BENEATH THE WINDSOCK

Evening Star, Issue 22780, 15 October 1937, Page 16

BENEATH THE WINDSOCK

by Gypsy moth

NEW GUINEA AIRWAY. British four-engined air liners have been selected to operate a new, air route, measuring nearly 3,000 miles in length, between Sydney, New South Wales, and the mandated territory of New Guinea. Air transport of freight has reached more impressive dimensions in the island than in any other country except Canada. Thousands of tons of machinery, foodstuffs, and essential supplies are carried by aeroplane every year from tho coast to the rich mining areas inland, travelling in an hour or two over territory so mountainous and difficult that surface journeys may last weeks. Extension of air _services from Australia to bring the island within the network of Empire airways is a natural and potentially lucrative development. Tenders for the Australian-New Guinea service were required to bo in the possession of the Commonwealth Government not later than March 1 last. The conditions stipulated for a once-weekly service in each direction between Sydney and Salamaua, or alternatively ’ - between Sydney and Rabaul, following the route SydneyBrisbane - Rockhampton - Townsville, - Gairns-Cooktown-Thursday Island-Wau. From Sydney this route extends approximately 1,900 miles up the east coast of Australia as far as Thursday Island, and continues another 950 miles to the Near Guinea terminus, including the crossing of two stretches of sea each 100 miles wide and the high ridge of the Owen Stanley mountains. The conditions further declared that multiengined aircraft equipped with dual control were to be employed, carrying; approved radio equipment, capable of an operating speed of 140 miles; an hour and satisfying specified requirements in range, pay-load, and safe flying with one engine out of action. The initial contract was to be awarded for a period of five years. BLENHEIM AERODROME. Commercial air services operated by Union Airways and Cook Strait Airways changed from the Woodbourne to the Blenheim municipal aerodrome last week, after negotiations had been completed betwen the services, Marlborough Aero Club, and the Civil Aviation Department. Arrangements are considered'very satisfactory (states an exchange) . The change-over was, perhaps, the fastest on record for New Zealand. Work upon the new aerodrome’s surface had been undertaken by the Public Works Department for several months previously, and the final touches were completed but a few days ago. The ultimate decision to change aerodromes was made on Wednesday last, when Mr F. M. Clarke, manager of Union Airways, Mr E. H. Thomson, manager of Cook Strait Airways, and Mr A. A. Maonab, president of the Marlborough Aero Club, conferred at Blenheim. The new aerodrome was brought into use the following morning. It was unfortunate that wet weather softened the ground surface, of the new airport when operations commenced, but this did not interfere with schedule regularity. It is said the aerodrome, with its extensive improveniGnts, is now 0n.6 of tlio finest in tno country, and certainly ono of the best landing areas. Arrangements have been made to remove tho petrol tank at Woodbourne for use at tho municipal site, and other equipment is also being installed. AIR DEPARTMENT PROPOSED. The establishment of an Air Department to control the Air Force and civil aviation in New Zealand will be provided for in legislation to be introduced this session of Parliament, states the ‘Dominion.’ The Minister of Defence (Hon. F. Jones) said recently that in addition to tho Air Force Bill and the Army Board Bill mentioned by him previously, he proposed to introduce a Bill which would establish an Air Department, under the control of an Air Secretary. The Air Department, said the Minister, would control both the Air Force and civil aviation, and the Air Secretary would be in charge and would look after both branches. The Air Department would link up the two “ wings” of air activity in the same way as the Post and Telegraph Department linked up postal and telegraphic business. THE BLENHEIM BOMBER. The claim that the (Bristol Blenheim bomber is “the fastest and finest bomber in service anywhere,” is substantiated by Captain M'Miilan, special air correspondent to the ‘ Daily Mail,’ who was present as an observer in a machine of that type during the air defence exercises over London. The exercises were organised primarily to test the mechanism of defence against air attack, and Captain M‘Millan’s testimony gives support to the efficiency .of these machines. Captain M‘Milla.n says:—“Plight leaders had orders to be ready to leave at 6.15, but with the speed of the machines at his (the Blenheim flight leader’s) command, it was unnecessary to take off until nearly half an hour later. ... At 6.44 we were off the ground with the speed of a fighter. . . . G. 59 p.m., at 14,000 ft and 240 m.p.h. . . . 7.18: We are rushing through the air at 300 m.p.h. ... Now we dive towards Colchester,' level out, and slow to just over 200 m.p.h. for bombing. . Fighters there are none. Our speed and our manoeuvres have outwitted the defending aeroplanes. . . . The Blenheims—fastest aeroplanes in the R.A.F. today . . . have by their speed defeated the defenders in this particular flight. . . . These machines—far faster than any bomber previous! employed—certainly -give the defenders the exercise they need. They outwit the fighter every time by their speed, manoeuvre, and climb.” . Later he says: “ We need more fast bombers. ... In the flight I made as an observer in one of the Blenheim bombers we were not molested by any fighter, whereas the slower types of bombers were almost invariably intercepted.”