Arctic Flights

1928 ◽  
Vol 32 (214) ◽  
pp. 885-900
Author(s):  
G. H. Wilkins

When Trans-Arctic transportation becomes common, when air routes take full advantage of great circle courses, when we travel from New York to New Guinea via Point Barrow, Alaska, from Chicago to China almost hitting the North Pole on the way, and from San Francisco to Moscow via Spitsbergen, then, and then only, will those concerned with aerial transportation realise the facilities the Arctic affords the aerial navigator.

Author(s):  
Alan MacEachern

On 1 July 1909, in the course of patrolling the Arctic on behalf of Canada, Captain J.E. Bernier claimed for Canada the territory between its east and west mainland borders all the way to the North Pole—that is, the entire Arctic Archipelago. Although the legitimacy of his act was considered dubious even by his own government, it introduced the “sector principle” to international practice and has since become a staple in the nation’s claims to Arctic sovereignty. But focus on Bernier’s sector claim has obscured attention from his four voyages for Canada in the first decade of the century, and paradoxically left the broader context for his claim unexplored. This essay frames his 1909 act in relation to his decade-long quest to win fame as Canada’s competitor in the race to the North Pole. The article’s specific contributions are in revealing that Bernier actually made a sector claim during his previous cruise; that his connections in 1908 with American polar challengers Peary and Cook encouraged his 1909 decision; and that although the Dominion Day proclamation was what he would be remembered for, Bernier himself later ascribed surprisingly little significance to it.


Polar Record ◽  
1948 ◽  
Vol 5 (35-36) ◽  
pp. 163-171 ◽  
Author(s):  
Trevor Lloyd

Writing as long ago as 1922, Dr Vilhjalmur Stefansson commented: “There are few nowadays who do not agree that the world is round, but there are almost equally few who apply the principle of the world's roundness consistently when they think about going from place to place.” Twenty-three years later, he returned to the same question, with a statement that, far from sounding prophetic, was all too obvious. “If you shoot robot bombs (as Heaven preserve us from ever doing), they will cross the Arctic on their way from London to Seattle, from Peiping to New York, from San Francisco to. Moscow. That is the way the bombers will fly, if we ever permit them to.”


2011 ◽  
Vol 193 (2) ◽  
pp. 474-480 ◽  
Author(s):  
Matthias H. Hoffmann

1975 ◽  
Vol 15 (73) ◽  
pp. 193-213
Author(s):  
Moira Dunbar

AbstractSLAR imagery of Nares Strait was obtained on three flights carried out in. January, March, and August of 1973 by Canadian Forces Maritime Proving and Evaluation Unit in an Argus aircraft equipped with a Motorola APS-94D SLAR; the March flight also covered two lines in the Arctic Ocean, from Alert 10 the North Pole and from the Pole down the long. 4ºE. meridian to the ice edge at about lat. 80º N. No observations on the ground were possible, but -some back-up was available on all flights from visual observations recorded in the air, and on the March flight from infrared line-scan and vertical photography.The interpretation of ice features from the SLAR imagery is discussed, and the conclusion reached that in spite of certain ambiguities the technique has great potential which will increase with improving resolution, Extent of coverage per distance flown and independence of light and cloud conditions make it unique among airborne sensors.


1846 ◽  
Vol 136 ◽  
pp. 237-336 ◽  

Containing a Magnetic Survey of a considerable portion of the North American Continent. From the moment that the fact was known, that the locality of the maximum of the magnetic Force in a hemisphere is not coincident, as was previously supposed, with the locality where the dip of the needle is 90°, researches in terrestrial magnetism assumed an interest and importance greatly exceeding that which they before pos­sessed; for it was obvious that the hypothesis which then generally prevailed regard­ing the distribution of the magnetic Force at the surface of the globe, and which had been based on a too-limited induction, was erroneous, and that even the broad out­ line of the general view of terrestrial magnetism had to be recast. The observations on which this discovery rested, (being those which I had had an opportunity of making in 1818, 1819 and 1820 within the Arctic Circle, and at New York in 1822,) were published in 1825*; they constituted, I may be permitted to say, an important feature in the views, which led the British Association in the year 1835 to request that a report should be prepared, in which the state of our knowledge in respect to the variations of the magnetic Force at different parts of the earth’s sur­face should be reviewed, and, as is customary in the reports presented to that very useful institution, that those measures should be pointed out which appeared most desirable for the advancement of this branch of science. In the maps attached to the report, the isodynamic lines on the surface of the globe were drawn simply in conformity with observations, and unmixed with hypothesis of any sort. The obser­vations collected for that purpose were not those of any particular individual or of any single nation, but embodied the results obtained by all persons who up to that period had taken part in such researches, subjected to such amount of discussion only as conveyed a knowledge of the modes of observation severally employed, and reduced the whole to a common unit.


Geophysics ◽  
1970 ◽  
Vol 35 (3) ◽  
pp. 514-520
Author(s):  
L. W. Sobczak ◽  
G. J. Taylor

In 1969 the Gravity Division of the Observatories Branch, Department of Energy, Mines and Resources, Ottawa, in cooperation with the Research, Development, and Programming Division of the Telecommunications and Electronics Branch of the Department of Transport, undertook an evaluation of the worldwide Omega Navigation System in the Arctic for the Polar Continental Shelf Project. Omega is a long‐range, very low frequency radio navigation system. It consists of 4 (Norway, Trinidad, Hawaii, and New York) of the planned 8 transmitters and provides navigational coverage for the North Atlantic area, North America, and parts of South America (Scull, 1969 and Dick‐Peddie, 1968). These stations presently transmit two frequencies (10.2 kHz and 13.6 kHz) in a sequential pattern synchronized in phase by means of atomic clocks (Tracor, 1968 and Findlay, 1968). The Omega receiver measures the difference of phase of received signals from a pair of transmitters. This measurement defines one line of position (LOP) in a family of hyperbolic lines. Lines of positions defined by the zero phase difference are the lines of position that are numbered on an Omega chart, and the distance between two such lines is known as a lane. A position is determined by the intersection of two lines of position within known lanes.


2010 ◽  
Vol 62 (10) ◽  
pp. 829-832 ◽  
Author(s):  
Jürgen Matzka ◽  
Thorkild M. Rasmussen ◽  
Arne V. Olesen ◽  
Jens Emil Nielsen ◽  
Rene Forsberg ◽  
...  

1973 ◽  
Vol 2 (1) ◽  
pp. 159-160

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