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Putnam
A.Brew
Boulton Paul Aircraft since 1915
61

A.Brew - Boulton Paul Aircraft since 1915 /Putnam/

The first F.E.2b completed, 5201, Bombay No.1. First flown on 4 October 1915 and delivered to Farnborough by Howard Pixton on 8 October.
The two seat Royal Aircraft Factory FE 2b was designed as a fighter, reconnaissance and night bomber and was a 120hp, later 160hp Beardmore-engined development of the 1913 FE 2a. The first FE 2b flew initially during March 1915, the type entering operations two months later, with No 6 Squadron, RFC, based at Abeele. Initial delivery build-up was slow, with only 32 having been handed over by the end of 1915. Sadly, British pilots were to suffer badly at the hands of the Fokker Eindekkers thanks to this delay, as the FE 2B, along with the Airco DH 2, was to be pivotal in ending the Fokker scourge. Despite its poor top level speed of 91.5mph at sea level, the FE 2b's clear forward arcs of fire more than compensated. In all, 1,939 examples, including some converted FE 2a, were to be built.
The front fuselage of a Sopwith Camel under construction at Riverside.
Boulton & Paul built Sopwith Snipe E6430 at Mousehold in February 1919.
Completed Snipes in the hangars at Mousehold. Production went on well into 1919.
Sopwith Snipe assembly at Mousehold. Boulton & Paul built 425 before orders were cancelled.
The first Boulton & Paul design to be built, the sole P.3 Bobolink on roll-out at Riverside, with the front fuselage still uncovered.
The P.3 Bobolink when first rolled out at Riverside in December 1917, with Lewis gun fitted to the upper wing
The Bobolink erected at Mousehold, in its original form, without ailerons on the lower wings (236 h.p. B.R.2 engine)..
The Bobolink at Mousehold on 19 February, 1918, with different propeller, no Lewis gun, but still with ailerons on upper wing only.
The Bobolink at Mousehold in June 1918. This is the only known picture of it fitted with horn-balanced rudder and cable-connected ailerons.
The Bobolink, at Martlesham Heath, fitted with strut-connected ailerons on lower wings.
Bourges F2903, as first flown with Bentley B.R.2 rotaries in lieu of ABC Dragonflies, and designated Mk 1B in this form.
This interesting machine was just going into production when the Armistice came. It is a three-seater and can be used for a variety of War purposes, while in a somewhat altered form it has great possibilities as a peace-time aeroplane. In the photograph the machine is fitted with two B.R. 2 rotary engines, but later types are driven by two A.B.C. "Dragonfly" engines. The performance of the Bourges is excellent, and she is particularly easy on the controls, being in fact capable of evolutions which have hitherto been considered chiefly the domain of smaller machines.
The P.6 Bourges Mk IIA F2903 in its original form, with the interim Bentley B.R.2 engines. The suffix 'A' denotes the straight-through upper wing.
Bourges F2903 at Mousehold with newly fitted horn-balanced ailerons. This machine, which is fitted with two A.B.C. "Dragonfly" engines, and the way it was handled by its pilot, Lieut. Courtney, was greatly admired at Hendon.
Rare air to air view of Bourges F2903 flown by Frank Courtney.
A close up of the ABC Dragonfly installation on Bourges F2903.
Bourges Mk lB, F2904, with gulled centre section and Dragonflies on lower wings instead of at mid-gap.
The short-lived Bourges Mk IB, F2904, with lower wing-mounted Dragonfly engines, gull wing, dihedral tailplane and horn-balanced ailerons.
The third and final Bourges, F2905, in its Mark IIIA configuration with Napier Lion engines. F2905, with the original Lion installation in the form it underwent performance trials at Martlesham Heath; note the transparent panels in the nose, used by the front gunner when acting as bomb aimer.
A Napier Lion under test at Mousehold. The Lion was fitted to both the third Bourges, F2905, and the P.8 Atlantic.
The second P.7 Bourges. after crashing at Mousehold in 1919. The wreckage was used to build the second P.8.
F2904 after its crash at Mousehold. The wreckage was rebuilt as the second P.8 Atlantic.
A model of the P. 7 Bourges in the Boulton & Paul wind-tunnel.
The first Felixstowe F.3 flying-boat hull under construction, showing the cross-hatched planking of the hull.
The first Felixstowe F.3 hull completed.
The method of transporting the Felixstowe hulls to Preston.
The Grahame-White Type 11 Aerobus designed by John Dudley North (4th from left), which set a world record, lifting 10 people including the pilot, Louis Noel, in 1913.
John North (centre) with the P.6, at Mousehold, in original colour scheme.
Mrs Dawson Paul about to take her first ever flight, in the P.6.
The P.6 with Boulton & Paul Ltd painted on the fuselage, as used to make the first busmess flight in the United Kingdom, 1 May, 1919.
The sole P.6 in postwar guise, but still retaining its wartime special serial X 25. It was used as a company transport after its experimental flying.
Frank Courtney, and Brown, his engineer, ready to make the first flight of the P.8 Atlantic, in April 1919.
Close up of the Napier Lion installation in the P.8.
The first P.8 Atlantic after crashing on take-off for its first flight.
The P.8 Atlantic after crashing on take off when an engine cut-out, killing all hopes Boulton & Paul had of making the first transatlantic flight.
J. D. North's design for the honour of being the first aeroplane to cross the North Atlantic nonstop - the second P.8 Atlantic, G-EAPE, at Mousehold.
The first P.8 Atlantic under construction, with the Bourges Mk 1B, being cannibalised in the background.
Mock-up of the airliner version of the Atlantic.
An artist's impression of the airliner version of the P.8 showing the passenger cabins, fore and aft of the wings. Other artist's impressions show an enclosed pilot's cabin like the transatlantic version.
The first P.9 at Mousehold. It was never registered in the United Kingdom or Australia.
The first P.9 under construction on 6 May, 1919, against an order from Lieut Long.
Lieut. Long (inset) and his P.9 ready to make the first aerial delivery of newspapers in the Commonwealth. from Elwick to Launceston. Tasmania.
Lieut Long and his P.9 on the occasion of the first aerial crossing of the Bass Strait on 17 December, 1919.
The use of the two inbuilt suitcases being demonstrated on P.9 G-EAPD.
One of the eight P.9s built, G-EAPD, was used mostly as a company transport until April 1920 when the registration was cancelled.
First true production P.9, G-EAPD, showing the extra strut supporting the centre section.
108 year-old Henry Moore being given his first flight in P.9 G-AUCP on 26 February, 1926. The suitcase installation can be seen behind the cockpit.
P.9 G-EAWS which was used by Sqn Ldr Rea, Boulton & Paul's test pilot, as his personal aircraft.
The P.12 Bodmin 16910 at Mousehold. The P.9 on the left was the last built, G-EBEQ, which was exported to Switzerland in 1929 where it became CH-259.
The P.10 on display at the Paris Salon d'Aeronautique in 1919, uncovered to show the all-metal structure.
The P.10 at Paris. The fuselage panels were of Bakelite-Dilecto.
The P.10 wing on loan from the Bridewell Museum, Norwich, at a Boulton Paul Society exhibition at the Aerospace Museum, Cosford, in 1993. This is the oldest British metal aircraft wing in existence.