Evening star., 1953-05-13

STAR stair Photo.
Why can't airlineS get out of
this borderline business stage?
Will they ever standardize equip
ment and stop buying new air.
planes which keeps them con-
stantly drained financially? What
do they hope to accomplish by
their progress?
j. H. Carmichael, a veteran
airline pilot and president of
Capital, sums it up:
"A few years ago, the airlines
discussed the possibility of a NOR
atorium on buying airplanes, fig
uring that they'd use those al
ready paid for. Planes. don't
wear out in a short time. The
old DC3, still popular despite it's
best years in the 1930s, is an ex-
ample. But. after surveying the
situation. the lines felt that to
stop new plane purchases as they
were developed would end re-
search and design on better
equipment.
Every new plane that comes
out represents an advance toward
our ultimate goal-lower operat-
ing cost and higher load capa-
city. AS we progress, the event.
ural cost of airline travel drops"
The development under Gov
ernment subsidy has paid off,
the ATA declares. During World
War II, soon after the Alta plea
for more money in 1898, hun
dreds of new planes were drafted
from airline service and put into
military transport work. Within
months after the Korean war
began. many all-cargo planes
built since World War II to meet
the demand in that field, were
placed into Pacific airlift runs.
Seek Ideal for Cargo.
The financial potential of air
cargo is unlimited, experts say,
but they've got to have the right
plane for the job. So far, none
has appeared. they point out, un-
less its the big Fairchild Flying
Boxcar" which is military at this
point. 49,.
Washington, air cargo special
lists declare, is in a good position
to benefit from this service be-
cause of its nearness to manu-
featuring centers. They say
merchants can reduce inven-
tories, eliminate warehouse space
and still give customers one-day
service on merchandise.
They envision the day when a
patron of an exclusive Washing
ton clothing store will find her
style in a particular original
model at 10 am. The shop can
call the designer in New York
and order the correct size to be
shipped air freight. special de-
livery. Before closing time that
afternoon, the customer can pick
up her purchase.
And while the airlines look for
ward to increased air freight
volume. lower cost passenger
traffic and cheaper operation of
their planes, they admit that the
short-haul passenger still will be
problem child. They say that
300-mile trip just can't be
made profitable unless something
new is developed.
HelicOpters An Answer.
Grahame Aldrich of the eco
nomics division of the Alta is
sure of the answer to that.
"Helicopters." he says.
Today. helicopter transporta-
ton is even more expensive than
fixed-wing airplanes. per pas
senger But, the bus" type
helicopter is on the way. Mr..
Aldrich predicts, and when it
appears in volume. the "com-
muter" headache will be over.
But. constant movement will
be necessary. he says. He'll
copters carrying a maximum of
so passengers must be kept in
the air and sped through, ter
uinals to load and unload. Ter
minals must be built atop down.
town buildings to speed traffic
into the business sections of
cities.
Mr.. Aldrich sees. perhaps in
10 years. a spider web of short
helicopter lines all over the Ma
ton, linking small cities and
towns with major airlines for the
long-haul traffic. Then, he says,
the big airlines can ease away
from the financial border-line.