Radio Waves
Across The North
Ernie Brown – VA3OEB
With collaboration by Doug Leach – VE3XK
Early Yukon Road Attempts
Routes taken by RCMP
Inspector J.D. Moodie
(1897) and Sgt. Charles
Constantine (1905) from
Edmonton toward
Dawson City to establish
a road link to maintain
Canada sovereignty
Both failed.
Pre-War Yukon Travel
The primary travel
routes in the interior of
the Yukon prior to 1942
were mainly by water,
with a rail connection
between Skagway,
Alaska and Whitehorse
North West Staging Route
In response to increasing demand for flying services in
the North, Department of Transport started building an
airway between Edmonton and Whitehorse in 1939.
It was based on routes established by bush pilots and in
consideration of the shortest (Great Circle) path
between the centre of the continent and the Orient.
The object was to build as many emergency airstrips as
needed to supplement existing airports to position an
airfield, with 3000’ X 500’ runway, every 100 miles and
to equip all airfields with a Radio Range system for
electronic navigation.
This was called The North West Staging Route.
The NWSR Goes To War
When the United States entered the war in late 1941,
Canada offered the use of the Northwest Staging Route
"for the duration".
Canada and the USA began work to extend the NWSR
from Great Falls, Montana to Fairbanks, Alaska using
existing airways where possible.
The US used the NWSR to ferry fighters and bombers
to the USSR and to ship matériel to the developing
front in the Aleutian Islands.
This became the major shipping route to supply
aircraft for the war in Europe and the fronts in Asia.
North West Staging Route
Great Falls, MT*+
Lethbridge, AB*
Calgary, AB*
Penhold, AB*
Edmonton, AB*
Whitecourt, AB
Grand Prairie, AB
Fort St. John, BC
Beatton River, BC
Fort Nelson, BC
Smith River, BC
Watson Lake, YT
Teslin, YT
Whitehorse, YT
Aishihik, YT
Snag, YT
Northway, AK+
Tanacross, AK+
Delta, AK+
Fairbanks, AK+
* Existing airways
+ US non-DOT airfields
North West Staging Route
RCAF Participation
In 1942 several RCAF bomber-reconnaisance and
fighter squadrons were sent via the NWSR to Alaska
and the Aleutian Islands to assist the US in checking
the Japanese threat in that area.
For months they carried out patrols and strafing
missions
On one sortie an RCAF Curtiss P-40 Kittyhawk shot
down a Japanese Zero, the only enemy aircraft
destroyed in WWII by a home-based unit.
Lend-Lease
Lend-Lease was the major program that enabled the
USA to supply Britain, the USSR, China and other Allied
nations with vast amounts of war matériel to fight the
Axis Powers.
Lend-Lease began in March 1941, nine months before
Pearl Harbor, and ended after V-J Day, on September 2,
1945.
In addition to thousands of tons of heavy equipment,
arms, clothing and food, Lend-Lease aircraft for the
USSR totalled 14,795 fighters, bombers and transports
Lend-Lease Routes to USSR
North Atlantic by ship to Murmansk/Arkangel
- Convoys encountered heavy losses due to U-boats and
aircraft based in occupied Norway
South Atlantic via Brazil and North Africa through Turkey
or Iran
- Aircraft incurred heavy losses due to engine damage from
desert sand across North Africa
Alaska-Siberia (ALSIB) via the extended NWSR to Siberia
- Ferry aircraft incurred moderate losses due to severe
temperatures, remote wilderness, and hazardous weather.
The ALSIB Route
Great Falls, MT
Calgary, AB
Edmonton, AB
Grand Prairie, AB
Fort Nelson, BC
Watson Lake, YT
Whitehorse, YT
Fairbanks, AK
Onward to Siberia via
Galena and Nome, AK
Total 6413 km
ALSIB Siberian Section
Fairbanks – Uelkal
1,500 km
Uelkal – Seimchan
1,450 km
Seimchan – Yakutsk
1,167 km
Yakutsk – Kirensk
1,331 km
Kirensk – Krasnoyarsk
965 km
A total of 7924 aircraft were transferred to Soviet #1
Ferry Squadron pilots at Fairbanks.
The Aircraft – Fighters (1)
P-39 Airacobra
- built by Bell Aircraft in
Niagara Falls, NY
- the only Lend-Lease
aircraft photo we could
find in Soviet colours
- 5707 supplied
P-63 Kingcobra
- built by Bell Aircraft in
Niagara Falls, NY
- 2397 supplied
The Aircraft - Fighters (2)
P-40 Kittyhawk
- Built by Curtiss at
Buffalo and
Hammondsport, NY
- 2397 supplied
P-47 Thunderbolt
- Built by Republic at
Bethpage, LI, NY
- 195 supplied
The Aircraft - Bombers
A-20 Boston (Havoc)
built by Douglas at Long
Beach, California
- 2908 supplied
B-25 Mitchell –
- built by North American
Los Angeles, California
- 862 supplied
The Aircraft - Transports
C-47 Dakota/Skytrain)
- Built by Douglas at Santa
Monica, California
Lend-Lease from the UK
Surprisingly, in addition to the aircraft supplied to the
USSR by the USA, beleaguered Britain also supplied
the following via sea-lift to Murmansk/Arkangel
(mostly prior to US Lend-Lease getting underway):
- Hawker Hurricanes 2952
- Supermarine Spitfires 1331
- Handley-Page Hampden Medium Bombers (below) 23
The US Ferry Air Crews
ALSIB ferry pilots were from the US Army Air Force
Air Transport Command (military) or the Women
Airforce Service Pilots (civilian – no benefits)
Pilot of the lead aircraft in a flight would handle all
A/G communication (voice-only ) sending HF, receiving
on the Radio Range frequencies, as they passed
overhead, or landed. (This was before VHF nav/com).
No WASP pilots landed at Aishihik and no WASP voice
was heard on radio. Perhaps as female civilians they
were not given Leader authority over military pilots.
Lead aircraft of a bomber or transport flight probably
had the only navigator. There were no radio operators.
The Flight Leader in a fighter flight had to navigate as
there was no crew aboard.
Denied to the USSR
-
-
In spite of repeated requests, the USSR was denied the
following (strategic) equipment by the USA:
Four-engine bombers – B17, B-24, B-29
Four-engine transports – C-54 (DC-4)
Night Fighters
(They did not receive any Lancaster, Halifax or Stirling
four-engine heavy bombers, heavy transports, or night
fighters from Britain either.)
Norden Bombsight
Certain other advanced instrumentation and avionics
At Fairbanks, US radio equipment was removed and the
Russians installed their own radio equipment, following
their inspection and acceptance of each aircraft.
Fort St John Airport - 1943
Whitehorse Airport - 1943
Douglas A-20’s and Bell P-39’s enroute to the USSR.
Whitehorse Hangars 1943
New hangars under construction at Whitehorse Airport.
The U.S. Army Air Force developed the west side (front)
while the RCAF used the east side during the war.
Aishihik Operations Bldg
Radio Range and Point to
Point Operating Positions were
on the top floor
Airport Manager’s office on
the ground floor
Weather Office on the ground
floor performed weather
observations and produced the
weather reports. These were
passed to the Range Position to
be sent by voice to aircraft (on
request), and to the Point to
Point Position to be sent by
CW to Snag and Whitehorse.
Radio Range Position
Operator doing weather
broadcast using the carbon
microphone on its desk stand.
This position handled all
Air/Ground communication, all
weather reports and weather
requests – all by voice, sending
on the Radio Range frequency.
Passing aircraft position (PX)
reports and ETAs were logged
in indelible pencil and passed
the Point to Point Position to be
sent by CW to the next station.
Range A/G Operations
All Radio Ranges were in
the 200 – 400 kHz Band
Aishihik (ZK) – 341 kHz
W’horse (XY) – 302 kHz
Snag (XQ) – 239 kHz
Transmissions were on the
Radio Range frequency,
interrupting the navigation
signals.
Reception of typical A/G
HF AM transmitter (top)
was on AM Receiver (no
squelch) 3105 or 6210 KHz.
Four-Course Radio Range
In 1929 the US Bureau
of Standards developed
the Four-Course Radio
Range as used on the
NWSR. Four 125’towers
set in a 500’ square
transmitted the letters A
and N in Morse code.
Where the A and N
signals overlapped, the
Morse code dashes and
dots sounded a steady
tone, painting four audio
“legs” or “courses”.
Radio Range Theory
Diagonally opposite tower pairs were fed with out-ofphase energy, which produced a figure 8 pattern for
each pair. The combined figure 8s, produced the
radiation pattern with four lobes.
An L-C phasing network feeding each tower could steer
that lobe as needed.
The RF from the transmitter, modulated at 1020 Hz,
was fed to the two Goniometer primary windings on
the rotor, through a Link Circuit Relay (LCR), which
had contacts on both sides.
Radio Range Theory
When the LCR keyed
dot-dash [A] on one side,
the spaces automatically
keyed dash-dot [N] on
the other side.
The Range ID was keyed
alternately on the A side
and then the N side of
the Link Circuit Relay,
by a separate code
wheel, once per minute
Radio Range Theory
A range station was always
positioned several miles off the
end of the airport main
runway. One of the “legs”
pointed at the runway and
other “legs” pointed toward
adjacent airports (with fine
orientation using phasing)
Pilots would tune to the next
range when about 50 miles out
(halfway) to the next airport.
Aishihik Radio Range Site
Two Marconi transmitters
(one active and one standby)
the goniometer, and a standby
generator were located in a
building at the Radio Range
site.
Photo shows one of the four
Radio Range towers each with
an elevated counterpoise. The
counterpoise was essential to
provide an effective RF ground
over sub-arctic soil
Changing a Top Light at 125’
Point to Point Position
The active frequency was
monitored continuously
All messages to and from
adjacent stations were
handled on HF (6 – 8 MHz)
at 15-20 wpm CW, using
standard message forms,
and Q-codes.
When there was no HF
propagation 157 KHz was
used. This often allowed
contact with Edmonton but
then often not Whitehorse.
Admin traffic was via
Whitehorse to Edmonton
and on by CN Telegraph
Point to Point Position
The general coverage
(LF/HF) Marconi CSR-5A
Receiver (sample shown)
could work Point to Point
circuits and also monitor
the Radio Range.
The AT-3 Transmitter at
the Transmitter Site was
remotely controlled using a
control panel at the Point
to Point Position, similar to
the one shown
Aishihik Transmitter Site
Two 300W RCA AT-3 HF
transmitters (as shown
below)
One 500W Marconi LF
transmitter
Antenna farm of dipoles with
open-wire feed lines
Standby power plant
This Point to Point
Transmitter Site was
separate from the Radio
Range Site, another 3 miles
away from the airstrip.
Installation Diplomacy
Isolation required diplomacy (and good humour).
A visiting Engineer in charge of installing the LF
transmitter had been trying all afternoon to get
antenna current without proper results.
That evening, the OIC invited the Engineer and some
off-duty radio ops on a fishing trip. Fortunately, the
Engineer declined.
A truckload of the radio ops and the OIC (three prewar hams) went “fishing” at the Transmitter Site,
loaded up the LF transmitter, and got proper readings.
They then reset things as the Engineer had left them,
confident the transmitter was OK, so the Engineer
could “fix it” next day, at his own pace.
Other Duties
Assisting OIC with station maintenance and learning
maintenance routines
Cleaning relay contacts
Lubricating motors
Test run of standby generator
Maintenance of the plant
Changing tubes under direction of OIC
General help with the installation crew
Gofer
Off Duty
What do hams (and nonhams) do when they
can’t ham off-duty?
Build a sail-boat
Sail
Photograph equipment
and local fauna
Hiking
Debate
No musical instruments
or talent revealed
Barracks Building
When I arrived by air in
1943 there were no blinds
or window curtains, and
24-hr daylight. Spare
blankets were soon put
over the windows for
those of us on shift work.
The wood-burning
“Yukon Heater” was a
45 gallon oil drum on its
side with stove pipe on one end and a door on the other.
The replacement hot air furnace melted the permafrost.
Others on Site
The Resident Engineer was responsible for oversight of
construction and then became the Airport Manager.
About 20 Whitepass & Yukon Construction Co workers
finishing the buildings, gravelling and packing the
runway and local roads, until completed in 1944.
Construction camp cook and helpers fed all on site.
RCAF Sergeant and two helpers took over power plant
and runway maintenance, and the RCAF cook and
helpers took over the kitchen, after W&YC left in 1944.
Four radio ops plus OIC were responsible for radio &
Radio Range. Radio ops and OIC acted as techs where
needed (No airport radar at the time outside the military).
Four Meteorology staff to do observations and forecasts.
Bush Road – Spring & Fall
Unimproved bush roads to
the Transmitter and Range
sites were difficult enough
in summer and fall, and
impassable during spring
runoff (below)
After freeze-up, roads were
good except for possible
drifting snow.
The road to the lake and
barge landing dock was
sandy and passable at all
times
Bent A-20 Bomber
Flight Leader, making a
precautionary landing at
Aishihik to avoid bad
weather, mistook the
shoulder for the runway.
His nose wheel dug into
the soft gravel.
The other three A-20s
landed safely along the
middle of the runway
A-20 was taken by barge
to be trucked for repairs.
Million Dollar Valley
Lead navigator of a bomber flight failed to find the
refuelling stop at Watson Lake
Low on fuel, with darkness approaching, the flight let
down through cloud and landed safely on a frozen lake
in a valley between Watson Lake and Teslin.
A bush pilot spotted them and a small aircraft on skis
picked up the crews with no casualties.
Several days later, a USAAF salvage crew found only
stripped out shells of the bombers. Everything had
already been “salvaged” by unknown trappers or
hunters. Not all sacrificed everything for the war effort.
This event earned that valley the sarcastic name.
Welcome Air Visitors
An RCAF Norseman or
Beech 18 Expeditor
(shown) delivered the
welcome regular mail
and supplies
An Alaska Star Airways
Ford Tri-Motor airliner
once stopped to check a
suspected oil leak
The stewardess went for
coffee, while waiting
All Aishihik’s off-duty
crew also went for coffee
Gratitude
Photo shows appreciative Soviet pilots with a P-39.
Their two top WWII aces flew P-39s.
Neither the Red
Army Museum in
Moscow, nor the
Soviet Air Force
Museum makes
any mention of
Soviet use of
American aircraft
during WWII or that the Western Allies even
participated in that war.
ALSIB War-Time Losses
Aircraft were usually flown at altitudes between 17,000’ and
22,000’, in very low temperatures, and the pilots wore
oxygen masks in unheated cockpits. Pilots were further
hampered by frosted cockpit windows that limited visibility.
Portions of the route were flown “on instruments” when
forest fire smoke in summer and heavy fog and clouds in
winter obscured terrain features.
133 planes were lost enroute to Fairbanks.
USSR reported 73 planes and 140 crew lost past Fairbanks,
enroute over Alaska to Krasnoyarsk (likely a deliberate
underestimate, given the much greater distance and
primitive navigation conditions their ferry pilots had to
contend with).
ALSIB Memorial Plaque
Memorial plaque at
Fairbanks to those
American ferry pilots (often
women) who flew the LendLease aircraft up to
Fairbanks via the
Northwest Staging Route,
and the Russian ferry pilots
(often women) who flew
them onwards 6,000 km to
the “front”.
Alaska Highway Today
The Alaska Highway follows closely the North West
Staging Route (though it misses Aishihik by 84 miles)
Aishihik Today
This map shows the
abandoned airstrip.
The 84 mile road in from
the Alaska Highway is no
longer maintained past
the south end of the lake,
leaving 57 miles of almost
impassable road.
The bush road also goes
to the Transmitter and
Radio Range Sites. A
barge docked at the wharf
with supplies and fresh
fish caught enroute.
Aishihik Today
Google Earth view
from space shows
what remains of the
airstrip and station,
abandoned in 1968.
Nature has been hard
at work, for 40 years,
reclaiming the gravel
runway (centre).
Unfortunately Google
Earth resolution is
poor in remote areas
like the Yukon so the
detail is poor.
Satellite photos courtesy of Chapter 70
member Tim Evangelatos - VE3MY
Other Arctic Radio Services
Royal Canadian Corps of
Signals built their NWT&Y
network up to 40 stations over
50 yrs
Dawson City – Mayo 1923
Fort Simpson 1923
Fort Smith 1924
10 more stations in 1930s
Whitehorse – Burwash
Landing 1935
24 more added 1935-49
All shut down or transferred
to DOT by 1959
Other Arctic Radio Services
By 1930 virtually all HBC Northern outposts were provided
with am broadcast receivers to monitor CKY -Winnipeg,
and KDKA - Pittsburg, for news and occasional employer
and family messages
In 1934 an HBC apprentice took his ham radio equipment to
Cambridge Bay and demonstrated reliable communication
with his friends in the south. He used batteries, and a supply
of vinegar to revive fading cells!
HBC quickly obtained a Private Commercial Licence for his
station so he could handle business messages.
Other Arctic Radio Services
HBC then added training in Morse code and weather
observation to their course for new apprentices. By 1938/9
they had equipped most outposts with short wave
transmitters and receivers, batteries and wind chargers.
RCMP had supplied broadcast receivers to their outposts
since 1927. In 1932 the first ever use of two-way radio was
recorded in the manhunt for “Mad Trapper” Albert
Johnson.
Other Arctic Radio Services
Installed in 1928 for shipto-shore communication
and direction finding were
the following DOT Marine
Radio Stations (call signs):
Churchill, MB (VAP)*
Chesterfield Inlet (VBZ)*
Port Harrison, QC (VAL)*
Nottingham Island (VCB)+
Resolution Island (VAW)+
* Hudson’s Bay
+ Hudson’s Strait
Other Arctic Radio Services
To support Arctic air operations, a number of Eastern Arctic
weather stations were set up during the war:
Frobisher Bay, NT (USAF)
Padloping Island, NT (USAF)
Clyde River, NT (DOT)
Arctic Bay, NT (DOT)
Resolute Bay, NT (DOT)
Most DOT Arctic weather stations were set up after WWII.
The Crimson Route, was built by USAF in 1942 as a
wounded evacuation route (hence the name) and alternative
to the Gander/Goose Bay - Iceland route for trans-Atlantic
ferry flights from California to Great Britain.
The USAF Crimson Route
Great Falls, MT**+
The Pas, MB**+
Ft Churchill, MB**
Coral Harbour, NT**
Fort Chimo, QC (alt)
(Kuujjuak) (Crystal 1)
Frobisher Bay, NT**
(Iqaluit) (Crystal 2)
Padloping Island
(Crystal 3)
Narsarssuak, Grnld
(Bluie West 1) or
Sondre Stromfjord, Grnld
(Bluie West 8) **
Ikateq, Grnld
(Bluei East 2)
Keflavik, Iceland
Prestwick, Scotland
Few aircraft had used the
Crimson Route by 1945, when
USAF Canadian stations were
sold to DOT.
+ Aircraft enroute to The Pas
could use Trans Can Airway
from Calgary to Winnipeg **
** Radio Ranges
North Atlantic Air Routes
Gander and Goose Bay also had Radio Ranges
South Atlantic Air Routes
Almost half the USSR Lend-Lease aircraft took these routes.
1965 DOT Radio Circuits
You Can Go Back!
…. but this is as close as
I could get to the
Aishihik airstrip in July,
1986. I was still 57 miles
away by un-maintained
bush road when I had to
give up, or risk being
unable to make it back
home.
Thanks for taking this
sentimental journey
with me.
Your time and attention were much
appreciated. Any other questions?