TASMAN FLIGHT

Hokitika Guardian, 19 January 1928, Page 4

TASMAN FLIGHT

EFFECT OF WIND-DRIFT. WERE AIRMEN CARRIED OUT OF COURSE? HASTINGS, Jan. 17. -Mr Thomas Tremewan, a motor engineer, of Hastings, who had seven years’ experience in the British Royal Air Force, and has done a good deal of flying in Britain, Mesopotamia, India and Egypt, interviewed hy the “ Tribune,” said it was with very great surprise lie noticed that nothing in all the reports received had been said about wind-drift. He had read the meteorological reports and carefully thought out the effect of wind-drift on the day of the flight. Ho was strongly of opinion, that it would take- the airmen south of Greymoutli. According to all reports the wind would take them that way. When it is remembered that there was no really expert I navigator on board, it is easy to come to the conclusion that the airmen were unable., through lack of experience, to allow for drift. It is possible for tlio compass to be pointing steadily in the required direction, while all the time tlio machine limy he- side-drifting bunded s of miles out of its course. ” I have* myself been as much as forty miles out in a flight of a hundred miles, due to wind-drift.” he said. Another consideration to he borne in mind was that New Zealand, even m dark and cloudy weather, can be flown over in an hour. He gave it as his opinion rliat in the darkness the men had Jluwn over the South Island. Asked if he could account for the fact that the Government telegraphist ceased to hear signals from the 'plane after 6.22 p.in., Mr Tremewan averred that knowing what lie does of the typo of engine employed, he would lie more prepared to believe that the wireless broke down (particularly as neither man was an expert aviator) than that the engine gave out and came down west of New Zealand. “ Moreover,” said Mr Tremewan, “ the wireless operator at 6.22 p.m. did not give the location of the ’plane, although he gave the distance. He had perforce to go by the strength of the signal. 11 is report does nothing to confute the view that the airmen might even at that time have been far off their course. “It is my view,” said Mr Tremewan,

“ that as aviators of experience and skill file men would not run their en-

gine all out. but would do something like ninety miles per hour, and that means, according to my calculations, that at. 5.22 p.m. they would be nearer four hundred than two hundred miles away. I think it quite possible that the ’plane could have been observed inland.

“In conclusion. I would say that two primary mistakes were made. Firstly, the machine should have left Sydney at S or 9 p.m., so as to leave the daylight hours of living to this end, to make sure of bearings, and, secondly, nil expert wireless operator should have been carried. From experience, I know that such an expert could have told them every hour exactly whero thev wore.”

PROJECT CONDEMNED. AUCKLAND, .fan. 17. Some particulars of the history of the adventure undertaken by Lieutenant -Monerieff and Captain Hood are given by a special representative of the “Sydney .Morning Herald.” who saw the two airmen leave Richmond lor New Zealand last Tuesday morning. In his article uliicli bears the heading. “ Ris*v Project.” and which was published last Wednesday morning, the day following the flight (the same day. peculiarly enough, the paper eulogised the reported success of the (light in an editorial), the writer says:

"The project of a flight from Australia to New Zealand as conceived originally by Lieutenant Moncrieff uas a sane and laudable undertaking and one that would have been unconditionally commended by experienced airmen in any country. The flight .’is actually conducted was a breach of fho Air Navigation Regulations which were specially drawn uj) by an International Convention for the purpose of protecting young aviators against the daring and impetuosity of their own desires and ambitions. These regulations set out in definite terms that in any flight over an expanse of water greater than fifty miles from shore to shore, aviators must use seaplanes, amphibians 01 flying boats. This condition applies to all parts of the British Empire.” After outlining the difficulties of financing the project, the writer states that when the Federal Government withdrew permission for the (light, Australian Air Force mechanics engaged on preparing the monoplane were taken off the work, but after an exchange of cables between .Mr Bruce and Mr Coates, the former agreed formally to the machine leaving, on the distinct understanding that the Federal Government was not involved in any way. Out of courtesy to the New Zealand Government, Australian Air Force mechanics were then permitted to resume tlio work of assemblage at Point Cook.

ASKED TO DESIST. The article proceeds:—- “ Expert aviators and others pleaded with the aviators to desist from the adventure until there was a pro)Kir test of the machine. It was pointed out to them that there were grave doubts c incoming the accuracy and reliability of the earth inductor compass, ns it bad never been given a serious test. It was definitely known that the compass deflected considerably from the true course in certain conditions. "The wireless apparatus was never in a satisfactory condition. The radio gear supplied with the monoplane never worked. The aviators had no experience of wireless transmission. They believed they wore transmitting messages on the journey from .Melbourne to Richmond. Actually, not a signal left the machine. “ The wireless generator was defective. About £.‘so would have supplied a new and efficient generator. The aviators had no money for that purpose. In fact on their own candid admission, they were ‘ broke ’ before they left on the eventful journey. The New Zealand Government neve: spent a farthing on the flight. Lack of financial support was believed to be resnonsiblo for the haste of the aviators to get away. NO TESTS.

•• AVlien a wireless engineer at Richmond (Sydney) offered to go with the aviators on a non-stop flight to Adelaide or Broken Hill to permit the compass to he tested and adjusted (also the wireless apparatus) it was pointed out by Lieutenant Moncrieff that the machine was loaded for New Zealand, rtid its first flight would be toward -here. He said that be realised the risk be was taking, but was confident of success. " Captain Hood said calmly and deliberately:—‘We realise that if we sink we go west, and that’s all there is to it.’ “ When they started on the journey Captain Hood was apparently a sick mnn. though he expressed himself as physically fit- and in the best of health and spirits. It was, however, realised that Tie wood only be a ‘ passenger,’ on the journey, as his physical disability, the loss of a leg in the war, which wixs replaced by a wooden one. would prevent his moving about in tho small

space available or replacing Lieutenant Moncrieff at the control stick. “ 1 My wife is waiting for me.’ saitl Captain Hood cheerily, ‘ and I am flylug to meat and her-' ”