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.
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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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