“SMITHY” TRIUMPHS AGAIN : : OPENING OF PARLIAMENT

Sun (Auckland), Volume IV, Issue 1008, 26 June 1930, Page 1

“SMITHY” TRIUMPHS AGAIN : : OPENING OF PARLIAMENT

ACROSS THE ATLANTIC

SOUTHERN CROSS FORCED DOWN

LANDED SAFELY IN NEWFOUNDLAND

HOP-OFF AT DAWN FOR NEW YORK

United P.A.—By Telegraph Copyright Reed. 9.5 a.m. NEW YORK, Wed. The transatlantic flight of Squad-ron-Leader Kingsford Smith and his companions in the Southern Cross from east to west ended in the airmen landing at Harbour Grace, Newfoundland. at 5.22 local time. When they stepped from the plane at the landing field they looked as fit as fiddles, a little bleary-eyed and quite deaf, but with a broad smile of contentment on their faces. Their first request was: “Has anyone cigarettes?” With this they were quickly supplied. The crowd at the landing field gave the aviators a rousing ovation before they left in taxis for the Hotel Cochrane to wash and have breakfast. The Associated Press, which confirms the lauding safely of the plane, reports that after circling the town several times in heavy fog the Southern Cross landed easily in the aviation field, coming to rest on the ground without any difficulty. The plane landed in the same field from which Hawker hopped off. MESSAGE HOME The New York "Times” received a message from the Southern Cross at 5.5 a.m. today requesting that the following message should be cabled urgently to England: “Stannage, Sproxton. Buckminster. Arrived Newfoundland, will land safely. Love.—John.” This in interpreted as being due to Mr. Stannage’s desire to reassure his family, although the Southern Cross was then still in the air. “HELL OF A NIGHT” Describing the experience, Kingsford Smith said: “We had one hell of a night.” The trip, he added, was uneventful until within ten miles of Cape Race, although (hey encountered a heavy gale for about five hours. From this point they encountered fog, and one of their compasses was going wrong, so they had to depend on direction finding to keep on their course. The stations used were Belle Isle, in the Straits of Belle Isle and Cape Race. The engine and plane worked like a charm all the way. The fliers experienced almost perfect weather until they approached the Newfoundland coast, when the trip almost came to an unfortunate end as fog enshrouded the plane. For more than an hour they flew blindly, and but for the radio stations providing directions, they might have been lost. The fliers are in good spirits. Kingsford Smith credited the radio with saving them, but said a shortage of gasoline was responsible for their failure to reach the United States. "We had a rotten night,” he said. “We flew over this territory almost all night, and were in the air more than hours, experiencing very foggy weather and trouble with our compass.” COVERED 2,190 MILES Having landed here a few minutes before six o'clock, New York time, the Southern Cross had covered 2,190 miles after 31 hours 28 minutes in the air. Twenty hours of the flight was through fog, and strong head winds bothered the fliers for the greater part of the journey. Nothing was visible all the way across the Atlantic, save two stars sighted early last night. Heavy clouds obscured the sky, and the ships with which the aviators communicated were invisible because of clouds and fog. When the plane was about 500 miles i rtf Newfoundland, the compass began j to fail. They believe tbat after that ' they flew in circles for hours, their only guidance being Cape Race signals When daylight broke they discovered they were about 100 miles from the Newfoundland coast. Without a knowledge of their position, they headed for land, with only occasional glimpses of the headlands j They actually passed over Harbour Grace without seeing it. They then flew westward for a:i I hour. Then, returning with hope al- . most abandoued. they sighted the port ! and descended. When 500 miles from Cape Race, . after a careful check on the instruments on the basis of the position determied from ships, the fliers decided to rely upon radio information to make their way, since they were then con vinced that the compass was de ranged. They believe they hovered for an b-cur and a-half over Harbour Grace before determining where they we“e and making a landing. GRATEFUL TO RADIO Kingsford Smith, in commenting further on the flight, said they would never have reached Harbour G race “but for the wonderful radio, without which we would never have got out •I the fog."

OFF FOR NEW YORK

HAILED AS HEROES

FLYING blmdly in dense fog and misled by a faulty compass, Squadron-Leader Kingsford Smith and his three companions, in the monoplane Southern Cross, were Anally forced to land at Harbour Grace, Newfoundland, early yesterday morning, local time, after crossing the Atlantic Ocean.

The airmen, who were to leave for New York this morning, spent a trying night, during which the plane was in almost constant contact with American radio stations. The efficacy of wireless facilities in giving directional instructions is acclaimed by the airmen as their salvation. They are hailed universally as heroes of the air.

He added they would have had to fly about waiting for the visibility to improve and with only a few gallons of petrol in the tank. He preferred not to think what might have happened under those circumstances.

A New York oil company received a message from Kingsford Smith at Harbour Grace shortly before 10 this morning: “Will you authorise 400 gallons of petrol and 12 gallons of oil to enable us to get to New York tomorrow?”

Ofllcials of the company advised that fuel was available at Harbour Grace and would be turned over to the fliers immediately.

START AT DAWN PLANNED MAY AVERAGE 100 M.P.H. Reed. 9.35 a.m. NEW YORK, Wed. At noon, Newfoundland daylight time, Kingsford Smith and his associates were sleeping, and were reported to be starting at four this afternoon to oil for the final dash. Kingsford Smith stated:—“We will leav.e for New York at daybreak tomorrow after refuelling. We were hoping to reach New York without a stop, hut a shortage of gas prevented this. “We will fly to San Francisco after reaching New York, thereby completing a round-the-world flight.” J. W. Stannage, the wireless operator, said hut for directional wireless they would never have been able to reach Harbour Grace, and praised the Belle Island and Cape Race stations for making it possible for them to ■ find Harbour Grace. It is estimated the flight, which j exceeds 1,200 statute miles, should, j however, occupy only 12 hours. No explanation is offered for the apparent change in plans, which at first were understood to provide for a resumption of the flight today. A report issued by Dr. Kimball, meteorologist, stated: —The Southern Cross will have fairly good weather for the flight to New York, after clearing the fog in proximity to Newfoundland. He added:—There were westerlv wiuds off Halifax and cloudiness and south-west winds off Nantucket Light, but these conditions should not prove a serious hindrance.

WIDESPREAD FELICITATIONS j NEW YORK PREPARES RECEPTION Reed. 10.5 a.m. NEW YORK. Wed. Plans for New York’s reception to j the personnel of the Southern Cross remained in a nebulus state today j pending word from Kingsford Smith ; as to the time of his arrival. Sir Ronald Lindsay, Ambassador to Great Britain, and the CommissionerGeneral for Australia, Mr. Herbert Brookes, will meet the fliers upon their arrival. It is hoped that if the Southern Cross reaches either the Roosevelt Field or the Curtis Wright Field before dark it will he possible to fly its personnel to the Statue of Liberty in an amphibian belonging to Mayor Walker’s reception committee. They will then land at the Battery and proceed up Broadway to the City I Hall under escort for a mayoral re- i ception similar to that accorded Rear-Admiral Byrd. The afternoon papers enthusiastic- . ally herald the arrival of the South- j era Ctoss.

The “Sun” says: “Kingsford Smith and his companions are to be congratulated for bringing their plane safely to earth on North American soil.” The “Evening Post” says: “Real feats of valour in the air still have the power to stir the imagination of our people. They are not air-wearied. As for Kingsford Smith, he will enter all American valhallas. “We are grateful to him for the radio. It made us all share in an intellectual experience of his crossing, which saved us the agony of ignorance which accompanied the fatal attempts which preceded him.” The “Evening World” says: “Cheers and congratulations to Kingsford Smith and his companions in the Southern Cross. Theirs was a thoroughly workmanlike job, and a big measure of success.” Walter Hinton, pilot of NC4 on the first Atlantic flight in 1919, described Kingsford Smith's flight as “his second epochal achievement, and a great contribution to the advancement of aviation.” FELLOW AIRMEN Rear-Admiral Byrd has sent Kingsford Smith the following message: “My companions and I congratulate you and your courageous crew on the splendid flight. “The care with which the flight was prepared and carried out is noteworthy, and your achievement is one that will do much toward the progress of aviation. “X hope I will have the opportunity during your stay here to extend personally my congratulations and good wishes.” The Acting Secretary of the Navy, Mr. Jahncke, telegraphed: “The American Navy extends its congratulations to you and your gallant crew. Your courageous feat In crossing the Atlantic and landing safely against great odds has aroused the admiration of every officer aud man in the Naval Service." Mr. Herbert Brookes has forwarded

PARENTS OVERJOYED

the following message from Mr. J. H. Scullin, Prime Minister of Australia, to Kingsford Smith at Harbour Grace: “Heartiest congratulations on behalf of the Government of the Com.monwealtii of Australia. You have added another chapter to Australian achievements in the air.” Reed. 9.30 a.m. VANCOUVER, Wed. Forwarding congratulations to Kingsford Smith, the city is urging the Southern Cross airmen to fly here cn their way to Saa Francisco. A huge welcome. is planned. On their last visit here Smith expressed the. hope that he .would be able to fly the machine here.

“SMITHY” WILL TALK OVER RADIO TELEPHONE SYDNEY, Wednesday. Squadron-Leader Kingsford Smith’s aged parents, who live at the Sydney suburb of Longueville, heard the news of their son’s safe landing at Harbour Grace about 9 p.m., Sydney time, today. They were overjoyed. The airman’s mother said: “We were not at all worried because the flight had to be interrupted for lack of petrol. The main thing is that the crew landed safely on the other side of the Atlantic. That is everything to us. We are now looking forward to hearing something cf Kingsford’s next move.” Mr. and Mrs. Smith have arranged to speak by wireless telephony with their son after his arrival in New Y ork. Flight-Lieutenant C. T. Ulm in an interview said he was the most miserable person alive. He would have given anything to be with Smith, but his duties prevented it. GREETINGS FROM ENGLAND British Official Wireless I Reed. noon. RUGBY, Wednesday. The Air Ministry announces that | Lord Thomson, Secretary for Air, has sent the following message to Kings- j j ford Smith: ! “On behalf of the Air Council, I j warmly congratulate you and your | comrades in the Southern Cross on j your splendid Atlantic flight.”

all-night ordeal on ‘ ATLANTIC FLIGHT

CONTACT WITH MONOPLANE

While the world listened in and received progress reports from New York, the airmen in the Southern Cross, on their epic Atlantic crossing, were flying blindly through dense fog endeavouring to pick up their bearings. The periodical messages received from the machine, when pieced together, comprise a thrilling stroy of their ordeal aloft. moDyriKht in vCmlitnd liv Australian ' p&Vs Association. World's copyright by t-Xew York Times.”) Reed. 9-5 a.m. NEW YOIIK, Wed. A short time before the Southern Cross landed at Harbour Grace, Newfoundland, the fliers were heard calling Louisberg radio station, saying: •‘Please can you do something to guide U 3 to the Harbour Grace field? Can you send a machine up quickly above j tie fog? Please ring Harbour Grace I field and tell them to send a machine above the fog. Previously the steamer Transylvania had reported that It had worked with the compass station at Chebucto Head. Nova Scoia. in giving bearing to the Southern Cross, which appar- ] cntly had begun to bear to the south from Cape Race. The naval radio station at Cape Elizabeth, Maine, received a radio message at 12.15 a.in. stating that the Southern Cross had passed over Cape Race. Then came word that the steamer America had received a message from Kingsford Smith to the effect that he proposed to land either at St. John or Harbour Grace. TROUBLE WITH COMPASS At 4 a.m. the “New York Times” radio station resumed communication with the fliers and received the following;—"Very had fog all night and trouble with the compass held us up nuire a lot. t am afraid we shall have to land in Newfoundland or Nova Scotia for petrol after all.” “I am sorry to have to do this, hut the delay .was enormous.” The Southern Cross obviously had wandered blindly in the fog for a long time, lor approximately five hours after she should have passed Cape Race the airmen radioed the station there that they were due east of the Cape. The steamers Pennsylvania and Minnedosu apparently were in close communication and turned their searchlights toward the sky in au endeavour to guide the Southern Cross, which by then seemed to have got her bearings. The Halifax correspondent of the “Yew York Times” early this morning telegraphed saying: “From a reliable source I learn that the radio station at Sable Island, south-east of Nova Scotia, heard the Southern Cross about 1.45 a.m., local time, on a 600-metre set.” MOTORS WORKING WELL The steamer Transylvania reported that she and another vessel communicated with the Southern Cross and gave her bearings about 3 a.m., New York time. It was .further reported that at 2.30 a.m., local time, Sable island heard the monoplane calling Cape Race on 600 metres. A message from Sydney, Nova Scotia, says the Marconi station at Glace Bay shortly after midnight was in communication with the airmen who were then at a height of 400 ft, with fog exceptionally heavy. The motors were working well. The Cape Breton (Nova Scotia) Flying Club advised Kingsford Smith as to the location of its local flying field and offered him any necessary assistance. S'TfcdGGLE TO KEEP AWAKE Earlier messages from the Southern Cross stated: “For a lengthy period we have been attempting to work radio station at Cape Race, Newfoundland, but without success. We are within 100 miles of Cape Race and the big stiff does not reply.” Then after calling all stations a message came: “It does not look as if vve shall get our bearings just when vve want them.” At 12. D a.m.. New York time, the wireless operator radioed: “All 0.K., old boy. Have been messing about trying to get our bearings. It is very dark and we aro flying blind. The motors are ringed with flames. “We are still 160 miles from Cape Race and it is a dickens of a struggle to keep awake now. The drone of the engines makes you tired.” Next the following brief message was received: “A faint streak of dawn. We will try for new bearings now.” PERIODS OF SILENCE Another period of silence then set Jn with the radio stations at the “Times” Office, Cape Race, ou the battleship Wyoming and in the liner Aquitania trying to resume communications. The air, however, was full of interference. It was apparent from the messages that Kingsford Smith could not obtain accurate bearings and had rather over-estimated the distance he had covered. However, it was believed at the time that he‘was certainly near Cape Race. Both short-wave and 600-metre sets Were used by those who were trying to reach the monoplane's tiny, and hone too strong, receiver set. Weather reports from the vicinity of Portland, Maine, indicated that there were thunderstorms there. The Halifax correspondent of the “New York Times” reported at 2.40 am., Nova Scotia time: “Nothing further heard on the short-wave set here from the Southern Cross. The last communication was received here at !2.20 a.m., when the signals were weaker than when previously heard. OPERATOR TIRED “The silence of the monoplane need not cause undue apprehension, as it may be due to the fact that the operator has fallen asleep. He mentioned being tired in his last message received here. 4 *lt is possible also that the monoplane is now so close to Nova Scotia that her signals are skipping ‘more contrarily than Mary.’ These short>'aves do that sort of thing. “No further interference from the Navy or from Rome. We are keeping a continuous watch. It is raining here at present aiul there is a light westerly breeze. The visibility still good seaward. The temperalure, is 60 degrees/' i .The Canadian Government wireless

j station at Cape Race reported at 11.40 | p.m. yesterday that the wireless rej ception set on the Southern Cross apI parently was out of adjustment. Her ! signals could plainly be heard, but at- | tempts to give her bearings had i failed. She was then near Cape Race, j A due east bearing was given to j the airmen by the Cape Race radio 1 station at 2.26 a.m. today, indicating that the monoplane had been circling | around the south-ea'stern tip of New- | foundland for some hours in an en- | deavour to establish her position. At that time the airmen had been aloft 29 hours and had nine hours' supply of petrol left.

ROUND THE WORLD

KINGSFORD SMITH’S AMBITION ADVENTUROUS CAREER When Squadron-Leader Kingsford Smith pilots his Fokker monoplane Southern Cross from Harbour Grace to New York and thence to San Francisco --the hopping-off place of his famed Pacific flight—he will have accomplished a complete circuit of the world Ly air. It will be a grand crowning achievement made up of a series of hazardous flights which, in the future, shall provide the history of the airplane with its greatest and most romantic chapter. Four great feats will form the triumph of flying round the world. First, the airman conquered the Pacific and then tho treacherous Tasman, two flights which he was the first to accomplish and which have not been repeated. Then lie flew from Australia to England and now, gaining fresh laurels, he has crossed the North Atlantic. Kingsford Smith, Australian-born, has had a career of adventure. He was only a lad, IS years of age, when the war broke out. but he gave up his engineering profession and joined the artillery. He was transferred to the Signal Engineers, in which unit he was in the landing at Gallipoli. Hater ho went to France with the motor dispatch riders, finally to obtain a commission in the Royal Flying Corps. As a “war-bird” he served with considerable distinction. NON-STOP RECORD Smith undoubtedly had the flying “bug” when he returned to Australia after the war and he soon established considerable fame in the Commonwealth by his long-distance flights. In 1927. during the course of his great round-Australia flight, he established a non-stop Australian record of 860 miles when he flew from Darwin to Broome. It was while Kingsford Smith was a senior pilot with the West Australian Airways, Limited, that he commenced his famous partnership with FlightBieutenant Ulm. Tho two of them made efforts to raise £3 0,000 to finance a Pacific flight, but they were unable to gain any Government assistance. The fliers then left for the United States, where Kingsford Smith took part in several notable endurance tests and later a meeting with Mr. G. Allen Hancock, an American millionaire, led to the furnishing of financial backing for the Pacific venture. The Southern Cross was acquired and the flight in three stages over a distance of 6,730 miles was accomplished in June of 1928. Following this feat the airmen flew across the Tasman and landed at Christchurch from Sydney after a flight which lasted 14 hours 2 5 minutes. TRAGIC CONSEQUENCE After his return flight to Australia, Kingsford Smith set out to fly to England. but to this venture there were most disastrous consequences. A forced landing was made in the wild and uninhabited country of the NorthWest Territory and Lieut. Keith Anderson and his mechanic, Mr. R. S. Hitchcock, lost tlieir lives while searching for the lost fliers. Later, however, the Southern Cross proceeded on its journey and landed at the Croydon Airdrome on July 11. 1929, after a flight which was accomplished in less than 13 days. The monoplane was then taken to Amsterdam to be reconditioned and overhauled at the Fokker works* Kingsford Smith and Ulm returning to Australia, where they formed a commercial aviation company, running a passenger service between Sydney, Melbourne and Brisbane. Ulm was lo have accompanied Kingsford Smith the Atlantic flight, but owing to pressure of business he was unable to leave Australia.

ATLANTIC CROSSINGS

SECOND FLIGHT FROM EAST TO WEST Although tho Atlantic has been flown 10 times since the British airmen, Alcock and Brown, made the first nonstop air crossing in June, 1919, only one airplane had made the flight across the North Atlantic from east t<> west. That was in 1926, when the Germans, Baron von Huehnefeld and Captain IvoeUl, and Major J. C. Fitzmaurice, travelled from Baldonnel, Ireland, to Greenly Island, Labrador. The longest non-stop flight to date was accomplished by Captain Arturo Ferrarin, and Major Carlo del Prete in July, 1928, when they flew from Rome to Brazil, a distance of 4,632 miles in 51 hours. Following is a list of the successful flights made across the Atlantic: June, 1919. —Sir John Alcock and Sir Arthur Whitten Brown, St. John’s, Newfoundland, to Clifden, Ireland, I.BSO miles, 161 hours. May, 1927. —Charles Lindbergh, New York to Paris, 3,639 miles, 33J hours. June, 1927.—Clarence Chamberlin and Charles Levine, New York to Eisleben. Germany, 3,905 miles, 429 hours. June, 1927. Commander Richard Byrd and three companions, New York to France, 4,000 miles, 40 hours. August, 1927. —William Brock and Edward ’ Schlee, Newfoundland to Croydon, 1.930 miles, 241 hours. April, 1928. —Baron von Huehnefeld, Captain Koehl and Major J. C. Fitzmaurice. Baldonnel, Ireland, to Greenly Island, Labrador, 2,300 miles. 36 hours. June, 1928. —Wilmer Stultz, Lou Gordon and Miss Amelia Larhart (first woman to fly the Atlantic), Trepassy Bay, Newfoundland, to Llanelly, South Wales, I.SOO miles, 263 hours. July 192 S Arturo Ferrarin and Major Carlo del Prete, Rome to Brazil, 4,850 miles, 45} hours. Longest non-stop flight to date. March, 1929. —Captain Jiminez and Inglesias, Seville, Spain, to Bahia, Brazil, 3,390 miles. June 1929. —Armona Lotte, Jean assolaut and Rene Lefevre. Maine, L'nited States, to Santander, Spain. FAILURES AND TRAGEDIES In the following list the failures, including the losses, are given in company with those Atlantic flights which were taken in stages: May, 1919. —Harry Hawker and Commander Mackenzie Grieve, R.N., St. John’s, Newfoundland, to point in sea 750 miles from west coast of Ireland, 1,100 miles. May. 1919. —Lieutenant-Commander A." C. Read. Trepassy, Newfoundland, to Lisbon, via the Azores. First time tho Atlantic was actually crossed by air. „ ~ . , March, 1922. —Commander Cabral ami" Commander Coutinho (Portuguese), Lisbon to Brazil, via Canary and Cape Verde Islands. January, 1926. Commandante Franco arid two Spanish companions, Canary Islands to Pernambuco, Brazil, via Fernando Xoronha Islands. February, 1927. Marchese de

Pinedo, Cape Verde Islands to Pernambuco, via Fernando Xoronha Islands. March, 1927. Lieutenant-Colonel Sarmento Beires (Portuguese), Bissagos Islands, Portuguese West Africa, to Brazil, via Fernando Xoronha Islands. May, 1927. —Nungessor and Coli, Paris, for New York, lost at sea. August, 1927.—Princess Lowenstein Wertheim, Colonel Minchin and Captain Hamilton, Uphaven, Wiltshire, for Ottawa, lost at sea. September, 1927. —Lloyd Bertand, James Hill and Phillip Payne, Maine for Rome, failed. September, 1927- —Captain Tullv and Lieutenant Metcalf, Newfoundland for London, failed. October, 1927.—Miss Ruth Elder. Long Island to point 350 miles off Azores, 2,600 miles non-stop. Rescued by steamer. December, 192 7. Mrs. Grayson, America for England, lost at sea. March, 1928.—Captain II inch cl iff e and the Hon. Elsie Mackay, Cranwell for New York, lost at sea. August, 1928.—Bert Hassel and Parker Cramer, Illinois to Stockholm. Sweden, in three hops. Lost on second stage to Greenland. October, 1928.—Commander 11. C. MacDonald, Newfoundland for England in a Moth, lost at sea.

DAIRY PARLIAMENT

FARMERS DISCUSS MANY PROBLEMS RECEPTION AT HAMILTON From Our Own Correspondent HAMILTON, Tuesday. Decisions of considerable importance to the Dominion will be made in the next few days by the annual conference of the National Dairy Association, which opened at Hamilton today. There are more than 500 delegates attending from all parts of the Dominion, and the dairy parliament is recognised as being the largest and most important ever held. A civic reception was accorded the delegates by the Mayor, Mr. J. K- I* o\\. and members of the borough council, at tho opening this morning. Most of the morning was occupied in a review of the industry by Mr. A. Morton, the president, and by discussion on the annual report and balance sheet, which, were published some weeks ago. This afternoon the conference went into committee on reconstruction proposals, which involve the conversion of the association into a limited liability company. This evening was given over to a social at the Winter Show Hall, while a proportion of the delegates attended the annual meeting of the New Zealand Co-operative Rennet Company. During the week the knotty problem of cheese manufacture will be discussed, and the conference is expected t.o express an opinion on this question. There are a largo number of remits affecting tariffs and legislation, while a good deal of time will be devoted to addresses by leading dairying authorities. One of the remits suggests the abolition of the Dairy Control Board, and the delegation of its powers to the association. At the conference opening, Mr. Morton read the following telegram from the Governor-General, Lord Blodisloe: “You have my best-wishes for the success of your annual conference. I trust that it may help to stimulate the spirit of progress in all that concerns the dairying industry, and promote the application of science to dairy practice, so far as it can be proved to be of economic value.” Reference was made by Mr. Morton to the death of Mr. J. G. Harkness, an old member of the association, who for many years was chairman. A motion of sympathy with the late Mr. Harkness’s relatives was passed. TARIFF ON MACHINERY A strong attack on protective duties which hampered the industry was made by Mr. Morton in the course of a comprehensive survey of the season and industry* generally. “It is regrettable that at present the tariff on dairy machinery is looked upon by the Government more in the light of a revenue-producing means than as an assistance to local industry,” he said. “On some of the machinery imported, as much as £IOO impost has been placed. This should not be in an industry which depends for the sale of its products entirely upon the markets of the world.” It seemed to the speaker absolutely unfair that the industry should be penalised by having to pay this excessively heavy duty. It did not appear, from the financial prospects of the Dominion, that any relief could be expected in this direction, although the association would continue to make representations to the Government on the question. He also criticised the action, of the Government in allowing heavy tariffs on imported stock foods, some of which were unobtainable owing to the impositions. With the dairy industry in its present position, witli the great drop in prices, and with prospects of a rise not very bright for some years to come, dairymen were forced to turn their attention to by-products. Here, again, however, they were confronted with the impossible position regarding stock foods, which prevented them making pigs a payable sideline. “The position is iniquitous,” Mr. Morton declared feelingly. “No protection or assistance whatever is given the dairy farmer, who nevertheless has to face the world’s competition. Secondary industries are receiving a measure of protection which the farmers consider is too great. The farmers have to pay all along the line.” Some interesting figures to demonstrate the growth of top-dressing were given by Mr. Morton. In the Auckland district, 586,000 acres had been topdressed; in Taranaki, 337,000 acres; Wellington, 291.000 acres; Hawke’s Bay, 111,000 acres: and GisbortTe, 35..000 acres. It could thus be seen that in the Auckland district the area top-dressed was greater than the Wellington, Hawke’s Bay, and Taranaki districts put together. The statistics, moreover, showed that the area topdressed was, proportionately, twice as much in Taranaki on the acreage basis as in the Auckland Province. Ho also referred to the greatlv increased importations of manures, which had been reflected in increased production. la 1919 there were 76,950 ton f manures imported, compared with 362,000 tons last year. Many of the imported manures were in the foi m of raw material, to be manufactures into manures in the country. Liberal use of manures, just like herdtesting, was a highly payable proposition, and bound to give the farmer ampJe return for the expenditure made. Phe report and balance sheet were adopted. The following directors were reelected: Auckland, Mr. E. S. Tremaine - Taranaki, Mr. A. Morton; Wellington, Mr, J. G. Brechin.

APPEAL BOARD

FINISHED AT AUCKLAND After dealing with about a dozen cases in Auckland, the Post and Telegraph Appeal Board left for Palmerston North last evening. After sitting at Palmerston North, the board will travel to Wellington and complete its sitting at Christchurch,