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Articles and features in The Roundel also helped develop Arctic air mindedness by empha- sizing modernity and normalcy for postings to the region. For example, there was an article in the March 1950 issue that discussed sustenance, in case a crew had to face a forced landing in the Arctic. Titled “For the Arctic Gourmet,” this article used humour—coupled with Ray Tracy’s clever cartoons—to outline a variety of edible plant and animal life available in Arctic climes.”

Figure 5 Articles and features in The Roundel also helped develop Arctic air mindedness by empha- sizing modernity and normalcy for postings to the region. For example, there was an article in the March 1950 issue that discussed sustenance, in case a crew had to face a forced landing in the Arctic. Titled “For the Arctic Gourmet,” this article used humour—coupled with Ray Tracy’s clever cartoons—to outline a variety of edible plant and animal life available in Arctic climes.”

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Included in this inaugural issue of The Roundel was an article by Flight Lieutenant (F/L) E. P. Wood entitled “Northern Skytrails: The Story of the Work of the R.C.A.F. in Canada’s Arctic and Sub-arctic.”’ This piece was the first in a series of articles under the “Northern Skytrails” banner describing the early history of the RCAF and especially its experiences in northern flying. The purpose of the series, the author explained, was “to give the reader a clear and factual conception of what is perhaps the more romantic, but also less publicized, aspect of the R.C.A.F’s activities.”’° In other words, the motive behind the “Northern Skytrails” series was to promote Arctic air mindedness amongst RCAF personnel. Importantly, the rationale for this series came right from the top of the RCAF leadership; as F/L Wood explained, “the task of [the series’] publication was assigned by the Chief of the Air Staff to the Directorate of ntelligence (Air)?”"
Included in this inaugural issue of The Roundel was an article by Flight Lieutenant (F/L) E. P. Wood entitled “Northern Skytrails: The Story of the Work of the R.C.A.F. in Canada’s Arctic and Sub-arctic.”’ This piece was the first in a series of articles under the “Northern Skytrails” banner describing the early history of the RCAF and especially its experiences in northern flying. The purpose of the series, the author explained, was “to give the reader a clear and factual conception of what is perhaps the more romantic, but also less publicized, aspect of the R.C.A.F’s activities.”’° In other words, the motive behind the “Northern Skytrails” series was to promote Arctic air mindedness amongst RCAF personnel. Importantly, the rationale for this series came right from the top of the RCAF leadership; as F/L Wood explained, “the task of [the series’] publication was assigned by the Chief of the Air Staff to the Directorate of ntelligence (Air)?”"
Figure 3. MRAF Trenchard’s Air Power Perspective Map” traditional perceptions amounted to a “Maginot Line Mentality, and he therefore cautioned “civilized powers” about ignoring threats from other—notably northern—orientations.”
Figure 3. MRAF Trenchard’s Air Power Perspective Map” traditional perceptions amounted to a “Maginot Line Mentality, and he therefore cautioned “civilized powers” about ignoring threats from other—notably northern—orientations.”
Figure 4. Ray Tracy’s humorous attempt to address myths about amenities in the Arctic® On the topic of heat inside buildings on northern pants have to struggle through as best they can with emphasizing modernity, he clarified that “these dull, without benefit of blubber lamps. Being fresh out of bases, Gooderham observes that “the occu- temperatures of 68° [F (20° C)]. Covertly uninteresting temperatures are attained blubber lamps, the Air Force has had to resort to steam heat or oil-burning stoves.” Moreover, one could not wash oneself in the trad- itional Arctic practice of “sewing oneself into the red flannels and applying whale oil to the face... [because] some sluggard in Supply” failed to procure the whale oil, so the airmen had to make do with “water systems, boilers, showers, wash-basins, and washing machines.”® His humour preyed upon popular misconceptions that equated Arctic life with the traditional survival practices of the Inuit which, while ingenious in their own right, seemed anachronistic 1 the modern world.
Figure 4. Ray Tracy’s humorous attempt to address myths about amenities in the Arctic® On the topic of heat inside buildings on northern pants have to struggle through as best they can with emphasizing modernity, he clarified that “these dull, without benefit of blubber lamps. Being fresh out of bases, Gooderham observes that “the occu- temperatures of 68° [F (20° C)]. Covertly uninteresting temperatures are attained blubber lamps, the Air Force has had to resort to steam heat or oil-burning stoves.” Moreover, one could not wash oneself in the trad- itional Arctic practice of “sewing oneself into the red flannels and applying whale oil to the face... [because] some sluggard in Supply” failed to procure the whale oil, so the airmen had to make do with “water systems, boilers, showers, wash-basins, and washing machines.”® His humour preyed upon popular misconceptions that equated Arctic life with the traditional survival practices of the Inuit which, while ingenious in their own right, seemed anachronistic 1 the modern world.
Another major theme was survival training for the northern climate. While some authors described the activities offered at the RCAF survival training school at Fort Nelson, British Columbia, others outlined tips for coping with the harsh climate at northern bases or surviving if an airman had to ditch his aircraft in the Arctic region.”’ Features on RCAF bases located in more northerly parts of the country, such as Whitehorse and Goose Bay, were common in The Roundel during this time period in “The Roundel Visits” series.” Other articles touched on efforts by the RCAF to enhance its Arctic operational capabilities, ranging from topics such as aircraft ski research at the National Research Council (NRC) to arming aircraft that operate in the Arctic, to name but a few.”
Another major theme was survival training for the northern climate. While some authors described the activities offered at the RCAF survival training school at Fort Nelson, British Columbia, others outlined tips for coping with the harsh climate at northern bases or surviving if an airman had to ditch his aircraft in the Arctic region.”’ Features on RCAF bases located in more northerly parts of the country, such as Whitehorse and Goose Bay, were common in The Roundel during this time period in “The Roundel Visits” series.” Other articles touched on efforts by the RCAF to enhance its Arctic operational capabilities, ranging from topics such as aircraft ski research at the National Research Council (NRC) to arming aircraft that operate in the Arctic, to name but a few.”
Figure 8. De-icing was definitely required while operating in the Arctic” There is often a thin coat of ice under the fluffy blanket of snow which has accumulated on the wings of your plane. Don’t depend on the snow blowing off during take-off, even the light kind, and check for ice. Falling snow sticks at temperatures above 10°F [-12°C]. It also forms a coat of ice between 32 and -10°F [0 and -23°C].” Another feature warned about the perils of guessing the depth of snow on the ground from the air.*' One informative piece suggested that aircrew flying in snowy conditions where it was diffi- cult to determine the distance to the ground should carry a pine tree (or at least “some object of known size”) with them to drop on the ground for use as a point of reference for landing.”
Figure 8. De-icing was definitely required while operating in the Arctic” There is often a thin coat of ice under the fluffy blanket of snow which has accumulated on the wings of your plane. Don’t depend on the snow blowing off during take-off, even the light kind, and check for ice. Falling snow sticks at temperatures above 10°F [-12°C]. It also forms a coat of ice between 32 and -10°F [0 and -23°C].” Another feature warned about the perils of guessing the depth of snow on the ground from the air.*' One informative piece suggested that aircrew flying in snowy conditions where it was diffi- cult to determine the distance to the ground should carry a pine tree (or at least “some object of known size”) with them to drop on the ground for use as a point of reference for landing.”
Table 1. Average Temperatures Because of Alert’s far northern location, it experiences a period of total darkness, commencin in October, where the sun does not rise for approximately 147 days. The sun appears again in March, and after a twilight period of 34 days, there is period of total daylight when the sun doe: not set below the horizon for 147 days (through to September).'* Alert’s climate is very cold and very dry. July is the warmest month, with an average high of 6°C (degrees Celsius); the coldest months are January through March, when the average high approaches -30°C and the average low is between -35°C and -37°C (see Table 1). The record high was 20°C in July, and the record low was -50°C in February. High winds and severe storms can happen at short notice, reducing visibility to zero. On average, only about 1.5 metres of snow falls over the course of the year; most of the snow arrives between July and October.”
Table 1. Average Temperatures Because of Alert’s far northern location, it experiences a period of total darkness, commencin in October, where the sun does not rise for approximately 147 days. The sun appears again in March, and after a twilight period of 34 days, there is period of total daylight when the sun doe: not set below the horizon for 147 days (through to September).'* Alert’s climate is very cold and very dry. July is the warmest month, with an average high of 6°C (degrees Celsius); the coldest months are January through March, when the average high approaches -30°C and the average low is between -35°C and -37°C (see Table 1). The record high was 20°C in July, and the record low was -50°C in February. High winds and severe storms can happen at short notice, reducing visibility to zero. On average, only about 1.5 metres of snow falls over the course of the year; most of the snow arrives between July and October.”
Table 3. Selected Fruits and Vegetables Having goods damaged during shipment was another frustrating challenge, but an event that was not surprising, considering the tonnes of goods that were transported to this remote loca- tion. Overall, the track record for Operation BOXTOP was commendable; reports of damage were not frequent and not overly extensive. For example, in July 1963, those who packed the crates for shipping took a number of individual items out of larger packaging and put these item: into the crates loosely in order to fill the spaces between other cases of rations. Soup and mince- meat tins were dented; boxes of soda crackers, corn meal, and gravy base were crushed; and spices in cellophane and dry mustard in paper bags were ruined. In July 1964, pallets became snow-caked when off-loaded at Alert because of recent heavy snowfall. Consequently, flour, sugar, and powdered milk contents were ruined and upholstered furniture in crates lacking waterproof lining got wet.* As the supplies passed through so many hands and travelled such long distances, experience helped improve packing and handling methods.
Table 3. Selected Fruits and Vegetables Having goods damaged during shipment was another frustrating challenge, but an event that was not surprising, considering the tonnes of goods that were transported to this remote loca- tion. Overall, the track record for Operation BOXTOP was commendable; reports of damage were not frequent and not overly extensive. For example, in July 1963, those who packed the crates for shipping took a number of individual items out of larger packaging and put these item: into the crates loosely in order to fill the spaces between other cases of rations. Soup and mince- meat tins were dented; boxes of soda crackers, corn meal, and gravy base were crushed; and spices in cellophane and dry mustard in paper bags were ruined. In July 1964, pallets became snow-caked when off-loaded at Alert because of recent heavy snowfall. Consequently, flour, sugar, and powdered milk contents were ruined and upholstered furniture in crates lacking waterproof lining got wet.* As the supplies passed through so many hands and travelled such long distances, experience helped improve packing and handling methods.
Cabinet decided on 18 April 1978, expressed in Cabinet Decision 207-78RD, that the active search phase was complete and that AECB would take over lead responsibility for post-search operations.** The handover to the AECB was quickly accomplished, and the CF began to with- draw from the operation proper, entering the post-operation cleanup phase. All landing sites, including Camp Garland, were thoroughly cleaned up for inspection by the environmental authorities, recovery and return of fuel drums was completed, and the dreaded mountain of paperwork and after action reports were dealt with. The final transfer of radioactive material wa: accomplished on 17 April, the day prior to the above Cabinet decision, with a flight to Winnipeg capping off more than 5100 hours of continuous operational flying (see Table 1) that began with the initial search mission on 24 January 1978.
Cabinet decided on 18 April 1978, expressed in Cabinet Decision 207-78RD, that the active search phase was complete and that AECB would take over lead responsibility for post-search operations.** The handover to the AECB was quickly accomplished, and the CF began to with- draw from the operation proper, entering the post-operation cleanup phase. All landing sites, including Camp Garland, were thoroughly cleaned up for inspection by the environmental authorities, recovery and return of fuel drums was completed, and the dreaded mountain of paperwork and after action reports were dealt with. The final transfer of radioactive material wa: accomplished on 17 April, the day prior to the above Cabinet decision, with a flight to Winnipeg capping off more than 5100 hours of continuous operational flying (see Table 1) that began with the initial search mission on 24 January 1978.
load aircraft for each mission. “[The] airlift was completed in 36 operational chalks between 20 Mar and 02 Apr 78 [with a] total of 791,941 Ibs [359,218 kilograms] of cargo and 135 passen- gers... airlifted”** The CF supply system was able to outfit personnel, including civilians and RCMP, with most of the essential arctic gear, clothing, sleeping bags, and so on; however, it was still necessary to locally purchase some important material such as balaclavas, eye protection ir the form of sunglasses, and to arrange for local fabrication of critical items that were unavail- able, such as lead-lined receptacles for contaminated materials. Out of the total cost for Op MORNING LIGHT ($13 million), the Air Force’s share was in excess of $6 million. Of that, fue alone was over $500,000, with personnel and miscellaneous costs of $5,362,897.40 (see Table 2) Characteristic of Op MORNING LIGHT was the continuing shortage of appropriately traine personnel. Also characteristic was the typical Canadian attitude of “making do” and “getting the job done.” Despite conflicting demands (the active operation, support for the ARCTIC EXPRESS® exercise which ran concurrently, and normal domestic operations), the Air Force managed to find sufficient personnel to carry out the operation. Of the personnel involved in this operation, from various Canadian government departments, two civilian guides (Mobley and Mordhorst), the RCMP, the USAF, DOE, and the CF, all made significant contributions. CFB Edmonton’s NAST (45 personnel) was augmented by NAST personnel from other bases (28 personnel). Additionally, although there were many CF personnel peripherally involved, 1200 CF members were directly tasked to and took an active role in MORNING LIGHT.
load aircraft for each mission. “[The] airlift was completed in 36 operational chalks between 20 Mar and 02 Apr 78 [with a] total of 791,941 Ibs [359,218 kilograms] of cargo and 135 passen- gers... airlifted”** The CF supply system was able to outfit personnel, including civilians and RCMP, with most of the essential arctic gear, clothing, sleeping bags, and so on; however, it was still necessary to locally purchase some important material such as balaclavas, eye protection ir the form of sunglasses, and to arrange for local fabrication of critical items that were unavail- able, such as lead-lined receptacles for contaminated materials. Out of the total cost for Op MORNING LIGHT ($13 million), the Air Force’s share was in excess of $6 million. Of that, fue alone was over $500,000, with personnel and miscellaneous costs of $5,362,897.40 (see Table 2) Characteristic of Op MORNING LIGHT was the continuing shortage of appropriately traine personnel. Also characteristic was the typical Canadian attitude of “making do” and “getting the job done.” Despite conflicting demands (the active operation, support for the ARCTIC EXPRESS® exercise which ran concurrently, and normal domestic operations), the Air Force managed to find sufficient personnel to carry out the operation. Of the personnel involved in this operation, from various Canadian government departments, two civilian guides (Mobley and Mordhorst), the RCMP, the USAF, DOE, and the CF, all made significant contributions. CFB Edmonton’s NAST (45 personnel) was augmented by NAST personnel from other bases (28 personnel). Additionally, although there were many CF personnel peripherally involved, 1200 CF members were directly tasked to and took an active role in MORNING LIGHT.
Alternative futures occur when events displace the trend line outside of the Probable zone. If the events all collide to produce good effects, then the trend line is moved towards a Best Case Scenario. Conversely, events that are all producing negative effects would push the trend line towards a Worst Case Scenario. For the purpose of this paper, the imagined events and their resulting scenarios had to be deemed sufficiently plausible so that the ensuing alternative futures were deemed Possible rather than Unlikely. Consequently, examining alternative futures can be useful to military planners since, theoretically, the majority of all situations that we may reasonably expect to encounter in the near future should fall somewhere within those possible extremities.
Alternative futures occur when events displace the trend line outside of the Probable zone. If the events all collide to produce good effects, then the trend line is moved towards a Best Case Scenario. Conversely, events that are all producing negative effects would push the trend line towards a Worst Case Scenario. For the purpose of this paper, the imagined events and their resulting scenarios had to be deemed sufficiently plausible so that the ensuing alternative futures were deemed Possible rather than Unlikely. Consequently, examining alternative futures can be useful to military planners since, theoretically, the majority of all situations that we may reasonably expect to encounter in the near future should fall somewhere within those possible extremities.
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