CANADIAN AEROPLANES LIMITED.

CONSTRUCTION OF SWIMMING POOL, CAMP BORDEN.(Under Direction of Aviation Department.)

RANGES CONSTRUCTED BY AVIATION DEPARTMENT AT BEAMSVILLE.

The Section of Aeronautical Supply, as has been stated, maintained liaison between the Aircraft Equipment Branch of the brigade and the factory; also it acted as a buffer state between the brigade and the manufacturer of such technical equipment as cameras, wireless instruments, machine guns, etc., and the tremendous number of spare parts involved.

The progress in the training of pilots has from time to time demanded new equipment of multitudinous variety. The advanced nature of the work of both aeroplane and engine repair park called for a steady stream of those individual members which when assembled constitute the completed machine. The selection, purchase, and delivery of the technical equipment of the brigade, fell in short to this section, which executed the business transactions involved as required by the Aircraft Equipment Branch at headquarters.

Liaison between the two has been admirable, and the result, therefore, eminently satisfactory.

The Construction Section has, in the course of its strenuous existence, carried out the following work:

6½miles of railways.22½miles of roadways.18miles of water mains.10miles of sewers.27miles of aerodrome drainage.300miles of telephone and power lines.26individual steam heating plants.6central steam heating plants.400buildings using 18 million feet of lumber.

It had, furthermore, put in five thousand plumbing fixtures; cleaned, rolled and seeded nearly four thousand acres of land for flying purposes, and done a commissary business which touched forty thousand meals a week.

In these activities it spent five and a half million dollars.

From all of which it may be seen that what was accomplished equals the building of a modern town with streets, sanitation of every description and every physical equipment.

Had it been a town the work had been easier, but as it was there were many areas, with two hundred miles between extreme points.

In dispensing with contractors and assuming itself all obligations the Department was swayed by but one fact. The requirements of the brigade were so varying and so subject to training considerations, that it seemed impossible to adequately provide for all contingencies by contract. The change took place in the autumn of 1917, and in the months that followed the Munitions Board profited by unity of control, by the opportunity of large bulk purchases of material, and by every consequent advantage accruing to a single organization which directs many scattered operations.

R.A.F. Can.—Employes on Construction Work Superintended by I.M.B.

Canadian Aeroplanes Limited—Monthly Value of OutputGrand Total $13,577.000.00

The Chief Engineer of this section directed executive work, his assistant supervised construction. With them were the heads of the draughting room, the estimating section and the construction purchasing department, together with the chief electrician, the plumbing superintendent, the heating superintendent, road superintendent and the head of the commissary and transport section. In the section office a staff of fifty was employed, when in the middle of October, 1918, there were 2,200 men on the payroll. The following diagram illustrates the organization:—

Chief Engineer|————————————————————————||||Resident EngineersAssistant ChiefChief DraughtsmenSecretary(Maintenance)Engineer||Estimating|————————————————————————————||||||||ProductionChiefPlumbingHeatingRoadsBuyerCommissaryAccountantClerkElectricianSup’t.Sup’t.Sup’t.Manager|————————|||CommissaryStoresTransport

The Construction Section was, in fact, pivoted so that it might at any moment turn its attention to new work without departing from its main and central programme, and to this flexibility is attributable the unquestionable success it achieved.

This organization saw the light officially in December, 1916, and in twenty-one months had turned out some 2,900 aeroplanes, valued at nearly fourteen million dollars. Incidentally, the factory covered about six acres, and employed something over two thousand hands.

It was some time before Canadians realized that the undertaking was that of the Imperial Government acting through the Imperial Munitions Board, more familiarly known as the “I.M.B.” The primary purpose was that of supplying aeroplanes for the Royal Flying Corps, but actually some four and a half millions’ worth of output went to aid training in the United States.

The officials of the Company were:—

PresidentSir Frank Baillie, K.B.E.Vice-presidentMr. Frank P. Wood.DirectorMr. W. Parkyn Murray.ManagerMr. E. T. Musson.SecretaryMr. P. H. Brooks.Chief EngineerMr. M. R. Riddell.

Work commenced in leased premises, where the plant of a small factory which had a year or so before turned out a few experimental machines was for three months utilized. This, admittedly a makeshift, expanded in April into permanent premises on Dufferin Street, covering ultimately some six acres of floor space, with innumerable mechanical appliances specially designed for the work. The building of this factory proved something of an achievement, being completed in about two and one-half months, a notable record even in a country where quick construction was the rule of the day. The site, carefully chosen, lay surrounded by the homes of large numbers of technical tradesmen, and this helped in no small degree to ensure at all times a full force of highly skilled employees.

OFFICIALS AND EXECUTIVE STAFF OF CANADIAN AEROPLANES LIMITED.G. A. COOPERH. R. BRISTOWC. E. PEARSONW. E. TREGENZACHIEF INSPECTOR.ASST. SUPT. FINALSUPT. WOOD MILL.MASTER MECHANIC.ASSEMBLY ANDPANEL DEPTS.L. W. COLLIERE. ASHWORTHG. N. DUFFYP. H. BROOKSSUPT. METALSUPT. FINALGENERAL SUPT.SECRETARY.DEPARTMENT.ASSEMBLY ANDPANEL DEPTS.E. T. MUSSONSIR F. W. BAILLIE,W. P. MURRAYM. R. RIDDELLMANAGER.K.B.E. PRESIDENT.DIRECTOR.CHIEF ENGINEER.G. A. AULTD. J. NEWSONH. R. CHOATEG. R. C. MERRIAMDESPATCHCHIEF DRAUGHTSMAN.ASST. SUPT.CHIEF ACCOUNTANT.DEPARTMENT.METAL DEPT.W. B. MACDONALDJ. M. WATERMANA. H. SALTERF. L. SHILLINGTONPLANT ENGINEER.ASST. CHIEF ASST.SUPT. WOOD MILLASSISTANTENGINEER.SECRETARY.

FUSELAGE ASSEMBLY.SAILMAKING ON WINGS.

The machine adopted for use by the Royal Flying Corps was the Canadian JN4, of simple design and presenting no unusual difficulty in manufacture. As work progressed, however, it became apparent that the type could be largely improved by change of design and fabrication, and there was evolved a machine which, while presenting the same appearance as its predecessor, contained nevertheless certain fundamental and radical alterations. Among other points remodelled were the landing gear—the substitution of the “joy stick” for the former control wheel, the adoption of split trailing edge instead of flattened tubing, and, most important, tail units made principally of metal instead of wood, resulting in an increased factor of safety, especially in the rudder and vertical stabilizer. Progress without change is impossible, and thus it proved in this undertaking.

It will be understood that given soundness of design there remains to be provided good workmanship and the best and most suitable materials. The former was procured without much difficulty, but the supply of the latter involved much thought and experiment, it being always remembered that the ideal machine combines a maximum strength with a minimum weight.

Linen for the covering of wings, etc., was imported first from Ireland, but submarine activity made it imperative that a substitute be secured. It was found at the Wabasso Cotton Company’s mills in Three Rivers, Quebec. Here was secured, for the special purpose required, a cotton fabric of remarkable strength. One inch in width is able to support some eighty pounds, and this with a weight which does not exceed four and a half ounces a square yard. Its adoption was at once successful, and it proved capable, when treated with “dope”—a waterproof and windproof solution with celluloid-like finish—of performing the same service as that of the most expensive Irish linen.

After fabric came wood, the quality of which was required to be above anything hitherto known in the lumber trade. Free from knots, of extreme length, with no “wind shakes,” swirly grain or “pitch pockets,” it seemed at first unprocurable. Ash for the longerons or longitudinals of the fuselage, and spruce for wing beams, wing edges, etc., was of imperative necessity. The market was searched, but what material was available proved to yield but a fraction of its total in satisfactory timber. Then, driven by urgent need, the “I.M.B.” organized a department in Vancouver and began to buy for itself on the shores of the Pacific. That its first purchase was rushed by express in carloads from the Western Coast will indicate how extreme was the pressure for sound material. The illustrations onpages 32and34give some idea of the magnitude of the operations required to produce that exact quality of lumber which the modern aeroplane demands.

It is interesting to note that even with this admirable supply secured, it was found that certain members were so long that it proved necessary to build them up, and, in the building, the Canadian Aeroplanes Limited evolved a scarfed, saw-toothed splice, since adopted as standard by Britain and the United States. Repeated tests proved that greater strength was thus secured than that of solid lumber of the same dimensions.

The Canadian Aeroplanes Limited propeller is five-ply white oak, glued, compressed and formed up by machinery that is almost human—and took its origin from a lathe designed by Peter the Great to make gun stocks. It is a far cry from Russia to Toronto, but the principle is identical. No “C.A.L.” propeller has shown manufacturing or engineering defect. The successor of Peter’s lathe carves them, four at a time, to one thirty-second of their finished form, and the final touches and balancing are hand work. To anyone who has seen a nine-foot propeller running at 1,500 revolutions per minute, its bladepoints cutting the air at the rate of eight miles a minute, it will be apparent how fine a workmanship and accurate a design is embodied here.

From wood pass to metal. Fuselage and internal wing bracing is with piano-wire which will stand a pull of a ton, though the members to which it is anchored weigh but a few pounds. Inter-plane bracing will live up to a ton and a half, and the control wires will stand the same test. So accurate are these latter that in process of their manufacture the heated metal is drawn through a forming die made of an aperture in a diamond.

In the autumn of 1918 it was decided to undertake the manufacture of a faster and more modern type of machine—the Avro—and to this object the factory diverted its energies. At the date of the armistice two had been turned out. These machines, equipped with 130 horse-power Clerget engines, promised excellent service, and underwent all tests to the complete satisfaction of all concerned. No less than one hundred additional had been fabricated and were ready for assembly when hostilities ceased.

Design—material—workmanship—inspection! These are the four cardinal features of the modern machine. That all have been amply provided in the output of the Canadian Aeroplanes Limited is best evidenced by the fact that not a single one of nearly three thousand aeroplanes turned out has been charged with any accident attributable to any fault in design or manufacture.

From aeroplane to flying boat was a natural transition in an organization so finely balanced and completely equipped, and in April, 1918, the Canadian Aeroplanes Limited undertook to build for the United States navy a fleet of 30 F-5 flying boats, the largest produced to date on this side of the Atlantic. The contract involved competition with two other companies. The latter had been in the business fromtwo to four years, and had on hand not only ample material but also a large staff of assembling mechanics. In the race that followed, the Canadian Aeroplanes Limited finished three weeks ahead—an illustration of the fact that the best type of organization is that which is not so wedded to one class of output as to be unable to adapt its methods and its plant to kindred, if varying, undertakings. So satisfactory was the work to the U.S. authorities, that it called forth the following letter from the American admiral in charge:—

“On account of the excellent workmanship of Canadian Aeroplanes shown in the construction of navy flying boats, the bureau is glad to recommend the facilities of your plant, and it is hoped that additional work in aircraft construction may be secured elsewhere.”

The feat was not without effort. The thirty boats contracted for have been delivered, the first being turned out within three months from receipt of order. The shipments included spares to the extent of one additional boat in every three, exclusive of hull. It was not necessary to engage any additional staff, but it was necessary to give the training required to convert the aeroplane builder into the boat builder. This construction filled in a period between orders for machines for the Royal Air Force, but it involved the purchasing of special material from the United States, in which market the U.S. competitors of the company were already firmly established.

TEST OF FIRST C.A.L. MACHINE.FIRST AVRO MACHINE OF C.A.L.

FINISHING PROPELLERS.

Boat building was, however, but a side issue of the primary purpose of the organization. It was formed to supply an Imperial brigade with ample and satisfactory aeroplanes. That this was done is unquestionable; but it is questionable whether those responsible for its organization and those under whose guiding hands it grew so amazingly foresaw the proportion the business was to assume or the peculiarly intimate relationship it established with the work of the brigade. The various reports of the General Officer Commanding on this subject pay unstinted tribute to the excellence of the service rendered. More than this, it is due to the qualities of the Canadian JN4 machine as manufactured in Toronto by the Canadian Aeroplanes Limited that training in flying by the Royal Air Force was so advanced that it covered the practice of all aerial manoeuvres and “stunts” possible on any machine.

In the graphs onpages 54and55will be found certain data of interest giving the progress of manufacture, etc., but the essential figures are those not written. They are to be found, if computable, in the service rendered to the Empire by some three thousand pilots who first took to the air in machines made by this great national plant.

Canadian Aeroplanes Limited—Monthly Output of MachinesIn Addition 30 Flying Boats for U.S. Navy

Canadian Aeroplanes Limited—Monthly Strength of Employes

A WOODLAND SCENE.A COMFORTABLE CRASH.

Herewith is given a diagram presenting the net cost of the work of the brigade in Canada. The disbursements indicated include the total of all sums paid out both by the Corps and the Aviation Department of the I.M.B.

This cost, being $9,835 per pilot trained, will, it is estimated, be reduced to $9,660 when the various assets of the brigade have been liquidated. It will be seen that no amount has been apportioned against the complete training of 137 observers, and the partial training of 3,500 cadets who were on the strength and in various stages of ground tuition in November, 1918.

From December, 1917 to April, 1918, both brigade and Imperial Munitions Board expenditures show a decrease. This is due to the fact that for these months the cost of aeroplanes, engines, spares, etc., were met by the U.S. Signal. Service, for whom the Corps trained a large number of pilots. The amount thus saved by the Corps may be considered as approximately equal to that spent on the partial training of 3,500 cadets and included in the gross sum mentioned.

The increase in outlay by the Imperial Munitions Board in the autumn of 1918 was occasioned by a large building programme, designed to accommodate the entire brigade in winter quarters, no further move to Texas being contemplated. When hostilities ceased this accommodation was practically finished.

It will be noted that the winter of 1918 found the brigade with its capital expenditure complete, and subject only to such maintenance charges as rations, pay, repairs, etc. Had training, therefore, been continued, it is without doubt that pilots would have been turned out at a cost very much less than that above indicated.

R.A.F. Can.—Monthly Disbursements and Training Costs

OFFICERS, 81ST SQUADRON, CAMP RATHBUN.

HEADQUARTERS OFFICERS AND STAFF.

The duties undertaken by the headquarters staff of the Corps were, in many respects, much more onerous than those which fall to the lot of a similar establishment in Great Britain, and comprised not only the routine work of the brigade, but also very many functions which under home conditions would have been assumed by either the War Office or the Air Ministry.

Looking back at the past two years, it appears that although the headquarters burden was thus increased, the arrangement proved distinctly to the advantage of the Corps, resulting as it did in the centralization of authority and a constant unity of purpose and procedure which otherwise would have been difficult of achievement.

To make the matter perfectly clear, the Royal Air Force, Canada, must be considered as a unit operating outside the boundaries of the usual activities of the Air Ministry, and endowed with special authority and freedom of action, but handicapped, nevertheless, by certain limitations, which, although greatly alleviated by the helpful attitude of the Canadian authorities, made it imperative that extreme care should be used both in policy and action.

It is obvious from the chapter which deals with thematter of recruiting, that particular judgment had to be used in the means adopted to bring the Corps up to the necessary strength, and it was doubly important that every precaution be taken to avoid enlisting men who were subject to the provisions of the Canadian Military Service Act.

Only in very special cases where the applicant’s qualifications made the enlistment desirable, was any recruit signed on who came under the provision of this Act.

The organization and formation of units was, of course, constantly subject to fluctuations in recruiting, and that these units were so soon brought up to workable strength, speaks well for the care given in this respect.

The arrangements made between Brigade Headquarters and the Department of Militia and Defence in Ottawa were all important; and negotiations for medical service, rations, etc., etc., having been completed with satisfaction to the Canadian government, it fell to headquarters staff to maintain a constant and careful liaison with the various departments involved. In addition there were also many important conferences at Washington, these resulting in a complete understanding between the U.S. Signal Service and the brigade, which understanding took admirable shape in the reciprocal training agreement so successfully carried out by the Corps in Canada and Texas.

Responsibility for training in Canada lay with the officer of headquarters staff on this duty, and constant touch was maintained with Great Britain in order that the methods of the Canadian unit might always reflect every recent advance in the system adopted.

Reference has been made elsewhere to the excellent service given by the Curtiss engine and Canadian JN4 aeroplane. This machine became out of date a little later, but such were its qualifications of strength and manoeuvring capacity, that, during the more recent period of the work of the brigade all pilots were sent overseas with flying instruction practically complete, needing only an introduction to machines, which although faster and more modern, were able to perform few manoeuvres which had not already been done on the JN4.

LT.-COL. J. RUBIELT.-COL. F. R. G. HOARELT.-COL. A. K. TYLEEMAJ. O. C. MACPHERSONMAJOR O’REILLYBRIG.-GEN. C. G. HOARE, C.M.G.MAJ. J. M. MITCHELLMAJ. H. B. DENTONCAPT. C. J. BLACKMOREMAJ. M. A. SEYMOURMAJ. J. INWOOD

80TH SQUADRON, CAMP BORDEN—OFFICERS AND MECHANICS.

READY FOR THE AIR.THE TAKE-OFF—WINTER FLYING.

SCHOOL OF AERONAUTICS—CANTEEN.DINING HALL.

Owing to the fact that one-half of the personnel of the brigade was in a constant state of flux, and moving forward from unit to unit, additional work was thrown upon both the Records and Quartermaster’s department, and the prompt manner in which these organizations adapted themselves to the changing needs is worthy of mention. The move to Texas created an involved situation which was made workable only by a very special effort and complete coöperation with the Imperial Munitions Board, and, in spite of the strain thus occasioned, the success of this move must always be recalled with particular satisfaction by those responsible for its arrangement.

The Quartermaster branch discharged, as well, the duty of a Quartermaster-General’s department, this being but one instance out of many in which the obligations of individual sections of the brigade were enlarged till they paralleled the work elsewhere performed by the Air Board or the War Office.

The composition of the Canadian units decided upon by the War Office, varied considerably from that of units already established in England, and, in consequence, the mobilization and equipment tables heretofore in use proved in most respects inapplicable to Canadian requirements. Thus there was thrown upon the Aircraft Equipment branch the almost unprecedented duty of compiling all the data determining every item of equipment to be supplied for carrying on the work of the Corps.

It was provided from the first that responsibility for price and point of purchase would be borne by the Aviation Department, and the burden of the A.E. branch ceased when requisitions were handed to the former. This, however it eased the situation, still left upon the A.E. branch the constant onus of working out in detail the entire list of engines and aeroplanes, with their multitudinous spares, and the complicated list of stores, technical and otherwise, requisite for the training of a continuous stream of pilots.

The records of the branch show that while the supply of machines from the Canadian Aeroplanes factory was invariably dependable, considerable difficultywas experienced in securing deliveries of engines, and, on occasions, machines were sent to the wings without engines, the latter to be installed when received.

Motor transport being carefully considered, the original orders proved practically sufficient for all needs, and there was purchased only about one half of the equipment officially authorized. Had not the units at Beamsville and Hamilton been organized, the provision made early in 1917 would have proved sufficient. In the supply of aeroplane spares, the excellent service rendered by the repair sections of the various flying units in making broken parts serviceable, steadily reduced the monthly proportional outlay.

It is not possible in the scope of a page to go into the innumerable details, the solution of which rested with the A.E. branch. Sufficient funds were of course available, and an admirable coöperation with the Aviation Department of the I.M.B. always saved the situation—even sometimes at the last moment—but the difficulties overcome were very serious, and there were times when the imperative demands of the flying wings seemed almost impossible to satisfy. Added to this, there was increased difficulty in securing supplies after the United States entered the war and placed embargoes on many classes of goods. In spite of all, however, flying was never practically affected by any lack of material.

Since it is desired only to give an outline of headquarters duties, it is asked that the diagram onpage 71be referred to. The various subdivisions were found to be satisfactory and workable, and to reflect with accuracy those administrative needs on the fulfillment of which depended both the progress of the unit with its co-related branches, and the quality of the pilots it was privileged to turn out.

GERMAN AERODROME, WESTERN FRONT.

BARRIE, ONTARIO.

Organization chart

Brigadier-general C. G. Hoare, C.M.G.General Officer Commanding

A.O. 1Lt.-Col. J. RubieGeneral Staff duties.Organization and formationof units.Discipline.Establishments.Arrangement for movementof troops.

General Staff duties.Organization and formationof units.Discipline.Establishments.Arrangement for movementof troops.

Records—Major H. B. DentonRecruiting all cadets and airmen and recordsof all non-commissioned members of the Force.Works Section—Major O. C. MacphersonSupervision of all structural and aerodrome work.Discipline—Major C. R. HugginsCourts martial.Courts of enquiry re absentees.Capt. J. L. LangmuirAssistant Provost Marshal.

Records—Major H. B. Denton

Recruiting all cadets and airmen and recordsof all non-commissioned members of the Force.

Works Section—Major O. C. Macpherson

Supervision of all structural and aerodrome work.

Discipline—Major C. R. Huggins

Courts martial.

Courts of enquiry re absentees.

Capt. J. L. Langmuir

Assistant Provost Marshal.

A.O. 2Maj. J. M. MitchellGeneral routine.General administration.Headquarters orders.Officers’ records.Posting and employmentof officers.Promotions.

General routine.General administration.Headquarters orders.Officers’ records.Posting and employmentof officers.Promotions.

Medical Boards}Dental Services}Maj. O’ReillyOrganization and control of all medical services.A.O. 2A.—Capt. F. D. WilliamsPay and allowances.Examination of unit orders.Civilian claims.Transportation Warrants—Capt. G. J. Blackmore

Medical Boards}Dental Services}Maj. O’Reilly

Organization and control of all medical services.

A.O. 2A.—Capt. F. D. Williams

Pay and allowances.

Examination of unit orders.

Civilian claims.

Transportation Warrants—Capt. G. J. Blackmore

A.O. 1A.Lt.-Col. A. K. TyleeGeneral supervision of training.

General supervision of training.

A.O. 1B.—Maj. M. A. SeymourAll Flying training; syllabus of instruction;courts of enquiry re flying accidents;reports and graphs re training progress;technical matters regarding flying (no material);technical training of officers, non-commissionedofficers, cadets and men.A.O. 1C.—Capt. W. H. FarnellPhotography; supervision of this instruction at all units.

A.O. 1B.—Maj. M. A. Seymour

All Flying training; syllabus of instruction;courts of enquiry re flying accidents;reports and graphs re training progress;technical matters regarding flying (no material);technical training of officers, non-commissionedofficers, cadets and men.

A.O. 1C.—Capt. W. H. Farnell

Photography; supervision of this instruction at all units.

A.E.Col. F. R. G. HoareAnalysis and provision of all technical supplies.

Analysis and provision of all technical supplies.

A.E. 1.—Major J. InwoodAssisting A.E.Quartermaster Services—Capt. G. J. Blackmore

A.E. 1.—Major J. Inwood

Assisting A.E.

Quartermaster Services—Capt. G. J. Blackmore

RAF. Can.—Total Machines—Machines Serviceable Under Repair and Being ErectedMarch 1917 To Nov. 1918

87TH SQUADRON, CAMP BORDEN.

Y.W.C.A.—CAMP BORDEN.Y.M.C.A.—CAMP BORDEN.

RAF. Can.—Output of Pilots and Observers

To achieve a brief review of the progressive instruction received by pilots and observers, it is unfortunately necessary to omit reference to many developments which from time to time built up the system finally secured. This is the more regrettable, since the foundations were laid under strenuous circumstances. Insufficient staffs provided with meagre equipment, much of which they themselves had to evolve, did notable service at a time when the demands upon them were constantly increasing. It is hoped, therefore, that those to whom the brigade is indebted for a vast amount of admirable and constructive effort will realize the impossibility of any descriptive detail concerning it, and will find in the ultimate methods adopted the essential fruit of their early labours.

To the photographic record of training on these pages it is now desired to add certain data concerning the routine of instruction.

The cadet enlisting in the Spring of 1918 proceeded to the Cadet Wing at Long Branch after passing through the Recruits Depot, where he received an initiation into infantry training and buzzing (telegraphic receiving and sending) up to his ability in the period. Here he was clothed, equipped and given lectures on personal hygiene, discipline, and the primary features of the R.A.F. This course did not exceed two weeks.

During the eight weeks at the Cadet Wing the pupil’s horizon broadened. He found also that every inducement was offered to proficiency and hard work, for instruction continued even in hospital, provided he was fit to receive it. Sports and physical exercise kept him in condition, and leave was frequent.

PHOTOGRAPHY.ARTILLERY OBSERVATION SENDING STATIONS.

TESTING RIGGING.FILLING UP.

His wireless was carried on to receiving and sending eight words a minute, and instruction was given in such a way that he was untroubled by the presence of the cadet beside him, because that cadet received and sent with a different wave length of transmission current. Panneau (see illustration onpage 199) was read at four words a minute and practice alternated with the use of Aldis signal lamps. Ground strips, reproduced electrically in miniature, required correct reading. The method of locating flashes (symbolic of shell bursts) on clock coding target (page 158) demanded special attention to the point of locating ten successive flashes.

Came then aerial navigation, the knowledge of which is essential to all who travel by air. An extremely interesting study this, covering sketching, compass work—both magnetic and prismatic, definitions and conventional signs used—in fact all such information as is necessary not only to read intelligently and quickly any civil or military map and absorb the information often so vitally necessary, but also to construct one which shall be legible for general military and artillery purposes.

It follows, then, that the cadet when he arrived at the School of Aeronautics had already moulted much of the civilian. The plumage of the pilot was beginning to sprout.

At this point his education was carried still further. He applied his map-reading knowledge to an immense reproduction of part of the actual theatre of war, showing whole battlefields in faithful outline. He studied the plotting of an aerial course from point to point, with a given wind velocity and speed of aeroplane. He delved into air and weather conditions in northern France and learned what targets looked like when seen from the air. He began photography, the study of artillery work, zone call systems and those simple yet enormously important and pre-arrangedsignals between battery and aeroplane. Here, too, he was introduced to the science of bombing.

Moving on to engines of various types, he absorbed their principles of design and operation—with practical work on the engines themselves which were set up on running stands at Camp Leaside and subjected to every temporary indisposition imaginable in order that the pupil might diagnose and remedy the trouble (page 83). With the engines he studied the design of the aeroplane, assembling and dismantling till its structure became simple and familiar (page 172). Coincident with all this was his education as a soldier, with lectures in military law, procedure, the organization of various arms of the service, the internal economy of R.A.F. squadrons, wings, parks and depots and the various phases of active service duty.

Congested as it may appear, there was in actuality no congestion. This was due not only to the fact that instruction was invariably progressive, but also such mechanical inventiveness had been displayed by the staff that whenever practical instruction involving mechanics of any nature was given, there was always produced the relative mechanical device which showed the practical application of the theory and demonstrated quite unmistakably its physical character.

From the School of Aeronautics to which further reference is made (page 162) the cadet proceeded to the Armament School. In the chapterunder this headinghis course is sufficiently outlined, and by the time he arrived at a flying wing he had mastered the theoretical and mechanical essentials of the principles and appliances which were to control his further development.

It was recognized that if instruction in wireless ceased on arrival at the wings, the pupil at once became rusty in these requirements, and, from the commencement of the Corps, work classes were invariably held in this and kindred subjects at all flying units.

Now came the time to which the cadet had been looking forward since his enlistment. Entrusted to a competent instructor, he embarked on flying tuition. Here also was practice in aerial photography, vertical and oblique, and bomb dropping by wireless, in which the pilot signalled the release of an imaginary bomb, the message being received by an observer in a camera obscura hut, who noted also the position of the machine at the instant of release. Formation and fifty-mile cross-country flights were practised, the former as in active service, the latter giving opportunity for map reading in the air, and the actual collection of a variety of information which paralleled the duty to be performed at the front.

Here, too, the cadet climbed to 6,000 feet and remained at this height for fifteen minutes. He flew through clouds guided by compass, read ground strips and Aldis lamp signals, and in general comported himself exactly as though in the air over enemy country, and when he ultimately reported at Camp Leaside it was as a skilled pilot thoroughly at home in his machine and ready for the two final periods of his instruction.

At Leaside, the 43rd Wing, came final tuition in artillery coöperation. Here the cadet absorbed to his capacity all that science and a particularly brilliant system of instruction could give him. The picture target of former days was reproduced on a huge scale, and from work on this the pupil took to the air. From an altitude of 2,000 feet he noted bursts presumed to be those of batteries, located them on his map and wirelessed their position to the receiving battery station, correcting and directing its fire. Information was sent down describing the effect of barrage fire, the movement of troops, the location of wire and similar details. Contact patrol work was studied, as was indeed every feature of artillery coöperation duty, even to the wearing of gauntlets when sending wireless.

All through the period of training his physical condition was regarded as of prime importance; and continual exercises, so arranged as to develop every bodily power, and, in consequence, every mental activity, were faithfully practised. The result was a human mechanism, fit and alert, sound and responsive, and capable of being brought to the highest possible pitch of efficiency.

At the School of Aerial Fighting came the last step in the development of the pilot. Armed with Vickers and Lewis guns he went through a final course of ground gunnery which demonstrated the problems and mechanics of the art of shooting to the last degree. Taking to the air, first with another pilot, he shot at full-sized silhouettes anchored in Lake Ontario a mile from shore. Later, armed with a camera gun loaded with film, he undertook aerial practice on a brother cadet, the developed film showing the accuracy of his aim. Aerial tactics were carried out, and every imaginable manoeuvre of attack and escape has been observable for months at this most interesting of camps. Finally, equipped mentally and physically, with all that the British Empire could do for him, he left for either overseas as the highest product of the R.A.F., Can., or to the School of Special Flying to be tested as an instructor, an equally arduous but more thankless undertaking.

Back to Index Next