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36           THE SPORTSMAN PILOT

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AROUND THE WORLD IN 3 DAYS-19 HOURS
CONGRATULATIONS
HOWARD HUGHES 
And Your Able Companions
Thomas L. Thurlow, Navigator
Harry P. McLean Connor, Navigator
Richard Stoddart, Radio Engineer
Edward Lund, Flight Engineer

[[image]]
WRIGHT CYCLONES
Selected to power the LOCKHEED 14
on this RECORD-BREAKING FLIGHT

[[image]]

IN 3 days and 19 hours, Howard Hughes and his able companions, flying a Lockheed 14 transport, powered by two 1100 H.P. Wright Cyclones, reduced by half popular conception of the size of the world.

The most impressive thing about this flight is not the fact that it halved the previous record, but rather the precision with which it was accomplished. Every step was carefully planned, then executed with faultless precision.

It is a tribute to modern engineering that this record-breaking flight was established in a standard transport airplane-a Lockheed 14 of the type now in regular service on airlines both here and abroad, particularly on K.L.M. and K.N.I.L.M. where they are powered by Wright Cyclones.

Wright Cyclone 1100 H.P. engines of the type selected by Howard Hughes for his Lockheed 14 power transports on American Airlines, Eastern Air Lines, Pan American Airways System and Transcontinental & Western Air.

Recently released for export sale, Cyclones of this type are also installed in transport now in service on K.L.M. (Royal Dutch Air Lines), K.N.I.L.M. (Royal Netherlands Indies Airways), Pan American Grace Airways and Swiss Air Lines.

[[image]]

"Fly With Wright The World Over"
WRIGHT 
AERONAUTICAL CORPORATION
PATERSON  NEW JERSEY
A DIVISION OF CURTISS-WRIGHT CORPORATION
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like a human post. With that arrangement the stunt was a success. While I stood erect on the upper wing of the plane, Verne Treat would loop the ship two or three times, only a few hundred feet off the ground, at each performance. The spectators never saw the harness, as I removed it before flying low before the grandstand to take a bow at the conclusion of the exhibition. 

How I could stand on top of a looping airplane without apparently holding on to anything was a great mystery that year. I had to be very diplomatic to avoid being cornered by curious people demanding an explanation. The boys of the press were all good sports, and even if they suspected any tricks, they never tried to find out how they were done, or reveal our secret to the public.

I never enjoyed performing such stunts as these. I was an aviator, not a circus acrobat, so I decided to retire to private life rather than further endanger the lives of those who worked with me. The last exhibition flight I gave was at Trenton, N.J., in September of 1921.

I give my husband most of the credit for my coming through safely. Although he was not a pilot, he helped me plan all my flights carefully and he was the last to look over my plane before a flight in order to be sure that nothing had been forgotten by the two mechanics I always had as ground grew. The two boys who did the mechanical work on my plane were trained at the Curtiss aeroplane factory at Hammondsport, N.Y. One of them now is in charge of flying operations for one of our most successful airlines and the other learned to be a very successful transport pilot and was still flying when last I heard of him.

I think that the spirit of aviation today should be: Let there be safety for the flying public, but also let there be courage and daring for the pioneering flights of the future. For what would flying history have been without such aviators as Lindbergh, Kingsford-Smith, Earhart and many others whose courage and daring have blazed important trails in aviation?


Analyzing Air Mass Analysis
(Continued from page 9)

during the winter season.

When dry air is lifted it cools at the rate of 5.3° F. per 1000 feet. This is termed an adiabatic process because in the process of lifting no heat is added or subtracted from the air particle. The cooling is due to the expansion of the air particle against the surrounding atmosphere. A lapse rate that falls 5.3° F. per 1000 feet is called an adiabatic lapse rate.

A rising particle of air will cool at 5.3° F. per 1000 feet provided the water vapor within it remains a gas. As soon as liquid droplets start to form, heat is supplied to the air by this condensation of water vapor. This lessens the rate of the temperature fall of the rising air so that rising moist air cools approximately 3.0° per 1000 feet in summer. This laps rate is known as the moist or pseudo-adiabatic lapse rate. There are three vertical temperature gradients to keep in mind. They are found in the following table in degrees Fahrenheit per 1000 feet:

| [[Lapse rate]] | Per 1000 feet |
| Average Lapse Rate | 3.3° F. |
| Dry Adiabatic Lapse Rate | 5.3° F. |
| Pseudo - adiabatic Lapse Rate (Summer) | 3.0° F. |

These lapse rates are pictured graphically on page 38. It will be noted that if we have a column of air which has an average lapse rate, any particle of air, such as at point B, will cool adiabatically upon being lifted. A very short distance above its original height it will be cooler, and therefore heavier, than the surrounding air and will sink to its original position. Likewise, if it sinks below position B, it will become warmer and lighter than the surrounding air, and rise to its original position. 

It can readily be seen from this diagram that the air is almost always stable with respect to dry air at intermediate and high levels. (Dry air referred to here is that air in which condensation has not taken place.) That is, particles of dry air resist efforts to forced vertical motion. Air does become unstable to dry particles of air during the heat of the day near the earth's surface, usually below 1500 feet. The sun heats the air near the ground so that a lapse rate becomes greater than the adiabatic for short distances. Something starts the air particles near the ground upward and, because they are lighter than the surrounding air, they continue to rise until they reach an elevation where they have the same temperature as the encompassing air. 

Now let us take the case of moist air, or that air in which condensation has taken place. Suppose that again we have an average lapse rate shown in the diagram, but this time point B is a particle of saturated air. If it were lifted it would follow the pseudo-adiabatic lapse rate BG upward. It would be warmer than the surrounding air and keep on