At first operating individually, but now in partnership with his brother Henry, Maurice Farman constructed, towards the end of 1911, an interesting type of military biplane. The Maurice Farman machine may be said to have come first into definite prominence when Tabutean flew for more than eight hours in it in 1910, securing the Michelin Cup.
A large machine, with extensions to its main-planes, capable of carrying a very heavy load, and of remaining in the air for a long time, but being an awkward craft in a high wind, save for the most expert pilot—in such terms, one may describe the Maurice Farman. What a skilled airman can do with such a big, slow-flying machine, has been shown by Renaux, who piloted his Maurice Farman right round the 1030-miles course of the Circuit of Europe; but there were, of course, times when the monoplanes flew in a wind which kept him in his shed. It should be stated, to the credit of the Maurice Farman, that it achieved excellent results in the French trials.
Reference has been made to the Breguet. This is a biplane of a most progressive type. Steel enters largely into its construction. It has a tapering body, with controlling planes at the tail, such as the monoplane possesses; and, in addition, it is equipped with two main supporting planes, such as characterise the biplane. These are fitted above and below the body of the machine.
Constructionally, its outstanding feature is its simplicity. Instead of a number of wooden supports between the main-planes, held in place by much wiring, the Breguet biplane dispenses with all save four struts; and these are maintained in position by a minimum of wiring.
The result, from the point of view of portability, is that a great stride forward is effected. The main-planes of the machine, which represent its bulky feature, can be unshipped in a few minutes. Nor is this all; by an ingenious system of hinging the main-planes to the body of the biplane, these planes may be turned back, after they are un-wired, and folded beside the body of the machine.
A result is thus achieved which would not have been considered possible, in the early stages of aeroplane construction. When the planes are folded at the sides of the machine, it can be made to move down a road like a motor-car, with its engine running, and its propeller drawing it forward. The steering-wheel, used when the machine is in flight, is connected with a small front running-wheel. When he is on the ground, therefore, the pilot sits in his driving-seat, and controls his craft like a motorist.
Such features as this commend themselves, as may be imagined, to military experts. The Breguet biplane possesses other original features also. The main-planes, being constructed with thin metal ribs, are flexible; and this flexibility gives the machine stability when assailed by wind-gusts.
There are several military types of the Breguet biplane. There is, for example a machine built to carry a pilot and an observer; and another type, more powerful, which raises a "crew" of three into the air.
The latter is called by its makers the "cruiser" biplane; and it is interesting to describe how the "crew" is disposed upon it. First comes the engineer; his task is to attend to the motor. He is given a seat right up in the bows of the machine, and just behind the engine. The idea of having a man to look after the engine is, of course, an excellent one; he is able to "nurse" the motor, give it every attention, and detect at once whether it is developing any troubles.
Behind the engineer, in the long, boat-shaped body of the biplane, is seated the observer. He is free from all duties save the carrying out of his observation work. He has his maps and notebook—shielded from the rush of wind—in the body of the machine before him.