the two Flights. My flying instructors were Mr Hendry and, later, Mr Lewin. New
modern flying clothing was issued to us all.

In ground school we polished up our knowledge of rules of the air, aviation law, meteorology, and the internal workings, systems, and handling of the
Chipmunk T10 aircraft. This was further enhanced with a good schooling in field
craft so that, if caught on the ground by an enemy, we could give a good account of
ourselves, defensively, with whatever weapons were to hand. Officer training
continued, as did instruction in other aspects of RAF administration and procedures,
as well as the all-important art of navigation. We were issued with several Air
Publications to study, and notes had to be taken. There were end of course
examinations to pass.

The flying aspect was the greatest attraction. Pre-flight documentation (
Form 700 and the Authorisation Book) and inspections, cockpit checks, and
R/T and
emergency procedures all had to be mastered before we could fly.
3 These exercises
were all 'hands on'. Only then were we taken for our first flights to familiarise
ourselves with strapping on a parachute (and how to use it should we have to),
settling into the cockpit, strapping ourselves in tight, starting up, and intercom
formalities.
4 These were immediately followed by taxying and the sights, sounds and
feel of being airborne, keeping a lookout, circuit procedure, landing, taxying back,
shutting down, getting out, and debriefing.
5 There was a lot to do, much more than
we had done on Tiger Moths at Digby. With further flights we learned to do all these
things ourselves as well as learning the primary and secondary effects of controls,
turns, climbing, maintaining straight and level flight (not as easy as one might
imagine), use of the trim control, gliding, correcting the swing on take-off, and
coping with airborne emergencies. This was no sinecure, we were busy, and after
two flights in an afternoon or morning, we were tired. There was so much to absorb
which had quickly to become second nature to us.

Our knowledge and confidence grew with each successive flight. The actual flying, once airborne, was (comparatively) the easy bit. Taxying, take-offs, and
landings demanded much more practice and skill. Much attention was paid to these
and to circuit procedures and differing wind and weather conditions until,
eventually, our instructors would start doing 'quickie' circuits so that we could
concentrate on take-offs, landings, and overshoots. We were also taught the
difference between a spin and a spiral dive, and how to recover from both. It is often
said - and it is absolutely true - that one never forgets one's first spin. To deliberately
create a spin the aircraft is brought, engine throttled back, to the point of stall and
full rudder kicked on as the nose drops. Suddenly the world becomes chaotic. You
think you are still but you know you are falling while the world rotates dizzily
outside and the ground begins to get nearer very quickly. It was usual for us to
initiate recovery action after three turns, pull out of the ensuing dive, and regain
level flight or climb away if you were going to do the exercise again. Fairground
roller coasters were very tame after that!

On the afternoon of June 25th, 3 days after my 19th birthday, I was adjudged fit after 7 hours 45 minutes 'dual', to make my first solo flight. It lasted all of 10
minutes. Everything went perfectly, almost as though I could still hear my
instructor's voice guiding me through it. Many of us said the same as each of us
soloed.

My next flights alternated between dual and solo as weaknesses were
corrected and skills developed. We practised emergency landings, short landings and take-offs, low flying, and aerobatics. When thought to be competent we practised
these solo.
___________________________________
3
R/T = Radio Telephone.
4 My own first flight in a Chipmunk was on June 12th 1952 and lasted 50 minutes.
5 Although much of this had already been covered, in passing, at Digby the training now was more disciplined.
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