Many of the functions brilliantly performed during the course of the war by aeroplanes had been claimed, during the early days of aviation, as the proper province of the airship. A wireless installation for receiving and sending messages was too heavy for an aeroplane; it must be carried by an airship. No sufficient weight of bombs could be carried by an aeroplane; the airship was the predestined bombing machine. Machine-guns were difficult to work from an aeroplane; they were the natural weapon of the airship. Photography was a hope worthy of experiment, but even photography was thought to be best suited to the airship, and internal accommodation for a camera was not asked for or provided in an aeroplane. At the back of all this lay the strongest argument of all: the value of reconnaissance to the army was so great, and our military aeroplanes were so few, that it was impossible to spare any of them for less essential work. As the Flying Corps grew in numbers and skill it found breathing space to look around and to claim the duties that had been judged to be outside its scope. As a nation we distrust theory. We learn very quickly from experience, and are almost obstinately unwilling to learn in any other way. Experience is a costly school, but it teaches nothing false. A nation which attends experience could never be hurried into disaster, as the Germans were hurried by a debauch of political and military theory, subtly appealing to the national vanity. To insure themselves against so foolish a fate the British are willing to pay a heavy price. They have an instinctive dislike, which often seems to be unreasonable in its strength, for all that is novel and showy. They are ready enough to take pleasure in a spectacle, but they are prejudiced against taking the theatre as a guide for life. This is well seen in the disfavour with which the practical military authorities regarded the more spectacular developments of aviation, which yet, in the event, were found to have practical uses. Looping the loop, and other kinds of what are now called 'aerobatics', were habitually disparaged as idle spectacles. Yet the 'Immelmann turn', so called, whereby a machine, after performing half a loop, falls rapidly away on one wing, was a manoeuvre which, when first used by the enemy, proved fatal to many of our pilots. The spin, at the outbreak of the war, was regarded as a fault in an aeroplane, due chiefly to bad construction; later on Dr. F. A. Lindemann, by his researches and courageous experiments at the Royal Aircraft Factory, proved that any aeroplane can spin, and that any pilot who understands the spin can get out of it if there is height to spare. During the war the spin was freely used by pilots to break off a fight, to simulate defeat, or to descend in a vertical path. Similarly, little stress was laid, at the beginning, on speed, for speed was not helpful to reconnaissance, or on climb and height, for it was believed that at