Next to the Farman, the Wright machine was probably the best for all-around service of the many demonstrated at the great meeting. Its one greatest disadvantage was the fact that it had to be launched from a rail. It carried no wheels—merely skids for landing—and so to gain initial momentum it had to be placed on a small trolley which ran down a rail. Such a method of gaining speed was exceedingly complicated, and the question at once arises: What would the pilot do if forced to make a landing far from his starting point? Of course it would have been quite impossible for him to have risen into the air for a return trip, and his machine, though in perfect condition, would have to have been packed and carted back home.
The Voisin biplane, though improved since Farman had piloted it in 1908, was still in 1909 an overly heavy, slow flying machine, more or less difficult to steer. It still had its “box-kite” tail and its upright curtains between the main planes. And it carried a rather weighty landing chassis built of hollow metal tubing, to which were attached pneumatic-tired bicycle wheels. Small wheels were also placed under the tail, to support it when running along the ground.
The Blériot monoplane could have claimed the honors for simplicity. It had a body built up of light woodwork, over part of which fabric had been stretched. On either side of the body extended the two supporting planes, supported above and below by wires. In the front of the body was the engine and at the rear extremity a small stabilizing plane. At the ends of the stabilizing plane, on either side, were two small planes which could be moved up and down. They took the place of the front elevating plane employed on the other machines. Just behind the stabilizing plane was the vertical rudder, which turned to right or left. The wings of the Blériot had the Wright brothers' wing warping arrangement. The pilot sat just behind the engine, operating the controls.
Larger in wing span and longer in body than the Blériot was the Antoinette monoplane. Like the Blériot it had its elevating planes at the rear, and carried its engine in the bow. Instead of the wing warping device it made use of movable flaps or ailerons at the rear edges of the wings. Another idea had been incorporated in this machine for the purpose of maintaining lateral stability. Its wings, instead of extending in a horizontal position from the body were inclined slightly upward,—a plan which met with serious condemnation from the engineering experts.
These five then, were the machines which claimed most attention in 1909, although many others,—as for instance the R. E. P. monoplane, built by M. Esnault-Pelterie, and the Breguet biplane—were flown at the famous meeting.
The Rheims event had been hugely successful, and the news of the splendid achievements of the airplane spread like wildfire throughout the world. Smaller meetings were arranged for in other cities, and everywhere the great aviators were called for to give exhibition flights. In September Santos-Dumont came once more before the public with the tiniest monoplane in existence, a little machine which he called the Demoiselle, and in a series of experiments proved its remarkable capabilities. Santos-Dumont had been residing for some time at St. Cyr, where he had worked on his designs for the Demoiselle. One of his aviator friends, M. Guffroy, was also experimenting at Buc, five miles away. The two men agreed that the one who first completed an airplane should fly in it to the home of the other and collect £40. In 6 minutes and 1 second Santos-Dumont covered the five miles on the 14th of September and claimed his reward.
WRIGHT MACHINE RISING JUST AFTER LEAVING THE RAIL
