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| 250 Fabre Hydravion Le Canard. World’s first successful seaplane; constructed by Henri Fabre in 1910. Henri Fabre (né à Marseille (Bouches-du-Rhône) le 29 novembre 1882 et décédé le 29 juin 1984 au Touvet (Isère), à l'âge de 101 ans) est un ingénieur et aviateur français. Il est l'inventeur en 1910 de l'hydravion (d'abord nommé hydro-aéroplane, jusqu'en 1913). Henri Fabre par Philou ***** |
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| 249 Schwarz All-metal Rigid Airship of 1897.  David Schwarz (aviation inventor) Schwarz first
interested himself with airships in the 1880s. David
Schwarz worked out the construction of his all-metal
airship. He then offered his documents to the
Austria-Hungary war minister. Great interest was shown,
but no one was ready to provide financial support
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| 248 Gomes da Silva II of 1910. |
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| 247 Bousson Auto-Aviateur of 1900. LES GRANDS DIRIGEABLES ET LE SPORT AERIEN gallica.bnf A droite: M. Danilewsky
espérait, grâce à une élude approfondie et à des
perfectionnements progressifs de son appareil, arriver à
se passer de l'aide du ballon. C'était aussi l'espoir de
M. Firmin Bousson,
qui construisit et expérimenta en 1900 un aéroplane
suspendu sous un ballon cylindrique allongé, el qu'il a
baptisé du nom autoviateur, car son appareil, monté sur
quatre roues et actionné par un moteur à pétrole, est
destiné à rouler sur terre comme une automobile, ou à
voler dans les airs, au gré du voyageur. Des essais
sur roule ont eu lieu au plateau d'Avron en octobre 1900 ;
contrariés par le mauvais temps ils n'ont pas donné de
résultats positifs et complets, mais l'inveilleur est
plein d'espoir; en tout cas. le système d'ailes qu'il a
construit est fort ingénieux. Il y a donc lieu d'espérer
que. sans arriver du premier coup à la réalisation du vol
pratique, l'auto-aviateur de M. Firmin Bousson conduira à
des résultats encourageants.
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| 246 Besson Canard Hydroplane, circa 1912. 1911 Besson canard monoplane Country of Origin: France Designed by Marcel Besson Built by Louis Clement Span: 38' Length: 24'7" Weight empty: 770 lbs Picture from Willem Mar source  |
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| 245 Kitchen’s Annular Biplane of 1910-11. |
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| 244 Taddéoli seaplane “La Mouette” of 1912. Emile Taddéoli (March 8, 1879 in Geneva – May 24, 1920 in Romanshorn) was a Swiss aviation pioneer. He was active as a pilot, instructor, test pilot, and also the probably most prominent pioneer using seaplanes in Switzerland. Taddéoli received the pilot's brevet number 2 issued in Switzerland on October 10, 1910. source |
 La Mouette seaplane on Lake Geneva in March 1912 |
| 243 Tatin Aéroplane of 1879. More Victor Tatin (1843-1913)
Premier vol circulaire stable d'un modèle réduit Ami de Pénaud, Victor Tatin présente en 1874 à la Société Française de Navigation Aérienne, un oiseau mécanique de très petite taille d'une envergure de 24cm et d'un poids de moins de 6 g qui pouvait parcourir une vingtaine de mètres sans impulsion de départ. Après de nombreux essais avec des appareils à ailes battantes dont certains actionnés à la vapeur, Victor Tatin construit un petit aéroplane alimenté par l'air comprimé qui effectue ses essais en vol circulaire à Chalais-Meudon en 1879. Poursuivant ses travaux avec le professeur Charles Richet, Victor Tatin présente en 1890 un aéroplane à vapeur de dimensions importantes, monoplan de 33 kg, d'une envergure de 6,6 m, actionné par deux hélices en tandem. La machine à vapeur pesait 11 kg et donnait 1 cv. The pioneer Frenchman, Victor Tatin became one of early aviation's most authoritative theorists. |
 L'aéroplane à air comprimé de Tatin (1879). Cet appareil, que l'on peut voir au Musée de l'Air et de l'Espace, a une envergure d'un mètre quatre vingt dix et pèse 1,8 kg (avec son plein d'air !). Le réservoir fuselé est formé d'un ruban d'acier enroulé en spirale fixé par 1300 rivets, il contient l'air comprimé qui alimente un cylindre oscillant actionnant par translation deux hélices à 4 pales. source  |
| 242 Lejeune Biplane. Designed by Louis Lejeune, built by de Pischoff et Koechlin, the 1909 Lejeune biplane modified with forward extending biplane aileron control; possibly Lejeune No.3. Powered with a 10-12 hp 3-cylinder Buchet radial engine chain-driving two 2-bladed pusher propellers; featuring bicycle gear in tandem with wingtip wheels. At the Prix de Lagatinerie, held May 23, 1909 - the official opening of Port-Aviation - Lejeune, who was not entered in the race, tried to fly his plane. However, despite very long ground runs through the grass the little biplane never took off, managing only to earn itself the nickname “la moissoneuse”, (the harvester). |
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| 241 Merx Fünfdecker “Himmelsleiter”. Built and demonstrated at Flugplatz Johnannisthal in 1911, but apparently did not fly. Later, the machine was modified, and it appears questionable whether the revision flew either. The secretive Merx had “Himmelsleiter” (sky ladder) built and kept in its shed - hidden from prying eyes. When the first flight test was to take place, it turned out that the apparatus was higher than the door and could not be pulled out of the shed. Also known as the Mehrdecker-Versuchsflugzeug von J. Merx, (multiplane-experimental). |
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| 239 Passerat & Radiguet Monoplane “Sylphe”. Designed and built by the Parisian automobile coachbuilding firm of Passerat & Radiguet. Displayed at the 2e Exposition Internationale AÈronautique (Salon de l'Aviation) held at the Grand Palais in Paris from October 15 until November 3, 1910. Its specifications were: Span: 29' 6"; Length: 43'; Weight gross: 1080 lbs. |
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238 MORE
AUGUSTO SEVERO DE ALBUQUERQUE MARANHÃO 1864-1902
MORE
1 dernières photos d'Augusto
Severo |
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| 237 Lachambre-Andrée Balloon “Örnen”. Swedish polar explorers Andrée, Fraenkel and Strindberg departing from Danes Island, Spitsbergen, in the Svalbard archipelago, on July 11, 1897, in an ill-fated attempt to reach the North Pole. The hydrogen gas balloon, 67 feet in diameter, with a capacity of 170,000 cubic feet, was built by Henri Lachambre in Paris. Three varnished layers of double Chinese silk formed the upper half of the envelope, with a single layer on the bottom half. A heavy casing of woven hempen netting shrouded the balloon, which was surmounted by a cap, or calotte, of varnished silk to keep arctic snows from lodging in the netting. Suspended from a bearing ring formed from American elm wood was a wicker car measuring 6.5 feet in diameter and 5 feet deep. The balloon was originally named “Le Pôle Nord”, but was later christened “Örnen” (Eagle). In 1930, the remains of Saloman Andrée and his two companions were discovered on White Island and repatriated to Sweden. MORE S. A. Andrée's Arctic balloon expedition of 1897 |
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236 MORE
Almerico Da Schio (1836 - 1930) |
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| 233 Pither Monoplane. Replica of 1910 Pither Monoplane built at Invercargill, New Zealand. |
 MORE Pither 1910 Monoplane Developed, built and flight-tested by: H. J. (Bert) Pither Southland, New Zealand (formerly of Canterbury) ***** BICYCLES-THE MAN-THE PLANE-THE REPLICA-PITHER'S BEACH TEST SITE-THE PITHER FAMILY MORE CLIC: 3 stories from the Southland Daily News 1910, containing detailed descriptions of the monoplane and the only record of Pither's description of flight. |
| 232 Morel Canard Biplane of 1910. Constructed of aluminium and steel in its entirety, this oppositely-configured aeroplane, designed and built by Capitaine Morel to carry two passengers in addition to its pilot, was powered with an Anzani 60 hp, 6-cylinder radial. Its primary specifications are: Length: 7 m; Span: 9 m; Surface: 23 m sq.; Weight: 380 kgs. Pierre Morel was a French aviator born February 8, 1886, in Nogent, most notably active during 1912-13, and had qualified for his pilot brevet (Aero Club de France No.62) on October 19, 1910, flying a Sommer biplane. |
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| 231 Luftschiff Zeppelin 1. First of the famous series of lighter-than-air giants, the construction of Graf Ferdinand von Zeppelin’s LZ 1 began in June, 1898, in a floating wooden hangar on Bodensee (Lake Constance) at Manzell (Friedrichshafen). The movable, floating shed allowed the ship to be positioned into the wind to enter or leave its hangar to facilitate the difficult launching and recovery procedures. Completed in the winter of 1899, the Graf decided to wait however until the summer of 1900 before attempting an ascension. The airship was inflated with hydrogen in June, and made its maiden flight on July 2, 1900 at 20:03. At its first trial the LZ 1 carried five persons attaining an altitude of 400 metres (1,300 ft) and flew a distance of 6 kilometres (3.7 mi) in 18 minutes. All the same, the wind then forced an emergency landing on the water. Some sources claim the LZ 1 was forced to land on the lake after the winding mechanism for the balancing weight failed. By moving the weight between its two nacelles, this controlled the pitch of the rigid airship. |
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| 229 Twining Ornithopter No.2. Built by early aviation and radio pioneer, Los Angeles Manual Arts High School Professor Harry La Verne Twining, likely with the assistance of Warren Samuel Eaton. Completed around the summer of 1909 and first appearing in the October 1909 issue of Aeronautics; as President of the Aero Club of California, Twining entered his second ornithopter into the 1910 Los Angeles International Air Meet at Dominguez Field. |
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| 227 Monnier Harper Type No.1. Modified from the original machine assembled in Rotterdam, as seen before its August 10, 1911 flight test on the plain, probably around Apeldoorn, Netherlands. Likely a memento taken just before; the couple may be Monnier Harper and his wife. Arthur Frederic Monnier Harper (1888-1916) was a violin virtuoso born in Belfast, and made his public debut at the age of eleven. Probably in 1904 he settled with his mother and brother in Brussels, and at the age of sixteen played in the orchestra of the Ostende Kurhaus. In the following years he performed as a soloist in France, The Netherlands, England, Northern Ireland and of course, Belgium. Monnier Harper also played with the Residentie Orchestra of The Hague during one season (probably 1913-14). In 1911 he settled in Scheveningen, being appointed Dutch representative of the Weston Hurlin Co., a supplier of aircraft components and founder of flying schools. The Dutch aviation pioneer Adriaan Mulder had been his flying instructor. |
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| 226 Heinrich Model A. First monoplane of the brothers Albert & Arthur Heinrich from Baldwin, New York, on which both taught themselves to fly. Its maiden flight was made in May of 1910, and was powered by a 60 hp Emerson boat engine - which was not a surprise considering the Heinrichs were previously active in the boat business. |
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| 225 Langley “Folly”. Langley Aerodrome of 1903, aka the Langley “Folly”, as restored by Curtiss in 1914. Often referred to by Langley as “the Great Aerodrome”. Photo (L to R): Dr. Charles Walcott, of the Smithsonian Institute; Glen H. Curtiss; Miss Walcott; Dr. A. F. Zahn, of the Smithsonian Institute; C. C. Wittmer. Samuel Langley died (broken heart) in 1906 a broken man, three years after his airplane had fouled twice in its launching gear, toppled ignominiously into the Potomac. To newspapers, angry and derisive because they had been prohibited from watching the experiments, Langley could only say: "The machine had never a chance to fly at all." Eleven years after broken-hearted Inventor Langley's death, Aviator Glenn Curtiss was frustrated in his attempts to build a plane because of the Wright patents. He unearthed "Langley's Folly" from the Smithsonian, installed in it a powerful new motor, flew across Lake Cayuga in New York. Unblushingly, Smithsonian officials revised the placard on the plane to read: "Langley Aerdrome. The original Langley Flying Machine of 1903, restored. In the opinion of many competent to judge, this was the first heavier than air craft in the history of the world capable of sustained free flight under its own power, carrying a man. This aircraft slightly antedated the machine designed and built by Wilbur and Orville Wright, which, on December 17, 1903, was the first in the history of the world to accomplish sustained free flight under its own power, carrying a man." MORE 1903 |
 
Samuel Langley's experimental plane, launched by catapult, crashed into the Potomac only days before the Wrights' successful first flight at Kitty Hawk.  The original Langley Flying Machine of 1903,
restored. In the opinion of many competent to judge, this was the first heavier
than air craft in the history of the world capable of
sustained free flight under its own power, carrying a
man. This aircraft slightly antedated the
machine designed and built by Wilbur and Orville Wright,
which, on December 17, 1903, was the first in the
history of the world to accomplish sustained free flight
under its own power, carrying a man."
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| 223 Aerial Experiment Association Glider of 1907. Chanute-style hang-glider and first flying machine constructed by the AEA, set up by Alexander Graham Bell. While Wilbur and Orville were in Europe, a group of aviation enthusiasts came together in America that would give the Wrights a run for their money. Alexander Graham Bell, inventor of the telephone, had a passionate interest in aviation and had experimented with scientific kites since 1891. He was also a good friend of the Dr. Samuel P. Langley, the lately deceased head of the Smithsonian and builder of the unsuccessful Aerodrome. In many ways, Bell was Langley's successor — a Washington insider determined to develop a practical airplane with the apparent blessing of the U.S. Army. In September of 1907, he organized the Aerial Experiment Association to build a practical airplane. |
  Alexander Graham Bell (3 mars 1847 à Édimbourg en Écosse - 2 août 1922 à Baddeck au Canada) est un scientifique, ingénieur inventeur britannique d’origine écossaise naturalisé canadien en 1882 qui est surtout connu pour l'invention du téléphone, dont la paternité fait cependant l'objet de vives controverses. Il a été lauréat de la Médaille Hughes en 1913. Ses recherches sur l'audition et la paroles
l'ont conduit à construire des appareils auditifs, dont
le couronnement aurait été le premier brevet pour un
téléphone en 1876[2]. Bell considéra par la suite son
invention la plus connue comme une intrusion dans son
travail de scientifique et refusa d'avoir un téléphone
dans son laboratoire.
D'autres inventions marquèrent la vie de Bell : les travaux exploratoires en télécommunications optiques, l'hydroptère en aéronautique. En 1888, Alexandre Graham Bell devint l'un des membres fondateurs de la National Geographic Society. |
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Coandă-1910... l'aviation à réaction Henri Coandă, né le 7 juin 1886 à Bucarest et mort le 25 novembre 1972 à Bucarest, est un ingénieur aéronautique roumain, pionnier de l'aviation mondiale et du moteur à réaction, savant et académicien roumain. source wiki English: The Coandă-1910 was the first jet-propelled aircraft ever built. It was constructed by Romanian inventor Henri Coandă and exhibited by him at the Second International Aeronautical Exhibition in Paris around October 1910. Unfortunately during a ground test of the engine on December 16, 1910, Coandă was caught unaware by the power of the engine and found himself briefly airborne. He lost control of the machine, and it crashed, burning, to the ground. Coandă was thrown clear of the crash. Română: Primul avion cu reacţie din lume, Coandă 1910. Imaginea este luată la a doua Expoziţie internaţională aviatică de la Grand Palais, Champs-Élysées, Paris, Franţa, în octombrie 1910. source wiki HENRI COANDA SS LENTICULAR FLUGSCHEIBE (1940-1944) MORE |
  Avec l'appui de l'ingénieur Gustave
Eiffel et du savant Paul Painlevé, qui l'ont aidé à
obtenir les autorisations nécessaires, Henri Marie
Coandă a fait des expériences aérodynamiques
préliminaires et a construit, dans l'atelier de
carrosserie de Joachim Caproni, le premier avion à
propulsion réactive, en fait un avion à réaction. Nommé
conventionnellement Coandă-1910, l'appareil a été
présenté en octobre 1910 au deuxième Salon international
de l'aéronautique et de l'espace de Paris-Le Bourget ;
monoplan, il était révolutionnaire du fait de son moteur
sans hélice (sic) : l'air était aspiré à l'avant par un
compresseur, puis dirigé vers une chambre de combustion
(une de chaque côté, à l'avant de l'appareil) qui
fournissait la poussée. Le compresseur était alimentée
en énergie par un moteur à piston classique[1].
Le premier avion à réaction au deuxième Salon international de l'aéronautique et de l'espace de Paris-Le Bourget de 1910. Lors du premier essai, à l'aéroport d'Issy-les-Moulineaux, de longues flammes sortent de la tuyère d'échappement. Henri Coandă coupe immédiatement le moteur, mais celui-ci a une inertie bien plus forte qu'un moteur à hélice : il continue un instant à délivrer une force propulsive, suffisante pour faire décoller l'avion (alors que ce n'était pas l'intention du pilote). Le moteur étant coupé, l'avion s'est écrasé contre un mur, après avoir éjecté son pilote. Henri Coandă s'en est tiré avec quelques brûlures et contusions mineures. On raconte que Gustave Eiffel lui aurait dit : «Jeune homme, vous êtes né 30 ans trop tôt!». Coandă abandonne le moteur à réaction. source |
| 221 Monoplano Micheli Maria. Built by Guido Micheli and Domenico Ulivi in late 1910 and sometimes referred to as the Ulivi monoplane – Ulivi being the financier of the project. Powered by an Anzani motor, the Maria was the first aeroplane to have been built and flown in Umbria, Italy. |
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| 220 Santos-Dumont 14-bis Cellular Box-kite Canard Biplane. The misfortunate aftermath of the last flight of S-D 14-bis on April 4, 1907, at Saint-Cyr. It flew about 50 m (164 ft) and crashed. Santos-Dumont did not attempt to repair it. For this flight, square ailerons positioned mid-height in the outer cells of the wings, as opposed to the earlier octagonal type, were tried. |
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| 219 Gabriel Eindecker of 1912. Copy of the Fokker Spinne built by twin brothers Willi and Walter Gabriel of Bromberg, Germany, just 18 years old at the time. It was the third flying machine that the brothers had built – aptly a two-seater – on which Willi earned his pilot's brevet on August 12, 1912. Both Willi and Walter went on to become fighter pilots during World War One – Willi, an ace. |
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| 218 Short S.41 “Hydro-Aeroplane”. The original version of the S.41, it was converted to a landplane and flown by Cdr R. Samson – also the pilot of its maiden flight – during the Army manoeuvres of September 1912. With its floats restored, it started flying from the temporary seaplane station at Carlingnose on October 2nd. In January 1913 it underwent an overhaul during which the centre section gap was covered. In September that year it was overhauled again and the aircraft emerged completely different in shape, fitted with folding wings of greater span and a new rudder. In 1914 it was refitted with a 140 hp Gnôme and assigned to the Eastchurch flying school. In 1915 the S.41 was sent to the Aegean theatre and in 1916 was spotted at Inbros. Not included in the March 1916 list of naval aircraft, it may have been destroyed prior to that month. |
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| 217 Otto Trinks Doppelrumpfeindecker. Presented at Johnnisthal in 1911 as the first bi-fuselage aircraft; its pusher prop between the two tail booms driven by a 50 hp Argus. |
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| 216 Lohner-Umlauff “Rodelgleiter”. Wright-like with dihedral wings, the Sleigh-glider, or Skiglider – ordered by Rittmeister Hans von Umlauff and built by Lohner – was tried over the winter of 1909/10 with some success. The longest flight achieved by Von Umlauff's biplane glider was 75 metres during testing at Semmering, Niederösterreich, Austria, on February 16, 1910. Der Lohner-Rodelgleiter des Rittmeisters Umlauf im Probeflug in Waldegg/ www.wmw.at/Press/Files/Cumulus_2_2008.pdf |
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| 215 Todd Biplane–1910. Designed and built by E. Lillian Todd and first flown by Didier Masson over the Garden City aviation field in Long Island during November of 1910. Miss Todd was well known at the time, and her Biplane–1910, powered by an eight cylinder 60 hp Rinek engine, was the first successful aeroplane built by an American woman. Todd is told to have designed and built three full-size aircraft; her first – an engineless machine – in 1906. More TODD'S AEROPLANE & MISS TODD & AEROPLANE - 1906-07 |
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214 Driven to
fly like so many enthusiasts following the flights of
the Wright brothers and others, Elmer, George and John
Underwood of Stettler, Alberta set to work inventing a
machine of their own.
The result was unique: a craft with elliptically shaped wings. The Flying Wing was composed of long strips of fir and wire that were covered with cloth. Above the wing was a large fin, with a rudder at the back and an elevator attached to the tail. Under the large wing was a platform where the pilot sat. Motorcycle wheels were placed under the platform and bicycle wheels placed on each wing to hold it steady for take-offs and landings. The platform also contained a place to house the motorcycle motor… once they were able to afford one. In the meantime, the Underwoods displayed their creation at Stettler’s exhibition in July 1907, and tested the machine on their farm. Tying the aircraft to a fencepost, the brothers placed sacks of wheat on the platform to replicate the weight of a pilot, and launched the plane like a kite. The test went well, and for the next trial, John took the place of the wheat to "fly" the machine for 15 minutes. Their enterprise was then put away until the next year, when the Underwoods finally obtained their coveted motorcycle engine. Attached to the front of the wing was a large bamboo and canvas propeller, powered by the motorcycle motor. Unfortunately, the brothers found that the engine was too small to get the craft airborne, so they hitched the plane to the fence post once again, using it like a kite, until the Flying Wing was destroyed one day by high winds. Their effort was eventually abandoned, since they lacked the resources to continue. source Alberta Online Encyclopedia |
 Here is a replica of the Underwood’s flying machine. Image Copyright Glenbow Archives. |
| 213 Wadsworth Flying Fish. In 1911, Detroit industrialist and boat tycoon Frederick Elliott Wadsworth (1868-1927), built a hydro-aeroplane named the Flying Fish which debuted at the New York Boat Show. The unusual vehicle was designed to skim on top of the water at speeds of up to 65 mph, with the ‘skipper-pilot’ seated in a wicker chair at the rear of its canoe-like hull. The Flying Fish was successfully tested on the ice of Lake St. Clair but no further development occurred. More Frederick Elliott Wadsworth Frederick Elliott Wadsworth, retired automobile body manufacturer of Detroit and Irvington-On-Hudson... |
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| 212 Lenormand Parachute of
1783.
On December 26, 1783, French physician and inventor Louis-Sébastien Lenormand (1757-1837) jumped from the tower of the Montpellier observatory in front of a crowd that included Joseph Montgolfier, using a 14 foot diameter parachute, and officially designating Lenormand as making the world's first successful, publicly recorded parachute descent. His intended use for the “parachute”, its name coined by himself, was to help entrapped occupants of a burning building escape unharmed. Louis-Sébastien Lenormand more Il faut encore attendre 2 siècles pour qu'un homme saute vraiment en parachute avec succès ... peut être d'autres s'y étaient-ils déjà aventurés au péril de leur vie et l'on en a rien su ! C'est Louis Sébastien Lenormand qui effectue plusieurs essais du haut de l’observatoire de Montpellier, avec des charges inertes d’abord, puis avec des animaux. Il expérimente lui-même plusieurs fois du haut des arbres du jardin des Cordeliers, y grimpe et se jette dans le vide, rate, perfectionne sa machine qu’il a baptisé "parachute", recommence ... Voici en quels termes Sébastien Lenormand a revendiqué lui-même son invention; on va voir que son droit de propriété a été reconnu. "Le 26 décembre 1783 je fis à Montpellier, dans l'enclos des ci-devant Cordeliers, ma première expérience en m'élançant de dessus un ormeau ébranché, et tenant en mes mains deux parasols de trente pouces de rayon, disposés de la manière dont je vais l'indiquer. Cet ormeau présentait une saillie à la hauteur d'un premier étage un peu haut; c'est de dessus cette saillie que je me suis laissé tomber. Afin de retenir les deux parasols dans une situation horizontale sans me fatiguer les bras, je fixai solidement les extrémités des deux manches aux deux bouts d'un liteau de bois, de cinq pieds de long, je fixai pareillement les anneaux aux deux bouts d'un autre liteau semblable et j'attachai à l'extrémité de toutes les baleines des ficelles qui correspondaient au bout de chaque manche. Il est facile de concevoir que ces ficelles représentent deux cônes renversés, placés l'un à côté de l'autre, et dont les bases étaient les parasols ouverts. Par cette disposition j'empêchais que les parasols ne fussent forcés de se reployer en arrière par la résistance de la colonne d'air. Je saisis la tringle inférieure avec les mains et me laissai aller: la chute me parut presque insensible lorsque je la fis les yeux fermés. Trois jours après, je répétai mon expérience, en présence de plusieurs témoins, en laissant tomber des animaux et des poids du haut de l'Observatoire de Montpellier. M. Montgolfier était alors dans cette ville, il en eut connaissance et répéta mes expériences à Avignon avec M. de Brante, dans le courant de mars 1784, en changeant quelque chose à mon parachute, dont j'avais communiqué la construction à M. l'abbé Bertholon, alors professeur de physique. L'Académie de Lyon avait proposé un prix d'après le programme suivant : Déterminer le moyen le plus sûr, le plus facile, le moins dispendieux et le plus efficace de diriger à volonté les globes aérostatiques. J'envoyai un mémoire au concours, ce fut dans les premiers jours de 1784, j'y insérai la description de mon parachute dans la vue de m'assurer la priorité de la découverte. L'abbé Bertholon fit imprimer quelque temps après un petit ouvrage, sur les avantages que la physique et les arts qui en dépendent peuvent retirer des globes aérostatiques; et l'on y trouve, page 49 et suivantes, des détails sur le parachute et sur les expériences que nous fîmes ensemble. Le citoyen Prieur avait inséré dans le tome XXI des Annales de chimie une note historique sur l'invention et les premiers essais des parachutes, il en attribuait la gloire à M. Joseph Montgolfier; je réclamai, et ce savant distingué s'empressa d'insérer dans le tome XXXVI, page 94, une notice qu'il termine par cette phrase: «La justice et l'intérêt de la vérité prescrivaient également la publicité que nous donnons à la réclamation du citoyen Lenormand, ainsi qu'aux preuves, qui paraissent en effet lui assurer la priorité de date pour les premières expériences des parachutes.» Plusieurs journaux répétèrent ce qu'avait avancé le citoyen Prieur. Voici, monsieur, l'article relatif à mon parachute, que j'extrais mot à mot du mémoire que j'adressai à l'Académie de Lyon, et dont j'ai parlé plus haut; j'y joins aussi la copie de la planche qui l'accompagnait. Description d'un parachute. Je fais un cercle de 14 pieds de diamètre avec une grosse corde; j'attache fortement tout autour un cône de toile dont la hauteur est de 6 pieds; je double le cône de papier en le collant sur la toile pour le rendre imperméable à l'air; ou mieux, au lieu de toile, du taffetas recouvert de gomme élastique. Je mets tout autour du cône des petites cordes, qui sont attachées par le bas à une petite charpente d'osier, et forment avec cette charpente, un cône tronqué renversé. C'est sur cette charpente que je me place. Par ce moyen j'évite les baleines du parasol et le manche, qui feraient un poids considérable. Je suis sûr de risquer si peu, que j'offre d'en faire moi-même l'expérience, après avoir cependant éprouvé le parachute sur divers poids pour être assuré de sa solidité." Ainsi Louis Sébastien Lenormand redevenait officiellement l’auteur de son invention, même si ce statut est souvent attribué à Garnerin. Et si, avec leurs premiers essais de ballon, les frères Montgolfier avaient prouvé que l'on peut s'élever dans l'air, lui montrait qu'on peut en redescendre ! source |
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| 211 Gran Monoplane of 1910.
Constructed by engineer Einar Lilloe Gran, the first motorised airplane in Norway had a wing span of 10 meters and cost 12,000 kroner to build. Powered by a 30 hp 2-cylinder Darracq motor, the monoplane was originally put on display in Oslo during March 1910, and then taken to Ringerike where several attempts to get the machine airborne were made, but without any significant results. Plusieurs tentatives d'envol, mais sans résultats significatifs |
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| 210 Aeroplano Bassoli Corni.
Built in the town of Cortile, near Parma, the A.B.C. biplane of Prof. Bassoli and G. Corni, an engineer and a mathematician, flew just once - ending in a crash - on August 21, 1910 more |
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| 209 Art Smith Biplane. Curtiss-type biplane flown and crashed at Fort Wayne, Indiana, on January 18, 1910. The aeroplane reached almost fifty miles per hour before leaving the ground when suddenly it rose alarmingly, dipped, rose again, and crashed into the field in what is now Memorial Park. Art was thrown onto the frozen ground and badly injured. The machine was ruined except for the 40 hp Elbridge engine and never rebuilt. |
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| 208 Hanriot Type VIII. Built in cooperation with Henri-Hubert Pagny, who had previously worked with Nieuport. This 100 hp Clement Bayard powered machine, the first of the Antoinette-developments by Hanriot, was designed for the Concours Militaire de Reims in October 1911, where it was flown by Gaston Dubreuil. Henri-Hubert Pagny quitte la firme Nieuport et entre comme associé chez Hanriot en 1911. La firme devient la Société anonyme des Appareils d’Aviation Hanriot et Pagny. more more1 |
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| 207 Bossi “Signorina I” of 1909. Demoiselle-like monoplane designed by Enea Bossi and Luigi Mojoli of Milano, on display at “prima Esposizione d’Aviazione Italiana”, held in Milano on November 15, 1909. The wings in the background of the photograph are reportedly those of the Bossi Dai-Dai, a Curtiss pusher copy. |
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| 206 Aviatik
Versuchs-Doppeldecker of 1910.
Experimental first machine designed and built by Julius Spengler (founder of Aviatik GmbH in Mülhausen-Burzweiler / Elsass). Notable for its twin triple-superimposed propellers driven via chains by a 50 hp Argus engine in the wings, and its unique undercarriage. Aviatik Automobil und Flugapparatefabrik est une entreprise de construction automobile et aéronautique allemande fondée an 1910 par Julius Spengler à Mulhouse, en Alsace occupée. more |
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Daniel Dunglas Home (1833
- 1886).
Levitating spiritualist once reportedly seen flying out of, and back into, a third story window of a house. |
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| 204 Gouveia monoplane of 1911. On December 11, 1909, Portuguese inventor João Gouveia, known for his model aeroplanes and who had already designed and constructed kites since 1907, presented a plan to the Academy of Sciences for the “Gouveia”, a 9 metre span monoplane powered by a 26 hp Anzani engine. He built a hangar in Seixal in 1911, constructed the machine and conducted experiments, but eventually abandoned the project due to breakdowns and a lack of funds. more1 |
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| 203 Bates Airship of 1909. First powered aircraft of Iowan aviation pioneer Carl Sterling Bates, an experimenter of gliders as early as 1884, also referred to by the newspapers as the Bates Flyer. Bates took this biplane to Daytona Beach, Florida, where he raced it against a Buick automobile and lost. Purportedly this was the first ever race between a car and an airplane. |
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| 202 Wright CH (Model C Hydroplane). One of three early U.S. Navy hydroplanes serial B-1 to B-3, renumbered AH-4 to AH-6. B-2 caused the first fatality in U.S. naval aviation when Ensign W. D. Billingsley was thrown from his pilot’s seat in turbulent air over Annapolis, Maryland, on June 20, 1913. Billingley’s passenger stayed with the aeroplane, sustaining injuries when the plane hit the water. On June 20, 1913, Ensign W. D. Billingsley, while piloting the B-2 at 1,600 feet over water near Annapolis, Maryland, was thrown from the plane and fell to his death. Admiral John Henry Towers, also unseated in the turbulence, was nearly killed in the same accident as he clung to the plane and fell with it into the water, receiving serious injuries. The Clemson-class destroyer USS Billingsley (DD-293) was named in his honor. source |
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| 201 Kreß Flugapparat of 1901. Also known as the Kreß (Kress) Drachenflieger, this 3-wing-in-tandem flying boat was an extraordinary effort of Austrian Wilhelm Kreß and only fell short of actually flying because of a too weak an engine. Kreß himself, then already at advanced age, intended to test fly the machine on October 3, 1901 but the machine capsized and sank in the Wienerwaldsee-Untertullnerbach. Wilhelm Kress (auch Wilhelm Kreß) |
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