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Aviation History
1952
1952 - 0286.PDF
124 FLIGHT, i February 1952 ATTACKING the TSETSE-FLY A Note on Aerial Spraying Research Operations in Tanganyika THE technique of crop-spraying is now well known ; not so familiar is the treatment of uncultivated areas to put down such formidable pests as the tsetse-fly, carrier of disease to man and beast. This short article is by Captain E. C. Jaques, of Airwork, Ltd., who have a spraying contract of this kind in Tanganyika; it was written last December, during an interlude—used for research—in the active operations. \ / FOLLOWING on the end of the 1950-51 \ 4 / contract and the unfortunate loss of one ^^^Sp^gsra. of the Ansons, a revised programme of < ^^S^^^^^> spraying operations has been drawn up. tWsk A scheme for clearing a hundred square / ; (\ miles of tsetse-infected bush in the gold- ' *• mining area near Muso'ma (on the south east shore of Lake Victoria) must in any case await the arrival of the replacement Anson. Meanwhile, a number of basic research problems are being investigated, with the familiar pattern of extensive ground work and scattered flights—usually pre-dawn—and low overall flying hours. The ratio of take-offs and landings to flight time is, how ever, anything from five to ten times that of the more normal operations. Whilst one must acquire special muscular development to deal with frequent undercart winding, there is much to be said for the sturdy but simple Anson construc tion in this land of improvised airfields and meagre facilities. We have developed a technique of aerial photography, processing and map-making, and now have the advantage of bringing remote and sometimes trackless bush areas under examination in our offices. To ourselves and a number of Government departments concerned with territorial develop ment this is a promising step forward, since detailed survey work is almost non-existent. One series of trials is now taking place at Kikore, the scene of earlier spraying cycles. This time we are spraying Atta Island (so-called because the bush stands isolated on an island of land rising from the surrounding plain) to the point when the last fly has been eUminated. Here it should be said that to kill 98.5 per cent of the fly population is relatively simple, but that the odd 1.5 per cent, remaining a potential reinfestation danger, can give much trouble in elimination. Another important factor is the direction of spraying runs, because, due to the possible movement of flies between sprays—usually during the period from one dawn to the next —the amount of overlapping spray coverage required may, if the spray runs are long, tend to exceed the area which can be covered by our single aircraft payload. On a first inspection of our private airstrip at Kikore prior to the present trials, we found fresh rhino tracks, crossing the wet earth of the strip. This may indicate a MORE than at any previous time, British aircraft engines are scheduled to be, or are being, manufactured in foreign factories. Presented here is a list—based primarily on information from the S.B.A.C.—of all the licences to build which, to our knowledge, are current between engipe manufacturers in this country and overseas. These licences are sometimes valid for a given period, or may refer to a specified number of power plants, or they may give the licencee a completely free hand, according to the terms of the agreement. Argentina.—Rolls-Royce Derwent (for fighters)'. Note: The Pulque II fighter is at present fitted with a Nene; these Denvents are possibly Meteor spares. Australia.—Rolls-Royce Avon (for Canberra and F-86 Sabre), Rolls-Royce Nene (for Vampire). Belgium.—Rolls-Royce Derwent (for Fokker-built Meteor 8), Canada.—Rolla-Royce Nene (for Casadair-built Lockheed T.33). France.—Bristol Hercules (for Nord 2500 series and numerous prototypes); Rolls-Royce Nene (for Mistral—a Vampire development— and many prototypes); Rolls-Royce Tay (for Marcel Dassault fighters). Italy.—De Havilland Goblin (for Vampires and Fiat G.80); de Havilland Ghost (for Venom). previous inhabitant, and no doubt we shall receive a personal visit in due course. Ostriches seem to have multiplied in numbers in the vicinity, possibly from the nest just off the end of the runway, where we found 34 eggs in 1950. We are housed in some style this time, on the lower slopes of the Rift Wall, in "Rhino Hall," one of two houses built in the early nineteen-twenties by Sir Frank Swynnerton, the Father of tsetse-fly research in East Africa. The house is aptly named, for its first occupant was killed by a rhino nearby. Of late, in the dry seasons, lions and leopards are the more frequent visitors, and as leopards will travel far in any season for a toothsome morsel of dog such pets are "out" at Kikore. For all concerned it is customary not to wander outside the houses after dark. This can be inconvenient, because for reasons of hygiene and the hillside rock strata surrounding the house, our "usual offices" are perforce a quarter of a mile away. Speaking of Uons, one was reported two days ago in the Atta Island bush, roaring with apparent satisfaction after a kill, around 6 a.m. So near was he that the field officer engaged on spray-run marking duties decided to proceed in his vehicle instead of on foot. Usually Uons are content with their freshly-kiUed food, but it is as well to be cautious when man is up-wind, as was the case in this instance. To sum up briefly our progress to date, one can say that much has been learned of the scope and limitations of air craft-spraying against various insects which cause trouble in East Africa. With growing specialized knowledge, the com bined team can the more easily consider wider applications, including the agricultural sphere, which must play an in creasing part in future economic development. There is little doubt that the often tantaUsingly slow progress, which is more imaginary than real, is laying the sound foundation for future work. After the groundnut scheme, who can won der at the caution of Government researchers when faced with complex problems of this tropical land of extremes and contradictions ? At the time of writing, the grass is green and lush around Arusha and one swelters in the afternoon heat. Meantime, snow appears on the peak of Mt. Meru, not more than 15 flight-miles away, and the glaciers of Kilimanjaro emerge most evenings from their cloud-mantle, 50 miles to the East. In the last month or so some areas have had more than the average annual total of rainfall at Kew; yet we can expect to see in January and February thousands of square miles of dried grass, breeding fires and dust spirals. In step with these seasons, which vary throughout the territories with distance and ground level, we must learn to gauge our attacks on the insect plagues. Netherlands.—No licence; the British engines used (chiefly Cen-taurus and Derwent) are imported. Sweden.—De Havilland Goblin (for Vampire and J-21R); de Havil land Ghost (for J-29). Switzerland.—De Havilland Ghost (for Venom). United States.—Armstrong Siddeley Mamba, Double Mamba and Python; Armstrong Siddeley Sapphire (as Wright J-65, for Martin B-57A Canberra, Republic F-84F and RF-84F, and other types); Bristol Olympus; Rolls-Royce Nene (as Pratt and Whitney J-42, for Grumman F9F-2 Panther); Rolls-Royce Tay (as Pratt and Whitney J-48, for F9F-5 Panther, F-93A Sabre and Lockheed F-94C). R.Ae.S. LECTURE IN HULL THE subject of an R.Ae.S. main lecture to be given in Hull on Thursday, February 21st, is Power Steering for Aircraft; by K. G. Hancock, B.Sc, A.F.R.Ae.S., and P. Person, M.A., A.F.R.Ae.S. The lecture halh at the Electricity Showrooms, is within 200 yards of the Royal Station Hotel, where visitors can be accommodated. After the lecture the Brough branch of the R.Ae.S. and Blackburn and General Aircraft, Ltd., are to give a small private dinner party. BRITISH ENGINES BUILT ABROAD
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