JEAN BATTEN'S AIR EXPLOITS

Press, Volume LXXIV, Issue 22414, 30 May 1938, Page 16

JEAN BATTEN'S AIR EXPLOITS

Early Difficulties Surmounted RESOLVE TO PLY TO AUSTRALIA Undaunted by Failure In First Attempt (specially -WRITTEN fob the press.) CHAPTER II Several flying clubs were already in existence in New Zealand, but my enthusiasm was frowned on by my father. “It’s very dangerous,” he had told me when I asked to join a club, “and very expensive,” he had added in a stern voice. I had met Kingsford Smith during his tour of New Zealand, and when early the following year I again visited Australia he offered to take me for a flight. Cruising about high above the Blue Mountains I had felt completely at home in the air, and decided that here indeed was my element. I was even more determined to fly myself, but as my father was opposed to any such idea there was the apparently insurmountable obstacle of finance. My mother was going to visit England early in 1929, so I decided to ■accompany her. In England it seemed I should be in the centre Qf flying activity, and it would not be so difficult to make a start. It seemed that I was well and truly burning my bridges and casting adrift when very reluctantly I consulted an auctioneer and sold my beloved piano. Barely 19, I declared to my astonished parents that I was old enough to make my own decisions and had decided to make a career for myself in aviation. As we travelled to England a new world was opened up to me. A short time after our arrival I made inquiries about the different flying clubs. My mother, who already sympathised in my keen interest in flying, agreed to help me. We went together to the London Aeroplane Club, where I joined and commenced training. Early Training Very soon I was being Initiated into the art of flying an aeroplane straight and level; then followed hours of careful practice in turning, gliding, landing, etc. At that time the London Aeroplane Club, now at Hadfield, had its headquarters at Stag Lane aerodrome, which has since been closed, and built upon. Stag Lane aerodrome takes a prominent place in aviation history, for it was there that Captain Geoffrey De Havillaad designed and tested the first of the Moth aeroplanes, which became so universally popular. In addition, ■ the London Aeroplane Club has the unique distinction of having trained or numbered among its members the majority of the famous and wbll-known wemen pilots. Among these were Lady Heath, the first airwoman to fly to South Africa; the Duchess of Bedford, who with a co-pilot made several- flights to India and Africa; Lady Bailey, first airwoman to make a return flight to Cape Town; Miss Winifred Spooner, well known in international and competitive events; Miss Amy Johnson, famous for her many great flights, the Hon. Mrs Victor Bruce, v/ho flew to Japan only a few months after taking her ticket; Miss Joy Muntz, afterwards test pilot for an aviation company; Miss Pauline. Gower, who aerial taxi service with M’ss Dorothy Spicer, first airwoman 4o hold all aviation engineering licences: Miss Joan Meakin, well known in-gliding circles in England and abroad. These are some of the airwomen who received their training at this club or Awere members of it, and whom I used frequently to meet during ■ the happy years when I flew the familiar yellow Moths at Stag Lane. , , . When I had completed a few hours flying and had passed tests for the A licence, I optimisticaUy though vainly tried to obtain backing for a flight to Australia, which I had contemplated even before leaving New Zealand. Thinking that it might not be so difficult to interest people m my own country and hoping that my father might help, I Sailed home to New Zealand. . . , ~ Financial Troubles Although my father had not known I was learning to fly until I obtained my licence, he was very pleased when he saw me give a display of aerobatics at the local club, which I joined on arriving * back in Auckland. He was, however, not at all enthusiastic about the prospect of his only daughter flying across the world alone. None _of my relatives or the people whom I interviewed would help in any way, and admitted that they did not wish to take the responsibility of financing such a flight. The urge, however, was very strong within me, and I returned to England in June, 1931, to study for the commercial or B licence, as I considered that the possession of this ticket would give me a certain amount of prestige in further efforts to obtain finance for the flight. There was a great deal of study in connexion with the commercial licence, and examinations to be passed in navigation, air legislation, elementary meteorology, and inspection of aircraft and engines, etc. In addition to the general flying and cross-country tests there was also a solo night flight to be completed between Croydon and Lympne. It was necessary for. a candidate to have completed 100 hours’ solo flying, and, in view of the small allowance I received from home and the fact that to hire an aeroplane for one hour cost 30s, it was very difficult to make ends m For some time-I had been studying hard and saving up for the B licence examination. As I wished to increase my knowledge of engineering, I took a course in general maintenance of aircraft and engines in the workshop of the .London Aeroplane Club. In .order to arrive punctually at 8 a,m. every morning I took lodgings near Stag Lane aerodrome. Work in the Hangar For several months the 'day used to be spent in the hangar, where, attirea in overalls, I worked on the engines with the regular mechanics, and in the evenings attended lectures and studied navigation. Rain, snow or fine, I somehow managed to arrive punctually each morning, and the aeroplanes, carefully inspected, would be wheeled out of the big hangar, propellers swung and engines warmed up. After being refuelled they were taxied round to the front of the clubhouse in readiness for the day’s flying. Our chief engineer was very conscientious and thorough, and in the workshops I learned the importance of careful inspection of aircraft and engine before flight. About this time the great depression was afflicting world commerce, and New Zealand, almost entirely dependent on primary produce, felt the trade slump very deeply. When I was halfway through the- tests for my commercial licence my income was stopped. I had already made frequent trips to tile pawnbroker in order to keep up my solo flying, so that when fate dealt me this dreadful blow I had no reserve to fall back bn. Fortunately my mother saved the situation. In spite of this, however, I felt very worried when on a murky night in November I flew to Croydon to complete tests for my cross-country night flight. I knew

that if I failed it would not be possible to sit again because of the expense involved. . ~ _. Just as I was about to take off on the return flight from Lympne my instructor hurried, across to the aeroplane and handed me a small torch, which proved of vital importance on that memorable night. Only about 15 minutes after I had left the aerodrome the navigation lights failed owing to a loose terminal, and the machine was plunged into darkness. None of the instruments - was luminous, and my predicament was aft unenviable one as I sat in the dark cockpit flashing the torch on the instrument panel. The aeroplane was reported flying over Biggin Hill without lights, and when at last the red beacon at Croydon appeared ahead I sighed with relief. Circling the aerodrome several times and flashing my torch I eventually saw the green rocket signal for me to land pierce the-darkness beneath, and. shutting off the engine, glided down to a landing on the flood-lit pathway. Although I arrived home in the early hours of the morning I returned to "Croydoft after breakfast to complete the final test, comprising a series of spins. Mind Made Up After gaining the .commercial licence I felt very sorry for my relatives and friends who had tried to dissuade me from attempting to fly. My family, however, gave up all further attempts to put me off my plan,-realising that opposition only made me keener to attain the apparently unattainable. Once my mind was set on anything it was quite useless to attempt to swerve me from my purpose or dampen my enthusiasm in driy way. One day at the club I met a pilot who was interested in my plan for a jfolq flight to Australia and agreed to help finance the flight. I was to have a half-share in a pecond-hand Moth winch was to be purchased. In return I signed an Agreement to give the other pilot 50' per cent, of any proceeds ensuing from that flight and to tour Australia and New Zealand tot 12 months afterwards giving passenger flights- " ' After months of preparation and organisation I took off for Austxsma m April, 1933. My first non-stop flight of almost 1000 miles to Rome caused considerable comment. All went well until I, arrived in India, where a major engine failure occurred in which- a connecting-rod broke and went through the side of the crankcase when I was flying at an altitude of only 500 feet and nearing an aerodrome. I made a forced landing, fortunately without any personal injury. The engine trouble would never have occurred had the engine' .been of a later design or the connecting rods modified before leaving England. I was far too proud-to ask anyone for help, but actually everything I possessed had gone into the flight, and I was now considerably in debt and practically penniless. It was at this stage that I first experienced the kindness and generosity of Lord Wakefield, who has for many years been conected with the most successful events in the world of sport.. He had been interested in my progress during the flight to India, and with his customary generosity arranged for me to travel back to England. Lord Wakefield’s Help On my arrival in London it was to find that the part-owner of the machine was not interested in another projected flight to Australia, so the aeroplane was sold and afterwards reconditioned. Fortunately. I was able to interest Wakefield, who agreed to help me finance another flight. In April, 1934, after I had set off again, I had one of the most thrilling experiences of my pareer. Having battled with head winds on a flight from Marseilles to Rome, my aeroplane ran out of petrol at midnight in teeming rain and pitch darkness over the centre of the Italian capital. Gliding the silent machine to. the outskirts of jthe city I managed to bring it safely | down with very little damage in a small field surrounded by wireless masts. When I saw this field in daylight I was astounded at my miraculous escape. The masts between which I had glided were some hundreds of feet high; bordering the field were high-tension wires over which I had glided in the darkness, and only 25 yards in front of the spot where I landed was the big embankment of the Tiber river. About a week afterwards I flew my aeroplane back to London to make a fresh start. My reason for returning to England instead of flying on was that I was reluctant to add the week spent in Rome on to my time, for I wished to make a reasonably fast flight through to Australia, it was my intention to establish at least a women's record for the journey, realising that my aeroplane was not suitable to try for anything faster at this stage. , (To be Continued.)