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Coanda-1910 Type Research biplane Coanda-1910 nautical Exhibition was held. Many visitors were attracted to the strange-looking single- Type Research biplane seat red biplane that had no propeller. This generated considerable public debate about Accommodation One whether Coanda’s machine was actually Engine capable of flight. When the exhibition closed Integral ‘Thermojet’ reaction engine system driven by a on 16th December 1910, Henri Coanda had 50hp (37kW) internal combustion engine. Thermojet rated —_his aircraft transported to the Issy-les-Moulin- at 485 Ib (2.15kN) thrust. eaux airfield in readiness for a public demon- stration. Length Unt (12.5m) After a spectacular fiery start, the aircraft Wingspan 33ft 9¥4in (10.3m) moved off in a cloud of smoke. It was piloted . by Coanda, who briefly left the ground but Weight 925 Ib (420g) then lost control of the aircraft. Coanda-1910 Only Reported Test Flight October 1910 hit the ground, tipped over, caught fire and was destroyed. Coanda was lucky enough to escape with minor injuries, but the lack of interest shown by the aviation community led him to abandon any further experiments with this new type of propulsion. Several decades later, a fresh attempt to tem used in Coanda-1910 took the form of a use the thermojet would result in two proto- . . woe . . . Henri Marie Coanda, one of the greatest steel-panelled duct enclosing a water-cooled type Campini-Caproni CC-2 aircraft being aerodynamicists and inventors of the 20th century. 50hp (37kW) four-cylinder piston engine turn- _ built and flown, but the project was soon via Bill Rose ing a compressor fan at 4,000rpm - Coanda _ buried by the gas turbine’s arrival. In 1911, called this system a thermojet. A large Coanda joined the Bristol Aeroplane Com- adjustable iris (called an orburator), which pany in England as their technical director _ finally published his findings, this brilliant dis- was controlled by the pilot, regulated the air- and remained with the firm until 1914. He covery earned him universal recognition and flow. The engine exhaust and additional fuel then went to work for the French company become known as The Coanda Effect. In were fed into two ring-shaped combustion Dalauney-Belleville Airplanes at Saint Denis, 1935, Coanda used this aerodynamic phe- chambers that generated thrust. The exhaust where he designed three different aircraft. nomenon for the basis of an entirely new type gases exited at the rear end of the duct. During the crash of the Coanda-1910 air- _ of aircraft, which he called Aerodina Lenticu- The aircraft was displayed in October 1910 _ craft, Coanda had subconsciously noticed the __ lara. In almost every respect it was a classic at the Grand Palais on Champs-Elysées in way that flames and incandescent gas tended _ flying saucer design, which established many Paris, where the Second International Aero- _ to flow along the fuselage. Some time later, _ of the ground rules followed later by aircraft after World War One, this casual observation designers such as Loedding, Frost and Price. Fate Aircraft destroyed at Issy-les-Moulineaux Airfield, France, during demonstration on 16th December 1910. Coanda-1910. Th Ids first jet aircraft, built i turned into a more serious quest for knowl- In the immediate post-war years, Henri oanda- . e world’s first jet aircrat , Dul in . . . . . a 1910 at Joachim Caproni’s workshop. It used a edge and Coanda started experimenting with © Coanda was invited by the USAF to present a form of propulsion called the Thermojet. jets of steam, aware that they tended to flow _ lecture on his flying saucer concept at Wright- via Bill Rose around nearby curved surfaces. When he Patterson AFB. In 1969 he returned to Roma- Accommodation One Engine Integral ‘Thermojet’ reaction engine system driven by a 50hp (37kW) internal combustion engine. Thermojet rated at 485 |b (2.15KN) thrust. 41ft (12.5m) Length 33ft 9¥in (10.3m) Wingspan 925 lb (420kg) Weight Fate Aircraft destroyed at Issy-les-Moulineaux Airfield, France, during demonstration on 16th December 1910. tem used in Coanda-1910 took the form of a steel-panelled duct enclosing a water-cooled 50hp (37kW) four-cylinder piston engine turn- ing a compressor fan at 4,000rpm - Coanda called this system a thermojet. A large adjustable iris (called an orburator), which was controlled by the pilot, regulated the air- flow. The engine exhaust and additional fuel were fed into two ring-shaped combustion chambers that generated thrust. The exhaust gases exited at the rear end of the duct. The aircraft was displayed in October 1910 at the Grand Palais on Champs-Elysées in Paris, where the Second International Aero- Henri Marie Coanda, one of the greatest aerodynamicists and inventors of the 20th century. via Bill Rose finally published his findings, this brilliant dis- covery earned him universal recognition and become known as The Coanda Effect. In 1935, Coanda used this aerodynamic phe- nomenon for the basis of an entirely new type of aircraft, which he called Aerodina Lenticu- lara. In almost every respect it was a classic flying saucer design, which established many of the ground rules followed later by aircraft designers such as Loedding, Frost and Price. In the immediate post-war years, Henri Coanda was invited by the USAF to present a lecture on his flying saucer concept at Wright- Patterson AFB. In 1969 he returned to Roma- Coanda-1910. The world’s first jet aircraft, built in 1910 at Joachim Caproni’s workshop. It used a form of propulsion called the Thermojet. via Bill Rose 22 Only Reported Test Flight October 1910 Secret Projects: Flying Saucer Aircraft