relation to, and effect on, other parts in the air. Weights and
areas were so nicely arranged that under practically any
conditions the machine tended to right itself. It did not,
therefore, claim to be a machine which it was impossible to
upset, but one which if left to itself would tend to right itself
from whatever direction a gust might come. When the principles
were extended to the 'B.E. 2c' type (largely used at the outbreak
of the War) the latter machine, if the engine were switched of f
at a height of not less than 1,000 feet above the ground, would
after a few moments assume its correct gliding angle and glide
down to the ground.

The Paris Aero Salon of December, 1913, had been remarkable
chiefly for the large number of machines of which the chassis and
bodywork had been constructed of steel-tubing; for the excess of
monoplanes over biplanes; and (in the latter) predominance of
'pusher' machines (with propeller in rear of the main planes)
compared with the growing British preference for 'tractors' (with
air screw in front). Incidentally, the Maurice Farman, the last
relic of the old type box-kite with elevator in front appeared
shorn of this prefix, and became known as the 'short-horn' in
contradistinction to its front-elevatored predecessor which,
owing to its general reliability and easy flying capabilities,
had long been affectionately called the 'mechanical cow.' The
1913 Salon also saw some lingering attempts at attaining
automatic stability by pendulum and other freak devices.

Apart from the appearance of 'R.E.1,' perhaps the most notable
development towards the end of 1913 was the appearance of the
Sopwith 'Tabloid 'tractor biplane. This single-seater machine,