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Ruchonnet
Eugène Francois Ruchonnet

Données clés

Naissance 29 août 1877 Lausanne-Ouchy (Suisse)

Décès 15 janvier 1912 La Vidamée, commune de Courteuil (Oise)

Nationalité Suisse

Pays de résidence France

Profession

Aviateur

Eugène Francois Ruchonnet, (29 August 1877 à Lausanne-Ouchy (Suisse) et mort le 15 janvier 1912 à La Vidamée, commune de Courteuil près de Senlis (Oise) était un aviateur suisse. Biographie Eugene Francois Ruchonnet was born on 29 August 1877[1][1],[2][2] in Lausanne[3][3]-Ouchy (Suisse)[1][1]. Il est souvent appelé par erreur « Émile Ruchonnet »[4][4] alors que ce prénom ne figure pas dans son état civil. Sportif complet, il pratique avec succès la natation, le yachting, le canotage, l'aviron où il excelle, et l'automobile[3][3]. Début 1909, Eugène Ruchonnet travaille à Paris pour la firme Antoinette as a carpenter[5][5] et and workshop supervisor, chez un grand nom de l'aviation de l'époque : Léon Levavasseur[1][1]. Il travaille sous l'autorité de René Demanest, le chef pilote du camp-école de Châlons-en-Champagne. Le monoplan Antoinette IV, propulsé par le nouveau moteur Antoinette de 50 ch, est expérimenté avec succès à Châlons au printemps 1909[5][5]. Eugène Ruchonnet commence à voler en août 1909. Ses progrès sont rapides, car quelques jours après ses débuts, il est inscrit avec Demanest[3][3] à la Grande Semaine d'aviation de la Champagne, à Reims[6][6], du 22 au 27 août 1909[3][3]. Organisée par les grandes marques de champagne, c'est le premier meeting aérien du monde. Toutefois, seul Hubert Latham y vole en utilisant deux avions : un Antoinette VII n° 29 et un Antoinette IV n° 13. En effet, Eugène Ruchonnet n'avait pu s'entraîner que pendant un week-end sur son appareil. Le vendredi, il avait effectué quelques sauts de puce, en faussant son train d'atterrissage. Le dimanche, après réparations, il avait volé de nouveau. Deux jours plus tard, pour conclure son entraînement, il avait parcouru 1 500 mètres autour du terrain. Il ne pouvait donc pas sérieusement concourir au meeting de Reims[5][5]. Il obtient le 21 janvier 1910 le brevet français de pilote civil numéro 127[1][1],[7][7] délivré par l'Aéro-Club de France[5][5]. Cette même année 1910 est créé son équivalent, l'Aéro-Club de Suisse qui délivre les brevets suisses en homologuant les brevets français. Eugène Ruchonnet fait partie des dix premiers brevetés (numéro 5) avec Ernest Failloubaz (n°1), Émile Tadéoli (n°2), François Durafour (n°3), Théodore Réal (n°4), Pascal Bianchi (n°6), Edmond Audemars (n°7), Paul Wiss (n°8), Albert Rupp (n°9) et John Demenjoz (n°10), soit 6 romands, 2 tessinois et 2 alémaniques[8][8]. Eugène Ruchonnet s'inscrit à nouveau pour la Grande Semaine d'aviation de la Champagne, à Reims, édition 1910, mais entre-temps il a changé d'employeur and flew a Hanriot monoplane. Prudent, il recrute Eugène Ruchonnet, désormais un aviateur expérimenté, pour développer ses machines volantes. Eugène Ruchonnet lui sert à la fois d'ingénieur et de chef pilote dans son école[5][5]. En quelques mois, Hanriot et Ruchonnet réalisent un nouveau monoplan, le Hanriot type II, plus léger. Baptisé « Libellule », il vole à Reims-Bétheny en avril, équipé d'un moteur Clément-Bayard de 40 ch[5][5]. Puis ils créent un troisième type de monoplan, plus puissant, destiné aux compétitions, pourvu d'un moteur Clerget de 45 ch[1][1]. Eugène Ruchonnet s'inscrit à la Grande semaine d'aviation de Bordeaux, qui se tient du 11 au 18 septembre 1910 sur un site nommé Beau-Désert près de Mérignac. C'est le dernier des grands meetings aériens organisés en France au cours de l'année 1910[9][9]. Il s'installe dans la région et anime bientôt l'école d'aviation de Croix d'Hins. Le 23 août 1910, il amorce ses premiers vols à Mérignac[3][3] et le lendemain 24 août, sur son monoplan Antoinette, il est le premier aviateur à survoler Bordeaux[10][10], suscitant l'enthousiasme de la population[3][3]. Lors de la semaine d'aviation, il réedite le survol de Bordeaux d’est en ouest, comme il l’avait fait le 24 août, mais il brise son monoplan dans l'épreuve de vitesse[9][9]. Il a été président de l'Aéro-club du Sud-Ouest[1][1]. Eugène Ruchonnet n'est pas seulement aviateur, mais aussi ingénieur. Le 3 juin 1911, il dépose un brevet de « Dispositif de châssis d'atterrissage pour appareils d'aviation »[11][11]. Also in 1911 he patented d'une technique de fabrication par rolling wood or metalou de métal sur une structure fuselée[12][12] and started to construct an aircraft of his own design,, baptisé « Le Cigare »[1][1] en raison de sa technique de fabrication. Ce faisant, il invente la construction monocoque[13][13], mais le diamètre du fuselage est trop faible pour qu'il ait des réelles vertus aérodynamiques[12][12]. Eugène Ruchonnet trouve la mort en essayant son prototype, le 15 janvier 1912 sur l'aérodrome de « La Vidamée »[3][3] à Courteuil près de Senlis (Oise)[1][1]. Après deux vols concluants le matin, il en effectue un troisième en fin d’après-midi, quand son appareil perd son équilibre, se cabre puis tombe d'environ 100 mètres d’altitude. Dans la chute, Eugène Ruchonnet est tué sur le coup, on retrouve son corps parmi les débris de l’avion[7][7],[14][14]. Notes et références 1.↑ 1.01 1.12  1.23  1.34  1.45  1.56  1.67  1.78  Patrick Sérou, « Eugene Francois Ruchonnet (1877-1912) », sur Communes de Courteuil et Saint-Nicolas d'Acy,  deux petits villages de l'OISE ou il fait bon vivre... (consulté le 1er juillet 2019).

2.↑ ↑ « Dossier ATS RUCHONNET (Eugène) RUCHONNET (Eugène, 29 août 1877 - 15 janvier 1912), 1895-2004 (Dossier) », sur Description des Archives cantonales vaudoises sous forme électronique (consulté le 1er juillet 2019).

3.↑ 3.01 3.12  3.23  3.34  3.45  3.56  3.67  Bernard Marck, Dictionnaire universel de l'aviation, Tallandier, 2005, 1129 p. (ISBN 2-84734-060-2), p. 923.

4.↑ ↑ (en) Pete Jones, « EMILE RUCHONNET 1877-1912 AKA Eugene Ruchonnet », sur THE EARLY BIRDS OF AVIATION, Inc., 1er juin 2011 (consulté le 1er juillet 2019).

5.↑ 5.01 5.12  5.23  5.34  5.45  5.56  « Emile Ruchonnet France », sur Champagne : Berceau de l'aviation du Monde (consulté le 1er juillet 2019).

6.↑ ↑ (en) Richard Hallion, Taking Flight : Inventing the Aerial Age, from Antiquity Through the First World War, Oxford University Press, 2003, 531 p. (ISBN 0-19516-035-5, EAN 978-0-19516-035-2, lire en ligne), p. 319-320.

7.↑ 7.01 7.12  Stéphanie Meyniel, « Le 12 janvier 1912 dans le ciel : Le « Cigare Ruchonnet » se crashe », sur Air Journal, 12 janvier 2012 (consulté le 1er juillet 2019).

8.↑ ↑ Camille Anglada, AMPA (Association pour le maintien du Patrimoine Aéronautique), « Brève histoire du Hangar « Lausanne » », sur LES VIEILLES TIGES D'HIER ET DE DEMAIN ... Association reconnue d'Utilité Publique du 25 août 1926. GROUPEMENT Antoine de SAINT EXUPERY. Régions AUVERGNE BOURGOGNE RHONE-ALPES (consulté le 1er juillet 2019).

9.↑ 9.01 9.12  Gérard Hartmann, « La Grande semaine d’aviation de Bordeaux 1910 » (consulté le 1er juillet 2019).

10.↑ ↑ « Les débuts », sur aerobordelaise.net, Chronologie aéronautique et espace en région bordelaise (consulté le 1er juillet 2019).

11.↑ ↑ (en) « FR430579A - Device landing frame for aviation equipment », sur Google Patents (consulté le 1er juillet 2019).

12.↑ 12.01 12.12  Michel Bénichou, « Pour une nouvelle histoire de l'aéronautique - Partie 13 : Le hareng et la fileuse », Le Fana de l'Aviation, no 583,‎ juin 2018, p. 30-39 (lire en ligne).

13.↑ ↑ « L’AVIATION À L’ÈRE DES PIONNIERS », sur HISOUR HI SO YOU ARE (consulté le 1er juillet 2019).

14.↑ ↑ « Fatal Accident to Ruchonnet », Flight, no 160,‎ 20 janvier 1912, p. 62 (lire en ligne).

Bibliographie Bernard Marck, Dictionnaire universel de l'aviation, Tallandier, 2005, 1129 p. (ISBN 2-84734-060-2), p. 923. (en) Richard Hallion, Taking Flight : Inventing the Aerial Age, from Antiquity Through the First World War, Oxford University Press, 2003, 531 p. (ISBN 0-19516-035-5, EAN 978-0-19516-035-2, lire en ligne), p. 319-320. Michel Bénichou, « Pour une nouvelle histoire de l'aéronautique - Partie 13 : Le hareng et la fileuse », Le Fana de l'Aviation, no 583,‎ juin 2018, p. 30-39 (lire en ligne). « L'aviateur Ruchonnet s'est tué hier à la Vidamée (Oise) en tombant d'une hauteur de 80 mètres », Le Petit Journal, no 17914,‎ 13 janvier 1912, p. 1 (lire en ligne). « La mort de l'aviateur Ruchonnet », Le Petit Journal, no 17915,‎ 14 janvier 1912, p. 2 (lire en ligne). « Fatal Accident to Ruchonnet », Flight, no 160,‎ 20 janvier 1912, p. 62 (lire en ligne). Liens externes Patrick Sérou, « Eugene Francois Ruchonnet (1877-1912) », sur Communes de Courteuil et Saint-Nicolas d'Acy, deux petits villages de l'OISE ou il fait bon vivre... (consulté le 1er juillet 2019). « Emile Ruchonnet France », sur Champagne : Berceau de l'aviation du Monde (consulté le 1er juillet 2019). Stéphanie Meyniel, « Le 12 janvier 1912 dans le ciel : Le « Cigare Ruchonnet » se crashe », sur Air Journal, 12 janvier 2012 (consulté le 1er juillet 2019). « Les débuts », sur aerobordelaise.net, Chronologie aéronautique et espace en région bordelaise (consulté le 1er juillet 2019). Gérard Hartmann, « La Grande semaine d’aviation de Bordeaux 1910 » (consulté le 1er juillet 2019). (en) Pete Jones, « EMILE RUCHONNET 1877-1912 AKA Eugene Ruchonnet », sur THE EARLY BIRDS OF AVIATION, Inc., 1er juin 2011 (consulté le 1er juillet 2019). « L’AVIATION À L’ÈRE DES PIONNIERS », sur HISOUR HI SO YOU ARE (consulté le 1er juillet 2019). (en) « FR430579A - Device landing frame for aviation equipment », sur Google Patents (consulté le 1er juillet 2019). (de) « Ruchonnet Emile », sur 01/07/2019 (consulté le 1er juillet 2019). Articles connexes

Portail de l’aéronautique Portail de la Suisse Portail de la France Portail des années 1910

Maurice Tabuteau
Maurice Tabuteau au Grand Prix A.C.F. 1914

Biographie

Naissance

24 avril 1884 Paris

Décès

14 juin 1976 (à 92 ans) Massy

Nationalité

Français

Activités

Pilote, pilote automobile

Autres informations

Distinction

Chevalier de la Légion d'honneur‎

modifier - modifier le code - modifier Wikidata Maurice Tabuteau accidenté sur Alda, au Grand Prix de France 1914 (abandon). Maurice Alfred Eugène Tabuteau, (April 24 1884- June 14 1976) à Massy, est un pionnier français de l'aviation. Born in the 10th arrondissement of Paris Formation Comme beaucoup d'autres aviateurs, ce fils d'une famille aisée, orphelin assez tôt d'un père ingénieur[2][2], a débuté dans le monde des sports mécaniques. Ephémère élève de l’École supérieure d'électricité, il entre dans la vie active comme metteur au point et essayeur de motocyclettes chez Griffon, puis comme directeur technique des taxis De Dion-Bouton[2][2]. Il sera même pilote automobile : sixième de la VIIe Coupe des Voiturettes à Boulogne-sur-Mer en 1913[3][3] et participant au Grand Prix de France 1914, les deux fois sur Alda. Après guerre il est un des directeurs de l'entreprise de carrosserie de l'ancien pilote Weymann[4][4].

Aeronautical career
1910 Michelin Cup, won with a flight lasting 7hours and 48 minutes.

Pau to Paris in one day French military brevet 22 Aug 1911 Il se lance dès 1909 dans l'aviation, où il enregistrera de beaux succès : la Fédération aéronautique internationale a enregistré seven records set by Maurice Tabuteau (des records de distance, et surtout de vitesse)[5][5], en 1910 et 1912. Le brevet de pilote no 128 lui est attribué le 1er juillet 1910. Le 19 août 1910, il remporte le prix de la ville de Bayonne, soit 1 000 francs pour avoir survolé le premier l'agglomération de Bayonne[6][6] et, le 31 décembre 1910, la coupe Michelin. Le 28 septembre, il vole de Biarritz à Saint-Sébastien, où a lieu un meeting d'aviation, ce qui lui donne l'occasion d'atterrir sous les yeux du roi Alphonse XIII[7][7]. Le 3 octobre il effectue le vol de retour en franchissant les Pyrénées, remportant de ce fait la coupe Brodsky[8][8]. Le 4 juin 1911, il « inaugure les voyages conjugaux » en emmenant sa femme, pour se rendre par la voie des airs chez ses beaux-parents à Samois[9][9]. Engagé avec le no 1 sur biplan Bristol dans le Circuit européen en juillet[10][10], il est à l'arrivée neuvième et dernier[11][11] mais il a bouclé le parcours, alors que 32 concurrents ont abandonné. Il devient pilote d'essai chez Morane-Saulnier[12][12] et bat en un seul vol, le 24 janvier 1912 à Pau sur Morane-Saulnier à moteur Gnome de seulement 50 ch, les records de vitesse sur 200, 250 et 300 km et les records de distance des 2 heures et des 3 heures[13][13]. Le 11 mars 1912, il frappe les esprits en réalisant, toujours sur Morane à moteur Gnome de 50 ch, le voyage Pau-Paris « dans la moitié du temps que met à le couvrir le rapide de Bordeaux » (escales déduites)[14][14]. Il s'attaque le premier, en 1912, à la coupe Deutsch de la Meurthe et en est, à la moyenne de 112 km/h, le 27 avril le premier « tenant ». Mais la coupe lui est ravie le 1er mai par Hélen, qui, sur Nieuport à moteur Gnome de 70 ch, porte la vitesse à battre sur le même tour de Paris à 126 km/h[15][15]. À la fin de l'année 1912, Tabuteau se range des avions pour revenir à l’automobile, comme directeur commercial des automobiles Alda. La première Guerre mondiale le ramènera un temps à l’aviation, d’abord comme moniteur de perfectionnement, puis en mission aux États-Unis où il participe au développement du moteur Liberty[2][2]. Distinctions Chevalier de l'ordre de Charles III d'Espagne[16][16] Chevalier de la Légion d'honneur[17][17] Références 1.↑ ↑ Acte no 1864 du 25 avril 1884 2.↑ 2.01 2.12  2.23   « Maurice Tabuteau : pionnier de l’Aviation, propriétaire d’un Wassmer » [PDF] (consulté le 9 juin 2016) 3.↑ ↑ (en) « 1913 Grand Prix », sur Team DAN (consulté le 9 juin 2016) 4.↑ ↑ « Autour du monde aérien : Weymann », L'Aérophile,‎ mai 1928, p. 141 5.↑ ↑ « Records de Maurice Tabuteau », sur FAI (consulté le 11 juin 2016) 6.↑ ↑ Stéphanie Meyniel, « Le 19 août 1910 dans le ciel : Prix de la ville de Bayonne », sur air-journal, 19 août 2013 (consulté le 7 juin 2016) 7.↑ ↑ « Morane et Tabuteau volent devant Alphonse XIII », Le Journal, no 6577,‎ 29 septembre 1910, p. 4 (lire en ligne) 8.↑ ↑ « Dernière heure : les Pyrénées en aéroplane », Le Journal, no 6582,‎ 4 octobre 1910, p. 4 (lire en ligne) 9.↑ ↑ « Aviation : le voyage aéro-conjugal », Le Figaro, no 157,‎ 6 juin 1911, p. 6 (lire en ligne) 10.↑ ↑ « La conquête de l'air : le Circuit européen », Le Figaro, no 168,‎ 17 juin 1911, p. 4 (lire en ligne) 11.↑ ↑ « Le Circuit européen d'aviation : lendemain de victoire », Le Journal,‎ 9 juillet 1911, p. 2 (lire en ligne) 12.↑ ↑ « Tabuteau fait des prodiges », L'Aéro, no 322,‎ 18 décembre 1911, p. 3 (lire en ligne) 13.↑ ↑ « La lutte pour les records », L'Aérophile, no 3,‎ 1er février 1912, p. 63 (lire en ligne) 14.↑ ↑ « Nouvelles sportives : un splendide raid de Tabuteau », La revue aérienne, no 83,‎ 25 mars 1912, p. 162 (lire en ligne) 15.↑ ↑ « Les grandes épreuves de l'aviation : la coupe Deutsch de la Meurthe », L'Aérophile,‎ 15 mai 1912, p. 229 (lire en ligne) 16.↑ ↑ « Sports : aéronautique », Le Temps, no 17990,‎ 1er octobre 1910, p. 4 (lire en ligne) 17.↑ ↑ « La remise des décorations », Le Temps, no 18819,‎ 2 janvier 1913, p. 6 (lire en ligne) Portail de l’aéronautique Portail du sport automobile ==Jessica Warboys== Jessica Warboys (born 1977) is a British artist who works in a variety of media, including painting, sculpture, film, and performance

Education
She received a Master of Fine Art from in 2004 Trained at Falmouth College of Arts, graduating in  2001. and went on to the Slade School of Art, receiving an MA in 2004

Recent solo exhibitions include A painting cycle at Nomas Foundation, Rome (2012), Victory Park Tree Painting at Cell Project Space, London (2011) and Land & Sea at Le Crédac, Ivry-sur-Seine, France (2011). Her work has been included in numerous group exhibitions including dOCUMENTA (13) in Kassel, Germany (2012), Camera Britannica at Centre Pompidou, Paris (2012) and Los Pasos Perditos at Galerie Andreas Huber, Vienna (2012).

Spike Island Exhibition at Tate St.Ives

R
I recently bought myself a copy of The German Giants, the Putnam volume on the extraordinary large bombers built in Germany during WW1. & I thought I'd do a little bit of work on the subject. What I found was a mess. There are a number of overlapping articles:
 * 1) Riesenflugzeug
 * A general article on the topic


 * 1) Zeppelin-Staaken Riesenflugzeuge
 * This is intended to be an article on all the Zeppelin company's R-planes. Confusingly, the first three designs were built at Gotha and are designated VGO.1, 2 & 3; the first machine to be built at Staaken was the R.IV. So, the title is not satisfactory, unless the article ignores the VGO aircraft. Which would be a nonsense, since they are a clear line of development.


 * 1) Zeppelin-Staaken

Shenstone
Beverly Shenstone (1906-1979)  was a Canadian aerodynamicist, best known for his work on the design of the Supermarine Spitfire

Born in Toronto graduated from the University of Toronto with Bachelors and Masters Degrees in Aeronautics. After graduation he was briefly employed by an Air Ministry research laboratory in London, after which he moved to Germany to join the staff of Junkers at Dessau. In Germany he became a friend of Alexander Lippisch and also met Ludwig Prandtl. In 1931 accepted a job with Vickers Supermarine, where he was responsible for persuading R. J. Mitchell to adopt an elliptical planform for the wing of what would become the Supermarine Spitfire. From 1938 he served in the Air Ministry, later the Directorate of Technical Development, the British Air Commission in Washington and in the Ministry of Aircraft Production as Assistant Director of Research and Development of Air Transport. In 1948 he became Chief Engineer at British European Airways and in 1964 Technical Director for B.O.A.C From May 1962 to May 1963 he was President of Ryal Aeronautical Sciety. http://aerosociety.com/Assets/Docs/Publications/The%20Journal%20of%20Aeronautical%20History/2013-02_SpitfireWing-Ackroyd.pdf

(Supermarine Works). He moved to the Air Ministry in 1938 and this was followed by his gaining an appointment with the Directorate of Technical Development. In 1940 served with the British Air Commission in Washington, but returned to England after three years to work with the Ministry of Aircraft Production as Assistant Director of Research and Development of Air Transport. Other important posts he held were Technical Adviser to the Canadian Minister for Reconstruction, when he acted for him as technical administrator for Trans-Canada Airlines at Canadair, and assistant to the vice president of

60 living in Cyprus Cyprus Appointments As part of the programme of introducing Trident 2s on major routes, Cyprus Airways have appointed an additional 12 captains and first officers. Amongst them is Captain A. S. Johnson, previously senior flight manager of BEA's Trident fleet. The airline has also appointed Mr Beverley Shenstone, formerly chief engineer of BEA, who now lives in Cyprus, as part-time consultant and technical adviser

Interested in man-powered flight The MAN-POWERED AIRCRAFT COMMITTEE,(MAPAC)

Cranfield in January 1957 and formed with the purposes of reviewing relevant literature, assessing the prospects of HPF and promoting its realisation.

SD
Flight acc of 1928 seaplane crash

The Times (London, England), Tuesday, Dec 04, 1928; pg. 16; Issue 45067. Lists some of the 17 casualties.

http://www.planecrashinfo.com/1928/1928-31.htm

Dornier Wal Registration: P-BACA cn / ln: 83 Aboard: 14  (passengers:9  crew:5)

Demoiselle



 * 8 Apr 1909 with Dutheile-Chalmers
 * 15 May flights, end in damage.
 * with Darraq, september
 * Displayed at 1910 Olympia: steel fuselage
 * 'Rouleur' constructed by Clement-Bayard...
 * roland Garros]
 * Santos Dumont's Cross-Country Flight 17 April 1909 Early 1909 flights -8 April

Busteed
 Air Commodore Henry Richard (Harry) Busteed, OBE, AFC was an Australian pioneer aviator. Born in Carlton, Victoria on the 6 November 1887 to parents Jessie May (nee Marson) and Henry Richard Busteed. died in England on the 14th June 1965.

While working for the Tarrant automobile latter took Busteed's fancy. He secured permission to practise upon it, but only got as far as a few hops, and many repairs. Deciding that Emigrated to England on the same ship as [[Harry Hawker and Harry Kauper First Australian to be awarded a pilot's license, Pilot's license no. 94 on 13 June 1911.
 * Tarrant]] motor car company in Melbourne in 1910 managed to make a few short flights in an Anzani engined Blériot had arrived in Melbourne, and the

1912 flew on of the Bristol monoplanes enterd for the British Military Aircraft Trials, and also demonstration flights in Spain; during his visit to Spain won the Avia Cup for the first flight tyo be made over Madrid.

Instructor for Bristol and later chief test pilot, contributed to the design of the Bristol Scout.

Served with the RNAS, principally engaged on experimemtal work, including the development of arrestor mechanisms for H.M.S. Furious
 * url=http://www.flightglobal.com/pdfarchive/view/1913/1913%20-%201342.html| title=H. R. Busteed]] |date=20 December 1913| page=1368

1924 Senior RAF officer on Furious after she had been rebuilt C.O. of No. 10 Squadron when it was reformed in 1928, No. 203 Squadron RAF

OBE 7 Jan 1918, AFC - 1 Jan 1919, CdeG(F) - 17 May 1918

Air Cdre. H. R. Busteed. The Times (London, England), Friday, Jun 18, 1965; pg. 14; Issue 56351. Category: Obituaries

]

Scout

 * Bruce Pt I
 * Bruce Pt II
 * Bruce pt III
 * Bruce part IV

JD1
The wing structure consisted of seven duralumin tubes, three on top and four inside the undersurface. Each of the top tubes was braced to the two adjacent lower tuber by a seried of dulalumin struts, arranged to form [[Warren Truss]es.  All  seven  spars were in spliced. In the case of the upper spars the splice occurs 1 m. 59 cm. from the root, and the diameter decreases from 45 mm. to 40 mm. The lower spar splices are found 1 m. 27 cm. from the root, and the spar diameters before and after splice are 35 mm. and 30 two waved section strips, each 45 mm. wide, and of 29 S.W.G. duralumin, are riveted to the inside of the lower covering parallel to the spars. These are all plainly visible in Fig. 2.

http://www.flightglobal.com/pdfarchive/view/1920/1920%20-%200380.html

JJ1
The forward section of the fuselage, extending as far aft as the observer's cockpit, was of cctagonal section and was fabricated from 5mm (0.2 in) armour plate stiffened with channel section duralumin. Aft of the observer's cockpit the fuselage consisted of a duralumin structure made up of four tubular longerons with tubular cross and diagonal bracing members flattened at each end and rivetted to lugs welded onto steel collars threaded onto the longerons. These collars also carried three-ply formers to achieve the rounded top and bottom of the fuselage section, the lower formers being connected by wooden stringers. The two fuselage sections were joined by studs projecting from the end of each longeron secured to the rear armour plate of the observer's cockit by nuts. The rear section of the fuselage was fabric-covered in most examples, although later production aircraft were skinned with corrugated duralumin.

All struts were of steel tubing with aluminium fairings riveted to formers are welded to the tube at intervals, are joined to the spars by means of riveted steel collars carrying welded-on lugs. At the fuselage, the struts finish in forkends, and are bolted to lugs welded to small steel plates" riveted to the armour-plate. http://www.flightglobal.com/pdfarchive/view/1920/1920%20-%200262.html page 262

The upper wing had ten tubular dulaumin spars, linked by cross-members to form a series of warren trusses. Most of these cross-members were, like the rear fuselage bracing, of tubular duralumin, but some in the outer part of the wing were of dural sheet folded to form a channel section.

Ailerons were fitted to the upper wing only: in the prototype these were unbalanced but in production aircraft large ovhanging balances were added. The ailerons were operated by torque tubes cioonected to the aileons by bell-cranks and push rods.

Macon/Akron
Structurally, the hull on the Akron differed considerably from contemporary Zeppelin practise. Consisting of eleven 36-sided principal transverse frames each separated by two intermediate frames, the principle frames were rigid triangular-section girders: this method of construction meant that the frames were inherently rigid rather than  being braced by steel cables to maintain their shape. These frames were connected by three triangular-section keels, one at the top of the hull and the other two 45° from either side of the centerline. Another novel feature was the structural design of the tail fins. The customary design was for these to be a cruciform structure, with top fin connected by girders to the bottom fin, and port and starboard stabilisere similarly joined. In Akron the fins were simply connected to the transverse frames. As originally designed they were to have been connected to the aftermost three principal frames, but a design modification at the request of the US Navy resulted in the fins being shortened, so that the leading edge was only connected to one of the less substantial intermediate frames. http://www.airships.net/us-navy-rigid-airships/uss-akron-macon

HF
Flown with success at many aviation meetings that year, including Lyons where Farman IIIs gained most of the prizes, among them the distance and cumulative hours flown prizes and the first three prizes in the 20 km speed prizes  Paulhan Van der Born and Chavez won the speed competition, and also winning prizes at the St Petersburg http://www.flightglobal.com/pdfarchive/view/1910/1910%20-%200393.html?search=farman|Continental aviation meetings|21 May 1910 |page=391

Several examples were flown at the 1910 Bournemouth aviation meeting, and although outclassed in speed by the Bleriot monoplanes won a number of prizes, including those for the shortest landing run (won by Claude Grahame-White with a ground run of 7 ft and the short takeoff, won by Bertram Dickson with a take-off run ov 105 7. http://www.flightglobal.com/pdfarchive/view/1910/1910%20-%200577.html Bournemouth ad its International Flying Week23 July 1910 p. 575

Flying experiments


The  Vuia I was a high-wing monoplane constructed entirely of steel tubing. The basic framework consisted of a pair of triangular frames, the lower members forming the sides of the rectangular chassis which bore four pneumatic-tyred wheels, the front pair steerable. The wing was mounted on the apices of these frames and resembled those of Otto Lilienthal's gliders, with a number of curved steel tubes radiating outwards from centres at the apex of each of the side frames, braced by wires attached to a pair of kingpost. They were covered in varnished linen. Pitch control was acheived by varying the angle of attack of the wing. A trapezoidal rudder was mounted behind and below the wing.

It was powered by a carbonic acid gas engine driving a single tractor propeller. Liquid carbon dioxide was vaporized in a Serpollet boiler and fed to a  Serpollet engine. The fuel supply was enough for a running time of about five minutes at full power. The aircraft was constructed for Vuia by the Parisian engineering company of Hockenjos and Schmitt. Construction was completed in December 1905   and qthe wings were pivoted to control ascent and descent. The 25 hp engine had to be adapted by Vuia himself as the engine he wanted was not available. The liquid carbon dioxide was vaporized in a Serpollet boiler; the fuel supply was enough for a running time of about five minutes at full power. and on August 9 a brief flight of 24 m at a height of about 2.5 m (8 ft) was made, ending in a heavy landing which damaged the propeller. In August 1906 he modified the aircraft, reducing the camber of the wing and adding an elevator. In this form it is sometimes called the Vuia I-bis.

The main characteristics of the Vuia I:
 * Span : 8.70 m (28.7 ft)
 * Length : 5.65 m (18.6 ft)
 * Height : 2.90 m (9.5 ft)
 * Lifting surface : 20 sq.m (217 sq.ft)
 * Engine (using carbonic acid as fuel): 25 hp at 930 rpm
 * Propeller: 2-bladed, 2.2 m (7 ft 2 in) diameter, designed by Victor Tatin.
 * Weight: 241 kg including fuel and pilot



In 1907 Vuia built the Vuia II, using an Antoinette 25 hp internal combustion engine. This had the same basic configuration as the Vuia I-bis, but was both smaller and lighter, with a total weight (including pilot) of 210 kg and a wingspan of 7.9 m. Vuia succeeded in making a brief flight on July 5, flying 20 m, but damaging the aircraft and suffering slight injuries on landing. No further attempts were made to fly the aircraft, Vuia being unable to finance further experiments.

The British aviation historian Charles Harvard Gibbs-Smith described this aircraft as "the first man-carrying monoplane of basically modern configuration", yet "unsuccessful" because it was incapable of sustained flight.

The French journal L'Aérophile emphasized that Vuia's machine had the capability to take off from a flat surface, without assistance such as an incline, rails, or catapult. At the time Europe was aware of the efforts of the Wright brothers who on December 17, 1903, had flown their Wright Flyer from level ground using a dolly undercarriage running on a guide rail, though few yet recognised the achievement. The Wrights had made sustained and controlled flights in a complete circuit by September 1904.

Charles Dollfus, former curator of the Air Museum in Paris, wrote that aviation pioneer Alberto Santos Dumont's use of wheels on his aircraft was influenced by Dumont's having seen Vuia's flight attempts.

Train
Louis Emile Train, generally known as Emile Train (1877 - 1939) was an engineer and pioneer aviator Born 22 October 1877 at Saint-Etienne, Loire

After serving a four year apprenticship in his father's arms manufacturing company

Shop selling bucycles and sewing machines. Mais c’est dans l’atelier de réparations que le jeune Emile nourrit déjà sa passion et son génie de la mécanique, au milieu d’une multitude de pignons, chaînons, tubes et engrenages divers.

Emile moved to Paris, working for various cycle manufactures before getting a job with car maunufacturers De Dion-Bouton. Mécanicien doué a hard worker, il s’installe en 1902 à Courbevoie and constructed his first motorcycle engine. Manufacturing distributors

Became interested in aviation and constructed his first aircraft at Meudon, gaining his pilots license (167) on 9 August 1910 only days after flying the aircraft for the first time.

Crash at the start of the 1911 Paris-Madrid air race when he made a forced landing with engine trouble shortly after takeoff. Owing to poor crowd control there were many spectators on the actual flying field, and unfortunately Train ran into a group including the Prime Minister, Ernest Monis, who was badly injured, and the Minister for War  Henri Berteaux, who was killed. Train was absolved of all responsibility for the accident

He took part in the Circuit of Europe, managing to remain in the competition until the Dover-Shoreham-by-Sea leg, during which he became lost and then damaged his aircraft when landing. Although he had not succeeded in winning any of the stage prizes, it was considered that his performance had been very creditable, competing as he was against manufacturing companies with considerably greater resources.

Astra hydroplane?

Small motorcycle engines ,ref>cite web|url=http://www.ctie.monash.edu.au/hargrave/train.html|title=Emile Train|accessdate=14 June 2014|ebsite= }} Died 1939

http://gallica.bnf.fr/ark:/12148/bpt6k65523525/f383.image.r=Emile%20Train http://www.ctie.monash.edu.au/hargrave/train.html

AGC
The Burney scheme involved the creation of two companies, one to construct the airships and a second to take charge of operations. All existing airships and airship material were to be transferred to the operating company free of cost, and the remaining Government airship stations at Cardington and Pulham, were to be leased to this company at a peppercorn rent, with an option for the company of purchasing them. The scheme had three stages. The first involved the construction of one airship of 500000 ft3 capacity and the necessary ground facilities, and would receive a subsidy of £400,000 during the first year, conditional on the raising of £200,000 through the issue of shares. When a successful flight to India had been accomplished the second stage would begin, during which a further sum of £150,000 would raised by the operating company, while the Government would provide £1,200,000 over a period of three years. During this time enough airships to establish a weekly service to India would be constructed. When a weekly service had been maintained for three months the third stage would begin, a further sum of £150,000 being raised by the operating company and a further subsidy of £1,200,000 being paid by the Government over three years, in return for a bi-weekly service to and from India. On the completion of the third stage, about the end of the seventh year, fee payments would begin, the Government paying an annual sum of £250,000 for for the operation of six airships a further period of eight years, a total of £2,000,000. HL Deb 21 May 1924 vol 57 561

Renault
1908 1909
 * | 1908, Flying Fish
 * Maurice Farman
 * Goupy Triplane
 * Mauric Farman 1]
 * []...explicitly makes link between England and France
 * http://www.powerhousemuseum.com/collection/database/?irn=213294

zepptable
Data from Robinson, D. Giants in the Sky, pp.330-338

links
http://www.flyingmachines.org/gwinfo/no21.html-Carroll Gray on Whitehead http://www.huffingtonpost.com/carroll-f-gray/gustave-whitehead-the-cas_b_4125695.html http://www.flyingmachines.org/gwinfo/statement.html link to petition

http://www.flightglobal.com/pdfarchive/view/1929/1929%20-%200340.html?search=Roe http://www.flightglobal.com/pdfarchive/view/1929/1929%20-%200340.html?search=Gorell%20roe

http://www.scientificlib.com/en/Technology/Literature/RobertMVogel/ElevatorSystemsEiffelTower.html http://www.gutenberg.org/catalog/world/readfile?fk_files=3278124&pageno=1, sane as above but citable page by page.

http://gallica.bnf.fr/ark:/12148/bpt6k106381w/f335.image gussie's big book.

iwm links

 * Army manouevers 1905<--File:German Army airships 1905.jpg-->
 * L 9
 * L50?
 * target
 * Men of the Norfolk Regiment with part of a German bomb which was dropped on a stable behind 78 Crown Road, Great Yarmouth, Norfolk, by Kapitänleutnant Fritz from Zeppelin L3 during the first bombing raid on Great Britain on 19 January 1915.
 * LZ 47 (LZ 77)
 * painting of L 15 wreck
 * L 13
 * L 48
 * L 48
 * Zeppelins L13, L10 and L11 on their way to bomb England taken from a fourth]
 * L 48
 * nice Short S.81 pic

text
In Britain, fear of the Zeppelin preceded the war. In 1908 H.G. Wells' novel The War in the Air, serialised in the Pall Mall Magazine had dramatically described the destruction of New York by aerial attack,, and the theme became a staple of popular fiction. Reports of the acheivements of Zeppelins led to rumours that Zeppelins had made flights over England, and concern about Britain's lack of any defences against attack by airships had been raised in parliament as early as 1909.

Despite the alarm occasioned by the German development of Zeppelins and the promise of Winston Churchill that any incursion would be met by a "swarm of angry hornets"

Responsibility for home defence had been assigned to the Admiralty on 3 September 1914 Official policy was that the best countermeasure was to attempt to destroy the airships in their sheds or intercept them near their bases. On 27 December 1914 the Admiralty issued a detailed plan for a defensive screen for London, with aircraft patrolling

Although navy cryptanalysts, were able to give advance warning of raids since it was the habit of raiding airships to send the signal "Only SKM on board", referring to the (Signalbuch der Kaiserlichen Marine, a codebook which the Germans knew to be compromised.

It was thought that the most effective way to destroy airships in the air was by dropping explosives on them and a variety of devices were developed, including the Ranken dart, the canister bomb, launched from a tube and ignited electrically and the "Fiery Grapnel", a grappling hook with attached explosive charge to be dangled from an attacking aircraft in an attempt to puncture an airship's gasbags and then ignite the escaping gas. However it became clear that the limited cperformance of contemporary aeroplanes made an attack from above almost impossible to acheive: moreover at night spotting an airship from above was difficult. Early experiments with incendiary ammunition had been discouraging, and the development of effective anti airship ammunition was also delayed by the belief that the airships pumped the engine exhaust gases into the envelope. In 1916, following experiments using "zepellinette" targets, which had an inner hydrogen-filled gasbag inside a second envelope filled with exhaust gases a combination of explosive rounds to damage the gasbags and incendiary rounds to ignite escaping hydrogen was developed, leading to the first successes by defending aircraft.

Following a lengthy period of interdeparmental dispute between the War Office and the Admiralty the defences were reorganised at the beginning of 1916, with the RNAS made responsible for offshore patrols, responsibility passing to the RFC once the airships were over land.

Proposals to bomb England were first made by Paul Behncke, deputy chief of the German Naval Staff, in August 1914.

Alfred von Tirpitz "The measure of the success will lie not only in the injury which will be caused to the enemy, but also in the significant effect it will havein diminuishing the enemy's determination to prosecute the war" However there were concerns about

This campaign was approved by the Kaiser on 7 January 1915, who at first forbade attacks on London, fearing that his relatives in the British royal family might be injured, and the first attack on England was made on 9 January, when two Army airships dropped bombs on Yarmouth  and King's Lynn. An Imperial Order dated 12 February authorised the bombing of London's docks, which was interpreted by the German General Staff as permitting targets east of Charing Cross. This interpretation was formally accepted by the Kaise on 5 May 1915. These restrictions were lifted in May.

Early raids prompted alarmist stories about German agents using car headlights to guide Zeppelins to their targets, and there was even a rumour that a Zeppelin was operating from a concealed base in the Lake District. ==

Pilgrim 100B Aircraft
(Fairchild 100

Hitlist
(121.54.13.51)IP edits

1
 nominated
 * 1) In the Summer of His Years (Bee Gees song)
 * 2) The Earnest of Being George
 * 3) Barker of the UFO
 * 4) Happiness (Barry Gibb song)
 * 5) In My Own Time (song)
 * 1) I Have Decided to Join the Airforce
 * 2) Cucumber Castle (song)
 * 3) King Kathy
 * 4) The Three Kisses of Love
 * 5) Paradise (Bee Gees song)
 * 6) Moonlight (Barry Gibb song)
 * 7) Soldier's Son
 * 8) Drown On the River
 * 9) Underworld (song)
 * 10) I Close My Eyes
 * 11) Horizontal (song)
 * 12) Close Another Door
 * 13) How Many Birds
 * 14) Daytime Girl
 * 15) Birdie Told Me
 * 16) Jingle Jangle
 * 17) The Change Is Made
 * 18) Kilburn Towers
 * 19) The Lord (song)
 * 20) Lord Bless All
 * 21) Moonlight (Barry Gibb song)

User:Sam navera
[]


 * 1) I Don't Think It's FunnyI really do not'
 * 2) [[How Love Was True
 * 3) Town of Tuxley Toymaker, Part 1
 * 4) One Bad Thing Actually, about 40 so far.
 * 5) The Day Your Eyes Meet Mine
 * 6) Smile for Me (song)
 * 7) Cowman, Milk Your Cow
 * 8) Summer Ends
 * 9) Save Me, Save Me
 * 10) You Wouldn't Know (Bee Gees song)
 * 11) To Be or Not to Be (song) By opposing, end them is my opinion.
 * 12) Follow the Wind
 * 13) Playdown
 * 14) Little Miss Rhythm and Blues

Saints have mercy.

User:PogiJmon
[]

nominated
 * 1) The Loner (Maurice Gibb song)
 * 2) Lamplight
 * 3) Farmer Ferdinand Hudson
 * 4) Mother and Jack
 * 5) Giving Up The Ghost (song)
 * 6) Please Read Me
 * 1) Lemons Never Forget
 * 2) Really and Sincerely
 * 3) Never Say Never Again (Bee Gees song)
 * 4) Suddenly (Bee Gees song)
 * 5) We Lost the Road
 * 6) You Know It's For You
 * 7) Alone Again (Bee Gees song)
 * 8) I Laugh in Your Face
 * 9) Sinking Ships (song)
 * 10) Sincere Relation
 * 11) Sound of Love (song)
 * 12) Every Second, Every Minute
 * 13) Lay It on Me (Bee Gees song)
 * 14) All by Myself (Bee Gees song)
 * 15) Coalman
 * 16) Swan Song (song)
 * 17) Seven Seas Symphony
 * 18) Country Woman
 * 19) Why (Andy Gibb song)
 * 20) Wait Forever
 * 21) My Lover's Prayer(40)
 * 22) Face to Face (Barry Gibb and Olivia Newton-John song)
 * 23) Black Diamond (Bee Gees song)
 * 24) I Lay Down and Die
 * 25) My Thing
 * 26) 2 Years On (song)
 * 27) I Am the World
 * 28) Hold Her in Your Hand
 * 29) Irresistible Force (song)
 * 30) Stay Alone
 * 31) The Longest Night (song)
 * 32) Kitty Can
 * 33) Claustrophobia (song)
 * 34) Marley Purt Drivequite a lot of unsucessful covers
 * 35) Odessa (City on the Black Sea)
 * 36) Such a Shame (Bee Gees song)
 * 37) Bury Me Down By the River
 * 38) I'll Kiss Your Memory
 * 39) Wind of Change (Bee Gees song)
 * 40) On Time (song)
 * 41) I Want Home
 * 42) Born a Man

XXV
A complete departure from the tractor monoplane designs.

Canard powered by a 50 hp Gnome Omega dtiving a pusher propeller Directional control effected by a pair of diminuative rudders one on each wingtip

XVIII
The Bleriot Type XVIII Popular was an aircraft produced by Bleriot Aeronautique in France in 1911. It was exhibited at the third Paris Aero Salon in 1911.http://www.flightglobal.com/pdfarchive/view/1911/1911%20-%201124.html

Previous
Prototype conSTRUCTED BY Maurice Mallet {Mallet Surcoef)http://www.flightglobal.com/pdfarchive/view/1909/1909%20-%200036.html?search=maurice%20farman...talks of possible use of REP engine, double propellers & lack of side curtains http://www.flightglobal.com/pdfarchive/view/1909/1909%20-%200076.html?search=maurice%20farman

1910
In May 1910 Takes Henri for a flight 21 May 80 km cross-country flight carrying a passenger in order to make an appearance at the opening of Henri's new airfield at

world's record for duration of flight. Maurice Tabuteau Etamps for 6h. im. 35s., covering 465 kiloms. General dimensions

Exhibited at the 1910 Paris Salon, by which time the side curtains had been removed and a rear elevator added to the opper tail surface http://www.flightglobal.com/pdfarchive/view/1910/1910%20-%200950.html?search=maurice%20farman http://gallica.bnf.fr/ark:/12148/bpt6k65523525/f132.image

Unequal span biplane Innermost pair of interplane struts solid ash, others hollow

Euler
Interesting triplane flying-boat. 

Paulhan triplan
1911 military trials http://gallica.bnf.fr/ark:/12148/bpt6k65523525/f494.image.r=paulhan.langEN http://www.flightglobal.com/pdfarchive/view/1911/1911%20-%200787.html?search=paulhan

Nieuport-Delage NiD-941
Two seater flying wing

First flown by Joseph Sadi-Lecointe Exhibited at the '32 Paris Aero Show http://www.flightglobal.com/pdfarchive/view/1932/1932%20-%201188.html?search=Morane%20saulnier%20%20Type%20132

http://www.aviafrance.com/nieuport-delage-nid-941-aviation-france-918.htm

==B.E.9 edit The intention of the designers was to combine the high performance of tractor configuration aircraft with a good field of fire for the observer's machine gun, as provided by pushers. This was achieved by modifying an example of the B.E.2c by deleting the front cockpit to allow the engine to be moved aft and adding a small nacelle to accommodate the observer and a Lewis gun on a trainable mount in front of the propeller. The wingspan was also increased, and a larger fin was fitted.

Stability Jane
Catalogue number RAE-O 848 The dep photo. identify this, could be BE1 BE2b with cowled sump & V-strut undercarriage  JM Bruce in Flight ... R.E.8 fitted with a Davis Gun, type not mrtioned in dg article.

B.E.1
It was handed over to the Air Battalion, being given the serial number 201. used for experiments in wireless telegraphy, and was used to conduct the first artillery shoot using an aeroplane to direct the fire.

B.E.2
The B.E.2 was not so called because it was considered a separate type. At that time the numbers allocated are more properly regarded as constructors numbers rather than type designations. B.E.2 was almost identical to the B.E.1, differing principally in being powered by a 60 hp (45 kW) air-cooled Renault V-8 engine and in having equal-span wings. Like B.E.1 it was nominally a rebuild of an existing aircraft, but it is unclear as to whether this was a Bristol Boxkite or a Breguet. It first flew on 1 February 1912, again with de Havilland as the test pilot. The Renault proved a much more satisfactory powerplant than the Wolseley fitted to B.E.1, and performance was further improved when a 70 hp (52 kW) model was fitted in May that year,

B.E.2 was flown extensively at the Military Aieroplane Competition held on Salisbury Plain in August 1912. It was not allowed to formally compete in the trials sinc O'Gorman was one of the judges, but its performance was clearly superior to most of the aircraft competing: on 12 August 1912 it set a British altitude record of 10,560 ft (3,219 m)., flown by de Havilland with Major F. H. Sykes as passenger.

B.E.5, ENV engined rebuild of a Howard Wright biplane first flown 27 June 1912 and handed over to the Royal Flying Corps  (serial number 205)on 18 July. A few weeks later it was fitted with the Renault V8 engine On 27th May 1913 it crashed killing the pilot Desmond Cox

On 27th May 1913 it crashed killing the pilot Desmond Cox B.E.6,

more
http://hansard.millbanksystems.com/written_answers/1914/apr/02/royal-flying-corps#S5CV0060P0_19140402_CWA_39 BE's stopped from flying?? needs chasing up.

What is Wrong with the military Wing28 March 1914, p.323.] (comment on Jix's speech in commons]

refers to ban & mods made.



Ferber
Starting in 1898, built and attemped to fly a series of gliders; Attempted (unsuccessfully) to replicate the Wright 1901 Glider from photographs;

designed a series of aircraft (Ferber I through Ferber IX) designed, constructed, and flew the first tractor configuration biplane (May 1905); (†) Voisin biplane, Boulogne, France, 22 september 1909

Mc
Francis McClean (1876–1955)  Irish  One of the founding members of the Royal Aero Club, and sponsor of civil and naval aviation in the UK. Owned the ;and on which the aerodromes at Leysdown and then Eastchurch were built. Flew as passenger with Wilbur Wright at Le Mans in December 1908. At the start of 1909 ordered an aircraft from Short Brothers, the first airplane built by the company. This was the first of of sixteen aircraft bought before 1914, all but one built by Short Brothers.

Awarded Royal Aero Club Aviators Certificate Number 21 in a Short S.27 20 September 1910. In February 1911 he offered the Admiralty the use of his aircraft to teach naval and military personnel to fly. In 1914 he made a flight following the course of the Nile between Alexandria and Khartoum in a specially built four-seater aircraft, the Short S.80. Also a pioneer in aerial photography.

Martin Handasyde 1912
The?? was a two-seat monoplane constructed by Martin-Handasyde in 1912.
 * }
 * }

Closely resembling the earlier designs of the company, a shoulder-wing monoplane with square-tipped tapered wings each braced by wires led over a pair of spruce kingposts at just under half span. Two-spar wings, each spar being a tapered box-girder formed of an ash upper and lower member joined by plywood webs. The fuselage had an inverted trianglar section, with four ash longerons connected and braced by thin plywood, which had lightening holes cut in the aft part of the fuselage, which was covered with fabric. Aluminium condensers for the engine's steam cooling system were mounted either side of the fuselage.

Sommer monoplane
The Sommer type E monoplane was an aircraft produced by Roger Sommer in France in 1911

Design
Square section fuselage constructed from ash

Bleriot XXVII
the Blériot XXVII was a monoplane racing aircraft produced in 1911. http://www.flightglobal.com/pdfarchive/view/1911/1911%20-%200851.html The overall length of the machine is metres, and the wings, which have a supporting surface of sq. metres, span 8'90 metres from tip to tip. This new model, which weighs 4 3 0 kilogs., has been timed to attain a speed of kiloms. an hour.

Sigrist
Frederick Sigrist M.B.E., F.R.Ae.s. (1884 - 10 December 1956) was a British aeronautical engineer who played an important part in the establishment and management of the Sopwith Aviation Company and later co-founded Hawker Aircraft.

After completing an engineering apprenticeship Sigrist was employed in 1909 by Thomas Sopwith to work as a mechanic maintaining his cars and yachts. When Sopwith's interests turned to aviation Sigrist's responsibilities were extended to include working on his aircraft, and he played an important part in establishing Sopwith's fame as a pilot: in his hands the engine of Sopwith's Howard Wright biplane, previously incapable of running for more than a few minutes, was made reliable enough for Sopwith to win the 1910 Michelin Cup for endurance and the Baron de Forest prize for the longest flight from Britain to continental Europe, the latter feat won by a flight lasting three and a half hours.,

When Sopwith founded the Sopwith Aviation Company in 1912 Sigrist became the works manager, and was largely responsible for designing many of the early Sopwith aircraft, including the Sopwith Tabloid. He continued to work in this capacity until the dissolution of Sopwith after the First World War, then becoming one of the founders of the Hawker Aircraft Company.

in 1927 the formation of Reid and Sigrist, Ltd.,. Fred Sigrist was formerly joint managing director of the Gloster Aircraft Co., Ltd.,, Armstrong Siddeley, A. V. Roe, Air Service Training and Armstrong Whitworth Aviation.

In 1939 asthma forced him to leave England for Nassau in the Bahamas, where he occupied himself as a property developer. where he died on 10 December 1956.

http://www.flightglobal.com/pdfarchive/view/1956/1956%20-%201789.html 21 December 1956

Ponnier
Biplane

Design
The 1912 Hanriot monoplane was an early French aircraft

Designed by AlfredPagny, who had been responsible for the design of the Nieport monoplane, which the Hanriot closely resembled. It had a deep rectangular section fuselage with the longerons curving inwards at the front

wings and tailplane folding

Two examples built by Hewlett & Blondeau for the British Hanriot company were flown at the 1912 Military Aircraft Trials held on Salisbury Plain in August 1912, flown by Sippé and Bielovukic.

RS
Raymond Saulnier (1881 - 1964) was a French aircraft designer. He was largely responsible for th. In 1905, Raymond Saulnier graduated from the Ecole Centrale. After military service in Poitiers, followed by a few months working in a bank, he travelled to South America, wher there were a number of large scale projects sont en cours : development of the  ports de Para et de Manaos, construction of railways, modernisation de villes, etc...

Après quelques périties et dangers réels (raids d'Indiens Jivaros, par exemple), il rentre en France, à Paris. Between May 1908 and October 1909 he worked with Blériot. In 1910 he designed a pair of monoplanes This had lateral control by altering the angle of incidence of the entire wing. To be flown by Jacques de Lesseps. Léon and Robert Morane and their long time close friend Raymond Saulnier formed the Sociètè Anonyme des Aèroplanes Morane-Saulnier on October 10, 1911 at Puteaux (Paris region)

At the same tihe was editor in chief of a magazine devoted to aviation, and wrote écrit Etude, centrage et classification des Aéroplanes.

Then, with finacial support form his mother and friends, sa mère et de quelques amis, he was able to start his own business. La Société des Aéroplanes Raymond Saulnier set up workshop at Courbevoie où seront produits plusieurs appareils et delà transported for testing to Louvercy, near Mourmelon-le-Grand dans la Marne.

C'est là que R. Saulnier a son terrain d'essais et un atelier de réparations. Dès 1910, il se met au pilotage in order to test his designs himself. Il n'a cependant jamais tenté d'obtenir son brevet de pilote, trop occupé. Le capital de l'entreprise n'étant pas suffisant pour continuer la fabrication, il doit cesser son activité. But he had established a reputation.

At this time he was also the editor in chief of périodique d'Aviation, and rote Etude, centrage et classification des Aéroplanes. It was a success and the book fera autorité en la matière.

C'est là que R. Saulnier a son terrain d'essais et un atelier de réparations. Dès 1910, il se met au pilotage pour essayer lui-même ses appareils. Il n'a cependant jamais tenté d'obtenir son brevet de pilote, trop occupé.Le capital de l'entreprise n'étant pas suffisant pour continuer la fabrication, il doit cesser son activité. Mais il s'était fait un nom, une réputation.

March 2 1964

GG

 * }
 * }

The George and Jobling Biplane was an early British aircraft designed by A.E. George and built by George and Jobling, who manufactured bicycles and coachwork for cars in Newcastle. George had bought J.T.C. Moore-Brabazon's Bird of Passage Voisin biplane and used it to teach himself to fly.

A biplane of the Farman configuration, with a front elevator and a single rear-mounted horizontal stabiliser with the rudder below it. Both elevator and tail surfaces were carried on bamboo booms. Lateral control by Curtis-type planes mounted at mid-gap on the forward outer interplane struts. The aircraft was remarked upon for its use of hollow section wooden spars. It was powered by 60 hp Green engine driving a two-bladed [[pusher (aircraft)|pusher] propeler on a driveshaft above the engine.

two mainwheels, each with a sprung skid mounted in front of it

Voisin tractor
http://www.flightglobal.com/pdfarchive/view/1909/1909%20-%200797.html?search=voisin%20tractpr December 11 1909 The New Voisin Biplane 799 http://gallica.bnf.fr/ark:/12148/bpt6k6552191k/f451.image