WINGING THE TASMAN

Northern Advocate, 28 June 1935, Page 4

WINGING THE TASMAN

KINGSFORD SMITH’S PLANS

AUSTRALIA—NEW ZEALAND

ABOUT NINE HOURS

MELBOURNE, June 23

The establishment of an experimental weekly two-way air mail service between Australia and New Zealand is contemplated by Sir Charles Kingsford Smith, and it is expected that early consideration will be given by the Federal Ministry to plans which he submitted.

The proposals, which were made on behalf of the Trans-Tasman Air Service Development Co., Ltd., of which Sir Charles Kingsford Smith is governing director, suggest that the Federal Government bear 40 per cent, of the cost of establishing the experimental service, and that the New ZeaTand Government bear 60 per cent. The suggestion is that, with powerful machines, the Tasman could be covered in daylight in about nine hours.

It is proposed that the service should be established for three or six months, using either a four-engined Martin flying-boat or a Sikorsky fly-ing-boat, capable of carrying 35 passengers and 20001 b of mail matter, or a Douglas two-engined land aircraft, carrying mails only. Sir Charles Kingsford Smith estimates that the cost of a four-engined Martin ’plane similar to the clipper ship which has made successful longdistance sea flights from Ameiica, will cost £IOO,OOO, and that six months’ operating costs will amount to £15,000. A four-engined Sikorsky flying-boat would cost £79,568, with estimated operating costs fox s i x months amounting to £11.572. and a Douglas twin-engined land > ’plane £28,935, the estimated operating costs for six months being £SOOI.

The Sikorsky 5.42 is a flying-boat with four 700-h.p. engines, which has a flying range of 2000 miles at 160 miles per hour, when carrying *-0 passengers and 20001 bof mails. The Martin Clipper flying-boat's four engines are supercharged, giving each 800 horse-power. This boat could carry from 35 to 40 passengers and 20001 b of mail matter, while maintaining an average speed of 160 miles an hour.

Both machines are specially designed for high flying and develop their best horse-power at a height of about 6000 ft. The Martin Clipper can climb to 20,000 ft whilst carrying a full load. It is claimed that these machines would be able to climb above the ordinary storms encountered on the trans-Tasman flight. It is contended that there are no British machines available which would be suitable for this service, and that' the experimental flights should be made with American machines similar to those being used in the •flights from San Francisco to Honolulu. Six Months’ Test. What the proposers of this scheme emphasise in their suggestion to the Government is that experimental flights for six months would permit of valuable data ; being prepared on which there could be a five-years contract let by tender. It is emphasised that there is at present no aerial map of the Tasman, and absolutely no data as to the meteorological conditions existing at the higher altitudes over the Tasman. Six months’ experience would show whether it was possible to fly by means of radio beacon between Australia and New Zealand, or by a combination of radio beacon and compass.

At present, the object of Sir Charles Kingsford Smith and Captain P. G. Taylor is to get the Federal Government to take an active interest in a trans-Tasman aerial service and to invite the financial and active co-oper-ation of the New Zealand Government. They do not ask that they be employed to conduct tfie experimental service, but that the matter be arranged between the two Governments. As the plans provide for the use of flying-boats, to which Sir Charles Kingsford Smith was previously opposed, it is likely that the Cabinet will give it favourable consideration. The plans suggest that the Government should buy the machine selected. but Sir Charles Kingsford. Smith points out that after the expiration of the experimental period, it is implied that-the contractor for the permanent service shall take over the aircraft and other equipment.

It is proposed that, during the experimental stage. the time-table should be made sufficiently flexible to enable the operating company to determine the schedule most advantagebus to the public.