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Jean-Pierre Crémieux Les Avions De Vitesse De Nicolas Roland Payen

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Jean-Pierre Crémieux Les Avions De Vitesse De Nicolas Roland Payen 1st European Air Racing History Symposium Samedi 30 Novembre & Dimanche 1er Décembre 2002 Jean-Pierre Crémieux Les Avions de Vitesse de Nicolas Roland Payen [diapo. 1] Most technical fi elds have seen from time to time the appearance of gifted inventors, whose ground breaking ideas were far from being easily accepted. Roland Payen was one of those, a talented engineer and brilliant experimenter, but whose unconventional style, though being far from the fi ctional and eccentric ‘Professor Calculus’, kept away the very individuals that could have helped him. Despite his new ideas that indeed served the progress of aviation, he had to fi ght against established airplane companies, and was never able to equal their power. However, many of Payen’s patents, ideas or designs, completed or not, are now widely spoken of and used. Even though some original ideas are now attributed to M. Payen rather than to other creators, it is often diffi cult to talk about any kind of copying, as it sometimes happen that some researchers in totally different places are driven to the same discoveries without any contact between them. Nicolas Roland Payen was born in Athis-Mons on February 2nd, 1914. He still lives there. His interest in aeronautics began to grow while he was still in his teens. A keen reader of ‘Les Ailes’ magazine (translator’s note ‘The Wings’), he often spends time watching the aeroplanes on the nearby Orly airport, then a small grassy fi eld with a few hangars. In 1928, being only 14 years old, Roland Payen, together with his friend Leon Levasseur, son of the famous designer of the Antoinette aeroplanes, designs his fi rst aircraft, an elegant, low wing sport monoplane. The following year, he founds in Athis-Mons the Light Aviation Sports Association “Les Goélands” (translator’s note seagull). This brings him to build his fi rst real size aeroplane, after a huge quantity of models fl own with varying success. He chooses to build a “Zögling” single seat primary glider, designed in Germany and that is fl own for a while.Before this construction, seen as a kind of practice, Roland 1 Payen a had spend hours observing the unbelievable speed and stability of the dart shaped paper planes that he and his mates threw across the schoolyard. In 1930, together with Jean Beaucarnot, Roland Payen gets involved in light aviation. Impressed by the fl ight tests of Fritz von Opel’s rocket powered glider, Payen considers powering the tiny Beaucarnot with 3 solid fuel rockets. The barn were test are made is blasted when the rockets explode. Payen is miraculously unhurt, but stops his relationship with jet engines for a while ! As a young student in the classrooms of the Superior School of Aeronautics in Paris, he remembers the unquestionable stability of the simply and methodically folded sheets of paper. Roland Payen, while working in airplane designer Romulus Bratu’s research department, applies, together with his friend Robert Sauvage, for his fi rst patent. Robert Sauvage was working for an industrial paint producing company, and helped with fi nancing the project. The patent was for an odd looking airplane, named “Avion Autoplan”, with a huge ogival wing, and foreplanes named ‘Machutes’ by Payen. These were later known as ‘Canards’, and the shape of the wing as Delta, by analogy with the fi fth letter of the Greek alphabet. The third Coupe Deutsch de la Meurthe race (may, 29 1933 – may, 19 1933) created by the “Aéroclub de France” and Suzanne Deutsch de la Meurthe, daughter of Henry, was a speed race for airplanes with engines smaller than 8 litres in displacement. To compensate for the relatively small power output of the engines, designers had to streamline their airplanes as much as possible. This race is seen by Mister Payen as an occasion to put his researches in practice. Undiscouraged by a previous failed attempt to enter the 1933 Coupe Deutsch, Roland Payen immediately starts designing a new racer for next year’s race. However, the daring designer lacks both time and money. His fi rst project, christened SP.260, is designed for a Régnier engine delivering only 180hp, driving a simple propeller. The landing gear is retractable, and the ‘Machutes’, well away from the delta wing, are of variable incidence. He then goes on with the SP.261, where only the tips of the ‘Machutes’ are movable, and the landing gear fi xed, with a single vertical leg attached to the fi xed part of the ‘Machute’, and a strut between the wheel and the lower fuselage. Meanwhile, Roland Payen had gotten in touch with the famous pilot Jean Assolant, famous for crossing the Atlantic Ocean on June, 13 1929, together with Lefèvre and Lotti. They were fl ying the Bernard “Oiseau Canari” (translator’s note “Canary Bird”). Assolant, after visiting Roland Payen, gets interested in his projects. He comes back for an other visit, together with Roger Robert, designer in chief of the “Avions Bernard” company. This fi rm was famous for its Schneider Cup seaplane racers. Astonished 2 by the aerodynamic data gathered after wind tunnel testing of the SP.230 model [diapo. 2,3], showing a never seen before drag coeffi cient, the designer encourages Payen to go ahead with the design of a racing plane. Galvanized, Roland Payen starts studying the Pa.100 “Flèche Volante” (“Flying Arrow”) [diapo. 4], similar to the previous projects but for a single wheel, retractable landing gear and auxiliary wheels retracting in the delta tips. The remaining problem was, as so often with such ventures, the funding of the project. Daringly, the young Roland Payen gets in touch with Suzanne Deutsch de la Meurthe, and presents her his project. Even though being personally involved in the organisation committee of the Coupe, she is unable to favour any competitor. However, probably touched by Payen’s faith, she gifts him with a 5’000F check. Seeing this unexpected success, Payen’s father, at last taking his son’s ideas seriously, gives him 50’000F, a huge amount at that time. Roland Payen can then start building the plane of his dreams. He contacts his friend Louis Massotte, pilot of the Caudron C.366 racer to be entered in the race. Massotte helps him getting in touch with the engine manufacturer Emile Régnier. Régnier, as surprised by the project as Roger Robert was, accepts to lend the 200hp engine that Payen had planned to use. This engine helped keeping the streamlining of the Pa.100 as good as possible, in a way quite similar to the Renault-engined Caudrons. Roland Payen’s prototype, fi tted with a conventional landing gear arrangement, similar to what was planned on the SP.261 but with a single strut, is then built in the Caillot workshop, located 72, Rue Francœur in Vitry-Chatillon. During spring 1933, with the qualifying test being scheduled for may the 14th, Emile Régnier and Louis Massotte, accompanied by André Herbemont, come to check the progress on the Payen. Herbemont, born March 31st, 1893, was designer in chief for Blériot-SPAD since 1917. During his whole career, he had only designed very conventional biplanes, showing reluctance to evolve towards newer ideas. On the 6th of January, Massotte did the fi rst fl ight of Herbemont’s latest creation, the SPAD 510, the only biplane amongst the 10 other contenders for the 1932 fi ghter contest. It is easily understandable that his reaction towards the innovative creation of Payen, decades ahead of the most modern of the SPADs, was to be rather negative. As soon as he enters the workshop, Herbermont exclaims : “ Is that your ‘Berlingot’ ? (a French candy, triangular in shape) In which direction is it supposed to fl y ?” Sadly enough, Emile Régnier, impressed by the “expert’s” advice, quickly fi nds an excuse to get his engine back. Due to a rushed conclusion, Payen is left with a racer without engine, while race number 11 had already been given to his entry. 3 It is now too late for the 1934 Coupe Deutsch, ultimately won by Maurice Arnoux, with a 310hp Renault Bengali engined Caudron C.450, at the speed of 388.977km/h. In order to enter the 1935 race, Payen has to fi nd a suitable engine. Renault can’t give an engine, as the Pa.100 would race against Renault-engined Caudrons. The Hispano-Suiza company has no suitable engine, as all its engines are liquid cooled. The only company left is Gnome & Rhone. It’s chief executive offi cer, Paul-Louis Weiller, agrees to lend a model 7KD ‘Titan Major’ engine, a 7 cylinder radial ‘beast’ delivering 380hp. This will at last make the fi rst fl ight of Payen’s creation possible, but it will disqualify it from the Coupe Deutsch, as the engine’s displacement is around 19 litres, well above the 8 litres limit ! Roland Payen is then forced to modify his Pa.100 into the Pa.101. The engine fi rst had no cowling. Of course the airplane then looked rather unbalanced. [diapo. 5] The fi nished plane[diapo. 6] is moved to Etampes-Mondesir in June 1934, in the Aéroclub de France’s hangar. French Air Force Cdt Patachon also agrees to let Sergent Engineer Roux work with Payen. Is the “Flèche Volante” at last taken seriously ? Not yet, and many predict that the plane will turn around it’s propeller in a similar way to the ‘Pitagule’, the boat in Marcel Pagnol’s trilogy. (translator’s note a famous author from southern France). Attempting some kind of humour, a speaker from a movie report on Payen’s work describes the Pa.101 as “looking like a cat having a cold’s back, on which suckers would have been fi tted”.
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