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Aviation History
1932
1932 - 0332.PDF
FLIGHT, APRIL 8, 1932 THE SECOND INTERNATIONAL POLAR YEAR IN the Air Estimates there was an allusion to a contri bution which the Air Ministry is making to the ex penses of the British part in the second International Polar Year. The phrase has puzzled not a few readers, but the matter was made clear the other day by Dr. G. C. Simpson, C.B., F.R.S., Director of the Meteoro logical Office at the Air Ministry, who gave an interview to the Press, and also introduced Mr. J. M. Stagg, B.Sc, who is to lead the British expedition to Fort Rae, in Northern Canada. Dr. Simpson recounted that the first Polar Year was held in 1882-83. Just before that time there had been much exploration in the search for Franklyn and other ways, but the various expeditions had not collaborated in scientific observations, and practically nothing was known to scientists about polar conditions. To correct this, 12 nations decided to collaborate and send out expeditions to various points and maintain them there for a complete year in order to collect a mass of data. Great Britain and Canada combined in sending their party to Fort Rae, on the Great Slave Lake. Ever since then, said Dr. Simpson, we had been living on the results obtained in that first Polar Year. In the meantime science had advanced, and it had been decided to celebrate the Jubilee of the first Polar Year by holding a second Polar Year, on a larger scale. It was to last from August 1, 1932, to August 1, 1933. So far as possible, the stations occupied in 1882 were to be re-occupied by the same nations. This decision was come to before the present economic stringency descended upon the world, and now it was doubtful whether Germany would be able to co-operate. Russia was spending most money upon her preparations. Great Britain would send a party of six men, under the leader ship of Mr. Stagg, to the Hudson Bay station at Fort Rae, and another smaller party to the Norwegian station at Tromso. It is perfectly obvious that the more the world knows about meteorology, the better ; but the advance of the art of flying has given a great impetus to the quest for more meteorological information. Dr. Simpson pointed out that the world is like an engine, with the tropical area as the boiler and the polar regions as the condenser. The passage of the hot air from the one to the other is respon sible for depressions, anticyclones, etc., and it was of the utmost importance to learn about the behaviour of the winds as they entered the polar regions. To study this would be one of the most important duties of the various parties. This would be done by releasing small hydrogen balloons and following their course through a telescope mounted like a theodolite, which would give readings. It would not be necessary to retrieve these balloons. Another task was to study the temperatures of the upper air. To do this, recording thermometers would be sent up in balloons. The latter would ascend until they burst, and the instruments would then fall to earth. It was necessary to retrieve these instruments. In this country that was an easy matter, as a notice was attached to each offering a reward to anyone who brought it in, and some farmer was fairly sure to comply. In the Arctic there were practically no inhabitants, and the problem of re covering the instruments was exercising the mind of Mr. Stagg. Specimen instruments had been shown to the Indians of the district, and it was hoped that they would bring in some of those which had fallen. Mr. Stagg was confident of getting these instruments up to 6 or 7 miles, and hoped for 10 miles. He would take out 50 balloons with instruments. Both Fort Rae and Tromso were near the line of greatest frequency of the aurora, and terrestrial magnetism seemed to be connected with the aurora. This study of magnetism was, said Dr. Simpson, almost as important as the study of meteorology. The aurora was known to be at a height of some 60 miles. It would be photographed to show its position in relation to stars. To establish its position it would be necessary to take two photographs simultane ously with some 25 miles between the two cameras. One of the practical problems before the expedition would be to arrange communications between the two, and it was ex pected to use a telephone line laid across the ice when the Great Slave Lake froze, using the lake itself for the return current. Another point which would be studied was what is called the Heaviside layer. That lay at the same height as the aurora, and the possible connection between the two would be studied. He said that only long and medium waves were reflected by the Heaviside layer ; short waves passed through it and were reflected by another layer at a height of 130 miles, or more, which was the reason why short waves travelled farther than long waves. The Heaviside layer might be ironised by the aurora and the upper (or Appleton) layer by the ultra-violet rays of the sun. Prof. Appleton and three others are proceeding to Tromso to study these problems. Interference with Aircraft Wreckage THE Air Ministry desires to call the attention of the general public to the great difficulties which have some times been caused by private persons thoughtlessly remov ing parts of damaged aircraft. It is of the greatest im portance tha^; the causes of accidents to aircraft should be ascertained. Whenever a serious accident is reported the Air Ministry Inspector of Accidents proceeds with the least possible delay to the scene of the accident to examine the crashed machine, and it is essential for his purposes that the wreckage should not have been disturbed more than is necessary to set the occupants free and to prevent any immediate risk of damage to persons or property. During the interval, therefore, before the arrival of the inspector, members of the public are earnestly requested to abstain from any interference with a wrecked aircraft, except for these emergency purposes. The police already have in structions on the whole matter, and interference with wreckage is definitely prohibited by law. A further point of great importance is that broken pieces of the aircraft (for example, a part of a propeller) may be found some distance away. It will be of the utmost assistance if the finding of such pieces is immediately reported to the police, or to the Inspector of Accidents. Although breaches of the law have occurred, the Air Ministry feels sure that no one would wish to retain a broken part of an aircraft in these circumstances for whatever purpose, even though it is an apparently insignificant item, once it has been pointed out that it may be essential to the authorities for tracing the cause of the accident. In a recent case a broadcast appeal for missing parts was made and three members of the public went to much trouble in reporting the finding of certain bits of metal. This enabled the Air Ministry to establish the cause of the accident in question beyond doubt. Over the Andes Again MR. C. TAYLOR, who on March 9 last accomplished a magnificent flight over the Andes, from Mendoza to Val paraiso, in a Comper " Swift " (Pobjoy engine), has flown back again to Mendoza! The return flight, which was made on or about March 23, was carried out at 1,600 ft., in 1 hr. 40 min. We have received from the Comper Air craft Co., Ltd., the following additional details from Mr. Taylor of the first flight, which may be of interest: — " Left Cantelan Aerodrome in Buenos Aires at 5.20 Sunday morning, the 6th, arriving at Rufino 7.50. Re loaded and left at 8.45, arriving Villa Mercedes at 10.15. left 11 arriving at Las Jamarindas in Mendoza at 13.30. Sustained very severe bumps at this stretch, which is notorious for its bad conditions, there being no landing ground of any description between San Luis and Mendoza. The country here is just a long stretch of undulating sand dunes covered with thick scrub. I had considerable diffi culties fixing up my papers and obtaining permission to enter Chile, but finally secured everything by Wednesday morning. Had oxygen tube lent me by the Panagra Air ways, but it proved too large for the Comper so did not use it. Left Mendoza Wednesday morning, the 9th, at 7.20, gaining altitude rapidly, and at 8.30 crossed the highest point (which is at Puerto del Inca, 14,500 ft.) at 18,000 ft. altitude. Felt slight pain at temples but nothing serious. Experienced one or two bumps, but did not lose any appreciable altitude. At 9.20 ran into thick fog bank at Nogales (Chile). Circled and landed successfully in small irrigated field and deposited machine in local sheds. Was detained by the local mountain police for 6 hr. until some friends got through to Chilean Aeronautical Director and secured my release. Intend proceeding to Santiago and subsequently to Buenos Aires. Comper and Pobjoy behaved splendidly throughout for which hearty congratulations." 308
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