SEA AIR SERVICES.

Franklin Times, Volume 9, Issue 608, 15 February 1921, Page 3

SEA AIR SERVICES.

AIRSHIPS FOR ATLANTIC ROUTE. The Atlantic has been crossed by aeroplane,. by flying-boat, and airship, and of these three divisions the lastnamed is the one clearly destined to open up regular trans-ocean aerial communications (writes Major C. C. Turner in the London “Observer”). The flying-boat may also one day be used for such services, but more probably its employment will be restricted to the shorter routes.

There is no reason why a limited cross-Atlantic airship service should not soon be attempted—say, within the next two years., Mr. H. B. Pratt (of Vickers), in his book on “Commercial Airships,” says it would be better at first not to attempt a regular time-table service of two crossings each way per week except in the May to September period. He also explains that whereas the eastwards journey, on account of the prevailing winds, could be direct from New York to London, it would be necessary for the westwards journey to make a more southerly line, leaving Europe at Lisbon, or thereabouts. This, of course, would mean that travellers would have to "go to Lisbon by railway or aeroplane. From Lisbon to New York the distance is 4250 miles, from New York to London it is 3500 miles.As there would often be helping wind all the way across eastwards, it would probably be found in practice, taking into acteount the time spent in getting to Lisbon, the average times would work out at something- like fifty hours for the eastwards journey and 120 hours for the westwards.

In proposing cross-Atlantic airship services a comparison is sought with the most efficient marine services in the world, and far greater advantages of aircraft could be shown in parts of the world where existing transport is not so good. It says much for the confidence of airship engineers that they do not hesitate to make even this comparison, and in spite of the fact that the weather of the North Atlantic is so difficult Mr Pratt makes cautious reservations on the score of weather conditions, which, he says, must be further studied; but he claims that crossings 1 would be. practicable on 300 days of the year. The Airship’s Advantage.

The airship has the greater advantage that it can remain aloft if necessary with its engines idle, and that in a favourable wind it will suffice to maintain merely steerage or manoeuvring way, thus economising fuel. It is a long-distance craft, and can often choose the weather - areas in which to travel and dodge storms. Aeroplanes have on many occasions done a certain amount of storm dodging, but they are relatively short-distance craft, and their flight is so limited in duration that in their case the question scarcely arises.

Increase of speed in airships built on present lines would no doubt, involve a more than proportional increase in fuel consumption, but it is unreasonable to assume that no irhprovements in airship design are possible—improvements . which would give greater speed on the same, or even less fuel. Bearing in mind the progress in all classes of aircraft during the past few years, it it not unreasonable to accept the Bodensee, with its maximum speed of 81 miles per hour, qr the L7l, with its maxi mum speed of 75 miles per hour, as unsurpassable arirship types each raving a cruising air-speed of no more than about 60 miles per hour ? Are German airship engineers content with this ? Meanwhile, let a beginning be made with airship services in some favoured region, or even a two-way fine-season Atlantic service. It is of the highest importance that a beginning should be made and practical data secured relating to the avoidance of bad-weather areas and the utilisation J of good ones. ]