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+ margin-right: auto; +} + +.pagenum { /* uncomment the next line for invisible page numbers */ + /* visibility: hidden; */ + position: absolute; + left: 92%; + font-size: small; + text-align: right; + font-style: normal; + font-weight: normal; + font-variant: normal; + text-indent: 0; +} /* page numbers */ + +blockquote { + margin-top: 0; + margin-bottom: 0; + margin-left: 5%; + margin-right: 10%; +} + +.center {text-align: center;} + +.smcap {font-variant: small-caps;} + +figcaption {font-weight: bold;} +figcaption p {margin-top: 0; margin-bottom: .2em; text-align: inherit;} + +/* Images */ + +img { + max-width: 100%; + height: auto; +} +img.w100 {width: 100%;} + +.figcenter { + margin: auto; + text-align: center; + page-break-inside: avoid; + max-width: 100%; +} + +/* Transcriber's notes */ +.transnote {background-color: #E6E6FA; + color: black; + font-size:small; + padding:0.5em; + margin-bottom:5em; + font-family:sans-serif, serif; +} + +/* === === */ +/* === QGC additions to standard CSS === */ +/* === === */ + +.x-ebookmaker .figcenter { margin: 0 auto 0 auto; 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+ margin-right: 2.5%; + } +} + +.x-ebookmaker .transnote { + margin-left: 5%; + margin-right: 5%; +} + +.x-ebookmaker .transnote-end { + margin-left: 5%; + margin-right: 5%; +} + +.illowp52 {width: 52%;} +.x-ebookmaker .illowp52 {width: 100%;} +.illowp40 {width: 40%;} +.x-ebookmaker .illowp40 {width: 100%;} +.illowp30 {width: 30%;} +.x-ebookmaker .illowp30 {width: 100%;} + +.box { + border: 3px solid black; + padding: 1em; + margin: 3em; +} + +.container { + display: flex; + justify-content: center; + /* align-items: center; */ +} + + + </style> +</head> +<body> +<div style='text-align:center'>*** START OF THE PROJECT GUTENBERG EBOOK 76988 ***</div> + +<figure class="figcenter illowe20 x-ebookmaker-drop"> + <a rel="nofollow" href="images/cover.jpg"> + <img class="w100" src="images/cover.jpg" alt=""> + </a> +</figure> + +<div class="transnote chapter p4"> +<a id="top"></a> +<p class="noindent center TN-style-1 bold">Transcriber’s Note</p> + +<p class="noindent center TN-style-1">The cover image was restored by Thiers +Halliwell and is granted to the public domain.</p> + +<hr class="r10"> + +<p class="noindent center TN-style-1">See the <a class="underline" href="#TN">end</a> +of this document for details of corrections and other changes.</p> +</div> + +<hr class="chap x-ebookmaker-drop"> +<div class="chapter"> + +<p class="noindent center p6 b6 bold" style="font-size: 160%;"> +AEOLUS +</p> +</div> + +<hr class="chap x-ebookmaker-drop"> +<div class="chapter"> + +<p class="noindent center p8 b8"> +TO-DAY AND TO-MORROW<br> +<span class="small" style="display: inline-block; margin-top: 0.5em;"> +<i>For the Contents of this Series see the end of<br> +the Book</i></span> +</p> +</div> + +<hr class="chap x-ebookmaker-drop"> +<div class="chapter"> + +<h1> +AEOLUS<br> +<span style="display: inline-block; font-size:45%; margin-top: 1.0em;">OR</span><br> +<span style="display: inline-block; font-size:60%; margin-top: 0.7em;">THE FUTURE OF THE<br> +FLYING MACHINE</span> +</h1> + +<p class="noindent center bold p3" style="font-size: 90%;">BY</p> +<p class="noindent center bold">OLIVER STEWART</p> +<p class="noindent center bold" style="font-size: 80%;"><i>Author of ‘The Strategy and Tactics of<br> +Air Fighting,’ etc.</i></p> + +<p class="noindent center bold p8"><span class="smcap" style="font-size:90%;">London</span></p> +<p class="noindent center bold" style="margin-top: -0.4em;"><span style="font-size:95%;">KEGAN PAUL, TRENCH, TRUBNER & Co., <span class="smcap">Ltd.</span></span></p> +<p class="noindent center bold" style="margin-top: -0.4em;"><span class="smcap" style="font-size:90%;">New York: E. P. Dutton & Co.</span></p> +</div> + +<hr class="chap x-ebookmaker-drop"> +<div class="chapter"> + +<hr class="r50"> +<p class="noindent center small b12"> +Made and Printed in Great Britain by<br> +M. F. Robinson & Co., Ltd., at The Library Press, Lowestoft. +</p> +</div> + +<hr class="chap x-ebookmaker-drop"> +<div class="chapter"> + +<p><span class="pagenum">[5]</span></p> + +<p class="noindent center bold p2" style="font-size: 140%;">AEOLUS</p> +<p class="noindent center bold" style="font-size: 110%;">THE FUTURE OF THE<br> +FLYING-MACHINE</p> + +<h2 class="nobreak" style="margin-top: 1.3em;"> + INTRODUCTION +</h2> +</div> + +<p>The aeroplane is an aerial sailing-ship, +its wings are the sails, its source of power +the wind. It can claim to be a direct +descendant of the family of sailing ships +whose father was <span class="smcap">Aeolus</span>, god of the +winds and the inventor of sails.</p> + +<p>Aeroplane, helicopter, ornithopter, +rotorplane, and autogiro are sailing-ships +because they all derive lift from +sails or aerofoils. An aerofoil is a structure +so shaped as to obtain a reaction from +the wind—a sail is nothing more and +nothing less. Whether the wind is natural +or is artificially raised by an engine does +not affect the function of aerofoil or sail.</p> + +<p>The heavier-than-air flying-machine, +either engineless glider or power-driven +<span class="pagenum">[6]</span>craft, is the true aerial sailing-ship. The +prolate gasbag which is called an airship +resembles only one kind of ship, +a sinking ship, because it is totally immersed +in the fluid which supports it. +If a sea parallel to the airship is required, +that parallel may justly be said to be +the submarine, which is suspended in +the water as the airship is suspended in +the air.</p> + +<p>Before I deal with the future of the +aerial sailing-ship I must define three +aeronautical terms. No excuse is needed +for introducing these apparently elementary +definitions since aeronautical terms +are almost as well misunderstood by +aviators as by laymen. The three terms +are:</p> + +<p class="noindent"> +  Wing<br> +  Airscrew<br> +  Propeller +</p> + +<p>The definitions I advance are supported +by the Royal Aeronautical Society’s +<cite>Glossary of Aeronautical Terms</cite> and by +the British Engineering Standards +Association’s <cite>Glossary of Aeronautical +Terms</cite> although they are often departed +<span class="pagenum">[7]</span>from in official forms and in speech.</p> + +<p><em>Wing.</em> A few days ago I read in a +newspaper of a “single-winged airplane”. +Accustomed as I am to the aircraft which +appear between the drapers’ advertisements +in the daily newspapers, I was +startled at the notion of a “single-winged +airplane”. A bird has wings. A single-winged +bird would be a queer creature +and would be incapable of flying. +A “single-winged airplane” would be +equally queer and equally earth-bound.</p> + +<p>The reporter, in trying to hack out an +explanatory synonym for monoplane, +docked the aeroplane of one of its wings.</p> + +<p><em>Airscrew and Propeller.</em> An aeroplane +can have an airscrew yet no propeller. +Most aeroplanes, in fact, are without +propellers. In the interests of differentiation +it is worth endeavouring to confine +the word propeller to the thing that +propels or pushes the machine, to use +airscrew as a general term, and tractor +airscrew when a precise definition is +required for the thing that pulls the +machine. The colloquialism “prop’” +may perhaps be allowed to stand for +both tractor airscrew and propeller.</p> + +<p><span class="pagenum">[8]</span></p> + +<p>In the following pages I make no attempt +to hit upon any sudden invention which +may revolutionize flight. I confine myself +to developing lines of progress which +have already given some proof of practicability. +For determining the general +trend of progress I rely upon a utilitarian +review of the aeronautical situation. I have +avoided leaping into the distant future. +Readers will be disappointed to learn +that things like inter-planetary voyaging +are not dealt with in this booklet.</p> + +<p>I am aware that scientists have demonstrated +that some of the things I do +mention are impossible. But scientists +have demonstrated that the world is +flat, that it is round, and that it is oblong. +In the future they will demonstrate that +it is rectangular. It was Mr W. N. Sullivan, +I think, who said that “To judge from +the history of science, the scientific +method is excellent as a means of obtaining +plausible conclusions which are always +wrong, but hardly as a means of reaching +the truth.” While a few generations +can still witness wide variations of opinion +among those who know, I incline to the +Pyrrhonic doctrine. It is impossible to +<span class="pagenum">[9]</span>know with certainty what is impossible, +and in attempting a forecast the best +that can be done is to take the trend of +contemporary thought and, with that, +to build a future upon the principles of +the present.</p> + +<p>I deal with the future of three kinds +of flying-machine, the civil, the service, +and the lighter-than-air or airship. The +type of machine I say will become popular +for short distance air-transport may seem +at first to be too unconventional. But +I think the whole trend of advanced +thought (slotted wings, wingflaps, anti-stall +gears and differential ailerons are +manifestations of it) is towards the result +I suggest.</p> + +<hr class="chap x-ebookmaker-drop"> +<div class="chapter"> + +<p><span class="pagenum">[10]</span></p> + + <h2 class="nobreak"> + I + </h2> +</div> + +<p>The future of the aerial sailing-ship or +heavier-than-air flying-machine will be +affected more by the attitude which the +world adopts towards it than by technical +achievement. In England the national +attitude towards machinery is moulded +by statesmen and financiers. Under the +guise of preserving the liberty of the +individual that attitude strangles the +life out of the machine; it may be +described in the words of the schoolboy +who said that <i lang="la">Habeas Corpus</i> was a +phrase used during the great plague of +London meaning ‘Bring out your dead’.</p> + +<p>The statesman has helped to mould +the national attitude towards the motor-car +through the medium of laws and the +manner of their enforcement by his servants +the police, and the Courts. The history +of the cause and effect of the national +<span class="pagenum">[11]</span>attitude towards the motor-car is being +repeated with the flying-machine, and +the parallel is close.</p> + +<p>Having the safety of the public for its +ostensible object, the Motor-Car Act +limits the speed of motor-vehicles to +twenty miles per hour, proclaims it +an offence to drive to the common danger +and to be drunk while in charge of a +motor-car.</p> + +<p>Of the last-mentioned provision I will +say nothing beyond mentioning that there +are motorists who are incapable of driving +safely except when they are drunk. Of +the other two, the 20 m.p.h. speed-limit +for many years has been generally +recognized as having no bearing on safety +or danger, whereas for many years +motorists have been condemning certain +manoeuvres on the road as constituting, +legally as well as in truth, driving to the +common danger.</p> + +<p>The English police, with the connivance +of magistrates and Home Secretaries, +have concentrated on enforcing the speed-limit +and have ignored the dangerous +manoeuvres.</p> + +<p>This pass has been brought about by +<span class="pagenum">[12]</span>the statesman, who has no direct interest +in motor-cars or other new-fangled +machines (except when there is a general +strike). As a consequence, the car built +as a car for speed and control is becoming +an object of general dislike. The continued +insistence that speed of itself is +dangerous and the pompous tyranny of +the police (who find motorists tamer and +more plastic than thieves) are gradually +engendering in the public fear of and +dislike for the machine-entity. Instead +the wheeled furniture-shop is gaining in +popularity. The doctrine of Safety First +is threatening initiative and killing the +spirit of adventure, while there is ignorance +of how to attain safety. Road-racing, +the only sure means of increasing car-safety, +is prohibited because it is not +safe. The result is the dismal, abysmal +mess described as the modern British +motor-car, which is chiefly remarkable for +not containing a single original idea.</p> + +<p>Now the result of statesmen moulding a +similar attitude towards the flying-machine +will be equally dismal. Yet they are +already exerting their influence in that +direction.</p> + +<p><span class="pagenum">[13]</span></p> + +<p>Instead of employing policemen and +Courts to harry and hunt the herd of +aeronauts, designers, and constructors, +however, the statesman employs an army +of air-officials. In the world of aeronautics +these officials are all-mighty. The private +person has no control over them and no +reply to them. If he goes to Court against +them he will lose. If he appeals against +the decision of the Court he will lose +again. If he appeals to public opinion +he will lose for the third time. The +official tells the airman what he may not +do, warns the designer of the manner in +which he may not design, and informs +the constructor how he is forbidden to +construct.</p> + +<p>The result of this official attitude +towards the flying-machine is already +faintly visible.</p> + +<p>At the time I write Britain holds no +world’s air-records. For seven years +she has made no great flight. She has +three or four commercial air-lines against +Germany’s forty-three. Her fastest aircraft +is about 50 m.p.h., slower than the +fastest foreign aircraft. Her highest +climbing aircraft cannot attain within +<span class="pagenum">[14]</span>thousands of feet of the altitude attained +by foreign aircraft. Her longest range +aircraft can accomplish little more than +half the distance covered by foreign +aircraft. Her Air Force can put fewer +effective war-machines in the air than +any one of three other countries.</p> + +<p>One of our pilots has succeeded in +proving that, in an English aeroplane, +you can go from London to anywhere +else more slowly, and in more acute +discomfort, than by boat and train.</p> + +<p>In one thing only does England excel. +She spends more on aviation than any +other country in the world.</p> + +<p>I am familiar with the excuses for +England’s aeronautical failings. I know +that the House of Commons has been +told that there is no object in England +attempting to obtain world’s air-records. +I have heard the claim that the Royal +Air Force flies more than any other air +force, and I have heard the Air Ministry +refuse to supply any figures in support +of the claim. I know that the French are +said to obtain their high speeds and great +distances by cutting down the load-factor +of their machines. I have been +<span class="pagenum">[15]</span>told about the theory that we <em>could</em> gain +world’s records, run air-lines, win air-races, +and have an effective Air Force +but that we do not want to do so. I +am familiar with these excuses, and, +having mentioned some of them, I think +I can proceed to indicate a cure for the +failings in British aviation. For some +cure is the essential preliminary to any +future for the flying-machine in England.</p> + +<p>The cause of England’s aerial impotence +is chiefly official interference leading to a +wrong national attitude towards the +aeroplane.</p> + +<p>The cure is to give English aviation the +freedom of the air.</p> + +<p>If the official is given powers to make +vehicular transport safe, he will, as we +have seen in the motor-car analogy, +infallibly not make vehicular transport +safe and he will stop any mechanical +development in the vehicle itself. Freedom, +then, is the essential condition of +aeronautical development.</p> + +<p>I said at the beginning of this essay +that the financier, as well as the statesman, +helped to mould the public’s attitude +<span class="pagenum">[16]</span>towards the machine. I speak only of +the pure financier or business-man who +uses aeroplanes, motor-cars or tin cans +with equal indifference as money-making +tools; who has no direct interest in any +material creation; who repeats that +honesty is the best policy and hopes the +other man will believe it.</p> + +<p>All such business-men in England are +humble imitators of American business +men. In their advertisements, offices, +talk, and indigestion they endeavour as +closely as possible to copy the Americans. +They therefore believe that, if English +people are to produce cars or aeroplanes, +they must produce them in the American +way—that is cheaply and in mass. +Standardization has, in their view, taken +the place of craftsmanship and mass-production +of hard work.</p> + +<p>Already events have shown that the +English are incapable of imitating the +Americans well. The reason is that the +American mechanic regards his work as +an unpleasant necessity, to be got through +as quickly as possible and to be paid for +at as high a rate as possible in order that +he may have time and money for the real +<span class="pagenum">[17]</span>purpose of life—doing nothing. The +English mechanic, although the statesman +is trying to knock such foolishness out +of him, still expects to find something +satisfying in his work. He still seeks a +measure of contentment in the exercise +of skill.</p> + +<p>Mass-production fits in well with the +American workman’s ideas: it does not +fit in with the English workman’s ideas. +The English do not and will not produce +cheap motor-cars or cheap aeroplanes as +quickly and as well as the Americans.</p> + +<p>If English flying-machines are to be +made capable of competing with American +and others, the English, after being freed +from official interference, must leave +standardization and mass-production to +people who are temperamentally suited +to them, and instil into these flying-machines +some of the idiosyncrasy of their +race. Their flying-machines must be +creations expressive of the characters of +those who design and construct them.</p> + +<p>The only English cars having any +success in America (and elsewhere) are +those few in which perfection of craftsmanship +and idealism in design are notable. +<span class="pagenum">[18]</span>They are the kind of cars English designers +and mechanics are temperamentally able +to produce. The mass-produced cheap +English car or flying-machine will remain +a feeble imitation of the American. But +the idealistic creation, the machine-entity +of the English artist-scientist in car or +flying-machine has a place to itself in +the scheme of things. In its best form +it is unique.</p> + +<p>The financier’s influence in aviation is +not yet so noticeable as in motoring, but +it is becoming stronger. Should the +aeroplane pass entirely into his hands, it +will cease to progress as a flying-machine +and will start progressing as a bank-note +churn. With the future of such an +instrument I am unable to deal, since +I have no personal experience of either +churns or bank-notes.</p> + +<p>If it is to make headway as an individual +creation the flying-machine must receive +the freedom of the air. It must develop +its own individuality as a machine-entity. +Freedom of the air and the complementary +institution of mechanical craftsmanship +are the essential conditions for development +of the flying-machine. Without +<span class="pagenum">[19]</span>those conditions I have nothing to write +of its future. With those conditions the +flying-machine presents possibilities of +development in high-speed transport that +will warrant future generations describing +the present age as the static age.</p> + +<p>But I must insist that, for the forecast +I am now to make, I postulate the gagging +and binding or otherwise bottling-up of +the statesman and financier.</p> + +<p>Only then will this machine-entity, the +creation of the artist-scientist, grow. And +that the machine-entity, the car or +aeroplane as a real and living thing +exists will be accepted by all who have +spent much time in controlling and looking +after high-performance aeroplanes or +racing-cars. These machines, built with +a single purpose, are sensitive to the +treatment they receive as the stone is +sensitive to the sculptor’s chisel or +the violin-strings to the musician’s +bow.</p> + +<p>Turn for one moment from the standard +cars, the wheeled furniture-shops “replete +with every comfort including cigarette +lighter and flower vase” which make +hideous our streets to the other extreme +<span class="pagenum">[20]</span>and regard the finely-wrought, aesthetically +satisfying racing-car which is to be +seen in the American and Continental +road-races and occasionally at Brooklands. +I do not suggest that racing-cars should +be used for transport even in these “most +brisk and giddy paced times”; I merely +refer to the racing-car as indicative of a +certain attitude towards the machine. +The makers of flying-machines should be +free, if such is their desire, to aim at the +fineness, craftsmanship, and originality +in design exemplified in the racing-car.</p> + +<hr class="chap x-ebookmaker-drop"> +<div class="chapter"> + +<p><span class="pagenum">[21]</span></p> + + <h2 class="nobreak"> + II + </h2> +</div> + +<p>The civil flying-machine, when it is +examined in the light of contemporary +aeronautical research-work, seems rich in +possibilities.</p> + +<p>Apart from electrical repulsion, there +are five different ways of flying, of which +only two are at present in general use, +lighter-than-air flight and fixed-wing +heavier-than-air flight. I think that a +third method is about to be widely +adopted, and that this third method will, +in time, profoundly influence the whole +future of aeronautics.</p> + +<p>A comparison between the present +system of artificial flight and natural +flight will suggest what that third method +is.</p> + +<p>Let us go to Croydon, the airport of +London, and examine a typical three-engined +passenger-carrying aeroplane.</p> + +<p><span class="pagenum">[22]</span></p> + +<p>The three engines are running, for the +machine is about to take off. The coffin-shaped +thing whose sides flap in the +wind from the airscrews is the fuselage. +The machine shows signs of malnutrition, +for its bones are prominent in the form +of wires and struts. As the engines are +run up, the tail shakes and sneezes and +coughs until it seems that the fuselage +will be ruptured. Now the machine +taxis over the aerodrome, its engines +open up with a roar, it labours over the +ground, and then, looking a little fatigued, +it rises into the air.</p> + +<p>It passes overhead making a noise like +a thunderstorm, shivering and quaking, +barging its way along with a clumsy +ineffectualness which gives it the appearance +of flying through treacle.</p> + +<p>When it is out of sight, go to Waterloo +Bridge and watch the gulls.</p> + +<p>A gull is a hopelessly uncommercial +flying machine. It does not pay, it has +no ground organization, it is not fitted +with wireless, no control-tower informs it +when it may land, no books are kept of +its mileage or hours flown, no managers, +assistant-managers, clerks, secretaries, +<span class="pagenum">[23]</span>typists, accountants, ministers, directors, +officials, or meteorologists concern themselves +in its safety. No offices, search-lights, +flood-lights, neon-lights, leader-cables, +or directional wireless stations are +set aside for its control and supervision. +No treatises are written about its future. +A gull is not “a commercial proposition”. +It is, however, a good machine for flying.</p> + +<p>Neither the superficial nor the fundamental +defects of the passenger-carrying +aeroplane are present in the gull. The +gull is a coherent, unified structure without +exposed bracing-wires, struts, or +engines. It gets off quickly, flies at a +great pace (for its power-loading), is +fairly silent and very manoeuvrable, can +defeat fog, rain, hail, snow, and gale, and +can alight anywhere.</p> + +<p>As a flying-machine it owes its basic +superiority over the aeroplane to a single, +ingenious trick: a trick which looks easy, +but which, for many years, the scientist +found it impossible to reproduce in +practical mechanics.</p> + +<p>When flying was first thought about +this trick engaged much attention. The +mechanical difficulties in reproducing it, +<span class="pagenum">[24]</span>however, refused to be conquered, and +about 1680, Borelli, having this trick in +mind, wrote: “The Icarian invention is +entirely mythical because impossible”, +a view which, according to Mr J. E. +Hodgson’s <cite>History of Aeronautics</cite>, was +supported by Leibnitz. Afterwards and +until just recently the trick has been +almost entirely neglected. I think it +probable that it will regain its old importance, +and that it will become the +pivot upon which the whole future of the +heavier-than-air land-going flying-machine +will turn.</p> + +<p>What is this trick which for centuries +baffled the mechanician, yet which the +gull finds so simple? What is the one +fundamental difference between the means +employed by the gull for flying and the +means employed by the aeroplane?—It is +the difference between the fixed wing and +the moving wing.</p> + +<p>The gull has the trick of being able to +move its wings relative to its body. The +gull is a moving-wing flying-machine. +The conventional aeroplane is a fixed-wing-flying-machine.</p> + +<p>Almost every important advantage +<span class="pagenum">[25]</span>which the gull (and any other bird) has +over the type of aeroplane which has so +far been most popular may be traced +to the gull’s ability to move its wings. +For that reason alone it can get off without +a long run, defeat fog and gale, and +alight anywhere.</p> + +<p>Since the time of the artificial “flying +pigeon” of Archytas in the 5th. cent. <span class="smcap">b.c.</span> +the manner of whose flight seems obscure, +attempts have been made to build +machines which imitate the gull by +flapping their wings. Several people, +including Bladud, the legendary flying +King of Britain, found out in an unpleasant +manner that the muscles were +not strong enough to actuate man-lifting +wings. And in the construction of +engine-driven ornithopters the mechanical +difficulties invariably proved insuperable. +The natural flapping wing has never +been exactly imitated by mechanical +means in a flying-machine, nor have the +leg and foot been exactly imitated by +mechanical means in a motor-car.</p> + +<p>The motor-mechanician, in using the +wheel in place of the leg and foot, imitated +the principle employed by nature for +<span class="pagenum">[26]</span>land-locomotion but not the means. Will the +aeroplane-mechanician imitate the principle +employed by nature for flight but +not the means?</p> + +<p>The aeroplane-mechanician has already +accomplished this feat in a rudimentary +form in the Cierva Autogiro, which is +commonly (and accurately) called the +windmill aircraft.</p> + +<p>The helicopter has never achieved much +success and, for the present purpose, it +may be classed with the ornithopter as +obsolete. The autogiro, therefore, is the +first practical moving-wing aircraft. It +accomplishes that which generation after +generation of mechanicians found it impossible +to accomplish. It has seized on +the bird-principle of flight and translated +it into practical mechanics.</p> + +<hr class="chap x-ebookmaker-drop"> +<div class="chapter"> + +<p><span class="pagenum">[27]</span></p> + + <h2 class="nobreak"> + III + </h2> +</div> + +<p>The existing autogiro, although it may +not resemble the more developed types +which will eventually appear, is the most +successful moving-wing flying-machine yet +produced. Señor de la Cierva’s work was +described by an aeronautical engineer as +being of secondary importance only to +that of the Wright brothers. That first +flush of enthusiasm may be over, but there +seems little doubt that future generations +will regard Señor de la Cierva as the +inventor of moving-wing flight. And +I believe that there will be a fierce battle, +more prolonged and more vigorous than +has ever been fought between two machines, +the battle between moving-wing flight +and fixed-wing flight. The struggle +between reciprocating engine and turbine, +broad gauge and narrow gauge, lighter-than-air +and heavier-than-air, water-cooling +and air-cooling will be as nothing +<span class="pagenum">[28]</span>compared with the imminent struggle +between fixed-wing and moving-wing.</p> + +<p>The autogiro obtains lift from a <em>free</em>, +four-bladed windmill. Each blade of the +windmill is a wing and is articulated at +the root so that its tip can rise and fall. +The autogiro is drawn forward by an +ordinary aero-engine and airscrew which +are entirely separated from the windmill. +As the machine is drawn through the +air the relative wind, blowing on the +blades or wings, rotates the windmill +and it lifts the machine. The wings rise +and fall, and this beating motion gives +the machine a measure of stability.</p> + +<p>To exert lift a wing must move through +the air.</p> + +<p>The moving-wing aircraft derives lift +from wings which can move through the +air even though the body of the machine +be stationary or nearly stationary. In +the fixed-wing aeroplane both body and +wings must move if the wings are to +exert lift.</p> + +<p><span class="pagenum">[29]</span></p> + +<div class="chapter"> +<figure class="figcenter illowp52" style="max-width: 119.0625em;"> + <img class="w100" src="images/i_029.jpg" alt=""> + <figcaption> + <p style="text-align: justify;"> + Fig. 1.—Diagrammatic representation of moving-wing + and fixed-wing flight. The wings of + both machines have travelled equal distances + AA and BB but the body of the moving wing + machine has remained stationary relative to + the ground. + </p> + </figcaption> +</figure> +</div> + +<p><span class="pagenum">[30]</span></p> + +<p>The difference between moving-wing +and fixed-wing aircraft is so important +to this discussion that I shall venture to +describe it again in different words. +A fixed-wing aircraft is like a bird with +its wings paralysed or in splints. A moving-wing +aircraft is like a bird having the +full use of all its faculties. (Fig. 1).</p> + +<p>Perhaps the most important advantage +which the moving-wing aircraft has over +the fixed-wing aircraft is that it can +virtually land on one spot. The conventional +aeroplane must move forward +in still air if it is to keep up; it must +still move forward while landing, and +afterwards allow its impetus to be +dissipated during a run along the ground.</p> + +<p>In addition to this ability to land on +a spot, the moving wing aircraft is less +likely to become uncontrollable while it +is in the air. The fixed-wing aircraft +must become uncontrollable in the air +if its speed drops below a certain point. +This point was called by airmen “the +stalling speed”. It has needed the +mathematician to produce the phrase: +“control of stalled aeroplanes”. In +current English a stalled aeroplane is an +aeroplane which is uncontrollable, even +if the speed must drop to zero before this +condition arises. If any fixed stalling-<em>angle</em> +can be said to exist outside technical +<span class="pagenum">[31]</span>reports, it is the angle at which +the lift of the wings is so reduced that +the machine must fall to a nearly vertical +position before recovering.</p> + +<p>The moving-wing aircraft in the rudimentary +form we know it to-day could +stall, but it would need a major structural +failure or violent and prolonged misuse +of the controls to make it do so.</p> + +<p>And now one of the weapons which will +be used in the battle which I predict +between the two main types of heavier-than-air +flying machines will be recognized. +The weapon of the spot-landing.</p> + +<p>Taking advantage of its special characteristics, +the moving-wing flying-machine +within fifteen years will open hostilities +by carrying passengers into and from the +hearts of cities and by running safely +through fog thick enough to stop other +transport services. Up till then the +fixed-wing machine with its aerodromes +on the outskirts of cities will have held the +field almost unchallenged. But whereas the +fixed-wing aircraft has now had twenty-two +years development, the moving-wing +aircraft has had only about three years.</p> + +<p>At first, even when it has matured, +<span class="pagenum">[32]</span>people will be shy of the moving-wing +machine, and only gradually will it begin +to attract passengers used to the other type.</p> + +<p>Travellers will begin to realize that, +when they go by fixed-wing machines, +they waste so much time and suffer so +much discomfort in the terminal communications +that the advantages of the +air-passage are largely neutralized.</p> + +<p>At present the air-traveller going from +Paris to London spends one and a half +hours covering the few miles to and from +the aerodromes to the centres of the two +cities and only two to two and a half +hours covering the 225 miles of the air-journey. +Moreover, he changes vehicles +twice, at Croydon and at Le Bourget, +as he does by boat and train at Dover +and at Calais. The aircraft’s ability to +fly over land and sea alike, therefore, has +not given the traveller the advantage of a +through-journey. He must taxi from his +hôtel in Paris to the place where the +air-company’s car starts, change from car +to aeroplane at Le Bourget, change from +aeroplane to car at Croydon, and taxi +from the car’s stopping place to his +home. (Fig. 2).</p> + +<p><span class="pagenum">[33]</span></p> + +<div class="chapter"> +<figure class="figcenter illowp40" style="max-width: 102.25em;"> + <img class="w100" src="images/i_033.jpg" alt=""> + <figcaption> + <blockquote><p style="text-align: justify;"> + Fig. 2.—Diagrammatic representation of the + advantage in flexibility of an aircraft capable of + making spot landings and so of using small + aerodromes. Alone among vehicles it could + provide a through journey to the centres of cities. + </p></blockquote> + </figcaption> +</figure> +</div> + +<p><span class="pagenum">[34]</span></p> + +<p>The aeroplane dare not risk attempting +the journey in thick fog or heavy snow or +hail because, in order to support itself, +it must move forward through the air at +a minimum of say 60 miles per hour. +At this speed the pilot, even if aided by +a leader-cable, has difficulty in finding +the aerodrome in thick weather; as much +difficulty as a motor-car-driver unable +to go slower than 20 miles per hour would +have in crossing London in a dense fog.</p> + +<p>If he thinks he catches a glimpse of a +landmark, the pilot cannot stop or slow +down and look again to confirm his +impression; he must continue to travel +at 60 m.p.h. And if he fail to find the +aerodrome he must endeavour to put down +his machine—still travelling at 60 m.p.h.—on +an area of ground which he cannot +see clearly and which he does not know. +If a house, ditch, hedge, tree, chimney, +shed, road, telegraph wire, pole, or other +obstruction is in the way the result is a +serious accident.</p> + +<p>The disadvantages under which the +fixed-wing aircraft suffers when landing +and when flying during bad visibility are +inherent in the principle of flight it +<span class="pagenum">[35]</span>employs. The moving-wing machine will +therefore concentrate its attack at these +very points. Since it is able to fly slowly, +and virtually to hover, it can feel its way +through fairly thick fog. Even if the +pilot cannot find the aerodrome, comparatively +little danger attaches to a +forced landing on unknown ground, +because the descent can be made vertically +or almost vertically and there is almost +no run after touching the ground.</p> + +<p>Aerodromes on the roofs of buildings +have been foretold with tiresome persistence. +A Frenchman succeeded in landing +a fixed-wing aeroplane on a roof in +Paris. Even so I cannot foresee roof-aerodromes +for fixed-wing aircraft, which +is the purpose for which former prophets +have foreseen them; but I emphatically +can foresee roof-aerodromes for slow-landing, +moving-wing aircraft.</p> + +<p>Travellers going by future air-lines will +take a taxi from their homes to Charing +Cross, step into a moving-wing machine +on a roof-aerodrome, fly to Paris, land +on another roof-aerodrome near the Place +de l’Opéra, and take a taxi to their +hotel.</p> + +<p><span class="pagenum">[36]</span></p> + +<p>I think it likely that, by the time it +reaches maturity, the full speed of the +moving-wing aircraft will be below that +of the fixed-wing aircraft. But it will +make up for this disadvantage by offering +travellers the advantages of eliminating +terminal communications and changes of +vehicle. Part of the time it loses between +Croydon and Le Bourget it will regain +between Croydon and Charing Cross and +between Le Bourget and the Place de +l’Opéra. Moreover, on days when, through +fog, the fixed-wing aircraft-service is +suspended, the moving-wing aircraft will +still operate.</p> + +<p>By these means the moving-wing aircraft +will become a formidable competitor +of the fixed-wing aircraft. How will the +fixed-wing aircraft reply to the attack?</p> + +<p>It will make a supreme effort to increase +its speed to such an extent that it will +offer to travellers a journey taking from +door to door only about two-thirds of +the time occupied by the other type. +To do this the time lost in terminal +communications by motor-car will, at first, +be partly recovered by extremely high +flying speeds. The 250 miles per hour +<span class="pagenum">[37]</span>air-express will make its appearance. +The wing-loading of these machines +will be high. Dr Rohrbach the German +designer, believes that great advantages +accrue through high wing-loadings, and +in lectures and papers he has described +at length the reasons for his +belief. In order to get these highly +loaded machines off quickly and to land +them within an aerodrome of reasonable +size, a form of catapult launching apparatus +and an arrester will be employed.</p> + +<p>Catapult-launching has been proved, +in England, America, Italy, and France, +to be practicable with fairly large aircraft. +There is no reason to suppose that its +development will not continue.</p> + +<p>An aircraft-arrester was described by +Mr G. H. Dowty in a paper read before +the Institution of Aeronautical Engineers +in October 1926. It consisted in a drum +having wound round it a length of cable. +The aeroplane, by some hook and line +device similar to that used by Army +co-operation machines in picking up +messages, will connect itself to the end of +the cable. The cable will rotate the drum +<span class="pagenum">[38]</span>against a brake, and the aeroplane will +be arrested. Mr Dowty calculates that +a machine travelling at 90 m.p.h. could +by this means, be brought to a standstill +in 100 yards without an excessive strain +being put on the machine’s structure.</p> + +<p>The chances of forced landings in these +highly loaded fixed-wing machines will +be reduced to a negligible quantity by +big reserves of power and by providing +that power through many engines.</p> + +<p>In spite of the acceleration of the +fixed-wing services made possible by the +use of these express-aeroplanes, the +popularity of the moving-wing services +will continue to grow. The public will +count time well lost against the discomfort +of changing twice and motoring long +distances through roads as inadequate for +the traffic of that day as the existing ones +are for the traffic of this. They will +continue to take taxis to the Charing +Cross roof-aerodrome when they want to +travel by air to Paris, York, Manchester, +Glasgow, or Dublin.</p> + +<p>The drifting of passengers to the +moving-wing services will spur the supporters +of the fixed-wing services to +<span class="pagenum">[39]</span>devise another reply. They will build +motor speedways from Croydon reaching +into the heart of London and from all +the other big aerodromes into the hearts +of the cities they serve. These speedways +will have no side-turnings or cross-roads. +They will be forbidden to +pedestrians, bicyclists, lorries, ’buses, and +similar vehicles. They will be hedged +in on either side like railway lines. The +flat-footed influence of policeman and +politician will be excluded and along these +tracks cars will carry passengers to and +from the aerodromes at 100 miles per +hour. Assisted by these tracks, the great +speed of the fixed-wing services will +temporarily prevail, and a fair supply of +passengers will be assured although the +moving-wing services will still flourish.</p> + +<p>The position at this stage of the battle +might be described as a deadlock. The +next stage will perhaps be the most +remarkable of all.</p> + +<p>It may have been noticed that, unlike +most prophets, I have been exceedingly +modest in naming the distances over +which these future services will operate. +While discussing the battle between fixed-wing +<span class="pagenum">[40]</span>and moving-wing, instead of speaking +of Empire services, Globe-circling airlines, +or non-stop hemispherical flying +expresses, I have spoken of trivial routes +like London-Paris and London-Glasgow. +I have not even mentioned London-Karachi, +London-Melbourne, or London-Montreal.</p> + +<p>My modesty was only temporarily +assumed. I am now about to throw it +off in order to describe what I believe +will be the most important development +of the flying machine. This development +will begin during the latter part of the +fixed-wing, <i>v.</i> moving-wing battle.</p> + +<hr class="chap x-ebookmaker-drop"> +<div class="chapter"> + +<p><span class="pagenum">[41]</span></p> + + <h2 class="nobreak"> + IV + </h2> +</div> + +<p>I have spoken, in describing the fixed-wing +versus moving-wing battle, only of +short air-lines, because I think the establishment +of the successful short line will +precede the establishment of the long.</p> + +<p>It is argued that the saving in time +effected by the flying-machine becomes +valuable only in long journeys, so that +no one would bother to go to an aerodrome +and take an aeroplane in order to save +half an hour or so, and that the train-service +in England is so good that the +aeroplane-service would be incapable of +competing with it successfully. And, +while the disadvantages of short air-services +are magnified, the disadvantages +of long air-services are forgotten or not +appreciated.</p> + +<p>At present a short journey of three or +four hours by aeroplane is all that the +<span class="pagenum">[42]</span>average passenger can stand in comfort. +There is no room for him to move about +much in the present cabins, and the +noise of the engines, wires, and airscrews +is fatiguing to anyone not used to it. +Moreover, the time-basis is not the only +basis on which the traveller compares the +merits of the means of travel at his disposal. +The ship provides its passengers +with social intercourse and a high degree +of comfort. A long journey by sea is +usually a pleasant, invigorating experience. +On a journey by air, on the other hand, +the passengers get no fresh air, they have +no opportunity for making friends, for +conversation, dancing, games, or any +other of the fascinating trivialities which +flavour life on board a passenger-steamer. +The traveller offered the use of a long +distance air-line, therefore, is invited +to choose between, perhaps, three days +discomfort and isolation in the cramped +cabin of an aeroplane and three weeks +social pleasure and invigorating laziness +on board ship.</p> + +<p>Now the disadvantages which attend +long-distance air-travel in modern type +machines are due almost entirely to the +<span class="pagenum">[43]</span>small size of passenger aircraft when +compared with ships. The aeroplane will +not be successful as a long-distance +vehicle until it can give its passengers +most of the pleasures they would get on +board ship. It will not be able to give +its passengers even a small fraction of +those pleasures until it is as large as or +nearly as large as the ship.</p> + +<p>The pleasures of long-distance travel +vary almost directly as the size of the +vehicle. Can the aeroplane ever be made +so large that it can offer its passengers +the space and freedom of even a small-sized +passenger-boat?</p> + +<p>I do not think the aeroplane can ever +become sufficiently big, but I do think +the seaplane or the flying-boat can and +will become sufficiently big to offer that +degree of space and freedom.</p> + +<p>I believe that aircraft will begin to +compete successfully with boat and train +in carrying the merchandize and passengers +of the world only after the coming of the +era of the hydro-aeroplane (I use this +word to include both seaplane and flying-boat).</p> + +<p>The longest flight ever made in one +<span class="pagenum">[44]</span>machine was made in a hydro-aeroplane. +The largest machines ever built are hydro-aeroplanes. +The heavier-than-air machines +carrying the greatest weight are hydro-aeroplanes. +I am confident that the era +of the hydro-aeroplane will come, and that, +until it comes, aircraft will not compete +successfully with boat and train.</p> + +<p>I have based my first conclusion, that +the moving-wing aeroplane will become +a powerful competitor of the fixed-wing +aeroplane for short-distance air-transport, +on flexibility. The moving-wing machine +can go from door to door, no matter if +the journey is partly over the sea and +partly over the land. I base my second +conclusion, that the hydro-aeroplane will +become the pre-eminent vehicle for long-distance +air-transport, on size. The +hydro-aeroplane can be built as large as +may be required.</p> + +<p>If people are to journey even for +one day in the same vehicle, they need +space and freedom of movement. They +need wide promenade decks, lounges, +restaurants, cabins, smoking-rooms. They +cannot be confined to a single basket +chair.</p> + +<p><span class="pagenum">[45]</span></p> + +<p>For long-distance air-transport the +sardine-theory so popular with our London +transport controllers must be abandoned. +The sardine-theory must be recognized +for what it is, a system of getting more +money out of the passenger by increasing +his discomfort. The more you squeeze +the passenger, the more the money oozes +out of him.</p> + +<p>The aeroplane cannot, I think, become +very much larger than the largest machines +of to-day because the support of much +greater weights on the landing-wheels +becomes difficult. At present there are +machines in which each landing-wheel +must carry 6 tons. If the weight were +much increased, the three-point suspension +on wheels and tail-skid would become +impracticable. The provision of a caterpillar +landing-gear and of aerodromes +with prepared surfaces might be possible +and might assist matters if machines, say +eight or nine times the size of the present, +were contemplated. But, to obtain the +comfort required (and given by the ship) +on a long voyage, the machines would need +to be some fifty or a hundred times the +size of the largest existing types. When +<span class="pagenum">[46]</span>those sizes were reached, the problems +of supporting the weight on the ground +and of manoeuvring on the ground, +taking off, and landing would become +exceedingly difficult to solve.</p> + +<p>Yet these problems are comparatively +easy to solve in the large hydro-aeroplane. +A large hydro-aeroplane with a high +wing-loading could, if necessary, use the +open sea as its aerodrome. Since the +problem of the forced landing would +definitely have been overcome by the +power-unit arrangement, the large hydro-aeroplane +would fly over land or sea. +Its stations would be sea ports, lakes, or +wide rivers.</p> + +<p>The aeroplane both with moving and +fixed wing will certainly grow in size; +but nothing seems to me to indicate that +it will be able to keep pace with the growth +of the hydro-aeroplane. The growth of +the hydro-aeroplane is foreshadowed in +a French machine and a German machine +which have appeared recently. The +hundred-passenger hydro-aeroplane is a +proven possibility. I can see no insuperable +obstacle to the eventual arrival +of the 1,000-passenger or the +<span class="pagenum">[47]</span>2,000-passenger hydro-aeroplane. Moreover, the +fog-landing problem is easier to solve in +the sea-going than in the land-going +fixed-wing aircraft. Good automatic landing +devices are more easily designed for +hydro-aeroplanes than for aeroplanes.</p> + +<p>Mr O. E. Simmonds, of the design +staff of a firm of British flying-boat +constructors, said: “The largest successful +flying-boats yet built have weighed +about 30,000 lbs. I shall certainly feel +that progress has been inordinately slow +if we have not constructed a boat of +100,000 lbs. gross weight <em>by the end of +the next decade</em>.”</p> + +<p>The first real air-liner, carrying some +five or six hundred passengers, will +probably appear after or towards the +end of the battle between fixed and moving-wing +machines. And it will be a flying-boat. +The unsolved problems attending +high-altitude air-transport seem to be +so difficult that I am inclined to believe +that high altitude transport will not +become a regular method in this generation.</p> + +<p>The possibilities of machines capable +of travelling at immense speeds in the +rarefied air at a height of 15 miles or so +<span class="pagenum">[48]</span>from the ground are attractive. But, if +a forecast is to be based on research-work +actually accomplished at the time, it is +made, then high-altitude flying must be +excluded.</p> + +<p>Among the problems which high-altitude +flying involves and which seem to postpone +its arrival to the distant future +are: the infinitely variable pitch airscrew, +the light, positive, infinitely variable gear +(without ratchet final drive), the sealed +cabin with self-contained ventilating +system, the engine altitude supercharger, and +the variable camber-wing. Among these +the Leitner automatic infinitely variable +pitch airscrew is one of the most interesting +inventions ever made in airscrew +design, but it is at present in its earliest +stages. The Constantinesco torque-converter, +which is an automatic infinitely +variable gear, might be adaptable to +aircraft. The sealed cabin presents great +practical difficulties, as does the variable +camber-wing.</p> + +<p>From this brief parenthesis the difficulties +of high-altitude transport will be +apparent. It is almost certain to come, +but its day is likely to be distant, and +<span class="pagenum">[49]</span>for that reason I have concentrated on +possibilities less remote.</p> + +<p>Now that the long and short distance +air-liners have been dealt with, I will +give a brief sketch of how the traveller +will use these vehicles. If Mr X, who lives +at Hampstead, desires to go to Melbourne, +Australia, he will first pile his luggage onto +a taxi and drive to the terminus of some +moving-wing aircraft line. This terminus +will be close to the centre of London: +A highly developed moving-wing aircraft +will take him to the coast. The machine +will land on the quay beside which will +float a flying-boat express. This machine +will be a fixed-wing flying-boat of about +1,000 tons. It will be a monoplane, the +wings growing from the hull at a sharp +dihedral angle and then curving down until +they are horizontal.</p> + +<p>The engines will be particularly interesting. +Most designers, even now, are +endeavouring to eliminate reciprocating +motion in petrol-engines. The trend of +thought is towards substituting the sleeve-valve +for the poppet-valve and towards +increasing the number of cylinders. More +and more inventors “invent” +<span class="pagenum">[50]</span>gas-turbines. Their engines have had varying +degrees of failure, although a few, the +Jean Mély turbine among them, are +reported to have gained a measure of +success. One of these inventors will soon +be completely successful. The movement +towards the rotary gas-engine is too +vigorous and too general to remain for +ever unfruitful. The gas-turbine will be +the aero-engine of the future. It will be +cooled by an evaporative system.</p> + +<p>One pound of water carries only 20 +B.T.U., whereas 1 lb. of steam carries +966 B.T.U. Wing Commander Cave-Browne-Cave, +in a paper read before the +Royal Aeronautical Society, drew attention +to the advantages for aircraft of +evaporative engine cooling. He said: +“By far the lightest way of conveying +heat is as the latent heat of steam.” On +test a standard aero-engine gave the same +power and fuel-consumption with evaporative +as with water-cooling. The greatest +advantage will accrue in reduction of +resistance. Panels in the aircraft surface +will receive heat in the steam and thus +the drag caused by water-radiators even +of the wing or strut type, or air-cooled +<span class="pagenum">[51]</span>cylinders will be eliminated. The evaporative +cooling system will not freeze up at +the highest altitudes: it will probably +maintain the engine at a more even +working temperature than an air-cooling +system, and the steam will provide a +suitable means of heating the passenger +cabins and pilot’s cockpit and of cooking.</p> + +<p>The flying-boat to which Mr X is now +having his luggage transferred then, has +twelve evaporative-cooled gas-turbines +housed in the wings, six on the starboard +and six on the port side. Eight of them +will drive tractor airscrews and four will +drive propellers through torque-converters. +There may be a system of concentrating +the whole engine-power at three or four +airscrews.</p> + +<p>The entire machine, including the wing-coverings, +will be built of metal. +“I cannot conceive”, said M. Dewoitine, +the French designer, “that the ultimate +aeroplane can be in anything else but +metal, in the same way that metal ships +to-day completely replace the wooden +ships of days gone by.” The living +quarters in the hull would be arranged +on labour-saving lines. The passengers +<span class="pagenum">[52]</span>would have drawing-room, dining-saloon, +lounge, and promenade deck. The +promenade deck on a long-distance air-express +will be different from the promenade +deck on a liner. It will be enclosed +in the hull and will be lighted by a transparent +roof and sides.</p> + +<p>Mr X finds his cabin arranged in much +the same way as in a ship, and, having +settled his things, he goes up to the +lounge, where the other passengers are +congregating. A few minutes later, with +a faint hum, two of the tractor-airscrews +begin to revolve, and the flying-boat +moves slowly away from the quay. Two +more airscrews start revolving, and the +machine, having taxied out, turns into +wind. It pauses a moment as if it were +taking breath, then the twelve air-screws +spin faster and faster until they appear +as discs of light. The machine moves +forward heavily, a solid mass of metal, +with the passengers watching from the +windows of the promenade deck. It +lumbers through the water, but throws +up but little spray. Then it seems to +stretch itself, throw back its head, and to +rise bodily out of the water until it runs +<span class="pagenum">[53]</span>on the surface of—instead of in—the +water. Already it appears lighter and +less clumsy. Finally, after giving the +water two or three parting pats, it takes +to the air and, in spite of its great mass, +instantly becomes an agile, graceful flying-machine.</p> + +<p>The usual amusements, the usual eating, +drinking, reading, and talking will employ +the passengers’ time in the air. For the +daily round goes on in much the same +way ashore, afloat or aflight. The night +flying is exhilarating, although there is, of +course, almost no sense of speed. Though +the sea is rough, the machine, at 4,000 ft. +is as steady as a rock. As the first stopping +place rushes towards the machine, the +hum of the engines alters note +and the machine dips in a gentle glide. +The mouth of a river, with shipping on +it and two more flying-boat expresses +lying at a quay a short way up the river, +comes into view. The machine wheels +round and glides closer and closer to the +water. Four of the airscrews give a short +burst of speed, and then the hull rips the +surface of the water with a hiss.</p> + +<p>Soon afterwards Mr X has said good-bye +<span class="pagenum">[54]</span>to his voyage acquaintances who are +disembarking, and the machine is off +on the next stage.</p> + +<p>The success of the large, long-distance +flying-boat will mark the beginning of +the concentration of fixed-wing machines +on long-distance routes and the concentration +of moving-wing machines on short, +distance routes. The fixed-wing machine, +finding it has no rival in the large flying-boat +type and finding that it has a strong +rival in the comparatively small land-going +type (that rival being the moving-wing +machine) will gradually remove +itself from the short air-lines. The +position will then be that all short air-lines +are run by moving-wing land-going aircraft +while all long air-lines are run by +fixed-wing sea-going aircraft.</p> + +<p>The real air-liner, as distinct from the +commercial flying soap-box of to-day, +will be an immense sea-going air-vessel. +It will be a self-contained town +offering greater attractions to the pleasure-seeker +than any other kind of small town. +When that machine makes its appearance +the Air Age will have begun.</p> + +<hr class="chap x-ebookmaker-drop"> +<div class="chapter"> + +<p><span class="pagenum">[55]</span></p> + + <h2 class="nobreak"> + V + </h2> +</div> + +<p>Before I described the passenger-carrying +flying-machine towards which contemporary +research-work seems directed, +I postulated the freedom of the air for +that machine. I stipulated that the +statesman and the financier should be +gagged and bound. Now that I come +to private-flying and air-racing, however, +the imagination jibs at the notion of a +similar freedom of the air. If the statesman +were prevented from meddling with +the technical development of the passenger-carrying +flying-machine, he would most +likely turn with redoubled vigour to the +task of controlling, organizing, watching +over, regulating, and generally bleeding +the private, the record-breaking, and +the racing aircraft.</p> + +<p>I can, therefore, sketch the future of +those machines only as the statesman +will direct it.</p> + +<p>The small fixed-wing private +<span class="pagenum">[56]</span>flying-machine, especially in the amphibian +form, will gradually become more and +more popular and, as it grows more +popular, so the statesman will take more +notice of it. His first opportunity for +direct action will come when a few people +get killed in an accident involving a +private aircraft.</p> + +<p>Taking advantage of the Press outcry, +of the screams of the Safety First societies +and of the opportunity for personal +aggrandizement, Members of Parliament +will pass a Flying-Machine Act.</p> + +<p>Among the provisions of this Act will +be a 40-miles per hour minimum speed-limit. +No heavier-than-air craft will be +permitted to fly at a speed of less than +40 miles per hour. It is easy to follow +the workings of the official mind in +setting this speed-limit. A fixed-wing +aircraft crashes not because it goes too +fast but because it goes too slowly. +Therefore, the statesman will reason, if +it is illegal to go too slowly, there will be +no more accidents.</p> + +<p>Another provision will make it illegal +for anyone suffering from nicotine-poisoning +to be in charge of a flying-machine. +<span class="pagenum">[57]</span>(Prohibition will be established +in England by this time, so that no clause +about “drunk in charge of a flying-machine” +will be necessary.)</p> + +<p>Further regulations will make it +necessary for every private pilot to pass +a medical examination once a month as +a condition of his having a pilot’s licence. +Having passed this examination, he will +be required to wear, while in charge of +an aeroplane, two 8-inch metal discs, +with a number stamped upon them. One +disc will be worn on the left shoulder +and the other on the top of the flying-helmet.</p> + +<p>The aeroplane, in addition to its letter +markings on wings and fuselage, will be +required to exhibit three plaques bearing +identification-numbers. One will be on +the centre section, one on the undercarriage, +and one on the port side of the +fuselage. The aeroplane will also carry +metropolitan or county police markings +on four tablets of given size, besides +markings of the appropriate local council +on plates of certain specified dimensions, +and small circular pieces of paper +<span class="pagenum">[58]</span>contained in approved holders on the rear +port interplane-strut (or wing-tip in the +case of a monoplane), the rear starboard +interplane-strut (or wing-tip) the undercarriage +port forward-strut, the tail-fin, +the fuselage, and the top plane gravity-tank +(if any).</p> + +<p>In addition to the pilot’s logbook, +machine logbook, engine logbook, pilot’s +licence, and airworthiness certificate, there +will be a registration-book, travel-triptych, +flight-permit, landing-permit, and housing-pass.</p> + +<p>These items are, of course, extra to the +navigation-lights, wing-tip flares, cockpit-illuminants, +parachute-flares, fire-extinguishers, +silencers, life-saving parachutes, +and other obligatory equipment, +such as lifebelts, fire-proof bulkheads, +stall-indicators, warning-signals, and Very +lights.</p> + +<p>These regulations will provide the police +with the opportunity of displaying their +keen sense of duty. They will ignore the +old-fashioned and mundane murders, and +will say with Horace Walpole: “Do not +wonder that we do not entirely attend +<span class="pagenum">[59]</span>to the things of earth; fashion has +ascended to a higher element.”</p> + +<p>Conceive the vigour and elegance with +which they will uphold the 40 m.p.h. +minimum speed-limit. What their stopwatches +(for they will still use them) +and observation lacks in accuracy, they +will make up for by the free imagery and +sweeping poetic fancy of their evidence +in Court.</p> + +<p>The pilot who flies while suffering from +nicotine-poisoning will be the object of +universal opprobrium. His social doom +will be sealed when the witness says that +his breath <i>smelt of tobacco</i> and that he +must have been smoking the same morning. +The pilot’s statement that he only had +two cigarettes during the previous month +will be completely discountenanced.</p> + +<p>But the best chance for the police will +come when the private moving-wing +machine begins to make an appearance. +Then will dawn the true constabulary +millennium.</p> + +<p>The moving-wing machine, as it has +been shown, can almost hover and can +fly comfortably at five or ten miles per +<span class="pagenum">[60]</span>hour. One day a moving-wing machine +will pass through a police-trap while its +pilot is admiring the countryside or +inquiring from his companion where they +will stop for lunch.</p> + +<p>The pilot will appear in Court charged +with flying at less than 40 miles per hour, +and there will be a sensation when the +detectives disclose that defendant’s speed, +which he did not deny, was 8 miles per +hour over a measured furlong.</p> + +<p>The magistrate will say that, although +he had been on that bench for thirty-five +years, never in his whole experience, +never from the moment that he had +accepted those duties, never since the +time when he devoted himself to the +administration of justice, <em>never</em> had he +heard of such a flagrant disregard for the +safety of the public. Here was a flying-machine, +over a populous area, travelling +at 8 miles per hour when everyone knew +that a flying-machine gained its lift by +virtue of its speed through the air, and +that if it travelled at less than forty miles +per hour it was liable at any moment +<span class="pagenum">[61]</span>to fall upon the heads of the people +below.</p> + +<p>The pilot might endeavour to explain +the technical points in the case. If he +did so, his fine would be greater than if +he merely pleaded guilty and said no +more.</p> + +<p>That case will be the signal for a wholesale +persecution of moving-wing aircraft-owners. +The Home Secretary will issue +warnings, magistrates will wish that they +could send pilots to prison—in fact there +will be the usual process of departmental +browbeating which we know +so well. The theory that the private +flyer will not be summoned for +slow flying because there will be moving-wing +passenger aircraft also capable of +slow flying, does not bear investigation. +There are now lorries, motor-buses, charabancs, +steam-wagons, and trams which +persistently exceed the 20-miles per hour +speed limit. They are not prosecuted, +nor will the passenger aircraft of the +future be prosecuted.</p> + +<p>Having given some idea of the delightful +future which lies before the private +<span class="pagenum">[62]</span>flyer, I will add a few remarks upon air-racing.</p> + +<p>After motor-road racing, air-racing is +the finest sport yet invented. I give +it ten more years life in England.</p> + +<p>Before the War air-racing at Hendon +was highly successful in that it attracted +many entries and large crowds of +spectators. Since the War air-racing +has been unsuccessful. There are signs, +however, that there will soon be a revival +of it. Larger and larger crowds will +collect to watch it. Special machines will +be constructed, the number of entries will +increase, continental firms will take +part.</p> + +<p>Then the statesman will step in and play +his part, as he always must when anything +becomes popular.</p> + +<p>Air-racing is and will remain dangerous. +Statesmen and newspapers will discover +this and talk about it. Now I am informed +upon the best authority that in +England no one is allowed to face danger +of any kind, whether he wants to or not. +The State arranges that all dangers, +physical and moral, are kept away from +the individual. He may not do, see, hear +<span class="pagenum">[63]</span>smell, or taste anything calculated to +arouse him from the suety state of mind +so highly esteemed by the politician. +The Englishman is nursed from birth to +death by an army of officials. He is +permitted to risk his life only in +war.</p> + +<p>Air-racing, since it is dangerous, will +gradually be stamped out of existence. +Air-racing improves the aircraft as a +machine-entity; it would have a good +effect upon the private flyer’s machine +and upon the war-machine. When air-racing +has been stopped, therefore, a +decline in the quality of the private flying-machine +and the service-machine will +result.</p> + +<p>Air-racing (with which I include record-breaking) +is as important to pure aeronautical +development as anything else. +The history of the Schneider Cup seaplane-race +is some indication of the technical +advance racing achieves. In 1913 at +Monaco the Schnieder Cup, was won by +France at 45.4 m.p.h. In 1914 (England) +at 86.4 m.p.h., in 1919 (Italy) at 124.9 +m.p.h. (This race was declared void). In +1920 (Italy) at 107.2 m.p.h. In 1921 +<span class="pagenum">[64]</span>(Italy) at 111.4 m.p.h., in 1922 (England) +at 146.1 m.p.h., in 1923 (America) 177.4 +m.p.h., in 1925 (America) 234.4 m.p.h. +and in 1926 (Italy) at 246.5 m.p.h. +(Fig. 3).</p> + +<p><span class="pagenum">[65]</span></p> + +<div class="chapter"> +<figure class="figcenter illowp30" style="max-width: 26.2em;"> + <img class="w100" src="images/i_065.jpg" alt=""> + <figcaption> + <p><i>Fig. 3 Schneider Cup</i></p> + </figcaption> +</figure> +</div> + +<p><span class="pagenum">[66]</span></p> + +<p>The Schneider Cup figures show that +the much boasted rapidity of progress in +the performance of high-speed aircraft +during the War is a myth. During the +War, progress was almost completely +stopped. Even if the Italian win of 1919 +at 124.9 m.p.h. be accepted (and the race +was declared void because Janello was +not observed at one of the turning-points) +the rate of progress compares unfavourably +with the rates before and after the War. +If, on the other hand, the rate be judged +by the accepted wins of 1914 and 1920 +then the top speed of seaplanes rose only +20.8 m.p.h. in 6 years against 139.3 m.p.h. +in 6 years after the War.</p> + +<p>Up to 1926 there has been little sign of +a falling off in the rate of progress in +high-speed seaplane-design, and a rough +estimate, puts the probable speed of the +winner in 1928 at 290 m.p.h. and in 1930 +at 320 m.p.h.</p> + +<p>Record-breaking has a similar effect +to racing upon technical development. In +1919 Sir John Alcock and Sir A. Whitten +Brown flew the Atlantic non-stop for the +first time in a heavier-than-air machine. +They covered 1,890 miles in about 16 +<span class="pagenum">[67]</span>hours. In 1926 M. Dieudonné Coste and +Capitaine Rignot covered 3,400 miles +non-stop in 32 hours.</p> + +<p>Whatever country takes up and encourages +private flying, air-racing and +record-breaking will play a big part in +the future of the flying-machine.</p> + +<hr class="chap x-ebookmaker-drop"> +<div class="chapter"> + +<p><span class="pagenum">[68]</span></p> + + <h2 class="nobreak"> + VI + </h2> +</div> + +<p>I see no reason to depart from the +forecast of the future military flying-machine +which I make in my <cite>Strategy +and Tactics of Air Fighting</cite>.</p> + +<p>Since the fixed-wing machine will +probably retain a slightly superior performance +over the moving-wing machine +(although it is fair to Señor de la Cierva to +add that some of the best mathematicians +find on theoretical calculation that the +moving-wing aircraft should be equal in +all-round performance to the fixed-wing +type), it is likely that, excepting a proportion +of army co-operation machines +and a small proportion of night-bombers +the moving-wing machine will not in the +future be used in large numbers for war +purposes.</p> + +<p>Before constructing the machine of the +future, let us go to the R.A.F. annual +Display, and refusing to be fascinated +by the intricate shape of the breeches +worn by officers and men, let us examine +<span class="pagenum">[69]</span>an experimental single-seater fighter of +the present. When in the air the machine +is remarkable only for the undercarriage-struts +and wheels which hang below the +fuselage. They look like a labourer’s +hands in the drawing-room, they are +sturdy but, in the air, they do not seem +to know what to do with themselves, +they are in unaccustomed surroundings.</p> + +<p>Let this machine be compared with the +gull. I use the gull for these comparisons +because it is common and easily observed +and so provides an accessible model. +Indeed, it was the gull which instructed +Mr A. V. Roe and helped him to become, +on June 8th, 1908, the first man to fly +over British soil. The experimental single-seater +fighter at the R.A.F. Display has +very few characteristics of which any bird +need be ashamed. One of these characteristics, +however, is undoubtedly its undercarriage. +The gull folds up its undercarriage +when it is in the air; it lets it +down only when it is about to land.</p> + +<p>But now compare the experimental +machine with one of the standard machines +in an R.A.F. squadron. The standard +service-machine looks as if it has got into +<span class="pagenum">[70]</span>the hands of an accessory fiend, one of +those who believe that the part is greater +than the whole. It is so cluttered up +with odds and ends, so cut about, modified, +added to, and altered that it resembles +no other flying-machine, animal or +artificial. It is a sort of winged Air +Ministry, a receptacle full of interesting +information about everything but the +air.</p> + +<p>Since this mania for encumbering service-machines +is only a superficial failing, it +is possible, after remarking it, to go +direct to the service-machine of the +future.</p> + +<p>There is first a new type to be noted, the +aerial artillery-machine. This will be a +large multi-engined monoplane carrying +a single medium-sized gun and a few +rounds of ammunition. It will be able +to direct close range gunfire from the air +at important ground-objectives. The +advantage of the aerial big gun over the +bomb will be in accuracy, the advantage +of the bomb over the aerial big gun will +be in the great weight of projectile made +possible by the absence of any heavy +launching-apparatus like a gun. The +<span class="pagenum">[71]</span>height of the aeroplane acts on the bomb +as the explosive charge on the projectile. +But at long ranges the bomb, with the +newest sights and under the best conditions, +is inaccurate, and at short ranges +its velocity is low. The aerial big gun +permits ground-objectives and ships to be +attacked at short range with projectiles +travelling at a high velocity.</p> + +<p>The success of low-flying attacks by +machine-guns in the late War was a +sufficient demonstration of the potentialities +of the low-altitude gun-attack from +the air. Experiments were made long +ago in mounting small guns in aeroplanes +and in arranging for the absorption of the +recoil. Against other aircraft the aerial +big gun would not be used. In aerial +fighting weight of projectile is of less +importance than rate of fire.</p> + +<p>The night-bombing machine of the +future will be an immense flying-boat. +It is likely that this type will also be used +for day bombing. If so, it will be heavily +armed with machine-guns and will not +go out without a strong screen and +escort of fighting machines.</p> + +<p><span class="pagenum">[72]</span></p> + +<p>The fighting aeroplane will be particularly +interesting. It will be a small +monoplane without external bracing-wires +or struts and the undercarriage will be +retractable. It will carry one man, and +will be an all-metal machine mounting a +gas-turbine of some 1,000 h.p.</p> + +<p>Performance-figures must be the wildest +guess work, because the closest examination +of the trend of research gives but +small information on the probable rates +of progress in speed and climb. Mr A. +V. Roe has frequently stated his belief +that the future flying-machine will attain +1,000 miles per hour. I will, therefore, +give my fighter of this generation 400 miles +per hour, 800 miles per hour in the dive, +a climb to 20,000 feet in 4 minutes, and +a service-ceiling (the height at which +the rate of climb falls below 100 feet per +minute) of 60,000 feet.</p> + +<p>In order that the fighter may operate +at high altitudes, and in order that it +may be able to change height suddenly +by diving or climbing steeply, the pilot +will be housed in a pressure-cockpit, +from which he will look through a streamline +conning-tower made in some transparent +<span class="pagenum">[73]</span>material. Unless he were enclosed +in some such pressure-chamber or pressure-suit, +the pilot would be unable to withstand +the cold and the reduced pressure of +extreme altitudes, and the sudden changes +in temperature and pressure, when the +machine was climbing or diving. Pressure-suits +are now being experimented with +in France and probably elsewhere.</p> + +<p>Oxygen would be supplied to the +pressure-chamber and an emergency +oxygen-apparatus would provide against +the chamber being pierced by a bullet. +Some form of dessicating apparatus would +be essential to prevent the transparent +conning-tower from fogging up. The +fewest accessories would be carried by +these fighters of the future.</p> + +<p>In general military aircraft will be +more specialized than they are to-day, +there will be no many-purpose machines. +Instead, the number of specialist machines +will steadily increase. In addition to the +aerial big guns, there will be flying-tanks +or lightly armoured low-flying machines +for attacks on ground-targets. These +will be developed from the “Salamander”, +“Vampire”, and other armoured aircraft +<span class="pagenum">[74]</span>introduced during the late War.</p> + +<p>Armour for fighting and bombing-aircraft +will not be employed for many +years. The gunners on the large flying-boat +bombers, however, will be provided +with small shields.</p> + +<p>Perhaps a general idea of the future +of the flying-machine in war may best +be given by quoting a newspaper report +of a day air-attack on London in the next +war.</p> + +<p>I cut the headlines and start with Our +Special Correspondent, who, with the +printer’s assistance, has, if I may be +permitted to say so, trodden on it through +all four gears:</p> + +<blockquote> +<p style="margin-top: 1.0em;">“The greatest air-raid in history was +launched on London yesterday evening +by a formation estimated at between +six and seven hundred aeroplanes.</p> + +<p>“For nearly two hours the earth shook +to the thunder of the guns, while far up +in the blue vault of Heaven there was +the flash of wheeling wings, as the heroic +pilots of the Royal Air Force plunged +again and again to the attack.</p> + +<blockquote> +<p>“Never before has the heart of +<span class="pagenum">[75]</span>the Empire been the objective of so +powerful and so determined an offensive, +never before have the British air-forces +so covered themselves with glory.</p> +</blockquote> + +<p>“Owing to the vigorous defence which +met the raiders as they neared London, +casualties are low. Official figures have +not yet been issued, but it is thought that +fewer than 1,000 people were killed while +only some 7,000 were wounded.</p> + +<p class="noindent center">“FIRST WARNING.</p> + +<p>“The raiders were first reported by +the ‘concrete ears’ or wireless disc and +super-sensitive microphone sentries which +encircle the coast. A large formation +(there was much doubt as to the number +of machines) was said to be approaching +Southampton, and with the exception of +three emergency squadrons, every R.A.F. +fighting-aeroplane rushed to the attack.</p> + +<p>“As our machines, sweeping through +the freezing blue of the great altitudes, +<span class="pagenum">[76]</span>approached the raiders, the raiders turned +and made off at full speed. Our machines +bent on reaching the enemy, tore after +them.</p> + +<p>“It was at this moment that ominous +news came through. A second hostile +formation, far larger than the first, had +been detected approaching the East coast +south of Harwich.</p> + +<blockquote> +<p>“Nearly the whole of the defending +airforce was far away: London’s bosom +was bared to the attack.</p> +</blockquote> + +<p>“The new formation—first given as +400 machines but later corrected to +600—was in four great layers and flying +at 170 miles per hour.</p> + +<p>“The three emergency R.A.F. squadrons, +numbering 54 machines of an old +type with five or six experimental machines +from Martlesham Heath and Farnborough, +went up at once and hurled themselves +at the vast enemy formation.</p> + +<p class="noindent center">“THREE TO ONE ODDS.</p> + +<p>“The second layer of the hostile formation, +which consisted of about 150 long-distance +<span class="pagenum">[77]</span>fighters, engaged them. A furious +battle ensued, while the remainder of the +hostile fleet, aerial big guns, flying-boat +bombers, and, at an extreme altitude, +a further batch of long-distance fighters, +continued on their way towards London.</p> + +<p>“The old R.A.F. machines were literally +butchered by the whip-lashes of lead which +cracked and curled from the small-calibre +stream-fire enemy guns. One of +our machines had both its wings cut off +and fell to the ground with such force +that the airscrew-boss was buried 18 feet +in the earth.</p> + +<p>“Meanwhile wireless messages had +reached the R.A.F. formation, which had +been drawn off by the feint attack on +Southampton. <i>They had turned and were +tearing to the rescue at 350 miles per hour.</i></p> + +<p>“The two big formations were in sight +of each other when the enemy was +about 20 miles south west of Chelmsford. +At this time there was no active +opposition to the invaders in the air. +Anti-aircraft batteries, however, were +blackening the sky with shells, and had +succeeded in bringing down two enemy +machines.</p> + +<p><span class="pagenum">[78]</span></p> + +<p>“There seemed now no hope that +London would escape the full force of +the attack. Already two ten-ton +wireless-controlled flying-bombs had +struck the city. Even so there was little +panic. The gas-mask distribution had +worked well, and no one was unprovided. +The usual shelters were made full use of, +but many people, against the orders of +the police, remained in the streets +anxiously looking skywards and listening +to the almost continuous tear and roar +of the guns.</p> + +<p class="noindent center">“ANXIOUS MOMENTS.</p> + +<p>“For some reason the news that the +first hostile formation had retired had +not come through on the wireless. And, +since no one knew that far the greater +part of the R.A.F. defending forces had +gone in pursuit of that formation or that +the emergency squadrons had been cut to +pieces, a good deal of uneasiness prevailed +among the watchers.</p> + +<p>“Where are the R.A.F. fighters? was +<span class="pagenum">[79]</span>the question uppermost in everyone’s +mind.</p> + +<p>“As the noise of the guns grew louder +and seemed to vibrate and echo among the +houses, considerable alarm was displayed. +There were one or two ugly scenes, and +some women and children were trampled +to death in raid shelters at Hoxton and +Liverpool Street.</p> + +<p>“A quarter of an hour before dusk the +two lower layers of the hostile formation +were sighted by some people who had +been foolish enough to take up positions +on the roof of the <cite>Daily Post</cite> offices in +Fleet Street. Only the trained eyes of +the anti-aircraft spotters aided by the +new visual detection instruments could +distinguish the upper layers.</p> + +<p>“Still there was no sign of our aeroplanes. +The stories of those irresponsible +alarmists who, in books and articles, have +prophesied as far back as 1927 that +London would be wiped out by aerial +attack, seemed likely to prove too true. +Excitement among the watchers gave +way to a certain grimness. Then came a +change in the situation.</p> + +<p>“‘What’s that?’</p> + +<p><span class="pagenum">[80]</span></p> + +<p class="noindent center">“THE BATTLE JOINED.</p> + +<p>“Someone was pointing immediately +overhead. Nothing could at first be +distinguished in the blue sky; then +someone else waved excitedly.</p> + +<p>“‘Yes, I caught a glimpse.’</p> + +<p>“Just then the light of the setting +sun glinted momentarily on some infinitesimal +speck like a minute silver fish, rushing +through the air at a great height. No one +dared to express the hopes which they +felt.</p> + +<p>“A moment later what looked at first +like a small red rose sprang into being +high up over the enemy, high over the +smoke-blackened sky where the anti-aircraft +shells were bursting. Then it +fell, like a flaming bomb. There was +fighting going on up there, out of sight, +in the upper air.</p> + +<p>“Still the lower hostile layers came +on through the roar and shock of the +anti-aircraft fire. They were already over +the outskirts of London. Something else +fell from above twisting horribly. The +white of parachutes drifting fantastically +<span class="pagenum">[81]</span>could be observed through high-powered +glasses.</p> + +<p>“Quite suddenly the continuous thunder +of the anti-aircraft fire ceased. It was +succeeded by an uncanny calm, and then +by a high-pitched metallic scream which +grew in an ear-piercing crescendo. <i>The +R.A.F. aerial destroyers were engaging +the lower enemy layers.</i></p> + +<p>“The R.A.F. arrows of the upper air +plunged into the very heart of the raiders, +streaming fire and lead. They wheeled +and turned among them with a swift, +purposeful agility.</p> + +<p class="noindent center">“RAIN OF BOMBS.</p> + +<p>“The hostile formation began to split +up, and simultaneously the enemy commander +gave by wireless the order to +bomb. On the outskirts of London huge +factories and houses were suddenly transformed +into pillars of white dust. The +shriek and thump of the falling bombs +was heard clearly in Central London.</p> + +<p>“‘It was as if the ground were being +torn up under your feet’, said a postman +eyewitness. ‘The people in the shelters +<span class="pagenum">[82]</span>came out and began to run. They didn’t +stop to think; they just ran like wild +beasts, trampling on each other, and +hitting out at anyone who got in the way, +whether man, woman or child.</p> + +<p>“‘The rain of bombs was so continuous +that for as far as you could see earth and +buildings were spouting up in the air +with human limbs mixed up in them. +The sound of the bombs falling was what +knocked people’s nerves up as much as +anything.</p> + +<p>“‘The gas-bombs didn’t seem so bad, +but the incendiary bombs were a nasty +sight, at one time it looked as if +the whole air had caught fire.’</p> + +<p>“According to official information, +damage was small. Only the aerial +artillery-machines attained an objective +of military importance. They completely +destroyed the F.E. aircraft factory at +Finsbury Park.</p> + +<p>“The raiders had timed their attack +so as to escape in the dark, and, although +the new night detection flood-lights worked +well, there is no doubt that the hostile +casualties were so few because our +fighters were hampered by the darkness.</p> + +<p><span class="pagenum">[83]</span></p> + +<p>“According to figures supplied by the +Air Department of the War Ministry, +37 hostile machines were brought down +while only eighteen of our own aerial +destroyers were lost. The three emergency +R.A.F. squadrons which first attacked +lost 39 machines and had several more +severely damaged.</p> + +<p>“The raid is regarded by experts as +a decisive victory for the British +Air-arm and a complete and convincing +justification of the policy of the Air-staff. +It is pointed out that the raiders were +prevented from reaching their objective, +and that, apart from the old-type R.A.F. +machines, our casualties are smaller than +those of the enemy.”</p> +</blockquote> + +<p>In another part of the same paper was +this insignificant paragraph.</p> + +<blockquote> +<p>“A late Central News message, delayed +owing to the disorganization caused by +yesterday’s air-raid, states that the +hostile formation which made a feint +attack on Southampton and was driven +off by our machines, later returned to the +same place and bombed it continuously +<span class="pagenum">[84]</span>for half an hour, causing many casualties +and much material damage.”</p> +</blockquote> + +<p>In the stop-press news was this:</p> + +<blockquote> +<p>“One a.m. Large hostile formation +of aircraft reported approaching mouth +of Thames.”</p> +</blockquote> + +<p>In the above skit I have not dwelt on +the terrible side of air-warfare in the +future. Yet I feel that that is the side +upon which all who are competent to +do so, and who wish to prevent future +wars should dwell. Several novels have +given pictures of future aerial warfare, +but I have not seen its inevitable +horrors realistically portrayed. Unless +those horrors are portrayed frequently +and in their true and shocking form, +people will soon forget the unpleasant side +of air-war and think only of its romantic +and glorious side.</p> + +<p>In the interests of humanity it would +be a good thing if some able novelist or +film-producer would give us a statement +of the crude horrors of air-war. If such +a one arises, he will have the +satisfaction of having helped the cause +of peace and of having his work banned +by the Censor.</p> + +<hr class="chap x-ebookmaker-drop"> +<div class="chapter"> + +<p><span class="pagenum">[85]</span></p> + + <h2 class="nobreak"> + VII + </h2> +</div> + +<p>So far I have spoken only of heavier-than-air +flying-machines. There is also +the airship to which many people pin +their faith for future long-distance air-transport.</p> + +<p>The airship was neglected in England +after the War because experience seemed +to show that it was incapable of playing +a useful part in warfare. Its revival was +chiefly due to Commander Burney, who +continually drew attention to his conviction +that the airship could be made +a safe and successful long-distance air-transport +vehicle.</p> + +<p>Most airship advocates believe in the +bigger the better theory. If the gas-capacity +of an airship is doubled, the +disposable lift may be quadrupled, and the +size will be only about 1.3 times that of +the smaller vessel. For this reason the +two English airships now being built are +each of 5,000,000 cu. ft. gas-capacity. +<span class="pagenum">[86]</span>One is being built by the Government, +the other for the Government to Commander +Burney’s general design.</p> + +<p>These airships have provided matter +for many speeches on Empire air-ship-routes +of the future. At the recent +Imperial Conference airships were spoken +of as the right vessels for long-distance +air-lines. These forecasts are based on +slender foundations.</p> + +<p>Since 1914 only one successful commercial +airship-service has been run. The +‘Bodensee’ in 1919 made 103 trips between +Berlin and Friedrichshafen and carried 2450 +passengers. Those 103 trips seem to be +an insecure basis upon which to build +calculations about voyages halfway round +the world. The new airships may go +from England to Egypt in 2½ days, and +from England to Melbourne in 12½ days, +but nothing has occurred in airship-development +to strengthen the probability +of such events. The two new airships +are nothing more than a gigantic +experiment.</p> + +<p>I must make some unpleasant remarks +about airships, but, before doing so, it +is necessary to record admiration of the +<span class="pagenum">[87]</span>English airship policy. I do not agree +with the man with a genius for mixed +metaphor who described the airship scheme +as the “thin edge of the white elephant”. +On the contrary, in initiating this experiment +the Government has shown +imagination and daring. Airship enthusiasts +are to have an opportunity +of testing their theories. If the +experiment is a hopeless failure +no money and no time will have been +wasted, for the knowledge gained will be +of value in directing future aeronautical +development.</p> + +<p>But to the question: Will the airship +become the long-distance air vehicle of +the future? I answer No.</p> + +<p>I base my view on an examination of +airship history and on the opinions of +airship pilots. Upon that basis the +probable future of the 5,000,000 cu. ft. +vessels will be this:</p> + +<p>The first one to be completed will make +a first flight, and come to its 200 ft. +mooring mast successfully. For several +months it will cruise periodically, and +minor structural modifications will be +<span class="pagenum">[88]</span>made. It will fly to India and back. +Paying passengers will be accepted, and +after considerable delay the first long-distance +passenger-flight will be flown. +Some two or three years after the airship +comes from its shed, it will meet with +disaster.</p> + +<p>More airships will be designed and +built, larger still than those now building. +There will be another disaster.</p> + +<p>By then the heavier-than-air machine +in the moving-wing and fixed-wing forms, +will have proved itself capable of doing +all that airships can do and doing it more +safely, more quickly, more regularly, and +more cheaply. The airship will gradually +disappear, and its place will be taken by +the heavier-than-air craft, as the balloon +is gradually disappearing and its place +being taken by the airship.</p> + +<p>There is only one major difference +between balloon and airship, a difference +in the amount of control exercised by +the airman. The same difference exists +between airship and aeroplane. The +aeroplane is the more controllable. It +can rise and descend with less preliminary +<span class="pagenum">[89]</span>juggling; it can turn more quickly; and +it can land more quickly.</p> + +<p>In support of my pessimistic forecast +I append a brief outline of air-ship-history.</p> + +<p>Lighter-than-air man-carrying flight +started in 1783 when Pilâtre de Rozier, +the world’s first aeronaut, went up in a +Montgolfier balloon. In the same year a +hydrogen filled balloon flew from Paris +to Nesle. In the following year an oblong +balloon propelled by parasols as oars was +made by the Duc de Chartres.</p> + +<p>In 1852 a small airship propelled by +a steam engine was made. In 1882 +Tissandier’s airship worked by an electric +motor was flown, and in 1884 the airship +‘La France’ was flown. Count Zeppelin +built his first airship in 1900. Santos +Dumont constructed an airship, and, in +1902, flew it round the Eiffel Tower.</p> + +<p>It will be seen that the airship has passed +through a longer period of development +than the heavier-than-air flying-machine, +even if the claim that Clement Ader +flew in 1897 be accepted. Lighter-than-air +flight, indeed, dates back to +1783.</p> + +<p><span class="pagenum">[90]</span></p> + +<p>The result of that longer development +period is not such as to warrant too +sanguine a belief in the airship’s future. +The accidents to non-rigids and rigids +have been many in proportion to the +number of vessels actually flown.</p> + +<p>The last type of non-rigid built in +England was the North Sea type, one of +which was destroyed by lightning soon +after the War. Nine people were killed. +Among the rigids, R.34, which made the +double Atlantic crossing, was damaged +beyond repair in 1921. R.33 has had +many adventures, among them being +her break-away from the mooring-mast +in 1925. This was hailed as a proof of +the safety of airships. R.33 is still alive, +though she is treated with the respect +due to her age.</p> + +<p>R.36, the first British airship to be +adapted for commercial purposes, is still +in existence though not in service. R.38 +broke up over the Humber in 1921 and +forty-four people were killed.</p> + +<p>The U.S.A. have the ‘Los Angeles’, +which is the name now given to the +German designed and built ZR.3. The +<span class="pagenum">[91]</span>‘Shenandoah’ broke away from her mast +in 1924, and was destroyed in 1926. +According to survivors’ stories, the +‘Shenandoah’ was wrecked by the same +kind of vertical air-currents that wrecked +an early Zeppelin in 1913. In all, nine +American airships have perished violently +since the War.</p> + +<p>The French ‘Dixmude’ was the ex-Zeppelin +L.72. She created a world’s +record in 1923, and then disappeared off +Sicily with all hands (54 people).</p> + +<p>Considering how few large airships have +been built, and how short a time they are, +on the average, kept in service, the +proportion of serious accidents is high. +In war that proportion is prohibitively +high.</p> + +<p>The Zeppelin works have turned out +more rigid airships than any factory in +the world. The fate of every Zeppelin +airship completed since 1915 was recently +given in a French technical paper. I do +not vouch for the figures, but they come +from a fairly reliable source. Out of +76 airships no fewer than 37 (or nearly +50%) were put out of service before they +had completed one year’s work. Only +<span class="pagenum">[92]</span>four airships were kept in service for +more than three years. This is the record +of the firm which knows more about airships +than any other firm in the world. +Yet airships have had longer to develop +than aeroplanes.</p> + +<p>How can an airship be said to be +superior to a fixed-wing aeroplane? It +can hover, it has a longer range, it provides +a higher degree of comfort for its +passengers. How is it inferior to a +fixed-wing aeroplane? It is slower, it +requires more elaborate ground organization, +it is less controllable. Since the +moving-wing aircraft is, as yet, far from +fully developed, I leave it out of +discussion.</p> + +<p>The argument that an aeroplane is +always using a part of its power for +lifting is counterbalanced by the argument +that an airship is always using a part of +its power for driving its bulk against the +wind. An airship cannot stand still and +use no power. There is always some wind +at a height, and the airship must either +use power or drift. An airship with all +its engines stopped is as helpless as an +aeroplane with all its engines stopped. +<span class="pagenum">[93]</span>The aeroplane, while gliding, still retains +a large measure of controllability, and +the pilot can select its landing ground +within 50 yards. The airship has less +controllability when its engines are stopped. +Its commander would be lucky if he could +select its landing ground within 50 +miles.</p> + +<p>It is right that the airship should have +every chance to develop. If it prove +successful, so much the better. I do not +think it will prove successful. If it is +made to work, it will be at more than ten +times the cost in money and lives, at +which heavier-than-air machines have +been made to work.</p> + +<p>Sometimes it seems regrettable that +even a small part of the sums spent on +developing airships cannot be spent on +developing the passenger-carrying aeroplane.</p> + +<p>I will give airships the last word by +recalling that Sir George Cayley in 1816 +expressed his belief that airships would +eventually prove the most efficient and +safest means of air travel, and by +quoting Dr Eckener:</p> + +<p>“A modern airship”, said Dr Eckener, +<span class="pagenum">[94]</span>“is at least as capable in heavy weather +as a modern aeroplane. A storm will +never have more effect than delaying or +speeding a trip, and it can become directly +dangerous only inasmuch as it may delay +the voyage beyond the reach of fuel +supply.”</p> + +<hr class="chap x-ebookmaker-drop"> +<div class="chapter"> + +<p><span class="pagenum">[95]</span></p> + + <h2 class="nobreak"> + VIII + </h2> +</div> + +<p>“<i lang="fr">Sans nul doute, l’avenir est a la bête +de métal.</i>” People regret the age of the +machine: I cannot do so. A well-made +machine, in which are struck into life +the dreams of its designer, is a vital, +individual creation.</p> + +<p>A flying machine designed by a man +with a sense of flight is more faithful +and far more intelligent than a horse or +a dog. Thoughts are reflected in it, the +careful skill of the executant is expressed +in its every component. It is sensitive +and quick to feel roughness or gentleness +in the hand of him who controls it. Its +moods are without number, and it can +surprise, please, and irritate. It is +susceptible to being coaxed, and it enjoys +obeying one whose orders are firmly +given. But it can be treacherous to the +weak or to one who does not try to understand +it or who is persistently cruel to it.</p> + +<p>At present there is a tendency to knock +the life out of the machine, to subdue +<span class="pagenum">[96]</span>it to the level of tooth paste and tin cans. +If that tendency makes headway, the +flying-machine of the future must lose +its individuality, and the age of the +machine may eventually prove to be a +dark age.</p> + +<hr class="chap x-ebookmaker-drop"> +<div class="chapter"> + + <div class="container"> + <div class="box"> + +<p class="noindent center" style="margin-bottom: 1.0em;"> + <i>SIXTY VOLUMES ARE NOW PUBLISHED</i> +</p> +<p class="noindent center bold" style="font-size: 130%;"> + TO-DAY  AND<br> + TO-MORROW +</p> +<p class="noindent center" style="margin-top: 1.2em; font-size: 90%;"><i>Each, pott 8vo, boards, 2/6 net</i> +</p> + +<p class="drop-cap" style="margin-top: 2.0em;">THIS series of books, by some of the +most distinguished English thinkers, +scientists, philosophers, doctors, critics, +and artists, was at once recognized +as a noteworthy event. Written from +various points of view, one book frequently +opposing the argument of another, they +provide the reader with a stimulating +survey of the most modern thought in +many departments of life. Several +volumes are devoted to the future trend +of Civilization, conceived as a whole; +while others deal with particular provinces. +It is interesting to see in these +neat little volumes, issued at a low price, +the revival of a form of literature, the +Pamphlet, which has been in disuse for +many years.</p> + +<p class="noindent center" style="font-size: 90%;"><i>Published by</i></p> +<p class="noindent center" style="font-size: 90%;">KEGAN PAUL, TRENCH, TRUBNER & CO., LTD.</p> +<p class="noindent center" style="font-size: 90%;">Broadway House: 68–74 Carter Lane, London, E.C.4</p> + </div> + </div> +</div> + +<hr class="chap x-ebookmaker-drop"> +<div class="chapter"> + +<p><span class="pagenum">[2]</span></p> + +<p class ="noindent center"><i>FROM THE REVIEWS</i></p> + +<div class="small"> + +<p class="hanging1"><cite>Times Literary Supplement</cite>: “An entertaining +series of vivacious and stimulating studies of +modern tendencies.”</p> + +<p class="hanging1"><cite>Spectator</cite>: “Scintillating monographs ... that +very lively and courageous series.”</p> + +<p class="hanging1"><cite>Observer</cite>: “There seems no reason why the +brilliant To-day and To-morrow Series should +come to an end for a century of to-morrows. +At first it seemed impossible for the publishers +to keep up the sport through a dozen volumes, +but the series already runs to more than two +score. A remarkable series....”</p> + +<p class="hanging1"><cite>Daily Telegraph</cite>: “This admirable series of +essays, provocative and brilliant.”</p> + +<p class="hanging1"><cite>Nation</cite>: “We are able to peer into the future +by means of that brilliant series [which] will +constitute a precious document upon the +present time.”—<i>T. S. Eliot.</i></p> + +<p class="hanging1"><cite>Manchester Dispatch</cite>: “The more one reads of +these pamphlets, the more avid becomes the +appetite. We hope the list is endless.”</p> + +<p class="hanging1"><cite>Irish Statesman</cite>: “Full of lively controversy.”</p> + +<p class="hanging1"><cite>Daily Herald</cite>: “This series has given us many +monographs of brilliance and discernment.... +The stylistic excellencies of this provocative +series.”</p> + +<p class="hanging1"><cite>Field</cite>: “We have long desired to express the +deep admiration felt by every thinking +scholar and worker at the present day for this +series. We must pay tribute to the high +standard of thought and expression they +maintain. As small gift-books, austerely yet +prettily produced, they remain unequalled +of their kind. We can give but the briefest +suggestions of their value to the student, +the politician, and the voter....”</p> + +<p class="hanging1"><cite>New York World</cite>: “Holds the palm in the +speculative and interpretative thought of the +age.”</p> +</div> +</div> + +<hr class="chap x-ebookmaker-drop"> +<div class="chapter"> + +<p><span class="pagenum">[3]</span></p> + +<p class="noindent center"><i>VOLUMES READY</i></p> + +<p class="hanging1"><span class="bold">Daedalus</span>, or Science and the Future. +By <span class="smcap">J. B. S. Haldane</span>, Reader in +Biochemistry, University of Cambridge. +<i>Seventh impression.</i></p> + +<blockquote> +<p class="noindent small">“A fascinating and daring little book.”—<cite>Westminster +Gazette.</cite> “The essay is brilliant, +sparkling with wit and bristling with +challenges.”—<cite>British Medical Journal.</cite> +“Predicts the most startling changes.”—<cite>Morning +Post.</cite></p> +</blockquote> + +<p class="hanging1"><span class="bold">Callinicus</span>, a Defence of Chemical Warfare. +By <span class="smcap">J. B. S. Haldane</span>. <i>Second +impression.</i></p> + +<blockquote> +<p class="noindent small">“Mr Haldane’s brilliant study.”—<cite>Times +Leading Article.</cite> “A book to be read by every +intelligent adult.”—<cite>Spectator.</cite> “This brilliant +little monograph.”—<cite>Daily News.</cite></p> +</blockquote> + +<p class="hanging1"><span class="bold">Icarus</span>, or the Future of Science. By +<span class="smcap">Bertrand Russell</span>, <span class="smcap">F.R.S.</span> <i>Fourth +impression.</i></p> + +<blockquote> +<p class="noindent small">“Utter pessimism.”—<cite>Observer.</cite> “Mr +Russell refuses to believe that the progress +of Science must be a boon to mankind.”—<cite>Morning +Post.</cite> “A stimulating book, that +leaves one not at all discouraged.”—<cite>Daily +Herald.</cite></p> +</blockquote> + +<p class="hanging1"><span class="bold">What I Believe.</span> By <span class="smcap">Bertrand Russell</span>, +<span class="smcap">F.R.S.</span> <i>Third impression.</i></p> + +<blockquote> +<p class="noindent small">“One of the most brilliant and thought-stimulating +little books I have read—a better +book even than <cite>Icarus</cite>.”—<cite>Nation.</cite> “Simply +and brilliantly written.”—<cite>Nature.</cite> “In +stabbing sentences he punctures the bubble of +cruelty, envy, narrowness, and ill-will which +those in authority call their morals.”—<cite>New +Leader.</cite></p> +</blockquote> + +<p><span class="pagenum">[4]</span></p> + +<p class="hanging1"><span class="bold">Tantalus</span>, or the Future of Man. By +<span class="smcap">F. C. S. Schiller</span>, <span class="smcap">D.Sc.</span>, Fellow of +Corpus Christi College, Oxford. <i>Second +impression.</i></p> + +<blockquote> +<p class="noindent small">“They are all (<cite>Daedalus</cite>, <cite>Icarus</cite>, and +<cite>Tantalus</cite>) brilliantly clever, and they supplement +or correct one another.”—<i>Dean Inge</i>, +in <cite>Morning Post</cite>. “Immensely valuable and +infinitely readable.”—<cite>Daily News.</cite> “The +book of the week.”—<cite>Spectator.</cite></p> +</blockquote> + +<p class="hanging1"><span class="bold">Cassandra</span>, or the Future of the British +Empire. By <span class="smcap">F. C. S. Schiller</span>, <span class="smcap">D.Sc.</span></p> + +<blockquote> +<p class="noindent small">“We commend it to the complacent of all +parties.”—<cite>Saturday Review.</cite> “The book is +small, but very, very weighty; brilliantly +written, it ought to be read by all shades of +politicians and students of politics.”—<cite>Yorkshire +Post.</cite> “Yet another addition to that +bright constellation of pamphlets.”—<cite>Spectator.</cite></p> +</blockquote> + +<p class="hanging1"><span class="bold">Quo Vadimus?</span> Glimpses of the Future. +By <span class="smcap">E. E. Fournier d’Albe</span>, <span class="smcap">D.Sc.</span> +<i>Second Impression.</i></p> + +<blockquote> +<p class="noindent small">“A wonderful vision of the future. A book +that will be talked about.”—<cite>Daily Graphic.</cite> +“A remarkable contribution to a remarkable +series.”—<cite>Manchester Dispatch.</cite> “Interesting +and singularly plausible.”—<cite>Daily Telegraph.</cite></p> +</blockquote> + +<p class="hanging1"><span class="bold">Thrasymachus</span>, the Future of Morals. +By <span class="smcap">C. E. M. Joad</span>, author of “The +Babbitt Warren,” etc. <i>Second impression.</i></p> + +<blockquote> +<p class="noindent small">“His provocative book.”—<cite>Graphic.</cite> +“Written in a style of deliberate brilliance.”—<cite>Times +Literary Supplement.</cite> “As outspoken +and unequivocal a contribution as could well +be imagined. Even those readers who dissent +will be forced to recognize the admirable +clarity with which he states his case. A book +that will startle.”—<cite>Daily Chronicle.</cite></p> +</blockquote> + +<p><span class="pagenum">[5]</span></p> + +<p class="hanging1"><span class="bold">Lysistrata</span>, or Woman’s Future and +Future Woman. By <span class="smcap">Anthony M. +Ludovici</span>, author of “A Defence of +Aristocracy,” etc. <i>Second Impression.</i></p> + +<blockquote> +<p class="noindent small">“A stimulating book. Volumes would be +needed to deal, in the fullness his work provokes, +with all the problems raised.”—<cite>Sunday +Times.</cite> “Pro-feminine but anti-feministic.”—<cite>Scotsman.</cite> +“Full of brilliant common-sense.”—<cite>Observer.</cite></p> +</blockquote> + +<p class="hanging1"><span class="bold">Hypatia</span>, or Woman and Knowledge. By +<span class="smcap">Mrs Bertrand Russell</span>. With a +frontispiece. <i>Third impression.</i></p> + +<blockquote> +<p class="noindent small">An answer to <cite>Lysistrata</cite>. “A passionate +vindication of the rights of woman.”—<cite>Manchester +Guardian.</cite> “Says a number of +things that sensible women have been wanting +publicly said for a long time.”—<cite>Daily Herald.</cite></p> +</blockquote> + +<p class="hanging1"><span class="bold">Hephaestus</span>, the Soul of the Machine. +By <span class="smcap">E. E. Fournier d’Albe</span>, <span class="smcap">D.Sc.</span></p> + +<blockquote> +<p class="noindent small">“A worthy contribution to this interesting +series. A delightful and thought-provoking +essay.”—<cite>Birmingham Post.</cite> “There is a +special pleasure in meeting with a book like +<cite>Hephaestus</cite>. The author has the merit of really +understanding what he is talking about.”—<cite>Engineering.</cite> +“An exceedingly clever +defence of machinery.”—<cite>Architects’ Journal.</cite></p> +</blockquote> + +<p class="hanging1"><span class="bold">The Passing of the Phantoms</span>: a Study +of Evolutionary Psychology and Morals. +By <span class="smcap">C. J. Patten</span>, Professor of Anatomy, +Sheffield University. With 4 Plates.</p> + +<blockquote> +<p class="noindent small">“Readers of <cite>Daedalus</cite>, <cite>Icarus</cite> and <cite>Tantalus</cite>, +will be grateful for an excellent presentation +of yet another point of view.”—<cite>Yorkshire +Post.</cite> “This bright and bracing little book.”—<cite>Literary Guide.</cite> +“Interesting and original.”—<cite>Medical +Times.</cite></p> +</blockquote> + +<p><span class="pagenum">[6]</span></p> + +<p class="hanging1"><span class="bold">The Mongol in our Midst</span>: a Study of +Man and his Three Faces. By <span class="smcap">F. G. +Crookshank</span>, <span class="smcap">M.D.</span>, <span class="smcap">F.R.C.P.</span> With 28 +Plates. <i>Second Edition, revised.</i></p> + +<blockquote> +<p class="noindent small">“A brilliant piece of speculative induction.”—<cite>Saturday +Review.</cite> “An extremely interesting +and suggestive book, which will reward +careful reading.”—<cite>Sunday Times.</cite> “The +pictures carry fearful conviction.”—<cite>Daily +Herald.</cite></p> +</blockquote> + +<p class="hanging1"><span class="bold">The Conquest of Cancer.</span> By <span class="smcap">H. W. S. +Wright</span>, <span class="smcap">M.S.</span>, <span class="smcap">F.R.C.S.</span> Introduction +by <span class="smcap">F. G. Crookshank</span>, <span class="smcap">M.D.</span></p> + +<blockquote> +<p class="noindent small">“Eminently suitable for general reading. +The problem is fairly and lucidly presented. +One merit of Mr Wright’s plan is that he tells +people what, in his judgment, they can best +do, <i>here and now</i>.”—From the <i>Introduction</i>.</p> +</blockquote> + +<p class="hanging1"><span class="bold">Pygmalion</span>, or the Doctor of the Future. +By <span class="smcap">R. McNair Wilson</span>, <span class="smcap">M.B.</span></p> + +<blockquote> +<p class="noindent small">“Dr Wilson has added a brilliant essay +to this series.”—<cite>Times Literary Supplement.</cite> +“This is a very little book, but there is much +wisdom in it.”—<cite>Evening Standard.</cite> “No +doctor worth his salt would venture to say that +Dr Wilson was wrong.”—<cite>Daily Herald.</cite></p> +</blockquote> + +<p class="hanging1"><span class="bold">Prometheus</span>, or Biology and the Advancement +of Man. By <span class="smcap">H. S. Jennings</span>, +Professor of Zoology, Johns Hopkins +University. <i>Second Impression.</i></p> + +<blockquote> +<p class="noindent small">“This volume is one of the most remarkable +that has yet appeared in this series. Certainly +the information it contains will be new to most +educated laymen. It is essentially a discussion +of ... heredity and environment, and it +clearly establishes the fact that the current +use of these terms has no scientific +justification.”—<cite>Times Literary Supplement.</cite> +“An exceedingly brilliant book.”—<cite>New Leader.</cite></p> +</blockquote> + +<p><span class="pagenum">[7]</span></p> + +<p class="hanging1"><span class="bold">Narcissus</span>: an Anatomy of Clothes. By +<span class="smcap">Gerald Heard</span>. With 19 illustrations.</p> + +<blockquote> +<p class="noindent small">“A most suggestive book.”—<cite>Nation.</cite> +“Irresistible. Reading it is like a switchback +journey. Starting from prehistoric times we +rocket down the ages.”—<cite>Daily News.</cite> +“Interesting, provocative, and entertaining.”—<cite>Queen.</cite></p> +</blockquote> + +<p class="hanging1"><span class="bold">Thamyris</span>, or Is There a Future for +Poetry? By <span class="smcap">R. C. Trevelyan</span>.</p> + +<blockquote> +<p class="noindent small">“Learned, sensible, and very well-written.”—<i>Affable +Hawk</i>, in <cite>New Statesman</cite>. “Very +suggestive.”—<i>J. C. Squire</i>, in <cite>Observer</cite>. +“A very charming piece of work, I agree +with all, or at any rate, almost all its conclusions.”—<i>J. +St Loe Strachey</i>, in <cite>Spectator</cite>.</p> +</blockquote> + +<p class="hanging1"><span class="bold">Proteus</span>, or the Future of Intelligence. +By <span class="smcap">Vernon Lee</span>, author of “Satan the +Waster,” etc.</p> + +<blockquote> +<p class="noindent small">“We should like to follow the author’s +suggestions as to the effect of intelligence on +the future of Ethics, Aesthetics, and Manners. +Her book is profoundly stimulating and should +be read by everyone.”—<cite>Outlook.</cite> “A concise, +suggestive piece of work.”—<cite>Saturday Review.</cite></p> +</blockquote> + +<p class="hanging1"><span class="bold">Timotheus</span>, the Future of the Theatre. +By <span class="smcap">Bonamy Dobrée</span>, author of “Restoration +Drama,” etc.</p> + +<blockquote> +<p class="noindent small">“A witty, mischievous little book, to be +read with delight.”—<cite>Times Literary Supplement.</cite> +“This is a delightfully witty book.”—<cite>Scotsman.</cite> +“In a subtly satirical vein he +visualizes various kinds of theatres in 200 years’ +time. His gay little book makes delightful +reading.”—<cite>Nation.</cite></p> +</blockquote> + +<p><span class="pagenum">[8]</span></p> + +<p class="hanging1"><span class="bold">Paris</span>, or the Future of War. By Captain +<span class="smcap">B. H. Liddell Hart</span>.</p> + +<blockquote> +<p class="noindent small">“A companion volume to <cite>Callinicus</cite>. +A gem of close thinking and deduction.”—<cite>Observer.</cite> +“A noteworthy contribution to +a problem of concern to every citizen in this +country.”—<cite>Daily Chronicle.</cite> “There is some +lively thinking about the future of war in +Paris, just added to this set of live-wire +pamphlets on big subjects.”—<cite>Manchester +Guardian.</cite></p> +</blockquote> + +<p class="hanging1"><span class="bold">Wireless Possibilities.</span> By Professor +<span class="smcap">A. M. Low.</span> With 4 diagrams.</p> + +<blockquote> +<p class="noindent small">“As might be expected from an inventor +who is always so fresh, he has many interesting +things to say.”—<cite>Evening Standard.</cite> +“The mantle of Blake has fallen upon the +physicists. To them we look for visions, and +we find them in this book.”—<cite>New Statesman.</cite></p> +</blockquote> + +<p class="hanging1"><span class="bold">Perseus</span>: of Dragons. By <span class="smcap">H. F. Scott +Stokes</span>. With 2 illustrations.</p> + +<blockquote> +<p class="noindent small">“A diverting little book, chock-full of ideas, +Mr Stokes’ dragon-lore is both quaint and +various.”—<cite>Morning Post.</cite> “Very amusingly +written, and a mine of curious knowledge for +which the discerning reader will find many +uses.”—<cite>Glasgow Herald.</cite></p> +</blockquote> + +<p class="hanging1"><span class="bold">Lycurgus</span>, or the Future of Law. By +<span class="smcap">E. S. P. Haynes</span>, author of “Concerning +Solicitors,” etc.</p> + +<blockquote> +<p class="noindent small">“An interesting and concisely written book.”—<cite>Yorkshire +Post.</cite> “He roundly declares that +English criminal law is a blend of barbaric +violence, medieval prejudices and modern +fallacies.... A humane and conscientious +investigation.”—<cite>T.P.’s Weekly.</cite> “A thoughtful +book—deserves careful reading.”—<cite>Law +Times.</cite></p> +</blockquote> + +<p><span class="pagenum">[9]</span></p> + +<p class="hanging1"><span class="bold">Euterpe</span>, or the Future of Art. By +<span class="smcap">Lionel R. McColvin</span>, author of “The +Theory of Book-Selection.”</p> + +<blockquote> +<p class="noindent small">“Discusses briefly, but very suggestively, +the problem of the future of art in relation to +the public.”—<cite>Saturday Review.</cite> “Another +indictment of machinery as a soul-destroyer ... +Mr McColvin has the courage to suggest +solutions.”—<cite>Westminster Gazette.</cite> “This is +altogether a much-needed book.”—<cite>New +Leader.</cite></p> +</blockquote> + +<p class="hanging1"><span class="bold">Pegasus</span>, or Problems of Transport. +By Colonel <span class="smcap">J. F. C. Fuller</span>, author of +“The Reformation of War,” etc. With +8 Plates.</p> + +<blockquote> +<p class="noindent small">“The foremost military prophet of the day +propounds a solution for industrial and +unemployment problems. It is a bold essay ... +and calls for the attention of all concerned +with imperial problems.”—<cite>Daily +Telegraph.</cite> “Practical, timely, very interesting +and very important.”—<i>J. St Loe +Strachey</i>, in <cite>Spectator</cite>.</p> +</blockquote> + +<p class="hanging1"><span class="bold">Atlantis</span>, or America and the Future. +By Colonel <span class="smcap">J. F. C. Fuller</span>.</p> + +<blockquote> +<p class="noindent small">“Candid and caustic.”—<cite>Observer.</cite> “Many +hard things have been said about America, +but few quite so bitter and caustic as these.”—<cite>Daily +Sketch.</cite> “He can conjure up possibilities +of a new Atlantis.”—<cite>Clarion.</cite></p> +</blockquote> + +<p class="hanging1"><span class="bold">Midas</span>, or the United States and the +Future. By <span class="smcap">C. H. Bretherton</span>, author +of “The Real Ireland,” etc.</p> + +<blockquote> +<p class="noindent small">A companion volume to <cite>Atlantis</cite>. “Full of +astute observations and acute reflections ... +this wise and witty pamphlet, a provocation +to the thought that is creative.”—<cite>Morning +Post.</cite> “A punch in every paragraph. One +could hardly ask for more ‘meat.’”—<cite>Spectator.</cite></p> +</blockquote> + +<p><span class="pagenum">[10]</span></p> + +<p class="hanging1"><span class="bold">Nuntius</span>, or Advertising and its Future. +By <span class="smcap">Gilbert Russell</span>.</p> + +<blockquote> +<p class="noindent small">“Expresses the philosophy of advertising +concisely and well.”—<cite>Observer.</cite> “It is doubtful +if a more straightforward exposition of +the part advertising plays in our public and +private life has been written.”—<cite>Manchester +Guardian.</cite></p> +</blockquote> + +<p class="hanging1"><span class="bold">Birth Control and the State</span>: a Plea +and a Forecast. By <span class="smcap">C. P. Blacker</span>, +M.C., <span class="smcap">M.A.</span>, <span class="smcap">M.R.C.S.</span>, <span class="smcap">L.R.C.P.</span></p> + +<blockquote> +<p class="noindent small">“A very careful summary.”—<cite>Times Literary +Supplement.</cite> “A temperate and scholarly +survey of the arguments for and against the +encouragement of the practice of birth control.”—<cite>Lancet.</cite> +“He writes lucidly, moderately, +and from wide knowledge; his book undoubtedly +gives a better understanding of the +subject than any other brief account we know. +It also suggests a policy.”—<cite>Saturday Review.</cite></p> +</blockquote> + +<p class="hanging1"><span class="bold">Ouroboros</span>, or the Mechanical Extension +of Mankind. By <span class="smcap">Garet Garrett</span>.</p> + +<blockquote> +<p class="noindent small">“This brilliant and provoking little book.”—<cite>Observer.</cite> +“A significant and thoughtful +essay, calculated in parts to make our flesh +creep.”—<cite>Spectator.</cite> “A brilliant writer, Mr +Garrett is a remarkable man. He explains +something of the enormous change the machine +has made in life.”—<cite>Daily Express.</cite></p> +</blockquote> + +<p class="hanging1"><span class="bold">Artifex</span>, or the Future of Craftsmanship. +By <span class="smcap">John Gloag</span>, author of “Time, +Taste, and Furniture.”</p> + +<blockquote> +<p class="noindent small">“An able and interesting summary of the +history of craftsmanship in the past, a direct +criticism of the present, and at the end his +hopes for the future. Mr Gloag’s real contribution +to the future of craftsmanship is +his discussion of the uses of machinery.”—<cite>Times +Literary Supplement.</cite></p> +</blockquote> + +<p><span class="pagenum">[11]</span></p> + +<p class="hanging1"><span class="bold">Plato’s American Republic.</span> By <span class="smcap">J. +Douglas Woodruff</span>. <i>Fourth impression.</i></p> + +<blockquote> +<p class="noindent small">“Uses the form of the Socratic dialogue +with devastating success. A gently malicious +wit sparkles in every page.”—<cite>Sunday Times.</cite> +“Having deliberately set himself an almost +impossible task, has succeeded beyond belief.”—<cite>Saturday +Review.</cite> “Quite the liveliest +even of this spirited series.”—<cite>Observer.</cite></p> +</blockquote> + +<p class="hanging1"><span class="bold">Orpheus</span>, or the Music of the Future. By +<span class="smcap">W. J. Turner</span>, author of “Music and +Life.” <i>Second impression.</i></p> + +<blockquote> +<p class="noindent small">“A book on music that we can read not +merely once, but twice or thrice. Mr Turner +has given us some of the finest thinking upon +Beethoven that I have ever met with.”—<i>Ernest +Newman</i> in <cite>Sunday Times</cite>. “A +brilliant essay in contemporary philosophy.”—<cite>Outlook.</cite> +“The fruit of real knowledge and +understanding.”—<cite>New Statesman.</cite></p> +</blockquote> + +<p class="hanging1"><span class="bold">Terpander</span>, or Music and the Future. By +<span class="smcap">E. J. Dent</span>, author of “Mozart’s Operas.”</p> + +<blockquote> +<p class="noindent small">“In <cite>Orpheus</cite> Mr Turner made a brilliant +voyage in search of first principles. Mr Dent’s +book is a skilful review of the development of +music. It is the most succinct and stimulating +essay on music I have found....”—<cite>Musical +News.</cite> “Remarkably able and stimulating.”—<cite>Times +Literary Supplement.</cite> “There is hardly +another critic alive who could sum up contemporary +tendencies so neatly.”—<cite>Spectator.</cite></p> +</blockquote> + +<p class="hanging1"><span class="bold">Sibylla</span>, or the Revival of Prophecy. By +<span class="smcap">C. A. Mace</span>, University of St. Andrew’s.</p> + +<blockquote> +<p class="noindent small">“An entertaining and instructive pamphlet.”—<cite>Morning +Post.</cite> “Places a nightmare before +us very ably and wittily.”—<cite>Spectator.</cite> +“Passages in it are excellent satire, but on +the whole Mr Mace’s speculations may be +taken as a trustworthy guide ... to modern +scientific thought.”—<cite>Birmingham Post.</cite></p> +</blockquote> + +<p><span class="pagenum">[12]</span></p> + +<p class="hanging1"><span class="bold">Lucullus</span>, or the Food of the Future. By +<span class="smcap">Olga Hartley</span> and <span class="smcap">Mrs C. F. Leyel</span>, +authors of “The Gentle Art of Cookery.”</p> + +<blockquote> +<p class="noindent small">“This is a clever and witty little volume +in an entertaining series, and it makes enchanting +reading.”—<cite>Times Literary Supplement.</cite> +“Opens with a brilliant picture of modern +man, living in a vacuum-cleaned, steam-heated, +credit-furnished suburban mansion +‘with a wolf in the basement’—the wolf of +hunger. This banquet of epigrams.”—<cite>Spectator.</cite></p> +</blockquote> + +<p class="hanging1"><span class="bold">Procrustes</span>, or the Future of English +Education. By <span class="smcap">M. Alderton Pink</span>.</p> + +<blockquote> +<p class="noindent small">“Undoubtedly he makes out a very good +case.”—<cite>Daily Herald.</cite> “This interesting +addition to the series.”—<cite>Times Educational +Supplement.</cite> “Intends to be challenging and +succeeds in being so. All fit readers will find +it stimulating.”—<cite>Northern Echo.</cite></p> +</blockquote> + +<p class="hanging1"><span class="bold">The Future of Futurism.</span> By <span class="smcap">John +Rodker</span>.</p> + +<blockquote> +<p class="noindent small">“Mr Rodker is up-to-the-minute, and he +has accomplished a considerable feat in writing +on such a vague subject, 92 extremely interesting +pages.”—<i>T. S. Eliot</i>, in <cite>Nation</cite>. “There +are a good many things in this book which +are of interest.”—<cite>Times Literary Supplement.</cite></p> +</blockquote> + +<p class="hanging1"><span class="bold">Pomona</span>, or the Future of English. By +<span class="smcap">Basil de Sélincourt</span>, author of “The +English Secret”, etc.</p> + +<blockquote> +<p class="noindent small">“The future of English is discussed fully +and with fascinating interest.”—<cite>Morning +Post.</cite> “Full of wise thoughts and happy +words.”—<cite>Times Literary Supplement.</cite> “His +later pages must stir the blood of any man +who loves his country and her poetry.”—<i>J. C. +Squire</i>, in <cite>Observer</cite>. “His finely-conceived +essay.”—<cite>Manchester Guardian.</cite></p> +</blockquote> + +<p><span class="pagenum">[13]</span></p> + +<p class="hanging1"><span class="bold">Balbus</span>, or the Future of Architecture. +By <span class="smcap">Christian Barman</span>.</p> + +<blockquote> +<p class="noindent small">“A really brilliant addition to this already +distinguished series. The reading of <cite>Balbus</cite> +will give much data for intelligent prophecy, +and incidentally, an hour or so of excellent +entertainment.”—<cite>Spectator.</cite> “Most readable +and reasonable. We can recommend it +warmly.”—<cite>New Statesman.</cite> “This intriguing +little book.”—<cite>Connoisseur.</cite></p> +</blockquote> + +<p class="hanging1"><span class="bold">Apella</span>, or the Future of the Jews. By +<span class="smcap">A Quarterly Reviewer</span>.</p> + +<blockquote> +<p class="noindent small">“Cogent, because of brevity and a magnificent +prose style, this book wins our quiet +praise. It is a fine pamphlet, adding to the +value of the series, and should not be missed.”—<cite>Spectator.</cite> +“A notable addition to this +excellent series. His arguments are a provocation +to fruitful thinking.”—<cite>Morning Post.</cite></p> +</blockquote> + +<p class="hanging1"><span class="bold">The Dance of Çiva</span>, or Life’s Unity and +Rhythm. By <span class="smcap">Collum</span>.</p> + +<blockquote> +<p class="noindent small">“It has substance and thought in it. The +author is very much alive and responsive to +the movements of to-day.”—<cite>Spectator.</cite> “A +very interesting account of the work of Sir +Jagadis Bose.”—<cite>Oxford Magazine.</cite> “Has +caught the spirit of the Eastern conception of +world movements.”—<cite>Calcutta Statesman.</cite></p> +</blockquote> + +<p class="hanging1"><span class="bold">Lars Porsena</span>, or the Future of Swearing +and Improper Language. By <span class="smcap">Robert +Graves</span>. <i>Third impression.</i></p> + +<blockquote> +<p class="noindent small">“Goes uncommonly well, and deserves +to.”—<cite>Observer.</cite> “Not for squeamish readers.”—<cite>Spectator.</cite> +“No more amusingly unexpected +contribution has been made to this series. +A deliciously ironical affair.”—<cite>Bystander.</cite> +“His highly entertaining essay is as full as +the current standard of printers and police +will allow.”—<cite>New Statesman.</cite> “Humour and +style are beyond criticism.”—<cite>Irish Statesman.</cite></p> +</blockquote> + +<p><span class="pagenum">[14]</span></p> + +<p class="hanging1"><span class="bold">Socrates</span>, or the Emancipation of Mankind. +By <span class="smcap">H. F. Carlill</span>.</p> + +<blockquote> +<p class="noindent small">“Devotes a specially lively section to the +herd instinct.”—<cite>Times.</cite> “Clearly, and with +a balance that is almost Aristotelian, he +reveals what modern psychology is going to +accomplish.”—<cite>New Statesman.</cite> “One of the +most brilliant and important of a remarkable +series.”—<cite>Westminster Gazette.</cite></p> +</blockquote> + +<p class="hanging1"><span class="bold">Delphos</span>, or the Future of International +Language. By <span class="smcap">E. Sylvia Pankhurst</span>.</p> + +<blockquote> +<p class="noindent small">“Equal to anything yet produced in this +brilliant series. Miss Pankhurst states very +clearly what all thinking people must soon +come to believe, that an international language +would be one of the greatest assets of civilization.”—<cite>Spectator.</cite> +“A most readable book, +full of enthusiasm, an important contribution +to this subject.”—<cite>International Language.</cite></p> +</blockquote> + +<p class="hanging1"><span class="bold">Gallio</span>, or the Tyranny of Science. By +<span class="smcap">J. W. N. Sullivan</span>, author of “A +History of Mathematics.”</p> + +<blockquote> +<p class="noindent small">“So packed with ideas that it is not possible +to give any adequate <i lang="fr">résumé</i> of its contents.”—<cite>Times +Literary Supplement.</cite> “His remarkable +monograph, his devastating summary of +materialism, this pocket <cite>Novum Organum</cite>.”—<cite>Spectator.</cite> +“Possesses a real distinction of +thought and manner. It must be read.”—<cite>New +Statesman.</cite></p> +</blockquote> + +<p class="hanging1"><span class="bold">Apollonius</span>, or the Future of Psychical +Research. By <span class="smcap">E. N. Bennett</span>, author +of “Problems of Village Life,” etc.</p> + +<blockquote> +<p class="noindent small">“A sane, temperate and suggestive survey +of a field of inquiry which is slowly but surely +pushing to the front.”—<cite>Times Literary Supplement.</cite> +“His exposition of the case for psychic +research is lucid and interesting.”—<cite>Scotsman.</cite> +“Displays the right temper, admirably conceived, +skilfully executed.”—<cite>Liverpool Post.</cite></p> +</blockquote> + +<p><span class="pagenum">[15]</span></p> + +<p class="hanging1"><span class="bold">Aeolus</span>, or the Future of the Flying +Machine. By <span class="smcap">Oliver Stewart</span>.</p> + +<blockquote> +<p class="noindent small">“Both his wit and his expertness save him +from the nonsensical-fantastic. There is +nothing vague or sloppy in these imaginative +forecasts.”—<cite>Daily News.</cite> “He is to be congratulated. +His book is small, but it is so +delightfully funny that it is well worth the +price, and there really are sensible ideas +behind the jesting.”—<cite>Aeroplane.</cite></p> +</blockquote> + +<p class="hanging1"><span class="bold">Stentor</span>, or the Press of To-Day and +To-Morrow. By <span class="smcap">David Ockham</span>.</p> + +<blockquote> +<p class="noindent small">“A valuable and exceedingly interesting commentary +on a vital phase of modern development.”—<cite>Daily +Herald.</cite> “Vigorous and well-written, +eminently readable.”—<cite>Yorkshire +Post.</cite> “He has said what one expects any +sensible person to say about the ‘trustification’ +of the Press.”—<cite>Spectator.</cite></p> +</blockquote> + +<p class="hanging1"><span class="bold">Rusticus</span>, or the Future of the Countryside. +By <span class="smcap">Martin S. Briggs</span>, <span class="smcap">F.R.I.B.A.</span></p> + +<blockquote> +<p class="noindent small">“Few of the 50 volumes, provocative and +brilliant as most of them have been, capture +our imagination as does this one.”—<cite>Daily +Telegraph.</cite> “The historical part is as brilliant +a piece of packed writing as could be desired.”—<cite>Daily +Herald.</cite> “Serves a national end. The +book is in essence a pamphlet, though it has +the form and charm of a book.”—<cite>Spectator.</cite></p> +</blockquote> + +<p class="hanging1"><span class="bold">Janus</span>, or the Conquest of War. By +<span class="smcap">William McDougall</span>, <span class="smcap">M.B.</span>, <span class="smcap">F.R.S.</span></p> + +<blockquote> +<p class="noindent small">“Among all the booklets of this brilliant series, +none, I think is so weighty and impressive as +this. It contains thrice as much matter as +the other volumes and is profoundly serious.”—<i>Dean +Inge</i>, in <cite>Evening Standard</cite>. “A +deeply interesting and fair-minded study of +the causes of war and the possibilities of their +prevention. Every word is sound.”—<cite>Spectator.</cite></p> +</blockquote> + +<p><span class="pagenum">[16]</span></p> + +<p class="hanging1"><span class="bold">Vulcan</span>, or the Future of Labour. By +<span class="smcap">Cecil Chisholm</span>.</p> + +<blockquote> +<p class="noindent small">“Of absorbing interest.”—<cite>Daily Herald.</cite> “No +one, perhaps, has ever condensed so many hard +facts into the appearance of agreeable fiction, +nor held the balance so nicely between technicalities +and flights of fancy, as the author of +this excellent book in a brilliant series. <cite>Vulcan</cite> +is a little book, but between its covers knowledge +and vision are pressed down and +brimming over.”—<cite>Spectator.</cite></p> +</blockquote> + +<p class="hanging1"><span class="bold">Hymen</span>, or the Future of Marriage. By +<span class="smcap">Norman Haire</span>.</p> + +<blockquote> +<p class="noindent small">This candid and unprejudiced survey inquires +why the majority of marriages to-day seem to +be so unsatisfactory, and finds the answer in +the sexual ethic of our civilization which is ill +adapted to our social and economic needs. The +problems of sex-morality, sex-education, prostitution, +in-breeding, birth-control, trial-marriage, +and polygamy are all touched upon.</p> +</blockquote> + +<p class="hanging1"><span class="bold">The Next Chapter</span>: the War against +the Moon. By <span class="smcap">André Maurois</span>, author +of ‘Ariel’, etc.</p> + +<blockquote> +<p class="noindent small">This imaginary chapter of world-history +(1951–64) from the pen of one of the most +brilliant living French authors mixes satire +and fancy in just proportions. It tells how +the press of the world is controlled by five +men, how world interest is focussed on an +attack on the moon, how thus the threat of +world-war is averted. But when the moon +retaliates....</p> +</blockquote> + +<p><span class="pagenum">[17]</span></p> + +<p class="hanging1"><span class="bold">Galatea</span>, or the Future of Darwinism. +By <span class="smcap">W. Russell Brain</span>.</p> + +<blockquote> +<p class="noindent small">This non-technical but closely-reasoned book +is a challenge to the orthodox teaching on +evolution known as Neo-Darwinism. The +author claims that, although Neo-Darwinian +theories can possibly account for the evolution +of forms, they are quite inadequate to explain +the evolution of functions.</p> +</blockquote> + +<p class="hanging1"><span class="bold">Scheherazade</span>, or the Future of the +English Novel. By <span class="smcap">John Carruthers</span>.</p> + +<blockquote> +<p class="noindent small">A survey of contemporary fiction in England +and America lends to the conclusion that the +literary and scientific influences of the last +fifty years have combined to make the novel +of to-day predominantly analytic. It has +thus gained in psychological subtlety, but lost +its form. How this may be regained is put +forward in the conclusion.</p> +</blockquote> + +<p class="hanging1"><span class="bold">Caledonia</span>, or the Future of the Scots. +By <span class="smcap">G. M. Thomson</span>.</p> + +<blockquote> +<p class="noindent small">Exit the Scot! Under this heading the +Scottish people are revealed as a leaderless +mob in whom national pride has been +strangled. They regard, unmoved, the spectacle +of their monstrous slum-evil, the decay of +their industries, the devastation of their +countryside. This is the most compact +and mordant indictment of Scottish policy +that has yet been written.</p> +</blockquote> + +<p class="hanging1"><span class="bold">Albyn</span>, or Scotland and the Future. By +<span class="smcap">C. M. Grieve</span>, author of ‘Contemporary +Scottish Studies’, etc.</p> + +<blockquote> +<p class="noindent small">A vigorous answer, explicit and implicit, to +<cite>Caledonia</cite>, tracing the movements of a real +Scottish revival, in music, art, literature, and +politics, and coming to the conclusion that +there is a chance even now for the regeneration +of the Scottish people.</p> +</blockquote> + +<p><span class="pagenum">[18]</span></p> + +<p class="hanging1"><span class="bold">Lares et Penates</span>, or the Future of the +Home. By <span class="smcap">H. J. Birnstingl</span>.</p> + +<blockquote> +<p class="noindent small">All the many forces at work to-day are +influencing the planning, appearance, and +equipment of the home. This is the main +thesis of this stimulating volume, which considers +also the labour-saving movement, the +‘ideal’ house, the influence of women, the +servant problem, and the relegation of aesthetic +considerations to the background. +Disconcerting prognostications follow.</p> +</blockquote> + +<p class="noindent center p2"><i>NEARLY READY</i></p> + +<p class="hanging1"><span class="bold">Archon</span>, or the Future of Government. +By <span class="smcap">Hamilton Fyfe</span>.</p> + +<blockquote> +<p class="noindent small">A survey of the methods of government in the +past leads the author to a consideration of +conditions in the world of to-day. He then +indicates the lines along which progress may +develop.</p> +</blockquote> + +<p class="hanging1"><span class="bold">Hermes</span>, or the Future of Chemistry. +By <span class="smcap">T. W. Jones</span>, <span class="smcap">b.sc.</span>, <span class="smcap">f.c.s.</span></p> + +<blockquote> +<p class="noindent small">Chemistry as the means of human emancipation +is the subject of this book. To-day +chemistry is one of the master factors of our +existence; to-morrow it will dominate every +phase of life, winning for man the goal of all +his endeavour, economic freedom. It may +also effect a startling change in man himself.</p> +</blockquote> + +<p class="hanging1"><span class="bold">The Future of Physics.</span> By <span class="smcap">L. L. Whyte</span>.</p> + +<blockquote> +<p class="noindent small">The last few years have been a critical period +in the development of physics. We stand on +the eve of a new epoch. Physics, biology, and +psychology are converging towards a scientific +synthesis of unprecedented importance whose +influence on thought and social custom will be +so profound as to mark a stage in human +evolution. This book interprets these events +and should be read in connexion with <cite>Gallio</cite>, +by J. W. N. Sullivan, in this series.</p> +</blockquote> + +<p><span class="pagenum">[19]</span></p> + +<p class="hanging1"><span class="bold">Ikonoclastes</span>, or the Future of Shakespeare. +By <span class="smcap">Hubert Griffiths</span>.</p> + +<blockquote> +<p class="noindent small">Taking as text the recent productions of +classical plays in modern dress, the author, a +distinguished dramatic critic, suggests that +this is the proper way of reviving Shakespeare +and other great dramatists of the past, and +that their successful revival in modern dress +may perhaps be taken as an indication of their +value.</p> +</blockquote> + +<p class="noindent center p2"><i>IN PREPARATION</i></p> + +<p class="hanging1"><span class="bold">Bacchus</span>, or the Future of Wine. By +<span class="smcap">P. Morton Shand</span>.</p> + +<p class="hanging1"><span class="bold">Mercurius</span>, or the World on Wings. +By <span class="smcap">C. Thompson Walker</span>.</p> + +<p class="hanging1"><span class="bold">The Future of Sport.</span> By <span class="smcap">G. S. +Sandilands</span>.</p> + +<p class="hanging1"><span class="bold">The Future of India.</span> By <span class="smcap">T. Earle +Welby</span>.</p> + +<p class="hanging1"><span class="bold">The Future of Films.</span> By <span class="smcap">Ernest +Betts</span>.</p> +</div> + +<hr class="end-of-book x-ebookmaker-drop"> + +<div class="transnote-end chapter p4"> + +<p class="noindent center bold TN-style-1"><a id="TN"></a>Transcriber’s Note (continued)</p> + +<p class="TN-style-1">Errors in punctuation and simple typos have been +corrected without note. Archaic or variant spelling, inconsistent +hyphenation, etc., has been left as it appears in the original +publication unless as noted in the following:</p> + +<p class="TN-style-2">Page 12 – “insistance” changed to “insistence” (The continued insistence that speed)</p> + +<p class="TN-style-2">Page 35 – “persistance” changed to “persistence” (foretold with tiresome persistence)</p> + +<p class="TN-style-2">End matter page 17 – “montrous” changed to “monstrous” (their monstrous slum-evil)</p> + +<p class="TN-style-1 p2"><a class="underline" href="#top">Back to top</a></p> +</div> + +<div style='text-align:center'>*** END OF THE PROJECT GUTENBERG EBOOK 76988 ***</div> +</body> +</html> + diff --git a/76988-h/images/cover.jpg b/76988-h/images/cover.jpg Binary files differnew file mode 100644 index 0000000..9220175 --- /dev/null +++ b/76988-h/images/cover.jpg diff --git a/76988-h/images/i_029.jpg b/76988-h/images/i_029.jpg Binary files differnew file mode 100644 index 0000000..ff4c744 --- /dev/null +++ b/76988-h/images/i_029.jpg diff --git a/76988-h/images/i_033.jpg b/76988-h/images/i_033.jpg Binary files differnew file mode 100644 index 0000000..bdfe89b --- /dev/null +++ b/76988-h/images/i_033.jpg diff --git a/76988-h/images/i_065.jpg b/76988-h/images/i_065.jpg Binary files differnew file mode 100644 index 0000000..3fa3753 --- /dev/null +++ b/76988-h/images/i_065.jpg |
