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deal of talk about the deafening uproar of the engine. I counted a headache among my chances. There again reason reinforced conjecture. When in the early morning Mr. Travers came from Brighton in this Farman in which I flew I could hear the hum of the great insect when it still seemed abreast of Beachy Head, and a good two miles away. If one can hear a thing at two miles, how much the more will one not hear it at a distance of two yards? But at the risk of seeming too contented for anything I will assert I heard that noise no more than one hears the drone of an electric ventilator upon one's table. It was only when I came to speak to Mr. Grahame-White, or he to me, that I discovered that our voices had become almost infinitesimally small.
And so it was I went up into the air at Eastbourne with the impression that flying was still an uncomfortable experimental, and slightly heroic thing to do, and came down to the cheerful gathering crowd upon the sands again with the knowledge that it is a thing achieved for everyone. It will get much cheaper, no doubt, and much swifter, and be improved in a dozen ways – we must get self-starting engines, for example, for both our aeroplanes and motor-cars – but it is available to-day for anyone who can reach it. An invalid lady of seventy could have enjoyed all that I did if only one could have got her into the passenger's seat. Getting there was a little difficult, it is true; the waterplane was out in the surf, and I was carried to it on a boatman's back, and then had to clamber carefully through the wires, but that is a matter of detail. This flying is indeed so certain to become a general experience that I am sure that this description will in a few years seem almost as quaint as if I had set myself to record the fears and sensations of my First Ride in a Wheeled Vehicle. And I suspect that learning to control a Farman waterplane now is probably not much more difficult than, let us say, twice the difficulty in learning the control and management of a motor-bicycle. I cannot understand the sort of young man who won't learn how to do it if he gets half a chance.
The development of these waterplanes is an important step towards the huge and swarming popularisation of flying which is now certainly imminent. We ancient survivors of those who believed in and wrote about flying before there was any flying used to make a great fuss about the dangers and difficulties of landing and getting up. We wrote with vast gravity about "starting rails" and "landing stages," and it is still true that landing an aeroplane, except upon a well-known and quite level expanse, is a risky and uncomfortable business. But getting up and landing upon fairly smooth water is easier than getting into bed. This alone is likely to determine the aeroplane routes along the line of the world's coastlines and lake groups and waterways. The airmen will go to and fro over water as the midges do. Wherever there is a square mile of water the waterplanes will come and go like hornets at the mouth of their nest. But there are much stronger reasons than this convenience for keeping over water. Over water the air, it seems, lies in great level expanses; even when there are gales it moves in uniform masses like the swift, still rush of a deep river. The airman, in Mr. Grahame-White's phrase, can go to sleep on it. But over the land, and for thousands of feet up into the sky, the air is more irregular than a torrent among rocks; it is – if only we could see it – a waving, whirling, eddying, flamboyant confusion. A slight hill, a ploughed field, the streets of a town, create riotous, rolling, invisible streams and cataracts of air that catch the airman unawares, make him drop disconcertingly, try his nerves. With a powerful enough engine he climbs at once again, but these sudden downfalls are the least pleasant and most dangerous experience in aviation. They exact a tiring vigilance.
Over lake or sea, in sunshine, within sight of land, this is the perfect way of the flying tourist. Gladly would I have set out for France this morning instead of returning to Eastbourne. And then coasted round to Spain and into the Mediterranean. And so by leisurely stages to India. And the East Indies…
I find my study unattractive to-day.
OFF THE CHAIN
I was ill in bed, reading Samuel Warren's "Ten Thousand a Year," and noting how much the world can change in seventy years.
I had just got to the journey of Titmouse from London to Yorkshire in that ex-sheriff's coach he bought in Long Acre – where now the motor-cars are sold – when there came a telegram to bid me note how a certain Mr.
Holt was upon the ocean, coming back to England from a little excursion.
He had left London last Saturday week at midday; he hoped to be back by Thursday; and he had talked to the President in Washington, visited Philadelphia, and had a comparatively loitering afternoon in New York.
What had I to say about it?
Firstly, that I wish this article could be written by Samuel Warren. And failing that, I wish that Charles Dickens, who wrote in his "American Notes" with such passionate disgust and hostility about the first Cunarder, retailing all the discomfort and misery of crossing the Atlantic by steamship, could have shared Mr. Holt's experience.
Because I am chiefly impressed by the fact not that Mr. Holt has taken days where weeks were needed fifty years ago, but that he has done it very comfortably, without undue physical exertion, and at no greater expense, I suppose, than it cost Dickens, whom the journey nearly killed.
If Mr. Holt's expenses were higher, it was for the special trains and the sake of the record. Anyone taking ordinary trains and ordinary passages may do what he has done in eighteen or twenty days.
When I was a boy, "Around the World in Eighty Days" was still a brilliant piece of imaginative fiction. Now that is almost an invalid's pace. It will not be very long before a man will be able to go round the world if he wishes to do so ten times in a year. And it is perhaps forgivable if those who, like Jules Verne, saw all these increments in speed, motor-cars, and airships aeroplanes, and submarines, wireless telegraphy and what not, as plain and necessary deductions from the promises of physical science, should turn upon a world that read and doubted and jeered with "I told you so. Now will you respect a prophet?"
It was not that the prophets professed any mystical and inexplicable illumination at which a sceptic might reasonably mock; they were prepared with ample reasons for the things they foretold. Now, quite as confidently, they point on to a new series of consequences, high probabilities that follow on all this tremendous development of swift, secure, and cheapened locomotion, just as they followed almost necessarily upon the mechanical developments of the last century.
Briefly, the ties that bind men to place are being severed; we are in the beginning of a new phase in human experience.
For endless ages man led the hunting life, migrating after his food, camping, homeless, as to this day are many of the Indians and Esquimaux in the Hudson Bay Territory. Then began agriculture, and for the sake of securer food man tethered himself to a place. The history of man's progress from savagery to civilisation is essentially a story of settling down. It begins in caves and shelters; it culminates in a wide spectacle of farms and peasant villages, and little towns among the farms. There were wars, crusades, barbarous invasions, set-backs, but to that state all Asia, Europe, North Africa worked its way with an indomitable pertinacity. The enormous majority of human beings stayed at home at last; from the cradle to the grave they lived, married, died in the same district, usually in the same village; and to that condition, law, custom, habits, morals, have adapted themselves. The whole plan and conception of human society is based on the rustic home and the needs and characteristics of the agricultural family. There have been gipsies, wanderers, knaves, knights-errant and adventurers, no doubt, but the settled permanent rustic home and the tenure of land about it, and the hens and the cow, have constituted the fundamental reality of the whole scene. Now, the really wonderful thing in this astonishing development of cheap, abundant, swift locomotion we have seen in the last seventy years – in the development of which Mauretanias, aeroplanes, mile-a-minute expresses, tubes, motor-buses and motor cars are just the bright, remarkable points – is this: that it dissolves almost all the reason and necessity why men should go on living permanently in any one place or rigidly disciplined to one set of conditions. The former attachment to the soil ceases to be an advantage. The human spirit has never quite subdued itself to the laborious and established life; it achieves its best with variety and occasional vigorous exertion under the stimulus of novelty rather than by constant toil, and this revolution in human locomotion that brings nearly all the globe within a few days of any man is the most striking aspect of the unfettering