sounds nowadays, it was the opinion of most people in this
country, with the exception of a few enthusiasts, until only a
few years before we were plunged into war.

The year 1909 saw the vindication of the enthusiasts, for in this
summer Bleriot crossed the Channel in an aeroplane, and the
first passenger-carrying Zeppelin airship was completed. Those
who had previously scoffed came to the conclusion that flying was
not only possible but an accomplished fact, and the next two
years with their great aerial cross-country circuits revealed the
vast potentialities of aircraft in assisting in military
operations. We, therefore, began to study aeronautics as the
science of the future, and aircraft as an adjunct to the sea and
land forces of the empire.

The airship, unfortunately, suffered for many reasons from the
lack of encouragement afforded generally to the development of
aeronautics. The airship undoubtedly is expensive, and one
airship of size costs more to build than many aeroplanes. In
addition, everything connected with the airship is a source of
considerable outlay. The shed to house an airship is a most
costly undertaking, and takes time and an expenditure of material
to erect, and bears no comparison with the cheap hangar which can
be run up in a moment to accommodate the aeroplane. The gas to
lift the airship is by no means a cheap commodity. If it is to
be made on the station where the airship is based, it
necessitates the provision of an expensive and elaborate plant.
If, on the other hand, it is to be manufactured at a factory, the
question of transport comes in, which is a further source of
expense with costly hydrogen tubes for its conveyance.