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| | [[File:Chadeau unpublished dissertation (54) p.175.jpg|thumb|right|<center>Chadeau unpublished dissertation p.175 </center>]] | | [[File:Chadeau unpublished dissertation (54) p.175.jpg|thumb|right|<center>Chadeau unpublished dissertation p.175 </center>]] |
| | [[File:Chadeau unpublished dissertation (57) p. 176.jpg|thumb|right|<center>Chadeau unpublished dissertation p.176 </center>]] | | [[File:Chadeau unpublished dissertation (57) p. 176.jpg|thumb|right|<center>Chadeau unpublished dissertation p.176 </center>]] |
| − | [[File:Chadeau unpublished dissertation (58) p. 176.jpg|thumb|right|<center>AERONAUTIQUE ET SOCIETE CIVILE : LES BASES DE L'INVENTION FECONDE p.176 </center>]] | + | [[File:Chadeau unpublished dissertation (58) p. 176.jpg|thumb|right|<center>AERONAUTIQUE ET Société CIVILE : LES BASES DE L'INVENTION FECONDE p.176 </center>]] |
| | [[File:Chadeau unpublished dissertation (59) p. 176.jpg|thumb|right|<center>Chadeau unpublished dissertation p.176 </center>]] | | [[File:Chadeau unpublished dissertation (59) p. 176.jpg|thumb|right|<center>Chadeau unpublished dissertation p.176 </center>]] |
| | [[File:Chadeau unpublished dissertation (60) p. 176.jpg|thumb|right|<center>Chadeau unpublished dissertation p.176 </center>]] | | [[File:Chadeau unpublished dissertation (60) p. 176.jpg|thumb|right|<center>Chadeau unpublished dissertation p.176 </center>]] |
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| − | [[File:Chadeau ref to the plus lourds que l'air (81).jpg|thumb|right|<center>Doctoral Dissertation reference to the [[heavier-than-air]] </center>]] | + | [[File:Chadeau unpublished dissertation (81) heavier-than-air ... fully automobile.jpg|thumb|right|<center>Doctoral Dissertation reference to the [[heavier-than-air]] </center>]] |
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| − | [[File:Chadeau ref to Léon Delagrange (87).jpg|thumb|right|<center>Doctoral Dissertation reference to [[Léon Delagrange]] </center>]] | + | [[File:Chadeau unpublished dissertation (87) ref to Santos-Dumont Léon Delagrange (87).jpg|thumb|right|<center>Doctoral Dissertation reference to [[Léon Delagrange]] </center>]] |
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| − | [[File:Chadeau ref to Santos Dumont & Henry Farman (88).jpg|thumb|right|<center>Doctoral Dissertation reference to [[Alberto Santos-Dumont]] & [[Henry Farman]] </center>]] | + | [[File:Chadeau unpublished dissertation (88) ref to Santos Dumont Paul Zens Earnest Zens & Henry Farman (88).jpg|thumb|right|<center>Doctoral Dissertation reference to [[Alberto Santos-Dumont]] & [[Paul Zens]] & [[Ernest Zens]] & [[Henry Farman]] </center>]] |
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| − | [[File:Chadeau ref to les Frères Voisin et Antoinette (90).jpg|thumb|right|<center>Doctoral Dissertation references to ateliers we have designated as [[Appareils d'Aviation Les Frères Voisin]] and [[Société Antoinette]] </center>]] | + | [[File:Chadeau unpublished dissertation (90) ref to les Frères Voisin et Antoinette (90) p.187.jpg|thumb|right|<center>Doctoral Dissertation references to ateliers we have designated as [[Appareils d'Aviation Les Frères Voisin]] and [[Société Antoinette]] </center>]] |
| | === Fundamental Reflections On Chadeau Inclusive Of The Context And Nature Of His Work === | | === Fundamental Reflections On Chadeau Inclusive Of The Context And Nature Of His Work === |
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| − | Emmanuel Chadeau was primarily an economic historian, focusing on the aviation and aeronautical economic and industrial development of France, largely in the context stimuli and setbacks coming from the [[military]], and from the French state more generally, relative to the role played by private initiative. Aside from his own prolific writing, he presented the writings of others, studies were conducted, under his direction, and the output of several colloquia were published, these colloquia occurring under his direction. In his capacity as faculty at [[Lille-III]], he also oversaw a great number of Master's theses. We are gradually working this complex out, by degrees, and as variably pertinent to his analyses of aeronautical development. | + | Emmanuel Chadeau was primarily an economic historian, focusing on the aviation and aeronautical economic and industrial development of France, largely in the context of stimuli and setbacks coming from the [[military]], and from the French state more generally, relative to the role played by private initiative. Aside from his own prolific writing, he presented the writings of others, studies were conducted, under his direction, and the output of several colloquia were published, these colloquia occurring under his direction. In his capacity as faculty at [[Lille-III]], he also oversaw a great number of Master's theses. We are gradually working this complex out, by degrees, and as variably pertinent to his analyses of aeronautical development. |
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| | (For a developing summation of his overall historical analysis, as it pertains to our interests, see the material below, drawn from the unpublished version of his Doctoral dissertation, likely to be cross-referenced with the published version.) | | (For a developing summation of his overall historical analysis, as it pertains to our interests, see the material below, drawn from the unpublished version of his Doctoral dissertation, likely to be cross-referenced with the published version.) |
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| | === Material Drawn From The Unpublished Version Of Chadeau’s Doctoral Dissertation === | | === Material Drawn From The Unpublished Version Of Chadeau’s Doctoral Dissertation === |
| − | (Thèse Pour le Doctorat ES-Lettres et Sciences Humaines, Université de Paris-X-Nanterre, Octobre 1985) | + | This is what has been most handy to us, and it is laid out on the page [[Chadeau, Emmanuel, 1985, État, Entreprise & Développement Économique : L’Industrie Aéronautique en France (1900-1940) Thése pour le Doctorat, unpublished version]]. |
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| − | État, Entreprise & Développement Économique : L’Industrie Aéronautique en France (1900-1940)
| + | === Sources === |
| − | | + | * [[w:fr:Emmanuel Chadeau]] |
| − | (Regarding this title, it is perhaps important to emphasize Chadeau's use of the word "[[aéronautique]]" in its more inclusive sense. Though the term has been formalized as pertaining to the field of [[LTA]], and though one may see the "nautical" etymology in the word, and therefore the connection to [[airship]], and so forth, Chadeau was among those using the term expansively. His writing, in fact, explores the entire trajectory of French aircraft development, from the earliest [[balloons]], through [[dirigibles]], and into [[airplane]]s, setbacks and stimuli, relative to [[military]] and other factors and into the [[atelier]]-dominated stage of proto-industrialization.)
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| − | There are five volumes to this, with “Parties” largely corresponding to these volumes. though Volume 2 includes both the “Deuxième Partie : Naissance de l’Entreprise Aéronautique (1900-1914)” and the “Troisième Partie : Prospérité, Affaires et Bureaucratie (1914-1918)”.
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| − | Volume 1, after acknowledgements, a photographic dossier, and a general introduction, gets into the “Première Partie : L’Industrie Jusqu’en 1940, Étude d’Ensemble”.
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| − | On the ground, as it were, at Lille-III, presented with the unpublished version of this dissertation, we focused on Volume 2, on the included “Deuxième Partie : Naissance de l’Entreprise Aéronautique (1900-1914)”. This opens with the assertion that it was between 1905 and the middle of 1909 that aviation arose, as an economic force, that is, with the simultaneous putting in place of the first builders of [[heavier-than-air]], the professional organization of the entrepreneurs, and foresight regarding an emryonic market. Finally, there appeared the first connections between the “pôle d’activité” and the surrounding economic milieu.
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| − | (Stylistically and otherwise, this section of the dissertation is of note in that, while titularly emphasizing key early XXth Century developments, of the transition from invention, as such, and movements towards greater industrial scale, it also features a friendly and succinct summation of the preceding history, from work following that of the [[Frères Montgolfier]], through the XIXth Century, up to the developments preceding the Great War.)
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| − | Our focus here is on a part of that Volume 2 (Birth of Aeronautic Enterprise (1900-1914), that is, on the “Deuxième Partie” of the dissertation, the first “part” included in the second volume. This “part” begins with the dissertation’s chapter 4, “les tout débuts : des ateliers dans les limbes (1900-1914)”. Grammar is peculiar here, but this is “all the beginnings : ateliers in the wings (1900-1909)”. This is the emphasis of the fraction of unpublished material we’ve retrieved from [[Lille-III]], the peak in innovative “workshop” culture immediately preceding the full industrialization of aeronautics. It is partially a matter of fortune that Chadeau quickly segues into and begins this part of his analysis with a retrospective summation of all preceding French aeronautic history.
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| − | This is treated as a “crystallization” which was the fruit of long preceding evolution. The work thusly gets into some fine handling of Late-19th Century historical also of great interest.
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| − | This crystallization brings with it the distinguishing between methods of experimentation pertinent to motorized and non-motorized aircraft. One characteristic of this time is the separation of private initiative from the state. This founds the separation of enterprise from the state until 1936 and explains the essential traits of the industry until 1914, or even 1918 or 1920.
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| − | Crossed out of the unpublished material is a section on a check in military research taking place between 1880 and 1905 (p.164), though a mere title change is penciled in, and a changing of the timespan to 1899-1910.
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| − | The text starts with an analysis of the trajectory of [[dirigibles]], alleging, at this point, aeronautic research being assured by the army, in the late 19th Century, this support being a rebirth of the tradition which had begun in the late 18th Century.
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| − | This earlier history is fleshed out, inclusive of the fundamental leap made between the [[balloon]] and the [[dirigible]], the experimentation with the “Montgolfière” en November and December of 1793, conducted by [[Jean-François Pilâtre de Rozier]], of the [[Marquis d’Arlandes]], and of the doctors Charles and Robert, along with an officer in the [[Corps des Ingénieurs]] - the future [[Génie]] - the Lieutenant [[Jean-Baptiste Meusnier]] proposed the employment of [[balloons]], driven by [[propellers]], in the furtherance of [[military]] observations. (The term “Montgolfière” was naturally applied to aircraft based upon the balloon type invented by the [[Frères Montgolfier]].)
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| − | Due to financial and technical difficulties, this aircraft was not constructed, but the idea of controlling air, in the furtherance of military command decisions, progressed. Meusnier was killed in June 1793, but his projects were continued under the leadership of Cassell, in collaboration with notables such as [[Louis-Bernard Guyton de Morveau]], [[Antoine Laurent Lavoisier]] and [[Jean-Marie Coutelle]] being involved in the efforts.
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| − | These men focused on improvements to [[captive]] balloons, and a process of hydrogen gas fabrication by way of iron oxidation. Work with [[dirigible]] design was abandoned in favor of further improvement in "Montgolfière" [[balloons]], but the concept of fabrication of the "[[envelope]]", itself, was able to progress.
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| − | It is [[Lhomond]] who, in October 1793, presents at the Tuileries a captive balloon prototype, produced by the French government, at the expense of an seized expatriate. He was convinced that an operational captive balloon would be produced. This aircraft appeared in June 1794 near the troops of Sambre and Meuse. Instructions specified its use in advance, but it was hoped that its appearance would bring an impression of terror, so as to discourage the enemy, or worse. From the 23rd to the 26th of June, 1794, these objectives were able to be attained.
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| − | The Armée de Jourdan (a French army hailing from France’s south) then captured and illicitly took this craft from Charleroi, Belgium, and took it to Fleurus (that is, slightly to the northeast).
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| − | Subsequently, and in a manner more pertinent to us, ten of these balloons were constructed, and on the 31st of October, 1794, an [[École National d’Aérostation]] was established, at Meudon, a bit to the west of Paris.
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| − | The ballons were nevertheless gradually withdrawn from the fighting and disappeared after the Siege of Mantoue in 1796, because the war left the heavily fortified areas or the armies evolved in a manner requiring less expansive encampment, rendering themselves more rapidly mobile. Captive balloons thus lost their utility. It required from 24 to 36 hours to prepare the hydrogen, the improvised forges which ennabled this work were hardly barely housable, and cavalry movements on the naturally partitioned war theaters of Italy. These factors all played against the balloon.
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| − | It wasn’t until after “la Guerre de 1870”, that is the [[Franco-Prussian War]], that balloons regained their real place within French military capacity.
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| − | A conjunction of factors led to this resurgence. Pressed by the Prussian blockade, the French had demonstrated their efficacy in reestablishing contact with the Province : 66 balloons constructed “by amateurs”(this is redacted) near the gas factory of Vaurigard left Paris between the 23rd of September 1870 and the 28th of January 1871, and a military balloon, the “Jean Bart”, went from Chanzy to Blois.
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| − | New techniques of inflation, the appearance of solid textiles in which their coating was facilitated by way of the same solidity, a factory for extracting hydrogen from coal ; these were factors supporting this renaissance.
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| − | Defeat, which pressed the need for military reform upon the French, gave the needed incentive. [[Gambetta]], president of the Budget Commision in the Chamber of Deputees, intervened, with research credits starting in 1874. Le Génie, again, was endowed in 1876-1877 with an [[Établissement Central de l’Aérostation Militaire]], situated in the parc de Chalais, in Meudon. Its direction was trusted to an officer 30 years of age, [[Charles Renard]]. From 1877 until death in 1905, the Captain, then Commandant and finally Colonel Renard dominated aeronautic research, which remained a strictly military matter.
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| − | The modernization of these observation crafts butted on the challenges to mobility, and thusly on the choice of an engine capable of motorizing them, then to render them “[[dirigibles]]” by the appropriate means. In 1884, [[Charles Renard]] and his assistant [[Arthur Krebs]] came to motorize a gas balloon, to which they gave an elongated form and a [[nacelle]]. An 8CV electric motor with chlorochromic piles endowed with a special [[hélice]], adapted from those used in [[marine]] navigation. This aircraft, christened as the "Lafion", succeeded on 9 August 1884 in making a roundtrip between Meudon and Villacoublay in 23 minutes. This equals 19 km/hour. Up to the end of 1885 five other test flights followed.
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| − | The progress tapered off, then. The aircraft of 1884-1885 realized a technical balance. The challenge was then to re-find this balance faster and more powerful [[airship]]s. From 1895 to 1892 [[Charles Renard]] tried approximately 20 [[motors]] - of [[gas]], [[steam]], and of liquid fuel (likely [[oil]]) - none of which were satisfactory Though their weight to power ratio was superior to that of their terrestrial equivalent of the time, they were still to weak for the propulsion of [[balloons]]. The establishment in 1890 of the world's first [[wind tunnel]] allowed [[Charles Renard]] to resume his studies. The new "[[Général Meusnier]]" couldn't be assured of [[stability]] beyond speeds of around 50 km/hour. He continued with the production of more primitive [[captive]] balloons.
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| − | It was during these same years that the French Army aided [[Clément Ader]] in his work with aircraft which were "plus lourds que l'air", that is, [[heavier-than-air]].
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| − | Ader (1841-1925) proposed a [[heavier-than-air]] conceived specially for the Army. This intrusion into aeronautics proceeded from systematic investigation into new techniques (or technicalities) : from 1876 he dedicated himself to [[electricity]].
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| − | Over some years he filed around fifty patents pertinent to [[electricity]], those presented at the [[1881 Exposition Universelle d'Electricite]], in Paris, remaining the most well-known, used in the first Parisian telephone networks.
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| − | Changing to a new object of study, Ader focused on the construction of his aeronef, the [[Éole]], propelled by a steam motor of 20 CV. After eight years of updating, the apparatus could carry itself from some fifty meters in the air to as low as some centimeters or decimeters above the ground.
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| − | The technical characteristics of the apparatus, of which the motors were better than those of [[Charles Renard]], were conducive to the needs of the Army. The [[Éole]] led through 1897 to his series of Avions. He conceived his « doctrine d'emploi ». His machines could bring intelligence to the Army, but also attacks enemy combattants on the ground, and bomb or infiltrate the rear of the enemy.
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| − | So Chadeau follows the rises and falls in statist military-industrial support of the research engaged in by [[Clément Ader]], the latter’s well-known formative work with the “[[heavier-than-air]]”, thoughts on [[Clément Ader]], relative to the French [[military]]. For Ader's own writing on related subjects, see [[Ader, 1908, L'Aviation militaire]].
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| − | From March 1892 this research was encouraged, with that support for Ader's “doctrine of usage”. A contract from the Minister of War layed out the delivery of an avion with satisfactory performance, in exchange for a subvention of 250,000 francs followed up 650,000 francs in case of success, against his patents. The promised model, [[Avion III]], was presented in July 1897 at the camp Satory before two generals. Despite the qualities of the machine, the test seems to have failed. It was a Minister of War, Général Billot, who decided to suppress all of Ader's pay advances, on 8 February 1898. [[w:fr:Jean-Baptiste Billot|See Jean-Baptiste Billot on French Wikipedia]]
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| − | Budgetary policy, per se, played a role, with a 9.24 % budgetary allocation, before 1885, sinking to a 5.62 % allocation by the turn of the century.
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| − | Policy established between 1877 and 1892 gave superior funding, and prioritization in general, to the artillery, with aeronautical research being seen more as experimental, per se, and as a gamble.
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| − | (Chadeau has many particulars to be redacted here, noted as such with pencil. We have all of this on hand, to be contrasted with the published version of the dissertation.)
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| − | Advances in the lightness and mobility contributed to this trend.
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| − | “Mais la dégradation du contexte stratégico-budgétaire n’explique pas tout.” Despite all the respect due to [[Clément Ader]] and [[Charles Renard]], it is necessary to admit that their method of research compromised the results. From the beginning, they worked thanks to particular supports. Renard, for instance, had obtained the means of conducting experiments after having personally convinced [[Léon Gambetta]]. Deceased in 1882, without leaving a true tradition in favor of aeronautical research. The contacts of Ader and [[de Freycinet]] in 1890 had been facilitated by Ader’s relations with the [[Péreire]] family, “actionnaire” of the [[Compagnie du Midi]] for whom Ader had previously worked. In 1892, contracting with the 3rd office of the État-Major, Ader became an ordinary industrial provider. At the same time, the political star of [[Charles de Saulses de Freycinet]] began to decline.
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| − | This fragile state of affairs was accentuated by the prioritization of espionage. This was intense indeed, proportionate to the desire for "Revanche", that is, the desire to retake the territory lost in the [[Franco-Prussian War]]. This stalled the interest in gasoline [[motors]], a young industry pertinent and on the rise. The mixed hydrogen-gasoline motor of [[Charles Renard]]'s [[dirigible]] the "[[Général Meusnier]]" was built in 1886, somewhat of a compromise between a field which he mastered, that of hydrogen, and gasoline, regarding which he was a beginner. Meanwhile, [[Ader]] was to remain loyal to [[steam propulsion]], until after 1895, at which point [[motors]] of this sort began to be supplanted by those using other [[fuel]] types.
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| − | Finally, [[Clément Ader]] and [[Charles Renard]] developed their idea of an end fixed in advance, [[military]] aeronautic research, research as an end in itself. They sought an ideal machine (with indefinite relations between its theory and its application). They followed thusly the utopian ideal of the "ingénieurs de la Renaissance".
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| − | This climate provoked a certain reaction at the beginning of the 20th Century. [[Clément Ader]] definitively remitted his experimental material after his tentative in 1897. At Chalais-Meudon, under the influence of Capitaine Sacconney (1874-1935) people focused on the replacement of balloons with "trains de cerfs-volant". After the death of [[Charles Renard]], in 1905, the Army abandoned the idea of itself creating motorized aircraft. This context clarified the tormented career of another officer, the artillery man then aviator [[Ferdinand Ferber]] (1862-1909).
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| − | (Redacted here is the section heading "1.4. Le "cas" Ferber : aéronautique et société militaire")
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| − | [[Louis-Ferdinand Ferber]] set in process a new method of work and of the diffusion of inventions. His works obliged him to leave the Army and search for private support. In this, aviation, as such, "heavier-than-air", became a commercial and economic activity.
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| − | Until 1906, Ferber's aeronautic career, such as it was, consisted in two periods, that of 1898-1902, and that of 1903-1906. According to the tradition, Ferber was a professor at the [[École d'Application de Fontainebleu]] when he discovered, "by accident" in the school's library, a review which described the experiments in human flight conducted by [[Otto Lilienthal]] (1848-1896) a German who came to die, as a victim of his own researches. Lilienthal had not been a mechanic but an analyst of flight, of which efforts tended to transform falls of a body from an elevated point into a controlled slide, as long as possible, to the ground, with the assistance of apparati of [[sustentation]] imitating birds' wings. Lilienthal's method had thusly attached itself to the "intuitions" behind the works and drawings of [[Leonardo da Vinci]].
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| − | p.174 [[Otto Lilienthal]] had in 1889 set his method into a small work with a revealing title : “Le vol des oiseaux, fondements de la théorie du vol, essai d’une systèmatique de la pratique aérienne”. This became the as-it-were [[Ferber]]'s “Bible”. He took the method, perfected it, and submitted it to mathematical analysis. (Scratched out here is an emphasis on Ferber’s familiarity with French Artillery, this informing his leaning s towards the “analyse mathémathique”. He, [[Ferber]], deconstructed methods and objectives, inversing the prioritization order of his predecessor. To fly, it was thenceforth necessary to learn from the beginning to steer oneself in the air, and to adopt, then, the best “propulseur”. (“[[propulseur]]”, shortened from “[[propulseur]] à hélice”, and therefore implying [[propellers]], as we think of them, in per se French usage, as opposed to other francophone usage, may not necessarily be assumed here.) It was to [[Ferber]] simplicity itself. He declared that his sole merit had consisted in looking clearly into the question and in considering it a duty to re-try the experiments of [[Otto Lilienthal]], and finally to bring the results to the profit of France. [[Ferber]] thus directed all his efforts to the apparatus of [[lift]], a “planeur” which he called “aéroplane”, [[wings]], to us. He tested this near Geneva, on his grounds situated at Rue.
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| − | [[Gabriel Voisin]] was greatly affected by consultation with, and later by the writings of, [[Louis-Ferdinand Ferber]]. From Ferber's example "liberal" research went to lead and fix the initial and fundamental manner of industrialized French aeronautics. (p. 176 of the unpublished version of the dissertation)
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| − | The second section of chapter 4 focuses on aeronautics and civil society, as the bases of fertile invention, and begins with a subsection on proceedings up to 1906, the premises and initiatives.
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| − | Crucial is [[Henry Deutsch de la Meurthe]] (1846-1919), to whom credit is given for giving primacy to research into mechanical aeronautic. He was the motivator of the powerful [[Les Fils d’Alexandre Deutsch Compagnie]] which did business between [[oil]] firms in the [[US]] and [[Russia]]. He focused on the business outlets. As an engineer at the [[École des Mines]] in Paris, he conducted various business relations and did rather well. From 1886, he had aided in the furnishing of [[motors]] to the [[Général Meusnier]] of [[Charles Renard]]. It was at the [[Exposition Universelle de 1889]], where he presided over a specialized jury, that he publicly affirmed his “mécénat”, that is, his rôle as protector of the “arts”. In 1895, along with [[Étienne van Zuylen van Nyevelt]] he created the Automobile Club. When Zuylen and the [[Jules-Albert marquis de Dion]] created the “identical” [[Aéro-Club de France]] in 1898, he wanted to affirm the force of his “mécénat”.
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| − | (Redacted, by pencil, following “1898”, is the assertion that Deutsch marked his preference of aeronautics, by participating individually in the works of his “commission de navigation aérienne”, the works of which were more “theoretical and utopian than sportive”. All of this characterization is entered, though to be redacted, as is the emphasis on the fact or idea that his “mécénat” was “private”. Other redactions, showing Chadeau's oscillating tone, include the characterization on the Automobile Club as an organ "of reception end propaganda".)
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| − | In 1889 he funded a 100,000 franc award, his [[Deutsch prize]], for the first flyer to “doubler” the Eiffel Tower and to thusly demonstrate aircraft maneuverability.
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| − | This prize was taken by [[Alberto Santos-Dumont]] (1873-1932) 19 October 1901, who had not designed his aircraft, which had been constructed by several small and specialized static balloon firms : [[Godard]] in Puteaux, [[Mallet-Schelcher]] in Levallois, and [[Surcouf]] in Boulogne-Billancourt, which ordinarily supplied the [[Aéro-Club de France]] and the Army.
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| − | This experiment and the award money stimulated the initiative of various distinguished amateurs. In, 1902
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| − | [[Earnest Archdeacon]], whose brother was deputee of Yonne, was motivated, along with popular journals who looked to aeronavigation for the renewal of the publicity brought by the automobile 1895-1898. The initiative of [[Henry Deutsch de la Meurthe]] also brought aeronautics back to the center of economic and civil society.
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| − | 2.1.1. Les dirigeables
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| − | The role of the French state, heavily tangent both to the military, of course, and to industry more generally, as furthering or hindering the progressive impulses of the aeronautic pioneers, is always pertinent.
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| − | Chadeau's Figure 57, on page 180, offers a diagram, and an explanation, articulating the dynamics of aeronautical development, inclusive of subcategories, relative to funding, the state, the military, and relative to other industries. All of this is penciled out. We are uncertain as to permanent inclusion, exclusion, or variation of the material in the published version. We are documenting his thought processes, over time, relative to our other manners of data tracking.
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| − | It is on p. 187 that the early [[atelier]]s are specifically labelled as "motors of progress", with an emphasis placed on those associated with [[Appareils d'Aviation Les Frères Voisin]], and with the [[Société Antoinette]].
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| − | === Works of Chadeau himself and published scholarship conducted under his direction === | |
| − | * [[Chadeau, Emmanuel, 1985, État, Entreprise & Développement Économique : L’Industrie Aéronautique en France (1900-1940) Thése pour le Doctorat, unpublished version]] | |
| − | * [[Chadeau, 1987]]
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| − | * [[Chadeau, Emmanuel, L’Économie nationale aux XIXe et XXe siècles, préface de François Caron, Paris, Presses de l’École normale supérieure, 1989]]
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| − | * [[Chadeau, Emmanuel, Le rêve et la puissance : l’avion et son siècle, Paris, Fayard, 1996]]
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| − | * [[Chadeau, Emmanuel, Les entreprises aéronautiques françaises (1909-1945), études présentées par Emmanuel Chadeau. Paris : Foundation Lyonnais : Association d’économie financière, 1996]]
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| − | * [[Chadeau, Emmanuel, Alliances stratégiques et intérêts industriels : les avatars de la politique aéronautique alliée (1914-1918), extrait de “Forces armées et systèmes d’alliances”, colloque international d’histoire militaire et d’études de défense nationale, Montpellier, 1981, p. 505-508, notes bibliogr.]]
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| − | * [[Chadeau, Emmanuel, L’épargne nationale trahie ?, extrait de “La France de l’affaire Dreyfus”, sous la direction de Pierre Birnbaum, ed. Gallimard, 1994, 362-384, notes bibliogr.]]
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| − | * [[Chadeau, Emmanuel, Laurent-Eynac et l’aéronautique (1920-1940), extrait de “Cahiers de la Haute-Loire”, 1982, p. 195-210, notes bibliogr.]]
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| − | * [[Chadeau, Emmanuel, Le contexte de la loi sur le titre d’ingénieur : les tensions de l’économie, extrait de : A. Grelon “Les ingénieurs de la crise”, Paris, EHESS, 1986, P. 49-59, notes bibliogr.]]
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| − | * [[Chadeau, Emmanuel, Le plan et les administrateurs économiques jusqu’en 1965 : l’expérience des hommes, extrait de “De Monnet à Massé”, édition du CNRS, Paris, 1986, p. 15-25, notes bibliogr.]]
| |
| − | * [[Chadeau, Emmanuel, Poids des filières socio-culturelles et nature de l’invention : l’aéroplane en France jusqu’en 1908, extrait de “L’année sociologique”, 1986, no. 36, p. 93-112, notes bibliogr.]]
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| − | * [[Chadeau, Emmanuel, Constraintes technologiques et stratégies internationales : le moteur d’aviation, 1920-1970, extrait de “Enterprise et histoire”, 1992, no. 1, p. 61-78, notes bibliogr.]]
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| − | * [[Chadeau, Emmanuel, Entre familles et managers : les grandes firmes de commerce de détail en France depuis 1945, extrait de “Revue du Nord”, Villeneuve d’Ascq, 1993, tome LXXV, no. 300, notes bibliogr.]]
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| − | * [[Chadeau, Emmanuel, The large family firm in twentieth-century France, extrait de “Family capitalism” edited by Geoffrey Jones and Mary B. Rose, “Business History”, 1993, vol. 35, no. 4, p. 184-205, notes bibliogr.]]
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| − | * [[Chadeau, Emmanuel, La permanence des petites et moyennes entreprises en France au XXème siècle, article, notes bibliogr.]]
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| − | * [[Chadeau, Emmanuel, L’École Nationale Supérieure de Chimie de Lille vient d’avoir cent ans, extrait de “L’actualité chimique”, 1955, p. 53-62, notes bibliogr.]]
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| − | * [[Chadeau, Emmanuel, La rationalisation budgétaire et le ministère de l’industrie, 1949-1956, extrait de “La direction de budget dans las années cinquante”, Comité pour l’histoire économique et financière, 1998, p. 657-665, notes bibliogr.]]
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| − | * [[Chadeau, Emmanuel, L’économie française face à l’effort de guerre allemand : rapport de synthèse, extrait de “Frankreich und Deutschland im krieg (november 1942 -herbst 1944) okkupation, kollaboration, résistance” herausgegeben von Stefan Martens und Maurice Vaïsse, Bouvier verlag, 2000, p. (271)-275]]
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| − | * [[Chadeau, Emmanuel, Saint-Exupéry, Paris : Plon, 486 p. Collection “Biographies”, Bibliogr. p. (465)-471. Index]]
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| − | * [[Chadeau, Emmanuel, De Blériot à Dassault : histoire de l’industrie aéronautique en France, 1900-1950, Paris : Fayard, ca. 1987, V- 552 p.- (16) p. de pl. Titre de couv. : L’industrie aéronautique en France, 1900-1950, Bibliogr. (497)-534. Index]]
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| − | * [[Chadeau, Emmanuel, Les Inspecteurs des finances au XIXe siècle (1850-1914) : profil social et rôle économique, Paris : Economica, ca. 1986, III-184 p. Collection “Histoire”, Bibliogr. p. (91)-96. Index]]
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| − | * [[Chadeau, Emmanuel, Le Rêve et son siècle, Paris : Fayard, 1996, p. 437, “Pour une histoire de Xxe siècle”, Bibliogr. p. (411)-421. Index]]
| |
| − | * [[Chadeau, Emmanuel, Latécoère, Paris : O. Orban, ca. 1990, p. 330, (8) p. de pl. Bibliogr. p. (316)-323]]
| |
| − | * [[Chadeau, Emmanuel, Louis Renault, Paris : Plon, 1998, 458 p. Index]]
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| − | * [[Chadeau, Emmanuel, L’Économie du risque : les entrepreneurs 1850-1980, Paris : O. Orban, ca. 1988, 327 p. Bibliogr. p. (319)-323]]
| |
| − | * [[Chadeau, Emmanuel, Saint-Exupéry, Paris : Perrin, 2000, 321 p. (8)]]
| |
| − | * [[Chadeau, Emmanuel, Mermoz, Paris : Perrin, 2000, 365 p. (8) p. de pl. Bibliogr. p. (349)-358. Index.]]
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| − | | |
| − | === Other Material Collected By Chadeau And Reflective His Analyses ===
| |
| − | (Our interests here include the status of the inventor, perspectives on the rise, or fall, of the innovative spirit, per se, the role of "ateliers", as dynamic precursors to later types of industrial organizations, and the role of the state, that is, the role of planning, in relation to individual initiative, all of these, along with other factors, as they indirectly, or quite directly, affect the aeronautic trajectory which is our focus.)
| |
| − | * [[Les ingénieurs, dir. de la publication Maurice Magnien, Neuilley-sur-Seine : Centre de recherche sur la culture technique, 1984, 355 p. Collection “Culture technique” : no. 12. Notes bibliogr.]]
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| − | * [[“Il était une fois l’innovation”, Agence nationale de valorisation de la recherche (France) : texte de Christian Marbach : commentaire de Jean-Baptiste Eggens, Paris : SER Ed., 19??, (31) p.]]
| |
| − | * [[Génie civil, dir. de la publication Maurice Magnien, Neuilley-sur-Seine : Centre de recherche sur la culture technique, 1984, 303 p. Collection “Culture technique” : no. 26. Notes bibliogr.]]
| |
| − | * [[Le guide du patrimoine industriel, scientifique et technique, sous la direction de Gérard Marie de Ficquement, Olivier Blin et Claudine Fontanon, Paris : La manufacture, 1990, 529 p.]]
| |
| − | * [[Manufacturing Industry Since 1870, Margaret Ackrill, Oxford : P. Allan, 1987, 250 p. Collection “Industrial Studies Series”, Bibliogr. Index.]]
| |
| − | * [[Louis Loucheur, 1872-1931 : ingénieur, homme d’état, modernisateur de la France, Stephen D. Carls : préface d’Emmanuel Chadeau : traduit de l’anglais par Alice-Catherine Carls. Villeneuve d’Ascq : Presses Universitaires du Septentrion, 2000, 333 p. Bibliogr. p. 305-316. Index.]]
| |
| − | * [[State Capitalism and Working-Class Radicalism in the French Aircraft Industry, Herrick Chapman, Berkely : Los Angeles : Oxford : University of California Press, 1991, XVII-414 p. plus (12) more pages Bibliogr. p. 375-396 Index]]
| |
| − | * [[Capitalism At War : Industrial Policy and Bureaucracy in France, 1914-1918, John F. Godfrey, with a foreward by Jay Winter, Leamington Spa : Hamburg : New York : Berg, 1987, XIV-313 p. Bibliogr. p. 301-309. Index.]]
| |
| − | * [[L’innovation technologique : facteur de changement (XIXe-XXe siècles), études rassemblées par G. Kurgan van Hentenryk et J. Stengers, Bruxelles, Belgique : Éditions de l’Université de Bruxelles, ca. 1986, 259 p. Collection “Faculté de philosophie et lettres” : 98. Notes bibliogr. Notes de dépouillement : L’introduction de la machine à filer le lin dans les Flandres et ses répercussions sociales/Eliane Gubin – Le patronat et le progrès technique dans les charbonnages liégeois/Nicole Caulier-Mathy – A propos de l’innovation technologique dans les mines du Hainaut au XIXe siècle, ou, La guerre des échelles n’a pas eu lieu/Jean Puissant ...]]
| |
| − | * [[De l’atelier au groupe industriel : Vallourec 1882-1978, Catherine Omnès, Éditions de la Maison des Sciences de l’Homme, Lille : P.U., 1980, 452 p. Collection “Travaux et Documents”. Bibliogr.]]
| |
| − | * [[Le siècle de Paul-Louis Weiller : 1893-1993 : ans de l’aviation de la Grande Guerre, pionnier de l’industrie aéronautique, précurseur d’Air France, Financier international, mécène des arts, Jaques Mousseau, Paris : Stock, 1998, 585 p. plus 12 more pages Bibligr. p. 559-564. Index.]]
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| − | | |
| − | === Licences ===
| |
| − | A significant number of papers fitting this designation were put out, under the Chadeau’s direction, often direction shared with one or two other faculty. A few of these, listed within the [[FONDS EMMANUEL CHADEAU]], make no mention of Chadeau. Aero-pertinence is patchy, but we are keeping this data on hand.
| |
| − | | |
| − | === Maîtrises ===
| |
| − | Aside from Chadeau’s own Maîtrise, grouped here presently in keeping with the Lille III data we have uncovered, a significant number of theses fitting this designation were put out, under the Chadeau’s direction, often direction shared with one or two other faculty. A few of these, listed within the [[FONDS EMMANUEL CHADEAU]], make no mention of Chadeau. This data is found elsewhere online. We are presently including only a few of these.
| |
| − | * [[Les inspecteurs des finances : 1871-1919, Emmanuel Chadeau, (s.l.) : (s.é.), 1977, XV-112 p. Maîtrise : Histoire contemporaine : Lille 3 : 1977, sous la direction de M. Lévy-Leboyer. Bibliogr. p. VIII-IX]]
| |
| − | * [[Louis Blériot, industriel français (1872-1936), Sylvie Picchi, Villeneuve d’Ascq : Dactylogramme, 1990, 178 p. DEA : Histoire contemporaine : Lille 3 : 1993, sous la direction de M. Chadeau. Bibliogr. p. 156-178. Index.]]
| |
| − | * [[L’armée de l’air en quête de son identité : 1900-1960, Patrick Facon, Paris : Dactylogramme, 2000, 2 vol, (134-347 p.), Thèse : Histoire contemporaine : Paris I : 2000, sous la direction de M. Vaïsse]]
| |
| | {{Person | | {{Person |
| | |Names=Emmanuel Chadeau | | |Names=Emmanuel Chadeau |
| − | |Birth date= | + | |Birth date=1956 |
| | |Death date=circa 2000 | | |Death date=circa 2000 |
| | |Countries=FR | | |Countries=FR |
| Line 216: |
Line 54: |
| | |Tech areas=aviation; airplane; aéronautique; industry; atelier; military; history; business history; aeronautical history; heavier-than-air; balloons; aerostat; dirigibles; hélice | | |Tech areas=aviation; airplane; aéronautique; industry; atelier; military; history; business history; aeronautical history; heavier-than-air; balloons; aerostat; dirigibles; hélice |
| | |Affiliations=University of Lille; Lille-III | | |Affiliations=University of Lille; Lille-III |
| | + | |Wikidata id=Q20240973 |
| | }} | | }} |
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