Evening star., 1926-05-18

stance, preventing ice from forming
on them.
Il was very well satisfied with the
precautions taken. to protect the en-
gines against the cold, which made
it possible to have only two of the
airship's three motors running. The
third one was always warm and ready
to be started at any moment.
1T was bad thing that the wire
less stations could not be heard after
we passed the 87th degree of latitude
on the American side Then we had
no reports of the weather conditions
and could not choose our route accord
ing to the best meteorological Situa-
ton. Southwark. therefore, we had to
continue our flight without knowing
how the weather was in front of us.
If we had received weather reported
regularly we would have flown where
the weather was good.
Fuel Enough to Reach Nome.
when we landed i'm Teller we had
fuel enough not only to reach Nome.
but to proceed $50 miles more to the
southwark. But not knowing how
the weather was, it would have been
very imprudent to continue the flight.
1.-The crew during the flight worked
wonderfully for three days and three
nights in spite of the fact that most
of them were already tired when we
left Spitzbergen. having had a hard
job in Kings Bay preparing for the
flight.
ESPECIALLY was I astonished over
the calmness with which they faced
the very serious dangers met at all
times during the flight
capt. George GottWaldt. the wireless
expert of the Norge, in describing his
experiences with the Norges radio
apparatus, says:
Had Special Equipment.
THE Norge was equipped with a
specially constructed Marconi valve
tranSmitter giving an aerial output of
a maximum of about 200 watts. The
transmtter waves We're 500, 900 and
! 400 meters and a continuous wave,
as well as spark transmission. could
be utilized. The energy for the trnas.
| mitter vas delivered from wind
ill-driven generator, supplying 5000
volts at high tension for the valves
and anode and Is volts for the fila,
ments and battery charging.
THE receiver consisted of tuner
going from 300 to $500 meters. com
bined with a Seven-v valve amplifier
double-note magnetic note filler and
heterodyne. The airShip was also sup
| piled with a Marconi wireless direc
| ton finder, with two loops arranged
outside the envelope at 45 degrees to
the longitudinal axis.
LAS soon as the ship left Rome. on
| April 10, our signals We're heard by
| the air ministry in London. We
kept more or less in communication
with England during the flight to
Pulham. The wireless direction find
err was professionally tested and the
results proved to be correct. From
Pulham to Oslo the wireless worked
| all right, the wireless bearings being
of great importance.
Ice Makes Aerials Useless.
Prom Oslo to Leningrad we were
in fog all the time and the wireless
worked all right. Going from Lenin.
grad to Nadso our signals were pick
| ed up just after the start by small
station in northern Norway and by
| Spitzbergen. We were in constant
touch with the Russian stations, and
bearings were taken frequently to
correct our course by wireless bear.
ings, which always were correct.
From Kings Bay to Alaska we had
| exceedingly good communication with
the Spitzbergen wireless stations at
Kings Bay and Green Harbor up to
46 hours. The radio bearings always
were correct. When icing down start
ed it was impossible to transmit and
receive because of the hard ice on
the aerial and windmill screw that
nearly stopped the charging Of the
batteries
Unable to Get Alaska Stations.
1T was very difficult to communi
cate. Point Barrow and other Alas
kan stations, such as Nome and Fair
banks, were tried but with no success
| listened on the wave length given
out by the Government officials at
Washington and also on all the other
wave lengths indicated in interna-
tlOnal nomenclature.
over Alaska the aerials again
were very often iced down and broker
because the aerial leads bumped or
the ground when the ship went dowr
to low height to refind her lost
position.
Ten hours before landing at Telle,
I got the wireless bearings of two
different Alaskan stations. This was
of great Importance to the naviga
ton. l listened TO the ordinary traffic
between land stations and got i'm this
manner the names of the stations.
After landing at Teller the wire
less operator, Storm and Johnson anC
| myself started to fix up the old sparl
| station at Teller and got into com
| munication with Nome "a hour:
afterward."
Copyright. 1926. by the New York Time
and st. Louis Globe Democrat