Prior to the operations of the Corps, it was generally assumed that the obstacles to intensive training in a snow-covered country were almost insuperable, but in the light of last winter’s experience it is difficult to imagine the limit to which the aeroplane may not safely be used in the latitudes of the far north. Its apparent fragility, the exposure of the pilot, the fact that a large percentage of accidents occurred in making landings, and the mental picture of a machine floundering through snowdrifts in an attempt to rise, all seemed to reduce the matter to an impossibility. To-day it has been demonstrated by the work of the 44th Wing of this unit that, with such provision as has already been proved suitable, the aeroplane will rise from a snow surface more easily than from bare ground at temperatures far below zero, land in spots inaccessible in summer time, and that the pilot may be maintained in physical comfort and security and practically immune to the weather.

The process was one of return to aboriginal principles, in that there was adopted a method used by the North American Indian, since first he traversed the frozen waste. Experiments soon evidenced that undercarriage wheels were out of the question in snow more than six inches deep, and by the elimination of things that rotated and the adoption of things that slid, the aeroplane fell, so to speak, into line with the winter customs of the country. The progressive experiments out of which were evolved the skids finally adopted, called for the united suggestions of the unit, the Repair Park and the Canadian Aeroplanes Limited, but passing over the investigations into proper length, width, anchorage, bow curve, and kindred points, the result was an effective and curiously attractive combination of ancient and modern. As seen in the illustration on page 130, this gives the machine a semi-naval appearance—prophetic perhaps of the early union between the air forces of land and sea in the R.A.F.

Once in regular use, the efficiency of these shoes became very noticeable. The slight bump observable in the best of landings smoothed itself out into a gently cushioned settling in which the actual first contact with the snow was imperceptible. Similarly, in taking off, the sensation was as in a toboggan darting without friction down a steep slope. Breakage in propellers and undercarriages became reduced to a minimum, and frequent landings soon ironed out the white expanse of the aerodrome to an unusually good surface.

The protection of the pilot was of prime importance to continuous training, and since flying was carried on at temperatures much below zero, particular attention was given to guarding against frostbite. Whale oil, vaseline, etc., smeared on the skin gave only partial results, and it was not till long flying boots coming to the thigh were provided, and chamois masks covering the face, with holes for eyes and mouth were also issued, that comfort was finally attained. Thus the pilot could remain in the air for a much longer period, and perform instructional work with ease. The unit lacked the electrically-heated clothing issued on the Western Front, but it did not suffer in consequence. There were variations, of course, in the powers of resistance to cold, it being found that some pilots could endure low temperatures much better than others—and this called for the particular attention of the medical officer on the aerodrome.

As to the engines themselves, but little trouble was experienced. What did materialize was met by precautions somewhat similar to those taken in motor car work under parallel conditions. All petrol, oil and water were carefully drawn off every evening, the two latter being heated when replaced. Radiators were three-quarter covered by beaver board lined with felt, this plan working quite satisfactorily. Inspection of rigging was particularly close, lest the extreme cold should have set up undue stress in tension members, but the JN4 seemed born for the duty, and so far as records go, no accident took place which is in any way attributable to mechanical failure brought about by low temperature.

It was decided also to make certain slight changes in tail construction should flying be carried on for another winter. This consisted only of enclosing the tail skid in a flexible cover at the point where it left the fuselage—to prevent snow from accumulating inside the latter.

Further protective measures were very simple, such as wrapping water connections with felt and fabric, and removing the oil gauge from rear to front seat to shorten the piping, and leading it between the cylinders to secure maximum warmth. For the rest, the hangars were banked with earth some two feet high, and maintained at a temperature not below fifteen degrees of frost.

That the programme was successful may be seen from the fact that though the winter was of unusual severity, both as to cold and snowfall, flying was carried out for twenty-six days in January, twenty-one in February, and twenty-five in March. For these months, the records give an average day temperature of twenty-six degrees, twenty-two degrees, and seventeen degrees above zero, respectively, with a minimum of thirty-five degrees below. During this period, some instructors kept up an average flying time per day of two hours and twenty-five minutes for the whole three months.

On this record it was decided that the training of all squadrons should be carried out in Canada for the following winter. This has proved unnecessary. The campaign is over. But who will now scout the prediction that the far North has no barriers which the explorer may not surmount with ease and swiftness, and no secrets which shall not soon be revealed to his enfranchized gaze.