XIV. WHY THE DOUGLAS WAS CHOSEN
Many may have wondered why KLM chose an American-built aircraft for the Melbourne race, especially since practically the entire KLM fleet had hitherto consisted of Fokker aeroplanes. These Dutch products had consistently upheld their reputation on numerous long-distance flights and, in particular, on the scheduled service to the East Indies.
This choice was the result of a chance combination of circumstances. As mentioned in the previous chapter, the Fokker F 36, which had been entered for the handicap race, could not be completed in time. This four-engined giant of the skies only made its maiden flight in June 1934.
Although the long series of test flights proceeded satisfactorily—with performance even exceeding expectations in many respects—certain modifications proved necessary. This is the case with every prototype. Before an aircraft of such colossal dimensions, with a total weight of 16,000 kg, has overcome all its ‘teething troubles’, a great many test flights are required. During this process, new ideas are continually being applied, necessitating modifications and the time-consuming work that follows.
It has never been KLM’s policy to introduce a new type on the Indies route until it has been fully tested in every respect and under all conditions on the much shorter European lines. Naturally, this rule was not to be set aside for such an important race, upon which the eyes of the whole world were fixed. Since the F 36 was still in the testing phase before 20 October 1934, it was effectively ruled out for the Melbourne race.
It is indeed a pity that this magnificent machine could not take part. After all, the cruising speed of the F 36 is only slightly less than that of the Douglas. What an overwhelming impression it would have made if an aircraft of such size—carrying twelve passengers in ‘proper’ sleeping berths, and a full crew including stewards or stewardesses—had arrived in Melbourne after four or five days’ flying. Furthermore, the F 36 would have stood a good chance of winning first prize in the handicap race, and the ‘Uiver’, had it been equipped with extra tanks, would have arrived at least fifteen hours earlier than it actually did.
To understand the circumstances that led to an American aircraft being added to the KLM fleet, we must look back a little.
Until then, Fokker had built aircraft exclusively using the so-called mixed construction method: wings made of wood, with fuselages and other parts made of welded steel tubing. This system had proved successful in every respect; it was emulated in many countries and, even today, holds its own against other methods. Over the years, however, several new trends in aircraft construction had emerged. The most prominent method involved the use of aluminium alloys. Junkers, Dornier, and other designers had been using this material for some time, and even six years ago, Fokker realised that the all-metal system held great promise for certain types of aircraft. He followed the development of the various methods closely. He could not, however, commit himself to it yet; not only were there no fixed trends to follow, but developing an all-metal construction requires vast capital.
Abroad—particularly in Germany, France, England, and Italy—it is common for designers with new and interesting concepts that represent progress for aviation to receive ‘development orders’ from their governments. The costs of such a prototype are then borne entirely by the state. Only when the aircraft has been fully tested and all necessary modifications have been made to ensure its utility for aviation does the government take it over at cost price.
The designer is then free to build the same type at competitive prices, without the high development costs weighing down the series-produced aircraft. This usually allows him to find a sufficient market. In a country like America, for instance, money is usually available to finance new designs, as the vastness of that land offers a ready chance for large orders.
The Fokker factory, however, enjoys no such support. Like any other industry, it must attempt to stand on its own feet through its own resources. It is obvious that, in these times, there is no enormous capital available to develop costly new construction methods.
Consequently, Fokker had no choice but to wait and study the development of the various systems. It became clear that the Douglas factory was making the greatest progress, leading the way in construction and manufacturing methods as well as in aerodynamic and flight characteristics.
Once Douglas had built its twin-engined airliner and Fokker had been given the opportunity to test its flight characteristics extensively—Fokker is, as is well known, an experienced pilot himself—he acquired the license for this type for the whole of Europe. This meant that the Douglas could also be built in the Netherlands.
Fokker, who has sold more licenses for his own designs abroad than any other designer in the world, rightly believed that his name and reputation would not be diminished by purchasing experience that others had gained at a cost he himself could not afford.
As a trial, KLM ordered the first Douglas DC 2 for Europe from Fokker. Naturally, this machine was built in America, as Fokker first required a large production order to cover the high costs of setting up the new manufacturing system.
When KLM ordered this machine, there was as yet no talk of participating in the MacRobertson race. A large number of these aircraft were already in service on regular airlines in the United States, where they were proving to exceed all expectations.
Since one naturally enters an international competition with the best equipment available, it was obvious that, once the decision to participate in the Melbourne race was made and timely delivery was assured, KLM would choose the Douglas DC 2. In this aircraft, more than in any other airliner, speed and comfort go hand in hand.