FLIGHT DESCRIBED.

New Zealand Herald, Volume LXVII, Issue 20601, 27 June 1930, Page 13

FLIGHT DESCRIBED.

SMITH'S NARRATIVE. BLIND FLYING ORDEAL. WEATHER WPROPITIOTTS. DISCOMFORTS ENDURED. TROUBLE WITH COMPASS. (Cops-right in New Zenland by Australian Press Association. World's Copyright by New York Times.) (Received June 26, 5.55 p.m.) NEW YORK. Juno 25. The following is Squadron-Leader Kingsford Smith's story ot the flight of the Southern Cross from Ireland to Newfoundland. He will give it in greater detail on his arrival at New York: — The machine had no difficulty in rising at Portmarnock. She lifted at once to an altitude of 2500 ft. Right from the start' we had radio communication. Until we reached the coast of Newfoundland the weather was bad. XVe had rain and "bumps," which were unpleasant with our heavily loaded machine. Rather strong head winds prevailed for 75 per cent, of the flight. We held a perfect course thanks to our navigator, Paddy Saul, who nevertheless would have been helpless on account of the overcast sky prohibiting observations had it not been for the wonderful assistance given him by John Stannage, our radio operator, practically throughout the trip. We received radio bearings from ships, which in all modesty I claim to have been one of the finest radio performances ever put up for air work Blind Flying With Radio Hearings. All went fairly well until wa reached a point between 30 and 35 degrees longitude when we ran into blind stuff. From there on we scarcely saw the sky or sea. However, that shows the rapid working out of the radio compass bearings given to us by wireless stations. About three o'clock, Greenwich mean time, we were in a position 350 miles from Cape Race. We expected to reach there in four hours. To our consternation, however, our radio bearing showed that we had only made 120 miles in four hours, which even for the reduced ground speed was a ridiculously low figure. We found, owing to our inability to maintain a perfect course while Sving blind, added, I believe, to the rapidity of the changes in variation, that the compass swung unusually much, with the consequence that we evidently were flying a most erratic course. How Fog Eandlcapped Fliers. This was borne out by the extraordinarily differing radio bearings we received from ships. I would like to lay stiess on this. It seems to be a condition likely to be met in that locality in the air. No blame can be attributed to the instruments. Had this not occurred we probably would have made a point TOG miles nearer New York, as we landed with three and a-half to four gallons of petrol left. An hour and a-half before we reached Harbour Grace we knew our petrol was running short and were keeping it for emergencies. Our radio advices wisely called our attention to the fact that the ground conditions at Harbour Graca were free of fog and with the limited range it would, in my opinion, haye been most unwise to have proceeded any further.

Naturally we ware disappointed, but this was mitigated by the amazing services of our organisation from the point of view of radio. The weather practically bore out the forecasts, but we did not anticipate meeting the heavy fog so far from our destination. We actually flew blind half the trip and the ocean fog apparently was not limited to height as we were still blind up to 5000 ft.. However, the fog actually on the Grand Banks was considerably lower and frequently there was clear air above 1000 ft. Other Flights Mers Child's Play. Tlie trip occupied about 31A hours from Dublin to Harbour Grace. We are now putting 400 gallons of petrol on hoard, which will give as plenty of radius to reach the Roosevelt field. New York, tomorrow evening. We wiil leave here just after daylight to-morrow. After a dav's rest at New York we will continue the flight to Oakland, California. where our voyage will end. Mv experience of flying in eastern and southern countries was child's play compared to crossing the Atlantic. The east to west flight is the biggest problem facing flying men to-day, but with the complete organisation we had it can be accomplished, though only with a multimotored machine with proven engines and modern facilities. Throughout the trip we communicated with shipping and in this way had connection with the shore. This mora than bears out my theories as regards two-way radio being essential.

Smith's Tribute to Companions. I would like to pay a great tribute to all the boys, who worked magnificently and untiringly and were each perfect in their particular spheres. I particularly wish to thank the radio operators at all radio stations and on ships—especially the Transylvania—who were untiring in their ehorts to assist us and to whose good offices wo are deeply indebted.

Kingsford Smith expresses his sincere thanks also to the New York Times for sending an aeroplane to Maine for refuelling purposes, which happily was unnecessary. also to everybody who sent him congratulatory messages. The airman said he thought Stannage •he best radio man he had ever had. He said he had received many congratulatory messages from most of the important personages in Europe, America and A. ustruliu. Ha particularly prized one from Mr. Henry Ford.