On the 27th another accessible rocky projection was seen. Over it and the many islands in the vicinity hovered flocks of snow petrels and occasional Antarctic and Wilson petrels. Ma.s.ses of Adelie penguins and chicks const.i.tuted the main population, and skua gulls with eggs were also observed. The rock was of garnet gneiss, traversed by black d.y.k.es of pyroxene granulite.

A great discovery was made on December 29. On the abrupt, northern face of some rocks connected to the ice-cap of the mainland by a causeway of ice a large colony of sea-birds had nested. Cape pigeons, the rare silver-grey and snow petrels were all present. Amongst these Laseron made a collection of many eggs and birds.

The traverse-line was then carried back to Madigan Nunatak along a series of connecting mounds. After being held up for three and a half days in a blizzard from December 31 to January 4, the party were home once more late on January 5, 1913.

Returning to the fortunes of the air-tractor sledge, which was to start west early in December. Bickerton has a short story to tell, inadequate to the months of work which were expended on that converted aeroplane.

Its career was mostly a.s.sociated with misfortune, dating from a serious fall when in flight at Adelaide, through the southern voyage of the 'Aurora', buffeted by destructive seas, to a capacious snow shelter in Adelie Land--the Hangar--where for the greater part of the year it remained helpless and drift-bound.

Bickerton takes up the story:

I had always imagined that the air-tractor sledge would be most handicapped by the low temperature; but the wind was far more formidable. It is obvious that a machine which depends on the surrounding air for its medium of traction could not be tested in the winds of an Adelie Land winter. One might just as well try the capabilities of a small motor-launch in the rapids at Niagara.

Consequently we had to wait until the high summer.

With hopes postponed to an indefinite future, another difficulty arose.

As it was found that the wind would not allow the sea-ice to form, breaking up the floe as quickly as it appeared, the only remaining field for manoeuvres was over the highlands to the south; under conditions quite different from those for which it was suited. We knew that for the first three miles there was a rise of some one thousand four hundred feet, and in places the gradient was one in three and a half. I thought the machine would negotiate this, but it was obviously unsafe to make the venture without providing against a headlong rush downhill, if, for any reason, power should fail.

Suggestions were not lacking, and after much consideration the following device was adopted:

A hand rock-drill, somewhat over an inch in diameter, was turned up in the lathe, cut with one-eighth-inch pitched, square threads and pointed at the lower end. This actuated through an internal threaded bra.s.s bush held in an iron standard; the latter being bolted to the after-end of a runner over a hole bushed for the reception of the drill. Two sets of these were got ready; one for each runner.

The standards were made from spare caps belonging to the wireless masts.

The timely fracture of one of the vices supplied me with sufficient ready-cut thread of the required pitch for one brake. Cranked handles were fitted, and the points, which came in contact with the ice, were hardened and tempered. When protruded to their fullest extent, the spikes extended four inches below the runners.

The whole contrivance was not very elegant, but impressed one with its strength and reliability. To work the handles, two men had to sit one on each runner. As the latter were narrow and the available framework, by which to hold on and steady oneself, rather limited, the office of brakesman promised to be one with acrobatic possibilities.

To start the engine it was necessary to have a calm and, preferably, sunny day; the engine and oil-tank had been painted black to absorb the sun's heat. On a windy day with sun and an air temperature of 30 degrees F., it was only with considerable difficulty that the engine could be turned--chiefly owing to the thickness of the lubricating oil. But on a calm day with the temperature lower -20 degrees F. for example--the engine would swing well enough to permit starting, after an hour or two of steady sun. If there were no sun even in the absence of wind, starting would be out of the question, unless the atmospheric temperature were high or the engine were warmed with a blow-lamp.

It was not till November 15 that the right combination of conditions came. That day was calm and sunny, and the engine needed no more stimulus than it would have received in a "decent" climate.

Hannam, Whetter and I were the only inhabitants of the Hut at the time. Having ascertained that the oil and air pumps were working satisfactorily, we fitted the wheels and air-rudder, and made a number of satisfactory trials in the vicinity of the Hut.

The wheels were soon discarded as useless; reliance being placed on the long runners. Then the brakes were tested for the first time by driving for a short distance uphill to the south and glissading down the slope back to the Hut. With a man in charge of each brake, the machine, when in full career down the slope, was soon brought to a standstill. The experiment was repeated from a higher position on the slope, with the same result. The machine was then taken above the steepest part of the slope (one in three and a half) and, on slipping back, was brought to rest with ease. The surface was hard, polished blue ice. The air-rudder, by the way, was efficient at speeds exceeding fifteen miles per hour.

On the 20th we had a calm morning, so Whetter and I set out for Aladdin's Cave to depot twenty gallons of benzene and six gallons of oil. The engine was not running well, one cylinder occasionally "missing." But, in spite of this and a head wind of fifteen miles per hour, we covered the distance between the one-mile and the two-mile flags in three minutes. This was on ice, and the gradient was about one in fifteen. We went no farther that day, and it was lucky that we did so, for, soon after our return to the Hut, it was blowing more than sixty miles per hour.

On December 2 Hodgeman joined us in a very successful trip to Aladdin's Cave with nine 8-gallon tins of benzene on a sledge; weighing in all seven hundred pounds.

After having such a good series of results with the machine, the start of the real journey was fixed for December 3. At 3 P.M. it fell calm, and we left at 4 P.M., amid an inspiriting demonstration of goodwill from the six other men. Arms were still waving violently as we crept noisily over the brow of the hill and the Hut disappeared from sight.

On the two steepest portions it was necessary to walk, but, these past, the machine went well with a load of three men and four hundred pounds, reaching Aladdin's Cave in an hour by a route free of small creva.s.ses, which I had discovered on the previous day. Here we loaded up with three 100-lb. food-bags, twelve gallons of oil (one hundred and thirty pounds), and seven hundred pounds of benzene. Altogether, there was enough fuel and lubricating oil to run the engine at full speed for twenty hours as well as full rations for three men for six weeks.

After a few minutes spent in disposing the loads, our procession of machine, four sledges (in tow) and three men moved off. The going was slow, too slow--about three miles an hour on ice. This would probably mean no movement at all on snow which might soon be expected. But something was wrong. The cylinder which had been missing fire a few days before, but which had since been cleaned and put in order, was now missing fire again, and the speed, proportionately, had dropped too much.

I made sure that the oil was circulating, and cleaned the sparking-plug, but the trouble was not remedied. A careful examination showed no sufficient cause, so it was a.s.sumed to be internal. To undertake anything big was out of the question, so we dropped thirty-two gallons of benzene and a spare propeller. Another mile went by and we came to snow, where forty gallons of benzene, twelve gallons of oil and a sledge were abandoned. The speed was now six miles an hour and we did two miles in very bad form. As it was now 11 P.M. and the wind was beginning to rise, we camped, feeling none too pleased with the first day's results.

While in the sleeping-bag I tried to think out some rapid way of discovering what was wrong with the engine. The only conclusion to which I could come was that it would be best to proceed to the cave at eleven and three-quarter miles--Cathedral Grotto--and there remove the faulty cylinder, if the weather seemed likely to be favourable; if it did not, to go on independently with our man-hauled sledge.

On December 4 the wind was still blowing about twenty miles per hour when we set to work on the machine. I poured some oil straight into the crank-case to make sure that there was sufficient, and we also tested and improved the ignition. At four o'clock the wind dropped, and in an hour the engine was started. While moving along, the idle cylinder was ejecting oil, and this, together with the fact that it had no compression, made me hope that broken piston-rings were the source of the trouble. It would only take two hours to remove three cylinders, take one ring from each of the two sound ones for the faulty one, and all might yet be well!

These thoughts were brought to a sudden close by the engine, without any warning, pulling up with such a jerk that the propeller was smashed.

On moving the latter, something fell into the oil in the crank-case and fizzled, while the propeller could only be swung through an angle of about 30. We did not wait to examine any further, but fixed up the man-hauling sledge, which had so far been carried by the air-tractor sledge, and cached all except absolute necessities.

We were sorry to leave the machine, though we had never dared to expect a great deal from it in the face of the unsuitable conditions found to prevail in Adelie Land. However, the present situation was disappointing.

Having stuffed up the exhaust-pipes to keep out the drift, we turned our backs to the aero-sledge and made for the eleven-and-three-quarter-mile cave, arriving there at 8 P.M. There was a cheering note from Bage in the "Grotto", wishing us good luck.

To avoid creva.s.ses we steered first of all to the southwest on the morning of the 5th, which was clear and bright. After six miles the sastrugi became hard and compact, so the course was changed to due west.

Shortly afterwards, a piece of rock ** which we took to be a meteorite, was found on the surface of the snow. It measured approximately five inches by three inches by three and a half inches and was covered with a black scale which in places had blistered; three or four small pieces of this scale were lying within three inches of the main piece. Most of the surface was rounded, except one face which looked as if it had been fractured. It was lying on the snow, in a slight depression, about two and a half inches below the mean surface, and there was nothing to indicate that there had been any violent impact.

** This has since been examined by Professor E. Skeats and Stillwell, who report it to be an interesting form of meteorite, containing amongst other minerals, plagioclase felspar. This is, we believe, the first occasion on which a meteorite has been found in the Antarctic regions.--ED.

At eight o'clock that night we had done twelve miles, losing sight of the sea at a height of about three thousand feet. All felt pleased and looked forward to getting over a ridge ahead, which, from an alt.i.tude of four thousand feet, ran in pencilled outline to the western point of Commonwealth Bay.

On December 6 it was drifting hard, and part of the morning was spent theorizing on our prospects in an optimistic vein. This humour gradually wore off as the thick drift continued, with a fifty-mile wind, for three days.

At 5 P.M. on December 8 a move was made. The drift was what our Hut-standard reckoned to be "moderate," but the wind had fallen to thirty miles an hour and had veered to the east; so the sail was hoisted. The going was difficult over a soft surface, and after five hours, by which time the drift had perceptibly thickened, we had done eight miles.

The thirst each one of us developed in those earlier days was prodigious. When filling the cooker with snow it was hard to refrain from packing it "up to the knocker" in order to obtain a sufficient supply of water.

The next day it blew harder and drifted thicker. Above the loud flapping of the tent and the incessant sizzling of the drift we discussed our situation. We were one week "out" and had travelled thirty-one miles.

Future progress depended entirely on the weather--unfortunately. We were beginning to learn that though the season was "meteorologically" called summer, it was hardly recognizable as such.

December 10 was Whetter's birthday. It was heralded by an extra strong wind and the usual liberal allowance of drift. I was cook, and made some modifications in the meal. Hodgeman (who was the previous cook) used to make hoosh as thick as a biscuit, so we had some thin stuff for a change --two mugs each. Then really strong tea; we boiled it for some time to make sure of the strength and added some leaves which had already done good service.

Several times fault had been found with the way the tent was pitched.

I had not yet tried my hand at being the "man inside" during this operation. One day, while every one was grumbling, I said I would take the responsibility at the next camp; the proposal being received with grunts of a.s.sent. When the job was finished and the poles appeared to be spread taut, I found myself alone in what seemed to me a cathedral.

Feeling pleased, I called for the others to come in, and arranged myself in a corner with an "I-told-you-so" expression on my face, ready to receive their congratulations. Hodgeman came in first. He is not a large man, though he somehow gives one the impression that he is, but after he had made himself comfortable the place seemed smaller. When half-way through the "spout," coming in, he gave a grunt which I took to be one of appreciation. Then Whetter came in. He is of a candid disposition: "Ho, ho, laddie, what the d.i.c.kens have you done with the tent?"

I tried to explain their mistake. But it was no good. When we were all inside, I couldn't help seeing that the tent was much smaller than it had ever been before, and we had to huddle together most uncomfortably.

And there were three days like this.

At nine o'clock one morning Hodgeman woke me with, "What about getting a move on?" The wind had dropped to forty miles an hour, and through a tiny hole in the tent the ground could be seen. Amid a thinning fog of drift, the disc of the sun was just visible.

We made a start and then plodded on steadily till midnight over a soft and uncomfortable surface. Shortly after that hour I looked at the sledge-meter and found that it had ceased working; the sprocket had been knocked off. Repair was out of the question, as every joint was soldered up; so without more ado we dropped it. In future we were to estimate our speed, having already had some good experience in this way.

No sooner had Friday December 13 come on the scene than a catastrophe overtook us. The superst.i.tious might have blamed Fate, but on this occasion there was no room for doubt; the fault was mine. The sail was up and, while braking the load upwind, I slipped and fell, allowing the sledge to collide with a large sastruga. The bow struck the solid snow with such force that it was smashed.

Next day a new bow was manufactured from a spare bamboo which had been brought as a depot pole. It took some time splitting and bending this into position and then lashing it with raw hide. But the finished article fully justified the means, and, in spite of severe treatment, the makeshift stood for the rest of the journey.

While on the march on December 16, the wind dropped and the drift ceased for the first time since December 5; for eleven days it had been heavy or moderate. Before we got into harness on the same day, a Wilson petrel flew above us. This little touch of life, together with the bright sun, light wind and lack of drift enabled us to start away in better spirits than had been our wont.

The next four days pa.s.sed in excellent weather. The surface was mainly hard and the cl.u.s.ters of large sastrugi could generally be avoided.

Patches of softer "piecrust" were met but only lasted for two or three miles. Making up for lost time, we did a few miles short of one hundred in five days.

Unfortunately there was always drift at midday, so that it was impossible to get a lat.i.tude "shot" with a s.e.xtant and artificial horizon.