The World’s Oldest Airworthy Aircraft

The Blériot XI first flew on January 23rd, 1909. It went on to perform a pioneering flight across the English Channel later that year. Despite the type first hitting the air 114 years ago, the aircraft is still airworthy today.

A true innovator

France’s Louis Blériot was an integral force in aviation’s pioneer era. From car headlamps to biplanes, the aviator, engineer, and inventor worked on developments across the transport spectrum.

Triumphs include making the first powered and piloted monoplane. Yet there were breakthroughs across the board. Notably, the Blériot VIII, flying in 1908, implemented the concept of a single stick to handle both roll and pitch, with a foot-operated pedal for the rudder. This same concept has continued with planes in the modern era.

Channel crossing

A core project that Blériot was involved in was the Blériot XI., which was primarily designed by Raymond Saulnier. A development of the Blériot VIII. It was shown at the Paris Air Show in December 1908 before flying at Issy-les-Moulineaux a month later.

Blériot’s name was affirmed in history thanks to the aircraft on July 25th, 1909. He performed the first crossing of the English Channel with a plane on this date, traversing 40 km (25 mi) from Calais to Dover in 36 minutes and 30 seconds. He won £1,000 from the Daily Mail in prize money, which the value of over £97,856 today.

This very cross-channel aircraft is now on display at the Musée des Arts et Métiers in Paris. There are also airworthy examples across the globe. One such unit is held at the Old Rhinebeck Aerodrome in Red Hook, New York, which Simple Flying had the pleasure of visiting in the summer of 2022.

This plane is backed by a 120-degree-angle regular radial Anzani three-cylinder engine. Holding registration N600094, the fuselage’s front and back thirds are original materials.

The experience

Former USAF and commercial pilot Hugh Schoelzel previously shared his experience flying a 1909 Blériot XI at Old Rhinebeck Aerodrome in 2009.

Plenty of work went into preparing for the flight, including draining oil from brass plugs in the lower two cylinders to avoid hydraulic lock. There is also plenty to consider when taking off and throughout the flight.

For instance, Schoelzel explained:

“Takeoff requires full forward elevator to counteract tail heaviness. The tail must be lifted surprisingly high to get acceleration, as the highly cambered and “draggy” wing is mounted at a significant angle of incidence. When the plane seems to be going as fast as it can, forward stick pressure is released slightly and it lifts off nicely”

In July 1909, Blériot made a heavy landing in France, nearly collapsing the aircraft’s undercarriage. However, Schoelzel’s landing was much smoother.

“Descent for landing is easy – just push the stick forward slightly for a slow descent. Drag is very high, so significant throttle reduction would result in immediate cessation of flight. (Early literature says 30 degrees nose down is required without engine thrust, which of course is not an option close to the ground),

“Significant flare simply increases drag so much that descent rate increases. The landing gear is nicely sprung on bungees, so the plane lands graciously. The gear will caster for any drift, which makes for a nice crosswind touchdown, but also a total lack of directional control. The plane cannot be handled on the ground without wing-walkers.”

A timeless vehicle

Old Rhinebeck’s Blériot XI offers 35 hp and a top speed of 75 km/h (47 mph). It has a wingspan of 7.79 m (25 ft 7 in), a height of 2.69 m (8 ft 10 in), and a length of 7.62 m (25 ft 0 in).

Schoelzel concluded that the Blériot XI was the worst aircraft that he had ever flown. Still, it was the most satisfying of them all.

“Even with 25 flights, every one still demands complete attention and focus. Frank Tallman of Hollywood flying fame described the Blériot as “perfectly awful to fly” and responsible for “more gray hair” than all the other 500 types he flew added together. Maybe, but at the “senior” end of my flying career I can’t imagine any plane being so rewarding or as much of an honor to fly.”

This unit is the oldest flying aircraft in the United States and second in the world, behind the Shuttleworth Collection’s Blériot XI, in Bedfordshire, UK, which was produced just three weeks earlier.

Rhinebeck’s plane had been rumored to have crashed at an air meet in Saugus, MA, in 1910. H.H. Coburn saw the plane in a junkyard while traveling to and from work. After passing hands a few times, Old Rhinebeck Aerodrome founder Cole Palen was given the aircraft in 1952, and by 1954, it was restored to airworthiness.

While aviation has transformed significantly since the introduction of the Blériot XI, it’s fantastic that this veteran is still able to fly. It’s a reminder of how far the industry has come over the last century.

Throughout the scene

Several variants of the Blériot XI have flown over the years. Notably, an American-made Cross Country unit was built with long-range prospects. This aircraft can also be found at the Old Rhinebeck Aerodrome.

All in all, the XI was part of an exciting period of flight that saw pioneers reach new heights. American aviator Matilde Moisant was one such character to enjoy success with the plane.

Along with revolutionary trips across the English Channel, Blériot was integral to the development of the aviation industry in the early 20th century. He would also inspire a wave of aviators and innovators in the decades to come.

​​​​​​​Even though flight has come a long way since the days of the XI, the aircraft has proved its impressive longevity. When it came to innovation, Blériot left a true legacy that is felt across all corners of aerospace today.

What are your thoughts on the Blériot XI? What do you make of aviation’s pioneer era? Let us know what you think of this period and its impact on history in the comment section.

Source: Old Rhinebeck Aerodrome