Uruguay - 2013 - Centenary of Uruguayan Militar Aviation
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SERIE --- 1,40 EUR
BLOCK --- 1,40 EUR
FDC not Sent --- 2,80 EUR
FDC Sent on First Day --- 9,00 EUR
COVER Sent on First Day --- 6,00 EUR
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Issue information:
Country: Uruguay
Date: March 16th, 2013
Printed: 10.000 copies
Stamp Shape and Size: Rectangular [32 mm. x 47 mm.]
Perforation: Circular
Gum: Water Activated
Block Configuration: 1 stamp [1 x 1]
Block Shape and Size: Rectangular [101 mm. x 66 mm.]
FDC Type: Normal
FDC Shape and Size: Rectangular [165 mm. x 105 mm.]
Cover Shape and Size: Rectangular [241 mm. x 159 mm.]
Catalogue information:
Michel: No Data Available
Ivert: No Data Available
Scott: No Data Available
Stanley & Gibbons: No Data Available
Topics:
Issue:
This block of a single stamp was issued in commemoration of the Centenary of Uruguayan Militar Aviation.
This issue was released just one day before of the Uruguayan Militar Aviation Centenary, as it begining is considered to be day March 17th of 1913, when the "Escuela de Aviación Militar, in english "Military Aviation Academy" was formed at a small airport 50 km from Montevideo.
The design of the stamp of this issue, shows a picture of the Henri Farman aeroplane, surely a Farman III biplane, that was one of the two planes which the Aviation Academy uses to teach. The picture also shows the main entrance of the Aviation Academy Hangar, and some militars and civilians that were participating in that excercise, including over the plane the two aviators, surely Marcel Paillette and Cesáreo L. Berisso.
The stamp, besides the plane, the hangar, and the uniformed militar men, and some civilian wearing different hats, it also shows at background what it seems to be a small lake, and some other persons nearby that lake.
Military aviation in Uruguay was born on 17 March 1913 when the Military Aviation Academy (Escuela de Aviación Militar) was formed at a small airport 50 km from Montevideo. The first aircraft were a Farman Longhorn biplane and a Blériot XI monoplane. As with many other Latin American countries, flight instruction was initially performed by a European (in this case French) instructor. Ten army officers formed the select group chosen to be the first Uruguayan military aviators. Among them were Cpt Juan Manuel Boiso Lanza and Lt. Cesáreo L. Berisso. Boiso Lanza was the first fatality of the FAU, dying in a plane crash on 10 August 1918; he later became the namesake of Cpt Boiso Lanza Air Base in Montevideo, the current FAU headquarters. Berisso became the first commander of the Air Force flight school and was later the namesake of Gen. Cesáreo Berisso Air Base in Carrasco, the headquarters of Air Brigade I.
Along with two other young officers, Adhemar Saenz Lacueva and Esteban Cristi, they gained their military aviator rating in Argentina and Chile and formed the Military Aeronautical School on 20 November 1916. This school was the only military aviation facility in Uruguay until 1935. Several European aircraft types were used in fairly large numbers during the twenties, among them sixteen Avro 504Ks, thirteen Breguet 14s, five Castaibert 913-IVs, twenty-eight Nieuport 27s. These pioneering years saw many air routes opened and an overall increase in the awareness of the military potential of this nascent force.
In 1935 the school was transformed into the Military Aeronautics division (Aeronáutica Militar,) and five units were created as well as several airbases. Typical aircraft of the thirties and forties were European types like the Potez XXV A.2 TOE, the SPAD S.VII and S.XIII, the de Havilland DH 82A, and the IMAM Ro.37; but this era also saw the transition to aircraft of American pedigree. Beech AT-11 and Douglas C-47 transports, Waco JHD and NAA Texan trainers, and NAA B-25J bombers were used in this period. The arrival of F-51 Mustangs in the early 50s notably enhanced the capabilities of the air force. There were now nine Aviation Groups and the Military Aeronautics division was officially renamed the Military Air Force (Fuerza Aérea Militar) on 4 December 1952. This change in nomenclature was important because it signified the independence of the branch from the army command structure. The new force was reorganized into three commands (tactical, training, and material) and a brigade structure was implemented along with a fully staffed headquarters.
The Uruguayan Air Force grew from this foundation. Later, some new units were created such as the Aerial Commands, but no radical changes were made. The FAU received its first jets when Lockheed T-33s and F-80s arrived in 1955 and 1958.[2] The FAU also employed the de Havilland Chipmunk, using 10 from 1954 to 1962. The first helicopters were Bell 47s and Hiller H-23Fs, followed by the venerable Bell UH-1B Hueys, Eurocopter BO-105.
The Uruguayan Air Force (Fuerza Aérea Uruguaya or FAU) is one of the three main branches of the Armed Forces of Uruguay under the Uruguayan Ministry of Defense. The current head of the force is General of the Air Enrique A. Bonelli, and comprises about 3000 personnel organized into three brigades and various support groups.
Farman Aviation Works was an aircraft company founded and run by the brothers Richard, Henri, and Maurice Farman. They designed and constructed aircraft and engines from 1908 until 1936; during the French nationalization and rationalization of its aerospace industry, Farman's assets were assigned to the Société Nationale de Constructions Aéronautiques du Centre (SNCAC).
In 1941 the Farman brothers reestablished the firm as the "Société Anonyme des Usines Farman" (SAUF), but only three years later it was absorbed by Sud-Ouest. Maurice's son, Marcel Farman, reestablished the SAUF in 1952, but his effort proved unsuccessful and the firm was dissolved in 1956.
The Farman brothers built more than 200 types of aircraft between 1908 and 1941.
The Farman III, also known as Henry Farman 1909 biplane, was an early French aircraft, designed and built by Henry Farman in 1909. Its design was widely imitated, so much so that aircraft of similar layout were generally referred to as being of the Farman type.
Henry Farman's first aircraft had been bought from the Voisin brothers in 1907. Soon after his first flights Farman begun to modify and improve the design of the aircraft which was known as either the Farman I or Voisin-Farman I. During 1908 Farman re-covered the aircraft with 'Continental' rubberized fabric and added the side -curtains and it was re-designated the Farman I-bis. During 1908 the Voisin brothers built him another aircraft, to be called the Farman II, incorporating refinements of the design to Farman's specification. However, Voisin sold this aircraft to J.T.C. Moore-Brabazon. Brabazon subsequently exported the aircraft to England, where it became known as the Bird of Passage.
This episode naturally angered Farman, and caused him to break his association with Voisin in early 1909 and start aircraft construction for himself, and he designed and built the Farman III. The Farman III was also a pusher biplane with a single forward elevator and originally had a cellular tailplane and ailerons on all four wings. It first flew in April 1909 powered by a 50 hp (37 kW) Vivinus 4-cylinder inline engine. Farman soon introduced an open tailplane with trailing rudders and an extended-span upper wing and a lightweight four-wheel landing gear. Farman also replaced the engine with the new and more reliable 50 hp (37 kW) Gnome rotary engine.
The Farman III had enormous influence on European aircraft design, especially in England. Drawings and details of the aircraft were published in England by Flight magazine and it was so widely imitated that its layout became referred to as the "Farman Type". Among these aircraft are the Bristol Boxkite, the Short S.27 and the Howard Wright 1910 Biplane. The Bristol aircraft was so close to Farman's design that he considered legal action. Farman was rewarded by commercial success, and many examples of the type were sold. Farman III aircraft were also built in Germany by the albatros FlugzeugWerke at Jonannistal as the Albatros F-2.
In late 1909, Henry Farman established two world distance records with flights of 180 km (110 mi) in just under 3 hours 5 minutes at Rheims on August 27 and 232 km (144 mi) in 4 hours 17 minutes and 53 seconds at Mourmelon on November 3.
Henry Farman's brother, Maurice Farman, constructed his own biplane slightly earlier in 1909. It first flew in February 1909. Both machines were derived from the Voisin 1907 biplane, all having similar configurations. Henry's aircraft differed from Maurice's in lacking the pilot's nacelle, and not using Renault inline engine. Maurice and Henry started close collaboration in 1912.
Henri Farman was born on 26th May, 1874 and passed away on 17th July, 1958, was a French pilot, aviator and aircraft designer and manufacturer with his brother Maurice Farman. His family was British and he took French nationality in 1937.
Born in Paris, France, and given the name Henry, he was the son of a well-to-do British newspaper correspondent working there and his French wife. Farman trained as a painter at the École des Beaux Arts, but quickly become obsessed with the new mechanical inventions that were rapidly appearing at the end of the 19th century. Since his family had money, he was able to pursue this interest as an amateur sportsman. In the 1890s he became a championship cyclist, and at the turn of the century he discovered motor racing, competing for Renault in the Gordon Bennett Cup.
When the Voisin brothers started their aircraft construction business in 1907 Farman was one of their first customers, ordering a copy of the aircraft that had been built for Leon Delagrange. He used this aircraft, the Voisin 1907 biplane to set numerous official records for both distance and duration. These include the first to fly a complete circuit of 1 kilometre (13 January 1908, winning the 50,000 franc Grand Prix d'Aviation offered by Henri Deutsch de la Meurthe) and 2 kilometres (21 March 1908). Some sources state that on 29 March, he became the first to take a passenger into the air, Leon Delagrange. (Others, however, believe that record belongs to Wilbur Wright and passenger Charles Furnas on May 14 of the same year.) Later in 1908, on 30 October, Farman went on to make the first cross-country flight in Europe, flying from Châlons to Reims (27 kilometres in 20 minutes).
In 1909, he opened a flying school at Châlons-sur-Marne at which George Bertram Cockburn was the first pupil. The same year he made further record breaking flights of 180 kilometres in just over 3 hours (at Reims on 27 August) and 232 kilometres in 4 hours 17 minutes and 53 seconds (at Mourmelon-le-Grand on 3 November).
At the end of 1909 Farman fell out with Gabriel Voisin because Voisin had sold an aircraft that had been built to Farman's specifications to J.T.C. Moore-Brabazon, and started manufacturing aircraft to his own design. The first of these, the Farman III, was an immediate success and was widely imitated.
In partnership with his two brothers Maurice and Richard (Dick), he built a highly successful and innovative aircraft manufacturing plant. Their 1914 model was used extensively for artillery observation and reconnaissance during World War I. The Farman Aircraft company's Goliath was the first long-distance passenger airliner, beginning regular Paris-London (Croydon Airport) flights on 8 February 1919.
He was made a chevalier of the French Légion d'honneur (French: "Legion of Honour") in 1919. He, along with Maurice, retired in 1937 when the French Popular Front government nationalised the aircraft industry; Farman's company becoming part of the Societe Nationale de Constructions Aeronautiques du Centre.
Henry Farman took French nationality in 1937.
He died in Paris and is buried in the Cimetière de Passy in Paris.
Block:
The block, uses mainly another picture of the hangar of the militar aviation academy, now taken mostly from it side, and with the Farman III biplane flying over it.
The desings also shows the pictures of the two Aviators already mentioned, Marcel Paillette, a french aviator that cames to Uruguay to teach aviation techniques, and Cesáreo L. Berisso, one of the first pupils of Marcel, and later, the first uruguayan to flight alone.
About the picture itself, is rather funny to see the hangar half painted, also with the ladder set there surely to continue the painting work.
Also the uruguayan flag flying also, just in another meaning of ver flying, works as a beauty poetic and linguistic, of the importance of the moment being photographed for the uruguayan flying history.
In the top of the block, were the aviators appears, at left, Marcel Pailette is shown wearing formal clothes, jacket, shirt, and tie, and also a nice hat on his head, then, Cesáreo L. Berisso, appears wearing aviation clothes, a closed to the neck uniform and an aviator cap.
Marcel Paillette was born in Havre, on April 17 of 1884. As a Bachelor of Science, Aviation came to a personal taste, and it was the first student of Roger Sommer, when he learns to fly Douzy in March 1910.
He gets in Angers, June 10, 1910, with Sommer on camera, the pilot's aviator No. 99 of the Aero Club of France. And with Sommer, he participated in the meeting of Angers where it ranks second of all prices.
At the meeting of Rouen, he won the prize for the longest distance in a single flight. In Nantes and Caen, he still wins awards and made many flights over cities.
At the meeting of Le Havre, Marcel Glitter begins to fly a Bleriot and soon reached its first flight 500 meters. It is at an altitude of 800 meters at the rally crosses the Bay of the Seine. After attending the meeting in Milan in September 1910 and the following month in Bourges, he moved to Paris by air.
Then he went to South America with two appliances, Sommer and Blériot, there it performs 1911 to 1914 demonstration flights in Argentina, Chile, Paraguay. He also worked at the same time in the organization of aviation schools, and creating a large civil airport in San Fernando, near Buenos Aires. Another remmarkable issue in which he was involved, was when the President of the Republic of Paraguay, probably the first head of state who has flown, made its first flight with Marcel.
At the outbreak of war, he returned to France. Until 1916 he was involved in the first hundred bombing the enemy, which earned him the Croix de Guerre with palm and the allocation of the silver plate of the Aero Club of France. Then deployed to Russia, it is the subject of two citations and receives Wladimir cross from Russia and from Saint-Georges.
Returned to South America after the war, Marcel Paillette continues to be actively involved in aviation. He leaves in 1925 for the automotive industry in which he devoted himself entirely until 1948. At this time and after a career filled admirably, he settled permanently in Argentina where he uses the leisure of retirement in-depth knowledge of the country.
Marcel received the Legion d'Honneur in 1936.
Cesáreo L. Berisso was born on November 6th of 1887 in Montevideo, and passed away on January 28th of 1971 in Montevideo too. He was an Uruguayan aviation pioneer.
He trained at the Military School of Uruguay from 1907 to 1911 and graduated with the rank of Lieutenant Artillery Gun.
Cesáreo Berisso was one of the first students of the Military Aviation School "Los Cerrillos", and it is known because he made the first solo flight of a Uruguayan, on June 22nd of 1913, making a journey between "Los Cerrillos" and "Playa Malvin" that lasted 1 hour 45 minutes.
In 1916, Berisso was named as one of the instructors of the newly inaugurated Military Aviation School. By obtaining the rank of Major, he became director of the institute from 1922 to 1931.
In the mid 1920s, Berisso made several long-haul flights in America. In 1925, he and Dagoberto Moll tried to make the route Montevideo-Ascension-Rosario-Santa Fe-Mendoza but failed to cross the Andes. The tour totaled 4,500 miles and 32 hours of flight. In 1929, Berisso, Moll, and Rogelio Otero and Conti attempted to travel from Montevideo to New York, but they destroyed the aircraft in Colombia.
Berisso rose to Lieutenant Colonel, then to Weapon Inspector in Aeronautics and finally General in 1944. In 1946 he was appointed Director General of Military Aeronautics. And finally, He retired from the military activity in 1947.
Its activity in aeronautics continued in civil branch, to be president of Pluna, the first uruguayan airlines, and member of the commission for the Carrasco Airport. The airport and the military air base adjoining bear his name today.
FDC:
The desing of the First Day Cancelation, shows again the Farman III biplane that appears both in the stamp and in the block, however, this time as seen from above, and not mainly from it front as in the picture shown in the stamp, and from it left side as in the block.
Also, it needs to be said, the image of the biplane is a too low quality one, probably just a draft of the aeroplane in low resolution, that only because of the context one recognize it as the plane is shown in both stamp and block.
If you consider that there are another topics in this stamp, that were not spot in this review, you are encouraged to telling me about them, so please do not hesitate to post a comment. I would appreciate your help very much.
