in such a brief time. What I saw impressed me greatly. In point of workmanship the American builders are up to standard and I do not believe we could do any better in Germany. In a country of the enormous size of the United States, rigid airships will be of the utmost importance in supplementing present known methods of transport. Airships operating as trunk lines can maintain routes east and west across the continent. Feeder lines can operate north and south, and in this service airplanes can be employed. I believe airships can be operated at a profit in any direction. The planes will supplement airships, however, by doing the work on the short hauls out of the airship terminals. The only thing necessary for the development of rigid air craft in this country is capital-and I might add courage. With encouragement there is nothing to prevent the country from leading the world in airship building and operations."

Dr. Schuette estimated that fifteen months would be sufficient for the launching of a 660-foot airship, from the time the work was first started on it. He agreed to the conclusion already reached by the American Investigation Corporation that helium gas was practically essential for any commercial ship, owing to its non-inflammability, and was convinced that the sources of supply in this country, as determined by the corporation, would be ample for the needs of the transportation line.

Development of the American Investigation Corporation plans are watched with great interest. The terms of the Versailles treaty, coupled with the troubled and conflicting political conditions in the various European countries, make improbable the starting of an international airship line and no country, with the exception of Russia, is sufficiently vast to permit the operation of a national overland line for 600-800 miles, the minimum economic airship distance.

The United States was selected, first, because of its freedom from treaty complications, second, because of its great size, third, because it has a natural monopoly of helium, and fourth, because it has large centers of population separated by long distances. The further selection of the New York-Chicago route followed for obvious. reasons. The distance by rail is about 950 miles; by air 750 to 800, according to variation forced by weather.

Of this route, Snowden A. Fahnestock, president of the American Investigation Corporation, said:

"The New York to Chicago route was chosen for our first demonstration, notwithstanding the uncertain air conditions, because the greatest density of high speed of railroad passenger travel appears to be between those two cities. The same is likewise true in regard to mail and express matter. The overland route was chosen for the first demonstration in preference to an overseas route, where air conditions are easier, largely because of the psychological effect on

the traveling public, who would rather see attractive scenery unrolling below them, than to travel across the Atlantic most of the way in a fog bank. We believe that the timid passengers will feel more secure with land underneath the ship than looking out upon unlimited prospect of sky and water. The practical side of the matter, when taken into consideration, would also call for an overland journey, where the ship, traveling on her daily route, would be seen by thousands of people, whereas overseas only the start and arrival would be observed. The expense of demonstrating over a short route, as against the transatlantic trip is a further consideration.

"The air-line route will undoubtedly be followed until mail traffic makes it desirable to pass over intervening cities for the purpose of dropping mail. As the air-line between New York and Chicago is about the shortest journey or trip that will justify the large and profitable airship, it would seem wise to build up through traffic, before any stops on the way are considered.

"The initial type of ship will probably be slightly larger than the ZR-1 which is now under construction at Lakehurst. Its principal dimensions will be approximately as follows: Length over all, 660 ft.; outside diameter, 80 ft.; total height, 100 ft.; gas volume, 2,200,000 cu. ft. (helium); horsepower applied through 4 propellers, 2,400; maximum speed, 80 miles per hour; average speed, 67 miles per hour; number of passengers, 50.

"With 50 passengers, and gasoline, oil and water ballast for a radius of action of 1,600 miles, such a ship would carry in addition over 9 tons of mail and express matter. The passenger accommodations are located in a commodious compartment swung under the forward third of the keel of the ship, and, even in this small initial type, will be provided with sleeping-car accommodations of extremely comfortable design. Meals are served enroute from a galley. On the full-size ships of over three million cubic feet capacity, which would carry 100 passengers on the New York-Chicago route, over half of these would be taken care of in double staterooms, and there would be an attractive dining-room seating 30; and an observation lounge in the forward part of the passenger gondola. Mail and express matter is carried in the keel of the ship.

“Air terminals should be organized by municipalities or some public body, and provide facilities such as mooring-masts and landing space for both airships, airplanes, and, if possible, seaplanes. A common terminal is desirable in order to facilitate ready transfer between three modes of air travel, and, of course, should be located nearer the heart of our large cities, than would be possible if various companies, giving air service, competed for the necessary areas. So far as airships are concerned, their hangars need not be at the terminal station. One very obvious requirement is that the air port be located on some means of rapid transit."

CHAPTER IX

REVIEW OF AERONAUTICS THROUGHOUT THE WORLD, NATION

T

BY NATION

HE following data have been compiled from reports received from representatives or correspondents of the Aeronautical Chamber of Commerce; from the Air Service, United States Army; Bureau of Aeronautics, United States Navy; commercial attachés; Department of Commerce; and the Pan-American Union. Special assistance has been provided, with regard to their respective countries, by the air attachés of France, Great Britain and Italy, stationed at Washington. All dates, unless otherwise indicated, are for the calendar year 1922.

ARABIA (British Empire)

Great Britain maintains an air base at Aden.

ALGIERS (France)

In conformance with its strongly established policy of developing its Colonial defenses in the air, the French Government operates a passenger and mail service three times a week between Algiers and Biskra. October 6th the French established a new air line between Oran, the metropolis of Western Algeria, and Casablanca, on the west coast of Morocco, a distance of 430 miles, trips being made twice a week.

ARGENTINA

The Government has made distinct progress in its effort to work out an aviation policy which will provide substantial impetus to commercial enterprises. Appropriations for aviation in 1921 amounted to $271,263.17 and in 1922 to 1,000,000 pesos ($964,800). It is estimated that there are in the republic 191 airplanes, of which 100 are utilized by commercial operators, 61 by the army and 30 by the navy.

The military air service embraces 48 commissioned officers, 93 non-commissioned officers, 476 soldiers and 50 civilians. The principal aviation officers are: Lieutenant Colonel Jorge Crespo, Chief of Aviation Group No. 1; Major Anibal Brihuega, Chief of Aviation Park; Captain Angel Zuloaga, Chief of General Services. The

naval air service embraces 29 officers and 80 men. Principal naval aviation officers are: Captain Ricardo Ugarriza, Director-General of Navigation and Communications; Captain Horacio Esquivel, Chief Naval Aviation Division; Captain Jose C. Gregores, Director Naval Aviation School.

This republic, like other South American countries, where distances are great and existing surface transportation facilities inadequate, is being cultivated by European governments as a market for aircraft and supplies. The British and Italians especially have been active and the Argentine Government is reported to have purchased ten training-type seaplanes from Great Britain, and four planes and a semi-rigid airship from Italy. The Navy heretofore has utilized various types of American flying boats and the Army Curtiss training planes.

Notwithstanding the handicap of official aviation missions sent by various European governments, American enterprise, in the form of the Curtiss Aeroplane Export Corporation, has been very successful. This is the largest civil aeronautical organization in the republic. Its airdrome and headquarters are at San Fernando, a suburb of Buenos Aires. The work is in charge of Lawrence Leon. The field is well-equipped and is capable of servicing the 45 Curtiss machines in Argentina.

During 1922, the Curtiss Aeroplane Export Corporation and the owners of Curtiss machines trained more students to fly, carried more passengers and covered more mileage than all other private or commercial aeronautical organizations in the Argentine combined. It is estimated that Curtiss airplanes covered, roughly, 100,000 miles during the year without a single injury. In addition to civilianowned machines, both the Army and Navy include Curtiss airplanes in their equipment.

The principal other commercial company is the Compania Rio Platenoe de Aviacion, S. A., which has three British amphibian machines in operation between Buenos Aires and Montevideo. The Government grants this company a subsidy of $1,700 for carrying mail. The company is free to carry passengers.

A federation of the Argentine aero clubs was organized under the name of the Federacion Aeronautica Nacional to encourage the development of national aviation. In the federation are the Aero Club of Argentina and local bodies at Rosario, Cordoba, Corrientes, Santiago del Estero, Pergamino, Necochea, Tucuman, Santa Fe and Balcarce. The Aero Club of Argentina has thirteen planes. It is expected that a chain of fifteen airdromes will be organized through the republic. January 6th the club opened a new field and flying

school at San Isidor. The aero club receives from the Government a subsidy of $4,245 a month.

The Government has recognized the dual value-commercial and military of the air mail. A vast district now reached only twice a month by surface craft, operating on the Bermejo river from its junction with the Parana to Presidente Roca, will be served in the future by flying boats capable of carrying eight passengers and one metric ton of freight. It is understood that the flying boats purchased from Italy, and one bought from France are to be utilized in this work. The distance by surface boat is 270 kilometers (167.8 miles). The trip will consume a few hours by air, as compared with days by river boat.

An agreement has been reached between the Minister of War and the Director General of Post Offices and Telegraphs whereby air mail routes are being established between Buenos Aires and commercial centers throughout the Republic. Military equipment is to be utilized, but in peace time the Post Office Department is to be responsible to the public for operation. The contemplated routes from the capital include the cities of Azul, Bahia Blanca, Patagones, San Antonio Oeste, Rawson, Comodoro Rivadavia, Rio Gallegos and Ushuaia.

AUSTRALIA (British Empire)

Commercial aviation in Australia is receiving substantial encouragement from the Commonwealth Government. Two air mail services have been organized, which, though conducted by private firms, are subsidized by Government grants and are under the control of the Civil Aviation Branch of the Defense Department. One route operates from Geraldton to Derby in Western Australia; the second is a regular mail, passenger and freight service between Charleville. and Cloncurry, in Queensland. The first service is subsidized by the Federal Government to the amount of £25,000 ($125,000) annually, and the second £12,600 ($63,000) annually. All subsidies require that types of planes used in commercial work shall be readily convertible to military uses.

The strength of the Australian Air Service is 46 officers and 252 men; 170 planes are in operation. The tendency of the Government has been to lay emphasis upon commercial aviation as the foundation for national defense, instead of concentrating wholly upon. an unproductive military force. Measures also are being taken for the building up of an aircraft manufacturing industry. The Premier has submitted to Parliament the details of a contemplated air