Louis Blériot

Louis Charles Joseph Blériot ( , also , ; 1 July 1872 – 1 August 1936) was a French aviator, inventor, and engineer. He developed the first practical headlamp for cars and established a profitable business manufacturing them, using much of the money he made to finance his attempts to build a successful aircraft. Blériot was the first to use the combination of hand-operated joystick and foot-operated rudder control as used to the present day to operate the aircraft control surfaces. Blériot was also the first to make a working, powered, piloted monoplane.Gibbs-Smith 1953, p. 239 In 1909 he became world-famous for making the first airplane flight across the English Channel, winning the prize of £1,000 offered by the ''Daily Mail'' newspaper. He was the founder of Blériot Aéronautique, a successful aircraft manufacturing company.

Early years

Born at No.17h rue de l'Arbre à Poires (now rue Sadi-Carnot) in Cambrai, Louis was the first of five children born to Clémence and Charles Blériot. In 1882, aged 10, Blériot was sent as a boarder to the Institut Notre Dame in Cambrai, where he frequently won class prizes, including one for engineering drawing. When he was 15, he moved on to the Lycée at Amiens, where he lived with an aunt. After passing the exams for his baccalaureate in science and German, he determined to try to enter the prestigious École Centrale in Paris. Entrance was by a demanding exam for which special tuition was necessary: consequently Blériot spent a year at the Collège Sainte-Barbe in Paris. He passed the exam, placing 74th among the 243 successful candidates, and doing especially well in the tests of engineering drawing ability. After three years of demanding study at the École Centrale, Blériot graduated 113th of 203 in his graduating class. He then embarked on a term of compulsory military service, and spent a year as a sub-lieutenant in the 24th Artillery Regiment, stationed in Tarbes in the Pyrenees.

He later got a job with Baguès, an electrical engineering company in Paris. He left the company after developing the world's first practical headlamp for automobiles, using a compact integral acetylene generator. In 1897, Blériot opened a showroom for headlamps at 41 rue de Richlieu in Paris. The business was successful, and soon he was supplying his lamps to both Renault and Panhard-Levassor, two of the foremost automobile manufacturers of the day.

In October 1900 Blériot was lunching in his usual restaurant near his showroom when his eye was caught by a young woman dining with her parents. That evening, he told his mother "I saw a young woman today. I will marry her, or I will marry no one." A bribe to a waiter secured details of her identity; she was Alice Védères, the daughter of a retired army officer. Blériot set about courting her with the same determination that he later brought to his aviation experiments, and on 21 February 1901 the couple were married.

Early aviation experiments

Blériot had become interested in aviation while at the Ecole Centrale, but his serious experimentation was probably sparked by seeing Clément Ader's Avion III at the 1900 Exposition Universelle. By then his headlamp business was doing well enough for Blériot to be able to devote both time and money to experimentation. His first experiments were with a series of ornithopters, which were unsuccessful. In April 1905, Blériot met Gabriel Voisin, who was then employed by Ernest Archdeacon to assist with his experimental gliders.

Blériot was a spectator at Voisin's first trials of the floatplane glider he had built on 8 June 1905. Cine photography was among Blériot's hobbies, and the film footage of this flight was shot by him. The success of these trials prompted him to commission a similar machine from Voisin, the Blériot II glider. On 18 July an attempt to fly this aircraft was made, ending in a crash in which Voisin nearly drowned, but this did not deter Blériot. Indeed, he suggested that Voisin should stop working for Archdeacon and enter into partnership with him. Voisin accepted the proposal, and the two men established the ''Ateliers d' Aviation Edouard Surcouf, Blériot et Voisin''. Active between 1905 and 1906, the company built two unsuccessful powered aircraft, the Blériot III and the Blériot IV, which was largely a rebuild of its predecessor. Both these aircraft were powered with the lightweight Antoinette engines being developed by Léon Levavasseur. Blériot became a shareholder in the company, and in May 1906, joined the board of directors.

The Blériot IV was damaged in a taxiing accident at Bagatelle on 12 November 1906. The disappointment of the failure of his aircraft was compounded by the success of Alberto Santos Dumont later that day, when he managed to fly his 14-bis a distance of , winning the Aéro Club de France prize for the first flight of over 100 metres. This also took place at Bagatelle, and was witnessed by Blériot. The partnership with Voisin was dissolved and Blériot established his own business, Recherches Aéronautiques Louis Blériot, where he started creating his own aircraft, experimenting with various configurationsSanger 2008, pp. 92–93. and eventually creating the world's first successful powered monoplane.

The first of these, the canard configuration Blériot V, was first tried on 21 March 1907, when Blériot limited his experiments to ground runs, which resulted in damage to the undercarriage. Two further ground trials, also damaging the aircraft, were undertaken, followed by another attempt on 5 April. The flight was only of around 6 m (20 ft), after which he cut his engine and landed, slightly damaging the undercarriage. More trials followed, the last on 19 April when, travelling at a speed of around 50 km/h (30 mph), the aircraft left the ground, Blériot over-responded when the nose began to rise, and the machine hit the ground nose-first, and somersaulted. The aircraft was largely destroyed, but Blériot was, by great good fortune, unhurt. The engine of the aircraft was immediately behind his seat, and he was very lucky not to have been crushed by it.

This was followed by the Blériot VI, a tandem wing design, first tested on 7 July, when the aircraft failed to lift off. Blériot then enlarged the wings slightly, and on 11 July a short successful flight of around 25–30 metres (84–100 ft) was made, reaching an altitude of around 2 m (7 ft). This was Blériot's first truly successful flight. Further successful flights took place that month, and by 25 July he had managed a flight of 150 m (490 ft). On 6 August he managed to reach an altitude of 12 m (39 ft), but one of the blades of the propeller worked loose, resulting in a heavy landing which damaged the aircraft. He then fitted a 50 hp (37  kW) V-16 Antoinette engine. Tests on 17 September showed a startling improvement in performance: the aircraft quickly reached an altitude of 25 m (82 ft), when the engine suddenly cut out and the aircraft went into a spiralling nosedive. In desperation Blériot climbed out of his seat and threw himself towards the tail. The aircraft partially pulled out of the dive, and came to earth in a more or less horizontal attitude. His only injuries were some minor cuts on the face, caused by fragments of glass from his broken goggles. After this crash Blériot abandoned the aircraft, concentrating on his next machine.

This, the Blériot VII, was a monoplane with tail surfaces arranged in what has become, apart from its use of differential elevators movement for lateral control, the modern conventional layout. This aircraft, which first flew on 16 November 1907, has been recognised as the first successful monoplane. On 6 December Blériot managed two flights of over 500 metres, including a successful U-turn. This was the most impressive achievement to date of any of the French pioneer aviators, causing Patrick Alexander to write to Major Baden Baden-Powell, president of the Royal Aeronautical Society, "I got back from Paris last night. I think Blériot with his new machine is leading the way". Two more successful flights were made on 18 December, but the undercarriage collapsed after the second flight; the aircraft overturned and was wrecked.

Blériot's next aircraft, the Blériot VIII was shown to the press in February 1908. Although it was the first to use of a successful combination of hand/arm-operated joystick and foot-operated rudder control, this was a failure in its first form. After modifications, it proved successful, and on 31 October 1908 he succeeded in making a cross-country flight, making a round trip from Toury to Arteny and back, a total distance of . This was not the first cross-country flight by a narrow margin, since Henri Farman had flown from Bouy to Rheims the preceding day. Four days later, the aircraft was destroyed in a taxiing accident.

Three of his aircraft were displayed at the first Paris Aero Salon, held at the end of December: the Blériot IX monoplane; the Blériot X, a three-seat pusher biplane; and the Blériot XI, which went on to be his most successful model. The first two of the designs, which used Antoinette engines, never flew, possibly because at this time, Blériot severed his connection with the Antoinette company because the company had begun to design and construct aircraft as well as engines, presenting Blériot with a conflict of interests. The Type XI was initially powered by a REP engine and was first flown with this engine on 18 January 1909, but although the aircraft flew well, after a very short time in the air, the engine began to overheat, leading Blériot to get in touch with Alessandro Anzani, who had developed a successful motorcycle engine and had subsequently entered the aero-engine market. Importantly, Anzani was associated with Lucien Chauvière, who had designed a sophisticated laminated walnut propeller. The combination of a reliable engine and an efficient propeller contributed greatly to the success of the Type XI.

This was shortly followed by the Blériot XII, a high-wing two-seater monoplane first flown on 21 May, and for a while Blériot concentrated on flying this machine, flying it with a passenger on 2 July, and on 12 July making the world's first flight with two passengers, one of whom was Santos Dumont. A few days later the crankshaft of the E.N.V. engine broke, and Blériot resumed trials of the Type XI. On 25 June he made a flight lasting 15 minutes and 30 seconds, his longest to date, and the following day increased this personal record to over 36 minutes. At the end of July he took part in an aviation meet at Douai, where he made a flight lasting over 47 minutes in the Type XII on 3 July: the following day he flew the Type XI for 50 minutes at another meet at Juvisy, and on 13 July, he made a cross-country flight of from Etampes to Orléans

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