A cadet receives instruction about the design and construction of airplanes

A man in the control tower directs the primary planes with a red and green light.

Air Force tactics have definitely become group tactics where men and machines work together toward an objective. And under this system the pilot has changed his status. He is only one part of the functioning unit, but far from making him less highly trained, he has become more so. It is more difficult to fly as one ship in a formation than as one ship in the sky.

The training of a bomber pilot is a long and difficult matter. He must know a great deal and he must be perfectly fitted for his job, but he is no longer the apex of the Air Force pyramid. After he has mastered his machines the pilot will be constantly trained in teamwork. He must have initiative, but it must be subordinated to and used for the group; and it is this ability of Americans, exemplified in their team sports of being both individuals and units in a group at the same time, which makes them both the finest team players and the finest flyers in the world. Each quality alone would be ineffective-together they are unbeatable. It might have been thought that the relaxing of the college requirement for pilot cadets would result in a lower standard among pilots. But this has not been true, either in effect, or in intention. It was realized that some of our brightest, best-informed boys have not gone to college. They have studied at home, have taken correspondence courses, or have read and tinkered extensively. It is not possible for all of our young people capable of college training to go to college. The removal of the college requirement by the Air Force, by removing an artificial hurdle, tapped a large group of Americans who were not able to go to college but who kept up anyway. The quality of mind and body is not changed. The examinations are not relaxed. They eliminate the college man as well as the non-college man if he is unfit for the Service, and we have too many eminent examples of noncollege men to overlook this rich pool of potential flyers. The alert, strong, the well-co-ordinated and interested young men of the country are the proper candidates for pilots. The work they do will test deeply every part of them. They will emerge from their wartime service with an honorable record and a profession. They will have seen action where there is any action. The wings they wear will make them for all time a part of the brotherhood of the air. They will have s.p.a.ce and speed in the palms of their hands but they must deliver the goods if these things are to be theirs.

In the Air Force you must deliver the goods from the moment you enter. Step by step, you must deliver the goods and there is no second chance, a man is only washed out when he cannot perform. It would be ridiculous for him to have another chance for it is not a matter of chance. From the moment he enters his first primary training plane to the time when he graduates from four-motor school, the training pilot works like a dog. But he comes out a magnificent pilot. At any point he may have failed. If he finishes, he is as good a pilot as it is possible to produce. Muscles and nerves and discipline will be hard. He will know ships and men. He will be a flying officer in the Army Air Force and that's as good a man as you can be in any army.

On the flight line.

The ship will be in his finger tips and in his knowledge. As with the other members of a bomber crew, the Air Force has the pick of the country. It selects only the best in mind and body, and in spite of the growing need of our sky-rocketing Air Force the country can produce the material. The young man wishing to be a pilot makes his application just as bombardier and navigator have and if he is accepted, on his past record, he goes to the induction center just as they do. There he is put through the same tests. Perhaps he wanted to be a pilot and he is told that he will be a better bombardier, or perhaps the tests have shown that he has the qualifications for a pilot; but he will have been tested to his limit and the officers who recommend his branch will know all about him from the records they have made in the tests. If he has shown qualifications as a pilot he will become immediately an aviation cadet, and he will be a.s.signed to a primary school to get his first training in flying an airplane.

Joe was a big, slow-talking boy from South Carolina. He was a farmer by birth and by tradition. He came out of the university knowing more about scientific farming than his father did and more than his father would admit. Joe's two younger brothers were pretty confused because their father told them one thing and then Joe took them aside and told them another. Joe had his head full of phosphates and blooded cattle and things were shaping up for a fight on the farm, for Joe's father was a strong-willed man. And then the war came along and solved everything. Joe decided to let fertilizers and Holsteins go until the war was over.

He applied for entrance into the Air Force, and when he was accepted he left a pile of text books for his father; and the old man read them and got pretty excited about them once it wasn't a simple matter of disobedience on Joe's part. Joe was hardly off the place before his father bought a fine Holstein heifer. One of the young brothers wrote to Joe about it and told him not to mention it.

Primary cadets in their barracks after a hard day's flying.

Meanwhile, at the induction center, Joe went through his tests and his interviews and it was discovered that his big, unhurried hand and his slow speech were by no means indications of a slow mind. When his tests were finished he was ticketed a cadet pilot and sent to one of the many civilian schools which, under Army control, give pilots their primary training. Cla.s.s and drill and life was all Army but the instructors were civilians and the field was a civilian field. Perhaps this may not always be-perhaps, for that matter, by the time this is printed it will not be; but in the time when the Air Force must expand with almost explosive speed, every facility for training must be used. Civilian instructors are available and they undertake the first flying training of the cadet.

Joe landed in the camp and was a.s.signed to his barracks and he was a.s.signed to his instructor, a moth-eaten flying man who had barnstormed crates and raced for small purses and learned to fly by flying for twenty years. The name of Joe's instructor was Wilmer and he had a crooked leg and a broken nose. Wilmer didn't waste any time. He took the students to the small primary trainers standing on the line and they walked around the little ship. Wilmer explained the rudder, the elevators, the ailerons, the principle of air foil. They leaned into the plane and he showed them the instruments, the controls, the throttle. He showed them how to start and stop the engine and then he turned to Joe and said, "Get in that rear seat and plug in the speaking tube."

It was that quick. Wilmer got into the forward seat and he showed Joe how to cinch his safety belt. "Now take the stick lightly in your hand and never jerk it. Work it around and get the feel of it. It will feel different in the air with an air flow against it." Joe moved the stick forward and back and sideways. The elevators moved up and down when he pushed it up and back and the ailerons moved one up and one down when he waggled the stick sideways. Wilmer said, "Now put your feet on the rudder. Don't kick it around, it is a gentle movement and it all works together. Ever ride a horse?" "Sure," said Joe. "Ever ride a polo pony?" "In school." "Well," said Wilmer, "I'll tell you. Your feet on the rudder and your hand on the stick is almost exactly the same as reins and stirrups on a horse. Pull back on the reins or the stick and her head will come up. Push forward and she will take her head and bolt. When you make a turn you'll use both reins and stirrups. But don't do anything jerky any more than you would to a horse. Okay, let's go," Wilmer said. "You just hold on lightly and feel what I do."

He climbed in, speeded the motor, and moved out for the take-off. "Watch the tower," he said. "Get into the habit of watching the tower." He waggled his ailerons. Joe, watching the tower, saw a green light come on-the permission to take off.

The little motor roared. Joe's hand was on the throttle and the throttle went full ahead. Never again in his life could Joe, or anyone for that matter, know the breathless excitement of the first take-off with the controls in his hands and feet. True, Wilmer was doing it actively with his controls, but Joe's hands felt every impulse in the dual control.

The little ship took off at fifty miles an hour, but it seemed to bolt over the ground. Joe felt the stick go gently forward, felt the tail rise, then the stick came evenly back a little and the weight on the wheels lightened. The plane b.u.mped twice and took the air. Then the stick moved a little forward to level off for speed and then gently back again for alt.i.tude. A puff of wind wobbled them and Joe felt in the rudder and stick how Wilmer corrected for it. Then stick and rudder moved softly to the left and the ship turned and the controls came back to neutral and the turn continued. A little stick and rudder to the right and the ship straightened out and the stick came back a little and they climbed. There is nothing like the first flight. It can never be repeated and the feeling of it can never be duplicated. It is a new dimension discovered, but discovered in the nerve ends and in the exploring ganglia of the brain, and no amount of flying in pa.s.senger ships can do it. The little plane balanced on air, tippy as a canoe and as dependable in the hands of a flyer, and the whole floating like a leaf and responsive to the lightest touch, and the feeling is flight and pride and a strange sense of power and freedom.

After a dual flight period the instructor explains various maneuvers to the cadet.

The great law has been broken. Probably men have wanted to revolt against the law of gravity since they first noticed that birds and some insects are given a dispensation against it. The great envy that children have of birds, the dreams of flying if one only knew a trick with the hands or could press a magic b.u.t.ton under the arm, the complete hunger for flight that is in all of us-all these are answered in the first take-off. Later the preoccupation will be with methods and techniques and instruments, but the first pure joy in release, there is nothing like it. These things, these thoughts and words, have been trite until it happens to you and then the feeling is ringed with fire.

The noise was loud in the plane. Wilmer pointed a finger at the altimeter dial. The needle was at 3,700 feet and rising. When it came to 4,000 the stick went a little forward and Wilmer's voice came to Joe through the rubber ear pieces. "Straight and level flight. Pull back the throttle. Now, look at the horizon, hold it there." And Joe saw that the plane was in his hands, the instructor was not touching the controls. He felt something like a bubble swell in his chest. "We're going to make a left turn," Wilmer said. "Now, stick and rudder together." The left wing rode gently down and from his left window Joe could see the earth beneath. "That's enough-stick and rudder back to neutral."

The plane flew in a great circle. "Now straighten her out. Don't strangle the stick." Joe moved stick and rudder to the right. The plane straightened and he neutralized his controls and suddenly he knew he had done it all himself, without help. "Watch your ailerons," Wilmer said. "See they're lined up with the wings. Now, right turn. That's enough. Straighten out. You were jerky on that one. Try a left turn. That was better. Urge it, don't push it." So they went, right, left, straight and level, climbing turns, descending turns, no time to waste. You can only learn to fly by flying. Gentle and medium turns, and finally Wilmer said, "All right, let's go back. There is the tower, cut your throttle. Now, hold her nose up. She wants to put it down." Joe felt the weight of the nose on the stick and he held back against it. He followed Wilmer's hands while they landed that first day, felt him come in and then pull back to drop the tail, and they taxied to the line. Joe loosened his belt and climbed stiffly out. He was wet with perspiration. Wilmer grinned at him, "You'll be all right. You'll have to relax, but that'll come." Another cadet walked up and Wilmer said, "All right, get in the rear seat and fasten your safety belt."

Joe watched the take-off. It was a slow plane. There was nothing so wonderful about it. And then he remembered what it had been like, the most wonderful thing in the world, sensitive and gentle, every wind and every air current it touched, moved it. It moved like a canoe. He shivered, something had happened to him that would never go away. A new element was opened and he had stepped into it and he would never be a groundling again.

It is a strange, almost mystical thing that happens to flying men. It is as though the experience had cut them off so that they can only communicate with their own kind, can only be understood by other flying men. When they meet they go away together and perhaps they don't talk about flying, although that isn't likely. But at least they know and understand each other. They have been through something that has the impact of religion, and while most of them are never able to say it, never want to say it, they all understand it. And in his first day Joe had his first glimpse into the inside of this brotherhood. There is another thing that flyers have in common with good sailors-they never lose respect for the ship. They never take it lightly, never know it well enough to hold it in contempt. A man cannot fly without a ship and a ship cannot fly without a man. Perhaps it is his partic.i.p.ation which gives him his strong feeling about airplanes, and once a man has entered the brotherhood it is a rare thing for him to leave it. A flying man remains a flying man until some force outside himself drags him down from the sky. Age or failing eyes or bad nerves may bring him down, but a man is never grounded by himself. His a.s.sociation with the new dimension is permanent.

With a model plane the instructor demonstrates maneuvers to his students

Ground school cla.s.s in engines and airplanes.

Joe started in the air right away, but he started ground school too. As everywhere in the Air Force there was so much to learn, so quickly. In cla.s.s they studied chemical warfare, the princ.i.p.al gases and why each was used, and they learned to recognize each kind and the protection against each kind. They learned to use gas masks and how to give first aid to a man overcome with gas. Next the cla.s.s studied the planes of our Allies and our enemies. It is very necessary to recognize a ship quickly and at a distance. And so with models and silhouettes they learned to recognize British and American and German and j.a.panese aircraft. With the models they learned to recognize the princ.i.p.al types at all angles. After instruction they had range estimation. A model was held up quickly and then concealed while the cla.s.s wrote down nationality and type. They learned the capacities of different ships, how fast they could fly, how they maneuvered, what the fire power was, where they were well armored, and what were their weak and blind places. They learned to recognize a ship instantly. Next the cla.s.s studied navigation. For in a single-place ship, in interceptors and fighters, the pilot can carry no navigators. They studied the air-speed meter and the altimeter, the magnetic compa.s.s with its errors, variations, and deviations. They studied maps in different projection, learned to read maps, to measure courses and distances; vector problems were introduced and triangle of velocity problems. Dead-reckoning navigation was introduced, time, speed, and distance relations and the keeping of the simple log.

Meanwhile, every day they were in the air. With his instructor in the forward seat, Joe practiced "S" turns across roads. The instructor stalled the motor and taught him how to pull out of spins and stalls. Joe practiced take-offs and landings and now the instructor did not touch the controls. Joe did it all, but the voice of Wilmer was in his ears all the time, correcting him and informing, "You were jerky there, take it slowly. A little more rudder and a little less stick. You overstick some. Bring her in now. I think you're a little high, you'll overshoot. Let her go up and come in again." And hour by hour Joe's hand grew lighter on the stick and his feel for the rudder more delicate. The ship was getting into his system and he had confidence in his hands.

That is, he had confidence until his first solo. That was a lonely thing. He felt it before he got the green light from the tower. Wilmer was standing beside the runway watching him. Joe perspired a little. The light showed and he pushed the throttle forward. There was no voice in his ear now. He pushed his stick forward a little soon and that made him nervous and then he pulled it back and he rose too sharply, knew he was doing it. He had the stage fright of a young dancer, making little errors before an expert. And he could feel the instructor's eyes on him.

When he got alt.i.tude he calmed down a little and went through the turns and climbs and "S's" prescribed. He seemed jerky to himself. His faults glared in his own mind, too much stick there and on the next turn, too much rudder, overcompensating. He looked out and saw his ailerons off center and blushed and corrected them. Now his time was up and he made his approach for a landing. Too high, he usually was, well this time he wouldn't be. He came in too low and too fast, slowed and dropped in too fast. His hand was shaking now, not with fright, but because he knew the instructor was seeing everything. He dropped in, bounced and ballooned a little, and finally came to a stop. It was the worst landing he had ever made, even the first time he had brought it in.

Joe was hot all over. He wondered whether he would be washed out on the strength of a performance like that. He hated to turn and taxi back to face the man who had instructed him, but he did. Wilmer stood beside the ship, his face inscrutable. "That was awful," Joe said weakly. "Pretty bad," said Wilmer. "That balloon." "You're nervous," Wilmer told him. "That wasn't a good performance but it wasn't a terribly bad first solo. Did the balloon scare you?" "It made me mad," said Joe. "Look," Wilmer said, "it isn't good to sleep on a thing like that. Go up again, make one circle and come in."

The green light showed again. This time the tail came up evenly. Joe pulled off the ground and leveled for speed and climbed. At 700 feet he turned and came around and made his approach again and his hand didn't shake this time. The instructor had recognized pure stage fright. Joe came down and leveled off. Perhaps it was luck this time. His wheels grazed the ground and settled gently and his hand soothed the tail down. Joe felt wonderful. He loved Wilmer and he loved the ship. It was a perfect landing. He came about and taxied back to the line. Wilmer looked in at him. "That was a little bit better," Wilmer said. "I think you were a little high on that approach." Joe walked humbly off the field. There is something very hum-bling about an airplane. Now and then an H P, a hot pilot, one who is c.o.c.ky, develops, but not very often. The ships keep pilots humble, the best pilots that is.

First solo flight.

Joe sat down on a bench for a moment. He held up his right hand and looked at it. The fingers were still shivering a little. He looked back at the line. Another cadet was in the ship. Joe watched the take-off. The tail came up too late and the take-off was too steep. Joe felt critical. "Too steep," he said to himself and then he laughed at himself. The second supervised solo and the third did not cause the emotional tumult of the first day. Joe's confidence was high now.

The instructors are curious men, for while they work with mechanics and flight they work also with very malleable human material. They must be excellent practicing psychologists, knowing when a word of praise makes the difference of a week in training and when a good bawling out will prevent a future accident.

A man's soul is pretty much in his instructor's hand during the first days. The instructor learns instinctively when a man is frightened and how to overcome that. He can feel nervousness in his dual stick. He can feel it in the wobble of the ship and by his knowledge of men he can make the student relax, can give him confidence without c.o.c.kiness. Good instructors wash out fewer men than bad ones. They are almost uniformly stern men with acid tongues when they want to use them. They know their students at a glance, and they are as important to the student pilot's whole future as the first teacher in school is to a boy's whole education. And although they are well paid and their work is vital, nearly all the instructors would much rather be flying bombers into action. They complain constantly. "If I were only ten years younger, I'd have a B-17E right over Burma now."

Every day Joe went up and he was graded every day on his take-offs and landings and his action in the face of field traffic. In the fourth week he began his spot landing, which is rather like pitching pennies at a mark only harder. Judgment of speed and height and distance become more and more exact. The ships used a 90-degree approach from 500 feet and landed for a designated spot. And now Wilmer went up with him again and taught him elementary 8's, curves, and the climbing turn which is called a chandelle and which is practiced so much that elementary schools are called chandelle colleges. And finally the spot landings were graded by the instructor.

The work on the Link trainer began in the fourth week. This is a small mechanical model of a ship, just large enough to hold a man. It has the instruments of a ship and the controls. It can make all the movements of a plane too, although it is only on a pivot. And apart from the Link trainer and yet controlled by it, an inked wheel describes on a chart exactly what the ship is doing. A trainer will spin and slip and it can be pulled out by its own controls. Furthermore, the instructor, sitting apart at his controls, can create nearly all the conditions that a ship may meet-heavy weather, rising and falling currents, head winds, side winds. With the cover down, a student can learn instrument flying on the Link trainer and the course he flies will be indicated by the inked line on the chart in front of the instructor. A great deal of flying experience can be had in a short time in a Link trainer and so successful has it proved itself that commissioned pilots are required to use it constantly to keep in practice. Beginning instrument flying is always taught in the trainer.

The cadet learns instrument flying inside a Link Trainer.

In the sixth week, there was practice at forced landings. Wilmer went up with Joe and directed him to a place over power lines, fences, and orchards, and then suddenly cut the engine. Then it was Joe's problem to pick out a place to land and by turning and gliding to approach it and to come down for a landing. But just before the wheels touched the instructor turned on the motor again and they went up and looked for another difficult place and did it all over. This training develops judgment of distance and surfaces and it also provides the basis for saving a pilot's life if he is in trouble.

In the seventh week there was dual and solo practice in 180-degree overhead approaches, lazy 8's and pylon 8's, and chan delles. There was advanced acrobatics, snap rolls, slow rolls, and Immelmann turns. In this week, Joe began his night flying.

In the cla.s.sroom the cadets studied weather, its importance to flying. They learned weather services and the organization of airplane teletype report. They studied ceiling, cloudiness, and visibility as they apply to flying, rain, snow, sleet, and drizzle, fog, smoke, and haze, winds and wind shifts. They learned to read and make weather charts. This was the work with and about planes, but at the same time they were soldiers. Like all the other cadets they had their military drill daily and their athletics to keep them fit. Like all the other cadets during their training there was very little time to themselves. A letter written home now and then, a few moments in the post exchange to drink a Coca-Cola. In the barracks they talked flying, nothing but flying.

Recently a survey was made to find out what the cadets read and the answer is very simple. They don't read anything except their textbooks during their training. In the cla.s.srooms the study of airplanes themselves was undertaken, with models and parts; the study went on of parts, actions, and workings of planes. They studied air flow and pressure distribution on the wings, lift and induced drag and equilibrium in flight. With models and drawings the cla.s.s learned what the invisible medium of the air does to ships in flight, where the pressures are and how they are utilized in flight, the aerodynamic effect of controls and flaps, the principles of the propeller of both fixed and variable pitch. They learned how a propeller can bite deep or shallowly into the air. Then again with models and parts they saw how a ship is built, how the wings are braced, and how strength and lightness are achieved. And when they had covered the ships they studied engines, four-stroke cycle engines and Diesel engines, and they learned the various engines used by the Air Force; air-cooled and liquid-cooled engines, the arrangement and functions of units; ignition systems and generators were torn down for explanation and there were working models to demonstrate mechanics. They studied fuels and lubricants and what kinds are used and why, fuel systems and carburetor systems, superchargers. They studied the instruments which check on engine action and signal any distress in any part. The cla.s.s learned to operate various types of engines, to start and stop them, and finally they learned maintenance and repair and inspection and inspection symbols. From front to back they went over the ships until they knew the cable lines of the controls, the bracing structure, and the hydraulic pistons. It was a beginning study of how an airplane works, every part of it, why each part is built as it is and what its reaction to the air is.

The cadet is taught slowrolls and other acrobatic maneuvers.

This was the elementary flying school, and when they finished each student had sixty hours in the air-twenty-nine hours with an instructor and thirty-one hours of solo flying. They had flown by instruments and they had flown at night and each cadet had learned to navigate his plane and learned the traffic rules which are standard everywhere. They had been nine weeks at the school and in that time they had begun to be real flyers. At least they felt like pilots and probably they were the only men in the Air Force who thought they were. They talked flying and dreamed flying. Actually their work was only starting, they were just out of kindergarten. From primary school they would go to basic school, there to have many more hours in the air and much more theory.

In basic school they would learn about radio communications and how to prepare field messages and they would learn to use the radios in planes. Their study of the weather would be worldwide and they would learn methods of weather forecast from data. All of the study would be related to flying. Clouds would be taken up and how clouds indicate weather and what forecasts can be made from clouds. There was little time and much to learn.

Cadets in Advanced School go to their training planes, the At-9.

Joe studied thunderstorms and hurricanes and their effect on flying. In basic school the old enemy, ice, was studied, the hazard of ice formations on the wings that have pulled down many ships. They learned the use of de-icers, the inflatable rubber wing and tail edges which crack the ice off and drop it away. Basic training was an enlargement of primary training. In flight Joe made turns and climbs, glides, stalls, spins, spirals, 8's, landings, and take-offs and forced landings, but now accuracy was demanded of him. He must be sure of his control of his ship. His spot landings must be perfect.

In his basic school there was a great emphasis on instrument flying. Nearly three hours every week were devoted to flying by instruments alone. For this training advanced-type Army ships were used, faster and more powerful ships. At the end of nine weeks at basic school, Joe had seventy more hours of flying and fifteen hours on the Link trainer. He had learned to fly a ship in formation with other ships, had learned the signals of formation so that he could s.p.a.ce his ship perfectly with the others. And during the last week at basic school he had had transition flying in an advanced trainer. The nine weeks were over and this was the grammar school of the air. Advanced school followed and now Joe felt less a flyer than he had after his first solo. He had begun to see the actual complication of flying well and how much must be learned.

In elementary and basic school, airplanes alone had been the preoccupation, the flying of ships accurately from one place to another, keeping them out of trouble and maneuvering them. In advanced school the purpose of the military airplane began to emerge-attack and defense. Now, Joe studied not ships but military ships. Armament and attack became the main study. The history of pursuit aviation. The cla.s.s studied j.a.panese and German pursuit and bombardment methods and their texts were the confidential reports on enemy ships in action. They studied the fighting techniques of the enemy and the methods of overcoming them and they learned our methods of attack, patrols, area protection, and strafing methods. Joe worked on pursuit formation and flight and squadron tactics. Night-fighting tactics were included with night landing systems, navigation at night, and methods of spotting enemy planes, barrage balloon and anti-aircraft guns. He learned about bombardment formation and tactical fire.

In advanced school, cadets suddenly stopped being simply pilots and became fighting pilots. In addition to being a pilot Joe had to be a gunner too. In advanced school there was a gunnery course. He learned the care and stripping of machine guns, both the .30- and the .50-caliber. In pursuit, the pilot is gunner too. Joe studied gunnery much as a gunnery school taught it. He fired at moving targets and learned the laws of lead and distance.

And now the cla.s.s took up photograph interpretation and they learned the importance of rapid and accurate target identification and how to read aerial photographs. There came a new course in identification, the recognition of different types of naval units, again with models and silhouettes. Joe learned to identify battleships and battle cruisers, aircraft carriers, heavy cruisers, light cruisers, destroyers, and submarines. He learned enemy craft and our own and those of our Allies.

The instructor is ready to take the cadet on his first flight in an At-9.

At the end of his advanced school Joe and his cla.s.s were commissioned. They were no longer cadets but lieutenants. The bars were on their shoulders now and the silver wings on their left b.r.e.a.s.t.s. The cap ornaments were changed from propeller and wings to the eagles of officers, but they were still students. Joe changed his living methods. He no longer lived in barracks and ate at the cadet mess. He shared a room in bachelor officers' quarters and provided his own meals at officers' club, or, if he wanted to pay for it, in cadet mess. But he had two more schools to go to before he would be a bomber pilot. He had to go to twin-motor school and to four-motor school. In bigger and more complicated ships he had to fly formations and practice missions in the big ships. He had to learn to use four throttles instead of one, and now that he was getting to be a real pilot he didn't think very much about it. He was still a student and the work was constant. He was doing much more than learning a craft and a profession. He was growing into a way of life.

His father wrote to him about the crops and about the Holstein twin calves that had been born. His brother wrote about his marriage and it seemed very remote to Joe. It is not very likely that when the war is over the four-motor pilots will go back to farms and businesses. They will be flying men permanently. The new dimension will be open to them. They will move the produce of the world. Flying will be so deep in them that they will not leave it. In a world which has left wheels for wings they will be the hearts and brains behind the wings. As no other group they will be needed when the war is over.

In the squadron rooms now, they talk of flying and of flying problems. They talk with their hands, thumb against thumb and the fingers spread like wings. The hands are the ship and the little fingers are the ailerons. It is a characteristic gesture. They fly their hands while they talk. Joined hands make dives and climbing turns. There is a close fraternity among pilots and they have their own language and their own set of symbols. To have gone through the schools they must be very good, very intelligent and alert. They carry themselves with poise and confidence. When the four-motor school is finished, when they are at last four-motor bomber men, they fly the great ships-ships that cost a quarter of a million dollars to build and that have all the world knows about flying in their construction and their instrument boards. These men should be confident and proud, for their hands on controls and throttles hold also attack on the enemy and direct defense of the nation.

Other branches of Army and Navy may have complicated actions and tactics designed to win a war, but for all the complication of his training the bomber man's mission is very simple. He must find the enemy and destroy him, whether it be his factories, his troops, his supply lines, or his invasion ships. The history of the Army Air Force is very short. Ships were lost on the ground in the surprise at Pearl Harbor, it is true, but we have never lost an air battle; and on two occasions, in a war that is not yet a year old, the enemy has been met at sea with his strength of escorts and anti-aircraft and fighter planes. The big bombers have come in like avenging birds and they have left a broken, scattered, and distracted enemy. All over the country, in hundreds of schools, the young men are becoming pilots. Every day hundreds of new, raw young men are shivering with excitement when they climb into the little primary ships, and every day the finished pilots bring down the great bombers and are graduated to their final bomber stations. It is an endless business.

Joe finished his four-motor school and he had a week of furlough. He thought he was very tired, that he would go back to the farm and eat and sleep for a week. He saw sacks of fertilizer in the barn and he saw the twin Holstein calves and the third day he was restless. Every flight of ships that went over the house made him step out to look at and to identify the ships. By ear he tried to call the type and number of ships by the sound of the motors. Before the week was done he was anxious to get back. If he had tried to explain it to himself, there was no one to talk flying to. Later perhaps he would take it easier, would find interests besides flying, but now he was a pilot first and everything else was secondary. He had a sense of elation when his week was up. He wasn't leaving home-he was going home.

THE AERIAL ENGINEER-CREW CHIEF.

Pilot, copilot, navigator, bombardier, gunner. There are two more vital members of a bomber crew, both specialists and experts. These are the aerial engineer and the radio operator. These two are technical sergeants, not commissioned officers, but in the bomber crew they have a standing out of all proportion to their stripes.

The radio man is boss of communications and the engineer is the boss of the engines. As with other members of the crew the nation is fortunate in having a reservoir of men, mechanically-minded and with engine experience. It is not nearly so great a jump from Ford engines to the great power plants of the B-24 as it is from no engine to Ford engine. Training a man who has no experience at all with gasoline engines would be a long job and one which could not turn out experts quickly. But we have a wealth of partly trained men, garage mechanics who know gas engines inside out, high school graduates who have kept the motor running when it should have been dead.

Engines are in the souls of our people. The crew chief will go to school in the Army, it is true, but he is better off if he has some experience with machines before he makes his application for school. Aerial engineers are drawn from the ranks of the Army, both enlisted and drafted men. Their questionnaires will have established whether they have some mechanical experience and their intelligence tests will indicate whether they are of the quality the Air Force insists upon.

Air Force specifications for a crew chief are as follows: The nature of his duties-He flies with multi-engine bombers and transport planes and makes repairs and adjustments during flight; he subst.i.tutes for or helps the copilot in operation of flaps, raising and lowering landing gear, and other mechanical operations; he serves as aerial gunner during attack, supervises the ground maintenance of the ship to which he is a.s.signed. He has gone to Army Air Force school for eighteen weeks and his training has included basic instructions in materials, care of equipment, electrical and shock, fundamental airplane structure, hydraulic systems and miscellaneous equipment, propellers, instruments, electrical systems, engines, fuel and oil systems, engine operation and tests, airplane inspection and maintenance with both single- and multi-engine planes. He may be eighteen to forty-four years old. If he is married, he must sign a statement that his dependents have sufficient means of support. He must have successfully completed the aircraft mechanics courses and have had experience in the mechanics on a bomber. He must have 20, 20 vision without gla.s.ses and no color blindness. His hearing must also be 20, 20. His height should be from 60 inches to 76 inches and his weight from 105 lbs. to 200 lbs., depending on how he is built. Although it is not necessary it would be valuable if the applicant for an aerial engineer has studied airplane mechanics, sheet metal, bench metal work, welding, woodworking, mechanical drawing, blueprint reading, pattern making, mathematics including the fundamental processes, equations and formulae, circular and angular measurements, scales, laying out geometrical figures and development, science, including the physical characteristics of materials used in aircraft construction and maintenance, and physical training.

Washing down a Flying Fortress after a mission

The crew chief directs the engine changes of a B-24.

These things are not required, but if the applicant has had some of them it will be much easier for him to go through the Air Force schools. In one sense the aerial engineer is the boss and the nursemaid of the bomber. His okay is necessary before the ship can take off, and the ship's readiness to take off is his responsibility. While the pilot may know a good deal about the engines of the aircraft, the aerial engineer is the true expert and to him all references are submitted. He knows his ship from top to bottom, from propeller to tail. He has his own instrument board for reading the activities of his engines. If an engine should stagger or give trouble in flight he is able to make some repairs before landing.

It is the crew chief, the aerial engineer, who keeps count of the hours on his engines, who directs their removal and replacement when they have fulfilled their time. The crew chief has a unique position in the ship, he is the recognized authority in his field. He has a second duty in action. If the ship is attacking or is attacked, he becomes a gunner. He has been trained to operate the machine gun and he takes his place in the defense of the ship. These are the things a crew chief is supposed to do, but ordinarily he can do much more. It is no unusual thing in our Air Force for a crew chief to be able to fill any position in the ship in an emergency. He has been known to pilot, to navigate, and to bomb. He is that kind of restless intelligent man who learns from anything he touches. The pilot depends upon him greatly, depends upon his judgment and upon his knowledge.

In nearly every small town in America there is a garage run by a natural mechanic. He has usually graduated from high school, and even while he was in school he has repaired automobiles. Such a one was Abner. In his second year in high school he bought two abandoned model T Fords, and using the frame of one, engine block of the other, two wheels from each, he put together a car that would run. But once it was running he was not satisfied, he tinkered with the carburetor until it ran on practically no gasoline. He cut off the fenders and soldered a bullet-shaped body together. For two years he had the car and it was never the same two days in a row. And before he was through he had a fast, smooth-running automobile. Even in high school people sent for him to make little repairs on their cars. He took a correspondence school course in automobile mechanics. When he was out of high school he had already a group of customers and so he opened a little garage in an abandoned blacksmith's shop, dug his own pit and, for that matter, using the repaired blacksmith's forge, made many of his own tools, some of which were more efficient than the ones you buy. Everyone has known a mechanic like Abner, long chin, muscular body, gray eyes, straight blond hair. People trusted Abner to do anything, he was a wizard with an automobile. His bills were reasonable and fair. When he had little work to do he made tools and played with an engine and put it together. He never had time to be married but thought he would someday, if he thought of it at all. His hands, cracked from gasoline and oil, were curiously delicate and his fingers were deft. Boys brought their broken bicycles to Abner to be welded and once he built in a few hours a homemade iron lung for a child suffering from infantile paralysis-and it worked too.

A crew chief readies the tail guns of a Flying Fortress for a gunnery mission.

When a customer brought a car to Abner's dark garage he usually stayed around a while to watch the work, for the mechanic personalized his work. He talked to motors, questioned them. He started the motors and listened and he could tell a great deal about a motor by listening to it. It is doubtful whether Abner had much ambition for money or position. He studied constantly, but it wasn't really study. He just wanted to know about mechanical things. When Abner enlisted in the Army, a month after war was declared, his little community in California was upset. Who would repair bicycles? To whom could you take a car and know it would get the best treatment? Who would make a carrying brace so that you could put a canoe on top of a sedan? A customer asked Abner why he had enlisted. Abner wasn't much for such talk. He said helplessly, "Well, we've got a war and-you know they're putting 2,000-horsepower motors in those big bombers? G.o.d almighty, I'd like to see those engines."

He enlisted in the Army and questionnaires and tests moved him to the Air Force; and hard as the work was it is doubtful if Abner ever had a better time in his life than at the Army schools. Here for the first time he had the finest engines in the world to play with. He had that certainty in his work which is called authority and he was early slated to be a crew chief. He had confidence in his ability and he gave everyone else confidence in him. On the ground he got his corporal's stripes and then he began to work on the ships and he became a sergeant.

He was bound to be an aerial engineer, a crew chief. He was the proper kind of man for the job. Given work to do in the air it is doubtful whether he would be aware of it being off the ground. His careful hands and good eyes made him an expert gunner. And besides all this he commanded instant respect as a crew chief must. He wanted to know things. He studied navigation in his spare time and he copiloted ships occasionally. Abner is no ideal figure. He is the best possible kind of a crew chief, but he is not an uncommon man. He is, however, primarily and almost uniquely an American kind of a man. Nearly every town has its Abner. The children know him and the boys with their old cars ask his advice. He is a simple man as a good scientist must be. He is a humble man but he will take no nonsense from anyone.

In the Air Force, Abner got his wish to a.s.sociate with the best engines in the world. They were his babies. He had torn them down and inspected every little part. He had heard them when they were happy and his ears could tell him when they were hurt. The pilot of a bomber could rely on him completely. If Abner said the engines were in good shape, they were all right. He was a quiet man. You had to like him for his silence and everyone did. It is probable that only one thing could outrage him, the mistreatment of a fine piece of machinery. In his little town in California he had been an authority in his field and in the Air Force he was an authority. The men called him "Chief" instinctively. The officers wondered what lucky bomber crew would get him permanently. He had a way of caressing an engine lightly with his fingers. He had a way of c.o.c.king his head and rubbing his chin while he listened to an engine. But his interest in engines had greatly enlarged. He knew the whole ship now, the hydraulic lifts on the landing gear, the little cables of the controls, the mechanism of the bomb releases. In an emergency he could do anything in the ship, fly it, bomb from it, lay the machine guns, and even navigate. Many a pilot will tell you that a good crew chief is the greatest man in the air, and from his beginning Abner seemed destined to become one of the greatest of crew chiefs. When his study and his training and his practice were done, Abner was ready for his permanent post in a bomber crew.

THE RADIO ENGINEER.

The long-range bomber crew is almost complete now. It has pilotage, navigation, offensive power, and defensive guns and it has engine maintenance in the air. It lacks only its ears and tongue, its ability to hear and to talk. This has not been left until last because it is unimportant. The bomber's radio and its operator are vastly important. In modern air warfare, either offensive or defensive, it is unusual for a ship to act as a unit. Air tactics call for a number of ships to carry out a given design. The whole plan is the unit, not the ship. The moment a bomber leaves the ground it has only one contact with its ground command and with its flying command and that is through its radio. Into the ears of the radio operators come orders, warnings, changes, and out through his radio go reports of missions, dangers which entangle other ships, reconnaissance observations, and position.

This radio man and his instrument are the contact of the ship with the world outside. And with the complication of tactical and group flying his position has become more and more important. He must maintain communications at all times. He must sometimes even repair his set under fire. Like the engineer the radio man is drawn from the ranks of the Army. The reports on his education and his apt.i.tude indicate whether he is well suited for this complex and responsible position. Let us say that in his high school work he has reported that he studied electrical shop or bench metal work, mechanical drawing, blueprint reading, mathematics, or physics. Such a background suggests that he is eligible for Army Air Force radio school. In this country there are many thousands of men who have made radio a hobby. The great Radio Hams organization, which has helped so often in national emergencies, has as members only a small proportion of the amateur experts available for the Army schools.

"The radio man and his instrument are the contact of the ship with the world outside . . ."

In addition to these there are many thousands more who have studied radio by correspondence course or have worked in radio shops, and all of these have a st.u.r.dy background for the Air Force radio school. A radio man may be anywhere between the ages of eighteen and forty-four. His hearing must be perfect, but he may wear gla.s.ses if they correct his eyesight to normal vision. If he is married he must sign a statement that his dependents have sufficient means of support. Once chosen he will go to radio school, and for a little over eighteen weeks he will study his job, radio operating, Morse code, code typing, radio telephone and telegraph procedures, flight operations, direct and alternating current circuits, transmitters, receivers. He will learn the radio compa.s.s and he will learn to service and to maintain the equipment he will be required to use.

In addition he will learn gunnery, for everyone in a bomber crew must in some emergencies be a gunner.

Harris was a proper man for Air Force radio. He was graduated from high school, having had some science and having been most interested in the physics of electricity. While he worked in a large chain grocery, he was not content with that. He had wanted to get into radio since he had first left high school. To that end he had taken a mail-order course and later, by persistent saving, had bought and a.s.sembled parts for a little short-wave sending and receiving set. And he was licensed to use it. He carried on lengthy conversations with other hams. They were always groping out to the distances, these hams. They would rather hear a dull man from 5,000 miles than an interesting one from 500. A strange brotherhood they were, almost a lodge. Their dearest acquaintances they never saw. A ham who could make an acquaintance in Timbuktu was just twice as fortunate as one who only had friends in Guam. The war, that is, before we got into it, was a sad thing for Harris. One by one his friends were cut off the air by Germany. Some of them told horrible things before their sets went dead. Harris knew better than most what an Axis victory meant to the defeated. When a man was shot Harris sometimes heard about it from another before he went off the air.

When the war was on, Harris spent every hour trying to hear the illegal sets in Germany and Holland and Norway. These men of radio are internationalists as scientists are. Harris hated the Axis not for killing and silencing strangers, but for hurting his friends whose voices he had heard and who had heard his voice. Then we entered the war and Harris surrendered his license. He still listened but he could not send anymore. He had planned to join the Army to get into military radio, but while he was making up his mind his draft board solved the problem for him and he was inducted into the Service. His tests and his experience automatically indicated his destiny. He was delighted when he was chosen to go to radio school. With Harris's background it was still hard work, but probably not quite so hard as it was for some of the others. Radio was his first interest in the world and after his eighteen weeks he was graduated and made a technical sergeant.

The enlisted men of a bomber crew study navigation in their time off.

When the orders came a.s.signing him to a long-range bomber crew he felt savagely good, for he hoped he could help to strike a blow for his friends who had been choked off the air by Germans.