The Alaskan Flying Expedition

On July 11 1897, in a gas balloon without automotive power and only the must primitive of steering arrangements of ropes and sails, Andree, with his companions, Strindberg and Fracnkel, set out from Danes Island, near the eightieth parallel, for the North Pole. The balloon was cut from its moorings at Andree's command and rose, going before the strong south wind for which they had waited for days. The link group of friends and assistants who had sailed to this point to aid in the start watched with great misgivings and heavy spirits as the balloon floated on into the regions of Ultima Thule, never to be heard from again beyond a message taken from a carrier pigeon, which read: "July 13. 12:30 o'clock noon; lat. 82° 2', long. 15° 5' east. Good speed eastward 10° to south. All well on board. This is the third pigeon post. Andree."

Very different indeed was the start twenty-three years later of the Alaskan flying expedition, when on July 15, 1920, eight picked young men of the United States Army Air Service, in four De Haviland 4-B aeroplanes, "took off" from Mitchel Field. New York City, for Nome, Alaska, and to Cape Prince of Wales. The journey was made in a series of "hops" of about 300 miles, or an average of five or six hours daily flying. The greater part of the journey was over country that is well mapped and has suitable landing fields. From Grand Rapids, Mich., the expedition pointed toward the north. The route was as follows: New York (Mitchel Field) to Erie, Pa.. 350 miles; to Grand Rapids, Mich., 300 miles; to Winona, Minn., 310 miles; to Fargo. N. Dak., 320 miles; to Portal, N. Dak., 290 miles; to Saskatoon, Saskatchewan, Canada, 280 miles; to Edmonton. Alberta, Canada. 300 miles; to Jasper. Alberta, Canada, 200 miles; to Prince George, British Columbia. 200 miles; to Hazelton, British Columbia, 220 miles; to Wrangell. Alaska, 210 miles; to White Horse. Yukon. 300 miles; to Dawson. Yukon, 250 miles; to Fairbanks. Alaska. 275 miles; to Ruby, 240 miles; Nome, Alaska, 300 miles: making approximately 4,345 miles: and a flight of 100 miles from there is Cape Prince of Wales, but 50 miles from the continent of Asia. The round trip took forty-five days.

The objects of the Alaskan flight expedition are: To establish a route to the northwest corner of the American Continent. by which, in case of need the United States air forces can be landed in Asia, Cape Prince of Wales being approximately 50 miles from the Tchukthis Peninsula in Siberia; and to furnish the Geological Survey with photographs of an unsurveyed area of 3,500 square miles lying north of the sixty-sixth parallel between Fort Hamlin and the Circle. This area includes the upper Yukon flats, which by the usual means can only be surveyed with great difficulty and great expenditure of time and money. It is estimated that it would cost $10.000 at a minimum and take three seasons (three years) for a surveying party to cover the ground, and even then the maps would not be accurate, while by air it is estimated that, allowing for a 50 per cent overlap of photographs, this area can be photographed from one plane in ten hours' flying (about three days) at an approximate cost of $1,500. and the photographic map would be more accurate than could he obtained from the ground in the short time available each year. The third object of the expedition is a thorough test of the Liberty motor and the new model De Haviland 4-B plane. This is not the same as the De Haviland plane used during the war, for several important changes have been made, the most important being the change in the location of the gasoline tank to a position immediately in rear of the motor with the pilot's seat next. In the old model the pilot was between the motor and the gasoline tank, and in a fall he was sure to be crushed between the two. This danger has now been lessened to a considerable extent, and tests of the new model De Haviland have so far been satisfactory. This expedition will show just what it can stand and what is needed in the way of improvement.

The expedition had four planes which carried the following personnel: Capt. St. Clair Street, commanding officer of the Alaskan flying expedition; First Lieut. Clifford C. Nutt, Second Lieut. Eric H. Nelson. Second Lieut. C. H. Crumrine. Second Lieut. Ross C. Kirkpatrick. Sergt. Edmond Henriques. Sergt. Albert T. Vierra, Sergt. Joseph E. English.

Capt. St. Clair Street, in command of the expedition, piloted plane No. 1. taking as passenger and expert mechanic Sergt. Edmond Henriques. Capt. St. Clair Street was one of the first aviation officers sent overseas and was stationed at the great American training camp at Issoudun, France, and was decorated by General Pershing for his excellent work overseas. He has flown all types of modern planes and is thoroughly trained to meet emergencies of the kind that might arise. His mechanic, Sergt. Edmond Henriques. has had experience on all types of motors, but is a specialist on the Liberty motor, 420 horsepower.

Ship No. 2 was piloted alternately by First Lieut. Clifford C. Nutt. A. S. A., second in command of the expedition, and Second Lieut. Eric C. Nelson, the engineering officer of the expedition. These two officers have completed about 600 hours of flying in this type of aircraft. Last summer Lieutenant Nutt was in charge of a recruiting expedition of four De Haviland Liberty-motored planes, and was accompanied by Lieutenant Nelson. The aerial recruiting party left Houston, Tex., for San Diego, Calif.; flew next to Salt Lake City, Utah; jumping then to Denver, Colo., and from there to Omaha, Neb.; returning from there to Houston. The extent of this trip was some 7,000 miles. and the journey was undertaken without prearranged contracts for supplies, spare parts, fuel or landing fields, all of which had to be obtained as needed. The recruiting cruise was made without mishap, all four ships returning intact to Houston, which proves the resourcefulness of the officers and their fitness to be in the personnel of the Alaska flight.

Ship No. 3 was piloted by Second Lieut. C. H. Crumrine, who is the photographic officer. His passenger and mechanic was Sergi Albert T. Vierra. Lieutenant Crumrine is an experienced pilot, having been stationed at Carlstrom Field, Arcadia, Fla., where he frequently flew over the trackless Everglades, aiding in the search for Lieutenant Niergarth, and was one of the officers who was responsible for the finding of the lost airman. Sergeant Vierra is considered one of the best Liberty motor mechanics in the service, and in the recruiting cruise made by Lieutenants Nutt and Nelson Sergeant Vierra was the mechanic whose care of the motors made for the success of the trip.

The pilot of ship No. 4 was Lieut. Ross C. Kirkpatrick. A. S. A., information officer of the expedition. His mechanic was Joseph E. English. M. E. There are several hundred hours' flying to the credit of Lieutenant Kirkpatrick, who took part in the transcontinental endurance and reliability test, and made an exceptional showing in spite of adverse weather conditions. Joseph E. English, M. E., is a skilled mechanic with much experience on Liberty, 420-horsepower motors.

After investigations and estimates of routes, landing fields and supply depots had been made for the Alaska flight, the consent of Secretary of War Baker and General Menoher, director of the Army Air Service, was obtained. The achievements of the flying expedition will be an example of the cooperation of the Air Service with the Engineering Corps and the Geological Survey, the objects being primarily the charting of air routes to the northwest corner of the North American Continent. As stated, the route one way is approximately 4,345 miles, and 9.000 miles was covered in the round trip. From Nome a 100-mile flight was made to Cape Prince of Wales.

The Canadian Government, through the air board, which is an official department in the Dominion, has been most helpful in obviating the difficulties due to crossing the Canadian border and territory. A representative of this air board has traveled over Canada with Capt. Howard T. Douglas. Air Service, United States Army, who went ahead of the Alaska flying expedition over the proposed route. Through the cooperation of the air board, gasoline, oil and supplies have been permitted to enter Canada for the expedition free of duty.

Thanks to the air board, the Canadian Weather Bureau furnished weather reports to all the stops, and the cities along the Alaska expedition's route through Canada interestedly cooperated.

Through Captain Douglas's arrangements with the Canadian Government landing fields were secured along the route and, though in the far north this has been a difficult matter, everything was settled in a satisfactory manner. At Wrangell, Alaska. a boat was provided for the use of the Alaskan flying expedition, and on the Wrangell landing field was a 40-foot tarpaulin erected as a shelter for supplies and for repair work on the planes. The landing field at Jasper, Alberta. Canada, is about eight miles north of the town on a level strip of ground along the Athabaska River. At Hazelton, in British Columbia. the only possible landing field is east of the town near the hospital.

From Jasper the difficulties of the flight began. After leaving Jasper the route lay across the Canadian Rockies, one of the most rugged and inaccessible regions of the great northwest. From this point on the speed of the expedition was slowed down, planes making "jumps" of about 250 miles, or one stop a day. Flying over this region the pilots have no other guides than their compasses and their ability as aerial navigators.

Forced landings were guarded against by special attention to the motors between flights, for the rugged Rockies, with their snow-capped peaks, offer few level stretches of 600 yards over which an automobile could run at the speed of 30 miles an hour, which are the qualifications of an emergency landing field. This is also a region of high winds, which come as frequent gales in winter. from north to south, sometimes continuing for weeks. The temperatures are moderate, but there are many mosquitoes, and each ship was equipped with mosquito helmets, fishing tackle and revolvers in case a forced landing should be made.

Before the start of the expedition the planes were given a daily 10-hour flying test to be sure that they were in perfect order. The personnel of the expedition were also given a stiff physical examination as a last precaution in the program of work necessary to turn out a flying expedition that should he, insofar as humanly possible, perfectly "fit" in regard to men and planes, able to cope with any emergency.

The ships carried 117 gallons of gasoline and 12 gallons of oil, giving them a cruising potentiality of four and a half to five hours' time. Each plane had a polar bear, significant of the expedition, painted on the fuselage.

Fairbanks. Alaska, was the base for major repairs to planes in the Alaskan end of the flight. The United States Weather Bureau had arranged an elaborate plan to provide each pilot with maps along the entire route. The commanding officer of the expedition was also supplied with local weather reports.

The maps for the expedition were prepared by the information group of the Air Service of the United States Army.

Flying - November. 1920 - Page 629

The photographic work of the expedition was done by Lieuts. Eric Nelson and Clifford C. Nutt, who completed a special course at Langley Field, Va., in practical instruction in the latest methods of aerial photography. This means that the photographic maps turned over to the Geological Survey will be of the best. This feature of the Air Service is rapidly becoming very important and has been utilized by various branches of the Government.

Cameras used for aerial photography are different from the ordinary type. The aerial camera is large and is fitted into the bottom of the aeroplane. The photographs are made in as nearly a vertical position as possible, the lens of the camera pointing through a small window in the bottom of the plane. The work of aerial mapping requires the closest cooperation possible between pilot and photographer. The pilot must know how to manipulate his plane for this purpose, and the photographer must know the proper second to take the picture. When mapping aerially, enough photographs must be taken so that when laid down the entire area will be completely covered. Therefore the photographs are taken so as to overlap, in all, 30 or 40 per cent of the whole area.

When aerial maps are made, the region is flown over to obtain a comprehensive idea of it. Then a series of overlapping photographs is made on the southern boundary. On these as a base other like strips are made, flying south to north. On each return trip to the southern boundary the topographical features of the country are observed and used as sighting points to preserve the straight course of the plane while taking the next strip of photographs.

As the size of the lens and dimensions of the negative, on the one hand, bear a definite proportion to the altitude and the dimensions of the ground area covered in the photograph, it is a simple computation to determine the ground area when the plane is at a certain altitude. Conversely, it may be determined at what altitude to fly a plane for the purpose of photographing to a certain map scale. It is also necessary to take into consideration the speed of the plane to know the frequency for taking pictures to allow the requisite amount of overlapping. Pictures are taken as "stops", "verticals", and "obliques".

Atmospheric conditions in Alaska are unusually good for photography at this time of the year. Fairbanks, Alaska, is the photographic base as well as being the major repair base for planes.

In Alaska in the near future there will be no more of the monotony of being "closed in" after the arrival and departure of the last ship of the season, when the white ice blocks the sea channels for the long night of Arctic winter. The mails which now take thirty days to go from the interior of Alaska to the mid-United States will soon reach the same destination by air in two or three days.

Everywhere along the route the expedition has met with the most splendid cooperation. City chambers of commerce, ranchmen and the loneliest outposts of civilization, all realizing the importance of the work being done by these intrepid aviators of the United States Army, have tried their utmost to render whatever service they could as a small return for the great benefit which they are to receive in the future from the opening of this airway.

In other epochs of progress it has usually been private enterprise and business corporations that have furnished and made practicable the newest inventions and pioneered new routes of travel; but on this occasion it is the United States Government that is making the practical demonstration, and it has already mapped the routes all over the United States. The Alaska flying expedition is probably but the earliest of future expeditions which will leave no unknown areas about which the geographers must conjecture, nor any territory, reached now only after weeks of weary travel, more than three days distant by air from some center of civilization.

The telegraphic log of the return trip makes an interesting chapter in aeronautic history. Here it is:

Nome. Alaska. Aug. 25: Three planes left Nome on return trip 3:35 p.m. Forced return on acount of broken oil feed. Leave for Ruby tomorow weather permitting.—Street.

Nome. Alaska. Aug. 27: Three planes arrived Fairbanks O.K. Will go over them generally there. Plane No. 1 still at Nome waiting favorable weather. Now raining and blowing.—Street.

Fairbanks. Alaska. Aug. 27: Planes 2. 3 and 4 arrived 3:15 p.m. Will wait here for Street—Nutt.

Nome, Aug. 31: Plane No. 1 took off for Ruby 9:30 a.m.—Street.

Fairbanks, Sept. 1: Plane No. 1 arrived O.K. after stopping at Ruby. Total time 6 hours. 25 minutes. Storms and general had weather along route. All planes O.K. Will leave tomorow for Dawson.—Street.

Fairbanks. Sept. 2: Flight delayed account unforseen work on plane. Leave tomorrow, weather permitting. Fairbanks has lavished attentions upon us. People anxious for air mail service.—Street.

Fairbanks, Sept. 3: Four planes of expedition left Fairbanks for Dawson 10:50 a.m.—Street.

Dawson. Yukon, Sept. 4: Planes will leave for Whitehorse morning Sept. 5, weather permitting. Field wet from rain yesterday. Some work to be done on planes. All members of expedition made honorable members of Yukon Pioneers and Alaskan Pioneers. All confident that return trip can be made with original motors.—Street.

Dawson. Yukon. Sept. 5: Due to sunlight falling off after August 15 in this country, photography for mapping is useless. We have experienced no weather during our stay here when photography was possible, due to clouds at 5,000 feet, which is a general condition. Several attempts were made with no results. To wait is impracticable because light is falling off every day.—Street.

Dawson, Sept. 5: Expedition left for Whitehorse 11:50 this morning.—Street.

Whitehorse, Yukon. Sept. 5: All planes arrived 3 p.m. Will wait here for good weather reports from Wrangel before leaving.—Street.

Whitehorse. Sept. 7: Expedition waiting at Whitehorse for clear weather. Meanwhile arrangements have been made to land at Telegraph Creek, B. C. Bad weather prevailing on coast. Gas and oil will arrive Telegraph Creek. Thursday evening. Good field there and every assistance will be given me. Flight will leave Whitehorse tomorrow weather permitting. Motors still running beautifully. Now raining everywhere in this vicinity. Crews well and confident.—Street.

Whitehorse, Sept. 8: Supplies will arrive Telegraph Creek Friday. Flight leave for there tomorrow, weather permitting. Weather on coast very bad. Has stormed for past week. Planes and men O.K.—Street.

Whitehorse. Sept. 8: Expedition left for Telegraph Creek 2:15 p.m.—Street.

Whitehorse, Sept. 8: Three planes returned to Whitehorse after attempting to make Telegraph Creek today. Weather bad. Unable to get through. Will make fresh start tomorrow. weather permitting. Lieut. Kirkpatrick got through to Wrangel at 5 p.m. after flying over the Llewellyn and Taku Glaciers. Men and planes O.K.—Street.

Whitehorse, Sept. 10: Planes left for Telegraph Creek 12:50 p.m.—Street.

Telegraph Creek. B. C., Sept. 10: Three planes landed at Glenora, the landing place near Telegraph Creek. Lieut. Crumrine broke axle landing. Repairs coming up river on "Hazel B." All planes will remain here until repairs are made. Kirkpatrick still at Wrangel waiting for weather. Men O.K.—Street.

Wrangel, Alaska, Sept. 12: Came down Stickine on "Hazel B" to procure necessary repairs for Crumrine's plane. Boat leaves for up river at 1:15 p.m. Expect to make repairs and take off Tuesday, weather permitting. Kirkpatrick to go on to Prince George if weather holds.—Street.

Telegraph Creek, Sept. 15: Repairs for Lieut. Crumrine arrived on "Hazel B" this morning. Hope to get away tomorrow. Almost impossible to send regular telegrams because we are so far from telegraph station.—Street.

Telegraph Creek. Sept. 16: Kirkpatrick landed at Hazelton O.K. from Wrangel 5:30 p.m. Other three planes at Glenora now O.K. waiting weather to clear.—Street.

Telegraph Creek. Sept. 18: Weather here impossible yet. Indications of clear weather tomorrow. Planes and men O.K. —Street.

Prince George, B. C.. Sept 18: Arrived Prince George 5:15 p.m. from Hazelton, B. C. Time three hours.—Kirkpatrick.

Telegraph Creek. Sept. 23: Three planes still at Glenora ready to go when weather permits. Have hopes for tomorrow. Barometer rising. Weather has been generally bad over entire section. So far from town, unable to get regular wires through.—Street.

Jasper. Alta., Sept. 23: Arrived 6:45 p.m. from Prince George. Time 3 hours 10 min. Rain storms 300 feet. Followed G. T. P. track.—Kirkpatrick.

Telegraph Creek. Sept. 25: Weather still bad alone line. Barometer rising steadily. Have hopes for tomorrow. Plane. and men O.K.—Street.

Telegraph Creek, Sept. 26: Three planes took off for Hazelton today at 1:20 p.m. but had to return on account of bad weather. Hope for good weather tomorrow.—Street.

Edmonton, Sept. 27: Plane No. 4 landed in Edmonton, Alberta. from Jasper at 4 p. m. Time 2 hours 30 min. Very cold.—Kirkpatrick

Telegraph Creek, B. C., Sept. 28: Unable to get away. Rad weather still holding. Barometer has gone up to 30. Promise of flying weather tomorrow. Have had no late word from Kirkpatrick.—Street.

Flying - November. 1920 - Page 630

Hazelton, B. C., Sept. 29: Three planes arived here at 6:05 p.m., after 4 hours and ten minutes in air. Lieut. Nutt broke landing gear and propeller in soft field. Am wiring Wrangel to send parts to replace parts broken.—Street.

Saskatoon. Sask., Sept. 29: Plane No. 4 arrived from Edmonton, Alberta, 5 p.m. Time 3 hours 35 minutes.—Kirkpatrick.

Hazelton. B. C.. Sept. 30: Stopping Kirkpatrick. Had wired on arrival to stop him at Fargo. Crumrine and I will clear here for Prince George. Will wait there, as it has better field. Spare parts should arrive Saturday, and Nutt should be ready to leave Monday. Weather not favorable today.—Street.

Hazelton. Oct. 3: Weather not favorable for take off on this field today. Nutt now O.K. Worked all night and today. Men O.K. Will proceed tomorow if weather favorable.—Street.

Prince George, Oct. 6: Weather unfavorable for take off to Jasper. Rained all day. Men and ships O.K. Motors holding tip wonderfully. Douglas going through to Edmonton with me.—Street.

Prince George. Oct. 6: Still raining, No chance today. Storm general over this entire section. Predicted clearing tomorrow.—Street.

Prince George. Oct. 7: Rained until 3 p.m. today. Clear tonight. Hope to take off tomorrow. Planes and personnel O.K.—Street.

Edmonton, Alberta, Oct. 8: Three ships left Prince George today 9:30. Refueled at Jasper. Crumrine and Nutt arrived Edmonton 3:30. Street and Douglas completed arrangements Jasper. Arrived Edmonton 4:30. A few repairs necessary. Will fly Saskatoon Oct. 9 or 10. weather permitting. Weather clear here. Planes and men O.K.—Douglas.

Portal. N. Dakota, Oct. 9: Plane No. 4 Portal 4:15 p. m. Time 3 hours 15 minutes. Await here by order of Street. Impractical point. Violent winds this period of year.—Kirkpatrick.

Edmonton, Oct. 9: Too much work to be done on planes to allow take off today. Weather beautiful. Will leave for Saskatoon early tomorrow a.m.—Street.

Saskatoon, Sask., Oct. 10: Three planes arrived from Edmonton 1 p.m. Time 3 hours 40 minutes. Stiff south wind. Plan to make Fargo tomorrow and meet Kirkpatrick. All original motors still going. Henriques leaving by train from Edmonton tonight.—Douglas.

Fargo, N. D., Oct. 11: Four planes arrived Fargo O.K. 6:05 p.m. Picked Kirkpatrick up at Portal. Will remain here tomorrow to do repair work on motors. Leave for Winona early Wednesday.—Street.

Fargo. N. D., Oct. 12. 10:20 p.m.—Rained all day. Unable finish work on planes. Will complete work tomorrow. Will leave for Winona Thursday a.m. Personnel O.K.—Street.

Fargo. N. Dak., Oct. 13, 10.13 p.m.—All planes now O.K. Will leave for Winona tomorrow, weather permitting.—Street.

Winona, Minn. Oct. 14. 3:16 p.m.—All four planes arrived here today, 1:30, after 3 1/2 hours flight from Fargo. Clouds and fog encountered. Weather permitting will fly to Grand Rapids tomorrow. Machines and personnel O.K.—Street.

Winona. Minn.. Oct. 16, 7:56 a.m.—Rained all day. Impossible to get away. Clearing. May make it tomorrow, 17th. —Street.

Grand Rapids. Oct. 16. 7:19.—Four airplanes arrived here 4:30 after 3 1/2 hours flying from Winona. Encountered some clouds and fog. Hope to have everything ready to start for Erie tomorrow, weather permitting, and fly to New York on October 18th, weather permitting. Will leave Erie about nine. Will keep you advised as directed.—Street.

Grand Rapids. Oct. 17. 5:58—Dense fog here all day. Repairing leaky radiator. Weather unsettled but, if at all possible, will make Erie Monday and New York the following day. Am wiring Mitchell Field to get reports of our progress from intervening cities. Machines and personnel O. K.—Street.

The historic journey was completed on October 20.

On October 21 the four planes arrived in Washington after a two-hours-and-a-half flight from Mineola. N. Y.

The squadron was greeted by a great fleet of airships led by the army dirigible Zodiac No. 1. which came up from Langley Field, Virginia, for the welcoming ceremony.

When the Alaskan fliers landed at the field they were greeted by General Pershing and General March, Chief of Staff. Captain St. Clair Street, commander of the Alaskan expedition, received his first greeting from his mother.

The fliers later were presented with certificates of appreciation of their work by General Menoher.

The medal of merit of the Aero Club of America was awarded to Captain St. Clair Street and his seven companions in recognition of the epoch-making 9,000-mile flight to Alaska and back by the board of governors of the Club. The medals will be presented at the aviators' reunion dinner at the Hotel Astor on armistice night.