PLANES IN ANTARCTIC

Grey River Argus, 17 April 1929, Page 5

PLANES IN ANTARCTIC

Exceed Expectations BYRD’S REVIEW OF WORK(By Russel Owen, Copyrighted, 1929, by the “New York Times” Company, and “St. Louis Despatch.” AU rights for publication reserved 'hi'oug'bouL the world. Wireless to “New Yotk limes.”) BAY OF WHALES', April 14. The airplane has proved its value in Antarctic flying under most severe conditions, in cold far below zero, through snowsqualls over a sur face obscured by drift and surrounded bv an undefined horizon. The motors have shown no mechanical failures. The landing gear has stood up on fields so rough that at home no pilot would dream of taking off with a load. The most important lesson learned is that airplanes for use in this country Or violent winds should have folded wings.

“I judge that sixty per cent of our flying was done by instruments, because it has been impossible to distinguish surface or horizon at times during the flights,” said Commander , Byrd, adding:— “The results have so far exceeded our expectations, and am more than ever convinced that in a region so inaccessible as the Antarctic, the airplane is the logical method for exploration, except where local conditions make it prohibitive. We have flown over thousands c'_ square miles of territory, never before seen. We have surveyed and mapped it, and landed on it for closer examination, end to fix its true position. True, we have lost one airplane, but we were pioneering, and I believe from the experience gained such losses can be avoided by future air explorers,. so I think the record of this preliminary work speaks well for the use of the airplane in exploration and points the way to even greater records to be vri’ten in, not only by us, but also by those who will come after us.” “During a photographic flight of ten thousand feet,” added Commander Dvrd, “with temperatures thirty-eight ! below zero, the engines began backfiring and missing, due to lack of hear in the oil system. The oil temperature is normally 140 to 160 fahrenheit, but ■ on this occasion it fell to 100. Lagging two more oil lines brought it up to 140 There was no further trouble. It is believed that it will eventually be possible to enclose the entire air-eool--1 ed engine in cowling, so that the flow of air may be regulated, and an even temperature maintained at all times. Such cowling wbii'd be ideal for Antarctic flying. St* •ting the engine prei

sents many difficulties, but with blow torches we are able to do it in fortyfive minutes. We frequently found after a storm that fine snow drifted -n through the tiny openings of canvas, until every space between the cylinders, rods and even inside the cowling, is packed with hard snow. The valve box covers are filled with paste snow, and congealed oil, and the entire engine is so stiff a man can throw his entire weight against the propeller without budging it. This looks rather hopeless until the heater is put under the engine and it is melted out. Even if the engine could be turned over, earbnrettion in a cold engine at thirty below zero, is impossible, but With fireproof canvas above and blow torches underneath, even in the coldest weather with high winds, it is possible to heat the motor to a temperature of 120 in forty five minutes.’J