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February 28, 1940.
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Goebbels: "What's wrong with Hermann ? "
ACKNOWLEDGMENT
Chevalier J. M. Alves and family desire to express their sincere thanks for the kind sympathy shewn to them, for floral tributes, for in memoriam offerings, and for attendance at the funeral of Mrs. Alves. They also wish to thank the Salesian Fathers for the presence of the Aberdeen
School Band at the funeral service, H. E. Bishop Valtorta for officiating, the Rev Fr. Grampe for the burlal arrange- ments, and above all the
Carmélite Sisters and the Rev. Fr. Bazzo and Rev. Fr. Maestrini for the spiritual comforts extend- ed to Mrs. Alves during ber Hilness.
Whe
Hongkong Telegraphi.
Wednesday, February 28, 1940.
Wyndham St., Hongkong Telephone: 26015
THE prea "pecial to the Telegraph" i used by the "Hongkong Telegraph" to Indicate news which is strictly copyright under the provisions of the Telecommuni- cations Ordinance, 1534. Such news A bears the indication "UP" is received to Hongkong on the date of publication by the United Press Associations, who serve all rights and forbid republication, either wholly or in part without previous Berangement
The Minesweepers
There is no branch of the ser- vices to which the thoughts of an island people turn with more anxiety and gratitude than to the men who man the little ships that strive to keep the waters clear for the sea-borne traffic on which our existence depends.
Kipling did justice to the mine- sweepers in the last war in that rousing song that Elgar set to music:
Mines reported in the fairway,
Warn all trafic and detain: Send up Unity, Claribel, Assyrian,
Stormcock and Golden Gain.
It is vital to the safety of
Ribbenflop: "The Fuehrer has just broken it to him that his medals must be melted down for munitions.”
First time up,
in charge of
a bomber
by J. STUBBS-WALKER
LMOST every day now you hear about those far-away things that the men of the Royal Air Outlandish Forco are doing. foats of courage and endurance in a world about which you probably know little.
position of the retractable under- carriage, angle of the variable pitch propellers.
Instead of the simple ratchet that controls the throttle, ho has a gantry of arms in the centre of the cockpita miniature railway- man's signal-box.
These control the pitch of the
and keep it at the right pressure, otherwise, and without warnlug, he is likely to collapse at his con- trols,
If he is bombing, It may be his responsiblilty to sight the target they
aro attacking. and either drop the bombs himself or give the instructions to one of
his crew.
Own
If ho is Aghting, he must control his
forward-firing guna. sighting them through a ring-sight before his face, and remembering to manoeuvre Into every possible position to give his rear gunner a chance to get in bursts of fire whenever possible.
H
must dodge anti- aircraft shells, never get lost, look for cloud
Thero-is, in the air, a splash-of---propeller, the mixture of the fuel-cover that may shield-him-from- modern adventure which tingen the exploits of the war pilots with a glamour difficult to find in the mud-drenched fields of France and Germany,
..
Yet it is more than likely that many of them, twelve months ago, had never flown an aeroplane,
10
ET MO give you „detalled picture of what
controls of an aeroplano - bomber-for the first time.
П
We are not concerned now with actual bombing-merely the pilot- ing of the machine.
Our learner has been training on the
the ground for weeks before he files, and, if his hands and feet lack the necessary delicacy of touch, his brain has at least, grasped the elements of flying.
And these are not so dimoult. The first time that you are taught to fly you are shown just where everything is. In a primary train-
Britain that our flahermen shoulding machine, it is all surprisingly
be willing in time of war to bring to the hazardous business of our defence the skill and endurance that give them a poor enough return in time of peace, and they have never been found wanting.
To-day their task is pursued without ceasing in the face of risks unknown before, for to the rage of winter storms and the menace of mine and torpedo is added the threat of attack from the air.
The sallor knows, and the landsman can well guess, what fortitude is needed for the work and what hardship it entails, yet among all the organisations for lightening the lot of this or that branch of the services none deals with the crows of the coastal craft' that are so often in our minds. At least the monotony and anxiety of cramped quarters and constant peril can be lightened by the provision of wireless sota and of facilities for Buch games as can be played on board.
simple: feet on rudder pedalo, right- hand holding the Joystick-gently -and the loft hovering near the control for the throttle,
So simple-you think-that you cannot go wrong. Until, after he has explained it all, your instruc- tor tells you to take over the con- trols.
And then you begin really to learn how to fly....
'N that training, plane
I
in which you make your`
frat mistakes -two
large dials show your height and your speed. A smaller dial shows you the number of revolutions being mado per minute by tho engine. Another registers the engine oil pressure.
Probably, too, there is a pale green tube of glass, slightly curved and with a bubble floating in it. It
shows you when the machine is
vel, laterally,
lovel
Compare the simplicity of that cockpit with the pilot's seat in a modera Herwin-engined machine.
controls are very nearly tha samba 10y-stick (wo call it a cori- trol-column these : days) and rudder pedals.
But before him to a
board con- taining the most impressive aTTAY of instrumenta imaginable.", "Any- thing from 20 to 30-diala coglater such obscure things as engine boost-pressure, oxygen supply,
the speed of the engines, and, in the rows of bomb- some planes, racks beneath the plane.
On top of all that, he has con- trols for the wing flags which slow him down when he is landing, and for the wheels which he tucks away neatly when he is flying.
When he is on bombing or re- connaissance
he has to night, he think as well. Apart from the con- trol of his plane he is responsible for watching for enemy machines. Strapped to his mouth is the Oxygen feed that is necessary at heights of more than 15.000 feet. He must remember to turn that on
attack, and last of all, in the event of disaster, he must give every member of his crew the chance to get away before he him- self leaps.
A job for a he-man; much more a job for man of real intelligence and cool reasoning.
year ago, after he stepped from the simple plane in which ho had made his first solo flight, he probably told himself that, though he had mastered the first step, he would never have the nerve to fiy one of those vast £20,000-or-moro death-carriers.
But he has.
GRIN AND BEAR IT
179
Wthink the old boar is
By Lichty
divinakaan is weakening! He used to give me five
seconds to got out now he gives me ten!".
NAVAL CONTROL
By Admiral Sir R. Bacon
NE of the most important factors in the successful {waging of war is the exercise of
common sense.
Closely allied
to this is the necessity for all services and individuals to sub- ordinate both personal and cor porate considerations to the furtherance of the war.
During my period of command of the Dover Patrol in the Great War the advisability of concentrating all the coastal defences under one single head became indelibly stomped on my mind.
The situation at Dover so for Sp coastal defence was concerned be- rame almost impossible. The gun defences were under military con- trol, the gunners had had no prec- tien training in the
recognition of the differences between our own and vessels. The fishermen who
Ar trawlers and deftam
were unaccustomed to paying meti- culous attention to written orders, so that it was more by good fortune fban anything else that regrettable Incidents were avoided.
QUOTE this old experience to show the evils of divided com- mand. The common-sense solution. of the impasse was to put the bat- teries under my orders; not becauso was an Admiral, or wished to grab units under the command of some other authority, but because I and my chief of the staff, were the only persons at Dover who possessed ac- curate knowledge as to when
an enemy's vessel might or might not be expected, and also the generol disposition of our own vessels,
So far as the air service was con- cerned, the whole of the air force was under my command, with the result that everything went liko clockwork. The neroplanes and seaplanes work- ed with the monitors when we boin- barded the dockyard at Ostend or the [locks at Zeebrugge,
at Dover and Dunkirk
The plots and their commanding. officer came
over
to Dover when necessary, and I explained to them exactly what I proposed to do and what I wished them to do. Cons quently there was never any doubt. on their part, nor had the orders to be transmitted through a third party, to the saving of staff work and the avoidance of possible errors and con- fusion.
The question of supply and main- tenance of the consial aircraft is a. separate mattor. To tamper with existing arrangements might well In war-time, lead to confusion, but. there can be no tactical reason why, as was the case at Dover, the coastal aircraft should not be under the cons trol of the man who has direct. knowledge of the position and work. of the surface and submarine craft.
IN the present war constal protec
flon has been complicated by seaplanes Inying parachute mines. This intensifies the necessity for a close relationship between the patrol- ling aircraft and the minesweeping Lastly, the hour is fost
| organisation when Germany will:
huri volcanic attack of aeroplanes, seaplanes, mining craft and surface. craft in one intensive week of at- tempted destruction and demoralisa- tion of our defences Heaven help. our coastal defence if it falls be tween the stools of divided control
Obviously there can be no tactical: or strategical reason for divorcing Life coastal aircraft from the naval command. 'It so, why do so? I fear-
it looks very like the old story of the amour propre of one portion of our armed forces being offended and dislike of a command being ⠀ curw falled.