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Make the first turns in a still air。 If you should
attempt to make the first attempts with a wind
blowing you will find a compound motion that will
very likely give you a surprise。 In making the
first turn you will get the sensation of trying to
fly against a wind。 Assuming that you are turning
to the left； it will have the sensation of a wind
coming to you from the right。
FLYING IN A WIND。Suppose you are flying directly
in the face of a wind； the moment you begin
to turn the action； or bite of the wind； will cause
the ends of the planes to the right to be unduly
elevated； much more so than if the air should be
calm。 This raising action will be liable to startle
you； because up to this time you have been accustomed
to flying along in a straight line。
While flying around at the part of the circle
where the wind strikes you directly on the right
side the machine has a tendency to climb； and you
try to depress the forward end； but as soon as you
reach that part of the circle where the winds begin
to strike on your back； an entirely new thing
occurs。
As the machine is now traveling with the wind；
its grip on the air is less； and since the planes were
set to lower the machine； at the first part of the
turn； the descent will be pretty rapid unless the
angle is corrected。
FIRST TRIALS IN QUIET ATMOSPHERE。All this
would be avoided if the first trials were made in
a quiet atmosphere。 Furthermore； you will be
told that in making a turn the machine should be
pointed downwardly； as though about to make a
glide。 This can be done with safety； in a still
air； although you may be flying low； but it would
be exceedingly dangerous with a wind blowing。
MAKING TURNS。When making a turn； under no
circumstances try to make a landing。 This
should never be done except when flying straight；
and then safety demands that the landing should
be made against the wind and not with it。 There
are two reasons for this： First； when flying with
the wind the speed must be greater than when flying
against it。
By greater speed is meant relative to the earth。
If the machine has a speed of thirty miles an hour；
in still air； the speed would be forty miles an hour
going with the wind； but only twenty miles against
the wind。 Second； the banking of the planes
against the air is more effective when going into
the wind than when traveling with it； and； therefore；
the speed at which you contact with the earth
is lessened to such an extent that a comparatively
easy landing is effected。
THE FOURTH STAGE。After sufficient time has
been devoted to the long turns shorter turns may
be made； and these also require the same care；
and will give an opportunity to use the lateral
controls to a greater extent。 Begin the turns； not
by an abrupt throw of the turning rudder； but
bring it around gently； correcting the turning
movement to a straight course； if you find the
machine inclined to tilt too much； until you get used
to the sensation of keeling over。 Constant practice
at this will soon give confidence； and assure
you that you have full control of the machine。
THE FIGURE 8。You are now to increase the
height of flying； and this involves also the ability
to turn in the opposite direction； so that you may
be able to experience the sensation of using the
stabilizers in the opposite direction。 You will
find in this practice that the senses must take in
the course of the wind from two quarters now； as
you attempt to describe the figure 8。
This is a test which is required in order to obtain
a pilot's license。 It means that you shall
be able to show the ability to turn in either direction
with equal facility。 To keep an even flying
altitude while describing this figure in a wind； is
the severest test that can be exacted。
THE VOLPLANE。This is the technical term for
a glide。 Many accidents have been recorded owing
to the stopping of the motor； which in the
past might have been avoided if the character of
the glide had been understood。 The only thing
that now troubles the pilot when the engine 〃goes
dead；〃 is to select a landing place。
The proper course in such a case is to urge
the machine to descend as rapidly as possible； in
order to get a headway； for the time being。 As
there is now no propelling force the glide is depended
upon to act as a substitute。 The experienced
pilot will not make a straight…away glide；
but like the vulture； or the condor； and birds of
that class； soar in a circle； and thus； by passing
over and over the same surfaces of the earth； enable
him to select a proper landing place。
THE LANDING。The pilot who can make a good
landing is generally a good flyer。 It requires
nicety of judgment to come down properly。 One
thing which will appear novel after the first altitude
flights are attempted is the peculiar sensation
of the apparently increased speed as the earth
comes close up to the machine。
At a height of one hundred feet； flying thirty
miles an hour； does not seem fast； because the surface
of the earth is such a distance away that particular
objects remain in view for some moments；
but when within ten feet of the surface the same
object is in the eye for an instant only。
This lends a sort of terror to the novice。 He
imagines a great many things； but forgets some
things which are very important to do at this
time。 One is； that the front of the machine must
be thrown up so as to bank the planes against the
wind。 The next is to shut off the power； which
is to be done the moment the wheels strike the
ground； or a little before。
Upon his judgment of the time of first touching
the earth depends the success of safely alighting。
He may bank too high； and come down on the tail
with disastrous results。 If there is plenty of field
room it is better to come down at a less angle； or
even keep the machine at an even keel； and the
elevator can then depress the tail while running
over the ground； and thus bring the machine to
rest。
Frequently； when about to land the machine
will rock from side to side。 In such a case it is
far safer to go up into the air than to make the
land； because； unless the utmost care is exercised；
one of the wing tips will strike the earth and
wreck the machine。
Another danger point is losing headway； as the
earth is neared； due to flying at too flat an angle；
or against a wind that happens to be blowing particularly
hard at the landing place。 If the motor
is still going this does not make so much difference；
but in a volplane it means that the descent
must be so steep； at the last moment of flight； that
the chassis is liable to be crushed by the impact。
FLYING ALTITUDE。It is doubtful whether the
disturbed condition of the atmosphere； due to
the contour of the earth's surface； reaches higher
than 500 feet。 Over a level area it is certain that
it is much less； but