In addition to Lieutenant Ellyson, Captain Chambers succeeded in having Lieutenants John H. Towers and John Rogers ordered to report for flight instruction. These three men became Navy Pilots One, Two and Three. Pilot Number 3 was Lieutenant (now Vice Admiral) John H. Towers, who ever since has made his name synonymous with the progress of naval aviation. In July, 1911, the United States Navy took delivery of its first airplanes, one Wright and two Curtiss landplanes. Later that year the Navy established its first aviation camp on the banks of Severn River just across from the Naval Academy at Annapolis, Maryland. [Illustration] During this time the United States Army was making some progress with military aviation. In March, 1911, Congress was prevailed upon to appropriate $125,000 for aëronautics. The Army bought three more airplanes, the first since the purchase of one Wright airplane in 1909. In July, 1911, the first military aviation school was established at College Park, Maryland. The Army’s first instructor was Army Pilot Number 1, Lieutenant Frank Lahm. The first students were Lieutenants Benjamin Foulois, Thomas DeW. Milling, and the man who was destined, thirty-two years later, to lead the world’s greatest air force, Henry H. (“Hap”) Arnold, Commanding General, United States Army Air Forces during World War II. [Illustration] Flying in two Wright and one Curtiss biplanes, the fledgling Army fliers conducted experimental work in aërial photography and radio. But these forward-looking young men, even then, saw the airplane as a weapon and began seeking ways of dealing out destruction to an enemy. They fired machine guns at ground targets, tested a bomb sight, and dropped small bombs from their planes. [Illustration] In 1905 a newspaper in Salina, Kansas, had carried a story of two brothers named Wright. This story robbed the budding “auto” industry of a promising young mechanic, Glenn L. Martin by name. As a boy, Glenn Martin built and flew the very best kites in Salina. As he grew older he was thrilled by the appearance of the horseless carriage. As soon as he was old enough he took a job in Dave Methven’s garage, convinced that there was a future in the noisy “gas-buggies.” In the surge of interest in automobiles, Glenn Martin had all but forgotten the stories of Chanute and Lilienthal and the old urge of the winds in his kites. In 1905, after reading the newspaper story concerning the Wrights, he excitedly told his mother, “I am going to fly, too!” And he did.