TASMAN AIR RACE

Press, Volume LXX, Issue 21087, 12 February 1934, Page 10

TASMAN AIR RACE

VIEWS OPPOSED ADVANTAGES OF SINGLE* "engined MACHINES Opposition to the statements made by Sir Charles Kingsfor'dSmith, as published in "The Press" on Saturday, that the London to Melbourne centenary air race should not be extended to Christchurch unless multi-engined aeroplanes were used, was expressed by some of the promoters of the idea for the extension of the race to a representative of "The Press" on Eaturday. The promoters said that the statement of Sir Charles KingsfordSmith that the flight with singleengined machines would be a little risky was not surprising, seeing that the motto of Sir Charles had always been safety first and that he had always taken extreme precautions to reduce flying risks to the barest minimum. The one aim of Sir Charles throughout the whole of his flying life had been to demonstrate how safe flying could be providing every precaution was taken thoroughly to organise the arrangements and to see that the machine was suitable for the purpose. Indeed, said one of the promoters, it was somewhat surprising to many of the friends and admirers of Sir Charles that he should be contemplating taking part in the Melbourne centenary race, where, obviously, certain risks would have to be taken. Less Risk Over Sea It was claimed that an air race from Melbourne to Christchurch over the recognised air route (Syd-ney-New Plymouth-Christchurch) presented less risk to the contestants than the race between England and Australia. In that portion of the flight the aviators would be obliged to fly over larger stretches of rougher country, and the difficulties would be greater than those encountered between Melbourne and Christchurch. If engine trouble were experienced between England and Australia, an aviator wouid be a very lucky man if he could avoid serious trouble, because there were few areas where machines with such a high landing speed could land safely. There was far more risk in crossing such country than in crossing the Tasman. Flying over rough country which was not known to the aviator presented more difficulties than did a level sea. When an aviator left England he would have to face whatever weather came, but the start across the Tasman could be delayed till weather conditions were suitable. It was probable, too, that many of the machines taking part in the Melbourne race would be multi-en-gined for, in addition to a prize for the first aeroplane to arrive, the weight-carrying capacity would be considered. There were two distinct races to Melbourne —one a straight-out speed contest, the other a handicap. Even if the race across the Tasman were confined to multi-engined aeroplanes there would probably still be several contestants. For the flight across the Antarctic Mr Lincoln Ellsworth pinned his faith to a single-engined machine, and the distance he had planned to flv was nearly 3000 miles, compared with 1300 across the Tasman. In crossing the Tasman, too, the aviators would have the benefit of weather reports. Risk of Engine Failure In America, where probably most advances in civil aviation had been made, the three-engined machines had been more or less discarded and the developments were along the lines of the single and two-engined machines. Some authorities contended that with a three or a two engined machine there was a three to one or a two to one risk of engine failure. Even if one engine of a heavily-laden three-engined machine were to fail the other two would not be enough to keep the machine in the air: it would only prolong the glide. Experience had shown that during all the flights of the Southern Cross only once had an engine faltered. Motorists who owned modern cars seldom experienced engine trouble, provided reasonable attention was paid to the engine, and it was the same with an aeroplane. The danger of engine failure was very slight.