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lowing for the error originally made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
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SEATTLE TAC0MA SPOKANE
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