FLIGHT OVER THE POLE.

Otago Witness, Issue 3868, 1 May 1928, Page 32

FLIGHT OVER THE POLE.

’MID ICE AND SNOW. CAPTAIN WILKINS'S FEAT. OSLO, April >1 Tromso (Norway) reports that Captain Wilkins landed at Green Harbour under the best conditions. The machine was in no way damaged. It has special wooden skids fitted to enable landing safely on ice or snow. TYPE OF MACHINE USED. NEW YORK, April 21. Eielson, who is a native of Hatton, North Dakoto, is 30 years old, and studied at the State University. He enlisted in the American Army Air Service during the war, and won his first lieutenancy. He became a commercial aviator after the war, and in 1923 he undertook for the Post Office Department the solution of the problem of a winter air mail delivery to Alaska. His work brought commendation from President Coolidge. The airplane in which the flight was made is the smallest craft which has been used in Arctic exploration. It is a Lock-head-Vega machine, and compared with the Dorni-Wals used by Amundsen, and Byrd’s triplaned Fokker, this monoplane appears insignificant. It is, however, extremely speedy. It is interesting to note that the American Geographical Society received a message from Wilkins, “No foxes seen.” Tliis was a code arrangement by which the explorer indicated that he had seen no land in the Polar region. With all the comment unanimous that Captain Wilkin’s flight is epochal, official aviation circles in the United States joined in congratulating the aviator and haling his persistence and courage as making him one of the outstanding figures in exploration and aviation. Mr Kellogg cabled Captain Wilkins and Eielson: “ Heartiest congratulations on your splendid flight. It is a wonderful accomplishment. ” . Commander Byrd said: “ I hare nothing but admiration for his persistence in the face of discouragement His flight is of great scientific value. His navigation is worthy of the highest praise. I congratulate him most heartily.” Commander Douglas Jeffrey, who, with Captain Wilkins, accompanied Shackleton, said: “We felt he would pull through. He is a resourceful sort of fellow.” Stefansson expressed delight at his success and said that Captain Wilkins was the best man they had in their Canadian Arctic expedition of 1913 and 1918, and referred to Sir John Monash’s statement that Captain Wilkins was the bravest and ablest man Sir John Monash had had. INTEREST IN LONDON, r t • xxr n • » April 22. Captain Wilkins feat of flying over the roof of the world has excited the greatest interest in London. The news would have fT SO ? n V but for the sudden death of the wireless operator at King’s Lay, Spitzbergen. ° “ A DREAM OF AGES.” -A J ; NEW YORK > A P!n 21. A dream of ages, the north-west passage across the world, has been brought nearer practical achievement through the Pioneering of Captain Wilkins,” 6a fd Mr Vilhjalmur Stefansson, picturing the Pole crossroads, where future continent-to-con-nient caravans would meet and shorten the distance by hundreds of miles. CAPTAIN WILKINS’S AIM. a YORK , April’ 21. 1097 A ‘ a member of the 1927 expedition, said: “Captain Wilkins’s Hight will mean much to meteorology. Captain Wilkins is not interested in stunt Hying. He has set out to. make a definite contribution to science.” “ OTHER WORLDS TO CONQUER.” NEW YORK, April zl. According to information which is available here, Captain Wilkins said he intended if his Spitzbergen flight was successful, to leave next September for an Antarctic expedition, flying in a seaplane eastward from Ross Sea to Graham’s Land, about 3000 miles south of uape Horn, his purpose being to establish 12 Antarctic meteorological stations for foreweather conditions in the inhabited regions of the globe for years in advance. Observations would be taken over one sunspot for a cycle of 11 years. Me said the economic value of such forecasts would be immense. It would eliminate sufferings from famine, droughts, and prevent food speculation on a large scale. temperature below zero. COPENHAGEN, April 22. When Captain Wilkins was compelled to land at Dauholmen he had little food. Fortunately whale fishers sighted the machine and went to it s aid in a boat. TTT '?; e >: e astounded, to learn that Captain Wilkins had flown from Alaska They supplied him with food. When the flyers reached Green Harbour the temperature was several degrees below zero. They said that they were tremendously hungry. Captain Wilkins hopes to complete the night to the European mainland presently provided the machine will permit this to be done. It is understood that the machine is in good condition. Everywhere the feat is regarded as of the greatest importance, as it will enable geographers to fill in maps of the Arctic Circle and the great white space between the North of Canada and the North of Liberia.

STORY OF THE FLIGHT. SVALBARD, April 21. Captain Wilkins states: “ With good weather and good luck, and by careful navigation, we travelled 2200 miles above the Arctic ice from Point Barrow to Green Harbour, Svalbard. Three-quarters of this area had never been seen before by man. We are thankful that aeronautical and engineering skill conscientious wokrmen and our accumulated Arctic experience have brought us through in comparative comfort and safety, yet the trip was not without adventure. It took us two days to <ret into the air before we were finally able to lift the machine, weighing 33001 b, into the air on April 15, and we headed straight out on a great circular course that would change 22 times in 22 hours. “ For the first 500 miles the air was clear. Then there were clouds, but we overcame them at an altitude of 3000 ft. We saw no sign of islands, but we saw frequent leads of open water. We -would have liked to make soundings, but a landing would have been too hazardous owing to the possibility of breaking the skis. The engine functioned perfectly, and the sun provided clear light. We even took frequent sextant observations. The compass acted ordinarily, namely, within bdeg. “ The temperature was 20deg below zero when we started, but it was warmer in the cabin. We saw clouds that might be mistaken for land if it existed in that vicinity, namely, lat. 84, long. 75. Thirteen hours after starting we caught fleeting glimpses of the tops of the Grant, land mountains. The real flight of exploration was over, but we still had 900 miles to reach the goal. We headed straight for Spitzbergen by the sun’s position and the compass. A stormy sky forbade a cross flight to that ice-covered country, so we edged along the storm area. Three hours later, the northerly end of Greenland showed dimly. Each hour Eielson swung the ship steadily on the plotted course, and as the course tended southward the wind swung also, speeding us over the way. It was 48deg below zero in the open air.

” We were 300 miles from the Pole, and the temperature in the cabin dropped to zero, and coffee from the thermos flask and chocolate biscuits were acceptable. Within 220 miles of Svalbard high circling cloud masses rose to heights which our now lightly-loaded ’plane could not reach. We climbed 8000 ft and selected lanes between the feathery masses. Observations for ground speed drift were now no longer possible, and we had to trust in observation of the sun’s position and the compass. Thus we flew for an hour and a-half seeing a dark streak of almost ice-free water beneath us. We figured we should see the counmtains north and Svalbard, but did not dare to descend for fear of running into cloud-covered peaks. The engine had burned much gas, and we knew’ we had two, or perhaps three, more hours’ supply. There was a danger that we might be going far inland and therefore probably have a journey over the mountains on foot to reach a settlement. Suddenly two sharp peaks, almost needle-pointed, appeared beneath us, and down we spun for a close view. “ The air was turbulent and our now almost empty ’plane was tossed like a cork. Loose things in the cabin tumbled and rattled, and she bucked like a brancho, but Eielson nosed her down. The icestrewn water and wind were furious and spray whipped from the sea filled the air. Over the land the snow drifted high and thick, and it was therefore impossible to judge distance. Then dead ahead a mountain loomed, and l it was avoided by a narrow margin. We were running short of petrol fast, but such was Eielson’s consummate skill that the machine stopped 30 yards after the skis had touched the snow. We climbed out and found that the machine was undamaged. There was nothing but to beat our clothes free of snow, climb into the cabin of the machine, and await clear weather. We were not unduly tired nor anxious tor King’s-Bay, Green Harbour, could not be far away. We might walk or construct a boat and reach some habitation, We slept. When we awoke the sun was shining and we saw houses, but it was an Arctic mirage. Drifting snow soon obscured the horizon, and 4ft drifts formed about the ’plane, fortunately keeping the 'plane from toppling. We were comfortaHe in the cabin, and we sat eating chocolates and smoking a few cigarettes. We were patiently waiting for the weather to clear. Our flight had consumed exactly 22 hours 20 minutes, but it was not until Saturday at 3 o clock in the morning that the weather was again fit for flying. We shovelled snow for six hours'to make a runway. We had only 20 gallons of petrol, and with us both in the machine she would not budge, but when I climbed out and pushed she moved. It was difficult to climb in again, and 1 fell off in the attempt. Eielson threw out the emergency rope ladder as the machine gained momentum, and 1 struggled desperately, to gain the cockpit. My hands were stiffened numb so !• grasped rope wdth my teeth. I slithered from the shiny fuselage, and was struck bv the tail of the machine and flung into the snow, and as I sit down to write I feel that every one of my front teeth is loose. \Ve tried again to make a start. For an hour w e had been wasting precious petrol. Inis time we .were successful. I piled into the cockpit, despite bruises, and the machine rose 3000 ft and we saw the wireless mast at Green Harbour. We had been marooned five days on Deadman’s Island. “The wireless officials treated us with bountiful hospitality, and our Norwegian friends are friends for ever. Here we shall stay until some boat can take us and °,V r trusty ’plane to a more southern clime.”

POLAR FLYING CONDITIONS. OSLO, April 22. Captain Amundsen believes that Polar flying conditions are more favourable now than in May, when fog is prevalent. Apparently Captain . Wilkins was not troubled by ice freezing on the wings as was the case with the Norge on the Spitzbergen-Alaska flight in May, 1926. It was impossible to say whether the flyers crossed the Pole. They certainly crossed the polar basin, apparently following the same line as the Norge. It was a splendid sporting enterprise. He hoped that Captain Wilkins, whose persistence deserved success, had crossed the Pole. It was only right that this pair of heroes should have succeeded in the remarkable achievement, which, unlike the transatlantic flights, were unaided. RETURN BY AIR PROBABLE. OSLO, April 23. It is believed that Captain Wilkins and Eielson contemplate returning to America by air. Eielson has informed his father that he expects to be back soon, and this is taken to indicate that the return journey will be made by air, possibly direct to New York. ANOTHER BIG FLIGHT PLANNED. NEW YORK, April 23 It is stated that the next great flight to be made by Captain Wilkins will be a trip over the uncharted wastes of the Ai.taictic regions. Mr J. K. Northrop, aeronautical engineer and designer of Captain Wilkins's ’plane, has disclosed that Captain Wilkins told him and other friends of his plans and needs for a contemplated flighr over the southern Polar regions in case he was successful in the hop over the other end of the globe. Mr Northrop indicated that the Antarctic plans are as far advanced as to make certain that Captain Wilkins will be here in four or five weeks. This is taken to indicate that the desolate regions of the South Pole will s_e a race between Captain Wilkins and Commander Byrd. Captain Wilkins wants to learn if there is an unbroken continental chain at the South Pole. He proposes to go on board a Norwegian whaler into the Ross Sea, pass south to Victoria Land, and there launch a seaplane. He will take the air towards King Edward VII Land, and make the journey through Bransfield’s Straits to the South Shetland Islands, 800 miles south of Cape Horn LIVING AT WIRELESS STATION. GREEN HARBOUR (Spitzbergen), April 23. Captain Wilkins and Eielson are living at the wireless station here. Captain Winkins is dressed in reindeer trousers and sealskin boots. He says that tie feels very comfortable, and smles all day long, even when awakened at 5 o’clock m the morning to answer offers from newspapers. Telegrams continue to pour in. Eielson spends most of his time smoking and reading. He says that he never felt better in his life, and disports himself in waterproof trousers of oiled silk. Captain Wilkins says that he intends to return to New York via Oslo in May, and will pass through London en route. DETAILS OF THE FLIGHT. NEW YORK, April 23. Captain Wilkins has issued the following copyright statement: — “ The principal object of the flight was to discover whether, in the explored area of the Arctic, there existed islands upon which a meteorological station might be placed, and for this purpose the machine needed to be the lightest and fastest capable of covering the distance. Our locked monoplane was ideal for this pur pose, and was correctly equipped even to the point of inclusion of polar sledging equipment, an<J staunchily built to withstand the extreme condtions and the roughest usage. It was. moreover, of wooden construction, eliminating contusing compass interferences as in .the cases of metal machines. W c carried for directional instruments two compasses—one fast moving and one slow—two altmeters, turn and bank indicators, an air speed indicator and the usual engine instruments, one, large ship’s compass, an English Air Force bubble sextant (a pocket sextant), 'four special watches, a drift indicator, a course and distance calculator, a nautical almanac, and special charts and tables. “ The machine and the engine were thoroughly tested before leaving Los Angeles for Alaska, for airplanes, with in. dividual traits, differ like human beings. The ’plane received adjustments for three weeks under Arctic conditions. The business of preparing our other equipment was long and careful. Old Eskimo women carefully examined and repaired our reindeer skin clothing, while young women stretched with their teeth and arms our skin boots and mittens until they fitted perfectly. Old, experienced Eskimo men sharpened bur seal spears, fashioned our ice picks, and whittled the apparatus for receiving dead seals from the water. 'lf the machine fails,’ said the Eskimos, you must walk, and equipment is necessary to maintain you.’ Our Arctic food supply consisted of chocolate, 51b of biscuits, 201 b of pemmican, 201 b of malted milk, and 241 b of raisins. Other things included were medicines', a flask of ether, surgical instruments, stoves for heating over the ’plane’s engines, a tent, a saw, and an axe to cut our way out of the ’plane in the event of an emergency. A forced landing might have meant a stay of 18 months in the Arctic before reaching civilisation. We carried 370 gallons of petrol and 12 of oil. Our short-wave wireless was tested, and then husbanded for the flight. It ran many hours 1 during tne actual flight, but finally gave out.

“ All these things were done before April 5, but until April 15, when the weather permitted a start being made, our rest was fitful and our work anxious and laborious. We made the first attempt to start on April 7, but broke a metal ski and had to replace it with a wooden one. Four days afterwards we tried again to hop off. but could not lift. On April 13 we tried again, but failed. It was on April 15, with the weather in our favour, that we climbed into the air and the machine acted perfectly. ” Our estimate of the weather proved correct. A clear horizon greeted us, but soon the ice pack showed up rough aud jagged. There would have been no salvation if the engine had failed. There were open water leads at times, then no leads. We saw ice conditions that would indicate that the ice was old, probably land-fast ice, but later we determined it was unquestionably sea ice. Then we met clouds that appeared to be stationary, and it was exasperating to meet clouds at this point. The land in that vicinity would best have suited our meteorological plans. What lay beneath that 120 mile belt of clouds about 200 miles out from Point Barrow is still a secret, but when the atmosphere cleared it was seen to be old and heavy ice pack. Perhaps this heavy old ice rests on terra firma, and is stationary, but my opinion, judging from the fact that no great pressure ridges were noticed at its edges, is that it is floating. “ It was when approaching Greenland that we noticed a storm hovering there, and soon, from an altitude of 6000 ft. we could see high storm clouds 400 miles ••w>v and as we swung away from clouded Grantland we saw what Peary had named ‘ Big Lead.’ It stretched from the neighbourhood of Cape Columbia to Greenland. We slipped into cold at 48dcg below zero, but only for a few minutes, and a warm air current about the open water near Spitzbergen had us on its lap. We were at our highest latitude, and, as Pearv said, were soon slippins down North Pole Hill in fine shape. “ When our observations of storm drift and ice movement are carefully plotted some useful information should result from our experience. Arctic navigation was, as we expected, no more difficult, perhaps easier, than elsewhere. Our bubble sextant acted perfectly, our charts and maps were well prepared, our ’plane in normal air was steady, and our flight compass, while not perfect, was more or less dependable. FLYERS WAITING FOR STEAMER. NEW YORK, April 25. “ We are now well rested, and are enjoying the comforts of the mess at Green Harbour radio station, and the splendid hospitality of the Norwegian officials (writes Captain Wilkins). It is possible that we may not be able to leave until after the middle of May. It would be impossible to take off from the snow and ice in a machine fitted with wheels, and it would be hazardous to attempt to land on anything but snow-covered country with the skis we have, so we must wait patiently for steamship transportation. Included herewith is Eielson’s account of tho adventure.” “ It occurs to me before starting ’’ (writes Eielson) ** that there are not many men with whom I would be willing to start on such a trip, where there is always a chance of a year's walk back, but I had had before a thorough demonstration of Captain Wilkins’s ability on the ice as well as his accuracy in Arctic navigation. Some of my impressions during the flight I may set down as follows :— “ When we ran into the first mass of cloud I began to wish it had been my lot to be a chicken farmer and not an aviator, but it soon cleared, and the sunshine was reassuring. After the first 13 hours of the flight had passed it was difficult to keep the engine warm, although it was wrapped in asbestos. The machine grew light when w e had only 30 gallons of petrol left, and approaching the goal she leaped and bucked like a vicious horse, added to which the fine snow ’,nd the wind made everything invisible. My landing was lucky. I was reminded of Robinson Crusoe by our stay at Deadman’s Island. It was, however, not warm here. You call imagine mv consternation when I nearly left Captain Wilkins behind on trying to leave. Our efforts to get. a start would have been extremely ludicrous had they not been so downrig't serious. We determined, if necessary, since the ’plane could not start witho-n hnn pushing, and once started he might be unable to get in, to drop him provisions and arms, while 1 flew for help, but fortunately this was not necessary. “ Our trip successfully ended, we settled down to enjoy the comforts of Green Haibour. which to us seemed like a foretaste of heaven.’’ SCIENTIFIC VALUE OF FLIGHT. NEW YORK, April 24. In an interview with the New Yorx Times representative, Colonel Nobile, while unhesitatingly praising Captain Wil kins s feat in the face of adverse weather conditions, express himself guardedly regarding the scientific value of the enter prise. Colonel Nobile remarked on ■ the fact that Captain Wilkin’s failure to sight land was not positive proof that .here was no large island or even continent between Alaska and Spitzbergen, adding ; “ The flyers may have failed to notice land traversed on account of bad vision. The flight from Point Barrow ;o Spitz bergen was a great feat, but a trip in.tha onpesite direction is much more difficult I know what I have to face, but I believe the scientific results will be entirely satisfactory. My airship can halt or cruise over a certain point for a long tin e, while a ’plane, is unable to do this, and must continue its course at top speed.”

HONOUR FOR CAPTAIN WILKINS NEW YORK, April 25. The American Geographical Society has awarded the Morse gold meadal to Captain Vv ilk ins in recognition of his explorations in the Arctic and his flight to Spitzbergen. This medal is named after the inventor ? f tae Morse system, and Captain Wilkins is th© first to receive the award. CAPTAIN WILKINS HONOURED. LONDON, April 27. His Majesty has approved of the award to Captain Wilkins of the Patrons’ Royal Gold Medal of the Geographical Society for his many years’ systematic Polar work, culminating in the recent flight