In 1911 Mr. Farman began to make types of biplanes specially designed for military use, and in which he studied how he could best give the observing officer an unobstructed view of the ground beneath him. He placed both pilot and observer in seats projecting in front of the main planes. He also made a new departure in placing his upper plane in advance of the lower one. He claimed that this facilitates climbing and descent. He has, however, quite lately evolved a newer type of scouting machine. In this the lower plane is only one-third the span of the upper one. The nacelle is not mounted on the lower plane, as in the ordinary types of his machine, but, instead, strung from the main spars of the top one. The usual chassis is absent. There is a single running wheel mounted at each end of the lower plane, which is brought very close to the ground. The upper and lower planes are separated by four pairs of struts. The tail is similar to that used on the ordinary type. The following are the dimensions of one of the latest 1914 types of one-seated Farman machines:-- Length 3.75 metres Span 11.50 metres Area 26 sq. metres Weight (total) 290 kgs. „ (useful) 175 kgs. Motor 80 h.p. Gnome Speed 110 km. per hour The following are the details of one of his high-power hydroplanes (1914):-- Length 8.80 metres Span 18.08 metres Area 50 sq. metres Weight (total) 605 kgs. „ (useful) 275 kgs. Maximum speed 105 km. per hour [Illustration: [_Topical Press._ A BLÉRIOT MONOPLANE IN FLIGHT, showing one of the two wings attached to the tubular body of machine, chassis, stabilising plane, and rudder at rear.] THE BLÉRIOT MONOPLANE. At the same time that Mr. Henry Farman was making his first flights on his biplanes, M. Blériot was experimenting with monoplanes. His first attempts were disastrous. Time after time he was dashed to the ground. But he persevered, and produced a machine which by its performance staggered the aëronautical world. When he was first experimenting most people thought that it was in superposed surfaces that success alone lay. They forgot the researches of Langley. These had showed that support depended on two factors--speed and surface; that when speed is increased a less supporting surface will suffice. The success of Blériot took the world by surprise. If I were asked to name the men who have done most to further practical aëronautical development, I should unhesitatingly say: 1, the brothers Wright; 2, Blériot; 3, Pégoud. The first have been already dealt with. I will speak of the two latter together.