H.M.A. 
 R34 
 
THE LOG OF H.M.A. 
 
 R34 
 
 JOURNEr TO AMERICA AND BACK 
 
 BY 
 
 AIR-COMMODORE E. M. MAITLAND 
 
 C.M.G., D.S.O., A.F.C., ROYAL AIR FORCE 
 
 WITH A LETTER FROM RUDYARD KIPLING 
 
 ILLUSTRATED 
 
 HODDER AND STOUGHTON 
 
 LIMITED LONDON 
 
PRINTED IN GREAT BRITAIN BY 
 RICHARD CLAY & SONS, LIMITED, 
 
 BRUNSWICK ST., STAMFORD ST., S.E. 1, 
 AND BUNGAY, SUFFOLK. 
 
A LETTER FROM 
 MR. RUDYARD KIPLING 
 
 Batemari'sy Burwash, 
 Sussex, 
 
 November 26, 1920. 
 
 DEAR GENERAL MAITLAND, 
 
 Many thanks for your letter. I shall 
 
 .look out for R 34's log most keenly, and the more. 
 
 since, in my own mind, I always fancied the 
 
 dirigible against the aeroplane for the overhead 
 
 haulage of the years to come. 
 
 It's curious to think that R 34's work has been, 
 relatively, no more than young James Watts' 
 brooding over the kettle on his mother's hob. 
 Watt, I expect, didn't realize the steam-loco 
 (indeed, I believe he objected to it), but you, and 
 every one aboard R 34, must have felt that you 
 stood at the opening verse of an opening chapter 
 of endless possibilities, and I know what my 
 own interest and pride were in seeing a dream 
 shape itself and come true ! There was not 
 any one who was more earnestly and unbrokenly 
 
 466310 
 
PRINTED IN GREAT BRITAIN BY 
 RICHARD CLAY & SONS, LIMITED, 
 
 BRUNSWICK ST., STAMFORD ST., S.E. 1, 
 AND BUNOAY, SUFFOLK. 
 
A LETTER FROM 
 MR. RUDYARD KIPLING 
 
 Bateman's, Burwash, 
 Sussex, 
 
 November 26, 1920. 
 
 DEAR GENERAL MAITLAND, 
 
 Many thanks for your letter. I shall 
 look out for R 34's log most keenly, and the more, 
 since, in my own mind, I always fancied the 
 dirigible against the aeroplane for the overhead 
 haulage of the years to come. 
 
 It's curious to think that R 34's work has been, 
 relatively, no more than young James Watts' 
 brooding over the kettle on his mother's hob. 
 Watt, I expect, didn't realize the steam-loco 
 (indeed, I believe he objected to it), but you, and 
 every one aboard R 34, must have felt that you 
 stood at the opening verse of an opening chapter 
 of endless possibilities, and I know what my 
 own interest and pride were in seeing a dream 
 shape itself and come true ! There was not 
 any one who was more earnestly and unbrokenly 
 
 466310 
 
vi LETTER 
 
 interested while your voyage was under way; 
 and if I had only known any saint who could 
 have been trusted with the direction of our 
 higher atmospheric interests at that time, I 
 should have besieged him with offerings. So 
 you see, in asking for my " blessing," as you 
 put it, you have had it from the first. 
 
 Ever sincerely, 
 
 RUDYARD KIPLING. 
 
INTRODUCTION 
 
 IT is often thought necessary to preface a 
 first literary effort with apologies from the author 
 for its shortcomings. In this instance no one 
 could be more aware of such a necessity than 
 myself. But am I entitled to make apologies? 
 R 34 is not a literary effort neither, therefore, 
 am I an author. 
 
 In writing a story such as this, the obvious 
 and comparatively simple course would have 
 been the adoption of the conventional narrative 
 form, helped by notes and memories, ample 
 time and thought and a comfortable arm-chair. 
 
 Apart, however, from its practical usefulness 
 or official importance, R 34's journey was just 
 one long, wonderful and delightful experience. 
 
 To look upon this journey coldly as part of 
 yesterday, or to treat it with recognized con- 
 vention, would be to lose both the essence and 
 the spirit. 
 
 My only hope of convincing my reader of this 
 
 vn 
 
viii INTRODUCTION 
 
 is to try and induce him to share our adventure- 
 taking him with us upon our flight. 
 
 Every word of this diary was written on board 
 the Airship during the journey, with the exception 
 of the explanatory footnotes and, of course, the 
 appendices : the writer perched in odd corners, 
 and amid continuous interruptions and ever- 
 changing surroundings, to the silent accom- 
 paniment of the wireless, like ghostly whispers 
 across lonely space. Every incident, important 
 or trifling, was recorded at the actual time of 
 happening. Even to stop to focus or to pigeon- 
 hole these would have been to destroy actuality. 
 
 If only I can share a little of that fascinating 
 and buoyant adventure with any readers of these 
 pages I shall be content, I only hope my ship- 
 mates may not find their journey too dull; if 
 they do they must not blame R 34, for the 
 fault will be mine. 
 
CONTENTS 
 
 LETTER FROM RUDYARD KIPLING v 
 
 INTRODUCTION vii 
 
 OUTWARD JOURNEY 1 
 
 OUR STAY IN AMERICA . ... . . 87 
 
 HOMEWARD JOURNEY ' 95 
 
 APPENDICES 
 
 I. CREW OF H.M.A. R 34 . ;." . > . 133 
 II. H.M.A. R 34 WATCH AND STATION BILL . 135 
 
 III. FOOD SUPPLIES FOR OUTWARD AND HOMEWARD 
 
 JOURNEYS . . * v . . . 140 
 
 IV. NAVIGATIONAL INSTRUMENTS AND BOOKS . 142 
 V. WIRELESS LOG OF H.M.A. R 34 . . .143 
 
 VI. HANDLING SHIP DURING THE NIGHT: AERO- 
 STATIC CONDITIONS . . ; . . 167 
 
 VII. CHART OF ATLANTIC, SHOWING TRACK OF OUT- 
 WARD AND HOMEWARD JOURNEYS: ALSO 
 METEOROLOGICAL AND WIRELESS TELE- 
 GRAPHY STATIONS . * 169 
 
 IX 
 
ILLUSTRATIONS 
 
 To face page 
 
 R 34 (Copyright Photo} .... Frontispiece 
 
 MAJOR SCOTT, BEFORE SOLUTION OF THE PROBLEM . 16 
 MAJOR SCOTT, AFTER SOLUTION OF THE PROBLEM . 16 
 
 CONTROL CAR FLIGHT-SERGT. WATSON STEERING. 
 
 FLIGHT-SERGT. MAYES AT THE ELEVATOR WHEEL 22 
 
 CREW SPACE INSIDE HULL 22 
 
 SHADOW OF R34 THROWN UPON A Low BANK OF 
 
 CURIOUSLY BANDED CLOUDS .... 26 
 
 SERIES OF FIVE PHOTOGRAPHS SHOWING THE PASSAGE 
 OF A CYCLONE 
 
 R34 FLYING JUST ABOVE DENSE CLOUDS ON 
 
 THE OUTSKIRTS OF A DEPRESSION . . 28 
 
 SUNSET STILL ABOVE THE CLOUDS AND NEARING 
 
 CENTRE OF DEPRESSION .... 30 
 
 ABOVE THE WORST OF THE DEPRESSION SOON 
 
 AFTER SUNSET ...... 30 
 
 FIRST GLIMPSE OF ATLANTIC AFTER PASSAGE OF 
 
 CYCLONE 32 
 
 NEXT MORNING. THE CALM AFTER THE STORM. 32 
 
 DESOLATE COUNTRY IN THE INTERIOR OF NEWFOUND- 
 LAND 64 
 
 R 34 OVER THE TOWN OF FORTUNE .... 64 
 
 xi 
 
xii ILLUSTRATIONS 
 
 To face page 
 
 FIRST SIGHT OF LONG ISLAND ..... 80 
 
 THE FIRST MAN TO ARRIVE IN AMERICA BY WAY OF 
 
 THE AIR 80 
 
 A GROUP OF SOME OF THE OFFICERS AFTER LANDING 
 
 IN AMERICA ....... 89 
 
 R34 MOORED OUT AT MlNEOLA, VIEWED BY SEARCH- 
 LIGHT 89 
 
 CLOUD SHADOWS THROWN UPON THE ATLANTIC . 104 
 
 INTERIOR OF R34 SHOWING WALKING-WAY AND 
 
 PETROL TANKS 104 
 
 LOW-LYING CUMULUS CLOUDS 126 
 
 ABOVE THE HILLS AND LAKES OF NORTH IRELAND . 126 
 
 HAULING ON THE TRAIL ROPE. THE END OF THE 
 
 JOURNEY . . . 128 
 
 PREPARING TO LAND AT H.M. AIRSHIP STATION, 
 
 PULHAM, NORFOLK . . . . . . 128 I 
 
 GROUP OF OFFICERS TAKEN AFTER LANDING . . 133 
 
OUTWARD JOURNEY 
 
WEDNESDAY, JULY 2ND, 1919 
 
 MIDNIGHT on a wet and windy night in July, 
 and the big Airship Station at East Fortune is 
 all agog with bustle and excitement. 
 
 The moment eagerly anticipated for weeks 
 past has at last arrived, and R 34 Britain's 
 largest and most efficient Rigid Airship is about 
 to start upon her 3000 miles' journey across the 
 Atlantic, bound for Long Island New York. 
 
 In the ordinary course of events the Airship 
 Station at this hour would be peacefully asleep; 
 but now there are lights everywhere, orders are 
 sharply given and promptly obeyed, and final 
 arrangements hurriedly carried out. 
 
 At 1 a.m. the crew of eight officers and twenty- 
 two men climb aboard, dressed in their flying 
 clothes, having had an excellent dinner to fortify 
 them for their long journey. 
 
 The ship is now quite ready; stocks of food 
 have been taken on board sleeping equipment, 
 and, indeed, the thousand-and-one preparations 
 incidental to an enterprise of this kind, have all 
 been completed. 
 
4 THE LOG OF H.M.A. R34 
 
 Amongst a host of other things, we have on 
 board valuable films of the Peace Conference, 
 a consignment of platinum for a firm of New 
 York jewellers, and English newspapers for 
 the editors of the New York Times and Public 
 Ledger. 
 
 Weather Conditions. At first sight the weather 
 looks far from suitable. It is very darkrain 
 is falling slightly the clouds appear to be very 
 low, and the wind whistles mournfully round the 
 corner of the big Airship shed. 
 
 The weather reports, however, in mid -Atlantic 
 are more or less favourable. There is a depres- 
 sion in the North Sea centred east of Flamboro' 
 Head, moving slowly southward, an anti-cyclone 
 covers the greater part of the North Atlantic, 
 another is reported over the great lakes of Canada, 
 whilst unusual quiet exists over the whole of the 
 North Atlantic Ocean. The wind in the West 
 of Scotland and North of Ireland is from the 
 north-east, and may prove of assistance to us 
 until we are well out into the Atlantic. 
 
 Major Scott, therefore, decides, despite the bad 
 local weather conditions, to get away as soon as 
 possible. 
 
 Objects of the Voyage. The Air Ministry have 
 
OUTWARD JOURNEY 5 
 
 several definite objectives in sending R 34 upon 
 this flight. 
 
 Firstly, the acquisition of information and data 
 concerning conditions in the Atlantic during an 
 extended flight : not only from the point of view 
 of the Airship pilot, but also from the point of 
 view of the Meteorologist. 
 
 Secondly, to demonstrate the possibilities of 
 large Rigid Airships with regard to carrying out 
 long oversea voyages; and finally, by actually 
 landing in the United States of America, to show 
 our friends across the Atlantic our newest type 
 of Airship, and at the same time to forge a new 
 link, by way of the air, between the Old World 
 and the New. 
 
 What more wonderful or more delightful adven- 
 ture could any one be called upon to undertake ? 
 
 We one and all have the greatest confidence 
 both in our Captain and in our Airship, and it 
 is never a question of " Are we going to get to 
 America ? " but " How long will it take us to 
 get to America? " 
 
 Time, 1.23 a.m. (Greenwich mean time). 1 
 Everything is now ready. The bugle sounds, 
 
 1 All times given are Greenwich mean time except where 
 otherwise stated. 
 
6 THE LOG OF H.M.A. R34 
 
 and the handling party commence walking the 
 ship slowly out of the shed stern first. 
 
 The wind is blowing from the north east, and 
 the ship is facing S.W. as she is walked out. 
 
 1.30 a.m. Ship is swung round facing into the 
 wind as soon as her stern is clear of the wind 
 screens. 
 
 1.37 a.m. Ballasting up. Gas-bags 99 per 
 cent. full. 
 
 1.39 a.m. Engines started up. 
 
 1.42 a.m. At a signal from Scott, the bugle 
 sounds the " Let go," the huge Airship slowly 
 rises from the hands of the handling party, and 
 is immediately swallowed up in the low-lying 
 clouds at a height of 100 feet. 
 
 Rousing cheers reach us through the clouds, 
 and hearten us for the task we have in front of us. 
 
 When flying at night, possibly on account of 
 the darkness, there is always a feeling of utter 
 loneliness directly one loses sight of the ground. 
 We feel this loneliness very much to-night; 
 possibly owing to the fact that we are bound for 
 a totally unknown destination across the wide 
 Atlantic. Such a feeling is only momentary, 
 however, and is soon dispelled by the immediate 
 need for action. Scott rings down 600 revolu- 
 
OUTWARD JOURNEY 7 
 
 tions on all five engines, and each engine-room 
 in turn acknowledges the signal on the dial in 
 the foremost car. 
 
 Cooke, our navigator, sets a course N.W. for 
 Rosyth and the Clyde. 
 
 Scott takes his ship up to the 1500-foot level, 
 and lets go a quarter of a ton of water ballast 
 so as to clear all sheds and other obstacles, the 
 ship getting away about one ton heavy. 
 
 1.49 a.m. 1600 revolutions on all five engines, 
 speed forty-five knots, height 1000 feet. We 
 are now almost above the clouds, with here and 
 there a gap through which an occasional light on 
 the ground can be seen. Course steered 225. 
 Course making good 287 N.W. 
 
 2 a.m. 1500 feet. Completely above clouds. 
 Inky darkness. 
 
 Great satisfaction in getting away on scheduled 
 time. A week previously it had been announced 
 that R 34 would leave for U.S.A. at 2 a.m. on 
 Wednesday, July 2nd, therefore she actually com- 
 menced her journey a few minutes before scheduled 
 time. 
 
 2.5 a.m. In clouds again 1500 feet. Lights 
 on water visible through gap in clouds. 
 
 It is interesting to remember that when an 
 
8 THE LOG OF H.M.A. R 34 
 
 Airship sets out for a long-distance voyage, 
 carrying her maximum allowance of petrol, she 
 can only rise to a limited height at the outset 
 of her journey without throwing some of it 
 overboard as ballast. As she proceeds on her 
 voyage she can, if so desired, gradually increase her 
 height as the petrol is consumed by the engines. 
 
 For this reason the next few hours will form 
 one of the most anxious periods during our 
 journey, as Scott, with 4900 gallons of petrol 
 on board, weighing 15*8 tons, has to keep his 
 ship as low as possible, and at the same time 
 pass over a part of Scotland in the darkness 
 where, at some points, the hills rise to a height 
 of over 3000 feet. 
 
 2.8 a.m. We are in thick cloud, and estimate 
 our position to be over Inchkeith in the Firth of i 
 Forth, due north of Leith. Course 325. 
 
 2.12 a.m. Crossed coastline : just visible 
 through gap in clouds. All is now more or less 
 plain sailing, as we can make out the Firth of 
 Forth. Passing over Forth Bridge and Rosyth, 
 which shows up clearly a blaze of lights. Train 
 underneath plainly visible, not only from glowing 
 funnel but also white smoke. Height 1500 feet. 
 
 2.13 a.m. Rosyth is a beautiful sight a fairy- 
 
OUTWARD JOURNEY 9 
 
 land of light. Ships in docks and ships moored 
 in Firth plainly visible. Scott reduces height to 
 1200 feet. 
 
 2.15 a.m. Heading up Firth of Forth. 
 
 2.20 a.m. Visibility now quite good, and nature 
 of country on both banks easily distinguishable. 
 
 2.25 a.m. Wireless signal from General Groves, 
 Deputy Chief of Staff, Air Ministry: "To 
 General Maitland, Major Scott, Officers and 
 Crew of R 34 : All success to your flight and 
 good luck to all on board. R. M. GROVES." 
 
 Estimated speed over ground fifty-five knots, 
 or sixty-six miles per hour. 
 
 Following wind of about twenty-five miles per 
 hour. 
 
 2.27 a.m. Wireless signal from H.M.S. Furious : 
 " All good wishes from Captain and Flying 
 Squadron." 
 
 Feeling very warm in our flying suits and 
 silk underclothing, which have been specially 
 supplied for this journey. 
 
 2.30 a.m. Getting light very streaky and 
 dirty-looking sky. Following Firth of Forth 
 and Clyde Canal just south of hills in Stirlingshire, 
 where the highest hill is 1870 feet. Visibility 
 good, clouds about 2500 feet. Stratus wind 
 
10 THE LOG OF H.M.A. R34 
 
 about twenty-five miles per hour N.E. by N. 
 Clouds as we go west seem to be becoming more 
 compact, and taking more shape. Got away 
 with 4900 gallons of petrol, which should give us 
 an endurance of 4000 miles at an average air 
 speed of thirty-seven knots, or 45 m.p.h. 
 
 2.45 a.m. Passing under black ominous-look- 
 ing rain-cloud 1000 feet above us. High hills 
 on starboard beam causing bumps and making 
 ship pitch slightly. 
 
 2.50 a.m. Glasgow on port beam a big blaze 
 of light. 
 
 Following course of Clyde due west. 
 
 2.55 a.m. Inchinnan on port beam about four 
 miles away. (Inchinnan is of special interest to 
 us, as it is R 34's birth-place, where she was 
 built by Messrs. Beardmore, of Dalmuir.) 
 
 It is more or less light now, and high hills to 
 the north show up very clearly. Weather behind 
 us looking black as ink we seem to be getting 
 into better weather by going west. 
 
 3 a.m. Magnificent view of Loch Lomond. 
 Violent bumps off Dumbarton hills bring big 
 strains on ship, particularly upon her elevators 
 and rudders. Strong vertical currents of air. 
 Ship alternately up by the bow and by the 
 
OUTWARD JOURNEY 11 
 
 stern. All movements very slow and gradual. 
 Nothing sufficient to cause seasickness (or should 
 I call it " airsickness "?). Gorgeous scenery on 
 starboard beam. Ship at one moment 24 up 
 by the bow, and liquid in inclinometer has dis- 
 appeared altogether ! This is the biggest angle 
 we have yet experienced, and it becomes neces- 
 sary to hold on. Harris, our Meteorological 
 Officer, says that an Airship travelling at 6000 
 feet would be quite above all these disturbances ; 
 but we cannot afford to go to that level at the 
 commencement of a long voyage like this, as we 
 don't want to lose any gas from expansion. 1 
 These " bumps " are, without doubt, caused by 
 the high hills to the north, and are mainly 
 katabatic in origin. Great masses of air 
 piling up against the hills are forced upwards, 
 become cooled, and descend on the other side, 
 displacing the warmer air at the foot of the 
 hills, thus causing squalls, " bumps," and gener- 
 ally unstable conditions. They will be met with 
 nearly always in this region when the wind is 
 from either S.W. or N.E. 
 
 3.8 a.m. Over Greenock following Clyde at 
 1500 feetand picking our way through the 
 1 See Appendix VI, p. 167. 
 
12 THE LOG OF H.M.A. R34 
 
 hills. We carefully avoid going over 1500 feet, 
 and so save losing gas. Average speed over 
 ground during last hour sixty miles per hour, 
 which is good considering the bumpiness of the 
 air. 
 
 3.15 a.m. Wonderful panorama of mountains 
 over Loch Lomond, gradually getting salmon- 
 pink as the sun begins to appear in the east 
 pink sky silhouetted near mouth of the Clyde, 
 which, at this point, is about a mile wide. 
 
 Heading in southerly direction down Clyde 
 with wind now astern and the Isle of Arran 
 ahead a very mountainous island. " Bumps " 
 again troublesome. 
 
 3.20 a.m. Passing over oil steamer going up 
 the Clyde the crew wave us a greeting. 
 
 3.30 a.m. Sunrise over lowest point of Bute. 
 Very big storm over mainland on port beam, 
 and very dirty -looking weather ahead; we steer 
 slightly to the west to avoid it. Wind estimated 
 to be fifteen miles per hour from N.E. 
 
 Major Pritchard begins to get active with 
 camera. 
 
 Discovered comfortable perch on top of fresh- 
 water tank in forward car glad to sit down. 
 
 3.45 a.m. Passing over small island called 
 
OUTWARD JOURNEY 13 
 
 Holy Island, 1000 feet high, with sheer precipice 
 on both east and west sides. 
 
 Average speed making good fifty-eight knots. 
 Altered course 260. 
 
 The occupants of the forward car in this 
 particular watch are 
 
 Sgt. Watson . . Steering. 
 
 S.M.2 Mayes . Elevators. 
 
 Major Scott . . In command. 
 
 Major Cooke . Navigating Officer. 
 
 Capt. Greenland . 1st Officer. 
 
 Major Pritchard . Special Duties, 
 
 Lieut. Harris . Meteorological Officer. 
 
 4 a.m. Meteorological Officer climbs to roof of 
 Airship 100 feet above us to gaze upon the sky, 
 and returns, somewhat breathless from his exer- 
 tions, with a generally favourable report. 
 
 4.20 a.m. Off the most south-westerly point of 
 Mull of Cantyre ship steady sea calm. Con- 
 ditions and prospects extremely good. 
 
 4.35 a.m. Had fifteen minutes' sleep in for- 
 ward car sitting on fresh- water tank. 
 
 Off Rathlin Head, N.E. coast of Ireland. 
 
 Stopped forward engine thirty-eight knots air 
 speed on the remaining four. 
 
 4.45 a.m. Passing over Rathlin Island. A 
 
14 THE LOG OF H.M.A. R34 
 
 green little island with very fine precipitous 
 cliffs half-moon shape. 
 
 There is a lighthouse built at the west point 
 of this island, and the whole cliff appears to have 
 been strengthened with concrete. 
 
 In the distance we see a thick ground mist 
 over N. coast of Ireland, indicating quiet weather 
 conditions. 
 
 We send following message by wireless to Air 
 Ministry at 4.52 a.m. 
 
 "Off Rathlin Island, N.E. coast of Ireland, 
 heading for Atlantic all well. SCOTT, R34." 
 
 5 a.m. Heading out towards Atlantic. 
 
 One last word with Meteorological Officer, who 
 says weather conditions and prospects extremely 
 good, and so to bed, with a comfortable feeling 
 of confidence. Hammock berth No. 11 has been 
 allotted to me : a nice deep, roomy hammock 
 but slung very high. Had to get passing member 
 of the crew to give me a leg up mentally resolved 
 I must be more agile next time. Getting in is 
 quite an acrobatic feat, and falling out is better 
 avoided in a Service Airship like R 34, because 
 there is only a thin outer cover of fabric on 
 the underside of the keel on either side of the 
 narrow walking way, and the luckless individual 
 
OUTWARD JOURNEY 15 
 
 who tips out of his hammock would in all prob- 
 ability break through this fabric cover and soon 
 find himself in the Atlantic. 1 
 
 5.25 a.m. Inisshtrahull Island one mile abeam 
 to starboard. This is the last land we shall see. 
 
 6 a.m. Airship running on four engines only, 
 at 1600 revolutions. 
 
 Forward engine is being given a rest. 
 . Air speed thirty-eight knots making good 
 56*7 land miles per hour. 
 
 Course steered 298 N., 62 W. 
 
 Course made good 289 N., 71 W. 
 
 Wind N.E., 12 m.p.h. Height, 1500 feet. 
 
 Large banks of white fleecy cloud now come 
 rolling in from the Atlantic, gradually blotting 
 out all view of the sea. At first we are above 
 these clouds, but gradually they rise higher, 
 and we plough our way into the middle of them. 
 
 On leaving East Fortune a depression was 
 centred over the southern part of the North Sea, 
 with the result that it would be bound to extend 
 as far as the W. coasts of Scotland and Ireland ; 
 and so cloud and rain must be expected till we 
 get well away into the Atlantic. 
 
 7 a.m. Plugging away steadily into the fog 
 
 1 See note, p. 84. 
 
16 THE LOG OF H.M.A. R34 
 
 nothing visible or audible, not even the sea. Ship 
 now becomes very heavy, due to rain and cooling 
 down after superheating. 1 Scott keeps her 12 up 
 by the bow in order to maintain a steady height. 
 
 This kind of weather in particular makes one 
 realize the essential importance of navigation in 
 all its forms, as we cannot see a yard ahead of 
 us. Suddenly we catch a glimpse of the sea 
 through a hole in the clouds, and notice we have 
 a slight drift to the south, already estimated by 
 both Scott and Cooke. 
 
 As rain becomes heavier Scott tries to get down 
 below the clouds, but these prove to be too low, 
 and it is discovered that these clouds are drier 
 low down than up top. 2 
 
 It is now breakfast time, and we sit down to 
 this meal in two watches fifteen in each watch. 
 
 In the officers' living-room the first watch for 
 breakfast includes Scott, Cooke, Pritchard (Air 
 Ministry Technical Observer), Lansdowne (United 
 States Naval Airship Service), Shotter (Engineer 
 Officer), and Harris (Meteorological Officer). 
 
 1 See Appendix VI, p. 167. 
 
 2 This was later found to be the general rule, the wettest 
 part of a cloud being the top, and should be of great interest 
 to pilots flying through rain when it is impossible or in- 
 advisable to climb high enough to get above the clouds. 
 

 
OUTWARD JOURNEY 17 
 
 We discuss R 34 's recent flight up the Baltic, 
 and are all unanimous that large Rigid Airships- 
 even in high winds are much steadier over the 
 sea than surface ships; and agree that, in the 
 future, people who are bad sailors will prefer to 
 make the long sea passages by Airship if only to 
 avoid seasickness. 
 
 In the adjoining compartment the gramophone 
 is entertaining the crew to the latest Jazz tunes, 
 such as " The Wild, Wild Women," etc. ! 
 
 Still in thick fog, cold and damp. We com- 
 pare our dangers with those of surface ships. 
 Beyond its discomfort, this fog does not worry 
 us in the least; besides, an Airship always has 
 the alternative of climbing above it should she 
 wish to do so, which need not be always the 
 case. The surface ship has the iceberg to fear, 
 but these have no terrors for us. No iceberg 
 over 700 feet has ever been seen in N. Atlantic, 
 200 feet being considered a high one. High 
 icebergs have been known in the Southern Hemi- 
 sphere up to 1100 feet. 
 
 7.48 a.m. Wireless message from H.M.S. Tiger l 
 
 1 The two battle cruisers Tiger and Renown have been 
 specially detailed to remain in the Atlantic during both the 
 outward and homeward journeys, to assist us with weather 
 reports. 
 
18 THE LOG OF H.M.A. R34 
 
 via Ponta del Garda : " Lat. 56 15' N., Long. 
 36 20' W., Barometer 30.33, falling slowly; 
 wind S.S.W., under 5 m.p.h. Thick fog bank. 
 Visibility nil. Sea moderate." 
 
 8.10 a.m. From Air Ministry : " What is your 
 position ? ' : 
 
 Replied: "Position 55 22' N., 10 40' W. 
 Course west; forty knots." 
 
 9 a.m. Nothing but fog, estimated by Harris, 
 the Meteorological Officer, to go down to within 
 150 feet of the water. 
 
 Five minutes later we find ourselves right out 
 above the fog height still 1500 feet and beneath 
 a cloudy sky with clouds at about 8000 feet. 
 We are therefore in between two layers of clouds ; 
 a condition in which Alcock and Brown found 
 themselves on more than one occasion during 
 their recent Atlantic crossing from west to east. 
 An excellent cloud horizon now presents itself 
 on all sides, of which Cooke, our Navigating 
 Officer, at once takes advantage. These observa- 
 tions, if the cloud horizon is quite flat, often 
 prove a valuable rough guide, but cannot be 
 regarded as accurate unless one can also obtain 
 a check on the sun by day, or moon and stars 
 by night. Cooke reckons it is easy to make as 
 
OUTWARD JOURNEY 19 
 
 much as a fifty-mile error in locating one's posi- 
 tion when using a cloud horizon as substitute 
 for a sea horizon. Sky above clearing, and 
 large patches of blue sky appearing. Tem- 
 perature has risen to 60 Fahrenheit. Passing 
 through this thick cloud the ship has collected 
 a considerable quantity of electricity, with the 
 result that the wireless operators report unpleasant 
 electric shocks. Airship is probably negative 
 and the cloud positive, causing slight discharge 
 from the cloud to the ship. Scott and Greenland 
 check standard compass on top of ship with com- 
 pass in forward control car, and find they agree. 
 
 10 a.m. Scott brings ship down to the 1300- 
 foot level into the cloud bank, as she is beginning 
 to heat up and gas-bags are full. This will have 
 the effect of keeping her temperature down, and 
 so avoid losing gas. Even clouds have their uses ! 
 
 Cooke has three independent and specially 
 constructed chronometer watches, which he care- 
 fully checks one against the other, and with 
 which he will keep dead accurate Greenwich time 
 with us throughout the voyage. This is essential 
 to assist him in plotting his exact position. 
 
 10.38 a.m. Still driving away into the fog at 
 1300 feet. Course N.W. by W., 298. Speed 
 
20 THE LOG OF H.M.A. R 34 
 
 . 
 
 through air forty knots ; running on four engines 
 at 1600 revolutions. Petrol consumption fifty- 
 two gallons per hour. Course made good is 
 slightly south of Great Circle owing to slight 
 southerly drift, viz., 18 as measured on drift 
 indicator. 
 
 Scott is able by skilful handling to keep the 
 ship in these thick clouds to avoid superheating. 
 At the same time, he judges it so nicely that 
 Cooke, standing on the top of the ship, is able 
 to get observations with sextant on sun and cloud 
 horizon his eye being practically on a level with 
 the cloud horizon, the only thing peeping up above 
 the top of the cloud-bank being the top of his 
 head, which is functioning in the same way as 
 a submarine periscope ! 
 
 What a strange sight it would have been to 
 another passing aircraft to see a man's head 
 skimming along the top of a cloud-bank at 
 forty knots ! 
 
 10.45 a.m. Restarted forward engine 1600 
 revolutions. 
 
 Stopped two aft engines. Speed thirty-two 
 knots. 
 
 One method we use for calculating drift is 
 to look down vertically through a bomb-sight, 
 
OUTWARD JOURNEY 21 
 
 having previously set the instrument to the 
 course the ship is steering. Then, by getting 
 the top of a wave moving parallel to the lines in 
 the bomb-sight, one can read off on the dial the 
 actual course made good. Subtract from this the 
 course steered, and one gets the angle of drift. 
 
 10.50 a.m. Our wireless on 1400 metre wave 
 is being jammed by local spark vessels. 
 
 10.56 a.m. Stopped forward and two aft 
 engines, and now running on only the two wing 
 engines at 1600 revolutions. Air speed thirty 
 knots, or 36 m.p.h., which is the most economical 
 speed for this type of Airship, as she only con- 
 sumes twenty-five gallons of petrol per hour on 
 the two wing engines. Wind is east, seven miles 
 per hour, and so we are making good forty miles 
 per hour, with three engines resting. 
 
 Fog still thick, and visibility nil. Water drip- 
 ping in through roof. Temperature 54 F. Cold 
 and damp. 
 
 Cooke busy working out our exact position on 
 chart by abstruse calculations and formulae. 
 
 11 a.m. Got a Directional Wireless Bearing 
 on Clifden; but when we wanted another we 
 could not get it, as they were not sending but 
 receiving (presumably from Glace Bay). Unless 
 
22 THE LOG OF H.M.A. R34 
 
 Clifden actually happens to be sending a message 
 they are of practically no help whatever to 
 aircraft trying to get a bearing on them with 
 Directional Wireless, because when receiving they 
 only acknowledge with single letters, and this 
 does not give time to get an accurate sound 
 direction. 
 
 Apparently the sole function of Glace Bay and 
 Clifden is to transmit wireless messages of all 
 kinds across the Atlantic; and so it would 
 seem that in the future, when their number 
 would justify the expense, W.T. Directional 
 Stations will be required solely for the use of 
 aircraft. 
 
 11.15 a.m. Our position is now : Longitude 
 10 N., and Latitude 14 40' W., i. e. 400 miles 
 from East Fortune, and 200 miles out into the 
 Atlantic from Bloody Foreland. There is practi- 
 cally no wind, and we are making quite a good 
 air speed with our two engines only. Pitot tube 
 gets filled up with fog and rain, and needs hauling 
 in and blowing out occasionally, to get true 
 readings. 
 
 W.T. arrangements are that we communicate 
 with East Fortune as long as possible, and then- 
 when they fade out we shall still have Pern- 
 
CONTROL CAR. 
 
 Flight-Sergt. Watson steering. Flight-Sergt. Mayes at the elevator wheel. Alti- 
 meter (large dial) needle shows that the ship is at about 1,200 feet above the sea. 
 
 CREW SPACE INSIDE HULL. 
 
 One of the crew peeling potatoes for dinner. Lieut. Shotter and Sergt. Gent in 
 
 background. 
 
OUTWARD JOURNEY 23 
 
 broke, then Ponta del Garda (Azores), and finally 
 Glace Bay. 1 
 
 11.45 a.m. Fog thicker and thicker, and we 
 can see nothing, so think lunch would be a good 
 idea. Excellent beef stew and potatoes. Caley's 
 chocolate. Cold water to drink. 
 
 We compare our views on the distribution of 
 air-pressure on the western side of the Atlantic, 
 the winds we are likely to meet with, the fog we 
 are likely to run into, the advantages of Direc- 
 tional Wireless for navigational purposes, cloud 
 horizons, etc. 
 
 Scott, Cooke and Harris in comparing their 
 experiences and expounding their theories are 
 most interesting. 
 
 During meal-times ship is inclined to get an 
 angle slightly down by the bow, owing to officers' 
 and crew's dining quarters being situated too 
 far forward. This must be corrected in future 
 designs. Necessary to send some of the crew 
 aft to correct trim. I notice they don't forget 
 to take their food with them ! 
 
 12 noon. Watch off duty turn in for their 
 routine four hours' sleep before coming on for 
 their next turn of duty only two hours in 
 1 See map, Appendix VII. 
 
24 THE LOG OF H.M.A. R34 
 
 this case, as it is the first of the two " dog " 
 watches. 
 
 The sleeping arrangements consist of a hammock 
 for each man off watch, suspended from the 
 main girder of the triangular internal keel, which 
 runs from end to end of the ship. 
 
 In the keel are situated the seventy petrol 
 tanks, each of seventy gallons capacity, also 
 living quarters for officers and men. In addition 
 there are storage arrangements for lubricating 
 oil, engine spares, water ballast, food, drinking 
 water, etc. The latter form quite a considerable 
 item, as will be seen from the following table of 
 weights 
 
 Petrol . . . 4900 gallons == 35,300 Ibs = 15*8 tons 
 Oil ... 230 gallons = 2,070 Ibs = '9 
 
 Water Ballast 3 
 
 Crew, Luggage, Bedding, Food, etc. . . . 4 
 
 Spares 550 Ibs = "2 
 
 Drinking Water . 80 gallons = 800 Ibs = '42 
 
 24*32 tons 
 
 Decide to " turn in " and get some sleep. 
 
 It is quite hot in the keel, so sleep in under- 
 clothing only, outside sleeping bag too hot 
 inside. Slept soundly till 2.45 p.m., and feel 
 much rested. 
 
OUTWARD JOURNEY 25 
 
 2 p.m. Cooke obtains observations for drift 
 on surface of sea, the first since 5 a.m. 
 
 Scott comes to my hammock to tell me that 
 there is a stowaway on board. 
 
 Just before starting it had been decided that 
 one of the members of the crew (A.C.2 W. W. 
 Ballantyne) must be left behind, the numbers 
 being limited of necessity to thirty. 
 
 Ballantyne, on his own confession, hid himself 
 in the darkness high up above the keel, on one 
 of the longitudinal girders between the gas-bags, 
 and has just emerged from his hiding-place. 
 
 He says he could not bear the thought of being 
 left behind. Cannot help sympathizing with his 
 motive, but it is bad from a disciplinary point 
 of view, to say nothing of risking the success of 
 the flight. Without his weight we could have 
 carried 200 Ibs. more petrol, and of course he 
 has been allotted neither food nor hammock. 
 
 Had there been land beneath us instead of 
 ocean we would put him off at once in a parachute ; 
 but as we are now well out in the Atlantic, there 
 is nothing for it but to take him across, and 
 make the best use of his services. 
 
 Necessary disciplinary action will be deferred 
 until we arrive in America. 
 
26 THE LOG OF H.M.A. R34 
 
 3.15 p.m. Sea now visible at intervals through 
 the clouds a deep blue in colour, with a big swell 
 on. Height 900 feet. Course 320. Making 
 good 299. Our shadow on the water helps us 
 to measure the drift angle, which both Scott 
 and Cooke work out to be 21. Running on 
 forward and two aft engines only. Air speed 
 thirty-six knots, or five knots more than we were 
 getting with the two wing engines only. 
 
 Temp., 52 F. 
 
 Clouds rolling rapidly by, and patches of sky 
 free of cloud gradually becoming larger indicate 
 that we shall probably run into clearer weather. 
 
 3.30p.m. Durrant, our Wireless Officer, reports 
 he has just spoken St. John's, Newfoundland, 
 who, though very faint, proceed to send us a 
 weather report. As we are still in touch with 
 East Fortune and Clifden, 1 and have been ex- 
 changing signals with the Azores since reaching 
 the Irish coast, our communications are, so far, 
 admirable. Very beautiful rainbow effect on 
 the clouds : one complete rainbow encircles the 
 ship, and another smaller one encircles our 
 shadow on the water; both are very vivid in 
 their colouring. Colours in sequence from centre 
 1 See map, Appendix VII. 
 

OUTWARD JOURNEY 27 
 
 of circle : white, yellow, pink, dark blue, green, 
 yellow, pink, green, yellow, pink, green. This 
 rainbow or " glory " seems to be only evident 
 when clouds are thin, and sea can be almost 
 discerned through them. 1 
 
 3.45 p.m. Tea-time. Bread and butter, green- 
 gage jam and two cups of scalding hot tea, which 
 has been boiled over the exhaust pipe " cooker " 
 fitted to the forward engine. " Fruitarian " 
 cake is also tried for the first time. It has 
 rather a sickly taste, but is very sustaining; 
 the whole assisted by Miss Lee White on the 
 gramophone ! 
 
 Greenland, the First Officer of the ship, is 
 vainly trying to discover the culprit who used 
 his toothbrush for stirring the mustard at lunch ! 
 Found a tabby kitten in forepart of keel, and 
 recognized it as the one that was with us on our 
 21-hour flight from Inchinnan to East Fortune. 
 There are also two carrier pigeons on board, 
 and it is rather a question as to what use they 
 can ever be, and what we had better do with 
 
 1 We refer to the Meteorological Glossary, which tells us 
 that this is a diffraction effect due to the bending of the 
 rays of light round the minute water drops of which the 
 clouds are composed. 
 
28 THE LOG OF H.M.A. R34 
 
 them. Pigeons only fly overseas in the direction 
 in which they have been trained, and, as these 
 have been trained in the North Sea to fly west, 
 they would presumably fly towards America 
 directly we let them go, regardless of whether 
 they could do the distance or not. 
 
 We decide to keep them on board and if 
 not necessary to use them on outward journey 
 to release them in sight of Ireland on return 
 journey to see if they would (a) fly towards land 
 if they could see it, (b) get on from Ireland to 
 England. Anyway, if not released at all, they 
 can claim to be the first pigeons to fly (?) the 
 Atlantic ! 
 
 4.45 p.m. Cooke gets another observation 
 of sun to cloud horizon. 
 
 Still in fog and low clouds. Sea not visible. 
 Breaks in cloud not so frequent as previously. 
 Height 1000 feet. Air speed thirty-five and a 
 half knots on all five engines making good about 
 thirty knots. Temp., 54 F. 
 
 4.50 p.m. H.M.S. Queen Elizabeth picks us 
 up on wireless and passes on following message 
 to Air Ministry : " Position 53 50' N., 18 00' 
 W.-all's well." 
 
 5 p.m. Messages are received from both H.M. 
 
Si 
 
 5 1 
 
 H "ao 
 
 O ^d 
 
 IQ H 
 

OUTWARD JOURNEY 29 
 
 battle cruisers Tiger and Renown, which have 
 been sent out previously by the Admiralty into 
 the Atlantic to assist us with weather reports 
 and general observations. 
 
 They report respectively as follows 
 
 H.M.S. Tiger : " Position 36 50' N., 36 15' W. 
 Barometer, 1027 millibars falling slowly thick 
 fog." 
 
 H.M.S. Renown: "Position 60 N., 25 W. 
 Barometer, 1027 millibars falling slowly cloudy 
 visibility four miles." 
 
 Harris's deductions from these reports, coming, 
 as they do, one from the S. Atlantic and the other 
 from the neighbourhood of Iceland, are to the 
 effect that there is no steep gradient, and that 
 therefore there is no likelihood of any strong 
 wind in those regions. Occasional glimpses of 
 sea through fog. Have seen very little of the 
 Atlantic on this flight so far. Tramp steamer 
 s.s. Ballygally Head, outward bound from Belfast, 
 destination Montreal, picks up our wireless on 
 her Marconi spark set, which has a range of about 
 thirty miles only. She gives her position as Long. 
 54 30' N., Lat. 18 20' W., and reports as follows : 
 "Steering S. 80 W. true. Wind N. Baro- 
 meter 30.10 overcast. Clouds low. SUFFREN, 
 
30 THE LOG OF H.M.A. R34 
 
 Master." They can hear us but cannot see us, 
 and are very surprised to pick us up. We tell 
 them we are R 34 bound for New York, and they 
 wish us every possible luck. Her position when 
 worked out was about thirty miles away, and at 
 the extreme range of her wireless. 
 
 5.20 p.m. Altered height to 1200 feet. Blue 
 sky above. We can see nothing forward or 
 downwards. 
 
 5.35 p.m. Cooke trying to take observations 
 on sun with bubble sextant, but is not successful 
 the sun being too high. Fine cloud horizon. 
 Sea still invisible. 
 
 5.40 p.m. Scott increases height to 2000 feet, 
 to fill the gas-bags, which have cooled down. 
 At this height we find ourselves well over the 
 clouds, and the view is enchanting as far as the 
 eye can see a vast ocean of white fleecy clouds, 
 ending in the most perfect of cloud horizons. 
 
 There is a cloudless and deep blue sky overhead, 
 and now occasionally we get glimpses of vivid 
 blue sea through gaps in the clouds beneath. Our 
 Navigator does not miss this opportunity, and 
 at once gets busy taking observations with sextant 
 of sun and cloud horizon. 
 
 We feel in a world of our own up here amidst 
 

 SUNSET STILL ABOVE THE CLOUDS AND NEARING CENTRE OF 
 DEPRESSION 
 
 ABOVE THE WORST OF THE DEPRESSION SOON AFTER SUNSET 
 
OUTWARD JOURNEY 31 
 
 this dazzling array of snow-white clouds. No 
 words can express the wonder, the grandeur, 
 or the loneliness of it all; one must experience 
 these joys for oneself before one can even begin 
 to realize them. 
 
 Two particularly fine specimens of " windy 
 cirrus " cloud now appear on our port beam, 
 and are clearly silhouetted at an enormous height 
 'against the azure sky. 
 
 These cirrus clouds (officially known as " Cirrus 
 Ventosus ") are very distinctive little curly 
 clouds like a black-cock's tail feathers. 
 
 Specimens of " Flocculent Cirro Stratus," 
 rather resembling a diamond tiara, high in the 
 centre and sloping away on both sides, also begin 
 to appear away to the south. The appearance 
 of these two types of cloud are interpreted by 
 Harris as a first and infallible indication of a 
 depression coming up from the south. We think 
 that this depression may help us, provided we 
 have crossed its path in advance. 1 
 
 1 In the Northern Hemisphere winds inside a depression 
 blow anti -clock- wise. Consequently on the north side of a 
 depression when flying the Atlantic there should be an 
 easterly wind, a westerly wind being expected on the south 
 side. 
 
 So far as we know, this generally accepted meteorological 
 
32 THE LOG OF H.M.A. R34 
 
 It is interesting to note that, as yet, we have 
 received no notice of any depression coming up 
 out of the south in any weather reports. 
 
 Scott thinks we are making better headway 
 up here above the clouds than we were when 
 inside the clouds ; though he cannot yet, of course, 
 be certain of this. 
 
 5.50 p.m." Cirrus Ventosus " cloud has now 
 gradually straightened out into a long thin curve 
 known as " Band Cirrus." Height 1800 feet. 
 
 6.40 p.m. Put back clock half an hour to 
 corrected Greenwich mean time. Time is now 
 6.10 p.m., and we have covered 610 sea miles, 
 measured in a direct line, in seventeen hours at 
 an average speed of thirty-six knots, or 40 m.p.h. 
 Position : Long. 53 50' N., Lat. 20 0' W. 
 
 Alcock and Brown finished their flight of 1800 
 miles in sixteen hours. We have now taken seven- 
 teen hours for 610 miles, so that their speed made 
 good is three times as fast as ours. They, of 
 course, were flying from west to east with a 
 following wind behind them, while we are flying 
 in the reverse direction with the prevailing wind 
 
 rule has never been turned to practical use by aircraft 
 before, and we had the satisfaction of doing so both on the 
 outward and homeward journeys. 
 
FIRST GLIMPSE OF ATLANTIC AFTER PASSAGE OF CYCLONE. 
 
 NEXT MORNING. THE CALM AFTER THE STORM. 
 
OUTWARD JOURNEY 33 
 
 against us. It will be noticed that our speed 
 is distinctly low, but we have been running for 
 a large part of the time on only three engines, 
 with two engines resting. It must be remembered 
 that Scott has to nurse his engines for the return 
 journey, and had it not been for this, our speed 
 for this outward journey could have been a third 
 as fast again. At this rate, if all goes well, and 
 if that depression from the south does not inter- 
 fere, we should see St. John's, if not shrouded 
 in fog (as it usually is) about midnight to-morrow, 
 July 3rd. 
 
 7 p.m. Wireless message from Air Ministry 
 via Clifden : " Are you in touch with Tiger and 
 Renown ? Are you receiving from them weather 
 reports, including upper air? " 
 
 We reply via Renown : " Yes, receiving from 
 Tiger." 
 
 Message from Air Ministry continues : " Con- 
 ditions unchanged in British Isles. Anti-cyclone 
 persistent in Eastern Atlantic, a new depression 
 entering Atlantic from south" 
 
 This confirms Harris's previous forecast at 
 5.40 p.m. on seeing the cirrus clouds, and is 
 admirable proof of the accuracy and value of 
 cloud forecasting. 
 
34 THE LOG OF H.M.A. R34 
 
 We are all quite excited about this approaching 
 depression, as it is exactly the weather conditions 
 we were hoping to get. With any luck we should 
 be benefited by the helping easterly wind on 
 the north side of it, and, as we get further towards 
 the Newfoundland coast, it should become more 
 northerly, and blow us down towards New 
 York. 
 
 Weather situation has therefore become 
 extremely interesting, and it now remains to be 
 seen whether our hopes and forecasts will be 
 realized. 
 
 Our cooking arrangements are too primitive. 
 Impossible to boil water slowly can only boil 
 fast. No frying facilities, which would be a 
 boon particularly for breakfast. No fresh veget- 
 ables on board. We must remember to get 
 these, also fruit for the return journey, and 
 generally arrange for more complete cooking 
 arrangements on our next long-distance flight. 1 
 
 The clouds have risen to our height, and we 
 
 1 Future Airship liners will cater especially for the comfort 
 of passengers; in fact, there is no reason whatever why 
 the cuisine should not equal that provided on board any 
 sea-going liner. Ample sleeping (and smoking!) accommo- 
 dation will be available, and the passenger saloons heated 
 throughout. 
 
OUTWARD JOURNEY 35 
 
 are driving away through the middle of them, 
 with no signs of the sky above or the sea beneath. 
 Scott reckons the wind is N.E. by E., and helping 
 us slightly. 
 
 7.30 p.m. Cup of hot cocoa. Lay down for 
 half an hour before evening meal, and read 
 Emerson's Poems. Noticeable leakage from 
 petrol tanks when ship takes up big angle by 
 bow or stern, causing unpleasant smell of petrol 
 vapour in keel. This must be remedied in 
 future. 
 
 8 p.m. Ship now very heavy 12 down by 
 stern owing to change of temperature. Running 
 on all five engines, the idea being that it is more 
 economical to burn petrol than to drop it as 
 ballast. Height 3000 feet. 
 
 We are just on top of the clouds now alter- 
 nately in the sun, and then plunging through thick 
 banks of cloud. 
 
 The sun is low down on the western horizon, 
 and we are steering straight for it, making 
 Pritchard at the elevators curse himself for having 
 forgotten to bring tinted glasses. 
 
 Weather reports from E. Fortune, H.M.S. 
 Renown, St. John's, Ponta del Garda (Azores), 
 and Pembroke. 
 
36 THE LOG OF H.M.A. R34 
 
 8.30 p.m. Scott decides to descend below the 
 clouds, and increases speed on all engines to do so. 
 It is dark, cold, and wet in these clouds, and we 
 shut all windows. 
 
 Cooke working out position from his last sun 
 and cloud horizon observations : Height 2000 
 feet ; sea not yet visible. Temp., 50 F. 
 
 8.45 p.m. 1500 feet. Sea now clearly visible 
 through patches of fog, which Harris estimates 
 will clear away altogether after sunset. Cooke 
 gets drift observations on surface of sea, which 
 give course and speed made good 265, true 
 forty knots. On this drift observation he was 
 able to calculate the dead reckoning for the early 
 morning star sights. 
 
 8.53 p.m. We now find ourselves between 
 two layers of cloud; one layer 1000 feet above 
 us and another layer 500 feet below us, with 
 occasional glimpses of the sea very skilful hand- 
 ling and judgment on part of Scott. 
 
 8.55 p.m. Sun is now setting, and gradually 
 disappears below the lower cloud horizon, throw- 
 ing a wonderful pink glow on the white clouds 
 in every direction; a very beautiful sunset, and 
 very cold. 
 
 9.10 p.m. Turned in feeling very tired and 
 
OUTWARD JOURNEY 37 
 
 sleepy. Owing to early start have many hours of 
 sleep to make up. 
 
 Thought out splendid scheme for getting into 
 hammock : get good grip of main keel girder, 
 pull up on the arms and then lower down into 
 hammock from above very quick and quite 
 easy ! 
 
 It is cold up here in the keel at night, but we 
 feel very warm and snug in our sleeping bags. 
 
 All through this first night in the Atlantic the 
 ordinary Airship routine, viz., navigating, steering, 
 working the elevators, attending to the engines, 
 etc., is continued, watch by watch, as in the 
 daytime. The night is very dark, but the Airship 
 is lit by electric light throughout, a much 
 enlarged car lighting system having been fitted. 
 There is a light to every instrument, which can 
 be switched on as required, and, in case of failure 
 of the lighting system, all figures and indicators are 
 radiumized. This radium paint is so luminous 
 that, in most cases, the lighting installation is 
 unnecessary. 
 
 10.30 p.m. Observation of Venus to cloud 
 horizon. 
 
 10.45 p.m. Weather reports come through 
 from St. John's, Ponta del Garda, and Pembroke. 
 
38 THE LOG OF H.M.A. R34 
 
 Up to date on whole journey Scott estimates we 
 have used on an average T24 gallons of petrol 
 per nautical mile made good. This, if it continues, 
 should give us 1100 gallons of petrol, over and 
 above, on our arrival in New York. 
 
 This, so far as we have gone, is an extremely 
 good consumption figure, especially when one 
 remembers how much we changed course to 
 clear the high hills in Scotland. 
 
 Hope we shall be able to maintain this average ; 
 but have presentiment that we won't. 
 
 THURSDAY, JULY 3RD 
 
 2.56 a.m. Last message from E. Fortune. 
 We are now beyond their wireless range. 
 
 4.20 a.m. Cooke obtains observations on the 
 following stars : Polaris, Capella, Alpha and 
 Romeda all to cloud horizon. Height 2200 
 feet. Height above clouds 300 feet. This gives 
 position as 52 40' N., 30 15' W., or about 
 twenty-seven miles W.S.W. of dead reckoning 
 position. 
 
 5.30 a.m. -We speak s.s. Hellig Olav bound for 
 Copenhagen. She gives her position, 28 10' W., 
 

 OUTWARD JOURNEY 39 
 
 53 10' N. Wish we could see her instead of only 
 talking to her. 
 
 9.20 a.m. Clock put back another hour. 
 
 Position : Long. 35 60' W., Lat. 53 00' N., 
 obtained by observations on sun and good cloud 
 horizon considered by Cooke to be accurate 
 to within thirty to forty miles. 
 
 Making good thirty knots. 
 
 Wireless from Clifden : " Am requesting Glace 
 Bay to pass all messages to you from us thirty 
 minutes past odd hours." 
 
 We are now over the Westbound Steamship 
 route from the Clyde to Cape Race, and momen- 
 tarily crossing the Eastbound route from Belle 
 Isle to Plymouth. We are well over half way 
 between Ireland and Newfoundland, and are 
 back again on the Great Circle route, having 
 been slightly to the south of it, owing to the drift 
 effect of a northerly wind. 
 
 If visible we should see Cape Race, Newfound- 
 land, twenty-four hours from now distance, 
 750 nautical miles. 
 
 Put this cheerful information up on notice 
 board in dining-room. 
 
 Lieut. Shotter, Engineer Officer, who, through 
 many causes, has been prevented from getting 
 
40 THE LOG OF H.M.A. R 34 
 
 his fair share of sleep, is beginning to feel rather 
 exhausted, and is dosed with aspirin by Luck, 
 who is our amateur doctor for the voyage in 
 addition to his duties as Third Officer. 
 
 Harris informs me that in his experience it 
 either blows hard in the western Atlantic or there 
 is fog. This may be regarded as an almost 
 infallible rule. 
 
 9.17 a.m. Got quite a nice view of Atlantic 
 during short gap in clouds for about three minutes 
 sea a deep blue colour. Big swell. Visibility 
 on surface of sea probably very good, but over- 
 cast. Estimated drift, 10 degrees. Height 900 
 feet. Running on forward and after engines only. 
 Wind estimated to be S.E., about ten knots. 
 Air speed thirty-three and a half knots. 
 
 Scott reckons we are making good thirty-eight 
 knots and using roughly thirty-eight gallons of 
 petrol an hour, which is quite a good state of 
 affairs. 
 
 Scott's method of estimating wind on surface of 
 sea is to watch a wave breaking, when foam is 
 left on the surface, and the wave goes down wind. 
 The foam then appears to move up wind, and 
 the resultant effect gives you a more or less reliable 
 direction of wind on surface of sea. 
 
OUTWARD JOURNEY 41 
 
 The Aquitania is, according to Marconi's Tele- 
 graph Communication Chart for July, now 
 between Long. 30 and 20 W., or two-thirds 
 of the way across to Ireland. 
 
 We should be hearing her soon, though we 
 can only speak her on a relay, as our W.T. spark 
 range is limited to 120 miles. 
 
 This same chart tells us that the following 
 steamers should also soon be within range of 
 our W.T. spark set : s.s. Sardinian, Corsican, 
 Saxonia, Minnekahda and La Savoie. 
 
 We have passed within W.T. communication 
 of s.s. Mississippi, Mackinaw, Kirkholm, Canada, 
 Michigan, Mesava, Mattwa, Orduna, Vestris, Man- 
 hattan, Rochambeau. In addition, if in distress, 
 we could probably get the s.s. Sunderland on 
 our spark set, as she should be just within 
 range. 
 
 We are in touch with Glace Bay for the first 
 time. 
 
 9.35 a.m. Wind seems to be increasing slightly, 
 more white horses are beginning to appear, and, 
 as our drift appears to be increasing too, this 
 would be a further indication. 
 
 10 a.m. Scott alters course a little to the 
 north so as to be in position to use the easterly 
 
 G 
 
42 THE LOG OF H.M.A. R34 
 
 wind on the north side of the approaching 
 depression as much as possible. 
 
 10.15 a.m. Weather report from St. John's : 
 " Barometer 1010.2. Steady ; temperature 44 F. 
 Fog. Visibility about half a mile, fog seaward, 
 wind westerly, very light." This is all right. 
 
 Turned in for an hour, but unable to sleep. 
 Become absorbed in Kipling's story of " The 
 Night Mail " in Actions and Reactions. Think 
 I must have read this story fifty times ! Every 
 time I read it the more impressed I become with 
 the reality of its prophecies, which give one that 
 very same " atmosphere " of Aerial Liner travel 
 that we are actually experiencing during every 
 moment of this journey. 
 
 12 noon. Midday meal cold roast beef with 
 one cold potato each. We are short of potatoes, 
 having apparently eaten too many yesterday ! 
 Bread and butter, cheese, chocolate, and a cup 
 of tea. 
 
 12.30 p.m. Wind S.E. to S.E. by S. Strength 
 fifteen to twenty knots. Clouds near surface 
 of sea have cleared away, and we now have a 
 visibility of about forty to fifty miles in all 
 directions. Sky overcast with thin cloud. 
 
 This is really the first time we have had an all- 
 
OUTWARD JOURNEY 43 
 
 round view of the Atlantic since we started. Sea 
 is very blue, a biggish swell, and many white 
 horses. Hope that, with this good visibility, 
 we may at last see a passing ship. 
 
 One of the crew (a rigger) is ill. Temperature 
 102. Confined to hammock and dosed with 
 quinine and salts. 
 
 Running on forward and after engines only, and 
 resting both wing engines. Height 1100 feet. 
 We cannot tell our height above sea accurately, 
 as we don't know what the barometer is reading. 
 
 Our aneroid shows height as 1200 feet. Scott 
 thought it more likely to be 1500 feet, as one 
 cannot well assume that the barometer here on 
 the surface of the water is the same as the baro- 
 meter was when we left the ground at East 
 Fortune. 
 
 We now try the experiment of lowering an 
 instrument known as a sea-level aneroid, and 
 specially designed to record atmospheric pressure 
 readings, down to the surface of the water. The 
 ship is not slowed down for the purpose in any 
 way, and as this has not been tried before success 
 is problematical. 
 
 Result is no good, as the instrument shows 
 exactly the same reading on reaching car again 
 
44 THE LOG OF H.M.A. R 34 
 
 as it had before starting. It had undoubtedly 
 recorded the reading on surface, but got jerked 
 (being a very sensitive instrument) on the quick 
 haul-up. 
 
 Until we know our exact height above the sea 
 we cannot plot our exact position, so until we 
 speak a ship in our vicinity and get her barometer 
 reading we still lack means for such a calculation. 
 Some suitable method of getting this information 
 must be perfected before we do any more long 
 overseas flights. 
 
 Scott works out our height above the water in 
 the following way 
 
 The airship is throwing a very dark shadow on 
 the surface of the sea on starboard side almost 
 immediately underneath the ship. By taking 
 with a sextant the angle subtended by length 
 of the shadow, and knowing the length of the 
 shadow to be 640 feet, he gets the true height. 
 In this case the height works out at 2100 feet, 
 whilst the aneroid gives us only 1200 feet a 
 variation of 900 feet. 
 
 12.45 p.m. Durrant is speaking s.s. Canada 
 on our W.T. spark set. Another W.T. operator 
 (Corporal Powell) is trying to get her on the 
 directional wireless, so that we may know in 
 
OUTWARD JOURNEY 45 
 
 what direction to look for her. All we know at 
 the moment is that she is somewhere within 120 
 miles of us, and bound for Liverpool. 
 
 She gives her position as follows : " Long. 
 51 16' N., Lat. 39 42' W. (or sixty miles S.S.E. 
 from us), barometer 30.8, rising. Wind and sea 
 moderate from S.E. DAVIS, Master." 
 
 Her wireless operator tells us that great 
 enthusiasm prevails on board, and that every one 
 is hoping to catch sight of us. This feeling is 
 mutual, but, although we do our best to get her 
 on our directional wireless, besides gazing through 
 our glasses in every direction, she remains just 
 beyond our visibility. 
 
 Scott now brings his ship down to the 1200-foot 
 level, to try and find a more easterly trend in the 
 wind. 
 
 The reading on s.s. Canada's barometer is of 
 the greatest value, and is exactly the information 
 of which we are in need. We can now work 
 out our true height above the sea, and con- 
 sequently fix our exact position. Her barometer 
 on surface reads 30.8, whilst ours in the ship is 
 29.7. This shows a difference of 30.8-29.7, or 
 1.1 inches. Remembering the rule that for 
 every 1000 feet you rise the barometer falls one 
 
46 THE LOG OF H.M.A. R34 
 
 inch, we get our height as 1000 feet, which tallies 
 almost exactly with Scott's estimate of 900 
 feet inaccuracy mentioned above. It is quite 
 possible that Scott's calculation of 900 feet may 
 still be dead accurate, as s.s. Canada is some fifty 
 or sixty miles away, and the change in barometer 
 over that distance may well work out at 100 feet. 
 
 What a relief it is to remember that peace 
 prevails and we need no longer keep sharp and 
 constant look-out for enemy submarines ! 
 
 Not being allowed to smoke is a great privation 
 upon long flights of this description, and is acutely 
 felt by all members of the crew, particularly after 
 meals. Special arrangements to allow for this 
 will be made on future long-distance Airship 
 journeys. 1 
 
 Harris unwisely shuts his hand in door of W.T. 
 cabin painful, but not serious. Flow of language 
 not audible to me, as fortunately forward engine 
 happened to be running ! 
 
 1.30 p.m. Conditions now very pleasant. Blue 
 sky above and blue sea below nice and warm. 
 We remove nearly all our clothes and feel delight- 
 fully comfortable. Thank goodness there are 
 no appearances to keep up on board our Aerial 
 1 See note, p. 34. 
 
OUTWARD JOURNEY 47 
 
 Liner; and we don't mind what we look like 
 or who sees us ! 
 
 Fine cirrus clouds on starboard beam. 
 
 Very big drift, estimated at 30. Ship practic- 
 ally travelling sideways. Wind is estimated 
 to be S.S.E., thirty knots, and helping us con- 
 siderably. Scott calculates, by measuring angles 
 on shadow with sextant, that we are making 
 good forty knots. Cooke calculates with drift 
 indicator that we are making good thirty-eight 
 knots. I log accordingly our speed made good 
 as thirty-nine knots, and so every one is satisfied ! 
 
 Durrant hears Aquitania, but does not speak 
 her. 
 
 St. John's reports wind easterly, which is good 
 hearing. 
 
 1.50 p.m. Trouble with starboard amidships 
 engine. Engine stopped. No details as yet. 
 
 2.2 p.m. Engine re-started. A small screw 
 on water jacket had worked loose, and this has 
 been made secure with a piece of copper sheeting 
 and the entire supply of crew's chewing gum 
 (which was hastily chewed first by Engineer 
 Officer and two engineers !) We will never be 
 without a good supply of this in future, and this 
 should be a very good and unexpected advertise- 
 
48 THE LOG OF H.M.A. R34 
 
 ment for Mr. Edmondson's brand of chewing 
 gum! 
 
 Scott and Cooke spend much time at chart 
 table with protractors, dividers, stop-watches 
 and many navigational text-books, measuring 
 angles of drift and calculating course made good. 
 
 Whenever the surface of the sea is visible 
 observations are taken with Drift Indicator to 
 check our course and speed. This is also fre- 
 quently checked by timing the ship's shadow 
 when visible in passing some defined spot, such 
 as foam left by a breaking wave. 
 
 Aerial navigation is more complicated than 
 navigation on the surface of the sea, owing to 
 the existence of a third dimension ; but there is 
 no reason why, when Directional Wireless has been 
 perfected, and when we know more about the air 
 and its peculiarities, it should not become very 
 accurate. 
 
 2.10 p.m. Wind rising sea beginning to get 
 rough visibility one mile. 
 
 4 p.m. We should soon be over the Canadian 
 summer route of steamers bound for the St. 
 Lawrence via Belle Isle Strait, and may perhaps 
 sight a ship. 
 
 From our experience so far on this voyage, it 
 
OUTWARD JOURNEY 49 
 
 seems an absolute miracle to me that Hawker 
 should have found a ship when he did in this 
 vast Atlantic. 
 
 4.30 p.m. We are now in the vicinity of the 
 well-known Labrador current, and there are 
 already indications of these cold currents in the 
 fog which is beginning to appear above the 
 surface of the water. 
 
 Cooke gets good observation of sun to sea 
 horizon. 
 
 Wind which is now forty-five knots is " back- 
 ing," and we are being carried rather far north 
 and off the direct course we originally intended. 
 Position now about due south of Greenland. 
 Angle of drift about 50. 
 
 Petrol expended, 1546 gallons. Petrol left, 
 3354 gallons. 
 
 6 p.m. Observations of sun and moon to sea 
 horizon give position as 58 miles N., 30 E. of 
 D.R. position at 2.15 p.m. We are gradually 
 getting further and further into the shallow 
 depression which was reported yesterday coming 
 up from the South Atlantic. For the last four 
 hours the sea has been rising, and now the wind 
 is S.S.E., about forty-five knots, and we are 
 travelling sideways over the sea, making good 
 
50 THE LOG OF H.M.A. R34 
 
 twenty-five to thirty knots. Harris thinks, when 
 we have passed the centre of this depression, we 
 should get a more easterly wind and clearer sky, 
 so we go right ahead into it, and are full of 
 confidence. 
 
 7 p.m. All visibility now gone, and thick fog 
 everywhere. It is unpleasantly cold ; we are not 
 only fully dressed, but wearing our overcoats as 
 well. Conditions at present not at all nice, and 
 it is an anxious time from now on, until we see 
 how the weather develops. 
 
 We are a little over 300 miles from the nearest 
 point of Newfoundland, viz., Trinity Bay, and 
 350 miles from St. John's. Estimated drift 70. 
 In all probability we should get across the centre 
 of this depression in two or three hours' time. 
 
 It is raining very fast, which is a good sign, 
 as it nearly always rains near the centre of a 
 depression. 
 
 In spite of our drift angle of 70 we are making 
 good a forward course direct on Belle Isle, which 
 is at the most northerly point of Newfoundland, 
 and the entrance to the Gulf of St. Lawrence. 
 
 White horses just visible occasionally through 
 the fog. Sea very rough. 
 
 H.M.S. Tiger reports : " Wind S.E. by S., 
 
OUTWARD JOURNEY 51 
 
 twenty miles per hour, freshening. Squally sky. 
 2/10 Cirrus Stratus. 3/10 Stratus, misty to the 
 S.W. Visibility ten miles. Sea moderate. Posi- 
 tion Lat. 53 50' N. Long. 40 W. Barometer 
 30.25, falling slowly." 
 
 7.10 p.m. Struck by fierce squall. Heavy rain. 
 
 Ship remarkably steady considering intensity 
 of squall. Scott remarked that he would not 
 like to take a 23-class rigid into this. 
 
 The rain is driving through the roof of the 
 fore car in many places, and there is a thin film 
 of water over the chart table. The wind is 
 roaring to such an extent that we have to shout 
 to make ourselves heard. 
 
 7.30 p.m. Time for evening meal, but no one 
 gives it a thought while this entertainment is 
 going on. 
 
 Scott gets his bald patch thoroughly soaked 
 whenever he peeps out through window to try 
 and watch direction of wind ! 
 
 Am much struck by the steadiness of the ship 
 in this squall, which is a very severe one. Beyond 
 a gradual and very slow pitching, causing us to 
 hold on and making everything slip about pretty 
 considerably, we feel no inconvenience, and not 
 the slightest symptoms of seasickness. The sea ? 
 
 
52 THE LOG OF H.M.A. R34 
 
 on the other hand, when last we saw it, was very 
 rough and I, for one, being the worst possible 
 sailor, would certainly be feeling horribly ill if 
 I were on board a surface ship ! 
 
 Scott has consultation with Luck, his Third 
 Officer, and decides to try and climb right out 
 of this depression. Nose of ship put up accord- 
 ingly. 
 
 8 p.m. Our evening meal of bread and butter, 
 cheese, and Oxo is a simple one, and not par- 
 ticularly appetizing. Resolve to take a personal 
 interest in the food question for the return 
 journey. We sit seven of us in a circle, Luck, 
 Scott, Cooke, Lansdowne, Harris, Shotter and 
 myself, talking about everything except Airships 
 and storms in the Atlantic. For want of chairs 
 Shotter and Lansdowne sit on the floor under- 
 neath the table as good a place as any. The 
 cat purrs contentedly in Harris 5 lap, with one 
 eye always on the food ! 
 
 8.30 p.m. Just emerging over top of depression. 
 
 8.40 p.m. Our height is now 3400 feet, and we 
 are well out of the clouds and right out of the 
 depression, exactly as foretold by Harris. The 
 rain has ceased, and we are travelling quite 
 smoothly again. This is probably the first time 
 
OUTWARD JOURNEY 53 
 
 that the top of the danger area of a shallow 
 depression has been scientifically observed and 
 photographed from above. The lesson we learn 
 from this is that the rain and wind usually to 
 be expected within a "shallow" depression only 
 prevail up to a low level, so that upon encountering 
 such a depression, the best course is to seek a higher 
 level and continue flying comfortably above it. 
 
 With a " deep " depression, upon the other 
 hand, the higher you go the worse the wind and 
 rain will undoubtedly become; and the best 
 policy to pursue is to circumvent them and so 
 turn them to useful advantage. 1 
 
 To the west the clouds have lifted, and we see 
 a most wonderful and interesting sky. Black, 
 angry clouds above us, giving place to clouds of 
 a grey mouse colour, then a clear and bright 
 salmon-pink expanse, changing lower down the 
 horizon to darker clouds with a rich golden 
 lining as the sun sinks below the surface. The 
 sea is not visible, and is covered by a fluffy grey 
 feather-bed of cloud, slightly undulating, and 
 extending as far as the eye can reach. 
 
 The moon is just breaking through the black 
 clouds immediately above us. To the east we 
 1 See note, p. 31. 
 
54 THE LOG OF H.M.A. R34 
 
 see below us the black ominous depression from 
 which we have just emerged, while away more 
 to the south the cloud-bed over which we are 
 passing seems to end suddenly and merge into 
 the horizon. 
 
 The lessons to be learnt from this magnificent 
 cloudscape are difficult at present to estimate. 
 The sunset is a very stormy one, but this is 
 not to be wondered at when actually inside a 
 depression. 
 
 The sky ahead looks lighter, but the cloud-bed 
 beneath us should be " packing " more, and not 
 so " fleecy " if we are to get better weather. 
 Perhaps it will " pack " more later on? We are 
 collecting some valuable meteorological data on 
 this flight without a doubt, and each fresh 
 phenomenon as it appears is instantly explained 
 by the ever-alert Harris, who astonishes us all 
 with his meteorological knowledge under so 
 many and varied conditions. 
 
 He possesses plenty of " imagination," and 
 this seems to me to be an essential qualification 
 for the art of reading the clouds and thoroughly 
 appreciating their meaning. 
 
 9 p.m. Clouds are all the time getting lower; 
 fifteen minutes ago they were 3200 feet above the 
 
OUTWARD JOURNEY 55 
 
 water, now they are 2000 feet only, and it is 
 possible that in half an hour's time they may 
 have cleared away altogether, and allow us a 
 clear view of the sea. 
 
 10 p.m. One of the engineers Sergt. W. A. 
 Scull is reported sick. Top portion of thumb- 
 nail torn and thumb badly bruised, caught in 
 moving part of machinery. Very painful, but 
 not serious. Says he will be all right to-morrow. 
 
 It is a remarkable fact that nearly every 
 member of the crew owns a mascot of some sort 
 or another. Shotter, the Engineer Officer, wears 
 a pair of his wife's silk stockings as a muffler, 
 and Scott's mascot is a small gold charm called 
 " Thumbs up ! " 
 
 We speak s.s. Megantic. Message from Azores 
 to say weather there is fine, which means that 
 this depression evidently missed them, and is 
 passing away in a N.E. direction up the Atlantic. 
 This is the usual path of these depressions. 
 
 FRIDAY, JULY 4xn 
 
 1.29 a.m. Message from St. John's : "Handley 
 'age aeroplane probably leaving for New York 
 at 10.30 a.m. to-day." 
 
56 THE LOG OF H.M.A. R34 
 
 1.30 a.m. We ask s.s. Megantic : " Is there 
 D.F. Station at Cape Race? " 
 
 Reply comes : " Yes, D.F. at Cape Race- 
 Call V.C.E." 
 
 1.37 a.m. From s.s. Megantic : " To Cape 
 Race Airship R34 is calling you. Can you 
 hear him?" 
 
 1.40 a.m. From Cape Race to all ships : " Ur- 
 gent, stop transmitting Government message." 
 
 Cannot help feeling how much more pleased 
 we would be with our own importance if it 
 wasn't so very temporary ! 
 
 4.30 a.m. Wonderful sunrise, the different 
 colours being the softest imaginable, just like a 
 wash drawing. 
 
 5 a.m. Bad " atmospherics," telephones burn 
 out new pair rigged. 
 
 During the night no trouble has been experi- 
 enced due to cooling down, as petrol consumed 
 has counterbalanced loss of false lift. 1 
 
 5.30 a.m. Sun's altitude to cloud horizon gives 
 position 50 05' N., 49 27' W. These are the 
 first " sights " Cooke has been able to get since 
 6 p.m. yesterday. 
 
 7 a.m. Sun no longer visible, and therefore 
 1 See Appendix VI, p. 167. 
 
OUTWARD JOURNEY 57 
 
 only drift observations for checking position are 
 possible. 
 
 Height 1000 feet. Bright blue sky above, 
 thin fog partly obscuring the sea beneath us. 
 Sea moderate. Big swell. The fog bank seems 
 to end abruptly ten miles or so away towards the 
 south, where the sea appears to be clear of fog, 
 and a very deep blue. Standing out conspicu- 
 ously in this blue patch of sea we see an enormous 
 hite iceberg. The sun is shining brightly on 
 steep sides, and we estimate it as roughly 
 300 yards square and about 150 feet high. As 
 these icebergs sometimes cover an under-water 
 area of between seven and nine times their height 
 above the surface, we wonder whether it is 
 aground, as depth of water at that point is only 
 about 150 fathoms. Looking down upon this huge 
 iceberg from the open window of the forward 
 car we can clearly see treacherous green ice pro- 
 truding under the water in all directions. As 
 this under-water ice could, under no circum- 
 stances, be seen from a surface ship, it brings 
 home to one the hidden dangers that ocean- 
 going vessels are liable to meet with in this 
 portion of the Atlantic, where fogs may be 
 expected at all times of the year. 
 
58 THE LOG OF H.M.A. R34 
 
 The Airship Liner of the future will undoubtedly 
 have risks of collision with her sister liners of 
 the air in the same way that ocean-going vessels 
 have with one another, but thank goodness! 
 we shall always be entirely immune from any 
 iceberg risks, or from such enemies as rocks, 
 reefs, or shoals. 
 
 As a matter of fact, our chances of collision 
 in the air should be considerably less than those 
 of sea-going vessels, because we will have another 
 dimension to fall back upon and, in all proba- 
 bility, will fly at pre-arranged levels. 
 
 Another big iceberg can just be seen in the 
 dim distance. 
 
 These are the only objects of any kind, sort, 
 or description we have yet observed on this 
 journey. 
 
 7.15 a.m. Altered course for St. John's. 
 
 8.15 a.m. Fog still clinging to the surface 
 of the water, which therefore must be very 
 cold. 
 
 Extraordinary crimpy wave-like appearance of 
 clouds rolling down underneath us from the 
 north. Harris has never seen this before. Prit- 
 chard gets photograph. 
 
 8.30 a.m. Small iceberg a point or two off our 
 
OUTWARD JOURNEY 59 
 
 starboard beam about fifty feet high and very 
 close to us. Another photograph. 
 
 Other icebergs visible in the distance away to 
 the south. 
 
 On our port beam there is a long stretch of 
 clear blue sea sandwiched in between wide 
 expanses of fog on either side, looking just like 
 a blue river flowing between two wide snow- 
 .covered banks. Cause a warm current of water 
 which prevents cloud from hanging over it. This 
 well illustrates the rule that over cold currents 
 of water the clouds will cling to the surface. 
 
 From a purely flying point of view we would 
 prefer clouds to be higher, so that we could get 
 inside them and prevent superheating. 1 The 
 clouds are, however, rising. We have watched 
 them gradually increasing in size, from little 
 wisps of vapour just above the water. They now 
 assume definite shape, and we can be quite 
 certain that they are rising. There is blue sky 
 and a hot sun above, so Scott decides to try a 
 lower level and get inside the clouds, where we 
 are bound to cool down considerably. 2 
 
 8.40 a.m. We are now in touch with Cape 
 
 1 See Appendix VI, p. 167. 
 
 2 For disadvantages caused by superheating, see Appendix 
 VI, p. 167. 
 
60 THE LOG OF H.M.A. R34 
 
 Race, 250 miles away, on our spark transmitter 
 set ; they give us two directional bearings. We 
 should soon be in touch with Canso, Nova 
 Scotia. 
 
 Having burnt a lot of petrol the ship is light, 
 so Scott has to force her down on the elevators 
 to get her into the cloud-bank. 
 
 8.45 a.m. W.T. message from Cape Race : 
 " Your bearing at 8.15 a.m. 36 degrees east of 
 true north." 
 
 We are now over a large ice-field masses of 
 broken ice floating on the surface in every direc- 
 tion. Take a turn with Pritchard at pumping 
 petrol, which is a laborious and most unpleasant 
 proceeding, and must be avoided in future ships. 
 Feel slight symptoms of toothache. 
 
 9 a.m. Ship down by the nose 15 to get down 
 into the clouds, which are now just beneath us. 
 Height 1500 feet. Clouds look rather " switch- 
 backy " ahead, indicating presence of more 
 icebergs. 
 
 Weather report from St. John's : " Wind N. 
 three miles per hour. Drizzling. Visibility one 
 mile." 
 
 Our position at 9 a.m. : Long. 49 05' N., Lat. 
 30 25' W. Sent to Air Ministry. 
 
OUTWARD JOURNEY 61 
 
 9.5 a.m. Enormous pieces of floating ice under 
 us now; small icebergs in themselves. The ice 
 is blue-green under water, with frozen snow on 
 top, and the whole sea seems to be full of little 
 blobs of cream in every direction very pretty 
 sight. 
 
 The fog is thickening as we get nearer the 
 coast of Newfoundland, and only occasionally 
 do we get a glimpse of the sea. We are now well 
 inside the cloud-bank. 
 
 9.15 a.m. A message reaches us from the 
 Governor of Newfoundland : " To General Mait- 
 land, officers and crew, R 34 : On behalf of 
 Newfoundland I greet you as you pass us on 
 your enterprising journey. HARRIS, Governor." 
 
 9.55 a.m. Hardly have we replied when Cape 
 Race say : " I have radios for you." 
 
 We answer : " Go ahead." 
 
 First message reads as follows : " To R 34, 
 from Canadian Pacific Railway : Hearty greet- 
 ings to the crew of R 34 on its initial trip across 
 the Atlantic. Can you give us any story, please? 
 MACMILLAN, Manager of Telegraphs." 
 
 Similar messages come through, 1 and it strikes 
 one as being rather strange that messages of 
 1 See Wireless Log, Appendix V, p, 143. 
 
62 THE LOG OF H.M.A. R34 
 
 congratulation should be coming in and duly 
 pinned up on the notice-board in the dining- 
 room from the countries we are struggling to 
 reach, and long before we have even caught a 
 glimpse of them. 
 
 11.50 a.m. Still over drifting ice-field, making 
 good headway. Scott much relieved at discover- 
 ing this, as we haven't seen the sea for some 
 hours and, for all any of us knew, we might have 
 been making no headway at all. Our calcula- 
 tions now show that if we meet a stiff headwind 
 going down the coast we may find ourselves in 
 difficulties over petrol. 
 
 We must have been consuming more than we 
 thought. 
 
 Latest check gives us 2222 gallons. 
 
 12.15 p.m. Gas temperature is now 106 degrees, 
 and air temperature 40 degrees a difference of 
 66 degrees. This is the biggest differentiation 
 between gas and air temperatures that we have 
 ever yet experienced in the Airship Service. 
 The reason the air is so cold is because we are 
 over the Labrador current, and the sea is full of 
 ice. The effect on the ship caused by this big 
 differentiation in temperatures is to produce 
 excessive superheating, and it becomes necessary 
 
OUTWARD JOURNEY 63 
 
 therefore to increase height to 4000 feet in order 
 to reduce this effect. 
 
 12.50 p.m. Land in sight. Hooray ! 
 
 First spotted by Scott on starboard bow : a 
 few small rocky islands visible for a second or 
 two through the clouds, and instantly swallowed 
 up again. 
 
 Altered course S.W. to try and get a closer 
 look at them. 
 
 Eventually make them out to be the north 
 coast-line of Newfoundland. This is quite the 
 most thrilling moment of our voyage great 
 excitement on board. 
 
 Whether or not we now succeed in getting 
 through to New York, we have at any rate suc- 
 cessfully accomplished the first stage of our 
 adventure, and are the first to bridge the gulf 
 from East to West by way of the air. 
 
 Those of us on duty in the forward car compare 
 our method of crossing with that of Columbus 
 over 400 years ago. How easy our task com- 
 pared to what his must have been ! 
 
 1 p.m. Lunch a cheery meal, and every one 
 in the best of spirits. 
 
 1.30 p.m. Crossing the coast-line occasional 
 glimpses of rocky cliffs and small islands through 
 
64 THE LOG OF H.M.A. R34 
 
 the fog. Message comes through via Cape Race : 
 " To R 34 from Senior Naval Officer, St. John's : 
 Request to be informed if you intend .passing 
 over St. John's, and if so what time ? " 
 
 Reply : " Yes probably about 4 p.m. G.M.T." 
 
 2.30 p.m. We are passing over Newfoundland 
 at 1500 feet, and the fog has momentarily cleared. 
 Away to the east the country is flat : a mass of 
 large and small lakes. The ground appears to 
 be very rocky, with many large forests. The 
 lakes look extraordinarily deep, and there appears 
 to be water everywhere goodness knows what 
 the annual rainfall must be ! The trees are 
 thick, and one is struck by the number of dead 
 trees both standing and lying on the ground. 
 
 To the west there are ranges of hills and big 
 lakes, and we are travelling parallel with, and 
 about thirty miles inland from the coast-line. 
 
 No signs of habitation or civilization anywhere ; 
 I've never seen such a bleak, barren country in 
 all my life. After much calculation Cooke makes 
 out we have crossed the coast of Newfoundland 
 on the north-west side of Trinity Bay. 1 
 
 1 Kipling in his story " With the Night Mail " (Actions 
 and Reactions), written as long ago as 1909, chose Trinity 
 Bay as the point where his westward-bound aerial liner of 
 
DESOLATE COUNTRY IN THE INTERIOR OF NEWFOUNDLAND. 
 
 
 \ 
 
 R 34 OVER THE TOWN OF FORTUNE WHEN LETTERS WERE DROPPED 
 BY PARACHUTE FOR THE GOVERNOR OF NEWFOUNDLAND. 
 
 \ 
 
/ 
 
OUTWARD JOURNEY 65 
 
 Dropped messages to Governor of Newfound- 
 land and to Sir Robert Borden (Prime Minister 
 of Canada) by parachute, on chance of their 
 being picked up and delivered. Parachute and 
 messages fall into huge forest, so it is a very 
 forlorn hope. 
 
 Message from St. John's as follows : " Local 
 authorities informed of your position and inten- 
 tion of passing over St. John's. Can we be of 
 any assistance? Congratulations on successful 
 voyage. Martynside aeroplane will attempt to 
 join you." 
 
 To St. John's from R 34 : " Tell Mr. Raynham 
 to beware of long aerials hanging from R34 
 when he gets near us." 
 
 3 p.m. We are in thick fog again, with occa- 
 sional glimpses of the country underneath. 
 
 Message from H.M.S. Sentinel giving us her 
 position at easterly end of Bonavista Bay, and 
 also giving us our position. 
 
 the future first strikes land, and now we, in the first aircraft 
 to cross the Atlantic from E. to W., ten years later, 
 first sight land at this same Trinity Bay. Mr. Kipling, 
 to celebrate this coincidence, gave the writer a signed copy 
 of his book and, in return, received the actual volume we 
 carried on board, inscribed with the signatures of all the 
 crew. 
 K 
 
66 THE LOG OF H.M.A. R34 
 
 We are making good thirty-eight to forty 
 knots, there being no wind on ground. Course 
 set for Fortune Harbour. 
 
 In working out our time since leaving the 
 Irish coast at Rathlin Island on July 2nd and 
 crossing the coast of Newfoundland on July 4th, 
 we discover we have flown the Atlantic land to 
 land in exactly fifty-nine hours. 
 
 3.30 p.m. Passing out of Fortune Harbour. 
 Very picturesque high cliffs with miles upon 
 miles of forest coming right down to water's 
 edge. Somebody remarks that most of these 
 trees belong to Lord Northcliffe, and go to help 
 produce The Times and Daily Mail. Very blue 
 water, deep and transparent. Wonderful natural 
 harbours and fiords very like Norway. Little 
 groups of hutments at each harbour with piles 
 of cut timber, which appears to be the principal 
 industry in the country, bar fishing. 
 
 Inhabitants gaze up at us (presumably in 
 astonishment). They make no demonstration 
 whatsoever. Nice little fishing village on pro- 
 montory, a delightful collection of what look like 
 tiny pink, blue and white dolls' houses ! 
 
 Miles away, out to sea, looking right across the 
 peninsula to the east, we can see a huge iceberg, 
 
OUTWARD JOURNEY 67 
 
 with the sun gleaming on its perpendicular walls 
 of ice. 
 
 Unpleasant neuralgic toothache at intervals 
 presumably a sign of fatigue. 
 
 3.45 p.m. Message from Lt.-Col. Lucas l asking 
 when we would land New York. Replied : 
 " Early Sunday morning." We have still 870 
 miles to go. 
 
 3.55 p.m. Little sailing ships under full sail 
 look like toys on the Serpentine. Sea in this 
 gigantic harbour deep blue. Flat calm not a 
 breath of wind. We see a Telegraph Office 
 marked on our chart as the little town of Fortune, 
 so decide again to drop messages to Governor of 
 Newfoundland and others at that spot. 
 
 4 p.m. Threw out messages, but parachute 
 burst on opening. 2 
 
 4.15 p.m. The clock has been put back again. 
 The sun is shining brightly, and the water on the 
 S. of Newfoundland is a still deeper blue. Along 
 the coast-line the water is completely transparent 
 and a bright green right up to the beach : a 
 gorgeous colour green as any emerald. The 
 
 1 See footnote, p. 83. 
 
 2 We heard subsequently that these letters had been seen to 
 fall in a meadow, and were picked up duly posted and received. 
 
68 THE LOG OF H.M.A. R84 
 
 shades of green gradually darken as the water 
 gets deeper, until they finally become the deepest 
 of deep blue. 
 
 4.35 p.m. We are now over the two French 
 islands Miquelon and St. Pierre, and are steering 
 a course for Halifax, Nova Scotia. 
 
 We refer to the Newfoundland and Labrador 
 Pilot Book, and read with particular interest the 
 description of the Newfoundland cod fisheries, 
 which are probably the finest in the world. This 
 is also the happy hunting-ground for halibut and 
 Mother Carey's chickens. 
 
 Air speed thirty-five and a half knots on for- 
 ward and two wing engines. Fresh following 
 wind of about ten miles per hour, so we are 
 making good forty-five and a half knots on three 
 engines, which is excellent. 
 
 The French flag flying over the signal station at 
 St. Pierre is smartly dipped in salute as we pass 
 over. Being taken completely by surprise we are 
 unable to dip our " White Ensign " in response. 
 
 The reason is this : we fly our ensign right aft, 
 and it takes quite an appreciable time to send a 
 man to the after end of the ship to make a signal. 
 
 Smart fellow that French signaller he cer- 
 tainly caught us out badly ! 
 
OUTWARD JOURNEY 69 
 
 Shelter is a bit anxious over his petrol con- 
 sumption figures, and is adding them up con- 
 tinuously. 
 
 7.30 p.m. Message from General Seeley, Under- 
 secretary of State for Air : " Warmest congratu- 
 lations to General Maitland and to all your 
 gallant comrades. Best wishes for completion 
 of voyage." 
 
 7.45 p.m. We are now out to sea again, passing 
 Nova Scotia, and over tramp steamer s.s. Seal, 
 bound for Sydney. She is the first ship we have 
 actually set eyes on throughout the whole of this 
 journey. 
 
 Message from Seal : " Good luck. God speed." 
 
 8.5 p.m. Clear weather. Making good twenty- 
 seven knots on three engines, resting remaining 
 two. Sea moderate. Wind now not so favourable. 
 
 8.15 p.m. Land again in sight. Northerly 
 point of Cape Breton Island, Nova Scotia. Light- 
 house giving four flashes. We have averaged 
 thirty-two and a half knots between Newfound- 
 land and Nova Scotia. At this rate we should 
 make Halifax 2.30 a.m. to-morrow. 
 
 8.30 p.m. s.s. Metagama speaks us : " Hearty 
 congratulations. Your progress watched with 
 much interest all success. MILLER." 
 
70 THE LOG OF H.M.A. R34 
 
 11 p.m. We intercept Cape Race talking to 
 the Handley-Page aeroplane, 1 piloted by Major 
 Brackley and Rear-Admiral Mark Kerr, which is 
 now starting to fly from St. John's to New York, 
 where we all hope to foregather. 
 
 The messages are as follows 
 
 From Cape Race : " How are you going on ? 
 Send V's for bearing." 
 
 From Handley-Page : " Going strong 85 
 m.p.h." 
 
 11.58 p.m. Handley-Page signals break off 
 suddenly. 
 
 12 midnight. Intercepted on wireless that 
 Dempsey had knocked out Jess Willard in third 
 round for heavy-weight championship of the world ! 
 And so to bed. 
 
 SATURDAY, JULY 5xn 
 
 2.30 a.m. Very dark. The lights of white- 
 haven show up brightly on our starboard beam, 
 
 1 This machine and also the Martynside, piloted by Mr. 
 Raynham, had been erected near St. John's, Newfoundland, 
 and were awaiting a suitable opportunity to fly the Atlantic 
 from west to east. 
 
 We discovered later that this was the approximate time 
 of their crash in the darkness in Nova Scotia, caused by a 
 petrol pipe breaking in one of their engines. 
 
OUTWARD JOURNEY 71 
 
 and we make out the lights of a steamer passing 
 us to the east. 
 
 Two aft engines resting. Air speed thirty- 
 six knots. Making good nothing. Strong head 
 wind against us, and low cloud. Height 1000 
 feet. Returned to hammock ! Too depressing ! 
 We are up against a wind barrage, which is prob- 
 ably peculiar to the east coast of Nova Scotia. 
 It is typical of its kind, and Harris thinks it 
 would be met with usually along this coast when 
 wind is from a westerly quarter. 
 
 If only we had sufficient petrol we would now 
 change course to the westward, crossing the 
 American coast, and so get round behind this 
 barrage. 
 
 Atmospherics very severe on W.T., but Powell 
 and Edwards succeed in keeping watch notwith- 
 standing. 
 
 3.45 a.m. From Barrington Passage : " I have 
 700 words weather for you. Can I carry on or 
 send it at intervals? " 
 
 Reply from R 34 : " Go right ahead." 
 
 5.58 a.m. From Canso : " Your bearing 81 E. 
 of us. Handley-Page aeroplane has crashed." 
 We ask anxiously if any one is hurt, and are 
 much relieved at getting a reassuring reply. 
 
72 THE LOG OF H.M.A. R 34 
 
 6 a.m. Came down to 600-foot level to dodge 
 wind. 
 
 7.10 a.m. Crossed coast of Nova Scotia at 
 Goose Island with a view to crossing the mainland 
 into the Bay of Fundy, where we hope to find less 
 wind. Miles and miles of endless forest. Here and 
 there a clearing with a hut or two, some cattle, 
 and an acre or so of cultivated ground. Any 
 number of small rivers and lakes inhabitants 
 always seem to settle near the rivers. Marguerite 
 daisies very pretty on all cleared ground. 
 
 Put the wind up a big brown eagle. The few 
 people we see look up at us, but make no sign. 
 
 Scott keeps ship down to 800 feet all over this 
 country, to avoid the wind at the higher levels. 
 Our nose is down 10, and the people on the 
 ground probably think we are out of control 
 and about to crash into the trees. It is wonder- 
 ful what detail we see when flying at this low 
 level. The trees each settler cut down last 
 winter are neatly stacked, and look like little 
 bundles of asparagus ; and we see exactly where 
 he gets his water, the extent of his housing accom- 
 modation, and the amount of land he has culti- 
 vated. The character of the soil is clearly visible 
 to us, the natural drainage of the country stands 
 
OUTWARD JOURNEY 73 
 
 revealed, and we get an insight into the rain- 
 fall, the types of trees which do best, the bird 
 life and the depth of the lakes; whilst the 
 glorious and invigorating fragrance of these 
 enormous pine forests comes up to us as a re- 
 freshing tonic, putting new life into every one on 
 board. We all agree we must come again to 
 Nova Scotia for shooting and fishing. 
 
 8.40 a.m. Following the St. Mary's Valley 
 over the water-shed. Course W., twenty-one 
 knots. Twenty-seven knots made good. 
 
 9.45 a.m. Junction of Gayborough and Col- 
 chester counties, Nova Scotia. 
 
 We work out our speed over the ground to be 
 twenty-seven knots by measuring shadow of 
 Airship on the trees with stop-watch. 
 
 Shadow is one-tenth of a mile long. 
 
 12.30 p.m. Lunch. The pine-saturated atmo- 
 sphere has renewed every one's appetite. We are 
 just getting into Fundy Bay. The petrol supply 
 is distinctly serious. Shotter has been totalling 
 up our available resources with ever-increasing 
 anxiety. 
 
 We cannot now afford to run all five engines 
 at once, as they would eat up too much petrol. 
 
 We have 500 miles yet to go to New York, 
 
74 THE LOG OF H.M.A. R34 
 
 and if we don't get any wind or bad weather 
 against us can do it all right on three engines, 
 assisted occasionally by a fourth. 
 
 If we get much wind against us we are done, 
 and will have to be taken in tow by a destroyer or 
 other surface craft during the night (humiliating 
 thought !) the idea being that at dawn we 
 would cast off and fly into Long Island under our 
 own power. 
 
 Other alternatives are : (a) to come down to 300 
 feet, ride to our drogue (sea anchor) and take in 
 petrol from a destroyer, or (b) to land at Boston, 
 re-fuel there, and then proceed to New York. 
 
 A signal is sent through to the U.S. Naval 
 Authorities at Washington and Boston asking 
 them to send a destroyer to stand by to give 
 us a tow should we need one. Hope it won't be 
 necessary. 1 
 
 It is now raining and foggy, which is the kind 
 of weather that will suit us fog and rain generally 
 means no wind. Sea dead calm in the Bay. 
 
 1 Afterwards we discovered that the W.T. Station at Bar 
 Harbour had prefixed our message with the word " Rush," 
 thus creating the unfortunate impression that R 34 was 
 " in extremis " ; whereas she was merely taking the precau- 
 tion of asking a destroyer to meet her in case she should run 
 short of petrol. 
 
OUTWARD JOURNEY 75 
 
 1.30 p.m. We begin to notice distinct evidence 
 of electrical disturbances. 
 
 2 p.m. Though the sky has not got much 
 worse, atmospherics have become very bad. 
 Severe thunderstorm can be seen over New 
 Brunswick, moving south down coast. This 
 storm looks very large, and appears to be moving 
 rapidly. Scott turns left-handed off his course 
 towards Nova Scotia to avoid it, but storm also 
 extends eastward. He puts on all engines to try 
 and get away from it, and orders are given to 
 stow away all loose valuables. 
 
 2.45 p.m. Caught in violent squall on extreme 
 outskirts of the storm. Ship very badly thrown 
 about, rising 700 feet in one bump. We see these 
 bumps or squalls passing over the water. They 
 appear to be a line of circular squalls or " whirls " 
 moving in line abreast at a very high speed. 
 Storm almost tropical in its violence. Our first 
 warning was when the helmsman pointed to the 
 compass card, which was spinning round like a 
 top. 
 
 Harris thinks that had we been caught in the 
 centre of this storm, the bumps would have been 
 so severe that the ship might have been damaged 
 in the air. 
 
76 THE LOG OF H.M.A. R34 
 
 Wonderful specimens of " Mammato Cumulus " 
 cloud, indicating a highly perturbed state of the 
 atmosphere. These clouds have a festoon-like 
 appearance, and remind one rather of bunches 
 of grapes they are only associated with very 
 severe disturbances. Photo by Pritchard. It 
 is difficult to estimate the size of these storms, 
 but as the squalls which hit the ship were about 
 fifty miles from the storm itself, the area covered 
 must have been many thousands of square miles. 
 
 During the summer months these storms are 
 frequent on this coast, and are a grave danger to 
 all aircraft. The U.S. Weather Bureau have 
 made a special study of them, and are usually 
 able to forecast them a considerable period 
 before their breaking, as indeed they did upon 
 this occasion. 
 
 3 p.m. Crossing Haute Island Fundy Bay 
 very pretty little island. Huge cliffs and light- 
 house. Three-quarters covered with woods. 
 Easterly cliff white with gulls. Started up third 
 engine only making good fifteen knots on two. 
 
 Unpleasant neuralgic toothache all down left 
 side of face. Retired to hammock and took 
 some aspirin. Hope not going to crock up. 
 
 3.45 p.m. Message from United States Navy : 
 
OUTWARD JOURNEY 77 
 
 " Arrangements have been made for destroyers 
 to be south of Cape Cod." 
 
 4 p.m." Destroyers Bancroft and Stevens left 
 Boston to your assistance at 3.30 p.m. Signed, 
 Commander, 1st Naval District." 
 
 Shotter happened to be lying full length along- 
 side drogue hatch when that last squall hit us 
 and, when ship's nose first went down, would 
 have slid through hatch into sea if he had not 
 hooked a girder with his foot ! 
 
 Feeling very tired, so turn in and sleep soundly, 
 despite the creaking of the girders in the keel, and 
 loud buffeting of the wind against the outer cover. 
 
 6 p.m. Dodging another colossal thunder- 
 storm. Had to haul in W.T. aerials, as attempts 
 to use wireless resulted in two-inch sparks owing 
 to highly charged atmosphere. 
 
 Ship again badly thrown about very unusual 
 temperature bumps. Come to the conclusion 
 that a comfortable hammock is indeed the best 
 place on occasions like these. 
 
 7.30 p.m. We are well clear of Nova Scotia, 
 and heading straight for New York. Making 
 good twenty-four knots with three engines and 
 slightly favourable wind. We again anxiously 
 take stock of our petrol. If we don't get more 
 
78 THE LOG OF H.M.A. R34 
 
 than twelve miles wind against us from now on 
 we can make New York on three engines, and if 
 not more than fifteen against us, we can do it 
 on two engines. 
 
 Particularly fine electrical disturbance sunset. 
 
 8 p.m. Evening meal. Very hot, and our 
 costumes are both scanty and varied. We discuss 
 our prospects of getting straight through to New 
 York. If we do not have any more of these electric 
 storms we agree we have a good sporting chance. 
 
 9.20 p.m. Durrant again lowers his aerials, 
 but they charge up too quickly, and are at once 
 reeled in. 
 
 9.30 p.m. Violent temperature " bumps," 
 evidently caused by rapid variation of sea tem- 
 perature beneath us. Ship is first lifted 400 
 feet and then dropped 500 feet measured on 
 our aneroid. Scott, who has his head out of a 
 window in the forward car, states that he saw 
 the tail of the ship bend under the strain, whilst 
 her angle is so steep at one moment that Cooke, 
 resting in his hammock in the keel, is unable to 
 get out for a minute or two, as he is head down- 
 wards at the time. Standing more out to sea, 
 and running on all five engines to get further 
 from this locality, a heartbreaking manoeuvre, 
 
OUTWARD JOURNEY 79 
 
 as it will reduce still further our depleted petrol 
 supply. Harris has experienced something of 
 this kind before, when aboard the s.s. Montcalm 
 in these regions. 1 The sky was completely clear 
 when the storm broke, wind practically calm, 
 sea glassy, and moon brilliant. For a few seconds 
 the warm air, which seemed pine scented (although 
 we were well out to sea), was suddenly succeeded 
 by very cold air, and it is these rapidly rising 
 warm currents which throw the ship about with 
 such violence. 
 
 Thunderstorms by day are bad enough, but at 
 night they are particularly unpleasant, and the 
 ship vibrates from bow to stern. We wear our 
 parachutes, and life-belts are all ready. 2 
 
 Our only bottle of brandy fell out of the chart 
 locker with a crash during one of these vertical 
 bumps fortunately without breaking. 
 
 11.30 p.m. Things now don't look at all well 
 
 1 See footnote on p. 103. 
 
 2 It is interesting to note that although these " temperature 
 bumps " are the worst that any of us have yet experienced, 
 the actual movements of the ship were felt by all to be quite 
 slow and gradual ; in fact, upon no single occasion has there 
 been sufficient motion to cause the slightest sensation of sea- 
 sickness. As Aerial liners undoubtedly will increase con- 
 siderably in size, this immunity from sea-sickness should 
 prove one of their most valuable commercial assets. 
 
80 THE LOG OF H.M.A. R34 
 
 for our getting through to New York, and the 
 following W.T. messages are sent and received. 
 
 SUNDAY, JULY GTH 
 
 12.10 a.m. G.M.T. From R 34 to C.O., U.S. 
 
 Naval Air Service, Chatham, Mass. : " If through 
 shortage gasolene R 34 wishes to land Chatham 
 can you supply 50,000 cubic feet hydrogen, and 
 500 gallons gasolene? " 
 
 2.0 a.m. From R 34 to C.O., U.S. Naval Air 
 Service, Montauk, Long Island : " Can you land 
 R 34 and give us 500 gallons gasolene will 
 arrive over Montauk 8 o'clock this morning ? " 
 
 2.50 a.m. From U.S. Navy, Washington, to 
 R 34 : " Advise 1st District immediately if you 
 can. Facilities for landing have been provided." 
 
 3.30 a.m. From U.S. Navy, Washington, to 
 R 34 : " Personnel and material waiting at 
 Mineola for instructions from you. Advise if 
 you desire base elsewhere. Keep me informed 
 of your movements. LUCAS." 
 
 3.50 a.m. From R 34 to U.S. Navy, Washing- 
 ton : " Will land Montauk. Will report time 
 later." 
 
 4.0 a.m. U.S. Navy, Washington, to R 34 : 
 " Arrangements being made to temporarily land 
 
FIRST SIGHT OF LONG ISLAND. 
 
 
 THE FIRST MAX TO ARRIVE ix AMERICA BY WAY OF THE AIR. 
 
OUTWARD JOURNEY 81 
 
 ship Montauk if it becomes essential. Keep us 
 informed." 
 
 4.10 a.m. Sight American soil at Chatham. 
 
 4.25 a.m. S. end of Mahoney Island. The 
 petrol situation has now become desperate, and 
 Scott decides he must land at Montauk for petrol. 
 
 We all feel very disappointed, but it can't be 
 helped. 
 
 5.30 a.m. Passing over Martha's Vineyard, 
 Massachusetts a large island off the coast. 
 Two biggish watering places big hotels and 
 many piers evidently a yachting resort. Looks 
 delightful. 
 
 Spoke American destroyer, who had come to 
 help, and declined her assistance with thanks. 
 
 Interesting marble quarry on south side of 
 island. 
 
 Wireless message from New York to R 34 : 
 "The American Flying Club cordially invite as 
 guests of the A.F.C. the crew of R 34 during their 
 stay in New York at the Hotel Commodore." 
 
 7.20 a.m. Passing U.S. Naval Airship Station, 
 Montauk, Long Island, with nice following wind. 
 Our luck is in after all. We are making good 
 speed and find we can just get right through to 
 New York. What a relief ! 
 
 
82 THE LOG OF H.M.A. R34 
 
 We are now in touch with Mineola on our wire- 
 less telephony, and are told that Lieut. H. W. 
 Hoyt, U.S.N., is on landing-ground ready to 
 land us, but that Major Fuller has gone to Boston 
 to land us there. Useful invention wireless 
 telephony, and quicker than wireless telegraphy. 
 
 As we skim over this American country-side, 
 I confess to a delightful glow of satisfaction at 
 gazing on American soil for the first time from 
 above. It brings home to me more than any- 
 thing else could ever do, what a small place this 
 world really is, what an astonishing part these 
 great Airship Liners will play in linking together 
 the remotest places of the earth; and what 
 interesting years lie immediately ahead ! 
 
 Lovely bungalows. All houses look quite 
 different to English houses so much more 
 modern and of a different architectural style. 
 Every house has a verandah, and they all seem 
 to be built of wood. 
 
 8 a.m. Breakfast; a hurried meal, for we all 
 want to take in every detail of Long Island, 
 which is slipping away beneath us. Lansdowne 
 points out President Roosevelt's house at Oyster 
 Bay, which looks charming from above. We 
 should arrive at Hazelhurst Field, Mineola, our 
 
OUTWARD JOURNEY 83 
 
 journey's end, by 10 o'clock. Suddenly re- 
 member that one might be " called upon to say 
 a few words " after landing. Awful thought ! 
 Try and think out something of interest, but 
 find it very difficult. 
 
 Am just beginning to realize that our exciting 
 adventure is nearly over, and feel full of mixed 
 feelings of pleasure and disappointment. There 
 is one comforting thought, however the prospect 
 of the return journey. 
 
 9 a.m. Great hustle and bustle on board ! 
 The keel is full of people struggling to close 
 reluctant suit-cases, and to improve their generally 
 dishevelled appearances which takes a bit of 
 doing. Thank goodness there are no bills to 
 pay, or waiters to tip ! 
 
 9.20 a.m. Over Hazelhurst Field, admirably 
 chosen by Major Fuller, whose excellent arrange- 
 ments for landing us become plainly evident. 1 
 It is a bright, clear morning, and we can see a 
 long line of motor-cars of every sort and size 
 streaming out from New York to see us come 
 
 1 Lt.-Col. F. W. Lucas, R.A.F., Major H. C. Fuller, R.A.F., 
 Flt.-Sergts. Turner, Angus, and six airmen had come over 
 to New York in advance to arrange for the landing, and it 
 was largely owing to their efficiency and foresight that the 
 ship was able to make such a successful return journey. 
 
 
84 THE LOG OF H.M.A. R 34 
 
 in. There is a large motor enclosure half a mile 
 long, where cars are standing already six deep. 
 I find myself mechanically counting the rows an 
 enormous multitude of people are gazing up at us, 
 and a military band is playing in front of a grand 
 stand erected for the occasion. 
 
 As Major Fuller is away at Boston, 1 Pritchard 
 volunteers to take his place, and descends by 
 parachute for the purpose, Greenland and Luck 
 helping him through the window of the forward 
 car. After about 150 feet the parachute opens 
 well, Pritchard makes a good landing, and can 
 claim to be the first man to land in America 
 by means of the air; whilst this episode shows 
 another of those useful purposes to which para- 
 chutes may be put. 
 
 9.40 a.m. Scott makes a complete circuit of 
 the ground, carefully balances up his ship, and 
 then with perfect judgment brings her down 
 gently into the hands of the U.S. soldiers and 
 sailors who form the landing -party. 
 
 Our actual time of landing is 9.54 a.m., or 
 
 1 As it was thought at one time that we should be compelled 
 to land at Boston, Major Fuller had motored to Boston to 
 arrange for an emergency landing, accompanied by Commander 
 Maxfield, U.S. Naval Air Service, and Capt, Craven, U.S.N., 
 Director JQ.S. Naval Air Service. 
 
 - 
 

 A GROUP OF SOME OF THE OFFICERS AFTER LANDING IN AMERICA. 
 
 R 34 MOORED OUT AT MlNEOLA. VIEWED BY SEARCHLIGHT. 
 
 
OUTWARD JOURNEY 85 
 
 1.54 p.m. G.M.T. ; and our total time for this 
 outward journey from East Fortune to Mineola, 
 New York, is 108 hours, 12 minutes. 
 
 We have 140 gallons of petrol left, or two hours 
 at fml speed, so we couldn't have cut it much 
 finer, and are lucky indeed to get through ! 
 
OUR STAY IN AMERICA 
 
OUR STAY IN AMERICA 
 
 As soon as the ship is made fast we clamber 
 out of the forward car and are formally greeted 
 by Vice- Admiral Cleaves, representing the United 
 States Navy, and Major-General C. P. Menoher, 
 Director U.S. Army Air Services. 
 
 The former makes a short speech, welcoming 
 us as the first travellers to arrive by air on 
 American soil, to which I briefly respond. 
 
 There are large numbers of American naval 
 and military officers present ; prominent amongst 
 whom are Col. A. Miller, Commanding Military 
 Aviation on Long Island, and Brig.-General 
 Mitchell; also Lieuts. H. W. Hoyt, C. G. Little, 
 J. J. Quinn, T. B. Null, and P. J. Barnes, A.F.C., 
 all of the U.S. Naval Airship Service. These 
 latter have been with us on convoy and anti- 
 submarine duties off the east coast of England 
 during the war old friends whom we are glad 
 to meet again. They prove of the greatest 
 assistance, and take over the watch-keeping, re- 
 fuelling and other responsible duties. It is 
 entirely due to these and other officers and men 
 of the United States Navy and Army that R 34 
 
 N 89 
 
90 THE LOG OF H.M.A. R 34 
 
 succeeded in mooring out so successfully during 
 her stay in America. 
 
 Brig.-General L. E. O. Charlton, C.B., D.S.O., 
 British Air Attache, Washington, Lt.-Col. F. W. 
 Lucas, Lt.-Col. Norman Thwaites, and Major J. 
 Ogilvie Davis, are amongst the British representa- 
 tives. 
 
 We talk with them for a few moments, and 
 then are persuaded to give ourselves up for 
 about fifteen minutes to the cinema operators 
 and camera men. This is indeed a trying ordeal, 
 and I shall never forget the " barrage " of 
 cameras which confronted us ! They were so 
 numerous that the operators had to face us in 
 two ranks the front rank kneeling, and the rear 
 rank standing behind ! 
 
 This over, we have a much-needed wash and 
 brush up, and then motor to the Garden City 
 Hotel, where a wonderful banquet has been 
 prepared for us by the United States Navy. 
 
 Vice-Admiral Gleaves, who presided, makes 
 an excellent and amusing speech, and so does 
 Lt.-Comdr. Read, pilot of N.C. 4 (who was the first 
 man to fly the Atlantic, and whom I had last seen 
 at the House of Commons, where he was being 
 similarly entertained by Major-General Seeley, 
 Under-Secretary of State for Air, after his Atlantic 
 
OUR STAY IN AMERICA 91 
 
 crossing from west to east). Other speeches fol- 
 low, and Scott, Cooke, Harris and myself each do 
 our best in the speech-making line in so far as our 
 oratorical talents and the cocktails would permit ! 
 
 The following telegram is received from His 
 Majesty the King, addressed to Officer Command- 
 ing H.M.A. R 34, Long Island 
 
 " 1 am commanded by His Majesty to transmit 
 the following message to you. Heartiest con- 
 gratulations to yourself and crew of R 34 on 
 your splendid achievement, and best wishes for 
 a safe return. Your flight marks the beginning 
 of an era in which the English-speaking peoples, 
 already drawn together in war, will be even 
 more closely united in peace. F. H. SYKES." 
 
 The next two days are spent in paying official 
 calls and exploring New York with General 
 Charlton, whom I can never thank sufficiently 
 for his many kindnesses; also lunching and 
 dining with friends both new and old. The 
 United States Navy very kindly place a suite of 
 rooms at the Ritz-Carlton at our disposal, also 
 some motor-cars, and we are overwhelmed with 
 hospitality on every side. The dentist whom I 
 visit in Fifth Avenue repudiates any suggestion 
 of a fee (an autograph is accepted in lieu), and 
 this is merely one example of the generous 
 
92 THE LOG OF H.M.A. R34 
 
 hospitality we receive everywhere. We thought 
 America had " gone dry," but are quickly un- 
 deceived upon this point ! 
 
 Finally, on Wednesday evening President 
 Wilson, having himself only arrived that same 
 afternoon from Europe, did us the honour of 
 congratulating us in the Town Hall, and invited 
 us on to the platform, while he made one of his 
 most important speeches on the state of affairs 
 in Europe. 
 
 During these three days the Airship has been 
 moored out in the open on the landing-ground 
 at Mineola, and the following extracts from 
 Major Scott's report best describe the conditions 
 that were experienced. 
 
 Mooring R 34 at Mineola. The system em- 
 ployed was the free three-wire system, where all 
 three wires are brought to a common ring in the 
 centre on the ground. 
 
 During the day it was the custom to haul the ship 
 down and hold by man power, so that the neces- 
 sary work on engines, etc., could be carried out. 
 
 At night she would be let up into the air about 
 150 feet with nobody on board. 
 
 Attached is a rough log giving details during 
 the mooring 
 
 July 6th. Landed at 9.54 a.m. 
 
OUR STAY IN AMERICA 93 
 
 Landing-party holding ship during morning 
 and afternoon, filling up with water ballast as 
 ship heats up. 
 
 4 p.m. Thunderstorm passed, accompanied 
 by heavy rain. All water ballast was released, 
 but ship was still so heavy that after car could 
 not be raised off the ground, with the result that 
 all handling rails on after car were carried away. 1 
 
 Commenced gassing at once, but ship not light 
 enough to let up on moorings until 10.0 p.m., 
 when she was let up 150 feet into the air and 
 landing-party released. 
 
 July 7th. During the night rain dried off, and a 
 hot sun coming out in the morning, the ship be- 
 comes so light that hauling down is very difficult. 
 
 During this operation, the casting in the hull 
 right forward (where the mooring-point is at- 
 tached) pulled out. Fortunately the casting 
 jammed in the shackle, or the ship might have 
 broken away altogether. 
 
 During the day the mooring-point forward is 
 stiffened up with timber and wire strops, so that, in 
 the evening, Scott is able to let her up once more. 
 
 The trim of the ship is much better this time, 
 and she rides 4 down by the stern. 
 
 1 This will be prevented on future occasions by the use 
 of special handling cages, as used in Germany. 
 
94 THE LOG OF H.M.A. R34 
 
 July 8th. During the night ship tended to 
 become heavy; but it was found possible, with 
 the assistance of about thirty men, to haul her 
 tail down sufficiently to allow a man to climb 
 aboard the after car. He then proceeded up into 
 the keel, and let go water ballast. This operation 
 was performed twice. 
 
 She was again hauled down during the day, 
 special visitors being allowed aboard, and subse- 
 quently let up for the night. 
 
 July 9th. The weather forecasts are now more 
 suitable for the homeward journey. It was de- 
 cided, therefore, to leave late that night or early 
 next morning. 
 
 During the day the wind got up considerably, 
 and became very gusty, two very nasty squalls 
 just missing the ship. In consequence, it was 
 decided to get away on our return journey at 
 the earliest possible moment, and gassing opera- 
 tions were started as soon as the sun went down. 
 
 When actually at her moorings, R 34 rode 
 easily and behaved in a very satisfactory manner ; 
 and this experience at Mineola goes far to demon- 
 strate that the larger the ship the less difficult 
 will be the mooring-out problems. 
 
 It also showed that the three-wire system is 
 quite useful as an emergency method of mooring. 
 
HOMEWARD JOURNEY 
 
LONG ISLAND NEW YORK TO PULHAM, 
 NORFOLK 
 
 WEDNESDAY, JULY OTH 
 
 Time 11.30 p.m. (New York summer time.) 
 It is very dark, and the wind is gusting up to 
 thirty miles an hour on the ground. 
 
 Our final preparations are made in the ghostly 
 light of powerful searchlights, which are con- 
 centrated on the ship both fore and aft, clearly 
 showing up the United States soldiers who form 
 the handling party. Gas, petrol, water every- 
 thing is safely on board including food for the 
 return journey. 
 
 We have made hosts of friends during our 
 three wonderful days in America, and they are 
 all here on the ground to see us off. 
 
 11 .40 p.m. Last farewells. Crew are all aboard, 
 and Scott releases ballast to ensure the ship 
 being light when starting. At the last moment 
 another bag of mails and a case of rum are thrown 
 
 in through the open window of the forward car. 
 o 97 
 
98 THE LOG OF H.M.A. R 34 
 
 11.54 p.m. (July 9th, New York summer time, or 
 3.54 a.m., July IQth, Greenwich mean time). Away. 
 
 A great cheer comes up to us as we rise into 
 the sky and steer straight for New York, having 
 promised to fly over the city before heading out 
 into the Atlantic. 
 
 Again that strange feeling of loneliness as 
 sudden as it is transient. Scott has 4500 gallons 
 of petrol on board ; this should be ample and to 
 spare for the return journey, which we anticipate 
 will be nothing like so difficult as our journey 
 over. Taking into account the gusty wind, and 
 difficult conditions generally on the landing 
 ground, and the fact that Scott was unable to 
 get an opportunity of ballasting up his ship, it 
 is an extremely good " get-away." Our trim is 
 only 3 down by the stern, and the prospects for 
 a successful journey are quite satisfactory. 
 
 The disposable weights for this return journey 
 are as follows 
 
 Weight 
 
 Petrol, 4500 gallons 14'43 tons 
 
 Oil, 230 gallons *95 
 
 Water (including drinking), 800 gallons . 3*57 
 
 Crew, food, clothing, etc. .... 4'00 
 
 Spares ....... '25 
 
 Total weight 23-20 tons, 
 
HOMEWARD JOURNEY 99 
 
 THURSDAY, JULY IOTH 
 
 New York at night looks wonderful from a 
 height of 1000 feet miles and miles of tiny 
 bright twinkling lights. 
 
 We wonder if it is necessary to go higher than 
 1000 feet to avoid bumping into the " sky- 
 scrapers," so Scott puts her up to 1500 feet to be 
 . quite sure ! 
 
 The searchlights at first make some very un- 
 successful attempts to find us, and their beams 
 are " feeling " through the sky in every direction. 
 
 Finally they get us fair and square over Fifth 
 Avenue. 
 
 The Times Square, Broadway, is a remarkable 
 sight we see thousands of upturned faces in 
 spite of the early hour (1 a.m.), and the whole 
 scene is lit up by the gigantic electrical sky- 
 signs, which seem to concentrate about this 
 point. One in particular the Overland car 
 is a fine example of the importance of aerial 
 advertisement, and from a height of 2000 feet 
 we can see its wheels revolving, and the dust 
 rising in clouds behind it, presumably as an 
 illustration of its speed. 
 
 The air over New York feels very disturbed, 
 
100 THE LOG OF H.M.A. R34 
 
 partly owing to the approaching cyclone from the 
 Great Lakes, of which we have already had 
 warning, and partly also to the heat rising up- 
 wards from the city itself; in spite of this the 
 ship is very steady. 
 
 1.10 a.m. (New York, summer time). We head 
 for home with 3000 miles of sea between us and 
 our Scottish base. 
 
 The wind is now well behind, and our speed 
 made good is estimated to be sixty-five knots, or 
 seventy- eight miles an hour. 
 
 The weather at time of starting is decidedly 
 helpful for a flight from America to England. 
 
 There is a depression west of Newfoundland, and 
 another larger one centred to the north of Ice- 
 land; also an anti-cyclone over the Eastern 
 Atlantic and Great Britain. 
 
 The inference from the above is that a strong 
 S.W. or W. wind will prevail over the greater part 
 of the Atlantic, and, being on the southerly side 
 of the depression centred over Newfoundland, 
 we should get the full benefit of the thirty-five- 
 knot S.W. wind which is blowing. 
 
 At this speed (seventy-eight miles an hour) we 
 are travelling considerably faster than the depres- 
 sion itself, which is probably moving eastwards 
 at about thirty-five knots, or 42 m.p.h., and it 
 
HOMEWARD JOURNEY 101 
 
 may well be that we shall run right out of it 
 before we reach mid- Atlantic. 
 
 With any luck, by keeping rather northerly of 
 the steamship course, we may get into touch with 
 the still bigger depression centred to the north 
 of Iceland, and so benefit by the westerly wind 
 which we ought to find on its southerly side. 
 
 2.17 a.m. Our course is now east 49, and we 
 are crossing the American coast six miles east of 
 Bellport, with four of our five engines running, 
 the fifth engine resting. Very dark night. 
 
 Some hot coffee from the Thermos flasks 
 presented to us by kind American friends is 
 particularly nice and warming. 
 
 Decide to turn in. 
 
 5.10 a.m. Nantucket light-ship bears north- 
 east of us, distance five miles. 
 
 9.15 a.m. We have covered 430 miles from 
 New York already, and are going strong. After 
 breakfast Scott and I sort out the mails, and 
 this takes some time, as we find we have quite 
 a large collection of parcels and letters of all 
 descriptions. There are letters for H.M. the 
 King, the Foreign Office, Admiralty, Postmaster- 
 General; and a large number of copies of the 
 Public Ledger for the editor of The Times. 
 
 In addition we have cinematograph films of 
 
102 THE LOG OF H.M.A. R 34 
 
 our landing in America, President Wilson's 
 reception in New York, the Dempsey-Willard 
 fight, and also medals for Alcock and Brown 
 presented by the Aero Club of America. 
 
 This journey, we hope, will prove to be the 
 fastest newspaper delivery between New York 
 and London yet accomplished, and will be the 
 forerunner of a regular interchange of mails 
 between East and West. 
 
 10.45 a.m. We are now making good seventy- 
 two knots or 86 m.p.h. on four engines forward 
 engine stopped. 
 
 Wind almost dead astern, and very little drift. 
 
 Have consultation with Scott, and we decide to 
 make straight for London and see how long it will 
 take to cross the Atlantic from Broadway to 
 Piccadilly Circus ; from the capital of one country 
 to the capital of the other. Cooke asleep under 
 the dining-room table; this looks bad, and 
 reminds one of the tales about one's ancestors 
 but there is no cause for anxiety ! 
 
 12 noon. Lunch. Cold Bologna sausage and 
 pickles, stewed pineapple and a ration of rum. 
 This latter is much appreciated, as the weather 
 has turned much colder. 
 
 We discuss at some length the problem of 
 obtaining and recording meteorological informa- 
 
HOMEWARD JOURNEY 103 
 
 tion about the upper air in the Atlantic, and all 
 agree that one good method of getting informa- 
 tion at small cost would be to equip all cable 
 repair-ships with a meteorological observer, and 
 a suitable outfit of kites and instruments. 
 
 These cable repair-ships work in all parts of 
 the world, and are often stationary at sea for days 
 at a time; moreover, the cable routes are nearly 
 in every case on the shortest and most direct 
 routes between the countries they link up. 1 
 
 We send following messages via Bar Harbour 
 to Admiral Commanding Naval District, Mineola 
 
 " Officers and crew R 34 desire to express their 
 sincere gratitude for the valuable and efficient 
 assistance they have received during the moor- 
 ing out of R 34 at Mineola. All well making 
 good progress. Distance covered 630 miles in 
 twelve hours making for London. SCOTT." 
 
 To Colonel Miller, Long Island 
 
 " Officers and crew R 34 thank you personally 
 
 1 Harris, just previous to this flight, had been carrying 
 out meteorological investigations for the Air Ministry from 
 the s.s.Montcalm in this part of the Atlantic, and his experi- 
 ence shows that kites can be flown at 2000 feet in winds from 
 ten to seventy-five miles per hour (hurricane force) without 
 damage to kite or instrument. The instrument used is a 
 Marvin meteograph, which records force of wind, altitude, 
 temperature and humidity, and can be run up to the kite 
 and back again as required without having to haul down. 
 
104 THE LOG OF H.M.A. R 34 
 
 for trouble you have taken to help us while 
 moored out it is much appreciated. Going strong 
 for London distance covered in twelve hours, 
 630 miles. SCOTT." 
 
 1.5 p.m. We have averaged 67 m.p.h. ever 
 since leaving New York. 
 
 Weather fine visibility fifteen to twenty miles 
 wind forty knots, S.S.W. sea very rough. 
 
 It is difficult to measure the height of waves 
 from above, but it is easy to see that, in a very 
 heavy sea like this, a surface ship would be having 
 an extremely bad time. Up here we are as steady 
 as a rock, and unless we look out of the windows, 
 it is hard to realize we are travelling at all. 
 
 The sun is high, so Cooke is able to get good 
 idea of any barometric changes by observing the 
 angle the ship's shadow on the water subtends 
 with a sextant, thus calculating the distance of 
 the shadow from the observer, and comparing 
 with height recorded on the altimeter. This is 
 only possible at low altitudes, i. e. about 1500 
 feet. (It sounds a bit complicated, but is quite 
 effective !) Lt.-Col. W. N. Hensley, United States 
 Army Aviation Department, is steering, and is 
 taking opposite watch with Pritchard, while Luck 
 has relieved Greenland in the forward car, and 
 
CLOUD SHADOWS THROWN UPON THE ATLANTIC. 
 
 INTERIOR OF R 34, SHOWING WALKING-WAY AND 
 PETROL TANKS. TAKEN ON BOARD DURING FLIGHT. 
 
HOMEWARD JOURNEY 105 
 
 Warrant- Officer Mayes is in charge of the 
 elevators. 
 
 Course direct for London via Queenstown and 
 Bristol Channel. We are in wireless touch with 
 Sable Island, and about 300 miles due south of 
 Newfoundland. 
 
 2 p.m. Received the following two wireless 
 messages from New York 
 
 " To R 34 : Thanks for the flight, from thou- 
 sands whom the spectacle thrilled good luck to 
 you. New York Times." 
 
 " God speed you on return to England. Hope 
 your voyage is only forerunner of many. New 
 York Herald." 
 
 We report our progress as follows 
 
 " To Air Attache, Washington, Air Ministry 
 and Base, via New York. Course 90 true speed 
 50 knots going well." 
 
 U.S. Weather Bureau warn us that weather is 
 very bad over Newfoundland, and advise us to 
 keep as much away to the south as possible. 
 
 Harris estimates we shall have got away from 
 the influence of this depression by nightfall, and 
 that probably the wind and sea will have moder- 
 ated by then. There is still the possibility of 
 getting into touch with the depression centred 
 
106 THE LOG OF H.M.A. R34 
 
 over Iceland by (about) to-morrow afternoon. 
 As a general rule it is foggy and cloudy the more 
 we keep up to the north, the cold currents, meet- 
 ing the warm currents, causing fog and cloud. 
 On a more southerly course over the Gulf Stream, 
 where there are no cold currents from the north, 
 clearer weather can always be expected. 
 
 4.50 p.m. Position 42 15' N., 54 05' W., 
 determined by observations of sun to sea horizon. 1 
 True bearing sun N. 81 W. Course 140 steered, 
 110 made good, speed 57 m.p.h. We have 
 covered 900 miles from New York in sixteen 
 hours, and are 1850 miles from S. coast of Ireland, 
 or exactly one-third of the distance between the 
 two countries. 
 
 Our petrol consumption works out at about 
 one gallon an hour on four engines weather clear. 
 Our maximum visibility is very good and, accord- 
 ing to the Dip and Distance horizon tables, at 
 our present height, i. e. 1500 ft., should be about 
 forty-five miles. Wind has dropped considerably, 
 and sea is deep blue. 
 
 It is interesting to note that, with depressions 
 situated as they are, it would be quite against all 
 
 1 There were only three occasions on the outward journey 
 when it was possible to determine our position by means 
 of observations of sun to sea horizon. 
 
HOMEWARD JOURNEY 107 
 
 the laws of weather forecasting for us to get a 
 head wind anywhere between here and London. 
 The worst condition that we might expect to get 
 would be no wind at all. 
 
 Wireless message to U.S. Weather Bureau 
 
 " Many thanks for kind, efficient manner in 
 which weather information has been supplied 
 deeply grateful. GUY HARRIS, Meteorological 
 Officer, R 34." 
 
 6.15 p.m. A. five-masted schooner under full 
 sail on starboard beam about five miles away 
 the first ship we have yet seen in the open Atlantic 
 on either outward or return journeys. 
 
 What an interesting contrast between the old 
 and the new the sailing ship and the airship ! 
 We are now over the main eastbound summer 
 route of steamers from New York to Queenstown, 
 so perhaps we may meet an outward-bound liner. 
 
 The s.s. Adriatic, due New York on 13th, 
 should.be somewhere near us, and we are on the 
 look-out for her on our wireless. 
 
 Getting much colder as we go further east. 
 
 7.30 p.m. Harris gives most interesting ex- 
 planation of the cloud formations to the north and 
 south, and compares the clouds as we see them 
 with the illustrations in ClaydonV book on Cloud 
 Studies which we have on board. 
 
108 THE LOG OF H.M.A. R34 
 
 8 p.m. Supper-timefresh boiled eggs and 
 cocoa, preceded by a cocktail mixed by Scott. 
 Apparently some Thermos flasks full of cocktail 
 ingredients had been handed in by some anony- 
 mous well-wisher, and we try them as an experi- 
 ment. Decide that they are just as good in the 
 air as on the ground ! 
 
 We compare at some length our impressions of 
 American men and women. I wish our newly- 
 made American friends could have heard some of 
 the delightful things that were said about them. 1 
 
 8.30 p.m. Pritehard goes to sleep under the 
 dining-room table while the second watch come 
 in for their supper. This position (under the 
 dining-room table) seems to be the most sought 
 after in the ship ! 
 
 The gramophone is a real pleasure on this home- 
 ward journey ; a magnificent instrument presented 
 to Scott by Mr. Edison. 
 
 One of our pigeons escaped at Mineola when 
 allowed out for exercise, 2 and so we have only one 
 
 1 Quite a number of charming ladies declared their inten- 
 tion of making the return journey as " stowaways," and the 
 ship was carefully searched before starting. 
 
 2 This pigeon was afterwards picked up in an exhausted 
 condition by a west-bound steamer 800 miles out in the 
 Atlantic having made a most valiant attempt to fly back to 
 England. 
 
HOMEWARD JOURNEY 109 
 
 on the return journey. He takes his food well, 
 and " coos " loudly every time the gramophone 
 starts up his wicker cage being hung on a girder 
 just outside the crew's mess-deck. 
 
 L.A.C. Graham was offered 1000 dollars for his 
 cat in America just before leaving, but said 
 indignantly that he would not consider 5000 
 dollars, or any other sum ! 
 
 11.58 p.m. British ship s.s. Minnekahda speaks 
 us. She says she is bound for Halifax with troops. 
 During this first day in the Atlantic the sea has 
 been visible the whole time, so that observations 
 for course and speed have been obtained as often 
 as necessary and without any difficulty. 
 
 FRIDAY, JULY HTH 
 
 3.20 a.m. Position 45 03' N., 42 57' W., 
 estimated by observations of stars to sea horizon. 
 
 4.20 a.m. The foremost of the two engines in 
 after car is out of action : damaged beyond repair. 1 
 Scott and myself discuss the situation, and agree 
 we had better make straight for our base at East 
 Fortune, and give up the idea of flying in over 
 London. 
 
 1 The cause of this breakdown turned out to be accidental 
 declutching whilst under load, allowing the engine to race. 
 For some unexplained reason the governor gear failed to 
 operate. 
 
110 THE LOG OF H.M.A. R34 
 
 We change course accordingly, and are now 
 making good N. 30 E. ; weather clear sea 
 moderate. 
 
 6.40 a.m. Scott brings ship down to the 600- 
 foot level, to get under clouds which are now 
 appearing, and threaten to blot out all view of the 
 sea. 
 
 We find by careful observation that there is a 
 northerly wind below the clouds, whilst above, 
 on the 3000-foot level, the wind is from the S.W. 
 
 The reason for this is interesting : we are over 
 the Gulf Stream on a north-easterly course, and 
 the air over this Gulf Stream is warmer than the 
 air over the sea immediately to the north. This 
 warm air rises, and its place is naturally taken by 
 the cold air from the north, resulting in a twelve- 
 knot convectional wind extending from the sur- 
 face of the sea up to a height of about 2000 
 feet. 
 
 Having made this discovery, we remain at the 
 3000-foot level above the clouds, where we have 
 a steady wind from the S.W. 
 
 We find it easy to determine the direction of 
 wind, when flying above clouds, from their for- 
 mation. The crests of these curl over away from 
 the direction in which the wind is blowing. 
 
HOMEWARD JOURNEY 111 
 
 9.15 a.m. Clocks have been put forward one 
 hour. 
 
 10.30 a.m. Seott and Harris are agreed that the 
 wind is stronger in our favour the higher we go 
 up. In spite of this Scott decides to remain on 
 the 3000-foot level to avoid necessity of losing gas 
 from expansion. 
 
 To-morrow he can afford to go much higher, 
 as the ship will be so much lighter, on account 
 of having burnt another twenty-four hours' 
 petrol. Beautiful cloudscapes on port beam. 
 Cloud formations, in so far as they indicate 
 weather, are like an open book profusely illus- 
 trated, and with a story that changes almost 
 completely every few hours. 
 
 Away to the N.W. we see the depression 
 centred over Newfoundland written plainly in the 
 sky, in fantastic and streaky " Cirrus ventosus " 
 a sure indication of what is going on over there, 
 some hundreds of miles away. 
 
 12 noon. Weather report from Air Ministry 
 tells us of an anti-cyclone off S.W. of Ireland, and 
 so we change course more to the north, with a 
 view to getting round into the westerly wind, 
 which we know must be blowing on the northerly 
 side of it. Noon position, 46 81' N., 38 32' W. 
 
112 THE LOG OF H.M.A. R34 
 
 Still above the clouds. Cooke considers the best 
 height at which to take sights to cloud horizon 
 is at about 500 feet above the clouds. 
 
 12.30 p.m. Lunch. Meal-times are always 
 most welcome, as they give the more responsible 
 members of the crew a much-needed interval. 
 
 The new gramophone is going strong after lunch 
 and, as I was descending the ladder into the for- 
 ward car, I caught a glimpse of Luck and Harris 
 doing quite a nice one-step together ! 
 
 12.45 p.m. Speak s.s. San Florino bound for 
 Tampico, Gulf of Mexico, from Southampton. 
 
 1.30 p.m. Air Ministry send message to say 
 they have made provision to land us in Ireland 
 if necessary, and that destroyers with steam up 
 are available at Berehaven if required. We reply, 
 " Propose to land at East Fortune one engine 
 completely broken down." 
 
 Message from New York 
 
 " At this luncheon given by Aero Club of 
 America resolutions were passed to the effect 
 that the officers and officials of the Club wish 
 General Maitland and crew of R 34 safe and 
 pleasant journey. LUCAS." 
 
 Big glare off the clouds very noticeable coming 
 down from keel into the forward car. 
 
HOMEWARD JOURNEY 113 
 
 Harris and Cooke climb to top of ship to make 
 observations every two hours ; quite a strenuous 
 effort each time, and they at any rate cannot 
 complain for want of exercise. 
 
 3.30 p.m. Still at 3000 feet ; in and out of the 
 clouds at intervals. We have not seen the sea 
 since 8.30 a.m. this morning. Air speed thirty- 
 two knots on three engines. Another weather 
 report from London to say that the depression 
 N. of Iceland has moved easterly, and that, as a 
 result, the wind is from S.W. over north of 
 Ireland, and whole of Scotland. This strengthens 
 Scott in his decision to give up going to London, 
 and to make East Fortune instead. 
 
 It is sad not to take in London on our return 
 route, but with one engine lost, and wind in 
 S. of England not very favourable, the decision is 
 a wise one. 
 
 4.30 p.m. Scott brings his ship down to try 
 for a glimpse of the sea, and so get an idea of our 
 speed ; but at 900 feet it is still quite thick, and 
 he abandons the attempt. 1 
 
 Coming down from the 3800-foot level to the 
 
 1 We need an instrument for measuring the depth of the 
 >uds below an airship without having to reduce height for 
 
 the purpose; probably a "Dines" or a "Marvin" kite 
 
 meteograph would be suitable. 
 
114 THE LOG OF H.M.A. R34 
 
 900-foot level, we pass through no less than five 
 distinct and separate layers of cloud, of which 
 every two layers contain a world in themselves, 
 with separate sky above and cloud horizon 
 beneath. A most fascinating spectacle, and one 
 which impresses me more, perhaps, than anything 
 I have yet seen on either journey. 
 
 We have been in these thick clouds for some 
 considerable time, and there is no means of 
 telling our speed, as they extend right down to 
 the surface of the water. 
 
 We assume, however, from general weather 
 observations, that the wind is with us ; the worst 
 condition we think fair to assume being no wind 
 at aU. There certainly ought not to be a head- 
 wind against us. No alternative but to keep 
 plugging away through these clouds until other 
 weather conditions appear. 
 
 4.45 p.m. We emerge above the clouds for a 
 few blissful moments, and see a beautiful cloud 
 panorama range upon range of alternate white 
 and slate coloured mountains with wide deep 
 valleys, and an occasional glimpse of bright blue 
 sky immediately above. 
 
 The glare is almost blinding, and we can only 
 look at them for a moment or two at a time. 
 
HOMEWARD JOURNEY 115 
 
 5 p.m. Back again in the clouds, and no 
 visibility whatsoever. 
 
 We pick up H.M.S. Cumberland on our Marconi 
 spark set. She gives her position and, when 
 plotted on chart, Cooke thinks she should be 
 almost due north of us and, from the strength of 
 her signals, within thirty miles. 
 
 Durrant tries to get her on the Directional 
 Wireless, but without success. 
 
 Scott makes the discovery that when he brings 
 his ship down into a cloud she will sometimes 
 tend to dive, and at others tend to climb out of 
 the cloud. 
 
 Pritchard puts forward the following interest- 
 ing solution, which seems to fulfil the conditions 
 each time it is observed. 
 
 " If a cloud is forming, the water vapour in the 
 atmosphere is condensing, and giving off heat to 
 the air during the process. The air, therefore, in 
 a cloud which is forming is slightly warmer than 
 the air immediately above the cloud. The Air- 
 ship would, therefore, appear to be heavy and 
 tend to dive on entering the cloud. 
 
 " If, on the other hand, the cloud is dissipat- 
 ing, the water in the cloud is evaporating and 
 taking heat from the air in the cloud in doing so. 
 
116 THE LOG OF H.M.A. R34 
 
 The air in the cloud is, therefore, colder than the 
 air immediately above the cloud, and the Air- 
 ship on entering the cloud will appear to be light." 
 
 7.5 p.m. Passing through wet rain clouds it 
 has been raining very heavily since five o'clock. 
 
 Scott tries the 5000-foot level in the hopes of 
 getting out of it, but with no success, so returns 
 to the 3000-foot level. Very cold and dark, and 
 all doors and windows shut. 
 
 Stopped forward engine to replace two broken 
 valve-springs. 
 
 7.35 p.m. We ask H.M.S. Cumberland for a 
 weather report. She replies, giving her position, 
 and reports : " Wind N.N.W. 18 m.p.h. over- 
 cast passing showers clouds at about 1000 feet." 
 
 8 p.m. Supper, and a very good one too. We 
 are well equipped with little luxuries, having learnt 
 from experience on the outward journey exactly 
 what is necessary and what isn't. 
 
 Delicious fresh honey, also " candies," and 
 chocolates supplied by Sherry's. The gloom does 
 not affect our appetites in the very slightest. 
 
 8.30 p.m. Still pouring in sheets. The wind 
 whistles round the forward car, and it is very dark 
 and dreary of course we can see nothing. 
 
 Scott tries a lower level, and an extraordinary 
 
 
HOMEWARD JOURNEY 117 
 
 sight immediately presents itself beneath us. 
 Thousands and thousands of little round clouds 
 like tiny white puff-balls packed closely together, 
 with the blue sea just visible in between them, 
 forming a layer of clouds between us and the sea. 
 This cloud formation is known as " Ball cumulus," 
 and is particularly beautiful. Harris has never 
 seen " Ball cumulus " so low before ; it is usually 
 found at much greater heights. 
 
 8.45 p.m. Dropped a calcium flare, 1 which 
 floated away straight astern, burning brightly, 
 enabling Cooke to get an estimate of course 
 made good. Our speed is evidently considerable, 
 but as no means exists of taking an angle of 
 depression of the flare, it cannot be calculated. 
 
 In future we must be equipped with some instru- 
 ment or other for this purpose. 
 
 8.50 p.m. Again in thick cloud and heavy rain. 
 Signals from Clifden Wireless Station sound very 
 
 1 Flares for use at night are an absolute necessity, and the 
 ones we use are the calcium phosphate flares commonly 
 known in the Navy and Merchant Service as " Holmes " 
 Lights. They will not float in rough weather, and so we 
 attach to each flare a small fabric bag, which can be blown 
 up with air by means of the mouth. Though a clumsy 
 arrangement, it functions well ; but, in future, we must have 
 these " Holmes " Lights fitted with a watertight compartment 
 to make certain of their floating in any sea. 
 
118 THE LOG OF H.M.A. R34 
 
 loud, which shows we are getting nearer home, 
 and Durrant has just succeeded in getting East 
 Fortune (over 1600 miles away). Quite faintly he 
 got the words, " Saturday evening." 
 
 9.15 p.m. s.s. Dominion, bound for Avon- 
 mouth, speaks us and gives her position and 
 barometer reading. She reports us as quite near, 
 though of course she cannot see or even hear us. 
 
 10 p.m. Speaking s.s. Orduna. 
 
 It is one thing talking to these ships in the 
 Atlantic miles and miles away; but if only we 
 could see them, how much nicer it would be. 
 
 11.25 p.m. From s.s. Dominion : "Shall I fire 
 a gun when I think you are near me ? Estimate 
 your speed at 45 m.p.h. CHRISTIE." 
 
 We reply, " No, don't trouble to fire a gun." 
 
 On long journeys like these, it is the engineers 
 upon whom the heaviest strain falls and, on the 
 outward journey, some of them had difficulty in 
 sleeping when off watch. On this return journey 
 we issue them a " tot " of rum before turning in, 
 with very beneficial effect. 
 
 12 midnight. Still pouring with rain; by drop- 
 ping two more flares drift is estimated to be 10 
 to southward. Height 2000 feet. Rain is beat- 
 ing down pitilessly against the outer cover, and the 
 
HOMEWARD JOURNEY 119 
 
 whistling of the wind completely deadens the 
 distant hum of our engines. It is indeed a 
 " dirty " night at sea. For some reason or other 
 I cannot get off to sleep, and lie awake in my 
 hammock with a feeling of complete confidence 
 and security, but hoping it won't be like this for 
 our landing in Scotland to-morrow evening. 
 
 SATURDAY, JULY 12TH 
 
 12.45 a.m. Weather clearing, and sea visible at 
 2500 feet. 
 
 5 a.m. Magnificent sunrise; the sun slowly 
 appears above the cloudbank ahead of us in a 
 blaze of golden light, and we head straight into it. 
 
 6 a.m. Position 52 20' N., 22 35' W., observa- 
 tion of sun to cloud horizon ; 760 miles from East 
 Fortune. 
 
 Running on three engines only ; changing broken 
 valve-spring on after engine. Air speed thirty- 
 two knots ; Scott takes ship down to 900 feet to 
 sight the water. As speed made good at this 
 height is only fifteen knots, however, he returns 
 to 2800 feet, the surface being now just visible 
 at this height, and speed made good increases to 
 thirty-six knots. 
 
120 THE LOG OF H.M.A. R 34 
 
 It is interesting to note that for twenty-four 
 hours (until 6 a.m. this morning) Cooke has been 
 unable to get a single observation on either sun, 
 moon, stars, sea or cloud horizons, and it is quite 
 fair to assume that yesterday's weather is an 
 average day in mid- Atlantic. 
 
 7 a.m. Clouds beneath us look just like a soft, 
 fleecy, white feather-bed, and they fill one with 
 an odd, almost irresistible wish to jump down 
 into them probably the same sort of sensation 
 experienced by some people when crossing a 
 steep mountain face. 
 
 8 a.m. H.M.S. Tiger gives her position, and 
 reports : " Wind N.W.N., 15-20 m.p.h. sky over- 
 cast with low stratus ; visibility five miles." 
 
 We appear to have a slight head wind, but 
 don't think it will last long, as we should soon 
 be getting a helping wind from the depression 
 over Scotland. 
 
 8.30 a.m. Breakfast this morning is a festive 
 meal, as we reckon it should be our last break- 
 fast on board, and we are rather lavish in our 
 issues. 
 
 East Fortune report weather suitable for a 
 landing up till 8 a.m. to-morrow (Sunday) 
 morning. 
 
HOMEWARD JOURNEY 121 
 
 10 a.m. We speak s.s. Masirah she gives her 
 position as Lat. 53 30' N., and Long. 18 10' W. 
 
 Signal from Air Ministry instructing us to land 
 at Pulham in Norfolk. This is not understood 
 as, according to weather reports, conditions seem 
 to be better at East Fortune than at Pulham. 
 Besides, the wives, families and sweethearts of 
 the crew are all at East Fortune, waiting to 
 welcome them, so to most of them this comes as 
 a great disappointment. 
 
 10.40 a.m. Drift observation obtained from 
 about 3000 feet, and steering course is altered to 
 N. 75 E., giving course made good N. 88 E. 
 magnetic. 
 
 10.55 a.m. Height 5000 feet. We are now 
 over a big gap in the clouds, about twenty miles 
 across. Clear blue sky and sea making good 
 thirty-five knots, which should enable us to land 
 at daybreak to-morrow. 
 
 11.10 a.m. Wireless message from Fermoy : 
 " Do you intend to land at Fermoy ? for I have 
 landing-party of ,500 men if required. MAJOR 
 LITTLE." 1 
 
 1 Major Little is one of our most experienced airship 
 captains, and has been sent over to Ireland to land us at 
 Fermoy Barracks, in the event of our running short of petrol. 
 
122 THE LOG OF H.M.A. R34 
 
 We reply, " No, not landing at Fermoy." 
 
 We have a large supply of petrol left, and so 
 far this journey has not presented half the 
 difficulties of the outward voyage. 
 
 11.25 a.m. Durrant succeeds in getting a cut 
 on Clifden with directional finding apparatus. 
 
 Weather now very cold. 
 
 12 noon. Lunch. We are becoming rather 
 impatient to get to our journey's end. Perhaps 
 it is the strain that is beginning to tell ; anyway we 
 all feel disappointed at finding we are only making 
 good twenty-eight knots, and that there is quite a 
 stiff north-easterly breeze against us. We shall be 
 breakfasting in the air again to-morrow after all ! 
 
 There must be a considerable amount of strain 
 upon the entire crew during a flight of this kind, 
 which is not felt consciously at the time, but 
 shows itself in many little ways, such as the 
 intense feeling sometimes displayed over very 
 trivial matters. 
 
 There is little doubt that a crew doing a lot 
 of long-distance journeys would in time suffer 
 from some form of nerves, unless given a con- 
 siderable amount of leave. 
 
 12.30 p.m. The clouds have all cleared away; 
 but only temporarily, I feel certain. 
 
HOMEWARD JOURNEY 123 
 
 We are on the 5000-foot level, with a perfectly 
 clear blue sky and deep blue sea; visibility is at 
 its maximum, and at this height, according to 
 our text-books, we should be able to see a dis- 
 tance of eighty-one miles from right forward to 
 right aft, yet although this area of visibility 
 works out at 19,200 square miles not a ship is 
 in sight. I am afraid that my ambition to see 
 .a steamer at close quarters in this gigantic 
 Atlantic will never be realized. If it wasn't for 
 the fact that we have been actually speaking to 
 them all the way across, I should feel inclined to 
 say there are none in the Atlantic at all. 
 
 2.12 p.m. Intercept message from East For- 
 tune to Airship SSZ.75 instructing her to " drop 
 ,mphlets over Coast Towns." l 
 3.50 p.m. Clouds rolling up again. We see 
 some very fine examples of " Cumulus major." 
 There is one particularly interesting cloudscape 
 on our port beam a huge vertical column about 
 500 feet high, joining a lower strata of cloud to 
 a higher strata. This is caused by an upward 
 vertical current, and beyond its picturesque effect 
 has no special meaning. 
 
 1 Presumably the pamphlets are to urge the public to 
 War Loan. 
 
124 THE LOG OF H.M.A. R34 
 
 5.30 p.m. Great excitement; two trawlers are 
 sighted on our starboard beam, about eight miles 
 away, and looking very tiny one is much nearer 
 than the other. We try and speak the near one 
 with an Aldis lamp, as they carry no wireless, 
 but can get no reply. We are now down to 
 2000 feet, and the difference in temperature 
 between this height and 5000 feet is most marked, 
 viz. 8 F. 
 
 Making slightly better headway at this height, 
 viz. thirty-two knots on four engines wind 
 N.N.W., 25 drift. Discussion with Cooke on 
 subject of Aerial Navigation. He thinks that 
 this should not present any insuperable difficul- 
 ties ; and that, with instruments at present avail- 
 able, one should be able to estimate one's position 
 in mid- Atlantic accurately to within forty miles. 
 Artificial horizons cannot be relied upon, owing 
 to the necessity of keeping the reflected image 
 continually in sight; and this difficulty is accen- 
 tuated from a constantly moving platform like 
 an Airship, however steady she may be. Until 
 Directional Wireless proves thoroughly reliable a 
 Bubble Sextant should be specially designed, and 
 probably could be made to give an accuracy 
 within about ten miles. It is extraordinary how 
 
HOMEWARD JOURNEY 125 
 
 seldom we get a view of the sea. On the outward 
 voyage, out of seventeen sights taken with the 
 ordinary sextant, in three cases only was a sea 
 horizon used for the remaining fourteen the 
 altitude was measured to a cloud horizon. On 
 this return voyage it is slightly better and, so 
 far, about half the sights taken have been to a 
 sea horizon. 
 
 6.50 p.m. We run into a sudden squall from 
 the N.W., low black clouds with pelting rain and 
 a rough confused sea; the wind roars past the 
 control car. All this comes upon us in the space 
 of a few minutes. Ship very steady. 
 
 6.57 p.m. Passed out of squall. There appear 
 to be more ahead. Got Clifden on Directional 
 Wireless N. 98 E., Magnetic 76 true, and we 
 cannot be very far from the west coast of Ireland. 
 The clock is put on another hour. 
 
 7.15 p.m. Another squall strikes us just as 
 suddenly as the last one. 
 
 7.25 p.m. Land in sight on our starboard bow ; 
 it is from seven to ten miles away, and was first 
 spotted by Lt.-Col. Hensley. Great enthusiasm. 
 Scott alters course direct towards it Cooke gets 
 out the large chart of the west coast of Ireland, 
 and we have a keen competition to see who will 
 
126 THE LOG OF H.M.A. R34 
 
 fix on the exact spot where we cross the coast- 
 line. 
 
 7.30 p.m. Two little islands lie right ahead of 
 us; with our glasses we see the wireless masts 
 at Clifden. These two islands are undoubtedly 
 the same two little islands that suddenly appeared 
 out of the fog to the delighted gaze of Alcock 
 and Brown upon the conclusion of their historical 
 flight. What a strange and happy coincidence ! 
 
 8 p.m. At 8 o'clock precisely we cross the 
 coast-line a little to the north of Clifden, County 
 Mayo, and our time from crossing the American 
 coast at Long Island to crossing the Irish coast 
 is exactly 61 hours, 43 minutes. 
 
 8.15 p.m. We head right in over the mountains, 
 which at this spot are 2900 feet high. What a 
 wild and rugged coast-line ! A magnificent cloud 
 panorama now appears huge white cumulus 
 clouds of weird and fantastic shapes surround us 
 on all sides. Over the top peep out the mountain 
 summits while, through gaps in the clouds, we 
 catch glimpses of lakes, harbours, islands and 
 green fields; quite the prettiest picture we have 
 seen on the entire voyage. It seems as if the 
 elements had reserved their best cloudscapes to 
 welcome us as we cross over Irish soil. 
 
LOW-LYING CUMULUS CLOUDS. 
 
 ABOVE THE HILLS AND LAKES or NORTH IRELAND. 
 
HOMEWARD JOURNEY 127 
 
 9.10 p.m. A two-seater aeroplane from the 
 neighbourhood of Castlebar flies successively past, 
 over, and under us, waving a welcome. We are 
 now well away from the mountains, and over the 
 flat country inland, heading across to Belfast, 
 and making good 46 m.p.h. Bright full moon. 
 
 As things have turned out, it would have been 
 wiser if we had kept a more northerly course, 
 after getting away from the helpful influence of 
 the Newfoundland depression. We would then 
 have been helped, instead of hindered, by this 
 N.N.W. wind, and so have saved time. Un- 
 doubtedly the captains of future Airship Liners 
 will become wily and cunning masters of the art 
 of selecting the right wind and the right height, 
 and, by means of their air knowledge alone, will 
 save many hours upon long sea and land passages. 
 
 11.30 p.m. Another message from Air Ministry 
 to say we are to land at Pulham; we ask if we 
 may land at East Fortune, as that was our 
 original objective, and the weather is reported 
 good for landing. The reply is to land at Pulham ; 
 so we assume there is some special reason, and 
 alter course accordingly. Scott increases height 
 to 5000 feet, and sets course direct for Pulham. 
 
 Turn in. We shall need a good night's rest, 
 
128 THE LOG OF H.M.A. Rf34 
 
 as to-morrow is likely to be a very tiring day to 
 say the least of it. 
 
 SUNDAY, JULY 13TH 
 
 2.45 a.m. Flying up the Mersey. On our port 
 bow are the lights of Liverpool. We are con- 
 tinually in and out of dense cloud banks, and it is 
 difficult to identify places on the ground through 
 occasional holes in the cloud strata beneath. 
 
 4.20 a.m. Over Nottingham. 
 
 Wireless message from His Majesty the King : 
 " I heartily congratulate you all on your safe 
 return home after the completion of your memor- 
 able and indeed unique Atlantic voyage. GEORGE, 
 R.I." 
 
 4.40 a.m. From Air Ministry to General Mait- 
 land, Major Scott, officers and crew of R 34 : 
 " On behalf of the whole Air Force I send you 
 heartiest congratulations on your magnificent 
 achievement in making the double journey across 
 the Atlantic. TRENCHARD, Chief of Air Staff." 
 
 4.46 a.m. From Board of Admiralty to 
 General Maitland and crew of H.M.A. R34: 
 " Welcome home. The great adventure of R 34 
 is beyond all praise. Board of Admiralty." 
 
 5 a.m. From Major-General Seeley, Under- 
 
HAULING ON THE TRAIL ROPE. THE END OF THE JOURNEY. 
 
 PREPARING TO LAND AT H.M. AIRSHIP STATION, PULHAM, NORFOLK. 
 
HOMEWARD JOURNEY 129 
 
 Secretary of State for Air : " I send my heartiest 
 congratulations to you and to the crew of R 34 
 on your magnificent achievement of being the 
 first to cross and re-cross the Atlantic by air. 
 We are all very proud of you." 
 
 5.15 a.m. From Prime Minister to General 
 Maitland, Major Scott and the crew of H.M.A. 
 R 34 : " Heartiest congratulations on fine feat 
 of airmanship. LLOYD GEORGE." 
 
 5.30 a.m. We send message to Pulham as 
 follows 
 
 " R 34 is carrying mails, including letters for 
 His Majesty the King. May an officer please be 
 told off to act as special messenger and take mails 
 immediately on ship landing." 
 
 Further wireless messages are also received 
 from Mr. Winston Churchill, Secretary of State 
 for War and Air, Mr. Walter Long, First Lord of 
 the Admiralty, Admiral Sir Rosslyn Wemyss, 
 jL^irst Sea Lord, Major-General Sir F. H. Sykes, 
 Controller-General of Civil Aviation, and many 
 others. 
 
 6.20 a.m. Over Pulham. Quite a number of 
 people on the landing ground despite the early 
 hour. Scott makes two circles of the ground, 
 and puts the ship gently down into the hands of 
 
130 FLIGHT TO AMERICA AND BACK 
 
 the landing-party. Time of landing, 6.57 a.m. 
 Total time of return journey from Long Island, 
 New York, to Pulham, Norfolk, is therefore 
 75 hours and 3 minutes; or 3 days, 3 hours 
 and 3 minutes. 
 
APPENDICES 
 
GROUP OF OFFICERS TAKEN AFTER LANDING. 
 
APPENDIX I 
 
 CREW OF R 
 
 Officers. 
 
 Major G. H. Scott, A.F.C. . 
 Captain G. S. Greenland. 
 2nd Lieut. H. F. Luck 
 2nd Lieut. J. D. Shotter <?. 
 Major G. G. H. Cooke, D.S.C. 
 Major J. E. M. Pritchard, O.B.E. . 
 Lieut. Guy Harris ... 
 2nd Lieut. R. F. Durrant 
 Lt.-Com. Z. Lansdowne, U.S. Navy 
 
 Lt.-Col. W. N. Hensley. 
 
 34 
 
 Duties. 
 
 Captain of Ship, 
 
 Second Officer. 
 
 Third Officer. 
 
 Engineer Officer. 
 
 Navigator. 
 
 Special Duties. 1 
 
 Meteorological Officer. 
 
 Wireless Officer. 
 
 Representative of 
 
 U.S. Naval Airship 
 Service. 2 
 
 Representative of 
 United States Army 
 Aviation Depart- 
 ment, 3 
 
 Special Duties. 
 
 Duties. 
 
 First Coxswain. 
 Second Coxswain. 
 
 Brig.-Gen. E. M. Maitland, C.M.G., 
 D.S.O. . . ... . 
 
 Other Ranks. 
 
 S.M.2 Mayes, W. R. . . 
 Flt.-Sergt. Robinson, W. J. . 
 Sergt. Watson, H. M. . 
 Corpl. Burgess, R. J. . 
 
 Corpl. Smith, F. . . , " . . \ Riggers. 
 L.A.C. Forteath, J. N. . . 
 L.A.C. Browdie, E. P. . 
 
 1 Major Pritchard, in addition to his other duties, was responsible 
 for the photographic work on board, and I am indebted to him for all 
 the illustrations. 
 
 * Outward journey only. 
 
 3 Homeward journey only. 
 
 133 
 
134 
 
 APPENDIX I 
 
 Wireless Telegraphy. 
 
 Engineers. 
 
 Corpl. Powell, H. R. . 
 A.C.I Edwards, W. J. 1 . 
 Flt.-Sergt. Gent, W. R. 
 Flt.-Sergt. Scull, N. A. 
 Flt.-Sergt. Ripley, R. W. 
 Sergt. Evenden, A. G. . 
 Sergt. Thirlwall, J. 
 Corp. Cross, E. P. 
 L.A.C. Graham, G. 
 Corpl. Gray, J. H. 
 A.C.2 Parker, R. 
 A.C.2 Northeast, J. 
 L.A.C. Mort, J. S. 
 Flt.-Sergt. Turner, E. E. 1 . 
 Flt.-Sergt. Angus, W. 1 
 
 In addition to the above, A.C.2 Ballantyne, W. W., was 
 on board without permission, as a " stowaway," on the 
 outward voyage. 
 
 1 Homeward journey only. 
 
APPENDIX II 
 
BO 
 
 UQ 
 
 ure ship, 
 general super 
 vision. 
 
 Sec 
 
 fil 
 
 10 
 
 Pig's 
 
 I-] 
 
 3 
 
 5zj 
 O 
 
 HH 
 
 H 
 
 <i1 
 H 
 in 
 
 w 
 8 
 
 S 
 
 tf 
 
 w 
 
 - 
 
 11 
 
 
 M 
 
 .a 
 
 ll 
 I 1 
 
 cox 
 keel 
 
 Height 
 swain 
 
 ht 
 ain 
 
 il 
 
 4^ OQ ^ 02 M 
 
 02 
 
 . 
 
 02 
 
 
 W 
 
 i 
 
 136 
 
> 
 
 s 
 
 
 t|i 
 iji 
 
 ,ii 
 
 to 
 
 8 
 
 04 
 
 ^ _s 
 
 s 
 
 to 
 
 
 * 
 
 P 
 
 
 oa o 
 
 * 
 
 t-t CQ 
 ^g <d 
 
 a o 
 
 jlll 
 
 Cook and m 
 deck swee 
 
 
 2" 
 
 
 t-3 
 s-s P & 
 
 jlltSE 
 
 llf 
 
 o a 
 a 
 
 Frame 19, 
 transmission 
 of orders. 
 
 I 
 
 
 
 O2 
 
 3 
 
 Sw 
 
 I 
 
 i 
 
 
 137 
 
PQ 
 
 o 
 
 I 
 
 CO 
 
 
 a 
 
 S 8 
 
 H 02 
 
 2 
 
 
 . 
 
 PL. 
 
 13S 
 
Af 
 
 
 tar 
 
 * 
 
 o 
 
 < 
 
 g 
 
 1 
 
 5 
 I 
 
 139 
 
APPENDIX III 
 
 FOOD SUPPLIES FOR OUTWARD AND HOMEWARD 
 JOURNEYS 
 
 21 Ibs. cooked beef. 
 
 20 Ibs. stewed beef. 
 
 5 cold hams = 35 Ibs. 1 * 
 
 21 Ibs. meat pies. 
 
 24 four-ounce bottles of Oxo. 
 
 10 three-quarter-pound tins of cocoa. 
 
 24 tins Horlick's Malted Milk (no fresh milk). 
 
 15 tins Nestle's Milk. 
 
 28 Ibs, sugar. 
 
 Salt, mustard and pepper. 
 
 14 Ibs. tea. 
 
 56 Ibs. potatoes, cooked in their skins. 
 
 14 two-pound tins assorted jams. 
 
 75 loaves ordinary bread. 
 
 24 loaves Veda bread, which keeps moist for quite a week. 
 
 45 Ibs. cheese (Cheddar). 
 
 8 boxes of toffee (2 oz. ration per man per day). 
 36J Ibs. chocolate (4 oz. per man per day). 
 24 Ibs. margarine. 
 30 eggs, all hard boiled. 
 45 one-pound boxes Fruitarian cake. 
 Three days Emergency Rations. 
 Bovril mixture of chocolate, Bovril, milk and fat. 
 80 galls, drinking water. 
 
 1 One ham for breakfast each day for crew of thirty. All meat 
 cooked before starting no tinned meat and no fresh meat. 
 
 140 
 
APPENDIX III 141 
 
 Drinking water also in one ballast bag, weight one ton. 
 
 Total weight, 545J Ibs. 
 On return journey this list was increased by 
 
 Pickles twelve bottles at 2 Ibs.; tinned fruit- forty- 
 eight tins at 1 Ib. ; and rum twelve 1 J-pint bottles. 
 
 Other luxuries were surreptitiously stowed on board in 
 dark by well-wishers, viz. honey, jams, candies, etc. 
 
 Altogether return journey, from a food and drink point 
 of view, was decidedly pleasanter than outward one ! 
 
 HOURS OF MEALS. 
 
 Breakfast. 
 
 7.30 a.m. . . . Watch going on. 
 8 a.m. coming off. 
 
 Lunch. 
 
 11.30 a.m. . . . Watch going on. 
 12 a.m. coming off. 
 
 Tea. 
 
 3.30 p.m. . . . Watch going on. 
 4 p.m. coming off. 
 
 Dinner. 
 
 7.30 p.m. . . . Watch going on. 
 8 p.m. coming off. 
 
APPENDIX IV 
 
 NAVIGATIONAL INSTRUMENTS AND BOOKS USED IN R 34 
 
 Two sextants, one in forward car, and one on roof of ship. 
 
 Bubble sextant. 
 
 Battenberg special type Mark I. for Aircraft. 
 
 Beck's bomb sight for measuring ground speed and also drift. 
 
 Open drift sight with ground speed scale. 
 
 One aircraft compass in fore car, America type. 
 
 One standard compass on top of hull. 
 
 Three chronometer watches. 
 
 One hack or deck watch. 
 
 Star globe. 
 
 Inman's Nautical Tables. 
 
 Bird wood and Davis' True Bearing Tables. 
 
 Nautical Almanac. 
 
 Newfoundland and Labrador Pilot, Vols. I. and II. 
 
 United States Pilot, East Coast. Vols. I. and II. 
 
 Nova Scotia and Bay of Fundy Pilot. 
 
 St. Lawrence Pilot. Vols. I. and II. 
 
 Admiralty List of Lights and Time Signals. Vols. I, II, IV, 
 
 VI, and VIII. 
 
 Danger Angle and Off-Shore Distance Tables. 
 Davis' Star Azimuth Tables. 
 Davis' Supplementary Azimuths. 
 Sun's True Bearing and Azimuth Tables. 
 Dip and Distance Horizon Tables. 
 Marconi Communication Charts. 
 Holmes Lights for use as flares by night. 
 One set of Atlantic Charts, also of British Isles and N. 
 
 America. 
 
 In addition we carried the following meteorological works 
 Claydon, on Cloud Studies. 
 Seaman's Handbook of Meteorology. 
 Meteorological Glossary. 
 
 142 
 
APPENDIX V 
 
 WIRELESS RESULTS ON TRANSATLANTIC FLIGHTS OF 
 H.M.A. R 34 
 
 It is estimated that during the outward and homeward 
 
 yages, 20,000 words were sent and received by wireless, 
 and the following notes may be of interest. 
 
 Outward Journey. 
 
 Read by H.M.S. Queen Elizabeth up to 1300 miles. 
 
 Read by Wormwood Scrubbs, 1100 miles. 
 
 Inter-communication established with East Fortune 
 R.A.F. Station up to 1000 miles. East Fortune was the last 
 and first Air Station to hold direct communication, and 
 R 34 was in touch with Pembroke Naval Station, Ponta del 
 Garda and St. John's, Newfoundland, during the entire 
 voyage. 
 
 Clifden was read both ways, true note at 2000 miles. 
 
 Glace Bay was not so strong, and signals were exchanged 
 at 1000 miles with Bar Harbour, Maine. 
 
 Marked direction effect was noticed with the ship's head 
 to the transmitting station; that is to say, Clifden was 
 stronger coming back at 1000 miles^than at the same distance 
 on the outward journey. 
 
 WIRELESS LOG OF H.M.A. R 34 ON TRANSATLANTIC FLIGHT 
 
 Outward Journey. 
 July 2nd, 1919. G.M.T. throughout. 
 
 A.M. 
 
 1.42. Left ground. 
 
 2.2. To East Fortune from R 34 : " All O.K." 
 
 143 
 
144 APPENDIX V 
 
 A.M. 
 
 2.10. To R34 from Air Ministry: "General Maitland, 
 
 officers and crew of R 34. All success to your 
 
 flight and good luck to all on board. R. M. 
 
 GROVES." 
 2.17. To R 34 from H.M.S. Furious : " All good wishes 
 
 from Captain and Flying Squadron." 
 3.8. Quiet on 1400 metres. 
 3.12. From East Fortune : " Have you anything to 
 
 communicate ? " 
 
 3.14. From R 34 : " Nothing to communicate." 
 3.26. From Air Ministry : " Did you listen for Clifden at 
 
 03.00? " 
 3.28. From R 34 : "In accordance with rules am not 
 
 starting on routine until out of touch with East 
 
 Fortune." 
 
 3.35. From Air Ministry : " Start routine at once." 
 3.40. From R 34 : " Will start routine at once." 
 3.45. To East Fortune : " Am going over to routine 
 
 now." 
 4.5. Quiet slight X's. 
 
 4.16. From East Fortune : " Have you anything to 
 
 communicate ? " 
 
 4.17. From R 34 : " R. 20 am using type 15 with small 
 
 generator, radiation 2 amps." 
 4.38. Forward engine stopped. 
 4.40. To East Fortune : " Over Rathlin." 
 4.50. Message passed by Furious. 
 4.52. To East Fortune : " Off Rathlin Island, North-East 
 
 Ireland. 4.50 G.M.T. Steering west going well. 
 
 SCOTT, R 34." 
 5.43. X's at intervals. 
 
 5.58. Faint stations calling us R. 2. 
 
 5.59. From R 34 K. 
 6.0. No reply. 
 
APPENDIX V 145 
 
 A.M. 
 
 6.1. From Clifden nil. 
 
 6.15. Exchanging operating signals with Dundee and Air 
 
 Ministry. 
 6.55. From Air Ministry : " Code weather report will be 
 
 sent by Clifden at 07.00." 
 7.00. Code weather from Clifden. 
 
 7.48. From Ponta del Garda : H.M.S. Tiger: " Lat. 56.15 
 N., Long. 36.20 W., Bar. 30.33, falling slowly. 
 Wind S.S.W., under 5 m.p.h. Thick fog-bank. 
 Visibility nil. Sea moderate. 02.00." 
 7.55. Weather from Ponta. 
 
 8.10. From Air Ministry : " What is your position? " 
 8.23. " Position 55.20 N., 10.40 W. Course west, 40 
 
 knots. 08.20." 
 9.00. Clifden nil. 
 
 9.10. Clifden sent to R 34 from Tiger : " Position 56.15 N., 
 36.20 W., Bar. 30.33, falling slowly. Wind S.S.W., 
 under 5 m.p.h. Thick fog-bank. Visibility five 
 miles. Sea moderate." 
 
 From Furious: "05.00, Position 60 N., 25 W., 
 
 Bar. 1027.5 millibars, falling slowly. Wind 
 
 N.W. force 2 overcast. Visibility four miles. 
 
 08.40." 
 
 L0.7. To East Fortune: "Going through thick fog. 
 
 Everything well. SCOTT." 
 Jamming on 1400 by local spark vessels. 
 Clifden nil. 
 
 Heard S.V.E. calling J.A.P. 
 G.C.K. calling Z.B.E. 
 
 From East Fortune : 4t Your signals strength 7." 
 Weather from Ponta. 
 
 R 34 to Renown : " Pass to Air Ministry R. 1132 
 
 from B.W.P." 
 u 
 
146 APPENDIX V 
 
 P.M. 
 
 12.5. From Scillies to R 34 : " Can you hear me ? " 
 12.7. " Yes, strength 9." 
 
 12.23. From Air Ministry : " What is your position ? " 
 12.27. " Position at 12.00 : 55.07 N., 14.50 W. Course 
 270 true. Speed 32 knots. Thick fog. All's 
 well. 12.25." 
 12.40. On 60 metres. 
 1.00. Back on 1400 metres. 
 1.25. Gave midday position to Renown. 
 2.15. Exchanging strengths with East Fortune. 
 3.00. Nil from Clifden. 
 3.48. Weather from Ponta. 
 3.50. In touch with St. John's. 
 3.55. From St. John's : " Your signals are 4." 
 3.58. To St. John's. 
 4.00. Weather from St. John's. 
 4.18. From Queen Elizabeth : " Can you hear me ? " 
 4.20. "Yes, RIO." 
 4.22. Gave position. 
 4.35. To Air Ministry via Queen Elizabeth : " Position 
 
 16.30, 53.50 N., 18.00 W. All's well. 16.35." 
 5.00. Weather from Clifden. 
 
 To Commander Lansdowne : " Would you wireless 
 one or two messages to New York Times ? Address 
 London correspondent New York Times" Reply 
 few words giving impressions of voyage so far and 
 weather. from " International News Service." 
 5.30. Testing with St. John's. 
 6.10. To Air Ministry: "Position at 18.00, 53.20 N., 
 
 20.00 W., steaming 30 knots. 2000 feet." 
 6.20. Strengths exchanged with Renown. 
 
 6.22. To East Fortune : " Your strength R. 7." 
 
 6.23. From East Fortune : " Are you getting enough 
 
 weather reports ? " 
 
APPENDIX V 147 
 
 P.M. 
 
 6.24. " Yes. We are in touch with Pembroke, St. John's, 
 
 Ponta and Clifden." 
 6.38. Called C.Q. on spark. 
 6.40. Got G.B.R.K. 
 6.42. " Hear British Airship R 34 from Scotland bound 
 
 New York." 
 6.45. " Good, good, old man." Hear s.s. Ballygally Head. 
 
 Bound Montreal from Belfast. 
 6.51. " O.K. O.M. T.K.S." Our position given. 
 7.00. From Clifden : " Are you in communication with 
 
 Tiger and Renown ? " 
 7.20. To Air Ministry via Renown : " Yes, receiving from 
 
 Tiger." 
 
 8.20. In touch with Pembroke. 
 9.00. From Clifden : " Report at noon-to-morrow, fuel 
 
 expended." 
 
 9.16. Still in touch with East Fortune. 
 9.30. Weather from Renown. 
 10.10. Ditto. 
 
 10.45. Weather from St. John's. 
 11.00. Clifden nil. 
 11.45. Weather from Ponta and Pembroke. 
 
 July 3rd, 1919 
 
 A.M. 
 
 12.17. Weather from St. John's. 
 
 1.35. Call to Barrington Passage. 
 
 1.40. No reply from Barrington. Called Tiger. 
 
 1.45. Tiger takes message from Air Ministry. 
 
 2.15. From Tiger : " Wait, strong X's." 
 
 2.56. Last heard of R 34 by East Fortune. 
 
 3.00. " What is your position? " (from Clifden). 
 
 3.45. Weather from Ponta and position to Air Ministry at 
 3 a.m., 52.50 N., 28.10 W. 
 
148 APPENDIX V 
 
 A.M. 
 
 4.10. Weather from St. John's. 
 
 5.00. Clifden weather. 
 
 5.9. Queen Elizabeth read us R 3. 
 5.15. Tried to D.F. on Tiger. 
 5.25. Called C.Q. on spark. 
 
 5.27. Got O.Z.B. 
 
 5.28. " Hear British Airship R 34." 
 
 5.30. " O.K. O.M. Good luck." Hear s.s. Hettig Olao, 
 bound Copenhagen : " Position 28 10' W., 
 53 10' N." 
 
 6.8. To Air Ministry via St. John's : " Position at 06.00, 
 52 30' N., 30 00' W. 06.10." 
 
 7.00. Clifden nil. 
 
 7.25. From Tiger : " Position, please." 
 
 7.30. Repeated 06.10 position (read by Queen Elizabeth). 
 
 7.50. Weather from Ponta. 
 
 8.10. From St. John's : " Your strength R. 7." 
 
 9.00. From Clifden : " Am requesting Glace Bay to pass 
 all messages to you from us thirty minutes past 
 odd hours." 
 9.30. Curious static charging receiver between cloud layers 
 
 2000 to 4000 feet. 
 9.45. Tuning for Glace Bay. Capacity added stops X's, 
 
 heard Glace Bay for first time. R. 6. 
 9.50. Call Barrington Passage. No reply. 
 10.15. Tiger calling Barrington Passage. No reply. 
 10.55. Call Barrington. 
 11.00. Clifden weather. 
 
 11.10. To Air Ministry via Tiger : " Position at 09.00, 
 34 30' W., 52 50' N." 
 
 P.M. 
 
 12.3. Weather from St. John's. 
 
 1.00. From Clifden : " Position, please." 
 
 1.35. Heard Aquitania R. 5. 
 
APPENDIX V 149 
 
 P.M. 
 
 1.37. To Air Ministry via Tiger: " Position 12.00, 5230' N., 
 
 37 00' W. 1546 gallons of fuel expended. 13.45." 
 2.5. Passed messages to St. John's for Tiger. 
 2.50. Hauled aerial in for temperature to be taken, can 
 
 see waves. 
 
 3.10. Bright sunlight. 
 3.40. Called C.Q. spark. 
 3.42. Hear s.s. Canada bound Liverpool : " Position 
 
 51 16' N., 39 42' W. Moderate S.E. wind and sea. 
 
 Weather clear. Bar. 30.08, rising. DAVIS." 
 3.56. "Thanks." Passed to Air Ministry: "Position 
 
 10 N., 40 30' W. Petrol expended, 1546 gallons ; 
 
 fuel left, 3354 gallons." 
 4.30. Weather from St. John's. 
 5.00. Clifden weather. 
 
 6.30. Position to Tiger : " 52 25' N., 40 40' W." 
 6.52. To St. John's for Clements Met. Officer : " Position 
 
 5225 / N., 42 35' W. Wind S.E.E. 45 knots. 
 
 at 800 feet. Proposed going north of centre. 
 
 Please forward any information. Lt. GUY 
 
 HARRIS, R 34." 
 7.00. Clifden weather. 
 7.45. Azores weather. 
 7.50. Pembroke weather. 
 8.18. St. John's weather. 
 8.27. To St. John's: "Inform Admiral Mark Kerr, 
 
 Handley-Page Aerodrome, that General Maitland 
 
 is aboard." 
 
 8.30. Spoke s.s. Megantic. 
 8.55. From Tiger, weather. 
 10.00. X's bad. 
 10.30. X's still strong. 
 1 1 .00. CUf den weather. 
 11.45. Azores weather. 
 
150 APPENDIX V 
 
 July tth, 1919 
 
 A.M. 
 
 12.29. From St. John's : " Handley-Page probably leaving 
 
 for New York at 10.30 a.m. to-day." 
 12.45. To Megantic : " Is there D.F. Station at Cape 
 
 Race?" 
 
 12.47. " Yes, D.F. at Cape Race. Call V.C.E." 
 12.50. Called V.C.E. 
 12.52. From Megantic to Cape Race : " Airship R 34 is 
 
 calling you. Can you hear him? " 
 12.55. From Cape Race to all ships : " Urgent. Stop 
 
 transmitting. Government message." 
 1.00. No luck with Cape Race. Over 300 miles from him. 
 1.47. First report from Barrington Passage. X's bad. 
 2.7. Tiger weather. 
 3.00. From Clifden : " Inform Air Ministry immediately 
 
 you sight St. John's." 
 3.30. Glace Bay repeated above. 
 4.00. To St. John's : " Position at 03.00, 51 20' N., 48 30' 
 
 W." 
 5.00. X's very bad. Phones burn out. Rigged up new 
 
 pair. 
 
 6.00. Cannot read through X's. 
 7.10. Weather from Tiger. 
 7.20. To Tiger : " Position 48.40 N., 49.30 W." 
 8.37. From Megantic : " Position at midnight, 49 48' N., 
 
 42 23' W." 
 
 9.10. Got Cape Race (250 miles). 
 9.15. Sending V's for bearing. 
 9.20. From Cape Race : " Your bearing at 9.15 a.m., 
 
 36 degrees E. of true N." 
 9.22. From R 34 : " Thanks very much." 
 9.30. From Cape Race : " I have radios for you." 
 9.32. " Go ahead." 
 
APPENDIX V 151 
 
 A.M. 
 
 9.35. To R 34 from Canadian Pacific Railway : " Hearty 
 
 greetings to the crew R 34 on its initial trip across 
 
 the Atlantic. Can you give us any story, please ? 
 
 MCMILLAN, Manager of Telegraphs." 
 
 10.21, To Toronto Weather Bureau: " Full reports 
 
 requested of American coast." 
 10.40. Above sent to U.S. Weather Bureau. 
 11.45. Weather from Barrington Passage. 
 P.M. 
 
 12.15. To Air Ministry via Barrington Passage : " Position 
 at noon 49 05' N., 50 25 'W. clear sky low fog." 
 .12.18. From St. John's to General Maitland, officers and 
 crew : "On behalf of Newfoundland I greet you 
 as you pass on your enterprising journey. HARRIS, 
 Governor." 
 
 12.25. To Governor of Newfoundland: "Major Scott, 
 officers and crew R 34 send grateful thanks for 
 kind message, with which I beg to associate 
 myself. GENERAL MAITLAND." 
 
 12.35. To R 34 from S.N.O., St. John's : " Request to be 
 informed if you intend passing over St. John's, 
 and if so, what time ? " 
 
 12.37. " Yes, probably about 4 p.m. G.M.T." 
 1.5. From Clifden : " Report fuel expended and number 
 
 of engines in use." 
 
 1.20. To Air Ministry via St. John's : " Expended 2900 
 gallons of petrol. All engines running well. 
 Position 49 05' N., 50 20' W. 13.17." 
 1.30. Hear G.B. R. 6. Clifden R. 5. 
 1.58. V's to V.A.Z. (Canso) for bearing. 
 2.00. From Canso repeat jammed. 
 2.5. Another radio for Commander Lansdowne from 
 
 Cape Race. 
 2.45. To C.C.6 : " What is your highest spark wave? I 
 
152 APPENDIX V 
 
 P.M. 
 
 want to D.F. you on 2500 metres. Can you reach 
 
 it?" 
 
 2.52. C.C.6 on 2000 spark. 
 
 2.57. From C.C.6: " Send Vs. I will D.F. you." 
 2.59. R 34 sending V's to C.C.6. 
 4.00. From St. John's : " Local authorities informed of 
 
 your position and intention of passing over St. 
 
 John's. Can we be of any assistance? Con- 
 gratulations on successful voyage. Martynside 
 
 aeroplane will attempt to join you." 
 4.10. To St. John's : " Tell Mr. Raynham to beware of long 
 
 aerials hanging from R 34 when he gets near us." 
 4.15. To St. John's : " Have sighted land through gap in 
 
 clouds, not sure of position. What is cloud 
 
 height?" 
 
 4.22. From St. John's : " Clouds about 2000-3000 feet." 
 5.00. First land seen from cabin window. 
 5.34. Curious effect of signals dying away and gradually 
 
 becoming stronger (due to hills). 
 5.43. From C.C.6 : " My position Lat. 4844', Long. 5340' 
 
 W. at 16.09. Your true bearing 15 or 195 
 
 degrees. 17.35." 
 
 5.50. Very long weather report from Barrington Passage. 
 6.10. Called Barrington. No reply. 
 6.40. From Cape Race : " Radio No. 1, please state time 
 
 of landing at New York. LUCAS." 
 6.45. Via Cape Race to Lucas, New York : " Landing 
 
 early Sunday morning. SCOTT, R 34." 
 7.00. Weather from St. John's. 
 7.30. Ditto. 
 7.45. From Glace Bay from General Seeley : " Warmest 
 
 congratulation to General Maitland and to all your 
 
 gallant comrades. Best wishes for completion of 
 
 voyage," 
 
APPENDIX V 153 
 
 P.M. 
 
 8.00. Air Ministry: " Position at 20.00, 45 56' N.,56 14' W. 
 
 Course W., 45 knots. All well." 
 
 8.30. Spoke s.s. Metagama : " Hearty congratulations 
 your progress watched with much interest. All 
 success . MILLER.' ' 
 
 8.50. From R 34 : " Position 8.48 100 miles E.N.E. Cape 
 Breton. Thanks for wishes. Commander R 34." 
 9.4. Spoke s.s. Seal bound Australia. 
 9.7. From Seal: " Good luck. Godspeed." 
 9.50. Weather from Barrington Passage. 
 10.18. Weather from United States Bureau. 
 11.00. Cape Race in touch with Handley-Page. 
 11.5. Intercepted from Cape Race to Handley-Page : 
 " Dempsey knocked Willard out in third round." 
 11.20. From Canso : " Your bearing from us 62 degrees E. 
 
 of true north." 
 11.25. From Cape Race to Handley-Page : " How are you 
 
 going on ? Send V's for bearing." 
 11.28. From Handley-Page to Cape Race : " Going strong, 
 
 85 m.p.h." 
 
 11.45. Weather from St. John's. 
 11.52. To R34: "Hear Handley-Page; is that the 
 
 Atlantic Airship ? " 
 
 11.55. "Yes. O.M. Bound New York." 
 11.58. H.-P. signals. Break off suddenly (approximate 
 time of crash). 
 
 Getting spark set accurately tuned with V.C.O. 
 Weather from Glace Bay. Atmospherics very 
 
 strong. 
 
 Atmospherics terrific, but watch still kept. 
 Barrington weather report. 
 From Canso : " Where are you now ? " 
 
154 APPENDIX V 
 
 A.M. 
 
 2.47. From R 34 to Canso : " Making towards New 
 
 York." 
 
 2.48. From Canso : " Do you want bearing ?" 
 
 2.52. "Not yet. O.M." 
 
 2.53. " Righto, any time." 
 
 3.30. Glace Bay repeats General Seeley's message. 
 
 3.55. From Barrington Passage : " I have 700 words 
 
 weather for you. Can I carry on or send it at 
 
 intervals?" 
 
 4.00. From R 34 : " Go right ahead." 
 5.00. Receiving 700 words weather from Barrington. 
 5.58. From R 34 : " At 1500 feet. Hope to reach Halifax 
 
 by dawn." 
 6.15. From Canso : " Your bearing 81 E. of us. Handley- 
 
 Page has crashed." 
 
 6.18. From R 34 : " Anyone hurt in H,-P. ? " 
 6.20. " No news yet. O.M." 
 6.23. Tried telephony with Canso. 
 
 6.28. From Canso : " Good. Speech fine. That's the 
 
 stuff to give 'em." 
 7.15. From Canso : " Are you on the sea side or land side 
 
 of us?" 
 
 7.20. From R 34 : " On sea side of you." 
 7.45. Weather from Barrington. 
 7.50. From R 34 to Barrington : " Have passed over 
 
 coast north of Trinity Bay; am proceeding to 
 
 New York, passing out over Fortune Bay." 
 8.25. From Canso : " Have you anything for me or Navy, 
 
 Halifax?" 
 
 8.29. From R 34 : " Wait." 
 
 8.52. To Canso to Navy, Halifax : " Meeting stormy 
 headwind. If required could you supply destroyer 
 to tow, please? 08.50. SCOTT, Commander, 
 R 34." 
 
APPENDIX V 155 
 
 A.M. 
 
 8.55. Canso passing 08.50 to Halifax. 
 
 9.15. From R 34 to Canso : " Have you reply from 
 
 Halifax?" 
 
 9.17. " Not yet. You are just going out of sight of us." 
 9.22. Canso : " Request weather from St. John's, New 
 
 Brunswick." 
 9.25. From Canso : " Will relay it on. It will have to go 
 
 through three stations." 
 
 10.00. From R 34 : " Hurry weather and Halifax replies." 
 10.5. From Canso : " Doing my best. O.M." 
 10.55. R 34 sending V's for position. 
 11.5. From Canso : " Your bearing at 11.00, 245 Canso, 
 
 60 from Chebucto." 
 11.15. From Halifax : " No destroyers available, only 
 
 tugs here." 
 11.20. From Canso : " Weather at St. John's, N.B., wind 
 
 S.W. Clear sky, clouds low." 
 P.M. 
 
 1.5. To Air Ministry via Barrington Passage : " Flying 
 across Nova Scotia. Stormy headwind. Petrol 
 beginning to get short. 13.00." 
 2.00. Atmospherics now terrific. Got shock through 
 
 headphones, and drew sparks off aerial. 
 2.30. Second pair of phones burnt out. X's very strong. 
 2.40. Got in touch with Bar Harbour. 
 
 2.42. From Bar Harbour : " Can you send on C.W. ? I 
 
 will send C.W., 1900 metres." 
 
 2.43. From R 34 : " Yes. Will use 1400 meters." 
 2.45. Weather from Bar Harbour. 
 
 3.00. From R 34 to Bar Harbour : " To Operations 
 (Aviation) Navy Department, Washington, D.C., 
 and to Commander, 2nd Naval District, Boston, 
 Mass. : Could destroyers proceed if required to 
 southern end Bay of Fundy and take H.M.A. 
 
156 APPENDIX V 
 
 P.M. 
 
 R 34 in tow ? Signed Lansdowne for Captain, 
 
 R 34." 
 3.45. To R 34 from U.S. Navy : " Arrangements have 
 
 been made for destroyers to be south of Cape Cod. 
 
 Arrangements are being made to temporarily 
 
 land you at Montauk if it becomes essential." 
 3.56. Weather from Bar Harbour : " Showers and local 
 
 thunderstorms probably late to-night and Sunday 
 
 along the coast." 
 4.00. To R 34 : " Destroyers Bancroft and Stevens left 
 
 Boston to your assistance at 3.30 p.m. Signed, 
 
 Commander 1st Naval District." 
 5.00. FromO.U.8: "Can I help?" 
 5.15. From O.U.8 : " French sloop Somme proceeding 
 
 now to southern end of Bay of Fundy. She will 
 
 get there quicker than we can." 
 
 5.35. From R 34 : " We are proceeding down Bay of Fundy." 
 5.40. From R 34 to Navy Department, Washington : 
 
 " Position of R 34 noon 75th Meridian time 
 
 Lat. 45 20' N., Long. 64 W. Course S.W. true. 
 
 Speed 20 knots. Steaming down coast of New 
 
 Brunswick and Maine. Petrol running short. 
 
 Please have destroyer meet us early as possible. 
 
 Signed, LANSDOWNE, for Captain, R 34." 
 5.48. Bar Harbour giving above message to destroyer, 
 
 prefixed " Rush." 
 6.15. Atmospherics very bad. 
 
 7.15. Atmospherics getting worse. Tried one valve on T.F. 
 8.00. Atmospherics render reading impossible. 
 8.30. Ditto. 
 
 9.00. Hauled in aerial, approaching storm. 
 9.15. Ship swaying badly. 
 9.20. Tried to let aerial out again, but it charged up 
 
 quickly. 
 
APPENDIX V 157 
 
 P.M. 
 
 9.30. Ship caught edge of storm. 
 
 10.30. Aerial out again. 
 
 0.35. In touch with U.S. destroyers. 
 
 0.36. From destroyer Bancroft: "Course for Chatham; 
 
 will make flare." 
 
 0.50. Flares seen. Shone Aldis Lamp down. 
 
 0.55. From destroyer : " You are directly above us." 
 
 0.58. O.K. 
 
 July 6th. 
 
 A.M. 
 
 2.10. From R 34 to C.O., U.S.N.A., Chatham, Mass.: 
 " If through shortage gasolene R 34 wishes to 
 land Chatham, can you supply 50,000 cubic feet 
 hydrogen and 500 gallons gasolene ? LANSDOWNE, 
 for Captain, R 34." 
 
 1.30. From destroyer : " Are you heading for Chatham ? " 
 1.40. From R 34: "Yes. Course 2.30 true. Speed 23 
 
 knots." 
 
 2.00. C.O., U.S.N.A.S., Montauk, Long Island : " Can you 
 land R 34 and give us 300 gallons gasolene ? will 
 arrive over Montauk 8 o'clock this morning. 
 LANSDOWNE." 
 
 2.50. From Navy, Washington : " Advise 1st District 
 immediately if you can land Montauk. If you 
 can facilities for landing have been provided." 
 3.00. From destroyer : " Will make flares again." 
 3.10. From R 34 : " You are still beneath us." 
 4.00. From Navy, Washington : " Personnel and material 
 waiting at Mineola for instructions from you. 
 Advise if you desire base elsewhere. Keep me 
 informed of your movements. LUCAS." 
 4.15. To U.S. Navy : " Will land Montauk. Will report 
 time later." 
 
158 APPENDIX V 
 
 A.M. 
 
 4.18. From destroyer : " Was our last rocket ahead or 
 
 astern of you? " 
 
 4.19. From R 34 : " Astern." 
 
 5.30. From destroyer : " Have you sighted Chatham? " 
 5.35. From R 34 : " Not yet." 
 6.30. Atmospherics start again. 
 
 7.00. From Navy, Washington : " Arrangements being 
 made to temporarily land ship Montauk if it 
 becomes essential. Advise landing Mineola. 
 Keep us informed." 
 8.00. Heavy jamming on 600 meters. 
 9.30. From R 34 to Navy, Washington: "Will land 
 
 Montauk and take in petrol." 
 
 9.40. From R 34 : " Weather over Long Island, please." 
 9.50. From R 34 : " If when we reach Montauk we 
 decide to go on, can we reach Hazelhurst 
 Fields ? " 
 10.00. To R 34 : " Here City of Augusta bound Boston. 
 
 You are over Block Island." 
 
 10.5. From R 34: " Keep out. You are interfering." 
 10.15. From New York : " The American Flying Club 
 cordially invite as guests of the A.F.C. the crew 
 of R 34 during their stay in New York at the 
 Hotel Commodore." 
 
 11.45. To Hazelhurst Field: "Have passed Montauk; 
 making a dash for Hazelhurst Field- expect to 
 land 2 p.m. G.M.T." 
 11.48. To base : " Landing at 1 p.m. G.M.T., not 2 p.m. 
 
 Barometer and temperature, please." 
 P.M. 
 12.5. From base : " Pressure 2979. Temperature, 80 
 
 degrees." 
 
 12.30. Telephony with base. 
 1.00. From base : " Lieutenant Hoyt, U.S.N., is on 
 
APPENDIX V 159 
 
 P.M. 
 
 landing-ground ready to land you. Major Fuller 
 not here yet." 
 1.35. Landed. 
 
 (Sgd.) R. F. DURRANT, 2nd Lieut., 
 
 Wireless Officer, R 34. 
 
 WIRELESS LOG OF R 34, RETURN JOURNEY 
 NEW YORK TO ENGLAND 
 
 July IWh, 1919. 
 
 A.M. 
 
 3.55. Left ground. 
 
 Let 50 feet of aerial out at 1000 feet. Good signals. 
 4.20. Over New York. 
 4.50. Still over New York. Battleships signalling to each 
 
 other. 
 5.4. New York calling us. 
 
 5.14. From R 34 : " Using low power and small aerial 
 
 while over city." 
 
 5.24. Very long weather report from ships via New York. 
 6.30. From New York : " Can you use C.W. ? " 
 
 6.35. On C.W. 1400 meters. 
 
 7.00. More weather from New York. 
 
 7.8. From New York to Dirigible R 34 : " Thanks for 
 the flight, from thousands whom the spectacle 
 thrilled. Good luck to you. New York Times." 
 
 7.15. From New York : " God speed you on return to 
 
 England. Hope your voyage is only forerunner 
 of many. New York Herald." 
 
 7.20. To Air Attache, Air Ministry and base, via New 
 York : " Course 90 true, speed 50 knots, going 
 weH." 
 
 7.25. From New York W.T. : " Good luck to you." 
 7.30. Atmospherics getting strong. 
 
 7.45. Now getting all weather from Bar Harbour. 
 
160 APPENDIX V 
 
 Fifteen weather reports from Bar Harbour. 
 
 Started routine. 
 
 Weather report from Barrington Passage. 
 
 To Air Ministry via Barrington : " Position at 16.00, 
 
 Long. 60 50' W., Lat. 42 00' N. 60 knots. All's 
 
 well." 
 5.5. To U.S. Weather Bureau : " Many thanks for kind, 
 
 efficient manner in which weather information has 
 
 been supplied; deeply grateful.- GUY HARRIS, 
 
 Met. Officer, R 34." 
 5.20. Weather from Bar Harbour. 
 6.44. Ditto. 
 
 7.00. Atmospherics very strong. 
 8.20. Phones burnt out. 
 9.00. Using American phones. 
 9.34. To Bar Harbour : " Position at 8.50 p.m., 42 15' N., 
 
 54 05' W. Course E., 50 knots." 
 
 10.55. H.M.S. Tiger heard R 2 X's. 
 11.00. From Clifden nil. 
 
 11.30. From Glace Bay from Air Ministry : " Position at 
 16.00 received. Report fuel consumed." 
 
 11.56. Called C.Q. on spark. 
 
 11.58. Here British ship Minnekdhda bound Halifax with 
 
 troops. " I am in touch with Cape Race." 
 12.00. "Thanks." 
 
 July llth. 
 
 A.M. 
 
 12.5. From Bar Harbour : " Do you want last night's 
 
 Press ? " 
 
 12.7. " No, thanks." 
 12.15. From Bar Harbour : " I will keep continuous watch 
 
 on 1400 after you lose me." 
 
APPENDIX V 161 
 
 A.M. 
 
 12.17. " Thanks, O.M." 
 
 1.20. Weather from Bar Harbour. 
 
 1.50. From Harrington : " Disturbance over Newfound- 
 land. Barometer 29.52, moving north, likely to 
 disappear." 
 
 2.17. Weather from Bar Harbour. 
 
 3.20. " In touch with Sable Island. All's well." 
 
 3.30. Via Bar Harbour to Admiral Commanding Naval 
 District, Mineola : " Officers and crew R 34 desire 
 to express their sincere gratitude for the valuable 
 and efficient assistance they have received during 
 the mooring out of R 34 at Mineola. All well. 
 Making good progress. Distance covered, 630 
 miles in twelve hours. Making for London. 
 SCOTT." 
 
 4.00. Via Bar Harbour to Colonel Miller, Long Island : 
 " Officers and crew R 34 thank you personally 
 for trouble you have taken to help us while 
 moored out. It is much appreciated. Going 
 strong for London. Distance covered in twelve 
 hours, 630 miles. SCOTT." 
 
 4.20. Atmospherics very bad. 
 
 4.50. From Clifden from Air Ministry : " Indicate posi- 
 tion through Ponta Del Garda, immediately com- 
 munication is established." 
 
 4.56. Via Ponta : " Static fierce. Long distance com- 
 munication will be O.K. by daylight. Signed, 
 DURRANT." 
 
 5.0. Atmospherics still very strong. 
 
 5.2. To Ponta for Air Ministry: "Position at 04.00, 
 Lat. 43 40' N., Long. 46 00' W. Course 72 degrees 
 true. Speed 45 knots." 
 
 5.10. From Clifden nil. 
 
 7.00. Clifden jammed by small boat underneath saying : 
 44 You are on our port bow." 
 
162 APPENDIX V 
 
 A.M. 
 
 7.30. Weather from Ponta. 
 
 7.55. Weather from St. John's. 
 
 8.25. Weather from Tiger. 
 
 9.11. Weather from Clifden, timed, 08.30. 
 
 9.30. To Tiger : " Everything going well." 
 
 10.15. To Air Ministry, via Tiger: "Position at 10.00. 
 Lat. 45 30' N., Long. 40 20' W. Speed 20 knots, 
 10.25." 
 
 10.45. Spoke s.s. San Florino, bound Tampico, Mexico, 
 from Southampton. 
 
 11.00. From Clifden, weather. 
 
 11.45. Weather from Ponta. 
 
 P.M. 
 
 1.00. From Clifden from Air Ministry : " Following ar- 
 rangements have been made for you on arrival : 
 Accommodation available at East Fortune and 
 Pulham, and in emergency Kingsnorth. Airship 
 Officer and necessary landing-party with supply 
 of petrol is at Fermoy, 15 miles N.N.E. of Cork. 
 Destroyers with steam at one hour's notice are 
 at Berehaven." 
 
 1.30. To Air Ministry, via Tiger: "Position at 13.25, 
 13 54' W., 46 40' N." 
 
 3.00. From Clifden : " Request position." 
 
 3.20. From St. John's, from New York : " At this luncheon 
 given by Aerial Club of America resolutions were 
 passed to the effect that the Club wish General 
 Maitland and crew of R 34 a very pleasant 
 journey. LUCAS." 
 
 4.00. Weather from Ponta. 
 
 5.00. Weather from Clifden. 
 
 6.40. In touch with H.M.S. Cumberland. Her position at 
 19.00, 50 32' N., 35 00' W. 
 
 7.45. Weather from Ponta. 
 
 7.50. K.A. 7 (R. 50) called Ponta. 
 
APPENDIX V 163 
 
 P.M. 
 
 8.5. To Ponta, for Air Ministry : " Tell Irish D.F. 
 
 Stations to look out for us." 
 9.00. Tried to D.F. Cumberland. 
 
 10.00. Heard s.s. Orduna. 
 
 10.44. Intercepted East Fortune; heard him say, " Satur- 
 day night " (1100 miles). 
 
 11.00. From Clifden : " All Irish D.F. stations closed." 
 
 11.14. Position to Air Ministry at 23.13 : " 50 16' N., 
 33 00' W." 
 
 11.23. Spoke s.s. Dominion, bound Avonmouth. 
 
 11.25. From Dominion : " Shall I fire a gun when I think 
 you are near me? Estimate your speed at 45 
 m.p.h. CHRISTIE.' ' 
 
 11.27. From R 34 : " No; don't trouble to fire a gun." 
 
 11.48. Weather from Ponta. 
 
 11.56. Atmospherics getting stronger. 
 July 12th. 
 
 A.M. 
 
 12.53. From East Fortune : " Your signals are strength 5." 
 
 12.57. From R 34 : Ditto. 
 
 1.00. From Clifden : " Weather conditions at East For- 
 tune extremely doubtful. Steer for Pulham." 
 
 1.23. To Air Ministry : " Am about 1000 from you now." 
 
 1.39. From East Fortune : " What is your position? " 
 
 1.42. To East Fortune : " You are stronger than Air 
 Ministry." 
 
 2.5. Position at 02.00, 51 12' N. Long., 30 00' W. Lat. 
 Course 90. Speed 40 knots. 
 
 3.00. From Air Ministry : " Major Scott, R 34. Best luck. 
 Thumbs up. MALCOLM FRASER." 
 
 3.10. To R 34 : " Hearty congratulations. Best luck to 
 all on board. From Sonic Works, Constantinesco.' ' 
 
 5.00. Weather from Clifden. 
 
 6.15. Ships jamming on 1400 meters. 
 
 6.37. To East Fortune : " Position at 06.30, 52 15' N., 
 Course N. 70 E. true. 35 knots," 
 
 Y2 
 
164 APPENDIX V 
 
 A.M. 
 
 7.00. From Clifden nil. 
 
 7.32. Weather from Tiger. 
 
 7.46. Weather from Ponta. 
 
 7.48. Weather from St. John's. 
 
 7.57. Weather from Pembroke. 
 
 8.00. Working direct to East Fortune. Our signals are 
 
 now strength 7 to East Fortune. 
 
 8.40. From East Fortune : " Weather conditions last 
 night on ground wind nearly up and down shed, 
 10 to 15 m.p.h. Do not anticipate anything 
 worse to-night. Consider it could be possible to 
 safely house you between 21.00 and 08.00. 
 B.S.T." 
 
 9.30. Weather report from East Fortune. 
 10.5. C.Q. on spark. 
 10.8. In touch with s.s. Masirah. Position, Lat. 53 30' N., 
 
 Long. 18 10' W. 
 11.00. Weather from Clifden. 
 
 11.10. From Fermoy : " Do you intend to land at Fermoy, 
 for I have landing party of 500 men if required ? 
 MAJOR LITTLE." 
 11.18. From R 34 : " No, not landing at Fermoy." 
 
 11.14. Position at 11.00, 52 55' N., 19 30' W. 
 
 11.33. To Air Ministry : " Request all traffic may come 
 direct on 1400." 
 
 11.39. From Air Ministry : " Yes, certainly. Am instruct- 
 ing Clifden to stop routine." 
 P.M. 
 
 12.15. Weather from East Fortune. 
 
 1.30. To East Fortune : " Noon position, 53 19' N., 
 
 17 23' W." 
 2.12. Intercepted from East Fortune to T. 75 : " Drop 
 
 pamphlets over coast town." 
 3.50. Bearing of Clifden on D.F. frame 150. 
 6.45. Weather from Ponta. 
 
APPENDIX V 165 
 
 P.M. 
 
 8.00. Weather from East Fortune. 
 
 8.15. Passing over coast at Clifden Wireless Station. 
 
 8.45. To East Fortune : " Passed over Clifden, heading 
 
 N. 56 E." 
 8.51. To East Fortune : " Request weather report." 
 
 10.00. From East Fortune : " Wind indefinite on surface. 
 At 1500 feet between W. and N.W., 10 m.p.h. 
 Consider conditions will be favourable for landing 
 you at 10.00 to-morrow." 
 
 10.10. To Air Ministry : " East Fortune report weather 
 conditions favourable for landing to-morrow morn- 
 ing. Request permission to proceed and land at 
 East Fortune. SCOTT, 20.10." 
 
 10.55. From Air Ministry : " Reference your 20.10. Land 
 at Pulham. Acknowledge." 
 
 11.18. To Air Ministry priority : " Can land at East For- 
 tune 6 a.m. Cannot land Pulham until 10 a.m. 
 One engine completely broken down. Others may 
 fail at any moment. Request Air Ministry may 
 reconsider their decision." 
 
 11.30. From R 34 : " Hasten reply." 
 
 11.55. From Air Ministry : " Proceed to Pulham. If by 
 doing so you anticipate risk of breakdown, report 
 to Air Ministry." 
 
 July 13th. 
 
 A.M. 
 
 12.27. To East Fortune : " Position 54 30' N., 60 0' W. 
 
 Course S.E. 60 knots." 
 
 12.41. To East Fortune : "In accordance with Air Ministry 
 
 instructions, I am proceeding to Pulham. Please 
 
 have officers' and ratings' kit sent to Pulham as 
 
 soon as possible. MAJOR SCOTT." 
 
 3.00. To Pulham : " Probable time of landing, 06.00 
 
 G.M.T." 
 3.45. Weather from Air Ministry. 
 
166 APPENDIX V 
 
 A.M. 
 
 4.20. From Air Ministry, from His Majesty the King : 
 " I heartily congratulate you all on your safe 
 return home after the completion of your memor- 
 able and indeed unique Atlantic voyage. 
 GEORGE, R.I." 
 
 4.40. From Air Ministry to General Maitland, Major Scott, 
 officers and crew of R 34 : " On behalf of the 
 whole Air Force I send you heartiest congratula- 
 tions on your magnificent achievement, in making 
 the double journey across the Atlantic. TREN- 
 CHARD, Chief of Air Staff." 
 
 4.46. From Board of Admiralty to General Maitland and 
 crew of H.M.A. R34: "Welcome home. The 
 great adventure of R34 is beyond all praise. 
 Board of Admiralty." 
 
 5.00. From General Seeley, Under-Secretary of State : 
 " I send my heartiest congratulations to you and 
 to the crew of R 34 on your magnificent achieve- 
 ment of being the first to cross and re-cross the 
 Atlantic by air. We are all very proud of you." 
 
 5.15. From Prime Minister to General Maitland, Major 
 Scott and the crew of H.M.A. R 34 : " Heartiest 
 congratulations on fine feat of airmanship. 
 LLOYD GEORGE." , 
 
 6.30. To C.O., Pulham : " R 34 is carrying mails, includ- 
 ing letters for His Majesty the King. May an 
 officer, please, be told off to act as special mes- 
 senger and take mails immediately on ship 
 landing." 
 
 7.00. Aerial hauled in. 
 
 (Sgd.) R. F. DURRANT, 2nd Lieut., 
 
 Wireless Officer, R 34. 
 
APPENDIX VI 
 
 HANDLING SHIP DURING THE NIGHT. AEROSTATIC 
 CONDITIONS 
 
 THE Airship left Scotland at the coolest part of the night, 
 and almost completely full of gas. She left the ground with 
 just sufficient buoyancy to get clear of the shed and sur- 
 rounding obstructions. The engines were then started, 
 and the ship driven to the requisite height for crossing 
 Scotland dynamically on her engines. Owing to the foggy 
 nature of the weather it was necessary to rise to 1500 feet, 
 to avoid the danger of colliding with high ground in the fog. 
 This necessitated loss of gas to the extent of over two tons 
 lift. After sunrise the gas superheated and, although the 
 ship was flown at about 1000 feet, a large amount of gas was 
 unavoidably lost. After sunset this superheating effect 
 disappeared, and the ship lost buoyancy to the extent of 
 the gas lost soon after sunrise, due to overheating say 
 three tons. A further effect which caused ship to lose 
 buoyancy was the foggy and generally low-lying nature of 
 the clouds through which the ship had to pass about sunset. 
 As an offset to this loss in buoyancy the ship had become 
 lighter by the extent of the petrol consumed. 
 
 The net result of these above-mentioned losses and gains 
 in buoyancy was about four to five tons negative buoyancy 
 at sunset, July 2nd. This necessitated the ship being 
 flown at an angle of about ten degrees up by the bow with 
 all engines running at cruising speed (1600 revs.), as otherwise 
 
 167 
 
168 
 
 APPENDIX VI 
 
 ballast in the form of petrol would have had to have been 
 jettisoned to prevent the ship from descending into the sea. 
 The next morning (July 3rd} after sunrise- the same 
 superheating effect was experienced, but owing to the weight 
 of petrol consumed during the night, and to the gas already 
 lost through superheating in the morning of July 2nd, it 
 was no longer necessary to lose gas, and the ship became 
 light. As it was desirable to maintain the ship in this 
 light condition to allow for the loss of superheating at sunset, 
 she was driven down by her elevators into the fog- the 
 top of which was about 1500 feet in order to cool down the 
 gas, and thus get rid of the false lift caused by superheating. 
 
R.34 IN TOUCH 
 PONTA DELGJ 
 !390Miles 
 R.34 READ BY 
 BALLYBUNION 
 1826 Miles ^ 
 
 N A D A 
 
 R.34 IN TOU 
 WITH S.S.PAU1L 
 
 Gulf of 
 ' St Lawrence 
 
 ITED 
 
 STATE S 
 
 R.34RECE 
 READ BY 
 
 R.34 IN TOUCH WITH BAR HJ 
 
 ALL TIMES ARE G.M.T. 
 DISTANCES IN 
 ENGLISH MILES. 
 
 SIGNAL STRENGTHS. 
 
 Inaudible 
 
 1 Just, Audible 
 
 2 Morse JustDistinguishabk 
 
 3 Minimun Readable 
 4 
 
 5 ) Good Readable 
 6 
 
 THE R34'! 
 
 Some i 
 during 
 

 
14 DAY USE 
 
 RETURN TO DESK FROM WHICH BORROWED 
 
 LOAN DEPT. 
 
 This book is due on the last date stamped below, or 
 
 on the date to which renewed. 
 Renewed books are subject to immediate recall. 
 
 LD 21A-50m-4,'60 
 (A9562slO)476B 
 
 General Library 
 
 University of California 
 
 Berkeley