that their airports are becoming
inadequate to meet rapidly changing con-
ditions, and the Bureau OF Air Com
merce being vitally and officially con-
cerned In their problems and realizing
the urgency of the need of new facts
about airports, the bureau is procuring
photographs of all airports throughout
the United States, showing the exact
layout OF each. When this task has been
completed, interested cities and individ-
uals will be given full benefit of the
Photographic findings. Then, too, the
bureaus field men, with the usual meas
uring instruments of engineering science,
are ascertaining the actual dimensions of
all airport facilities. In addition, a uues-
tionnaire has been sent to all airport
owners and managers calling for data
that should prove Of great worth to fu-
ture airport planning and eventually of
much value to the growing air traffic.
-
1t is not to be assumed that all cities
with airports face financial or technical
problems, for many are paying proposi-
tions and apparently we'll planned to ac-
commodate aircraft for at least several
years. Neither is it to be assumed that
cities that have built inadequately. or
face the problem of financially maintain
Ing their airports, relied solely on local
Judgment, for as late as 1882 the Bureau
OF Air Commerce said: THE number of
existing airports is by no means sufficient
to meet the needs of American aeronau-
tlcal progress. Cities and towns without
airport facilities are realizing that they
cannot afford to be omitted from the
rapidly expanding air transportation sys-
tenn" No greater spur was needed than
this for chambers of commerce and SINH
lar organizations to urge citizens to help
keep their communities on the map.
And as to planning, the bureau further