r
GROSS WEIGHT OF PLANE
22/4 TONS; LENGTH
OF FUSELAGE: 6BFT.GIN.
WING LENGTH: 118 FT.41N.
FINED ANTENNA
4. FOOT HIGH rs
UBLE RUDDER CARRY
GALLO
FLICHT OFFICER
TAKING SUN
\OBSERVATIO!
FAOM REAR
TRAILING
ANTENNA
INSTRUMENTS
RATIONS, LICHT
SIGNALS DRIFT
BOMBS AND
OTHER EQUIPMENT
OILTANKS
CARRY
18/2 CALLONS
EACH /
6.25
EACH
MASTER
NAVIGATORS
OFFICE
CYLINDERS
CARRY 1560
GALLONS OF
EXTRA FUEL
LEEPING
QUARTERS
COMPARTMENT
BULKHEAD ANY
TWO CLOSED
COMPARTMENTS
CAN KEEP THE
SHIP AFLOAT
ORS
TWO PILOTS AT
BLACKTO
On us REDICE
INEER §
GLARE
uN
NOL "ocama
FOR ENGINES
NTO
oceanic flying boats.
very fact that these operations
self news. For it indicates that
But the
have ceased to be news is, in it-
we may be not unduly optimistic
The consistent absence of inc
in these experimental
not due to a p
good luck, r
coincidencs
to the
1001)
18s a ‘gr
circle” : } the
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
although weather
less turbulent than over the N
Atlantic, the Clippers,
course which 1s short-
the there far
rth
great - circle course only three
times. They have flown the
whic h fo He i
er, as forecast by the
reau. ;
IOUS,
than
3 are willin
to fly a
fly much longer dist: e
if the
avorable
the great-circle
longer flight will
winds, pleasanter
speedier flying.
course
insure f
weather and
present pioneering are the
ish Caledonia (the latter is now
Cambria).
apiece.
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; Botwood, New-
foundland ; Reykjavik, Iceland;
Foynes, Ireland, and Southampton,
Englar' These formed the basis
an estimation of upper air con-
How Crews Get Bearings.
A $1 aes « fig
n lane calls for
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 th
following manner: The radio on the
flying boat sends out a
stream of signals. These are picked
up by the shore station; the direc-
tion from which they are coming is
determined
the receiving station's
shore station then sends out a bear-
ing In the same way, the ship
bearings
the
{ tions. The upon which
ship is flying is the spot at which
all the bearings cross
spot
| mercial aviation that, in the first
flight, the weather and commun
| tions plans worked out as we
{ better than expected
| On July 6, 1937,
completed The Caledonia
ded at
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
two flights were
Fevnes and lar Jotwood
| 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,
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-
any more than the crew of
one ship has ever actually seen the
crossing the Atlantic The
British and American flying radio
ns operate on different fre-
ter
. 80 that all ir ship com-
ymplished
* Air speed w
£5 an hour
Computing Comparative Speeds.
The Clipper III flew 1,995 miles in
an amount of time which would set
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
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 apparent from the flights
completed this summer that the
route from Newfoundland to Ireland
will be ideal for trans-Atlantic fly-
ut
aume
is
ing during the warmer months
North
Atlantic winter is a
and only time will tell what
i
and ice will
It prob-
to install de-
all the planes
ing temperatures
big ships
ably be necessary
icing equipment on
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.
donia is allowed to
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” on 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 cone
struction by them.
© Western Newspaver Union,
to the will
dA AAR AA AAA AAA AA
STAR
DUST
Movie « Radio
*
%%k% By VIRGINIA VALE %%%
326 20 20 20 20 26 2 2 26 2
20 2 2 0 0 2 0 2 6 2%
ADIO amateurs played a
big part in the preparation
of the dramatization of Peary’s
dash to the pole, presented re-
cently. If they had not come to
the rescue of the authors, Henry
have been a year or more be-
fore this program could have
been heard.
In dramatizing historical events it
is necessary to get permission of all
living participants to impersonate
them on the radio, and of Peary's
North Pole expedition Matt Henson,
the negro who was the only one to
accompany him on the final dash,
Capt. Bartlett and McMilien
Job
It was easy enough to locate Matt
Henson; he was right in New York.
But Bartlett and McMillen were of?
somewhere in the Polar
Lanier and Bunce appealed
rious clubs of radio amateurs and
for the short channels
were filled with calls to the two po-
seas.
to va.
days wave
lar exploration s}
munication w
surrounded by
squal ister ten-
ement houses. Back
to this neighborhood
Baby Face
Martin, a hunted
gang who had
left ten years before
and things begin to
p
via Sidney ar 1 Mc-
d, sir
comes
ster
Syivia Sidney
wd J
ipposed to be
of the pict:
logart as Baby Face
Trevor as the
hat are s
ire,
just take
*» and romp
It is nothing new for secondary
players to steal a show, You may
remember that it w in “Flying
Down fo Rio" in which Gene Ray-
mond and D del Rio
supposed to be the slars, that Fred
er Rogers scored
success that ma
most popular young
untry,
as
ores
were
Astaire and Ging
the knockout
them about the
couple in the cot
ie
_—
Fro
e nd
rked their way
i where they
“Va for Warners,
than he up and signed a contract
play at the Drake hotel in Chicago.
There he and his frenized cohorts
are working up new specialties,
madder than ever.
yn
When you see Metro-Goldwyn-
Mayer's “Madame X,"” you will see
a scene made under most unusual
circumstances. John Beal, making
voice and make-up tests when they
were getting ready to produce the
picture, ran through the biggest
dramatic scene, largely to see if
he had his lines all memorized, Aft-
er the picture was shot, some of the
staff were a little disappointed in
the way he played the courtroom
scene where he defends his mother.
Then they remembered the fest
shots—dug those out of the film vaults
and substituted them for the less-
spontaneous performance he gave
later.
0
Bg
r had he a
YWH »
rade rsity Show
3
VO
sa
carole Lombard is going to have
such fun in her next Paramount
picture, “True Con-
fessions.”” She plays
the part of a con-
firmed liar, such a
habitual liar that
she even confesses
to a murder that she
did not commit
{ J o hn Barrymore
will support her,
playing an eccentric
amateur detective
who falls for every :
false clue, and Fred Carole
| MacMurray will be Lombard
| the patient, long-suffering hero, who
is the victim of her weird false-
| hoods.
—e
ODDS AND ENDS. Greta Garbo has
become a Deanna Durbin fan . . . Glovia
| Blondell, sister of Joan, will make her screon
debut in “Accidents Will Happen.” For
a long time Warners would not give her
a job because she looks so much like Joan
they thought it might be confusing, but
they fina'ly gave in lest some other com.
pany take her . . . Rudy Vallee will film
“Howdy Stranger” for Warners this fall.
He wanted a part would permit him
to woar a stunning uniform, but Warners
convinced him that a cowboy suit would
be just as becoming . . . Frank Parker,
| who is a big radio favorite himself, played
| the role on the Broadway stage.
© Western Newspaoer Uidon.
!
{
|
|
i
From Now On.
he jaunty model
or dinner un
dent high 1
give make me sure ths
wanted at all three
made my version
} subdued herringbone
weave It will be my number
one attire for a long spell ahead.”
One Who Knows.
Keep-the-Home-Beautiful,
expresses herself:
of sheer
wool with a
1
in the
“Even
like t
center,
when
Said the toe to the sock:
“Let me through,
through!"
Said the sock to the toe:
“I'll be darned if I do.”
let
Plentiful
Ogdonelle—~Have you ever met
the only man you could ever be
happy with?
Sally—Oh, yes, lots of them.
Same Thing
Mrs nicher—Getting this $50
from my husband was like taking
candy from a baby.
Mrs. Snoach—Yes, he certainly
did put up a terrific holler.
Sr
The Last Word.
Partv g
; weakness
ored wool, was as easy
it is to wear,
“Later on I'm going to have a
velvet version with short sleeves—
and elegant shoul-
made for this
fabrics—and evi-
"
as
these si
ders were just
queer of
dently 1 go y
The Patterns.
Pattern 1348 is designed in
. oD nr 2 hired
12 to 20 (30 to 38 bust).
sizes
Size 14 re-
al, plus
1%: vards for contrast
Pattern
1304 is designed for
468. Size 36 requires
3 naterial, plus
d fo»
Giw
»
Coleman
HRI
THIN
you can have 2. Way
Heatiog Service
whenever you want
it. Open the Heat
Reflector Door and you get a faded come
fort sone of quick, healthful, radiant best.
Close the doors and you have = large
circulating throughout the room. Keeps
whole room cory and comfortable. Burne
low-cost fuel oil. Have your dealer show you
these Coleman Oil Heaters.
FREE FOLDERS — Send a postcard now!
THE COLEMAN LAMP AND STOVE CO.
Dept. WUBOZ Wichita, Kans.; Chicago, Hig
LIFE'S LIKE THAT
By Fred Neher