BRILLIANT TASMAN PILOTS

Evening Post, Volume CVI, Issue 54, 12 September 1928, Page 12

BRILLIANT TASMAN PILOTS

FIGHTING heavy weather of the kind which is most troublesome to airmen—an electrical storm —tho Tasman flyers in the Southern Cross hud difficulty in communicating not only with the land by wireless, but with each other in their damped and noisy quarters. "Let's know when I can let the 000 metre aerial out again." This scribbled note was found in the cockpit of the Southern Cross after she landed shortly after 9 a.m. yesterday at Wigram' Aerodrome, Sockburn, five miles from Christehureh. Tho note came into tbo possession of a Wellington gentleman, who prizes it as a memento, and its valuo to this article is mainly to.indicate that there was

"I'ost" piioto.

trouble with the COO metro aerial, and that the wireless man (radio operator) and another member of the crew were exchanging notes on the subject. ORAL COMMUNICATION LIMITED. In the Southern Cross the navigator (Litchfield) and- the- radio operator (M'Williams) travel together in the cockpit; and the pilot (Kingsford Smith) and assistant pilot (Ulm) arc paired in the fore-cabin or pilot's compartment. There is no oral communication between these fora and after cabins. If navigator (Litchfield) or radio operator (M' Williams) wish to communicate with Kingsford Smith and "Ulm, written. •'. messages have to be exchanged. ■ •■Mr;'■'"■M rWilliams states that ho had ,to!'...,push his messages through to the pilot on a stick. An example of such a message, bearing the mark of the stick, was also found in the Southern Cross after the landing. It is addressed to "Mac" (evidently M'Williams) and is signed "Chas" (both Kingsford Smith and Ulm have Charles fur a name), and it says, "Please turn on searchlight" (wtiich instruction can bo linked up with certain phases of Ulm's story published yesterday). jPh'e.'.Stick-inark on the scrap of paper tells its own story, but the note concerning the aerial bears no stick-mark and may Uavo passed between navigator and radio operator, because in the midst of engine-roar and wind it may be easier to converse in writing than in words even when the parties are in proximity. LIGHTNING CONTACT WITH AERIAL. What, anyhow, -was the matter with tho 600 metres aerial?' After describing, as published yesterday, the early failure of the shortwave transmitter ("as yet we have been unable to detect the original cause") U)m went on to say: "We would have operated on longwave for both receiving and transmitting, but before our aerial could be wound in when we struck the first severe lightning atorm the lightning made contact with the aerial and burned out some of the coils in the set, rendering it practically useless. However, towards the latter end of the flight, by dint of very hard and uncomfortable work, M'Williams was able to get out a few short messages, and wo hope everybody listening was able to receive them. Both Smithy and myself are commiserating with Mac over the failure of the equipment, which was, of course, no fault of his." It will be seen that what happened to the 600-metres aerial was vital enough. As already explained by TJlm yesterday, the attempts of M' Williams to take tho mechanism to pieces, readjust, reassemble, etc., were interfered with by tremendous bumps (drops): M'Williams worked on it for hours, and just when ho had it all apart and-folfc that he could reassemble it and start work, we ran into some of the worst buinpa we had

over experienced, and his loose equipment was scattered all over the floor of tho navigating and wireless cabin. As M'Williams himself puts it, "imagine what it is to bo seated and to fall 300 feet through space and to be brought up all of a sudden. This gives you a sick feeling." MESSAGE ON THE STICK. According to M'Williams, the nonstop flight of tho Southern Cross to Perth (something over 2000 miles, and therefore much longer than the Tasman hop) was more than usually bumpy, but the Tasman flight was much more difficult. The wind must have been terrific at times, though we had no means of measuring it, and the rain beat hard down on us. Wo climbed to 7000 feet to avoid it but it was no better up there. "As for tho wireless, it became practically useless early. When we got into tho storm the apparatus got thoroughly soaked, and I had to change from a 30 metres wave to 600 metres. Tlio aerial broke down and I had to set about reconstructing it. I sent word through on the stick to 'Smithy' that I was going to pull the apparatus to pieces and reassemble it. The aerial went straight up through the cabin of tho 'plane, and I was crawling about on my hands and knees with a torch in ono hand and attempting to fix it up with the other. I had to attempt to dry the parts with a pocket handkerchief as they were useless wet, and this was all done in darkness except for the aid of a solitary torch. Meantiino the 'plane was bumping up and down. When I got a spark she went 'fizz,' and I thought: 'This,is no good with petrol fumes about.' Consequently it was well after 5 a.m. (Sydney time) that the radio began to function at all efficiently. At no time could I get the radiation that I obtained on tho Perth flight, and I saw from the beginning that this was going to be ono of my main difficulties. At no time after the storm was the radio transmitting at all satisfactorily. All I could see was the back of tho head of tho pilot, and I had to push my messages through on a stick." LITCHFIELD POUND THE COURSE. So much for radio and the troubles of the radio operator. With the navigator everything went well, and Ulm, continuing his statement, published yesterday, says:— "We cannot say enough in praise of Litchfield's navigation under particularly adverse conditions for both flying and navigation. He sot a course for a very small point—that is, Cook Strait —and he brought us there most accurately. "All four of us are fairly tired, and even tireless Mac is iv bed and is not going to have a look at tlie trouble with the radio equipment until to-mor-row. "The total flying time for the trip, the actual mileage of which was 1060

we have just completed. At tho request of: the New Zealanders wo dropped the New Zealand wreath as near as we could estimate 150 miles from the New Zealand coastline, and our own wreath was dropped about IDO miles from tho Australian coastline. "In view of the particularly bad weather, including as it did rain, hail, ice, and lightning, we are jolly glad .that wo equipped our machine with the three new miearta propellers generously given to us by the Westinghouse Company. The old propellers had had a bad doing in the Pacific flight and on our Melbourne to Perth flight, and we both doubt whether they would have stood up satisfactorily to what the new blades had to go through last night. We have not yet had time to fully examine tho new blades since our arrival here, but from a cursory glance are quite satisfied that they will carry many scars from last night's battle with tho elements. Our three motors, thanks to the attention given to them by 'Doc' Maidment, functioned, as usual, perfectly throughout. We were fearful at times that lightning might seriously affect the magnetos, but in ,view of what the bus came through last night wo aro satisfied that these three 'Whirlwinds,' when properly fuelled, oiled, and cared for, will go through any weather anywhere." The "tireless Mac" (M'Williams confesses that such was his excitement that he did not sleep for four nights before the flight) has a tribute for Kingsford Smith: "It is my confident opinion that without 'Smithy' we would not have got across the Tasman. I have flown with him in all about 12,000 miles now, and ho will do me for a pilot. Ho is so wonderful in difficulties, and last night he was called upon more than once to exercise his skill. Often during, the storm it took both 'Smithy' and Ulrn to hold tho controls. And the bumps! Why, 'Smithy' was wonderful in them. There are technicalities in the manipulation which I cannot explain, but 'Smithy' knew what to do and when to do it." CROWD UPSETS PROGRAMME. The rushing of tho landing ground by tho crowd at Wigram Aerodromo created what was undoubtedly a dangerous position, because peoplo were all round the Southern Cross while the propellers were still whirring, and the official intention to keep the crowd behind the barriers at tho landing, and to keep them at all times at least fifty feet from tho big plane, became less than a pious hope. The crowd so took charge that Kingsford Smith and Ulm and Litchfiold never reached the official motor vehicles provided for them. The first two were hoisted shoulder high by tho crowd, and in this strenuous position, following a strenuous night, were carried hither and thither for many minutes, until at last a private car seized them and whisked them to Christehureh, where they mado an unexpected arrival at their hotel, which had been advised that their departure

shoulder high, and it was pathetic to see the photographers borne down and swept away iv their attempts to take further snaps. A good deal of camera property must have been damaged, and the scene was ono not soon to be forgotten. Something will have to be done with regard to aerodrome crowds. When an airplane is landing, to be followed by other escorting airplanes, the possibilities of accident are too obvious to detail. GIRLS MUST SEE THE LION. From an hotel balcony the first two escapees, Kingsford Smith and Ulm, made one of their snappy addresses, and soon were joined by Litchfield. It was when Kingsford Smith appeared on the same balcony at 5 p.m. that he introduced M'Williams to the waiting citizens in Cathedral Square, and tho New Zealander of tho party was, of

tempered," remarked Dim. His ex- j ! planations were cut short with the '■ assurance that, to tho eyes of an outsider, his performance was exemplary and his patienco beyond, belief. How many peoplo after .flying from Australia and becoming the football of a crowd would be prepared to give columns of a detailed history to a hungry press? j It is worth mentioning that Kingsford Smith and Ulm wore New Zea"land silver fern badges when photographed by tho Southern Cross. _ In the air two Government picture men were at work. Staff Photographer Yeadon was taking photographs from one of the escorting Bristol airplanes, and from another Bristol Mr. M'Kechnie, on behalf of the Publicity Department, was taking moving pictures. His cinema was so mounted that he had ] to stand in a very exposed position) |

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course, well received. Botween his arrival at the hotel in the morning and his reappearance at 5 p.m., Kingsford Smith had had some- sleep, and had changed into his full uniform. He is of middle height, and his aquiline profile and distinctive manner would pick him out anywhere. The hotel and the hotel lounges inaide wore thronged with visitors, including many ladies, and thero waa a distinct atmosphere of social exaltation. "They must see tho lion," said the male eseoit of one group of h.ilf-a-dozen stylish girls, .as he piloted thorn through tho throng to a point where they might Bee the great [ man chatting with tho Government re-

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miles, was 14 hours 25 minutes, -which averages out at about 110 miles per hour. This means that we had an averago following wind throughout of about 28 miles per hour. ■ IK SAD MEMORY. "We had sad duties to perform in tho dropping of two wreaths, one of which was brought over by M'Williams from the people of New Zealand, and one which wo dropped' on behalf of our crew in memory of two gallant gentlemen who set out on the flight

from the aerodrome would be delayed.! Litehfield somehow escaised to a motorlorry, and reached Christchurch that •way. Ouly M'Williams was brought in "by the official procession. The first rush of tho crowd was held long enough to enable photographs to be taken near tho Southern Cross, where Sir Heaton Ehodes and Mr. Sullivan, Labour M.P., made brief welcoming speeches, although the Mayor (tho Eev. Mr. Archer) seems to have missed this function. But the real melee began with tho hoisting of the heroes

presentatives and others. One of Litchfield's triumphs was at the ferry steamer, Wahine, in the evening. As a Union Company officer, ho cailed on the- steamer before she left for her run North to Wellington, and was applauded and feted. "Yes," said a Wahine man, "it is Litehfield who set the course, and his course got them through quickly. Ho is really tho man of the trip. He got them straight to Wellington and from Wellington south he really followed this ferry steamer J8 course, cutting inland between Brighton and Sunnier to tho aerodrome." They were evidently ail very proud of him, and a good deal of confetti was thrown, but not (it seems) with the usual significance. As the steamer left her complement again cheered, tho navigator waving farewell on Lyttelton Wharf. WHERE IS HIS MASCOTTED HELMET? A Press Association telegram from Christchurch states: "Once the Southern Cross had landed the crowd went wild, and a few people rushed the airplane for souveniers. Some even tried to scrape small pieces of paint from the Southern Cross. One man got off with a valuable prize, Kingsford Smith's flying helmet. It fell off in a jostling rush of the crowd, and somebody has it now. Kingsford Smith cares little for the helmet, but he wants very badly a little mascot (a black cat) which was clasped in it. lie is offering a reward of £10 for its return." CONCERNING TJLM. Ulm is tho business man of the organisation and on him devolves the task of communicating to the ..Press, and it was noteworthy that hours after Kingsford Smitli had sought repose Ulm was still busy with various tormentors seeking information or air-plane-carried parcels. It was after 1 p.m. before he found his bod, and even after that his rest was not untroubled. His performance on tho Southern Cross, on the shoulders of the crowd at the aerodrome, on the hustling get-away from the 'drome to Christchurch, and afterwards in carefully making a Press statement and in attending to multitudinous details, surely stamps him as a man of iron. Needless to add, there were a few hitches. "I am afraid you fellows will think me bad

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and in such circumstances air-cinema work becomes something of an acrobatic feat. It is hoped that excellent records have been obtained. The flight from Australia to New Zealand in fourteen hours or less has struck the popular imagination, and the fact that the Southern Cross called on Wellington will help the AVellington people to realise that the aerial age is really with us.

The crossing of the Tasman Sea by the "Southern Cross" represented a wonderful piloting success (due to Kingsford Smith), brilliant navigating (by Litchfield), and radio failure in no way due to McWilliams, who was cruelly handicapped by electrical storm conditions and by bumps that hindered reassembling. The Government's announcement of a grant of £2,000 was a happy feature of the great day of arrival. The failure to keep the crowd off the aerodrome ground, and the fact that people were close to the still whirring propellers of the "Southern Cross," and that the presence of pedestrians very seriously handicapped the landing of the escorting planes, raise some serious questions. Most observers were surprised to see the aviators looking so fresh, and no one would have gathered from their appearances the intensity of the Tasman storms they had passed through. Considering the strenuous time that was still ahead of them at the hands of an enthusiastic populace, it was perhaps fortunate that they weathered the Tasman so well.