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"boundary layer" in English.  Of importance equal to his personal work in aerodynamics was Prandtl's ability to teach, and to inspire, talented students to extend the researches he had begun.

Prandtl's laboratory, in the early days, was a simple affair, located some distance from the university proper.  His principal research tool was a closed-circuit wind tunnel with a test section 6.5 feet square.  Although it had only low speed (about 25 mph), the pains which had been taken to insure smooth air flow made possible important aerodynamic investigations.

As was the case in France, in Germany there were several other aeronautical laboratories, including facilities at technical schools at Aachen and Berlin, test equipment of the Deutsche Versuchsanstalt fur Luftfahrt at Adlershof, and the experimental facilities of the larger aircraft manufacturers, notably the Zeppelin Airship Company.  Great Britain and Italy were slower than the other major European nations to establish aeronautical research on a rational basis.  It was not until 1909 that the British Advisory Committee for Aeronautics was formed to coordinate and expand theoretical and experimental work in aeronautics.  Once started, however, the British made rapid strides.  About the same time, aeronautical experimentation in Italy was made the responsibility of the Italian Specialist Brigade of Engineers.

In the United States, as late as 1911, none of the universities had yet established formal courses for the systematic study of aerodynamics.  Nowhere in America was there an aeronautical research laboratory.  In 1912, a compilation in the annual report of the Secretary of the Navy showed the United States to be lagging far behind the other world powers in expenditures for aviation.  The sums appear tiny today, but in days when a nickel would still buy a smokable cigar, they were substantial.  France spent $7,400,000;  Russia, $5,000,000;  Germany, $2,250,000;  Great Britain and Italy, $2,100,000 each;  Japan, $600,000, and the United States, $140,000.

In retrospect, American reluctance prior to World War I to appropriate funds for aeronautical development is understandable.  The airplane offered little promise of early utility for commercial purposes, and in the United States there was little of the impetus felt so keenly in Europe, to construct an air armada for military use.

Though the reasons for America's lack of adequate support of aeronau-

LOGBOOK LEAVES

EDITOR'S NOTE: [[italics]] This is the first of series of vignettes about early US aviation, written by the pioneers themselves.  Our first vignette author is W. A. Lamkey, who now lives in retirement in Burbank, Calif.  During Word War I, he flew seaplanes on submarine patrol off the coast of France. He retired from the Navy in 1927 and for a number of years worked as an inspector for the Civil Aeronautics Administration.  In 1937 he returned to the Navy as an inspector of engineering material for the Bureau of Aeronautics, retiring finally in 1953. [[/italics]] [[Pegasus stamp]]

In 1911, while I was a sailor, we were anchored in San Francisco Bay on the [[italics]] USS Virginia. [[/italics]]  My attention was called to the wood structure on the rear of the [[italics]] USS Pennsylvania, [[/italics]] anchored nearby.  Someone mentioned that an airplane was to land there.  Oh what a view, just off our port beam!


Suddenly, a large airplane (large to me) approached for a landing.  
[[image -  drawing of wooden landing structure for aircraft landing]]
I imagined the airplane would miss, as the wood structure seemed so short.  To my joy, he made it.

I was shortly transferred to the [[italics]] USS Washington, [[/italics]] preparing to go East.  There was no water in the Panama Canal then, so we went through the Magellan Straits.  Coming into Hampton Roads, Va., while steaming near the [[italics]] USS Birmingham, [[/italics]] I noticed the same wood structure on the forward part of that ship.

Soon, we heard, an aviator would be taking off.  Oh what luck!  To see this also.  The takeoff afforded me the same grandstand seat; I was of the deck force.

The aviator, while clearing the end of the ramp, splashed the water with the tail of the airplane, but held his flight OK and, I heard, made a good landing at the US Naval Station.  Later, I learned the pilot's name was Eugene Ely.  He made both the first landing and takeoff from a ship in history.  

[[image -  drawing of a biplane taking off from the wooden landing deck on a ship]]

Strange, I never heard of him again.  ([[italics]] Editor's Note: [[/italics]] Eugene Ely was killed in October, 1911, at Macon, Ga.)

Well, that settled my career.  My enlistment expired shortly, and I threw my lot in with the Moisant School of Aviation at Mineola, Long Island.  It would be a long story, about the teaching methods, the events, etc.  I graduated in November, 1912, and received License #183 from the Aero Club of America.  I flew free for the weekend visitors to get in time.  When the school moved to Georgia, I was primed to face the world.

Getting a ship those days wasn't so easy.  I had to eat, and did odd jobs when I could.  I met Major Squier of the Signal Corps, which had charge of the Army's aviation.  He induced me to join up, and I reported to North Island, San Diego, Calif., in 1913.

I remained with the 1st Aero Corps less than two years, and then purchased my release.  I went with Glenn L. Martin at Los Angeles.  Margin sent me into Mexico in 1916, not to fly for General Villa, but to demonstrate the ship, as it wasn't yet paid for.  After the demonstration, Villa liked the ship and offered me an agreeable deal.  I accepted and picked a loser!  But youth always wins, if he lives.  All is play to youth.  

[[signed]] W A Lamkey [[/signed]]

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Transcription Notes:
Reviewer note: - First column ends before "LOGBOOK LEAVES" section. First column story's remaining content probably continued on the next page. - "material" is a transcriber typo and should be "materiel". - For the 1st image, "I" is technically before the image. - Pegasus stamp before the signature (on the same line as the last bit of text).