The engine-power varies from 70 to 150 horse-power, but the machine is much slower in transit and in climbing even than several of the lesser horse-power land machines. The fuselage, or body, is like a flat-bottomed boat, in the bows of which are the engine and the propeller. Immediately in the rear of the engine are the pilot’s and observer’s seats, side by side, and not, as in the aeroplane, the one behind the other. Again, in place of the wheels of the landing chassis of the aeroplane are two boat-shaped floats; these are hollow in formation, very heavy, and extremely fragile. When landing the seaplane on a rough sea, the part of the machine most liable to break up is the float. With regard to the actual flying of the craft, where a mere touch of the control is capable of maneuvering the aeroplane up from the ground, it requires the grip of a Sandow’s developer to lift a heavy seaplane off the surface of the sea. Similarly, while maneuvering in the air, the movements must always be of the gentlest nature, considerable muscular force is required to bank (turn) and climb the seaplane. Landing is the most difficult and delicate maneuver in flying; it is a tricky performance to land an aeroplane, but it is doubly so to land a seaplane. Should the surface of the sea be the least bit choppy or rough, there is a grave risk of the floats breaking open, and the machine turning turtle, or diving down through the sea and precipitating the pilot to a watery grave. WORK OF THE SEAPLANE The work of the seaplane may be placed in two categories: first, work from the shore, when a landing-station, bordering on the sea, is used as a base; and, secondly, flying at sea, when the craft is taken out on board a parent vessel, and flights are commenced from the middle of the ocean. With regard to the former, the work is for the most part of a defensive nature, as that of driving off invading enemy craft, and patroling the coasts for enemy submarines. The work at sea is principally scouting for fleets, for a seaplane observer, at an altitude of 5000 feet, has a range of view ten times greater than the look-out man of any battleship or cruiser. In this latter case, flights are usually terminated and commenced from the sea surface, alongside the parent ship; and when the craft are no longer in use they are lifted on board by means of a large crane and stowed away on a specially constructed deck. From the point of view of interest, aeroplane work is preferable to that of the seaplane. Nothing more boring and dreary can be imagined than a long flight over an interminable stretch of blue water; the aeroplane pilot does, at least, have an everchanging contour of hills and valleys, rivers and woods, towns and villages beneath him, whereas the seaplane man’s view is confined to sea, sky and horizon, with perhaps an occasional passing ship.