McCormick messenger. (McCormick, S.C.) 1902-current, September 23, 1937, Image 6
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McCORMICK MESSENGER, McCORMICK, S. C., THURSDAY, SEPTEMBER 23, 1937
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12 HOURS TO CROSS THE ATLANTIC
Great Flying Boats Blaze Trails for Regular Commercial Hops
Perhaps Soon to Follow; “Weather Man” Triumphs.
CROSS WEIGHT OF PLANE :
223/4TONS; LENGTH
OF FUSELAGE:66FT.GIN.
WING LENGTH: 118 FT.4IN.
FIXED ANTENNA
u.s.
REGISTRY
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r»IL TANH<5 AUTOMATIC ADJUSTING
CARRY PRGPEllORS
REDUCE
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GLARE
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hatch
CONTROLS
ATAUTIME5
TRAILING
ANTENNA.
RADIO 1
TRANSMITTING
INSTRUMENTS
RATIONS, LIGHT
SIGNALS.DRIFT
BOMBS AND
OTHER EQUIPMENT
RUBBER LIFE
RAFT WITH
CO, BOTTLE TO
INFLATE T
OFF WATCH
COMPARTMENT
COMPARTMENT
, BULKHEAD. ANY
TWO CLOSED
COMPARTMENTS
CAN KEEPTHE
SHIP AFLOAT
&
NAVIGATOR’S'rL?"-
OFFICE (FUEL
CYLINDERS
CARRY 1560
GALLONS OF
EXTRA FUEL
ANO
\ WINCH.
.RADIO V._
CONTROLTHE
MECHANICAL
OPERATION
FCOi FIRE
EXTINGUISHERS
FOR ENGINES
PONTOON TO ,
SECURE PLANES
LATERAL STABILITY
ON SURFACE
CRUISING RANGE AT 163.5 MILES PER HOUR .3,597 MILES.
AN ALTITUDE OF 20.000 FEET IS EASILY REACHED
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The drawing: is a self-explanatory cross-section of the Fan American Clipper III, America’s entry in the
race to establish a trans-Atlantic airline. The photograph shows the Caledonia, one of Great Britain’s
oceanic flying boats.
By WILLIAM C. UTLEY
S O COMMONPLACE have become the passings of the great
flying boats blazing the trail for a trans-Atlantic air mail and
passenger service that their arrivals and departures now
I rate only a short paragraph, buried on an inside page. But the
very fact that these operations have ceased to be news is, in it
self news. For it indicates that we may be not unduly optimistic
in anticipating regularly scheduled service over aviation’s tough
est sea route before the end of next year.
1 The consistent absence of incident^
in these experimental crossings is
not due to a phenomenal string of
good luck, nor to a long series of
coincidences. It is a direct tribute
to the meteorologist—the “weather
man.” For it is he who maps out
the course the craft shall follow.
Commercial flights over land are
made along regularly charted air
ways. These are marked by radio
beams and beacon markers whose
signals provide a “path” or a num
ber of “paths” from which there is
no deviation except under extraordi
nary conditions. Radio provides a
track through the sky; the fact that
thje track is invisible does not alter
the fact that it is there.
But for spanning the Atlantic
,ocean there is no definite, radio-
marked airlane. There is a “great-
circle” course which is the short
est distance between landing points,
but weather conditions prohibit its
being followed exactly in most
cases. The great circle course over
the Atlantic includes a non-stop
flight of some 2,000 miles. As far
as distance is concerned, this is not
as long a hop as the Pacific flight
from San Francisco to Hawaii,
which is 2,400 miles.
Leave Nothing to Chance.
The Clipper ships on the Pacific
route fly by weather maps, too. And
although the weather there is far
less turbulent than over the North
Atlantic, the Clippers, in two years
of flying, have followed the Pacific
great - circle course only three
times. They have flown the course
which follows the best flying weath
er, as forecast by the weather bu
reau. Crews are willing, even anx
ious, to fly a much longer distance
than the great-circle course if the
longer flight will insure favorable
winds, pleasanter weather and
speedier flying.
The ships most important in the
present pioneering are the Pan-
American Clipper III, and the Brit
ish Caledonia (the latter is now
supplemented by a sister ship, the
Cambria). Both have four engines
apiece. They have been carrying
large crews, each member a spe
cialist in some phase of flying, such
as navigation or communications.
They have transported more than
sufficient fuel supplies to take care
of errors in navigation or unex
pected and sudden weather condi
tions which were not likely to be
accounted for by their aerial weath
er map. If it is possible to fly the
Atlantic without leaving anything to
chance, that is what they have
done.
Preparing for the first trip across,
the Pan American meteorologists
reviewed 50 years of weather rec
ords over the Atlantic. From these
they drew average for seasons, for
months and even for days.
Meager first-hand reports were
forthcoming from weather stations
at Port Washington, N. Y.; Shediac,
New Brunswick; Bctwood, New
foundland; Reykjavik, Iceland;
Foynes, Ireland, and Southampton,
England. These formed the basis
for an estimation of upper air con
ditions.
How Crews Get Bearings.
For Trans-Atlantic flight commu
nications, Pan American has two
stations, one at Port Washington
and one at Shediac, from which
long-distance bearings can be made.
The British air ministry has sta
tions at Botwood and Southampton,
and the Irish Free State has one at
Foynes.
On each of the great flying boats
there is a smaller station. These
enable the crews to take bearings
on themselves from shore stations
or from ships they meet en route.
When a plane calls for bearings
the task requires plenty of dex
terity and co-operation from the
shore stations and the crew to get
them back in time to do any good.
These systems usually work in the
following manner: The radio on the
flying boat sends out a constant
stream of signals. These are picked
up by the shore station; the direc
tion from which they are coming is
determined from the movement of
the receiving station’s antenna. The
shore station then sends out a bear
ing. In the same way, the ship
gets bearings from one or more sta
tions. The spot upon which the
ship is flying is the spot at which
all the bearings cross.
It was indeed a triumph for com
mercial aviation that, in the first
flight, the weather and communica
tions plans worked out as well as or
better than expected.
On July 6, 1937, two flights were
completed. The Caledonia left
Foynes and landed at Botwood 15
hours and 3 minutes later. The Clip
per III made the crossing from west
to east in 12 hours and 40 minutes.
An “Uneventful” Journey.
Almost every prediction the mete
orologists made came true. Where
their maps had said there would
be wind and rain, the pilots found
wind and rain. Patches of fog were
in the sky where they were on the
map. It was said by the experts
that this was one of the most suc
cessful weather charts ever pre
pared for a great flying venture.
Radio communications worked out
beautifully, too.
Interesting were the different alti
tudes at which the two ships flew.
Capt. H. E. Gray, commander of
the Clipper, described his trip as an
uneventful one, and indeed a small
one, compared with some of those
to which he was accustomed above
the Pacific. He reported flying al
most the entire distance at 10,000
feet, with the clouds below them and
the sun shining brightly nearly all
the way after daybreak. He had
the advantage of a 25-mile tailwind.
The Caledonia fought an 18-mile
headwind the entire distance, mak
ing the whole flight through thick
clouds and occasional rain at 1,000
feet.
The two ships passed each other
when they were 67 miles apart. All
the way over the ocean they were in
constant communication with each
other. This was of great benefit,
for the skipper of the Caledonia
was .able to tell Skipper Gray what
kind of weather awaited him on
the last half of his journey, and vice
versa.
There is actually no direct com
munication from ship to ship, how
ever, any more than the crew of
one ship has ever actually seen the
other crossing the Atlantic. The
British and American flying radio
stations operate on different fre
quencies, so that all inter-ship com
munication must be accomplished
with relays through the shore sta
tions.
The difference in the flying times
of the two ships may be put down
to the prevailing westerly winds. It
is a simple matter to determine the
ground speeds (or in this case it
might be “sea speeds”).
The Caledonia, taking a course
south of the great circle, traveled
2,020 miles. Computed from elapsed
time for the flight, the ground speed
would be 133 miles an hour for the
trip. Adding to this the headwind
of 18 miles an hour, it is seen that
the average air speed would be 151
miles an hour.
Computing Comparative Speeds.
The Clipper III flew 1,995 miles in
an amount of time which would set
its surface speed at 157 miles an
hour. However, in computing the
airspeed, 25 miles an hour must be
subtracted for the tailwind, giving
the ship an air speed of 132 miles
an hour.
It may be seen that the Caledonia
was maintaining her calculated best
air speed of 150 miles an hour,
while the Clipper III was able to
throttle back, saving fuel and wear
and tear on its engines, while fa
vored by a tailwind.
It is apparent from the flights
completed this summer that the
route from Newfoundland to Ireland
will be ideal for trans-Atlantic fly
ing during the warmer months. But
the North Atlantic winter is a “hum
dinger,” and only time will tell what
freezing temperatures and ice will
do to the big ships. It will prob
ably be necessary to install de
icing equipment on all the planes
in regular service.
There are alternate routes which
may be more feasible in the winter,
and these will be tested in the
months to come. The most likely
is that from New York to Bermuda,
the Azores and thence to Southamp
ton. New York to London by way
of Shediac and Botwood is 3,417
miles; by way of the Azores and
Bermuda it is 4,865 miles.
One of the most important consid
erations in planning trans-Atlantic
air service is the carrying capacity
of the planes. Although the Cale
donia is allowed to load 45,000
pounds, its empty weight is 25,000
pounds, and it requires 19,000 pounds
of fuel and oil; thus only 1,000
pounds remain for crew, mail and
passengers. It is believed, however,
that the maximum load may be in
creased 5,000 pounds safely enough.
Considerably more “payload”
might be carried if the ships did
not need such heavy engines for the
purpose of getting them into the air.
The Germans have been experi
menting with flying boats which are
given a “boost” oh their way by
means of catapults, and have been
successful with ships up to 37,000
pounds. There are three of this
type now being used or under con
struction by them.
© Western Newspaper Union.
I IMPROVED*
UNIFORM INTERNATIONAL
UNDAYI
chool Lesson
By REV. HAROLD L. LUNDQUIST.
Dean of the Moody Bible Institute
of Chicago.
© Western Newspaper Union.
Lesson for September 26
GOD IN THE MAKING
OF A NATION
LESSON TEXT—Deuteronomy 8:11-20.
GOLDEN TEXT—Beware that thou forget
not the Lord thy God, in not keeping his
commandments, and his judgments, and his
statutes, which I command thee this day.—
Deuteronomy 8:11.
PRIMARY TOPIC—To Help Us Remem
ber.
JUNIOR TOPIC—The Giver of Gifts.
INTERMEDIATE AND SENIOR TOPIC—
God in the Making of a Nation.
YOUNG PEOPLE AND ADULT TOPIC—
God in the Making of a Nation.
God in the making of the nation of
Israel—this has been our general
subject for a number of months. In
this concluding lesson we meet up
with a solemn warning that even
though God’s mighty works have
been revealed on behalf of a people,
it is possible for them to become
proud and self-confident, forgetting
him whose they are and whom they
should serve, and perishing in their
rebellion and sin.
I. “Beware That Thou Forget Not
the Lord” (v. 11).
How could this people who had
come up out of slavery and been
led “through that great and terrible
wilderness” (v. 15), who had been
fed by God’s hand, who had re
ceived “water out of the rock of
flint,” who had become a great na
tion by his grace and blessing, now
forget God? It would seem unbe
lievable, did we not know ourselves.
We need this warning as badly as
Israel. Shout a stirring “Beware”
from coast to coast as this lesson is
taught, for America is forgetting
God. Space does not permit a re
view of the appalling facts here, but
they are enough to make one’s heart
sick with sorrow and fear for the
future of our nation.
II. “Lest . . . Thou Say • • . My
Power” (w. 12-17).
How trenchant and altogether fit
ting are the words of Scripture.
Nothing could describe our times
more succinctly and accurately
than v. 17. Men are glorying in
their ability to do things. Science
has made mighty strides forward.
Industry has brought forth so many
striking developments that a single
company is able to present as a re
flection of its own work a veritable
“House of Magic.”
We honor those who by skillful
hand and brilliant b: ain produce ex
cellent and thrilling results. But our
question is, “How many are there
who say, ‘God has done this thing.
He gave the strength and the skill.
His is the honor’?” Some there are
who thus recognize him, but they
are few indeed. Their name is le
gion who say in their heart, “My
power and the might of mine hand
hath gotten me this wealth” (v. 17).
God, forgive us, cleanse us, and
give us grace to walk humbly before
Thee!
III. “Remember the Lord . . . He
. . . GIveth Thee Power.” (v. 18).
Joseph Parker points out that a
deep conviction of the fact stated in
v. 18 “would turn human history in
to a sacrament.” He says, “What
a blow this text strikes at one of
the most popular and mischievous
fallacies in common life—namely,
that man is the maker of his own
money!” He makes a stirring plea
(see People’s Bible. Vol. IV. p. 188)
for bringing God, who has been
“crushed like a rose leaf in the
Bible,” out into the market place,
into the office and the warehouse,
for if man will make “his ware
house into a church” he will never
turn the church into a warehouse.
Would that we could once and for
all do away with all “Sunday re
ligion,” and bring the gospel of
grace and the laws of God into the
office, the factory, the school, and
the home, for every day and every
incident and transaction of life.
IV. “If Thou . . . Forget ... Ye
Shall . . . Perish” (w. 19, 20).
Reading this passage in the light
of our knowledge of what did hap
pen to Israel, we agree that the
warning was needed, even though
it was not heeded. Shall we then
dismiss the matter with perhaps an
expression of regret that they so
disobeyed God and missed his bless
ing? If we do we miss the most
important point in our lesson, for
the fact is that our nation is just
as dependent on God, and in just as
much danger of forgetting him and
perishing.
God punished even his chosen
people in the day that they forgot
him. Let not America think that
she will escape if she goes on her
way, forgetting God. We plead
again, as we did last Sunday, for a
deep going revival among God’s
people, and a renewed zeal for the
salvation of lost men and women.
Every Day
Happy and strong and brave shall
we be—able to endure all things,
and to do all things—if we believe
that every day, every hour, every
moment of our life is in His hands.
—Van Dyke.
Monuments of the Great
Monuments! what are they? the
very pyramids have forgotten their
builders, or to whom they were ded
icated. Deeds, not stones, are the
true monuments of the great.—Mot
ley.
Vying for Your Favor
/^NE, two, three smart frocks
on the line ready to go—shop
ping, kitchenwards, to the office
downtown. And as every woman
knows, a well stocked wardrobe
needs all three.
From Now On.
Says the jaunty model to the
left, “I can tell I’m gonna feel
well dressed in this little peplum
frock: ready for sports, a matinee
or dinner in town, and tjjje confi
dent high spirits my new lines
give make me sure that I will be
wanted at all three.
“I made my version of sheer
wool with a subdued herringbone
weave. It will be my number
one attire for a long spell ahead.”
One Who Knows.
Miss Keep-the-Home-Beautiful,
in the center, expresses herself:
“Even when I do housework I
like to look and feel fit.
“When I dash out to the store or
go across lots to the neighbor’s to
borrow an egg, I don’t bother to
change my dress bedhuse I have
the feeling I’m doing all right as
I am. I wouldn’t think of a new
season coming on without running
up a generous supply of crisp,
fresh dresses for myself. They
seem to set one right, you know,
and give you the spirit to pitch
into any day’s work like a cham
pion.”
The Last Word.
Miss Third Party goes in for
that new kind of glamour in the
simple model at the right. Says
she: “I feel that Fall is really the
season to step out and hob-nob
with Fashion and the Joneses.
This frock, which is my weakness
in plum-colored wool, was as easy
to make as it is to wear.
“Later on I’m going to have a
velvet version with short sleeves—
The Subconscious Mind
The expressions, conscious and
subconscious mind, are well de
fined psychological terms. The
subconscious mind may be defined
as anything that is neither in the
focus nor in the margin of the
consciousness (that is, that does
not receive attention and cannot
be regarded as a actual experi
ence of the moment) but which,
nevertheless, must be assumed to
be influencing the mind in some
way.
these slim lines and elegant shoul
ders were just made for this
queen of all fabrics—and evi
dently I go for things royal.”
The Patterns.
Pattern 1348 is designed in sizes
12 to 20 (30 to 38 bust). Size 14 re
quires 4Ya yards of 39-inch materi
al, plus 1% yards for contrast.
Pattern 1304 is designed for
sizes 34 to 46. Size 36 requires
3% yards of 35-inch material, plus
% yard contrasting.
Pattern 1374 is designed for
sizes 12 to 20 (30 to 38 bust). Size
14 requires 2% yards of 54-inch
material. With short sleeves, size
16 requires 4 yards of 39-inch ma*
terial, plus % yard for collar in
contrast. To trim the collar re
quires 4% yards of braid.
Send your order to The Sewing
Circle Pattern Dept., Room 1020,
211 W. Wacker Dr., Chicago, HL
Price of patterns, 15 cents (in
coins) each.
© Bell Syndicate.—WNU Service.
KEEP YOUNG
and Happy
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Genius in Enthusiasm I
Enthusiasm is the breath of ge
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