The Flanders monoplane, 1912, with 70 h.p. Renault engine, was one of the last fitted with king-post system of wing bracing. The Flanders biplane entered for British Military Trials. Notable features: the highly staggered planes, extremely low chassis and deep fuselage. Also, the upper plane was bigger in every dimension than the lower; about the first instance of this practice. The Bristol biplane, with 100 h.p. Gnome engine, was also entered for the Trials, but ultimately withdrawn. The Mars monoplane, later known as the "D.F.W.," was a successful machine of Taube type with 120 h.p. Austro-Daimler engine. The building of the engine into a cowl, complete with radiator in front, followed car practice very closely. The tail of the monoplane had a flexible trailing edge; its angle of incidence could be varied from the pilot's seat, so that perfect longitudinal balance was attained at all loadings and speeds. The Handley-Page monoplane, with 70 h.p. Gnome engine, was an early successful British attempt at inherent stability.
The Sommer monoplane, with 50 h.p. Gnome, was a 1911-12 machine; it did a good deal of cross-country flying. The Vendome monoplane of 1912, also with 50 h.p. Gnome engine, was notable chiefly for its large wheels and jointed fuselage, which enabled the machine to be taken down for transport. The Savary biplane took part in the French Military Trials, 1911. It had a four-cylinder Labor aviation motor. Notable features are twin chain-driven propellers, rudders between the main planes, the broad wheel-base and the position of the pilot. The Paulhan triplane, which also figured in the French Military Trials, was a development of the Paulhan folding biplane. It had a 70 h.p. Renault engine. For practical purposes it was a failure. The R.E.P. biplane, with 60 h.p. R.E.P. engine, was a development of the famous R.E.P. monoplanes. Its spring chassis, with sliding joints, marked an advance. Like the monoplanes, it was built largely of steel.