Evening star. [volume] (Washington, D.C.) 1854-1972, 1930-03-30
CONTINUED From First page.)

NAOllHluCU ETOIu E1ISL RAGE
hemians, became quite friendly. They
were tired of the war, and even before
the armiStice was signed they had
about decided to go home and let the
prison camp take care of itself"
After the armiStice Mai. Young re-
turned to the United States with the
intention of reSuming his law practice.
But the sound of Army Reserve SQUAD
ron planes flying over his office brought
back vivid memories and the lure of
the aviation game" proved stronger
than that of muSty law books He
organized the first company to engage
in sale and distribution of war type
of the pioneers in commercial aviation.
I'VE were regular transformers" says
Maj. Young. I'VE held air circuSes,
and we travelled all around the country
in exhibitions, trying to build up real
public interest in flying. It became
faScinating-and my law practice was
history from then on.
1T was during this period that had
my three accidents. I'm glad they
happened. Each one was my own
fault, mainly caused by carelessness,
not forgotten. In fact, those and other
pilots accidents gave me plenty of the
experience which 1 needed in drafting
the air commerce regulations"
AS director Of aeronauticS, a post
which he held before succeeding VIII
liam P. MacCracken, jr., as Assistant
Secretary for AeronauticS, Maj. Young
had the very important duty of draw
ing up the original draft of the regu-
lations which were to govern the ava.
ton industry. There was no precedent
for this task, and the industry was
waiting to attack any "one-man" code
that did not meet with its approval.
But Maj. Young conferred with repre-
Sentatives of the entire industry, and
the good will of those to be governed
was gained at the start.
ct remember several cases that were
brought up while we were discussing
the regulations" says Maj. Young,
especially those actually controlling
air traffic. And one or two rules had
direct connections with my own acci-
dents. One was that prohibiting stunt,
ing at a low altitude. or over cities and
assemblies of people. 1 didn't stunt
over citieS-but 1 very well remember
one day when I decided to make a
trick" landing from a low altitude.
That was also back in the barnstorm-
ing days.
81 pulled the ship up into wingover.
intending to go into a sideSlip at once
and then come out at the last move
ment In a landing. made the wing
over all right, but didn't come out at
the last moment, by any means. l
Just sideslipped on into the ground.
wasn't as nigh as I thought I was
when I started. That same reason
trick flying at low altitudes-has been
the cause of similar accidents in COM
mercial aviation.
ION still another occasion I swung
around into the wind for a take-oh
without going to the end OF the feId,
1 thought that from the middle OF the
field I could easily clear the trees at
the edge-but my Judgment was not
very good I had to zoom to get
through them at all, and took a few
branches with me, landing rather solid
ly on the other side.
Perhaps that was Subconsciouly in
my mind when we made out the rules
for taking OF, pointing out that all Of
a field-or a clearly Sufficient area of
a huge airport should be used in all
cases.
However, I am glad to say that there
are many regulations which are not
based on any experience of mine,
though every one has been proved
necessary by some accident or series Of
accidents.
How well Mai. Young learned the
lessons so forcibly imposed upon him
during his transforming days, when
the urge of wartime "acrobatics" was
upon him, is seen by his clear record
since that period. Before being ap-
pointed director of aeronautics of the
Department Of Commerce, he new con-
stantly and without mishap as COM
manding ofIicer of an Army Reserve
Squadron. AS director of aeronautics
he few almost invariably in carrying
out his inspection trips and in keeping
these flights carrying
him to almost every part of the coun-
try And now. from the flying law