The Way of the Air: A Description of Modern Aviation

CHAPTER XXVI THE AIR—THE WAR—AND THE FUTURE CHAPTER XXVI THE AIR—THE WAR—AND THE FUTURE Had either Orville or Wilbur Wright, when they first glided down the low sand-dunes of the Pacific shore on a frail, uncontrollable air machine, in the earlier part of this century, or Count Zeppelin, as he worked unceasingly on his giant airship, been blessed with the imagination and the gifts of a seer—what remarkable vision would have been theirs! To see that frail glider increase and grow into a motor-propelled, double-winged aeroplane, darting through the air with the speed of a cyclone: that unwieldy airship, capable at the most of remaining for half-an-hour in the air at a time, develop into a craft, to which the crossing and re-crossing of the wide expanse of the North Sea was an everyday occurrence: to see the aeroplane climb up to 18,000 feet in the sky, to attain a speed of over 100 miles per hour, and remain in the air for hours on end.... The Zeppelin originally intended to be a peaceful carrier of the commerce of the world, converted into a ship of war, with machine-guns mounted fore and aft; and with a cargo on board deadly enough to wreck the half of a city.... The far-flung battle-line of Flanders, over which there creep, like great gray wasps, French, Belgian, German and British aeroplanes alike; the elongated shapes of raiding Zeppelins, darting hither and thither over a darkened London, among piercing searchlight rays and bursting shrapnel! Yet a few years, and the shapes and structures may undergo even more marvelous change; for every talent and accomplishment, every art and science of modern civilization will be devoted to the development of this new science of aeronautics. The War and Aviation One may say, without much fear of contradiction, that the war has done more towards the development of aviation, and has rendered more things possible to be done in two years than would have been accomplished in ten years under pre-wartime conditions. It has necessitated the production of many thousands of craft of varying degrees of size and shape, and the number of factories engaged upon the production of aeroplanes, airships, and spare parts for the respective craft has trebled. For one trained and experienced aviator, in 1914, there are to-day at least ten, if anything more capable, and certainly better experienced. As a test of the durability and the capabilities of aircraft, flying under war conditions cannot be equaled, for various reasons. Firstly, maneuvers, which in times of peace would be considered risky to life and thus avoided, must be endured daily by pilots flying over the battle area. Flying under shell-fire frequently necessitates maneuvers, entirely unaccounted for by the constructors of the machine, which put a very great strain on the framework, wings, struts, etc. To compensate for such strain, every wire, strut, and part of the framework is constructed of a strength at least eight times greater than that of the actual strength required. Thus the weak points of the machine are discovered, also the centers at which the greatest strain takes place. Future Types of Craft The shape and general build of the aeroplane has not thus far changed materially from the original models of Orville and Wilbur Wright, save that the majority of the modern machines are tractors ( i. e. with the engine in front), whereas the older types were “pushers” (with engine at the rear). The new principle has naturally both advantage and disadvantage. With the tractor engine, the machine has a great speed, and is able to climb at a much faster rate, but the inherent stability of the craft is seriously affected—by shifting the engine 80 per cent. of the total weight is moved from the center to the nose of the aeroplane. To compensate for this the wings have had to be extended, and this has added considerably to the weight in aggregate. But this evil has again been remedied, by bringing the extreme ends further to the rear, and slightly indenting each wing-tip: in a word, constructing the aeroplane more and more after the fashion of a bird in flight. Such is the peculiar working of the human mind, however, that when some new theory or substance is evolved, similar to the one in question, it is content to concentrate on the original formula, and develops that rather than apply the same principles to an entirely new formula. Thus, after some twelve years of flying, we have only four distinct types of craft: the balloon, the airship, the aeroplane, and the seaplane—the two former being very similar both in principle and shape, as also the two latter. Exception cannot be made for the “triplane,” for that machine, with three planes, has the same shape as the aeroplane. The principles of aero-statics, and aero-dynamics by no means confine the constructor to these two standard forms; and in the near future the aeroplane will be built on similar lines to the ocean-going liner, and the airship very much on the same principle. Development in size and speed depend on future experimenting, and flights have already been made both in France and Russia by giant aeroplanes, in which, in one case nine, and in the other fifteen passengers, exclusive of the pilot were carried at one time; while the later Zeppelins are capable of lifting to a height of over 12,000 feet, a crew of thirty odd, with a further weight of bombs and war material aboard, and flying distances of over 800 miles. Again, there are the orthropic and the ornithropic types of craft, which their inventors claim to be capable of rising vertically from the ground to a height of 10,000 feet. Combining these principles we ought within the space of ten years to be in possession of aircraft capable of flying at over 150 miles an hour, with a cargo of many hundred tons aboard, and with a radius of over 3,000 miles, able to start and land with ease in a confined space about the size of Leicester Square. The aerial landing grounds will be the flat roofs of gigantic buildings specially constructed in the center of London. Automatic lifts will convey the passengers from the air level to the street level, where they will be deposited in electric trains, running in all directions. Impracticable, say the critics, but so they said when Count Zeppelin and the Wrights first started their experiments. Properties of War and Peace Machines There is not, and there never was, on this earth a new idea so well deserving of examination as the science of Aeronautics. The history of that science deals with the most momentous invention in the history of civilization. No other science allures the imagination so far forward into the dim future, when the business of the world will be carried up from the level of the sea and the land to that of mid-air, and when travel will be so rapid and safe that space will almost cease to be an obstacle to man’s communications. The proudest inventions of the late nineteenth and early twentieth centuries are but of yesterday when compared with those of the aeroplane and airship. It is, therefore, of the utmost importance that we should consider how the development of aeronautics will affect the future of the human race. Under the present war-time conditions, there exists a grave danger that the aeroplane and the airship will be developed too much for war purposes to the detriment of future commercial uses. The qualities mainly required by the war machine, speed, ability to climb quickly, and compactness, differ entirely from those required by the peace time or commerce-bearing aircraft, which have ability to remain in the air for a great space of time, and to fly greater distances. The extra speed required by the war machine may easily be dispensed with in the commerce-bearing machines, as also may altitude, for whereas the war machine must fly at a height of over 12,000 feet, a height of between 2000 and 3000 will suffice under ordinary conditions, and it will be at this altitude that the best part of the flying will take place after the war. Future Navies and Armies of the World How will aviation affect warfare in the future? Will it abolish entirely this undesirable condition of affairs, or will it serve to provide added inducements? It is, indeed, a debatable point. If we incline to the latter view, every known argument and theory points to the fact that warfare of the future will be to all intents and purposes instantaneous. There will be no preparatory delay caused by the necessity of placing large armies in the field, of gradually marching forward to establish contact with the enemy, and of carrying out skirmishes which may be prolonged to weeks and months before the actual battle takes place. The belligerent fleets will set off in the dawn or in the darkness, as the case may be, and before twelve hours have elapsed, after entering into the conflict, a definite decision will have been reached. For the airman, there is no falling back to a second line of trenches, to a natural position heavily defended, or to a concrete fortress or emplacement, or to fight a rearguard action. The fight in the air must be to the death, without quarter asked or given, for no prisoners can be taken. The loss of men and material will be tremendous. It is doubtful whether aviation will entirely do away with fighting on land and sea, but it is very obvious that either fleet or army of one belligerent nation, at the mercy of the air fleet of another nation, will be in a very helpless position. Should the warfare in the air be indecisive, were such a condition within the realm of reasonable argument, it might be possible for the fleet or army to be brought into action with advantage, but even this is doubtful. As regards our own nation, before 1926, the Royal Naval Air Service will be the largest and most important service in Great Britain. Possibly there will be a single Air Service, and before ten years will have elapsed it will be the most important of all the British services, and will be composed both of aeroplanes and airships. The only other form of aircraft, the seaplane, being too slow, too clumsy, and too costly, will long ago have been abandoned. Peace and War Uses of Aircraft Before we enter upon the discussion which is the subject of this paragraph we wish to guard ourselves against one misconception. It is possible that readers of this chapter may already have come to the conclusion that it is possible to develop aircraft for one purpose, and one purpose only: that is, either for war or for commerce; and impossible to develop them for both. This would be an entirely erroneous idea. It is true that we have already laid stress upon the fact that there is a very imminent danger that aircraft may be developed too greatly for war purposes to the detriment of others, but provided that the necessary precautions are taken, there is yet ample time for the commerce-carrying machine to be developed at the same time and in the same manner as the war machine. Within a very short time we may find that the Super-Zeppelin of the air will have entirely replaced not only the Dreadnought of the sea, but also the giant passenger liners. Both the war and the peace craft will be considerably larger in size than the 1916 type; the balloon portion of the Zeppelin will have trebled itself in size; it will be, if anything, of greater length and of slimmer formation, while the covering will be composed of some light but durable metal, such as aluminium, to prevent the possibility of explosion of gas caused by the firing of the guns. The narrow gondola beneath will be wider, and will mount several guns of 4.7-inch or larger caliber: for although the Zeppelin of the future will be a much more stable and airworthy craft, by reason of its lateral stability it will never be possible to fire a gun of any size from either bow or stern of an airship or a Zeppelin, without bringing the whole craft canting over, and possibly breaking its back. Thus, all Super-Zeppelins of the future will be heavily armed amidships, that is to say, where the proportion of strain on the craft is least felt. The passenger-carrying variety will differ very slightly from the war machine, save that the gondola will be deeper, more graceful, and more on the lines of the hull of the present-day ocean-going ship or steamer. The Parseval and similar types of large airship will replace the cruiser and the battle-cruiser; also the large cargo-bearing steamers of to-day. With regard to the aeroplane, we are already in possession of super-craft, some of double engine variety, the Sykorsky, the giant Russian machine, and the triplane, or three-planed aeroplane; but it is extremely doubtful whether it is possible for the aeroplane, being a heavier type of aircraft, to develop into a much larger size than it is to-day; the reason for this being the abnormal engine-power that would be required to lift such a craft from the ground, and the fact that the extra weight thus occasioned would render the whole craft unairworthy. However, the aeroplane will fulfill in the future the uses of the light-cruiser and the torpedo-boat, while a sort of seaplane submarine will fulfill the double purpose of both over and under water work. As a commercial vessel the aeroplane will only be of use for the conveyance of passengers and light cargoes on short voyages from Great Britain to Ireland, Great Britain to France, Holland, Norway, or Russia. The Balance of Power The new method of warfare will not influence to any material extent the present condition of international politics. Of all the Great Powers, however, Great Britain will be more nearly affected. For many centuries past we have relied upon our natural geographical position, as an island, to protect us from all invasion. And to retain this insular and impregnable position we have relied upon our glorious Navy, which is, and always has been, mistress of the seas. But now we are no longer an island; that is to say, we are no longer protected from the attacks of an enemy merely because we are surrounded by sea, even although we maintain the supremacy of our naval power. Another element has now to be considered, namely, the air, and that, unfortunately, we do not hold with the same mastery that we did the sea. It will be seen, therefore, that for the safety of the Empire, we must immediately build up a great air fleet, and gain the supremacy of the air. Germany has already shown us the lead in this respect, and we must not be content to follow, but to improve, greatly improve, upon that lead. One thing is certain, that the mad extravagant race for armaments among the nations will continue, but with this difference—that it will be for great fleets of the air, as to-day it is for large armies and great sea fleets. Future Influences Thus far we have dealt solely with the influences of aviation upon warfare and upon commerce; but such influences will by no means be confined to these two phases; there are many other features in international life that the development of aeronautics will influence greatly. Foremost amongst them is that of travel. For the first few years the cost of travel in the air will be appreciably greater than is now the case. One of the leading aeronautical experts of the day has computed that, to run a commercial service of aircraft, to cover the heavy expenditure that will be incurred, and to allow for the wear and tear of machines, it will be necessary to make a charge of 1½ d. per mile, or a 50 per cent. increase on the rates for present day travel by steamer and railway. Once the project is in full swing, however, and the initial outlay has been recovered, such charge will be reduced to one halfpenny per mile, or 50 per cent. less than present conditions. In the matter of speed and time, there will be a remarkable advantage; for example, some of the proposed air routes are London to New York in 18 hours, London to Capetown in 54, and London to Sydney (Australia) in four days. This added economy and speed will tempt the traveling public, and for that matter the non-traveling public further afield, and will serve greatly to help on education and the rapid development of the remotest of our colonies, thus drawing closer the bond of union between the different portions of our great Empire. Countries and tracts of land hitherto undeveloped and unknown will be opened up by the aerial explorer, and whole continents will, with the greatest ease, be policed by aeroplane and by airship. A Future War with Germany Will this war be followed by an aerial war between Germany and Great Britain at a no distant date? This depends solely on the future course and the conclusion of the present war. After some fourteen years’ experimenting, inventing and developing, and the expenditure of several millions of money, Count Zeppelin, or rather the very considerable staff of experts which he has at his disposal, produced the modern Zeppelin: that is to say, the craft that has been in use since the outbreak of the war. What Germany’s policy was in constructing these huge craft it is not difficult to discover. Previous to August, 1914, when her navy was inferior to only one other in the world, and that our own, and she was gradually gaining upon us both in the number of ships and personnel , very little was heard of the airship program: the industry was given State encouragement; but then, to our cost, we know that the enemy has always encouraged any new enterprise that was likely to prove of value from a military point of view. War was declared. Our gallant Fleet, by a series of brilliant engagements, succeeded in driving the enemy shipping from the seas of the world, and in bottling up the Kaiser’s grand fleet in the Kiel Canal, where it has ever since remained. What effect did this have on the aircraft, and more particularly the Zeppelin, industry in Germany? Labor was instantly withdrawn from the shipbuilding yards, and turned over to the construction of Zeppelins. In the early stages of the war the output stood at approximately one a month; this soon crept up to a couple a month, then to three, then to one a week, and now to-day they claim that two Zeppelins per week are being turned out by the factories that have sprung up in nearly every large town in the German Empire. What do all these events portend? Those who know the German and his characteristics intimately, tell us that at the back of every German mind, the keenest of all desires is an invasion of England. The reason for this bitter hatred is that the British Empire is on every hand an obstacle to the development of Germany; we were their keenest trade rivals, their most dangerous enemy in the matter of world supremacy, and we were successful in establishing colonies, an ambition dear to every German heart. There can only be two objects in view in the mind of the German Imperial Staff: the one is a gigantic air raid on this country, as a last resource during the present war; the other, a determination on the part of Germany, after the present war is ended and forgotten, to gain a considerable ascendancy in the air, and thus once more to take her place as a martial power among the nations. To prevent this, it will be necessary for us not only to destroy her armies on the land, and her fleets at sea, but also her fleets of aircraft; for Germany, though beaten by land and sea, and still in possession of her aircraft, will remain for ever a menace to the civilized world. Transcriber’s Notes: Punctuation and spelling inaccuracies were silently corrected. Archaic and variable spelling has been preserved. Variations in hyphenation and compound words have been preserved. The Chapter titles in the CONTENTS were adjusted to match the titles within the book's content for: Chapters XVII (THE GREAT RAID ON ZEEBRUGGE -> A GREAT RAID) and XXVI (THE AIR--THE WAR--AND AFTER -> THE AIR--THE WAR--AND THE FUTURE). *** END OF THE PROJECT GUTENBERG EBOOK THE WAY OF THE AIR: A DESCRIPTION OF MODERN AVIATION *** Updated editions will replace the previous one—the old editions will be renamed. Creating the works from print editions not protected by U.S. copyright law means that no one owns a United States copyright in these works, so the Foundation (and you!) can copy and distribute it in the United States without permission and without paying copyright royalties. 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