AVIATION IN NEW ZEALAND.

New Zealand Illustrated Sporting & Dramatic Review, Issue 1456, 21 March 1918, Page 30

AVIATION IN NEW ZEALAND.

PROSPECTS FOR THE FUTURE. Mr. 11. F. Wigram, chairman of the Canterbury Aviation Company, while on a visit to Timaru, made some interesting references to a “Herald” representative with regard to the local prospects for aviation. Mr. Wigram said that if his company found itself in a position to give exhibitions of flying outside Christchurch, the first place visited ought to be Timaru, and this because Timaru was within an hour and a-half’s flight of the company’s aerodrome, and all across the plains, with good landings in case of engine failure. But before anything of the kind

could be attempted it would be necessary to provide housing accommodation for the aeroplane in the form of a hangar. Without this the machine might be wrecked if a gale sprang up in the night. They had had the experience of the Auckland school, which had sent a hydroplane to Napier, it was allowed. to lie in the harbour, and a gale got up and raised a sea, with the result that the hydroplane was smashed to fragments. The Napier people treated the Auckland company very generously, and subscribed to make good the damage, but such accidents were not to be invited. Mr. Wigram added that there could be no question that an aerodrome would be needed in the future by every town of any importance, and especially by a town like Timaru, with such good flying country around it. The Mackenzie country would be brought within little more than an hour by air from the town.

Referring to the progress of the Aviation Company’s school at Sockburn. Mr. Wigram stated that since August 24, of last year, the school had turned out 47 qualified pilots. It had started work with one instructor and one aeroplane. Mr. Hill had now two assistant instructors, he

had six aeroplanes in commission and another nearly finished. Pupils were therefore being passed through much more rapidly than was at first possible. For instance, between January 27 and March 4, a period of 36 days, 19 pupils had taken their pilots’ tickets. This meant that the school should be easily able to turn out 100 pilots per annum. Some of the pupils already passed had come from the country districts of South Canterbury, and many others would no doubt follow. It would be the ambition of these young men, on their return from the war, to own their private machines and use them for flying to town, and they would need an aerodrome and hangar. Mr. Wigram remarked that, as Timaru lies in the direct line of what will no doubt be the main trunk flying route in the South Island, if private enterprise fails to provide it with an aerodrome the Government would ultimately have to step in and provide one for the sake of its mail service, but that would not come for some time. Mr. Wigram frankly admitted that his object in mooting the proposal was that his company might have an opportunity of demonstrating the practical ability of aerial communi-

cation, and Timaru would be a first step in that direction. But the promoters of an aerodrome should do well out of their enterprise, if they succeeded in securing the best site. The takings of one or two exhibitions of flight would provide some revenue for a start, and with the assured progress of aviation they should have a bright future in front of them. The choice of a suitable ground would be the first consideration, as on it depended the success of the undertaking. If a better ground was overlooked some late comers might secure it and reap the reward. It was important that it should be as accessible to town as possible, have a good level surface, dry sub-soil or good drainage. For preference it should not be too near the sea, as salt air has a tendency to rust machinery. The prevailing winds, too, would have to be considered. The area required would depend on the country support anticipated, but obviously it would be better to err by over estimating. Mr. Wigram did not claim any expert knowledge, but if Mr. Hill’s advice was sought it would be freely given. In the first instance, a ground and one hangar only would be required, but provision should be made for more hangars and for a. repairing shop.

That the American ex-champion, Frank Kramer, is still capable of sprinting fast was recently demonstrated by his riding half a mile in competition in the world’s record time of 53 seconds. * * * * A remarkable feat has been performed by a young Gisborne girl (Miss Dorothy O’Meara) in driving a ' heavy car about 1400 miles in a fortnight without a mishap. The party travelled from Gisborne to Rotorua, via Opotiki, thence to Auckland, Waitomo Caves, Mokau, Mount Messenger, New Plymouth, Wanganui, Palmerston North and Napier, and then back to Gisborne. The worst road experienced was that between Napier and Gisborne. For a girl to manipulate a car along the tortuous road in the Motu Hills is nb mean achievement (states a Gisborne exchange).

Sir Charles Wakefield, speaking from a “tank” in Trafalgar Square in connection with the National War Savings Campaign, stated that he would give 200 War Savings Certificates to wounded “Tommies” in the crowd as a Christmas box. The number quickly reached the 200, and Sir Charles procured another 50, which he presented. His oratory, it is stated, cost him at the rate of £l2 12s. per minute, but it was for a good cause. * * * * Mr. C. M. Hill, chief instructor at the Christchurch Aviation School, states that with the increased facilities now at the school, he hopes to put through 12 or 16 pupils this month. The school is full and there is a growing waiting list. A French Deputy is reported to h£ve declared recently: “We must bpild flying ‘tanks’.” The war has seen many remarkable developments in the art of destruction, notably the famous tanks, but a tank with wings would be the strangest of all. As ai matter of fact, what the French legislator, who is also something of an expert in aeronautics, really wants are armoured aeroplanes, which would in a measure take the place in the a|r that the tanks occupy on land. He contends that the majority of aircraft constructors are blind to everything but speed and ever greater speed, and only build fast, and, therefore, light, machines. He argues that aj machine designed for tactical work Should be armoured, and must therefore be heavy. “The armoured aeroplane,” he states, “already existed in and even earlier than that. The necessity for this type of machine has been foreseen even in that remote epoch, and yet it has been suffered gradually to vanish out of existence. The result is that during an attack our pilots are required to fly for flours at a time at a height of a couple of hundred feet or less over the epemy’s trenches, bristling with ipachine guns, and this on machines yfhich are absolutely unprotected against this point-blank fire.” He says that the Germans already have flying “tanks.” “For several months the Germans have been using aeroplanes of the so-called Junker type. They are built of metal throughout, and every vital part, including the Ipotor and fuselage, is protected by tipllet-proof armour. They can thus qeluge with bullets our powerless Infantry and with impunity.” He Concludes: — “Whoever knows the powerful moral effect on soldiers in the trenches of the pilot and his riiachine, of its roaring motor and its crackling machine gun, will recognise the imperative necessity for restoring to our air service a weapon which it was the first to possess, and of which it should never have been deprived. When next we attack, our airmen ought to be able, so to speak, to lead their comrades on foot by the hand.” * * * ♦ Perhaps the most remarkable feature of the year from the automobile point of view is the tremendous development of the air services, says the “Auto Car” (Eng.). Temporarily it may be said that motorists have founded a movement of such gigantic proportions that its very success has, in the majority of cases so far as

they are personally concerned, rendered it impossible for them to- use their cars in England. It is not too much to say that the flying machine to-day is the outcome of the highspeed petrol engine which was only made possible through the motor car. Had there been no motor cars there would have been no flying services in time for participation in this war, neither would there have been any mechanical transport or tanks; in other words, the thousand and one uses to winch petrol is put in the war to-day would not have existed, in all probability. But then, motoring itself would not have existed, and there is a certain grim consolation in the reflection that the development of the modern war machine as exemplified by the despatch motor bicycle, the staff car, the motor ambulance, the motor lorry, the motor boat, the aeroplane and the tank, to mention only a few of the forms in which the little prime mover of the motor car is utilised, has resulted in demands for liquid fuel, and demands upon the automobile manufacturers, which, in combination, have brought about in England a condition of affairs which is little less than a cessation of private motoring for the term of the war.

Ralph De Palma, the American crack, has captured another world’s motor car record at the Sheepshead Bay track, New York. This wellknown driver broke the one hour record on November 10, covering 109 miles in the hour. A few days after this he attacked the six hours’ record

on the same track and driving the same car (a 12-cylinder Packard). On this occasion he covered 616 miles in six hours, thus beating by a substantial margin the record made at Brooklands (Eng.) in 1913, on a sixcylinder Sunbeam, which was driven in turns by Chassagne, Resta and K. Lee-Guiness, who between them covered 566 miles 589 yards in the allotted time, an average of 94.39 miles per hour. It will be seen that De Palma averaged considerably over 100 miles per hour for the six hours, the actual speed being 102.8 miles per hour. As on the occasion of the onehour record, De Palma drove very wide of the mark set on the track by the American Automobile Association, when the circuit was officially passed as two miles. It is claimed, therefore, that, although the official distance is 616 miles, De Palma actually covered 633 miles in the six hours, or 105.52 miles per hour. At no time during the run did the average covered in one hour fall below 101 miles, the highest official average being 110 miles covered in the first hour of the run. The total duration of the stops made during the six hours was 15min. 20sec., which includes eight tyre changes, as well as two or three stops for fuel and oil replenishments. Excluding the stops, the average speed was 111 miles per hour, and this represents an average engine speed of approximately 3000 revolutions per minute.

An attempt was made last week by by Mr. J. Berry to establish a motor cycle side-car record over the Syd-ney-Melbourne route, but, despite a good run as far as Gundagai (252 miles from Sydney), the attempt failed. This overland route is a particularly severe one on a side-car combination —the badly rutted tracks between Gundagai and Seymour almost tears the passenger attachment from its stays if a high speed be

attempted. The motor cycle record stands to the credit of J. Bolger (N.S.W.) on a Dunlop-shod N.S.U., at 23 hours 45 minutes, and, despite several attempts to reduce this time it has stood for over five years. The time does not look much when compared with Boyd Edkins’ car run of 16 hours 55 minutes for the same route, but the physical strain on the motor cyclist is a considerable factor on this rough trip, and the man has to be as fit as his machine.

Most of us should live to see a great commercial boom in aviation, and it will be interesting if any type of flying machine is ever evolved to take the same place in the world of aviation as the Ford car or the Douglas or Triumph motor cycles take in motoring now. There is not a great deal of work in an aeroplane when it is produced in quantities. The engine is the most important, and at the same time the most expensive item. But if we are ever to have flying machines for the public, this question of the engine will have to be tackled very seriously, and something cheap to manufacture and economical to run will have to be evolved. The subject of upkeep is an important one, but the question of danger in a few years’ time will hardly enter into the matter at all. When the first railway engine, steamship, bicycle or motor car was produced everyone said what a wicked and dangerous machine it was. And doubtless, the same was and will be said about the aeroplane. But gradually peoples’ opinions will be changed and influenced by the extending growth and progress of aviation, until by the time that the next generation are in their prime flying will be quite an ordinary means of getting about the country. Not only that, but of getting about from one country to another.