hen laid down by the
directorate. Naturally, at the beginning, large numbers could not be
absorbed, and as there was no system of control to allot recruits to the
work for which they were specially suited, very many of the best
mechanics in the country, inspired by patriotism, enlisted in the ranks
of the infantry, and were lost to the technical service for ever. These
men would have been of inestimable value for the expansion of the Flying
Corps, but no system of classification existed, to meet the needs of a
nation in arms. The New Army engulfed men of all professions and all
crafts; never, perhaps, in the world's history was there an army richer
in diversity of skill. If special services were required from a
bacteriologist, or a conjurer, an appeal to the rank and file of the
New Army was seldom made in vain. Trained mechanics were glad to forgo
all the advantages of their training, and, in their country's cause, to
handle a rifle and a bayonet.

The procuring of a sufficient number of expert men for the sheds was
only one part of the business of the directorate. They had also to
procure and train a large number of pilots, and to arrange for the
supply of a very large number of aeroplanes and engines. Until the
machine is there, to be tended and flown, there is nothing for pilot or
mechanic to do, so the question of the machines naturally came first. As
soon as the four squadrons of the expeditionary force had left England,
Colonel Brancker conferred with Captain Sueter, the Director of the Air
Department in the Admiralty. It was agreed between them provisionally
that all aeroplanes available in the British Isles should at once be
allotted to the War Office, and all seaplanes to the Admiralty. It was
further agreed that all engines of 100 horse-power and less, together
with the 120 horse-power Beardmore engine, should be allotted to the War
Office, and that engines of higher horse-power, together with a certain
number, for training purposes, of lower-powered engines, should be
allotted to the Admiralty. Both services recognized the urgent need for
a water-cooled engine of high power, and the two directors combined to
persuade Messrs. Rolls-Royce to produce a 250 horse-power water-cooled
engine. The experts of the Royal Aircraft Factory gave all possible
help; they lent the drawings prepared for the high-powered engine
designed by the factory, and so became sponsors for the famous
Rolls-Royce engines of the later days