These experiments soon came to an end. The time was not ripe for further developments. No airships or aeroplanes were as yet in use in England, and all available energy had to be concentrated on producing wireless telegraphy sets for the use of the army. In October 1909 Captain H. P. T. Lefroy, R.E., was placed in charge of all experimental work in wireless telegraphy for the army. This appointment he retained until the outbreak of the war. He had been commissioned in the Royal Engineers in 1899, and had begun to study wireless at Gibraltar in 1905. Approaching the question from the service side, he was able to do much to adapt wireless telegraphy to the new conditions presented by the conquest of the air. As soon as the army airship Beta was available he had her equipped with wireless apparatus, and on the 27th of January 1911 went up in her from Farnborough. Many messages were sent from the airship to the ground station up to a range of thirty miles, and for a short time, while the airship engine stopped running, it was found possible to receive messages from the ground. In the roar of the engine nothing could be heard.
In the summer of 1911 Captain Lefroy spent much of his time in designing a transmitting apparatus for aeroplanes. In January 1912 he went up with Mr. Geoffrey de Havilland in the first B.E. machine, to test its suitability for wireless. In May 1912 he set about fitting the same machine, which was then being flown by Major Burke, with a generator driven from the engine crank-shaft by bicycle-chain gear. These experiments prepared the way for later achievement.
In the same year the Naval Wing of the Royal Flying Corps began to experiment with a light wireless set for aeroplanes. As no machines were available for fitting, a station was constructed on Burntwick Island, the conditions being as nearly as possible the conditions in an aeroplane. Stray signals were received from this station by H.M.S. Actaeon, about one mile distant. In June 1912 Commander Samson, flying the first Short seaplane, fitted with a practice wireless set such as used in destroyers, succeeded in sending messages a distance of three, four, and, on occasions, of ten miles. In August 1912 Lieutenant Raymond Fitzmaurice, R.N., who had served as a wireless telegraphy officer with the fleet, was appointed to arrange for the installation of wireless apparatus in naval aircraft. A few days after his arrival at Eastchurch he was ordered to go to Farnborough to take charge of the wireless in the airship Gamma on the defending side in the forthcoming army manœuvres. Captain Lefroy was to take charge of the wireless in the airship Delta, which was intended to operate on the attacking side. Both these airships had been equipped with wireless apparatus by Captain Lefroy, on instructions from the War Office, to ascertain what could be done by wireless from aircraft in the manœuvres. The set of wireless for the Gamma had to be improvised from odds and ends—an old magneto and some Moscicki jars. The 'aerial', which does the work of one of the plates of a condenser, was a double trailer of wire let down from the bottom of the car off two drums; the 'earth', which does the work of the other plate, was made of insulated wires triced out to the bow and stern of the gas-bag. The magneto was run by a belt from one of the ballonet blowers. Receiving instruments were also installed, but these could only be used when the engine was stopped.
As soon as the weather was favourable the two airships sailed from Farnborough; the Gamma for Kneesworth camp, on the defending side, the Delta for Thetford, on the attacking side. The Delta broke down over North London, but so successful was the wireless installation that her messages reporting the break-down were received near Thetford and at Portsmouth by H.M.S. Vernon; the Beta took her place, but was too small to carry the wireless installation. The Gamma was thus the only craft fitted with wireless, and the efforts of the attacking side were devoted to intercepting her messages at a ground station. The Gamma was an unqualified success. Her signals came in strong and loud from a distance of thirty-five miles to a station at Whittlesford fitted with naval service receiving apparatus. Speaking of the work of aircraft, General Grierson, who commanded the defending force, says: 'The impression left on my mind is that their use has revolutionized the art of war. So long as hostile aircraft are hovering over one's troops all movements are liable to be seen and reported, and therefore the first step in war will be to get rid of the hostile aircraft. He who does this first or who keeps the last aeroplane afloat will win, other things being approximately equal.... The airship, as long as she remained afloat, was of more use to me for strategical reconnaissance than the aeroplanes, as, being fitted with wireless telegraphy, I received her messages in a continuous stream and immediately after the observations had been made.... It is a pity that the airship cannot receive messages by wireless, but doubtless modern science will soon remedy this defect.'
This was the first triumph of aerial reconnaissance in England. Every morning the Gamma went out at daybreak and scouted over the enemy; within half an hour the general in command was in receipt of very full information which enabled him to make out his dispositions and movements for the day. Some attempts were made to conceal troops at the halt from the view of aircraft; but, as General Grierson remarks, for troops on the move there is only one certain cover—the shades of night. So complete was the information supplied from the air that the commander of the defending force was enabled to organize his attack and end the manœuvres a day sooner than was expected. After the manœuvres the Gamma flew by night over Cambridge and bombarded that seat of learning with Very lights. It took three hours to fly twenty miles, from Kneesworth to Cambridge, against a strong head wind, and at one o'clock at night the mechanic informed Major Maitland, who commanded the Gamma, that only one-quarter hour's supply of lubricating oil remained. So the ship had to shut off her engines and float on the tide of the air. By throwing out all her ballast she kept afloat till dawn, and made a safe landing in the neighbourhood of Bristol. 'I don't think I shall ever forget', says Captain Fitzmaurice, 'the feeling of perfect peace and quiet one experiences when ballooning by night.' The same feeling was experienced by Lunardi during his first ascent in a balloon. The history of aeronautics, if it could be fully written, is in the main a history of Peace in the air.
The two years before the war were years of progress. In 1912 M. Lucien Rouzet invented a transmitting apparatus which, in proportion to its power, was lighter in weight than anything that had previously been in use; a number of these sets were purchased by the Naval and Military Wings to be used in aircraft. During May 1913 successful wireless trials were carried out by Lieutenant Fitzmaurice in a Short seaplane piloted by Sub-Lieutenant J. T. Babington. During one of these a flight was made along the coast from the Isle of Grain to the North Foreland, the seaplane being in communication with the receiving stations at Grain and Eastchurch and with ships at sea during the whole of its flight. Its signals were read up to a distance of forty-five miles. During this flight the seaplane signalled a wireless salute to the Royal Yacht, which was taking the King and Queen to Flushing on a visit to Germany. In the naval manœuvres of the summer, Lieutenant Fitzmaurice and Commander Samson were sent out to scout over the sea due east from Yarmouth in the latest Short seaplane, No. 81. Her engine failed, and she was compelled to come down on the sea, but the wireless messages which she had sent to H.M.S. Hermes served to locate her, and when the Hermes went to look for her she was found near the expected place on board a German timber boat which had come to her assistance.
The airships Delta and Eta were both equipped with wireless for the army manœuvres of 1913, and were based on Dunchurch, near Rugby. In all, Delta sent sixty-six messages during her seven voyages, and on the 24th of September carried out a successful night reconnaissance. The Eta, owing to engine trouble, played no effective part in the manœuvres, but during her journey from Farnborough to Dunchurch she maintained wireless communication with Aldershot till she reached Woodstock, when she called up Dunchurch and kept in communication for the remainder of the voyage. Captain Lefroy in his report says: 'It seems probable that H.M. Airships Delta and Eta can exchange messages with each other when 100 miles apart in the air, which may prove useful for organization purposes, &c. I received clear signals from the North Foreland station (and a ship to which she was talking) when 130 miles N.W. of it, and whilst H.M.A. Eta was cruising northwards at touring speed.'
Just before the 1913 army manœuvres, Lieutenant B. T. James, piloting a B.E. aeroplane, succeeded in receiving wireless signals with the engine running at full power. To enable him to do this his machine was fitted with Captain Lefroy's new receiving set in which magneto disturbances were screened off and the signals strengthened by Brown relays, that is, microphones invented by Mr. S. G. Brown. In June 1914 Lieutenants D. S. Lewis and B. T. James flew from Netheravon to Bournemouth each in a B.E. aeroplane equipped with sending and receiving apparatus; they flew about ten miles apart, and kept in close communication with each other the whole way.
Captain Lefroy continued to act as wireless expert to the Royal Flying Corps up to the outbreak of the war. The work done by him and by Lieutenant Fitzmaurice was of great value. When the war broke out wireless sets had been fitted to sixteen seaplanes, as well as to the two airships Astra-Torres and Parseval, which did good service in patrolling the Channel during the passage of the Expeditionary Force.
The development of wireless telegraphy for the uses of aircraft was only one small part of the work which had to be arranged and supervised by the headquarters staff at Farnborough. They had to recruit, organize, and train the new force. Energy, faith, and self-sacrifice were asked for, not in vain, from the officers and men who came into the corps. The headquarters staff was small, but with the help of the officers commanding the squadrons and the staff of the flying school at Upavon, they inaugurated a great tradition. There were no precedents. The staff had first to invent their work, and then to do it. The details of supply and transport, the ordering of machines from the makers, the training and equipment of every recruit—all these things had to be thought out in advance. The official text-books, regulations, and standing orders, which were all complete and ready for issue when the war came, bear witness to the foresight and initiative of Major Sykes and the small staff who worked under him at headquarters. The Flying Corps resembles the navy in this respect, that its daily work in time of peace is not very much unlike its daily work in time of war, so that if the work is hard and incessant, at least it is rewarded by the sense of achievement.