1. Levy-Le Pen type R [of the Belgian institution Cenac] Levy-Lepen Type R with a 300hp Renault. Apparently this 3-seater was very popular in Africa an inaugaurated at number of airline routes! 001.jpg A Levy-Le pen of the Belgian institution Cenac (Comite d'Etudes pour le Navigation Aerienne au Congo) which explains the clover leave marking on the fuselage on your first drawing. The Cenac was operational from February 1920 onwards being renamed L.A.R.A. (Ligne Aerienne Roi Albert) when the experimental phase ended positively. Around 15 aircraft were operational at one time. 001-1.jpg 2. Benoist XIV 002.jpg 002-1.jpg Photos from the opening of the St. Petersburg-Tampa Airboat Line on January 1, 1914. The pilot of the Benoist Type XIV flying-boat, Tony Jannus, in white trousers. 002-2.jpg 002-3.jpg 002-4.jpg 3. Bristol F1 of 1918 003.jpg This looks like the Bristol F.1. Scout, but powered by the 315hp Cosmos Mercury radial engine, replacing the 200hp Sunbeam Arab. 4. Mann & Grimmer M.1 in original form 004.jpg 5. Grigorovich Stchetinin GASN [GASN SH1] 005.gif Grigorovitch Stchetinin GASN (this is the approximate drawing in Shavrov). The drawing in Shavrov is really quite different from the real thing as pictured in a more recent complete work about Russian seaplanes and floatplanes. 005-1.jpg 6+ Nestler Scout as produced in 1916/beginning 1917 by firm F. C. Nestler in UK 006.jpg This is the one-off Nestler Scout as produced in 1916 / beginning 1917 by the firm of F.C.Nestler in de UK. 7+ Parnall Scout of 1916 The Parnall Scout of 1916, also a one and only machine, specially developed in fighting the German Zeppelins. Made only two flights and that was it. 007.jpg- 8+ Royal Aircraft Factory N.E.1 008.jpg Royal Aircraft Factory N.E.1 original version with searchlight in the nose. N.E. stood for Night-flying Experimental. 9+ Friedrichshafen FF.54 The Friedrichshafen FF 54 quadruplane, which crashed on its first flight. It was later rebuilt as a triplane, but was no succes then again. Fortunately the official photographer of Friedrichshafen was at hand to picture the machine for the history. 009.jpg 10. Porohovschikov No. 2 Bi-Cocque of 1914-1915 [Џ®а®е®ўйЁЄ®ў 2] 010.jpg- 010-1.jpg 11+ Lloyd bomber 40.08 [LK I / Luftkreuzer I] Lloyd bomber. It had no numerical designation and was known only by its military serial number, 40.08. In the handbook by the late Peter M. Grosz, George Haddow and Peter Schiemer (Austro-hungarian army aircraft of World War One) it is also quoted as the LK I (Luftkreuzer I). 011.jpg 12+ Yokosuka Dockyard type seaplane [Navy Yokosho Ro-go Ko-gata] This machine is the Navy Yokosho Ro-go Ko-gata powered by a Hispano-Suiza E engine of 200-220 hp. The one in Jane's is an early type with 140 hp Salmson M-9. This machine was co-designed by Lieut Chikuhei Nakajima, who later founded his own firm. After flight test of the prototype in begin 1918, production started immediately at the Yokosuka Naval Arsenal. Later machines were built by Aichi and Nakajima. This first mass-production naval seaplane in Japan (a stunning total of 218 built !) remained in service till 1926. 012.jpg 13+ Vreeburg A.2M [Vreeburg A-2M bomber] This is the one and only Vreeburg A-2M bomber. Engineer H.A. Vreeburg was the chief of the Technical Service of the Dutch Air Force (The LVA = Luchtvaart Afdeling). The machine was built by the government works on the airfield of Soesterberg. Development started in 1918, but the machine was finished in 1919, making its first flight on february 10th in 1919. The machine received no orders from the LVA and was scrapped in 1920. 013.jpg 14+ SPAD SE from 1916 014.jpg 15+ Liberty Eagle aka Kettering Bug The Kettering Bug was a small biplane of decidedly cheap construction. It used a wooden framework, which was covered with pasteboard on the fuselage and tail surfaces, and with doped paper and muslin on the wings. The wings had 10ш of dihedral, which was intended to improve stability on take-off. Flight distance was measured by counting air-impeller revolutions, and when the preset distance was reached, the engine was cut, the wings detached, and the Bug fell to the ground. For testing purposes, a slightly larger manned version of the aircraft was flown a few times, beginning in July 1918. The unmanned Bug had no undercarriage, and was launched on a four-wheel dolly running on a track. The first flight attempt on 2 October failed, but a second try two days later was more successful. The Bug remained in the air for about 45 minutes, but did fly in large circles instead of the intended straight line. The flight was impressive enough to secure an order for 75 additional Bugs. After the end of the war, the Army continued the experiments with the Kettering Bug, but the overall results were disappointing and the program was terminated in late 1919. Out of a total of 24 attempts at unmanned flights, only 7 could be considered at least partially successful. In the end, these early flying bombs failed because of the limited reliability of key components (engine and automatic pilot) as well as the incomplete knowlegde of aerodynamics at that time. The Army nevertheless continued experimenting with unmanned flight during the 1920s, using manned aircraft fitted with improved gyrostabilizers and radio-control systems. Specifications Note: Data given by several sources show slight variations. Figures given below may therefore be inaccurate! Data for Liberty Eagle (Kettering "Bug"): Length 3.8 m (12 ft 6 in) Wingspan 4.6 m (15 ft) Weight 240 kg (530 lb) Speed 185 km/h (115 mph) Ceiling 3650 m (12000 ft) Range > 100 km (60 miles) Propulsion Wills/DePalma 4-cyl. piston engine; 27 kW (37 hp) Payload 80 kg (180 lb) high-explosive 015.jpg 015-1.jpg A replica which can be seen in the United States Air Force Museum at Dayton, Ohio. 16+ Christmas [1915 Christmas biplane] This is the 1915 biplane designed by WILLIAM W. CHRISTMAS (1865-1960). The machine was built by the Durham Christmas Aeroplane Sales & Exhibition Co. What is known about this machine are (till now) these two pictures. Dr. Christmas (he was really a doctor in medicine) was responsible for the notorious and dangerous Christmas Bullet, together with Burnelli. 016.jpg 016-1.jpg 17+- Junkers J6 The Junkers Parasol J6 with Siemens Sh III rotary engine of 160 hp was an extremely small machine. It was completely built but remained in the workshop. Famous fighter aces were delighted to see the machine and wanted to fly it. In august 1918 Lt. Gotthard Sachsenberg asked Junkers when the machine would be ready to fly. The very high landing was necessary by the use of a relatively great diameter of 2,8 meter. The petrol (and oil ?) was carried in a detachable tank beneath the fuselage. 017.jpg 18. Fokker M16E of 1915 [Fokker M16 Karausche] (Fokker D.I/D.IV) 018.jpg-? To be historically accurate it is the Fokker M16 Karausche. The E (= Einsteilig) is a spurious designation added after WW1. You know it, there was also a two-bay Fokker M16, which got the spurious designation M16Z. 19- Observation kite [Drachenfliegerfototoestel] 20. 1912 De Marcay-Moonen "L'Abeille" (Bee) monoplane J.M. Bruce. Warplanes of the first World War. Fighters Vol.4 In 1911 there appeared the Marcay-Mooney monoplane monoplane, which had folding wings. The machine was financed by Edmond de Marcay Leonard Opdycke in French aeroplanes before the great war said the following on the de Marcay In 1911 the Army expected that most aeroplanes most of the time would be ferried from place to place by road [....]. Baron Edmond de Marcay and Moonen designed a machine where the wings could be folded without unrigging them. [...]The first de Marcay-Moonen was shown at the 1911 Exposition. Sadi-Lecointe flew a second type in the summer of 1912, this one with most of the fuselage uncovered. In 1912 the firm was reported building a single-seater l'abeille (bee). Another two-seter was tested in Villacoublay. In 1913 a Marcay-Moonen seaplane with racenumber 18 flew in Monaco. In 1914 Marcay-Moonen built a canard biplane, possible for the Concours de Securite. 020.jpg 020-1.jpg 020-2.jpg 020-3.jpg 020-4.jpg 020-5.jpg 21+ Bernard AB 1 021.jpg French Bernard AB 1 bomber 22+ Pfalz D.X Pfalz AIRCRAFT of World War I by Jack Herris "The existance of the Pfalz D. IX, D. X, and D. XI is not proven. The D. IX was probably not built. The D. X was described as powered by the 160 hp Seimens-Halske Sh. III counter-rotary engine, and is probably the parasol monoplane fighter whose nose is just visable in an official film shot in 1918. Little is known of this type which did not go into production. The D. XI may have been a single bay prototype, whose twin-bay contemporary evolved into the production Pfalz D. XII, similar to the relationship of the D. Vii to the D. VII." 022.jpg Not the best, but a priceless picture. This is the only known picture of the Pfalz Parasol fighter with Siemens-Halske Sh.III rotary engine. The expert Peter Grosz has identified this machine as the Pfalz D.X. Gustav Bauer probably testflew this machine in Speyer 23+ Grahame-White type 20 023.jpg 24+ PKZ 1 helicopter [Schraubenfesselflieger model of 1917] To set the theme. We are in Austro-hungary where on 28th of april 1916 Stephan Petroczy von Petrocz made a proposal to the LFT (Luftfahrtruppe) for a mechanized observation machine (a Schraubenfesselflieger) which could be a replacement for the combersome observation balloons. He even presented a rough sketch how the machine should look like. The LFT granted a budget to develop this machine. After an intermezzo that I do not tell here. The mathematical genius Theodore von Karman and the brilliant engineer Wilhelm Zurovec got the order to develop two SFF machines, driven by different engines. One by an electromotor the other by a benzine motor. But.... sound engineering prevailed (at least by Zurovec) and he wanted to make a scale model to experiment with 2 of the 3 challenges a SFF gives: - lifting capacity (vertical take-off and -landing) - stability (resitance to (sudden) wind) - safety for the observer and the machine The model was completely designed by Zurovec with the first two challenges in mind. In the picture you see the unique model of a Schraubenfesselflieger (abbreviated as SFF). This word is an almost unique word in Austro-hungary, which meant that machine was captive to the ground with lines. In english it is mostly translated as a captive helicopter. Do not think that in those times a free flying and steerable helicopter was envisaged. The machine was used for stability tests, which ultimately resulted in the most stable construction where at 3 points a line to the ground was fastened. The lines were kept in a trapezium form, which can be seen in a drawing on the Austrian patent 87698. Schraubenfesselflieger. The second challenge (the lifting power) had to do with the efficiency of the propellors (forget all you know now perhaps about rotor-blades, they did not exist and were in the engineeringparadigma in those times) and the placement on the machine. The development of the propellors was the joint effort of von Karman and Oskar von Asboth who was primary a specialist in propellor-design. In the model the placement of a propellor at each end of the fuselage was ultimately the best design. The names As I already mentioned, the model was all-alone designed by Wilhelm Zurovec. Of course he interacted with von Karman and to a lesser degree von Asboth but the engineering solutions on the model were all his. Lastly there are the spelling of the names of the protagonists. There is little uniformity, because there are German oriented names for the Austro-hungarian era, but also Tchech and Hungarian versions. Is is astounding that governments of today are claiming the effort and inventions that were made in theAustro-hungarian period. Theodor von Karman becomes in Hungarian Karman Todor (the first name is in Hungarian after the family name). Stephan Petroczy von Petrocz becomes in Hungarian Petroczy Istvan Oskar von Asboth becomes in Hungarian Asboth Oszkar Wilhelm Zurovec becomes in Tschech Vilmos Zurovec 024.jpg 024-1.jpg 024-2.gif 024-3.jpg Вертолет PKZ-1, 1917г. 25. Schutte-Lanz D.III 025.jpg 26+ Martin K-III "Kitten" 026.jpg 27- Siemens-Schuckert 300kg Torpedogleiter 28. Aviatik D III 028.jpg The experimental Aviatik D.III which was powered with the new 8-cylinder Benz Bz IIIbo of 195/210 hp. The machine entered the first and the second Fighter competition (Vergleichsfliegen) in Berlin-Adlershof. 29+- Assen Jordanoff-1 First Bulgarian Airplane In the Aeroplanno Otdelenie division, Assen gained expertise, he designed the first Bulgarian-made airplane, and it was built in the summer of 1915. Jordanoff test flew the plane, and it was subsequently named the Diplane (biplane) Jordanoff-1. August 10th, 1915, was considered as the beginning of Bulgarian aircraft industry. Jordanoff already became known as designer, mathematician, and inventor at his young age. He introduced a valuable new device, namely a feature which prevents the plane from losing altitude, into the new plane. Assen Jordanoff's airplane was at a first look similar to the planes of that time. It was a biplane with relatively short wings, to decrease the body weight and with increased spacing between them to improve the aerodynamic effect of the lower wing. The wing section was similar to that of Albatros. The cockpit and the fuselage were conceived with great care to diminish drag. The landing gear was reinforced with double tires for stability and safety when landing. The tail, vertical and horizontal stabilizers and the ailerons were similar to those built by Louis Bleriot. The innovation that helped at landing and at recovery from stalls was something like contemporary flaps, added between the wings. Jordanoff was awarded a scholarship to study abroad for his construction. His next and even more ambitious project was a heavier multi-engine plane. Unfortunately the rise of World War I cancelled his plans. First test flight being performed on 7 August 1915 by pilot Gavril Stoyanov. Several "official" flights by Captain Radul Milkov (Aeroplane Section CO) on 10 August 1915. Another Bulgarian design crashed during first test flight on 15 July 1915 killing its designer and a passenger. 029.jpg 029-1.jpg 30. S.Z. Quadruplane No. 3 [project aka Zalewski W.Z.V] 030.jpg 31. Porohovschikov P-IV bis of 1917 031.jpg- 32+- Petroczy-Karman-Zurovec PKZ-2 The name Petroczy-Karman-Zurovec PKZ-2 was made up after WW1. During WW1 the machine(s) were known as SFF (Schraubenfesselflieger) in an electric motor version (PKZ-1) and a benzine motor version (PKZ 2). On this unique picture (in small size for this quiz) taken on one of the testflights on may 17th till may 21st 1918, you see the PKZ-2 in its second version. Clearly visible is the observer cage mounted above the two counter-rotating propellors. Power was provided in this version by three slightly more powerful Oberursel UR 1 (copies of Le Rhone 110 hp). The original version was powered by three Oberursel U2 (copy of the Gnome 100 hp). The designer Wilhelm Zurovec [1883-1935] called them in an article Beute Le Rhone. They engines were of dubious quality, which in the end resulted in a fatal crash on june 10th, 1918. On this picture you cannot see the lines (Fessel) which captured the machine to the ground and made it stable sothat it could go up and down vertically. Interestingly the Zurovec family donated 9 (nine !) Le Rhone rotation engines in 1938 to the National Technical Museum (Narodni technicke muzeum) in Prague. 032.jpg 032-1.jpg Первый взлет вертолета PKZ 2, 4.8.1918. 032-2.jpg Вертолет PKZ 2 c 3-мя моторами Le-Rhone 120 h.p. В корзине Zurovec. 032-3.jpg 032-4.jpg 032-5.jpg 33+ Borel-Odier B.O.2. French torpedo plane of 1916 Borel-Odier B.O.2. French torpedo plane of 1916; not so rare since 90 or so were built. 033.jpg 34. Savoia Pomilio SP2 This machine was what their Italian crew said 'siamo perduti' (S.P.) translated ' we are lost'. It was not very popular. 034.jpg 35+ 1918 Loening M-2 Kitten (A443 or A444) USN ultralight to operate from battleships or submarines. (wheels or twin floats) 55 h.p. Lawrance L-3 span: (land) 22' 0" (sea) 25' 2" length: (land) 13' 11" (sea) 17' 4" 3 built [A442/444]; the first initially had a British 32 h.p. ABC Gnat. 035.jpg 36+ Austro-Hungarian WKF 80.05 prototype, 1917 036.jpg Austro-Hungarian WKF 80.05 prototype, 1917. 37. Villish VM - 6 037.gif 38. Blackburn Triplane The machine was accepted on february 20th 1917 at Eastchurch and was written off as unsatisfactory on march 19th, 1917. 038.jpg 038-1.jpg 39+ Martin Model TT First flown in 1913. A Martin TT (No.37, piloted by Oscar Brindley) fitted with floats won the 1915 Curtiss Marine trophy by flying 443.72 miles in less than 10 consecutive hours within one day. A total of 17 Martin TT's were delivered to the Army (procured less engines, first deliverys were in 1914). Specifications Wingspan: 38 ft 8 in Length: 26 ft 3-1/2 in Height: 9 ft 4 in Wing Area (less ailerons): 379 sq ft Gross Weight: 1720 lb Useful Load: 400 lb Max Speed: 96 mph Cruise Speed: 80 mph Landing Speed: 45 mph Glide Ratio: 12:1 Service Ceiling: 9500 ft Record Climb: 5200 ft in 10 min 15 sec (1915) Powerplant: OX-2 (90 hp) Fuel: 50 gal 039.jpg 40+ S.I.A. (Societa Italiana Aviazione) twin-engined biplane bomber of 1916 / 1917 The Italian S.I.A. (Societa Italiana Aviazione) twin-engined biplane bomber of 1916 / 1917, powered by two heavy Fiat engines of 600 / 700 hp. It had a twin fuselage. This really obscure machine was also known under de designations S.I.A. 1200 and SIA 14B. 040.jpg 040-1.jpg 41+ Curtiss JN Twin aka Curtiss JN-4 Twin Tractor/Curtiss JN-5/Curtiss Buffalo 041.jpg 42. Martin R or Wright-Martin R reconnaissance biplane of 1916 The Martin R or Wright-Martin R reconnaissance biplane of 1916 powered by the ultra heavy Hall-Scott Type A-5. Twenty seven were built for the USA and they were even exported to the Netherlands East Indies, to do their duty in tropical circumstances. 042.jpg 43+ Dyott Bomber (of UK origin) modified version The aircraft seems to have been a bit of a solution in search of a problem. It was originally intended as a long-range reconnaissance machine, then the idea of arming it with Davis guns and using it as a gun-ship came along. After that, a 2lb Vickers was fitted for anti-Zeppelin work and finally a bomber version was suggested. The first machine, 3687, served for a long time at the Experimental Armament Depot. The second, 3688, which differed in some respects, especially undercarriage, (and was the photo), actually went to France on service trials. 043.jpg The Dyott Bomber (of UK origin) in its modified version with cowled engines and frontal radiators. 44. SE 5b A8947 photographed at Farnborough on April 30th 1918 044.jpg SE 5b A8947 photographed at Farnborough on April 30th 1918. 200hp hispano-suiza. 45. Dyott Monoplane 045.jpg 46. Fiat R-2 The Fiat R-2 designed by the topdesigner of Fiat Rosatelli. The machine was a (safer) development of the S.I.A 7 B2. For sure the engine is the excellent 300 hp Fiat A.12 with a car-type radiator. 046.jpg 47+ Dornier V 1 The Do V1 marks the beginning of landplane development. It was a braced biplane with a lower wing of reduced depth. All-metal design with the wings and empennage covered with fabric. The truss fuselage was relatively short. The upper wing was of the two-spar type, the lower wing of the single-spar type with additional duraluminum ribs. The powereplant consisted of a Mercedes engine and a Garuda pusher propeller. To keep the forward firing area free, the powereplant and the propeller were installed behind the pilot. The engine was mounted onto a sheet steel frame to which the landing gear and wing connections were also mounted. The extension of the frame was the installation point of the adjustable pilot seat. The front part of the fuselage panelling could be removed for refuelling and for cheks of the controls and instruments. The aircraft had stick control, and pedals were provided for rudder control. The ribbed radiator was mounted on the front spar of the upper wing and was braced with the rear spar. Flight testing started in September 1916. In its construction aluminium (Duraluminium) was extensively used. The struts were made from the well-known steamlined tube sections. The linen-covered wing unit was supported by two V-shaped struts and reinforced with cross-wire bracing, not unlike the Nieuport sesquiplanes of the first half of the War. The upper wing possessed two spars, each one consisting of two U-shaped sections. To balance the front-pressure, formers made of Dural section were installed, and the wings were fitted with wirebracing. The ribs too were made of Duraluminium. The unbalanced ailerons were cable-and-pulley operated. 047.jpg 047-1.jpg This is a copy of the Ubersichtszeichnung of Versuchs-Flugzeug 1. 48. Curtiss HA Dunkirk Fighter Burned out in flight 7 August 1918; recovered and soc 17 September 1918. As a result of 'experience' gained in the first flight, the HA was modified. On its second test flight it caught fire in the air. Fortunately the pilot was able to return the craft to the surface of the water, and both he and his passenger escaped. 048.jpg It is pictired in its initial form prior to its first flight on March 21, 1918. It was the US Navy's first fighter. 49+ R.E.P. C1 single seat fighter from 1918 The French R.E.P. C1 single seat fighter from 1918. 049.jpg 50+ New York Aero Floatplane Eaton designed New York Aero Floatplane 1916 2-place sesquiplane powered by two 100 h.p. Aeromarine motors, built by the firm New York Aero Construction Co. of Newark NJ (not to be confused with the est.1916 New York Italian Aeroplane Co, NY.) 050.jpg 51+ Brandenburg L14 (Type LKD) during evaluation at Aspern 1917 marked as 60.58 051.jpg Brandenburg L14 (Type LKD) during evaluation at Aspern in 1917 marked as 60.58. 051-1.jpg 52. Schutte-Lanz Experimental Type G.1 Schutte-Lanz Experimental Type G.1. Two 160h.p. Mercedes D.III Engines. 052.jpg 052-1.jpg The machine half built 052-2.jpg Publicity picture for the strength of the wings (a la Fokker ...) 53. Nielsen & Winther Aa 053.jpg- 54. Gotha LD 5 of 1914 054.jpg- 55. Kondor D- / Kondor D 6 055.jpg- 56. Siemens-Steffen designed by Frossmann [Siemens-Steffen designed by Forsmann] 056.jpg- 57. Gabardini Training Biplane 057.jpg- 58+ Blackburn White Falcon two seater of 1916 058.jpg 058-1.jpg 058-2.jpg 058-3.gif 59. i n c o n c l u s i v e [Armstrong-Whitworth F.K.2 / F.K.3] 059.jpg 60+ Lawrence B-2 flying boat from 1917 USA [d i s q u a l i f i e d] Lawrence B-2 flying boat from 1917 USA. Double bay, with front radiator, heavy arch on wings. The machine was fully enclosed and made a lot of flights. 060.jpg 61. Nielsen & Winther Aa [d i s q u a l i f i e d / Challenge 053] 061.jpg- 62+ Goupy Type AA [1911. Technically invalid challenge by date] 062.jpg 63+ Morane-Saulnier TRK 063.jpg 64. Schutte-Lanz Experimental Triplane [Schutte-Lanz Dr.1] 064.jpg 65. Vickers F.B. 14 065.jpg 66. Gotha LD 6a 066.jpg- 67. Sturtevant S-4 floatplane flown by Rhode Island Naval Militia 067.jpg 1916. Rhode Island Naval Militia seaplane over Narragansett Bay. The six degree dihedral on the lower wing is easily seen. 067-1.jpg 1916. Another view of the Rhode Island Naval Militia seaplane. Just to the left of the propeller, in the backgound, is the RI Naval Militia's flag ship and the state's first seaplane tender, the converted 500 ton steam yacht USS AILEEN. 68. Ago C.IV 068.jpg 69. Beardmore WB IV 069.jpg 70? d i s q u a l i f i e d / i n c o n c l u s i v e [A-W F.K.3 / Airco D.H.4] 71+ Whitehead Scout [Whitehead Comet] 071.jpg 72. Sikorsky S XVIII w/ two Sunbeam pushers [probably one built, operational 1917] 072.jpg 73. d i s q u a l i f i e d Parnall Scout (N505) Parnall's first indigenous aircraft was the Scout: designed by A. Camden Pratt, it was a large, single seat, two-bay biplane powered by a 230hp Sunbeam Maori, with a centrally located fuselage and an upward firing gun mounted on the upper wing. It acquired various nicknames including "Zeppelin Chaser" and "Zepp Straffer" but the design was not a success as it was substantially overweight; it is believed that two flights were made before a stress check revealed unacceptably low safety factors and further work was abandoned. 073.jpg 74. A.E.G. D.1 [AEG D.I] 074.jpg- 75+ Morane-Saulnier type AR [1915 Morane-Saulnier Type AR / post-war MS.35] The 1915 Morane-Saulnier Type AR, which was revived post-war and enjoyed a long and productive service life as the MS.35. 075.jpg 76+ i n c o n c l u s i v e [Fokker Seaplane / W.2 / W.3 / W.4] Quoting from the Nowarra based text of Marine Aircraft of the 14-18 War p.81 "....In the same year Fokker built his last floatplane of the period, the W4. The fuselarge of the M7 was used and, like that aircraft the new floatplane was of sesquiplane configuration, although a larger span necessiatated two bays of strutts. The W3 was a private venture by Fokker. It (the W3) was a hydroplane powered by an aircraft engine, that he (Fokker) used for trips over the lake at Schwerin, more for amusement than to gain experience of handling floatplanes." 076.jpg 77+ Boeing B&W built in 1916 [Boeing B&W Bluebill] 1916 Boeing built B&W Seemed a little underpowered with only 125hp Hall-Scott and 52 foot span. 077.jpg 78. Albatros G.III 078.jpg 79+ Hanriot HD.7.C 1 079.jpg 80. Spanish W Barron [Barron W] 080.jpg 81. Wright Model L Wright Model "L". Dates from 1915 according to Aerofiles.com. I believe this is about the last product from the old Wright company (i.e. before merging to become Wright-Martin.) 081.jpg 081-1.jpg A 1916 3-view from Flight Magazine 82. Orenco (Ordnance Engineering Company) Model B Orenco (Ordnance Engineering Company) Model B with 160 Gnome of which 1 was built. There were 6 Orenco Model C Scout trainers built with 80 hp LeRhone built. Aerofiles.com gives the span of both the "B" and "C" as 26' 0", and the length as 18'10". 082.jpg 082-1.jpg Drawings of the 80 hp Model C 082-2.jpg Drawings of the 80 hp Model C 83+ Albatros Dr.2 083.jpg 84+ National Flugzeug-Werke (N.F.W.) E.I of 1915 National Flugzeug-Werke (N.F.W.) E.I of 1915. The N.F.W. firm was based at Johannisthal. 084.jpg 85. F.B.A. Type A at 1914 Schneider Trophy Contest 085.jpg F.B.A. Type A 1914 Schneider Throphy Contest (100 hp Gnome). In 1914 Schneider Throphy Race Burri was second with a respectable speed of 62.0 mph. The winner was C. Howard Pixton in Sopwith Tabloid floatplane (86.5 mph). 86+ Robey-Peters Gun Carrier [Robey-Peters-Davis Gun Carrier R.P.F 25 MK 1 #9498] Also intended to be armed with the Davis gun was the Robey Peters Davis Gun Carrier R.R.F.25, designed to an Admiralty requirement. This was a large single-engined tractor biplane, with streamlined nacelles for two gunners attached to the upper wing, outboard of the propeller disk. The armament of the prototype consisted of a Lewis in the port nacelle and a Davis 2 Pr gun in the starboard nacelle, with ten rounds. Two prototypes were built in 1917, the second being intended to carry a Davis gun in each nacelle, but both aircraft crashed during testing. 086.jpg This is the only known photo of the first machine, the F 25 MK 1 serial 9498 before its test flight. The second machine 9499 has a revised wing structure and is the one usually pictured. 87+ Mercur Flugzeugbau GmbH [Mercur GL 2] The Mercur-Flugzeugbau GmbH was organized during the war on 15 april 1915 in Berlin. Its main activity consisted of building Albatros training machines under licence and the repair of various two-seater aircraft. In licence were built the Albatros B.II, C.Ib, C.Ifd and the Rumpler C.I. The photo which was the subject of this challenge depicts the unique Mercur GL 2 (factory designation) which comes from the collection of Peter M. Grosz. The original must be way better quality than the scan I have made. This is the only picture of this machine which I have ever seen. This brand-new Mercur C-type is shown rolled out of the factory. The aircraft was unusual in that the pilot was located in front of the wings, and the engine is buries in the fuselage just aft of the ear radiators. Peter M. Grosz was able to identify the machine as the Mercur GL 2, according to the official Mercur 'biography' (I have never heard or seen it). The 200 hp Benz Bz. IVu engine for this engine for this aircraft arrived at the Mercur factory on 4 april 1918. Grosz confirmed that this was the Mercur factory in Berlin by the factory site plans and the railway building in the background. 087.jpg 88+ TNCA Serie A of 1916 [Talleres Nacionales de Construcciones Aeronauticas 6A19] TNCA stands for Talleres Nacionales de Construcciones Aeronauticas. This machine carries the designation 6A19 which signifies the machine as the 6th machine of Type A and the 19th aircraft built by the TNCA. This machine (6A19) was powered by a 160 hp Hispano Suiza, and it was also historic. It carried the first airmail in the Mexican Republic on a flight on 6 july 1917 from the city of Pachuna to the airfield of Balbuena (on the outskirts of Mexico City). 088.jpg 89+ Aeromarine 700 3-place twin-float torpedo seaplane powered by a 90 h.p. Aeromarine 6. One of A142/144 (A144 reported cancelled in some databases, but reported crashed Jan 17, 1918) or A439/441. 089.jpg 90+ Lohner Parasol (AD 426) [Lohner Wien MLG Parasol Eindecker / k.u.k. 10.07] The Lohner-Parasol Eindecker here pictured on the 3rd International Flying Meeting [ 3. Internationalen Flugmeetings 21 - 29 Juni 1914 ] on the field of Wien-Aspern. The machine had the startnummer 22 (retouched for this challenge) and on the rudder 'Lohner Wien MLG' (also retouched for this Challenge). By the way MLG stood for Motor-Luftfahrzeug-Gesellschaft m.b.H, the firm that ordered this machine from Lohner. After the start of the war the machine was bought by the k.u.k. Kriegsministerium and got the designation 10.07. I differ on the Auftragsnummer, it is quoted by Reinhard Keimel as AD.490. Searching in the list of Auftragsnummer I notice that AD.426 got a question mark (?), so might be unknown or not given etc. 090.jpg 91+ Italian Stiavelli-Luzzatti-Ducrot SLD fighter [Ducrot S.L.D.] 091.jpg 091-1.jpg 92. Blackburn Admiralty's Air Department (AD) Scout (Sparrow) 092.jpg- 93+ Pigeon Fraser [Pigeon-Fraser Albree Scout] The Pigeon-Fraser was the first dedicated pursuit airplane contracted for by the United States Government. It was designed by George N. Albree and manufactured by the Pigeon Hollow Spar Company of East Boston. The first two aircraft were for delivery to the signal corp although they were not accepted after testing at McCook Field. One of which was a structural test article that was tested to destruction. The other is said to have crashed and burned on it's maiden flight in December 1917, killing the pilot. A third nearly complete aircraft was put into storage at the 'Pigeon Hollow Spar Company' after the contract was canceled. It was considered "too old-fashioned, unreliable, and slow" at the time and was shelved; however as late as 1978 George Albree insisted that he was a victim of an unfair consspiracy. Notable design features included a flat bottomed airfoil and an all moving tail. Instead of a hinged the elevator, the entire aft fuselage was hinged alowing it to deflect up and down to control pitch. The third and only remaining aircraft is on display at the Old Rhinebeck Aerodrome. 093.jpg 093-1.jpg 093-2.jpg 94- Nielson & Winther Aa [d i s q u a l i f i e d / Challenge 053] 95+ Potez SEA.IV Designed by Marcel Bloch, assisted by Henry Potez and Louis Coroller, for S.E.A. -- the Societe d'Etudes Aeronautiques. It was the first Dassault-designed aircraft to reach production. Powered by a Lorraine 12 cylinder inline engine of 350 hp, it had a top speed of 136mph and a service ceiling of 24,272 ft. First flew in the spring of 1918, resulting in an order for 1,000 aircraft from the French Ministry of War and Industry. It was planned to have 400 in service by April 1 1919 in two variations; the SEA IV A2 in observation squadrons and the SEA IV C2 for combat. The first production aircraft left the factory on -- ironically -- November 11, 1918. The order was therefore cancelled, but the 115 aircraft already in production were delivered and served post-war. 095.jpg 96. Heinrich 15 [Heinrich Aeroplane Co, Baldwin NY] Heinrich 15. 1915 2-place w/ 110 h.p. Gyro rotary. Albert and Arthur Heinrich Heinrich Aeroplane Co (Baldwin NY) 096.jpg- 97+ Bristol T.T.A The Bristol T.T.A twin-engined two-seat fighter. T.T. stood for twin tractor. Two prototypes only, which were tested in May 1916. The machine was around that time already obsolete, because of the coming of the gun-synchronizing mechanism. 097.jpg 097-1.jpg 98+ Mann Egerton H.2 098.jpg This is the Mann Egerton Type H 2, the second prototype of the machine, there being significant differences in floatation, undercarriage and rudder between the first and second prototypes. 99. Fokker M.21 (D.IV) 1916 [Fokker D.IV] 099.jpg- The picture shows one of the four Fokker D.IV machines acquired by Sweden in 1917 (less engines and armament). When they were delivered the machines were hidden in a hangar at Stockholm aerodrome and were never flown. The precious engines were never installed, but used for other purposes. Even the national colours of Sweden were not painted on. These aircraft were payed for by public subscription, and were intended for the air-defence of the Swedish capital. A contract was signed with Fokker on 24 January 1917, for the delivery of 4 DIV Doppeldecker neuesten Typs. The aircraft were not delivered until March 1918, and were then placed in a hangar and never flown. The aircraft were not assigned to the Swedish Flying Corps, due to unknown bureaucratic reasons. Permission to fly the aircraft were not given until 1920, but by then, more modern aircraft were available in abundance. 100+ Dufaux Fighter [Dufaux C1] 100.jpg 101. Сикорский С-10 "Гидро" [Sikorsky S-10 Hydro] 101.jpg Сикорский С-10 Гидро (Sikorsky S-10 Hydro) photographed (probably) at the premises of Русско-Балтийский Вагонньiй Завод (Russo-Baltic Rolling-Stock Works, or Railway Factory). The engine was reported as Argus 100 hp. S-10 Hydro was flown in 1913. Production run of five machines was reported. S-10 Hydro operated from seaplane station at Либава (Даугавпилс) in 1914 and saw some wartime service. 102. Austin Motor Company "Osprey" [1918 Austin Motor Co. A.F.T.3 Osprey] 102.jpg- 103. Pemberton-Billing P.B.23E Push-proj with original tail configuration 103.jpg- Pemberton Billing PB 23E, with its original tail unit and powered by an 80hp Le Rhone engine. It was nicknamed the "Sparklet" as its nacelle resembled a Sparklet bulb. 104. Junkers J 8 [Junkers-Fokker A. G. (Ifa) J 8] 104.jpg- 105+ Bleriot-SPAD S.XX Developed from Herbemont's unsuccessful cannon-armed Bleriot-SPAD S.XVIII, the Bleriot-SPAD S.XX was unusual in concept. Classified as a C.1 type (a single-seat fighter), it was intended to fight like a single-seater, being described as a 'monoplace protege' or protected single-seater, the protection taking the form of a second crew member operating a single pivot-mounted Lewis gun in the rear cockpit. Its design bore what was to become the unmistakable stamp of Andre Herbemont: it was an unequal-span biplane, braced on each side by a single faired l-type strut. The upper wing had considerable sweepback, while the lower wing was straight and incorporated the ailerons; and the fuselage was a monocoque structure of wood. The renowned test pilot Sadi Lecointe flew the prototype for the first time from Buc airfield on 7 August 1918. Service tests were so successful that an order for 300 aircraft a month was placed by the Aeronautique Militaire. The end of World War I led to drastic curtailment of outstanding orders, and only 100 aircraft were built, 95 of them reaching French military units, initially the 2e Regiment d'Aviation at Strasbourg. Three S.XXs were exported to the Japanese Mitsubishi aircraft company and one was bought by the Bolivian government. Between 1918 and 1922 numerous records and sporting events were carried off by the S.XX, including a world speed record with passenger of 230km/h in 1918, and a world altitude record of 8900m in July of the following year. 105.jpg 106. Виллиш BM-1 / Villish VM-1 of 1916 vintage 106.jpg 106-1.gif 107+ Herbert Spencer biplane of 1913/14 [1914/15 Herbert Spencer / Admiralty No.200] The Herbert Spencer biplane made its mark in WW1 because it was acquired by the Admiralty in September 1914, where it got the No.200. The machine lasted till mid-May 1915, when it was abondoned. The machine was probably used as a trainer. 107.jpg 1914/15 Herbert Spencer biplane. 50hp Gnome 108+ Sopwith Hybrid rebuilt to a type D [27 Sopwith School Biplane rebuilt as D.1] Sopwith "Hybrid" was first original Sopwith. Wings & struts design came from the Wright design and the Hybrid used wing warping. After it was acquired by the Navy it was rebuilt to a military type D. 108.jpg 108-1.jpg 108-2.jpg 109+ Pateras Guidoni Idro Torpedo Plane [Pateras Pescara seaplane of 1913/1914] In 1913 a lawyer - Pateras Pescara - submitted to the Italian naval Ministry an idea for a torpedo-carrying seaplane, which was approved. Possibly because Pescara was a lawyer with little practical engineering knowledge the Naval Ministry ordered the naval officer Lt. Allessandro Guidoni to assist in the building of this seaplane. The machine was eventually realized as a big monoplane with two engines (2 Gnomes of 100 hp each, making it a total of 200 hp. These were no 200 hp Gnomes making it a total of 400 hp). The propellers were 'mid-ship' and were counter-rotating. Starting the engines must be hell The propellers cannot be seen on this picture (faded). The floats were attached to the fuselage via a great number of struts. I have the feeling that the drawing does not get this maze of struts right! As Lt. Guidoni was doing a lot of the designing, he introduced hydrovanes of his own design on the floats. In Italy there was much research in hydrovanes by Italian engineers like Forlani, Ricaldoni and Guidoni. The machine was a good flyer and even dropped (february 1914) a dummy torpedo weighing 750 Ibs. In the picture it is shown starting in the neighbourhood of Venice. Development was stopped in 1914, presumably of the outbreak of the war. 109.jpg 109-1.jpg 109-2.jpg 109-3.jpg 109-4.jpg Another view of the Pateras Pescara hydravion of 1913/14. Clearly in this view can be seen that only the pilot is in the machine. The second place - the one after the engine department - is not taken. 110- Chalais-Meudon Fleurus (1912) [WWI French military non-rigid airship] 111+ Goupil Duck of 1883 of which Glenn Curtiss built and flew a replica in 1916 Alexandre Goupil was a French engineer of note who designed a bird-like flying machine in 1883. The sesquiplane (a monoplane with additional "half-wings") was to be powered by a steam engine (mounted within the deep rounded body of the machine) driving a single tractor propeller and was to have wheeled landing gear. A rudder was to be mounted below the horizontal tail surface. Goupil built and tested an unpowered version of his design, with a wing span of just over 19 feet 8 inches, in December of that same year. The test machine exhibited considerable lift, hoisting itself and two men into the air while under test in a wind of about 14 m.p.h. The Goupil design has often been referred to as the "Goupil Duck" but it appears that this name was applied later by others. In 1884 Goupil published "La Locomotion Aerienne" which summarized his aeronautical work and presented his theories and observations. The book was very well received. Of particular interest was Goupil's use of a complex lifting surface which was a close approximation of a bird wing rather than a simple curved lifting wing. Goupil's design foreshadowed modern "blended lifting body" configurations. He planned to continue his research and experimentation with steam engine powered flying machines having large bird-like wings, but it is unclear if he did so. In 1916 Glenn Curtiss built a Curtiss OXX-powered version of Goupil's design (see below) as part of the ongoing patent suit between the Wright Company and himself, but that aspect of Goupil's story is beyond the scope of this web site. 111.jpg The Goupil Flying Machine (initial design) - 1883 111-1.jpg The Goupil Flying Machine (initial test version) - 1883 111-2.jpg The Goupil Flying Machine (final version) - ca. 1884 111-3.jpg This is a picture of the Curtiss built replica (modified) of 1917 on floats, which Glenn Curtiss wanted to use in his Patent feud with the Wrights. It did not fly on floats, but it did fly (badly) with wheels. 112. Post WWI US Army Fokker D.VII with Packard engine [P-144 or P-195] 112.jpg A modified Fokker D.VII two-seater powered with a Packard engine on McCook Field. The machine lasted at least to 1922. 113. L.V.G. C.IV [Luft-Verkehrs Gesellschaft] The Luft-Verkehrs Gesellschaft (L.V.G) C.IV was a development of the most succesfull reconnaissance machine of L.V.G. - till then - the C.II. The C.II was actually built in the hundreds (in 1916 there were about 250 of them at the Front). The C.IV was built in small numbers. The C.IV was bigger and could be distinguished by its engine installation (alsmost or totally enclosed) and its really huge airscrew to move the air. If you size the airscrew with the personnel it may be about 4 or 4,5 meter in diameter ! It will probably be a slowly revolving screw, moving a lot of air. Other distinguishing parts are the unequal span wings, which seems actually to be a trademark of the early L.V.G. machines. Another point is the balanced rudder, which was a first time use of L.V.G. The typical 'split' in the aileron also shows on other pictures of this machine and is I think a trademark of the C.IV. Exceptional for this machine is the big exhaust (cowhorn model), which can be clearly seen. Think it was intended for night flying to suppress the exhaust flames, which would than give away the position of the machine. A little known feat is that on 28 November 1916 a lone L.V.G. C.IV dropped six 10 kg bombs in the neighbourhood of Victoria Station London. It was the first daylight raid on London from the Germans. 113.jpg 114- Schutte-Lanz SL 20 [Type F1 rigid airship] 115. Etrich Rumpler Taube flown by Gunther Pluschow at Tsingtao China 115.jpg Gunther Pluschow flew that Etrich Runpler Taube around Tsingtao China. 116. Modified Fokker D.VI [owned by former Austro-hungarian ace Josef Zurovec] 116.jpg This one soldiered on for years as a two-seater in Hungary being in the possession of Josef Zurovec one of the aces of the Austro-hungarian empire during WW1. 116-1.jpg 117+ Modified (American) D.H.4 [De Havilland (Airco) DH-4B modification by L-W-F] A modified (American) D.H. 4, one of 30 such machines produces by L.W.F. The machines were powered by 2 Hall-Scott L 6 engines each producing 200 hp. 117.jpg This is the ultimate De Havilland (Airco) DH-4B modification to a twin engined post machine by Lowe, Willard and Fowler (LWF). 117-1.jpg I give another detail picture of this modification, which in earnest resulted in a completely different aircraft. In the nose was the large mail compartment. The pilot was in the back, seeing presumably very little forward. But the air mail post was delivered by these machines and lots of other DH-4's by the United States Postal department. 118. Nieuport XB [Nieuport 10 also known as Nieuport XB] 118.jpg This is a Nieuport 10 (or XB as it was also known at the time) captured by the Germans. Clearly can be seen the man-'hole' in the wing, where the observer could use the machine gun that was mounted on top of the wing, firing over the propeller. These were the days before or in the beginning from the interrupter gear, which allowed shooting through the propeller. 119+ Flying Boat designed by Melli Beese [Beese-Boutard Wasserflugzeug] This is the elusive Beese-Boutard Flugboot designed by the German aviatrix Melli Beese and her husband the Frenchman Charles Boutard. Only this drawing / sketch is available for this machine. The construction of this flying boat was unique as the hull had a special double construction (twin hull). Each part of the hull had the full capability of floating the entire Flugboot. It is said in many articles that the machine was patented, but hours of searching have not returned any Patent of Beese-Boutard's Flugboot unfortunately. The machine was powered by a 100 hp Mercedes engine driving a pusher propeller. Length 9,20 meter, Span 15,90 meter, Height 3,48 meter. Owing to the boat form no stabilizers were mounted at the end of the wing. The upper wing had a distinct Taube form. The machine was definitely built and entered for the Ostsee-Wasserflug-Wettbewerb in Warnem?nde from 1 August 1914 till 10 August 1914, which eventually was called off during the day of 1 August 1914. Twenty-six (26) machines (almost all floatplanes) were entered for this competition, presumably all German (given the patriotic times ...). There were two other flying boats entered, specifically from Rumpler and AEG. As said, the famous Hermann Dorner [1882 - 1963 ] helped out with the design of the machine. Beese had already designed a Taube like machine in 1912. I think it will never be known how much Beese - Boutard - Dorner each did with the design, but I think that Dorner had a consulting part in it as he already had his own Dorner Flugzeug GmbH, which folded in 1912. At the end of 1915 Dorner was chief designer of the Riesenflugzeugabteilung of the Deutschen Flugzeug-Werke (DFW) in Leipzig-Lindenthal. From 1916 till the end of WW1 he was chief constructor of engine development (Flugmotorenentwicklung) in the Hannover Waggonfabrik, Abteilung Flugzeugbau, in Hannover-Linden (Hawa). A great career. His remaining archive is held in the Deutsches Museum. Possibly it has a shred of information about this Flugboot. As said Beese and Boutard were interned as foreign citizens in the beginning of august 1914. According to sources the Flugboot rottet away in Warnemunde, the place where it was built by the Jachtwerft Oertz. 119.jpg 119-1.jpg A drawing of the Dorner Flugboot in the German Zeitschrift fur Flugtechnik und Motorschiffahrt (ZFM) Volume 1914 Number 9 (16 May 1914). 119-2.jpg 119-3.jpg 120. Curtiss Model R on Lake Keuka [Curtiss Model R Scout] 120.jpg The prototype R, on the winter ice of Lake Keuka, at just a slightly different angle. Probably within minutes of the one above and a few paces forward. 121. Breguet 5 manufactured by Grahame-White - designation G. W. 19 121.jpg The Grahame-White Co. built ten Breguet V under license, with the 250hp Rolls-Royce engine, as the Grahame-White 19, late 1915-early 1916. 122+ Oertz W 8 (1157) [1917 Oertz-Krupp flugboot built by Jachtwerft Max Oertz] The Oertz W 8 flying boat built by the Jachtwerft Max Oertz in 1917. This was actually the last in a series of flying boats built by Oertz that had the same appearence. The similarity had as its origin that the engine was buried in the fuselage driving a pusher propeller via a system of geared shafts. The W 8 was powered by a Maybach Mb 4 of 240 hp. The one-off W 8 could be distinguished from the other Oertz flying boats by the shorter lower wing. This way of building the engine in the fuselage while driving the pusher propeller via a system of chains, was the princple on the earlier Beese-Boutard Wasserflugzeug, which incidentally was built by the Jachtwerft Max Oertz. The W 8 was bought by the Firma Krupp and given as a present to the Marine where it got the number 1157. Because of this the machine was popularly known as the "Krupp-Boot". No particulars are known over the service history of this machine in the German Marine service. 122.jpg 123. Martinsyde Elephant [Martinsyde G.102 Elephant 7498 with 160 hp Beardmore] 123.jpg 123-1.jpg 123-2.jpg A German captured Martinsyde Elephant disassembled and ready for transport. No German markings are yet applied, but the English serial A1572 is still present. 124+ Vickers E.F.B.7 (5717) Gnome Monosoupape of 100 hp each The Vickers E.F.B.7 a twin-engined fighter designed for Vickers by Howard Flanders. The engines were Gnome Monosoupape of 100 hp mounted between the wings. It was designed to carry a Vickers one-pounder gun in the front, which made the arrangement that the gunner was in the front and the pilot way back behind the wings. The machine flew in August 1915. It was not succesfull and a modification was made (designation E.F.B.7A) where the pilot was placed directly behind the gunner. Also the engines were changed due to the scarcity of the Gnomes, making it far less powerful, so dropping the performance unacceptably. Only this one (5717) was built. Vickers attempted another twin-engined fighter - the E.F.B.8 - but this did not work out either. The machine could be distinguished by the equal span wings, where the E.F.B.7 had unequal span wings. 124.jpg 125. Aviatik Berg D.I 38.58 "A" 125.jpg Austrian O. Aviatik Berg D.I 38.58 "A" 125-1.jpg Photo of the cockpit of an early Aviatik D.I. It shows the cockpit light at the upper left. Valves for oil, gas and pressure for the fuel tank, etc are clearly marked on the panel with etched metal tags. 126+ Ponnier M.1 This small fighter was designed and built in France, where a few were used as trainers. Belgium ordered 30 for frontline use, but its extremely poor control caused the order to be cut to 10, or perhaps as many as 18, and it is not thought that any were actually used operationally. Apparently the prototype was flight-tested by a number of pilots, including Charles Nungesser, who flew the M.1 on 29 January 1916. During that flight the aircraft crashed and Nungesser broke both legs and his jaw. From what I read the Po.M.1 was not put into production for the French military, yet some M.1s were sent to the training schools. None however equipped operational units. Thirty were ordered by Belgium because of their inability to recieve enough Nieuports. Discovering what the French already knew, these aircraft were modified by having the cone de penetration deleted, the tailplane and elevators enlarged, and a fixed fin fitted. Willy Coppens noted that the M.1 remained unstable even after these alterations and consequently the initial order of 30 was reduced to (approx.) 10, which I believe, were never used operationally. 126.jpg 126-1.jpg Having an urgent need for new fighter aircraft the Belgian authorities ordered thirty Ponnier M.1's, although this machine was rejected by the French Armee de l'Air for being too dangerous to fly. Most Belgian pilots also refused to fly the Ponnier (of which only ten were delivered) and it was quickly withdrawn from use. 126-2.jpg Famous instructor pilot Honore Duplus is posing in front of a Ponnier M.1 126-3.jpg S/Lt. Pierre "Bambino" Braun in front of a Ponnier M.1 126-4.jpg There is a picture of Navarre in a Ponnier 127. Curtiss Model M [FB built for Curtiss' North Is. manager Raymond V. Morris] Curtiss Model M boat from 1914. A beauty of a flying boat, a monoplane specially ordered by Raymond V. Morris. Most or all other Curtiss flying boats were biplanes. The things at the side of the fuselage were designed to get spray water at start and landing out of the way (this were no stub stabilizers as in the later Dornier flying boats). Engine was an 8-cylinder V engine, Model OX of 90 hp. 127.jpg 127-1.jpg 127-2.jpg 128. Pfalz D.III 128.jpg- 129+ SP 4 [Savoia-Pomilio S.P.4 built by AER] The type entered service in the early autumn of 1917 and remained at the front until close to the end of the war. 129.jpg The SP 4 was produced by the firm AER, which had been formed in 1915 and ceased operations shortly after the war. 130. Bezobrazov Triplane 130.jpg 130-1.jpg 131. Avro 523 Pike 1916 three-seat anti-Zeppelin fighter w/ 2*150 h.p. Sunbeam 131.jpg 131-1.gif 132. Lloyd LS 1 - also designated as Lloyd 40.01 132.jpg Lloyd LS 1 - also designated as Lloyd 40.01. The "20" was its competition number at the 3rd International Flugmeeting at Aspern in June, 1914. 133. Thulin E The Swedish Thulin E reconnaissance plane cum trainer. Only four built for the Swedish Air Force, but not very succesfull. Relegated to trainer activities. This machine of Thulin was not succesful but none of the others were succesfull either. 133.jpg 134+ Nieuport 10 specially modified for pilot Anselme Marchal for raid on Berlin The identification of this one-and-only machine, specially modified for the long distance flight of Anselme Marchal, will be a topic for ever and ever. This picture is identified in other books written by experts as a Nieuport 13 (per example Leaman and Davilla). In the latest topic in the magazine WW1 Aero (No.194 - november 2006) it is quoted as an extremely modified Nieuport 10 by the French expert Jean Devaux. The specially modified Nieuport 10 The machine on the picture is now definitely considered the machine of Anselme Marchal. The picture originates from the collection of the late H.J.Nowarra, possibly taken after its capture by the Austro-hungarians. There can be seen (on this copy-from-a-copy picture etc.) two Astra fuel pumps on the undercarriage rear struts which were needed to send fuel from the special extra large fuel tank in the fuselage to the engine. Empty weight was 535 kg (410 kg for a standard Nieuport 10), Fully loaded weight was 1000 kg (660 kg for standard), therefor the wing surface was augmented to 25 square meter (18 in the standard). It practically came down in my opinion to a new machine, using standard parts which could be used from ther Nieuport 10. The flight of Anselme Marchal In mid 1916 the French government wanted to boost to the morale of the French people, than at a low point in the war (Verdun battles). A plan was devised to drop leaflets (no bombing there) on Berlin and Vienna by a long distance flight, to show that the French could hit the capitals of Germany and Austro-hungary. A daring plan. The flight would be in two stages. From Paris to St.Petersburg (Russia). And after a stop flying from Russia via Vienna to Venice. A remarkable plan at the edges of the technical possibilities, needing a specially modified machine. Lieutenant Anselme Marchal was hand-picked by the G.Q.G. because of his knowledge of the German language and epople. He had worked a few years in Germany before the war. The flight over Berlin : June 20-21 1916 The flight started from Malzeville air base after a predictable eventful start, with a maximum load of fuel and the leaflets. I don't think any of the leaflets have survived but they were telling the Berliners "that the French could have bombed the "open city of Berlin" killing innocent women and children but we content us just to drop you the following proclammation....." After "bombing" Berlin (not known if any German noticed the bombing) the flight continued but unfortunately stranded at ca. 100 km before the Russian border, landing in Poland (than Austro-hungary) in the neighbourhood of the airfield of Cholm. He and his machine was eventually captured and taken to a prison encampement. The escape : the continuing story Marchal made the headlines as a French hero because he escaped from a German prison together with Roland Garros (two dare devils) on 15 February 1918 - disguised as German officers - from the prison camp of Magdenburg to the Netherlands and then back to France via England. Great story really in need for aa film script. 134.jpg 135. Thulin Type K Esant Monoplane built in Sweden delivered to Holland 135.jpg 136+ Spijker A 7 [Spyker V-1 serial nr. A-7 later A-10] The Spyker V-1 fighter of end 1916, the first original built Dutch machine. The design was made by a duo of designers, the French designer Vannehard and engineer Albert Gilles von Baumhauer a Dutchman born in Heerenveen. The Spyker machine was built by the NV Automobiel- en Vliegtuigenfabriek (Automobile- and flying machines factory] Trompenburg at Amsterdam. The machine was powered by a Thulin 80 hp rotary engine and was eventually bought by the MLD (Marine Luchtvaart Dienst - Marine Air Service) in July 1918, where it got the serial A-7 on the fuselage, later changed to A-10. The machine was written off in mid 1920. That leaves us at a Spyker V-1 (factory designation) which had Marine Air Service serials A-7 and later A-10. 136.jpg 137. AEG Flying Boat [A.E.G. Flugboot with 150 hp Benz Bz III] The one-and-only A.E.G. (Algemeine Elektrizitats-Gesellschaft) Flugboot with 150 hp Benz Bz III. At the beginning of the war the machine was taken to the marine station Kiel-Holtenau where it crashed after a short time of use. The machine was not continued and written off. I searched in vain for the Marine-nummer of the A.E.G. Flugboot, but found no equivalent in the master list published by Peter M. Grosz in Over the Front (Spring 1999). There are two mysterious entries: No.45 A.E.G. S 1 Bz III to factory for landplane conversion 27 October 1914 No.63 A.E.G. S 1 Bz.III Ostseeflug Nr.2, to factory for landplane conversion 27 October 1914 Mystery unsolved 137.jpg 137-1.jpg 137-2.jpg 138- Imperial Russian Airship Giant [1915 Russo-Baltic Wagon Works Гигантъ / Gigant] 139. Schmidt monoplane of 1914 converted into a biplane for military trials The Schmidt monoplane won the NY Times Race of 4 July 1914 139.jpg 140. Moller II [Meller II by Дукс/Duks factory manager Ю. А. Меллер/Yu. A. Meller] The first Russian aircraft to be equipped with folding wings for transportation purposes. Biplane similar to Farman-XVI, but with modified tail - it was partially covered with fabric. During 1913 military aircraft contest tail was replaced by standard one from Farman-XVI. The Meller II story will not be complete without following fact: It was Meller-II (pilot A.M.Gaber-Vlynskij) that managed to drop its engine on the Sikorsky "Russky Vitjaz", damaging it badly. Gaber-Vlynskij managed to land his 'reliable single-engined light aircraft' safely... 140.jpg 141+ Lanzius L1 [1917 Changeable Angle of Incidence Aeroplane / 140 hp Duesenberg] The unique feature of the Lanzius was the variable incidence provision for the wings ranging from 0 degress to 15 degrees. In the advertisement it is quoted: With the manufacturing facilities of three factories in New York, Tennessee and New Jersey, we are in a position to execute, with dispatch, orders for the Lanzius Changeable Angle of Incidence Airplane, in any type for land or sea, or for Standard and Special Designed Aircraft, either wood or steel construction. We furnish with our standard equipment, Duesenberg Motors, recognized as one of the most powerful and efficient Aeronautical Motors on the market. Executive offices 608-609-610 Singer Building. 149 Broadway, New York City. Telephones 6710-6711 Cortlandt. As evidenced by the marking on the tail this machine - the first design of Lanzius - was designated as the L I. There are at least two other machines known as designed and built by Lanzius. The second one with the spurious (not contemporary) designation L II is the one shown by Dave. The second machine (february 1918) was flight tested at Langley Field, Virginia. A Sturtevant 8-cylinder engine was fitted. The machine looked like a quite normal single seat fighter other than the exposed variable incidence wings The third machine was referred to by Lanzius as "Speed Scout". The Signal Corps ordered 4 of these machines serials 40034-40037. Power was by a 12 cylinder Liberty engine of 400 hp. Machine 40034 crashed when loosing its wings in flight on 29 June 1918 killing the test pilot Lester Holt. On the picture we see the Speed Scout with serial 40034 before the crash with the unlucky pilot. The other three machines were built but were stored at McCook Field never to fly. 141.jpg Picture from an advertisement in the magazine Flying May 1917 141-1.jpg 141-2.jpg 141-3.jpg The second machine 141-4.jpg The third machine 142+ Octave Detable 1918 pilotless aeroplane [Voisin frame with a 220 hp motor] There is an article about the Detable in the French monthly aviation enthusiast magazine Le Fana de l'Aviation No. 426 (May 2006) which is heavily advertised on the cover as 'Decouverte : un avion automatique francais en 1918" (Discovery : an automated French aeroplane in 1918). The development of this pilotless airplane is almost completely unknown outside France, so there is still something to learn in aviation during the Great War. As you mention the machine was based on a Voisin with the special invented tailpieces / wings by the French engineer Octave Detable. A report about a test flight of 2 July 1917 is enclosed, where the official French military observers state that a distance of 1000 meter was flown without a pilot. One of the observers was the then perhaps not so famous Sadi-Lecointe of later fame. 142.jpg 143+ BCD3 [sociedad B.C.D. / Barcala-Cierva-Diaz] In September 1918 the Spanish Aeronautica Militar announced a competition, which also had a contest for bomber airplanes. Surprisingly as Spain was neutral and the Great war was nearing its end. This 3-engined bomber was entered in the competition, but was slow in completion (May 1919 actually). The machine was an encellent flyer, but in one of the tests on 8 June 1919 the pilot Julio Rios Angueso flew too slow and the machine stalled. The plane was completely wrecked, but the pilot received no serious injury. The machine was developed by the firm sociedad industrial de construcciones aeronauticas llamada B.C.D. (Barcala-Cierva-Diaz) in Madrid. It was the third type developed after two biplanes (BCD1 and BCD3) and one monoplane (BCD2). This third machine was called ' El Cangrejo' (The Crab). The machine was powered by 3 red painted Hispano Suiza engines of 220 hp each. The machine reached with a weight fully loaded a cruise speed of 160 km / hour. Leaves the question who were B-C-D around 1918 / 1919: B was Jose Barcala was the son of the man who financed the B.C.D. firm C is Juan de la Cierva who between 1913 to 1919 completed an engineer study in roads -, channel and harbor construction. (No specific aeronautics study). D is Pablo Diaz was a carpenter and whose father had a wood working factory Remains the question what came of the bomber competition. The B.C.D El Cangrejo did not win, but were there other contestants and who won? Or was this a competition without winners 143.jpg 143-1.jpg 144+ Bonamy aeroplane [l'aeroplane a quatre ailes Ernest Lucien Bonamy] Bonamy's airplane was built in Poignet's factory of Reims. The wings were fixed to a Poignet fuselage. The weight of the plane was around 640-650 kg (1410 - 1430 lb) It did its first flight the 31st of january 1914 on the aerodrome of Reims. Bielovucie was the pilote, Bonamy was onboard as passenger. Other flights were done the same day with Vedrine and Alfred Poignet. Bonamy's airplane was powered with a 70 hp Gnome. During the test the speed was about 100-105 km/h. This is the unique Bonamy aeroplane which was entered in the Concours de Securite of 1914. The two tandem wings were different as the front wing had a greater dihedral and the rear wing had sweepback. Little (or next to nothing) is known about the machine, but it did fly evidenced by a picture. Possibly the French magazines (L'Aerophile) of the time reporting on the Concours de Securite of 1914 have written something or at least noticed the machine. 144.jpg 144-1.jpg 144-2.jpg 145. Gotha LE 2 Taube 145.jpg 146+ Brandenburg GDW [torpedo bomber with Marine nr. 746] The one and only Brandenburg GDW torpedo bomber with Marine nummer 746. 146.jpg 146-1.jpg 146-2.jpg 146-3.jpg 146-4.jpg 147+ Bleriot 53 [Bleriot LIII Type 53] This is the beautiful Bleriot LIII (Type 53) picture taken at Buc, where it is lifted in flying position by the mecanicians. Type is from 1915 and the first foray of Bleriot in twin-engined machines. The engines were 10 cylinder Anzani engines of 100 hp. The Bleriot LIII lost out against the Caudron G.4. The front part of the fuselage (la 'cabine') of the Bleriot LIII was hanged a few years as a memento from the ceiling of the Bleriot factory at Suresnes. As often done (for instance Spad) this was to remember the workers of earlier failures and to do better next time 147.jpg 148+ Swiss Hafeli DH-3 from 1917 The Swiss Hafeli DH-3 from 1917 with a carefully painted out Swiss emblem on the fin and on the fuselage '598'. One of the machines he built was an original DH-3 from 1917 vintage with the original Argus inline engine. The second machine was a later vintage DH-3 with a Hispano-Suiza engine and Handley Page slats. The Hafeli DH-3 had an exceedingly long life (as everything has in Suisse ) coming out in 1917 the last examples were still active in the 1930's. About one hundred examples of the DH-3 were built. So there no Swiss Patents for the designer of the machine August Hafeli. 148.jpg 149+ General Aeroplane Co. prototype [G.A.C. Verville Pusher Seaplane / Gamma S] The prototype of the General Aeroplane Co. (GAC) second product, a 2 place pusher intended for military uae,designed by Alfred Verville in Nov. 1916. The machine was initially tested on floats on the Detroit River, but the onset of winter made a change to a wheeled undercarriage necessary to continue testing from the ice of Lake St. Clair. Unfortunately on its first flight with the wheels it overshot its landing and crashed in open water being destroyed. 149.jpg A head-on view of the prototype with J. D. Smith in the rear seat. Note the lack of any windshield on the plane and the hangar doors now painted with the General Aeroplane Co. sign. 149-1.jpg GAC's second airplane in November 1916, a two place pusher float plane designed for the military. Designer Alfred Verville sits in the front observer/gunner seat, test pilot J. D. Smith in the rear. 150. Bristol T.B.8 No.1227 150.jpg A special wing built by Armstrong Whitworth based on the Phillips entry (?) principle was fitted to Bristol T.B.8 No.1227 which after the deletion of the machine (21 June 1916) were fitted to T.B.8 No. 1217. 150-1.jpg 150-2.jpg The Bristol Coanda TB 8 tractor bi-plane. This aircraft saw service with the RNAS during 1914 and 15, its RFC serial No. was 698 and its works No. was 342. This aircraft had a modified tail and was wrecked on the 19th July 1915 at Headcorn. 151. Partridge-Keller Biplane [built as exhibition flier for Katherine Stinson] The Partridge-Keller Bi-plane, also known as the "Looper". It was powered by an 80hp Gnome rotary and later by an 80hp Smith 6-cylinder radial. It was specially built for Katherine Stinson for her exhibition flights in North American and the Orient. 151.jpg 152. Maagen 3 / OV Flyingboat F.B.V [Orlogsv?rftet F.B.III Flyvebade Biplaner] 152.jpg- 153- Zodiac Spiess 1st version [Zodiac rigid airship Spiess 2nd configuration] 154+ Caudron R [1915] Only few is known about this float plane. End 1914, the Aviation Maritime orders make mention of a Caudron floatplane powered with a 120 hp Salmson, it was a two-seater single-engine floatplane. In february 1915 this Caudron is tested at Frejus Saint-Raphael but it seems that it failed. July 1915 the records mention it as at Lyon (Caudron factory). Finaly the plane was accepted in october 1915 (pilot Maicon), modifications were : the increase of wing surface and a new engine (the 150 hp Canton-Unne). In spite of a long operational life (october 1915 to february 1917 on the Mediterranean theatre), the Aviation Maritime never ordered other floatplanes of this type. Why ? Nothing known about bad flying performance, but Lucien MORAREAU (*) gives 2 reasons : 1/ The interest of Aviation Maritime for the twin-engine Caudron R4 (floatplane type) (end 1915) 2/ All the production of the Caudron factories was for l' (and not for the navy). Technical features (usely given) : wing span : 15,75 m length : 8,40 m height : 3,10 m wing surface : 40 m2 weight : 700 kg engine : 150 hp Canton-Unne R9 speed : 110 km/h crew : 2 Used by the french Aviation Maritime from october 1915 to february 1917 successively at "escadrille de Brindisi", "escadrille de Port Said", "CAM de Salonique". It was back in France at Frejus Saint-Raphael in february 1917 and disappeared from the official register. Military serial : C4 154.jpg 154-1.jpg 154-2.jpg A picture taken at Brindisi (end of 1915) 155+ Bleriot 67 with four 100hp Gnome 9B engines [1916 Bleriot LXVII type 67] Bleriot 67 with four 100hp Gnome 9B engines. Only one built. 155.jpg 155-1.jpg Herewith a Patent drawing of Bleriot showing the special engine configuration, very closely resembling the real Bleriot LXVII. The placement of the four engines was intentionally as closely together as possible, without coming dangerously close to the fuselage. 155-2.jpg A Patent drawing of Bleriot for a four engined quadruplane machine. 156. Nieuport 13 [Nieuport XIII] 156.jpg Nieuport 13. The span of the wing span is larger than the 12. No sweep back on the lower wing. Only 2 of them built. The product of combining an Nieuport XII airframe with an 80 hp Le Rhone engine, here is the Nieuport XIII, of which only two photographs have been found 157+ Leon Arsene Brissard's twin ducted-fan North Pole monoplane [disqualified] Leon Arsene Brissard's twin ducted-fan North Pole monoplane 157.jpg 157-1.jpg 157-2.jpg 157-3.jpg 158. Albatros B.II 158.jpg 159. Colliex-Janson experimental seaplane of 1914 [Jeanson-Colliex flyingboat] Span was 27 meter, empty weight 4700 kg and loaded weight 6700 kg. It was intended to carry 10 passengers, or fuel for 15 hours of flight with a crew of 4. It apparently did fly, but certainly not for 15 hours. 159.jpg This is the Jeanson-Colliex Hydravion geant (giant flying boat), here shown in its last modified version of 1914. This version can be distinguished from the original version by a shorter rudder and even bigger dimensions. The machine was gigantic with a double engine (Chenu AH6 6 cylinder of 230 hp each, with a total of 460 hp) driving a single four-bladed propeller of 5,0 meter. Surely the biggest in the epoque. 159-1.jpg Here is another picture of the first version. 160+ Sunbeam Bomber [only Sunbeam designed aircraft, 1 built] Sunbeam Bomber, the only machine produced by Sunbeam of their own design. 160.jpg 161+ Schiefer-Robbins RS [1917 Pursuit Trainer, 1 built] Frank Schiefer was a prominent San Diego office furniture builder, who financed the building of the machine. The machine was a very lightweight fighter machine strongly resembling a Nieuport 28 with the landing gear resembling that of the S.E.5. The machine had a very high performance (147 miles/hour) and made about 100 flights without any failure or breakage. Striking is the last paragraph of the article: Quote: Perhaps the most significant thing that caused the demise of this unique aircraft was the fact that it just priced itself out of production. After paying as much as $5,200 for the nine cylinder engine, the completed aircraft was offered to the Army at a ridiculously low-price of $12,000. Washington laughed at the price--they were used to paying over $25,000 for aircraft that could attain speeds of only 100 mph., and could not conceive that such a low-price aircraft could perform as promised. 161.jpg The man who is holding the machine at the tail is Nova B. Robbins, the designer of this fighter, designed for combat use in WW1. Robins was a civilian flight instructor, who died in the winter 1918 influenza epidemic. 162. Gabardini Monoplane of 1917 162.jpg 162-1.jpg 163+ Germania B 1 [Germania B.I] 163.jpg 164. Boeing B & W [d i s q u a l i f i e d / see Challenge 077] 164.jpg 165+ Knoller B.I (Th) Series 35 built by Thone & Fiala [Series 35.8] The machine is exceptional because it was a wireless wing design (warren-truss wing cellule). This machine is the Knoller B.I (Th) Series 35.8 which was structurally disastrous. Excessive fuselage twisting and deformation of the outer wings. There were many modifications made to the first and second prototype, but that resulted in not appreciably better performance. After five production machines (35.81 to 85) the Flars ordered ten extra production aircraft (35.86 to 35.95). Only one of these fifteen machines was shortly flown. After that feat all were placed in storage, never to come out again. Those built by Aviatik were not better. On the 31 december 1915, Aviatik had a contract to built 32 Knoller B.I (Av). The first 35.01 had structural failure and disastrous flight performances. 35.02 elevator horns broken, observator seat of 35.07 broke through the fuselage, ... Only 4 aircrafts were assigned to training or test units : 35.03, 07, 08 and 12. 165.jpg 166. Lebed XIV (aka Lebed Grand) [Лебедь-Гранд or Type XIV] 166.gif 167. Grigorovich M.16 floatplane 1916 [Finnish captured machine / disqualified] 167.jpg Finnish captured machine 168+ Danish Berg & Storm Monoplane [B&S No.3] The machine was designed by Olaf Berg (aerodynamic expert) and Louis Storm (statics expert) for the shipbuilders firm Burmeister & Wain in Denmark [Burmeister og Wains skibsbyggeri]. Olaf Berg was one of the early flying pioneers being in 1908 in Paris, where he saw Farman, Bleriot and Levasseur fly at Issy-les-Moulineaux. The first machine had a Anzani 3-cylinder engine of 30 hp bought from France, but apparently it was not used, because the first machine flew with a 35-40 hp Labor-Pickert engine. The machine crashed during an early training flight, being a complete write-off. Exit B&S No.1 : this one is not on the picture. The second machine was ready in 1911 and was in layout similar, but with a fuselage of triangular shape. and an engine of Danish design by Niels Peterson (3 cylinder at ca. 50 hp). History repeats itself because in 1911 owing to engine trouble the machine had to make a crash landing and was a complete write-off. Exit B&S No.2. They persevered in the old times, so a third design was made and built. Actually that is the one on the picture. The machine was almost identical to B&S No.2 but wings were shortened so wing area was reduced to 14,5 m2, which resulted that the machine became a single seat machine. The machine was bought by the Danish army and served with great distinction till 1914, to get the honour within the Breguet rules of being included in this Challenge. The museum B&S No.3 is the original which was held somewhere in storage till 1927 and then cleaned and exihibited in the Copenhagen museum. Comments in the WW1 Aero article give the impression that the museum model was "more than cleaned" and actually somewhat modified as is almost always done in restoration (Yes, I am not a great fan of restoration, more of conservation. I do not like brand new looking Halberstadt machines in 2007 ). By the way the machine is described as 'a combination of Nieuport and Antoinette' designs. 168.jpg 168-1.jpg 169+ Gotha Buchner Biplane [Bruno Buchner designed 4-bay Gotha] This machine was built by the Gothaer Waggonfabrik AG, Abteilung Flugzeugbaur, Gotha in 1913. This four-bay (Vierstielig) rigger-nightmare machine was designed in 1913 by one of the designers of Gotha, Dipl.-Ing. Bruno Buchner. Most - or all - of our contestants saw a three-bay machine in it. The span of the machine was 20 meter, with the lower wing being constructed "loose" from the fuselage. Power was provided by an Argus As II of 120 hp, driving a two bladed propeller. Obviously the machine was in use as a trainer (Schuldoppeldecker) for the German Marine, looking at the uniforms. 169.jpg 170+ BFW N.I [Bayerische Flugzeug Werke two-seater triplane night bomber, 1 built] The B.F.W. N1 is a two-seat triplane night bomber, of which only one was built. It carried 744kg of bombs, had a 260hp Mercedes D IVa engine, weighed 1,500kg empty and 2,500kg loaded. It was armed with a single parabellum gun for protection. Exotic in the machine was the double elevator and of course the triplane configuration (two-bay) at this late stage of the Great War. The machine appeared in 1918 in the aftermath of the triplane era. 170.jpg 170-1.jpg 171. Grinnell-Robinson Scout [1915 Robinson parasol monoplane at Grinnell, Iowa] With this aircraft, in October 1914, Billy Robinson made a great success in non-stop flying from Des Moines to Ketland (Indiana), flying more than 4 hours on approximately 390 miles and exceeding the precedent non-stop flying record by 125 miles. 171.jpg 171-1.jpg Robinson monoplane landing. This aeroplane was built in 1915 at Grinnell, Iowa, USA. 171-2.jpg Robinson monoplane. 172+ Royal Aircraft Factory Aerial Target of 1917 [RAF AT] The Royal Aircraft Factory "Aerial Target" of 1917. It was designed by H. P. Folland and used the experimental radio-control system of Professor Archibald M. Low. Five or six machines were completed by July 1917 and it seems that 3 test flights were attempted, July 6, 25 & 28, all resulting in crashes. 172.jpg The photo show the machine on its 150 ft launch track. 173+ AGO Gitterschu biplane [AGO Militardoppeldecker mit Gitterrumpf] This machine is from the AGO (Aviatik Gustav Otto)-Flugzeugwerke from Berlin-Johannisthal. This machine is commonly known as Militardoppeldecker (Military biplane) with Argus engine. The machine has bar-structured tailbooms (German : 'Gitterrumpf') with front-wheels and an MG in the front. Machine was an experimental type from 1914. AGO built during the same time a Seedoppeldecker - the same type on floats - which was more succesfull. Five of these were actually bought by the German Marine, No. 65-69. 173.jpg 174+ Atlantic Battleplane [Heinrich Atlantic Battleplane of 1916, 1 built] The Atlantic Battleplane (military attack-bomber) of 1916, powered by two Aeromarine 6 engines of 92 hp each. Span; 45'0" length: 28'6". The machine was designed by A S Heinrich. Only one machine was built, which was never acquired by the US Army. 174.jpg 175. Sopwith Bee [re-engined radial powered from original rotary] 175.jpg 176. D.H.5 [Airco D.H.5 scout] 176.jpg 177. Loughead F.1.A., a land based variant of the F.1 seaplane [California] 177.jpg The machine is taking off from California on a cross-country flight to Washington D.C., which ended in a crash in Arizona due to engine failure. 178+ R.E.9 [A.2561 fitted with a 265hp Sunbeam Maori engine. one of 2 known R.E. 9] The machine is an R.E. 9, one of 2 known to have existed, both, as John suggests, conversions from R. E. 8s. A.4600 was fitted with the standard R.A.F. 4a engine, while A.2561, the machine pictured, was fitted with a 265hp Sunbeam Maori engine. J.M. Bruce suggests that this was probably to give the R.F.C. an opportunity to evaluate the engine, which was in use by the R.N.A.S. 178.jpg 179. Salmson-Moinena SM1 [SM 1] 179.jpg- 180. Mexican TNCA microplano (serie C) [TNCA Series C Microplano Veloz, 1 built] 180.jpg- 181. Пороховщиков П-IV 2 бис [Alexandr Porohovschikov P-IV 2bis trainer] 181.jpg Пороховщиков П-IV 2 бис 182. Wight 840 Land Plane 182.jpg Wight 840 Land Plane 183+ Burgess Type O (Gunbus) pusher biplane [36 acquired by the RNAS] The Burgess Type O (Gunbus) pusher biplane of which 25 machines were bought by the RNAS, numbers 3657 to 3681. The machines were not very succesfull because all 25 of them were deleted in May 1916, some after very little use. All were used at Hendon, probably for training. 183.jpg 184+ Friedrichshafen N.I night bomber built in 1917 in a single example The Friedrichshafen N.I night bomber built in 1917 in a single example. 184.jpg 185. First Staaken Riesenflugzeug then called VGO.I [Gotha LD 5 in background] 185.jpg This is the very first Staaken Riesenflugzeug then called the VGO.I. VGO stands for Versuchsbau Gotha-Ost. The picture shows the machine in the spring of 1915 in its original form. The picture gives the impression of a publicity picture with a small biplane in the neighbourhood for the size, even as the development of this machine was in all secrecy. 186+ Curtiss Model C-1 Canada of 1915 The Curtiss Model C-1 Canada of 1915. Design and construction of this large aeroplane was done in the new Curtiss plant in Toronto. [source : Peter M. Bowers. Curtiss aircraft 1907-1947] Machine was ordered by the RNAS in the unbelievable quantity of 100 pieces [9501-9600] and one prototype [3700]. The prototype was delivered (as the Curtiss Canada Model C Tractor Biplane) in june 1916. On the picture of Dave we see the machine in England (Farnborough) as the machine was modified there with bracing struts for the overhanging top wing. The machine was not succesfull in the UK and the 100 machines ordered were cancelled. There is mention that in Canada 11 machines were built (series production ), but according to Bowers nothing is known about them. Though ordered by the RNAS, the machine(s) was/were delivered to the RFC. The prototype Model C was followed by the 10 production machines, which carried manufacture's designations C2, C4 - C 12. These received serial numbers A5215 - A5224, probably only for administrative reasons and it is doubtful that they were ever fully reassembled in England. CURTISS: THE HAMMONDSPORT ERA 1907 - 1915; "The Canada was significant for several reasons, including the installation of a Sperry designed auto-stabilizer and bombsight. It was also the first twin-engine aircraft to be built in Canada, the first aircraft of Canadian design to go into production, the first Canadian design intended for military service and the first bomber of Canadian design." 186.jpg 187+ Robey-Peters Tractor Scout of 1915 The Robey-Peters Tractor Scout of 1915, where in the Fighter book of J.M. Bruce (Volume 2) it is believed that a 80 hp Clerget was intended but never fitted. The machine was completed, but never flown. For reasons unknown, to me at least, neither the intended engine nor a suitable alternative, was ever delivered. After waiting at Hendon for some time for the delivery of an engine, the machine was returned to the factory in Lincoln and put into storage. The company was primarily a sub-contractor, but they did open a design office with the hope of selling their own products. During the war they came up with 3 designs, one was a pusher scout that was never built and there was this small tractor scout, to be powered by an 80 hp Gnome. Their third product was a larger machine of which 2 were built. 187.jpg 188+ Caudron O2 [Type O, Type O2 or Type 20 possibly a registration of the STAe] The very little known Caudron high altitude single seat fighter of end 1917 / begin 1918. The machine should have a ceiling of at least 9000 meters. This fighter was not proceded with as performance was inferior to the SPAD Spa.XIII. Looking at unretouched pictures in James Davilla French aircraft of the first world war, you will see the cowling is the same as on the retouched picture, but the open parts at the cowling have been retouched out also. The designation cannot be reliably traced (or proved). The machine is variously known as the Type O, Type O2 or Type 20 [possibly a registration of the STAe]. 188.jpg 189+ Andermat bomber of 1916 [Andermat Aeroplane Co of Sunnyvale CA] The almost forgotten Andermat bomber of 1916, of USA origin. The machine was built by the Andermat Aeroplane Co at Sunnyvale CA. The name Andermat is formed of the names of the man that initiated the firm (M stands for Robert P Matches, the rest is not known). Their intention was to built a bomber for the US Army, which resulted in a big machine (span: 72'0" length: c.38'0"), with some remarkable engineering aspects. So there was a double tail (closely mounted together), double interplane ailerons and two tractor engines closely placed together alsmost at the nose of the craft. The machine was first flown by Roy Francis on 16 April 1916. You can find here a unique picture of Francis in the cockpit of the Andermat bomber. Interesting to view the early flight control apparatus and to see that he is right in the neighbourhood of the radiators, definitely blocking a part of the forwqard vision. The machine was evaluated by the US Army (San Diego and Kelly Field in Texas) but was not ordered. A military contract of 21 machines was not fufilled. What we see here is the one-and-only Andermat bomber. The machine has been covered in the magazine WW1 Aero No. 94, 100, 142, 176. I have not studied these at the moment, but there may be a lot in it about this rarity. 189.jpg 190+ Krieger Eindecker [Krieger KK 5 Parasol] 190.jpg 191+ Adamoli-Cattani [1918 Italian design] This 1918 Italian design was supposed to be the fastest fighter of WWI at 300 kph (186 mph). In reality the 300 km/hour were estimated performance data. The design of Adamoli and Cattani was based on the most powerful rotary engione of that time (1918), a Le Rhone type giving 200 hp. When the machine was flight tested it was quickly realized that the Le Rhone rotary only delivered 160 hp. The machine was seriously underpowered. Flight testing was quickly halted, probably without any high speed, let alone the promised 300 km/hour. Span was 8,60 meter, length was 6,10 meter. 191.jpg 192+ Johns Multiplane of 1919/20 [7 wing, 3 engine Herbert Johns design] The USA Johns Multiplane which comprised of seven wings, six ailerons, and three Liberty engines. Created by Herbert Johns, the few reported flights of the aircraft ended ungracefully and the plane was scrapped. Dated somewhere between 1918 and 1920. 192.jpg 193+ Labourdette-Halbronn 1918-1920 [Halbronn HT.2] This is the Labourdette-Halbronn double hull triplane torpedo bomber of French origin 1918-1920. About the reference . This machine is almost always referenced as a Labourdette-Halbronn triplane (look at the RAF Museum Thesaurus). The only reference of a designation is in Davilla French aircraft of the first World War, where two variants are given. The H.T.1 is described as the original (prototype) machine whcih was followed in 1919/1920 by two examples of the H.T.2 allegedly a more powerful version of this machine. The H.T.1 had two Hispano engines of 200 hp each. The H.T.2 had two appreciably more powerful engines, Lorraine rated at 350 hp each. To continue on the codes H.T., they stood for Halbronn and Tord. Robert Halbronn was the designer of the machine and Tord (no first name) was responsible for the engines. Technical features of the Halbronn HT.2 : wing span : 20,15 m length : 11,76 m height : 5,24 m wing surface : 120 m2 empty weight : 3246 kg all-up weight : 4620 kg engine : 2 x 350 hp Lorraine 12Dc speed : 125 km/h crew : 3 The features of the Halbronn HT.1 are a little different : wing span : 18,00 m length : 11,36 m height : 5,64 m wing surface : 110 m2 empty weight : 2000 kg all-up weight : 3300 kg engine : 2 x 200 hp Hispano-Suiza 8Ba speed : 125 km/h crew : 2 193.jpg The Halbronn HT.1 in 1918 at Frejus-Saint-Raphael 193-1.jpg Halbronn HT.2 193-2.jpg 193-3.jpg Le Halbronn-Tord 194. Tereschenko № 5 bis [Tерещенко № 5 бис] 194.jpg 195+ Nakajima [Nakajima Type 1] The Nakajima Type 1 (details & pic from Putnam's 'Japanese Aircraft 1910-41' P.199 Built and tested in 1918, powered by a 125hp Hall-Scott motor. The Type1-1 crashed on its first flight & was rebuilt as the Type1-2; this crashed on its third flight and was rebuilt as the Type 1-3; again, this crashed after its first flight and was rebuilt as the Type 1-4. This in turn broke apart in the air, again on its first flight, and was destroyed. 195.jpg 196. Euler D.I 196.jpg 197+ Vought VE-8 The VE8 was a development of the VE7 with a more powerful engine, but with other differences such as the low-set upper wing attached by a fairing to the fuselage, It had poor performance and only 2 were built. 197.jpg 197-1.jpg 197-2.jpg 197-3.jpg 198. S.I.A.I. S.8 flying boat 198.jpg- 199+ French Latham Trimoteur [Societe Latham & Cie H-5] Six machines were ordered in 1918 and built for the french . A first group of three was built in 1919. The machines were fitted out with 3 x 340 hp Panhard-Levassor 12Cb, but because of the poor reliability of the engines the second group, built in 1921, was fitted out with 3 x 350 hp Sunbeam Cossack. The propellers were all four bladed (see following picture). The six machines were used at the CAM of Cherbourg (CAM : Centre d'Aviation Maritime) and next by the escadrille H103. Technical features of the Lathan trimoteur (for the P&L type) (1) : engine : 3 x 340 hp Panhard-Levassor 12Cb (first group, 1919) or 3 x 350 hp Sunbeam Cossack (second group, 1921) wing span : 31,17 m length : 18,20 m height : 6,00 m wing surface : 180 m2 empty weight : 4700 kg all-up weight : 7190 kg speed : 150 km/h operational ceiling : 3000 m range : 950/1000 km crew : 5/8 199.jpg 199-1.jpg A Latham trimoteur (P&L engines) in 1919 at Cherbourg (note the biplane tail with triple fin and the four bladed propelers). 199-2.jpg A Latham trimoteur seen in 1921 at Cherbourg, this machine is fitted out with Sunbeam engines. 200. Sopwith Bee 200.jpg- 201. Sopwith Dolphin prototype revised 201.jpg Sopwith Dolphin prototype revised 202+ Danish Flyveskolens V?rksted D.K.-II powered by a Gnome rotary of 50 hp The Danish Flyveskolens Vaerksted D.K.-II powered by a Gnome rotary of 50 hp. This trainer was operational from 1916 to 1924 in the Danish army flying force. There was another machine with the designation D.K.-I which only differed in the engine used, a Renault 70 hp (a V-8 engine) 202.jpg 203. Swedish Triplanet aka Thulin triplane [FVM Thulin-powered Triplane] This was first own design of FVM (the Army Aviation Company's workshop at Malmen). The aircraft was intended for advanced training. It was flown for the first time in September 1918. The aircraft behaved well in the air and was flown by several pilots. However, in April the next year it came into an uncontrollable spin. Both aboard were killed in the crash. The Triplane was fitted with a 90 hp rotating Thulin A engine. Length: 6,50 m. Span: 9,00 m. Maximum take-off weight: 990 kg. Max. speed: 150 km/h. 203.jpg Lieutenants Paul af Uhr and Nils Rodehn in front of the Triplane. The latter made the maiden flight with the aircraft. 203-1.jpg Model displayed at Flygvapenmuseum (Swedish Air Force Museum). 204+ Rolland Twin-Tractor Monoplane of 1914 powered by one 90 hp Curtiss OX This is the Rolland Twin-Tractor Monoplane (with two tractor propellers powered by a 90 h.p. Curtiss OX engine) a USA airplane from 1914 which had 'automatic stability' by using a device with compressed air. Probably a search in the US Patents will reveal what it was. The machine was perhaps ultra stable, but it did not fly or crashed almost immediately, your choice 204.jpg 205+ Lebed VIII [Лебедь-VIII] 205.jpg 206. Lohner/Albatros sS 3 [Albatros-built K.u.K. Seeflugzeug Type S hull# sS 3] 206.jpg The K.u.K. Seeflugzeug Type S with individual code sS 3 is a training flying boat [Schulflugboot] built by Albatros powered by a Stahlherz 80 hp rotary, which came into service on 16 January 1916. The caption gives that the picture shows Leutnant Banfield in Triest after an unsuccesfull action against a French aircraft on 14 March 1916. The ultra-sharp picture in the book clearly shows a machine gun in front of the pilot. 206-1.jpg 207. Kondor E.III [designed by Walter Rethel w/ Oberursel Ur III of 140 hp] 207.jpg- 208. BFW-built Albatros C.X 208.jpg BFW-built Albatros C.X 209. Short S.41 Tractor Biplane with 100 hp Gnome of RNAS 10 209.jpg Short S.41 Tractor Biplane with 100 hp Gnome of RNAS 10 210+ Fokker V.2 or V.3 [Fokker V.3] One of the Villehard Forssman/Hugo Junker-influenced Fokker prototypes with the cantilever thick-airfoil plywood wings. 210.jpg 210-1.jpg The V.3, which in its original form looked like this. 210-2.jpg Probably Fokker wanted to try another arrangement on this experimental plane, because the wing radiator was replaced by 2 narrow ear radiators athwart of the fuselage. Here you see a picture of this arrangement from behind. 210-3.jpg This is (an enlarged) still of the start of a movie shot in the experimental section of the Schwerin works of Fokker. At the right can be seen the craftsmen, probably the best of the Fokker factory. At the left in front you see the uncovered nose of the Fokker V.2 with in the backgrond the covered fuselage of the Fokker V.1. 210-4.jpg 210-5.jpg 210-6.jpg 211+ Union Floatplane [Union-Flugzeugwerke GmbH Berlin-Teltow Wasserdoppeldecker] This machine was built by the Union-Flugzeugwerke GmbH in Berlin-Teltow (Germany), a really small prewar airplane factory which existed from 1912 to 1916. But there were some famous names in the history of the Union-Flugzeugwerke Dr Josef Sablatnig (1868-1945) set with a Pfeil-Doppeldecker (constructed and built by Ing Karl Bomhard) a new world record on September 27, 1912 with three passengers to a height of 1,120 metres. By the end of 1912, the two were joined by Georg Konig and formed the Union-Flugzeugwerke GmbH in Berlin-Teltow (Germany). Up to 1916 it designed aircraft, but lack of orders led to the take-over of the company by the Norddeutsche Flugzeugwerke. The aircraft all had a characteristic wing in the shape of an arrow. This design proved to be insufficient and was later abandoned. In 1915 he constructed his first seaplane and in 1916 he formed the Sablatnig-Flugzeugbau GmbH in Berlin. The unique Union Wasserdoppeldecker (biplane seaplane) was designed in 1913. The 3-bay floatplane was powered by a 120 hp Austro-Daimler engine. The machine was bought by the German Marine and got the designation 73 (if the German number painters were secure ). The machine crashed before the start of the war. The Union-Flugzeugwerke made a few own designed aeroplanes. Almost unknown is the Union G.I (yes a Grossflugzeug) of 1915 with four (!) engines (115 hp Daimler). Is quoted as one of the first German 4-engined planes. The machgine was not accepted by Idflieg, so the designation G.I may be spurious. Have never seen a picture or drawing of the Union G.I. So there are still machines to finds out. 211.jpg 212. Sopwith Triplane [Captain Vernon Brown looping N5430 at Ordfordness] 212.jpg The picture is one of a sequence of three taken that show Captain Vernon Brown looping Sopwith Triplane N5430 at Ordfordness. Taken by a Lt. Hammond from a Sopwith 1-1/2 Strutter. The camera used could make one exposure per second. 213. Curtiss Model CB (Curtiss Battleplane) built in 1918 213.jpg- 214- Connecticut Aircraft Company DN-1 of 1917. 1st US Navy airship, BuNo A-127 215+ Audenis C2 two-seat fighter This remarkable machine is known (if it is known at all ) as the Audenis C2 two-seat fighter or probably the Audenis-Jacob fighter as it was a dual production. Charles Audenis (born on 6 October 1889 at Lyon, died 9 March 1963) got his brevet de pilote N°788 on a Henry FARMAN on 9 March 1912. Audenis was accepted as a pilot in the Aviation Militaire, though physically in bad health. In late 1916 Audenis was released from the Aviation Militaire to work on the design of a new aircraft. Little is recorded of this machine. The only information comes from a French magazine article from 1928, giving that the machine had a 130 hp Clerget and a speed of 180 km/hour. There is no mention of his co-designer Jean Jacob, but probably he was there too. The machine was not accepted by the Aviation Militaire / S.T.Ae. Audenis returned to his Escadrille in June 1917. There are rumors that the machine was actually built by the firm Barron-Vialle. The Barron-Vialle firm was specialised in luxury cars (pre-1914) and during the war army vehicles, cars and all sort of rolling stock. 215.jpg 215-1.jpg 215-2.jpg 216. Burgess-Dunne [1916 US Navy Burgess-Dunne No. 3, built under license] 216.jpg a Burgess-Dunne No. 3, in service with the US Navy in 1916, built under license to J.W. Dunne in England. 217+ Lohner 10.20 (type AA) [1916 Lohner D.I Series 111 prototype] The Lohner D.I Series 111 was approved for development in August 1916. Serial 10.20 was the first prototype and was ready for trials on September 5. It was ground tested by Lohner test pilot Karl Kriger, seen sitting on the wheel in this picture. He found numerous problems including poor taxiing stability, too-small control surfaces and poor cockpit visibility. So this particular aircraft never even got as far as a take-off run; it was returned to Lohner for modifications. A re-worked 10.20 with a lengthened fuselage was ready by late November, but control problems continued to plague the design and it wasn't until December 29 that Kriger attempted a test hop. The plane actually became airborne, but on landing cracked several wing ribs. The aircraft would see several more design turns that eventually resulted in an actual first flight, but with all the modifications and redesign, it's hard to regard this as being the same aircraft. 217.jpg 218. Siemens-Schuckert D.I D.3506/16 [Jasta 7 aircraft] 219+ This is a photo of the Aviatik R III Civil Transport, which according to THE GERMAN GIANTS, never actually existed. It seems that post-war, Aviatik was interested in getting into the airline and air mail business. They launched a publicity campaign around beautifully retouched photos like this, to make their proposed machine look built and ready for service. In fact, their 18 passenger machine never progressed past the design stage. Aviatik was building 3 Staken R. VIs toward the end of the war, serials 50 - 52. 52 was delivered, but the other 2 remained unfinished at war's end. They got permission to complete these as commercial aircraft and 50 was completed as an Staken R. XVI. It may have served as the basis for the retouched photo. 219.jpg 220+ Gourdou-Leseurre C 1 [Gourdou-Leseurre GL.a] The 9th january 1917 Charles Gourdou and Jean Leseurre filled the pattent FR504302 for a monoplane with a heighten wing. Three additives were filled later for that plane : FR22526 (19 march 1917), FR22527 (5 april 1917) and FR22528 (13th june 1917). A prototype is immediately ordered by the "Ministere des Inventions", the minimum speed expected is 140 km/h. The plane is finished at the end of 1917 and starts its manufacturer tests at Villacoublay. After several modifications, the official tests begins the 10th mai 1918, Lt Lebeau is the pilot . The speed reached is 240 km/h (with a 180hp engine... ). In 1918 part of the french military authorities is opposed to monoplanes. After the crash of a Morane-Saulnier monoplane, the Gourdou-Leseurre GL.a is retired. Its successor the Gourdou-Leseurre GL.b is built with a reinforced framework (one of the visible modification is the double "wing pylon" of the GL.b). The GL-B3 was built in 1922-23, 20 were ordered. Technical features of the first Gourdou-Leseurre : engine : 1 x 180 hp Hispano-Suiza 8 AB wing span : 9,00 m length : 6,60 m height : 2,30 m wing surface : 16,65m2 empty weight : 600 kg all-up weight : 786 kg max speed : 242 km/h ceiling : 7000 m range : 300 km crew : 1 220.jpg 221. DFW Mars-Doppeldecker [DFW Mars Pfeil Doppeldecker] 221.jpg 222- Chalais-Meudon CM-5 [1918 French US Gov. airship purchased by Goodyear 1920] 223. Christofferson Tractor [1914 Christofferson Tractor prototype] Silas Christofferson's 1914 three-place tractor biplane being "tuned up" near Lone Pine, Inyo County, California, in preparation for his historic flight over Mount Whitney (elev: 14,494'). Powered by a 100 h.p. Hall-Scott motor with a cruise speed of +60 mph, the 1914 had a span of 39 ft and was fitted with distinctive tricycle gear. Starting from the Owens Valley, and carrying a camera to capture a few aerial snap-shots, Christofferson crossed the highest point in the lower 48 states at an altitude of roughly 16,000 ft (4877 m) on 25 June 1914. According to some sources the flight had set the world's altitude record - however doubtful considering feats achieved by European aviators of the day. Nevertheless, the "official" American altitude record was set later that summer in Overland Park, Kansas, when on 6 August, Pennsylvania native DeLloyd Thompson flew his Gyro 80 tractor motor Day aeroplane to a dizzying height of 15,256 ft. Although the only 1914 Tractor produced was unsuccessful at the 1914 San Diego military trials, the Christofferson Aircraft Mfg. Co. 1915 Tractor, a V-8 Sturtevant-powered, 47 ft span biplane, based on the Christofferson 1914, prompted orders from the Mexican constitutionalist armies. Quantities delivered are uncertain, but it is recorded that several Christofferson biplanes were in the inventory of the Flotilla Aerea Constitucionalista, - later formed into the Arma de Aviacion Militar del Ejercito Constitucionalista (05 Feb 1915). Silas Christofferson was killed in flying accident on 31 Oct 1916. 223.jpg 224. AGO W2 [1913 Ago Seedoppeldecker, copied from the Avro 503] Gustav Otto (born 1883) - after getting his pilotlicence in 1910 - started a aeroplane firm in Munchen with the name AGO Aeroplanbau Otto & Alberti in May 1911. It got a new name in June 1911 (quick!) Flugmaschinen-Werke Gustav Otto. The Munich part of the firm was sold in 1916 to become the Bayerische Flugzeugwerke (BFW). There was a subsidiary in Johannisthal the socalled Johannisthal Vertriebstelle der Otto-Werke, which continued as a seperate firm as AGO Aviatiker Gustav Otto in summer 1912. Later the name was again changed to AGO-Flugzeugwerke GmbH Berlin-Johannisthal. The original name AGO becoming here an acronym without a meaning. Looking in the list of German seaplane Numbers 1911-1918 I found the following information on the relevant AGO tractor seaplane (there are other seaplanes by Ago that were pushers). D 19 Ago 100 hp Oberursel (first Avro copy built by Ago) 30-39 Ago 100 hp Oberursel (Avro copy) The AGO Seedoppeldecker was a copy of the Avro 503 (built probably under licence) which was powered with a 9 cylinder Gnome rotary (licence built by Oberursel) . The prototype (D 19) was presented to the Deutsche Marine in January 1914 in Holtenau. The series production, although completely built, was not succesfull in use. After this 10 examples no more were built. After that the German Marine ordered the seemingly old-fashioned Ago-Gitterrumpf types: 65-69 Ago (engine Argus As.III), a pusher patterned on the Wight biplane purchased from England in 1913 70-72 Ago pushers (of which 71 and 72 were not accepted by the Deutsche Marine). 224.jpg 224-1.jpg 224-2.jpg 225+ Caspar D.I [1918 Hanseatische Flugzeug-Werke fighter prototype by Heinkel] Designed by Ernst Heinkel, the Caspar D.I was built by Hanseatische Flugzeug-Werke Karl Caspar factory in Fuhlsbuttel in late 1918, but it was destroyed in 1919 when a motor broke loose during a ground test. This twin-100 h.p. Oberursel U I powered single-seat fighter was designed to carry a Becker cannon. 225.jpg 225-1.jpg 226- Knabenshue passenger airship Pasadena [later in Chicago renamed White City] 227. Wells Reo [1915 / Wells Aviation Co. Ltd., London] The Wells Aviation Company Ltd. of 10a Elystan Street, Chelsea, London, were a small aircraft manufacturing firm during the early part of the war. They later built various types of aircraft designed by other manufacturers until the end of WWI. The company went into liquidation early in 1917, but the works then came under the protection of Samuel Waring and continued to produce aircraft. In June 1915 the Wells company produced the Reo, a single-seat biplane powered by a 35 h.p. Green motor. The two-bay wings were of equal span and were slightly staggered; the ailerons had pronounced inverse taper. The flat side-radiators and very long fin and tailplane gave the Reo a distinctive German appearance. The most remarkable and impractical feature of the Reo was its peculiar undercarriage. Each strut of each vee was divided at its lower end, and the wheels ran within these paired forks. The upper ends of the rear struts of the vees were not conventionally attached to the fuselage; instead they were connected to a leaf spring. 227.jpg 228+ Kondor D.II The Kondor D.II took part in the First fighter competition at Adlershof from 21 January to 12 February 1918. The Kondor D.II was in essence a non-competitor powered by a 110 hp Oberursel UR.II. It climbed to 5000 metres in thirty-three minutes. The machine was diminutive, span 7,59 meter, lenght 4,86 meter, fully loaded weight 550 kg, maximum speed 170 km/hour. 228.jpg 229. A.E.G. Z 3 [95 hp NAG motor, wings could be folded / German Patent 274.115] 229.jpg 230+ DFW T28 Floh (Flea) [designed in 1915 by Dipl. Ing. Hermann Dorner] The DFW T28 Floh (Flea) was designed in 1915 by the Chief Engineer of the Deutsche Flugzeugwerke GmbH of Leipzig-Lindenthal, Dipl.Ing. Hermann Dorner, and with it, its creator aimed at building a high speed fighter, hence the special emphasis put on streamlining that led to the aircrafts unparalleled silhouette. In fact it seems that in the beginning the Floh was projected as a strut and wire less aircraft but when it finally reached prototype form, struts and wires were conventionally added to an aeroplane that did not look conventional at all. Powered by a 100hp in-line Mercedes D1 engine and armed with a single machine gun installed over the engine inside the fuselage, the Floh made a very promising first flight during which a speed of 180 Km/h was recorded, a feat at the time. This notwithstanding, German authorities chose not to sponsor the development of the aircraft due to its difficult landing characteristics (extant on the very first flight that resulted in light damage to the wing cell) and the Floh passed into history as another curiosity in military aircraft development. 230.jpg 230-1.jpg 231. Tellier T.3 with Hispano-Suiza 8Ac 200 hp engine In the early months of the war the French Navy was desperate for more seaplanes. A young Alphonse Tellier received a sum of 25,000 francs to finance the design. The hull of his prototype was built by Voisin and the craft was tested by June 1916. It was destroyed in an early test flight, but thanks to Emile Dubonnet, a second machine was produced with the 200HP Hisso that Dan mentioned. Tellier received an order for ten and these were built by Alcyon under the designation T.3. A total of 96 T.3. were built, including 47 by Nieuport. They were based at the Le Croisic U.S.Navy Air Station and used for training Navy crews at Moutchic Air Station. The were built by S.F.A. DuBonnet and delivered to the U.S.Navy. They were also used by the French Aviation Maritime, Japan, Portugal, one was purchased by Russia which copied it and built more in 1920 and 1921. Two were acquired by the British RNAS and evaluated at Grain air Station. Dimensions: Span, 15600mm, length, 11830mm and the height, 3600mm. About 190 were built. 231.gif 231-1.jpg 232. Gourdou-Leseurre 1C1 [d i s q u a l i f i e d / see Challenge 220] 232.jpg 233+ Thulin D Parasol This two-seated aircraft was a licence-built and somewhat improved Morane-Saulnier type L. Two was presented to the Army Aviation Company in 1915 and 1916. Engine was a 90 hp rotating 9-cylinder Thulin A. Another Thulin D was donated to Finland by the Swedish Count Eric von Rosen. This was the first military aircraft of Finland. The aero plane was painted with the family crest of von Rosen, a blue swastika. This became the symbol the Finnish Air Force until the end of WWII. Note that the aircraft at the photo below carries civil marking. Length: 6,54 m. Span: 11,0 m. Maximum take-off weight: 585 kg. Max. speed: 100 km/h. 233.jpg 233-1.jpg 234. Hannoversche CL.IIIA [2nd production order Hannover CL.II 13199/17] 235. Ansaldo A.1 Balilla 236. FBA Type H flying boat 236.jpg 237. Royal Aircraft Factory S.E.4 [designed by H. P. Folland] 238. Shavrov-Voisin LAS built by Anatra [Anatra V1 w/ 150 hp Salmson Canton-Unne] 238.jpg 239. Norman Thompson NT2B flying boat [Canadian Norman Thompson N.T.2B G-CAEL] 239.jpg This is a post-war picture of the Canadian Norman Thompson N.T.2B which carried the (then) Canadian registration G-CAEL. The machine is (extensively ?) modified, at least the typical upper wing structure is absent. Possible other modifications. The machine must have been one of the large number of war-surplus Nroman Thimpson N.T.2b planes, used in Canada in the barnstorming years. 240+ M.F.P. B-2 on the ice in Toronto Bay on 29 March 1916 240.jpg M.F.P. B-2 on the ice in Toronto Bay on 29 March 1916 240-1.jpg Winzen and his M.F.P. biplane, after he crashed it into some woods. 241. Wong biplane at Kuala Lumpur racecourse, Selangor, Malaysia 242+ Austro-hungarian Aviatik 30.23 prototype 3-engined bomber from beginning 1918. Austro-hungarian Aviatik 30.23 prototype 3-engined bomber from beginning 1918. It may also have gotten the designation GI at some point. 242.jpg 243. Kennedy Giant 244+ Oeffag-Mickl type G6 [1916 Austro-Hungarian Grossflugboot G 6 by Oeffag] This is the Austro-Hungarian Grossflugboot G 6, built by Oeffag and designed by Josef Mickl, which was delivered in August 1916. The machine was considered a bad flyer, but did a raid to Venice in September 1916 together with the G 3. The bomb load that was carried was 600 kg. 244.jpg 245. Scout Experimental 4a 246+ Sodertalje S. W. 17 [Danish biplace trainer 1917-1924 / 90 hp Thulin motor] This is the Danish Sodertalje S. W. 17, which served from 1917-1924 as a biplace training aircraft. The machine was built by the Sodertalje Mekaniska Werkstad at Tojhusv?rkstederne Sodertelje Verkstaders Aviatikavdelning was situated in Sodertalje in Sweden. The aircraft started out as the Svenska Aeroplanfabriken H-2, four were ordered by the Swedish Marine on floats in December 1915, but SAF was closed down in February 1916 and was taken over by SW. The first aircraft was delivered in May 1916, but was never accepted because of poor performance, even if modifications were made up to February 1917. In August 1917 SW closed down its aviation department and the remains were sold to Thulin and the designation was changed to Thulin F, a name earlier used for an unfinished project, and in November the dismantled parts of the four aircraft were sold to Denmark, but only two were assembled. Type: Biplan Anvendt: 1917-1924 Funktion: Skolefly Antal: 2 stk Rejsefart: - km/t Max fart: 115 km/t Sp?ndvidde: - m l?ngde: - m Tom/fuldv?gt: - kg Bes?tning: 2 Enhed: H?rens Flyveskole Fabrik: Sodertalje Mek. Werkstad /Tojhusv?rkstederne Motor: Thulin, 90 HK Bev?bning: Ingen 246.jpg 247+ Ruffy-Baumann Elementary Trainer [final form was called the Alliance P.1] A Ruffy-Baumann Elementary Trainer. The final form was called the Alliance P.1. The Alliance Aeroplane Co. Ltd. had absorbed the Ruffy-Baumann firm (and others) and made a few revisions to the original Ruffy-Baumann biplane, the most striking was the removal of the skids (a la BE.2) of the undercarriage. 247.jpg 248. Hamble River, Luke H.L.1 [1914 by Hamble River, Luke and Co. of Hamble, Hants] 249. Sloan H-1 Tractor biplane [1916] 250+ Kaishiki No.7 Small Aeroplane [1916 / rebuilt from Kaishiki No.7 Aeroplane] This machine is recognized as the first Japanese-made aeroplane that could be called a fighter. This machine is called the Kaishiki No.7 Small aeroplane, as it was a rebuilt from the Kaishiki No.7 Aeroplane. Machine was completed in June 1916. 250.jpg 251+ Westland Weasel [1918 two-seater / initially used an ABC Dragonfly radial] It's a Westland Weasel, two-seater from 1918. It initially used the ABC Dragonfly radial engine which "proved so unsatisfactory as to rule out any possibility of production" Take-off weight: 3071 lb Empty weight: 1867 lb Wingspan: 35 ft 6 in Length: 24 ft 10 in Max. Speed: 130 mph Ceiling: 20,700 ft 251.jpg 252. Voisin Type 12 B.N.2 [1918 night bomber w/ 4 Hispano engines] 253. LVG C.II built under licence by Ago [late example of L.V.G. C.I] 253.jpg LVG C.II built under licence by Ago [late example of L.V.G. C.I] 254+ Pfalz D.XV [first prototype Pfalz D.XV] 254.jpg First prototype Pfalz D.XV 255. Albatros D.IX prototype at the Albatros Factory at Johannisthal The Alb.D.IX wing span was 10400mm; length,6650mm and the height was 2750mm. It was powered with the Mercedes 180 Ps D.IIIau engine. The wings are rigged like the SPAD VII and SPAD XIII. There were ailerons on the upper and lower wings. Albatros had departed from the single spar lower wing with the Alb.D.VII and subsequent designs were with two main spars, and an auxiliary aileron spar. While the Alb.D.VII had an oval shaped fuselage with its complications, Albatros engineer went back to the slab sided fuselage which is shown here. The slab sided fuselage was also on the D.X, D.XI, D.XII variants, Dr.II triplane, also on the Alb.CXIV prototype and the production Alb.C.XV aircraft. Albatros was unable to produce its own successful fighter design in 1918 and was reagated to building the Fokker D.VII under license. 255.jpg Albatros D.IX prototype at the Albatros Factory at Johannisthal. In the back ground is Adlershof, the airfield and Hq of Idflieg. 256. Pfalz DrI [Pfalz Dr.1] 256.jpg 257. Curtiss S-6 triplane (Model 10C) [BuNo AS492] 257.jpg 258+ Hoffar H 1 [little-known Canadian floatplane] The Hoffar brothers, Jimmie and Harry became interested in aviation in about 1915 and by the early summer of 1917 the H 1 was completed. Jimmie then spent several weeks teaching himself to fly and by July 10 was confident enough to take a reporter from the Vancouver Daily Province on a flight over Vancouver. The accident occurred several weeks later. This machine, the only one of its type, made a number of flights before hitting a submerged log while taxiing and sinking. Though later recovered, the damage from the collision and the sinking was considered too great to be repaired. The Hoffars went on to build a flying boat, the H 2, in 1918. The only photo of the H 2 that I have seen, so far, shows it crashed after its second flight. There was another flying boat later in the 20s. The Hoffar operation then became part of the Boring Company. 258.jpg 259. Sopwith 7F.1 Snipe prototype [first Snipe prototype] 260+ Walsh Type D (New Zealand) pilot training boat of 1918 Due to the difficulties obtaining suitable training aircraft, the Walsh brothers decided to build their own trainers, initially based on this pattern. Over the next four years they produced a series of four flying boat designs, evolved from, but bearing little resemblance to the original Curtiss model. The last of the Walsh Brothers designs, the Type D of 1919 was an aerodynamically and hydrodynamically advanced machine, with a powerful Beardmore engine. 260.jpg 260-1.jpg 261+ Pfalz D.XIV [2800/18 at Adlershof during Typenprufung in July 1918] It's a Pfalz D.XIV, it was ordered into production in 1918 but the order was cancelled after a few planes had been built. Engine: 200 hp Benz Bz.IVu Wing: Span Upper 10.00m Span Lower 9.15m Chord Upper 1.40m Chord Lower 1.40m Dihedral Lower 1 degree Gap 1.47m Stagger 0.38m Area 25.43 sq m General: Length 6.32m Height 2.70m Loaded weight 1,032 kg Maximum speed: 190 kmh Climb: 5000m 24.2 min 261.jpg 261-1.jpg 262. A.E.G. DJ.I [September 1918 / 195 hp Benz] 262.jpg 262-1.jpg 263+ Kennedy Aeronautic Company biplane (Russian) [60 hp ENW] Mr. Chessborough Mackenzie-Kennedy a typical Scotsman, arrived in Russia probably in 1903 / 1904. In his words "I reached Petrograd," he said, "with exactly three pounds in my pocket. That was my entire fortune. I did not know one word of Russian, and had not a single friend in Russia." Quite an adventure. Englishmen in those days were not popular in Russia, and the authorities regarded both the English and the Americans with suspicion as the friends of Japan. (owing to the Japanese-Russian war of 1905). But Mackenzie-Kennedy did manage to get his mark in higher military circles in St. Petersburg (Russia) and after two years it was then suggested to Kennedy that he should turn his attention to aviation. He started experimenting with aeroplanes with the consequence that a private company was formed called the Kennedy Aeronautic Company, which enabled Kennedy to go on experimenting with aeroplanes. He gave his attention principally to the study of aero-dynamics and the application to the aeroplane of slow-revolution air screws of large diameter and pitch. It was not till 1913 that he obtained any positive results. During this time, however, he accomplished much for aeroplanes and assisted in the construction of the Russian dirigibles "Golub" and "Sokol." In 1911 Kennedy met the famous Sikorsky, then a student at the Kiev Polytechnic. The two young men became friends, and their friendship has had a most important effect on the development of Russian aviation. In the period 1912-14 Kennedy was busy designing giant flying machines and continuing his experimental work in aero-dynamics in the splendidly equipped laboratories of the Petrograd Imperial Polytechnic, the results of his work frequently receiving official commendation. When war broke out Kennedy, as a British patriot, came to London to offer his services to Great Britain. Chessborough Mackenzie-Kennedy - an English business man in Russia - accepted an invitation to participate in the Russian 1912 competition of military airplanes. The machine which was developed, a biplane with one 60 hp ENW engine of 60 hp - did not fly at the competition. The aeroplane of Kennedy made an unfavourable impression with its decidedly ugly look. After the refusal of several pilots to test aircraft, N. A. Yapuk [Н. А. Япук] agreed to fly the machine. During the first taxiing trials one of the wingtip pyramids broke, what resulted in broken other parts of the aircraft. After repairing and alteration (the chassis was lowered) the machine taxied and made small approacheson it they taxied and made small approaches [ and a little hooping flight ]. Another breakdown of the machine occurred and it was not rebuilt. After the beginning of the war, Kennedy left for England, taking with him part of the materials of designer V. A. Slesarev [В. А. Слесарев] and some of the drawings of the Sikorsky designed Ilya Mourometz. This material was used to build a large aircraft in 1917 [Kennedy Giant], which did not fly. There might be quite a story in this Scotsman 263.jpg 263-1.jpg 263-2.jpg The original version of the machine (1912). 264+ Oertz W.6 Flugschoner of 1916 [Oertz W 6 Flugschoner / Marine Nr. 281] The pusher propellers powered by two Maybach 240 PS (Hp) engines. The pusher propellers were mounted on a separate construction just behind the front wing. Although the machine was not very succesfull it was acquired by the German Marine under Number 281. The other Oertz flying boats were very elegant conventional biplane machines, this was the one out of the box. Probably another designer who wanted to try something a little different. 264.jpg This is a unique flying shot from down under giving a good look on the construction of the large hull and the unique tandem wings. 265. Linke-Hoffmann R.II 55/17 [Linke-Hofmann R.II] Linke-Hofmann-Werke Breslauer Aktiengesellschaft fur Eisenbahnwagen-, Lokomotiv- und Maschinenbau . The history of the firm goes back to 1832 and as the name of the firm said it produced railway locs etc. The firm started with repairing aeroplanes in 1916, starting an Abteilung Flugzeugbau. After that Albatros reconnaissance plane were licence built (C.X, C.III, B.IIa) and the LFG C.IIa. The special Abteilung Flugzeugbau was closed after the war. At the end of the war they started with the design and building of their own(!) Riesenflugzeuge, probably also inspired by their chief-constructor Paul Stumpf, who came from AEG. The R.II was an unbelievably enlarged 'normal' German biplane, gigantic dimensions all. The total building costs is quoted as 450.000 Deutsch Mark. Linke-Hoffmann R.II 55/17. The Linke-Hoffmann R.II had 4 Mercedes D.IVa coupled to a single propeller shaft 23 ft diameter Garuda propeller. The upper wing span was 42.16 meters (138'4"), lower span 33.96 meters,(111'5") the length was 20.32 meters (66' 8"). the height was7.1 metrs (15'9") the wheel were 4 meters in diameter (4'11") empty weight ,8000 kg (17640 lbs) loaded weight, 12000kg. (26460 lbs.) Two machines were ordered by Idflieg, R.II 55/17 and R.II56/17. R.II 55/15 was to be delivered in July 1918, howver, it was not completed until January 1919 at which time it made its first flight. It was so well balanced, it could be flown with one hand. 265.jpg 266. Whittemann-Lewis TT [Wittemann-Lewis Aircraft Co. T.T. / Newark NJ 1918] 266.jpg 267+ Dornier Riesenflugboot Rs IV [first flight 12 Oct 1918] Dornier Riesenflugboot Rs IV. High-wing all-metal aircraft with fabric-covered wing and empennage. First Dornier with sponsons. Four Maybach engines in tandem in two nacelles, accessible for minor in-flight repairs from the hull. First flight 12 Oct 1918. Converted for civil use June 1919. Dismanteled in Fall of 1920 on instruction of the allies. 267.jpg 268. S.I.A. monoplane by La Societa Italiana degli Aeroplani [Milan late 1913] 269. Dufaux 5 [with Oerlikon 4-cylinder "boxer" motor / 1911, flew until 1916] The Dufaux brothers (Armand and Henri) were brilliant early designers, who produced 15 examples of the Dufaux 5 and 4, a few soldiered on till 1916 wing span : 8,50 m length : 9,50 m height : 2,70 m wing surface : 24 m2 empty weight : 340 kg all-up weight : 555 kg max speed : 84 km/h ceiling : 600 m range : 60 km crew : 2 269.jpg The Dufaux 5 with an Oerlikon engine (4 "boxer" cylinders) 269-1.jpg A Gnome 70Hp (7 cyl. radial rotating) 270. Wright Model K [1916 / 60-70 hp Wright engine / 2 chain-drive propellers] The Wright Model K was introduced in 1916 by the Wright Aeronautical Co Inc. It was powered by a 60 - 70 hp Wright engine driving two tractor propellers via chains (like the 1903 Flyer configuration, which had a pusher configuration). Twin place machine. The only example was acquired by the US Navy and got the serial AH-23 [A51]. The designation A51 was the first in the A-series designations of the US Navy and Marines. 270.jpg 271. L.F.G. B.II [L.F.G. built Albatros B-type] 271.jpg L.F.G. built Albatros B-type 271-2.jpg L.F.G. built Albatros B-type 272. UFAG C.I Series 161 prototype [first prototype 161.01 of the UFAG C.I] 272.jpg UFAG C.I Series 161 prototype, 161.01 or 161.02, with a single I-strut, 1917. Observer's turret is missing too. Flars requested conventional wing struts. 273+ PLV Pontkowski-Lichorsik-Vought [60-80 hp Sturtevant eng. / f.f.08/08/1914] PLV(Pontkowski-Lichorsik-Vought) Airplane The first "completely Vought" design appears to have been the PLV. It was a two-seater airplane, built by a couple of machine-shop operators. It used the staggered wings of the earlier Lillie biplane, and was powered by a 60- to 80-hp Sturtevant engine. On August 8, 1914, the airplane made its first flight and the pilot reported great stability and ease of handling. The PLV was reported to have been operated as late as 1917 by the Moeller Barber School of Chicago. 273.jpg 274+ Standard H-4-H [serial A137 / first of a series of 3 ordered by US Navy] The Standard H-4-H (H for Hydro). The exact serial which can be seen is A137, making it the first of a series of three (A137-A139) ordered by the US Navy. There were two earlier Standard seaplane models ordered by the US Navy, that is A91 [ Standard seaplane ] and A92 [Standard Twin seaplane], the order of which was cancelled. 274.jpg 275. Phonix 20.16 second version [became the Phonix D.I production fighter] 275.jpg The Austro-hungarian experimental Phonix 20.16 in its second version. The first version of this experimental had a sesquiplane and a completely filled fuselage to the upper wing, resulting that the pilot could see nothing straight ahead. He could look possibly over the upper wing a little bit, judging from pictures. What we see here is the second version of the 20.16 which can be distinguished by its equal wings and the radiator on the leading edge of the top wing. There was also romm between the top wing and the fuselage to look straight ahead. This experimental was judged ripe for production in August 1917, to become the Phonix D.I production fighter. 276. Gotha WD 1 277. Torpedo (Торпедо) parasol designed by V. M. Olkhowskiy (В. М. Ольховский) 278. London and Provincial Brevet [Caudron G.III copy w/ 6-cyl Anzani radial] 279. Thomas 1916 flying boat [Thomas type B flying boat] 280. Blackburn monoplane Northern Aircraft Co. [floatplane / 100 hp Anzani] 281. Anatra w/ 110 hp Clerget (Anakle or Anakler) [Анакле, Анаклер / 1916] 282. Sopwith Buffalo 1918 282.jpg 283. Handley Page type G [at Bath during June 1914 / later designated H.P.7] 284. Sturtevant Model A-1 all-metal plane designed 1915 by Grover Loening 285. Halberstadt B.I [rotary powered] Halberstadt B.I is not very well known aeroplane from the early part of the World War One. Used on Eastern Front during 1915. Werner Dittmann photographs (Fotoalben 1914-1918) show Halberstadt B.I operated by flying school during 1916. Halberstadt B.I used rotary engine, B.II was inline-engined version, and C.I can be described briefly as armed B.I with some minor alterations. I do not have definitive proof, but probably observer was always in the second cockpit (see gun installation on the photo). 285.jpg 285-2.jpg Halberstadt B.I operated by flying school during 1916. 285-1.jpg Halberstadt C.I 286. L-W-F Model V captured from the Czechs by the Red army in Siberia 286.jpg Red army [Красной армий] trophy captured on the Czechs in Siberia. Picture is from about 1920. The machine is an American L-W-F Model 5 (actually Model V). L-W-F stood for Robert G Fowler, Edward Lowe and Charles Willard. Willard was the designer of this machine, which was quite modern when it came out in 1916, featuring a monocoque fuselage. This machine seems to be heavily modified looking at the large piece sawn out from the upper wing, the modified ailerons and the different engine or engine installation. The Czechs got 25 machines of this and one has survived. It hangs from the ceiling in the Prague Technical Museum (now restorated, will open somewhere in 2008). 287+ Hergt monoplane of 1918 [designed by F.D. Hergt / built by F.E.A. 1] The diminutive machine on the picture is the private venture fighter designed by Dipl.-Ing. F.D. Hergt in 1918. The machine was actually built by the Fliegerersatz-Abteilung (F.E.A. 1) in Altenburg (Thuringen). An amazing feat that he could persuade the authorities to allocate precious resources and labour to this private venture. The resources were by the way very old-fashioned , given a 80 hp Gnome rotary (or the Oberursel 'licence' equivalent ?). The claim to fame of this machine was at least that is was flown by Mario Scherff (recently a subject on the Forum) who flew it as a test pilot. By the way Scherff was not very lucky in WW1 as he crashed as a Fokker test pilot with a Fokker M.7 (to be delivered to Austria) on 17 April 1915, luckily coming out of it alive. He spent a more than a year in the hospital at Schwerin. Fokker was not the most likable boss because a few days after the crash he fired Scherff and he never paid any visit to the hospital. After that (end 1916) Scherff started again as a test and acceptance pilot with other firms. 287.jpg 287-1.jpg 287-2.jpg 288. Sanchez-Besa biplane [Chilean Avion Sanchez Baeza] 288.jpg 288-1.jpg 288-2.jpg 288-3.jpg A picture of the Chilean airforce machine in which a pilot was lost 289. Pemberton Billing PB9 [Pemberton-Billing P.B. IX Scout or P.B.9] 289.jpg 290+ Partridge-Kent biplane by Frederick Kent of Killarney, Manitoba The aircraft is, of course, the famous (!) Partridge-Kent Biplane, adapted from the Partridge biplane by Frederick Kent of Killarney, Manitoba, the owner of a bakery shop in this small town near Brandon. Notable for its sesquiplane layout, and a control wheel where you pushed the wheel forward to make the aircraft climb (now that's intuitive!), the aircraft was built by Kent, assisted by 15-year-old Wilfred W. Schnarr, in a shed behind the store. It was assembled in a vacant field next door where taxying trials were carried out. In 1916, Kent moved to a field east of the town to make his first flights, 5 to 10 feet off the ground initially, and finally 200-300 feet up which resulted in a forced landing in another field. The owner of the field then told Kent he would have to stop because he was scaring the horses. 290.jpg 291. Parnell Panther [naval reconnaissance two-seater w/ folding fuselage] 291.jpg 292. Hanriot HD1 [late Macchi-built version in Italian colours] 292.jpg An Hanriot HD1 in italian Colours, a late version of macchi built(with covered machine gun) 293. Donnet-Denhaut D.D.10 [D.D-10 hydravion w/ 2 Hispano-Suiza 8Fb 300 hp] The large Donnet-Denhaut D.D-10 flying boat (hydravion) powered by two Hispano-Suiza 8Fb 300 hp engines (tractor and pusher propeller construction). This was one of the last types of Donnet flying boats, dating back to 1912, by the designs of Francois DENHAUT. 293.jpg 293-1.jpg On the picture can be seen the exemplary monocoque structure of the hull, very advanced. 294+ Naval Aircraft Factory S.A. 1 [SA-1 / shipboard platform-launch design] The almost unknown Naval Aircraft Factory SA-1, where SA stand for Ships Airplane. It was designed and built end 1918 for the purpose of flying off a platform built over the turret guns of battleships to scout around for enemy ships. The practicality was doubtful, there was no radio aboard the SA-1 to inform the crew below of sightings AND ... the machine could not land back on the battleship The Navy top brass had made here some wrong decisions, but two machines of the SA-1 were bought, serials A5570/5571 ! The designers of the machine had the historical sense to look into the Santos-Dumont Demoiselle which had a similar three longeron open structure. Simplicity was the rule here. 294.jpg 294-1.jpg SA-2 295. Castaibert 1913-IV [Argentinian 50 hp Gnome machine by Pablo Castaibert] Castaibert built about 20 machines of several types between 1910 and 1916 when he gave up the business. The IV was powered by a 50 hp Gnome and had a reported top speed of 100 km/hr. 295.jpg 295-1.jpg 296- Saconney kites train [Cerfs-volants Saconney by Capitaine Saconney] 297+ Unknown Brush Electrical Engineering Co. a/c [twin Anzani 10 radials] The RNAS had a requirement for a two-engined bomber and sent representatives out to France to investigate the possibilities. The idea was to produce a two-engined Henry Farman or a Nieuport design powered by two 110 hp Clergets. Brush produced the first of an order for twin-engined Farman Astrals. After trials of the first one at Hendon which were unsuccesfull, the rest of the order was cancelled. The single example had the serial 9251 (the rest of the order 9252-9260 was cancelled) and was powered by two 100 hp Anzani engines. No markings are visible on pictures, only on the fuselage can be seen the falcon-crested badge of Brush (almost invisible in the original picture in the magazine, this is the 'dot' almost at the nose). 297.jpg 297-1.jpg 297-2.jpg 297-3.jpg 298a. Wight Seaplane designed by Howard Wright [disqualified - pre-1914] 298b. Wight 1914 Navy plane w/ 200 hp Canton-Unne [disqualified - procedure] 299. Bristol S.2A 7836 [designed as 2-seater fighter w/ side-by-side seating] 299.jpg The Bristol S.2A, actually 7836, which differed from the 7837 (which was the only other one) by the shape of the cockpit cut-out as well as the engine. It was a 2-seater with side-by-side seating, and was sometimes referred to as the "sociable"; also as the "tubby". Intended as a fighter, it got a little use as a trainer. 299-1.jpg 300+ Vlaicu 3 [1913 Romanian all-metal machine designed by Aurel Vlaicu] Vlaicu 3, Romanian, 1913. An all-metal machine designed and partially built by Aurel Vlaicu before he was killed trying to fly over the Carpathian Mountains in the Vlaicu 2. Friends completed it, and it flew (a little) in 1914. In 1916 during the German occupation of Bucharest, Vlaicu III was seized and shipped to Germany. The airplane was last seen in a 1942 aviation exhibition in Berlin. 300.jpg 300-1.jpg 300-2.jpg Vlaicu 2 300-3.jpg 301. Boulton & Paul P.3 Bobolink [w/ 230 hp B.R.2 rotary] 302. Curtiss 18-B [biplane variant of the more famous 18-T triplane] 303a. Benoist XIV [d i s q u a l i f i e d / see Challenge 002] 303a.jpg 303b. Gallaudet D-1 [US Navy pusher hydroplane (BuNo) A59] 303b.jpg The beautiful Gallaudet D-1 with the US Navy aircraft serial A59. Earlier the same machine had the serial number AH-61. 304+ Sonora [Glenn Martin pusher biplane flown by Gustavo Salinas Camina] President Madero took office at a time when the nation was in turmoil, right at the beginning of what would later be known as the Mexican Revolution. Appreciating the potential intelligence gathering role of aircraft, Madero decided to acquire some planes. He sponsored five young Mexicans to travel to Long Island, New York, to train as pilots at the Moisant International Aviators School. The "Famous Five" were Gustavo Salinas Camina, Alberto Salinas Carranza, Horacio Ruiz Gavino and two brothers, Juan Pablo and Eduardo Aldasoro Suarez. Gustavo Salinas Camina (18931964), who received his first commercial license (number 172) from the Aero Club of America at Flushing Meadows, New York, in 1912, was soon to write his own page in aviation history. The five young pilots completed their mission and returned to Mexico. Following a coup d'etat in 1913, General Victoriano Huerta claimed power and Madero was assassinated. Madero supporters rallied behind General Venustiano Carranza who assigned two of Mexico's newly acquired airplanes to the command of General Alvaro Obregon in the Northwest. In April 1914, one of Obregon's gunships, the Tampico, was sailing off the coast of Sinaloa, close to the port of Topolobampo (near Los Mochis), when it came under attack from two Huertista warships: the Morelos and the Guerrero. Obregon ordered Gustavo Salinas Camina to do something about it. On April 14, accompanied by his mechanic Teodoro Madariaga, Salinas flew Sonora, his Glenn Martin pusher biplane, overhead and began bombing the Guerrero. The Huertista warships put out to sea, and the Tampico survived to fight another day. Two months later, however, when the Tampico met up with the Guerrero again, it was less lucky. On that occasion, it caught fire and sank. The action at the Battle of Topolobampo was the first naval-air skirmish in history. Aircraft had revolutionized the art of combat. War would never be the same again. The significance of this major shift in warfare was clearly not lost on Salinas himself. Years later, in 1943, when he was chief of the Mexican Army Air Forces and on an inspection visit to Maxwell Field, Alabama, Major General Salinas recounted that, "The bombs I used were home-made, with a charge of 52 sticks of dynamite. Primitive as they were, they worked like a charm. At the time I was flying an old Wright pusher type. It occurred to me that the day would come when we would have planes of weight-carrying efficiency beyond one's fondest hopes, and that then the plane would come into its own as a military assault weapon of fabulous power. 304.jpg Revolutionary camp near Guaymas. Captain Gustavo Camiсa, stands next to his biplane Sonora. For the first time in history, an aeroplane was used to bomb a warship; the Caсoner Morelos. 305. Burga monoplane [AVRO Burga designed by Peruvian Lieut. Romulo Felix Burga] 306. Langley Aerodrome reincarnation designed and built by Curtiss in 1914 306.jpg 306-1.jpg 306-2.jpg 307+ Dalauney-Belleville Coanda-1914 [w/ tail propeller, 70 hp Gnome] The Romanian born Coanda could safely be regarded as one the brilliant aviation designers of the century. Although quite a few of his machines were so advanced for the times, that they were difficult to realize. This is probably one of them. After his stint as chief designer with British and Colonial (Bristol) he offered immeadiately his help to the French government in August 1914. What you see here is his first design after his return to France, an aerodynamically clean execution of the tail propeller concept (a la Tatin). The actual execution looks rather shabby, which may come from the pressure of the times. Looking at it, I think there was a lot of use of already existing parts (Voisin for the undercarriage ?) etc. Not much is known about this machine, but it is quoted that is was testflown by Weymann. The official interest in the machine ebbed quickly away when it was realized that the original purpose of the machine (gun fire spotting / leading, quick reconnaissance) could be done in other ways. The machine may have been built by the motorcar firm Delaunay-Belleville. This machine may have been their first aeroplane built, no mean feat considering the technical sophistication of the construction. 307.jpg 308. Dorand AR1 type A2 [A.R.1 A2 w/ Renault 8Gd engine] 308.jpg 309a. Bernard AB 1 [d i s q u a l i f i e d / see Challenge 021] 309b+ Nieuport 31 [Nieuport Nie 31 Rh w/ 180 hp Le Rhone 9-cyl rotary] This is the last Nieuport fighter designed in World War 1, known as the Nieuport Nie 31 Rh. The actual machine came too late and was ready for flight testing in the course of 1919, powered by a 180 hp Le Rhone nine-cylinder rotary (a late user of the rotary engine!). The machine could be called a sesquiplane theoretically, but that seems to be just on the edge. Could also be called a shoulder monoplane with excessive undercarriage construction. This machine was also designed probably by the chief designer of Nieuport of that time, Gustave Delage. Development was halted after test flights which gave excellent results. The Nieuport Nie 29 was preferred, probably because the rotary engine was really old-fashioned in 1919. 309.jpg 310. Caudron type G [G.3 built by the British Caudron Co. w/ 70 hp Renault] 310.jpg A Caudron G. 3 built by the British Caudron Co., one of a number powered by a 70hp Renault engine. 311. Shorts 184 [Robey-built Short 184 w/ 240 hp Renault w/ wings folded] 311.jpg A Robey-built Short 184 with 240 h.p. Renault engine, seen with wings folded and on beaching trolley. 312+ Sikorsky S-7 of 1912 [Reportedly sold to Bulgaria] According to V. B. Shavrov this aeroplane took part in 1912 Military Trials but sustained some landing gear damage. Reportedly it was sold to Bulgaria. 312.jpg 313+ Gun Vehicle Number 1 [Gang Che Yi How / Chinese military aeroplane] It is Gun Vehicle Number 1, sometimes called Gunbus No. 1, but I think vehicle is more literal. It is the first fully indigenous Chinese military aeroplane, so far as I can determine. It was used operationally around 1915 in China's internal troubles of the time. Here are the machine-translated specifications. "Gun vehicle" 1 main engineering data: Wingspan: 13.40 meters Aircraft commander: 7.13 meters Machine high: 2.55 meters Gross weight: Approximately 730 kilograms Speed: Approximately 90 kilometers ?hours Power: Imitates ' standard Lai ? ', 80 horsepower x1 Military: Light machine gun or rifle x1 Crew member: 2 people 313.jpg 313-1.jpg 313-2.jpg 314. Galvin HC - Hydravion de Chasse [Galvin Floatplane Fighter / France] The mysterious Galvin HC where HC stands for Hydravion de Chasse ['Seaplane Fighter']. The propeller was mounted in the middle of the fuselage, comparing with for example the Gallaudet floatplanes. The engine ( a Gnome rotary of 160 hp) was mounted in the fuselage. Streamlining was first class with these designs, but the cooling of the engine ? Streamlining was extra attended for by the big metal nose cone. 314.jpg 314-1.jpg 314-2.jpg 315. Sopwith F.1/1 [The second prototype / Taper Wing Camel / May 1917] 315.jpg The Taper Wing Camel, sometimes referred to as the F. 1/1. This was an experimental development, which did not improve the Camel, and so was abandoned. 316. Nieuport 28 prototype in its original form [160 hp Gnome 9N] 317. D.H.6 [Canadian Aeroplane Limited D.H.6 w/ Curtiss OX-5 motor] 317.jpg Canadian Aeroplane Limited D.H.6 w/ Curtiss OX-5 motor. This is the first, last and only D.H. 6 to have been manufactured in Canada. It was built by Canadian Aeroplane Limited, as a back up plan against a failure of the Curtiss JN machines. They were fine, so no production of the type took place. This machine did, apparently, go to a training school in Canada and was used. 318. A.N. Sedelnikov/S.S. Schetinin M-10 [Щетинин Морской 10 / 1916 at Baku] 318.jpg 318-1.jpg 319. Curtiss KPL 2-seater of 1915 [known as the Curtiss G or Pusher R] 319.jpg 320+ Voisin Creme de Menthe [2-place armoured recon machine - prototype 1916] The Creme De Menthe Another project of Gabriel Voisin appeared in 1916-an armored biplane with a tractor Hispano-Suiza engine called Creme de Menthe. It had a tricycle landing gear and a lower wing with pronounced dihedral. The fuselage filled the space between the two wings. The crew of two sat in open positions on the top of the upper wing. A camera with a long focal length was installed below the engine block. The system of securing the wings was unusual, consisting of a pair of V-struts steeply canted inward toward the fuselage and reinforced by two additional struts inclined in the opposite direction. This gave the impression of an open W. The tail followed the classic Voisin layout with a rudder and square elevatur. The Creme de Menthe also remained a prototype. 320.jpg 321. Christmas Bullet [1918 sesquiplane by Cantilever Aero Company w/ Liberty-6] 321.jpg 322. Pfitzner monoplane [1909-10 / first American monoplane] 322.jpg 322-1.jpg 323. Wright-Martin R of 1917 [one of U.S. Navy serials A288/A289/A290] The three Wright-Martin R serials A288-A290 were acquired by the U.S.Navy in 1917. Power was the Hall-Scott A-5A engine of 150 hp. But the U.S.Navy was not the prime user of this machine, that was the Dutch Navy, who ordered 8 of them in 1916, which arrived on 4 March 1917 in Surabaya (Dutch East Indies - now Indonesia). Floats were quickly left alone and an undercarriage was fitted. I have not checked it exactly, but the machines had difficulty coming out of the water in the tropical atmosphere. Machines at least flew till november 1918. Two extra machines of the Wright-Martin R were ordered by the Dutch Navy in Holland (MLD - Marine Luchtvaart Dienst). Ordering machines was possible as US was not at war in 1916 323.jpg 324+ Coanda Biplane [engines buried in the fuselage w/ tail propellers] coanda biplane this is a 2-engined (pusher arrangement) large biplane designed by henri coanda during his stay in france. the engines are buried in the fuselage and you can see the props in the rear... designed as 2-seater reconnaissance /bomber, passed flight trials but never made it to serial production 324.jpg 324-1.jpg 325. B.A.T. F.K.24 Baboon [British Aerial Transport Company / Koolhoven design] 325.jpg 326. Ruby-Borel or Borel Ruby or Ruby or Borel Torpille [with tail propeller] 326.jpg 327. Aeromarine 39A [American 2-seater training seaplane of 1917] 327.jpg 328. Avro Type 508 of 1913 [still in existence in 1916 / Avro's only pusher] 329. DeHavilland D.H.3 [Airco D.H.3 prototype fitted w/ 120 hp Beardmores] 329.jpg 329-1.jpg 330+ Loening Duckling [1918 / Loening Aeronautical Engineering Co., New York] This is an early design (1918) of Grover Loening, probably one of the first designed and built in his new company Loening Aeronautical Engineering Co, 31 St at East River, New York. The Loening Duckling was quite special for the time, a tractor flying boat (60hp Lawrance L-2). The engine mounted high in front of the pilot, the spacing between the wings very much greater than usual. Also special is the double tail. I think this flying boat was designed as a sporting plane at the end of 1918, maybe just after the armistice. It was probably a single machine. 330.jpg 331. Fokker M17Z [Fokker M17 / D.II] 332. Arnoux Stablavion [1914 Arnoux "Stablavion" No. 5] 332.jpg 333. Saleliev-Zalewski (S.Z.) Quadruplane [Savelev-Zalevski / Савельев-Залевскй] 333.jpg 333-1.jpg 334. Vickers E.S.1 [1915 Experimental Scout developed from the Barnwell Bullet] 334.jpg 335. Euler Type 1914 trainer [Militar-Doppeldecker Typ 1914 der Euler-Werke] This machine was praised by Oskar Ursinus of the german magazine Flugsport for its beautiful lines. The machine was a private venture of the Euler firm, which was later developed in the Euler B.I, bought by the German Army. The machine looks on the picture as just rolled out of the factory. There exists even another picture from the same machine showing it from 3/4 from the front. Later Euler produced the B.I, B.II and B.III as developments from this machine. The B.I etc. were offical designations given by the Idflieg when the machines were acquired. The picture of the 6 produced machines are surely the developed Euler B.I machines. This is another picture of the row of Euler machines under construction, but then at an earlier stage. 335.jpg 336+ SPAD 19 [2-seater w/ 280 hp Lorraine motor - only known photo] 336.jpg SPAD 19 [2-seater w/ 280 hp Lorraine motor - only known photo] 337+ Gotha Buchner floatplane [Gotha Buchner Wasserflugzeug w/ 120 hp Daimler] In 1913 the Gothaer Waggonfabrik AG started an Abteilung Flugzeugbau, Gotha. The first constructors were Diplom-Ingenieur Karl Grulich, Bruno Buchner and Bartl. Bruno Buchner designed a Schuldoppeldecker (Training biplane). He also designed a Wasserflugzeug [Seaplane]. This extraordinary and large 6-bay (!) machine was powered by a 120 hp Daimler D II engine. The machine participated in the Bodensee-Wasserflug-Wettbewerb in 1913. The Konstanz Bodensee-Wasserflug 1913 was held from 29 June till 5 July 1913. For the competition 17 different aircraft were entered, but not all of them appeared. One of the machines that appeared was the Gotha Wasserflugzeug, which was piloted by its designer Bruno Buchner. The engine is here quoted as a 100 hp Mercedes 6-cylinder engine with steel cylinders (Stahlzylindern). The propeller was a Chauviere. Span was 20 meter and length of the fuselage 10 meter. All up weight was only 750 kg. The Gotha Buchner machine had an amphibian construction, which is explained in the drawing. The Gotha Buchner did not win any prizes in Konstanz. First price went to Hellmuth Hirth who was flying an Albatros Monoplane seaplane (this machine was a design of the brilliant young designer Ernst Heinkel). 337.jpg 337-1.jpg 337-2.jpg 338. Kuhlstein Torpedo [aka Plage-Court Torpedo / improved version from 1912] This machine is differently known in history: Kuhlstein Kuhlstein Waggonbau (a carriage building firm) from Berlin-Charlottenburg actually built the Monoplane that was designed by two people. Max Court From German ancestry. In one book he is named as the only designer of the Torpedo. Emil Plage The other designer, from Polish birth, the son of one of the founders of E. Plage and T. Laskiewicz Engineering in Lublin. He designed in 1910 a biplane and was IMO the first man on the design of the so called Torpedo Monoplane, which appeared in two versions (years later artificially called I and II to distinguish them). So here we have it. The plane is differently know as: - Kuhlstein Torpedo (improved version from 1912) - Plage-Court Torpedo (with the same addition) The plane is differently accounted as German or Polish (following Andrezj Glass or Jerzy B. Cynk it is at least from Polish ancestry). The Torpedo made quite a show on Johannisthal, being one of the fastest machines then around. Anthony Fokker at least used the concepts from the Torpedo in the design for the Fokker M.2 (quote: A.R.Weyl. Fokker the creative years). The machine participated in the flying week on Johannisthal [29 September 1912 - 6 October 1912), but was not succesfull. Again the winner was Hellmuth Hirth with a Rumpler monoplane [have to check this exactly, but this is my recollection). The Torpedo monoplane was difficult to fly and was also prone to difficulties with the engine cooling. The machine crashed on 6 October 1912 killing the pilot Ernst Alig. This ended the development of this futuristic machine. It is special that in Flight 1915 a picture of this machine surfaced. Could be because the machine was (again) entered in German books of 1915, to show the technical proficiency of the machine. The very sleek Torpedo monoplane designed and built in October 1911 by Emil Plage and Max Court is only mentioned by Polish writers (Glass and Cynck). Engine was a 70 hp Argus engine. The german press has nothing about this machine. The two pictures which are presented are scans of the book of Glass (pictures are so bad as that book was printed in bad quality in 1977 in Poland). On these pictures are - in front of the machine - Plage and Court. In the picture can be seen a very special (light and probably sturdy) two-wheel undercarriage, without any skids etc. In the book by Cynck it is given that the machine was built by the Max Leuchner Kuhlsteins Wagenbau. After the presentation of this machine (probably publicity pictures) nothing is known about the machine. In 1912 there appeared another machine (also called Torpedo) which was built by Kuhlstein Wagenbau. This machine is widely publicized in the german press. It is also covered in the book by Glass, but not in the book by Cynk. The machine is variously called the Kuhlstein Torpedo (german press) or Plage-Court Torpedo (only by Glass). The German press mostly only mentions Max Court as the designer. In the Johannisthal Herbst Flugwoche [Autumn flying week] from 29 September to 6 October 1912 two Torpedo's were entered, flown by Richard Schmidt and Ernst Alig. From the article in ZFM it can be seen that Schmidt won first place on the racing event and Alig came in fourth. There is no mention to be found about a Torpedo monoplane in 1913. The story told in the Johannisthal book may be attributed to another fast monoplane of the time (there were plenty of them then). 338.jpg Plage-Court "Torpedo II" in Berlin in 1912 y. 338-1.jpg The Torpedo monoplane at Johannisthal (1912) 338-2.jpg This picture gives the Torpedo Monoplane from 1912 with at right Richard Schmidt (licence 253). Look at the advanced construction of the engine cooling, like a sort of ducted fan. Engine was an Argus 100 hp 6-cylinder. Schmidt called the machine the 'Torpedo-Schmidt' 338-3.jpg Another photograph of a different or modified type with the same name. 339+ FBA Type D cannon fighter [1 built/tested 1916 / Franco British Aviation] FBA (franco british aviation) type D cannon fighter This plane was built using a type H modified by Louis Shreck It was fitted with one 37mm canon 339.jpg 340+ Hafeli DH-1 [Swiss Army 2-seater 1916-19 / Argus As II engine] The Hafeli DH-1 was an 1910s Swiss two-seat reconnaissance aircraft, built by aircraft department of the Eidgenossisches Konstruktions Werstatte (K + W) at Thun, Switzerland. In 1915 K + W set up their aircraft department and employed August Hafeli as chief engineer. Hafeli had previously designed the AGO C.I and AGO C.II, German reconnaissance biplanes. His first design was the Hafeli DH-1, similar in concept to his designs for AGO Flugzeugwerke. The DH-1 was a three-bay biplane of wood and fabric construction, it had a fuselage pod with tandem seating for the two-man crew and twin booms mounting the tail. The DH-1 was powered by an Argus As II engine built under licence by Buhler Brothers Limited. Six aircraft built. 340.jpg 340-1.jpg 340-2.jpg 341. Curtiss Model N [dihedral machine used by Curtiss to fight Wright Patent] 342. Landeroin et Robert [introduced at Concours de la Securite 1914] 342.jpg 342-1.jpg 343. Royal Aircraft Factory B.E.2e [w/ Rolls-Royce Hawk / RNAS at Cranwell] 343.jpg Royal Aircraft Factory BE2e, with Hawk engine. Used by RNAS at Cranwell 344. Lebed-Morskoy (LM-1) [Лебедь Морской 1 built at Lebedev's factory in 1915] 345. Aviatik C.I [fabric covering replaced w/ Cellon / Aviatik C.I 826/16] 346+ Bruyere C.1 [Hispano powered / crashed during trials April 1917] The experimental Bruyere C.1 powered by a Hispano engine. Crashed during trials. It had an aluminum fuselage with fabric coveredc wings. 346.jpg 346-1.jpg 346-2.jpg 347a. Whitehead Comet [d i s q u a l i f i e d / see Challenge 071] 347a.jpg 347b. Armstrong-Whitworth F.K.12 [second version] 348. Sveshinkos Vendom [Svechnikov Vendome / Свешников-Вандом] 349. Engels-III [August 1917 / 125 hp Le Rhone / Engels-II from other sources] 350. Perry Beadle's Flying Boat [plywood of the hull was sewn w/ copper wires] 351. Sikorsky S-XIX ["Двухвостка" (Two-tailed) w/ two 150 hp Sunbeams] 352. Alcock A.1 Scout [built w/ Sopwith components on Island of Mudros] 353+ Gotha LD 4 [development of the LD (Land Doppeldecker) 3] The Gotha LD 4 [LD = Land Doppeldecker - Land Biplane] was a development of the LD 3 of which I have seen a picture. The LD 3 looks almost completely like a 100% genuine Caudron. The LD-4 is given like a Caudron-copy, with a totally enclosed engine. It had a 100 hp Gnome and was built in 1914. 353.jpg 353-1.jpg 354. Royal Aircraft Factory F.E.4 [second machine / powered by RR engines] 354.jpg It is the second machine, powered by the RR engines, which gave an improved, but still poor performance. 355+ Nakajima Type 3 [1918 Japanese biplane w/ 125 hp Hall-Scott A-5] The Japanese Nakajima Type 3 Biplane with 125 hp Hall-Scot A-5. The type 3 was built in December 1918. It flew until 1921 when it crashed while avoiding someone who walked out on the field. 355.jpg 355-1.jpg 356. Noel biplane of 1914 [3rd design of Louis Noel / 80 hp Gnome] 356.jpg 357+ Hedilla monococque II [compagny Pujol y Comabella y Cia Salvador Hedilla] First a/c built in Barcelona, Salvador Hedilla Pineda flew on the 5th of july 1916 from Barcelona to Palma de Mallorca in 2 hours 16 minutes. This plane was named "Monocoque hedilla II" built by compagny Pujol y Comabella y Cia Salvador Hedilla realised a flying between Majorque and Santander with this plane in 1915. 357.jpg 357-1.jpg 357-2.jpg 357-3.jpg 357-4.jpg 357-5.jpg 358. Le Pere LUSAC-11 prototype [Packard Motor Car Company / Detroit 1918] 358.jpg Le Pere LUSAC -11 prototype 358-1.jpg 359a. Curtiss Model C-1 [d i s q u a l i f i e d / see Challenge 186] 359b+ Halberstadt B.II [w/ 100 hp Mercedes D I 6-cyl water-cooled engine] 359.jpg A Halberstadt B.II powered by a 100 hp Mercedes D I 6-cylinder water-cooled engine. 360+ Oertz W 5 The Oertz W 5 is one type in the long flying boat series of Oertz. Flying boats at Oertz started when they made the hull of the Melli Beese designed flying boat just before the outbreak of the war. A lot of characteristics of the Melli Beese Flugboot were transferred to the Oertz flying boats. The prime characteristic was the place of the engine in the fuselage driving the pusher propeller via a chain drive. The compartment of the engine in the fuselage was waterproof (double walls). The Oertz W 5 was one of the heavier Oertz flying boars, being powered with a 240 hp Maybach engine. Wings were 3-bay, equal span. In 1915 five were built for the Deutsche Marine (No. 276-280). 360.jpg 361. Vickers F.B. 24 G 361.jpg Vickers F.B. 24 G 362+ Oeffag 50.01 362.jpg 363+ Friedrichshafen FF 17a [w/ Zentralschwimmer (central float) / 1 built] This is the Friedrichshafen FF 17a with Zentralschwimmer which participated in the Bodensee-Wettbewerb 1914. Only one example built, but later modified as FF 17b with Doppelschwimmer (two floats ). 363.jpg 364+ US Speed Scout [Berckmans Speed Scout and designer Maurice Berckmans] 364.jpg This is the one and only example of the Berckmans Speed Scout flying in 1917. Maurice Berckmans standing proudly in fron tof the machine. 365. Lawson M.T.2 [prototype built for military tests and flown mid-1918] Lawson M.T.2, of which a single prototype was built for military tests and flown in mid-1918. The Air Service placed an order 100 planes, but the war ended and the order was cancelled before any could be built. The prototype flew until 1931 -- a rather extraordinary record for a wood and canvas experimental -- when an inexperienced 17-year-old pilot crashed it at New Sweden, Maine. He was unhurt but the plane was a write-off. 365.jpg 366. Federal Semi-Armoured Pusher [1916 w/ 100hp Curtiss OX] 366.jpg 366-1.jpg 367+ Bloudek-Cermak Libella II [Austro-Hungarian a/c survived 1911-1918] The machine was built by Stanko Bloudek and J. Cermak (I do not have his complete first name). Bloudek (1890-1959) was a brilliant engineer (Inzenir) who worked in world war one with the Osterreichische Flugzeugwerke. After the war he probably did all sorts of engineering things as two Austrian patents of him exist about closing mechanisms for train doors. He is probably most famous now because he initiated wintersports in the 1930's in Slovenia. When the machine was constructed the state was obviously Austro-hungary, which country splittered after 1918 in several other, sometimes 'new' countries. Basic data are Span: 27'10" Length: 29'6" Weight: 838 lb 367.jpg The picture was taken in 1913 367-1.jpg 367-2.jpg 367-3.jpg 367-4.jpg 368. Wight Twin Landplane [first configuration / 2* Salmson radial engines] 369+ Thulin Type H [largest machine built by the Thulin Aeroplanfabrik] This was the biggest machine built by the Thulin Aeroplanfabrik. First flight: 1918 (probably there were great difficulties getting the machine in the air, as it was surely finished in July / August 1917) Engines: 3 Thulin A rotaries of 90 hp each (probably making the machine underpowered) Crew: 3 Length: 9,9 meter Span: 19,40 meter Height: 125 km/hr (probably the estimated design speed) Only one example built, which not surprisingly was not succesfull. 369.jpg 369-1.jpg 369-2.jpg 369-3.jpg 370+ Union G.I [built at the Union Flugzeugwerke GmbH / 1915] On April 13th 1915 government ingenieurs examined the prototype of an 4-engined bombing-biplane with triple siderudders, called Union G.I. The framework was good. Four 110 hp Benz engines were placed in double-gondolas "standing" on the wing. The framework, typical for the period, was made of wood, wire-strutted and covered with cloth. Fact is, the fuselage was made of plywood. The tail-arrangement consisted of a single tail-surface crowned from three parallel rudders of wich the central one was a triangular fin. The company was told that the airplane designed by Karl Bomhard, Dr. Josef Sablatnig & Georg Konig with a maximum speed of 95 km/h (59 mph) is to slow. Two of these machines were built in 1915. The first was damaged, the second, built to provide experience for Daimler workers before they started their own aircraft construction, was wrecked in a landing forced by excessive vibration. It was powered by four 110 hp Mercedes engines mounted in tandem pairs. Specs were: span, 21 M; length, 18.2 M; ht., 3.74 M. In one place they say the speed was 59.4 mph; in another, 79.5. 370.jpg 371+ Schwade fighter [Schwade Kampfeinsitzer Nr. 1] 371.jpg 372. Pfalz E.VI [w/ hand-painted Riemschneider lozenge camouflage] 372.jpg 373. Caproni-Pensuti Triplanino [Caproni-Pensuti or Breda-Pensuti Triplanino] With a span of only 4 meters, lenght 3,80 m and a total weight of 230 kg (including Pilot) it was probably the smallest men-carrying aircraft of the wartime. It was designed to do short-range reconnaisance missions in the service of ground-troops. The designer and Caproni test pilot Emilio Pensuti was working on his idea from 1914 on. What a pity that he did not saw it fly. But A few of them went into active service as late as 1918. Emilio Pensuti died in 1918. Two versions were built. The first had a three-cylinder Anzani engine (of 35 hp?). The second a more powerful six-cylinder engine (of 80 hp?). Following the designations, they were built/constructed at Gianni's company - Caproni-Pensuti. And the Societa Italiana Ernesto Breda per Costruzioni Meccaniche (Breda Corporation, mainly involved in railway stock constructions), Milano built the Breda-Pensuti, probably the post-war version with 80 hp engine. (Breda started the aircraft business in 1918 when they got an order of 600 Caproni Ca.5 bombers. After the war there were own developements too. I?m not sure when they built the Pensuti, but at least until 1923 the 'Triplanino - an aircraft for the people' was offered. 373.jpg Breda-Pensuti 373-1.jpg 3-view of the beastie. The rear end is going to have to be kept as light as possible to avoid 'church roof' syndrome. 373-2.jpg This one is a Pistachio scale model by Russ Lister 373-3.jpg This is a 1/4 scale version of the Breda-Pensuti (made after the Caproni-Pensuti)from an unknown German modeller. 373-4.jpg 373-5.jpg 373-6.jpg 374. S.I.A. Type 1200 / 14B [d i s q u a l i f i e d / see Challenge 040] 374.jpg 374b+ Ricci R 1 Twin-hull flying boat [3-engine seaplane/flying boat mix] This is the Italian Ricci R 1 Twin-hull flying boat. This machine appeared in 1919/1920 and was a three engined (two-pusher, one tractor) mix form of seaplane and flying boat. The driving part was done by two long one-step hulls or floats (how you name it classifies it). The crew was placed in a nacelle hanging between the wings, where in the front an engine drove the tractor propeller. The two pushers were fitted in nacelles between the wings. Engines were Isotta-Fraschini P 6 rated at 200 hp. Makes a total of 600 hp, probably too few for such a large machine. The Ricci brothers built besides this large plane two lilliput triplane machines for pleasure the R 6 and R 9. Other machines were probably projects. 374-1.jpg 374-2.jpg 375. Halberstadt C.V [C.V 6905/18 (Av) captured by Estonia fitted w/ floats] The Landwehr in Estonia wanted to make contact with the White Russian North-West Army near Narva. On 8 and 9 June 1919, three German aircraft were sent to Narva from Latvia, with messengers as passengers. The operation was led by Oblt zur See Patze, but it failed completely. All aircraft were confisquated by the Estonians when they landed near Narva, the crew and the messangers were taken prisoner and jailed for some time. The three machines were two D.F.W. C.V's and an Halberstadt C.V which had crashed. All three were taken in the inventory of the Estonian Aviation Company. The Halberstadt C.V - later fitted with floats - got the Estonian serial number 53. This was probably the only Halberstadt C.V fitted with floats. 375.jpg This Halberstadt C.V 6905/18 (Av) - built under licence by Aviatik - was captured by the Estonians from the German Landwehr. 376. Grandjean L-1 [Swiss monoplane by Lt. Rene Grandjean and M. Meuron] The Grandjean L-1 was built by Rene Grandjean and M.Meuron of Lausanne in 1912 and purchased by the Swiss military in august 1914. First powered by a 50 hp Oerlikon it was re-engined with a 70 hp Gnome after a crankshaft failure. It was used as a trainer until june 1915 with the serial # 25. 376.jpg 376-1.jpg 376-2.jpg 376-3.jpg 377+ SEA 4 [SEA 4 C2, 2-seat fighter w/ 370hp Loraine-Dietrich 12da] The SEA 4 C2, a two seat fighter (C2 - chasseur deux) which appeared at the end of the war. Eventually 115 machines were built, some were converted to civil planes. Both Marcel Bloch (Marcel Dassault) and Henri Potez went on for a very great career in aviation. 377.jpg 377-1.jpg 377-2.jpg Henri Potez (in the dark hat) near the prototype of SEA IV 378. Franchault - 3rd type [1914 sesquiplane of Auguste Franchault] 379. Handley-Page V/1500 [w/ folded wings] 379.jpg Handley-Page V/1500 with folded wings 380. Villish VM5 [Russian Villish VM-5 fighter flying boat] 381. Burgess I [U.S. Army hydroplane] 381.jpg 382. C.I Type Schutte-Lanz [Schutte-Lanz C.I pusher w/ Mercedes D.III] 383+ Lohner Dr.I 111.04 [Lohner Type A 111.04 w/ 185hp Daimler] 383.jpg 384. Grahame-White E.I.V "Ganymede" [day bomber] 384.jpg 385+ Dupperon-Niepce-Fetterer D-N-F bomber 385.jpg 386. Sablatnig SF5 386.jpg 387+ Macchi Monoplane [1913 Macchi Parasol / operational until October 1915] The Societa Anonima Nieuport-Macchi had its factory in Varese, Italy. Varese, a small provincial town near the Swiss border, has been a centre for the Italian aeronautical industry since 1912, when the firm of Nieuport-Macchi was founded by Giulio Macchi. The Parasol was the first original plane designed by Macchi in 1913, but still heavily influenced by the Nieuport monoplane built in licence. 2 squadrons of it were used operationally and which was not withdrawn until October 1915. Evidently there were problems with the stability as some of the production planes were fitted with a 'stabiliser' vertical on the parasol wing. A construction also tried years earlier by Bleriot. In the beginning of the war, Macchi started with building a copy of a Austro-hungarian Lohner flying boat (the Macchi L1), later developing it in the long M-series flying boats till 1920/30. 387.jpg A factory shot of the first build example. 387-1.jpg 388+ Fokker M.4 [sometimes referred to as the Fokker Stahltaube] It starts with the M.3, a two-seater monoplane variant of the M.2 with squared fuselage that was ordered by the army air corps in June 1913 in a quantity of 6 machines. Fokker presented this type first at the "Herbstflugwoche" (autum flying week) at Johannisthal in September, but later it did not pass the requirements of the army only by needing a longer rolling-track for take-off and landing. (That sounds a little strange to me. I haven?t heared of other types ordered by the german army even before they were built) So Fokker rapidly let built a new type instead, called M.4. The new monoplane was equipped with "dove-wings" and an additional nose wheel. The rear steel-tube fuselage stayed uncovered. It made it?s maiden flight in November 1913 and was testflown again on the army airfield in Doberitz in January 1914. It was found to be better than its predecessor, but was also not accepted and the order of 6 machines was finally cancelled in February. Then it is not known if Fokker built a new one or modified the existing plane, but some changes were made to the M.4 - the fuselage was completely covered, it got new wings with ailerons instead of warping (the first time on a Fokker) and the 100 hp Mercedes was replaced by a 120 hp Argus As.II. I`m not sure at all when the engine was changed. This design again caused no interests by the army and Fokker used it (or both) long time in his "Feldflieger-Schule" (army flying school) at Schwerin. 388.jpg 388-1.jpg 388-2.jpg 389. Packard Type A [Thomas-Morse MB-3 in background] 389.jpg 390+ 2nd Monoplane of Dipl. Ing. Paul Jaritz [Easter 1914 / Landhaushof Graz] The unqiue Paul Jaritz monoplane built in 1913 / 1914, only one built. First flight in 1914. This comes from a book (1981) by the same Reinhard Keimel who does not state that this was the second Jaritz plane. The machine was exposited on Easter Sunday April 12, 1914 and probably the next day also. Which dates the picture. 390.jpg 391. Eastbourne Aviation Co. (EAC) Biplane of 1914 [exhibition flyer] 392+ Sturtevant B [B2 Pursuit Plane / modified version of B1 Speed Scout] Sturtevant B2 Pusuit Plane, the modified Version of the B1 Speed Scout. The most visible changes are the fully enclosed engine and a spinner. The first one, the Speed Scout, was designed after a request of the army for a new fighter. It appeared in July 1916 but did not fulfill the requirements. It was modified to the B2 Pursuit Plane, completed in December 1916, tesflown in 1917. It crashed on its maiden flight due to a control malfunction and the rest of the order (for 4 aircraft) was cancelled. 392-1.jpg Sturtevant B1 with open cowl at Squantum. 392-2.jpg Sturtevant B2 at Squantum. Note poor forward visibility. 392.jpg Sturtevant B2 in the Squantum snow. 392-3.jpg Sturtevant Model B2. 393. Westland N.16 [first prototype designated Westland N.1B / August 1917] 393.jpg 394+ Max Lille Tractor Biplane by Vought [Lillie-Vought Tractor Biplane] I don?t know if Max Lillie had an own aircraft company apart from his flying school. The Lillie-Vought Tractor Biplane was a requested design from him because he needed a more advanced show-airplane to his Lillie-Wright pushers that he used for training. I?m pretty sure that this is the Lillie-Vought Tractor Biplane, that was built in Beech's Hangars. Billy Robinson must have flown it - he was one of the circus pilots in this time and the dates are not verified as well. Probably he went along with this aircraft and flew it in Canada and Grinnell of course. I found no real evidence that Robinson built airplanes without engines of his own developement in the Grinnell Aeroplane Company. 394.jpg 394-1.jpg 394-2.jpg 394-3.jpg 395. Avro 504 modified [Dec 1917 / 100hp Monosoupape] 395.jpg Avro 504 experimentally fitted with a four-bladed propeller and experimentally fitted with ailerons on the upper and lower wing. 396+ Atwood Carolina Corporation F-boat [modified Curtiss F flying boat] This is the flying boat designed by the ebullient Harry Atwood in reality a heavily modified Curtiss F flying boat built from veneer, where the Carolina Aircraft Company comes in as builder. The Carolina Aircraft Company had a speciality with veneer building, so they made this design out of veneer. Of this machine were surprisingly four examples ordered from the drawing board by the US Navy (A 4343/4346), but the first example (and only one built) was way too heavy. It did fly, but far below the specifications of the US Navy. The machine was not accepted and the three others were cancelled. So ended the flying boat building career of Harry Atwood, a true icon of the early flying movement in the USA. 396.jpg 397+ Wild WT-1 [Swiss / designed by Swiss engineer Robert Wild] The Swiss Wild WT-1 designed by Robert Wild, the Swiss born engineer who also was chief engineer and aircraft designer for Aviatik [Automobil- und Aviatik-AG, Abteilung Flugmaschinenbau in Muhlhausen] B-types (in Germany) and the Aviatik and SAML [Societa Anonima Meccanica Lombarda di Monza] types (in Italy). 397.jpg 397-1.jpg 397-2.gif WTS 397-3.gif WTS 397-4.gif WTS 397-5.gif WT-1 397-6.gif WT-1 397-7.gif WT-1 398. German Sommer Arrow Biplane [Deutsche Sommer-Flugzeugwerke / 1914] The machine was built by the Deutsche Sommer-Flugzeugwerke GmbH in Darmstadt in 1914. The firm was directed by Robert Sommer who was not related to the famous French early flier and aircraft builder Roger Sommer. This firm was no licence firm for building the French machines in Germany, but actually built 5 different machines from 1911 till 1914. This machine is from 1914, fitted with a 100 hp Gnome rotary and it participated in the Prinz Heinrich Flug 1914, of which more later. I have information that England ordered 25 examples, which were not delivered owing to the war. 398.jpg 399. Experimental Yokosho Ho-go Otsu-gata floatplane [200hp Salmson / 1916] This floatplane was built by the Naval Air Arsenal at Yokosuka [Yokosho, Kusho and Kugisho] and was designed by Chikuhei Nakajima (of later great fame). The machine is named Experimental Yokosho Ho-go Otsu-gata of which two were built in 1916. Power was a 200 hp Salmson engine. The wings of the machine were very large (4-bay), probably to give enough lift. The design was succesfull and two additional machines were built in 1919/1920 powered by the 220 hp Peugeot engine. 399.jpg 400+ Heinrich Model D monoplane [Governor's Is. / NY Times Race / 4 July 1914] The Heinrich Model D (50 hp tractor monoplane), designed by the Heinrich brothers and built in their Heinrich Aeroplane Co. in Baldwin, Long Island, NY. The younger brother Albert S. Heinrich piloted this machine at the Independence Day, July 4th 1914 in an aerial competition between landplanes and flying boats. (3 landplanes, 1 floatplane and 4 flying boats) The race was an all-over water course, started in the New York Bay "from an imaginary line between Governors Island and the Statue of Liberty" going up the Hudson River to a return pylon in the area of Spuyten Duyvil, Bronx that was fixed on a river barge and then back to the start line. For safety reasons all landplanes had additional pontons fixed in their bodies, to keep them afloat in emergency. The starting gun was to be fired at 3 p.m. sharp. This picture probably was taken in the Liberty State Park, what could have been the best starting place for the landplanes. The Heinrich monoplane was the second to finish and earned $ 500. The story in the NY Times of July 5th is a fine one, only the Schmidt and Heinrich monoplanes were able to fly! Albert Sigeman came again in the news on October 13, 1914 when he threw bombs at a "battleship". On November 22, 1914 the Model D monoplane was saved from a hangar fire at Garden City Field Long Island. The machine was quoted worth $ 18,000. 400.jpg 401. Austin Ball A.F.B.1 [w/ modified wing bracing at Martlesham Heath] 401.jpg 401-1.jpg 401-2.jpg 402. DFW C.I [D.F.W. C.I 1980/15 of FEA 6 at Grossenhain] 402.jpg 403- CEPA LVG C VI flying boat [non-flying test-bed / conversion made in 1920] 404+ Breguet LE (Laboratoire Eiffel) single seat fighter The "Laboratoire Eiffel fighter" also known as "Breguet L.E.". The plane was designed by the Laboratory Eiffel staff and built by the Breguet firm. They were 2 prototype built in 1917 404.jpg 404-0.jpg 404-1.jpg 404-2.jpg 404-3.jpg 404-4.jpg 404-5.jpg 404-6.gif 404-7.jpg 405+ Hansa Brandenburg MLD Doppeldecker [Type Farman Kampfflugzeug w/ 150hp Benz] Hansa Brandenburg MLD Doppeldecker, 3 stielig, Type Farman Kampfflugzeug with 150 hp Benz engine. The type is the Hansa Brandenburg MLD ( for Marine-Land-Kampfflugzeug ) ( navy land combat plane ) built in 1915 and designed by Heinkel who was Technische Director of the Castiglioni group. H.B MLD : 2 seats , 150ps Benz, span 16,5m , length 10,3m , wing area 55,8 m2 , flying weigh 960kg, max speed 135km/h . 405.jpg 406. Preston Watson No 3 [Watson No.3 Rocking wing aeroplane in Paris] 406.jpg This is the Watson No.3 Rocking wing aeroplane flying on June 18, 1914 at the Concours de la Sлcuritй en Aeroplane in Paris. Incidentally Watson himself was not flying in Paris, because he had no pilot's licence. He obtained a licence in 1915. Flying was Mr. S. Summmerfield, who had a pilot's licence and regularly flew Bleriot monoplanes in England. 407+ Port Victoria P. V. 8 [aka Eastchurch Kitten / designed by Henry Busteed] The Port Victoria P. V. 8, also known as The Eastchurch Kitten. It was designed by Henry Busteed of the Experimental Flight at Eastchurch as a lightweight ship-based scout. It is sometimes mis-identified as the Sopwith Kitten. This may be because of the close association of Buateed with the Sopwith Company and fellow Aussie Harry Hawker, and also due to the use of the "Tripe-like" plank style interplane struts. 407.jpg 408. Paul Schmitt floatplane [mod. Liberty powered Paul Schmitt X (BuNo) A5636] 408.jpg 409+ Biplano Tomsich [fabricado por Andres Tomsich en Bolivia / "Condor"] 409.jpg 409-1.jpg It is the Tomisch biplane that he named "Condor". Tomisch was in South America at the outbreak of the war and stayed on working for Sanchez-Besa in Chile before going to Bolivia. The description gives that the machine was driven by an Argus engine of 180 hp. 410+ Oertz Militar Eindecker [Max Oertz V5 w/ 14-cyl 100 hp rotary Gnome] This machine is designated Max Oertz V5. Machine was powered by a 14-cylinder rotary enhgine (Gnome) of 100 hp. The first flight of the machine was made in January 1913, piloted by Marchal. The pictures presented were taken on the flying field Schneverdingen, south of Hamburg in the summer of 1913. Span: 12,5 meter Lenght: 10 meter Max. speed: 135 - 170 km/hr Range: 400 - 500 km Climb with fuel for four hours: 15 minutes to 540 meter. 410.jpg 410-1.jpg Oertz Biplane - 1910 The first machine from the Oertz Yacht Company, designed and built by the Oertz firm. Contrary to the Wright and Farman machines it had the elevator at the tail. Machine first flew in February 1910. Power was a four-cylinder Korting of 37 hp. See the picture, it did fly ! 410-o1.jpg Oertz V1 Eindecker The V1 with a 7-cylinder Gnome of 70 hp was first flown on September 4, 1911 by Ernst Dax. Unfortunately it crashed shortly after on October 21, 1911. 410-o2.jpg 410-o3.jpg Prinz Heinrich von Preussen (third from the right) inspecting the V1. Oertz V2 The Oertz V2 was flown by Wijnmalen on the Luneberger Heide in early February 1912 at the flying field of the Oertz company at Schneverdingen. 410-o4.jpg Oertz V3 410-o5.jpg Henri Wijnmalen circling the flying field at Hamburg - Wandsbek on March 9, 1912. Average speed was 127 km/hour (!) 410-o6.jpg Henri Wijnmalen in the pilot seat of the Oertz V3 410-o7.jpg The Oertz V3 (70 hp Gnome rotary) was first flown by Henri Wijnmalen in early March 1912. Oertz V4 The Oertz V4 (100 hp 14-cylinder Gnome rotary) first flew on March 31, 1912, flown by Henri Wijnmalen. Owing to speed of 172 km/hour that the machine attained on a flight from Bremen to Hamburg (with tailwind !). Wijnmalen got the idea to make a racing variant and to participate in the Gordon Bennett Race in September 1912 in Chicago. Unfortunately there was not enouigh money for the journey to the USA. So the machine never participated. The machine was offered to the Preussian Fliegertruppe, but was not bought with the rreason that 'the machine was too fast for normal flyers'. In Chicago Jules Vedrines won the race with a speed of 174 km/hour. There is a note that one Oertz Eindecker (unknown) type was bought by Krupp for a price of 25,000 DM. 410-o8.jpg 411. Hanushke Eindecker 1914 Bruno Hanuschke appeared in the 1913 autumn with a new monoplane that EXTERNALLY resembled the Morane-Saulnier .It differed in having a STEEL-TUBE FUSELAGE and an unorthodox control system ... This was not a success :skilled pilot though he was,Hanuschke damaged his monoplane in several landing incidents " Bruno Lange says it was built in 1914 , but this is not right ,as "Flugsport" published two photos of the first proto late in 1913 . He adds that some were used untill 1918 in Balkan's countries ! ( My pictures show the 1914 version.) A later version is depicted in " german Aicraft of WW I by Grey & Thetford ,Putnam 1962 . 411.jpg 411-1.jpg 412. Phonix D.III [designed by Dipl.-Ing Leopold Kiste] 412.jpg 413+ Brandenburg L 15 [w/ 350hp V12 Austro-Daimler motor / 1917] The two seats Hansa-Brandenburg L 15 reco plane designed by Ernst Heinkel for Austria and built in 1917 with a 12-V 350 hp Austro-Daimler motor One proto only . Span 13,6m length 8,74m wing area 52,7m2 flying weight 1500kg 413.jpg 413-1.jpg 414+ Alfaro I [or Fournier I - Heraclio Alfaro Fournier / Spanish 1913] Heraclio ALFARO FOURNIER (1893-1962) designed, built, and flew the first airplane in Spain in 1913. 414.jpg 414-1.jpg 414-2.jpg 415+ Farman-Nelis GN2 [built by the Bollekens firm / 130 hp Gnome et Rhone] This is the 130 hp Gnome et Rhone powered Farman-Nelis GN2 as used by the Belgian crew Jacquet and Rolin. This machine was the second of six aircraft constructed for the Aviation Militaire Belge by Georges Nelis (hence the name) in accordance to instructions of some pilots, Fernand Jacquet being one of them. To improve the overall performance the water-cooled Renault 8c of 130hp was replaced by the much lighter 130 hp Gnome et Rhone and the undercarriage was also replaced by a lighter version. The gondola was improved and made much more streamlined. 415.jpg 416. Morane Saulnier AN [(MoS.31.C 2) w/ Bugatti 16-cyl engine] The Morane-Saulnier AN (MoS.31.C 2) with two side-mounted Lamblin radiators and the mighty Bugatti (!) sixteen cylinder (two rows of 8 cylinders) engine of 420 to 460 hp. A gigantic engine. The machine was finished as a two-seat fighter (but then a heavy fighter ). The exact company designation of Morane-Saulnier is (with hindsight) quite logical: - the basic company designation was AN, the original Bugatti powered first plane is sometimes referred to as the ANB - the ANL was powered by the 400 hp Liberty 12 engine. - The ANR was powered by a 450 hp Renault 12 Kb engine - The ANS was powered by a Salmson 18Z of 530 hp Machines differed in other aspects too. 416.jpg 417+ Fisher Monoplane [designed by Percy Fisher / New Zealand] NEARLY 10 years after the Wright Brothers made history with the first sustained controlled powered flight, a young Wellington man was making aviation history in some paddocks east of Carterton. Percy Fisher's monoplane is the subject of a new book, entitled Taking Flight, written by the aviation pioneer's great-grandson Paul Maxim. It tells the story of how some of New Zealand's aviation history took place some 10km east of Carterton, near Gladstone. Mr Maxim says he was always aware that a relative of his had built and flown an aeroplane early last century, but he hadn't realised the historical significance of it. " I remember telling my son Simon, who was about 7 at the time, about my great-grandfather's exploits. He had so many questions and it was that which sparked my interest in finding out more." The rest, as they say is history. Here is the story of one of New Zealand's pioneering aviators. David Percival Fisher, who at an early age became known as Percy, was born in Wellington's Ghuznee Street on July 9, 1882. The third of seven children, he was the son of David and Christina Fisher. In 1897, aged 15, he began a seven-year engineering apprenticeship with New Zealand Railways and served his time as a turner in the locomotive branch in the Petone workshops. In June 1902, aged 19, he and two other Wellington engineers took out a patent on "an improved method of and means for ventilating halls, theatres and other places of resort". The ventilation plant was later installed in the Theatre Royal but the young designers got caught up in a legal wrangle over payment. Another patent the next year involved "an improved peg". In 1904 Percy left the Railways and became a mechanical engineer, setting up a workshop repairing gramophones, using his own designed and patented parts. During the winter of 1910 he met photographer Arthur Schaef, an aviator buff who had been inspired by news of aviation success overseas, and who was building the first of two monoplanes. On August 20, 1910 the Vogel was taken to the Hutt Park Raceway, and Percy joined Schaef's team as a enthusiastic volunteer at that first trial. During the trial the carburettor failed to work properly, and the engine proved unsuitable. Percy spent the next three months working on the engine, virtually rebuilding it from scratch. The newly-built motor, when finished, was considered an engineering feat and expected to deliver 30-horse power. In January 1911 the "new" Vogel was taken to Lyall Bay and over a six-week period attempts to get it up in the air proved fruitless. Finally, on March 6, the Vogel had its most successful trial, leaving the ground for 50m and getting to a height of about 5m. This hop marked the beginning of heavier-than-air flight in Wellington. At the end of May 1911, Percy and Schaef discontinued working together, preferring to embark on separate aviation projects during the next 18 months. Work on Fisher's monoplane began the next month, with his new aeroplane being built in an upper storey room in present-day Bond Street, across the stairwell from Schaef's premises. According to Mr Maxim, the aeroplane was essentially a Bleriot type, a proven performer since its designer Louis Bleriot had flown his own 24 horsepower monoplane across the British Channel two years earlier. Says Mr Maxim: "Fisher used a drawing of that Bleriot model, known as the Mark X1, from Flight magazine, as the basis for his design. But in doing so Percy Fisher made several notable changes. " In an attempt to reduce drag the fuselage was given a rounded bonnet nose, constructed from three-ply wood. The tail and back rudders were enlarged and reshaped and the landing carriage altered to two front wheels on either side of a landing skid, the wheels especially made to absorb jarring. " Another sprung skid was fitted to the rear of the fuselage to take the weight of the tail section." The fuselage frame was made from timber, most likely cedar, which was neatly scarfed at the joints and secured with metal clips and a bolt, while the vertical struts were spokeshaved to enhance streamlining. Cross-wire bracing ensured the frame did not distort under pressure. The wings, rudder and elevator fabrication consisted of Japanese silk sewn over a wooden frame which was varnished to stiffen and seal. Bamboo struts were then tacked over to secure the fabric to the frame. The detachable wings were braced with wires attached to a central tripod. The first laminated wooden propeller, which was also made by Percy, was 2.057m long and capable of 1200 revolutions a minute. The only thing that Percy did not make was his engine's aluminium crankcase, which came from Schaef's old imported engine. Other statistics include: Length 7.62m, span 7.92m, wing area 11.27m squared, tail area 5.39m squared, weight 196.9kg, horsepower 40. The aeroplane was finally finished in November 1912. Realising that Wellington was not the best place to test his creation, Percy opted for Pigeon Bush, near Featherston. In December that year the aeroplane was railed over the Rimutakas before being taken to the flats of Pigeon Bush Station. On Wednesday, December 25, Fisher attempted his first flight. The Wairarapa Age reported: "Four held it, while one got into the flyer's seat. The motor was started, and worked so well that the four men could not hold the machine, which bolted, rising some 30 feet. It travelled some distance, when something happened and it came down suddenly. " The plucky new-chum aviator sustained an injury, which we understand is not serious, to one of his legs. It was demonstrated, however, that the machine would fly, and possibly after a few more trials it will be seen circling over the Wairarapa towns, the pioneer of its kind in this part of the world." In April the next year, after a series of trials, Percy decided to hand over the pilot duties to Reggie White. Their perseverance was to pay off, because on April 28 five brief hops were achieved and the success was reported in the Dominion the next day. " The five flights were each of about 200 yards, and were made at an elevation of from 20 to 30 feet. The machine is stated to have behaved admirably, and to have proved its stability. If the weather is fair it is hoped to make a more extensive flight today. Mr White, who made yesterday's flights, is gaining his first experiences as an aviator." In June 1913, after five months of trials at Pigeon Bush, a decision was made to shift operations to Carterton where the wind was more suitable for flying and the ground less rough. Although farmer and timber merchant W. Howard Booth gave Percy and his team the use of a paddock behind his sawmill, the first flight did not take place in Carterton itself. While the weather forecast for the weekend of June 21-22 was for fair conditions, on arrival on the Saturday morning Percy was met by overcast weather and blustery conditions. A decision was made to hold the trial at Hurunui-O-Rangi Flat, near Gladstone, on land owned by Leonard Pike. According to Mr Maxim, the plane was towed out to Hurunui-o-rangi behind an Austin 15 (hp) car. During that weekend the plane was put through its most public trial in the time it had first come to Wairarapa. " The Saturday was the best of the three days. Reports suggest that the monoplane attempted eight flights and got into the air seven times. " With the 'tricky wind puffs' only straight runs were made and the plane reportedly averaged something like 18m in height, and covered at least 800m in successive efforts. " There were unpleasant southerly conditions on Sunday and Monday, but the plane managed three flights on the first day and two more on the second," Mr Maxim writes. A report in the Evening Post, dated June 24, said: "The pilot of the Fisher monoplane, who has to learn for himself how to manipulate the controls, told a Post representative today that the machine is very amendable to direction. " So far no attempt has been made to turn in the air - the flights have all been in straight lines - but Mr White has no doubts as to the balance of the monoplane. " On one occasion when he essayed to descend, and switched off the engine, he found that the head wind simply lifted him some 20 feet into the air again. " The engine is working very satisfactorily, and it was calculated by observers that at times the monoplane was doing over 40 miles an hour. She can leave the ground in 30 yards or so." The historic moments were captured on film by Wellington cinematographer Charlie Barton, who managed to shoot about 100m of film. This was quickly edited into a short feature film, entitled Experimental Flights of the Fisher Monoplane, lasting about three minutes. It premiered as a trailer at the People's Picture Palace cinema during the week of July 4-10 to "standing room only" crowds. Mr Maxim says the film included a small clip from Pigeon Bush showing Percy and White with the plane, followed by eight segments of the plane taking off and in the air at Middle Run in Gladstone. " There was considerable public interest in viewing the first aeroplane in New Zealand to be captured in flight on moving film and it was progressively shown in other parts of the country. " It was seen in Wairarapa at Masterton's TP Electric Theatre for five days at the end of July." According to Mr Maxim's book, further Fisher Monoplane flights were promised after the Middle Run success in June but it seems no more were made at Gladstone. During the spring and summer of 1913-1914 Percy journeyed to Carterton for further flights in paddocks before the aeroplane was railed back to Wellington at the end of that summer for display at a festival in Wellington. By early 1916 the Fisher monoplane had run its course as an aircraft and it was sold to John Burgess, an engineer living in Gisborne. Soon after Burgess joined the armed forces, and his business as well as the aeroplane was sold to A.J. Cox. Cox was interested in aviation and had hoped to test the flying capacity of the machine himself. But on hearing the aeroplane had been involved in several crashes he decided not to risk flying and the plane was strung up in the rafters for some years. Eventually, when space became a concern, Cox had the machine dismantled. Percy Fisher moved away from aviation to concentrate on his engineering business. His company D.P. Fisher Ltd became one of New Zealand's largest and most innovative engineering establishments. Percy Fisher designed many patented inventions, most notably the Fisher Piston Ring which was sold worldwide. He died in 1941. D.P. Fisher Ltd lasted until 1956 when it was sold to Repco, who were expanding into New Zealand. 417.jpg THE Fisher Monoplane survived many crashes in its early trials at Pigeon Bush. 417-1.jpg REG WHITE and Percy Fisher with the aeroplane. Cross Creek Station is located up the valley in the background. 417-2.jpg REG WHITE poses for the camera. Persistently bad weather delayed flying at Pigeon Bush for weeks on end. 417-3.jpg PETER SHANKLAND, a Carterton photographer, caught the monoplane at the top of one of its many hops, or in a low climb on its way towards a longer flight - several of which were achieved on that June weekend. 418+ SAIB Courtois-Suffit-Lescot C.S.L. 1 [1918 fighter] 418.jpg 418-1.jpg 419. Union Pfeil Doppeldecker [w/ Stahherz radial / Pilot W. Hohndorf / 1914] 419.jpg This is the Union Pfeil Doppeldecker with a Stahherz radial engine photographed in the 1914 Dreieickflug in Germany held on May 30, 1914. Pilot is W. Hohndorf. 420+ Dogan [Voisin-inspired a/c by Stefan Kalinov [Стефан Калинов] / 1915] The Bulgarian aircraft building traces its origins from early 1915 when the aviation technician Ilya Mladenov and the pilot Stefan Kalinov built an aircraft by their own design named Dogan, which was similar to the French-made Voisin. However, their undertaking was unsuccessful as Dogan crashed during its first test flight killing the pilot Stefan Kalinov. 420.jpg 421. W.K.F.80.06B [Wiener Karosserie-u.Flugzeugfabrik / W.K.F. D.I prototype] 421.jpg W.K.F.80.06B [Wiener Karosserie-u.Flugzeugfabrik / W.K.F. D.I prototype] 422. Austin Greyhound [w/ 320hp A.B.C. Dragonfly engine] 422.jpg 422-1.jpg 422-2.jpg 423. Vickers FB 19 "Bullet" Mk.I [F.B.19 Mk.I w/ 110 hp Le Rhone rotary] 424+ Siemens-Schuckert-Werke Bulldogge [designed by Villehad Forssman / 1915] 424.jpg 424-1.jpg This is the first (or original) version of the Siemens Bulldogge. It was powered by a 100 hp Siemens Sh I rotary engine (in German it was called a Gegenlaufer a special construction rotary apprently favored by Siemens in their rotary engines. 424-2.jpg Two pictures of the Siemens Schuckert Bulldogge (second version with Daimler / Mercedes in line engine). The captions on these photos give it as 'Bulldogg-Eindecker des Prinzen Friedrich Sigismund' 424-3.jpg At the underside of the wing is written 80 PFS (Pferde Starke = Horsepower). 425+ Arthur Schaef Vogel [Schaef Vogel No.2] The prototype (New Zealand 's Vogel), was built during 1909-10 by a Wellington photographer Arthur Schaef, with assistance from engineer Percy Fisher. The engine was an adaptation of a J.A.P. engine. The aircraft left the ground briefly, when it was test flown along the foreshore at Lyall Bay in mid-January 1911, followed by further attempts over the coming months. The best effort was 150 feet in length, only a few feet off the ground. He then attempted a land trial at Hagley Park, Christchurch, but the crowds got in his way and ultimately the crankshaft broke before he could get airborne. The aircraft was shipped back to Wellington and Schaef bought a new engine from England, a 30hp Anzani. Returning to the beach and in an effort to avoid crowds, Schaef fitted floats to the machine and Vogel II became New Zealand's first amphibious aircraft. It was trialled at Evan's Bay and would taxi on the water but not take off, as the drag was too great. Schaef was forced to replace the floats with wheels once again. He continued to fly his machine from Lyall Bay until March 1914, when a fire destroyed the Vogel II. Schaef did not attempt to rebuild it. 425.jpg 425-1.jpg 425-2.jpg 425-3.jpg Arthur Waldemar Schaef got a design patent in New Zealand No.26501 on May 3, 1910. The patent was also applied for in Great Britain as A.D.1910 (series) 20,125. In this patent it is claimed that Quote: In an aeroplane flying machine, the employment of side wings planes pivotally mounted beneath the main plane and simultaneously operable by ropes under the control of the aviator for the purpose of controlling the direction of flight in a vertical plane, substantially as herein specified and illustrated in the drawing 425-4.jpg 426+ PMBRA Seishiki-2 [Japanese tractor biplane of 1917 w/ 100hp Daimler] This is a Japanese high speed tractor biplane of 1917. It was designed and manufactured by the PMBRA [Provisional Military Balloon Research Association - Rinji Gunyo Kikyu Kenkyu Kai) and called the Seishiki-2. Power was a 100-110 hpDaimler six cylinder engine. Designed in 1917, it made its first flight on 11 january 1918 but crashed when making the second flight on 17 january, killing Lt Sakamoto the pilot. Only one was built. Span : 9,86m Length : 6,70m Height : 2,60m 426.jpg 427+ Westphal Taube [1914 Westphal Eindecker w/ 100hp Mercedes] This aircraft is the Westphal Taube of early 1914 with 100 hp Mercedes. It was desinged by Paul Westphal, one of the constant present constructors at the old launching site at the airfield Berlin-Johannisthal. He was a co-designer of the early Geest planes and set up his own "business" when he rented shed 8 at Johannisthal in 1911. In 1912 he completed his first monoplane. This Taube was his second design that he built after the guidelines of the army. It passed the tests easily but was not bought. So he gave up his own attempts and went to the Kondor Flugzeugwerke GmbH at Essen, Rhineland before summer 1914 where he became chief engineer then. As reported in Flugsport Vol. VI (1914) No.7 (April 1) p. 267 --- The Westphal-Monoplane. The machine - designed by Westphal - still clung in appearance to the typical wing of the Dove, the Zanonia-form. The construction of the wing though was quite different from the standard Dove wing construction. The Westphal-Monoplane is provided with a 6 cylinder Mercedes engine of 100 hp. The monoplane was tested by the pilot Stiploschek, specifically in altitude tests. On March 3, 1914 the monoplane reached a height of 1000 m in 7 3/4 minutes, with the pilot Krieger and Westphal as passenger and a payload of 300 kg. Start was within 56 m and landing within 35 m (!). Empty weight is 650 kg, span 13 1/4 m, total length 9 1/4 m. Westphal built the fuselage, landing gear, rudder/elevator and wing bars from steel ('Stahl'). The Westphal Monoplane successfully passed the military acceptance tests in Doberitz with an extra load of 50 kg. The Nationalflugspende [a national action to fstimulate flying - initiated in 1912 to finance aviation and the flying weeks ('Flugwochen')], see further here presented an engine to try in the machine. 427.jpg 428+ Bernard S.A.B.CI (aka Quatre-B) [SAB C.I / Louis Bechereau designer] The SAB C.I, designed by Louis Bechereau. 5 were built at the Levasseur company as SAB didn?t had own facilities. The first fighter of the new formed company came out a little late and was inferior to the Nieport 29... Adolphe Bernard and Bechereau formed the SAB company in 1918. "(Societe Avions Bernard or Societe et Ateliers Bechereau, depending on the reference)" Later Louis Bleriot and Marc Birkigt joined the firm that became known then as the "4-B society". It went into liquidation in 1920. 428.jpg 429+ Societa Anonima Meccanica Lombarda (S.A.M.L.) Aviatik [S.A.M.L. A2] The Societa Anonima Meccanica Lombarda was established in Milan in 1901 (workshops in Monza and Sesto San Giovanni-Milan). It was one of the many small companies born after the first industrial developement which took place in Italy at the beginning of the 20th century,during the so-called "Giolitti age". The company at first manufactured mechanic and industrial components but *became interested in aircraft manufacture (like other Italian firms) in consequence of the Italo-Turkish war of 1911/12, which produced *favour and interest towards military aviation both in the military and the public opinion. In October 1912 the Ministero della Guerra announced a competition for aircraft for the air branch of the Italian Army (by that time Battaglione Aviatori).The great majority of the Italian aeronautical firms were too recent and lacked technical background, experience and, to some extent, funds to undertake the development of successful prototipes, so that the aircraft the Italian Army took in charge as a consequence the 1912 contest were licence-built machines.S.A.M.L. didn't even partecipate to the contest. In 1913 new official contests were announced;for aeronautical engines,for aircraft designed in Italy and for licence-built machines. In the course of the same 1913 S.A.M.L. management discussed with the German firm Aviatik the possibility of licence-production of Aviatik models.Consequently,S.A.M.L. nearly won a contest for licence-built machines with an Aviatik biplane, entirely built in Germany,which however S.A.M.L itself assured being able to start manufacture of in short times. The 1913 competition was a failurte for S.A.M.L.,and its interest in aircraft production decreased, but after the outbreak of the Great War the military, in order to increase and strenghten Italian aviation industry, begun to press the Italian companies to start or re-start aircraft and engine manufacture. As for S.A.M.L., they tried to make it develope technical capability in modern aircraft design and,to this end, favoured the arrive (at the beginning of 1915) of *Ing. Wild, a designer (Swiss, I believe) who had worked for Aviatik until 1914, and who was now unwilling to work for the Germans (possibly Wild's contacts with S.A.M.L. dated back to 1913). Wild's arrive allowed S.A.M.L. to create a small but very efficient design bureau,of which Wild himself was put at the head. Unavoidably,the first S.A.M.L. designs differed little from the early Aviatik's two-seater reconnaissance machines. According to M. Castoldi,a S.A.M.L.-Aviatik prototipe made its maiden flight at the end of May 1915, a few days after Italy's declaration of war.This machine (which was powered by a 135 hp liquid-cooled Salmson radial engine probably licence-built by Aquila Italiana) performed well,albeit the engine appeared to be insufficiently cooled. The production of the aircraft of the first batch- which commonly were referred to as S.A.M.L. Aviatik-Salmson or Aviatik-Fiat, or also as Aviatik 100,125, or 140 hp depending upon the engine they were fitted with (125 or 140 hp Salmson radial,or 100 hp Fiat in-line) - went on slowly. When the first machines became operational (in the autumn-winter of 1915) they were soon considered to be among the best aircraft by then available, so to be employed not only for reconnaissance but also for fighter duties.S.A.M.L.'s production capability increased notably in the following months, mainly thanks to its new factory at Sesto, and its two seaters, which were considered to have not spectacular, but good overall qualities,soon became a common view on the Italian military airfields. S.A.M.L two-seaters were unceasingly improved, mainly by means of the installation of more powerful engines (which led to the increase of the wing-span,and consequently of the number of the wing-struts) and armament but the design remained basically the same in the various versions. 429.jpg 429-1.jpg 430. United Eastern Aeroplane Co. trainer [Brooklyn NY / Curtiss OX 5 engine] 430.jpg 431+ Weiser Parasol [24 Apr 1914 crash killed designer Raimund Pitschmann] The Weiser parasol. The Flugzeugwerke Weiser entered the plane in the Schicht Flug competition. The aircraft crashed on 24 april 1914, killing the designer Raimund Pitschmann. The Weiser was powered by a 90 hp Austro-Daimler. 431.jpg 432. Sallard Biplane [Avion autostable Sallard entered Concours de Securite] Only few is known on Henri SALLARD and the plane he built. According to E. Archdeacon, H. Sallard started working on this plane in 1909. He did the first flight in 1913. The plane was based at by the flying school BOREL-MORANE. H. Sallard survived the war but died before 1970, he was a member of the "Vieilles Tiges" association (early pilots) (see here) Pilot licence n·794 (09 march 1912 on a Farman) Military pilot licence n·568 (31 august 1914 on the ) Technical features of "L'avion Autostable Sallard" : Upper span : 15m Lower span : 11m Length : 9m Weight : 600kg Speed : 100km/h For Opdycke the engine is a 100hp 10 cylinder Anzani, for Archdeacon it's a 80hp Anzani. 432.jpg 432-1.jpg 432-2.jpg 432-3.jpg 433- US Navy airship C-1 [BuNo A4118 / Goodyear No.3509 / gondola by Curtiss] 434. Mosca MBbis [<Моска> МБ бис / About 50 built during 1916-1917] 434.jpg 435+ Hansa Brandenburg ZM [1st Groszflugzeug designed by Ernst Heinkel / ZM I] The Hansa Brandenburg ZM the first Groszflugzeug designed by Ernst Heinkel in 1915 as chief constructor of Hansa Brandenburg. This machine was a four-bay bomber, which during its test flights carried the then unheard of number of 16 passengers (!). Power was 2 Maybach engines of 160 hp each. Bomb load is quoted as 50 bombs of 5 kg (total 250 kg). Two MG stations. Specifications are: Span upper wing: 27,50 meter Span lower wing: 26,73 meter Length: 15,70 meter Wing surface (Flugelflache): 162 m2 Flying weight: 2950 kg Cruising speed: 120 km/hr The next type / development ZM II was way smaller (equal span wings of 18 meter). 435.jpg 435-1.jpg ZM II or Hansa Brandenburg Type GF, developed from the Type ZM originally built for the German Navy. The machine got the Austro-hungarian registration 05.05. 436. Ponnier L.1 [Ponnier L1 Type Cavalerie single seater w/ 50 hp Gnome] 436.jpg 437+ TNCA Type B [Talleres Nacionales de Construcciones Aeronauticas Serie B] 437.jpg 438. Grahame-White biplane "Lizzie" ["Tea Tray" / 1913 / modified 1914] 439. Double monoplan Hayot [Hayot tandem monoplane by Louis Adolphe Hayot] One of the machines of Louis Adolphe Hayot. Hayot was obsessed by the subject of automatic stability of aeroplanes, just as other designers in France. The military establishment was also very interested in automatic stability, probably because a stable reconnaisance plane could have a clearer vew of the proceedings on the ground (better pictures etc.). Hayot obtained quite a lot of patents in France, Great Britain, Germany and Swiss on the aspect of stability of aeroplanes. This double-monoplane construction was continually developed during 1912 - 1914. 439.jpg 439-1.jpg 440+ Voisin Type M [July 1915 / 150hp Salmson P-9 radial engine] The Voisin Type M was built in july 1915. span : 14,9m engine : 150 hp Salmson P-9 radial engine. 440.jpg 440-1.jpg 441. Euler C.I [C.3628/15 or 3626/15 flown as a trainer] 441.jpg Euler C.I 3628/15 or 3626/15 as a trainer. The picture is from the album of Lt. Oliver Lux who was at FEA 10 in march/april 1918. 442. REP Vision Totale [1914 Robert Esnault-Pelterie parasol w/ 80hp Le Rhone] 442.jpg The picture of the R.E.P. Vision Totale from the 1914 Concours de Securite is remarcable because of the stubs from the original shoulder wing on the (probably) R.E.P. type K (or N) fuselage. 442-1.jpg Another R.E.P. Parasol design was produced later. 442-2.jpg 443+ Aiglon-Roulier [fighter designed by Jean Roulier built by the firm Aiglon] According to Lucien Morareau, the plane was designed in 1916 by EV1 Jean Roulier. Roulier was a flying boat pilot of the french Aviation maritime. He was shot down and killed the 15 august 1916 off Trieste (Adriatic sea). End 1916, the french company Aiglon, based at Amphion proposed a prototype of a fighter flying boat. December 1916 the Aviation Maritime ordered one plane. It did it's first flight in february 1917 at Amphion but crashed. A second plane was built and flew the 27 may 1917 (pilot EV1 Georges Guierre). After this successfull flight, the sea plane was sent to Frejus Saint-Raphael to be tested by the CEPA. After 4 flights, the Aiglon-Roulier disappeares from the official register. Wing span : 9,00 m Lenght : 6,80 m Wings area : 21,42 m2 Weight empty aircraft : 400 kg Engine : 130 hp Clerget 9B rotatif Armament : 7,7mm Vickers fixed machine gun. Crew : 1 443.jpg 443-1.jpg The picture was taken at Amphion (Leman lake) in may 1917 after the first flight of the second plane, pilot EV1 Georges Guierre. 444. Goupy Type M [parachutrix Mme. Lucienne Cayat de Castella at Nevers 17.05.14] 444.jpg The plane is the Goupy type M with the Bleriot style undercariage and the diamond-shaped rudder. The picture was taken at Never on 17 may 1914. Madame Cayat de Castella is suspended by a belt under the fuselage of the plane and will make the ascent to 800m (2500 feet) where she will be dropped for a parachute jump. 445+ Hansa Brandenburg KF [designed in 1916 by Ernst Heinkel w/ Benz Bz III] The Hansa Brandenburg KF single seat fighter designed in 1916 by Ernst Heinkel. One example only, powered by a Benz Bz III. 445.jpg 445-1.jpg 446+ Hubner Eindecker IV [stored in brewery during WWI - rediscovered in 1980] The Hubner Eindecker IV, stored away in WW1 in a brewery and rediscovered in 1980, now, after restauration in 1983, on display in the Technik Museum Sinsheim. The designer Dr. Hugo Hubner was a director of a brewery, most likely in Mannheim-Mosbach. There is some reason that this machine was preserved in a brewery (space in the loft enough I think). Hubner built 4 different machines in all, of which this one is the fourth. The Monoplane Type IV was powered by a 100 PS Argus engine, fitted in a metail tube fuselage construction. Radiators were fitted at both sides of the fuselage. Span is 13 meter, maximum speed was 110 km/hour. Achim Engels has taken on the effort to make detail drawings of the machine. 446.jpg 446-1.jpg 446-2.jpg 446-3.jpg 446-4.jpg 447. Gotha WD 15 [late 1917 / 1 of only 2 built] 447.jpg The Gotha WD 15 of late 1917. Only 2 were built. 448+ Hamilton Biplane [built in Vancouver BC by Thomas Foster Hamilton] Apparently Hamilton built this machine in Canada because of too high a duty to import his US machine - which presumably was identical although I don't know of a picture of it. It began life as a 2-bay single seater with a Maximotor engine. It was changed to the 3-bay, 2- seater with Curtiss O engine shown in the challenge. I will include a picture of the original version, whih looks quite different. It was used in a flying school, and was the first plane in Canada to carry the roundels, although a civilian machine. 448.jpg 448-1.jpg 449. Westland Wagtail [1921 test-bed for Armstrong-Siddeley Lynx I / 2 built] 449.jpg This is one of the two Westland Wagtails (J6581/ J6582) built specifically in 1921 for use as a testbed for the new Armstrong-Siddeley Lynx I. This machine had a different nose (owing to the mounting of the Lynx-engine) from the three Wagtails built in WW1 with the A,B,C, Wasp engine. Also the undercarriage was modified as was the tail which in these 1921 machines was more Sopwith-like 450+ 1914 Cessna monoplane [constructed by Clyde Cessna] 450.jpg 450-1.jpg Cessna airplane. Photo of "Silver Wings," a Cessna monoplane in flight. Date: 1911 450-2.jpg Clyde Cessna. A view of aviation pioneer Clyde Vernon Cessna, 1879-1954, founder of Cessna Aircraft Company of Wichita, Kansas, and spectators with his aeroplane at Burdett, Kansas. Date: 1914 450-3.jpg Page 22