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Three-quarter Front View of the Austin "Ball" Single-seat Fighter.
The A.F.B.1 in its final form without wing sweep and SPAD-style interplane bracing.
Three-quarter Front View of the Austin "Greyhound" 320 h.p. A.B.C. "Dragonfly" Engine
A German captured Martinsyde Elephant disassembled and ready for transport. No German markings are yet applied, but the English serial A1572 is still present.
SE 5b A8947 photographed at Farnborough on April 30th 1918. 200hp hispano-suiza.
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.
Le Pere LUSAC-11 prototype
The Hanriot HD-1 made its debut towards the close of 1916 and although never built in anything like the numbers enjoyed by the Nieuport 17 or SPAD SVII, displayed a robustness that belied its rather frail appearance. Initially deployed operationally during the summer of 1917 and much beloved by those that flew it, the HD-1 was largely overlooked in the land of its origin, with only the French Navy buying 35. Outside its homeland, this typically 120hp Le Rhone-powered single seater found favour with the Belgian and Italian air arms. Belgium took 125, while Italy acquired no less than 831 HD-1s, which they preferred to the SPAD XIII. The only real criticism of the HD-1 appears to have been of its single .303-inch synchronised Vickers gun armament, generally considered to lack much 'clout' by mid-1917. Unfortunately, attempts to add a second gun seriously affected the machine's climb and altitude performance.
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.
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 their Nieuport 10.
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
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.
Pfalz E.VI with hand-painted Riemschneider lozenge camouflage. Last of the Pfalz monoplanes, the E VI was similar to the E V apart from its Oberursel engine.
The D VI was confined to home defence as a result of non-availabilty of its intended engine.
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.
A modified Fokker D.VII two-seater powered with a Packard engine on McCook Field. The machine lasted at least to 1922.
Austrian O. Aviatik Berg D.I 38.58 "A"
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.
Avro 504 experimentally fitted with a four-bladed propeller and experimentally fitted with ailerons on the upper and lower wing.
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.
A Caudron G. 3 built by the British Caudron Co., one of a number powered by a 70hp Renault engine.
Paul Schmitt floatplane [mod. Liberty powered Paul Schmitt X (BuNo) A5636]
D.F.W. C.I 1980/15 of FEA 6
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.
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.
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.
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.
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.
A Robey-built Short 184 with 240 h.p. Renault engine, seen with wings folded and on beaching trolley.
Sopwith Bee [re-engined radial powered from original rotary]
Sikorsky S XVIII w/ two Sunbeam pushers [probably one built, operational 1917]
This one is a Pistachio scale model by Russ Lister
This is a 1/4 scale version of the Breda-Pensuti (made after the Caproni-Pensuti) from an unknown German modeller.
3-view of the beastie. The rear end is going to have to be kept as light as possible to avoid 'church roof' syndrome.
On the picture can be seen the exemplary monocoque structure of the hull, very advanced.
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).
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.
Трофейный AGO С IV с британскими кокардами на крыльях
The machine is the Gotha LD 5 a 'mini' plane for quick scouting ('Kavallerie Flugzeug') developed in november 1914.
Although initially designed as a high performance two seater, the Gotha LD-5 was rejected for field service as other than a single seat advanced trainer and even in this role, its small wing area and consequent high wing loading would ensure that it was confined to operating from the longest of available airstrips. First flown in December 1914, the LD-5 used a 100hp Oberursel Ur I, but no other useful performance data survives. The real mystery surrounding the LD-5, however, is how Gotha were permitted to build no less than 13 of these fairly pilot-unfriendly looking brutes.
Halberstadt B.I operated by flying school during 1916.
A Schutte-Lanz Dr.I Single-seater Triplane Scout. 160 h.p. Mercedes D.III engine. Based on D.I biplane design.
Publicity picture for the strength of the wings (a la Fokker ...)
This is a copy of the Ubersichtszeichnung of Versuchs-Flugzeug 1.
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.
Gottfried Freiherr von Banfield's Lohner/Albatros L.16
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.
Lieutenants Paul af Uhr and Nils Rodehn in front of the Triplane. The latter made the maiden flight with the aircraft.
Model displayed at Flygvapenmuseum (Swedish Air Force Museum).
Front view of the Aeromarine training tractor seaplane (Aeromarine 39A)
A Burgess-Dunne No. 3 (140 h.p. Sturtrevant), in service with the US Navy in 1916, built under license to J.W. Dunne in England.
It is pictured in its initial form prior to its first flight on March 21, 1918. It was the US Navy's first fighter.
The beautiful Gallaudet D-1 with the US Navy aircraft serial A59. Earlier the same machine had the serial number AH-61.
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.
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).
Drawings of the 80 hp Model C
Drawings of the 80 hp Model C
1916. Another view of the Rhode Island Naval Militia seaplane. Sturtevant S 4 seaplane, with Sturtevant 5 A engine, 140 h.p. 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.
1916. Rhode Island Naval Militia seaplane over Narragansett Bay. The six degree dihedral on the lower wing is easily seen.
Side view of Eastern military tractor, 100 h.p. Curtiss OXX 2 engine.
THE WRIGHT MILITARY SCOUT. - Plan, side and front elevations to scale.
Royal Aircraft Factory BE2e, with Hawk engine. Used by RNAS at Cranwell
Albatros D.IX prototype at the Albatros Factory at Johannisthal. In the back ground is Adlershof, the airfield and Hq of Idflieg.
While not a Curtiss design, the design of the unique Pfitzner monoplane drew heavily on Curtiss experience and was built in Curtiss shops.
The Dufaux 5 with an Oerlikon engine (4 "boxer" cylinders)
A Gnome 70Hp (7 cyl. radial rotating)
Short S.41 Tractor Biplane with 100 hp Gnome of RNAS 10
Here is another picture of the first version.
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.
Gunther Pluschow flew that Etrich Runpler Taube around Tsingtao China.
A picture of the Chilean airforce machine in which a pilot was lost
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.
This is the Watson No.3 Rocking wing aeroplane flying on June 18, 1914 at the Concours de la Securite 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.
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.
Another R.E.P. Parasol design was produced later.
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.
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.
Plage-Court "Torpedo II" in Berlin in 1912 y.
The Torpedo monoplane at Johannisthal (1912)
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'
Another photograph of a different or modified type with the same name.
Henri Wijnmalen circling the flying field at Hamburg - Wandsbek on March 9, 1912. Average speed was 127 km/hour (!)
Henri Wijnmalen in the pilot seat of the Oertz V3
The Oertz V3 (70 hp Gnome rotary) was first flown by Henri Wijnmalen in early March 1912.
Robinson monoplane landing. This aeroplane was built in 1915 at Grinnell, Iowa, USA.
Mann & Grimmer M.1 in original form
Schmidt monoplane of 1914 converted into a biplane for military trials
Royal Aircraft Factory N.E.1 original version with searchlight in the nose. N.E. stood for Night-flying Experimental.
Navy Yokosho Ro-go Ko-gata powered by a Hispano-Suiza E engine of 200-220 hp.
A replica which can be seen in the United States Air Force Museum at Dayton, Ohio.
French Bernard AB 1 bomber
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
Первый взлет вертолета PKZ 2, 4.8.1918.
Вертолет PKZ 2 c 3-мя моторами Le-Rhone 120 h.p. В корзине Zurovec.
The Dyott Bomber (of UK origin) in its modified version with cowled engines and frontal radiators.
Brandenburg L14 (Type LKD) during evaluation at Aspern in 1917 marked as 60.58.
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.
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.
Henri Potez (in the dark hat) near the prototype of SEA IV
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.
The Goupil Flying Machine (initial design) - 1883
The Goupil Flying Machine (initial test version) - 1883
The Goupil Flying Machine (final version) - ca. 1884
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.
A drawing of the Dorner Flugboot in the German Zeitschrift fur Flugtechnik und Motorschiffahrt (ZFM) Volume 1914 Number 9 (16 May 1914).
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.
Famous instructor pilot Honore Duplus is posing in front of a Ponnier M.1
S/Lt. Pierre "Bambino" Braun in front of a Ponnier M.1
There is a picture of Navarre in a Ponnier
The SP 4 was produced by the firm AER, which had been formed in 1915 and ceased operations shortly after the war.
Picture from an advertisement in the magazine Flying May 1917
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.
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.
A picture taken at Brindisi (end of 1915)
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.
A Patent drawing of Bleriot for a four engined quadruplane machine.
The big Brissard machine probably did not make it to the North Pole - it not have been finished - but it was wonderful all the same.
A very serious effort was made to build the machine as shown in the two pictures presented, which give the state of finish at 1 May 1914.
L. A. Brissard Scale model.
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.
A.2561 was fitted with a 265hp Sunbeam Maori engine.
The Galvin HC, with definitive outrigger floats
The Galvin HC, with initial floats, failed to live up to expectations and was quickly abandoned.
The Halbronn HT.1 in 1918 at Frejus-Saint-Raphael
A Latham trimoteur (P&L engines) in 1919 at Cherbourg (note the biplane tail with triple fin and the four bladed propelers).
A Latham trimoteur seen in 1921 at Cherbourg, this machine is fitted out with Sunbeam engines.
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.
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.
It is the second machine, powered by the RR engines, which gave an improved, but still poor performance.
Winzen and his M.F.P. biplane, after he crashed it into some woods.
First prototype Pfalz D.XV
Revolutionary camp near Guaymas. Captain Gustavo CAMICA, stands next to his biplane Sonora. For the first time in history, an aeroplane was used to bomb a warship; the CACONER Morelos.
Snapshot at Chinese Aerodrome near Peking.
SPAD 19 [2-seater w/ 280 hp Lorraine motor - only known photo]
This is the one and only example of the Berckmans Speed Scout flying in 1917. Maurice Berckmans standing proudly in fron tof the machine.
This Halberstadt C.V 6905/18 (Av) - built under licence by Aviatik - was captured by the Estonians from the German Landwehr.
Built in 1914, the Schwade Nr 1 pusher used triangulated strutting to carry the tail unit.
A factory shot of the first build example.
Sturtevant B1 with open cowl at Squantum.
Sturtevant B2 at Squantum. Note poor forward visibility.
Sturtevant B2 in the Squantum snow.
The Sturtevant B employed a sesquiplane configuration of extremely unusual form.
Prinz Heinrich von Preussen (third from the right) inspecting the V1.
REG WHITE and Percy Fisher with the aeroplane. Cross Creek Station is located up the valley in the background.
THE Fisher Monoplane survived many crashes in its early trials at Pigeon Bush.
REG WHITE poses for the camera. Persistently bad weather delayed flying at Pigeon Bush for weeks on end.
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.
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.
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'
At the underside of the wing is written 80 PFS (Pferde Starke = Horsepower).
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.
The picture was taken at Amphion (Leman lake) in may 1917 after the first flight of the second plane, pilot EV1 Georges Guierre.
Cessna airplane. Photo of "Silver Wings," a Cessna monoplane in flight. Date: 1911
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
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 Busteed with the Sopwith Company and fellow Aussie Harry Hawker, and also due to the use of the "Tripe-like" plank style interplane struts.
The second machine
The third machine
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.
The SAB C.I, designed by Louis Bechereau. 5 were built at the Levasseur company as SAB didn't had own facilities.