Evening star. [volume] (Washington, D.C.) 1854-1972, 1931-10-11

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flight. The sky was overcast wher
Shaffer lifted the big Condor of Wash
ington- Hoover Airport at o'clock.
The going was good, however There
was bright sunshine between the clouds
and visibility down below was splendid
Fifteen minutes out of Washington
however, fog streamers were lurking
In all the hollowS and depressions. and
at 800 there was a solid bank Of fog
below on the left, though to the right
over Chesapeake Bay, the fog had
cleared out
Logan Field, at Baltimore, was clear
though radio reports showed it still
fog bound when the big plane left
Washington. Baltimore itself was we'll
nigh invisible beneath a shroud OF
morning mist and smoke.
From Baltimore northward the
course again cleared until, near Will
mington. Del. at o'clock, fog again
appeared in windows like moved grass
which rapidly cleared. Philadelphia
was clear and at 9:16 the plane landed
at the Camden field.
Less than 10 minutes out Of Camden,
however, thick stuff appeared below.
Shaffer rose to $500 feet and in q
moment the fog and clouds down be-
low closed in solid. blotting out every
vestige Of earth. The top Of the fog
was dazzling white as the sun beat
down through a higher layer of scat
tered clouds.
Unbroken Fog Layer
From this point on to Newark there
was no break in the lower layer and
no trace of the earth appeared until
954, when Shaffer turned the nose
down into the fog layer and flew down
through to check on his position. The
layer was about 100 feet thick and
the going got thicker and thicker as he
went down. Condensed moisture
Streamed across the windows and
dubbed in the ventilator inlets. At
TOO feet the ground began to come
through mistily Shaffer quickly
located himself and at 9:58 was going
up again. the ground banking out as
the plane rose into solid clouds, from
which 1t emerged at 1000 feet
For few minutes Shaffer few over
the top and then dropped down through
again into the murk and drip, coming
through mile or two from the air
port.
1t was not difficult flying, by any
means, nor was it dangerous, since
Shaffer, working the radio knew
exactly what he would find ahead. It
did mean, however. that he had to
pay the closest attention to the mere
flying Of the ship, duty OF which the
robot could have relieved him, while
he devoted his time to whatever navi-
CATION or radio work might have been
necessary.
Flying down and up through the low
stuff, when everything was BANKED out,
required the incest sort Of plotting 1t
was true blind flying. though only for
short duration, and required the level
ing OF the plane by reference to
bubbles and dials. This all could have
been done as we'll or better by the
robot, with no mental stress or worry
on the part of any one.
The point Is that although the robot
was not indispensable, it would have
been a great convenience and, had con-
ditions been worse, might easily have
become a positive aid to safety.
Structural Failures Studied.
OF all aviation accidents attributable
to structural failures, more than three
fourthS result from failure of some
portion Of the landing gear, the Aero
nauticS Branch Of the Department Of
Commerce has found from a thorough
study OF such accidents over a six
month period.
The studies are regarded as of con-
siderable importance, as they already
are resulting In the most intensive