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About Morning Oregonian. (Portland, Or.) 1861-1937 | View Entire Issue (May 21, 1919)
THE MORNING OREGONIAN, WEDNESDAY, MAY 21, 1919. CLOSE-UP VIEW OF FAMOUS AMERICAN SEAPLANE ENGAGED IN TRANS-ATLANTIC FLIGHT, NOW ( AT MOORINGS IN PONTA DELGADA BAY, AZORES, READY FOR CONTINUED FLIGHT OF 800 MILES, AND HER INTREPID COMMANDER. STORY OF FLIGHT First Two Legs of Trip End at Trepassey Bay. COURSE EASILY FOLLOWED Commander of Naval Airplane XC-1 Writes Narrative Just Before Start for Azores Islands. s MIT LS OWN rrrr- IHr! f :ASrX 'Continued From First Paie.) ance vith prearranged plan, NC-3 tak ing position In the center as guide. NC-1 on the right flank and NC-4 on the left flank. Course was taken along the coast in accordance with the pre viously plotted charts. The altitude first maintained aver aged about 1500 feet until we reached Vineyard Sound, then it was about 2000 feet. The air thus far was very good and continued so. with exception of a short stretch about 100 miles from Chatham until in the vicinity of Cape Sable. From there to Halifax the con ditions were extremely bad and most tiring on the pilots. The wind coming in gusts over the land caused the plane to rock and yaw continually and some times violently, but the way In mhich the plane rode out the gusts proved that it was even more controllable than the pilots at first thought as very few pilots had really had much experience with these planes under varied condi tions. Pirnt Ship Looked For. After leaving Chatham Neck the real navigation commenced and the ques tion whether the first station ship could be soighted and passed close aboard was the vital point but in due time, at 2:20 o'clock. No. 1 ship was sighted on the port hand, just forward of the beam and distant about 13 miles. This showed that we were being set to the right too far, so our course was changed on the left to compensate for drift. Several times wo went to lower altitudes, ap proximately 200 feet, in order to check up on wind direction and drift, realis in ST, though, that the drift might be dif ferent at higher altitudes. The means we had on board for navigating by dead reckoning were, however, good for much higher altitudes, depending on the conditions. Shortly after passing No. 1 destroyer, N"o. 4 plane, which was almost out of sight on the left flank, reported engine trouble via radio and in about half an hour was lost sight of. No. - destroyer was not sighted but we continued, al lowing for the error originally made and for the drift, and at te proper time we sighted No. 3 destroyer ahead. Soon Seal Island came into view, the visibil ity being good. As No. 3 plane was con siderably ahead of us we changed our - course in order to cut off corners, then headed for Cape Sable. No. 3 was con siderably lower than we were, but on account of the very bumpy air we were encountering it was considered best by Barin t ofly at a considerable altitude even though the wind at that altitude, 3200 feet, was hindering our progress more than at lower levels. 'i One Plane Lot to View. NC-3 was flying very low and very soon lost to view on account of the dark background caused by the water. when flying over waves in bumpy air, depending on the cotrollabllity of the plane, it may be well to fly low that is about 1500 feet and as our plane was tailheavy It was thought best to fly high. No. 4 destroyer was passed on our starboard hand off Cross island, distant about 10 miles. As we were approach ing Sambro island the wind changed its direction more to the northward and hit it up with gusts at a great rate Soon Halifax harbor came into view and it was a very welcome sight. At the outer entrance we started on glide of from about 1500 feet and Barin and Mitscher, working together through the bumby air, placed the plane on the water in great shape, just astern of the Baltimore and only a short distance from our moorings, which had been previously provided. NC-3 was just securing at the time and we were glad to see her safely in the harbor, because for the last hour we had lost sight of her and did not know what luck she had had. It was a grea feeling actually to have completed the first leg of the trans-Atlantic fllgh and to have had everything work satis factorily. Everyone of the crew was in good shape. The pilots were a little tired from the considerable exercise en tailed by the bumpy air, in hauling first one wing up and then the ohter, and I was a little sore about the knees and hands from crawling through the small passageways from one end of the boat to the other, as it was necessary to visit the bow and the stern every once In while when navigating and also to see how everything was going throughout the plane. We taxied to our mooring buoy where a small boat from the Balti more was waiting to asssit us. We se cured and were taken on board the Baltimore, having completed 534 miles in 9 hours and St minutes total flying time. Greeting at Halifax Hearty. The captain and other officers of the Baltimore, which was our base ship at Halifax, were most hospitable and did their best to look out for the comfort of all hands, while a special crew of aviation companies started to put the plane in condition for an early start th next morning. Ensign C. J. McCarthy U. S. N. It. F., an observer representative from the bureau of con struction and repair, made the trip with us In order to compute data en route and so far as Trepassey, N. F. Captain Hines. naval representative tU. Halifax, came on board the Balti more to welcome us into port, together with Consul-Seneral Young. During ttie trip Lieutenant Sadenwaler, radio operator notified me over the inter communicating telephone set that if : wished I could catch the 75th meridian noon tick in order to check up my great Mercator Greenwich mean time watch, so I switched my receiver to the radio line and heard the time sig nal from Arlington coming in strong The tick was caught very easily, and found my watch to be 30 seconds slow o:i Greenwich mean time. Shortly after passing No. 1 destroyer I tried out my sextant for a sight at the sun. using the correct Greenwich n?ean time found by the Arlington tick. 1 assumed my position was latitude 42 north, longitude 68:20 and found my summer, which tallied very closely with what I assumed my position to be at that time. It was very interesting to note that the navigational instru inents. Including a special bubble sex tant and drift indicators, together with the vast amount of navigational data, which were all respectively developed and compiled by Lieutenant-Commande R. E. Byrd Jr.. were of the utmost value in the aerial navigation on the second leg. Halifax, N. S., to Trepassey X. F. Machines Are Made Ready. ' The plans for leaving Halifax were for the following morning, so that night was utilized for Refueling the olanes. cleaning spark plugs and check Kesler, taking watch superintending the work. About 7 o'clock both planes were set for getting under way. Then it was discovered several propellers on both planes showed defects that warranted their replacement. This-entailed con siderable work and required too much time to consider starting that day. The following morning. everyone being ready, the crew got aboard their planes, cast off their moorings and attempted to start up the motors. The atmos phere was rather chilly and the motors refused to start without considerable coaxing. NC-3 got three motors going, while we could only get one. After taxying around for about half an hour it appeared that NC-3 could not start her fourth motor and she was secured astern of the Baltimore. Meantime, with one motor going and taxying around at close quarters, we came near ramming a buoy, but no damage was done. Lieutenant Barin Sprains Wrist. Lieutenant Barin, while endeavoring to get at the bow of the plane to as sist in fending off the buoy, tripped. fell and severely sprained his hand. For a while it looked as if Barin's hand would be out of commission, ' which meant the NC-1 would not fly. but as sprained hand is nothing to Barin when there is something important go ing on. we continued our efforts, finally ot all four motors going, and as we passed close aboard of NC-3, Command er Towers gave me the signal to go ahead. This was good news, for, al though we did not like the idea of leaving the NC-3, it meant a chance to operate and navigate on our own responsibility. At 8:49 o'clock A. M. we left the water. Making a climbing turn we passed out of the harbor, passed Cow boy point at 8:55 o'clock as a point of departure and continued on a cruise parallel to the coast. - It was pleasant work coasting In the drift air and wind, computing the ground speed along the course and checking up on the lighthouses that could be clearly made out through my binoculars. The wind was variable and constant atten tion to the drift was required in order to make good the proper course. We sent out our position by radio several times to the Baltimore - and received word that the NC-3 had started, but was later compelled to return on ac count of propeller trouble. Our oil pressure was very low at the start, dut to cold oil, and the pressure was watched with great anxiety for the first half hour, but it gradually began to come up and it was a great relief to us all as no one likes to have a forced landing of any nature when quite a distance from home. At 11:32 o'clock we passed Guyon island, our point of departure from Cape Breton island, and started on the 170-mile Jump to St. Pierre. The wind that we began to encounter Increased from 10 to 40 miles, and our drift from six de grees, right, to 32 degrees, right, in about 22 minutes, so continual check on the drift indicacor was required. Flrat IJeatroyer la Pcurd. At 12:09 o'clock we passed the first destroyer. The course we had been heading was found to be correct and aa the drift had changed so rapidly, ne cessitating several changes In the course, I was well pleased with the means at hand for noting it. The radio compass was used a few times at dis tances not greater than 10 miles, but merely for practice as the ships at that distance were always In sight. It was found after leaving Rockaway that, due to induction from the Ignition circuits, the radio compass could not be used as at present Installed for distances ex ceed 10 miles. Therefore navigation must be depended upon. We continued to cruise along at 500 feet altitude until the wind increased in velocity, when It was found necessary to climb to 1500 feet to get into a smoother stratum and thus to steer a more accurate compass course. At 12:50 o'clock we passed close aboard destroyer No. 2 which, like all on station, was smoking away at a great way in order to make Itself seen. When first the smoke is sighted it is difficult to trace its origin and finally, when located, the destroyer appears to be entirely too small to emit such vol umes of smoke, but it is a good sight and when located, head ahead, the navi gator points to It for his pilots Informa tion with great glee. At 1:38 we passed close aboard destroyer No. 3. At 142 St. Pierre Island was sighted ahead on the course. We were making good time and it was interesting to note that the course selected after striking the steady wind was the correct one to land us at St. Pierre, our objective. , Stern Wind Increases Speed. At 1:43 o'clock we passed over St. nil' iW ??sv ' 1 1 J ' ' " - -A ' 1 Si 111 A BO VI -C-4, LOMi SURVIVING E.M'RV OK UNITED STATES NAVY, LIEUTKNANT-tOM.ll ANDEH ALBERT C. READ. BELOW Pierre and changed our course to make I of the Pralrlo and Aroostook and as good 122 degrees magentic, for a run I we tied up to our moorings, and the of 122 miles. At 1:52 we passed the ' hoisting of our- ensign jack and corn- fourth destroyer. The wind, being near er our stern, increased our ground speed considerably. We increased our altitude to 2500 feet, as the air began to get a little bumpy. The atmosphere also was noticeably colder. Shortly Cape Pine came into view and it was a relief to see it stand out, clear of fog. I wrote a note 'to the pilot, saying we would be at our destination at 3:45 adn it was a good guess. After rounding Cape Pine the harbor of Trepassey came into view and It looked as if we were due for a difficult job. The harbor does not offer a wide expanse in which to land, and the wind, coming over the surrounding hills and highland, we knew would make It very bumpy. We made a detour to head up into the wind and made our approach as we neared the harbor. The bumps we received increased. First one wing would go down, then the other. I think individual mind bets were made on the likelihood of them coming up again. Barin afterwards remarked that he was sorry we did not have an extra pon toon on top of the plane, as it would have been easier to land on It, but. however, Mitscher and Barin working together, kept her right side up and very cleverly landed well inside the harbor of Trepassey at 3:45 P. M., after having made a total distance of 562 miles in 7 hours and 4 minutes. Crewa Cheer Arrival. We were greeted as we taxied to our mooring with cheers from the crews mission pen ant caused a thrill. I; was the first time the colors had been hoisted on a regularly commis sioned seaplane on a ship of the navy in extra-continental foreign water. We were ell taken on board the base ship Aroostook where Captain Tomo and his officers thoroughly looked ofr our wel fare. The aviation mechanics of the Adoo- stook, under Ensign Paul Talbot, took charge of our plane and began making It ready for the third leg of the flight. The ship's doctor was also called into action by me to fix up Barin's hand, much to Barin's disgust, but it after ward proved a wise procedure. CHINESE GIRL GRADUATES Mills College Student Plans to Go to China to Teach. PAN FRANCISCO. May JO. (Rpeelal.) Miss Florence Chlnn of San Francisco is the first Chinese girl to complete the regular course at Mills college. She was graduated with her class yesterday and took a prominent part In the grad uation exercises. Miss Chlnn Is the 21-year-old daugh ter of Quong Chlnn, pastor of the Chinese Congregational church of this city. After taking a post-graduate course In teaching at the L-niverslty of California, the young woman plans go to' China as an educator I of lto ANNOUNCEMENT THE ORIENTAL CAFE The largest and fineat Popular-Pricad VT?4 OKlfcNTAL 4A42 EAKO I L will play from 13 to 1:3(1. 6 to 7:30, o uti v:av co l-s :ao. Why not apecd your noon hour here and enjoy our excellent service and cui sine? 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Baby Must Have Fresh Air These Nights Let us show you just the carriage that will please. Baby Should Sleep Alone with the coming warm weath er have you that Safety Crib? $1 a week buys one. OurExchangeDept. Affords You the privilege of turning in your old table or furniture as part pajTnent on new. ( home FURNISHERS aafca -TO-FIFTH ST. I The SIDLEY CO. Man ufacturert SAN FjJNQJSCO. A. ing up details." This was performed COR. BROADWAY and WASH. (In. by the base ship seaplane crew, with ataira). Kntrancw S4oVa Waaiiington. the two engineers Chrlstensen and iHTJBIMtg