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THE COLBORNE EXPRESS. COLBORNE, ONT., THURSDAY, SEPT. 27, 1928 3 An 111 Fate Pursued Captain Hinchliffe An Official Order to Quit Cranwell Field Hurried His Take-off --Long Series of Untoward Incidents Preceded * His Atlantic Flight " When Captain Walter G. R. Hinchliffe and the Hon. Elsie Mackay, daughter of Lord Inchcape. disappeared last March after taking off from Cranwell Airdrome In an attempt to make the first flight from England to the North American Continent, European and American airmen were completely mystified. "Why," they demanded, "did a pilot of Hinchllffe's reputation and experience--a man with 9,000 flying hours in the air, more, probably, than any other living pilot --why did he, a pilot noted for his prudence and thoroughness, throw discretion to the winds and In the dead of winter fly into the teeth of the treacherous fog and sleet storms of the North Atlantic?" Various explanations were advanced. Some held that he had been informed of the preparations of Captain Koehl and Baron von Huenefeld, and in his eagerness to beat the Germans acros3 had committed what they characterized as a foolhardy act. Others thought that Miss Mackay's impatience to be off before her father's return from India and her Insistence upon an immediate start had caused Hinchliffe to take off against his better judgment. But to most people on both sides of the Atlantic the departure of a well-known war hero with the young and beautiful daughter of a peer on any such daring adventure left but one interpretation--a romance. A Well-Guarded Sacret Moreover, in her desire to protect the family of Lord Inchcape from objectionable publicity, Mrs. Hinchliffe refrained from discussing the flight Kith newspaper men, and this, together with the fact that Captain Hinchliffe had taken only a few close friends Into his confidence as to the real facts in the case and served to strengthen the stories of a romance. But Hinchllffe's friends knew that all of these popular theories were erroneous. They knew, too. that he had favored postponing the light until late April or May. but that a series of unfortunate incidents had compelled him to take his choice of making it when he did or not at all. They knew that Hinchliffe was opposed to women making transatlantic flights, that he was a devoted family man, and that the only reason he agreed to take Miss Mackay was because she was the only person in England who would finance such a flight. And they said that the whole responsibility for Hinchllffe's untimely departure from Cranwell lay with the British Air Ministry; for it was the Air Ministry which or-dred him to remove the plane from Cranwell, said to be tbe only Held in the British Isles from which Hinchliffe could take off with an adequate supply of fuel. Hinchllffe's entire career as an aviator seems to have ben blighted by ill luck At the outbreak of the war he was studying medicine in Liverpool University and, like many other young English boys, left collge to enlist in the army. After soveral months of service with the infantry, h*' transferred to the newly organised Royal Flying Corps. Being a born aviator Hinchliffe soon took his place among the foremost aviators in the British service, and, despite his teens--had accounted for twelve enemy planes, when one day, in engaging a German flying circus, he was struck on the bridge of the nose by a machine gun bullet and lost the sight of one eye. Wounded as he was, Hinchliffe managed to bring his plane safely to earth. But he never flew in combat again. Hinchliffe's Ambition The fights of Alcock and Brown and Harry Hawker awoke in Hinchliffe the ambition to do something really big in the field of aviation. When the Imperial Airways started their passenger service between Croydon and Continental airports, Hinchliffe entered their employ as pilot and came to be recognized as their best. He was known to thousands of Americans who used the air lines between Paris and London, and with many oi them he discussed possibilities for the development of commercial aviation in America. He felt that America, with its growing commerce and huge territory, was admirably suited to commercial aviation, and tried to interest a number of prominent business men in aviation pro- On the day that Lindbergh arrived In Paris, Hinchliffe and his wife happened to be visiting there. They were driving back to their hotel through throngs of cheering French men and women when Hinchliffe turned to his wife and exclaimed: "How I envy that man; he has done something." Soon afterward Levine and Cham-berlin, who had flown from New York to Germany and were making a European tour, arrived in London, Cham-berlin had already served notioe on Levine that when they reached Paris he would sail for New York; and Levine, who wanted to fly back in the Columbia, was looking for another pilot. While In Paris, Levine made several trips to London in the planes of the Imperial Airways, during one of which he flew with Hinchliffe as pilot, Le^ vine was so impressed with Hlach^ liffe's handling of the plane that he suggested Hinchliffe fly the Columbia back to America, Hinchliffe was wilb ing and when Levine mentioned terms the Captain replied "I don't want any contract. Your word Is good enough for me." The dismissal of Drouhin, Levlne's first choice, had aroused the French, who particularly resented the selection of an English pilot, and even though Levine had paid Drouhin more francs than he was likely to receive as a pilot In the next ten years, this feeling took definite form. Pilots of the Air Union, the French line operating between Le Bourget and Croydon, let it be known that if Hinchliffe appeared again at Le Bourget he might expect rough treatment. Hinchliffe had no fears for himself. He was a perfect physical specimen and at one time had held the middleweight amateur boxing championship of England, but fear that the sabotage incident in Paris might be repeated at Croydon caused him to urge Levine to remove the plane to Cranwell. Through friends in the British Air Ministry Hinchliffe obtained permission to use the field at Cranwell, and purely because of Hinchliffe officers at the field welcomed Levlne's staff and assigned them rooms in the officers' quarters at the field. But a series of unpleasant incidents followed, which caused Hinchliffe untold embarrassment, and after he and Levine started on their flight Indiaward the commanding officer at the field decided never again to give his consent to its being used for a civilian flight. The India flight turned out to be another fiasco. Barely had they started when an air lock developed in the feed line while they were flying over the North Sea, and next the engine started missing. Before the prospect of flying over the rugged Carpathians at night, Hinchliffe decided to come down to Vienna and did so, despite objections from Levine. Motor Trouble in Sight From Vienna Levine was for going to Venice for the Schneider Cup Race, and thence to Rome, to call upon Mussolini and the Pope. All the while he was using the same motor with which Chamberlin and Acosta had established their endurance record and Chamberlin and Levine had flown across the Atlantic. Hinchliffe felt that trouble was threatening and when the writer met him In the Excelsior Hotel in Rome he confided: "We are leaving here on a barnstorming trip to Rumania, but we are likely to crash at any moment. I just sit at the stick listening to the moor and wondering how long it will be before it stops." The very next day his fears were justified and the plane was slightly damaged in a forced landing in the outskirts of Rome. Eventually Hinchliffe returned to London and found himself In a most unfortunate predicament. In order to make the proposed transatlantic flight with Levine he had obtained a six weeks' leave of absence from the Imperial Airways, but only after the greatest difficulty. The company at first refused the leave, and was prevailed upon to grant It only when Hinchliffe threatened to resign. Now, back at work for lhem again, Hinchliffe found that he would have to pay dearly for his leave, He had already expended large sums from his personal funds for expenses incidental to the flight. But the greatest loss he suffered indirectly. i Imperial Airways pilots are paid by the hours spent in the air, and when Hinchliffe returned he was compelled to stand around and see the best and most remunerative runs handed over to younger and less experienced pilots. He was in need of money at the time, for he had just built a house in Purley and there was much to be done toward completing it. He saw but one course --to find someone who would back him financially for a transatlantic flight. Once such a flight was completed, he felt confident he could Interest American capital in starting passenger airways In this country. About this time a representative of Miss Mackay approached Hinchliffe with a plan for a transatlantic flight, Hinchliffe had already been offered $25,000 by Mabel Boll for a flight with her as passenger, but he had turned it down, for he was opposed to women participating in such flights, But when he saw that backing was not forthcoming from any other source he finally consented to take Miss Mackay, provided she would "insure him for $50,000 in the event of death or total incapacitation while actually upon the Atlantic flight or in any tests connected therewith." It was also arranged that Miss Mackay should pay Hinchliffe a regular salary while test flights were being made, Plane from America Without telling any but his closest friends, Hinchliffe sailed for America, where he bought a Stinsen plane, Then he returned to England, The plane was shipped to him by The Aquitania and arrived in Southampton Feb, 8, Hinchliffe had it transported to the Vickers plant at Brooklands, where it was assembledand, tried out, Alter a number pf preliminary flights, in which Miss Mackay had taken par); and. demonstrated that she was capable of acting as relief pilot, Hinohjiffe wanted. ta' take the plane to OraBwe}} ani| wrefe the Air Minis, try asking; fne»} for permission. But, though ha wag the only British airman contemplating; a transatlantic flight, and though the plane bora British numerals and had the Uaian Jack Ready For the Great Adventure BYRD'S PLANES: "THE FLOYD BENNETT", "THE STARS AND STRIPES" AND ONE NOT YET NAMED Ready for the Antarct:» expedition where more aviation history will be made in the little known, hard, cruel Antarctic. / painted on the side, he was notified that he could not use Cranwell nor any other Royal Air Force field. Only after Miss Mackay went personally to see Sir Samuel Hoare, the Air Minister, was permission to use the field fiinally obtained, and then only for one On March 9 Hinchliffe received the following telegram from the Air Ministry: "Regret mu3t request you to remove your machine and mechanic from Cranwell by 6 p.m. Saturday, 10th instant, definitely. You have overstayed the period agreed upon by seven days." It snowed hard all during the two succeeding days, and weather conditions made it impossible to move the plane. Hinchliffe was desperate. Meanwhile he obtained measurements from Baldonnel Field, near Dublin, whence the German fliers started later, but found the lifting power of his plane would not permit him to take off there with a sufficient supply of fuel for the transatlantic flight. He knew the Imperial Airways would never give him permission to use Croydon, and even if they had it was , doubtful if he could have got off there. I Nowhere in the British Isles was there another field that would answer.. A Daring Risk On the evening of March 12 the Atlantic weather report was better; in fact, almost favorable. Miss Mackay had assured him that the insurance matter was attended to, and had even given him a receipt for a payment she had made the insurance company. Hinchliffe, his back to the wall, weighed the risks. He knew it was a long chance, but it was the only one he had. "I'll have a try at it in the morning," he said. Two hours after Hinchliffe and Miss Mackay had taken off from Cranwell and while they were speeding toward Ireland a letter was delivered at the airdrome for Miss Mackay. When opened later it was found to contain notice from the insurance company that an additional $10,000 would have to be paid before it would accept the risk on Hinchliffe. Forewarned I felt it in my bones that this would not Last through the winter. Other paor'^ Their apples in the cellar till they rot, But you and I have never bargained for A barrelful of anything---Love Was a bright sweet windfall that we Picked up and polished, never doubtful of The moment we must toss it to the ground. Only the moment hurts more than it should. .We were forewarned, but that enough, , Our brave ironic laughter is n< No earthly good. Old Time has called j our bluff. Spring leaves us cold, incredulous, and bored, Poking in bins where there is nothing --Ruth Fitch Brrtlett in Harp*'] Magazine. Cottages for Settlers Toronto Telegram (Ind. Con.) : The Canadian Pacific Railway has agreed to build one hundred cottages for British families whoso members can secure work nearby until they havs. learned the rudiments of farming' when they will be settled on farms ot their own. Now If arrangements can be made to cut enough red tape to lot these families into the country, a start will have been mado ar d--well great oaks from little acorns grow-- t.ietimes. The Neglected Fruit-Grower Victoria Colonist (Cons.) : It is small wonder, because adequate protection is not afforded to Canadian producers, that this country's favorable trade balance continues to decline. Through Federal neglect the fruit and vegetable growers of this province are experiencing lean YES HE WILL Baseball: I guess I'll let Mr. Pigskin sleep awhile yet, but he'll be waking up soon! Tne Immigration Problem Toronto Star (Ind.) : Canada has no desire to multiply the unemployment problem, which, owing to our seasonal occupations, is in normal conditions heavy enough. There is room here for a great population, but it must come as our present population has come, by sound processes, with an agricultural countryside preceding the industrial town. Before the factory we must have the customers to utilize its products. ! Corbett Ambitious Gentleman Jim Corbett Believes He Will Live To Be One Hundred "I believe I will live to be one hun-drod," writes Gentleman Jim Corbett, former heavyweight champion of the world, in the current issue ot "Physical Culture Magazine." He attributes his longevity to proper care of his health. Since retiring from the ring he has constantly exercised his muscles and watched his diet; in fact has taken the most meticulous care of his body. "I am past sixty," says Gentleman Jim, "yet people tell me almost daily I don't look a day over forty-five. I believe I will live to be o^e hundred. A very essential thing that I have done for a great many years is that I have a thorough examination by a physician once a year. Whens a man is thoroughly examined, he finds out the condition of his heart, blood pressure, kidneys, etc. If there is anything wrong, he can have it corrected before it is too late. There are many young fellows who go around with Bright's disease or diabetis. Disease often gets such a hold of them that when they find It is already too late. "A boy who wants to build up a good strong constitution must go about it just as a contractor or a builder would in putting up a skyscraper. The foundation comes first--solid, laid on bed-rock. The foundation for his constitution will not cost him a nickel. It takes only will power, ambition and common sense. A poor boy can have these just as well as a rich boy. But without those three essentials no boy, poor or rich, can build up the founda-V"" *T »*7'l1 ,1,° hf rflftv ■ "When a boy grows up to be a man he wan'i naturally to preserve his wonderful constitution. Yet eight times out of ten when he has come to man's estate, he does nothing to keep himself fit. He allows himself to become to wrappej up in business or pleasure or both and ceases to be active. He allows himself to get in the habit of eating foods which are not good for him, gets lazy--so lazy that he will not exercise. Whom the gods would destroy, I believe, they first fatten."- Empire Trade Toronto Mail and Empire (Cons.) : Canadians recognize that their British kinfolk are their best customers. Canada has found in Great Britain a market for large quantities of its natural products. Canada, too, for many years has accorded a tariff preference to British goods imported into the Dominion. In spite of that preference, Canada has been purchasing far more of the manufactured goods of the United States than of Great Britain. Lost, strayed or stolen.--Two pigs from my property at Shadyside. If you've killed the pigs, I would like to have one meal of fresh meat. Auti-Migration Propaganda Ottawa Citizen (Lib.) : (The Catholic Herald, published in England, has cabled to Lord Lovat asking for an investigation of reports reaching that •paper that British harvesters have been used for strikebreaking, and that a Lancashire harvester has been found hanged.) There is no doubt about it, propaganda to discredit Canada and discourage the immigration of ritish settlers has been disseminated year after year, particularly since the end of the war. The cable to Lord Lovat is an opportunity for the Dept. of Immigration to trace one item of hostile propaganda down to its source. It should be investigated and exposed. Why Read History? "The man of affairs," says John Lee 'Maddox in an article, "Why Read History?" in the September Current History, "asserts that the study of history accomplishes no useful or practical purpose, such as the construction of bridges or the organization of business enterprises. But the acceptance of this view depends largely on the interpretation of the word 'practical.' The reading of history may be productive of more lasting value in inspiration to effort by noble example, broadening man's outlook on life, and elevating the intelligence than many an activity which 'flaunts and goes down an unregarded thing.' "An assiduous perusal of the pages of history will reveal a law of continuity, a law of permanence through change, a law of interdependence among the members of the human race and. a law of moral progress. Through history the permanent elements of contemporary life may be separated from those which are accidental and transient. Through history we can judge the progress of the present over the pust. We shall immediately see from such a comparai-son that the present is superior in material, mental and moral respects. Slavery and serfdom have disappear-| ed; soldiers, sailors and school child-I ren are no longer flogged;, men's | physical and legal power over women is decreasing; the principles of justice and mercy are extending beyond the confines of the family and tribe to national and even international rela- "Uninformed politicians are continually making mistakes because they do not know how their proposed policies have worked in the past. If, for instance, the farmers of the Constitution of the United States had known the lessons which history has to teach, they might have forfended the Civil War, since history teaches that slavery as an economic expedient Is a failure. Nations and rulers may well learn the same lesson. Neglect of this brought on the bloody French Revolution. If Czar Nicholas and his advisers had learned the lessons of history, the fortunes of Russia would have been quite different. The same applies to the former Kaiser. "A knowledge of history will also provide the means of foreseeing and providing for the future. During the World War a soldier asked his officer: 'What will be done with the German Emperor after the war? Will he be hungr The officer, drawing his-reply 'from the knowledge of history, replied: 'No; he will be isolated, and kept from doing future harms, as Napoleon Bonaparte.' Thus an forecast was made 0f what actually happened. "Many persons are actually con-inced that it Is useless to try to ombat the forces that are making or the destruction of mankind. When a person is in such a frame of mind he will do well to read history. When, before the battle of Trafalgar, Nelson encouraging his men, Wordsworth was expressing the gloomiest of sentiments about his country. At that time England was standing on the threshold of one of the most glorious periods in history. History is an antidote to credulity, adjunct to travel, an inspiration for performing our appointed tasks, a charting of political shoals, and, above all, a background which enables us to essary perspective for the understanding of our time." The British Miner Ottawa Journal (Cons.) : Physically id mentally, the British miner can ore than hold his own with the representatives of any other industry. Hardy, active and alert, trained by very nature of his occupation to think for himself, he is as keenly interested in public affairs as he is in the policies and propaganda of his union, or in sport. As a worker, his heroism is a tradition that is by no as lost; as a citizen, he has the qualities which have built up powerful labor organizations, developed strong leaders, and contributed to British public life many men of high stand-... If the harvesters from the mining areas of Britain can only di-themselves of their class consciousness, forget their pithead politics, their whippets and their football, and adapt themselves to the new conditions and fresh opportunities of life in the West, there is no reason to doubt their ability to make good. In that prospect lies hope not only of benefit to themselves, but of a practical contribution to the solution of a great Imperial problem. TYPE OF SEA PLANE U8ED TO SPEEO THE MAILS Hurled by a catapult from "the deck of Incoming liners, approximately 500 miles out at s res hours in the delivery of trans-Atlanti.* mails, " Canada's Attitude Winnipeg Tribune (Ind. Con.) : A majority of the people of the Dominion are still loyal to the Empire. That is a fact in which loyalists here and throughout the Empire can take comfort. But due weight, In any consideration of the subject, must be given to the faet that there is an unceasing, effort to undermine that loyalty and that it has achieved some measure of 'success, That effort finds expresslona. In various ways. The main theme3 are two: First, that Great Britain, as an imperial nation with many commit, ments in all parts of the world, Is a ^-e-erous ally for Canada; and geoV pndTTnaT Canada, having SUtj^Y^ t-he former conception of Empire, la really a sovereign nation and should, take all possible measures to establish herself as sueh in the eyes of the