The latter is called by its makers the "cruiser" biplane; and it is interesting to describe how the "crew" is disposed upon it. First comes the engineer; his task is to attend to the motor. He is given a seat right up in the bows of the machine, and just behind the engine. The idea of having a man to look after the engine is, of course, an excellent one; he is able to "nurse" the motor, give it every attention, and detect at once whether it is developing any troubles. Behind the engineer, in the long, boat-shaped body of the biplane, is seated the observer. He is free from all duties save the carrying out of his observation work. He has his maps and notebook—shielded from the rush of wind—in the body of the machine before him. Behind the reconnoitring officer comes the pilot of the machine, with the controlling wheels placed in front of him. His attention is devoted exclusively to steering, and preserving the lateral stability of the biplane. This division of duties upon an aeroplane is especially useful in military work; and it will, undoubtedly, become more and more a feature of war aircraft. A crew of three, upon a reconnoitring machine, represents an ideal distribution of duties. An engineer, to look after the motor when in flight, will probably become more and more of a necessity, as engines increase in power. A machine with ample engine-power is essential from the military point of view. It not only means ability to withstand wind-gusts, but it spells, also, the power to rise swiftly. This power of quick-rising, combined with high speed, may frequently save an aeroplane from destruction, when it is reconnoitring over a hostile force. The ability to "climb" speedily is, indeed, insisted upon by those who frame the rules for military contests. Unknown to the crew of a war machine, they may approach within range of a concealed battery. In such a case, a shell bursting near them will probably be their first indication of peril. Instantly, the pilot will seek to put as great a distance as possible between himself and the battery; and, as he darts off, he will "climb" as quickly as he can. In such circumstances as these a quick, handy machine would probably escape unscathed, whereas a slow-moving craft might run grave risk of being hit. In the matter of speed, a machine like the Breguet shows a very distinct improvement, as compared with early-type biplanes. Thirty-five miles an hour represented the speed of some of the first biplanes flown in France; but this was increased, before long, to forty miles an hour. Then came specially-built biplanes, really racing craft, which caused speeds to increase from forty to forty-five, and fifty miles an hour. Now, in reference to the Breguet, a speed of sixty miles an hour is attained. In regard to the speed of biplanes when amply engined, it may be mentioned that Mr Cody, using a 120 horse-power Austrian-Daimler motor, has been credited with a pace of seventy miles an hour at Farnborough.