During a visit to Bedford, Dietrichson and I discussed this part of the enterprise with one of my English airman friends, Captain Johnstone, and we are most grateful for the assistance he gave us. The result of the discussion was that we chose a steering compass as well as a standard compass of an up-to-date type made by the firm of Hughes & Son, London. These compasses are made to repel movement, and to bring the needle slowly back to its correct position without the slightest oscillation either to the right or left. In the Arctic Sea, where the horizontal component of the earth’s magnetism is proportionately weak, it must always take time for the needle to swing back into position as it is so strongly repelled by existing conditions. But we preferred this to one with a lengthy oscillation and a big swing backwards and forwards. Steering compasses of the above kind are eminently suitable on account of a special construction which it will take too long to describe here. The standard compass was excellent. The magnetic condition in the navigation compartment was also ideal. The deviation’s coefficiency was shown by the readings we took to be so trifling that we could consider our compasses free from deviation. Just before leaving Spitzbergen we had one of the German Ludoph-compasses sent to us, with a request for us to give it a trial. I placed it in the pilot’s compartment of N 25, where it proved itself to be an excellent compass. If the machine heeled over the dial also took a certain tilt and the vertical component of the earth’s magnetism caused considerable oscillation as the natural result of its great attraction. Whilst the Ludoph-compass oscillated somewhat, the other took some time to swing back, making it impossible for me to say which I preferred. I steered with both of them, controlling the one by the other. During the homeward flight I continually steered by the magnetic compasses, and had no difficulty so long as I could have a “Landmark” ahead. During the fog it was not such an easy matter. A/G Gyrorector, Berlin, kindly placed at our disposal a gyroscopic apparatus for each machine--as a loan. This instrument commended itself to me and is the best I have seen hitherto for flying in fog or darkness. The rising and tilting indicator was of use to me during the whole flight. The conditions, however, were such that I did not have to make great use of the direction indicator, beyond the fact that on the northward flight I experimented with it in case we should find it necessary at some time to make a forced landing in the fog. The arrangement between the two planes was that at all costs, if we should pass through fog, not to get separated from each other. At the close of the homeward journey, as mentioned elsewhere, we flew into such thick fog that I could have made use of the direction indicator. We flew, however, so low there that the whole time I had to keep my eye glued to the ice beneath and in front of us.