“Rongotai Can Be Made Good Internal Airport”

Gisborne Herald, Volume LXXV, Issue 22772, 19 October 1948, Page 4

“Rongotai Can Be Made Good Internal Airport”

(P.A.) WELLINGTON, Oct, 19. “Rongotai can be developed as an Internal aerodrome and, when that is done, there will be no need for Paraparaumu except as an alternative,” said the leader of the United Kingdom Civil Aviation Commission, Sir Frederick Tymms, speaking last night in the Concert Chamber of the Town Hall when the commission met representatives of the City Council, Harbour Board, Wellington Chamber of Commerce, Canterbury Chamber of Commerce and ether bodies to discuss the problem of providing air transport to and from Wellington,

Sir Frederick had quoted the requirements for aerodromes to serve international needs and had stated that it was obvious that Rongotai could never be brought to comply with them. Insuperable Difficulties While capital cities might logically expect to be the terminal of overseas services, Wellington had certain difficulties it was not within the power of man to overcome. It could only be served by flyingboat, said Sir Frederick, but it did not follow that a flying-boat service would be economic. There was ample water, but there was the probability of strong or squally winds. There was the possibility of low cloud, as had occurred yesterday morning, with surrounding hills. The big flying-boats of today, such as the Solent or Sandringham, were not as affected by rough water as the flying-boats of the past. Such a service was a matter which was. receiving attention. Even if it were provided, it was only likely as a special service for Wellington conditions, since the use of land planes for international services seemed to be an accepted practice. Sir Frederick said a suggestion that the terminals of international services should be airports as near to the geographical centres of the two islands was at fault. The terminals must be at the centres of populations. Population could not be ignored. Auckland Overseas Airport

| Ohakea was the best situated aerodrome in New Zealand, said Sir Frederick when asked how it would service as an overseas terminal, “but the Air Force wants it,” he added. For that reason, it must always be an important factor. “You must have an alternative landing place to your main airport which, it is inevitable at times, must be unusable,” he said. “Ohakea is the main alternative, but one would not think of an overseas terminal at Ohakea if it Is possible to land planes at Auckland or Wellington. It does not appear possible to do it at Wellington.” It might be that a site for an overseas terminal might be found in the Otaki area, but that was a matter for investigation. Sir Frederick w-as accompanied by the other members of his commission, Messrs. K. T. Spence and G. T. Warcup. With them was the secretary to the commission, Squadran Leader Furlong. Rigid Standards Not Wanted In welcoming the commission, the deputy-Mayor, Mr. R. L. Mac Alister, who presided, said it was realised that Wellington’s air transport problem was probably much more difficult than that of many other cities, but it was hoped that the commission would not set rigid standards, but standards making allowance for the needs of a capital city which w-as the seat of Government and the headquarters of a very large number of commercial organisations of the Dominion. It was hoped that the commission’s report when made would not be treated as a secret. Wellington’s airport was a serious concern of people throughout the Dominion.

Auckland must remain the population and geographical position for the terminal airport of the Pacific air services. Christchurch had all the conditions second to none in New Zealand for an overseas airport. In the matter of internal services, however, Wellington had its special problems. No lower standard of safety for passengers should be considered, but aircraft most suitable for its conditions must be selected and a lower standard of regularity of service might have to be accepted. Replying to a question, Sir Frederick said the fact that when services were flown from Rongotai a high percentage regularity had been maintained without accident could be put aside. The factor of safety for passengers might not have been so great as desirable. He must endorse the decision which had been taken to close Rongotai. No aerodrome there would be safe without a runway from sea to sea. Services from Auckland to Wellington might, be maintained by large flying-boats. Small fiyingfboats In squally conditions would bring risks which would not be justifiable. Large flying-boats could operate quite safely after tests had been made, he thought, but whether they would be justifiable would depend on an economic survey. Such a service could connect only the two points, since neither Christchurch nor Dunedin had water to take large craft, so that a landplane service would still remain necessary. The two services would then be in direct competition, but it was a matter which was being investigated by the National Airways Corporation.

‘‘Many of us feel that failure to develop Rongotai. so vitally placed as It is in the Dominion’s network, has perhaps hindered aerial development in New Zealand by making it impossible to order the right types of planes until this vital link can be developed to use them.”

He said they would ask that the commission should consider recommending a triangular flying-boat service between Sydney, Wellington and Auckland, Including also perhaps Melbourne.