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Pa^e 3.
relatively ?tuple natter to check the sediment l>ov;l for watt.-;' or other foreifn natter thot roifht possibly-have seeped Into the floats. As it leter developed, this was quite unnecossery no water hod seeped Into the pontoons ns lonr 03 there wrf -asoline in them.
While it did not require <; front deal of changes, I did receive invaluable assistance from Aeroncu's Chief Iw.ineer, J. A. Weople, who furnished me with schematic drawings of the fuel-line installation ond also helped ne arronre other details.
By the end of September I hod made up ny -vr nd to try for the record and to do so before Winter set ifc.
The actual work of pettin,' the airplane ready required only a part of two full days. Mechanics ?t the ^ew Orleans Airport installed the fuel lines and increased the oil capacity of the engine from one gallon to two gallons.
The remainder of the preparations consisted of nakinr the necessary arrangements to have the flight recognized he official by the National Aeronautics Association.
I equipped the plane with one of the new Lear portable radio receivers recently introduced.
The final preparations included the customary twenty-hour engine checks and the business of making a few test runs on Lake Pontchartroin to determine the actual distance required to take off with the fuel load I had decided to carry.
At the time of the tnke-off, the press weight of the
ons
airplane was 1593 pounds, which included 81 fn 1\/. of gasoline, two ftallons of oil, portable radio receiver, the official bnrorrr.ph, maps, ropes, flashlights, sandwiches and coffee. This equipment,