LIEUT. ULM'S STORY

Waikato Times, Volume 104, Issue 17533, 15 October 1928, Page 7

LIEUT. ULM'S STORY

FLIGHT DESCRIBED. VERY, SLOW PROGRESS. PETROL RUNNING LOW. HAMPERED BY DENSE CLOUDS. <Bv Telegrapte.—-Press Assn.—COD.vrlffM.) ' " (Australian Press Association;. 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 clay before, so we were all ready to lake 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 McWilliam went to bed early, and when 1 received tho 11 o'clock report, it was sufficiently good to warrant our making a start, althought it was indicated that we would meet with head winds over the whole course, averaging betwecen 20 and 25 miles an hour. At 3 a.m. Dr. Kidson telephoned us from Wellington giving us the latest local weather report and the position of all ships over the route. The Start. After an early breakfast, we were at the aerodrome and warming up th 3 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 of at 4.55, New Zealand time, using about half a mile runway, and at , 5 o'clock were passing over the town ' of Blenheim. At 5.5 we were passing over Cook Strait in a stiff northwesterly wind. We were escorted for the first 20 minutes by two New'Zealand Air Force Bristol fighters, piloted by our friends, Captain Findlay, and Buckley. The escort left us at 5.15. i It was particularly bumpy in Cook Straits, and before leaving .the Strait? we encountered our first rain storm and very strong head winds, probably over 40 miles an hour. In view of the generally adverse weather conditions we had decided, after consulting Dr. Kidson, to set a north-westerly cours-i for the first 500 or 600 miles, and at i 5.30 a.m. were on the first leg of this course, 309 degrees true. Thick Clouds, Poor Visibility. Our altitude was 600 ft., with thick clouds above, light rain and poor visibility. At 6.35 a.m. we passed two ships on the port beam. The visibility was still poor with strong N.N.W. winds. At 6.40 a.m. I relieved Smithyat the controls for an hour, flying through several scattered rain storms at about 500 ft. At about 7.30 a.m. we encountered a very heavy rain storm and many heavy bumps. Smithy 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 unless the weather became particularly violent, and we knew we would meet even stronger head winds in the higher levels. At 8.35 a.m., wc came out of the storm, which continued away to the north, and here was the first sign of an abatement of the head winds. Up till 8.40 a.m., 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 south-westerly winds. I "therefore instructed Litchfield to set a direct course for Sydney. At 12.15, New Zealand time, our position was latitude 38.03 degrees south, longtitude 168.35 degrees cast and we then realised that we would take probably 23 hours on the trip. From then to 2.30 p.m., the wind appeared to increase and we passed through several small patches of light rain. At 2.30 p.m., Litchfield gave our position at 720 nautical miles from Sydney. At 3.15 p.m., at an altitude of 450 ft., we were against a strong head wind, but the visibility was quite fair. Thn sun was out, but a gusty wind made the trip quite bumpy. At 5 p.m., our 'ground speed was improving, and we were then about 530 nautical miles from Sydney. We had previously moved our course to the northward, but at 5 p.m., again changed back to a direct course for Sydney. Our air speed was 78 knots, and our ground speed about 62 knots. Ulm Partially Incapacitated. Throughout the whole of the daytime Smithy and I about halved tho flying, but as nightfall set in I was troubled with a bad cold in the back ' and after that was only able to relieve t Smithy occasionally for short half- 1 hourly spells. At 7.20 p.m., we were about 400 nautical miles from the Australian j coast. The visibility was good and ' our altitude was 2200 ft., revolutions 1650. Our climbing and air speed was j 74 fcliuts. It was becoming much colder, but '

the wind was decreasing as forecasted by both Dr. Kidson and Mr Hunt, the Commonwealth meteorologist. At 9 p.m., Litchfield reported that he could not then get a fixed position for us, but our dead reckoning position was 34 degrees 18 south and our longtitude by observation 156 degrees 52 east, and the distance from Sydney about 300 nautical miles. From 9 p.m. until midnight' we climbed fairly steadily, occasionally going through lisht rain squalls and sometimes heavy bumps, but although it was cold there was no sign of ice forming anywhere on the machine/ Throughout the trip Mc William kept our radio gear functioning perfectly and secured many valuable weather reports from New Zealand and Australia for us. At about 7.30 p.m., we received a Sydney weather forecast advising us to expect southerly winds changing to moderate easterlies on approaching Sydney, and the forecast for the landing time was " cloudy and fairly thick clouds about 1500 ft. up." Coastal Lights Sighted. We first sighted some coastal lights at 12.45 a.m, but it was not until 1.15 a.m. that we picked up the city lights to the southward. We were then undecided as to whether this was Sydney or Newcastle, but we came down low and I recognised Stockton Beach, where I had 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 realised that there would be little chance of our picking up the city through the dense clouds. 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 that place, wc climbed down through the clouds and were out of them at 800 ft. Then we picked up the Newcastle lights. This trip up and down the coast was rather worrying for our supply of petrol was running low, and although we had enough to take lis fo Sydney and then on to Richmond, we were faced witn the probability or a forced landing at night without lights. 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 we were sometime-, in the lowest part of the clouds. We soon sighted Sydney and easily found our way to Richmond at an altitude of not more than 600 feet as the Parramatta Road was thick wi*h 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 Hares would be put out for us. When we were approaching the aerodrome itself we were surprised to see the number of cars and the thousands of people out at that early hour to meet us.

At 3.55 a.m. Smithy made a really perfect landing in conditions 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 be rushing the machine. So we switched off all the motors to prevent the possibility of anyone being struck by the propellers.

We were met at the officers' mesd by the Commanding officer, SquadronLeader Lukis, Colonel 11. C. Brinsmead, controller of civil aviation, Capiair. Geoffrey Hughes, president of the Aero Club, and numerous other officials and friends. Litchfield and McWilliam were apparently whisked away by their friends or by the admiring crowd, for I have not seen them since we landed. However, Smithy and I returned almost immediately to our homes and had a much-needed sleep. Valuable Scientific Information. Now that both the outward and return flights are over we are glad that we made them in this, the worst time of the year, as, quite apart from very valuable scientific information which we had ganed on the flights, the fact that these flights were made in such adverse weather will, we hope, be a further demonstration to the public of the safety and utility of organised flying. Before closing this report on our return flight, I would particularly point out to everybody that flights such as the ones we have now successfully completed could not be efficiently undertaken without the valuable help we received from many sources, the individuals connected with which are unfortunately in the background and seldom receive the credit and praise due to them. As an instance of this I would mention that for the past two weeks Dr. Kidson, Dominion meteorologist at Wellington, had three times a day prepared for us special weather reports and forecasts, and the Commonwealth meteorologist has also sent us special forecasts, without which our object of deciding when was the best time to start would have been an almost impossible one. , We will never be able to thank Dr. Kidson enough for the personal interest he has taken in our work, and the staunch way in which he has helped us. For two nights prior to our departure he could have had very little sleep, as he was building up special reports for us and telephoning them to us at 11 p.m. and 3 a.m. The weather bureau people in Australia were doing the same. Recognition of Assistance. The committee and members of the Marlborough Aero Club, at Blenheim, particularly their secretary, Mr McDonald, and their pilot-instructor, Captain Chandler, rendered us stalwart service in preparing a 6000 ft. runway at Fairhall's field, four miles from Blenheim, and in building a special j temporary hangar to house the Southern Cross. Some idea of the value of their work may be gained from the fact that our j starting from Blenheim, instead of ] Christ Jiurch, made our return trip | some 200 miles shorter. The New l Zealand Permanent Air Force had their engineers available at all times for work on the Southern Gross, and throughout our slay we had two Air j Force Bristol fighters at our disposal, J which were utilised by us considerably, j The Prime Minister of New Zealand, Mr Coates, and the Government of New j Zealand generously made us the guests of the Dominion during our stay, and j every Government service was at on.' disposal at all hours. Another body of people who are very seldom thought of in flights such as ours are inc. telegraphists and post office officials, who worked special hours to see that we got the latest weather and other information at the times most desired. To all these individuals and organisations we would tender our thanks and congratulations for the efficient manner in which they carried nut their big part, in our flights, without for one j moment forgetting the personnel of our own Royal Australian Air Force at i Richmond. They, in conjunction with the' New Systems Telephone Company. ably handled our landing Arrangements at Richmond. i

Practical Value of Flight. So 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 was practically unknown, as 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 as has been and is being carried "out by our own aero clubs in Australia. Regarding the possibilities of a future trans-Tasman 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 flight will be of value to the operators of such a service, whether ourselves or others. However, in 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 organisation. Kingsford Smith and myself hope to have some hand in this in the future. May I take this opportunity on behalf of Kingsford Smith and myself and also on behalf of Litchfield and McWilliam, 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 success. Finally, on behalf of Smith and myself, we would pay the highest tribute to Messrs Litchfield and McWilliam for their part in our flights. In their different spheres they have displayed the highest skill, initiative, resource, and endurance and their team-work with us has been the keynote of our success. SUPREME ACHIEVEMENT. IYIR HOLLAND'S CONGRATULATIONS. (By Telegraph.—Press Assn.) WESTPORT, Sunday. Tile Leader of the Opposition, Mr H. E. Holland, has cabled to SquadronLeader Kingsford Smith and FlightLieut. Ulm as follows:—"Congratulations. All New Zealand rejoices, as all Australia must do, in your supreme achievement In conquering the storm and blazing an air track across the Tasman for future generations of fliers to follow." NEVER OUT OF TOUCH. Mr McWilliam, the wireless operator, operated on 33 metres almost throughout the trip, and listeners in New Zealand were virtually never out of louch with hirn until he reeled in the aerial preparatory to landing. 11,000 MILES FLOWN. THE SOUTHERN CROSS RECORD. By crossing the Tasman Sea again, Squadron-Leader Kingsford Smith has brought the transoceanic journeys of the Southern Cross up to a total ol nearly 11.000 miles. The times and distances of the Ave "hops" are given in the following table :

The difficulties encountered on the last flight have reduced the average speed over the whole live to 89 miles an hour. Over the four earlier flights it was a little less than 94 % miles an hour. The Southern Cross left Blenheim with 750 gallons of petrol, which was practically exhausted by the time the plane located the Richmond aerodrome. The plane was in the air 22. hours 51 minutes. For the Oakland-Hawaii flight she carried 1200 gallons, was in the air 27 hours 27 minutes, and had 130 gallons to spare when she landed. A load of 1300 gallons was taken for the Hawaii-Suva flight, which lasted 34 hours 50 minutes, and 85 gallons were in the tanks when Suva was reached. The fuel taken for the Fiji-Brisbane "hop" was 880 gallons, but the surplus has not been given. MARKING THE SPOT. BLENHEIM, Saturday. The actual spot at which the wheels of the Southern Cross left the ground was carefully marked by officials of the Aero Club, so that it can be identified should it be decided at any time to commemorate the historic incident by a tablet or other memorial. MONCRIEFF'S. BADGE. WORN BY FLIGHT-LIEUT. ULM. HONOUR TO N.Z. AIRMEN. CHRISTCHURCH, Saturday. The flight of the Southern Cross is linked by a tangible token with the venture of the ill-starred Aotearoa in January, when Lieut. ,1. It. Moncricff and Captain G. Hood lost I heir lives in the attempt to conquer the Tasman, for to-day the first pilot's badge that "Scotty" Moncrieff ever wore is being carried by Flight-Lieutenant Ulm. A few days ago Ulm completed his official examination for his pilot's ticket, find when he was being congratulated on his success he was shown Moncrieff's "wings" by StaffSergeant S. Simpson, of Wigram Aerodrome, to whom the badge was given by Moncrieff when tho sergeant passed his pilot's test. Wishing tn pay honiour to New Zealand airmen, Ulm immediately suggested that he should take the badge across the Tasman with him in place of his own pilot's badge. He took the view that as the men had failed it would be fitting for their "wings" to be taken over. So this morning Moncrieff's badge started on the flight across the Tasman. It will be posted back to Sergeant Simpson from Sydney. |

Time. Miles. h. m. Oakland to Honolulu 2-120 27 27 Honolulu to Suva 3 2 so 31 50 Suva to Brisbane 1881 21 21 Richmond to Christchurch 16 60 14 25 Blenheim to Richmond . .• 1534 22 51 10,785 120 r oi