Ice In Planes On Survey Flights Over Germany

Northern Advocate, 25 January 1940, Page 5

Ice In Planes On Survey Flights Over Germany

(Received 2 p.m.) RUGBY, January 24. On recent night flights over Germany, temperatures as low as 52 degrees of frost have been encountered by Royal Air Force bomber aircraft, and ice has formed in layers on the cockpit floor inside the aircraft. The extreme cold, and the rarified air at altitudes up to five miles above the earth, which are attained by bombers in the course of reconnaissance flights over the heart o£ Germany, are the airmen’s two greatest dangers. Clothing Only Protection. For protection against such intense cold, the airmen rely solely upon warm clothing. Electrically-heated flying clothing is no longer generally employed in the R.A.F.; for, in the event of failure of the electrical supply at high altitudes, the entire'Crew would immediately be deprived of their sole protection against the cold. As the height increases, the air pressure becomes less and the atmosphere progressively more rarified. Oxygen Inhalation. To guard against the risk of premature collapse, it is the usual practice for oxygen inhalation to begin at 10,000 feet, and the rate of supply is steadily increased as the aircraft gains height. Each member of the crew wears an oxygen breathing mask covering his nose and mouth, 'and from the mask is suspended a length of flexible tubing, which is plugged into an oxygen point nearby. At about 35,000 feet, however, the low pressure of the atmosphere makes breathing, even with the aid of the oxygen mask impossible, and it becomes necessary to encase the airmen in an -airtight pressure suit, resembling a diver’s outfit, inside which a predetermined pressure, sufficient to permit of inhalation of oxygen, can be maintained.

Special Plane Problems Apart from the psychological conditions, high altitude flying also introduces special problems relating to the aircraft itself. At heights approaching the aircraft “ceiling” the atmosphere provides so little “lift” for the aeroplane wing, that combined with the lower power of the engines, the rate of flying may fall to a fraction of the aircraft’s ground-level ability. From aircraft travelling at 200 m.p.h., at a height of 20,000 feet, a bomb has to be released two miles and a-half in advance of the target. Moreover, to ensure any degree of accuracy in bombing, the aimer must begin to sight his target some three miles from the point at which he will release the bomb —a total of five miles and a-half from the target itself. High Altitude Air Conibat. An account of a recent high-altitude aerial combat is contained in the Air Ministry’s weekly news letter, published today. “A British fighter pilot was ordered to pursue a Dornier bomber sighted over certain areas at a height of 18.000 feet.

“ ‘After flying west,’ his log reads, ‘I sighted three anti-aircraft shellbursts. “‘I then sighted a trail of frozen exhaust gas at a considerably greater altitude and climbed after it.’ “The British pilot engaged the Dormer at 24,000 feet. “He came up under the enemy’s tail and opened fire in short bursts at 250 yards’ range. “White smoke burst from the Dormer's starboard engine. Two Men Leave Enemy Plane. “The fighter pilot then climbed to 300 feet above the enemy. “T dived to attack .at the right angle,’ reads his graphic narrative. ‘I gave one good burst and broke away to the right and above. ' “ ‘I saw two men leave the aircraft, and white and black smoke appeared from the port engine. “ ‘As the aircraft was obviously finished I did not attack again, out followed it down and saw it force-land in a field with its undercarriage retracted.’ ”