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Old crates can’t stand tarmac… building on this basic truth, the “airfield” of Cerny-La-Ferté-Alais has created a setting where you can once more take in the atmosphere of aviation’s early days, savour the enthusiasm of its pioneers and give rein to your passion

for things of beauty!

A.J.B.S.Tel.: +33 (0)1 64 57 55 85 www.ajbs.fr

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From 1890 to Today: The Salis Adventure and Aviation’s Major Dates...

1939-1945Jean-Baptiste Salis is mobilised on the first day... after the defeat, he receives the order from the German Staff to resume his industrial activities. He refuses, disorganises and desupplies the plant, then goes to La Ferté-Alais...

After entering the Resistance, Jean-Baptiste makes his property available to the British High Command, the runway is certified under the code name “BINIOU”...He is awarded the 1939/45 Croix de Guerre with bar and is appointed Chevalier in the National Order of the Légion d’Honneur with military title.

1952Jean-Baptiste rebuilds a Caudron GIII which flies for several years for the Air Ministry propaganda department and presents it personally at the anniversary celebrations of Santos-Dumont in Bagatelle, on the 27 June 1952.

1953-1954Jean-Baptiste entrusts Jean with the restoration of a Fokker E3 for the Verdun Memorial and Latham’s Antoinette for the Air Museum...

1960For his own pleasure, Jean-Baptiste undertakes the construction of a Wright Brothers’ “Flyer”... to be completed many years later by Jean and Marcel Bellencontre for the TV series “Les Faucheurs de Marguerites”.

1919Jean-Baptiste Salis finishes his service after logging up 1,900 flying hours... He takes part in the display of French planes to the allied commission and wins the first aerobatics competition, for which he receives the Aéro-club de France plaque.

1927Jean-Baptiste joins the Société de Propagande Aéronautique (SPA) where Laurent-Eynac, later to become the first Air Minister, hires him as a pilot for his Caudron C-61.At the same time, Jean-Baptiste creates one of the first aerobatics formations in the world “La Patrouille Trimoteur” with Alfred Fronval and Charles Robin. The three Morane AIs take off, perform their display and land, linked by a ribbon sporting the French red, white & blue…

1929Jean-Baptiste Salis creates the Société d’Etude Aéronautique l’Aéro-Marine in the Ile de la Loge, where he develops five prototypes of planes and floatplanes...

1955Jean-Baptiste becomes the “pilot of memory”, “the man who makes the past fly”. He restores a Blériot XI plane of the Channel Crossing type, which Louis Blériot’s workmen had manufactured to offer their boss in 1921. He crosses the Channel once more with it in 1955, for the 50th anniversary of the Entente Cordiale... then in 1959, for the commemoration of the first crossing by Louis Blériot!

At the same time as the cinema, aviation saw the light of day just over a century ago. An adventure punctuated by the history of man and the dream of Icarus. At the time, flight was limited to hot-air balloons, slaved to the wind. Those who were for the “heavier than air” solution were not long in carrying out trials. From the first gliding flights of Lilienthal to the self-propelled leap of Clément Ader on the Eole, on the 9 October 1890, everything was to gain momentum fast... In 1903, the Wright Brothers carried out the first sustained flight on their “Flyer”. In 1909, Louis Blériot crossed the Channel. Three years later Roland Garros conquered the Mediterranean!

1912Born in Montmorin, Puy de Dôme, on the 19 September 1896, Jean-Baptiste Salis learns to fly on a single-seater Hanriot Dragonfly, at the 1st flying school of Aulnat, near Clermont-Ferrand... After his first flight, he quickly obtains his higher aviation mechanic’s certificate...

1914 War breaks out in Europe. For the first time, aviation is used intensively, to begin with for observation and pursuit, then for attack and bombing. From the first makeshift jobs to industrial boom, the war effort relentlessly drives aviation forward. The image of men also changes. They were to become real front-stage heroes whose fame was sealed by cinema newsreels. Their names are reminiscent of medieval knights – Georges Guynemer, René Fonck, Manfred von Richthofen among many others.

1915On the 8 April, Jean-Baptiste Salis is mobilised. Wounded at Verdun in 1916, he receives the Croix de Guerre and two mentions… Jean-Baptiste goes over to aviation. Having obtained his certificate as a military pilot on the 23 February 1917, sergeant-instructor Salis becomes an experienced aerobatics pilot, earning him a number of close arrests for “pointless risks” in military language…

1918 The Armistice is signed... With the Great War over, aeronautics is destined to develop with the creation of the first commercial lines. One year later, the Paris-London line is opened and the Latécoère Breguets transport mail to Africa...

1927 Nungesser and Coli’s White Bird disappears trying to cross the North Atlantic... on the 21 May, Charles Lindbergh makes it to Paris-Le Bourget in 33 hours and 30 minutes in “Spirit of St. Louis”. Flying is in its golden heyday, and cinema newsreels relate the feats of men. Major manufacturers emerge such as William Boeing, Geoffrey De Havilland, Marcel Bloch and Howard Hughes, pilot, moviemaker and billionaire...

1939 The shock of the 3 September - Germany launches its regiments on Poland. In the sky, the heroic Polish Air Force is laminated in a few hours. German Stukas attack land defences in support of armoured divisions. The Blitzkrieg is born. For the first time in history, the action of aviation is decisive in a conflict. From the Battle of Britain to Midway, a battle can be won or lost by planes.

1933On the 1 September, Jean-Baptiste takes part in the development of the airfield at Toussus-le-Noble. At the same time, he registers the articles of association for “Les Casques de Cuir” which aims to:• Set up between all professionals and friends of aviation from all countries a centre for friendly relations which will bring them closer together, maintaining their traditions and developing the feeling of universal solidarity between them, as exists between those linked by the sea.• Spread the taste for and meaning of aviation among crowds and particularly young people, by example and making it easier for them to fly.• Support all mutual aid and assistance groups created for aviators without exception.

Between 1923 and 1924, air shows become increasingly important. They are opportunities to see the heroic WWI planes close up, and, aware of the importance and keen to promote the image of aeronautics, Jean-Baptiste Salis organises a series of shows around France.

At the end of the war, aircraft performances have developed at breakneck speed: souped-up prop fighters reach almost 800 kph. New methods of propulsion emerge such as the rocket and above all the jet engine. Planes are bigger, faster, go further and higher. The frontiers are pushed back, and it will soon be the human body that constitutes the limit...

Prop days are well and truly over... The De Havilland Comet, the first commercial jet plane, revolutionises the aviation world in the early 1950s... In 1954, Seattle Giant Boeing gains the upper hand with its 707, launched on the 17 November... Marcel Dassault’s Mirage III 001 takes off, making the successful outcome of French aviation’s rebirth. The first in a lineage which is never to deny the excellence of its formula and blood!

The end of the 1960s opened up the skies to the world’s largest airliner, the Boeing 747 (400 passengers, 315 tonnes) which was to bring air transport closer to the reach of all... At the same time, Concorde was carrying out its maiden flight. Fruit of Anglo-French cooperation, the plane was to carry its privileged passengers at supersonic speed. Aviation proved that dream and reality could fly hand in hand... and the adventure goes on!

1936-1938Jean-Baptiste carries out a mission on Dewoitine in Spain during the Civil War for the Air Ministry and studies the creation of a school for Higher Aeronautics Mechanics for the Air Force.

On the 26 February 1937, birth of his son Jean...

He becomes Bucker agent for France and sets up a plant in Gometz la Ville. He buys land and the old farm of l’Ardenet... in Cerny-La Ferté-Alais!

1946Jean-Baptiste creates a Gliding Centre at the La Ferté-Alais airfield, to train student pilots on planes and gliders.La Ferté-Alais is classified as a restricted certified private airfield. J-B Salis rebuilds workshops to reconstitute and restore historic planes, in particular for the Air Museum (the wings of Latham’s Antoinette, Fonck’s Spad, Cazale’s Bébé Nieuport, Pégoud’s Blériot, a German Pfaltz...).

1975The Amicale Aéronautique de Cerny-La Ferté-Alais becomes the AJBS... the Amicale Jean-Baptiste Salis. Here too, the adventure goes on, punctuated by the development of air shows...…

1970On the 21 June, organisation of the first show on the plateau, under the name of Fête Aéro-folklorique, put on by the Club and the Escadrille du Souvenir. Presided by Alain Poher, the show mingled folklore and variety shows, presented by Jean Nohain, with a few aeronautic displays. Newspapers estimated some 5,000 spectators.

1965Creation of the “Club de La Ferté-Alais” whose aim is to “perpetuate the spirit of the heroic times of French Aviation by collecting as many anecdotes experienced as possible with a view to setting them down in writing”... On the 15 March 1965, the association “L’Escadrille du Souvenir” [Memory Squadron] is created. Jean-Baptiste Salis was clearly an epicurean who liked celebrations, adored his friends, enjoyed telling stories and reliving passions and adventures, and worked hard...On the 10 December 1967, his uncompromising undertaking and his passions cost him what he loved most: life.

1921Jean-Baptiste Salis creates the first Alpine airfields (Chambéry, Chamonix) and a mountain flying school in Grenoble. From planes fitted with cameras, he plots a topographical plan of waterfalls for Grenoble’s polytechnic institute...

represented, this !"#$%&'()*+), concept is em-bodied in the -,$./"+0*'articles of association:

• Conserving and maintaining the airworthiness of vintage planes and enhancing aeronautical heritage.

• Building or rebuilding aircraft that are part of the history of aviation and handing on expertise in this field.

• Facilitating and popularising flying by public and private means.

• Establishing a centre for fostering friendly relations between all pilots, mechanics and other members of the Association.

• Maintaining a certain spirit, perpetuating the memory of 1+/%23/45$*5+'6/"$*7

• Selecting the planes to be put on display that are of interest for the collection.

But the -,$./"+ is above all an adventure... or rather a squadron of adventures!

Each action of conservation mobilises a whole army of volunteers. Each restoration calls for le-gion specialisations and trades which now have hardly any place in our modern air world... who still speaks of /$8.8/95' ,/%)9/.5)8+8:' ;<$%+8:' 9/=8$.'.<>+8+8:'/+8<%/)5$./"'*?++5',+5/"'@<8A+8BFor all this memory, traditional know-how and

amicale jean-baptiste salis

To perpetuate the spirit of the “C/*D)+*'E+'C)$8” [Leather Helmets], an association created in 1929 by Jean-Baptiste Salis, the F-,$./"+'-G8<%/)5$D)+' E+' C+8%#H which became the F-,$./"+' 1+/%23/45$*5+' 6/"$*H was born, and in style at that... It has grown up year after year, re-injecting life into unlikely flying machines which an engineer from this century would hardly dare imagine!

From the frail wood and fabric dragonflies of the 3"G8$<5 and (<8/%+'I to the profusion of vapour cavalry in the shape of C<8*/$8*:' ()*5/%&*' and'6A#8/$E+8*: the whole history of aviation unfolds, from the Great War to WWII, the roaring twenties and their planes with their Cadillac-style lines, the nobility of the superb interwar aerobatics aircraft and the first planes of commercial lines...

For the -,$./"+' 1+/%23/45$*5+' 6/"$*: these last few decades have been a time for safeguard-ing, sometimes saving such historical, tech-nical, industrial and human heritage. Each of these planes represents a part of aviation’s his-tory. Each of these machines, in wood, fabric or metal, speaks to us of the history of man... and today the Cerny plateau houses <%+'<9'5?+'J%+*5'.<""+.5$<%*'<9'?$*5<8$./"'4"/%+*'$%'5?+'@<8"E:'80 craft representing the cream of aviation’s epic period, from pioneering days to contemporary times... and airworthy to boot!A unique reflection of the diversity of the periods

Old crates can’t stand tarmac… building on this basic truth, the “airfield” of Cerny-La-Ferté-Alais has created a setting where you can once more take in the atmosphere of aviation’s early days, savour the enthusiasm of its pioneers and give rein to your passion for things of beauty!

the science of the perfect gesture, the Cerny plateau provides the final refuge for a rich and sin-cere past which gave wings of wood and fabric to Icarus’ dream.

And how much know-how, time and self-sacri-fice are vital to re-infuse life into what are some-times the leftovers of a flying legend!

The adventure sometimes turns into a salvage operation, a recovery mission, sometimes at the other end of the world, sometimes on our vil-lage doorsteps... On the plateau, we know how to handle tools as well as logistics, joysticks as well as negotiations. Because everything has to be done, invented – or even re-invented!

You have to create, earn and defend the right to fly... very old planes, such as the Blériot XI or the Caudron GIII, could only fly because they were granted a pass, limited in time and field of action. Until Jean Salis contributed more than actively in drawing up the FK+*58$.5+E'C+85$J./5+'<9' -$8@<85?$%+**' 9<8' L$%5/&+' -$8.8/95*H created in 1978. This genuine “right to live and fly” cer-tificate today enables old planes to once again reach for the skies where they carried out their original feats!From there to saying that French collection avia-tion was born in the department of the M**<%%+777 you just need to see that, on a small, green pla-

teau, it has found its Eden and disciples!Only the high mass is missing from the picture...

Since its first edition in 1970, the C+8%#2N/'!+85G2-"/$*'/$8'*?<@ has attracted an ever-growing num-ber of spectators... Long-standing enthusiasts or Sunday dreamers, big families or ecstatic aficio-nados, they come to wonder at and get the feel-ing for these extraordinary machines that have rolled in from all over Europe to bless the little airfield and make it a genuine aviation Mecca, if just for the space of a week-end!

Everything plays on the senses. The shimmering colours of fabric pierced by an early morning ray of light, the smell of hot oil in old rotary engines coming back to life, the astounding symphony of a K<""*2K<#.+0* twelve cylinders eating up the runway at over 400 kph, the gutteral shocks that pound the chest when a propeller spins the air a few feet away from you... everything is there to immerse you in one of man’s most successful adventures to assuage his desire to become, for a fleeting moment, like a bird...

And all this, symbolised by the missions of the -,$./"+' 1+/%23/45$*5+' 6/"$*:' !"#$%&:' K+*5<8$%&:'O8/%*,$55$%&' /%E' 6?/8$%&: gives true meaning to the conservation of this heritage that henceforth belongs to future generations.

Restoring, making an historical heritage airworthy once more and transmitting expertise to future generations...

Sailplane SG38

A stuffed bird nailed to the wall is an insult to nature. Old planes are birds too and, as such, their place is not in a museum but up in the sky… which is the reason why the Amicale Jean-Baptiste Salis saw the light of day on this airfield.

On the grassy plateau of Cerny’s aerodrome, we currently manage one of the most precious collections of historical planes in the world. It practically came about by itself, as an expression of the passion of a few dozen enthusiasts for the heavens and history. It’s true that, when everything began some decades ago, the team followed a sort of instinctive course. Since then, however, with the emergence of groups like ours which have sprung up here, there and everywhere throughout the world, with the setting up of museums, collections and airplane conservatories in all countries, from Thailand to Argentina, we have become collectively aware of the goal behind all this work.

Our battle is to have the planes of yesteryear accepted as History with a capital H, since, in a way, they are the castles of the 20th century, “flying fortresses” we might even be tempted to say. Our combat is on several fronts – against poor state of repair, lack of funds and certain legislation which does not take into account the historical aspect of things…

And we’re winning the battle, despite unavoidable misadventures.

Maybe in two centuries time, young kids will come along to the Cerny plateau and be intrigued by the strange smells emanating from these old planes. Doubtless they’ll say their ancestors were crazy to fly in such contraptions. But if everything goes smoothly, thanks to us, they will also be able to fly these machines that move in more than one way. For they are so well built that there’s no reason why they should ever stop reaching for the sky...

Jean Salis

Here, on the Ardenet plateau, each of our planes represents a part of flying history. Each of these machines of wood, fabric or metal tells a tale of men… and today the airfield houses what is certainly one of the finest collections of histori-cal planes in the world. In a spirit of diversity and with an approach that is special to the Amicale Jean-Baptiste Salis. Everything is there to per-petuate our mission: the site, the expertise, the planes and the men of good will.

But we cannot rest on our laurels. The survival of the species implies its evolution and adaptation, and in that we are no exception…our “Flying Museum” has to open out to you. We must endow the site with the means to welcome you in the best possible conditions.

With this in view, we have to bring together our villages and towns, department and region, economic players and yourselves, so as, at the outset of this new century, to perpetuate the four missions which are our Amicale’s hallmark: Flying, Restoring, Transmitting and Sharing… what belongs to all: our historical and techno-logical heritage together with a certain vision of our duty to remember.

Christian AmaraPresident of the Amicale Jean-Baptiste Salis

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Wood, fabric and a pinch of daring… The pioneering days.

The plane of this period was made of wood and fabric. As noisy as it was fallible, its engine

spat smoke and burning oil into the pilot’s face who had not only to brave the wind and cold,

but also the empiricism of a nascent aeronautical science.

At the same time as aviation was taking off, its potential military applications were being

studied. It was not, however, until the First World War and the advent of mechanical armaments

that man’s folly took wings… Initially designed for civil use, the frail craft first served as a

means of observation, replacing antique gas balloons, before becoming a weapon in its own

right. The concepts of bomber, fighter and aerial combat were born.

And with them, new heroes: pilots. The hall of fame recalls Georges Guynemer, René Fonck,

Edward Mannock or Manfred Von Richthofen. In people’s hearts and popular imagery, these

young aviators replaced the knights of old… wiped out by the hail of bullets in the mud of the

trenches. For a short time, the diverted rules of an anachronistic chivalry replaced the mortal

precepts of modern conflict.

As in many sectors, the war was to contribute to the aviation’s swift development. In the

space of five years, it was to go from pioneering to industrialisation. In 1918, the belligerents

produced each month more planes than were built before the war! And the adventure

continued, after the battlefield, a world at peace had to be conquered… Come of age,

aviation and the men who served it were now ready to write history.

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Several Blériots haunt the hangars of the Amicale Jean-Baptiste Salis. The first and most

famous -it was the first plane to link France and England by crossing the Channel on the 25 July

1909- is on show at La-Ferté-Alais, a last-in-the-series model built extra to the scheduled

number by Louis Blériot workers, at their own expense, as a tribute to their boss.

The second Blériot, the XI-2 (2-seater), was entirely rebuilt in Cerny. This model was particularly

well-known for having carried out in 1913, with Charles Pégoud at the controls, the world’s first

inverted flights and performed one of the first loops, maybe even the very first if we take into

account the fact that Gregorian and Georgian calendars were out of phase by almost a month.

The Frenchman seems to have been pipped at the post by a few weeks by Russia’s Nesterov.

What is legend for some is historical reality for others!

The third is also an XI-2 type, in a military version. It was in fact one of the very first aircrafts,

derived from the initial Blériot XI, but enlarged to take an observer at the rear. Its trailing edges

are indented for enhanced downward visibility. In addition, extra tanks required a transfer pump

actuated by a small wooden propeller.

Bleriot XI, types 1 & 2

Powerplant: Anzani 3 cylinder 25-hp70-Hp 7B Rotary GnomeWingspan: 7.81 m /10.25 mLength: 7.05 m / 8.45 mHeight: 2.52 m / 2.50 mEmpty Weight: 240 kg / 350 kgMax Take-off Weight:320 kg / 625 kgSpeed: 74 kph / 106 kphCeiling: nc / 4,200 mRange: nc / 175 km

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H-type Morane-Saulnier

On the 10 October 1911, the “Société Anonyme des Aéroplanes Morane-Saulnier” was

created in Puteaux. Léon Morane, Robert Morane and Raymond Saulnier had just

given birth to one of French aviation’s most prolific aircraft manufacturers of its time!

French cycling champion in 1906, Roland Garros (nothing to do with tennis!)

completed the first crossing of the Mediterranean on the 23 September 1913,

between Saint-Raphaël and Bizerte. And when he finally stepped out onto African

soil, there were just 5 litres of fuel left in the tank!

This astonishing performance at a time when navigation was still visual, often without

the help of the slightest instrument, took seven hours and fifty minutes during a flight

which was to prove particularly problematical from the word go.

When in sight of Corsica, Garros felt a shock and noted the presence of a bump on

the hood. A valve spring and its plate had chosen the moment to assert a regrettable

freedom. This problem would have been catastrophic on a “fixed” engine, whereas,

on a “rotary” unit, the valve was kept in place by centrifugal force, enabling the pilot to

continue his flight.

Powerplant: 80-hp “Le Rhône” rotary engineWingspan: 9.12 mLength: 6.28 mHeight: 2.450 mEmpty Weight: 265 kgMax Take-off Weight: 395 kgSpeed: 150 kphCeiling: >5,000 mRange: nc

-).'+*/01+*23'/.1')1455671')1!8'9:/*1"*:);#:&.',.*1$:/',1<(+=,>(&,1:)?1.>:)=,1.(1.>*1(+'@'):/1?+:<')@,1&+(A'?*?1201.>*1$BC!D!1E+*9'&'*).1(F1.>*1G(+:)*1:+9>'A*,H71.>',1I;D0&*1',1&(<*+*?1201:1J6;>&1KL*1M>N)*O1+(.:+01*)@')*P1G(+*1:?A:)9*?1.>:)1.>*1#/Q+'(.1RS71.>*1G(+:)*1I1',1:/,(18(+*18:)T3A+:2/*U1V(+1:1K8(?*+)1:A':.(+O71.>*1+*:/1?'W93/.01')1>:)?/')@1/'*,1')1.>*1+(.:+01*)@')*X,1K,&*9':/O19>:+:9.*+Y

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Caudron G3

When in 1914 the Caudron brothers launched production of the G3, they could hardly

have imagined how long their large, odd-shaped biplane would last!

During the first two years of the war, the G3 was one of the most commonly used

aircrafts for reconnaissance missions or adjusting artillery fire, original assignments

for the brand new weapon that aviation embodied.

With excellent rear and downward visibility, it was one of the best observation craft

of the period. In addition, its sturdiness and particularly moderate landing speed

contributed to its surprisingly long survival at the end of the war.

Among its feats and follies were: Its landing, during the Great War, in the centre of

still-occupied Lille. Jules Védrines’ landing on the roof of Paris’ Galeries Lafayette.

Adrienne Bolland’s first loops, as a result of which she was hired by Caudron.

And, last but not least, the crossing of the Andes Cordillera, again by Adrienne

Bolland, between Mendoza (Argentina) and Santiago in Chile…

Powerplant: Anzani 100-hp / 80-hp “Le Rhône” Rotary engineWingspan: 13.40 mLength: 6.40 mHeight: 2.40 mEmpty Weight: 340 kgMax Take-off Weight: 630 kgSpeed: 112 kphCeiling: 4,800 mRange: 4 hours

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Spad XIII

The name “SPAD” was chosen by Armand Deperdussin because the word meant

“speed” in Volapük, a rival universal language to Esperanto. The name then became

an acronym.

The best-known Spads were models VII and XIII. Flown by leading French and foreign

aces, these aircraft ensured Allied mastery of the skies, in particular at the hands

of Fonck, recordman for air victories, Rickenbacker and the inevitable Georges

Guynemer.

The SPAD was not an “easy” plane, however, particularly at low speeds when it could

stall without warning due to reduced wing thickness. Its extraordinary sturdiness

enabled it to perform lengthy dives at over 450 kph followed by abrupt pull-outs…

making manœuvres in the vertical plane possible that were generally out of the

question for other fighters. It also had the advantage of providing a highly stable

firing platform and taking opponents’ blasts well.

This SPAD XIII was recovered in relatively good state in 1978 in Belgium.

In 1989 Jean Salis handed it over to the “Memorial Flight” association on the condition

that it was restored and made airworthy once again. This was done superbly… Powerplant: 220-hp Hispano suiza Wingspan: 8.20 mLength: 6.30 mHeight: 2.30 mEmpty Weight: 565 kgMax Take-off Weight: 820 kgMax speed: 220 kphCeiling: 6,500 mRange: 350 km

./(-0$'12034440(-05(6+0155078+9),(150:5(;/<=0'51*+->05))6(*;01-0(?0(<0/1-0@A-<0,)55+20)A<0)?0</+0B+'+,2A--(*0',)2AC<()*0'51*<D0EF+,G</(*;0(-0,+2)*+0(*0(2+*<(C150?1-/()*>0'1,<->01--+9H5G>0+F+*0</+0'1(*<I),6D081<C/(*;0</+0J;/<+,K-0C1'1C(<(+->00</+0I),207ELC+55+*C+=0(-0</+0)*+0I/(C/0*1<A,155G0-',(*;-0<)09(*200I/+*0MA15(?G(*;0-AC/010,+*1(--1*C+N

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Morane-Saulnier type AI

A monoplane, parasol-wing fighter, the AI-type Morane-Saulnier was flight-tested

from the summer of 1917 onwards. An attractively-designed aircraft which also

featured one or two Vickers 7.7-mm machine-guns, it was commissioned early in

1918. The first Morane to have rigid bracing, the “AI” type was one of the fastest

fighters of WWI.

All of which might lead one to think that the little Morane was a full-blown success…

and yet, it was slightly disadvantaged by its late appearance on the scene, as well as

its rotary engine which, although excellent, light and reliable, produced a gyroscopic

effect that affected its firing quality. In March 1918, the plane was withdrawn from the

front and relegated to advanced training. A total of 1,200 AIs were built, with 51 used

by the US expeditionary corps… as fighter trainers.

Nonetheless, it achieved fame after Fronval, at Villacoublay, carried out a good

thousand loops during a single flight… a record which still stands at the beginning of

the 21st century!

Powerplant: Gnome Monosoupape 9N 150-hp, rotary engineWingspan: 8.51 mLength: 5.65 mHeight: 2.40 mEmpty Weight: 420 kgMax Take-off Weight: 650 kgMax speed: 225 kphCeiling: 7,000 mRange: 350 km

.)/0%123045-06)7'8+9+8:05*;0'+,<+698:0,+-9),+;0=:09>+0?@+7),(580A8(B>9C0!--)6(59()*0(*0%DD%05*;0>5-0=++*05(,4),9>:0-(*6+0%DDE/0#,)FB>90=56G09)0(9-0),(B(*580-95*;5,;H0(909);5:0I(+-09>+06)8)F,-0)<09>+0%2J0-KF5;,)*0?8+-0L(5=8+-0,)FB+-C0MN>+0O+;0L+P(8-Q/0!0-+6)*;0'+,<+698:0B+*F(*+05*;0),(B(*5807);+80>5-0=++*0I:(*B0-(*6+09>+0-',(*B0)<0&JJ2H0-'),9(*B09>+06)8)F,-0)<056+0'(8)90R>5,8+-0.F*B+--+,/

!"#$%&

'()*++,-

Royal Aircraft Factory SE5a

H.P. Folland, J. Kenworthy and Major F.W. Goodden of the Royal Aircraft Factory.

With a modern design for its times, the plane was engaged on the front in April 1917.

A modified version, the SE5a, followed in June 1917, featuring a 200-hp Hispano-

Suiza geared-down engine, but there were delays since engine production could not

keep pace with that of airframes. A total of 5,205 SE5 and SE5a were built.

Combatants on both sides recognized that speed, sturdiness and ease of piloting

made the SE5a a remarkable war machine which was not even upgraded with

the appearance of the fearsome Fokker DVII in May 1918.

The SE5a was flown by leading ace pilots including Mannock (73 victories), Bishop

(72), McCudden (57), Beauchamp-Proctor (54).

The two other SE5a on display are “genuine fakes”, since their structural units come

from the “Stampe SV4” and their engines are 180-hp “Lycomings”. The two planes

were produced in 1980 for the requirements of the movie “L’as des as”…

Powerplant: Wolseley Viper 200-hp, V-8 engineWingspan: 8.12 mLength: 6.38 mHeight: 2.9 mEmpty Weight: 650 kgMax Take-off Weight: 880 kgMax speed: 220 kphCeiling: 5,185 mRange: 483 km

./+012+3),(45065(7/8904--):(48()*;-0$<=0>+74*0>+(*70,+>?(580(*0<*754*@0(*08/+0548+0%ABC-04*@0(-0D88+@0E(8/0@(F+,+*80),(7(*450'4,8-0-?:/04-084*GH0(*-8,?3+*848()*H0+*7(*+III0./+03)@+50@(-'54J-08/+0:)5)?,-0)K0L4*4@(4*04:+0'(5)80M8I0N"01N4*G90#?,@+*0)K08/+0O)I0=P0$Q?4@,)*0(*0!',(50%A%BI

!"#$%&

'()*++,-

Fokker DR.I

Impressed by the rate-of-climb and agility of the British Sopwith Triplane fighter,

German pilots requested an equivalent aircraft. Among the prototypes tried out,

the best proved to be the Anthony Fokker model.

The aircraft featured a fuselage made from steel tubes with fabric covering and three

wings whose section was sufficiently thick to enable it to do without bracing, thus

partially justifying its triplane design.

Series production started in the summer of 1917 and was designated Dr.1. Initially

powered by a German Oberursel engine, the powerplant was progressively changed

to 110-hp Rhône 9 models that were more efficient and, in addition, captured from

the allies!

It was with the Dr.1 that great pilots such as Werner Woss or the famous “Red Baron”

Manfred Von Richthofen, who led his men into battle piloting a red Fokker Dr-1, were

to forge its legend of invulnerability.

At its height, in May 1918, there were 171 planes in service on the front. In the eagle’s

twilight, it was on board his triplane that Richthofen was shot down at 10.35 on the

18 April 1918, in the region of Sailly-le-Sec, in the Somme valley.

Powerplant: Oberursel UrII 110-hp, 9 cylinder, rotary engineWingspan: 7.19 mLength: 5.77 mHeight: 2.95 mEmpty Weight: 400 kgMax Take-off Weight: 590 kgMax speed: 185 kphCeiling: 6,100 mRange: 300 km

.*+/)0/12+/'34*+-/)*/5(-'346//74-/,+'4(,+5/(*/8)9'3(4*86/7(12//12+/),(:(*43/9)5+3/4*5/;11+5//7(12/4/<=3+,:+1>/,)14,6/+*:(*+//?6/12+/<@+9),(43/A3(:21>/4--)8(41()*B/C+?D(31/(*/%EFG//0),/12+/-+,(+-/<H+-/04D82+D,-//5+/94,:D+,(1+->I/12+/)12+,/'346+5/4*/481(J+/,)3+/(*/12+/-2))1(*:/)0//12+/;39/<HK4-/5+-/4->B

!"#$%&

'()*++,-

Fokker DVII

The Fokker D VII is for many the ultimate fighter plane of the First World War.

During the second half of 1917, the Allies had regained air superiority with their SE5s

and Spads. The Germans invited their manufacturers to produce a new prototype for

assessment at a competition held on the Adlershof field in Berlin in January 1918.

The successful Fokkers began arriving at first line units in April 1918. When the D VII

appeared on the western front, allied pilots underestimated it on account of its lack

of aerodynamic qualities compared to the graceful Albatros fighter. But they were not

long in revising their opinion.

One of the reasons was the Fokker’s ability to remain in a virtually vertical position

drawn up by its propeller, on the brink of stalling, and fire at the unshrouded

underbellies of allied reconnaissance planes. Its wing’s special shape gave it good

characteristics at low speed. Positioning itself below the 2-seater, the D VII pilot

was invulnerable and could place his plane nose-up on the brink of stalling. Such

manœuvring ability spread fear in allied ranks.

Powerplant: BMW III 185-hp,6 cylinder, in-line engineWingspan: 8.90 mLength: 6.95 mHeight: 2.75 mEmpty Weight: 730 kgMax Take-off Weight: 880 kgMax speed: 200 kphCeiling: 7,000 mRange: 1 h 30

./+01(,2,13405(-'617+508709:+;),(160<6(=/4>0(-081-+50)*0102+,41(*0*?;8+,0)30'+,()50'61*-01*505)2?;+*4-@0(*0'1,4(2?61,04/+02);'6+4+0-4?570)30A)B0CDDE@04/+0(*-'+24()*021,,(+50)?40870#)+(*=0(*0%E%E0)*0A)B0F&DG01*50,+-+1,2/021,,(+50)?405?,(*=04/+0,+-4),14()*0)304/+0GFEG0H%&B

!"#$%&

'()*++,-

Morane-Saulnier MS 138

While the Morane AI was the first model to feature rigid bracing, the 138 was, in 1921,

the last to use piano wiring.

A monoplane with parasol wings and a 2-seater tandem trainer, the M.S. 138 was

powered by a reliable and amply available 80-hp “Le Rhône” rotary engine.

80 hp hardly seems enough to drive such a plane, but excellent efficiency and its big,

slowly rotating propeller enabled faster take-offs and a cleaner climb than other initial

trainers with equivalent power.

Morane-Saulnier MS 185

When, in the early 30s, the need for an economical and reliable sporting plane

was felt, many small aircrafts were created to meet the demand.

With Morane, this led to the 180 series, which included the 185. Powered by a

9-cylinder, 40-hp Salmson engine, the 185 descended directly from the line of its

large parasol-wing monoplanes. Intended for solo flights and basic aerobatics, it flew

at 130 kph and, despite its total absence of brakes, needed only very short distances

to land. Lightness made up for mediocre power and meant that take-off could also

cope with equally limited range. Unfortunately, only 5 units of the 185 were built, the

Association’s bearing the number 1.

MORANE 138

Powerplant: 90-hp 9C “Le Rhône” rotary engine Wingspan: 10.90 mLength: 6.78 mHeight: 3.69 mEmpty Weight: 517 kgMax Take-off Weight: 770 kgMax speed:135 kph!"#$#%&'()*+++(,Range: nc

MORANE 138

Powerplant: 90-hp 9C “Le Rhône” rotary engineWingspan: 10.90 mLength: 6.78 mHeight: 3.69 mEmpty Weight: 517 kgMax Take-off Weight: 770 kgMax speed: 135 kph!"#$#%&'()*+++(,Range: nc

De l’insouciance à l’enfer… L’âge de feu

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

E/*90# ,(K30# 12+6>)%# ,%# 1/# :-%))%# '1/"%# 9-)# 1%# 6+",%H# L/"9# 1%9# (&/&9A6/K+)90# ,%# "+-.%11%9#&<(+)*%9# ,2-&*1*9/&*+"# ,%# 12/)6%# /()*%""%# ')%""%"&# J+)6%H# I"# '/)1%# ,%# >+6>/),%6%"&90#,2/&&/4-%9# /()+"/./1%90# ,%# ,+$&)*"%9# 9&)/&(:*4-%9# %&# &/$&*4-%90# ,%# M#:-%))%# ($1/*)#N#+O# 12/.*+"#9%#&/*11%#1/#'/)&#,-#1*+"#P

L%# $%9# ,($1*"/*9+"9# ,-# .+1# ,%# 1/# $+1+6>%# +)*:*"%11%# .+"&# "/Q&)%# 1%9# M#R/)>*),9#N7#I*9%/-B# ,%#:-%))%7#L*S$*1%#,25&)%#'1-9#$1/*)#,/"9#12("+"$(#,-#9-K%&#P#@+-9#$%#:("()*4-%0#+"#)%&)+-.%#$%#4-*#J-&#$%)&/*"%6%"&#12/'+&<(+9%#,%9#/.*+"9#3#<(1*$%H#T"%#J+*9#%"$+)%0#,%#12<+))%-)#,-#$+"U*&#"/Q&)/#-"%#9-$$%99*+"#,2/./"$(%9#&%$<"+1+:*4-%9#6/K%-)%9#4-*#V"*)+"&#'/)#'()%""*9%)#12/.*/&*+"H

Curtiss P-40N Warhawk

oiseaux de guerre

AJBS24

oiseaux de guerre

!"#$%&'()*+%,#$%-.#"/0#12#3'+&)2#+%1*#&4"20*)52"6"20#"07#)88"//%'*"6"207##&"#0*),)'&#)9*'8%&":#$*%;1'0#"2#<=>>#;"#?@.A#B1/C14)1D#)22E"/#?@FG:#!"#+"0'0#$%&'()*+%,#E0)'0#H)8'&"#I#+*%;1'*"#"0#I#6)2J1,*"*K#L2#,%&7#'&#+)*;%22)'0##&)#+&1+)*0#;"/#"**"1*/#;"#+'&%0)9":#

ME+)//E#3'"2#),)20#&)#>"8%2;"#N1"**"#6%2;')&"7#'&#8%2210#/"/#O"1*"/#;"#9&%'*"#&%*/#;"#&)#N*)2;"#N1"**"#$)0*'%0'C1":#>1*2%66E/#P#6)8O'2"/#I#8%1;*"#Q#+)*#&"/#R&&"6)2;/#"29)9E/#/1*#&"#H*%20#*1//"7#)1#8%1*/#;"#&)#M"1D'S6"#N1"**"#6%2;')&"7#&"/#$%-.#;",'2*"20#+)*0'81&'S*"6"20#8E&S3*"/#9*T8"#I#&4)80'%2#;"/#P#>%*8'S*"/#;"#&)#21'0#Q:#

U"/#/%*8'S*"/#&I#E0)'"20#;"/#B"12"/#V&&"/#,%&)20#&)#21'0#"0#/"6)20#&)#0"**"1*#+)*6'#&"/#0*%1+"/#"22"6'"/#"2#&"/#)**%/)20#;"#2%63*"1/"/#3%63"/#;"#F#%1#?G#(9:#$%1*#8"#H)'*"7#&412"#;4"20*"#"&&"/#,%&)'0#3)/#)V2#;"#/"#H)'*"#*"+E*"*7#+1'/#/4"2H1W)'0#)1//'0X0#C1"#&4"22"6'#%1,*)'0#&"#H"1:#MS/#8"#6%6"207#6%0"1*/#)1#*)&"20'7#;%28#"2#/'&"28"7#/"/#+"0'0"/#8)6)*);"/#+'C1)'"20#/1*#&"/#;E+)*0/#;"#8%1+/#;"#H"1#"0#&)*91)'"20#&"1*/#8);")1D#"6+%'/%22E/:#

!%*/#;"#&)#91"**"#;"#U%*E"7#&"#$%-.#H10#10'&'/E#+%1*#&"/#6Y6"/#6'//'%2/:#!"#+"0'0#3'+&)2#/"#*E,E&)#12#);,"*/)'*"#+)*);%D)&"6"20#;1*#I#)3)00*"7#8)*#/)#,'0"//"#6)D'6)&"#E0)'0#3'"2#'2HE*'"1*"#I#8"&&"#;"#;E8*%8O)9"#;"/#8O)//"1*/7#C1'#0"20)'"20##;"#&4'20"*8"+0"*K#$*%;1'0#I#+&1/#;"#ZF#GGG#"D"6+&)'*"/#"20*"#?@.A#"0#?@FG7##&"#$%-.#*"/0"#&412#;"/#;"1D#),'%2/#&"/#+&1/#8%2/0*1'0/#;)2/#&"#6%2;":

Polikarpov PO 2

!"#"$%&'#%"()*)+,-.#&"-)!/001).()2#"%3.)4.)056)7-Envergure : 11,40 mLongueur : 8,17 mHauteur : 3,10 mMasse à vide : 770 kgMasse maxi décollage : 1 350 kgVitesse : Croisière 110 km/hPlafond : 3 000 mDistance Franchissable : 630 km

Piloter le Po-2 est pour beaucoup

une récompense, mais pas tout à

fait comme on l’imagine : c’est un

avion aux commandes peu précises,

doté d’une motorisation pas très

puissante, et volant lentement…,

mais nanti d’une « gueule certaine »

et d’une histoire diablement

envahissante, tout comme

le bruit (pas vraiment symphonique)

de son moteur !

oiseaux de guerre

AJBS26

oiseaux de guerre

Focke-Wulf 44 « Stieglitz »

Motorisation : Siemens Sh14a de 150 CvEnvergure : 9,00mLongueur : 7,30mHauteur : 2,70mMasse à vide : 565 kgMasse maxi décollage : 870 kgVitesse : Croisière 172 km/hPlafond : 3 900mDistance Franchissable : 675 km

Ce vénérable ancien combattant

arctique a été découvert à l’état

d’épave par Jean Salis.

Il a été restauré pendant plus de

15 ans, essentiellement à partir

des pièces d’origine, et présenté

pour la première fois au public

en mai 2002, après 33 ans

d’interruption de vol…

!"#$%&'"()'&*+#,-./01233"0"&4#"5&#63#/7'23#8'9)/:"#5920&';#1"5&'3<#=#)>'35&06:&'23?#)/#72)&'("#"&#)"5#)2'5'05@#A)#/#"B":&6<#523#90"C'"0#72)#"3#DEFG@#%'(3<#H60&#I/3J?#)>'3(<3'"60#K6'#/#<(/)"C"3&#1"55'3<#)"#:./55"60#LMDEN?#)>/99/0"')#9"6&#5"#90<7/)2'0#16#;/'&#K6"#&265#)"5#9')2&"5#1"#)/#!6;&M/B"#1"5#/33<"5#FNOPN#23&?#=#63#C2C"3&#1233<#1"#)"60#:/00'Q0"?#72)<#=#5"5#:2CC/31"5#R

!"#%&'"()'&*#9')2&<#9/0#)"#:23&"#S&&2#723#T/("3860(#/#<&<#C<1/'))<#1>20#/6U#V"6U#S)WC9'K6"5#1"#X"0)'3#"3#DEFY@#!/#72)&'("#/<0'"33"#<&/'&?#9260#)/#90"C'Q0"#"&#63'K6"#;2'5?#63"#1'5:'9)'3"#2)WC9'K6"@#Z2&<#1>63#;65")/("#"3#&68"5#1>/:'"0#5261<5?##96'5#"3&2')<#/6&260#1"#)'55"5#"3#82'5?#')#9255Q1"#1"5#/')"5#"&#1"5#560;/:"5#/00'Q0"5##1"#:235&06:&'23#C'U&"#,82'5#"&#C<&/)#)<("04?#<(/)"C"3&#"3&2')<"5@##!"#C2&"60?#"3[3?#"5&#63#%'"C"35#1"#D\N#:7#0";02'1'#9/0#/'0@

!"#LMPP#"5&#<K6'9<#1>63#C2&"60#]#:W)'310"5#"3#<&2')"#%'"C"35#%TDP#^#1"#D\N#:.@##_3#$#8"5&#5"))"0#+#1"#523#<92K6"#0":2336#9260#5"5#9"0;20C/3:"5?#5/#:2352CC/&'23?#"&#5/#;/:')'&<#1"#C/'3&"3/3:"@#A)#1<C/00"#=#)/#C/'3#1Q5#)/#90"C'Q0"#:2C90"55'23#"&#523#806'&#"5&#;"6&0<#"&#./0C23'"6U#=#<:26&"0#"3#72)@#!>/99/0"')#90<5"3&<#"5&#63#/6&."3&'K6"#7<&<0/3#1"#)/#%":231"#`6"00"#C231'/)"a#!"#$#]bG#+#;6&#:235&06'&#5265#)':"3:"#"3#/70')#DEPN#=#)>65'3"#-HZ#1"#c0/(6"?#=#)><92K6"#5265#2::69/&'23#/))"C/31"@#A)#/#<&<#)'70<#9/0#)>̂ ))"C/(3"#=#)/#L20:"#/<0'"33"#[3)/31/'5"#"&#;6&#6&')'5<##9260#)/#;20C/&'23#1"#9')2&"5?#/'35'#K6"#:2CC"#/7'23#1"#)'/'523#"&#1"#0":233/'55/3:"@#

AJBS28

oiseaux de guerre

Boeing PT-13 « Stearman »

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

"Naval Aircraft Factory N3-N

X3"&0+."34(")400(."5Y"B"T3$*5"Z)'3+$-";+&)'%)-@"!'$54(+"5)-0"3&0")+&3(&'0"5&"3)"[)'(-&""5&"T$-/"\&)#O."5)-0"3&"045"5&"3)"Z)3(<$'-(&."(3"&0+"5&0+(-7"B"4-"40)/&"5)-0"5&0"]$-&0"$^"3:)('"&0+"+'$2"0)3(-"2$4'"3&0"0+'4#+4'&0"&-"+41&0"5:)#(&'@"Z&0")+&3(&'0."027#()3(070"_40C4:)3$'0"5)-0"3)"#$-0+'4#+($-"5&"5('(/&)13&0"'(/(5&0."'&/$'/&-+"5&"0+$#`0"(-4+(3(070"5&"%7+)3"37/&'"a"#:&0+")(-0("C4&"3&"L8EL"O7'(+)"5:4-"<40&3)/&"&-"#$'-(W'&0""5&"54')34%(-(4%"'(D&+7&0."4-"%$5&"5&"<)1'(#)+($-"234+b+"')'&@"c$+7"5:4-"%$+&4'""5&"M8P"$4"5&"899"#O&D)4K."3&"L8EL"&0+"2340"37/&'"C4&"3&"!,EF8"&+"0&"%$-+'&"37/W'&%&-+"2340"2&'<$'%)-+."B"24(00)-#&"7/)3&@

BOEING STEARMAN

Motorisation : Continental R670-5 de 220 Cv / Lycoming R680 B4E de 225 CvEnvergure : 9,80 mLongueur : 7,63 mHauteur : 2,79 mMasse à vide : 878 kgMasse maxi décollage : 1 230 kgVitesse : 170 km/hPlafond : 3 415 mDistance Franchissable : 815 km

NAVAL AIRCRAFT FACTORY N3N-3

Motorisation : Wright R 760-2 / R 760-8 de 235 CvEnvergure : 10,36 mLongueur : 7,88 mHauteur : 2,85 mMasse à vide : 947 kgMasse maxi décollage : 1 236 kgVitesse : Maximum 230 km/h Plafond : 4 663 mDistance Franchissable : 756 km

AJBS30

oiseaux de guerre

Stinson « Reliant »

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

I&#78LL#"22"$3)#*%#0U#U%*-"&)Q#7EE#%P%.2*"-$%1#%)#3&#"&#2*31#)"$/9#*+"22"$%-*#H3)#AF3-2A#/%#,(*%)19#3&#$"V&%.%&)#$"$%#2(3$#*+A2(F3%6#0"#<$"&/%#%)#'(&H($)"4*%#'"4-&%#/%#'-&F#2*"'%1#(W$-)#"3#U%*-"&)#3&#'%$)"-&#13''C1#'(..%$'-"*6#I)#F3"&/9#%&#78LX9#*+-&<A&-%3$#Y(4#M?%$#'(&R3)#1"#&(3,%**%#"-*%#/-)%#Z#%&#.(3%))%#[9#-*#*3-#/(&&"#1"#."$F3%#/-1)-&')-,%9#5#)%*#2(-&)#F3%#*+(&#S&-$"#2"$#2"$*%$#/%#Z#*+M-*%#/%#.(3%))%#U%*-"&)#[6#

!%#0UJ\#%)#1(&#"-*%#/%#.(3%))%#/(&&"#*%#/A2"$)#/%#*"#1A$-%#*"#2*31#2$(*-SF3%#/%#1"#<"..%6#M,%'#*"#<3%$$%9#*+"&'-%&&%#Z#>"/-**"'#/%#*+"-$#[#/%,-&)#*"#Z#4(&&%#5#)(3)#H"-$%#[#/%1#H($'%1#M**-A%1Q#!%1#U%*-"&)#S$%&)#*%3$#/%,(-$#%)#2"$)-'-2C$%&)9#5#*%3$#."&-C$%9##5#*"#,-')(-$%#M**-A%#%&#I3$(2%#%)#/"&1#*%#]"'-SF3%6#](3$#*"#2%)-)%#;-1)(-$%9#*%#0)-&1(&#'(&&3)#F3%*F3%1#2-*()%1#.A.($"4*%1#%)#2(3$#&+%&#'-)%$#F3+3&#̂ #3&#'%$)"-&#_`-<;)#I-1%&;(`%$9#F3-#","-)#"11-1)A#"3P#%P;-4-)-(&1#/%#:");%$-&%#0)-&1(&#%&#787a#T

Motorisation : R-680-6 de 245 Cv / Wright en étoile de 350 Cv / Pratt & Whitney en étoile de 450 CvEnvergure : 12,76 mLongueur : 8,40 mHauteur : 2,61 mMasse à vide : 1055 kgMasse maxi décollage : 1 575 kgVitesse : 244 km/hPlafond : 4 725 mDistance Franchissable : 1 040 km

Le Reliant est arrivé en France en

1937, caché pendant l’occupation

allemande, puis finalement confié

à l’Armée de l’Air française lors

de la Libération. La paix revenue,

il fut rendu à son propriétaire qui,

sur la fin de sa vie, le confia à Jean

Salis afin que celui-ci l’intègre

et le conserve en état de vol sur

le plateau de l’Ardenet.

AJBS32

oiseaux de guerre

De Havilland DH89 « Dragon Rapide »

!"#$%&%'#()*""+,#-,#(*#./*0,/1+,#-,#(*#2*"34,#5*/#6(+/78.'#(*#1837+.+#3/++,#5*/##97/#:,8;/,<#=,#>*07((*"-#5/,"-#18"#,"08(?#98"#471.87/,#,1.#@*/AB+,#5*/#(,#C+"7,##-,#18"#3/+*.,B/'#38"17-+/+#38@@,#()B"#-,1#37"A#@,7((,B/1#38"3,5.,B/1#-)*078"##*B#@8"-,?#D(#-8""*#"*711*"3,#E#B",#F*@7((,#-)*078"1#-,#./*"158/.'#"8@@+1##-)*5/G1#(*#(7H,((B(,#I=/*C8"#J<K'#AB7'#1*"1#/+08(B.78"",/#()*07*.78"'#*338@5*C"*##18"#-+0,(855,@,".#1B/#H7,"#-,1#-,1.7"*.78"1'#-,1#F/8".1#,.#-,1#38".7",".1#?

L,#=>M%#N#=/*C8"#O*57-,#P'#3,/.*7",@,".#(,#5(B1#3+(GH/,#-,#(*#F/*./7,'#,1.#B"##C/*"-#H75(*"#H7@8.,B/#AB7#*((7,#B",#+.8""*".,#+(+C*"3,#-,#(7C",1#E#-)7@58/.*".,1#./*Q"+,1#*+/8-<"*@7AB,1#5*/*17.,1?#R",#(7C",#17#3*/*3.+/71.7AB,#-B##N38B5#-,#3/*<8"P#=,#>*07((*"-?

S#(*#T"#-B#38"J7.'#(,1#=>M%#*H*"-8""G/,".#(,B/1#5,7".B/,1#-,#CB,//,#,.#FB/,".#/*57-,@,".#/,38"0,/.71#-*"1#()B1*C,#3707('#8U#7(1#5*/.7375G/,".#*3.70,@,".#*B#/,"8B0,*B#-B#./*"158/.#*+/7,"?#V*/*((G(,@,".'#(,#5,.7.#N#=/*C8"#P#./8B0*#B",##1,38"-,#W,B",11,#,"#C/7@5*".#@*7".,1#F871#5*/#W8B/#E#X#Y&&#@G./,1#58B/#(*/CB,/##(,1#1,5.#5*/*34B.71.,1#AB7#1,#(80*7,".#,"#18"#FB1,(*C,#-,#H871#,.#-,#.87(,Z#

Motorisation : De Havilland Gipsy Queen de 200 CvEnvergure : 14,63 mLongueur : 10,52 mHauteur : 3,12 mMasse à vide : 1 465 kgMasse maxi décollage : 2 720 kgVitesse : Croisière 225 km/hPlafond : 4 875 mDistance Franchissable : 837 km

En 1981, à l’aube de sa nouvelle

vie, le « Dragon » fut engagé

dans ce qui reste peut-être l’une

des plus belles aventures : une

course Paris-New York-Paris,

« L’Air Transat 81 ». Renvoyant

les Cassandre au fond de leurs

hangars, l’équipage, composé de

Pierre Dague et de Jean Salis,

finit le périple bel et bien classé,

avec un prix d’élégance en prime !

AJBS34

oiseaux de guerre

Beechcraft D18

!"#$%&'$#()**)+)&$%,#(&"++-%./012)$$)3%4'(%*),%40*"$),%+0*0$'0(),%5('&1"42"&),%6#0%*7#$0*0,8()&$9%1)%4)$0$%:0+"$)#(%;)%*'%<&%;),%'&&-),%=>%),$%1"&,0;-(-%?%@#,$)%$0$()%1"++)%*7#&%;),%A('&;,%1*',,06#),%;)%*7'B0'$0"&C%

D)%/))12%EF9%;-B)*"44-%4'(%GH'&)%I'**'1)9%-$'0$%;)%1"&1)4$0"&%(-,"*#+)&$%+";)(&)%4"#(%,"&%-4"6#)C%J"&"4*'&%?%'0*)%:',,)9%*)%.%EF%3%4",,8;)%#&)%,$(#1$#()%)&$08()+)&$%+-$'**06#)9%#&%$('0&%;7'$$)((0,,'A)%),1'+"$':*)%)$%#&)%-$"&&'&$)%5'10*0$-%?%,7';'4$)(%'#K%:),"0&,%;)%,),%#$0*0,'$)#(,%C%L"&,$(#0$%;)%5'M"&%,#N,'++)&$%(#,$06#)%4"#(%4)(+)$$()%#&%)&$()$0)&%'0,-9%0*%;0,4",'0$%;7)&$(-)%;)%;)#K%)K1)**)&$,%O('$$%P%I20$&)Q%;)%RS>%12)B'#KC

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otorisation : Pratt &

Whitney R985 AN 14D de 450 Cv Envergure : 15,14 mLongueur : 10,73 mHauteur : 3,74 mMasse à vide : 2 580 kgMasse maxi décollage : 4 350 kgVitesse : Croisière 290 km/hPlafond : 6 500 mDistance Franchissable : 2 600 km

Ayant constitué pendant plus

de trente ans l’avion de base

des écoles de pilotage sur

bimoteurs, ainsi que des écoles

de vol sans visibilité, le Beech 18,

produit à 9 100 exemplaires, est

très injustement accablé de la

réputation d’être difficile à poser.

Et d’une autre, méritée celle là,

d’avion sans problème.

AJBS36

oiseaux de guerre

Fieseler Fi 156 Storch

!"#$%&'($)*+,"-.#$%&+.&'+&*+,"#./'+&'($,#0#%+&-11+2-%'+&/.#1#*3&4-,&1+*&-,23+*&-11+2-%'+*&-/&5$/,*&'+&1-&6+5$%'+&7/+,,+&2$%'#-1+8&5+.&-44-,+#1&-/9&#24,+**#$%%-%.+*&:/-1#.3*&'+&"$1&1+%.&;/.&.,<*&*$/"+%.&/.#1#*3&4$/,&#%.+,"+%#,&'-%*&'+*&+%',$#.*&.=3$,#:/+2+%.&#%.+,'#.*&-/9&-/.,+*&-"#$%*>&?(+*.&-#%*#&:/(/%&@&6.$,5=&A&4+,2#.&'+&1#)3,+,&B/**$1#%#&'+&*$%&=C.+1D4,#*$%&*#./3&*/,&1+&*$22+.&+*5-,43&'/&7,-%&6-**$>&

!4,<*&EFGH8&1+&I#&EHJ&;/.&2$'+,%#*3&+.&4,$'/#.&4-,&B$,-%+&4$/,&1+&5$24.+&'+&1(!,23+&'+&1(!#,>&6$%&-#1+&$,#0#%+11+&-"-#.&;-#.&41-5+&K&/%+&*.,/5./,+&23.-11#:/+&41/*&*$1#'+8&&2-#*&41/*&1$/,'+8&5+&:/#&L.&4-**+,&*-&"#.+**+&2#%#2-1+&'+&GH&K&HH&M2N=>&O1/*&.-,'8&&1+&2$.+/,&!,0/*&*+&;-#*-%.&,-,+8&1+*&6.$,5=&;/,+%.&,+2$.$,#*3*8&+%.,+&-/.,+*8&-"+5&&'+*&6-12*$%8&.$/P$/,*&+%&3.$#1+&K&1(+95+4.#$%&'(/%&*+/18&:/#&,+Q/.&/%&R+%-/1.>&

S+&I#&EHJ&*(-44+1-&-1$,*&B$,-%+&HTT8&HTE&K&HTH8&*+1$%&*-&2$.$,#*-.#$%>&?+1/#&&'+&1(!2#5-1+&+*.&1(/%&'+*&.,<*&,-,+*&",-#*&I#&EHJ8&2-#*&-"+5&'+*&-#1+*&*#0%3+*&&B$,-%+8&1+*&-#1+*&)$#*&'($,#0#%+&%+&4$/"-%.&+%&-/5/%&5-*&U.,+&/.#1#*3+*&+%&,-#*$%&&'/&"#+#11#**+2+%.&'+*&5$11+*&+241$V3+*&4-,&1+*&!11+2-%'*>

Motorisation : Argus As 10C-3 8 / cylindres en V inversés de 240 CvEnvergure : 14,25 mLongueur : 9,90 mHauteur : 3,05 mMasse à vide : 930 kgMasse maxi décollage : 1 325 kgVitesse : Croisière 130 km/hPlafond : 4 600 mDistance Franchissable : 385 km

Copié intégralement sur le Fi

156 « Storch », mais construit

par Morane et équipé d’un

moteur Salmson développant

240 chevaux, le MS 502 est

considéré par de nombreux

pilotes comme celui de la série

qui vole le mieux. Celui présent

à Cerny est décoré aux couleurs

de l’Aéronavale qui l’utilisa jadis.

AJBS38

oiseaux de guerre

Piper J3 / L-4 « Cub »

!"#$%&'$()*+,*-.,%*/0.12()*+)%*34$'5%*.06)(%*)%&*.'56,)*)&*,5*-),*/'7-.$8,0)9**:..)*/'77)5/)*)5*;<=;*.'(%8,)*+),>*373&),(%*370($/3$5%?*@3A.'(?**."$5605$),(*)&*B$-)(?*."#'77)*+"3C3$()%?*.35/)5&*,5*7$5,%/,.)*34$'5?**.)*@3A.'(*:DE?*23-&$%0*F,29*G.*()5/'5&(3*$770+$3&)7)5&*,5*%,//1%*$5',H?**34)/*-.,%*+)*;*IJJ*)>)7-.3$()%*/'5%&(,$&%9*

K3$%*/)*5"0&3$&*8,",5*+02,&9*:5*;<=I?*@3A.'(*)&*B$-)(*%)*%0-3(1()5&?*L'(735&**.)%*%'/$0&0%*@3A.'(/(3L&*)&*B$-)(9*F")%&*.3*%)/'5+)*8,$*/'55,&*.3*6.'$()9**:5*;<=M*%'(&$&*.)*B$-)(*ND=?*,5*:DE*370.$'(0*)&*-.,%*-,$%%35&?*+'5&**I*IJJ*)>)7-.3$()%*L,()5&*/'5%&(,$&%*3435&*;<O;*P*

F)&&)*3550)D.Q?*."3(70)*370($/3$5)*3/#)&3*.3*4)(%$'5*+)*RI*/#*-',(**)5*L3$()*%'5*34$'5*+)*.$3$%'5*)&*+"'2%)(43&$'5*(3--('/#0)9*B.,%*+)*I*RJJ*F,2**7$.$&3$()%*S!DOT*L,()5&*-('+,$&%9

U-(1%*.3*6,)(()?*.3*%$7-.$/$&0*)&*.)*23%*-($>*+,*F,2*%0+,$%$()5&*.)%*30('D/.,2%*+,*7'5+)*)5&$)(9*;I*JJJ*F,2*/$4$.%*)&*7$.$&3$()%*L,()5&*3$5%$*-('+,$&%*)5*+)*7,.&$-.)%*4)(%$'5%?*-)5+35&*-()%8,)*OJ*35%9*B.,%*)5/'()V*G.*)%&*-'%%$2.)*+)*5'%*W',(%*+"3/8,0($(*+)%*(0-.$8,)%*-()%8,)*$+)5&$8,)%*',*+)%*0.07)5&%*/'7-.)&%?*/'77)**+)%*3$.)%?*&'&3.)7)5&*/'7-3&$2.)%*34)/*,5*3--3()$.*+"'($6$5)*P*

Motorisation : Continental A-65-8 4 cylindres à plat de 65 CvEnvergure : 10,74 mLongueur : 6,83 mHauteur : 2,03 mMasse à vide : 345 kgMasse maxi décollage : 550 kgVitesse : Croisière 120 km/hPlafond : 3 500 mDistance Franchissable : 354 km

Le Cub de 65 cv est très facile

à piloter, complet et bien

coordonné, et pardonne les fautes

de pilotage les plus grossières…

Pour ces raisons, le Cub reste

un extraordinaire avion pour

l’apprentissage du pilotage.

Pour beaucoup de pilotes, s’il ne

devait en rester qu’un, ce serait

forcément le CUB !

AJBS40

oiseaux de guerre

Junkers Ju52-3m

!"#$%"$#&'("$#&)#*+#,+--./-)0#,)$#+11+-).2#3"$#1-%1%*'#4#2+#5"3$6+7*+#*%"*#2+#3%-8)#&9"7#8%7%8%$)"-#:".0#)7#-+.*%7#&)#*+#$-%1#8+7.3)*$)#*%"*;8%$%-.*+$.%70##3"$#.81.$%<+(2)8)7$#-)3"*'=#>2#-)?"$#+2%-*#&)"@#8%$)"-*#*"112'8)7$+.-)*#)$##1"$#+.7*.#3+.-)#,+--./-)#+"#*).7#&)#2+#,%81+A7.)0#8+.*#*"-$%"$#&+7*#2+#$%"$)#7%"B)22)#5"3$C+D)0#:".#7)#,)**+#&/*#2%-*#&)#*)#&'B)2%11)-=#

E9+*1),$#"7#1)"#B.).22%$0#8F8)#1%"-#*%7#'1%:")0#,)#A-%*#$-.8%$)"-#-"*$.:")0#)7$./-)8)7$#BF$"#&)#$G2)#%7&"2')0#'$+.$#1%"-$+7$#H+(2)#)$#+1$)#4#"7)#"$.2.*+$.%7#4#1+-$.-#&)#$)--+.7*#'$%77+88)7$#,%"-$*#)$#*%88+.-)8)7$#+8'7+A'*=#I7#-)$-%"B)#2)#J"7K)-*#&+7*#&)*#-G2)*#+"**.#B+-.'*#:")#2)#$-+7*1%-$0#2)#1+-+,6"$+A)0#2+#,6+**)#+"@#8.7)*#*%"*;8+-.7)*L#5)#$%"$#&',2.7'#)7#B)-*.%7#$)--)*$-)#)$#6<&-+B.%7#4#M%$$)"-*=

N-"<+7$)#)$#1)"#B'2%,)0#2+#O#P+7$)#J"#Q#2+.**)#1%"-$+7$#"7#+**)R#(%7#*%"B)7.-#4#,)"@#:".#29"$.2.*/-)7$=#S+"3#1)"$;F$-)#+"@#1.2%$)*#+22)8+7&*#:".0#4#*%7#(%-&0#&"-)7$#-+B.$+.22)-#S$+2.7A-+&#+"#,%"-*#&9"7#,'2/(-)#6.B)-#1+-$.,"2./-)8)7$#2%7A#)$#-.A%"-)"@=#

!1-/*#2+#H7#&)#2+#S),%7&)#T")--)#8%7&.+2)0#.2#3"$#$%"$#7+$"-)22)8)7$#"$.2.*'#1+-#29!-8')#&)#29!.-0#)$#-)(+1$.*'#O#J"2.)#Q#1+-#2)*#1.2%$)*=#E9+"$-)*#+-8')*0#)*1+A7%2)*#)$#1%-$"A+.*)*#7%$+88)7$0#+.7*.#:")#&)#7%8(-)"*)*#,%81+A7.)*#+'-.)77)*0#&%7$#!.-#U-+7,)#)$#29!'-%1%*$+2)0#29%7$#)812%<'#'A+2)8)7$#+"@#,G$'*#&)#*%7#+2$)-;)A%#+8'-.,+.70#2)#E%"A2+*#EVW=

Motorisation : BMW 132A de 660 CvEnvergure : 29,25mLongueur : 18,9mHauteur : 6,10mMasse à vide : 6 510 kgMasse maxi décollage : 10 500 kgVitesse : Croisière 215 km/hPlafond : 6 000 mDistance Franchissable : 1 000 km

Ce « Ju » est en fait l’un des premiers

CASA 352 construits en Espagne.

Le fuselage fut produit en Allemagne

par Junkers et les ailes en Espagne

par CASA, en 1943. Cette alliance

de genre entre un « père allemand »

et une « mère espagnole » devant

permettre le lancement des chaînes

de production hispaniques…

Douze années furent nécessaires

à son entière restauration .

AJBS42

oiseaux de guerre

Douglas DC3 / C-53 / C-47 « Dakota »

!"#$%&"#'()&&)*"+,-#./*01223#4)51$)#&)*#,".#607,)+.-#".$#$+*3#&)*#'"/8#21$"/*.##9*)$$#:#;<+$0"%#=>?@AB#'"#?CBB#D<"E)/8-#E1,"#F#C@B#52G<#"$#&1..H'"#,)#*"2)*I/)J,"#D)&)D+$3#'()'2"$$*"#/0"#D<)*7"#/$+,"#37),"#F#.10#&1+'.#F#E+'"K#

4)0.#.".#'+L3*"0$".#E"*.+10.#2+,+$)*+.3".-#,"#M#4)5#N#E1,"*)#./*#$1/.#,".#O*10$.#"$##'"#&)*$#"$#'()/$*".#'".#,+70".#'"#O*10$K#P0#"L"$-#,".#Q)&10)+.#"$#,".#R1E+3$+I/".#)E)+"0$#,"/*.#&*1&*".#E"*.+10.-#'S2"0$#D1&+3".#"$#D10.$*/+$".#&)*#,"/*.#.1+0.#T

4".D"0')0$.#'(/0#&*1U"$#'()E+10#D122"*D+),#V,"#M#!#N#'"#4!AW#'"#?XAC-#+,.#D10$+0/"0$#"0D1*"#)/U1/*'(</+#F#$*)0.&1*$"*#O*"$#"$#&)..)7"*.-#01$)22"0$#"0#623*+I/"#!"0$*),"K#9,/.#"0D1*"#Y#/0"#E"*.+10#"0$+H*"2"0$#*"2)0+3"#"$#3I/+&3"#'"#$/*J+0".#9*)$$#:#;<+$0"%#9Z>[#".$#$1/U1/*.#'+.&10+J,"#)/8#\$)$.>]0+.#D<"^#_).,"*K##`0#&"/$#E1+*#E1,"*#D".#U"/0".#)0Da$*".#'"#,(6*D$+I/"#F#,(60$)*D$+I/"-#'(6.+"##"0#623*+I/"-#&*1/E)0$#I/"#D",/+#I/+#)E)+$#)0010D3-#+,#%#)#'3UF#J+"0#,107$"2&.#Y##M#R"/,#/0#4!A#&"/$#*"2&,)D"*#/0#4!A#N-#)E)+$#E/#U/.$"#T

Motorisation : Pratt & Whitney R-1830-92 de 1200 CvEnvergure : 29,11 mLongueur : 19,43 mHauteur : 5,18 mMasse à vide : 8 255 kgMasse maxi décollage : 11 794 kgVitesse : Croisière 300 km/hPlafond : 7 300 mDistance Franchissable : 2 575 km

Les « Gooney Bird » de la Ferté

furent jadis, pour l’un (aux couleurs

du débarquement) , largueur de

parachutistes d’essais, « maximisé »

par Air France, puis utilisé par France

Télécom… L’autre (un ex-C-53) fit le

bonheur de maintes compagnies entre

les Amériques du Nord et Centrale,

l’Europe et l’Afrique !

AJBS44

oiseaux de guerre

North American T-6 « Texan »

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

L"'<=>'J-&'-&0(056'H'$2%-&."5'&I*:"5'D-2H'(%'J+./%&0+#'$"'80(+&"5B'G('J-&'*+#M-'8+-.'8+-4+0.'"/8+.&".'-#'/0#0/-/'$2%./"/"#&B'L+.5D-"'$"5'*+#N0&51'H'*%.%*&7."'0#5-.."*&0+##"(1'6*(%&7."#&1'0('%88%.-&'*+//"'(2%40+#'O'$"'8+(0*"'P'("'/0"-?'%$%8&6''"&'("'8(-5'$058+#0E("B'C2"5&'%0#50'D-"'("'<=>'$"40#&'%40+#'$2%88-0=J"-Q'%4"*'(2;./6"''$"'(2;0.'"#';(F6.0"1'("5'!+.&-F%05'%-'R+S%/E0D-"1'"#';#F+(%'"&'"#',-0#6"1'+-'%4"*''("5'358%F#+(5'$%#5'("')%:%.%B

L"5'9;'>T'"&'>U'J-."#&'*.665'8+-.'"V"*&-".'$"5'+86.%&0+#5'$"'8+(0*"B'<.+8'("#&5'"&'%./65'$"'/0&.%0(("-5"5'$"'&.+8'8"&0&'*%(0E."1'0(5'#26D-087."#&'D-"'*".&%0#5'8%K5'$2;/6.0D-"'$-')-$B'<.75'8.+*:"5'$-'<>1'*"5'%40+#5'#2"#'$0V7."#&'D-"'8%.'(2%$W+#*&0+#'$2-#"':6(0*"'&.08%("1'-#':%E0&%*("'/+#+80(+&"'"&'D-"(D-"5'$6&%0(5'%6.+$K#%/0D-"5'%-?'"V"&5'8"-'#+&%E("5B

Motorisation : Pratt & Whitney R 1340-49 en étoile de 600 CvEnvergure : 12,81 mLongueur : 8,84 mHauteur : 3,57 mMasse à vide : 1 825 kgMasse maxi décollage : 2 380 kgVitesse : Croisière 270 km/hPlafond : ncDistance Franchissable : 1 190 km

On peut trouver, aux cotés des

authentiques T-6, certaines

« variations sur le thème »…

Le NA 68 qui fut utilisé par Pierre

Schoendorffer pour le film Dien-

Bien-Phu, dans lequel il joua le

rôle d’un «Hellcat» de l’Aéronavale,

et une « transformation » peu

ordinaire mais très à propos

d’un Texan en… Zéro, le fameux

chasseur japonais, tout aussi

présent dans les cieux du

Pacifique que les productions

hollywoodiennes d’après-guerre !

AJBS46

oiseaux de guerre

Boeing B-17G « Flying fortress »

!"#$%"&'(#$)*+#,-&#./#0%'#12"3&"2#4%5#"'#*6789#:-/#5"#12"3&"2#;%3;<2=&"2##0/2</>(&,-"#<3>2&?<&'@#A5#1%2/"#;&"'#0%'#'%3#="#B5C&'(#B%2/2"00#DB%2/"2"00"#4%5<'/"E#/<'/#&5#"0/#F>2&00>#="#3&/2<&55"-0"0@#G'#?"5<9#&5#"0/#5"#:2-&/#=H-'"#&=>"#?%-2<'/"#=<'0#5"0#<''>"0#7I9#0"5%'#5<,-"55"#?"#("'2"#=H<4&%'#5%-2="3"'/#<23>#0"2<&/#<-00&#&'4-5'>2<;5"#=<'0#5"#?&"5#,-"#5"0#'<4&2"0#?-&2<00>0#5H>/<&"'/#0-2#5"0#3"20@

J'"#;&"'#3<-4<&0"#&=>"#@#!"0#?F<00"-20#<55"3<'=0#%'/#4&/"#<112&0#?%3;&"'##?"0#;%3;<2=&"20#(><'/0#>/<&"'/#:2<(&5"0#5%20,-H&50#>/<&"'/#<//<,->0#1<2#5H<4<'/@##!"0#K3>2&?<&'0#<L%-/M2"'/#<5%20#="-N#3&/2<&55"-0"0#0%-0#5"#'"O#="#5<#4"20&%'#P##=-#$)*+Q#G/#2"':%2?M2"'/#5"0#"0?%2/"0#="#?F<00"-20#<-/%-2#="#5"-20#;%3;<2=&"20#R

!"#$)*+P#"3;<2,-<&/#-'#1&5%/"9#-'#?%1&5%/"9#-'#%1>2</"-2#2<=&%9#-'#'<4&(</"-29##-'#;%3;<2=&"29#"/#?&',#3&/2<&55"-20#D=%20<59#4"'/2<59#="#,-"-"#"/#="#0<;%2=0E@##A5#>/<&/#<23>#1<2#*7#3&/2<&55"-0"0#5%-2="0#="#*S9+#33#"/#1%-4<&/#"33"'"2#L-0,-HT#+#III#U(#="#;%3;"0#<-#?V-2#="#5HK55"3<('"@

!"#$)*+#>/<&/#0-2/%-/#-'#<4&%'#=H-'"#2%;-0/"00"9#=H-'"#0&315&?&/>#"/#=H-'"#:<?&5&/>##="#1&5%/<("#"N"315<&2"0@#W"0#,-</2"#3%/"-20#X2&(F/#YC?5%'"#="#*#SII#?4##5"#12%1-50<&"'/#<-#3&"-N#T#ZSI#U3[F#"'4&2%'9#"/9#(2\?"#T#5"-2#/-2;%?%312"00"-209##5"#1%2/<&"'/#T#15-0#="#]#III#3@#

Motorisation : Wright R-1820-97 «Cyclone» de 1 200 CvEnvergure : 22,66 mLongueur : 31,62 mHauteur : 5,82 mMasse à vide : 16 391 kgMasse maxi décollage : 29 710 kgVitesse : Croisière 293 km/hPlafond : 10 850 mDistance Franchissable : De 1 800 à 4 400 km

Le B-17G de l’association

« Forteresse toujours volante »,

véritable ancienne combattante

de l’USAAF, vient de l’Institut

Géographique National (qui

l’utilisait comme plateforme

photographique).

De bête de meeting aérien à diva

des plateaux de cinéma, il n’y

a qu’un pas qu’elle a franchi en

figurant dans la distribution du film

« Memphis Belle » (1990), aux cotés

de Matthew Modine, Eric Stoltz,

Tate Donovan, D.B. Sweeney,

Billy Zane et Harry Connick Jr.

AJBS48

oiseaux de guerre

Curtiss P-40N Warhawk

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

%"$`4'H4ab$@')($@4'(A$642)#A$=$94$'"<01B&Z("$2"#$S9"#$2&$*4<)cB&"A$4I"<$9"$C$,^(H>$T):H("'$L'0&@$EA$#0&#$9"$107$2"$C$!)((9"$W"411"$EA$4&5$74)1#$2&$9)"&("141($`4''"1>$$d&)A$P)"1$2"#$2?<"11)"#$@9&#$(4'2A$'"I)($I09"'A$4I"<$&1"$<"'(4)1"$?70()01A$$#01$4I)01$"1$D&#('49)">

L’Australien Murray Griffiths,

qui a entièrement restauré

ce P-40, a retrouvé son pilote,

le lieutenant Warren, le dernier

à l’avoir mené au combat avant

qu’il ne soit abandonné sur

le terrain de Tadji (Papouasie

Nouvelle-Guinée).

Le visage de Robert Warren

retrouvant « son » avion reste

certainement l’une des plus

belles récompenses donnée

à l’équipe de passionnés qui

passa tant et tant d’heures

au chevet de ce vieux soldat !

Motorisation : Allison V-1710-81 en V, de 1200 CvEnvergure : 11,37 mLongueur : 10,16 mHauteur : 3,23 mMasse à vide : 2 903 kgMasse maxi décollage : 5 171 kgVitesse : Croisière 496 km/hPlafond : 9 449 mDistance Franchissable : nc

AJBS50

oiseaux de guerre

North American P-51D « Mustang »

!"#$#%&'()*+#,#-&(#./*0&#"*(1"#2345#"(#23446#7#8)#9":)*9"#9"'#;1<()**<=&"'6#>/&1#>)88<"1#8"#:)*=&"#./*'()*(#9"#.?)''"&1'@#A/*'(1&<(#)&#>8&'#B<("#C22D#E/&1'6#&*#"F>8/<(#GH6#8"#>1/(/(I>"#9/**)#(/&("#')(<'-).(</*#J#8)#'K1<"#>&(#L(1"#8)*.K"#<::K9<)(":"*(@#

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

!PK()8/*#9PT*+8"[//96#8P&'<*"#>1<*.<>)8"#9"#\/1(?#S:"1<.)*6#"'(#./*'<9K1K#./::"##8"#:"<88"&1#.?)''"&1#)88<K#9"#8)#Z"./*9"#]&"11"#:/*9<)8"@#T8#-&(6#)B".#'/*#-1^1"##8"#$#_[<*#%&'()*+#,6#8"#9"1*<"1#.?)''"&1#7#?K8<."#/>K1)(</**"8#9"#8P`@Z#S<1#a/1."##"(#9)*'#8"#:/*9"#C23b4#N#UK>&Q8<=&"#W/:<*<.)<*"Hc#a"1:"d#8"'#I"&F#J#8"#.?)*(##9"#."(#)B</*#B/&'#-)<(#B<Q1"1#(/&(#)&()*(#=&"#'/*#)88&1"@

Motorisation : Packard Merlin V-1650-7 en V de 1 695 CvEnvergure : 11,28 mLongueur : 9,83 mHauteur : 4,17 mMasse à vide : 3 465 kgMasse maxi décollage : 5 490 kgVitesse : Croisière 580 km/hPlafond : 12 770 mDistance Franchissable : nc

On a raconté beaucoup d’histoires

sur le Mustang, avançant la difficulté

de pilotage à basse vitesse et

la finesse requise pour dompter

la bête. Pourtant, ceux qui

murmurent à l’oreille du pur-sang

savent qu’il est bien plus docile

et moins inquiétant qu’il n’y paraît,

à condition de le respecter, lui,

son aile laminaire, son hélice et

tout l’air qui se déplace autour !

AJBS52

oiseaux de guerre

Chance-Vought F4U-5NL « Corsair »

!"#$%&'&'($"#)*#+&%,-.%#/'-.'#)"#'&*,#0",#12-,,"*%,#)"#,&3#/$&4*"#1"0*.#4*.#$&,,/)-.'#0"#5&'"*%#0"#$0*,#$*.,,-3'6#072/0.1"#0-#$0*,#8%&,,"#"'#,-3,#)&*'"#07-.0"#0-#$0*,#0-%8"9#:0#;*'#/8-0"5"3'#0"#$%"5."%#12-,,"*%#-5/%.1-.3#<#)/$-,,"%#0",#=>?#@5A29#

!"#B#+&%,-.%C#%",'"%-#1&55"#07*3#)",#-D.&3,#)"#0/8"3)"#)"#0-#8*"%%"#)-3,##0"#E-1.F4*"9#G&3#-.0"#"3#B#H#C6#$%.31.$-0"5"3'#)",'.3/"#<#).5.3*"%#0-#0&38*"*%##)*#'%-.3#)7-''"%%.,,-8"#I"3#-5/0.&%-3'#)7-*'-3'#0-#,&0.).'/6#0-%8"5"3'#,&00.1.'/"##0&%,#)",#-$$&3'-8",#,*%#$&%'"J-D.&3,6#'&*'#"3#1&3,"%D-3'#*3"#8-%)"#,*K,-3'"##<#,&3#2/0.1"#L6#0"#%"3)#$-%'.1*0.M%"5"3'#%"1&33-.,,-N0"9#

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`*D%-3'6#$"*#).K1.0"#<#$.0&'"%#"'#'%M,#%&N*,'"6#0"#+&%,-.%#;*'#/4*.$/6##,"0&3#,",#D"%,.&3,6#)"#4*-'%"#<#,.V#5.'%-.00"*,",#&*#4*-'%"#1-3&3,#)"#X?#556#N&5N",#&*#-*'%",#%&4*"''",9#]5-'"*%,#1&55"#3&D.1",#0"#).,'.38*"3'#"3'%"#'&*,#a#,'-%#)",#B#bc'",#d%e0/",#C6#.0#2-3'"6#-*V#1f'/,#)*#g-^&%#h%"8&%(#B#E-$$(#C#d&(.38'&36#07.5-8.3-.%"#)"#N."3#)",#-)*0'",6#%",'/,#"31&%"#*3#$"*#"3;-3',T

Motorisation : Pratt & whitney 18 cylindres en étoile de 2300 CvEnvergure : 12,49 mLongueur : 10,21 mHauteur : 4,49 mMasse à vide : 4 392 kgMasse maxi décollage : 6 398 kgVitesse : Croisière 365 km/hPlafond : 12 620 mDistance Franchissable : 1 802 km

« Rêve de tout pilote », « avion

mythique »… Les qualificatifs ne

manquent pas pour décrire cet

avion. Le chasseur reconverti en

star des meetings aériens exige

une grande maîtrise aux commandes

pour contrer le couple né de la

rencontre des 2 000 et quelques

chevaux de son Pratt & Whitney

R-2800 et de cette hélice

gigantesque !

AJBS54

oiseaux de guerre

Douglas AD-4N « Skyraider »

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

!"#$%&'()*"'#.'T-"#*(-3#/"#=(-8('#(9Q#?T.>3#*9#$0(*#UFFF+#$ASP#>.(-.#/"#39'-,1##*9#$%&'()*"'#*9'(-.#/(#89"''"#*9#V)".-(1+#9-"#(//93),-#<#3,-#R8"#".#<#3,-#1,*"##*"#0',09/3),-@#N,-3)*>'>#?,11"#*>0(33>#/,'3#*"#3(#1)3"#"-#3"'2)?"#0"-*(-.#?".."#89"''"+#)/#3(92(#0,9'.(-.#L)"-#*"3#2)"3#W#1(-X92'(L)/).>+#(9.,-,1)"#".#('1"1"-.#*:(..(;9"#(9#3,/#09)33(-.#0"'1"..()"-.#(9Q#0)/,."3#*"#'"3."'#39'#/(#Y,-"#*:9-"#>Z"?.),-#".#*"#?,10/);9"'#3>')"93"1"-.#/(#.R?="#*"#?"9Q#;9)#2,9/()"-.#/"3#?(0.9'"'#(9#3,/@

Motorisation : Wright R 3 350 26 WA en étoile de 2 700 CvEnvergure : 15,25 mLongueur : 11,85 mHauteur : 4,78 mMasse à vide : 5 312 kgMasse maxi décollage : 11 340 kgVitesse : Croisière 350 km/hPlafond : 10 980 mDistance Franchissable : 4 h 30

Le Skyraider de l’AJBS, un

véritable AD-4N, a été déniché

au Gabon en 1985. Rapatrié et

restauré, il est l’une des fiertés

de l’Amicale et à coup sûr son

plus gros monomoteur et sa plus

grande hélice ! Sa première mise

en route annuelle est le signal

du démarrage de la saison des

meetings, où le ton sera donné

par le bruit de son Wright, l’impact

de l’air vrillé par son hélice et

la majesté de ses évolutions

serrées…

AJBS56

oiseaux de guerre

Yakovlev Yak 11

!"#$%&'(%)$*+,*-(%'.%&'(%/#(('(0%&'%+"1%23*4"5&'56%$'(.'$*%."#7"#$(%*(("8-9%%:%8'&#-%;#%/9<-1'+.%;'%=>*(('%?$*+8*-('%2%@"$1*+;-'A@-'1'+%6B%

C'%3*4ADD%'(.%;-$'8.'1'+.%-((#%;'%&*%&-<+9'%E$-&&*+.'%;'(%*5-"+(%;'%8>*(('%3*4AD0%%F0%G%'.%H0%8'#I%J#-%5"&K$'+.%*#I%1*-+(%;'(%L-&".'(%?$*+,*-(%8"1E*..*+.%'+%M/NN0%%'+.$'%DHOF%'.%DHOPQ%R'%8'(%*5-"+(0%&'%3*4ADD%*%8"+('$59%&'(%*-&'(0%&S'1L'++*<'%%'.%&*%(-&>"#'..'%<9+9$*&'Q%T#%8"+.$*-$'%;'%8'#IA8-0%-&%'(.%L$"L#&(9%L*$%#+%1".'#$%%'+%9."-&'Q%U-'+%J#'%('+(-E&'1'+.%1"-+(%L#-((*+.%J#'%('(%*V+9(0%-&%*%8"+('$59%%-+.*8.%&'#$%E$-"%'.%&'#$%.'1L9$*1'+.Q

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

Motorisation : Shvetsov Ash-21 en étoile de 570 CvEnvergure : 9,4 mLongueur : 8,50 mHauteur : 3,28 mMasse à vide : 1 900 kgMasse maxi décollage : 2 440 kgVitesse : Croisière 370 km/hPlafond : 7 100 mDistance Franchissable : nc

Le Yak 11 basé dans les hangars

de l’Amicale Jean-Baptiste Salis

a été restauré et modifié en

près de 4000 heures de travail

par Pierre Dague. Facilement

reconnaissable, il se différencie

des Yak 11 classiques par un

cockpit monoplace et une roulette

rétractable de Yak 3.

AJBS58

oiseaux de guerre

De Havilland Canada DHC1 « Chipmunk »

!"#$%&'((%)*#+,#-%)%*%#.!$-/#"01#)2#34%)*#("#5+4&"6)"7")1#8%)%*'")#9%00%##4)"#8+77%)*"#*:%&'+)0#!$;<=#>+1?#")#@ABCD#!"#$%&'((%)*E#9"68"&%)1#(:+4&"6146"#*"#(:'77")0"#7%68?2#8%)%*'")E#')01%((%#4)#%1"('"6#*:%00"7F(%5"#G#>+4)1#!"))'0#94'0#G#!+H)0&'"HE#96I0#*"#J+6+)1+D#K&"8#(:%66'&2"#*"#(%#L"8+)*"#M4"66"#7+)*'%("E#(%#96+*481'+)#0"#6"8")16%#046#("#J'5"6#>+1?E#94'0#046#(%#8+)016481'+)#*4#>+034'1+#")#@AN@D

O"#!$-;@#-?'974)P#.9"1'1#2846"4'(#16I0#,%7'('"6#*:K726'34"#*4#Q+6*/#,41#("#96"7'"6#%99%6"'(#946"7")1#8%)%*'")#8+)0164'1#G#!+H)0&'"HD#-"#F'9(%8"#*:")16%R)"7")1E#7+)+9(%)#")1'I6"7")1#721%(('34"#G#%'("#F%00"E#21%'1#234'92#*:4)#7+1"46##!"#$%&'((%)*#M'90S#>%T+6#@=#*"#@NU#8?"&%4VD#O"#9'(+1%5"#"01#%562%F("#"1##9%6,%'1"7")1#?+7+5I)"E#'(#8+)01'14"#*+)8#4)#+41'(#*:%996")1'00%5"#9%6,%'1"7")1##%*%912#%4V#F"0+')0#*"#(:28+(%5"#*"#F%0"#D#

De HAVILLAND DHC-1 Chipmunk

Motorisation : Gipsy Major 8 / 10 en ligne de 145 CvEnvergure : 10,46 mLongueur : 7,75 mHauteur : 2,13 mMasse à vide : 640 kgMasse maxi décollage : 910 kgVitesse : Croisière 190 km/hPlafond : 4 800 mDistance Franchissable : 450 km

Pilatus P2

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

PILATUS P-2

Motorisation : Argus AS 410 A2 en ligne de 465 CvEnvergure : 11,0 mLongueur : 9,07 mHauteur : 2,68 mMasse à vide : 1 610 kgMasse maxi décollage : 1 970 kgVitesse : maximum 600 km/hPlafond : 7 200 mDistance Franchissable : 560 km

AJBS60

oiseaux de guerre

Nord 1101 « Noralpha »

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

S.N.C.A.N. NORD 1101 Noralpha

Motorisation : Renault 6Q10 en ligne de 240 CvEnvergure : 11,48 mLongueur : 8,53 mHauteur : 3,25 mMasse à vide : 948 kgMasse maxi décollage : 1 645 kgVitesse : Croisière 277 km/hPlafond : 5 900 mDistance Franchissable : 1 200 km

Nord 3202

E"#,>)"#;9'B/%-#.7,#1&<<#)'&#$%&;#FB/',/%-A#'7#1%7&+#;"+#'--<"+#W4A#)%7&#("+#V"+%/-+#;"#('#,%7,"#-%7B"(("#<1%("#;"#)/(%,'L"#;"#(9F!F6#IFB/',/%-#!<LX&"#;"#(9F&2<"#;"#6"&&"KG#Y'-+#('#B/"#1/B/("A#("#$%&;#Z343#)&/,#)'&,A#+'-+#)%7&,'-,#%V,"-/&#;9"U1"(("-,+#&<+7(,',+A#Q#)(7+/"7&+#1*'2)/%--',+#;7#2%-;"#;"#B%(,/L"#'<&/"--"G#!"#$%&;#Z343A#2'(L&<#7-#2%,"7&#[%,"S#,&%)#.&'L/("#)%7&#(9<1%("#;"#)/(%,'L"A#.7,#7-#V%-#'B/%-A##'7++/#V/"-#)%7&#(9<1%("#87"#)%7&#('#B%(,/L"G

NORD 3202

Motorisation : Potez 4D 34 en ligne de 260 CvEnvergure : 9,5 mLongueur : 8,14 mHauteur : 2,82 mMasse à vide : 870 kgMasse maxi décollage : 1 220 kgVitesse : 220 km/hPlafond : 5 000 mDistance Franchissable : nc

AJBS62

oiseaux de guerre

Dassault 311 à 315 « Flamant »

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

@)*9&-*7="($(*1.#*)'P#A0+*/+*)'P(#*+,*-#"($*8+#$(",$*Q*;B*D332*A&)-(1).7+*/'+,-#.R,+A+,-*1")L8.)+,-2*)+*;B*D3S2*+,-#.R,+A+,-*.&*1()"-.I+2*+-*)+*;B*D362*-#.,$1"#-*1"&#*/(J*1.$$.I+#$?*T+-*.11.#+()*9&-*)+*1#+A(+#*N*1"#-+#*)+*,"A*/+*B.$$.&)-2*)+*1#+A(+#*/'&,+*)",I&+*)(I,0+*%&(*#+/",,.*$+$*)+--#+$*/+*,"C)+$$+*N*&,+*(,/&$-#(+*.0#",.&-(%&+*).A(,0+*1.#*)+$*.,,0+$*/'"77&1.-(",?

U-()($0$*1"&#*)+*-#.,$1"#-*/+*1+#$",,.)(-0$2*)+$*8")$*/+*#+7",,.($$.,7+2*).*1="-"I#.1=(+*.0#(+,,+*+-*AOA+*)+*-(#*"10#.-(",,+)*/+$*FF*3E*+-*332*)+$*B.$$.&)-*/+*7+--+*$0#(+*7",$-(-&V#+,-*.&$$(*/'+J7+))+,-$*.11.#+()$*07")+2*N*P8"#/*+,*1.#-(7&)(+#2*"W*()$*-+#A(,V#+,-*)+&#*)",I&+*7.##(V#+*N*).*X,*/+$*.,,0+$*KE?*H,*/+="#$*/+*)+&#*$()="&+--+*1.#-(7&)(V#+2*()$*0A+--+,-*&,*$",*-#V$*7.#.7-0#($-(%&+2*/Y*N*)+&#$*A"-+&#$*Z+,.&)-*N*3S*7L)(,/#+$*+,*[*(,8+#$0?

Motorisation : Renault 12 S 02 de 580 ch / Snecma 12T de 605 CvEnvergure : 20,70 mLongueur : 12,58 mHauteur : 4,53 mMasse à vide : 4 500 kgMasse maxi décollage : 6 400 kgVitesse : Maxi 390 km/hPlafond : 4 350 mDistance Franchissable : 1 500 km

Comme tous les avions « sans

histoire », le Flamant peut se

prévaloir de belles statistiques.

En effet, entre le vol de son

prototype (1947) et la fin de

sa production (1950), il sera

construit à 321 exemplaires. Le

bimoteur de Dassault assurera la

formation de navigateurs, radios

et bombardiers, et de 3 170 pilotes

français et étrangers, originaires

de 23 pays différents, en presque

1 250 000 heures de vol effectives .

From straight lines to curves… The ultimate way

There was a time when the first pilots’ exclusive Grail was to get their strange machines off the

ground. A time which was counted in seconds and measured in centimetres that separated

flight from the whims of weightlessness. Centimetres and seconds became metres and

minutes, then, finally, the scales gave way to the spirit of the air… the plane was flying.

There is no doubt that the major victory of the first decade of the 20th century was the simple

possibility of “piloting” something heavier than air from point A to point B, thereby freeing

oneself from the fundamental laws of universal gravity!

And yet the new dimension had still to be mastered. A straight line is a straight line. Sure, it is

the shortest distance between two points, but where’s the magic in that? The quest for the

curve, the perfect movement apparently came from the observation of a clearly identified

flying object. Contrary to past belief, it was not a bird (has anyone seen a seagull flying on its

back?) but a plane which, alone, demonstrated that the straight line was not the only, once-

and-for-all conceivable way!

At a time when the word empirical had all its meaning, a certain test pilot by the name of

Adolphe Pégoud carried out the first loop on the 31 August 1913 in Buc (Yvelines)… But this

is nothing in comparison to the story linked to this noteworthy evolution in human flight. In

August 1913, Pégoud tested a parachute. After jumping from his plane, he realized that, left to

its own resources, the aircraft straightened out, nosed up and finished in a field, which, when

all was said and done, was the initial purpose. But it was what happened before, that gave

Pégoud the idea that one could fly upside down… unlike seagulls!

!"#$%!&'()

Pitts S1-S

!"#$%%

!&'(#!)*+$

Dewoitine D.27

The D.27 embodied the consecration of Emile Dewoitine’s parasol-wing fighter planes.

Although structurally in the lineage of previous versions, the D.27 was perfected from every

angle: aerodynamically, engine-wise (V12 Hispano-Suiza generating 500 hp for the initial

version), V-axle landing gear and… two 7.7-mm synchronised machine guns to wrap up

the package.

Shortly after the crash of October 1926, the Constructions Aéronautiques Dewoitine went

bankrupt. Development of the D.27 was subsequently transferred to Switzerland, from where

a prototype emerged from the nest on the 3 June 1928. In March, Dewoitine created the

Société Aéronautique Française Avions Dewoitine in France. He produced two pre-series, one

rechristened D272 and powered to take part in aerobatics displays. The other was armed with

two 7.7-mm Darne machine guns. A contract for four pre-series models was signed by the Air

Ministry’s Technical Management. Proposed in two versions (the D 271 with a 500-hp HS 12Hb

engine and the D.273, fitted with a compressor upgrading power to 425 hp at 4,000m), the

D.27 was never operational in France and no model was chosen.

At the end of 1929, the decision was taken to refit Swiss fighter command with D.27s. A pre-

series of five models was ordered bearing the name D.27 III. In all, 66 aircraft were to fly with

the Fliegertruppen. Up to 1940, the D.27 was to remain the front-line Swiss fighter, before

becoming a trainer until retired in 1944. Although it was never to delight French fighters, Emile

Dewoitine’s offspring was exploited to the full by their Swiss counterparts…

!"#$%&'()*+,+-./&()"+/0.1(+*2&$+345+36678&Wingspan: 10.3 mLength: 6.56 mHeight: 2.78 mEmpty Weight: 1,038 kgMax Take-off Weight: 1,415 kgMax speed: 298 kphCeiling: 9,200 mRange: 600 km

),-./012.3456/57,2.8/9-1.40.:530;-.<7,-.=-;/09.309.13=7.5->5-=-07374?-.@4-=.40.$647A-51309BC.+-502D=.E-6/4740-.4=.3.$64==.>130-F.!=.647,.8302./G.47=.G-11/6.;53G7C.47.;/0740H-=.47=.14G-.40.;4?41430.;1/7,-=.7/640I.I149-5=F.'->/6-5-9.647,.3.J5377.K.L,470-2.539431.-0I40-C.;-5734012.1-==.I-0H40-.MH7.=/.8H;,.8/5-.3?3413M1-.309.5-143M1-C.47.M540I=.7,-.038-./G.&841-.E-6/4740-.309.3.;-57340.;/0;->74/0./G.>5-N635.:5-0;,.3?4374/0.M3;O.7/.14G-P

!"#$%&

!'()#!*+,$

Morane-saulnier MS 317

Descended from the 1937 Morane 315, the 317 had brakes, a 225-hp engine and an

electric circuit. It was modified during the 60s to have a more powerful glider tug than

those used at the time. Retired during the 80s, it continues to delight buffs of the

Morane parasol-wing line.

MORANE SAULNIER MS 317

!"#$%&'()*+: Continental W 670-6A 220-hp, radial engineWingspan: 12.0 mLength: 7.60 mHeight: 2.80 mEmpty Weight: 829 kgMax Take-off Weight: 1,100 kgCruising speed: 140 kphCeiling: 4,200 mRange: 800 km

Morane-saulnier MS 230

The logical follow-on from the 130 model, the Morane 230 was developed in the early

30s to meet the needs of a brand new fighter training school for the equally new

Air Force. The undercarriage was significantly enlarged in relation to its whimsical

predecessor, boasted one of the first oleo-pneumatic suspensions, and movable

surfaces were enhanced and enlarged. On the other hand, the 230-hp Salmson

engine was retained since it gave both planes particularly good speed for the times.

From the mid-30s, then for the first 10 post-war years, the Morane 230 was the darling

of the crowds, piloted by Fronval and Détroyat before the war, then Michel Berlin

afterwards. It was not, however, an easy display plane but, in expert hands and despite

a certain heaviness at the controls, the smoothness and elegance of its magnificent

top-trainer sessions never failed to rouse enthusiasm.

MORANE SAULNIER 230

!"#$%&'()*+: Salmson 9Ab 230-hp, radial engineWingspan: 10.70 mLength: 6.98 mHeight: 2.80 mEmpty Weight: 830 kgMax Take-off Weight: 1,150 kgSpeed: 205 kphCeiling: 5,000 mRange: nc

!"#$%&

!'()#!*+,$

After WWII, aerobatics made its way back on stage, with Marcel Doret and

his Dewoitine, together with a host of new pilots, including Romanian prince

Cantacuzene, Léon Biancotto... A few of these aces had recovered rare examples

of a small, particularly versatile plane which outstripped anything that flew:

the Bücker Bü-133 Jungmeister (Young master).

Powered by a 135-hp Hirth engine that was later replaced by a 160-hp SH-14A Bramo

radial engine, its prototype flew in 1935… Major pilots were to shine on the

Jungmeister, such as Romanian Alex Papana and German Otto von Hagenburg.

At the 1937 Zurich international show, nine out of the thirteen competitors flew

the plane, which carried off the first three places.

The Bücker 131 Jungmann (Young man) was the standard flying school trainer

for German pilots in the years between the wars. At the time, it was powered by

a 105-hp Hirth engine. After WWII, it was produced in Spain by Casa where it was

fitted with a 125-hp EMSA Tigre.

Later it was upgraded with a more powerful Lycoming generating 180 hp. With this

engine it replaced the Bücker 133 in top-level aerobatics competitions. Bückers had

always been extremely well favoured by aerobatics pilots. Major Liardon’s low-level

figures and 90-degree bank runs were well-known in the 50s.

Bucker 133 “Jungmeister” & 131 “Jungmann”

BUCKER Bü 133c

!"#$%&'()*: Siemens Sh 14-A4 160-hp, radial engineWingspan: 6.6 mLength: 6.02 mHeight: 2.2 mEmpty Weight: 425 kgMax Take-off Weight: 585 kgMax speed: 220 kphCeiling: 4,500 mRange: 500 km

BUCKER Bü 131b

!"#$%&'()*: Hirth HM 504A-2 105-hp, in-line engineWingspan: 7.4 mLength: 6.62 mHeight: 2.25 mEmpty Weight: 390 kgMax Take-off Weight: 680 kgMax speed: 183 kphCeiling: 3,000 mRange: 650 km

!"#$%&

!'()#!*+,$

Pitts S1-S & S2-B

Indisputable winner of the 1972 world aerobatics championships in Salon de

Provence, the Pitts S1S is an offshoot of a prototype built in 1936 by a Presbyterian

preacher called Curtis Pitts. It is a tiny plane, with low inertia on all axes, consequently

highly agile. It is difficult to use its power to the full, particularly in competition, notably

because of its fixed-pitch propeller. It is extremely spectacular at aerial meetings. The

Pitts S2-B is a 2-seater version... for sharing the pleasures of what remains one of the

most prolific aerobatics planes!

PITTS S1-S

!"#$%&'()*: Lycoming IO 360 B4 A, 180-hpWingspan: 5.28 mLength: 4.72 mHeight: 1.80 mEmpty Weight: 349 kgMax Take-off Weight: 522 kgCruising speed: 227 kph Ceiling: 6,800 mRange: 507 km

Stampe

In the 30s, along with associate Vertongen, Belgian Jean Stampe designed a trainer

and aerobatics plane whose development was interrupted by WWII. The “Stampe”

SV4 was the more modern and clearly superior rival to the British De Havilland “Tiger

Moth”. After the Second World War, France sought to relaunch its aeronautical

industries and, among other things, needed a new trainer. The Stampe thus found

its slot. Hundreds of units were built by the Société Nationale de Construction

Aéronautique du Nord. The alliance brought French nationality to the Belgian Stampe

SV4 and, in its wake, a solid reputation. There are over one hundred still flying in

Europe, piloted by those with a nostalgia for its light controls and finesse. Although

sure and usable in primary aerobatics, the Stampe and its “small” 4-cylinder, 140-hp

Renault engine version require precision piloting. Its defects and qualities make it an

excellent albeit tricky teacher. STAMPE & VERTONGEN SV-4

!"#$%&'()*: Renault 4 P01/ P05 140 Hp, in-line engineWingspan: 8.40 mLength: 6.81 mHeight: 2.7 mEmpty Weight: 529 kgMax Take-off Weight: 825 kgSpeed: 170 kphCeiling: 5,000 mRange: From 280 to 420 km

!"#$%&

!'()#!*+,$

Zlin 526 AFSThe latest development in the Zlin line, descended from WWII Bückers, the 526 AFS

was actually a single-seater 526 with shortened wings. It only really competed in one

World Championship, in Kiev in 1976. Like the 526 A Akrobat, the 526 and the 526 F

(maiden flight in 1968) are thoroughbred aerobatics planes. From the 50s to the early

80s, Zlins were regular podium-toppers in international competitions. It was only

when new Russian and above all French generations came on the scene that these

fabulous Czech flying machines went into “retirement”, or maybe semi-retirement

would be more accurate...

ZLIN 526 AFS

!"#$%&'()*: 1 Walter Minor 160-hp, in-line negineWingspan: 8.84 mLength: 7.80 mHeight: 2.06 mEmpty Weight: 665 kgMax Take-off Weight: 975 kgMax speed: 210 kphCeiling: 5,000 mRange: From 480 km to 840 km

Hirth HI-27 AkrostarThis advanced, single-seater aerobatics plane was designed at the end of the 60s

by Swiss champion Arnold Wagner. In September 1969, design began at aircraft

manufacturer Wolf Hirth GmbH, in Kirchheim, Germany, under the direction of

Professor Eppler, from Stuttgart’s Technische Hochschule. Construction began in

December and the maiden flight was carried out on the 16 April 1970. Christened Hirth

Hi-27 Akrostar (Acrostar), powered by by a 220-hp Franklin 6A350 C1 engine and

Hartzell HC-C2YF-4 propeller, despite being diffused almost confidentially,

the aircraft delighted aerobatics pilots in the 1970s and 80s. Currently, only two

models are left in the world...

HIRTH Hi-27 Akrostar

!"#$%&'()*: Franklin 6 A-350-C1, 235-hpWingspan: 8.22 mLength: 6.04 mHeight: 1.80 mEmpty Weight: 553 kgMax Take-off Weight: 750 kgSpeed: 310 kphCeiling: ncRange: Autonomy 2 h 30

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Mudry Cap 20The first CAP 20 was designed by Claude Piel and constructed by Auguste Mudry.

Intended for the Air Force aerobatics team, this single-seater was built “sturdy”,

although too heavy for its 200-hp engine.

Featuring excellent stability but heavy on controls, the plane never really allowed

pilots to shine at competition level. On the other hand, when it was replaced by CAP

230, 231 and 232s, its users found them so outstanding that they immediately went

to the top of the table.

The number 2” CAP 20 was modified by adding different ailerons, reducing wing

span and transplanting a 260-hp engine. Thus fitted out, it would have made

an excellent mounting but, too late on the scene, it was only used as a trainer for

EVAA pilots.

MUDRY CAP 20

!"#$%&'()*: Lycoming AEIO 360 B1, 200-hpWingspan: 8.04 m mLength: 7.21 mHeight: 2.00 mEmpty Weight: 656 kgMax Take-off Weight: 830 kgCruising speed: 280 kphCeiling: 5,500 mRange: 400 km/h

A.J.B.S. 10Developed by the Association from an idea of Jean-Pierre Lafille, the “A.J.B.S. 10” is

in fact a sort of flat-winged CAP 10. Powered by a Lycoming engine producing 200 hp

and a fixed-pitch propeller, the aircraft has similar performances to standard CAP

20s, making it an excellent aerobatics trainer plane, as well as a good 2-seater air

display or national level competition plane.

A.J.B.S. 10

!"#$%&'()*: Lycoming AEIO 360 B2F, 180-hpWingspan: 8.06 mLength: 7.16 mHeight: 2.55 mEmpty Weight: 537 kgMax Take-off Weight: 765 kgCruising speed: 270 kphCeiling: 5,500 mRange: 1,000 km

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“Quiet everybody… Action!” Shooting stars…

Le mur de l’AtlantiqueLa promesse de l’aubeL’aventure c’est l’aventureLes faucheurs de margueritesLes hommes du tigreLes 12 légionnairesArsène LupinLe temps des AsL’équipageLa conquête du cielL’AéropostaleLe ciel est leur métierLes brigades du tigreDas BootLes Andes, Point OmégaLe ciel et le feuQuelques hommes de bonne volontéPour l’honneur d’un capitaineL’As des AsLe vol du SphinxL’empire du soleilIndiana JonesCinq jours en juinAprès la guerreMemphis BelleJean Galmo, aventurierDien Bien PhuL’instinct de l’angeTangoLe nombril du mondeSaint-Exupéry – La dernière missionD’un Blériot à l’autreUn long dimanche de fiançaillesLes chevaliers du ciel0SS 117, Le Caire nid d’espionsLe Grand CharlesLes Femmes de l’Ombre

“Plateau” may well refer to the geographical location of la Ferte-Alais, but, in French,

can also be interpreted as another form of location, since the term also means a

cinema set. And many of the vintage planes are quite at home there too, for here the

two worlds of moving machines meet, in a maelstrom smelling of castor oil against

the humming backdrop of cameras as they shoot.

Jean Salis was quick to understand that cinema’s inordinate demand for planes

was a gift-wrapped opportunity to extend the aircraft manufacturer’s art. And

history did things well since these two major milestones of the 20th century were

born practically at the same time, and often forged their way side by side. Whence

the emergence of a genuine craft industry (in the noble sense, but then doesn’t

the word aircraft contain “craft”?) which, in the expert hands of Jean Salis and his

associates gave second wind to machines that had long since forgotten what a

cloud looked like.

As time went by, the cinema became the means (financial among others) to fuel

such rebirths. Clearly, the cost of reconstructing a genuine pioneer is way over its

potential market value… so the maths is easy: the movies have become vintage

aviation’s leading patron!

And everybody’s happy, for that’s where the real alchemy works… the planes are

there, the images are superb, the public applauds the feat and la Ferte-Alais has

become a star in its own right!

PHOTOGRAPHERS : Christian Béchir, Stéphane Beilliard, Jean-Marie Brigant,

Guy Brochot, Hervé De Brus, Franck Cabrol, Bernard Charles, Laurent Genie,

Michel Germaine, Antoine Grondeau, Françoise Guilé, Craig Justo, Harald Ludwig,

Alain Maire, Xavier Méal , Robin Moret, Joe Rimensberger, Hubert De Sousa,

Patrice Sublemontier, Thierry Thomassin and Frédéric Vandentorren.

TEXTS : Loïc Blaise, Gilbert Courtois, Philippe Labarraque, Jean-Pierre Lafille

and Alain Maire.

ILLUSTRATIONS : Philippe Labarraque, Harald Ludwig and Alain Maire.

COMMUNICATION & PUBLISHING COMMITTEE : Christian Amara (A.J.B.S. President),

Gilbert Courtois, René Ghilardi, Philippe Labarraque, Jean-Pierre Lafille, Marc Mathis,

Dominique Osmont and Sylvie Roger.

DESIGN & PRODUCTION : Maogani.

OUR ACKNOWLEDGEMENTS GO TO : The Memorial Flight Association, the Forteresse

Toujours Volante Association, the Aérorétro Association, BP Aviation, the Conseil général

de l’Essonne, Community of municipalities, DGAC, EADS and Guybrochotdesign.com.

THIS WORK WOULD NOT HAVE BEEN POSSIBLE without the participation

of the THALES Company.

We should like to express our particular thanks to the family of Jean-Baptiste Salis for its help and commitment to the Amicale Jean-Baptiste Salis.

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AJBS – An Association governed by the law of 1 July 1901 all members of which are volunteers. SIRET 340 335 363 00016 – APE 9623