Aeroplanes and Dirigibles of War Part 7

One attempt to secure the adequate protection against gun-fire from the ground a.s.sumed the installation of bullet-proof steel plating, about one fifth of an inch thick, below the tank and the motor respectively.

The disposition of the plating was such as to offer the minimum of resistance to the air and yet to present a plane surface to the ground below. So far as it went this protection was completely effective, but it failed to armour the vital parts against lateral, cross and downward fire while aloft. As the latter is more to be feared than the fire from the ground, seeing that it may be directed at point blank range, this was a decided defect and the armour was subsequently abandoned as useless.

The only effective method of achieving the desired end is to armour the whole of the carriage or fuselage of the adroplane, and this was the principle adopted by the Vickers Company. The Vickers military aeroplane is essentially a military machine. It is built of steel throughout.

The skeleton of the machine is formed of an alloy which combines the qualities of aluminium and steel to ensure toughness, strength, and lightness. In fact, metal is employed liberally throughout, except in connection with the wings, which follow the usual lines of construction.

The body of the car is sheathed with steel plating which is bullet proof against rifle or even shrapnel fire. The car is designed to carry two persons; the seats are therefore disposed tandem-wise, with the observer or gunner occupying the front seat.

The defensive armament is adequate for ordinary purposes. Being fitted with a 100 horse-power motor, fairly high speeds are attainable, although the velocity is not equal to that of machines constructed upon conventional lines, inasmuch as there is an appreciable increase in weight.

The car is short and designed upon excellent stream lines, so that the minimum of resistance to the air is offered, while at the same time the balancing is perfect. The sides of the car are brought up high enough to protect the aviators, only their heads being visible when they are seated. The prow of the car follows the lines generally adopted in high speed torpedo boat design; there is a sharp knife edge stem with an enclosed fo'c's'le, the latter housing the gun.

Another craft, designed for scouting operations, may be likened to the mosquito craft of the seas. This machine, while a biplane like the military aeroplane, is of lighter construction, everything being sacrificed to speed in this instance. It is fitted with a 100 horse-power motor and is designed to carry an observer if required.

There is no offensive armament, however. The fuel tank capacity, moreover, is limited, being only sufficient for a two or three hours'

flight. While this is adequate for general reconnoitring, which for the most part entails short high speed flights, there are occasions when the Staff demands more prolonged observations conducted over a greater radius. This requisition can be met by eliminating the observer, whose duties in this instance must be a.s.sumed by the pilot, and subst.i.tuting in place of the former, a second fuel tank of sufficient capacity for a flight of four or five hours, thereby bringing the term of action in the air to about 6 1/4 hours. This machine travels at a very high speed and is eminently adapted to its specific duty, but it is of limited service for general purposes.

The arming of an aeroplane, to enable it to defend itself against hostile attack or to partic.i.p.ate in raiding operations upon the aerial fleet of the enemy, appears to be a simple task, but as a matter of fact it is an undertaking beset with difficulties innumerable. This is especially the case where the aeroplane is of the tractive type, that is to say where the propellers are placed in the forefront of the machine and in their revolution serve to draw the machine forward. All other considerations must necessarily be sacrificed to the mounting of the propeller. Consequently it is by no means easy to allot a position for the installation of a gun, or if such should be found there is grave risk of the angle of fire being severely restricted. In fact, in many instances the mounting of a gun is out of the question: it becomes a greater menace to the machine than to the enemy.

The French aeronautical section of the military department devoted considerable study to this subject, but found the problem almost insurmount able. Monsieur Loiseau met with the greatest measure of success, and his system is being practised in the present campaign. This principle is essentially adapted to tractor aeroplanes. Forward of the pilot a special position is reserved for the gunner. A special mounting is provided towards the prow, and upon the upper face of the body of the machine. The gun mounting is disposed in such a manner that it is able to command a wide arc of fire in the vertical plane over the nose of the machine and more particularly in the downward direction.

The marksman is provided with a special seat, but when he comes into action he has to stand to manipulate his weapon. The lower part of his body is protected by a front shield of steel plate, a fifth of an inch in thickness, while a light railing extending upon either side and behind enables the gunner to maintain his position when the aeroplane is banking and climbing. The machine gun, of the Hotchkiss type, is mounted upon a swivel attached to a tripod, while the latter is built into the bracing of the car, so as to ensure a fairly steady gun platform.

While the gun in the hands of a trained marksman may be manipulated with destructive effect, the drawbacks to the arrangement are obvious. The gunner occupies a very exposed position, and, although the bullet-proof shield serves to break the effects of wind when travelling at high speed which renders the sighting and training of the weapon extremely difficult, yet he offers a conspicuous target, more particularly when the enemy is able to a.s.sume the upper position in the air as a result of superior speed in travelling. The gun, however, may be elevated to about 60 degrees, which elevation may be accentuated by the inclination of the aeroplane when climbing, while the facility with which the weapon may be moved through the horizontal plane is distinctly favourable.

But the aerial marksman suffers from one very p.r.o.nounced defect: he has a severely restricted survey of everything below, since his vision is interrupted by the planes. The result is that an enemy who has lost ascendancy of position is comparatively safe if he is able to fly immediately below his adversary: the mitrailleuse of the latter cannot be trained upon him. On the other hand the enemy, if equipped with repeating rifles or automatic pistols, is able to inflict appreciable damage upon the craft overhead, the difficulties of firing vertically into the air notwithstanding.

In the Vickers system, where the propeller is mounted behind the car, the aeroplane thus operating upon the pusher principle, the nose of the car is occupied by the arm, which is a rifle calibre machine gun fitted upon a special mounting. The prow is provided with an embrasure for the weapon and the latter is so installed as to command an angle of 30 degrees on all sides of the longitudinal axis of the machine when in flight. In this instance the marksman is provided with complete protection on all sides, inasmuch as his position is in the prow, where the hood of the fo'c's'le shields him from overhead attack. The gun is protected by a special shield which moves with the gun barrel. This shield is provided with mica windows, through which the gunner is able to sight his arm, so that he is not inconvenienced in any way by the wind draught.

One shortcoming of such methods of arming an aeroplane will be observed.

Ahead firing only is possible; the weapon cannot be trained astern, while similarly the line of fire on either broadside is severely limited. This is one reason why the machine-gun armament of aerial craft of the heavier-than-air type has not undergone extensive development.

In many instances the pilot and observer have expressed their preference for repeating high velocity rifles over any form of fixed gun mounting, and have recourse to the latter only when the conditions are extremely favourable to its effective employment.

Efforts are now being made to equip the military type of aeroplane with both forward and astern firing guns. The urgency of astern fire has been brought home very vividly. Suppose, for instance, two hostile aeroplanes, A and B, are in the air. A has the advantage at first, but B is speedier and rapidly overhauls A. During the whole period of the overhauling movement the gun of B can be directed upon A, while the latter, owing to the arc of training being limited to c d cannot reply.

Obviously in the running fight it would be to the advantage of B, although the fleeter machine, to keep behind A (position 1), but the latter is making towards its own lines.

Under these circ.u.mstances A must be headed off, so B crowds on speed to consummate this end. But in the overtaking process B renders his gun-fire ineffective, inasmuch as B pa.s.ses beyond the arc of his gun which is represented by e f. But in so doing B comes within the firing arc of A (position 9). To minimise this danger B ascends to a higher level to obtain the paramount position.

If, however, B were equipped with an astern gun the aeroplane A would be within the fire of B when the forward gun of the latter could not be used. Similarly if A were also fitted with an astern gun it would be able to attack its pursuer the whole time B was to its rear and in this event, if its gun-fire were superior, it would be able to keep the latter to a safe distance, or compel B to manoeuvre into a superior position, which would entail a certain loss of time.

An astern firing gun would be valuable to B in another sense. Directly it had pa.s.sed A or brought the latter within the zone of its astern gun it could maintain its fire at the most advantageous range, because owing to its speed it would be able to dictate the distance over which shots should be exchanged and if mounted with a superior weapon would be able to keep beyond the range of A's guns while at the same time it would keep A within range of its own gun and consequently rake the latter. In the interests of self-preservation A would be compelled to change its course; in fact, B would be able to drive it in any direction he desired, as he would command A's movements by gun-fire.

The value of combined ahead and astern firing has been appreciated, but there is one difficulty which at the moment appears to be insuperable the clearance of the propeller. At the moment astern-firing, if such it may be called, is maintained by repeating rifles, but this armament is not to be compared with machine-gun firing, as the latter with its capacity to pour 400 to 600 shots a minute, is far more deadly, particularly when the weapon is manipulated by a crack gunner.

Up to the present the offensive armament of aeroplanes has been confined to light machine guns such as the Hotchkiss, Berthier, Schwartlose, and Maxim weapons. So far as the arming of aeroplanes is concerned the indispensable condition is light weight. With airships this factor is not so vital, the result being that some dirigibles are mounted with guns, throwing one pound bursting sh.e.l.ls, fitted either with delay action or percussion fuses, the former for preference. These sh.e.l.ls are given a wide cone of dispersion. Experiments are also being made with a gun similar to the pom-pom which proved so useful in South Africa, the gun throwing small sh.e.l.ls varying from four to eight ounces in weight at high velocity and in rapid succession. While such missiles would not be likely to inflict appreciable damage upon an armoured aeroplane, they would nevertheless be disconcerting to the aviators subjected to such fire, and in aerial combats the successful undermining of the adversary's moral is of far greater importance than in land operations, since immediately ascendancy in the artillery operations is attained the final issue is a matter of moments.

But the most devastating arm which has yet been contrived for aerial operations is the light machine gun which has recently been perfected.

The one objective with this weapon is to disable the hostile aircraft's machinery. It fires an armour piercing projectile which, striking the motor of any aircraft, would instantly put the latter out of action. The sh.e.l.l has a diameter of about.75 inch and weighs about four ounces. The gun is a hybrid of the mitrailleuse and the French "Soixante-quinze,"

combining the firing rapidity of the former with the recoil mechanism of the latter. This missile has established its ability to penetrate the defensive armouring of any aeroplane and the motor of the machine at 1,000 yards' range. This offensive arm is now being manufactured, so that it is likely to be seen in the near future as the main armament of aeroplanes.

At the moment widespread efforts are being made in the direction of increasing the offensive efficiency of aircraft. It is one of the phases of ingenuity which has been stimulated into activity as a result of the war.

CHAPTER XII. BATTLES IN THE AIR

Ever since the days of Jules Verne no theme has proved so popular in fiction as fighting in the air. It was a subject which lent itself to vivid imagination and spirited picturesque portrayal. Discussion might be provoked, but it inevitably proved abortive, inasmuch as there was a complete absence of data based upon actual experience. The novelist was without any theory: he avowedly depended upon the brilliance of his imagination. The critic could only theorise, and no matter how dogmatic his reasonings, they were certainly as unconvincing as those of the object of his attack.

But truth has proved stranger than fiction. The imaginative pictures of the novelist have not only been fulfilled but surpa.s.sed, while the theorising critic has been utterly confounded. Fighting in the air has become so inseparable from the military operations of to-day that it occurs with startling frequency. A contest between hostile aeroplanes, hundreds of feet above the earth, is no longer regarded as a dramatic, thrilling spectacle: it has become as matter-of-fact as a bayonet melee between opposed forces of infantry.

A duel in the clouds differs from any other form of encounter. It is fought mercilessly: there can be no question of quarter or surrender.

The white flag is no protection, for the simple reason that science and mechanical ingenuity have failed, so far, to devise a means of taking an aeroplane in tow. The victor has no possible method of forcing the vanquished to the ground in his own territory except driving. If such a move be made there is the risk that the latter will take the advantage of a critical opportunity to effect his escape, or to turn the tables.

For these reasons the fight is fought to a conclusive finish.

To aspire to success in these combats waged in the trackless blue, speed, initiative, and daring are essential. Success falls to the swift in every instance. An aeroplane travelling at a high speed, and pursuing an undulating or irregular trajectory is almost impossible to hit from the ground, as sighting is so extremely difficult. Sighting from another machine, which likewise is travelling rapidly, and pursuing an irregular path, is far more so. Unless the attacker can approach relatively closely to his enemy the possibility of hitting him is extremely remote.

Rifle or gun-fire must be absolutely point blank.

When a marauding aeroplane is espied the attacking corsair immediately struggles for the strategical position, which is above his adversary. To fire upwards from one aeroplane at another is virtually impossible, at least with any degree of accuracy. The marksman is at a hopeless disadvantage. If the pilot be unaccompanied and entirely dependent upon his own resources he cannot hope to fire vertically above him, for the simple reason that in so doing he must relinquish control of his machine. A rifle cannot possibly be sighted under such conditions, inasmuch as it demands that the rifleman shall lean back so as to obtain control of his weapon and to bring it to bear upon his objective. Even if a long range Mauser or other automatic pistol of the latest type be employed, two hands are necessary for firing purposes, more particularly as, under such conditions, the machine, if not kept under control, is apt to lurch and pitch disconcertingly.

Even a colleague carried for the express purpose of aggression is handicapped. If he has a machinegun, such as a Maxim or a mitrailleuse, it is almost out of the question to train it vertically. Its useful vertical training arc is probably limited to about 80 degrees, and at this elevation the gunner has to a.s.sume an extremely uncomfortable position, especially upon an aeroplane, where, under the best of circ.u.mstances, he is somewhat cramped.

On the other hand the man in the aeroplane above holds the dominating position. He is immediately above his adversary and firing may be carried out with facility. The conditions are wholly in his favour.

Sighting and firing downwards, even if absolutely vertically, imposes the minimum physical effort, with the result that the marksman is able to bring a steadier aim upon his adversary. Even if the machine be carrying only the pilot, the latter is able to fire upon his enemy without necessarily releasing control of his motor, even for a moment.

If he is a skilled sharpshooter, and the exigencies demand, he can level, sight, and fire his weapon with one hand, while under such circ.u.mstances an automatic self-loading pistol can be trained upon the objective with the greatest ease. If the warplane be carrying a second person, acting as a gunner, the latter can maintain an effective rifle fusillade, and, at the same time, manipulate his machine-gun with no great effort, maintaining rifle fire until the pilot, by manoeuvring, can enable the mitrailleuse or Maxim to be used to the greatest advantage.

Hence the wonderful display of tactical operations when two hostile aeroplanes sight one another. The hunted at first endeavours to learn the turn of speed which his antagonist commands. If the latter is inferior, the pursued can either profit from his advantage and race away to safety, or at once begin to manoeuvre for position. If he is made of stern stuff, he attempts the latter feat without delay. The pursuer, if he realises that he is out cla.s.sed in pace, divines that his quarry will start climbing if he intends to show fight, so he begins to climb also.

Now success in this tactical move will accrue to the machine which possesses the finest climbing powers, and here again, of course, speed is certain to count. But, on the other hand, the prowess of the aviator--the human element once more--must not be ignored. The war has demonstrated very convincingly that the personal quality of the aviator often becomes the decisive factor.

A spirited contest in the air is one of the grimmest and most thrilling spectacles possible to conceive, and it displays the skill of the aviator in a striking manner. Daring sweeps, startling wheels, breathless vol-planes, and remarkable climbs are carried out. One wonders how the machine can possibly withstand the racking strains to which it is subjected. The average aeroplane demands s.p.a.ce in which to describe a turn, and the wheel has to be manipulated carefully and dexterously, an operation requiring considerable judgment on the part of the helmsman.

But in an aerial duel discretion is flung to the winds. The pilot jambs his helm over in his keen struggle to gain the superior position, causing the machine to groan and almost to heel over. The stem stresses of war have served to reveal the perfection of the modern aeroplane together with the remarkable strength of its construction. In one or two instances, when a victor has come to earth, subsequent examination has revealed the enormous strains to which the aeroplane has been subjected.

The machine has been distorted; wires have been broken--wires which have succ.u.mbed to the enormous stresses which have been imposed and have not been snapped by rifle fire. One well-known British airman, who was formerly a daring automobilist, confided to me that a fight in the air "is the finest reliability trial for an aeroplane that was ever devised!"

In these desperate struggles for aerial supremacy the one party endeavours to bring his opponent well within the point-blank range of his armament: the other on his part strives just as valiantly to keep well out of reach. The latter knows fully well that his opponent is at a serious disadvantage when beyond point-blank range, for the simple reason that in sighting the rifle or automatic pistol, it is difficult, if not impossible while aloft, to judge distances accurately, and to make the correct allowances for windage.

If, however, the dominating aviator is armed with a machine gun he occupies the superior position, because he can pour a steady hail of lead upon his enemy. The employment of such a weapon when the contest is being waged over friendly territory has many drawbacks. Damage is likely to be inflicted among innocent observers on the earth below; the airman is likely to bombard his friends. For this very reason promiscuous firing, in the hope of a lucky shot finding a billet in the hostile machine, is not practised. Both parties appear to reserve their fire until they have drawn within what may be described as fighting distance, otherwise point blank range, which may be anything up to 300 yards.

Some of the battles between the German and the French or British aeroplanes have been waged with a total disregard of the consequences.

Both realise that one or the other must perish, and each is equally determined to triumph. It is doubtful whether the animosity between the opposing forces is manifested anywhere so acutely as in the air. In some instances the combat has commenced at 300 feet or so above the earth, and has been fought so desperately, the machines climbing and endeavouring to outmanoeuvre each other, that an alt.i.tude of over 5,000 feet has been attained before they have come to close grips.

The French aviator is nimble, and impetuous: the German aviator is daring, but slow in thought: the British airman is a master of strategy, quick in thought, and prepared to risk anything to achieve his end. The German airman is sent aloft to reconnoitre the enemy and to communicate his information to his headquarters. That is his a.s.signed duty and he performs it mechanically, declining to fight, as the welfare of his colleagues below is considered to be of more vital importance than his personal superiority in an aerial contest. But if he is cornered he fights with a terrible and fatalistic desperation.

The bravery of the German airmen is appreciated by the Allies. The French flying-man, with his traditional love for individual combat, seeks and keenly enjoys a duel. The British airman regards such a contest as a mere incident in the round of duty, but willingly accepts the challenge when it is offered. It is this manifestation of what may be described as acquiescence in any development that enabled the British flying corps, although numerically inferior, to gain its mastery of the air so unostentatiously and yet so completely.

All things considered an aeroplane duel is regarded as a fairly equal combat. But what of a duel between an aeroplane and a dirigible? Which holds the advantage? This question has not been settled, at any rate conclusively, but it is generally conceded that up to a certain point the dirigible is superior. It certainly offers a huge and attractive target, but rifle fire at its prominent gas-bag is not going to cause much havoc. The punctures of the envelope may represent so many vents through which the gas within may effect a gradual escape, but considerable time must elapse before the effect of such a bombardment becomes p.r.o.nounced in its result, unless the gas-bag is absolutely riddled with machine gun-fire, when descent must be accelerated.

On the other hand, it is to be presumed that the dirigible is armed.

In this event it has a distinct advantage. It has a steady gun-platform enabling the weapons of offence to be trained more easily and an enhanced accuracy of fire to be obtained. In order to achieve success it is practically imperative that an aeroplane should obtain a position above the dirigible, but the latter can ascend in a much shorter s.p.a.ce of time, because its ascent is vertical, whereas the aeroplane must describe a spiral in climbing. Under these circ.u.mstances it is relatively easy for the airship to outmanoeuvre the aeroplane in the vertical plane, and to hold the dominating position.

But even should the aeroplane obtain the upper position it is not regarded with fear. Some of the latest Zeppelins have a machine gun mounted upon the upper surface of the envelope, which can be trained through 360 degrees and elevated to about 80 degrees vertical. Owing to the steady gun platform offered it holds command in gun-fire, so that the aeroplane, unless the aviator is exceptionally daring, will not venture within the range of the dirigible. It is stated, however, that this upper gun has proved unsatisfactory, owing to the stresses and strains imposed upon the framework of the envelope of the Zeppelin during firing, and it has apparently been abandoned. The position, however, is still available for a sniper or sharpshooter.