Part 5 (1/2)

The cla.s.s where one will leave the ground has now been reached, and an outfit of leather clothes and casque is given to the would-be pilot. The machines used at this stage are low-powered monoplanes of the Bleriot type, which, though being capable of leaving the ground, cannot rise more than a few feet. They do not run when the wind is blowing or when there are any movements of air from the ground, for though a great deal of balancing is done by correcting with the rudder, the student knows nothing of maintaining the lateral stability, and if caught in the air by a bad movement would be apt to sustain a severe accident. He has now only to learn how to take the machine off the ground and hold it at a low line of flight for a few moments.

For the first time one is strapped into the seat of the machine, and this continues to be the case from this point on. The motor is started, and one begins to roll swiftly along the ground. The tail is brought to an angle slightly above a straight line. Then one sits tight and waits. Suddenly the motion seems softer, the motor does not roar so loudly, and the ground is slipping away. The cla.s.s standing at the end of the line looks far below; the individuals are very small, but though you imagine you are going too high, you must not push to go down more than the smallest fraction, or the machine will dive and smash. The small push has brought you down with a b.u.mp from a seemingly great height. In reality you have been but three feet off the ground. Little by little the student becomes accustomed to leaving the ground, for these short hop-skip-and-jump flights, and has learned how to steer in the air.

If he has no bad smash-ups he is pa.s.sed on to a cla.s.s where he rises higher, and is taught the rudiments of landing. If, after a few days, that act is reasonably performed and the young pilot does not land too hard, he is pa.s.sed to the cla.s.s where he goes about sixty feet high, maintains his line of flight for five or six minutes and learns to make a good landing from that height. He must by this time be able to keep his machine on the line of flight without dipping and rising, and the landings must be uniformly good. The instructor takes a great deal of time showing the student the proper line of descent, for the landings must be perfect before he can pa.s.s on.

Now comes the cla.s.s where the pilot rises three or four hundred feet high and travels for more than two miles in a straight line. Here he is taught how to combat air movements and maintain lateral stability. All the flying up to this point has been done in a straight line, but now comes the cla.s.s where one is taught to turn. Machines in this division are almost as high powered as a regular flying machine, and can easily climb to two thousand feet. The turn is at first very wide, and then, as the student becomes more confident, it is done more quickly, and while the machine leans at an angle that would frighten one if the training in turning had not been gradual. When the pilot can make reasonably close right and left turns, he is told to make figure eights. After doing this well he is sent to the real flying machines.

There is nothing in the way of a radical step from the turns and figure eights to the real flying machines. It is a question of becoming at ease in the better and faster airplanes taking greater alt.i.tudes, making little trips, perfecting landings, and mastering all the movements of correction that one is forced to make. Finally one is taught how to shut off and start one's motor again in the air, and then to go to a certain height, shut off the motor, make a half-turn while dropping and start the motor again. After this, one climbs to about two thousand feet and, shutting off the motor, spirals down to within five hundred feet of the ground. When that has been practised sufficiently, a registering alt.i.tude meter is strapped to the pilot's back and he essays the official spiral, in which one must spiral all the way to earth with the motor off, and come to a stop within a few yards of a fixed point on the aviation grounds. After this, the student pa.s.ses to the voyage machines, which are of almost twice the power of the machine used for the short trips and spirals.

TESTS FOR THE MILITARY BREVET

There are three voyages to make. Two consist in going to designated towns an hour or so distant and returning. The third voyage is a triangle. A landing is made at one point and the other two points are only necessary to cross. In addition, there are two alt.i.tudes of about seven thousand feet each that one has to attain either while on the voyages or afterward.

The young pilot has not, up to this point, had any experience on trips, and there is always a sense of adventure in starting out over unknown country with only a roller map to guide one and the gauges and controls, which need constant attention, to distract one from the reading of the chart. Then, too, it is the first time that the student has flown free and at a great height over the earth, and his sense of exultation at navigating at will the boundless sky causes him to imagine he is a real pilot. True it is that when the voyages and alt.i.tudes are over, and his examinations in aeronautical sciences pa.s.sed, the student becomes officially a pilote-aviateur, and he can wear two little gold-woven wings on his collar to designate his capacity, and carry a winged propeller emblem on his arm, but he is not ready for the difficult work of the front, and before he has time to enjoy more than a few days' rest he is sent to a school of perfectionnement. There the real, serious and thorough training begins.

Schools where the pilots are trained on the modern machines--ecoles de perfectionnement as they are called--are usually an annex to the centres where the soldiers are taught to fly, though there are one or two camps that are devoted exclusively to giving advanced instruction to aviators who are to fly the avions de cha.s.se, or fighting machines. When the aviator enters one of these schools he is a breveted pilot, and he is allowed a little more freedom than he enjoyed during the time he was learning to fly.

He now takes up the Morane monoplane. It is interesting to note that the German Fokker is practically a copy of this machine. After flying for a while on a low-powered Morane and having mastered the landing, the pilot is put on a new, higher-powered model of the same make. He has a good many hours of flying, but his trips are very short, for the whole idea is to familiarize one with the method of landing. The Bleriot has a landing gear that is elastic in action, and it is easy to bring to earth. The Nieuport and other makes of small, fast machines for which the pilot is training have a solid wheel base, and good landings are much more difficult to make. The Morane pilot has the same practices climbing to small alt.i.tudes around eight thousand feet and picking his landing from that height with motor off. When he becomes proficient in flying the single- and double-plane types he leaves the school for another, where shooting with machine guns is taught.

This course in shooting familiarizes one with various makes of machine guns used on airplanes, and one learns to shoot at targets from the air. After two or three weeks the pilot is sent to another school of combat.

TRICK FLYING AND DOING STUNTS

These schools of combat are connected with the ecoles de perfectionnement with which the pilot has finished. In the combat school he learns battle tactics, how to fight singly and in fleet formation, and how to extract himself from a too dangerous position. Trips are made in squadron formation and sham battles are effected with other escadrilles, as the smallest unit of an aerial fleet is called. For the first time the pilot is allowed to do fancy flying. He is taught how to loop the loop, slide on his wings or tail, go into corkscrews and, more important, to get out of them, and is encouraged to try new stunts.

Finally the pilot is considered well enough trained to be sent to the reserve, where he waits his call to the front. At the reserve he flies to keep his hand in, practises on any new make of machine that happens to come out or that he may be put on in place of the Nieuport, and receives information regarding old and new makes of enemy airplanes.

At last the pilot receives his call to the front, where he takes his place in some established or newly formed escadrille. He is given a new machine from the nearest airplane reserve centre, and he then begins his active service in the war, which, if he survives the course, is the best school of them all.

AGAINST ODDS

Since the publication of previous editions of ”Flying for France” we have obtained the following letters which add greatly to the interest and complete the record of McConnell's connection with the Lafayette Escadrille.

CHAPTER V

March 19, 1917.

DEAR PAUL:

We are pa.s.sing through some very interesting times. The boches are in full retreat, offering very little resistance to the English and French advance. The boches have systematically destroyed all the towns and villages abandoned. Where they haven't burned a house, they have made holes through the roofs with pickaxes. All the cross-roads are blown up at the junctions, and when the trees bordering the roads haven't been cut down, barricading the roads, they have been cut half way through so that when the wind blows they keep falling on the pa.s.sing convoys. The inhabitants left in these villages are wild with delight and are giving the troops an inspiring reception. In one town the boches raped all the women before leaving, then locked them down cellar, and carried off all the young girls with them.

We have been flying low, and watching the cavalry overrunning the country. The boches are retreating to very strongly fortified positions, where the advance is going to come up against a stone wall.