Indianapolis Times, Volume 39, Number 245, Indianapolis, Marion County, 20 February 1928 — Page 5

EEB. 20, 1028

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COL. CHAS. A.LINDBERGH’S OWN LIFE STORY

THE STOST U FAII Lindberg:h > completed his education at the University of Wisconsin, where he became interested in aviation. He entered a flying school and later joined a barnstorming outfit nad learned parachute .jumping and tving walking. He bought a Government airplane for ssOll and made his first solo flight at Amcricus. Ga. Lind.v decided to fly to Texas by direct air line against the advice of more experienced pilots. He made a safe landing the first night at a Government field, but the next night made a hazardous landing in a soft field near Meridian, Miss. A crowd gathered, and Lindbergh offered air rides for $5 each. Avery heavy man accepted, and the weighted plane missed a fence by three feet in taking off under the load. Lindbergh lelt Meridian for Texas, but got lost and descended in a field 125 miles from Meridian. A hidden ditch in the field spelled disaster, and the propeller was broken. Lindbergh was unhurt. After repairing the plane, he had a rushing business in passenger carrying. After carrying a few passengers at $5 each, he left Meridian for Texas, but got lost and crashed in a hidden ditch after landing in a field. Lindbergh repaired the plane and had a brisk business in passenger carrying. Lindy took up an old southern Negro n a passenger and "stunted” for the admiration of the crowd and to the terror of the Negro. Rain and mud forced him from this field and he took off for Texas. Lindbergh crashed and broke another propeller near Shakopee, Minn., while flying from Lincoln. Soft ground caused the "roll over.” Lindbergh’s father took his first flight at Marshall and later went with his son on his campaign. Lindbergh became an enthusiast after her first flight at Janesville, Minn. CHAPTER VII SOME weeks I hardly made expenses, and on others I carried pasesngers all week long at five dollars each. On the whole I was able to make a fair profit in addition to meeting expenses and depreciation. One evening while I was waiting for chance passengers at a held in southern Minnesota, a car drove up with several young fellows in it, one of whom was a graduate of the Army Air Service Training Schools.

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He asked me why I did not apply for enlistment as a cadet at Brooks Field and explained that by writing to the Chief of Air Service at the War Department in Washington I could get enrollment blanks and full information on the course and its requirements. I had always wanted to fly modern and powerful planes. Ever since I had watched a group of fourteen DeHavilands with their four hundred horsepower Liberty motors come into the field at Lincoln in my flying school days, I had longed to fly one of them. The Army offered the only opportunity, for there were no Liberty engines flying around barnstorming. Consequently at the hotel that night I wrote my letter to the Chief of Air Service, and a few days later when I received my next mail forwarded from Minneapolis, a letter from Washington with the enrollment blanks was included. The letter informed me that a candidate must be between twenty and twenty-seven years of age inclusive, unmarried, of good physical condition and must have a high school education, or its equivalent. I completed and returned the forms, and a short time later received another message authorizing me to appear before an examining board at Chanute Field, Rantoul, 111., in January, 1924. Toward the end of September I began to work south. Cold weather was coming on in Minnesota and most people did not enjoy flying in an open cockpit in winter. I barnstormed over into Wisconsin, but found that someone had been carrying passengers for half price there. I had always con? formed to the rule in use among most pilots at that time, of giving a good ride for $5, but not carrying anyone for less. So I left southern Wisconsin and turned toward Illinois. After taking off I decided to take in the International Air Races at St. Louis, which were then in progress; so instead of sizing up each town I passed over for its passenger possibilities, I flew toward St. Louis until the gasoline ran low, then landed, took on a fresh supply from a passing gas truck and pressed on to Carlinville, 111. There I picked up more fuel and a $25 passenger for St. Louis. As we neared Lambert Field, where the races were being held, we passed over the race course while the bombers’ contest was in progress. I landed on a hill east of Lambert in order to keep out of the way of the races, and waited until evening before hopping over and staking my ship down at the end of the long rows of civilian planes. A large number of my old friends were attending the races and soon after landing I met Bud Gurney

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who, together With one of the flying students at Lincoln, had managed to get to the races without buying a Pullman ticket. He had brought his chute with him and was entered in the parachute spot landing contest, in which he was to be the last attraction of the meet by staging a double drop. In the evening after the races were over for the day, I carried a few passengers and looked over the different types of planes. I would have given the summer’s barnstorming profits gladly in return for authority to fly some of the newer types, and I determined to let nothing interfere with my chance of being appointed a Flying Cadet in the Army. This appeared to be my only opportunity to fly planes which would roar up into the sky when they were pointed in that direction, instead of having to ,be wished up over low trees at the end of a landing field. When I went to St. Louis it was with the expectation of pressing on still farther South when the races were over, but with Bud’s assistance I sold my Jenny to his friend, flying instruction included. Marvin Northrop, who had flown a Standard down from Minneapolis,

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THE INDIANAPOLIS TIMES

bad sold his ship in St. Louis also; together with a course in flying. Since it was necessary for him to return home immediately I agreed to instruct his student while mine was learning on the Jenny. I had promised to carry Bud for his last jump, and towards evening on the final day of the races he packed his two chutes and tied them together with the only rope he could find. It was rather old, but we decided that it would hold and if it did not the only consequence would be a little longer fall before the second chute opened. I coaxed the old Jenny up to 1,700 feet and as we passed to the windward of the field Bud cut loose. The first chute opened at once,

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but in opening, the strain on the old rope was too great and it snapped, releasing the second chute which fell another 200 feet before opening. Planes were circling all around the parachute and flying in every direction without apparent regard for one another. The air was kept in constant motion by their propellers, and the chute swung from side to side in the rough currents with the result that Bud broke an arm as he landed among the crowd on the side of a ditch. This was the only accident in which any one was injured during the entire meet. For the next few weeks I instructed my two students and made a short barnstorming tour through Illinois. (To Be Continued Tomorrow)

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NEW PLANE RECORD SET London-Australia Hop Completed in Thirteen Days. By United Press LONDON, Feb. 20.—Captain Bert Hinkler, Australian flier, has completed a flight from London to Australia in the record time of

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thirteen days, The Daily Mail said today. The Daily Mail’s coorrespondent said that Hinkler arrived at Singapore Sunday, after a swift trip in a small English-made airplane. The flight was 7,900 miles and broke a record established in 1919. The flight also was the longest single flight made by one aviator.

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