was trying to cross the English Channel. It is presumed that this
unfortunate pilot lost his bearings in a fog, and that an accident to
his machine, or a shortage of petrol, caused him to fall in the sea.

There are several reasons why air pilots go out of their course, even
though they are supplied with most efficient compasses. One cause of
misdirection is the prevalence of a strong side wind. Suppose, for
example, an airman intended to fly from Harwich to Amsterdam. A glance
at the map will show that the latter place is almost due east of
Harwich. We will assume that when the pilot leaves Earth at Harwich the
wind is blowing to the east; that is, behind his back.

Now, however strong a wind may be, and in whatever direction it blows,
it always appears to be blowing full in a pilot's face. Of course this
is due to the fact that the rush of the machine through the air "makes
a wind", as we say. Much the same sort of thing is experienced on a
bicycle; when out cycling we very generally seem to have a "head" wind.

Suppose during his journey a very strong side wind sprang up over the
North Sea. The pilot would still keep steering his craft due east,
and it must be remembered that when well out at sea there would be no
familiar landmarks to guide him, so that he would have to rely solely on
his compass. It is highly probable that he would not feel the change of
wind at all, but it is even more probable that when land was ultimately
reached he would be dozens of miles from his required landing-place.

Quite recently Mr. Alexander Gross, the well-known maker of aviation
instruments, who is even more famous for his excellent aviation maps,
claims to have produced an anti-drift aero-compass, which has been
specially designed for use on aeroplanes. The chief advantages of this
compass are that the dial is absolutely steady; the needle is extremely
sensitive and shows accurately the most minute change of course; the
anti-drift arrangement checks the slightest deviation from the straight
course; and it is fitted with a revolving sighting arrangement which is
of great importance in the adjustment of the instrument.

Before the airman leaves Earth he sets his compass to the course to
be steered, and during the flight he has only to see that the two
boldly-marked north points--on the dial and on the outer ring--coincide
to know that he is keeping his course. The north points are luminous, so
that they are clearly visible at nig