| Length | 6.15 metres |
| Span | 10.10 metres |
| Area | 19 sq. metres |
| Motor | 80 h.p. Gnome |
| Speed | 100 km. per hour |
The Antoinette Monoplane.
There is another monoplane that will figure in the history of aëronautics—the Antoinette monoplane. This was the first flying machine to fly in a wind. Up to the time that Mr. Latham went to the flying meeting at Blackpool, which took place almost immediately after the famous Rheims meeting, aviators had only dared to fly in calm weather. On the flying grounds there used to be tiny flags on posts. When the flags hung down limply that was the time for flying. When they moved about, even languidly, that was the time to put the aëroplane to rest in its shed. Aviators then underestimated the capabilities of their own machines.
When the aviators came to England the island breezes kept the little flags vigorously moving about. The aviators were consternated. The public was disappointed. It began to regard flight as a calm-weather business. Aëroplanes could not face one breath of wind! Of what practical use would they ever be!
Latham at that time had his Antoinette monoplane at Blackpool. It consisted of large and strongly built wings, giving a surface of about 575 square feet, set at a dihedral angle. The motor was some 60 h.p. At the back of the body of the machine were fixed horizontal and vertical fins. There were hinged horizontal planes at the end of the tail for elevating or lowering the machine. “Ailerons” were used on the main surface for controlling lateral stability. One day, at Blackpool, Latham went up in a very high wind, and remained in the air for a considerable time. How much of the stability of his machine was due to his dexterity, or how much to the machine, it is difficult to say. Probably the fact that the wings were set at a dihedral angle had much to do with it. He also had a much larger horse power than his contemporaries, which no doubt contributed to his success. Anyhow, by the Antoinette monoplane flight was redeemed from the reproach that it was merely a pastime for ideal weather conditions. From that time aviators have sought the winds as well as the calms. Now aircraft can fly in winds of forty-eight or even fifty miles an hour! This step of Latham gave a great impetus towards the military adoption of the aëroplane. The military and naval mind tends to despise what is only of use in the most favourable conditions. It had put aside the airship till it could combat moderate winds. It did the same with the aëroplane.
The Wright, Farman, and Blériot machines may be described as the parent types from which have sprung the large variety which at the present time are at the disposal of the aviator. Amongst the various types which have sprung from the parent forms we search in vain for any underlying new principles, if we except the Dunne machine. There is, however, in the various types plenty of variety of constructional detail. Perhaps the two most important features of modern aëroplane work are (1), the gradual substitution of steel in place of wood, and the general strengthening of aëroplane construction; (2), the armouring of vital parts of aëroplanes for the exigencies of warfare. Of this latter innovation mention will be made later. Regarding the various types of machines now available, it must suffice in this chapter to especially mention a few which have features of special interest for the purpose of warlike operations.
The success of the operations of the British aëroplanists in the war is evidence of the efficiency of the apparatus being used. The British military aëronautical authorities have evolved a very useful form of aëroplane. In present circumstances, however, detailed description of this must be omitted.
Weight-Lifting Machines.
i. The Cody Biplane.—The Cody type was quite an experimental machine. It should not, however, be without notice, as it was an early effort towards the production of weight-lifting machines. These, in the future, will have to be evolved if the aëroplane is to take a large part in offensive operations. Scouting and offensive work call for different types of machines. The Cody biplane had the largest supporting surface that has been made, excepting that of Sir Hiram Maxim’s flying machine. The two main surfaces were 52 feet in length, 7 feet 6 inches wide. They had a supporting surface of 775 square feet. But this was small compared with the Maxim giant, which spread 4,000 square feet of surface. In the Cody machine the front elevators, which bore some of the load, alone represented 150 square feet. The two vertical rudders were at equal distances fore and aft of the main supporting surfaces. A distinctive feature was the elevator. This was in two separate parts, each of which could be moved independently of the other. Cody adopted the method of the brothers Wright for attaining lateral stability and steering—warping the main surfaces.
There were vertical and horizontal rudders operated by a single steering wheel. Cody used generally an 80 h.p. engine, but in some of his experiments he went up to 130 h.p. A peculiarity of the screws was their greater width at the base than at the tips. The weight of the machine was about one ton. Though it was such a large machine some attempts were made to give it portability. The two ends of the main decks, each 16 feet long, were removable. The girder supporting the elevator could also be detached, as the rear rudder frame was made to fold back against the body. With this machine Cody flew at excellent speeds, averaging fifty miles an hour. On one occasion he was credited with seventy miles an hour.