Early in 1909 Maurice Farman, a brother of the pioneer. Henri Farman, began his career as an aeroplane constructor, rivaling in due time his brother. Although up to the late summer of 1910 they conducted their business separately, the Farman brothers then worked in partnership, the H. Farman and the M. Farman being two airplanes made by the same firm.
The first M. Farman biplane was constructed by M. Mallet and tried at Buc in January. 1909. In this machine the planes were warped, although the general aspect was the same. Since then this type was modified considerably.
In its day, it was a practical and well-built machine, and attained conspicuous success. M. Farman made many notable flights with it. Among the other pilots were Lieut. Byasson, who flew from Paris to Chartres and back, the last week in October, 1910. Capt. Eteve and Lieut. Lucas, former Wright pupils, also flew this type. Maurice Tabuteau flew on this machine for 6 hours 50 minutes at Buc, covering a distance of almost 300 miles. This record was later bettered by Legagneux on a Bleriot. and again broken by Tabuteau himself, who, on December 30th, won the 1910 Michelin prize and established the world’s record for distance without a stop by flying 362 1/2 miles in about 7 1/2 hours, a feat that not even contemporary railroad trains could match.
Top Speed: 51 m.p.h.
Engine: 60 horse-power, 8-cylinder Renault
Wingspan: 36 feet
Weight: 1,100 pounds
Specifications from “Monoplanes and Biplanes,†by Grover Loening, 1911
The Frame
The frame of the main cell is made of the customary wood and crosswire construction. The planes, however, project out in front of the front line of struts, and are not flush with them, as in most biplanes. Outriggers unite the long curved skid to the frame in front, and the cell at the rear is supported on the usual H. Farman-Voisin type framework.
The Main Wings
The main surfaces consist of a frame of wooden ribs and cross pieces, covered above and below with canvas. The planes are curved in plan at the ends, giving a very graceful appearance. The section is exceptionally flat, and lacks altogether the pronounced “dipping edge.” The camber rise is only 1/25 of the chord. The spread is 36 feet, the depth 7.5 feet, and the area 510 square feet.
The Elevators
At the front is situated a single-surface elevation rudder. The two horizontal planes of the rear cell have pivoted trailing edges, which are moved jointly with the front elevator. The control is by a rod leading to the front elevator and wires leading to the rear flaps, all connected to the bar upon which the steering wheel is mounted. By pulling in on this bar the front elevator is tilted up and the rear flaps tilted up, so that the machine rises.
The Direction Rudder
Two vertical surfaces are hinged to the rear struts of the rear cell. These move jointly and serve as the direction rudder. They are moved by the steering wheel and a lever and wire connection. Turning the wheel to the right, clockwise, for example, will cause the machine to turn to the right.
Roll Control
The rear edges of both planes are fitted with hinged ailerons; these are controlled by foot pedals, a disposition which has recently been introduced in France and found very instinctive. These pedals are hinged at the base and are pushed down by the feet, very much like the pedals on an organ. Normally the pedals are at a 60-deg. position, and they are held there by a wire leading over a pulley to a counterweight. Springs hold all the wires taut. If the aeroplane were suddenly to tip up on the right, the right pedal would be pressed down. By this means the right side is lowered and the left side raised. When making turns, if it is found desirable to use the transverse control, then the pedal on the side to which it is desired to turn is pressed down. The controls, wires, etc., are all duplicate in this machine, to avoid any serious consequences in case of breakage of any part of the steering gear.
Tail
The horizontal tail planes exert a considerable lifting force. There are no vertical keels. In former machines, vertical panels, “curtains,” were used, but they are now eliminated.
Propulsion
In general this type is equipped with a Renault eight-cylinder 60 horse-power air-cooled motor. A Chauviere “Integrate” propeller is mounted on the cam shaft. It is 9.8 feet in diameter, 5.2 feet pitch, and revolves at 850 r.p.m. The motor is placed back of the gasoline tank, which is at the rear of the seats.
Seats
At the center on the lower plane is placed a fusiform frame enclosed in canvas. At the front, well protected from the wind, sits the aviator. Maurice Farman was the first biplane constructor to adopt full protection from the head wind. A passenger seat is provided at the rear of the pilot. and is also equipped with a steering gear.
Landing Gear
The landing gear at the front is on two rubber-tired wheels, fitted to the long curved skids by a rubber spring fastening. At the rear are two smaller wheels. The mounting is especially strong, since the skids are important members of the framework, and transmit the shock of landing over the entire structure.
Weight, Speed, Loading and Aspect Ratio
The total weight varies from 1,100 to 1,200 pounds. Tabuteau in his record flight made a speed of 47 miles an hour during the first two hours, and then the speed gradually increased until at the end, he was flying at 51 miles an hour. Twenty-one pounds are carried per horse-power, and 2.35 pounds per square foot of surface. The aspect ratio is 4.8 to 1. On Tabuteau’s machine, the carrying surface was increased in size by the addition of a panel on each side of the upper plane, resembling greatly the construction on the H. Farman “Type Michelin.”