18 November 1936

Dear Mother:

Today Flying Officer Wilson and I were flying along at 4000 feet when a huge Heyford Bomber flew near us. He took the controls, did a half roll climbing turn and few flips and presto we were a little above it and 20 feet behind it. Our machine could easily keep up to it.

It had a crew of 4 - a huge fat pilot, a front and rear gunner and a turret affair hung below - The gunner in lower turret thumbed his nose at us - It was a magnificent view - They all waved at us. F/O Wilson said never to fly close under one as there is usually an aerial trailing behind it.

This fog and mist is rather nasty. You know there are many machines flying around you and you can see very few of them. This morning I was practising gliding turns and a Hawker Fury from the 10th Pursuit Group at Manston zipped passed close under me. - These machines leave ours behind like a baby crawling backwards. This afternoon I was to practise advanced forced landings, but as soon as I got to 1000 feet I was in rain and mist. 0 All I could see was the aerodrome - visibility was really nil. So I cam in and called it a day.

Nov. 17

Today I did instrument flying under the hood. A green canvas hood comes over your head - you can see nothing but your instruments. This type of training costs $40 an hour, but who cares. The physical sensations are weird to say the least. Physically you cannot feel spinning, one wing down, etc. - you must go by your instruments even against your physical feelings. - Thus though you fell left wing down it might probably be right wing down. The instruments are rather hypnotic. You can only see instruments for an hour or so and is very tiring at first. I have been up quite a few times instrument flying and am getting quite used to it.

The Superintendent of Reserve suspended three other of our chaps today. Reynolds, Pritchard and Marshal. Six have been suspended leaving only two-thirds of 18 who started - It is funny but the finest chaps with the most personality have to leave. There is only 12 of us left and two more will probably go.

According to war time instructors here it was a snap to fly machines in the war. They were very slow, not least bit tricky - you came in, cut your engine and she sat right down. Pupils must be much more skilful to fly these terrifically fast machines. Right now I should like to fly the new two-engined Blenheins Bomber - it is the fastest in the world.

This afternoon was terrifically bumpy - piloting was like riding a bucking horse.

To do instrument flying in this weather is a job.

You only have to co-ordinate turn and bank indicator, watch pitch indicator, air speed, altitude, "oil pressure" compass etc. It's like patting your head, rubbing your chest, tap dancing and reciting Shakespeare at the same time.

Yesterday I did five tailspins to the left and three to the right.

Stick back, back, back. - Speed falls off - sickening lurch and zowie spinning fast - then pull out. Lovely but you get used to it.

No. 20

I now fly EL or No. 13. The machine whose picture I sent you - so keep it for me. It is the newest machine. It's just about pure agony to fly these days.

Ask Dad if he remembers that Christmas week I travelled with him. I felt just the same today. The R.A.F. is getting anxious about our time and I had to fly most of the day.

My feet and hands were nearly passed feeling.

I was tested by the Superintendent of Reserve yesterday. This is a test made on each pupil to note his progress. I had to do everything for him - as I was coming into land, I prayed to the Gods on high for a three-point landing. Boy. I set his platonic majesty down without shaking his eyebrows.

He said "Damn nicely done Martyn" - such shocking language coming from a brass hat.

Anyway you look at it I was extremely lucky.

This morning we flew above clouds at 4000 feet. My face felt like a mask. The clouds were as flat as a billiard table and we did low flying practise on them - beautiful. Instructor then said OK I got her and down we shot straight down and over on our backs in a bunt. - I was hanging on my Sutton harness. A half roll and back to aerodrome. My solo time is mounting up.

One of our chaps got lost today and had to set his machine down in a field. He phoned school and instructors had to try three times before they got into field. He got h' for losing himself and for not picking out a decent-sized field.

If we so much as hit a plane when taxiing we are suspended. The Chief Instructor told a chap in the last course to do a right hand circuit. -The chap did so and was suspended because left hand circuits are law and no fooling about it. Also for not looking well around before turning another chap was suspended. This makes for efficiency. Flying is no pastime for slack wits.

There is only 12 of us left and we will be OK if we are not foolish or forgetful.

There has been over a 100 deaths in R.A.F. for this year and our Machine Gun Instructor said only birds and B.(bloody) F's fly but this suits me to the ground.

We get into our machines in the morning - a whole row of 12 blood red machines. Mechs spin the props - the engine catches - we warm up. Run full out and test engines on both magnetos - Flick our leather gauntlets side to side and mech pulls chocks away. Taxi to end of field. Open full out -tear along ground 70 mph and ease back stick - the earth leaps away from you - buildings, hangars sweep passed - over the elms at end of aerodrome and up into the blue - a seemingly endless stream of red Hawks. Mother -what a beautiful sight! I leave here on Dec. 21st and go to Uxbridge immediately and on to No. 3-F.T.S. at Grantham in the New Year.

Love to all
Bill