Chapter VII: Part 7

When delivering an attack upon a city, a squadron of aeroplanes engaged in such work would, declare military experts who have specially studied the problem, probably sweep over the principal buildings in a long line, dropping bombs as they flew. Then they would wheel round, and return over the same area, again releasing a certain number of missiles. The disastrous effect of such an aerial bombardment, carried out systematically by a large number of machines, may readily be imagined.

Although, as has been mentioned, German experimental work, regarding the value of aeroplanes for punitive work, has been kept very secret, the result of one interesting test, at least, has become known. In this case, a squadron of dragoons was specially employed to give realism to the experiment.

The squadron was directed to move a certain distance away from one of the German air-stations, and then camp for the night. This was done. Then two army airmen, flying biplanes, set off to deliver a night attack upon the encampment. Beneath their machines, they carried a bomb-dropping apparatus such as has already been described.

Locating the bivouac by its fires, the two airmen stopped their engines, and planed down silently from a considerable altitude. Neither of the aeroplanes was seen, by the dragoons, until it was right over them. Then the attacking airmen released a stream of dummy bombs, which fell all about the camp-fires. Immediately they had done so, and before the dragoons had recovered from their surprise, the pilots started their engines, and disappeared again into the darkness.

Seeing that it was purely experimental, and that neither officer-airmen was skilled in such work, the result of this mock attack was surprising. Had actual war conditions prevailed, and had the bombs been real ones, death would have been scattered through the bivouac, the horses would probably have stampeded, and a general scene of confusion would have ensued.

And this is a most important point: so swift and unexpected was the night attack that the machines only came into view just at the moment they were releasing their bombs. This would probably have meant that, in warfare, they would have escaped without an effective shot being fired at them.

By such tests as these, regarding which, as a general rule, nothing becomes public, the German military authorities are obtaining data that is invaluable concerning the destructive potentialities of the war aeroplane. Apart from the actual damage done by such a night attack as has been described, there is its moral effect to be considered—and this point is regarded as an important one by foreign experts.

Nothing, they think, could be more harassing or wearying for troops, during a hard campaign, than to be attacked, night after night, by squadrons of aeroplanes. Incessant watchfulness, and consequent loss of rest, would be involved, and a general feeling of uneasiness would be occasioned.

It is now considered feasible to carry a light machine-gun upon an aeroplane, and to use it effectively. With such guns, skilfully handled, it is considered that attacks could be delivered upon reserve troops, upon artillery trains, upon the horses of guns in action, and upon troops when on the march.

Considerable experience, in handling a machine-gun on an aeroplane will, probably, be necessary before accuracy can be obtained; but military men, who are most competent to speak, see no difficulty in equipping an aeroplane with such a gun, and in obtaining satisfactory results.

In conclusion, it may be taken that the offensive possibilities of the aeroplane grow, from day to day. Machines are built to fly faster, and to carry heavier weights. In future, so far as the question of this destructive work of machines is concerned, it will be necessary to reckon air-fleets not in hundreds, but in thousands.

At the moment, as has been said, the reconnoitring machine is engaging most attention; but an aeroplane for destructive use is being kept well in mind, none the less. Its appearance, as a weapon of war, is merely a matter of time.

What may be accomplished, by a fleet of aeroplanes bent upon destruction, has only been hinted at in this section; but it should serve its purpose—which is to show that no country can afford to ignore what the future promises in this respect.

FOURTEENTH SECTION WAR IN THE AIR BETWEEN HOSTILE AEROPLANES

I. Certainty of a combat between aeroplanes in actual warfare—Air-scouts protected by aerial "cruisers."

"The duty of an aerial fleet, armed and equipped for offensive warfare, will be to put out of action an enemy’s aerial force before it can carry out its role of reconnoitring—or attacking vital points of communication."

In these words, a military authority of international repute indicates the war in the air which will, inevitably, take place in connection with any future European campaign.

His view is endorsed by another famous expert, who declares: "It is certain that the consequences of the use of aerial navigation will be to bring about, at the very outset of hostilities, a fight to the death between opposing aerial fleets."

The point that military authorities have come to recognise, of course, is this: if the flying machine is of vital importance to one side, it will prove equally valuable to the other. Therefore, the aim of one Commander-in-Chief will be to take steps to prevent his opponent from deriving full benefit from his aerial scouts.

Artillery-fire has been quoted, previously, as a means of combating the aeroplane, and destroying reconnoitring craft. But this method has been shown to be uncertain. What is considered a far more efficacious way of hampering the operations of an enemy’s air-scouts, is to send up machines to meet them in the air, and either drive them off, or put them out of action.

This suggests an actual contest, in mid-air, between two hostile craft; and such aerial battles are bound to occur. The most efficacious weapons, for such fighting, experience alone will indicate; but it is obvious that the ramming of one machine by another will not be resorted to. Were one aeroplane to charge an enemy’s vessel, the result would be the fall and destruction of both aircraft. Such an expedient might, of course, be resorted to as a last desperate move, say in the case where a hostile aircraft was escaping with very valuable information.

What is anticipated, in the way of a fighting aeroplane, is a machine which will carry two men, a pilot and a marksman, and be armed with some form of small quick-firing gun or rifle.

One of the experts of the French army air-corps thinks that a war aeroplane, in the immediate future, will carry a pilot, observer, and combatant. This combatant, in his opinion, should be armed with a light repeating rifle, ready to ward off the attacks of other machines.

This suggests that a reconnoitring aeroplane should be a fighting unit as well; but other views entertained are that a scouting aircraft should be accompanied by one or more fighting aeroplanes, the duties of which would be to protect it from attack.

It seems probable, in fact, that armed aeroplanes will accompany each reconnoitring machine when it is about to set out over the enemy’s position. These armed craft, or aerial cruisers, will most likely circle round the scouting machine, so as to open fire upon any hostile aeroplanes which approach.

In such an arrangement as this, the reconnoitring machine would probably be a slow-flying, reliable biplane, equipped exclusively for its work of observation. The fighting machines, on the other hand, would be built for speed. Fast-flying, strongly-built monoplanes would most likely be used; and one prominent constructer suggests that such fighting units should be fitted with a gun firing a small explosive shell, something like a "pom-pom." Such a form of armament would certainly be effective; and such an aerial cruiser is likely to prove a formidable opponent.

In connection with the carrying of guns upon an aeroplane, it may be mentioned that a light machine-gun has already been fitted to a biplane; but little has been said about such tests, and nothing definite, in the way of experiments, has, as yet, been recorded.

In connection with the aerial battles that are certain to precede the land actions of the future, it is difficult to foresee, exactly, what method will be pursued by the Commanders of two rival Air Battalions. It is fairly clear, however, that each will seek to prevent a hostile aeroplane from coming within observation distance of his forces; and, at the same time, by such strategy as wide detours, each will endeavour to slip reconnoitring craft through the enemy’s lines.

In the elaboration of any such plans of campaign, it is obvious that the fighting units of the air-fleet—the fast "cruisers" which will carry machine-guns—will come into speedy conflict. Combat, probably, will resolve itself into a question of manoeuvring for position; then the opponents will open fire. Marksmanship and skill in handling a machine will spell all the difference between victory and defeat. After a preliminary exchange of shots, two machines will sweep into closer range, and then one of them, "winged" by well-directed fire, will be put out of action, and will flutter away earthwards.

It is obvious that an exceptionally fast, high-powered aeroplane, capable of rising at a maximum speed, will be most suitable for hostile work against other machines.

The question has been discussed as to protecting, with some form of armour, the vital parts of aircraft for offensive work. It seems likely that some such plan will be adopted.

II. An encounter in the air—Importance to an army of an aerial victory.

It was the late Captain Ferber—one of the first military enthusiasts in France upon the subject of the aeroplane—who was asked the question: "How will a fight take place between aeroplanes?" In reply, this famous pioneer said:—

"In the same way as all fights between birds have ever taken
place. When a falcon, for in stance, wants to attack a raven, it
first pursues it; and, as soon as the raven finds itself
overhauled, it ascends slowly, in spirals, and the falcon starts
to rise in a parallel fine. If the raven can rise higher than
the falcon, it is saved; if it cannot, its resource is to drop
to earth, although during the descent it is liable to be hemmed
in by the falcon. Every time the falcon darts upon the raven,
the latter will try, by means of a clever side-slip, to avoid
the impact. If the falcon has been dodged, there is a respite,
for, carried beyond its aim, the falcon loses an elevation which
it must painfully regain. The race for altitude may recommence,
but now the flight is no longer doubtful; the raven will finally
come to the ground, and will be vanquished. In a like manner,
will aerial craft struggle."

An ability to "climb" rapidly, combined with high speed will, indeed, prove invaluable to the fighting aeroplane. If it can do so, it will undoubtedly seek to rise above an antagonist, and destroy it with a well-directed missile. If two machines are equally well-matched in the matter of rapid soaring and speed, their pilots will then exercise all possible skill in manoeuvring for position for an effective shot from whatever form of light machine-gun is carried.

The certainty that aerial fighting will precede any future battle in which aeroplanes are employed, indicates the necessity to build an air-fleet comprising several types of machines. In the first place, there will be need for an aircraft, either a large monoplane, or an exceptionally fast biplane, which will carry a machine-gun, or a gun throwing an explosive shell. This machine should act purely as an offensive unit, going in advance of other craft, and meeting the enemy’s "air cruisers" in combat.

Then may come a machine to carry out the important work of detailed reconnoitring. This, as has already been suggested, should be a biplane, carrying if necessary a "crew" of three—pilot, engineer, and observer. This machine would have one object only—to obtain full and accurate information concerning an enemy’s movements.

Protected by one or more "cruisers," it would probably ascend to a great height, and seek to slip by the enemy’s aerial line of defence, or make a wide detour and approach the foe from an unexpected direction.

A third type of machine should, it is held, be used for swift, comprehensive survey work. This machine, carrying merely its pilot, would be a monoplane so speedy that it would frequently be able to elude the pursuit of any armed craft, and so escape destruction.

This problem of aerial warfare is now very much in the minds of those who are concerned in the military flying work of France, Germany, and Russia. Quite recently, for example, one of Russia’s chief advisers, in the matter of war aeroplanes, declared: "It is now clear that future wars will be begun in the air, and that nations will be best prepared that are well-equipped with military aeroplanes." This statement, bearing out others previously quoted, shows how general is the view that aerial fighting will play a prominent part in any application of the aeroplane to actual war conditions.

Apart from the "cruiser" type of machine, previously described, it is suggested by many experts that a fighting aeroplane, carrying a heavier gun or guns—a sort of aerial "Dreadnought," in fact—should be constructed. The aim of such a machine would be to attack antagonists at long range.

Provided that they could vanquish aerial foes, these armed aeroplanes would, no doubt, turn their attention to the bombardment of fortifications, and land forces; and, the resistance of an enemy being crushed, the air-scouts would be free to fly where they pleased.

Thus a reverse in the air would prove a very serious matter indeed, for any army. The Commander-in-Chief would have all his plans laid bare by the unhampered movements of the enemy’s aeroplanes; and, at the same time, he would be unable to obtain any data concerning his antagonist’s dispositions. This, of course, would be apart from the damage that attacking aeroplanes might effect by bomb-dropping and machine-gun firing.

Many experts, indeed, are found to declare that a defeat in the air would be followed by a reverse on land. It is clear, at any rate, that great importance will attach to this aerial fighting.

A machine regularly equipped for aerial warfare has yet to be introduced—but it is merely a question of time, and probably a short time at that, before such a machine is built and tested.

The handling of such fighting aircraft will have to be learned, also the best modes of approaching and attacking a hostile aeroplane. Experimental machines will have to be built, and flown, and as effective manœuvres as possible carried out. But it will be a great war, of course, which will teach the real lessons concerning the offensive possibilities of the aeroplane.

Until then, of course, much must remain more or less theoretical. But it behoves great nations to beware of these grim potentialities of the new "arm."

FIFTEENTH SECTION VALUE OF THE AEROPLANE IN NAVAL WARFARE

I. Machines for coastal and high-seas work—Question of flying in winds.

The work of the aeroplane, when co-operating with land forces, is all-important, as has been shown; and another field, just as useful, lies in the utilisation of air-scouts in naval warfare.

The possibilities of the aeroplane in this direction are, however, only just being realised. To the credit of France goes the first definite steps. At Toulon, the French naval authorities are keenly alive to the value of aerial scouting over the sea. Plans have been made for dispatching aeroplanes from the decks of cruisers; and reconnoitring flights from the land, over the sea, are now being undertaken.

During the present year France will spend £40,000 upon naval aviation, quite apart from her disbursement in other respects.

Germany is training naval airmen, and experimenting with aeroplanes for use at sea. Austria has established an experimental station. In England—since Lieutenant (now Commander) Samson rose from the deck of a warship at Sheerness—the Admiralty is credited with an ambitious programme. In America, highly-practical work has been done in the way of building aircraft to rise from the water; and, in France, the Voisins have built a machine that lifts itself from the surface of the Seine. Farman, too, is building successful hydro-aeroplanes.

From the point of view of their work in naval warfare, a very important future lies before the aeroplane. So far as can be judged at the present time, it is possible to divide naval aeroplanes into two categories: I, coastal aeroplanes; and 2, aeroplanes for use on the high seas.

The former should be stationed at harbours and other sea-coast points of strategetic importance. The latter would be carried to sea with a fleet, and sent up, when desired, from the deck of a ship.

The coastal aeroplane would be invaluable in locating the approach of some attacking fleet. A machine would be sent up from a harbour and, flying high and at a great pace, would be able to scour a wide area of water in a surprisingly short space of time. Upon sighting an enemy’s fleet, the air-scout would be able to gauge its strength, and then dash back to its Headquarters at astonishing speed.

A fast-flying monoplane, acting as an observing craft, would be able to perform the work which would otherwise need the services of several cruisers, or a number of torpedo-boat destroyers.

As regards the aeroplane for work on the high seas, this should operate in conjunction with a specially-built fast steamer, or an auxiliary cruiser. Such a vessel, with one or more aeroplanes on board, would accompany a fleet. When an air-scout was wanted, it would be brought on deck and assembled, and would then be launched into the air from a special platform on the vessel’s deck.

After making a reconnoitring flight, the machine would return to the parent ship, and alight upon the deck. By means of such air-scouts, the position of an enemy’s fleet could first be detected, and then a careful watch kept upon its subsequent movements.

The results gleaned would be more trustworthy than those obtained from the look-out of a warship; and the field of vision would, also, be infinitely wider. What would be of great importance, of course, in connection with such aerial observations, would be for the pilot of the machine to report what he saw by means of wireless telegraphy. There is no reason why this should not be done. A well-organised service of naval aeroplanes, fitted with long-distance wireless, should, indeed, prove of vital importance.

The point has been made, by critics of the aeroplane for naval use, that the high winds often encountered at sea would limit the uses of aircraft. But, in reply to that, experienced airmen point out that, although winds at sea are high, they are also steady—far steadier, in fact, than those which blow over the land, and are broken up into eddies by passing over uneven ground.

A thirty-mile-an-hour wind, over the land, represents to-day quite as much as any airman would care to contend against, in the ordinary way; but it should be possible, with a high-speed monoplane of existing type, to carry out reconnoitring work, over the sea, in a wind blowing at the rate of forty miles an hour. The even force of the sea wind would make all the difference.

It may be anticipated, also, that this wind-flying capacity of the aeroplane, for work at sea, will rise from, say, forty to fifty miles an hour, as the speed of machines is increased. There is, indeed, every chance that a naval aeroplane will be able to give a good account of itself—even under adverse weather conditions.

II. Interesting tests—Machines for rising from water, and landing on a ship’s deck.

In America a number of interesting tests have been made with aeroplanes for naval use. It was in this country that Mr Eugene Ely, a skilled airman—who has since, unfortunately, met with his death—first demonstrated the practicability of alighting upon, and rising from, the deck of a battleship.

At the time the test was made, the American cruiser _Pennsylvania_ was lying about twelve miles off San Francisco. For the purpose of the experiment, a wooden platform was erected at the cruiser’s stern, upon which the airman expressed his intention of descending.

Ely, flying a Curtiss biplane, left the shore in a slight mist, being guided as he approached his destination by the syren blasts of the _Pennsylvania_. When sighted by those on the cruiser, he was flying low, quite close to the surface of the water.

The airman steered past the _Pennsylvania’s_ bow. Then he rose a little, and made a half-circle in the air. Smoothly approaching the vessel’s stern, he stopped his engine, and settled with absolute precision upon the platform.

After a short rest, Ely added to the practical interest of his performance by rising from the cruiser’s deck, and flying back to his starting-point, a field on the outskirts of San Francisco.

American naval men were naturally impressed by this performance, and also by a series of experiments which were carried out by Mr Glen H. Curtiss, the builder of the biplane which bears his name.

Mr Curtiss designed a biplane which would float upon the water on pontoons, and also rise from the surface of the water when it moved forward at a certain speed.

Considerable ingenuity was exercised in the construction of this machine. The pontoons upon which it was mounted, and which took the place of ordinary land wheels, were hollow boxes with pointed ends, made out of wood, and sheathed with thin steel.

A large pontoon, under the centre of the biplane, bore the greater part of the weight, and a smaller pontoon was set under the front of the machine; while a third pontoon, smaller still, was placed at the extreme forward end of the aeroplane, to tilt it upward when it began to move across the water.

First tests with this machine were entirely successful. When forced forward by its propeller, at a speed of thirty miles an hour, the hydro-aeroplane skimmed along with only its main pontoon on the water. Then, at a slight acceleration, it rose easily into the air, and flew off. Descents upon the surface of the water were made with equal facility.

After satisfying himself that his machine answered expectations, Curtiss carried out an instructive test in conjunction with an American battleship. Flying from a point on shore, he made a successful descent upon the water close beside the vessel. Then his machine was hoisted on board, by means of special tackle.

To complete the test, the biplane was subsequently lowered into the water again; and Curtiss rose without difficulty, flying back to the shore.

The objection to such a scheme as this, of course, would lie in the probable roughness of the sea under many conditions of work. Were a high sea running, it is generally admitted that an aeroplane could not possibly rise from, or land upon, the surface of the water. Therefore, the sound plan, at any rate on the high seas, would seem to be for an air-scout to be launched from the deck of a ship.

An aeroplane on pontoons should, however, find many uses for coastal work. It could, for example, be housed in a shed on the water. It could then leave harbour on a reconnoitring flight, and return again, when alighting, to the smooth water inside the harbour. An involuntary descent, when over the water, would not cause it injury.

Apart from the work which it could perform as a scout, using wireless telegraphy to flash back its news to a parent ship, there are also the destructive possibilities of a naval aeroplane to be considered. In this regard, however, many experts do not consider that the potentialities of a naval aircraft would be so important as those of a machine operating with land forces.

An attack upon a warship by aeroplane would not, it is held, do much damage to the sea-craft, the contention being that the aeroplane would not be able to carry bombs sufficiently powerful to effect any appreciable damage. Another point made is that it would be exceedingly difficult for an aeroplanist to make good practice with his bombs, from the height at which he would have to fly in order to be comparatively safe from gun-fire, and also in view of the fact that both he, and his target, would be moving.

In this connection, however, there is much to be learned. It is not known, as yet, how powerful a bomb may be devised for the use of a destructive aeroplane; and, from the point of view of marksmanship with such missiles, types of releasing apparatus are now being devised which may ensure greater accuracy of aim than is at present considered possible.

A use for the naval aeroplane would be to cooperate with warships in attack upon land defences. A number of machines could be launched from the deck of the parent ship, and fly over docks and harbours, dropping incendiary and explosive bombs, and effecting considerable damage.

Another effective field for the use of naval aeroplanes should be in detecting the approach of submarines; but, in this regard, more data is certainly required.

Primarily for scouting, both from the land, and from a ship at sea, and also as a weapon of offence—if used in sufficient numbers—the aeroplane merits the careful attention of all naval authorities. In England, at the time of writing, very little has been done. A few naval officers have had an opportunity of learning to fly, owing to private generosity, and unimportant experiments have been made.

A very large sum of money has, however, been expended by the Admiralty upon a huge dirigible balloon, 500 feet long, which, after undergoing a tedious period of construction and alteration at Barrow, met with the untimely end of being wrecked by wind-gusts before it had ever taken the air.

In January, however, it was stated, more or less officially, that the Admiralty intended to devote serious attention, during 1912, to the question of naval airmanship; but, beyond arranging for another party of officers to learn to fly at Eastchurch, Isle of Sheppey, nothing definite has, at the time of writing, been done—save that it is understood that the Admiralty has committed itself to the construction of a smaller, rigid-type airship.

For naval work, beyond doubt, the powerful, high-speed aeroplane, capable of making progress against very strong winds, and sufficiently portable to be carried in appreciable numbers upon a specially-designed parent ship, is the ideal—with another type of aircraft, larger, and with a greater radius of action, to act as a scout from land defences.

_NOTE_

_Since the above was written, our Naval authorities have decided to train forty airmen and to purchase a dozen experimental machines, including hydro-aeroplanes of various makes._

SIXTEENTH SECTION AERIAL WORK IN THE FRENCH AND GERMAN AUTUMN MANOEUVRES, 1911

I. French successes—Proof of the value of organisation—Flights in high winds.

Previously we have dealt with the remarkable results obtained, from the first use of aeroplanes, in the autumn manœuvres in France, in 1910. Now we have an opportunity of describing the fruits of a year’s progress, as shown in the triumphs achieved during the autumn operations in 1911. Nothing could, indeed, be more encouraging to the French authorities than this one year’s work.

By the time the autumn manœuvres of 1911 came along, there were eighteen military air-stations in various parts of France, and a preliminary organisation of much interest had been created. It was decided, therefore, to make a far more thorough and drastic test of the value of the aeroplanes in war than had been attempted in 1910. Thirty machines, comprising biplanes and monoplanes, and representing aircraft of the principal makes, were detailed to co-operate with the manoeuvring forces. They were divided into equal corps, and were instructed to operate with the Commanders-in-Chief of the two forces.

The importance of the results obtained lay, very largely, in the successful use of the adjuncts to the air service, which had been organised during the flying season of 1911. The military aeroplanists established their camps near the Headquarters of the troops they were serving, and collapsible sheds, for their machines, were brought up on special motor-lorries.

A striking feature of the organisation, also, was the travelling "atelier," or workshop. These vehicles, huge motor-vans, with a skilled staff in attendance, were here, there, and everywhere. Their equipment included tools capable of dealing with any break-down, large or small.

All the practice work carried out during the summer, at the various military schools, bore fruit. The airmen knew their work and their machines; the observers had made themselves thoroughly proficient in their duties; and the mechanics were quick and competent. And it is such details as these, as has been said, that spell success in aerial work.

Naturally the question arises, "What did the air-men do?" The answer may, truthfully, be made comprehensive. They did everything—everything, that is, that was asked of them. The officers of both manoeuvring forces were amazed at the accuracy of the reconnoitring reports brought in.

Another feature of the military airmen’s work was represented by the adverse weather conditions in which they flew. Here was a distinct and unmistakable evidence of progress. In 1910, at the autumn manœuvres, a wind of from twenty to twenty-five miles an hour had been the limit in which pilots had cared to ascend. But, in the 1911 manœuvres, reconnoitring machines were boldly taken up in winds of as great a velocity as thirty and thirty-five miles an hour; and, in one or two cases, machines were reported to have weathered winds blowing at the rate of forty miles an hour.

From the military point of view, the actual demonstration of this wind-flying capacity of the modern aeroplane was of the utmost value. It meant that there was practically no delay in carrying out instructions. Instead of waiting, as he would have been obliged to do, occasionally, the previous year, before carrying out a reconnoitring flight, the airman was promptly in his machine, and away—despite the fact that a strong and gusty wind might be blowing.

Another point demonstrated, beyond question, was the reliability of aeroplane engines. Pilot after pilot returned from aerial journeys without any mechanical trouble whatever; engine failure, at first so common a fault, was proved to have been almost eliminated.

It was not merely a case of engine improvement; the careful work of the mechanics, in "tuning up" the motors, had a great deal to do with this immunity from breakdown. Such a proof of reliability was, as may be imagined, of great significance to those who were gauging the work of the aeroplane purely from, the military point of view.

Practice, as has been said, permitted the observers in the reconnoitring aeroplanes to obtain significant results. A test which was carried out, purely to determine the accuracy of aerial observation, is worth describing. In this case, a fortified position, some little distance away from one of the aeroplane camps, had been largely redesigned. The officer in charge of the aeroplanes decided to call upon three observers, who knew nothing of the alterations to the position which had been carried out, to make a reconnoitring flight over the spot, and prepare rough maps showing the location of the defences. This, he thought, would provide a severe test of the accuracy of each officer’s observation.

Previous to sending away the three machines upon their errand, the officer had obtained, from the Commander of the fortifications, an exact plan of the new defences; he was, therefore, in a position to check, even in details, the maps furnished by the air-scouts.

The three airmen who set out upon this special reconnoitring mission, each carrying an observer with him, approached their destination by different routes. Each, as he came near the fortified position he was to reconnoitre, flew at an altitude of more than 3000 feet—the height specified as being fairly safe from artillery-fire.

All three observers did their work, making brief notes, and rough maps, as they flew over the fortifications. One of them, using a special camera with a telephoto lens, secured a series of photographs from a height of 4000 feet.

But the point of the test was this: when the three observers had returned safely to their starting-point, their reports and maps were compared with the exact details of the fortifications, which were in the hands of the Commander of the air-corps.

The result was instructive. Without any previous knowledge of the changes which had been made in the fortifications reconnoitred, the three observers had been able to indicate, with clearness, the position of all the defences. From their material, indeed, it was found possible to prepare a map which corresponded with that previously provided by the officer in charge of the fortifications.

The test was considered a very effective one. It showed that an aerial observer could—even when at a considerable altitude—carry out a reconnaissance with accuracy, and prepare maps which could compare favourably with those drawn up at leisure, and as a result of detailed survey work carried out on the spot.

As regards the reconnoitring flights carried out by the officer-airmen during the manœuvres, there is not a great deal to be said, for the reason that they were uniformly successful. The Commanders-in-Chief stated what they required, and the airmen carried out their orders.

With the information thus provided for them, both Commanders-in-Chief found it necessary, more than once, to alter their plans.

Not one day, but practically every day, the airmen were able to carry out their appointed tasks, and their work of reconnaissance became an adjunct which could be definitely relied upon.

II. Work in the German manœuvres—An instance of the utility of air-scouts—Reconnoitring from high altitudes.

In the German autumn manœuvres, 1911, the aeroplane may be said to have made its first practical appearance in connection with military operations in this country; and, here again, complete success marked the tests. One instance, regarding these German manœuvres, is forthcoming of the manner in which vitally-important information may be obtained by reconnoitring airmen.

The Commander of the Red forces, suspecting some definite move on the part of his enemy on a certain morning, sent out several aerial observers. They performed a successful flight, and returned quickly with the information that a large body of the Blue troops was beginning to advance against the Red right.

Taking instant action, upon the receipt of this intelligence, the Red Commander pushed forward a very large body of men to a point of strategic importance, and so was able to checkmate, very neatly, the advance of the Blue troops.

The German military authorities, although led to expect much from scouting aeroplanes, were surprised by the results which were, in actual practice, obtained. One after another, in fact, the military experts who were following the manœuvres were forced to declare that it would be almost hopeless, in future operations, to hide the movements of troops from the air-scouts of an enemy.

It was, of course, recognised that this only applied to fairly clear weather, in which the observers could obtain their bird’s-eye view of the land below them. In thick mist, or fog, it would admittedly be useless to send out air-scouts. But such weather conditions, although encountered with some frequency, do not, as a rule, last for long. After a few hours’ delay, while waiting for a fog or mist to clear, the airmen should be able to carry out their work.

What actually happened, in the German manœuvres, was this: by 8 a.m. on the morning of the first day of the operations, each side had sent up its observing aeroplanes, and had obtained a concise report as to the position of the enemy’s forces. This result was, naturally, claimed to be a complete triumph for the aeroplane, particularly seeing that such traps as sham entrenchments had been prepared to deceive the airmen—but without succeeding in their object.

Here, indeed, lay another illustration of the growing skill of aerial observers. In the manœuvres of 1910, when observation officers were new to their work, they had been deceived, on several occasions, by dummy entrenchments; but in 1911—a year later—they made no mistakes of this kind. Their observation powers had been perfected by innumerable practice flights—proof of the value of constant work at the flying schools.

Another feature of the work achieved in these autumn manœuvres of 1911 was particularly worthy of note, also. This was the altitudes at which the reconnoitring aeroplanes carried out their observations. In 1910, the criticism had been freely passed that the machines would have been blown to pieces, in actual war, had they passed over troops while flying so near the ground.

As a matter of fact, being so new to their work, and not having great experience in the difficult duties of aerial reconnaissance, some of the airmen in the 1910 manœuvres were, undoubtedly, flying too near the ground. A height of a little over 1000 feet, which they maintained, would, almost surely, be perilous in times of war.

But, in the 1911 operations, this was changed. The minimum height at which any of the scouting aircraft flew, when near the enemy, either in the French or German manœuvres, was 2000 feet. Generally speaking, the altitudes maintained were from 2500 to 3000 feet; and, in some cases, the airmen flew even higher than this.

This increase in altitude, so necessary in escaping an enemy’s gun-fire, did not in any way affect the accuracy of the news obtained by the air-scouts. It was, indeed, proved beyond question that reports of complete reliability might be obtained from the altitudes mentioned.

Opinion was naturally divided as to the question of the vulnerability of the aeroplanes to gun-fire. But unbiased observers, noting the height at which the aeroplanes flew, and the speed at which they came into range and disappeared again, were found to declare that special artillery, however cleverly handled, would have its work cut out to make anything like effective practice.

The destructive possibilities of the aeroplane were not demonstrated in these manœuvres of 1911. That, perhaps, will be left to the operations to be held in the autumn of 1912. And, still remaining unsolved, of course, is the question of war in the air between rival air-fleets.

In the case of the 1911 German manœuvres, for instance, this problem of offensive work has particular interest. Both manoeuvring forces sent out their scouts, and each side obtained detailed reports concerning the doings of the other side. The two Commanders-in-Chief were, therefore, upon an equality, so far as their aerial observations were concerned.

In actual warfare, probably, this would not have been the case. The two air-fleets would have come into contact; and it is probable that one of them would have suffered more severely than the other, with the result that its subsequent reconnoitring work would have become inferior to that of the squadron which had triumphed in the fighting.

III. Aeroplanes in actual warfare—What Italian airmen accomplished in Tripoli—Scouting and bomb-dropping under service conditions.

While referring to the operations carried out during the autumn of 1911, it is certainly necessary to refer to the first war test—made by the Italians in their Tripoli campaign—of the aeroplane as a reconnoitring instrument.

What was done in Tripoli, although not on a large scale, was, none the less, instructive; and there is little doubt but that the success achieved by the Italian military airmen, under arduous service conditions, had much to do with the decision of the authorities in England to make a definite move with regard to airmanship.

The circumstances in Tripoli were these: the Italians held the town, with their troops in a sort of half-moon formation, and with unknown forces of Turks and Arabs moving about on the desert, inland, and threatening unexpected attacks at all points.

Obviously, the business of the air-scouts was to reconnoitre as wide a tract of desert as possible, and endeavour to obtain news as to the movements, and particularly the numbers, of the enemy which menaced the Italian position.

Several Blériot monoplanes, and an Etrich monoplane, were, at first, at the disposal of the Italian Commander-in-Chief. Later on, quite a large number of machines, many of them handled by civilian volunteers, were on the scene. The scouting machines were employed to the best possible advantage. Trouble, it is interesting to note, was at first experienced in connection with the engines. Sand from the desert worked into valves and bearings. This was one of those little practical difficulties which are only encountered under actual service conditions.

The courage of the officer-airmen, in carrying out scouting flights, was marked. They flew over the Turkish and Arab lines. Had their engines failed them at a critical moment, and they had descended among a horde of wild Arabs, there is little doubt but that their plight would have been uncommonly awkward.

Working, generally, soon after dawn, the airmen made wide, sweeping half-circles over the enemy’s positions, and brought back detailed and practical reports concerning the disposition, and movements, of all the bodies of men they saw. More than once they were able to provide the Italian Commander with accurate and very valuable information regarding the sudden moving up, and massing, of large bodies of the enemy. The Italians were, in consequence, ready for an attack when it was delivered.

Hurriedly sent to the front, and working under a good many difficulties, it was, indeed, remarkable what the military pilots were able to do. They made a large number of flights without any untoward incident—beyond that of being fired on, spasmodically, by Turkish and Arab foemen.

The effect of this fire was, it is interesting to note, practically nil. The wings of the monoplanes were, it was reported, pierced more than once by bullets, but this had no adverse effect upon the machines; although, in one instance, an observer was reported to have been slightly wounded.

There was, of course, no artillery, with special guns, to test its ability in bringing down the scouting machines. Practical data, concerning what a specially-made aerial gun can do, will only be forthcoming when an army with more up-to-date equipment than that of Turkey is circled over by reconnoitring machines.

In connection with the Etrich monoplane used in Tripoli a test was made, on one occasion, with bombs. A number of small explosive bombs were carried up in the machine, and the officer-pilot dropped them over some parties of the enemy. The report, regarding these tests, was that damage had been done by the bombs; but exact details are wanting. The experiment cannot be regarded as a conclusive one, or as one illustrating in any striking way the destructive capabilities of the aeroplane.

The value of the lesson taught by the Tripoli operations cannot, however, be overestimated. Sent out to the front like any other part of the army’s equipment, the aeroplanes were assembled quickly, and flown successfully by their pilots—amply justifying their inclusion in the scheme of affairs by the extremely valuable work they were able to accomplish.

What the Tripoli flying certainly demonstrated was the value of the scouting aeroplane when used in difficult, or inaccessible country. In the future, when a force has to penetrate some awkward and hostile region, in which land scouting is almost impossible, and a lurking enemy has to be located, the work of an aerial reconnoitring officer will be of outstanding importance.

Rather more from this point of view, than from that of any lesson as to the value of aeroplanes in operations between two scientifically-armed European nations, should the use of machines in the Tripoli campaign be regarded.

IV. A final word—Conclusions to be arrived at—Problems outstanding.

In view of the most recent tests which may be described, the war aeroplane stands in the following position: for scouting work it has, both in 1910, and again with far greater force in 1911, proved its value in a way that cannot be denied. Its destructive potentialities, although clearly apparent, have not yet been demonstrated in a practical way. That, as has been said, should remain a matter for definite experiment in 1912.

There remain two problems which may be said to be outstanding. One of them is the effect which gun-fire will have upon the aeroplane; and the other concerns the result of the actual fighting which must inevitably take place, between hostile aircraft, when they meet under conditions of war.

As to the former, a reader may be able to judge, more or less, from what has been written in previous sections. Experiments, for what they are worth, have been in favour of the aeroplane. In the future, too, it will have increasing speed to help it. That it can fly 3000 feet high, and carry out its reconnoitring work efficiently, has been demonstrated.

The wise view to take of this question, in consideration of the most recent data, is that a certain percentage of war aeroplanes will fall victims to gunfire, but that this percentage will be a very small one, and that it will be in no way sufficient to mar the success of the work that a squadron of air-scouts will be able to undertake.

The suggestion is now made that, in order to secure some conclusive results, power-driver aeroplanes, without occupants, should be made to ascend, and be directed on a pre-arranged course, while subjected to artillery-fire. Such a method would be costly, however; but it might certainly yield remarkably interesting data.

Then there is the question of hostilities between aircraft, to which several references have been made. Here, again, theory has to take the place of practice. It is perfectly certain that, as machines cross from their own lines to those of the enemy, engagements will take place between them and hostile craft—which will seek to check them in their aerial spying.

That special fighting machines will be built is practically certain, also; and it is probable that, in wars of the future, engagements between these aerial opponents will precede reconnoitring work. How such flights in the air will end it is, however, difficult to predict. If some form of light explosive shell is fired, one well-placed shot will probably wreck a machine, or render it unmanageable. An aerial duel promises to be over quickly. The skill will, no doubt, lie in getting in the first shot, and in making that an accurate one.

Although, in some respects, the future is obscure, there is, upon one important point, most definite data to proceed upon. This is that the aeroplane is an instrument which will entirely change military reconnaissance.

"We are in the presence of a new and formidable science that will revolutionise warfare." So spoke Colonel Seely, Parliamentary Under-Secretary of State for War, at a special gathering of the Aeronautical Society on 18th December, 1911.

At the moment, all other problems are subservient to this: whatever its destructive powers may prove to be, and whatever may be the result of well-directed artillery-fire upon aerial scouts, no great nation can afford to neglect this new weapon.

If any country dare to do so, and others go ahead, then the nation which lags behind will stand in imminent peril in war-time. It may have a fine army, or a great fleet, but if it does not possess aeroplanes, and its opponent has them, it will be at a very serious disadvantage.

This point is no longer a matter of any supposition. It has been proved, beyond all question. It was, as a matter of fact, proved in 1910, and it was proved again in 1911. It needs no further proof. The aeroplane has shown what it can do, not in easy experiments, but under rigorous test conditions.

If our War Office buys a few more foreign machines, and makes a small stir at our military school on Salisbury Plain, that cannot be regarded as any serious step towards making up our leeway. The whole problem needs taking in hand in a way that England has not yet done.

Military flying is not a thing to be trifled with, or played at; France and Germany realise this. In 1912 they will be spending far more money upon aviation than they did in 1911. Germany, as an instance of determined purpose, intends to amplify, to the extent of £100,000, the grant for military aviation. They will be increasing their air-fleets, gaining in experience, and preparing themselves for that use of aircraft, on a very large scale, which so many experts are ready to predict will be the ultimate development.

So, with each improvement that the aeroplane makes, the peril of inactivity grows. Not only the action of foreign nations, but the warnings of far-seeing military experts in our own country, have pointed to the danger of a policy of "wait and see."

Aeroplanes, and men constantly using them—that is what we need. Money must be spent, not extravagantly, but ungrudgingly. There must be practical encouragement.

Both in the Army and Navy it has been shown that we have men, ready and eager for air work, who win compare favourably, in point of skill and resource, with the pick of the air-corps of foreign countries.

We spend millions, willingly, upon other forms of armament. All that is required is that we should spend thousands—in the right way—upon aeroplanes.

Finally, it is possible to summarise, briefly, such points and suggestions, concerning the use of war aeroplanes, as represent the most recent pronouncements of international experts upon this difficult problem.

It is now urged that machines would need to reconnoitre at night, seeing that important movements of troops are made under cover of darkness. In this regard, although it is probable that an airman would be able even at night, by flying low, to detect large bodies of men, further data is necessary in the way of practical tests.

For a scouting expedition of unusual importance—in which the safe return of the aeroplane is a point subservient to all others—it is held that a machine equipped with a dual engine-plant ought to be used, so that, should one motor fail, the pilot could fly on with the power of the other. Experiments with machines so equipped have already been undertaken.

A subsidiary, but practical use of a weight-carrying machine, during the course of an action, is suggested in the carrying of ammunition, when urgently required, from point to point.

The silencing of engines—previously referred to—and the fitting of all machines with dual control, so that, should the pilot be wounded, the observer can instantly assume control of the machine, are points now urged as being essential.

Protecting the vital parts of a fighting machine, with some form of light armour, is advocated; and it is emphasised that, for a scouting craft, flexibility of speed would be invaluable, seeing that, with an aeroplane capable of reducing its pace, the scouting officer should be able to amplify the detail of his observations.

By way of a final word, this much may be said: the flying season of 1912 will, beyond all doubt, yield results of the utmost significance in the further development of aircraft for military and naval use.

THE NORTHUMBERLAND PRESS, THORNTON STREET, NEWCASTLE-UPON-TYNE