German airship manufacturer.
CargoLifter AG had completed in 2000, work on a giant hangar for assembly of prototypes and series variants of its CL 160 beavy-lift dirigible.
Work on the first full-scale prototype is expected to begin at year’s end, 2000.
Manufacturer
Cardoen, Dr. Carlos Cardoen Cornejo
Another modification of the Bell LongRanger was proposed by Dr. Carlos Cardoen Cornejo of lndustrias Cardoen.
Carden-Baynes Aircraft Co Ltd
Sir John Carden was associated with British light aviation after designing the 750 cc ultralight engine for the Gloucestershire Gannet in the early 1920s. Went into partnership with L. E. Baynes in 1930 to produce a one-off single-seat powered glider.
Baynes and Carden then planned a two-seat twin-enged light aircraft and decided to set up a new company to produce this aircraft which was known as the Bee. In spite of the death of Carden in an air crash near Croyden, the new company Carden-Baynes Aircraft Ltd was formed in 1936 at Heston Airport, Middlesex. However, three successive partners, including the Duke of Grafton, also died one after the other but the Bee eventually flew at Heston on 3 April 1937 as a small two- seat high-wing monoplane with two Carden Ford S.P.1 modified car engines.
Development of three-seat B-3 halted by war.
Financial difficulties followed. An agreement was eventually reached with Major Shaw for a development of the Bee to be manufactured by Slingsby Sailplanes Ltd.
Caquot, Albert
Albert Irénée Caquot, born on 1st July 1881 in Vouziers (Ardennes) and died on November 28, 1976 in Paris at 95, was considered “the greatest of living French engineers” for half a century.
Albert Caquot Article
Large landowners, his parents, Paul Auguste Ondrine Caquot and Marie Irma Cousinard 2 , wife Caquot, “run a large family farm, adjoining a mill on the banks of the Aisne”, in Vouziers in the Ardennes. His father opened this farm to modernism, installing electricity and telephones in his home in 1890.
Just one year after leaving the high school Reims, eighteen years, Albert Caquot received 29 e the entrance exam to the Ecole Polytechnique (class of 1899) which he graduated ranked 15th, and enters the body of bridges and roads.
From 1905 to 1912, he was a bridge and road engineer in Aube, in Troyes, and stood out for the important sanitation measures he developed. These saved many human lives and protected the city from the great flooding of the Seine in 1910.
In 1912, he joined the reinforced concrete design office of Armand Consideration as a partner, where he gave free rein to his talent as a designer of civil engineering structures. In 1914, after the death of Armand Considere, the office became “Pelnard-Considerere & Caquot”. It was in this same context that he worked from 1919 to 1928, from 1934 to 1938, then from 1940.
During his life, Albert Caquot taught for a long time the resistance of materials at the Ecole Nationale Superieure des Mines in Paris, the Ecole Nationale des Bridges et Chaussées and the Ecole Nationale Supérieure de l’Aéronautique.
During his career he produced more than three hundred civil engineering works of all kinds, several of which were then world records.
Two achievements contribute to its international reputation:
The internal reinforced concrete structure of the large statue of Christ the Redeemer on Mount Corcovado (1931, height 30 m and weight 1,145 t), in Rio de Janeiro, the work of French sculptor Paul Landowski and, for the head of Christ, by Romanian sculptor Gheorghe Leonida.
The George V Bridge in Glasgow (Scotland) on the Clyde for which Scottish engineers are asking for help.
He devoted his life to aeronautics and civil engineering in alternating periods at the pace imposed by the First and Second World Wars. Albert Caquot’s contributions to aeronautics are invaluable, from the development of the propeller engine and the opening up of the Air Ministry to technical innovations, to the founding of the first institutes of fluid mechanics. Marcel Dassault, who was commissioned by Albert Caquot to build a prototype of the postal three-engine program, wrote of him: “He is one of the best technicians that aviation has ever known. He was a visionary who, in all areas, looked to the future. He was ahead of everyone.”
From 1901 he carried out his military service in a battalion of balloonists. At the start of the Great War, he found a battalion of balloonists from Toul as captain. For a wind speed greater than 22 km/h, it highlights the great instability of the spherical balloon with which the units are equipped. In 1915, he produced a tapered tethered balloon model equipped with rear stabilizers on the Drachen principle developed by the German August von Parseval, allowing observation by winds of 90 km/h. The Chalais-Meudon aerostatic workshop then began to manufacture “Caquot balloons” for all the Allied armies. The winch with constant braking torque that it creates allows it to adapt its balloons to the Allied fleets (fire control and detection of submarines) and to make them withstand winds of up to 125 km/h. Also called a “sausage”, this captive balloon gives France and its Allies a major strategic advantage. In January 1918, Clemenceau appointed him technical director of military aviation.
In 1919, Albert Caquot was behind the creation of the French Air Museum, today the Air and Space Museum at Le Bourget. It is the oldest aeronautical museum in the world.
In 1935, he built a double canopy hangar 120 m long, 60 m wide by 9 m free height and its annexes for around 10,000 m2 at Fréjus on the naval air base.
In 1928, he became the technical director general of the newly created Air Ministry. It practices a policy of research, prototypes and mass production which gives France back the industry it deserves.
In 1934 he preferred to retire and devote himself again to civil engineering. In 1938, under the threat of war, Albert Caquot was recalled to assume the joint presidency of all the national aeronautical companies. In July 1939, he also took over the role of technical director general of the Air Ministry but, although he had spectacularly turned around the production of aircraft, the obstacles he encountered on the part of the staff and the management of the control led him to submit his resignation in 1940.
Numerous honorary distinctions from all countries that have been awarded to him, including the dignity of Grand Cross of the Legion of Honour in 1951.
He chaired many French scientific organizations for more than twenty years, such as the National Council of French Engineers and the Société d’Enouragement pour l’Industrie Nationale. He was also a director of Electricité de France for more than ten years.
He served 41 years in the Academy of Sciences and was its president in 1952.
In 1961, at the age of eighty, Albert Caquot voluntarily resigned from all the presidencies that he had always provided on a voluntary basis.
His name was given to an amphitheatre of the School of Bridges and Roads located in no 28 of the rue des Saints-Peres in Paris May 25, 1977. The new occupant of the premises, the Institut d’études politiques de Paris, renamed it in honour of Simone Veil on March 8, 2018.
The July 2, 2001, a stamp of CHF 4.50 and 0.69 € is issued for the 120th anniversary of the birth and the 25th anniversary of the death of Albert Caquot. Designed and engraved by Claude Andréotto, the stamp is printed in intaglio on sheets of forty and is distributed in 4.37 million copies.
Since 1989, the Albert-Caquot Prize has been awarded each year by the French Association of Civil Engineering (AFGC) to an engineer.
The 7th promotion of the National School of Engineers Military Infrastructure (ENSIM) was christened Albert Caquot to honour his contribution to the military works.
Distinctions:
Distinguished Service Order
Officer of the Order of the Crown of Italy
Commander of the Order of Leopold
Grand Officer of the Order of the Crown of Romania
Order of the White Eagle
Order of the Rising Sun
Order of Saint Michael and Saint -Georges
Croix de guerre 1914-1918
Distinguished Service Medal
Honorary fellow American Institute of Aeronautics and Astronautics (1937)
Grand Cross of the Legion of Honour (1951)
Wilhelm Exner Medal (1962)
Caproni
One of the companies form¬ing part of the industrial empire founded by Count Gianni Caproni in 1908 was Caproni Vizzola, originally an important pilot training school, but from 1934 a design and construc¬tion organization as well.
Company’s founder, Count Gianni Caproni di Taliedo, built and flew his first aircraft in May 1910. Count Gianni Caproni di Taliedo designed his first heavy bomber in 1913. Caproni’s big biplane bombers had a demoralizing effect on ground troops during the Austro-Italian conflict, more by virtue of their size and threatening ap¬pearance than their destructive power, and led to a series of immense triplane bombers during World War I. The first was de¬signed in mid-1915 and was designated Caproni Ca. 40. A later development, the Ca.42.
At one time, largest aircraft manufacturer, the Caproni group comprised more than 20 companies, of which the principal aircraft building members were Aeroplani Caproni Trento, Caproni Aeronautica Bergamasca, Caproni Vizzola SpA, Compagnia Nazionale Aeronautica, Aeronautica Predappio SpA, and Officine Meccaniche Reggiane SpA. The Isotta-Fraschini aero- engine company was also part of the group.
The most prolific company in the group was the Compagnia Aeronautica Bergamasca, which began aircraft design in 1927, joining the Caproni group in the ‘thirties. The chief designer was Cesare Pallavicino, formerly chief designer to Ernesto Breda, and initially the original designs produced by Bergamasca were given Caproni-Bergamaschi designations, but later “Berga- maschi” was dropped and aircraft emanating from the Bergamo works could only be identified by their type numbers, which were in the 300 series.
After formation of Regia Aeronautica in associating with various partners until First World War. 1923 Caproni achieved success with such military aircraft as the Ca 1 -Ca 5 series of large tri-motor biplane and triplane bombers
During the 1920s, a retrospective series of manu¬facturer’s designations was applied to war¬time Caproni designs, in an endeavour to clarify different variants. Under this system the prototype Ca.1 was designated Ca 31 and the Fiat engined Ca 1 was allocated Ca 32; to avoid confusion between the two systems.
Achieved an international reputation with the Ca 36, Ca 73 and Ca 74. The following decade produced the Ca 101, Ca 111, and Ca 133 range of aircraft and a series of multipurpose reconnaissance/light bomber/transport types, production of which was shared with the Bergamasca subsidiary.
Early post-war publicity gained by Ca 60, an enormous eight-engined ‘triple-triplane’ of 1921, intended to carry 100 passengers, which was shared with the Bergamasca subsidiary.
Cantieri Aeronautici Bergamaschi had been absorbed by Caproni in 1931. Initially built Ca 100 and Ca 101, then built the new aircraft to the designs of Ing Cesare Pallavicino.
In the mid ‘thirties Caproni-Vizzola activities were expanded and a fully-equipped factory built. The plant was primarily engaged on sub-contract work building the Breda Ba 65 attack aircraft, but in 1938 its first original designs, the F.4 and F.5 single-seat fighters appeared, powered respectively by the 1,025-h.p. Isotta-Fraschini Asso 121 R.C.40 and the 840-h.p. Fiat A.74 R.C.38 radial. Designed by Ing. Fabrizi, a pre-production batch of fourteen of the radial-engined F.5 fighter was built immediately prior to Italy’s entry into the war, but like most of Italy’s fighters of this period the F.5 was under-powered (maximum speed being 326 mph) and under-armed (two 12.7-mm. guns). Nevertheless, a squadron was equipped with the F.5 for a short period and employed for the night defense of the area surrounding Rome.
One of the fourteen F.5 fighters was re-engined in 1941 with a 1,050-h.p. DB 601 engine. This conversion was designated F.6, but the most interesting development was the F.6Mz powered by the 1,250-h.p. Isotta-Fraschini Zeta engine (which was also to have been installed in the Reggiane Re 2004). The F.6Mz flew for the first time late in 1942 and was to have carried an armament of four 12.7-mm. guns or two 12.7-mm. and two 20-mm. guns. Maximum speed was 404 mph, but the Zeta engine was insufficiently developed for operational service, and the F.6Mz progressed no further than the prototype stage.
Major production types during 1934-1944 were A.P.1 single-seat fighter, followed by the family of multi-purpose twin-engined aircraft: Ca 309 Ghibli; Ca310/310 bis Libeccio; Ca 311 Libeccio; Ca 312 bis Libeccio; Ca 314, and 316.
More than 2,500 examples of the Ca 100 training/touring biplane were built during the 1930s; the Ca 161 bis, a single-seat single-engined biplane, set an international altitude record of 17,083m that remains unbeaten today in its class. The Caproni-Campini CC-1 of 1940 was Italy’s first and the world’s second aircraft to fly by jet propulsion, though it was not powered by a turbine. During the Second World War the company was chiefly concerned with the production and development of the Ca 310-Ca 314 multipurpose twin-engined aircraft and with the Reggiane Re. 2000-Re 2005 series of single- seat fighters. During the lifetime of the group some 180 different types were built, in addition to licensed construction of almost as many by other designers.
The parent company went bankrupt in 1950. Aeroplani Caproni Trento survived the bankruptcy and in May 1952 flew Italy’s first postwar jet light aircraft, the F.5, designed by Dott Ing Stelio Frati.
In 1969, Caproni – Vizzola began producing in his workshops 30,000 m² located near the airport of Milan – Malpenza.
Caproni Vizzola Costruzioni Aeronautiche SpA was formerly the Scuola Aviazione Caproni, the oldest flying school in Italy, and became the last surviving part of the company until bought by Agusta in 1983, producing the Calif series of sailplanes and finally the C22J Ventura two-seat very light basic trainer with two Microturbo turbojet engines, first flown 1980. Earlier it remodeled the Ca 133 for ambulance and military transport duties and assisted in production of the Breda Ba 65. Its first original design had been the F.4 single-seat fighter designed by Ing F Fabrizi, flown in 1940. Prototype F.6 had more powerful engine.
Capital Aircraft Corp
USA
Founded at Detroit, Michigan, in 1928, this company produced a lightweight two-seat sporting and training monoplane known as the Capital Air Trainer.
Capella Aircraft Corp
Capella Aircraft Corporation was an American aircraft manufacturer based in Austin, Texas. Formed about 1988, the privately held company specialized in the design and manufacture of light aircraft in the form of kits for amateur construction, including for the US FAR 103 Ultralight Vehicles rules.
1995-8: 4211-C Todd Ln., Austin, TX 78744, USA.
Capella produced a number of aircraft designs, all of a strut-braced, high wing configuration. The first series were all enclosed cockpit designs, starting with the Capella SS, a single seat model introduced in 1988. In 1990 the Capella XS two-seat conventional landing gear model followed, along with a tricycle gear model, the Capella XLS. The Capella Fastback was introduced in 1995.
In 1998 the open cockpit single-seat Capella Javelin I was introduced as a FAR 103 ultralight. This was followed by the Capella Javelin II the same year and finally the Capella T-Raptor, all variants of the basic Javelin design.
The company went out of business about 2007.
Canterbury (NZ) Aviation Co. Ltd
The Flying Training School at Sockburn, operated by the Canterbury Aviation Company, was formed in 1917. The company had applied to the New Zealand Government for assistance and had been refused, and it had entered into an agreement with the British Government. Training started in June with one aircraft, a Caudron II with a sixty-horsepower Anzani engine.
The Canterbury (NZ) Aviation Co imported six Caudron GIII one and two-seat trainers, built up three locally made copies – #3 #5 and #9, aand built an own design biplane in 1919.
Cant / Cantieri Navale Triestino / Cantiere Riuniti dell’Adriatico
Italy
Company originally called Cantieri Navale Triestino created 1923 as subsidiary of Cantieri Navali di Monfalcone to manufacture civil/military marine aircraft. Most designs produced between 1923-1930 were work of R. Conflenti, including such flying-boats as Cant 6 three-engined biplane bomber; Cant 6 ter, commercial transport version; Cant 7, 7 bis and 7 ter single-engined trainer biplanes; Cant 10 and 10 ter five/six-seat single-engined light transport biplanes; Cant 18 trainer; Cant 22 three-engined eight/ten-seat commercial transport; Cant 25 single-seat fighter. Landplanes included Cant 23 transport and Cant 36 trainer.
Company changed its name in 1931 to Cantiere Riuniti dell’Adriatico. Chief designer Filippo Zappata (formerly of Bleriot) completely reorganized the company 1933/1936. From 1934 most aircraft had Z prefixes, marine aircraft being numbered in 500 series, beginning with Z.501 Gabbiano biplane reconnaissance/bomber first flown 1934. Followed by Z.504 two-seat fighter biplane flying- boat and Z.505 twin-float three-engined monoplane, both 1935. Latter developed into Z.506 (1936), built as reconnaissance/ bomber/ASR for Regia Aeronautica (Z.506B Airone) and as commercial transport for Italian airlines (Z.506A and C). Landplane version built by Piaggio. Built Z.508 and Z.509, monoplane flying-boat bombers, and world’s largest floatplane: Z.511 four-engined trans- Atlantic mail/freight variant, first flown 1943. The Z.515 twin-engined twin-float monoplane (coastal reconnaissance), built 1938-1939.
Landplanes (designated in 1000 series) included Z.1007 and 1007 bis Alcione three-engined bomber; Z.1011 twin-engined medium bomber/transport; Z.1012 three-engined transport; Z.1015 three-engined derivative of Z1017 bis, first flown January 1939 and used in torpedo trials early in the Second World War. Final type was Z.1018 Leone, twin-engined medium bomber intended to replace Alcione, probably Italy’s best wartime design but too late to see service. Did not continue aircraft manufacture in the post-war period.
CANSA / Costruzioni Aeronautiche Novaresi SA / Gabardini Sa / Aeronautica Gabardini SA
Gabardini Sa manufactured a 80 hp rotary-engined two-seat monoplane at Novara in 1913, used for a non-stop flight between Milan and Venice. Company subsequently opened factory at Cameri in 1914 to build a military version of this monoplane, powered by a smaller engine. Also built biplane trainers. Nothing more heard of company until it produced a two-seat light cabin monoplane, the Lictor 90, in 1935.
Name of Costruzioni Aeronautiche Novaresi SA assumed May 1, 1936 by former Aeronautica Gabardini SA. Head office and factory at Cameri; began with repair and maintenance work on aircraft and engines. First product was C.5 single-engined one/two-seat training biplane (Fiat or Alfa Romeo engine), built in some numbers in late 1930s for civil market. The C.6 was a less successful development. CANSA then became subsidiary of Fiat, producing small numbers of F.C.12 fighter/trainer monoplane (first flown 1940) and also the F.C.20 twin-engined ground- attack aircraft.
All Aero 