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[[image - "Spirit of St. Louis" and a group of onlookers on a grassy field]]
[[image - the Wright Brothers and their plane taking off]]
[[image - Charles A. Lindbergh in aviator cap, googles, and jacket]]
[[caption - Two planes that made aviation history in the past, Charles A. Lindbergh's "Spirit of St. Louis" and an early Wright Brothers' box-kite-and-gas-engine similar to that in which the first plane flight was made at Kitty Hawk, N. C., in 1903. Right: Col. Charles A. Lindbergh.]]
[[image - cartoon sketch of a plane in flight]]

[[news article]]
Could Carry 40 Today
   Instead of the small land plane, which carried Chamberlin and Levine-or Charles A. Lindbergh-across the Atlantic, their ship of the air is a handsome, million-dollar flying boat, 82,000 pounds of weight when ready to fly, with all the luxuries (somewhat scaled down) of a modern hotel.
   There will be ten passengers aboard, but there could be 40, and on shorter trips, when less gasoline need be carried at the start, 74. These will have the run of a solid, smooth-running boat measuring 152 feet from wingtip to wingtip, 32 feet more than was covered by the Wright brothers' entire first flight at Kitty Hawk, N. C., in 1903.
   For these ten passengers there will be a crew of 12, with two stewards. No cramped sitting space here for either passengers or crew. The clipper is a double-decker, a flight deck for the officers and crew and a main deck for the passengers. Here are five main passenger cabins, each with living and sleeping accommodations for six passengers. Here we have a dining room-lounge, where 15 passengers may have their meals at a time. There is another passenger compartment for four. There is a completely and almost lavishly furnished bridal suite. There are dressing rooms for men and women. There is a galley, or kitchen, with an icebox and steam table. Meals can be prepared here-though the heavy cooking will be done in advance on shore-for 85 diners.
[[/news article]]

[[news article]]
Two Pilots on Bridge
   Instead of the single pilot of the Lindbergh tradition, the passengers will know that a full, adequate crew is there to carry on the business of bringing the ship to her destination on time. The skipper (Capt. R. O. D. Sullivan), from his own post on the flight deck, oversees the work of all members of the crew, with every one of whom he can communicate by telephone.
   On the bridge at least two pilots will be on duty at the controls all the time. One pilot is at the navigator's station, making observations and checking the plane's position and course. An engineering officer is on duty at the engine instrument and control station or making inspection visits to the engine sations in the wings. A radio officer is at his instrument, communicating with shore stations or determining his direction. Then there are the stewards, who may be on duty in the passenger compartments or in the galley.
   The crew which will actually take out the Atlantic Clipper tomorrow will be Captain Sullivan, Capt. Gilbert B. Blackmore, first officer; Robert D. Fordyce, Benjamin S. Harrell and J. Norman Gentry, junior flight officers; John A. Fiske, engineering officer; Melvin C. Anderson, Harold G. Lambert, Harry L. Drake and Stewards Bruno Caridotti and John Salmini.
   Imagine the life of a passenger on this first flight, or on subsequent voyages, across the Atlantic. He reaches the small pier at Port Washington some time, which is 3 p.m. tomorrow. A steward takes his baggage, which may not weigh more than 55 pounds, and disposes of it as any steward might on any other vessel. As the plane moves out into position, swings about, picks up speed and rises, the excitement of it all absorbs him-or her. The plane itself, the view of the harbor and the city from the air receding into the distance, merging with the horizon.
   Something like an hour has now passed. He spends another hour or two getting acquainted with the other passengers, talking and listening. Almost before he knows it, it is 6 o'clock (New York time) and time for dinner. The steward hands him an elaborate menu, from which he chooses his items in a comfortable dining room. After dinner he sits in the lounge, reads, plays cards, smokes if he will-there is none of the tobacco-phobia that prevailed, for example, on the Zeppelin dirigibles. He goes to bed, and early in the morning (5 a.m. New York time but 7 where he is now) the plane descends.

Hour Stop at Horta
   This is the first stop on the way-Horta, in the Azores. It is only an hour's stopover, and at 8 the plane is off again. In the nine hours that follow, there is breakfast and luncheon and then watching for the mainland to appear, and presently there is the coastline of Portugal.
   [[bottom half of text-Landing is at 5 in the evening.]] There is an overnight stop here, and for a passenger who is going beyond, there is a chance to visit the city at night.
   The plane leaves again at 7 and from here on there is the coastline of Portugal and Spain to observe from the air, then the fields of southern France.
   At 3 p.m. Friday (11 a.m. New York time) the clipper comes down at Marseilles. Forty-four hours have passed since leaving Port Washington. Actual flying time-31 hours. There is hardly enough time to be bored. The return flight will be somewhat longer-53 hours elapsed time from Marseilles and 35 hours flying time. Eventually, the Northern routes, by way of Newfoundland to Southampton, England, will be opened to passengers, a still briefer trip between the continents.
   Isolationists may talk as they will, but the clipper ships are here and have made Europe an overnight trip from New York.
[[/news article]]

[[image - air crewman using instrument aboard clipper]]