Such were the first aeroplanes, as seen at Rheims in the year 1909. Other more experimental machines there were, too, which did not figure prominently at the time, but which were destined to play a prominent part in future work. In this regard should be mentioned the R.E.P. monoplane, designed and built by M. Esnault Pelterie, and the Breguet biplane, designed, built, and flown by M. Louis Breguet.
IV. The human factor—Growing skill of airmen—Feats of 1910, as compared with those of 1909—Cross-country flying.
What the aeroplanes which we have been describing could not do was to combat a wind. No flight was essayed, indeed, unless weather conditions were quite favourable. A notable exception must, however, be made in the favour of the Antoinette monoplane. This aircraft, owing to its weight and stability, and the skilful and daring handling of Mr Latham was, on several occasions in 1909, and notably at the Blackpool flying meeting, able to remain aloft in very high and gusty winds.
Apart from the question of wind-flying, which was, of course, all-important, there were grave structural drawbacks in connection with many of these early machines. Some were too light; others too heavy. Save with those upon which the "Gnome" engine was fitted, there was almost constant engine trouble.
Above all, however, the human factor entered into the question. Men were learning to fly. Apart from any consideration of the good or bad points of their machines, they were invading a new element. As one shrewd observer, at this time, remarked: "The men who fly now are like those who first ventured upon the sea in frail cockle-shells. They tremble at their own daring."
More might have been accomplished in 1909, in fact, had men possessed greater confidence.
Take, for example, the attempts which were made, at the Rheims meeting, to win the altitude prize. To the amazement of spectators, one pilot rose until he flew slightly more than 500 feet high. This feat was, in 1909, considered a marvellous one. In 1911, only two years later, a man rose to an altitude of nearly two-and-a-half miles! The heights attained in 1909 could, indeed, have been appreciably increased had men possessed the necessary confidence in themselves, and in their machines, to force them higher.
But, in these pioneer days, a height of 150 feet or 200 feet from the ground was considered quite an appreciable altitude. Nowadays, when carrying out a long cross-country flight, an airman will fly several thousand feet high. Thus it can be seen what definite progress has been made in this aspect of flying alone.
High-flying has considerable importance. The airman who does not soar high, when going across country, meets the worst of whatever wind is blowing. It eddies from hill-tops, and around woods. The higher he flies, therefore, the steadier the wind blows, because it is unaffected by any inequalities of the ground. This is why the great cross-country flyers invariably ascend to a considerable altitude.
In the year 1909, it may truly be said, men were really learning to fly. Their machines were crude, and they were invading a new element. Therefore they made comparatively short flights, and confined nearly all their operations to aerodromes, where there was always a smooth place of descent below them, should the failure of their engines compel a hasty landing.