New Britain herald., 1928-03-29
ONL-ENGiNE PLANES FOR OCEAN FLIGHTS

The ferHid discussion among ayiators as to the value of one-e1l' zine or ,hree-engine planes has gained in intensity the past few days following descriptions Q. the one engine Bremen on which the trlc of Germans are rlsISing their lives tc be the first 10 cross the Atlantic by air from cast to west
 Tho argument pro and con ls something as follows: \ one-englne rlane is lighter than any other type, modern aviation engines have been so much improved that few ever go wrong. However. when motor trouble develops the propulsive power ls gone and a forced landing results. It will be remembered that last August. when the Bremen and the Europa started q twin flight from Des.au to New York, the Europa was forced down by motor trouble at the city Of Bremen, shortly after the start, the Bremen later being forced 10 turn back because of strong headwinds.
 There are two-engine planes, but they arc mostly military bonbers, and when ono motor goes bad it is necessary 10 shut off the other inn medtately in order to avoid going into q side spin. For general use, therefore, the two engine planes are unpopular as the extra engine has no practical advantages, doing little more than adding 10 the weight, in the estimation Of aviators.
 The throo-cngine planes, however. had some undoubted advantages. ii these advantages arc not nullified by increasing the load. as Is often done in long distance flying. Commander Byrd strongly favors the three en- zine planes, and the theory under lying their operation is that when one engine goes bad the two remain ing engines can continue propelling the plane, if the load of gasoline is not too great. The gasoline cargo is heaviest at tho beginning of q flight, and if no motor trouble develops until a flight is half or three-quar- terA over. the remaining two motors will he able 10 take the plane to is destination. ~Many flight has been successful under such conditions.
 The Junker planes are operated on the principle of one engine, and that an extraordinary good one. and light loads. The Germans, calculating all the hazards, arc utilizing the south- srn route across the Atlantic. where the steamships ply. Their plan eNi- dontiv is 10 rely upon steamships for a pick-rlp should they be forced into the ocnaH near one. If they should drop whore no steamers arc in the vicinity they hay" coldly calculated method of procedur" uniquc among 3yia'ora-thcir equipment in cluias Il r~yo1ver One aviator has b en quoted as saying, Well that is better than drowning in the icy At ian'ic," Snch things. however, arc 3 matter of opnion
 If 'he Bremen actually iS ,te first 70 -cross the Atlantic from east to welt t wi}l mean th1t the supposed advantages Of } throe-en&ine plane over piano with one engine may be subject 10 revision. When Byrd Neville, Acosta and BaIehen, iu 'heir giant airplaae Amerlea flew from New York to -sur-Mor. I'rancs, they left with q complete weight of lI..G1 pounds. which iu- cluded l.2a5 gallons of gasoline and 54 gallons Of oil Al the corcilsj., ot the 4210 mile flight enough raso- line remained for only 30 miles O: flying. But they got there, and thr question naturally arises, could one-ongine plane containing uul~ two men and with fur lt4I.t.r lo4I at the start have dorsa az weN2.
 The answer is not far ro a,rE That prince of flyers. CoiaaI Itn1- bcrgh, prefers q one-orlsinc plaae the Spirit Of St Louis being equipped with q single Wright Hhiruind motor; and wheu Lindg Lift on his epoch-makinE tour to Paris la start ed with only 453 gallons Of gasoline, and his outfit ind total weight Of only 5,e3o pounds.
 The only practical difference be tween 'ha presert Bremen trip and bat ot LiHdy's yDecracularly success fuf voyage IS tlat the Bremen car res two extra men, and that the trip rom Ireland tn New York is much rnorE difficult normally on account