Flying Through the Monsoon

Hawke's Bay Tribune, Volume XX, Issue 269, 1 November 1930, Page 13

Flying Through the Monsoon

Perils of the Eastern Route Compared with flying the Atlantic. a flight from England to Australia ia usually considered a comparatively safe and harmless amusement. Quite a number of people who hare started out with the intention of seeking the Shiny East in a small aeroplane have failed to arrive there; hut, so far as can be remembered, only one machine, that of Hook and Matthews, has met with fatal disaster. Mostly the failures have occurred in Europe or Northern Africa, though, of course, there have been some crashes on eastern flights. One of the most notable was that of Squadron-Leader Maclaren’s Vulture near Akyab, when that officer was trying to fly round the world. But on the whole, the eastern route has a fairly clean record. AN AIR RACE-TRACK. Nothing does so much harm to an air route as for it to become a sort of aerial Daytona Beach, on which records can be made and broken. The eastern airway ia now gaining that unenviable reputation. Hinkler’s record for a journey to Australia in a light aeroplane stood for more than two years. That fact was in itself a temptation to all owners, and in some cases prospective owners, of light aeroplanes, in England. A stream of some half a dozen pilots have recently been starting off from Croydon one at a time in the hope of lowering Hinkler’s record. Even the management of a certain English periodical had an enquiry from a young man who had not yet loarnt to fly, as to what was the best time of the year to start flying to Australia, which he proposed to do in a few months' time. No doubt everyone who contemplates this attempt thinks that nothing worse will befall him than a failure to arrive. The only section of the route which seems to cause any apprehension ia the crossing of the Timor Sea, between the Dutch East Indies and Darwin. A HAZARDOUS TRIP. Undoubtedly it is a very hazardous undertaking for a land ’plane with a single small engine, and that engine already sorely tried by a long journey, to set out across that wide stretch of sea. and one can only marvel at the good luck experienced by all tbe machines which have got so far as the East Indies. So far as that sea is concerned, the law of probabilities must be beginning to feel the strain. But the Timor Sea is not the only dangerous part of the route. It is, perhaps, not the most dangerous and certainly not the most difficult to fly across. The dangers and difficulties of the stretch along‘Burma and the Malay Peninsula from Calcutta to Singapore, are not appreciated as tlicy ought to be by many pilots who wish to attempt this flight. This mountainous peninsula can never be a pleasant terrain for a land ’plane to have beneath it, and if safety were regarded as it ought to be, this flight would never be undertaken except in a trustworthy flying boat. In the monsson time the dangers and difficulties of this piece of country are immensely magnified. The actual date for the beginning and end of the south-west monsoon cannot be stated with great accuracy, as they are apt to vary in different years. But it can be said that monsoon conditions are usually established in eastern India by June 10. and they rarely finish before September 20th. FURY OF THE MONSOON. It is not pleasant to have to fly across India through the monsoon. Experience of the European rainstorms gives tittle idea of the fury of the monsoon storms in India. But at least India is a fairly flat country, and a forced landing there should seldom mean anything worse than running into some obstruction on the ground and tipping the machine on to its nose. The mountains of Burma and the Malay Peninsula are a very different matter. From this quarter comes advice emphasising the inadvisability of pilots (sometimes men and even women with very little flying experience) in light aeroplanes attempting to fly down this peninsula during the monsoon. The flying conditions then, are described, by those who have been in that particular part of the world, as “appalling.” For instance, take the R.A.F. “Southampton” flying boat which joined in the search for Matthews and Hook. Although this powerful aircraft was piloted by an officer of great experience, who was perfectly acquainted with the country over which he was flying, though the boat was fitted with wireless and received weather reports and direction instructions throughout its flight, nevertheless it was held up for hours at Mergui, at Taungup. and again off the Delta, because the flying conditions were impossible. In such a case, what chance can a light aeroplane and a pilot who knows nothing about the country expect to have of making their way to their destination in safety “AMY’S” COMMENTS Miss Johnson, on her return to England, stated that though she would not mind doing her flight to Australia again, she would not do it in monsoon time. She has now acquired some experience and knows what she is talking about. Pilots are buying their experience as they proceed. just as Miss Johnson had to do. As I have said before the monsoons end their yearly course about the end of September, and should bv now be entirely gone. FLIERS' EXPERIENCES Captain Matthews on his recent flight came in for some of the monsoon’s expiring efforts. Those who started later than Matthews, like Wing Comnmnder Smith, would find fjn<’ : tions pretty nearly ideal once

they got clear of Europe. “Smithy” no doubt must have had a dual purpose in getting to Australia in record time. Not only must he have been anxious to see his fiancee, but he was flying to get through immediately after the monsoon season was over. A wise old bird is “Cmithy”! He gained his knowledge in previous flights over the monsoon area. WIDER QUESTIONS There is one aspect of the matter which probably never occurs to fliers when they contemplate a flight to Australia, and that is the effect which failures are likely to have upon the cause of air transport in Burma and the lauds beyond. If the question were put to them straight, each one would probably admit freely, that the couse of air transport is of infinitely more importance than his or her own success or failure. One can very well understand that the recent series of accidents to light aeroplanes in Burma and states nearby, has had a very bad effect on official opinion in that land. I can picture the Indian Civil Servant, the Forest Officer, the Public Works Official, the Civil Surgeon, and ths other officials of a station in Burma, on hearing that Mr. Smith or Mrs. Jones proposes to fly across Burma during the southwest monsoon, meeting in the local blub, and mingling their unanimous curses over their peg tumblers. One can almost hear the conversation: “Another blanky aeroplane coming and dead certain to crash out in the blank jungle among the blank hills and wiving us no end of blank trouble going out to look for it in this blankety blank weather I What is the use of blank aeroplanes, anyway?” Should a company come along with proposals for an air service across Burma, it is not likely to meet with a very sumpathetic reception from the Burmese officials, on whose enthusiastic support so much depends on the success of a service in the East. They must have come to look upon aroplanes as things which crash, and take over-worked officials away from their proper duties at the most trying time of the whole year, when everyone there ih over-worked and wondering if he will be able to hold out until the coming of the colder weather. To create a bad Impression like that, in that country, does harm to a cairns of national and Imperial importance, and would far outweigh any good done by breaking a record.

CRAZY FLYING Flight-Lieut. R. L. R. Atcherley, the noted English Schneider Cup pilot, recently visited America for the national air races of U.S.A. Atcherley gave demonstrations of crazy living which were undoubtedly one of the principal attractions of the meet. Crazy flying had not been seen before in America and it is said that he had been asked to include this in tho programme. He agreed to, but before doing so, he asked to be allowed to get in a little practice on the Curtiss “Fledgling” (70 h.p. “Challenger”) which he used for this event. So he went to a neighbouring aerodrome and commenced “rehearsing,” the resulting contortions producing consternation among the spectators on th ’drome, who, unaware of the facts, thought a pupil had gone mad. A policeman was thereupon sent out on a motor cycle to “arrest” him, and when they eventually got him safely on terra firrna the truth came out—that his actions were intentional. The general effect of this episode was so amusing that it was repeated as a regular feature of the N.A.R. programme—and proved to bo one of the star turns! At least, that is how the story is told. The machine which Atcherley used was a bit heavy for the job, but will stand any kind of abuse, and the attendant crowd gets a thrill when Atcherley drags his lower wing a half-mile, sending up clouds of dust. In the repeat performance a new motor cop armed with blank .cartridges was substituted. This new’ cop was a bit of an actor, too, and faked a fall, hiding behind his motor cycle in an effort to keep out of Atcherley’s sight, and did it so well that even the press thought it was an accidental spill. Perhaps to put the story more vividly before readers, it would be best for me to give you the American version. Here follows the story;— As County Highway Policeman Jack Davies says himself, he is a conscientious policeman. So, when cruising along Lake Avenue on his special air race duty yesterday morning, and observing a Curtiss Fledgling ’plane skim over the tops of cars parked south of Curtiss air field, he took notice. Halting his motor cycle, ho looked with astonishment as the 'plane scraped a telephone pole. He watched the strange pilot apparently lose complete control of the ’plane. Then, as motorists began leaving their cars before they completed parking them, to run from the field, Policeman Davies roused himself to action. “First thing I did,” he said later, “was to speed to headquarters in tho hangar. Cliff Henderson had several 'phone calls by that time from persons who saw the ship. ‘The Curtiss people have some student flyer who can’t manage his ’plane,’ they’d 'phoned, “and he’s about to crash and kill a lot of people.” So whep I got there Henderson said; ‘Go out and arrest him, quick!’ I hurried off. “When I got there, by golly, the fool student was hung up in a telegraph wire. It looked like that to me. But ho got loose. I set out for him on my motor cycle. “But when I got right on him, he turns and begins heading my way. I knew he couldn’t run the darn thing. No telling what tho fool would do. So I stepped on it. He was right bemind me. Twice he landed, bumping up and down, a few feet from my rear wheel. “I keeps turning around and yelling and waving at him, but whenever he comes down, he goes up again. People were standing all around the field yelling. Finally I figured there was no uso losing my life because the fool couldn’t stop the ’plane. So I pulls mv gun. “Then the ’piano stops and he crawls out. Smiling, by golly; he has the crust to smile. “Before I could get my breath a motorist rushes up to him on foot. He’s a big shot, see—a big insurance man, 1 think ho was. -‘Who the hell

do you think you are,’ he says to the pilot, and other language not fit for me to repeat. “It makes him sore, naturally, to see the young green student standing there grinning. When the young fellow aaks, just like nothing was wrong, ‘And who are you, sir?” The big insurance man tells him then just who he is. “Then the young feller—he was dressed in some old clothes, didn’t look like nobobdy at all,, see—he says, ‘And I’m with the British Air Corps. My name’s Atherley. I’m awfully glad to meet you.’ “Then he turns to me and says, *1 was just having a little fun, old fellow. Was just getting ready to go up and take a dive at you.’ And he laughs. Well, it wasn’t funny to me. “Then he says, ‘I had permission to practise here for a stunt I’m going to do. Sorry, old fellow, if I put you to any trouble.’ Trouble! What does he think it is to go 50 miles an hour over a cornfield on a motorcycle? “So,” concluded the policeman, “when some of the race officials found out about it and thought it was so funny they’d put me in on the programme this afternoon, I said, ‘Nothing doing 1 You get somebody else.’ ” When Lieut. R. L. R. Atcherley performed his stunt of “crazy flying” in a low-powered student ’plane in the afternoon the order was reversed and a policeman chased him. Bill Beyer of a Chicago motor cycle squad played the part Davies declined to play. Beyer’s motor cycle crashed in the stunt, but he was not hurt. » • • THE LOCAL CLUB. The second financial year of working in the activities of the Hawke’s Bay and East Coast Aero Club ended on October 31st (last Friday) and no doubt the general membership will be keyed up, until the balance-sheet is placed before them, to know the result. • • • It was pleasing to note how some of the members during the last few weeks increased their activities in the effort to boost up the income side of the ledger. This was all very well for the few really active members, but what of the majority who sit back to let the faithful few carry the show along? - It would be just as well to remind these backward members that they have a duty to perform as members, in taking a more active interest in the affairs of the club and visit the aerodrome more frequently than has been the case in the past. Because some of the members are not in the position to fly, this is no bar to their making their presence felt at the 'drome, more especially during the week-ends. Every member should make it a practice to be at the hangars at least once a fortnight, even only for a little while, for they can help with their presence. Every member should make it a duty as well to attend the forthcoming annual meeting and make the attendance a record one. • • Flight Lieut. Buckridge. flying Commercial Airways Ltd.’s Spartan machine ZK.ABZ. arrived at the 'drome last Sunday afternoon from Feilding en route to Gisborne. He reported bumpy conditions from Feilding to Dannevirke, but from there to Hastings conditions were good. After a spell of half an hour, he took off again with his passenger for Gisborne. Lieut. Buckridge put in a few days at Gisborne joy riding and returned to Hastings on Thursday. After adjustments had been made to the engine and magneto by the club’s ground engineer, he again left late in the afternoon for Blenheim. Mr. Dudley Newbigin and Mr Brian Boys left last Sunday afternoon in the club’s “Gipsy Moth” for Taupo. They returned to the aerodrome an hour later, having encountered heavy weather in the hilly country. As they were only on pleasure bent, they decided to abandon the contemplated hot bath at the “Spa,” and return to the ’drome. The club’s Spartan machine with Mr. Percy Allan, of Gisborne, at the controls made a forced landing into a small paddock about one mile from the aerodrome during the latter part of last week. The landing was an excellent one. reflecting credit on the pilot. Repairs were carried out at the place of landing, and the machine was again landed on the ’drome at mid-day on Sunday.

Provision has been made for this week-end, to carry on with instruction and flights to the public during the temporary absence of the club’s instructor. Flight Lieut. Letts. He hopes to return to take over his duties by next week. The club has a “find” in their new temporary instructor, and it will be safe for me to say that he will become popular - with the members and officials generally. To use his own words, he “just loves flying,” and pupils can rest content that he will give of his best while he is with the club. * Mr. Ivan Kight, of Dannevirke, flew the club’s Gipsy Moth to Gisborne and back last Wednesday afternoon. He left the ’drome at 2.35 p.m. and returned at 6.30 p.m. The total time to Gisborne and back was 2 hours 45 minutes. Good weather prevailed throughout the trip. » » * . Flying activities for the week ending October 26 were as follows; —Dual instruction, 7 hours 30 mins; solo flying. 8 hours; passengers, 30min.; total flying time, 16 hours. The following six passengers took flights over the week-end: Miss Curry and Messrs. Taylor, Bentley, Single (Wellington), Galbraith and Symonds. * * * HANGAR-ROUNDS. TAKING OFF. Some years ago, a new pilot lost a wheel from his under-carriage when taking off. and, following the usual procedure in those days, the instructor on the ground seized a spare wheel and waved it about as a signal to warn the pilot. But it was perfectly clear that the pilot did not understand, and the situation looked desperate until someone was struck with the brilliant idea of chasing after him and signalling with the wheel in another machine. This was no sooner suggested than acted upon, but, unfortunately, the instructor himself lost a wheel when taking off—without noticing it. so what the new pilot actually saw was a machine flying alongside with the passenger frantically waving a wheel and pointing down to the undercarriage, which had one wheel instead of two. “How did they get that off?” the new pilot remarked to his own p.'ssenger.