PARIS AS A CENTRE OF AIR-SHIP EXPERIMENTS
AFTER leaving Monte Carlo, in February 1902, I received many invitations from abroad to navigate my air-ships. In London, in particular, I was received with great friendliness by the Aéro Club of Great Britain, under whose auspices my "No. 6," fished from the bottom of the bay of Monaco, repaired and once again inflated, was exhibited at the Crystal Palace.
From St Louis, where the organisers of the Louisiana Purchase Centennial Exposition had already decided to make air-ship flights a feature of their World's Fair in 1904, I received an invitation to inspect the grounds, suggest a course, and confer with them on conditions. As it was officially announced that a sum of 200,000 dollars had been voted and set apart for prizes it might be expected that the emulation of air-ship experimenters would be well aroused.
Arriving at St Louis in the summer of 1902, I at once saw that the splendid open spaces of the Exposition Grounds offered the best of race-courses. The prevailing idea at that moment in the minds of some of the authorities was to set a long course of many hundreds of miles—say, from St Louis to Chicago. This, I pointed out, would be impracticable, if only for the reason that the Exposition public would desire to see the flights from start to finish. I suggested that three great towers or flagstaff's be erected in the grounds at the corners of an equal-sided triangle. The comparatively short course around them—between 10 and 20 miles—would afford a decisive test of dirigibility no matter in what way the wind might blow; while as for speed, the necessary average might be increased 50 per cent. over that fixed for the Deutsch prize competition in Paris.
Such was my modest advice. I also thought that, out of the appropriation of 200,000 dollars (1,000,000 francs), a grand prize for dirigible aerostation of 100,000 dollars should be offered; only by means of such an inducement, it seemed to me, could the necessary emulation among air-ship experimenters be aroused.
While never seeking to make profit from my air-ships, I have always offered to compete for prizes. While in London, and again in New York, both before and after my St Louis visit, competitions with prize sanctions were suggested to me for immediate effort. I accepted all of them to this point, that I had my air-ships brought to the spot at considerable cost and effort, and had the prize funds been deposited I would have done my best to win them. Such deposits failing, I, in each case, returned to my home in Paris to continue my experiments in my own way, awaiting the great competition of St Louis.
Prize or no prize, I must work, and I shall always work in this my chosen field of aerostation. For this my place is Paris, where the public, in particular the kindly and enthusiastic populace, both knows and trusts me. Here, in Paris, I go up for my own pleasure day by day, as my reward for long and costly experiment.
In England and America it is quite different. When I take my air-ships and my employees to those countries, build my own balloon house, furnish my own gas plant, and risk breaking machines that cost more than any automobile, I want it to be done with a settled aim.
I say that I want it to be done with a settled aim, so that, if I fulfil the aim, I may no longer be criticised, at least on that particular head. Otherwise I might go to the moon and back and yet accomplish nothing in the estimation of my critics and—though, perhaps, to a less extent—in the mind of the public which they sway.
Why have I sought to win prizes? Because the most rational consecration of such effort and its fulfilment is found in a serious money prize. The mind of the public makes the obvious connection. When a valuable prize is handed over it concludes that something has been done to win it.
To win such prizes, then, I waited long in London and New York; but, as they never passed from words to deeds, after having enjoyed myself very thoroughly, both socially and as a tourist, I returned to my work and pleasure in the Paris which I call my home.
And really, after all is said and done, there is no place like Paris for air-ship experiments. Nowhere else can the experimenter depend on the municipal and State authorities to be so liberal.
Take the development of automobilism as an example. It is universally admitted, I imagine, that this great and peculiarly French industry could not have developed without the speed licence which the French authorities have wide-mindedly permitted. In spite of the most powerful social and industrial influences, and in spite of it being England's turn to offer hospitality to the James Gordon Bennett cup race of 1903, the English automobilists were not allowed to put their splendid roads out of the public use for its accommodation for a single day. So the great event had to come off in Ireland.
In France, and in France only, are not only the authorities, but the great mass of citizens, so much alive to their advantage in the development of this national industry that, day by day, year in and year out, they permit ten thousand automobiles to go tearing through the highroads at a really dangerous speed. In Paris, in particular, one sees a "scorching" average in its great Park and its very avenues and streets that causes Londoners and tourists from New York to stand aghast.
In this same order of ideas I may here state that, in spite of the tragic air-ship accidents of 1902, I have never once been limited or in any way impeded in the course of my experiments by the Parisian authorities; while as for the public, no matter where I land with an air-ship—in the country roads of the suburbs, in private gardens, even of great villas, in the avenues and parks and public places of the capital—I meet with unvarying friendly aid, protection, and enthusiasm.
From that first memorable day when the big boys flying their kites over Bagatelle seized my guide rope and saved me from an ugly fall as promptly and intelligently as they had seized the idea of pulling me against the wind, to the critical moment on that summer day in 1901 when, in my first trial for the Deutsch prize, I descended to repair my rudder, and good-natured working-men found me a ladder in less time than it takes me to write the words—and on down to the present moment, when I take my pleasure in the Bois in my small "No. 9"—I have had nothing but unvarying friendliness from the intelligent Parisian populace.
I need not say that it is a great thing for an air-ship experimenter thus to have the confidence and friendly aid of a whole population. Over certain European frontiers spherical balloons have even been shot at. And I have often wondered what kind of a reception one of my air-ships would meet with in the country districts of England itself.
For these reasons, and a hundred others, I consider that my air-ship's home, like my own, is in Paris. As a boy, in Brazil, my heart turned to the City of Light, above which in 1783 the first Montgolfier had been sent up; where the first of the world's aeronauts had made his first ascension; where the first hydrogen balloon had been set loose; where first an air-ship had been made to navigate the air with its steam-engine, screw propeller, and rudder.
As a youth I made my own first balloon ascension from Paris. In Paris I have found balloon constructors, motor makers, and machinists possessed not only of skill but of patience. In Paris I made all my first experiments. In Paris I won the Deutsch prize in the first dirigible to do a task against a time limit. And, now that I have not only what I call my racing air-ship but a little "runabout." in which to take my pleasure over the trees of the Bois, it is in Paris that I am enjoying my reward in it as—what I was once called reproachfully—an "aerostatic sportsman!"
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"No. 9." SEEN FROM CAPTIVE BALLOON, JUNE 11, 1903