FLYING OVER AFRICA

Manawatu Standard, Volume XLV, Issue 283, 3 November 1925, Page 2

FLYING OVER AFRICA

LONDON TO THE CAPE. AVIATOR’S PROPOSED EFFORT. CAPETOWN, Sept._ 30. Ail aeroplane flight from London' to the Cape should bo one of the most wonderful adventures yet attempted in aeronautics. Mr Alan Codliam, who proposes to attempt this flight in November, has undertaken a feat which a few year ago baffled some of the best aviators in the world. The flight over Africa was eventually made by a South African, Sir Pierre van Ryneveld, but not before two machines had been smashed on route. This was five years ago, and since then much has been learned of flying over Africa. The chain of aerodromes which were established for this pioncor effort aro still in existence, and will bo of the very greatest assistance to Alan Couham in his de Haviland 50. Although these African aerodromes are in existence they .will need' to be put in order. The British authorities seem to think that very little work will bo needed for his purpose. Certainly it will be a much easier task than it was in the first place. On some of the aerodromes ant hills 201 t high were removed, and these take many years to build. They will be insignificant structures now compared with whut they were in their original state. Bush trees, too, grow very slowlyp bo that though there may bo a great deal of scrub and grass to bo dealt with, it is quite possible that most of the dromes can be put in order by burning alone. VARIATIONS IN CONDITIONS. The great difficulty on this route lies in tiie extraordinary meteorological conditions and the groat variations of altitude. Sir Pierre van Ryneveld states that the great point of difference that Mr Gobham wili find between the Burma trip and his forthcoming attempt will be these very factors. “Tho Burma trip, atter all,” he said, “was a sea-level trip for tho most part. Over Africa the variations in altitude and in humidity which change raiiidly between points only a short distance apart affect the lift of the machine very seriously, and place varying limits on the possible load. Getting oft' at a height is one of tho difficulties. Abercorn aerodrome, for instance', is 56UUti>, and with a big load of petrol it is often a risky proceeding. The fact that Mr Cobliam is using a single-engined machine will not affect iiis chances adversely as compared with our trip.” Speaking about the possible effects of tho trip, if successful, Sir Pierre said: “People out here are phlegmatic about flying, and though a successful trip will arouse a certain amount of interest here, of course, its real interest will lie in the amount o! ' attention it will attract throughout tiio world. It will be a most important event. Such a trip would not bo mado for the sake of arousing interest in this country. It is tho world effect that lias prompted it. That will bo all the greater in tills case for the fact that Mr Cobham has shown that ho can toll his experiences to tho world in a very vivid and accurate manner. It is an extremely interesting trip, and, carried out by a man like Cobliam, who can write about it, it will bo of the greatest beneftt to flying in general.”

MOST TROUBLESOME SECTION. Tho most difficult section of the air route over Africa lies between Khartoum and Abercorn. To Khartoum there is tho Nile to follow, and soon after striking Abercorn tlie railway can be picked up. Such guides give tlio airman far more confidenc'o. Plying over unrelieved desert or jungle is a deadly business and involves the constant strain of keeping a compass course, estimating what to allow for the wind and looking out for wliat landmarks can be found. Mr Cobham intends to use tlie same typo of machine with which lie mude his triumphant flight to Burma —a de Havilland 50. On that trip lie covered no fewer than 17,000 miles in one machine and with one engine—a Siddelev Puma 230 h.p. ’This time lie is using a Jaguar engine by the same makers of 385 h.p. With tlie Puma tho machine can carry either four passengers of 1150 of goods. Mr Cobham is carrying three persons altogether, so that with tho weight of two persons and the extra engine power he should bo able to carry a satisfactory amount of petrol aucl spares. Not the least interesting feature of the trip is that it will bo in a measure the advance guard of the official Royal Air Force trip, which is to take place next year. This trip is definitely arranged for, and will include more than one machine. Exactly wliat typo of machine will bo used is not definitely known, but it is said that it will be flown by a largo type of amphibian machine which could take advantage of the Nile and of the great lakes for landing purposes. Such a flight will arouse tho greatest interest throughout the world. Tho Union Air Force will probably provide an escort for parts of the journey which lie within the union, and tlie two occasions should provido magnificent opportunities of bringing tho public in general and the Government in particular to a sense of the Union’s tragic shortcomings in the realm of aviation, which bids fair to assume an increasing importance in world development year by year. TREMENDOUS DIFFICULTIES. The tremendous difficulties facing airmen who attempt this adventurous flight across Africa, was emphasised when Sir Pierre van Ryneveld related some thing of his experiences in flying from London to Capetown. Tho Silver Queen left on February 4, 1920. It arrived at Capetown on March 20, a total time of 45 days for tho journey. Twelve days of this timo were lost south of Cairo, where the machine crashed and tho engines*had to be taken to Cairo and placed in a new machine of the same type, x hat reduces tho time to 33 days. Then the machine crashed outside Bulawayo on March 5, and the Voortrokker arrived on March 17. Another twelve days were therefore lost tliero, so that if all had gone well 21 days would have completed tho journey. On one occasion.south of Khartoum, the machine flow through a desert dust storm like that so eloquently described in “Tlie Garden of Allah,” and refused to climb. They flow through a haze of sand, and although tho engines were kept running at full speed, the machine only managed to climb 2000 feet in three hours. From thero tho mnebino flew into the “Sudd” area, and thero the sand gave place to dense clouds of smoke caused by miles of burning reeds and elephant grass which extended as far as the eye could reach. Then Sir Pierre found he was flying through a low pressure area on a following wind. The wind ceased and tho machine ran into air that was extremely agitated. On one occasion the machine sank 2000 ft. in 20 seconds, and shortly

afterwards it rose 13C0ft. in the same time. When it is stated that a bad bump usually involves a change in altitudo of about 400 ft. one can realise what such an experience means. AVOIDING THE BUMPS. Sir Pierre tells how, after this experience, lie decided to fly at the “comfortable height” of 8000 ft. to avoid tho bumps. On the way to Kisumu, however, ho again found extraordinary conditions, this timo in the form 'of smoko pillars which stretched right lip to the height at which ho was. It was like flying low over an English hop-field, lie says. These pillars were whirlwinds which carried tho smoke of the fires, together with ashes and dust, right up as straight as a hop-pole for 8000 ft. Such aro some of the conditions which Mr Cobbliam must be> prepared to face. If ho overcomes these natural obstacles lie will have achieved a flight which can be reckoned among one of tho world’s greutest adventures.