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Title: Jane's All the World's Aircraft
       1913

Author: Various

Editor: Fred Jane

Release Date: January 2, 2011 [EBook #34815]

Language: English

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JANE'S ALL THE WORLD'S AIRCRAFT 1913

A Reprint of the 1913 Edition of All The World's Air-craft
Edited by

FRED T. JANE

ARCO PUBLISHING COMPANY, INC.
New York

First published by Sampson Low Marston in 1913
This edition published 1969 by ARCO PUBLISHING COMPANY, INC.
219 Park Avenue South, New York, N. Y. 10003

Library of Congress Catalog Number 69-14964
ARCO Book Number 668-01880-1

Printed in Great Britain

[Pg 3]

FOUNDED AND EDITED BY FRED T. JANE, Founder and Editor of "FIGHTING SHIPS" (Naval Annual), Etc.

PART A.—AEROPLANES AND DIRIGIBLES OF THE WORLD.
PART B.—HISTORICAL AEROPLANES OF THE LAST SIX YEARS.
PART C.—THE WORLD'S AERIAL ENGINES.
PART D.—AERIAL "WHO'S WHO" AND DIRECTORY.

FIFTH YEAR OF ISSUE.
(Founded 1909.)

LONDON:
SAMPSON LOW, MARSTON & CO., Ltd.
1913.

Printed by Netherwood, Dalton & Co., Phoenix Works, Rashcliffe, Huddersfield.

[Pg 5]

CONTENTS

[Pg 7]

PREFACE.

s conjectured last year, considerable further changes have been produced in this edition.

When, some five years ago, work on this annual was first commenced, the military aviator was an idle dream. Fighting men in dirigibles were a bare possibility; but nothing more than that. Every amateur building an aeroplane (or even merely intending to build one) in his back garden was a possible "conqueror of the air." The aeroplane was going to oust the motor car as a sporting vehicle—everyone was quite certain about that! Beyond that, nothing!

To-day everything is completely changed and except as a war machine the aeroplane is of little interest or use to anyone. A few civilian aviators are still flying, but in practically every case they are doing so in connection with the business aspect of the question. There is no "sport of aviation" such as the prophets foretold a few years ago.

An increasing number of people obtain their pilot certificates and lists of these are still given, although the title of "aviator" is in the bulk of cases somewhat of a courtesy one, since so few keep on flying once they have secured their brevets.

It is as a war machine that the aeroplane has come into its own. The Italian aeroplanes over and over again proved their utility in Tripoli. Although in the Balkan War aircraft were less in evidence than many expected, this may be attributed to the peculiar circumstances of the campaign and also to the scarcity of available machines.

Every country is now engaged in forming its aerial fleets. How far the naval and military branches will coalesce, or how far they will differentiate remains to be seen. The probabilities, at present, all point in the latter direction, and that just as an army is made up of cavalry, infantry, artillery, etc., and a navy of battleships, cruisers, torpedo craft and submarines, so the sky fleets seem destined to consist of groups of different types of machines, each type designed for some special purpose.

The increased war utility of aircraft has necessitated an extension of the pages devoted to organisation of military aviation, etc. The details given are by no means as full as I could wish; but all organisations are being so continually changed owing to increased experience that satisfactory data are not very easy to come by.

During the past twelve months or so we have learned at least one or two important things. The mere fact of the possession of aeroplanes by a nation is a military factor of comparatively little importance. A nation possessing next to no aeroplanes can easily acquire a few hundreds in case of emergency if she has the people to build them. The real problem is two-fold. First, of course, is the possession of trained and efficient aviators to fly the machines. Naval and military officers who have merely secured their brevets at a flying school are of no immediate value; civilians of the same kind are of still less utility.

Second to this is the productive capacity of any country; which may roughly be gauged from the number and importance of its firms engaged in construction.

These points cannot too strongly be enforced. The air strength of any nation in case of war resides in its efficient flying men and in its own productive capacity. The next war will see aircraft quite as much "contraband" as warships, and the nation which relies upon aerial imports will be foredoomed at once. One month is probably the utmost effective life of an aeroplane on hard active service and it may well be a good deal less. And firms capable of building efficient machines cannot be improvised.

A remarkable feature of the last twelve months has been the recrudescence of the dirigible, which is now in far greater esteem than it was a year ago, or for that matter, ever before. In the past there is no doubt that progress was hampered by arguments between the advocates of "heavier than air" and "lighter than air," and a curious notion that the one could only exist at the expense of the other.

Such ideas are now dead, and it is recognised that for war purposes both have their uses and that both are interdependent. It is not quite yet realised how intense this interdependence is likely to be.

Briefly the present situation may be summed up as follows: the dirigible has enormous potentialities for attack on fortified bases and the like, but its powers of defence, guns or no guns, are very slight. A single aeroplane should be able to disable or destroy without very great[Pg 8] difficulty the finest dirigible yet built (supposing it able to find the airship in the vastness of the air). The damage that a single aeroplane can do to land defences or ships is, however, entirely trivial—at any rate at present.

Hence the aerial war unit already formed in Germany, and likely to be in existence everywhere else ere another year or so has passed. This unit is a dirigible of great offensive powers, associated with a number of aeroplanes presumably intended to defend it and ward off and defeat attack by hostile aeroplanes.

This is merely the crude beginning, it seems reasonably safe to prophecy that in the early future the aerial war-unit will be made up somewhat as follows:—

This seems an early certainty. After all it merely reproduces for the air what centuries of experience have shewn to be essential for fleets and armies.

The matter is a fascinating subject for speculation; but in connection with a work that exists merely to deal with things as they are at present, is perhaps, better not now pursued further. One point, however, may perhaps be mentioned, and that is that victory or defeat in aerial warfare seems likely to depend upon which side can first destroy the other's bases. A base-less dirigible will not live long. This is likely to lead to very great attention being paid at an early date to anti-aircraft guns and other devices for the defence of aerial bases.

Reverting to the arrangement of the present edition, a few words may be said about some of the changes. As stated last year the clumsy old system of grouping monoplanes, biplanes, etc., separately has been abolished. So many firms specialise in both that any such grouping could only lead to confusion.

A tabular system has been generally adopted for most new matter. This will be found far more convenient for reference, and of course, saves a great deal of space.

The effective age of aeroplanes is somewhat of a vexed question, for while one year probably represents the really effective war utility endurance, even in peace time, school life is more or less indefinite and so is ordinary private life. Consequently—although "dead machines" are excluded it has not been possible to draw an exactly uniform age limit line beyond that. Speaking generally modern machines represent as a rule detail improvements rather than the complete changes of the past. For example, the gap between 1911 and 1913, is far less than the gap between 1909 and 1911. This fact is beginning to make itself felt in war machines.

In Part B an attempt has been made to collect illustrations of aeroplanes of the past which for one reason or another possess an historical interest. This section is remarkable for two totally different things (1) the early anticipations of some modern practice, and (2) the past prevalence of certain other ideas which are now totally extinct.

Part C deals with aero-engines. It is mainly remarkable—in comparison with past issues—for the large number of engines which have ceased to exist. It is probably still too ample; as a year hence quite half the makers still recorded are likely to disappear. The mere ability to construct motor car engines is no longer of value. The aeroplane engine designer needs to be a specialist. The absolutely ideal aero-engine no doubt yet remains to be produced; but meanwhile the tendency of users to concentrate upon fewer makes is increasingly evident, despite the fact that the best engine for one particular type of machine is not necessarily the best for some other type.

In conclusion I tender my most grateful thanks to all those who have so kindly collaborated with or for me in the various sections. The book is still some way from being near my ideal, but I have every hope that this edition will be generally considered a very considerable improvement upon previous issues.

FRED T. JANE.

Bedhampton,
Hants.,
England.

[Pg 9]

GLOSSARY OF TECHNICAL TERMS, Etc.

[Pg 13]

Part A.

AEROPLANES & DIRIGIBLES.

ARRANGED BY NATIONALITIES IN ALPHABETICAL ORDER.

Note.—Every nation is given in the following fixed order:—

[Pg 15]

ARGENTINE.

(Revised by J. SCHIERE, Aeronautical Engineer and Librarian, Dutch R. Ae. C.)

Aerial Societies:—

Aerial Journals:—

Flying Grounds:—

Military Aviation.

At the end of 1912 there were 6 military aeroplanes (3 Bleriot, 1 Castaibert, 1 Nieuport, and 1 H Farman)—all 1912 models.

Marcel Paillette is director of the military flying ground at the Palomar Aerodrome.

More machines will be added and by the end of the present year it is probable that a very considerable air force will exist.

Private Aviators.

PABLO CASTAIBERT. Monoplane.

Note. Both fly well. Description in Boletin de Ae.C. Argentino.[Pg 16]

AUSTRO-HUNGARIAN.

(By our Austrian Editor.)

Aerial Societies:—

Aerial Journals:—

Flying Grounds:—

[Pg 17]

AUSTRO-HUNGARIAN AEROPLANES.

Military Aviation: General.

In June, 1912, a central aeronautical committee was created, under the presidency of Prince Fürstenberg, to deal with the creation of a national aerial fleet. One of the objects is the perfection of the Austrian machines and factories.

About the same date, Pola was selected as a naval aviation school, and two Paulhan-Curtiss hydro-avions purchased.

In August the record making Lohner was purchased for the Army.

During September Captain Odolek tested before the military authorities a parachute of his invention; and a number were ordered.

In October very strict regulations were issued as to aircraft flying over prohibited areas, a rule that any offenders would be shot at was subsequently modified.

In November a Donnet-Lerêque was purchased for the Navy and another ordered at the Whitehead Works, Fiume.

Army Section.

At the end of 1911 the Army possessed 4 monoplanes and one biplane (a Lohner), now available for school work.

During 1912 there were acquired:—

20 monoplanes.—1 Bleriot, 2 Nieuport, 15 Etrich-Taube, 1 Etrich limousine, 1 Deperdussin.

6 biplanes.—4 Lohner-Daimler, 1 Mars, 1 Klobucar, (of the above the 2 Nieuports, 1 Etrich limousine and the 4 Lohners were the only ones built in Austria).

Naval Section.

4 hydro-avions were acquired during 1912; 2 Donnet-Levêque and 2 Paulhan-Curtiss.

Military Pilots.

The military centre is at Goerz, the naval one at Pola.

Flying officers receive each a grant of 1,600 crowns; also 15 crowns a month for upkeep. Special certificate brings 2,000 crowns extra grant.

Private Aviators.

* = Superior brevet.
+ = Killed.

Private Aeroplanes.

At the end of March, 1913, the total number of private aeroplanes in the country was about twenty.

[Pg 18]

ETRICH Monoplanes.

Etrich Flieger Werke, Wiener Neustadt. Igo Etrich was a very early experimenter in conjunction with Wels. In 1909 he produced on his own account the first Etrich monoplane, a characteristic machine, which except for detail improvement, varying dimensions, etc., has not been appreciably altered since. (See Historical Section.)

Photo, C. Maleuit.

Remarks.—A number of VII & VIII have been sold for military purposes to the Austrian, Russian, German, and other governments.

Uniform Aeroplane Scale

Etrich VIII.

[Pg 19]

Photo, Guld.

Etrich. Limousine.

LOHNER-DAIMLER.

This firm is now amalgamated with Etrich.

Remarks.—Staggered and V shape. Late in 1911 one was purchased for the Austrian Army. In 1912 made a world's altitude. Passenger record, 4,530 metres (14,862 feet.)

[Pg 20]

MERCEP Monoplanes.

Mihalis Mercep, Aeroplanwerkstatte, Agram, Hungary. Russjan was connected with this firm, which built 2 biplanes to his designs in 1909. Russjan was killed in the second of these. In 1911, a Mercep was built.

Mercep. 1912-13.

[Pg 21]

WARCHALOWSKI, Biplane.

Karl Warchalowski, Autoplan Werke, Odoakergasse 35, Vienna XVI.

A machine generally on M. Farman lines, but with different shaped ailerons and corners of the leading edge rounded.

WHITEHEAD.

Whitehead & Co., Fiume, Austria. The Whitehead Torpedo Co. has laid down plant for the production of hydro-aeroplanes.

ZIEGLER Monoplane.

Flugzengwerke Johann Ziegler, Vienna.

[Pg 22]

AUSTRO-HUNGARIAN DIRIGIBLES.

Military.

Military Dirigible Pilots.

Private.

Two Renners and a Boemcher I have ceased to exist.

Private Dirigible Pilots.

[Pg 23]

BOEMCHER II. (1912-13.) Non-rigid.

Length, ? feet (? m.) diameter, ? feet (? m.) volume, 77,000 c. feet (2,750 m³.)

Gas bags.—

Motor.—

Speed.—25 m.p.h. (40 k.p.h.)

Propeller.—

LEBAUDY-JUILLOT 6=Military M II. (1910.) Semi-rigid.

Length, 229¾ feet (10 m.) diameter, 36 feet (11 m.) volume, 170,000 c. feet (4,800 m³.)

Gas bags.—Austro-American Rubber Co.

Motor.—100 h.p. Mercedes.

Speed.—27 m.p.h. (45 km.)

Propellers.—Two 2-bladed.

Remarks.—Built by the Austrian Daimler works to Lebaudy-J. designs. Sister to the Russian Lebed.[Pg 24]

KÖRTING-WIMPASSING (K-WI). Non-rigid=Military. M III. (1911.)

Maximum length, 213¼ feet (65 m.) maximum diameter, 34½ feet (10.50 m.) volume, 127,150 c. feet (3,600 m³.)

Total lift.— lbs. ( kgs.) Useful lift, lbs. ( kgs.)

Gas bags.—2 ballonets of 15,900 c. feet (450 m³.)

Motors.—2 Körting, of 75 h.p. each (= 150 h.p.)

Speed.—30½ m.p.h. (49 km.) Made on trials March, 1911.

Propellers.—Two 4-bladed. Diameter, 9¾ feet (3 m.)

Steering.—Parseval style. This ship is generally an adaptation of the Parseval type. Accommodates 8 people. Completed 1911. Military airship.

Remarks.—

Uniform Dirigible Scale.

MANNSBARTH. Non-rigid (1911).
(Alias STAGL MANNSBARTH.)

Maximum length, ? feet (? m.) maximum diameter, ? feet (? m.) volume, 289,600 c. feet (8,200 m³.)

Total lift.— lbs. ( kgs.) Useful lift, lbs. ( kgs.)

Gas bags.—Divided into 4 compartments. Ballonet in each.

Motors.—2 of 150 h.p. each (= 300 h.p.)

Speed.—40 m.p.h. (65 k.p.h.)

Propellers.—3. Diameter, 13 feet (4 m.) Also 1 helice.

Steering.—Helice used as elevator. Rudder aft. Forward and after ballonets also used as elevators, Parseval style. Completed 1911.

Remarks.—Built for Government, but not taken over.

[Pg 25]

PARSEVAL P.L. 4. Non-rigid. = MILITARY M I. (1909.)

Maximum length, 164 feet (50 m.) approx. diameter, 28¼ feet (8.60 m.) volume, ? c. feet (2,300 m³.)

Total lift.—5,730 lbs. (2,600 kgs.)

Gas bags.—Rubbered fabric by Austrian American Rubber Co.

Motor.—70-100 h.p. Mercedes Daimler. 1,200 r.p.m. at 70 h.p.

Speed.—27 m.p.h. (45 km.) made on trials.

Propellers.—Parseval type, semi-rigid, chain driven, 3-bladed. Diameter, 11½ feet (3.50 m.)

Steering.—Parseval system.

Remarks.—Built by the Austrian Motorluftschiff Gesellschaft to the Parseval type C design (see Germany). Taken over by the Austro-Hungarian Army, December, 1909. Has flown 6½ hours. Has risen to 1,150 metres and subsequently flown 1½ hours. Carries 4 persons, about 400 lbs. (180 kgs.) ballast, and fuel for 12 hours. Station: Fischamend.

[Pg 26]

BELGIAN.

(Revised by M. BRACKE, Aeronautical Engineer & Editor of "L'Aero Mécanique.")

Aerial Societies:—

Aerial Journals:—

Flying Grounds:—

[Pg 27]

BELGIAN AEROPLANES.

Military Aeroplanes.

At the end of 1912 the military air force consisted of three 50 h.p. Gnome H. Farman 1911 military, used for instructional purposes, and twenty-four 70 h.p. Gnome H. Farmans (model 1912 military), for war work:

The military school is at Brasschaet, near Antwerp. Major Campion in command.

The course is as follows:

1. Theoretical course.—Lectures on meteorology, structure of aeroplanes, aviation motors, etc.

2. Practical.—This, in addition to flight, consists of dismounting and replacing parts of aeroplanes and aerial motors, all general repairs, erecting hangars and aerial photography.

The school possesses nine hangars, of which three are Bessonneau type, three wooden, and three metal.

For 1913 the sum of £20,000 is to be expended for purchase of aeroplanes and the establishment of aerial squadrons at Antwerp, Liege, and Brasschaet.

These are organised into six squadrons of four units each. The full complement of each squadron is eight aviators, fifteen to 20 mechanics, etc., and six citizen soldiers.

The question of hydro-avions for the Congo is under consideration.

AVIATORS.

(The number against any name is, unless otherwise stated, the Ae. C. Belgique pilot certificate number.)

Military.

Private.

The following Belgian aviators have been killed:—

[Pg 28]

BEHUEGHE

(Bron), in Herseun. Built in 1912. A monoplane that flew very well at camp of Casteau Aerodrome during May—October. Motor.—25. h.p. type Morane. New designs in wing construction, landing chassis, etc.

A. BRACKE

(formerly Bracke, Missyon & Co.), Casteau, Mons. In 1910, constructed the first aeroplane built by a Belgium firm—a monoplane with planes at 120. This machine has not been duplicated: but the firm have since built machines to private specifications. The only firm which has in Belgium the speciality of aeronautical patents.

DE BROUCKERE,

23 rue Joardens, Brussels. Biplane. H. Farman. type. Built in 1911, modified in 1912.

DE LA HAULT

Adhémar de la Hault, 214 rue Royale, Brussels. In 1906, built a flapper of novel design. This was followed in 1910, by a machine on monoplane lines with one fixed plane and two flapping wings. This failed to fly, and in August, 1911, was altered into a biplane. It did not succeed, however. M. Hault is still pursuing the ornithopter question.

HAREL I. Biplane.

Length.—49¼ feet (15 m.) Surface.—344½ sq. feet (32 m².) Weight.—771 lbs. (350 kgs.), flying order. Warping wings. Monoplane tail. Motor.—50 h.p. Gnome, mounted just under and forward of the upper wing. Tractor.—1 Chauviere. Elevator placed 1 in front and 1 in rear, H. Farman style. Rudders, 2 in rear. Completed May, 1911. For further details see Conquete de l'Air, July 1st, 1911. Property of M. Van der Stegen.

WILLIAMS. Biplane.

Motor.—70 h.p. E.N.V. Generally of headless Voisin type on a Farman body. Completed 1911. Has flown fairly well.[Pg 29]

BELGIAN DIRIGIBLES.

Military.

1910.

1. LA BELGIQUE II (late I) 4,000 m³.

1911.

2. LA BELGIQUE III

Note.—La Belgique I was built in 1909 and re-built 1910.

Private.

VILLE DE BRUXELLES 6,000 m³.

[Pg 30]

LA BELGIQUE II. (No. 1 rebuilt.) Military.

Length, 226 feet (64.8 m.) maximum diameter, 35 feet (10.75 m.) capacity, 141,300 cubic feet (4,000 m³.) total lift, 9,921 lbs. (4,500 kgs.)

Gas bag.—Rubber proofed Continental fabric. Ballonet, filled by a separate motor giving 7.5 inches of water pressure. Warm air can be pumped in if required. Ballonet, 28,250 c. feet (800 m³.)

Motors.—2, each of 60 h.p., Vivinus, 4-cylinder, 112×130.

Propellers.—1 in front of the car. 285 revolutions per minute. Wood construction.

Speed.—25 miles per hour. 40 km. per hour.

Planes.—Horizontal: a gas tube bent horizontally round the tail. Vertical: vertical fins on the tail, and a long vertical keel under the gas bag.

Car.—A girder, square in section, tapered at both ends. Built of tubular steel. Length, 82 feet (25 m.)

Miscellaneous.—Built by L. Godard, France, 1909. Crew, 3 men. Accommodation for 1 passenger. Fuel for 10 hours. Greatest height attainable, 3,280 feet (1,000 m.)

Table of weights.—

Remarks.—Reconstructed in the winter of 1909. There are two noteworthy innovations in connection with the ballonet. (1) The ballonet can be warmed by the motor. (2) In case of real emergency air can be pumped direct into the gas bag. Experiments of the utmost importance to all airships are in progress with a view to ridding the gas of this air cheaply and quickly.

LA BELGIQUE III. Military.

Presented 1910 to the Belgian Government by H.M. the King of the Belgians. 4,500 m³. Practically same as II, but has 3 propellers. Motors.—Two 100 h.p. Germain.

VILLE DE BRUXELLES.

(Formerly known as LA FLANDRE.)

(Astra type.)

Maximum length, 256 feet (78 m.) maximum diameter, 41 feet (12.4 m.) volume, 212,000 c. feet (6,000 m³.)

Total lift.—15,763 lbs. (7,150 kgs.) Useful lift, ? lbs. ( ? kgs.)

Gas bags.—Continental rubbered fabric, yellow. Ballonet, 16,146 c. feet (1,500 m³.)

Motors.—2 Pipe motors of 100 h.p. each, placed in line with each other in the fore and aft line, and with clutches and the necessary gearing in between them.

Speed.—35 m.p.h.

Propellers.—3, namely: one at the fore end, driven by the two motors when coupled together, and two placed above and on either side of the centre of the car, for use when only one motor is running. Chauvière propellers.

Steering.—Vertical steering by means of a large double aeroplane fixed above the car, about a third from the front. Horizontal steering by means of a double vertical rudder above the rear end of the car. Stability is secured by the usual Astra pear shaped stabilising gas bags, with fins of rubbered cloth spread between the inner edges of these shapes.

Remarks.—The distinctive feature of this ship is the arrangement of the propellers. Both motors can be coupled either on to the front propeller or on to the two rear propellers, or on to all three together, but they are actually intended only to drive the front one. On stopping either motor the other is connected to the two rear propellers, which are designed for a slower speed of translation than the front one, with the result that the running motor does not find itself overloaded as it would if the same propeller had to serve both for one and for two motors.

[Pg 31]

BRAZILIAN.

AVIATORS.

Garos, Queiroz, Robert, Henri, Santos-Dumont, Versepuiz.

There are possibly one to two aeroplanes in Brazil, but the well-known aviators live in France. Little or nothing seems doing in Brazil as yet.

[Pg 32]

BRITISH.

Aerial Societies:—

There were once a great many local aero clubs, but the majority of these have ceased to exist and with one or two possible exceptions all the rest are moribund.

Aerial Journals, etc.:—

In addition, the Car Illustrated and the Motor devote considerable space to aerial matters.

Principal Flying Grounds:—

[Pg 33]

BRITISH MILITARY AVIATION.

Royal Flying Corps.

In 1912 the Royal Flying Corps was instituted. It consists of two wings, navy and army, with a central flying school at Upavon, Salisbury Plain.

The staff is as follows:—

Commandant: Paine, Capt. G.M., M.V.O., R.N.
Secretary: Lidderdale, Asst. Paymaster J.H., R.N.
Medical Officer: Lithgow, Capt. E.G.R., R.A.M.C.
Quarter-Master: Kirby, Hon. Lieut. (Qr.-Mr.), V.C.
Instructor in Theory and Construction: Cook, Lieut.-Col. H. R., R.A.
Instructor in Meteorology: Dobson, G., Esq.
Instructors in Flying:
Fulton, Capt. J. D. B., R.A.
Gerrard, Capt. E. L., R.M.
Shepherd, Lieut. P. A., R.N.
Trenchard, Mt. Maj. H. M., D.S.O., R. Sc. Fus.
Salmond, Capt. J. M., R. Lanc. R.
Inspector of Engines: Randall, Eng.-Lieut. C. R. J., R.N.

Royal Aircraft Factory.

This is situated at Farnborough. Mervyn O'Gorman is superintendent. There are large sheds. Some B E biplanes have been built here, but the principal object of the factory is understood to be repairs and maintenance.

[Pg 34]

Naval Wing Royal Flying Corps, Aeroplane Section.

There is a special Air Department at the Admiralty with Captain M. F. Sueter, as Director, Commander O. Schwann and Lieut. C. L'Estrange-Malone, as Assistants, Eng. Lieut. G. W. S. Aldwell, as Eng. Inspector.

Officers are graded Flying Officers, then Flight Commanders, thence to Squadron Commanders.

The flying school is at Eastchurch, Sheppey. Commander Sampson, S.C., in command. There are at present four air stations: (1) Isle of Grain, (2) Calshot, (3) Harwich, (4) Yarmouth.

At the end of March, 1913, the total number of aeroplanes including those on order, school machines, etc., was about 32; of which about 16 were effective for war purposes or available at short notice.

These machines were as follows:—

7 monoplanes ( = 1 Bleriot, 2 Deperdussin, 1 Etrich, 1 Nieuport, 2 Short).
15 biplanes ( = 1 Avro, 2 Bristol, 1 Breguet, 1 Caudron, 2 H. Farman, 1 M. Farman, 5 Short, 2 Sopwith).
10 hydro-avions ( = 1 Astra, 1 Avro, 2 Borel, 1 Donnet-Leveque, 1 H. Farman, 1 M. Farman, 3 Short).

The personnel is as follows (number after names is the R. Ae. C. brevet number):—

Flying Officers.

Those marked * are under instruction, not yet graded.

The following R.N. officers and men are aviators employed in various duties at the Admiralty, at the Central Flying School or at Eastchurch:—

The following have privately secured pilot certificates in the years mentioned but are not employed in the R.F.C. for aeroplane work. Some of them, however (D), are employed in the airship section:—

[Pg 35]

Army Wing Royal Flying Corps, Aeroplane Section.

The Army wing has its headquarters at S. Farnborough, its constitution being as follows:—

1st squadron (airships or kites) see Dirigible Section.
2nd squadron (aeroplanes) base at Montrose.
3rd squadron (aeroplanes) base at Salisbury Plain.
4th squadron (aeroplanes) base at S. Farnborough.
(Four more aeroplane squadrons pro.)

An aeroplane squadron nominally consists of 18 aeroplanes (9 in service, 9 remounts). At the end of March, 1913, the total number of aeroplanes, including those on order, school machines, etc., was about 110, of which about 50 (including some monoplanes not in use) were effective for war purposes or available at short notice.

The total of 110 was thus made up:—

22 monoplanes (= 2 Bleriot, 4 Bristol, 5 Deperdussin, 4 Howard-Flanders, 1 Martinsyde, 6 Nieuport).
86 biplanes (= 4 Avro, 22 B.E. type,[A] various makers), 2 Breguet, 2 Caudrons, 30 Farman (various types),
6 Short—and about 20 Avro or Farman or Short not delivered.

Flying Officers.

Reserve.

Special Reserve. (2nd Lieuts. on probation.)

The following have qualified privately, R. Ae. C. brevets, but are not at present employed in the Aeroplane Section:—

1912.

1913.

The above figures are mainly taken from The Aeroplane, 1st May, 1913.

* = under instruction; not yet graded.

[Pg 36]

BRITISH AVIATORS—PRIVATE.
PRIVATE AVIATORS.

(The number against any name is, unless otherwise stated, the R. Ae. C. pilot certificate number).

To end of 1911.

To end of 1912.

1913 (Brevets from 400 onward).

The following British aviators have been killed:

[Pg 37]

BRITISH AEROPLANES

A

AIRCRAFT FACTORY.

Royal Aircraft Factory, Farnborough, near Aldershot. For a long time this establishment had been engaged in dirigible construction and repairs. In 1911 it was decided to expand it in connection with the Royal Flying Corps. Its precise functions are somewhat uncertain. Its nominal main purpose is the repair, etc., of Service Aircraft. During 1912, however, it turned out several machines to a design of its own, known as the "B.E." This design was at one time regarded as confidential; but subsequently duplicates were built by private contractors, and the design illustrated below, published by the Advisory Committee for Aeronautics.

B.E. type. R.A.F. Uniform Aeroplane Scale

Length, 29½ feet (9 m.)

Span.—36¾ feet (11.20 m.)

Area.—374 sq. feet (34¾ m².)

Weight.—

Motor.—75 h.p. Renault and others.

Speed.—

AERO'S Ltd.

St. James' Street, Norwich Union Buildings, Piccadilly, London, S.W. Established 1912 for the sale of all parts and accessories; also for the sale of second hand aeroplanes and motors of all makes. Does not construct at present.

AIRCRAFT MANUFACTURING Co., Ltd.

47, Victoria Street, London, S.W. Works: Hendon, London, N.W. This company established in 1912, holds all the British rights for the H. & M. Farman types. It constructs in England all Farman types at its own works. (See Farman, French).

[Pg 38]

AVRO. Aeroplanes.

A. V. Roe & Co., Clifton Street, Miles Platting, Manchester; also Shoreham, Sussex. A. V. Roe designed his first machine, a biplane, in 1906. It was the first British machine to leave the ground. He then experimented with triplanes in Lea Marshes, where he managed to fly with only 9 h.p. in 1908-9. In August, 1910, built Roe III, and in September, Roe IV, also triplanes (see 1911 edition for full details). In 1911 he abandoned triplanes for the Avro biplane. School: Shoreham.

Photo, Alan H. Burgoyne, Esq., M.P.

Type D (1911).

Remarks.—Of the above, 4 of the 50 Gnome E type were purchased by the British Royal Flying Corps, and one by the Portuguese Government; the other went to Windermere on January, 1913, for hydro experiments. Climbing speed of this type is 440 feet per min. (134 m.) Dual control fitted. D type are no longer being built. Climbing speed of F type, 300 feet per min. (91.5 m.) Gliding angle, 1 in 6. G has a gliding angle 1 in 6.5. On October 24th, 1912, made British record to date, 7'31½" (=450 miles). The hydro. was delivered to the British R.F.C. naval wing early in 1913.

Uniform Aeroplane Scale

Avro. Type D (1911-12).

[Pg 39]

E type Standard 50 h.p. Avro Biplane.

F type Enclosed Avro Mono.

G type Enclosed Avro Biplane.

[Pg 40]

B

BLACKBURN Aeroplanes.

Blackburn Aeroplane Co., Balm Road, Leeds. Blackburn produced his first machine early in 1910 (see 1911 edition for details). In the latter part of that year he designed the machine which ultimately developed into the Blackburn military. In 1911 other types were produced, all being fitted with the patent Blackburn triple control. School at Filey Hucks has been the principal Blackburn flyer. The type has also been very successfully flown by naval officers. Capacity of works: about 24 a year.

Notes.—Petrol for 5 hours (higher endurances can be fitted). Specially designed for military work—all steel construction. All parts unwelded to admit of rapid displacement. Clear observation provided for.

Fuselage.—The fuselage is V shaped and constructed of weldless steel tubing in the form of a lattice girder. The main longitudinals are of round section; cross members, oval section. Connections are not welded but made with strong steel clips so that should any member become damaged a new one can be readily arranged. The front portion is covered with sheet metal giving additional strength and reducing the head resistance. Stream line form tapering towards the rear which is covered with fabric.

Chassis.—Two long skids connected up to fuselage by metal struts. Each skid borne by a pair of wheels, axle held down by elastic shock absorbers. On the axle of the wheels are fitted steel springs which take side thrust. Each pair of wheels held by radius rods forming a bogie.

Control.—Patent Blackburn triple, independent or simultaneous on hand wheel, but special foot control for rudder is fitted if desired.

In 1912, five machines were built, of which two were of the mil. model. Others, non-military models (see last edition.)

Military monoplane.

[Pg 41]

[Pg 42]

BRISTOL.

The British & Colonial Aeroplane Co., Ltd., Filton House, Bristol. Founded 1910. Capital (1913), ? Have very extensive works (area. ? sq. feet) on the outskirts of Bristol, employing over 300 men, where they manufacture to their own designs practically every type of flying machine. Flying grounds: Salisbury Plain, Brooklands. 105 Royal Aero Club certificates won on Bristol machines during 1912 (of which 86 were officers of His Majesty's Forces).

Notes.—Monoplane: Box section fuselage convex on bottom side to minimise resistance. Mounted on 2 wheels and 2 skids with smaller wheels attached at the forward end. Bristol tractor. Biplane: Box section fuselage, convex on top and bottom sides. Mounted as monoplane. Bristol tractor. This machine is the latest production of the Bristol Co., and has proved an exceptionally successful flyer. Designed by M. Coanda.

[Pg 43]

80 h.p. monoplane.

70 h.p. biplane. Uniform Aeroplane Scale

[Pg 44]

BLERIOT Aeronautics.

Belfast Chambers, 156, Regent Street, London, W. School: Hendon. British office of the Bleriot firm (see France).

BRITISH BREGUET CO.,

1, Albemarle Street, Piccadilly, London, W. Works and offices: 5, Hythe Road, Cumberland Park, Willesden, London, N.W. Established 1912. Constructs in England Breguet models, some of which are beginning to vary in detail from the originals (see France).

BRITISH CAUDRON.

(See Ewen.)

BRITISH DEPERDUSSINS.

British Deperdussin Aeroplane Co., Ltd., 39, Victoria Street, Westminster, London, S.W. School: Hendon.

This firm handles the French models of Deperdussins, but has in addition a special hydro-aeroplane of its own, of which one was built in 1912. Details of this special machine are:—Length, 27 feet 10 inches (8.50 m.) Span, 42 feet (12.80 m.) Area, 290 sq. feet (27 m².) Weight, total, 1,800 lbs. (816 kg.); useful, 1,250 lbs. (566 kg.) Motor, 100 h.p. Anzani. Speed, 67 m.p.h. (110 k.m.) Other models sold by the firm are of French type exactly (see France).

BRITISH DONNET-LEVEQUE.

Handled by Aeros, Ltd., 39, St. James' Street, Piccadilly, London, S.W. Company forming March, 1913 (see France). Works and school at Shoreham.

BRITISH FARMANS.

(See Aircraft Co.)

BRITISH HANRIOTS.

Hewlett & Blondeau, Omnia Works, Vardens Road, Clapham Junction, London, S.W. Construct all types of Hanriot machines (see France), also build to private specifications, and deal in accessories generally.

BRITISH NIEUPORTS.

Company forming 1913. Representative: M. Bonnier, 2, Goulders Green Crescent, London, N.W.

[Pg 45]

C

CODY.

Cody flying school, Farnborough. Cody commenced experiments with kites in very early days on behalf of the British Admiralty. Subsequently built the first British Army dirigible, and an experimental Army aeroplane. In 1909, his direct connection with the Army ceased. A Cody I was built in 1908. A Cody II was completed June 1910. The special features of both were: very strong construction, great size (II had area of 857 sq. feet), ailerons. Later types, except that warping is substituted for ailerons, do not differ very materially except in minor details. All wood construction.

Remarks.—The 1911 is the famous Cody, which, as a 60 h.p., won both Michelin 1911 prizes, and completed the Daily Mail circuit. As a 100 h.p. it won the 1912 Michelin cross-country. By the end of 1912 it is said to have flown a total of 7000 miles. The 1913 is practically a duplicate with a more powerful engine. Special features of the biplanes, maximum camber to lower plane. Both planes equal span. Very strong landing gear. Propeller chain driven: 1¾ to 1 gearing. In February, 1913, four biplanes were ordered for the British Army.

Cody lists a mono. for 1913 a trifle longer than the above; also five variations on the biplane of from 35 to 160 h.p., which can be built if required.

Biplane.

[Pg 46]

COVENTRY ORDNANCE.

The Coventry Ordnance Works, Ltd., Coventry. London office: 28, Broadway, Westminster, S.W. Established 1912. Capacity: 50 machines a year without difficulty.

Remarks.—Experimental machines.

[Pg 47]

D

DUNNE.

The Blair Atholl Aeroplane Syndicate, Ltd., 1, Queen Victoria Street, London, E.C. School: Eastchurch. In 1906 Lieut. Dunne was employed by the British Army authorities for secret aeroplane experiments. He had at that time patented a monoplane of < type. In 1907 Dunne I was tried on the Duke of Atholl's estate in Scotland, but failed to fly, being smashed on the starting apparatus. Dunne III, a glider, 1908, was experimented with successfully by Lieut. Gibbs. In the same year Dunne IV, a larger power driven edition made hops of 50 yards or so. Early in 1910 the War Office abandoned the experiments. Dunne II, a triplane of 1906 design, was, by consent of the War Office, assigned to Prof. Huntingdon, who made one or two short flights with it at Eastchurch in 1910. At the same time the above syndicate was formed, and Dunne V, built by Short Bros., was completed in June, 1910. In 1912-13 the Huntingdon, modified, was flying well.

Notes.—Biplane D 3 is identical with the original pattern Dunne V, except that it has only one propeller instead of two. It has been flown completely uncontrolled in a 20 m.p.h. wind, carrying a R. Ae. C. observer as passenger.

Original Dunne biplane D5.

[Pg 48]

E

EWEN.

The W. H. Ewen Aviation Co., London Aerodrome: Hendon. Also works at Lanark, Scotland (opened February, 1913). Hold the British rights for and construct at their works Caudron aeroplanes (see France).

F

FERGUSON.

J. B. Ferguson, Ltd., Belfast.

This machine first appeared in 1910. Owing to an accident to Mr. Ferguson it was laid up for a long time. About the end of 1912 it re-appeared. Principal details:—

Span.—40 feet (12.20 m.) Area.—230 sq. feet (21 m².) H.P. 40.

[Pg 49]

G

GRAHAME-WHITE.

The Grahame-White Aviation Co., Ltd., 166 Piccadilly, London, W. Works and Flying Ground: Hendon. Founded by C. Grahame-White, the well-known aviator, who in 1909 commenced operations with a school at Pau. Later this was removed to England, and a general agency for the sale of aeroplanes, etc., established. This developed, and early in 1911 the firm was handling a special British agency for the U.S. Burgess type known as "The Baby." The Hendon Aerodrome was acquired, and a factory established, which has grown continually ever since. In April, 1912, a monoplane to special design was completed. By the close of the same year biplanes of advanced design were constructed. Capacity of the works, March, 1913, was equal to 150 machines a year if necessary.

[Pg 50]

H

HOWARD-FLANDERS.

L. Howard-Flanders, Ltd., 31, Townsend Terrace, Richmond, Surrey. School: Brooklands. Established February, 1912, by Howard-Flanders, whose connection with aviation dates from the pioneer days. Richmond Works opened April, 1912. Capacity of the works at end of 1912 was sufficient to turn out from 25 to 35 machines a year.

Remarks.—F 4 climbing speed 1000 feet (305 m.) in 3½ minutes, 1500 in 5½ mins., 2000 in 8 mins. B 2 climbing speed 200 feet (61 m.) per minute. The four F 4 type were bought by the British Army during 1912.

Monoplane.

Biplane.

[Pg 51]

[Pg 52]

HANDLEY-PAGE Monoplanes.

Handley Page, 72, Victoria Street, S.W. Works: 110, Cricklewood Lane, N.W. Flying ground: Hendon. Established at the end of 1908. In June, 1909, it was turned into a Limited Liability Co. Since then it has been busily employed in producing its own machines, also others to inventor's specifications. About the end of 1911 the firm bought up and sold all the machines of the Aeronautical Syndicate—Valkyrie and Viking types. It is doubtful whether any of these V type still exist—in any case it does not matter. Four were presented to the R. Flying Corps. Of these one was smashed up, the others, one army and two navy, were used to teach mechanics to take down and re-assemble engines, etc. Handley-Page also bought up the Radley-Moorhouse machines (Bleriot copies), and disposed of them.

The 1912-13 Handley-Page type is as follows—a development along regular lines of the original H.P. machine:—

Handley-Page V.

Length, 27½ feet (8.40 m.) span, 42½ feet (12.95 m.) area, 240 sq. feet. (22¼ m².)

Weight.—Total, 1300 lbs. (590 kgs.) Empty, 800 lbs. (363 kgs.)

Motor.—50 h.p. Gnome. Speed. 55 m.p.h. (90 km.)

Remarks.—The fixed tail area is 32 sq. feet. Body is entirely enclosed, stream line form. The passenger sits behind the pilot. Mounted on wheels and one long skid forward. Full description and details, Flight, 26th October, 1912.

Principal pilots have been the late E. Petre (who made in it the only flight through London), the late Lieut. Parke, R.N., S. Pickles, and L. R. Whitehouse. The machine has been flown with two passengers, in addition to the pilot.

Military work.—During 1912 five biplanes of the B.E. type were ordered by the British War Office. Several monoplanes were ordered by foreign governments.

Uniform Aeroplane Scale

[Pg 53]

L

LAKE FLYING Co.

Windermere. Established 1911, by E. W. Wakefield, with a view to hydro-aeroplane experiments. The first machine was a Curtiss type built by A. V. Roe, which flew in November, 1911. In 1912, a special biplane generally of Farman type but with more camber to the planes, was built.

Length.—36½ feet (11 m.) Span.—42 feet (12.80 m.) Area.—270 sq. feet (25 m.²) Motor.—Gnome.

Speed.—45.33 m.p.h. (72.54 k.p.h.)

The single float is 6 feet wide, flexibly connected. Balancers mounted on a spring board. Water rudders for steering at slow speed. Fuller details see Flight, December 7th, 1912. Early in 1913, an Avro was purchased for further experiments.

M

MARTINSYDE.

Messrs. Martin & Handasyde, Brooklands, Weybridge, Surrey. Output capacity: about 20 per annum.

Notes.—Wood construction. Landing: wheels and one skid. Controls: warping wings and rear elevator. Triangular body. The two models are very nearly identical.

Uniform Aeroplane Scale

[Pg 54]

P

PIGGOTT.

Piggott Bros. & Co., Ltd., 220, 222 & 224, Bishopsgate, London, E.C. This well-known firm of shed makers built a novel biplane in May, 1910 (details Flight, May 21st, 1910), and in 1911 a monoplane with enclosed body (Flight, April 1st, 1911). In 1912, both were disposed of, and the firm is not proceeding with its experiments. It has, however, a staff of skilled mechanics and a great deal of floor space for the construction of aeroplanes to specifications.

PLANES.

Planes, Ltd., 6, Lord Street, Liverpool. Works: Duke Street & Cleveland Street, Birkenhead. Not building at present. In October, 1910, the firm produced a biplane, designed by W. P. Thompson, fitted with a special pendulum stabilising device. This was followed a year or so later by a monoplane.

R

RADLEY-ENGLAND.

This is not an aeroplane firm, but a special hydro built by two well-known aviators for the Daily Mail competition. Length, 22 feet. Span, 50 feet. 2 floats, 15 feet long by 1 foot 5 inches wide. Pilot in starboard float. Weight, with petrol for 12 hours, 1,380 lbs. Motor, 150 h.p., made up of 3—50 h.p. Gnomes, but two Greens to be fitted for competition. One 4-bladed propeller in rear. Speed, 60 m.p.h., with 100 h.p.

S

SANDERS.

This firm appears to have ceased to exist.[Pg 55]

SHORT BROS.

Works and flying grounds: Eastchurch, Isle of Sheppey, Kent. London office: Queen's Circus, Battersea Park. Took up construction at a very early date. Wright agents in 1909. Have built numerous biplanes and monoplanes to specifications. Produced their own first machine (see 1911 edition) in 1910.

Old 1911-12 Tractor biplane.

Old 1911-12 mono.

[Pg 56]

Uniform Aeroplane Scale

Short. Hydro.

Short. S. 45 type.

Short. S. 38 military.

Uniform Aeroplane Scale

[Pg 57]

SOPWITH.

Sopwith Aviation Co. Works: Canbury Park Road, Kingston-on-Thames. School: at Brooklands. Established by T. O. M. Sopwith, the well known aviator at Brooklands, Autumn of 1911, where during 1912, a 70 h.p. tractor biplane and a 40 h.p. biplane was turned out.

Floor area of the Kingston works in March, 1913, was 30,000 sq. feet with electric power plant. Works manager: F. Sigrist. General manager: R. O. Cary. Output capacity: at full pressure about 50 machines a year.

Notes.—Wood construction. Carriage wheels and skids. Control: balanced ailerons.

Sopwith. Flying boat.

1913. Tractor biplane.

[Pg 58]

V

VICKERS.

Vickers, Ltd., Vickers House, Broadway, Westminster. School: Brooklands. Seven pupils qualified during 1912.

Notes.—Steel construction. Landing shock absorbing: 2 wheels and 1 skid. Rectangular enclosed body. Controls: warping and rear elevator.

Monoplane climbs 300 feet a minute fully loaded.

Biplane is armed with a Vickers R.C. automatic gun in the bow.

VICKERS. Uniform Aeroplane Scale

Vickers. Monoplane.

W

WHITE.

J. Samuel White & Co., Ltd., shipbuilders and engineers, East Cowes, Isle of Wight. London office: 28, Victoria Street, S.W. This well-known firm of torpedo craft builders, etc., formally opened an aviation department on 1st January, 1913, with Howard T. Wright as general manager and designer.

Remarks.—Hydro-biplane, with Howard T. Wright patent aeroplanes to give wide range of speed. Two patent hydro floats, 21 feet (m.) long, three steps on each.

Uniform Aeroplane Scale

[Pg 60]

BRITISH DIRIGIBLES.

Notes.—All the above are non-rigid. The military ones were all built at the Royal Aircraft Factory.

Navy Dirigible Pilots.

Undergoing Naval Aircraft Course:

Military Dirigible Pilots.

The following hold dirigible pilot certificates, but are not at present employed:—

Private Dirigibles.

There are one Willows (1912) (sister to the naval one) and a couple of Spencers about the size of Beta.

Private Dirigible Pilots.

Willows, E. T. (24-32, Villa Rd. Handsworth, Birmingham).

[Pg 61]

BRITISH NAVAL DIRIGIBLES.

Willows. The naval one is fitted with a boat-shaped car.

Parseval. (photo of a sister ship.)

[Pg 62]

BRITISH MILITARY DIRIGIBLES.

Beta.

BETA.

Gamma (Delta the same, but a smaller and enclosed car).

GAMMA.

[Pg 63]

BRITISH COLONIAL AIRCRAFT.

AUSTRALIAN.

Military Aviation.

In January, 1913, the Australian Flying Corps was instituted, as a part of the citizen forces. During 1913, about £5,600 is to be spent.

The force is to consist ultimately of 4 officers, 7 warrant officers and sergeants, 32 mechanics.

The school is at Duntroon. Course includes—mechanics of the aeroplane, aerial motors, meteorology, aerial navigation by compass, aerial photography, signalling, etc. Mr. Harrison is in command with Lieut. H. Petre as assistant.

Australian Aviators.

+=killed.

Private Aeroplanes.

J. R. Duigan has built an aeroplane of his own design.

NEW ZEALAND.

Nothing doing worth mention. One Bleriot, 80 h.p., presented 1913 by the Standard, London.[Pg 64]

CANADIAN.

Aerial Societies.

Note.—Owing to the fact that the late Aerial Experiment Association was half Canadian and half U.S.A., it is difficult to draw a very clear dividing line between Canadian and U.S. aviators or machines. Thus, one given here is partly U.S.A., while at least one U.S. machine may be claimed as "partially Canadian."

AVIATORS.—Private.

Canadian Aeroplanes.

GRAHAM-BELL II.

Flights were made by Dr. Graham-Bell in a tetrahedal type, similar to one described in the 1911 edition.

McCURDY-WILLARD. Biplane.

Maximum length, 26¼ feet (8 m.) maximum breadth, 31-1/3 feet (9.50 m.) supporting surface, ? sq. feet (? m².)

Total weight.—

Body.—Central skid in combination with 4 wheels. Triangular body, base of triangle on top. Fuselage entirely enclosed.

Planes.—Maximum span, 31-1/3 feet (9.50 m.) Chord, 3½ feet (1 m.) Gap, 5 feet (1.50 m.) Ailerons at trailing edge of wing tips, 6 feet x 2 feet (1.80×0.60 m.)

Motor.—

Speed.—

Tractor.—Diameter, 7¾ feet (2.40 m.) Pitch, 6 feet (1.82 m.)

Steering.—Double elevator placed in rear of tail. Control, push and pull wheel.
Rudder in rear. Control, wheel.
Ailerons. Control, turning steering-wheel left or right.

Remarks.—See Aeronautics, U.S.A., August, 1911.

There has been also the Baddeck and other early machines (see 1911 edition), but none of them seem to be in existence at the present time.[Pg 65]

BRITAIN OVERSEAS AEROPLANES.—INDIAN.

Military Aviation.

—A certain number of officers belonging to the Indian Army have qualified as pilots when home on leave, but there is no organised force. One is, however, proposed.

Private Aviation.

—In the past two or three home-made machines appeared, and one or two were imported, but most or all are now extinct.

SOUTH AFRICA.

Military Aviation.

—Non-existent.

Private Aviation.

—J. Weston is a qualified pilot, but at the outside there are not more than two effective machines in the country.[Pg 66]

BULGARIAN.

In the Balkan War, 1912-13, Bulgaria hastily organised an aviation corps. This, though necessarily lacking in military organisation, proved very useful on several occasions.

At the end of March, 1913, the aeroplanes effective included 6 Bristol monos.; one 70 h.p. Bleriot XXI; 2 Bleriot XI bis (captured from the Turks); also some half-dozen or more miscellaneous machines temporarily hired.

Military Aviators.—The principal are Lieuts. Milkoff, Taraxchieff and Petroff.

A number of other officers in various stages of training.[Pg 67]

CENTRAL AMERICAN.

General Note.—Nicaragua and S. Domingo have both purchased one or two aeroplanes for their military forces: but nothing appears to have been done with them.[Pg 68]

CHILIAN.

Aviator.—Edwards, Emilio. Sanchez Besa is a Chilian, but resides in Paris (see France).

Military Aviation.—In 1912, a commencement was made and one 80 h.p. Deperdussin purchased. Other machines are now on order.[Pg 69]

CHINESE.

AVIATORS.

Lee, Y. L. (British Ae.C. 148)
Tsai Tao Prince

Military Aviation.

In March, 1913, orders were placed for six 80 h.p. Caudrons, also for six 50 h.p., and a decision arrived at gradually to acquire a force of 700 aeroplanes, but very little has actually been done to date.[Pg 70]

DANISH.

Aerial Societies:—

Aerial Journals:—

Flying Grounds:—

Army Aeroplanes.

In 1911 there was an Antoinette. Nothing done since.

AVIATORS.

Military.

Ullitkz, Kapt.

Private.

[Pg 71]

DUTCH.

(Revised by I. SCHIERE, Aeronautical Engineer and Librarian of the Dutch Ae. C.)

Aerial Societies:—

Colonial:

Aerial Journals:—

Flying Grounds:—

Army Aeroplanes.

Up to the end of 1911 there were none, though some officers had their own private ones (H. Farman's mostly).

At end of 1912.

2 monos. Deperdussin (for Java).
1 biplane. De Brouchére (for Java).

AVIATORS.

(The number against any name is, unless otherwise stated the Ae. C. Nederlandsche pilot certificate number.)

To end of 1911.

Military.

Private.

[Pg 72]

DUTCH AEROPLANES.

DE BROUCKERE. Biplane.

H. Farman type. Details, De Luchtvaart, No. 8, 1911.

FOKKER. Monoplane.

Anthony Fokker, of Haarlem. In early 1912 flew at Breda.

MONNIER-HARPER. Monoplane.

(O.P.I.I.) Generally Bleriot type. Built 1911.

VAN DEN BURG. Monoplane.

Early in 1912 was flying at Johannisthal, Germany.

VREEDENBURGH. Monoplane.

(O.P.I.I.) Blend of Bleriot and Antoinette. Motor, 75 h.p. Miesse. Completed December, 1909.

Fokker. Monoplane.

FOKKER. Monoplane.

(See Germany for details.) Firm now established in Germany.

DUTCH DIRIGIBLES.

Military.

DUINDIGT. Non-rigid.
(Zodiac make.)

Length, 111½ feet (34 m.) diameter, 22½ feet (60.80 m.) capacity, 31,785 c. feet (900 m³.)

Motor.—18 h.p.

Remarks.—Small edition of Zodiac III. (See France.) [Pg 73]

FRENCH.

(Special French Editor.)

Aerial Societies:—

Aerial Journals:—

Principal Flying Grounds:

[Pg 74]

FRENCH AEROPLANES.

Military Aviation.

In February, 1912, the then total of 208 effective aeroplanes were divided into "squadrillas" consisting of eight aeroplanes; attached to these eleven or twelve motor cars, one traction car and one fast car, also a repairing car and repairing van.

It was then estimated that at the end of 1912, 344 aeroplanes would be available for service.

The estimated personnel was provisionally fixed at 234 officer pilots, 210 scouts, 42 mechanics, 110 officers, 1,600 corporals or sappers and 550 privates.

Approximately £880,000 was spent in aviation during 1912, and £1,000,000 was estimated for future years.

The French military aviation centres are all upon somewhat the same footing as fortresses, and the greater part of the work comes under the head of "confidential." The principal school is at St. Cyr, which was specially selected because the ground is rough and mostly covered with small shrubs: it being held important to train officers from the first to rise and land on ground similar to that most likely to be found in war time. Each station is supplied with large portable wooden-framed hangars covered with canvas. These can be rapidly taken to pieces and re-erected. Each station is supplied with its own special motor transport.

All military machines are provided with a compass and map case in front of the pilot and sketching apparatus in front of the observer.

Although a few non-commissioned officers have been taught flying, the organization only contemplates the employment of commissioned officers as pilots. The age limit is 38.

On April 16th, 1913, the flying corps was modified. The principal features of the corps as now existing are as follows:—

Establishments.

1. Schools.
2. Special establishments, dealing with purchase, construction, and big repairs.
3. Directions. Administration of material.
4. Depots. A species of dockyards dealing with minor repairs, etc.

Administration.

There are three main groups, each commanded by a colonel. Each group consists of dirigibles and aeroplane "escadrilles," and is fully equipped with establishments, etc. The three centres are:—

1. Versailles.
2. Reims.
3. Lyon.

General.

All squadron units are made up of machines of the same make and power. Pilots are detailed as required to any particular unit, and liable to transfer from one to another, though in practice such transfers are rare.

Army Aeroplanes.

During 1912 nearly 500 machines were delivered to the Army, but a great many old machines have been scrapped. At the end of March, 1913, the force stood at 421 effective for war machines, plus an uncertain number of school machines and obsoletes.

About one-third or more of the effective aeroplanes were Farmans. The rest consisted of all leading French types, proportionated more or less to the productive capacity of these firms. Also certain other makes experimental.

Navy Aviation.

The Navy section of French military aviation is still in the "being formed" process. No data are yet available as to the ultimate force to be provided. At present the number of effective war machines is small. It is made up of hydro-avions of the following types:—Astra, Borel, Breguet, Caudron, Deperdussin, Donnet-Leveque, Farman, Paulhan-Curtiss, Sanchez-Besa, the total at end of March, 1913, being well under 20. There are also two special Bleriot type fitted with floats, which carry 330 lbs of explosive, are fitted with wireless, have a speed of 140 km.p.h. (85 m.p.h.), and a radius of about 600 miles (1,000 km.)[Pg 75]

PRINCIPAL FRENCH ARMY AND NAVY AVIATORS.

(In each case the number against each name is, unless otherwise stated, the Ae. C. French certificate pilot number.)

Army.

Naval.

[Pg 76]

FRENCH AEROPLANES—PRIVATE.

Private Aeroplanes.

The total number of machines built in France during 1912 has been estimated at about 1,500. This includes military as well as private machines, also machines exported, and appears to be unduly generous even so. The actual total of machines commenced and completed in 1912 is nearer 1,000.

The number of private aeroplanes—excluding demonstration and school machines is small.

PRIVATE AVIATORS

(brevets to end of 1911).

(In each case the number against each name is, unless otherwise stated, the Ae. C. French certificate pilot number.)

The following French aviators have been killed:—

[Pg 78]

FRENCH PRIVATE AVIATORS, 1912.

[Pg 79]

FRENCH AEROPLANES.

A

AERIENNE.

L'Aerienne, 25 Quai des Grands Agustins, Paris. Builds to specifications and supplies all parts.

ANTOINETTE.

Company has ceased to exist.

ASTRA.

"Astra" Soc. de Constructions Aéronautiques, (Anciens Etabs. Surcouf) Soc. An'yme 13 Rue Couchat, Billancourt (Seine). Works: 121-123 Rue de Bellevue, Billancourt. Flying grounds: Issy-les-Molineux Villacoublay (S-&-O). This old established balloon and dirigible firm first took up aviation as French agents for the Wrights in 1909. For a time they built Wrights with certain modifications, but by 1912, little save the Wright system of warping remained. Capacity: about 100 machines a year.

Remarks.—The 1912-13 and 1913 types differ only in the adoption of metal in the 1913 models, which are consequently considerably lighter.

General features.—Warping wings. Fixed tail planes with two elevators in rear. Single rudder. Single tractor geared down 1 to 2. Type C carries 85 litres petrol; type C.M., 137 litres.

Astra. Military "C.M." 1913.

Astra. Hydro-avion, 1913.

[Pg 80]

B

BERTIN.

L. Bertin, 23 rue de Rocroy, Paris. About 1908 Bertin began building helicopters. The machine below was exhibited in the 1913 Paris Salon.

Bertin. Uniform Aeroplane Scale

Remarks.—Wood and steel construction. On wheels only. Controls: warping and rear elevator.

BESSON.

Marcel Besson, 24 rue Marbeuf, Paris. Capacity: small. Besson first appeared in 1911 with a tail-first mono. In the Paris Salon, 1913, he exhibited an improved machine along similar lines.

Remarks.—All steel construction. On wheels and 2 skids. Control: ailerons and front elevator.[Pg 81]

BLERIOT Monoplanes.

L. Bleriot, "Bleriot-Aeronautique," 39, Route de la Révolte, Paris-Levallois. Flying grounds: Buc Etampes and Pau.

L. Bleriot began to experiment in 1906, along Langley lines. By 1909 he was one of the leading French firms; and the first cross Channel flight was made by him.

Details of standard types:—

Note.—The monos., as usual, are of wood construction; wheels only for landing. Rectangular section bodies. Warping wings, elevator in rear. Chauviere propeller. The monocoque has wood, steel and cork construction. Coque body. Skids to landing chassis. Levasseur propeller. Otherwise as the other monos.

Principal Bleriot flyers are or have been:—Aubrun, Balsan, Bleriot, Busson, Chavez, Cordonnier, Delagrange, Drexel, Efimoff, Gibbs, Hubert, Hamel, Moissant, Paulhan, Prevetau, Prevot, Prier, Radley, Thorup, Tyck, Wienzciers, and many others.

Bleriot XI bis.

1913 type of XI bis. Uniform Aeroplane Scale

Bleriot XXVII.

[Pg 82]

General standard type of Bleriot 1912 & 1913. Uniform Aeroplane Scale

Special types of Bleriots.—In addition to the standard machines, Bleriot from time to time produces special machines, of which the best known is the Limousine, built for M. Deutsch de la Meurthe, built 1911 and still existing. One or two Canards have also been built, including an armoured military.

BLERIOT-LIMOUSINE. Uniform Aeroplane Scale

Early in 1913 a special experimental military machine was produced with considerable secrecy.

BLERIOT MILITARY. Special 1913 military. Uniform Aeroplane Scale

[Pg 83]

BOREL.

G. Borel & Cie, 25 rue Brunel, Paris. Established 1910. Capacity: about 25 machines a year.

Note.—The monocoque is of wood and steel construction, the others wood only. The monocoque has coque body, the others ordinary rectangular section. Floats of the hydro as illustrated. For the rest the ordinary mono. is practically on the same lines as the 1912. The racer is somewhat on Deperdussin lines, but the body is built up inside. No fixed tail. The hydro. is an enlarged edition of the mono. Floats display nothing very original, except that a float under tail is interconnected with the rudder, and that the two front floats are fitted for being rowed. Fitted with a self-starter.

1913 Borel. Hydro-avion. By favour of "Flight." Uniform Aeroplane Scale

Hydro-avion.

There is also a Denhaut design, 1913, about the same as a Donnet-Leveque.

Borel. Monocoque. Uniform Aeroplane Scale

[Pg 84]

BREGUET.

Soc. Anonyme des ateliers d'aviation, Louis Breguet, 16 Boulevard Vauban, Donai (Nord). Capacity: about 200 machines a year. Paris office: 25, Boulevard Jules Sandeau. Schools at La Brayelle, pris Douai, Vélisy-Villacoublay, pris Paris.

In each case.—

Construction.—All steel.

Landing chassis.—C consists of three wheels each protected by skids. The two main wheels, placed on either side of the centre of gravity, are fitted with patent "Oleopneumatic" shock absorbers. The steering wheel and the front skid have a spring suspension.

Military machines.—The 1912 sales of these were:—32 to France; 5 British; 3 Italian; 1 Swedish.

Steering.—The patented control system consists of a wheel mounted on a pivoted lever. The backward and forward movement of the entire system operates the elevator: the sideway movement warps the rear edge of the upper wings, and the rotation of the wheel steers the machine. The latter operation also governs the front wheel of the landing chassis, so that when on the ground the machine can be steered like a motor car.

Portability.—The main planes can be folded alongside of the fuselage. The machine can then be towed on any ordinary road, or be housed in places such as farm buildings, stables, &c.

Aerhydroplane, 1913-14.

BREGUET. Hydro. Uniform Aeroplane Scale

[Pg 85]

BREGUET. Biplane. Uniform Aeroplane Scale

BRÉGUET. 1912-13, G3 type 3-seater military. Uniform Aeroplane Scale

[Pg 86]

C

CAUDRON.

Caudron Fréres, Rue (Somme). Schools: Crotoy and Juvissy. Capacity: about 100-250 a year.

1912 hydro. By favour of "Aeronautics," U.S.A. Uniform Aeroplane Scale

[Pg 87]

CAUDRON. Uniform Aeroplane Scale

1913 hydro. Uniform Aeroplane Scale

CAUDRON. Mono. By favour of "Flight." Uniform Aeroplane Scale

CLEMENT-BAYARD.

Usines Clement-Bayard, 33 quai Michelet, Levallois-Perret (Seine).

Notes.—Control: lateral, warping.[Pg 88]

D

D'ARTOIS.

Soc. Anonyme des Anciens Chantiers Tellier, Longuenesse, pres St. Omer. Re-established 1912. Capacity: small.

Notes.—Single long boat body, canoe-shape.

By favour of "Aeronautics," U.S.A. Uniform Aeroplane Scale

[Pg 89]

DEPERDUSSIN. Armand Deperdussin, 19 rue des Entrepreneurs, Paris. School: Courey-Betheny (Marne). Established 1910. Capacity: about 150-200 machines a year.

Notes.—Wood construction. Lateral control by warping. Mounted on wheels without skids. Fabric: "Aviator" Ramie.

Principal Deperdussin records: 1912 Gordon Bennett (Vedrines) and a number of world records for speed and distance.

Principal pilots include: Busson, Prévost, Vedrines, Vidart.

50 h.p. monocoque.

DEPERDUSSIN. 80 h.p. Uniform Aeroplane Scale

The 80 h.p. mounted on floats as a hydro.

[Pg 90]

DONNET-LEVEQUE.

Notes.—Lateral control by warping ailerons. Motor in gap just below upper plane: propeller in rear, direct driven. Fabric: "Aviator" Ramie.

Floats.—One large central boat 27 feet (8.20 m.) long—two small ones at each extremity of lower plane.

By favour of "Aeronautics," U.S.A.

Uniform Aeroplane Scale

[Pg 91]

DOUTRE.

Soc. Anonyme Doutre, 58, rue Talbot, Paris.

Notes.—Fabric: "Aviator" Ramie. Both types fitted with the Doutre patent stabiliser, which automatically and instantaneously counteracts troubles due to sudden gusts or partial motor failures. Weight of the 1913 model stabiliser is only 44 lbs. (20 kgs.)

Model 1913 stabiliser.

DOUTRE. Uniform Aeroplane Scale

[Pg 92]

F

FARMAN.

Henry and Maurice Farman, 167, Rue de Silly, Billancourt (Seine) Aerodromes: Buc, pres Versailles and Etampes. Depots: Camp de Chalons—Reims. Established by H. Farman in 1908. M. Farman established works a little later. In 1912 the two brothers combined. The present works were opened in January, 1912, and had an output capacity of at least 300 machines a year in March, 1913.