MISSING AIRMEN

Greymouth Evening Star, 12 January 1928, Page 5

MISSING AIRMEN

SEARCH ON LAND AND SEA NO TRACE YET FOUND (Per Preu Ai>ool»tfon.)

WELLINGTON, January 12. The Minister of Defence has ordered another aeroplane to leave Christchurch, come to Trentham, and search the surrounding country. A report from the tug Toia at 8.35 a';m. states that she was 39deg 38min south, ,173 deg 45 min east. The wind was east and fresh and moderate sea. The visibility was good, but nothing was sighted. NO TRACE NEAR CAPE FAREWELL WELLINGTON, January 12. The following telegram was received by E. C. Jack, of Wellington from A. L. 1 Hunt, who is spending a holiday in the vicinity of Farewell Spit: “Search by self, E.- C. Anderson, H. R. Young, Borough Engineer Westport, for fifteen miles on the north side of Farewell Spit for traces of airmen,, was without result.” The message was sent from Collingwood. I POOR VISIBILITY. BLENHEIM, January 12. Captain Buckley left Blenheim at 10.42 a.m. to carry out the search over a pre-arranged patrol. The obviously poor visibility up to that hour delayed departure. It is not altogether certain that the conditions over the route will favour a search, and the plane may return at any time. If visibility is satisfactory, the period of the cruise will probably be four hours, after which time, the plane will return •to Blenheim. CAPT. FINDLAY ARRIVES. CHRISTCHURCH, January 12.\ , Captain Findlay, in DH.SO survey machine, left the Wigram aerodrome at eleven o’clock for Trentham, arriving there about 1.30. After refuelling, he will begin a search on the west ■ coast of the North Island. OFFICIAL REPORTS. CLAIMS TO HAVE SEEN PLANE. WELLINGTON, January 11. The following are copies of reports received by the Secretary of the General Post Office to-day:— 9 a.m.—ln reply to a question about

his report last night, Stephen’s Island states that the aeroplane was not actually seen, but the lights were plainly distinguishable. No motor roar was audible. The lights were travelling in the direction of S.S.E. 9.40 a.m. —In reply to an inquiry about his report last night, the captain of the Arahura states that he knows nothing about seeing the aeroplane. He neither saw nor heard anything about it. The wireless operator on the Arahura states that last night’s message was only a rumour.Several passengers reported seeing a red light passing eastward high over the land. The message was sent because it may have , helped. Those on the bridge did not see anything. *• 2.40 p.m.—ln reply to a further inquiry from the Kaiwarra, about the statement made last night,, the master of the vessel makes the folldwing report:—l distinctly saw the light of a plane for about five minutes, under a low, long cloud, circling round. It then disappeared behind a cloud, heading over the land.. He saw two flares drop, which could not be mistaken 'for lightning.—Signed by the master of the Kaiwarra. * 2.40 p.m.—The following telegram was received from the Postmaster of Martinborough:—Mr Adam Wright, and others in his company, reported to me at 11.30 p.m. last evening that they had sighted over the Rimutakas, in the vicinity of Kaitoke, a very bright light, about 4000 feet in the air. The object appeared to be flying and turning, and then the light would be lost. The dropping of the object was distinctly noticeable. It was heading along the hills, on the western side of Wairarapa Lake, and was then observed to come down to the skyline and disappear over the Orongorongo Point. Before disappearing, it dropped in three distinct motions. The night was beautifully clear and starlight, and there was no wind.

' WILL TAKE AN OATH. 10.5 a.m. —Tn reply to further inquiries, the Postmaster at Paekakariki stated that he was endeavouring to get into touch with Harris and Pepperell again, and will report as soon as possible. Harris is an engine driver on the railway; and saw hundreds of planes when on active service. He was very positive that he saw the plane against a bank of clouds. He knew that it was a monbplane by the two wings, and could see the under carriage. Pepperell is a builder and is equally certain that he saw the machine. After losing sight of the machine, they rushed home to hear the announcement of their arrival by wireless, but as nothing was broadcasted they reported to me. They are both sensible, unemotional men. They were on a hill by themselves. At 12.2 p.m. the Postmaster reported further as follows: —Have had independent interviews with Messrs Pepperell and Harris. The former states that he picked up the monoplane flying low and fast shortly before 9 n.m By direction, Harris was enabled to pick up the plane also. Mr Pepperell left to call his wife, and was unable to locate it again. Harris states, that he followed the plane until lost to view behind Pukerua Bay Point. It appeared to him that the machine had a downward tendency. The statement by Mr Harris last evening that the machine was noticed to pass through the fringe of the bank of clouds at intervals, does not coincide with Mr Pepperell’s estimate given this morning, that the machine appeared to be four or five miles from the shore. Rapid Island is nine miles distant from the coast and the bank of cloud mentioned was some distance further to seaward. Both state that they conscientiously believe the object sighted to have been an aeroplane. Mr Harris has recently been passed first class as regards eyesight, and is an engine driver. He states that he has had considerable experience with this type of machine at the front, and could pick out the single span of the wings under the carriage, and the peculiar formation of the tail. I am reporting shortly as regards their preparedness to sign a statement on oath if necessary. „ k At 12.40 p.m. a further report was

received as follows: —Messrs J. E. G. Pepperell and A. C. Harris, of Paekakariki, state that they are both prepared to sign a statement on oath that they actually saw an aeroplane off the coast shortly before 9 p.m. on the 10th inst.

, PLANE OR CAR? 11.22 a.m. —A telegram was received from the Postmastdr at Eketahuna as follows: Three persons apparently reliable, claim that they sighted an aeroplane over the Rongptaia, six miles N.E. of Eketahuna at 10.45 last night, flying south-east, but the course was changed to south, and disappeared in that direction. 12.25 p.m.—Further inquiries made from the Postmaster at Eketahuna, who reported as follows: I interviewed those people personally, and am not favourably impressed. They stick to their story, ,but the light, which resembled a powerful headlight of a motor car was not directly overhead. It was off an angle, and I think it might possibly have been a motor car breasting a hill. They do not ,claim to have seen anything but a light. The persons are Mrs Evans and two sons, aged 19 and 22. I think they were mistaken. They say the hum of an engine was distinctly heard. ■ /This, I consider, was a motor' car. 12.5 p.m.—ln reply to a telephone inquiry, the Postmaster of Foxton reports as follows: From inquiries made by me at the Heads, where the report originated, they mistaking a very bright star for the plane’s light. Mrs McDonnell said she heard the hum of an engine, but I feel sure she heard a car. The wife of the Postmaster at the Heads said she saw the plane’s outline, but when questioned she was uncertain. Actually, no one saw anything but a light. lam certain they were all mistaken. 12.45 p.m.—The Department has instructed the officers at coastal towns on the West Coast of both islands to post notices and circulate requests that a look-out be kept in case the missing aviators have landed at an isolated part of the West Coast of the Dominion. SIGHTED OVER RIMUTAKAS? 2.25 p.m.—The following was received from Mb Burt, farmer, of Martinborough:—L. H. Burt, farmer, residing on the eastern side of Wairarapa Lake, .was harvesting with his hands late last night, and the hands observed a light travelling over Masterton district, to the neighbourhood of Kaitoke, along the Eastern Ranges. At 1 a.m. Mr Burt distinctly saw an unusual light in the ajr between his house and the Rimutakas. The light appeared to be heading in the direction of Martinborough, about 100 feet above the Lake. On the . eastern side of - 1 -the Lake there is about 1000 acres of dense flat and manuka. Captain Hood who has a relative farming in this district, knows the locality well. 12.50 p.m.—ln reply to an inquiry from the Radio Station at Wellington, the wireless station at Sydney reports that no Verey lights or flares were carried, but Captain Kight states that the lights seen may be the flame from the two exhausts under the cowling. No navigation lights were carried by the airmen. Captain Kight this evening cabled to the Secretary of the Telegraph Office from Sydney:—Please inform all concerned that the plans were to land on Foxton beach, in case of a night landing. Whilst waiting for the confirmation of the times that the Kaiwarra and Arahura sighted the aeroplane, my present opinion is that they landed in the vicinity of the Rimutakas, and as they had no sleep for forty-one hours, twenty-one of which were spent in the air, sleep would be their first thought.

SEEN ELSEWHERE? WELLINGTON January 11. The following was received at 9.30 to-night by the Secretary*of the Telegraph Office from W. Jones, Postmaster at Endeavour Inlet, and issued for general information : — “F. W. Adams and party, of Blenheim, now holidaying at Endeavour Inlet, report as follows: —“An aeroplane came in the vicinity of Endeavour Inlet and Cape Jackson between midnight and 2 a.m. In the event of there being no search ’flane out at that hour it was probably the missing aviators’ ’plane. It was darting about in a fog as though it was hunting for Stephen Island light. The aeroplane’s manouvres indicated that it had lost its bearings, and was searching for a light. The ’plane was not heard, but the light appeared about seven or eight miles away, and right above a range two thousand feet in height. The party watched it from midnight till two o’clock. WANGANUI, January 11.

A Wanganui solicitor, a passenger on the evening express from Wellington to Marton on Tuesday evening, states that 20 qr 30 on the train distinctly saw the ’plane flying inland from Porirua. When he heard the others talking about it he looked oiit, and he discerned a speck in the distance, rapidly disappearing. This was about 8 o’clock. INVESTIGATION OF REPORTS WELLINGTON, January 12. Further investigation of various reports as to seeing or hearing aviators, shows how little basis there really was for the most of them. In some cases both lights and the alleged hum of engine, have been traced to motors on hillsides. The lightkeeper at Stephen’s Island did not see the ’plane, but only some lights. The most positive evidence appears to be that of Harris and Pepperill at Paekakariki. The former is an engine driver, who saw hundreds of 'planes in the war, and is certain, he says, that he saw the ’plane on Tuesday evening. He could distinguish the wings and under-carriage, and followed it till lost to view behind Pukerua Point at which time 9 p.m. it appeared to have downward tendency. Both men are prepared to make affidavit they saw a ’plane. On the other hand, it is pointed out that the aviators meant to arrive in daylight and if they found it impossible, the first impulse would be to look for a safe

landing place. It is unbelievable that they would carry on till too dark to land anywhere. KIGHT’S CONJECTURES. 1630 MILES FLOWN. SYDNEY, January 11. Captain Knight states that, allowing for the influence of the known anti-cyclonic disturbances which might influence the flight, and the possible consequent drift, he calculates the distance flown between Richmond and New Zealand at 1630 miles, and that when it was sighted at Stephen Island, the machine had been twentyone hours and forty minutes in the air. Captain Kight states that, failing to effect a landing at Trentham, it had been arranged that the fliers should attempt to land at the Paekakariki or Foxton beaches. They apparently found themselves over the sea,, and they turned landward again, seeking for a landing. This would account for their subsequent reported movements.

Captain Kight accounts for the steamer Kaiwarra’s report namely, that she had seen a dropping flare, by the fliers having climbed up to escape mist, and then opening the engine to descend, thus giving the impression of flares. Then when subsequently cruising round in a search for Trentham, the airmen found themselves again over the sea, and turned northwards to the Rimutaka. The petrol, then running very low, would give out. ill the rough countrly between the Tararua and Rimutaka Ranges. The fliers having been fortyone hours without sleep, twenty-one of which they had been flying, they would be absolutely worn out, and would go straight off to sleep, possibly lasting twenty-four hours. This may account for the w'ant of any further information as to their whereabouts.

MR COATES’S COMMENTS. WHANGAREI, January 11. At the unveiling of the Jubilee Commemoration tablet in the Whangarei Council Chambers to-day, and again in the evening at a reunion of the Empire ex-Service Association, Mr Coates made reference to the transTasman attempt of Lieut. Moncrieff and Captain Hood. He said that the danger had been well recognised by those wishing to carry out the ambitious flight, and they hoped and prayed that all would be well. A few weeks ago he had. discussed with, both comrades their plan, and he had said then that he thought they were ill-prepared. The aviators, on the other hand, were very confident. He said the rumours that had been published had proved unwarranted. The Minister of Defence had full power to deal with the situation, and ’planes had been called from Christchurch, but had been delayed at Blenheim by bad weather. Mr Coates said’ that maritime experts • had worked out approximately the area where the ’plane 'was likely to be. Tugs were proceeding there at full speed, and would zigzag back towards the Coast. , During his stay here Mr Coates has received numerous inquiries from Australia regarding the missing men.

MR McNICHOL’S STATEMENT. WELLINGTON, January 12. Replying to a statement reported to have been made by Mr Coates at Whangarei, to the effect he had informed the aviators that he considered their plans were ill prepared, Mr McNicol, one of the trustees of the Tasman Flight Fund, said he had no desire to involve Mr Coates in any public controversy, as he quite appreciated his good spirit towards the men and his desire for their safety. Mr McNicol says, however, it is somewhat unfair to the aviators and those most closely connected with the venture to state their plans were ill prepared. To his certain, knowledge, the only conversation held by Mr Coates with the aviators was a few minutes before they sailed for Sydney. Mr Coates did not discuss the plans? of the expedition with the aviators, or certainly not to such an extent as justified his statement. It was only fair to Mr Coates to say that he never personally approved of the flight, nor was the Government officially connected with it in any way. The question has been raised whether the Government had done sufficient to assist the men to find the shores of New Zealand. At the outset, the Government had been asked to lend the assistance of their departments in connection with certain features of the flight, and this had been done. The Australian authorities had also given assistance. The Government had been asked to have a warship patrolling the coast, and promised this would be done if a ship were available. Unfortunately the date of the aight did not fit in with the movements of the fleet. The promoters are sorry that the country should he put to the expense of the search now taking place, but the trustees were of opinion that a great deal of t’ money might have been saved had two airplanes been sent out to scout the coast and show the men the way into the country.

WARSHIP TO SEARCH. WELLINGTON, January 11. The Minister of Defence (Mr Rolleston) has been in touch with Commodore Swabey, who has replied that it will be possible for FT.M.S. Dunedin leaving at 10 a.m. to-morrow, and steaming 24 knots an hour, to be at the point from which the last signal from the aviators is considered to have come, in 24 hours, which is 10 a.m. on Friday. Instructions have been issued for the ship to proceed accordingly. The Dunedin is at Auckland. AUCKLAND, January 12. Although H.M.S. Dunedin has received instructions that the warship is to proceed in search of the missing aviators, the vessel was still in port at noon, pending definite sailing orders. LATER. The Dunedin sailed shortly after noon.

CAPT. BUCKLEY’S SEARCH. DELAYED BY BAD WEATHER. BLENHEIM, January 11. Sockburn Aerodrome to-day received instructions from Wellington to send a ’plane to Trentham to conduct an extensive search for the “Ao-Te-Aroa” from that base.

Captain Buckley, accompanied by Air Mechanic Smith, set out from Christchurch at 1.20 o’clock this afternoon in a “D.H, 9'’ machine for Wellington. Unfavourable weather was encountered from the start, with heavy rain all the way. The machine was unable to hang to the land, and she went out about Cape Campbell, in an attempt to

cross Cook Strait. The visibility was extremely bad, and, though the ’plane was flown very low —being much of the time at an altitude of only 200 feet—it became apparent that it would, be foolhardy to l proceed. The ’plane appeared over Blenheim just after three o’clock, the pilot having decided to land there to await an opportunity to cross the Strait, which, just now, is blocked to flying. The machine circled over Blenheim for some time, and then she made a perfect landing in a stubble field.

In a brief chat with a reporter, Captain Buckley said that the Sockburn staff was deeply concerned about the safety of the Tasman Sea fliers. They were inclined to believe that' the “Ao-Te-Aroa” was last in the aii- after , a signal was picked up at 5.22 o’clock yesterday afternoon. An extensive search along the coast will be made by the Sockburn, ’plane, ’in an endeavour to discover the “Ao-Te-Aroa,” or some signs of her on the sea or on the land. LATER. Regarding the missing ’plane, Major Wilkes has instructed Captain Buckley in the ’plane ”D.H. 9,” with Air Mechanic. Sjnith, to' make Blenheim his base for the search for the missing “Ao-Te-Aroa.” Weather permitting, Captain Buckley leaves here to-morrow at daylight on a triangular course from Blenheim to Stephen’s Island, and his machine has a cruising range of 500 miles. It will make no stops. It carries no wireless. The weather conditions over the Straits are still bad. Blenheim is regarded as the more central point for the base.

CAPTAIN FINDLAY INTERVIEWED (Special to "Star.") CHRISTCHURCH, January 11. “They are both’ good enough aviators to know that the safest place to alight at night would be on the sea,” said Captain J. L. Findlay, 0.C., the Wigram aerodrome, this morning, when asked for his opinion, as to the possibilities of Lieut. Moncrieff and Captain Hood landing in an out of the way part of the Dominion. Captain Findlay explained that the safest course to pursue would be for the airmen to select water near the shore, then glide down. This could be accomplished at night, with much less risk, than any attempt to alight on land. He expressed the opinion that they would not endeavour to land near Trentham at night, as the hills and valleys would present many dangers for making night landings. It was customary to have a good landing field prepared, illuminated with strong light. The aeroplane would also be equipped with flares on the wing tips which were lighted by the pilot when he descends to a. certain altitude. This gives the light which cover a wide area, enabling the landing to be made. It is understood, however, that the Ao-te-Aroa was not equipped with these flares so under the circumstance the probabilities are that if the machine had sighted the coast an attempt would be made to alight on the sea.

MYSTERIOUS WIRELESS. CHRISTCHURCH, January 11. Unusual wireless signals on the wavelength used by the Ao-te-Aroa were heard by two Christchurch radio amateurs last evening, long after the last official report of the plane’s signals. Listening for other amateur signals, on about 33 metres, the two amateurs heard the generator hum varying in pitch, the signals lasting for about 20 seconds, followed first by a pause, then by more signals of a similar length, slow Morse signals reading i “Eere,” then hard, followed by some other letters which were not intelligible. “Is sticking, is sticking,” was repeated several times then, distinctly read by both listeners. They decided, however, that it was too late for there to be any possibility of the airplane still being in the air, and did not communicate their news to anyone last night, considering it' probable that the messages were sent by some commercial station, whose automatic sender had stuck, the operator sending a message to that effect by hand. Both airmen were able to transmit Morse though not well. The fact that some letters were unintelligible seems to point to the fact it was not a commercial station in operation, while it is of course a slender thread upon which to hang hopes, there is nevertheless a distinct possibility that a message did come from the plane, that some part of the engine, such as the valve, was sticking.

SAFETY FIRST ADVOCATE. SYDNEY, January 11. Speaking at the annual dinner of the Motor Traders’ Association Chib of New South Wales, the President of the Aero Club said he hoped the New Zealand flight would never be attempted again until aerial transport had reached the secure, stage of motor transport to-day. A great pioneering flight had just concluded. They had finished the pioneering stage, and aviation was now passing beyond the stage when a' flight of that kind was a matter for lines.AN EXPERT’S OPINION. SYDNEY, January 12. Major de Haviland, who inspected the Ao Te Aroa at Melbourne, said that unless the machine developed defects on the journey, he considered it equal to the task of crossing the Tasman. The ’plane impressed him as being most suitable for the flight, and given ordinary luck, he could discover no reason why it should not reach its destination. If it had been forced to descend on the sea, and made a good landing it should float for some hours, particularly if the airmeh were able to empty the. petrol tanks. Even if the machine crashed into the sea, and the wings were broken,'it should float for two or three hours. AN OPPOSITE VIEW. MELBOURNE, January 12. Sir Keith Smith, referring to the flight, expressed himself as more than ever convinced that such a flight should not have been undertaken expect in an amphibean machine. He says that although it was an all metal machine, it does not necessarily mean it would sink. Towards the end of the flight, the petrol tanks would be at least three-quarters empty, and that would mean considerable buoyancy. There was a possibility that the machine may still be found floating. AIRMEN’S CAREERS.

Lieutenant John Robert Moncrieff was born at Lerwick, Shetland Islands, in 1898, and came to New Zealand when he was sixteen years of age. He

learned his trade as a motor engineer, and after enlisting in 1917 he went through a course of aviation at the Wigram Aerodrome, Christchurch. Subsequently he went to England, where, after further instruction, he qualified as a flying officerj ust before the end of. the war. After going through a further twelve months’ course of instruction he returned to New Zealand in 1920. Lieutenant Moncrieff held a position with the A.B.C. Motor Garage, and was a member of the New Zealand Air Force, and went through'his annual refresher’ course at the .Wigram Aerodrome. Captain George Hood, a son of Mr F. Hood, one of the early settlers in the - Wairarapa, was born at Masterton 55 'years ago. He left New Zealand with the Main Body of the Expeditionary Force and served at Gallipoli and in France. Towards the end of the war he transferred to the Royal Air Force, but met with an accident while flying in England. Since his return to New Zealand he had taken a refresher’ course each year at the Wigram Aerodrome. Captain Ivan Louis Knight is a barrister and solicitor practising in Dannevirke. He was associated with the Royal Air Force during the war, and on his return to New Zealand he maintained a keen interest in aviation, taking a refresher course each year. The flight of the Tasman strongly appealed to him, and he threw himself into the scheme with energy. While the three aviators were in Sydney, much of the organising work and the negotiations -with the Federal and New Zealand Governments I fell on his shoulders, and his companions spoke very highly of his ability and thoroughness.

THE MACHINE USED.

DESCRIPTION OF THE ENGINE. From the first there was controversy over the suitability of thp machine procured by the three aviators for a flight across the Tasman. The attitude of the Federal authorities was expressed by Mr Bruce when he said that for long sea flights a flying boat, or amphibian machine was desirable. This, apparently, was also the opinion of the New Zealand Air Board. On the other hand, while it might seem evident that a. seaplane afforded a greater margin of safety in the event of a forced landing at sea, both Lieutenant Moncrieff and Captain Hood maintained that they stood a better chance in a monoplane of the type used by Colonel Lindbergh in his flight across the Atlantic. They therefore ordered a machine from the Ryan Air Line, of the United States. Before committing themselves, however, they consulted Major Wilkes, Director of Air Services for New Zealand, who stated that the proposed machine was excellently suited for the flight, and that he himself would be prepared to accompany the aviators if there Avas room for a passenger. It is also interesting to note that Colonel Lindbergh, after his Atlantic flight, said: “There’s one thing I wish to get straight about this flight. They call me ‘Lucky,’ but luck isn’t enough. As a matter Of fact, I’ had what I regarded and still regard as the best existing ’plane to make the flight from New York to Paris. I had what I regard as the best engine and I was equipped with what were in the circumstances the best possible instruments for making such efforts.”

The distance across the Tasman is estimated at 1430, land miles, and for this flight the Ao-Te-Aroa carried two aviators and 200 gallons of benzine. The promoters are banking the success of the flight on the Wright Whirlwind J.SC engine, which carried Lindbergh safely over the Atlantic and was used by Chamberlain and Byrd. It is -recognised to be one of the best aircooled motors in the world —a 200 h.p. motor which develops about 226 under most favourable conditions, with wideopen throttle. General specifications of the Model J.SC Whirlwind engines are as follow :— Bore —4.5 inches, Stroke —5.5 inches. Displacement—7BB cubic inches. Compression ratio —5.2.1. Guaranteed h.p. (sea level). —200 at 1800 r.p.m. Weight, dry —5081 b (average). Length over all (ex-starter)—34in. Diameter over all —45 inches. Fuel consumption at 200 h.p. —-Not more than .601 b per h.p. per hour. Oil consumption at 200 h.p.—Not more than .0251 b per h.p. per hour. The endurance tests on the Model Wright J.SC engine have been exceptionally severe Three 54-hour endurance tests have been successfully run on this engine, and they indicate extreme durability and strength. The ’plane itself is neat in appearance and shows very careful aerodynamical study. Controlling areas are of ample size and efficient section and contour. The stabiliser is adjustable. Rubber rafts are part of the equipment in case of accident at sea. The machine is equipped with an earth indicator compass, which consists of three major units—a generator, if controller, and an indicator. The outstanding feature of the earth indicator compass is the disassociation of the magnetic element from the indicating element. Instead of using magnetic needles, the direction responsive element on the earth indicator compass is an electric generator, the same in. principle as an electric dynamo, except that no artificial field is used, the earth’s flux serving for a field. The output of such a generator is dependent upon ahe angular relation between its brushes and the earth’s flux. With such a generator the problem of stability becomes relatively simple, as the revolving armature, acting as a gyroscope, actually resists motions tending to disturb its stability.

COLLECTING THE MONEY

The motives that induced Lieutenant Moncrieff, Captain Hood and Captain Kite to organise a flight across the Tasman make an interesting story. The idea was Lieutenant Moncrieff’s in the first place. Lieutenant Moncrieff aroused the interest of his uncle, Mr. J. McCrorie, of Dunedin, who agreed materially to assist in financially backing the scheme, provided the additional money required could be raised in New Zealand. Lieutenant Moncrieff, with this financial foundation to work on, visited Dannevirke and put his proposal to Captain Kight, who agreed to partner Lieutenant Moncrieff in the venture, and to cooperate in raising the capital. Mr. A. McNicol, managing-editor of the Dannevirke “Evening News,” and Mr. R. J. MacDonald, a well-known Dannevirke sheepfarmer, were taken into i the confidence of the aviators, and it was agreed that the first flight of the

Tasman by New Zealanders was a feat worth accomplishing. The first thing was to raise the money. Captain Kight, immediately on committing himself to the project, cabled, to the Ryan Air Line, U.S.A., for a quotation for an aeroplane with engine poAver similar to the one in which Lindbergh fleAv the Atlantic. It was decided that the type of machine reduced considerably in size and fitted for pilot and navigator Avas the only one capable of the flight, for Avhich the necessary finance could be raised in the time available. Captain G. Hood came into the scheme at a later date and was generously supported by the Wairarapa.The Rt. Hon. Mr. Coates, Prime Minister, while not committing the Government to a grant, proved sympathetic to the scheme and promised legitimate assistance. The Prime Minister was interviewed by Mr. A. McNicol, Captain Kight, and Lieutenant Moncrieff on Saturday morning, September 10. Sufficient money Avasi now in hand to Avarrant the trustees in lodging £lOOO deposit on the machine, subject to certain conditions being fulfilled by the Ryan Air Line. Business ments were carried out in Wellington through MacMahon Motor Supplies, Ltd., which negotiated through their American buyer, Mr. G. L. Roberts. Captain Kight and Mr. McNicol returned to Dannevirke and. arrangements Avere made to open a bank account.

Shortly after this it was announced that the Federal authorities intended to prevent the carrying of passengers in any machine which was not either a seaplane, a flying-boat, or an amphibian, on any flight over the sea for a greater distance than 50 miles. This placed the promoters of the flight in a quandary, and Mr. Coates Avas immediately asked to find out from the Australian Government Avhether this prohibition would apply to New Zealand aviators who desired to hop off from Sydney. Mr. Bruce replied stating that every assistance Avould be given provided the pilots Avere properly licensed and the machine approved by the Ncav Zealand Government. On receipt of this advice the trustees considered they were justified in completing their business arrangement. Money Avas rapidly called up from subscribers, cables flashed to America and back, and finally the deal was clinched Avith the payment of a deposit of £lOOO. The aviators left Wellington for Australia on December 9, after a quiet farewell ceremony outside Parliament Buildings, at which Mr. Coates was present. ENDURANCE RECORD. NEW YORK, January 11. Chamberlain and Roger Williams hopped off in an attempt at an endurance flight record, in a Ballance monoplane, carrying 440 gallons of petrol. AN EARLY FAILURE. NEW YORK, January 11. Chamberlain’s endurance attempt failed after four hours in the air, due to a breakage of the fuel pump. i >