TRANS-TASMAN FLIGHT

Hawera Star, Volume XLVII, 23 December 1927, Page 5

TRANS-TASMAN FLIGHT

Whoa the good ship Maunganui steamed out. from Wellington wharf on Friday, December 9, she carried with her two passengers who had not booked a return ticket —Lieut.'J. R. Moncrieff, Wellington, and Captain G. Hood, Masterton, aviators on the reserve of the New Zealand Air Force. These two voting men wore quietly leading the countrv with the gallant.intention of coming back to New Zealand, across the Tasman by air. Few people on the wharf and less on the crowded ship had any inkling of the great venture but those that were in the confidence of the aviators were fervent in their leave-taking. Lieut. Moncrieff, the leader of the expedition, looked as happy as a schoolboy off for a holiday, as he clung to streamers connecting him with his friends on shore. Amongst those who gaily _ waved him farewell was hi s young wife. Captain Hood, who from long war experience, is of quieter mould, looked over the Mhunganui railing with graver expressions, a smile now and Then breaking out as he caught the last look of a friend ashore and grasped his streamers. Captain I. L. Kight, who was prominently associated with the scheme and who had hoped to personally participate in the flight, was also aboard with the object of. seeing the completion of the scheme in Australia. . Prior to leaving, the aviators were quietly farewelled outside Parliament Buildings by the Hon. J. G. Coates, a cinematograph

picture being taken of the scene. Major Wilkes, Director of Air Service, took leave of tlie men at the boat. The scheme to fly the Tasman has been privately financed in New Zealand and every care has been taken to secure success in the venture. THE AVIATOES. Liopt. John Robert (“Scotty”) Aloncrieff is well known to the motoring public as second in command of the A.B.C. garage workshop. He was born at Lerwick, Shetland Tsles, in ISShS, and is therefore 20 years of age. lie was educated at Leith Academy, Scotland, and at the age of 16 came to New Zealand. Being of a mechanical bent, he was apprenticed as a motor engineer, and enlisted in December, 1017, and took a special flying course ac the Wi.gram Aerodrome, Christchurch. Proceeding to England for further instruction, he qualified for his wings just before the armistice. He was asked to stay in England for a special course for twelve months, which he accepted, and returned to New Zealand in 1020. He has since been a member of the New Zealand Air Force and has annually taken his refresher course.

Captain George Hood is the son of one of the early pioneers of the Wairarapa, Air. F. Hood, and was born in Aiasterton, where he was educated. He is 35 years of age. Captain Hood as a young man took a warm interest in athletics, and he lias always been a keen, rifle shot, having for many years won a place in the Ring's Fifty- at the Xew Zealand Rifle Association’s meetHe is a member of the Opnhi Rifle Club. At the outbreak of war, Captain Hood enlisted in the New Zea. land Expeditionary Force, Alain Body, (riving up his farming interests. He saw service in Gallipoli and also in France, and towards the end of the war he transferred to the Royal I'lying Corps. He had the misfortune to meet with an accident while flying in England,, but he maintained a keen interest in aviation and took every opportunity to develop his powers as an airman on his return to New Zealand. He lias taken a refresher course each year at Soekburn, and he was pr<~ ‘ to volunteer as a pilot, when tun opportunity’ of the Tasman flight offered. Captain I. L. Right is a well-known barrister and solicitor practising in Dannovirkc. He was associated with the Royal Air Force during the war, and on his return to New Zealand ho maintained a keen interest in aviation, taking a refresher course each T year. The flight of the Tasrnan strongly appealed to him, and lie threw himself into the scheme with energy.

A NEW ZEALAND VENTURE MEN AND MACHINE IN SYDNEY WELL-KEPT SECRET REVEALED

Two New Zealand airmen and a ’plane purchased with New Zealand money are now in Sydney ready to hop off on the long and perilous journey across the Tasman Sea to Wellington. This flight mattes an appeal to the sporting instincts of New Zealanders —and of Australians —equal to anything which has been done in the world of aviation, not excepting the wonderful feats of Sir Boss and Sii Keith Smith, Sir Alan Cobham and Colonel Lindbergh. Taking off from Sydney, the New Zealanders, in their appropriately named machine, Ao-Tea-Roa, will attempt something no man has attempted before —the crossing of the Tasman Sea by aircraft, a journey of over fourteen hundred miles —only five hundred miles short of the distance traversed in the course of the trans-Atlantic flight which earned for Lindbergh the whole-hearted admiration of the world. It has been long recognised that the Tasman presents difficulties to the would-be trans-oceanic flier at least equal to any offered by the Atlantic, not the least being the more remote possibility of beingpicked up by shipping in the event of the machine being forced down. However, New Zealanders have been found willing to risk their lives and New Zealand money has been offered to back their enterprise, courage and skill. There will be no monetary prize for the aviators and there will be no means of the backers recouping themselves for their outlay. This is a genuine attempt to conquer the Tasman Sea. by aircraft, undertaken by New Zealanders for the honour and glory of their own Dominion. (Copyright.)

GENESIS OF THE SCHEME. The aviators long desired to do the flight in the hopes that it would awaken interest.

Their desire to accomplish the flight was undoubtedly partly caused by the lnr e of adventure inherent in any Britisher and the call of the unknown which makes men explore that, territorv in which no man has travelled before. The distance and the storminess of the crossing of the Tasman Sea, and the appeal to the imagination of being the first to conquer it by travel in that medium —air —the only one of the three, land, air, and water, in which man is unable to progress or support himself without mechanical aid, combined with the national importance of the undertaking, proved an irresistible attraction. They felt that New Zealand as a whole did not realise the necessity of adequate air defence to protect and co-operate with our naval and land forces, and so increase by many hundred per cent, the efficiency of defence.

Having been on active service and once scon war, they are both strong pacifists, but believe that no person or country can hope for peace unless capable of self defence and making the cost of attack so high to the enemy that, he looks for easier prey.

The real inducement to these men to make this flight is that this country may be made safe from attack by encouraging New Zealanders to take such measures in the air that no enemy will consider it worth the cost to face our hornets’ stings. THE COMMERCIAL POSSIBILITIES The flignt is the last long Imperial flight to any Dominion of ours, and is the last and most difficult lap in the flight from the Empire capital to Wellington; in fact, aviators have stated they would rather fly twice from England to Australia than from Australia here. It is nearly four times longer over sea than any other crossing on the London-New Zealand route, and is one of the stormiest oceans in the world — only 500 miles shorter than the Atlantic, but. without its quantity of ship, ping in- the event of a forced landing.

The aviators feel that after the flight is accomplished this country will realise the safety of air transport, and that such transport will be of immense benefit to the outlying places of New Zealand.

The benefit to commercial life if it is developed will be enormous —for example, overseas mails now landing in Auckland in the morning take 48 hours before reaching Christchurch, but oy air would be achieved in seven hours. In the United States of America one air mail (and there are many) runs regularly from San Francisco to New York in 3(> hours (saving many days by train), and some New Zealand merchants avail themselves of it for their London correspondence.

The safety of the European passenger services spread out like a network

all over the continent are safer than the railways, and the greater proportion of bullion and other valuables are sent from London to the Continent, by

New Zealand has not realised the rapidity, safety, benefit, and economy or air transportation, and if this flight cnuses it to do so, it will have more than served its purpose—as Kipling savs; “Transportation is civilisation. FINANCIAL BACKING. Lieut. Aloncrieff aroused the interest at his uncle, Air. J. AlcCrorie, of Dunedin, who agreed to assist materially in financially backing the scheme, provided the additional money required could be raised in New Zealand. Lieut. Aloncrieff, with this financial foundation to work on, visited Dannevirke and put his proposal to Captain Right, who agreed to partner Lieut. Aloncrieff

in the venture, and to cooperate hi raising the capital. Air. A. AlcNicol,

managing editor of the Dannevirke • ‘ Evening News.’’ and .Mr. It. ,T. MacDonald, a well-known Dannevirke sheep farmer, were taken into the confidence of the aviators, and it was agreed that the first flight of the Tasman by New Zealanders was a feat worth accomplishing. The first thing was to raise the money.

Captain Kight, immediately on committing himself to the project, cabled to the Ryan Air Line, TT.'S.A., for a quotation for an aeroplane with engine power similar to the one in which Lindbergh flew the Atlantic. It was decided that that type of machine, reduced considerably in size and fitted for pilot and navigator, was tne only one capable of the flight, for which the necessary finance could be raised in the time available. Various schemes for a Tasman flight were mooted in Australia, and with the possibility of an American flight at any moment, it was felt that prompt action would have to be taken it' New Zealanders were to be first over. A scheme for the collection of the necessary money was mapped out, and while the promoters met with dis-

appointments, a most generous response was made by public-spirited citizens. More than once it was thought that the scheme would have to be abandoned. but the list of promised subscriptions steadily grew until finally the promoters felt they were justified in committing the backers to a machine. Captain G. Hood came into the scheme at a later date, and was generously supported by the Wairarapa. The Hon. J. G. Coates, Prime Minister, while net committing the Government to a grant, proved sympathetic to the scheme and promised legitimate assistance. He stated that he would try to arrange for the New Zealand squadron of the Royal Navy to be exercising 150 miles from the coast of New Zealand at the time of the flight, as that, and the first 150 miles, would probably be the most dangerous portions, and, further, that it would be desirable, if it could be arranged, for the Australian Navy to patrol the first portion.

A SET-BACK. The Prime Alinister was interviewed by Air. A. AlcNicol and Captain Kight and Lieut. Aloncrieff on Saturday morning, September 10. Sufficient money was now in hand to warrant, the trustees in lodging £IOOO deposit on the machine, subject to certain conditions being fulfilled by the Ryan Air Business arrangements were carried out in Wellington through Mac. Mahon Alotor Supplies, Ltd., which negotiated. through their American buyer, Mr. G. L. Roberts. Captain Right and Air. AlcNicol returned to Dannovirkc, and arrangements were made to open a. bank account and lodge the deposit on Tuesday, September 13. On Aloud ay, September 12, a Press Association message from Auckland was published, stating that Lieut. K. At. Frewen load been prevented from an attempt to fly from Hobart to the Bluff, because it was understood that, the Australian aviation authorities refused to allow any flight except hi a seaplane. Those responsible for the New Zealand venture were keeping a close eye m Australian newspapers, and following the Auckland • Press wire a copy •>f the Alclbourne “Argus” to hand by the mail contained the following: “Action to prevent attempts at long overseas flights in machines which are not suitable for the purpose will be taken immediately by the Federal Alhi. istrv. The tragedies which have occurred in other parts of the world have been considered by the Alinistrv, and it has been decided that in future no

aircraft, except seaplanes, flying boats, or amphibians, will be allowed to be used in flights over a longer distance than 150 miles in a direct line from coast to coast.

The announcement placed the trustees of the New Zealand fund in a quandary, as they could not take the responsibility of risking the subscribers’ money in a machine that might be held up in Australia. The Rt. Hon. .T. G. Coates was immediately communicated with and asked to cable the Australian Government inquiring whether the prohibition would apply to New Zealanders who desired to hop-off from Sydnov by aeroplane. Tt was expected that a reply would be received within a day, but at the end of a week no word had been received from Australia. This loss of time was tantalising, as it not onlv suspended all business negotiations, but every day lost jeopardised the chance of shipping the machine on a certain boat. The trustees and the aviators had many anxious consultations, and seriously considered reversing (heir scheme by starting from Now Zealand and landing in Australia. At the end of a week Mr. Coates again cabled the Australian Government, and, of ter a lapse of ten days from the dispatch of his original, the following reply was received from the lit. Hon.' Stanley Bruce:

“Reference your cablegram 12tli inst.: My Government does not prohibit flight of Australian airmen between the Commonwealth and New Zealand, but every effort is made to discourage the attempt unless the aircraft is of seaplane, flying-boat, or amphibian type. Every courtesy would be extended to licensed Dominion pilots who are prepared to fly between Australia and New Zealand in aircraft authorised by your Government.

On receipt of this advice the trustees considered they were justified in completin'-- thejir business arrangements. iVilonov was rapidly called up from subscribers, cables flashed to America on,! back, and finally the deal was clinched with the payment of a deposit •of £IOOO.

Prior to committing themselves, the trustees consulted Major Wilkes, Director of Air Services for New Zealand, who stated that the proposed machine was excellently suited for the flight) •Mid to show his confidence in it he said he would himself be prepared to accompany the aviators if there was room for a passenger. THE AO-TEA-ROA. At one critical stage of the proceedings Lieut. Moncrieff was summoned from Wellington for a business consultation in Dannevirke with Capt. Kight and Messrs. McNicol and MacDonald. Various important business details were discussed, and as the little party was dispersing Captain Kight remarked: •‘There is one thing we must not forget. The ’plane must have a name. What shall we call , her?” Nobody seemed quite to know, until one of the quartet had an inspiration. He said: “What about Ao-Tea-Eoa —the Long White Cloud?” That settled it. A cable was dispatched to San Diego to have this name painted on the machine.

The meteorological data obtained on the trip’ should be of immense value to any commercial enterprise, which may in future run a regular service from Australia to New Zealand, and Group Cautain Fellowes. when visiting New Zealand in connection with the proposed Duperial air ship service, heartily endorsed the project.

It is proposed by the aviators to land in Wellington—Trentham. Arrangements have to be made for the landing and the Air Board will no doubt assist.

LINDBERGH’S TESTIMONY | ACCEPTED. [ The jirejudice of the Australian authorities against the use of aeroplanes for the trans-Tasman flight is actuated by the best of motives, but it is open to question. Seaplanes may afford a greater margin of safety if it is necessary to come down on the ocean, but both Captain Kight and Lieut. Aloncrieff hold strongly that they stand a greater chance of successfully accomplishing the Tasman flight with an aeroplane of the, type they have selected. Colonel A. C. Lindbergh, in describing his great effort said: — “There’s one thing I wish to get straight about this flight. They call me ‘Lucky,’ but luck isn’t enough. As a-matter of fact, I had what 1 regiliged and still regard as the best existing ’plane to make the flight from New York to Paris. I had what I regard as the best engine, and 1 was equipped with what were in the circumstances the best possible instruments for making such efforts.” Captain Lindberg flew in a similar but larger machine from New York to Paris. It cannot but be admitted that Hie was safer in his aeroplane than in any machine of amphibian type. He carried 451 gallons af gasoline and 20 gallons of oil, which gave his ship the greatest cruising radius of any ’plane of its type. The distance across the Tasman is estimated at 1430, land miles, and for this flight the Ad-Tea-It o a carries two aviators and 800 gallons of gasoline. The promoters are banking the success of the flight on the Wright Whirlwind J.SE engine, which carried Lindbergh safety over the Atlantic and was used by Chamberlain and Byrd. It is recognised to be 'one of the best aircooled motors in the world —a 200 h.p. motor

which develops about 226 h.p. under most favourable conditions, with wideopen throttle. SPECIFICATIONS OF MACHINE. •General specifications of the Model J.SC Whirlwind engines are as follows: — g Ol . 0 4.5 inches Stroke .. 5.5 inches Displacement cubic inches Compression ratio 5.2.1 Guaranteed h.p. (sea level) 200 at 1800 r,p,m. Weight, dry 5081bs (average) Length over all (ex-starter) .... 34ins Diameter over all 4oins Fuel consumption at 200 h.p., not more than .COlbs per h.p. per hour. Gil consumption at 200 h.p., not more than ,0251bs per h.p. per hr. The endurance tests on. the Model Wright J.SC engine have been exceptionally severe. Three 54 hour endurance tests have been successfully run on this engine, and they indicate extreme durability and strength.

The 'plane itself is neat in appearance and shows very careful aerodynamical study. Controlling areas are of ample size and efficient section and contour. The stabiliser is adjustable. Rubber rafts are part of the equipment, in case of accident at sea. The machine Yg equipped with an earth-inductor compass, which consists of three major units—a generator, a controller, and an indicator. The outstanding feature of the earth inductor compass is the dis-association of the magnetic element from the indicating element. Instead of using magnetic needles, the direction responsive element of the earth indicator compass is an electric generator, tue same in principle as an electric dynamo,. except that no artificial field is used, the earth’s flux serving for a field. The output of such a generator is dependent upon the angular relation between its brushes and the earth's flux. With such a generator the problem of stability becomes relatively simple, as the revolving armature, acting as a gyroscope, actually resists motions tending to disturb its stability.

THE BACKERS OF THE FLIGHT.

Tlie financial backers of this sporting attempt to bring honour and fame to the Dominion are: —

Dunedin: J. Mc-Crorie. Dannevirke District: Dannevirke Publishing Co.. Ltd. (Evening News), Frank Armstrong, R. J. MacDonald, V. E. Sanders, Erie lvnight, I. L. Kio-ht, P. V. Smith, H. T. James, Ford Franklin, A. Eainsden, 'C. F. Barker, Xorval Speedy, F. D. Herrick, 11. W. Giesen. Wellington: : It. G. Anderson, Blundell Bros., Ltd. (Evening Post), H. Kember, P. Griffen, J. Maxwell, W. Perry, W. 11. 'S. Moorehouse, Dr. Gilmer, Sir Joseph Ward, M.P., Foster Brown, J. G. Crawford, Albert Wylie, Dr. McEvedy, A. 11. Hollis. Eric Riddifard. J. R. McKenzie, Thos. Dwan, 11. Nathan, Dr. 11. J. McLean. Wairarapa: Albert McDonald, D. K. Lo"an, ill. Morrison, .1. Jamieson, O. A "Bunny, J. M. James, N. B. Maunsell, Wm'. Perry and Son, D. J. Cameron, Came Bidwell, J. W. Falloon, S. I{. Gawith, Donald James, Geo. Shaw, L. B. Maun sell, Peter McLaren, F. G. Maunsell, W. and A. Cameron. 1 Christchurch: G. E. Rhodes, R. E. I McDougall, Geo. Humphries, Waleot ! Wood, Barlow Bros., J. A. Redpath and Sons, Ltd., Thos. Chapman, J. S. Barrett. South Canterbury: T. D. Burnett, M. Invercargill: Southland News Coy., Ltd. „ Wanganui: G. F. Moore, G. M. Cnri ie. New Plvmouth: W. Weston. Auckland: W. C. Leys, “.Supporter.” Napier: Sir E. D. D. McLean. (Hastings: 11. M. Campbell, M.P. Fcilding: R. L. Gcvein. Blenheim: Marlborough “Express.”