Plate I. The first machine to fly—of which there is anything like authentic record— was the Ader "Avion," after which the more notable advances were made as shown above. [Description: Illustration showing four planes: Ader "Avion" (1897), Santos-Dumont (1906), Wright (1907-8), Voisin (1907). ]
Plate II. The Henri Farman was the first widely used Aeroplane. Above are shown the chief steps in its development. [Description: Illustration showing seven versions of the Henri Farman airplane, with corresponding dates. ]
Plate III. THE AVRO.—The aeroplane designed and built by Mr. A. V. Roe was the first successful heavier-than-air flying machine built by a British subject. Mr. Roe's progress may be followed in the picture, from his early "canard" biplane, through various triplanes, with 35 J.A.P. and 35 h.p. Green engines, to his successful tractor biplane with the same 35 h.p. Green, thence through the "totally enclosed" biplane 1912, with 60 h.p. Green, to the biplane 1913-14, with 80 h.p. Gnome. [Description: Illustration showing nine versions of the Avro, with corresponding dates. ]
Plate IV. THE SOPWITH LAND-GOING BIPLANES.—The earliest was a pair of Wright planes with a fuselage added. Next was the famous tractor with 80 h.p. Gnome. Then the "tabloid" of 1913, which set a completely new fashion in aeroplane design. From this developed the Gordon-Bennett racer shown over date 1914. The gun-carrier was produced about the same time, and the later tractor biplane in a development of the famous 80 h.p. but with 100 h.p. monosoupape Gnome. [Description: Illustration showing six Sopwith land-going biplanes, with corresponding dates. ]
Plate V. THE MAURICE FARMAN.—First, 1909, the 50-60 h.p. Renault and coil-spring chassis. 1910, the same chassis with beginning of the characteristic bent-up skids. 1911 appeared the huge French Military Trials 3-seater; also the round-ended planes and tails and "Henry" type wheels. This developed, 1912, into the square-ended planes and upper tail, and long double-acting ailerons of the British Military Trials. The 1913 type had two rectangular tail-planes and better seating arrangements, known affectionately as the "mechanical cow"; the same year came the first "shorthorn," with two tail-planes and a low nacelle. This finally developed into the carefully streamlined "shorthorn" with the raised nacelle and a single tail-plane. [Description: Illustration showing eight versions of the Maurice Farman, with corresponding dates. ]
Plate VI. THE SHORT "PUSHERS"—In 1909 came the semi-Wright biplane, with 35 h.p. Green, on which Mr. Moore-Brabazon won the "Daily Mail's" £1000 prize for the first mile flight on a circuit on a British aeroplane. Then the first box-kite flown by Mr. Grace at Wolverhampton. Later the famous "extension" type on which the first Naval officers learned to fly. Then the "38" type with elevator on the nacelle, on which dozens of R.N.A.S. pilots were taught. [Description: Illustration showing 5 Short "pushers", with corresponding dates. ]
Plate VII. SHORT TRACTORS, 1911-1912.—They were all co-existent, but the first was the "tractor-pusher" (bottom of picture). Then came the "twin-tractor plus propeller" (at top). A development was the "triple-tractor" (on the right), with two 50 h.p. Gnomes, one immediately behind the other under the cowl, one driving the two chains, the other coupled direct. Later came the single-engined 80 h.p. tractor (on the left), the original of the famous Short seaplanes. [Description: Illustration showing four Short tractors. ]
Plate VIII. THE VICKERS MACHINES: First the Vickers-R.E.P. of 1911, which developed into the full-bodied No. V. with R.E.P. engine, then the Military Trials "sociable" with Viale engine, and so to the big No. VII with a 100 h.p. Gnome. Contemporary with the No. V and No. VI were a number of school box-kites of ordinary Farman type, which developed into the curious "pumpkin" sociable, and the early "gun 'bus" of 1913. Thence arrived the gun-carrier with 100 h.p. monosoupape Gnome. [Description: Illustration showing seven Vickers planes, with corresponding dates. ]
Plate IX. THE BRISTOL AEROPLANES.—First, 1910, Farman type box-kites familiar to all early pupils. Then the miniature Maurice-Farman type biplane of the "Circuit of Britain." Contemporaneous was the "floating tail" monoplane designed by Pierre Prier, and after it a similar machine with fixed tail. Then came the handsome but unfortunate monoplane designed by M. Coanda for the Military Trials, 1912. [Description: Illustration showing five Bristols, with corresponding dates. ]
Plate X. THE BRISTOL TRACTORS.—Late 1912 came the round fuselaged tractor, with Gnome engine, designed by Mr. Gordon England for Turkey. 1912-13 came the biplane built onto the Military Trials monoplane type fuselage, also with a Gnome, designed by M. Coanda for Roumania. Then the Renault-engined Coanda tractor 1913, followed by 80 h.p. Gnome-engined scout, designed by Messrs. Barnwell and Busteed, which with Gnomes, le Rhones and Clergets, has been one of the great successes. Almost contemporary was the two-seater Bristol. [Description: Illustration of five Bristol tractors, with corresponding dates. ]
Plate XI. THE MARTINSYDES.—1909, first experimental monoplane built with small 4-cylinder engine. J.A.P.-engined machine, 1910, followed by the Gnome-engined machine, 1911. 1912, first big monoplane with Antoinette engine was built, followed by powerful Austro-Daimler monoplane, 1913. Then came the little Gnome-engined scout biplanes, 1914, some with, some without, skids. [Description: Illustration showing seven Martinsydes, with corresponding dates. ]
Plate XII. THE CURTISS BIPLANES.—In 1909 came the "June-bug," the united product of Glen Curtiss, Dr. Graham Bell, and J. A. D. McCurdy. Then the box-kite type, 1909, on which Mr. Curtiss won the Gordon-Bennett Race at Reims. Next the "rear-elevator" pusher, 1912, followed by first tractor, 1913, with an outside flywheel. All purely Curtiss machines to that date had independent ailerons intended to get away from Wright patents. Following these came tractors with engines varying from 70 to 160 h.p., fitted with varying types of chassis. All these have ordinary ailerons. [Description: Illustration showing seven Curtiss biplanes, with corresponding dates. ]
Plate XIII. THE BLERIOT (1).—The first engine-driven machine was a "canard" monoplane. Then came the curious tractor monoplanes 1908-1909, in order shown. Famous "Type XI" was prototype of all Bleriot successes. "Type XII" was never a great success, though the ancestor of the popular "parasol" type. The big passenger carrier was a descendant of this type. [Description: Illustration showing seven Bleriots, with corresponding dates. ]
Plate XIV. THE BLERIOT (2):—1910, "Type XI," on which Mr. Grahame-White won Gordon-Bennett Race, with a 14-cylinder 100 h.p. Gnome. 1911 came the improved "Type XI," with large and effective elevator flaps. On this type, with a 50 h.p. Gnome, Lieut. de Conneau (M. Beaumont) won Paris-Rome Race and "Circuit of Britain." Same year saw experimental "Limousine" flown by M. Legagneux, and fast but dangerous "clipped-wing" Gordon-Bennett racer with the fish-tail, flown by Mr. Hamel. About the same time came the fish-tailed side-by-side two-seater, flown by Mr. Hamel at Hendon and by M. Perreyon in 1912 Military Trials. 1911, M. Bleriot produced the 100 h.p. three-seater which killed M. Desparmets in French Military Trials. 1912-13, M. Bleriot produced a quite promising experimental biplane, and a "monocoque" monoplane in which the passenger faced rearward. [Description: Illustration showing nine Bleriots, with corresponding dates. ]
Plate XV THE BLERIOT (3)—1912 tandem two-seater proved one of the best machines of its day. 1913 "canard" lived up to its name. A "pusher" monoplane was built in which the propeller revolved on the top tail boom. This machine came to an untimely end, with the famous pilot, M. Perreyon. 1912 "tandem" was developed in 1914 into the type shown in centre; almost simultaneously "parasol" tandem appeared. 1914, M. Bleriot built a monoplane embodying a most valuable idea never fully developed. The engine tanks and pilot were all inside an armoured casing. Behind them the fuselage was a "monocoque" of three-ply wood bolted onto the armour. And behind this all the tail surfaces were bolted on as a separate unit. [Description: Illustration showing six Bleriots, with corresponding dates. ]
Plate XVI. THE CAUDRON.—1910, came the machine with ailerons and a 28 h.p. Anzani. 1911 this was altered to warp control and a "star" Anzani was fitted. From this came the 35 h.p. type of 1912, one of the most successful of school machines. Small fast monoplane, 1912 was never further developed. 1913 appeared the familiar biplanes with 80 h.p. Gnomes, and 5-seater with 100 h.p. Anzani for French "Circuit of Anjou." 1914 produced the "scout" biplane which won at Vienna. 1915 appeared the twin-engined type, the first successful "battle-plane." [Description: Illustration showing eight Caudrons, with corresponding dates. ]
Plate XVII. THE DEPERDUSSIN.—In 1911 the little monoplane with Gyp. engine. Then the Gnome-engined machine of the "Circuit of Europe." In 1912 came the Navy's machine with 70-h.p. Gnome, and Prevost's Gordon-Bennett "Bullet," 135 miles in the hour. The last was the British-built "Thunder-Bug," familiar at Hendon. [Description: Illustration showing five Deperdussins, with corresponding dates. ]
Plate XVIII. THE BREGUET.—First to fly was the complicated but business-like machine of 1909. Then came the record passenger carrier, 1910 (which lifted 8 passengers). 1911 the French Military Trials machine with geared-down 100 h.p. Gnome appeared. 1912 produced the machine with 130 h.p. Salmson engine on which the late Mr. Moorhouse flew the Channel with Mrs. Moorhouse and Mr. Ledeboer as passengers; also the machine with 130 h.p. horizontal Salmson, known as the "Whitebait." The last before the war was the rigid wing machine with 200 h.p. Salmson. [Description: Illustration showing six Breguets, with corresponding dates. ]
Plate XIX. THE CODY.—First the Military Experiment of 1908, with an Antoinette engine, then improved type 1909 with a Green engine. Next the "Cathedral," 1910, with a Green engine, which won Michelin Prize. In 1911 "Daily Mail" Circuit machine, also with a Green, won the Michelin. This was modified into 1912 type which won Military Competition and £5,000 in prizes, with an Austro-Daimler engine, and later the Michelin Circuit Prize, again with a Green. 1912 the only Cody Monoplane was built. 1913 a modified biplane on which the great pioneer was killed. [Description: Illustration showing six Codys, with corresponding dates. ]
Plate XX. THE NIEUPORT.—The first Nieuport of 1909 was curiously like a monoplane version of a Caudron. In 1910 came the little two-cylinder machine with fixed tail-plane and universally jointed tail. In 1911 the French Trials machine was built with 100 h.p. 14 cylinder Gnome, and is typical of this make. Also the little two-cylinder record breaker. A modification of 1913 was the height record machine of the late M. Legagneux. [Description: Illustration showing six Nieuports, with corresponding dates. ]
Plate XXI THE R.E.P. MONOPLANES.—First came the curious and highly interesting experiments of 1907, 1908, 1909, and 1910. 1910-1911, the World's Distance Record breaker was produced; after it, the "European Circuit," all with R.E.P. engines. In 1913-14 came the French military type with Gnome engine and finally the "parasol," 1915. [Description: Illustration showing nine R.E.P. monoplanes, with corresponding dates. ]
Plate XXII. THE MORANE: First the European Circuit and Paris-Madrid type. Then the 1912 types, with taper wing and modern type wing. The 1913 types, the "clipped wing," flown by the late Mr. Hamel, one of the standard tandem types now in use. About the same time came the "parasol." 1914-15 came a little biplane like a Nieuport, and the "destroyer" type with a round section body, flown by Vedrines. [Description: Illustration showing nine Moranes, with corresponding dates. ]
Plate XXIII. THE VOISIN.—1908. The first properly controlled flight on a European aeroplane was made on a Voisin of the type shown with fixed engine. Then followed the record breaker of 1909 with a Gnome engine. In 1909 also the only Voisin tractor was produced. 1910 the Paris-Bordeaux type was built; 1911 the amphibious "canard" and the "military" type with extensions, and the type without an elevator. 1913 came the type with only two tail-booms and a geared-down engine, which developed into the big "gun" machine with a Salmson engine. [Description: Illustration showing nine Voisins, with corresponding dates. ]
Plate XXIV. THE HANRIOT AND PONNIER MONOPLANES.—In 1909 came the first Hanriot with 50 h.p. 6-cylinder Buchet engine, and in 1910 the famous "Henrietta" type with E.N.Vs. and stationary Clergets. 1911 came the Clerget two-seater entered in French Military Trials, and 1912 the 100 h.p. Hanriot-Pagny monoplane which took part in British Military Trials. Sister machines of the same year were the single seater with 50 h.p. Gnome and the 100 h.p. Gnome racer with stripped chassis. In 1913 the Ponnier-Pagny racing monoplane with 160 h.p. Le Rhone competed in the Gordon-Bennett race, doing about 130 miles in the hour. The 60 h.p. Ponnier biplane was the first successful French scout tractor biplane. [Description: Illustration showing eight Hanriot and Ponnier monoplanes, with corresponding dates. ]
Plate XXV. THE WRIGHT BIPLANE.—The first power flights were made, 1903, on a converted glider fitted with 16 h.p. motor. The prone position of the pilot will be noted. By 1907 the machine had become reasonably practical with 40 h.p. motor. On this the first real flying in the world was done. In 1910 the miniature racing Wright was produced; also the type with a rear elevator in addition to one in front. Soon afterwards the front elevator disappeared, and the machine became the standard American exhibition and school machine for four years. In 1915 a machine with enclosed fuselage was produced. [Description: Illustration showing six Wright biplanes, with accompanying dates. ]
Plate XXVI. THE BLACKBURN MONOPLANES.—In 1909 was built the curious four-wheeled parasol-type machine with 35 h.p. Green engine and chain transmission, on which flying was done at Saltburn. In 1911 the Isaacson-engined machine was built, together with a 50 h.p. Gnome single-seater on which Mr. Hucks started in the Circuit of Britain race. In 1912 another 50 h.p. single-seater was built on which a good deal of school work was done. A more advanced machine appeared in 1913 and a two-seater with 80 h.p. Gnome did a great deal of cross-country work in 1913-14. [Description: Illustration showing six Blackburn monoplanes, with corresponding dates. ]
Plate XXVII. In 1908 the first Antoinette monoplane was produced by MM. Gastambide and Mengin. Then followed a machine with central skids a single wheel and wing skids. In 1909 came the machine with four-wheeled chassis and ailerons and later an improved edit on which reverted to the central skid idea. On this M. Latham made his first cross-channel attempt. The next machine shed the wing skids and widened its wheelbase. During 1910-11 the ailerons vanished, warp control was adopted and the king-post system of wing-bracing was used. In 1911 the curious machine with streamlined "pantalette" chassis, totally enclosed body and internal wing-bracing, was produced for French Military Trials. In 1912 the three-wheeled machine was used to a certain extent int he French Army. Then the type disappeared. [Description: Illustration showing eight different airplanes, with corresponding dates. ]
Plate XXVIII. In 1908 and 1909 detached experimental machines in various countries attained a certain success. The late Capt. Ferber made a primitive tractor biplane 1908. The Odier-Vendome biplane was a curious bat-winged pusher biplane built 1909. The tailless Etrich monoplane, built in Austria, 1908, was an adaptation of the Zanonia leaf. M. Santos-Dumont made primitive parasol type monoplanes known as "Demoiselles," in which bamboo was largely used. 1909 type is seen above. A curious steel monoplane was built by the late John Moisant, 1909. The twin-pusher biplane, built by the Barnwell Bros. in Scotland made one or two straight flights in 1909. The Clement-Bayard Co. in France constructed in 1909 a biplane which did fairly well. Hans Grade, the first German to fly, made his early efforts on a "Demoiselle" type machine, 1908. [Description: Illustration showing eight airplanes with corresponding labels: Ferber IX, Santos-Dumont, Odier-Vendome, Etrich, Grade, Barnwell, Moisant, Clement-Bayard. ]
Plate XXIX. In 1910 a number of novel machines were produced. The Avis with Anzani engine was flown by the Hon. Alan Boyle. Note the cruciform universally jointed tail. The Goupy with 50 h.p. Gnome was an early French tractor, notable for its hinging wing-tips. The Farman was a curious "knock-up" job, chiefly composed of standard box-kite fittings. The Sommer with 50 h.p. Gnome was a development of the box-kite with a shock-breaking chassis. The Savary, also French, was one of the first twin tractors to fly. The model illustrated had an E.N.V. engine. Note position of the rudders on the wing tips. The Austrian Etrich was the first successful machine of the Taube class ever built. [Description: Illustration showing six airplanes with corresponding labels: Goupy, Avis, Farman, Savary, Sommer, Etrich "Taube". ]
Plate XXX. INTERESTING MACHINES, 1910.—The Werner monoplane with E.N.V. engine, combined shaft and chain drive, was a variant of the de Pischoff. The Macfie biplane was a conventional biplane with 50 h.p. Gnome and useful originalities. The Valkyrie monoplane, another British machine, was a "canard" monoplane with propeller behind the pilot and in front of main plane. The Weiss monoplane was a good British effort at inherent stability. The Tellier monoplane was a modified Bleriot with Antoinette proportions. The Howard Wright biplane was a pusher with large lifting monoplane tail. The Dunne biplane was another British attempt at inherent stability. The Jezzi biplane was an amateur built twin-propeller. [Description: Illustration showing eight airplanes with corresponding labels: Werner, Macfie, Valkyrie I, Weiss, Howard-Wright, Dunne, Jezzi, Tellier. ]
Plate XXXI. SOME INTERESTING MACHINES, 1911.—The Compton-Paterson biplane was very similar to the early Curtiss pusher; it had a 50 h.p. Gnome. The Sloan bicurve was a French attempt at inherent stability with 50 h.p. Gnome and tractor screw. The Paulhan biplane was an attempt at a machine for military purposes to fold up readily for transport. The Sanders was a British biplane intended for rough service. The Barnwell monoplane was the first Scottish machine to fly; it had a horizontally opposed Scottish engine. The Harian monoplane was an early German effort; note position of petrol tank. [Description: Illustration showing six airplanes with corresponding titles: Sloan, Compton-Paterson, Paulhan, Barnwell, Sanders, Harlan. ]
Plate XXXII. The Clement-Bayard monoplane, 1911, was convertible into a tractor biplane. The standard engine was a 50 h.p. Gnome. The machine was interesting, but never did much. The Zodiac was one of the earliest to employ staggered wings. With 50 h.p. Gnome engine it was badly underpowered, so never did itself justice. The Jezzi tractor biplane, 1911, was a development of an earlier model built entirely by Mr. Jezzi, and amateur constructor. With a low-powered J.A.P. engine it developed an amazing turn of speed, and it may be regarded as a forerunner of the scout type and the properly streamlined aeroplane. The Paulhan-Tatin monoplane, 1911, was a brilliant attempt at high speed for low power; it presented certain advantages as a scout. A 50 h.p. Gnome, fitted behind the pilot's seat in the streamlined fuselage, was cooled through louvres. The propeller at the end of the tail was connected with the engine by a flexible coupling. This machine was, in its day, the fastest for its power in the world, doing 80 miles per hour. Viking I was a twin tractor biplane driven by a 50 h.p. Gnome engine through chains. It was built by the author at Hendon in 1912. [Description: Illustration showing five airplanes with corresponding labels: Clement-Bayard, Viking 1, Zodiac, Jezzi, Paulhan-Tatin. ]
Plate XXXIII. Much ingenuity was exerted by the French designers in 1911 to produce machines for the Military Trials. Among them was the 100 h.p. Gnome-Borel monoplane with a four-wheeled chassis, and the Astra triplane with a 75 h.p. Renault engine. This last had a surface of about 500 square feet and presented considerable possibilities. Its principal feature was its enormous wheels with large size tyres as an attempt to solve difficulties of the severe landing tests. The Clement-Bayard biplane was a further development of the Clement-Bayard monoplane; the type represented could be converted into a monoplane at will. The Lohner Arrow biplane with the Daimler engine was an early German tractor biplane built with a view to inherent stability, and proved very successful. The Pivot monoplane was of somewhat unconventional French construction, chiefly notable for the special spring chassis and pivoted ailerons at the main planes; this pivoting had nothing to do with the name of the machine, which was designed by M. Pivot. [Description: Illustration showing five airplanes, with corresponding titles: Borel, Lohner, Astra, Clement-Bayard, Pivot. ]
Plate XXXIV. The Flanders monoplane, 1912, with 70 h.p. Renault engine, was one of the last fitted with king-post system of wing bracing. The Flanders biplane entered for British Military Trials. Notable features: the highly staggered planes, extremely low chassis and deep fuselage. Also, the upper plane was bigger in every dimension than the lower; about the first instance of this practice. The Bristol biplane, with 100 h.p. Gnome engine, was also entered for the Trials, but ultimately withdrawn. The Mars monoplane, later known as the "D.F.W.," was a successful machine of the Taube type with 120 h.p. Austro-Daimler engine. The building of the engine into a cowl, complete with radiator in front, followed car practice very closely. The tail of the monoplane had a flexible trailing edge; its angle of incidence could be varied from the pilot's seat, so that perfect longitudinal balance was attained at all loadings and speeds. The Handley-Page monoplane, with 70 h.p. Gnome engine, was an early successful British attempt at inherent stability. [Description: Illustration showing five airplanes with corresponding titles: Flanders (x2), Bristol, Mars (D.F.W.), Handley Page. ]
Plate XXXV. The Sommer monoplane, with 50 h.p. Gnome, was a 1911-12 machine; it did a good deal of cross-country flying. The Vendome monoplane of 1912, also with 50 h.p. Gnome engine was notable chiefly for its large wheels and jointed fuselage, which enabled the machine to be taken down for transport. The Savary biplane took part in the French Military Trials, 1911. It had a four-cylinder Lator aviation motor. Notable features are twin chain-driven propellers, rudders between the main planes, the broad wheel-base and the position of the pilot. The Paulhan triplane, which also figured in the French Military Trials, was a development of the Paulhan folding biplane. It had a 70 h.p. Renault engine. For practical purposes it was a failure. The R.E.P. biplane, with 60 h.p. R.E.P. engine, was a development of the famous R.E.P. monoplanes. Its spring chassis, with sliding joints, marked an advance. Like the monoplanes, it was built largely of steel. [Description: Illustration showing five airplanes with corresponding titles: Sommer, Vendome, Savary, Paulhan, R.E.P. ]
Plate XXXVI. In 1912 came the first really successful Handley Page monoplane, with 50 h.p. Gnome engine. The Short monoplane, was built generally on Bleriot lines. Its chassis was an original feature. The Coventry Ordnance biplane was a two-seater tractor built for the British Military Trials. It had a 100 h.p. 14-cylinder Gnome engine, with propeller geared down through a chain drive. The machine was an interesting experiment, but not an unqualified success. The Moreau "Aerostable," fitted with a 50 h.p. Gnome, was a French attempt to obtain automatic stability, but it only operated longitudinally. The pilot's nacelle was pivoted under the main planes, wires were attached to the control members so that the movements of the nacelle in its efforts to keep a level keel brought them into operation. The Mersey monoplane, an entrant for the British Military Trials, was designed to present a clear field of view and fire. The 45 h.p. Isaacson engine was connected by a shaft to a propeller mounted behind the nacelle on the top tail boom. It was a promising experiment, but came to grief. The Radley-Moorhouse monoplane was a sporting type machine on Bleriot lines, with 50 h.p. Gnome engine. It was notable for its streamline body and disc wheels. [Description: Illustration showing six airplanes, with corresponding labels: Handley-Page, Coventry Ordnance, Short, Moreau, Radley-Moorhouse, Mersey. ]
