Everyone rode a wheel. Automobiles were unknown, and the new machines, that could be ridden so fast along the highways, seemed a wonderful invention. The Wright brothers had no money to buy a bicycle, so they made one. You may laugh when you hear that they used a piece of old gas pipe for the frame, but nevertheless they succeeded in their undertaking and could ride as well on their home-made machine as their friends did on expensive, high-grade ones. No doubt they had many long rides and great sport with the bicycle they had built, but the Wright brothers always found their greatest pleasure in making things rather than in using them. Therefore, it did not seem strange to any one when they said they wanted something better than a bicycle; but when it became known that instead of riding rapidly over city streets and country roads they wanted to fly through the air like birds, the people were amazed and thought the two boys had lost their wits.

So to do this and buy materials with which to build their new machine, they opened a bicycle repair shop. It was in the shed back of this shop that they first made their models of air craft. They had no wealthy friends to back them with money. They had no chance to go abroad, where clever men were being urged by their governments to make experiments with what the world called "flying machines." They were not able to go to college or to any school where they could obtain help in working out their plan, so they started in to study by themselves what the German, French, and English inventors had to say about the art of flying.

Seemingly, nothing discouraged them. Everywhere the newspapers and magazines were poking fun at mad inventors who thought men would some day soar through the air as birds do. There was a Professor Langley, a man much older than the Wright brothers, who finished a machine in 1896. It flew perfectly, on the sixth day of May in that year. The flight was made near Washington, D. C., along the Potomac river for the distance of about three-quarters of a mile. He made another successful flight in November. Then the United States Government urged him to build a full-sized machine, capable of carrying a man. He completed this machine in 1903 and attempted to launch it on the seventh day of October in that year. An accident caused the machine to fall into the Potomac. The aviator was thrown out and came near drowning. Professor Langley tried to launch his machine again in December and the same accident occurred. The machine was broken. The newspapers made cruel fun of Professor Langley; he was criticized in the U. S. Congress; and overcome by grief at the failure of his great idea he tried no more. Two years later he died, crushed and broken in spirit.

But the Wright brothers did not let any such unkind comment hinder their work. They kept on studying the flight of birds. Lying flat on their backs they would watch birds for whole afternoons at a time, until at last they came to believe that a bird himself is really an aeroplane. The parts of the wings close to the body are supporting planes, while the portions that can be flapped are the propellers.

Watch a hawk or a buzzard soaring and you will see they move their wings but little. They balance themselves on the rising currents of air. A hawk finds that on a clear warm day the air currents are high and rise with a rotary motion. That is why we see these birds go sailing round and round. When you see one poised above a steep hill on a damp, windy day you may be sure he is balancing himself in the air which rises from its slope and he will be able to glide down at will.

The Wright brothers were certain if they could balance a machine in the air they could make it go. To find out how to do this they made a difficult experiment with delicate sheets of metal balanced in a long tube. Through this tube steady currents of air were blown. The speed with which the currents were sent through the tube was changed often, as well as the angles of sending. Over and over they did this, until they were sure of the same results each time. They knew how to plan the shape of a surface that would do what they wanted it to in the air, and they were soon ready to make a trial flight with their aeroplane.

The United States Weather Bureau told them the winds were strongest and steadiest at Kitty Hawk, North Carolina, and there they made their first test flights in 1900. That year they had only two minutes of actual sailing in the air. But they went back the next year and the next, learning more each time, and working untiringly.

One day Dr. Octave Chanute, the man who knew more than any one else in the United States about flying, appeared suddenly at Kitty Hawk. He watched them, and gave as his opinion that they had gone farther than any one else in this new art. Cheered by his words they began to work harder. Now that they could balance in the air they must make their machine go.

It took them a year to learn to turn a corner. During the years 1904 and 1905, they made 154 flights. At last they were ready, in 1909, to make a test for our government. The United States said it would pay $25,000 for a machine capable of going forty miles an hour. Every mile above this speed would be paid for at the rate of $2500 and for every mile less than this down to the rate of thirty-six miles an hour they would deduct $2500 from the purchase money. The flight was to be in a measured course of five miles from Ft. Meyer to Alexandria, Va. It was not an easy flight, and it was considered to be more difficult than crossing the English Channel, a feat then engaging the attention of Europeans.

Orville Wright with one pa.s.senger made the flight in fourteen minutes and forty-two seconds, a rate of speed a little more than forty-two miles an hour. Army officers then went to him to learn how to manage the machine, for even then it was believed the greatest use of the aeroplane would be in war.

When Orville Wright was succeeding in this country, Wilbur Wright went to France with one of their machines. At first the French people laughed, made cartoons of him and his machine, even wrote a song about his effort; but he soon rose above all such petty and silly things.

The French people began to see the progress the Americans were making and took hold of the new invention more rapidly than any other nation.

On the same trip, Wilbur Wright visited Italy, Germany, and England, making many flights and winning a large number of prizes. When he returned to this country he was overwhelmed with dinners, receptions, and medals. He made a great flight in New York City, encircling the Statue of Liberty in the harbor and flying from Governor's Island to Grant's Tomb and return, a distance of twenty-one miles.

Not long after these successes Wilbur died, and his brother Orville was left to go on with their plans. Orville still lives in Dayton, Ohio, and has a large factory given over to building aeroplanes.

Long before the outbreak of the great war he had said warfare could be carried on extensively in the air, and that we were realizing but a few of the uses of this new invention. Although he believes air travel will become quite an everyday happening, he does not expect it to take the place of the railroad or the steam boat. However, he hopes to see the government carry the mails by an aerial route, and to go quickly and easily to out-of-the-way places.

At present his greatest interest lies in making an aeroplane that is simple enough for any one to manage and at the same time can be sold at a low enough price for the average person to own. This may not seem possible to you, but remember no one ever believed the Wright boys would be able to fly, so it would not be strange if before many years aeroplanes were used as much as automobiles are today. In fact, Orville Wright says: "The time is not far distant when people will take their Sunday afternoon spins in their aeroplanes precisely as they do now in their automobiles. People need only to recover from the impression that it is a dangerous sport, instead of being, when adopted by rational persons, one of the safest. It is also far more comfortable. The driver of an automobile, even under the most favorable circ.u.mstances, lives at a constant nerve tension. He must keep always on the lookout for obstructions in the road, for other automobiles, and for sudden emergencies. A long drive, therefore, is likely to be an exhausting operation. Now the aeroplane has a great future because this element of nerve tension is absent. The driver enjoys the proceeding as much as his pa.s.sengers and probably more.

Winds no longer terrorize the airman. He goes up except in the very bad days."

Concluding he says: "Aeroplaning as a sport will attract women as well as men. Women make excellent pa.s.sengers. I have never yet taken up one who was not extremely eager to repeat the experience. This fact will, of course, hasten the day when the aeroplane will be a great sporting and social diversion."

_"Life affords no higher pleasure than that of surmounting difficulties, pa.s.sing from one step of success to another, forming new wishes and seeing them gratified. He that labors in any great or laudable undertaking has his fatigues first supported by hope and afterwards rewarded by joy."_

--DR. JOHNSON.

[Ill.u.s.tration: ROBERT E. PEARY Discoverer of the North Pole]

ROBERT E. PEARY

Robert E. Peary was born at Cresson Springs, Pennsylvania, May 6th, 1856. When he was but three years of age his father died and his young mother moved back to her old home at Portland, Maine. Here his boyhood days were spent in fishing and swimming in the bay, or in roaming over the hills and through the forests. True, the fields with their birds and flowers interested him to some extent, but the mighty ocean, heaving with its mysterious tides and beset with treacherous gales, interested him most. Never did he tire of the stories of danger and hardship as told by the st.u.r.dy, adventurous fishermen. So eager was he to learn the mysteries of the mighty deep that he would sit for hours at a time listening to the sailors as they explained the tides and shifting winds. Little did he realize in those early days that this was precisely the knowledge that he would later need in his work as an arctic explorer.

But the fishermen were not his only teachers; for so faithful was he in his regular school work that, at the age of seventeen, he was ready to enter college. Bowdoin, the oldest and best known college in the state, was chosen. Upon his graduation, at the age of twenty-one, he was ready to start in life. But where should he go and what should he do? Odd as it then seemed to his friends, he chose the little village of Fryeburg, away back amid the mountains of Maine. Here he hung out his sign as land surveyor. As practically no one in that little town wanted land surveyed, he had much leisure time which he spent in long hikes over the mountains and along the trout streams. This experience further fitted him for his tasks as an arctic explorer.

That he had always been an energetic student was shown by his success in pa.s.sing the United States Civil Service examination which he took at the age of twenty-five. This examination, given by the Navy Department, was for the purpose of choosing civil engineers. Out of forty who took the examination only four pa.s.sed, and Mr. Peary was the youngest of the four.

As soon as he had won the rank of Lieutenant, his first task was to estimate carefully the cost of building a huge pier at Key West, Florida. When the estimate was handed in, the contractors said that it could not be built for that amount. Since Lieutenant Peary insisted that it could, the government told him to engineer the building of the pier himself. This he did so skillfully that he saved for the government thirty thousand dollars.

So brilliant was this success that he was sent to Nicaragua to engineer the survey for the Inter-Oceanic Ca.n.a.l. Here his experience in equipping an expedition, and in managing half-civilized men, further fitted him for his great work in the north land.

Prior to this time he seems never to have thought of arctic explorations, for he writes: "One evening in one of my favorite haunts, an old book store in Washington, I came upon a fugitive paper on the Inland Ice of Greenland. A chord, which as a boy had vibrated intensely in me at the reading of Kane's wonderful book, was touched again. I read all I could upon the subject, noted the conflicting experiences of the explorers, and felt that I must see for myself what the truth was of this great mysterious interior." Then it was, as he tells us later, that he caught the "Arctic Fever" which he never got over until he had discovered the North Pole. As a result of this fever he has made nine trips into the north land, and these expeditions have consumed so much time that, though he had been married twenty-one years when he reached the Pole, only three of these years had been spent in the quiet of his home with his family.

Interested as we are in all these expeditions, we are most interested, I am sure, in the one in which he reached his goal.

Embarked on the good ship _Roosevelt_, his expedition had no trouble in reaching Etah Fiord on the north coast of Greenland. This place interests us because it is the northernmost Eskimo village and is within seven hundred miles of the Pole.

In speaking of these Eskimos, Mr. Peary says: "There are now between two hundred and twenty and two hundred and thirty in the tribe. They are savages, but they are not savage; they are without government, but they are not lawless; they are utterly uneducated according to our standard, yet they exhibit a remarkable degree of intelligence. In temperament like children, with a child's delight in little things, they are nevertheless enduring as the most mature of civilized men and women, and the best of them are faithful unto death. Without religion and having no idea of G.o.d, they will share their last meal with anyone who is hungry. They have no vices, no intoxicants, and no bad habits--not even gambling. Altogether they are a people unique upon the face of the earth."

In his journeys into the far North Mr. Peary enjoyed many a walrus hunt. How should you like to hunt walruses? Before you answer read the following description of a walrus hunt:

"Walrus-hunting is the best sport in the shooting line that I know.

There is something doing when you tackle a herd of fifty-odd, weighing between one and two tons each, that go for you whether wounded or not; that can punch a hole through eight inches of young ice; that try to get into the boat to get at or upset you,--we could never make out which, and didn't care, as the result to us would have been the same,--or else try to raise your boat and stave holes in it.

"Getting in a mix-up with a herd, when every man in the whale-boat is standing by to repel boarders, hitting them over the head with oars, boat-hooks, axes, and yelling like a cheering section at a football game to try to scare them off; with the rifles going like young Gatling guns, and the walruses bellowing from pain and anger, coming to the surface with mad rushes, sending the water up in the air till you would think a flock of geysers was turned loose in your immediate vicinity--oh, it's great!"

The _Roosevelt_ after leaving Etah Fiord was able to go as far north as Cape Sheridan, about 500 miles from the North Pole. Here, on February 15, 1909, the little party left the ship for the long journey over a wide waste of ice. The army that was to fight the bitter polar cold was made up of six white men, one negro, fifty-nine Eskimos, one hundred forty dogs, and twenty-three sledges.

For the first hundred miles after leaving the ship they were forced to cut their way through vast stretches of jagged ice. After twenty-four days of struggle, only twenty-four men remained; all the others having been sent back. These twenty-four, however, were the freshest and strongest. On they battled, always sending back the weakest. Finally, when but two degrees from the Pole, only the negro, four Eskimos, Mr.

Peary and forty dogs remained.

Suppose we ask Mr. Peary, in his own language, to describe the final dash to the pole.

"This was that for which I had worked for thirty-two years; for which I had trained myself as for a race. For success now, in spite of my fifty-three years, I felt trim-fit for the demands of the coming days and eager to be on the trail. As for my party, my equipment, and my supplies, I was in shape beyond my fondest dreams of earlier years. My party was as loyal and responsive to my will as the fingers of my right hand. Two of them had been my companions to the farthest point three years before. Two others were in Clark's division, which had such a narrow escape at that time, and were now willing to go anywhere. My dogs were the very best. Almost all were powerful males, hard as nails and in good spirits. My supplies were ample for forty days.

"I decided that I should strain every nerve to make five marches of fifteen miles each, crowding these marches in such a way as to bring us to the end of the fifth long enough before noon to permit the immediate taking of an observation for lat.i.tude."

Usually these marches were for ten or twelve hours, and the distance covered averaged about twenty-five miles. The dangers encountered are suggested by the following: "Near the end of the march I came upon a lead which was just opening. It was ten yards wide directly in front of me, but a few yards to the east was an apparently good crossing where the single crack was divided into several. I signaled to the sledges to hurry; then, running to the place, I had time to pick a road across the moving ice cakes and return to help teams across before the lead widened so as to be impa.s.sable. This pa.s.sage was effected by my jumping from one cake to another, picking the way, and making sure that the cake would not tilt under the weight of the dogs and the sledge, returning to the former cake where the dogs were, encouraging the dogs ahead while the driver steered the sledge across from cake to cake, and threw his weight from one side to the other so that it could not overturn. We got the sledges across several cracks so wide that while the dogs had no trouble in jumping, the men had to be pretty active in order to follow the long sledges."

Luckily at the end of the fifth march they were less than two miles from the pole. Should you like to know how Mr. Peary felt at this eventful hour?

"Of course, I had many sensations that made sleep impossible for hours, despite my utter fatigue--the sensations of a lifetime; but I have no room for them here. The first thirty hours at the Pole were spent in taking observations; in going some ten miles beyond our camp, and some eight miles to the right of it; in taking photographs, planting my flags, depositing my records, studying the horizon with my telescope for possible land, and searching for a place to make a sounding. Ten hours after our arrival the clouds cleared before a light breeze from our left, and from that time until our departure on the afternoon of April 7th the weather was cloudless and flawless. The coldest temperature during the thirty hours was thirty-three degrees below zero, and the warmest twelve below."

Thus it was that after the nations of the world had sent out over five hundred expeditions in search of the North Pole, an American, educated in Old New England, schooled in hardship in the United States Navy, planted "Old Glory" at the northernmost point of this mighty world. To Admiral Peary, then, is conceded the greatest scientific triumph of the century and April sixth, 1909, is a memorable day in the history of America and the world.

_THE AMERICAN'S CREED_

I believe in the United States of America as a government of the people, by the people, for the people, whose just powers are derived from the consent of the governed; a democracy in a republic; a sovereign Nation of many sovereign States, a perfect Union, one and inseparable; established upon those principles of freedom, equality, justice, and humanity for which American patriots sacrificed their lives and fortunes.