On the 9th N 25 left its “cradle” on Spitzbergen for the first time and made a few trial runs on the ice. Everything went well and the pilot was very satisfied. On the morning of the 11th “Fram” returned, thus finishing this part. Now we were all ready to make use of the first opportunity which the meteorologists should advise. The temperature rose quickly and steadily and in the days that followed it was quite clear that spring was coming.
The 17th of May dawned and was spent exactly as it should have been. A salute in the morning, Olympic games, and a gala dinner in the evening in the “salon.” On the 18th Dr. Bjerknes announced that the prospects were so good that we should hold ourselves ready for a flight at short notice. We were ready. The weather on the 19th was still not exactly as the prophet wished it to be. In the meantime, however, we made “all clear” and got the machines down to a definite starting place where one could slide down a grade direct on to the fjord ice. Local bad weather on the 20th prevented us from starting. The filling of the petrol tanks was finished and by eventide we were absolutely ready.
As I, on the morning of the 20th of May, stuck my nose out of the window I realized at once, without further confirmation from our weather prophets, that our day had arrived. It was brilliant summer weather with a tiny breeze blowing from the fjord, exactly what the pilot wished for. The starting time was fixed for four P.M. The sun was in a favorable position for our sun compass and gave us the greatest aid on our flight. Even at breakfast time we could notice that there was a little excitement in the camp. Many of the members of the expedition, who otherwise would still have been invisible during the time I usually took my breakfast, had in this case already breakfasted and disappeared. It was unnecessary to send a messenger round to say the day had arrived. Every one was making his preparations for departure and the different members could be seen with hands full of private belongings disappear beside the machines and return empty-handed. Each of these little journeys brought more weight and by the time the last pin was fastened we were carrying a load of 3,100 kg., or about 500 kg. more than we were supposed to carry. Director Frohlinde had always insisted in his opinion that we ought to make some trial trips. The airmen said, “No.” As the differences of opinions will be disentangled later on I shall not say more about this here. All the morning a crowd of people were crossing over to the starting place. Everybody who could be there was on the spot. Dinner was taken in the “salon” and if some one had come in by chance he would have noticed something unusual going on. The only guests we had in the “salon” were six Thermos flasks, set up ready for the road. These contained chocolate; beside them were our only provisions for the flight, and the box of Mrs. Clausen’s good oatcakes. The only person who disturbed the dinner’s quiet and friendly course was the steward, who thought he ought to wish his comrades a good journey and thank them for assembling there. Thus was the last dinner at an end and the “salon” again took on its old form as the Coal Company’s sailboat works. “Sic transit gloria mundi.”
As I left my good and comfortable quarters in the house of the Director, his good-natured housekeeper Berta stood there with two packets, which she held out to me. “There is one for each machine,” she said. “Just a little ‘snack’ for the journey.” Oh, Berta, could you but see how gladly and with what warm thanks in our hearts we took the delicious sandwiches and eggs carefully and slowly from the packages, eating them with pleasure, as our last civilized meal for a long time to come,—you would certainly be overjoyed!
At three o’clock in the afternoon we were all gathered beside the machines. As I have already remarked—one is never ready. Director Frohlinde went round and looked carefully at everything. Green, the Rolls-Royce mechanic, listened first to the one and then to the other of the motors. At four o’clock all four motors were warming up. It was a sign for all of us that our hour was almost there. Both sun compasses, which had been set at four o’clock, started going—and the motors started humming. Whilst we put on our heavy flying clothes the two flying men and observers did likewise, wearing similar garments—thick underclothes of wool with leather on top. The point which I personally had always been afraid of during a flight was the condition of my legs. The tremendous speed, which necessarily causes a strong draught and lowers the temperature, puts our shoes naturally to a very strong test. It was not often that my experience proved of actual use to me, but this time I really did get some good out of it. On my earlier journeys it had often been necessary for me to stand hour after hour as observer. When the temperature was below -50° c. and -60° c., which often happened, one must have very special footwear. I found out then that one ought to have good warm footwear on, preferably loose leather stockings and leather shoes (such as the Eskimos wear), and in addition to this the feet should be put into enormous canvas shoes filled with senna grass, which forms a complete lining to the shoes and renders protection to the feet. That time years ago we had taken no Eskimo shoes, but used felt shoes with a pair of thin stockings and above these we wore gigantic canvas shoes filled with large quantities of senna grass. The result was brilliant. Not only did we not freeze, but one or two grumbled because they were too warm. The pilots wore thick leather gloves which gave complete protection to their hands. Personally I wore only an old pair of woolen gloves as I had to write continually. The mechanics were not so heavily clad, as they were continually on the move, passing between the petrol store and the motor, and for this reason they had to be lightly clad. As soon as we were dressed the various members took their places. Ellsworth and I were in the observation seats. Riiser-Larsen and Dietrichson were in the pilots’ seats and the two mechanics, Feucht and Omdal, were beside the motors. My place was in the observation seat of N 25, which lay forward. In the seat behind me—the pilot’s seat—was Riiser-Larsen and in the petrol store behind him was Feucht. In N 24 the arrangements were the same for Ellsworth, Dietrichson, Omdal. Feucht, who had accompanied Director Schulte-Frohlinde from Pisa, was only taken on as a member of the expedition a few days before the start; he had up to that time remained in the Factory’s service. He is a German by birth and had been employed by the Factory for a long time, being considered an exceptionally capable mechanic which will be proved here later. Every one was now ready to say good-by and a long queue passed by the machines. Mention of the photographer must not be forgotten, either, in this connection.
Whilst we waited the motors continued to run and the clock went round to five. Before the two planes got away the following orders were sent out: (1) The command of the remaining part of the expedition should be taken over by Captain Hagerup of the “Fram.” (2) In fourteen days from the start the expedition’s return by flying-machine might be expected. “Fram” and “Hobby” should remain together in the fairway by the Danske Öen so long as it was possible to see the North Coast. Should the light diminish “Hobby” must steer towards the east as far as conditions allowed, but not east of Verlegen Hook. (3) After fourteen days had passed “Hobby” was in any event to steer eastwards if possible as far as Nordkap. After collaborating with “Fram” they were to take up the work of patrolling as near the edge of the ice as possible, both ships keeping a sharp lookout. (4) From the 16th to the 19th of May “Fram” shall remain in King’s Bay for boiler-survey. (5) The ships (if necessary “Hobby” doing this alone should “Fram” have gone back earlier) shall remain by the north coast of Spitzbergen and continue patrolling for six weeks counting from the start; “Hobby” going afterwards to King’s Bay to collect the remaining material to be delivered at Tromsö, where it will be sent back in accordance with special instructions here enclosed. The despatching will be attended to by the chemist Zapffe. (6) When “Fram” goes to King’s Bay for boiler survey it will give those members of the expedition who wish it the opportunity to accompany the boat to King’s Bay in order to travel home by the first opportunity. (From here Horgen, Ramm and Berge are the first to return when both boats definitely set off.)
First Lieutenant E. Horgen, who was engaged as the expedition’s reserve airman (after he had obtained permission from the Norwegian American Line, where he was first mate), became the expedition’s leader on board the “Hobby.” The services Horgen rendered us were many and valuable. I would have liked so much to have granted his great wish to fly northwards with us, but there was no room. Next time I hope to see Horgen an active participator in the flight. He belongs absolutely to the type which I have always sought for, calm, resolute, and afraid of nothing. As a flyer Horgen is now counted among the best.
THE CREW OF N 25
LEFT TO RIGHT: RIISER-LARSEN, AMUNDSEN, FEUCHT