Nawailliwilli, Island of Kaui, Sept. 10—The giant navy seaplane PN-9 No. 1, tossed about nine days in the water off the Hawaiian Islands, was anchored I this island port today. Commander John Rodgers and his crew were safe ashore and well after being picked up at sea yesterday by the submarine, 4-4.
The crew, bearded, tanned and half starved after being exposed to the elements nine days, refused to leave their craft until it was in the harbor, thereby technically completing a non-stop plane cruise from San Francisco to the Hawaiian Islands.
The sea plane was forced down by lack of fuel and when it was within striking distance of Honolulu. Food supplies lasted five days. Rainwater caught in fabric torn from the wings of the seaplane saved their lives, the men said. A small still, which Commander Rodgers’ mother insisted that he carry, was pressed into service and used between rains to provide water. Part of the ribs of the seaplane’s wings were burned under the spot where the still was operated.
The craft was able to pick up radio messages but was not able to broadcast.
“The worst part of the drifting period,” said Commander John Rodgers, “was when we were able to hear messages put in the air saying that hope of finding us had been given up.”
Found 15 miles northwest of Nawailliwilli, approximately 450 miles from the spot where they were forced down, the submarine which located them sent food aboard and sent the news of the rescue by radio.
Navigator Connell of the PN-9 No. 1 said that the flyer picked up radio messages at sea before the rescue from the U.S.S. Langley saying that a conference of 21 pilots unanimously agreed that the PN-9 No. 1 and its crew was lost. “That made me angry.”
Commander Rodgers, handling the disabled plane, was highly praised by all members of the crew, who told how he would deprive himself of his rations and water but would insist that the crew take their full share.
Commander Rodgers have out the following at Honolulu, the first authentic account of the experience of the crew:
“For the benefit of the interested public, I desired to make at this time a definite statement of facts in regard to the voyage of the PN-9 No. 1 from San Francisco to Nawailiwili. Other statements heretofore published by the press are unauthorized by me.
The PN-9 No. 1 and No 3 left San Francisco approximately at the same time on August 31, No. 3 leading by about 20 minutes. The PN9A No. 3 was not sighted by No. 1 after departure. Plane PN-9 No. 1 proceeded as per instructions, sailing on a straight course to Kahului.
The wind out of San Francisco was very light from the northwest, gradually hauling to the north. The navigation was done entirely by dead reckoning, no attention being paid to radio bearings. We flew between 200 and 400 feet below the clouds during the night, the sky being thickly overcast and all destroyers were picked up as expected at a distance easily visible from the destroyers.
The engines worked perfectly and there were no signs of leaks or any other trouble. The wind changed to the northeast as expected about 600 miles from San Francisco but was much lighter than had been hoped for. In the morning it became evident that the gasoline supply was running short and it would be doubtful if we could reach Kahului due to the fact that expected favorable winds were not encountered. About noon we decided that our gasoline supply would carry us abut midway between the Aroostook and the Tangier,, respectively, the next to the last and the last station ship. I therefore decided to land at the Aroostook which is fully equipped with airplane tender.
We still had plenty of gasoline to land, refuel and take off again for Honolulu. This was in accordance with the pre-arranged plans to meet the situation with which we were afraid on approaching the Aroostook. We received radio bearings from her, we changed our course to approach on these bearings. It became evident that she would not be found on this course. I started to write a message which would give her some clue to our whereabouts but just then the gasoline gave out. Both engines were cut out simultaneously and we started to glide from about 800 feet.
Lieutenant Connell, who has the controls, made a beautiful landing in the heavy swells, both engines being dead, having no power. Due to total expenditure of gasoline, we could not use radio and were therefore out of communication at twilight. I determined our position to be 50 miles north of the Aroostook’s station. We rigged a radio antenna on the plane and received without much difficulty and everything that was in the air. We sailed before the wind endeavoring to work the plane in toward the Hawaiian islands, hoping to make Oahu. We made 50 miles a day, that is, an average of two miles an hour, although the plane appeared to be making much better speed.
We cut the fabric from the lower wing and rigged a foresail; weather conditions were moderate although during the afternoon the seas were high. The plane at all times behaved very well. After the first day we felt sure that unless the weather changed very much for the worse we could make Oahu, or failing that we would certainly be able to make Kauai. Our only concern was a question of water supply. We knew we could get along without food, of which we had small emergency rations. We were depending on a small water still for water.
From the front page of The Mooresville Enterprise, Thursday, September 17, 1925
newspapers.digitalnc.org/lccn/sn93064798/1925-09-17/ed-1/seq-1/
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