OVERSEAS AIR LINES

Evening Post, Volume CXX, Issue 132, 30 November 1935, Page 10

OVERSEAS AIR LINES

LAND OR SEAPLANE?

BALANCING FACTORS

Until quite recently opinion on the relative merits on the type of equipment to be used for linking up New Zealand with the Imperial air routes in Australia appeared to be evenly divided, said Mr. E. A. Gibson and Mr. D. S. G. Marchbanks, of the Public Works Department, in a paper on air route development, read before the Wellington branch of the New Zealand Society of Civil Engineers last evening. Mr. W. L. Newnham, chairman of the Wellington branch, presided. One faction favoured the highly-effi-cient, reliable, long-range, high-pay load aeroplane, which although almost immune from forced descent on account of subdivision of power units, reliability of motors, and ability to continue indefinitely with a percentage of its motors out of action, must inevitably face disaster in the event of descent on to the sea, and the other faction favouring the aerodynamically inefficient, reliable, limited range, lowpay load, high-running and maintenance cost of flying-boat, with its added factor of safety should a forced descent at; sea become necessary. It has therefore been somewhat interesting to have seen on the one hand owners of land aeroplane aerodromes pressing their claims for recognition as the New Zealand terminal, backed up by that this aerodrome was so many nautical miles nearer to Sydney, or that that aerodrome possessed in the vicinity some outstanding natural beacon, which by the way, was usually obscured by cloud, and on the other hand, the owners of every piece of water from a harbour to a swamp claiming the suitability of their locality for flying-boats. AMERICAN SEAPLANES. The recent development of American flying-boats, equalling in aerodynamic efficiency, surpassing in profit-earn-ing characteristics, and low maintenance costs, and equalling in sea-worthi-ness and strength the best aircraft of either type previously produced, has put an entirely different complexion on the controversy, and the overseas services for the next ten years at any rate will probably be conducted with flying-boats. This being so, the claims of every community with a piece of water of the requisite area and depth can be expected to be pressed vigorously but a glance at a map of the Pacific will show that, as in the case of sea commerce, trans-Pacific traffic must be drawn inevitably towards the northern extremity of the Dominion. AUCKLAND THE TERMINAL. Apart from the fact that the early establishment of through traffic from Australia to the United States will largely determine the date of commencement of the Tasman service, it will be seen that, as in the case of steamer traffic, any attempt to pull the overseas airport south must add to the expense and time of the through connections in both directions. Moreover, the combination of requirements for such a terminal, namely minimum depth of water 12ft, clear sea run two miles, surrounding topography low, situation reasonably sheltered, and not subject to ocean swells, relative freedom from continual high winds or conditions .of low visibility and ease of approach by air under such conditions, rendeis the choice of a site in New Zealand distinctly limited, and definitely rules out many of the locations, such as mountain lakes and coastal sounds. It is therefore logical to assume that, of the northern coastal possibilities, the choice of a site for such a terminal will be at Auckland, as here already are provided all the terminal facilities, such as Customs, etc., necessary for dealing with an overseas service. Moreover, when considering the basic requirements from the operational point of view as set out above, it will be seen that such a site easily fulfils all requirements.