nor any other liquid in its
construction. It consists essentially of a small, flat, metallic
box made of elastic metal, and from which the air has been partially
exhausted. In the interior there is an ingenious arrangement of springs
and levers, which respond to atmospheric pressure, and the depression or
elevation of the surface is registered by an index on the dial. As the
pressure of the atmosphere increases, the sides of the box are squeezed
in by the weight of the air, while with a decrease of pressure they are
pressed out again by the springs. By means of a suitable adjustment
the pointer on the dial responds to these movements. It is moved in
one direction for increase of air pressure, and in the opposite for
decreased pressure. The positions of the figures on the dial are
originally obtained by numerous comparisons with a standard mercurial
barometer, and the scale is graduated to correspond with the mercurial
barometer.

From the illustration here given you will notice the pointer and scale
of the "A. G" aero-barograph, which is used by many of our leading
airmen, and which, as we have said, is a development of the aneroid
barometer. The need of a self-registering scale to a pilot who is
competing in an altitude test, or who is trying to establish a height
record, is self-evident. He need not interfere with the instrument in
the slightest; it records and tells its own story. There is in use a
pocket barograph which weighs only 1 pound, and registers up to 4000
feet.

It is claimed for the "A. G." barograph that it is the most precise
instrument of its kind. Its advantages are that it is quite portable--it
measures only 6 1/4 inches in length, 3 1/2 inches in width, and 2 1/2
inches in depth, with a total weight of only 14 pounds--and that it is
exceptionally accurate and strong. Some idea of the labour involved
in its construction may be gathered from the fact that this small and
insignificant-looking instrument, fitted in its aluminium case, costs
over L8.

CHAPTER XLII. How an Airman finds his Way

In the early days of aviation we frequently heard of an aviator losing
his way, and being compelled to descend some miles from his required
destination. There are on record various instances where airmen have
lost their way when flying over the sea, and have drifted so far from
land that they have been drowned. One of the most notable of such
disasters was that which occurred to Mr. Hamel in 1914, when he