Aviation in Peace and War Part 1

Aviation in Peace and War.

by Sir Frederick Hugh Sykes.

INTRODUCTION

Since the earliest communities of human beings first struggled for supremacy and protection, the principles of warfare have remained unchanged. New methods have been evolved and adopted with the progress of science, but no discovery, save perhaps that of gunpowder, has done so much in so short a time to revolutionize the conduct of war as aviation, the youngest, yet destined perhaps to be the most effective fighting-arm. Yet to-day we are only on the threshold of our knowledge, and, striking as was the impetus given to every branch of aeronautics during the four years of war, its future power can only dimly be seen.

We may indeed feel anxious about this great addition of aviation to the destructive power of modern scientific warfare. Bearing its terrors in mind, we may even impotently seek to check its advance, but the appeal of flying is too deep, its elimination is now impossible, and granted that war is inevitable, it must be accepted for good or ill.

Fortunately, although with the other great scientific additions, chemical warfare and the submarine, its potentialities for destruction are very great, yet aircraft, unlike the submarine, can be utilized not only in the conduct of war but in the interests of peace, and it is here that we can guide and strengthen it for good. Just as the naval supremacy of Britain was won because commercially we were the greatest seafaring people in the world, so will air supremacy be achieved by that country which, making aviation a part of its everyday life, becomes an airfaring community.

Our nation as a whole has been educated, owing to its geographical situation and by tradition, to interest itself in the broader aspects of marine policy and development. It requires to take the same interest in aviation, a comparatively new subject, unhampered to a great extent by preconceived notions and therefore offering greater scope for individual thought.

The following sketch[1] has been written in the hope that some of those who read it may be inspired to study aviation in one or other of its branches, whether from the historical, technical, strategical, or commercial point of view. Any opinions expressed are, of course, my own and not official.

[1] First written and delivered as the Lees-Knowles Lectures at Cambridge University in February and March, 1921.

I propose first briefly to trace the history of aviation from its beginnings to the outbreak of war; next to describe the evolution of aircraft and of air strategy during the war; and last to estimate the present position and to look into the future.

CHAPTER I

PRE-WAR

EARLY THOUGHTS ON FLIGHT.

The story of the growth of aviation may be likened to that of the discovery and opening up of a new continent. A myth arises, whence no one can tell, of the existence of a new land across the seas. Eventually this land is found without any realization of the importance of the discovery. Then comes the period of colonization and increasing knowledge. But the interior remains unexplored. So, in the case of aviation, man was long convinced, for no scientific reason, that flight was possible. With the first ascent by balloon came the imagined mastery of the air; later, the invention of flight that can be controlled at will. To-day we are still in the stage of colonization. The future resources of the air remain hidden from our view.

The Daedalean myth and the ancient conception of the winged angelic host show how the human mind has long been fascinated by the idea of flight, but the first design of an apparatus to lift man into the air, a parachute-like contrivance, was only reached at the end of the fifteenth century in one of Leonardo da Vinci's ma.n.u.scripts. About the same time lived the first of the long line of daring practical aviators, without whom success would never have been achieved, one John Damian, a physician of the Court of James IV of Scotland, who "took in hand to fly with wings, and to that effect caused make a pair of wings of feathers, which being fastened upon him, he flew off the castle wall of Stirling, but shortly he fell to the ground and brake his thigh-bone."

Nearly 250 years later the aeronaut had not made much progress, for we read of the Marquis de Bacqueville in 1742 attaching to his arms and legs planes of his own design and launching himself from his house in the attempt to fly across the Seine, into which, regrettably, he fell.

Meanwhile the seventeenth-century philosophers had been theorizing. In 1638 John Wilkins, the founder of the Royal Society, published a book ent.i.tled _Daedalus, or Mechanical Motions_. A few years later John Glanville wrote in _Scepsis Scientifica_ "to them that come after us it may be as ordinary to buy a pair of wings to fly into remotest regions, as now a pair of boots to ride a journey," the sceptic proving a truer prophet than the enthusiast. By 1680 Giovanni Borelli had reached the conclusion, in his book _De Volatu_, that it was impossible that man should ever achieve flight by his own strength. Nor was he more likely to do so in the first aerial ship, designed in 1670 by Francesco Lana, which was to be buoyed up in the air by being suspended from four globes, made of thin copper sheeting, each of them about 25 feet in diameter. From these globes the air was to be exhausted, so that each, being lighter than the atmosphere, would support the weight of two or three men. A hundred years elapsed before Dr. Joseph Black of the University of Edinburgh made the first practical suggestion, that a balloon inflated with hydrogen would rise.

THE INVENTION OF THE BALLOON.

It was in 1783 that Montgolfier conceived the idea of utilizing the lifting power of hot air and invited the a.s.sembly of Vivarais to watch an exhibition of his invention, when a balloon, 10 feet in circ.u.mference, rose to a height of 6,000 feet in under ten minutes. This was followed by a demonstration before Louis XVI at Versailles, when a balloon carrying a sheep, a c.o.c.k, and a duck, rose 1,500 feet and descended safely. And on November 21st of the same year Pilatre de Rozier, accompanied by the Marquis d'Arlande, made the first human ascent, in the "Reveillon," travelling 5 miles over Paris in twenty minutes.

England, it is not surprising to learn, was behind with the invention, but on November 25th, 1783, Count Francesco Zambeccari sent up from Moorfields a small oilskin hydrogen balloon which fell at Petworth; and in August of 1784 James Tytler ascended at Edinburgh in a fire balloon, thus achieving the first ascent in Great Britain. In the same year Lunardi came to London and ballooning became the rage. It was an Englishman, Dr. Jefferies, who accompanied Blanchard in the first cross-Channel flight on January 7th, 1785. Fashionable society soon turned to pursuits other than watching balloon ascents, however, and the joys of the air were confined to a few adventurous spirits, such as Green and Holland, who first subst.i.tuted coal gas for hydrogen and in 1836 made a voyage of 500 miles from Vauxhall Gardens to Weilburg in Na.s.sau, and James Glaisher, who in the middle of the century began to make meteorological observations from balloons, claiming on one occasion, in 1862, to have reached the great height of 7 miles.

FIRST EXPERIMENTS IN GLIDERS AND AEROPLANES.

The world seemed content to have achieved the balloon, but there were a few men who realized that the air had not been conquered, and who believed that success could only be attained by the scientific study and practice of gliding. Prominent among these, Sir George Cayley, in 1809, published a paper on the Navigation of the Air, and forecasted the modern aeroplane, and the action of the air on wings. In 1848 Henson and Stringfellow, the latter being the inventive genius, designed and produced a small model aeroplane--the first power-driven machine which actually flew. It is now in the Smithsonian Inst.i.tute at Washington. Of greater practical value were the gliding experiments by Otto Lilienthal, of Berlin, and Percy Pilcher, an Englishman, at the end of the last century. Both these men met their death in the cause of aviation.

Another step forward was made by Laurence Hargrave, an Australian, who invented the box and soaring kite and eighteen machines which flew.

From the theoretical point of view, Professor Langley, an American, reached in his _Experiments in Aerodynamics_ the important conclusion that weight could best be countered by speed. From theory Langley turned to practice and in 1896 designed a steam-driven machine which flew three-quarters of a mile without an operator. Seven years later, at the end of 1903, he produced a new machine fitted with a 52 horse-power engine weighing less than 5 lb. per horse-power; but this machine was severely damaged ten days before Wilbur Wright made his first flight in a controlled power-driven aeroplane.

THE WRIGHT BROTHERS AND THEIR SUCCESSORS IN EUROPE.

The Wright brothers directed their whole attention to aviation in 1899.

By 1902, as the result of many experiments, they had invented a glider with a horizontal vane in front, a vertical vane behind, and a device for "warping" the wings. Their longest glide was 622-1/4 feet. This was followed by the construction of a machine weighing 600 lb., including the operator and an 8 horse-power engine, which on December 17th, 1903, realized the dreams of centuries.

After an increasing number of experiments, a machine built in 1905 flew 24-1/4 miles at a speed of 38 miles an hour. It is interesting to recall that the new invention was refused once by the United States and three times by the British Government.

It was not until September 13th, 1906, that Ellehammer, a Danish engineer, made the first free flight in Europe, his machine flying 42 metres at a height of a metre and a half. About the same time reports of the Wrights' successes began to reach Europe and were quickly appreciated by the French.

s.p.a.ce forbids that I should enter into the achievements of the early French aviators, among whom the names of Ferber, Bleriot and Farman will always rank high in the story of human faith, courage and determination.

It is a record of rapid advance. Farman made a circuit flight of 1 kilometre in 1908, and flew from Chalons to Rheims, a distance of 27 kilometres, in twenty minutes. Bleriot crossed the Channel in a monoplane of his own design in forty minutes. French designers improved the control system, and French machines became famous. The records of the Rheims meeting of 1909 serve to ill.u.s.trate the progress made during the first phase of aviation. Latham won the alt.i.tude prize by flying to a height of over 500 feet. Farman the prize for the flight of longest duration by remaining more than three hours in the air, and the pa.s.senger carrying prize by carrying two pa.s.sengers round a 10-kilometre course in 10-1/2 minutes. The Gnome rotary engine was first used with success at this meeting.

Before turning to the pioneer efforts in England and the pre-war organization of our air forces, some account of the development of the lighter-than-air dirigible is desirable.

THE FIRST AIRSHIPS.

The earliest conception of an airship is to be found in General Meusnier's design in 1784 for an egg-shaped balloon driven by three screw propellers, worked, of course, by hand. The chief interest in his design, though it never materialized, lies in the fact that it provided for a double envelope and was the precursor of the ballonet. The first man-carrying airship was built by Henri Giffard in 1852. It had a capacity of 87,000 cu. feet, a length of 144 feet, a 3 horse-power engine, and a speed of 6 miles an hour. A gas engine was first used twenty years later in an Austrian dirigible, giving a speed of 3 miles an hour. About the same time much useful work was accomplished by Dupuy de Lome, whose dirigible, with a propeller driven by man power, gave a speed of 5-1/2 miles an hour. Twelve years later, in 1884, two French Army officers, Captain Kubs and Captain Renard, constructed the first successful power-driven lighter-than-air craft fitted with an 8-1/2 horse-power electric motor, which may be regarded as the progenitor of all subsequent non-rigid airships. In 1901 Santos Dumont flew round the Eiffel Tower, travelling 6-3/4 miles in 1-1/2 hours, and in 1903 the flight of the "Lebaudy," covering a distance of 40 miles at a speed of 20 miles an hour, led the French military authorities to take up the question of airships.

What the French initiated, the Germans, concentrating with characteristic thoroughness on the development of the rigid as opposed to the non-rigid airship, improved. In 1896 Wolfert's rigid airship attained a speed of 9 miles an hour and in 1900 the first Zeppelin was launched. Whatever we may think of the German methods of using their airships during the war, we cannot but admire the courage and determination of Count Zeppelin, who, in spite of many mishaps, succeeded in producing the finest airships in the world and inspiring the German people with a faith in the air which they have never lost.

From 1905 onwards development was rapid. In 1907 Zeppelin voyaged in stages from Friedrichshaven to Frankfort, a distance of 200 miles in 7-1/2 hours. Popular enthusiasm is ill.u.s.trated by the fact that within a few months the same airship made four hundred trips, carrying 8,551 pa.s.sengers and covering 29,430 miles. Other airships showed similar records. Between 1909 and 1913 eighteen of the Pa.r.s.eval type were built, and 1912 saw the construction of the first Schutte-Lanz, designed expressly for naval and military purposes. If France at this period led the world in aeroplane design, Germany was undeniably ahead in airship development.

In Great Britain, in 1905, we had one very small airship, designed and constructed by Willows.

THE BEGINNINGS OF AVIATION IN ENGLAND.

Though the names of Pilcher, Dunne, Howard Wright, and Rolls testify to the fact that the science of aviation had its followers in England at the beginning of this century, flying came comparatively late, and the real interest of the movement centres round the early efforts of military aviation from 1912 onwards. Nevertheless this country could ill have dispensed with the experiments of that small and courageous band of aviators, among whom d.i.c.kson and Cody were prominent. By 1908 Cody had built an aeroplane and was making experimental flights at Aldershot. In 1907, A. V. Roe, working under great difficulties, constructed and flew his first machine, a triplane fitted with an 8-10 horse-power twin cylinder j.a.p bicycle engine, the first tractor type machine produced by any country, and a very important contribution to the science of flight.

In 1910 and 1911 we find de Havilland, Frank Maclean and the Short Brothers, Ogilvie, Professor Huntingdon, Sopwith and the Bristol Company, starting on the design and construction of machines, of which the names have since become famous. At the same time certain centres of aviation came into existence, such as Brooklands, where I well remember beginning to fly in August, 1910, Hendon, Larkhill and Eastchurch, destined to be the centre of naval aviation. It is significant, however, of the slow progress made that by November 1st, 1910, only twenty-two pilot's certificates had been issued, and it was Conneau, a French naval officer, who in 1911 won the so-called "Circuit of Britain," i.e. a flight from Brooklands and back via Edinburgh, Glasgow, Exeter and Brighton. Cody and Valentine were the only British compet.i.tors to complete the full course.

In May 1911 a demonstration was organized by the owners of the Hendon Aerodrome to which a large number of Cabinet Ministers, members of parliament, and army and navy officers were invited. The War Office co-operated by arranging for a small force of horse, foot and guns to be secretly disposed in a specified area some miles distant and by detailing two officers, of whom I was one, to test what could be done to find and report them by air. I remember that I had a special map prepared, the first used in this, and I think any country, for the aeroplane reconnaissance of troops. After a sufficiently exciting trip, and with the troops successfully marked on the map, Hubert, my French pilot, and I, returned and made our report to General Murray, the Director of Military Training. It was a very interesting flight; the weather good; our height about 1,500 feet; the machine a 50 horse-power Gnome "box-kite" Henri Farman, which at one period of our 35 mile an hour return journey elected to point itself skywards for an unpleasant second or two and fly "cabre"; I can see Hubert now anxiously forcing his front elevator downwards and shouting to me to lean forward in order to help to bring the nose to a more comfortable bearing!

Many pages could be filled with the difficulties and exploits of the first British aviators, but enough has been said to show that, compared with that of aeroplanes in France and of airships in Germany, development in this country started late, progressed slowly and excited little public interest. The work of the pioneers was, however, not in vain, since it opened the eyes of our military authorities to the value of aviation and led to the formation of that small but highly efficient flying corps which during the war expanded into an organization without rival. Let us now turn to the inception of the air forces of the Crown and the position with regard to these and to air tactics at the outbreak of war.

THE INCEPTION AND DEVELOPMENT OF AIRCRAFT AS PART OF THE FORCES OF THE CROWN.

Nations have tended to regard flight as a prerogative of war. A balloon school was formed in the early days of the French revolutionary wars; the French victory at Fleurus in 1794 was ascribed to balloon reconnaissance; balloons were used by the Federal Army in the American Civil War, and during the Siege of Paris Gambetta effected his escape by balloon in 1871.

_The Balloon Factory._

In England experiments were begun at Woolwich a.r.s.enal in 1878, and in 1883 a Balloon Factory, a Depot and a School of Instruction were established at Chatham. The expedition to Bechua.n.a.land in 1884, under the command of Sir Charles Warren, was accompanied by a detachment of three balloons, and the following year balloons co-operated with the Sudan Expeditionary Force, when Major Elsdale carried out some photographic experiments from the air.

In 1890 a balloon section was introduced into the Army as a unit of the Royal Engineers, and not long afterwards, the Balloon Factory was established at South Farnborough, where in 1912 it was transformed into the Royal Aircraft Factory. Four balloon sections took part in the South African War and were used during the Siege of Ladysmith, at Magersfontein and Paardeburg. Colonel Lynch, who served in the Boer Army, stated at a lecture delivered in Paris after the war that "the Boers took a dislike to balloons. All other instruments of war were at their command; they had artillery superior for the most part to, and better served than, that of the English; they had telegraphic and heliographic apparatus; but the balloons were the symbol of a scientific superiority of the English which seriously disquieted them."