Evening Star Newspaper, November 29, 1929, Page 2

2 www THE EVENING STAR, WASHINGTON, D. €. FRIDAY. NOVEMBER 29~ 1929. BYRD BELIEVED OVER SOUTH POLE Perilous Mountains Fail to: Halt Flight for Goal at Bottom of World. (Continued From First Page) the way and sought a resting place far inland. Over all the preparations Richard Byrd watched, wrapped in his fur clothing that will keep him warm when taking sights through an open window n_temperatures far below zero. i i ‘The tiny tables on which he will do Ms navigating were in place and his | Instruments, the sextant securely in its case, the compass lashed in a corner where it is free from deviation. : The radio operator, his chunky figure rlso wrapped in fur, face smiling above the thrust-back hood with its'tim of soft brown fur, had tested his instruments, ‘made sure that all the méans of keep- Ing not only the anxious men here at| the base. but those at home, informed | of the plane’s movements, were in good | condition. | The aerial surveyor had placed his | bulky camera, with its paraphernalia. | oter which he will work so rapidly until | the plane comes back. One must work quickly and without mistake on such a flight, mind and fingers co-ordinated perfectly that there be no hesitation or lost moments which can never be filled | n. Engines Warmed by Torches. The engines were warmed by torches placed under long snouts that reached down from the canvas casings about the entire motor. They were made the past Winter, carefully made. so that they would do the work safely and in the quickest possible time. H One by one they were removed and mechanics with a long crank turned the inertia-starter, spinning it faster and faster until it whined with a shrill sound. | They jumped back, one of them | thrust home the starting pin which en- | gaged the motor. and with a few jerky ; movements of the propeller the cylin- ders caught and roared. Soon all three engines were turning over smoothly. and Balchen was sitting in the cockpit, his face tense and | watchful, opened them wiger and wider until the whole plane shook and trem- bled under their pull. He throttled them down to idling speed, slowly tested | them again at various speeds, and when | not & cough or miss in the smoothly whirling mass of machinery showed that they were functioning perfectly he nodded his head and smiled. It was a smile of deep satisfaction: the rhythm of those shrieking masses of steel and aluminum was & music which gave him an inner content too great for words. On them his life and the lives of those with him might depend: but even beyond this knowledge there is to be noticed in all men who love the air and know their motors 2 feeling that Comdr, Byrd's route to the South Pole, over perilous mountains and treacherous | ice fields, is shown on this map. INAVIGATION FEAT - BYRD FLIGHT OPENS | - again. | and necessary crossings of a few of | portant REQUIRED OF BYRD Time Changes Swiftly and Compass Varies Suddenly on Polar Flight. BY RUSSELL OWEN. By Radio to The Star and New York Times. LITTLE AMERICA, Antarctica, No- vember 10.—Navigating an airplane in the polar reglons is a difficult task because of the speed of the plane, | the swift changes in local time, the rapid changes in compass variations and the problem of obtaining the drirt over a surface on which there are ne | landmarks and elevations are unknown. | It is hard enough to navigate from one landmarked point to another where compass variations are known, and infinitely more hard to navigate from a known point to an unknown or imaginary unmarked point and back The flight from Little America to the South Pole means flying to & point where all meridians of time and lines of compass variation converge, to a point which, when it has been reached, has no llfn post saying: “This is the South Pole." There is only a broad, fairly level plateau, where 360 figurative railroad tracks of different longitudes and times converge and all these tracks are iu- visible. Even if one managed to fly accurate- ly, making allowances for wind drilt these time meridians, to the Pole, how would one know at this imaginary point, where tracks radiate in every direction and every direction is nortn, which one of them to choose to retrace the course? Problems Worked Out by Byrd. ‘That, crudely and simply put, is the problem of this lar flight, and 1t was to meet all those conditions that Comdr. Byrd worked on navigational problems so much this Winter, even devising instruments to simplify his work. There is no time to get rattlea on such a flight, one must think quick- ly and accurately and retain up to a certain point & chronological record ot what has been done. If the Polar Plateau were not in_the way, the flight would be simpler. It is because of the plateau that the flight | is so much more complicated than the Noith Polar fiight. Flying at an eleva- tion fixed with relation to sea level, there is a chance to check speed and, | by means of the known altitude, deter- mine the drift of the plane, or the re- | tardation or acceleration of the plane’s | speed due to the wind. But where the altitude changes con- tinually and can be detetmined only ap- proximately, with a possibility of im- ror, » "1 ce the air speed indi- oator rea”’ ry not only with the varying ! . of the plane but also with | vember 29 —Comdr. R. E. Byrd yester- day sent the following message to the! p; PROBLEM OF_TITLE Diplomatic Negotiations Be- tween U. S. and England Over Land Are Likely. By the Assoclated Press. Comdr. Richard E. Byrd's aerial ex- pedition into the frigid waters of the Antarctic has brought up an interna- tional question which, in time, may re- quire diplomatic negotiation by the London and Washington, governments. ‘The question is that of national title to the land in the South Polar region, much of which is claimed by Great Britain on the ground of discovery and previous exploration. For the time being fismerlcl is avolding a discussion of the ue. A little more than a year ago the London_government dispatched a note to the United States setting forth that the various governments of the British commonwealth were watching the prog- ress of the Byrd expedition closely cause of their own interest in the ritory involved. A statement of British policy in the Antarctic, evolved at the imperial con- ference of 1926, was enclosed, which defined the areas to which Great Britain claims title, The note lay in the State Depart- ment files for a full year, lacking two days, and on November 15, last, an answer was sent to London acknowledg- ing its recelpt and expressing regret at the tardiness of the reply. In addi- tion, the American note said that since the British statement of policy had been transmitted solely for the information of the Washingtorr Government, there was no need for any comméht “at this time.” Thus, consideration of the ques- tion of Antarctic territorial rights was postponed. The British statement claimed title to the outlying part of Coats Land not included in the Falkland dependencies, Enderby Land, Kemp Land. Queen Mary Land, Wilkes Land, King George V Land and Oats Land. NEW ZEALAND AIDES GET BYRD'S CHEER Message Is Sent to Island Contin-| gent and the Tapleys « as Flight Starts, er- By Radio to The Star and the New York Times. LITTLE AMERICA, Antarctica, No- New Zealand contingent of the Byrd expedition: “As we take off, Pole flying, I send the best of good wishes to you and to | BYRD HURDLES MOUNTAIN WALL IN JOURNEY TO Jagged Peaks Jut to Over 10,000 Feet, Ris- POLAR PLATEAU ing-Abraptly-Fram 66 Feet Above By Radio to The Star and the New York Times. LITTLE AMERICA, Antarctica, No- vember 29.—The flight of Comdr. Byrd to the South Pole presents problems very different from those of other long- distance flights. Usually on such flights —transatlantic, transcontinental, long- distance record fiights, or even the com- mander’s flight to the North Pole—the problem is one of getting off the ground with sufficient fuel and equipment. Here, however, the plane took off with a load far w its maximum, the limiting condition is the load which it could carry to a service celling 6f 12,000 feet in order to hurdle the Queen Maud Mountains and continue over the 10,000-foot Polar Platéau. - ‘When to this are added the difficultics of changeable weather ‘in unknown country; the overcast skies, which make landings more dangerous than in a fog, the sudden blizzards and navigati over areas of unknown magnetic varia- tion and across lines of longitude which change every few minutes, it can be seen that & South Polar flight is about as hard a task as was ever attempted in an airplane. * Veritable Wall Interposing. A glance at a profile chart of this jcountry will show the unusual char- acter of the territory to be covered. From the take-off at Little Ameérica to the base of the mountains the barrier is low enough to offer no obstacle. In- deed, from that point of view no better flying country in the world could be found, although there are points where it would be dangerous to land. But the heights, with the exception of one small hump of 900 feet above sea level, are all less than 500 feet. Only a few miles from the base of the mountains the height is only 66 feet This comparatively level stretch covers a distance of more above sea level. than 400 miles. It is about 780 statute miles from Litt'e America to the South Pole, mak- | ing a round flight of 1,560 miles, or a little North Pole flight. ‘Then with startling rapidity the con- dition changes. jumps fre 66 feet to 10,600 feet, mak- ing the line on a profile chart almost an upright wall. Must Find Gap for Passage. ‘This height of 10,600 feet also is not the top of the mountains, but the top | of the Axel Heiberg glacier, and the mountains themselves rise several thou- At least two of them are more than 15,000 feet sand feet higher on each side. whether through the gap of this glacier or through some other opening farther than the commander’s | In a little more than 50 miles the altitude of the surface h. uwnm this range can best be crossed, the | jagged and towering heights which Sea Level in 50-Mile Stretch.” perfect conditions, a cloudless sky and means clear weather and good visibility, geological party, the sky may be over- cast in an hour. bears on_the flight. north, the plane is most heavily loaded. , be found. three miles or even further. chances of making a‘ flight about even. Sudden Blanketing of Fog. ogy. But they do occur. in a moment. alr becomes opaque. thicker the blanket of mist forms, until The horizon vanishes. | at home. is earth is impossible to tell. if the world were not. here is the altimeter “eads from sea level. tion of the surface beneath him, crashing jar as skis touch the sufface. ‘whether he finishes right side u winds from the south, ‘which generally and with a favorable report from the ‘That matter of southerly winds also Winds from the vhich would be tail winds on the way in, bring with them warmer air and moisture from the sea and cover the sky with a canopy of cloud. South- erly winds, which usually clear the air, are head winds during the time when So a perfect wind condition cannot It was supposed before the balloon soundings of the upper air dur- ing the past months that a faverable northerly wind would be encountered at a high altitude, but even if increased fuel consumption and decreased speed did not forbid climbing to and flying at such a height it has been found that the southerly drifts which clear the air frequently extend upward for two nr‘ But, to return to the general weather problem, Comdr. Byrd thinks that the directly from Little America to the South Pole and back to the inland base are just ‘The rapidity with which the weather changes here is almost inconceivable lo those who have not experienced it. ‘Why such sudden changes taken place is still one of the mysteries of meteorol- A clear sky from which the sun shines down warmly on a sharply defined snowscape of dazeling white may change Even as one looks the ‘Thicker and In a few minutes it obscures the sun and hides the barrier surface in a filmy veil which blends snow- and sky. A pilot caught in such a predicament is helpless. The pilots here say that it is worse than flying blind in any fog ‘There some shadows show where the earth lies below, but here are no shadows, and what is sky and what One seems flying in a gray void as no earth, only the instruments which show that the plane is on a level keel assure | the pilot that somewhere beneath him | is something solid. But his altimeter gives him only a rough estimate of how far below him the surface may be, for If he knows approximately the eleva- he may feel his way down, stalling, stalling downward in expectation of feeling a And then it is in the lap of the gods ANTARGTIC PLANE " SURVIVES' PERILS Byrd’s Giant Craft Has Been Thoroughly Tested Under Rough Handling. By Radio to The Star and the New York Times. LITTLE AMERICA, Antarctica, No- vember 29.—The. Ford plane which Comdr. Byrd is ®™Sing on his South Polar flight was brought here safely only with the greatest of care and some good luck. No metal plane has probably been through so many vieis- situdes and survived. It has been flown under all sorts of conditions a8 far noth as latitude 60, has been transported over salt water through .the tropics, dropped several feet to a dock, landed in pleces on a crumbling barrier from which parts were rescued with difficulty, drawn to camp with dog teams, burled in a snow Igloo during a severe Antarctic Winter and emerged from it all in perfect condition, The plane came out of the factory in March, 1928, when Floyd Bennett, Comdr. Byrd's companion on his North Polar flight, who was to have been his pilot on this flight, was still alive and in charge of aviation. After it was tested it was flown by Bennett and Bernt Baichen to Canada by way of St. Paul, Winnipeg, Le Pas and then Reindeer Lake and Racket, a Hudson Bay trading post far up in the Northern wilderness. There it was flot on skis and tested some- times in telperatures of 50 below zero, Flown in Canadian Gold Rush. On this flight the plane mixed up with the gold rush to Reindeer Lake, which was at its height at that time. Bennett and Balchen met a number of men in Le Pas who were anxious to get to Reindeer Lake quickly, & journey which was ordinarily made by dog 1| sledge while snow was on the ground. ‘They were flown up as ngers and both Bennett and Balchen staked claims. After the s on skis were completed they came back and at Le Pas again put on wheels and the plane was flown back to Detroit. ‘The plane then was exhibited in the Detroit aviation show, the national show of that year, and while it was there Bennett and Balchen flew in another Ford to the rescue of the Ger- man fiyers who had landed at Greenley Island in the Belle Isle Straits. On _the way up both flyers were il and Bennett became too ill at Murray Bay to continue. He was taken to Que- bec and died there of pneumonia. His loss was a severe blow to Comdr. Byrd, for he had not only been a tower of strength in the preparations for the flight; but he was also perhaps the closest, friend of the commander. They had been companions on many danger~ ous flights together. .| _ Bennett, whom every one liked, was buried in’ Arlington and the big Ford which he was to have flown was named ) the Tapleys. I want you all to know that you are playing just as important & part as any one of us down here. “BYRD." (Copyright, 1929. by the New York Times Co. and the St. Louis Post-Dispatch. All Tor Dublication reserved through- e world.) the altitude, due to the varying density of the air, plotting drift anywhere near accurately is, indeed, a problem. These two components, speed and al- titude, are absolutely essential to a de- termination of the rate of drift. ‘Time changes rapidly as the Pole is | | approached, so tl within 20 miles of the Pole there may be a change of 24 hours in 20 minutes if one were to fly in a circle at a speed of 120 miles an hour. Sun Compass and Time Element. fringe the Polar Plateau, could be de- termined only after the plane reached the mountains. After passing the outer rim of the Guardian Range there is a drop to 7,600 feet, and then another long hump of 10,400 feet to be crossed be- fore reaching the plateau around the ! Pole, at an altitude of 9,000 feet. In good weather this latter part of the flight should not have presented any special flying difficulty, as the load of the plane was continually decreasing. Such condit@ns, of course, are ex- treme, but théy must be anticipated, and they show how important it is to choose the bes#*possible day for a flight, and, if bad weather is encountered dur- ing the fiight, to wait on the way until it clears. Blizgards come up with astonishing suddennegs. One day recently a big blizsard appeared n & very short time. At noon the sun, was shining so warmly that one could walk around outdoors without cap or gloves and not be might almost be called artistic. To them an airplane in perfect condi- tion is & w uned instrument, with a definite and true note. Known Weather Conditions Good. Everything was ready. Byrd talked for a few moments with Cyclone (Wil- liam C.) Halnes, the senior meterologist, and with the indications that the weath- er was fair for a long distance inland and report from the geological party that there were no disturbances where after him. His name is painted in la letters on the front part of the !usell;':. Tested Under All Extremes. After the plafie had been thoroughly tested, it was flown to Norfolk, V: with the other planes of the expediti and the wing tips removed. They and all other _.arts were thoroughly sprayed to preve: i corrosion during the long l«l’lr to the Barrier. t was then hoisted aboard the whaler C. W, Larsen and on the trip MEXICAN CABINET REPORT DOUBTED Best Informed Circles Believe SCIENTISTS WATCH | BYRD'S POLAR HOP Hope Flight Will Provide, rights out the side of the Pole, which, for purposes, is sufficient. If a flag is dropped at the approxi- mate ition of the Pole and from one ctical it was, everything possible ‘was known. What conditions might be over the plateau was set to be learned. That was an unknown quantity, the one thing on which Comdr. Byrd must gamble, al- though if the weather is bad, he can land at the inland base and wait for the | skies over the plateau to clear. There was a short conference between him and the crew. “Let’s go” was every one’s feeling. They were eager to be off, every man of them showing it in his face, his quick movements, his preoccu- pied expression. ‘There were few handshakes, for Byrd, like most pilots, dislikes last-minute | farewells; pats on the back for the oth- | ers and the furred and bulky figures | climbed into the plane. The door was slammed. | The pilot waved his hand and opened his throtties wide to bresk the plane loose from the snow, while mechanics in the wind blast, the snow whirling about them so as almost to conceal them in its smother, loosened the skiis of the heavy machine and it jerked forward and slipped smoothly over the ground. | Carefully it was turned and taxied up to | one end of the field. The fiying field lies in a sort of hollow, a long, fairly level surface, with the scattered materials of the camp and its snow-buried houses on one side and Long-Wanted DAta of Vast 4ce-Clad Continent. Comdr. Richard E. Byrd's effort m-" day to conquer by air the rugged ice barriers that have defied all but two explorers, was being watched today by | sclentists of the National Geographic| Society with the hope that it would | provide long-desired information about the little-known southernmost tip of the earth. H Although the Lindbergh and subse- | quent oceanic flights and the trip| around the world of the Graf Zeppelin, | as well as Byrd's own dash into the Arctic for a successful fiight across the North Pole, had left few new thrills in prospect for avialion enthusiasts, the present flight once more stirred the imagination of the aviation world and | the hopes of those whose main interest | is completion of the map of the globe. Byrd's Fourth Expedition: i on the other a long slope. This was| Officials of the Geographic said the | Rubio Will Follow Hoover Plan of Selection. By the Assoclated Press. MEXICO CITY, November 29.—Dis- | patches from Nogales, Ariz, to the effect that the tentative cabinet of President-elect Pascual Ortiz Rubig is practically completed and will include two former Chlef Executives, are re. garded here in the best:informed cir- cles as entirely premature. 1t is believed here the President-elect thus far has not gone deeply into the consideration of his cabinet and will make no effort even to select a tenta- tive slate until his forthcoming visit to the United States is completed. In going abroad shortly after elec- tion, Ortiz Rubio is following t dent of President Hoover, since he desires to escape politics and the turmoil of office seekers for a time, mespwhile enjoying & thorough rest | taken with apparently at one time an identafion {society regarded the flight as Byrd's |from the arduous task of six months in the barrier, a sort of bay, and it has | fourth expedition of International geo- | campaigning. been built_up through the years until | now it is 30 feet above the water. but| still some distance below the top of the | barrier. | At the end of the runway. although | beyond where the plane leaves the| ground, was a line of “haycocks.” The | whole field dappled in patches of gray and cream| color where the snow lay soft or blown | hard and crushed by the wind. A few little ridges, only inches high. ran| across it, throwing gray shadows in the | line of the general wind direction. Turns and Is Off to South, At the end of the field on the side! of a slope up to the edge of the barrier | the plane was turned about and Bal- chen opened her up. The motors burst into a crescendo of sound, from a low growl to & deep-tearing note. The pro- pellers flashed in circles of fire as the sun hit their invisible blades. The plane began to move and the group of men standing on the snow. obltvious to cold, watched like statues. Paster and faster the great machine shot forward, its wing dipping slightly ;: the skiis fhet inequalities in the sur- ace. It seemed an age, although it was but & few moments, before it was slid- ing with terrific speed and s0 smoothly that it was almost imperceptible. The skiis lifted and a small space showed between them and the snow. Then the big ship leaped into life and, despite its heavy load, soon lifted high above the field and a hill be- yond A long. smooth glide outward and then a slow turn. The great wing grew smaller, the sound of the motors a muffled hum out of the sky. It dimin- ished rapidly against the clear blue above it. became a thin dark line, grace- ful as a soaring gull. and then, as eyes strained after it. it vanished into the silent south. (Copyright. 1929. by the New York Times Co and the St. Louis Post-Digpaich. Al rights for publication reserved throughout the world.) JAPANESE MENTIONED IN SCANDAL RESIGNS By the Associated Press. TOKIO. November 29.—Ichida Ko- bashi, minister of education in the cur- Jent government, resigned today as a consequence of allegations he was im- plicated in the recent series of scandals involving members of the preceding or Seiyukai ministry. Kobashi declared, at his resignation, he was innocent, but said he desired to retire from office to avoid embarrassing the government. The opposition charged he had ac- cepted funds in connection with the government purchase of & private rafl- way in 1927, when he was a member of the Lower House and a member of the now defunct Seiyuhonto party. Ryuzo Tanaka, former leader of the Seiyuhonto party and now member of the Minseito party, was appointed to succeed Kobashl. { graphic importance, listing his work | with the MacMillan Arctic expedition, his own North Pole fiight and his flight | across the Atlantic as the other three. | The difficulties of the new chapter in | aviation_history being written in the barren Southern area were stressed at quarters. They pointed out that to ex- | plorers the Northern end of the ”"hi was known as the “friendly Arctic,” while the opposite end of the world had | been given the name of the “unfriendly | Antarctic.” | Barren of Plant Life. The -society’s topographers said that | in the land around the Southernmost | part of the earth, Byrd would be forced | to navigate his plane over a jagged | mountain chain, with peaks rising | 10,000 to 15,000 feet. | Instead of the Summer vegetation of the Arctic region, with its Eskimo na- tives, the geographers pointed out that | the tegion about the South Pole was | mostly barren of plant life and without | human inhabitance and even animal life, because of its severe climate, add- ing: | % he North Pole is an ocean, while | the South Pole is roughly in the center | of what has come to be called the Ant- arctic Continent or Antarctic. “From Spitzbergen Byrd flew over floating ice fields rising only & few feet above the level, with here and there open leads of water: from the edge of | the ice barrier south of New Zealand be will fly over one of the greatest ice | fields in the world, an accumulation of | ice rising 150 feet or more above the sea | and as solid as land. 400 Miles of Ice Barrier. “There is nearly 400 miles of this| ice barrier to be crossed south of New | Zealand before the mountains, mark- | ing the first exposed land, are reached. | Amunsden took 27 days to cover this | | portion of his journey, the men trav- | eling on skis, and the sleds of pro- visions drawn by dogs The society is interested particularly in prospective photographs of the region. | | An air view of the Antarctic never has been obtained and this, the sclentists feel, would be an almost invaluable contribution. Byrd, on the MacMillan expedition, took the first aerial views ever obtained | of the Arctic, end these helped locate many places where important speci- mens of Arctic birds and flowers were obtained to enrich the museums’ col- lections On the North Pole flight the com- mander attributed much of his success to the sun compass. He took six such compasses with him ahd it was believed today that it was upon this instrument that the commarder was now finding his way over the uncharted area. Berlin Cafes Organize. BERLIN (#).—To bring back tourist trade to the center of Berlin, cafe own- ers of the Jaegerstrasse, former night life center, je_pooled thejr interests in a stock colpany and have asked the It is likely as well that Ortiz Rubio will sidetrack the formiing of his cabi- net, as Hoover did, until he has re- cuperated and carefully studied from a distant outlook the multiple problems eamed under the sun.|length by those at Geographic head- facing his administration. Plans to Enter Clinic. As soon as the electoral machinery has officially pronounced him Presi- dent, Ortiz Rublo plans to leave with a few friends for Rochester, Minn., where he will enter the Mayo brothers clinic for a thorough rest, Close friends point out the President-elect is suffer- ing from no malady, but he needs sim- ple, thorough rest and recuperation. Later, it is belleved, he will go to New York, where he may confer with from Europe, after which he will pay his respects to President Hoover in Washington, then either return to Mexico or go to the West Coast for a short vacation. Calles’ Plans Unknown, ‘That Calles will accept a cabinet post is regarded as entirely improb- able, one high authority giving it as his opinion that the chances are not a thousand to one that Calles will do so. | It appears almost certain here that Gen. Calles will follow his announced plan on his return to Mexico of plung- ing into the reorganization and re- financing of the railroads, which post he_has accepted. That Calles would be splendidly equipped to handle the affairs of the Treasury is unquestioned, and he has been pressed o accept this post, but it is believed Calles feels he can better serve his country in untangling the affairs of the railroads. 1t is regarded as highly improbable that provisional President Portes Gil will step down into the cabinet post. Those closest to the present executive believe he desires to get out of politics and he would accept a bench on the Supreme Court, sider no other public office. Sue Carol Marries. HOLLYWOOD, Calif., November 29 /) ~Snue Carol and Dick Stuart, young film players, yesterday made public an- nouncement of their marriage in Ven- tura, Calif., last July, after their mar- riage license application had come to | light, giving their secret away. SUN SPOTS OBSERVED. BUENOS AIRES, November 20 (#).— The noted Argentine astronomer. Martiit Gil, has announced that he has recently observed an extraordinary grou| on the sun from the western border to meridian. of the solar disk. The largest spot is_circul and has a diameter of % in form city to rename the thoroughiase “tbe Street of All Nations.” or six days ago. \ \ former President Calles on his return | {than on another meridian which would he prece- | drift and the direction of flight as in- especially | dicated by the sin compass. | but likely would con- | mediately, two The sun compass, which is one of | Comdr. Byrd's most important navig fonal instruments, depends for its ac- curacy upon being set on a meridian | of time and a deviation from that me- ridian necessarily affects its accuracy | Meridians of longitude may be conceived | of as meridians of time on this flight because of the change in the relation- ship of the sun to the course. nsequently, if drift is not calculated with some degree of accuracy and the plane swings from the time meridian on which the sun compass 1s set to another, | the navigator will find himself flying on & course parallel to the one on which he ltlrlfl:}nfl one which would uke' bim not t the converging point, the | Pole, but to one side of it. ‘The reason for this is that the sun is| at such an infinite distance that he would fly at an angle to the sun along a line on the earth’'s surface rather inevitably carry him to the Pole, the compass being set for the meridian on which the flight started. 8o there are two imports .t and easily distorted com- ponents of navigation linked together, Sextant in Figuring Position. On the filght observations are being e sexatnt, which will give | longitudinal lines of position, cutting the course at various angles. A posi- | tion line is arrived at by calculation and is a line which, for ordinary pur- poses, may be thought of as a line across the course at a right angle to a line from the sun, If the distance “between these points of intersection with the course checks with the dead reckoning, the nevigator may be fairly certain that he is on his course. But If the dead reckoning falls short of such a point of intersection it will indicate that the plane is on the side of the line of flight where the po- sition line forms an acute angle, and if dead reckoning shows a greater dis-| tance it will indicate that the plane is on the other side of the course. ‘The navigator then halves the dis- tance between the plotted course and the indicated p. sition of the plane and changes his course to bring him back to the half-way point. Such chang are not to be variable and in & long ight tend to correct themselves and also give a check upon the sun com- pass. | Variation of Time and Compass. | Another problem on this flight is a | necessary change of direction at the mountains in order to get through them. This necessitates cutting across meridi- ans or lines of time, which complicates navigation tremendously. How much it affects the result may be indicated by the speed with which time and other factors change. For instance, in 60 miles of flying along the eighty-sixth degree of latitude, either east or west, at right angles to a line of longitude on which the flight had been made up to that point, time changes 60 minutes, the compass varia- tion changes 20 degrees and the direc- tion of the South Pole changes 15 de- grees. - ‘These are approximate figures and the changes depend also to a large ex- nt upon wind conditions with their resulting calculations. Checking Proximity to the Pele. If all these conditions of polar na gation are met successfully and the Pole is reached, another problem arises im- roblems, in fact—how to make sure of coming within a rea. sonable distance of the Pole and how to g¢: home. It must be remembered that to deter- mine the position of the earth's Poles is extremely difficult in a limited time. Both Admiral Robert E. Peary and Capt. Roald Amundsen, who reached the North and South Poles, spent a day in taking a series of observations and Capt ' Amundsen sent men out in various di- | rections to make sure that some one in his party would come close to that imaginary point on the earth’s surface. ‘When his calculations, made during 24 hours, weie checked in Norway, it was found that two men had probably one within a few hundred yards of the le. These men were on solid surface of spots | servations. about 20 degrees beyond the central| close to the Pole in an airplane mov- This is more than one-half | ing at a high rate of speed and in- b0 miles. | caleulations! . Senor Gil began to notice the §pots five however, that it can be done within an and had time to make a series of ob- How much more difficult it is to fly end of this flight at right angles to the former course a wide circle is made about the flag, tHe chances that the plane will pass very close to the Pole are again increased. Plotting the Return Course. . But how to get home? All the “rail- Toad tracks"sare to the north. Time has 1elatively ceased. Which track to take? ‘There are two ways of determining the plane’s position. ‘The sun is known to bear at a certain ngle from the plane when the Pole reached, and during the circling movement the angle may be plotted on the chart. That makes one relatively | fixed point by which to fly. There is another fixed point, the south magnetic pole, which, paradoxically, is to the north. At the earth's Pole the magnetic pole has a definite direction| and angle from the line of flight. This angle can also be plotted. So, after the plane makes its circle and returns to one end of the line of | flight, bisecting the course from Little America, the nnvlgwr can get as r as possible to his former southward course and turn aw; from Little America for a time and, by means of the sun and the angle from the mag- netic pole, set his sun compass. ‘Then this compass can be reversed 180 degrees, the plane turned about, and, on a course relative to the sun and the magnetic pole, the flight home can be begun with some certainty of arriv-| ing there. Necessity of Calm, Sunny Day. 1 It can be seen that most of this navi- ation depends upon the weather. Aside !mm the desirability of having as calm & day as possible to minimize drift, the sun is absolutely necessary. Without the sun, observations could not be taken, and the sun compass| could not be used to supplement the | sluggish and temperamental magnetic compa: n these latitudes. Moreover, nothing could be seen and photographs could not be taken, making the flight valueless even if the Pole were reached. The flight is for much more than merely reaching the Pole, and as high an altitude as the load permits will be attained at the Pole, so that a wide view may be had of the polar plateau. Mountains may loom up directly past the Pole, and it may be possible to see that the Queen Maude range runs in- definitelys toward the Middle Sea. Importance of Weather Factor. If the weather should become thick just before -the Pole was reached it would be a great misfortune for these | reasons, although Comdr. Byrd believes that even then he could come near the Pole and find his way back to clear weather by means of the magnetic com- 58, Nothing else would be of any use} under such conditions, and every one who has been in high latitudes knows what an erratic instrument the mag- netic compass becothes in these regions. So weather plays an important part fa the flight, and it is for this reason that Comdr. Byrd laid down a base at the foot of the mountains on the Bar- rier so that if the weather seems bad over the plateau when he arrives there he can land on the Barrier and wait for clear skies. ‘The south polar flight has been planned so that it can be changed to meet varying conditions. Watches Set at Three Kinds of Time. The grlnclpfll instruments being used are a bubble sextant, which gives an artificial horizon; sun compass, mag- netic compass, drift indicator, charts and watches. One watch was set at Greenwich true time, glving the true time of the sun, which changes every day according to the time of year. At present it varies 15 minutes from Greenwich civil time, to *'hich another watch was set. «he time of Little America is 12 Lours later than Greenwich clvil time, inasmuch as.we are going on 180th me- ridian time. A third watch was set at true local time, or sun time, which gives the angle of the sun from the line of flight. « A hroughout the we the New York Hugnenntfll{lll of F;me. NEW YORK, November 29 (#)—A Huguenot hall of fame is to be erected fluenced by wind drift and the many opportunities of error in the navigato Byrd believe error of from 5 to 15 miles on either - on Staten Island. Paul Revere, Alex- ander Hamilton, John Greenleaf Whit- tier, Henry Wadswerth Longfellow and Presidents Tyler, Garfield, Roosevelt and T.'l.’edwm be ai commem- orated, & Take-off Load, Ceiling and Speed. The Floyd Bennett, as the big Ford is named, after Comdr. Byrd's compan- jon on the North Polar flight, can take off at the base with a load of 16500 This would provide plenty of fuel for a non-stop flight, but the ceil- ing, or possible height, to which the plane could go with such @ load would not be sufficient to get.it over the| pounds. mountains. For this reason the take-off load was somewhere around 14,500 pounds, which gave a service ceiling of 12,000 feet at the mountains and an absolute ceiling of 14,000 feet. In other words, with this load the plane can fly at 12,000 feet with a re- serve rate of climb of 100 feet a min- ute, and, if necessary, it could be forced up to 14,000 feet, although at such an altitude speed rapidly decreases and fuel consumption increases. The speed, for instance, at 12,000 feet, with the load carried over the mountains after flying 400 miles, would be 90 miles an hour, whereas at 14,000 feet it would be only 75 miles an hour, and the plane would be correspondingly that much less efficient. Byrd Averse to Non-Stop “Stunt.” ‘This limit on the take-off load jm- mediately brings up the question as to whether the flight should be attempt ed without a stop or wrhether a halt on the way back should e made at the mountains. It is conceivable that with 800 gal- lons of line, which will be about the fuel d, the flight under the most favorable conditions might be stretch- ed back to Little America or so near | flig] that it would fall short only a few miles. Head winds or a slightly greater fuel consumption, due to climbing or cir- cling for some nlvlT‘tlm’\Al or survey purpose, would quickly reduce the fuel to a point where it would not be possible to fly all the way back without an in- termediate landing. Comdr. Byrd feels that the pos- sibility of a forced ianding due to lack | of fuel is hardly justified for the sake of a non-stop flight. Purposes of the Flight. After all, this flight is largely for the purpose of obtaining more information as to the extent of mountain ranges seen by Capt. Roald Amundsen running toward the Weddell Sea, of learning whether high lana can be seen on the other side of the pole, and to survey with an aerial camera the almost un- known territory over which he will y. He plans, therefore, to land on the way back at a base on the barrier at the foot of tne mountains and refuel before returning to Little Americ: During the latter part of the flight he hopes to be able to see over Carmen Lend, & range of mountains joining the Queen Maud range from the south, and beyond which may lie a plateau, other mountains or even that long- discussed possible connection between the Ross and Weddell Seas. Landing anywhere away from the base in this country is hazardous, par- ticularly at times wnen extraordinary light conditions conceal the surface of the snow. “Landing 50 feet up,” as aviators put it, is one of the casiest things in the world to do down here, nd it generally means a crash. In clear, sunshiny weather, when shadows are cast by the sastrugi, those wind-carved ridges in the hard surface of the snow, the pilot can tell his dis- tance from the dazzling snow fleld be- neath him with some degree of ac- curacy, and on some dull days also the surface irregularities stand out clearly. But_on other days of diffused light, and they are all too frequent, one can- not even see the surface beneath one's feet and, after stumbling over snow ridges, only by feeling for it can it be distinguished. The condition this creates for a pillot can well be im- agined. He must stall his ship in under power, waiting momentarily for a bump, not knowing whether he will hit smooth snow, rolling waves or hillocks. Reasons Compelling a Descent. ‘This danger must be faced in landing at an inland base. If the plane does ldnd there, it may be for one of & num- ber of possible reasons—because a change in the weather on the way in makes flying over the plateau impossi- ble, because an engines needs repairing, or_merely to refuel on the return flight. The weather changes rapidly here. and it is impossible may be 500 or 600 miles inland. With to know what ‘it | McG of air. An hour first. In a sl drifting thickly. Peril of Motor Failure. sufficient make up by _this time. over the edge of the plateau. of the stretched-out glide. load. It is even possible that if the plane way toward home, hauling a sled. But the chances are thgt the motors aill hum merrily all the way, as they did on the North Pole flight, the trans- atlantic flight and the transpacific ht of the Southern Cross. Three- motored planes have a good record of reliability. However, this polar flight is not so | simple as it might appear. | If it ix successful it will be only be- | cause all pessible conditions have been | anticipated. | . (Copyright, 1920, by the New York Times Co. and the St. Louis Post-Dispatch. Al rights for publication reserved throughout the world.) ;WOMAN SUSPflECTS | HUSBAND KILLED. i DETECTIVE SCRIVENER | | ___(Continued From First Page.) [ ifg them an opportunity to appear and be_heard. It became known today that deputy marshals serving subpoenas in the Scrivener case are obtaining personal service so as to be sure of the attend- ance of the desired witnesses before the grand jury. Service by copy often fails in its purpose to have the witnesses on hand, he pointed out. When personal service is made action may be taken by the court should a witness faill to ap- near, but in the case of a copy service { there is nothing to show that the per- | son received the notice. | Remaining Witnesses. | _Rover today announced the names of the remaining witnesses to be called in the Scrivener inquiry. Those sum- | moned for Monday and Tuesday have already been published. Those remain- g include the following, all being ; Col : Peak, District of Columbia jail; Capt. Guy E. Burlingame, retired; Pvt. Guy | Rane, No, 11 precinct; Pvt. Leo Murray, No. 6 precinct; Katherine Kendrick, 1361 Harvard street; Capt. James L. Hatcher, Ordnance Department, War Department; Dr. Oscar L. Hunter. George Washington Hospital; Jacob Wolf, Detective Bureau: Lieut. Warren ©O. Embrey, Detective Bureau: Mrs. Ed- ward J.. Kelly, apartment 14, 1419 R George Weber, United States attorney's office; C. P. Cox, De- : George Darnall, Maj. H. G. Pratt, police rte) H. M. Jett, Detective Capt. Maurice Collins, No. 7 police precinc! . F. Waldron, Detective Bureau; T. F. Sweeney, Detective Bureau; Pvt. Henry Rinke, No. 2 pre- cinct; Pvt. Thomas F. Heide, No. 12 precinct; Pvt. Robert Langdon, 1282 Oates street northeast; F. M. Alligood Detective Bureau; Maj. E. B. Hesse, 50° | A street southeast: Ralph Stabler, ment 102, 1862 Mintwood place; Levy, 2811 street; Sergt. Thoma ath, ice headquarters. and Peltes Inspaftor Willlam H. H~rri 3 z uncomfortable. There was not a breath ter the sky was over- cast and it began to blow, gently at time it was blowing 20 miles an hour and the snow was One of the greatest dangers on the flight is motor failure. So long as the 530-horsepower otor in the nose of the plane keeps turning it will provide twmr over the plateau to or the fallure of ope of the smaller wing motors, particularly as the load will have decreased considerably If the big motor quits, gasoline will be dumped and the pane may be abe to maintain altitude and stagger out This rea- son, and for survey work, it is probable that the flight over the plateau will be made at the maximum service ceiling lane which will give the great- est margin of safety in case of a long- And, paradoxically enough, the nearer to the Pole motor failure occurs on the way in, the greater is the chance of flying out, because of the reduced fuel | were forced down to the surface of the plateau it could be taxied for a long | reducing by that | much the distance to be walked, man- Col. W. L.| De- | to San Pedro, Callf., where Comdr. Byrd went a®vard, the plane was dis- assembled and crated and covered with tarpaulin. That was blistering work and the pilots and mechanics who have worked on it have done so when the metal Was almost too hot to touch and when it was so cold that it seared the fingers. Every condition in handling the Ford had been extreme. It was landed on the dock at Wel- lington, New Zealand, and. through miscalculation the huge crate contain- ing the fuselage with the center motor lace dropped on its side several feet. The Rilots watching the job held their breath ‘or fear something had been broken, but it stood the strain well. It was then loaded into the hold of the supply steamer Eleanor Bolling, where it remained until it reached the Ice Barrier. Landing It Is Problem. Getting it ashore was another difficult lem. It could not be landed on the y ice, as had been done with the Pairchild plane, because the ice was getting mushy. 80 when the Eleanor Bolling hauled ur alongside the ice dock at the foot of the irrier, the engines were first taken ashore on the ice dock when it broke. fast work and good fortune the center section was hoisted on board again without damage. ‘Then the Eleanor Bolling ran along- side the Barrier, which at that point was level with the bridge, and the fuselage was taken from its crate. At the first pull & snatch block broke, but did no damage. ‘The plane was lifted to the top of the Barrier and rested on the edge for a time while skis were lashed under it, and it bumped up and down gently, a bumping which might have accelerated the breaking off of the Barrier's edge a few hours later. It was touch and g0, but a chance which had to be taken, and finally the big frame was hauled back from the water's edge and put in a position of safety. From there it was hauled to“camp by 50 dogs, five miles along the tops of the Barrier. Then it was buried in & snow house. Not a bolt. had been lost. Arrangement of the Cockpit. ‘The cockpit is the usual large cock it of & Ford plane, with instruments on & board in front of the pilot and ‘dual control. A door leads into the fuselage cabin and just in back of it is the extra tank strapped to the floor by metal bands. This fills only half of the cabin space at this point and alongside of it was placed most of the emergency equipment taken on the flight—feed, tent, cooker and clothes. The sleeping bags were lashed under the roof, for the cabin is about seven feet high, (B N 3 3y the New York Times Co. and the St ispatch. All rights for publi- Ved throughout the worid:) Reserve Officers Commissioned. Stafford Kernan, the Broadmoor Apartments, - Connecticut avenue and Porter street, has b~ commissioned by the War Dee:nmenl a first lleuten- ant and specialist in the Reserve Corps of the Army and Thomas G. Digges. | Clarendon, Va., has been commissioned z_cnpllln and specialist in the Reserve | Corps. cation res CHRISTMAS 1S ALMOST HERE.. THE CHRISTMAS SEALS HAVE. COME NEAH, THAT MEANS Tino THINGS = SHOP EARLY AND SEND A Cuecn THey UH istmas Fight S?ct S ness