THE New Zealand Herald AND DAILY SOUTHERN CROSS TUESDAY, OCTOBER 23, 1934 POINTS FROM THE AIR RACE

New Zealand Herald, Volume LXXI, Issue 21938, 23 October 1934, Page 8

THE New Zealand Herald AND DAILY SOUTHERN CROSS TUESDAY, OCTOBER 23, 1934 POINTS FROM THE AIR RACE

As the air race from Mildenhall to Melbourne enters its last phase for the leading contestants in the speed section, the prospect of a record performance becomes a virtual certainty. When the contest was first considered, various estimates were made oi: the time likely to be taken by the winning machine. It was chiefly in terms of the aircraft available that the event was then discussed, although the capabilities of probable pilots were not overlooked; a>nd doubt was expressed whether, in view of conditions expected to be prescribed, any machines could be produced equal to flying for long periods at a sustained pace of 200 miles an hour. It was recognised that, while relatively short burpts of speed in excess of that rate were quite feasible, the maintenance of it day after day was another question. However, precise trials supported the evidence of actual experience, going to prove that this question could be satisfactorily answered : some of the engines prepared for the event were run .at full throttle upon the test bench for periods equal to twice the time the race might occupy at so high a speed, and they stood the strain well. Given that speed, it was technically demonstrated that, with machines capable of enduring the hard ' driving demanded, Melbourne could be reached in three days even if a pilot spent 12 hours on the ground in the course of the journey. Confirmation of that finding seems likely to be ample. This mechanical factor., is not the only determining one, but it is fundamental, and as far as can now be told the race proves that rkpid commercial flight over this great distance is a reasonable expectation, The deduction is strengthened considerably by the performance of the new Douglas machine flown by Parmentier and Moll, for it has madq excellent progress, carrying seven persons and a freight of mail-matter, without being driven as yet at its maximum speed. When the mechanical factor is further examined, even with reference to engines only, it is encouraging to find that a variety of types is demonstrably capable of doing what is required. This enlarges the possibility of constructive development fully equal to the demands of fast commercial services. A further encouragement is provided by the proved serviceableness of the navigating and other instruments with which most of the competing aeroplanes have been specially equipped for this exacting journey. On the other hand, it has become evident that the use of retractable undercarriages—employed to reduce airresistance and therefore increase speed during flight—is beset by the risk of their failure to operate satisfactorily, and consequently by the risk of their importing a new danger when landing. However, this lesson of the race should lead to a perfecting of so promising a device. Of the general organisation of the event, the manifestly keen attention to ground facilities leaves no doubt of the advance being made in this crucial provision. More has yet to be done before the aerodromes on the route can be regarded as entirely suitable. The "control" landinggroundgi are adequate for ordinary aircraft, but some, particularly in the eastern portion of the route, are not all that is to be desired for the larger and speedier. Those at Allahabad and Singapore—looo yards by insufficiently large, and the former, with its telegraph poles on the north, its native village on the east and its trees dotted about on the other sides, requires particular | attention. The aerodrome at Darwin, smallest of all, measured only 600 .yards by 440 until it was enlarged for this race. This lesson will not be lost. Facilities for refuelling present an interesting point. As the great oil companies, sponsors of many record flights, have done little on this occasion, pilots have had to do much in organising their own petrol supplies ; the keenest of them have themselves installed special fuelling apparatus. The arrangements appear to have worked smoothly, but established enterprise will doubtless deal efficiently with this matter as commercial flight is developed. It is significant that so many of the prominent pilots in the race have already made a name for themselves in commercial flying. Scott, hitherto little interested in racing, has had long service as a business pilot. Parmentier, who has been close on Scott's heels,, has had responsible experience on the regu-

lar Dutch service between Holland a(nd Bq.tavia: the air-liner he is now flying is to go into that service after the race. Roscoe Turner and Pangborn, of the United States, while long schooled in racing technique, have undertaken some business contracts, and their machine is of transport type. The Mollisons have been devoting themselves to the commercial side of flying. So isit with others. Through these participants the race is closely related to future developments in this way; their comments on the commercial possibilities of the route should be not the least important outcome of it. At present, of course, the main interest is in the striving to excel in the contest, which has acquired a piquant international savour as the goal is approached. Attention is fastened on the 'planes, the engines, the control stations —and the pilots and their assistants, absorbed in their splendid rivalry. Already the contest has made history. By the time the last achieving competitor arrives at Flemington, material for an epic of the air will have abundantly accumulated. Then, as a fitting sequel, its implications for air transport, as a departure made by this enterprising age, will be given serious and profitable, heed.