THE TRANS-TASMAN FLIGHT.

Otago Witness, Issue 3854, 24 January 1928, Page 24

THE TRANS-TASMAN FLIGHT.

A FRUITLESS SEARCH.

CLOSE ON 900 MILES COVERED. WELLINGTON, January lb. The arrival of the Toia back at Wellington at 2 o’clock this morning after four and a-half days at sea terminated a fruitless search for the two missing air Bien. The Toia steamed nearly 900 miles while on the search, and covered a large area of water to the west of Cook Strait.

Orders for the tug to proceed to sea were first given shortly -fter midday on Wednesday, and at 10 minutes past 4 that •fternoon the Toia left ' (ueen’s wharf with a crew of 20 all told under the command of Captain Peterson, with orders to search an area west of Cape Egmont until further orders. The three officers in charge all possessed masters certificates, and the three engineers all had chief engineers’ tickets. From Wellington a course was set up the coast as far as Mana Island, the vug keeping well in to the shore. It was originally intended to steam between Kapiti Island and the mainland, but by the time Mana Island was reached it was getting dark, and it was decided to set course straight across the Taranaki bight, to Cape Egmont. Fine weather and moderate seas lasted throughout Wednesday afternoon and night, and on Thu.-s--'day morning visibility was very good with moderate seas. Mount Egmont stood out in the cloudless sky on Thursday morning with amazing clearness. In fact, throughout the trip the visibility was very good. A few minutes before 11 o’clock on Thursday morning when the Toia was about six miles out from Cape Egmont the course was altered, the vessel heading west straight out to sea from Egmont. It was at that the first experience of seas was encountered, but the weather continued ine. At half-past 6 on Friday morning, when 200 miles west of Cape Egmont, the course was again altered to due south. Up '-o this time only two small coastal steamers had been sighted, both on Thursday morning when off Cape Egmont. On the way south the seas moderated to almost calm, the wind dying down, and when 130 miles had been steamed late on Friday afternoon a zig-zag course in towards he coast was commenced. At this time the Toia was approximately 200 miles west of Cape Farewell.

Radio, communication with Wellington was maintained until Thursday afternoon when well off Cape Egmont, but after that, the tug was out of range for the ship s transmitting set, and all communication work had to be relayed hrough H.M.S., Dunedin or any other ships in the vicinity. It was not until late on Saturday that communication direct with Wellington was again established. The zig-zag course to the east was commenced Jate on Friday afternoon, and continued line weather with moderate seas prevailed pntil Saturday afternoon, when the wind increased considerably in force and the ceas began to rise.

By Saturday evening an east-south-east gale was raging, with heavy confused seas, . and this lasted throughout Saturday night until early on Sunday morning, when the Toia got under the shelter of the South Island, just south of Farewell Spit. This was the worst stretch of bad weather experienced while the tug was at sea, but she maintained her reputation as a good sea boat, and held to the course to the north and then south well, although at times the force of the gale brought the speed of the ship down to well below half.

On Sunday morning the Toia was about one and a-half miles off the coast by Curious Cliff, and heading to the north. Advice was then received from Wellington to discontinue the search and return to port. By midday on Sunday Farewell Spit was rounded, and it was then that the prevailing gale was again encountered. Throughout the strait it had lessened in intensity considerably, however, and the last stage of the voyage was made under moderate conditions, the Toia reaching Wellington Harbour shortly after half-past 1 this morning. She tied up at her berth at Queen's wharf at half-past 2.

The total distance steamed by the Toia was 892 miles, and not a sign of any wreckage or anything relating to the missing aeroplane was seen. Several Bteamers were sighted, and radio communication was established with the Ulimaroa outward bound from Wellington to Sydney, the Kaponga bound from Newcastle to Wellington, H.M.S. Dun »din, and several other ships.

SEARCH BY LAND.

>. THE MOUNT OMEGA PARTY. WELLINGTON, January 16. Advice was received by the Post Office this afternoon that no signal had been received from the Mount Omega party by Mr Phillips, forest ranger a f Kaitoke. Mr Phillips reported having seen one ball of black smoke which had the appearance of oil smoke on the Kerekere snowy jereek between the Hutt River and the Akatarawa road, and advised that it should be investigated. Advice was received by the Post Office this afternoon that a search had been made on the west coast of the South Island from the Fox River u]> to Cape Farewell. Nothing was found. Captain Buckley left Blenheim for Christchurch al .'0 p.m.

NO FLARES CARRIED.

STATEMENT BY MAJOR WILKES. WELLINGTON, January 16. The Director of Air Services (Major Wilkes) made the following statement: — With reference to Captain Davies’s statement that two flares were seen to drop from the aeroplane, it has been definitely established that no flares were carried, and the suggestion previously made that cotton waste soaked in petrol was lighted and thrown from the machine can be dismissed, as the great danger of a naked light in an aeroplane would certainly not be entertained by pilots of Lieutenant Monciieff’s and Captain Hood’s experience. No navigation lights were carried as part of the aircraft’s equipment, and the light, small pocket torches stated to have been handed to Lieutenant Moncrieff before taking off could not be seen from a distance from which the engine could not be heard. In any case, the beam of light would in all probability be directed on th 6 instruments, which were situated in the front of the cockpit, well forward of the leading edge of the ’plane, and therefore could not illuminate it. In his statement Captain Davies refers to the upper part of the ’plane, but no light in the cabin, however powerful, could light up the upper surface, and observers from below could not see it.

CAPTAIN FINDLAY’S SEARCH.

EVERY VALLEY SCANNED.

WELLINGTON, January 16.

The Minister of Defence (Mr Rolleston) stated to-day that the report from the master of the Kaiwarra had been carefully perused, and while it was very definite regarding the sighting of the ’plane in the vicinity of Porirua Harbour at 11 p.m., no trace had been found on any of the beaches or surrounding country to indicate that a landing had been made. The searching aeroplanes had covered the whole of the country between Cape Palliser and Wanganui Heads, and as Captain Findlay had the assistance of two observers with powerful glasses, and as the visibility was perfect, there was no reason to think now-, that the airmen were anywhere in that vicinity; Captain Findlay even flew lower over the valleys than could be deemed safe to convince himself that every valley should be viewed. Practically every portion of the country along the coast, as stated above, and inland from east of Olaki to Palliser Bay had been searched.

A PIG HUNTER’S STORY.

SAW AND HEARD A ’PLANE. WELLINGTON, January 16. The police have received instructions to search for the aviators eyen in the most remote parts of their districts. A pig hunter on the high ridge between Orongorongo and Lake Wairarapa says he saw a ’plane overhead on Tuesday night, and heard the drone from it. He noticed a dull red glow, as from the exhaust.

’PLANE SEEN NEAR WELLINGTON

TWO FLARES DROPPED. SYDNEY. January 16. On the arrival of the steamer Kaiwarra from Wellington several members of the crew declared that they saw Lieutenant Moncrieff and Captain Hood’s monoplane when the ship was about 18 miles off Wellington. Captain Davies says that he is absolutely certain that the object sighted was an aeroplane. Two flares were dropped, and th e outline of the machine could be seen.

The ’plane was first seen by the chief steward (Bertwhistle), who pointed it out to the other officers. There was a heavy black cloud above the airmen. The machine was visible for three or four minutes. It circled round twice during that time. Two flares were seen dropping slowly to sea as if they were made of some light material, and a light, which was evidently in the cockpit to aid the pilot in navigating, was reflected on the upper part of the ’plane. This enabled them to see the outline. This indirect light was more of a glare. The wireless operator likened it to a comet.

It seemed as if the intention of dropping the flares was to assist the pilot to look for a landing. The ’plane flew to the east after completing the second circle That was the last they saw of it. Captain Davies has no doubt that the airmen are on the New Zealand coast somewhere. Questioned as to the approximate height at which the aeroplane was travelling. Captain Davies said he ■could not make an estimate, apart from stating that the altitude was about 15deg The machine was too far away for the engine to be heard.

EXPRESSIONS OF SYMPATHY.

MR BAVIN’S THOUGHTFULNESS. AUCKLAND. January 16. The first act of the New South Wales Premier, Mr T. R. Bavin, on his arrival in Auckland to-day was to express the heartfelt sympathy of the people of his •State with the relatives of Captain Hood and Lieutenant Moncrieff. “ I regret very deeply indeed, and 1 feel that I can speak for the whole of the people of New South Wales, that the Tasman flight had such a tragic ending,” he said. “ I admired th e pluck of these brave men tremendously, and only wish that the venture could' have had a different termination. I would like to take this opportunity of expressing my deep sympathy with the relatives of the men concerned.”

The Premier said that result came as a distinct shock to th e people of New

South Wales, in view of the fact that on seemingly authentic information they had been informed of the successful arrival of the airmen in New Zealand. Captain Kight had even mad e the announcement at a public dinner. USE OF SEAPLANE PROBABLE. BRISBANE, January 16. Captain Moody was formerly the senior pilot of the Queensland Air Service. He will interview the authorities with a view to making satisfactory arrangements, and thinks that he will use a seaplane, thereby complying with the Australian Air Force regulations regarding flying land machines over water.

NO FINANCIAL EMBARRASSMENT.

AUSTRALIAN SUGGESTIONS RESENTED. DANNEVIRKE, January 19. Captain Kight, on his return to Dannevirke, takes strong exception to statements in Australian newspapers that the New Zealand airmen were under any financial embarrassment in Australia. He says that a number of the statements published is quite untrue.

Messrs A. M‘Nicol and R. J. Macdonald, trustees of the flight fund, state that at no time did they receive word that the men needed money in Australia, and so far as can be seen at present the fund is capable of meeting all expenses in connection with it.

Captain Kight further states that the only reason why the flight was made at the particular time w T as because the weather report was favourable, and th; airmen decided to take advantage of it.

TRUSTEES ABLE TO MEET ACCOUNTS.

DANNEVIRKE, January 20. Captain Kight states, in reply to the Sydney Morning Herald, that he has been able to satisfy the trustees that, with the exception of one or two small items all accounts in Australia have been met, and the allegations of financial embarassmen are quite unwarranted, and, at this time, uncalled for.

A DIFFERENT VERSION.

STATEMENT BY NEWSPAPER EDITOR.

SYDNEY, January 20.

The editor of the Morning Herald says that the statement published in the Herald that the New Zealand aviators, Captain Hood and Lieutenant Moncrieff, when they landed in Australia, had very limited resources, was based on the information supplied by Captain Kight. It was pointed out by him that additional funds had to be raised in Australia to have the mono plane assembled, and that those resources were so slender that the airmen could not remain long enough in Australia to permit the machine being thoroughly tested on prolonged land flights.

OFFICIAL OPINION.

DESCENDED INTO SEA. WELLINGTON, January 17. Though there are still very many who fully believe that the machine reached New Zealand and is lying in some remote spot thos e who hold that opinion are now in a minority. The general—and the official —opinion is that the airmen descended into the sea, possibly soon after 5. 22 p.m. when the last officially recognised wireless signal was picked up. No one has been more optimistic up till recently than Captain Knight. He stated to-day that he could say no more than anyone else as regards the probability of the airmen having reached New Zealand, but he knew now they would not be found alive.

Members of the Tararua Tramping Club have now returned with no reports of signs of the machine or the missing men ; and yesterday afternoon, after having made a special flight over the country between the Hutt and the Akatarawa Rivers to investigate a supposed oil smoke signal, Captain Findlay turned hi s ’plane for Sockburn, arriving at 6.15 p.m. Captain Buckley, who had been operating from Blenheim, also returned to Sockburn yesterday, arriving at 5.10 p.m. The Secretary of the General Post Office was advised yesterday afternoon that a close search of all the beaches on the west coast of the South Island, between Cape Farewell and the Waiho River, had revealed no trace of the airmen. A search of the beaches south of the Waiho River is now in progress and a report will be made later.

Mrs Thwaites, of Bruce avenue. Brooklyn. a sister of Lieutenant Moncrieff, yesterday requested th e Evening Post to state that the relatives of Lieutenant Moncrieff and Captain Hood felt grateful for what had been done by the Government and private individuals to endeavour to trace the missing airmen. They felt especially grateful to members of the Tararua Tramping Club for organising search parties to scour the ranges. All that it was humanly possible to do had been done, and the rela-

fives of the missing men were indeed deeply grateful. A resolution of sympathy with the relatives of Lieutenant Moncrieff and Captain Hood in the distress and anxiety they have been caused w’hile awaiting news of the airmen, and expressing the hope that the best of tidings will be received shortly, «? s „P a * le 8 en e ra l meeting of the Wellington Commercial Travellers and Warehousemen’s Association on Friday night-. J

DISQUIETING STORIES.

SYDNEY PRESS CRITICISM. SYDNEY, January 17. The Sydney Morning Herald, in a leader on the Tasman flight, says: — “ There- have been disquieting stories of the ill-condition of the monoplane’s navi- • gating instruments, and it is said that the New Zealand airmen were pressed at Richmond to delay their flight until everything had been thoroughly tested, but that they would not listen to argument. If these stories are true, and if the machine’s instruments were defective, the airmen should not have been allowed to leave. The Federal Government afforded assistance to the extent that the Australian Air Force mechanics would see as far as possible that the machine was airworthy before it took off on the flight.” The Herald asks : “ How can a machine be considered airworthy if the navigating instruments are defective? ” It continues : “ This criticism is not uttered against the officers and mechanics at Richmond, who did their utmost. The New Zealanders rejected the professional advice they were given on the point, but some inquiry and report seem to be demanded, because the further question arises whether in these circumstances the Government’s lifted embargo should not have been reimposed. The truth or otherwise of the rumours referred to ought, if in justice only to our own Air Force’ to be set at rest. Had they been current so as to arouse these desperate suspicions before the flight began the local demand would have been unanimous that it should have been forbidden. Both the Commonwealth and New Zealand Governments were in a degree responsible. They condoned passively the general tecklesSness of the venture. They should have prohibited the flight; but the New Zealand Government responded to the representations from local interests on behalf of the airmen, and the Australian Government lifted its ban out of courtesy to the New Zealand Government’s request. Each Government washed its hands of responsibility, and the airmen were allowed to fly on their own gamblers’ judgment on the principle that it was their own risk. We maintain that with the official control _of flying all Government responsibility is not so easily disowned. That is at least the moral view of the affair, and local inquiry shoud enforce very salutary lessons.”

CAPTAIN KIGHT’S STORY.

SYDNEY PRESS ALLEGATIONS REFUTED.

WELLINGTON. January 17. Captain I. Kight, the third member of the party which set out for Sydney to undertake the flight across the Tasman Sea, returned to Wellington by the Marama to-day, and gave a comprehensive statement of the arrangements made in Sydney. Captain Kight can offer no explanation of the tragic failure of the attempt. One point which he stressed was that the carrying of a highly-qualified navigation officer would not necessarily have added to the aimen’s chances.

„ The machine,” said Captain Kight, was tested in America, and on assembly in Australia we tested it on various flights for petrol consumption speed carrying capacity, etc. Certain ’ adjustments were made in the * tuning * and so on, but none of them was of a major character. The longest test flight was of hve hours with a load just 3001 b lighter than the load they left Richmond with, ine men were riot medically examined in Australia, but they were examined before they left here. They were absoluiely tit. Captain Kight made it quite clear that it, was understood that Lieutenant Moncrieff and Captain Hood were not to change places—i.e., relieve each other during the flight. “ When the machine was first ordered,” he said., “ we asked for dual control ; but we considered that the capacity should b e increased from the 1600 miles provided for to 1900, the error in capacity having arisen through nautical miles being taken instead of land miles. Immediately that was discovered we cabled for th e extra tankage to give a range of .1900 miles. Uns was done, but the fitting of dual control would have meant a delay of over a month, which would have meant that delivery would not hav e been given' I?--^’ rne , V le favourable season. hen this information was given we immediately cabled and asked if it were possible for the pilots to change places in the event of single control being fitted, the makers replied that it was possible, and on the strength of. this it was agreed that the pilots should change and'give each other spells on the trip across. On assembling the machine we discovered tnat it was absolutely impossible for the pilots to change places in flight, although Lieutenant Moncrieff and myself were able to manage it when the machine was on the ground. Even then it was extremely difficult, a s the space between the extra tank and the pilot’s seat was too small to allow one to pass. On coming from Melbourne to Sydney, Lieutenant Moncrieff and I started to try to change over but as it meant that the machine nad to be left absolutely without control while the change was taking place and file machine threatened to go out of control the moment the weight was

shifted, w e realised that it -was absolutely impossible. On alighting at Sydney, we decided that Lieutenant Moncrieff would nave to pilot the machine right T is meant that the second man would b« but a passenger, though he would be able , do Morse-; but by this time we Hn„bf aSC p r Vi t^lat tk ere were grave anH b fh n °/ a ® M< ? rSe . workin g successfully, sent W M 1 1? on ty s ;g na,s that could be kev 1 On ld b r a - * w t h , l ? e ” with a locked who reallsin g this, Captain Hood, who had come as reserve pilot and man e /n CU - SSe A. the matter of the second wa no J” the ™ achine > and-'as there wag no piloting to be done by the second man and as we had all been in th e ventare from the first, we arranged that we a?.°d t l ,° 5 ’- Captain BJ, Returning again to the discussion in regard to the purchase of the machine, Captain Kight continued : “ After the machine was purchased we decided that it would be wise for the sake of tho people at Home that wireless should be carried, and that definite signals should he sent We got in touch through the Macmahon Motors with Mr G. O Roberts, of San Francisco, who arranged to purchase an equipment simpler to that used by the * Dallis Spirit,’ the signals from which were heard in England It was a very expensive set, and was considered to be the most efficient obtainable. On unpacking it, however, we found that it did not come up to specifications, and on the run from Melbourne it failed entirely. The Amalgamated Wireless undertook to do its best with it, but after three days’ hard work informed us that it was an assembled set, and was not a satisfactory one, and was not up to specifications; also, that the generator would not serve its dual purpose, and that it would be necessary to fit a battery. This message arrived on Monday afternoon, but they immediately set to work to fit the battery, and they carried out ground tests which' showed that the set was working, but how successful it would be in the air was unknown. Captain Hood had been given . a set of signals, and had been buzzing ’ on the way across on the steamer to refresh his memory. “The petrol carried,” continued Captain Kight, “ was sufficient for 17 1 ours ‘ flat out,’ or for 19 hours on reduced throttle. Both the earth inductor compass and Chetwynd's magnetic compass were in order, and on going into the wind the course was set from Richmond to Cape Farewell. The airmen were informed at what angle the sun would rise, and from that they could get an approximation of their bearing. That would be the only bearing they would be able to take during the flight, which was to be made by dead reckoning. A magnetic course was taken giving the mean variation which had been fully gone into by various navigating officers on vessels, and though the distance so set out was a few miles longer by flying on the great circle, the course need not be altered from start to finish, and there was less possibility of error. The compasses were ‘ swung ’ in Melbourne, and were tested on the flight from Melbourne to Sydney on a day when conditions were very hazy and no points could be picked up. They proved themselves entirely accurate. No other navigating instruments were required, as it is impossible to gauge wind drift from an aeroplane unless from an object which is comparatively stationary. No flares were carried, although a certain mount of cotton waste was carried which in an extremity the pilot might have lit and thrown out, but owing to the excessive risk their use would be highly improbable., The exhaust pipes from the nine cylinders came down in two pipes below the fuselage, and when the engine was running at night or was suddenly opened they showed long bursts of flame. The valve of the wireless set was situated oh the very top of the set, and gave a considerable amount of light. Even when the set was not working we noticed on the run from Melbourne that the valve was burning. This would undoubtedly give the appearance from the outside that the machine was lighted.”

Asked from what distance that light could be seen Captain Kight replied that he was unable to say. “ The maximum cruising speed,” he continued, “ was according to the specifications 127 miles per hour, though we found from experience that it was greater, but the speed advised by the makers was between 95 and 100 m.p.h., or even up to 110. Lieutenant Moncrieff decided to run between 1600 and 1650 r.p.m., which would give them between 100 and 100 m.p.h. in still air. If a head wind was experienced the rate of the wind speed would, of course, have to be subtracted from that speed. On the day preceding the departure the weather was such that we did not expect that the flight, would take place for 48 hours, and it was not till we had returned from a harbour cruise given us by the New South Wales Government at 6 p.m. that word was given that theie was a possibility of leaving. We then received advice that at 9 p.m. they would be able to inform us definitely if the flight could take place. Preparations were immediately made for departure, and when the 9 o’clock reports came through the Government Meteorologists gave us a plan of the weather, and informed us that that was a most suitable time to leave. Although easterlies would be encountered for a start a period of high pressure would then be run into, which would mean calm air and a westerly wind would then be encountered. It was then necessary to go to Richmond, which is 40 miles from Sydney, where the machine was housed. On arrival we found that the wireless was quite ready and everything else ready. At 2.15 a.m. the machine was run, and

jfc /was then discovered that there was father too much lubricating oil in the tanks, causing a spray .on tlie glass, but that was . soon rectified, and in a few jninutes the pilots were ready to go. Unfortunately they were delayed by reporters, insisting on last-minute interviews at a time when every minute was pt, value, as it was felt that if head grinds were encountered a night landing plight be necessary. Everything was taken into account, and Lieutenant Monprieff decided to leave. The machine got off successfully, and was heard by the Maunganui some miles out to sea passing overhead. “It was as a result of this set of circumstances —the unpromising morning, the harbour trip, the improvement in the yveatber prospects in the evening, and the decision to take off following the .3 p’clock report from the meteorologist,” said Captain Kight in reply to a question that the airmen started on their flight Jiaving no sleep for 20 hours. When Captain Kight was handed the Cablegram concerning the statement in the Sydney Morning Herald that die pavigating instruments were not in gooa condition, which could only mean the ppmpass, he said it was incorrect. Further, pp pressure was- brought to bear on the airmen to delay their departure. They Were absolutely satisfied with the ability of the machine to comolete the flight. There was no question of any argument, and the machine was perfectly airworthy. *We never rejected any professional dvke,” said Captain Kight, “ and there was absolute unanimity between ourselves end the R.A.A.F. No rumours as to the unfitness of the machine had been circulated by any partv although certain articles appearing in the Sydney Morning Herald had been against the flight from its inception, and it' had done everything to cast suspicion on the flight. None of their criticism has been veracious, and now, after the event, they are publishing this. If they were aware of such things they should have brought them to our notice at the time.

“ Hie article in the Sydney Morning Herald.” continued Captain Kight, “is the first intimation we have had that the aeroplane was not airworthy, that tests had not been completed, and* that navigation arrangements were not suitable. We received every assistance and courtesy from the R.A.A.F. They gave every help imaginable. On seeing an article m the Herald on the day after the flight had taken place making certain allegations in connection with the machine, which they stated the R.A.A.F. had issued, we immediately got in touch with the commanding officer at Richmond, who informed me that no statement had been made by himself or bv his officers, and that they were satisfied that the machine was capable of the flight and was proved in every way, although we all had some doubts as to the efficiency of the wireless. The navigating officer and himself assisted in the laying of the course before the start, and saw that every detail was accurate. Once the start was made it was a matter of bringing the machine across as no sight other than of the sun could be taken. It was then a matter of dead reckoning for it was impossible to gauge the drift of the wind. For that we had to rely entirely on meteorological data.”

VIEWS OF AN EX-AIRMAN.

TWO PRIMARY MISTAKES MADE. HASTINGS, January 17. Mr Thomas Tremewan, motor engineer, of Hastings, who has had seven years’ experience in the British Royal Air Force and has done a good deal of flying in Britain, Mesopotamia, India, and Egypt, interviewed by . the Tribune, said he was greatly surprised that nothing in all the reports received had been said about wind-drift. He had read the meteorological reports, and had carefully thought out the effect of wind-drift on the day of the flight, and he was strongly of opinion that it would take the airmen south of Greymouth. According to all reports the wind would take them that way.

“ When it is remembered that there was no really expert navigator on board,” said Mr Tremewan, ‘f it is easy to come to the conclusion that the airmen were unable, through lack of experience, to allow for the drift. It is possible for the compass to be pointing steadily in the required direction'while all the time the machine may be side-drifting hundreds of miles out of its' course. I have myself been as much as 40 miles out in a flight of 100 miles owing to the winddrift. Another consideration to be borne in mind is that New Zealand, even in dull and cloudy weather, can be flown oyer in an hour.”

‘Mr Tremewan gave it as hia opinion, that in the darkness - the men had flown over tb e SSuth Island. Asked if he could account for the fact that the Government telegraphist ceased to hear the signals from the ’plane after 5.22 p.m. - Mr Tremewari averred that knowing what he does of the type of engine employed he would be more prepared to believe that: the wireless broke down—particularly as neither man was an expert operator—than that the engine gave out and came down west of New Zealand. Moreover, said Mr Tremewan, the wireless operator at 5.22 p.m. did not give the location of the ’plane, although he gave the distance. He had perforce to go by the • strength of the signal. ' His report did nothing to confute the view that the airmen might even at that time have been far off their course.

C “ It is my view,” said Mr Tremewan, ” that, as aviators of experience and skill, the men would not run their engine all out, but would do something like SO 8i.p.h.,. and that means.' according to my calculations, that at 5.22 p.m., they would lie nearer 400 than 200 miles away. I think it quite" possible that the ’plane tftrnld have been observed inland. In

conclusion, I would say that two primary mistakes were msde—first, the machine should have left Sydney at 8 or 9 p.m., so as to leave daylight hours of landing at this end to make sure of their bearings, and, secondly, an expert wireless operator should have been carried. From experience I know that such an expert could have told them every hour exactly where they were.”

A HAMILTON ASPIRANT.

AMPHIBIAN TYPE OF MACHINE. HAMILTON, January 18. Provided he can obtain a suitable machine, Mr Philip Bailey, of Hamilton, proposes to become another aspirant for the trans-Tasman flight. He has communicated with Major de Haviland, of Melbourne, asking whether a suitable DH9 type of biplane, fitted with floats, is available, and is awaiting advice. The undertaking is dependent on whether -i favourable reply is received. Mr Bailey states the project is very indefinite at present, but he thinks the flight could be done in the class of machine mentioned. Although it is regarded as out of date, it has a reliable totally enclosed engine and has a good performance, which makes it particularly adaptable to the trans-Tasman flight. ’ Mr Bailey considers the cost of fitting out the machine, should be covered by £lOOO, and anticipates no difficulty in securing financial support if a DH9 machine can be secured. He stresses ■ the point, however, that the proposal is still far from definite. Mr Bailey is 35 years of age, and a poultry-keeper. He saw service in the Royal Air Force at Home during and after the war until <1922. LETTER POSTED TO MAJOR DE HAVILAND. HAMILTON, January 19. Referring to the cabled statement of Major de Haviland, in . Melbourne, that 'he had never heard of Philip Bailey, the Hamilton Transtasman flight aspirant, the latter states that he wrote a long Tetter to de Haviland, and this communication will not have reached Australia yet. STATEMENT BY MAJOR DE HAVILAND. MELBOURNE, January IS. Referring to a report cabled from New Zealand that Mr Philip Bailey proposed to make a flight from Australia, Major de Haviland said he had never heard of Bailey, and had never heard proposal to use a de Haviland machine on such a flight. NOISE FROM THE AIR. THOUGHT TO COME FROM AEROPLANE. WELLINGTON, January 17. The Secretary of the Post and Tele- < graph Department has received advice : through the Chief Postmaster at Wanganui from the acting postmaster at Patea that Mr Metcalfe, a resident of Alton, had reported that he had heard what sounded like an aeroplane passing over his residence late on the night of Tuesday last. He was lying in bed, and says there appeared to be a suction of air from the room as if the aeroplane , was flying very low. He also heard the . noisa of a motor. The Patea postmaster is endeavouring to obtain further particulars. The Chief Postmaster at Greymouth advises that a search of the beaches at Brace Bay and Mahitahi resulted negatively. No* reply has yet been received from Okura.

CAPTAIN MOODY’S VENTURE

; ANOTHER FLIGHT. SYDNEY, January 16. Captain P. Moody, late of the Queensland Air Service., has anqaunced his intention of attempting to ny from Australia to New Zealand, also a return flight.

r It is stated that the machine to be used is a Ryan monoplane, similar uo that of Lieutenant Moncrieff and Captain Hood,, but it will be fitted with floats.

Mrs Moody will probably accompany her husband on the flight. It is understood that it is the intention of Captain Moody to land on the New Plymouth race course. . “

SEAPLANE TO BE USED. SYDNEY, January 18,

i Captain Moody says that he would not attempt the .flight across the Tasman in*a monoplane, as the stretch of water. is far too great and the risk enormous. He hoped to make arrangements with shipping to keep in touch with his machine by radio continuously through--out the flight.' He would make the j flight in an American seaplane, which I had just been landed, in Sydney. He had not yet unpacked it. The machine was bought-by an Australian syndicate. Captain Moody said that the present was the most favourable time for an attempt,, and he intended setting out as early as possible. . Mrs Moody is very . enthusiastic and overjoyed at the prospect of accompanying her husband.

SERIES OF TEST FLIGHTS, '■ ’ ... / SYDNEY, vanuary 19. Captain j Moody now. states that Mrs Moody will not accompany him on the proposed Tasman flight. He will take as wireless operator Mr Osmond Jolley.

Mrs Moody is a niece of Sir Thomas Mackenzie.

Captain Moody says he proposes to fly the Mascot to New Plymouth, which is about 300 miles shorter than the route Lieutenant Moncrieff and Captain Hood took, being about 1150 land miles. He believes that it can be covered in about 12 hours.

Before embarking on the Tasman flight it is the intention of the airmen to undertake test flights for at least 30 or 40 hours overland, including one endurance flight of about 17 hours, which is longer than it would take to reach New Zealand. The machine will have a cruising radius of 2200 miles at an average speed of 100 m.p.h., and will carry three compasses and a reliable wireless transmitter. The time of the flight will be arranged so as to arrive in New Zealand early in the afternoon.

FEDERAL GOVERNMENT'S VIEWS. MELBOURNE, January 18. Mr Bruce (Prime Minister of the Commonwealth) states that although the Government has had no official notification of the proposed new flight from Sydney to New Zealand, the Federal Government is strongly opposed to long flights across water unless an amphibian or a seaplane with proper equipment for sea flying is used. Mr Bruce added that the flight proposed by Captain Moody in a monoplane without floats would be far too hazardous. The Government did not approve of any long-distance flights that were not first approved by the Government’s technical experts and considered by them to have a reasonable chance of success. There was a regulation prohibiting flying in land machines more than 50 miles out to sea unless they were fitted with floats, and carried proper and necessary equipment to give the airmen a chance if forced down in the sea.

QUESTION OF CARRYING FLOATS. SYDNEY, January 20.

Captain Moody and. Mr. Jolley stated that they do not expect any objection, to he raised to their flight by the aviation authorities. They contend that the Federal Government has no power to prevent the flight. The Ryan monoplane to be used on this flight was originally the property of Mr Louis Seifert, of Palmerston North. Mr Seifert in November last received a letter from Colonel Brinsmead, controller of Civil Aviation in Aus tarlia, stating that it was not necessary to obtain the permission of the Civil Aviation Department to undertake a flight from Australia to New Zealand, provided that passengers were not carried for payment. Captain Moodv says that he cannot understand the insistence of Mr Bruce on having floats fixed io the monoplane. “ Our speed and petrol supply are of paramount importance. Floats would retard the travelling rate by 15 miles an hour, while on the other hand the weight would compel us to carry less petrol.”

WIRELESS EXPERT ENGAGED.

SYDNEY, January 21

Moody and Jolley have left for Melbourne to interview Mr Bruce regarding the conditions under which the Tasman flight will be permitted by the Federal Government.

It is . officially stated , that as an additional safety measure an efficient directional wireless apparatus is being installed, and a trained operator and navigator has been engaged as third man to travel in the monoplane.

MACHINE BARRED. SYDNEY, January 21. Colonel Brinsmead, Controller of Civil Aviation, states that he has issued instructions that Captain Moody’s ’plane should not be admitted to the hangar at the Mascot aerodrome. Colonel Brinsmead says that the order is not specifically directed at Captain Moody’s machine, but at any land machine in which it is proposed to make an over-water flight. Captain Moody says: “From a pilot’s point-of view, it is time we droppped this humanitarian outlook on oversea flights. It argues a craven fear of being great. It.. is time Britishers were placed first in flying instead of Americans.” ■ He says that he will fly a land machine because all great flights have been made in land machines, and adds: “We are not half so daring-as the public thinks. Given good weather, there is very little risk.”

Speaking about the restrictions on the flight by the Government, he said that if there had been a hoard of control in Captain Cook’s day, Australia would possibly never have been found, as daring in that day, as in this, would have been prevented.

PROVISION FOR WIDOWS.

ACTION BY MAYOR OF WELLINGTON.

WELLINGTON, . January 20. The Mayor (Mr G. A. Troup) has called a meeting of citizens on Tuesday evening, with a view to discussing the position in regard to the widows of Lieutenant Moncrieff and Captain oHod, and deciding what action may be taken. Their attempt to cross the Tasman, he points out, stirred the imagination >f all New Zealand. They sought to place New; Zealand first, and had no desire for personal gain. Apart altogether from criticism.as to the completeness of the preparations, or otherwise for the flight, none, would deny that these were two brave men,,who essayed a great task for the honour of New Zealand. All, men who attempted great things took risks, and should the time ever come when our

young men refused to take risks, then the romance would have gone out of af w . Tiie proposal is.to set a fund afoot.

FUND OPENED IN AUCKLAND. AUCKLAND January 20. The New Zealand Herald opened a fund for the widows of the dead airmen this morning. The proprietors headed the list with a donation of £lOO.

SUPPOSED SMOKE SIGNALS.

A FURTHER INVESTIGATION. WELLINGTON, January 21. Mr Phillips, forest ranger, has sent 'in a further report that what might be smoke signals had again been seen by him in the ranges in the Kirikiri Snowy River area. Smoke signals are also supposed to have been seen by someone at Featherston, and it appears that the two sets of signals coincide. A party from Wellington has left to investigate the area in question more fully. It was flown over previously by aeroplane when the smoke was first reported. The locality has also been visited by settlers from Mangaroa.

Mr Vosscler, of the Tararua Tramping Club, stated to-night that full arrange ments had been made for two particularly able bushmen to be obtained from near Featherston to make a special examination of the area where the supposed signals were reported to have been seen. Mr Vosseller said it was difficult to predict when the search party would be back, but those who left Wellington this morning would probably reach the high country in the evening.

A WEST COAST STORY.

RESIDENT HEARD ’PLANE NEAR

HA AST.

WELLINGTON, January 22

The secretary of the Post and Telegraph Department is advised by the chief postmaster at Greymouth as follows :—

Mr P. Nolan informed the ostmaster at Okuru that he heard an aeroplane, supposedly travelling north, at Copper Creek, 10 miles north of Haast, at G a.m. on Friday, the 13th instant. Nolan, a reliable man, says lie is sure he heard a ’plane, and he did not know one was missing when he made the statement. Inquiries in Christchurch show that no ’plane from Soekburn was in the vicinity of Haast at the time mentioned.” Haast is 179 miles from Hokitika, and 100 miles from Pembroke, by way of the Haast Pass.

The aviators —Lieutenant Moncrieff and Captain . Hood—left Richmond (60 miles north of Sydney) on the morning of Tuesday, 10th inst.

DAME RUMOUR AGAIN.

FALSE REPORT CIRCULATES.

Another utterly false report concerning the missing airmen went the rounds of Dunedin on Sunday evening. Having found its origin in a source best known to Dam e Rumour herself, it. spread through the city like wildfire, fanned by the wellmeant. but hasty, announcement given from the pulpit of at least one church. Dozens of telephoned inquiries were received at this office, some enquirers stating that a wireless report of the aviatore’ discovery had been received, and others contending that printed notices to this effect were being issued. In practically all cases it was then stated that one of the airmen had been found alive.