Henry Farman
8 November 2017
Front page article in Le Matin, Paris, 14
January 1908.
‘Exploit Aérien. Un
kilomètre fermé en Aéroplane. L’aviateur Henry Farman
gagne la grand-prix de 50,000 francs, consacrant la victoire du plus lourd que
l’air.’
The article is accompanied by head pictures
of Henry Farman and Gabriel Voisin, and a picture of the Farman/Voisin aircraft
about to cross the finish line of the 1 kilometer course, with spectators
waving hats.
The article stresses the speed of advance
since Santos-Dumont’s prize for 220 metres in November 1906; also the speed of
Farman’s learning to fly in autumn 1907.
Conditions: bright sun, ideal temperature,
light wind, and frozen ground.
At 9.30 a.m. the commissaires of the AéroClub de France (Ernest Archdeacon, Henry
de La Vaulx, Louis Blériot, and Henri Kapferer) set the departure and turn
points, following instructions from Farman and Voisin. The departure point was
close to the Porte d’Issy near the practice firing range [‘du côté du tir
réduit’]; while the turning flag was set in the direction of Meudon near the
well [‘près du puits’]. The take off is down wind, with a turn to the left.
At about 10 a;m; the aircraft (in use since
September 1907 and recently modified to reduce air resistance, while having the
incidence of its rear cell increased) is
taken from its hangar by a group of workmen (‘ouvriers’) and towed to behind
the starting line (200 metres back). Car drivers, cyclists, and pedestrians
rush to see the machine, climbing onto the wall surrounding the field.
The motor starts and runs well. Farman
checks the controls. Archdeacon goes to
the start line, and Blériot to the turn point. De La Vaulx and Kapferer get into
a car to follow the aircraft [possibly to check for wheels touching the
ground?].
At 10.15 the motor is started for flight.
Farman gives the ‘release everything’ [‘lâche tout’] signal. The aircraft takes
off about 30 metres short of the departure line [thus running for 170 metres?],
passes between the two posts, and reaches about 4 metres height.
It flies straight, without pitching. Some
50 metres from the turn post Farman begins a wide curve of about 200 metres
[diameter?], and then straightens the plane towards the finish line. Great
shouts as he crosses it. Farman is carried from the aircraft, and Gabriel
Voisin is pale [‘livide’] with joy and emotion. Charles Voisin embraces Farman.
Flight time was 1 minute 28 seconds
measured by Blériot with a chronometer. At a speed of 15 metres per second,
this gives a distance flown of 1,300 meters.
Blériot says he is the first to applaud
Farman’s success, which will give a forward impulse to the new science of
aviation.
Farman is calm and self controlled (‘maître
de lui’). He tells a reporter that he was confident of success, though he
confesses to some ‘émotion’ at the start of the turn. But the aircraft was stable and the motor
running well. He admits to being moved by the enthusiasm of the public. ‘It is
sure that in my career as a sportsman, I have never known such a fine day. I
want to include in this victory my friend Gabriel Voisin, with whom I have
worked; and I owe him all gratitude.’ What will he do next? ‘Good heavens! I
haven’t thought much about it.’ (‘Mon dieu! Je ne sais pas trop.’) He will take
a few days rest, after the tiring efforts of preparing the aircraft, his and
Voisin’s research, and the trials of the past several months. Meanwhile the
aircraft will be completely taken apart, and will be used for endurance trials
once it is in a perfect state.
In three weeks to a month, Farman will
start trials of a new monoplane, built on the Langley pattern (as already
reported by Le Matin). He hopes for greater speed from it, and will attempt new
duration and distance records. He will possibly go to England to try for prizes
over 1 and 3 miles; but he is not sure about that, not knowing yet the rules,
the fields and the conditions of the course.
Farman says that there is still much to do
to make an airplane totally practical. He plans to build on this achievement in
that direction, and to give men the means of navigating in the air.
Farman and the reporter approach Gabriel
Voisin, one of the heroes of the day. He, Charles Voisin, and Colliex drew the
plans and built the machine.
…………………………………………………………………….
L’Aérophile, 15 January 1908, pp. 17-20. ‘Henri Farman gagne le Grand Prix
d’Aviation’
p. 17
[starts with a fine group photograph of Farman, Henri Deutsch de la
Meurthe, Charles and Gabriel Voisin]
After long preparatory trials, Farman took
the Grand Prix on 13 January 1908. The 50,000 franc prize was provided by Henri
Deutsch and Ernest Archdeacon. The prize was set up in 1904 for a one kilometer
out and return flight.
p. 18
Farman and the Voisin brothers inspected the aircraft carefully from
9.30 a.m. on the morning of the 13th. The aircraft was then pushed
to the departure point, close to the Porte de Sèvres [on the east side of the
field]. There were few spectators; more arrived around 11 a.m., too late to see
the flight.
The engine was started at 10.15. a.m.. The
aircraft took off and overflew the start line at about 4 metres. Farman turned,
leaving the kilometer marking post some 100 metres to his left. He climbed to
some 6 metres. The aircraft was stable, made the turn, and headed back to the
start line. It crossed that line at 4 metres height, and landed gently some
metres further on. The total distance flown is probably 1,500-
p. 19
1,800 metres, since the aircraft swung very wide after passing the
terminal post. Farman said that fog prevented him at first form seeing the
finishing posts. He had, rather late, to correct course to the left to pass
between them. MM. Blériot, Louis Godard, Henry Kapferer, and the comte de La
Vaulx, members of the aviation commission, witnessed the flight ( which lasted
1 minute, 28 seconds).
Farman climbed out the aircraft, barely
hiding his sincere and natural excitement – especially when Maurice Farman gave
him a fraternal embrace. Farman then took off again, made a wide turn, and
landed near his hangar. While the aircraft was being returned to the hangar, he
drove off in a car.
Farman’s winning of the prize was announced
in the evening by the Commission d’aviation of the AéroClub de France. Farman thus
won the Ernest Archdeacon aviation cup for a flight of 1,000 metres (though in
fact far longer). He had held the award after his 770 metre flight on 26
October 1907. (Santos-Dumont also held this cup for, first, a 25 metre flight,
and then one of 82.6 metres and finally 220 metres (on 12 November 1906).
Farman was also given the Grande Médaille
d’Or of the AéroClub de France. The Club also gave enamel medals to Gabriel and
Charles Voisin, and to Léon Levavasseur, the maker of the very light motor that
powered the Farman machine. The ‘Antoinette’ company (which Levavasseur
directs) won the gold medal offered by M. Albert C. Triaca
p.20
(member of the AéroClub) to the maker of the motor in the aircraft that
took the Deutsch-Archdeacon prize.
Farman’s record flight was officially
recognized on 14 January 1908 by the Commission sportive of the AéroClub de
France. The speed of Farman’s 13 January flight was officially recognized as
40.909 kph. Given that he in fact flew far more than one kilometer, his actual
speed was some 50 kph.
…………………………………………………………………….
The
Aëronautical Journal, [London] April 1908
pp. 36-40.
Colonel Fullerton, ‘The Farman flying machine’
[Only information not already given is
noted here from this article]
‘The framework of body, sustainers, etc.,
was made of steel tubing, the covering of aërosurfaces, etc., being of canvas.’
The total weight, ‘in order of march’, was
530 kilograms. The total lifting surface (excluding the forward elevator) was
560 square feet, or 52 square meters.
The machine’s speed varied from 14 to 17
metres per second (45.6 to 55.8 feet).
The arching of the wings surfaces, fore and
aft, was 1/14. In flight the chord of the arch had an angle, to the airflow, of
between 6.5 and 12 degrees. The dihedral angle was 140 degrees [sic – for 14
degrees?]
The maximum width of the fuselage was 2.46
feet, or 0.75 metres. The length of the fuselage was 13.12 feet, or 4 metres.
The ‘balancing planes’ [forward elevator]
consisted of two ‘wooden surfaces’ [no – they were fabric covered], each 2 by 1
metre (6.56 by 3.28 feet). They were arched on the top surface, but flat on the
bottom. The elevator rotates on a pivot 0.25 metres (.81 feet) from the leading
edge, and can be moved up or down, through a link, by the pilot.
The ‘box-shaped rudder’ [presumably the
whole tail structure] is 2 meters (6.56 feet) wide [i.e. in chord] and 3 metres
(9.81 feet) in span. The upper and lower surfaces are arched 1/14; the angle of
inclination of the surfaces to the airflow is about 12 degrees. The area of the
upper and lower surfaces is 12 square metres (129.17 square feet). The leading
edge of the tail is 6 metres (19.68 feet) behind the trailing edge of the wing.
The motor (Antoinette, 8 cylinders) gives a
maximum of 50 hp. Its weight is 80 kilograms (176 lbs). It has no ‘cooling
appliances’ [not quite true – the cooling water was allowed to boil off in a
tank above the engine).
The propeller is of the ‘driving type used
in marine ships’ [i.e. a pusher?]. Diameter 2.3 metres (7.54 feet), and pitch
1.4 metres (4.6 feet). Mounted directly on the motor shaft, requiring 38 hp to
rotate at 1,050 rpm.
Take off: ‘the machine was simply run along
the ground under its own power until it rose into the air, movements in the
vertical plane being controlled by the balancing planes [elevators]’. [No
awareness here of the long struggle Farman had had in September and October
1907 to get the aircraft off the ground without losing too much speed.]
Alighting: ‘the power was shut off, and the
machine glided down to the ground on a gentle slope’.
[There is more here. But Col. Fullerton’s
information about the aircraft, and his understanding of Farman’s learning to
fly it, seem somewhat crude and incomplete.]
……………………………………….
L’Aérophile, 1 February 1908, p. 38-39, ‘L’aéroplane “Farman” tel qu’il a gagné
le Grand Prix’ [contributed by the Voisin brothers]
[This two page article has, on p. 38,
simple side and top views of the Farman aircraft, giving basic dimensions.
These are: wingspan, 10 metres; span of the forward elevator, 5 metres; span of
tail, 2.7 metres {on p, 39, this is given as 2.1 metres}; wing chord, 2 metres;
chord of elevator, 1 metre; chord of tail 2 metres; distance from leading edge
of wing to trailing edge of forward elevator, 1.5 metres; distance from
trailing edge of wing to leading edge of tail, 4 metres; total length, 10.5
metres; vertical distance between wings, 1.5 metres.]
p. 39
Propeller diameter is 2.3 metres, and pitch, 1.4 metres. Propeller speed
on the day the Grand Prix was won was 1,050 rpm ‘reducing the power of the
motor to 38 hp’. Total weight is 530 kg.
Modifications to the aircraft made in the
course of trials: the biplane front elevator has been replaced by a monoplane,
with notable reduction in drag; the tail originally was of 6 metres span, and
only the upper surface was load bearing [i.e. curved to form an airfoil]; [the
tail span is now reduced to 2.7 metres]; the lower surface of the tail was
replaced with a flat plane to assure longitudinal stability and neutralize the
effects of excessive movement of the rudder [i.e. presumably the elevator in
the nose] resulting from the lack of experience of the pilot. When Farman had acquired experience, however,
the lower, flat, stabilizer in the tail was replaced by a [curved] lifting
surface. A vertical rudder was fitted at the back of the tail. [One rudder to
the back of each vertical tail surface, in fact.] Some detailed changes have
been made to the operation of the rudders [both vertical and horizontal?],
which are now operated by a single wheel.
The chassis [carrying the undercarriage]
has never been modified, and has withstood the 300 landings made by Farman. The
solidity of the chassis has been of great importance. Farman, unlike others,
has never been interrupted in his trials by its failure. [A good point. Blériot
was always breaking wheels and other parts of his landing gear.]
………………………………………….
Henry Farman on his aircraft after completing the one kilometer out and return flight on 13 January 1908.
The
Automotor Journal, 18 January 1908, pp. 76-78,
‘Henry Farman’s record flight. How he won the grand prix of the air’
[noted here is only information not already
in this file]
After making tow successful flights on
Sunday, Farman decided he was ready to have the AéroCub committee witness his
attempt on the Deutsch-Archdeacon prize. The starting posts were set 50 metres
apart. The flight was completed without any hitch.
England should rejoice that Farman has won
this prize, since he is one of three sons (Henry, Dick and Maurice) of Mr. T.
Farman, long correspondent of the Standard.
Farman had performed the prize winning flight a number of times before. But it
is significant to have accomplished it at the specific time, with official witnesses.
Santos-Dumont previously made ‘extended flying jumps’; but Farman’s flight
‘marks the beginning of a new epoch in aeronautics’.
The only important alteration made to the
aircraft is that the box tail has been made smaller. Apart from that, and other
‘small details’ the plane is ‘practically unaltered’. [Really not true. The
reduction of the forward elevator to a monoplane surface, and the covering of
the aft spar of the wing, were major changes, reducing drag.]
What will the Wright brothers think of
this, especially as they have been witnesses at Issy of French flying
experiments? [Interesting point. Orville , on 18 November 1907, saw Farman try
for the Deutsch-Archdeacon prize at Issy. He was with Hart O. Burg and Walter
Savage Landor [??], an English writer. Wilbur and Orville spent a considerable
time in France in 1907, presumably seeing much of what the French aviators were
attempting. See United States Centennial of Flight Commission. Wilbur and
Orville Wright, a chronology, 1907].
p. 78
[Here is a plan of Farman’s 13 January flight, showing him rounding (to
the left) the 500 metre post quite sharply , but then straightening out for
perhaps 150 metres before turning left again through more than 90 degrees to go
back to the start line. This straightening confirms the report of the flight in
the Scientific American’s account of
it.]
[Various other prizes being offered are
here listed. Farman could compete for them.]
Farman has had a ‘very cordial invitation’
from the Aero Club of Great Britain to visit England with his machine. It is to
be hoped that he will show ‘his own countrymen’ his flying abilities. [Automotor is here taking Farman as
English.] Farman has said, in an interview with the Daily Graphic that he would come to England to compete for a prize
(of a thousand pounds) offered by that paper for a one mile flight at
Brooklands. He says he is waiting for a new Renault motor for his aircraft.
[Farman inspected Brooklands, and did not like the conditions it offered for
flight. He did not fly there.]
…………………………………….
The
Automotor Journal, 25 January 1908, pp. 115-116.
‘Aeronautics’
p. 115
‘Mr Henry Farman in England’. Farman arrived in England last Saturday.
His main aim was to find a place he could fly. Mrs Locke-King drove him round
the Brooklands course; but he declared that unsuitable. So far he has found
nowhere to fly near London, except a part of Richmond park. He wants a large,
clear, open space, with short grass – and on which public access can be
controlled.
In a letter to Les Sports Farman gives his views on competing for the 20 kilometre
contest suggested by Archdeacon (‘in connection with the Florio-Vonwiller
wager’). Farman thinks it would be good to set up a prize for a 20 kilometre
flight on similar lines to those of the Grand Prix that he has just won. But to
find a place, time, and other competitors is not possible at present.
The Daily
Graphic’s ‘Flying Mile’ prize is really the only one immediately attractive
to aeronauts. Here is included an extract from a letter from the Secretary of
the Flying Mile Committee, E.S. Grew. Grew has interviewed Farman.
Farman says that it is usually necessary
for him to start directly into the wind – or with the wind directly behind him,
if it is very light. A cross wind on take off deflects the aircraft’s rudder,
and the machine takes off askew. The machine is not properly under control
unless it is at first in line with the wind. After it is moving, the influence
of cross wind is far less important, and within limits does not matter much.
With a cross wind, the aircraft would fly a sinuous course. ‘Wavy’ movement of
the aircraft is typical in a vertical plane also – a plane moves in a variety
of switchback.
p. 116
After the plane drops, the pilot hopes it will then take an upward
course. The bottom of the curve, he hopes, will be at some distance from the
ground. Any obstacles on the ground thus become hazards; that is why Farman
wants clear, open ground to fly over. ‘I risk my life every time I go in my
machine’, he says. A perfectly flat surface flor flying is also needed because
it allows the pilot to assess the angle of starting the flight. If that angle
is too high, the machine may pitch over backwards; if too low, it will drop and
hit the ground.
Before returning to France, Farman said he
had found a good place to fly in England. He hopes to come back to show what he
can do.
Farman has won the Daily Mail’s 100 pound prize for a ‘circular half mile’ – this was
done on Farman’s 13 January, 1 kilometre flight at Issy.
………………………………………
L’Aérophile, 1 February 1908
This banquet was organized by AéroClub de
France to celebrate Farman’s prize winning, one kilometer, flight on 13 January
1908. It took place on 16 January 1908, in the ‘grande salle’ of the library of
the Automobile-Club de France. Invited were the leading figures in the
aeronautical, automobile, and scientific worlds in France. Farman, the Voisin
brothers, and Léon Levavasseur (for the Antoinette company) were present.
Also present
were: M. L.-P. Cailletet (president of the AéroClub de France), Henri Farman,
the baron de Zuylen (president of the Automobile Club de France, and president
d’honneur of the AéroClub de France), Price Roland Bonaparte (president of the
Féderation aéronautique international), Henry Deutsch de la Meurthe and Ernest
Archdeacon (donors of the Grand Prix d’aviation), Guillaume (president of the
Commission permanente international aéronautique), Léon Levavasseur, Gabriel
Voisin, comte Henry de La Vaulx, Charles Voisin, Armengaud jeune, Captain
Ferber, Alberto Santos-Dumont, Commandant Renard, Robert Esnault-Pelterie,
Georges Besançon, Léon Delagrange, the comte de Castillon de Saint-Victor,
Victor Tatin, Farman père, Maurice Farman, Alfred Leblanc, Henri Julliot,
Marcel Kapferer, Robert Gastambide, A. Mengin, René Gasnier, André Fournier,
Georges Suzor, Neubauer, Paul Rousseau, Dr. Jacques Soubies, Dr. Crouzon, the
comte de Faucompré, the comte de Fayolle, André Pupier, Houry, Albert
Omer-Decugis, Maurice Mallet, W.-H. Fauber, Delaporte, Paul Regnard, Echalié,
Edgar W. Mix, G.-L. Pesce, René de Knyff, Loysel, the marquis de Méaulne, Le
Secq des Tournelles, James Block, Namur, André Granet, Emile Bossuet, the
marquis Edgard de Kergariou, Védrine, Louis Capazza, Emile Wenz, René Demanest,
Jacques Faure, Pierre Gasnier, A. Boulade, Gianoli, Ernest Zens, André
Delattre, Henri Desgrange, G. de Lafreté, Frantz Reichel, Manoury, Dickins,
Willaume, Harson, Barrett Brandreth, Daniel Cousin, Paul Sencier, A. Massard,
Albert de Masfraud, Georges Bans, Robert Guérin.
………………………………………
Scientific
American, 8 February 1906, p. 39, ‘Le Banquet Henri
Farman’
pp. 92, 94
‘The prize-winning circular flight of the Farman Aeroplane’
[Information is noted from this article
only where it is not given elsewhere]
Farman is described here as ‘an Englishman
residing in Paris’ – [technically true, but Farman seems to have seen himself
as a little English, but mostly French].
Two days before his official, prize-winning
flight, he had twice flown the necessary course and distance. But those flights
were not officially witnessed.
The horizontal planes in the tail carry
very little weight. They are connected at their outer ends by a ‘pivoted
vertical rudder’, the two rudders ‘working in unison’.
The horizontal rudder, or elevator, in the
nose is pivoted one third of the distance back from its leading edge.
The slight dihedral of the outer wings,
added to the ‘low center of gravity obtained by placing motor and operator on
the lower plane, is used to assure the transverse stability of the aeroplane’.
The total horizontal area of the planes is
some 650 square feet, with 516.67 of those provided by the main planes. The
weight is 530 kilogrammes (1,166 lbs). The forward [main] planes support almost
all the weight, at over 2 lbs per square foot.
Farman’s plane is less efficient than the
Wrights’. ‘He has accomplished by mere power what they accomplished, after many
experiments in gliding flight, by skill and by the construction and proper
utilization of correct-shaped surfaces’. Farman’s machine, as he has modified
it from time to time, has come to resemble that of the Wrights more and more,
until at the present time its chief difference lies in the use of small
following planes for the purpose of steadying the main planes. [True, but far
from the whole truth. Farman’s plane was designed for straight and level
flight, which it largely achieved. The Wrights’ was designed for
manoeuvrability, and was basically unstable, with a wing of negative dihedral,
contrasting with the positive dihedral of Farman’s, and no mechanism for
inherent fore and aft stability.]
The centre of pressure of Farman’s main
wings is more than half way back on the chord of the wing. This means that the
aircraft has an inherent tendency to nose down, which is offset by downward
pressure on the horizontal tail, and upward pressure on the forward elevator.
These pressures absorb power, which is why the Farman aircraft has 50 hp and
the Wrights’, much less. The angle of attack of the main wings is ‘probably not
the most efficient one, and the surfaces themselves doubtless have not the very
best shape, although Farman, like the Wright brothers, claims to have
constructed them after making numerous experiments with models’. [It is not
stated, or clear, what principles the writer was using when making these
comments – or on what basis he made judgements on angle of attack and wing
section.]
After experimenting with models, Farman had
the Voisin brothers build a full-sized machine with a 50 hp motor and a weight
of about 1,100 lbs. He then found that the aircraft did not have enough power
to leave the ground. After modifying the tail he managed to make short leaps of
50 yards or so. And then, after a month of experiments (changing the position
of the ‘steadying planes’ and trying new propellers, etc.,) he finally made a
flight of several hundred yards. [This seems to get the order of Farman’s
modifications wrong. His greatest change to the tail was to greatly reduce its
span; that was done not early in his flying attempts, but in early December
1907. Farman may have experimented with models; but he does not say so. The
impression given here is that he had much more influence on the building of his
aircraft by the Voisin brothers than was actually the case. And the greatest
omission is of his discovery of the tail-up, reduced drag, take off technique.
That was what enabled him to lengthen his flights.]
Farman, after lengthening his flights, then
started to make turns. He learned to lean into a turn with his body, like a
bicyclist; and also to control the machine’s tendency to pitch down in turns.
The powerful 8 cylinder motor had also to be controlled during turns, adding to
his work load. [Probably not, in fact: the motor ran at full throttle
throughout the flights.] Turning proves to be ‘quite difficult’ in an airplane,
and requires ‘considerable training’.
Farman believes that future aircraft will
be a combination of ‘double and single surface, following plane machines’ as
used by himself and by Blériot. His new
airplane will have three pairs of ‘superposed’ wings in front and two pairs in
the rear. [This machine was built at the Voisins’ shop, but never used by
Farman.]
[The article finishes with a description of
Farman’s prize-winning flight. The information given is the same as that from
other sources, except that the turn is differently described]. ‘It flew
straight for the turning post at a speed of fully 30 miles per hour, rising
meanwhile to a height of 20 to 25 feet; and, turning about the post at right
angles some 300 feet away, it flew a considerable distance – fully 1,000 feet –
parallel to the starting line, after which, another right-angled turn was made,
and a long straight flight continued back to the goal.’ [Other descriptions of
the flight convey that the turn at the outer end of the flight was continuous,
not divided into two sections.] The total distance covered was 1,300 – 1,500
metres, giving an average speed of up to 28 ½ mph. After the flight, Farman
made another circular flight before putting the aircraft in its hangar, and
driving back to Paris.
[The author of this article is not named.
He (or she) is well informed about Farman’s current aircraft; but not so
knowledgeable about its history and development. There is not a clear account
here of its testing and trials in October-December 1907. The writer is quick to
point out its deficiencies when compared to the Wrights’ machine; though he or
she does not point to the central difference, which is that the Wrights could
turn their aircraft quickly and easily, through the use of wing-warping (which
is not mentioned), whereas Farman could manage only slow, wide turns. As noted
above, the basis for the critical comments on the aerodynamics of Farman’s
machine is not given. The writer obviously knows something about flying, but is
probably no expert.]
………………………………………….
Pégase, No. 8 (December 1977-January 1978), pp. 14-20. Pierre Lissarague, ‘70e anniversaire du 1er
km en circuit fermé officiellement contrôlé.’
[This is an excellent summary of the one
kilometer flight and its circumstances. It emphasizes Ferber’s role in the
development of flight in France, and also summarizes the Wrights’ efforts and
achievements. It does not, however, add anything of substance to what is in the
current blog on Farman or in the one on his flying before 13 January 1908.]
…………………………………………
Commentary
This flight was a tremendous marker in the
development of aviation in France. For the French, it immediately gave France
the lead in heavier than air flight. It established the reputation of the
Voisin brothers as aircraft builders. It catapulted Henri Farman into first
place among the growing group of pilots and would-be pilots in the country. For
nearly all Frenchmen it marked France’s emergence as the world leader in
heavier than air flight, since few reports of the Wrights’ successes at Kitty
Hawk in 1903, and at Dayton in 1904 and 1905, had reached France, and very few
believed them.
The aircraft had no ailerons or
wing-warping. It was turned by the rudder alone. Farman had been practicing
doing this in the previous autumn. Others could not yet do it – at least, not a
180 degree turn such as he achieved.
Farman did not receive and never flew the
new monoplane referred to in the article. He continued flying his Voisin-Farman
biplane until late in 1908 or early 1909.
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