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International Speed Cup Race.--The third annual international James Gordon Bennett speed cup race was held at Eastchurch, England, on July 1, 1911, and for the second time was won by an American aviator, C. T. Weymann, in a French racing aeroplane. The distance was 150 kilometres equivalent to 94 miles, and the winner's time of 1h. 11m. 36s. showed an average speed of 78.77 miles per hour. The first race was held in 1909 and was won by Glenn Curtiss, who flew the twenty kilometres (12.4 miles) in 15 minutes 50 2-5seconds at an average speed of 47 miles per hour. In 1910the winner was Grahame-White, who covered 100 kilometres (62 miles) at Belmont Park, L. I., in 60 minutes 47 3-5 seconds, an average speed of 61.3 miles per hour. In the 1911race there were six starters: three from France, two from Great Britain and one from the United States.

Milan to Turin to Milan Race.--This race which was started from Milan, Italy, on October 29, was restricted to Italian aviators and had six starters. The distance was approximately 177 miles and won by Manissero in a Bleriot machine in 3h. 16m. 2 4-5s.

New York to Philadelphia Race.--The first intercity aeroplane race ever held in the United States was started from New York City on August 5, and finished in Philadelphia the same day. The prize of $5,000 was offered by a commercial concern with stores in the two cities: Three entrants competed from the Curtiss Exhibition Company. The distance was approximately 83 miles and won by L. Beachey in a Curtiss machine in 1h. 50m. at an average speed of 45 miles per hour.

Tri-State Race.--The tri-state race was the feature event of the Harvard Aviation Society meet held at Squantum, Mass., August 26 to September 6. It was held Labor Day, September 4, over a course of 174 miles, from Boston to Nashua to Worcester to Providence to Boston. Four competitors started, of which two finished, the winner, E. Ovington, in a Bleriot machine. Ovington's net flying time, 3h. 6m.

22 1-5s. Winner's prize, $10,000.

AEROPLANES AND DIRIGIBLE BALLOONS IN WARFARE.

Wonderful progress has been made in the development of the aeroplane in this country and in Europe since 1903, and within the last two or three years the leading powers of the world have entered upon extensive tests and experiments to determine its availability and usefulness in land and naval warfare.

At the present time all the great powers are building or purchasing aeroplanes on an extensive scale. They have established government schools for the instruction of their army and navy officers and for experimental work. So-called "Airship Fleets" have been constructed and placed in commission as auxiliaries to the armies and navies. The fleets of France and Germany are about equal and are larger by far than those of any of the other powers. The length of the dirigibles composing these fleets runs from 150 to 500 feet;they are equipped with engines of from 50 to 500 horse-power, with a rate of speed ranging from 20 to 30 miles per hour.

Their approximate range is from 200 to 900 miles; the longest actual run (made by the Zeppelin II, Germany) is 800 miles.

A British naval airship, one of the largest yet built, was completed last summer. It has cost over $200,000, and it was in course of designing and construction two years. It is 510feet long; can carry 22 persons, and has a lift of 21 tons.

The relative value of the dirigible balloon and the aeroplane in actual war is yet to be determined. The dirigible is considered to be the safer, yet several large balloons of this class in Germany and France have met with disaster, involving loss of lives. The capacity of the dirigible for longer flights and its superior facilities for carrying apparatus and operators for wireless telegraphy are distinct advantages.

There has not yet been much opportunity to test the airship in actual warfare. The aeroplane has been used by the Italians in Tripoli for scouting and reconnoitering and is said to have justified expectations. On several occasions the Italian military aviators followed the movements of the enemy, in one instance as far as forty miles inland. At the time of the attack by the Turks a skillful aeroplane reconnaissance revealed the approach of a large Turkish force, believed to be at the time sixty miles away in the mountains.

Aeroplanes and airships, as they exist today, would doubtless render very valuable service in a time of war, both over land and water, in scouting, reconnoitering, carrying dispatches, and as some experts believe, in locating submarines and mines placed by the enemy in channels of exits from ports.

A "coast aeroplane" could fly out 30 or 40 miles from land. and rising to a great height, descry any hostile ships on the distant horizon, observe their number, strength, formation and direction, and return within two hours with a report to obtain which would require several swift torpedo-boat destroyers and a much greater time. The question as to whether it would be practicable to bombard an enemy on land or sea with explosive bombs dropped or discharged from flying machines or airships, is one which is much discussed but hardly yet determined.

Aeroplanes have been constructed with floats in the place of runners and several attempts have been made, in some cases successfully, to light with them on and to rise from the water. Mr. Curtiss did this at San Francisco, in January, 1911. Attempts have also been made with the aeroplane to alight on and to take flight from the deck of a warship. Toward the end of 1910 Aviator Ely flew to land from the cruiser Birmingham, and in January, 1911, he flew from land and alighted on the cruiser Pennsylvania. But in these cases special arrangements were made which would be hardly practicable in a time of actual war.

In November, 1911, a test was made at Newport, R. I., by Lieut. Rodgers, of the navy, of a "hydro-areoplane" as an auxiliary to a battleship. The idea of the test was to alight alongside of the ship, hoist the machine aboard, put out to sea and launch the machine again with the use of a crane. Lieut.

Rodgers came down smoothly alongside the Ohio, his machine was easily drawn aboard with a crane, and the Ohio steamed down to the open sea, where it was blowing half a gale. But, owing to the misjudgment of the ship's headway, one of the wings of the machine when it struck the water after being released from the crane, went under the water and was snapped off. Lieut. Rodgers was convinced that this method was too risky and that some other must be devised.