Now that Parliament is not sitting and no awkward
questions can be asked in the House, the Sapper
clique" at the War Office has apparently made up

its mind to seize its chance and do as much harm as

it can to the development of a proper scheme of

aerial defence.

The circular quoted last week as having been sent

out by the Director of Personal Services at the War
Office to Engineer officers (a circular which amounts
in effect to an advertisement for commissioned
"recruits" to the Air Battalion) has undoubtedly
stirred up an immense amount of interest, and, be it
said, ill-feel.ng among officers in other branches of
the Service who are interested in aviation. The thing
is undoubtedly part of a regular plot to make the Air
Battalion permanently an Engineer unit, and to keep
for the Sappers the well paid and interesting posts
which are certain to come into existence.

The Great Scheme.

Having a certain amount of knowledge of what
is going on inside, the writer has no hesitation in
stating definately that this scheme is the pet idea of
the staff at the headquarters of the Air Battalion
which is stationed at Farnborough and consists entirely
of Engineer officers. Some of the steps which have
already been taken towards the realisation of this
scheme are worthy of note.

First, one learns that a young officer of Engineers

has been appointed direct from the School of

Engineering at Chatham to the Air Battalion. This

appears to the writer to be a direct contravention of

the Army Order which called the Air Battalion into

existence, an order which laid down amongst the

conditions of appointment that officers appointed to

the Air Battalion must be in possession of an aero-

plane pilot's certificate. An appointment of this kind

is a glaring injustice to those officers of other

regiments who have gone to the trouble of acquiring

aviators' certificates at their own expense, and who

are at present on the "waiting list" hoping for

appointment to the Air Battalion.

The attitude of Engineer officers in general towards

this pet scheme may be judged from the fact that it

has been necessary to appoint an officer who has not

yet completed his course of instruction at Chatham,

because there has not been one single applicant

for appointment to the Air Battalion, either with or

without a certificate, from among the officers of the

Royal Engineers.

A Futile Excuse.

Apparently, the excuse for such appointments is
that the rank and file of the Air Battalion being

HOW I MADE A 35-H.P. ENGINE GO

By H. G. FERGUSON

CORRESPONDENCE

USEFUL MODELS

March.

Sappers, a proportion of Engineer officers is required
for administrative work, but it seems almost im-
possible to reconcile that view with the fact that
officers from other branches of the Service such as
Captain Maitland, Captain Fulton, Captain Burke,
Lieutenant Barrington-Kennett, Lieutenant Conner,
and others have been appointed to the Air Battalion,
and possess administrative and disciplinary control
of the men of the Royal Engineers, who, by the way,
are thoroughly exce lent men from all points of view.

Another step in the scheme is shown by the fact
that Lieutenant Fox, R. E., of the Balloon Company
of the Air Battalion, has recently been learning to fly
on Salisbury Plain at the Government expense, while
officers in every other branch of the Service, who
have had to learn at their own expense, are continually
being refused when they apply to be appointed or
attached to the Air Battalion, in spite of the fact
that there are only five officer-aviators at work and
about eight or nine machines for them to fly.

It can easily be seen, therefore, that by the process

of appointing Engineer officers without any experience

to the Air Battalion, and then teaching them to fly

at the Government expense, it is possible completely

to convert the Air Battalion into an Engineer unit.

The Enterprise of the Engineer.

Whether this can be for the good of Army aviation
may best be judged by the following facts.

First, there is not, apparently, a single Engineer
officer desirous of appointment to the Air Battalion,
otherwise it would not have been necessary to
advertise for them in the manner shown in the

paragraph mentioned above, which has appeared in
various papers.

Secondly, no Engineer officer is in possession of an
aeroplane pilot's certificate obtained at his own
expense with the single exception of Lieutenant
Beattie, R. E., who has not, up to the present, shown
any particular desire to join the Air Battalion.

Thirdy, neither the Commandant of the Air
Battalion, who is only a major, and young at that,
nor the officer officially designated as Instructor, who
is a captain, have taken the trouble to secure an
aeroplane pilot's certificate, nor have either of them
ever attempted to fly an aeroplane, though they
naturally have a free hand with all the Army
machines. And this in spite of the fact that the
young major and the captain in question have before
them the examples of Brigadier-General Henderson
and Colonel Smeaton, both very much senior officers,
who have had the pluck and initiative to qualify as
pilot-aviators at their own expense, so that on active

service they may have practical knowledge of what they can with certainty demand from their air scouts. And all this beautiful scheme, if you please, emanates from the unit which is advertising for more Engineer officers to join it. They may well say that pilots' certificates are not necessary. The fact of the matter is, as has been stated before in these columns, that, with a few honourable exceptions, the Engineer officer is neither a sportsman nor a fighting man, and by nature and training he is utterly unfit to be an army aviator or to have control over

army aviators. As for the method adopted to forward the scheme it can only be compared with the famous, or rather infamous, circular sent round some time ago asking commanding officers of regiments whether they could recommend officers with considerable private means for special staff duties, money and not brains, apparently, being desired. Enough trouble was raised over that circular to do a considerable amount of good to the Service, and it is only to be hoped that a similar agitation will be aroused by this piece of questionable business.

In the British Army there has been up to the present a number of well-defined rules regulating the selection of officers for special service of any kind. Further, the initial appointment of officers to regiments follows set lines, ordained both by regulation and custom. It is, therefore, a little surprising to read in the public prints an inspired statement that the Director of Personal Services at the War Office is inquiring from General Officers commanding districts as to what officers of the Royal Engineers are desirous of becoming attached to the Air Battalion.

No clear definition of their course of training or ultimate duties is laid down, but it is announced that the possession of a pilot-aviator's certificate is unnecessary. The almost entire absence of pilots in the sappers is probably a sufficient explanation of this clause. Aviation has from the beginning been treated with utter disdain by the Royal Engineers, the very section of the Army which, if really efficient, would naturally take most interest in the subject, at least in so far as the scientific side is concerned.

In effect they have put every possible obstacle in the way, and it is therefore surprising to find that, immediately following the dawning of intelligence in the headquarters staff of the Army as shown in the recent promise of expansion in our aerial force the future of the air corps should practically be placed in the hands of those who are in essence its executioners.

If, on the other hand, one accepts the position that the War Office have really the interests of Army aviation at heart, and imagine that the course pursued is to the ultimate good of that section, one fails to see why they do not make use of the services of some of the officers already possessing aviator's certificates. The number actually available is over thirty (two only being sappers), none of whom received Government aid whilst learning to fly.

At first sight it would seem natural to employ sappers on a service to superficial appearance so intimately connected with engineering. On this same reasoning, use might be made of officials from the Army Clothing Factory, who have a deep. knowledge of fabrics, or of such officials as undertake the construction of furniture such as is liberally supplied by the Government to officers living in barracks.

construct

The duty of officer-pilots is to fly on matters of reconnaisance, etc., and not to tune up engines or fuselages. An officer desirous of being gazetted to a cavalry regiment is not expected to have an intricate knowledge of the diseases of horses or to be an expert farrier. Nor is it customary to invite veterinary surgeons to accept commissions in the cavalry. Why, therefore, give favourable selection for posts in the Air Battalion to officers the greater part of whose time has been spent in supervising the scratching of holes in the ground?

The staff of the Aircraft Factory is also made up on strange lines. Here, if anywhere, would the Royal Engineers be of use. In actual matters of construction, such as is necessary in the repair of Army aeroplanes and in the tuning of engines, they would be of the greatest service.

The employment of civilians in matters intimately concerning the Army cannot be too greatly deprecated. They are not conversant with the ordinary routine of Army life, and their official presence in any camp or garrison is only provocative of quarrels and general ill-will. In any case there are as clever brains in the Army as ever stayed out of it.

As to the designing of machines, that can be safely left to the manufacturers. The duties of the Aircraft Factory, which should be controlled by the Royal Engineers, should be merely the repair of aeroplanes and engines, and the establishment, by further experimentation, of the proof of the utter useless

ness of dirigible balloons. For this work the sappers would be admirable. At least the officer commanding in such an event would not be guilty of the bad taste of communicating to the London Press his own opinions of what he imagines to be his own achievements in the building of an aeroplane which was actually built with this country's money and from other countries' designs.

Before any large purchase of machines is made, the Air Battalion should be reorganised and placed on a workmanlike footing. The staff of the Battalion ought to be selected from officers who show particular aptitude for the work, and have taken their pilot's certificates. Their appointments should be permanent, and not merely for a period after which they return to their former regiments.

In

It ought to be possible shortly to gazette men direct from Sandhurst or Woolwich, if only to a limited extent. addition to this regular staff, officers can be attached for service for instruction and refresher courses. It is probable that at some future date each regiment of foot will have attached to it an aeroplane, as is intended in certain foreign armies.

The rank and file of the Air Battalion should be either recruited direct or be supplied from the Royal Engineers. Not only must the corps be organised, but the duties must be clearly defined.

Under war conditions, it is obvious that the Air Battalion would not be used en bloc, but would be divided sectionally. Therefore the number of companies should be elastic and each company should be a self-contained unit, complete in itself as to officers, men, aeroplanes, wireless installations, motor trucks (for conveyance of aeroplanes), etc. The captain commanding in each company should be responsible for his company's efficiency to the colonel commanding. When in the field he would in the ordinary way be under his brigade commander.

A certain number of difficulties and problems are certain to arise whilst the air corps is in process of formation, but experience will rapidly show the mistakes, which can then be eliminated. The improvements taking place continually in aeroplanes will, of course, alter and extend the duties of the Air Battalion. But if the Battalion be properly organised, the new duties could be grafted on without any serious change.

Taking all things into account, the new method of "recruiting" for the Air Battalion on the part of the War Office cannot be too greatly condemned.

Army Competition Conditions,

The following letter has been received by the Secretary of the Aeronautical Society from the War Office:

"Sir,-With reference to your letter, dated 19th ult., inquiring as to the correct interpretation of condition No. 13 of the specification for a military aeroplane, I am directed to inform you that the intention of the condition is that the pilot must be able to start his engine and get under way without aid of any kind from assistants. I am, Sir, your obedient servant, E. C. SEAMAN, Major R.E. (for Director of Fortifications and Works)."

In the statement issued by the War Office on the 14th ult., the offer of two sets of prizes was announced: (a) Prizes open to the world for aeroplanes made in any country; (b) prizes open to British subjects for aeroplanes manufactured wholly in Great Britain, except the engines.

The Secretary of the War Office announces that in the above statement the expression "Great Britain" was inadvertently used for "the United Kingdom.' This will be comforting to Irish aeroplane constructors, who will now realise that they may compete.

ELOQUENT SILENCE. The following article is from the Daily Telegraph of January 3rd, the interpolated remarks are not :

"On Monday and yesterday trials were made at Aldershot of a new type [sic] of aeroplane, which has been constructed at the Army aircraft factory. The chief features of the new machine comprise automatic warping to maintain balance, automatic starting, enabling the pilot to get away unaided [Is this by, with, or from the machine-free will or predestination?], a propeller of a four-bladed pattern fitted in front of the machine, and a noiseless flight secured by a system of silencers on the engine. The machine is a biplane of Farman appearance, the pilot's and passenger's seats being behind the engines, which enables only side observations to be made. In a machine " Iof Farman appearance with the engine in front one would expect something quaint in the observer's observations. But how does the pilot see to steer?]

Mr. G. De Haviland has been carrying out the experimental flights which have been watched by all the experts of the Air Battalion with great interest. [All the officers entitled to the adjective being on Salisbury Plain, doubtless the Factory "had arranged for television.] Several of the experts have been taken up as passengers, and it is said that all are much impressed with the possibilities of the machine. ["Toujours la politesse "-being guests.]

"

"

"

a

""

was

a

an

"Interviewed by Press representative, Mr. Mervyn O'Gorman, superintendent of the aircraft factory, who himself a passenger during the test, modestly alluded to the achievement as a little step in advance.' [Surely the achievement of taking a "factory" official as passenger on "factory machine is more than a "little step."] He proceeded : It is, as regards every stick and fibre of its being, English, including the engine, which is a Wolseley. [How much then is origina! Voisin, out of which The Times nounced it to have been constructed?] As far as I know, this is the first absolutely silent aeroplane [Doubtiess the silenced Howard-Wright appeared too long ago to come within the cognisance of "factory knowledge]; it is silent to this extentthat when the wind is blowing strongly from it towards you, you cannot hear it. A military aviator, who was present, remarked that there were other machines with which he was acquainted in which it would not have been safe to have ascended in the wind that was blowing. [But then, some people are acquainted with machines in which it is unsafe to ascend in a calm.] As a matter of fact, silence is very easy to attain, and I see no reason why every aeroplane which does not employ a rotary engine should not be silent. It is a very simple matter. The reason why it has been put in the background hitherto is because other matters have required more attention, but everyone knew that the moment for silence could be given-at all events on a large class of engines. [Why only momentary? Continuous silence seems preferavie.]

There is a certain loss of power in silencing [Quite true, And lack of silence has been the makings of some], but there is no difficulty about it beyond just a careful study of the engine proposition. People are afraid of aeronautics, but when the aeroplane is flying frequently from town to town silence will be imperative. You can imagine, for example, that it might be worth a man's while, instead of taking a special train, to be carried along what might be called the postal route between Dover and Liverpool. He comes from the Continent and wants to get to America [There is no accounting for tastes], and on such a route as that silence would before long become compulsory. [Picture the silence of a transatlantic aeroplane full of Americans.] The extent to which the weather delays or controls the doings of an aviator depends largely on two things one, the speed of his machine. The greater the speed,, the less is he affected by the relative fluctuations in the speed of the wind. The other thing is that his means of control of his balance shall be very powerful in response to a small effort on his part, that by making a small effort he shall obtain a large result.' [Just as the small efforts of the factory only costing some few thousand pounds-have produced this epoch-making machine.]

"

Mr. O'Gorman remarked that technical points regarding the machine which constructors of English aeroplanes for military or naval purposes might desire to know would, as far as possible, be placed at their disposal. [THE AEROPLANE is contemplating the organisation of special trips for aeroplane constructors to Farnborough from Eastchurch, Erith, Brooklands, Hendon, Leeds, Manchester, Huntingdon, Bristol, and

elsewhere.] It was improbable that a fleet of these new aircraft would be built by the Government, because the authorities wished to encourage private construction." ["For this relief much thanks."]

NO PREVIOUS EXPERIENCE NECESSARY. Inspired by the recent advertisement in The Times and elsewhere asking for R.E. officers to do aeronautical work, and intimating that the possession of a pilot's certificate is not necessary, here are a few more suggestions for advertisements which might come from our brilliant Government Depart

ments:

WANTED.-A few steady, respectable naval officers to command the new super-Dreadnoughts. Applicants need not be in possession of a master's ticket, but should have a knowledge of the theories of suction.

WALK UP! Walk Up!-Entries can now be received for the great London to Brighton Army Test Walk. Preference given to one-legged men, whose mathematical training has taught them how to dot and carry one.

OWING to the slackness of recruiting, the Secretary of State for War requires immediately 5,000 men to join the Cavalry. Special consideration given to old-age pensioners who have experience of equilibration, if not of equitation.

SITUATIONS VACANT.

ARMY DIRIGIBLE SALVAGE CORPS requires Chauffeurs for new high-powered motor transport cars. Previous experience of motor-cars not essential, but applicants must be members of the " Royal Foozlers' Barrack Building Association." SITUATIONS REQUIRED. LADY A. B. recommends James Brown, her pantry-boy, as Stud-Groom, or to take responsible post in Army Remount Establishment. He knows nothing of horses, but is thoroughly honest, sober, and reliable, and has shown considerable aptitude at cleaning grates and in taking toy Pomeranians out for exercise.

FINANCIAL.

THE COLLAPSIBLE VEHICLE BATTALION, having recently acquired several old gas-vessels, are willing to take in Premium Pupils. Such pupils will be afforded a very occasional opportunity of witnessing short experimental trips-or rips. No applications can, under any circumstances, be considered from anyone who has previously displayed any interest or knowledge of the work. The directors think it patriotic to point out that their business is conducted solely with a view to amusing the British public, and not with any scientific intent.

Poor Amelia! She would faint once more at the statement in 1903 it became imperative for lady motorists to have a club' of their own,' and that there are enough women aviators to form a Women's Aerial League.'

"In our grandmothers' day the only genteel occupation for penniless gentlewomen was that of private governess.'

Amelia is a friend of mine, and I

Am rather careful how I pick and choose,
Imagine then my consternation when

I read this item in the Evening News.
Amelia was, I thought, strong-minded, and
I had screwed up my courage just to say

I hoped she'd join me in a jaunt I'd planned
To fly across the Herring Pond one day.
But if Amelia faints on hearing things

I find quite normal, well, it can't be did

A fainting female in an aeroplane!

I wouldn't risk it for a hundred quid.

I thought upon my transatlantic flight