AIR INQUIRY

Hokitika Guardian, 23 September 1937, Page 6

AIR INQUIRY

INTO EG MONT CRASH

EVIDENCE OF PILOT

(Per Press Association- —Copyright)

WELLINGTON, September 22

The inquiry into the fatal air accident in the foothills of Mount Egmont near Stratford, on the mottling of June 2, was held to-day. Iho machine was a Miles Hawk Iraiuei lo.w wing monoplane, belonging to the Wellington Aero Club, and was oil route Ifom Wellington to New Plymouth, piloted hi r C. ( . DuniOid, filth P. J. Nathan as passongeia who wfis killed.

Dunford. a clerk in the employ of Joseph Nathan, and Co., said he passed his A License Test, in February, 19TJ. His flying time was 84 hours, including three in a Miles Hawk. He produced a certificate of airworthiness handed to him when lie left Wellington, and which he was carrying in the machine. He saw the weathoi chart before starting, and understood it was favourable, otherwise he would not have undertaken ihe trip. Up to Wanganui, the conditions' were good, but alter that less favourable, and from Waver ley, the air became progressively more humpy. The wind increased, and there were clouds. In the Eltham locality, visibility was one and a half to two miles at the outside. He tried to keep following the railway lines, hut conditions to the east, of the lines did not appear as good as those to the west. He crossed over to the left side of the lines on account of the weather. The rule ol the air was normally to keep on the righthand side of a fixed visual line.

Dr. Foden pointed out J hat this was provided for in the regulations, with a proviso “So far as it is sale and practicable.” Dunford. continuing, said that owing to the clouds he was obliged to keep very low to preserve ground visibility. Near Cardiff, lie decided, it would not he wise to go further. His decision was to turn right back on his tracks. It might possibly have boon better to continue on in an easterly direction, but that decision was made after the event. He did not know the land heights around that area, but understood the highest point was about ll(K) or 1200. He did not know that Eltham railway station was 750 feet above sea level. Cardiff R3OO and Stratford about 1000. His course was bringing him towards die lower reaches of Mount" Egfilbnt, and the visibility obliged him to lty low. Air Foden: Then obviously the safe route was back towards the lower levels. Dunford: Yes. If you had taken the easterly course back towards Stratford, you would lm.ve been sale.--! can’t quite say that. It was not possible to keep more to the east on account of the conditions.

Dunford said lie knew the Stratford 'drome was two miles north of Stratford, but he was not aware of its exact locality. Just before making n turn, he saw some pine trees on the right. As he commenced to turn, his right wing, which was already banked for the turn, struck a bump. The nose dropped, the wing went down further, and the speed increased. The turn he was making was a normal one. To increase the height would have meant flying into the clouds. He was at the maximum ceiling. He felt the wheels graze the ground, and the momentum of the machine caused it to dear the crest of a bill. It then went out of control. He could not remember whether it continued to run after the first shock. It had functioned perfectly till then. If |>he conditions had been reported to Rongotai, he did not think lie would have been allowed to leave. Dunford said that, after touching, lie felt the machine’s wheels leave the ground, ahd lie did his best to hold it in the air, hut was unsuccessful. The aeroplane carried on out of control until it hit finally. He did not think any ability of his could have held the machine in the air after the first contact. The air .bump might have thrown the machine on to *n angle of forty-five degrees. Dunford paid a tribute to the conduct of the Aero Club and the late Mr Nathan’s relatives since the accident.

Questioned by the chairman of the inquiry, Mr Stillwell, S.M., witness said he had received instructions to go by way of Stratford. At no stage of the turn did he have to tighten it up, or open it up, to avoid ground objects. He thought he had completed the turn, and was headed hack when he touched the ground. Tlie conditions at flaw era were not such as would have made him laud there if he received instructions (o do so in the event of had weather.

Elight-Lient. I, E. Rawnsley, Chief. Instructor of Wellington Aero Club, said his analysis of weather report allowed him to let Dunford proceed, but. had he known the Stratford conditions, ho would have cancelled the flight. Before Dunford took off, lie gave him advice, over the map, of what action to take if the weather became unsuitable, advising him to la,lid at Ha went. He believed the reports that he received were not accurate. He was quite satisfied as to Dunford’s skill in handling the Miles Hawk and his ability as a pilot. Cross-examined by Hr Powles. witness said the factor which influenced him in allowing the flight was that a 4000 feet ceiling was reported from New Plymouth. If the ceiling had been under 1000 feet he would not have authorised the flight. Cross-examined bv Mr llardie Boys

he said Dunford was not experienced enough to handle a 300 feet ceiling. John Fletcher Gabites, an officer of the Meteorological Department, said the report from New Plymouth about

the weather for Dunford's flight came from the senior telephone operator of the exchange there. There was no guarantee of the information supplied. Boy Champion Kean,.Chief Inspector of Aircraft, said Dunford's total Hying time for the last ]2 months prior to the accident was 7hrs 35min, including tour hours in the Miles Hawk machine. He said that at 8.30 that morning, a weather report was received from Bell Block aerodrome, stating the wind was north-east. 30 miles per hour, and the ceiling 5)00 feet with a drizzle. The hoard complimented Mr Foden on the conduct of the inquiry, and the witnesses for their frankness. Decision was reserved.