THE AIRWAY

Sun (Auckland), Volume III, Issue 734, 6 August 1929, Page 14

THE AIRWAY

(By THE ROC.) PREPARATION FOR OCEAN FLIGHTS

THE long trans-ocean flights which aroused so much public interest in recent years are more than ordinary flights in that they result from months of scientific preparation consummated in the short space of thirty or forty hours. In addition to the superiority of the pilots and navigators who actually make the flights, these projects, from conception to take-off, show meticulous attention to detail, and designer, engineer and mechanic are often the unsung heroes of sea hops.

The plane itself is picked ’with care, its peculiarities taken into account | and on its specifications the other I particulars are hinged. While it is | true that any plane which flies well j will do for ordinary flight, only those which have definite wing and power loading ratios and records for stamina j and manoeuvrability of a special type can be considered for the long ocean I flights. Once it has been proved that | a plane will carry the necessary load, the rest of the preparations rely on thoroughness and expert advice. YELLOW BIRD UNUSUAL The Bernard monoplane in which Assolant, Lefevre and Lotti made their flight across the Atlantic, was quite dissimilar to planes of the Bellanca type. It had a combination speed and wing lift which necessitated more power and consequent greater fuel consumption. When first viewed by American engineers it was the general opinion that the French fliers were about to take a long chance, for the experts pointed out that any slight drop in engine revolutions would lessen the manoeuvring qualities of the ship, while the engine, if run at full throttle, would consume more fuel than the plane could carry during the long flight. The results of the two attempts to get to Paris showed how near the engineers came to the truth. On the first take-off it was discovered that the engine would not run smoothly at more tha 1,700 r.p.m. and that at this speed, with the heavy load, the plane just about stayed in the air. NAVIGATION DETAIL VITAL Weather and navigation enter into the picture forcibly after the plane has passed its load tests. The air navigator must be even more accurate than his brother of the sea. Due to the speed of the airplane, he must be precise in locating his position, and it has been pointed out that a mistake of one minute in locating a position means an error of 15 miles. Other errors arising from misjudged altitudes, which may come from faulty barometers or changing pressures, are equally important, but do not occur in marine navigation As for the motors, the long grinding out of power is tha only test which has to be undergone. Skilful manipulation of the throttle and handling of the plane by the pilot are the only guides to success, together with the checking of all the mechanical details before the take-off. For the designer arises the problem of distributing the weight in the plane to exact the last ounce of efficiency from each hour of flight. This is not simple, as the longer the plane flies the greater becomes the variance

iu the weights of fuel and supplies in the different storage tanks, thus affecting the entire plane and its control. In the matter of control, designers must leave the pilot prepared to meet any emergency. With the great difference in the weight of the plane between the time of its take-off and the last few hours of the flight, it becomes apparent that a plane which is controllable at the start becomes “overcontrolled” or too sensitive near the finish, thus necessitating delicacy of hand on the part of the pilot at all times save those few hours during the mean stage when the ship is flying with normal load.

Designers, mechanics and backers are unsung heroes who seldom reap the full reward of their viligant effort. Should the flight fail they are the first to be blamed, while if the pilot succeeds in reaching his goal he alone is considered worthy of public praise. It took months to solve design and technical problems before the flights of Lindbergh, Chamberlin, Byrd and the others. Then came more flying hours of testing and checking the solutions. With the return of the successful pilots and the first-hand stories of their experiences, designers and mechanics delved still further into the subject and have since been trying to lessen the strain on pilots by obviating some of the petty annoyances which wear them down during long and hazardous hops. New models of instruments have been made and special adaptations have been made for transoceanic flying. Radio, too, has been employed in the latest of the flights with more or less success. If for no other reason than to sustain the morale of the fliers, radio becomes a necessity to these flights. The stowaway on the Bernard 191 very nearly upset all the plans of the French fliers. As the heavily laden plane was hurtling down the beach at Old Orchard, Assolant was fighting with his elevator to keep the plane’s tail up. Just as he left the ground he was seen struggling to maintain his even keel without dropping the elevator so low as to cause a resistance which would lessen his flying speed or cause the ship to nose over if the unknown trouble were unexpectedly rectified. His precision at the controls and the margin of safety allowed by the planners of the flight alone prevented the act of a mischievous youth from spoiling almost a year of preparation and possibly bringing death to the fliers, according to pilots who witnessed the take-off and later heard of the stowaway's presence.