No. 2 BFTS

Flight Training - USA

Polaris Flight Academy - Lancaster, California

Tom started training at No. 2 B.F.T.S. (British Flying Training School) in the Winter of 1941.

There were 6 such training schools; No. 1 - Texas, No. 2 - California, No. 3 - Oklahoma, No. 4 - Arizona, No. 5 - Florida and No. 6 - Ponca City, Oklahoma

The following text is extracted from the records held at the Public Record Office, Kew, London

No. 2 British Flying Training School - War Eagle Field, Lancaster, California

History of School

Formation of unit

No. 2 B.F.T.S. was formed in June 1941 at the Grand Central Air Terminal, Glendale, CA. S/LDR T.G. WHITLOCK arrived by airliner from Dallas & Washington on 2 June; he was to act as CO and RAF Chief Ground Instructor (C.G.I). S/LDR R.S. MILLS arrived on the 3 June and was to act as RAF Chief Flying Instructor (C.F.I.)

The schools operator was Major C.C. Moseley. The school C.F.I. was Mr H.G. Reynolds and Mr F.C. Argall was the school C.G.I. Mr Reynolds was assisted by 13 civillian flying instructors.

It was the object of the school to take in a batch of 50 cadets every five weeks until a total cadet population of 200 was attained. The length of the course for each batch was 20 weeks, a new batch coming in as the senior batch left. Primary Training would take 10 weeks on Stearman PT13 B's and the next 10 weeks were to be equally divided between Basic Training on Vultee BT13 A's and Advanced Training on North American AT6 A's.

Flying times for Primary was laid down at 70 hours, that for Basic/Advanced at 80 hours divided approximately equally between basic and advanced. Usual Ground School subjects were included, excluding arnament, and ground instruction usually amounted to about 3 hours a day 5 days a week.

Armament was excluded as any purely military subject was forbidden; in addition there was no instructor available at that time. For this latter reason Signals in the beginning was limited to the Morse code - buzzer and lamp.

Flying Instruction

In the early days many instructors' meetings had to be held in order to get the instructors to adopt R.A.F. methods, and to explain to them exactly what was wanted. Their enthusiasm was immense, and manifest from the beginning; and very soon the major tussles between them and the R.A.F. staff became friendly discussions in which all heads were put together to achieve the best results. Testimony to the success of these meetings and discussions can be found in the fact that all the instructors who have been engaged on the British programme are completely wedded to it; and some of them had so thoroughly enjoyed the work that, on the closing down of the school, they could not bring themselves to be absorbed in the United States Army Air Forces training scheme, but preferred to break away from training altogether, taking posts with the various Ferry Commands, etc.

During the first few months when the school was located at GLENDALE, nearly all the flying had to be done at the auxiliary field at NEWHALL, some 40 miles away. This was necessitated by the heavy fogs at the home airfield. On the move to the new station in the desert at LANCASTER, however, weather conditions were excellent and it was quite an easy matter to work to the syllabus. For the greater part of the time it was only necessary to fly of five days a week. It is of interest to note that, although flying was curtailed on about a half a dozen days or so, not one day passed when at least one aircraft did not take off. Some mention must be made, however, of the very high winds prevailing at LANCASTER.

Throughout the whole of the 19 months training there was not one fatal flying accident in the real sense. Technically there was one flying accident when a cadet, walking from the ready room to the parking line, walked into the air screw of a taxing AT6A and was killed immediately. This occurred on 13th February 1942, the cadet being 1383614 L.A.C. Himelstaub, M.B., a Pole whose parents are in a concentration camp in Poland.

Towards the end of 1941 the flying programme was revised by Headquarters, and it was decided to increase the length of both the Primary and Basic-Advanced stages from 10 weeks to 14 weeks, making a change in the total length of the course from 20 to 28 weeks. Flying hours were increased "pro rata", so that Primary was increased from 70 to 91 hours, and Basic-Advanced from 80 to 109 hours, making a total flying time of 200 hours.

After the Pacific war broke out much trouble was experienced in retaining instructors, many of them leaving for Ferry Command and the United States Army Air Forces. Fortunately the majority of the "Old Guard" - those who were with the school at its inception - remained, and there was a good solid nucleus round which to build up staff.

In connection with instructors generally, the system employed at all of Major MOSELEY'S schools is interesting. A new instructor - of whatever experience - starts as an instructor in Primary, and may graduate from there to Basic and finally Advanced, the rate of pay increasing as he graduates from one stage to another. Thus a new instructor in Primary may get $300 per month while an instructor in Advanced gets $525. It will be noted that the rates of pay are high, probably the highest in all civilian-operated schools. Flight Commanders, Squadron Commanders and Field Commanders get, of course, a higher rate of remuneration.

Ground Instruction

From the very beginning of things the ground instructors admired and fell in love with the R.A.F. Syllabus, and this reaction was accentuated as the Syllabus was gradually made more comprehensive. At all times they were comparing the R.A.F. Syllabus with the U.S.A.A.F. Syllabus, much to the detriment of the latter.

Compared with the flying instructors, the ground instructors were very poorly paid: at one time the Senior Navigation instructors was getting only $200 per month. It was this underpayment which led to many instructors leaving to take up other posts, especially after the Pacific war started. This might have had a big effect on training, especially as the West coast is the hub of aircraft industry and qualified instructors are not easy to replace, other jobs being plentiful. It says a lot for the "Old Guard" - and for the cadets themselves - that the standard of training was maintained.

It is necessary here to make a note of the accommodation provided for the ground school instruction: At no time was it fully adequate. While the school remained at GLENDALE, the "lecture rooms" were pitiful - they were too small, improperly ventilated, very hot and surrounded by the noise of workshops etc. As GLENDALE was only a temporary home, these conditions were suffered; but on arrival at LANCASTER it was discovered that provision had been made for only three lecture rooms, a completely inadequate number. It was necessary to convert an office into a fourth lecture room, while Armament instruction became something of a moveable feast, until a form of out-house was finally converted into a permanent Armament lecture room. Later on, December 1941, when the Refresher School from GLENDALE was moved to LANCASTER, it became possible to obtain two new lecture rooms, also a D.R. instructor room.

Cadet Organisation

Each course on arrival was addressed by the Commanding Officer, the R.A.F. C.F.I. and the Administration Officer. This was later followed up by a talk from the Armament Instructor-cum-S.W.O. who gave the members of each course the local "gen". Each cadet was then interviewed individually by the C.O. assisted by the Administrative Officer. From these interviews details of each cadet were entered in a card index, and selections made for Course and Squad Commanders.

Each course had a cadet Course Commander who was finally responsible to the C.O. for his course. Each course was also divided into two squads - one of which would be flying while the other was engaged in ground instruction - and each Squad had a Squad Commander and Deputy Squad Commander.

Discipline & Morale

The cadet system outlined above had been proved effective in S.F.T.S.'s in England; but it was felt that if discipline and morale were to be maintained, more had to be done in a B.F.T.S. "officered" by American civilians, the majority of whom had had no military training. For one thing the R.A.F. staff was too small to exercise what was considered to be the necessary control and to give the necessary guidance in respect of a cadet system, especially when two of the three officers were frequently absent from the station owing to their duties elsewhere. Although it was appreciated that the value of training is enhanced by informal and unofficial discussions between instructors and pupils, such foregatherings should stop before they reach the point where Christian names are employed and instructors and pupils drink together on every "open post" night.

This familiarity, coupled with the habit of most instructors of calling their pupils "Mr." on the flight line - a habit probably acquired through teaching U.S.A.A.F. cadets - and the terrific hospitality accorded by the citizens of California, was not going to help in the preservation of discipline and morale.

Right from the beginning cadets were instructed to refer to their instructors as "Sir" and salute them on reporting to duty; but more than this was necessary. After many discussions with the School staff it was decided that instructors should wear on the shoulders of their uniforms some form of badges of rank and that, as far as the cadets were concerned, they were to be treated exactly as if they were R.A.F. Officers in respect of the extension of courtesies.

Sports & Recreational Facilities

Under this heading came one of the biggest difficulties encountered, and although "mens sana in corpore sano" may often be misquoted and over-quoted there is no doubt that sports and recreational facilities do find a very real place in training.

In the first place, as the station and aerodrome were carved out of virgin brush, it was not possible to create playing fields. An attempt was made to hack out a soccer pitch, but it was far from satisfactory and the "mutti" pitch was dangerous. A certain amount of volley ball and deck tennis was played, but the lack of playing fields meant that no organised inter-flight competitions could be held. Sometimes on "open post" nights the cadets would avail themselves of the facilities at the LANCASTER High School, but these could not be generally utilised owing to transportation difficulties.

In October 1941, however, the school entered the Los Angeles Soccer League and played regularly in the Los Angeles every Sunday. At times as many as three teams were fielded, and those soccer players put up an extraordinarily good show right up to the closing down of the school when there was only one course of cadets on which to draw for players. Their performances throughout, both in the League and various Cup Competitions, were highly creditable - one occasion the 2nd XI lifted a cup - and they were great favourites with the football crowds. They got to know many of the average Los Angeles citizens and as "ambassadors" must be highly commended. At Christmas 1941 the soccer team visited San Francisco, at the expense of the Los Angeles League, and successfully dealt with both the San Francisco XI and with a special all-star team.

Cricket also was played on Sundays in Los Angeles, and this dated from the beginning when only No. 1 Course had arrived. Like the soccer people they acquitted themselves creditably and became very popular.

Tom arrived at the Polaris Flight Academy, California on 4 December 1941 and was assigned to Course No. 6. The group started flying on 8 December 1941.

External rugger games were almost out of the question, although two matches were played - one at San Francisco against an all-star university XI and another in Los Angeles against a work team. Both these matches were lost, but considering the lack of practice and the few rugger players from whom to select a team, the results were not discreditable.

When it was ascertained that the temperatures in the desert rose to fairly high figures during the summer - in 1942 it reached a maximum of 118 degrees in the shade - the Operator was approached with a view to the provision of a swimming pool. This suggestion was turned down, the reason given being that swimming pools were not allowed on Army Posts owing to possible ear trouble. It seems possible that the Army rules may have been altered since, when the U.S.A.A.F. first began to infiltrate into WAR EAGLE FIELD in August 1942, work was immediately begun on two swimming pools.

Several smoking concerts were held either in the Recreation Hall or on the lawns, and a few dances were arranged on the occasion of graduation parties.

P.S.I.

A sports and social fund was started and, for the want of something better, was styled the P.S.I. The individual contribution was 25 cents a fortnight. Outside contributions to this fund were negligible: there was only one of 50 dollars.

This fund had heavy demands made on it. It had to purchase cricket, soccer and rugger gear for the station teams; it provided for beer and English-made plum puddings at Christmas; it helped to solve the beer problem at smoking concerts, and contributed to the expense of dances. Finally it had to help also with the School magazine which was just on its way to becoming solvent with a good chance of making a profit when the blow fell that the school was going to be closed down.

Airmen's Messing Committee

On moving to LANCASTER, an airmen's messing committee was formed. Meetings were held about every three weeks, and these meetings were attended by the C.O., the Administrative Officer, the S.W.O., the school commissariat chief and a mess representative from each of the courses. Complaints and suggestions were put forward by the cadets and answered by the commissariat chief, the R.A.F. Officers acting as referees.

As a result of these meetings, complaints were rectified where proved justified, and much was done in getting the type of food to which the cadets were accustomed. The only difficulty lay in making alterations permanent: For instance, if it were agreed to omit apples from the green salad, the apples would disappear for a week or so but then would suddenly appear again - due, in great part, to the many changes in the kitchen staff.

Health

While the school was at GLENDALE, there was a continuous epidemic of colds, sore throats and ear trouble. The Army Medical Officer and the civilian doctor were kept pretty busy, and were somewhat mystified.

After the move to LANCASTER, where the climate is very dry, nearly all this trouble disappeared, and the attendance at sick parades was barely normal. It can be generally said that the health of the cadets was good.

Civilian Trainees

Starting with No. 6 Course in December 1941 direct entry civilian trainees were included in each course. The numbers in each course varied from two to four, and the total number comprised 10 Americans, 3 Englishmen and 1 Pole. Of the Americans three were eliminated at their own request, one was called up for army service and one was eliminated for flying reasons: the remaining five were all recommended for commissions, and also were the three Englishmen and the Pole. It is also interesting to note that, of the nine who finally graduated and who were distributed between five courses, three were selected as the "outstanding cadet" of their courses: two were Americans and the third was the Pole, L. Ciechanowski, who was the son of the Polish Ambassador to the United States.

This experiment of including civilian trainees was a great success. Although some of them had had no military training at all, and all lacked I.T.W. training, they evinced such keenness and enthusiasm that this lack of military background was very quickly obscured by their outstanding achievement. In all courses and at all times they were very popular among their fellow cadets.

School Magazine

Early in 1942 the possibility of publishing a school magazine was much discussed; but nothing was done until Mr. F.J. GOBELLE, an employee of the school, entered the field with an offer of his services, and then really got to work. A magazine committee was formed and details were discussed. Title, cover design and general format caused endless argument. Eventually all major points were thoroughly thrashed out, a cadet editorial board formed with MR. GOBELLE acting as Managing Editor, and the first issue of 'SALUTE' appeared in March 1942. Since then five other issues have appeared, the last issue being that of January 1943.

As a School magazine "SALUTE" was thought to be a success; as a financial venture the same could not be said. Great efforts were made to increase the advertising revenue, but LANCASTER is such a small town that the results of these efforts were meagre. To make matters worse, it was learned in July 1942 that the school was going to be closed down.

Much praise is due to Mr. and Mrs. GOBELLE who devoted so much of their time and energy to the production of "SALUTE".

Graduation Parades

Graduation parades were held for the departing courses, and on these parades the graduating cadets were presented with their "Wings" and sergeants' chevrons. The latter were presented to all cadets even though some had been recommended for commissions. Such cadets wore their stripes until their arrival in Canada, when they shed the stripes in exchange for white armlets - these denoting that the wearers were Pilot Officers. Actually no wings and stripes were available for Nos. 1 & 2 Courses, and No. 3 Course was the first course to leave the station correctly dressed.

It was custom on these parades for the cadets to be addressed by the Commanding Officer, the school C.F.I. or his assistant and a member of the school executive staff. These addresses took place after the march past and before the presentation of brevets and chevrons. The School Operator also arranged for each graduate to be presented with a wallet and plaque. There was also the presentation of the "Moseley Award", a gold identification disc and bracelet awarded to the "outstanding cadet" of the course.

Three graduation parades deserve special mention. The first was the parade of No. 1 Course on 29th October 1941, when AIR MARSHAL A.G.R. GARROD, Air Member for Training, was visiting the station. The Air Marshal took the salute in the march past and gave the cadets an address. Incidentally the R.A.F. ensign flew for the first time that day. The second was the graduation of No. 6 Course, on 17th June 1942, when the Polish Ambassador to the United States was present and had the paternal pleasure of presenting his own son with the "Moseley Award" as the outstanding cadet of his course. The Ambassador's address was reproduced in the third issue of "SALUTE". The third parade was that of the last course, No. 10. This was combined with the graduation of one of the U.S.A.A.F. courses, and took place on 31st December 1942. The march past was impressive - 7 American flights of 50 each and one R.A.F. flight of 36. And for the first time a band was heard on graduation day - bugles, drums and cymbals.

External Parades

On about four occasions contingents from the unit were sent down to Los Angeles in the charge of F/Lt. GREEN to take part in military parades. The two largest of these occurred on McCARTHUR DAY on 13th June 1942 and on WAR HEROES DAY on 28th June 1942.

On each occasion the turn-out and I.T.W. marching of the cadets evoked the greatest admiration, and always they received a tremendous ovation.

Invasion by U.S.A.A.F.

Some time in the summer of 1942 it had been decided that No. 2 B.F.T.S. should gradually close down and its place taken by the U.S.A.A.F.: and on 8th August 1942 the first American contingent arrived. Thereafter Americans arrived as British left. Compared with the R.A.F. station strength, the Americans were thinking in astronomical figures, and there were further problems of accommodation. But the Americans quickly got to work, and in very short time new buildings were springing up everywhere - plus two swimming pools! At the end of 1942 they were training over 350 cadets, and the R.A.F. staff were informed that this was but a start.

Miscellaneous

(a) Daily Routine Normally the flying and ground training could be accomplished in a five day week. A typical daily programme would read:-

Flying - 0700 to 1200 hours

Ground School - 1330 to 1630 hours

P.T. - 1645 to 1715 hours

Saturday mornings were generally reserved for Colour Hoisting Parade, Inspection, Drill and/or P.T.

(b) Passes & Leave Cadets were given one week's leave at the end of Primary Training and another week's leave between Basic and Advanced. It was also generally possible to grant the graduating course two or three days before graduation day.

Weekend passes from after duty Saturday to 2200 hours Sunday were granted, on the average, about once a fortnight.

Closing Down

The last course graduated and departed on the 31st December 1942. Then began the job of closing-down; and it was not until this job was started that it was realised how much had been acquired in the way of equipment, clothing and publications. Something close to 100 packing cases were required for the packing.

Unfortunately, in the middle of the packing, the rainy season broke with unusual violence. The storeroom was flooded, and the problems and difficulties of the school staff greatly increased.

T.G. WHITLOCK

Squadron Leader

Officer Commanding, No. 2 B.F.T.S.

Key Dates from No. 2 B.F.T.S. Operations Record Book

3/12/41 - Three civilian trainees arrived by car from WASHINGTON to join No. 6 Course, one being the son of the Polish Ambassador to the United States. An interesting experiment. A cadet of No. 3 Course was taking-off at night when another B.T. taxied into his line of take-off. There was a collision, resulting in damage to the wing times of each aircraft. The cadet had flying speed and made a good job. An enquiry revealed that the instructor in the control tower was to blame.

4/12/41 - 49 members of No. 6 course arrived. Two other cadets, Sinclair and Freeman - sons respectively of Sir Archibald Sinclair and Sir Wilfred Freeman - arrived from No. 6 course at No. 4 BFTS to join No. 6 Course at No. 2 BFTS. 46 members of No. 2 Course departed for Canada.

8/12/41 - "Flap On" - Japan had attacked United States. Arrangements made for cadets to help civilian guards patrolling airfield and buildings. Cadets and all RAF staff were now to wear uniforms at all times instead of at post only.

9/12/41 - One cadet reported for unauthorised low flying, resulting in the hitting of high tension cables and damage to the fairing on landing gear.

10/12/41 - Curtailment of flying due to rain - the first occasion of bad weather interfering with training. Cadet reported on 9th December up for elimination - no excuse to offer. First "black-out" at night.

15/12/41 - One cadet taxiing into line slightly damaged wing tip through hitting a fence. Another cadet overlapped wing tips with another cadet on the parking line - minor damage to both aircraft. The cadet reported on 10th December departed for CANADA on elimination, in company with another eliminee.

25-28/12/41 - Christmas Leave. Big party given by British Film Colony in Los Angeles on Christmas Day - attended by S/Ldrs WHITLOCK & MILLS, F/Lt MARTIN GREEN and about 80 cadets.

6/1/42 - 4 cadets involved in auto accident. One only hurt; admitted to hospital.

9/1/42 - A cadet was lost on cross-country and landed without incident at ONTARIO.

12/1/42 - 38 students made cross country flight to TECHACHAPI. A cadet taxied into car on runway, damaging air screw and car.

18/1/42 - A cadet was hurt playing football. The whole body of cadets participated in a colour raising ceremony at British War Relief Headquarters.

13/2/42 - Weather: High wind, snow flurries. Flying stopped at 5 PM because of wind. A cadet killed instantly when he walked into air screw of taxiing airship.

24/2/42 - Weather, windy. Flying called off because of 40 mph winds. Night flying called off first period because of storm and raid alert.

14/3/42 - First copy of SALUTE off press.

16/3/42 - 6 course started Basic.

20/3/42 - Nos. 5 & 6 Courses on search in mountains for missing BT's from Minter Field.

5/6/42 - No. 6 "Wings" exam.

6/6/42 - A cadet married an American girl at Las Vegas.

8/6/42 - One cadet became lost on cross country and landed in Mexico (Chilean citizen) remained overnight.

17/6/42 - No. 6 "Wings" Parade.

18/6/42 - 51 members of of Course No. 6 departed.

No. 2 B.F.T.S.

Lancaster, California

Course No. 6

Arrived December 4/41

Started Flying December 8/41

Graduated June 17/42

Departed June 18/42