FROM LONDON TO AUSTRALIA BY AEROPLANE 



233 



Photograph by Sir Ross Smith 

 FILLING THE PETROL TANKS OF THE VIMY WITH "SHELL" 



When fully loaded, the great flying-machine, with its wing spread of 6~ feet, weighed 

 13,000 pounds. Its petrol tanks had a capacity sufficient to keep the plane in the air for 13 

 hours, traveling at a speed of 80 miles an hour (see text, page 237). 



second, by the fact that winter was fast 

 approaching and the season might break 

 at any time, thus rendering long-distance 

 frying extremely hazardous. 



Once Vickers had decided to enter the 

 machine, however, they threw themselves 

 whole-heartedly into the project and 

 practically gave me a free hand to make 

 whatever arrangements I deemed essen- 

 tial. I had gone minutely into all the in- 

 tricate details of equipment, the question 

 of supplies, fuel, etc., during my return 

 voyage to England. 



The "Shell'' Marketing Co. agreed to 

 have our petrol supplies at the required 

 depots to tabulated dates, and Messrs. 

 Wakefield Ltd. in a similar capacity un- 

 dertook to arrange for lubricating oils. 



MAPPING OUT THE ROUTE 



The route I decided upon was, roughly, 

 England, France, Italy, Crete, Egypt, 

 Palestine, Mesopotamia, Persia, India, 



Burma, Siam, Federated Malay States, 

 Dutch East Indies to Port Darwin. 



With the route from Port Darwin 

 to our ultimate destination we were un- 

 concerned, for we had received intima- 

 tion that the Defense Department of 

 Australia had made all necessary arrange- 

 ments. The great thing was to reach 

 Australia, and, if possible, land our ma- 

 chine there under thirty days. 



For my convenience. I divided the 

 route into four stages : First. London to 

 Cairo ; second, Cairo to Calcutta ; third, 

 Calcutta to Singapore ; fourth. Singapore 

 to Australia. 



I had been over the entire route with 

 the exception of the first stage, and so 

 was fairly cognizant of the existing con- 

 ditions — the weather, climate, and the 

 nature of the landing grounds. General 

 Borton had pioneered the first stage in 

 August, 1918; his generous advice, direc- 

 tions, charts, and photographs were in- 

 valuable. 



