Henri Farman

Henri Farman


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Henri Farman was born in 1874. With his brother Maurice Farman, he made his first flight in a plane in 1908. The plane they built the following year flew a record distance of 160 km (100 miles). Four years later, the two brothers started their own aviation company at Boulogne-sur-Seine.

Two of the company's planes, the Farman MF-7 and the Farman MF-II, were popular Allied reconnaissance craft during the early stages of the First World War. Other aircraft produced during this period included the Farman HF-20, Farman F-40 and the Farman F-50. In 1917 the Farman brothers built the first long-distance passenger plane, the Goliath. Henri Farman died in 1958.

From 26 April to 6 May 1917 flying over France, Captain Ball took part in 26 combats in the course of which he destroyed 11 hostile aircraft, brought down two out of control and forced several others to land. Flying alone, on one occasion he fought six hostile machines, twice he fought five and once four. When leading two other British planes he attacked an enemy formation of eight - on each of these occasions he brought down at least one enemy plane, and several times his plane was badly damaged. On returning with a damaged plane he had always to be restrained from immediately going out in another.


Education

Born to well-to-do English parents - his father was a correspondent for an English newspaper in Paris - Farman began training as an artist, but soon became interested in the latest technological advances and sport.

So he initially competed in bicycle races and became a French stay-up champion . In 1893 he went with Edouard de Perrodil on a bike tour from Paris to Madrid then Perrodil published the book Vélo! Toro! Paris-Madrid à bicyclette en 1893 , to which Farman contributed the drawings. With the automobile races emerging at the turn of the 20th century, he began a career as a racing driver, initially in a Panhard & Levassor . He later switched to a Renault . For Panhard he finished, for example in 1902 when over three days lasting race Paris-Vienna behind Marcel Renault in second place and in 1903 the Gordon Bennett Cup in Ireland Athy third. In 1907 and 1908 he entered the French Grand Prix , but could not achieve any results worth mentioning.

Aviation pioneer and entrepreneur

An accident Farman turned now of flying to and acquired in 1907 as one of the first customers Voisin - engine aircraft of the designer Gabriel Voisin . Since the brothers Voisin anbrachten the owner's name clearly visible on the rear part of the fuselage, this machine was as Voisin-Farman I known.

Farman and his brother Maurice immediately began modifying this machine. On October 26, 1907, he achieved the world speed record for land planes with 52.7 km / h in this aircraft at the Issy-les-Moulineaux airfield .

On January 13, 1908, Henri Farman also succeeded in the world's first powered flight over a distance of one kilometer in Issy-les-Moulineaux. For this achievement he received the Grand Prix d'Aviation endowed with 50,000 francs . In the following years he was able to increase the flying distance up to 24.125 km.

It was also Farman who carried the world's first passenger in an airplane on March 29, 1908: Léon Delagrange. In memory of this pioneering achievement, the Farman Nunatak in the Antarctic bears his name. In 1908, Farman ran a flight school in Buc near Versailles. On October 30, 1908, Farman flew 27 kilometers from Chalons to Reims in 20 minutes . This flight was reported by Scientific American as the first European overland flight (see picture).

After a dispute with Gabriel Voisin, he developed and built the Farman III in 1909 , first flight April 6, 1909. With this machine, equipped with ailerons , he won several prizes at the 1909 flight week in Reims .

In mid-November 1910 he (presumably the first) to set up a passenger transport line by airplanes between Buc , where his workshops were, and Etampes , where his airfield was. The distance of 40 km was marked by flags.

In 1912 he founded an aircraft manufacturing company in Boulogne-Billancourt with his brothers Maurice, who had previously designed aircraft in Buc, and Richard. There they first produced the characteristic biplanes with pressure propellers, which were mainly used for military purposes and training flights.

Farman aircraft participated on the Allied side in World War I as reconnaissance and observation machines. The best known representatives were the Farman MF7 and the Farman MF11 . The MF7 was intended as a reconnaissance aircraft, while the MF11 was a light fighter aircraft and was nicknamed the Shorthorn . Both models were two-seater biplanes.

The FF.60 bomber prototype from 1918, a further development of the bombers built by Farman in Boulogne-Billancourt, was redesigned into a passenger plane at the end of the war by changing the airframe. The aircraft called the Farman F.60 "Goliath" had its maiden flight in January 1919. From February 8, 1919, the newly founded Lignes Aériennes Farman set up the first international scheduled connection on the route from Toussus-le-Noble near Paris to the Royal Air Force Station Kenley near London . The twin-engine Farman F.60 broke several flight records and became a milestone in the French civil aviation of the time and in large parts of Europe. The first French scheduled airline Lignes Aériennes Farman later went over to Air France .

In 1919, Henri Farman received the title of Knight of the Legion of Honor for his services to French aviation .

In 1937, a year after the nationalization of the French aviation industry, including his company, Farman withdrew from the aircraft business. The company continues to operate under the name SNCAC ( Société Nationale de Constructions Aéronautiques du Center ). Until the takeover, the machines had the Farmans' names in front of the type designation.


Henri Farman - History

Aileron Designs of Santos-Dumont & Farman

    Your history of the aileron omits Alberto Santos-Dumont who had ailerons on his planes before Farman.
    - question from Elisabeth Waugaman


Aileron design employed by Henri Farman in the Farman III

Many other aircraft pioneers had developed different styles of ailerons that were separate from the wings. Alberto Santos-Dumont was one such example. You can see Santos-Dumont's original aileron concept in the following photo of his first aircraft, the 14-bis. The ailerons are the large, flat, paddle-like surfaces located in between the wings of his plane.


Aileron concept adopted by Alberto Santos-Dumont on the 14-bis

The article focuses on Farman's design since he was the first to develop the style of ailerons that aircraft manufacturers are still using. Hence the quote, "The first recognizable example of the modern aileron was not long in coming, however, and it was designed by no less than the aforementioned Henri Farman." The ailerons employed by Santos-Dumont and other concepts developed by the Wright brothers and Glenn Curtiss were abandoned in favor of the Farman technique used on all aircraft since about 1915.
- answer by Joe Yoon, 29 January 2006


(1912-1915) Henri Farman Biplane

In 1912, with the help of French experts Greece received its first four aircraft to form an air force. They were French-built Farman biplanes a Henri Farman Biplane named "Daedalus", a Henri Farman 20, a Maurice Farman Hydravion and a Maurice Farman Biplane. Prime minister Eleftherios Venizelos had stated earlier that year that ". the airplane is the weapon suitable for the weaker countries. The venturesome nature of the Greek will make it a brilliant weapon and in the future will do yeoman's service to the Greek Armed Forces. ". The purchase of the four aircraft had been financed substantially by the donation of a poet named Matsoukis.

One of the first Greek pilots was Dimitrios Kamperos, an artillery officer. In June 1912, he converted his Henri Farman to a hydroplane and reached a speed of 110 km/h, setting a new world record. After World War I, he served briefly as chief instructor of the Hellenic Air Force Academy ("Icarus School"). He died of cold and starvation during the great famine of 1942.
The nickname Trelokamperos (Crazy Kamperos) that he earned for his daredevil flying lives on in the Greek language today.

The French carte postale below shows Kamperos ("Campères" in French). It reads: "Henri Farman biplane piloted by Lieutenant Kamperos of the Hellenic Army has landed at Champagne the 1st of May 1912".

Operational History
December 1911 - Chosen from a list of 60 applicants, the first Greek officers to be trained as pilots are Dimitrios Kamperos (1st Lt., Artillery), Michalis Moutousis (1st Lt. Engineers) and Christos Adamidis (2nd Lt., Cavalry). The training is held at the flight school of the Farman brothers in Etampes, France.
April 1912 - Three more are added Loukas Papaloukas (1st Lt., Infantry), Markos Drakos (1st Lt., Artillery), Panoutsos Notaras (2nd Lt., Cavalry).
9 April 1912 - The first four aircraft arrive at the port of Piraeus inside wooden boxes.
Early May 1912 - Having graduated, Dimitris Kamperos arrives to Greece together with his French mechanic, A. Chauveau. The aircraft are assembled inside the Zoo of Paleo Faliro.
13 May 1912 - Kamperos takes off and flies for a few minutes. This is the first military flight in Greece. Note that Emmanouil Argyropoulos has already performed the first civilian flight in front of thousands of spectators on 8 February 1912.
27 May 1912 - Official ceremony and christening of the aircraft by Venizelos, as "Daedalus", "Aetos", "Gyps", "Ierax". A large crowd has gathered to see them.
June 1912 - Having converted his Henri Farman to a hydroplane, Kamperos breaks the airspeed world record, reaching 110 km/h.
September 1912 - All trainees are called back from Etampes to Greece, to participate in the first Balkan war against the Ottoman Empire.
5 October 1912 - In the first ever Greek air operation, Kamperos takes off from the new Larisa Aerodrome, flies over the borders at the area of "Skompia" and returns to report on the enemy's position.
17 October 1912 - Prince Constantine sends a telegraph asking Kamperos to perform reconnaissance flights over the enemy positions in Kozani. On a forced landing near Kozani due to mechanical failure, both Kamperos and Chauveau are injured.

Specifications
Henri Farman Biplane "Daedalus"
Crew: 1
Length: 12 m (39 ft 4½ in)
Wingspan: 10 m (33 ft 9¾ in)
Height: 3.5 m (11 ft 6 in)
Wing area: 40 m² (430.56 ft²)
Gross weight: 550 kg (1213 lb)
Powerplant: 1 × Gnome et Rhône 7-cylinder rotary engine, 37 kW (50 hp)
Max. Speed: 60 km/h

For Gamers and Game designers
The Henri Farman aircraft could realistically be used only for reconnaissance.

For Modellers
The profile below is based on the replica Daedalus at the entrance of the National War Museum in Athens.


Henri * Farman

Henri Farman (26 May 1874 – 17 July 1958)[1] was an Anglo-French aviator and aircraft designer and manufacturer with his brother Maurice Farman. His family was British and he took French nationality in 1937.[1]

Born in Paris, France, and given the name Henry, he was the son of a well-to-do British newspaper correspondent working there and his French wife. Farman trained as a painter at the ಜole des Beaux Arts, but quickly become obsessed with the new mechanical inventions that were rapidly appearing at the end of the 19th century. Since his family had money, he was able to pursue this interest as an amateur sportsman. In the 1890s he became a championship cyclist, and at the turn of the century he discovered motor racing, competing for Renault in the Gordon Bennett Cup.

Farman making the first cross-country flight accomplished with an aeroplane When the Voisin brothers started their aircraft construction business in 1907 Farman was one of their first customers, ordering a copy of the aircraft that had been built for Leon Delagrange. He used this aircraft, the Voisin 1907 biplane to set numerous official records for both distance and duration. These include the first to fly a complete circuit of 1 kilometre (13 January 1908, winning the 50,000 franc Grand Prix d'Aviation offered by Henri Deutsch de la Meurthe[2][3]%29 and 2 kilometres (21 March 1908[4]). Some sources state that on 29 March, he became the first to take a passenger into the air,[4] Leon Delagrange.[5] (Others, however, believe that record belongs to Wilbur Wright and passenger Charles Furnas on 14 May of the same year.[6][7]) Later in 1908, on 30 October, Farman went on to make the first cross-country flight in Europe, flying from Châlons to Reims (27 kilometres in 20 minutes).[8]

In 1909, he opened a flying school at Châlons-sur-Marne at which George Bertram Cockburn was the first pupil.[9] The same year he made further record breaking flights of 180 kilometres in just over 3 hours (at Reims on 27 August) and 232 kilometres in 4 hours 17 minutes and 53 seconds (at Mourmelon-le-Grand on 3 November).

At the end of 1909 Farman fell out with Gabriel Voisin because Voisin had sold an aircraft that had been built to Farman's specifications to J.T.C. Moore-Brabazon, and started manufacturing aircraft to his own design. The first of these, the Farman III, was an immediate success and was widely imitated.

In partnership with his two brothers Maurice and Richard (Dick), he built a highly successful and innovative aircraft manufacturing plant. Their 1914 model was used extensively for artillery observation and reconnaissance during World War I. The Farman Aircraft company's Goliath was the first long-distance passenger airliner, beginning regular Paris-London (Croydon Airport) flights on 8 February 1919.

He was made a chevalier of the French Légion d'honneur (French: "Legion of Honour") in 1919. He, along with Maurice, retired in 1937 when the French Popular Front government nationalised the aircraft industry Farman's company becoming part of the Societe Nationale de Constructions Aeronautiques du Centre.[1]

Henry Farman took French nationality in 1937.

He died in Paris and is buried in the Cimetière de Passy in Paris

Individual Note

Coureur cycliste, motocycliste et automobile, parcourut un kilomètre en circuit fermé à Issy 1908, fit le premier vol avec passagers 1908, le premier vol de ville à ville entre Bouy et Reims 1908, battit les records de vitesse et d'altitude 1910, fonda la première ຜole de pilotage sans visibilité à Toussu-le-Noble 1911, une des premières compagnie de transport de passagers 1919, et une entreprise de contruction d'avions et d'hydravions de tous types.* Reference: Geneanet Genealogy - SmartCopy: Jul 30 2017, 14:50:45 UTC

About Henri * Farman (Français)

Henri Farman, né Henry Farman le 26 mai 1874 à Paris où il est mort le 18 août 1958, est un aviateur fran๺is constructeur d'avions et d'automobiles1.

Issu d'un père anglais (correspondant pour un journal britannique) et d'une mère fran๺ise installés à Paris, Henri Farman, très jeune, se passionne pour le cyclisme, l'automobile et l'aviation avec son frère Maurice Farman. Il étudie à l'ಜole des beaux-arts.

Curieusement, bien que nés à Paris, les trois frères Richard dit Dick, Henry et Maurice Farman ne figurent pas dans les tables dnnales ni dans les registres de l'état-civil parisien, leur père les ayant juste dຜlarés au consulat de Grande-Bretagne.

Henri Farman est champion de cyclisme en 1892 : 1er de la course Paris - Clermont-Ferrand et champion de France de demi-fond. En juin 1893, il effectue le trajet Paris-Madrid avec ಝouard de Perrodil2 sur des bicyclettes Gladiator. Henri Farman rບlise les dessins du livre de Perrodil qui relate leurs exploits3.

Il fait ensuite des courses de tandem avec son frère Maurice.

Course automobile

Se tournant ensuite vers les sports mniques, Henri Farman remporte la course Paris-Pau sur Darracq en 1902. En 1903, il participe à la course automobile Paris-Madrid et à la coupe Gordon Bennett sur Panhard-Levassor. Il finit aussi cinquième du Paris-Berlin en 19014,5 toujours sur Panhard, quatrième du Paris-Arras en 1902 (remporté par Maurice) puis deuxième la même annພ du Paris-Berlin (cinquième Maurice), et il obtient le meilleur temps au tour lors des premières Éliminatoires Fran๺ises de la Coupe Internationale en 1904 sur une Panhard 70, finissant la même annພ septième du circuit des Ardennes, et remportant en sus dans sa carrière la course Paris-Roubaix.

En 1905, il est victime d'un très grave accident lors des éliminatoires de la coupe Gordon Bennett, et il met alors un terme à la compétition automobile (plongພ dans le ravin de Sayat).

Le 26 octobre 1907, il détient le record de vitesse aérien à Issy-les-Moulineaux, sur un Voisin-Farman I (à 52,7 km/h de moyenne).

Le 30 dmbre 1907, Farman parvient à couvrir la distance d'un kilomètre en aéroplane, avec cela dit des petits contacts avec le sol6.

Le 13 janvier 1908, alors qu'il s'appelle toujours Henry Farman, il effectue au-dessus du terrain d'Issy-les-Moulineaux à bord d'un biplan Voisin, utilisant un moteur V8 Antoinette de 50 ch, le premier vol officiel en circuit fermé d'un kilomètre, d'une durພ de 1 minute et 28 secondes. Il remporte ainsi le prix Archdeacon-Deutsch de la Meurthe. Le 21 mars 1908, Henry Farman va parvenir à rບliser un vol de plus de 2 kilomètres (distance officielle de 2 004 mètres 80, en 3 minutes et 31 secondes) dans le ciel d'Issy-les-Moulineaux, pilotant un appareil Voisin de 50 chevaux : le 1 Bis.

Quelques mois plus tard, le 8 juillet 1908, alors qu'il est en tournພ aux États-Unis, il invente le mot « aileron », baptisant de ce nom les volets disposés en bout d'aile des avions qui sont présentés. De retour en France, il signe le 30 octobre 1908 à bord d'un aéroplane Voisin le premier voyage aérien — dit aussi le « premier vol de ville à ville » — de l'histoire mondiale de l'aviation, rບlisé entre le petit village marnais de Bouy - dຜollant des hangars qu'il avait au Camp de Châlons - et Reims sur une distance de 27 kilomètres9. Au lendemain de cette performance, le 31 octobre 1908, il s'adjuge le prix de hauteur au camp de Châlons en parvenant à passer au-dessus d'un pylône de 25 mètres de haut, volant à 30 mètres d'altitude, et remporte ainsi 2 500 francs en esps10. Quelques mois plus tard, il s'illustre au cours de la première Grande Semaine d𠆚viation de la Champagne organisພ à Reims — à l'emplacement de l'actuelle Base aérienne 112 Reims-Champagne — du 22 au 29 août 1909, remportant l'épreuve de distance sans ravitaillement avec 180 kilomètres parcourus. Il remporte également le prix des passagers avec un tour de piste effectué avec deux passagers à la vitesse de 56,304 km/h en 10 minutes et 39 secondes. Le 29 mars 1910, en volant d'Étampes à Angerville avec mademoiselle Delcher, il remporte le prix de l’ಜole centrale, doté de 1 000 francs, rຜompensant l'aviateur auteur d'un vol en ligne droite de 10 km à travers la campagne avec un passager11. Il obtient également le record de temps de vol, le 18 dmbre 1910 à l'occasion de la coupe Michelin, avec 8 heures 12 minutes et 47 secondes, pilotant un appareil biplan Farman à moteur Gnome et Rhône de 50 chevaux.

Henri Farman poss ainsi plusieurs records homologués par la Fຝération internationale d'aéronautique :

Le 3 novembre 1909, il remporte la Coupe Michelin Internationale en parcourant sans toucher le sol 234,212 km. Record de durພ en circuit fermé : 8 h 12 min 28 s, à Étampes, le 18 dmbre 1910. Record de durພ : 8 h 12 min 47 s, à Étampes, le 18 dmbre 1910, sur biplan Farman à moteur Gnome et Rhône de 50 chevaux. Avions Farman

Avec ses deux frères Dick et Maurice, il fonde en 1919 une compagnie de construction aérienne après les succès des premiers avions Farman dessinés par Maurice depuis 1910. En 1924, il crພ avec ses deux frères la Société générale des transports aériens, qui sera intégrພ à Air France en 1933.

Automobiles Farman

Henri Farman se lance dans l'automobile lors du Salon de Paris de 1919, en crບnt une nouvelle marque, les automobiles Farman. Sa première voiture, la A6, est une 40 HP équipພ d'un moteur six cylindres de 6,6 litres avec un arbre à cames en tête.

Anglais devenu Fran๺is

Né à Paris, il opte pour la nationalité fran๺ise et fait franciser son prénom en 1937. Dຜoré à de multiples reprises, il reçoit notamment la Légion d'honneur. Les Britanniques — et par extension les anglophones — l'appellent « Henry » et le considèrent comme un Anglais.


Farman Automobiles

In October 1919 at the Salon de l’Automobile in Paris the Farman company presented its first motor cars a landaulet bodied by Kellner and a bare chassis. Their objective was “to build an automobile “that was absolutely perfect in every detail”. The A6 prototypes on their exhibition stand were indeed magnificently finished.

1919, the first Farman exhibition stand at the Grand Palais in Paris.

They were equipped with 6-liter six-in-line engines with a single overhead camshaft that was driven by a vertical shaft and bevel gears. This system also drove the cooling fan. The valve arrangement in the cylinder head resembled that of the famous Hispano-Suiza aircraft engines, designed in 1913 by it Chief engineer Marc Birkigt.

About a year after the Paris Motor Show the first Farman production chassis were delivered to clients and coachbuilders. One of the main improvements was installation of servo-assisted brakes on all four wheels.

The cylinder block was unusual because it had separate steel cylinders within a welded sheet steel water jacket, but the engines of the later ’Sport’ chassis had a cast light alloy ‘Alpax’ block. This equipped eventually all Farmans.

These engines were rated 40 CV (Chevaux Vapeur = French Fiscal Horspower). Farman claimed 200 that they produced 200 Hp But their effective power output was approximately 108 bhp at 1800 rpm. The chassis was a conventional ladder frame with leaf springs for the suspension. However, Farman obtained a substantial weight savings by using in the construction of the chassis steel stampings and forgings instead of iron castings.

Farmans were expensive luxury cars competing directly with makes such as Rolls-Royce, Hispano –Suiza, Isotta Fraschini and Minerva. One of their publicity slogans was: ‘Une voiture roule, une Farman glisse: ‘A car rols, a Farman glides.’

A famous sculpture inspired Henri Farman

There is an endearing story about the radiator mascot chosen in 1919 to enhance the first Farman cars. In those days radiator mascots played an important part in establishing the ‘brand image’ of luxury cars.

Since 1911 Rolls Royce cars sported on their bonnet the elegant ‘Spirit of Ecstasy’ or ‘Flying Lady’, sculptured by Charles Robinson Sykes at the request of the editor of the British magazine The Car Illustrated, John Walter Scott-Montagu, to use on his personal Rolls. Rumor is that the lady who posed for this sculpture was his secretary and secret lover Eleanor Thornton.

After 1918 Hispano–Suiza. adopted the Stork emblem of the French WWI fighter squadron (Escadrille N.3) made famous by the war hero Georges Guynemer, who won most of his air battles flying Hispano-Suiza powered aircraft.

Belgium Minerva automobiles were equipped with a mascot resembling the helmed head of the respected Roman goddess of wisdom. And Voisins had the typical minimalist and Art Deco aluminum ’Cocotte’ designed by Gabriel Voisin himself as a sort of joke.

The radiator emblem of the Farman automobiles is in fact a miniature of the large ‘Icarus’ monument at the Place de la Passerelle in St-Cloud, commemorating the achievements of another pioneer aviator, the Brazilian Alberto Santos-Dumont. The five-meter-high bronze statue shows a human figure with large wings, the work of the French sculptor Georges Colin. Officially named ‘La conquête de l’Air’ (Conquest of the Air), it, was inaugurated in 1913 and Henri Farman was invited to attend the event. He was immediately impressed by the symbol and felt it honored him as well. So, when the Farman team began designing their first automobile he asked Georges Colin and his foundry Contenot & Lelièvre to cast a number of small versions as radiator caps.

It is quite well possible that Santos-Dumont inspired Henri and Maurice Farman during their early exploits. In 1905 Santos-Dumont, already a celebrity as a balloonist, decided to design and build his own fixed-wing aircraft, powered by an 18 kW (24 hp) Antoinette v8 engine.

On 23 October 1906, he flew his machine, named the ‘Quatorze-bis’ (14-bis) and also known as ‘Oiseau de proie’ (bird of prey) over a distance of 60 meters (197 ft) at a height of about five meters (16 ft) at a field near the Château de Bagatelle (in the Bois de Boulogne, Paris). The event was witnessed by a large and enthusiastic crowd and it was the first time that the Aéro-Club de France officially timed and certified a flight of a powered heavier-than-air machine over a distance of more than 25 meters. Santos-Dumont won the 1906 Deutsch-Archdeacon prize for his accomplishment.

The surprising 1923 Farman Aerodynamic prototypes.

The windscreen of the aerodynamic sedan was small but had curved glass.

In 1922 or early 1923 Farman build two prototypes of a sports car. The company intended to compete with these machines in short distance speed contests and hill climbs. Both cars had a similar chassis frame, but one had an open two-seater body and the other was an aerodynamic four-passenger sedan. The unusual shape of the latter attracted at the time a lot of attention in the media.

Both cars had a long tapering tail.

Both bodies were designed by Farman’s in house (aviation) engineers. Therefore, the construction followed the technology of their aircraft. This resulted in a relatively low weight (1425 Kg = 3140 Lbs.) and reduced aerodynamic drag. Their coachwork consisted of a skeleton made up from duralumin ribs to which aluminum body panels were riveted.

Two spare wheels were placed in the tail. A narrow body to reduce the frontal area

To get into to the interior of the sedan on had to climb through a door that was partly hinged in the roof more or less the same way as to enter the cockpit of small passenger planes. In order to facilitate entry though this ‘gull-wing’ door the center portion of the mudguard could be folded backward. The top of the sedan roof was 1,575 m. (5 ft., 2 inch) above the road, quite low by the standards of those days. The wheelbase was 20 % shorter than that of Farman’s normal A6A production chassis.

Sources: A detailed description of this car was published in the magazines The Autocar of 13 March 1923 and Automotive Industries of 22 March 1923. And of course, in the above mentioned Farman book.

The Maharajah’s toy, a Farman A6B Super Sport Torpedo (Photos courtesy Sotheby’s)

HRH the Maharajah Sir Daulat Singh acquired his Farman A6B Super Sport in 1921. He was then the hereditary ruler of the princely state of Idar (India) and used the open torpedo mainly for touring with members of his family and tiger hunting.

In due course, he gave the car as a present to his brother’s father-in-law HH Maharajah Sir Bhom Pal, the ruler of the state of Karauli, in neighboring Rajasthan, who greatly admired its striking silver finish. The gleaming silver effect was in those days achieved by mixing clear varnish with fish scales. In 1967 the Classic Rolls-Royce specialist and treasure hunter a John Fasal discovered the Farman amid a couple of vintage Rolls-Royces in one of the garages of the Karauli Palace. The car was “somewhat derelict but intact”. But it had only 10,802 miles on its clock. Fasal achieved to buy the Farman along with a pair of 20-hp Rolls-Royces. But his efforts to ship the cars from Bombay to Europe took him several years.

When the Farman finally arrived in Europe John Fasal sold it to a German enthusiast by the name of Wolfgang Gawor who had the silver Maharajah car completely restored. This intensive restoration was the subject of a richly illustrated article in the French magazine Automobiles Classiques in 2000. The car remained in Wolfgang Gawor’s collection until his death. Since then the Farman Torpedo has been regularly seen at Concurs d’Elegance and has won several prizes.

The ‘upper crust’

In those days, most rich clients bought a chassis from a manufacturer and then commissioned one of the many well-known coachbuilders to furnish the coachwork they wanted. With their expensive custom- build (bespoke) bodies Farman automobiles belonged to the upper crust as illustrated by this elegant landaulet. Note however, that the dashboard of this car (photo below) has more instruments and gauges than was customary.

Farman introduced a new model in 1927. The NF had a similar chassis as the A6B, but the engine capacity was enlarged to 7 liters. But the world-wide recession, which began in 1929, took a heavy toll from many luxury car makes and in 1931 the Farman brothers had to decide to stop making cars and concentrate all their efforts on designing and producing aircraft. According to reliable sources between 1919 and 1931 around 120 to 130 Farman automobiles had left their factory at Boulogne-Billancourt.

Henri Farman was made a chevalier of the French Légion d’Honneur (Legion of Honor”) in 1919. In 1937, he took the French nationality.

Richard, Henri and Maurice Farman, all retired from their company in 1937 when, to their bitter disappointment, the socialist government under Prime Minister Leon Blum (Popular Front) nationalized the French aircraft industry. The Farman’s company became part of the Société Nationale de Constructions Aeronautiques du Centre (SNCAC), also known as Aérpcentre.

The airline which the Farman brothers founded was eventually incorporated into the company that became Air France.

Maurice Farman returned after WWII to the automobile industry and became 1951 President of Rosengard. But that, as they say, is another story!

Sources: Farman ‘De l’aviation à l’automobile’ by Claude Rouxel, Laurent Firry amd Sébastien Faurès Fustel de Coulanges, Website RM Sotheby’s and Internet.


A century of history

Our company is a respectable lady of over 100 years old, a fact we are very proud of. It was created in 1908 by two global aviation pioneers: Henri and Maurice FARMAN.
After half a century of aeronautical adventures, which came to an end in 1956, the company redirected its efforts towards its long-term partner, the supplier of its aircraft engines: RENAULT.
Since then, FARMAN pursues its industrial adventure by producing robotised assembly lines and accumulation conveyors all around the world, for the aviation and automotive industries.

1874 Birth of Henri FARMAN
1877 Birth of Maurice FARMAN
1907 Creation of the FARMAN aviation workshops at Issy les Moulineaux
1908
13th of January : first manned flight on closed km by H FARMAN
30th of October: first intercity flight from Mourmelon to Reims
Creation of the Henri Farman workshops in BOUY (51)
Creation of the Maurice Farman workshops in BUC (78)
1910 Shared FARMAN brothers factory in Boulogne Billancourt
1920 The Société Générale de Transport Aérien (SGTA) integrates the Farman production line
1924 La FARMAN A6B
1921 à 1932 The Farman brothers start building luxury cars

1938 Creation of the Société Commerciale d’Aviation (SCA) by M. FAMRAN and his son Marcel
1941 Creation of SAUF (Société Anonyme des Usines Farman) in Billancourt then in Suresnes
1944 Nationalisation and integration of SAUF in SNCASO
1952 SAUF is re-launched by Marcel FARMAN in Toussus le Noble, its efforts directed towards the production of aviation and automotive tools

1956 Dissolution of SCA.
The Farman production line produces its last aircraft.
1958 Death of Henri FARMAN
1960 SAUF creates a subsidiary:
the Société Générale de Mécanique et de Tôlerie in TOURS (37)
1964 Death of Maurice FARMAN
1976 Closure of the FARMAN factory in Billancourt and creation of the Ateliers Mécaniques de Dreux (AMD), opening of a Research Centre in St CLOUD.
1980 Closure of AMD, transfer of industrial operations to TOURS
1988 Marcel FARMAN leaves the management of SAUF and is replaced by his son Patrick, who becomes CEO
1989 SAUF acquires the Société Tourangelle d’entreprises Electriques (STEE), supplier of its electrical equipments for the past 20 years
1996 SAUF is sold to German group IWKA
1997 Merger of three companies, FARMAN, AMD and SGMT under the name of FARMAN
1998 FARMAN acquires GECOM in Plaisirs (78)
2005 Opening of a Research Centre in CLUJ NAPOCA (Romania)

Patrick FARMAN leaves FARMAN’s management
2006 The TOURS activities are grouped under FARMAN Industries
2007 IWKA becomes KUKA
FARMAN Industries and SAUF go under the control of KUKA and become KUKA SYSTEM France
2009 KUKA sells KUKA SYSTEMS France to German group ARS and returns to the name of FARMAN SYSTEMS
2013 The Bourguignon-based Group GALILE acquires FARMAN SYSTEMS and renames it FARMAN


Henri Farman Wiki, Biography, Net Worth, Age, Family, Facts and More

You will find all the basic Information about Henri Farman. Scroll down to get the complete details. We walk you through all about Henri. Checkout Henri Wiki Age, Biography, Career, Height, Weight, Family. Get updated with us about your Favorite Celebs.We update our data from time to time.

BIOGRAPHY

Henri Farman is a well known Celebrity. Henri was born on May 26, 1874 in French..Henri is one of the famous and trending celeb who is popular for being a Celebrity. As of 2018 Henri Farman is 84 years (age at death) years old. Henri Farman is a member of famous Celebrity list.

Wikifamouspeople has ranked Henri Farman as of the popular celebs list. Henri Farman is also listed along with people born on May 26, 1874. One of the precious celeb listed in Celebrity list.

Nothing much is known about Henri Education Background & Childhood. We will update you soon.

Details
Name Henri Farman
Age (as of 2018) 84 years (age at death)
Profession Celebrity
Birth Date May 26, 1874
Birth Place Not Known
Nationality Not Known

Henri Farman Net Worth

Henri primary income source is Celebrity. Currently We don’t have enough information about his family, relationships,childhood etc. We will update soon.

Estimated Net Worth in 2019: $100K-$1M (Approx.)

Henri Age, Height & Weight

Henri body measurements, Height and Weight are not Known yet but we will update soon.

Family & Relations

Not Much is known about Henri family and Relationships. All information about his private life is concealed. We will update you soon.

Facts

  • Henri Farman age is 84 years (age at death). as of 2018
  • Henri birthday is on May 26, 1874.
  • Zodiac sign: Gemini.

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Farman History, Family Crest & Coats of Arms

The surname Farman was first found in Yorkshire where the Yorkshire Poll Tax Rolls of 1379 included some of the first listings of the family: Ricardus Forman Johannes Forman and Robertus Formain. All held estates there at that time. [1]

However, another source notes that Alan Forman and Robert Fourman were both listed in the Subsidy Rolls of Yorkshire in 1327. [2]

Due to Yorkshire's geographic proximity to Scotland, its very probable that records there would reveal more family records. In Scotland, the name is "perhaps from English Forman (13th century), older Formann, Latinized Formannus. Robert Foreman of Edinburghshire rendered homage, [to King Edward I of England] in 1296. Adam Forman was scutifer to Arnchibald, earl of Douglas, 1426. John Forman witnessed sealing of an inquest anent a fishing on the Tweed, 1467, and in 1474 payment was made to John Forman, Scottish merchant." [3]

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Early History of the Farman family

This web page shows only a small excerpt of our Farman research. Another 167 words (12 lines of text) covering the years 1539, 1504, 1514, 1521, 1562, 1696, 1743, 1465, 1522, 1501, 1513, 1552, 1611 and are included under the topic Early Farman History in all our PDF Extended History products and printed products wherever possible.

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Farman Spelling Variations

Although the name, Farman, appeared in many references, from time to time, the surname was shown with the spellings Forman, Foreman, Formon, Fourman and others.

Early Notables of the Farman family (pre 1700)

Notable amongst the family name during their early history was Andrew Forman (c.1465-11 March 1522), a Scottish diplomat and prelate. He rose to become Archbishop of St. Andrews, and is said to have been one of the Formans of Hatton, near Berwick-on-Tweed. He also was Bishop of Moray in 1501, and Archbishop.
Another 51 words (4 lines of text) are included under the topic Early Farman Notables in all our PDF Extended History products and printed products wherever possible.

Migration of the Farman family to Ireland

Some of the Farman family moved to Ireland, but this topic is not covered in this excerpt.
Another 50 words (4 lines of text) about their life in Ireland is included in all our PDF Extended History products and printed products wherever possible.

Farman migration +

Some of the first settlers of this family name were:

Farman Settlers in United States in the 17th Century
  • Alice Farman, aged 28, who landed in New England in 1635 [4]
  • Ralph Farman, aged 2, who arrived in New England in 1635 [4]
  • Mary Farman, aged 7, who arrived in New England in 1635 [4]
  • Cottam Farman, who landed in Maryland in 1657 [4]
Farman Settlers in United States in the 19th Century
  • Henry Farman, who arrived in Allegany (Allegheny) County, Pa, in 1856 [4]
  • John Farman, who arrived in San Francisco, California in 1860 [4]

Farman migration to Canada +

Some of the first settlers of this family name were:

Farman Settlers in Canada in the 19th Century

Farman migration to Australia +

Emigration to Australia followed the First Fleets of convicts, tradespeople and early settlers. Early immigrants include:


Watch the video: Henri Farmans flying machine in flight over France HD Stock Footage