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Aviation History
1933
1933 - 1011.PDF
FLIGHT, NOVEMBER 16, 1933 July 19, 1933 We were called at 3.15 a.m., and after leaving the luxurious State Hotel, also built in well-carved red stone, arrived at the aerodrome in the dark. A new experience was in store for the uninitiated passengers—a night take off. This is safe with four-engined aircraft, where the risk of forced landing is, for all practical purposes, elimi nated. Soon the Astraea was tearing down the pathway of flares on the flood-lit ground and was safely in the air. It was an hour before dawn broke, but meanwhile the passengers had been comfortably reading or making up for lost sleep in their adjustable reclining chairs. Just before coming into Karachi another magnificent achievement was established by the Astraea's wireless officer and equipment. Two-way communication was established with Sydney, and a message sent from the Commander of the air liner saying that the long flight was just about to end at Karachi, and all going well. The flight of the Astraea from London to Melbourne and back as far as Calcutta, then to go into regular air route service untouched except for routine inspection, has, of course, gone entirely unsung, as it was not a stunt flight, but simply a survey trip in the ordinary course of Imperial Airways duty ; but when the record established is analysed and the difficulties of such a long unsupported trip weighed, it represents a triumph of good British work manship, and an excellent crew. In all, 23,500 miles were flown in 210 hr., including demonstration flights in Australia. (It should be explained here that all Imperial Airways times are recorded mechanic ally by tel-m«ter and include taxi-ing out and in on the aerodromes, thus cutting down the recorded speed of the machine if based on hours so recorded.) On the trip from Longreach to Karachi 7,300 miles had been flown in 59 hr. 50 min., an average speed of 122 m.p.h. with engines throttled back to 1,800 revolutions—well below normal cruising speed. At Karachi we said good-bye to two members of the Astraea's crew, Com. Prendergast and W/O. Brown, who were to stay out East. It was extremely hot at Karachi, but this did not deter from an interesting inspection of the aerodrome—the han gars and Imperial Airways' excellent workshop facilities, the club-house, also the huge airship shed and mooring mast. Breakfast over and Customs and passport forma lities being completed, our one desire was to be in the air again to enjoy the cool comfort of a modern air liner as opposed to the ground heat. One was anxious, too, to try the huge 24-passenger " Hannibal " which was to earn,? us on the long sec .ion between Karachi and Cairo. SECTION IV.—KARACHI—CAIRO July 19, 1933 This morning starts a new stage in the long journey, the Astraea, which had carried us so well, being left at Karachi, and the trip continued in the " Hannibal." We were only nine days out from Darwin, and at 11.15 a.m. on the 24th, five days ahead, we were scheduled to arrive at Croydon Aerodrome, London. The crew of four are in their places, the baggage and excellent mail load of 1,632 lb., is safely stowed. The seven passengers are in their seats. A shrill whistle blows, and promptly in obedience the whine of the Bristol gas starter is heard. One by one the four big propellers turn, spring to more active life, and the big air liner is alive, ready for the air. The largest type air liner to operate in the world. Can this huge machine, with passenger cabins alone over 50 ft. long, take the air? In a surprisingly short run she is off and away, and we are settled in a cabin even more com fortable and slightly more silent than the excellently appointed Astraea—one would not have thought it possible. The " Hannibal " proved a thoroughly comfortable con veyance, and although a very strong headwind was being faced, the air was calm, the passengers settling down to regain some more lost sleep. To the left stretched the waters of the Arabian Sea, while inland lay a panorama of barren hills and sandy desert plains. At last we were out of the tropical East and facing a long trip ahead of desert country in the height of the summer season. It was cool in the air, but on the ground at Gwadar, the first stopping place, where we landed on flat desert, the heat began to make itself felt. Tea was provided in the small, but substantially built, landing ground building, while a crew of blood-thirsty looking Arabs, whom one would hate to meet on a dark night, pumped 650 gallons of petrol into the air liner. Diary notes read as follows : — 1.35 p.m.: Took off from Gwadar. Thoroughly hot on ground, but quiet and ease in ' Hannibal.' Most comfortable. "2.30 p.m.: Flying over the sea at 6,000 ft. The coast of Persia in the distance. Just had a good lunch served by steward. Perfect day, no bumps, but strong headwind. " 5.0 p.m. : Afternoon tea served. The steward's pantry is a necessary adjunct to these long trips. "6.0 p.m. : After passing J ask and crossing the Gulf of Oman, at last over Arabia. Rock mountains and deso late valleys. Lonely in the extreme. Here and there is a small native oasis or a little cultivated terrace on the mountain side. The natives are hostile, the local Sheikh having refused to allow the establishment of an emer gency landing ground. A landing would not meet with a very warm welcome. Sand, sand, a vision of Arabs, ships of the desert, sandstorms and mystic Arabia." At 6.40 p.m. the " Plannibal " landed at Shargah, where we were to stay for the night. We had flown 1,141 miles in 11 hr. 30 min. against strong headwinds for the majority of the journey. Shargah is a most intriguing place. One is lifted all in a few hours into an atmosphere of the Arabian Desert, of wild Arab tribes and manners and customs, and were it not for air travel, far removed from the ken of civilisation and the white races. Before Imperial Airways established their fort, no white man lived in the village of Shargah, and the lonely spot was only occasionally visited by such. What an interesting spot Shargah is going to be for Australian passengers! We taxied in towards Imperial Airways' Fort and on through an opening in the surrounding belt of barbed-wire entanglements. The gates which protect the opening are closed up behind, the Arab sentries take up their position and we are safely inside. Outside the entanglements are about 200 of the most magnificent Arab ruffians it is pos- IN INDIA : This view gives a good idea of the excellent aerodrome at Jodhpur, the last stage of the journey from Calcutta. 1151
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