JOURNEYING THROUGH THE AIR

Evening Star, Issue 22448, 19 September 1936, Page 10

JOURNEYING THROUGH THE AIR

MODERN MAGIC CARPET ' SAFEGUARDS AND PRECAUTIONS l!l OPERATING AIR SERVICE Comfortably ensconced in the embrace of deep armchairs, a group of New Zealanders have become modern counterpaits of Haroun eTßaschid, and one of the colourful imaginings of the ‘ Arabian Nights Entertainments ’ has become a commonplace of our everyday life. A Magic Carpet created by modern man is whisking its human freight from one metropolis to another at a speed approaching 150 miles an hour. Could a casual observer suddenly be' introduced to the cabin of this speeding air liner, he might be pardoned if erroneously he assumed that he is in a railway carriage. A passageway up the centre divides the two files of single seats,‘and a bulkhead at the fore end screens from the passengers’ view the two pilots at the dual controls. A luggage rack extends overhead. The persons in the cabin look very much the same as a group of railway passengers. The elderly gentleman with the small attache case is_a busy motor dealer who travels by air to conserve his valuable time. He will bo back in Dunedin to-morrow at midday after attending a distributors’ conference in Wellington Jbis afternoon. The large young man just behind him is a professional wrestler. He appeared on the mat in Dunedin last night. This evening his contortions will entertain several thousand Weilingtonians. Opposite him is a thin young man with a largo suitcase; a skin buyer from overseas rushing back to the Auckland sale. The lady and the little girl are on holiday. They are going to catch a steamer at Wellington, and air travel is convenient for them, besides adding to the pleasure of their journey. The young man and the young woman seated side by side at the very rear of the cabin are a couple setting out on their honeymoon—by air, for the thrill of it. Yet, not all is excitement. For, after the first thrill of the take-off, and when soon the novelty of viewing old landmarks from a new angle has died away, one settles down to the routine edmmon to any journey. The passengers idly gaze out of the cabin windows at the scene unfolding below, the scene that is born slowly from out of the skyline ahead, pauses for a fleeting instant directly beneath, then slowly again merges into that which has passed; a large, crazy quilt of plains, a composition of river and sea coast, a scape of inviting lakes and inhospitable mountains. THE SAFETY FACTOR, The passengers see all these, and see also the huge craft that is bearing them to a distant airport; but they sec nothing of a huge organisation that makes possible this flight. No sense of insecurity troubles their thoughts. They know they are safe. Can they not see and hear for themselves the perfect functioning of the four powerful engines, any two of which will maintain them in the air? Safe they are; but it is to the efficient working of a complex system that this safety is due, to the workings of a system to which they give no thought. It is highly probable they know nothing of its existence. ORGANISATION ON THE GROUND. In addition to ensuring skilful piloting aboard the f aft, and constant radio communications with land stations. the ramifications of this system include a daily inspection that is

nothing if not exhaustive and thorough. indeed, when first explained to a ‘ Star ’ reporter it seemed extraordinary that the air liners could ever rise at all, so securely did “ red tape ” appear to bind them to a Mother Earth reluctant to let her offspring take to wing. On closer exmination. however, it became evident that this “ red tape ’ was more imagined than real. What one actually saw was very necessary precaution, plus an ample margin of safety. If “red tape ” does exist it is of a very elastic variety. It is no omnipotent genie which achieves the miracle of these modern airways, but mortal man with his material machines—which may go wrong if not adequately safeguarded. IMPORTANCE OF WEATHER REPORTS. The reporter had arrived at the Taieri Aerodrome just as the Union air liner was passing over Taiaroa Heads. A few minutes previously the final weather report had been despatched to her. The chief pilot aboard the Karoro was informed that there was no wind, and he could land in any direction he pleased. As wind often changes direction as much as 90deg, or even 180 deg, in a few minutes, it is essential that any such changes should be reported before the liner lands. The pilot can then arrange his approach to suit that particular wind. About 12.57 the aeroplane was heard approaching, and at 1 p.m,, it came gliding past the hangar to settle down in a perfect landing about half way down the field. Using the outboard motors it turned and taxied up to the hangar. The engines wore switched off, a gangway was brought into position, and the passengers alighted. ROUTINE FOR GROUND STAFF. Almost immediately the Karoro stopped, the petrol tanks were being filled. A total of 55 gallons of petrol was put in (with the aid of a modern electric pump), so that when the machine left in the morning it would have its full quota of 114 gallons, it being a recognised rule that none of these air liners ever leaves an airport en route without full tanks. The 200 ft of trailing aerial was unwound from its drum, and its full length inspected for defects, and then rewound. The engineer in charge then inspected the pilot’s and the radio report books, and the machine was taxied into the hangar. PILOT’S REPORT. The pilot’s report is divided into five sections, which aid the engineer in inspecting the machine. The sections are: (a) Dealing with delays, which might be caused through wind or bad visibility; (b) suspected mechanical irregularities, such as an indicator being erratic; (c) unusual weather; (d) minor accidents, such as punctures, radio out of order, or a broken aerial; and (e) unusual happenings. ENGINEER’S INSPECTION. Once the Karoro was in the hangar tl-i work of carefully inspecting the machine was begun. All cowlings were opened to facilitate inspection of engines, undercarriage, wing root fittings, and petrol and oil tanks. While thes.e cowlings were being opened, another assistant was checking the oil level in the tanks, and if it was necessary refilled them to the correct level. There are four oil tanks holding a total of 16 gallons, but it is seldom necessary to replenish any tank with more than three-quarters cf a gallon. The aircraft battery was removed, and put on the charger, where is was left until the morning. These batteries are of the “ non-spill ” variety. Owing to their special construction, they can he held in any position, even upside down, and not a drop of acid can escape. In aircraft, should any acid spill, its strong

corrosive action would cause disentegration of any parts of the machine’s structure with which it came in contact. THOROUGH TESTING FOR POSSIBLE DEFECTS. While one assistant was thoroughly cleaning out the cabin with a vacuum cleaner and polishing the metalwork, another was cleaning and inspecting the engines. The engineer in charge checked the airgrame structure, taking note of any likely defects. This inspection consisted briefly as follows Examination of all rigging wires from end to end; fuselage and mainplanes examined externally for holes in the fabric; all controls tested for freedom of movements and slackness; the undercarriage closely inspected for any signs of strain, such as cut tyres and worn ring root pin joints. Each engine was then examined and tested. After the external inspection a number of tests were carried out. All compressions were tested, and if each cylinder had a good compression it showed that cylinder, pistons, rings, valves, etc., were in good order, while any loss of compression was investigated and remedied. The ignition system was checked. Magnetos, distributors, high-tension leads, switches, and plugs must all be in first-class order. Each engine has two independent ignition systems, but one will run quite well in spite of the other being out of order. Petrol pumps are tested for functioning, while airscrews are closely inspected, and if any defects are apparent the offending screw is removed and another fitted. Engine controls are tested and adjusted if necessary, hut besides this there are many other details—too many’ to be catalogued here, in all aircraft inspection and repair work defects are noted and worn parts replaced long before there is the slightest chance of failure. In this way a propertly serviced aeroplane is maintained ip a constantly new condition. It may grow out of date, but it never grows old in the sense that it is no longer safe for flight. Although there is little possibility of a puncture, the tyres are carefully inspected every trip. Only one puncture has been repaired at the Taieri, but when it is necessary to carry out this operation the whole plane has to be jacked up and all the intricate gadgets, such as azles, brake drums, and cables which surround the wheel, have to be removed before a new wheel and tyre can he fitted. The day Otago met the first challenger for the Banfurly shield a tyre burst at Blenheim and delayed the south-bound machine for two hours, much to the annoyance of two very keen' Rugby fans, who were on duty as radio operators in Dunedin, keeping in touch with the airliner. REMOVAL OF ENGINES. Once every 25 hying hours each machine undergoes a thorough overhaul, when the liners are inspected for any possible defects. After 500 flying hours the engines are taken out of the airliner and taken to pieces, when each single part is Cleaned and tested. At the present time an engine is lying in pieces in the hangar workshop undergoing reconditioning. Before a liner can leave the ground each day a “ certificate of safety for flight ” has to be issued. The certificate requires the type of aircraft, nationality, and registration marks, and the time when the inspection was completed. The certificate states: — “ I hereby certify that I have this day inspected the above aircraft (including its instruments and equipment, but exclusive of the engino(s), and engine installation and instruments relating thereto), and that I am satisfied that it is safe in every way for flight, provided that the conditions of loading specified in the certificate of airworthiness are complied with,” while a second

statement on the certificate reads: “ And I hereby certify that I have this day inspected the engine(s) and engine installation (including the instruments relating thereto) of the above aircraft, and that 1 am satisfied that they are in every way fit for flight.” A •' load sheet ” is also used each tri j). i'lvery pilot, passenger, and article of luggage and mail placed on hoard the machine are weighed and entered on the sheet, so that the permissable load may not be exceeded and the machine correctly loaded in balance.

Finally comes the pilot’s certificate. Before each flight the pilot fills in a form certifying that he has satisfied himself that: (a) The aircraft is equipped with the prescribed instruments and equipment; (b) the aircraft and its instruments and equipment are fit in every way for the proposed flight; (c) the aircraft is satisfactorily loaded for safety flight; (d) the view of the pilot is not interfered with by any obstructions not forming part of the structure of the aircraft; and (e) that sufficient fuel and oil are carried for the proposed flight.