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CAPTAIN LINDBERGH'S OWN STORY.
THE GREAT NEW YORK TO PARIS -- FLIGHT.
"THE TRIP WAS MUCH BETTER THAN EXPECTED."
NOT LUCK-BUT THE BEST PLANE.
Captain Lindbergh, he hero of the New York to Paris flight, describes below, in his own words, his thrilling and historic udventure.
He makes it clear, with characteristic modesty, that he was at one period, while over the Atlantic, faced with such conditions that he was momentarily tempted to turn back, but with magnificent tourage he fought the snowstorm and won through.
Captain Lindbergh's story disposes ouer and for all of the idea that he is a lucky fool." It is apparent that he had studied his task carefully, that he had equipped himself thoroughly, that h faced the tremendous ordeal with skill, resource, and a stout heart, and that he won because he deserved to achievo victory.
The chairman of the St. Louis committee backing Captain Lindbergh states that before Lindbergh started on his flight he said that if he wore successful he would probably try to fly from America across the Pacific to Australia in two hops."
PARTS, May 22nd.
Well, here I win, in the hands of Ambassador Herrick, and from what I have seen of it I am sure I am going to like Paris.
It is not part of my plans to fly my plane back to the States, although that does not mean 1 have finished my flying career. If I thought that was going to be the result of my fight across the At- lantic, you may be sure I would never have undertaken it.
Indeed, 1 hope I shall be able to do some flying over hero in Europe that is, if the souvenir hunters left enough of my plane isat-night And, incidentally, that reception I got was the most dangerous part of the whole flight. If wind and storm had handled me as rigorously as that reception committee of 50,000 I would never have reached Paris, and would not be eating breakfast at three o'clock in the afternoon here in Uncle Sam's. Embassy.
Luck Not Enough,
There is one thing I wish to get straight about this fight. Thes call me lucky, but luck is not enough. As a matter of fact, I ind what I regarded," and still regard, as the best existing plane. to make the flight from New York to Paris. I had what I regard as the best engille, and I was equip- pet with what were in the circum- stances the best possible instruments for making the flight. I hope I nade good use of what I bad.
That landed with considerable petrol left ineurs that I had recall- ed that so many fights had failed because of a lack of fuel, and that was one mistake I tried to avoid. All in all I could not complain of the weather. It was not what was predicted. It was worse in soine places and better in others.
In fact, it was so bad once that for a moment there came over ne the temptation to turn back. But then I figured it was probably just bad bettind me as in front of me, so I kept on towards Paris.
Sudden Start.
As you know we that is, my ship and took off rather sudden ly. We had a report somewhere around four o'clock in the after noon before that the weather would be fine. So we thought we would try it. We had been told that we might expect good weather mostly the whole of the way, but we struck fog and rain over the coast not far from the start.
Actually, it was comparatively easy to get to Newfoundland. Really bad weather began just about dark after leaving Newfound land and continued untai about four hours.after daybreak. We had not expected that at all, and it sort of took us by surprise, morally and physically.
vain.
level.
lucky, but all the same I knew at every moment where I was going. The induction compass is based on the principle of the relations be tween the earth magnetic field and the magnetic field generated at the compass.
When the course had been sot no that the needle registered zero on the compass, any deviation would cause the needle to swing away from zero in the direction of the error. By flying the plane with the needle at an equal distance on the other side of zero for about the same time the error had been com mitted the ship was back on her track again. This inductor compass was so accurate that I really aceded no other guide.
Fairly early in the afternoon 1 aaw a fleet of fishing boats.
On
some of thein 1 could so no one, but on one of them 1 saw some men, and I flew down, almost touching the craft, and yelled at them, ask- ing if I was on the right rond to Ireland. They just stared. Maybe they did not liear me. Maybe I did not hear them. Or maybe they thought I was just a crazy fool,
An kur later I saw land. I have forgotten just what time it was. It must have been shortly before four passed over St. John's purpose o'clock. It was rocky land, and all ly, going out of my way a fewny studies told me that it was And it was Ireland. I aniles to check up. I went, right Ireland. through the narrow pass, going slowed down and flew low, low down low so that it could be de enough to study the land and be sure of where I was; and, believe initely established where I was at that hour. That was the last place me, it was a beautiful sight. It was saw before making through the the most wonderful looking piece of natural scenery 1 have ever beheld. open sea.
had made preparations in the After I made up my mind it was event of a forced landing, but after Ireland, the right place for me to 1 started I never thought much strike, rather than Spain or some about the possibility of such other country, the rest was child's landing. I was ready for it, but play. saw no use in thinking about it, I had the course all marked out inasmuch as one place would have carefully from approximately the been-about-us good or as bad as place where I hit the const, and, do another.
you knew, it is quite easy to climb over strange territory if you-bare good, maps and your course pre- pinred.
"Despite the talk about my peri- scope, I had no trouble with regard to visibility. The view I had on both sides was quite good enough for navigating the ocean, and the purpose of the periscope was never other than to be able to see an obstacle directly in front of me. The periscope was useful in start- ing from New York and in landing in Paris. Other than that, I used it very little
I kept a map in front of me, and instruments showed me practi- cally where I was the whole time.
Icebergs.
I flew quite low enough over Ireland to be seen, although up- parently no attention was paid to
me.
Close To Land.
I also flew low over. England, mounted a little over the Channel, and then came down close to land when I passed a little west of Cher bourg,
From Chelbourg I headed for the Seine and followed it, up stream, noticed it gets dark much later over here than in New York, and I was thankful for that.
What especially pleased me was the case with which I followed my course after hitting the coast of Ireland, and when I was about half an hour away from Paris I began to see the rockets and Verey lights sent up from the air fields, and I knew I was all right.
Shortly after leaving Newfound- land I began to see icebergs. There was a low fog, and through it 1 number of icebergs. observed a And then it began to get very cold. But I was rather woll prepared for cold. I had on just ordinary flying clothing, but I was down in the cockpit, which protected me, and I never suffered from the weather.
Within an hour after leaving the const-it became dark. Then 1 struck clouds, and decided to get over them. For a while I succeed ed at a height of ten thousand feet. I flew at this height until nearly morning, the engine working beau- tifully, and I was not sloepy at all. lights, but in the dark I could not 1 felt just like driving a motor over make out any hangars.
a smooth road, only it was casier.
1-saw-an-immense-vertical-elec-
trical sign which I made out to be the Eiffel Tower. I circled once und immediately aw Le Bourget, although I did not know at first what it was.
I saw the lot of
Then it began to get light and I sent Morse signs as I flow over the clouds got higher. I went un-the fields, the first time, but nobody der one and over some. There appears to have heard them. was sleet in all those clouds, and
The Only Mistake.
steet began to cling to the plane. The only mistake, I made in all That worried me a great deal, and my calculations was that I thought though about whether I shouldLe Bourget was north-east rather keep on or go back. And I decided than east of Paris, Fearing for a must not think any more about moment that the fields I had seen going back.
realised that it was henceforth only a question of getting there It was too far to turn back. The engine was working perfectly, and that cheered me.
100 Miles An Hour.
remember, I could not see the crowds were some other air fields. than Le Bourget, I flew back over Paris to the north-east, looking for Le Bourget.
I was slightly confused by the fact that whereas in America, when
I was going along, a hundreds ship is to land the beacone are miles an hour, and I knew that if put out...when the floodlights are the motor kept on turning would turned on, at Le Bourget both bea-
thore. I was thinking hence cons and floodlights were going. forth only about navigating, and was anxious to land where I then I thought that I was not so was being awaited. When I did. badly off. It was true, that the not find another air field I flew light was thirty-four hours long, back towards the first light I had and that at almost any moment in seen, and flying low I saw the lights. it a forced landing would have been of numberless automobiles. I de- what you might call rather excided that was the right place, and
I landed.
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That was when I began to think about turning back. Then the sleet began, and, as all aviators know, in a sleet storm one may be forced down in a few minutes. It got citing wores and worse. There, above me And then I thought that the I appreciated the reception which and below me and on all sides, was flying boys I know back home spend had been prepared for me and had that driving atorm. I made detours some hours almost every week in intended taxi-ing up in front of the to try and get out of it, but in bad flying, when a forced landing hangars, But no sooner had my would have been just as bad for plune touched the ground than a I few as low as ton feet above them as a forced landing would human sea swept towards it. I saw the water, and then mounted up to have been for me. Those boys do a danger of killing people with my ten thousand feet. Aloug towards not get credit for it. That is all. propeller and I quickly cut it ofl. morning the storm eased off, and 1
Human Sea.. came down to comparatively low And, without doubt, in a few years many people will be taking
The reception was the most dan just as many chances as I took. I had seen one ship jus
just before The only real danger I had was gerous part of my trip. Never in leaving sight of Newfoundland, at night. In the daytime I knew my life have I seen anything like and I saw the glow of others where I was going, but in the that humun sea. It is not clear through the mist of the storm evening and at night it was largely Before I knew it I had been hoisted to me yet just what happened. During the day I saw no ships until
a matter of guessing. However, thy near Ireland. I had, as I said, no instruments were so good that. I out of the cockpit and one moment was on the shoulders of some men trouble before I hit this storm.
never could get more than 200 miles
And I must remember that the tion of money. If people on be off
the next inosent on the The Take-On.
my course, and that was easy
331e. crowd did welcome
Good found willing to spend enough to We had taken off at 7.85 in the to correct. And I had enough extra
Lord Thero must have been a make the proper preparations, It seemed to be more dangerous millian of thein. Other men will there is no reason why it cannot be morning. The field was alightly petrol to take care of the number damp and soft, so that the take-off of such deviations. All in all, the for my plane than for me. I saw fly the Atlantic as I did, but I think made very practicable.
one man tear dway a switch: An- was longer than it would have been trip over the Atlantic, especially ther took something out of the cock-it is a safe guess that more of thorn otherwise I had no trouble get the latter half, was much better pit. Then, when they started out will get a warmer reception than | ting over the houses and trees. I than I expected. kept out of the way of every The laymen have made a great ting pieces of cloth, I struggled to obstacle, and was careful not to deal of the fact, that I sailed with get back to the plane. But it was out a navigator and without the impossible. A brave man with good take any chances.
As soon as I had cleared, the ordinary stock navigation instru- intentions tried to clear a way for motor was throttled down to three ments, but my real director was my me with a club Swinging the club I also back he caught me on the back of fourths, and kept to this during earth-induction compass.
hend the whole flight except when I tried had a magnetic compass, but it was
It is not true that I was exhaust- to climb over that storm.
the induction compass which guid-
and
ground.
I got.
Tel, C. 190.
[A.P.D]
Important Points....
Of course, there are many things to be studied, one of the importanc Finally, I got here through to points being whether a single motor the Ambassador's house, and I have or a multi-motor ship is the better. certainly been all right since then. I understand there is soon to be u I don't know how long I shall stay trans-Atlantic flight with a tri- in. Paris. It looks like a good motor plane, place.
I did not bring any extra clothes I have been asked if I intend to with me. I am wearing a borrowed Soon after starting I was out of ell no so faithfully that I hit theed. I was tired, but not exhausty back to New York. I don't suit now. It was a case of clothes sight of land for 300 miles from Irish coast only three miles from ed. Boveral French officers naked think I shall do that. I certainly or petrol, and I took the petrol. I Cod over the een to Nova the theoretic point I might have me to come away with them, and hope to get a little dying over here, have got a cheque on a Paris bank, Cape pain, pu- hit if I had a navigator
I went leaving anxious glances at Flying is my job, and because I and I am going to cash it to-mor fectly and was carrying well the I replaced the navigator'e weight my ship. I have not yet seen it, did this stunt successfully it does row and buy some shirts and socks This but I am afraid it suffered. not mean that I am through, and things. I expect to havora lond of 451 gallons of petrol and by the induction compass.
I look forward to the day when twenty gallons of oil which gave compasa bebavou so admirably that would regret that very much, be
Transatlantic flying will bo are my ship the greatest oruising I am ashamed to hear any one talk cause I want to use it again..
Maybe I am radius of any airplane of its type. about my Juck.
(Continued on next column). gular thing. It is largely a ques
good time in Paris. But I do want
to do a little flying over, here.-- Daily Express.