Evening Star Newspaper, June 24, 1930, Page 3

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Md. and Harristurs, Pa e Co., S‘T‘iltl;:"r.{ansfer & Sla::g A% {of all. i to see that the shortest distance be- B y me | each New, cl | STORAGE CO.. 418 10th WESTWARD FLIGHT - DANGER OUTLINED |Kingsford-Smith Blames Pre- vious Failures on Lack on Preparation. (Continued Fyom First Page.) Trips such as ours may be unique | today, but in my opinion in 10 years' time crcssing in both directions should be regular because of the development of good pay loads and the enormous range. To be perfectly safe you want | machines with a range of 5,000 miles, | carrying useful pay loads of one ton or s0. "Perscnally I have no faith in the projected idea of floating airdromes strung across the ocean, but I hesitate to say definitely they may not be use- ful because one can not say anything is impossible. I have already mentioned the unfor- tunate tragedies which have occurred in the cases of some previous attempts to fly westward across the Atlantic. Those gallant failures make us marvel at the courage, pluck and endurance which carried those splendid German airmen, Hermann Koehl and the late Baron Von Huenefeld, and the Irish colonel, Fitzmaurice, safely to the other side of Greenly Island. We hope to go farther than they, but in many ways theirs was a pioneer east-west flight. We feel we are following a path blazed by many brave men, and if we should be the first to reach American territory, it will not in any way detract from the achievement of the Bremen and her crew. | Four Dangers to Others. All of these previous attempts had to face four principal difficulties. The first was the danger of engine failures: the second, the question of a pilot’s abllity to fly a long period by instru- ments only or blind flying; third, lack of radio and expert navigator, and, fourth, accumulation of ice. Discussing each point in the order above mentioned, it is nothing but fool- hardy to set out across the ocean in & single-engined plane. Three should be used, as we are doing. If one fails, the other two have to support the weight. It is impossible to maintain flying speed if the weight is too great; therefore, shoulid one engine fail, I can dump as much fuel immediately as is necessary by means of valves at the bottoms of the tanks. The operation is so quick that I can dump 800 gallons if necessary in 50 seconds. And in the event of a forced landing on the water, with the empty tanks available as ballast, the plane should remain afloat for hours. Next is the matter of blind flying, which is obvious on the face of it to any one. The smallest margin of error in calcu- lations is sufficient to send one far off his course, using up precious fuel when far from his destination, in possibly re- mote areas. A navigator is as essential as having a wireless along and vice versa. If the plane is forced down, messages can be sent out until the last minute. Tee Is Ticklish Question. Tce forming on the plane’s wings, however, is the most_ ticklish question Many flights have failed, I am convinced, solely or largely due to this peril. There is nothing you can do to avoid ice formation. My plan, if ice forms seriously, is to bring the machine down to warmer altitudes to melt it off. In one flight I once carried a 1,200- pound weight. We plan to detect ice at night by using flashlights. However, the main difficulty in any attempt to fly from east to west across the Atlantic is wind. The prevailing winds blow from the west to the east, 50 that normally a flight from America to Europe can be undertaken with greater chances of success. ‘These winds vary considerably in in- tensity. At an unsuitable period winds on the Atlantic blow with hurricane force, and, conversely, periods occur when more or less suitable conditiors are encountered. During the Summer months—May, June, July and part of August—opportunities arise very often when these winds are at a minimum and even, upon occasion, non-existent. These head winds, of course, reduce one’s true speed by their force. For in- stance, a machine traveling at a speed of 100 miles an hour with a 25-mile wind blowing against it covers territory at a speed of only 75 miles an hour. Hence it will be seen that the main fiying problem in an east-to-west cro ing is the ability to carry sufficient fuel. Handicap Is Explained. ‘The handicap of wind is easily ex- plained. Fuel in an airplane gives us a certain number of hours at a con- stant air speed. The Southern Cross has a flying range of about 37 hours at a cruising speed of 100 miles an hour. Carrying, as we plan to, the enormous load of 1,300 gallons of fuel, it is easy tween two points, Ireland and New- foundland, a distance of approximately 2,000 miles, can be covered with a margin, even in the fece of a con- siderable head wind, and in the event of a light headwind or a calm New York itself could be reached. So much does this question of winds lie in the hands of the meteorological bureaus on this and the other side of the Atlantic that I, as pilot, would not consider at any time taking off without their co-operation. Modern meteor. logical data are, by courtesy of these Wweather bureaus and hydrographic of- fices, available for aviators anxious to | make long-distance flights, and a fairly | accurate forecast can be given from time to time as to velocities and other wind and weather conditions. Generally speaking, of course, a west- ward flight needs a considerably greater amount of gasoline than an eastward = | flight. So far as I can observe througn studying previous times and speeds on | | eastward flights, the same flights if | { made westward under identical condi- tions would have taken approximately one-fourth to one-third more fuel than ' was actually used. i Thinking Pilot Would Return. If he finds at any period during the | flight that wind and weather conditions | are 5o unsuitable as to make safe ar- rival on the opposite shore problematical, | the thinking pilot will retrace his steps | and go back to the take-off point and | await another and possibly more suit- ! able occasion. Assuming that this ship is equipped to determine its position, as ' the Southern Cross is, the last few hours of flying will be determined by condi- | tions ahead. In this regard accurate radio reception is of estimable value. Apart from head winds, the Atlantic presents another difficulty—fog. This is | particularly true on the Western sid, | where heavy fog banks prevail, due to 4 | the meeting of the Gulf Stream with the Arctic waters, which come down by way | of Labrador. Fog at the end of a flight. | where there is the possibility of gas | tanks being low, creates a landing ! hazard. Needless to say, it Is extremely difficult to come down through layers of fog and land accurately on suitable | ground. | A condition of fog dccasionally neces- sitates what is known as blind flying, | and this is best described as controlling | the machine’s motion in the air by the |aid of instruments alone. In fying blind, also, one's personal senses cannot be relled upon at all. If the machine | seems to be going in a certain direction | and the instruments say it is not, it s | entirely necessary to submerge your own inclinations and believe your instru- ments. s Blames Fatalities on This. I am convinced that a number of fatalities have been caused by pilots refusing to believe what their instru- | ments tell them and insisting upon re- lying on their own intelligence. The instruments on a flight of this nature are, apart from the ordinary fly- ing instruments, as follows: A special earth inductor compass, a bank and turn indicator, a rate of clingy meter, & NEARING AMERICA J ON ATLANTIC FLIGHT UNK SOUTHERN GRS 5 HALF WAY OV Everything Going Well, Radio Messages From Plane Say After Passing Ships. et (Continued From First Page.) ‘ern Cross was at 4:27 a.m. (10:27 pm., E. 8. T., Monday). Although loaded to capacity with gasoline the big ship | raced 1,000 yards down the runway and then rose gradually. It circled Port | Marnock, which is 7 miles northeast of Capt. Charles Kingsford-Smith with his three companions, photographed just before they left Croydon Airport, near London, for Port Marnock, Ireland, from where they started on their westward flight over the ocean yesterday. Left to right: Capt. Kingsford-Smith, pilot; M. E. Van Dyk, assistant pilot; J. W. Stannage, radio operator, and Capt. J. T. Saul, navigator. —P. & A. Photo. speed and drift indicator, a periodic compass and, as well as these, all in- struments necessary to navigation, The instruments of navigation pri- marily are compasses, of which the earth inductor is the most accurate and suitable to fly by. This compass is not subject to local magnetic influences, and also has the character of being able to be read to within a degree or less. Of course, normal navigating instruments are vital to the determination of one's position. A mariner’s sextant, with the addition of an artificial horizon-bubble as used in a spirit level, is the instru- ment of paramount importance in tal ing celestial observations. Dead reckon- ing, as determined at sea, is not so easy to determine in the air and, in fact, is quite impossible should the ma- chine be out of sight of water or ground 2s the case may be. This emphasizes the necessity for careful celestial ob- servations. As to the crew accompanying me in the Southern Cross, there is John Saul, a captain in the Free State Army and one of the best men in the world for the job. I think my appreciation of Irish interest and co-operation in this flight is sufficlently seen in selecting one of their countrymen for this re- sponsible job. Praises Co-Pilot. And & better-equipped co-pilot you could not find than Evert Van Dyk, | the Dutchman, who has had so much | experience on the Netherlands airways. ‘There is particular interest attached | to our wireless operator, John W. Stan- | nage, for it was he who held the same | post on the rescue machine Canberra when we were lost in the Southern Cross for 12 days in Australia. Surely an international crew—Irish | navigator, Dutch relief pilot, South | African radio operator and myself, an | Australian, Van Dyk and I, as pilots, naturally will sit in the cockpit forward. Be- hind us our main fuel tank fills the space, except for an inch or so on the outer side of the fuselage. Behind the tank sit Saul and Stannage at their Jjobs. When we take off neither of these two groups will see one another | again until the end of the flight, We | will communicate, each with tke others, | by means of flashing electriz light si nals to attract attention and using a | long stick with a clip on it bearing written messages, ‘The navigator has excellent view through the windowz on each side of Radio Cperator’s Dream Discloses Fault in Dynamo Stannage Makes Repairs inTime After Premonition of Failure 10 Hours Out. By the Associated Press. DUBLIN, June 24.—J. W. Stannage, wireless operator of the Southern Cross, before beginning today on a transatlan- tic flight project to New York, revealed a strange dream he had during the night. He said that he dreamed that the flight had commenced, that the winds were favorable and that splendid prog- ress was being made, but that after 10 hours of flying the wireless apparatus suddenly failed. Examination showed him the dynamo had “frozen” or- was stuck tight. He said that he was impelled as a re- sult of the dream to make a fresh care- ful examination of the transmitting ap- paratus, and was surprised and. dis- mayed to discover that the dynamo was actually on the point of “freezing.” Re-| pairs were effected immediately. B — the plane, and to get readings and take bearings ‘can open the top hatch and thrust his head and shoulders through. The rest of the fuselage behind the navigator and wireless operator will be empty, it all being a question of balancing the weight around the center of gravity. Twice an hour I intend to make entries on our log. I never stop on these long flights, and I am pretty well used to them, but I can lie back and relax now and then. We are taking the usual emergency | | rations of concentrated foods, such as chocolate, malted milk and some sand- wiches, hot coffee in a vacuum bottle and an emergency flask of brandy— which I suppose they will take away from me when we land in the United States if we do not drink it. We are going to follow the great circle route, which represents the short- t possible distance between two points, tent North Atlantic steamer routes. We expect to be in communication with ships all the way across. We are taking along the short-wave wireless set used on the Australian flight, which we once transmitted as far as 14,000 miles—at night. Our radio is more efficient than ever with two sets. Besides the short-wave, which is 32 meters, there is a medium-wave to work between 600 and 800 meters. We are not taking two radio genera- tors this time, one being regarded as sufficient. Our radio is stronger and better, yet actually lighter than before. Amateurs always heard us before all over the world on our short-wave transmitter, and they should easily do so this time. Our receiving set picks up messages from 200 to 300 miles by day to 500 to 600 by night. On Sunday, while making last-minute adjustments before leaving . the airdrome, to Stannage's amazement he found he had gotten Liverpool, in England, even without an aerial. We have two aerials trailing below the machine. We shall send out reports of the flight's progress to the New York Times through its own radio station, WHD, continually, and at intervals send other reports to the world at large. Reports to Be Sent Regularly. After completing this flight my next aim is to go on to Oakland, Calif., where we started in 1928, thus complet- ing the 35,000-mile trip around the world. This T consider a real around-the- world flight, as it should be flown, not around the top of the world only. I hope to be back in Australia at the end of August, because I am engaged to marry a Melbourne girl, Miss Mary Powell, out there in September. Writers have been busy from time to time with my career for the news- papers, but there is one item unprinted which concerns my first “flying” ex- perience. When I was about 5 or 6 I decided that I wanted to fly. I took an old umbrella and got on top of a barn roof and ventured out into space. Needless to say, both I and the um- brella “cracked up” under the strain. I have never been cured of flying since. We expect to be at Cape Race 21 or 22 hours after the take-off, and over Nova Scotia by the time another day has dawned. Whether we reach New | York depends on the fuel supply | Wednesday. and thereby we can follow to some ex- | Dublin, once and then turned west- ward toward Galway and the open ocean. Ten thousand spectators witnessed the departure, cheering frantically as the plane left the ground. Among those present were Gov. Gen. MacNeil, the American Minister, Frederick A. Sterling, and Mrs. Steriing. Ahead of the ship at its departure lay a course of 3,364 miles to New York. Avoids Unlucky Number. ‘The airmen expected a trip of about 34 hours, which would bring them to New York at about 8:27 am. (E. 8. T.) ‘The ships tanks were loaded with 1,298 gallong of gasoline— 2 gallons less than capacity in order to escape the unlucky numeral 13—which would be sufficient for 38 hours’ flight. Capt. Kingsford-Smith considered the margin sufficient for most contingencies. The westward flight to New York never before has been made, although tried frequently from various parts of Europe. In the Spring of 1928 the airplane Bremen did complete a west- ward North Atlantic cross from Bal- donnel Airfield, near here, to Greenly Island, a lonely spot on the coast of Labrador, but it fell short of its goal, New York. Aboard the Bremen was Col. James Pitzmaurice, an Irishman, and two Germans, Capt. Hermann Koehl and Baron von Huenefeld. Romance flew with Capt. Kingsford- Smith. If his flight is successful he will give up venturesome long-distance attempts and marry Miss Mary Powell, a pretty 24-year-old Irish girl of Mel- bourne, Australia, whom he met a year ago on a boat going down to the Anti- podes from Vancouver. They fell in love with each other almost at first sight and became engaged. Save to a few friends, their engagement was not revealed until a few days ago. Will Manage Company. Capt. Kingsford-Smith said then that if successful on this trip he would never fly the Southern Cross again, but would settle down to the less hazardous work of managing a commercial aviation company in Australia which he and Charles Ulm, a companion in the transpacific flight of two years ago, al- ready are associated. Capt. Kingsford-Smith already is an aviator of more than ordinary achieve- ment. On May 31, 1928, with Ulm and two Americans, Harry W. Lyon and James Warner, he made a flight to Hawaii and thence to Australia by way of the Fiji Islands, which when com- pleted June 10, after 7,300 miles and about 82!; hours of flying, brought him many decorations. An attempted record flight to Eng- land from Australia last year almost ended disastrously when the Southern Cross was forced to land in the desolate mud flats of the bush country near Fort George Mission. Twelve days elapsed before the flyers were found, in the course of one of the most extensive searches by air in the history of avia- tion. Reconditioning the Southern Cross they took off again for England from Sydney, and this time were successful, reaching Croydon, a distance of about 12,000 miles in 13% days, breaking the 16-day record set by Bert Hinkler two years ago. The weather ahead of the flyers to- day was most propitious. there was a clear sky and at the start a five-mile southeast breeze behind them. Predic- tions were for continued fine weather, although headwinds, as usual on an east-to-west flight, were to be ex- pected. Party in High Spirits. For a half hour before the start of the plane its engines roared so loudly that conversation was impossible. Hand- shakings and gestures alone marked the | (Copyright, 1930. by the New York Times. 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All the party were in high. spirits at the start and they shouted gaily their instructions to each other. Stannage, the radio operator, entering the cabin of the plane, excited laughter when he. leaned from the cabin window and called above the roar of the motor for one last drink. He was handed a bucket of water, from which he took a long draught. Capt. Saul joined him in the cabin and the door was sealed with a strip of sticking plaster. Capt. Kingsford- Smith and Van Dyk walked around the machine with Saorstat officers and in a few minutes themselves climbed into the cockpit. As the machine started down the run- way an ambulance joined it from the side and raced with it so that in the event of an accident prompt aid et:mldt be given the four men. The take-off was perfect, however, at the end of 1,000 yards. For a minute the craft flew out over the sea and then 'd back over the fleld and out of view. Within a few minutes telephone messages and telegrams began to ar- rive telling of its progress westward over the Free State. _ May Fly Back. ’ The flyers’ intention was to make 85 miles an hour during the first 10 hours, increasing to between 95 and 100 miles per hour as gasoline consumption was lessened. Van Dyk, after a three weeks' stay in America, hoped to fly back to Ireland with Col. Fitzmaurice, possibly using the Southern Cross again if they could obtain Capt. Kingsford-Smith's permission. In a final interview given | A minutes before the take-off Gapt. Kingsford-Smith expressed belief that the flight would be successful. . “I am certain of doing this flight,” he said. “We have taken so many pre- cautions against dangers that I don't believe any exist. I have the most ac- complished crew that will ever be found, and all the elements of success em- bodied in the Southern Cross. Capt. J. T. Saul, navigator, said: * have every confidence we shall suc T M. E. Van Dyk asked, “Why shoul there be any doubt about getting ther Should the head winds retard the speed of the plane, Capt. Kingsford- Smith said before he left, he might send out a m’“.f seeking assistance in re- fueling in the air between Cape Race and New York. This has never been tried on a transatlantic flight, e Beaufiful brunettes are much rarer than beautiful blondes, declares a Euro- pean beauty expert, MARSHALL HOUSE and The Emerson and Cottages, York Harbor, Maine. Golf, York Country Club, 27 holes ; bathing, ;Jrchestra, elevators, fire sprink- ers, PACKARD STANDARD EIGHT 5-PASS. SEDAN $2225 delivered here with spare tire, tube, cover and all necessary equipment £ 4 INITIAL PAYMENT MONTHLY PAYMENTS 14 4 357845 $15262 Includes Fire, Theft, Equipment and $100 Deductible Collision Insurance, Interest and Finance Charges for contract period. YOUR PRESENT CAR WILL BE APPRAISED AT ITS FAIR MARKET VALUE AND THIS ALLOWANCE APPLIED AGAINST THE INITIAL AND MONTHLY PAYMENTS. 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