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By William Green

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P. 93. 7 between 1930 and 1935. See also, M. J. Meehan, "Progress in the Aeronautical Industry," Survey of Current Busi- (March 1936), pp. 16-18. 15. , p. 41. airline operators dropped from 34 to 24. By 1938 AIRCRAFT INDUSTRY ON THE EVE OF WORLD WAR II operators to acquire new and larger aircraft, which, when not filled with mail, 30 invited passenger traffic. Such types as the Ford Trimotor, the Curtiss Condor, and the Douglas DC-2, appearing in succession, did much to popularize air travel.

From the aircraft manufacturer's 1929 and 1930, the total value of aircraft point of view, considerations such as production fell from $91,000,000 to apthose raised by the discretionary powers proximately $61,000,000. In this same given the President in the neutrality leg- period, however, exports fell off only islation for invoking the ban presented about $250,000, providing between eight imponderables against which it was vir- and nine million dollars' worth of busitually impossible to plan. 47 Expressed in terms of this difficulty becomes evident when it of payrolls and employment, the imporis observed that China was the most im- tance of this volume of business in the portant single buyer of aircraft exports depression is easily recognized.

Legislation in June 1938 transferred the functions of this bureau to an independent executive agency, the Civil Aeronautics Board (CAB) although its administrative organization, the Civil Aeronautics Authority (CAA), remained in the Department of Commerce. At the same time, BUYING AIRCRAFT 14 A third landmark in the history of the nation's airlines was the precipitous rise in passenger traffic that coincided with the era of consolidations. Between 1928 and 1934 airline operations moved off on a new tangent as passenger traffic began to replace mail as a major source of rev26 enue.

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