This period also saw the production of the first triplane, which
was built by A. V. Roe in England and was fitted with a J.A.P.
engine of only 9 horse-power--an amazing performance which
remains to this day unequalled. Mr Roe's triplane was chiefly
interesting otherwise for the method of maintaining longitudinal
control, which was achieved by pivoting the whole of the three
main planes so that their angle of incidence could be altered.
This was the direct converse of the universal practice of
elevating by means of a subsidiary surface either in front or
rear of the main planes.

Recollection of the various flying meetings and exhibitions
which one attended during the years from 1909 to 1911, or even
1912 are chiefly notable for the fact that the first thought on
seeing any new type of machine was not as to what its
'performance'--in speed, lift, or what not--would be; but
speculation as to whether it would leave the ground at all when
eventually tried. This is perhaps the best indication of the
outstanding characteristic of that interim period between the
time of the first actual flights and the later period,
commencing about 1912, when ideas had become settled and it
was at last becoming possible to forecast on the drawing-board
the performance of the completed machine in the air. Without
going into details, for which there is no space here, it is
difficult to convey the correct impression of the chaotic state
which existed as to even the elementary principles of aeroplane
design. All the exhibitions contained large numbers--one had
almost written a majority--of machines which embodied the most
unusual features and which never could, and in practice never