By ALBERT MAYER
There is no need at this time to use spectacular phrases and spectacular figures to emphasize the phenomenal past and present development, the revolutionary potentialities inherent in the airplane. The war itself underlines these daily, and the columnists and commentators' predictions are unlimited. An authoritative Department of Commerce speaker at a recent meeting of the New York Institute of the Aeronautical Sciences, for example, predicted that "in a short time all first-class mail will be moved by air, that a few years after the war, 300,000 private aircraft will be in operation, that there will be 6000 airports in the United States, and that by 1950 as many as 20,000,000 passengers will be carried annually by air." Another index: Even in the quite unspectacular period from 1935 to 1942, air passenger travel increased well over 500%, grew from 3.97, of Pullman traffic to 16.3%, while Pullman traffic was itself increasing. The danger may be that the public expects too much of aviation, and that actual definite action to accommodate it may be too little.
The coming of the air era will have unlimited repercussions in world relations, in men's thinking and reactions. But the specific, much more tangible question to be examined here is: what will or should be its effect on city plans, what will be the position of airfields and air travel in the life of cities, what will the airports be