Regulations. In Washington 100 manufacturers and operators met with Assistant Secretary of Commerce for Aeronautics Clarence Marshall Young to discuss proposed revisions in the air commerce regulations. The airplane manufacturers section of the Aeronautical Chamber of Commerce pleading for greater liberality to relieve the manufacturers' marketing distress, petitioned: I) that a student (meaning a prospective plane purchaser) be allowed to receive dual flight instruction from any transport pilot without a permit or physical examination; 2) that the cost of medical examination for private license be cut; 3) that the department resume its former practice of inspecting and test-flying aircraft at the respective plants instead of at only eight designated stations in the U. S.; 4) that the manufacturer be allowed to make minor changes in design without constantly seeking department approval; 5) that the department withdraw its proposed performance requirements for all planes which would demand, among other things, a landing speed of 60 m. p. h. for single motored craft, 65 m. p. h. for multimotors. Manufacturers declared that such a rule would bar them from designing planes for specialized uses.
Secretary Young listened attentively, pledged cooperation, but was not to be stampeded. Said he: "The present situation in the industry has not minimized in any way the necessity for airworthy aircraft . . . aircraft approved for license [still must be] known by the department to meet the minimum requirements of air-worthiness."
A few days earlier, in an address at Philadelphia, Secretary Young had deplored the prevalence of conflicting air commerce laws enacted by state and local governments as "impeding the industry." Possibly with New Jersey's prohibition of seaplane landings on inland lakes (TIME, Sept. 29) in mind, he said: "The only solution is for the states to relinquish all rights to regulate flying and entrust the Federal Government with the development of this industry."
Aviation Corp. and N. A. T. No passenger line can expect to make money without a mail contract. The Watres Air Mail Bill was intended to combine the two services wherever possible. For those reasons Aviation Corp. last week yielded its Cleveland-Chicago passenger service (Universal Division) to National Air Transport, which carries the mail. N. A. T., which recently acquired Stout Air Lines (its sister subsidiary in United Aircraft & Transport), immediately placed in service a new fleet of Fords, with streamlining and engine-cowling that boost the cruising speed to 125 m. p. h. Aviation Corp. meanwhile turned attention to the new southern transcontinental airmail route which (if Avco accepts the contract) it will begin to operate Oct. 15. Not improbably Avco will seek to extend its control all the way to the Pacific by buying from Western Air Express its El Paso-Los Angeles division (formerly Standard Air Line?).
Pan American Airways. As everyone expected, Pan American Airways, the sole bidder, last week was awarded the airmail contract from Paramaribo, Dutch Guiana to Santos, Brazil—3,275 mi. The rate: $2 per mi. for 800 Ib. of mail; $1 a pound per 1,000 mi. for excess load.
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