ULM TELLS THE STORY

Southland Times, Issue 20616, 15 October 1928, Page 5

ULM TELLS THE STORY

HEAD WINDS PREDICTED. FLYING BLIND EARLY. (Special to Press Association—Copyright.) (Rec. 12.50 a.m.) Sydney, October 14. Flight-Lieutenant Ulm’s story of the flight is as follows: The weather report forwarded to 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 tile whole length of the Australian coast. The Southern Cross had been hulled up the day before so we were all ready to 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, Litchfield 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 the runway and we were delayed ten minutes until they were moved back. We took off at 4.55 New Zealand time, using about half a mile runway and at 5 o’clock were passing over the town of Blenheim. Over Cook Strait. At five past five were were passing over Cook Strait in a stiff north-westerly wind. We were escorted for the first 20 minutes by two New Zealand Air Force Bristol fighters piloted by our friends, Captains Findlay and Buckley. The escort left us at 5.15 at an altitude of 1400 feet. It was particularly bumpy in Cook Strait and before leaving the straits we encountered our first rain storm and very strong 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 north-westerly course for the first 500 or 600 miles and at half-past five were on the first leg of this course, 309 degrees true. Our altitude was 600 feet with thick clouds above, light rain and poor visibility. At 6.35 w.e passed two ships on the port beam. Visibility was still poor with a strong N.N.W. wind. At 6.40 I relieved "Smithy” at the controls for an hour, flying through several scattered rain storms at about 500 feet. Heavy Rain Encountered. At about 7.30 we encountered a very heavy rain storm and many bumps. Smith took over the controls as we entered our 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 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 weather report from Dr. Kidson indicating probable southwesterly winds. Therefore, I instructed Litchfield to set a direct course for Sydney. At 12.15 New' Zealand time our position was Latitude 38 degrees 138, Longitude 169 degrees 35 E. and we then realized 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 the altitude was 450 feet against a strong head wind, but the visibility was quite fair. The sun was out, but. a gusty wind made the trip quite bumpy. Speed Increases. At 4 p.m. our ground speed was improving and we were then approximately 530 nautical miles from Sydney. We had previously moved our course to the northward, but at 5 o’clock again changed back to a direct course for Sydney at an air speed of 78 knots and ground speed of about 62 knots. Throughout the whole of the daytime "Smithy” and I about halved the flying, but as night time set in I was troubled with a bad cold in the back and thereafter was only able to relieve Smith occasionally for short half-hourly spells. At 7.20 we were about 400 nautical miles from the Australian coast. The visibility was good and the altitude 2,200 feet and the air speed 74 knots. It was getting much colder, but the wind w'as decreasing as a forecast by both Dr. Kidson and Mr Hunt, Commonwealth Meteorologist, indicated. At 9 p.m. Litchfield reported that he could not then get a fitted position for us, but our dead reckoning position was 34 degrees 18 S. and our longitude by observation 156 degrees 52 E. and a distance from Sydney of approximately 300 nautical miles. From 9 o’clock until midnight we climbed fairly steadily, occasionally going through light rain squalls and sometimes heavy bumps, but although cold there was no sign of ice forming anywhere on the machine. Radio Functioning. 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 half-past seven in the evening we received a Sydney weather report 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 some coastal lights, but it was not until 1.15 that we picked up the city lights to the southwards and were then undecided as to whether this was Sydney or Newcastle, but we came down low and I recognized Stockton Beach where I had come 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 about 8000 ft we must have come more than half way to Sydney* when we realized that there would be little chance of our picking up Sydney through the dense clouds and we did not care to risk coming down through the clouds without knowing what was underneath us, so we turned back again to Newcastle and when we estimated we were over Newcastle we climbed down through the clouds and were out of them at 800 ft when we picked up the Newcastle lights. Up and Down the Coast. 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 at 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 thet lowest part of the clouds. Soon we sighted Sydney and easily found our way to Richmond at an altitude of not more than 600 feet as the Parramatta road was thick with the headlights of motor cars returning from the aerodrome. We had previously received wireless reports from Richmond stating that the flood lighting system had broken down, but that ground flares would be put out for us. When approaching the aerodome itself we were surprised to see the number of cars and the thousands of people out at that early hour to meet us and at 3.55 a.m. “Smithy” made a really perfect landing in conditions not entirely suitable. Crowd Rush Machine. 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 crowds seemed to be rushing the machine so switched off all motors to prevent the possibility of

anyone being struck by the propellors. We were met at the officers’ mess by the Commanding Officer, Squadron Leader Lukis, Col. H. C. Brinsmead, Controller of Civil Aviation. Captain Geoffrey Hughes, president of the Aero dub and numbers of other officials and friends. Litchfield and McWilliams were apparently whisked away by their friends or by the admiring crowd for I have not seen them since we landed but "Smithy” and I returned almost immediately to our homes. Value of Flight. As far as New Zealand is concerned we are entirely satisfied that our flight has been of practical value for civil flying there. When we arrived it was practical!*' unknown and so far as we know there was only one civil aircraft in the Dominion in commission. As a direct result of our visit some eight or ten new aero clubs have been formed and they will we are confident, under the supervision of Major Wilkes, Director of Air Services, carry on valuable work in the cause of aviation as has been and is being carried out by our own aero clubs in Australia. Regarding the possibilities of future transTasman regular airplane service our flight has been of great technical value. At present we know of no type of aircraft in' production which is ideally suited to such a service, but we are thoroughly convinced that such a type can and will in the comparatively near future be developed and that the information we have gained on our pioneer flights will be of value to the operators of such a service, whether ourselves or others. However, it is my opinion before such a service is put into operation at least a year or probably two years of work is ahead in research and preliminary organization. Kingsford Smith and myself hope to be able to have some hand in this in the future. The Airmen’s Thanks. May I take this opportunity through your columns, on behalf of Kingsford Smith and myself, and also on behalf of Litchfield and McWilliams, of publicly thanking all those who have so ably assisted in our flight ventures and also those who have so generously cabled, telegraphed and written their congratulations on our sue cess. Finally on behalf of “Smithy” and myself we would pay the highest tribute to Messrs Litchfield and McWilliams’ for their part in our flights. In their different spheres they have displayed the highest skill in initiative resources and endurance and their team work with us has been the keynote of our success.—C. T. P. Ulm. MESSAGE TO NEW ZEALAND. CREW DELIGHTED WITH HOSPITALITY. (United Press Assn.—By Telegraph—Copyright.) (Rec. 12.50 a.m.) Sydney, October 14. The aviators slept soundly till noon today and awoke refreshed and in great spirits. Smith and Ulm motored to Richmond and conversed with the aerodrome officials. They received an ovation from thousands of enthusiastic spectators and motorists who had hung around till nightfall. Smith had a hurried glance over the faithful old bus and saw that everything was O.K. He received congratulations from scores of admirers and his arm was stiff with handshaking. Ulm on behalf of “Smithy” and the crew, gave our representative a message for the New Zealanders: "Delighted with safe journey. Heartily grateful to New Zealand Government, Dr. Kidson and their great help and hospitality. Equally thankful to the Blenheim people and the Marlborough Aero Club with their hospitality right up to the last minute.” He concluded: "Cheerio New Zealand.” Ulm did not know what had become of McWilliams and Litchfield after they landed. He added that there was not more than 30 gallons of petrol left in the Southern Cross when they landed. Reminded that “Smithy” had said three gallons, Ulm replied: No, I think there was not more than 30. Anyhow, we have not measured it