In World War I, pilots on either side of the line enjoyed sudden lurches ahead in technology advances followed by steady declines into obsolescence. This created a seesaw effect in the air where Allied pilots would be able to blast their way through German lines for a few months, but then had to run scared if the enemy got the jump on them.
So the Allied pilots found a way to fake their deaths in the air with a risky but effective maneuver.
By the time that America was getting pilots to the front in 1917, all of the early combatants from the war had years of hard-won experience in aerial fighting. U.S. pilots would have to catch up. Worse, U.S. pilots were joining the fight while German planes were more capable than Allied ones, especially America's Nieuport 28s purchased from France.
France had declined to put the Nieuport 28 into service because of a number of shortcomings. Its engine burned castor oil, and the exhaust would spray across the pilots, coating their goggles in a blinding film and making many of them sick. It could also turn tight but had some limitations. Worst of all, pilots couldn't dive and then suddenly pull up, a common method of evading fire in combat, without risking the weak wings suddenly snapping off.
Yes, in standard combat flying, the plane could be torn apart by its own flight. So new American pilots adopted a strategy of playing dead in the air.
The technique wasn't too complicated. In normal flying, a pilot who stalled his plane and then entered a spin was typically doomed to slam into the ground. And so, enemy pilots would often break off an attack on a spinning plane, allowing it to finish crashing on its own.
But a British test pilot, Frederick A. Lindemann, figured out how to reliably recover from a spin and stall. He did so twice in either 1916 or 1917. So, pilots who learned how to recover from a stall and spin would, when overwhelmed in combat, slow down and pull up, forcing a stall in the air.
Then as they started to drop, they would push the stick hard to one side, causing one wing to have full lift and the other to have minimal lift, so it would fall in a severe spin. German pilots, thinking they had won, would break off the attack. Then the Allied pilot would attempt to recover.
But spins were considered dangerous for a reason. Recovery required leveling that lift on the wings and then using the rudder to stop spin before pulling up on the stick to stop the fall. So, for the first few moments of recovery, the pilot had to ignore that they were pointed at the ground. If they tried to pull up while they were still spinning, they really would crash. In fact, on some aircraft, it was essential to steepen the dive in order to recover.
And this whole process took time, so a pilot who fell too far before beginning recovery would hit the ground while still trying to recover from their intentional spin.
Most future American aces learned these maneuvers from British pilots in fairly controlled conditions, but some of them were limited in their flight time by their duties on the ground. Capt. Eddie Rickenbacker, in charge of maintaining and improving America's major aerodrome at Issoudon, France, taught himself the maneuver on his own during stolen plane time, surviving his first attempt and then repeating it on subsequent days until he could do it perfectly.
Rickenbacker would go on the be America's top scoring ace in World War I despite being partially blind in one eye and officially too old for training when he went to flight school.