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Postcard of Argentine military pilot from the 1920s. Right: Argentine Pilot from 1940s.
Voisin 1907 Plane
The aircraft in the image is a Voisin 1907 biplane, famously used for the first official motorized flight in Argentina.
This specific flight occurred on February 6, 1910, when French aviator Henri Brégi piloted the Voisin "Octavie III" at the Longchamps hippodrome in Buenos Aires.
The First Official Flight
Brégi's flight is recognized as the first official flight of a "heavier-than-air" craft in the country. He flew at an altitude of approximately 15 to 25 meters, covering a distance of 6 to 7 kilometers.
"Cuna de la Aviación"
Due to this event, the city of Longchamps is officially considered the "Cradle of South American Aviation".
While Italian pilot Ricardo Ponzelli also attempted a flight in a 50hp Voisin in January 1910, his aircraft lost stability and crashed after only 200 meters, making Brégi's subsequent flight the successful pioneer.
Aircraft Design
The Voisin 1907 biplane is distinguishable by its "boxkite" appearance, which included:
Vertical surfaces between the main wings, intended to provide lateral stability.
The engine and propeller were located behind the pilot.
Front Elevator. A small horizontal surface positioned ahead of the main wings for pitch control.
This specific flight occurred on February 6, 1910, when French aviator Henri Brégi piloted the Voisin "Octavie III" at the Longchamps hippodrome in Buenos Aires.
The First Official Flight
Brégi's flight is recognized as the first official flight of a "heavier-than-air" craft in the country. He flew at an altitude of approximately 15 to 25 meters, covering a distance of 6 to 7 kilometers.
"Cuna de la Aviación"
Due to this event, the city of Longchamps is officially considered the "Cradle of South American Aviation".
While Italian pilot Ricardo Ponzelli also attempted a flight in a 50hp Voisin in January 1910, his aircraft lost stability and crashed after only 200 meters, making Brégi's subsequent flight the successful pioneer.
Aircraft Design
The Voisin 1907 biplane is distinguishable by its "boxkite" appearance, which included:
Vertical surfaces between the main wings, intended to provide lateral stability.
The engine and propeller were located behind the pilot.
Front Elevator. A small horizontal surface positioned ahead of the main wings for pitch control.
Henri Farman Biplanes EAM
Argentina's first military aircraft were Henri Farman biplanes, which were used to inaugurate the Escuela de Aviación Militar (EAM) in 1912. While aviation interest began earlier with balloons like the "Pampero" in 1907, the formalization of powered flight in the 1900s and early 1910s relied heavily on these French designs.
Early Aircraft
Farman 50 hp Biplane: Used for the first military aviation courses starting in 1912 at El Palomar.
Farman 80 hp Biplane: A more powerful version used in the early years of the school.
Locally Built Farman/Bleriot: The workshops (Talleres) of the EAM began building small series of Henri Farman and Bleriot XI-II aircraft to support training.
The Argentine Military Aviation School was founded on August 10, 1912, at El Palomar, marking the birth of Argentine military aviation.
Jorge Newbery was a central figure during this era; though he set records in other aircraft like the Morane-Saulnier, he was instrumental in advocating for the Farman-equipped school.
Castaibert Aircraft
Parallel to the Farman imports, French immigrant Paul Castaibert built the first successful Argentine-made planes (Castaibert II) in 1912, which were also used by the EAM.
Early Aircraft
Farman 50 hp Biplane: Used for the first military aviation courses starting in 1912 at El Palomar.
Farman 80 hp Biplane: A more powerful version used in the early years of the school.
Locally Built Farman/Bleriot: The workshops (Talleres) of the EAM began building small series of Henri Farman and Bleriot XI-II aircraft to support training.
The Argentine Military Aviation School was founded on August 10, 1912, at El Palomar, marking the birth of Argentine military aviation.
Jorge Newbery was a central figure during this era; though he set records in other aircraft like the Morane-Saulnier, he was instrumental in advocating for the Farman-equipped school.
Castaibert Aircraft
Parallel to the Farman imports, French immigrant Paul Castaibert built the first successful Argentine-made planes (Castaibert II) in 1912, which were also used by the EAM.
Caudron G-3 - Escuela de Aviación Militar (EAM)
The aircraft in the photo is a Caudron G.3, a French-designed sesquiplane that was a foundational trainer at the Escuela de Aviación Militar (EAM).
The EAM was established on August 10, 1912, in El Palomar, and the Caudron G.3 became one of its primary training aircraft during those early years.
It is a sesquiplane (a biplane where one wing, usually the lower, is significantly smaller) featuring a short crew nacelle and a distinctive open tailboom truss.
Originally designed for military reconnaissance, its stability and reliability made it an ideal trainer for early Argentine pilots.
It remained in service for several years, standardizing training before the introduction of twin-engine versions like the Caudron G.4.
The EAM was established on August 10, 1912, in El Palomar, and the Caudron G.3 became one of its primary training aircraft during those early years.
It is a sesquiplane (a biplane where one wing, usually the lower, is significantly smaller) featuring a short crew nacelle and a distinctive open tailboom truss.
Originally designed for military reconnaissance, its stability and reliability made it an ideal trainer for early Argentine pilots.
It remained in service for several years, standardizing training before the introduction of twin-engine versions like the Caudron G.4.
Blériot XI monoplane
The Blériot XI holds a foundational place in Argentine aviation history. It was one of the first aircraft models used at the inception of the Escuela de Aviación Militar (EAM) in 1912 and was central to several record-breaking feats in the early 1910s.
The first Blériot XI samples were incorporated from France in 1910. This followed the first officially recorded heavier-than-air flight in Argentina by French pilot Emile Brégi (who flew a Voisin biplane) on February 6, 1910.
River Plate Crossing (1912)
On December 1, 1912, Teodoro Fels used a Blériot XI to complete the first aerial crossing of the Rio de la Plata, flying from Buenos Aires to Montevideo, Uruguay.
Jorge Newbery
The legendary Argentine pioneer owned and flew a Blériot XI (alongside other types like the Morane-Saulnier). Newbery was instrumental in establishing the EAM at El Palomar using these French designs for pilot training.
Survivor
You can still see an original Blériot XI from this era in Argentina today; It is on static display at the Museo Nacional de Aeronáutica (MNA) in Morón, Buenos Aires Province.
The museum's piece features replica wings and is powered by a 25 hp "W" three-cylinder Anzani engine, the same type used in Louis Blériot's original 1909 Channel crossing.
The first Blériot XI samples were incorporated from France in 1910. This followed the first officially recorded heavier-than-air flight in Argentina by French pilot Emile Brégi (who flew a Voisin biplane) on February 6, 1910.
River Plate Crossing (1912)
On December 1, 1912, Teodoro Fels used a Blériot XI to complete the first aerial crossing of the Rio de la Plata, flying from Buenos Aires to Montevideo, Uruguay.
Jorge Newbery
The legendary Argentine pioneer owned and flew a Blériot XI (alongside other types like the Morane-Saulnier). Newbery was instrumental in establishing the EAM at El Palomar using these French designs for pilot training.
Survivor
You can still see an original Blériot XI from this era in Argentina today; It is on static display at the Museo Nacional de Aeronáutica (MNA) in Morón, Buenos Aires Province.
The museum's piece features replica wings and is powered by a 25 hp "W" three-cylinder Anzani engine, the same type used in Louis Blériot's original 1909 Channel crossing.
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Teniente Alfredo Salvador Agneta (1887–1914) was a prominent pioneer of Argentine military aviation, closely associated with the Blériot XI during the foundational years of the Escuela de Aviación Militar (EAM).
Military Altitude Record
On June 21, 1913, Agneta set a significant military altitude record by reaching 2,500 meters (approx. 8,200 feet) in a Blériot XI (50 HP) at El Palomar. Following this feat, he received a formal congratulatory telegram from the President of Argentina, Roque Sáenz Peña.
He was the third Army officer to receive the title of Military Pilot (Brevet No. 19) and was later legally declared a "Precursor of Argentine Aeronautics".
Agneta died in a tragic aviation accident on October 28, 1914, at El Palomar while performing aerial maneuvers alongside Felipe Madariaga. He was only the second Argentine officer to die in a flying accident.
A station on the Urquiza Line (Ferrocarril General Urquiza) is named Teniente Agneta in his honor, located near the military base where he served and set his records.
Military Altitude Record
On June 21, 1913, Agneta set a significant military altitude record by reaching 2,500 meters (approx. 8,200 feet) in a Blériot XI (50 HP) at El Palomar. Following this feat, he received a formal congratulatory telegram from the President of Argentina, Roque Sáenz Peña.
He was the third Army officer to receive the title of Military Pilot (Brevet No. 19) and was later legally declared a "Precursor of Argentine Aeronautics".
Agneta died in a tragic aviation accident on October 28, 1914, at El Palomar while performing aerial maneuvers alongside Felipe Madariaga. He was only the second Argentine officer to die in a flying accident.
A station on the Urquiza Line (Ferrocarril General Urquiza) is named Teniente Agneta in his honor, located near the military base where he served and set his records.
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Enlisted soldier Teodoro Fels crosses the cities of Buenos Aires and Montevideo breaking the world record for flight over water. The photo shows him taking off the life preserver when the Bleirot airplane (powered by a 50 hp engine) descended to Montevideo.
Upon his return to Buenos Aires he was arrested for leaving the country without permission. While serving his sentence, he was pardoned by the president and even ascended in rank. His feat inspired 2 tangos, "El Cabo Fels" by Pedro Sofia and "Don Teodoro" by Vicente Mazzolo. Photos from "Alas Argentinas" magazine.
Upon his return to Buenos Aires he was arrested for leaving the country without permission. While serving his sentence, he was pardoned by the president and even ascended in rank. His feat inspired 2 tangos, "El Cabo Fels" by Pedro Sofia and "Don Teodoro" by Vicente Mazzolo. Photos from "Alas Argentinas" magazine.
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Right: 1st Lieutenant Raul Goubat begins his aerial education in 1910 in the air base school "El Palomar". He was in the first graduating class of 1914. That same year a serious accident made him retire from flying and the military. Photo from "Alas Argentinas" magazine. Note the Civilian Style Helmet.
Left: Conscripted soldier in an aerial unit. Note the holes over the pocket that should have been for the insignia. At that time the conscripts could be pilots.
Left: Conscripted soldier in an aerial unit. Note the holes over the pocket that should have been for the insignia. At that time the conscripts could be pilots.
Anasagasti-Newbery biplane or the Argentino 1ro.
This historic photograph shows the first airplane built in Argentina, an experimental biplane constructed by Engineer Horacio Anasagasti and Doctor Eduardo Newbery (brother of the famous aviator Jorge Newbery).
The Aircraft
It was a homebuilt biplane characterized by its open, multi-bay wooden framework and a "box-like" tail assembly.
Performance: Despite many attempts at motorized flight, this specific design never managed to take flight.
While this plane was unsuccessful, its builders were central to the birth of Argentine aviation. They also built the balloon "Pampero," which successfully initiated aeronautical activity in the country on December 25, 1907.
This era of experimentation directly paved the way for the establishment of the Escuela de Aviación Militar (EAM) in 1912, which initially used imported French Farman and Blériot aircraft for pilot training.
The Aircraft
It was a homebuilt biplane characterized by its open, multi-bay wooden framework and a "box-like" tail assembly.
Performance: Despite many attempts at motorized flight, this specific design never managed to take flight.
While this plane was unsuccessful, its builders were central to the birth of Argentine aviation. They also built the balloon "Pampero," which successfully initiated aeronautical activity in the country on December 25, 1907.
This era of experimentation directly paved the way for the establishment of the Escuela de Aviación Militar (EAM) in 1912, which initially used imported French Farman and Blériot aircraft for pilot training.
Farman 50 HP
The image shows a Farman 50 hp biplane, which played a critical role in the birth of Argentine military aviation. These aircraft were the primary trainers used during the first military aviation courses in Argentina, starting in 1912.
When the EAM was founded on August 10, 1912, at El Palomar, it relied on Farman biplanes donated or advised by the Aero Club Argentino.
Training on these pusher biplanes was hands-on; the student pilot sat directly behind the instructor, passing their legs around the pilot's sides to reach the controls.
By 1920, these 50 hp models were largely replaced by the more advanced Avro 504 K for pilot instruction.
Technical Characteristics
Engine: The aircraft was powered by a 50 hp Gnome Omega 7-cylinder rotary engine.
Design: It was a "pusher" biplane, meaning the propeller was behind the pilot. Its light, fragile construction used materials like ash wood, wire bracing, and stretched fabric.
Performance: The standard 1909 type had a wingspan of roughly 10 meters and a gross weight of about 550 kg. Due to its low speed (approximately 37 mph), it was notably susceptible to heavy winds.
When the EAM was founded on August 10, 1912, at El Palomar, it relied on Farman biplanes donated or advised by the Aero Club Argentino.
Training on these pusher biplanes was hands-on; the student pilot sat directly behind the instructor, passing their legs around the pilot's sides to reach the controls.
By 1920, these 50 hp models were largely replaced by the more advanced Avro 504 K for pilot instruction.
Technical Characteristics
Engine: The aircraft was powered by a 50 hp Gnome Omega 7-cylinder rotary engine.
Design: It was a "pusher" biplane, meaning the propeller was behind the pilot. Its light, fragile construction used materials like ash wood, wire bracing, and stretched fabric.
Performance: The standard 1909 type had a wingspan of roughly 10 meters and a gross weight of about 550 kg. Due to its low speed (approximately 37 mph), it was notably susceptible to heavy winds.
The Castaibert series of Monoplanes
Momnoplane built by Pablo Castaibert.
The Castaibert series of monoplanes, developed by French immigrant Pablo (Paul) Castaibert, represented the first successful chapter of indigenous aircraft manufacturing in Argentina. While inspired by contemporary French designs like the Blériot XI, Castaibert’s aircraft were original constructions that played a vital role in early military and civilian aviation.
Early Development and Models
Castaibert began his work in Argentina in 1910. His progression moved rapidly from experimental designs to functional trainers:
Castaibert I (1910): A Demoiselle-style monoplane that was not capable of flight.
Castaibert II (1911-1912): His first successful flying aircraft. It was a Blériot-style monoplane powered by a 25 hp Anzani 3-cylinder fan engine, reaching speeds of approximately 75 km/h.
Castaibert III (1912): This model was officially operated by the Escuela de Aviación Militar (EAM) at El Palomar. It shared similar specifications with the Model II but proved its reliability for military training.
Integration with the EAM
The EAM incorporated Castaibert's designs as a domestic alternative to imported French Farman and Blériot aircraft.
Production: While the EAM workshops (Talleres) built small series of Farmans and Blériots under license, Castaibert’s planes provided a locally-sourced fleet that helped standardize early flight instruction.
Usage: They were used extensively for school and exhibition flights before World War I disrupted production by cutting off the supply of imported European engines.
Legacy and Export
Castaibert's influence extended beyond Argentina's borders:
Exports: At least four Castaibert IV monoplanes and one Model V were exported to Uruguay.
Uruguayan Air Force: These became the first aircraft used by Uruguay’s Escuela Militar de Aeronáutica.
Preservation
Two original Castaibert aircraft are currently preserved and displayed at the Aeronautical Museum of Uruguay.
The Castaibert series of monoplanes, developed by French immigrant Pablo (Paul) Castaibert, represented the first successful chapter of indigenous aircraft manufacturing in Argentina. While inspired by contemporary French designs like the Blériot XI, Castaibert’s aircraft were original constructions that played a vital role in early military and civilian aviation.
Early Development and Models
Castaibert began his work in Argentina in 1910. His progression moved rapidly from experimental designs to functional trainers:
Castaibert I (1910): A Demoiselle-style monoplane that was not capable of flight.
Castaibert II (1911-1912): His first successful flying aircraft. It was a Blériot-style monoplane powered by a 25 hp Anzani 3-cylinder fan engine, reaching speeds of approximately 75 km/h.
Castaibert III (1912): This model was officially operated by the Escuela de Aviación Militar (EAM) at El Palomar. It shared similar specifications with the Model II but proved its reliability for military training.
Integration with the EAM
The EAM incorporated Castaibert's designs as a domestic alternative to imported French Farman and Blériot aircraft.
Production: While the EAM workshops (Talleres) built small series of Farmans and Blériots under license, Castaibert’s planes provided a locally-sourced fleet that helped standardize early flight instruction.
Usage: They were used extensively for school and exhibition flights before World War I disrupted production by cutting off the supply of imported European engines.
Legacy and Export
Castaibert's influence extended beyond Argentina's borders:
Exports: At least four Castaibert IV monoplanes and one Model V were exported to Uruguay.
Uruguayan Air Force: These became the first aircraft used by Uruguay’s Escuela Militar de Aeronáutica.
Preservation
Two original Castaibert aircraft are currently preserved and displayed at the Aeronautical Museum of Uruguay.
Breguet T-14 "Salon". Postwar WW1 French Mission to Argentina
The background in this photo is a Breguet 14 T (Salon), the first dedicated civilian passenger version of the famous World War I Breguet 14 bomber. Photo: Caras y Caretas.
The French Aviation Mission (1919)
Following the Armistice, the French government organized "aeronautical missions" to travel the world—including to Argentina in mid-1919—to demonstrate and sell off the massive surplus of warplanes and promote new civilian designs.
These missions were composed of veteran combat pilots whose job was to "woo" foreign buyers by showcasing the structural strength and versatility of French aviation.
The "Passenger" Breguet
The plane Breguet 14 T.2 Salon (also known as the "Limousine" version). Unlike the open cockpits of the military version, this model featured a raised, enclosed cabin for two passengers, complete with windows and an entrance door, while the pilot remained in an open cockpit. This specific model was instrumental in opening the first commercial and postal routes in Argentina and across the Sahara.
This mission arrived during an aviation "boom" in Argentina. French pilots like Adrienne Bolland (who famously flew a Caudron over the Andes in 1921) were part of this era of French influence that helped shape the early Argentine Air Force and the first commercial lines, such as Aeroposta Argentina.
While the British dominated most of the rail network, France held a massive, high-stakes presence that they hoped to leverage into the "next big thing": aviation.
The "Big Three" French Railway Companies (c. 1919)
At the time of this photo, French capital controlled nearly 4,000 kilometers of track in Argentina, primarily serving the agricultural interior:
Cía. General de Ferrocarriles en la Provincia de Buenos Aires (CGBA): A massive metre-gauge network.
Ferrocarril de Rosario a Puerto Belgrano: A strategic broad-gauge line connecting the key grain port of Rosario to the naval base at Puerto Belgrano.
Ferrocarril Santa Fe: One of the oldest French-owned lines, essential for the timber and tannin industries in the north.
The Strategy. The French mission in 1919 wasn't just selling individual planes; they were selling a French system of transport.
Railway Synergy. The French believed their existing railway headquarters, logistics, and legal standing in Argentina made them the natural choice to build the first airmail and passenger routes.
In the Breguet 14 T photo, the interior was marketed to resemble a luxury train compartment. It was an attempt to make the terrifying new technology of flight feel as familiar and reliable as a first-class ticket on the Ferrocarril Santa Fe.
Aéropostale. This mission directly paved the way for the legendary Aéropostale (founded by Marcel Bouilloux-Lafont, a businessman with deep South American ties), which eventually used the rail network's existing communication lines to coordinate its historic mail flights across the continent.
The French Aviation Mission (1919)
Following the Armistice, the French government organized "aeronautical missions" to travel the world—including to Argentina in mid-1919—to demonstrate and sell off the massive surplus of warplanes and promote new civilian designs.
These missions were composed of veteran combat pilots whose job was to "woo" foreign buyers by showcasing the structural strength and versatility of French aviation.
The "Passenger" Breguet
The plane Breguet 14 T.2 Salon (also known as the "Limousine" version). Unlike the open cockpits of the military version, this model featured a raised, enclosed cabin for two passengers, complete with windows and an entrance door, while the pilot remained in an open cockpit. This specific model was instrumental in opening the first commercial and postal routes in Argentina and across the Sahara.
This mission arrived during an aviation "boom" in Argentina. French pilots like Adrienne Bolland (who famously flew a Caudron over the Andes in 1921) were part of this era of French influence that helped shape the early Argentine Air Force and the first commercial lines, such as Aeroposta Argentina.
While the British dominated most of the rail network, France held a massive, high-stakes presence that they hoped to leverage into the "next big thing": aviation.
The "Big Three" French Railway Companies (c. 1919)
At the time of this photo, French capital controlled nearly 4,000 kilometers of track in Argentina, primarily serving the agricultural interior:
Cía. General de Ferrocarriles en la Provincia de Buenos Aires (CGBA): A massive metre-gauge network.
Ferrocarril de Rosario a Puerto Belgrano: A strategic broad-gauge line connecting the key grain port of Rosario to the naval base at Puerto Belgrano.
Ferrocarril Santa Fe: One of the oldest French-owned lines, essential for the timber and tannin industries in the north.
The Strategy. The French mission in 1919 wasn't just selling individual planes; they were selling a French system of transport.
Railway Synergy. The French believed their existing railway headquarters, logistics, and legal standing in Argentina made them the natural choice to build the first airmail and passenger routes.
In the Breguet 14 T photo, the interior was marketed to resemble a luxury train compartment. It was an attempt to make the terrifying new technology of flight feel as familiar and reliable as a first-class ticket on the Ferrocarril Santa Fe.
Aéropostale. This mission directly paved the way for the legendary Aéropostale (founded by Marcel Bouilloux-Lafont, a businessman with deep South American ties), which eventually used the rail network's existing communication lines to coordinate its historic mail flights across the continent.
El Pampero
Left: Monoplane Morane Saulnier which was used by Jorge Newbery on February 10, 1914 to reach an elevation never registered before in the world. Right: H. Farman biplane 80 HP.
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The Pampero wasn't actually built by Anasagasti and Newbery; it was a silk balloon purchased in France by Aaron de Anchorena.
The First Flight. On December 25, 1907, the pilot and owner was Aaron de Anchorena, while Jorge Newbery flew as his companion (the "first passenger" in terms of the duo). They took off from the Sociedad Sportiva Argentina in Palermo and successfully crossed the Río de la Plata, landing in Uruguay. Since they were crossing water, they borrowed a buoy from the messenger ship Pampa, which inspired the balloon's name. The Tragedy The flight on October 17, 1908, remains a poignant moment in history. Eduardo Newbery and Sergeant Romero were attempting a night flight record when they disappeared over the Atlantic, never to be found. This event led Jorge Newbery to dedicate his life to aviation, eventually becoming a founding father of the Argentine Air Force. Photo: Alas Argentinas |
It was manufactured in France. Anchorena had trained as an aeronaut there and brought the balloon to Argentina to initiate local flight.Once in Argentina, Horacio Anasagasti and Eduardo Newbery were the ones who took charge of the technical labor preparing, repairing, and "building up" the infrastructure needed to fly it locally. This included setting up the emergency gas lines at the Sociedad Sportiva Argentina to inflate it with coal gas.
While they were "builders" in the sense of being the technical hands behind the Pampero's successful operation in Argentina, the Anasagasti-Newbery biplane was their attempt to design and construct a completely original aircraft from scratch on Argentine soil.
While they were "builders" in the sense of being the technical hands behind the Pampero's successful operation in Argentina, the Anasagasti-Newbery biplane was their attempt to design and construct a completely original aircraft from scratch on Argentine soil.
The Ballon "Eduardo Newbery"
 Second Lieutenant from the reserves Eduardo Bradley and Captain Angel Maria Zuloaga who crossed the Andes from Santiago de Chile to Uspallata in the "Eduardo Newbery" in 3.5 hours.
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Eduardo Bradley (right) and Captain Ángel María Zuloaga (left) standing with their balloon, the "Eduardo Newbery," shortly before or after their legendary flight on June 24, 1916.
The Historic Flight This was the first-ever aerial crossing of the Andes Mountains, predating the first airplane crossing by nearly two years. They departed from Santiago de Chile and landed safely in Uspallata, Mendoza, Argentina. The flight took approximately 3 hours and 30 minutes, reaching a high altitude to clear the massive peaks all without supplemental oxygen. |
The Balloon: "Eduardo Newbery"
The Name: The balloon was named in honor of Eduardo Newbery, Jorge Newbery's brother, who had vanished over the Rio de la Plata in the balloon "Pampero" in 1908.
It was a coal gas balloon with a capacity of 2,200 cubic meters. At high altitude, the pilots faced extreme cold and the constant threat of the gas expanding too rapidly in the thin atmosphere.
This feat is considered one of the greatest milestones in South American aeronautical history. Zuloaga later became a key figure in the organization of the Argentine Air Force, while Bradley continued to be a prominent civilian aeronaut.
The Name: The balloon was named in honor of Eduardo Newbery, Jorge Newbery's brother, who had vanished over the Rio de la Plata in the balloon "Pampero" in 1908.
It was a coal gas balloon with a capacity of 2,200 cubic meters. At high altitude, the pilots faced extreme cold and the constant threat of the gas expanding too rapidly in the thin atmosphere.
This feat is considered one of the greatest milestones in South American aeronautical history. Zuloaga later became a key figure in the organization of the Argentine Air Force, while Bradley continued to be a prominent civilian aeronaut.
Nieuport 28C-1
The aircraft in the image is a Nieuport 28 C.1, specifically the one flown by the Argentine aviation pioneer Teniente Benjamín Matienzo in his attempt to cross the Andes. .
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Lieutenant Benjamin Matienzo who died in his attempt to cross the Andes on May 28, 1919. Thirty years later, on February 4, 1950, an Andean military commission found the remains of his crash. Observe the collar patches with metal numbers, shoulder boards and steering wheel with wings that became the symbol of pilots.
In May 1919, Matienzo, along with Pedro Zanni and Antonio Parodi, attempted to make the first aerial crossing of the Andes Mountains from Mendoza, Argentina, to Santiago, Chile. While his companions flew an Ansaldo SVA and a SPAD, Matienzo piloted this French-built 165 HP Nieuport 28 (serial number N6338). |
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The Tragic Flight (May 28, 1919)
The three pilots departed from "Los Tamarindos" airfield in Mendoza.
Due to severe weather, Zanni and Parodi decided to turn back. Matienzo chose to continue alone, which led to his death.
His plane was forced down near Las Cuevas due to fuel exhaustion. Matienzo froze to death while attempting to walk to a nearby town.
His body was found in November 1919, but the wreckage of the aircraft was not discovered until January 1950 at an altitude of approximately 4,000 meters.
The remains of this historic aircraft were recovered and are currently displayed at the Museo Nacional de Aeronáutica (MNA) in Morón, Buenos Aires.
The three pilots departed from "Los Tamarindos" airfield in Mendoza.
Due to severe weather, Zanni and Parodi decided to turn back. Matienzo chose to continue alone, which led to his death.
His plane was forced down near Las Cuevas due to fuel exhaustion. Matienzo froze to death while attempting to walk to a nearby town.
His body was found in November 1919, but the wreckage of the aircraft was not discovered until January 1950 at an altitude of approximately 4,000 meters.
The remains of this historic aircraft were recovered and are currently displayed at the Museo Nacional de Aeronáutica (MNA) in Morón, Buenos Aires.
While he prepared to cross the Andes, Jorge Newbery toured the great mountain by mule in order to study the air currents, wind direction and climatic conditions. The photo was taken by Teodoro Fels from the plane in which this extraordinary aviator later passed away.
Jorge Newbery was a well known Argentine of North American descent. His father went to Argentina from Long Island, New York after the US Civil War (he is said to have participated in the Battle of Gettysburg). Jorge Newbery was one of the first Latin American pilots, as well as an engineer. During his career he served as president of the Aero Club Argentina. He started as an aerostat balloon pilot and then moved on to the engine-propelled aircraft that arrived to Argentina in 1910. He played a part in Argentina becoming the first country in Latin America to have militarized air force. Newbery died in a plane crash on March 1, 1914 in the province of Mendoza.
Jorge Newbery was a well known Argentine of North American descent. His father went to Argentina from Long Island, New York after the US Civil War (he is said to have participated in the Battle of Gettysburg). Jorge Newbery was one of the first Latin American pilots, as well as an engineer. During his career he served as president of the Aero Club Argentina. He started as an aerostat balloon pilot and then moved on to the engine-propelled aircraft that arrived to Argentina in 1910. He played a part in Argentina becoming the first country in Latin America to have militarized air force. Newbery died in a plane crash on March 1, 1914 in the province of Mendoza.
While he prepared to cross the Andes, Jorge Newbery toured the great mountain by mule in order to study the air currents, wind direction and climatic conditions. The photo was taken by Teodoro Fels from the plane in which this extraordinary aviator later passed away.
Jorge Newbery was a well known Argentine of North American descent. His father went to Argentina from Long Island, New York after the US Civil War (he is said to have participated in the Battle of Gettysburg). Jorge Newbery was one of the first Latin American pilots, as well as an engineer. During his career he served as president of the Aero Club Argentina. He started as an aerostat balloon pilot and then moved on to the engine-propelled aircraft that arrived to Argentina in 1910. He played a part in Argentina becoming the first country in Latin America to have militarized air force. Newbery died in a plane crash on March 1, 1914 in the province of Mendoza.
Jorge Newbery was a well known Argentine of North American descent. His father went to Argentina from Long Island, New York after the US Civil War (he is said to have participated in the Battle of Gettysburg). Jorge Newbery was one of the first Latin American pilots, as well as an engineer. During his career he served as president of the Aero Club Argentina. He started as an aerostat balloon pilot and then moved on to the engine-propelled aircraft that arrived to Argentina in 1910. He played a part in Argentina becoming the first country in Latin America to have militarized air force. Newbery died in a plane crash on March 1, 1914 in the province of Mendoza.
Moment when Argentine aviator Jorge Newbery tries to break the world record for height with his airplane Morane Saunier. Note the details of the oxygen pipestem assembly. In the early years of oxygen use, hight flying aeronauts and aviators were provided with delivery tubes equipped with a mouthpiece or "pipestem" into wich oxygen flowed continuously from a cylinder worn with a face mask while a pilot was flying in an open cockpit, this assembly was used throughout from 1920s and 1930s. Photo from "Alas Argentinas" magazine. Source: Smithsonian National Air Space Museum. D.C.
Left: Type A-8B Oxygen Mask (1940s). Right: Oxygen Pipestem Assembly, (1920s-1930s). National Air Space Museum W.DC.
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On March 9, 1920, Captain Antonio Parodi became the first aviator who effected a double crossing of the Andes without descents. This extraordinary pilot, who dedicated his existence to aeronautics, reached the highest ranks in the aerial armed services. He was Commander of Aviation in the Army and retired from active service in 1946 as Brigadier. Note the Heavy brown leather helmet. Source: Alas Argentinas |
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Left:
Lieutenant Pedro L. Zanni with Raul A. Apold in Punta de Vacas after their accidental descent to the Andes when they tried to cross them in the Morane Saulnier which belonged to Jorge Newbery. This photo is from 1917. Zanni would go on to pilot a Dutch 2-seat reconnaissance aircraft Fokker C IV in the 1920s. He also did doubling-crossing of the Andes in his monoplane Morane Saulnier Parasol (80 hp) and participated in the Amsterdam-Tokyo race, giving him worldwide prestige. |
Morane Saulnier Type-G
Jorge Newbery's Morane Saulnier.
The Altitude Record (February 10, 1914)
Using a French-built Morane-Saulnier Type G monoplane, Newbery set a world altitude record at the El Palomar airfield.
He reached 6,225 meters (approx. 20,423 feet).
Although he surpassed the previous record by 65 meters, the International Aeronautical Federation (FAI) did not officially ratify it because their rules required a margin of at least 150 meters over the existing record.
The Fatal Accident (March 1, 1914)
While in Mendoza preparing for the first-ever aerial crossing of the Andes Mountains, Newbery was asked by a lady to perform an exhibition flight.
Since his own aircraft was being serviced for the Andes attempt, he borrowed a similar Morane-Saulnier from his friend, the aviator Teodoro Fels. He reportedly warned Newbery that the aircraft had a serious wing problem.
During risky maneuvers at the Los Tamarindos airfield (now the site of Mendoza's international airport), the aircraft stalled and crashed, killing Newbery at age 38. His passenger, Benjamín Jiménez Lastra, survived with serious injuries.
The Altitude Record (February 10, 1914)
Using a French-built Morane-Saulnier Type G monoplane, Newbery set a world altitude record at the El Palomar airfield.
He reached 6,225 meters (approx. 20,423 feet).
Although he surpassed the previous record by 65 meters, the International Aeronautical Federation (FAI) did not officially ratify it because their rules required a margin of at least 150 meters over the existing record.
The Fatal Accident (March 1, 1914)
While in Mendoza preparing for the first-ever aerial crossing of the Andes Mountains, Newbery was asked by a lady to perform an exhibition flight.
Since his own aircraft was being serviced for the Andes attempt, he borrowed a similar Morane-Saulnier from his friend, the aviator Teodoro Fels. He reportedly warned Newbery that the aircraft had a serious wing problem.
During risky maneuvers at the Los Tamarindos airfield (now the site of Mendoza's international airport), the aircraft stalled and crashed, killing Newbery at age 38. His passenger, Benjamín Jiménez Lastra, survived with serious injuries.
Morane-Saulnier Type L "Parasol" monoplane (serial number N648)
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Above right is Lieutenant Luis C. Candelaria, the first aviator to cross the Andes. He started in Zapala, Neuquen and 2 hours later arrived in Cunco, Chile on April 13, 1918.
Lieutenant Luis Cenobio Candelaria remains one of the most daring figures in South American aviation. To complete that historic first crossing on April 13, 1918, he used a French-built Morane-Saulnier Type L "Parasol" monoplane. The plane was powered by an 80 hp Le Rhône rotary engine. It was a "parasol" monoplane, meaning the wing was mounted above the fuselage on struts, giving the pilot an excellent view below crucial for navigating the treacherous mountain passes. |
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He took off from a makeshift field in Zapala, Neuquén, and reached an altitude of over 4,000 meters to clear the peaks.
After roughly 2 hours and 30 minutes in the air, he landed in Cunco, Chile, famously asking the locals "Where am I?" upon his arrival.
Despite the heroic nature of the flight, Candelaria was actually sanctioned upon his return for having performed the mission without official military authorization.
After roughly 2 hours and 30 minutes in the air, he landed in Cunco, Chile, famously asking the locals "Where am I?" upon his arrival.
Despite the heroic nature of the flight, Candelaria was actually sanctioned upon his return for having performed the mission without official military authorization.
Ansaldo S.V.A.5
The aircraft behind the members of Grupo 1 de Aviación is an Ansaldo S.V.A.5, an Italian reconnaissance biplane that was a mainstay of the Argentine Military Aviation School (EAM) in the early 1920s.
The S.V.A.5 is notably identified by its unique Warren truss interplane bracing—the "W" shaped strut arrangement visible between the wings.
Aviation Group 1
This photo commemorates the 1922 formation of Grupo 1 de Aviación at El Palomar, which was the first organic operational military unit for Argentine pilots.
Following World War I, Italian aviation missions visited Argentina to promote their aircraft. The S.V.A.5 was highly regarded for its exceptional speed and range, making it a preferred choice for the newly established military school.
These aircraft were instrumental in standardizing advanced flight training for the first generations of Argentine military aviators before the force gained full autonomy in 1945.
The S.V.A.5 is notably identified by its unique Warren truss interplane bracing—the "W" shaped strut arrangement visible between the wings.
Aviation Group 1
This photo commemorates the 1922 formation of Grupo 1 de Aviación at El Palomar, which was the first organic operational military unit for Argentine pilots.
Following World War I, Italian aviation missions visited Argentina to promote their aircraft. The S.V.A.5 was highly regarded for its exceptional speed and range, making it a preferred choice for the newly established military school.
These aircraft were instrumental in standardizing advanced flight training for the first generations of Argentine military aviators before the force gained full autonomy in 1945.
1920s-30s Centro de Instruccion de Vuelo en Moron
left: De Havilland DH.60 Moth (specifically a Gipsy Moth). These British biplanes were extremely popular in aero clubs worldwide during the 1920s and 30s due to their reliability as trainers.
Right: The aircraft marked with the number "37" is a Curtiss JN-4 "Jenny" (or a very similar variant like the Curtiss Oriole). The JN-4 was a primary trainer during WWI and became a staple of civil aviation and "barnstorming" missions in the post-war years.
The Centro de Aviación Civil at Morón was essentially the "nursery" for the nation's aviators. While the military school remained at El Palomar, Morón focused on creating a massive pool of civilian pilots a strategy supported by the government to ensure a reserve of trained personnel for both commercial and future military needs.
Right: The aircraft marked with the number "37" is a Curtiss JN-4 "Jenny" (or a very similar variant like the Curtiss Oriole). The JN-4 was a primary trainer during WWI and became a staple of civil aviation and "barnstorming" missions in the post-war years.
The Centro de Aviación Civil at Morón was essentially the "nursery" for the nation's aviators. While the military school remained at El Palomar, Morón focused on creating a massive pool of civilian pilots a strategy supported by the government to ensure a reserve of trained personnel for both commercial and future military needs.
Aerodromo de San Isidro
The River Plate Aviation Company at the San Isidro Aerodrome in Argentina, around 1919–1921.
This company was a commercial pioneer, establishing early regular routes to cities like Montevideo and Mar del Plata. The large aircraft in the center is an Airco DH.16. It was a passenger conversion of the DH.9A bomber (WW1).
It featured an enclosed cabin for four passengers (visible with the windows), while the pilot sat in an open cockpit behind the engine.
This specific model was instrumental in proving that international air travel was viable in the River Plate region. Known for its boxy, functional look, it was nicknamed the "Clutching Hand" due to its highly curved wings.
It was a robust primary trainer used by the company to instruct the first generation of Argentine commercial pilots.
The car on the left is a 1910s-era automobile, likely a Ford Model T or a Hupmobile. These were commonly used as "aerodrome taxis" to ferry wealthy passengers from the train station in San Isidro to the flight line.
This company was a commercial pioneer, establishing early regular routes to cities like Montevideo and Mar del Plata. The large aircraft in the center is an Airco DH.16. It was a passenger conversion of the DH.9A bomber (WW1).
It featured an enclosed cabin for four passengers (visible with the windows), while the pilot sat in an open cockpit behind the engine.
This specific model was instrumental in proving that international air travel was viable in the River Plate region. Known for its boxy, functional look, it was nicknamed the "Clutching Hand" due to its highly curved wings.
It was a robust primary trainer used by the company to instruct the first generation of Argentine commercial pilots.
The car on the left is a 1910s-era automobile, likely a Ford Model T or a Hupmobile. These were commonly used as "aerodrome taxis" to ferry wealthy passengers from the train station in San Isidro to the flight line.
1940. LIFE photos
Right: The American instructor (standing) provides guidance as the cadets study the results or the mechanism of a camera obscura projection, which simulated the view of the ground from a high-altitude aircraft for bombing and navigation practice.
Left: A cadet operates a bomb sight or reconnaissance camera mounted on a simulated cockpit frame.
Left: A cadet operates a bomb sight or reconnaissance camera mounted on a simulated cockpit frame.
A group of cadets is being instructed on a dual-mounted machine gun setup. This looks like a Vickers Gas-Operated (GO) or similar aircraft observer's gun, used for defending planes against high-speed attackers.
In the background on the right, a cadet is looking through a large binocular or rangefinder device, practicing the observation skills necessary for reconnaissance.
In the foreground, cadets are working with aerial cameras or bomb sight components. One cadet is kneeling to adjust a device, while others in the bottom center study a smaller handheld aerial camera.
In the background on the right, a cadet is looking through a large binocular or rangefinder device, practicing the observation skills necessary for reconnaissance.
In the foreground, cadets are working with aerial cameras or bomb sight components. One cadet is kneeling to adjust a device, while others in the bottom center study a smaller handheld aerial camera.
This photograph, shows a "flying classroom" inside a transport aircraft where the soldiers are receiving a lecture while actually in flight. This was an advanced training method used to acclimate students to the vibrations, noise, and physical sensations of flying while they studied navigation, meteorology, or radio operations.
These men were conscripts (conscriptos), not career cadets, and they are training for non-pilot combat roles, specifically as bomber crews or air gunners.
The "flying classroom" photo is almost certainly a Junkers Ju 52/3m.
While the Douglas DC-3 (the civilian version) was already revolutionizing travel elsewhere, the specific history of the Argentine Air Force (Fuerza Aérea Argentina) and the visual clues in the cabin strongly point to the German "Iron Annie":
These men were conscripts (conscriptos), not career cadets, and they are training for non-pilot combat roles, specifically as bomber crews or air gunners.
The "flying classroom" photo is almost certainly a Junkers Ju 52/3m.
While the Douglas DC-3 (the civilian version) was already revolutionizing travel elsewhere, the specific history of the Argentine Air Force (Fuerza Aérea Argentina) and the visual clues in the cabin strongly point to the German "Iron Annie":
This photograph, taken by LIFE magazine in the early 1940s, depicts a group of Argentine military pilots undergoing training in a pneumatic chamber (also known as an altitude or anoxia chamber).
The Pneumatic Chamber Training
The chamber was a critical tool at the Escuela Militar de Aviación in Córdoba. It simulated the low-pressure, low-oxygen conditions of high-altitude flight, which was a major physiological challenge for early aviators.
Acclimatization. Pilots would sit inside while the air pressure was mechanically lowered to mimic specific altitudes. This allowed instructors to observe how individual pilots reacted to hypoxia (oxygen deprivation) in a controlled environment.
The pilots wearing their heavy leather flight suits and oxygen masks. These tests ensured that both the equipment and the men could function at the heights required for modern combat and reconnaissance.The man on the right, typically a flight surgeon or specialized instructor, monitored the pilots' cognitive and physical performance through the chamber's heavy reinforced glass portholes.
This training was the direct result of the lessons learned by pioneers like Jorge Newbery. In 1914, Newbery set a world altitude record of 6,225 meters in a monoplane. At those heights, he relied on primitive "pipestem" oxygen delivery systems.
The Pneumatic Chamber Training
The chamber was a critical tool at the Escuela Militar de Aviación in Córdoba. It simulated the low-pressure, low-oxygen conditions of high-altitude flight, which was a major physiological challenge for early aviators.
Acclimatization. Pilots would sit inside while the air pressure was mechanically lowered to mimic specific altitudes. This allowed instructors to observe how individual pilots reacted to hypoxia (oxygen deprivation) in a controlled environment.
The pilots wearing their heavy leather flight suits and oxygen masks. These tests ensured that both the equipment and the men could function at the heights required for modern combat and reconnaissance.The man on the right, typically a flight surgeon or specialized instructor, monitored the pilots' cognitive and physical performance through the chamber's heavy reinforced glass portholes.
This training was the direct result of the lessons learned by pioneers like Jorge Newbery. In 1914, Newbery set a world altitude record of 6,225 meters in a monoplane. At those heights, he relied on primitive "pipestem" oxygen delivery systems.
Argentine military pilots at the Escuela Militar de Aviación in Córdoba training with a Link Trainer.
The Link Trainer, invented by Edwin Link in 1929, was the first widely used flight simulator for both military and commercial pilot training.
Often nicknamed the "Blue Box," this simulator was an enclosed cockpit used primarily to teach instrument and blind flying.
The trainer functioned using a complex system of pumps, valves, and bellows. These pneumatic components allowed it to accurately simulate the pitch, yaw, and roll of a real airplane in response to the pilot's control inputs.
In this specific scene, an instructor is monitoring a student inside the trainer while other cadets observe. This method allowed pilots to sharpen their skills and learn how to handle difficult flight conditions safely on the ground before ever taking to the air.
By the end of World War II, approximately 500,000 pilots worldwide had trained on Link Trainers, which significantly reduced training accidents and prepared aviators for complex missions.
The Link Trainer, invented by Edwin Link in 1929, was the first widely used flight simulator for both military and commercial pilot training.
Often nicknamed the "Blue Box," this simulator was an enclosed cockpit used primarily to teach instrument and blind flying.
The trainer functioned using a complex system of pumps, valves, and bellows. These pneumatic components allowed it to accurately simulate the pitch, yaw, and roll of a real airplane in response to the pilot's control inputs.
In this specific scene, an instructor is monitoring a student inside the trainer while other cadets observe. This method allowed pilots to sharpen their skills and learn how to handle difficult flight conditions safely on the ground before ever taking to the air.
By the end of World War II, approximately 500,000 pilots worldwide had trained on Link Trainers, which significantly reduced training accidents and prepared aviators for complex missions.
This photograph, shows a cadet at the Escuela Militar de Aviación in Córdoba using a camera obscura for simulated navigation and bombing training. The large circular screen is a projection of the ground below, often showing a scaled map or aerial photograph of a target area.
The cadet is seated at a high vantage point, looking through an optical device (similar to a bomb sight) to track his "flight path" over the projected terrain.
This setup allowed students to practice the high-precision calculations needed for aerial reconnaissance and bombing runs in a controlled, ground-based environment. It was far more cost-effective and safer than initial training in an actual aircraft.
The cadet is seated at a high vantage point, looking through an optical device (similar to a bomb sight) to track his "flight path" over the projected terrain.
This setup allowed students to practice the high-precision calculations needed for aerial reconnaissance and bombing runs in a controlled, ground-based environment. It was far more cost-effective and safer than initial training in an actual aircraft.
Computer Dalton E-1 model B (1933) "Whiz Wheel", for air navigation.
Directions to take and wind. The device's original name is E-6B, but is often abbreviated as E6B, or hyphenated in other variations for commercial purposes.
The E-6B was developed in the United States by Naval Lt. Philip Dalton in the late 1930s. The name comes from its original part number for the U.S Army Air Corps in World War II.
Philip Dalton (1903-1941) was a Cornell University graduate who joined the United States Army as an artillery officer, but soon resigned and became a Naval Reserve pilot from 1931 until he died in a plane crash with a student practicing spins. He, with P. V. H. Weems, invented, patented and marketed a series of flight computers.
Dalton's first popular computer was his 1933 Model B, the circular slide rule with True Airspeed (TAS) and Altitude corrections pilots know so well. In 1936 he put a double-drift diagram on its reverse to create what the US Army Air Corps (USAAC) designated as the E-1, E-1A and E-1B.
A couple of years later he invented the Mark VII, again using his Model B slide rule as a focal point. It was hugely popular with both the military and the airlines. Even Amelia Earhart's navigator Fred Noonan used one on their last flight. Dalton felt that it was a quickie design, and wanted to create something more accurate, easier to use, and able to handle higher flight speeds.
So he came up with his now famous wind arc slide, but printed on an endless cloth belt moved inside a square box by a knob. He applied for a patent in 1936 (granted in 1937 as 2,097,116). This was for the Model C, D and G computers widely used in World War II by the British Commonwealth, the U.S. Navy, and even copied by the Japanese and Germans. These are commonly available on collectible auction web sites.
The E-6B was developed in the United States by Naval Lt. Philip Dalton in the late 1930s. The name comes from its original part number for the U.S Army Air Corps in World War II.
Philip Dalton (1903-1941) was a Cornell University graduate who joined the United States Army as an artillery officer, but soon resigned and became a Naval Reserve pilot from 1931 until he died in a plane crash with a student practicing spins. He, with P. V. H. Weems, invented, patented and marketed a series of flight computers.
Dalton's first popular computer was his 1933 Model B, the circular slide rule with True Airspeed (TAS) and Altitude corrections pilots know so well. In 1936 he put a double-drift diagram on its reverse to create what the US Army Air Corps (USAAC) designated as the E-1, E-1A and E-1B.
A couple of years later he invented the Mark VII, again using his Model B slide rule as a focal point. It was hugely popular with both the military and the airlines. Even Amelia Earhart's navigator Fred Noonan used one on their last flight. Dalton felt that it was a quickie design, and wanted to create something more accurate, easier to use, and able to handle higher flight speeds.
So he came up with his now famous wind arc slide, but printed on an endless cloth belt moved inside a square box by a knob. He applied for a patent in 1936 (granted in 1937 as 2,097,116). This was for the Model C, D and G computers widely used in World War II by the British Commonwealth, the U.S. Navy, and even copied by the Japanese and Germans. These are commonly available on collectible auction web sites.
Calculation speed and wind speed. Argentine NCO Magazine, 1938 and Wikipedia..
Airplanes stamps.
Official photo from the historic archives of Lufthansa (Argentine airline). You can see the Dornier Super Wal airplane in the moment of liftoff while a Zeppelin flies above it.
 Vicente Almandoz Almonacid.
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 Pedro Zanni. El Gráfico magazine
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The Air Force separated from the Army in 1944. A new force was created that at first was called Aeronautical then later the Air Force. The uniforms of the Air Force were originally from the Army with a jacket and cap in blue grey; the emblem on the cap was the national shield with 2 open wings and on the open jacket collar the insignia of propellers with the steering wheel. The insignia of the Aviation School was adopted by the Air Force. The drawings pertained to an old aeronautical document from the Argentine Air Force from the era of its creation.
Source: Los Cuerpos Militares en la Historia Argentina 1550-1950 by Julio Mario Luqui-Lagleyze
Source: Los Cuerpos Militares en la Historia Argentina 1550-1950 by Julio Mario Luqui-Lagleyze
Excellent photo of the wedding of a Lieutenant (pilot) in the newly formed Argentine Air Force. The officer is wearing a ceremonial uniform in electric blue, white shirt and black tie. He may have an honor guard considering the other uniformed men around him.
Collectibles and Militaria items
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This photo shows another headset style, over a frequency meter BC221. The image represents a bomber crew member from WWII. The pilot helmet is an American training helmet in a summer cloth from WWII, the same style as Argentine pilots in the 1940s and 1950s. There was a repackaging of the BC221 called the TS-164 which had the same benefits of the permanently mounted LM series frequency meters. It made a non-issue of storage factors, elimated the risk of battery loss during long flights and was a clean installation.
This is an early MKI British Fighter Pilot Helmet in pressed leather with suspension system liner..
Gloster, as a manufacturer, took in a large number of aircraft types. The only post-war jet in service was the Meteor. Most photos of it show pilots wearing WWII leather headgear type "C". The Mk.1 would have been used in later jets. I have an unissued Mk.1 with G-type inner liner and M-type mask as used in the Canberra bomber. The Mk.1 was replaced by the 1-piece Mk.2 which did not require a separate inner liner to support the communications set.
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Above left is a US Korean War USN/USMC type H-3 or H-4 hard fiber protective helmet. The plane is a Lockheed T-33 "Shooting Star". Above right is a photo from Life Magazine of a pilot for an F-86 Sabre with Helmet Type P1.
 Peaked visor hat from the Air Force. This model corresponds to the aviation school.
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 Commadore visor hat from the 80's. "Commadore" is a rank in the Argentine Air Force.
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 Garrison cap of the Argentine Air Force.
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 Fur cap from the FAA (Fuerza Aerea Argentina). This cap is used in their bases in Antarctica.
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 To the left is an Air Force Commodore (Comodoro), jacket from the Malvinas War era.
Above is a helmet type HGU-26, modified with a PRU-36/P dual visor kit. The helmet has a Sierra MBU-5/P oxygen mask. This type of flight gear, USAF/US Navy and NATO type were utilyzed by the Argentine pilots during the Malvinas War. |
Malvinas Campaign
Lieutenant CommanderAlberto Jorge Philippi in front of his A-4Q Skyhawk. On May 21, he was shot down by a Sea Harrier (800 NAS) after attacking the Type 21 frigate HMS Ardent.
What appears to be the remains of an HGU-2A/P pilot helmet at a tomb in Malvinas.
