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·REPORT
ON THE PROGRESS OF
CIVIL AVIATION IN INDIA
1935-36
GOVERNMENT OF INDIA
DIRECTORATE OF CIVIL AVIATION
PUBLISHED DY TRE MANAGER or PCBLICATIONS Delit
PRINTED BY THE VANAGER, GOFERYVENT OF INDU PAESS NEW DELHI
1836

·List of Agents in India from whom Government of India Pablications are available. (1) PROTpaul DOYUTYUN Book DIFOTS. MAD AS - Saperintendent, Government Frer, Mount Road Bladrau DOHDAY - Superintendent Doreamont Prating and sutionery Queen Rood, Boxabay 811D Manager sind Government Book Depot, Karachi (Sadar) UITI POTOS aperta tendeat Government Pro, Allahabad PO13Supetntendent Government Printing Punjab, Labore. Doua apertatendent, doterameat Printing Barros Rangoon CETHU PROTINCES Superintendent, Goveroment Printing Central Promfaco. Nardar ADSLX - Saperintendent, Anama Becretariat Press, Shilong BIR AND OTSA-Supertatendent, Government Priathng PC Gurbet, Patos. NORTH WEST NU POTDICES Manager Government Printing and Stationery Pebenar (8) PUYATI BOOK ALLES Adno! Brother PO Box 100 Cawapore London Boot Depot D I Bam Barely UP Aoro Storos Lanchi, Mesin UP Matbotn & On Post Box No 04 Labor Albert Library Dacca Moderd Book Depot Bazar Bord 81)tot Chaton meot. Baperot & Bron , BACK! Pour O totela Downhsish Baſtot. BAD & Co, Led Station Road, After Moti BIRATI Das Oriental Booksellers galdmitha BEN Slying Club, Dum Dune Cantt. Street Labore Bhawani & Soni New Delhi Xaod tabore a Broe Cock Denares City Book CompaBT Calcutta Watson & Co Pabulabert Georgo TOTD Hadni, Booklovet Remort, Tald Trivandrum Bouth India MeanO A Barwa Book Club Ltd Bangoon New Book Co Kitab Mahal 102, Torby Road, Butterworth & Co (India) LL Calcutta Bombay Culotla Book Agency 101 8balla Ohana Day Rowman Cold, Calcutta Wenn W Street Calcutta North India Chriolo Tract and Book Boclety 18, Chatter & Co. , Bachanm Chatterjee Lane Calcutta CUYO Road Aishabad Chukervertty Chatterjee & Oo Lsd 13 College Square Ortontal Book Sapply Log Agency 15 sboknu Poona Caloutle Oty 0107 Book Oo Medras Outon Book and Stationery Company Demi Labor Olty Book House araton Load Cawapore 8lms Meerut ad Calcutta Commercial Book Co, Lahore Parikb & Co Daraut, Men Das Copa , Vollege Street Calcutta Ploneer Roox 8upply Co.,20 Bold Narayan D. Las Deca Book Stal Poona 6 Calcutta sod 210 Cloch Markth, D. 1. Delbia ad U P Flyior Ciab tu Delhi. Popular Book Depot On Road Bombay XA Hook Depot to report Panjab Rolls008 Book Soriety Labore Lagu Bhol Depot Tas Bond Ata od daddar Berat Ragbobath mama & Bone Botas ci rabat. kama Xrona 2 SORS, Boorden Aurkaul, LADO Lognb Book Depot Bank Road Amber Cantt I ara Krabas Bros Opposite Blaanbar roons Otty Kasac1 Am Nam alal, Kath Allahabad Xogoh koostat Kanch! Lammb Book Depot & Stationery Vart Kuhmer Yaqur Chand Marwah lebar Caute Oste, Det Youook hey idola. Ray 'Bobs & L Zawardts Lou Barapladı and Boar A. Sturres sodinant femt!) Orinha Mandalaek Bay Chowdhury & Co. 11 Anboloh Malherias Bond 11 Abot De Wadn. Bhayas por Ceketla ilou Library, 13711 Helen D.Buat Cakatla Rocbouw & DoD Stadna 21 yderstad 1ook Depot Chedergbat Hyderabad Hoy Choudhary & Co. 11 College Square Calcutta (het) Smars Y Imperial look Deppt 44 IN Adat Joma Majld Samraon Willan Co. 127 The Matt, Campor WINE I elut isras & Boss 11 College Squar Dalalla, Horts IM ATAT Hook Depot Dayalbab Am xo ILAR ATO look mot Julear CILJ and Darja Barts! Co Lt 1: Shams Chana De Atreet au Dein1 Puting Street Cakrat r PO I took nog engru City Selenit la land Co Tortola Law Calcutta 11. Mbool arly IrDot Central Arran. Kalb Reeberam & Co Musel reato, Hosen. 1 Uhr , Cala inspela, 10 Chat **DJ Cu tart. Tannrity Co LLA Labor Barbauவும்traliatin Manmohu Islanowal boome, ranos . Du hange to Amru Kod Yap Ketu atas blootus, Budvar Toons TAI #Tou Mon Oct. Delal Spl Casing 14 Mlada Bolsa inch. IX A X Jan Werny CA, IL Dort Place Cakatta (for Blsscard thout Carta Mtoto waintbalosoly) NLB look Depot Labor Datogale in Den KAUNSC ruki Martin, Calatta suslard Le Book Society s llarla ristret Debatta Sa lood tegol i art.Nqute lakytte Bunlar Linton Company u Lakotta Il rand terms, Hallpore na Aadrato Popular Depot, Xabettad Laburi. In una rebeno H Desport cais Rouis Dutrk! To Boelety fant AN. KANE Tuna fortale Sons Le booney steari. D B A winan. Atity Bowl atabile Thechne la Led lomley Inotece Toppekulum 70. Inlopoly Thueler bulata Co, L14. Cabraltaard. mata Tant M. Trulo Boolkler, Irow Blurt Kathafn1 LAUN 4 Co.,Cake, Xrert K ked Dot Teen XX Larxa umu i Nont tal Yadrat, abg bort alun ty alten! Hool Agacy Xscarl Bead Labete Laman W. LoL alasitor Vixerekykel rand bart a contain arte LTDA 13 YELE NB Hinen Lilienten lae Holde ay) Laic tout au the, talay Slatwalla A Lay I woljet e 1. Ata tesl ten woulut & XT Niniert AB Altitel Ceketts In Lomay Xart II Tota **(0,1}! Lcortoa Load Delut .Artue te larte 1 Aru log oly ·REPORT ON THE PROGRESS OF CIVIL AVIATION IN INDIA, 1935-36. CONTENTS 1 > PAGE Introduction SECTION I COMMERCIAL FLYING Regular Air Services- Air Transport Companies operating in India 1 Imperial Airways and Indian Trane Continental Airways Air Mail Surcharges Croydon Karachi Section 2 Karachi Singapore Section 4 Singapore Australia Section 6 Foreign Air Services Indian Internal Services 7 Tata Sons Ltd Karachi Bombay Jadras Service Bombay Triandrum Serice 9 Indian National Airways Ltd 10 Karachi Lahore Service 11 Suspended services 12 Himalaya Airways Ltd 13 Irrawaddy Flotilla & Arrwaye Ltd 14 . Mtacellaneous Flying and Commercial Actilities Indian Air Survey and Transport Ltd 15 Bengal Government Ambulance Aeroplane 16 Non Regular Air Transport Joy riding 17 Imports of aircraft and Aircraft matenal 18 De Hasalland Aircraft Coy Ltd SECTION II -FLYDG CLUBS TRAINING AND PRIVATF FLYING Flying Clubs General activity 19 System of subsidy 20 Training results 21 Tratning- Pilots training Pilot Instructors 23 Ground Engineers Wireless Operators and Navigators Aeronautical Training Centre of India Cu 4uation Scholarships 22 Scholarships granted by Local Goiemente Indian States and Private Bodies ·FE . . . - PAOL. SECTION II.-FlyiVO CLUBS, TRAINING AND PRITATE FLYING-contd. Prizate Flying- Aero Club of India and Burns 28 Viceroy's Trophy Air Race Aircraft in privato ownership International Flights 20 II E The Vxeroy's Tours SECTION III-GROUND ORGAYISATION. Revixed Capital Works Programme 31 Notre on Revised Programme Expenditure 1035-36 33 Cual Aviation Circle Ilangars Improvement of Aerodromea Xew aerodromes and landing grounds 34 Lighting for night flying Aerodrome control Wirelers 35 Seteorology Acrodrome buildinga 30 Tabular Statement of Resed Capital Works I'rogramme 37-41 Oprintinal Fampment Budget-Haintenance, Equipment and Minor Works Aramal of arrodones and landing grounds 43 Landing ground acquireil from Royal Air Force 41 Artouren Ytructed by Local Governments Actoarna constricted ly proynto enterprise Arrodrimes and landing grounds in Indion States Airway Ontrol 48 Wirelom GNKTA Mrror me STVICCA 47 SECTION IVADMISISTATIOX. (vl Aviata in Iudget 60 Directinn Work 8. Wren Orante to Flying Club Ottre granta fur et latios mugs I'mature In Fngland on rey.clrlanhige, etc 63 Lagulatrin an! Administrative Instructione Deputat no 64 manit Centulratet Inne PV 00 Achtera Almen Irrtan (lot and lealth BTK 80 $7 19 32 ·(111) PACE SECTION V.-ACCIDENTS 60 62 General Analysis Causes of accidents Regular Air Transport Club Flag Private Aircraft Foreign Aitcraft . 63 GRAPHE GROWTH OY AVIATION IN INDIA 18 27 . I Mileage of Indian Air Serrices and scheduled mileage flown II Air Brails, external and internal III Biles flown by Commercial and Club aircraft IV Proceeds of Taxes, Duties, Fees, etc V Teld of Petrol Tax YI Arrivals and departures of aircraft at and from Karachi 52 ILLUSTRATIONS 1 Air view of Secretariat and Council Chamber, New Delhi. Frontisprece 2 Christmas Inails being unloaded at Dum Dum . 8 3 Air Transport in Burma -Short Scion Seaplane on the Irrawaddy River 14 4 Winner of the Viceroy's Trophy-Lieutenant Mlieri Chand 26 6 lingdon Air Station, Delhi Aerodrome 36 6 Charter flying-Indian National Airways' Avto X at Gilgit STATISTICAL APPENDICES 64 05 66 67 68 1 Air malls carried by all Scheduled Air Services to and from India 2 Flights performed and passengers and freight carried by all Scheduled Air Services to and from India (1) Karachi Air Port (u) Rangoon Aur Port 3 Value of Imports and Exports by Aur-Karachi and Rangoon Air Ports 4 Regulanty and Punctuality of Scheduled Aur Services to and from India-Karachi Air Port 6 Air mails carried by Trans India Air Service-Impenal Airways, Ltd and Indian Trans Continental Aurways, Ltd 6 Regulanty and Traffic statistics of Trans India Air Service-Impenal Airways, Ltd and Indian Trans Continental Airways, Ltd 7 Karachi Bombay Madras Air Vail Service Operational Statistics 8 Karachi Lahore Aur Mail Service Operational Statistics 9 Botabay•Thrandrum Air Service-Operational Statistics 10. Calcutta-Rangoon Aur Service (suspended)Operational Statistics il Calcutta Dacca Air Service (suspended)-Operational Statistics 12 Summary of actinties of Flying clube 69 . 10 71 7. 73 at . 75 76

·( )
PAGE
STATISTICAL APPENDICES.contd
13 Analysis of causes of accidents to Indian aircraft
77
14 Summary of accidents » India
78
16 Fatality and accident rates in respect of major accidents to Indian
aircraft
BO
MAPS.
Maps allustrating Revised Capital Works Programme
Map showing Aur Routes in India in operation and proposed MIn folder at end of
Flying Clubs, Lighting facilities, prohibited areas, etes
Report

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·Air view of Secretariat and Council Chamber, New Delhi.
By courtesy of In lan fir Sine) and Ma spot Itd
{} Torty ece
[To fare Introili ction

·was INTRODUCTION This Report on the Progress of Civil Aviation in India covers the financial year up to 31st March, 1936, but following the practice of previous years all statistics are given for the calendar year 1935, for ease of comparison with those of other countries The figures showing the progress of the world's air routes in the few years since regular air transport began illustrate the magnitude and importance of the efforts that have been made, and are being continued with increasing energy, to secure the benefits of rapid air communication and the advantages of being early in the field Regular air routes were first established in 1919 Ten years later, when the England-India service inaugurated, the air routes in regular operation throughout the world measured 125,800 ind 53,370,000 miles were flown on these routes At the present time more than 225,000 miles of ur routes have been established on a regular basis and are being flown in many cases with greatly increased frequency and with much larger and faster types of aircraft The mileage flown annually now exceeds 100,000,000 miles India's future in the development of civil aviation is intimately connected with the great expansion of air transport which is now unfolding itself within the British Commonwealth of Nations It is important, thereforo, to realise that in point of milenge the air routes of the Empire countries as a whole have recently taken the leading place amongst the empires and states of the world The following table indicates the development of air routes by the leading nations during the past three years Mileage of Regular Air Routes Great Brtain India British Common wealth of Nations United States of France Germany Amenca 1933 1934 1935 11 670 13 750 19 739 5 180 5 830 6395 39 670 41 300 53 291 47 687 50 800 52,461 21 450 21 290 24 451 17 228 23 440 22,291 ·( ) The traffic figures show that this foresight is not misplaced, and that ever-increasing use is being made of the air highways The growth of British air traffic, in particular, offers a remarhable example of air transport development a country where a conservative policy has been pursued as regards subsidies and where the conditions are unfavourable for the advantages of flying to be displayed. The following figures show the marked advance that has been made in the past three years by Imperial Airways, Ltd, and other United Kingdom companies : British Regular Air Transport Services. in Miles flown Passengers carried Outward Air Mails (external) Total Air Mails (internal and external) 1933 1934 1935 2 638 000 4 557,000 7,637,000 Tons 79,100 85 135,160 122 143,413 (approx 215 Tong 171 250 629 Below are given the traffic figures extracted from Appendices 7–11 for India's internal feeder services, and while there has been expansion of air mails on these routes it can be said with truth that the benefits of air transport in India remain yet to be appreciated by the travelling public Indian Regular Air Services. Mules flown Passengers carried Air Mails 1933 1934 1935 153 680 345,771 553,751 155 757 553 Tons 10 6 21 3 43 4 In the Report of 1934-35 mention was made of a scheme for the reorganisation of the Empire air mail services. So far as India is concerned the scheme involves : (a) an increase in the number of services on the trans-India route from two to five weekly in each direction ;

·(11) (6) a speeding up" of schedules so that the journey between Croydon and Karachi will be completed in about 2 1/2 days; (c) the carriage of all first class Empire mail (letters and postcards) by air. If these changes are introduced, and it is found possible for India to reap the full benefit of them as a partner in the scheme, the effect upon Civil Aviation in India will be of the first importance The postal and financial details have, however, required prolonged examination, and in the present Report it is impossible to make any further announcement on the subject

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·SECTION I. COMMERCIAL FLYING AIR TRANSPORT COMPANIES OPERATING IN INDIA, No changes have taken place during the year under review in the constitution of the five operating companies engaged in regular air transport in India The companies and the services they operate are as follows Company Services Indian Trans Continental Karach-Singapore (operated jointly Airways, Ltd with Imperial Airways, Ltd ). Tata Sons, Ltd Karachi Bombay Vadras Bombay Cannanore Trnandrum. Indian National Airways, Ltd Karachi Lahore Himalaya Airways, Ltd Hardwar Gauchar Irrawaddy Flotilla and Aurways, Rangoon Mandalay Ltd Rangoon Yenangyaung Imperial Airways, Ltd , the Dutch K L M, and Air France, have continued to operate air services across India IMPERIAL AIRWAYS, LTD, AND INDIAN TRANS- CONTINENTAL AIRWAYS, LTD. Aircraft and personnel - Indian Trans Continental Arrways, Ltd Aircraft Type and No Personnel Europeans Indians A W 15" Atalanta " 4 15 Administrative Staff Pilots and Wireless Operators Ground Engineers Engineer Apprentices Others . 11 49 1 27 6 85 Total 75 120 Air Mail Surcharges. The flat rate for air mails to India introduced by the British General Post Office in December, 1934 (abolishing the extra surcharge for carriage by the Indian internal air services), and the reduced rates of combined postage ·2 and air surcharge in force in India for letters to England, continued unchanged So far as India is concerned, the present rate of 7% annas for the first oz and 7 as for each subsequent ļoz does not compare unfavourably with 6d per { oz charged by the British Post Office in respect of letters from the Umted Kingdom to India No further reduction is contemplated until the whole question is reviewed in the light of the proposals for the carriage of all first class mail by air between Empire countries under the Empire Air Mail scheme Croydon-Karachi Section.--The total weight of mails carried by Imperial Airpays, Ltd, to and from India reached 82.2 tons in 1935, an increase of 39% on the figure of 59.2 tons carried in 1934 and 68% on the 1933 figure of 48.8 tons It has been estimated that over 25% of letters from India to Empire countries are now sent by air Increases in the frequency of the services, reduction of the ar mail rates and improvement of the feeder services in India, have each played a part in bringing about this large development of air mail traffic, but even so the figures afford a striking proof, if proof were needed, of the utility of the air mail services and the growth of public interest and confidence in the facilities provided In this connection it is of interest to record that Imperial Airways, Ltd , estimate that 10,500,000 letters (about 215 tons) were despatched by air from Great Britain during 1935, as compared with about 1,000,000 letters (122 tons) in 1934 and about 4,000,000 (85 tons) in 1933 The growth of Imperial Airways' passenger traffic to and from India has shown an even more striking advance, as the following figures show No of Passengers Year To India From India 1930 78 70 1931 80 1932 150 142 1933 216 211 1034 280 326 1935 455 528 The England-India service was duplicated at the beginning of 1935, and it continued to operate on the following twice-weekly schedule until 16th March, 1936 London Dep Saturday Tuesday. Karachi Art Thursday Sunday Karachu Dep Wednesday Sunday. London Art Monday. Friday.

·3 In spite of duplication since December 1935 the loads to bo cirmed hare frequently bron found to be beyond the capacity of one machine and 1 second machine his had to proceed between harachi and Sharjih to help with the loads During 1935 10+ services were operated from London to harich, of which 87 arrired punctually and 17 were late The delays arose through causes to 2 large extent outside Imperial Airways control On repeated Occasions the trun connection between Paris and Brindisi was late and this was responsible for a days delay on 9 services During the period from 5th to 10th Varch 1935 when there were civil disturbances in Greece tho service between Brindisi and Alexandria ran via Tobruk Benghası and Valta and delay ris unavoidable In the opposite direction 104 flights were performed of which 91 left harachu on scheduled time The delays on the remaining services were all due to the late arrival at Karachi of the Trans India service The Hannibal class of aircraft which is 1 familiar sight at Karachi has been operating steadily since 1931 and has a record unrn alled by any other type of commercial aircraft in the world but is now obsolescent Replacement of the Imperial Airwavs fleet has been delayed by uncertainty us to future policy and it was only last yeur that the company placed new orders in anticipation of the developments foreshadowed by the Empire Air Val Scheme The company have been obliged to work to very narrow margins and the continued increases in the londs offering have not tended to reduce their embarrassment In 1935 one of the company s ilying boats on the Mediterranean section suffered misfortune catching fire in Brındısı harbour In order to cope with the situation 1 smaller flying bort of an obsolescent type had to be recalled into service and late in the year this machine suffered disaster through running short of fuel when in sight of Alexandria harbour This was followed by severe storms in the Vediterranean which wrecked the company s seaplane base nt Alexandria and put the final touch to the dislocation of the Mediterrinein section of their service Owing to the shortage of flying boats on the Vediterranean srction the schedules of the services were altered as follows as from 16th March 1936 – London Dep Saturday Karachi Art Thursday Wednesday Monday Sat irday Tl ursday harach Dep We ine day London Art Stor day ·Ilus schedule results in a delay for the mails between India and Africa but it can only be regarded as temporary pending the delivery of the new flying boats and their being placed into service on the Mediterranean section which is expected to take place this summer As soon as the new types of aircraft now on order for the Empire Air Mail Scheme begin to be delivered, the temporary superionty in performance of foreign air liners will disappear It is of interest to remark in this connection that four of the prominent air transport operators in the United States of America, a country at present in the forefront of air transport development hare recently combined to order a new experimental type of air liner, the specification of which is in most respects very similar to the type of machines now building for the Imperal Airways service Statistics of air mail and other traffic and regularity of operations on the England India route are given in Appendices 1 2 and 4 pages 64-66 and 68 Karachi Singapore Section - The year 1935 commenced with the duplication of the Trans India service operated jointly by Imperial Airways Ltd and Indian Trans Continental Airways, Ltd from Karachi to Calcutta and the maintenance of the weekly service from Calcutta to Singapore From 1st October 1935, the service then terminating at Calcutta was also extended to Singapore so preparing the way for the duplication of the entire service from Englund to Australia which was completed in the following May Mail traffic on the Trans India service increased at an even more satisfactory rate than that on the England India service, the percentage increase for the year reaching 128 5% as compared with 39% on the Croydon Karachi section 43 tons of mail ver carried in the ea card direction and 42 5 tons in the westward direction giving a total of 86 2 tons for the year as ngainst 37 7 tons in 1934 The following figures show the progressive increase from quarter to quarter Eastward Westward Tons Tons March quarter 8 4 86 June quarter 10 5 September quarter 11 1 • 10 6 December quarter 13 7 13 6 The heavy increase in the last quarter was caused partly by the extra lords at Christmas and partly by the increase in tranet mails resulting from the extension of the duplicate Trans India service to Singapore in October Extra services were operated at Christmas as in 1934 Christmas muls at Dum Dum appeurs facing pige 8 A photograph illustrating the arrival of 98 ·Passenger traflic on the trans India route has also shown a remarkable development The rolume of this traffic is expressed in passenger ton miles since individual passengers may fly over only one stage or over the entire distance from Karachi to Singapore The increase is shown by the following figures 1933 Pas enger ton miles 12 311 1934 Do 78 375 4 1935 Do 117 180.2 Aircraft flying on the trans India route in 1935 spent 5 664 hours in the air ind fiets 580 127 miles-equiralent to 23 times round the world at the equator 208 flights were performed between Karachi and Calcutta and 130 between Calcutta and Singapore These figures are the totals of both eastbound and westbound services 173 services between harachi and Calcutta were operated to schedule and 106 between Calcutta and Singapore The eastbound service to Calcutta was delayed on 20 occasions owing to the late arrival of the Imperial Airways aircraft from Croydon once through bad weather and once through no aircraft being available In the reverse direction the arrival at Karachi was delayed on 13 services through the following causes Delayed departure from S ngapore 4 Mechanical trouble Weatl er Unserviceable aerodrome Details are not received as to the causes of delays between Rangoon and Singapore There were many instances of delays being made good and the schedule reguned by the commencement of flights before day break or their continuince after nightfall in spite of the lack of adequate night lighting facilities on the route On occasions delays of 24 hours or more were thus made up by intensive flying The trans India route from harichi through to Calcutta is now being equipped with a complete organation for night flying while night I ght 1 g installat ons are being provided at Aksab and Rangoon The schedule yas altered from 16th March 1936 to conform with the alterations made throughout the route and is now as follows Karachi Dep Monday Thursday Sngapore ArT Ti ureday Sundav Singapore Dep Sunday Wedne dat haras! Art Wednesday Saturday Det led mail and operational statistics of the service are giren in Arpendices 5 and 6 (pige 69 -0) 7 1 1 ·6 . Dep . Singapore Australia Section The wechly crtension Australia, begun lato in 1934, continued to operate throughout 1935 A measure of its success is the large increase in transit mails carried by the Trans India service to and from Singapore, Whers contact is made with Qantas Empire Airways, Ltd, the company responsible for the Singapore Brisbane section The weight of transit mails was nearly trebled in 1935, 46 5 tons being carried compared with 16 I tons in 1934 The through schedule between India and Australia during 1935 was as follows Karachi Dep Thursday evening Brisbane Art Thursday afternoon Brisbane Wednesday morning Karachi Arr Wednesday inorning On May 15th 1936 a date not covered by this report Qantas Empire Airways Ltd , duplicated their service between Singapore and Brisbane, thus completing the final stage of the duplication of the England Australia route and providing a twice weekly service from Croydon through to Brisbane This is the longest through air route in the world and the aircraft engaged on it am now scheduled to fly more than 2 million miles in a year FOREIGN AIR SERVICES K L M and Air France - An important development in connection with these services w is the duplcation and speeding up of the K L M (Dutch) air line from Amsterdam to Batavia The Douglas aircraft now in service cruise at a speed in the region of 200 miles an hour and have given a striking demonstration of the higher speeds now possible in air transport is the result of recent technical improvements in aircraft and engines The number of flights across India made by K L M and Air France aircraft during 1935 was as follows Eastbound Westbound K L M 81 80 Air France 52 52 Bath services are flying at a higher speed, as will be observed from the following comparison between 1934 and 1935 schedules 1934 1935 KLJ- Amsterdam Karachi 4 days 3 days Air France Parts Karachi 6 days 41 days The services are operated to different schedules during the Winter and Summer months and the above schedules relate to the services operating at the end of the year ·7 19 46 The quick passage afforded by the K L M service has appealed to the public as the following figures for the number of passengers carried between Indiz and Europe will shots To India From India 1934 1935 161 185 Nether of the two foreign ur lines is permitted to carry passengers between places in Irdır and the only mails which may be carried are those destined for countries which are not served by the Imperial route Statistics of the weight of air mails carried by h LN ind Air France are given in Appendix 1 (page 64) Operational and punctuality statistics are combined with those of Imperial Airways Ltd in Appendices 2 and 4 (pages 65 66 and 68) The growth of air mail traffic to and from India by all services is illustrated an Graph II (frcing page 18) INDIAN INTERNAL SERVICES Tata Sons, Ltd Aircraft and personnel Aircraft Type and No Personnel Europeans Ind ans 1 11 Leopard Votis Miles Merlin 2 2 I Fox Motis 2 Adm nistrative staff Pilots and Wireless Operators Gro in i Eng neers Eng neer Apprentices Otlers 1 5 3 10 9 Total 3 38 Karachi Bombay Madras Air Mail Service –Tata Sons Ltd completed their third yer of operation of this service on 15th October 1935 A very remırlable advince has been made in the weight of ur mails carried It is estimated that no less than 40% of the muls carried on the Englınd Indır service are collected or distributed in South Indır uy the hariclu Bombay Madras feeder route The mail lords during 1935 mounted to 30 2 tons (67 625 lbs) as compared with 18 5 tons (41 497 lbs ) in 1934 and 10 5 tons (23 485 lbs ) in 1933 This shows the very satisfactory rate of inercise of 63% in 1935 following upon an increase of 76% in 1934 Outward muils aguin esceeded inward mails so that Indian correspondents may congratulate themselves on resuming their lend in utilising the air mail service The lead was temporanls B ·8 lost when inward mails increased upon the abolition of the extra charge made in the United Kingdom for carriage by air in India Passenger and freight traffic also increased substantially and hold out definite promise of future development 40 passengers and 364 lbs of freight were carried, the corresponding figures for the previous ycar being 14 and 111 lbs respectively The total mileage flown during the year was 287,610, representing an increase of 100% over 1934, this increase resulting from the doubling of the frequency in January, 1935, in order to maintain connection with the duplicate England India service For the third successive year the route was flown without accident involving injury to passengers or crew Ono incident alone occurred to mar the company's good record when the southbound machine on its way to Madras made a landing in a field at Ganjwarpellam in Kurnool District In endeavouring to take off again the pilot failed to see that his path was not clear and fatally injured two villagers 207 flights in all wero commenced and 204 were completed, indicating a standard of regularity above 98% In the southward direction 100 services were completed 10 of which were delayed through the late arrival of the eastbound Imperial Airways' machine at Karachi The only other instance of delay occurred through a forced landing at Virangam while three southbound flights had to be terminated at Hyderabad and the mails transferred to the train In the northward direction 104 flights were performed of which 100 were operated to schedule. Delay occurred on four services due to bad weather, engine trouble and one forced landing Three times in December the service had to be duplicated in both directions to cope with the extra Christmas mails. As in 1934, the unserviceability of Juhu aerodrome and difficulty of flying over the Western Ghats during the monsoon made it necessary to run the service via Poona during the period 31st May, 1935, to 6th October, 1935, the mails being carried by rail between Poona and Bombay In August, 1935, the company placed a new type of aircraft in service on the route, the Miles Merlin This is a single-engined low winged monoplane of 200 h p, capable of an operating speed of 125 miles an hour, with a load capacity sufficient to accommodato one or more prssengers in addition to mails With machines of this typo the company hope to be able to fly from Madras to Karachi in one day, and the Government is granting the company financial assistance for the conduct of experiments in the use of radiotelephony installed in their Mules Merlin The operating schedule of the service remained unchanged during 1935, but was altered in March, 1930, when revised timings

·he
ASTRAEA
MER L ARWAYS
( 3
SYAL
MAIL
Christmas Mails being unloaded at Dum Dum
11
far / je 8

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·9 Trere introduced for one of Imperial Airways' services from England The schedule at the close of the year was as follows Karachi Dep Friday Monday Vadras Arr Saturday Tuesday Jadras Dep Vonday Friday Karachi Arr Tuesday Saturday and this was altered in Varch as shown below Karachi Dep Friday Tuesday Jadrag Arг Saturday Wedne das Vadras Dep Vonday Thursday harachi Art Tuesday Friday Operational statistics of the Karachi Madras service are given in Appendix 7 (page 71) Towards the end of 1935 the Ceylon Government completed the Ratmalana landing ground at Colombo Already many machines have made the flight between Madrns and Ceylon and the future should see the extension of Tata s route to Colombo Bombay-Trivandrum service-In 1934 the Hyderabad State arranged with Tata s for the diversion of the Karachi Madras route tra Hyderabad and in the Bombay Trivandrum service we again see an Indian State playing a leading part in the development of India s internal airways In co operation with the Government of H H the Vaharajah of Travancore Messrs Tata Sons Ltd established on 29th October 1935 an experimental weekly service between Bombay and Trivandrum via Goa and Cannanore for a period of six months The consent of the Portuguese Government was necessary for the call to be made at Goa and the Government of India agreed to the use of a miltary landing ground at Cannanore Special customs arrangements had to be made in connection with thus service The service connects at Bombay with the Karachi Madras service, in both directions and carries passengers freight and mail As compared with surface transport the service shows a saving of 20 hours on the journey from Bombay to Goa 424 hours from Bombay to Cannanore and 46 hours from Bombay to Trvandrum In addition to these direct suvings Travancore gains the advantage of the time saving to other destinations effected by the Karachi-[adras service and the much greater saving made possible on communications with Europe by the air connection with the England India service, tra Bombay and Karachi The following schedule was in operation at the end of Varch 1936 Bombay Dep 0600 hrs Wednesday Truvan lrum 1520 Trivandrum Dep OSOO Monday Bombas Art 1650 B 2 ·10 On 20th April, 1936, the service tras suspended By the end of 1936, 19 flights covering a distance of 14,916 miles had been performed with 100% regulants, 11 passengers and 80 lbs of mail being carried Operational statistics are given in Appendix 9 (pago 73) Provided further support is forthcoming the comprny hope to resunto thc kartice after the monsoon scason Indian National Airways, Ltd. Arrcraft and personnel Aircraft 1ypo nnd No Personne) Luropcans Indians 2 2 I'crciin! Gull DI Tor Moth D II Dragon 1 Administrativo staff Pilots & Wireless Operators Ground Engineers Engineer Apprentices Others 10 2 4 4 61 Votls 4 1 Avro a Total 10 81 1938 was a disappointing year for Indian National Airways Ltd Hnlfway through the yeur they were obliged to close their regular services operated from Calcutta and early in 1936 a further recluction of their Calcutta charter organisation was made The company were also obliged to close the Rangoon Flying School which in its 15 months of operation had already proved its worth These reverses were due in the main to the surprising lack of support for the Calcutta Dacca Service, and to the duplication of the through service between Calcutta und Singapore In December, 1935 the company who had been muintaining and operating the Government s Avro I aeroplanc under contract, wero entrusted with a further contract for the maintenance and operation of HF The Viceroy & Arro 642 • The Star of India in addition to the Arro X Both these machines are maintained at Delhi 1035 The company found that the mul londs on the Karachi Lahore service which they operated under Government contract remained substantially at the same level though their operating costs were much increased by the duplication of the main service in January The effect of this on the company's operations may be gathered from the fact that in the case of the Tata service mail Tovenue brings in on an average Re 1 per mile flown, while the Indian National Airways service has received barely & annas per milo flown In both cases the mail capacity which the companies must reserve for the Postal Department is the same ·2 Early in 1936 the comprny found themselves obliged to approach Government for financial assistance if they were to continue operating at all In view of the developments which were to be expected in 1937 on the inception of the Empire Airlail Scheme, Gorernment agreed to tide the company over by a special grant for the year 1936 37 As a condition of this grant the company have to continue the operation of the Karachi Lahore service and to maintain the two Government aircraft at Delhi, thus providing a nucleus organisation against the possibility of expansion In fact, the grant does no more thın safeguard the company against loss on the Karachi Lahore service during 1936 37 It will be recalled that the company own a substantial share of the capital of Indian Trans Continental Airways Ltd, and act as principal agents to this company and to Imperial Airways, Ltd Karachi-Lahore Air Mail Service. The Karachi-Lahore service was inaugura in December, 1934, and carries about 15% of the total India air mail The frequency of the service was doubled in January, 1935, to conform with that of the main service, this increased the company s expenses without causing corresponding increase in receipts The service affords a sing of time over surface transport of 24 hours for Baluchistan and 18 hours for Lahore The real benefit of the time saving cannot be reaped until the route is completely equipped and flown by night During the very heavy rainfall in March the landing ground at Sukkur became unserviceable and the service was interrupted on several occasions In June, the RAF landing ground at Jacobabad took the place of Suhkur and was taken over by the Civil Aviation Directorate The construction of runways on the landing area was taken in hand so that the rains should not in future cause interruption of the service A small beacon was installed at Sukkur and a mobile floodlight unit originally supplied at Sukkur and transferred later to Jacobabad enabled the company to make their rught stop here and fly an appreciable part of the intervening distance from Karachi in darkness The company can thus claim the distinction of being the first Indian company to operate a partial night schedule In the northward direction 104 flights were scheduled 99 nere completed and five cancelled Three services were cancelled owing to the unserviceability of Suhhur landing ground and to were abandoned through the late arrival of Imperial Airways at Karachu, on these latter occasions two consignments of incoming mail were carried by one service from Karachi to Lahore Delay occurred on 14 services, but in all but two cases the delay was attributable to the late arrival of the England India serrice In the southward direction 102 services were completed out of 104 scheduled, the two cancellations being due to the difficulties ·12 experienced at Sukkur landing ground Three services were delayed one day through mechanical causes The total weight of mails carried in 1935 was little short of 1l} tons and the mileage flown during the year was 147,174 Two passengers and 75 lbs of freight were carried Percival Gull aircraft are employed on the service and tho present schedule is as follows Karachi Dep Lahoro Arr Thursday Iriday Tuesday Wednesday Monday Tuesday Friday Saturday Lahore Dep Arr Karachi Operational statistics of the harachi Lahoro service are given in App«ndır 8 (page 772) Suspended Services. The Calcutta Daccu Chittagong and Calcutta Rangoon services, which were operated by Indian National Airways Ltd , were discontinued in June and August respectively The services were operated with very great regularity for 18 months, even through the extremely difficult weather of the monsoon in Bengal and Burma, and the decision to suspend operations after such an excellent demonstration of reliability was particularly disappointing This step was forced on the company by the failure of the public to support the services on the scale expected Calcutta-Rangoon-From November, 1934, until March, 1935, the service was operated twice weekly in each direction, one of the services connecting in each direction with the duplicate England India service, then terminating at Calcutta By this means, Calcutta and Rangoon were linked by three air services a week, one of which was the through service England Australia A saving of two days in transit time was offered by the air services with a frequency equal to the steamship lines From 15th March until 9th August, the service was reduced to a weekly schedule, connecting at Cricutta with the duplicate England India service Traffic on the Calcuttı Rangoon route showed a gradual improvement, but the duplication of the Calcutta Singapore section sounded the death knell of the service, on the although the communities serred by the intermediate aerodromes nt which Indian National Airways' service had been wont to call felt very much the loss of what to them was an important link With civilisntion main service ·13 During the period of operation in 1935 86 services were completed in each direction and 3 067 lbs of mails were carried Operational statistics of the serpiec are given in Appendix 10 (page 74) Calcutta-Dacca-Chittagong - Efforts to stimulate traffic on this route met wth an unaccountable lack of response The flight from Calcutta to Dicca antes 15 hours on a 164 hours surface journcy yet the traffic attrncted remained at a low level A reduction of fares was offered in an attempt to popularise tlo service but in spite of these inducements the traffic revenue fell far below that required to muntun the service As a result the opinion is nor held that this route cannot be successfully developed on a regular basis until it forms part of a through Toute to Assam The service was operated four times weekly between Calcutta and Dacca with an extension to Chittagong twice weekly until at was discontinued on 15th June 127 flights were performed in each direction between Calcutta and Dacca of which 54 were extended to and from Chittagong and 785 lbs of mails were carried Operational statistics aro given in Appendix 11 (page 75) The Rangoon Flying School is dealt with in Section II Himalaya Airways, Ltd Himalaya Airways Ltd conducted approximately 100 fights on their air service between Hardı ar Agastmuni and Gauchar, which caters for pilgrims visiting the temple at Badrinath and for tourists who wish to see the Himalayas at close quarters The service was officially inaugurated on 19th April by the Director of Civil Aviation in India The 70 miles journey from Hardwar to Gauchar through the Ganges valley is flown in onc hour whereas it may take pilgrims 10 days travelling on foot Four zircraft were available and flights were made as and when required during the pilgrim season Flying is continued through the monsoon and 350 passengers were carried on the service In Junc Her Excellency the Countess of Willingdon fler in one of the Company s aeroplanes over Badrinath and are the peaks of Nandr Deri and Kamet at close quirters The compiny also undertahes joy riding flights and numerous temporiry landing grounds have been used in this is Statistics of flying and traffic on the Hardwar Gauchar Fertice are included in the general figures of non regular air transport which appear on page 17 ·14 Irrawaddy Flotilla and Airways, Ltd. Aircraft and Personnel Aircraft Type and No Personnel Europeans! Ind ans DH Fox Moth Sea plane-1 1 Administrative staff Pilots and Wireless opera tors 1 Short Scion Senior Sea plane Ground Engineers 1 Engineer apprentices Others 1 2 Total 4 3 air services was This company continued the operation of experimental internal in Burma The Rangoon Mandalay service operated throughout the year The Rangoon Moulmein Tavoy service was in operation up to and during March 1935 this service was then suspended and a service from Rangoon to Moulmeingyum substituted instead Flights were made twice a day in both directions on one day in the week namely Tuesday, but were discontinued after the 28th May, 1935 The next enterprise in June was a service from Rangoon to Yenangyaung (Oil Fields) the service being scheduled to operate every Saturday and Monday This service continued in operation throughout the remainder of the year Traffic results were poor but the services were nevertheless operated regularly to schedule except on occasions when flying had to be temporarily suspended for reasons beyond the company s control In 1936 the company are following the practice of running & service only if passengers offer A Short Scion Senior Seaplane has been purchased for operating on the regular routes while the Fox Moth seaplane already in service is reserved for charter work. The Short Scion is illustrated on the opposite page The number of miles flown on regular air services during the year 1935 was 71 894 while the passengers and freight carried were 322 and 27 lbs respectively In addition, a number of charter flights was performed during 1935

·pagrire
The fuselage being prepared for assembly on to its floats
YT-ACU
At moorings on the Irrawaddy River after launching.
AIR TRANSPORT IN BURMA
Tin burt Kurs
Ierull Irris ils Il tuld. un
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·15 MISCELLANEOUS FLYING AND COMMERCIAL ACTIVITIES. Indian Air Survey and Transport, Ltd. Aircraft and Personnel. Aircraft, Type and No Personnel Luropeans | Indians Leopard Voth 1 Pilots Ground Engineers 1 2 Pues Moth 1 Workshop Staff 19 2 24 Drawing office and Dark room Office and others 1 23 Total 5 68 were Indian Air Survey and Transport, Ltd, were ergaged on surveys totalling 3 825 square miles during the year 1935 Tho area photographed for the purpose of preparing 16" to the mile cadastral maps amounted to 3 200 square miles Photography for town mapping was undertaken at Nagpur and Ajmer and mosaics and maps on a scale of 16* to the mile of these towns were nearing completion at the end of the year Two exceptionally interesting geological Surveys completed over the Alethengyat Hills the Akyab District and in the Dhalbhum District of Orissa, and it was found possible to locate, by stereoscopic examination the position of old copper workings in the latter survey A tour of South India was made in April and photographs for a great variety of purposes were obtained in Madras Mysore and Hyderabad An irrigation survey was completed over an area of 280 square miles, and the rapidity and economy of air surrey methods for this type of work again proved to be of great value Several extended reconnaissance flights were made from Bhagalpur with officials in charge of the districts druned by the Kosi river and a number of areas were photographed for the purpose of recording changes in the river There was a marhed increase in the number of oblique photographs taken of factores, estates and buildings of all descriptions for commercial purposes The frontispiece illustration is typical of such work ·16 The company continued to maintain and operate a Fox Moth ambulance aeroplane for the Government of Bengal A specially modified Leopard Moth and Puss Moth were used by the company, and the photographic equipment consisted of Lagle Mark II cameras with lenses of 87", 10' and 21' focal length 163 flights were made by the company's two machines during the year and more than 400 hours were flown representing a distance of approximately 34 000 miles The operations comprised Hours Minutes 261 55 Air Survey photography Commercial and Miscellaneous photography 72 45 General flying 68 35 Total 403 15 as and Bengal Government Ambulance Aeroplane - The Bengal Government purchased in 1933 a De Havılland Fox Moth aeroplano for ambulance purposes The machine has accommodation for a surgeon and nurse, with surgical instruments, and one passenger In order that the machine may can accompany a stretcher case land or take off from either land or water it is fitted with an inter changeable float or wheel under-carriage Four landing grounds have been prepared and a fifth is under construction (vide section III, page 44) These specially prepared grounds, together with the aerodromes under the control of the Government of India and suitable water areas at river stations, enable the machine to be operated over a wide area when the necessity arises The machine is based at the Dum Dum Aerodrome The value of the machine for conveying immedinte aid in times of distress 11 23 demonstrated after the earthquale of 15th January, 1934, when it was placed at the disposal of the Government of Bihur and Oriss? for opening up communication with affected About 150 hours are flown each year Non-Regular Air Transport -The following table shows the amount of non regular air transport, including special charter flying, performed during the year 1935 A large increase is shown, particularly in the operations of Himalaya Airways, Ltd , and Irrawaddy Flotills and Arrays, Ltd, whose services were of a sem regular nature Indian National Airways, Ltd, have considerably increased the volume of their special charter and air areas ·17 taxi operations, the number of passengers carried having advanced from 257 in 1934 to 795 in 1935. Non-Regular Air Transport. Company or Organisation Journeys Hours flown Miles flown Passengers 461 894 83,960 795 1 Indian National Airways Ltd * Tats Sons, Ltd Himalaya Airways, Ltd Irrawaddy Flotilla & Air ways, Ltd Flying Clubs Xothnown 571 143 375 509 1,026 33,967 36,696 76,147 275 349 509 428 31,478 63 Total 1935 1,228 3,232 262,248 1,483 Total 1934 272 827 77,501 326 * Thoso flights were primarily demonstration of Autogiro aircraft and test fights, which accounts for the small number of passengers + Includes demonstration and complimentary flights * Includes flying done on Rangoon Vandalay and other services Joyriding.-The total joyride flying recorded during 1935 was less than in the previous year owing to the discontinuance of India Air Pageants, Ltd , whose activities accounted for more than half of the joyride flying done Indian National Airways, Ltd, however, more than doubled their joyride flying in 1935 The following table shows the results for the year Joyride flying Company or Organisation Flights Hours flown Passengers Indian National Airways, Ltd 815 155 2 417 2,556 352 6,991 Himalaya Airways, Ltd Irrawaddy Flotilla & Airways, Ltd Tlying Clubs 89 20 239 Nothnown 269 3,400 Total 1935 3 460 796 13,047 Total 1934 1,257 28,550 ·18 1934 Imports of Aircraft and Aircraft Material. The import trade in aircraft and aircraft spare parts and accessories has continued on the same scale as in 1933, when the imports included the fleet of Indian Trans-Continental Airways, Ltd. Figures for the three years 1933-35 are as follows: Value of Imports- Rs. 1933 8,18,174 8,08,565 1935 8,16,604 A list of the aircraft added to the Indian Register of Aircraft in 1935 is given in Section IV, Administration (page 57). De Havilland Aircraft Coy., Ltd.-The distribution and repair organisation maintained by this company at Karachi reports a total turnover of Rs 2,41,619 during the year as compared with R$ 2,58,143 in 1934 Apart from th sale of aircraft and aircraft spares, the company undertakes major repairs to aircraft, complete overhaul of engines and annual overhauls for Certificates of Airworthiness Demonstration and other flights by the company's machines totalled 85 hours, 15 mins , during the year.

·GROWTH OF AVIATION IN INDIA I I Air mails to India Mileage of Aur Roules in operation in India and Burma 1 Miles flown by Indion commercial and club aircraft MILES 2400 THOUSANDS Air mals from India Mileage of Aur Roules operated by 2200 Indian Air Services Scheduled weekly mileage of Indian Air Services * Airmails carried on Internal Air mail Services TONS 140. 2000 MILES 24000 1800 1600 21000 120. 1400 18000 100_. 1200 15000_ 80. 1000 12000 60 800 9000 40. 600_ 6000 20 400__ 3000 200 b O961 1961 1932 1933 1934 1935 1929 0961 1931 1932 1933 1934 1935 1930 1261 1932 1933 1934 1935

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·19 SECTION II FLYING CLUBS, TRAINING FLYING, AND PRIVATE FLYING CLUBS General activity – The following clubs are now at work — BRITISH INDIA 1 Delhi Flying Club Delhi ? harnchi lero Club harichi 3 Bomba Flying Club Juliu Bombay 4 Vadras Ilving Club Vndras 5 Bengal Flying Club Dum Dum Calcutta 6 United Provinces Tlving Club Lucknow and Cawnpore Northern India Tlying Club Lahore INDIAN STATES 8 Jodhpur Flying Club Jodhpur 9 Hyderabad Flying Club Hyderabad The new club at Hyderabad was formed with the generous ud of H CH the Mizam of Hyderabad It commenced flying in February 1936 when its aircraft arrived from Englınd The Trichinopoly branch of the Vadras Flying Club has been discontinued through lack of support The activities of the Burma Flying Club which was not subsidized were brought to a close when Indian National Airways found themselves obliged to close down the Rangoon Flying School to which the club was affiliated The progress made by the Flying Club movement in the past six vears will be seen from the following table Member Year Number of a rcraft Hours floin shp Plots tra ncd ab 1 to 7 549 90 1930 1931 1932 1933 1934 1935 1 596 1 880 1 538 1 30 1 $4 1 690 19 20 76 99 33 39 93 113 85 69 SS 9717 10 995 11 SO 10 860 NOTE --The above table includes the Rangoon Fly ng School for 1931 and 1930 A summary of the activities of the Flying clubs during the year is given in Appendir 12 (pago 78) ·20 System of subsidy.-A revised system of subsidy came into force with the opening of the financial year 1936 37 Hitherto, the subsidized clubs have been granted financial assistance for periods of one year only and in consequence have been unable to plan for the future This has placed the clubs in a difficult position, particularly with regard to the engagement of European pilot instructors and technical staff whose services on short term contracts could not readily be obtained In order to stabilize the position of the clubs and to help them to arrange their affus further ahead and so improve their organization, it has been decided to maintain the revised subsidy to the same seven clubs for a period of three years (1936 37 to 1938 39), subject to such changes as experience may shot to be necessary The clubs have been informed that at the end of this period the subsidy from Central Funds may be curtailed, if not entirely withdrawn, and they have been urged to place their affairs on an economic basis during this period The task before them. is not without difficulty, since the work of club management is. entirely honorary and those public spirited members on whom the burden falls are generally busy men with little spare time The services of an Accounts Officer were made available by the Directorate for four months of the year for the purpose of inspecting the accounts of the flying clubs and making recommendations in order to assist them on this side of the work As in 1935 36, the subsidy is divided into two parts, a fixed payment and a bonus in respect of pilots trained The fixed payment is, however, less than in 1935 36 and, in the main, 18 proportional to the number of serviceable aircraft owned by each club, whereas the bonus paid for each pilot trained ab initio has been increased The following comparative statement shows the changes that have been made - 1935 36 1936 37 to 1938 39 Rs Fixed annual grant 16 000 For 1 alrcraft Rs 8 000 For 2 aircraft, Rs 10 000 For 3 aircraft, R$ 12,000 For each pulot trained ab initio and licensed 200 Rs 300 For each 'A' licence renewed on club aircraft 100 Maximum subsidy payable to each Rs 100 club 20 000 Rs 20 000 In recognition of the good work which has been done by the Jodhpur Club, it has been decided to give financial assistanco during 1936 37 in the form of a bonus paid for pilots trained at the revised rates mentioned above made to the Burma Flying Club had not the closure of the Rangoon A similar grant would have been Flying School intertened ·21 The budget grint for subsidies in 1935 36 was Rs 1,58,000 and the net final appropriation Rs 1,33,000 The budget grant for subsidies in 1936 37 is Rs 1,60,000 Two clubs, the Karachi Aero Club and the Bengal Flying Club succeeded in earning the full subsids of Rs 20 000 for 1935 36, and as a special concession the harichi Acro Club received an additional grint of Rs 1000 in respect of pilots truned over and above the subsidi limit It is as well to remembar that the clubs contribute to Gorernment Revenues in the form of indirect taxation on potrol, oil and maternal and fees for licences and certificates In the year 1933 36 the total contributed was approumitely Rs 56 000, one club alone contributing nearly Rs 11 000 Economically, for the results achieved the flying clubs in India compare very fuvourably indeed with similar institutions in other countries The cost of flying per hour varies considerably between one club and another and since standing charges remun substantially the same, those clubs which do the most flying have the advantage It may also be mentioned that the inland clubs are handicapped as freight charges for aircraft spare parts add materially to their costs The subsidy enables the clubs to reduce their flying rates by an average of Rs 10 per hour In this connection it is noteworthy that the Rangoon Flying School which operating without subsidy, was obliged to charge a flying rate of over Rs 40 per hour, was able to produce such good results TRAINING RESULTS. The training results are summarised in the table given below Pilots trained Club Ground Eng noers trained A A1 B' 1 Bengal Bombay Delhi Karachi Madras Northern India UP Rangoon Flying School Jodhpur 11 17 8 16 5 3 دا بن جاتا 8 6 1 Total 1935 77 6 + 11 ·22 Pilot's training.--The number of pilots trained ab initio_for "A" licences W18 77 as compared with 88 in 1934 This reduction is crplained by the discontinuance of the Rangoon Ilying School and the greater attention given to training commercial pilots The number of Indians included in the 1935 figuro was 68, a substantial increase on the previous year Thic 'AI” category of commercial pilot's licence is a purely Indian institution with no international counterpart It provides a useful half way stage as it enables pupils holding this licence to fly professionally within prescribed limits so rcducing the cost of their further training In onc instance an Indian Al' hcensed pilot accumulated nenily 40 hours flying at no expense to himself at the same time helping his club with jov riding It is proposed shortly to increase the scope of the pilot s "AI' licence in order that a pilot may more easily acquire the further 100 hours flying oxperience which is required for the B” licence The standard of technical knowledge of urcraft and engines required for the • Al' licenco has therefore been raised so as to bring it more in line with that required for the B Licence Over and above tho knowledge required for the 'Al" pilot's licence the B licence demands in addition night flying experience and a knowledge of meteorology and navigation Arrangements havo beon mide with the Meteorological Department for the training and cxamination of candidates and pilot instructors of clubs muy also receive instruction in meteorology The internrtional standard demanded to qualify for the pilot's “B” licence has recently been advanced by the addition of a requirement that a pilot shall be able to fly without exterior view by the aid of instrumenta alone This requiremunt has not yet been introduced in Indır as it was necessary first to ensure that the requisite training fucılties were available Certain of the clubs are not in a position to give this training and the new requirement will be introduced in 1936 Somo of the clubs are at present situated at acrodromes Thich are not yet equipped for night flying and not every club is able to afford the facilities which are now necessiry for the complete course of truining for the pilots 'B' licence, since the number of Buch candidatcs offering is insufficient to warrant the employment of additional instructional stati or the purchase of the necessary cquipment In such an important matter as the Licensing of pilots no lowering of standards can bo allowed and as a result of inspection of the flying clubs during 1935 their training facilties have been approsed on the follossing scales ·23 Training facilities at iging clubs. Arrrored for training pilots for licences Flying Clubs Approved Approred for for instruc, troin. tich in LG E. instru apprenment t ces "B" flying Yes Yes Yes Yeg Yes les 1 Bengal 2. Bombay 3 Dell 4 Karachi 5 Vadras 6. Northern India (Lahore). 7 UP 8 Jodhpur 9. Hyderabad (Dn) Xo 103 Να Yes Yes Yo Yo No No Jeg No Yo No Yes Xa Ye3 Yes Yes No * Yes Yes Yes No Yes Yes No (Xot subsidied, no Oficial category) No Yes Yes Yes (Not Eubai. Chined no ofhcial category). * The Delhi Flying Club works in conjunction with the Aeronautical Training Centre of India, Ltd S <Indian "B' licence pilots are at present employed in regular air transport companies in India and their excellent safety record 19 a testimony to the standard of training given by the flying clubs Pilot-Instructors.—The expansion of aviation in Great Britan has had its effect in that it is now more difficult to obtain qı alified instructors for India and higher salaries are demanded The flying clubs at Bombay, Delhi, Bengal and Lahore are employing Indian pilo instructors but their special traininges flying instructors w originally obtained in England There is an opening at the present time for Indian pilot instructors, but in this vital matter no considerations of expediency can be allowed During the year 1935 no Indian pilots obtained pilot instructors' licences, but towards the end of tho year & modification was introduced so as to permit the employment of assistant instructors at the flying clubs under the supervision of a qualified instructor In this way it is hoped to facilitate the training of pilot instructors in India and at the same time to ensuro that only thosc really suitable for such a responsible position receive the licence Two Indian pilots are now receiving training at the flying clubs in this way Ground Engineers.-The flying clubs are able to take on a limited number of apprentices for training as ground engineers up to the standard required for the "A" and "C" Licences for the daily and routine inspection of aircraft and engines The engineering staff of the flying clubs are fully occupied with the ·24 work of aircraft maintenance and cannot therefore always spare the tumo to giro the basic engineering training in the use of tools włuch is first necessary Apprentices who have not had such oxpcrionco bofore joining flying clubs will therefore find them polves sovorely handicapped 11 hen the successful apprentice first ohtning his ground engineers licence, he must work for å period under supervision which is gradually relaxed until he may rogard himself as fully fledged and able to work on his own Only ono Indian ground engineer is at present in sole charge of aircraft maintonnnco at a flying club a responsible position which demands thio gruntest integrity This ground engineer was formerly em ployeel in Indian Irane Continental Airways' workshops at Karachi Wireless operators and air navigators - In 1935, after attachment to an noronautical rndio station and a course of instruction nt Chloutta undor arrangements made with the Posts and Telegraphs Dopartment ono Indian “B' Licence pilot obtained a wireless oporator a liconco Ho is the first Indian pilot to do so and is now omployod by Tata Sons Ltd In view of the demand for aircraft wirolosa opurators wluch is likely to arise with the increased Rorvion now anticipated the Government granted assistance to spocinlly nominated candidates to enable them to qualify Two of theso nominees should shortly completo a course at Calcutta and after a poriod of attachment to an aeronautical radio station sliould bo ablo to obtain their hicences It is proposed to givo furtlior assistanco for wireless training to nominated scholars during the year 1036 37 Ono Indian B licence pilot sat at Karachi for the Second Cinas Air Navigator s examinat on and is now employed at the harachi Flying Club as an instructor This examination is set and corrected by the Air Ministry and is recognised for the grant of the Indian Second Class Air Navigator 8 Licence Aeronautical Training Centre of India --The Aeronautical Training Centre of India at Delhi Aerodrome was opened on the 21st October 1935 A propitious start was made with 50 cadets who were honoured by being inspected by Their Excellencies the Viceroy and the Countess of Illingdon The Centre is orginized to gire comprehensive courses in all branches of aircraft ground engineering including mechanical drawing and instruction in wireless telegraphy The workshops are fitted with up to date machinery and equipment and tho cadets knowledge and practical ability on completing their tuition should certunly be most useful to employers of slilled engineering staff wirther aircraft operators or mechanical engineers since the courses embrace tuition not only in zircraft work but in general mochanics ·25 Arrangenients hore teen entered into tith the Dellu Flying Club for flying instruction up to А licence etnndard to be given br the club to those cadets who wish to include a pilot R licenco among t their qualifications and the Centre proposes to undertako their further flying training so that they may obtain their commercial licences As a condition of the lease of the ground at Delhi aerodroro the Director of Cinl Aviation may exercise the right to nominato up to 50 per cent of the cadets accepted for training Theso nominations are reserved principalls for entrınts recommerded by the subsidized flying clubs in Il dia which mn Le regarded as the initial testing ground for those who wish to take up aviation 89 & career No establishment has existed hitherto in India for more advanced training in aeronautical engineering The Centre should therefore fufil a real need although in the higher branches of the science of aeronautical engineering it will probably always lo necessary for the most up to date methods of aircraft design and manufacture to be studied in Europe Civil Aviation Scholarships - The four Indian ground engireers who were receiving training in England in aeronautical engineering returned to India in February 1936 after the completion of their training Two of them have specialized in aircraft and two in aero-engines It 19 gratifying to note that all four received offers of employment shortly after their return The scholarship of Mr Nazir who is conducting experiments in England with aircraft antı stallarg devices has been extended up to June 1937 and he 18 being assisted to take out a patent The two scholars undergoing training in aerodrome control duties at Karachi are expected to complete their training by the end of June 1936 and will probably be appointed as probatiorary Aerodrome Officers After a period of preliminary training in Indir the two scholars selected for training in aeronautical engineering have been sent to England for a two years course at the College of Aeronautical Engineering Chelsea On satrefactory completion of their truning it is hoped to appoint them Assistant Aircraft Inspectors (Grade II)on probution The assistance which Government is giving towards the traitung of wireless operators has been mentioned earlier Scholarships granted by local Governments, Indian States and Private bodies – Vention was made in the report for 1933 34 of the finuneral castance given to the L P Flying Club by the local Government The assistance has actually taken the form of an annual grant to tlo club of Rs 4 000 for a period of three years in return for which the club are training an agreed number of nominees of the Covernment as B pilots on special terms The scholars selected for training must be domiciled in the Lnited Provinces c2 as ·28 one & Tho Dorabji Tata Trust and the Ratan Tata Trust which between them have helped a certain number of people to make their careers in aviation continued their assistance during the усаг Tho former hus enabled Indian to become pilot instructor of a flying club in India The Ratan Tata Trust has, up to the present, aided or is still uding ten beneficiaries of whom ono 19 already employed ng a ground engineer and another has scouroadmission to the Royal Air Force while a third is under training with Inperial Airis, Limited Tuo beneficiaries have received assistanco from both the Irusts and one of these will ovontually bo absorbed in the Aviation Department of Tata Sons, Limited while the other 19 training for a B" Licence In addition to the above, certun Indian States and private bodies liavo assisted the cause of civil aviation by the grant of spocial scholarships 2n nir race PRIVATE FLYING Acro Club of India and Burma –The Aero Club of India and Burmn now operates as an independent body on 1 voluntary basis and recones no subsidy from the Govcrnment Tho Aoro Clube the controlling authouty for sporting flying andl tho official representatio India of the Federation Aoronnutique Internationale Tho club is authorised to promote theplays and competitions requiring international rocognition and those who wishi to organiso contests or present challongo cups or prizes for competition should seek its advico and Julp Advico 18 g ven on all aspects of sporting flying Avintors who wish to take out Customs Carnets for ur touring outside India may do so through the club, and the club also wertnkes to obtain permission for flights over foreign countries and provilce maps on hire which srves the air tourist a considerablo outlny on purchase This latter nducted in conjunction with the Automobile Association of Great Britain In addition, the club maintains a liaison with the Royal Aero Club, London, whereby members on lcure in England enjoy certain Sıx Customs Carnets were issued by the club in 1935 Viceroy's Trophy Au Race - The ir race for the Viceroy's Challengo Trophy was flown on 14th and 15th February, 1936, over the course VadraHyderabrd Bombay Ahmedabad-Jodhpur Delhi, a distance of 1,520 miles, which was divided into two stages flawn on tho respective days, with a night stop at Bombry For the first time in the history of the contest the raco vas von by an Ind an, Licut Visri Chand, and his success was enhanced lng the fact that he is an Indian club truned p lot whose cxperience of flying 1179 been gained entirely in India servico 13 proleges

·Winner of the Viceroy's Trophy Air Race --Lt Misri Chand
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·97 The organeation of the race was again undertaken by tho Acro Club of India and Burma It will be remembered that the club made an attempt to hold the mee in December 1934, but was obliged to abandon the plans lxcrucc insufficient entries wero receired On this occasion, the race attracted a very satisfactory list of entnes, including two from I'ngland Mr AC Gardener on a Short Scion and us laughian Fowler on a B A Eagle, whose speeds in the race were 121 and 137 miles per hour respectively B. H the Vaharaja of Patiala entered his Pereiral Gull which won the prize for the fastest tine in the race and H H tho Maharaja of Indore entered a Gipsy Moth from the U P Flying Club. There were ten starters and ninc competitors completed the course. The race was run as a brandicap based on the manufacturer's top speed figure of the competing aircraft, ranging from 100 to 172 miles an hour The prizes were awarded by Their Excellencies the Viceroy and the Countess of Willingdon to the following 1. Lieut Misri Chand - The Viceroy's Trophy with Rs 7,000, and the Specdolino Challenge Cup and Rs 2,000 for being the first India trained 'A' Licensed pilot to cross the finishing line Speed 113.8 miles per hour DH Moth, Gipsy II engine, entered by Pandit Mulchand Sharma and Capt A T Eadon, (See illustration facing page 26 ) 2 Mr G V Gadgil - The Harı Kishan Das Challenge Shield and Rs. 3,000 for sccuring second place Speed 111.9 miles per hour DH Moth, Gipsy I engine, entered by Mr G V Gadgil (Karachi Flying Club) 3 Mr 'A Gazdar -Rs 1,000 for securing third place Speed 118.4 miles per hour DH Moth, Gipsy Major engine entered by Jr Stackard (Bombay Flying Club) 4 Capt AF Muir The Wakefield Challenge Trophy ard Rs 200 for the fastest time in the race Speed 156 miles per hour Percival Gull, Gipsy VI engine, entered by HH Maharaj) of Patiala The second fastest maclure in the race was the les Hank Major flown by Mr N Vintcent, the Manager of Tata & Ariation Iepartment, with a speed of 143.5 miles per hour T10 ·28 The prize money for the Viceroy's Trophy Challenge race is derived from the interest accruing from investments of the Irwin Trust Fund, which was started in 1931 by Sir Victor Sassoon Two new trophies will be available for future competition, one the Willington Trophy to be awarded for the best flying feat of the ycar performed by an Indian pilot, the other presented by Sır Victor Sassoon, with an annual cash award, for competition betweco the flying clubs in India Aircraft in Private Ownership. The number of registered privately owned aircraft on the 31st December, 1935, was 43, as against 42 on the same date the previous year Of these, 14 were owned by Ruling Princes and Rajahs and 16 by other Indian gentlemen All cxcept six of these private aircraft are of British design and manufacture HH the Maharaja of Jodhpur owns a large fleet of which his green Percival Gull is probably the favourite Besides the aerodrome at Jodhpur with its first class equipment, many landing grounds have been made in the State and the Maharaja 18 undoubtedly the first Prince who has himself flown over his capital by nght HH the Maharaja of Patiala also owns a fleet, of which the Spartan Cruiser now fitted with wireless is the largest privately owned aircraft in India HH the Maharaja of Jaipur, with his A rspced Courier joined the ranks of private aircraft owners The new aerodrome of Sanganer (Jaipur) was officially opened towards the end of the year and landing grounds are being made elsewhere in the State HH the Maharaja of Kashmir is the owner of a Dragon Rapide, the Raja of Vizianagram has an Arro Commodore, and a DH Moth which he flies himself The Maharaja of Idar has acquired a Monospar, Prince Ghanshyamsingh of Limbdı fhes an Autogiro and H H the Nawab of Junagadh possesses a D H. Moth during 1935 Thero are many examples of private owners transacting much of their business by air One owner of n ught aeroplane hyes in a province most of which 19 serred only by a metre gauge ruilway and tho roads of which gire car passengers more uncomfortable travelling than may be cxperienced on the roughest of days in the air He has not ben in a train, except for proceeding on homo Icire, for nearly three years His petrol consumption by air is about 18 to 20 miles per gallon Another, 65 years of age, uses his aeropline for the inspection of sugrrcano and other crops throughout his estates, and he finds that he can obtain by air a very fair ren both as to the condition and quantity of the farious crops ·29 One Forest Service official used ins private aeropline for r complete duti tour round the whole of India Flying literally weeks of travel by train In ench case tlic fuel cost for the aeroplane compared in our bilt with that for a medium poucrcd motor car and return International Flights - India is on the main air highway from Europe to the Fur Last ad offers to intors following this highwar a chain of firt class acrodromes and landing grounds which are rapidly bring cqmpped with the most up to date fucilities Anators in all countries are beconung nuare of this and 57 international flights across India or to or from India were made by pilots of many nationalities during the rear 1935 There were 51 such fights in 1934 but this number included 13 competitors in the VacRobertson Air Pace from England to Australia Flights emanatıng from Indin numbered 11 The Bombay Flying Club undertook once gain the instructional flight to London This was completed successfully and the fact that the flight has become an annual cient should not be allowed to detract from the merit of their cffort Vr Dastur undertook a flight from India to Africa with two companions whom he was obliged to leave at Nairobi They frent on to reach Cape Town after an adventurous journey and there joined forces with Mr Man Mohan Singh with hom they finally returned early in 1936 Wlule in South Africa they gave many free flights and thus introduced a large number of persons to their first taste of the air On one of the international flights between England and Australia, there occurred the tragedy of Sir Charles Kingsford Smith and his co pilot Vr Pethybridge who it is presumed perished in the waters of the Bay of Bengal on sth November 1935 The year saw also Vr H L Brookes successful attempt on the Australia England record and Miss Jenn Batten s plucky effort to improve on his time The solo record established by Broches was 7 days 19 hours 50 minutes from Darwin to Lympne A Frenchman making a touring flight between France and Indo China flew non stop between Sugon and Calcutta on both the outward and return journcy s The Batr Shoe Comprny nou send out 1 small zeroplane from Czecho Slovakir cach year on 1 business trip His Excellency the Viceroy's Tours - The Star of India (AFTO 612) 19 used Occions for tours by Their Excellencies the liccros and the Counters of llallingdon and on on ninc ·30 11 two other occasions for tours by Her Excellency the Countess of Willingdon The following is a list of these tours Date Tour 1935- 27th February Delhi Jubbulpore Delhi 6th March * Lahore Delhi lith March Delhi Veerut Dclui 22nd March Delin Agra Dells 14th April Delhi Lahore 15th April Lahore Peshatrar 17th April Peshawar Charsadda Kot Abazar Ali Masjid Kajuri Plain Poshawar 20th April Peshawar Sialkot Ambala 8th July Multan Ambala 5th September * Ambala Delhi Ambala 12th December Calcutta Chittagong Calcutta In addition to these flights in the "Star of India Her Excellency the Countess of Willingdon also made use of civil charter aircraft for the following flights under arrangements made by the Director of Civil Aviation - 17th Juno Ambala Gauchar, in a machine provided by Himalaya Airways Ltd 20th November Delhi Kulu (Bhuin) in a machino Provided by Indian National Airways, Ltd Tho operation and maintenance of the “Star of India " which had hitherto been the responsibility of the Royal Air Force, wag transferred to Indian National Airways, Ltd, with effect from 14th December, 1935 This company is now entrusted with the contract for the operat on and maintenance of the two Government aeroplanes, tho "Star of India " and he Avro X, the latter is available for general Government uso and may also bo used by the company on payment to Government of a fixed rate per hour. A notable charter effccto i for Government, was carried out in January 1936, when Sir Eric Teichmann was flown from Gilgit to Delhi Tho landing ground at Gilgit is some 5000 ft above Bea lorel and had it not been possible to undertake the journoy by air Sır Eric would have probably been obliged to wait until the snot melted and the mountain pisses were again open А photograph of the Avio X at Gilgit is published facing pago 44 * Tours by ller Excellency the Countess of Willingdon ·SI SECTION IT. GROUND ORGANISATION. REVISED CAPITAL WORKS PROGRAMME. The capital works propranime described in the 1934-35 Report has been completely revised and recent and the opportunity hag been taken of making a detailed re adjustment of climates bascd upon closer investigation of individual works Piry considerablo changes have been inude in the scope and urgency of the plans It will be recalled that under the original programme an expenditure of Rs 92,57,000 (L691,275) nas sanctioned for tho general development of air routes in Inın orer a series of years. The programme ras not intended to meet any specified cmergency, but a distinction was made between worhs of first urgency and works of secondary urgency The programme envisaged the complete or partiai organisation of fire routes, namely Karachi-Dellu-Calcutta Rangoon Victoria Point Karachi-Ahmedabad Bombay-Jadras-Colombo Bombay Calcutta Karachi-Lahore Madras Calcutta, Coast route When the Empire Air Mail Scheme was communicated to the Government of India some months after this programme was approved, it was immediately realised that the plans would require extensive revision, for whatever the decision of the Government of India might be regarding the air mail scheme, it was certain that by 1937 38 air mail services would be much more frequent and would be operating regularly by night as well as by day Therefore, in place of the extensive development of five air Toutes, it now became necessary to consider the intensive development of the existing trans India route and its two feeder routes, Karachi Bombay Madras Colombo and Karachi Labore There were no longer two degrees of urgency since all the work proposed for these routes must be done at once if they were to be made safe for the air mail frequencies and night flying operations of 1937 38 In drawing up the revised programme, all works which could be abandoned or indefinitely postponed, amounting to a total of Rs 23,49,750 (£176 230) were eliminated, and a supplementary programme was compiled including such additional works as were now essential for safe operation both by da and night on these threc routes There were also items which were not foreseen when the original programme was prepired such as the equipmont of Karachu as a Santury Airport, and the development of civil ·32 aerodromos to replace military landing grounds which could not be made permanently available The new programme in its two parts called for the following expenditure on capital works Proposed expenditure Revised Programme Rs Revised or gnal programme 80 26 776 Supplernentary programme 29 85 850 1 10 12 625 (£825 940) NOTE -An additonal Rs 20 000 s est.mated to be the cost of equipp ng the San tary bu Id ngs at Karachi When considering this large expenditure it must be borne in mind that during the six years from 1927 29 to 1933 34 in which civil aviation was a departmental activity of the Government the total expenditure of a capital nature on ground organ sation was Rs 69 00 000 (£517 500) Only rudimentary facilities were Provided The trans India route was organised on a very modest scale for day flying and practically nothing was done towards the organization of feeder routes Pending a decision on India s participation in the Empire Air Mail Scheme the Government of India have sanctioned against the revised programme such works as we immediately necessary for the safe operation of the trans India and the two feeder routes The cost of he works now authorised is Rs 92 10 400 (£690 780) as compared with the original sanction of Rs 92 57 000 (£604 2-5) The details are as follows Joris sanctioned Revised Programme Rs (1) Improvement of aerodromes 35 11 800 (2) Hangars 16 00 000 (3) New acroilromes and landing grounds 14 66 800 (4) Lght ng for n glt flying 10 56 000 (5) sreys fum ture equ pment staff 310 000 (oj Meteorologs 3 84 800 (7) Wreless 7 4 000 (8) harac! San tary Sirport (expend turo 1036 37) 100 000 n 99 10 400 A tabular statement of the works in progress or completed and the deferred items 18 giren on pages 37 41 and the completo organisation 18 ellustrated in the map of capital works in the folder in the back cover of the Report This scheme of ground orginisation when fullt completed will j rouido a standard of eff ciencs on the three pr ncipal air routes suffcient to ens ire that air mail services can le operated w th safety and reliabıhts by day and by night and all thus bring In 1 1 into line with other countries similarks cqmpped It must ·33 in 19336 on not be supposed horror that the capital srorka programme is final for progress in ciril auntion je riped and continuous and world operating prictice is consclessis deselnping and improving NOTES ON REVISED PROGRAMME The following comments are necessary to supplement the information giren in the tabulirentement and to crplau particular aspects of the reri ed programme Expenditure, 1935-36 –The approximate total cycnditure Chalisation worla cicluding wireless and meteorological vorhs 1575 Rs 13 40 000 (£100 500) Civil Ariation Circle -A *pcial (iul Tvation Circle of the Central Public Works Department comprising fisc divisions was formed in the spring nnd erh rummer of 1935 to carry out the whole of the programmi cicluling the word ordinarily done by the Wireless Branch of the Posts and Telegraphs Department Hangars inc nes hangin nro being provided si at mun aerodromes on the trans India route and one cach at Bombay Lahore and Madras The fivc hangars previously asulable were frequently full to capacity and were quite inadequate to satisfy the greatly increased demand for accommodntion now in prospect At karachi where the demand is already heart and will continuo to increase a hangar of 380 feet span (with one centrıl pıllar) is being erected Improvement of aerodromes -A large amount of work is in Progress on aerodromes and landing grounds in order to fit them for regular use under the worst conditions of weather At miny aerodromes hard runways must be provided so that the verodrome may be maintained in service during periods of heavy runfall present at somo aerodromes the absence of runways causes not only delays vut rerious risk to aircraft and personnel Certain aerodromes and landing grounds must be enlarged to render them suitable for regular night flying and works of drainage levelling and generalımprovement are necessary at the ma,ority of grounds The Juhu acrodrome at Bombay presented a particular problem as it is essential to ensure that the ground may be adequatels drained during the monsoon While the site of this aerodrome cannot be regarded as ideal the onlı possible alternative would be on rcclaimed land in the Back Bay are: Such 1 scheme would be exceedingly expensive and quite beyond the funds at nilable at present Largely for similar reasons the development of an aerodrome to scrie Calcutta at Alpore ir stead of Dum Dum had to be rejected At Rangoon on the other hand the existing nerodrome at Mingelndon was found to be incapable of improvement except at considerable expense and a new site at Olhin nerer Deins in to the city lins been selected and will be dereloped ·34 TTith aerodrome development work has occurred at Jadras where it 1523 Decessary to undertake a careful investigation for alternative aerodrome sites Ner zeroarcores and landing grcccd-On fullt organized air route, main cercdrcrres are provided at intcrrals of from 300 to 40 miles and intermediate landıg ground. at interval of 100 miles or less accord.ng to the nature of the country the new arrodromes aru landing grounds not being con tructed a reasonablı sale proti ion will be afforded on the routes being organized but the standard falls below the ideal and a cloer sprcing of landing grourdo mar be nece art as a later derelopment Tew a rodromas ar ] linding ground. are marked with an a tenisk on the tabular statement ou pagcs 37-41 L.ghting for night flying — ir services cannot be operated regularly at night without a night fluing organization extending to all arrodromes and certain intermediate landing grounds Hitherto the primit ve nature of the lighting arrangements at aerodromes has been only sufficient to deal with emergency late arrival and early departures The aerodromes on the trans India route are now being provided with electnc illumination for night landings in accordance with the most modern standards In addition, atrwat beacons the equivalent of light houses for the mariner, being established at intermediate points between tho arrodromes and also serve in many cases to mark emergency landing grounds Aerodrome Control.-Equpment for mainting the surface of aerodromes in good condition apparatus for dealing with fire or accident to an aircraft on the aerodrome and signalling apparatus for controlling the movements of aircraft are being provided in the programme As in all other matters however it is the human element in control on which the efficiency of the ground organization most depends At the beginning of the year the staff at the Government aerodromes tas barely sufficient to deal with the eriting conditions and long hours of work were required of them Assistant Acrodrome Officers clerks floodlight operators and drivers were necessary to meet the expansion and recrutment 29 commenced during the sear in order that trained men might be ready to meet the more intensıse operation anticipated The duties of an Aerodrome Officer are discrse and responsible Jot the lenst in impertence is the co-ordination of the scrvices on his section of the nirway It is necessary for a responsiblo officer to ix. in control at the nerodrome whenever aircraft are flying in the section and with the increased traffic a regular system of uitch kreping becomes es enti! In thus tri the sur linc punt con mi on the organization provided and can bo assured that he will recerse timely technical adsice are ·35 Wireless - Mlithout an organized system of ground wireless stations aircraft cannot operate with mgularity The present organu ation is burcle able to cater for the existing traffic on tho trans India mute and the personnel monning the wireless stations hare had to work long hours in order to do so The following steps are now beirg talen for the improvement of the wireless Erice - (1) The recruitment and truning of addition ! personnel so as to provide a 24 hour watch Leong CTILCO between hyrchuud (alcuttn and 15 lour service eLewhere on the route proui ion of quarter to hou e the additional personnel near the wirelesstations whuchi are frequently situated in sol ted places (u) The sub titution of Adcocl direction finding stntions on the night flug routes for the Han lint equipment nt present in 1846 I he litter apparatus suffers from the defect of unreli zaliti at might at sadvantago which the ldcoch sistem of balance nerile has (u) The overcome (iv) The prorision of an alternate shert una channel for point to point communication to relieve the congestion on the existing medium ware system which is nt present used for all communications The short wave channel should also prove of value for aircraft communications when atmospheric conditions interfere with operation on the medium wavo band (v) New wireless stations are being provided on the Karachi Secunderabad section of the hiruchi Vndras route The equipment of the Karrchu Lahore route with wireless stations has been postponed in its entirety as has also the section of the Karachi Madras routo beyond Secunderabad) Meteorology –It is necessary to expand the meteorological service to scrie the necds of civil auration particularly in view of the inauguration of night flying on the trins India routo the past the meteorological service for aviation has suffered certain disndvantages owing to the fact that meteorological ol (TVCM have not in all cases been located at the aerodromes while they have to serie Steps are now being taken to promo accommodation for meteorological staff at all the mun n rocirosis At the same time an increase in stiff is deninded in order 1 meet the oxtended hours of watch wluch vill les verturs Meteorological observations by night present new 1 rolle in dir solution and the upper air obserı atori at Agra 19 lucing expandira to provide the appliances necessary ·86 Aerodrome buildings -The accommodation requirements at aerodromes need careful co ordination as between the various departments concerned At an important airport such as Karachi, apart from aerodrome staff which includes also the aircraft inspection staff the demands of meteorological wireless postal, customs health and police authorities have all to be met The comfort of the travelling and visiting public has to be considered and provision made for their rest and refreshment An administrative building has been constructed at the Delhi aerodrome during the year and was opened by His Excellency the Viceroy in February 1936 being named the Willingdon Air Station This building is illustrated on the opposito page It is designed on the most up to date lines and is the first of its kind to be erected in India It will serve as a model for the much larger building which will be needed at the Karachi Airport At the Calcutta aerodrome an administrative bulding of intermediate size will be required, but the present programme does not provide for the full development of this bulding A feature of the design of these administrative buildings is the provision of a control room for the Aerodrome Officer, with a wireless room in immediate proximity Immediately below the control room the meteorological staff are housed so that rapid anter communication and coordination of the three essential services for aviation can be provided Until the augmentation of staff has been effected and the programme fully developed it will not be possible, however to take full advantage of this improved lay out At other aerodromes provision has been limited to an office building designed with a view to future expansion, or the accommodation essential to immediate requirements has been provided in annexes to the new hangır buildings Quarters to provide accommodation for the incrcased acrodrome meteorological staffs require to be constructed In the present progrimme these quarters have been limited to watch heeping personnel whose presence at the aerodrome 19 essential at all times and ·Willingdon Air Station, Delhi Aerodrome 13

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·REVISED CAPITAL WORKS PROGRAMAC. NOTES- * Indicatos & 1017 aerodrome or landing ground $ Aerodromo Lighting equipment includes - Boundary lights, nl struction Irghts, location Dearon, illuminnted wind Th. And foodlights Landing ground oquipment is similar, but without tloolliglitr, lendinga i cing made with the nkel of fintne † Now aorodromo prosaded by tho Hyderabad State Town, Wireless Metrology flughline Informe strme Work on landing Alrea Buildings Aerodromo (A) ог Landing Ground (LG) I TRAVE IN DA ROLTE Karachi(A) Complete recon struction of tho aerodromo Aero iromo oquip (Alcock DF mient And phort wie WT pronourly Installer) Hangar, 3R0 ft span, Adminis trativo bulding and quarters Min mun ro quirements of Sanitary Airport Vow metromlennitary Kornleintion in lpirinn) nministratiin builling 37 11 y dorabad (LG) Landing ground equipment (Route beacon previously in stalled) Dhnro Naro Route beacon Utcrla (LO) Landing ground equipment (Route beacon previously in stalled) ·Town, Aerolromo (1) or Lanking Ground (L. 01.). Work on landing Arta Buildings Lighting Wireless Meteorology Deferrod items I. TRAYS-INDIA ROUTE-contd. Jouhpur (1) D/T (lemoroino al. (Buildings already (Aorodrome equip- Adcock nadly organised proudou by ment previously Station. by Jodhpur Gov. Jodhpur Govom installod by cmment). ment) Jodhpur Govern ment) Routo bcacon Herta Hond REWATI Delhi (1) Adcock Station short W/T DII Mete urological and Office in ad. WAVO ministrativo building Itnh Cannpore (A) Genernt improve ment of ncro drorno and con- Rtruction of run ways Gencral improve ment of acrodromo Ceneral proto mont of horo. droido Routo beacon Hangar, 100 ft Aerox/rome equip. span, Adminis ment trat so buildings and quarters Route Beacon Office, buildings Aerodromo equip and quarters ment Hangár, 150 ft Aerodromo equip span, and quar mont torg. Allahabad (A) Adcock Station in DIT Moteorological Omco hangar annoxo Vughal Sara Gaya (A) Route beacon Aerodrome equip Office buildings and quarters General improroment of ncro drome and con. atriction of runwaya. ment Adcock station. D/F Meteorological Omce in CA Office, and quarters Abansol (L. O.) Routo boacon ·Calcutta (Dum General improve. Itangar, 150 it lerodromo equip. | Anteock Distrinomingirat Dum) (A) ment of Am span, Idminis. ment, station and (lien in l. drome trativo buil ling Ahort WAO ministrative and quarters bulting nn quartos Chittagong General improso ( LG) ment of landing ground Akyab (A) General improte Hangar, 100 ft Armouromo equip Vatromt gical mont of Acro epan 0 ml cu ment Onice in drome and con buildings and cơ N 711A struction of nin. quarters ways Basgoin (LG) Enlargement of landing ground and construction of runways * Rangoon (A) Construction of New hangar, 150 icro fromo equip Shirt WA Vinir login (Okkyin) now aerodromo 1tspan, Ofico ment 1/1 Ofico in buildings And o flan quarters (Han. quarters gar from Vinga ladon to boro erected at Okkyın) II - KARACHI BONDAY MADRAS ROUTF * Mughal Bhim Construction of (LG) NOW landing ground • Ahmedabad (A) Construction of Office building Alicock DF new aerodromo and quarters Station • Dharampore of Construction (LO). now landing ground 3) Lighting -Tho light ing of this en får nimit ilying line Fun watwonnel with thn eiception ofono completo arromom quipment nt Bom bay and onn landing ground quipment anil on bracon for the teminni part of the routo near ·HY +++ Wirnar, KAPATt11 NAY WADHA 1: 1 - 1 Jinrinte till Wir wanti with Alk 11 (11Herlijn Om Inn If it rillet in linitori ir Minff A- I I IMTI APNI IAI 11 with INI 111.fil. Trentint NL Allnin, 1 m Iny mnt Honumentu Hallinta 1) Hintl (HKI(A) 14 Nex Metrouler trin Iolar pleni hintata linya Trent KI I INIK Mafra (A) IN LA111111 ( m latin of this int Iti tra INW REAR),

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·42 GENERAL. Operational Equipment --Rapid progress is being made with the installation of lighting equpment on the trans India route and it is anticipated that aïl the installations to be provided under the Capital Works Programme will be completed during 1936 During 1935 the following equpment was placed in operation Dum Dum (Calcutts) Combined floodlight beacon Karacht Experimental floodlight and beacon (in addition to existing combined floodlight beacon) Jacobabad Combined floodlight beacon Uterlau Airway beacon Hyderabad Do Allahabad. Low power aerodromne beacon. Sukkur Do In aldition, the Jodhpur Durbar provided two fixed flood. lights, an illuminated wind indıcator and an airway beacon, and boundary lights have since been installed, thus completing the lighting equipment of Jodhpur aerodromo The Uterlar beacon is of a special experimental typo By mains of an alteration in the character of the light a pilot 18 afforded an indication as to whether he is on his correct course or not This bercon, which is extremely powerful, has been reported to be visible at a distance of 105 miles A sum of Rs 13,000 approximately wag expended during 1035 36 on general operational cqupment for uso at acrodromcs and Innding grounds The material purchased included motor ambulance for Ahyab, fire fighting, medical and first aid equipment, and such necessary accessories as signal pistols, flares and other signalling apparatus Budget-Maintenance, Equipment and Minor Works. Tho budget estimates for 1935 36 included a provision of Rs 2,10,000 lor Works services, consisting of maintenanco and repair, goro iromo equipmrnt and minor works The final allocation for the year and the budget estimates for 1936 37 aro shown below 1035 36 1036 37 Final Budget gtant Estimates Rs Blaintenance and repairs 1,00 000 2,25 000 Aeroxiromo equipment 50 000 9,100 Minor Works 31,000 30,000 Departmental changes 0,800 20,000 a Rs 1,00,800 2,8 1,100 • lotz.-- An additional aum of Rs. 74 000 hos bocn proudod for equp. 710 36 clar "Capital"

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·80 APPENDIX 15. Fatality and accident rates in respect of Major 'Accidents to Indian Aircraft. 1935. 1934 1933. 1932. (1) Aircraft hours flown 27,325 18,413 15,240 11,660 (2) Aircraft miles flown (Approx). 2,377,674 | 1,624,895 1,200,000 902,000 (3) Accident involving fatalities - (a) Croty 6 3 1 4 (o) Passongers (c) Other persons. 1 1 (4) Non fatal accidents involving Berious injurie (a) Crow 2 3 .. (6) Passengers .. (c) Other persons .. .. (5) Numbor kulled (a) Crew 0 3 (6) Passengers .. (c) Other persons. 2 (0) Number of seriously injurod- 2 4 3 (a) Crew 4. (6) l'assengers (c) Other porsong 123,662 (7) Xiles flown pace fatality 490,000 406,224 203,112 149,693 400,000 219.000 (8) Mules flown per serious injury or fatality. CIPD-31118Dr of CA-21-8 3-150, ·ntbeske crap Gorernamentale Coremment of Perfil that Local Goremments and municipal lxxic will devote fome commercial us, and in the case of permanent grounds an officer of the Directorate of Civil Aviation, or a relected "B" Licensed pilot 1 deputed to inct and report on the ground in order that it and equpment is a matter of great importance and now that the Deed for aerodrome desclopment is being apprecirted the debue of instructions in the matter lxcomes desirable, and legislation by small aircraft, most of which grounds would be unsuitable for permanent des elopment, but may fervo Many landing grounds and used for temporary joy riding purposes purpose at the particular renson of the year pilots are approved to select the 50 sites, which are reported to the Directorate and inay then be used for the purpose in view The following statement illustrates the increase during the past three years in the number of aerodromes and landing grounds use and indicates also the considerable number of approved established on a permanent basis and approved for commercial temporary sites at the close of the year under report 41 The roasterea apeisamping surgersd dunne le tror at der Tym notei mm Para Ere mortopind 1971, 115 tracerta four (ton Irple Amoral of Aerodromes and Lardins Grounds untion ...ns dorchny with staro imo.11 . #miglit mintemplate por: 1 bell lock #71181 metr armplanira to near *** tom fartherming from the Central Sorelopment of 1! -ngular rir seus!r* as nila? ln fun I am currentrated on the Estes Bare piren irad this matter troulitcells the Indian follound by the Erronee in the munirea box plican the need for forcaight 2. tba carks new resten of no rewire ma nice and it is to be hoped An acrodroma of landing ground must be approsed for Sinndardıration in nerodromo Inyout morling their immediate Licensed attention to this rulyject may be approved requirements at aerodromes Certain'B Approved permanent Temporary Aerodromes sites or landing approved grounds 1933 1034 1935 85 103 121 61 Aro Available • No records ·Landing grounds acquired from Royal Air Force. The landing grounds at Mergur, Kadwe and Moulmein on the route betwoen Rangoon and Victorit Point were taken over from the Royal Au Force on 1st August and they now form part of the permanent organisation of the trins India route The landing ground at Jacobabad was also taken over for development as aerodrome & cin Aerodromes constructed by Local Governments. In connection with the operation of an ambulance aeroplane (referred to in Section I), the Government of Bengal has prepared landing grounds at Berhampore, Jidnapore, Jessore and Jalpaiguri, and has acquired land for the same purpose at Mymensingh Thero 19 also a proposal to construct a landing ground at Norhhalt Twith the exception of Börhampore, these landing grounds arc not open to comm'rcial use not Aerodromes constructed by private enterprise —Turo civil a rodromes constructed by private enterprise were licensed for public use during the year, the Alipore aerodrome, Calentta, belonging to Indian National Airways, itd and the Jamshedpur arutrym; established by the Tata Iron and Steel Co, Ltd An alditional private linding ground for use in connection with their Hardwar Gauchar service was prepared at Agastmuni, United Provinces, by Himalaya Airways, Ltd A rodromes and Landing Grounds in Indian States --Good progress has bren made with the construction of aerodromes and landing grounds in Indian States Landing grounds wero established during the year under review at the following places, in addition to other landing grounds prepared for private use - Sirohi Jamnagar (Nawanagar) Bahera (l'anna) Sanganer (Jaipur) Porbandar Swa, Vadhopur (Jaipur) Bzury (Kutch) Gajner Dharampur Bihaner Triandrum (Travancore) Baripada (Vayurbhung) Indore Other impurinnt States, eg, Vysorc, Kashmir, Rera Rajpipla, Phaltan nn Wanhaner hare definite schemes under consideration for tho establishm'nt of Innding grounds in their territorica hly been atirted on the landing ground at Begumpet (Ilyderabad) And II E II thn Nizam's Government 18 contemplating tho preparat on of several other landing grounds in the State Work

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·Landing grounds acquired from Royal Air Force.-The landing grounds at Mergur Kadwe and Moulmein on the route between Rangoon and Victoria Point were taken over from the Royal Air Force on Ist August and they now form part of the permanent organisation of the trans India route The landing ground at Jacobubad was also taken over for development as a civil acrodrome net Aerodromes constructed by Local Governments -In connec tion with the operation of an ambulance aeroplane (referred to in Section I), the Government of Bengal has prepared landing grounds at Borhampore, Midnapore, Jessore and Jalpaiguri, and has acquired land for the same purpose at Mymensingh Thero 19 also z proposal to construct a landing ground at Norkhalı With the erception of Bərhampore, these landing grounds are not open to commercial use Aerodromes constructed by private enterprise - Two cvil n-rodromes constructed by private enterprise were licensed for public use during the year, the Alipore aerodrome, Calcutta, bolonging to Indian National Airpays, itd and the Jamshedpur arulroma ostablished by the Tata Iron and Steel Co, Ltd An ndditional private landing ground for use in connection with their Hardwar Gauchar service was prepared at Agastmuni, United Provinces, by Himalaya Airways, Ltd Acroiromos and Landing Grounds in Indian States - Good progress has bøen made with the construction of acrodromes and landing grounds in Indian States Landing grounds were cstablished during the year under review at the following places, in nddition to other landing grounds prepared for prirato use S roht Jamnagar (Nawanagar) Bahera (Panna) Sanganer (Jarpur) Porban lar Bhuj (Kutch) Dhampur Strai Vadhopur (Jaipur) Gajnet Bihaner Tnsandrum (Trasancore) Banpada (Vayurbhuns) Indore O har impuriant States eg, Vj torc Kashmir, Rora Rajpipla, Phrlin and Wankiner hare definito schemes under consideration for the establishmant of landing grounds in their territories 1145 bon started on tho landing ground at Begumpet (Ilyderabad) an! II E II the Nizam Goi crnment is contemplating tho preparat on of sci eral other landing grounds in the State Work ·45 1 1 The number of aerodromes and landing grounds of which Botification had been received from cach State up to the end of 1935 Tas as follows: Acrlromna and landing grounds Other • State. normally landing maintained grounds. in good condition. Jodhpur 13 Jaipur 3 Hyderabad Junagadh . Bikaner . Travancore 2 Patiala Aundh 1 Dholpur 1 Idar (laburkantha) Sawanagar 1 Limbdi Loharu Panna 1 Jind (Punjab) 1 Sırobu Udaipur 1 Bhuj (Kutch) 1 Indore 1 Porbander 1 Dharampur 1 Baroda Bhopal Kolhapur Rampur 1 Wankaner Rewa. 2 Kashmir Phaltan Rajkot 1 Radhanpur. 37 19 -:::::::::::::::::ma: 1 1 1 1 1 1 NOTE: — *Perm 1892on to use the landing founda in cortain States u subjoct This list includes grounds which may not necessarily be maintained in good condition, together with & nombor of grounds reported to Lo available, but dlotails of wluch have not yet boca Teccisoul.

·46 Jodl pur Airway Control I'or the purpose of operational control the airways of India have been divided into sect ons, as shown below, cach section being placed under the charge of the Aerodromo Officer at the aerodrome controlling that section Controlling Aerodrome Limits of Section Trans India Airray Karachu Gwnder to Jodhpur Within State boundaries Dell Jodhpur to Cawnpore Allal abad Camporo to Gaya Calcutts (Dum Dum) Gaya to Burmese frontier Burma Arruay Akyab Burineso frontier to Bassein Rangoon Bassein to Siamese frontier harach Madrasi Ceylon) Airway Karch Karachi to Kathrawar State frontier Ahmedabad Kathiayat Stato frontier to Bombay Ny dernbad Within State boundanes Mladras Hyderabad to Palk Straits. Karachi Lahore Airuny Karachi Karachi to Hyderabad (Sınd) Jacobabad Hyderabad (Sund) to Multan Lalioro Multan to Lahore including the North Western area Tho Aerodromo Officer in charge of a controlling aerodromo ronders all poagiblo assistance to aircraft flying within the section for which ho is responsible He pasees information as to their movements further along the routo in order that wireless stations and lighting mny bo arailablo at the appropriato times and he 189uc4 any special wornings or information which may be neceaanry for tho info and efficient operation of tho routo For example, in tho crent of a DF Station, nirway beacon, or landing ground becoming unscnicenblo tho controlling nerodromo is responsiblo that a warning 19 199ued by wireless to aircraft flying within the Acction and tho controlling nerodromo or nerodromcg immediately adjacent Wireless Services -A new neronautical wireless station was constructed at Taros in Lower Burma and opened for service in October, 1035 This proudes a useful link on the routes connecting Rangoon with Victoria Point and Bangkok There are nov 13 Wireleng statione per ing the trans India routo, namely Karachi Chittagong Akyab Delhi Allahabad Ilад л GAYR Rangoon. Culcutta Totoy Victoria Point Joull pur Son loway ·303 14 MM . ((MD ILG (M) 131 (MU was based as rci sed in 1935 and steps were taken to bring the new code into force in India on the 1st March 1936 in Improvements in cimed out at stain wielraa aint on especially in connection with the din ction finding installation Omng to the increza in frequencies of the nit mil servers the work of the acronautical wireless tentions again incrul nu will be apparent from the following comparison lituren the number of messages passed in 1934 and 103 - 1 31 Vecsapa Letten rotalt ETUund Etat ons Veesage between groun I tot nu themselves The international aeronautical Q code was introduced in Ind a for aircraft communications during 193 > The code tonds to reduce the length of messager passing and an ablureunteed code was also introduced for messages between nerodrı mes renting to aircraft movements with the same object in view Special wireless arrangements were made in connection with flights of R A F aircraft and tours of II T the Viceroy Meteorological Services --As air services increased on the trans India air route and existing services duplicated their running, it became difficult for the two forecasting centres at Karachi and Calcutta to serre each aircraft on this long route individually as heretofore The meteorological arrangements for this routo tere accordingly placed on a routine basis at the end of 1934 The route is divided into six sections Karachi Jodhpur Jodhpur Allahabad Allahabad Calcutta Calcutta Akyab Akyab Rangoon and Rangoon Victoria Point and a forecast for the following 24 hours is issued each evening for each section of the route and distributed by wireless to the aerodromes principally concerned Ang aircraft in flight at the time may pick up these reports The main evening forccasts are supplemented or amended if necessary, at noon each day by brief reports covering the afternoon hours, The diffusion of the latest which are also distributed by wireless news about upper winds as well as the current weather report from stations along tho air route has been similarly placed on a In addition to these reports which are issued routine basis twice dails an aircraft in flight can obtain through 11/T on request current weather report at any time Arrangements also exist at stations along the trans India route for keeping a watch for such phenomena as are dangerous to flying and to report their onset by wireless to neighbouring aerodromes and to aircraft in flight and also to send out a message as soon as weather conditions shoir improvement The international code on which the current weather code a special up to date consideration of the demand by pilots for information concerning ·46 Aurway Control - For the purpose of operational control the airways of India hare been derided into sect ons as shown below, each section being placed under the charge of the Aerodrome Officer at the aerodrome controlling that section. Controlling Aerodrome Limits of Section Trans India Airway Karachi Gunder to Jodhpur Jodhpur Within State boundaries, Delhi Jodhpur to Cawnpore Allahabad Cawnpore to Gaya. Calcutta (Dum Dum) Gaya to Burmese frontier Burna Arrudy Akyab Burinese frontier to Bassein Rangoon : Bassein to Siamese frontier Karachi Madras Ceylon) Airway Karachu Karachi to Kathiswar State frontier Ahmedabad Kathiawar State frontier to Bombay Hyderabad Withio State boundaries. Diadras Hyderabad to Palk Straits. Karachi Lahore Auray Karachi Karachu to Hyderabad (Sind) Jacobabad Hyderabad (Sind) to Multan Lahore Multan to Lahore, including the North Western area The Aerodrome Officer in charge of a controlling aerodrome renders all possible assistance to aircraft flying within the section for which he 8 responsible He passes information as to their movements further along the route in order that wireless stations and lighting may be available at the appropriate times and he 188ues any special warnings or information which may be necessary for the safe and efficient operation of the route For example, the event of a DF Station, airway beacon or landing ground becoming unserviceable the controlling aerodrome is responsible that a warning 18 urgued by wireless to aircraft flying within the section and to the controlling aerodromo or aerodromes immcdiately adjacent Wireless Services -A new aeronautical wireless station was constructed at Tavoy in Lower Burma and dpened for service in October, 1035 This provides a useful link on the routes connecting Rangoon with Victoria Point and Bangkok Thero are now 13 wireless stations serving the trans India route, namely Karachi Chittagong Jodhpur Akyab Delhi Sandloway Allahabad Badhoin Gaya Rangoon Coicutta Tavoy Victoria Point in ·was based was retised in 1935 and steps were tatt consideration of the demand by pilots for informatie The interrational code on which the current whilar un 17 Improrements were carried out at certain wirelesa stations, especial}; in connection with the direction finding installations Owing to the increas in frequencies of the air mail services the trork of the neronautical wireless statione again incensed as will be apparent from the following comparison beinscen the number of me cages passed in 1934 and 1939 - 1934 $933 Messages between aircraft ground stations 14,000 20 000 Hessages between ground stations themselies 106,000 130 000 The international neronautical Q code nas introduced in India for aircraft communications during 1935 The code tends to reduce the length of messages passing, and an abbreviated code was also introduced for messages between aerodromes relating to aircraft movements with the same object in view Special wireless arrangements were made in connection with fights of R A Faircraft and tours of H I the Viceroy Meteorological Services.--As air services increased on the trans India air route and existing services duplicated their running, it became difficult for the two forecasting centres at Karach and Calcutta to serve each aircraft on this long route individually as heretofore The meteorological arrangements for this routo were accordingly placed on a routine basis at the end of 1934 The route is divided into six sections, Karachi-Jodhpur, Jodhpur- Allahabad, Allahabad Calcutta, Calcutta Akyab, Akyab Rangoon and Rangoon Victoria Point, and a forecast for the following 24 hours is issued each evening for each section of the route and distributed by wireless to the aerodromes principally concerned Any aircraft in flight at the time may pick up these reports The main evening forecasts are supplemented or amended, if necessary, at noon each day by brief reports covering the afternoon hours, which are also distributed by wireless The diffusion of the Intent news about upper winds as well as the current weather report from stations along the air routo has been similarly placed on a routine bagie In addition to these reports, which aro frange) t1f7ce dails, an aircraft in flight can obtain through WT on niquer a special up to date current weather report at any time Arrangements also exist at stations along the trans Indin ruu tur keeping a watch for such phenomena as are dangerous to Byte and to report their onset by wireless to neighbouring our best and to aircraft in flight, and also to send out a messago la PARK weather conditions show improvement the new code into force an India. on the ist Bles ·43 air service & the height of the cloud base which was previously omitted from the code The introduction of the international aeronautical Q Code oponed out another avenue for erchange of weather information, in a brief form between aircraft in flight and the surface observatories. The meteorological facilities Thich were sanctioned on a temporary scale with effect from December, 1934, in connection with the Karachi Lahore were later sanctioned as permanent maasure Due to the diversion of the Karachu Lahore ar route, the pilot balloon strtion at Sukkur was shifted to Jacobabad Arrangements were made to supply meteorological reports to the newly inaugurated air mail service between Trivandrum and Bombay In connection with the Hardwar- Gauchar air service, steps were taken to start a non instrumental observatory at Gauchar The long contemplated shift of the pilot balloon station from Muscat to Sharjah (which is a regular haltıng place for aeroplanes of the Imperial Airways), vas also effected during the year on the accommodation for office and staff being made available The pilot balloon observatory at Silchar was shifted to Tavoy soon after the establishment of a WT station at the latter place During the calendar year 1935, about 8,044 weather reports and forecasts were issued, representing an increase of nearly 64 per cent over the issues of the previous year Out of these forecasts and reports 4,407 vere supplied by Karachi, 2,941 by Calcutta and 696 by Poona The number of special current weather reports supplied to aircraft in flight, and warnings of adverse weather and improvement thereof are given in the table below Station Number of SPEMET reports supplied Nuraber of DDVET MMMET reports supplied 399 74 318 26 harachi Jodhpur New Delhi Allahabad 145 20 267 29 Calcutta 269 92 346 16 459 70 439 26 Chittagong Akyab Sandoway Bassein Rangoon Victoria Point 649 7 682 250 2 ·49 In addition to the abic, 656 current weather roports tero supplied br olxerratoncs along the Kunsch Vorna air route. Erery encouragement is given for the catablishment of personal contact between pilote nnd meteorological officers As in the previous year, arrangoments were made for the training and examination in metcorologt of candidatea for tho pilot's B? lcence , four candidates nice trained or crimined at Toons, cight at Karachi and one at Bombas Tuo Scrodromo Officers also recerred training in meteorology at tho kamchi Veteorological Office ·50 SECTION IV. ADMINISTRATION, CIVIL AVIATION BODGET. The provision for Civil Aviation (excluding expenditure of a capital nature) in 1935 36 and the budget for 1936 37 are shown in the table below Budget 1935 36 Net final appropria tion 1935 36 Budget 1936 37 1 Direction 2 Works 3 Wireless services 4 Grants to Clubs 6 Other grants for aviation purposes 6 Expenditure in England on pay, scholarships, etc R 4,10 700 2,10 000 4,60 000 1,58 000 2 76,300 I 04 000 Rs 4 91,910 1 96 800 5,50,000 1,33,000 2,94 090 91,700 Rs 7,50,900 2,84 100 6,50 000 1 50,000 4,18,000 1,27,000 Total | 16,19 000 17,57,500 23,80 000 Direction,-The large increase under the head Direction will at once be noticed and is due to the expansion of aerodrome and inspection staff Early in 1935 it was realised that traffic on the trans India route was increasing beyond the limit which the existing staff could handle Moreover, it was foreseen that the traffic would increase further and that as soon as the route was equipped for night flying additional personnel would be necessary to maintain watches by night as well as by day The training of new staff takes time and action could no longer be deferred The increase of staff comprises two Aerodrome Officers, 20 Assistant Aerodrome Officers, additional clerks, motor drivers and floodlight operators, the latter being necessary to operate the new lighting equipment and vehicles such as ambulances and tractors which are now being supplied This recrutment was commenced towards the end of 1935 and will be completed during the present year Provision has also been made for the training of Aerodrome Officers in navigation, first aid, etc Allowance has also been made for these officers to undertake flights for the purpose of inspecting their aerodromes or the subsidiary landing grounds and lights for which they may be responsible The aircraft inspection staff employed in the past has formed the parest nucleus, Karachi and Calcutta being the only outstation ·ان in in office. The aircraft inueixen alliete hnie had to undertaho long tours insolring catenata perioada cf nbsence from their normal stations, in addition to which thes mas be called upon nt on tuno to undertake journois to investigate sitcroft nccidents 1th the development of internal feeder mutes it was obviously necessary to establi h additional sternft inspection oflees Ilio e tablshment « nou lxing increased by three Aircraft Inspectors fre fasistint Aircraft Inspectors and the neceanary clerical staff deu offices are being opened at Bomliny Dellu and Rangoon There has been considerable difficults in recruiting nien of tho requisite experience for the higher posts A new grade of craminer has therefore been created so that India may time becomo independent of outsidc recruitment and develop its own aircraft inspection scru ICC Provision is alo made under the head Direction for the cost of additional technical equipment which will be necessary to equip the new outstation offices It may be remorkod that the present expansion is being carried out without any commensurato increase the headquarters establishment The growth of the work at headquarters may be gauged from the following figures of the receipts and issues in the past three years Receipts and issues 1933 26 587 1934 38 727 1935 50 913 A staff of 67 is cmployed at headquarters of whom six are Europeans and 61 Indians Tho outstation staff numbers 80 of whom four are Europeans and 76 Indians The expansion of aviation in India during the past six years 28 illustrated in the graphs facing pages 18 and 52 Attention is drawn in particular to Graph IV (overleaf) which shows the steady increase in the sums collected in respect of taxes duties, fees, etc , in connection with civil flying The figures for 1936 may be expected to show an even greater increase and additional staff at Headquarters will inevitably be necessary The same applies to the office of the Chief Aerodrome Oflicer at Karachi who is responsible for tbe detailed administration As the items of the Capital of the au routes throughout India so does his responsibility Works Programmo aro completed The Civil Aviation Directorate hare no established code increase of rules These have to be gradually built up as experience is gained and it is most important that the organization should bo At the end of 1935 the maintenance and operation of the Viceroy's nerop ane tho Star of India "tas transferred from the charge of the Royal 4 r Force to Indian Nat onsl Airways Ltd bui t up on sound lines ·52 and the Director of Civil Aviation is now responsible for the issue of the necessary instructions to that company Under the head of 'Direction is included the payment of Rs 24 400 to Indian National Airways for the maintenance and operation of the Government Avto X aeroplane Works -As Forks executed under the Capital Works Programme are completed, so must expenditure on operation and maintenance be incurred The increase under this head for the year 1936 37 is principally duo to the cost of operation of the newly installed lighting on the trans India airway Until experience of operational conditions has been obtained the exact expenditure for this purpose is difficult to assess It is probable that this lighting will not be put into full operation during 1936 Wireless services ---The increased traffic on the trans India route has made it necessary to increase the wireless staff Expansion was started last year but as the training of new wireless operators occupies at least 12 months the financial effect will only start to make itself felt in the current year With additional apparatus, new wireless stations and the future necessity for watches to be hept by rught as well as by dav, a continuous expansion of staff will be necessary in order to provide an adequate service by 1938 The expenditure under this head is paid directly to the Posts and Telegraphs Department Grant to clubs — The budget figures for 1936 37 remain substantially the same and this matter is dealt with in detail in Section II Other grants for aviation purposes — The remission of revenue totalling Rs 2 53 000 is included under this head in respect of housing and landing fees and rebate on petrol tax conceded to Imperial Airways Ltd and Indian Trans Continental Airways, Ltd The increase in real expenditure here shown is due to the grant of a special subsidy of Rs 1 lakh to Indian National Airways, Ltd, the reasons for which are fully given in Section I A sum of Rs 88 000 accrued in 1935 36 to the petrol tax fund from the tax on petrol consumed for aviation purposes This can be utilised for the grant of aviation scholarships and for experimental purposes A sum of Rs 23 000 is being utilised in 1936 37 to increase the total grant to flying clubs to Rs 1 50 000 During the year 1935 36 funds amounting to Rs 53 600 were sanctioned for the following major objects (a) Financial assistance to Ground Engineer apprentices for training in aeronautical engineering (6) Scholarship and financial assistance to a research student to develop the properties of an aeroplane wing device invented by him ·GROWTH OF AVIATION IN INDIA TV ୮ A Petrol tox fund expended Yield of petrol tox RUPEES LACSA%2_ 4%_ V vals of aircraft from Pregn cs at Karachi concret to ſcreen - Kaic B Refund of duties, vaiue of free facilities, elc. C Total amount of toxes duties fees etc una comunication with creation (includ ng aks) I 3_ 3% 3_ F 24_- % 2a_ THOUSANDS RUPEES- 5Oo 450- 400 350 300. 250.. । 4_. 2_ a_ TOO 2୦୦. 5O 10.. iO0 50, _0 a % % -0 i93 1932 1933 i934| i935 1929 193O 1931 1932 1934 1935 | 1929 1930 16 i932 | cc6 1934 [935 6

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·53 leave pas (c) Scholarship to time students for training na mirrlee oronton (d) Lighting of IT maats nt \lingaladon (Pangoon) lis n new method (e) Provision of an esperiental lezcon at Jodhpur (f) Irons on of an o in finodilight for tent nt infdor Jong toml near the Delhi aerodrome (g) Prori ion of an esperimental Ivecon nt IIsclerabad (h) Installation of a G} ( nron bencon at lcu Delhi for test (1) Provision of portable neon lights for experimental use as obstruction lights or for assisting right landings The increase from vear to var in the rield of petrol 15 and the sums of the petrol tar fun! cypended will be seen in Graphs I and I Expenditure in England on pay, scholarships, etc – The greater part of the sum under this head 13 on account of overseas pry cost of recruitment etc incurred by the High Commissioner It also includes financial 765istance which is being made to a research student from the petrol tax fund and to the engineering training of two scholars who it is hoped wall ultimately become Assistant Aircraft Inspectors LEGISLATION AND ADMINISTRATIVE INSTRUCTIONS. No fresh legislation was undertaken during the year to the necessity for consulting the various interests concerned it was not found possible to publish during 1935 the new zules framed under the Indian Aircraft Act 1934 as wae anticipated in last year 8 report It is now expected that these rules will be brought into force by the end of 1936 India was represented at the 23rd Session of the International Commission for Air Navigation held at Brussels in May 1935 by Mr J A Shillidy, CSI ICS An improvement in the method of disseminating information by means of Notices to Armen was introduced in November The notices are now divided into three classes distinguished by colours and an index to those notices remuning in force will now be published from time to time for erse of reference Red notices are used for navigational information and warnings, white for annendments to regulations and muscellaneous for information correcting or 90 Votices to amplifying the Air Pilot of India and Burma Airmen were issued during the year 1933 The Air Pilot of India and Burma wluch was first published in 1933 and huch contains particulars of aerodromes and other ards to navigation is now badls out of date and requires revision with the prepiration of special mips over printed with air information in accordance wth the resolutions Owing 1935 instructions and bluc notices This work together ·54 of the International Commission for Air Navigation, which had previously been started, has had to be put on one side in order to deal with current matters of greater tirgency With tho standardıntion of aerodrome licensing requirements, the introduction of which is proposed in the revised Indian Aircraft Rules, it will be necessary to catch up these arrears During, 1935, 16 printed Instructions to Acrodrome Officers were issued and a good deal of work remains to be done in consolidating instructions which have issued in memoranda form Circular memoranda were issued during 1935 to the flying clubs in order to standardize the curricula of flying training and the procedure for the conduct of technical examinations DEPUTATIONS. Mr AW H Dean, ISE, Superintending Engineer, Aviation Circle, Central Public Works Department, was placed on deputation during leave out of India with a view to visiting the aerodromes at Amsterdam and Rotterdam and discussing drainage and other problems with the Netherlands engineers His report has since been received Mr GM Randall, Chief Aircraft Inspector was placed on deputation in the Acronautical Inspection Directorate of the Air Ministry with a view to becoming au fait with the most recent developments connected with aircraft inspection LICENCES AND CERTIFICATES. Comparative figures showing the number of licences and certificates issued in 1934-35 respectively, together with the totals current at the end of both years, are given in the following tablo LICENCES AND CERTIFICATES ISSUED AND CURRENT DURING 1934 AND 1935 Current Current Licences and Certificates Issued during 1934 Issued during 1935 on 31st on 31st December 1934 December 1935 100 104 8 231 8 234 8 Pilots' 'A' licences Pilots'. Al'licences (Limit ed Commercial pilot) Pilots''B' licences Pilot Instructors' Licences Wireless Operators' Licences Navigators licences Ground Engineers' Licences Certificates of Airworthi negs Certificates of Registration 12 4 1 1 32 37 20 1 2 1 30 31 45 17 1 1 52 62 52 13 2 2 71 66 37 31. 102 110 • The figures include only new certificates issued Te registered have been excluded Figures of arcraft ·53 Personnel. --The pronth in the numler of licensed qwrtonnel of all categories included in the almie table while not spectacular, shows a sterdı mers from sporto rear and this 17771 bergarded as perhaps the last mder to the crpaision of Indian cul nu intion generalls, and to the success of the efforts thint le lien minde to train Indians os pilots and ground engineer 1 hc only decrease shown is in the number of licensed pilot instructors such this is due to a number of European in-trictor having left the country In 1935 approximatek o . of the licensal jersonnel Here Indians The total licences current on 31st December of cnch Fear from 1932 to 1935 were as follows 1932 1933 1031 1935 Total licensed personnel 2. 306 355 380 Aconsiderable improvement has been made in the arringements for the medical examination of commercial pilots In the interests of safety these pilots are required to undergo a strict medical inspection every six months A few years ago medical examinations were held only at Ambala under arrangements with the Royal Air Force and pilots were obliged to attend there for examination no matter where in India their work might lie Today, however, cıvıl aviation medical officers are available at seven centres namely, Calcutta, Madras Bombay Karnchi Delhi Lucknow and Lahore and an additional officer will be appointed shortly at Rangoon Another measure which has added to the convenience and speed of the licensing arrangements is the grant of yuthority to the Aerodrome Officers at Calcutta Rangoon and Karachi to renew pilots' licences of all grades The position will be further improved when new aerodrome offices are opened at the other centres Pilots passing through these nerodromes or residing in the surrounding areas, not have the benefit of obtaining renewals on the spot instead of sending their licences to Delhi or Simia Furthermore, the Chief Aerodrome Officer whose office 19 at Karachi, has been rested with power to ralidate the British licences of pilots ofthing in India from the United Kingdom for flying Indian registered aircraft Among their other duties nerodrome officers and aircraft Inspectors are also required to undertake the technical esimination The specnl arrangements introduced in India whereby nemir licensed ground engineers are given the opportunity of extending their experience and practising their calling under approred Their licences pre endorsed of pilots kuperi ision has continued with success Z ·56 “valid for operation under approved supervision," and this restriction is removed as a rule after one year's work. Aircraft.-Aircraft holding certificates of registration at tho end of 1935 numbered 110, with a total horsepower of 17,761, as compared with 102 aircraft with 15,276 horsepower at the end of 1934. The following table gives the number of aircraft of various types and classifications which held certificates of registration and certificates of airworthiness during any part of the year 1935. TYPES OF AIRCRAFT WHICH HELD CURRENT CERTI- FICATES OF REGISTRATION AND CERTIFICATES OF AIRWORTHINESS ON THE 31ST DECEMBER 1935. Aircraft Registered Holding Certi ficates of Artworthiriesg. Турев. Total. Regular Miscel. | Flying Aur laneous Clubs Services Com and mercial Train- Flying mg. Private Flying 20 2 5 11 5 33 8 5 ANA 2 1 to sa 1 1 3 2 1 2 D H 60 Moth DH 80 Puss Moth DH 82 Tiger Moth DH 83 For Moth DH 84 Dragon Moth D H 85 Leopard Moth D H 87 Homet Moth D H 89 Dragon Rapide. Auspeed Courier Airspeed Ferty AVTO Avian Avro Commodore Avro X Ayto 642 A W XV Atalanta Blackburn Bluebird Ciera Autopro Cornper Swift Curtis Rambler. Deboutter Nonoplane Heath Honoplane Klemm Swallow Miles Hawk Maley Merlin Monospar Monoplane Percival Gull Short Scion Seaplane Spartan Cruiser Stinson Junior Diono. plane. Stinson Reliant 2 - ON 3-9 m... ..:.:.::: 1 1 Total 1935 17 14 45 110 66 Total 1934 14 7 35 46 102 62 ·57 Of the 1. aircraft which, thoughlinlingcertificate of registrtion, did not hold certificates of Birwortlunese, 10 norr of forcign design and of such a tipetlint csen of thrs were in now condition, ther would not le nécepted for Airwortlınene in Indın. (Tho certificates of registation of 5 of the chic been cancelled during 1935) The certificntes of regitrition of frien of the remaining 3. were cancelled during 1937 and 12 of them were not imported into India by the end of 1933 and consequentls certificntes of airworthinese were not innled The aircraft Added to the Register during the year comprised 31 machines of 16 different types, with a total lor-cpower of 4,367, as listed below AIRCRAFT ADDED TO REGISTER 1935 \umber of Aircraft Reg stere 1 HP Type of aircraft Total HP 1 2 1 5 1 3 4 1 1 3 DH 60 Voth (Gipsy I) D H 60 Moth (G psy II) DH 60 Moth (Gipsy Vajor) DH 80 Puss Voth (Gipsy III) DH 82 Tiger Voth (Gipsy Vajor) DH 83 Fox Voth (Gipsy Major) DH 83 Leopard Voth (Gipsy Major) DH 87 Hornet Voth (Gipsy Major) pH 89 Dragon Rapide (Two Gipsy VI) Avro Avan III A (Genet II) Viles Hawk (Gipsy Vajor) Miles Vettin (Gipsy I) Percial Gull (Gipsy Vajor) Percival Gull (Gipsy VI) Short Scion Senior Seaplane (Four Popjoy Yiagara) Stinson Peliant (Lycoming) 83 105 118 105 118 118 118 118 360 80 118 ISO 118 180 360 170 103 236 105 690 118 351 472 360 80 354 1 360 118 360 1 225 1 225 4,867 31 Aerodromes - The progress made in connection with the approval of aerodromes and landing grounds 15 mentioned in Section III, Ground Organization (pige 13) Certain commercial pilots of the requisite experience hue been 1 sued with instructions and authorised to inspect a-rodrome sites on behalf of the Directorate in order that the approral required under Rule 1 of the Indian Aircraft Rules may be gren The number of persons so authorised at the end of 1935 14 23 2 ·58 AIRCRAFT INSPECTION Further inspection equipment has been added to the offices at Kurachi and Calcutta and is proving valuable in assisting the staff to work to the fine limits specified by aircraft manufacturers The C F R fuel testing engine has been installed at the Alipore Test House and tests are made periodically on samples of aircraft fuels used in India Tests on lubricating oil continue periodically The trend mentioned in the last two Annual Reports of the raising of engine compression ratios to increase the power output is continuing A new development is the use of controllable pitch propellers and this again will demand a higher octane rating from the fuel used The octane rating of aviation petrol is closely associated with the rehability of the engine since most aviation motors are designed to work on fuel of specified characteristics for a predetermined life The testing of batches of fuel is therefore becoming increasingly important A number of tests have been made during the year on materials used in arcraft construction such as duralumin high tensile steels, timbers glue fabrics etc The weathering qualities of safety glass have also been under investigation and tests are now being made on the suitability of toughened glass for use on aircraft in India The examination of Indian timbers with 1 view to deciding on their suitability for aircraft construction continues It 29 believed that suitable timbers can be obtained in India for use in aircraft construction This may prove exceedıngly valuable as the supply of aircraft timbers from other parts of the world is limited and a certain amount of difficulty exists even now in obtaining suitable quantities and quality of timber for aircraft construction and repair The use by the Inspection Offices of test equipment for aircraft engine instruments is resulting in a considerably higher standard of maintenance of such equipment and a reduced number of reported cases of unsatisfactory instruments The life of these instruments considering their fragility and their accuracy is on the whole satisfactory The weather conditions in India and Burma are exceedingly severe on such instruments and are apt to cause corrosion and excessive wear internally which effects the sensitivity of the instruments The provision of sub standard checking instruments is therefore of vital import to an inspection department dealing with such equipment One operator in India is now commencing to build aircraft from partially completed components This will prove exceedingly valuable not only from an economic point of view but also from the truning nogle as faculties for training young ground engineers will be greatly enhanced This however increases very considerably the work on the inspection offices responsible for the supervision and licensing of such machines ·the rest The inspection offices cirtied out a large number oferominatione for the sue or extension of ground engineers' licences during The number of applicants for ground engineers' licences remains at a anti actori lesel 35 Instructions to Jircraft Onners and Ground Engineer wert duaned during the car 1935 CUSTOMIS AND HEALTH SERVICES. Traffic through Karichi lirport 1124 increased seri rapidly and the work of the Customs and lIcnlth Services has alreads renched large proportions which wil crpind still furtlicr with the development of the Empire Air Val Scheme The following figuru, illustrate the grouth m traffic handled nt harnciu in 1935 as compared with 1931 1931 1935 233 538 204 1,307 Aircraft arrivals and departures on international flights (See also Graph II facing page 5') Passengers carried on regular air services to and from India Transit passengers on regular services across India Value of imports and exports by air Rs 486 13,07,688 36 68,241 A similar rate of increuse, though on a smaller scale, has been registered at Rangoon Airport Until the end of 1935, the Health Officer of the Port of Karachi was responsible for health services at the airport in addition to his work with shipping In consequence of the large growth of air traffic, however, a separate Airport Health Officer was appointed on 23rd December The rapid transit of aircraft has opened up a new channel for the carriage of disease and in particular it is necessary for measures to be taken to prevent the introduction of yellow fever into India This would now be possible as an air traveller can arrive in India from a suspected area in Africa within the The health authorities in all incubation period of the disease countries are alive to this danger which is being combated by international co operation by the formation of the Air Navigation Quarantine Commission which has been set up under the International Sanitary Convention for Air Navigation survey of the Karachi Arport is undertaken in 1935" with a view to making Karachi a sanitary airport. A special ·60 SECTION V ACCIDENTS GENERAL ANALYSIS Dur ng the jerr 1935 27 325 hours of flying were carried out by aircraft of Indian registration excluding the time flown by aircraft used entirely for private purposes compared with 18 413 hours of flying during the previous year In 1935 22 notifiable accidents in Indir were recorded compared with 26 accidents during the previous year Although there was a smaller number of accidents the consequences were very much more serious for 16 persons lost their lives us against four in the previous year, whilst three persons were seriously injured compared with four in the previous year The number of miles flown per fatality w I 25 662 Indr was most unfortunate during the year 1935 in hrving two very serious accidents which have considerably swelled tho accidents statistics One which cost four lives was due to 1 collision between two aircraft the other which cost three lives was due to structural failure in the vir Of the 22 notifiable accidents three occurred to aircraft registered outside India There were eight fatal accı lents to urcraft of Indian registration and one fatal accident and one non fatal major accident to foreign aircraft mahing a total of 10 major aircraft accidents re accidents which resulted in death or serious injury to personnel whether carried in the aircraft or not Of the 10 flying accidents which occurred to Indian registered aircraft 10 resulted in the write off of the aircraft, four in damage necessitating complete overhaul and five in damage necessitating the renewal of major components Of the three flying accidents to foreign aircraft two involved aircraft registered in Great Britain and one a Roumantan machine Two of these accidents resulted in the write-off of the aircraft and one in dımage necessitating the replacement of a major assembly The distribution of accidents in India 19 shown in Appendix 14 (pages "8 79) CAUSES OF ACCIDENTS In regard to the causes of flying accidents to aircraft registered in Indi tho following table is built up from the classification given ·61 m the Analisis Forme for the 1933 - Icate 1933 1937, 1931 and Cl24 Sature 1939 1931 1933 193! (A) 1 (B) 3 1 (D) 4 6 6 + Collision in full fight with other aircraft Colll ions in full flight with objects other than aircraft Spins or stalls without in pine failure Forced landing Landing accidents Take off accidents Tarving accidents Structural failure Indeterminate and doubtful (E) (F) (G) (H) 1 3 4 2 8 4 Total 19 20 22 20 were * (Unregistered and uncertified aircraft) The causes of accidents during the years 1932 1933 1934 and 1935 are shown in percentage form in Appendix 13 (page 77) and statistics of fatality and accident rates are given in Appendix 15 (pago 80) During the year 1935, 83 7 per cent of the blame for accidents was attributable to errors of personnel, compared with 85 per cent during the year 1934 Of thus 83 7 per cent, 82 4 per cent was classified against errors of the pilot and 1.3 per cent to errors of the supervisory personnel 11.1 per cent of accidents attributable to failure of or defects in the aircraft or engines This figure includes an accident due to power plant failure on a foreign privately owned machine which was crossing India on a journey to the Far East Meticulous care is tahen to discover whether mechanical failure has contributed in any way to an accident and where such failure is found or suspected, immediate action is then to aroid its recurrence One accident occurred through fatigue and fracture of a metal pipe in the engine installation immediately replaced on other aircraft of the ti pe by flesīble pipes In one case of an airframe fulure a contributors cause tras probably the position of the centre of gravity and the lond which the machine was carrying A power plant failure resulting in an accident was caused primarily by lugh oil consuniption Part of the responsibilits, however, rested with the pilot who was fully aware of the defect and set continued hr journey of approimately 2,000 miles, making many landings en route These pipes were ·62 The aircraft accidents which resulted in fatalties in 1935 are briefly described below Regular Air Transport -The pilot of an air mail machine, having flown through cloud and conditions of low visibilty for some time, landed on a field to check his position In the subsequent take off, he taxied down the field and thereby raised a cloud of dust He then turned round and took off without first making sure that the path ahead was clear The aircraft struck und fatally injured two villagers who had come to see the machine The pilot's licence was suspended for a period of 12 months and in subsequent legal proceedings a heavy fine was imposed on him Club Flying.-(1) The pilot of an aircraft attempted to carry out a forced landing the reason for which could not subsequently be determined Unfortunately, this forced landing was not satisfactorily accomplished and the pilot sustained injuries from which he subsequently died (2) During the course of performing voluntary aerobatics which included inverted flying the pilot lost control of the machine and the machine crashed The pilot sustained fatal injuries (3) The pilot was practising side slips in the course of which he allowed the aircraft to stall, from which condition owing to low altitude he was unable to recover The machine crashed into the sea and the pilot was drowned (4) The pilot of the aircraft having just flown over an R AF aerodrome at a speed only slightly in excess of the stalling point of the aircraft attempted to carry out a steep turn, in consequence of which the aircraft stalled and crashed It is believed that the pilot was watching the ground and his attention was diverted Both the pilot and the passenger sustained serious injuries, the passenger succumbing shortly afterwards (5) Hava taken off, the pilot immediately placed the machine in a steep climbing turn which resulted in the aircraft stalling from a height insufficient to allow recovery The machine crashed and the passenger in the front cockpit was killed Private Avcraft.-(1) The pilot of a private aircraft carried out right band circuit round an approved aerodrome before coming in to land, instead of left hand circut, thereby contravening the air traffic rules A club aircraft which was also preparing to land and was carrying out the proper circuit was struck by the private aircraft Both the machines crashed, all the four occupants being killed on impact (2) An arcraft left on a cross country flight carrying a load in excess of that permitted by its Certificate of Airporthiness. The weather was bumpy with low cloud After having flown for slightly over 11 hours, the wing structure broke up and the aircraft crashed from a high altitude It is possible that the failure & ·69 A occurred when the pilot re attempting to descend through thic clouds and the machine se doing at high agrerad All the three occupants of the aircraft vere billed 'I hc ncculent 14 similar to others which lite occurred on the same type of aircraft, lxing the 10th in the serie These acculents hrse already been the subject of extensive inrestigatione in Great Britain Foreign Aircraft.-In tlic cours of long distance record-breaking flight, nn aircraft londeed at an Indian acrodromo to take on supplies of fuel and oil, and subscquently left carrying a load rers considerably in enes9 of that permitted by its Certificate of Airworthinese The machine was reported as having sub equently pissed over aerodrome 1,000 miles farther along its route After that nothing further was seen or heard of the aircraft in spite of extensive search operations and it 18 presumed that it was lost at sea and that both its occupants were drowned ON ·64 APPENDIX 1. Air Mails carried by all Scheduled Air Services to and from India. (1) Air Mails to India. Imperial Airways K. L. M. Air France. Total. TO India. Transit mails. From Europe. From the East. From Europe. From the East. Ibs. lbs. log. lbs. lbs. Ibg. 21,967 39,384 45,632 1929 (9 months) 1930 1931 Ihg. 16 359 840 . 96 1,047 21,983 39,819 47,837 No 1932 1933 1934 45,111 55,195 65,795 1,766 4,128 19,338 3,216 4,731 4,977 record. 1,366 1,319 4,454 318 No record. 458 79 834 268 936 588 51,996 66,475 96,088 1935— Dlarch quarter 21,853 June quarter. 21,319 September quar- 21,476 ter. Decernber quar-25,649 ter. 11,553 12,704 13,660 901 1,172 2,516 1,654 1,883 2,749 169 104 210 136 174 189 36,266 37,446 40,800 18,433 2,522 610 174 156 47,544 Total for 1935 90,207 56,350 7,111 6,896 747 655 1,62,056 (2) Air Mails from India. Imperial Airways. K. L. M. Air France. Total. From India. Transit nails. To the East. To the West.* To the East To the West.* Ibs. Ibs. lbs. Ibs. 1929 (0 months) 1930 1931 1932 1933 1934 lbs. 20,171 34,016 40,474 42,407 64,178 66,753 lbs. 485 2,662 2,592 4,299 5,976 16,714 Ibg. 20,850 36,576 43,066 46,837 62,038 84,636 117 1,460 428 424 586 47 108 . 238 9,122 11,277 12,112 to 21 16 21 32 279 277 33 33 29 31,717 34,020 36,055 1935- March quarter 22,308 Jone quarter 22,400 September 23,585 quarter. Docomber 25,500 quartor. Total for 1935 93,859 15,355 26 42 293 30 41,313 47,866 67 111 1,087 124 1,43,104 • Jails to places in the Persian Gulf pot ferred by Imperial Airways, Ld.

·APPENDIX Flights performed and Passengers and Freight camed by all Schedoicd Air Services to and from India. (1) Karachi Aur Port. I asento Irgli (incluing bullion) 1 1o of Ahts Το India rom In lia To Inia trom Indo lbs Ilg 1 Impenal diruje 1929 (9 months) 80 To record o record o record ho record 1930 103 -B PO No record No rocord 1931 101 60 74 5 489 313 1932 103 10 149 6 073 206 1933 103 216 211 9410 5099 1934 101 280 (54) 3'6 (1) 10 23 4 988 1930- B[arch quarter 52 96 (8) June quarter 52 07 (10) 62 141 (15) 107 (17) 8 453 (1 688) 9 266 (259) 192 (9) 5694 (181) 5 530 (901) 149 (14) 5203 (1 889) 8 299 (661) 80 (12) 4 411 (1 900), 8 469 (260) 523 (68) 23 811 (7 658) 31 560 (2 081) September quarter Decernber quarter 62 121 (18) Total for 1933 203 455 (51) Foreign Atr Sertices 698 18 43 106 1931 32 1 231 30 2 6SG 1932 190 16 6+ 4 01 380 1933 222 59 71 7 662 780 31 209 1934 51 16 (99) 1935 Biarch quarter June quarter 68 25 (46) 24 (33)2 547 (4 489) 75+ (1 300) 30 (14) 1 945 (6 009) 1 297 (1 452) 69 (74) 2688 (1 973) $09 ( 224) 6S (49) : "OS (6 562) 1 319 (276) 198 (200) 9 385 (0-S) 41-9 (729) 71 (49) 78 -9 September quarter December quarter Total for 1933 4 (43) 186 (16) 266 Four extra sers ces operated during Cl nstmas not included. Figures within brackets relate to trans t traff e Across Ladis ·66 APPENDIX 2-contd, Flights performed and Passengers and Freight carried by Scheduled Air Services to and from India. (ii) Rangoon Air Port. Passengers Freight. No of flights To India. From India To India From India. lbs lbs. Impenal Atrways and Indian Trans Contt. mental Airways 1033 (December quar ter only) 2 3 1934 105 45 (21) 55 (54) 2,249 5,361 1935 March querter 23 11 (17) 17 (8) June quarter 26 7 (26) 11 (13) (96) 8 (1,691) 1,375 (278) 980 (3,020) 1,434 (380) 804 (2,075) 887 (391) 2,120 (2,167) September quarter 27 7 (17) 2 (14) December quarter. 52 27 (11) 16 (19) Total for 1935 130 52 (71) 46 (54) 3,696 (1,144) 3.909 (8,053) Foreign Services 1932 190 41 28 128 1,331 1933 212 208 77 100 34 1934 203 42 27 4,346 6,061 1935- 81 12 (29) 0 (35) 85 (4,374) 69 14 (48) Barch quarter June quarter September quartor . December quarter 17 (50) 23 (79) 89 (6,862) 404 (4,938) 8 (44) (1,161) 89 (1,718) 137 (2,092) 59 (2,246) 285 (7,215) 78 34 (59) 263 (0,242) 881 (21,414) Total for 1035 285 86 (217) 86 (161) Figures within brackets relate to trangt traffio across India.

·APPENDIX 3 Value of Imports and Exports by Air-Karachi and Rangoon Air Ports. I tportaly Ir Imports by Air Aircraft Irwinis it in Il linn nr 1 ritrary nin Coneral more! an Js Precious stones Goneral merchen dise Bill n an1 currency Iotes Artı als Departuros from for foroign fore ST1 Rs Rs HA 1 30 Karachi 100 Min 1') 111017 1931 1932 1933 1934 199 174 197 192 111 161 184 183 1 60 601 4 09 256 19 07 929 5941 1 00 A01 31 706 1 77 37" 1 00 639 4 17 729 31 48 OR 33 78 355 5.93 101) 10 58 63 66 73 64 59 78 37 1935 March quarter Juno quarter Septembor quartor Dicomlxor quarter Total for 1035 2 06 602 2 46 736 1 28 390 2 49 832 539 -99 501 799 901 135 5 66 419 7 7013 I$ 891 3158 0027 45 187 40 192 27 321 4 033 31 MW) 400 1" (35 80 13 20 08 941 8 31 480 278 260 151 7W Rangoon 1931 1032 3033 1034 57 96 119 05 107 118 182 1 808 3 697 9 890 61. 172 65 1036- March quarter Juno quarter Son teinbor quarter Decembor quarter Total for 1935 40 46 53 69 43 59 833 449 14 526 11 218 07 603 6º5 208 220 27 026 ·APPENDIX 4. Regularity and Punctuality of Scheduled Air Services to and from India - Karachi Air Port Eastbound Arrivals Westbound Departures Delay Delay Services and Period Sche Sche duled Punc Punc tuel duled tual 1 day 2 days 3 days or more 1 day 2 days 3 days or moro 6 3 1931- Imperial Airways K L M Air France 52 26 18 35 16 13 8 5 3 బరు 63 24 17 43 18 13 6 5 ܗܗ ܒܟ 2 1 1032 Imporial Airways NLM Air France 53 52 43 36 37 33 6 13 7 i 6 3 52 51 43 60 43 31 6 8 ܝܕܗܗ 3 1933 Imperial Airways K L M Air branco 2 52 52 52 45 36 42 4 12 1 52 53 52 50 49 40 3 2 2 1034 Imperial Airways K L M Air Franco 1 52 53 52 44 49 35 8 4 10 52 52 6% 46 49 47 3 3 6 1 2 193) Imperial Airways K L M Aur France 104 104 81 63 2 87 63 40 ac 13 10 13 81 52 91 78 45 10 2 6 ·APPENDIX 5. Air Mails carried by Trans-India Air Service Imperial Airways, Ltd and Indiin Irans Continental Airways, Lu. Bestbond East bound From To Ind a and Bird Crant Tlal Inis Tutal an Transit Haile 1 eriod To India end Burma from to West From India and Butina to the Last Within Indio an 1 Burin & litlin Inis an Burino Transit Total mails Burina from to tlo tho Last Il est Ibs 1ls lbs lbs lbs Ibs lbs lbs lo 1354 :12 7797 No record lo focoru To recon! No rocord recor No record No rocord menul No rocord to 1933 (July Decernber) mont 891 127 $ 13 31 307 1036 3 637 1 395 38 985 21 020 094 12 734 103 OWS 80 1010 3403 10 413 1 130 0 366 18 889 1 320 342 7 861 March quarter 10*11 9 °67 21941 (371 67 812 9783 538 23 409 1 655 11 433 10 22 23 J 663 11 337 10 068 1751 570 12 441 24 830 Juno f tartor Sepiointxer quartor Doccinbcr quorter Total for 1036 13 093 30) 700 11 061 16 888 12 086 1 051 30 693 1 240 3 186 11240 5 137 44 550 19:41 40 278 2 248 3 633 48 693 067 391 078.4 • The duplicate Service was extended to Singapore at the end of September 10JJ ·APPENDIX 6. Regularity and Traffic Statistics of Trans-India Aur Service-Karachi-Calcutla-Rangoon-Singapore. Imperial Airways, Ltd and Indian Trans Continental Airways, Ltd * Services * Percentage regularity Period. Aircraft mileage Passenger ton miles Freightton miles Mail ton milos Scheduled Completed 12,311 12,809 1,621 33 (July to December) 97,748 50 52 98 14,169 1 381,469 78,375 4 71,429 2 106 106 100 36 70 35 129,405 6,620 5 51 (25) 26,595 0 42,239.3 51 (25) 52 (26) 52 (26) 100 (100) 100 (100) 100 (100) 129,915 32,801 3 47,204 6 6,611 4 March quarter Juno quarter September quarter December quarter 53 (27) 53 (27) 133,638 62,336.9 25,363 1 5,205 1 104 104 100 187,139 32,418 8 0,213.2 87,885 3 Total for 1935 208 (78) 208 78) 100 (100) 580,127 1,17,180 2 24,650 1 2,09,556 1 * NOTR--Figures in brackets relate to the duplicate services operated between Karachi and Calcutta only between 1st January and »th September 1036 and are included in the main figures ·APPENDLX 7. Karachi-Bombay-Madras Air Mail Service. Operational Statistics. I right Passengers Mails Sercog - T111 North Panerngor miles Hright in Ine South bound No bound Aircraft mileage Sche duled Period Com Percent pleted tagere gularity 11. 1b3 lbs 600 *) 1 461 1 10 35,720 23 23 100 1932 (15th Oct to 31st Dec ) .243 13 8 13 139 10 316 104 137 280 104 100 1933 11 23 410 105 18 071 100 138 600 105 1934 1936 33 7 673 11 8 537 69 000 60 98 49 1) !".0 27. 8 121 7 661 3 52 50 71 450 06 10 7150 iro March quarter Juno quarter Septonbor quarter December quarter 8 826 7 793 53 53 100 74 200 9 CD 101 3) 16 9 418 9 533 100 09 72 960 34 077 20 003 40 3rs 207 2 87 610 33 518 Total for 1030 204 99 5 ·APPENDIX 8. Karachi-Lahore Air Mail Service. Operational Statistics Services Mails Passengers Freight Aircraft mileage Period Sche duled Com pleted Percen tage re gularity North bound South bound Passenger miles No Ton miles Weight Ibs lbs lbs 1034 (4th to 31st December) 8 8 100 5 328 1 029 1013 1930- March querter 43 87 31 914 2 684 2 883 666 61 18 1 51 51 100 36 514 3 124 3 163 14 4 2 Juno quarter September quarter December quarter 53 53 100 39 090 3 147 3 189 52 54* 100 39 626 3 738 3 768 234 Total for 1935 208 203* 97 1 47 174 12 693 13 00 900 75 2? 3 One Worthbound and one Southbound serv co was duplicated to cope with the Christmas mails in December 1935 ·APPENDIX 9. Bombay-Trivandrum Air Service. Operat'onal Statistics l'Aerer 11. Vas! Sort 1063 Aircraft mileage birth Ex Hd Tant Suth bound Com. Tha TETCE1- tage regu. Jarty Penod. Scheduled. pleted lbs 11 59 14,916 100 19 19 103 December quarter

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·APPENDIX 11. Calcutta-Dacca Air Service (Suspended). Operational Statistics Inente Tri.it Mails Services, Lost. bound Wert bound Penod. yo Inserner Perecn- Aircraft tage regu. mileage. larity Scheduled. Completed. lbs lba 103 157) 75 100 1033 (December only) 62 9,500 21 17.) 1) 7111 734 1,909 1034 731 99.6 111,701 350 1035 152 3,411 359 139 ::) 83 100 83 121,676 - March quarter Juno quarter 100 98 19,096 176 103 131 13.11 Total for 1035 264 254 100 40,772 250 535 205 35,911 3.732 The service ceased operation with effect from the 13th June 1935 ·APPENDX 12. Summary of the work of the Flying Clubs, 1935. Number of members Nor of hours flown. Flying Clubs. Aircraft yo. Total Flyzog. Subsidy earned. European Indian. Total Instruc. tional, Other Biscel. fymg by laneous members. and Commercial flying. Rs 113 125 238 2 464 495 105 1,064 20,000 Subsidised. Bengal (Dum Dum) Bombay Delhi 178 313 521 + 604 1,159 384 2,147 19,100 63 122 185 4 409 344 63 816 19,600 Karachi 71 59 135 4 542 1,369 496 2,407 21,000 Madms 102 127 229 3 262 663 470 1,395 19,500 3 107 116 3 248 250 130 628 17,000 Korthern India (Labore) U.P. (Cawn poro and Lucknow). 69 117 186 3 338 823 238 1,399 18,500 Unsubsidised. Unsubsidised. Unsubsidised. Jodhpur 21 23 44 B 55 58 147 260 Indian National Airwaye, Rangoon Flying School . 36 3 249 495 744 Total 626 1,023 1,690 32 3,171 | 5,658 2,033 10,860 *Xow closed. The membership shown us the number of pupils who received instruction. 1,34,700 ·APPENDLX 13. Analysis of causes of Accidents to Indian Aircraft. 1013 1718 1933 1934 1933 1913 1032 1931 1033 1932 1035 - rent Per cent l'er cest rend Per ceat Ter cent Per cent F'er crnt T'er P'er cont. cent. 85 7 ren! 11 : 19 ront 11 2 11 Personnel 83 7 | 85 0 1 85 7 67 5 Errors of plot Supervisors personnel Other personnel 13 02 50 1 16 31 hot nf Silearnt ! i Trelle Dewence of or ins Canilrunna of Drel on lutantem () (1) Jenlil norm (9) Luhrleatlon Dutem >! nel patrocin (1) Flig!t( norm Arcran Nifurt 17 ) J Haniling 10111 11) 50 Baterial 8 10 0 11 1 50 Power plant fa lure Structural fallur (3) flandling qualities (4) 2 618 7 60 4 03 ins 02 á 50 10 0 12 1 8 9 Weather Alrport or T Trala Other (5) 60 95 15 5. 11 57 Slacellaneous Undetermined and toolift Weath Airport ne T rral Other (5) 62 50 6. 60 (1) Tuis consisted of three valve scat fallures (2) Allbuled to the presence of a put inside one of the cogine cylinders thich tesulted in tisarlag and partul calda Callane (3) T1 Le occurred on an unregistered and unlicensed alrcraft (6) Tila was due to sing controls being adjusted too tig! ty or to bad sibul ty from the plot , cockpit (5) Includes collxlops with birds people in the way on landing etc (0) 2 5 pxr cent, due to defect on uncertificated aircraft 2 6 per cent duo to design defect on certi cated air raſt subsequently modihed (7) Cunalaled of structural fallare in the air (8) Due to faulty oparlJag plugs ·APPENDIX 14, Summary of accidents in India. 1935. 1934 1933 1932 To of Accidents No of accidents Mo of accidents Clans of Flying To of To of hoars hots town town in pe! year ac ident. Lalleenrel I ilut To of hours ifon in Sear nown To of hours flow per accideot Lic cu pilot Acci dents so of No of hours I ours foya 10 ner yeer accident Unlicenced Tolal Toot root houT9 hours flon flown ID per Scar acc} dent Licenced pilot fond Total IXDAY AIRCRAFT Club Ilytag Bombay 9 4 2 147 637 2 2 1 607 801 4 1 8.0 463 4 2 287 572 Dengal 1 1 1 004 100+ 1 2 630 -87 2 2 4 1 639 410 1 667 Delhi 1 1 816 816 687 2 1 2 1 400 00 1 600 1 666 Jodhpur 260 269 610 2 339 170 Kathawar 2 2 808 153 1 1 017 1,017 2 259 130 Karachi 3 3 2 407 80 2-03 2 2 2 128 1,064 2 904 452 tas 1 395 698 1 2 3 2,120 -07 1 2 3 1 348 449 1 271 Yortbeta India 699 1 1 566 566 139 2° 203 149 TADGOOD 1 164 1 399 Lalled Troxluces Total Clube 1 160 2 11 111 991 2 12 10 BOO 1 5! 1 020 905 2 11 513 3 964 19 | 10 095 11 780 1071 14 579 13 • 717 18 ·11 290 1 1 Regular Asr Trans port Bliscellaneos 516 2 3 2 3 3 4 2 Private Flying not known Not korn 5 17 " 1 438 15 6 Total Indian 1 18 27 395 19 TON INDIA ATRORAFT Dire or Reward :: 4 Private Flying 5 10 * 19 1 Total Flying 21 6 22 OROTD ACCIDENTS Ind an dt crasi 3 Karacht Aero Club Prato Ilying 2 Non.Ind 2x Cras 3 Total ? ONAD TOTAL 1 19 21 22 10: 6 *Punjab Flying Club ·80 APPENDLX 15. Fatality and accident rates in respect of Major Accidents to Indian Aircraft 1036 1934 1933 ID32 (1) Aircraft hours flown 27 325 18 413 15 240 11 650 (2) Aircraft miles flown (Approx) 2 377 574 1 624 895 1 200 000 902 000 (3) Acc dont involving fatalities - (a) Crew 5 3 1 (o) l'assengers 4 1 (c) Other persons 1 (4) Non fatal accidents involving Berious injuries - (a) Crew (6) Passengers 2 3 .. (c) Other pergons (5) Number k lled- 6 3 (a) Crev (6) Passengers 8 1 (c) Other persons 2 (0) Number of seriously injured- (a) Crow 2 4 3 2 (6) I assengers (c) Otl er persons (") 31/8 flown per fatality 12- 60 406 924 496 000 148 598 203 112 (8) I low flown per serious injury or fatal ty 400 000 249 000 GII D-115Dr of ci-21 8 30 -150

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