Flying finish / Бурный финиш. Книга для чтения на английском языке

John, as Yardman called him, was either too fat or too scared of having his feet trodden on to walk side by side with each horse up the ramp: he backed up it, pulling the horse after him, stretching its head forward uncomfortably. Not surprisingly they all stuck their toes in hard and refused to budge. Yardman advanced on them from behind, shouting and waving a pitch fork, and prodded them forward again. The net result[77] was some thoroughly upset and frightened animals in no state to be taken flying.

After three of them had arrived in the plane sweating, rolling their eyes and kicking out, I went down the ramp and protested.

‘Let John help Billy, and I’ll lead the horses,’ said to Yardman. ‘I don’t suppose you’ll want them to arrive in such an unnerved state that their owners won’t use the firm again? Always supposing that they don’t actually kick the aircraft to bits en route[78].’

He knew very well that this had really happened once or twice in the history of bloodstock transport. There was always the risk that a horse would go berserk[79] in the air at the best of times: taking off with a whole planeload of het-up thoroughbreds would be a fair way to commit suicide.

He hesitated only a moment, then nodded. ‘All right. Change over.’

The loading continued with less fuss but no more speed. John was as useless at installing the horses as he was at leading them.

Cargo on aeroplanes has to be distributed with even more care than on ships. If the centre of gravity isn’t kept to within fairly close specific limits the plane won’t fly at all, just race at high speed to the end of the runway and turn into scrap metal. If the cargo shifts radically in mid-air it keels the plane over exactly as it would a ship, but with less time to put it right, and no lifeboats handy as a last resort[80].

From the gravity point of view, the horses had to be stowed down the centre of the plane, where for their own comfort and balance they had to face forwards. This meant, in a medium-sized aircraft such as Yardman’s usually chartered, four pairs of horses standing behind each other. From the balance point of view, the horses had to be fairly immobile, and they also had to be accessible, as one had to be able to hold their heads and soothe them at take-off and landing[81]. Each pair was therefore boxed separately, like four little islands down the centre of the plane. There were narrow gangways between the boxes and up both sides the whole length of the aircraft so that one could easily walk round and reach every individual horse to look after him.

The horses stood on large trays of peat which were bolted to the floor. The boxes of half inch thick wood panels had to be built up round the horses when each pair was loaded: one erected the forward end wall and the two sides, led in the horses and tied them up, added the back wall, and made the whole thing solid with metal bars banding the finished box. The bars were joined at each corner by lynch pins.[82] There were three bars, at the top, centre and bottom. To prevent the boxes from collapsing inwards, each side of each box had to be separately fixed to the floor with chains acting as guy ropes. When the loading was complete, the result looked like four huge packing cases chained down, with the horse’s backs and heads showing at the open tops.

As one couldn’t afford to have a box fall apart in the air, the making of them, though not difficult, demanded attention and thoroughness. John conspicuously lacked both.[83] He was also unbelievably clumsy at hooking on and tightening the guy chains, and he dropped two lynch pins which we couldn’t find again: we had to use wire instead, which wouldn’t hold if a strong-minded horse started kicking. By the end Billy and I were doing the boxes alone, while John stood sullenly by and watched: and Billy throughout made my share as difficult as he could[84].

It all took such a time that at least the three frightened horses had calmed down again before the pilot climbed aboard and started the engines. I closed the first of the big double doors we had loaded the horses through, and had a final view of Yardman on the tarmac, the slipstream from the propellers blowing his scanty hair up round the bald patch like a black sea anemone. The light made silver window panes of his glasses. He lifted his hand without moving his elbow, an awkward little gesture of farewell. I put my own hand up in acknowledgement and reply, and fastened the second door as the plane began to move.

As usual there was a crew of three flying the aircraft, pilot, co-pilot and engineer. The engineer, on all the trips I had so far made, was the one who got landed with brewing the coffee and who could also be reasonably asked to hold a pair of horse’s heads during take-off. This one did so with far more familiarity than John.