In an interview given the Boston Globe 

 alter his flight Grahame-Whlte said in 

 part: 



"I decided that after a warming-up 

 spell that I would make the flight With 

 a flying start. Three laps around the 

 course gave me my bearings, etc., and I 

 headed aB I thought for Boston Light. 

 Leavfiig the course behind, I headed out 

 across Squantum Point and then passed 

 over the waters of. Quincy Bay. Once 

 over the water the scene was a pretty and 

 a picturesque one. Far below were little 

 island3 and towers and many boats of all 

 kinds. Plain among them were the tor- 

 pedo boats of the United States Navy, and 

 I also had the pleasure of an excellent 

 view of several of your harbor forts. 



"I was flying hign, in fact about 800 

 to 1000 feet above the water. From the 

 actions of those persons far below me it 

 was apparent that I was being applauded, 

 but it "was merely by their gestures that 

 I knew, for sound could not reach me as 

 the din from the engine is terrific. Mean- 

 while I was keeping a sharp lookout for 

 Boston Light. When I started I made 

 what I thought was a fair allowance for 

 the -wind, but I soon discovered that it was 

 not necessary, for I was off a little too 

 much towards the direction of Boston. I 

 thought the light was towards Boston, out 

 it was on the other side. 



The machine was winging its way along 

 be&utifully, but I could not seem to looite 

 the lighthouse. In fact, I went quite a Ut 

 out of my way before I did find it. My 

 trouble was that from my height In the air 

 it was such a tiny little place that I could 

 not spot it. There was nothing flying to 

 attract one's attention to it. When I d d 

 find it, however, I took a good look so that 

 I would remember it the next time, made 

 the circle and headed back for the field. 

 Then tmy trouble commenced, for the sun 

 was very bright and it was shining directly 

 In my eyes. The glare was so Intense that 

 I could not see my way and for a time I 

 lost It. I merely headed the machine in a 

 general way and when I came in sight o'. 

 the field I was some distance out of !he 

 direct course. 



"Not only did I have trouble with the sun 

 on the return trip, but owing to the heavy 

 wind which was abeam most of the time 1 

 had hard work to keep her down. She 

 arose so much that I did not have the pow- 

 er all on. I flew at a height of 1500 feet at 

 one time on my first return from the light 

 After making the circuit of the No. 6 pylon 

 I straightened out and headed for the sec- 

 ond circuit of the course to the light. I 

 profited by my first trip and did not have 

 much difficulty in locating it, although its 

 tiny size prevented one from seeing it from 

 any great distance. I had the same trouble 

 with wind and sun on the return as I did 

 on my first trip, but barring the eye strain 

 I did not experience great inconvenience ot 

 any kind. On my return trips I had ex- 

 cellent views of the city of Boston, particu- 

 larly South Boston and Dorchester, which 

 are located not far from No. 6 pylon. 



"At no time did I really get the benefit of 

 the wind, for it had a tendency to be 

 abeam. As it was my machine travelled at 

 times at something better than seventy 

 mtles an hour, while if the wind had been 

 in my favor I am sure the monoplane 

 would have attained a much greater speed. 

 Should my time be improved on I will con- 

 tinue, for I am particularly anxious to win 

 the blue ribbon event of the meeting." 



'T WAS GREAT FOR SPECTATORS 



Brookins Broke World's Record for Slow- 

 ness and Altitude Flights Were Thrilling 

 —Plenty of Other Features 



ot 



rth of amusement 



. the 



and thrilling events, not to mentic 

 exhibition afforded to those lookli 

 from other viewpoints. The outsiders 

 could watch the flyers when they got 

 well up in the air, but they, of course, 

 missed practically all of the getaways 

 and fine work on the field. The crowd 

 on the grounds was the largest of the 

 meet and everyone was enthusiastic from 

 start to finish. 



Walter Brookins in a Wright biplane 

 had the honor of establishing a new 

 world's record for slow speed. This may 

 appear to the casual observer to be a 

 negative honor, but in reality means 

 considerable to those who navigate the 

 air. The Wright biplanes came in for 

 many words of praise because of their 

 steadiness on this and all of the other 

 flights which they have made, someone 

 in the crowd dubbing them the aerial 

 ferryboats. 



Brookins in making his record circled 

 the course (one mile and three-fourths), 

 three times, making the first lap in 4m. 

 35 4-os.; the second lap in 5m. 38 4-58., 

 and the third lap In 4m. 43 2-5s, His 

 total time for covering the three rounds 

 was 13m. 48s. The previous slowness rec- 

 ord was credited to Captain Dickson, at 

 Lanark, Scot., on Aug. 13, when he went 

 1.7 miles in 4m. 5s.; or at the rate of 

 24.98 miles per hour. Brookins's rate for 

 the entire course, three laps, averaged 

 22.8 miles an hour, and on the second lap 

 his speed was kept down to 22.18 miles 

 an hour, a remarkably fine showing. 



The greatest interest of all centred in the 

 flight to Boston Light and Grahame-Whlte, 

 the ever-courteous, ever-ready Englishman, 

 was the man of the hour, so to speak, in 

 this connection. Before he started for the 

 Light trial, however, Johnstone went up on 

 a sky-scraping trip for the altitude prize. 

 His flight was a pretty one to watch, for 

 the Wright biplane which he used gradu- 

 ally went up and up as it circled over the 

 course, until in passing the grand stand at 

 the end of the first lap it was seven or 

 eight hundred feet above the heads of the 

 spectators. There were clouds in the sky at 

 the time and now and then one obscured 

 the face of the sun or served as a dark 

 background against which the biplane stood 

 out clearly. Again the sun's rays would 

 strike upon the silvered woodwork of the 

 machine and it would stand out like a bas- 

 relief against the blue sky or a cloud. He 

 kept moving about to suit his own conven- 

 ience as there is no requirement that the 

 course be followed in the altitude tests, and 

 at one time it circled high over Neponset. 

 It was noticeable that the biplane gained its 

 added height above the ground much faster 

 when running up against the wind, which 

 although light served to push the planes 

 upward when the power of the motor was 

 used against it. 



Johnstone went up a long distance, esti- 

 mated by the triangulation reckonings as 

 2875 feet, then he gradually dropped 

 and began circling over the course, cutting 



