TASMAN FLIERS

Greymouth Evening Star, 15 October 1928, Page 5

TASMAN FLIERS

ARDUOUS RETURN VOYAGE

VERY LITTLE PETROL LEFT

(Australian Press Association.) (By Cable—Press Assn.—Copyright.)

SYDNEY, October 14.

“How do you do everybody! Here we are. We> are glad to have a word with you! We have only three gallons of.petrol left, but here we are!” In these words, “Smithy,” the people’s idol of the moment greeted waiting thousands on the wireless in Australia and New Zealand soon after stepping from the Southern Cross at the end of an epic flight from the Dominion. The ’plane made the Australian .coast at midnight, at Newcastle. Thick, heavy weahter made the task of groping the way. to Richmond a difficult one.

Reports came in rapid succession from various points that the ’plane had been observed, but in the haze there was much uncertainty as to its location, and thousands of people who were gathered at the Richmond Aerodrome, and other thousands who were waiting in homes listening to the wireless accounts of the Southern Cross, spent an anxious time until at 2.15 a.m., Sydney time. At that hour Squadron-Leader Kingsford Smith brought the ’plane down and made a perfect landing on the brilliantly-flood-lighed aerodrome ground, aniidst the plaudits of a large crowd, who had maintained a night-long vigil. Those two hours between the plane’s sighting at Newcastle and the landing had been filled with alternating hopes, exultations, and fears, as news filtered through the air that the ’plane had been seen or heard here, and and elsewhere, and had then been lost in sil'ence for awhile", when evidently she was trying to pick up her bearings. ACTUAL FLYING' TIME. The actual flying time was twentytwo hours and fifty-one minutes, no less than two hours being occupied on the #tage from Newcastle to Richmond, coming down the coast, and <!hen going, across North Sydney westward to the drome.

Smith told the crowd that they had a forty-mile wind all the way on the ’journey from Newcastle, but they had to turn back to pick up their bearings, while fog also gave trouble. “Never at any time did I feel that we would fail,” said Smith, “although •I knew we were cutting things pretty ' fine.” ENTHUSIASTIC WELCOME.

The first to greet the airmen was “Doc.” Maidment, the man who superintended the ’planes and engines, and whom Smith assured that the engines had run splendidly. Next came Mrs. Smith, the airman’s mother. Their affectionate meeting was soon ended by the hero-hunting crowd, however, and the personal touch was gone in a twinkling. • Next Smith, Ulm, Litchfield, and McWilliams were seized by a cheering, surging crowd, and carried shoulder high across the field, till they were rescued from their too-boister-ous admirers by a party of police and Air Force men, and they were then taken to the shelter of the hangar. It was an amazing welcome. The crowd plunged trough the barriers. The cheers and the motor horns made a wild babel of sound, which almost dyowned the roar of the giant Fokker’s engines, before they stopped. The airmen, at last, got free and left for their homes. Mrs. Ulm carried her husband off in triumph. Smith accompanied his family, and the' other

A two men found much-needed rest with , friends, but the crowd remained long discussing the epic eve*nt, and the incidents of the night.

HEARTBREAKING ODDS.

Yesterday’s crossing of the Tasman briefly, is the story of a wonderful achievement against almost heartbreaking odds. In the first streaks of dawn, after leaving Blenheim, the ’plane ran into a cold, biting westerly. Realising the impossibility of the heavily-loaded machine climbing high to get over this head wind, which dogged the airmen all day, Smith tried for hours to creep along under it. Ulm gives a vivid glimpse of that attempt, with the rolling seas barely 500 feet below; the ship pitching through a buffeting gale. The Southern Gross, with her powerful tripleengines, could at one time do no more than forty-nine knots an hour. This lends emphasis to the recent statement by Smith, insisting that any regular trans-Tasman service of flying boats must employ craft powerful enough to climb above the tempest in emergency. Thousands of congratulatory messages are pouring in upon the Southern Cross’s intrepid crew. Among the first was one from Mr. S. Bruce, expressing gratification at the successful termination of the great flight. It was the severest test to which Smith and Ulm have been subjected, and they came through with the same courage, determination, and skill that marked their previous flights. The people of Australia followed their fortunes throughout the day with the greatest anxiety, and rejoiced that thew were safely back. RECORD OF THE FLIGHT MESSAGES TO WELLINGTON (Per Press Association.) WELLINTON,‘ October 13. The Post Office received the following from the Southern Cross at 10.15 a.m.: The 10 a.m. position was:— Latitude 38.38 south, longitude 170.20 east; altitude 400 ft; speed 52 knots.” At 11 a.m. the Post Office was still in two-way communication with the Southern Cross, through the s.s. Maheno. The plane was experiencing strong head winds, but otherwise all was well. Since leaving a storm area, there was nothing to report, but the head wind was again increasing, being now over 25 knots per hour. The choppy wind was causing bumps. She still was preserving an altitude of under 500 feet, as the head wind was stronger. She had passed three ships earlier in the morning. Received at 12.15 —Noon: position, latitude 38.03 deg. south; longitude 168.35 deg. east; course 286 degrees altitude five hundred feet; speed fiftyv two knots.

1.10-p.m—At 1 p.m. our position was: Latitude 37.46 south; longitude

167.27 east; course 286 degrees, altitude five hundred feet; speed 55 knots. 2 p.m.: Latitude 37.30 south; .longitude 165.33 east, course 299 degrees; speed fifty knots; altitude four hundred feet. 2.35 p.m.—The position at noon is: Altitude 38.03 south; longitude, 168.35 east; altitude five hundred feet. A choppy wind continues, with frequent bumps. (A number of words were missed here), speed about fifty-five knots; sky still overcast, but the visibility is now fair. If this head wind continues, it will take over twenty-four hours on the trip. 2.30 p.m.—(Word missed). Litchfield gave our position as 720 knots from Sydney. Still meeting strong headwind. Therefore we are unlikely to arrive at Richmond before one-thirty Sydney '.time. The sky is clear and is sunny. Working up longiture (there were several words here missed but the speed apparently was stated at seventy-eight knots). Smoke now banking up ahead. 5 p.m.—Altitude five hundred feet. The sun was showing and the sky clear. The wind was veering to the south. At 4 p.m. her latitude was 33.6 degrees south, and her longitude 162.35 east. Her airspeed was seventy-seven knots. All O.K. Southern Cross is now communicating with Sydney. At 6 p.m. New Zealand time, the plane’s position was: Latitude 35.12 south; longitude 150.05 east; course 2.88 true; speed .seventy knots; altitude, seven hundred feet.

7.10 p.m. New Zealand time: We are now about four hundred knots from the Aussie coast; altitude, two thousand feet, but climbing; airspeed, seventy-four knots. The exhaust pipes are beginning to light up. The sky is fairly clear. The wind is decreasing. We should land before midnight. Plenty of petrol left. “Cheerio,” Uhn. 7 p.m. New Zealand time: D.R. position: Latitude 35.00 south; longitude 158,50 east; course 280 degrees true; altitude 800 feet.

8 p.m. New Zealand time: Latitude 34.48 south; longitude 157.24 east; course 280 degrees true; altitude six thousand feet.

8.18 p.m—The South Cross, has established two-way communication with the radio at Sydney. From 8.30 to 9.40 p.m. the plane was working on radio with Sydney. No further positions were given. All was well. At 10.30 the Southern 'Cross was still .working on radio with Sydney, the plane was then making good progress, the weather conditions being more favourable.

At midnight the Southern Cross was working on radio with Sydney continuously, but no further positions had been disclosed since 8 p.m. At 12.35 a.m. the Southern Cross requested the radio at Sydney to arrange for various searchlights to be turned on, and swept seawards from then until they landed..

At 1.10 the plane reported: We can see a searchlight now. At 1.35 the plane reported: Can see some place lighted up —looks like Newcastle to me.

At 3 a.m. (N.Z. time) Sydney advised that the Southern Cross had been sighted at Newcastle. At 4.3 a.m. the Southern Cross advised: Now reeling in. At 4.20 the Sydney radio announced that the plane had landed at Richmond at 2.17 Sydney time.

A copyright message from the. Southern Cross at 3.30 a.m. (N.Z. time) stated: Landing as soon as possible. Practically down to last few minutes of petrol, and expect to land at 3.45 (N.Z. time).

ULM’S STORY OF THE TRIP.

STRUGGLE WITH HEAD WINDS.

(Recd. Oct. 15, 9 a.m.) SYDNEY, October 14.

Ulm gives the following description of the flight:—“The weather report forwarded us by Dr Kidson at 3 p.m. on Friday, indicated that we would 'have a chance of leaving on Saturday morning, and the 5.30 p.m. report confirmed this, giving us-,high barometer readings practicaly the whole length of the Australian coast. The Southern Cross had been hulled up the day before, so we were all ready to take off at a moment’s notice. Dr Kidson kindly arranged to give us another report at 11 p.m. and a final one at 3 a.m.

“Kingsford Smith, Litchfield and McWilliams went to bed early, and when I received the 11 o’clock report, it was sufficiently good to warrant our making a start, although it was indicated that we would meet with head winds over the whole of the course, averaging between 20 and 25 miles per hour. At 3 a.m. Dr Kidson ’phoned us from Wellington, giving us the latest local weather report, and the position of all ships over the route. “After an early breakfast we went to the drome, and warming up the motors’at 4.25 a.m. were ready to take off at 4.45 a.m. as arranged, but the crowds encroached on each side of the runway and 4 we were delayed ten minutes, until they were moved back. We took off at 4.55 (New Zealand time), using about 'half a mile runway, and at 5 o’clock were passing over the town of Blenheim. At 5 past 5 we were passing over Cook Straits, in a. stiff north-wetserly wind. >We were escorted for the first twenty minutes by two New Zealand Air Force Bristol fighters, pilotd by our friends, Captain Findlay and Buckley. The escort left ns at 5.15 at an altitude of 1400 feet. It was particularly bumpy in Cook Straits, and before leaving the Straits we encountered our first rainstorm and very strong head winds, probably over 40 miles an hour. In view of the generally 1

ADVERSE WEATHER CONDITIONS

we had decided, after consulting with Dr Kidson, to set a north-westerly course for the first 500 or 600 miles, and at half-past five were on the first leg of this course 309 degrees true. Our pjtitude was 600 feet, with thick clouds above, light rain, and poorvisibility. “At 6.34 we passed two ships on the port beam. The visibility was still poor, with strong N.N.W, winds, At

6.40 I relieved Smithy at the controls for an hour, flying through several scattered rainstorms at about 500 feet. At about 7.30 we encountered a very heavy rainstorm and many heavy bumps. Smith took over controls as we entered our first patch of blind fly, ing, which was rather trying at such a low altitude, but we decided to remain low down unless the weather became particularly violent, and we knew we would meet even stronger head winds in the higher levels. At 8.35 we came out of the storm which continued away to the north, and here was the first sign of an abatement in the head winds.

“Up till 8.40, when I again relieved ►Smithy at the controls, our ground speed had not averaged more than 5£ knots. At 10.55 a.m., we received a wireless weather report from Dr Kidson indicating probable south-westerlj winds. I therefore instructed Litchfield to set a direct course for Sydney. At 12.15 (New Zealand time) our position was latitude 38 degrees 138 longitude 169 degrees 35 East, and WE THEN REALISED that we would take probably twentythree hours on the trip. From then to 2.30 the wind appeared to increase, and we passed through several small patches of light rain. At 2.30 Litchfield gave our position at 720 nautical iniles from Sydney. At 3.15 the altitude was 450 feet against a strong head wind, but visibility was quite fair. The sun was out, but gusty wind made the trip' quite bumpy. At 4 p.m. our ground speed was improving and we were then approximately 530 nautical miles from Sydney. We had previously moved our course to the northward, but at 5 o’clock again changed back to a direct course for Sydney. The air speed was 78 knots, and the ground speed about 62 knots. “Throdghout the whole of the daytime, Smithy and I about halved the flying, but as night time set in I was troubled with a bad cold in the back, and thereafter was only able to relieve Smith occasionally for short halfhourly spells. At 7.20, we were about 400 nautical miles from the Australian coast, visibility good, Kind altitude 2200 feet, revolutions 1650 climbing, and air speed 74 knots. It was getting much colder, but the wind was decreasing as forecasted by both Dr Kidson and Ah- Hunt (Commonwealth meteorologist). At 9 p.m. Litchfield reported that he could not then get a fitted position for us, but our dead reckoning position was 34 degrees 18 South, and' our longitude by observation 156 degrees 52 East, and distance from Sydney approximately 300 nautical miles. From 9 o’clock until midnight we climbed fairly steadily, occasionally going through light rain squalls, and sometimes heavy bumps, but although cold there was * i NO SIGN OF ICE forming anywhere on the machine. “Throughout the trip, McWilliams kept our radio gear functioning perfectly. He secured many valuable weather reports, from New Zealand and Australia for us. At about half past seven in the evening, we received a Sydney weather report, advising us to expect southerly winds changing to moderate easterlies on approaching Sydney, and the forecast for the landing time was “cloudy with fairly thick clouds about 1500 feet up.” “At 12.45 a.m., we first sighted some coastal lights, but it was not until 1.15 that we picked up the city lights to the southwards, and were then undecided as to whether this was Sydney or Newcastle, but we came down low and I recognised Stockton Beach, where I had once been in a forced landing some years before. We flew fairly low over Newcastle and then headed for Sydney. Gradually climbing through very thick clouds, and reaching about 8000 feet, we must have come more than half way to Sydney, when we realised that there would" be little chance of our picking up. Sydney through the dense clouds, and we did not care to risk coming down through the clouds without knowing what was underneath us, so we TURNED BACK AGAIN to Newcastle, and when we estimated we were over Newcastle, We climbed down through the clouds and were out of them at 700 feet, when we picked up the Newcastle lights. This trip up and down the coast was rather worrying, for our supply of petrol was getting low and although wo had enough to take us to Sydney and then on to Richmond, we were faced with the probability of a forced landing at night without lights, for there was a thick fog over Sydney and Richmond, and we were unable to get under it. On the second trip down from Newcastle, we kept below 1000 feet all the way and even then were sometimes in the lowest part of the clouds. We soon sighted Sydney and easily found our way to Richmond at an altitude of not more than 600 .feet, as the Parramatta Road was thick with the headlights of motor cars returning from the aerodrome. We had previously received wireless reports from Richmond stating that the flood lighting system had broken down, but that ground flares would be put out for us. When approaching the aerodrome itself we were surprised to see the number of cars and the thousands of people out at the early hour to meet us, and at 3.55 a.m. , Smithy made A REALLY PERFECT LANDING in conditions not entirely suitable. After the machine ran on the ground, we taxied her round and intended to take her to the hangar, but were worried at the way the crowd seemed to be rushing the machine, so switched off all the motors to prevent the possibility of anyone being struck by the propellers. “Wo were met at the Officers’ Mess by the Commanding Officer, SquadronLeader Lukis, Col. IT. C. Brinsmead, Controller of Qivil Aviation, Captain Geoffrey Hughes, President of the Aero Clubs, and numbers of other officials and friends. Litchfield and McWilliams were aparently whisked away by their friends, or by the admiring crowd, for I have not seen them since we landed, but Smithy and' I returned almost immediately to our homes and had a much-needed sleep. “Now that both the outward and return flights are over, we are glad that we made them in this, the worst time of the year, as quite apart from tho very valuable scientific information which we have gained on the flights, the fact that these flights were made in such adverse weather will we hope, be a further demonstration to the public of the safety and utility of organised flying. Before closing this report on our

return flight, I would particularly point out to everybody that flights such as the ones we have now successfully completed could not be efficiently undertaken without the valuable help we received from many sources, the individuals connected with which being unfortunately in the background and seldom receive the credit and praise due to them. THANKS TO HELPERS. “As an instance of this, I would mention that for the past two weeks, Dr Kidson, Dominion Meteorologist at Wellington, has thrice daily prepared for us special weather reports and forecasts and the Commonwealth Meteorologist has also sent us special forecasts, without which our object of deciding when was the best time to start, would have been almost impossible. We will never be able to thank Dr Kidson enough for the personal interest he has taken in our work, and the staunch way in which he has helped us. For two nights prior to our departure he could have had very little sleep, as he was building up special reports for us, and phoning them to us at 11 p.m., and 3 a.m., and the Weather Bureau people in Australia were doing 'likewise. The Committee and members of the Marlborough Aero Club at Blenheim, particularly their secretary, Mr McDonald and their pilot instructor, Captain Chandler, rendered us stalwart service in preparing a 6000 feet Amway at Fairhall’s Field, four miles from Blenheim, and in building a special temporary hangar to house the Southern Cross. Some idea of the value of their work may be gleaned the fact of our starting from Blenheim, instead of Christchurch, made our return trip some 200 miles shorter. The New Zealand Permanent Air Force had their engineers available at all times for work on the Southern Cross ' and throughout oui’ stay we had two air force Bristol fighters at our disposal, which were utilised by us considerably. The Prime Minister, the ' Hon. J. G. Coates, and the Government of New Zealand, generously made us their guests of the Dominion during our stay, and every Government servant was at our disposal at all hours.

Another' body of people who are very seldom thought of in flights such as ours are the telegraphists and Post Office officials, who worked special hours to see that we got the latest wfeather and other information at the times most desired. To all these individuals and organisations, we would render our thanks and congratulations for the efficient manner in which they carried out their big part in our flights, without for one moment, forgetting the personnel of our own loyal Australian Air Force at Richmond, who in conjunction with the New Systems Telephone Company, so ably handled our landing arrangements at Richmond. Lastly, but not least, we would mention those connected with the Atlantic Union Oil Coy, Limited, suppliers of our fuel and oil for the solid way which they have acceded to our every requirement. Their job has often been trying, as we have no less than three or four times filled up the machine with fuel and oil, hoping to get away the next morning, and then received adverse reports in each case, when we would drain the fuel from the machine so that the undercarriage gear might be relieved of the weight for some days.

So far as New Zealand is concerned, we are entirely satisfied that our flight has been of practical value, for civil flying there when we arrived, was practically unknown, as so far as we know, there was only one civil aero-craft in the Dominion in commission. As a direct ' result .of our visit, some eight or ten new aero clubs have been formed, and they will, we are confident, under the supervision of Major Wilkes, Director of Air Services, carry on valuable work in the cause of aviation as has been and is being carried out by our own aero clubs in Australia. Regarding the possibility of FUTURE TRANS-TASMAN regular aeroplane service, our flight has been of great technical value. At present, we know of no type of aircraft in production which is ideally suited to such a service, but we are thoroughly convinced that such a type can and will in the comparatively near future, be developed and that the information we have gained on our pioneer flights will be of value to the operators of such a service, whether ourselves or others. However, it is my opinion before such a service is put into operation, at least a year or probably two years of work is ahead in research and preliminary organisation. Kingsford Smith and myself hope to have some hand in this in the future.

May I take this opportunity through your columns on behalf of’ Kingsford Smith and myself, and also on behalf of Litchfield and McWilliams, of publicly thanking all those who have so ably assisted in our flight ventures, and also those who have so generously cabled, telegraphed, and written their congratulations on our success. Finally on behalf of Smithy and myself, we would pay the highest tribute to Messrs Litchfield and McWilliams for their part in our flights. In their different spheres, they have displayed the highest skill in initiative, resource and endurance, and their team work with us has been the keynote of our success.”

SMITH “DEAD-BEAT.”

CROWD’S TENSE WAIT.

(Received October 15, 10 a.m.) SYDNEY, October 14. Flight Lieutenant Ulm appeared the least affected by the long hours of anxious work aboard the ’plane. Smith acknowledged that he was dead beat. He looked haggard and worn, which was no wonder after the strain of such a journey. . Several thousand people remained 'throughout the night awaiting the fliers, passing the time in a variety of ways.. Cars were pressed into service -s card rooms, while music of a hundred varieties resounded around the drome. The night was dark and thick at times, with low hanging 'clouds. As a result, the guiding lights were not easily picked up from aloft.

When word came that the ’plane had passed over Newcastle, sighs of '.relief ascended from many breasts, only to be succeeded by a period of 'tense anxiety, when it appeared from the ’plane’s long silence that she had missed the landmarks, and was gropin'g through the black night to find them. Then came reports that the Southern Cross was over Woywoy, Wyong and Gosford. The airmen askeed if tho fog were over Richmond, and were told “No.” Another hiatus followed, lasting nearly an hour, till a little before two o’clock, a message came that the pet-

rol was practically down to the last drop, and the craft must land soon, and hoped to do so at 2.15. At 1.55, the ’plane passed over Roseville on ,the north shore line, and just twenty minutes later, these argonauts of the air came out of the dark into the effulgence of many powerful flood lights around the Richmond aerodrome.

The ’plane’s huge wings were silhouetted against the faint background of the night sky that had now grown grey, as the clouds showed rifts here and there. The whirr of the propellers and the acclamation of the spectators made up an accompaniment to the most unique act ever staged by the human agencies in Australia. Then “Smithy”—for by this familiar title he will always be known to the people—brought the Southern Cross down gently, as if doing exercise in broad daylight. It was a perfect •landing, and a fitting end to a wonderful adventure.

Among the incidents of the evening at Richmond, one of the most startling character was the FAILURE OF THE FLOODLIGHTING system 10 to 11.30 o’clock. The mechanics worked feverishly till the light was restored. The danger of their absence, if the plane arrived before they were restored, was fully realised, and motor cars were ranged round the field, with headlights blazing while huge red flares burned high in the air to mark the danger zone. Fortunately, the lights were restored in ample time. When the ’plane appeared, further aid to her pilot was afforded by the ignition of a number of oil and petrol flares. These created great black smoke streams, indicating the direction and strength of the wind. All these precautions proved most valuable, and the airmen feel greatly indebted for the great work they did.

One of the most cheerful people in Richmond, yesterday was Mrs. Ulm, 'who listened all day to the spasmodic 'reditals of Southern Cross progress. Never once did she have a doubt regarding the issue of the flight. “Charlie will get here all right,” she declarer. He did, and her feminine faith and intuition was vindicated. Among the spectators was Captain Frank Hurley, who shortly starts a flight to England and back in the machine “Spirit of Australia,” which Mrs. Ulm inspected during the day at Richmond, where it has just undergone the final tests satisfactorily.

30 GALLONS LEFT.

(Recd. October 15, 11.30 a.m.) SYDNEY, October 15. The aviators slept soundly till noon to-day and awoke refreshed, and in great spirit. Smith and Ulm motored to Richmouth and conversed with the ’drome officials. They received an ovation from thousands of enthusiastic spectators and motorists who hung around till nightfall. Smith had' a hurried glance over his faithful old bus, saw everything was 0.K., and received the congratulations of scores of admirers. His arm is stiff with hand-shaking. Ulm did not know what became of McWilliams and Litchfield after landing. He added that not more than thirty gallons of petrol were left in the Southern Cross when she'landed. Reminded, that Smithy had. said three gallons Ulm' replied/ ‘ ‘No; I think not more' than thirty. Anyhow, we have not measured it yet.”

MR. HOLLAND’S MESSAGE. WESTPORT, October 14. Mr. H. E. Holland cabled Kingsford Smith and Ulm: , “Congratulations; all New Zealand rejoices, as all Australia must do, -in your supreme achievement in conquering storm, and blazing an air track across Tasman for future generations of fliers to follow.”

BROADCASTED DESCRIPTION

RECEPTION AT GREYMOUTH.

Sitting near the loud speaker of a five-valve radio set, operated by Mr F. J. Parkinson, at Greymouth, a “Star” reporter clearly heard the description of the landing of the Southern Cross, broadcasted by Station 2BL, Sydney. Messages flashed through space for over a thousand miles, and told listening New Zealanders how the airmen were progressing in' their epic undertaking. Had such things been predicted not so many years ago, the prophet would have been regarded as a second Jules Verne.

Earlier messages gave comparatively little information, but it was sufficient for people to know that all was well with the plane, and that it was making steady progress, despite the head winds.

The arrangements made for the landing at the Richmond Aerodrome, situated, about 39 miles from Sydney, were described by the announcer. A big flood light was directed on the ground, and hundreds of cars were lined up in such a way that their headlights could also bo of assistance. Thousands of people waited for hours at the landing ground, many car loads leaving Sydney after theatres and dances, numbers of the people being in evening dress. Some of the parties made a picnic of the outing, the weather fortunately being fine. The announcer noted many enticing-look-ing bottles, but regretfully remarked that no one had offered him a drink! The flood lights showed many hundreds of couples, around the grounds, and one wag was. heard to give an assurance that they were all married! They might be, replied the sceptical man at the microphone. There were, of course, the false alarms usual in such circumstances, and tho cry, “Here they come!” proved a hoax on more than one occasion. It was a long, weary wait for the crowd, but they saw it out. Listeners were entertained by 2BL from the Sydney studio with gramophone and other items, with intervals to allow announcements to be made from tho landing ground. As the night slipped away, it became difficult to secure studio artists, and at 3 a.m. (New Zealand time) the announcer intimated that it was against Union rules for artists to be on duty, but that one had been roped in. It was not stated whether the Union would declare tho said artist “black.” Dozens of requests were made by listeners, that appropriate gramophone records should be put on, bmt the resources of the studio were unequal to the demand. One listener even protested that too much jazz was being played. He was given a selection by Suppe as a consolation prize. The announcer at Richmond remarked that he had asked about 8000 people to contribute entertaining items, but there were no amateur broadcasters, and «the listeners were switched back to the studio. Just before that, however, a plaintive voice was heard asking the announcer to tell them the

story of “The Mystery of the Yellow Saveloy!”,

SOME MOSQUITOES.

A sense of humour is indispensable to a radio announcer, and the Aussie in charge of the microphone at Richmond had a fund of goqd stories, one of which may be repeated. A report from Newcastle stated that the engines of the plane had been heard there, but the message could not be definitely confirmed. There were, said the microphonist, mosquitoes in the Newcastle district, said to be giants of the tribe'. They were so big, it was said, that if several of them passed overhead, the noise they made might easily be mistaken for the engines of the plane! That reminded him of the farmer who had a prize heifer ready for the show. He went to drive the animal in, but just before he could do so, he saw three mosquitoes settle on its back. They dug their proboscis into the heifer, lifted it up, and flew away with' it! 1 As the time of the lauding approached, the telephone wires were ’ kept busy with messages from many places, reporting that the plane had been heard. If all the messages were correct, said the announcer, then the Southern Cross must have been flying backwards. Excitement mounted as the hours slipped away, and the absence of definite news caused some misgiving, there being much speculation as to whether anything had happened to the plane. All sorts of reports were in circulation regarding its position, while one humorist declared that the Southern Cross had just passed over that well-known Aussie centre, “WoopWoop.” The mother of Kingsford Smith and the wife of Ulm were among the waiting thousands. SIGNALS FROM THE PLANE. - - Signals in Morse code, transmitted from the plane, were clearly heard by listeners about 2 a.m. (New Zealand time). The Morse came through again at 2.15 and at 2.20 McWilliams requested, “Please advise if there is any fog on the ground at Richmond.” Six minutes later, he acknowledged receipt of the desired information, with thanks. Further announcements made by 2BL were as follow, all the times being those of New Zealand, an hour and a-half ahead of Australian time:— 3 a.m.: Still waiting for news. Plane possibly up a fair distance, with visibility bad, and they may be hunting for their position. 3.18: Southern Cross expected to land at 3.45 a.m. 3.20: Plane has passed over North Coast. Despite the fact that the plane was expected to land at 11.30 p.m., there is still a vast concourse of people. The flood light is still operating, in anticipation of the plane coming that way. Unfortunately, there is a bank of clouds at an altitude of 800 feet. „ 3.22: Very reassuring news. The Southern Cross has passed over Roseville, one of the suburbs on the North Shore line, about seven miles from Sydney, and about 25 miles in a direct air line from Richmond. The searchlight is still playing into the sky, and the plane would have no difficulty in seeing the light. 3.26: Plane apparently went down the North Shore and turned towards Parramatta River, in the direction of Richmond. 3.27: Heading towards Richmond. The latest message from ’the plane stated they had only a few minutes’ supply of petrol left. 3.28: Plane over Croydon and Concord. 3.29: Plane over Concord West. 3.30: Plane over Parramatta. 3.31: Fairly obvious that the fliers made for the Sydney light to guide them to Richmond, and then worked across country.

3.32: Plane’s signals heard. Operator on Southern Cross reeling in the aerial, completing his transmission. 3.33: They are beginning to brush their hair now, I expect!

3.34: Telephone messages coming in at rate of about one every two seconds. 3.35: Messages state plane dropped flares over Lane Cove, on way to Parramatta.

3.36: If estimate was right about petrol, they will just get to Richmond in time.

3.37: Messages stated plane followed course Parramatta River.

THE ARRIVAL.

3.44: Crowd yelling as plane is heard right overhead, 500 feet up, with brilliant light on the port wing. Plane flying towards aerodrome. Flares. lit on ’drome. Plane flying westward towards Blue Mountains. 3.45: Rockets sent up to illuminate track. Plane flying overhead for second time. Cheers. Plane coming down to altitude of not more than 200 feet. Looks as though he is going to land from the north. Lost sight of plane, but can hear engines. At ■least 10,000 cheering people present. Plane gone to north of ’drome. Can still faintly hear engines. 3.47: Just about to land. Landing at Richmond end. There he is! Splendid! Coming right ovei’ to the hangar. Beautiful, magnificent landing. Came down from the west, and landed right away from the people, evidently taking into consideration the possibility of someone being injured. 3.38: The purr of the engines and the frantic cheering of ‘the crowd were heard. The crowd was. giving vent to its feelings in the real Australian manner, said the announcer, and the airman were receiving a tremendous ovation, probably the greatest they had ever experienced. Both airmen-and the plane were photographed by flashlight, for the Press. The plane was about 100 yards from tho main hangar. The microphone was transferred to the hangar, but the doors had been ■ left open, and the crowd rushed in, making broadcasting a matter of difficulty. With the help of the police, the microphone was. finally installed in one of the rooms. “Here’s tho microphone waiting, Smithy!” yelled a voice. SMITH’S SPEECH. “How do you do, everybody?” came the voice of Squadron-Leader Kingsford Smith. “I have just been mobbed by the crowd. We are very glad to get here. We had only three gallons of petrol left.” Then the crowd surrounded Smith, and temporarily stopped broadcasting. ‘“Give ‘Smithy’ a -couple of cheers!” yelled an Aussie. There was no doubt about the heartiness of the response. When Smith again faced the microphone, he objected, “This is the second time to-night. He has rung the changes on me! How do you do, everybody? Good-night, or good-morning! I am very tired, but very glad to be home. Thank you very much.” The announcer remarked that “Doc” Maidmen, the man Who put the engines

gines of Southern Cross in order, was present, with a big smile on his face. It was not known what happened to Litchfield and McWilliams. The crowd had got them, and had also got Ulm. This statement brought a correction, to the effect that Ulm’s wife had got him!

Then Mrs Smith, senior, spoke: “Hello, everybody! We are very thankful to get the boys back again, after all .this long time. Good night!”

The final announcement was to the effect that, amid scenes of unprecedented enthusiasm, the Southern Cross landed at the Richmond Aerodrome, at exactly 216 a.m. (Sydney time), after flying across the Tasman Sea for the second time. The trip was very trying, the airmen being in the plane approximately twenty-three and a-half hours.