Evening star., 1925-09-29

gan taking steps for the descent which
we knew must soon follow, so he di
rected me to go into the keel and pass
the word to stand by the slip tanks.
After l had delivered the captains 5
orders I started to return to the con-
troll car. When I got to the ladder
and started down l was surprised TO
see that the gas bags, which had been
full and very tight when / entered the
keel. were now fiabby at the bottom,
although I can give no estimate of
their percentage of fullness. When I
entered the control car / was told
that the ship had reached the height
of about 5000 or $500; that the valves
had been held open for five minutes
and that the ship was then falling
very rapidly
1T is my recollection that We con-
tinued to descend to about $500 feet
and the course had been changed to
the south. but were still making prac-
ticallv no headway over the ground.
During this descent the captain had
ordered water ballast discharged and
large quantities. both from emergency
bags and the large service water bal
last bags. were dropped.
During this time ] gave careful
study to the cloud formations and at
tempted to form some plan for get
ting away from these conditions. and
I found that in general the clouds
were similar to the formations which
had developed before, except that the
IL Ir cL
more thickness and irregularities.
Clouds Covered Sky.
During the descent for short time
we heard rain striking on the ship.
a condition which we thought would
be beneficial condition which would
make the ship somewhat heavier and
would probably cause decrease in
the vertical currents. The cloudy
area covered the whole northern,
northwestern. northeastern and east
ern sky and the southern edge ap-
pearcd to be only few miles south of
the Shena ndoah in the locality of
where we were and to the west of us.
To the east Of us the edge OF the
cloud was farther north or more on
direct line east of the ship for dis,
tance Of probably to 10 miles and
from there turned south so as to cover
the southeastern sky with uniform
sheet.
Even at this time the appearance
of the clouds was not nearly so threat
ening as they had been on many oc-
ca sions of the Shenandoah's success
full maneuvering in their vicinity.
The most threatening portion of the
sky was Immediately to the north OF
the ship. where there was one area
u totr ctn ~
somewhat of the appearance of roll.
After the ship had been checked
in it's fall. il was then on an even
keel without unusual vibration. and
remained at that altitude short
period, proba bly, a minute or so. Dur
ing this period a general discussion
was held as TO the best means for
getting away from the storm. 1t ap-
peared to me that southeast was the
proper course. However. several OF
the others, but whom I cannot recall,
did not agree. and the ship was head
ed south, but we were unable to make
any headway.
Suddenly NOsed Over.
Then began another rapid ascent,
and the elevators and engines were
again ordered to correct this. 1t was
then that I first learned that engine
trouble had developed, doubtless due
to the angle at which the ship had
been flying.
"As l recall. the ship rose rapidly
oabout $500 feet, during which time
the rudderman was having very great
difficulty holding the ship on its
course. AS near as l can rememb ber.
1t was about $500 feet when the
ship, which was being held down by
the nose at considerable angle,
suddenly nosed over. Immediately
following this nosing down the ship
started to nose up rapidly. when there
was sharp grinding and wrenching
of the girders heard. which told us
Immediately that the ship was break
ing somewhere about ,amidships, and