The entry of the United States into the war affected almost immediately the programme of the R.F.C. in Canada. There was now next door, instead of a neutral if friendly nation, a vast organization associated with us in the greatest of all undertakings, and when in April the O.C. was authorized to visit the War Department in Washington and discuss a reciprocal scheme for training pilots, he found the U.S. authorities animated by the keenest possible spirit. The idea of coÖperation was attractive to both services. It would not only stimulate a most desirable comradeship between the two, but would be of direct assistance to the U.S. Signal Corps in training their tremendous reserves of admirable recruits, as well as possibly obviate the necessity of the R.F.C. forming a fourth wing in British Columbia, where the preparation of aerodromes was already under way.

The move was preceded by formal communications between the two governments, but the details of organization, equipment and training, on behalf of the British, rested with the O.C., R.F.C., Canada. Briefly they were as follows:—

(1) The R.F.C. was to train ten squadrons for the U.S. Signal Corps, comprising 300 pilots, 144 other flying officers, some 20 administrative and equipment officers and approximately 2,000 mechanics. This training was to be commenced immediately in Canada, and completed at Fort Worth, Texas. All training equipment, aerodromes, etc., in Canada to be provided by the R.F.C.

(2) The Aviation Section, United States Signal Corps was to provide in Texas, and equip with all the necessary buildings, water supply, etc., two aerodromes capable of accommodating 10 squadrons, and part of a third for the Aerial Gunnery School; these areas to be occupied and under the control of the R.F.C.

(3) The Aviation Section, United States Signal Corps was to provide in Texas all aeroplanes, spares, running supplies (oil, gasoline, etc.), office and barrack fixtures and other camp equipment. The R.F.C. to supply gunnery, wireless and all other ground instructional equipment.

(4) Each service would provide its own pay, clothing and transportation, and draw rations on repayment during their stay in each other’s country.

(5) The R.F.C. to supply all medical services in Canada, and vice versa.

This general arrangement was found to be mutually acceptable, and it was agreed, in addition, that the invaluable assistance of the I.M.B. in Canada, should be continued in Texas by the establishment there of a section of their purchasing staff.

Such was the proposal noted on the back of an envelope by the chiefs of each service, and it was carried out by both to the letter.

The brigade was already acquainted with the splendid pilot material available in the U.S., as many had enlisted in Canada, hoping to reach France at the earliest possible moment. Their record lives, and some of the success of the Corps is due to the admirable progress they made in training. They came—studied hard, and got into the air at every opportunity, breathless to join those forerunners whose names were already written large.

Commencing early in July, 1917, the brigade received for training from the U.S.S.C., about 1,400 enlisted men and cadets. A colonel of the Signal Corps describes them as under-officered, unorganized, unpaid, without records, and though one hesitates—practically without uniforms. The immediate result for the R.F.C. was administrative chaos, but, in due course, matters were smoothed out, and when they returned south in the fall, they were already assuming a semblance of entity as United States Aero Squadrons.

On September 24th, 1917, the advance party left for Texas, composed of 4 U.S. officers and 50 men and 4 R.F.C. officers and 34 men, constituting a wing headquarters and a fatigue party, who, arriving in Fort Worth on September 26th, immediately proceeded to their headquarters in that city. They found there were three fields located north, south and west of Fort Worth, named, locally, Hicks, Benbrook and Everman, but grouped under the Signal Corps title of Camp Taliaferro, Fields Nos. 1, 2, and 3. Construction had been delayed through various causes. Barracks and aerodromes were incomplete. At one field building had been barely started. Water and light supply and sewage disposal had not been finished. Thus, although every effort was made to complete construction, it was nearly three months before this was accomplished, entailing much delay, inconvenience and some hardship on the squadrons occupying camps and quarters not ready for them.

The first to arrive from Canada was the 17th Aero Squadron, U.S.S.C., which marched in to Hicks Field on October 17th. From that time on one squadron arrived weekly until November 17th when the 42nd and 43rd Wings R.F.C. and the balance of the Americans detrained, preceded only by a few days by advanced headquarters staff.

There were now in Texas two R.F.C. Wings, the 42nd at Everman and 43rd at Benbrook, the 17th, 22nd, 27th, 28th Aero Squadrons and the School of Aerial Gunnery at Hicks, advanced headquarters, R.F.C., headquarters U.S.S.C., Camp Taliaferro and the purchasing section of the I.M.B. in Fort Worth.

Transportation arrangements for these units from Canada to Texas were exceptionally good. The 42nd and 43rd Wings ceased flying on 14th November and recommenced in Texas on 17th November, a loss of only three days occasioned by a journey of approximately 1,600 miles.

It would not be amiss to mention the enormous amount of work thrown on A.O., A.E., and Q.M. branches through the novel situation that now existed. The U.S. owned the buildings, but the R.F.C. used and were responsible for those they occupied. There were R.F.C. squadrons and, beside them, American squadrons being trained by the R.F.C. but administered by their own authorities. Aeroplanes, engines, oil, gasoline, etc., were supplied by the U.S., but the R.F.C. directed flying, and repaired and rebuilt machines and engines, drawing the necessary spares from U.S. stores. The Aviation Department of the I.M.B. transacted R.F.C. affairs as though in Canada, and with equal facility. Cadets and men were being received continually for training, and as continually trained and returned to their own organizations. American railroads honoured transportation warrants redeemable in Ottawa. The R.F.C. medical officers quarantined the R.F.C., in which there were hundreds of Americans, against U.S. camps a few miles away. Weekly train-loads of Canadian-made engines and aeroplanes arrived, came under U.S. control and were immediately used by the R.F.C.

The situation was, in short, as though an area in Texas had been temporarily acquired by the British Empire, and in it members of an Imperial force conducted their affairs with the utmost freedom. There was friction of course—for no two great military systems can work together with all their national traditions, usages, procedures and regulations, without many minor and some major adjustments being necessary. It was, however, the friction of two keen and rival organizations pressing toward the same object. Difficulties arose only to be met and overcome by the spontaneous goodwill and friendship of both services.

Before moving to Texas many American cadets had nearly finished their training. Their first flights in their own country were over aerodromes situated amid open territory with no timber and comparatively flat. Excellent material these men, the best the U.S. could supply, most of them fresh from great American universities, young, keen and quick to learn. There were very few who did not turn out excellent pilots. The supply of machines was satisfactory, the standard of flying was good, and daily acrobatics took place. Formation flying was popular. On one occasion a formation of six machines, all piloted by newly graduated cadets, were seen to loop several times consecutively, retaining their formation, a most unusual performance at that time at any aerodrome in the United States.

A summing up of the work in Texas shows a total of 67,000 flying hours between November 17th and April 12th, spent in turning out 1,960 pilots trained and partly trained, both U.S. and R.F.C. Besides these, 69 non-flying officers and 4,150 men were trained in their respective duties. The flying fatalities were 1.88% of pilots trained—an excellent record. The medical percentage is equally good, showing 3% incapacitated from all causes.

Flying conditions were found to differ somewhat from those in Canada. The atmosphere was much dryer and less buoyant. Calm air was the exception, despite the comparatively flat country. The temperature range was much wider, and on the arrival of a “norther,” the air became chilled with extraordinary rapidity, the thermometer dropping from 70 to 20 degrees Fah. in a couple of hours. This sudden drop was more trying to many than the colder but steadier temperature of higher latitudes. Texas, though presumed a dry state, departed this winter from its custom, and suffered heavy rainfalls and even snow, which reduced the aerodromes at times to a drab plain surfaced with a sticky blanket of mud, from which undercarriages and propellers suffered grievously at times. No less than 40 propellers were broken in one morning, and the average for one month was 10 per day. So troublesome was the mud that finally the brigade was forced to adopt the use of wire mesh mud guards. No provision had been made for sub-draining any of the fields. These periods, however, were but occasional. For the rest, the winter was one of favorable weather with high, clear skies, dotted from daylight till dark with innumerable machines.

Much admirable work was done by the personnel of both services, of which perforce no record can be given. In one instance an American squadron allotted to Hicks Field marched into new and unfinished barracks. There was no camp equipment, no water or sewerage. The hangars were congested with machines in packing cases, and there were no tools, yet within eight days the packing cases had disappeared and all machines were serviceable and ready to fly. A remarkable performance for a unit of partially-trained men.

No account of the Texas experience would be complete without some record of the spontaneous hospitality and goodwill shown by the citizens of Fort Worth and the community in general. During Christmas time, pneumonia was rampant at Camp Bowie, some six miles from Fort Worth, where there were no less than 35,000 Texans, composing the Panther Division. As a result the Canadians were quarantined. This made no difference, however, to the all-hospitable Texan, who extended to officers, cadets and mechanics so many and lavish invitations that at the year’s end there was not a man who had not personally experienced the goodwill of the South. The interest created by the first arrival of the brigade in strange uniforms and caps seemed to continue throughout the winter. No Flying Corps man was allowed to walk, when every privately owned motor car was at his service. Liaison duties were most admirably discharged by the American officer who made it not only his particular duty but pleasure to see that all newcomers were welcomed under his kindly roof, and had every opportunity of meeting brother officers under the most delightful circumstances.

Fort Worth citizens subscribed the sum of $75,000 to provide funds for the local branch of the American War Service Board, and rented a large club room and dancing hall in the centre of the city, where comfortable accommodation was found for men of both the American and British services. This organization was under the management of a “Big Brother,” who seemed born to the work. Canteen and dancing halls were supervised by an organization, the Federated Ladies’ Clubs of Fort Worth, in which each of the latter endeavoured to excel in hospitality, and it fell on one memorable night that the Canadians were entertained by the daughter of the President of the United States.

The Country Club was at the disposal of visiting officers, who will long remember the evenings spent in the best of fellowship. The ever-present Y.M.C.A. saw to it that commodious huts and writing rooms were furnished in all Canadian flying camps. It is impossible, in short, to imagine any source of pleasure, interest or entertainment which was not provided during these notable months in the history of the brigade.

On the evening before the departure of the R.F.C. a smoking concert was given by U.S. officers to their comrades, an entertainment which was eloquent of the comradeship born of strenuous times of mutual work, and prophetic of that still closer brotherhood which would follow in the days of active service.

The appended copy of a letter from Major-General Kenly reveals his generous appreciation of the effort of the R.F.C. personnel:—