THE CONQUEST OF THE AIR

Gisborne Times, Volume XXVII, Issue 2600, 7 September 1909, Page 2

THE CONQUEST OF THE AIR

MR. LATHAM’S TmAL TRIP. FALLS INTO .JHE SEA DURING CHANNEL FLIGHT. Mr. Herbert Latham, who failed in liis first ■ gallant attempt to win “The Daily Mail” £IOOO prize for crossing the English Channel in an aeroplane gives his own vivid account of the event, which he calls “My Trial Trip,” in an article printed below. Five seconds before the start, , as I sat in the pilot’s seat of the aeroplane upon the crest of Blanc Nez, a vivid mental picture came to me. I can recall it perfectly. Away in the distance, upon the water, lay the haze of blue smoke from the funnel of the Harpon; dotted upon the cliffside were eager, silent spectators; I noticed a string of motor cars panting up the hill towards us, carrying passengers anxious not to be too late, after so much weary waiting, for the commencement of my voyage. “Thankful to be able to start at last.” That was my thought. And then I was away. There was a short swift run down the slope towards tho sen, and I launched myself into the ail-. My last thought was one of confidence that my motor would not leave me in tho lurch. The start could not have been more auspicious. I left the ground in infinitely better style than was the case with my trial flight on the previous Tuesday. Instead of wabbling or getting into the air, I went up with perfect steadiness. I flew so well, indeed, that I altered my plans. Instead of describing a circle as I had meant to do, I went straight off over the edge of the cliff. First, however, so as to judge my height, from the ground I steered over the ruined Channel Tunnel workings. I estimated that I was then six hundred feet above the level of the water. A RECORD HIGH FLIGHT. Everything was going beautifully; 1 van up to a little masthead "between the main planes a flag that I had decided should only be hoisted at tho moment of leaving land. Then I took m my hand a little camera I had taken with me. I was preparing to take a picture when a disconcerting sound came to my ears. My motor showed signs of breaking down. I could hear more than-one of the eight cylinders was misfiring. . Instantly I gave up the idea ol nhotography, and did everything 1 could to remedy the defect. I examined all the electrical connections that were within my reach. I tried to alter the carburation and ignition of the engine. But it was all in vain; in a few seconds my engine had stopped entirely. It was inaddening, but I was helpless. Never before had the engine played me such a trick, after so short a flight. At the moment my motive power was taken from me I estimate that I was quite 1000 ft up in the air. Thus, even though my first attempt at the Channel crossing failed, I think 1 can claim to have established a record for highflying in ah aeroplane. The previous record in this respect was, I believe, for an altitude of 300 or 400 feet. I took a quick glance ahead, and calculated that the torpedo-boat destroyer was about a mile away. Then 1 glided down to the surface of the water. There was nothing else to be done. I. came down, not in a series of short glides,, but in one clean, straight, downward slope. It seemed quite a long time to me before I struck the water. My speed at the moment of impact’was about forty or fifty miles an hour. . The machine was under perfect control during the descent. Instead of diving into the sea at an angle I skimmed down, so that I was able to make a contact with the sea with the aeroplane practically in a horizontal position! It settled on the water and floated like a cork. I flung my feet up on to a oross-bar to prevent them getting wet. Then I took out my cigarette case, lit a cigarette, and waited for the torpedo destroyer to come up. The wings and tail of the machine supported it in the water. It floated almost flat, although the weight of the motor made the- front .part tilt down a little 1 . I did not even get wet ; only a splash of water flew over m© at the" moment of impact with the sea. The torpedo destroyer was alongside me in less than five minutes.' After I had got on board the destroyer the aeroplane was drawn alongside and held fast in case it (should sink. The steam-tug Calaisien, which was erasing, as directed, in mid-Chan-nel, did not appear on the scene for half an hour—perhaps more. Before she could lift the aeroplane on to her decks, by means of a special crane with which she had been provided, the swell, although slight, had damaged the slender woodwork stays of the supporting surfaces of my machine. First of all one small section gave way; then, as the framework is all keyed together, others followed. Before the machine

could be salved tho frailest of its parts were sadly injured. For myself—well, I sat on the deck of the destroyer and deplored my hard luck. I regard it as a trial trip, because it has taught me so much. At the next attempt, for instance, I must choose quite a calm day, not so much concerning the wind as for ensuring a calmness of the sea. "Were it at all : floppy, and I had the misfortune to fall into the water, I am convinced that the machine would break up in a quarter of An hour. There would thus be an element of danger were my escorting craft some way from me at the time of a fall in the water. Another thing I discovered, which is very satisfactory, is that I shall be able to reach exactly the point on the opposite coast that has been chosen. I found quite clearly this morning that 1 was perfectly master of my direction; side winds make no difference to me. I was' precisely on the proper course for Dover when the machine fell. I shall make another attempt with as little delay as possible.