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.
