Latécoère 28

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Latécoère 28
Latécoère 28 L'Aéronautique July, 1929.jpg
Laté 28
Type: Mail and passenger aircraft
Design country:

FranceFrance France

Manufacturer:

Latécoère

First flight:

1929

Commissioning:

1929

Production time:

until 1932

Number of pieces:

~ 50

The Latécoère 28 was a single-engine French passenger aircraft that made its maiden flight in the spring of 1929. It was mainly built as a seaplane . The majority of the machines built served on the lines of the l'Aéropostale and transported mail and up to eight passengers. The guy set several long-distance records.

The most famous machine of the type was the Latécoère 28.3 F-AJNQ Comte de la Vaulx , which was launched on December 12th and 13th. May 1930 as the first French aircraft to cross the South Atlantic in the postal service. The pilot of the flight from Saint-Louis (Senegal) to Natal (Brazil) in 21h 14 ′ was Jean Mermoz , who at the same time set a long-distance world record in a straight line for seaplanes of 3,173.2 km (150.1 km / h).

The return flight was not successful until July 9, with the 53rd attempt at take-off since June 8, because the machine did not lift off the water with the necessary fuel load. The machine did not reach the African continent and had to land 450 nautical miles from Dakar on the Atlantic on July 10, 1930, where a swimmer broke off and the left wing was damaged. One of the boats used for security, the Phocée , was able to take over the crew and mail, but the machine was lost.

Development and construction history

The machine was developed by Latécoère for the airline "Compagnie générale aéropostale" (usually called l'Aéropostale ), which belonged to the group until 1927 . As “Lignes Latécoère”, this company had been operating an airline to Morocco since 1920 , which from 1925 also ran as planned to Senegal in French West Africa and mainly served the transport of mail. From the end of 1927, an airmail network was also set up in South America, which initially led along the Brazilian coast to Argentina . The connection of the European-African network with the South American line was carried out since March 1928 with own ships between Dakar and Natal in Brazil .

The Latécoère 28 was a further development of the machines previously used on the postal route to West Africa and South America. At the same time, the new model was intended to improve passenger transport options. Like the previous Laté 14, 17 , 25, 26 models supplied by Latécoère , the new model was a braced high-decker . With eight passengers, however, the new machine offered considerably more space. It was also more streamlined than the very bulky previous series. Construction began in 1927. Almost completed in 1928, the first orders were placed. The prototype with the serial number 902 was used for a large number of tests from the spring of 1929 and was both the prototype for the 28.0 variant with a Renault -12Jbr engine and the 28.1 with a Hispano-Suiza -12Lbr engine. Various propellers were also tested on this machine. As F-AJHS 'Tramontane' she was in the service of Air France and various French institutions for a long time and was made available to the Republican Air Force of Spain in spring 1937.

In order to draw attention to the new machine, the pilots Negrin and Bedrigans carried out a direct flight of 1200 km from Le Bourget to Madrid in five hours and eleven minutes (~ 230 km / h) with the prototype F-AJHS on September 24 , although the standard range of the machine was only 1000 km. On October 10, the first scheduled flight from Toulouse to Casablanca took place over 1845 km in eight hours and twenty minutes with a short stopover in Alicante . The first series machines were used from 1929 on the first section of the postal line from southern France to Morocco , which also became a full-fledged passenger line. The first machines were shipped to South America for use in the postal service. Jean Mermoz, who had organized the extension of the post line in South America across the Andes to Chile , flew in the first rebuilt plane. On a flight with the new type in very bad weather from Buenos Aires to Comodoro Rivadavia , the flying president of the Aéropostale, Marcel Bouilloux-Lafont , chose Mermoz as the pilot for the planned transatlantic flight.
By the end of 1929, 18 Latécoère 28 had been delivered to the Aéropostale, six of which were used on the route from France to Africa and eleven were shipped to South America, primarily to take over domestic services in Argentina and Venezuela . In addition to Mermoz, the pilots also included Guillaumet and Antoine de Saint-Exupéry . In total, the Aéropostale post flight company ordered almost 50 aircraft of this type between 1928 and 1930.

The transatlantic flight

To speed up mail traffic, Aéropostale also wanted to cross the Atlantic by air. The French manufacturers developed both flying boats and land planes for this task. A floatplane ( 28.3 ) was developed for the new type Latécoère 28 , with which it should be possible to cross the Atlantic. Officials had strong reservations about using a single-engine aircraft; however, a number of single-engine machines had already successfully mastered the route. Latécoère therefore suggested attempting record flights prior to deployment. In 1930 the first two float planes were completed, one each of which was tested by the Aéropostale and the Aéronavale. The first floatplane (WNr. 919) made its maiden flight in February 1930 under the factory pilot Yves Prevost with the mechanic Alfred Hoff in Saint-Laurent-de-la-Salanque . The crew planned for an Atlantic crossing with the pilot Jean Mermoz (1901-1936), who had no seaplane experience, the navigator Jean Dabry (1901-1990) and the radio navigator Léopold Gimié (1903-1943) reached on 11/12. April 1930 on a closed circuit between Palavas and La Ciotat on the French Mediterranean coast with a flight distance of 4308 km (in 30h 25´ 40 "= ~ 141 km / h) a world record for seaplanes. The second machine built for the Navy (WNr. 920) was designated as the 28.5 because of a slightly different engine , also flew for the first time in February 1930 and reached two world records for seaplanes as LATÉCOÈRE under the aforementioned factory crew of Prevost / Hoff on May 5 and 6, 1930 with a payload of 2000 kg over 100 km with 220.026 km / h and then over 500 km with 202.092 km / h. Prevost / Hoff had a fatal accident on April 6, 1930 during a test flight with the three-engine Latécoère 34 flying boat . The machine with the WNr. 920 was already at the Aéronavale and on 16./17. April 1930 with the crew of Lieutenant de Vasseau Paulin Paris (1898-1934) and Maitre Principal Hébert on a closed circuit on another world record for seaplanes with a flight distance of 4202.5 km with a payload of 500 kg. With the machine named La Frégate , eight more class world records had been set by June 1931.

With the record flights of April / May 1930, the machines proved that the type had sufficient range to cross the South Atlantic. At this point in time, the South Atlantic had already been crossed by aircraft several times. French planes and pilots had already crossed it. The first French crossing was made on October 14, 1927 by Dieudonné Costes and Joseph Le Brix , when they flew with the Breguet XIX Nungesser-Coli in just under 20 hours from St. Louis in Senegal to Natal in Brazil .
The intention to send the German airship LZ 127 Graf Zeppelin via Seville by airmail to South America prompted the Aéropostale to forestall the flight to South America with an aircraft only. Mermoz and his crew transferred from May 2, which now Comte de La Vaulx (after April 18, 1930 in the United States in a plane crash had come founder of the FAI , Henry de La Vaulx ) named world record machine in three stages ( Kénitra , Port-Étienne ) to the chosen starting point in Senegal. The company's head of flight operations, Didier Daurat (1891–1963), took part in the transfer flight as a passenger . Before the scheduled start of the German airship on May 18, 1930, the scheduled 19th post to South America on May 10 from Paris was to become the first airmail flight over the South Atlantic. A Laté 28 and two Laté 26s flew the post from Toulouse in stages to St. Louis, where on May 12th Mermoz with the aforementioned crew and 130 kg of the post with the Latécoère 28.3 F-AJNQ started. After a flight of 9:14 p.m., the Comte de La Vaulx landed on the Rio Potingi in Natal - after a flight of 3173 km (~ 149 km / h) - and set a new distance world record for seaplanes for flights in a straight line .
Aéropostale machines and pilots stationed in South America took over the further transport of the post. Just 75 minutes after landing, the Latécoère 25 F-AIRX took off under Raymond Vanier (1895–1965), which transported the post to Caravelas . Vanier switched to a Latécoère 26 there . A total of four machines of this type continued the mail flight via Rio de Janeiro, Montevideo and Buenos Aires to Mendoza in Argentina. The last stage to Santiago de Chile was then carried out by Henri Guillaumet with a Potez 25 , where the mail arrived on May 15 at 1.30 p.m. local time. Five days, two hours and 20 minutes after the mail train left Paris, the part of the mail destined for Chile arrived at the end of the line.

The Aéropostale had the crew of the Comte de La Vaulx appear on the line in the capital cities to advertise the airmail service. The crew's journey was overshadowed by the first serious accident of a Latécoère 28 . The F-AJPD (WNr. 918) sent by the company's management from Buenos Aires to Brazil had an accident on the evening of May 10th on the first leg to Montevideo when the pilot was approaching the coast of Uruguay in the foggy night wrong estimate, the machine got water contact with the La Plata and overturned. Three crew members and one passenger died. Another passenger was the only one who could be saved.

The return flight of the transatlantic machine was to take place on June 8, 1930 from Natal. However, all 35 start attempts on the 8th and the following days were unsuccessful. With its enormous fuel load, the machine could not take off from the water, as the take-off stretch on the Rio Potingi turned out to be unsuitable because it was too short and no supporting winch was available. The management of Aéropostale therefore decided to bring the post to the African coast using one of the shipping company's advice notes , as has been the case up to now . Mermoz explored the area around Natal with a car and found a more suitable take-off area for his aircraft in the Bonfim lagoon 60 km south of Natal. The lightened machine was transferred to Bonfim with a short flight. There, the floats of the machine were changed because another float plane delivered to Aéropostale had an accident in France, for which the swimmers were possibly partly responsible.
The return flight should take place during a full moon phase to facilitate navigation. From July 8, 1930, Mermoz and his crew tried again to make the return flight. Because of the unfavorable wind conditions in Bonfim, the 53rd attempt to take off was only successful on July 9, 1930. An oil leak occurred during the night flight over the South Atlantic. After the reserves had been used up, after a fourteen hour flight 400 nautical miles southeast of Dakar, an emergency landing near the auxiliary ship Phocée took place on July 10 to ensure the delivery of the mail. Post and crew were taken over by the Phocée . The attempt to tow the machine failed because of the heavy swell due to the breakage of a float strut and the subsequent broken wing.

The Latécoère 28 was deployed in French services

In 1929/1930 the manufacturer produced 43 Latécoère 28 machines in the 28.0 (20), 28.1 (14), 28.3 (8), 28.5 (1) and 28.8 (1) series. Until its collapse, the Aéropostale took over 35 machines of the Latécoère 28 type , which were used on the lines to Africa (17) and from November 1, 1929 also in South America (3 Venezuela, 11 Brazil-Argentina). A number of machines were created as one variant and were later used in the state of another variant by exchanging the different engine types or conversions. Of the eight Laté 28.3 float planes , apart from the aforementioned Comte de la Vaux, no other float version was put into service, but five were machines with wheeled undercarriages. Four were converted to the Laté 28.1H variant , three of which came into service with Air France, which was formed to take over the French airlines, as the last delivery alongside 24 machines taken over from Aéropostale, some of which remained in service until 1939. On May 9, 1933, shortly before the transition to Air France, the worst accident occurred with a Latécoère 28 , when the F-AJIP (WNr. 905) crashed on the return flight from Casablanca on approach to Alicante and the crew of three and the three passengers on board died.

In 1932, a new variant was developed at Aéropostale when F-AJPA (WNr. 925) and F-AJUY (WNr. 931) were converted from the Laté 28.0 version to the Laté 28.1 Long courrier version . These machines were supposed to replace the older Latécoère types, in particular Laté 26.6 , used so far on the post line from Casablanca to Dakar. The mail flight on the route mentioned should usually be carried out with a machine with short stopovers in Villa Cisneros and Port-Étienne . During the conversion, in addition to replacing the engine, the cabin equipment was also removed and nine of the twelve side windows were closed. A reinforced radio device for a radio operator as the fourth crew member and a simple seat for a business traveler came into the cabin. The fuel supply was more than doubled to 1568 liters and the amount of oil increased by 15%. These changes and the extensive emergency equipment reduced the remaining payload to 543 kg. This conversion took place on seven (or eleven) machines, four of which were used on the other side of the Atlantic in South America.
The majority of these conversions were only carried out in the service of Air France, which named the Latécoère 28 they used after Winden. The type was soon replaced by more modern machines, primarily in passenger transport. On the route from France to Senegal, three-engine Wibault 283T and then Dewoitine 333 replaced the old single-engine machines, on the South American part twin-engine Breguet 393Ts were used to Argentina and Potez 62 to Chile. There was no further attempt with the single-engine model for scheduled air service across the South Atlantic. The regular operation finally took place with four-engine machines (the flying boats Laté 300 and Blériot 5190 and wheeled aircraft Farman 220 ).

In addition to other missions on the post lines, the Latécoère 28 was also used as a cargo aircraft within France. In July 1939 the F-AJJL Mistral (WNr. 909) and the Long Courrier F-AJUX Smara (WNr. 930) were taken out of service as the last machines of the type. Stationed in Dakar-Ouakam since 1936, Smara had operated flights in the West African colonies of France in recent years.

Use by the Aeronavale

The world record machine Laté 28.5 F-AJXK (WNr. 920) had the naval air force converted to the prototype Laté 29.01 for a torpedo aircraft for the French naval air force. The machine flew for the first time on October 3, 1931. A prototype Latécoère 440 developed by Latécoère with a new fuselage and a similar structure to the Type 28, which had flown shortly before, did not perform much better and was not followed up. In March 1932, the Navy ordered 18 new Laté 290 torpedo aircraft . Two torpedo squadrons (4T-1 in Berre and 1T-1 in Cherbourg ) were equipped with the machines, which received more modern low- wing Latécoère 298 in 1938 . A total of around 35 Latecoere 290 are said to have been built.
Some machines were still with Coast Guard Squadron 1S-2 in Cherbourg in 1939 and were used until the armistice in 1940. The machines were disarmed in the German-occupied zone in Hourtin .

More users

Due to the collapse of the French Aéropostale, Latécoère 28 also came into the South American registers of lines originally founded as subsidiaries in Venezuela (Aéropostale du Venézuela) and Argentina (Aeroposta Argentina SA).

Flag of Venezuela (state) .svg

For developed by the Aéropostale 1929 line network in Venezuela, for the beginning a Potez 29 -8 and a Latécoère 26 -4 were available, three were Latécoère 28 (F-AJLB WNr .911 in February, F-AJLM WNr. 913 April 1930, F-AJLE WNr. 912 January 1931) were delivered by ship to Puerto Cabello . There the machines were assembled and used in Venezuela in particular to transport gold. The last F-AJLE delivered was used in the first half of 1930 by Compagnie Transafricaine d´Aviation in Algeria before it was shipped to Venezuela. With this machine, the French Marshal Franchet d'Espèrey was flown on an official visit from Venezuela to the Colombian Barranquilla and back at the end of November 1931 . On October 26, 1933, the machine had a take-off accident with six passengers and 780 kg of cargo on the unkempt airfield of Maracay . The machine, which was not significantly damaged, was not repaired because of the negotiations on the sale of the airline and was used as a spare parts donor.
On December 31, 1933, Venezuela took over the Aeropostale subsidiary after the French government stopped supporting the parent company. In 1934 the two remaining machines with meanwhile over 1000 flight hours were assigned to the newly formed Aviacon Aeropostal Venezolana and also registered in Venezuela. The idea of acquiring a total of 20 Latécoère 28 aircraft (ten land and ten float planes each) for the company was not economically viable. However, there were also three other machines that had been ordered for the Venezuelan Air Force as Latécoère 28.9 (WNr. 961 to 963).
On January 1, 1935, the company was renamed Linea Aeropostal Venezolana (LAV) and the machines were registered in the Venezuelan register as YV-ABO, -ABU, -ABA, -ABE, -ABI with the names of Venezuelan military. In 1936 the two ex-Aeropostale machines were eliminated and replaced by Fairchild 82 . In 1937 the machines from the original military contract that had been used for 700 flight hours were also eliminated.

Flag of Argentina.svg

In Argentina, after the collapse of the Aeropostale, the Aeropostala Argentina was formed , which took over the service of the inner-Argentinean lines (especially to Patagonia ). The French successor company Air France only continued the service on the main post line from Brazil via Uruguay and Argentina to Chile. Five Aeropostale Latecoere-28 machines were handed over to the new Argentine company. The Latécoère 28 R-293 (WNr. 929 ex F-AJUV Levante ), which was first taken over into the Argentine register, crashed on June 23, 1936 in Pampa de Salamanca, 60 km from Comodoro Rivadavia , with the pilots Prospero Palazzo and Caesar Brugo her Lost life. The other four machines (WNr. 916 ex F-AJOV El Zonda , 915 ex F-AJLO El Pampero , 910 ex F-AJOU Minnano , 903 ex F-AJIO Brisa do Mare ) were last as LV-GAB, -HAB, - IAB, -JAB registered and remained in service until the end of 1938.

Flag of Spain (1931-1939) .svg

The last foreign user of the Latécoère 28 was the Republican Air Force during the Spanish Civil War in 1936 , which received eight machines from France that could also be used as makeshift bombers. The F-AJPC Sirocco (WNr. 927) was transferred to Madrid on August 28, 1936 as the first machine . This machine had taken part in the presentation of the new Air France in Le Bourget in October 1933 and was last used at the Lignes Aériennes Nord-Africaines (LANA) in Algeria. Shortly afterwards F-AJPG Tornado (WNr. 922) and F-AJVB Alize (WNr. 933) were delivered. Later came F-AJVI Cierzo (WNr. 935), F-AJVJ Poniente (WNr. 936), F-AJYM Agrégo (WNr. 938), F-AMXU Ouragan (WNr. 941), F-AMXX Japyx (WNr. 944 ) and F-AJHS Tramontane (WNr. 902, the prototype). Two or three planes are said to have been involved in an attack on Granada airport. Then they were used as transporters. One machine survived the war and was brought to Oran with other Republican machines shortly before the end of the war .

variants

Laté 28.0
500 HP Renault 12Jbr engine, 20 new builds (~ 15 to 28.1 , many as Long Courrier).
Late 28.1
500 HP Hispano-Suiza 12 Hbxr engine, 14 new builds, many modifications.
Laté 28.2
Prototype of a postal machine, a new building (WNr. 948).
Laté 28.3
Float plane for the postal service, eight new buildings. First flight in February 1930. Five as wheeled aircraft in regular service, some as Laté 28.1 / H
Laté 28.3 / H
Wheel version of the 28.3, 600 hp Hispano-Suiza 12Lbxr engine, one built (?)
Laté 28.4-I
Passenger version of the 28.3 with 700 HP radial engine Gnome et Rhône 14Kb Mistral Major , one built (?)
Late 28.5
Reinforced floatplane for the Aeronavale with a 650 HP Hispano-Suiza 12Nbr engine, one built (WNr. 920). World record machine, conversion to prototype for torpedo aircraft Laté 290 .
Laté 28.6
Variant for Venezuela with 650 HP Hispano-Suiza 12Nbr engine, three built (WNos. 961 to 963).
Late 28.8
Variant for record attempts up to 11,000 km with enlarged wingspan, one built (WNr. 939), first flight on July 30, 1930 under Jean Gonord / Mermoz ended with a crash landing. A solo Gonord flight in August. Solo flight Mermoz on August 30th, which jumped off after serious problems with the parachute, no repair and no replica of the machine.
Laté 28.9
three-seater bomber aircraft for Venezuela, possibility of converting the three Laté 28.6 .
Late 290
Floatplane built for the Aeronavale with 650 HP Hispano-Suiza 12Nbr, 32 engine. First flight October 3, 1931.
Laté 293
Floatplane for the Aeronavale with 725 HP radial engine Gnome & Rhône 14Kcrs, one manufactured (conversion of a Late 28  ?). First flight October 24, 1933 by Antoine de Saint-Exupéry.
Laté 294
Floatplane for the Aeronavale with 740 HP radial engine Gnome & Rhône 14Kdrs, one built. First flight April 18, 1934. Until 1939 with the 4T-1 squadron in Berre next to Laté 290 , Laté 298 .
Laté 296
Floatplane for the Aeronavale with an 860 hp Hispano-Suiza 12Ydrs engine, conversion of the Laté 293 , first flight August 4, 1934.

Technical specifications

Four side view
Parameter Latécoère 28.0 Latécoère 28.1 Latécoère 28.3 Latécoère 28.8 Latécoère 35.0 Latécoère 290
crew 2 3 1-2 2 3
Passengers 8th - 10 -
length 13.62 m 14.79 m 13.86 m 14.96 m 14.62 m
span 19.25 m 25.50 m 22.35 19.25 m
height 3.58 m 5.00 m 3.85 m 3.55 m 6.06 m
Wing area 48.6 m² 58.2 m² 80 m² 74.8 m² 58.2 m²
Empty mass 2166 kg 2386 kg 2636 kg 2860 kg 4285 kg 2871 kg
Takeoff mass 3856 kg 4040 kg 5017 kg 8184 kg 6295 kg 4799 kg
Cruising speed 200 km / h 215 km / h 160 km / h
Top speed 220 km / h 232 km / h 229 km / h 200 km / h 237 km / h 210 km / h
Service ceiling 5200 m 4000 m 6000 m 4760 m
Range 950 km 1000 km 4800 km 11000 km 800 km 780 km
Engine Renault 12Jb Hispano-Suiza 12Hbr HS 12Lbxr HS 12Nbr2 3 × HS 12Jb HS 12 Nbr
power 500 hp 600 hp 650 hp 3 × 400 hp 650 hp

literature

  • Gérard Collot, Robert Espérou, Alain Cornu: La poste aérienne Francaise. Première partie. Icare N ° 173, Pantin, 2000, pp. 93-99.
  • Jean Cuny: Latecoere. Les avions et hydravions. éditions Larivière, Paris 1992, ISBN 2-907051-01-6 .
  • Carlo Demand: The great Atlantic flights from 1919 to the present day. Motorbuch Verlag, Stuttgart 1983, ISBN 3-87943-909-5 .
  • Gérard Bousquet: Les Paquebots Volants - Les hydravions transocéaniques francais , éditions Larivière, 2006, ISBN 2-914205-00-7 .
  • William Green: Floatplanes, Warplanes of the second world war. Volume 6. Macdonald, London 1968.
  • Joseph de Joux: Latécoère Laté 28. L´Avion brilliant d´une legend. Le Fana de l´Aviation N ° 286 to N ° 290, éditions Larivière, Paris, September 1993 to January 1994.
  • Joseph de Joux: Le Latécoère 28 hydravion, lombre de la Gloire. Le Fana de l´Aviation N ° 308 to N ° 312, éditions Larivière, Paris, July to November 1995.
  • Joseph de Joux: L'Aeropostale au Venezuela. Le Fana de l´Aviation N ° 212 to N ° 215, éditions Larivière, Paris, July to October 1987.
  • Joseph Kessel: Mermoz. Schwarzwald-Verlag, 1948.
  • Michael JH Taylor: Jane's Encyclopedia of Aviation. London, 1989.

Web links

Commons : Latécoère 28  - Collection of images, videos and audio files

Individual evidence

  1. ↑ de Joux: Latécoère Laté 28. L'Avion brilliant d'une legend. Fana 286, p. 17.
  2. ↑ de Joux: Laté 28. L'Avion legend. Fana 286, p. 19; Fana 288, p. 52.
  3. ↑ Kessel: Mermoz. P. 324.
  4. ↑ a b c Bousquet: Les Paquebots Volant. P. 194.
  5. ↑ a b Cuny: Latécoère. P. 83.
  6. ^ Cuny, p. 111.
  7. ↑ Demand: The great Atlantic flights. P. 26 f.
  8. ^ A b Gérard Collot, Robert Espérou, Alain Cornu: La poste aérienne Francaise. Première partie. Icare N ° 173, p. 93.
  9. ↑ Bousquet, p. 195
  10. ^ Crew Elysée Negrin (* 1903), René Prunetta, Julien Pranville (* 1894) and a Brazilian passenger drowned.
  11. ↑ Collot et al .: Icare N ° 173, p. 99
  12. ↑ de Joux: Laté 28, L'Avion legend. Fana 288, p. 56f.
  13. ↑ de Joux: Laté 28, L'Avion legend. Fana 288, pp. 58f.
  14. ↑ a b de Joux: Laté 28. L'Avion legend. Fana 288, p. 59.
  15. ↑ Cuny, p. 196 ff.
  16. ↑ Cuny, pp. 193ff.
  17. ↑ Cuny, p. 195.
  18. ↑ a b Cuny, p. 200.
  19. ↑ Green: Floatplanes. P. 29ff. "No exact figure available"
    aviafrance.com/latecoere-290: 32+? Machines built; Cuny, p. 196 18 series machines + two prototypes that have been converted several times.
  20. ↑ Green, p. 30 four machines.
  21. ↑ Cuny, p. 202, four to five machines ready for use.
  22. ↑ Green, p. 30.
  23. ↑ de Joux: L'Aeropostale au Venezuela. Fana N ° 214, p. 30ff.
  24. ↑ de Joux: Venezuela. Fana N ° 214, p. 31.
  25. ↑ de Joux: Venezuela. Fana N ° 214, p. 33.
  26. ↑ a b c d de Joux: Venezuela. Fana N ° 215, p. 48.
  27. ↑ de Joux: Legende , Fana N ° 290, p. 46.
  28. ↑ de Joux: Tableau synoptique des Latécoere 28. Fana N ° 312, p. 46.
  29. ↑ de Joux: Laté 28 hydravion. Fana 312, p. 46.
  30. ↑ de Joux: Le Latécoère 28 hydravion, lombre de la Gloire, Fana 312, p. 42 f.
  31. ↑ Laté 294 with picture