The final day of the tournament was made memorable by Johnstone’s altitude flight. The best previous record was that of Wijnmalen to an elevation of 9,104 feet, made at Mourmelon, France. Johnstone ascended on a small Wright machine with powerful propellers adapted to rapid climbing, determined not only to surpass Wijnmalen but to exceed, if possible, the ten-thousand-foot level, and win the special prize offered for such achievement. He actually rose to the great elevation of 9,714 feet, but could not develop power enough to continue upward. On his descent he fully exhausted his fuel at 3,000 feet, and thence glided to earth, landing softly, 1 hour and 43 minutes from the time of starting. Thus the greatest tournament of the year terminated with fine new laurels for the science and art of aviation; for the spectacular pilots and for the unseen men behind them—the scientific men in the laboratories, the designing rooms and the workshops. New standards had been established in speed, in altitude, in prowess and daring. In these elements, the spectators could hardly ask for a better exhibition. What is it to the onlooker to have an aëroplane go higher than the cumuli, since at that level a thousand feet makes no perceptible difference? What more could he wish in dexterity of manipulation and audacity in braving the elements? One thing more, doubtless, and that is, security and precision of flight in stormy weather. When these improvements shall have been effected much will have been added to both the sportive interest and practical utility of the aëroplane. The most businesslike and crucial flying contest of the year was the famous “Circuit de l’Est,” organized by the Paris _Matin_. It was a competitive voyage over an irregular hexagonal course, lying generally northeast of Paris, and having its vertices at various cities to the east and north of the national capital. The main prize offered by the _Matin_ was one hundred thousand francs for the first air man to complete the entire course, doing the first side of the hexagon on August 7th, and the succeeding sides in regular order on successive odd days of the month, the place and hour of starting each stage being assigned in advance. Various subsidiary prizes aggregating nearly a hundred thousand francs more, were available for meritorious performances at the various stages and stopping-places along the route. But there were also penalizations for those contestants who failed to start on schedule time and observe the rules of the course. [Illustration: FIG. 41.—MAP OF THE “CIRCUIT DE L’EST.”]