OTAGO AERO CLUB

Otago Daily Times, Issue 22068, 26 September 1933, Page 9

OTAGO AERO CLUB

ANNUAL MEETING SUCCESSFUL YEAR DISCLOSED. The annual meeting of the Otago Aero Club was held in the Somerset Lounge last evening. The president (Mr A. H. Allen) was in the chair, and there wag a fairly large attendance of club members and visitors. The chairman extended a welcome to the visitors and the members of the club, and said he was pleased to see a large contingent from Balclutha. He also welcomed the Mayor (the Rev. E. T. Cox), the president of the Dunedin Chamber of Commerce (Mr W. H. Brent), and representatives of the Otago Motor Club and importers and shippers of Dunedin. He felt, however, that there should have been a larger attendance of representatives of public bodies in Dunedin, as it was essential that those bodies should realise the great part aviation would ultimately play in the trade of the Dominion. Aviation was making enormous strides, and in a very few years would have an important bearing on the transport of passengers, mails, and even cargo throughout New Zealand, and even beyond, for he felt sure that the time was not far distant when they would be able to reach Australia within the daylight hours. At the moment, unfortunately, the public was not aware of the valuable work which waß being carried on by the club, but he was convinced that that work would in time receive the recognition it deserved. PRESIDENT'S ADDRESS.

Moving the adoption of the annual report and balance sheet, the chairman congratulated members upon the encouraging progress of the past year. In the very difficult times through which they were passing, it was hardly to be expected, he said, that such an expensive organisation as an aero club should make financial headway, and though that aspect of the year's operations was satisfactory under ruling conditions, the club's progress must be measured mainly by the amount of flying done and the results of the instruction given. The number of pupils offering themselves for training in comparison with other years was maintained not only at the Taieri Aerodrome, but also at Oamaru, Balclutha, and Central Otago, in which centres the club was now well established. One most promising feature for the club's future success was the increasing interest being displayed by flying members in the social activities of the club. The setting apart at North Taieri aerodrome of part of the hangar and altering it to provide a suitable clubhouse had resulted in a spirit of co-operation between pilots and club members, which was most gratifying to the executive; He was convinced that when once trade revived many young men who were at present unable to afford training fees would come forward in increasing numbers to receive their instruction in aviation. Even though this side of the club's activities was extended, it could not be expected to make much headway until the general public gave its backing with membership subscriptions and by making use of its aircraft for quick transportation from place to place. > One of the main objects of the executive was to develop air-mindedness in the citizens and to provide Otago with an air service commensurate with that offered in other districts in New Zealand, and indeed throughout the civilised world. He was sure the people of Otago, and Dunedin in particular, would deplore the fact, if as a result of no one undertaking the proper organisation of aviation in this province, they had neither air port nor training facilities for the development of aviation, and yet comparatively few had come forword to assist the executive in the advancement of this most modern means of travelling. Apart from valuable assistance given by the press and also by a few enthusiasts, the public had not yet awakened to the very real service the Otago Aero Club had rendered to the community. As an inducement for the formation of aero clubs and the training of pilots, the Government offered in 1929 to recognise nine official clubs in the Dominion and to give annually to each a subsidy of £25 per pupil up to 20 pupils securing their "A " licenses. With the deepening of the economic depression this was first reduced to £22 10s per pupil, and later the Government announced that this reduced amount would apply to only nine pupils, instead of 20 trained to "A" license standard in any one year. Though it was only to be expected that grants to aviation clubs would suffer from the official pruning knife, the effect had been to strain greatly the club's financial resources. As the club was carrying on a national duty the Government must be expected, as economic conditions improved, to give greater financial assistance, and in snpport of this claim he quoted what is being done by other Empire Governments. England.— (a) For each club-trained "A" or "B" pilot, £25; (b) for each renewal of "A" or ' B " license, £10; maximum grant on above basis, £1200; add 50 per cent, of above basis up to £3OO; —total possible subsidy to each club, £ISOO. Canada. — (a) Initial grant of two aeroplanes per club; (b) a grant each year for five years of one additional plane, provided that the club purchases one in addition; (c) for each pilot continuing training for commercial license, on obtaining same, 10s per flying hour; (d) for each club-trained pilot obtaining certificate, £25; (e) for each 25 pilots trained, one cabin machine in lieu of open model; no limit set to amount payable on above basis.

Australia (Sydney and Melbourne Clubs). — (a) Loan of Government machines and equipment (no limit 6tated); (b) free use of Government aerodromes, hangars, and equipment; (c) for each club-trained pilot, up to 50 per annum, £2O, which equals a maximum per annum of £1000; (d) for each pilot renewing license, up to SO per .annum, £lO, with a maximum of £800; which gave a total, in addition to planes, of £IBOO. The civil aviation vote for the year 1932-1933 in their respective countries were:—United Kingdom, £529,364; Australia, £129,750; South Africa, £129,649; African colonies and Sudan, £87,545; India, £71,515; Canada, £40,074; New Zealand. £4750. The aero clubs were the instruments of the Government for the development of civil and commercial aviation, and though the ultimate aim must be to make air transport a self-sup-porting service—free of the artificial respiration of subsidies, yet for some time to come the clubs could exist only if they were aided by subsidies. _ To-day they provided the most economical method of securing and training pupils for the defence of their country. Again, they were training an increasing number of jompe-

tent pilots whose services would be available in any part of New Zealand in times of national emergency, due to such as earthquakes or other causes which might dislocate the ordinary services of the Dominion.

One of the most gratifying aspects of aircraft development was that the manufacturers of Great Britain continue to lead the world in numbers and quality of light aircraft construction. Last year was not one in which there was any radical alteration in the design of civil aeroplanes, but considerable progress was made along already established lines. Some of the new types produced set new standards in comfort and speed, combined with economy in operation. With a view to eliminating to a minimum the risk of accident, multi-engined machines to carry up to four or six passengers in a cabin had been constructed, and a few cabin machines had already appeared in New Zealand. The increase in size, efficiency, and comfort of aircraft continued, and to illustrate this Mr Allen quoted Imperial Airways, which was really Britain's foremost aviation company. In 1924 its fleet comprised 17 aircraft of various types which Were mostly single-engined machines with a cruising speed of about 80 miles per hour. They now had a fleet of 41 larger and more efficient craft. In addition to other competing companies, Imperial Airways alone have three services daily on the London-Paris route (225 miles), which took two hours and aquarter either way. The number of passengers carried by this company alone on the London-Paris route for the six months ended June SO last was 24,354 —an increase of less than 38 per cent, over the corresponding period of 1932. Imperial Airways and other companies conducted services all over Europe, and it was now possible to reach such cities as Oslo or Vienna within about 10 hours, or by flying at night goods despatched from London in the evening may be delivered at Moscow the following morning. Within quite recent times few people flew, and then in uncomfortable aircraft and at high cost —they were looked upon by their friends as heroes. To-day, especially between the densely-populated ecntres of the world, air travelling was becoming nearly as general as by 6teamer or train. FaTes were being reduced, and are now comparable with the charges for surface travelling, but air travelling saved days of travelling and attendant expenses. Compared with rail and sea travelling, air transport required very little capital for land and buildings. To demonstrate the safety of air travel, Mr Allen quoted Imperial Airways' statement that their craft had now flown considerably over 10,000,000 miles, during which only five accidents involved injury to passengers. During 1932 British commercial aviation companies made 11,468 flights. covering 2.090,000 aircraft miles and carried 56,683 passengers. In other companies flying for hire 97,998 flights were made with a mileage fo 1,029,000 miles and carried 389,280 passengers. It was estimated by the British Air Ministry that from 1919 to 1932 the miles flown throughout the world total 90,372,000. These figures proved the relative immunity of serious accidents from .air travel as compared with the various forms of surface travel. The principal requirements for the transportation of his Majesty's mail were speed and regularity. He felt convinced that the day was not far distant, when their mails would be delivered daily by air in the main centres between Invercargill and Auckland, and at a cost little in excess of present-day rates. Though his remarks had reference to civil and commercial aviation only, equal if not greater development was being achieved in aircraft for military p'urposes. Though one did not care to dwell upon the wonderful development in these instruments of destruction, it was perfectly obvious to thoughtful people that armoured aircraft would provide New Zealand's quickest and most powerful means of defence should necessity unhappily arise. One might well pause and ask where did the remarkable progress in aviation of the past few years lead. It was sincerely to be hoped that it would become a boon to mankind by promoting international trade and goodwill. It offered opportunities for personal touch without much loss of time, and 6uch contacts could do much in liquidating misunderstandings and in developing business relationship. The depressed state of world trade was largely due to the spirit of nationalism which had developed during the past decade. It seemed utterly absurd that the nations should continue to shut themselves off from one another at a time when international co-opera-tion was so necessary for the world's ■ recovery. Aviation was certainly making I the world smaller, and would, he hoped, l prove to be a powerful factor in drawing | the nations closer together. I

Seconding the motion Mr H. L. Paterson said that rarely had they had the privilege of hearing such a comprehensive survey of aviation as that contained in the president's address, and it emphasised the absolute necessity for each man and woman in the country taking an active interest in this method of transport, in which, unfortunately, the Dominion was somewhat behind the times. For the benefit of the visitors he pointed out that the passenger fees collected by the club during 1931 amounted to £1390, in 1932 £1358, and in 1933 to £1798, the latter figure indicating the greatly-in-creased interest which had been taken in flying during the past year. Every other country wae advancing i*apidly in the sphere of aviation, for both commercial and defensive purposes. As far as the latter side of aviation was concerned the Dominion was hopelessly backward, and the soouer the public and the Government of the country realised this the better. He also pointed out that in no other country was the training for defence done at the expense of the trainee, as was the case with regard to those in training for their pilot's certificates, for the paltry £2O subsidised by the Government was by no means sufficient to cover the cost of training. The club had 54 flying and

88 associate members which, invieW of the fact that the population of Dunedm and the surrounding districts amounted to approximately 88,000, showed that i little interest was being taken by the public in the club's task of instilling the air sense into the people of the district. The club's three machines had flown a total of 2853 hours without any mishap of a serious nature, and two of the. club members, D. Campbell and R. R. Hudson, had gained their commissions in the New Zealand Air Force, while their pilot instructor, Flight-lieutenant Olson, had gained his promotion early in the year. The speaker expressed the hope that the visitors present at that meeting would go away seized with the importance of the work the Aero Club was doing, for it was essential.that the club should have active support if it were to carry out ita duties efficiently. Speaking to the report, Mr W. D. Taylor congratulated the president on his informative address, and said he was particularly struck by his plea for a more generous grant from the Government. The maximum grant of £202 10 s to each club made one think that either the New Zealand Government was. parsimonious, or that the British Government, which granted a maximum of £ISOO, and the Australian Government which granted £IBOO. were over generous, but he was inclined to think that the former suggestion was the correct one, and that the New Zealand Government could with benefit increase its grant. With reference to the question of the safety of flying, the club had a record of which it could justly be proud, reflecting credit on the care and ability of the pilots and the tuition of Flight-lieutenants Olson and Parker. Accounts of record-breaking flights, some of which were attended with mishaps, were frequently read, but they were inclined to forget the many regular air services which were running in various parts of the world every day in the year. Mr S. G. Scoular spoke of the defensive aspect of aviation, and said that one thing which the club could appreciate was that its aerodrome was situated near one of the three artillery ranges in the country, and he thought that it would be un advantage if arrangements could be made for the club's machines to participate in the five battery "shoots" conducted each year, a scheme which would possibly have the effect of bringing the Government to a realisation of the importance of aviation in the country's defence. The Mayor also spoke briefly, and urged the club to strengthen itself by means of increased membership, a similar sentiment being expressed by other speakers, who included Messrs W. H. Brent, 8.Wood, P. W. Breen, A. J. Gordon, and J. L. M'lndoe. ELECTION OF OFFICERS. The following office-bearers were elected for the ensuing year:—President, Mr H. L. Pater son; vice-president, Mr I. Penrose; executive —Messrs W. D. Taylor, R. Hudson, A. Hudson, S. P. Cameron, and M. Smith; hon. auditor, Mr J. A. Robinson. GENERAL. The chairman referred to the tragic mishap which had occurred at Blenheim the day before, and at the same time pointed out that had it not been for the sound training provided by the Blenheim Aero Club, which was one of the nine official clubs in the Dominion, the pilot would probably have been unable to reach land at all. —It was decided to send a letter of sympathy to the Blenheim Aero Club. Votes of thanks to the retiring officebearers concluded the meeting.