L.Opdyke French Aeroplanes Before the Great War (Schiffer)
Deleted by request of (c)Schiffer Publishing
Type D: This 2-seater with a 60 hp REP engine was similar to the Type B 2, but with a diamond-shaped cross-section. One of them, slightly modified, survives uncovered in the Grande Galerie at the Musee de l'Air et de l'Espace.
Biplane 1911: This pretty 2-bay biplane was otherwise similar to the monoplane described above, also with the diamond cross-section.
(Span: 11.3 m; length: 10.5 m; wing area: 40 sqm; empty weight: 500 kg; loaded weight: 900 kg; 60 hp REP)
Type (?) 3 seater 1911: Another diamond section; perhaps a modified Type D.
(Span: 13.5 m; length: 9m; gross weight: 500 kg; 85 hp REP)
Type F 1912: This was a 3-seater, about the same size as the D of 1911, but with an 85 hp REP, and a triangular fuselage section.
Series E-80: An 80 hp Gnome powered this 1912 single-seater. It had a comma-shaped rudder, triangular-sectioned fuselage, and no skid.
Series K: This 2-seater was shown first at the Paris show in 1913, along with the I-80. Some were later fitted with a 90 hp REP, others with a 60 hp REP; some had a tall comma-shaped rudder; others had a triangular fin and rudder. The military version appeared in 1914. One K survives at the Musee de l'Air.
Series I-80. K-80: The first of these 1913 designs was a stubby single-seater monoplane with 60 hp Le Rhone and 2 rudder styles, one of them the comma; the second was similar, with an 80 hp Gnome, and a triangular fin fitted to the comma rudder. The K-80 appeared in photos of military trials of 1913.
The British Vickers-Maxim firm decided to go into aircraft construction. Their No 1 was basically a 1911-12 Type D monoplane, perhaps using part of an original REP fuselage, with double skids forward and 2 pairs of wheels. Subsequent Vickers designs, Nos 2-7, were based on it. Dr Mawson bought it almost immediately for his projected South Pole expedition. It was wrecked at Adelie, and some of the remains were until recently still visible at Cape Denison. It is thought the fuselage is still inside the shack there, but the building is now full of ice.
Jane's All The World Aircraft 1913
R.E.P. Robert Esnault-Pelterie, Billancourt. School: Bue. One of the earliest established French firms. The first to go in for steel construction. Reported to have amalgamated with Breguet in 1912, but this fell through.
Model. 1912 1912 1912 1913. 1913.
Steel 1-seater. 2-seater. Military. 2-seater. Hydro-mono.
monoplanes. 3-seater. 2-seater
Length,feet(m.) 25-1/3(7.7) 25-1/3 (7.7) 25-1/3 (7.7) 23 (7) 25 (7.5)
Span,feet(m.) 35 (10.7) 38-1/3(11.7) 38-1/3(11.7) 36 (11) 38?(11.6)
Area,sq.ft.(m?.) 215 (20) 237 (22) 323 (30) 237 (22) 323 (20)
Weight, machine
lbs.(kgs.) 882 (400) 661 (300) 882 (400) 595 (270) ...
Weight, useful,
lbs.(kgs.) ... ... ... ... ...
Motor, make
and h.p. 60 Rep. 66 Rep. 90 Rep. 95 Rep. 80 Rep.
Speed,
max. mph.(km.) 69 (110) 69 (110) 69 (110) 78 (125) 78 (125)
Speed,
min. mph.(km.) ... ... ... 62 (100) 62 (100)
Number built
during 1912 ... ... ... ... ...
Remarks:--Steel construction. Pentagonal and triangular body. Mounted on wheels and skids. The hydro is on one very large central float.
Журнал Flight
Flight, December 30, 1911.
PARIS AERO SHOW.
Robert Esnault-Pelterie.
ON the R.E.P. stand two machines were exhibited, one completely fabric, and the other a simple fuselage, denuded of its covering of fabric in order to show the excellence of the interior workmanship. A description of these machines is unnecessary, as they do not differ in any detail from the R.E.P. monoplane which competed in the Circuit of Europe, and with which our readers are already acquainted. The new 90-h.p. R.E.P. motor, which has its seven cylinders arranged radially around the crank case, was also on exhibition on the stand.
Principal dimensions, &c. :-
Length 25 ft.
Span 40 ft.
Area 220 sq. ft.
Weight 880 lbs.
Speed 68 m.p.h.
Motor 60-h.p. R.E.P
Price L1,200.
Flight, February 24, 1912.
FOREIGN AVIATION NEWS.
Long Flights by Gordon Bell.
ON Monday, at Buc, Gordon Bell was flying on one of the European Circuit-type R.E.P. machines for forty minutes, and then changing over to another one, fitted with one of the new 7-cylinder motors, he was flying on it for an hour. Afterwards he took Luzzalo, an Italian aviator, for a trip on the machine. On the 13th inst., he was flying for an hour at a height of 800 metres, and afterwards made two cross-country trips, one over Villacoublay to Issy, returning via St. Cyr; and the other above Rambouillet. On the same day Amerigo was flying for three-quarters of an hour, at an altitude mostly in the neighborhood of 1,000 metres.
Flight, March 2, 1912.
More R,E.Ps. for French Army.
LAST Saturday Gordon Bell at Buc was testing several new R.E.P. machines constructed for the French army. Among them was a two-seated machine fitted with a 70-h.p. motor, on which, accompanied by Lieut. Campagne, he made a fine flight over St. Cyr. He was engaged in similar work on the 21st ult., when on a three-seater, fitted with a 7-cylinder R.E.P., he was up at a height of 1,200 metres above St. Cyr and the neighbourhood.
Flight, December 13, 1913.
THE STANDS AT THE PARIS AERO SHOW.
R.E.P.
On the R.E.P. firm's stand are to be seen one complete machine - a single-seater monoplane - and the fuselage of a tandem two-seater. These machines are constructed throughout of steel tubes, and have the appearance of being immensely strong. The fuselage exhibited has been left uncovered, so that it is possible to inspect the construction. On the left-hand side of the fuselage is mounted a specially constructed aero camera, by means of which the observer can take photographs of the country over which he is flying.
Flight, January 10, 1914.
THE PARIS AERO SALON - 1913.
R.E.P.
To most of the visitors to the Paris Show it was a surprise to find that the R.E.P. firm were showing, in view of the fact that Mr. Robert Esnault-Pelterie definitely retired from aeroplane construction last year. However, one was glad to see that he had been induced to alter this decision, as it would have been a great loss to aviation generally if the withdrawal had been permanent. Of the two machines shown, one was a single-seater monoplane, fitted with an 80 h.p. Gnome engine, which did not differ materially from the earlier R.E.P. machines, already known to our readers. It was built of steel tubes throughout, and the high quality of the workmanship was readily appreciated after an inspection of the skeleton fuselage which completed the exhibit on the R.E.P. stand. The joints were not soldered, but were in most cases either bolted or welded by acetylene welding. Control was by means of a single central lever for the warp and elevator, and a foot-bar for the rudder.
The chassis was sprung in the usual R.E.P. way by a cross-arm sliding up along one of the struts in the side of the fuselage, and carrying the rudder shock absorbers, and the wheels were carried on two stub axles pivoted on the lower longeron on the fuselage. The wings were supported on the fuselage by fitting the spars in hinged lugs, so that no bending strain was imposed upon the rear spar when warping the wings. The upper bracing cables to the front spar were attached to the top of a triangular pyramid formed by steel tubes, whilst those to the rear spar were attached to a single tube. They do not run over pulleys in the usual manner, but were fixed rigidly to the tube which rocks laterally when the wings were warped. The lower front lift wires were secured to the keel of the fuselage, on which were also situated the pulleys for the lower warp wires.
The whole machine had been designed with a view to facilitate dismantling, and all parts had been standardised so that in case any part becomes damaged it could be easily and quickly replaced.
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Журнал - Flight за 1911 г.
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| The R.E.P. stand at the Paris Aero Show, and the new 90-b.p. 7-cyl. R.E.P. motor.
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Журнал - Flight за 1912 г.
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| Representative stand at the Salon - the Breguet-R.E.P.
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Журнал - Flight за 1913 г.
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| The R.E.P. at the Paris Salon.
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Журнал - Flight за 1911 г.
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| TUBULAR STEEL WORK IN AEROPLANE CONSTRUCTION. - The above photograph is an excellent example of a tubular steel frame for a monoplane body, the machine illustrated being the latest R.E.P. Forming a background to the body are the wings.
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L.Opdyke - French Aeroplanes Before the Great War /Schiffer/
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| The uncovered REP Type D at the Musee de l'Air et de I'Espace.
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Журнал - Flight за 1911 г.
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| THE LATEST R.E.P. MONOPLANE. - The fuselage before the mounting of its planes, &c# showing the method of construction adopted for the framework, landing chassis, fixing of the engine, &c.
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Журнал - Flight за 1914 г.
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| The skeleton of the all-steel R.E.P. fuselage.
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Журнал - Flight за 1911 г.
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| Detail view, showing the front section of the beautifully constructed R.E.P. monoplane.
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Журнал - Flight за 1914 г.
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| The R.E.P. monoplane.
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Журнал - Flight за 1912 г.
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| THE FIRST MONOPLANES FOR THE TURKISH ARMY. - Standing in the pilot's seat of the R.E.P. (left-hand machine) is Commander Fessa Bey, the first Turkish military pilot. In front the Turkish Military Commission is seen, the fifth from the left being Gen. Mabmud Schefket Pasha, the Turkish War Minister. On the right is a British pilot, who has been engaged, with his R.E.P. monoplane, by the Turkish Army as instructor.
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P.Jarrett - Pioneer Aircraft: Early Aviation Before 1914 /Putnam/
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| A French military aviator prepares to depart on a reconnaissance flight in an REP monoplane in 1914. The breed died out during the First World War.
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Журнал - Flight за 1912 г.
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| Mr. Gordon Bell standing in front of one of the R.E.P. monoplanes on which he has been making such splendid flights during the past few weeks over Buc and the surrounding country.
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Журнал - Flight за 1911 г.
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| The R.E.P. monoplane.
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