AERIAL DEVELOPMENT.

Waikato Times, Volume 106, Issue 17839, 11 October 1929, Page 11

AERIAL DEVELOPMENT.

NEED FOR CAUTION. MAJOR OOWPER INTERVIEWED. FLYING CONDITIONS IN DOMINION Some interesting aspects of commercial flying problems in New Zealand were referred to by Major G. A. Gowper, the well-known Auckland airman, in an interview with a Dominion” representative at Wellington. Major Cowper also gave his opinion that the city airport at Lyall Bay was a perfectly satisfactory one. Major G. A. Cowper is a pilot of 20 years’ experience. He is the virtual founder of the Auckland Aero Club, and 'has had considerable experience in commercial flying in Australia. During the war he saw active flying service on numerous battle-fronts. Shortly after landing Major Cowper had some remarks to make concerning the development of aviation in this Dominion, which merit very considerable attention.

Ideal Aerodrome. “Undoubtedly your aerodrome at Rongotai is good—perfectly satisfactory. Its position from the air is ideal. Thanks to the two bays, it Is unmistakable. We picked it up easily whilst still over Foxton,” said Major Gowper. “Really, I can'!, think of anything to suggest to improve it. What I said in my remarks just after landing was perfectly sincere—not just polite “hotair.’ Why, in my opinion, the aerodrome is even suitable for large threeengined machines. The Southern Cross, of course, was a freak machine. Laden to the utmost with petrol and gear it naturally required a freak aerodrome. Anyhow, I don’t expect a machine like that will ever land in this Dominion again. If there ever is a trans-Tasman service clearly it must be maintained with flying boats.” “Perhaps, after all, there is just one suggestion I might make concerning Rongotai. Those tall power-lines to the north by the trams might be put underground. Possibly there migljt never be an accident, but I do consider they are a danger, particularly to novices. After all, it is better to be safe than risk the set-back that comes after an accident.”

Hindrance to Instructional Work. “Does your wind generally drop in the early mornings?” asked Major Cowper. “It does in most countries, arid I think it must be the same in Wellington. If so, all instructional work could be carried out at that time. Personally I found the air round the aerodrome very bumpy and gusty when we arrived. It always is near hills. Too bumpy, in fact, for instructional work—there is no getting away from that fact. Mind you, wind, when landing, doesn’t matter at all, to an experienced pilot—the more the wind the better, for it reduces flying .speed—even if it is a bit bumpy.” “There is no doubt that your landing ground is above the standard of many in this Dominion. It takes its place on the list amongst the better class landing grounds that have sprung up in the last year or so. There are, of course, natural landing grounds, such as at Te Awamutu, that necessarily stand in a class by themselves. Nature intended them for aerodromes — and there they are, free of cost. “During our present tour it is simply astounding to note the number of aerodromes that are springing up all over the North Island.” Major Cowper continued. "Why, only seven months ago there was no proper landing place between Blenheim and Auckland. Today, besides the ones I have mentioned, there are such places as Te Aroha, Cambridge, Morrinsville. and a number of others.

“As a matter of fact, our trip was undertaken not so much to assist established aerodromes, such for instance as the one at Rongotai, but to persuade other places to make a start. You'd be surprised how frightened they are in many cases to make the first move. Any place which can raise £ISOO need have no hesitation on the subject. This sum is more than enough to start with, and will provide one machine and a suitable hangar. From personal experience in the mattei; I can say positively that provided ordinary common sense is used there need be no fear of failure —no, none whatever.

Dominion Lagging Behind. “Aviation in this Dominion has admittedly lagged behind the rest of the world." said Major Cowper. “Now that it has come the inevitable swing of the pendulum will take place. The danger is that it will swing too far. Only wise guidance and clear common sense can stop this from happening. Personally it seems to me imperative that we should go carefully in the commercial development of aviation in New Zealand. Let wild-cat schemes and mushroom aviation companies flood the country with manifestly absurd precocious stunts, let there be a few bad financial crashes, and untold harm and delay will result. “Conditions in New Zealand as a whole are as good as on the Continent, with the added advantage of greater visibility. Wind does not really matter, but fog is a very different problem. For instance, for this reason alone it is very doubtful if there is any hope of an immediate time-table aeroplane service between here and, say, Christchurch. At certain times of the year the Kaikoura littoral is subject to sudden fogs. They’ form a distinct barrier to time-table running, and might conceivably disorganise the system for days on end. We are more fortunate in the North Island. An obvious natural air-route exists from Auckland to New Plymouth, and thence to Wellington by the coast. There are no large mountain masses in the way until the comparatively low ranges round Wellington are reached. Under certain conditions it might be advisable to land at Foxton, but cars could make the short run to Wellington quite easily. The worst conditions in the North Island are low clouds, say at two, three, or even four thousand feet, that conceal mountain tops. There are areas where these conditions may be met, but for the most they lie over uninhabited parts and may be avoided. The obvious disadvantages of thus combination would certainly delay aviation in those districts.

Australian Experience. “Whatever the conditions, my experience in Australia, where I saw enormous sums lost as a result of aerial precocity, taught me the vital necessity of trying out likely air routes with taxi-services before introducing expensive multi-engined time-table services,” said Major Cowper. “You must learn by experience. The luxurious air liners may be ordered by cable in six weeks when the need for them

has been proved—not before. Small two-seater taxi machines are far the cheapest method to try out our tentative air routes. The experience gained from them will be invaluable for future development.” “Unfortunately it is almost impossible to prevent the pendulum swinging too far,” concluded Major Cowper. “A certain amount of commercial aerial experience has to be bought first hand. More far-seeing control, however, combined with a commonsense aviation campaign in the newspapers, can go a long way to stop our aerial education becoming a financial absurdity. As it is I have no doubt that in as short a time as 18 months or two years this Dominion will have become an organised aviation country. By then well-established taxi services will have gained more than enough experience for the establishment ot regular time-table services along all air routes that have proved to be paying propositions."