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Flying itself is now just as prosaic and commonplace as riding in a motor car, and not more dangerous. To consider that the aviator at the front is in greater danger than his brother in the trenches is ridiculous; actual statistics prove that it is far safer in the air. Further than this, instead of living in the filth of the trenches, the fighting pilot returns to a comfortable airdrome well behind the lines, where he sleeps in comfort and one might even say in comparative luxury. Nevertheless, aviation is not jncrely spectacular; does have its demands upon those in it unique problems and makes its unique this service.
It is easy to sum up the various may be terminated. (1) They The Hun. means by which a flier's usefulness are exactly three: Failure of the engine or plane. (3) Failure of the flier himself. While it is not possible to arrive at exact percentages, estimates based upon information from every source in Italy, France, and Great Britain, interviews with commanding officers and medical experts in all the flying centers and at the various fronts, indicate that not 2 per cent of the fliers lost to active service are put out by the Hun.
Those who, in spite of training, are still disturbed or bewildered by stunting should be reserved exclusively for straight flying, such as bombing and photography. Again, the peculiar demands of night flying, reducing, as it does, at times to the vanishing point, information coming from the eyes, require a type of flier who possesses the keenest ear sense for the detection of those movement. The rebreathing test is also very valuable in determining staleness in aviators. As staleness is caused by frequent exposure to high RE-BREATHER.