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Henry 'Henri', Maurice and Richard 'Dick' Farman

The Aircraft, L'Avions

Preamble

Nomenclature : In general terms the aircraft are named after the individual brother Henri Farman HF, Maurice Farman MF, and the cooperative production F sometimes? known as the 'Horace' Farman.

The number of ways the types are listed also varies, eg HF 20, HF-20 and the style I have selected here HF.20. If you know better then I am happy to be corrected on this and any other matter. My one aim is to get it right for future researchers.

Licensing : the Farman brothers and I'm guessing Henry (Henri) in particular were keen licensees of their designs. 'Farmans' were built in Great Britain (Aircraft Manufacturing Company), Italy, (Savoia, Fiat, Macchi, Zari and Vickers Terni), Belgium (Bollekens, Nélis), Russia, Greece, Sweden

Images : With some types there are a plethora of images available, with others, images are virtually non existant if at all. Some however have also become entangled in the 'information web' discussed above.

The author will try to present a 'typical' example of each type and if justified a second or third view. It is not intended at this stage to simply place a copy of every Farman type found on the web or in print. I like my sanity! - Ed.

Dictionary : A few terms that may not be obvious to the visitor. Moteur propulsif = Pusher Type; Biplace = 2 Seater; Triplace = 3 Seater; de tourisme = scout; d'entrainement=trainer; de course = competitor; vol=flight.

Credits : This information was gleaned from more than a dozen sources on the web and in print, however my starting points were the online works by B. Parmentier and Daniel Brackx

A Brief Introduction

As early as 1908 Henry Farman had a school of aviation and construction works at Buc near Versailles. Somewhat later his brother Maurice Farman began to manufacture aircraft and in 1912 the brothers merged their interests in the Farman works at Boulogne-sur-Seine, making many planes of their characteristic pusher biplane type for military and training purposes.

also...

Henry, Maurice et Dick Farman. Premier atelier de Henry en 1908 à Bouy près de Chalons-sur-Marne. Son frère Maurice installe ses ateliers à Buc. Usine commune rue de Silly à Boulogne-Billancourt. Terrain à Toussus-le- Noble. Cette usine revient à la S.N.C.A.C. lors des nationalisations.

1907-1909

In 1907, The Voisins made an airplane for Léon Delagrange, mounting a 50-horsepower Antionette engine and a propeller on the lower wing to push it through the air. Although it had no roll control, Delagrange was able to make short hops of up to 500 meters (1650 feet). As such, the Voisin-Delagrange I was the first European airplane to best the Wright's first powered flights in 1903.

Henry Farman also ordered a Voisin aircraft and on September 30, 1907 flew his Voisin-Farman I , making a modest hop of just 30 meters (100 feet). Farman also modified the airplane as he gained more flying experience, eliminating the side curtains, reducing the size of the tail, and adjusting the dihedral angle of the wings, all to reduce drag, improve stability, and make the airplane more maneuverable. However, even in its final form as the Voisin-Farman 1bis as with the unmodified? Voisin-Delagrange I, it had no roll control - Farman made do with an elevator and rudder only.

Voisin-Farman I, October 1907

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Voisin-Farman I, Issy-les-Moulineaux, 1907

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Voisin-Farman I, Issy-les-Moulineaux, 1907

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Voisin-Farman I, Issy-les-Moulineaux, 1907

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Voisin-Farman I, as of Oct., 26, 1907

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Voisin-Farman I, as of Jan., 13, 1908

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Henry Farman flies the first one-kilometer circuit, January 13, 1908

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On January 13, 1908, Henry Farman took off again in pursuit of the Grand Prix de Aviation and its 50,000 franc purse. He made a flying start, crossing the starting poles about 4 meters or 13 feet off the ground. He flew straight out for about 500 meters, slowly climbing to 12 meters or 40 feet, then made a wide, flat turn, using rudder alone to slide around the marker. He came back and made another turn, crossed the point at which he started, and landed gently.

The entire flight lasted 28 seconds, and covered the prescribed kilometer. It didn't matter that his turns were clumsy and he was in constant danger of losing control of the Voisin-Farman I. Henry Farman had won the most coveted prize in aviation, and for the moment - as far as the French were concerned - the Wright brothers were beaten.

http://www.first-to-fly.com

With 50,000 francs in his pocket, [the prize of January 13, 1908], Farman could afford to make further modifications to his aeroplane in preparation for a new flying season. In March 1908 he had the machine re-covered in rubberized fabric and re-engined with a 50hp Renault. The Voisin-Farman 1bis became the Henri Farman 1bis.

The new engine did not last long and he reverted to the Antoinette, but Farman's constant tinkering with his plane show how confidently he had grasped the essentials of aeronautics. During the summer he added 'side-curtains' to the wings, to make them true box-kites, and importantly put in ailerons of his own design so that the machine could be banked.

Henri Farman 1bis, 50hp Renault, 'modified' at Mourmelon

Henri is on the right and possibly Maurice on the left.

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Voisin and Farman
http://members.lycos.co.uk

In November 1908 Henri Farman sold his trusty Henri Farman HF.1bis and waited for delivery of a new and improved Voisin. A machine in the Voisin workshops was earmarked for him, but instead the brothers sold it to a wealthy young Englishman newly arrived in Paris, J.T.C. Moore-Brabazon. Farman's relations with the Voisin brothers were already less friendly than they had been.

J.T.C Moore-Brabazon aboard his newly acquired Voisin 'Bird of Passage', 1909

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Henri Farman 3, HF.3, HF.111, Boxkite, Éole, Militaire

Henri Farman 3
http://www.ohtm.org

The Henri Farman 3, one of the most famous and widely used of early European biplanes, was the first aircraft produced by Farman's factory in France. It had full ailerons which made it controllable by giving roll, or banking, control as well as sprung wheels on the landing skids to come " ... to earth most perfectly and with the least shock." It won distance, altitude and passenger carrying awards at the Rheims air meet of August 1909. Farman had earlier been the first in Europe to fit practical ailerons to an airplane; a Voison-Farman I bis, in October 1908. The Farman 3 was the first aeroplane to fly from England to Ireland. In the interest of flight safety, the Museum's replica is slightly modified from the original.

Specifications: span 34 ft. 6 in.; length 43 ft. 6 in.; takeoff weight 1270 lbs.; engine 50 hp. Gnome seven-cylinder air-cooled rotary (original); 150 hp. Lycoming air-cooled flat four (representation); speed 45 mph.

Henri Farman 3

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Henri Farman 3

This is of course the same image as above with the building retouched out for the production postcard.

Henri Farman 3

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Henri Farman 3, most probably Reims, August, 1909

Noting the event being the 'Grande Semaine d'Aviation de Champagne' and at the side, Reims

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Henri Farman 3, Reims, August 28, 1909

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Henri Farman 3, checks the wind speed bfore his flight from Chalons to Reims, 1909 [to be confirmed - Ed]

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Henri Farman 3, Blackpool, England, c.1909

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Henri Farman 3, pilot Lt. Notaras, Greek Air Corps

The purpose of this image is to show 'cockpit' detail

http://www.mod.gr

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Henri Farman 'Biplane', (Type 3)

members.rogers.com

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A 1911 Henri Farman IV Boxkite made and flown by Roger Freeman, President of the Vintage Avation Historical Foundation, Marion, Texas, per contract with Hong Kong 's new International Airport. This is a flying replica of the first aircraft to fly in China. It was delivered in late November of 1997 and it will hang from the ceiling of the new Air Terminal Lobby after performing several demonstrations in China.

Replica 1911, Henri Farman IV Boxkite
Note the " I " tail like Claude Grahame-White's machine of 1910

http://members.lycos.co.uk

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"In designing his aeroplane Henry Farman aimed to create a simpler and lighter version of the Voisin type which he had flown so successfully in 1908. The Farman was first displayed at the Rheims Meeting in August 1909. It was powered by the new Gnome rotary engine and proved itself very capable and practical. Like the Voisin, the engine was at the rear and the tail carried on four out-riggers.

The side-curtains of the Voisin, which were an attempt at automatic stability, were done away with and in their place four 'ailerons' were fitted to the wings. On the ground these drooped down vertically, but in the air they streamed out behind the wings and allowed the pilot to control the machine in roll. Ailerons are almost universal today (but see flexwing microlights!) but in 1909 wing warping was a more common device. Pitch control was by by a main elevator at the front and a smaller one attached to the top tailplane at the rear.

In contrast with the Voisin, large wooden skids supplemented the wheels. The wheels were attached to the skids with rubber cord in such a way as that the wheels normally took the weight of the plane. But on a hard landing they were forced up as the cords stretched so that the shock was taken by the skids. This device made the Farman a good aircraft for cross country flying where a rough field landing might occur at any time.

The pilot's controls were of the type that has become conventional. The rudder was operated via a foot bar while a joystick on the pilot's right controled both the ailerons and elevators."

and also...

Duelling with the Wind
http://www.af.mil/news/airman/1297/flight.htm

The Henri Farman IV Boxkite, a flying machine from the dawn of flight, looked ungainly in the morning light - all wood, wire and shellacked fabric. Owner Roger Freeman sat in the pilot's chair, hand on the throttle. Five feet behind him, a fixed-pitch, wooden prop ticked away.

He couldn't help but feel nervous as he gunned the engine and the Farman's 1,200 pounds began rolling across a grass field. In shape, it resembled the Wright Brothers' flying crate, a biwing tail-dragger with a forward elevator and a 42.5-foot wing span, perched on heavy bicycle wheels.

Freeman knew it would fly. Ground tests had proven that. But his 10,000 flying hours also told him the Farman was the crudest form of airplane, tricky and unpredictable. Knowing this, he still reproduced the 1909 original design faithfully, complete with aerodynamic flaws.

"I finally got enough nerve for the first trip around the field," he said. The Farman leapt into the air - and stayed up, straining for altitude.

Freeman builds faithful copies of antique aircraft for Air Force museums and sometimes for himself. He incorporates original parts where he can find them. More often, the parts are manufactured in his hangar, from the clutter that lines the walls.

"Most of the others [replica makers] are building look-alikes so they will fly better," he explained. "We specialize in going back to the original, or as close as possible. That's why most of our customers are museums."

After logging six hours in the Farman, including an eight-mile flight to an airshow last year at Randolph Air Force Base, Texas, Freeman was ready in September to deliver the plane to the Hong Kong Historical Association to commemorate the first flight from Hong Kong in 1911. more...

The most widely used and popular 'Farman' in Russia during 1909-1916. Hundreds of Russian aviators made their first flight on Farman IV.

Only few Farman IV's were purchased in France. But many hundreds were built at various workshops and factories, ranging from homebuilts to large batches from 'Dux' and other serious manufacturers. As a result total number of built aircraft and its modifications are unaccountable. Most of them were powered by 50hp Gnome engine.

Henri Farman IV

3-strut biplane with tail frame. Engine is mounted on the lower wing, driving pusher propeller. Ailerons had only lower control cables and were hanging down while aircraft is in rest. Aircraft is built of wooden elements, connected by very basic joints and enforced by bracing wires. Wing was covered with fabric only from below. As a result wing had 'not an airfoil but something unimaginable', as pilots giggled. But it was fine, thanks to very small wing load.

Henri Farman IV, winterised version

Aircraft was not used for military purposes.

Modifications :

Farman IV by 'Dux' factory had substantially increased wingspan, single rudder, landing skis were much longer (like on Farman III). Wing airfoil was not revised, but cover was on both sides. This aircraft was built in series under supervision of engineer V.V.Bartoshevich.

'Farman' by French aviator Christians (?) was presented on the First Petersburg Aviation Week in 1910. It differed by additional small wheels on forward-extended skis. Aircraft was purchased by the Military Department as a trainer for Gatchina Aviation School. Speed was 57km/h.

'Farman IV' with 60hp liquid-cooled ENV engine was flown in the School of Turkestan Aviation Society by Shavrov, officer of the Central Headquarters. It was the first aircraft built by 'Dux' factory.

Few were built in 1910 with 55hp l.c. Renault engine.

'Novgorod The Great' - built at Novgorod section of the Russian Aeroclub. Had 2-side wing and tailplane/elevator cover, lower wing had smaller than usual size.

'Farman IV' by A.K. Tikhomirov was built in Moscow, 1912. Trainer with switchable second set of controls.

'Farman IV' of Odessa Naval Battalion was built in April 1911. Upper wing was larger than lower one and supported by upper kingpost. One of Odessa Farmans was flown by aviator S.Utochkin (1876-1916).

'Farman IV' by B.S. Maslennikov was built in 1911 for flight Petersburg-Moscow. Differed by pinpointed nose shell, covering controls and pilot's legs.

Henri Farman IV 'Farman-Aviata'

'Farman-Aviata' was built in Warsaw by Aviata Enterprise. 60hp Argus engine provided speed up to 80km/h. Struts were replaced by upper kingposts, landing skis extended forward, lower wing is smaller than usual. Few were accepted by Military Department. Note that at the time Poland was part of Russia.

'Farman IV' by A.V. Shiukov had pilot's seat moved 1.5 forward. Front elevator was removed. Performance was not harmed.

German built 'Farman-Albatros' with minor changes in upper wing design served in Gatchina Aviator School near St.Petersburg.

'Farman-Bristol' aka 'Farman V'

'Farman Militer' was almost identical to Farman IV. Few obtained by Russia in 1911.

Henri Farman IV, 'cockpit' detail

http://www.boris.elknet.pl

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Farman-Michelin date? c. 1909-1911

members.rogers.com

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The Old Kingsbury Aerodrome
http://www.texas-ec.org

1910

Biplace de tourisme. Biplan. Moteur propulsif.

1911

Biplace expérimental. Premier vol en mars 1911. Monoplan aile haute.

Henri Farman, HF.2/2

'Jéro' Farman HF.3

"Foto uit de verkoopsbrochure van de firma Jéro. De door Bollekens gebouwde toestellen op het vliegveld van St. Job"

Jéro-Farman, license-built Farmans, built in Antwerp by Bollekens

Biplace d' observation.. Premier vol en juin 1911. Biplan. Bipoutre.

Henri Farman HF.7

Biplace d' observation. Biplan. Moteur propulsif.

Henri Farman HF.10

Biplace d' observation. Biplan. Moteur propulsif.

Henri Farman HF.10-1bis

Triplace d' observation. Biplan. Moteur propulsif.

Maurice Farman MF.6

Biplace de tourisme. Biplan. Moteur propulsif.

The following images are referred at source as being either HF.3s or MF.7s. Not having the 'longhorn' skids at the front the trademark? of the MF.7 nor the even length wings of the HF3. I am guessing that these are actually MF.6 types. [To be researched. -Ed.]

Maurice Farman MF.6?

Maurice Farman MF.6?

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Maurice Farman MF.6?

The card suggests that this is both by HF and flown by him. I believe that the pilot is indeed MF and thus the plane is by MF.[Ed.]

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Henri Farman, Light Military Type, 1911

members.rogers.com

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English built, up-scaled copy of Farman IV. It was built with minor improvements for more powerful engine. Eight were purchased from Bristol Company for Gatchina and Sevastopol Aviator Schools, where they served in 1911-1913.

References : "History of aircraft construction in the USSR" by V.B.Shavrov, Vol.1 p.143"

Henri Farman V, Bristol-Farman, Bristol Military Type

1912

Biplace de tourisme. Premier vol en juillet 1912. Biplan. Moteur propulsif.

Farman XV (15)
http://www.ctrl-c.liu.se

First of Farman's in Russian service equipped with normal cockpit. Construction includes both wood (wings) and steel tube (tail booms) elements. Lower wing is much smaller than the upper one, outer panels supported by kingposts. Designed as a reconnaissater in 1912. There were plans to protect it with armour, but large weight of this protection resulted in abandoning of armored Farman XV. In 1913 V.P.Poplavko used this aircraft for first (in Russia) experiments with machinegun (Maxim) installation (see picture). 18 Farman XV's were built at Dux factory, different from French built aircraft by slightly increased wingspan. Farman XV did not find wide use, smaller and lighter Farman XVI, XX and XXII were preferred by Russian aviators.

'Jéro' Farman HF.16

Biplace d' observation. Biplan. Moteur propulsif.

'Jéro' Farman HF.16

Lt. Wahis around 1912

Amilpress Photo

http://ibelgique.ifrance.com

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Differed from Farman XV by smaller wings (upper one is slightly swept back) and lower landing gear. It carried no armament (despite armour was planned for reconnaissance use). Since 1915 relegated to training use. In 1914 one Farman XVI was installed on skis and participated in Polar Expedition by Vilkitsky. One flight was performed by pilot Aleksandrov and mechanic Trykalov in the Providence Bay. During Winter stay aircraft was 'reassembled'... into airsled. Farman XVI was built on all major Russian aircraft factories, with total production up to 300.

Henri Farman HF.19

Hydravion biplace de course. Biplan. Moteur propulsif, flotteurs.

1913

Biplace de reconnaissance. Biplan. Moteur propulsif.

Henri Farman Light Military Type, 1913

this machine appears to be the HF.20 or from the the HF.20 series

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Henri Farman Light Military Type, 1913

this machine appears to be the HF.20 or from the the HF.20 series

members.rogers.com

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Similar to Farman XVI, with refined design. Some construction elements were made lighter, other - strengthened. Some F-XX had dual controls. Aircraft was built at Anatra and Schetinin factories. Anatra continued production until 1922. Last Farman F-XX was serving at Sevastopol aviator school in 1923.

Henri Farman HF.21

Biplace d' observation. Biplan. Moteur propulsif.

Henri Farman HF.22

Biplace d' observation. Biplan. Moteur propulsif.

Henri Farman HF.22

http://membres.lycos.fr

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Henri Farman HF.22 Hydro

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http://members.shaw.ca/flyingaces/archive1.htm

A 2view colour image of this craft appears in Munson, K., Pioneer Aircraft 1903-14, Blandford, 1969

Henri Farman HF.22 Hydro

members.rogers.com

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same ac. as above HF.22?

Farman XXII (22), Farman XXIIbis, Farman XXII floatplane
http://www.ctrl-c.liu.se

Farman XXII was very similar to its predecessors Farman XV, XVI and XX. Major difference - strengthened landing gear, using U-shaped steel tubes instead traditional N-struts. Since 1915 - served as trainer.

Henri Farman HF.23

Biplace d' observation. Biplan. Moteur propulsif.

Henri Farman HF.24

Biplace d' observation. Biplan. Moteur propulsif.

Henri Farman HF.25

Biplace de tourisme. Biplan. Moteur propulsif.

Maurice Farman MF.7

Biplace de reconnaissance. Premier vol en février 1913. Biplan. Moteur propulsif.

Maurice Farman MF.7, MF.1912, MF 'Longhorn', S.7
http://hep2.physics.arizona.edu

The Type VII was very similar to the Type IV, but with monoplane tailplane and slightly smaller. Booms of the tailframe became perfectly parallel. Front elevator was removed on some aircraft, without any change in performance and handling. Crew seats were shifted far forward. Variety of engines were used, tailplane cover could be single or two-sided.

Maurice Farman MF.7

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Maurice Farman MF.7

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The design of the Farman MF.7, which first flew in 1913, was the culmination of the pre-war Farman design effort. A pusher design, it had a unique forward elevator positioned on curved extensions of the landing skids. It featured a biplane elevator located at the rear, supported by twin booms attached to the trailing portions of the top and bottom elevators. Dual mainwheels were mounted on skids and there were rubber shock absorbers. This configuration made the aircraft very easy to land, which, following its application as a viable military vehicle, meant that it soon adopted a role as an ideal primary trainer. more...

Henri? Farman VII, F.7, Farman Racer, Military Type, Maurice Farman

Very similar to the Henri? Farman IV, but with monoplane tailplane and slightly smaller. Booms of the tailframe became perfectly parallel. Front elevator was removed on some aircraft, without any change in performance and handling. Crew seats were shifted far forward. Variety of engines were used, whig/tailplane cover could be single or two-sided. Four 'Farman VII's first Russian pilots (volunteers) participated in Balkan War (1912).

Modifications :

Farman VII by A.A. Agafonov was built on Schetinin factory for record flight Petersburg-Sevastopol, planned for 1913. Upper wing span was increased, two additional large fuel tanks installed. This flight never took place, but many other flights were performed.

Farman VII by A.F. Krasilnikov had tail (frames, tailplane, controls) from Farman XVI. Aircraft was used for commercial advertisement flights, including dispersing fliers.

Maurice Farman MF.8

Hydravion biplace de tourisme. Biplan. Flotteurs, moteur propulsif.

Maurice Farman MF.9

Hydravion biplace de tourisme. Biplan. Flotteurs, moteur propulsif.

Maurice Farman MF.16

Reconnaissance Monomoteur de transport. 1 seul exemplaire construit. Sesquiplan. Moteur propulsif.

1914

1914 Biplace d'observation et de bombardement. Biplan. Moteur propulsif.

The Maurice Farman 'Shorthorn' (sic) seems to have caught the writers eye on the web if not elsewhere. There are a multitude of sites carrying a multitude of facts and figures. - Ed.

Maurice Farman MF.11, MF.1914, MF 'Shorthorn', S.11
http://www.spartacus.schoolnet.co.uk

Henri Farman and his brother Maurice Farman, started their aviation company at Boulogne-sur-Seine in 1912. Two of their planes, the Farman MF.7 and the Farman MF.11, were popular Allied reconnaissance craft during the early stages of the war. They were purchased by both the French Army Air Service and the Royal Flying Corps before the outbreak of the First World War. They were also used by the Belgian and Italian air forces. The Royal Naval Air Service used the Farman MF.11 for its first night bombing mission when it attacked a German artillery installation on 21st December, 1914.

Maurice Farman MF.11

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A biplane "pusher" developed by the French, the Farman S.11, more commonly known as the 'Shorthorn', lacked the characteristic forward elevator of the Farman 'Longhorn'. With the nacelle positioned half-way up the interplane struts, the pilot was seated well ahead of the wings and the aircraft was ideally suited to its initial role as a reconnaissance bomber. Adopted by most of the Allied air services, the 'Shorthorn' was often equipped with dual controls and widely used as a trainer throughout much of the war.

Maurice Farman MF.11 nacelle detail

In 1916, the Australian Flying Corps(AFC) introduced the Farman 'Shorthorn' into service as a trainer at Point Cook. CFS-15 was the first of type into service, and until replacement by more modern trainers in 1919, was used to train pilots in the AFC for service both at home and overseas. In 1919, Mr R.G. Carey of Port Melbourne purchased CFS-15 for use in advertising, joyflights and barnstorming, now registered as G-AUBC.

Maurice Farman MF.11, RAAF Museum, Point Cook, Victoria, Australia

The machine CFS-20, a beautifully restored composite of the four original machines at Point Cook Central Flying School

http://www.raafmuseum.com.au

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Maurice Farman MF.11, MF.1914, MF 'Shorthorn', S.11
http://www.raafmuseum.com.au

The Farman 'Shorthorn' was designed and built in France by a pioneer aeroplane manufacturing company established by the Farman brothers. The 'Shorthorn' became the first armed aircraft to engage in aerial combat during World War I. Its most noted service activity was as a training aircraft with No 5 Australian Flying Corps (Training) Squadron in the United Kingdom and with the Central Flying School (CFS) at Point Cook. more...

Maurice Farman MF.11

http://collections.ic.gc.ca

The Farman MF.11 was widely produced under licence in Great Britain (where it was known as 'Shorthorn') Russia and Italy. Introduced in late 1915, it equipped many reconnaissance squadrons, where it was appreciated for its good flying qualities, particularly in mountaina areas. It was equipped with Renault and de Dion Bouton engines, later replaced by Fiat A 10 engines.

Its initial producer was the Savoia company, later followed by Fiat, which designated it F.5b, and by Macchi, Zari and Vickers Terni. Armed with a frontal Fiat machine gun, the Farman survived many encounters with enemy fighters, and it was also used as a bomber, particularly by the 31a squadriglia in the Alpine region. A later Italian version was the so-called Farman Colombo, or MF.C, with a Colombo D.110 110 hp engine, that featured an oval nacelle. more...

Maurice Farman MF.11

http://collections.ic.gc.ca

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The Farman 'Shorthorn' carried it's crew tandem, the observer in front, the pilot behind. The British used MF.1914s as bombers in 1914 in the Dardanelles, in Africa and Mesopotamia, with 80 assigned to the Royal Navy. The French used early types on the eastern front and in Macedonia. The MF.1914s assigned to the Belgans flew bombing missions against German submarines and Zeppelin bases.

A Farman of 1 Wing was credited with destroying a Zeppelin at Evere. By 1915 the plane became useless against the mounting aerial opposition from the Germans, who had a new Fokker monoplane, and it was quickly relegated to training pilots in England. more...

Maurice Farman MF.11, MF.1914, MF 'Shorthorn', S.11
http://www.raf-waddington.com

The MF.11 'Shorthorn' was a development of the MF.7 'Longhorn' and the official British name was the S.11, but this never really caught on. These aircraft were most deserving of the name 'string-bag' as they were held together with a veritable maze of wire. The main difference between them was the use of rear elevators instead of canard elevators on the 'Longhorn'. The name 'Longhorn' was given on account of the long curved sticks used to mount the canard elevator, and the 'Shorthorn' only retained the vestige of these as skids protruding in front of the undercarriage to prevent nose-overs. more...

Maurice Farman MF.11bis, MF130ch

http://ibelgique.ifrance.com

Maurice Farman MF.11bis

KLM/MRA Collection.

http://ibelgique.ifrance.com

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http://www.aviation.nmstc.ca

http://www.wwiaviation.com

Maurice Farman MF.13, 14

Maurice Farman Type 1914 "Shorthorn" in flight near its base at Koksijde probably in 1915

The designation MF.13 (or MF.130hp) reflected the aircraft's engine horsepower, while the MF.14 desination reflected the model 1914 of the same Farman MF.11/MF.11bis design.

Mike Terlinden Collection.

http://ibelgique.ifrance.com

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Henri Farman Monoplane of 1914

members.rogers.com

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1915

Triplace de reconnaissance. Biplan. Moteur propulsif.

Henri Farman HF.30

Biplace de reconnaissance. Premier vol en décembre 1915. Biplan. Moteur propulsif.

Henri Farman HF.30

http://www.ufaport.bashnet.ru

Biplace de chasse. Biplan. Moteur propulsif.

Farman F.40

Biplace d' observation. Biplan. Moteur propulsif. Bois et toile.

Farman F.40
http://www.internetmodeler.com

"...The Farman F.40 entered service with the French air service in June of 1915 and was not an immediate success. Criticisms were made not only of its performance, but of its structural integrity, and the quality of both construction and of the materials used. A crash program of improvements was initiated, but by the time of its completion the big pusher was well past obsolete. Nonetheless it was built in large enough numbers to equip more than forty escadilles and saw wide service in a variety of roles on the western front and overseas, it also served with the forces of almost every other allied nation and was produced under licence in Italy and elsewhere. Possessing features of both Maurice and Henri Farman designs the F40 was sometimes referred to as the "Horace" Farman."

Farman F.40

Farman Type 40 (Engine Renault 130 hp) of the Aéronautique Militaire seen at Houtem in the Spring 1915.

Arch. KLM/MRA (AMBIVP6)

http://ibelgique.ifrance.com

Farman F.40

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Farman F.40 fitted with Le Prieur Rockets

Read more about Yves Paul Gaston Le Prieur

Farman F.40

a damaged image but none the less, good detail shot of nacelle etc. - Ed.

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Farman F.40

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Farman F.40

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Henri Farman F.40 P

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Biplace d' observation. Biplan. Moteur propulsif. Bois et toile.

Farman F.41

Biplace de reconnaissance. Biplan. Moteur propulsif.

1916

Biplace de chasse. Premier vol en juillet 1916. 1 seul exemplaire construit. Sesquiplan.

Farman F.30A

Biplace de chasse. Premier vol en décembre 1916. 1 seul exemplaire construit transformé ensuite en Farman F.30B Biplan.

Farman F.40bis

Biplace de reconnaissance. Biplan. Moteur propulsif.

Farman F.40ter

Biplace de reconnaissance. Biplan. Moteur propulsif.

Farman F.41bis

Biplace de reconnaissance. Biplan. Moteur propulsif.

Farman F.43

Biplace de reconnaissance. Biplan. Moteur propulsif.

Farman F.45

Biplace de reconnaissance. Biplan.

Farman F.1, 40

Biplace de reconnaissance. Biplan. Moteur propulsif.

Farman F.1, 40bis type 60

Biplace de reconnaissance. Biplan. Moteur propulsif.

Farman F.1, 40ter type 61

Biplace de reconnaissance. Biplan. Moteur propulsif.

Farman F.1, 40ter type 61

Villeselve durant l'été 1917

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Hydravion biplace de d'entrainement. Biplan. Moteur propulsif.

Farman F.1, 41 type 70

Biplace de reconnaissance. Biplan. Moteur propulsif.

Farman F.1, 41bis type 70

Biplace de reconnaissance. Biplan. Moteur propulsif.

Farman-Nélis GN.1, GN.2, GN.3, GN.4, GN.5 and GN.6

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Farman-Nélis GN.1

Guy Van de Merckt Collection

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Farman-Nélis GN.2

GN 2 of the team Jacquet-Robin with reprofiled fuselage contours and still powered by a Gnôme-Rhône engine.

Guy Van de Merckt Collection

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1917

Biplace de chasse. Premier vol en juillet 1917. 1 seul exemplaire construit, le Farman F.30A transformé. Biplan.

Farman F.47

Biplace de reconnaissance. Biplan.

Farman F.48

Biplace de reconnaissance. Biplan.

Farman F.49

Biplace de reconnaissance. Biplan.

Farman F.41H

Hydravion biplace de reconnaissance. Biplan. Moteur propulsif.

This next grouping needs further research as there appears to be a Maurice Farman F.60 'Goliath' series (a development of the Shorthorn/Longhorn for night bombing) and a Henri/Maurice Farman F.60 'Goliath' series which were substantially larger, produced into the mid to late 1920s.

A converted F.60 of the latter series was used for the first international passenger service when it carried 12 passengers from London to Paris in February 1919.

Maurice Farman F.60 'Goliath' Heavy Night Bomber

Farman F60

The first Farman F.60 night-bomber of the newly created 8th squadron based at Coudekerke. Pilot Lacroix and gunner de Burlet.

Mike Terlinden Collection

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Hidroavión utilizado en la primera época de la Escuela de Hidroaviación Motores: 2 Gnome R.9A, 380 HP.

Maurice Farman F.61 'Goliath'

Heavy Night Bomber

Maurice Farman F.61
Heavy Night Bomber

Maurice Farman F.62

Heavy Night Bomber

Maurice Farman F.63

Heavy Night Bomber

Maurice Farman F.65

Seaplane Bomber

1918

Biplace de chasse. 1 seul exemplaire construit le Farman F.30B modifié. Sesquiplan.

Henri Farman HF.31

Biplace de chasse. Premier vol en août 1918. 1 seul construit. Biplan.

Farman F.46

Biplace d'entrainement Biplan. Moteur propulsif, train à 8 roues.

Farman F.50

Bombardier lourd. Triplace de bombardement. Biplan.

Farman F.1, 46

Biplace d'entrainement. Biplan. Moteur propulsif.

Farman F.2, 40

Biplace de reconnaissance. Biplan. Moteur propulsif.

to finish, one of the more unusual Farman designs - The Balloon Nacelle

Farman Balloon Nacelle

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