Carl believed that he thought of nothing but work and the restaurants and theaters of civilization. No more rolling for him until he had gathered moss! He played that he was a confirmed business man. The game had hypnotized him for nearly a year. He whistled as he cleaned plugs, and glanced out at the eucalyptus-trees and the sunny road, without wanting to run away. But just to-day, just this glorious rain-cleansed November day, with high blue skies and sunlight on the feathery pepper-trees, he was going to sneak away from work and have a celebration all by himself.

He was going down to San Mateo to see his first flying-machine!

November, 1909. Bleriot had crossed the English Channel; McCurdy had, in March, 1909, calmly pegged off sixteen miles in the "Silver Dart"

biplane; Paulhan had gone eighty-one miles, and had risen to the incredible height of five hundred feet, to be overshadowed by Orville Wright's sixteen hundred feet; Glenn Curtiss had won the Gordon Bennett cup at Rheims.

California was promising to be in the van of aviation. She was remembering that her own Montgomery had been one of the pioneers. Los Angeles was planning a giant meet for January. A dozen cow-pasture aviators were taking credulous young reporters aside and confiding that next day, or next week, or at latest next month, they would startle the world by ascending in machines "on entirely new and revolutionary principles, on which they had been working for ten years." Sometimes it was for eight years they had been working. But always they remarked that "the model from which the machine will be built has flown perfectly in the presence of some of the most prominent men in the locality." These machines had a great deal to do with the mysterious qualities of gyroscopes and helicopters.

Now, Dr. Josiah Bagby, the San Francisco physician and oil-burning-marine-engine magnate, had really brought three genuine Bleriot monoplanes from France, with Carmeau, graduate of the Bleriot school and licensed French aviator, for working pilot; and was experimenting with them at San Mateo, near San Francisco, where the grandsons of the Forty-niners play polo. It had been rumored that he would open a school for pilots and build Bleriot-type monoplanes for the American market.

Carl had lain awake for an hour the night before, picturing the wonder of flight that he hoped to see. He rose early, put on his politest garments, and informed grumpy old Jones that he was off for a frolic--he wasn't sure, he said, whether he would get drunk or get married. He crossed the bay, glad of the sea-gulls, the glory of Mt.

Tamalpais, and San Francisco's hill behind fairy hill. He consumed a Pacific sundae, with a feeling of holiday, and hummed "Mandalay." On the trolley to San Mateo he read over and over the newspaper accounts of Bagby's monoplanes.

Walking through San Mateo, Carl swung his c.o.c.ky green hat and scanned the sky for aircraft. He saw none. But as he tramped out on the flying-field he began to run at the sight of two wide, cambered wings, rounded at the ends like the end of one's thumb, attached to a fragile long body of open framework. Men were gathered about it. A man with a short, crisp beard and a tight woolen toboggan-cap was seated in the body, the wings stretching on either side of him. He scratched his beard and gesticulated. A mechanic revolved the propeller, and the unm.u.f.fled motor burst out with a trrrrrrrr whose music rocked Carl's heart. Black smoke hurled back along the machine. The draught tore at the hair of two men crouched on the ground holding the tail. They let go. The monoplane ran forward along the ground, and suddenly was off it, a foot up, ten feet up--really flying. Carl could see the aviator calmly staring ahead, working his arms, as the machine turned and slipped away over distant trees.

His first impression of an aeroplane in the air had nothing to do with birds or dragon-flies or the miracle of it, because he was completely absorbed in an impression of Carl Ericson, which he expressed after this wise:

"I--am--going--to--be--an--aviator!"

And later, "Yes, _that's_ what I've always wanted."

He joined the group in front of the hangar-tent. Workmen were hammering on wooden sheds back of it. He recognized the owner, Dr.

Bagby, from his pictures: a lean man of sixty with a sallow complexion, a gray mustache like a rat-tail, a broad, black countrified slouch-hat on the back of his head, a gray sack-suit which would have been respectable but unfashionable at any period whatsoever. He looked like a country lawyer who had served two terms in the state legislature. His shoes were black, but not blackened, and had no toe-caps--the comfortable shoes of an oldish man. He was tapping his teeth with a thin corded forefinger and remarking in a monotonous voice to a Mexican youth plump and polite and well dressed, "Wel-l-l-l, Tony, I guess those plugs were better; I guess those plugs were better. Heh?" Bagby turned to the others, marveled at them as if trying to remember who they were, and said, slowly, "I guess those plugs were all right. Heh?"

The monoplane was returning, for a time apparently not moving, like a black mark painted on the great blue sky; then soaring overhead, the sharply cut outlines clear as a pen-and-ink drawing; then landing, bouncing on the slightly uneven ground.

As the French aviator climbed out, Dr. Bagby's sad face brightened and he suggested: "Those plugs went better, Munseer. Heh? I've been thinking. Maybe you been giving her too rich a mixture."

While they were wiping the Gnome engine Carl shyly approached Dr.

Bagby. He felt frightfully an outsider; wondered if he could ever be intimate with the magician as was the plump Mexican youth they called "Tony." He said "Uh" once or twice, and blurted, "I want to be an aviator."

"Yes, yes," said Dr. Bagby, gently, glancing away from Carl to the machine.

He went over, tw.a.n.ged a supporting-wire, and seemed to remember that some one had spoken to him. He returned to the fevered Carl, walking sidewise, staring all the while at the resting monoplane, so efficient, yet so quiet now and slender and feminine. "Yes, yes. So you'd like to be an aviator. So you'd like--like----(Hey, boy, don't touch that!)----to be an aviator. Yes, yes. They all would, m' boy. They all would. Well, maybe you can be, some day. Maybe you can be.... Some day."

"I mean now. Right away. Heard you were going t' start a school. Want to join."

"Hm, hm," sighed Dr. Bagby, tapping his teeth, jingling his heavy gold watch-chain, brushing a trail of cigar-ashes from a lapel, then staring abstractedly at Carl, who was turning his hat swiftly round and round, so flushed of cheek, so excited of eye, that he seemed twenty instead of twenty-four. "Yes, yes, so you'd like to join. Tst.

But that would cost you five hundred dollars, you know."

"Right!"

"Well, you go talk to Munseer about it; Munseer Carmeau. He is a very good aviator. He is a licensed aviator. He knows Henry Farman. He studied under Bleriot. He is the boss here. I'm just the poor old fellow that stands around. Sometimes Munseer takes me up for a little ride in our machine; sometimes he takes me up; but he is the boss. He is the boss, my friend; you'll have to see him." And Dr. Bagby walked away, apparently much discouraged about life.

Carl was not discouraged about life. He swore that now he would be an aviator even if he had to go to Dayton or Hammondsport or France.

He returned to Oakland. He sold his share in the garage for $1,150.

Before the end of January he was enrolled as a student in the Bagby School of Aviation and Monoplane Building.

On an impulse he wrote of his wondrous happiness to Gertie Cowles, but he tore up the letter. Then proudly he wrote to his father that the lost boy had found himself. For the first time in all his desultory writing of home-letters he did not feel impelled to defend himself.

CHAPTER XVIII

Crude were the surroundings where Carmeau turned out some of the best monoplane pilots America will ever see. There were two rude shed-hangars in which they kept the three imported Bleriots--a single-seat racer of the latest type, a Bleriot XII. pa.s.senger-carrying machine with the seat under the plane, and "P't.i.te Marie," the school machine, which they usually kept throttled down to four hundred or five hundred, but in which Carmeau made such spirited flights as the one Carl had first witnessed. Back of the hangars was the workshop, which had little architecture, but much machinery. Here the pupils were building two Bleriot-type machines, and trying to build an eight-cylinder V motor. All these things had Bagby given for the good of the game, expecting no profit in return. He was one of the real martyrs of aviation, this sapless, oldish man, never knowing the joy of the air, yet devoting a lifetime of ability to helping man sprout wings and become superman.

His generosity did not extend to living-quarters. Most of the students lived at the hangars and dined on Hamburg sandwiches, fried eggs, and Mexican _enchiladas_, served at a lunch-wagon anch.o.r.ed near the field.

That lunch-wagon was their club. Here, squatted on high stools, treating one another to ginger-ale, they argued over torque and angles of incidence and monoplanes _vs._ biplanes. Except for two unpopular aristocrats who found boarding-houses in San Mateo, they slept in the hangars, in their overalls, sprawled on mattresses covered with horse-blankets. It was bed at eight-thirty. At four or five Carmeau would crawl out, scratch his beard, start a motor, and set every neighborhood dog howling. The students would gloomily clump over to the lunch-wagon for a ham-and-egg breakfast. The first flights began at dawn, if the day was clear. At eight, when the wind was coming up, they would be heard in the workshop, adjusting and readjusting, machining down bearings, testing wing strength, humming and laughing and busy; a life of gasoline and hammers and straining attempts to get balance exactly right; a happy life of good fellows and the achievements of machinery and preparation for daring the upper air; a life of very ordinary mechanics and of sheer romance!

It is a grievous heresy that aviation is most romantic when the aviator is portrayed as a young G.o.d of n.o.ble rank and a collar high and spotless, carelessly driving a transatlantic machine of perfect efficiency. The real romance is that a perfectly ordinary young man, the sort of young man who cleans your car at the garage, a prosaically real young man wearing overalls faded to a thin blue, splitting his infinitives, and frequently having for idol a bouncing ingenue, should, in a rickety structure of wood and percale, be able to soar miles in the air and fulfil the dream of all the creeping ages.

In English and American fiction there are now nearly as many aeroplanes as rapiers or roses. The fictional aviators are society amateurs, wearers of evening clothes, frequenters of The Club, journalists and civil engineers and lordlings and international agents and gentlemen detectives, who drawl, "Oh yes, I fly a bit--new sensation, y' know--tired of polo"; and immediately thereafter use the aeroplane to raid a.r.s.enals, rescue a maiden from robbers or a large ruby from its lawful but heathenish possessors, or prevent a Zeppelin from raiding the coast. But they never by any chance fly these machines before gum-chewing thousands for hire. In England they absolutely must motor from The Club to the flying-field in a "powerful Rolls-Royce car." The British aviators of fiction are usually from Oxford and Eton. They are splendidly languid and modest and smartly dressed in society, but when they condescend to an adventure or to a coincidence, they are very devils, six feet of steel and sinew, boys of the bulldog breed with a strong trace of humming-bird. Like their English kindred, the Americans take up aviation only for gentlemanly sport. And they do go about rescuing things. Nothing is safe from their rescuing. But they do not have Rolls-Royce cars.

Carl and his cla.s.s at Bagby's were not of this gilded race. Carl's flying was as sordidly real as laying brick for a one-story laundry in a mill-town. Therefore, being real, it was romantic and miraculous.

Among Carl's cla.s.s was Hank Odell, the senior student, tall, thin, hopelessly plain of face; a drawling, rough-haired, eagle-nosed Yankee, who grinned shyly and whose Adam's apple worked slowly up and down when you spoke to him; an unimaginative lover of dogs and machinery; the descendant of Lexington and Gettysburg and a flinty Vermont farm; an ex-fireman, ex-sergeant of the army, and ex-teamster.

He always wore a khaki shirt--the wrinkles of which caught the grease in black lines, like veins--with black trousers, blunt-toed shoes, and a pipe, the most important part of his costume.

There was the round, anxious, polite Mexican, Tony Beanno, called "Tony Bean"--wealthy, simple, fond of the violin and of fast motoring.

There was the "school grouch," surly Jack Ryan, the chunky ex-chauffeur. There were seven nondescripts--a clever Jew from Seattle, two college youngsters, an apricot-rancher's son, a circus acrobat who wanted a new line of tricks, a dull ensign detailed by the navy, and an earnest student of aerodynamics, aged forty, who had written marvelously dull books on air-currents and had shrinkingly made himself a fair balloon pilot. The navy ensign and the student were the sn.o.bs who lived away from the hangars, in boarding-houses.

There was Lieutenant Forrest Haviland, detailed by the army--Haviland the perfect gentle knight, the well-beloved, the nearest approach to the gracious fiction aviator of them all, yet never drawling in affected modesty, never afraid of grease; smiling and industrious and reticent; smooth of hair and cameo of face; wearing khaki riding-breeches and tan puttees instead of overalls; always a gentleman, even when he tried to appear a workman. He pretended to be enthusiastic about the lunch-wagon, and never referred to his three generations of army officers. But most of the others were shy of him, and Jack Ryan, the "school grouch," was always trying to get him into a fight.

Finally, there was Carl Ericson, who slowly emerged as star of them all. He knew less of aerodynamics than the timid specialist, less of practical mechanics than Hank Odell; but he loved the fun of daring more. He was less ferocious in compet.i.tion than was Jack Ryan, but he wasted less of his nerve. He was less agile than the circus acrobat, but knew more of motors. He was less compactly easy than Lieutenant Haviland, but he took better to overalls and sleeping in hangars and mucking in grease--he whistled ragtime while Forrest Haviland hummed MacDowell.

Carl's earliest flights were in the school machine, "P't.i.te Marie,"

behind Carmeau, the instructor. Reporters were always about, talking of "impressions," and Carl felt that he ought to note his impressions on his first ascent, but all that he actually did notice was that it was hard to tell at what instant they left the ground; that when they were up, the wind threatened to crush his ribs and burst his nostrils; that there must be something perilously wrong, because the machine climbed so swiftly; and, when they were down, that it had been worth waiting a whole lifetime for the flight.

For days he merely flew with the instructor, till he was himself managing the controls. At last, his first flight by himself.

He had been ordered to try a flight three times about the aerodrome at a height of sixty feet, and to land carefully, without pancaking--"and be sure, Monsieur, be veree sure you do not cut off too high from the ground," said Carmeau.

It was a day when five reporters had gathered, and Carl felt very much in the limelight, waiting in the nacelle of the machine for the time to start. The propeller was revolved, Carl drew a long breath and stuck up his hand--and the engine stopped. He was relieved. It had seemed a terrific responsibility to go up alone. He wouldn't, now, not for a minute or two. He knew that he had been afraid. The engine was turned over once more--and once more stopped. Carl raged, and never again, in all his flying, did real fear return to him. "What the deuce is the matter?" he snarled. Again the propeller was revolved, and this time the engine hummed sweet. The monoplane ran along the ground, its tail lifting in the blast, till the whole machine seemed delicately poised on its tiptoes. He was off the ground, his rage leaving him as his fear had left him.

He exulted at the swiftness with which a distant group of trees shot at him, under him. He turned, and the machine mounted a little on the turn, which was against the rules. But he brought her to even keel so easily that he felt all the mastery of the man who has finally learned to be natural on a bicycle. He tilted up the elevator slightly and shot across a series of fields, climbing. It was perfectly easy. He would go up--up. It was all automatic now--cloche toward him for climbing; away from him for descent; toward the wing that tipped up, in order to bring it down to level. The machine obeyed perfectly. And the foot-bar, for steering to right and left, responded to such light motions of his foot. He grinned exultantly. He wanted to shout.

He glanced at the barometer and discovered that he was up to two hundred feet. Why not go on?

He sailed out across San Mateo, and the sense of people below, running and waving their hands, increased his exultation. He curved about at the end, somewhat afraid of his ability to turn, but having all the air there was to make the turn in, and headed back toward the aerodrome. Already he had flown five miles.

Half a mile from the aerodrome he realized that his motor was slackening, missing fire; that he did not know what was the matter; that his knowledge had left him stranded there, two hundred feet above ground; that he had to come down at once, with no chance to choose a landing-place and no experience in gliding. The motor stopped altogether.

The ground was coming up at him too quickly.