Be modest in your initial flights. Don't attempt to match the records of experienced men who have devoted years to mastering the details of aviation. Paulhan, Farman, Bleriot, Wright, Curtiss, and all the rest of them began, and practiced for years, in the manner here described, being content to make just a little advancement at each attempt. A flight of 150 feet, cleanly and safely made, is better as a beginning than one of 400 yards full of bungling mishaps.
And yet these latter have their uses, provided the operator is of a discerning mind and can take advantage of them as object lessons. But, it is not well to invite them. They will occur frequently enough under the most favorable conditions, and it is best to have them come later when the feeling of trepidation and uncertainty as to what to do has worn off.
Above all, don't attempt to fly too high. Keep within a reasonable distance from the ground—about 25 or 30 feet. This advice is not given solely to lessen the risk of serious accident in case of collapse, but mainly because it will assist to instill confidence in the operator.
It is comparatively easy to learn to swim in shallow water, but the knowledge that one is tempting death in deep water begets timidity.
Preserving the Equilibrium.
After learning how to start and stop, to ascend and descend, the next thing to master is the art of preserving equilibrium, the knack of keeping the machine perfectly level in the air—on an "even keel," as a sailor would say. This simile is particularly appropriate as all aviators are in reality sailors, and much more daring ones than those who course the seas. The latter are in craft which are kept afloat by the buoyancy of the water, whether in motion or otherwise and, so long as normal conditions prevail, will not sink. Aviators sail the air in craft in which constant motion must be maintained in order to ensure flotation.
The man who has ridden a bicycle or motorcycle around curves at anything like high speed, will have a very good idea as to the principle of maintaining equilibrium in an airship. He knows that in rounding curves rapidly there is a marked tendency to change the direction of the motion which will result in an upset unless he overcomes it by an inclination of his body in an opposite direction. This is why we see racers lean well over when taking the curves. It simply must be done to preserve the equilibrium and avoid a spill.
How It Works In the Air.
If the equilibrium of an airship is disturbed to an extent which completely overcomes the center of gravity it falls according to the location of the displacement. If this displacement, for instance, is at either end the apparatus falls endways; if it is to the front or rear, the fall is in the corresponding direction.
Owing to uncertain air currents—the air is continually shifting and eddying, especially within a hundred feet or so of the earth—the equilibrium of an airship is almost constantly being disturbed to some extent. Even if this disturbance is not serious enough to bring on a fall it interferes with the progress of the machine, and should be overcome at once. This is one of the things connected with aerial navigation which calls for prompt, intelligent action.