SPEEDY FLYING.

Auckland Star, Volume LXV, Issue 46, 23 February 1934, Page 8

SPEEDY FLYING.

AMERICAN SERVICES. 300 M.P.H. ANTICIPATED SOON «NEVER ANY ANXIETY." "It is predicted that within two years commercial aeroplanes will be built in America to fly at 300 miles an Lour. One of the 'planes in the present U.S.A. continental services, which average three miles n minute, could, in the hands of 'Smithy' and a co-pilot, maintain a service from Auckland to Sydney without the slightest anxiety.' These striking statements were made bv Mr. E. R. Boucher, president of the Auckland Aero Club, on his return this morning from a trip to America. From Mr. Boucher's experience of the continental air services in America, their comprehensive organisation and the pieeaiitions against any contretemps, he said nobody could fail to be impressed ■by the advance of aviation there, and realise why America led the way in commercial flying. Immediately on his arrival in San Francisco he made arrangements to join one of the air services maintained between that city and Chicago. Experienced in aviation as he is, his experiences were something of a revelation. He left San Francisco at night in a "Boeing" 'plane, capable of carrying 10 passengers, a stewardess and two pilots, at 10.30, and arrived at his destination at 3.30 p.m. the next day. The 'plane, he said, had a flying speed of three miles a. minute. On the trip two rainstorms were passed throiigh, and the 'plane flew "blind" at a height of 17,000 ft for 45 minutes. ■ So efficient was the organisation of these air services, he said, that tlieic was never any anxiety. On every ten miles of the 'route there was a. radio bcacqn, and every 50 miles there was an emergency landing field,' floodlighted at night with green lights. Coast to Coast Services. Assisted by the Government subsidy, two large firms were enabled to maintain frequent daily services over the continent. The United Air Service, which combined three others when the subsidy was "granted, shared the territory with the T.W.A. (Trans-continental and Western Aviation Company), with which Lindberg was associated. On the routes were, established proper stations and waiting rooms, equipped Avitli. telephones and telegraph and offices. Even a little place like Cheyenne, for instance, in a barren part of the interior, was so equipped. Emphasising the development in speed, Mr. Boucher said that when the United Air Line built 'planes capable of maintaining three miles a minute, the T.W.A. developed the Douglas 'plane to average 200 miles an hour. It was in such a 'plane that Captain E. Rickenbacker recently established tlie record from New York to Los Angeles in 13 hours 5 minutes. With the aid of the mail subsidy the companies had developed and planned their future and created the feeling of "airmindedness." These contracts had mad© aviation what it was to-day. On the services mentioned five 'planes a day maintained a service eaoh ivay from coast to coast. The recent decision be President Roosevelt to withdraw the slbsidy was a calamity, and would be alserious blow to aviation in the United States.

In Any Weather. . The services were maintained in any ■weather, said Mr. Boucher, and he explained the elaborate safeguards which ■were provided on the routes. If the lights of the could not be picked up there was always the radio beam system to guide the pilots. It was thus immaterial whether the beacons could be seen or not, for the pilot could pick up a beam, ascertain his position, and adjust his course accordingly. In addition, there was the wireless telephone, which gave ' out and collected weather reports from the pilots, and disseminated them at regular intervals. Before he arrived the pilot knew exactly what conditions existed for landing. There were regular stops on the services, ' said Mr. Boucher, and the maximum stago of a flight was four hours. At : each stage the pilots were changed. The pilots were the most experienced in America; including the naval and army services. The assistant pilot, or "mate/' as he was called, had to have two years' experience of. commercial flying before he. was allowed to take control, and on the most difficult route tlieir remuneration was as much as 20,000 dollars a year, a Confidence on the Trip. ' The big metal machines were practically . immune from variations in flying conditions, and when they struck a "lump" there was just the slightest sensation. . On taking the air, and on landing, passengers adjusted a strap across their legs, but at other times en route this was removed, to be replaced at the discretion of the pilot, who switched 'on a light. The duty of the stewardess, apart from supplying refreshments, were to move about the 'plane and converse with the passengers, reassuring any who ■were inclined to be nervous. The "mate," too, conversed with the passengers and assisted to dispel any anxiety. Thoughno stage of the trip was of more than j seven hours' duration, the 'planes had a range of seven hours' flying, or 1100 miles. Either of the twin-engines of 500 h.p. was capable of maintaining the 'plane in flight.