As the advantage of flying from the ice had been suggested some years before the death of Lilienthal, it seems remarkable that this method did not yield important results earlier in the development of aviation. A smooth ice field is such an ideal place for testing a dynamic aëroplane, that previous gliding experience would seem unnecessary, providing the machines were designed with a fair knowledge of the elementary principles of stability and control. Even glider practice could be effectively conducted over a smooth ice field after momentum had been acquired by aid of gravity, or a tow line. Having sufficient momentum the aviator could test his rudders cautiously without rising, then, after a little experience, make short glides in the air, and so be prepared to install the motor. Landing or falling on smooth ice at great horizontal speed, from a low elevation, is much less hurtful than tumbling on the ground, as every bold skater knows from experience.
The aëroplane II, designed by Mr. Baldwin, aided by his associates and their combined experience, resembled that of Lieutenant Selfridge in the trussing of its body surfaces, but was mounted on wheels, and provided with torsional wing tips for lateral control. When tested, it was found easy to launch and land, besides responding very promptly to the three-rudder control. In the hands of Mr. Curtiss, on May 22d, this aëroplane, called the White Wing, flew 1,017 feet in 19 seconds, and landed smoothly on a plowed field. This at the time was the longest flight ever made by an aviator in his first trip on a heavier-than-air machine.
It was now Mr. Curtiss’ turn to be captain of design and construction. Under his supervision aëroplane III, called the June Bug, was ushered forth, in the month of honeymoons. It differed from the two preceding in having a box tail; also in having a nainsook cover, instead of the red and white silk that characterized the Red Wing and the White Wing.
After some practice, this flyer behaved so well that it seemed competent to win the Scientific American Cup offered for a public flight of one kilometer straight away. Accordingly an official trial was arranged with a committee of the Aëro Club of America, for the fourth of July, 1908. It was the first official flight in the western hemisphere, and proved in every way most satisfactory. The machine flew 2,000 yards over an S-shaped course at a speed of 39 miles an hour, displayed admirable control, and had abundant motive power. The performance was an intimation and augury of the victorious flights to come the following year. As the Association now repaired to Dr. Bell’s summer home, the Hammondsport experiments terminated for the season.
The year 1908 also brought to happy fruition the long and persistent experiments of Louis Blériot, the most illustrious pioneer and champion of the monoplane. Beginning in 1900, he had tried one type after another, of flying machine, till he became world renowned for his fertility of invention, his daring, his picturesque accidents and hairbreadth escapes. So long as he was not killed he was certain to make progress; for he had every endowment that ensures success. He possessed the energy of early manhood, having been born in 1872; he had the thorough technical training of the Central School of Arts and Manufactures, where he graduated in 1895; he possessed extraordinary talent for invention and constructional detail; he had the prowess, courage and coolness requisite for testing intractable and dangerous flyers; he was in the world’s most active center of aviation; he also had sufficient means. If he was late in achieving success, it was because he preferred to develop original ideas, and could not be content with merely copying his predecessors.
Like many other novices in aviation, Blériot began by trying to build a machine with flapping wings that should fly like a bird. This was to be actuated by a carbonic acid motor. In 1904 he abandoned his first machine, of bird type, and turned to aëroplanes, beginning with a biplane of the Farman, or Voisin type. His second machine was built by Gabriel Voisin, one of the most experienced of the pioneer aëroplane manufacturers. This biplane, unprovided with an engine, was mounted on floats, towed along the Seine by a motor boat, and rose from the surface carrying Voisin as pilot. Blériot III, composed of elliptical cells, or sustaining surfaces, and powered with two Antoinette motors of 25 horse power each, was tested without success on Lake Enghien during the year 1905–6. Blériot IV was made of quadrangular cells, and launched at Bagatelle in 1906, carrying a soldier, Peyret; but crashed to earth in its first trial. Finally in 1907, Blériot V, mounted by the inventor himself, rose into the air and flew successfully, but was lacking in stability. His sixth aëroplane was of the Langley type, provided with a 24-horse-power motor, then with a 50-horse-power Antoinette; but it was unstable fore and aft. One day it traversed 184 meters, then fell from a height of 25 meters and was shattered on the ground. His seventh was one of the swiftest yet constructed, attaining a speed of nearly 80 kilometers an hour, and, in two private trials, covering a distance of 500 meters. Thus seven years had slipped away, leaving Blériot still in the tentative period of his work. But now he was at the threshold of a career of brilliant success, which soon brought him the highest honors at home and throughout the world.
After various minor flights in the spring and summer of 1908, Blériot, on October 31st of that eventful year in aviation, determined to attempt a cross country voyage, as Farman had done the day before. As will be remembered, Farman had flown from Chalons to Rheims, above trees and houses, a distance of nearly 17 miles, thus achieving the first town-to-town flight in history. Blériot would improve that record at once, by flying in a closed circuit embracing several villages.
His renowned cross-country flight was directed from Toury to Artenay, a village nine miles distant. Mounting his aëroplane VIII-ter, at mid afternoon, in presence of a large gathering, Blériot followed the course shown in Fig. 40. In the neighborhood of Artenay he landed for a few minutes. After some slight repairs to his magneto, he reascended, turned about and headed for home. Half way on his return course he stopped again for a few minutes, at the Village of Santilly; then readily reascended and flew to the neighborhood of his starting point. He thus traveled about 17 miles in a closed circuit. This performance, with that of Farman the day before, inaugurated the period of aërial voyages in heavier-than-air machines. It appealed so powerfully to the sentiment of the community that a monument was erected at Toury to commemorate the glorious achievement.
PLATE XXV.