Indianapolis Times, Volume 39, Number 249, Indianapolis, Marion County, 24 February 1928 — Page 9
FEB. 24, 1928.
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COL. Ch AS. A. LINDBERGH’S OWN LIFE STORVci™&
THE STORY SO FAR Lindbergh completed his education at the University of Wisconsin, where he became interested in aviation. He entered a flying school and later joined a barnstorming outfit, nad learned parachute. jumping and wing walking. He bought a Government airplane (or S3OO and made his first solo flight at Amcricus, Ga. l.indy decided to fly to Texas by direct air line against the advice of more experienced pilots. He made a. safe landing (he first night at a Government field, but the next night made a hazardous landing in a soft field near Meridian. Miss. A crowd gathered, and Lindbergh offered air rides for $3 each. Avery heavy man accepted, and the weighted plane missed a fence by three feet in taking off under the load. Lindbergh left Meridian for Texas, but got lost and descended in a field 1‘25 miles from Meridian. A hidden ditch in the field spelled disaster, and the propeller was hroken. Lindbergh was unhurt. After repairing the plane, he had a rushing business in passenger carrying. After carrying a few passengers at S3 each, he left Meridian for Texas, but got lost and crashed in a hidden ditch after landing in a field. Lindbergh repaired the plane and bad a brisk business in passenger carrying. Lindv took up an old southern Negro as a passenger and “stunted" for the admiration of the crowd and to the terror of the Negro. Rain and mud forced him from this Held and he took off for Texas. Lindbergh crashed and broke another propeller near Shakopee, Minn., while flying from Lincoln. Soft ground caused the "roll over.” Lindbergh's father took his first flight at Marshall and later went with bis son on his campaign. Mrs. Lindbergh became an enthusiast after her first flight at Janesville, Minn. Lindv applied for enlistment as a cadet at Brooks Field and was told to report for examination at Chanute Field, Rantoul. Til., in January. 1924. While waiting, be went barnstorming over Wisconsin and then headed for Lambert Field to see the air races. Bud Gurney, a friend, jumped from Lindv s plane in the parachute landing contest and broke his arm. After Ihe races. Lindbergh sold his Jenny to a student and bought an Italian pursuit plane. After taking exams at Cahnutc. he met an automobile salesman. Leon Klink, who owned anew Canuck plane. The pair went barnstorming and pleasure flying through the South and after several jumps stopped near Hattesburg, Miss. While at the naval air station near IVnsacola, Fla.. Lindv was told to report at Brooks Field. San Antonio. Texas. March 15, to enter a class of flying cadets. While flying with a woman passenger from the air base, l.indy crashed 100 feet from the air field when his motor failed. After repairing the nlanc. he tested it wearing an Irving new type parachute for the first time. Klink and Lindbergh left the field for Brooks field stopping frequently. Leaving Brooks field they headed west and once got lost. Lindy was forced to land in the town square of Barksdale, Texas. In leaving the town, Lindbergh took off down the widest street, struck a rut, hit a telephone pole, and crashed headon Into a hardware store. The store was wrecked, but the plane was damaged only slightly. They left town later and landed in Spanish cactus and sagebrush in two jumps. In taking off (here the lower wing was punctured bv a Spanish dagger, forcing a landing. Time was short, and Lindbergh flew back to San Antonio to enter school, while Klink flew west. CHAPTER XI 1 ARRIVED at Erooks Field on March 15, 1924, but was not enlisted as a flying cadet until March 19. Ordinarily a cadet enlists at the nearest station to his home and is given free transportation to his post of service and back to the enlistment polnf after his discharge. By enlisting at Brooks I was entitled to no transportation allowance, except, possibly, bus fare back from Kelly, where I graduated a year later. There were 104 of us in all. representing nearly every State in the Union. We filled the cadet barracks to overflowing. There were two cots to each win-'
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dow and some of us were even quartered in the recreation hall. We were a carefree lot, looking forward to a year of wonderful experiences before we were graduated as second lieutenants and given our wings. Nearly all of us were confident that we would be there to graduate a year later. We had already passed the rigid physical and* mental entrance. examinations in which so many of the other applicants had failed. We had no doubt of our ability to fly, although most of us had never flown before and we had yet to get our first taste of the life of a flying cadet. By the time we had been in the barracks a few hours stories began circulating around which originated from conversations with the last class of cadets who were waiting to be transferred to the advanced flying school at Kelly. Rumors of “Benzine Boards" and "wash-outs,” 'academic work" and "eight-hour examinations," “one eighty's,” and “check pilots,” “walls with ears" and “cadet etiquette”— these and a hundred other strange terms were condescendingly passed down to us by the old cadets of six months experience. Someone remarked that less than 40 per cent of us could expect to finish the primary training at Brooks and that probably half of those would be washed out at Kelly. By bed check that night we had already begun to feel the apprehension which is part, of a flying cadet’s life from his first day at Brooks until he has received his pilot's wings at Kelly. Our actual flying training was to begin on the first of April. Two weeks were required to become organized and learn the )*reliminary duties of a cadet. During these two weeks we were inoculated against typhoid and small-pox at the hospital, taught the rudiments of cadet etiquette, given fatigue duty, required to police the grounds surrounding our barracks, inspected daily, and instucted and given a*aminations in five subjects. In our spare time we were allowed tc look around the post or take the bus to San Antonio, provided, however. that we were back in bed not later than 10 o'clock on Sunday. Monday, Tuesday, Wednesday, Thursday and Friday nights. At all other times we could stay out as late as we desired. When we did have a few spare moments in the afternoon, they were usually spent in trying to “chizzle" a hope from one of the instructors on the line. Early one morning we were allowed *o take the training ships
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out and push them to the line for the old cadets to fly. But when one of the planes nosed over after eight husky rookies heaved upon the hunder and flftypound tail, it was decided to put us to work moving hydrogen cylinders for a balloon ascension. As the first of April approached we were looking forward to the start of actual flying with great anticipation. Coupled with this was the anxiety of waiting for the returns from our examination papers, the failure of any two of which would be sufficient cause for their owner to be washed out from the courses. The flying instruction was carried on from two stages or different sections tof the field. I was assigned to B stage, which was about a halfmile out in the field from the cadet barracks. Each instructor had about six cadets assigned to him, and early in the morning on the first day of April our instruction commenced. I was assigned to Sergeant Winston, together with five other cadets. We pushed his instruction plane out from the hangar to the line. Sergeant Winston picked out one of us, told him to get into the rear cockpit and was off. The rest of us walked over to B stage, watching for tarantulas along the road on the way. In 1924, the Curtiss Jenny was still used by the army for a training plane, although the 90-horse-power Curtiss OX-5 engines had been replaced by 150-horsepower Hispano-Sulzas. The more modern types of planes for training were still in the experimental stage. The Jennies had been designed during the war and they were becoming obsolete, but it is doubtful whether a better training ship will ever be built, although undoubtedly the newest type is much safer. Jennies were underpowered; they were somewhat tricky and they splintered badly when they crashed hard; but when a cadet learned to fly one of them—well, he was just about capable of flying anything on wings with a reasonable degree of safety. I had been particularly fortunate
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in my assignment of an instructor, Sergeant Winston, who held the record for flying time in the army with about thirty-three hundred hours. He was an excellent pilot, and knew how to instruct if he wanted to. When my turn came he asked me how much flying time I had had, and after I told him about 325 hours he turned the controls over to me. with orders to take the ship around and land it. I had some difficulty in flying with my right hand. The wartime ships which I was accustomed to were built to be flown with the left, but after the Armistice it was decided to change the throttle over to the other side, on the theory that the right hand was the natural one to fly with. After three landings, however, Sergeant Winston got out of the cockpit and told me to fly around for thirty minutes and try to get used to right-handed piloting. When we were not flying we were gathered around the stage house watching the progress of our classmates and learning how to turn the propellers over in starting the engine without placing ourselves in a position to be struck in case it kicked backwards. To a pilot, the propeller Is the most dangerous part of his plane, and is a constant source of worry to him when his ship is on the ground among people who vie with each other in seeing now close they
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can stand to the whirring blade while the motor is still running. Then there is usually a contest to see who can be first to move it up and down after it stops turning over. A cadet is usually given about ten hours of dual instruction before he is allowed to solo. The instructor first takes him up, and after flying around for a few minutes, allows the student to take hold of the controls to get an approximate Idea of the amount and direction of movement necessary for gentle banks and turns. Then the instructor throws his hands up in the air in full view of the student—the signal that he has turned over entire control of the ship. The cadet is given the opportunity suddenly to realize that flying is not a simple operation of pulling the stick back to go up and pushing it farword to come down, but than an instinctive and synchronized movement of all controls is necessary even to keep the machine in level flight. (To Be Continued Tomorrow)
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DECLARES AGE DECEIT NO BAR TO DAMAGES Bartholomew Circuit Judge Rules in Injured Girl’s Case. By Times Special COLUMBUS, Ind., Feb. 24.—An employer sued for damages by an injured employe cannot escape by showing that the employe knowingly gave an incorrect age at the time of beginning work. This was the ruling of Judge Julian Sharpnack of Bartholomew Circuit Court in the case of Miss Rinda Johnson, 17, seeking $2,500 from the Indianapolis Pump and Tube Company, through her father, Samuel Johnson, as next friend. The girl lost two fingers of her right hand due to an injury in the company’s employ. Company attorneys allege the girl added a few years to her age to get a job.
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