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Aviation History
1935
1935 - 0959.PDF
APRIL 25, 1935. FLIGHT. 453 LORD SEMPILL RETURNS TO AUS TRALIA, OVERHAULS HIS MACHINE AND VISITS LAUNCESTON A LWAYS a believer in the possibilities of aviation, I found that my three days' stay in New Guinea gave me thorough proof. As the pioneers break into new territory the ground is cleared to afford sufficient space for a landing place, aircraft bring up supplies, and a new enter prise is developed—one only made possible by the aid of flying. Nearly thirty aerodromes and landing grounds have been brought into being, and in this way the country is being opened up, providing not only a livelihood for a growing industrial body but a market for engineering and other products. The story of flying in New Guinea is a very bright spot in the progress of aviation, and the country owes a great deal to the fine pilots who have pioneered and who con tinue to fly these difficult air routes. In no country in the world has air transport so thoroughly justified itself, for it has been entirely built up by private enterprise. 1 should have liked to prolong my stay, but this was not possible as on my homeward journey I wished to make a complete circuit of the Continent, which meant return ing by the East Coast via Brisbane, Sydney and Melbourne. Having crossed to Port Moresby with a following wind on the outward journey I found myself faced with a head wind on the return flight, which I intended to make direct to Cairns ; this involved a longer sea crossing than the route via Cape Yorke, but halved the journey to that point. I was glad of my extra fuel tank, as the 500-odd miles took just over 6£ hours' flying." From Cairns I flew to Towngville and then decided to take a cross-country course to pick up the main Darwin-Brisbane route in order to study the conditions of the service operated by Qantas Airways. Coincidence AN interesting incident occurred when I was in the Cloncurry district, and to which I referred in a broadcast arranged by Mr. J. W. Goodwin, of the Queens land Aero Club. On this occasion it was becoming dark when I decided to land at a station which was just lighting up, and there I was received with the usual station hospi tality. Just after I arrived the proprietor answered a tele phone call from a neighbouring station owner, anxious to k.iow whether the aviator he had seen passing had landed safely. After being assured on this point he enquired the name of the pilot, and, on hearing who it was, asked to speak to me on the telephone. On learning the name of the enquirer I found to my surprise and pleasure that the speaker was a fellow-countryman who had been born and brought up on my father's estate in Scotland. I remem bered him very well as a boyhood companion, and although I hid been aware that he had emigrated to Australia I had no idea of his location, or that we should be con versing in such happy circumstances after so man ' years. Continuing my flight via Brisbane, where I stayed a few days to make contact with branches of various bodies with which I am associated in England, I duly arrived again at Sydney, where I had determined to give my machine a general overhaul in preparation for the further 20,000 miles I expected to cover before reaching England again. With the help, therefore, of the De Havilland organisation at Mascot I undertook a top overhaul of my Tasmanian Interlude "Gipsy III" engine. Having carefully examined the pistons, which had done over 1,100 hours and were of the old type, I felt it advisable to replace them. Although they might have given further good service I decided, 10 be on the safe side, to fit new-type pistons. As the valve guides were becoming rather worn I thought it desirable to replace these, too, as well as a few of the piston rings. I took this opportunity of taking down and checking over the tail unit, and also the undercarriage shock-absorber legs, which were settling down and becoming rather harsh. As the rubbers were considerably compressed I fitted fresh ones. In view of the large amount of flying done the necessary replacements were few, and I had every reason to be satisfied with the way the machine had stood up to the rigours of the journey. Back Again FROM Sydney I returned to Melbourne where I had the pleasure of many discussions on aviation ques tions and other matters with the Prime Minister—Sir Stanley Argyle—and others connected with military and civil aviation. On this occasion I had the honour of taking Lady Argyle, the wife of the Premier, for her first flight She spent about twenty minutes in the air and with the utmost composure pointed out to me the chief points of interest in the City. In order to complete my experience of Australian terri tory I wished to visit Tasmania, and at the conclusion of my second stay at Melbourne, took off for the island with full load, making for Devonport. The aerodrome serving this city is at Latrobe and although only in the making has a good grass surface. On approaching the north coast of Tasmania I was interested to note that the appearance of the country was quite different from that of Australia generally reminding one very much of the Devon coast at Torquay and the west of Plymouth. Having spent some hours with friends I flew on in the evening to Western Junction, Launceston. Here the aero drome lies to the north of a large fertile plain that runs down to Hobart between gradually converging mountain?. This aerodrome is of good size and surface and has a splendid hangar belonging to Holyman's Airways. I was kindly entertained there by Colonel Mills and spent the night with him at the i^aunceston Club. The next day I continued my flight from Launceston to Hobart, the present aerodrome being some sixteen miles from the ty and of a temporary nature. Being surrounded by high mountains, the provision of a suitable aerodrome near the city presents great difficulties, but a new site is in process of being established at Cambridge, which is, unfortunately, still too far away. Bad Conditions THE run from Melbourne to Hobart, with the exception of that to New Guinea, involves the worst condi tions to be met with on Australian routes. The weather over the Bass Strait, which lies between Tasmania and the mainland, is often very bad, and fcg, low clouds and rain are frequently encountered. Sometimes in Tasmania fog may lie up to several hundred feet for a day or so. For this route the future air service with the mainland will necessitate the use of multi-engined machines and .he development of wireless and instrument flying.
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