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19-535: Aéroplanes Hanriot et Cie. or simply 'Hanriot' was a French aircraft manufacturer with roots going back to the beginning of aviation. Founded by René Hanriot in 1910 as The Monoplans Hanriot Company Ltd. , the company survived in different forms until 1916 when it established itself with the Hanriot-Dupont (HD.) fighters and observation aircraft. The company lasted through several takeovers and structural changes until, in 1936, it merged with Farman to become

38-591: A MF prefix. The Farman firm designed and built a number of motor car models  [ fr ] , including: During the 1920s, Farman Aviation briefly dabbled in building airboats (known generally by the French term "hydroglisseurs"). Farman's boat-building followed directly from its aircraft experience. During the First World War , Farman-built aircraft engines and propellers from Farman MF.7s were used to build airboats that were successfully used during

57-704: A builder and racer of motor boats and a race car driver for the Darracq motor company, built his first aircraft in 1907, although it did not fly until late 1909. It was a monoplane with a wire-braced wooden fuselage resembling the Blériot XI However, it was almost immediately superseded by a series of similar monoplanes, which were exhibited at the Brussels Salon d'Automobiles, d'Aeronautique, du Cycles et dus Sports in January 1910. These featured

76-506: A flying model powered by a 2 kW (3 hp) Duthiel-Chalmers. In 1910, Hanriot and his staff pilots regularly appeared at air shows in France and England. Hanriot's 15-year-old son Marcel Hanriot became the youngest holder of a pilot's certificate and joined his father's pilots as a competition flyer. René Hanriot then withdrew from competition flying himself and concentrated on constructing aircraft. Hanriot's 1911 military two-seater

95-478: A slender wooden monocoque fuselage and were powered by a 20 hp Darracq and a 40 hp Gyp. and a handful were built. Together with Darracq racing colleague Louis Wagner , Hanriot started a flying school at Bétheny near Reims , where the Hanriot factory was located. Beatrix de Rijk , the first Dutch woman to earn a pilot's licence, learned to fly there. Unusually, Hanriot tested new design features using

114-480: The Lorraine-Dietrich company under the name Lorraine-Hanriot . The merger lasted three years until 1933 when the two companies separated, and Marcel Hanriot stepped forward again to lead his family business. Under his management, the company embarked on an ambitious project to design and build state-of-the-art metal military aircraft like the H.220 heavy fighter . However, its main successes would be with

133-745: The Mesopotamian Campaign fought by Britain and her colonial subjects against the forces of the Ottoman Empire in Mesopotamia (modern day Iraq ). Following the success of these improvised airboats, Britain began ordering purpose-built airboats from Farman and Charles de Lambert 's company for use on the Tigris and Euphrates rivers. Farman Aircraft began producing civilian airboats in the 1920s. Its first non-military airboat sailed in 1920, though its first civilian airboat for sale

152-698: The Société Nationale de Constructions Aéronautiques du Centre (SNCAC). 'Central Air Works' consortium. Hanriot aeroplanes included pre-war monoplanes with boat-like fuselages, the HD.1 and 2 World War I biplane fighters, the HD.14 trainer, and the H.220 series of twin-engined heavy fighters that eventually evolved into the SNCAC 600 fighter just before World War II ., The company's main bases of operations were Bétheny (a suburb of Reims ) Boulogne-Billancourt , Carrières-sur-Seine and Bourges . René Hanriot,

171-606: The Sopwith 1 A.2 and Salmson 2 A.2 ). In 1915, Marcel Hanriot, after being seriously wounded in a night-flying raid, was released from military service and joined his father's factory. Around the same time, Hanriot hired the young engineer Emile Dupont, and in 1916, the Dupont-designed fighter HD.1 was produced. Although being passed over by the French Air Force in favour of the more powerful SPAD VII design,

190-502: The 1912 military trials and attempts to sell them were unsuccessful. Faced with bankruptcy, René Hanriot sold his assets to Louis Alfred Ponnier, who reorganised the company as the Société de Construction de Machines pour la Navigation Aérienne (CMNA), headed by Pagny. In 1913, Marcel Hanriot, now 18, was called up for military service. The Ponnier factory continued to develop monoplane racers for several years, one of which placed second in

209-648: The 1913 Gordon Bennett Trophy competition. Following the outbreak of World War I , Marcel Hanriot, still in military service, flew French Air Force bombers. The German advance stalled with the CMNA/Ponnier factories in Rheims behind German lines, but René Hanriot founded a new factory, Aéroplanes Hanriot et Cie , in Levallois. Starting as a subcontractor building aeroplane components, the company progressed to licence-build aircraft from other manufacturers (notably

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228-642: The Farman brothers reestablished the firm as the " Société Anonyme des Usines Farman " (SAUF), but only three years later it was absorbed by Sud-Ouest . Maurice's son, Marcel Farman, reestablished the SAUF in 1952, but his effort proved unsuccessful and the firm was dissolved in 1956. The Farman brothers designed and built more than 200 types of aircraft between 1908 and 1941. They also built cars until 1931 and boats until 1930. In 1907, Henri Farman bought his first aircraft from Gabriel Voisin and soon began to improve

247-464: The HD.1 / HD.2 series and bringing out new biplane and monoplane designs. In 1924, having outgrown its Boulogne-Billancourt works, the company moved to Carrières-sur-Seine René Hanriot died on 7 November 1925. His heirs, Marcel and his two brothers-in-law, entrusted daily operations of the factories to Outhenin Chalandre, formerly director of a paper mill. In 1930, the Hanriot company became part of

266-601: The HD.1 was ordered by the Belgian and Italian Air Force. Heavy demand resulted in a new factory being opened in Boulogne-Billancourt (84, rue des Moulineaux). Licences to build the HD.1 were also sold to Macchi in Italy. Hanriot produced 5000 aircraft and employed 2000 workers in his Boulogne-Billancourt factory alone. After the war, Hanriot continued to manufacture fighters and all-purpose aircraft, building on

285-481: The design of the aircraft; as a result it was known as either Farman I or Voisin-Farman I . In 1908, after further modifications which included re-covering it with Continental rubberized fabric and the addition of side-curtains, the aircraft was re-designated Farman I-bis . Ailerons were fitted after Wilbur Wright's flying demonstration at Le Mans in August 1908. A second aircraft, to be called Farman II ,

304-470: The liaison/training monoplane H.180/H.182 and the twin-engined H.232/H.232 trainer In 1936, the company was included in Pierre Cot 's nationalisation programme. In 1937, It Merged with Farman to become the Société Nationale de Constructions Aéronautiques du Centre . Unlike Maurice Farman , who left the new company in protest, Marcel Hanriot remained one of the directors. Farman In 1941

323-528: Was Le Ricocheur (pictured at right), a closed-cabin prototype capable of carrying 12 passengers at speeds of up to 125 kilometres per hour (67 kn). Farman marketed airboats for use as water taxis and as light cargo vessels or patrol boats for French colonial governments, particularly on the Mekong and Niger rivers. These later airboats were open-cabin, like the airboats of today, though they tended to be somewhat larger, had higher freeboards , and lacked

342-570: Was built by the Voisin brothers incorporating design refinements to Farman's specification. Voisin sold this aircraft to J.T.C. Moore-Brabazon , who exported it to England, where it was renamed the Bird of Passage . This episode angered Farman, who in early 1909 ended his association with Voisin and started building his own aircraft. Aircraft designed and built by Henri Farman had a HF prefix, while examples designed and built by his brother Maurice carried

361-484: Was passed over at the French military trials, among other reasons, because its fuselage was so slender that the crew were completely unshielded. It was obsolete and never had a serious chance against contemporary Nieuport , Morane-Saulnier and Deperdussin types. Nieuport's former chief engineer Alfred Pagny designed the 1912 Hanriot, and the Nieuport influence was clearly visible. Still, it failed to gain any orders at

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