To pay off her student debts quickly, Kate Beaton, a young Nova Scotia resident, decided in 2005 to go and work in northern Alberta for oil companies exploiting the tar sands. At the time, this trip west was popular with Canadians looking for a lucrative job. So she left the paradisiacal landscapes of Cape Breton to plunge into the world of Syncrude and Shell in Fort McMurray.
It was then that she realized what life was like on construction sites occupied mostly by men far from their families, many of whom had behavioral problems. Wherever she found herself, she suffered harassment in the form of derogatory remarks, insults, and eventually sexual assaults.
For these workers, loneliness and survival take on a completely different meaning than for the rest of the male employees in these isolated posts.
A multi-talented storyteller and cartoonist, Kate Beaton published a graphic novel in 2023 describing her experiences. She denounces “a harsh and complex system, which exploits natural resources as coldly as it does human beings”.
“Toxic Environment” is less about the destruction of habitat caused by tar sands mining than about the toxic working environment endured by the few women working on these sites.
Time Magazine, The Guardian and The New Yorker hailed this graphic novel, which also happened to be the winner of the Canada Reads 2023 contest. It was published in English under the title “Ducks“, probably to remember all those ducks caught in the oil that made headlines at the time.
French version of Chasing the Thunder: “À la poursuite du Thunder”.
This book is sure to please fans who can understand French and true stories. “In pursuit of the Thunder – the story of the longest naval chase of all time” quickly hooks us, especially since it is a first in maritime history. The authors of this investigative story are two experienced journalists by the name of Eskil Engdal and Kjetil Saeter.
The information they were able to collect through multiple interviews around the world allows the reader to better understand what hides behind the theft of fishery resources in Antarctica.
This illegal fishing is a big business where the mafia, especially Spanish, does not hesitate to order the cutting of fishing nets or simply to sink a trawler to prevent the obtaining of evidence. Click on the link for a video of this maritime accident.
The chase takes place in inhospitable waters and spans several months and over 15,000 kilometers as we follow the stories of several members of the chase team as well as the illegal fishermen.
The authors discuss the squandering of resources, the lax legislation regarding illegal fishing in international waters, the methods that criminals use to remove a boat’s registration from the registers, the lack of political courage at the international level, the omerta that reigns in the villages where illegal fishermen operate, money laundering and modern slavery.
The Thunder’s captain does everything in his power to escape the pursuers. This escape leads him to sail in very risky areas through passages almost blocked by ice, hoping that the smaller pursuing ship will not dare to venture on the same route. He also steers his trawler into areas where strong waves risk sinking the pursuing ship.
Captain Peter Hammerstedt of the pursuit ship Bob Barker does not back down from any obstacle that stands in his way during the chase. He shows a determination that infuriates the Thunder’s crew and lead them to make mistakes.
The ecological thriller Chasing the Thunder was screened in 2019 at the World Biodiversity Conference.
In March 2023, more than 100 countries signed a treaty on high seas diversity, after 15 years of effort. Greenpeace welcomed the treaty, but demands that it be translated into action…
Reading this book alone will awaken the reader to many previously under-reported aspects of illegal fishing on the high seas, all in the context of a hunt unique in the history of maritime shipping.
Enlarging the Blake and Mortimer album: La vallée des immortels tome 1
In February 2023, I began transferring the cover of the Blake and Mortimer album “The Valley of the Immortals – Part 1” to a 24 x 36 inch canvas.
The photo above shows the original album sitting on top of the canvas and the work in progress. There is still a lot of work to do before the drawing and lettering are finished.
Then comes the coloring stage, to get the tones as close as possible to the original album. The cover has a lot of colors, which is not the case with many other Blake and Mortimer albums.
This particular album resonates with me for several reasons. First of all, the authors use in the scenario a Cessna C-170B type plane, which brings back memories of flying. Indeed, by a happy coincidence, in 1981 I flew across Canada in this small aircraft dating from 1952. The plane was not equipped with any air navigation instruments, except for an old compass. We were not yet in the GPS era! I published the story of this flight from St-Jean to Edmonton on my blog.
Another reason that increases my interest in the album is also related to a memory. On the cover, Mortimer is in Wan Chai District, a district I visited in 1990 during a trip to Hong Kong and the New Territories. At that time, the Cathay Pacific Boeing B-747 used the legendary Kai Tak airport and flew the approach over a huge demonstration of more than 100,000 people commemorating the anniversary of the Tiananmen Square massacre.
I will be posting more photos of “The valley of the immortals” painting over the next few months, numbering the title of each article so that those interested in the subject can find their way around.
“Enfant de salaud” means “Bastard’s child” in English. Author Sorj Chalandon is a journalist and worked for decades for the French newspapers Liberation and Canard Enchaîné. During his career, he received numerous awards: Albert-Londres (1988), Médicis (2006), Grand Prix de l’Académie française (2011), Goncourt des lycéens (2013) and most recently Goncourt 2021 des lecteurs de 20 Minutes.
“Enfant de salaud” is the true story of the author who tries to shed light on his father’s extremely nebulous past during World War II, in the German-occupied France.
Having had access to official archives, he gradually discovers that his father went through the war by enlisting in five armies, which he all deserted. He served the enemy in every way, but always made sure that the few things he was doing for Francewere listed somewhere in case of an investigation after the war.
The head of the Sûreté nationale de Lille who questioned the father after the war said of him: “This individual is a liar endowed with an astonishing imagination. He must be considered very dangerous and treated as such.”
Between the reflections and the discoveries of the son on the past and the psychology of the father, the reader participates in parallel to the trial of Klaus Barbie , psychopath and great war criminal, who died in prison in France in 1991. Passages of the book are blood curdling, although we know what to expect when it comes to Nazis, SS and members of the Gestapo.
When the survivor Isaac Lathermann takes the stand during the Barbie trial, he announces: “[in the concentration camps], at breast height, there was no more bark on the trees, everything had been eaten. No more grass either. Eaten too.” (p. 238)
The reader discovers the resistant Lise Lesèvre who, even tortured by Klaus Barbie for days, doesn’t give up a single name: a phenomenal example of courage and patriotism.
“Enfant de salaud” is the author’s decades-long inner journey. The fact that he relates a real-life story further reinforces the intensity of the narrative.
Non fiction comic book “Mégantic – Un train dans la nuit”.
We have all heard of the tragedyexperienced by the inhabitants of Lac-Mégantic in 2013, when a driverless oil train from the CP railway company pulling hundreds of cars of explosive petroleum derails in the middle of the night, explodes and kills 47 inhabitants of the city.
The comic book (or graphic novelaccording to some) “Mégantic – Un train dans la nuit ” adds to the information that we already knew about this tragedy. It also exposes several key pieces of information overlooked by the media.
Author Anne-Marie Saint-Cerny worked for years on the file and, in order to convey the content and the emotions in images, enlisted the help of Christian Quesnel. The result is extremely interesting. The formula works: the drawings are very precise, the layout leaves room for the reader to reflect on the events, the colours are appropriate.
In the train explosion in Lac-Mégantic, there are multiple factors to consider, among others:
1) Executives of the CP company making catastrophic choices.
2) As always, a desire to meet the demands of shareholders. There is a reduction in staff and the company self-assesses when it comes to safety.
3) One driver only is allowed for a train carrying hundreds of tanks of explosives.
4) Politicians agree to the new cuts proposed by the company.
5) There is some magical thinking involved: if something goes wrong with the driver, the train stops on its own thanks to a mechanism which, however, is always likely to fail eventually.
6) Dated rails.
7) The transport of dangerous goods is granted to the MMA, a company with a dubious reputation .
8) The DOT-111 tanks are too fragile for hazardous materials and targeted in more than 25 surveys.
9) There is an agreement to tamper with the oil bill of lading. Instead of indicating the code PG1 (the most dangerous, the most explosive) as it should be, it is instead PG111 (not dangerous) that is written.
10) The lead locomotive is terribly worn.
11) The driver reports a problem with his old locomotive. He is ordered to continue on his way.
12) In Lac-Mégantic, the train is heating up. The driver is ordered to apply the brakes and let the engine run. The driver is then allowed to leave the premises and go to bed. This is one of the repercussions of allowing a single driver on a train.
13) During the night, a fire starts on the lead locomotive, the one that had problems. The firefighters shut down the engine. “By turning off the engine, the air pressure in the air brakes is released. Eventually, the train will start to move on its own and descend the slope towards Lac-Mégantic.”
With just one driver gone to sleep somewhere, there are now 5,000,000 litres of explosivesstarting to move on the rails and no one will stop them.
“Firefighters believe they are fighting low flammable oil. They are unaware that the CP and World Fuel have falsified the papers, camouflaging their oil classified as the most explosive and dangerous.” There are 47 dead, including several suicides.
Now that there has been a disaster, those involved directly or indirectly are passing the buck, as is the custom in tragedies. The graphic novel mentions, at the political level, the names of Denis Lebel, Lisa Raitt, John Baird and later Marc Garneau. At CP, the author mentions Hunter Harrison. The MMA’s CEO Edward Burkhardt is also mentioned.
Changes happen, but not the ones you would think…
Naomi Klein analyzes the “shock strategy” devised by Milton Friedman. In step 1, “we take advantage of what the population while it is still dazed: they will not be able to oppose what we want to impose on them.” The zoning is being quickly changed to include the expropriation of houses that are totally outside the disaster-affected area. There are some people who are interested in these properties…
In step 2 of the “shock strategy”, we “use the excuse of mandatory decontamination to wipe out the Old World. Excluding the population from the scene of the tragedy, so that they cannot cling to it, so that there is no going back. “
Finally, step 3: “Faced with a population whose shock has been exacerbated by the destruction of its landmarks and habits, we can launch a reconstruction or reinvention which will be received with resigned acceptance“. We have the case of people living in Fatima, a remote area spared by the disaster: owners must quickly sign their expropriation or they shall lose everything. When the former owners are finally gone, a Jean Coutu pharmacy comes to settle on the vacated land.
On the legal side, the small players are targeted and the investigation is limited as much as possible. Takeovers are carried out and returns to shareholders multiplied.
The book flaunts some of the political and entrepreneurial maneuvers aimed at protecting the railway companies. Even at the dawn of 2022, eight years later, the rails still pass through downtown Lac-Mégantic.
“MMA-Canada, essentially bankrupt, has paid nothing and has not been sued.“
“Nothing has changed in rail laws in Canada since the tragedy: companies self-regulate, self-monitor and, in the event of an accident, self-investigate. Thus, it was the CP itself that investigated the deaths of three of its employees in an accident in February 2019 in British Columbia. The CP investigator, prevented from investigating, denounced his employer and called for an independent investigation by the Royal Canadian Mounted Police (RCMP) and the Transport Safety Board (TSB), an investigation immediately accepted by the chief investigator responsible for the case at the TSB. That same day, this TSB investigator was dismissed from his post. The CP investigator concluded on a CP no-fault.”
The following series of seven articles discuss patio building. This new patio was necessary because the old one was over thirty years old and showing obvious signs of fatigue, in addition to greatly hampering the digging work along the foundation to change the French drain and insulate the foundation.
Destruction of the old patio.
Above, the old wooden patio is demolished with a mechanical shovel. Where the machine cannot go, I finish the demolition by hand. Subsequently, digging begins to reach the foundation.
Digging for the new French drain
Once the trench has been dug, the employees of the Garco company install the French drain and prepare the concrete surface that will receive the new insulation (blown urethane).
Added dirt and rocks to the terrain.
When the drain is complete and the urethane has been blown out, an employee reseals the hole, adding soil, rock and sand, the latter only required for less stable terrain.
One of the pages of the construction plan.
Now we have to think about rebuilding a patio. The savings are significant when you do the work yourself. It has been reported to me that generally the cost of labor is 2.7 times the cost of materials. In the case of a large patio made up mainly of cedar planks, each plank of which will be sanded and stained by hand, the savings amount to several tens of thousands of dollars.
At 62, I unfortunately have no experience in the field. Risk management (especially financial) is necessary and, since the work will be carried out without assistance, I prefer to work from plans designed by a company. A specialist in the construction industry offered me his advice before the project started, because there was no question of starting the patio again.
Positioning of wooden posts with the laser
On the proposed plan, there must be eleven adjustable metal piles anchored in the ground to receive the patio. We must therefore measure where the eleven metal poles from Techno-Pieux will go, because they are not responsible for doing the calculations for me.
I am using a laser pointer for the first time. It is not easy to work with this device outdoors, the red dot of the laser being difficult to see in bright light (the base model I got myself certainly did not make the job easy). Eventually, I got through it. Luckily, I wasn’t doing the job for a client.
The Techno-Pieux technician places his screwed piles at the locations of the wooden posts.
The Techno-Pieux technician gets to work. He relies on the wooden posts to drive his stakes and then checks with his laser (much better) if his posts are perfectly aligned. The problem that sometimes occurs is that he meets a rock and has to start over and reposition his stakes slightly off the ideal line. A slight slope is also necessary to facilitate the flow of water onto the patio. The piles therefore must not be perfectly level from the house to the end of the patio.
Installation of the first piece of wood which will receive the patio.
A rented hammer drill is sufficient to make the holes in the concrete that will be used to fix the first piece of wood in the foundation of the house. The screws are laid alternately to avoid creating weaknesses in the wood. It is on this piece of wood that a small part of the patio will rest. Special waterproof insulating tape is applied to the wood to protect it from rotting that could occur after several years when water gets under the patio boards.
Continued in the next article: “Building a patio (2 of 7)”.
Even though World War II is over and the armistice was signed in 1945, four Japanese soldiers continue to hide on Lubang Island in the Philippines, awaiting official orders from their superior to surrender. They have been forgotten there in the jungle and continue to survive as best they can, dodging the patrols that have gone looking for them to tell them the war is over. They continue to accumulate information on the island for the intelligence services, hoping to be useful when a possible Japanese landing takes place that will drive the Americans out of the island. Years pass and there will be only one Japanese soldier left, Hiro Onada, who will finally surrender in 1974, thirty years later!
The bookis a lesson in survival in a hostile environment. The discipline and resourcefulness that are required to survive and ensure their safety is extremely impressive. Onada, even as he gradually sank into an alternate reality, shows a remarkable tenacity.
Here is a passage that shows the reality of the jungle. I translated it as best as I could: “[…] There are also a lot of bees on the island. Huge swarms fly in the bushy areas at the foot of the mountains. I saw some that were thirty meters wide and a hundred long, flying here and there with unpredictable changes of direction. If we encountered one of these swarms, the only thing to do was to go back to the woods or, if we did not have time, to cover our heads with the canvas of our tent or our clothes and lie down on the ground. If we made the slightest move, they would attack. We had to breathe as gently as possible, until the swarm had passed. “(P.216)
In 1957, bombardments in the neighborhood reassured them that the war continued. But these were military exercises by the Philippine Air Force, not an American attack.
Onada et Qanon
As the years pass, there will be countless opportunities for those soldiers to realize that the war is over. They even had access, for a while, to a radio. It did not matter: whatever was read, heard or discovered by chance was, according to them, only the fruit of disinformation from the enemy.
On reading this real life story, it is possible to make a connection between Onada’s testimony and a follower of Qanon: both cannot accept defeat and believe in an almost divine mission. As Onada himself put it so well: “At that time, Kozuka and I had developed so many fixed ideas that we were unable to understand everything that differed from them. If something did not fit our vision, we interpreted it to give it the meaning we wanted “(p.192).
When a person is gradually made to believe in an alternate reality and decides to cling to it for their mental or physical health, or both, the same conclusion remains: regardless of the evidence, the rhetoric or the new realities that will be presented, that person will continue to persist with his line of thinking. It will take some dramatic event in his life for him to decide to change course and come back to a more objective reality.
Have a good read!
Click on the link for more books on war in my blog.
The book “J’étais le pilote de Hitler” tells a true story that was originally published in 1957. The 2020 French edition, presented and annotated by Claude Quétel, improves our understanding of Hans Baur, one of the founders of Lufthansa in 1926, Hitler‘s personal pilot, but also a high-ranking Nazi SS officer and a close friend of the Führer.
The information offered by Hans Baur is of great interest. Early in Hans Baur’s career, the pilots doing what he did were called aviation pioneers. At the time, planes contained virtually no air navigation instruments that could assist a pilot flying in difficult weather conditions. The Alps are tricky to fly through in good weather, so it gets a lot more challenging in bad weather and in a poorly equipped plane. If we add the freezing conditions, engine failures, cabins that are not heated and that are not equipped with devices providing supplemental oxygen to pilots, then there are flightsthat would be considered something like an “exploit”. This aspect of the book is therefore very interesting.
I also liked all of Hans Baur’s anecdotes about Hitler’s demands on him. Being a pilot for the Führer was no small task. Hitler had very high expectations regarding the performance and the punctuality of his personal pilot, and the latter certainly demonstrated extraordinary abilities to satisfy his superior.
Where we have to be wary is that we are still dealing with an SS pilot, who was a member of the Nazi organization before Hitler took power. We have to question his personal values and what he voluntarily neglected in his book. The regular massacres carried out during Barbarossa Operation in Russia, or the elimination of six million Jews, are not discussed, as the SS pilot maintains he was never involved in politics. He carried passengers without asking questions, but he had chosen Nazism as a political movement. When you are invited to Hitler’s table on a daily basis and are therefore part of his inner circle, it is clear that the Nazi represented by Hans Baur is speaking about more than piloting.
The experience in Russian prisons is described as inhuman by Hans Baur, who has been there ten years. He talks about the transport of German prisoners in cattle cars, very bad food, etc. But I couldn’t help but wonder what planet he lived on to denounce his condition as a prisoner while ignoring the treatment the Germans imposed on the Russians and all the people who were deported and massacred. The Einsatzgruppen were not altar boys. Moreover, Claude Quétel also questioned this remark from Hans Baur, adding that “although very harsh, the living and working conditions in the Soviet camps have nothing to do – as we sometimes read – with those of the German concentration camps.”(p.381).
There are also some inaccuracies and sometimes falsehoods that Claude Quétel does not hesitate to point out. Sometimes these are trivial errors resulting from poor memory. However, other important facts are downright inaccurate. As in this passage where Baur says that Hitler decided to attack Russia four weeks before the start of the war, which is not true. The conquest of the East and of more living space is specifically enunciated in Mein Kampfand is spoken of in a book written while Hitler was in prison in 1923 following a failed coup.
Conclusion
The book « J’étais le pilote de Hitler » is a very interesting book, one more about Nazi Germany. The history of Germany is fascinating and complex, from the time of the Holy Roman Empire to the present day. But it seems that it will always be the twelve years of the Nazi period that will achieve more success in bookstores.
Have a good read!
Click on the link for other books on war in my blog.
Guy Delisle took fifteen years to write this graphic novel. He tells the story of the kidnapping for ransom (K&R) in 1997 of a French citizen, Christophe André, while he was working for a medical NGO in the Caucasus region.
Faithful to his habits, this author born in Quebec City offers us a fascinating and humane narrative. A work that looks at a real life story often adds tension, when properly put together. This is what happens with the work of Guy Delisle. Hostage is a 428-page graphic novel that can be read in one sitting. As it often happens in dramatic events, humans discover an unsuspected character and strengths that enable them to cope with abuse, loneliness and stress.
Hostage by Guy Delisle interior page
The pace and the quality of the drawings and the script make it easy for the reader to dive into the story and imagine themselves in the place of the captive. Would the decisions made by the hostage also have been made by the reader? Would he have used other means to deal with his captivity?
I discourage the reader from trying to discover the conclusion of this story before starting to read the book. Resist this temptation, the read is worth the effort!
Our transatlantic flight, by Sir John Alcock and Sir Arthur Whitten Brown
Newfoundland
Before 1949, Newfoundland was called Dominion of Newfoundland and was part of the British Commonwealth . In 1949, it became a Canadian province.
The first non-stop flight eastward across the Atlantic.
The book « Our transatlantic flight » tells the story of the historic flight that was made in 1919, just after the First World War, from Newfoundland to Ireland. There was a 10,000 £ prize offered by Lord Northcliffe from Great Britain for whoever would succeed on the first non-stop flight eastward across the Atlantic.
A triumph for British aviation
Sir John Alcock and Sir Arthur Whitten Brown , respectively pilot and navigator, wrote the story of their successful flight in this book which was published in 1969. The followings are pilot quotes from the book : « For the first time in the history of aviation the Atlantic had been crossed in direct, non-stop flight in the record time of 15 hours, 57 minutes. » (p.13) « The flight was a triumph for British aviation; the pilot and navigator were both British, the aircraft was a Vickers-Vimy and the twin engines were made by Rolls-Royce. » (p.13)
Sir John Alcock and Sir Arthur Whitten Brown
As with all great human achievements, a very good flight planning and some luck was needed to make this flight a success. If there was an engine failure during the flight, even if the planning was excellent, there was only one outcome : downward.
In order to make the flight, Alcock and Brown boarded a ship from England bound to Halifax. They then headed to Port aux Basques and finally arrived in St.John’s. There, they joined a small group of British aviators who had arrived a few days before and who were also preparing for the competition. « The evenings were mostly spent in playing cards with the other competitors at the Cochrane Hotel, or in visits to the neighbouring film theatres. St.John’s itself showed us every kindness. » (p.60)
Maritime transport was used to carry the Vickers-Vimy biplane to Newfoundland on May 4th. It was assembled in Newfoundland. « The reporters representing the Daily Mail, the New York Times, and the New York World were often of assistance when extra manpower was required. » (p.61).
While the aircraft was being built, there were more and more visiters coming to the site. Brown says : « Although we remained unworried so long as the crowd contented itself with just watching, we had to guard against petty damage. The testing of the fabric’s firmness with the point of an umbrella was a favourite pastime of the spectators […]. » (p.61)
The Vickers-Vimy is being reassembled at Quidi Vidi in Newfoundland.
It was difficult to find a field that could be improvised into an aerodrome : « Newfoundland is a hospitable place, but its best friends cannot claim that it is ideal for aviation. The whole of the island has no ground that might be made into a first-class aerodrome. The district around St.John’s is especially difficult. Some of the country is wooded, but for the most part it shows a rolling, switchback surface, across which aeroplanes cannot taxi with any degree of smoothness. The soil is soft and dotted with boulders, as only a light layer covers the rock stratum. Another handicap is the prevalence of thick fogs, which roll westward from the sea. » (p.59)
They flight tested the airplane on June 9th at Quidi Vidi. During the short flight, the crew could see icebergs near the coast. They did a second trial on June 12th and found that the transmitter constantly caused problems. But, at least, the engines seemed to be reliable…
The departure
The two men left Newfoundland on June 14th 1919. In order to fight the cold air in flight, they wore electrically heated clothing. A battery located between two seats provided for the necessary energy.
The Vickers-Vimy departs from Newfoundland in 1919
The short take-off was very difficult due to the wind and the rough surface of the aerodrome. Brown writes : « Several times I held my breath, from fear that our under-carriage would hit a roof or a tree-top. I am convinced that only Alcock’s clever piloting saved us from such an early disaster. » (p.73)
It took them 8 minutes to reach 1000 ft. Barely one hour after departure and once over the ocean, the generator broke and the flight crew was cut off from all means of communication.
As the airplane consumed petrol, the centre of gravity changed and since there was no trim on the machine, the pilot had to exert a permanent backward pressure on the joystick.
Flying in clouds, fog and turbulence.
During the flight with much clouds and fog, Brown, having almost no navigation aid, had real problems to estimate the aircraft’s position and limit the flying errors. He had to wait for a higher altitude and for the night to come to improve his calculations : « I waited impatiently for the first sight of the moon, the Pole Star and other old friends of every navigator. » (p.84). The fog and clouds were so thick that at times they « cut off from view parts of the Vickers-Vimy. » (p.95)
Without proper instruments to fly in clouds, they were relying on a « revolution-counter » to establish the climbing or the falling rate. That is pretty scary. « A sudden increase in revolutions would indicate that the plane was diving; a sudden loss of revs would show that she was climbing dangerously steeply. » (p.176)
But that was not enough. They also had to deal with turbulence that rocked the plane while they could not see anything outside. They became desoriented : « The airspeed indicator failed to register, and bad bumps prevented me from holding to our course. From side to side rocked the machine, and it was hard to know in what position we really were. A spin was the inevitable result. From an altitude of 4,000 feet we twirled rapidly downward.[…]. « Apart from the changing levels marked by aneroid, only the fact that our bodies were pressed tightly against the seats indicated that we were falling. How and at what angle we were falling, we knew not. Alcock tried to centralise the controls, but failed because we had lost all sense of what was central. I searched in every direction for an external sign, and saw nothing but opaque nebulousness. » (p.88)
« It was a tense moment for us, and when at last we emerged from the fog we were close down over the water at an extremely dangerous angle. The white-capped waves were rolling along too close to be comfortable, but a quick glimpse of the horizon enabled me to regain control of the machine. » (p.40).
De-icing a gauge installed outside of the cockpit.
Snow and sleet were falling. They didn’t realize how lucky they were to continue flying in such a weather. Nowadays, there are many ways to dislodge ice from a wing while the aircraft is in flight. Here is what Brown says about their situation : « […] The top sides of the plane were covered completely by a crusting of frozen sleet. The sleet imbedded itself in the hinges of the ailerons and jammed them, so that for about an hour the machine had scarcely any lateral control. Fortunately, the Vickers-Vimy possesses plenty of inherent lateral stability; and, as the rudder controls were never clogged by sleet, we were able to hold to the right direction. » (p.95)
After twelve hours of flying, the glass of a gauge outside the cockpit became obscured by clotted snow. Brown had to deal with it, while Alcock was flying. « The only way to reach it was by climbing out of the cockpit and kneeling on top of the fuselage, while holding a strut for the maintenance of balance. […] The violent rush of air, which tended to push me backward, was another discomfort. […] Until the storm ended, a repetition of this performance, at fairly frequent intervals, continued to be necessary. » (p.94)
In order to save themselves, they executed a descent from 11,000 to 1000 feet and in the warmer air the ailerons started to operate again. As they continued their descent below 1000 feet over the ocean, they were still surrounded by fog. They had to do some serious low altitude flying : « Alcock was feeling his way downward gently and alertly, not knowing whether the cloud extended to the ocean, nor at what moment the machine’s undercarriage might touch the waves. He had loosened his safety belt, and was ready to abandon ship if we hit the water […]. » (p.96)
The arrival.
They saw Ireland at 8.15 am on June 15th and crossed the coast ten minutes later. They did not expect a very challenging landing as the field looked solid enough to support an aircraft. They landed at 8 :40 am at Clifden on top of what happened to be a bog; the aircraft rolled on its nose and suffered serious material damages. The first non-stop transatlantic flight ended in a crash. Both both crewmen were alive and well, although they were dealing with fatigue…
The transatlantic flight ends up in Ireland in a soft field
Initially, nobody in Ireland believed that the plane arrived from North America. But when they saw mail-bags from Newfoundland, there were « cheers and painful hand-shakes » (p.102).
First page of the Sunday Evening Telegraph in 1919.
They were cheered by the crowds in Ireland and England and received their prize from Winston Churchill.
John Alcock chaired by the crowd
Winston Churchill is presenting the Daily Mail Check to the two pilots.
Their record stood unchallenged for eight years until Lindbergh’s flight in 1927.
The future of transatlantic flight.
Towards the end of the book, the authors risk a prediction on the future of transatlantic flight. But aviation made such a progress in a very short time that, inevitably, their thoughts on the subject was obsolete in a matter of a few years. Here are some examples :
« Nothwithstanding that the first two flights across the Atlantic were made respectively by a flying boat and an aeroplane, it is evident that the future of transatlantic flight belongs to the airship. » (p.121)
« […] The heavy type of aeroplane necessary to carry an economical load for long distances would not be capable of much more than 85 to 90 miles an hour. The difference between this and the present airship speed of 60 miles an hour would be reduced by the fact that an aeroplane must land at intermediate stations for fuel replenishment. » (p.123)
« It is undesirable to fly at great heights owing to the low temperature; but with suitable provision for heating there is no reason why flying at 10,000 feet should not be common. » (p.136)
The Air Age.
There is a short section in the book on the « Air Age ». I chose two small excerpts on Germany and Canada :
On Germany’s excellent Zeppelins : « The new type of Zeppelin – the Bodensee – is so efficient that no weather conditions, except a strong cross-hangar wind, prevents it from making its daily flight of 390 miles between Friedrichshafen and Staalsen, thirteen miles from Berlin. » (p.140)
On Canada’s use of aeroplanes : « Canada has found a highly successful use for aeroplanes in prospecting the Labrador timber country. A group of machines returned from an exploration with valuable photographs and maps of hundreds of thousands of pound’s worth of forest land. Aerial fire patrols, also, are sent out over forests.» (p.142) and « Already, the Canadian Northwest Mounted Police [today the RCMP] have captured criminals by means of aeroplane patrols. » (p.146)
Conclusion
The Manchester Guardian stated, on June 16th 1919 : « […] As far as can be foreseen, the future of air transport over the Atlantic is not for the aeroplane. It may be used many times for personal feats of daring. But to make the aeroplane safe enough for business use on such sea routes we should have to have all the cyclones of the Atlantic marked on the chart, and their progress marked in from hour to hour. »(p.169)
Title : Our Transatlantic Flight
Authors : Sir John Alcock and Sir Arthur Whitten Brown
