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Aviation History
1913
1913 - 0256.PDF
I/O CHT MARCH I, 1913. A SILHOUETTE COMPARISON. IN the weekly periodicals there is often to be seen a comparison of the strengths of the navies of the world, and it is usual to find the British navy portrayed by a diagramatic ship that bears a healthily large appearance when compared with the corresponding figures for other countries. Lest words should have failed to convey the inadequate develop ment of our aerial forces, we present a silhouette comparison that may assist all readers of FLIGHT to appreciate why it is that we and all thinking people have been urging the inclusion of a vote of at least a million pounds for aeronautics in the ensuing estimates. We have no fear of anyone accusing us of attempting to scare the public by an exaggerated ratio in our silhouettes, but we have no doubt that many readers of KI.IGHT will be able to find reason for making the disparity in size still larger than is here shown. It 1*, for example, an exceedingly moderate estimate to say that the collective capacity of the gas vessels of the German military fleet amounts to 34 mil lion cubic feet, when there is probably as much a practical way its real appreciation of the importance of an adequate air force for England. This appreciation members of the Govern ment have often enough professed. Past policy has been to go slow, on the principle that there was plenty of time, and that it would be profitable to learn from the experience of others. International developments of late, coupled with the phenomenal expansion of the aerial forces of Germany and France, demonstrate beyond question that there is no time to spare whatever. This has been apparent for some while, but inasmuch as the only solution to the situation is to be obtained by an adequate money vote, it has been necessary to await the season when the country's finance is on the tapis. Some time in March we shall doubtless be made acquainted with what the Government intend to do in the matter. Between now and then there must be no loss of opportunity in making it quite clear to the Chancellor of the Exchequer what it is that the people of the country expect. A fortnight ago we appealed to the general press to make known their views, and to arouse the nation generally to a proper sense of GERMANY ENGLAND EN&LAND A graphic comparison between British service aeroplanes and those of France, and British dirigibles and those of Germany. again that could be brought into the field in the emergency of war. If war were declared to-morrow, H.M. Airship " Delta," which recently graced the main aisle at Olympia, and has a capacity of about 180,000 cubic feet, would practically be this nation's flagship and dirigible fleet combined, as the Beta and Gamma together only account for about 90,000 cubic feet. Turning to France, which has an air.ship fleet considerably less than that of Germany, there is also to be considered the relative number of aeroplanes. If England at this moment be supposed to possess 100 efficient machines, and it is a very recent supposition at that, then we may easily place the military equipment of France at six times that number. When the ratios are so great as at present exist, precise figures are of small consequence compared with the recognition of the out standing disparity in strength. The moral is obvious : we must be as supreme in the air as we are, and hope always to be, at sea, and we must lo«e no time in the preparation. Rapid development costs money, and now is the opportunity to insist that that money shall be forthcoming. It is at the time of the Estimates for the ensuing year when the Government is best in a position to demonstrate in ® ® the position. The response was immediate and to the point. From all quarters the Government has been told that an adequate policy in respect to aerial armament is expected at the next Estimates, which policy is, for the moment, best summed up in the provision of a vote of at least one million pounds for development during the next twelvemonth. Unless we spend as much money as other countries, we cannot hold a similarly strong position ; indeed, it is probable that we must spend more to get the same effect. Developments in France and Germany have been rapid, but not so rapid as they will be, for they have already spent years in laying the foundations of a thorough experience which is not to be bought offhand by the mere payment of money. While we cannot buy offhand the experience of others, we can accelerate the rapidity of our own developments by having available unstinted financial resources; and, for the moment, that is without question the policy that the Government should adopt. The nucleus of an exceedingly efficient and thoroughly keen executive already exists ; the point that is of real consequence is, that it should be properly backed up by Parliament. ® ® THE R.F.C. MIGRATION TO SCOTLAND. UP to the time of going to press with our last issue three of the Army aviators taking part in the flight to Scotland had got as far as Banbury, while Capt. Becke had reached Towcester. On the 1 Oth ult. Capt. Longcrolt and Lieut. Herbert also got that far, while Capt. Dawes descended about two miles short of Towcester on account of engine trouble. Lieut. Waldron also had trouble with his motor, and finished at Bicester. The next day, Capts. Becke and Longcroft and Lieut. Herbert went on to Kelham, near Newark, while Lieut. Waldron progressed as far as Towcester, where Capt. Dawes was engaged in repairing his machine. On the Zist ult., Lieut. Waldron went on to Newark, and after a brief stop to replenish his petrol tank, &c, continued his journey to York. He was closely followed by Lieut. Herbert and Capt. Longcroft, while 011 the arrival of Capt. Dawes at Newark later in the day, Capt. Becke also started away for York. When nearing Doncaster, however, he had serious trouble with his engine and had to land. Capt. Dawes in stopping at Newark slightly damaged the chassis of the machine, and so had so stay there for repairs. Saturday saw three of the pilots, Capt. Longcroft and Lieuts. Waldron and Herbert arriving at Newcastle-on-Tyne, but they found some difficulty in locating their destination on account of the thick fog. Capt. Longcroft went about 15 miles north of the city, and then had to land to find his direction, while Lieut. Herbert had to descend twice. Lieut. Waldron landed with the idea of discovering his whereabouts at Benwell, to the west of Newcastle, and a mishap to the elevating gear prevented him finishing the three or four miles to Gosfouh Park. Capt. Dawes started from Newark, but had to land after covering eight miles. A second descent was necessary three miles further on, while he finally landed twenty miles south of York. Capt. Becke on Monday having had a new engine fitted to his machine, moved from York to Newcastle, and arrived about twenty minutes after Capt. Dawes, who had had to come down once to find his way. Capt. Becke, however, found the fog very troublesome, and had to come down five times before reaching Gosforth Park. Tuesday saw Capts. Longcroft, Dawes and Becke, and Lieut. Herbert completing the fifth stage from Newcastle to Edinburgh, the landing in each case being effected near the Retford Barracks. Lieut. Waldron started on this stage but was stopped by engine trouble at Stamford Bridge about 28 miles south of Berwick. After adjustments he started again during the afternoon and reached Berwick. On Wednesday he got away early and flew straight through to Montrose and was in fact the first to arrive there. After an in'erval Capts. Becke, Dawes and Longcroft arrived and were duly received by the Provost and Corporation, while Lieut. Herbert completed the journey during the afternoon. 262
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