ASCENDING CURRENTS.--It has not been explained how it happens that these particular "ascending currents" always appear directly in the line of the bird flight; or why it is that when, for instance, a flock of wild geese which always fly through s.p.a.ce in an A-shaped formation, are able to get ascending air currents over the wide scope of s.p.a.ce they cover.

ASPIRATE CURRENTS.--Some years ago, in making experiments with the outstretched wings of one of the large soaring birds, a French sailor was surprised to experience a peculiar pulling motion, when the bird's wings were held at a certain angle, so that the air actually seemed to draw it into the teeth of the current.

It is known that if a ball is suspended by a string, and a jet of air is directed against it, in a particular way, the ball will move toward the jet, instead of being driven away from it. A well known spraying device, called the "ball nozzle,"

is simply a ball on the end of a nozzle, and the stream of water issuing is not effectual to drive the ball away.

From the bird incident alluded to, a new theory was propounded, namely, that birds flew because of the aspirated action of the air, and the wings and body were so made as to cause the moving air current to act on it, and draw it forwardly.

OUTSTRETCHED WINGS.--This only added to the "bird wing" theory a new argument that all flying things must have outstretched wings, in order to fly, forgetting that the ball, which has no outstretched wings, has also the same "aspirate"

movement attributed to the wings of the bird.

The foregoing remarks are made in order to impress on the novice that theories do not make flying machines, and that speculations, or a.n.a.logies of what we see all about us, will not make an aviator. A flying machine is a question of dynamics, just as surely as the action of the sun on the air, and the movements of the currents, and the knowledge of applying those forces in the flying machine makes the aviator.

THE STARTING POINT.--Before the uninitiated should attempt to even mount a machine he should know what it is composed of, and how it is made.

His investigation should take in every part of the mechanism; he should understand about the plane surface, what the stresses are upon its surface, what is the duty of each strut, or brace or wire and be able to make the proper repairs.

THE VITAL PART OF THE MACHINE.--The motor, the life of the machine itself, should be like a book to him. It is not required that he should know all the theories which is necessary in the building, as to the many features which go to make up a scientifically-designed motor; but he must know how and why it works. He should understand the cam action, whereby the valves are lifted at the proper time; what the effect of the spark advance means; the throttling of the engine; air admission and supply; the regulation of the carbureter; its mechanism and construction; the propeller should be studied, and its action at various speeds.

STUDYING THE ACTION OF THE MACHINE.--Then comes the study on the seat of the machine itself.

It will be a novel sensation. Before him is the steering wheel, if it should be so equipped. Turning it to the right, swings the vertical tail plane so the machine will turn to the right. Certainly, he knows that; but how far must he turn the wheel to give it a certain angle.

It is not enough to know that a lever or a wheel when moved a certain way will move a plane a definite direction. He should learn to know instinctively, how FAR a movement to make to get a certain result in the plane itself, and under running conditions, as well.

Suppose we have an automobile, running at the rate of ten miles an hour, and the chauffeur turns the steering wheel ten degrees. He can do so with perfect safety; but let the machine be going forty miles an hour, and turn the wheel ten degrees, and it may mean an accident. In one case the machine is moving 14 1/2 feet a second, and in the other instance 58 feet.

If the airship has a lever for controlling the angle of flight, he must study its arrangement, and note how far it must be moved to a.s.sume the proper elevating angle. Then come the means for controlling the lateral stability of the machine.

All these features should be considered and studied over and over, until you have made them your friends.

While thus engaged, you are perfectly sure that you can remember and act on a set of complicated movements. You imagine that you are skimming over the ground, and your sense tells you that you have sufficient speed to effect a launching. In your mind the critical time has come.

ELEVATING THE MACHINE.--Simply give the elevator lever the proper angle, sharp and quick and up you go. As the machine responds, and you can feel the cushioning motion, which follows, as it begins to ride the air, you are aware of a sensation as though the machine were about to turn over to one side; you think of the lateral control at once, but in doing so forget that the elevator must be changed, or you will go too high.

You forget about the earth; you are too busy thinking about several things which seem to need your attention. Yes, there are a variety of matters which will crowd upon you, each of which require two things; the first being to get the proper lever, and the second, to move it just so far.

In the early days of aeroplaning, when accidents came thick and fast, the most usual explanation which came from the pilot, when he recovered, was: "I pushed the lever too far."

Hundreds of trial machines were built, when man learned that he could fly, and in every instance, it is safe to say, the experimenter made the most strenuous exertion to get up in the air the first time the machine was put on the trial ground.

It is a wonder that accidents were not recorded by the hundreds, instead of by the comparatively few that were heard from. It was very discouraging, no doubt, that the machines would not fly, but that all of them, if they had sufficient power, would fly, there can be no doubt.

HOW TO PRACTICE.--Absolute familiarity with every part of the machine and conditions is the first thing. The machine is brought out, and the engine tested, the machine being held in leash while this is done. It is then throttled down so that the power of the engine will be less than is necessary to raise the machine from the ground.

THE FIRST STAGE.--Usually it will require over 25 miles an hour to raise the machine. The engine is set in motion, and now, for the first time a new sensation takes possession of you, for the reason that you are cut off from communication with those around you as absolutely as though they were a hundred miles away.

This new dependence on yourself is, in itself, one of the best teachers you could have, because it begins to instill confidence and control. As the machine darts forward, going ten or fifteen miles an hour, with the din of the engine behind you, and feeling the rumbling motion of the wheels over the uneven surface of the earth, you have the sensation of going forty miles an hour.

The newness of the first sensation, which is always under those conditions very much augmented in the mind, wears away as the machine goes back and forth. There is only one control that requires your care, namely, to keep it on a straight course. This is easy work, but you are learning to make your control a reflex action,--to do it without exercising a distinct will power.

PATIENCE THE MOST DIFFICULT THING.--If you have the patience, as you should, to continue this running practice, until you absolutely eliminate the right and left control, as a matter of thought, occasionally, if the air is still turning the machine, and eventually, bringing it back, by turning it completely around, while skimming the ground, you will be ready for the second stage in the trials.

THE SECOND STAGE.--The engine is now arranged so that it will barely lift, when running at its best. After the engine is at full speed, and you are sure the machine is going fast enough, the elevator control is turned to point the machine in the air. It is a tense moment. You are on the alert.

The elevator is turned, and the forward end changes its relation with the ground before you.

There was a slight lift, but your caution induces you to return the planes to their normal running angle. You try it again. You are now certain that the machine made a leap and left the ground.

This is the exhilarating moment.

With a calm air the machine is turned while running, by means of the vertical rudders. This is an easy matter, because while going at twenty miles an hour, the weight of the machine on the surface of the ground is less than one-tenth of its weight when at rest.

Thus the trial spins, half the time in the air, in little glides of fifty to a hundred feet, increasing in length, give practice, practice, PRACTICE, each turn of the field making the sport less exciting and fixing the controls more perfectly in the mind.

THE THIRD STAGE.--Thus far you have been turning on the ground. You want to turn in the air. Only the tail control was required while on the ground. Now two things are required after you leave the ground in trying to make a turn: namely, putting the tail at the proper angle, and taking charge of the stabilizers, because in making the turn in the air, the first thing which will arrest the attention will be the tendency of the machine to turn over in the direction that you are turning.

After going back and forth in straight-away glides, until you have perfect confidence and full control, comes the period when the turns should be practiced on. These should be long, and tried only on that portion of the field where you have plenty of room.

OBSERVATIONS WHILE IN FLIGHT.--If there are any bad spots, or trees, or dangerous places, they should be spotted out, and mentally noted before attempting to make any flight. When in the air during these trials you will have enough to occupy your mind without looking out for the hazardous regions at the same time.

Make the first turns in a still air. If you should attempt to make the first attempts with a wind blowing you will find a compound motion that will very likely give you a surprise. In making the first turn you will get the sensation of trying to fly against a wind. a.s.suming that you are turning to the left, it will have the sensation of a wind coming to you from the right.

FLYING IN A WIND.--Suppose you are flying directly in the face of a wind, the moment you begin to turn the action, or bite of the wind, will cause the ends of the planes to the right to be unduly elevated, much more so than if the air should be calm. This raising action will be liable to startle you, because up to this time you have been accustomed to flying along in a straight line.

While flying around at the part of the circle where the wind strikes you directly on the right side the machine has a tendency to climb, and you try to depress the forward end, but as soon as you reach that part of the circle where the winds begin to strike on your back, an entirely new thing occurs.

As the machine is now traveling with the wind, its grip on the air is less, and since the planes were set to lower the machine, at the first part of the turn, the descent will be pretty rapid unless the angle is corrected.

FIRST TRIALS IN QUIET ATMOSPHERE.--All this would be avoided if the first trials were made in a quiet atmosphere. Furthermore, you will be told that in making a turn the machine should be pointed downwardly, as though about to make a glide. This can be done with safety, in a still air, although you may be flying low, but it would be exceedingly dangerous with a wind blowing.

MAKING TURNS.--When making a turn, under no circ.u.mstances try to make a landing. This should never be done except when flying straight, and then safety demands that the landing should be made against the wind and not with it. There are two reasons for this: First, when flying with the wind the speed must be greater than when flying against it.

By greater speed is meant relative to the earth.

If the machine has a speed of thirty miles an hour, in still air, the speed would be forty miles an hour going with the wind, but only twenty miles against the wind. Second, the banking of the planes against the air is more effective when going into the wind than when traveling with it, and, therefore, the speed at which you contact with the earth is lessened to such an extent that a comparatively easy landing is effected.

THE FOURTH STAGE.--After sufficient time has been devoted to the long turns shorter turns may be made, and these also require the same care, and will give an opportunity to use the lateral controls to a greater extent. Begin the turns, not by an abrupt throw of the turning rudder, but bring it around gently, correcting the turning movement to a straight course, if you find the machine inclined to tilt too much, until you get used to the sensation of keeling over. Constant practice at this will soon give confidence, and a.s.sure you that you have full control of the machine.

THE FIGURE 8.--You are now to increase the height of flying, and this involves also the ability to turn in the opposite direction, so that you may be able to experience the sensation of using the stabilizers in the opposite direction. You will find in this practice that the senses must take in the course of the wind from two quarters now, as you attempt to describe the figure 8.

This is a test which is required in order to obtain a pilot's license. It means that you shall be able to show the ability to turn in either direction with equal facility. To keep an even flying alt.i.tude while describing this figure in a wind, is the severest test that can be exacted.

THE VOLPLANE.--This is the technical term for a glide. Many accidents have been recorded owing to the stopping of the motor, which in the past might have been avoided if the character of the glide had been understood. The only thing that now troubles the pilot when the engine "goes dead," is to select a landing place.

The proper course in such a case is to urge the machine to descend as rapidly as possible, in order to get a headway, for the time being. As there is now no propelling force the glide is depended upon to act as a subst.i.tute. The experienced pilot will not make a straight-away glide, but like the vulture, or the condor, and birds of that cla.s.s, soar in a circle, and thus, by pa.s.sing over and over the same surfaces of the earth, enable him to select a proper landing place.

THE LANDING.--The pilot who can make a good landing is generally a good flyer. It requires nicety of judgment to come down properly. One thing which will appear novel after the first alt.i.tude flights are attempted is the peculiar sensation of the apparently increased speed as the earth comes close up to the machine.

At a height of one hundred feet, flying thirty miles an hour, does not seem fast, because the surface of the earth is such a distance away that particular objects remain in view for some moments; but when within ten feet of the surface the same object is in the eye for an instant only.

This lends a sort of terror to the novice. He imagines a great many things, but forgets some things which are very important to do at this time. One is, that the front of the machine must be thrown up so as to bank the planes against the wind. The next is to shut off the power, which is to be done the moment the wheels strike the ground, or a little before.

Upon his judgment of the time of first touching the earth depends the success of safely alighting.