Evening star. [volume] (Washington, D.C.) 1854-1972, 1937-05-16

and OF duty the fifth until the flight
ends. This alienation OF duty runs
right down through the crew.
The navigator, the radio operator
and the flight engineer, of course, are
experts in their particular fields, and
handle each flights most important
or heavy" work. However. their re-
lief men are competent substitutes
and usually are working to perfect
their knowledge of or increase their
skill in radio operation and celestial
navigation.
Routine aboard the Clippers neces-
sarily varies somewhat with the
makeup of the crew and operating
! conditions encountered. A typical
duty roster calls for the captain to be
in command 10 out of every "a hours
his ship is in the air (the California
Hawaii trip averages 10 to 20 hours,
and the crews presence aboard ship
is necessary for some time both before
and after the actual flightD During
the same period the first officer also
is scheduled to work 10 hours and
rest S, relieving the captain when he
is of duty.
Twenty Hours On, Four on.
The navigator's schedule calls for
20 hours on duty and only 4 of1-an
index to his Importance. The engi-
neering officer and the radio operator
are on the same basis as the other
members of the crew-19 hours work
and hours rest. so arranged that
no one is continuously on duty more
than four hours at time. At least
three members Of the creW-and
usually four or f1ve-are qualified
transport pilots, only the radio OPP
orator and the steward having no
flying experience other than that
incidental to their sky-going careers.
The same men stick with the Clipper
throughout her round-trip crossing
of the Pacific--10 arduous days OF
flying, followed by two weeks WELL
mezited rest.
Crew quarters are Immediately for
ward of the passenger lounge and in
the same compartment with the navi-
gators chart room. Just behind the
stand-up table at which the navigator
works beneath battery Of small cleo
trio lights are two hunks. constantly
made up for use by members of the
crew while off duty. Across the aisle
are two double seats. facing each
other over Pullman-type table,
where the crew eat hot meals served
by the steward or lounge and read
magazines while waiting to go back
on duty Passengers are not allowed
in this section except by special invita-
ton; like all Of the Clippers five main
hull compartments, it is separated
from the adjacent one by water
tight bulkhead with door that can
be shut and Theoretically sealed in a
few moments If any part Of the big
flying boat should spring leak.
Engines Throttled.
Our 26-ton craft drones on End on
through the night. Almost as soon as
he lifted her from the clinging waters
of San Francisco Bay, the captain
throttled his four supercharged Wasp
motors until there was a drop In their
power audible even to the unframed
ears Of those in cabin, although the
ship kept right on climbing toward
her cruising altitude. When that was
reached, he retarded the throttles still
farther, the din of the engines falling
away until it was little more than a
throaty and reassuring rumble.
That was hours ago. Since then the
fog blanket below us has lifted closer
to the speeding Clipper and broken up
into the fluffy, cumulus clouds that are
so prevalent over semi-tropical seas.
A wide break in them looms ahead;
the navigator, coming back to the
passenger cabin. opens q window and
mounts his drift indicator on the sill.
Then he breaks the metal seal on q
small canister of calcium carbide and
drops 1t overheard.
After an interval 50 long that
every one is certain the drift bomb
has failed, the unseen can plunges ut
last into the sea and . wavering Light
flares UP as the water reaches It's con-
tents, generating and spontaneously
! iRnitiuG q crude euppay Of Rcetyleno