Aviation in Peace and War

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aircraft. It must be remembered that this progress in tactics and strategy, in the machine, and the airman's skill, was made in the short period of four years, and that every war has started with a great advance in scientific knowledge, accumulated during peace, over that obtaining at the close of the previous war. We may therefore assume, provided the dan

verseas possessions is likely usefully to grow provided any tendency to the concurrent building up of a large ground organization is withstood. The advantages of aircraft for "garrison" duties lie, under suitable geographical conditions, in their swift action and wide range, their economy, and, during disturbances their capacity for constant pressure against the enemy without fear of retaliation. One of the main problems is

as. Fighting will undoubtedly take place at very high altitudes to keep the enemy's fighting machines away from the zone of operations-necessitating the development of the single-seater so as to increase climb and man?uvrability, and obtain, if possible, a speed of 200 miles an hour at 30,000 feet. Cavalry, unless retained, as I think they should be, in the form of mounted machine-gunners, will, I think, disappear in European warfare, but

at present to judge between the conflicting opinions as to the future of the capital ship, but it is certain that aviation will materially modify naval tactics and construction. Coast defence, reconnaissance, anti-submarine work, escort, and the bombing of enemy bases, will doubtless continu

radius of flight and limitation in the size of aircraft imposed by the deck-space of "carriers," but there is reason to suppose that on the one hand engines wi

blockade will be rendered increasingly difficult. The possibility of gas attack on enemy bases from

Admiralty. Improvements have been made in large flying boats and amphibians, especially with a view to facilitating their landing o

ies, and air forces are dependent upon the application to work, the output of war supplies, and, above all, the morale of the civil population. Just as gas was used notwithstanding the Hague Convention, so air war, in spite of any and every international agreement to the contrary, will be carried into the enemy's country, his industries will be destroyed, his nerve centres shattered, his food supply disorganized, and the will power of the nation as a whole shaken. Formidable as is the prospect of this type of air warfare, it will

lization zones, his arsenals, harbours, strategic railways, shipping and rolling stock. Corps and Army squadrons will concentrate in formation to accompany the armies to the front; reconnaissance and fighting patrols will scatter in all directions from coastal air bases to

for the protection of specialized machines, while the main air forces in large formations will concentrate independently to produce, if poss

it was some twenty days between the declaration of war and the exchange of the first shots, in the next war the air battle may be joined within as many hours, and an air attack launched almost simultaneously wi

s a Factor in Na

ces to obtain a decisive victory, or at any rate an uncontested superiority, at the outbreak of war. Though in air, as in every other form of wa

, of course, maintain a fixed number of machines and pilots in reserve for every one on the active list, but, although some such system is necessary, on a large scale it is open to many and serious objections. First of all, even on a cadre basis, it means keeping inactive at considerable cost a number of machines which may never be used and which, however carefully stored, quickly deteriorate. Knowled

ial than any amount of machine reserve power immediately available, and in the event of a war of short duration that power will win which has the greatest preponderance of machines, service or civil, fit to take

terprise and to-day it depends upon the Mercantile Marine for its reserve power of men and material. In the same way must air power be built up on commercial air supremacy. If we accept Mahan, or the dictum of any other great naval or military historian or strategist, a service air force by itself is not air power, and after a brief if brilliant flash must wither if reserves are not immediately at hand. A

y; in other words, to the fact that we are a seafaring nation. Similarly air supremacy can only be secured if the air-sense of the man in the street is fostered, and aviation is not confined to military operations, but becomes a part

an Instrument of

s the supremacy of the air. Moreover, as the Roman Empire was built upon its roads and as the foundations of the British Empire have hitherto rested upon its shipping, as steam, the cable and wireless have each in turn been harnessed to the work of speeding up

stering civil aviation as a part of its military policy and, a portion of the subsidy being given to machines fulfilling service requirements, there is a strong tendency for French civil aviation to be military air power camouflaged. British policy, on the other hand, shoul

ent departments, provincial governments and private corporations. The former method, allowing of independent commercial expansion, is better suited to British mentality and requirements, but its success will depend on a genuine endeavour to make commercial aviation the real and vital basis of our air power. Experience in commerc

the mainstay of air power as a whole is right. Service aviation is bound by technical and financial limits; its scope confined to the requirements of war. Civil aviation, on t

and Econom

re. New machines must be evolved suitable to the requirements of mail, passenger and freight transport, but, in the present state of financial stringency, capital is not forthcoming for experiment unless there is every promise of a safe return. Then there are the expenses involved in general ground organization, maintenance, fuel, insurance, etc. The question is how can we carry on until the really economic type of commercial machine is evolved. It will never be evolved unless there is continuous flying and a continuous demand for new and improved machines for commercial work. To meet this in France, the Government came forward wi

ion of the use of aircraft as the regular means of carrying mails will be of great assistance in the development of air transport. Aircraft revolutionize the speed of intercommunication by letter, and banks and financial houses will gradually realize that large savings can be made by utilizing air mails for the transaction of business. A difficulty lies in the

f the air. In spite of the great decrease of accidents, in spite of the increased comfort of air travel, in spite of increased regularity, the average person is slow to realize that the communication of the busy man of the future will be by air. The majority of the business world is too conservative to make general use of the opportunities offered by aircraft for the quick transmission of its correspondence, while, though speed must be paid for

itions and N

vices of Great Britain have been amalgamated under the Department of Civil Aviation, and, working in close co-operation with the Communications Branch of the Department, have made improvements in the rapid collection and distribution of meteorological

d thereby save their own fuel and their passengers' time. This will be specially useful in the tropics where the regularity of the surface winds has its counterpart in the upper air, but even in Europe time-tables can

r-to which unfortunately England is particularly liable during the winter. Experiments have been carried out on the dispersal of fog, the illumination of aerodro

other transport services run continuously day and night. Further, as machines become rapidly obsolete owing to technical progress, it is essential that they should be in use for the greate

on different ground stations, whose position is known, have been obtained, a "cut" or "fix" of the aircraft is obtained. The position-finding system consists of two or more ground stations fitted with apparatus capable of taking bearings with respect to true north and connected by direct telephone line. The aircraft calls up by wireless one of these stations, requests her position and then makes a seri

tion of light through very wide angles, the installation of light and powerful lamps in aircraft, the elimination of shadow

ater. There will be four lighthouses on the English section, of which two will be automatic, requiring no attention for twelve months at a time. These, and many other, facilities will much assist the progres

niza

machines; in November, 1918, 30,000 officers, 170,000 men, and 22,000 machines, all of them better and of a higher performance than those of 1914. Our casualties during the war were about 18,000; air formations had been active in some fifteen theatres of operations; 8,000 enemy machines and 300 observation balloons had been des

n, and argue increased cost, duplication, competition and disjointed action. There is no doubt that the liaison of the General, Naval and Air Staffs must be closened, and if co-operation with the senior services was really becoming less satisfactory, a return to the old system should be considered amongst other alternatives, but I do not think tha

ficulties, should be adopted and co-ordination thus increased step by step. Apart from Supply, some of the services in which this could be effected are the medical, education, chaplains, mobilization stores, transport, works and buildings, accounting, communications, ordnance and national factories. A modified sc

to retard private enterprise and development. The Admiralty, on the other hand, had assisted by dealing almost entirely with firms for Royal Naval Air Service supply. The conditions in France fortunately were very much better than those in this country, and for the first year or two French factories helped us out with both machines and engines. By the end of the war we had the largest and most efficient aircraft industry in the world. There were no less than seventy-six great factories turning out vast numbers of co

hine an

climb and speed are required and the design is much affected by the condensed nature of the load. For peace purposes, besides the primary advantage of speed which the air has over other

ected to utilize air transport, nor is there any inducement to surrender mails and freight for carriage by air. Every endeavour compatible with economy is made, as far as the equipment of aerodromes and the organization of the routes are concerned, to

enance of an air service is a very complex and costly matter. The utilization of converted war machines is no longer sufficient and those specially desig

s, and because of the psychological effect on insurance companies and on passengers, the twin engine will probably remain in use for large commercial machines, until long-lived and economic engines of more than 500 horse-power are available. On the other hand, where extra power is not required, the twin-engine is not safer than the single-engine machine; no existing twin-engine comm

load with less horse-power. Improvement is being made in this direction; thus the D.H.18 carries eight passengers at 56 horse-power pe

the most difficult problems is to evolve a high-lift wing which does not impair the aircraft's speed in the air. For commercial machines we must aim at the largest possible commercial load, the smallest possible fuel load and, consequently, an engine which uses fuel economically and, conversely, a

atest care. Detailed investigation must be made into all serious accidents. This is now compulsory un

d ignition systems. During the earlier stages of the war the average life of an engine before complete overhaul was necessary was, of stationary engines, from 50 to 60 hours, and of rotary engines, abo

eater weight, more solid construction and greater efficiency, running at nearly its full horse-power. The former is more expensive in primary cost and upkeep, but allows a higher performance and provides reserve horse-power for emergency;

ooling, facilities for loading and unloading in a commercial machine, simple and efficient navigational instruments and self-starter. Every improvement, however small, will assist to reduce running costs. Then revenue must be increased and the comfort of passengers, as, for instance, ventilation, warmth, luggage capacity and, more than all, a reduction of noise has to be carefully considered or they will not travel a second time by air. An effective engine silen

ne of progress, its results must largely depend on the amount of flying done. It is clear that for economic reasons new designs

ted to its purposes. Although a good deal has under the circumstances already been achieved in peace, much remains to be done. Gradually, however, with a modicum of research, improvements in the factors already mentioned and the reduction of

itish, Continent

Strasburg, from Toulouse to Montpelier and across Spain to Casablanca in Morocco; Belgium, from Brussels to London and Paris; Holland, from Amsterdam to London; Germany, in spite of the restrictions placed upon her, entered the field as a competitor and her aircraft flew re

ils. There were also air mail services between London and Brussels and Amsterdam. The mileage flown and the number of passengers and the weight of goods carried were considerable, while the number of letters stea

nally opposed to subsidies, believing that enterprise can be healthily built up on private initiative. Therefore, until 1921 civil aviation had to content itself with the indirect assistance of the State, which consisted mainly in the adjustm

ogress achieved during 1920, and therefore the maintenance of air servi

ssen the value of aircraft's superior speed and militate against the operation of successful internal air services. Possible exceptions might include amphibian services between London and Dublin, accelerating the delivery of mails five or six hours; between Glasgow and Belfast, where the Clyde and the harbour of Belfast could be us

able compared to that of the United States, where the Post Office saves two days in the delivery of mails by air between New York and San Francisco; or compared to that of Germany, where Berlin is within a

. In a decade or two overhead transit will become the main factor in the express delivery of passengers, mails, and goods. It is the one means left to the Empire of speeding

rt may prove more economic than the construction of railways, and the trans-oceanic routes over which travel by steamship has reached, and in many cases passed, its economic maximum speed. Air transport, careless wheth

or foreign territory. Egypt, the starting-point for air routes to India, Australia, and South Africa, may be described as the centre of a circle of which Engl

errent; engine trouble does not bring it down; and it can take advantage of prevailing winds. It would reduce the sea journey from England to Karachi from 22 to 5 days; from England to Johannesburg from 21 to 7 days; and from England to Perth from 32 to 10? days. Its achievements have already been considerable. In November, 1917, the German L.57 flew from Cons

timatum of the London Conference of 1921, the construction of aircraft of all kinds is at present forbidden, but Germany is fostering airship development by the means left at her disposal. Her scientists are probing the constructional problems connected with large airships, while efforts are being made, by fi

eresting themselves, either financially or const

commercial long-distance flights, a few months ago the Department of Civil Aviation took over all airship material surplus to service requirements. The main object was to test the practicability and value of mooring airships to a mast. Up to the present, a principal factor militating against the economic

p communications between the various Dominions and the Mother Country, that the operation o

spect of civil aviation that the great demonstration flights were organized in which Alcock flew the Atlantic in a Vickers "Vimy," Scott

The growth of vegetation is enormous, especially during the rains, and grass will grow to a height of eleven feet in six months; and trees stumped two feet below the surface will throw out suckers and replant themselves within a month after the rains have started.... It is most important that rough

engers, and this could be partially rectified by an air service employing seaplanes or amphibians for the Leeward and Windward Islands and the Bahamas, and between the Bahamas and the American Continent, where an American company is actually conducting a service. Another project, given up owing to recent disturbances, was one for a flying-boat service on the Nile. Services are also being considered from Malta to Italy, Gera

ic; it should be much simpler to control than many international routes, which inevitably have many complications; weather conditions are not unfavourable; and the time taken for the journey by sea would be reduced by about one-half. If the shortcomings in point of distance of the continental routes in reaping the full advantages of travel by air, and the importance of the best possible communications for the Empire, are recognized, it is essential that a practical form of assistance should be given in the near future to the conduct of weekly or even bi-weekly services each way between Cairo and Karachi. Although it will not be a commercial proposition for

f natural expansion, and by the gradual extension of local air lines to merge with those from other portions of the Empire, will assist in eventually forming a continuous chain of inter-Imperial air communication. Such a process of internal de

CLU

course of which not only did air co-operation become essential to the Navy and Army, but the importance of the Air Force as a separate arm, with its own strategic action, steadily grew; the increas

ar held the post of Chief of the Air Staff) materially helped, if it did not actually win, the fight. It has greatly complicated and increased the problems of defence. In future its influence on these problems will be still greater. The air has n

ll certainly absorb certain functions of both, it would be unwise, at this early stage of development, for ai

difficult to devise a scheme, especially when the State exercises a measure of control through the grant of subsidies, for the obligatory enrolment of civil commercial pilots in the reserve, and for periodical refresher courses for pilots, who ar

y a would-be belligerent. Meanwhile, if civil aviation can be built up as a productive organization to a position relative to that held by our mercantile marine, we must understand that it will ensure air supremacy better than a large unproductive outlay on armaments. And I am convinced that, with public support, this can, and will, be

feguarded. Air communication between the various portions of the Empire may prove of inestimable value in a future world war, and Dominion air forces may be able quickly to concentrate against enemy territory which is out of the range of aircraft operating from home. We have seen the value of aircraft operating from land bases for naval patrol, anti-submarine action, and direct attack on enemy shipping. With the increasing radius of action of seaplanes and other naval aircraft, the Army and Navy may be relieved of certain of their

tinies. The evolution of our civilization bears strongly the marks of the systems which at various stages have made the intercourse of men and ideas poss

ecorded time; of roads which gradually linked the important areas of the Roman Empire; of inland and coastal wate

e present age. We can hardly realize that it was only the other day, as these things go-in 1819, just a hundred years before the same feat wa

come, how will the British Empire be affected? Stretching from Great Britain to Australia and the Pacific Ocean, the Empire depends more than any other political and commercial organization on the most modern and speedy communications, and as each of its portion

e that civil aviation, by reducing the time factor of intercommunication, will tend to bring peoples into closer touch with each other and will make for mutual understanding. The Peace Treaty provided for an Air Convention for the international control of civil aviation. The Convention has been signed by all the Allied nations which took part in the war, and

edge and effort is brought to bear for one great purpose; and in no respect was this better exemplified than in the utilization and scientific development of aviation. The world-po

ten years mercantile air services will be operating on a self-supporting basis. The science and concentration employed in the war must be made to serve the

eir most valuable partner; as, during the war, they grudged its logical development to strike widely where they could not re

ust, and increasingly will, be harnessed to the work of perfecting air communication so that human mobilit

ke is constantly made-to suppose that soldiers look forward with equanimity to the prospect of war. On the contrary, soldiers, more even than civilians, if this be possible, realize

rganizes itself to avenge defeat. Then, once again, forgetful of the terrible lesson we have learned, the great nations of the world may unsheathe the sword as the only solution to their problems. Our only hope lies in using the ensuing years to educate mankind to the principle that war brings misery and impoverishment to all engaged in it, that in the final victory it is not a question of which is left the strongest, b

e recall the almost miraculous development of the fighting powers of aircraft during the four and a half years of war, and also the further developments which were on the point of being utilized when the war ended, it seems certain that from the point of view of war Britain has ceased to be an island. The "silver streak" would have been little protection but for our naval supremacy, and in the future our security will depend

tain by Butler & Tan

. Variant spellings, e.g. Frankfort and Frankfurt, remain as printed. Significa

unker' amend