NIGHT FLYING.

Hawera Star, Volume XLVIII, 22 August 1924, Page 8

NIGHT FLYING.

THE COMFORT OF TRAVEL IN RIGID AIRSHIPS, Mr. H. F. Parker, of Dunedin, who designed the water recovery apparatus installed on one of the engines of the United States naval dirigible Shenandoah, the effect of which is to compensate for the weight of the gasoline burned and thus to provide counter-ballast and drinking water, describes in a recent letter a nightflight on that airship. He writes to the Otago Daily Times : “1 have had quite a strenuous week, including an all-night flight on the Shenandoah. The shed tests w-hich have been delaying my work were completed on Tuesday, and we set out on Tuesday evening, June 24, to do some flight tests. I foolishly accepted double duties: Looking after my condensers and taking readings for the engine tests. I should have given all my attention to the condensers, but couldn’t resist the temptation of a station in the control car. Although I was kept extremely busy it was extraordinarily interesting. “We got- away just- before sunset. I had an excellent view as my landing station was ‘Frame 90/ where there are ladders out to the power cars, so instead of having to stay in the keel and not know what was going on I was able to perch myself on the ladder and watch the whole performance. I admit that at first I didn’t feel very happy about it, and held on very tight with both hands as there was nothing beneath my feet but three thousand feet of air, but later on I found self running around with no more concern than if the drop were five feet only. The crew care even less about heights. Later on in the night I found one of the engineers stretched full length on the top of his car with nothing to hold on to at all. It was very hot inside and he certainly had a cool and restful spot. “I had trouble right at the start. My apparatus was condensing all the water it was supposed to, but it kept me mighty busy for half an hour; so busy that the next thing 1 remember we w'ere out over the Atlantic, obviously over the 12 mile limit, fo r the rum fleet was right below. There were six at that spot right .close together, and smaller craft were visible moving between them and the shore. At that stage I had to forget water recovery for a while and take over my duties in the control car, recording the ings from inclinometers, rate of turn indicators, air., speed meters, thermometers,; altimeters, .barometer, etc. These had to be taken every five minutes, but as soon as I got .settled I could 'do-my-job in two" minutes of the five, and had a little time to look around. Wonderful doesn’t describe the sight. It was just getting dark and conditions were ideal; no motion whatever, no vibration, and no noise except a slight whistling of the wind—we were making about 40 miles aii hour. Coney Island was right beneatli most brilliantly illuminated; thenj looking ahead werty -Brooklyn, marked by a regular pattern of' street lamps of vast extent; the bridges over the East River, and Manhattan; to the left was New York bar and Sandy Hook, whilst to tho right lay Rockaway, with its lagoons and sa-ndspits. . 41 At this stage the skipper was worried; we were headed right for New I.ork where the Democrats'were in convention selecting a candidate for the Presidency. A week before the Republicans had had their convention and had asked that,the Shenandoah fly over Cleveland where they were assembled, and the ship hadn’t gone. Would this be considered political favouritism and should he change course? We hadt to hold the course we were on for half an hour or the particular course we were on would be spoilt. Captain Lansdowne decided that this was sufficient excuse, so on we went, right over lower New York. We missed the convention hall, Madison Squares Gardens, by about a mile, but must have been clearly visible as we could see everything. The skyscrapers were not visible as skyscrapers, but the parks provided landmarks and Broadway around Times Square was a blaze almost as brilliant as Conev. Searchlights got. us once or twice hut we were soon across the Hudson',’and, our half hour up, turned south and down the Jersey coast again. There was a fairly strong head wind, and we were running on three engines only, so it took over two hours to get down to the entrance to Barnegat Bay. For the rest of the night we patrolled the coast recording our engine data all the time. At- midnight hot coffee and sandwiches were served, and were very welcome, too, otherwise there was'little change- i.n the routine. We radio’d Lnkehurst for the weather report which was favourable, so we decided to keep on with the tests until 3 a.m. However, a later radio indicated clouds forming and wind rising, .so we abandoned the tests and put'on full speed for home. There was no need for further readings on my instruments, so I went to my landing station and curled up in a bunk, getting an hour’s sleep before we were back in the hangar and the. time came to disembark. We would have moored at the mast but that meant keeping a crew aboard, and everyone was nrcttv tired. Altogether, it was a fascinating experience and entirely confirmed mv opinion that rigid airships are the most comfortable and interesting method ,of travel in existence. Flying by aeroplane does not give the same sensation ; there is too much motion and vibration.’’