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Evening star. [volume] (Washington, D.C.) 1854-1972, May 27, 1929, Image 5

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Robbins and Kelly Little Im
pressed by Own Diary
on Endurance Hop.
Special Dispatch to The Star and the North
American Newspaper Alliance.
FORT WORTH. Tex., May 27.—From
the mechanical routine of railroad shops
and the open life of a Texas cattle
range to international fame in having
established the world flight endurance
record is the story that was dramatical
ly climaxed yesterday afternoon when
Reg Robbins and Cowboy Jim Kelly in
their monoplane dropped to earth.
They landed at 4:05 p.m.. Fort Worth
time, and were aloft 172 hours and 32
minutes, almost 22 hours longer than
the Question Mark.
The chief preparation for the flight
Was overhauling the ship.
There wasn't any bother about finan
cial backing. They didn't have any.
It was Reg's ship and Reg’s big idea
and that was about all he and his co
pilot needed. They made arrangements
for gas and oil and for food. They
took the necessry steps to make the
flight legal. And then they went up.
They went up to stand the strain of
keeping a ship aloft for at least 150
hours, with the monotonous sound of
the motor beating into their brains.
Kelly Greased Rocker Arms.
They went up to keep alert for days
with only a few hours’ sleep nightly
snatched in a hammock that rolled
around one like a diver’s suit, espe
cially after Kelly nearly broke a rib in
falling from the hammock on the floor
in a space three feet square. They
took to the air to run the risk of having
to abandon a ship with a burned out
No one has ever proved just how long
• motor might run. They left the
ground, trusting to a steady nerve, ex
pert piloting, and a knowledge of the
ship to save them from crashing in
midair when the ticklish job of refluel
ing was executed and to luck to keep
them from spinning to earth in flames
during the same process.
Kelly took some extra chances, served
tip as a side dish to the list above. He
had to climb daily out of the cockpit
and make a hazardous journey over a
narrow cat walk with only a few planks
between him and the checkered green
earth, hundreds of feet below, to grease
the rocker arms. They might have used
mechanical devices that would have
been less efficient, but they were going
to stay “until they busted something
besides a record.”
Furthermore, Kelly had a wife, a
bride of six weeks, whom he left down
on the ground when he went up. The
ranks of the long-time married will
now smile a broad grin, but Kelly miss
ed that girl. There was a love story in
a magazine in the ship, and before the
flight was well underway, Kelly had
read it through twice, according to the
testimony of notes Robbins dropped
Once Robbins wrote, “I’m afraid I
can’t stay up much longer. Kelly has
a parachute and is thinking of his wife.
I can’t refuel alone.”
Little Impressed by Daring.
Many notes in a similar facetious
tone indicated that the flyers were little
impressed with their own daring. They
wrote humorously of the eccentricities
of the hammock, of the temperature in
the clouds and gratefully of the fried
chicken which was lowered to them
daily. One note read:
"I am wondering how I can divide
this time up and sell it for passenger
hops, like the farmer sold the old well
for post holes.”
Ayain: “4,400 feet over Dallas, Just
foolin’ around. Some one from Love
Field Just came up to look us over.”
After one of Kelly’s visits over the
cat walk this note came down: “Every
once in a while I think I smell meat
frying. I look and Jim will show me
the back of hip hand where he hit the
exhaust pipe, which is red hot all the
Admit They Were Tired.
Their confidence in their ability to
break the record was demonstrated
when Cowboy Kelly wrote a note say
ing: “Will stay up until we break some
thing besides the record.”
Eventually notes began to come down
Intimating fatigue on the part of the
flyers, but they stuck. At the same time
they admitted they were "a little tired.”
* They reiterated their determination to
stay up there as long as there was a
revolution left in the engine.
Saturday night they had beaten all
records in the world for sustained
flight, still roaring through the skies to
answer the famous interrogation first
suggested by the Question Mark. One
a mechanic who dreamed of flying
while in the shops of a railroad and
the other a cowboy who watched ships
floating over West Texas plains from
the back of a cow pony—Just two
young aviators with a dream and
plenty of grit, and they beat the whole
(Copyright, 1929. hr North American News
paper Alliance.)
Flyer Seeking Solo Eecord at Los
Angeles to Hake Another
Start This Week.
By the Associated Press.
LOS ANGELES. May 27 An at
tempt to break the solo endurance
flight record, started Saturday morning
by Herbert J. Fahy, ended here yester
day after 21 hours 16 minutes in the
air. Fahy, a test pilot for the makers
of the Locheed-Vega plane, said a gusty
wind rolled banks of fog in upon him,
forcing the descent.
Fahy said another start would be
made this week, probably tomorrow.
The record, 35 hours, 33 minutes, 21
seconds, was made by Martin Jensen in
New York recently. Lockheed Co. of
ficials explained that stipulations of
the Insurers of the plane for the flight
had obligated Fahy to remain in the
vicinity of the Los Angeles Metropoli
tan Airport throughout the night, pre
venting him from moving away to avoid
the wind and fog.
Montgomery County Home Club
Members Make Annual Trip.
Special Dispatch to The Star. '
ROCKVILLE, Md„ May 27.—Under
the leadership of Miss Blanche A. Cor
win, home demonstration agent for the
county, five busloads of Home Demon
stration Club women, approximately 140
m all, left various parts of the county
this morning for their annual sight
seeing trip to Washington.
Their first stop was at the Washing
ton Cathedral and from there they
went to Arlington Cemetery, Arlington
Farms and Rose Gardens, Bureau of
Engraving and Printing and United
States Agricultural Department. A
group dinner was held in Washington.
Gov. Byrd Attends Church.
cial). —Gov. Harry Byrd occupied
Spots wood’s celebrated canopied pew in
Bruton Church yesterday morning,
attending church with his stall upon
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The monoplane Fort Worth, which established a new air endurance mark, being
refueled near the end of its history-making flight.
Flight Ends in 173 d Hour.
Blade Cracked by Striking
Belt Buckle.
(Continued From First Page.)
of three Frenchmen, is headed for
Paris. The American plane, Green
Flash, manned by Roger Q. Williams
and Lewis A. Yancey, is bound for
Flyers Divide Credit for Feat as Each
Praises the Other.
FORT WORTH, Tex., May 27 UP).— '■
Having added almost a full day to the
world endurance flight record, R. L.
Robbins and James Kelly eschewed the
admiration of the Nation and slept to
day while experts made a careful ex
amination of their single-motored mon
oplane Fort Worth, which they brought
to earth yesterday after soaring almost
seven and one-half days.
The two pilots, one an ex-cowboy, the
other a former railroad mechanic, :
added a new line to the illustrious rec->
ord started by the Wright brothers’
one-minute flight at Kitty Hawk, N. C.,
in 1903, by keeping the Fort Worth aloft
in good and bad weather for 172 hours, i
32 minutes and 1 second. The record
beats the mark of 150 hours, 40 min- ]
utes and 15 seconds made by the Army
monoplane, Question Mark, by 21 hours, i
51 minutes and 59 seconds. The Army
plane had three motors, a crew of five
men and an expert ground crew.
Kelly Just Off Ranch.
Robbins has had six gears’ experience 1
as a flyer, but Kelly came off the ranch
only a year and a half ago and a course
in flying which he took technically
ended in April, although his skill gave
him a job with the Texas Air Trans- 1
port Corporation long before that time. !
The two flyers divided credit for the
success of their flight. Kelly pointed
out that Robbins' ability to get the most !
out of the motor, without straining it, ;
was largely responsible for its perform
ance. Robbins attributed a large share !
of their success to the intrepidity of ;
Kelly, who frequently crawled all around
the hood of the plane to grease the
valve rocker arms. The Question Mark :
was brought to earth by valve trouble.
Accident Forces Down Ship.
It was on one of these trips to grease
the valves that Kelly had an accident
which eventually forced the plane down.
A loose buckle on his safety belt knicked
both blades of the propeller. During
Saturday night’s rain moisture pene
trated the scar on the blades and caused
the propellor to swell and split.
Shortly after noon yesterday the pilots
dropped a note saying the propellor was
vibrating badly and that they would 1
have to descend soon. They kept the ,
plane in the air, however, until a mo
ment after 4:05 p.m. They decided that '
the risk of the propellor flying to pieces i
and perhaps causing them to crash was i
too great. Robbins made a perfect
landing. <
Crowds Crush Plane.
The plane had scarcely touched the i
ground before the enthusiastic crowd,
sloshing through mud was upon it. A
fence, a cordon of police and a spe
cial guard around the plane wilted be
fore the rush. The special guard was
crushed back against the fuselage and
the committee of 100 which was to greet ,
the flyers had to take Its turn with the !
other spectators. Some semblance of
order finally was obtained and Mrs.
Robbins and Mrs. Kelly were carried to
the plane over the heads of the crowd.
Police and volunteers fought the
crowd back inch by inch as the plane
was brought up to the line. The jam
! in front of it was so tight that many
daintily shod women lost their shoes
and went home with their hose and
dresses covered with mud.
Content to Grin Joy.
The flyers had very little to say. They
were slightly deaf and contented them
selves for the most part with grinning
happily at the news reel cameras and
the crowds.
Each of the pilots won a total of
$l,lOO from several air transport com
panies and a purse of $15,000 is being
raised for them by the Fort Worth As
sociation of Commerce.
Tomorrow they will attend a banquet
given in their honor by 1,000 local citi
The plane used I<£lo gallons of gaso
line on the flight and It is conservatively
estimated that it traveled more than
10,000 miles.
Speak Over Radio.
Before starting the long sleep they
have been looking forward to all week,
they, Robbins and Kelly, spoke briefly
over the National Broadcasting Co.
hook-up through WBAP, the Fort
Worth Star-Telegram’s station.
Robbins declared that much of the
credit was Kelly’s, but that neither of
them had faced any more difficult situ
ations on their flight than hundreds of
commercial flyers face daily.
Kelly dwelt upon his experiences in
the cow country. Both praised K. K.
Hoffman, and H. S. Jones, the refueling
pilots, for their co-operation. Hoffman
and Jones also spoke and Lady Mary
Health. English flyer, said a few words,
as did the wives of the flyers.
Although there is no doubt but that
the record will stand, it will not be
come official until the barograph car
ried in the plane has been calibrated in
Washington and photostatic copies of
the graph certified to the National Aero
nautical Association.
Dessau Pilot Believes He Reached 41,000
Feet in Junkers Plane.
'"‘DESSAU, Germany, May 27 C4 3 ).—A
German air pilot, Willy Neunhofer, has
; reached what he believes to have been
; a height of 41,000 feet, just less than
eight miles, setting a nqw world altitude
l record.
, -- if allowed. by .ihe Interna-.
N. A. A. Congratulates
Two Texas Flyers on
Record Airplane Hop
The National Aeronautic Asso
ciation took official cognizance
of the feat of R. L. Robbins and
James Kelly, Texas flyers, today,
when the following telegram ad
dressed to them was sent by Sen
ator Bingham, president of the
National Aeronautic Association.
"The National Aeronautic As
sociation sends its heartiest con
gratulations to you on the occa
sion of your magnificant flight.
You have brought great credit to
your State and city, to the Amer
ican aircraft industry, and above
all, to yourselves,
tional Air Federation, betters the recog
nized altitude record of Lieut. A. Soucek,
U. S. N., who was credited with achiev
ing a height of 39,140 feet in a Wright-
Apache biplane on May 8.
First Attempt Foiled.
Neunhofer spent 2 hours and 20
minutes in the air. On his first flight
he climbed to a height of 35,080 feet,
and his oxygen tube burst. He lost con
sciousness, and his plane started in a
dive toward the earth. When he had
dropped to within two miles of the
earth, he regained consciousness and
pulled his plane out of its spin in time
to land safely.
His oxygen tube was repaired, and
he tried again and succeeded. His pur
pose was to test the effects of rarified
air and cold on his motor and fuel.
He used a Junkers monoplane of the
Bremen type.
Neunhofer credited the safety appa
ratus on his plane with saving him
when he lost consciousness on his first j
altitude attempt.
“My hand must have automatically
pressed the safety button on the steer
ing wheel,” he said. “That cut off the
motor and the Diane glided in a light
ning descent for 7,000 meters. When I
recovered consciousness, my hand lay
loosely on the wheel. I realized the
situation, gave the motor the gas and
was able to land as if nothing had
Cold Freezes Eye Shut.
Describing his second flight, he said:
“I wore only a flying suit and a fur
coat, but no glasses, as they would be
clouded by the cold at a great height.
I climbed to the 11,000-meter mark
(approximately 34,220 feet). Then
came the hardest moments for me. In
the tremendous cold —55 below zero cen
tigrade—the tears forming froze and
one eye closed. Then the 12,000-meter
mark was reached. The air was thin
ner and breathing grew more difficult.
I scarcely know how I made It, but the
meter mark finally showed 12,500 (ap
proximately 41,000 feet), I knew that
I had teached the goal of a world rec
ord for Germany, stopped climbing and
in an instant shot down in a marvel
ous experience—the glide to the earth.”
Plane Up More Than 40 Hours in
Endurance Attempt.
MINNEAPOLIS, May 27 UP).— Better
than 40 hours of continuous flying had
been marked up by the single-motored
monoplane Miss Ranger as she soared
over Minneapolis early today in an
attempt to break the record of the Fort
Notes dropped by the pilots. Gene
Shank and Owen Haugland, indicated
(hat all was well, allaying fears that
Sunday's heavy rain and the resultant
fog might have impaired the efficiency
of the motor.
The endurance flyers took on fuel
and food twice Sunday, both operations
being performed without a hitch. They
arrived above the Robbinsdale Airport
at 1:40 p.m., Sunday and after flying
above Minneapolis for several hours
returned to the airport for the first
refueling contact.
The ship took off from the Wichita,
Kans., field shortly before 9 a.m.. Satur
day. She spent the day and Saturday
night cruising about the vicinity and
departed for Minneapolis at 7:15 a.m.,
Sunday. The supply ship, manned by
O. H. Harrah and Verne Nelson, fol
lowed a short time later.
Haugland and Shank plan to fly over
Minneapolis for two or three days and
then proceed to Ranger, Tex., after
which the ship is named. If she con
tinues to function satisfactorily, they
then plan to return to Wichita, where
the flight is to be finished.
Declares They Are Partly Respon
sible for Disrespect Shown
Prohibition Laws.
Responsibility for much of the dis
respect shown toward the prohibition
laws was laid partly at the doors of
“wet newspapers” by Bishop James
Cannon, jr., of the Methodist Episcopal
Church South, in an address yesterday
before the Citizens’ Service Association
at Foundry M. E. Church.
Bishop Cannon scored “the leading
metropolitan dailies, especially in the
cities with large foreign-born popula
tion,” for making “a determined war
fare to break down the morale of sup
porters of prohibition.”
“But the President has not yielded to
this doctrine of defeatism so widely ad
vocated by the metropolitan press,” he
Rev. Dr. William S. Abernethy. presi
dent of the Citizens’ Service Associa
tion, introduced Bishop Cannon, who
was followed by two other advocates
of law enforcement, United States At
torney Leo A. Rover and Representative
Stalker of New York, co-author of the
Jones-Staiker liquor law.
With passage of the Joncs-Stalker
bill, the New York Representative said,
he was convinced the laws were suf
ficiently strong to enforce prohibition
effectively. Every election has been
more dry than the previous one, he de
Mr. Rover termed the local law en
forcement outlook as “promising and
cheerful” and pledged his co-operation
In prosecuting offenders.
President Joins Presbyterian
Congregation in Paying
• Tribute to Lincoln.
President r.nd Mrs. Hoover were
among the hundreds of persons who
yesterday knelt in respect to the mem
ory of a great President, as the Lincoln
Memorial Tower on the New York Ave
nue Presbyterian Church was formally
The President and Mrs. Hoover were
seated in the same pew which Lincoln
occupied more than half a century ago
during the dark days of the Civil War.
This is the only one of the original
pews which has been preserved, and it
is occupied only on state occasions.
The tower, with its floodlights, chimes
and clocks, is a gift of the Lincoln
Distinguished Guests Listed.
Among other distinguished guests at
the dedication services were Secretary
of State and Mrs. Henry L. Stimson.
Secretary of War and Mrs. James Good
and Dr. Hubert Work, chairman of the
national Republican committee.
Rev. Dr. Joseph R. Sizoo, minister of
the church, preached at the morning
service on the "frontier virtues” of sim
plicity, steadfastness, honesty and kind
liness personified in Abraham Lincoln.
He took as his text the Biblical quota
tion, “And the Lord came down to
see the tower which the children of
men had builded.”
Dr. Sizoo emphasized the dominance
of spiritual values in leadership. "The
history of all civilization throughout
the ages,” he said, "establishes that the
seed of national decay is planted when
people turn their backs upon their God.
Symbol of a New Vow.
"Rome pointed to her pow'er; Greece
to her culture; Venice to her sails, and
Babylon to her gardens. All of these
great empires have passed. We dedi
cate this tower today as the symbol of a
new vow that this Nation shall never
forsake its God.”
At the early morning service the Sun
day School united in a pageant dra
matizing the 126-year history of the
church, which was established in 1803.
John Quincy Adams was one of the
original trustees. Its roll bears the
nSmcs of these seven Presidents: Adams,
Fillmore, Jackson, Pierce, Harrison,
Lincoln and Johnson.
Dr. Gurley's Family Represented.
Two grandsons of Rev. Dr. Phineas
D. Gurley, minister of the church while
Lincoln was a member of the congrega
tion, were present at the services yes
terday. They are Rev. Alvin B. Gurley,
assistant pastor of the Second Presby
terian Church of Philadelphia, and Rev.
Richard H. Gurley of St. Martin’s Rec
tory, Radnor, Pa.
Rev. Richard Gurley made a short ad
dress, complimenting r;ev. Dr. Wallace
Radcliffe. pastor emeritus of the church.
He also told of the Sunday school as
it was when he attended as a small boy.
Dr. Sizoo, in speaking of President
Lincoln, told of one incident when Dr.
Gurley announced to the
that the church would be closed
so it could be converted a tem
porary hospital for wounded Union sol
diers. President Lincoln, who was in
the congregation, arose in his pew and
"Dr. Gurley, we are too much in need
of this church these days; we cannot let
it be closed. I countermand the order.”
Dr. Radcliffe's Sermon.
Walter C. Clephane, Washington at
torney, presided at the evening session.
Dr. Radcliffe, in a short sermon at this
service, touched upon the history of the
church, and dealt generally with spirit
ual history.
“This was the first Presbyterian
Church in the Capital,” he said, "and
was founded by a small group of Scotch
under the leadership of a Dr. Lawrence.
This church stands conspicuously as
the church of the people. It is a church
of the Presidents, but is also the church
of the poor and uncared for, and the
Presidents who have attended here
would invite the poor into their pews
to worship with them.
"Lincoln, every time he sat here in
his pew, heard the call of the church.
In the darkest days of the war he turned
to the church for his spiritual guidance
and comfort.”
The new spire is capped by a large
silver ball. Its converging r/des are
made of an especially prepared silver
glass, illuminated from the inside at
night, "to cause men to lift up thine
eyes to God.”
The belfry contains a set of West
minster chimes and four illuminated
clock dials are set up in the facades of
the square Colonial base of the spire.
Planes leave Cumberland.
CUMBELAND, Md., May 27 (Special).
Fifteen Keystone private twin-motored
bombers forced down here two weeks
ago by weather conditions, took off this
morning after having been forced down
again yesterday by rain. They were
nearly out of fuel when they arrived.
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Lightning Flashing by Side of
Plane Caused Worst
Scare of Flight.
(Continued From First Page.)
air was smoother and neither of us are
susceptible to airsickness.
Our future plans are at present rather
vague. We have received offers of con
tracts of many types, including several
vaudeville contracts.
Flying is our game, though, and that
is what we are going to stick to. We
have no intention now of signing show
contracts, regardless of the financial in
We feel that we have been amply re
paid by one fact of our flight alone.
That is the endurance qualities and
airworthiness of a single-motored ship.
When plans for our flight were in the
preliminary stage a tri-motored plane
was considered. This plan was dropped,
though, as we felt our chances for suc
cess were greater in the type of ship we
were both accustomed to handling.
This is not intended as any reflection
on tri-motored jobs. Their capabilities
are too well known. We spent a lot
of time studying the facts about the
Question Mark flight and reached the
conclusion tfcat success was as probable
with one motor as with three, if the
load the tri-motored plane carried was
so heavy that two motors would not
keep it up.
Particular study of the rocker-arm
troubles of the Question Mark was
made also. The rocker arms on our
motor were greased twice daily. No
other work on the motor was necessary,
although we were prepared to replace
spark plugs if necessary, or change
other engine parts.
One Set of Spark Plugs.
One set of spark plugs carried us
through the flight. No other part of
the engine was badly worn and when
we came down today our motor was
gone over and declared to be in excel
lent condition by E. M. Walsh, engine
expert from the Wright Aeronautical
The linen was somewhat frayed on
parts of the plane, but the covering was
not in bad condition. The ship was
recovered with new linen in preparation
for flight.
The Ryan brougham in which we
made the flight, was rebuilt according
to our own ideas of aviation engineer
ing. The roof was removed from the
back half of the cabin in order to make
refueling easier. The funnel, connecting
with the extra gasoline tank which
occupied the middle section of our Fort
Worth, was on the right side of the
ship. It was on the outside of the ship.
We considered this safer than to have
the funnel in the center of the ship.
One of the gravest dangers in a flight
of this kind is the possibility of fire.
We had to exercise unusual care in
preparations for refueling as well as the
actual process of transferring gasoline
from plane to plane for that reason.
Generation of electricity either from
the propeller or from friction was
guarded against by a copper ground
wire attached to the refueling hose and
clamped to the funnel during contact.
K. K. Hoffman, pilot of the refueling
ship, and H. S. Jones, co-pilot of the
ship, deserve much of the credit for
the success of our flight. Their iron
nerve and remarkable piloting skill were
responsible for 17 successful refuelings.
Ten or fifteen gallons of gasoline’ was
spilled once when we failed to make
contact because a rag stuffed in the
refueling funnel had not been removed
before contact was made.
The last refueling, this morning, was
accomplished in a driving rain. We are
not sure but believe this is the first
time an airplane has ever been refueled
in midair during a rainstorm.
The refueling ship, which was also a
Ryan brougham, had a hole in the bot
tom of it through which Jones dropped
the hose. This hose was 37 feet in
length. Contact was usually made by
using only 20 feet of the hose. Several
times only 10 feet of the hose were
We refueled three times daily during
the flight, with the exception of one
day, when our reserve supply of gaso
line was so high that we refueled only
once. Early morning and early evening
were the hours we chose for this deli
cate and dangerous operation.
The air is smoother at that time, and
there is less danger of pianes being buf
feted by air “bumps” while flying close
together. In the morning, usually
around 6 o’clock, we took on 110 gal
lons of gasoline. At night, in two con
tacts, we would take 130 or 140 gal
lons. Four and one-half gallons of oil
were given us twice daily.
Got Food With Fuel.
With the oil we got our food, letters
and other supplies, which were lowered
in a canvas sack dropped by the re
fueling ship immediately after the re
fueling contact was broken.
Hoffman had worked out a definite
set of signals with us, and the refueling
was accomplished with almost clock
like precision. Some persons consider a
remarkable feature of our flight the
fact that the first transfer of gasoline
between our endurance ship and the
|sf)£ gening §flaf
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refueling plane was made after the
flight had been in progress almost 24
We did not consider this remarkable,
as we had full confidence in our ability
to perform the feat. The day before
the Fort Worth took off we practiced
the refueling contact three times with
Hoffman and Jones. However, no fuel
was actually transferred. We took off
with 250 gallons of gasoline, which last
ed us through the first night of the
: flight.
In case of an accident we agreed on
the procedure we were to follow. The
endurance ship was to pull to the left
and down while the refueling ship was
to pull to the right and up. In order
to fly close enough together to permit
refueling, in the air we had to obtain
a special permit from the Department
of Commerce. After an inspection of
the Fort Worth and the refueling ship
and an explanation of our plan they
waived their rule forbidding commer
cial aircraft to fly closer than 300 feet
Trip Something of a Lark.
Despite its serious nature, our flight
sometimes was more or less of a lark.
We wrote many notes and dropped them
to our wives and friends on the ground.
Before dropping notes we would circle
the municipal airport at a low altitude
to attract attention, and then on the
second trip over would drop the notes.
We carried a supply of small canvas
, sacks for this purpose. Strips of bed
' sheeting had been attached to the sacks
and the long streamers helped attract
\ attention to the messages, and also
| aided in their location after they fell
to the field.
The jocular tones of notes we re
; ceived while in the air helped us while
I away the time and keep our spirits up.
, Once we playfully tossed a loaf of bread
; to a visiting aviator and got a great
; kick out of his astonished look.
; During the daylight hours we flew in
; circles 100 or 200 miles from the
‘ municipal airport. At night we kept
closer to the field, and usually were
not more than five miles distant from
\ its floodlights.
| A supply of flares was carried in the
Fort Worth, but we preferred the safety
1 of a well lighted landing field in case
; of motor failure or any other sudden
1 and serious trouble. Altitudes during
the flight ranged from 500 to 10,000
In the morning and at night we flew
closer to the earth, due to favorable
; atmospheric conditions, but during the
heat of the day we maintained altitudes
of 8,000 to 10,000 feet.
Take 110 Gallons of Gas.
For refueling contacts we usually
sought an altitude of between 2,500 and
4,000 feet. About half of this altitude
would be lost during the operation.
Eight minutes were required for the
’ transfer of 110 gallons of gasoline,
while the two night loads usually were
taken on in contacts of three to five
. minutes each.
At the time of the take-off we had
' not secured the parachutes we had in
; tended to wear throughout the flight.
. Rather than delay the start of the ven
‘ ture we decided to go ahead without
the parachutes.
I The third day of our flight found us
still without parachutes. In the mean
i time we had realized that we were tak
ing an unnecessary chance and had
, dropped a request for the parachutes.
The task of greasing the rocker arms
i on the motor was particularly danger
! ous.
> To perform this task twice daily, it
. was necessary to crawl through a small
l window on the left side of our plane,
i There was no opening on the right side,
l and to grease the rocker arms on that
[ side of the motor the fuselage had to
. be mounted, in pony fashion. The one
? of us making the trip faced the pilot
i and. slid carefully across the motor to
• the right side of the catwalk. This op
i eration had to be reversed in order to
! re-enter the ship.
We are particularly grateful to Brig.
> Gen. F. P. Lahm, who was instrumental
■ in our securing, chutes. Lahm. who is
■ in charge of aviation activities for the
l Eighth Corps Area, volunteered to take
one of the "seat” type parachutes, which
5 had been secured for us. in exchange for
; a parachute which conformed to the
shape of the back. This was used by
1 the man on the catwalk and added to
his safety, as there was danger of the
1 “seat” type of parachute catching on
■ some part of the motor and opening.
‘ The day after our parachutes were de
-1 livered two more were sent up from
r Kelly Field at San Antonio for Hoff
-1 man and Jones to wear during the re
! fueling operation.
Another compliment we received from
> the Army was the personal note from
: Capt. Ira C. Eaker, the chief pilot on
" the flight of the Question Mark. Eaker
' came through Fort Worth twice during
• our flight and on his last trip stopped
long enough to send us a note wishing
[ us success. It made us feel good to
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know that Capt. Eaker was unselfish
enough to hope to see his own record
fall for the general advancement of
Our Jiving quarters during the trip
were confined to a space about 3 feet
square. That was living room, dining
room, bedroom, etc., during our more
than seven days in the air.
A dual control had been installed in
the back part of the ship for use during
refueling, but this was abandoned when
we discovered the ship was much easier
to handle with the regular control stick
in front. That space after the control
was removed made a comfortable cor
ner in which to rest when wc tired of
the Navy hammock slung across the in
terior of the plane.
Regular periods of rest were taken
by both of us. We each got four to six
hours of sleep every day and night of
the flight, with the exception of our
last night up. Stormy weather removed
all thoughts of sleep then.
Delicious meals were sent us twice
daily. We had hot meals every night
and during the day enjoyed hot coflee
or iced drinks from thermos bottles,
which were replenished regularly. We
both ate heartily and suffered no loss
of appetite during the trip. This and
the fact that we secured enough sleep
probably was responsible for our excel
lent condition at the end of the flight.
When we first started our flight we
had every reasonable confidence that we
would be successful. Naturally we felt
Every Wednesday, WMAL, 7:30 P.M.
Listen, Folks:
Decoration Day and the ' often" season'll
soon he here—time to get out and "dress us."
Any honest men can "dress us" on my Kauf
! man Budget Plan. Pay % cash. Balance in
10 weekly payments or 5 semi-monthly fay
. ments.
i Jes' defends on the way you get said.
P. S.—Shof early this week. We are
t closed all day Thursday—Memorial Day.
In view of May 30th—a Holiday
I Linen and Wool g port Shirts, $1.85
> .$3.95 to $5.95 White Ducks, $3.00
Sweater » $ 6 White Flannels.
Golf Caps.. .$1.95 SB.OO & $9.50
G ° lf sl°oo to $3.50 W^ i,e Slip-over
— ls ... sweaters, Sb.UU
Shirts, au Geste” English
$1.85 to $4.00 • Broadcloth Shirts
Thermo Knit or without
Suits $25 collar) $2.50
i J v
Sport Flannels $7.50 and $9.50
Sport Belts SI.OO and $2.00
Silk Neckwear SI.OO to $1.50
Panamas and Leghorns $5.65-SB.OO
Zephyr-weight Suits $16.50-$35
(Linen —T ropicals)
% *
of Style and Comfort i With 2 Pairs of Blue
$1.95 Trousers (or one Blue
QQ / and one White Flannel)
S j: $34-75
Panamas and Leghorns 1 _ . _ , ... ,
rorty-nve Dollars Worth
$5.65 SB.OO i| of “Suit”
f %
Featherweight Clothes are Ready
MOHAIRS $19.75, $22.50, $25
TROPICAL WORSTED ... .$25.00 TO $35
Money Back . \
mar am ■? - AAk r j
Utl. )
\IOOS ■ V: 1744 Penitta. Aye/
some apprehensions though. As we be
gan to approach various wvild records
for sustained flight we became more
determined than ever to stick it out if
humanly possible.
Our rebuilt monoplane has bettered
every world record for endurance flying.
We are proud of Its performance and of
our part in setting up a recod, which
we hope will aid in promoting public
confidence in air travel and the safety
and durability of airplanes.
No more endurance flying for us
At least, not for some time.
(Copyright, 1929. by North American News
paper Alliance.)
Engineers Send Recommendation to
Secretary Good.
The Army engineers’ report and rec
ommendation on the application of the
North River Bridge Co. to construct a
bridge across the Hudson River at Fifty
seventh street. New York City, have
been placed before Secretary Good, who
will announce his decision on the ap
plication Wednesday.
The petition of the New York & New
Jersey Bridge Co. to build a bridge at
Fifty-ninth street will be considered
separately from that of the North River
Co., in which the Baltimore & Ohio
Railroad is interested.

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