New-York tribune., 1917-12-09

fall starts, the better his chances OF
regaining consciousness and control OF
his machine before he strikes.
Even in bad landings and in short
falls most men are saved by the con-
struction Of the present day machines,
which break the force OF the fall and
collapse around the pilot, leaving him
little the worse. Especially IS this true
OF the chasse machine-the fighter. In
the older type, where the motor and
the propeller were behind, II the avion
struck nose first the weight Of the
motor would often bring II down on
the pilot, crushing him TO earth.
But the modern chasse plane IS
tractor, with the motor in front, and
as II is the centre Of gravity in the
machine IL strikes first and absorbs
most OF the shock. The wings may be
torn of, the fuseage may crash to
splinters, even the lassel may collapse,
and yet the pilot, strapped to his seat,
may be only cut or shaken W. | have
known Of this happening time and
again.
Another danger that is greatly over
estimated is that from anti-aircraft
guns. Dodging shrapncl is not very
pleasant, but very few machines or
pilots are lost by this cause. Kidding
the plane with shrapnel balls makes
little difference, so long as the pilot,
his propeller, his controls. his engine
or his gas tank are not hit. Machines
seldom come in without a few holes
in the planes half the wires
and braces will be scratched. and still
the landing will be safely made. So
common is this shooting-up OF ma
chimes that 1t is taken for granted that
no avion can 90 out again till 1t has
been overhauled and repaired. Yet the
pilots suffer little from the shrapnel.
Flying among bursting shells, how
ever, has a terrible nerve wracking ef-
feet which wears many good men down
in time-a sort of aerial she'll shock.
When this comes, only long rest away
from the front will bring the pilot back
TO condition where he can safely go
aloft. The air is not a place for a
nervous man. Remember that in pilot
ing scout machine you have your
motor, your gas pressure, your Their
mometer. your direction, your pilotng,
your plane and the shrapnel TO watch
AS WELL AS THE HUN. The main
thing is never to lose your head. You
MUST be cool and collected at all
times, never allowing an instant for
any emotion.
But an aviator's life is not contin-
ual tangle of danger; he has many
pleasant hours while he is on terra
frma. When he is not in the air he
lives in far greater comfort than do
men in the other services. His means
of transportation are so good and so
rapid that his cantonment is usually
out of range of all but the biggest
guns, and in danger only from cruising
enemy pilots. The mud is nothing in
his life. lie can keep clean. and since
flying must usually be in good weather
he suffers little from the elements. He
works in benumbing cold. of course,
but his heavy clothing protects him
greatly and the warmth from the en-
gine, always ahead of him in the fight
ing planes, helps much. His quarters
are quite comfortable, except from lack
OF fuel in sharp weather. Most esca-
drilles at the front are housed IN can
tonments, Of portable buildings about
30 feet wide and 50 feet long. These
are divided into rooms II by 10 feet,
each containing two beds and the
equipment of the two pilots who share
it. At the end OF the building Is a
room 20 by 30 feet, used as n gather
ing room, and with one large table to
seat the entire escadrille at mess. We
have q mess fund. running TO about 81
day. which provides, in addition to
the staple army rations, many little
luxuries. And the food is good; in
fact. we fare better than most of the
civilians hundreds Of miles from the
front We have no meatless days. al
though we often go wheatless. How
ever the black bread is not bad, once
you get used to it. France feeds her
soldiers we'll, and we'll she may, for
there is no place where it is more
necessary to have every man at the
ton efficiency all the while. Every
ounce of food saved here in America
or elsewhere helps increase the hght-
ing power of the men who must WIN
the war.