The point now was to find the _right_ dur-aluminium boat as Dornier was not the only builder of such boats. If one wishes to rise from loose snow it is not only the flat-weight which counts, but it is distinctly necessary that the bottom lines of the boat must be so designed that no power shall be lost by the unnecessary pushing aside of snow when gliding forward. There was thus only one type of boat which satisfied our demands and that was Dornier-Wal. Dornier-Wal has furthermore a distinct advantage which we first became aware of up in the ice regions. It has not got wing-floats to afford the necessary stability on the water, but for this purpose--as shown in the illustration--has attached at each side of the propeller a big “flyndre.” During our start from the water-lane the boat sank through the new ice and a part of the weight fell on the “flyndres.” In this way we were able to go to the assistance of N 25 in the capacity of an ice-breaker and help it out of several critical situations. Had there been floats on the wings, too great a weight would naturally have fallen on these, and we should have been unable to avoid damage. From the above it can be seen that there was nothing else for it but to choose Dornier-Wal for our flight even though it might have been handicapped by certain failings. I cannot at present mention one single failing, but it had numerous advantages. The best of these in my estimation is the fact that it is fitted with Rolls-Royce twin-engines (Eagle IX). I should scarcely have agreed to undertake a flight of this kind without a Rolls-Royce. It is not a matter of “chance” that made Dornier fix Rolls-Royce engines to his Wal type: it would have been bad policy to put anything but the very best engines in a flying-machine of the “Wal’s” high standard. [Illustration: CAPTAIN ROALD AMUNDSEN, JUST BEFORE THE TAKE-OFF FROM SPITZBERGEN]