Having born in a Military Hospital (1955) in Aravankadu, a small town on the way to Ooty, and brought up in an army environment, the olive green shade got stuck in my memory once for all. The tapping of the boots and shrieking commands still reverberate in my ears. My grand-mother was a long time employee of the Cordite Factory in Aravankadu and my father was a Hindi Teacher in the factory high school. We lived inside the sprawling premises of the factory in the then newly built Kal Quarters (granite houses). The screeching periodical sirens of the factory were typical of an army environment measurable in decibels. The olive green Jeeps and Shaktimans are now part of my much cherished childhood memories. The occasional wailing sirens indicating accidents inside the factory and speeding Shaktiman ambulances with the Red Cross painted inside huge white circles on the top and sides of the canopy were a part of my childhood nightmares.
When my father moved to Thiruvananthapuram (then known as Trivandrum), my olive green memories started waning away. Luckily for me during the last leg of our stay in that city (1965-66), I got a chance to join the Auxiliary Cadet Corps (ACC), the Junior Wing of NCC. I was extremely lucky to have been in the last batch of ACC as it was disbanded in the year 1967. The uniform was Khaki half trousers and shirt. As I was puny looking, the trousers and shirt were always fitting loose on my body. The beret was a woollen-felt soft round cap, with a flat crown and was supposed to be worn with one side sliding down. Of the five pieces I had worn, the trousers, shirt, stockings, loose fitting shoes and the beret, it was only the beret which fitted snugly around my head! There used to be a cap badge and a red woollen ball adorning the front side of the beret. I took lot of pride in wearing the uniform of a para-military wing at that age (ten years). Walking on the streets wearing the uniform I always felt that I was the cynosure of all gazing eyes on the street. The Khaki uniforms were always conspicuous on the streets.
Then when we moved on to Coimbatore in 1967, I joined the Junior Wing NCC-Air in Shri Baldevdas Kikani Vidyamandir. During the three years I excelled in Aero Modeling as I was good in carpentry (we had in those days a period every week for craft- carpentry). Among my seniors it was my friend Saravannan who motivated me a lot. He was a sterling example of a senior and fortunately for me we still continue our relationship to date. The uniform was of light blue shade (often called the air force blue). It was during that time that I learnt the techniques of polishing my shoes, belt and the brass appendages on the cap and belt. As we had very strict senior officers, every parade was as good as the ones I had seen in the parade grounds of Aravankadu. The only thing I hated was the switching over to English commands in Tamilnadu. Having got used to ‘Saawdhaan’ and ‘Vishram’ during my ACC days, the way ‘Attention’ and ‘Stand at Ease’ commands in English were bellowed at me, made me feel most of the time uncomfortable. “Am I part of an Indian para-military corps or am I part of a vestige British para-military corps?” I used to seriously contemplate. Unmindful of the linguistic imbroglio, I went on attending the aero-modeling sessions religiously, getting a pat on the back now and then from my instructors. The aero-modeling helped me thoroughly in understanding the basics of flight. Concepts like the parts of the aircraft, the aero dynamic shape of the wings and the fuselage, and also difficult concepts like thrust and lift were all clear in my mind every time when I sat to sand paper the fresh balsa wood.
As a cadet in the Junior NCC Air Wing while in Kikani High School, Coimbatore.The first thing I did, when I joined Banaras Hindu University for my graduation in Agriculture in 1973, was to find out if they had a Senior Air Division NCC in my faculty. The sprawling university campus had its own Squadron within the campus! I paid a visit to the Squadron office just to find out how good the aero-modeling sessions were going on. To my surprise I found that it was one of the best Squadrons in the region. I also learnt that the university had its own airstrip with a flying club inside the campus and the Squadron was also using it to train its cadets. For me, the uniform was a sort of a freedom from wearing half trousers which were so wide at the bottom that they virtually acted as air coolers in summer! The full length trouser in air force blue was a grace to look at. Another freedom was from English to Hindi commands. For the first time I had a feel that the uniform sets fitted me snugly. I had a dhobi in the hostel for whom I did not have to give instructions to wash and press the uniform. He simply did it. The starch and the creases would remain till the end of every rigorous parade. I always got a pat for the best turn out. My only concern was my pair of spectacles. My hostel mates used to call me Netaji (after Netaji Subhas Chandra Bose) if I wore the uniform. A small solace for a bespectacled para-military enthusiast, I always thought so.
I was religiously present on every Wednesday and Saturday afternoon for the drills. As days passed on I took a special interest in aero-modeling again. Unlike my school days, I had a chance to make bigger models which could be flown with a wire attached to ones hands. On completion of my two years, the Squadron commandant Sqn. Leader Pradhan invited me to his office and expressed his appreciation of my aero-models and said that I should appear for an examination for selection of cadet trainees to fly an engine aircraft. I had sincerely never expected this as I had always known my setbacks of average height and my damned spectacles. The exam was rather easy for me but what came next was a nightmare. I was supposed to present myself for a thorough medical check up and the worst part was to get a letter of undertaking from the parents. The undertaking had lines about any possible death during the training and which parent would sign the dotted lines? I expected my father to reprimand me by asking whether he had sent me to BHU to study or fly aircrafts. But to my surprise he sent it signed and with my parents blessings! In the medical test I had surprisingly got through the eye test and it was no more a hurdle for me in getting selected for flight training! But then came the bolt from the blue. The medical report had measured my leg length as 109 cms and I was falling short of one cm! The leg length was important as the person flying the aircraft had to reach out to the rudder pedal comfortably. The medical report was to be sent to the the Director General of Health Services (DGHS) for clearance. Sqn. Ldr. Pradhan was furious seeing the report. I had my leg length measured again correctly and thank God I was now fit. After a few weeks came the good news that I was one of the cadets selected for flight training. The trainings were in the early mornings and they clashed with my lab/classes in the morning. Though attendance was not a problem, I personally had to cope up with lot of back log of studies.
On the first day of my training I was asked to report at 6.30 am at the airstrip. The flying club had one Piper Cub and there were many other local trainees who were paying on their own for the training. When my turn came the instructor asked me if had any air experience earlier. The answer was an obvious ‘No, Sir’. “In that case do you have a fear of heights?” he asked. It would not have taken much time to tell him that I am from the hills of Nilgiris but that would prove to be too audacious and I controlled my excitement and said again, “No, Sir”. “In that case jump in and let’s go for a ride” he said. I had come with a list of pre-flight checks to be done before getting into the aircraft. He did them all himself and told me to keep the check ups for the next day.
Picture of a Piper Cub aircraft.
I took the rear seat and he was on the front. I strapped on the seat belts. I felt great just sitting there. Something which I had never dreamt of was happening to me that day. For the time being I threw away the guilt of missing the classes and concentrated on the dash board. I could see an altimeter, air pressure gauge, air speed meter, tachometer and the liquid compass. The instructor asked me to not bother about anything and comforted me to just sit and relax. He taxied the aircraft to the end of the airstrip. I noticed the windsock and identified the direction of the wind. Once positioned, he gave full throttle, a nice take off and soon we were air borne. I peeped outside and saw the whole sprawling BHU campus in one go and next I was able to see the Ganges. By the time we crossed 2250 ft the instructor slowly turned and gave a deep look at me. The look was quite obvious. It was to test if I was comfortable and not feeling uneasy. “What are we doing now?” he shouted at me over the sound of the engine. “We are now on a straight and level flight, Sir” I said, thinking that he would turn around again to appreciate my prompt answer. Instead, he pushed his joy stick forward and suddenly the aircraft dived down loosing height steadily. He turned back and gave a naughty look. “How do you feel?” he asked. “Fine, Sir” I said in the affirmative gulping the spit down my throat. After a sortie or two he then turned the aircraft towards the airstrip and prepared for the landing. The landing was smooth. He then taxied the aircraft to the apron. As I jumped out he again watched me closely to find out if everything was fine. He asked me to go with him till the office entrance and asked me to stand in the front till he completed his work inside. I stood there for ten full minutes. He then came and asked me if I was feeling fine. “Yes, Sir”, I beamed with a small smile of gratification. “Report for training tomorrow at 6.30 am sharp” he said and dismissed me for the day. It was one of the happiest days in my life. I also thanked within my heart the Sqn.Ldr. who recognised my earnest efforts and provided me that opportunity and of course, my parents who permitted me to learn flying. As I left the apron I again gazed at the Piper Cub with a sense of having achieved a chance to move from table top airplane models to something real!
Side view of a Piper Cub aircraft.
(Have a look at the twin seats. Also take a look at the tiny rear wheel !)
The Piper Cub is a cute little aircraft mostly found in flying clubs and used for training pilots. Lets see what the Wikipedia has to say about the Piper. “The Piper J-3 Cub is a small, simple, light aircraft that was built between 1937 and 1947 by Piper Aircraft. With tandem (fore and aft) seating, it was intended for flight training but became one of the most popular and best-known light aircraft of all time. The Cub's simplicity, affordability and popularity invoke comparisons to the Ford Model T automobile. The aircraft's standard yellow paint has come to be known as “Cub Yellow” or "Lock Haven Yellow".
The next day I was there on the dot. Though I had gone through all the regular pre-flight check ups to be done, the instructor had his own way. I stood in front of the aircraft. He first asked me to check the propellers for any cracks or dents. I was also asked to check for any loose bolts. He then asked me to go around the plane and feel the belly and the fuselage fabric for any possible wear and tear. Next were the wing strut attachments, landing gear attachments, brake disc functionality, and had to look out for the right level of inflation of the tyres. Further one had to check out for any possible leak of hydraulic fluid, check if the ailerons were free and the condition of the cables. Then came the hind part- the tail. One had to check if the rudder was alright by moving it slowly. The tail wheel had to be checked for its sturdiness. I was always surprised by the size of the tail wheel. Then came the check up for oil leaks, fuel leaks, if cowling pins were in tact, fuel level etc. Being the first time he asked me to go around once again and ensure that nothing has been left out. Once the pre-flight checking procedure was over outside, I was asked to take the hind seat or the aft seat. Once inside I had to again continue the pre-flight check ups like the rudder pedals, aileron movements, reading the dash board instruments... Then I had to check out for the wind direction looking at the windsock on the side of the air strip. In the days that followed I these check ups became a routine.
The dash board of the Piper Cub.(From left- Airspeed meter, Tachometer, Liquid Compass, Altimeter, Oil Temperature & Pressure Gauge.)
In a few days I was able to smoothly taxi the aircraft and could take off almost smoothly. Landing remained always a problem for me. I had to first learn the art of stalling the aircraft by pulling the joystick back to push the nose of the craft up in order to cut airspeed. This exercise had to be mastered if one had to learn landing properly. By the time I had logged about 30 hours of flight training the confidence level was high for the next step- solo. To do this I had to spend over two months sacrificing my morning lab sessions. The back log was mounting day by day. After introspection, I quit the flight training. It was a sad day for me and the Sqn. Ldr.. He coaxed me to continue the training till I could try out a cross-country flight to Allahabad and back and then obtain my Commercial Piloting Licence. But that seemed like a far cry for me at that stage.
At BHU air strip with NCC cadets after 28 years.
(A wing of a glider partly visible in the hangar.)
After about 28 years I had a chance to visit Varanasi again in 2006. I took some time and went down the road of nostalgia. Surprisingly, the city Varanasi and BHU had not changed much and for me it was like getting into a time machine back to 1977! I made it a point to visit the air strip. I could see a glider and an aircraft in the hanger. There were a couple of Air Wing NCC cadets on the spot. I spent some time talking to them and took a snap sitting along with them. As I left the airstrip I looked out for the windsock. The wind was fast enough. “Many more lucky ones like me would soon be taking off”, I thought as I left the place. It was indeed a pretty long way from wearing loose fitting half trousers to flying a Piper Cub aircraft.
Today I consider being one among the most fortunate citizens of India who were in ALL THREE CORPS- ACC, NCC Junior Wing and NCC Senior Wing and were able to learn flying an aircraft.
P.Uday Shankar
My NCC details:
Cadet No: 80732/1969-71. Unit No: 2 (Tamilnadu) Air Squadron (Flying). Passed Junior Air Certificate II. Grade –C (50% to 64%).
Cadet No: UPSA/74/283271. Unit No 4 Uttar Pradesh Air Squadron (Flying). Passed Senior Air Certificate B. Grade B (65% to 79%).
