Instead of being greeted apathetically, or having his sanity doubted, Ader was promptly called to appear before the military authorities. They, after hearing his theories expounded, cheerfully voted him £20,000 in order that he might continue his experiments upon an adequate scale. Thus, even at this early stage, France revealed her keen interest in aerial navigation. Ader, lacking the petrol motor, could not carry his investigations much further. But the encouragement he received gave heart to other inventors. And so France went forward to success.
America offers another example of a sane, far-seeing policy. Professor Langley, an eminent scientist, was making a series of wonderfully interesting model aeroplanes at about the time Ader was experimenting in France. To further his work, the American authorities very promptly came forward with a grant of £10,000.
He, like Ader, was unable to carry his individual experiments to a successful issue; but further investigation, on the part of other workers, was greatly stimulated. It is interesting to note what position these two countries, which first encouraged flying, afterwards took when the aeroplane became a reality.
To America, in the work of the Wright brothers, has gone the honour of the first practical flights with a heavier-than-air machine, while France is to-day the premier nation in the world in the development of airmanship.
Thus it is legitimate to pass to a consideration of the first machines that flew, and consider their capabilities from the military point of view. The Wright biplane, naturally, is the first to attract attention, because it was as long ago as 1903 that these two quiet, determined Americans made their first successful flights. From a military aspect, this aeroplane had many drawbacks; and to cite them is instructive, seeing that, by this means, a reader will be better able to judge, later on, what vast strides towards perfection the aeroplane has already made.
The first Wright biplane would, indeed, just fly; that was all. Its pilot only dared to leave the ground when an absolutely dead calm prevailed; he feared the overturning influence of even the smallest gust of wind. His engine, being then a novelty as applied to the aeroplane, required the most patient "tuning up" before even a brief flight could be essayed; and, when it was aloft, the machine only passed through the air quite close to the ground.
Each flight had to be started by sliding the aeroplane forward along a rail; away from this rail, the machine was helpless. From the point of view of a military expert, indeed, this early machine could have been condemned upon several counts. It was unreliable. It could not fly in gusty winds; it was not portable; it could only take the air when launched from its rail.
But the true expert is far-seeing. He makes light of present imperfections if, in any idea, he can see future developments of undoubted importance. Such an expert, for instance, was the late Captain Ferber, of the French Army. He was the first military officer to whom the task fell of reporting, for his Government, upon the capabilities of a military aeroplane.
Representations were made by the Wright brothers to the French Government in the year 1905—two years after their first flights. They had improved their machine considerably; they were now ready to carry a passenger; and they wished to sell their secret. So Captain Ferber was instructed to go to America and investigate their claims.
The Wrights were anxious to sell their secret for a lump sum of money. They had begun their experiments in the humblest possible way, being small cycle-makers at Dayton, Ohio; and they were unable to protect, by patents, the machine which they had evolved by so vast an amount of patient work.