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The indiscretions committed by some of its over-zealous followers, who had arrived in Constantinople, no doubt, aggravated an already acute situation. The fateful decision was eventually arrived at to banish Bahá’u’lláh to the penal colony of Akká, and Mírzá Yaḥyá to Famagusta in Cyprus. This decision was embodied in a strongly worded Farmán, issued by Sulṭán ‘Abdu’l-‘Azíz.
His first round took him level with the top of the stands, and, in his second, he circled the captive balloon anchored in the middle of the grounds. After another circle, he came down on a long glide, when Latham's lean Antoinette monoplane went up in circles more graceful than those of Farman.
Henry Farman, who began his flying career with a Voisin machine, evolved from it the aeroplane which bore his name, following the main lines of the Voisin type fairly closely, but making alterations in the controls, and in the design of the undercarriage, which was somewhat elaborated, even to the inclusion of shock absorbers.
Farman achieved great fame through his early flights, and, on 13th January, 1908, at the flying ground at Issy, in France, he won the prize of L2000, offered by MM. Deutsch and Archdeacon to the first aviator who flew a circular kilometre.
Henry Farman won the Grand Prix de Champagne on this day, covering 112 miles in 3 hours, 4 minutes, 56 seconds, Latham being second with his 96.5 miles flight, and Paulhan third. On the Saturday, Glenn Curtiss came to his own, winning the Gordon-Bennett Cup by covering 20 kilometres in 15 minutes 50.6 seconds.
Exactly at 9.45 Titherington made a magnificent start in his Henry Farman biplane. Carl stared till the machine was a dot in the clouds, then worked feverishly. Tad Warren, the second contestant, was testing out his motor, ready to go. At that moment Martin Dockerill suggested that the carburetor was dirty. "I'll fly with her the way she is," Carl snapped, shivering with the race-fever.
The closing laps of that flight, extending as they did into the growing of the dusk, made a breathlessly eerie experience for such of the spectators as stayed on to watch and these were many. Night came on steadily and Farman covered lap after lap just as steadily, a buzzing, circling mechanism with something relentless in its isolated persistency.
Then of a sudden, the little form appeared away up in the deep twilight blue vault of the sky, heading straight as an arrow for the anchored balloon. Over it, and high, high above it went the Antoinette, seemingly higher by many feet than the Farman machine.
Velvet bees droned on their way and the air was laden with the fragrance of an English summer. Along the road flashed a motor bicycle, bearing a khaki-clad messenger and above the distant town flew a Farman biplane gleaming in the sunlight. The remote strains of a military band were audible.
Biplanes of the Farman and Voisin type would make excellent family cars, quite safe for women to drive. Mothers, busy with household affairs, could tell their children to "run out and fly" a Caudron such as I was driving, and feel not the slightest anxiety about them. I remembered an imaginative drawing I had once seen of aerial activity in 1950.
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