or two and who now, for the first time, were really learning how to fly. There were plenty of machines available and an excellent shop where aircraft could be completely repaired and reconditioned. Moreover, the surrounding countryside offered many good landing fields. Maintenance crews typically reported about 7:30 am to inspect and ready aircraft, with further inspections and repairs carried out between 1:30 and 2:00 pm and again between 4:30 and 6:00 pm. Flying commenced at 9:00 am and continued until 12:30 pm; it resumed at 2:00 and finished at 4:00. Aircraft averaged five hours aloft each day.
The initial work for the Americans lasted only a few days, however, due to the Christmas holidays, and Ingalls and his pals returned to London and a joyous reunion with a gaggle of naval aviators. They headed back south on December 27, and as the only students present, enjoyed the undivided attention of their RFC instructors. Taking advantage of whatever good weather existed, the Americans went flying on New Year’s Day. They made rapid progress and within a week soloed in Sopwith Camels, among the most dangerous aircraft on the Western Front. Ingalls reported to his father, “The machine handles so lightly that anything can be done and it is so easy that you simply couldn’t fly straight if you wanted to.” With its tremendous torque and tricky fueling system, the Sopwith Camel was a remarkably maneuverable and deadly fighter, responsible for more Allied victories (1,294) than any other aircraft. It was also responsible for hundreds of deaths from accidents and training mishaps. The combination of careless or inexperienced handling, aircraft size, torque-producing rotary engine, small wingspan, and weight placement led to frequent fatal spins while in flight. To counteract torque on takeoff, for example, required the use of right full rudder until enough speed had built up for the tail fin to be effective. Otherwise, the airplane might ground loop and crash on the starboard wing tip.154
Fair weather breaks were few and far between. Ingalls told his father, “The weather has been rotten. Wind, clouds, snow, and worst of all, fog.” MacLeish echoed those thoughts, observing, “Rain and hail have lost their fascination. Snow is quite the thing to fly in.”155 In mid-January, flying conditions grew so bad that Gosport temporarily suspended operations. The Yalies returned to London for a short sojourn at the American Officers Club, attended the theater, and reported to Adm. William Sims and Capt. Hutch Cone, who urged them to finish their work quickly. In the following weeks, they resumed training in a program punctuated by dramatic flights and near disasters. On more than one occasion, they fought mock battles in the skies above southern England. At other times, they took cross-country jaunts that tested their endurance, ingenuity, and navigational skills.
Not surprisingly, the rapid pace of instruction and abominable weather led to frequent mishaps. In early January, Shorty Smith nearly died while looping at twenty-five hundred feet when a loose seat belt caught the stick and he lost control of his Avro.156 That same day, Ingalls flew into a maze of telephone lines but managed to land his damaged plane. Two weeks later, MacLeish smashed the propeller and undercarriage of his Camel while stunting with an instructor. Nonetheless, increased confidence brought aerial high jinks. The young ensigns enjoyed “buzzing” less experienced pilots, the “Huns,” or looping within a few hundred feet of the ground. They also loved “bush-bouncing,” racing along mere feet above the ground and then hopping over houses, trees, and startled farmers and their animals. Nineteen-year-old Ingalls enthused, “It must have been very exciting to see [four] Camels tearing along just over the ground.” When returning to the aerodrome, they sometimes landed within a few feet of the hangars.
Madcap flying did not, however, divert the Americans from their true purpose at Gosport. During his weeks at the school, MacLeish made careful notes about British flight instruction methods, hoping to use the information to improve the American system. After passing through the course, he recommended that all navy flight training begin with land machines and that instructors be chosen on the basis of their interest in the pupils, flying proficiency, ability to effectively impart knowledge, and satisfaction with their jobs, with a focus entirely on instructing. Ingalls compiled a similar report.
At the beginning of February, the three navy aviators finished work at Gosport and relocated to Turnberry, a famous golf resort overlooking the Firth of Clyde, now transformed into the RFC’s No.2 (Auxiliary) School of Aerial Gunnery. The school offered concentrated instruction in the mechanics, use, and maintenance of automatic weapons. Lectures and demonstrations filled the days, with evenings devoted to copying notes and studying. Ingalls described how he spent his time “sitting on hard wooden benches in sorts of classrooms, studying twice as hard as I ever did in school.” MacLeish called the pamphlets they read “really libraries” and claimed he got to bed just in time to wake up for breakfast. Very little flying occurred, as the nature of the course and perpetual fog and drizzle precluded active operations. Ingalls and the others boarded in either the grand Turnberry Hotel or one of several substantial adjacent holiday villas. When not studying or seeking shelter, the officers played bridge, what Ingalls called “England’s national game.”157
Hurrying along to complete their training, Ingalls, MacLeish, and Smith soon shifted billets again, moving to nearby Ayr, home of the No.1 School of Aerial Fighting and Gunnery. Lt. Col. Lionel Wilmot Brabazon Rees, VC, an experienced pilot and squadron commander with eight confirmed victories, served as commandant. It was said that “his experience and example were employed in the training of the offensive spirit exemplified by his actions.”158
The presence of many non-English pilots at Turnberry and Ayr reflected dramatic changes in the composition of the RFC manpower pool. Aggressive battlefield tactics, high operational tempo, inadequate training, and obsolescent equipment generated extremely high casualty rates. Ultimately, new pilots from Ireland, Scotland, and the Dominions replaced such losses. In March 1918, nearly one-quarter of all the RFC pilots in France were Canadian, and by September 1918, according to one veteran, “the majority of the best pilots . . . hail[ed] from Canada, Australia, South Africa, and so forth.” In addition, more than 300 Americans flew with British squadrons, and of that number, nearly 30 became aces, 51 were killed in combat, and 32 became prisoners of war (POWs).159
Following successful completion of their work at Ayr, the Americans returned to Dunkirk, with patrol operations scheduled to begin in late March. During this same period, David Ingalls took the time to prepare reports on the training regimen he experienced. His detailed and lively descriptions and analysis of the instruction program at Gosport, Turnberry, and Ayr are among the best available.
Wednesday, December 19, 1917. At last Shorty [Smith] and I left dear old London at 11:35 from Waterloo [Station]. Of course there was a thick fog, when isn’t there in this beclouded country, and train was a couple of hours late, so we arrived about 4:15. An R.F.C. man and machine met us and took us to assistant C.O., Wells, major, a perfect prince. We were introduced to our instructors, shown rooms, signed up our nearest relatives,160 always a pleasant reminder of the hereafter, and given tea. Then we met Ken [MacLeish]. He’d been flying a lot. We saw a bit of flying and had a fine dinner.
Thursday, December 20, 1917. Rose at 8:00. No flying on account of heavy mist. This school is really for instructors, the course is two weeks. That’s advancement; teach the teachers. Could be applied in most schools for mentality improvement. Machine is A.V. Roe, called Avro. It’s a two-seater, very handy and easy to fly, also a few Camels and S.E.5s. It is rather extraordinary to learn that most experienced pilots don’t know how to fly perfectly. Here the finishing touches are put on, every stunt is taught, side slip landings, perfectly balanced turns, etc. The idea of the school is to train men to all instruct in one way on a fast two-seater, also, instead of the present way of starting on an old Farman and working up. There are a few beginners here to prove that the method is right and they have turned out very good flyers.161
The school is an experiment. Lt. Colonel [Robert] Smith-Barry is in charge—he originated the idea. Under him is Wells. There is no red tape. As long as a man does his work no questions are asked. There is great freedom, the instructors are a fair bunch of men, very good flyers, of many experiences. Many of the pupils are majors, etc., who have flown even at the front for a year or two and who are now for the first time learning how to really
