Flying instructors are, for the most part, too good to be sent overseas. This is a bald and possibly astonishing statement. The rest are usually those who, being incapacitated at the front from further active duty, spend the rest of their service imparting valuable knowledge to others. From which it may be seen that the appointment is highly honourable as well as arduous.

In the early days of the R.F.C., Canada, the job was not as exacting as in the later months of the R.A.F., Canada. The instructor was then a man who could fly. To-day he is still a man who can fly, but has, to boot, a peculiar and well developed art of infusing his own skill and courage into the pupil by following a certain recognized procedure which has been demonstrated to be the last word in training. There is nothing in this derogatory to the early instructors. Their work was admirable. In a sense they took even greater risks, owing to the slight preliminary training then afforded to pupils before going up. But the instructor of to-day is one who himself has been instructed not only in the mechanics and dynamics of flight, but also in that inductive process by which he acquires the complete confidence of his pupil. It will be understood therefore, that on the introduction of the more modern system of training, to which reference is made on page 211, it was necessary to re-examine all instructors and make sure that their abilities equalled the new requirements. In addition it was constantly necessary to be sure that instructors were not growing stale in their work.

While there is undoubted fascination in flying, the sensation begins to pall after hundreds of hours in the air in a slow machine which circles somewhat monotonously over areas of which every detail has long since been memorized. The Canadian JN4 is considered reliable, with vagaries too slight to demand much attention, and a most excellent machine for instructional purposes. It is not as inherently stable as some others, but instruction on a stable machine would not have been as desirable as on one which required constant if simple control, and effected its higher manoeuvres by acquired momentum and not by engine power.

In Canadian flying therefore, per se, there is nothing particularly attractive for the instructor. The most unstable element is provided by the cadet, and it has been remarked that at the outset “he has many opportunities for error and usually discovers them all.” To anyone who has observed a machine reeling unsteadily around an aerodrome under the guidance of a fledgling pilot, while his instructor sits impassively in the seat of danger, it will be apparent that the latter has attained an abnormal degree of pluck and composure. It is a point of honour with him not to assume control until it is obviously imperative, and even then there is danger lest the pupil, in an excess of fear, cling desperately to the stick and bring about disaster.

With the instructor must be placed the second in command of squadrons. To this officer falls the responsibility of conducting the “pool,” through which all pupils pass before being posted out. Here take place those final tests which determine the cadet’s proficiency. Failing in any one, the pupil is returned for further tuition. To this officer, therefore, the squadron commander looks for the ultimate approval of the work of every cadet, as well for the satisfactory condition of instructors and aerodrome discipline.

There are compensations, however, if no guarantee of personal security. To the instructor, for instance, there is always interest in the never-ending tide of cadets, their personalities, their characteristics as developed in the air and their progress. A cadet’s first solo flight brings, if successful, a peculiar pride to the man who taught him to fly, but if not successful a self-searching to determine what link in the armour of tuition has been weak—for the instructor is held responsible for the crash.

The wing examining officer was called into existence by the introduction of the Gosport system, which in itself has been developed and modified to suit Canadian conditions. The first result of this introduction was that it became necessary to comb out instructors, some of whom had been too long on the job and were “stale,” others too old, others too young to be entirely steady, and others who, though excellent pilots, could not adopt the principles and psychology evolved. Still others needed instruction themselves. To this end the School of Special Flying was established at Armour Heights under a brilliant pilot. A steady supply of well-trained men was assured by the operations of this unit.

Early in the year 1918, the instructors at every wing were put under the wing examining officer, whose duty it was to weed out those who got stale, to test the abilities of all new instructors from time to time, and form his own opinion of their instructional capacity. In addition, it was the obligation of this officer, to investigate the log book of every machine which crashed, and demand an explanation of any apparent discrepancies, and also to keep knowledge of all crashes so as to determine whether any one instructor was responsible for an unreasonable number. In the case of the latter being evident, it was palpable that the instructor was either stale or too young for his work, and he was forthwith sent overseas, where usually under the new and much-longed-for stimulant he did admirably.

A mind of peculiar judgment is required to find its chief satisfaction in the achievements of others. This is demanded of all instructors. Deprived of the tremendous incentive of contact with the enemy, isolated, as it were, in a daily repetition of duties that afford little variety, constantly speeding off others to that thrilling destination where they fain would be—others who owe to them their fitness to go—such is the every-day grind.

And yet how tremendously it has all counted! A large part of the work of the brigade was in preparing cadets to a point at which they were deemed worthy of flying instruction. Toward that honourable object was directed a vast amount of effort. Decorations were often subsequently won by pupils whose instructors plugged doggedly along the same old road. There was no publicity, and only junior—very junior rank. Here, therefore, is given earnestly and officially, the grateful thanks of the General Officer Commanding to those men who by their unfailing readiness and pluck have had so splendid a part in turning out the pilots the brigade has been privileged to send overseas.