As a commercial proposition the manufacture and sale of motor-equipped
aeroplanes is making much more rapid advance than at first obtained in
the similar handling of the automobile. Great, and even phenomenal,
as was the commercial development of the motor car, that of the flying
machine is even greater. This is a startling statement, but it is fully
warranted by the facts.
It is barely more than a year ago (1909) that attention was seriously
attracted to the motor-equipped aeroplane as a vehicle possible of
manipulation by others than professional aviators. Up to that time
such actual flights as were made were almost exclusively with the sole
purpose of demonstrating the practicability of the machine, and the
merits of the ideas as to shape, engine power, etc., of the various
producers.
Results of Bleriot's Daring.
It was not until Bleriot flew across the straits of Dover on July 25th,
1909, that the general public awoke to a full realization of the fact
that it was possible for others than professional aviators to indulge
in aviation. Bleriot's feat was accepted as proof that at last
an absolutely new means of sport, pleasure and research, had been
practically developed, and was within the reach of all who had the
inclination, nerve and financial means to adopt it.
From this event may be dated the birth of the modern flying machine into
the world of business. The automobile was taken up by the general public
from the very start because it was a proposition comparatively easy of
demonstration. There was nothing mysterious or uncanny in the fact that
a wheeled vehicle could be propelled on solid, substantial roads by
means of engine power. And yet it took (comparatively speaking) a long
time to really popularize the motor car.
Wonderful Results in a Year.
Men of large financial means engaged in the manufacture of automobiles,
and expended fortunes in attracting public attention to them through the
medium of advertisements, speed and road contests, etc. By these means
a mammoth business has been built up, but bringing this business to its
present proportions required years of patient industry and indomitable
pluck.
At this writing, less than a year from the day when Bleriot crossed the
channel, the actual sales of flying machines outnumber the actual sales
of automobiles in the first year of their commercial development. This
may appear incredible, but it is a fact as statistics will show.
In this connection we should take into consideration the fact that up to
a year ago there was no serious intention of putting flying machines
on the market; no preparations had been made to produce them on a
commercial scale; no money had been expended in advertisements with a
view to selling them.
Some of the Actual Results.
Today flying machines are being produced on a commercial basis, and
there is a big demand for them. The people making them are overcrowded
with orders. Some of the producers are already making arrangements to
enlarge their plants and advertise their product for sale the same as
is being done with automobiles, while a number of flying machine motor
makers are already promoting the sale of their wares in this way.
Here are a few actual figures of flying machine sales made by the more
prominent producers since July 25th, 1909.
Santos Dumont, 90 machines; Bleriot, 200; Farman, 130;
Clemenceau-Wright, 80; Voisin, 100; Antoinette, 100. Many of these
orders have been filled by delivery of the machines, and in others the
construction work is under way.
The foregoing are all of foreign make. In this country Curtiss and the
Wrights are engaged in similar work, but no actual figures of their
output are obtainable.
Larger Plants Are Necessary.
And this situation exists despite the fact that none of the producers
are really equipped with adequate plants for turning out their
machines on a modern, business-like basis. The demand was so sudden and
unexpected that it found them poorly prepared to meet it. This, however,
is now being remedied by the erection of special plants, the enlargement
of others, and the introduction of new machinery and other labor-saving
conveniences.
Companies, with large capitalization, to engage in the exclusive
production of airships are being organized in many parts of the world.
One notable instance of this nature is worth quoting as illustrative
of the manner in which the production of flying machines is being
commercialized. This is the formation at Frankfort, Germany, of the
Flugmaschine Wright, G. m. b. H., with a capital of $119,000, the
Krupps, of Essen, being interested.
Prices at Which Machines Sell.
This wonderful demand from the public has come notwithstanding the fact
that the machines, owing to lack of facilities for wholesale production,
are far from being cheap. Such definite quotations as are made are on
the following basis:
Santos Dumont--List price $1,000, but owing to the rush of orders agents
are readily getting from $1,300 to $1,500. This is the smallest machine
made.
Bleriot--List price $2,500. This is for the cross-channel type, with
Anzani motor.
Antoinette--List price from $4,000 to $5,000, according to size.
Wright--List price $5,600.
Curtiss--List price $5,000.
There is, however, no stability in prices as purchasers are almost
invariably ready to pay a considerable premium to facilitate delivery.
The motor is the most expensive part of the flying machine. Motor
prices range from $500 to $2,000, this latter amount being asked for the
Curtiss engine.
Systematic Instruction of Amateurs.
In addition to the production of flying machines many of the experienced
aviators are making a business of the instruction of amateurs. Curtiss
and the Wrights in this country have a number of pupils, as have also
the prominent foreigners. Schools of instruction are being opened in
various parts of the world, not alone as private money-making ventures,
but in connection with public educational institutions. One of these
latter is to be found at the University of Barcelona, Spain.
The flying machine agent, the man who handles the machines on a
commission, has also become a known quantity, and will soon be as
numerous as his brother of the automobile. The sign "John Bird, agent
for Skimmer's Flying Machine," is no longer a curiosity.
Yes, the Airship Is Here.
From all of which we may well infer that the flying machine in practical
form has arrived, and that it is here to stay. It is no exaggeration to
say that the time is close at hand when people will keep flying machines
just as they now keep automobiles, and that pleasure jaunts will be
fully as numerous and popular. With the important item of practicability
fully demonstrated, "Come, take a trip in my airship," will have more
real significance than now attaches to the vapid warblings of the
vaudeville vocalist.
As a further evidence that the airship is really here, and that its
presence is recognized in a business way, the action of life and
accident insurance companies is interesting. Some of them are
reconstructing their policies so as to include a special waiver of
insurance by aviators. Anything which compels these great corporations
to modify their policies cannot be looked upon as a mere curiosity or
toy.
It is some consolation to know that the movement in this direction is
not thus far widespread. Moreover it is more than probable that the
competition for business will eventually induce the companies to act
more liberally toward aviators, especially as the art of aviation
advances.