AIR INQUIRY

Grey River Argus, 23 September 1937, Page 5

AIR INQUIRY

EGMONT FATALITY Was Weather Report Faulty ? PILOT EXAMINED AT INQUIRY. [Per Press Association]. WELLINGTON, September 22. The inquiry into the fatal air accident in the foothills of Mount Egmont near Stratford, on the morning of June 2, was held to-day. The machine was a Miles Hawk Trainer low wing monoplane, belonging to the Wellington Aero Club, and was en route irom Wellington to New Plymouth, piloted by C. C. Dunford, with P. J. Nathan as passenger, who was killed. Dunford, a clerk in the employ of Joseph Nathan and Co., said he passed his A License Test in February, 1933. His flying time was 84 hours, including three on a Miles Hawk. He produced a certificate of airworthiness handed to him when he left Wellington, and which he was carrying in the machine. He saw the weather chart before starting, and understood it was favourable, otherwise he would not have undertaken the trip. Up to Wanganui, the conditions were good, but after that less favourable, and from Waverley, the air became progressively more bumpy. The wind increased, and there were clouds. In the Eltham locality, visibility was one and a-half to two miles at the outside. He tried to keep following the railway lines, but conditions to the east of the lines did not appear as good as those to the west. He crossed over to the left side of the lines on account of the weather. The rule of the air was normally to keep on the righthand side of a fixed visual line.

Dr. Foden pointed out that this was provided for in the regulations, with a provisio “So far as it is safe and practicable.” Dunford, continuing, said that owing to the clouds he was obliged to keep very low to preserve ground visibility. Near Cardiff, he decidcd.it would not be wise to go further. His decision was to turn .right back on hjs tracks. It might possibly have been better to continue on in an easterly direction, but that decision was made after the event. He did not know the land heights around that area, but understood the highest point was about 1100 or 1200. He did not know that* Eltham railway station was 750 feet above sea level, Cardiff 1300 and Stratford about 1000 feet.- His course was bringing him towards the lower reaches of Mount Egmont, and the visibilityobliged him to fly low. Mr. Foden: Then obviously the safe route was back towards the lower levels. Dunford: Yes. If you had taken the easterlycourse back towards Stratford, you would have been safe. —I can’t quite say that. It was not possible to keep more to the east on account of the conditions. Dunford said he knew the Stratford ’drome was two miles north of Stratford, but he was not aware of Its exact locality. Just before making a turn, he saw some pine trees on the right. As he commenced to turn, his right wing, which was already banked for the turn, struck a bump. He nose dropped, the wing went down further, and the speed increased. The turn he was making was a normal one. To increase the height would have meant flying into the clouds. He was at the maximum ceiling. He felt the wheels graze the ground, and the momentum of the machine caused it to clear the crest of a hill. It then went out of control. He could not remember whether it continued to run after the first shock. It had functioned perfectly' till then. If the conditions had been reported to Rongotai, he did not think he would have been allowed to kOVe - LATER.

At the air inquiry, • Dunford said that, after touching, he felt the machine’s wheels leave the ground, and he did his best to hold it in the air, but was unsuccessful. The aeroplane carried on out of control until it hit finally. He did not think any ability of his could have held the machine in the air after the first contact. The air bump might have thrown the machine on to an angle of forty-five degrees. Dunford paid a tribute to the conduct of the Aero Club and the late Mr Nathan’s relatives since the accident. . Questioned by the chairman of the inquiry, Mr Stillwell S.M., witness said he had received instructions to go by way of Stratford. At no stage of the turn did he have to tighten it up, or open it up, to avoid ground objects. He thought he had completed the turn, and was headed back when he touched the ground. The conditions at Hawera were not such as would have made him land theie if he received instructions to do so in the event of bad weather. Flight-Lieut. I. E. Rawnsley, Chief Instructor of Wellington Aero Club, said his analysis of weather report allowed him to let Dunford proceed, but, had he known the Stratford conditions, he would have cancelled the flight. Before Dunford took off, he gave him advice, over the map, of what action to take if the weather became unsuitable, advising him to land at Hawera. He believed the reports that he received were not accurate. He was quite satisfied as to Dunford’s skill in handling the Miles Hawk and his ability as a pilot. " Cross-examined by Mr Powles, witness said the factor which influenced him in allowing the flight was that a 4000 feet ceiling was reported from New Plymouth. If the ceiling had been under 1000 feet he would not have authorised the flight. Cross-examined by Mr Hardie Boys he said Dunford was not. expeiienced enough to nandle a 300 feet ceiling. John Fletcher Gabites, an officer of the Meteorological Department, said the report from New Plymouth about the weather for Dunford’s flight came from the senior telephone operator of the exchange there. There was no guarantee of the information supplied. . . Roy Champion Kean, Chief Inspector of Aircraft, said Dunford’s total flying time for the last 12 months prior to the accident was 7hrs 35min, including four hours in the Miles Hawk machine. He said that at 8.30 that morning, a weather report was received from Bell Block aerodrome, stating the wind was north-east, 30 miles per hour, and tne ceiling 500 feet with a drizzle. The board complimented Mr Foden

on the conduct of the inquiry, and the witnesses for their frankness. Decision was reserved. U.S.A. WOMEN’S SPEED RECORD. (Received September 22, 10 p.m.) DETROIT, September 21. The aviatrix, Miss Jacqueline Cochran, of New York, flying a Seversky modifed pursuit plane has set a new woman’s speed record. She reached a speed of 293 point nought five miles an hour over a three-kilometre course at Bonneville.