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Seeweendss? : as enee vase er esr tedayedstses erase atte? taecee ararece.'e ee Dag beaperer cases deo teat apescreset! pepasesiiss saree TITRE TOE Seeeeairreet eda bbewar sor rshe dreree ress dreaes eee ees Tie atbive oan eSsrdboareeet cre asaate eet tye “seb a bean paeedaa se Pee herve eee eer eebeeeee ikea eer. wera e ee eV ES ANN deasodee veteres. creas dt anas Af: SA PYTTTENYYY Sr eedaemdnededaeeaadee HOTA SSA TIVE RIN, vestarae areaurda ea Sev eeeeer see Vasgeece “ ybaeereds esas Veasvnae Peaat is taeeer ad AAT Veni s od soba ne eee betaes Prva eee Seaeca her eayrye rr Cree page ib 2 soeee bs ran SOD UTS Sead soveaete aw Peon ese aes chindiey teed bee eet vepane? aoapotsert Cent yeee ehabrrias FreEy) pecesedevasenstenogyenidenen. aun eee ee dd Sepap bons pedivetones psneead pavtragee cdates abies deeeeseaiedes stelibbane rps eet vee Vreeenee, Ses eeeessaaroaee yy ivegss goabeaad Ure ee edbeeeiel grobadsa vase Pebae nee eye Savpaeecs The poeediecbensenete UN es ae DATE IVE ENAY PAE eetteetmehentbogcete idgeaegeeer ive eeraaye sted aa beqeters ageettie voepeeronaiored sesbapaa shed Piabteesss3 ee pvedt Paap aaah ae dad, LER, petanay Veegiean ay Aa atone eptabasventersadans ’ OATES vooer ered tne ereigeetes sraeeoee oe vee Apapobtisrbaat? RCO Ce soendecere bes brane ) BY NATIONAL ZOGRAPHIC SOCIETY EXPEDITIONS Copyright by the National Gi Gitnert ( THE AWE-INSPIRING SPE TACLE OF THE VALI , DSCOVERED AND EXPLORE From the floor of this vast valley in Alaska several million jets of steam sccthe and hiss—sibilant tongues telling the story of the Hll's caldron of yolcanic heat which lies beneath the surface. Over this thin crust of hot, tre: their tread, Robert I. Griggs, leader of the Society's Expedition of 1917, and the members of his party made their way, back and forth, lunging through the suffocating vapors, trapping gases for chemical ai aking soundini studying the geology of this most amazing example of her processes which Nature has reycaled to twenticth-century man—one of Vulcan's etlting-pots from which the world is created. Only about one-fifth of the valley is shown here; but it is difficult to get any real conception of the tremendous magnitude, even of this small portion, for it hardly scems credible that a distance of two miles separates the tent in thedght foreground from the cloud of white steam immediately above it. The V-shaped crevasse in the central foreground, above which on of the members of the expedition is seen standing, was the natural stove used by the party in cooking all of their meals while encamped @ the edge of this the First Wonder of the World Y OF TEN THOUSAND SMOK yraphic Society Fre yhotograph by Rourer F. Gnic e »svENOR, Director and Editor herous earth, which often broke beneath mapping the course of the valley, and A B GC == an Ae q D E F ae Zatrisme f Miso ARnocke ¥ p+ H Hoye yoke 7 AR Guemandiao Zayduande Nieawlandache Molen a J K | ’ TaN J 3 > jeuzen’ 6 i See P| aie D = “KBlankenbeljha ayes l ‘Oligalagers Tjzendijke |~ VW Vea. 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Setsort 0 Ie eeepc — PNERCPEbou PTY ae FT. DE LA] CHARMOYE Be Pleo) Fr. de ross ry Oia Chala! j__ GNRS Mone Ere eemrane) ( Nourllsst oBsAnne sad RouvroissurMBusso rn ae | OF THE B foul Been 3s Spc { # ane igny-Signets fone ° OlaFerotterie |__ aon ota Ail Irbais'ALbayo Y Villereaux aux-Oles a ie ; i Wailechirtinn au ‘ 2, ue Senonville’ — O-Varvinay : leeRitceeteKot Chaba Mo ae B tevin VOleraude (@ ens (MLE PS 9 Gonare)® oBassevelle Roscy-Uellevalle eRe niece 16 J Cosportie \\ i / ha Croix Molyéan lo Chatelier armenia Ns i) eiaicelate Ale eras tre u pecs Storm BO | Boys Conray ( QFCY Yaanes ‘ato lspIitienay rent nye sige? 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Posse 9 cu Ae y PMaratela Pr o- oioey Fault de Nancy) = Neally.Pjaisance ( es Chaises) 0” dats da. Veree a veaaidead Maret Krontmirail a 5 ASS Etrechy. y Volye ~Germinon _Cheniers Nultement, Mairy-o\\ Ola Ville Francheyille { ae) oye “Auzcourt Mlotte-devant-Lovepy, oMaratvla Grande yinedoy “ fy srneville Y Atos eee if catinmtin | yp | PYSBrtara] 7 = Jose -—7Montmirail enisine 0 ismpaubert 3 shes oiny-en-Brie Bergeres gl y “RIF Cool) sarilarat N= vesignel sar atieas Bronne St, Jean-devt-Posione Fa aaneeetN fas Lauppycie Ones Yoong meas Flledgyant-Bolrain 5 pally seus CLeurmant N A I ION Al G EOG A H Gacy leFaytt fon (er Banna) COR ESS Te a. ‘ Vanault-le Chatel = Cs aL Bellefontaine Ft Oy oy ‘Balralcy vi ‘Han. lo Xivrsy S MAGAZINE Seria Creey Ge ( Oo 9 Rebai - ‘Mecringes Sofa \ Bi mice o ‘anault-le Chatel Om | __— = ‘imedt\ 1 ‘me.. Louppys jenicourtsous Conde. in Villette -cur-Meuro ‘Apremoat S x Giremouticrs\___ st, Germain: bais gree Teal ‘cubes pin lo Toulon Nd oT Sep i OVernancourt ‘Ronde Rontaine _OVillere-aux ‘oAtlinncalles, i De de te / oe eee pitta ee —e iy 4 St. Sincor SC “ seit Veer ¢ aa IgVillenoue Sd ni ° cee Cieut or ‘ OQ Litncoors tyme ov . Re erre nEBFo Rast ae aioe Bonoout | °° “OGirauvalsia SCALE 1 : 45 slorteert YS. Agustin, ChaillySn-Brie / Tay Morsains cay, Reuyo Brouwy-le Pt. Bannes ‘citainesur-Coole ») \ EES Oa , CWevrate Grand 1 Heittz-le Maur Ul eh RESET C yt e LDUEE APPROXIMATELY 7% MILES TO | INCH \ ; oMiroleen rie 7 g(Strefole si 4 o Brousy-loGa. \\. Vesigneut-urCoctoo Pring Santee Say OO arecin SETA, Wigthe te soa mh a 4 = pee Cheignewx w \ AAS. Quentin-tes Marais P80p — OiteiltetBveque S YS \ Jouy / 5 0 iG | Fuxsurcool? 4 x ; Helite1Bveqas = SS Bante Dire f ° = SS ee 20 2 ae Drouil Ch = D é ‘ Rangeval a 20 ’ Qoemmartin-Leterée / TREAD eet By olen 8p AU ea Nees i\ aap ; MERCY cormeville aie \ ere Weds | peRearret x si pesos ge Bui Cou ReeAiP0) S0cley | onatmapre Chonvitles —oAntnota STATUTE MILES S Coole? eee chrichanourt Oona exes Tar Peraecourt { Ve ( TR 5 ( Lo se _f—— seh = =oSilmont \ uy THE MAP IS DIVIDE 1 a Z 1 St Eeang 3 | Be ‘9 Chorainonta: Ville a ey, Paki) acs Bow FORET DE COWMERCY IDED INTO 10 MILE SQUARES) . (Esternay Zé Connantre Virav-is Faawoct pray oStLomier ___Troisfontainew 0 © ronvilis = Silt \ St. Martin) i j \ cot arenes ‘ronvill@ONAWitleronesiee Oo Nancoltle oe __Tanenville ————= RAILROADS TRAM LINES ) = 2 Sauls © Saulx— Mani : o Brie-Conite-Robe! / ~~ ane Gaudry Si|Aubinede Ai rt ( Ognes, ©Correy Sek ee ad eal 3 | spt | f sur-Aire = ae 4 COPYRIGHT. NATIONAL GEOGRAPHIC SOCIETY, WASHINGTON, D. c., 1918 StBon 0 Gotirgancon | Poivres-S* Suzanne ee a al Haironville ‘Ligny Vanya Grande 5, —VWoid9 by Cotte & : ‘ © Sompuis { : Nant le Ga. Moldincoun® "oMeligny-ta Gra fj Semaine 9. oBaineoun "8 incour' » ses cael INDE ae Maly D / Rupt [lous ae 0. GC 5 = / Vaux! jaives-en-Bloi : omplete alphabetical in il , Sate eae Lavina bacon CheaBovons _ MelienyePot® Pe UL eset 19 Pp index of all names available upon request, by mail iN ff ori naLon —Boreaa’ BDURQY eal Twenty-five Cents een eed Amand Roe, | | j fan 4 ) See of Bx | - Pit ies %s ? wu? gh, Oph tape LT ae ip rs a. ok Be ody ae et : pe ’ ; p 4 a” a us : rat td ; + ‘ ee =; ; * ! 43 oa atthe . na 4 é A oy vf ae cs = a ; i) M4 7 re : + } fi a ~ J va i * oi a 4 4 , z t oe , , 1 «* Pte u ¥ \ ‘ é 5.2 { ve oe OF - i : . us . “ he yi , = ce ss ~ * . jy oN ‘ + i \ i “2 i » 3M ; ‘ q f ‘ ‘ : ' , i 2 ; fy ee i : ; F ° , * n } i 5 ty aaa q ; ay M ‘ } { Pate . ‘ ., 2 ; 2 , y x ee a ’ . , \ te te . nd a. iw hy « f mm wh vb u *) ’ - e's ¥ rs » 7 : ; , ’ " a! 7 f ' ‘ 4 : ‘7 "e 7 . c ‘ yo) sg re : VLR AS +“ 4 ‘ yr 7 “ r yyy 4 ‘an m FJ k } | \ ~ \ ER “SA LUME XXXIII ~ GEOGRAPHIC § MAGAZINE NeW INDEX January to June, 1918 VOLUME XXXI LL ns ona ( nov 5 1981 PUBLISHED BY THE NATIONAL GEOGRAPHIC SOCIETY HUBBARD MEMORIAL HALL WASHINGTON, D.C. oom ttUI ¢ A) ran pu pu Peers enppecgpeeengpeet Ay wR AUN yanaq l ry) =~ i nS Ay * VScom 4 i my ) " ff] a ' > 4 O be 4 ” Q 5 le '=4 U hee" Dh elit mint iD ¥, i adluniseeluuif ilies deel NATIONAL GEOGRAPHIC SOCIETY HUBBARD MEMORIAL HALL SIXTEENTH AND M STREETS, WASHINGTON, D. C. O. H. TITTMANN as GILBERT H. GROSVENOR, DIRECTOR AND EDITOR ASSOCIATE EDITOR JOHN OLIVER LA GORCE O.P.AUSTIN ... . ° 1916-1918 Frankuin K. Lane Secretary of the Interior Wititam Howarp Tart Formerly President of the United States C. M. CHEsTER Rear Admiral U. S. Navy, Formerly Supt. U.S. Naval Observatory FREDERICK V. CovILLe Formerly President of Wash- ington Academy of Sci- ences Joun E. Prrtspury Rear Admiral U. S. Navy, Formerly Chief Bureau of Navigation RupotpwH KaurFMANN Managing Editor The Even- ing Star T. L. Macpona.p Merb, Fs Ae CoS: S. N. D. Norru Formerly Director U. S. Bu- reau of Census PRESIDENT SECRETARY BOARD OF MANAGERS 1917-1919 ALEXANDER GRAHAM BELL Inventor of the telephone J. Howarp Gore Prof. Emeritus Mathematics, ‘The George Washington University A. W. GREELY Arctic Kxplorer, Major Gen’l Army Giieert H. GrosvENoR Kditor of National graphic Magazine Geo- GeorGceE OtTIs SMITH Director of U. S. Geological Survey O. H. Trrrmann Formerly Superintendent of U. S: Coast and Geodetic Survey Henry Waite Formerly U. S. Ambassador to France, Italy, ete. JoHn M. Witson Brigadier General U.S. Army, Formerly Chief of Engineers JOHN E. PILLSBURY JOHN JOY EDSON GEORGE W. HUTCHISON, WILLIAM J. SHOWALTER RALPH A. GRAVES VICE-PRESIDENT - TREASURER ASSISTANT SECRETARY ASSISTANT EDITOR ASSISTANT EDITOR 1918-1920 Cuartes J. Bey President American Security and Trust Company JoHN Joy Epson Chairman of the Board, Washington Loan & Trust Company Davin FarrcHILp In Charge of Agricultural Explorations, Department of Agriculture C. Harr Merriam Membcr National Academy of Sciences O. P. Austin Statistician Greorce R. Putnam Commissioner U. S. Bureau of Lighthouses Georce Suiras, 3p Formerly Member U. S. Con- gress, launal Naturalist, and Wild-Game Photogra- pher GRANT SQUIRES New York To carry out the purpose for which it was founded twenty-eight years ago, namely, Geographic Society publishes this Magazine. “the increase and diffusion of geographic knowledge,” All receipts from the publication the National are invested in the Magazine itself or expended directly to promote geographic knowledge and the study of geography. Articles or photographs from members of the Society, or other friends, are desired. For material that the Soeiety can use, adequate remuneration is made. Contributions should be accompanied by an addressed return envelope and postage, and be addressed: GILBERT H. GROSVENOR, EDITOR A. W. GREELY C. Harr Merriam O. H. Titrrmann Rorert Ho rutstrer CHAPMAN Water T. SwincLe CONTRIBUTING EDITORS ALEXANDER GRAHAM BELL Davi FarrcHILp Hucn M. Smits N. H. Darton Frank M. CHapmMan Copyright, 1918, by National Geographic Society, Washington, D. C. All rights reserved. CONTENTS Aces Among Aces. By LAuRENCE La TourRE?TTE DRIGGS...........0.ecceccccececceces meesvor the Air: By Capt: JACQUES DE SIEVES: «6c 562 snc 0 oie alesis lis sowie oe oe bene America’s Part in the Allies’ Mastery of the Air. By Major JosEpH TULASNE Appeal to Members of the National Geographic Society, An................0..0e0 eee Battle-Ground of Nature, A: The Atlantic Seaboard. By JoHN OLiveR La Gorce.... Billions of Barrels of Oil Locked up in Rocks. By Guy Ettiorr MITCHELL............ Building America’s Air Army. By Lieut. Col. Hrram BincHam, Signal Corps, U. S. A. Cooties and Courage. By HERBERT CoREY ooeseeeo eee eee ec eee eo eee eos se oe eee eee eo woe ee eee ese Flying in France. By Capt. ANDRE DE BERROETA, of the French Aviation Service...... Forerunners of Famine. By FrReEpERIc C. Watcortt, of the U. S. Food Administration Forming New Fashions in Food: The Bearing of Taste on One of Our Great Food Economies, the Dried Vegetable, Which is Developing into a Big War Industry. By Davip FarrcHiLp, Agricultural Explorer in Charge of Foreign Seed and Plant infroductionnaw. 5. epartment of Agnicultunesics. .o.a-8s6 ss... oscne Hoes Future of the Airpiane, The. By Rear Admiral Ropert FE. Peary, U. S. Navy......... Gem of. the Ocean, The: Our American Navy. By JosgEpHus DaANieLs, Secretary of the Navy MCBAMA Nim OM AT ee Tete «io crepes allah s eoareleot eee eepsile een Cale scarab aps Sn NUE eee ees Germany’s Dream of World Domination. By the Eprror........... Rl ae ee Health and Morale of America’s Citizen Army, The: Personal Observations of Condi- tions in Our Soldier Cities by a Former Commander-in-Chief of the United States PeUiyeana Naviyeo) bya VWAILLIAM EIOWARD! LART. cai siete 5 elevess oc 4 sets «Mera aiy deacons Helping to Solve Our Allies’ Food Problem: America Calls for a Million Young Sol- diers of the Commissary to Volunteer for Service in 1918. By RALPH GRAVES.... Etospital tieroes Convict the: “Cootie..c% 3... s060%0.a08 Bee eM a ne ons Sango Sra Isle of Frankincense, The. By CHaries K. Moser, Formerly United States Consul- ENC Ht ent Opa NGCLET > PANIC DV ae ectte atca xe eet oe ata oo Bie Sada SAS Oh 8 vk UES Ul Al eee Italian Race, The. By, the Epitor ceceoecereoeoeo ere oe ee oe eee eee eo eee eee ee Be oe Be ew ee ee wee MO Oo Italy's Eagles of Combat and Defense: Heroic Achievements of Aviators Above the Adriatic, the Apennines, and the Alps. By Kindness of Gen. P. Tozzi, Chief of the Italian Military Mission ee ee Se Life Story of an American Airman in France, The: Extracts from the Letters of Stuart Walcott, Who, Between July and December, 1917, Learned to Fly in French Schools of Aviation, Won Fame at the Front, and Fell Near Saint Souplet................ ational Geographic Soctety...0.2.6.. 2.600. cdoes Sis cone oe ea Re eens PB Aer National Geographic Society in War Time, The. By Major-General A. W. GREELY, Plain Tales from the Trenches: As Told Over the Tea Table in Blighty—A Soldiers’ EIOUICe aI ob anise: (Dy, CAROL 1, COREY 0 2...4c sk eure e, casi se siecle ete oii enor Piessianisin, By ROBERT LANSING, pecretary Of State. .-.1a500+. c++. sees ecee oes ee Shopping Abroad for Our Army in France. By HERBERT COREY........-..----+eeeeee 336 350 107 ors II4 559 219 170 510 IV THE NATIONAL GEOGRAPHIC MAGAZINE PAGE Smaller Mammals of North America. By Epwarp W. NE tson, Chief, U. S. Biological SMIViGVane ences «Alek va su ioaieie. Sha Minis on m noe w 0 "nove ig: eave" pte RAVES ESR nn 371* ‘Symbol of Service to Mankind, The: The Greatest Humanitarian Movement of Modern Times Originated in a Practical Attempt to Meet a Practical Need with a Practical Remedy. By Stockton Axson, National Secretary, American Red Cross......... 375 Tales of the British Air Service. By Major Witu1AM A. BisHop, V.C., D. S.O.,M.C. 27 Unique Republic, Where Smuggling Is An Industry, A. By Herbert Corty.......... 279 Valley of Ten Thousand Smokes, The: An Account of the Discovery and Exploration of the Most Wonderful Volcanic Region in the World. By Roserr IF. Griccs, Director of the National Geographic Society Katmai Expeditions of 1915, 1916, ATWO V7. ick tahoe are RM ond idl g hed o's aokee Seer ione: Gree ba uercban efocal mile dolehatelote alee aCaet ae II5 Voyaging on the Volga Amid War and Revolution: War-time Sketches on Russia’s Great Waterway: "By WILLIAM (PSELLIS: isa, «5 ins cee diet ee 245 What Is It To Be An American? By FRANKLIN K. Lang, Secretary of the Interior.. 348 MAPS ISSUED BY THE NATIONAL GEOGRAPHIC SOCIETY WHICH ARE PROVING INVALUABLE TO ITS MEMBERS IN FOLLOWING WORLD EVENTS MAP OF THE WESTERN THEATRE OF WAR, showing practically every place mentioned in dis- patches from the front—a map on which the progress of our armies may easily be traced. Size, 27x 314 inches. Price, panet, 75 cents each (including index); linen, $1.50 each (including index). Index alone. 25 cents. Postpaid in United States. Koreign postage, 25 cents extra. MAP OF EUROPE and adjoining portions of Asia and Africa. In seven colors. Size, 28 x 32 inches. Price, paper, 25 cents; linen, 75 cents. Postpaid in United States. MAP OF CENTRAL AMERICA, WEST INDIES, AND PANAMA CANAL, In seven colors. Shows steamship routes witlr distances indicated. Also relief elevation sketch of the Panama Canal. Size, 16% x 23 inches. Price, heavy art paper editicn, 50 cents. Postpaid in United States. MAP OF CHINA and adjacent territories, including Mongolia, Manchuria, Chosen (Korea), East Turkes- tan, Tibet, and northern India. Size, 17 x 23 inches. Price, paper only, 50 cents. Postpaid in United States. MAP OF MEXICO, together with an enlarged inset map of the central portion of Mexico (1916 edition). Size, 22 x 30 inches. Price, paper, 25 cents; linen,,75 cents; on rollers, $1.50. Postpaid in United States. MAP OF ALASKA, showing the railroads, finished and proposed, telegraph and cable lines, overland postal routes, and glaciers. Size, 16% x 21% inches. Price, paper only, 50 cents. Postpaid in United States. The Society has also published, as supplements to the NatronaL GEoGRAPHIC MacaziNe, the following maps in color: Balkan States, 1914 (1814 x 2234 inches, paper, 25 cents; linen, 50 cents). South America, 1906 (10% x 14 inches, paper, 25 cents). World, showing principal trade routes, 1912 (5% x 8% inches, paper, 25 cents). Africa, 1909 (16% x 21 inches, paper, 25 cents; linen, 50 cents). North Polar Regions, 1907 (19 X I9 inches, paper, 25 cents; linen, 50 cents). A few copies of each of these are still available, but the editions are limited. If the supply is exhausted before your order is received, your remittance will be returned, as no additional copies can be printed. These maps are obtainable only at the Society’s Washington headquarters, 16th and M Streets. ; REPRODUCED BY __ THE COLUMBIA PLANOGRAPE CO., WASHINGTON, D. C. INDEX FOR VOLUME XXXIII (January-June), 1918 AN ALPHABETICALLY ARRANGED INDEX Page GG Ne 4 mVbert Squirrel... sc... < ill. (colored), 448; text, 462 Abyss of inconceivable size: Katmai volcano.... 162 Accidents in the world of discovery, Few...... a) ROR Ace, Great Britain’s premier: Major Bishop. ill., 571; text, 572 ACES AMONG ACES. BY LAURENCE LA ° LOUREITE DRIGGS cota sccedscc asses 568 mxceswAmOons ACeSis so cs.cs ss 6 ill., 569-573, 576, 577 ACES OF THE AIR. BY CAPTAIN JACQUES DE SIEYES, OF THE FRENCH AVIATION SEC RIV UCB scciccetersuse celattcqeree cence shine eatemecens ces, Roll-ot: All: belligerents: ie .)... cee es 575 Adage, Ancient: “‘Whom the gods destroy they MES eM akepma dese seacieiere See ashes oc lolita 387 Aden, Arabia: Arabian kitchen, ill............. 272 Administrative personnel must be trained: Air ESF 7015 RePEc RAO Ch ERP HAL LSS ie cea eau 77 Adriatic, Heroic achievements of aviators above the Apennines, the Alps, and the........... ou 3S Adriatic, The flight across the: Italian airmen.. 41 Weriali ‘mailuservice outlined. 6. 6.6008 chee ces 110 Aérial photographs, Interpretation of......... we I5 Aéro Club of America, Transcontinental airways DEODOSed Dy the tine. ciecctere s cleracsiaiv ene onic ccc’ oO Aérograph: Alton Beach, Florida, ill........... 67 Aéronaut, French: In observation balloon, ill... 17 Aéronautical training station, American, ill..... 83 Africa, portion wanted by Germany............. 559 Age of “‘reformatory” authors: England......... 376 mericuiture: harm scene; all)..c. oe. u 5 a eee een 564 Agriculture: Harvesting the grain, France, ill.... 368 Agriculture, How the dried vegetable habit would CAML MW OLIG, Yoyperscvs ie custsle eee aie She ob ieee oko as 361 Agriculture: Pig raising, ill......... 172-182, 184-191 Aiding the Government in training flyers........ 110 Air, Aces of the. Ey Captain Jacques de Sieyes 5 Air admirals of the future.......... Bicesteettoletamiovs 107 mireavehors-. kite balloon, alli. . 6). ccs leie store 6 os. 0 Air Army. Building America’s. By Lieut. Col. Eterctisae iis Hatin... steccvele soere ie cielo. 6 ove! avel ete. onierec ove 48 Air fleet, Arrival of America’s anxiously awaited. I Air fleets of the sea: Nature’s warfare.......... 5II Airman giving a “password’’ shot, ill: .5..:..... 34 Airman in France, Life story of an American.... 86 mirplane:= Atlantic coast,. 1]. sisi: «nies eure 83, 85 Aviation Mission to America, Brench, si) som satan Aviation schools: United States, ill.... 63-65, 70- oa 8, 90, 94, 97, 100, 23 Aviation, Three branches Of... + sss slsiteenane a Aviator, French, welcomes American battleship, TDs oss 3 5.0 ere abe ceriess seve sire cave oconevs alee tn le tatarste nea - Aviator man-and-woman power, America rich in. 109 IMSentay dy Wen oosanncan 4, 105, 324, 569-573, 576, 577 Aviators: Aces among aces. By Laurence La Tourette Driggs) oie <..0's cise so clcle sveleideipteralanaiane 568 Aviator’s sign-post for night flying, ill......... 112 Aviator’s tests, Prospective...... ill., 70-73; text, 82 Aviator’s uniform, U.. St ‘Army. aller 93, 105 Aviatrix, American: Ruth Daw, lst cetera III Axson, Stockton, National Secretary, American Red Cross: The Symbol of Service to Mankind 375 ‘oR?* Baby kissing soldier father good-bye, ill......... 552 Railo, Captain: Italian airman.!. 27.” 10 -tslleie ete 45 Bakery, Field: National Guard camp, ill........ 227 Balance: test:) Awviationy. . ys cele «ieelel = sieleleleisieletetetele 82 Ball, Albert, Some of the exploits of: Royal Fly- WIE (COT PS ore, crc setennsesied s\.01/s) oco.s, oo oy cuorenehetele Reema 27, 573 Balloon before its inflation with hydrogen gas, 3 ADD apd ste roots o abenevedoleteteyetere opetere skola te Ren Renee Renenens o Balloonist’s life-boat: The parachute, 1.2.1 32 Balloonists, Twin service of: Air army......... 80 Balloons, Destroying German kite............ os arena Balloons in war, ill...... 17, 22, 24, 25, 32, 35, 80-85 Banded lemming..... ‘...text, gor; ill. (colored), 417 Band, Sailors’, in W. S. S. Campaign: New York City; “Ue ree ts ee cueies @ eleteolere CRI R IeneRerene 89 Bankers finance pig-club boys...... text, 174; ill., 178 Baracca, Major: Italian airman................ 47 Barbieri, Squadron Commander: Italian air fleet. 45 Barcelona; Spain: Daily lifes... 5- eerie -279 Barn painting as guide to aviators, ill........... 112 Barometer, Food resources: Supply and demand, rt eee ACen ERI ISI.O GOOdO.b.0 DCO OC 341 Barrel, Allies? flour: Chart showing supply and demand, C1) ey Een EIS is GOI oCo S00 c 344 Basket of an observation balloon, ill............ 17 Bat, Big-eared desert....ill. (colored), 465; text, 492 Bathing an ordeal in northern France..... . 504, 506 Bathing suits are unappreciated, Where: Russian Wee GobodoocOoD ODD DaDOODUDOODDODOODONES 261 Bato anys chen crc sitietelalatulels one wie telalc uteteietenenels text, 491 Bath, Story of a: oldies at Blighty=.. 04cm 309 Bat, "Mexican....... oe dll. (colored), 4653 text.eaon Bate oRed inc scttieye cee aveiseeks ill. (colored), 464; text, 489 Bats with bulldog faces..... IS ONT cOIa-p'5 oc 382* “Battalions of Death’: Russian women soldiers. 251 Batteries, Fake, to deceive scout planes......... 15 BATTLE-GROUND OF NATURE, A: THE ATLANTIC SEABOARD. BY JOHN OLI- VER ‘LA. GORCE. . a. 6.4. ois civ oot cee erent 511 Battle in the sky, Sham: Airplanes, ill.......... 100 Battlements of the Maine coast.............ee0- 513 Battleship, American: In foreign waters, ill..... 6 Battleship at anchor in home waters, ill........ 84 Battleship, British: H. M. S. Canning, ill....... 35 Battleships, Italian: In the harbor, ill Ren eat ct Dic 43 Battleships, United States, ill............ 315a, 315), 3174-321, 321b, 323, 324d, 325), 327d, 329-3314, 333, 389 Battleship with a naval hydro-airplane’ on the deck, tt AN ee mo Ain Ue OOO rn OC 108 Battle’s progress sent by radio...........+++-65 16 Battle, World’s greatest... .3....00sccecs+eeree 354 Bayonet drill, Sailors practicing, ill............. 3214 Bayonet practice by U..S Marines in France, ill. 242 Beach mouse............ text, 422; ill. (colored), 428 Beach scene: Ormond-Daytona, Fla., ill......... 528 Beacons that guard the neutral’s rights: Nature’s WATLAT OE tisce sa lo:> fo ete we lexenanel eid Steet one enone ieam 538 Bear tracks, Katmai Valley, Nlaskaleeenciete yee 129; ill., 152 Bear trail that sprouted, Katmai Valley, Alaska, rt | ee eee one Peron IN A Pa Apolo. cd 0.0.006C 152 Beasts that roam the night, Countless.......... 379" Beauchamp, Captain. de........0..6052+-eeeeees 7 Beauregard, General: Suggested neutrality of army surgeons in War.......--++eeeeeeeees .. 386 INDEX FOR VOLUME XXXIII, 1918 Page Beaver, Mountain....... text, 427; ill. (colored), 432 Bedouin cave-dwellers, Among the: Socotra..... 273 Beef: Barometer of supply and demand, ill...... 341 Rect. otigan: Area. in SAmiericact.:.. .- ...c 04 ensisv0.0 « 361 Beggar at Nizhni Novgorod, Russia, ill......... 250 Relgtanwaces:, Record! Of. 4. cscs emo: ware cetienee 578 Relewm, All “that, was’ left''Ofs Ss. s-'.0.6.5 «le. v0. 214 Belgium, A matter of German ‘“‘Honor’’-to hold. 565 Belgium: Chart showing deaths by fighting and "ATT VSR ATT tee UPR a a ga oe Belgium in Nature’s warfare, A: wrecked ship, MURS Maere certo r ieecer sete crores a easter te sieterean sucha’ Suasstaiiane 512 Belgrade, Serbian children of tragedy at, ill.... 339b Beil, Alexander Graham: American inventor.... 113 Bell and Chanute airway, The proposed......... Bellizerents, Roll of aces of vallj.c.) . oc waco ee Benefits from boys’ and girls’ clubs............. Benois, Lieutenant: French airman, ill......... Berlin, Deceived by military clique of: Prussian- SERUM yoiccs oer ore) s Wie o crocs fans cusersue os erode we VeTarOIRC ee. ocae Bernhardi, General von: Quotations............ 563 Big-eared desert bat..... ill. (colored), 465; text, 492 Big-eared rock mouse....text, 423; ill. (colored), 429 Billeting officers precede an “outfit’............ 495 BILLIONS OF BARRELS OF OIL LOCKED UPD IN ~ ROCKS. BY) GUY | ELLIOTT MITCHELL, OF THE UNITED STATES Bingham, Hiram, Lieut. Col., Signal Corps, U.S. A., Chief of the Air Personnel Division in the Office of the Chief Signal Officer of the Army: Building America’s Air Army......... Biplane, Caproni, flying near the Woolworth tower News Yorks Citys ile. st co sciecidee sole 46 Biplane looping-the-loop, Newport News, Va., ill. 68 Biscayne Bay, Fla.: Aviation school machine, ill. 63, 67 Bishop, William A.: Royal Flying Corps ace. .ill., 33, 571; text, 572 Benen: William A., Major, V. 337 195 48 CDs Sa nO:, . C.: Tales of the British Air Service....... 27 Blacksbread> Russias; osc chee. paves ttevelernewens 248 Black cross of defeat, ill.......... Bau nS OOO 45, 99 Black-footed ferret...... ill. (colored), 449; text, 469 Blarina, or short-tailed shrew: Tracks, ill....... 490 Bleriot training, Advantages of the: Aviation... 91 ley me nike? Ouotation):... -). «es <64)s.2 «sos o + siereie o's 563 Blighty—A soldiers’ ‘‘home’’ in Paris...... text, 300; ill., 302 Blood of the brave not shed in vain............ 547 Blossoms and fruit, Frankincense: Socatra, ill., 269, 270 Blount, Hénry Fitch: Resolution concerning his CAEN ratate cia ay Stevcaete: Sik GeO eek ein aes 371 Bluejackets forming a living flag, ill........... 228 Bluejackets, United States, ill........ 314, 315, 315), 316, 320, 321a-b, 324a, 325a, 326, 3270-329, 329b, 330, 331b, 334, 389 Blue mud, Katmai Valley, Alaska.......... eee 1139 Blue smoke, Katmai Valley, Alaska.,........... 137 Blunderbuss made by Tower, in London: An- LG Atle cacderoge tie cic (ooo tue Geshe, Gor h cl eilave 6 GR aia ehdleRiers 299 Boar’s tusks, Prussian, must be drawn.......... 388 Boat-house and lagoon: Great Lakes Training SSEALIONs TLE cieotcks 2 aiet Notre si steroie ee ids eerorsteie -. 64 Boat life on the Volga, Russia............ text, 245; ill., 256, 258, 259 Boats, Seine River: Paris, France, ill........... 308 Baatsssoocotrans: tls... fic srv.te,ciacsucistors cere e eoane 96 FIR Boats, Torpedo-: Marking the way for Italia ALUANIE Teele ot natopersieieets auece rere esse coral ove iene SO60C 41 Bolshevik idea of freedom............-000. deters (249 Bonibardment;, Aviation ofs. =~ a2. sence» screen 14 Bombing machine, Handley-Page, ill......... ses ©6336 WaLeas: COUTE TINEW COATS LOT. <2 ors oe cice oi s's o-s/eie 381* Boston bull, “‘Buster’”: Mascot of the Texas, ill.. 324a Bothe, Lieutenant: German aviator.......... cog ii Bottle-fedopig Me cic ocicicole oo ‘ishae eh avers ttle jereue 173 “Boulder Flow, Great Mageik’”’: Alaska...... ill., 159, text, 161 Boundary lines of European nations as drawn by 5255 eee TN cies ov COREG Dee EE OREO OO Oe 338 Bowles, Charles S. P.: Geneva Conference... 385, 386 Boy riding a pig, ill «2° 174 Boys diving for coins: Socotra..:.text, 268; ill., 277 oer ere eer ese essere s ee seeree ee Boys’ pig clubs....... text, 170; ill., 172-175, 177-182 Bayasi plea tor more hogs) A ase cele cae emiene - 187 CAA PRAACIMIRUSSIAs eiohcyside clete oreioke eheleienre cis eietele 248 . British aces), Records of there eee eee 577 British airman giving a “pass-word” hot, ill.... 34 Britisheairplanes; dla. eee eee pee eee 29-31, 36, 37 British Air Service, Tales of the. By Major Wil- lramPAn Bishops Ven€ 1D, SO. Vile eee eee 27 British army, Dried vegetables for the, ill....... 366 British children in a cellar during an air raid, ill. 374 British fight the cootie, How the............... 506 British observer landing in a tree, ill........... 32 Broadside, Firing a: U. S. S. New Hampshire, WL oH ee dN oy artes neyee site ala oheL eae tene & katte oie Tees Ee 3174 Brown lemming......... text, 402; ill. (colored), 417 Biro wnenatee eee ae text, 423; ill. (colored), 429 Browterat:+Erackss ill 5. tie eee ee 472 FLOWN ovsCanadian:. aces.4- ee eee 575 BUILDING AMERICA’S AIR ARMY. BY LIEUT. COL. HIRAM BINGHAM, SIGNAL CORPS, U. S. A., CHIEF OF THE AIR PERSONNEL DIVISION IN THE OFFICE OF THE CHIEF SIGNAL OFFICER OF TELBS AR MWYS cit soc cue Men ee eee 48 Buildings of greater New York would not fill Katmiatcratene.i si: mein dese eee 169 Building, tallest in the New World: Woolworth tower New. Vorks Citys silliest ee eee 46 Bulgaria: Charts showing deaths by fighting and famine; eilli'ss screens on cine eee 337 Bulldog ‘‘Buster,” mascot of the Texas, ill...... 3244 Bulldog faces,. Batsewith=.) eee eee 382* Burden of profiteering falls upon the wage-earner 343 Burgess, Abbie, and the Matinicus light......... 539 “Buster,” Boston bull, mascot of the new Texas, TUES si creat Senye aca ote te rere se eaeee ee ee 324a eure in the Valley of Ten Thousand Smokes, Mer rejrevssuar sashes ucierene vate atenersicls Minds Ueto ie oie ae 148 By-products of naval activities................. 316 Byzantine Church of Santa Coloma: Andorra Republics ash ae aes oe tac eee eee 285 Cz Cab driver: Nizhni Novgorod, Russia, ill...... (2 25% Caddo Parish, La.: Original boys’ pig club...... I7t California ground squirrel........ ill. (colored), 437; text, 439 California jack rabbit...text, 385*; ill. (colored), 405 Camel machines in flight over a British aéro- Gromer illo eisai ale vohersteverovaleretetMeteyedcterererore 31 Camouflage? Wiss 5 sistas catesve eee nero eee weed Camouflage of the sea: Smoke screen, ill.. 324b, 3274 Campobello Island: British ground............. 513 amp Hancock: Soldiers in training, ill..... 225, 241 Camp: Katmai expedition to Alaska, 1917, ill... 116, Camps, Cost of: U. S. cantonments............ 239 Camp, U. S. Geological Survey: Wash day, ill.. 202 Canada: Pumpkin field, ill............. aoictetee 193 Canada: Vegetable-drying factory, ill. 363a, 363b, Canadian Companies drying vegetables and fruits. Canillo, Andorra Republic, ill.................. 286 Canned goods for the American soldiers in Rinancesoi lle ss civortec oeccctorstercisers ecsueiers seiste Aistorevs 207 Canning at home must not be discouraged...... 364 Canning, H. M. §S., and its kite balloon, iJl...... 35 Cannon, Column of: Place Vendéme, Paris, ill.. 310 Canteens, Red Cross, ill..... 377, 378, 380, 381, 384 Canton, China: Pigs going to market, ill........ 191 Cantonments, Cost of the............. Sisleteretetereve 290 Canyon, of Sant Antoni, Andorra, ill........... 288 Cape Ann, Mass.: Rocky Coast................. 521 Cape Elizabeth, Maine: Portland Head Light, ill. 523 Cape Hatteras lighti.ss< cc one ene ccieeeee Seee 541 Cape Henry, Va.: Coast scene, ill.............. 536 Cape Henry, Va.: Lighthouses, ill.............. 516 Caproni biplane flying near the Woolworth tower, Newsvork, City, sll eine eee certian eee 46 Caproni bombing machines: Italy........... sie 40 Caravan along the Wadi Motaha, Socotra, ill.... 266 Career of Captain von Richthofen: German ace. 574 Carrier's cart: Ripoll, Spain, al. ..2.- 3... 0.8 . 287 Cart; Horse, Spain, ill..2..:; Fe Ree Oe 287 Cart immortalized by Don Quixote............. 280 Carts) ‘Spanish, Woe Coca ace a 287, 290, 294, 295 Castor-oil bean-raising industry reéstablished: Wnited 'Statessccicm sic x Sus oats eetalv ee wire sieleieres . 48 VIII Page Castor-orl beans for American airplanes......... 48 Catalan dance, National: Andorra, ill........... 296 Cat and squirrel: Hereditary enemies, ill........ 372" Gre sCommons Cracks. illic vnc siew oketeie'a one sie d's, <5 385* Caterpillar stage, An airplane in ae, AS Gcaros 60 Cathedral, ‘‘Cross of Chartres’’?: An airman’s VLE Wopill liopspere scree eucreterele ieleusl'e leita snenesnelcleteieltsieletehere ve 2 Cat, Ring-tailed......... ill. (colored), 460; text, 482 Cats and dogsias) Pets; ZS LIVAly ci at eladafe, eraldha-ssahe oie'e 45 Gattlemor aba rans Ml sieves crcl clerics) ale laleveis fogreielelpinrs 564 (Ceti ay SOYeO TENORS Gp ad SOO Amb OlO He OSI DOO doin Od anc 27% Caught in dangerous cross-currents: Italian air- TW Solb.6 Cola 0.0 Oc DOC HEE BORNEO OOuO an cO TOG 40 Cave-dwellers, Among the Bedouin: Socotra..... 273 Cave-ins and fumes feared: Katmai district, INGE coo oo noob 00 OD OG OOO A OOn Oo OU OU 0.0000 121 Caviar, World’s source of supply of: Volga, Rus- SEY deo Gat oi De ACE HOLE GP aEe Ree ae RS acer ye 47 Cellar, Children in bomb-proof: British Isles, ill. aoe Central thought of se russians cise leteese eleleliels 547 Cerberus, Mount: Katmai Valley, Alaska. .text, 130; ill., 130, 140 Chalk-line, Walking a: Aviation test, ill........ 71 Champion pig raised by a boy of six...... in 176; ] 179 Champion racing crew of the Atlantic fleet, ill.. 229 Chanute, Octave: Pioneer aéronautic engineer.. 113 Chart: Illiterates in United States, showing in- Greasesangs Gecreaser sill: . «sierra Astevele ester ci eraissers 350 Charts, Food: Showing supply and demand, ill. 341, 344 Charts showing deaths by fighting and famine, ill. 337 Chemical laboratory in the Katmai region, Alaska, J SD eee Hone eae acca iia raevcbete opcraloual srclisue oheneb el ohelel etenais 165 Chemical manufacturing plant, Like a _ huge: Valley of Ten Thousand Smokes............ I5!I Chicago to New York via airplane: Ruth Law, ill. 111 Chickamauga, First Virginia Field Artillery in CAIN ate, cll ye epezcece er ciehe sone snetles her ober sso) chiens ekeis 224 Chickens and pigs travel with the family: Volga SUSANNE colbosodéosoubodoopoubaoodebooongDGS 259 Children: Andorra Republic, ill................ 283 Children, Armenian: Russia, ill................ 255 Children in cellar during an air raid: British Uses mailer. pesos ctovaceve lei kerevehaisrcwe olelasywuswenalevaiStere 374 Children, Italian refugee: Drinking soup, ill..... 346 Children, Serbian refugee, ill................06- 3396 China, Canton: Pigs going to market, ill........ 191 China, Conquest of: Germany’s dream.......... 567 Chipmunk, Antelope....ill. (colored), 437; text, 443 Chipmunk, Eastern...... ill. (colored), 440; text, 447 Chipmunk, Eastern: te Ulver asetereceuecseivess, saree 477 Chipmunk, Golden......ill. (colored), 440; text, 443 Chipmunk, Oregon...... ill. (colored), 441; text, 450 Chipmunk, Painted...... ill. (colored), 441; text, 451 Church, Byzantine: Andorra Republic, ill....... 285 Church, D. B., Photographer, Katmai Expedition, HONE 2 SEAM ONY: sree se lonei elas casks Biever elereiereleioielereie.s 153 Cigognes (‘‘Storks”), Fonck of the............. 568 Civilian Relief, Red Cross Department of....... 388 Civilization, Socotra’s EAT Y a icccgetoie cole pateloreveietetehe ts 276 Clouds, Out of the storm: Airplane, ill......... 69 Coastal airship landing in a gale, British, ill. Si, @oast-guard crew, olin cs yo. cuetetesiersccos sere aiebe seis eis 540 Coast-guard cutters, Work of the.............. 545 Coat of arms and motto: Andorra Republic, ill.. 284 “‘Coddlers’”’: Trench pests..... RTS ea AEC OT 497 Coffee, Roasting Mocha: Arabia, ill............. 272 Coins, Diving for: Socotra........ text, ee ill., 277 Cold storage, Animals that put themselves Wha bos ses Colonne Vendome: Paris, France, ill........... 310 Colorado, A mountain country resembling: Sonia 281 Color and geography: Animals.............. wists: #34 Color-sense tester, Jennings self-recording....... 82 Combat and Defense, Italy’s Eagles of. By Gen- Cal PLOZZ A aliavetersic.c6e gies: d0e oleveherevouave aeloiisheesre 3O Combate ucAvaation oOls verso cytiee tet rateein cio ole eibioe ese II Combat in the air, A. mimic...) 2.50 6.0....5- we. 104 Communiques of Nature’s warfare...........0.. 521 Community driers for vegetables and fruits..... 368 Community wash-houses: ‘France............00. 505 Conceptions of the American Red Cross, Two FETAL TR Decay circhtaye ie Have toi's a ve eivenanavcclie: ave yevelfen sche vatel sera auehens Ore 388 Confession, A sinister German................. 549 Confession,. Herr Thysson’s amazing........ dee SOL Conquerors, Kaiser’s worship of ruthless........ 561 THE NATIONAL GEOGRAPHIC MAGAZINE Page Conquest of India and China with Turkey’s aid: Prussianism..< c's «clay aistelv a sis o/s Pel cae eee sie ont 567 Conspirators, Watch long kept on German...... 553 Convalescent ward: U. S. Military Hospital No. ¥, Paris,Glstivciicleets so cite cee eee 371, 372 Convulsion of nature: Katmai Valley, Alaska... 161 Cony, Little chief hare, or pika..:..:...-. text, 392; ill. (colored), 409: Katmai district, Alaska.. ill., 120, 122, 150; text, 123 Cooking fish on the hook, Possibility of: Katmai Cooking at a fumarole: Valley, -Alaskayis<.4scaictm acl oetetor text, 1413) alters Cooking of dried vegetables requires care....... 367 Cook roasting Mocha coffee: Arabia, ill......... 272 Cootie is a hardy insect...:... + «soe oie eee 505 Cootie pest, Eliminating the, ill... 496, 498, 500, 503 COOTIES AND COURAGE. BY HERBERT CORBY | tere iis cio care ioe ei sip keen eee 495 Cootie started, How ‘the. .:. oc... cn aetna 507 **Cooties’’:; Trench: pests: .4< .« a+ oes nrcieiee eae 497 Corey, Carol K.: Plain Tales from the Trenches. 300 Corey, Herbert: A Unique Republic, Where Smuggling is an Industry (Andorra Republic). 279 Corey, Herbert. Cooties and Courage........... 495 Corey, Herbert. Shopping Abroad for Our Army in) ESTanCes, 0s: «sieves: avelere everelo-e sea eee eystereiite 206 Corn and hog ratio.is 13 to 1.....4- «cee eee Corn: Barometer of supply and demand! ike ats,- 341 Corner in correspondence: Camp post-office, ill. 226 “A Corner in Pigs’: Market in St. Brieuc, France, ill..... é bab ere Jb oer eue eter OeNerenetere tere 187 Corn, Harvesting, ile oh oo. ook eee 194 Costumes: Russian peasants... sacemeeieee 261 Costumes,’ Spanish... oc). sine cies. o ase erence 295 Cottontail rabbits......text, 390*; ill. (colored), 408 Cottontail rabbit: Tracks, | A a sR a cr 390* Counterfeits rubles, Germany...........200.e% - 342 Courage, Cooties and. By Heber Corey Samo 495 Cow-and calves, Ul. ..0.,ceile oo 5 ootian eee 504 ate used in unloading ships, Steam: France, V1, ce reer eer cccreevrccccccsccere Se ee ee 217 Crater dimensions, Katmai volcano............. 167 Crater, Greatest active, in the world: Katmai... 168 Crater Lake, Oregon: Dimensions.............. 168 Craters of the plain, Katmai Valley, Alaska..... 134 Crimea, What Florence Nightingale accomplished in the AS A A ROOT Hans O.0 COO 04 381 Cross-country flight, The first: Stuart Walcott... 93 Cross-currents, Caught in dangerous: Italian air- TMIEN Sorc ods oss oa Gia oles Fee ote Slee eee 40 Crosses, Wooden: ‘‘The Dead Arisen,” ill....... 3550 eet oo Chartres” Cathedral, Airman’s view (op | A hee NN ie ee Sons 2 Cross of Defeat; Black,-ill...... 0... epee 45,99 Crusade, A mighty: World war. .......-csemeeme 557 Crying) An art: in, town. ....< cs. s< cere pee 293 Cucumber tree: Socotra). 5... 0s. . on... ee 273 Czechs desert to Liberty’s armies. .text, 253; ill., 264 OG) Du Dahamis.; Socotta. a... «/ocs « serene ener Dance, National Catalan: Andorra Republic, ill.. Bee Dangerous and contagious doctrine..... Boononod Se Daniels, Josephus, Secretary of the Navy. The Gem of the Ocean: Our American Navy....... 31 Darkest page in human history........... Booca SS Day-and-night race, A: New air mde see arnt 56 Days and nights in the trenches. Sabo doaoooG SCE Days when profiteers will be dead..... ol oicierete ener aed Daytona-Ormond Beach, ‘Fla., thai. cscs stereos 528 “Dead Arisen, The’’: French drawing, ill...... 3550 Deaths by fighting and famine, Charts shows World. war, ill} o...c-6's wis «iene, onesarlereiiereiete 337 Debeque, Colorado, Experimental oil still, ill.. 201 De Berroeta, André, Captain of the French Avia- tion Service: Flying in France........ Moco. © Deck scenes on a Volga steamer..... text, 257, 259; ill., 256, 258, 259 Decorations are bestowed, When: Aviation. ..... 103 Deermouse:, Drackss iles iyi ele one el le eienels diel eee 7.0 Defense, Italy’s Eagles of Combat and. By Gen. Pe Tozziy veils 2 bates oanbre tere poekcuc tener eas avo oleate Defensive and offensive animal alliances. ciere alate nee Dehn, Paul: Quotation...............0.- « eevtemeeOs Delousing establishment: At the front scheberne Bobo See! “Delousing fund’; Germany........ AO °"/ Delousing aehante for killing cooties: ’ ‘War zone, ill .+. 496, 500, 503 UL ere rere cree rer vneerccce eeeee INDEX FOR VOLUME XXXIII, 1918 Page Dente del Pasubio, Airplanes above the: Italian front, ill Deposits all colors of the rainbow, Katmai Valfey, PAG ae cicic ds tie gee etatieMeanane overciisvensia sWarehaat duvcha sich, 139 Derrick hoisting an enemy airplane, ill.......... 38 Deserted city: Nizhni Novgorod, Russia........ 246 De Sieyes, Jacques, Captain of the ‘French Avia- tion Service: Aces of the Air................ Destroyer named for chief gunner’s mate....... 321b Destroyers, United States, ill........ 3153) 3240; 334 Destroyer, under aways lnc. cieielelctele > tevetchs + le ole II Destroying German kite balloons..... seme vorsherete 21 Deullin, Albert: French ace, ill. ..:.........e.0 572 D’Harcourt, Captain, ill..... Lie salar alin oie Yerchelio cot sieraness 576 Diamond Shoals lightship.......... aS So ee Bae 541 Dimensions of the crater of Katmai volcano.... 167 Dinner-pail, Their full: Pigs, ill................ 181 Dinner, Serving: Military hospital, Paris, ill..... 372 Diplomacy entered, Where kitchen.............. 207 Diplomat, Commodore. Perry a brilliant......... 326 Dirigible entering its hangar, French, ill........ 20 Dirigible flying: American aéronautical ‘training Station, Wly mc..cs.ce ss ae hulistioa lewelicvelier svastens 83 Discovery, Few accidents in the world of....... 325 Distillery, Oil-shale: Juab, Utah, ill...... ee eiesais 200 Distilling rock for oll.......cceeesseceecees ope BOY Diving for coins: Sccotra........text, 268; ill., 277 Divisional or reconnaissance aviation........... II Doctrine, A dangerous and contagious..... - 336 Doctrine, Prussian: ‘‘As we will it!”’.......... 49 Dog and rabbit: A millennial scene, ill......... 375 Dog-cart, Refugees’: France, ill.........+-.e00- 505 Dog mascot of the new Tezas, ill Dogs and cats as pets, Pigs rival..........+0+6- Donkey and woman toil together: Spain......... 284 Don Quixote, Cart immortalized by............ 280 “Doping” the wings of airplanes, ill............ Dorme, René: French ace...... text, 7, 569; ill., 572 Double-decker. Az Pigs; illo sccc esc seed sees 162 Douglas squirrel....... ill. (colored), 444; text, 455 Drafted men, Parade of: Washington, D. C., ill. 566 Dragon’s-blood trees: Socotra..... ill., 270; text, 273 Drawings, Lucien Jonas’: French war scenes, ill. 355-3550 Dream of World Domination, Germany’s. By the Editor 7..<:.\- Fe UA eS RCO ECE Risretere'eyeree 550 Dried fruits produced annually: Value......... 365 Dried tomato, Advantages of.........+- siepeleicie is Dried vegetable habit would change world agricul- ture, How the..... stodevonsyere Sie feteteic (austere Bh che asceis Driggs, Laurence La Tourette. Aces Among Aces 568 Dri Drunkenness, No soldiers’ camps ever before so SHAS 19d GHOGOOOe Steete spe lee aYavecerslove ovehenusrs o. 227 Dry-dock: Ship being washed, ill...... 327, 329, 389 Drying at home is important: Vegetables...... -. 365 Drying companies, American.......ss.seseee- «2 367 Drying companies, Canadian..... pier ehereves ease veopotele 368 . 363a-b, 366 Dunant’s efforts bear fruit at Geneva........... 385 Dunant, Vision and plan Ch tale oe OES OCMC REO 383 Duroc Jersey pigs, ill....... sesticeenre ‘ .. 178, 179 Dutch white-potato mill: Reported output...... 361 Dye, Edward T.: Selling W. S. S. in New York (OG SLY ecAgeadnoe@ocaucno sou GUC siegeOiniel porate - 389 Sere? Fach camp a great city..... Spear Facto ve Nee agt Eagles of Combat and Defense, Italy’s. By Gen. MNOZZ AS eta eon osparetasnstelauenetercioneeatene Ee etticetele erent ao Ear and West meet: Methods of transportation, i eeooereeeee eee eoereree0 eee 29 440; text, 447 Eastern chipmunk: Tracks, ill.......s0.ceccoees 477 Eastern States, Oil deposits in...... OOO OOO OO C)) Eastport harbor, Maine: “Old Friar’? rock....... §13 Educating the immigrant, ill..... sseee 351-3516, 353 Educational work, Red Cross........seseeess0020 390 Eiffel tower arches, Paris, France, ill......... e+ 307 “Elephant,” or French observation balloon, ill... 24 Ellis, William T.: Voyaging on the Volga Amid War and Revolution.............. oletttecclee sie 24 Employees, Shipyard, ill......... Beeler erecrenS47.0s0 347, Endowment Fund, American Red Cross........ 387 Enemy’s morale, Shattering the..... eeovoeveee eee @ 3 25 Engineering class afloat: S, Navy, lsc. sa "316 Engine, Life of an airplane: 100 hours......-.. 61 ate eerste wee S240 ling, US. sailors, ill........ nono Ks ROR SG IX : Pa Engines, Airplane: Student aviators, ill........ 76 England aroused by war correspondent’s dispatch 37§ English for the immigrant: Demonstration lessons, ili Wee. 0000 Oyo owes ccerccerversssseses 351, 3514 Entomologist with his bug net: Katmai Valley, Alaskayeall iret oral pte tele Gai, aotearoa ee be oe ae 135 Epicurean tastes, Our expenSive.........seeee0+ 859 Epilogue, A mean and bitter......... 0 anetsiane y's o 575 Equilibrium test: Aviation, ill.............. sisies = A Erard, Captain Aviator. +c. -p ene e eer > A, ale / Fscaping destruction by a miracle: Aviation.... 1o1 Kurope, Map-) Mood andiwatamieee esses ee 338 Europe: Map of the Western Theatre of War (supplement) Auieis:.. scite cles cece oe see 2) Europe, portions wanted by Germany........ aol SSO Every generation has had its war........ DP ie Every soldier must be an expert........ DARA DI PLE Expedition to Alaska: National Geographic So- ciety, 1917. By Robert F. Griggs, Leader..... 115 Exploits of the late Captain Ball, Some of the: Britishe Ait wenvice tenis. -niieceer Pies ie ousine ote or ag Exploration, Navy’s work in science and........ 31 Explorers, [Three most eminent naval........... 325 Exports; sSocotran! Jc se cleo ce sei aieeeiae aoe 277 son Factory, Airplane: United States, ill.......... 48-62 Factory, Vegetable crying: Canada,-ill. 363a, 363b, 366 Fair at Nizhni Novgorod, Russia............... 2 Fairchild, David: Agricultural Explorer in Charge of Foreign Seed and Plant Introduction, U. S. Department of Agriculture. Forming New Fashions in) Food sic. 2 sce cies iets © vciele socio ein G56 Fake baiteries to deceive scout planes.......... 18 Falling Mountain, Katmai Valley, Alaska...text, 131, : : 141; ill., 136, 140 Falling test: Aviation, ill............ Ben00d0 TB oe yamine: Charts showing deaths by fighting and, ee ie eae cacerere dala seejiatevetchete, Deter anee ls sterevenptes Famine, Forerunners of. By Frederick C. Wal- a7 COttaerercnie oi crens sais Velenanaiayeuecetcrer Toe tslorerenerene oo sane 6ELo Farmers being taught through their sons........ 183 iuevadeh: aipiateucdete ders sterereceeneee 5b BE Farm scene, Canada: Pumpkin field, ill......... ae Wk. eoooevevoeoe8@eeeeseeeeteeeesesee eeereeeeve eevee 16 “Father of the Steam Nr.-y”: Commodore Perry. ae IQI7 eoeveoeeeoeeeeeeeeeseeeoeeeeezseeeveeeees eevee I Feats of daring, Thrilling: Aviation............ 33 Fed amazingly for four fr nes a day: France... 101 Ferocity, Concentrated: Animals.............++ 375° Ferret, Black-footed.... ill. (colored), 449; text, 469 Féte day in’ St. Julian’ os ./0..c2.0 as seein che ee eeeeOy Field bakery: National Guard camp, ill......... 227 “Field for Germany, A magnificent”........... 563 Field mouse, or meadow -mouse...........text, 403; ill. (colored), Field mouse: Track, tic: en 504 Hield-workers: France, dll)... -cecesieieeiieiene 338 Fighting, Charts showing deaths by famine and, Mi. e@eoeeoeereeeeeoees ee eeeevesee eee eee Fighting planes, Tactics of............ ietnenetete pu Fighting the pest in German prison camps: Cooties 507 Filing fittings for airplane wing spars, ill....... 53 Fire Island Lightshi ce ecoeeee eee ooo te eeeeeseeese 54! Firing a broadside, U. S. S. New Hampshire, ill. 3174 First cross-country flight, The: Stuart Walcott... 93 First view of the Ten Thousand Smokes: Alaska. 117 First Virginia Field Artillery in training, Chicka- mauga, ill, . eoeeee e@eocvee eeecetgeeveseeeeeeose eee 224 Fish caught by hand: Alaska, ill............s000 164 Fisherman, Socotran: “Gogglywoggle’’.....text, 268; ill., 2 Fissures, Katmai Valley, Alaska..... Ritonere eeepc ee Fissure Lake, Katmai Valley, Alaska.. text, 139, 140; ill., 146 Fissure, Steaming: Katmai, Alaska, ill.......... =< Fittings, Airplane: In the making, ill........ 53, 62 Flag formed of 10,000 bluejackets, ill.......... 228 Flag, French: Red Cross canteen, Paris, ill...... 377 Flag, Italian: Warehouse at Rome, ill.......... 387 Flag, Pledging allegiance to the: U. S. ship- builders, ill sc... c eh tee cere eron eose 3478, 3476 Flag, Rag-pickers’ Union: Spain... text, 279; ill., 204 Flag,“Red Cross) alle. satin s eacte cls emcees - 382, 387 Flag, Red Cross: Adopted 1864......... aiaisve sialcer GeO Flags, French: Strassburg monument, ill....... » 304 x THE NATIONAL GEOGRAPHIC MAGAZINE se eee ew eee ee Peewee eee ee eeeeeeeeeeeeeeeeee Cr rd Flag, U. S.: On a submerging submarine, ill.... Flag, U. S.: Red Cross canteen, Paris, ill... 377, 384 8 Flag, United States: Warehouse at Rome, ill.... coco rere eee eee eee eee eee see eee eee seeeei eens Flood in the Katmai Valley, Effects of the, ill... Florence Nightingale accomplished in the Crimea, VARIA Gomes gees rat Peale cit Gs "ay trowntsadvaic ial sot ayere. aoe vo 381, Florence Dignuneales nursery novitiate........ Flava eas 2 DICK Day Alles ievetae a cio) lnrsievcla= Flour barrel, Allies’: Chart showing supply and Geman: illevelaee a Sie A euteisre eiulalevasmia: s) eesera disteselore aye Elour. Potatos two! kindSvatvasnc. secu veo se. Flour, Price per barrel: Gnait, ill Flour, Sweet-potato, Virtues of................- eee eee eee ee oe ew Flour, White-potato: Reported Dutch mil! output 361 Flowers of pure sulphur: Katmai Valley, Alaska. 139 Blvyersinea ‘beany patch: (Alin. cisels win aha lneuets to) sais Flyers, Aiding the Government in training...... “Flying eCadetiesiny training ened «cee «c cleaeotere 83, 85 Fiying in a Nieuport............ text, 95; ill., 570 FLYING IN FRANCE. BY CAPT. ANDRE DE BERROETA, OF THE FRENCH AVIA- SRTOING SIER VICE ieee niche: so 8 cle lecotevoneieiensier beh 9 Flying schools, American: Airplanes, ill...... 88, 90, 97, _ Flying squirrel.......... ill. (colored), 449; text, 466 i 7 Flying, Studying the mysteries of, ill........... Fly is dangerous at the front, The.............. Foug, George W.: Geneva Conference............ olding wings,. Airplane with, ill............... Following an airplane wing through its manufac- (GIRS GSonGOU 4DOOCUSD OOOO OOO RUC dH O64 Gud UdOde Fonck, of the Cigognes: Aces Among Aces...... Fonck, René: French ace, ill..............2200% Fonck reveals his secret: Aces Among Aces..... Foed Administration has done for us, What the.. Food and war map of Europe, ill............... Food charts.showing supply and demand, ill. 341, Food controllers, Problems of..... Patsiaecihedakeleneinre Food essentials, Two newly discovered@’.......... 3 Food, Borming New Fashions in. By David Fair- cni 0 Osi 5 Oo OO OIG 0 OOO 6 O.6.0 Om oloclo Oo ecce Food: Katmai Expedition, 1917.........+.+see0e Food law enacted, 1917: Effect, ill.............. Food Problem, Helping to Solve Our Allies’. By Ral phy Graviesincorce cca ciatoveiesotssopseeertiowe oinlelstee™e sets Eocd, Prussian soldiers stripping Polish homes of, TTY ee esteh ce a sw ter en iy ts PD OUTS A At, yor TEN eT Foods, Our limited FANE OL vies cote ele ceaihic views) Food: The part food plays at the front......... Food the principal occasion of excitement: Volga DOMES retere ne oe 500 PASH Gunsdrill ss Savlorsepracticmng sally serene seine 321a Gun, Machine-; On a destrover, ill............. 334 Gans. S. Navy, ills. on 6 os B15.) 3150) 3174, )/31o; 319, 321, 3215, 333 Gun, U. S. infantryman’s iI eee geaetens 552 Guynemer, Georges: French ace.. text, 7, 568, 569; all, 572, 576 a © hed Habitudes are changing, The American’s........ 360 Hadibo, Socotra: Capital of the island.......... 267 Hagelbarger, Paul R., Assistant Botanist, Katmai Expeditions LOL 77 eStimMOnyaacs ee ee ier eee e 148 asiier, pheaksnot SOCOtiaAR Emel illo ore rails 267 Hail of pumice, Katmai district, Alaska......... TZ, Haleakala» Hawai Aimeanicccs > cise cele lee eusie 168 Elanititone 1 ord sete aces epee racaciev eres ee o7e “Hammer of God, We are the’’: Prussianism. 55 Hammocks, Sleeping: OTSA Sr North Dakota, ‘UL. ees Hancock, Camp: Soldiers in training, ill.... 225, 241 Handley-Page bombing machine, British, ill piconets 36 Hands and faces go unwashed: Russian peasants.. 260 Hangar, American aéronautical training station, BEDS catego sre PA eaier oro. oes howal sa lePbear ay Versi sr enetegone otske els 83 Hangar, French dirigible entering its, ill rs Page angars, ltahany alle. cl. ass ata ee 41, 42 Hashor, New York: Liberty and her defenders, DUD ores agate’ shove ccetakpier oka cueetedo in eeteielaes te eI E I eae ee 256 Harbors, Atlantic coast, 4llaere eet ee eee eee 531, pee Harbors, Atlantic coast: Nature’s Red Cross sta- ELON) ic. cdayiqe tye cher DE Sve nee Ere eI 545 Harden; Maximilian: . Quotations... 4. .65-> ee 565 Hares eAncticz ey ance: text, 389%; ill. (colored), es Hare, Wittle chief, ‘cony,. 01 pikase-oeuce eee tEXt, 302% : i . (colored), 409 Hare, Varying, or snowshoe rabbit...... 7o of OXt, 387% 5 ill. (colored), 405 Hare, Varying, or snowshoe rabbit; Tracks, ill.. 388* Harvesting corns ‘ill. ane ce on eee eee 194 Harvest mouse... cscs text, 415; ill. (colored), 425 Harnvestscene:) Mrance, alles see te eee eee eee 368 Eiasse, Ennsts, Ouotations. merece ee eee oe 563 Headgear, Formidable: Russian peasants........ 261 HEALTH AND MORALE OF AMERICA’S CITIZEN ARMY, THE: PERSONAL OB- SERVATIONS OF CONDITIONS IN OUR SOLDIER CITIES BY A FORMER COM- MANDER-IN-CHIEF OF THE UNITED STATES ARMY AND NAVY. BY WII, LEAM HOWARD DAED 22 3) ain eee ee ee 219 HELPING. TO SOLVE OUR ALLIES’ FOOD PROBLEM: AMERICA CALLS FOR A MIL- LION YOUNG SOLDIERS OF THE COM- MISSARY TO VOLUNTEER FOR SERV- ICE IN 1918. BY RALPH GRAVES....... 170 Herbert, Sidney, and the Red Cross spirit... 377, 380 lien oes, los pitallee ee ccie eretere ketene sete ieee ees 510 Heroes, Living in the midst of............. ie ctets 5 Heroes) without glony/..0..052. 426 e00ess eee nee 497 Heurteaux, Albert: French ace..text, 7; ill., 572, 576 Highland Light, Mass.: Coast scene, ill......... 522 Huigh-record {shirt |Coeoties: 5.2) .0.000-45-085 56 509 Hine, James S., Zodlogist, Katmai Expedition, IQI7: Testimony RR ee ites eon re be EAL ois 150 Hirsute effulgence, Examples of: Russia........ 257 H. M. S. Canning and its kite PEON, tlle cee 35 Hoary sbat, tex 8 sai uatoncasieeetadeve ce aie Resear ae ened eee 491 Hoary marmot, or whistler....... ill. (colored), 433; text, 434 Hog and corn ratio is 13 tO 1. 63. cece cles oe ota 343 Hog-nosed skunk........ ill. (colored), 457; text, 479 Hogrel, Commander: French ace, ill............ 572 Hogs: Barometer of supply and demand, ill..... 341 Holy, pool; Jerusalem,. il... acc ee nes oes 30 Home canning must not be discouraged......... 364 Home drying is important: Vegetables.......... 365 Honorary membership in the National Gee- graphic Society extended to President Wilson. 369 Horse cart Spainy illic. so cisiickee nein 287 Horse-play and songs lighten the toiling hours: MolgavstevedOressamimcrsleacesickerocteicio oie poco AO Horses of Neptune, White} ill... ..-2.2..2........ 333 Hospital Heroes Convict the “‘Cootie”’.......... 510 Hospital- room, Naval vessel, ill................ 330 Hospitals, Military: France, ill......... 370-373, 379 Hospitals, Terrible conditions in: Crimea:...... 380 Hospital ward in France, National Geographic S O CLE EY AS arias Se ade avec seen aus Calica See a 373 Hostess House for soldiers, ill................. 229 HHotelmde VallesvAndorras lle ee eee 284 Hotel de Ville: sPuigcerda, Spaine.s. 4s. eee 203 Hot springs, Yellowstone Park number. 4,000. 131 House mouse........... text, 427; ill. (colored), 4209 Houses, Stone: Andorra Republic, ill. . 286, 291, 292 How the . dried-vegetable habit. would change world agriculture Bett accnesrane cto i ae Pemere Rome tewaiemece tarot 361 Hubbe-Schleiden: Quotation.............0.6..:. 567 Human history, Darkest page in............... 338 Humanitarian movement, greatest of modern times: Red Cross. By Stockton-Axson....... 375 Hunger forces Roumania to peace............. 337 Hunting the Hun in the blue Atlantic, ill....... 235 Hurricane, U. S. S. New York in a, ill..... 319, 333 Hydro-airplane, Giant: In the making, ile icee 58 Hydro-airplane, Naval: On a battleship, il leecpeee se 108 Hydro-airplane, Navy aviators with, il!......... 2 dee -airplane: Port Washington,- Long Island, DTA aycroi cienah s scveleoka reed she venstous berate suelo Meta a cus Hydro-airplanes, Tesla 10 Fe ae ena eee een 43 Hydro-plane: Atlantic coast, illo; .....5....... 520 Hygiene and sanitation for the immigrant: onstration lesson; ill ee e e 351a >.) wk COs Page Ice and atmosphere, Water’s allies............. 513 Ice as a land ally: Nature’s warfare............ 521 Illiterates in United States: Chart showing in- crease and decrease, ill..... aa elnnvsiaie ore lVeleveis) te 350 Immigrant, Educating the, ill......... 351, 3510, 353 Immigrant illiterates in the United States: Chart showing increase, ill......... i aiellwrersariay aevee sei ele 350 India, Conquest of: Germany’s dream.......... 567 Industrial conditions in Germany.............. 340 Industries, Socotran........... Ta aatate ite Guaterensioekee 278 Industry, Smuggling is an: Andorra Republic. Rverlen bert COLCYs. 6 sc mcie oe eine cle siacitieriat sein 279 Infantry and spotting planes.............eeeeee 19 Inferno, The modern: Valley of Ten Thousand Sinokes we Alaskalinis eleistelslelelehers le) aials) scie}piels ein 6) 01s 150 Ingram: Destroyer named for chief gunner’s MEK. GOOdOUOOOOUS a tencabareraicoyaxe chia fetle/ta, saree oumvoitone (or 321b Ingram, Osmun K.: Tribute to his bravery..... 321b Inoculation tests: Soldier volunteers............ 510 Insect powder used by soldiers at the front..... 508 Insects, Dead: Katmai Valley, Alaska.......... 129 Insects: Trench pests.......-.200. Seieverereraietelels 6 495 Insignia, Airplane, ill..... -» 36, 45, 62, 99, 570, 577 Insignia, Red Cross: Adopted in Geneva, 1864.. 386 Instruction, Many special courses of: Air army. 8c International law, The navy studies............ 314 Interpretation of aérial photographs............ 15 Intrigue set afoot, Vast: German leaders....... 551 Inventions to Japan, Taking western.........++ 327 Investments in Liberty Loans: National Geo- PLAPNICNSOCLELY ira «teres elorsiciens cele clelere teers) aio tel iellsls 372 ISLE OF FRANKINCENSE, THE. BY CHARLES K. MOSER... 25.2 cc ccws ccc ece 267 Italiantaces,. Record Of... . 6+ css stelle eaortoleciee 57.0 Italian airplanes, ofl. ccjercc crc ere oie she» ere 39, 41-44, 46 Italian children refugees at Palermo: Drinking Soliity Toten ones cope cUconaennd eden unH boads 346 Italian hangars, ill... ec cee ce cleo eee 41, 42 ITALIAN RACE, THE—AN APPRECIA- TION, BY DIDE WDIMUOR 5c. stee-s)eenereie « 47 Italy, Chart showing deaths by fighting and fam- es, UB Rede oe oncom anome ocd Pastor eta fe sheds en seacaiohatete 337 Italy, Rome; Red Cross supplies, ill........ 376, 387 Italy, Solferino: Birthplace of the Red Cross a SPAT t erosya clove e ctekskelotel ote) ele ksesie sete) « ROS arate canes 383 ITALY’S EAGLES OF COMBAT AND DE- FENSE: HEROIC ACHIEVEMENTS OF AVIATORS ABOVE THE ADRIATIC, THE APENNINES, AND THE ALPS. BY KIND- NESS OF GENERAL P. TOZZI, CHIEF OF FYHE ITALIAN MILITARY MISSION.. 38 Italy, Under three flags in, ill.............0... 387 aa ES Jackh, Ernst: Quotation.........-.eseeeeeeeene 563 Japan, Taking western inventions to.........+.. 327 Jennings self-recording color-sense tester.......- 82 Jerusalem, British airplane over, ill............ 30 Johns Hopkins University, Rat specimens from, iMag hea dcietane vate custeus sears tuueleRessmorete ieee 357-360, 363 Jonas, Lucien: French drawings, ill...... «+ 355-3550 Jones, E. W.: Originator of the boys’ pig-club MOVEMENt 2... cee eee eer rece rr creer sersesees 171 Juab, Utah: Old shale distillery, ill............. 200 Judgstaffel No. II: German air squadron....... 574 Jumping mouse......... text, 394; ill. (colored), 412 Junior Auxiliary of the Red Cross...........-. 390 “Just in’: Soldiers from the trenches........... 300 Oe Kaibab squirrel. ......).- ill. (colored), 448; text, 462 Kaiser's worship of ruthless conquerors......... 561 Kangaroo rat........... text, 400; ill. (colored), 416 Kangaroo rat, Fland-fed, ill...........----...-- BB Katmai, Ascent of: Alaska............eee+eee- 162 Katmai Canyon, Climbing out of: Alaska, ill.... 163 Katmai crater. compared with Kilauea, Hawaiian MG latina st certo ters artfereuelioke le loleueltesre rene ill., 167; text, 168 Katmai District of Alaska, The Valley of Ten Thousand Smokes. By Robert F. Griggs..... 115 INatinaielass, Alaska, alli. 2.10006 seu 118, 140, 158 Katmai, the greatest active crater in the world: ENWas Keaaee elcid atene Fey GREED, SOD IO OOO COO 168 Kazan, Russia: Volga port..........seseeeeees 262 : - ; Page Kilauea crater dimensions compared with Katmai VOICANG, 2 onc ccccescbevievsanavs ill., 167; text, 168 Kirchhoff, Hermann: Quotation..............+. 565 Kiss, A pig's, Al]... « om's's vie» uote cia eiatetlesn en 184 Kiss: Baby kissing soldier father good-bye, ill... 552 Kitchen, American rolling: War zone, ill........ 499 Kitchen, Arabian: Aden; tl)... ....2.0coan eee 272 Kitchen battery: Portable ranges, ill............ 230 Kitchen diplomacy entered, Where............. 207 Kitchen, Red Cross canteen: Paris, ill.......... 384 Kite balloon, ill.<:,...s.occenwois'sie see 2 sient 35 Kite balloon on observation duty, ill............ 85 Kite balloons, Destroying German........+..... 21 Knights of Columbus in camp...........s.eee0. 227 Knights of Geography. -. «< i00+ 05 sss neon 323 Kodiak bear, In the path of the, ill............. 152 “ey”? 1-45, Tangled remains of the: France, ill....... 14 aboratory specimens, rats: Johns Hopkins Uni- versity, ill....... AOCOOOOUIOON DOGO Cc 357-360, 363 Labor-saving devices lacking in Russia.......... 262 “Labor, Why not import American”: France.... 218 Lafayette Escadrilles. cj. 0 « « ovia.se vee 5, 568 Lafayette Escadrille, Quartered with heroes of (a0) ORR EC ACen GIG OMI CIO OO dOn00D0OO. 8 La Garde, Paul de: Quotation...............+. gee Lagoon and boat-houset Great Lakes Training Station: ill isis ingctaiee cies as orn ae ae Fee La Gorce, John Oliver: A Battle-Ground of Na- ture: The Atlantic Seaboard.............000. 511 Lake, Fissure: Katmai Valley, Alaska..text, 139, 340; ill., 146 Land assumes the offensive, When the: Nature’s z WAT LATE: si) iohé.se. «: 6\’snsy.0:8 6 01.0781 ov'e,'s 10 nore Gielsitel RO ene 523 Landing field; Aviator’s, ill... . <2. + «+s cpreerenee 112 Lane, Franklin K., Secretary of the Interior: What Is It to Be an American?.............. 348 Lange, Friedrich: Quotation.............e+e08. 563 Langley airway, The propodsed............++.+-- 113 Language? Socotraic..s so <0: s0.oad cele eee 277 Lansing, Robert, Secretary of State: Prussianism 546 Large weasels, or stoats.......... ill. (colored), 452; text, 469 Foundry work done without waiting: Bluejacket, | EAS EC Cd ROE O86 OG 00 500C 326 Laureati, Captain: Italian airman.............. 47 Lava plug of Novarupta, Katmai Valley, Alaska, ill., 138; text, 145 Law, Food, enacted 1917: Effect, ill...........- 345 Law, Ruth: American aviatrix, ill............0. III Law, ‘the Navy studies international........... 314 Law vindicated, Selective draft.............00% 244 Leadership could accomplish in Russia, What... 253 Least’ weasel!n. ..sisscuse ill. (colored), 452; text, 471 Legend of the Sirens of Socotra..............% 269 Lemming, Banded....... text, gor; ill. (colored), 417 Lemming, Brown.......text, 402; ill. (colored), 417 Lentils grown an ‘Socotra... js osc cleeeeiae sree R200 Les Escaldes, Andorra Republic, ill............. 291 Lethe, River: Katmai Valley, Alaska...... tere 140; ill., 141 Letters from Stuart Walcott. An American Air- mani ain’ Frances, < alscisc0s) 0 ore on edslelec redone eroreiolenens 86 Leutwein, Paul: Quotation: ...). 2% «01. 02 oon laleiete 565 Liberia location chosen by Commodore Perry... 326 Liberty and her defenders: Battleships, ill...... 3256 Liberty Loans, Investments in: National Geo- graphic: Society, x2 0. c/s sieves els icle ober onereieierate 372 Liberty theatre in camp..... OG0000 orevolelereielereletelemccey Library in a battleship, ill.............0. ROO ne Life-boat, Parachute is the balloonist’s, ill...... 32 Life of an airplane engine only 100 hours...... 61 Life-savers: U. S. coast guards..........0. 541, 545 Life-saving boat and crew, ill... 2. << oe «felelejieierls 540 LIFE STORY OF AN AMERICAN AIRMAN IN FRANCE: EXTRACTS FROM THE LET- TERS OF STUART WALCOTT, WHO, BE- TWEEN JULY AND DECEMBER, 1917 LEARNED TO FLY IN FRENCH SCHOOLS OF AVIATION, WON FAME AT THE FRONT, AND FELL NEAR SAINT SOUP- ] Fd enn, Pee DiMiGinna rE MeDOIIID.O © OHO 0 vista eG Life story of a pig-club pig........... ARC 177 Life story of the louse’ family ic. wc cele tete 501 Lighthouses: Atlantic seaboard, ill.......... 516, 523 Lighthouses; Us ‘S..75. ere wretemieteneieieisteteletstyeierhtnee 533 INDEX FOR VOLUME XXXIII, 1918 Page Lightness and strength, A’ maximum of: Air- PAM ES spas ceo yareheaehanere exe coolers eleie’s ill., 48; text, 55 Linen for airplane wings....... rll 403° S53 text, 55 Lines of national suspicion to be obliterated.:... 322 Little spotted skunk..... ill. (colored), 456; text, 474 Living in the midst of heroes.......... iN avcoterets Llivia, ‘‘a Spanish village in France’”’....... 279, 289 Miiwiassspain: scenes, alle. ws. os. «crs <1 292, 293, 295 Loading a transport with troops and supplies for STANCES tallow carats oe ee toleke eeterehereaceioleve eheteie sles e200 Long Island beaches and ‘shifting sands Syeuahonetone 40 829 Loop-the-loop over Newport News, Va., ill...... 68 Louse causes trench fever and typhus.......... 501 Louse family, The life story........... Se iee se S01 Louse habits during the war........ Ve ascieteiae ole: «| 509 Lubricant from the castor-oil bean............. 48 Lufberry, Raoul: American acé..text, 7, 571; ill., 570 Lumber rafts on the Volga........text, Goa ill., 252 Lumber resources, Straining America’ Siolfsccisietie = °53 Lynn Harbor, Mass.: Map, ill.......... seeedee 534 “MM”? McCudden, James Byford: Royal Flying Corps.. 572, 573 Machine, Delousing: Cootie pest, ill.... 496, $00, 503 Machine-gun on a destroyer, ill.,........... 334 Machine-gun, Studying the anatomy of a, ill.. 74 Madrid, Spain: Rag-picker’s cart, ill............ 294 Mageik’ boulder flow: Alaska, ieee ete, 159 Mageik volcano, Alaska...............000% wees 161 “Magnificent field for Germany, Se Acie Aad 1 Oe 8 563 Mail service outlined, Aérial................... 110 Maine coast, Battlements of the: Nature’s war- JENS RGR OOS ACO DO OOOO OU TOUEOUde Gl ooo COORG 513 Mammals, The Smaller North American. By E> W.. ‘Nelson:..:....... Sek COM ie cle tekeueie ate NaU7te Man-and-woman power, America rich in aviator. 109 Man as a profiteer in Nature’s war........... be GSS Map) Europe: Hood and, war, ilt...... 5.4.6... 338 Map: Germany’s Dream of World Domination, - BU rece tepeaeictc aie oer ae esc oxe caved oucctas siceucko sustsislersseie se suatete 55 Map, Outline: Valley of the Ten Thousand SET O KES aes cvodte Wok atote oie rate or eee cene Ris bom. « gtave ons omeuseeee 155 Maps; Atlantic seaboard, ill..........:..... 533-535 Map: Spain, showing Andorran Republic loca- CLOW arose sce orarerey ster ete core celavategalecsige tos alee oie ie ereuetene:s 281 Map: Western Theatre of War (supplement).... 371% Marblehead, Mass.: Rocky coast.............-. 521 Marine scenes: Atlantic seaboard, ill....512,.514-516, 518-520, 522, 523, 525, 526, 529-532, 536, 537, 540, 542, 543 Marine scenes in war time, ill........ Kodo SURE, SUB; 3174-319, 321, 323, 324b, 324c, 325), 327d, 3290, 331d, 333 Marines in, erance, We Ss0illi, oc. ore 6 adoa, Ou Marines, Mascot of the: War zone, ill.......... 504 Market day for pigs, tli. secre «cic ccevclee 186, 187, 191 Market scene: Astrakhan, Russia, ill...... - 247, 260 Marmot, American, or common woodchuck.text, 431; ill. (colored), 432 Marmot. American: racks illec. cin ee. cece © ae 7 Marmot, Hoary, or whistler....... ill. “ (colored), 433 text, 434 Marnsherabbitecmenceace ce text, 391; ill. (colored), 409 Marten, or American sable....... ill? (colored), 453; text, 473 Martin Valley and Martin Volcano, Exploring, . SLO Mascot of the Texas: Boston bull, ‘‘Buster,” ill. 324a Mascot, Us Ss; imnarines:) War, zone, dilie... aoe 504 Masts, Fighting: Battleship, ill..... . 315a, 3174, 3170, 321, 321b, 329a Witiictis te lit: b:.k yous Sacro) op seel = cote t tepeee Wei ere SSO Matter of German ‘“‘honor’’ to hold Belgium..... 565 Maury, Matthew Fontaine: Naval hero......... 329 Maury, Wilkes, and Perry: Naval explorers..... 325 Maynard, Clarence F., Topographer, Katmai Ex- Peaition: 1017: | Lestimony,\.. sees ss eles eo cles 149 Meadow mouse, or field mouse............ text, 403; ill. (colored), 420 Meadows mouse sj urackss villevsss marcia caine 393 Mechanic beparring a motor in the air: France, BA > se loaner ne ater a oe Sie he saya ee eadinrora a ayoteners 23 Medals decor ating a policeman: Russia, ill...... 254 Medical Corps of the Navy, Work of the Metensnateuse 315 Medical staff in the Air army..... Fa dane wielteleeteretehate 61 Melonsrenrowm itl Socotra co siclceinio cece cies 269 Members of the Katmai Expedition, 1917, ill.... 156 XIII Page Mental examination is not formidable: Aviation. 82 Men whose hearts are in their work............ 216 Metal fittings for America’s airplanes: In the Making) ll. se cheteleaieleerete ets Gene ioe ee 53, 62 Mexicantbatece -eebecre. ill. (colored), 465; text, 491 Mice, Nest of young white-footed, ill........... 379* Midland, Texas: Jack Starr and his champion pig 179 Military clique of Berlin, Deceived by.......... 554 Military Hospital No. 1, ase Paris, 110 5s 370-372 Military relief association, First permanent: Winited: Statestier tcc tee rie eee ee 385 Milk-fed (pig; il. 336 eo tet ace ee eee. 173 Mill, Dutch white-potato: Reported output...... 361 Millennial scene: Rabbit-hound and a young rabbit, ll. (4. fase ete ee ee ee 375* Mimic icombatiinithe ait, vas. eee eee nee 104 Minaret, Approaching the habitat of the: Russia. 262 Mineola Camp military aviation school, ill...... 5 OS Mineral wealth, America’s immense............ 205 Miniature gardens on lumber rafts: Russia...... 248 Mink, American......... ill. (colored), 453; text, 472 Mink, American: Tracks, | AR arene ean 482, 483 Mink taking its own! picture, ill-2..5--5.--4- 60 380* Minot Wedge sieht) xc. et ctee oso oe ee ee 539 Mison, France: Captured Zeppelin, tl eee 14 Mississippi River deltas) Mapiiill seas ee 533 Mississippi. W2'S. Sagill...) cee ee eee eee 3156 Mitchell, Guy Elliott, of the United States Geo- logical Survey: Billions of Barrels of Oil Locked Up" an ROCKS Airis, sees anes etalate: eke eo eLOS Mocha coffee, Roasting: Arabia, ill............. 272 Modes of attack: Airplanes. 5.c......0202. 00-0 19 MokallayyArabia spices dock seein oeeenee . 278 Mole, Oregon Ps er tes Saeene ill. (colored), 461; “text, 484 Mole, Star-nosed....... pill. (colored), 461; text, 485 Monument, Strassburg, Alsace memorial, ill ee 304 Moonlight on the water: Atlantic coast, ill...... 526 Moral courage needed to bear trench pests...... “499 Morale and Health of America’s Citizen Army. By William Howard Taft....... scars eletomree eee 219 Morale, Shattering the enemy’s............... Sh 2S Mormon shale distillery near Juab, Utah, ill..... 200 Moser, Charles K., Formerly United States Con- sul-General to "Aden, Arabia: The le of Frankincense iis oc isetne eke ore bicker ons 16% 267 Mosques, Tatar: Astrakhan, Russia Se ROO teens 262 Motor, Airplane: Student aviators, ill. A 77 Motto and coat of arms: Andorra Republic, ill. a Moujik, Spring beds unknown to the: Russia.. 251 Mountain-beaver........ text, 427; ill. (colored), 432 Mountain country resembling Colorado: Spain... 281 Mt. Callahan, Colorado: Oil-bearing rock, ill.... 204 Mt. Cerberus, Katmai Valley, Alaska. Lee atext,, 130; ill.,° 1-30, ae MtsDesert: light 2458 4st. Sioa oncieicie koe eee Mt. Katmai, Alaska...... ill., 140, 166, 168; text, a8 Mt. Mageik, Katmai Valley, Alaska... .<..text, 1393 il, -140,. 157 Mt Martine Alaskae.. os scree rca ill., 140; text, 161 Mouse, Beach........... text, 422; ill. (colored), 428 Mouse, Big-eared rock...text, 423; ill. (colored), 429 Mouse, Field or Meadow..............205 text, 403; ill. (colored), 420 Mouse, Field or Meadow: Tracks, all sso 393 Mouse, Grasshopper..... text, 418; ill. (colored), 425 ' Mouse, Grasshopper: Tracks, ill................ 468 Mouse, Harvest......... text, 415; ill. (colored), 425 Mouse, House.......... text, 427; ill. (colored), 429 Mouse, Jumping........ text, 394; ill. (colored), 412 Mousels Pinel ociccmicnereisiere text, 406; ill. (colored), 420 Mouse, Red-backed...... text, 407; ill. (colored), 421 Mouse, Rufous tree..... text, 410; ill. (colored), 421 Mouse, Silky pocket....text, 395; ill. (colored), 413 Mouse, Spiny pocKet....text, 396; ill. (colored), 413 Mouse taking its own picture, ill............... 378" Mouse, White-footed....text, 419; ill. (colored), 428 Mouse, White- footed: “Tracks, Ulcer oe 470 “Movie” show on a battleship, ill.............. 320 Mud, Blue: Katmai Valley, Alaska............. 139 Mud Canyon, Katmai Volcano, Alaska, ill...... 132 Mud mark, High: Katmai Valley, Alaska, ill.... 142 Mud, solidified: Katmai Valley, Alaska, ill.. 148, 149 Mules, American army: Brance, ale ances ote 212 Mules, Chief traffic is in Spanish: Andorra...... 209 Muscle balance test: Aviation, ill.............. 70 Music, Russian love 2ob. Sante sas wistteree arene i as) 262 Miuskratsncc sine ever een cies text, -411; ill. (colored), 42 Muskrat: Tracks, ill......... Sialeyeveje ss istefecese Sena On) XIV Page SING NahanteslWassusis Miati :1llierrsyevensueclerere a metal oisiclers c cis 534 Nahant. Mass.>) Pulpit (Rocky ills desis aievctoie ee 514 Names that will inspire the future navy......... 320 Nantucket ightshipwatercictecicleistelelevsieyee eiplevertele © oe 539 Napoleon, Tomb of: Paris, France, ill.......... 312 National Army men in training, ill............. 556 National Geegtaphic Society: Appeal to members. 347 NATIONAL EOGRAPHIC SOCIETY IN WAR TIME. BY MAJOR-GENERAL A. W. CG RUEBEG Vor ce ay ANIRRIVE Y cicreveictone's) 6.5 sais Gosreveelen4 369 National Geographic Society: Notable achieve- ments National Geographic Society’s Katmai Expedition, 1917: Members, ill National Geographic Society’s Mount Katmai Ex- edition, 1917: The Valley of Ten Thousand mokes. By Robert F. Griggs.............. IIS National suspicion to be obliterated, Lines of.... 322 Nature’s Battle-Ground: The Atlantic Seaboard. Bye john Oliver La Gorcess :35 os aes ae ce seus iE Nature’s warfare: Atlantic seaboard, ill.. 512, 514- 516, 518-520, 522-526, 528-537, 540, 542-544 Nature’s warfare, Communiques of............. 521 INatuxe’s: wild-foll: Tracks) ilciscs. «sets cleccie oterors 383" Naval activities, By-products of.........e..e02: 316 Naval base, Austrian: Cattaro.........0....2e008 45 Naval explorers, Three most eminent........... 325 Naval hydro-airplane on a battleship, ill....... ~- 108 Naval Observatory transformed by Maury....... 332 Naval training station, ill..... atcnsrceerc ers 222, 314, 316, 3210, 3250, 328, 3315 Navesink light ........... BLsienashenal eueucishovotctoteiorereys 541 Navy aviators with hydro-airplane, ill....... OG, KEY! Navyniny peacen bine) allie incre «sete eysie a's ane snetss aoa 324d Navy, Our American, ill......... 314-316, 317a-321b, _ 323-324d, 3254-331), 333, 334, 389 Navy, Our American: The Gem of the Ocean. By Josephus® Danielsin.: .. 2 < is0)s cieicleiela! ovens <6 313 Navy studies international law............... aig epic Needs difficult to foresee: Air army............ 60 Nelson, Edward W., Chief, United States Biolog- ical Survey. “Smaller Mammals of North RINNE TIC AY Mids, cle eter evehehe cre ehedsvere tlie oroltne uileberive 371* Neptune, white horses of, ill.............eceee0- 333 Nest of young red squirrels, ill...............- 398 Nest of young white-footed mice, ill............ 379* Neuilly, U. S. Military Hospital No. 1 at, ill.. 370-372 Neutral jroad! to- Wlivaas lee ssp eo eles lore wee e's 293 New coats for Boreas’ court..........eeseeeeee 381* New Hampsiure, U.S. S; ile... 2. eee ee 3174 New order of warriors will fare forth, A........ 322 Newport News, Va.: Loop-the-loop, airplaine, ill. 68 Newport, R. I.: Naval training station, ill.. 222, 328 New York City buildings would not fill Katmai CHALE The ere enc oeored ar cece erielvovtet wits lotiowe teresa ancueloncisuersdeustens 169 New York City daily water supply............. 168 New Yorl. City: Master Edward T. Dye selling WwW. S UN ecpapeee ae tee eusas AE ae a ae AG 389 BGR ciety opener mates Me Nt Hoes 3250 ie eee ere Seckerents New York, U. S. S.: In a hurricane, ill.... 319, 333 Nieuport, Flying in a............ text, 95; ill., 570 Nieuport, The wild man in the.........-....06. 92 Night-flying airplane, ill............. tec eescoees 579 Night flying,-Aviator’s sign-post for, ill......... 112 Nightingale, Florence: During the Crimea.. 381, 386 Nightingale, Florence: Nursery novitiate....... 378 Nights and days in the trenches.............-. 503 Nine-banded armadillo... ill. (colored), 457; text, 480 Nizhni Novgorod, Russia: Daily life....... text, 246; ill., 250, 251, 254 No army is cleaner than America’s............- 509 Noisy Mountain, Katmai Valley, Alaska.... ill., 144; text, 144 Non-stop flights, New world records for: Italian PL TTILC TUT eee asa to rec Ones ehou.g aHSTa Pn Telieiea old aloe eta oeManoredans 47 Norfolk, Va.: Sunrise on the water, ill....... 6 Ret North America, Germany’s aspirations in........ 561 North Dakota, U. S. S.: Sleeping hammocks, ill. 329b No soldiers’ camps ever—before ‘so free from Anunkennessy, | oie creiesisys, sieve es «suche, clabeleletenel's dono eee) “Nothing stands alone’’......... RNS Sie elle se ors 390 Novarupta Volcano, Katmai Valley, Alaska..text, 131 144; ill., 138, 140, 145 Nungesser, Charles: French ace..... text, 7; ill., 577 Nurse, Red Cross: Military hospital, Paris, ill... 373 THE NATIONAL GEOGRAPHIC MAGAZINE = Pa Nursery novitiate, Florence Nightingale’s....... s Nursing, Scientific: Modern system developed by Florence Nightingale). {as4a acest s/s eee 383 Nutritive value, Potato’s great....cscccccceescns 362 *““Nystagmus test”: Aviation, all). ..:.ooegeneoee 71 Sh)? Oats: Barometer of supply and demand, ill...... 341 Observation balloon above a battleship, ill...... 84 Observation balloon before its inflation with hy- drogen gas; ill i: s-0).)slonte wlnyaete cee ee te) Observation balloons used in war, ill...... 17; 22, 24, : 25, 32, 35, 80-8 Observation work: Student aviators, ill.:....... ae + 230, 232 Ocean race, A great: Governor Mo:ton and Prima Donna, c's cin, orsis ic +0 610 eiais tee Hain a 334 NAGE ele ci arayai stare allsvaderalove elects ale ovale esepatatete eee 202 Oil used ‘by Volga “River craft!) oo assess 248 “Old Friar,” rock in Eastport harbor.......... 513 One of ‘America’s'air triumphs. ..s0.0. 00 ceeee 51 “One -Volunteer”: French drawing, ill.......... 355a Oregon chipmunk...... ill. (colored), 441; text, 450 @regonumoles ceici.ce rere ill. (colored), 461; text, 484 Origin, qf the, word Socotra... 1.5.20. eee 277 Ormond-Daytona Beach, Fla., ill............... 528 Outline map: Valley of Ten Thousand Smokes... 155 Qut of the’storm: Airplane, ill. 3:2) .2 -.0neeeeee 69 “Over the top and at ’em,’”’ Learning how to go, BDe i Ba aiks,wiaiie i’ « Valleys sh eliatovere ehure ie oor 01a, sue SRO RORC Ene 241 @xen*® |Spain; iles- coe. ee EIN CINE Bin o 290, 295 Ozarks: Hogs with wooden yokes, ill........... 176 CO} ET) Pacific Ocean: U. S. S. Georgia in a typhoon, ill. 318 Painted barns as signs to aviators, ill.......... 112 Painted chipmunk...... ill. (colored), 441; text, 451 Painting the distinguishing star: American air- Planes Wh 2 css cre ayo gecteisrcuece. Sela eteeiene al Ge 62 Palace of the Trocadero and the Eiffel tower: aris;; France, ill ie 4 tener ae he eee 307 Palmerston; Quotation’ from’... sss... senso eee 317 “Pants rabbits”: ‘Trench pests: ..>......-+. 0000 497 Parachute is the balloonist’s life-boat, ill........ 2 Parade of drafted men:Washington, D. C., ill 566 Paris, France: Military hospitals, ill........ 370-373 Paris, France: Scenes, ill.. 302, 304, 306-308, 310, 312 Paris: Red Cross service, ill...... 377, 380, 382, 384 Part food: plays at the front...... PRE 6.0 or - 340 “‘Pass-word” shot from an airplane, ill......... 34 “Past, pointing”’. test:. Aviation, ill....2s:-s sees 73 Patriotic meetings, Shipbuilders’, ill....... 347a, 3476 Patriotic posters, ill..... sishewo tele areve Saale tesekeherercreietene 550 Patriots may enlist, How young........... Soa | Cele Peace born of kindness, A......... Shae epete: seovanege 329 Peace, Navy in: Se alls ae eae etc Ss eer ene 324d Peace, Relation of Prussianism to.......... 546, 547 Peary, Robert E., Rear-Admiral, U. S. Navy: The Future of :the’ Airplane &. conc. c71k oe oe eee 107 Peasants, French: Eating their crust of bread, ill 339a Peasants, Russian: Life on the Volga..... Sercsct 245 Peeps into fur-folk homes..............-.eee0e0: 381* Pennsylvania avenue, Washington, D. C., ill..... 566 Pennsylvania, Ws S29. all cee. ee ee ee 17b Perry, Maury, and Wilkes: Naval-explorers..... 325 Pershing’s big task, General.......... sus oseetewet aks . 209 Personnel, Great problems of: Air army........ 57 Personnel, Katmai Expedition, 1917...........-. 154 Pests, Trench: Cooties and Courage. By Herbert Corey) ods yieteeais Vic cig bic notre aie di sicthtes chee Os Pet-sheep movement, ill.............e2eeeeeee - 192 Pets, Pigs rival dogs and cats as..... Src c Sle LOY Phinny’s tribute to Maury...... cig a,eid wiereicle/e aaa INDEX FOR VOLUME XXXIII, 1918 XV Page Photograr.hing leaves and flowers of the Frankin- CeNnSser es SOCOtras pilin ste cese. aera enteene Buetane cies. be sie 270 Photographs. Interpretation of aérial............ 15 Photographs taken from airplanes, ill. Fy ey HO, 0190 T7 el One 2Om 2oues4 nay. 67- -69, 100, 102 Photography, Animal flashlight, WE Mecbisvctenece tere ors 380* Photophysicists and the air army............... 60 Physical training: Naval station, ill......... 314, 3254 Eiccio. Colonel Ltalian aimmantncy ss oo oseee so - 7 Pictures, Animals taking their own, ill.... 378*-380* Pictures, Moving: On a battleship, ill........... 320 Pig-club member ws. the ‘“‘practical’’ farmer..... 172 Rigo clubssebeginmingsvotis scsi se cece oie cis elev s «teint 171 Pig clubs, Boys and girls........ Se flte es ceaeeus 90 NAO Bigw families; Mle. oe se ee 175, 177, 180-182, 185 Pigs and chickens travel with the family: Russian DEEMED Goosaranddoaco0M4ocdooddOOd Ooo aDDOOO 259 PapasekcisssecAry all s05, fess siecseeuersuevavevayst eveceetsus euapele cues 184 Pigs mival-dogs) and cats das petSe. ccc scrrciels se) « 181. Pika, little chief haré, or cony...u.....:.). text, 392; ill. (colored, 409 Pine gmOuse acters oils chee es text, 406; ill. (colored), 420 Place Vendome, Paris, France, TD ee oie yacsus onsen 10 PLAIN TALES FROM THE TRENCHES: AS TOLD OVER THE TEA TABLE IN BLIGHTY—A SOLDIERS’ “HOME” IN PARIS. =BY CAROL 3K. COREY....i5..... 300 Plant life destroyed, Katmai Valley, Alaska..... 129 “Plant our foot where it appears important”: IPASSTATIISI 6:2 th6) sence ateseha ie alone Mecciess coPahvatususucvens 562 Plaza. de’ la, Constitucion: ‘Llivia, all... 2 6.23... 205 Pocket, gophers: ......- text, 398; ill. (cdlored), 413 Poland: Chart showing deaths by fighting and famine, ill. Polecat, spilogale, or little skunk: Tracks, ill.... 488 Policeman at Nizhni Novgorod, Russia, ill....... 254 Polish homes stripped of food by Prussian sol- GETS STE hte jets, stoecs Ruelieae de. suet skovayeisoeo, cle @ ahalee sce oPacs 339 weolitical curiosity, Lt is) a) Andorran... se. : 207 Pomilio factory, Mammoth hangar of the, ill.... 42 Population: Andorra Republics fa.. «---c66s «oe 299 Ropalation: = SOCOthaA tir. cae o)-cnis weusic eS ele ienelete oe 2/9) IROTCupines. aces ces text, 393; ill. (clorea): 412 Portals, Hotel de Ville, Andorra, 5) Renesas ee Portland Head Light, Cape Elizabeth, Me., ill.. 523 Porto Rico: Packing pigs to market, ill......... 186 Ports, Volga River: Russia.,..... il]., FG, 247, 2525 ; 254, 258, 260, 264; text, 262 Per Washington, Long Island: Hydro-airplane, MUL Eeera ets eRe tee sunme eer heae ie eilaraiete eis oetautena tne 66 “Possession of Northern France is vital”: Prus- STATUS IIE ereys ositon Favte bos eu atanel liste so spa a oo ovaltecele ee 567 Posters, Patriotic, alice! srs wcPabter vers sare eines tevanstwrele a: 550 Post-graduate course in France: Aviation....... 86 Post-office, Camp: Corner in correspondence, ill.. 226 Potatoes raised for alcohol: Germany Bee as 5 ee 205 Rotato nouns wor kindSsOfiecs | ssc eee oa ee 362 Potato mill, Dutch white-: Reported output...... 361 Potato great nutritive valuess. oc. ceo. 6s sex 362 Hotato, Sweet, possibilities Of--....c.0.. sesso. 361 Potato, White-, situation....... De OAT A 361 Potpourri of races: Russia................+..2: 255 Powder, insect, used by soldiers at the front..... 508 ‘Practical’ tarmer vs. the pig-club member..... 172 Prainte-dogmerer nes cere text, 434; ill. (colored), 436 Premier Escadrille: Aces Among Aces.......... 568 Prevention the watchword of the Sanitary Com- FITISSTOVN tee vee EN eas cis ke a dosete Ei ciio ts loncuce se eaane se 386 Pricesof flour: per barrel: Chart aliz..4. seen. 345 Pxicess Our method of fixingeericcn orem see 342 Prima Donna and: Governor Morton: A great GCEATI GT ACE Ae Shue see aioe Orta meas essed hae aes 334 Brincer of “Walesir ile sane ack ce hio ten. stavsta ce ot oho: fais 576 Princeton school of aviation: Serdentst Woaceta Beri Prison camps, German: Fighting the trench pest. 507 Exoblems) of ood controllers. S251 ele 342 Pro hiteering falls upon the wage-earner, Burden Lene ae SUTRAS oie aha ae hata ate Nea lentva ce eUANS Ge scdietets-s 343° Protiteer, iv Nature's war, Manas acc... ole 53% Profiteers will be dead, Days when............. 324 Propaganda, The necessity for..... Fy eat ae RRL ee 222 Propeller, Airplane: In the making, ill.......... 57 Prussian boar’s tusks must be drawn........... 388 Prussia doctrines AS we. will iti... oe ce 549 PRUSSIANISM. BY ROBERT ‘LANSING... 546 Erussianism, Cerltrali thought of sseecee ack - 547 Prussianism_ described in 1871: Fortnightly Re ECL rca tha Re Rie crater eye its, tee ota E65 Prussian soldiers stripping Polish homes of food, MMe DER dye elec Tole Cle VCIM ISVS aU Glew atere Lecter Reales 3 Psychologists* MEME nAiG AuILY/2c Wace «ste tuee.<.c oe eee Page Public Square, Llivia, Spain, ill. and text....... 292 Public Utility,,Geneva Society of.............--. 385 Puigcerda, spain, Description... oie ee 284 Puigcerda, Spain: Old rope-walker, ill.......... 298 Pulpit) Rock. = Nahant) Mass>, ales eee eee eies ee 514 Pumice, Hail of: Katmai district, Alaska........ 117 Pumice, Lumps of: Katmai, Alaska, ill......... 145 BRampkine fieldesCanadavealler. ser cece ee teria 193 Pe rmnachine in an airplane parts factory, AE ee rs Ae OO lo emote © 50 “Punch the clock’’: Immigrant school, ill....... 353 Purchasing officer achieves results, How the: Wise Si cAmiivastareeyetaisue rr veloc. eis bestare ete oustniors te eoieieke 209 PutnanpsDavidebs American aces steiciewct ere eieietes 572 Ow Quadruped with biped track: Common cat; ill.... 385* Quotations from Germany’s war leaders..... 561- 567 sR? Rabbit, Antelope jack...text, 384%; ill. (colored),, 404 Rabbit, Antelope jack: Tracks, ie caper ee eros 386* Rabbit, California jack. .text, 385*; ill. (colored), 405 Rabbit, California jack: Tracks, Ms ines loco sete 386* Rabbit, Cottontail...... text, 390%; ill. (colored), 408 Rabbits: Cottontailimelracksse ler eter tiieeeertet irene 390 Rabbit-hound and a young rabbit, ill........... a7 5a Rabbit, Marsh.......... text, 391; ill. (colored), 409 Rabbit, Snowshoe, or Varying hare....... text, 387%; ill. (colored) , 405 Rabbit, Snowshoe, or Varying hare: Tracks, ill.. 388* Race, oN day-and-night: Air industry....... Bae ae Race, A great ocean: Governor Morton . and PrimacDOonnads. chs :oe. yee ee i. iso) 334 Races: A potpourri of: Russia...........-...-. 255 Racing crew of the Atlantic fleet, Champion, ill. 229 Radio, Battle’s: progress sent by............-+6- 16 Radiotelegraphy used on airplanes: France....-. 15 Rafts, Lumber: Volga River, Russia...... ee 248; ill., 252 Raft, Socotran native: , Gorslyworsle oe 268; ill., 275 Rag-pickers union flag: Spain..... text, 279; ill., 204 Railsfence © zanks, lllevcts are derenetteiel ole oneesneraiene 176 Railroad cars lost and found. aA arcs ee eee 214 Railroads playing a major role: U. S. Army in A hehelol: Rene Gee PS ea nic. aea His DOI. Corn oO DC 213 Railway station in France, American, ill........ 212 Rainbow, Deposits all colors of the: Katmai -Val- ley. eAllaskarmvamiccs 5 cura < Gutoee-s). shee eer ete 563 Spring beds unknown to the Moujik: Russia..... 251 Springman, Theodor: Quotation..............6. 7 Squadrons of Italian airplanes, ill.............. Squirrel ~Abert-o) alee ill. (colored), 448; text, 462, Squirrel and cat: Hereditary enemies, ill....... 372* Squirrel, California ProOund-eeeeee ill. (colored), 437; text, 439 Squirrel, Douglas....... ill. (colored), 444; text, 455 Squirrel, Flying........ ill. (colored), 449; text, 466 Squirrel) Shox: soe «1. ill. (colored), 445; text, 459 Squirrel, iaarat “racks’ sill. 2:c.G erased nee hoe 478, 479 Squirreli (Grayes sees. tee ill. (colored), 445; text, 458 Squirrel, Kaibab........ ill. (colored), 448; text, 462 Squirrel) sRedtrers. caer ill. (colored), 444; text, 454 Squirrel, Rustry fox..... ill. (colored), 445; text, 459 © SquipreleRustyatox-dirackss tll). sme eee ere 478 Squirrels and their nest, Young red, ill......... 398 Squirrel, Striped ground. ill, (colored), 436; text, 438 Star, American distinguishing: Airplane wings, ill. 62 Starch, “Potatot a. btocstice eee eee 363 Star-nosed mole........ ill. (colored), 461; text, 485 Starr, Jack, and his champion pig..text, 176; ill., 179 Statue of Liberty: Distant view, le Bet a 325b Steam cranes used in unloading ships: France, ill. 217 Steamer A. Volga. ill aioe ere 256, 258, 259 Steamer, Kreights Great) Wakes ill, see see eer 548 Steam-heated tents, Valley of Ten Thousand Smokes cistern sa le eee eee il., 116; text, 123 Steam issues from solid rock: Katmai Valley, Alaska, ais tivevncnece sls, haneiontiors cicreteremsio tree 143 “Steam Navy, The Father of the’: Commodore PO DTy: ihe. ccafovesere sutieye eoaetes ap ch cae clio se anee taylan 326 Steam oven, Natural: Katmai Valley, ill...." 120, 122 Steam-table, Perambulating: Hospital, Paris, Wes Bz Stereoscopic vision test: Aviation, as bP er end es 70 Stevedores, Russian: On the Volga....ill., 249, 258; téxt, 261 Stille, Charles J.: “History of the United States Sanitary Coipinission?’.. -....c wie eee 38 Still, Experimental oil: Colorado, ill............ 201 Stoat, or large weasel.. .ill. Colored), 452; text, 469 Stone houses: Andorra ‘Republic, ily 286. 2oree eps Stoppani Sergeant., italian ainmane. eee eee 47 Stores, Traveling: French Villages, FON bee aed siesta 506 “Storm flag of the empire’: Prussianism........ 565 Storm, Out of the: Airplane, tT vss oa a a ates 69 Stormssatusea,) ilies ite ces eersaers) bers 318, 319,- 333 Story of a bath: Soldier at Blighty... ..22-- 2... 309 Story, of Raoul Wutbery... oe cee eee ~ S71 Story of the Volga: Russia... +c ieee 245 Stoves: Army kitchen battery, ill.............. 230) Strassburg monument: Alsace memorial, ill...... 304 Streams run red with blood: Europe........... 353 Strength and lightness, A maximum of: Air- PLATES coset tien ore trdevevolsie skotes lane eae ill., 48; text, 55 Striped ground squirrel...ill. (colored), 436; text, "438 Stuart, Edward (Mr. and Mrs.) of the Serbian Relief Commission< ile ccc ooo eee 3390 Submarine, American: Submerging, ill.......... 324¢ Submarine destroyer, ill........ b eibualetete vepene toons 235 Submarine secondary to airplane............... 109 Submarines employed by sea: Nature’s warfare... 527 Submarine survivot’s first speech, A............ 310 Sufferings of Russia unprecedented............. 349 Sugar-beet in America, Area of the............. 361 Sulphur, Flowers of pure: Katmai Valley, Alaska 139 Sultan Hassan ibn Imad, lord of the Isle. of Franc Cerise icici ceseteie. . si bile 273 Trees, Dragon’s-blood: Socotra....ill., 270; text, 273 Trees, Frankincense: Socotra............- text, 267; ill., 269, 270, 272, 276 Tremendous pressures must be withstood: Air- PIANIES) 5:0 0, 2c-stsveovelelleValsiey slolelotepeloneinialslovete tienen 52 Trenches, German; From an airplane, ill....... 102 Trenches, Plain Tales from the. By Carol K. COREY. osteo: ars biellolaye ovaceye reels ve vaheRohel alee ale te tenenanannmn 300 Trench fever and typhus traced to the louse..... 501 Trench pests: Cooties and Courage. By Herbert COrey ae iie 4) droatbce o 8 01p Sigleveletelsyaleloleteistete to Reerenarae 495 Tribute, A sea dog’s, to a comrade)... .0 eee 335 Tribute to an enemy ace: Captain von Richthofen. 574 Tribute to Osmutn K.. Ingrameee. 2 en eee 321b Tribute to the American dead: France, ill....... 508 Tri-color and the Strassburg monument, ill..... 304 Trocadero, Palace of the: Paris, France, ill..... 307 Troops can be attacked by airplanes, How...... 22 Troop tents: American aviation school camp, ill. 90 Droop trains) U.S. soldiers, alles eine 210, 560 Truck, Yar M. (G2 Av: Waar zone, ill... cert 502 Truing the airplane: America’s sky fleet, ill..... 52 Tulasne, Joseph, Captain, Chief of French Avia- tion Mission to America: America’s Part in the Allies’ Mastery of the Air................ 1 Turkey: Charts showing deaths by fighting and famine; Wl oe Gsiaiere, oe bashes cere ee avatar eae 337 Ayurkish aces Record! (Ofs. «. «cml cys ciclo renee terete 579 Turnbuckles, Girls making airplane, ill......... SI Tusks of the Prussian boar must be drawn...... 388 Two examples of Italy’s air achievements....... 40 Two-seater airplanes: American flying school, ill. 88 Type of American officer in France............ 497 Typhoon, U.S: S: Georgia ina, illic... eee 318 Typhus and trench fever traced to the louse..... 501 Mzaritzuinie Iussias sViOlga port. «sco oc «eterna 262 GO) (9 fu Under three flags in Italy, ill.................. 387 Uniform: Great Britain’s Royal Flying Corps, v1) pees Parc ear ineh ies i PIP eeNCR PRE ROR Mena eea TG O09 60 33 Uniforms: French aviators, ill................. 4 Uniforms: U. S. Army aviators, ill.......... 93, 105 Uniform, U. S. infantryman, UW abe oobi 552 Union, Rag-pickers’: Spain........ text, 279; ill.,. 294 UNIQUE REPUBLIC, WHERE SMUGGLING IS AN INDUSTRY, A. BY HERBERT CORE Yoke Seiccisie she tetaveni o reakgertne s sysa.h Gaelepeenetenenete 2 United Kingdom: Chart showing deaths by arate ingMand famines all’. 5... svead «econ oeuateen Gene 337 United States: Airplanes in the ‘making, ill... . oscc.losms 48-62 Army aviator’s uniform, ill................ 9 Atlantic Seaboard: A Battle-Ground of Na- ture. By John Oliver La Gorce.......... 511 Aviation schools, ill........... 63-65, 90, 94, 97 Coast and Geodetic Survey, Nature’s war COnLeEspondentic . secete sists oe slokenclen veto roterer ele 541 Coast Guards:.Wearers of the cross..... 541, 545 Colorado, Grand Valley: Oil shale, ill... 203, 204 Colorado: Oil-shale beds, ill........... 196, 201 District of Columbia: Parade in Washington, oe 1 ante mee MM ASOLO E Oices Gi0'o Oc 5 Florida, Alton Beach: An Aérograph, ill. 67 Florida, Biscayne Bay: Aviation schoo] ma- chine, ieee ante etoetl scoleeaeneeeieee 63, 67 Florida coast scenes, ill..............-- 542, 544 Florida, Ormond- Daytona beachiy se ereeeae 528 Food Administration has done for us, What de ae Racist ee PL EOS AIbS 6 p.0°0 Or 0 Oc 343 Geological Survey: Testing oil rocks. text, 1953 ill, 196-204 Georgia, Augusta: Camp Hancock, ill.. 225, 241 Georgia, Chickamauga: First Virginia Field Artillery in training, ill................. 224 Great Lakes, Freight steamer om the. ilar 548 Great Lakes training station, ill............ 64 Illiterates, Chart showing increase and de- Crease” Itty alee crea cr cnetsneis orth ee eRe 50 3 Long Island: Mineola aviation school.,. ALE as 65 Long Island, Port Wastes Hydro-air- planes iliac. -rtcrei a.foheie) ce) neh lel= Las esto ian INDEX FOR VOLUME XXXIII, 1918 Page Louisiana, Caddo Parish: Original boys’ pig Clea ee reyes bro oot eis sal nile oi che Wene tou eicleusnesteveneteds 6 171 Maine coastscenesy Illini a. coe ole ssale 6 ee 523 Marines) inj brances ills... - 210, 242, 504 Massachusetts coast scenes, ill.......... 514, 515, as F Sealy 522, 534 Military Hospital No. 1: Paris, ill..... « 370-372 Minnesota, Fort Snelling: Y. M. C. A. build- LINSood Td, CAMP ale areca: eiore eneicl ethers oysue eve = 220 Navy, Our American: The Gem of the Ocean. By Josephus Daniels........... 7313 Navy, Our American, ill...... 314-316, 317a-321b, 323-324d, 325a-331b, 333, 334 New Jersey, Sandy Hook: Map, ill......... 535 New York City buildings would not fill Kat- IAI CHALET Soria seas oer ae alae wie, Sheleneoste less 169 New York City daily water supply.......... 168 New York City: W. S. S. campaign, ill..... 389° New York City: Woolworth tower, ill...... 46 New York Harbor: Liberty and her defend- ETS ill cere ajenn cerseer kee Suet aoa Sea reemer awit ehe ecole) eile 325b New York, Ruth Law at Governors Island, BU Oi evesarercase oir apae sian ees siisve enue tee ede oi sie cdnts III Pennsylvania farm scene: Sheep, *‘]........ 192 Record of the aces of the United States.... 577 Rhode Island, Newport: Naval training sta- COM SAD eres ses pemsoere ole sie es sVos oreo ieescsus 222, 328 Sanitary Commission the first organized prac- tical Red Cross Association.......... 385, 386 Soldiersscallliccisclacete oc:cte'. 207, 208, 210, 212, 215, 220-221, 224-228, 232-237, 240-242, 496, 498-500, 502-504, 552, 554, 556, 560 United States not signatory to the 1864 WL@ALY?: eCsENEV.Acisiaroys ce isclole sors s ore ewes eee 385 WETSaS. Aticoa at sea, Alea. 2G sue: cael 6 321 US sn. Florida] Sick ibaysutlle «fhe. .jou ese 5 330 U. S. S. Georgia in a typhoon, ill.......... 318 U. S. S: Mississippi, ill........ Snavehebde ae eis -. 3150 WSS) News Hanipsiiire. We een etes cee 5c, 6 3174 U. S. S. New York in a hurricane, ill... 319, 333 U. S. S. North Dakota: Sleeping hammocks, TULL OSSEA i costae ta ee ee ecco one ee . 329b We Sa Seoenssyluattiae Whee ccs 6 «cle os aera: 317b U. S.S. Texas: Boston bull mascot, ill..... 324a U. S. S. Teas, Official family of the, ill.... 321b Weah=x@il-shale beds> illhese oe ae ne ee 198, 200 Virginia coast scenes, ill...... 516, 531, 534, 536 Virginia, Newport News: Loop-the-loop, air- plane, ill..... Peis Or ease Ona Er a ee Wyoming: Oil-shale beds, ill........... 196, 197 Universal history the history of the world’s great TIC tapos OO On OOO SION Tin 50.6.0 Ot Ene tane aes 325 Universal sign adopted for the Sanitary Corps.. 386 Universe will be ours for helping our fellow-men 319 Wnold> Johannes: Quotation.....50 02. «css Bouoo ies Un Souvenir de Solferino: Henri Dunant......-. 383 “Until. the German autocracy suddenly went BITS Cl bacege stare as evens eretesciersyas CoCotersaievavalabecs areistsien $300 KR) SEN7 22 Valley of Ten Thousand Smokes, Alaska, ill. (stipplement) itn. a. «ors lo one 115, 116, 118, 120, 122, 124-128, 130-133, 135, 136, 138, 140-146, 148-152, 154-160, 163-169 VALLEY OF TEN THOUSAND SMOKES, THE: AN ACCOUNT OF THE DISCOV- ERY AND EXPLORATION OF THE MOST WONDERFUL VOLCANIC REGION’ IN THE WORLD. BY ROBERT F. GRIGGS, DIRECTOR OF THE NATIONAL GEO- GRAPHIC -SOCIETY KATMAI EXPEDI- TIONS OF 1915, 1916, AND 1917.......... ait Valley of Ten Thousand Smokes compared with Wellowstone (Parks nck sie Sore Re ob eee 131 Valley of Ten Thousand Smokes named by Rob- BE Bion NARS ioc aim croneas wlohe ake rice Sete Mrosteaf hes Ae Gan G4 Valley of Ten Thousand Smokes: Outline map.. 155 Vapors cured rheumatism: Valley of Ten Thou- SAME SINOKESa a NlaSkaly sie cacioiciee eerie ies: 124 Varennes, France: From an airplane, ill........ 18 Varying Wares.,.....8 5... text, 387*; ill. (colored), 405 Wessnny lene Ameo Mlegasdaocgoopocucgquan0c 388* Vegetable, dried, a war industry............... 356 Vegetable drying factory, ill......... 363a-363b, 366 Vegetables, Whiy do we) eat... 220.0 ci cecsnle 356 Vents, Gas-emitting: Katmai Valley, Alaska, ill. ; 133, 135, 151 XIX Page Verdun, Rampart of: French drawing, ill....... ee Vest (Senator), Ouotationytrom-e see eee eee 333 Virginia Capes: region, (65. oc ess ce ee 528 Virtues of-sweet-potato flour. ....0<.00ceecc-cce 361 Vision and the plan of Dunant................ 383 Visitors regarded with justifiable suspicion: Llivia 279 Volcanic vents, Millions of: Katmai district, aS 4 cc 5 vockeae Ones ee hg ee 119 Volcanoes, Alaskan: Valley of Ten Thousand Sniokes) (eden eee text, 115-169; ill., 115-169 21 9 6 #10 sole le VOYAGING ON THE VOLGA AMID WAR AND REVOLUTION: WAR-‘TIME SKETCHES ON RUSSIA’S GREAT WATERWAY. BY WILLIAM ‘I. ELLIS.. 245 EN Wadi Motaha, Socotra: Caravan, ill............. 266 age-earner, The burden of profiteering falls UPON the..c.5 tastatn ste. teveteee of aes ae 343 Wagner, iNlaus;;Onotatione sass eee ee - 567 Walcott, Frederic C. Forerunners of Famine... 336 Walcott, Stuart: American aviator, ill.......... 105 Walcott, Stuart, American airman in France: I-x- tracts from the letters of Stuart Walcott....... 86 War and food map of Europe, ill.............. 338 War between land and water................... Sit wa courespondentis dispatch which aroused Eng- AIG sh eionctlon si sro ten sie sus Yeus revel anevena reste Cheb ce Rane nee War, Every generation has had its............. aie Warfare along the Florida Keys, Nature’s....... 538 War industry, The dried vegetable a............ 356 War Map: Western ‘I'heatre (supplement)....... 371% arm water from snowdrifts, Katmai Valley, MM aS Kae cisceciaiscanu) pst te oe eee eee text, 1403) 1115) 146 Warplane, French 125-miles-an-hour, ill......... 36 Warriors will fare forth, A new order of....... 322 Warsangli country, Somaliland: Frankincense... 267 War Savings Stamp campaign, National Geo- graphic: Societys 24... cco ae one ee 373 War Savings Stamps, Edward T. Dye selling: NewYork: City, te... sth sicher eee on ree 389 War’s birdmen to play useful réle in peace times 109 War scenes: French drawings, ill........... BRR, ESL War scenes: French peasants, ill..... Paid bocca 330A War scenes from airplanes, ill...... A 5 UO> Wis 0%. 18, 26, 28, 34, 37, 67-69, 100, 102 ar scenes: Polish homes robbed of food by Prussians): leet ccsence cts eae eee 339 War scenes: Serbian children of tragedy, ill..... 339 War scenes, United States naval, ill..... Z15G,) 3150. 3174-321b, 323, 324b, 324c, 325), War Time, National Geographic Society in. By 3 War, Western Theatre of: Map (supplement)... 371* War zone, American battleship using a smoke screen in the, sll)... 2.3... Pe ee AI Gc bao 327a Wash day in a U. S. Geological Survey camp, ill. 202 Wash day. on, a battleship) ull.) 4) see 326 Wash-houses, Community: France.............. 505 Washing the ship in dry-dock, ill...... 327, 329, 389 Washington: Parade on Pennsylvania avenue, ill. 566 Watch long kept on German conspirators........ 553 Watchword of the Sanitary Commissien, Preven- tion: the) 2.4 6 ses nails caiiecane iste eraCaRero rake kor at oetenctone 386 Water’s allies in its air attacks................. 513 Water supply, Daily: New York City........... 168 Waves, Atlantic scaboard, ill......... Bias SU25 Gus: 518, 525, 530, 540, 543 Wearers of the cross: U. S. coast guards....... S41 “We are the hammer of God’: Prussianism.,.... 551 Weasel at bay -on a tree-trunk, allj ooo. oe 376" Weasel, Large, or stoat..ill. (colored), 452; text, 469 Weasel) Large) or stoat: Tracks, less. eee. 481 Weasel: Iveast. ;...-...- ill. (colored), 452; text, 471 Wieasele “hracks) ile. sacsereiie cites Nica Wee Ouro: 481 Weather has many evil moods in the Valley of Ten Thousand Smokes, Alaska............... 127 Western inventions to Japan: Taking............ 327 Western Theatre of War: Map (supplement).... 371* West Quaddy, Head: Wight... (90... -.-.. soos" §38 What constitutes conspicuous bravery........... 573 What Florence Nightingale accomplished in the Crimea, aris core tee See Cr ere ep WE aces 381 XX deg WHAT IS IT TO BE AN AMERICAN? BY FRANKLIN K. LANE What leadership could accomplish in Russia.... 253 Wheat: Barometer of supply and demand, ill.... 341 Wheelbarrows of pigs for market: China, ill.... 191 When an American ‘“‘outfit” enters a town....... 495 When the cadet first flies alone: Aviation....... 85 When the sea encounters cross-fire resistance.... 517 Whistler, or hoary marmot...... ill. (colored), 433; text, 434 White-footed mice; Nest of young, ill........... 379* White-footed mouse..... text, 419; ill. (colored), 428 White-footed. mouse: Tracks, ill............ sae 470 White horses*of Neptunes ills. .c ci. 6 cee ces oe 333 MWYNite=poOtatom Situation wires ate cteisielels «/sleidiclere)selere 361 White River, Colorado: Ojil-shale beds, ill...... 196 Why men say republics are ungrateful.......... 335 Wicker-baund pigs going to market: China, ill... ror Wild man in the Nieuport, The............... «2 92 Walkes, (Gharles Navalhero. cf. lsc)o1 aisle 2 cccreleys ols 325 Wilkes tear di iccseeis crore niecesc tte wratalens ie crekereteneiee’s 96 SG Wilkes, Perry, and Maury: Naval explorers..... 325 Wilson, President,.marching in parade of drafted men, Washington, ill............ 2c eee e'cus 6 S60 Wilson, President, receives honorary membership in the National Geographic Society.......... 369 Winds a Bolshevik army: Nature’s warfare....... 535 Winds, makers of sand-dunes...........000e%+8 535 Wine-sacks, Skin: Seo d’Urgel, Spain........ deer 205 Wings for the American birdmen, ill... Wissemann, Lieutenant: German pilot...... stelereeeSOO Wives travel with soldier husbands: Russia...... 250 Wolf tracks, Katmai Valley, Alaska............ 129 Wolverine tracks, Katmai Valley, Alaska....... 129 Woman and donkey toil together: Spain........ 284 Woman flyer: Ruth law, ile scercs siete sisi srelejelere ore III Woman power, America rich in aviator man-and- 109 Women field-workers: France, ill...........e00. 368 Women sewing linen on airplanes: United States 55 Women soldiers, Russian.......sececcccocevce - 250 Women to can for American soldiers, French.... 216 Women workers in airplane factories, ill..... 48, 49, $0, 51, 53 Wonderful and amazing sight: Valley of ‘Ten Thousand Smokes, Alaska........ aia Be ece 117, I19 onders of the World, One of the: Valley of Tene Ghousand sSmokest..j: adascs eletiece es sacs IIS ill. (colored), 432 THE NATIONAL GEOGRAPHIC MAGAZINE Page Woodchuck, Common, or American marmot: Tracks;,* ill, o's asco poled cals ete boon oe eee 475 Wooden yokes, Pigs with: Ozarks, ill........... 176 Wood, Leonard: Major General, U. S. Army, ill. 111 Woodrat? -a., aacoies eee text, 414; ill. (colored), 424 Woodrow Wilson airway, The proposed......... 113 Woolworth tower, New York City, ill........... 46 Work drove away fear: Katmai Expedition, 1917. 153 Work of the coast-guard cutters.............2.- 545 World against Germany, The case of the........ 221 World ayricultuic, How the dried vegetable would CHAN ge) iis cicic cies 0 0 0 pin'n'e cere sr eystste ace anataeteneean 361 World domination, Germany’s dream of. By the 1c he) ee EP 559 World domination, Germany’s dream of: Map, ill. 558 World dominion, supreme object of Germany... 547 World never again to be victimized by Prussian Perfidy, oo: 's.- ce wieinie afe:c'c.e/0/e16) 5 tinei> ole ln enn 555 World of discovery, Few accidents in the....... 325 World, One of the wonders of the: Valley of “en. Thousand -Smokes. .: 2s. ...> sosoe ce eee II5 World’s greatest battle, but not the last......... 354 World war: Charts showing death by fighting and: famine) ill... oc 5: 4/0 blese ¢.cust one era eter ree 337 World will be free again, When the............ 244 Wreaths and flags on the graves of the American dead:) France, illic3 . coon eae Wie Wright Brothers airway, The proposed.......... 113 GO Yams grown in Socotra...%.... 0. « sesleuwtcee aeeane Yellowstone Park, Valley of Ten Thousand Smokes ‘compared. with... 4 ..- >see soe 131 Yokes, Pigs with wooden: Ozarks, ill........... 176 Yoke;*The* Spanish} alls... aa eee 290 Y. M. C. A. barracks for American fighters in Paris, lle i230 6 sales 0 6 pe © 3 I nee 306 Y.-M.CvAL vin icampg.2 ee ill., 220, 221; text, 226 Y. M. C. A. truck of supplies: War zone, ill.... 502 YioMe BA. cilh cn sda): oi eet oe eee sehs W227 SZ? Zeppelins captured by French airmen. ill...... Tear Zoko, ‘Socotra:- Ancient; capitall,.-. +. se eee 277 BOOKS OF EXCEPTIONAL INTEREST AND UNSURPASSED EDUCATIONAL VALUE, which are available to members of the National Geographic Society. If published for purely com- mercial reasons, the price of these volumes would be several times as great. “WILD ANIMALS OF NORTH AMERICA,” in- timate studies of the big and little citizens of the mam- mal kingdom, by E. W. Netson. Illustrated with 64 pages of full color reproductions from paintings by Louis Agassiz Fuertes; 50 sketches of wild animal tracks by Ernest Thompson Seton, and numerous black and white half-tones. Bound in royal buckram (stiff covers), or military khaki (flexible covers), $3.00. “FLAGS OF THE WORLD,” by Commander By- RON McCanpbiLess and GILBERT GrRosvENoR. A _hand- ‘ somely bound volume of 150 pages, containing 1,197 flags in their full colors, 300 illustrations in black and white, the complete insignia of the uniformed forces of the United States, the international flags in use on land and sea, together with an epitomized history of each flag, and an authoritative history of the “Star Spangled Banner.” Bound in royal buckram (stiff covers ), or military khaki (flexible covers), $2.00. “THE BOOK OF BIRDS,” 200 pages, illuminated with 250 matchless subjects in full colors, 45 illustra- tions in black and white, and 13 striking charts and maps. Bound in royal buckram (stiff covers), or mili- tary khaki (flexible covers), $3.00. “ALASKAN GLACIER STUDIES,” illustrated with more than 200 reproductions from photographs, 68 sketches, and 9 maps in colors, compiled by Ralph Stockman Tarr and Lawrence Martin. Handsomely bound in red linen, price,- $3.50. “WASHINGTON—THE NATION’S CAPITAL,” by WILLIAM H. Tart, Former President of the United States, and JAMgEs Bryce, Former British Ambassador; 35 pages of color illustrations, 59 pages of half-tones, 2 large panoramas, and a map in color Bound in cloth, price, $3.00. “SCENES FROM EVERY LAND” (Third Series). Price, bound in full leather only, $2.50. “SCENES FROM EVERY LAND?” (Fourth Series), 200 full-page illustrations, 24 pages in 4 colors, 20,000 words of descriptive text, by GILBERT GROSVENOR, Kditor NATIONAL GEOGRAPHIC MacGazINneE. Cloth, $2.00; full leather, $2.50. EARLIER ISSUES OF THE NATIONAL GEO- GRAPHIC MAGAZINE are in many cases available and copies for reference and study-club work may be obtained from these offices usually at 25 cents each. An index of articles published in the past which are useful for such studies has been prepared and will be furnished upon request. These books are obtainable only from the Society's Washington headquarters, 16th and M Streets N. W. Postpaid in the United States. VoL. XXXIII, No. t WASHINGTON JANUARY, 1918 TWIRUE Oa NATIONAL GEOGRAPHIC MAGAZIINIE AMERICAS PART IN FHE. ALLIES’ MASTERY OF THE AIR | By Major JosepH TULASNE CHIEF OF THE: FRENCH AVIATION MISSION TO AMERICA | HE summer of 1917 was marked i by very spirited air battles for the supremacy of the air. During those battles the losses of the Allies were great and those of our ene- mies still greater. At the present time we are profiting by the lull which the winter rains have caused in air raids and are organizing large fleets of well-armed and well- equipped planes for the spring 1918. The aérial program of the Allies is a mighty one; that of the enemies is just as mighty. ’ Every one 1s convinced to- day of the importance of the supremacy of the air throughout 1918. The American people have understood _ admirably the part which American avia- tion is to play in this gigantic struggle, and the enthusiasm of the American peo- ple and their determination to intervene in order to blind the army of the enemy has enabled Congress to pass an aviation bill calling for an appropriation of $640, - 000,000. The officers in charge of the organiza- tion and development of American avia- tion and the business men who have spon- taneously offered their services and busi- ness experience have done a great deal during the last six months. Aviation schools have sprung up all over the coun- try. Several of them are at present work- ing at full speed. Hundreds of pilots, full of dash, are being trained, and they are going about their work with the same zeal which they formerly displayed on the football field at college. ARRIVAL OF AMERICA’S AIR FLEET ANXIOUSLY AWAITED American engineers have designed and constructed a powerful motor, and the workshops for motors and airplanes are fully organized for the task ahead of them ; but if these machines are not ready in time, provisions have been made. in France and other Allied countries to place the necessary airplanes at the disposal of American aviators, so that they will be able to take part in the air battles in the early spring of this year. On the whole western front, extending from the North Sea:to Switzerland, the arrival of the American air fleet is anx- iously awaited. This fleet must consist of a mighty battle squadron and a mighty bombing squadron as well. The battle fleet is the decisive element in securing and maintaining supremacy in the air. But the Allies must also have a large number of pursuit squadrons, efficiently armed and piloted by daring aviators. The American fleet of battle planes will enable the Allies to secure the indisputa- ble mastery of the air. © Underwood & Underweod AN AIRMAN’S VIEW OF THE FAMOUS “CROSS OF CHARTRES’ CATHEDRAL A unique picture of one of the most treasured ecclesiastical structures in France. Across the upper half of the photograph may be seen a part of the framework of the airplane from which the picture was made. Situated 50 miles southwest of Paris, this magnificent Gothic pile has not felt the ravaging hand of the Hun. THE NATIONAL GEOGRAPHIC MAGAZIN 3 It it necessary that this air fleet should come at the earliest date possible to take its place in the struggle. The supremacy of the air for 1918 will be decided during the first months of the spring. At that stage of the war it will be absolutely nec- escamy tian tien Nites mulesthe ain, As was the case in the cavalry battles of the First Empire, the supremacy wrested from the enemy in the first encounters will hold for many months, and subse- quent small reinforcements ordered into the struggle will not be able to regain that supremacy. The American air fleet must be at the front early this spring and in great numbers. It will be there if Amer- ican industry turns out products quickly and on a large scale. ‘Time saved will save human lives. If two squadrons of American battle planes could have been gee Dunkitke ta. september, 1or7, the French Aviation Service would not have suffered the irreparable loss of Captain Guynemer. | Since 1915 French aviators have been making bombardment raids. ‘The raid upon Karlsruhe, in 1915, made by 20 bombing planes, thoroughly terrified the Germans. In that attack more than 200 persons were killed or wounded, and for many months this reprisal stopped Ger- man bombing of French towns. SHATTERING THE ENEMY’S MORALE BY AIR RAIDS In 1917 bombardment of our defense- less towns by German planes began again. London and Dunkirk have suffered most. Public opinion in America has been aroused against these bombardments. Re- prisal bombardments have been suggested frequently and have been effected. Dres- den and Frankfort have been visited by French planes. But the people of Amer- ica must realize that it is more difficult for the Allies to carry out bombing expe- ditions than for the enemy. The same distance which will take the German ma- chines over London and Paris will take the Allied machines over Belgian towns or French towns in the invaded territory, still quite far short of important German towns. It is thus clear that the problem of bombardment is a more difficult one for the Allies. And this is one reason why we should go at it with all our might. Only a person who has been in a town bombed by enemy planes, especially at night, can understand how panic-stricken the inhabitants become, and this increases the effect of the material destruction by shattering the morale of the people. A systematic bombardment of open German cities, carried out relentlessly day and night without interruption, in answer to the bombardments the Germans have been carrying on for the last three years, in violation of all laws of warfare, would seriously affect the morale of the enemy. The air campaign of 1918 will be de- cisive. A powerful bombing fleet, no less than a great battle fleet, is essential to success, and both should be ready for ac- - tion in the spring. By repeated raiding trips, day and night, this bombing fleet would contribute immensely toward destroying the morale of the German people and would hasten the end with an honorable peace. HOW TIME CAN BE SAVED It is, therefore, necessary to put forth every effort to develop and speed up these two forces—a fleet of American battle planes and a fleet of American bombing planes. The thought of getting to France in time must stimulate the industrial population of America in the building of these air fleets, as well as the officers who have the enormous task of organ- izing this mighty fleet, of training the aviators, and arranging for the supplies. How is it is possible to save time, and thereby to save human lives? This can be accomplished by spending money and applying to the creation of the American air fleet the wonderful industrial organ- ization of the country, and, finally, by shipping the finished products fearlessly, by facing all risks. AMERICAN AIRPLANES IN FRANCE WILL HASTEN END OF WAR The sooner American planes appear on the French front, the sooner the war will end, the more lives will be spared. In Europe great numbers of airplanes and engines of the type now used at the front are being built and will be used this spring. ‘JoTons) JULUd} Joyoede’T JuCUd No] 4YuUISIaG JURUdINI’T : MOI puoddg ‘“JOIWIe], JUeUSINaV’T pue ‘sys 24 2 ‘eyoolIog oq ulejdeg “ouedsy JueUsNV]T :1YStt O} Yo] WoOIf Suripeat “MOI JUOIY -nav’yT ‘neojnqey, Jueusaynory ‘oljeprA jueUsNo’T ureyded ‘otoda’yT ureydeg ‘(JuepueuUod)) duseiny, soley ~ VOINAWV OL, NOISSIN NOILVIAV HONAY AHL AO SYHANAW ; UIJILPY Sopiey ceeetenrere > Aq ydesrso0j0Yd eee ee re se Saleen = > * ae | 1) i THE NATIONAL GEOGRAPHIC MAGAZINE oO In America the Furopean types of air- planes and motors will be built, at first, to aid the English and French factories, in order that the Allies may have the largest possible number of battle planes at the earliest possible moment. Then the new airplanes, more powerful and better armed, will be built to be used during the summer of 1918. The unlimited resources of American ACES OF — industry will make it possible to carry out these two building programs, first, to insure victory in the spring, which will soon be here; and, second, to provide for the future by building machines with the latest improvements. The Allies are anxiously awaiting the aid of the American air fleet. If this fleet comes in time for the 1918 battle, it will be the deciding factor. THE AIR By Captain Jacques De SIEYEs OF THE FRENCH AVIATION SERVICE VIATION is a game—an amazing Az: a eae! on adventure, of countless thrills, of soul-stirring excitement, a game in which courage, dar- ing, resource, determination, skill, and intelligence achieve honor in life or, if the fates so decree, glory in death. To the pleasure of accomplishing ‘one’s duty is added that of reaping immortal rewards—perhaps the reputation of a Guynemer, of a Nungesser, of an Heur- teaux—men whose names the whole world repeats and acclaims. The duty is glorious. If an aviator can accomplish his task by sacrificing him- self for others, death can be faced with equanimity. And American history is sufficiently rich in glorious examples of sacrifice, of devotion, of abnegation, to prove that the sons of heroes of the past will be just as brave as their forefathers and just as ready to die, if need be, for a worthy cause. Indeed, Americans have already proved their valor in the Lafayette Escadrille, some of whose members have fallen, but which has continued to increase in num- bers until now it is the richest in pilots of any squadron in France. I lived in the Somme with this squadron. One of my friends, Captain Thenault, com- manded it. The Lafayette squadron is a squadron of pursuit, equipped with one-seater ma- chines—swift, light, fast climbing, well armed, made to battle against enemy ma- chines, to prevent their entering our lines and attacking our scouting machines while we are at work. I. had the good fortune to be m the aviation service at Verdun and on the Somme in 1916. These two operations, one defensive at first and the other of- fensive, resulted in the adoption by the aviation service of the organization now employed. LIVING IN THE MIDST OF HEROES I was in the pursuit branch of avia- tion, living in the midst of heroes who have glorified French flying. I have wit- nessed in the air acts of legendary cour- age; have heard on the ground reports of fights that thrilled us with admira- tion. ‘There was an extraordinary fever among aviators, each one realizing the importance of his role and wanting to do more than: his duty, and the aviation corps was flying in all weathers—in wind, in storm, in the midst of or below the clouds, at less than 200 meters. The watch in the sky was never re- laxed. From our aviation field, where the group of squadrons of pursuit was stationed, a squadron of 12 machines left every two hours, to replace another on the front. If reinforcements were asked, others left. Lastly, atveach’ attack, the sky was swept by the entire group of nine squadrons, and each day brought new satisfaction. Each day brought also a fresh harvest of heroic actions, bloody SUALVYM NOIMIYOT NI AWHHMAIWOS IVATSAV SLI NOdN dIHSYVM NVOIWANV NV SHNOO'TAM MOIAUAS NOILVIAV HONG AHL FO JINN V poomMisopuy ®Y poomispuy © " TH NATIONAL (GEOGRAPHIC MAGAZINE 7 sacrifices. Each day aviation reaped new honor and new glory. Once it is the Sergeant de Terline who bravely enters a combat with five enemy airplanes, and bringing down one, puts the rest to flight. He pursues them, is wounded, his machine-gun jammed. In rage, unwilling to let go his prey, he pre- cipitates his more rapid plane into the plane that injured him and drags it in flames with him as he rushes to his death. Another time it is two of my com- rades, pilots who protect me as I take photographs. An enemy machine comes to attack me. Both hear the same voice, the voice of Duty; the two comrades hurl themselves upon the enemy with such force, so-straight, that they collide and fall in flames to the ground. The enemy plane, seeing the two dive upon him so fiercely, flees without disturbing me. I cannot recall without the greatest emo- tion the death of these two trends in saving me. DARING ACHIEVEMENTS OF THE ACES OF AVIATION Then again it is Nungesser, who climbs into his machine at 9 a. m., remains on the lines until 3 p. m., landing twice to take gasoline. In the meantime he has brought down an enemy balloon and two planes, one of which was getting the best of a British plane. Or again it is Heurteaux who brings down a boche each fine day. I have heard that he was gravely wounded in Flanders a few weeks ago. Then there are Thaw and Lufberry, the American “Aces,” whose courage is a daly, topic. And Aarascon, who, in spite of an artificial leg, brings down seven airplanes in three months. And Captain Erard, an observer, who, in directing the firing of the cannons thus t protect the: attacks of our infantry, flies so low above the lines that his plane constantly returns riddled vith bullets. He ends finally by being hit, and falls, bloody, but smiling happily at death, in the midst of the infantrymen whom he has led to victory by sparing their lives. Then there are five pursuit aviators who at each attack fire on the enemy, as- sembled for the counter-attack, and dis- perse them with heavy losses. And Captain de Beauchamp, who bom- bards Essen at one time, Munich another time, passing from France to Italy. He has since fallen gloriously, a victim of a combat above Verdun. Then there is Dorme, famous among us for his skill, who plays with German airplanes as with flies. But he loses one -day at this dangerous game, and in a struggle with the enemy in superior num- bers receives his death blow and fails in the German lines. THE CREAT CUYNEMER Fallen also is Guynemer, fallen from the sky of glory where he has written his deeds in letters of fire—Guynemer, whose name is on every lip—a pure jewel of valor and sacrifice. “Fifty-four airplanes, 215 combats, 2 wounds.” That is his last citation before dying. It is quite sufficient to remind you of the whole story of that gallant air champion of liberty. : I have lived near him. I have known | his intrepidity, his tenacity, his fascina- tion. Duty of combat was for him a re- ligion. He had an iron will. His pres- ence alone so electrified his comrades that the squadron to which he belonged pro- duced more aces than any other. He was upright as a sword, pure as a diamond, and utterly absorbed in the struggle which he carried on to the detriment of a constitution already frail. This mere child, who was yet more than a man, suc- ceeded in bringing down three enemy air- planes in less than an hour. Chiefs and comrades spoke to him always with re- spect. He was of a finer essence than our- selves, inspired with a sacred fire which passed our understanding ; convinced that he could not always be victorious, having already found himself several times in awkward positions, twice wounded, he kept at it furiously, never refusing com- bat, rather seeking it. Incapable of re- treat, he fought in spite of everything, at any time, with any one, with any number, with 10, with 20, only abandoning the fight when wounded, without ammuni- tion, or without gasoline. Guynemer fell in the midst of 40 enemy airplanes, of which he had brought down one; one arm was broken, a ball in his ‘UdUT ITDY} JO OoUvAP UT 9} & SAVMTL OI JO UTeJIND dy} DAY OF Se OS paysod SjsI1O]][VIe ay} doay 0} st yt Ajnp ssoyM uoware Aq ATIpval poziusode1 oq Avul AY} Jey} OS ‘syed Aloy} UO spivorid o}14YM IeVaM sdi0d surmoeye ArUeTUT yousty dy} O} Sursuojeq sioipjos ayy, “suBApe [NJssadons & J9};e sjnosnp UeUIoL) 9Y} quod OF St jt AjNp 9soyM ,{SioUueIII-YOUII},, Ipeusss -puey Yours OY} JO SodIpIATJOe oY o}eOIpUL syous Jo synd oYM oY, “YOUSI} B Ul Stoyoe}e oy} Uses oq APU MOLEd IW Y “sy unS-oulyoeur Awious Worf ssdjesd [Jays Aq pasojyjo uond0}01d oy} FO 9SvJULAPL SuTye} UdWAIJULJUL YIUII,T 9Y} Uoss oq AvU JoUIOD puey-yYysts Joddn oy} Uy UVM AHL JO SHAVAIOOLOHd ‘IVINAV WIAVMUVWAY LSOW AHL AO ANO : aa AMAVILLYV ONILNOddAS AUL ONILOAIG SI AHAVAOWIALOIGVA ASOHM NV IdYIV NOLLVAYASHO NV WOU MOVILV HONTYT V JO MATA THE NATIONAL GEOGRAPHIC MAGAZINE 9 head, and a smile on his lips. No words in any language can convey a just appre- ciation of his valor or his sacrifice. In France they have given his mortal remains the place reserved for the great men whose names are the honor of our country—the Pantheon. At least, there they will rest when we shall have snatched away from the Huns the little churchyard of Poelscapelle, where they were buried respectfully. But Guynemer is not out of the strug- gle for us. Heisastar inthe sky. Many stars will come to aviation, more numer- | ous yet, lured by its gleam. Go over there—you shall see that star, and feel its lure, and desire to fly up to it. There is no child in France who does not lisp’ Guynemer’s name; no boy who does not want to follow where he led; no soldier, no chief, who does not have before his eyes the example of that youth who over- topped them all. The path he traced is straight and true. He followed the way of honor. THE AUTHOR'S OWN EXPERIENCE I am reluctant to write of my own case, but I ask your permission to do so in order to show you what a fascination aviation has for one. Officer by profession, I was interested in flying before the war, but only a few months before. Not being sufficiently trained when the war broke out, I had to go back to my infantry regiment on the eastern frontier. On the 22d of September, 1914, both my arms were broken in a combat. As soon as I reached the hospital, I put in a request to enter the air service if possible. My request was refused; there was too great a need for infantry officers. So, when my arms were well again, I re- turned to my regiment at the front. In January, 1915, my foot was blown off by a shell; they cut off my leg and they cured me. They gave me an articulated leg. Not wanting to be discharged, I again put in a plea to join the aviation service, and after a great many formalities was al- lowed to become an observer. In a com- bat at Verdun our machine was riddled with bullets and was obliged to hobble back to our lines. A bullet had carried off two fingers of my right hand. I joined my squadron again in the Somme after six months of illness in a hospital. I remained there five months, with the good fortune not to be wounded, happy to be able to serve once more. It was not the result of a wound, but of ill- ness and weakness after nine operations in two years, that I was again sent away from the front. In my assignment to duty in America I would like to think that I have not wasted my time here, and if I have been able to persuade some of my comrades in arms to become aviators my work will not have been in vain. FLYING IN FRANCE By Caprain ANDRE DE BERROETA OF THE FRENCH AVIATION SERVICE HE SEVERAL, thousand miles which separate the United States from the European battlefields render the conception of a modern battle very difficult for an American. Moreover, such a rapid transforma- tion in the instruments of war and in the methods of employing the different branches of the army has marked the period during which military operations have been maintained that even one who has witnessed the obstinate struggle throughout these three years has diffi- culty in following all the details of its mechanical evolution. ‘The transforma- tion has taken place more particularly on the French front, where the opera- tions have reached an intensity unsur- passed elsewhere. The Marne, Verdun, the Somme, the Aisne have been so many “SJUDUID[SULJUI IIIM Poqieqd MOU dI[qePIWIOF JO UOT}DII9 JY} UIT ByI-1IeYyY a[qeAiasqo AJaoreos v& ‘K1a}jeq MoU & FO UONLITLJSUL OY} ULOWT AVUT MOPRYS & WIY OF, “Stojrenbpeoy ye o[qenj[eaur st “yooM jse] 10 AepsiojsoA apeur ydessojoyd ay} aoUIS SayoUst} SAW9Ua dy} UI sasueyo dy} sI9YydIOop pue jYSIY sueuUlsre sy} JO sjonpoid e1oWIed ay} Saye} OYM UeU 9Yy} Inq “oUeTdITe oY} UL . . . . . e ‘ ‘ J9AIasqO dy} JOU ‘IIAIOSqO poouatiodxd 9YT, “1eM sty} JO suorssojoid ArvejyIU poziyperpoads ATYSIy sy} JO suo awWOdaq sey SuIpeosi-ydersojoyg SNVIdYIV WAHOIH V WOW NANVE HdVUOOLOHd :SAHONAAL FO MYOMIAN V YAAO ONIA’T SYTAMASAO HLIM ANVITdNIV HONAM 1194197 F PPE O ig t IO jis, Photograph by International Film Service AT THE THROTILE ON BOARD A FRENCH AIR CRUISER: BELOW IS A DESTROYER UNDER WAY Airships are more useful for sea-patrol work than they are over land, as the Germans have discovered’ to their cost. [ Near the coast they guard channels or detect mines and act in concert with warships against enemy U-boats. French dirigibles are fitted with at least two motors, strong and light, which give them great speed and their petrol supply insures them an extensive range of action. diabolical furnaces in which were forged new implements of war and the power- ful modern armaments. 3 The preparation, conduct, and results of an offensive military operation today bear but a faint resemblance to those of a battle at the opening of hostilities. The extraordinarily effective applica- tion of aircraft to the uses of war has greatly accelerated this radical transfor- mation. ‘Today aviation reigns supreme over the field of battle, controlling the faintest pulsations of the great volcano. The object of the present discussion is to trace the various phases of its evolu- tion and, although it would be particu- larly bold to prophesy in the matter of military operations, to suggest the de- cisive influence for victory that the en- trance of the American squadrons on the French front may have. iMicteware, at tie Present time, three II branches of aviation which differ in the duties performed, in the machines used, and in the armament provided. These are: 1. The Divisional or Reconnaissance Aviation, a valuable ally of the staff it serves, of the batteries whose firing it directs, of the infantry it assists in lead- ing during the battle. 2. The Aviation of Combat, younger sister of the first and the most faithful ally she has for her protection from the aggressions of hostile airplaines. “At- tack the boche, down him, or compel him to flee,” is its clearly offensive motto. 3. The Aviation of Bombardment, hitherto chiefly employed in reprisals for the aerial raids of the enemy, but now called to a much greater and perhaps a decisive role. Although essentially distinct, these three branches of aviation can only be effec- ‘stojjodoid 119y} YIM SULlOpInuL Used perl pooMiopuy Y pooarss ‘SPUIIVIO JIS OM} SB YONU OS Suly}OU s[quiaso1 ‘diyssre ay} JO [NY 10 Apoq oy} JO Jay pue jYSII oy} ye popuosdsns ‘SIOJOUL OM} OYJ, “SUIVG So] sUUOGINOg JvoU Y}1va 0} JYSNOIq pue UOWIIIe YOUsI Aq poyorie seM JT ‘“UdIpyIys pue uswIoM 4 . }E d19YM ‘UOpuo’T J9AO |seAOA Uopleul S}t WOIF SuTUINjJoI seM “SuUO] Joof¥ cZP ueYy} dow ‘uleddsz YJowWeUW sty, SUOLVIAV HONAYT Ad daddl’ID NYYd AAVH SONIM HASOHM AMS AH AO IVGNVA LNVIO V pun O 12 THE NATIONAL GEOGRAPHIC MAGAZINE ue tively employed by, the constant codrdi- nation of their efforts. Let us consider the conditions and in- fluences attending their birth and develop- ment and the roles they are to play in the battles of tomorrow, in which your sons and brothers are to participate. When the war was declared the chief strength of the French and German armies lay in the masses of their in- fantry, in the power of their artillery, and in the skill of their cavalry. How- ever, it seemed the part of wisdom to put the few hundred airplanes we pos- Sessed at the service: of ‘the fighting forces, in order to facilitate the success of their undertakings. The offensive strength of both the French and German squadrons was very small in comparison with the millions of combatants ready to clash with each other, supported by the fire of several thousand cannon. But these airplanes possessed the power of exploring the field of battle to an ex- tent far beyond that of the cavalry, for which this delicate and dangerous duty had hitherto been reserved. To them, ac- cordingly, from the beginning of the war, was intrusted the observation of the movements of the hostile armies. During the whole period, termed the “War of Movement,” that is to say, until the battle of the Marne, the French com- manders were kept promptly informed of the movements of the German forces, thanks to the daring reconnaissances of our pilots, who, accompanied by staff offi- cers, made flights far within the lines of the enemy and at a low altitude, in the rear of the hostile forces. ‘The Aviation of Reconnaissance was thus created dur- ing the first days of hostilities. AIR SERVICE DEVELOPMENT The number of aircraft in use was so small that a hostile airplane was rarely encountered in the course of these recon- noitering expeditions. If adversaries did chance to meet, all the pilots could do was to shake their fists at each other or discharge their revolvers without the slightest chance of hitting. It was, how- ever, from these gestures that aérial com- bat took its birth, the history of which. will remain as one of the most brilliant epics of the present war. Taking advantage of their excursions within the lines of the enemy, the pilots carried with them a few artillery pro- jectiles which they dropped on hostile as- semblages, camps, or columns. Such was the beginning of aérial bombardment, which, at that epoch, was left to the initia- tive of each pilot. The bombs were thrown without aiming, over the edge of the cockpit, and it was counted a lucky shot when the projectile hit the intended target. Moreover, the airplanes of this period were not capable of carrying heavy loads ; so that the pilots, as a rule, had to be satisfied with small steel arrows, which they dropped upon the enemy wherever they found them assembled in large “groups. This is, in brief, the history of aviation. It is evident that the general law govern- ing the development of all technic must apply to the development of aviation, and that the aviators must specialize as ob- servers, as fighters, and as bomb-drop- pers. If this organization had been ef- fected in time of peace, it would doubt- less on the outbreak of war have been immediately introduced at the front in all its forms; but, as I have told you, it is the experience of war that has made aviation what it is today, and only on the field of battle that it has been possible to develop the organization of military aéronautics. There was no time to lose in France, nor in Germany. Before all else the avia- tion of reconnaissance was organized. The Marne had exhausted the contending armies. The ammunition had been reck- lessly expended during this decisive bat- tle, which saved the world from the Ger- man yoke. Each army clung to its posi- tions, while strengthening them with works of fortification. Trenches, dugouts, block-houses, and barbed - wire entanglements—everything that pertained to stationary warfare made its appearance, transforming the field of battle in a few weeks into an immense work yard,.where every one disappeared behind natural defenses or improvised earthworks. Several million men buried themselves like moles. The artillery, profiting by this respite, was able to find positions concealed from the view of hostile observers. Soon the ‘UOI}TJOWIP JO YIOM 9Y} PoYyst[dwuodsdse pey IJOATOAII UBUD) & WOF Sjo[[Nq AleIpusoUT d1OFaq JOU 4nq ‘sIo -uOsiid apeUul JOM MID OY} JO SIoqMIOUI ZI SY, *PuUNOIS dy} O} JYSNoIq Usdq PY jf Jo}Fe S1OyestAvU UMO AONVUI NUYFHLAOS NI ‘NOSIW LV GNXOSA OL GUOYOT SVM LI VALIV SLNAWOW Maa Vv SP-'T AHL uosdwoyy, [neg Aq ydeis0j}0yg Sjt JO auo Aq pakorjsap sea urjadda7Z siyy, IO SNIVWHY GHIONV ‘CaLSIML FHL mei * RPE EA fo 14 THE NATIONAL GEOGRAPHIC MAGAZINE 15 field of battle gave to every one the terri- ble sensation of being spied upon by an adversary who inflicted blows from an in- visible source. ARTILLERISTS APPEALED -TO AVIATORS Artillery ammunition being particularly scarce, it was important to fire only on reliable information and at objectives. known to be actually occupied by the enemy. Under these conditions the artil- lery quite naturally appealed to the avia- tors, who, on account of the immobility of the armies, were now less absorbed in distant reconnoitering expeditions. Our brave pilots, who during the be- ginning of hostilities had been carrying the staff officers, now placed themselves at the disposal of the artillery officers, who set out to discover the hostile ob- jectives by watching the regions of bat- tery emplacements. The observation off- cer recorded on his map the position of the batteries that had been surprised in action during the course of his flight. The landing was made on some field in the immediate vicinity of the French bat- teries, which, being informed in regard to the position of the enemy, opened fire in most cases according to the map—that is to say, without observation of the hits. But it would have resulted in a far greater efficiency had the aviator, after discovering the objective, remained in the air to observe the firing and report to the battery the errors of its shots. This is the problem of adjusting battery fire by aerial observation (spotting), to the solu- tion of which the artillery officers and aviators are assiduously devoting them- selves. One of the first methods had for its basis the dropping of signal lights. Then the aviator made use of certain evolu- tions of his machine, indulging in per- formances almost acrobatic to announce the results of the shots. This crude method was soon supplemented by the use of radiotelegraphy. France enjoys the dis- tinction of having been the first to make use of radiotelegraphy on its airplanes. The enthusiasm evoked by the success of these first spottings was only surpassed by the chagrin of our enemies, who were subjected to an accurate and murderous fire from our batteries, while an airplane with the tricolored cockade was perform- ing graceful evolutions over their heads. It is only fair to add that within two months after our first trials the Germans had furnished their airplanes with radio apparatus, so that we were able to verify, at our own expense, the advantages of this new method of directing artillery fire. But for every new weapon there is a corresponding defense, and for protec- tion against the incursions of hostile air- planes they are attacked by airplanes armed with machine-guns, are fired upon from the ground with special guns, and certain curious stratagems are employed which may be briefly described. FAKE BATTERIES TO DECEIVE SCOUT PLANES For the purpose of deceiving scout planes in quest of targets, false battery emplacements have been prepared and provided with wooden guns. Seen from above 4,500 feet, their appearance is the same as that of the real batteries of which they area faithful copy. To complete the illusion, as soon as a hostile plane passes through the lines, the real batteries stop firing, while the false ones are illuminated by suitable artificial flashes, giving the ap- pearance of a battery inaction. This de- ception is often very difficult to detect. Both French and German gunners have often fired at wooden batteries, while an airplane perseveringly spotted the firing. These false batteries and the artificial activity given them in the eyes of the avia- tors could deceive only for a time, because the aviators were not satisfied with sim- ply observing them, but took photographs of the field and were thus enabled to study in detail, far from the excitement of the front lines, the changes which the defensive works of the enemy underwent from week to week. By a careful study of these pictures they learned to interpret them and thus gave birth to a new branch of military art, that of the interpretation of aérial photographs. Without entering into the details of this fruitful and fascinating study, you can readily understand that by means of lenses with a sufficiently long focus an accurate image of the field can be obtained, and that certain indications on the photographs distinguish the real batteries from the fictitious. 16 THE NATIONAL GEOGRAPHIC MAGAZINE Moreover, the comparison of successive photographs of a given region permits the detection, with practical certainty, of the intentions of the enemy. If he is about to attack, the photographs reveal the bringing up of new pieces of artillery, of ammunition, and even of troops, whose movements widen the trails; they show the creation of new roads, the building of field hospitals, and the enlarging of rail- way stations near the attacking front. If, on the contrary, the enemy is about to withdraw, the photographs show the new fortified positions he expects to hold at the time of his retreat and the destruc- tion of railroads and highways, which are the prelude of a retirement. It has truly been said that each adversary inscribes upon the field his plan of operations. It is therefore to the reading of this in- scription, as one of their permanent and fundamental tasks, that the scout avia- tors are called. In a word, the scout aviators who are at the height of their efficiency never fail to snatch from the enemy the secret of his operations. They no longer permit sur- prise attacks, which are the most to be feared of all the hazards of war. Furthermore, they are not limited to the execution of this difficult program. Not content with unveiling the plans of the enemy by the thoroughness of their investigations, and with assisting the ar- tillery in adjusting the firing on the trenches, fortifications, and batteries of the enemy, they render their most effect- ive service during the progress of the at- tack itself, which they direct and control while allowing it a logical development. THE FORMIDABLE TASK OF THE, SCOUT PLANES -I shall try to give you a very brief glimpse of the formidable task performed by the scout planes during the prepara- tory phase of a battle and during the crit- ical phase of the battle itself. The time has passed when one could make an im- provised attack upon the enemy, relying simply upon superior numbers and the morale of the attacking troops to gain the victory. s To search out, in all their details, the de- fensive works of the enemy (barbed-wire entanglements, trenches, block-houses), the position cf all his batteries ; to locate the trails, railways, munition and supply depots, and headquarters of the com- manders; such is the work to be per- formed by the scout planes before every offensive operation. To direct the firing of all the artillery, whose task is to destroy the barbed-wire entanglements and the trenches ; to bom- bard the batteries and destroy the larger part of them, to set on fire the munition depots within its range, to prevent or render perilous any passing along the roads and railways, to delay traffic in the supporting railway stations, to control the destruction of objectives and the efficacy of long-range firing ; such are the princi- pal tasks of the scout planes during the preparatory period of an attack. Moreover, they assume the enormous responsibility of the faithful execution of this program, which is carried out en- tirely through the intermediation of their eyes. ntl VITAL REPORTS OF BATTLE’S PROGRESS SENT BY RADIO Finally, on the day of attack, it is they who, flying at a low altitude over the as- saulting waves of the infantry, signal its progress to the superior command; it is they who discover the active batteries and reduce them to silence by causing them to come under destructive fire; it is they who cause the dispersion of wagon trains and troop columns venturing along the roads and trains near the battlefield; it is they who watch for the possible launch- ing of a counter-attack, always to be feared, and which they must announce at the right moment to the infantry and to the commander in charge. Thanks to the promptness of their re- ports, sent by radio, the commander is en- abled to make his authority felt during the progress of the operation. When, in the midst of the hazards of battle, the energies of the combatants become scat- tered, causing confusion and disorder, the scout planes, by the accuracy of their re- ports, permit the harmonizing and coordi- nating of effort necessary to the final victory. To describe the airplanes used in scout- ing, the details of their armament and the devices with which they are equipped, © International Film Service FUR-MUFFLERED AND GLOVED, A FRENCH AERONAUT PREPARED FOR A LONG STAY IN THE AIR TO OBSERVE THE ENEMY’S OPERATIONS This photograph was made from a new type of observation balloon which carries two baskets. The second basket, accommodating the photographer, hangs very near the one shown in the picture. 17 Pas 156 — Varennes N.O — 24 .5.17 . 10"4S 2400" 0.50 Photograph from French Aviation Mission THE FRENCH VILLAGE OF VARENNES FROM A HEIGHT OF 7,800 FEET The airplane from which this beautiful bird’s-eye photograph was made was flying above the clouds, which veil a portion of the town, only a few miles from Verdun. ‘The observer’s record (at the top of the picture) shows that it was made at 10:45 on the morn- ing of May 24, 1917, at an elevation of 2,400 meters. THE NATIONAL GEOGRAPHIC MAGAZINE 19 would carry me beyond the limits of my space. Evidently it is the observer who must have charge of the mission of recon- naissance, of photography, of artillery adjustment, or of infantry communica- tions; but he is greatly assisted by the pilot, whose skill and decision contribute in no small measure to the successful ac- complishment of the aerial task. This, then, is a brief sketch of the im- mense task of the scout aviators. You can understand why both France and Germany first organized this class, so in- dispensable for conducting land opera- tions, offensive as well as defensive. Do not think that the task of the second kind of aviation, that of combat, is any less important or any easier. I said that the aviation of combat was the younger sister of reconnaissance aviation and her faithful ally. This is true, for she was born after the latter had attained consid- erable importance, and grew up at her side, her principal mission being the pro- tection of her elder sister from the at- tacks of the enemy. THE TACTICS OF FIGHTING PLANES I wiil explain in a few words the meth- ods of the pursuit or fighting planes and the special duties which the aviators of the pursuit squadrons have to perform. To understand the tactics of our ma- chines you must be acquainted with the methods of the enemy—that is, with the formation adopted by the Germans for the execution of their work. In normal times the German planes are disposed in three stories, the most elevated being also the farthest from the front. 1. The spotting and infantry planes, at a height of about 3,500 feet and at least half a mile from the front. These are protected by: 2. A defense (barrage) of two-seaters, at a height of about 9,000 feet and from two to three miles within their lines. 3. Lastly by the “Aces,” who, utilizing the best single-seat and a few two-seat planes, hold themselves at a height of about 12,000 feet, between three and four miles back of their lines. In periods of crisis, when an attack is believed imminent, or when photographs are to be taken within our lines, the Ger- mans launch large groups of machines over. the affected points. In particular, reconnaissance missions are executed at heights of 13,500 to 15,500 feet. To this rigid and defensive arrange- ment we oppose a war of movement by the employment of offensive cruisers, ter- raced like- the enemy’s machines, which it is their duty to attack. Our fighting machines are at present swift single-seaters, flying from 125 to 140 miles per hour, each armed with one or two machine-guns, rigidly fastened to the airplane and capable of shooting only in the direction of the axis of the ma- chine, not pivoted like the guns on war vessels. The pilot must therefore fly straight at the enemy in order to be able to fire at him. He must be skillful in aiming and steering at the same time, so that at the moment for firing the hostile plane will be in the sighting line of his machine- gun. I leave you to imagine the skill required to attain this result, when one attacks an enemy flying at an average velocity of 125 miles per hour, with his own machine going at an equal or greater speed. THE: VARIOUS MODES OF ATTACK The following are the principal cases of es for fighting planes: The attack by an isolated single- ee on a single-seater, likewise 1s0- lated—This is the easiest case. Above all, the effect of surprise is sought, either by taking advantage of fog, or by getting between the sun and the adversary, or getting vertically over him, where he can- not see you. Having made a successful approach, you must get into a good firing position—a short distance below and be- hind your adversary, while avoiding the wind from his propeller. To accomplish this, each pilot uses his individual methods, which vary in each particular case. One of the common ma- neuvers consists in diving from a suff- cient distance to about 300 Y feet behind the adversary, dropping about 60 feet lower and coming into position for firing by an upward dash. If the enemy has suspected nothing, it is “assassination.” ‘snowioua useq sey pojorpur aSewep ‘ é > dARU Adu] udu: ; 9[3yeq 94} pulyeq si9ju9. uorjejndod Awsaus uodn spres al Iopjassnqy ye se ‘squiog 119y} peyouney, savy Ady} UIYM JN ‘9UT] : ae Bed aerisa pue Sree dy} ‘UNpUO'T dYI] Sot paynsoyun uodn syoV}We UPUIor) JOF [estidot ur ATUO Udy} pue ‘saoue\sSUT MYONVH SLI ONIVALNG WIPGIOIYIG HON V ADIAIIS OJOYUJ SMON [P1JUND Aq uUdeIsO-CY AT SSS diysiie ur pos[npur otel ul ydo0x’77 20 THE NATIONAL GEOGRAPHIC MAGAZINE J43 If he has seen you, he either flees or accepts combat. If he flees, fire after him. If he accepts battle, each adversary ma- neuvers to keep the upper position in the air in order to be able to drop suddenly behind and below the other. It is a ques- tion of skill and quickness of eye. After a few passes, one of the two gets the upper hand. When the boche feels himself beaten, he usually tries to escape by div- ing. If he dives in a straight line, keep firing at him, as at a target. If he zig- zags, you must keep close behind him, tacking every time he does. His only sal- vation then lies in the tail-spin or in turn- ing over on the wing. Often the single-seaters prefer to op- erate in pairs. In this case they either both attack at the same time, in order to divide the attention of the German; or one attacks above, while the other guards the rear of the attackiig machine. 2. Attack on a two-seater by a single- seater. ‘To effect a surprise is always a first consideration. The importance of the attacking position is greatly increased by the presence, on the hostile plane, of a machine-gun operated by the observer and often covering a large field. Before all, one must never get into the three- quarters position—rear, below, nor es- pecially above—for he would certainly re- ceive some bullets. The best position is either in front and a little below, or under the tail. If he is coming from three-quarters front, on the same level, he opens fire at about ninety feet, and if the boche veers to give the field to his observer, he takes advan- tage of this move to get under his tail. 3. Attack on a hostile group by a single-seater —The object of the first ma- neuver is to isolate one of the airplanes, 50 as to attack it separately. le drops into the midst of the group while keep- ing a little above and firing at all his adversaries, so as to force them to ma- neuver. It is seldom that one of the enemy, in his excitement, does not de- tach himself by turning to the right, while tie others turn to-the left. It is upon the former that our fighter precipitates himself. 4. Battle of a group of single-seaters against a hostile group.—The group, con- sisting of four or five machines, holds itself at a high altitude. The V forma- tion of flying is adopted. The leader flies at the point of the V, the others be- ing terraced behind him. The planes leave about 450 feet between them, ia terraces, the leader being the lowest. The Germans fly likewise in V forma- tion or single file, in steps; but, with them, the last plane is the lowest, the leader being the highest. This results in the following form of attack. The French leader announces that he is about to attack, by balancing twice, and dives at the last German plane, which is the lowest. The other boches make a half-turn and fall upon him. The remaining Frenchmen then attack them, with all the trumps in their own hands, the one uppermost in the air having the initial advantage. DESTROYING GERMAN KITE BALLOONS The other possible missions of the fighting squadrons include: The destruction of the drachens (kite balloons), which completes the fight against hostile aircraft for the purpose of blinding the enemy. ‘This mission, in- dispensable in the course of an important operation, is executed at the request of the commander interested. The method usually employed is the following: An airplane is designated for each drachen. It is protected by a second airplane, on account of the single-seater defending the balloon. Then our airplane dives in such a way as to make the last goo feet at an angle of 45 degrees. It ap- proaches the drachen facing the wind, so that the latter will present its maximum of surface, while protecting him from the machine-gun in the basket. Ata distance of 300 feet he fires a volley of incendiary bullets. This mode of attack is often suc- cessful. If not, the Germans pull the balloon to the ground. In either case the object is attained. To blind the adversary by destroying his aircraft is the fundamental result sought by the fighting group; but it can also assist in the battle by getting infor- mation and by attacking the ground forces. Having very swift machines at their disposal and being able to open the way Photograph from Pictorial Press, French Official LOOKING UP ALONG A SHIP’S MAST AT A CAPTIVE OBSERVATION BALLOON POSTED AS A LOOKOUT FOR ENEMY UNDERSEA BOATS by main force, the fighting aviators are required to execute long-range reconnats- sances. But it 1s especially during their cruises within the hostile lines that the single-seater pilots gather useful infor- mation concerning the activities of the enemy in the air and on the ground. By making general the use of automatic pho- tograph cameras, a rich harvest of valu- able information will be assured. HOW TROOPS CAN BE ATTACKED BY AIRPLANES The attacking of ground forces is a matter of individual prowess rather than a productive operation. Troops can only 22 be attacked in the open field and from a low altitude with machine-guns, bombs, and darts. Such, then, are the conditions for the employment of the fighting squadrons. It remains for me to tell you of aérial bombardment, which 1s, perhaps, destined to be one of the most effective forms of aviation when organized on a large enough scale. But before all, let us consider what should be bombarded. You well know the revolting conduct of our adversaries, who, in spite of all laws of civilized war- fare, initiated the practice of bombarding open cities, hoping by repeated murders W”W] FF NS SS QQ SGCGCOGQ_ \ \ Sa N SRR MQW BWV[ ww Y Z GL, Y U7 j Ven hy, Ys g Y Z iy Mas: % Li Ve Photograph by International Film Service A MECHANIC REPAIRING ONE MOTOR WHILE THE FRENCH AIRSHIP PROCEEDS UNDER THE POWER OF ITS TWIN MOTOR ON THE OPPOSITE SIDE Note the slight blur in the photograph at the end of the shaft at the left, indicating that the propeller blade is revolving rapidly of helpless children, women, and old men to cause panic among the civilian popula- tion of France and England. From the purely military point of view, these bombardments are of no value, so long as they attack only non-combatants and do not injure in any way the fight- ing forces of the enemy. On the day of a decisive battle, of what use is it to have mutilated the civilian population of the enemy, which takes no effective part in the fighting? It follows, therefore, that this practice should be absolutely forbidden in war. Furthermore, let it be said that France and England have made raids on open cities only in reprisal for German raids on their cities. Among the most famous of these reprisal raids is that on Karls- ruhe, in June, 1915—a great success, but with the loss of two airplanes. Then again on the same city in August, 1916, when considerable destruction was caused and the moral effects were far-reaching. This expedition caused the boches to re- 23 flect and held them in restraint for fear of further reprisals. ; But, I repeat, we have not made a gen- eral practice of these raids, first, because they have no definite military object, and also because it is more difficult for us to reach tives German! (ettiess taney i ise lor, them to fly over the French and English cities. Im fact, the Germans setout trom French provinces or from the borders of Belgium, which they have invaded. The distance traversed by their machines when they go to London, for example, would only carry a French or English machine over Belgium or our invaded provinces of Alsace and Lorraine. In other words, the German cities are much farther from our lines than the French and English cities are from the enemy lines, since we have to cross Bel- gium or our invaded provinces before reaching the heart of Germany. But, apart from these expeditions, are there not purely military objectives that <] © Paul Thome FRENCH OBSERVATION BALLOON, OR “ELEPHANT” 3) powerfully equipped bombarding planes can reach and destroy? ATTACKING THE ENEMYS MOST VULNER- ABLE POSITION It is the problem of the employment of bombarding or bomb-dropping planes, in cooperation with the other branches of the army, that we are about to consider. In general, it may be assumed that all objectives on the battlefield which are beyond the range of the guns may be effectively bombarded by airplanes, pro- vided these objectives are large enough to be easily hit. It must be remembered that bomb-dropping by airplanes, al- though well conducted with the most ac- curate devices for sighting and launching, never attains the precision of artillery fire. It would therefore be useless to at- tempt the destruction of small objectives. Without undertaking the description of the battlefield itself, with its first and sec- ond line trenches continually exposed to the fire of the enemy, I wish to mention the principal organizations, which are lo- cated immediately back of this fighting zone of about eight miles. In this region of comparative safety the troops are as- sembled for an attack. There one finds the army supply sta- 24 tions, artillery depots, ammunition de- pots ; also the airplane landing fields, with their hangars, their machines, their roll- ing stock. Lastly, it is in this region that the soldiers are located to rest after their sojourn in the trenches, and where they can profit by the relative quiet to obtain the necessary relaxation for their nerves after the rude shocks of battle. This zone is reached only by an occa- sional very rare shot from special long- range guns, which are not often used on account of the great expense and the great difficulty and long delays involved in moving and mounting them on new foundations. It follows, therefore, that the rear of the battlefield 1s densely oc- cupied, very DOSES, and practically unmolested. Avese,arethestlinee escaral conditions for the profitable employment of bomb- dropping airplanes, and these are the real military reasons why our fighting squad- rons have expended their energies in op- erations over the rear lines of the enemy rather than in distant raids of doubtful military value. In regard to this question of the choice of objectives, I think you will agree with me that the excitement caused by the long-distance raids hardly compensates for the slight gain. A FRENCH “SAUSAGE” BALLOON READY FOR AN OBSERVATION ASCENT The tumor-like protuberance at the lower end of the gas bag acts as a stabilizer. The end under the bag is open, and through this simple mechanism the balloon is kept pointed into the wind. However exciting it may be to read of such exhibitions of prowess, far from the fray, it must not be forgotten that it is only by striking the enemy in a vital part that any important weakening of his power can be effected. Moreover, the ravages resulting from repeated bombardments of the rear lines are considerable, both from the material and moral points of view. A single lucky shot can blow up an ammunition depot containing tens of thousands of shells and effectively weaken the offensive power of the artillery. SHATTERING THE ENEMYS MORALE A bomb falling into the midst of an en- campment of troops at rest throws con- fusion among the men whose nerves, shattered by the shocks of battle, are commencing to recuperate. I leave you to judge of what value are troops who, harassed by the enemy even in their rest camps, are obliged to return to the front without having been able to get their needed rest. 25 From this point of view the damage done the enemy by bombarding his avia- tion fields may likewise be very great. The machines of several air squadrons are often assembled on one field, offer- ing a very vulnerable target to the shots of the enemy. During the battles of Verdun, the Somme, and the Aisne our bomb-dropping squadrons were daily employed, in con- junction with the other branches, in pre- paring for the success of our offensives by harassing the vulnerable parts of the enemy’s rear lines. Several ammunition depots were destroyed and the ravages caused in connection with the transpor- tation of troops, notably at the railway station of St. Quentin, will be famous in the annals of the war. A choice must be made between the two methods. The French and English have developed the bombardment of purely military objectives, while our ene- mies have devoted their energies to drop- ping bombs on cities. It goes without saying, that every ef- ai a] A FRENCH GAS ATTACK BEING LAUNCHED AGAINST THE GERMANS FROM A POSITION MIDWAY BETWEEN THE FIRST AND SECOND LINE TRENCHES: PHOTOGRAPHED FROM A SCOUT AIRPLANE fort is made to carry the maximum load of bombs. But it is evident that this is possible only at the expense of the speed of the airplane and especially of the quantity of gasoline and oil it can carry, thereby limiting its radius of action. Accordingly, two very different types of machines have been invented—one very swift, able to fly at a speed of over 110 miles per hour, but carrying only 700 pounds of bombs (Breguet type); the other very slow, since it can make only 80 miles an hour, but able to carry 4,400 pounds of projectiles (Caproni type). The first type is used day and night on the French and English fronts, where the enemy has his most powerful planes. AIRPLANES WHICH ARE USED AT NIGHT ONLY The airplanes of the second type, be- cause of their low speed, can only be used over the front lines by night. They would be brought down, without fail, should they venture within the enemy lines by day, where they would only be the playthings of the swift hostile battle planes. In regard to what may be expected from the entrance into line of American air squadrons, this spring, it may be said that although the Allies have always held the aérial superiority over their enemies, 26 at the cost of very heavy sacrifices, the advantage in our favor has never been great enough for us to risk a decisive battle, that would forever give us the ab- solute mastery of the air. Whole squad- rons have been beaten down, but the de- struction of the enemy’s air fleet has not yet been accomplished, owing to the lack of sufficiently powerful means. This is not, however, an impossible con- ception, and in the future, when Amer- ica’s air forces arrive to reinforce those of her allies, it is possible that the an- nihilation of the enemy’s fleet may be undertaken, after several days of sus- tained battle at the outset. In case our forces prove the stronger, the enemy will have no other alternative, to prevent the loss of his air squadrons, than to refuse battle by not flying; but when our bombing squadrons intervene with an effect so deadly as to compel his fighting planes to give battle, he will then bring on the struggle in which the Ger- man air fleet must succumb. I do not pretend to foretell the future. I can simply tell you this. The decisive air battle has not yet been fought, al- though gigantic land battles have taken place. America will, I hope, have the honor of fighting this battle at the side of her allies, and it is probable that the road to victory will then be opened by way of the air. TALES’ OF THE BRIFISH AIR SERVICE By Mayor Wii11am A. Bisop, V. C., D. 8. O., M. C. Major Bishop, the premier ace of Great Britain’s Royal Flying Corps, 1s the only living person who has won the three distinetions of the Victoria Cross, the Distinguished Service Order (twice bestowed), and the Military Cross. Although only 23 years of age at the present time, he had been a member of the Canadian military establishment for three years prior to the outbreak of the world war, and became an aviator shortly after reaching France with the first expeditionary forces from the Dominion. During the past three years he has brought down 47 Ger- man machines in 110 air battles. Captain Albert Ball, several of whose exploits Major Bishop describes in the accompanying article, was only 19 years of age when killed, yet he long held the record among British aviators, the official count of machines destroyed by him being 43. At the time of Captain Ball's death Major Bishop had destroyed 15 planes. The latter rapidly took a commanding position in the records and a few months ago surpassed the count of his compatriot who had fallen. Major Bishop now not only outranks in air achievements every other member of the Royal Flying Corps, but has held the record for all the Allied armies since the death of Captain Guynemer, of the French Aviation Service. OME of the exploits of the late Cap- S tain Ball, V. C., were most excit- ing. He was especially noted for getting himself into the tightest corners and then, in an instant, turning defeat into victory and coming out of the fight victorious. Upon one occasion in the early part of his career as a fighter he had gone some twenty miles across the enemy lines, vainly looking for some one to fight with. Finally he saw two enemy machines fly- ing together. Without hesitation he flew straight at these two and engaged them in a fight which lasted over ten minutes, at the end of which time he found that he had run out of ammunition. The two enemy machines had also had enough of it by now and seized their first opportu- nity to escape, diving down to the ground. Ball was much disgusted at this and emptied six rounds from his revolver at the two diving machines. He then seized a piece of paper and a pencil which he had with him and wrote out a challenge for the same two machines to meet him at the same spot the next day. At the appointed time Ball turned up on the spot and a few minutes later the same two enemy machines approached him from the east. He flew toward them - Ball. 27 to engage in a fight, but at that moment three more of the enemy came down from the sky and attacked him. It was a care- fully laid trap and he had fallen into it without even suspecting that there was one. The three enemy machines that had at- tacked him from behind were of the latest fighting type and were all flown by expert men. At every turn Ball, who was under- neath and was thus at a slight disad- vantage, found himself outmaneuvered. Turn and twist as he would, he always found one of the enemy on top of him and another just ready to catch him if he turned the other way. Several times bul- lets passed within inches of him. Finally, deciding to escape, he realized that he must do something extraordinary; so he dived toward the ground and, picking out a large field, glided into it and landed. The three enemy machines at once sus- pected that he had been shot and forced to land, and they all glided down and landed, either in the same field with him or the adjoining one. ‘Then, jumping out of their machines, they ran over to Captain However, Ball, who had carefully foreseen exactly what would happen, had kept his engine running slowly while he was on the ground, and the moment he “Ioqiey TyWOTeS dy} Ul sdrys JO Jaquinu 9[qeJopisuod Aue FO [VATIIe JY} UO qe} SuIdsay Aq satpy ay} Fo jsed sy} UO sadAoW poze[duisjU0S quejioduit JO Uva] 0} JOAVAPUD SUOJNIT, oxy, “JULISIP Softw posIpuNny *& Soul] Jy} PUTYyoq Worf SuIAY ‘InOY UOOU dy} jNoKGe ddURSsTeUUODII INDY} OS SI PJIOM 9} UT A}ID JoYJO OU sdeysDg dn poy ” ayeul Ayjensn sion Awous oy, “SuUey[e_ oY} UI seq Sol][Y ay} ‘IyluoTeg se souvydire uo ‘ 6c ANWIdOWAV NV WOU IMINO'IVS AO MHIA AAY-S Gada 6 ‘OUT ‘DOIAIDS SuljeIIsN]I[] sso1g wor ydessojoyg “AJIULIFSIAYS jo SovpAy Ig OY} UL UOTPZTIATO 910}So1 0} SUIdTOY St YSTYM 91N}VIID9 PIsuIM 9} FO JUWOISap 9Y} JOAO PoyIOxd sulVasS Jopll qery s}t Jou yunoW o/quiny OY} JYWON “SYN, oy} WoIF pur’yT ATOPY oY} FO ysonbuosd JUsd91 oy} UT ojos Juejsodur ue podeyd UIv}IIG Jeoatry Jo sd1iog BUIAT YT [eAOXy oy, LHW LSM GNV LSVa :NYAGONW GNV LNYIONV ‘NOLLYLYOdSNVUL IO SGCOH LAW pooMsopuy WOOK WRG WG NY pooasapug, @ \ S\N NS 29 © Underwood & Underwood NO BOMBS WERE DROPPED BY THIS AIRMAN TN) HIS FLIGHT OVER THE HOLY :Crivsomu JERUASLEM WHILE IT WAS STILL IN THE HANDS OF THE TURKS, FOR HIS MACHINE BORE THE EMBLEM OF GREAT BRITAIN AND OF CIVILIZATION In the foreground is seen one of the holy pools, while the conspicuous structure in the middle background is the Dome of the Rock, a mosque erected over the rock upon which once stood the altar of burnt offering. According to Arab tradition, the Holy Rock covers the abyss in which the waters of the Flood are heard roaring, and it was here that Abraham was on the point of slaying Isaac for a burnt offering. . 30 WY) LLLLV#&#@#élld Y vw” Z Wy a we uml ts hl” Wf yy YY Y Y CAMEL MACHINES IN SORRRANERRRRANRNRE ROWWRWY¥’ ~, WWMM RWWBAWwvE QS Yy AIRPLANE WITH FOLDING WINGS, USED IN THE BRITISH ROYAL NAVAL AIR SERVICE The possibility of landing on the deck of a warship after a flight in air was first demon- strated by the late Eugene Ely on the United States cruiser Pennsylvania, off the coast of California. He alighted on a platform on that vessel without mishap to himself or his machine. 31 so Underwood & Underwood THE PARACHUTE IS THE BALLOONIST’S LIFE-BOAT This British observer, his balloon destroyed during the battle of Menin Road, in Flan- ders, descended into a treetop. While his comrades were climbing to his aid the observer succeeded in swinging on one of the ropes of his parachute to a near-by truncated tree, from which he slid to safety. 32 THE NATIONAL GEOGRAPHIC MAGAZINE 33 saw the others come out of their machines he tore off again and flew away from them. By the time the first of the Huns had been ale to get off the ground, Ball was over half a mile away and had made good his es- gape, fhe risk he took in landing this way was very great, as his engine might have stopped when he landed, in which case there would have been no way of starting it again and escaping. On another occa- sion, about six months later, ne (had ‘an’ ex- perience just as thrill- ing as the one above. He had chased an enemy machine for ten miles behind its lines and, on turning to come home, found himself cut off by sev- eral groups of the enemy. Picking out a group just in front of him, and the smallest group which was try- ing to cut him off, he decided to fly straight at the machines and through them. There were four in the party, and as he flew toward them they all opened fire at him, while he did the same at them. tite teader of the enemy patrol did not like it, however, and swerved to one side, just as Ball was hoping he would. Two of his followers did the same thing, per- haps in the hope that they would be able to catch Ball from the flank ; but it was all according to Ball’s plan and he carried on straight at the last man, whom he hoped would also turn. Photograph by Charles Martin MAJOR WILLIAM A. BISHOP ON A VISIT TO WASHINGTON While in the National Capital, a few days before his return to the front, Great Britain’s greatest airman called at the headquarters of the National Geographic Society to give the accompanying account of several of the exploits of his fellow aviator, the late Captain Albert Ball, V.C. During his stay in this country Major Bishop has rendered valuable assistance to American officers charged with the development of our great air fleet. At a speed of 250 miles* an hour they approached, both firing two machine-guns at each other. It looked as if they were going to go into each other. Both men seemed determined that they would not swerve the slightest. Ball told me later * They were each moving at 125 miles per hour. Photograph b \ S y Central News Photo Service Ss BRITISH AIRMAN GIVING A “PASS-WORD” SHOT TO HIS OWN MEN BELOW It not infrequently happens that anti-aircraft gunners mistake one of their own fliers for an enemy. In such cases the aviator fires a smoke signal from this type of revolver to identify himself as a friend. Today the signal may be two puffs of white smoke; tomorrow it may be three. that he was quite sure in his own mind that the man intended ramming him and thus causing death to them both. Many bullets struck Ball’s machine, one hitting an oil pipe, allowing the oil to leak and splash over him. His face was cov- ered with it and some of it got in his eyes and he could hardly see. He closed his eves and flew straight, firing as he went, expecting every second to hear the awful crash when they would strike. The other man, however, when only about twenty yards away, suddenly dived down 34 It is the “pass-signal” of the skies. and went straight to earth, where Ball saw him crash into the ground. Upon looking back upon the encounter Ball came to the conclusion that he must have killed his adversary with an early shot and the way in which the German fell back in his seat must have just held the machine in a level position for the length of time while he came on straight at him. Ball thought the man’s fingers must have remained on the triggers of his guns. Ball managed to escape the remainder THE NATIONAL GEOGRAPHIC MAGAZINE ©o oS isos He Mes. (CANNING AND IS KITE BALLOON The captive balloon is the all-seeing eye of a warship. approaching enemy fleets, but it readily detects the lurking submarine. fire of long-range guns. of the crowd, but a little later he had a most terrifying experience. While cross- ing the lines he had to pass over a very intense battle raging on the ground. Shells were dropping everywhere and he knew that in flying over this ground he was passing through air which was liter- ally full of shells in their flight. Suddenly, with an awful sound, a shell struck his machine about two feet behind where he sat, passing clean through the body of the machine without exploding. The unfortunate part of it was that in passing through the machine it practically severed all his control wires, which meant that all the mechanism which directed the machine—except a few strands of the cable—had been destroyed. His machine immediately went into a spinning nose dive and fell, out of con- trol. Simply by means of the most deli- It not only gives warning of It also directs the cate handling and great skill he managed, when only 2,000 feet from the ground, to regain control of his machine and headed it in the direction of home. Any ordinary pilot would have been content to come down and land in the first field; but not so Ball. His aerodrome was still twenty miles away; yet he flew this damaged machine all the way to it and landed there without further damage. His flight home must have been a terri- ble experience, as the shell in passing through his machine had strained it and damaged it tremendously, and at any moment the whole machine might have collapsed and fallen in pieces; yet Ball, with his customary coolness and courage, brought it back home to his aérodrome and landed. Twenty minutes later he was in another machine and on his way to the lines to look for another fight. ‘sjaqjnq gz Aq poinjound useq avAey OF punof sear surd oy} ‘sanoy UdAdS UL sa]IU OO JO IYSIY yySiu disj-punos & Jazze TyIuoOTeG ye aseq Sj 0} BSuruinjo1 UG ‘Te}Ided ysHyANy, ey} FO Joqiey oy} Ul pesoyoue sdiysieMm J9y}O [V1oAVS Puv wWaqgaor) JoSIN1d dYJ—S}os1e} 19y} punoy AT]eN}UWIA yorym jo Auvur ‘squiog QI JO OS1¥d B palisey Aauanof ay} fo dey ysey oy} UG “PyruoTeg pure ‘owURIIQ ‘aUIOY “esIg “eizadg ‘sa[[lesteyy “SUOA’T ‘SIIeg jo Aem Aq a[dourjurysuody 0} UOPUO’T Wot} JYSIP aIU-000'7 SP YAM PJIOM oY} PIYts}]o AyyUaIa1 YSIyM ouryd Fo odAy oY} St auTYeU d8IL] I, NVIdUVM HONS NNOH-NV-SWILN-ST1 VIVNS AHL FO ANO HIM NOSTYVd NOD NI NMOHS ANIHOVW ONICWOd AOVd-AWIGNVIL HSIlIad ALOWWVW V uosdwoy yp [neg Aq ydesso0joyg a A Yj Yj J a AeOUDN DEL (Ob BREST. ATR SH BPS) Skt TING. PORTE ON PATROU DUNG This striking view of an English sky fleet was made from a sixth dirigible. Note the typical English landscape with numerous hedges and rows of trees dividing the fields into odd-shaped polygons. SA SSNS SSA XK SV SN Photographs from Geoffrey Butler ONE OF THE BRITISH COASTAI, AIRSHIPS LANDING IN A GALE Q7 ITALY’S EAGLES .OF COMBAT AND DEFENSE Heroic Achievements of Aviators Above the Adriatic, the Apennines, and the Alps By KinpNEss oF GENERAL P. Tozzi, CHIEF OF THE ITALIAN Miurirary Mission N THE supreme struggle of civili- | zation the employment of twentieth century warfare’s most important weapon, the airplane, has entailed tre- mendous sacrifice and called forth inspir- ing deeds of heroism on the part of Italy’s airmen. None of the other Allied nations has faced such a variety of difficulties in the terrain over which its flyers have had to operate incessantly since the peninsula kingdom declared war on Austria in May, 1915. For two years the battle line ran tortuously among the perpetual snows of the Alps, and high above the mountain peaks Italy’s aviators performed with stoic fortitude their patrol of the skies, ever watchful of the enemy’s planes and keenly alert in scouting for information to aid their own advancing Alpine troops. While one branch of the Italian avia- tion service has been employed as aux- iliary to the land forces, an even more numerous force had to be organized at the beginning of the war to protect Ven- ice and many other beautiful and historic A SALVAGE CREW HOISTING AN ENEMY AIRPLANE WHICH BECAME A SUBMARINE AFTER AN ENCOUNTER WITH A VICTORIOUS ITALIAN AIRMAN 38 YYW; Yy RNC \ SRN Photograph by International Film Service SENTINEL OF THE SKY Vi, High up in the snow-covered Alps, circling above the rocky Dente del Pasubio, the lone Italian airplane is a veritable sky sentinel. In this picture the Italian machine is chasing an Austrian Albatross which attempted a raid on the Italian position on the mountain top. 39 40 THE NATIONAL GEOGRAPHIC MAGAZINE cities of the Venetian plains from the ruthless bombing raids of enemy air- planes. Fleets of seaplanes were also re- quired to patrol the long Adriatic sea- board of the peninsula to give warning of the approach of raiding Austrian war- ships, while a constant lookout main- tained for enemy submarines was no small part of the duties performed by the Italian air forces. With mention of her defensive and scouting air service, developed in the face of a foe already thoroughly equipped in this branch’ ‘ot “warfare, the story ‘of Italy’s air achievements only begins. Tremendously effective has been the de- structive work which this nation’s avia- tors, piloting huge Caproni cars, have wrought on Austrian naval and military bases—Pola, Fiume, .Trieste, and Cat- taro. TWO EXAMPLES OF ITALY’S AIR ACHIEVEMENTS Two concrete examples of, Italian ex- ploits in the air are typical of countless deeds involving exceptional skill, un- daunted perseverance in overcoming enormous difficulties, and magnificent daring in the face of death and disaster. A short time ago two squadrons of Caproni bombing machines, rising at four-minute intervals between units, flew from a base aviation camp, located some- where in the Venetian plain, to another camp in the vicinity of Milan. This was the first lap of a history-making expedi- tion through the air. The start for the second lap, from Milan to Rome, was made at 8 o’clock the following morning. Rising from a sunny field in Lombardy, the machines had proceeded only a few miles in their southward flight toward the Apennines when they were enveloped in dense banks of fog and masses of cloud. But on they flew, the pilots guided only by their compasses and baro- graphs. Over Piacenza they soared, but that city was hidden from the air voyagers by impenetrable mists. Now, according to their calculations, they were approaching the foothills of the Apennines. They be- gan to mount higher and higher, until their barographs registered an elevation of nearly two miles—a height sufficient to enable them to negotiate the rift in the peaks known as Cisa Pass. The calcula- tions were accurate; had they been even slightly in error, the great machines, their pilots sightless amid the clouds, would have shattered their wings against the rocks, like migrating birds dashing them- selves to death against the walls of light- houses in their night flights to southern climes. CAUGHT IN DANGEROUS CROSS-CURRENTS Once over the great range of moun- tains known as the backbone of Italy. the pilots dropped to within a few thou- sand feet above the land, between the cities of Spezia and Massa, on the shores OnatnerWictimane sea: Scarcely had the air fleet emerged from the clouds, however, than they were caught in the dangerous cross-currents lying between the mountains and the sea. The machines rolled and pitched like cockleshells in a choppy sea. Safety had to be sought in smoother air strata, and the groups of airplanes were forced to break up into units in their search for less turbulent currents. A whimsical fate directed one of the pilots over Viareggio, his home town, and as the whir of his propellers was heard in the distance the people gathered at their doors to watch the birdman soar by. Passing within a hundred yards of his own house, the pilot waved his hand to the aged couple standing on the steps gazing with eager eyes at the giant air- craft but ignorant of the fact that it was their own son in the seat of honor. Past Pisa and Leghorn and over the Lake of Bracciano the squadrons flew, and shortly before noon, after a great spiral evolution over the Eternal City, they descended in the rain on the field of the great aviation camp which lies almost in the shadow of the Seven Hills. The trip from Milan, through fog and over mountain, had been accomplished in less than four hours. The second lap in the journey had been completed without ac- cident. At ten the next morning the two squad- rons once more spread their wings, head- ing this time toward the southeast, their Official Italian Photograph THE DOORS OF AN ITALIAN AIRSHIP STABLE ARE STRONGLY BUILT, IF NOT ALWAYS LOCKED Danger lies not in the theft of the machine, but in the irreparable damage which would result if a gale should biow the doors in upon the dirigible, rip the gas bag, and derange the delicate mechanism. objective being the Adriatic seaport of Brindisi, famous in ages past as the port of debarkation for many historic expedi- tions against the enemies of Rome. It was a five-hour journey, performed according to schedule in spite of the fact that at one time the airmen were forced to mount several miles in order to rise above a thunderstorm. ‘Thus ended the third lap. THE FLIGHT ACROSS THE ADRIATIC The fourth and final stage of this mo- mentous expedition was begun after dark- ness had closed in upon the Adriatic. Reserve tanks of gasoline had been at- tached to the machines, assuring fuel for a six-hour continuous flight at top speed, for these were not hydro-airplanes, and a sudden descent into the sea would have meant the loss of planes, pilots, bombers, and observers. As the great night-birds set out over the sea, steering in a northeasterly direc- tion, a dim glimmer of lights flashed from the waters like the fitful glow of fireflies. 4I These were the Italian torpedo-boats marking the way for the airmen. After a flight of more than 150 miles across the Adriatic the dim _ shoreline of Montenegro was vaguely discerned through the mist. A half hour longer and the squadron veered to the north, Overtime Wake or ocutar Soon the darkly wooded mass of Monte Lovcen (the Black Mountain, from which the Kingdom of Montenegro takes its name) loomed like a vast shadow upon the horizon. Passing to the east of this peak, the Capronis soared over Cettinje, where Austrian lights twinkled in what was once the palace of King Peter. No bombs were dropped here, for all were needed to wreak destruction upon Cat- taro, which the raiders were now rapidly approaching. Suddenly the searchlights of the Aus- trian ships in the basin of Cattaro harbor began to cut the skies; the whir of the Italian planes had been heard. Almost simultaneously with the realization that danger was at hand, the Austrians began Sotto}jeq AWIUS JO UOTBIOT OY} JO s}sitappyse uelypejyy ay} SurAjiou ‘snyeiedde ssajoirm JO suvou Aq ‘pue ‘suol} -isod puv soyoduet} uerysny oy} Jo sydeisojoyd Suryr} ‘sour. s,Auiausd oy} I9AO AY ATSNHONuTWUOD ‘MoUs puUe ‘UIeI ‘PUIM 9} JO SsayTpIesoai1 ‘soueyd asoy J, SAUNIHOVW HONVSSIVNNOOUY NVYVIVII ‘TOAYAMOd JO dNOND V UOT AYOLOVA OVIINOd AHI AO UVONVH ALAYONOOD GNV “INHLS ‘SSVWID HLOWNVI V Tjeynuue A OJloquie’yT ydey wo1y ydessojoyg 42 NOISSIW V NO LUVLS OL LNO ; - f F ndeisoreu een eraou L aqV SUNWIdYIV-ONGAH NVIIVLI JO dNOWD V Uy Ly ah ‘ . ay << ' : \ MSG oo OOCQE i ae WN \ \ ‘ \ \ \ \ & LN 43 ‘souluuady oy} pure sdjy oy} Jo s}ystay AMOusS dy} SuOWUe suOT}eIodO puey-sAOqe I9q} uo f1IvD O} PodIOf Udsdq VAvY Ady} puUv ‘souTIeLUqnHs JO YI1vos UT jo1jed 0} voie vas JSBA & pry sAeY Ady} ‘AW Aq-1v9dU B JSUIeSe PUSfap 0} seo -vas papua}yxo ue prey savy Ady], “SuUBITeIT OY} VALY SB SsodINS [RUSIS YONS YUM pur soT][NOYJIp AueU OS PatoJUNOIUD DARCY UdUIITe SuUIYSY M7 SdIV AHL AAOGV INOOW OL, ACGVAN SHNVIdaYIV NVIIVII AO SNOWaVAOS Ipawnuue \ oPaquie’y -ydesy woz ydessojoyg 44 Official Italian Photograph THE BLACK CROSS OF DEFEAT An Austrian airplane brought down on the Italian front to feel the deadly blows from above. Fires in arsenals, shipyards, and ware- houses began to flare in the wake of low- flying machines, and the noise of the anti- aircraft guns was mingled indistinguish- ably with the detonation of exploding bombs. Releasing their remaining explosives upon the island of San Marco, the two squadrons, unscathed by the shots from the fort batteries, successfully eluded the Austrian airplanes and made the return flight without loss or further incident, having performed one of the most extra- ordinary feats of the war. Cattaro was supposed to be Austria’s most inaccessible naval base. While not so noteworthy in the char- acter of its military mission, even more thrilling was the bombing raid carried out by a squadron of twelve Capronis from a base near Pordenone, the objective be- ing a strong Austrian railway center and supply depot rco miles distant. The bombing machines were under the direction of Squadron Commander Bar- bier1, mounted in an airplane piloted by Captains Salomone and Bailo. 45 Searcely had the fleet taken the air when a dense fog was encountered. In it several of the units became separated from the main group, and among these was the machine of the commander. When the enemy lines were reached Colonel Barbieri was cut off from _ his companions, and the Austrian pursuit planes singled out the commander for destruction. A terrible battle ensued, the Barbieri airplane being attacked on all sides by the Austrian combat planes. The Italian pilots jockeyed for position with daring evolutions, while their machine - gun spurted a constant stream of bullets. Finally, Colonel Barbieri, who was work- ing the forward aircraft gun, was struck in the forehead and lay lifeless on his Weapon. But the struggle continued, for Cap- tain Bailo, who had left. Captain Salo- mone to steer the airplane, worked the rear machine-gun without a moment’s pause. Soon he also was hit and fell dead in his seat. Still Salomone would not surrender. Seated between his dead companions, tense over his controls, he Photograph by Edwin Levick THE GREAT CAPRONI BIPLANE FLYING NEAR THE WOOLWORTH TOWER, THE TALLEST BUILDING IN THE NEW WORLD, ON SECOND LIBERTY LOAN DAY This gigantic plane sailed from Newport News to New York with ten passengers. With its Italian pilot, it also flew from Newport News to the National Capital and return, follow- ing the course of the Potomac. Although a ten-passenger aircar, this machine is only the “little brother” of the Caproni triplane, which has a carrying capacity of 25 passengers. continued to defy the enemy. A bullet struck him in the head; he was blinded by his own blood. The Austrian planes were now certain of their prey. Perceiving the two dead passengers in the car, they made signs to the pilot to surrender. But Salomone’s will was firm—the Italian machine must not fall into enemy hands! With unpar- alleled fortitude he maneuvered inces- santly and, although seriously wounded, succeeded in escaping from his assail- ants. He brought back to the Italian 46 camp his machine with the bodies of his fallen comrades. In addition to the marvelous work done by the Italian bombing machines is to be recorded the admirable daily work of the reconnaissance Italian machines, which, regardless of the rain, wind, and snow, continuously fly over the enemy’s lines, taking photographs of the Austrian trenches and positions, and by means of the wireless apparatus notifying the Ital- ian artillery of the location of the enemy’s batteries. And when, on dark nights or THE NATIONAL GEOGRAPHIC MAGAZINE AT in the early dawn, the Austrian and Ger- man planes come to bombard our open cities and barbarously to destroy the art eseasures of Venice, of Padua, and of Verona, then it is that our courageous combat pilots mount at once to the sky and, with firm hand and stout heart, meet and bring down the invaders—as, for instance, Major Baracca, who brought down 30 of the enemy’s machines, and Colonel Piccio, who brought down 20. The achievements of Italian aviation during the last three years have not been confined to the theater of war. Its pilots recently have established new world rec- ords for non-stop flights, for speed and altitude. ‘The plaudits of the Allied na- tions recently sounded for an Italian aviator, Captain Laureati, who piloted a Sia plane from Turin over the Alps, across France and the English Channel to London, a distance of 700 miles, without alighting; but this distance record was almost immediately eclipsed by the same pilot, with another non-stop flight of THE ITALIAN HILE most of America’s air- \ men will probably see service above the battle-line which ex- tends from the North Sea across Bel- gium and France, they will not be for- getful of the superhuman skill, daring, and self-sacrifice of their allies beyond the Alps, the intrepid Italians, whose country produces no coal, no steel, and food insufficient for her needs, yet has managed for nearly three years to main- tain her armies against the ceaseless ham- mering of Austrian and German guns. Italy, the mother of civilization, of art, and of science, and the cradle of intel- lectual liberty, began fighting the invaders from the North a thousand years before the discovery of America. She has given to the world Marcus Aurelius and Dante, Columbus and John Cabot, Leonardo da Vinci and Galileo, and in more recent 1,004 miles, from Turin to Naples and re- turn. Another Italian aviator, Lieuten- ant Guidi, established the record for highest flyer of the world when he took his machine to a height of 26,400 feet, five miles above the earth and more than two miles above the summit of Mont Blanc, the loftiest mountain of Europe. Sergeant Stoppani, piloting a one-seater fighting airplane, type ‘“Savoia-Verdu- zi0,” on the 28th of September, 1917, left Turin at 2.45 p. m., crossed the Apen- nines to the sea, and, following the shore line, arrived in Rome at 5.35 p. m., cover- ing a distance of 390 miles in two hours and fifty minutes and at an average speed of 138 miles an hour. These achievements are indicative of the place Italy is expected to take in the development of aviation when the world is once more at peace and men’s minds may turn with confidence to the produc- tive pursuits of transportation and inter- national commerce. RACE days Volta, Galvani, Garibaldi, Verdi, and Marconi. Just as the New World was given to civilization by her two great navigators, Columbus and Cabot, so the infinite realms of space were revealed to man through the gift of the telescope from Galileo, that monumental genius who also helped to perfect the compound micro- scope which has made modern medicine and modern chemistry possible. Like- wise it is Marconi’s gift of wireless telegraphy which makes the observation airplane a truly potent factor in battle. One of the marvels of human history is this extraordinary Italian race, that for 2,000 years has blessed the world with one succession of geniuses—musicians, authors, creators of inspiration and ad- vancement—from which all other peoples have benefited. Tue Epiror. BUILDING AMERICA’S AIR ARMY By Lieut. Cot. Hiram BincHam, SIGNAL Corps, U.S. AG CHIEF oF THE AIR PERSONNEI, DIVISION IN THE OFFICE OF THE CHIEF SIGNAL OFFICER OF THE ARMY FTER a trip halfway around the world, there arrived recently in a Southern port of the United States a large steamer loaded with castor-oil beans. During its voyage many thou- sands of acres of ground were being made ready to receive the cargo the mo- ment it was discharged, and factories even now are being prepared to turn the forthcoming crop into lubricants. Here is a little side glimpse into the new industrial problems created in the manufacture of America’s wings. .\Amer- ica, though in a sense the home of lubri- cating oils because of her enormous fac- tory system, had not in her whole long list one which could stand up under the power of the Liberty Motor. All of them scotched and burned in this new-found strength. The lubricant from the castor-oil bean, however, proved a single exception. Un- fortunately the growing of these beans had. been discontinued, owing to the in- flux of cheaper beans from India. ‘The importation of these had been stopped recently by an embargo put into effect by the British Government. The only solution to the problem was to reéstablish the castor-oil bean-raising industry in America. By a special arrangement with Great Britain a cargo of beans held at Bombay was released and rushed to this LIGHTNESS WITH STRENGTH If 60 people can sit on the wnsupported end of one pair of wings of an airplane, as shown here, we need have no fear that these wings will “crumple up” in the air 48 GCC \N Y Y Y Y © Underwood & Underwood WOMEN AT WORK ON THE WINGS OF VICTORY The planes of a flying machine are covered with a special quality of Irish linen, which is stitched tightly over the framework by women seated on opposite sides of the plane and using three-inch needles. The British Government has promised that linen in sufficient quan- tities will be supplied to the United States as rapidly as needed to complete our airplane- building program (see page 55). 49 PENAL IN PUNCHING MACHINE IN The world is no longer a stage with the machine shop where each must do his or her with care, the fittings for a flying machine. country. Meanwhile, necessary prepara- tions were made for planting the crop and extracting the oil when the harvest shall have been gathered. This has been done, as so many other new, unexpected, and surprising things have had to be done, in building up Amer- ica’s Air Army. If ever there has been a succession of unforeseeable needs, of baffling problems, and of almost heroic methods to hew through to results im time, it has been in the effort to establish upon almost no foundations whatever one of the most intricate, and I am not sure it is not the most intricate, industry in the 50 © Committee on Public Information AN AIRPLANE PARTS FACTORY men and women merely players, but a vast bit—in this instance punching, and punching world. I only wish it were possible to thrill others with a little of the romance of this new industry which has so thrilled us here in Washington during the past six months of effort. Many people think an airplane is a sim- ple thing to build—a pair of wings at- tached to some sort of body, with an en- gine in between and a propeller in front. A few rough cuttings, it is pictured, a little nailing up, and the machine is ready. This is not at all surprising, for even many manufacturers themselves are igno- rant of the fine workmanship and ma- terials which must go into an airplane. W \N Uf Yj Ai SS A \\\“ WW © Committee on Public Information GIRLS MAKING AIRPLANE TURNBUCKLES Every job in the manufacture of a flying machine is a responsible job, for, like the famous One Hoss Shay, every part must bear its burden of terrific strain as long as any other part. Colonel Deeds has in his office a letter from a manufacturer who gave two dredges, among other things, as equip- ment on hand which might work in some- how in airplane work. Let me try to depict by a rough picture a plane in the making. Suppose, for in- stance, you were set to driving 4,326 nails and 3,377 screws. Undoubtedly that would be quite a task—a total of 7,703 separate operations. Well, when you had reached the 5,000 mark you could truth- fully be told that you had done less than two-thirds of the work of this sort re- quired for a single airplane. (These meutres-ate for a training plane; for a French battle-plane 23,000 screws are said to be needed.) Somehow a plane looks so simple and floats so gracefully through the air that we lose all thought of the skill that goes into its making. ONE OF AMERICA’S AIR TRIUMPHS Just recently we have received some figures of the material which is required for one of the simpler training planes. For instance, 921 steel stampings must be cut out, 798 forgings cast, and 276 turn-buckles, all for a single machine. Think, then, of the hundreds of thou- sands of such pieces needed. for the thou- sands of planes in the American program and of how utterly hopeless the situation would be if those parts were not stand- ardized, turned out by machinery in tens of thousands, and usable in scores of dif- ferent factories on any kind of plane. The reduction of aircraft manufacture to the simplest, standardized, quantity pro- duction basis has been one of America’s great triumphs in the air and an achieve- ment which very soon will be making itself felt. But metal must be used in an airplane as little as possible. It is altogether too heavy, especially when a few extra pounds make all the margin in speed between victory and defeat. An engine of 300 horsepower is in itself enormously heavy to rise into the air; so that the rest @ Committee on Public Information TRUING THE AIRPLANE, ONE OF THE VITAL INTTIAL STEPS IN THE CONSTRUCTION OF AMERICA’S SKY FLE BT A manufacturer who wanted to build flying machines for the government, but whose bid was rejected because his plant was inadequate, was very wroth and declared scornfully that he could whittle an airplane out of a tree in a few weeks’ time, at a cost of a few hundred dollars. The illustration shows one of the necessary operations which the whittler would have overlooked—the establishment of an exact level for the key part of the fuselage, or body. The man to the left is watching the bubble in the spirit-level, while the other mechanic is adjusting the supports to the required tautness. of the machine must attain the very acme of lightness. That very lightness, however, entails enormous strength and perfect adjust- ment. Think of the strain which is ex- erted on every wire and nut, every inch of linen, and every bit of wood as this 300- horsepower mechanism rushes through the air at 150 miles an hour. Cyclones often do not go as fast, and we can easily picture what happens to a strongly built house when the air strikes it at that speed. TREMENDOUS PRESSURES MUST WITHSTOOD BE But if the strain is great simply be- cause of high speed, what must it be when a plane suddenly careens down- ward, taking a tremendous pressure off one part and hurling it upon another. 52 It is that kind of sharp, sudden, unevenly distributed shock which allows the slight- est tap of a knife to crack an egg or the explosion of a depth bomb to crush in the unprepared side of a submarine. Obviously a plane must be built so skill- fully and of such perfect material as to withstand not only the pressure of its cyclone speed, but also the added shocks of its sudden evolutions. The one material which gives this double characteristic of strength with lightness is spruce; not the ordinary spruce, but a super-selected spruce from the giant trees of the Pacific coast. Few would believe that this would present much of a problem with America’s vast resources; but when one considers that only a small fraction of the very bess spruce is usable at all, and that the war has vastly increased the demand for that, SS © Committee on Public Information AMERICA’S WOMEN ARE ENLISTED IN THE AIR SERVICE OF THEIR COUNTRY Not only in munitions factories does the skilled workwoman find her opportunity for war service. the difficulty will begin to appear. Let me explain this in detail. The ideal trees for airplane spruce are the fine old patriarchs, scarce enough at best, which have a girth of about 14 feet and run up 160 feet without a branch. Now when this splendid wood is cut 52 per cent is thrown out at once—the part in the heart where the grain is too cir- cular and the part at the circumference where the grain is too coarse. Another IO per cent is culled out for various rea- sons and another 7% per cent lost in kiln shrinkage. This leaves us less than one- third of our original wood for further selection. Filing fittings for the wing spars of airplanes is this girl’s task. Of this third, however, only a small proportion is fit for the more delicate work. Less than 1 per cent of it has the necessary length and strength for aile- TONS). 2. ee per Celt issute TOM une mula beams; 4.6 per cent for the long struts, and the same for the landing gear. The balance can only be used for ribs and the smaller fittings. STRAINING AMERICA’S LUMBER RESOURCES These figures show why America’s vast lumber resources are being strained to the limit to build our air fleet. They ex- plain also why it has been necessary for © Committee on Public Information WINGS FOR THE AMERICAN BIRDMAN Upon the flawless strength of its parts may depend in some critical moment a precious piece of information or the life of one of America’s “Aces” the United States to take over the whole spruce output as agent for the combined Allied program and eliminate the ruin- ous competition which had prevailed be- tween the English, French, and Italian governments. Despite every effort, however, the sup- ply was still inadequate. There. was neither the labor nor the mills to get out the necessary cut. Consequently Uncle Sam has had to go into the forests him- self to supplement the present private re- sources. Lumber squadrons of several thousand men are being recruited to get out the trees, and additional mills are be- ing set up to saw the overflow which the present mills cannot handle; for the war will not wait. But, even with our lumber all milled, the task is but well started, for all the detailed cutting to standardized sizes, the construction into base units, such as wing- spars and ribs, and the assembling into completed sections of a plane still remain. Now. that planes must be built by thou- sands, it is easy to see how vital it 1s to simplify and standardize each part so as 54 to decrease manual labor as much as possible. It has, indeed, been no light task to harmonize all the conflicting sizes and shapes and bring them down to a few simple forms, especially when types are changing almost daily. FOLLOWING AN AIRPLANE WING THROUGH ITS MANUFACTURE Let us follow an airplane wing, for instance, through its various steps in manufacture. It looks simple enough as we see it all finished, with its slightly polished covering and its ultra-simple lines. Little does it show, as the face of a watch fails to show the delicate works within, that its making has neces- sitated the mobilization of the best work- ers and the best materials of America. The lumber, as we have seen, comes to the factory roughly cut along standard lines. Here, however, it must be rein- spected and a large proportion thrown out because of sap-pockets or deviations in grain. It must also be further shaped, reinforced in places of stress, hollowed — Yy , Y Yy Y Y, © Committee on Public Information “DOPING” THE WINGS OF AIRPLANES In the parlance of the day, “dope” suggests sluggishness and lowered vitality, but in the manufacture of airplanes it means speed. Dope is a liquid compound with which the linen covering the wings of a flying machine is treated to shrink the fabric and make it taut over the framework, thus reducing its resistance to the air. out in places of extra weight, and made Feady as unit pieces. This is a task for the finest woodworkers or cabinet- makers. Then comes the laying of the keel, as we may call it, the putting down of the basic wing-spars, simple enough in ap- pearance, but so carefully selected that their final cost is estimated at from $30 to $50 each. Next is the fitting in of the ribs, or cross-pieces, aS many as 30 to a wing, and themselves coming to a final cost of about $9 each. Obviously, again, only an expert in woodworking can se- cure the exact setting required. When finally all the ribs are firmly joined, the wing remains but a skeleton without the necessary covering to make am sod. Linen (s the one perfect ma- terial known for this purpose, because it is light, strong, and will not rip, as cotton does, when pierced with bullets. But the supply of linen also ran short under the tremendous war demands, especially with that from Belgium and northern France o1 On cut off, and it was only when England mobilized all her strength that the world’s best supply center in Ireland was able to rise to the demand. A little idea of how much is needed for the American pro- gram alone is found in the fact that each of our thousands of machines requires 201 square yards. A MAXIMUM OF STRENGTH AND LIGHTNESS Once secured, the linen must be cut to size, reinforced in places of stress, and then sewed in back and forth over each rib to make it absolutely tight and able to withstand a 150-mile wind pressure. This work is mostly done by women working in pairs, pushing a long 3-inch needle from one side to the other. No one has ever estimated the number of stitches necessary for a single plane. When the sewing is completed, our wing 1S in.a semi-finished state. It rep- resents the maximum of strength and lightness which human ingenuity has as Public Information © Committee on ARTICULATING THE SKELETON OF AN AIRPLANE’S FUSELAGE, OR BODY Various parts of the framework of our flying machines and the metal fittings are made in widely separated factories. They are then shipped to assembling factories, where the parts are put together and wired by highly specialized workmen. ; yet developed; but its surface is still rough and not yet drum-tight. To effect this, three coats of “dope” must be ap- plied. This is a cellulose chemical prepa- ration which was produced here only in small quantities before the war and of which 59 gallons are necessary for every plane. It contracts the linen appreciably, making it very taut and slippery, so as to decrease wind resistance. A final ap- plication of varnish to make the wing water-tight renders this part of the plane ready to be brought together with the other parts—engine, fuselage, propeller, controls, etc. And so throughout the whole plane there is not an item which has not been built with infinite care and skill, balanced to the finest mechanical nicety, reduced in weight to the smallest margin of safety, always in the continued struggle to har- monize the antagonistic elements of light- ness and strength. When, for instance, we look at the gently sloping curve on the fuselage behind the pilot, we are not 56 apt to realize that some expert engineer has made this in place of a right angle in order to prevent air currents trom eddy- ing back and decreasing: the speed of the plane several miles an hour. Every sharp line, every superfluous wire, every unnecessary bit of material, adds to the weight and the wind resist- ance of the plane and holds up its speed through the air. Hence a continual strug- gle is ever going on between the experts of each army. With every enemy ma- chine captured betterments are noted which further tax our industrial re- sources here and call for a higher degree both of skill in labor and of perfection in materials. A DAY-AND-NIGHT RACE I shall not repeat the story of the Lib- erty Motor, for that is well known; but I do want to place one question: Where has it been possible to secure sets of the ac- cessories needed for every one of our thousands of machines, sets including a — © Committee on Public Information PUTTING THE FINAL TOUCHES ON AN AIRPLANE PROPELLER Like the screw of the ocean liner, the air propeller of the flying machine is the primary medium of locomotion. It must be able to withstand a terrific air pressure, estimated at several tons, and must revolve with sufficient rapidity to drive the machine at incredible speeds, up to 150 miles an hour. These propeller blades are not made of single pieces of timber, but of from Io to 25 pieces of walnut, mahogany, white oak, or cocoa-wood, all care- fully laminated. required to allow the parts to set after having been glued. Paromicter, an air speed indicator: an aerial compass, an inclinometer, an altim- eter, etc., the finest kinds of implements, practically non-existent in this country before the war? The mere names of the instruments and the skill which every layman would associate with their manu- facture open up what has been another tremendous industrial problem in our Air Service. Earlier in this article I used the word “intricate” in connection with airplane manufacture. Perhaps the foregoing statements will have demonstrated its correctness; but let me add a few other considerations. This program spells vic- tory or continued deadlock abroad. Its completion means thousands of lives saved. Yet overprecipitateness means defeat and terrible losses. The two must be harmonized—a superhuman speed in building up a series of new industries, BY, It takes ten weeks to make a propeller, three weeks of that time being . together with an absolutely infallible me- chanical judgment and skill. Naturally the strain on those responsible is great. I only wish the country might catch the romance of our new air industry. Itisa day-and-night race against time along a course only semi-lighted and full of pit- falls. So far we have been fortunate in that the delays, the mistakes, and the diffi- culties have been largely offset by the unanimous effort and good-will which have met us on all sides. The race, how- ever, is not yet over and will not be until peace is signed. And until then we need the intelligent interest of the public in the baffling but fascinating work before us. GREATER PROBLEMS OF PERSON NEL THE EVEN If the problem of providing machines and equipment for a great Air Army is one to tax the industrial and natural re- ‘snojownu d10lU UdAA die Aay] AVI] puke ddURI UT “eoLIOWY Jnoysno1y} ssoquinu Surf{dijjnu Aypider ur punof 9q 0} 91” Jaa}s pue ‘d}J9TDUOD {[eJaW JooYS JO SIVSUPY OSUDIULU] “dINJONAYS YIN A][eMURIsqns ‘asiey[ ve SsormMbor sueyd sty nq ‘Ays Uodo dy} JopuN JO ‘Jud} & ‘Jnosnp ev UT dovj[s Av IOJEIAR UY LOTId NVOINAWVY NV YOT ANV’IduIV-OUGAH LINVID V DNICTINGA DAIIS OJON SMON [e1juaD Aq ydessojoy J N NS YPOM V IOF ‘UOISLAJOdNS [HZYO}eM Jsour oy} ynq ‘diy ©Yy} JO uonon MK ~Y SRY 1}suo 8) S) Y} ynq ‘so}eyG | | 4 4 S pou, ey} ynoy SONIM WHHL Ne UCUL10. Qa Oo AYL OL AGVWA LSOW IV UVM I1OJIVJ JO SI109 M Po][P]s A[UO Jou noiy} s s) a O ul ul Jind =) J poiny WO SONI ¢ OUTS [VI oe ynueUL ou IOJCIA iysn 1oq l ® dq} 0} Yop u UL PozipeLoads o1e e our APU ¥ ATUoly JOJOYL Aysoqvy oy} TatId Nazod V Cs contccrrpmapaonsesssasisastite | IOMOUP , ST SOA] JO sje If oY} ur yurof ISUloy} souryd dd Snolie A, SOOewow 59 © Underwood & Underwood AN AIRPLANE IN THE CATERPILLAR STAGE OF ITS EVOLUTION Before it receives its wings, the flying machine’s motor mechanism is thoroughly tested. All the big plants where thesé craft are being made are under the protection of our soldiers, one of whom is to be seen on guard in the foreground of this picture. sources of the nation, and the ingenuity and enterprise of our people, the selec- tion and training of a matchlessly skilled and intrepid personnel to man our sky fleets when they are completed present problems of perhaps even greater in- tricacy. The task of providing men has required not so much a broadcast recruit- ing as a careful, intensive selection among various isolated classes of specialists and the upbuilding of nearly a dozen courses of training as widely different as black is from white. We are apt to think of the air service only in the terms of aviators, little realiz- ing that for every aviator there must be nearly a score of other men—psycholo- gists, factory inspectors, photophysicists, welders, expert enginemen—and so on down through a long list. All such men are truly specialists; they are scattered very thinly through society, but must be sought with the utmost care and given a specialized course of training to adapt their present skill to the intricacies of aircraft work. 60 NEEDS DIFFICULT TO FORESEE Needs for such men are most difficult to foresee at a glance; in fact, they are apt to become suddenly evident as the situation unfolds. One day, for instance, the Equipment Division will complete its analysis of requirements and put in a re- quest for several thousand trained fac- tory inspectors, vitally necessary to ap- prove the material purchases of about $350,000,000 entrusted to this division. Obviously, this is difficult, painstaking work, requiring the selection of men of experience from a field not very large. Photophysicists may be the next neces- sity—fast news photographers trained in the speed of journalism and able to con- vert a plate from an airplane into a print ready for the General Staff within ten minutes’ time. They must be almost hand-picked from the newspaper offices of the country, creating indeed a void here, but at the same time becoming the only authorized photographers of all. Uncle Sam’s military operations, both for eee ee ae Se a Yn 4 Gy LIGHT AND TRIM, BUT TOUGH AS STEEL The strain of twenty men seated on this eggshell of an airplane body is not nearly so great as the tremendous tension caused by a many-horse-powered motor driving the machine through the air at twice or three times the speed of an express train. immediate public distribution and for “Vhe Official Pictorial History of the War.” Then comes the need for psychologists, doctors, dentists, and pharmacists. Few people realize that the air service must have its own medical staff, first, because our new flying fields are in themselves large communities subject to the ordinary sicknesses, and, second, because a most careful check must be kept by a skilled physician against the nervous wear and tear of the service. Some aviators who might slowly burn themselves out by too steady concentration are saved by watch- ful attention to the first signs of weak- ness. LIFE OF AN AIRPLANE ENGINE ONLY 100 HOURS Very possibly the Squadrons Sections will suddenly state a need for several hundred mechanical engineers to carry through all the intricate oversight of planes in the field. We little realize that 61 the life of an airplane engine, for in- stance, 1s hardly over a hundred hours, and that the continual substitution of new parts, a few at a time, often entirely re- makes it: “Indeed, .for every plane and engine which we ship to Europe we must ship approximately 70 per cent of spare parts for repairs. The judgment as to when new parts shall be put in is the answer to the life of the plane and must be entrusted only to expert engineers. Even more difficult, on account of the very much larger number involved, has been the supplying of skilled mechanics— men who can take an engine or a plane apart and put it together again; men skilled in such work as engine-fitting, welding, propeller - making, magnetos, wing construction, lithography, vulcaniz- ing, and the like. It has been necessary to seek them out oftentimes in the by- ways of industry, in small boat compa- nies, for instance, where are found men ideal for woodworking, or in garages throughout the country, where are found ‘61€ aed ‘(Z161 ‘19qO0}IO) JOqUINN Sey ‘ANIZVOVIV » MHAVAION) IVNOLLVN 99S SolUNOD J9YIO JO SWo[QWlo JFeIOITL 9} 1O.f ‘pat St 1o}U9) OY, “PpEey onyq & UO azyTYM St ‘Wt Sunured st oyM URL 2Y} UBY} Jo][v} DOURJSUT SITY} Ul “IeIs URSIIOWY oY, ‘o]qQISsod sv oB1e] se aq ysnul uOT}eU Yoea JO souL[d SuUNYSY ay} JO ssuIM oY} UO sug{quia dy} ‘Sapnqnye Ysiy ye s[qIuUJIISIP A[Ipeat aq 0} JapIO UT] VIdalV NVOIWANV NV dO SONIM HHL NO UVLIS DNIHSINONILSIG AHL ONILINIVd aotuy) JodedsMon UtoJsaA, Aq ydeisoj0g cerca cra gam ‘ te je . *(Jeo a} JO Apod dY}) ISLTOSN}F OY} 1JOF SSulzY [LJOW JO SuLyeU oy} st soueyd -11e JO dinjoeynueU sy} UL suUOTyetodO 9}edI[ap JsOW dy} JO su_O AOVAd GNV AAOLOIA MAHIHOV OL SI UV AHL AO VAVWAV S.VOINANV Il ‘ONOULS AL LSOW JIOd AWA “TAM AT LSAW MAAOS HOV JAOqGIOH{ W jepey Aq ydessojoyg 62 AN AVIATION SCHOOL MACHINE FLYING OVER BISCAYNE BAY, FLORIDA Speed, handiness, and great climbing ability are three essential qualities in a warplane. A machine admirably constructed for fighting at low altitudes but ineffective at an elevation of two and a half miles would be worthless, for in modern air battles it frequently happens that the scene of conflict is four miles above the trenches. The quality which a fighter most values in his machine is “handiness,” of which speed is one of the chief factors. 63 © International Film Service BOAT-HOUSE AND LAGOON AT THE GREAT LAKES TRAINING STATION In training aviators for the war necessities of the hour America is also providing for the days of peace, when the airplane will play an important role in national and international commerce. Many questions remain to be solved—rules of the air, as compared with rules of the road and of the sea; the right of landing; the mapping of air currents; the collection of customs on airplane freight which may be deposited in any part of the country after a flight over international boundaries. Photograph by Edwin 1,evick MINEOLA CAMP MILITARY AVIATION SCHOOL American fliers are in training not only in this country, but also in Southern France, and in a short time the red-white-and-blue star, distinguishing symbol of the United States military airplane, will be “clipping the corners of the pyramids,” as our student airmen have been invited to use Great Britain’s splendid flying school in Egypt, where the weather con- ditions are ideal from December to December. ‘padojaaap st Joijed ysvod |elige Jo weisoid posodoid dy} Jt ‘oADMOY ‘90D O} SiIvdA DY} UI DSUdJOp [eUOTeU JO S}USUIN.AYSUT JUL}IOdWUT JSOW INO JO DUO oq [JIM BT “ABA Jo UOdPIM JsaMoU SULL JO JUDWIdOPaAIP JUIIII AJOAT}VIedWIOD & SI sUIYORUT snoiqrydwe sy J, ‘ c GNVW’ISI DNOIT NOLONIHSVM JwOd -AYVINVH SLI OL DNINYNIAY UNV IduIV-OUGAH V yorAo’T urmp*y Aq ydeis0joyg 66 AV@ WNAVO WIAO ONINVOS ANVIdvIV NV WOU WAVW AWOALOId -OLLNV'I sla LV tH duivMo WOH] “A “M Aq Y dvisojoud I ONIMOO'T ‘VaINOTA ‘HOVAG NOLIV JO HdVYOOwaAV NV Y Uy N dX KS wes RS Ss WO 4 Cart N jy Yj YYW) ‘PUNOISIIOF SY} Ul IOI YOe[q oy} 9AOqe 4oof JO spoipuny Surieos ourjdiie ue wolj apew sem ydersojoyd ayqeyieulas siyy, ‘stolgp AWIY “§ ‘fA FO JOJNIWsUI Ue Aq poyesodo VINIOUIA ‘SMAN LXIOdMAN WHAO dOO'T-HHI-dOOT V LAG AAIG ASON V LON poomMsopuyg ®Y pooMispuy ©) BN 28. ama oe Ao? 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SH “1de} 94} UO Spavs sity YUM oles IVM sty AvTd ysnur Awous oy} pur Kavu pue AUWIe JOF OOTAIOS IIe oeNDape ue YUM «THEY 94} JO Opts sdyy0 OY} UO SEM JEYAM,,—IS O} poJUBM SALA UOJSUT]JOAA JA 99S 0} JapueUOD sIy surqeus pur Sxye joys pur joys SUIAJop ‘snsesog Uloapow v JO SSUIAY OY} UO OJOY SUNOA dNPOSo1 v sUdAvdY IY} SSO SUIAL SOUOd 9194} AYPOT, ‘S[aoy SIy 3e sa0jz puesnoy} @ YyIm deykeur ‘Aryunod oy} ssos98 SUIdO]]VS PUL PapUNOA ‘ULUIATTVAVD oY} SvAL J sed SAVP UP "S4O}VIAV TOY} 07 oMO JUOTF OY} Je Sore oY} YOnuU MOY Id} 07 dIQISSOduE st 7] ae ad SONIA JO SHIMLSAW SH, INIACOALS UONLUIOJUT OPQu_ Uo vazj1wUI0g © ro, \\ WwW © Committee on Public Information AVIATION STUDENTS GETTING ACQUAINTED WITH THEIR AIRPLANE ENGINES It has been said that a first-class mechanic is worth more to a training school than a first- class pilot, and it has been found that they are harder to recruit; yet every pilot must know his engine. He must know by its rhythm when it is running properly; he must have keenness of ear for any unusual sound, for such sounds are danger signals, which, observed in time, may save a machine and its precious freight. Hence, at the training schools every pilot is given the most thorough training in the care of his engine. STUDENT AVIATORS MASTERING THE a oe yyy Vy WW\ Y j Yj © Committee on Public Information INTRICACIES OF THE AIRPLANE MOTOR Upon his knowledge of his machine and his ability to make a hasty temporary repair under fire may depend the life of the airman and the information which he has gathered for his commander. fighter. practical enginemen. ‘The need for this sort of men has not now been filled and very likely will not be as long as the war lasts. The troubles do not end with their en- listment, however, for all of them must be given a special training to adapt their skill to the peculiar problems of air- planes. Here the government has had splendid cooperation from private plants, which have admitted many such men for a short period of practical instruction. It behooves him, therefore, to be a master mechanic as well as a daring AN ADMINISTRATIVE PERSONNEL MUST BE TRAINED All this force when organized into squadrons will require a considerable ad- ministrative personnel which, we are little inclined to have in mind in thinking of the air service. Adjutants, supply off- cers, and disbursing officers must be se- cured from among men of executive ability and trained to the peculiar prob- lems of military procedure, purchasing, hygiene, law, and the like, in order that A knowledge of flying flight. Cadets at a “ground school” one means of acquiring i) a i WORK AT A “GROUND SCHOOL” , such as the Western Front requires, is not to be gained merely by are’ shown here assembling the parts of an airplane, familiarity which will make the operation of it intuitive. © Committee on Public Information TRAINING FOR OBSERVATION WORK AT THE FRONT The aviation students, seated above the platform with their maps in hand, are being drilled in the art of reporting artillery fire at the front. Below is a landscape drawn to scale, and appearing exactly from their perches as if they were in an actual airplane 6,000 feet above the ground the landscape represents; and while they look down on the stretch of terri- tory thus represented the instructor below makes various-colored lights, representing various kinds of artillery fire, according to a schedule as to order and speed. ‘The students make full note on their own maps before them of the location of the shots and prepare the radio messages they would send were they at the front. These are checked up and the poor observ- ers are weeded out, so that only the best men continue on to the front. 79 fe Photograph from Collegiate Balloon School ADJUSTING THE VALVE OF AN OBSERVATION BALLOON BEFORE ITS INFLATION » WITH HYDROGEN GAS the squadron as a whole may become a smoothly running unit of the larger service. So, too, men for work as observers and bombers to accompany all aviators except the individual fighters have had to be most painstakingly selected from men possessing the two-sided physical and mental requirements necessary and in a proportion of three to every five aviators. The best ages have been found to be from 25 to 35; but as the reports of these men will dictate the movements of whole army corps, it has been necessary to put them through a special eight-weeks’ course of instruction to test and develop their keen- ness of vision, power of deduction, and ability in machine-gunnery, map-reading, and aérial reconnaissance. Last, before coming to the aviators themselves, is the twin service of the bal- loonists. This question has presented pe- culiar problems and has made necessary a two-months’ course of training in me- teorology, gases, observation, instruction, and flying. The balloonist, while not so spectacular as the aviator, is only less im- portant, for with his range of vision of eight miles and his constant telephonic communication with the ground, he is able to keep a most accurate time sched- ule of every enemy movement and a de- tailed record of all gun-fire. For hours at a time he rides calmly and patiently, a mile in the air, noting details which the longer-winged, but more cursory, aviator may overlook. MANY SPECIAL COURSES OF INSTRUCTION All these demands for all these differ- ent kinds of men have put Uncle Sam into the business of instruction in a way that we little imagine. Special courses have had to be built up, in addition to those of the flying fields, for observers, for bombers, for balloonists, for radio experts, for photographers, for adminis- trative officers, and for enlisted men, each solving entirely new difficulties raised by the new sciences in aviation and the adap- tation of old sciences. So far, then, we have seen the need of an intensive and specialized selection of men for the various collateral work con- Y YY Yy © Underwood & Wriderced ADJUSTING SAND-BAG BALLAST PREPARATORY TO THE ASCENT OF A CAPTIVE BALLOON While not as spectacular as the aviator’s work, the aéronaut has an important role in the “economy” of war. The information which he is able to obtain from his perch among the clouds often saves the lives of thousands of his fellow-soldiers who otherwise would be sent, unsuspecting, within the range of some battery cleverly concealed from observers sta- tioned on the ground. nected with flying. Perhaps a truer per- spective of the picture could be derived from this angle than from that of the aviator. Nevertheless, so much romance and popular interest attaches to the latter that a brief outline of his career would be valuable. The difficulty in securing aviators is not in securing enough applicants, but in securing the right kind of applicants. It is too obvious for statement that the man who is to fly several miles above the ground and upon whose reports may de- pend the fire of half a dozen batteries, the shifting of the steel wall of the bar- rage, even the success of the whole battle, must have a peculiar combination of both physical and mental attributes. Some criticism has arisen as to the Severity Of the tests; but let if ever be remembered that a poor aviator has all the power of harm that a good aviator has of good. Hundreds of applicants ob- viously unfit have had to be turned away, SI both for their own good and for the good of the service, but that most emphatically does not mean that a good man is not just as vitally, indeed more vitally, needed than ever. A SENSE OF RESPONSIBILITY IS VITAL The whole emphasis of the service now is to secure men who, besides perfect physique, have a full sense of the respon- sibility of their work to the men below. An aviator sent to get a photograph, in- vestigate an emplacement, or drop bombs has no other business. He must carry out his orders and, particularly, must avoid jeopardizing himself and his ma- chine unnecessarily. The air service to- day is an earnest, responsible science, where stunts have their place only as a means to carry out a larger mission and where “dare-devils” and circus perform- ers must give way before the real team- work of the air. Certain special physical qualifications 89 THE NATIONAL Photograph from Collegiate Balloon School READY FOR Al 5SOLO™ BLICHT This type of observation balloon has one serious disadvantage: when held captive it oscillates in the slightest breeze, making it diff- cult for the observer in the car or basket to take accurate note of enemy movements and day-to-day changes in fortified positions back: of the front-line trenches. are, of course, fundamental. The pro- spective avatior is probably not surprised when his chest is tapped by the medical examiner, when he is asked to expand his lungs, and when his arm is bound in a tight rubber band to test his blood pres- Slires;) otmilariy, the testingof the nose and throat to guard against any obstruc- tion in ventilation which might cause ver- tigo or nausea may be unexpected, but not startling, to a man who expects to go through the aviator’s wide range of tem- perature and atmospheric pressure. ‘The GEOGRAPHIC MAGAZINE Jennings self -record- ing color-sense tester probably appears only a little unusual, for it is realized that per- fect vision is essential to observation work from the clouds, and that . any * defect sor vision might prove fa- tal in a sudden emer- gency. The balance test, however, will prove a distinct surprise, for few people realize that the sense of balance is controlled by a fluid which flows back and forth in the labyrinth of the inner ear, just as the fluid in a spirit- level flows back and forth.- To “settare fluid in motion and see how quickly it re- acts, the candidate is seated in a revolving chair which is spun rapidly around. When it is brought to a stop, the candidate is asked to point out certain objects, his visual dis- turbance is noted, and a pretty good estimate is made as to whether he could bring him- self out of a spiral or right his machine af- ter a falling-leaf evo- lution. THE MENTAL EXAMINATION IS NOT FORMIDABLE Next comes the mental examination, not nearly so formidable as the phrase implies. Its purpose is to find out from the candidate’s records, from his history, education, athletic ability, and generai presence whether he has the alertness, aggressiveness, accuracy, and sense of responsibility desired. A good aviator should be neither all brains and no phy- sique nor all physique and no brains, but ‘ FOUR © International Film Service “SAUSAGE BALLOONS” AND A DIRIGIBLE FLYING OVER AN AMERICAN AERONAUTICAL TRAINING STATION Airships and balloons are known in the slang of the fighting front as “gas-bags.” In the British service they are frequently called “S. S.’s”’—Submarine Seekers. should combine the two in an all-round ability. If accepted, the candidate becomes a “flying cadet.” That status he holds throughout his course of training until he passes his reserve military aviator test and receives his officer’s commission. Technically he is enlisted in the Signal Enlisted Reserve Corps at a salary of $30 a month, with quarters, uniform, and food allowance of 60 cents daily pro- vided by the government. At any time, of course, he is subject to discharge if it is obvious that he is mentally or morally unqualified to become an aviator. His first assignment is to a “ground” school at one of the eight large engineer- ing universities working in cooperation with the government. Here there is ac- tion and interest at once. In company with several score other physically fit and eager men, in an atmosphere of earnest work, the principles of the sciences he intends to master are unfolded. During these crowded eight weeks he secures a basic instruction in the princi- ples and theory of flying, radio work, codes and photography, the operation and care of airplane engines, planes, and ma- chine-guns, and the theories of coopera- _tion between the air service, the infantry, 83 and the artillery. He is also given pri- S Photograph by Central News Photo Service ON GUARD ABOVE A BATTLESHIP AT ANCHOR IN HOME WATERS An important advantage which the airplane or captive balloon enjoys in the role of a lookout is the fact that an observer high above the sea can easily detect the shadowy presence of a submarine beneath the waves, whereas the sinister craft may be entirely invisible to one on the deck of a threatened warship. THE NATIONAL GEOGRAPHIC MAGAZINE mary instruction in meteorology and as- tronomy and devotes considerable time to military drill and calisthenics. From rev- eille, at 5.30 a. m., to tattoo, at 9.30, there is serious and interesting work. The next step is to one of the great new flying schools, where instruction in actual flying is given. First comes the dual work with the instructor, beginning with long “hops” into the air and down again, to accustom the pupil to the vari- ous controls, such as the rudder, elevator, throttle and switch, and to the general “feel” of an airplane. Baffling enough at first, mastery of this work affords an in- stinctive control of the machine, so that whatever happens later he will not lose his head and make the wrong move. WHEN THE CADET FIRST FLIES ALONE Gradually, as the cadet’s skill and con- fidence increase, he is given increasing responsibility for the machine, though the instructor remains with him to save him from a slip. When at last he has demon- strated absolute control of himself and his plane, he is ready for the third stage, the proud moment when he leaves the ground alone. He is held back, however, rather than hurried forward into this, on the theory that it is far better to spend a few extra days in intensive instruction than it is to lose either a cadet or a plane, both of which are now part of America’s mipweapial Ihe iminequency oi - fatal accidents in America’s great training program has more than justified this caution. The next stage is known as solo work, or flying alone. Backed by the funda- mental training of the ground school and the dual instruction, the cadet is fully qualified to take the air by himself. His every move is noted and suggestions for improvement given on his return to earth. Gradually, he is allowed to lengthen out the distance and the height of his flights, until he is easily executing 30-mile cross- country trips and the simpler evolutions at an altitude around 10,000 feet. By now he has completed the require- ments for his designation as a “reserve military aviator,” which automatically carries with it his first commission, that of a second lieutenant, with a salary of $1,700 a year. How long it has taken Co Ot Photograph by Central News Photo Service A KITE BALLOON ON OBSERVATION DUTY OVER AN AMERICAN WARSHIP TO WHEE kh WS AttACEED The three round-bottom cones are air anchors, which serve to keep the basket of the observer stable and facilitate his careful watch for sub- marines. ‘These canvas stabilizers constitute the tail of the kite balloon. 86 THE NATIONAL GEOGRAPHIC MAGAZINE depends on his skill, his adaptability, and his attention to discipline. THE POST-GRADUATE COURSE IN FRANCE The finishing touches of the training still remain, however. These are given in advance schools in France, and com- prise the more complex evolutions in the air and tactical movements by wings and squadrons. By the end of this course he is complete master of the air, is able to spiral, side-slip, execute the falling-leaf, and handle radio, photography, or ma- chine-gun, a fully trained member of Uncle Sam’s new army, entirely at home in this new element. Thus is the great personnel of Amer- ica’s air service mainly built up; so is the appeal of the Allies being answered, to furnish them with an unequaled force of men; for if there was one thing that was hoped for when the United States entered the war, it was that we should make from our rich resources of fearless, adventurous, and quick-thinking young manhood a trained air personnel to fill the places of that corresponding class of men among the Allies, many of whom had been ruthlessly killed off in the trenches before the true place of avia- tion was realized. THE LIFE STORY OF AN AMERICAN AIRMAN IN FRANCE Extracts from the Letters of Stuart Walcott, Who, Between July and December, 1917, Learned to Fly in French Schools of Aviation, Won Fame at the Front, and Fell Near Saint Souplet at Princeton University in the win- ter of 1916-17. In view of his ap- proaching graduation in the spring, his father wrote to him that he had best be- gin to think about what he was to do after graduation, in order that he might get on an independent basis as soon as practicable. In response, under date of January 7, he wrote: “You spoke of my being independent after | graduated in the spring. If I go to Europe, as I want to, to drive an am- bulance or in the air service, I will be doing a man’s work and shall be doing enough to support myself. If the work is unpaid, it is merely because it is charit- able work and as such is given freely. “Tf you want to pay my way, I will consider it not as dependence on you, father, but as a partnership that may S TUARYT WALCOTT was a senior help the Allies and their cause. I will furnish my services and you the funds to make my services available. If not, I will be willing to invest the small amount of capital which has accumulated in my name. “T have been thinking of this work in Furope for over a year now and am still very strong for it. I don’t know what the effect will be on myself, but if it will be of service to others, I think that it is something I ought to do.” Being assured that the expenses would be provided for, he then began an in- vestigation as to the best method of pro- cedure to obtain training as an aviator. BELIEVED THE AVIATOR OF GREAT SERVICE TO HUMANITY In a letter dated January 26 he said: “Many, many thanks for sending me the book on the French Flying Corps, by THE NATIONAL GEOGRAPHIC MAGAZINE 87 Winslow. I read half of it the night that it came and stayed up late last night to finish it. He gives a very straight, interesting, and apparently not exagger- ated account of the work over there, which has made somewhat clearer to me just what it is that I want to get into. Now I am even more anxious than I was before to join the service over there. “The more that I think about it and the more that I hear of it, the more de- sirous I am of getting into the Flying Corps. If a man like Winslow, with a wife and daughter dependent on him, is willing to take the risk involved, I see no reason why I should not. “You mention the Ambulance Service im;your last note. I have thought of that quite a little and would definitely prefer the aviation. ‘The ambulance is worth while, I think, in that it gives one an opportunity to be of great service to humanity, but not so much so as the other. There will be a number of my classmates who will enlist in the Amer- can Ambulance Scrvice this spring, but the air service appeals to me.” He then made arrangements with the American representatives of the Lafay- ette Escadrille to go to France on the completion of his college year. January 29 he wrote: “T will get a physical examination in a few days. In regard to getting the training over here first, I do not think that it would be worth while. The in- struction over there would be first hand, tried, for a definite purpose, and on the whole superior to what I could get here. I could also be picking up the language and the hang of the country at the same Eine. - On February 24 he received word that his papers, presented with his application for admittance to the Franco-American Flying Corps, assured him on their face of a welcome when he presented himself in Paris. He was informed that if he utilized his spare time in availing him- self of any and every opportunity to familiarize himself with flying, it wouid shorten his stay in the Student Aviators School in France. On March 26: “TI haven’t been able to find out any- thing definite about the school at Mineola. As yet, no change has been announced, to my knowledge, in reference to hasten- ing up the course in event of the coming of war. Over a hundred men have left college (Princeton) already to start train- ing for the Mosquito Fleet and the rest of them are drilling every afternoon. “What do you think of the advisability of stopping college and going to some aviation school? Considering that it takes several months to become at all useful as an aviator and that war is prac- tically inevitable now, I think it would be wise to get started right away.” ANXIOUS TO LEARN FRENCH METHODS OF FLYING Ina letter of April 3: “T saw in the morning paper that the American flyers in France would be transferred to American registry immedi- ately after the declaration of war. When you next see Generai Squier, I wish that you would sound him on the probability of a force being sent to France to learn to fly according to French methods. That is the one thing above all others that want to, get into. lin theresiseamy chance of that I do not want to get in- volved in anything else. . : “Tt is quite certain that seniors who leave college now, to go into military work, will receive their degrees. I would not object to losing the work, as it is not my present intention to keep on with theoretical chemistry, and that is what I am devoting my time to this spring. From the standpoint of education alone, I think that my time could be more profit- ably spent in the study of aviation.” Leave was granted by the university, and on April 6 B. Stuart Walcott was appointed a special assistant to Mr. Sid- ney D. Waldon, inspector of airplanes and airplane motors, Signal Service at Large. He immediately reported to Mr. Waldon and worked with him through April. May 1 he went to Newport News. Virginia. May 2 he reported: “My first trip up was this afternoon with Victor Carlstrom. We were out 16 minutes and climbed 3,500 feet. It was all very simple, getting up there—a little wind and noise and some bumps and pockets in the air—a glorious view of the harbor. 7 ae . [ids v sjuoAo1d pue sulydvUT 94} S}YSII ‘stoAa] [OI}UOD 9}vo1]dnNp YWM ‘10}ONIYSUT a} SAOUL asj[eF SayeUI oy JUSWIOW dy} Inq ‘OUL{d dy} JO JoJsvUT SI OY ATJIII0D WSsTULYSIIU dy} SuTe419dO St JUOpN}s oy} sv SUC] SY “WI puryaq szs JOJONAJSUL JY} OfIYM “Jord sv oovjd sty soyv} JUSpHjs YJ, “oury IU [OTJUOD [enp oy} FO suvot Aq st 1O}eIAe JUSpNys dy} Surures Jo poyjour suO STOOHOS DNIA'IA NVOIWANV MAN AHL JO UNO LV GNHOSV OL ACVAN SHUNVIdalV WALVAS-OML UOTPeUIIOJUT SIPQnNg uo dd}}1UIWIOD @ GED WELLE a 88 Poe eee THE NATIONAL GEOGRAPHIC MAGAZINE 89 “Then we started to come down. First I saw the earth directly below through the planes on the left. Then the horizon made a sudden wild lurch and Newport News appeared directly below on my right. This continued for a little while and then we started down at an angle of about 30 degrees to the perpendicular, turning as we went. I later learned that Carlstrom had executed a few steep banks, or sharp turns, and then spiraled down. It ended with a very pretty land- ing, following with a series of banks to check speed. “Flying, from my first impression, is a very fascinating game and the one I want to stay with for a while. I have signed up for 100 minutes in the air. While this 100 minutes will not make me a flier by any means, I think it is well worth the while, in that it gives me a little element of certainty in going abroad. I will know, if all goes well, that I am not unable to fhy.< The next day he wrote: “Two flights this morning ; 25 minutes in toto. ‘The greatest sport I ever had. Wonderful work. I did most of the work after we got up a safe distance.” Having obtained a certificate of 100 minutes’ flight and passed the necessary physical examination, he left for France, arriving at Bordeaux May 31, and soon reported at Avord for training. WALCOTT’S LETTERS HOME Escole d’ Aviation Militaire, Avord, Cher, France, Friday, July 13, 1917. You see, it’s Friday, the thirteenth, my lucky day, and I’m happy because the work is going well. First, [ll tell you about a smash I had a week or so ago. The roller, or rouleur, class which I smashed in has the same machine as those that fly with a 45 P motor. Only it is throttled down, and we are supposed to keep it on the ground—just about ready to fly, but not quite getting up—a speed of about 30 m. p. h. When there is the slightest wind we cannot roll, because the wind turns the tail around and swings the machine in a circle—a wooden horse—cheval de bots. I rode about the end of the list Saturday, and the wind had come up as the day got on. Work stops at 8.30 a. m. always, be- cause there’s too much wind. My first sortie, or trip, went O K, with a considerable breeze on the tail, but on the second there was too much wind, and after I got going pretty fast, around she went. The wind caught under the inside wing and up it went. Smash went the outside wheel and a crackle of bursting wood. All the front framework of wood that holds the motor was smashed—a pretty bad break. The monitor was a bit mad and talked to me a bit in French. The next morning I was called in to see the chief of the Bleriot School, St. de Chavannes, a very nice officer. He told me that my monitor was not satisfied with me; that he had told me to do some- thing (cut the motor when the machine started to turn) three separate times, and that each time I had intentionally dis- obeyed; that if anything like that hap- pened again I would be “‘radiated” (dis- charged from the school). That was quite the first I had ever heard of it, and I was so mad at the monitor that I could have kicked him in the head. I tried to explain to the lieu- tenant, but he never heard a word; so I just gurgled with wrath and didn’t do anything. But yesterday we got another monitor, who is a different sort. The class after rouleur is decollét; it is the same machine, but one gets off the ground about a meter or two, then slacks up on the motor and settles to the earth. It is strictly forbidden to decollét in the rouleur class. ‘This morning I had a sortie in the rouleur, and all of a sudden noticed that I was in the air a bit; man- aged to keep it straight and get out of the air without smashing. The monitor said nothing, so I decolléed on all the sorties. When I got out the monitor explained that it was strictly forbidden to go off the ground in the rouleur class; that I shouldn’t have done it, and then asked me if I would like to go up to the other class. Whereupon, consenting, I am now in the decollét class, leaving 16 rather peeved Americans who arrived in the rouleur the same time I did, who can perform in the rouleur quite as well as I Sea eee es PL sioziyjedurss pue sards : .< uojnay, JO ssurtoduie} oy} Wolf} Woy} yoojo1d 0} JYySiu pue Aep poyoyea oq Jsnut Uouttte oinynF IMO FO qustwidinbs Jay}O pue souryoeut SutApy oy, _ dWYO ‘IOOHOS NOILVIAV NVOISHNV NV LV davod V Sv GINOLLVLS SdOOdL JO SUNAL PHL WAO DNIAAAOH SAN V’'IdalV uoIeUIOJUT SIqNg UO saz}1MIIOD © gy Z y 4 2 go THE NATIONAL GEOGRAPHIC MAGAZINE 91 can, and who will remain in the rouleur for some time yet. They’ve no grudge against me, however, as it was only a streak of luck on my part. Later in the morning I had some sor- ties in the decolleur and got up 2 or 3 meters. The wind was too strong, so my trips were a bit rough, but nothing was damaged; so hurrah for Friday, the thirteenth. RAPID ADVANCEMENT AT THE FRENCH SCHOOL SUIS. MOREE The work has been going very well since last I wrote you, which was only two or three days ago. I told you about at last leaving the blessed rouleur; I never was so relieved in my life. The first evening in the decollét class I was requisitioned to turn tails, and the morning after there was too much wind to work. The decollét is the one where you go up 2 or 3 meters and settle down by cutting speed. The first time I had three sorties in the wind, bounced around a lot, but did no damage. The next time was first thing in the morning. ‘Two meters up on the first— four or five on the fifth—strictly against orders. I even had to piqué—point the machine toward the ground—a little, which is not at all comme il faut in the decollét. lf 1 had smashed while doing more than I was told to, there would have been a lot of trouble; as it was, no objec- tion, and the monitor personally con- ducted me to the piqué class with a very nice recommendation. Now there are two piqué classes: one with a pisté, about one-fourth of a mile long, in which one is supposed to do little more than decollét, get up about 5 meters and piqué a tout petit peu—hardly at all. After comes the advanced piqué, with a much longer pisté, on which one can get up 100 meters (300 feet). On my first sortie in the piqué, I was told to roll on the ground all the way; so, continuing my policy, did a low decollét. Next I was supposed to do a 2-meter decollét, so went up ten and piquéd. Had ten sorties in that class one morning, getting as high as I could—about 20 me- ters—and went to the advanced piqué that night—last night. Four sorties there last night with a machine with a poor motor, so didn’t get up over 100 feet. And this morning I did my first real aviating. There was a bit of a wind blowing, so the monitor, Mr. Moses, only let a lieutenant and me go up, as we had gone better than the others last night. First it was a bit rainy and always bumpy as the deuce—air puffs and pockets which require the entire corrective force of the wing warp and rudder to overcome. My last sortie was decidedly active. The wind had developed into a bit of a breeze, which is to a Bleriot like a rough sea to a rowboat. Two or three times I got a puff that tipped the machine way over—put the controls over as far as I could and waited. It seemed a minute before she straightened. ‘The trouble was that the machine was climbing and there- fore not going very fast. If I had piquéd it would have corrected quicker. 3 ADVANTAGES OF THE BLERIOT TRAINING I had no trouble at all in making the landing. Hopping out of the machine, I saw the head monitor rushing over to Mr. Moses on the double, shouting volubly in French and berating him severely. I gathered that he had been watching my maneuvers, expecting something to fall every instant, and that he strenuously ob- jected to Moses’ letting me go up. Work stopped there for the morning, and it was very fully explained to me what the trou- ble was. If I have some sorties there to- night, I go to tour du piste (flying field) in the morning. I may be on Nieuport in two weeks. I am now beginning to see the advan- tages of the Bleriot training. There is a great deal of preliminary work on or near the ground. In all other aviation train- ing, such as at Newport News, 90 per cent of the work is in making landings— in piquéing down, redressing at the proper moment and making gradual con- nections with the earth. I haven’t made a really bad landing yet, and the reason is that I have been in a machine so much on and near the ground that I have sort of developed a sense or feel of it, and almost automatically re- dress correctly and settle easily; also I gy? THE NATIONAL GEOGRAPHIC MAGAZINE can tell pretty closely what is flying speed because of the work on the rollers. It’s the same way with all the other students, only I know it now from my own ex- perience. And this morning I began to realize that my 100 minutes at Newport News was invaluable. I not only found out some of the tricks of a master hand (Carlstrom), but also developed a bit of confidence in the air, and air sense, with- out which I could have gotten into trouble this morning. My bumpy ride this morning is abso- lutely invaluable. Tl probably never have so much trouble in the air again, be- cause a fast machine, or even a Bleriot with a good motor, would hardly have noticed those puffs. It was a bit risky, I guess, or the head monitor would not have been worried; but now that it’s over I know a lot more. A FLYER IN A BEAN PATCH August 25, 1917. I- started. for-my altitude test three days ago. ‘The requirement.is one hour above 2,000 meters. I got to 1,950 meters and one cylinder refused to fire, so I was forced to come down. The next morning I tried again; got to 900 meters and the magneto ceased to function, thereby stopping all progress. I glided towards home, but didn’t have quite the height to make the piste, so had to land in a near-by field, just dodging a potato patch. A flock of curious sheep came around and carefully examined the machine, getting mixed up in the wires of the open tail construction and leaving considerable wool thereon. When the mechanics eventually got the motor going, I started off; didn’t get quite in the air before the motor went bad, and then I ran into a bean patch, gathering about a bushel of beans with the same tail wires. Yesterday morning I tried again ; climbed to 2,000 in 14 min- utes and to 3,500 meters (11,500 feet) In 40 minutes. I went up through some light clouds, and when I got to 3,500, the top of my recording barograph, more clouds had formed and I was practically shut off from the earth, nothing but a sea of clouds below me—a very beautiful sight. One other machine was in sight, far be- low me, but on top of the clouds. Not wanting to get lost, | came down through the clouds and stayed out my hour, just above 2,000 and below the clouds, where the air was very much churned up, keeping me very busy. Just as soon as the time was up I came down, with a pair of chilled feet, making the 2,000 meters in five minutes to the ground. No work since then on account of bad weather. This morning I attended my first Cath- olic ‘funeral, that of the commandant of the school, who was the victim of a mid- air collision, a very unusual accident. The other machine got down safely, though badly smashed. Everybody in camp attended the funeral in the chapel of the artillery camp next door. I under- stood none of the service, but the music by a tenor and a ’cello was excellent. While the cortege was going down the hill to the cemetery, a Nieuport circled overhead very low for half an hour or more and dropped a wreath. It was a very impressive ceremony. I expect to start on triangles and petits voyages in a few days. When they are done, I will be a breveted flyer in the French army. Then comes perfectionne work and acrobacy; so it will be quite a while yet for me. THE WILD MAN IN THE NIEUPORT September I, 1917 The wild man in the Nieuport was out again this morning giving some one a joy ride. There is a long straight stretch of road in front of our piste and he came down that several times, a nasty, puffy wind blowing which bothered him not at all, flying only two or three feet off the ground. In front of the piste is a telephone wire crossing the road. He came along the road 100 miles an hour until almost on top of the wire, and jumped up just in time to clear it by a few feet—really beautiful work. He goes all over the surrounding country flying low, hopping over trees and houses—sometimes turn- ing up sideways to slip between two trees a bit too close together to fly through— THE NATIONAL GEOGRAPHIC MAGAZINE 93 sometimes dragging a wine tarough) ther! space between a cou- ple of hangars or do- ing vertical virages just in front of them. It doesn’t seem pos- sible that any man can be so much a part of his machine, can be so consistently accurate that he never misses. For this chap, Lu- miere,; has never had ae sina shai He o% A ‘ehap named Loughran started off on one of his brevet voyages a few days before I got ready for brevet. He got quite a ways along, ran into a storm, went above it, got caught in a cloud; ‘kept on for quite a long way, be- ing drifted by a strong wind, then came down through the clouds and found that they were only 4oo feet above the ground. Peter ay witile she found a place to land and came down safely. He went to a farm- house, got his machine guarded and tied down. In the mean- time, word had spread over the countryside that an aviator had come down there and the entire population came out to look him over. A grand equipage drove up with a Count who lived in a near-by chateau. He insisted that Eddie come to the cha- teau and accept their hospitality. There the fortunate Eid stayed five days—the Countess talked English, and also some house-guests. He hadn’t brought a trunk, so borrowed razor, etc., from the Count— went down to see the machine every day in the baronial barouche. Photograph by Western Newspaper Union SUIT IN USE BY THe UNITED) STATES ARMY AVEATORS The airman cannot be clad too warmly. Recently in an altitude flight an Italian aviator, Lieutenant Guido Guidi, encountered a tem- perature of 8&9 degrees below zero at a height of 19,750 feet, but he continued to mount another mile. Whenever he went to the little town in the vicinity, all the kids followed him around the streets; and when at last he left he was presented with a multitude of bouquets and had to kiss each and every donor. He brought back pictures of the chateau—a delightful-looking old place—and numerous addresses. THE FIRST CROSS-COUNTRY FLIGHT September 4, 1917. At last the two weeks of wind and STUDENT AND INSTRUCTING AVIATORS MAKING NOTES OF FEATS OF MEN IN THE AIR Photograph by Edwin Levick » The amount of actual flying time allotted to a student aviator at a training school is comparatively brief. A major portion of his instruction is derived from watching the mistakes of others and in being told how to remedy his own defects, carefully noted by experts while he isi up.” rain has ceased and now it is perfect weather—a bit of a breeze and lots of sun-for the last two days. Yesterday morning there weren’t enough machines to go around, so I did not work, mak- ing the eighth consecutive day I hadn’t stepped in a machine. Last evening I, at last and with much rejoicing, started out on my “maiden voyage” to another school about 60 kilo- meters away (37.5 miles). It was de- lightfully easy—nothing to do but climb 2 or 3 thousand feet and just sit there and watch the country unfold, comparing 04 the map-like surface of the earth spread out below with the map in the machine. In good weather it is very easy to follow, spot roads, towns, woods, rivers, and bridges. Railroad tracks get lost at high altitudes and are harder to find anyway. One has to keep an eye open for a place to land within gliding distance in case of a panne always; but the country is so flat and so much cultivated around here that it is absurdly simple. J en= deavored always to keep some pleasant- looking house or chateau in range in case of trouble, for the French are proverb- THE NATIONAL GEOGRAPHIC MAGAZINE 95 ially hospitable to aviators en panne (lying to, descending). Coming back yesterday evening, the sun was pretty low and the air absolutely calm—nothing but the drone of the motor and the wind; the only movements neces- sary an occasional slight pressure on the joy-stick to one side or the other to keep the proper direction. I came very nearly going to sleep, it was so peaceful up there; several times closed my eyes and swayed a bit. NS a matter of fact) one is perfectly safe at that altitude—anything over a thousand feet—because the machine, at least this particular type, won’t get into any position from which one cannot get it out within 200 meters at most. But nevertheless I haven’t tried any im- promptu falls as yet. This morning I repeated the same identical performance, because for some reason we have to do two “petits voy- ages,’ and had much the same kind of a time as yesterday. On the way home one cylinder quit its job and threw oil instead, covering me from head to foot and clouding up my goggles so I had to wipe them off about every minute. When I got back the mechanics decided that that motor had died of old age and would have to be repaired, so I am again without a machine. Have watched a beautiful afternoon pass by from the barracks, when with- out my luck I’d be working. But with a machine and weather I can be finished tomorrow ; two triangles to do, about 200 kilometers (125 miles) each, and I can do one in the morning and the other in the evening and then I’m breveted. Per- haps by day after tomorrow [I'll start perfectionne on Nieuport. I hope so. FLYING IN A NIEUPORT September 9, 1917. Since my last to father, J have had some very interesting times. First, I fin- ished my brevet with very little excite- ment, made all my voyages, and only got lost a little bit once. Then I saw two ma- chines on the ground in a field, made a rather dramatic spiral and steeply banked descent midst a crowd of villagers, and got away with it; then found that the ad machines belonged to two monitors who were bringing them from Paris and had effected a panne de chateau. Being demanded what I was doing, I fortunately found a spark plug on the burn and got that repaired, and “alley oop!” The rest of it was very easy—a bit of flying in the rain which stings the face a bit, but is not bad otherwise. Since I have been on the Nieuport. There are three sizes of machines on which one is trained, starting with the larger double-command and going to the smallest. At Pau we got another even smaller, about as big as a half a minute. Four times I went out without a ride— bad weather, crowded class, and hurted machines; the same old story. Then last night I had my first rides with a monitor who is rather oldish, crabbed, and new at his job—a brand- new aviator. As you know, when an air- plane takes a turn, it does not remain horizontal, but banks up—comme ca (if you can interpret that illustration; it shows signs of remarkable imaginative power). Alors, one banks to (trees), takes a turn, and uses the rudder only a very little because the machine turns along when banked. ‘There is a sort of falling-out feeling the first few times, until one becomes a part of the machine. To get back to the story: This monitor does not like to bank his machine, and sort of sidles round the corners, keeping it quite flat and almost slipping out to the outside of the turn. I have done many fool things in a machine and made many mistakes, but never have I been so scared in anything in my life as when riding with this monitor. A monitor is sup- posed to let the pupil drive as much as he is able, but this bird never let me make a move, and when we got through told me I was too brutal. I was never madder in my life and cursed nice American cuss words all the way home. There’s a 15-kilo ride in a seatless tractor back to camp to improve a bad humor. “HE MADDEST MAN I EVER SAW” Well, this morning I saw some more rides impending and didn’t like it, so J6 THE NATIONAL GEOGRAPHIC MAGAZINE asked the chef de piste to put me with another monitor. He had to know why, and I registered my kick, which practi- cally said that the first monitor didn’t know his business and couldn’t drive; that I was scared to ride with him. The chef was a bit sarcastic, and told me to take two rides with another monitor to show how J could make a virage. I did it the way I’ve been accustomed to; made a fairly short turn. When we got down, thes monitor. said. Kelatante )( Anz: “stunning’’), or something like that, to the chef. The chef had meanwhile communi- cated my complaint to the first monitor, and he was the maddest man I ever saw. Demanded what “ce type la,’ indicating me, wanted; said the virages I had just made were dangerously banked (the monitor I was with didn’t mind, though), and then all three started arguing at once at me and I spelled all the French I knew. Then, of all things, the lieutenant, with- out further remarks, said I was to con- tinue with my first monitor. My heart sank into my boots. I had visions of staying in that class without rides, or with only rides and fights, for months. I rode no more this morning, and what was my delight to find this evening that my bewhiskered pal had left on permis- SION. I got another monitor, a fine one, who put his hands on the side of the machine and let me do everything, with a bit of assistance on the landing, which is differ- ent from what I’ve been doing on the Caudron. Seven rides and a finish—the 23-meter tomorrow morning. I wasn’t very good, but got by. September 14, 1917. Things for me are going all right. Have made progress on the Nieuport since last I wrote and will fly alone soon. As regards the U. S. Army, things are at a standstill until I get to Paris, which will be a week or so. I hope to go to the front in a French Escadrille and in an American uniform. Some say it can be done; some that it cannot. It sounds so sensible that I am afraid there must be some regulation against it. THE TRUCK SALVAGES THE WRECK WHEN A PUPIL ““CAPOTES” September 27, 1917. Since last I wrote a regular letter, con- siderable has taken place. First, I am now at Pau, having finished up Avord. Have sent post-cards to father right along to keep track of movements. After brevet was over, I did not take the cus- tomary permission of 48 hours, but went straight to work on Nieuport D. C. (double command). One cannot learn a great deal riding with an instructor—only about enough to keep from smashing in landing, because one never knows when the instructor is messing with the con-. trols, when it’s one’s self. There are five kinds of Nieuports— differing mainly in size, the smaller being faster and more agile in the air, better adapted to eccentric flying. They are 28, 22, 18, 15, 13 (the Baby Nieuport) mae Avord I had about a week of D. C. on 28 and 23 (the numbers refer to size of wings), with several days of no work. Then some days on 23 alone, and finally on 18 alone. The landings are a bit different from those of the machines I had been flying, as they are faster, and the machines are quite nose-heavy. In the air the nose- heavy feature makes them “fly them- selves’—that is, according to the speed of the motor the machine will rise and climb or piqué and descend, with never a touch from the pilot. If the weather is not very bad, the Nieuport will correct itself automatically from all displace- ments. But in landing the nose-heavy feature causes a great many capotages. If the landing isn’t done about right with the tail low, over she goes on her nose or all the way onto her back. It is a very com- mon occurrence and has become almost a joke. When a pupil “capotes,”’ every- body kids him. No one hurries over to see if he is hurt; not at all He climbs out from under, usually cursing, and in ten minutes the truck is out to salvage the wreck. ‘It is astounding the way smashes are taken as a matter of course. Yesterday one chap in landing hit another machine, Photograph by Edwin Levick A TRIO OF PLANES AT A TRAINING CAMP FOR AVIATORS In the “air colleges,” which the government has established recently, the time between matriculation and graduation is measured in months instead of years, but if the period of education is shorter in these schools than in regular colleges the expense is in inverse ratio. A conservative estimate of the cost of training an aviator is from $10,000 to $20,000. Great tracts of land are required for ground schools; many airplanes must be kept on hand, as the breakage is heavy, and repairs are often tedious; motor trucks and motorcycles are neces- sary subsidiary equipment. demolishing both, but not touching either pilots, being worth some $15,000 or $25,000, but no one seemed to worry— it’s very much a matter of course. The monitor was a little peeved because he will be short of machines for a few days, but that was all. I’ve seen as many as ten machines flat on their backs, or with tails high in the air, on one field at the same time. 97 For myself, I haven’t capoted or busted any wood since the Bleriot days, but I’m knocking on the wooden table now. On several occasions it has been only luck that saved me, as I’ve made many rotten landings. Well) tol set back topthesdianya.= iter finishing at Avord, I waited around for two days fo get papersunxedaup, ce- quested and obtained a permission, and 98 THE NATIONAL GEOGRAPHIC MAGAZINE then decided not to use it and left straight for Pau, after fond farewells to the friends I’ve been with for 3% months. Looking back, I didn’t have such a bad time at Avord after all, though I did get terribly tired of the living conditions. DIFFICULTIES OF TRAVELING IN FRANCE IN WAR TIME My trip to Pau I put down to experi- ence. I discovered one schedule not to travel by in future. Leaving Avord at 2.15, | got to Bourges at 2.45 and found that the train left at 7.29. Fortunately, there was another chap from the school on the train, Arthur Blumenthal, an old Princeton football star, whom I have gotten to know quite well, so we man- aged to waste the afternoon together ; almost made ourselves sick on candy and then ate ourselves stupid at the hotel at dinner time. At 7.29 I started another half-hour’s journey, at the end of which the time- table said that the train ‘for Bordeaux left at 10.20 (this is all|p. m.), At this town there were some American engi- neers, so I embraced the fellow-country- men in a strange land. Finished up a not very gay evening by attending the movies—a most odd institution. Clouds of tobacco smoke obscured the screen, and most of the action was around the bar at one side of the hall. Nobody was drunk, but nearly every one was drink- ing and very gay. ‘This was merely Sat- urday night in a small town of the prov- Incesy: NOW in ay laree. At 10.15 I got in a first-class compart- ment and tried to find a comfortable po- Simonse nicl tomsleep et 2hi5) ae ms had mussed up my clothes considerably, lost my temper. and not slept a wink. Then we had to change again. The rest of the morning I sat opposite an Amer- ican officer, a queer old fogey, and we tried to kid each other into thinking we were sleeping, with no success. Arrived at Bordeaux at 7 a. m. and found that the train for Pau left immediately, so I missed out on breakfast, too—oh, it was a hectic trip. My idea of a very unpleas- ant occupation is that of a traveling salesman in France. _ Americans in French Escadrille. QUARTERED WITH HEROES OF THE LAFAYETTE ESCADRILLE Escadrille Spa-84, Secteur Postal 181, Par A. C. M.—Paris. November I, 1917. Well, I’m here—in sight of the front at last. To date I haven’t been out there yet and won't for a few days more, as they take lots of care of new pilots and don’t feed them to the Boche right away. Probably day after tomorrow the lieu- tenant in command will take me out to show me around the lines, and after that I’ll take my place in patrols with the others. The work is exclusively patrolling, establishing, as it were, a barrage against German machines and preventing as far as possible any incursions of the French lines. As the big attack is over, there is comparatively little activity. Some- times one goes for a whole patrol with- out being fired on and without seeing an enemy machine anywhere near the lines. During the three days I’ve been here the group has accounted for several Boches without any losses whatever. Young Bridgeman, of the Lafayette Es- cadrille, had a bullet through his fuselage just in front of his chest, but suffered no damage except from fright. There are several escadrilles in the group—a Groupe de Combat it is called; all have Spads, which makes it very nice. The Lafayette, 124, is of our group and have adjoining barracks, which makes it very nice (I seem to repeat) for us lone We drop in there far too often and the first few nights I used the bed of the famous Bill Thaw’s room-mate, away on per- MISSION. Did I write you that one morning he brought in Whiskey to wake me up, and my eyes no sooner opened than my head was buried under the covers. Whiskey is a pet—a very large lion cub—which has unfortunately outgrown its utility as a pet and was sent yesterday, with its running mate, Soda, to the zoo, at Paris, to be a regular lion. They are a very.odd crowd—the mem- bers of the Lafayette Escadrille—a few nice ones and a bunch of rather rough- © Brown & Dawson THE TYPE OF TAUBE WHICH MADE THE’ FIRST AIR RAIDS ON PARTS This plane, whose outspread tail and rounded wings so closely resemble those of a bird, is too slow to contend with the 1918 type of 125-miles-an-hour machine which is now a com- monplace of the Western Front. It is to the latest speedster warplane what the “one-lunger” automobile of fifteen years ago is to the 12-cylinder racer of today. This style airplane still has its uses in the aviation schools, however. necks. Their conversation is an eye- opener for a new arrival. Mostly about Paris, permissions, and the rue de Braye, but occasionally about work and that 1s interesting. Nonchalant doesn’t express it. When Bridgy got shot up, as men- tioned above, they all kidded the life out of him, and when he got the Croix de Guerre, they had him almost in tears— just because he’s the kiddable kind. But in talking about the work, for in- stance, Jim Hall: “I piqued on him with full motor and got so darn close to him 99 that when I wanted to open fire I was so scared of running into him that I had to yank out of the way and so never fired a single shot.” Or Lufberry just mentions in passing that he got another Boche this morning, but those observer people won’t give him credit for it. He has 14 official now and probably twice as many more never allowed him. Some days ago during the attack he had 7 fights in one day, brought down 6 of them and got credit for one; which must be discouraging. ‘ABS YIUIIT IY} Sv ,“UOIJeUISSUSse,, 9Y} IOF UOTISOd Ut 398 puv yuouOddo sty JdANaULUTINO 0} AyTIGe sry Avypdstp 0} Ayrunzioddo uv uaars st uew Sunysy pouret} AJMou 9y} YOIY ul ‘oT}}eq WeYs v st JoO[Id pooudtiodxo uv sev PoUOISsTUIUIOD st dy a10foq IOJIAe JUapHjs &v UIAIS S$}So} [BUY 24} JO oUGQ AMS GH NI GLVa NVAS Vv WoqI9TT Y Ppey O ed PA iets at seortrsgs I0O THE NATIONAL GEOGRAPHIC MAGAZINE SEASICK IN THE AIR November 10, 1917, Evening. You know November in France. I’ve been here almost two weeks now and am Stiles, Lentramment:"thatvis: li ihavent started in to do any regular work yet. Only five times have I been able to fly in two weeks. But I’ve got my own machine and mechanic, everything is in order, and I’ve been assigned to a patrol the last two mornings when it rained. Tomorrow again at 8.50 with four others—patrol for one hour and fifty minutes at about 15,000 feet, back and forth over our sector, sometimes over our own lines, sometimes in Bochie. I’m getting very impatient to get started. In what few flights I’ve had, I’ve been work- ing on acrobacy a bit and am gradually learning a few simple things; twice I stayed up a little too long and had to lie down a few hours afterward, almost sea- sick, I like Spa 84 very much indeed. The Frenchmen there are regular fellahs. Wertheimer, a sergeant, is a sort of in- formal and unadmitted chief of the sous- officiers. It is he that speaks English and has helped us a lot in getting settled, etc. Very much of a. gentleman he is and understands a bitof Anglo-Saxon customs and eccentricities, always gay and an in- defatigable worker. We have all been arranging the one big room of our barracks—dining room, reading-room, and probably eventually American bar. The walls are covered with green cloth, green paper (of two different shades and neither quite the same as the cloth), red cloth (on top as PCOGEOtiitieze), andrea paper The ceiling is done in white cloth to keep in heat and lighten the room. A monumen- tal task it has been, especially as ma- terials are hard to get and expensive. FED AMAZINGLY FOR FOUR FRANCS A DAY Wertem (as Wertheimer is called) and Deborte have done most of the work. Deborte is also chef de popote, which means housekeeper, and a very efficient man. For four francs per day we are fed amazingly well, especially when one realizes that we are near the front in a 101 country which has had three years of war. Deborte hasn’t the pleasantest man- ner in the world at times, but usually is very agreeable, willing to tell me things about flying or the escadrille, always ready to work, and a dependable man in the air. And Verber, who rooms with Wer- tem, he speaks a little English; has a great deal of trouble understanding it, but is picking up; wears a monocle all the time, because he’s got a bum eye; carries a stick, and has an extremely ec- centric appearance, but withal is very agreeable and a very valuable man. He has the habit of taking long trips all alone, far into Germany, just to see what is going on. Pinot is the name of the little roly- poly chap everybody calls Bul-Bul, who used to be a mechanic and now is a very good, merry pilot. He has a great pen- chant towards Pinard, is violently but not at all objectionably non-aristocratic, is forever laughing or kidding some one, walks on his hands to amuse people, and is the delight of all the mecanos. Demeuldre is a very quiet sort of school-boy type, who has been a pilot of biplanes and reconnaissance machines for a long time. He came to the escadrille recently with a record of two Boches as pilot of a biplane (that is, his machine- gun man did the shooting and they both get credit), and a few days ago brought down a German in flames, his first as pilot de chasse. ‘There are two others away on permission, whom I don’t know Vel ESCAPING DESTRUCTION BY A MIRACLE Somewhere in France, November 13, I917. Dear FatHEerR: Campbell was in the Lafayette Escadrille and they are a mem- ber of the same group as Spa 84, so I have asked them about him. He was on a patrol with another chap; they attacked some Boches and when it was over the other chap was alone. Campbell was brought down in German territory and so reported missing. I believe that the chap he was with has seen and talked to Campbell’s father or some close relative since. ‘SUOTPVLIYIWILL IVINS SNOJIUINU YA OUT] ISI B “OUO DALY YUIAT OY} IY “sous, FO Soul] pouyop -[J9M OM} FO S}SISUOD A[QeIIVAUT JSOW[E W9}SAS UVULIOL) OY} Fey JOR DY} WO, SOUL] USI PUR UPUIST) dy} UsIMJoq YsiInsuNsip 0} Asvo Ajjensn St yt sydei8ojoyd jeitoe suiXpnjs uy “pur’y sueyyY ON ©}UL HO Snp usoq pey yotyM s}sod Suruozsi] AWous Jopun sour JO UOIsO;dxs oy} Aq FF] S1eOS OY} Oo , . aie Ady} {Sioyesd [Jays Jou s1e—ydei . Sojoyd oy} JO Jey JOMO] oy} Ul suOTSsoidop doop 9AY dYy}——odvosivzM Sty} JO Sainjvaz snonosidsuod jsow oy, Lait OOf'S JO NOLLVATTA NV Ly NAMVL HdVaOOLOHd V WONT :LNOYI NUYISHUM AHL NO SHHONUML ANT GNOOUS GNV SUM NVWYAD AHL JO MAIA V 102 THE NATIONAL GEOGRAPHIC MAGAZINE Another chap named Bulkely was brought down in similar circumstances about the first of September. Ten days ago, word was received from the Amer- ican Embassy that he had communicated with them, a prisoner in Germany. There are many similar cases, where men brought down with crippled machines or wounded, escape destruction by a miracle. The only sure thing is when a machine goes down in flames or is seen to lose a wing or two. For instance, there are two officers in the group who are in the best of health and daily working. Several months ago they were on patrol together ; collided in the air. One cut the tail rigging com- pletely off the other and they separated, one without a tail and the other with various parts of a tail mixed among the cables and struts of one side of his ma- chine. ‘They both landed in France, one on his wheels, followed by a capotage, or somersault turnover, the other quite com- pletely upside down. Then a term in the hospital and back they are again. THRILLING FEATS OF DARING Kenneth Marr, an American, had the commands of both his tail controls cut in a combat, the rudder and elevator, leaving him nothing but the aileron—the lateral balance control and the motor. He landed with only a skinned nose for casualties and got a decoration for it. Another chap in an attack on captive balloons, drachens, dove for something like 10,000 feet vertically and with full motor on, thereby gaining considerable speed, as you can imagine. He came right on top of the balloon, shot, and to keep from hitting it, yanked as roughly as he could, flattening out his dive in the merest fraction of a second. Imagine the strain on the machine! When he got home all the wires had sev- eral inches sag in them; the metal con- nections of the cables into the struts and wood of the wings had bit into the wood enough to give the sag. Machines are built to stand immense pressure on the under side of the wings. In some acrobatic maneuvers I was try- ing the other day, I made mistakes and caused the machine to stall and then fall 103 in- such a way that the full weight was supported by the upper surface—by the wires, which in most machines are sup- posed merely to support the weight of the wings when the machine is on the ground. Yes, the Spad is a well-built machine— the nearest thing to perfection in point of strength, speed, and climbing power I’ve seen yet. Of course, it’s heavy, and that’s why they put 150 to 230 horse- power in them. The other school, that of a light machine with a light motor, depending for its success on lack of weight rather than excess of power, may supplant the heavier machine in time; I can’t tell. WHEN DECORATIONS ARE BESTOWED So, as any one who knows has said right along, there is a long way to go in the development of the J. N., or even the little triplane, before American - built planes get to the front. Of the bombing game I don’t know anything at all. Yesterday there was a revue here in honor of Guynemer and decorations for the pilots of the group who had won them. Three Americans received the Croix de Guerre—members of the La- fayette Escadrille. Lufbery, the Amer- ican ace, carried the American flag pre- sented to the escadrille by Mrs. McAdoo and the employees of the Treasury De- partment, beside the two aviation em- blems of France. He was called to receive his decoration “for having in the course of one day held seven combats; descended one Ger- man plane in flames and forced five others to land behind their lines”? (which means that he is officially credited with one, his thirteenth, and that the other five, though probably brought down, do not count for him because there were not the necessary witnesses required by the French regulation). Being the bearer of the flag, he was a very worried man to know what to do with the flag when he should go up to get his medal, till one of the fellows in 124 (the Lafayette) came to his rescue. For a military revue it was decidedly amusing. Aviators are not very military. The chief of one of the escadrille was 104 commissioned to command the mechanics who are plain soldiers, with rifles and steel helmets for the occasion. He is a bit of a clown and amused the entire gathering, kidding with the officers. The pilots of each of the five escadrilles were in more or less formation; most of them with hands in their pockets, for it was chilly, and presenting a mixture of uni- forms unparalleled in its heterogeneity ; every branch of the service represented and endless personal ideas in dress. Because of the occasion, repos has been granted to the entire group for the after- noon, another group taking over our patrols; so that after the revue every one had the afternoon to waste—a sunny day, which is quite unusual this month. Within a half hour every machine that was in working order was in the air, forming into groups and then off for the lines, just looking for trouble—voluntary patrol they call it—which opened my eyes a bit to the spirit in the French aviation service after three years of war. Word from Paris that those Ameri- cans in the French service who have de- manded their release to join the U. S. A. have obtained that release, which prob- ably means that all we wait for now on the commissions. This afternoon I took another trip with one of the old pilots to look over the sec- tor. We stayed over France and didn’t get into trouble, although there were lots of Boches around. Hope to get really started soon. An amusing one this morning: Two pilots from the group were on patrol and attacked a single German about two kilo- meters behind the German lines. They completely outmaneuvered him; he got cold feet and started for the French lines, giving himself up. The funniest part about it is that the machine gun of one of the attackers was jammed and he couldn’t possibly have hurt the Boche—just had the nerve to stay and throw a bluff. They came back to camp just before dark this evening, one of them flying the German machine and the other guarding him ina Spad. The machine is an Alba- tross monoplane (biplane), finished in silver, with big black crosses on the wings and tail—a really beautiful thing. It flew THE NATIONAL GEOGRAPHIC MAGAZINE around camp for several minutes before landing. It is the second machine that has been scared down since I’ve been out here. A MIMIC COMBAT IN THE AIR Alt the Front, Somewhere m France, November 17, 1917. At present things are hopelessly slow on account of bad weather, so I have a good deal of time to write and naught to write of. I still am waiting for my bap- tism, of active service, which is assigned for each day and held up on account of fog, low clouds, or rain. In the after- noon it usually lifts a little, not enough to fly over the lines, but sufficient to per- mit a little vol d’entrainment—a practice flight around the field. I’ve been taking every chance to learn to fly—practicing reversements, vertically banked turns, 9o- degree nose dives, etc. _ Two days ago we had a very interest- ing mimic combat in the air. The Boche machine, which has beer captured, and a Spad, both driven by very clever pilots, maneuvered for position during 15 or 20 minutes at 1,000 feet or less, back and forth over the field, doing almost every possible thing in the air—changing direc- tion with incredible rapidity, diving, climbing, wing- slipping, upside - down dives—everything under the sun. Two of them were at it again today in two Spads—just maneuvering. What a lot there is to learn! When I got through acrobacy at Pau, I had the impression that that kind of stuff was relatively easy; now I know different. For the present I’m working on the system of try one thing at a time; get that fairly well and then commence another. And small doses—1Io or I5 minutes for an acrobatic flight ; not more—because one can easily get dangerously sick in a very short time. Not that there is any particular peril in getting ill in the air; only it’s beastly uncomfortable. RATHER GET A BOCHE THAN A COMMISSION At the Front, Somewhere in France, November 30, 1917. The rumor at the Lafayette E'scadrille & B. STUART WALCOTT, THE AMERICAN AVIATOR this evening is that they have been at ifse biansterted. (©r vcourse, they had similar rumors many times before. For myself I am becoming rather indifferent ; Wery well Satisiied mere, except, “for weather, and getting what I came over tere for. Father mentioned something about a monitor’s job (after I had had experience at the front). My present inclination is decidedly against the idea. There is no job in the world I like less to think of, and there are plenty of people who want to get comfortably settled in the rear; so let them, say I, and may they enjoy it. It is not a very pleasant job. As a retirement after a period of serv- ice at the front, it is another matter. Of 105 all people I can think of I have the small- est right to an ambussé job at present; so here I hope to stay. Whether I fly with an American or French uniform, | don’t care very much at the present mo- ment. I had rather get a Boche than any commission in the army; but one cannot always tell about the future; perhaps after a few good scares I'll be ready to jump at a monitor’s job. DAES DREINGP ES Oe ATSEAD At the Front, December I, 1917. I tried to give you all some idea of the strength of a Spad in a letter a while ago. At home people speak of a factor of safety, meaning the number of times 106 stronger the machine is than is necessary for plain flying. ‘The Spad is made so that a man can’t burst it, no matter what he does in the air—dive as far and as fast as he can and stop as brutally as he Canaieestanase tie sacket. a.@lt scoutse, motors do stop, and if it happens over a mountain range—well, that’s just hard luck. Have had a few patrols since last I wrote; one at a big height, 4,000 to 4,500 meters, considerably above the clouds, which almost shut out the ground below, a wonderfully beautiful sight, but beastly cold, and a couple when the clouds were low and solid. The patrol stays at just the height of the clouds, hiding in them and slipping out again to look around. If it stays below, the enemy antti-air- craft guns pepper it, whenever near the lines and at a low altitude, that is rather awkward; so the patrol shows itself as little as possible. It’s lots of sport to try to keep with | the patrol; be behind the chief of patrol, see him disappear and then bump into a fog bank, a low-hanging cloud, and not see a darn thing; then dive down out of the cloud, wondering whether the other guy is right underneath or not; shoot out of the cloud and see him, maybe 500 yards away, going at right angles; then bank up and turn around fast and give her the gear full speed to catch up, and so on; see a Boche regulating artillery fire, start to maneuver into range, and zip! he’s out of sight in the clouds, and the next you see he is beating it far back of his lines. Not very dangerous this weather, but lots of fun. Chalons sur Marne, December 8, 1917. Yesterday we were awakened at 6 and told that we were going to move out, bag and baggage, at 2. So, as new barracks were not ready, we came down here last night and have been seeing the sights of THE NATIONAL GEOGRAPHIC MAGAZINE the town since. It is full of Americans, ambulances, doctors, Y. M. C. A. work- ers, everything but fighting men, which I trust we'll see before long. THE, LAST PLIGHT On December 12, while on patrol, B. Stuart Walcott met a German biplane carrying two men. Three cable reports agree that he shot down and destroyed this machine about two and a half miles within the German lines. He then started back for the French lines and was over- taken by three Albatross German planes. He was overcome and his machine went down in a nose dive within the German lines, it being assumed that either he was shot or his machine disabled. There was still a hope that he might have escaped death. Inquiries were at once instituted through the American Red Cross and the International Red Cross, with the result that on January 7 a cable came from the International Red Cross stating that it was reported in Germany that S. Walcott was brought down dur- ing the afternoon of December 12 near Saint Souplet, and that he was killed by the fall. On January 11 the French Government awarded the Croix de Guerre to the fallen flyer, with the accompanying citation: “Corporal Walcott, an American, who volunteered for the duration of the war, and a young pilot of admirable spirit and courage, on December 12, 1917, at- tacked an enemy airplane. He pursued it four kilometers behind the German lines, where he brought it down. He was in turn attacked by three other monoplanes and was driven down.” The medal was received on his behalf by members of his squadron and has been forwarded to his father, Dr. Charles D. Walcott, Secretary of the Smithsonian Institution, Washington. Eh Ol Ore VOR AE, AER Plas By Rear ApmMirRAL Rogpert E. Peary, U.S. Navx for commerce and transportation presents possibilities far beyond anything that we can now imagine. Sea power—amilitary and commercial— has been for centuries an absolute essen- tial to every great nation, insuring its continued existence and opportunities for legitimate growth and expansion. We are now entering upon an era of air power—a stupendous era—which in the near future will be as far superior to the greatest sea power of the present as the unlimited ocean of atmosphere now sweeping unbroken around the globe is greater than the land-bordered Atlantic or Pacific. The beginning of this era, the opening up of a mighty and entirely new world for exploitation, presents to the United States, with its unique geographical posi- tion, its boundless resources, mechanical and inventive ability, and its splendid reservoir of ideal American manhood, the opportunity to be the first air power im the world. ‘This should be the second article in our national creed, the first arti- cle in that creed being the Monroe Doc- trine. In the midst of our great plans for carrying the war home to Germany through the air we must not forget to protect our own valuable and vulnerable coasts and coastwise shipping with air- planes. The eagle is our/national emblem. ‘Give us 10,000 fighting sea-eagles—far- seeing, swift-flying, steel-taloned—to ren- der our coasts immune from the bloody “killers” of the sea. Give us thousands of swift sea-going hydro-airplanes, with capacity for carry- ing powerful guns and bombs; perfect a device—bomb, torpedo, or gun—that will enable a plane three times out of five to destroy a submarine on or just below the surface; then drill, and drill, and pRILL with this device until our airmen have the deadly precision of the dead shot with his gun, the whaleman with his harpoon, and the cowboy with his lasso or revolver. U TILIZATION of the atmosphere Any one who has seen a fish-hawk or a sea-eagle sweep over the surface of the waves, then pause, hover for a moment, dive like an arrow, and proceed with a fish in its claws will understand the state- ment that when we have ten powerfully armed airplanes to assign to every lurk- ing, murderous submarine, the finish of the undersea craft will be as inevitable as that of the fish. This method of defense can be made so effective by American skill and energy as to constitute a complete protection for our coasts, leaving our swift battle cruis- ers and destroyers free for a far-flung offensive in any one of the seven seas. Not only must America depend upon her air fleets to protect her from the ‘at- tack of hostile sea fleets, but from air raids upon her cities, for the rapid ad- vancement in the science- of aviation makes it only a question of time before we shall be vulnerable to attack from . above, even though the enemy be sepa- rated from us by thousands of miles of ocean. AIR ADMIRALS OF THE FUTURE The military evolution of the airplane has advanced from the single machines, scouting and fighting hand to hand, to the squadron of twelve planes; then to bomb- ing companies of thirty to forty ma- chines; then to the formation, as in the battle of Messines Ridge, last June, where three strata of Allied aircraft were en- gaged—the fighters in the upper, the ob- servers and bombers in the middle, and the machine-gun planes in the lower, close to the ground. This work of the air service really won the battle. We are now very near the stage that I ventured to suggest two years ago, in which the aérial unit will be 500 to I,000 machines, and we shall have air divisions made up of brigades, each composed of several such units. The air admiral of the near future will need to know more than the possibilities of an aero squadron. He must know from long practice, drills, evolutions, and 107 ofl] JO ANOY Jor1siq duo OJUL popMOID d1v 9SoY} [[~—uo v9 puL ‘uedsop ‘odoy ‘1aSsuep “vay Osye !sseva suo Aq Rg SUI[JSIYM PUL De} S,aUO ysed SutAy IV [OOD oy} WOIF SOUIOD BLY} SUI[IIF P—JUIWI}IOX9 $ydui9}Ve 1OU poiIep SUOT}e19U06 snoraoid 1eyM Suryst{duroys -I8 ‘p]IOM plo ]]Np oy} aptajse yo Jo Sof ayj—Aol :S8urdy ul pooustiadxo st UoT}VSUIS UMOUX AJIAyT “W90}S9 pue “OAoT ‘Ay}edurAs Sty SoPAUT 7] ‘Ivd SI O}JUI IDURYOp puL aSsevinod siodstyM pue sue OYI] SUTOA SUeL & ysnoiy} Suni {[ “ysISat Ue Mof Jey} UMO S}T FO [[eo v sey Je Pos NOLLVINOdSNVUL WOT dIHSHILIVGA V JO SMOUd AHL OL GAHSV'T UNV IdudlV-OUGAH ‘IVAVN V DNAIIG WII [PUOI}eUIIJUT @ a 108 EE IATIONAE GEOGRAPHIC. MAGAZINE experience the possibilities and the meth- ods of handling an aero division made up of brigades of aero squadrons. SUBMARINE SECONDARY TO AIRPLANE The submarine, an American invention perfected abroad, ranks at present with the airplane as a revolutionary device, but in my opinion it will soon take second place. : The fundamental limitations of the airplane are less than those of the sub- marine. It possesses potentialities of offensive in the air, on the sea surface, and under the sea. In other words, air- planes can attack other planes or dirigi- bles, they can attack ships, and they can attack submarines. The possibilities of the submarine can and probably soon will be confined to under-surface offensive. The range of the airplane is much greater than that of the submarine. To the flying machine seavor land is allthe same. = It can go Whetever there isxair lin the case of nearly all European nations, except Great Britain, the land phase of flying will prob- ably be the most important. With us the reverse is the case and our geographi- cal position and thousands of miles of coasts make the marine phase most im- portant to us. It must be fully recognized, as a matter of permanent national policy, that the air fleets of the United States must be both numerous and powerful enough to patrol and protect all sea approaches to the entire continent of North America. AMERICA RICH IN AVIATOR MAN-AND- WOMAN POWER As regards aviation personnel, the United States is uniquely favored. In numerical strength we surpass every other nation except Russia and China. The Lafayette Escadrille in France has already given the world a practical illus- tration of the kind of aviators Amerti- cans make. Along our thousands of miles of coasts there is a quantity and quality of per- sonnel that is among the most valuable assets of this country. It is the per- sonnel composed of the young boatmen, fishermen, sailors, and those who have been brought up beside and earned their living on and by the ocean. They con- 109 stitute the nucleus of a personnel which is hardy, courageous, enduring; knows the sea and its ways; has the sense of navigation born in it, and above and be- yond all has the quality of individual initiative and the power of instant execu- tion developed to the highest degree. Take the young fellow who, from the age of six or eight, has been handling his own boat, and from the age of 12 or 14 has, singlehanded, driven his fishing boat daily offshore almost out of sight of land, made his day’s haul, and has driven his craft back home again in the teeth of all kinds of weather. I know this breed well. I have cruised with them many an hour. I can feel the salt spray of 45 years ago upon my face and in my eyes now. I know their capabilities— rosy-cheeked, clear-eyed, fearless, alert, and quick as a cat. These youngsters can take their motors apart and put them together again with eyes shut, and they can keep them going under all circumstances, in a way that at times seems almost unbelievable. They have been forced to this by the supreme incentive of safety for one’s own life. When fighting the breaking seas of an easterly gale off the Maine coast, if motor trouble develops the cause of it must be determined at once and the remedy applied instantly. If not, the little boat broaches to, a sea comes roar- ing aboard, and the life story of that par- ticular youngster comes to a full period. In considering the air personnel re- sources of America, the patriotism, intre- pidity of spirit, and energy of the young women who are anxious to fly must not be overlooked. That women can become skilful aviatrices has been splendidly demonstrated by the brilliant achieve- ments of Miss Ruth Law and Miss Kath- erine Stinson. WAR'S BIRDMEN TO PLAY USEFUL ROLE IN PEACE TIMES That the young men who are training for fliers in war service will have an important and useful role to play in the commercial, industrial, and scientific growth of aviation 1s apparent. When peace comes thousands of men and thousands of planes will be required tor the mail Service of the future, for policing the air, for aérial coast patrol, 110 for aérial map-making by means of aerial photography, for exploration, and for rapid transit of passengers and freight. An aérial mail service has already been outlined tentatively in Europe by both the Entente Allies and the enemy govern- ments. France and England have had committees at work for nearly 12 months on plans for utilizing their air fleets and air personnel after the war; Bavaria has proposed an aerial traffic service for cen- tral Europe, and Prussia is said to be per- fecting arrangements for a peace-time Hamburg-to-Constantinople mail and pas- senger service. How extensive may prove this after- the-war aviation service may be surmised from the fact that already airplanes have been perfected which are capable of carrying aloft 25 passengers; other ma- chines have developed a speed of I50 miles an hour, while the record non-stop flight to date is 1,004 miles, only 191 miles short of the longest water gap in the America-to-Furope air course, by way of the Azores from Newfoundland. That transatlantic flight is a certainty of the next few months, no reasonable person doubts. British authorities have expressed the belief that it will soon be possible to go from London to Paris and return in one day, or from London to Bagdad in a day and a half; to New York in two days, and to Ceylon in two and three-quarter days. Air routes to India, with air cur- rents and possible landing stages are even now being mapped. Every obstacle of nature has been over- come by the airman—deserts, seas, and mountains. The attainment of an alti- tude of four miles is now almost com- monplace, and the Alps have been con- quered on numerous occasions. AIDING THE GOVERNMENT IN TRAINING FLYERS That America is not waiting supinely for peace to be declared before she makes her preliminary preparations and experi- ments for the age of the airplane is in- dicated in the establishment recently of a well-marked air route from Dayton, Ohio, to Rantoul, Ill., as an aid to the training of aviators. This work has been carried forward under the direction of Carl G. Fisher, of Indianapolis, chairman of the Mapping THE NATIONAL GEOGRAPHIC MAGAZINE Committee appointed by the National Ad- visory Committee on Aéronautics. The initial program for a marked route consisted of serial numbers painted in large white figures on barn roofs, with an arrow pointing the direction where a clear field of the proper area for safe landing might be found, in the event an emergency landing was necessary. With the Indianapolis Motor Speedway as a central point, landing field numbers from I to 72 were painted on barn roofs between the speedway and Dayton, at an average distance of about two miles apart. From the speedway to Rantoul the field numbers ranged from I to 28; size used, 6 to 10 feet long by 24 to 36 inches wide. ‘The distance between the fields on this end of the route averaged about four miles. This campaign required the services of two men and a specially equipped motor truck and consumed two and one-half months’ time. To complete the number- ing, 111 gallons of paint and 50 gallons of oil were used. Following the landing field or daylight route marking scheme, the second phase of the work was to afford assistance in furthering the difficult training in night flying. A patriotic spirit and the desire to assist the government prompted the citizens, town authorities, and civic or- ganizations of the various municipalities selected for signal stations to purchase, erect, and provide for the maintenance of signal lighting equipment at Dayton and Eaton, Ohio, and at Fairfield and Wright flying fields near Dayton; Rich- mond, Cambridge City, Knightstown, Greenfield, Cumberland, Fort Harrison, Indianapolis, Indianapolis Motor Speed- way landing field, Brownsburg, James- town, Crawfordsville, Waynetown, Veed- ersburg, and Covington, Indiana; Dan- ville and Champaign, Lllinois, the last- named city being only ten miles south of the government training field at Rantoul, Ihnois. Signal equipment consists of four- or six-light projectors with red or green lenses, equipped with lamps of 200-watt capacity. The projectors are mounted on an angle-iron frame four feet square, standing three feet high. Each unit has an automatic flasher system attached. On the four-light frames the projectors YW, WY THE FIRST WOMAN TO FLY FROM CHICAGO TO NEW YORK Miss Ruth Law established a new American cross-country flight record when she piloted her airplane from Chicago to New York, a distance of 832 miles, her actual flying time being nine hours and one minute. Her longest continuous flight lap on the journey was 590 miles. Miss Law is seen receiving the congratulations of Major General Leonard Wood upon her arrival at Governors Island, New York. IEA AN AVIATOR’S SIGN-POST FOR NIGHT FLYING “Signal equipment consists of four- or six-light projectors with red or green lenses. They are mounted on angle-iron frames four feet square, standing three feet high. Each unit has an automatic flasher system attached. For indicating the direct flying route from Dayton to Rantoul, lights flash on and off at about six-second intervals.” AN AVIATOR’S LANDING FIELD INDICATED BY HUGE NUMERALS PAINTED ON THE ROOF OF A BARN The initial program for a well-marked air route from Dayton, Ohio, to Rantoul, IIl., designed as an aid to the training of aviators, includes the painting of large white figures on barn roofs, with arrows pointing in the direction in which the birdmen can find safe landing places. 112 THE NATIONAL GEOGRAPHIC MAGAZINE are set, two lamps directed east and two west. Six-light signals read two east, two west, one north, and one south. East and west lights are trained ten degrees off the direct course. All projectors on both the four- and six-light units are set twelve degrees above the horizontal. For indicating the direct flying route from the Dayton flying fields to the Ran- toul field, lights flash on and off at about six-second intervals. To assist the pilot to check his location, the station at the end of the first fifty miles west of Dayton flashes green and red alternately. The completion of the second fifty-mile leg is indicated by the rapid flashing signal for the Indianapolis Motor Speedway land- ing field. Continuing west, the third checking signal consists of six green - lights flashing on and off, indicating Crawfordsville, Indiana. Again, at Dan- ville, Illinois, the light flashes red and white at six-second intervals. All other units which indicate to the pilot or his observer that they are following the di- rect course employ red lights flashing on and off at the regular stated intervals. Drifting with the air currents and unconsciously leaving the direct flying course will be corrected by a system of side marking lights. At about. twenty miles north and south of the ‘air route and located approximately twenty miles east to west, two fixed lights are to be stationed. Those on the south will use red and point directly north, while the lamps north carry green lenses and are directed due south; hence, should the air- plane drift from the course, the pilot would be reasonably sure to detect either the stationary red or green lights and cor- rect his direction until the flashing signals telegraph the welcome news, “Straight ahead.” Lamps used for side markers are of the same type of projectors and are to be purchased, installed, and main- tained by the towns where stationed with- out cost to the government. On clear nights the radius of all lights will be from eight to ten miles. FOUR TRANSCONTINENTAL AIRWAYS The details of this Dayton-Rantoul route present in a general way the nature of the task which the aviation sign-post pioneers will undertake in mapping and 113 marking the four transcontinental air- ways, proposed by the Aero Club of America and known as the Woodrow Wilson, the Langley, the Wright Broth- ers, and the Bell & Chanute routes. The last of these routes, extending from Boston, Mass., to Seattle, Wash., via Albany, Syracuse, Rochester, Erie. Buffalo, Detroit, Grand Rapids, Minne- apolis, Bismarck, and Great Falls, will be a richly deserved memorial to Octave Chanute, the pioneer aéronautic engineer, and Alexander Graham Bell, whose name is more frequently associated with other great gifts to humanity, but who in an unspectacular way was a potent factor in advancing man’s mastery of the air. It was the financial support and per- sonal encouragement of the inventor of the telephone which largely enabled Samuel P. Langley to continue his ex- periments with heavier -than-air ma- chines—experiments which were of in- estimable value to Orville and Wilbur Wright, who finally achieved success. Alexander Graham Bell’s support was given at a time when the foremost physi- cist of Great Britain, Lord Kelvin (Sir William Thompson), the foremost as- tronomer of America, Simon Newcomb, and the foremost business genius of this age, Andrew Carnegie, scoffed at the possibility of man’s flying. The name of this airway will also be a tribute to Mrs. Bell, whose gift of $50,000 to the Aérial Experimental Association in 1907-1908 made possible the experi- ments which resulted in Glenn H. Curtiss and J. A. D. McCurdy taking an active part in the development of aeronautics. The Woodrow Wilson airway will ex- tend in an airline from New York to San Francisco, with Cleveland, Toledo, Chi- cago, and Cheyenne the principal cities en route. It ts proposed that both the Langley and the Wright Brothers routes shall have Washington as their starting point. The Langley line will end in Los Angeles, passing near Wright field at Dayton and within a few miles of St. Lottis. The Wright Brothers airway will pursue a more devious route through Virginia, North and South Carolina, Georgia, Ala- bama, Mississippi, Louisiana, ‘Texas, New Mexico, and Arizona, and termi- nates at San Diego. GERMANY’S AIR PROGRAM HILE America and her Allies have been organizing their wealth, natural resources, and industrial forces to place a fleet of flying machines above the battle lines of Europe this spring, the fact should not be over- looked that Germany and her vassal na- tions are equally alive to the importance of mastery in the air. Her highly cen- tralized war industries are exerting every effort to match the gigantic program of the Entente Allies. While no official figures have been al- lowed to leak from Germany as to just what is being done in preparation for the supreme battle of the sky, the trend of public opinion in the Teuton nations is reflected in such reports as the following news item (translated by a correspondent of London Flight) which appeared re- cently in Der Motorwagen, a Berlin jour- nal: NAt a recent meeting of th¢~Deutscher Fliegerbund (German Aérial League) the treasurer, Lieutenant Bothe, of Ber- lin, gave some interesting details regard- ing, the objects: and activities. of ithe Weaciiier) Pale first gave a very clear and com- prehensive survey of the present position of aeronautics in Germany, claiming that the Germans had now really obtained the supremacy of the air on the western front as on other fronts, though he had to acknowledge that at the time of the great Somme offensive the mastery in the air belonged to the British and French. “This led to a reawakening in German military circles and to a redoubling of their efforts to regain that supremacy, and no stones were left unturned until that object had been successfully attained. “The Germans had now left their ad- versaries far behind, both in number and quality of the aircraft being turned out, as the English were learning to their cost. “Lieutenant Bothe then dealt at some length with the position of military aéro- nautics after the present war. He fore- told that on the cessation of the present hostilities all the nations would at once proceed to build up an impenetrable se- ries of modern defensive works, extend- ing several miles behind their frontiers, and*which it would be beyond the power of human beings to break through, ex- cept by the aerial arm. “In future wars it would be necessary to invade the enemy’s territories by means of tens of thousands of aéroplanes, which by dropping hundreds of tons of explo- sives would destroy all industrial works, transport routes, etc., and thus delay the advance of the troops and impede prepa- rations for offense or defense. “The war would be won within the first few days of the declaration of hostilities by the Power, or Powers, which were thus able to throw in the largest weight of aerial ‘frightfulness,’ and thereby para- lyze the fighting efficiency of their op- ponents, before even a battle had been fought or a campaign opened. “Where, it may be asked, are to be found the pilots to man these tens of thousands of aéroplanes? This would be one of the chief duties of the German Aerial League, an institution which was daily growing in importance and influ- ence. _ “By suitable courses of training at aéro- dromes and in the workshops, the youth of the country would be prepared for later service in the Flying Corps. “The speaker urged every one interested in this subject to give the League all the support possible by joining a local branch and by making its objects more widely known.” INDEX FOR JULY-DECEMBER, 1917, VOLUME READY. Index for ‘Volume XXXII—July-December, 1917—will be mailed to members upon request. 114 Wom. Xx No: 2 WASHINGTON FEBRUARY, 1918 THE NATIONAL GEOGRAPIAICG MAGAZINIE THE VALLEY OF TEN THOUSAND SMOKES An Account of the Discovery and Exploration of the Most Wonderful Volcanic Region in the World By Rogperr F. Griccs DIRECTOR OF THE NATIONAL GEOGRAPHIC SocIETY KATMAI EXPEDITIONS OF I9Q15, 1916, AND IQI7 Having achieved the distinction of bemg the first explorer to ascend Mt. Katmai and study its active crater, the largest in the world, Mr. Griggs, in the GEOGRAPHIC for January, 1917, gave a detailed account of the region in Alaska affected by the explosion of this mountain, which was the most tremendous vol- canic eruption since the beginning of recorded ustory. In the present article he makes known to the members of the Society the wonders of the gigantic safety- valve area adjacent to Mt. Katmai, which he has named the Valley. of Ten Thousand Smokes, discovered and explored by National Geographic Society expeditions. HEN the members of the Kat- \ \ | mai Expedition of the National Geographic. Society, looking through Katmai Pass, first beheld below them the Valley of Ten Thousand Smokes, it was at once evident that one of the great wonders of the world had been discovered. ‘The first glance was enough to demonstrate that we had found a miracle of nature which, when known, would be ranked with the Yellowstone, the Grand Canyon, and other marvels, each standing without rival in its own class (see also pages 131 and 147). But in spite of the certainty which pos- sessed us of the magnitude and impor- tance of our discovery, further investiga- tion at that time was impossible. We had been equipped for the definite task of ex- ploring Katmai and reaching the crater of the gigantic volcano from which had come the tremendous eruption of June 6, 1912, one of the most violent in history. For the accomplishment of this pur- pose our outfit had proved adequate. But the equipment was entirely insuffi- cient to permit us to extend our lines across to the Bering Sea side of the range and maintain a camp in the Valley of Ten Thousand Smokes. Moreover, the time remaining to us was too short for the task, even if we had been adequately equipped. As recounted in the GEoGRAPHIC for January, 1917, we were.compelled, there- fore, to turn back, with only the scantiest evidence to substantiate the story of our truly remarkable discovery. However, THE NATIONAL GEOGRAPHIC MAGAZINE Photograph by Clarence F. Maynard STEAM-HEATED TENTS AT THE HEAD OF THE VALLEY OF TEN THOUSAND SMOKES y found for the place had been onl ination we On exam deed a surprise, is was in Th hed to find that the ground under our tent was decidedly warm. We put most of our bedding under us to keep us cool 1S “When we turned in the first night we were aston O that a thermometer thrust six inches into the ground promptly rose to the boiling point. recently vacated by the retreating snowbank behind us. 1? ° 2 through the generosity of the Board of Managers of the National Geo- graphic Society, funds for another expedition were provided, and dur- ing the summer months of 1917 we were able to continue the explora- tions of the previous year.” THE TEN THOUSAND SMOKES A VAST SAFETY-VALVE When we reached Katmai Pass, in June, 1917, I saw at once that everything was just as it had been the previous year. There were the two little fumaroles which we had first found, steaming away exactly as they had been the year before. This was decidedly reassuring, for I had been tormented with the fear that after all the time and effort spent in preparation for the expe- dition I might find that we had seen only a passing stage in the declin- ing activity, and when we arrived we would find the valley dead, with all its volcanoes a thing of the past. When I got back to camp and re- ported the conditions, I found that some other members of the party had been secretly entertaining the opposite fear—that the whole val- ley was likely to blow up suddenly while we were in it! © On the contrary, all that we have seen indicates that the activity of this district, like that of the Yel- lowstone Park, has reached a stable stage, which will continue without much change for a relatively long * This was the fourth expedition sent by the National Geographic Society to investigate the stupendous eruption of Mt. Katmai. The first was in 1912, led by George C. Martin, of the U. S. Geo- logical Survey, Mr. Martin’s report, with 57 illustrations, being printed in the Feb- ruary, 1913, number; the second was in rors and the third in 1916, both directed by Robert F. Griggs, of the Ohio State University, whose report was printed in the January, 1917, number of the Na- TIONAL GEOGRAPHIC MAGAZINE, with 52 illustrations. To appreciate the number and magnitude of the discoveries made by the National Geographic Society ex- peditions, members should read again these reports. Extra copies of these in- teresting numbers may be obtained at 25 cents each. . THE NATIONAL GEOGRAPHIC MAGAZINE period. Wherever we went conditions were the same. All the vents, big and little, are remarkably constant in their activity. As long as steam continues to escape in such quantities, there appears to be little probability of a recurrence of any violent explosions like those of 1912, for the present activity of the region acts as a safety-valve to relieve the pressure from below and prevent its reaching the danger point. FIRST VIEW OF THE TEN THOUSAND SMOKES Last year Walter, who had been keep- ing camp the day we discovered the val- ley, had listened to our accounts of its wonders with polite incredulity. I was interested to see what the effect of really seeing the valley might be on an unedu- cated native with no scientific interest to spur him on. When we had examined the little fuma- roles in the pass and looked at the dozen or so of others round about, he turned to me with an air of “Well, I thought so all the time,” and asked, “And is this the Valley of Ten Thousand Smokes?” “Oh! No,” I answered; “that is over the rise yonder.” When we reached a point where we could see on down the valley, his amaze- ment was unbounded. “Why,” he ex- claimed, “a whole big valley all full of smoke!” | I had planned merely to look in and turn back, for we had come a long way— so far that he had frequently remarked on the way up how far we had come and how fast I was walking, and had even asked to rest. But once he caught sight of the vailey, he must goon. It was my time to call halt now, for I was thinking of the long way back to camp. But be- fore I could stop him he had gone a couple of miles beyond the pass. He came home with shining eyes, very much excited, and though he was very tired he kept talking to Andrean about the wonder he had seen until late into the night. 7 How I wished I could have understood his Russian and heard exactly what sort of an impression the valley had made. I am sure his description must have been 117 far more picturesque than anything I could write. A WONDERFUL AND AMAZING SIGHT It. was indeed a wonderful and amaz- ing sight that we looked upon, as we came into the valley from between the two lava mountains which guard the entrance. Nor had this marvel of nature lost any of its allurement in the interval that had passed since the one fleeting glimpse I had had of the phenomenon the year before. As far as one could see down the broad flat-floored valley, great columns of white vapor were pouring out of the fissured ground and rising gracefully, until they mingled in a common cloud which hung between the mountain walls on either side. We could not see how far the activity ex- tended, for about 5 miles down the valley the smoke had entirely closed in, cutting off any further view in that direction. But we could look far up into the branches, which are given off to east and west from the head of the main valley. To the west the columns of steam could be seen coming out of the ground, close up to the base of the glaciers that wind down from the snowfields of Mt. Mageik, some four miles away. To the east our vision could not penetrate so far because of the prodigious activity in that quarter, where myriads of vents of all sizes were pouring forth immense quantities of smoke. CROSSING THE MOUNTAINS AGAINST A HAIL OF PUMICE It was four days later before all was in readiness for the whole party to go over. None of those who made that trip will ever forget it. The wind, which had been blowing uncomfortably hard for several days, freshened during the night until it began to carry away our dishes. The wind gauge in the sheltered nook we had selected for our camp showed a ve- locity of 25 miles per hour. Out on the mountain it was blowing twice as hard and directly in our faces. It was so strong as fairly to lift us off our feet at times ; but worse than the wind itself was the hail of sharp pumice which it raised. The pumice cut like a knife whenever it struck our flesh. The others protected Ir& Photograph by D. B. Church KATMAI PASS the millions of steam jets which the exped SUNSET IN The two little fumaroles to be seen at the right were the first of discovered upon entering the ition lley majestic va THE NATIONAL GEOGRAPHIC MAGAZINE their eyes with close-fitting goggles; but the leader could not avail himself of that relief because of the necessity of keeping to the trail, which in places was com- pletely drifted over. Fortunately this lasted only round the shoulder of Obser- vation Mountain, and from there on the going was comparatively easy. We later found, however, that this was by no means an extreme wind for this re- gion. On another occasion the men, after starting, were unable to make it and had to turn back. The wind gauge at the sheltered camp that day registered 60 miles an hour steadily, and much ees on the gusts. MILLIONS OF VOLCANIC VENTS When this year’s party reached the val- ley, the effect on the men was stupendous. None had imagined anything nearly so wonderful... Every one agreed that no description could convey any conception of its immensity or grandeur. I found that my matter-of-fact chemist was counting the smokes to see whether I had been justified in asserting that there were ten thousand of them. He soon an- nounced that I was quite well inside the number. There are certainly many times ten thousand to be seen, even on a clear day, and when the weather is moist myriads more appear, for then the smoke from the millions of little holes whose gases ordinarily are invisible condense until there are a thousand times ten thousand. — One member of.the party, who having traveled considerably and found many of the sights of the world overdrawn, was somewhat skeptical in advance about the Ten Thousand Smokes. When once he felt its thrall, however, he repeated over and over again, “Why, you couldn’t ex- aggerate it.”” This statement is perfectly true. While the statistics of length, area, etc., could be falsified, the enlarged fig- ures could no more convey any idea of the immensity of the new wonderland than can the real dimensions. This is one of the greatest wonders of the world, if not indeed the very greatest of all the wonders on the face of the earth. The valley cannot be described; only after one has spent many days within 119 its confines does one begin to grasp the proportions. All of these comments were made on first sight. We had not yet really seen the valley ourselves. OVERAWED BY THE WONDERFUL VALLEY The sensation of wonder and admira- tion, which came first to all, soon gave way to one of stupefaction. The magni- tude of the phenomena simply cevercame us. As we moved to any corner of the valley, what we had supposed from a dis- tance to be little fumaroles turned out monster vents, each group more wonder- ful a spectacle than the whole, seen in panorama, so inconceivably vast is the volcanic region. No amount of experience seemed suffi- cient to enable us to grasp proportions of this enormous safety-valve. For the first few days we-were over- awed. For a while we simply could not think or act in the ordinary way. At night I would curse myself, as I lay in my blankets, and make a list of the things I wanted to do the next day; but when the morning came I could not move my- self to action. I could only look and gape. Shipley, the chemist, was easily the most self-possessed of the crowd. But for him we probably would have turned around and come home without any of the scientific material we had gone to col- lect. After all, the whole valley is very much of a gigantic chemical laboratory, and perhaps that accounts for his greater command of himself. Yet on the third day he remarked that “he did not feel like monkeying with his little bottles of chemicals.” _ X— was frankly scared to death. He did what I told him, but except when told to do something he sat in a dull-eyed stupor, like one at the funeral of his sweetheart, from which no efforts of ours could rouse him. I can only guess the effort it must have cost him to go up to the fumaroles and get pictures of them. He said himself that he expected to go crazy before he got out again. He had to be relieved and sent down to the lower camp before he regained his nerve, but in the end had as good command of himself as any of us. ‘sypeldey pue woorq patsy ydaox9 JayOod ssajaIY Sty} UL SurpyAu Yood 0} o]qissod sv 4] “panssy ApULsuoo WLs;S YOR|A LosZ sojorcuiny oy FO So FO sn Suryeu Aq paajos 19 Zuryoos JO sanfnoyip cy} nq ‘sayoug pursnoyy, ay, JO AayeA oy} FO poy oy} ye durvs oy} WosF soppy CI uey} Jaivou pOoOM OU SeA IIo, MYTIVA XELL TO XAOLS IVYALVN AHL NI ‘ICT OL NO WiddAs S,NOMLIGUdxXa AHL ONIWMLOd yoinyy “g ‘q Aq Gdessojoyg j 120 THE NATIONAL GEOGRAPHIC MAGAZINE I was utterly unprepared for the feel- ings which thus overcame me. In 1916 | had not stayed long enough in the valley to get beyond the first sensations of won- der and admiration. I had by no means grasped the situation sufficiently to report it accurately. This region should have been named “The Valley of a Million Smokes,” for there are certainly not one, but several millions of them all told. FEAR OF CAVE-INS AND FUMES A large factor in my feelings was plain fear. Perhaps I ought in honesty to say cowardice. The spectacle was so much bigger than I remembered it that I was badly scared by the job I had undertaken. The fear which beset me was twofold: fear of cave-ins and fear of the fumes. As we explored the margin of the val- ley (the worst place, as we afterward found), we could plainly hear the ground ring hollow beneath the tunks of our staffs, and more than once we felt it shake beneath our blows. What if the ground should suddenly give way beneath our feet and precipitate us into a steaming caldron? . , A breath of the steam from a vent blown around us for a moment by a chance breeze gave an uncomfortable burn. We knew that if once a man fell into such a place he would be instantly parboiled. At first we roped up as for mountain- climbing and spread out, so that if one man went through, the others could pull him out. But when we came better to realize the conditions, we discarded the ropes, for we decided that if a man once got in it would be more merciful to leave him than to attempt to pull him out. We had been assured by the best au- thority that there could be no danger from the fumes, but I had brought along a chemist partly for the express purpose of warning us as to what was not safe. I knew this valley to be different from every other place in the world, and rea- soned that there could be no real basis for the assurances given me. What I feared was carbon monoxide, that color- less, odorless, tasteless gas, deadly even in concentrations as small as five parts in 10,000. It is usually present in the ema. iDAl nations from volcanoes. ‘There is, more- over, no simple chemical test by which its presence may be detected. What if we should get a dose of that before we were aware of the danger? But, like practically all the bugaboos which one meets in this world, these were proved by experience to be much less dangerous than our imaginations had pic- tured. Experience showed that there was always plenty of air to breathe, and we found no insidious gases likely to strike one down without warning, for our noses always gave us abundant notice of dan- gerous places, so that we suffered no in- jury beyond slight headaches and tem- porary inconvenience. LEARNING TO TRAVEL SAFELY So also with the cave-ins. As we grew familiar with the conditions we built up a basis of experience that soon enabled us to pick our way with some degree of safety. The deposits brought up by the fumaroles themselves so encrust their throats and the ground round about that a thin roof over a cavern will support a man with safety. The worst places were those where fis- sures had been bridged over by ash and mud, so as to leave nothing to indicate their presence. After we had been in the valley several days we had some experi- ences with such places that probably would have turned us back had they oc- curred when we first arrived. Several times, when we accidentally put a foot through a thin place in the crust, steam came spouting out of the hole, forming a new fumarole. But it was always one foot only and the owner - did not take long to get out. Once, while walking across a place that looked perfectly solid, I noticed a new hole midway between two old fissures and on investigating found that a steaming fissure two feet wide and ten feet deep was roofed over for fifty feet by a layer of mud so thin that I could perforate it anywhere by a slight thrust with my ice-ax. But such experiences rapidly led us to perfect a sort of technique like that of the mountain-climber, which enabled us to choose the safest paths. Moreover, puv ‘sooatd C} payoood 10u yoinyd ‘g ‘qd 4qt t de1is0} oud yySin' [exe ouop sAvMye svAr SUIY}AIOAyT «"poUdind JoAo Suryjou ‘YL JOSIOF O/A CUO] /AOY Joel OU AVM Poplogd IOAD Suryjou “sulsuspuod FO jurod 9y} 3 ysnf ‘wivajs ATT FO otoydsouje ue Aq popunoiims oto sjod ay} sy, NYIAO WVALS AHL JO AOGN AHL NO WAddAS wor ONILIVM Y [22 THE NATIONAL; GEOGRAPHIC MAGAZINE the first trip over the ground was the most dangerous. After one man had ex- plored any area in safety, there was no probability of accident to those who fol- lowed. COOKING AT A FUMAROLE In many places the valley round about the vents is covered with a peculiar blue mud, thinly coated with a chestnut-brown crust, which sometimes supports one and sometimes gives way suddenly, letting one down to his shoe-tops in the soft, scald- ing mud beneath. At such times one is apt to feel that his feet are taking hold on hell in very verity, particularly if the place happens to look “ticklish” other- wise. We were surprised to find that continued immersion of our feet in such places did our shoes no perceptible in- jury, for we had expected that they would be rapidly eaten away. We chose our camp well up on the mountain side overlooking the valley, close beside a melting snow-drift. Here, although we were denied the pleasure of a camp-fire, for not a stick of wood re- mains anywhere in the valley, we had “all the comforts of home.” Fifty yards be- hind us was our refrigerator, where we could keep everything freezing cold until needed (see page 124). Just in front was our cook-stove—a mild-mannered fumarole—into which we hung our pots to cook our food. We were somewhat dubious beforehand as to the feasibility of this method of cooking, because of the noxious gases that came off along with the steam; but the results were more than satisfactory. We never detected the faintest taint in any of our food. Everything was always done ex- actly right. Since the pots were sur- rounded by an atmosphere of live steam, just at the point of condensing, nothing ever boiled away, cooked to pieces, or burned, no matter how long neglected or forgotten. There was only one drawback: while we were in the valley we had to do with- out our old standbys, bacon and flapjacks, for our stove would not fry. There were, however, many vents in the valley quite hot enough to fry bacon. ‘The va- por from most of the more active ones 123 is so hot that the steam does not con- dense for some distance beyond the vents (see page 133). When a stick is poked into these the end is quickly charred, in- dicating a temperature considerably above the frying point. Our thermometers did not read high enough to measure the temperatures of these vents, so we were unable to ascer- tain exactly how hot they were. But we did not think it advisable to try bacon and flapjacks in them, because most of them are a little too vigorous to be alto- gether manageable. ‘The vapor in many cases comes out with such force that the frying pan would have had to be held down against the rising steam. A sudden puff of wind from an unexpected quarter might, moreover, have blown the steam in the cook’s face and inflicted a serious burn. A STEAM-HEATED TENT When we turned in the first night, we were astonished to find that the ground under our tent was decidedly warm. On examination we found that a thermom- eter thrust 6 inches into the ground promptly rose to the boiling point. This was indeed a surprise, for the place only recently had been vacated by the retreat- ing snowbank behind us. We put most of our bedding under us to keep us cool! But before long our blankets were as hot as the ground. Close to the snow- drift as we were, and at an altitude of about 2,500 feet, the air was at times quite cold; so while we steamed on one side we froze on the other. We had to keep turning over and over in the effort to equalize the temperature. We did not sleep much the first night, and all ex- pected to “catch our death of cold.” After a few hours we discovered that the ground was not merely hot, but that invisible vapors were everywhere seeping up through the soil. The condensation of this steam from the ground made our bedding first damp and then wet, so that by morning we were in a most curious case. The sensations that greeted us on awakening in these warm, wet beds can in justice be compared only with certain distressing memories of one’s childhood days, which they exactly paralleled. 124 THE NATIONAL GEOGRAPHIC MAGAZINE Photograph by Robert F. Griggs OUR REFRIGERATOR Just behind the tent was an ash-covered snow-drift that made an ideal refrigerator. The only trouble was that our larder was hardly equal to the accommodations afforded. This state of affairs worried us very much indeed, for such conditions were the worst possible for the films on which we were depending to vouch for our story. By building a sort of crib with the walking sticks we had brought from the lower camp, we managed to keep them off the floor, and so reasonably cool; but in spite of all our efforts, they showed considerable deterioration before they could be developed. Our instruments also took up water and swelled, so that we feared we should lose everything. A tripod, which had suc- cessfully stood the climate of a tropical- rain forest, jammed so hard that it could not be hammered loose. The cameras swelled until their focal points were shifted. A-panoramic outfit upon which high hopes had been built refused to work and was altogether useless for the rest of the summer. As I saw everything thus rapidly soak- ing up with water, I was very much dis- turbed over the consequences that would ensue when we should be caught in the rain; for, while our fumarole might be an ideal cook-stove, it was no good to dry clothes by. With a steamy tent there would be absolutely no way of drying our clothes after they were once wet. (Trans- portation was so difficult that we had brought no change of clothing.) VAPORS OF THE VALLEY CURED RHEUMATISM But in all these fears I was most hap- pily disappointed, for we found that while everything soon became steamy damp in spite of all we could do, likewise anything that got sopping wet was soon reduced to the same moist condition. When we came in soaked through and chilled after a ducking, therefore, we found that the thing to do was to crawl into our blank- ets, and after a while both clothes and bedding would become as “dry” as when we started out. } a ~ Sage * ate Yy Y Photograph by Robert F. Griggs LOOKING ACROSS THE VALLEY FROM CAMP FIVE The cloud of white steam issuing from the vent in the background is two miles distant 125 Jed o31yM a]qeijouodu ue puTyeq Usppry si UOT}Do11Ip Aue UT Sop sAY PUOAD Sury}AIDAO Jey} VyOuISs 24} St esuap OS JO¥ “JurOd oSev}JURA QUO AU WOIF a[qIssod JIAIU SI MOIIA sjo[dWOdD & yng ‘Y}SuUa|] UL Solu UId}UDAVS UeY} 9IOU SI AdT[VA UreU oT, NOILVYAdO AALLOV NI SAVM’IV SLaf WVALS JO SNOTTIIN SLI HLIM ‘AX’VIVA LVAND AHL OL AONVUYLNA AHL LV “AAI dV Wout “CIYOM AHL JO VAGNOM ISU AHL JO MAIA V SSSI “yy Jloqoy Aq ydessojoyg EEE EEE io 3 grticneess 126 THE NATIONAL GEOGRAPHIC MAGAZINE 12 ~I Photograph by Robert F. Griggs STEAM COMING OUT ALONG THE LENGTH OF A FISSURE “The marginal fissures usually stand open like great cracks in the surface, into which one might fall unless careful. If one tosses pebbles into the mouths of these vents they are so buoyed up by the rising gases that they are either immediately spewed out again or sink slowly down through the rising steam like feathers settling to earth” (see page 137). In spite of the exposure to which we were daily subjected, there was not a sign of acold or other illness in the party, but, on the contrary, the constant steaming seemed a good treatment for the rheu- matic pains which usually develop on such expeditions. During our stay in the valley, and for some time after we left, we were as free from such aches as if we Dadtaken the cure at a hot spring. We came, therefore, “to appreciate greatly our steam-heated tent, for we found it always warm and cozy, and there were times when the driving wind and rain outside were so bitter that we could hardly have endured the hardships otherwise. THE WEATHER HAS MANY EVIL MOODS IN THE, VALLEY It would be a mistake, however, to sup- pose that with all our conveniences the conditions of our life in the valley were altogether ideal. The Alaska Peninsula is notorious as a storm-breeder, and be- fore the eruption Katmai Pass had a reputation for bad weather not to be matched elsewhere on the American con- tinent. Now, with such enormous quan- tities of hot steam rushing into the air close beside the extensive glaciers and snow-fields of the mountains, the weather is necessarily about as bad as could be. From the head of the valley, where conditions made it necessary for us to camp, we could often look out of our door through a storm that threatened to tear the tent from the ground and see bright sunshine and good weather five miles down the valley. There was rain almost every day we were in the valley—not the gentle mist familiar to dwellers of southeastern Alaska, but real rain in big drops, driven . Suluado 94} JO ISpa 9Y} Je SuIpUe}s UdU d1e ‘sMOIIe OM} dy} Aq PozedIpuT ‘s}op YOL]Y OM} OY} FEY} poztyeot st ft UIYM poures oq Avw “WIed}s JO spnojd TOI Ay[enjodsod YotyM WoIF ‘wivas YJIVd yeIIB sty} JO 9ZIS 9} JO Capt su0Gg AWTIVA AHL NI SINHA LSHD9ID AHL AO ANO SBBIIQ “yy yoqoy Aq ydeis010yg ns 128 THE NATIONAL GEOGRAPHIC MAGAZINE before the gusty winds that penetrated everything, until our tent roof looked like a basket. How we wished to study the valley from the shelter of a house with a real roof, where we could keep things dry and contemplate the wonders of nature with some degree of personal comfort! But in the intervals between the rains the sunshine made up for all the hard- ships we endured. The weather here 1s somewhat like the little girl with the curl: “When it is bad it is undeniably horrid, but when it is good it is so very, very good” that one straightway forgives the evil moods. Whenever the skies cleared we instantly forgot the discomforts which we had endured, and one and all gave ourselves up to admiration of the sur- passing beauty which surrounded us. Having thus established ourselves in the valley, we proceeded to prepare for the study of the many scientific problems presented by this unique place. One of the first peculiar discoveries made by us when we arrived in the valley was the great number of dead insects around the vents, where they had been killed by flying into the live steam. Hine, therefore, came up for a few days to study the insects with the purpose of as- certaining how they’ get into the valley and where they breed (see page 135). The larger animals are practically ab- sent, but we found occasional tracks of bears, wolves, and wolverines, which had crossed the valley from one range to the other. Most of these were old, but one day I found the tracks of a bear which had crossed during the night. I wish I could have watched him when his feet sank into the patches of soft, scalding mud that lay in his way. He must have been treated to the surprise of his life! But however he felt, he kept right on straight across the valley, without making the slightest deviation to avoid the bad places, often ee deep into the hot mud (see page pa). Maynard, with one of the others for assistant, toiled up to the summits day after day with 30-pound packs to secure the topographic map which is the neces- sary basis for all our statements of areas and sizes. His was arduous work and 129 the effort was often wasted, for the days when the mountain summits are perfectly clear, as is necessary for this work, are rare around mountain passes anywhere, and here especially so. Sometimes the weather seemed to have an almost fiendish power of opposing their plans, for several times from the valley we could watch and see a thin cloud hanging all day to the very summit, on which they stood shivering, while the other mountains all around were clear. More than once it seemed as if there would not be enough clear days to com- plete the obsérvations, but in the end they succeeded in getting the data for an ex- cellent map. PRACTICALLY ALI, PLANT LIFE DESTROYED The most disagreeable, as well as one of the most difficult, tasks fell to Shipley, who collected samples of gas from the vents for analysis, from which it is hoped to learn much about volcanoes in general and those of this district in particular. In laying out work in advance, to poke a glass tube into a vent and pump the gas into a collector sounds easy, but in the field all sorts of difficulties crop up which require great patience and resourceful- ness to surmount. Apparatus will not do what is expected of it; tubes clog prema- turely or snap in the heat. Moreover, a volcano is not an easy customer to deal with at close range. When, after some trouble, one is in a po- sition where he can get his sample, and a sudden shift of wind brings a cloud of hot, blinding gas around him, he is placed in a difficult, not to say dangerous, situa- tion. More than once our gas collectors became lost, but fortunately the precious samples were all secured without mishap and a considerable amount of other val- uable chemical work done. Only the botanists were without em- ployment, for in the formation of the valley all life was completely annihilated and plants are practically absent. Not quite so, however, for around some of the vents moss and alge are beginning to start where bathed by the warm breath of the fumarole, from which they derive, beside the constant moisture, their supply of nitrogen in the form of ammonia, 130 THE NATIONAL GEOGRAPHIC. MAGAZINE a Photograph by J. W. Shipley MOUNT CERBERUS, LYING STRAIGHT ACROSS THE HEAD OF THE VALLEY, RESEMBLES A CROUCHING ANIMAL GUARDING THE ENTRANCE TO HADES This mountain is practically surrounded by fumaroles emitting jets of steam (see also page 140) which is given off in considerable quan- tity by the vents. The beans we dropped on the “kitchen floor” near our fumarole also sprouted and grew rapidly on the warm ground, soon making a bright spot of green; but they were short lived, for the roots were killed wherever they touched the acid soil. The absence of vegetation gave me op- portunity to spend all of my leisure in studying the manifold geological prob- lems of the place, which presents a re- markable and unique exhibition of geo- logical forces. A COMPLICATED SYSTEM OF SMOKING VALLEYS The area in which the vents occur is not a simple valley, but includes a com- plicated system of branches, the whole forming a tract of very irregular shape. The main line of activity extends directly transverse to the axis of the Alaska Pen- insula from Katmai Pass northwestward toward the head of Naknek Lake. In this direction vents occur all the way down the valley as far as the bend to the north. There is clear evidence that when the steam jets burst forth this line of ac- tivity also extended straight across the pass and down through the upper valley of Mageik Creek to Observation Moun- tain. As one ascends this main valley from the Bering Sea side, he sees lying straight across its head a mountain resembling a crouching animal guarding the entrance. This mountain, which we thought appro- priate to call Cerberus, is practically sur- rounded by fumaroles, for a small branch valley runs around from the pass. In front of Mt. Cerberus the valley is very wide, sending a short branch westward under the glaciers of Mageik and another longer one to the east toward the crater of Katmai (see page 140). janie sUE08, tie Ene a attest branch the climax of the activity of the whole district is to be found in the two re- markable features de- scribed below—Fall- ing Mountain and Novarupta Volcano. We were astonished to (hd = that. this branch has no _ head, but continues round by Mt. Katmai and back to the main val- ley under the slopes of Knife Peak. The mountains, thus surrounded by a com- plete ring of vents, are. so. cut -up~ : by faults that we named thea tne. Broken Mountains. They are bisected by a smaller branch valley, also full of vents, stretch- ing across from No- varupta. Activity oc- curs in yet another branch on the oppo- site side of the main valley well down to- ward the bend. The total length of all of these smoking valleys is 32 miles. The area is 70 square miles, the average width being 2 miles. COMPARISON WITH THE YELLOWSTONE PARK With these dimensions at hand, it will be interesting to compare the valley with the Yellowstone Park. In the Yellow- stone there are about 4,000 hot springs and a hundred geysers scattered over an area of some 3,000 square miles. The geysers, which are the most interesting feature, occur in several isolated geyser basins, whose total area is hardly 20 square miles. The largest of the geysers, which play but seldom, shoot up a column scarcely exceeding 300 feet in height. The column of Old Faithful, which is the NATIONAL GEOGRAPHIC MAGAZINE if Co if Photograph by J. W. Shipley EXPLORING A STEAMING FISSURE With the steam so thick that one cannot see his way, one often wonders where he is coming out only geyser the tourist can count on see- ing in action, is about 100 feet high. In the Alaskan Valley there are in con- stant action thousands of vents whose columns exceed that figure. The columns of several of the largest vents may, when conditions are right, ascend more than 5,000 feet into the air or, under the influ- ence of the winds which sweep the valley, trail along the ground for two or three miles. WHY THERE ARE NO GEYSERS One of the questions most frequently asked by persons interested in the region is whether or not there are geysers. Photograph by Robert F. Griggs A TYPICAL MUD CANYON IN THE VALLEY OF TEN THOUSAND SMOKES These curious, twisting gorges, though only a few feet wide, were often 60 feet deep ; 132 NAN SY ‘ SANSA tp NS ; Photostaph oy J. W. Shiniey INSPECTING THE CAVERNOUS MAW OF A GAS-EMITTING VENT The gases from these openings are transparent until they begin to condense in the at- aaa Therefore it is frequently possible to look into the depths of the earth for many eet. 133 134 None was observed, and the conditions are such as to make their development unlikely for the present. Geysers belong to a declining stage of volcanic activity, while the present region is in a youthful stage. A geyser consists essentially of a column of hot water mixed with steam, which is periodically projected into the air by the sudden formation of the steam from water gradually heating up to the boiling point. A geyser can exist, therefore, only in rock cool enough to permit the accumu. lation of the water. The vents of this steaming valley are so hot that they would instantly vaporize any ordinary quantity of water that might find its way into them. One can readily see that if the valley cools off gradually there may come a time favorable for the formation of geysers. To attempt any catalogue of the indi- vidual vents or any description of them would be utterly futile. They vary all the way from microscopic jets of gas to mighty columns of smoke which overtop the mountains. To explore*the valley thoroughly and become acquainted with the characters of the various vents would require a residence of several months. We were continually surprised to find new and interesting features in places with which we thought we were perfectly familiar. ‘The smokes in general, how- ever, may be classed as coming either from craters or fissures. THE CRATERS OF THE PLAIN The craters are much less numerous than the fissures, but include some of the largest and most active of the vents. All Oretmtem are: located in the Hoorn of the valley, not around the edges. They aver- age about 100 feet in diameter. The rims are slightly raised above the general level, showing that they were produced by ex- plosive action (see page 135), but the amount of material in these crater rings is, in general, very much less than enough to fill the cavity. Within they are per- fectly conical pits, sloping down into the throat at the bottom. The steep sides, standing at the critical angle, remind one of the pits which ant lions dig in the sand. Indeed, little im- THE NATIONAL GEOGRAPHIC MAGAZINE agination is required to picture the old devil at the bottom waiting to devour whatever slips over the edge; for the sides are so nearly perpendicular that if any one made the first slip he could never get out again. The smoke from these craters comes out in such volume that often the hole is completely filled and its outlines con- cealed, but by waiting a few moments at the windward side one can usually see the inside of the crater, and sometimes for an instant catch a glimpse of the throat at the bottom—usually a perpendicular tube about 10 feet in diameter leading down into the bowels of the earth. On favor- able occasions one may see as much as 50 feet below the surface of the plain; but these momentary glimpses did not give us much information as to the char- acter of the rock at that depth. We could not even be sure whether it differed from the surface mud. Many of the craters stand apart from other vents. _ In.,other cases) they sare grouped together in areas with few fis- sures. In a few places the evident rela- tions between craters and fissures furnish perfect models of the relations generally believed to underlie the great lines of volcanic activity that girdle the world. In such a place a long fissure has here and there thrown up craters around points of special activity, forming lines of craters standing up out of the fissure and locally obliterating it without con- cealing their relations to it. In the same way such a series of vol- canoes as the Aleutian chain, of which the present district is a part, are sup- posed to be built up around the openings from a continuous fissure in the earth’s crust,extending for several hundred miles throughout the length of the chain. THE FISSURES Much the greater part of the steam in the valley comes to the surface, not in these craters, but through the innumer- able fissures. There are readily seen to be two sets of these—bands of marginal fissures, several together, running around the edge of the valley in parallel lines, and single central fissures, which criss- cross the floor in all directions (see pages r25-ands2@))e ye YY yyy Yj Us Y THE MOUTH OF A VENT IN THE SIDE OF A GULLY The entomologist with his bug net seems incongruous in such a place, but around some of the vents there are thousands of dead insects, killed by flying into the hot steam 135 « UleJUNOU 9} FO Sadojs OO}-puesnoy}-om} dy} UMOP [OI pue PIOY A9y} Woy pauosoo] a1v sozis ][v JO YOOI JO sosseur sv ‘soj}}vV1 puv ‘spny} ‘ssueq JO Solos snonuljuod & st diay} AJANDe wnwTxeU Jo porsod & ; ul JO} -Aiessadou oq P|NOM Viowivd oy} JO ULY} JoyyeI Yydeisouoyd B JO psOVI1 OY} ‘UIeJUNOW Suryyey fo uorssosdun ayenbape ue Asauod OW, NIVINNOW ONITIVA AO LOOA AHL LV SHUNSSIT JNIAOWS yoinyy “gq ‘q Aq ydessojoyg Rigi Ba Gee 136 THE NATIONAL GEOGRAPHIC MAGAZINE The marginal fissures usually stand open, like great cracks in the surface, into which one might fall unless careful. Sometimes the fissures were formed merely by the cracking open of the ground, but often they are lines of fault- ing, one side standing higher than the other. They are often steaming hot for long distances without a break, and at in- tervals contain vents from which issue some of the biggest smokes in the valley. While the smoke from the craters comes out quietly, in vast, rolling clouds, that from the fissures often is emitted under considerable pressure, roaring and hissing. If one tosses pebbles into the mouths of these vents they are so buoyed up by the rising gases that they are either immediately spewed out again or they sink slowly down through the rising steam like feathers settling to earth. Such vents are the hottest places in the valley; the gases from them do not condense for several yards beyond the orifice (see page 127). They furnished some of the most satis- factory places for the collection of gases for analysis, because of the ease with which the collector could assure himself that his sample was free from contamina- tion with the atmosphere. The fissures of the central valley floor, unlike those along the margin, do not stand open, but are often recognizable only by the lines of incrustations de- posited along them. Although they also contain some of the largest vents, the gas from many of them is not visible on a bright, hot day, and only during wet weather does one realize, by the long lines of little smokes he sees stretching across the valley in every direction, how much gas such fissures are continually pouring out into the air. Naturally we were anxious to find out how deep some of these fissure were, but we could not gratify our curiosity. To sound some of the less active vents with a stone tied to a rope was easy, but this line was only 100 feet long and was too short to reach the bottom of those we tried. The greater part of the gas given off is undoubtedly steam, but even the smaller vents contain many substances, in addition, which must have originated 137 deep down in the earth. In many of the larger and hotter vents the proportion of other gases increases so greatly that the emanation is changed in character and does not look like steam, but takes on a bluish cast like the smoke from the com- bustion of a fire. In a few cases this blueness is so pronounced as to be no- ticeable at a distance of several miles. The principal cause of this blue smoke appears to be sulphur dioxide, the same gas that is given off by burning sulphur. Other factors probably cooperate in pro- ducing this appearance, but in what de- gree they are responsible cannot be de- termined until the chemical analyses are completed. A BEWILDERING COMPLEX OF ODORS The many substances rising through these vents result in an extremely curious combination of odors, which Dr. Shipley, with the trained nose of a chemist, thus describes : “As we entered the valley along a deep, dry, watercourse, we observed, from time to time, a peculiar, indefinable, and not unpleasant odor. Passing close to the active vents, the odor of hydrochloric acid and hydrogen sulphide could be de- tected easily. From certain of the active areas a disagreeable smell, unlike any odor that we had ever encountered, arose. It was somewhat suggestive of a pig- sty, a horse-stable, and sewer gas, yet we could not relate it definitely to any previ- ously observed smell. “Whatever the gases are, that rise from the vents in the floor of this wonderful valley, collectively they offer a consider- able task to the olfactory organs in differ- entiating the known from the unknown. At a distance of 20 miles from the valley, one was certain one moment that the gas was sulphur dioxide which the wind bore to him, the next moment it was hydrogen sulphide, and the next, both or neither. This same elusive uncertainty clung throughout the whole period of our stay in the valley. It was only in the vicinity of a vent that the individual gases could be identified with certainty by the sense of smell.” All of the vents, even the smallest, whose fumes are too slight to be visible, « Yiyeauaq CAR] Ud}[OW IWS dy} 0} s}uoUW ~Se1j FO 9JULUT SITY} YSNosY oq WYSiur yt rey MOY ssans A]UO Pynod aAA “S1O{OD pue ‘sadvys ‘sazIs [[e JO sjusWISe1Z JO UOISNJUOD aIqQeqIIOsapur Ue YIM Pet9AOD SI 9VJANS S}] “BART JO Snyd Jeois eB swIOF Jt [HUN dn paysnd usaq sey sIyy, “JUOA oY} Wo1fZ LAL] Ajsed JO UOISNI}XO MOTS & SEAL dIOY} Pasead pey A}Aov oArsojdxe Joyyy * °° “ffos} rewyeyy Aq ATWO Jort}sIp sty} UL passedins oouajoIA oAIsojdxe ue YIM uesoq ATJUOIedde vydnieAON,, Wit WLVIO AHL NOW VIdNUVAON JO DN'Id VAV'I AHL SBBII “y Joqoy Aq ydesrso1oyg Ae seca cao 138 THE NATIONAL GEOGRAPHIC MAGAZINE incrust the mud in their vicinity with copious deposits, giving the adjacent ground a most fantastic appearance. These incrustations take on all colors im- aginable and in many places give rise to very beautiful formations. The prevail- ing hues are perhaps those due to the gray and green and yellow alums, which build out curious crystalline structures simulating lichens growing on the ground. DEPOSITS ALL COLORS OF THE RAINBOW Over large areas the ground has been burned to a bright red by the heat. The variations in the intensity of the color produced are extremely beautiful, includ- ing, as they do, all shades from orange and brick red to bright cherry reds, pur- ples, and on down to black, with occa- - sional contrasting streaks of blue. This type of coloration is most pronounced in areas originally occupied by small fuma- roles which have burned out. In places the ground has the appearance of having been burned with fire for a mile at a stretch. Around the larger vents the ground is more commonly colored a dull pink by a deposit which cements the loose, sandy particles of ash into compact masses like concrete. In some of the largest vents such pink and red incrustations are the only ones developed, but more often spots of brilliant yellow and orange also occur in beautiful contrast with the pink ground color. FLOWERS OF PURE SULPHUR These yellows are mostly due, of course, to sulphur, which is very common. There are some places where one can gather crystals of sulphur, almost free from impurities, by the bushel. And up on the mountain side above the crater of Novarupta is a great yellow spot of sul- phur conspicuous for miles. Sulphur oc- curs most often in small crystals com- pacted into solid cakes, but occasionally we found it lining the throat of a fuma- role in long, branching, needle-like crys- tals (flowers of sulphur), very beautiful under a lens. With the yellow sulphur are often de- posited masses of a bright orange crys- talline substance whose composition we did not know. These are generally de- 139 posited in the cracks of the characteristic blue mud that abounds around many of the groups of fumaroles, especially in places where there is considerable dif- fused activity, reaching the surface through innumerable small jets rather than by a single large vent. Needless to say, the color combination presented by the orange and blue is as beautiful as it is unusual. In similar fumarole groups where the activity is not quite so intense the surface of the same blue mud is covered with a rich chestnut- brown crust, whose varied tones would of themselves excite the highest admira- tion were they not eclipsed by the other more brilliant colors. In still other places the prevailing de- posits are of a white, chalky character, recalling the geyserite of the Yellowstone Park. These white vents excel all the others in the delicacy of their coloring, for they are lightly tinged with yellow and pink, giving them a creamy, flesh- colored appearance, even more beautiful than the brilliant masses of color else- where developed. In addition to all these colors, alge have formed a deep-green incrustation over the ground close up to some of the vents, in places where at first sight one would suppose the ground was too hot to permit the activities of organisms of any kind; but the insulating properties of the soil are so good that great variations in temperature may occur within a few inches. We much desired to make accurate color studies of the characteristic de- posits, but the time at our disposal was altogether too short to permit of such de- tailed exploration. Indeed, it should be emphasized that there is material in this wonderful valley to repay months of careful study, and that all we could do was to examine hastily the major fea- tures, leaving thousands of important seats of activity without even so much as a cursory visit. But there are a few soecial features which cannot be passed Sy without more detailed description. FISSURE LAKE Across the head of the valley stands the three-peaked bulk of Mt. Mageik, smok- 140 THE NATIONAL GEOGRAPHIC MAGAZINE Photograph by C. F. Maynard PANORAMA OF THE VALLEY OF TEN THOUSAND SMOKES, LOOKING FROM BROKEN MOUNTAIN From left to right: Mt. Katmai atmai Pass, Mt. < whose smoke conceals Trident and Falling Mountain (see page 141) ; I Mt. Mageik, and Mt. Martin, whose smoke is barely visible , Novarupta (see page 145), Cerberus (low), ing away continuously into the clouds far above. Down its sides tumble three mag- nificent glaciers broken to fragments by the steep descent. The tongues of all three come down to the level of the val- ley, where they stop abruptly without moraines, as though melted back by the heat. Near the foot of these glaciers occurs the most conspicuous fissure to be found anywhere in the valley. It is 200 to 400 feet wide, with perpendicular walls, one of which stands about 35 feet higher than the other. The depth could not be ascer- tained because it is filled by a beautiful lake of clear, green water. Standing just at the foot of the glaciers, this fissure is one of the most picturesque spots in the whole valley (see page 146). Along the sides are numerous snow-drifts, from which miniature bergs break off and float away in the clear water. WARM WATER FROM SNOW-DRIFTS Fed by the glaciers and melting snows, Fissure Lake would be expected to be icy cold, but on the contrary it is decidedly tepid in spots, where heat evidently is re- ceived from below. One of thepniess amusing incidents of the whole trip oc- curred when our chemist, poking his thermometer into everything, discovered this fact. I was coming along a little behind, and he, pretending to need my assistance, asked me to tell him the temperature of the water coming out from under the edge of a snow-field. Willing to answer even a foolish question, I had the words “ice cold” on the tip of my tongue when my fingers touched the water. The speak- ing expression froze on my face and I carefully dipped my hand in again. It was actually warm! How he did laugh at my discomfiture ! The snow-fields which surround the valley send trickling rills down the slopes, but these dry up and disappear long be- fore the floor of the basin is reached. From the glaciers, however, comes a con- siderable stream, which runs, in spite of all obstacles, clear through the val'ey, dwindling to almost nothing before pass- ing out of the hot area. These waters thus so nearly forget to run that we christened the stream the River Lethe. THbe NATIONAL GEOGRAPHIC MAGAZINE 141 Photograph by Robert F. Griggs FUMAROLES ALONG THE RIVER LETHE Here is a place where one could easily cook his fish without taking it off the hook—if there were any fish to catch. The appropriateness of this name is in- creased not only by its course, which lies through the center of Hades, but also be- cause the uncanny waters, full of deep- brown silt from the glaciers, have a most weird aspect as they rush swirling down the valley. WEEE RE YOU- COULD COOK “YOUR Woh ErOUL TAKING TORE TEE TOOK In many places the river cuts straight across lines of volcanic activity, and here we see how close the antagonistic ele- ments—‘“‘fire” and water—may approach one another without disturbance. The mud, which lines the banks, is so perfect a non-conductor that within a few inches of the cold water the ground is boiling hot. There are places where the steam from small fumaroles actually boils up through the water of the river! Several good-sized vents are located on the very banks of the river. Here one could catch a fish in the TISH In places the steam actually bubbles up through the cold water. stream and cook it without taking it off the hook—if only there were any fish, for one can hardly imagine fish frequenting this murky stream. There is, however, no real reason why they might not occur ; for, im spe ot the fact that the very banks are.boiling hot, the waters main- tain their glacial temperature of about 48° F. throughout the valley. The climax of activity in this wonder- ful valley occurs.in the northeast angle, toward Mt. Katmai, where there are two features of surpassing interest—Falling Mountain (see page 136) and Novarupta Volcano (see page 138). FALLING MOUNTAIN At first sight, Falling Mountain looks no different from other lava mountains near by, except that one face is a perfectly fresh rock cliff without any covering of ash. On account of the quantity of sur- rounding steam, one is not apt to no- tice that this rock face of the mountain THE NATIONAL Photograph by Clarence F. Maynard PANORAMA OF THE VALLEY OF TEN THOUSAND SMOKES, FROM BROKEN MOUNTAIN, SHOWING ESPECIALLY WELL THE “wIGH MUD GEOGRAPHIC MAGAZINE MUD. FLOW ay 4 MARK” AND THE GRADIENT OF THE is steaming like the ash fissures in the valley. As one comes up the valley, therefore, he will give scant notice to this mountain until his attention is forcibly drawn to it by the big fall of rocks which is sure to occur within a few minutes. Then he will turn away for a minute or two, only to have his attention brought back again by another rock fall. After one has spent some time near the mountain and on repeated visits always hears the same thunder of the continuous rock falls, the realization gradually dawns on him that here is a feature as remark- able as any other in the valley ; for when one’s interest 1s aroused to inquire as to the cause of the phenomenon he be- gins to see that such a continuous series of rock falls could not be produced by any ordinary agency. To convey an adequate impression of Falling Mountain, the record of the phonograph rather than of the camera would be necessary; for in a period of maximum activity there 1s a continuous series of bangs, thuds, and rattles, as masses of rock of all sizes are loosened from their hold and roll down the two- thousand-foot slopes of the mountain. Always the sound rather than the sight draws the attention, for one often has to look very hard before he can find the rocks that make the noise, so high up on the broad cliff do they start. HUGE ROCKS SHOT FROM THE MOUNTAIN The rocks which one is apt to see thus in a casual visit vary in size from small stones to boulders weighing several hun- dred pounds, but the aggregate fall in an hour reaches several tons. At the base of the mountain are much larger masses of rock which have come down from above like the smaller ones. The largest of these is a steep-sided con- ical pile, measuring 500 feet in circum- ference, which stands out in the floor of the valley a hundred yards beyond the end of the talus slopes. ‘There are sev- eral others nearly as large and similarly detached from the talus slopes, where most of the material lodges. As one looks at these huge piles, made up of fragments of loose rock, dropped as though spilled from same aérial cable- way in this great mine of the gods, he THE NATIONAL GEOGRAPHIC MAGAZINE 143 Photograph by Clarence F. Maynard ILALF WAY DOWN THE VALLEY OF TEN THOUSAND SMOKES, LOOKING TOWARD KATMAI PASS FROM AN ELEVATION ON THE EASTERN SIDE cannot fail to wonder how they could have reached their present position. Ly- ing, as they do, on top of the ash, they evidently have been deposited there since the eruption. As one looks around for a source, he is strongly inclined to sus- pect that these immense chunks were shot out from the mountain directly to their present position, without a prelimi- nary roll down hill, which surely would have dissipated the fragments and have left a tremendous furrow behind, where they rolled across the soft mud in which they lie. As one approaches closer to the foot of the mountain he sees other evidence which adds weight to this hypothesis. Along the base of the mountain is a deep, wide fissure, that would stop any of the rolling stones, which, indeed, seldom reach it. But beyond this fissure are many rock fragments of all sizes. Among these are also found the marks where they struck, deep cuts into the ground. Some of these are quite fresh, so that as one walks among them he watches the precipice above apprehensively, with a view of dodging any missile which may come his way. STEAM ISSUES FROM SOLID ROCK Some of these pieces are still solid rock, but others have completely disin- tegrated into small fragments since their discharge from the mountain. The ap- pearance of these fragmented rocks is very similar to that of rocks which have spawled under great heat or broken up after the repeated effects of freezing and thawing, but the disintegration is very much more complete here than one sees in such cases. These rocks look, there- fore, as if they had been broken up by forces within themselves. When one has made this observation he looks with renewed interest on the steam escaping from the solid rock above and turns to the large piles from some of which steam is still escaping in con- siderable volume (see page 136). An ex- amination seems to indicate that the steam comes from within the piles them- selves, rather than from the ground be- neath; but most of these are so covered with loose fragments that it is difficult to observe the origin of the steam. We 144 THE NATIONAL GEOGRAPHIC MAGAZINE Serene: Dy D. B. Church — A PORTION OF THE ROCK SLIDE FROM THE SLOPES OF NOISY MOUNTAIN | Unlike Falling Mountain, one of the phenomena of the Valley of Ten Thousand Smokes, Noisy Mountain, in the upper Katmai Valley, gives off no steam, yet there is a constant rum- ble of falling rocks from its sides. page 143). found places, however, on these piles clean of all debris, where steam could be seen issuing directly from the solid rock, just as one sees it high up on the moun- tain side. If such evidence were sufficient to per- mit one to draw positive inferences he might conclude that Falling Mountain is really a mild sort of explosive volcano in which the explosions occur in solid rock rather than in liquid lava. But the pres- ence of a similar active mountain in upper ~ Katmai Valley (Noisy Mountain), from which ro steam issues, would make one hesitate in drawing such a conclusion. A more critical study of these curious mountains than was possible, with our limited facilities, ought to yield valuable results. NOVARUPTA VOLCANO * Directly opposite the precipices of Fall- ing Mountain lies Novarupta, the great- * The name suggested by Mr. Folsom is here published for the first time. Note the conical piles of rock in the middle distance (see est of all the vents in the valley. This, though newly formed at the time of the big eruption, is one of the world’s largest volcanoes. It is, indeed, a new volcano, differing materially from most of the “new” vents that appear, in that it is not located on the top of an old volcanic mountain, which had erupted before and was in reality only dormant (see p. 138). On the contrary, it burst through in a new place along the margin of the old volcanic complex, appearing not in igne- ous rock, but in sedimentary sandstone adjacent to former igneous extrusions. This vent is located not on a mountain top but in the bottom of a valley, which before the eruption gave no indication of the volcanic forces beneath. Novarupta apparently began with an explosive violence surpassed in this dis- trict only by Katmai itself, for quantities of its pumice are scattered over an area ten miles in diameter, forming deposits in places more than fifty feet deep (see page 145). In these deposits cinders THE NATIONAL GEOGRAPHIC MAGAZINE weighing upward of a hundred pounds are frequent, and everywhere the ejecta are much coarser than the ash from Kat- mai, indicating that the explosions were less violent. After the first violent outburst the ac- tivity apparently gradually diminished in intensity until most of the ejected ma- terial was thrown only a short distance, forming in its fall a circular crater ring immediately surrounding the vent. This being seven-tenths of a mile in diameter, is one of the largest explosion craters in the world, very much larger than Pelée or Vesuvius, and would be a feature of primary interest in the region were it not dwarfed by the vast crater of Katmai. THE GREAT LAVA PLUG OF NOVARUPTA As the explosive period drew to a close the lava became more and more pasty, until among the last stones thrown out were numerous masses of lava stiff enough to retain their shape, yet so hot that their surface is cracked open from the contraction incident to cooling, giving the characteristic “bread crust” appear- ance. These are the only lava “bombs” found in the Katmai district. Nowhere are there any typical bombs formed by masses of lava thrown out while still liquid and assuming a rigid spheroidal form while still in the air. Indeed, no- guete else were even “bread crust’ bombs found. After explosive activity had ceased there was a slow extrusion of pasty lava from the vent. This has been pushed up until an immense plug of lava has been formed 1,200 feet in diameter and 250 feet above the floor of the crater. The surface is covered with an indescribable confusion of fragments of all sizes, shapes, and colors, formed by the frag- mentation of the lava from the strains set up by unequal contraction while cool- ing. We could only guess the distance through this mantle of fragments to the still molten lava beneath. The fact should be noted that nowhere in the whole district did we see any evidence of a lava flow in connection with the pres- ent eruption. This mass of rock, which from the beginning was evidently very 145 in, . \ SWWW6WOQOGQL GG Gy vl "F§§©_ —. Photograph by Robert F. Griggs A CHUNK OD PUMICE PHROWN OUD BY NOVARUPTA So violent was the explosion of Novarupta that quantities of its pumice are scattered over an area ten miles in diameter. In these de- posits, cinders weighing upward of a hundred pounds are frequent (see page 144). pasty, is the nearest approach to molten lava to be found in this region. That somewhere beneath the surface of this plug the lava is still molten is abundantly evidenced by the tremendous quantities of smoke continuously given off. Often this cloud fills the sky for miles, even drifting through Katmai Pass and obscuring considerable arcas on the other side of the range. At other times the smoke forms an erect column as much as two miles high (see page 140). Around Novarupta the earth is all shot te nieces with more and larger steaming fissures than are to be found elsewhere, so that only with difficulty one finds a path through the bewildering maze of vents. The climb over the rim of Nova- _ MOJOq WOIF JOY S9ATIIAI Yt a1OYA ‘s}ods ur pido} A[paproap st yt ‘AresqUOD dy} UO 4Gnq ‘plod AdT dq OF axe’] aAnsstyJ yodxo pynom ouo ‘sroroe[s Aq payT ‘JOJWM Ivayo dy} Ul ARM JeOH pue YO Yeaiq SSsoq IINJeIUIWE YSIYM WOLF S}JIIP-MOUS SNOJIWINU JIL SOPIS S}I SUO[W “JoJVM UIIIS “IeI]I JO IHR] Injineaq ve Aq poy Si Wt asneoaq poureysoadse oq jou pynod yIdep s}{T “J9YIO dy} ULY} JdYSIYy Joos SE Jnoqe spur}s YyoIYM JO guO ‘sTTVM Ie[NoTpusd -1od YUM ‘apIM Joo} OOF O} OOT SI}, ‘AaT[VA DY} UL dIoOYMAUL PUNO}J oq 0} dINssy snonoidsuod soul dy} Sind30 SIOIDV[S VdIY} JO JOOF 9Y} IVIN,, ISMWI AUNNSSIA AO MNVA AHL NO WHIOUVNOAA V Aogidiys “AQ ‘ff Aq ydessojoyg 4 146 peer THE NATIONAL GEOGRAPHIC MAGAZINE rupta and down beside the plug of lava is the most fearsome adventure afforded toothe explorer of the) valley, ‘for here there is so much steam that he is more than likely to be surrounded in a hot cloud, blown by the fickle wind. Two of the party so surrounded in this vicinity once became completely confused, dis- agreeing as to the way home, and finally taking the wrong course until they were set right by crossing the trail made by a previous party. VALLEY OF TEN THOUSAND SMOKES WITHOUT A RIVAL In order that the reader may justly es- timate the status of this valley among the wonders of the world, we ought to make some comparisons with other similar re- gions, but in truth there is no other region with which the Valley of Ten Thousand Smokes can be compared. Niagara finds a rival in Victoria Falls. The Rotorua district of New Zealand is a competitor of the Yellowstone. The Crater of Kat- mai must stand comparison with Kilauea and Crater Lake. Not so with the Valley of Ten Thou- sand Smokes. Itis unique. Nothing ap- proaching tt has ever been seen by the eye of man. To find a parallel we must search the records of geology, for here we have such a volcanic outburst as the geologist finds recorded in the rocks of the past, but never before has had an op- portunity to observe in the world of the present. In the size of the vents and the quan- tity of smoke given off the valley is so far beyond other volcanic districts that no other place can for a moment be com- pared with it. Quite well within the truth, we might say that the sum total of the emanations from all the other volca- noes of the American continent, from the Aleutians to Patagonia, except during rare periods of a dangerous eruption, is much less than is given off within the radius of one’s vision from the Valley of Ten Thousand Smokes. Indeed, if one could pick up all the other volcanoes in the whole world and set them down together, side by side as close as they could stand, they would pre- sent much less of a spectacle, always ex- cepting a period of dangerous eruption, 147 than does the Valley of Ten Thousand Smokes every day in the year. THE VASE DAY IN WHh WALLEY. I can never forget my last day in the valley. We had been lying in our sop- ping tents for two days, unable to stir outside in the blinding storms. The rest of the work was pressing, for I had al- ready overstayed the time allotted for the valley. In the morning I had announced that we would move out that night, re- gardless of the weather, and had given orders for the equipment to go down. We started out for some last pictures in rain and mist which made it impossible. to find our way around through the steam, but after a couple of hours there came a break. The atmosphere cleared and disclosed the sun shining out of a blue sky, spotted with big cumulus clouds, with a light that was dazzlingly bright. I never saw the valley half so wonderful. We exposed our films as fast as we could wind them up, getting within a few hours many of our best pictures. There were a dozen showers during the day, soaking rains, too, but we utilized such intervals to travel from one group of vents to an- other. We came in at 6 o’clock tired out, but bent on taking out the big photo- graphic outfit for the one grandest pano- rama of all. But it was too late; because of my own orders we found the camp stripped of everything we needed. There was nothing to do but follow, so we made up our packs and reluctantly trudged out through the pass and down the other side. I almost wept as I turned for one last look at the marvelous valley, showing off now as never before, for as we came up to the divide, which we were perhaps never to cross again, a magical curtain was unrolled, as a background for the scene, in the most gorgeous sunset I ever saw. The wonderful colors held us almost spellbound for hours, until they slowly faded into twilight, as we rounded the shoulder of Observation Mountain into Katmai Valley. TESTIMONY OF MY ASSOCIATES At my request various members of my party have written a brief summary of their impressions, as follows: 148 THE NATIONAL GEOGRAPHIC MAZAGINE Photograph by Robert F. Griggs A “BUTTE” IN THE VALLEY OF TEN THOUSAND SMOKES, FORMED OF SOLIDIFIED MUD Paul R. Hagelbarger, Assistant Bota- nist.— ‘Bright sunshine bathed the valley when I first saw it. Even though several miles away, I was awe-struck by the sur- prisingly large size and striking beauty of the spectacle. There were so many more steam jets than I had even hoped to see that I could only gaze in silent admira- tion. “After living in the valley and work- ing among the fumaroles, my impressions began to change. My amazement at the great area was intensified by the knowl- edge gained on many trips across the val- ley floor. The beauty of each individual vent was even more than that of the val- ley as a whole. “The thing that stupefied me, however, was the ever-present proof that some ter- rific energy or force had only recently ex- erted itself. Everything seemed on such a huge scale. Our tents looked insignifi- cant, pitched among the gaping fissures and the roaring volcanic vents. ““As I came daily to know the area bet- ter, | was more and more impressed by ee i THE NATIONAL GEOGRAPHIC MAGAZINE the titanic forces that had been at work here. Human endeavor and achievement seemed dwarfed to insignifi- cance by comparison. I felt out of place and like an intruder in this ands on the Gods: This valley appeared tos - be : on ~ another planet that was in the process of formation. “T spent 16 days in the valley and was glad to leave, as will be seen in my diary for August 2: ‘Came out of the steaming walley: = for: {.¢0 od: level 10. -get + Out. Glad to see trees and Serass again: {Heel like I am just awakening atter—-a. two. weeks’ nightmare. Valley is -wonderful, but no place to camp. Wal- keme says. ots. of steane (Elells or “a placer bhe ar til eee SURPASSED HIS WiLD= EST DREAMS J.D. Sayre, Assist- ant Botanist. — “My sensation on first see-. ing the Valley of Ten Thousand Smokes was one of wonder and astonishment. I was astonished at the great dimensions of the valley and at the countless num- bers of fumaroles and fissures out of which the steam issued, to say nothing of the many other gorgeous and magnificent displays of nature. Never in my wildest dreams had I imagined anything to com- pare with these. “Greatest of all was my surprise that so much energy could be released in such an easy and quiet manner without appar- ent injury or danger to any one or any- thing. I experienced no sensation of fear while staying in the valley, perhaps be- cause my mind was so filled with aston- Photograph by J. W. Shipley MOODOOS IN THE SOLIDIFIED MUD, CAUSED BY FAULTING ishment and admiration at this great mar- vel of nature, or because I was foolhardy and did not realize the grave dangers of falling into one of those hot places. “T had no hatred of the place during my short stay there, although we were surrounded by many discomforts, and I said, soon after we left, that I would like to come back some time and see the place again. J am very proud to say that I was a member of the expedition which over- came the difficulties and hardships and first explored such a wonderful place.” THE, COMPLAINT OFT LOPOGRAPHER Clarence I’. Maynard, Topographer.— “To me the Valley of Ten Thousand 150 Photograph by Robert F. Griggs OUR WARMING OVEN IN THE VALLEY We could keep our dinner hot by setting the pot in a hole, scooped out anywhere in the ground. Smokes is a stretch of country that offers all the usual difficulties of topographic surveying in Alaska, with a few rather unusual ones thrown in for good meas- ure. It is hardly a country to make the heart of a topographer glad. “The smokes did not impress me with their grandeur or with their wonder as a natural phenomenon. Their ability to make surveying next to impossible did, however, make a very decided impression on me. On the occasional clear days when the sun was shining down the valley they seemed to be always at their best, as Griggs would put it, but to my mind at their worst. On these, the few rare days when it was not raining and the wind was not doing its best to move our camp (rather good judgment on the part of the wind, I should say) they would shoot forth jets of steam which soon took the THE NATIONAL GEOGRAPHIC MAGAZINE form of clouds and obscured the country we wer e trying to work. “I finally began to believe that the smokes were out to buck me, and became convinced of it when, on one of the rare fine days, I ascended to a peak which im- mediately became enveloped in fog. This was not unusual, but | was impressed on returning to camp to hear from the more fortunate members of the party that the whole valley had been clear with the ex- ception of the peak I occupied. “T am not a vegetarian; furthermore, tea cooked in a steam pit is not tea. A tent that never sheds a drop of water is not atent. A wool comfort placed on the ground which was 110° Fahrenheit in the above tent will steam beautifully. Itisa natural phenomenon, but it is not a good bed. I believe I mentioned that I am not a vegetarian. I[ like bacon in the morn- ing ; ‘T like it fried. A steam jet, in spite of its being glorious and a natural phe- nomenon, will not do this. J am from New England and have decided ideas on baked beans. Again the steam jet fell down. It needs New England training. Steamed beans are beyond the limit of its capabilities. “T should say the coming of the smokes ruined what might otherwise have been a perfectly good country. My opinion, however, is probably valueless, as being out of tobacco always colors my views.” THE MODERN INFERNO James S. Hine, Zodlogist.—“A hike of miles over devastation wrought by nat- ural disturbances in the Katmai country naturally puts one into a peculiar state of mind. He is deeply impressed with the enormity of the whole affair and every- thing seems beyond comprehension. The unusual circumstance of summer with no plant life and no animal life surely is a strange realization. “Having reached the summit of Kat- mai Pass, the Valley of Ten ‘Thousand Smokes spreads out before one with no part of the view obstructed. My first thought was: we have reached the mod- ern inferno. I was horrified, and yet curiosity to see all at close range capti- vated me. Sure that I would sink be- neath the earth’s crust at almost every THE NATIONAL GEOGRAPHIC MAGAZINE 151 Photograph by J. W. Shipley COLLECTING GAS FOR ANALYSIS FROM A SMALL VENT AMIDST A MAZE OF FUMAROLES “Tn laying out work in advance it sounds easy to poke a glass tube into a vent and pump the gas into a collector, but in the field all sorts of difficulties crop out which require great patience and resourcefulness to overcome. deal with at close range.” step into a chasm intensely hot, I yet pushed on as soon as I found myself safely over a particularly dangerous-ap- pearing area. I didn’t like it, and yet l did. Pele dike a boy atea circus, ior 1 couldn’t take time to study the attraction before me because I suspected something — more captivating further on. Nor was I ever disappointed, for nothing was ex- actly like anything else. “The broken hills, the falling moun- tains, the magnificent glaciers, the steam- ing fumaroles, and the rolling streams can all be described, but their wonderful profusion and the manner in which they encroached upon one another must re- main largely in possession of him who is fortunate enough to make a visit to the locality where these things abound in ex- traordinary splendor.” Moreover, a volcano is not an easy customer to LIKE A HUGE CHEMICAL MANUFACTURING PLANT L. W. Shipley, Chemist “On first entering the valley from between the two guardian volcanic cones, I experienced the same sensation as the man who on seeing a giraffe for the first time ex- claimed, “There ain’t no such animal.’ The quiet evolution of myriads of col- umns of vapor from the floor of a wide, desolate valley, the encompassing moun- tain ridges, the sequestered isolation, the avalanches of rocks, all vividly recalled Sinbad’s adventures in the ‘Arabian Nights.’ It is so unreal. “Hot streams flow from beneath banks of snow; extensive glaciers hobnob with steaming fumaroles, while icebergs and hot water are found in the same little lake. Enormous mud-flows appear to have run uphill.