ADVANCE OF AVIATION.

New Zealand Herald, Volume LXVII, Issue 20603, 30 June 1930, Page 9

ADVANCE OF AVIATION.

SOUTHERN CROSS ASSISTS, LESSONS TO BE LEARNED. SMITH REVIEWS FLIGHTS. -i . , i . MUCH VALUABLE DATA. i (Copyright in New Zealand by Australian Press Association. World's Copyright by New York Times.) (Received Juno 29, 5.5 p.m.) NEW YORK. June 28. In continuing his story of the east to west transatlantic flight of the Southern Cross Squadron-Leader Kingsford Smith says:— . With regard to tho navigation, in tho first place, contrary to the belief of many persons, wo carried no radio compass. This .valuable instrument is in its present stage too heavy for a transatlantic aeroplane, which must carry so much fuel. But. we made use of the direction-find-ing radio compass,all the way across, for ships all carry them. By means of tho radio compass operators and navigators on board a vessel can obtain tho bearing of another vessel, bo it aeroplane or steamer, that is transmitting, and that is what we did. Stannago • could send his calls almost around the earth. His long-wave was good for 500 miles. This is tho way it was done. Stannago would pick up a ship south-east of us, and ask for our bearing in relation to that ship. On getting, the position on the lino ho then would look around for another ship, say to tho north-east or south-east, obtain a bearing from her, and turn the figures over to Saul, who plotted them on the chart. r Orderly Record Not Possible. The intersection of these two position , lines would then bo our position, not only in relation to the two ships, but approximately to the rest of the world. Thus we knew where we were at that particular moment, and no longer. Then the task was to find whore we wore going. Poor Saul could make little n3o of the sextant without any celestial bodies to be seen. Then Stannage would obtain, from the same or other ships, more direction lines. Saul would plot the new position, draw lines between tho two intersection points, and show our actual course, which enabled us to correct the drift. Some day, when it has become the regular routine to fly heavier-thau-air machines across the Atlantic, a log of the flight, down to the most minute detail, will bo recorded minute by minute. We could not do that on this flight and make such a log. We have a pretty sketch, but nothing like an orderly record of the journey was written down, nor does it remain in our minds. Radio and Blind Piloting. Some things stand out more than others to us. Theso are' the important items. In telling them to others, and in writing them for'lay readers, thero is perhaps a danger of • frequent, monotonous repetition. However, I feel that their importance to aviation in general, and to all the world—for all the world is fast taking to the air—is so great that lam going to risk being a bore, and shall return to my two favourite themes in flying, particularly in transoceanic flying—radio and blind piloting. I shall try to reconstruct for my readers the mechanics of radio navigation, as the Southern Cross crew used it. Some of the difficulties which Stannago and Saul met, and the speed and accuracy to which they had to attain, can bo imagined when one considers all the factors in their problem. The monoplane was moving at from 90 to 100 miles an hour, the ships from wliich they were obtaining their bearings wero moving at from ■lO to 18 knotsfaster or slower on particular courses. Thus there was no opportunity to repeat or go over the bearing to correct it. Those boys in tho back room had to be right tho first time and all tho time. Probable Fate of Lost Predecessors. It is not yet clear to me how we came to deviate from our course so far as wo approached Newfoundland. It was certainly awkward. For three or four hours it was all blind flying, and this condition, if tho pilot keeps it up long enough, is not conducive to accurate piloting. I am inclined to beliovo that tho old Atlantic is more uncomfortable for flying than tho Pacific. I believe <it is possible that Nungesser and Coli, Captain Hinchcliffo and tho others who were lost got almost to Newfoundland, then on coming against the magnetic variations when tired, flow in circles, went down, or wandered off up into the wilds of Labrador. There was no radio to straighten them out and to set them on their way again. There are several other points in connection with this flight and tho whole flight around the world from Oakland that I would liko to say something about, particularly with reference to tho future of air transport over tho water. These I will tako up later. How Stannage Was Engaged. While I was m England I was casting about for a radio operator, when ono day Stannago walked into my club. I knew his ability of old. He was radio man on the Canberra, the rescue aeroplane which com© after us when we wero lost in Australia. Ilis resourcefulness, courage, know ledgo and speed made him the man for tho job. We chatted for a while. Ho said, "You do not happen to bo looking for an operator to fly tho Atlantic, do you?" I signed him on then and there. Continuing, Smith said: Tho Southern Cross motors have flown 800 hours and about 80,000 miles and are still good. The engine-builders wanted mo to instal new engines for the transatlantic flight, but I refused, because I had confidence in theso. I would havo been astonished if any ono of them had failed mo over'the ocean or at any other time in their history. Thoy havo just kept turning over and I expoct it of them. A fow years ago ono could not count on the most carefullymado motor to do what these havo done and others aro going every day on the air lines of the world Without being-unduly boastful, I think '1 can say the utilisation of radio equipment in radio navigation on board our monoplane has had something of a pioneer ing value. It has served to bring the attention of tho world to tho magnificent work going on quietly in the laboratories of the world. All those things, to my mind, are evi dence that man is going to span the ocean in heavier-than-air craft by regular schedules, as now ho crosses tho Con tinent by night and day express passenger trains.

There is also to be recorded the personal thrill that comes to us from our reception in the United States and the aid rendered to -us on every hand before we started from Ireland and since our arrival here. • On Wednesday morning, if all goes well, tho Southern Cross will bo off on the last long flight for us. We hope to put her across tho American continent in 30 hours. For speed that will bo no record, but somehow I think it will bo a fitting climax to a great career for the old ship. We have had a good time and wo wish we might stay longer. I am going to dare the rolo of prophet —a very foolish thing, perhaps, for an aviator to do—however, if we have not learned something of value for commerce, then the flights of the Southern Cross had been a lot of energy thrown away and a lot of money ill-spent, besides needless risk to lives. But I feel certain that the Southern Cross and her engines and instruments have contributed to the advance of aviation. I believe commercial ocean transport by air is just around the corner and will bo an established thing possibly within a decade. Give us a multi-motored plane with 140 mile 3 an hour cruising speed, one that will carry a ton pay load with a 4000-miles cruising radius, equipped with the instruments and the radio we have to-day, and teach its pilots above all things to fly blind for hours at a time. Give us these, and we can fly against head winds, through fogs and storms and carry a pay load across the Atlantic or j Pacific. Such a machine is certainly not far away. COUNTKYMEN PEOUD. MESSAGE FROM MR. SCULLIN. NEW LUSTRE FOR AUSTRALIA. (Received June 28, 5.5 p.m.) WASHINGTON, Juno 27. Tlie Secretary of State, Mr. H. L. Stimson, has received the following reply to his message to Mr. Scullin, Prime Minister of Australia, congratulating him on the feat of the Southern Cross:— "Your, message of congratulation is very muclf appreciated. We are all very proud of the achievements of SquadronLeader Kingsford Smith and his companions. Kingsford Smith has not only added lustre to the name of Australia in almost circling the world, but has also, as you suggest, materially assisted in bringing our two countries into closer relations.'' RECEPTION BY HOOVES. WASHINGTON ARRANGEMENTS DIPLOMATS TO ACT. ■WASHINGTON, June 27. Squadron-Leader Kingsford Smith a«d the crow of tho Southern Cross will be received by the President, Mr. Hoover, on Monday. The Southern Cross will fly to Washington from Roosevelt Field, and the diplomatic representatives of each man's country will present them. FUEL WHILE IN AIR. PLANS AT CHICAGO. JOURNEY TO CALIFORNIA. CHICAGO, June 27. Plans are being made for refuelling the Southern Cross here, probably next Wedr nesday, when she will be cn route for Oakland, by using a machine which is now working with the aeroplane City of Chicago, which has been in the air for nearly 390 hours. * SUCCESS OF FLIGHT. MODESTY OF THE CREW. EACH PRAISES THE OTHERS. NEW YORK, June 27. Squadron-Leader Kingsford Smith and his companions attended a luncheon given by the Advertising Club. Each seemed anxious to give the credit for the success of the flight to the others. Tho leader said his part was really small, and praised the others. Sir. Saul told how once his navigation had sent the aeroplane 200 miles off tho course. "That's how much help I was." Mr "Van Dyk passed on tho credit to the Southern Cross herself. Mr. Stannage refused to speak, saying he was too full of emotion to say anything. SMITH'S PLANS NOT SETTLED. MARRIAGE IN SEPTEMBER. NEW YORK, June 27. When Squadron-Leader Kingsford. Smith was asked for a statement concerning his plans, in view of conflicting reports, and | whether he would undertake any major flights again, he said: "Oh, yes, I am not through with flying." He said be was unable to indicate what flights he contemplated: "I wish I could I tell you exactly what my plans are," he said, "but with the exception of the fact that I am going back to Australia in September for my marriage, my plans must be and are uncertain. "After the flight to the Pacific Coast I shall return east again and proceed to England, and sail for Australia from there. More than that I cannot say at the present time'."