Ramsgate was left at 9.8, and Yarmouth, the next control, was reached at 10.38. So far the engine, built by Mr. Green, had worked perfectly.

About an hour was spent at Yarmouth, and then the machine was en route to Scarborough. Haze compelled the pilot to keep close in to the coast, so that he should not miss the way, and a choppy breeze some what r.e.t.a.r.ded the progress of the machine along the east coast. About 2.40 the pilot brought his machine to earth, or rather to water, at Scarborough, where he stayed for nearly two hours.

Mr. Hawker"s intention was to reach Aberdeen, if possible, before nightfall, but at Seaham he had to descend for water, as the engine was becoming uncomfortably hot, and the radiator supply of water was rapidly diminishing. This lost much valuable time, as over an hour was spent here, and it had begun to grow dark before the journey was recommenced.

About an hour after resuming his journey he decided to plane down at the fishing village of Beadwell, some 20 miles south of Berwick.

At 8.5 on Tuesday morning the pilot was on his way to Aberdeen, but he had to descend and stay at Montrose for about half an hour, and Aberdeen was reached about 11 a.m. His Scottish admirers, consisting of quite 40,000 people at Aberdeen alone, gave him a most hearty welcome, and sped him on his way about noon. Some two hours later Cromarty was reached.

Now commenced the most difficult part of the course. The Caledonian Ca.n.a.l runs among lofty mountains, and the numerous air-eddies and swift air-streams rushing through the mountain pa.s.ses tossed the frail craft to and fro, and at times threatened to wreck it altogether. On some occasions the aeroplane was tossed up over 1000 feet at one blow; at other times it was driven sideways almost on to the hills. From Cromarty to Oban the journey was only about 96 miles, but it took nearly three hours to fly between these places. This slow progress seriously jeopardized the pilot"s chances of completing the course in the allotted time, for it was his intention to make the coast of Ireland by nightfall. But as it was late when Oban was reached he decided to spend the night there.

Early the following morning he left for Dublin, 222 miles away. Soon a float was found to be waterlogged and much valuable time was, spent in bailing it dry. Then a descent had to be made at Kiells, in Argyllshire, because a valve had gone wrong. Another landing was made at Larne, to take aboard petrol. As soon as the petrol tanks were filled and the machine had been overhauled the pilot got on his way for Dublin.

For over two hours he flew steadily down the Irish coast, and then occurred one of those slight accidents, quite insignificant in themselves, but terribly disastrous in their results. Mr. Hawker"s boots were rubber soled and his foot slipped off the rudder bar, so that the machine got out of control and fell into the sea at Lough Shinny, about 15 miles north of Dublin. At the time of the accident the pilot was about 50 feet above the water, which in this part of the Lough is very shallow. The machine was completely wrecked, and Mr. Hawker"s mechanic was badly cut about the head and neck, besides having his arm broken.

Mr. Hawker himself escaped injury.

All Britons deeply sympathized with his misfortune, and much enthusiasm, was aroused when the proprietors of the Daily Mail presented the skilful and courageous pilot with a cheque for L1000 as a consolation gift.

In a later chapter some account will be given of the tremendous development of the aeroplane during four years of war. But it is fitting that to the three historic flights detailed above there should be added the sensational exploits of the Marchese Giulio Laureati in 1917. This intrepid Italian airman made a non-stop journey from Turin to Naples and back, a distance of 920 miles. A month later he flew from Turin to Hounslow, a distance of 656 miles, in 7 hours 22 minutes. His machine was presented to the British Air Board by the Italian Government.

CHAPTER x.x.xIV. The Hydroplane and Air-boat

One of the most recent developments in aviation is the hydroplane, or water-plane as it is most commonly called. A hydroplane is an aeroplane fitted with floats instead of wheels, so that it will rise from, or alight upon, the surface of the water. Often water-planes have their floats removed and wheels affixed to the cha.s.sis, so that they may be used over land.

From this you may think that the construction of a water-plane is quite a simple task; but such is not the case. The fitting of floats to an aeroplane has called for great skill on the part of the constructor, and many difficulties have had to be overcome.

Those of you who have seen an acroplane rise from the ground know that the machine runs very quickly over the earth at a rapidly-increasing speed, until sufficient momentum is obtained for the machine to lift itself into the air. In the case of the water-plane the pilot has to glide or "taxi" by means of a float or floats over the waves until the machine acquires flying speed.

Now the land resistance to the rubber-tired wheels is very small when compared with the water resistance to the floats, and the faster the craft goes the greater is the resistance. The great problem which the constructor has had to solve is to build a machine fitted with floats which will leave the water easily, which will preserve the lateral balance of the machine, and which will offer the minimum resistance in the air.

A short flat-bottomed float, such as that known as the Fabre, is good at getting off from smooth water, but is frequently damaged when the sea is rough. A long and narrow float is preferable for rough water, as it is able to cut through the waves; but comparatively little "lift" is obtained from it.

Some designers have provided their water-planes with two floats; others advocate a single float. The former makes the machine more stable when at rest on the water, but a great rawback is that the two-float machine is affected by waves more than a machine fitted with a single float; for one float may be on the crest of a wave and the other in the dip. This is not the case with the single-float water-plane, but on the other hand this type is less stable than the other when at rest.

Sometimes the floats become waterlogged, and so add considerably to the weight of the machine. Thus in Mr. Hawker"s flight round Britain, the pilot and his pa.s.senger had to pump about ten gallons of water out of one of the floats before the machine could rise properly. Floats are usually made with watertight compartments, and are composed of several thin layers of wood, riveted to a wooden framework.

There is another technical question to be considered in the fixing of the floats, namely, the fore-and-aft balance of the machine in the air.

The propeller of a water-plane has to be set higher than that of a land aeroplane, so that it may not come into contact with the waves. This tends to tip the craft forwards, and thus make the nose of the float dig in the water. To overcome this the float is set well forward of the centre of gravity, and though this counteracts the thrust when the craft "taxies" along the waves, it endangers its fore-and-aft stability when aloft.

CHAPTER x.x.xV. A Famous British Inventor of the Water-plane

Though Harry Hawker made such a brilliant and gallant attempt to win the L5000 prize, we must not forget that great credit is due to Mr. Sopwith, who designed the water-plane, and to Mr. Green, the inventor of the engine which made such a flight possible, and enabled the pilot to achieve a feat never before approached in any part of the world.

The life-story of Mr. "Tommy" Sopwith is almost a romance. As a lad he was intensely interested in mechanics, and we can imagine him constructing all manner of models, and enquiring the why and the wherefore of every mechanical toy with which he came into contact.

At the early age of twenty-one he commenced a motor business, but about this time engineers and mechanics all over the country were becoming greatly interested in the practical possibilities of aviation. Mr.

Sopwith decided to learn to fly, and in 1910, after continued practice in a Howard Wright biplane, he had become a proficient pilot. So rapid was his progress that by the end of the year he had won the magnificent prize of L4000 generously offered by Baron de Forest for the longest flight made by an all-British machine from England to the Continent. In this flight he covered 177 miles, from Eastchurch, Isle of Sheppey, to the Belgian frontier, in three and a half hours.

If Mr. Sopwith had been in any doubt as to the wisdom of changing his business this remarkable achievement alone must have a.s.sured him that his future career lay in aviation. In 1911 he was graciously received by King George V at Windsor Castle, after having flown from Brooklands and alighted on the East Terrace of the famous castle.

In the same year he visited America, and astonished even that go-ahead country with some skilful flying feats. To show the practical possibilities of the aeroplane he overtook the liner Olympic, after she had left New York harbour on her homeward voyage, and dropped aboard a parcel addressed to a pa.s.senger. On his return to England he competed in the first Aerial Derby, the course being a circuit of London, representing a distance of 81 miles. In this race he made a magnificent flight in a 70-horse-power Bleriot monoplane, and came in some fifteen minutes before Mr. Hamel, the second pilot home. So popular was his victory that Mr. Grahame-White and several other officials of the London Aerodrome carried him shoulder high from his machine.

From this time we hear little of Mr. Sopwith as a pilot, for, like other famous airmen, such as Louis Bleriot, Henri Farman, and Claude Grahame-White, who jumped into fame by success in compet.i.tion flying, he has retired with his laurels, and now devotes his efforts to the construction of machines. He bids fair to be equally successful as a constructor of air-craft as he formerly was as a pilot of flying machines. The Sopwith machines are noted for their careful design and excellent workmanship. They are made by the Sopwith Aviation Company, Ltd., whose works are at Kingston-on-Thames. Several water-planes have been built there for the Admiralty, and land machines for the War Office. Late in 1913 Mr. Hawker left Britain for Australia to give demonstrations in the Sopwith machine to the Government of his native country.

A fine list of records has for long stood to the credit of the Sopwith biplane. Among these are:

British Height Record (Pilot only) 11,450 feet " " " (Pilot and 1 Pa.s.senger) 12,900 "

" " " (Pilot and 2 Pa.s.sengers) 10,600 "

World"s " " (Pilot and 3 Pa.s.sengers) 8,400 "

Many of the Sopwith machines used in the European War were built specially to withstand rough climate and heavy winds, and thus they were able to work in almost every kind of weather. It was this fact, coupled with the indomitable spirit of adventure inherent in men of British race, that made British airmen more than hold their own with both friend and foe in the war.

CHAPTER x.x.xVI. Sea-planes for Warfare

"Even in the region of the air, into which with characteristic British prudence we have moved with some tardiness, the Navy need not fear comparison with the Navy of any other country. The British sea-plane, although still in an empirical stage, like everything else in this sphere of warlike operations, has reached a point of progress in advance of anything attained elsewhere.

"Our hearts should go out to-night to those brilliant officers, Commander Samson and his band of brilliant pioneers, to whose endeavours, to whose enterprise, to whose devotion it is due that in an incredibly short s.p.a.ce of time our naval aeroplane service has been raised to that primacy from which it must never be cast down.

"It is not only in naval hydroplanes that we must have superiority. The enduring safety of this country will not be maintained by force of arms unless over the whole sphere of aerial development we are able to make ourselves the first nation. That will be a task of long duration. Many difficulties have to be overcome. Other countries have started sooner.

The native genius of France, the indomitable perseverance of Germany, have produced results which we at the present time cannot equal."

So said Mr. Winston Churchill at the Lord Mayor"s Banquet held in London in 1913, and I have quoted his speech because such a statement, made at such a time, clearly shows the att.i.tude of the British Government toward this new arm of Imperial Defence.

In bygone days the ocean was the great highway which united the various quarters of the Empire, and, what was even more important from the standpoint of our country"s defence, it was a formidable barrier between Britain and her Continental neighbours,

"Which serves it in the office of a wall Or as a moat defensive to a house."

But the ocean is no longer the only highway, for the age of aerial navigation has arrived, and, as one writer says: "Every argument which impelled us of old to fight for the dominion of the sea has apparently been found valid in relation to the supremacy of the air."

From some points of view this race between nations for naval and aerial supremacy may be unfortunate, but so long as the fighting instinct of man continues in the human race, so long as rivalry exists between nations, so long must we continue to strengthen our aerial position.

Britain is slow to start on any great venture where great change is effected. Our practice is rather to wait and see what other nations are doing; and there is something to be said for this method of procedure.

In the art of aviation, and in the construction of air-craft, our French, German, and American rivals were very efficient pacemakers in the aerial race for supremacy, and during the years 1909-12 we were in grave peril of being left hopelessly behind. But in 1913 we realized the vital importance to the State of capturing the first place in aviation, particularly that of aerial supremacy at sea, for the Navy is our first line of defence. So rapid has been our progress that we are quite the equal of our French and German rivals in the production of aeroplanes, and in sea-planes we are far ahead of them, both in design and construction, and the war has proved that we are ahead in the art of flight.

The Naval Air Service before the war had been establishing a chain of air stations round the coast. These stations are at Calshot, on Southampton Water, the Isle of Grain, off Sheerness, Leven, on the Firth of Forth, Cromarty, Yarmouth, Blythe, and Cleethorpes.

But what is even more important is the fact that the Government is encouraging sea-plane constructors to go ahead as fast as they can in the production of efficient machines. Messrs. Short Brothers, the Sopwith Aviation Company, and Messrs. Roe are building high-cla.s.s machines for sea work which can beat anything turned out abroad.

Our newest naval water-planes are fitted with British-built wireless apparatus of great range of action, and Messrs. Short Brothers are at the present time constructing for the Admiralty, at their works in the Isle of Sheppey, a fleet of fighting water-planes capable of engaging and destroying the biggest dirigible air-ships.

In 1913 aeroplanes took a very prominent part in our naval manoeuvres, and the cry of the battleship captains was: "Give us water-planes. Give us them of great size and power, large enough to carry a gun and gun crew, and capable of taking twelve-hour cruises at a speed much greater than that of the fastest dirigible air-ship, and we shall be on the highroad to aerial supremacy at sea."

The Admiralty, acting on this advice, at once began to co-operate with the leading firms of aeroplane constructors, and at a great rate machines of all sizes and designs have been turned out. There were light single-seater water-planes able to maintain a speed of over a mile a minute; there were also larger machines for long-distance flying which could carry two pa.s.sengers. The machines were so designed that their wings could be folded back along their bodies, and their wires, struts, and so on packed into the main parts of the craft, so that they were almost as compact as the body of a bird at rest on its perch, and they took up comparatively little s.p.a.ce on board ship.