One of the greatest challenges for a reader of novels is that their way of thinking, their point of view, the scale of their interests, invariably changes. So much so that upon rereading a novel of which they have only a vague memory, it conceals hidden treasures that they will only find when they return to it again, and again, the next day, or years later.
In the previous episode of this literary podcast, I talked about the iconic American novels about daredevils. For reasons of time, I only briefly touched upon the great William Faulkner, an egregious, brilliant madman if there ever was one. At least, that was the reason I tiptoed around his novel Pylon, one of the few that escapes the fabulous Yoknapatawpha County.
Everything Faulkner wrote in the novelistic genre was experimental, ahead of its time, and sometimes even classified as dirty—sometimes because of his insistence on evoking terror, other times because he insisted on testing the limits of freedom of expression, which was rather prudish in the 1930s. And many of his ideas would have been perfectly feasible if only the publishers of his time had chipped in, like using different colored inks so that slow-witted readers wouldn’t mix up the characters.
And then there is the author himself, who, driven by debt, had been working in Hollywood as a screenwriter, rubbing shoulders with another true daredevil, Howard Hawks—not to be confused with the eccentric millionaire Howard Hughes.
At that time, aviation was in its infancy, and the film director Hawks introduced Faulkner to flying the Waco biplane for nineteen months, starting in April of 1934.
When he was young, Faulkner had enlisted as a pilot in the Royal Air Force branch in Canada; the experience was cut short by the unexpected arrival of the Armistice. Although this didn’t stop him from parading around his hometown in a military uniform, cane in hand, faking a combat limp and putting on a British accent in Mississippi, which earned him the nickname “Count No ‘Count” from his mocking neighbors.
Howard Hawks, for his part, before arriving in Hollywood, had been a flight instructor in Texas and a mechanical engineer, which meant that the flying scenes being filmed needed someone who knew the ins and outs of aviation. He went on to direct six films centered on the subject.
Faulkner and Hawks shared the missed opportunity of participating in the First World War, following the values of dedication and sacrifice that today seem irrational, mostly due to its meat-grinder nature. But that was the spirit of the time. And the foundation of their friendship.
Airplane prices were not exactly affordable in the midst of the Great Depression. The red Waco, an enclosed four-seater with a 200 HP engine, cost $6,000. And Faulkner didn’t let the opportunity pass, because he was receiving a weekly check for $500 from the studios, a far cry from the peanuts he had received in royalties for the novels he had published.
Faulkner’s precarious literary reality in the early 1930s is relentlessly reflected in the numbers of his early masterpieces. The Sound and the Fury, published with a meager initial print run of just under 1,800 copies barely two weeks before the crash of 29, brought him a little over $400 in royalties due to its complete lack of initial commercial impact.
A hardship that was repeated with As I Lay Dying in 1930, whose 2,500 copies sold left him with about $600, while he scraped by working the night shift at the University of Mississippi power plant for $11 a week.
His previous glimpse of commercial success came with Sanctuary the following year, which sold over 10,000 copies and should have brought in about $3,000, but his publisher’s bankruptcy legally froze the funds and left him with only an advance of a few hundred.
An economic tragedy compounded by Light in August in 1932, whose initial print run of about 4,500 copies gave him a gross return of $1,100, an amount totally insufficient to cover the mortgage arrears on Rowan Oak and his debts at the town store.
I mention all this because of the peculiarity of the matter: that a middle-aged man would decide to revive the broken dream of his youth with the massive weekly paycheck he was receiving, having experienced Franciscan poverty up to that point, betting everything on an uncertain literary career. In fact, the first thing he did was fly over the houses of his mocking neighbors.
But Faulkner’s lucky star was about to rise. At that time, he was solely dedicated to surviving disasters with indomitable courage. Like his engine seizing before landing and doing so without facing the wind, or insisting on taking off in the terrible conditions of open fields, having to clear away cow dung first.
The hub of operations where he felt most comfortable was Memphis and New Orleans. Vernon Omlie’s school in Memphis, Mid-South Airways, was where Faulkner flew to receive advanced instruction, perform maintenance on the Waco, and take local Oxford teenagers for joyrides, inviting them to rise above the earth. But New Orleans was the long-haul destination and where he found the universe he would write about in Pylon.
The inauguration of Shushan Airport in February of 34 was not a simple aeronautical event; it was a display of Art Deco modernity that proclaimed itself the “air hub of the Americas.” Built on the shores of Lake Pontchartrain, this complex was an engineering jewel of its time, being the first airport in the world to combine terminals for land and sea planes, anticipating even the great terminals of New York.
Faulkner flew there accompanied by his instructor, Vernon Omlie, finding himself immersed in a feverish atmosphere of Mardi Gras celebrations, air races, and aerobatic displays that gathered the pilots of the day. It was in this ecosystem of danger, speed, and ephemeral camaraderie that the author met a mysterious couple of aviators—he a war veteran and she an aerial acrobat or wingwalker—with whom he shared nights of alcohol, flights, and conversations that revealed to him the nihilistic and rootless psychology of the barnstormers.
That experience, captured at the exact historical moment when commercial aviation was beginning to eclipse the suicidal romanticism of traveling acrobats, became the emotional seed of Pylon, Faulkner’s only novel set in a prophetic and technological present that he himself described as a nightmare of the future.
What is remarkable about Pylon is that, alongside the red Waco biplane, it was altogether an act of procrastination in the face of a manuscript as experimental, complex, and dark as Absalom, Absalom!, which he would not finish until two years later, under contract with Random House.
As meticulous as Faulkner was when writing, in real life he was a walking disaster, and his aviation adventure ended badly. It seems he was incapable of denying the use of the airplane to his younger brother, Dean Faulkner, because they shared a passion for flying, like so many pioneers.
He financed much of his brother’s activity, which, after the accident, left him with a devastating personal guilt, feeling responsible for having provided the very means that would ultimately cost his brother his life, bringing a close to a nineteen months of happiness in the author’s life.
And because of such an outcome, Faulkner never flew again. He would take charge of his brother’s posthumous daughter and ended up finding solace in drinking and in his young Hollywood lover, Meta Carpenter. A walking cliché, he settled into a double life between Hollywood and Oxford, Mississippi.
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