STORY TOLD BY ULM

Pahiatua Herald, Volume XXXVI, Issue 10966, 15 October 1928, Page 5

STORY TOLD BY ULM

A THRILLING VENTURE. SYDNEY, October 14. “The weather report forwarded us by Dr Kidson at 3 p.m. on Friday indicated that we would have a chance of leaving on Saturday morning and the 5.30 p.m. report confirmed this, giving us high barometer readings practically the whole length of 'the Australian coast. “The Southern Cross had been filled up the day before, so we were all ready t 0 take off at a moment’s notice and Dr Kidson kindly arranged to give us another report at 11 p.m. and a final one at 3 a.m. “Kingsford Smith, Licclifield and McWilliams went to bed early and when I received the 11 o’clock report, it was sufficiently good to warrant our making a start, although it was indicated that we would meet with head winds over the whole of the course, averaging between 20 and 25 miles per hour. “At 3 a.m., Dr Kidson ’phoned us from Wellington, giving us the latest local weather report and the position of all ships over the route.

“After an early breakfast we were at the ’drome and warming up the motors at 4.25 a.m. and were ready to take off at 4.45 a.m., as arranged but the crowds encroached on each side of til© runway and we were delayed ten minutes until they were moved back.

“AVe took off at 4.55 (New Zealand time) using about half a mile of runway and at 5 o’clock were passing over the town of Blenheim. “At- five minutes past five, we were passing over Cook Strait in a stiff north-westerly wind. We were escorted for the first 20 minutes by two New Zealand Air F'orce Bristol fighters, piloted by our friends, Captains Findlay and Buckley. The escoflt left us at 5.15 at an altitude of 1400 feet.

“It was particularly bumpy in C'bok Straits and before leaving the Straits, we encountered our first head winds, probably over 40 miles per hour.

“In view of the generally adverse weather conditions, we had decided, after consulting with Dr Kidson, to set a nor’westerly course for the first 500 or 600 miles and at 5.30 were on the first leg of this course, 309 degrees true. Our altitude was 6(K> feet with thick clouds above light ram and poor visibility. “At 6.35. we jjnssed two ships on the port beam. Visibility was still poor, with strong n.n.w. winds.

“At 6.40, I relieved Smithy at the controls for an hour, flying through several scattered rainstorms, at about 500 feet. At about 7.30, we encountered a very heavy rain storm and many heavy bumps.

“Smith took over the controls as we entered on the first patch of blind flying, which was rather trying at such a low altitude but we decided to remain low down, unless the weather became particularly violent as we knew we would meet even stronger head-winds in the higher levels. “At 8.35, we came out of the storm, which continued away to the north and here was the first sign of an abatement in the head winds.

“Up till 8.40. when I again relieved Smithy at the controls, our ground speed had not averaged more than 55 knots. At 10.55 a.m., we received a wireless report from Dr Kidson, indicating probable southwesterly winds and I therefore instructed Litchfield to set a direct course for Sydney. At 12.15 (New Zealand time) our position was lnt. 38.3 degrees s; long. 169.35 degrees east and we then realised that we would take probably 23 hours on the trip. “From then to 2.30, the wind appeared to increase and we passed through several small patches of light rain. At 2.30. Litchfield gave our position as 720 nautical miles from Sydney. At 3.15. we were at an altitude of 450 feet against a strong head wind, hut visibility was quite fair. The sun was out hut gusty wind made the trip quite Immpy. “At 4 |> .m.. our ground sjjeed was improving and we were then approximately 530 nautical miles from Sydney. AVe had previously moved our course to the northward but at five o’clock again changed hack to a direct course for Sydney. Our air speed was 78 knots and ground speed about 62 knots. “Throughout the whole of the daytime. Smithy and I about halved the flying but as nightfall set in. I was troubled with a bad cold in the hack and thereafter was only able to relieve Smithy occasionally for short half-hourly spells.

“At '7.20, we were about 400 nautical miles from the Australian coast. A 7 isibility was good, our altitude was 2200 feet, we were doing 1650 revolutions and climbing and achieving an air speed of 74 knots. “It was getting much colder, but the wind was decreasing, as .forecasts by both Dr Kidson and AllHunt, the Commonwealth meteorologist. “At 9 p.m., Litchfield reported tha't he could not then get a fixed reckoning for us but our dead reckoning position was 34.18 degrees south and our longitude, by observation, 156.52 degrees .east and the distance from Sydney approximately 300 nautical miles. “From nine o’clock until midnight, we climbed fairly steadily, occasionally going through light rain squalls and sometimes heavy humps hut although it was cold, there was no sign of ice forming anywhere on the machine.

“Throughout the trip, McWilliams kept our radio gear functioning perfectly and secured many valuable weather reports from New Zealand and Australia for us.

“At about- 7.30 in the evening, we received a Sydney weather forecast, advising us to expect southerly winds, changing to moderate easterlies approaching Sydney and the forecast for landing time was cloudy, with fairly thick clouds about 1500 feet up. “At 12.45 a.m., we first sighted soma coastal lights but it was not until 1.15 that we picked up city lights to the southwards and were then undecided as to whether this was Sydney or Newcastle but we came down low and I recognised Stockton beach, where I liad once been in a forced landing some years before. We flew fairly low over Newcastle and then headed for Sydney, gradually climbing through very thick clouds and reaching 8000 feet. “We must bale come more than half way to Sydney when we realised that there would be little chance of our picking up Sydney through the dense clouds and wo did not care to risk coming down through them without knowing what wr.-s underneath us, so we turned hack again to Newcastle and when we estimated we were over Newcastle, we climbed down through the clouds and were out of them at 800 feet, when we picked up- the Newcastle lights. “This trip up and down the coast, was rather worrying, for our supply of petrol was getting low and although we had enough to take us to Sydney and then on to Richmond, we were faced with the probability of a forced landing r.t night, without lights, for there was a thick fog over Sydney and Richmond, and we were unable to get under it.

, “On the second trip down from Newcastle, we kept below 1000 feet all the way and even then were sometimes in the lowest jx-.rt of the clouds. AVe soon sighted Sydney and easily found our way to- Richmond at an altitude c-f not more than 600 fleet. as the Parramatta toad v. as thick with the headlights of motor cars returning from the aerodrome. AVe had previously received wireless reports from Richmond, stating that the flood-lighting system had broken down but that ground flares would be 71111 out for us.

“AATicn approaching the aerodrome itself, we were surprised to see the number of cars and the thousands o'f people out at that early hour to meet us, and r.t 3.55 a.m. Smithy made a really perfect landing in condition* not entirely suitable. After the machine ran on the ground .we taxied her round and intended to. take her to the hangar, but were worried at the way the crowd seemed to bo rushing the mac liiue. so we switched off all motors to prevent the possibility of anyone -being struck by the propellers. ‘’Litchfield and McAAilliams wore apparently whisked away by their Iriends or by the admiring crowd, icr 1 have not seen them since \v. landed, hut Smithy and I returned almost immediately to our hollies and had a much-needed sleep. “Now that both the outward and return flights are ever, we are glad that we made them in this. the worst time of the year, as quite apart from the valuable scientific information which we have gained cn the flights the fact that they were made in such adverse weather will, we hope, be a further demonstration to the public of the safety and ut.ility of organised flying. “Before closing this report on our return flight, T would particularlypoint out to everybody that flights such as the one-s We have now successfully completed could not be efficiently undertaken without the valuable lielji we received from manv sources. The individuals connected with these being unfortunately in tlie background, seldom receive the credit and praise due to them. “As an instance- of this. 1 would mention that for the ]>ast two weeks Dr Kidison the Dominion meteorologist at Wellington has thrice daily prepared for us special weather reports and forecasts and the Commonwealth Meteorologist Inis also soil*, us special forecasts, without which our object of deciding when was the best time to start would have been an almost impnisrihlo one. AA'o will never be able to thank Dr. Kidson enough fer the personal interest lie has taken in our work.”

MR HOLLAND’S CONGRATULATIONS. WELLINGTON. Last Night. Mr H. E. Holland. Lender of the Opposition has cabled to SquadronLeader Kingsford Smith and FlightLieut. Ulm: “Congratulations. All New Zealand rejoices a.s all Australia. must do, in your supreme achievement in conquerin'- the storm and bJ: zing an air track across the Tasman for f”turc generations of fivers (o follow.”

NFAYS BY RADIO A very Targe number i f people. !i teneil in locally to tli flight throughout the day. ;.nd many remained to the bitter end. Broadcasting the jirogrcss of tinflight from the city stations and Sydney was generally good and the mv. s given, in comparison with the 11 eagre details heard on tlie Eastern light well rewarded the vig,il of the enthusiasts.