AIR CRASHES

Hokitika Guardian, 21 January 1930, Page 7

AIR CRASHES

AUSTRALIA’S BAD RECORD. THE LATEST DISASTER. SYDNEY, January 9. Last year was the most disastrous in tlie aviation history of Australia, and with four deaths already this year 1930 has made a bad start, and it is little wonder that there is some concern among the general public. It is notable, however, that few disasters have been associated with the ordinary commercial services, which have been particularly free from accidents of any sort. This is the one bright spot in Australian aviation. During 1929 eighteen persons were killed in air disasters, including Anderson and Hitchcock, who were lost when they went in search of the Southern Cross. 'ln each case special enquires were held by the experts appointed for that purpose by the Air Board, but only in one instance did the enquiries have any definite result. In that instance it was known beforehand that there was a loose nut which caused the machine to crumple when the strain was placed upon it in mid-air. In most of the other cases the cause remained a mystery. In most of the crashes the machines were so badly damaged that an examination of them after the accident was not likely to give satisfactory results.

Wackett’s Widgeon 11., in which Captain Grosvenor and two others hst their lives, w r as constructed at the Air Experimental Station maintained by the Commonwealth in Sydney. It was finished in 1928. An amphibian, its real test was to be a , flight to Singapore to meet the Supermarines which were then on their way to Australia from England. At Darwin the machine refused to leave the water, and tho Air Board ordered Wackett to meet the Supermarines oif tho coast and escort them to Sydney. Since then the aeroplane has been attached to the aeroplane carrier Albatross. A leading member of the Air Force said that: a description of the fatal crash given by one of the mechanics seemed to indicate that there had. been some structural fault in the machine,, as it was unlikelythat a failure of tlie engine would cause a sudden nose dive, such as that' which preceded the / fatality. It is feared that the wrecked condition: of tlie machine will prevent the discovery of any fault.

As far as can be gathered, there was only one eye-witness of the tragedy. He was a non-commissioned officer of the Air Force. He says that the. aeroplane, when about a mile from the shore, suddenly dived into the sea from a height of about 400 feet. The speed of that dive was terrific. The airmen had 110 time to jump from the aeroplane, afld it is thought that when it struck the. bed of the ocean the engine and other parts of it would crash upon tho occupants, The watcher raised the alarm) and after an hour’s inspection from the air the aeroplane was located in about five fathoms of water. Salvage operations were attempted, but ivere without success until the following day. Although the Widgeon was regarded. as a safe machine, it is emphasised that the flight which ended so disastrously had not been authorised bv the Board.

An aspect of the disaster that seems to call for an explanation concerns requests made immediately after the accident by the Air Force for HarIwiur Trust assistance. The assistant harbourmaster said that he received a call asking for assistance, as there had beejn a crash at sea. AVith two hopper barges and a launch he went with all speed to Point Cooke, and reached the designated spot j at t o’clock, when it was still light. He saw five aeroplanes flying about, but none came near his vessel. No one came out from the shore, nor did any one signal. The only visible craft was a fishing boat near the shore. No attempts, as far as he could see, were being made to reach the sunken aeroplane. All three vessels cruised about looking for signs of the accident, but as darkness was drawing on they concluded that it was a false alarm, and they returned to port. It was not until late that night that he learned from a newspaper reporter the nature of the accident.