A Very Unusual Air War Read Online Free

crashes and sheer fatigue. Most of these were pre-war trained, very experienced pilots. Replacements were a matter of great urgency and our flying training was stepped up to as many as six flights a day. (See 15 November.)

    7 November : The flying lesson on this day was an exciting step forward. After running through various emergency procedures, I was given my first introduction to the joys of aerobatics. Incredibly, after just that one lesson, I was let loose to perform aerobatics on almost every following solo flight. As I remember, these in the Tiger Moth were limited to slow rolls right and left and straightforward loops. The rolls would have been really slow, around a level axis. I do not remember performing barrel rolls until much later and then probably by accident. In the perfect slow roll, when inverted, you would leave the seat and your weight would be taken by the shoulder straps or harness. It was therefore most important to ensure that the latter were properly tightened.

    8 November : The next step forward was the navigation exercise on that day. Although only 50 minutes flying time it was the culmination of the many hours spent in the classroom. A destination having been selected, we had to complete a flight plan by laying out a line of flight on a map, allowing for wind speed and direction. We then calculated the compass direction, the IAS (indicated air speed) as shown on the ASI (air speed indicator), and the speed over the ground TAS (true air speed). Finally, we had to decide on the height at which we would fly and set the altimeter for air pressure at ground level.

    13 November : Just five days after my dual navigation lesson came the high spot so far: I was trusted to fly solo to Cosford, land and check in to the duty officer in the control tower to record my safe arrival. Then refuel, take off again and return to Desford. Although it was only a distance of 30/35 miles, it felt wonderful to know that I could really fly alone, out of sight of the airfield.
    There must have been quite a high head wind to account for the longer time on the outward flight. It should be borne in mind that the Tiger Moth cruised at only 75/80mph so a head wind would have made that much difference. I was filled with confidence that I could go anywhere I chose. Of course I had to give way to the urge to show off my prowess to my nearest family member, so two days laterI set a course of 290 degrees on the compass and flew the 20 or so miles, just over 20 minutes, to Streethay near Lichfield. I quickly located my elder brother’s house and performed 10 minutes of aerobatics, slow rolls, a loop and a spin, and waved to my sister-in-law, Ivy, and my nephews, Terence and Robin. Leslie himself was, of course, in the RAF in India. Very pleased with myself, I returned to Desford. The trip was my secret but I always suspected that F/Lt Hall knew perfectly well where I had been.

    16 November : Poor weather at the end of November curtailed our activities and terminated our flying at Desford. During the remainder of our time there, a matter of about a week, we took our examination in the ground subjects, with particular emphasis on navigation and instrument flying. Those cadets who failed or had failed their flying were ‘washed out’ and transferred to other duties. The lucky ones were transferred to further training in other aircrew categories.
17–25 November :
 
 
TOTAL HOURS
 
 
FLYING
SOLO
DUAL
 
25–05
22–10
Instrument flying
4–10
 
Proficiency as Pilot
Average
 
To be assessed
Exceptional
 
 
Above average
 
Ab initio as:-
Average
 
 
Below average
 
    Any special faults in flying which must be watched:-nil
Signed by
J.W.A. Wardell S/Ldr.
 
Chief Flying Instructor.
 
No.7 E.F.T.S. School
Date 17/11/40.
Desford
    The one serious accident that I remember during the course involved a young man from Warwick or Leamington. He failed to recover from a spin and crashed into a wood near Leicester. I believe he was