« 이전계속 »
(Mr. Crowley submitted the following data for the record:)
SUBCOMMITTEES OF NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS Committee on Aerodynamics:
Subcommittee on Fluid Mechanics
Special Subcommittee on the Upper Atmosphere
Subcommittee on Aircraft Fuels
Subcommittee on Heat Resisting Materials
Subcommittee on Aircraft Structures
Subcommittee on Aircraft Structural Materials
Subcommittee on Meteorological Problems
Subcommittee on Aircraft Fire Prevention
MEMBERS OF NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS Dr. Jerome C. Hunsaker, Chairman, 1724 F Street NW., Washington, D. C., or
Massachusetts Institute of Technology, Cambridge, Mass. Dr. Alexander Wetmore, Vice Chairman, secretary, Smithsonian Institution,
Washington, D. C. Dr. Detlev W. Bronk, president, the Johns Hopkins University, Baltimore, Md. Vice Adm. John H. Cassady, United States Navy, Deputy Chief of Naval Opera
tions (Air), Department of Defense, room 4E394, National Defense Building,
Washington, D. C. Dr. Edward Ú. Condon, Director, National Bureau of Standards, Washington,
D. C. Hon. Thomas W. S. Davis, Assistant Secretary of Commerce for Aeronautics,
Department of Commerce, room 5835, Washington, D. C. Dr. James H. Doolittle, vice president, Shell Oil Corp., 50 West Fiftieth Street,
New York, N. Y. Mr. Ronald M. Hazen, director of engineering, Allison Division, General Motors
Corp., Indianapolis, Ind. Mr. William Littlewood, vice president, engineering, American Airlines, Inc.,
La Guardia Field, New York Airport Station, N. Y. Rear Adm. Theodore C. Lonnquest, United States Navy, Deputy and Assistant
Chief of the Bureau of Aeronautics, Department of the Navy, room 2902,
Washington, D. C. Maj. Gen. Donald L. Putt, United States Air Force, Director of Research and
Development, Office of Deputy Chief of Staff, Matériel, Headquarters, United
States Air Force, room 4E348, National Defense Building, Washington, D. C. Dr. Arthur E. Raymond, vice president, engineering, Douglas Aircraft Co., Inc.,
Santa Monica, Calif. Dr. Francis W. Reichelderfer, Chief, United States Weather Bureau, Washington,
D. C. Hon. Delos W. Rentzel, Administrator of Civil Aeronautics, room 5800-B, De
partment of Commerce, Washington, D. C.
Gen. Hoyt S. Vandenberg, United States Air Force, Chief of Staff of the United
States Air Force, Department of the Air Force, room 4E921, National Defense
Building, Washington, D. C. Hon. William Webster, chairman, Research and Development Board, Department
of Defense, room 3€1006, National Defense Building, Washington, D. C. Dr. Theodore P. Wright, vice president for research, Cornell University, room
333, Administration Building, Ithaca, N. Y.
(Whereupon, at 12 o'clock noon, the subcommittee adjourned until 10 a. m., Thursday, May 11, 1950.)
PROTOTYPE AIRCRAFT DEVELOPMENT
THURSDAY, MAY 11, 1950
UNITED STATES SENATE,
SUBCOMMITTEE ON AVIATION OF THE
Washington, D. C. The subcommittee met, pursuant to adjournment, at 10:05 a. m., in the committee room, United States Capitol Building, Senator Edwin C. Johnson (chairman) presiding.
Present: Senators Johnson, Brewster, and Williams.
STATEMENT OF CROCKER SNOW, REPRESENTING NATIONAL
ASSOCIATION OF STATE AVIATION OFFICIALS Mr. Snow. My name is Crocker Snow, and I represent the National Association of State Aviation Officials, which is made up of the aeronautics departments of 43 States and 2 Territories.
We are very grateful for this opportunity to present our views to you on Senate 2984.
I would like, first, to qualify ourselves. We operate State airports and airplanes. We plan, supervise, and in many cases contribute funds toward the development of municipal and commercial airports. Where State channeling is in effect, we administer the Federal Airport Act for the States. · We establish and enforce safety regulations which pertain to flying operations within the States.
We conduct programs of air-age education, and we are generally responsible for all of the aeronautical administrative and development activities of the several States.
Since time immemorial, mankind has wanted to fly, not just for military destruction, which he has accomplished to an alarming degree, not only as one of many passengers in a scheduled airliner over a predetermined route which he can do with great efficiency to every corner of the inhabited world, but most of all by himself or with his family and friends for pleasure or business.
In February 1946 the magazine Fortune, in an article entitled “New Planes for Personal Flying,” recognized this, and it begins:
Like many Americans, you may have assumed that because of the progress made in military aviation, private flying would be easier and cheaper after the war—and that when it was easy enough and cheap enough, you would learn to fly. Now, 6 months after VJ-day, you are ready to shop around, to sample the promised millennium of fewer training hours, easier flight tests, foolproof planes, and lower prices.
On most of your assumptions you are right. Two major events in personal flying, which make important news for both the beginner and the experienced pilot, are occurring this year. The first is the appearance in sizable numbers of spin-proof and spin-resistant airplanes, some of which have simplified controls that make flying easier and quicker to learn. The other event is that large aircraft companies with military experience are building planes for the personal market and are beginning to break down the high costs that have always palgued the industry * * *
In the same year, the Saturday Evening Post published the results of an aviation survey which represented interviews with adults of both sexes from all walks of life and from cities and towns in each of the States.
Thirty-two percent of the people queried, with no marked variation between those of differing income or occupation, said that when private planes became available they would like to own one. · Seven percent of the total said that they were definitely planning to buy a plane; and 95 percent of those questioned intended to use for pleasure, and 71 percent intended to use it for business.
It was not just the editors of Fortune and the Saturday Evening Post that felt that way. Practically all of Government, the aviation industry, the investing public, and even a large New York department store, reached the same conclusions.
After all, 7 percent of the adult population of the United States represented a pretty sizable market. Federal and State airport plans were predicated upon the great increase in flying activity of all sorts.
Now, what happened? In 1946, the year of these surveys, 33,000 personal aircraft were built and sold. This number decreased annually and regularly to 3,400 in 1949. If the rate for the first quarter of 1950 is any criterion, there will be less than 3,000 personal aircraft manufactured and sold in 1950, more than a thousand percent decline in 5 years.
During the same period, automobile production increased from 2 to over 5 million cars a year.
Contrast Fortune and the Saturday Evening Post of 1946, with an article that appeared in the Washington Star of March 5, this year, entitled, “Promised Boom in Private Flying Fails to Come Off."
It starts out with something that I am sure will be familiar to you, as testimony before this committee. The article says:
No phase of aviation has proved more disappointing to everyone concerned in and out of Government than the poor showing of private flying since the war,
This gloomy report was given Congress a few days ago by the man who is empowered and directed by law “to encourage and foster the development of civil aeronautics and air commerce in the United States," D. W. Rentzel, head of the Civil Aeronautics Administration. Along with other high officials of Government agencies dealing with transportation of all kinds, he was called before the House Interstate and Foreign Commerce Committee to bring the legislators up to date on this broad subject which has concerned the President, Congress, executive departments and the industry in recent months.
Quoting Mr. Rentzel, this article says:
Personal flying has the potential, to all appearances, of becoming a major industry like that of the automobile, yet since the war, with one-half million trained pilots and general prosperity, it has spiraled downward until only 3,400 private planes were manufactured in 1949.
Gentlemen, this is a matter of national importance or we would not have bothered you with it.
It is of peculiar significance at this time because there is not the slightest doubt in the world that the right kind of a small air vehicle