BRITISH AVIATION

Otago Daily Times, Issue 22198, 27 February 1934, Page 12

BRITISH AVIATION

~.'A REVIEW OF 1933 GREAT ACHIEVEMENTS. . (From Our Own Correspondent.) LONDON, December 29. Aviation's most critical year is ending. The past 12. months have seen the aeroplane caught up in the meshes of political controversy. 111-informed, but' vocal, critics have clamoured for the imprisonment of the new vehicle in chains of control and restriction not suggested for any other means of transport or any other weapon of war. . Never has fear of something new given rise to more astonishing misrepresentation. Military aeroplanes have been branded, quite unjustly, as iar the most barbarous weapon yet, invented by man; the men who fly them—and. who' must not reply to criticism or abusehave heard apparently sane people style them assassins and child murderers. The demand for the abolition of military and naval aviation led inevitably to the realisation that such action needed rigid international control of civil flying os its essential corollary. There was even talk of a quota of private aeroplanes for every country. Examined closely, every scheme put forward for international control is seen to be absurdly impracticable. But the result of all of the talk and the demonstrations is an 1, apparent set-back to the forward march of the flying machine, which is certain nevertheless to become the supreme. vehicle of world transport within the next two decades British aviation has made marked progress_ during the year, in spite of v the political and economic disturbances. TheEmpire air routes, extended eastwards now as far as Singapore, have set hew traffic records. In Great Britain itself, no fewer than 11 routes were regularly operated during the summer season—a significant development in a country whore relatively small distances, a highly efficient network of railways and a proverbially undependable climate were supposed formerly to be well-nigh insuperable barriers to air transport. A few of these line's, none of which is supported by Government subsidy, are continuing to run all through the winter, and' next spring is expected to see at least 20 routes in regular working. FIRST OVER EVEREST.

There are many magnificent flights to record. The most spectacular achievement of the year, and one of the greatest feats in the history of aviation, was the flight made by two British aeroplanes over Everest, the world's highest mountain, and Kanchenjunga, the summit of which is less than 1000 feet below the peak of Everest. While the pilots steered their machines through the mighty winds that make their home on Everest; over mountains and stupendous rocky valleys where a forced landing would mean disaster, their observers took permanent record with their "still" and kine-cameras of the face of the great hills. On the results are based the first accurate maps of the region!

The splendour of the Everest flights impressed the world. Not even the world's greatest mountain range .could any longer be counted an insuperable barrier to the flying machine. The last stronghold of earth "against the aeroplane had been overcome. And the flights were made, not in stripped record-break-ing craft, but in aeroplanes carrying heavy loads of fuel and equipment as well as a crew of two. Incidentally, in trial flights before leaving England one of the machines ascended to a height of more than 35,000 feet, which is higher than any other aeroplane carrying more than one occupant has yet climbed. Two Royal Air Force officers, Squadronleader O. It. Gayford, and Flight-lieuten-ant G. E. Nicholetts, flew non-stop on one fuel load from Cranwell. Lincolnshire, to Walvis Bay—a "straight line" distance of 5309 miles. Their aeroplane was a special long-range monoplane, powered with a standard British motor ,tliat was tuned for exceptionally economical running. Included in the equipment of the machine was a "robot" pilot; for more than 30 hours of the 57 i hours that the journey lasted " Iron Mike" carried the burden of maintaining an accurate course. Later in the year the distance—then a world record —was surpassed in a fine flight by two French pilots; without minimising the extent of their achievement it is permissible to state that both aeroplane and engine engaged in the British flight were designed several years ago, and were not representative of the latest practice. . •

TRANSATLANTIC FLIGHTS. Mr and Mrs Mollison have again loomed large in the public eye. Early, in the year Mr Mollison made, a quick and spectacular flight from England to . Buenos Aires, incidentally surpassing in elapsed time all earlier flights between Europe and South America and compassing, the first solo westward crossing of the South Atlantic Ocean. His machine -W-as a light cabin monoplane exactly similar to that in which theUate Squadron-leader H. J. L. Hinkler hail accomplished the first eastward crossing, in the winter of 1931. In July the Mollisons set out together in a twin-engined, biplane from Pendine, South Wales.-to fly the North Atlantic. The flight ended at Bridgport, Connecticut, 39 hours after the start; the mischance landing in darkness, caused by lack of knowledge of the local conditions at Bridgport, has not obscured a real feat of aerial navigation in extremely bad weather. Thick clouds and rain obscured sky and sea for 19 of the 22 hours they spent over the ocean. Head winds of unexpected strength delayed them, and over the eastern United States they ran into thjck fog. It is a tribute to their skill and determination and the efficiency of modern navigational instruments that they ultimately made landfall on the North American continent only a very 1 few miles from the intended point. v AUSTRALIA IN A WEEK. The England-Australia record was broken twice in quick succession, first by Air-commodore Sir Charles Kingsford Smith, who flew alone in a fast light cabin plane, and then by Mr .Charles Ulm and two companions in a three-engined transport monoplanes Elapsed time for the record journey between the two countries now stands at 6 days 18 hours; 14 years ago .the brothers Ross and Keith Smith took 28 days,for the pioneer flight along the route. ~ . Royal Air Force formation cruises in Europe, Asia, and Africa went through with their traditional precision and luck of fuss. The British Service flyers made long journeys in eastern waters, including a cruise from Singapore along the coast of Borneo as far as Sandakan. British flying, boats visited the Baltic .countries. In Africa the routine flights across the continent from north to south and from east to west proved again the utter trustworthiness of the aeroplanes employed and the high standard of skill and training of officers and men. Totalling more than 12,000 miles, this year's cruise by three large troop-carrying biplanes between Egypt and We6t Africa is the longest formation flight yet made by British aircraft in Africa. The Royal Air Force maintained law and order over more than 1,000,000 square miles of territory. Where, before the coming of the warplanc, the turbulent tribesman was a constant, menace to his neighbours, peace now reigns. Drastic measures by these twentieth-century . air "policemen" are rarely 1 necessary. Over and over again in the past 12 months the peace has been kept by dropping a single letter of advice and admonition from an aeroplane sent from headquarters hundreds of miles away. Where punitive action was required, as on the northwest frontier of India some months ago, the Royal Air Force played a preponderating part in preventing the spread of trouble, and at trivial cost in life and treasure. R.A.F. FLIES 40,000,000 MILES. At home, and in their routine flying over three continents, the service maintained a fine record of hours flown.' The ratio of hours flown to fatal accidents was higher than in any previous year. The air staff set their faces against publication of service flying statistics; I am able

to. state only that. Royal Air Force aeroplanes have flown mqrp than* 40,000,000 miles this year. Once again the annual, air exercises, engaging more than 300 aeroplanes and 1 5400 men, went through' without serious accident, in spite of bad weather and much night flying. In the four.years 1930, 1931, 1932, and 1933, the aeroplanes employed in these mimic wars have flown no fewer than 10,318 hours. Not a machine has been badly wrecked, nor one man seriously injured. _ ■ ' \ . ■ , The chief happening in service flying at home was the first combined exercise of aeroplanes and warships, held in the North Sea in September. Conditions governing the manoeuvres were inevitably artificial to a certain extent, but navy and air force men alike were profoundly impressed with the capacity of .the flying machine in defence of coastal stations and in naval battle. The accuracy "of the especially in the new and spectacular diving-bombing methods, came as a revelation to those observers who were unaware of the tremendous advances made in British bombing technique within the past two years. '.'■■ .','; SECOND TRADE DISPLAY. The chief trade event of the year was the second flying display organised at Hendbn aerodrome by the Society of British Aircraft Constructors. Forty-six civil and military aeroplanes, comprising 44. different types, were assembled for inspection and flying demonstration. Nearly 1500 guests of the society, representing aviation in more than 60 countries, were present.. In a large hangar alongside the flying_ field, 35 firms staged ,an impressive " static " exhibition of engines, materials, and accessory equipment. The success of the second display, even greater than that of the first display in 1932, has sufficiently justified the enterprise, which is likely to remain for some time to come the chief trade event of the year. (Already plans are going forward for the organisation of a similar display and exhibition in 1934. Export trade has been hampered by the international political situation and by ill-considered governmental action which, at one time, threatened to prevent the export of any kind of flying machine to the Far East, even of the smallest and most innocuous light plane. Fortunately, the action was reversed, though not in time to prevent foreign manufacturers from securing important contracts- in the enforced absence of British competition. ■ The British industry had, further, to meet the competition of foreign contructors who were backed,by their governments in every kind of way. Nevertheless, the British lead in the aircraft export markets of the world has been shaken only, and not lost; September,. October, and November have each recorded heavy increases in British aircraft exports over the corresponding months of last year, and one month alone —October—was aircraft material worth nearly a quarter of a £1,000.000 sterling leave this country for abroad. And the prospects of export business are now steadily brightening. WORLD'S FASTEST FIGHTER. The number of new flying machines and aero engines which made first appearances during 1933 pays tribute to the vitality of the British industry. Some 25 new civil and military aeroplanes ranged in sisee from large multi-engined airliners and troop-carriers to small light craft. New night bombers, after a pause of several yearß, were added to the equipment of the Royal Air Force. New single-seater fighters passed through final trials; among them was the world's fastest military aircraft, a modified version of the standard " interceptor" fighter in the Home Defence Force, which attained a level speed, with full load on board, of

more than 250 miles 'an : Lour. A new single-engined amphibian -stirred ■ the admiration of skilled observers. 'For, the .first time, a flying boat equipped quick-firing gun was commissioned by .the R.A.F. New "general purpose",machines replaced obsolescent equipment. . -Among the new civil aerpplanesVwere high-speed mail carriers, large and:more efficient planes for the transport of passengers and goods and interesting'light; aircraft capable of high speed and long range. Retractile undercarriages were embodied in the designs 'of several ( of these new., machines; disadvantages of this system, which-has the important ..merit of considerably, lessening " drag", or air .resistance, are now thought to be overcome and "wheels that, lift "are likely to.form part of the make-up 6f;many types of British aeroplane in the future. But not all of the advance of the past 12 months has gone to the attainment of higher speeds; in design of aeroplanes that carry bigger pay-loads on less expenditure of power and ..that are more comfortable and-simpler to. fly the British, industry has gone ahead. . ■ , Important new engines have emerged from the secrecy of the laboratory and the test bench. They include the most powerful-compression-ignition (heavy oil) air-cooled motor yet flown in the world —a radial unit developing up to 400-h.p., the first successful ; sleeve-valved aero,engine, which has delivered on test more powerful with less consumption of fuel and oil than any comparable engine of orthodox design, and the latest version of the novel " H "-shaped unit, which is also notable for low fuel consumption and high power output. Recently, knbwledge has' accrued of the problems 6f cooling aero engines by steam which is also likely to exert a profound influence on future air craft design.- , . One British unit, an air-cooled 130 h.p. x unit, set au unofficial but noteworthy world record. It is the first aero engine in the world guaranteed to run .750 hours between overhauls, with.no intermediate attention other than > routine inspection and the adjustment and cleansing of components such as sparking, plugs and oil and fuel filters. More powerful British engines are equally outstanding in" this vital respect, indicating unrivalled dependability in service. Air-cooled motors employed on,the Empire airways are run regularly up to more than 600 hours between overhauls; in the Royal Air Force comparable periods are usual before over-> hauls are considered necessary, '.j ~: Fresh strides were made in the technique of building aeroplanes of rustless steel. For the first time machines built in this metal were ordered for the equipment of the Fleet Air Arm. Light; alloys appeared in new and better forms. Automatic wing-slots-extended their-king-; doni; to-day they are fitted to more than 80 per cent, of all of the aeroplanes bathe Royal Air Force fleet, and licenses to use them have been sold abroad to 43 countries. The variable pitch airscrew, after years of patient research and ex-, periment, has neared-finality and will probably be placed on the market soon. ;.-; Thus, in spite of difficulties and hindrances, the science and art of aviation has progressed... The "end of 1033 appears, indeed, to find the world at the threshold of a tremendous expansion of aerial*enterprise. ~;',.. .... . ' ; .i;,,. , ,