L.Opdyke French Aeroplanes Before the Great War (Schiffer)
Deleted by request of (c)Schiffer Publishing
Antoinette VII: This was the second of Latham's Antoinettes, used on his second unsuccessful Channel attempt; it was much photographed in its variant forms. It first appeared with a vertical front support for the diagonal landing-gear skid with a roller at the tip and a horizontal brace to the center of the main axle. The familiar separate pair of triangular rudders was replaced by a single triangle with its base well below the bottom line of the fuselage, and the single big triangular elevator was no longer a pair of oddly curved surfaces. 2 small kingposts appeared toward the ends of each wing. After Latham's second crash in this machine, on 25 July 1909, he ordered another No VII, but this time with the familiar raked front support and rudders formed in 2 small triangles. The skid roller disappeared in favor of an upturned skid. On 29 September 1909 Latham flew it to a world's altitude record of 155 m. It appeared at Reims with the race number 13, and was the first of several production Antoinette VII monoplanes.
Antoinette VIII: Little is known about this one, other than that it was flown by Ruchonnet in 1909 at Bordeaux; it probably had a greater span (14 m), a single wheel and a wooden propeller.
It is almost impossible to distinguish the individual Antoinettes after No VIII. There were several cases of the same fuselage being equipped with different sets of wings; No XII was probably under construction towards the end of 1909.
But an overhaul of the firm in October 1909 allowed the development of new engines and aircraft. Levavasseur and Gastambide were forced out of the company when new share-holders led by Pierre Chalmard, the former manager of the Louis Bleriot lamp company, and Maurice Bleriot, Louis' cousin, bought the bulk of the assets. Maurice became Executive Manager, and Hubert Latham, Chairman. Before the return of Gastambide in March 1910, the firm introduced the ENV V8 and the 50 hp Gnome as powerplants for their products. Hubert Latham ordered a new 2-seater, endeavoring to produce a school aircraft with larger wings of 15-meter span. It was probably the same machine shown in French reviews at the end of 1909, with ailerons which were later removed. The wing-roots were cut out in a curve to provide a better view of the ground. The student sat between the pilot's knees, and both seats were further forward for balance.
The firm also built a ground trainer, a sort of rolling barrel in which the pilot sat and controlled its movement with Antoinette controls. The school machine and all subsequent designs were equipped with wooden propellers: Chauviere Integrates or Ratmanoff Normales, or similar makes. Other significant developments during this period were modifications of the airfoil with flattened under-surfaces. A new 100 hp 16-cylinder engine was introduced for Latham's attempt on the Gordon-Bennett Cup Race in October 1910, with the pilot's upper body emerging from a protective cylindrical coaming, a specially modified machine with 3 tanks mounted between the wings for Thomas to use in the long-distance Coupe Michelin in December 1910.
The most remarkable designs of 1910 were the streamlined machines: one of these was named for Wachter after his fatal crash at Reims in 1910; the fuselage was decked over with wood frames and tight canvas from the cockpit forward, with only the cylinder-heads exposed. The second racer was fitted with only a 50 hp motor completely cowled; the wheels were covered over and the landing gear legs were faired. The wings were shortened.
In 1911 the company's position was still bad, and the performance of the Antoinette engines was a distinct drawback: they were generally underpowered for the firm's aircraft, which tended to be heavy. The landing gear was not strong enough for prolonged taxiing, and there were too many unexplained wing failures - the problem of most contemporary monoplanes.
How many aircraft did the company build before WWI? Jane's reported 50 in 1909 and 30 in 1910, but there is no proof for such high numbers for a rather ill-fated design. An inventory of the factory is mentioned by Wachter in May 1910 at Chalons, describing the highest serial number stocked there as 32. Henri Levavasseur, the last son of Leon, claimed that he did not think that more than 50 were built altogether.
Herbert Latham demonstrated his No VII at Johannisthal on 23 September 1909, and Dr Hirth ordered one for himself upon seeing the demonstration; he and Otto Wiener founded the Albatros Flugzeugwerke shortly after, on 29 December, hiring Michael Gabriel as Chief Engineer. One French-built Antoinette VII was delivered in 1909, and Gabriel worked out drawings; a second one was delivered in 1910, fitted with a 50 or 70 hp Gnome. The design proved too heavy for the German army. One was exported from France to Argentina; Harry S Harkness lent 3 of his own machines to the US Navy, and they appeared at the Curtiss training station on North Island, off San Diego. The price of an Antoinette with either an Antoinette or an ENV engine was 25,000F, average for the aircraft of the period, though these aeroplanes were probably the most carefully built and handsomest aircraft of the pre-1914 years.
There are 3 surviving Antoinettes: the aircraft at the Science Museum in London, No 50, is probably the most original; this No VII was used by Latham and flown also by Robert Blackburn. The 2-seater fuselage and 50 hp Antoinette motor are the only original parts of the newly restored machine in Paris. The Antoinette in Krakow will be restored, but information as to its history and serial number is so far missing.
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Журнал Flight
Flight, July 31, 1909.
LATHAM'S SPLENDID SECOND ATTEMPT.
IN cheering the success of Bleriot, it is impossible not to sympathise with the disappointment of the vanquished. Mr. Latham's machine was ready on the Sunday to fly, but by the time he had heard of M. Bleriot's start it was too late, for the wind increased in force very quickly, and although Mr. Latham might, had he been left to his own devices, have actually made the attempt that day, he was formally forbidden to do so by MM. Levavasseur and Gastambide, his co-directors. Naturally, he was upset, for it was the disappointment of a lifetime, but he remembered all the same to send a message of cordial congratulation to M. Bleriot on his landing, and that he is in no way disheartened may be gathered from the fact that he added, "Hope to follow you soon."
It was then reported that he contemplated going one better, by flying from Calais and continuing as far as London. Be this as it may, on Tuesday, July 27th, Mr. Latham made a fresh attempt to fly the Channel, this time failure occurring only within a mile or so of the British shore. It is almost impossible to do justice to an occasion so extraordinary, or to express adequately the regret which all the world feels in sympathy with one who has tried so gamely once again, and lost. Pluck and perseverance have not sufficed to prevail over misfortune, but that the laurels of success should have been lost while the crowd yet cheered what they supposed would be a victory was hard indeed.
Tuesday morning in Calais was sufficiently fine and calm for Mr. Latham to decide upon waiting no longer. Rising at dawn, he made a short trial flight to test his newly-arrived machine, but unluckily when landing some slight damage was sustained, and it was not until 5.50 that evening (English time) that he actually left the French shore at Cap Blanc Nez for the passage. Flying extremely fast, Mr. Latham mounted steadily upward as he raced along at a terrific speed, and to anxious watchers on the French cliffs all seemed well, in view of the splendid start that had been accomplished. Very soon those at Dover sighted the speck in the distance, which gradually evolved into the white-winged Antoinette monoplane, and henceforth the eyes of some 40,000 spectators or so were gazing excitedly at the wondrous sight. Nearer and nearer came the flyer, and more and more demonstrative became the enthusiasm of the people. From all sides sirens shrieked their welcome through the air; but even while the clamour was at its height the end came. From its straight course the aeroplane turned suddenly aside, made a sharp descent, recovered its direction, and again lost it, all in a moment; then, to the horror-struck gaze of the spectators, the flyer glided sharply down on to the water. The anti-climax was so sudden and unexpected that for the instant tense silence greeted the catastrophe, and then, what a commotion! Everyone to the rescue, whether they could get there or not; out sped cutters, pinnaces and tugs, the sea was alive with driven craft converging on a point, not forgetting the French destroyers which were gradually closing up the intervening space between themselves and the scene of the collapse. It was, however, the steam pinnace of the battleship "Russell" which won the race, but Mr. Latham, who was temporarily safe on his floating air-craft, elected to go aboard one of the French boats which by this time had reached the scene of action. In the descent on the water Mr. Latham's goggles had been broken and his face cut by the glass, so that he needed surgical aid, and it was not for some little time afterwards that he was put ashore at Dover.
Mr. Latham attributes the failure of the 100-h.p. Antoinette motor to the same cause as on the previous occasion with his smaller motor, but thinks that they were in no way brought about by the rain which was falling rather heavily during the greater part of the trip. The failure of the engine was quite sudden, and the gliding descent very much more acute than upon his first attempt. Mr. Latham does not appear to have lost control of his machine in any way, and it is therefore hardly correct to say that it "fell" into the water. Its buoyancy was again demonstrated in spite of the fact that the fore-part of the machine dived under the water owing to the weight of the motor.
It was not until early on Wednesday morning that the "Antoinette VII" was successfully salved. About midnight on Tuesday the Calais tug-boat "Calaisien" took charge of the aeroplane, which had by that time drifted towards St. Margaret's Bay, and the captain decided to tow it to Calais. Although the work was slow and difficult, the French port was eventually reached, and the machine hoisted out of the water by cranes. It was placed in a warehouse, and carefully guarded to prevent a repetition of the damage done to the "Antoinette IV" by relic hunters.
Flight, October 23, 1909
THE ANTOINETTE MONOPLANE.
WHILE it doubtless required Mr. Latham's splendid failures in his attempted cross-Channel flights to bring the Antoinette monoplane into that extreme prominence which it undoubtedly occupies in the public eye to-day, the work of its designer, M. Levavasseur, has ever been deserving of recognition during the long while that he has been working on the problems of flight. If fortune has denied him the greater honours, he has not been discouraged thereby from putting his best into the development of his machine, which stands out to-day not only as one of the most interesting, but also as one of the most carefully-built flyers in the market.
Of the various reasons which led M. Levavasseur to adopt the monoplane system of construction, its simplicity of form, and lower resistance to flight, have been leading factors, although the designer frankly admits that increased difficulties of construction scarcely allow the matter of its simplicity to go farther than the appearance. Certainly, however, the Antoinette firm have ably taken advantage of their opportunity in this latter direction, for its clean, neat "cut" is, perhaps, the most marked of the external characteristics of this machine.
In summarising the leading features of the design of the Antoinette monoplane, it is essential to mention two details relating to the main wings. One is their great thickness, the other is their upward slope, which embodies in the machine the principle of the dihedral angle.
The Dihedral Angle of the Wings.
This principle has for its object the provision of a certain amount of automatic lateral stability by means of the restoring couple brought into play by the difference in the upward components of the air pressure under the wings when the flyer is canted from its normal position of equilibrium. A glance at the accompanying diagram will make this clear. Applying the principle that the pressure on an inclined plane is perpendicular to the surface, it follows that, when in equilibrium, each wing of a dihedral pair is subjected to a normal pressure, P, of which there is an upward component, P1, acting as direct lift. The pressures, P, remain unchanged so long as the speed of the wings through the air is constant, but the values of P1 obviously depend on the angle which each wing makes to the horizontal: for P1 is a vertical component, being that supporting force which overcomes gravity.
If, for instance, the flyer is canted over into the exaggerated position shown in the second diagram, where one wing is horizontal, then that particular wing would be in a position to have the full value of the pressure, P, exerted as lift, whereas the vertical component resulting from the same value of P on the other wing is considerably diminished below what it was with the machine in equilibrium. It will be noticed that the difference in these pressures is always such as to result in a couple tending to right the machine, and it is this fact that makes the dihedral angle such an important principle.
Long as it has been known, the dihedral angle has, however, been little used in practice on full-sized machines for the reason that many designers see in the arrangement a source of danger far more serious than any advantage likely to accrue from the otherwise favourable points of the system. It is argued that the most likely cause of canting is a side gust of wind which, persisting after the cant has been started, will find an increasing area of action on the uplifted wing and so tend to capsize the flyer before restoring force has time to assert itself.
Wilbur Wright in his early gliding experiments tried and abandoned the scheme, and, in fact, it is now nowhere quite so much in evidence as on the Antoinette flyer; hence the reason for drawing early attention to the peculiarity.
Flight, October 30, 1909
THE ANTOINETTE MONOPLANE.
Thick Wings and their Buoyancy.
THE thickness of the wings already mentioned is a result of adopting a system of construction designed to secure a maximum of strength with a minimum of weight, but it may be remarked en passant that the volumetric capacity which this thickness confers on the wings showed itself to be of more than incidental advantage in the matter of buoyancy when Mr. Latham so unfortunately had to alight on the sea in his cross-Channel flights.
Of the other special features, it is necessary only to mention the boat-like body and the distance of the tail behind the main planes, which distinctly seems to be relatively greater than on other machines.
Wing Construction.
The wings are built up upon two transverse main spars, neither of which, however, forms the edge of the wing, as is so commonly the case in the decks of biplanes. Both the leading and trailing edges of the Antoinette wings are sharp, and their upper and lower surfaces (made of Michelin rubber-proofed fabric) are kept exceptionally taut by the large number of ribs that go to make up the wing framework.
The outstretched wings form a pair of cantilevers, of which the main transverse spars are the principal members. Each spar is constructed on the lattice girder principle, and tapers in depth towards the extremity. At its inner end it is mounted in a substantial bracket, which is attached to the body of the machine. This bracket, in the case of the rear pair of spars, is pivoted, as shown in an accompanying sketch, so that it can rock bodily when the wings are warped.
In addition to these main transverse spars there are other transverse members unattached to the body of the machine, but serving, nevertheless, to give strength to the wing framework. Across these spars pass the curved main ribs, which are spaced at intervals of about 18 ins.; they are also built up lattice girder fashion. Between the main ribs light open ribs, constructed without the lattice bracing, are provided for the additional support of the surface fabric. Near the body of the machine these latter members have a spacing of only about 2 ins., but elsewhere their distance apart is twice as much. As the result of this very carefully thought-out system of construction, the manufacturers claim that their wing framework for wings of 15 to 25 square metres in surface can be produced as light as 1 kilog. per square metre, not including the fabric.
In addition to their mounting on the body of the machine, to which reference has already been made, the wings are further supported by wires, which radiate from a central wooden mast projecting above the body. These wires are attached to the main transverse spars about the centre of their length, and each spar is itself independently trussed by a vertical post and diagonal wires. The posts used for this purpose are, like the main-mast, of hollow construction, and each is one continuous member from top to bottom. It is placed a little to the side of the main-spar which it trusses, being notched to receive that member.
This arrangement avoids the necessity of dividing the post at the centre. Each end of the post is fitted with a steel ferrule, on the outside of which is a screw thread. A suitable attachment for the stay-wires is provided by a light steel plate threaded over the ferrule, and clamped between two nuts.
The Body and Chassis.
The body of the machine consists of a hollow V-section lattice girder, the fore part of which is encased with a veneer of cedar, and pointed like the bows of a boat. Further aft the cedar gives place to a covering of rubber-proofed fabric, and this material is also carried over the top side of the frame, thus forming a kind of deck. An open cockpit is provided for the accommodation of the pilot's seat.
The machine is supported on the ground by a pair of small pneumatic shod wheels, attached to an axle which is provided with pneumatic suspension. This latter is obtained by means of a plunger in a steel tube; the tube is a downward continuation of the main-mast already mentioned. The bracing of the axle to a sliding collar which rides on the outside of the stationary tube, and thereby prevents the axle from tilting, is effected by hollow wood struts fitted with steel forks spliced in their extremities.
An ash skid is provided in front of the machine to prevent the propeller from hitting the ground, and there is a very light skid at the rear to protect the rudder. The forward skid is made of ash, and has a maximum square section of about 2 1/4 ins. Its extremity is laminated and curved upwards, the tip being protected by a steel place.
The Tail.
At the rear of the body is the tail, consisting of two fixed planes, and three movable planes. The fixed members include a vertical and a horizontal plane arranged like the feathers on the shaft of an arrow, and their object is to fulfil much the same purpose in respect to the flight of the machine. The movable members are virtually extensions of these planes; the continuation of the horizontal plane forming an elevator, while the continuation of the vertical plane makes a rudder. An additional rudder working in unison with the first is provided beneath the elevator.
Control.
The control of the machine is effected by means of two hand wheels and a pedal. The wheels are placed vertically on each side of the pilot's seat, and lie just outside the body of the machine. That on the right when moved forwards dips the trailing edge of the elevator. A similar movement of the left-hand wheel warps the trailing edge of the right-hand main-wing downwards. Pressing forward the right foot puts the trailing edge of the rudder over to the right, and therefore steers the nose of the machine in the same direction. In the above, the terms tight and left apply to the pilot, who sits facing in the direction of flight.
Adjacent to the main control-wheels are two smaller wheels for adjusting the throttle and the ignition.
The warping of the wings is effected by the intermediary of a cog-wheel and chain mechanism illustrated in an accompanying sketch. The cog-wheel is mounted in a case attached to the lower end of the stationary tube which forms an extension of the main-mast. It is operated by a lever attached to its spindle, and the extremities of this lever are controlled by wires from the hand wheel already mentioned. In mesh with this cogwheel is a chain, the extremities of which are coupled by wires to the rear main spars of the wings. Partially rotating the cog-wheel draws the chain from one side to the other of the machine, and thus pulls downwards one main spar while it allows the other to rise.
This movement takes place with the greatest freedom and nicety, owing to the careful construction of the wings and to the method of mounting the rear spars on a pivot as already described. The forward spars, being fixed rigidly to the body of the machine, remain stationary, and thus the result of the manoeuvre is that helicoidal deformation of the wing surfaces which is commonly described by the term "warping."
In some cases the Antoinette flyer is fitted with balancing flaps instead of the warping device.
Engine and Propeller.
The engine on the Antoinette is placed right up in the bows, the crank-chamber being supported on two transverse girders in the body. The crank-chamber is cast so that it extends up to the boss of the propeller, which is fastened direct to the crankshaft. The engine is of the multi-cylinder V type, having eight or sixteen cylinders, according to the power which it is intended to provide. Each cylinder is a separate steel forging, and is complete with its head and valve-chamber. The inlet-valves are atmospheric, and instead of a carburetor the petrol is injected by means of a pump. The water-jackets are made of copper. A feature of the cooling system is that very little water is carried, the idea being to allow the water to be converted into steam, which is then condensed into water again by a tubular aluminium condenser lying outside the body of the machine. The arrangement of this condenser is very well illustrated in the accompanying illustrations, but it is important to remark that the cedar panelling of the body, which elsewhere gives the appearance, and possibly some of the buoyancy, of a boat, is cut away behind the radiator to facilitate freer air-circulation round the tubes.
Flight, November 27, 1909
AN ANTOINETTE MONOPLANE DETAIL.
A CORRESPONDENT has written asking us to explain how the front strut is affixed to the hull-shaped body of the Antoinette machine, and whether any flexibility is provided for. We have therefore prepared the accompanying sketch, which will doubtless be found useful by way of supplementing the details and scale drawings that we published a few weeks ago (October 13th and 20th). From this it will be observed how the strut is stiffened by a diagonal member that is bolted to it with aluminium side-plates, and how a certain amount of springiness is secured by the use of saw cuts through that portion which comes in contact with the ground and which is protected on the under side by a thin steel armouring.
Flight, January 22, 1910
ANOTHER SCALE MODEL FROM "FLIGHT."
Is this of any interest to you or your readers? Photo of model Antoinette I made from the scale drawings in Nos. 43 and 44 of FLIGHT. It is not an actual flyer at present. I have it for show purposes in the shop window, working (the propeller) by electric motor. The scale is 20/23rds inch to the foot.
Church Street, Preston. A. C. BECKETT.
Flight, August 20, 1910
ANTOINETTE MODEL.
I am sending a photo of an Antoinette type monoplane I have built. It is driven by an elastic motor, and as I have not seen one like it described in your correspondence columns, I have sent a sketch of it.
In the photo, the elastic and frame can be seen faintly through the fabric.
I worked from the scale drawings which you gave in Vol. I of FLIGHT. The machine is 46 ins. wide by 40 ins. long, and weighs 10 1/2 ozs.
Budleigh Salterton. H. BEASLEY.
Flight, October 8, 1910
FOREIGHN AVIATION NEWS.
Trials with "G.B." Antoinettes.
DURING the end of last week Mr. Latham was very busy at Mourmelon putting the Antoinette machines, which have been built for the Gordon-Bennett competition, through their paces. These monoplanes are fitted with 16-cyl. Antoinette motors rated at 100-h.p., and in the course of a 35 min. flight on Monday Latham was said to have attained a speed of 112 kiloms. an hour. Mr. Latham in previous trials has got up to a speed of 110 k.p.h., and in order to test the machines thoroughly he intended to make a flight from Paris to Brussels, but this idea fell through owing to lack of opportunity.
CONTINENTAL FLIGHT MEETINGS.
Milan Flying Meeting.
THE Milan meeting was unfortunate in that not only was the opening clouded by the lamentable death of Chavez, but after a very successful week the closing day was marred by a collision between Thomas, on an Antoinette machine, and Capt. Dickson, on his Henry Farman biplane. Capt. Dickson during the week had been very popular because of his splendid gliding flights from high altitudes, and on Sunday afternoon, after a glide downwards, he was once more rising when Thomas, who had been flying very high and very fast, commenced to plane down at a fast speed. He was unable to see Capt. Dickson, and also the noise of his own motor drowned that of the British airman, and to the horror of the spectators the Antoinette monoplane crashed on to the biplane, both machines falling to earth a mass of broken planes and tangled wires. Thomas escaped serious injury, but Capt. Dickson was not so fortunate. He sustained grave internal injuries, and it was at first feared that he would not recover. Later reports from Milan, however, indicate that there is now hope that he will pull round, and we know that all our readers will join with us in expressing sympathy for this daring and distinguished British aviator, and hope that it will not be long before he completely recovers from the effects of his accident and is once more amongst us.
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Flight, October 22, 1910
IMPRESSIONS OF THE PARIS SHOW.
By OISEAU.
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There is no alteration worth noticing on the Antoinette monoplane. In fact, since the disappearanoe of ailerons from this type well over a year ago, no change of any importance has been made. Since the death of Wachter the wire stay cables below the wings have been strengthened sufficiently to render a recurrence of that fatality even under similarly adverse circumstances extremely unlikely. A wooden propeller, the Normale, has now taken the place of the old adjustable one of metal, which was never really satfsfactory. A few changes have been made in the structure of the engine, to the improvement of which is due the recent excellent performances of the Antoinette.
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Flight, October 29, 1910
A New Aviatress.
AFTER a very long period of instruction at Mourmelon Mdlle. Marvingt, on her Antoinette monoplane, on Saturday last succeeded in passing the necessary tests in order to obtain her pilot's certificate. She is the third woman to obtain a pilot's certificate from the Aero Club of France, the others being Madame de la Roche (Voisin) and Madame Niel (Koechlin).
Flight, December 24, 1910
AN ANTOINETTE.
I enclose photo of a model Antoinette, scale 1 ft. 6 ins. to foot, which I have made. I have to thank your paper for supplying me with most of the detail dimensions, &c.
Chorlton-cum-Hardy. R. M. H. CLEMSON.
Flight, January 7, 1911
The Fatal Accident to Laffont.
UNFORTUNATELY, the competition for the A.C.F. Grand Prix has been marred by a fatal accident by which both the pilot and the passenger were killed. The pilot was Laffont, who had been remarkable for his careful and steady flying of the Antoinette monoplane. He had succeeded Labouchere as the chief instructor at the Antoinette School at Mourmelon, and had been persuaded by one of his pupils - Mario Pola, a young Spanish sportsman - to make an attempt for the Paris to Brussels flight The machine, which belonged to the latter, was taken to Issy, and on the 28th ult. a start was decided upon. Upon testing the engine this did not give satisfaction, but after adjusting everything was pronounced to be ready. Laffont took the machine up for a short trial flight, and as everything seemed to be right the passenger took his place, and the two aviators set off for a preliminary turn round the aerodrome. Three circuits had been covered, and the fourth was just being commenced when the machine swerved towards the centre of the ground, and although the aviator was obviously struggling to regain control of the aeroplane, one of the planes became detached, and the machine fell rapidly to the ground from a height of 500 ft. Both the occupants were killed instantly, while the machine was simply a mass of twisted iron and splintered woodwork. The cause of the disaster is unknown, but some of the aviators who witnessed the mishap give it as their opinion that it occurred through the steering wires becoming jammed.
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