one of the greatest experiences an observer can have is to take a new pilot over the lines for his first trip; in other words, “break him in.” i had sort of specialized in this work in the early days in quiet sectors, but when i was sent up to the argonne sector it was for an entirely different mission. i had long since gotten past this preliminary stage. the object of my being there was to carry on adjustments of artillery on the moving enemy targets, for i had been giving a great deal of attention to this special work all through our experiences at chateau-thierry and saint mihiel. at the opening of the argonne drive on the 26th of september my position was that of operations officer for the corps observation wing of the first army. it seemed that the development of artillery adjustments on fugitive targets had sort of been overlooked, so general mitchell, who was then chief of air service of the first army, began to realize the importance of this work and decided that it should be given more attention. of course, it was strictly a corps observation mission, and so he passed the order down to brereton 122and brereton, of course, passed the “buck” on to me, for the buck never passes up—it’s always down.

it was an important matter, especially for the coming drive, and no satisfactory method of carrying on this work had yet been worked out, so i proposed to brereton that i be authorized to visit each of the corps of the first army during the drive in order to carry on this work; then i could compile the proper manual for future guidance of our observers. the big three, consisting of general mitchell, colonel milling and major brereton, all approved, and so i went first to the 5th corps, whose airdrome was at foucoucourt, arriving there on september 25th, about six o’clock in the evening. the big argonne-meuse drive was to begin the next morning at daybreak.

the corps air service commander, colonel arthur christie, and the group commander, major joe mcnarney, and i had a talk about the entire situation. they decided that i should work with the hybrid squadron, which consisted of a flight of the 104th squadron and a flight of the 99th squadron under the command of lieutenant jeff davis. the operations officer was lieutenant britton polly, whom i knew quite well in the observers’ school, so i told davis that i would like to take one of the first missions the next morning, in order that i might get an early start on my fugitive target ideas.

polly told me the situation—they were up against it, as they had several new pilots who had never been over the front, so he wanted to know if i would help him out by taking one of the new ones over. ordinarily 123there is not much opportunity to do real work when “breaking in” a green pilot, and although i knew this would detract from my chances for success, i agreed.

that night i worked quite late preparing a very complete chart, showing the location of all our batteries on the map, their radio call codes and a miniature picture of each battery’s panels. i knew that the batteries would soon be on the move, and my scheme of adjustment had for its object the ability to call any battery which had halted temporarily, whether its location was permanent or not.

i got on the field about eight o’clock the next morning and walked over to the operations room of the 104th squadron to find my pilot, who, for the purposes of this story, we will call “lieutenant greenhorn.” inside the hut i found a tall, slender, effeminate looking chap talking to britton polly. i was unnoticed by either. the lad was inquiring as to this new guy, haslett, who was supposed to fly with him at nine o’clock. i heard him tell polly that as it was his first trip over the lines he demanded an old and experienced observer to take him over. since he didn’t know me, he said, and had never seen me, he would rather have one of his own squadron go over with him, as he would have more confidence in some one whose experience he knew. polly, who was a sort of hardboiled war horse, told him that he wouldn’t find any observers in the american service who were more experienced than haslett and that he had better take me while the taking was good.

124after “greenhorn” left i had a good laugh over the matter with polly and then i followed the lad to his room, went in, and disclosed my identity. he was noticeably nervous and made me a confession that he had had very little flying and that he really had no business being at the front; and, as this was his first trip over, he didn’t want to stay long and wanted to know how it felt to be up there, and what to do when he was attacked, and what to do when the enemy anti-aircraft artillery shot him, what to do if his motor failed him over the lines, and a lot of such odd and foolish questions. my experience with phil schnurr on his first flight made me leary. i didn’t object to taking a man over the lines for the first time so long as he knew how to fly well, but when a man did not even have confidence in his ability to fly—well, it was a very different matter. i was not seeking any thrills—observing had become a business with me, so i felt very much like refusing to fly with him, but on afterthought it came to me that perhaps this lad was not such a bad sort after all and maybe it was just his modesty and timidity that caused him to talk so disparagingly of his ability. at any rate, if he was going over, for his own good i would take a chance and try to start him right.

i proceeded with a story something like this (the same that i told all the new pilots i ever took over the lines for their first trip):

“the pilot in an observation plane is, in one sense, the chauffeur. on account of the fact that communication between the pilot and the observer is ordinarily 125very poor, we refer to the pilot as the horse, for he must be guided, and for that reason we append to his arms directly under the armpits two pieces of twine, string or cord which we extend back to the observer. the observer holds the reins. the observer is given the mission to perform and, while he expects the utmost voluntary co?peration of the pilot, when it comes to any matter of tactical decision the observer’s word is final; for instance, in this flight, should we see five planes and decide to attack them, i would simply give the word and you would direct the plane toward them; or if we are attacked by them i would give the word whether to dive toward the ground and run from the enemy or stay and fight it out; or should i see a machine gun nest on the ground which was holding up our advancing troops, should i decide to go down and destroy that machine gun nest it is your duty to direct your plane down on the machine gun nest even though you know it is certain death. the observer points out the direction in which he wants to go, how long he wants to stay there, how long he wants to stay at the line, and, in fact, is the commander of the plane. as i said before, he is the holder of the reins.

“now, there is only one exception to this, and that is when something is mechanically wrong with the airplane. for instance, if the engine is failing or if a strut is broken, or if flying wires are destroyed—in such a case the pilot becomes responsible for the command of the plane. the fear of failing to hear clearly the directions given by the observer through 126the speaking tube is the reason we have the lines to guide the pilot like a horse, and when the observer wants to go up he points up and when he wants to go down he points down; and should he want to go to a certain place he would point to that place. it is a sort of mental telepathy which is expressed in a sign language and is ordinarily easily understood, so don’t worry—just pay close attention and don’t lose your head and you will get along all right, for after all, flying over the front is not so full of thrills as one ordinarily is led to believe, and whether you live over your allotted twenty hours over the lines depends largely upon your ability and good luck and watchfulness.”

“greenhorn” took it all in and said he understood fully. after quite a little delay in getting a serviceable airplane we finally made a stab at getting off. i told greenhorn to take me to a little town called avocourt, which was in no-man’s-land, and i carefully pointed it out to him on the map. of course, avocourt had been destroyed by shell fire and nothing remained but the ruins of the town, but they were plainly discernible from the air. i tested out my wireless and everything was o. k., so i motioned for him to head on up to the lines. i paid very little attention to the ground, intending to sort of take it easy until we got to avocourt, thus getting a general idea of the lay of the country over which we were flying. i instructed him to let me know by shaking the plane when he came to avocourt. he seemed to be flying along in good shape so i didn’t concern myself 127with our location until he finally shook the plane. he pointed down to an extremely large city and motioned his lips “avocourt.” i looked down below me and recognized very well the historic city of verdun, as i had flown over this sector one time with the french in the early days. i shook my head and pointed toward avocourt. “greenhorn” had missed avocourt only by about fifteen kilometers. however, the kid was insistent and nodded his head in affirmation of his own decision and he pointed to his map again and pointed down and said “avocourt.” i swelled out my chest and pointed to myself to impress upon him the lesson that i was running the plane as per our previous conversation and that he was to go in the direction pointed without further argument. he hastily acquiesced and turned the plane in that direction, and from that time on i used the cords attached to his arms to guide him. when we got over avocourt i attracted his attention, pointed down and said “avocourt.” he gazed down at the shattered ruins of what was once a town, but said nothing. however, his eyes and face expressed very well the fact that he would never have recognized avocourt from her photograph. i couldn’t blame him, for from the air a ruined town is highly deceptive and unless one had flown over that sector he could not realize that the effect of artillery destruction could be so complete. in a moment he gave some sort of a shrug of his shoulders to indicate that he was entirely lost, so i signaled to him and gave him his directions. then, taking my map, i pointed north 128and said “montfaucon,” which is easily distinguished from the air for miles, being situated on the crest of a very high hill. “greenhorn” immediately headed toward montfaucon, thinking that perhaps i had pointed toward that town with the intention of going there. i did not have this in mind, but since one place was just about as good as another until we found a target i let him go.

tanks going into action, and the tracks left by them

129just over montfaucon we were opened up on by the german anti-aircraft artillery. i heard a heavy thud under our tail and at once the plane began to side-slip and quiver. the “greenhorn” was badly frightened and began looking in every direction. then his eyes fell on me and i have never seen the equal of the expression on his face when he saw me laughing. he did not realize the significance until i pointed to the anti-aircraft bursts, which were fully three hundred yards behind us. i assured him that everything was o. k. and he had done well. that put him a little more at ease. after a while i spied a splendid target, so i started him back toward the line so that we could call our batteries. we then played over our own lines for about an hour, as we were having a great deal of trouble in getting any batteries to answer, since they had all started to move up farther to support the fast advancing doughboys. i didn’t know whether “greenhorn” appreciated that ride or not, but believe me, that sight was beautiful. the heretofore impassable region known as no-man’s-land was now converted to every-man’s-land, for the whole shell riddled section was simply covered with the advancing american doughboys—in trenches, shell holes, everywhere. the mighty tanks were slowly plugging and lumbering along over the shell holes and we could easily see our most advanced lines, the troops deploying, the german machine gun crews at their nests vainly attempting to hold back the advancing infantry, and farther back we could see the retreating germans, their supply trains, artillery and convoys. i marked down the location of our advance units, as this was important information, and told “greenhorn” to fly north. as we circled over montfaucon to the west we drew a very heavy machine gun fire from the bois de beuges, which had put several holes in the plane, and since “greenhorn” was getting more and more unsteady in his flying i thought it well for our own safety and comfort to get a little better altitude, so i motioned up and “greenhorn” started a steep climb right off the bat. of course, i did not intend for him to make such a steep climb, and as we started our ascent the machine practically stood still in the air in a stall. this gave the german machine gunners a chance to concentrate on us, and believe me, they certainly made the best of their opportunity. fortunately, beginner’s luck was with the boy and we got out of it after he finally heeded my frantic effort to get him to fly ahead for speed and not for altitude. i looked the plane over carefully when we were without the range of the german machine guns. other than a few holes in the wings and the body of the plane i could find nothing wrong with it; at least, all the 130flying wires and struts were still good and the engine apparently was running perfectly. upon getting more altitude, however, the “greenhorn” started in the direction of home without any orders from me at all.

suddenly i heard a faint, indistinct put-put-put and i began scouring the sky for the place from whence came the familiar and unmistakable sound. away over to the right, north of montfaucon, i saw a genuine scrap going on. there must have been fifteen planes and soon the faint put-put became a continuous rattle like the roll of an over-tight snare drum. i could very easily tell by their maneuvering that it was a dog fight and if we could only get over there in time we would undoubtedly get into it. maybe some of our boys needed help and sometimes the arrival of one additional plane can turn the balance of power in a scrap. so i shook the plane and called to him to head over that way as fast as he could. i expected some slight coercion would be necessary, but to my surprise “greenhorn” immediately headed toward the show. as we were speeding along like the assisting ambulance i decided to try out my guns to make sure they were in trim condition for a combat, so i pulled the triggers on both machine guns for a short burst, not thinking to warn the already irritated “greenhorn.” instantaneous with the first report the plane began to go into a wild spiral. i dropped the guns and turned around to see “greenhorn” twisting in every conceivable direction and manipulating the joy stick right to left, 131forward to rear, with the same cadence that the jazz orchestra leader handles his baton—while i was thrown around in the cockpit like the contents of a shaking highball. i had a similar trick played on me myself one time while flying with brereton at san mihiel. brereton and i were alone on a mission photographing a difficult area behind the lines. brereton, who was always a cautious flyer, ordinarily had a small mirror attached just above the edge of his cockpit in which my every movement was reflected. thus he could tell when i was looking the sky over for enemy planes or watching the artillery or down in the pit operating the camera. i used to stay down in the cockpit too long at one stretch to suit him. his idea was that the observer should spend most of the time searching the sky in order that the hun could not pull a surprise attack. in this he was right, but it was extremely difficult to do this and at the same time do the mission well. brereton had previously been accustomed to getting me out of the cockpit by shaking the plane, which merely consisted of gently vibrating the control lever from right to left. this day i was trying to get some very good photographs and i admit in so attempting i was staying down in the cockpit too long. brereton shook the machine several times, but i didn’t come out because i wanted to finish my set of pictures, taking my chances on an attack in the meantime. brereton was unusually irritable so he decided that i did not have the right way of doing things. he immediately turned loose his machine guns for a continuous burst 132of about twenty-five rounds, which sounded to me like two hundred and twenty-five. believe me, i came out of that cockpit. i grabbed my machine guns and swung the tourrelle upon which the guns were mounted full around several times, up and down, under my tail; in fact, in every conceivable direction, for i was absolutely convinced that we were in a real scrap. finally i got a glimpse of brereton’s beaming countenance. he was in a perfect uproar of laughter. the incident had its intended effect, for always afterward when brereton would shake the plane, no matter how slightly, i would come out of the cockpit right off, just as the ground squirrel comes out of his hole when you give him sufficient water, but with an uncomparable difference in rapidity.

so when i fired my guns poor “greenhorn” was pitifully fussed. i could see he was losing his nerve, but i pointed in the direction of the fight and, obedient to my instructions, he headed the plane that way. it would never have done to have withdrawn after getting this far, for in so doing he would never again have been worth anything in the air.

we were still quite a distance from the show. i was looking over the top wing to get a line on the fight. they were still at it and it was just getting good. it seemed to be the ordinary aerial dog fight in which one allied plane is on the tail of the enemy plane and two of the enemy planes are on the allies’ tails, and three of the allies on the tails of the two enemies, and so on—all going round and round, exactly 133like a dog chasing its own tail. suddenly one of the planes dropped from the combat and, making a steep dive, it burst into flames and fell toward earth. i shook the plane violently and, pointing toward the falling plane, i joyously cried to the “greenhorn,” “boche! boche!” he was not so enthusiastic as might have been expected and i had no more than gotten the words out of my mouth when another plane started falling—also out of control. at this point “greenhorn” again suddenly headed his plane toward home. in a rage i shook the plane violently and with fury in my face i again pointed toward the fight. he shook his head. i became more infuriated and again pointed toward the fight, but the “greenhorn” just as furiously shook his head and determinedly kept on going toward home.

this would never do—i would feel like a coward the rest of my life, so i reached over the cockpit and grabbed him by the shoulders and very affirmatively pointed toward the fight. he motioned for me to put on my speaking tube, and amid the pounding of the motor, in his high, squeaky, girlish voice i could hear him uttering something about “motor bad. mechanical trouble.” it did not sound that way to me, so i doubtfully shook my head. he vigorously affirmed his statement, showing surprise that i should doubt his word or question his decision on mechanical matters. for the purpose of camouflage the plane kept rocking from side to side and the motor would become very strong and then suddenly die away. it was my belief that it was being controlled 134from the throttle. there was nothing i could do. i was not only disgusted with the “greenhorn,” but i was thoroughly ashamed of myself. i felt like a sneaking coward.

as we crossed the lines our anti-aircraft artillery suddenly began to fire violently and rapidly into the heavens. then i picked up a lone enemy plane swiftly diving out of the clouds in order to attack our balloons. here was our opportunity—i knew for a fact that a plane attacking balloons has not much chance to see any other plane approaching, so i shouted at the top of my voice, “see that plane there,” and i pointed to it. “that is a boche that’s going to attack this first balloon. then it’s going over and attack the next one to the left. we won’t have time to get him before he gets them both, but we will get him after he leaves the second balloon, for he won’t see us. we’ll get him sure. here’s our one chance to redeem ourselves. nurse your motor along for we are on our own side of the lines anyway.” the man at the controls hesitated a moment and then started in the proper direction with full motor. i realized the danger of getting into a scrap with a plane that has for its object the burning of balloons, for they use nothing but incendiary bullets, and while i had no serious fear of being killed by a clean bullet, the idea of burning in midair was quite repulsive. then, too, there was a green pilot, but i actually craved in the worst way a chance to redeem our plane from its disgraceful conduct in the dog fight—here was the chance.

135the balloon crews already were on the job and were frantically attempting to haul the balloons down to safety. no other planes were in sight. we were the only hope of saving the day. in a few moments i saw the observer of the first balloon jump with his parachute, saw the boche empty his fire into the huge bag and then saw the balloon burst into flames. i do not know why it was, but for some reason at that particular minute our engine began to die and grow strong, then die again. i appeared not to notice the motor and excitedly pointed the “greenhorn” to the direction in which we could meet the boche most advantageously. his face registered a doubtful hope that he might be able to comply with my urgent request and then, as if his conclusion was drawn after a consultation with his better judgment, his expression changed to one of disappointed regret, for he again pointed to the motor and began to utter “mechanical trouble.”

he headed the plane toward home and away from the boches. i knew what the people on the ground would think at our performance after we had once started after that boche. they would be too ashamed of us to say anything. i was thoroughly disgusted and angered to the highest degree. unmolested, except by local defenses, the hun burned the second balloon and triumphantly flew back into germany.

the “greenhorn” was unbalanced by horrors he had seen. the morning had his goat, for he kept on looking back, time and time again, as if he were 136sure that he would be the next one to go down in flames.

that ride back to our airdrome was the wildest i ever got in my life as a flyer. the boy lost his head completely and i was absolutely helpless, not having a dual control, though i do not know much what i would have done at that time even if i had been fortunate enough to have had a dual control plane. we would take sudden jerks in which i would go half way out of the cockpit, nothing holding me in but my belt. i knew the boy was getting worse and i was figuring how i would look after the fall. when we got directly over our own airdrome, to my surprise he called back to me in a frantic voice, “i’m lost. which way now?”

“take it easy,” i replied, “our airdrome is right beneath us.”

the lad came down like a streak from the sky and i knew we were going to hit the ground in one grand smash. the “greenhorn” tried to land and couldn’t, so he gave her the gun again, circled the field, and in attempting to land almost hit one of the huge hangars with the tail. death looked like a sure proposition to me. i felt like jumping—anything to get down to earth. in this second attempt he had a good chance to effect a good landing, but for some reason or other he kept on going. then he foolishly did a vertical bank and came in with the wind, intending to land. to land with the wind is one of the most dangerous things a pilot can do, but it did not seem to affect our hero. did he land with the 137wind? i’ll say he did. as we neared the ground i was sweating blood, for i knew what was sure to happen. perspiration was flowing from my entire body with the freedom that it rolls from the winner of the fat man’s race at the old county fair. we hit the field in the center, took a two-story bounce; the wind caught us and as the wheels hit again, s-p-l-o-w! we rolled over on our nose. good fortune alone kept us from doing worse. we stopped, and i was up in the cockpit about twelve feet from the ground, though i expected to be found underneath the engine about ten feet under ground—and the ambulance came rushing to pick up our remains.

they got me another plane ready and after considerable hard luck i finally got the mission completed with the help of a very wonderful pilot named lieutenant weeks. late that afternoon the “greenhorn” came around and asked me if i would mind going with him again to-morrow. i was forced to decline. he was relieved from further duty at the front. it was his first and only trip over. i don’t think the “kid” was a coward—he simply could not stand the gaff of air fighting.

there is nothing more nerve-racking or terrifying than a ride in an airplane with a pilot at the stick in whom you have no confidence, and especially so when at war and in an active sector where the enemy has control of the air. there are many times in my young and blameless life in which i have been actually scared, but never one in which i have been carried in that state of fear and terror for such a long 138stretch as in that two hours, twenty-one minutes and eighteen seconds in a salmson airplane in the argonne forest on september 26, 1918, with a green lieutenant, fictitiously named “greenhorn.”