Yet a few weeks later, Delagrange momentarily overshadowed Wilbur's achievement by flying for 31 minutes and thereby setting a new record in the air. Now, it was Orville's turn. On September 9, he took off from Fort Myer, Virginia. He'd already made a few brief desultory hops, but now he flew for family honor and national pride. The plane shot up and began soaring around the parade ground. After 11 minutes, it was clear Orville intended to beat Delagrange's record. The spectators watched him circle the field, taking about a minute per circuit, the engine of the plane crescendoing, fading, then crescendoing again. He had flown about 30 circuits when somebody called out, "By Jings, he's broken Delagrange's record!" According to the New York Herald reporter C. H. Claudy, everybody grabbed one another's hands, each man aware, according to Claudy, that he "had actually been present while aerial history was being reeled hot from the spinning wheel which made that awkward, delicate, sturdy and perfect wonder above their heads go round and round the field."
Orville had no idea he'd broken Delagrange's record. He was lost in flying. He canted into sharp corners and dipped low, skimming over the parade ground, then suddenly rose to 150 feet, higher than anything visible but the needle of the Washington Monument and the dome of the U.S. Capitol rising to the east, backlit by morning sun. "I wanted several times today to fly right across the fields and over the river to Washington," Orville later confessed, "but my better judgment held me back." After 58 circuits of the parade ground, he landed. He had flown 57 minutes and 31 seconds, nearly double Delagrange's record.
The Wrights held the attention of the world, and over the next week or so, as Wilbur flew above adoring crowds in France, Orville set ever longer endurance records at Fort Myer. On September 10, he flew more than 65 minutes; on the 11th, more than 70; on the 12th, almost 75. That same day he set a new endurance record with a passenger— 9 minutes—and an altitude record, 250 feet.
Then, tragedy: on September 17, while flying over Fort Myer with an Army lieutenant named Thomas Selfridge, Orville crashed. He was badly injured. Selfridge was killed.
It appeared as if the crash might end the Wrights' career and set American aeronautics back years. Wilbur ceased flying in France, as Orville lay recuperating in the hospital, attended by his sister. But on September 21, Wilbur lifted off from Le Mans and began circling the artillery ground at Camp d'Auvours above his largest crowd ever, 10,000 spectators.When Wilbur surpassed Orville's flight of nearly 75 minutes, "a yell went up which defies description," according to the Herald. Still, he flew. The drone of the motor came and went, and the sky grew darker and the air cooler. At last, the plane descended and settled on the ground. Wilbur had flown for 91 minutes and 31 seconds, covering 61 miles—a new record. He had banished any conjecture that the Wrights were finished. "I thought of Orville all the time," he told reporters.
Wilbur saved his greatest triumph for the last day of the year. On December 31, 1908, he flew 2 hours and 20 minutes over Le Mans, winning the Coupe de Michelin and affirming the Wrights' place in history. "In tracing the development of aeronautics, the historian of the future will point to the year 1908 as that in which the problem of mechanical flight was first mastered," Scientific American stated, "and it must always be a matter of patriotic pride to know that it was two typical American inventors who gave to the world its first practical flying machine."
In October, during the climax of one of the most thrilling seasons in baseball history (the Chicago Cubs would snatch the National League pennant from the New York Giants, then defeat the Detroit Tigers in the World Series—which they haven't won since.), Henry Ford introduced his oddly shaped new automobile, the Model T. At 45, Henry Ford had been in the automobile business a dozen years, since building his first horseless carriage in a brick shed behind his Detroit home in 1896. Still, everything he had done was a warm-up to what he hoped to accomplish—"a motor car for the great multitude," he said.
Since most automobiles of the day cost between $2,000 and $4,000, only the well-off could afford them, and the machines were still largely for sport. An advertisement of the time, printed in Harper's Weekly, shows an automobile soaring over a hill as a gleeful mŽnage frolics inside. One passenger reaches into a basket. "There is no more exhilarating sport or recreation than automobiling," the ad says. "The pleasure of a spin over country roads or through city parks is greatly enhanced if the basket is well stocked with Dewar's Scotch 'White Label.' "
The fact that automobiles brought out the worst excesses of the rich, confirming what many Americans already believed about them—they were callous, selfish and ridiculous—added to the resentment of those who could not afford the machines. "Nothing has spread socialistic feeling in this country more than the use of the automobile, a picture of the arrogance of wealth," Princeton University president Woodrow Wilson had said in 1906. Yet by the time he became president of the United States six years later, even socialists would be driving Model T's.
The automobile that rolled out of Ford's Piquette Avenue plant that fall did not look like a machine of destiny. It was boxy and top-heavy. The automobile writer Floyd Clymer would later call it "unquestionably ugly, funereally drab." The hard-sprung, church-pew seats made no concession to elegance or comfort. Rather, every aspect of the car was considered with an eye to lightness, economy, strength and simplicity. The simpler a piece of machinery, Ford understood, the lower the cost, and the easier it would be to maintain. Equipped with a manual and a few basic tools, a Model T owner could carry out most repairs himself. The new car's transmission would be smoother and longer lasting than any that had ever been designed. The small magnetized generator that provided a steady flash of voltage to ignite the automobile's fuel would be more dependable. The Model T was designed to ride high off the ground to give it plenty of clearance over America's infamously bumpy roadways, while the car's suspension system allowed it to handle the roads without tossing out occupants. Ford had also foreseen a day when the ditch at the side of the road would be less of a concern to motorists than oncoming traffic: he had moved the steering wheel to the left side, to improve the driver's perspective of approaching vehicles.