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Aviation History
1926
1926 - 0526.PDF
JULY 29, 1926 LONDON-CAIRO WITH A " JUPITER " : Filling up with " Shell " at Pisa. patience began to get a little frayed. However, when heeventually arrived, having made the journey on a bicycle, we were compelled to refrain from complaining, for theofficer was a cripple who had lost a leg in the war. Once upor the spot, he afforded us the quickest possible clearance,and we were soon off upon the second section of our journey. When we left Croydon the temperature was 8 C. ; at Dijonalready the shade temperature on the ground had mounted to 26° C. The first half-hour on this section of our journey was overmoderately good country. However, this soon changed to hills and to some very ugly-looking mountain ranges, sothat it was well for one's peace of mind that we had absolute faith in our engine. As we approached this mountainouscountry we had been gradually climbing until we were flying at a height of 10,000 ft., and at this altitude we were able tofly along the valleys beneath the towering Alpine peaks. During our passage of the Alps it was amazing the way theweather alternated, for local storms of great -violence extending over comparatively small areas were frequently met with.For instance, two of the valleys which we traversed were almost completely impassable owing to violent storm, andthe severe bumps which we experienced were more than unpleasant. At the same time, the passage from these stormareas into better weather conditions was extremely rapid. One moment one would be thrown about by air bumps,and a minute afterwards we would be dashing along quite pleasantly through comparatively still air. For a considerable period of the time of our journeythrough the Alps the scenery was magnificent. Flying at about 12,000 ft., on either side there towered up snowcladmountain peaks and wherever one looked in any direction impressive chains of rugged mountains stretched away intothe distance, white-tipped and gradually merging from white to grey and grey to black as the altitudes decreased. Thescene was grand and impressive, but still one could not get away from the fixed idea at the back of one's brain that itwas only a knowledge of the reliability of our engine and air- craft which rendered an artistic appreciation of the panoramain an ' way possible. We had started before dawn, so that we had had verylittle 115 the way of a night's rest before departure. Flying along at this high altitude for some hours had a very drowsyeffect, both upon Col. Minchin and myself. Seated in my own cockpit, I found it extremely difficult to overcome mydesire to sleep, and the series of yawns to which I had been obliged to give way had actually caused my jaws to ache.We had just flown between two ranges of mountains in some- what calmer weather to a point where the mountains on ourport side seemed to end in a wide gap. As we were approach- ing this gap our machine went into a left-hand diving turn,swinging round the end of the range. The manoeuvre sur- prised me considerably, as we were turning off our compasscourse for which I could see no reason. As the engine had not been throttled back during this manoeuvre, I rapidlyoncluded that Col. Minchin was suffering from my own complaint and had fallen asleep. I gave him a push in theback with my foot (Col. Minchin afterwards described it as a kick) to remind him that we were still making for Cairo.Like the good pilot that he is, Col. Minchin first studied his compass, and then turning to me, with his invariablesmile, inquired how long we had been off our course and immediately set off again in the proper direction. After traversing the Mt. Cenis Pass and Modane, whichis the official air corridor to Switzerland, the mountains decreased in height and gradually the majestic grandeur of thetowering Alpine heights merged into the more sober-looking hills of Northern Italy. One could not help being stronglyimpressed by the unsuitability of this part of Europe for flying. With the uncertain and constantly-varying weatherconditions in this mountainous region and the necessity for landing possibilities, it would almost seem that any sort offorced landing w-ould be an impossibility. In spite of our faith in our engine, it was with almost a feeling of relief thatwe sighted the sea near Genoa, and flying down the coast we were not long in arriving over Pisa. The town is situated onwhat I believe is just about the first piece of country we had traversed during the preceding 3J hours on which a forcedlanding might be made with any degree of safety. Along the whole of the coast steep hills run sheer down into thesea, and any occasional stretch of level beach appeared to be built upon to form one of the many pleasant seasideresorts along the Gulf of Genoa. It was about 2 o'clock when we landed at Pisa and straightaway we were given an impression of the good-hearted hospitality and comradeship which we were to experienceat this centre. Awaiting our arrival was the Commandant of the Italian Air Force Squadron stationed at Pisa, togetherwith his officers and the representative of the Shell Petrol Company. Everything which could have been arranged inadvance for our service and personal comfort was arranged. The Commandant placed the fullest possible assistance ofhimself and his staff at our disposal. The mechanics of the squadron at once started to fill up our petrol tanks under ourinstructions, and examined the whole of our aeroplane for any possible damage which might have been done or for anyadjustment which might be required. Col. Minchin and myself were immediately taken off in a car to Pisa for awash and food, whilst the Customs formalities were being negotiated. After a speedy lunch, we were driven aroundPisa by automobile for half-an-hour and were shown the leaning tower and other interesting features. In fact, thekindness which we received was almost embarrassing. When we arrived back, the Customs clearance had been effectedand considerable interest was being taken in our machine and engine. This was particularly so when the reason forthe seals upon the engine was explained, and when the officials heard of the service record of this particular engine, theywere enormously impressed by this example of British aero engine reliability. About 4 o'clock we proceeded on ourway towards Brindisi. (To be continued.) 464
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