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Coandă-1910

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Coandă-1910
Coandă-1910 at the 1910 Paris Flight Salon
Role Experimental
National origin Romania/France
Manufacturer Henri Coandă
Number built 1

The Coandă-1910, designed by Romanian inventor Henri Coandă, was the first aircraft constructed for air-reactive propulsion. The early sesquiplane aircraft featured an experimental propulsion system called "turbo-propulseur", later described by Coandă as the first jet engine and argued as a simple rotary fan blades driven directly by a conventional piston engine. The unconventional aircraft attracted attention at the Second International Aeronautical Exhibition in Paris in October 1910, being the only exhibit without a propeller.

Coandă also used the same mechanism to drive a snow sled. He received patents in four countries for the complex heat-augmented rotary compressor propulsion system, but it was not developed further for aircraft.

Decades later, after the recognized development and demonstration of motorjets and turbojets, Coandă claimed that his turbo-propulseur was the first aircraft jet engine complete with fuel combustion in the airstream. He also said that he had made a single brief flight in December 1910, crashing just after take-off, the aircraft destroyed by fire. Some aviation historians countered Coandă's version of events, saying that the engine had no combustion in the airstream and that the aircraft never flew.

Early developments

Coandă was interested in achieving reactive propelled flight as early as 1905, with tests in Bucharest of rockets from the Army Arsenal attached to model airplanes.[1] At Spandau in Germany, Coandă tested successfully, in secret, a flying machine with a single tractor propeller and two "gyroscopes",[clarification needed] with a 50 hp (37 kW) Antoinette engine.[2] According to later claims, Coandă tested the machine at Cassel in front of Bernhard von Bülow. In that period he started to be interested in jet propulsion. According to Coandă the plane and a jet model provided with a 'turbo-propulseur' were presented in December 1907 in Berlin at the Sporthalle (indoor sports arena).[3]

Coandă continued his studies at Liege, Belgium, where he befriended Giovanni Battista Caproni. With the help of Gustave Eiffel and Paul Painleve he tested different wing configurations and air resistance on a platform built by Eiffel in front of a railway engine. The results were used to build the Coandă-Joachim glider with the help of car manufacturer Joachim.[4] In the presence of Caproni the glider was flown at Spa-Malchamps,Belgium.[5]

1910s

"The Only Aeroplanes Without Propellers". This promotional brochure was available at the Paris salon in 1910.[6]

With the opening of the École nationale supérieure de l'aéronautique et de l'espace on 15 November 1909, Coandă moves to Paris on Rue de Ranelagh. In a little atelier, in the court yard of his house starts to build his slender sesquiplane and the unusual powerplant helped by his school friend Cammarotta-Adorno.[1] He starts testing the thrust of the combined mechanism of the future powerplant, on a dynamometer in his workshop, which is described in detail in April 1910 La Technique Aéronautique[7] magazine. He filed for a French patent on the mechanism on 30th of May 1910.[8] Coandă exhibited the aircraft 15 October – 2 November 1910 at the Second International Aeronautical Exhibition, an annual event commonly referred to in aviation magazines as the Paris salon, or Paris flight salon. The aircraft was placed "in solitary state" separated from the main exhibit floor in an upstairs gallery next to Henri Fabre's Hydravion, the first floatplane.[9]

The aircraft was quite unconventional in design, called by one reporter "more than something of a freak",[10] and was the subject of many photographs and published descriptions. Instead of a propeller, a 50 hp (37 kW) Clerget reciprocating internal combustion engine drove a rotary compressor which drew air in from the front and expelled it rearward under compression and with added heat. The engine was variously called a "suction turbine",[11] a "ducted fan",[12][13] or a turbine engine with no propeller.[14] Coandă used the term "turbo-propulseur"; the sales brochure stated that it was capable of 220 kilograms-force (2,157 N; 485 lbf) of thrust.[6] One reporter described the engine as being "of remarkably small proportions in relation to the size of the machine."[9]

The Clerget engine operating at 1,000 rpm used 1:4 gearing to turn the compressor at 4,000 rpm. Coandă's 1910s-era patents describe the inline piston engine's exhaust gases as being routed through heating channels or heat exchangers in contact with the central air flow, then sucked into the compressor inlet to reduce back-pressure on the engine while adding more heat and mass to the air flow.[15] Contemporary diagrams and descriptions of the compressor indicated no provision for the introduction or combustion of fuel.[15] In the 10 December 1910 issue of Flug- und Motor-Technik, the official journal of the Österreichischen Flugtechnischen Vereins (Austrian Aerotechnical Society) of Vienna, a description of the engine was published, calling it a ducted fan. The article included two sectional drawings of the engine. A London-based reporter covering the Paris exhibition wrote that the engine was "claimed to give an enormous wind velocity", but that the intake area seemed too small to produce the stated thrust, and that "it also appears as if enormous power would be necessary to drive it",[10] more than supplied by the Clerget.[15]

An overhead view, showing the Clerget engine's four upright cylinders aft of the rotary compressor. Upper and lower wings are mounted on steel pipes extending from the fuselage. A man stands in the fuselage near two Antoinette VII-style trim and steering wheels.

The airframe construction was unusual for the time. Its steel frame was covered with highly polished and varnished wood veneer instead of the doped fabric generally used.[6] The cantilevered wings were held in place by tubular steel struts with minimal bracing from flying wires. The powerplant was installed in the nose of a laminated wood fuselage which contained one seat in an open cockpit. The fuselage terminated in a cruciform empennage with control surfaces at 45° angles rather than vertical and horizontal.[6] Four triangular flaps at the rear of the tail were controlled by the pilot's hands on a pair of large Antoinette VII-style steering wheels mounted outside of the cockpit, one on each side. Forward of the tail was a horizontal winglet fixed in place. The fuel tank was held in the fuselage aft of the Clerget and ahead of the cockpit.[6][15]

The full-size aircraft, the only one built, was reported sold to a "Mr. Weymann" in October 1910.[14]

At the exhibition, reaction among observers was mixed. Some doubted the aircraft would fly, and focused on more likely machines such as the Sloan, the Voisin, or the Louis Paulhan construction of a Henri Fabre machine. Others gave special notice to the Coandă-1910, calling it original and ingenious.[15] The reporter from La Technique Aeronautique wrote, "In the absence of definitive trials, permitting the precise yield of this machine, it is without doubt premature to say it will supersede the propeller ... the tentative is interesting and we watch it closely."[15] The official exhibition report ignored the 'turbo-propulseur' engine and instead described Coandă's novel wing design, and the unusual empennage.[15] On 15 November 1910, L'Aérophile wrote that if the machine were ever to develop as the inventor hoped, it would be "a beautiful dream".[15]

Abandonment

The 1910 Coandă powerplant design was also used on a motor sleigh designed for Grand Duke Cyril of Russia.

After the 1910 aircraft was exhibited and sold in Paris, Coandă abandoned any further development of its powerplant for aircraft. He was approached by Cyril Vladimirovich, Grand Duke of Russia, to design a motorised snow sled using the 'turbo-propulseur'.[11] With the help of Despujols, a boat maker, and Gregoire, a motor manufacturer, Coandă supervised the building of one motor sled, powered by a 30-horsepower (22 kW) Gregoire engine. The sled was baptised by Russian Orthodox priests at the Despujols plant near Paris on 2 December 1910. Starting the next day, it was exhibited for two weeks at the 12th Automobile Salon of France, resting inside the Gregoire booth space alongside Gregoire-powered automobiles. A number of automobile and general interest magazines published photographs or sketches of the sled. This was the second time in the autumn of 1910 that Coandă's 'turbo-propulseur' design was shown at the Grand Palais of Paris.[15]

In May 1911 Coandă filed English-language patents on the 'turbo-propulseur' design in the United Kingdom and the United States, as well as a second French-language patent filed in Switzerland,[16] and he described it for the 1911 publication of L'Annuaire de l'Air.[15] However, he was occupied with a new aircraft engine configuration; at the third aviation salon in Paris 1911, he showed another aircraft which used two Gnome rotary engines mounted back to back, connected by a bevel gear to one propeller.[17] Henri Mirguet writing for L'Aérophile magazine in January 1912 said that the new 1911 aircraft retained the fuselage, the frame and the wing of Coandă's 1910 effort, but did not keep the 'turbo-propulseur' or "the wooden wingloading surface including the forward longitudinal ribs".[15] Mirguet recalled the previous exhibition's machine as the "chief attraction" of the 1910 salon.[15] He wrote that Coandă answered his "pressing—and indiscreet—questions" about the 'turbo-propulseur'-powered aircraft at that earlier exhibit, telling him that the machine had attained a speed of 112 kilometres per hour (70 mph) during several "flight tests", an improbable answer about which Mirguet "reserved judgment", waiting for confirmation that never materialised.[15]

Following the 1911 exhibition, Coandă moved to the United Kingdom to take a position as chief engineer or chief designer at British and Colonial Aeroplane Company for a few years. In the next four decades, Coandă worked on a great variety of inventions, but not on jet aircraft engines. During World War II he revived his earlier 'turbo-propulseur' engine: he was contracted by the German Army in late 1942 to develop an air propulsion system for military ambulance snow sleds much like the one made for the Russian Grand Duke.[18] The German contract concluded after one year yielding no plans for production. Though Coandă had experimented with a variety of nozzles, and said that he had achieved a degree of success, no jet-engine-style fuel injection or combustion in the air stream was attempted.[18]

Popular and academic books on jet aircraft development such as Gas Turbines and Jet Propulsion for Aircraft, published in 1946, described the development of the aircraft jet engine but did not mention Coandă.[19] A classified Guggenheim Aeronautical Laboratory and Jet Propulsion Laboratory study completed in 1946 noted the Coandă-1910 as "probably not flown" but featuring "a mechanical jet propulsion device with a centrifugal blower", one in which heat from the Clerget piston engine "furnished auxiliary jet propulsion."[15]

Jet engine claim

In the early 1950s, Coandă began to say that he had flown his 1910 aircraft himself. In 1953, a magazine account said of Coandă that he "believes that he 'took off for a few feet, then came down hurriedly and broke two teeth.'"[20] The author described the aircraft's powerplant as a "ducted fan".[20] Later, Coandă said that the 1910 powerplant was the first motorjet, using fuel injection and combustion to create its thrust.[15]

In 1955 and 1956, a number of aviation articles presented the Coandă version of 1910 events. Coandă himself spoke on the subject, notably before the Wings Club at New York's Biltmore Hotel on 18 January 1956 where he said "I intended to inject fuel into the air stream which would be ignited by the exhaust gases also channeled through the same circular vent."[15] For his article "He Flew In 1910", René Aubrey interviewed Coandă and wrote in the September 1956 Royal Air Force Flying Review that the flight took place on 16 December 1910, that fuel was certainly injected, and that it was "the first jet flight in the world".[15] In Aubrey's relation of the interview, the aircraft stalled after take-off, throwing Coandă clear, and "gently collapsed to the ground" where it burned.[15] Aubrey wrote that the aircraft engine was "designed by a friend to Coandă's specification", and that its burning exhaust was "directed below and to each side of the fuselage, which was protected by asbestos in vulnerable places."[15]

In Jet Age Airlanes of 1956, Coandă himself published an article entitled "The First Jet Flight". He wrote:

Henri Coandă in 1967

"In December, we brought the air­plane out of its hangar at Issy-les-Mouli­neaux and, after a bit of coaxing, started the motor. I must admit that I was never a very outstanding pilot. I always seemed unable to shake off a vague apprehension and, that morning, in addition to my usual uneasiness, I was rather excited. I climbed into the cockpit, accelerated the motor, and felt the power from the jet thrust straining the plane forward. I gave the signal to remove the wheel blocks, and the plane started moving slowly ahead. I had anticipated that I would not attempt to fly today, but would make only ground tests on the small field at Issy-les-Moulineaux. The controls seemed too loose to me, so I injected fuel into the turbine. Too much! In a moment I was surrounded by flames! I had to cut back and reduce my power quickly. I worked the throttle and the flames subsided. Only then did I have oppor­tunity to lift my head. I saw that the plane had gained speed, and that the walls of the ancient fortifications border­ing the field were lunging toward me. I pulled back on the stick, only much too hard. In a moment the plane was airborne, lunging upward at a steep angle. I was flying—I felt the plane tipping—then slipping down on one wing. Instinctively, I cut the gas with my left hand and the jet fuel with my right. The next thing I knew, I found myself thrown free of the plane, which slowly came down, and burst into flames. It was impossible to determine from the wreck­age whether the celluloid or the fuel was the cause of the fire. But the test was over. I had flown the first jet airplane."

An imaginative[15] collection of aviation stories was published in 1957 by Major Victor Houart, a friend of Coandă's, who wrote that he was an eyewitness that day.[3] One tale described how a group of French dragoons (mounted light cavalrymen supposedly including the author, but most likely not[15][3]) watched as Coandă taxied twice around the airfield, lifted off to avoid the ruins of an old fortification wall, started flames from the engine by applying too much power, and was thrown from the aircraft the moment it hit the wall, with Coandă "not badly hurt".[21] Houart's version put the fuel tank in the overhead wing, which was metal. In further statements, Coandă said that his 1910 aircraft had a reactive[clarification needed]landing gear, movable leading edge slots, and a fuel supply which was held in the overhead wing to reduce fuselage profile and thus drag.[22] In 1965, Coandă presented a set of drawings, photographs and specifications of the 1910 aircraft to the National Air and Space Museum (NASM), prepared by Huyck Corporation and received by Director S. Paul Johnston and early aviation curator Louis Casey.[23]

Rocket engineer G. Harry Stine worked alongside Coandă from 1961 to 1965 at Huyck Corporation, and interviewed him in 1962.[3] Stine wrote a magazine article and a book mentioning the 1910 aircraft in the 1980s after Coandă's death, including new details such as the name of master mechanic Pierre Clerget as the friend who helped build the 'turbo-propulseur'.[3] Stine's recounting of the December 1910 flight included the group of eyewitness French dragoons, asbestos heat shields and metal deflector plates aft of the engine, intended taxiing with unintentional flight, a steep climb with a stall, Coandă thrown clear, and the aircraft crashing to the ground, burning.[3] Stine described the 1910–1911 patent applications as having no fuel injection indicated; "the critical element necessary to qualify the primitive engine as a jet."[3] He wrote that "although there were several jet-propelled aircraft in existence at an early time—the 1910 Coanda Jet and the 1938 Caproni Campini N.1—the first pure jet aircraft flight was made in Germany in 1938".[24] Stine acknowledges that some historians question the authenticity of the first flight on 10 December 1910, but he asserts that the aircraft was "unquestionably the world's first jet-propelled plane."[23]

In 1965, Historian Emeritus Paul E. Garber of the NASM interviewed Coandă, who related that the December 1910 flight was no accident, that he had seated himself in the cockpit intending to test five factors: aircraft structure, the engine, the wing lift, the balance of controls, and the aerodynamics. He said that the heat from the engine was "fantastic", but that he placed mica sheets and deflecting plates to direct the jet blast away from the wooden fuselage.[15] Garber wrote that as Coandă's aircraft began to move forward and rise from the ground, "the exhaust flame, instead of fanning outward, curved inward and ignited the aircraft."[15] In this interview, Coandă said that he brought the aircraft back to earth under control, but the landing was "abrupt" and he was thrown clear of the airframe which was consumed completely by flame, the engine reduced to "a few handfuls of white powder."[15]

Walter J. Boyne, the director of Air and Space Museum, former colonel in Air Force and supersonic jet pilot, a prolific author of aviation history books and articles, write in his book "The leading edge" Cite error: A <ref> tag is missing the closing </ref> (see the help page). Gibbs-Smith wrote that "there has recently arisen some controversy about this machine, designed by the Rumanian-born and French-domiciled Henri Coanda, which was exhibited at the Paris salon in October of 1910. Until recently it has been accepted as an all-wood sesquiplane, with cantilever wings, powered by a 50-h.p. Clerget engine driving a 'turbo-propulseur' in the form of a large but simple ducted air fan. This fan was fitted right across the machine's nose and the cowling covered the nose and part of the engine: the resulting 'jet' of plain air was to propel the aeroplane."[25] He wrote that "no claims that it flew, or was even tested, were made at the time", and that the story of it flying suddenly appeared in the 1950s[25]—the aircraft was thus "disinterred from its obscurity."[12] He wrote that the airfield at Issy-les-Moulineaux, a former military exercise ground where the test supposedly took place, was under the constant observation of the French Army who owned it, and under observation by French aviation reporters and photographers, and by aviation experts from other countries. He said that the airfield was the "most famous, most used, most observed, and most reported-on 'airfield' in Paris", and that all events, let alone an exciting crash and destruction by fire, would have been carried in local papers, and described in military reports, but no contemporary accounts exist of the Coandă-1910 being tested, flown or destroyed.[25] Gibbs-Smith countered the Coandă assertions point by point, saying that the aircraft did not have retractable undercarriage, did not have leading or trailing edge wing slots, did not have a fuel tank overhead in the wing, and did not have fuel injected into any turbine. Gibbs-Smith pointed out that the pilot would have been killed by the heat if any combustion had been initiated in the engine's airstream.[25]

Coandă's US patent diagram for "Improvement in Propellers", filed 1911 and granted 1914

In 1980, National Air and Space Museum historian Frank H. Winter examined the 1965 Huyck Corporation drawings and specifications, and wrote an article about Coandă's claim: "There is a wholly new description of the inner workings of the machine that does not occur in any of the accounts given [in the 1910s] and which defies all of the patent specifications."[15] He said Coandă told various conflicting stories about his claimed 1910 flight, and that Coandă produced a set of altered drawings as proof of his claims:

"The differences between this version of Coanda's story and his earlier one are marked and hardly need to be pointed out; though the obvious ones are: the planned versus the completely accidental and unintentional flight; the immediate flight versus the busy taxiing about the field; Coanda being thrown from the plane after it stalled versus Coanda pitched forward after landing, and so on. Apart from his personal recollections, Henri Coanda also bestowed upon the museum some drawings and illustrations of his turbo-propulseur. The drawings, purporting to show internal details of the machine, are unfortunately modern. That is to say, they were obviously executed in the 1960s, not in 1910 or 1911; worse, the fuel injection outlet tubes into the aft end of the turbine seems to be an even later addition to the original drawings. In brief, the drawings by themselves do not constitute evidence in Coanda's claim."[15]

In his article, Winter wondered why Coandă did not add the novel feature of fuel injection and air stream combustion to his May 1911 patent applications if that feature had been present during his supposed flying experience six months earlier. Rather, Winter noted that the August 1910 patent filings in French were essentially the same as the May 1911 ones in English, and that all the descriptions were applicable to air or water flowing through the device. He also noted that no mention was made in the early patents of asbestos or mica heat shields, or of any fuel injection or combustion.[15]

Winter found that Camille (or Cosimo) Canovetti, an Italian civil and aviation engineer, had been working on a 'turbo-propulseur' aviation engine before Coandă, and had attempted to show an aircraft with such an engine at the Aviation Exposition in Milan in 1909. Canovetti took out patents on his machine in 1909, and more in 1910.[15] Canovetti wrote in 1911 that the 1910 appearance of the Coandă engine "called general attention" to designs like his.[15] In 1989, Stine wrote that Coandă told him he had been interested in the 'turbo-propulseur' principle earlier, and had completed a jet engine model by December 1907, one which was displayed in Berlin at the Sporthalle (indoor sports arena), and that he flew a model airplane powered by a skyrocket near Bucharest in 1908, one which crashed.[3]

Modern assessment

Modern reference books about aviation history represent the Coandă-1910 in various ways. Many do not mention the machine or the inventor at all.[26] Others acknowledge Coandă as the discoverer of the Coandă effect but give Hans von Ohain the honor of designing the first jet engine to power an aircraft in manned flight, and Frank Whittle the honor of completing and patenting the first jet engine capable of such flight.[27] However, in their 1994 book American Aviation, authors Joe Christy and LeRoy Cook state that Coandă's 1910 aircraft was the first jet.[28]

Aviation author Bill Gunston changed his mind two years after a 1993 book where he gave Coandă credit for the first jet engine. Gunston's 1995 description began: "Romanian Henri Coanda built a biplane with a Clerget inline piston engine which, instead of turning a propeller, drove a centrifugal compressor blowing air to the rear. The thrust was said to be 220 kg (485 lb), a figure the author disbelieves. On 10 December 1910 the aircraft thus powered inadvertently became airborne, crashed and burned. Often called 'a turbine aeroplane', this was of no more significance than the Campini aircraft mentioned later, and Coanda wisely decided to switch to a propeller."[29]

Tim Brady, the Dean of Aviation at Embry–Riddle Aeronautical University, wrote in 2000, "the development of the jet is, broadly, the story of three men: Henri Coanda, Sir Frank Whittle, and Pabst von Ohain..."[30] His description of Coandă's disputed test flight agreed that fuel injection and combustion had been initiated in the rotary compressor's vent, with the detail that the aircraft "flew for about a thousand feet [300 m] before crashing into a wall."[30] In 2007 in his popular book Extreme Aircraft, Ron Miller wrote that the powerplant in the Coandă-1910 was one of the "earliest attempts" at a jet engine, but was unsuccessful—it was "incapable of actual flight", unlike the engines designed by Whittle and Ohain.[31] The question of the Coandă-1910 being the first jet aircraft does not appear to be resolved, supporting Stine's view: "Whether Henri Coanda built the first true jet will probably be argued interminably."[3]

Memorials and models

A full-size replica of the Coandă-1910 was built in 2001; it is displayed in Bucharest at the National Military Museum.[32] A scale model is displayed in the aeronautical museum at Paris – Le Bourget Airport.[33] At the site of the historic Issy-les-Moulineaux airfield, a large plaque lists the three pioneers of flight most closely associated with the airfield: Louis Blériot, Alberto Santos-Dumont and Henri Farman.[34] Later, a plaque honoring Coandă and Romanian aviation engineer Trajan Vuia was placed on a nearby building under the auspices of the mayor of Issy-les-Moulineaux, L'Aéroclub de France, and the Romanian Association for Aviation History.[35]

Specifications

Data from Contemporary pamphlet[6]

General characteristics

  • Crew: 1

Notes

  1. ^ a b "1910 - centenarul geniului aeronautic romanesc - 2010" (pdf). Cer Senin, Editie Speciala. 3: 15. 2010. {{cite journal}}: Unknown parameter |auhor= ignored (|author= suggested) (help)
  2. ^ "Machine volante Coanda". L'Aérophile. 16: 93. 1 March 1908.
  3. ^ a b c d e f g h i Stine, G. Harry (1989). "The Rises and Falls of Henri-Marie Coanda". Air & Space Smithsonian. 4 (3). Washington, D.C.: Smithsonian Institution: 90–95. ISSN 0886-2257. {{cite journal}}: Unknown parameter |month= ignored (help)
  4. ^ L'Express. Liege: 3. 16 September 1909. {{cite journal}}: Missing or empty |title= (help)
  5. ^ Samedi-Soire. October 1955. {{cite journal}}: Missing or empty |title= (help)
  6. ^ a b c d e f Coanda, Henri, Seuls Aeroplanes sans helices avec turbo-propulseur (pdf), Aeroplanes Coanda, p. 1, retrieved 2 October 2010
  7. ^ "Sur les ailes considérées comme machine à reaction" (pdf). La Technique Aéronautique. 8: 297. 15 April 1910.
  8. ^ "Machines marines et propulseurs, French patent 416.541A Propulseur, filled on 30 May 1910, delivered 9 August 1910 and published 22 October 1910". {{cite journal}}: Cite journal requires |journal= (help)
  9. ^ a b Oiseau (October 29, 1910). "Impressions of the Paris Show—(continued)". Flight: 883.
  10. ^ a b "Features of the Paris Air Show: From "The Aero," London". Aircraft. 1: 367. December 1910.
  11. ^ a b "Suction Turbines Serve As Air Propellers". Popular Mechanics: 359. 1911. {{cite journal}}: Unknown parameter |month= ignored (help)
  12. ^ a b Gibbs-Smith, Charles Harvard (14 October 1960). "Correspondence: 'Coanda's 1910 Jet Experiments'". Flight: 619.
  13. ^ "World News: Dr Henri Coanda". Flight: 76. 18 January 1973.
  14. ^ a b Oiseau, 1910, p. 881
  15. ^ a b c d e f g h i j k l m n o p q r s t u v w x y z aa ab ac Winter, Frank H. (1980). "Ducted Fan or the World's First Jet Plane? The Coanda claim re-examined". The Aeronautical Journal. 84. Royal Aeronautical Society: 408–416. {{cite journal}}: Unknown parameter |month= ignored (help)
  16. ^ British Patent GB191112740(A) applied for May 26, 1911
    US Patent 1104963 Propeller. Filing date: 29 May 1911. Issue date: July 1914.
    Swiss patent CH58232(A), filed 26 May 1911, published 1 March 1913.
  17. ^ Hayward, Charles Brian (1912). Practical Aeronautics: an understandable presentation of interesting and essential facts in aeronautical science. Chicago: American School of Correspondence. p. 91.
  18. ^ a b "Augmented Flow". Flight. 15 August 1946. p. 174.
  19. ^ Smith, Geoffrey G. (1946). Gas Turbines and Jet Propulsion for Aircraft. London S.E.1: Flight Publishing Co. Ltd.
  20. ^ a b King, H. F. (11 December 1953). "The First Fifty Years". Flight: 755.
  21. ^ Houart, Victor (1957). L'Histoire de l'aviation recontée à mon fils (in French). Société Cherisienne de Publications at d'Editions Casablanca.
  22. ^ Sultan, Cornel I. "Coanda-1910". Henri Marie Coanda. Allstar Network. Retrieved 6 October 2010.
  23. ^ a b "Henri Coanda: The Facts" (PDF). Retrieved 22 September 2010.
  24. ^ Stine, George Harry (1983). The Hopeful Future. Macmillan. p. 54. ISBN 0026147904.
  25. ^ a b c d Cite error: The named reference Gibbs-Smith book 1960 was invoked but never defined (see the help page).
  26. ^ The aviation history books not mentioning Henri Coandă or the Coandă-1910 are too numerous to list, but some examples include:
    • Anderson, John David (2002). The airplane, a history of its technology. AIAA. ISBN 1563475251.
    • Hallion, Richard (2003). Taking flight: inventing the aerial age from antiquity through the First World War. Oxford University Press US. ISBN 0195160355.
    • Century of Flight. Our American Century. Time-Life Books. 1999. ISBN 0783555148.
  27. ^ El-Sayed, Ahmed F. (2003). Aircraft propulsion and gas turbine engines. CRC Press. ISBN 0849391962.
  28. ^ Christy, Joe; Cook, LeRoy (1994). American Aviation. McGraw-Hill Professional. pp. 337–338. ISBN 007022014X.
  29. ^ Gunston, Bill (1995). The Development of Jet and Turbine Aero Engines. p. 118.
  30. ^ a b Brady, Tim (2000). The American aviation experience: a history. SIU Press. p. 166. ISBN 0809323710. Brady cites Carl A. Brown's A History of Aviation, page 140, as his source.
  31. ^ Miller, Ron (2007). Extreme Aircraft. The Extreme Wonders Series. HarperCollins. p. 66. ISBN 0060891416.
  32. ^ "Muzeul Militar National". Aviation Museum. AviationNews.eu. Retrieved 15 October 2010.
  33. ^ "Paris Le Bourget Musee de l'Air". Scale Model Aircraft. Alex Bigey. updated 11 November 2009. Retrieved 15 October 2010. {{cite web}}: Check date values in: |date= (help)
  34. ^ "Terrain d'aviation d'Issy les Moulineaux" (in French). Aérostèles. Retrieved 15 October 2010.
  35. ^ "Henri Coanda - premier avion à réaction" (in French). Aérostèles. Retrieved 15 October 2010.

Bibliography

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