Aviation in Peace and War

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 manuscripts. 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 entitled 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 Assembly of Vivarais to watch an exhibition of his invention, when a balloon, 10 feet in circumference, 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 cock, 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 substituted coal gas for hydrogen and in 1836 made a voyage of 500 miles from Vauxhall Gardens to Weilburg in Nassau, 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 Institute 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.

Space 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 illustrate the progress made during the first phase of aviation. Latham won the altitude 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 passenger carrying prize by carrying two passengers 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.