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Страна Конструктор Название Год Фото Текст

Bristol M1C (Bristol Bullet)

Страна: Великобритания

Год: 1916

Истребитель

Bristol - F.2A/F.2B Fighter - 1916 - Великобритания<– –>Bristol - S.2A Sociable - 1916 - Великобритания


В.Кондратьев Самолеты первой мировой войны


Бристоль M.1 (Бристоль "Буллит") / Bristol M.1 (Bristol Bullet)

  Цельнодеревянный расчалочный моноплан. Автор проекта - капитан Фрэнсис Бэрнуэлл, главный конструктор фирмы "Бристоль".
  Несмотря на то, что руководство RFC в годы Первой мировой войны не заказывало у фирм-разработчиков самолетов монопланной схемы, Бэрнуэлл придерживался мнения, что истребители-монопланы могут иметь преимущества перед бипланами, прежде всего за счет более высокой скорости. Благодаря его инициативе в июле 1916 года появился самолет M.1A, показавший на испытаниях скорость 212 км/ч - намного выше, чем у любого другого аэроплана, состоявшего в тот момент на вооружении британской авиации. Кроме того, M.1A отличался великолепной скороподъемностью.
  За M.1A последовали четыре предсерийных M.1B, вооруженных синхронными пулеметами "Виккерс". Три из них в начале 1917 года проходили фронтовые испытания в британских истребительных авиадивизионах, расквартированных во Франции и Палестине. За свои выдающиеся скоростные данные эти машины получили прозвище "буллит" - "пуля".
  Военное министерство заказало 125 "буллитов" в серийной модификации M.1C, отличавшейся от M.1B незначительными конструктивными изменениями. Самолет выпускался с 19 сентября 1917 до 25 февраля 1918 года на заводах фирмы "Бристоль" в Филтоне и Брислингтоне.
  Однако более широкому распространения машины помешало, прежде всего, то, что из-за относительно высокой посадочной скорости (около 80 км/ч) ее нельзя было использовать на небольших прифронтовых аэродромах во Франции. "Буллитам" просто не хватало длины полосы, а специально для них удлинять ВПП посчитали непрактичным. Кроме того, у многих пилотов вызывала нарекания более низкая, в сравнении с бипланами, горизонтальная маневренность M.1C.
  В результате 33 экземпляра отправили в Палестину, Месопотамию и Македонию, где они применялись в качестве истребителей сопровождения, а остальные использовали на территории Великобритании в качестве учебных. К концу боевых действий на вооружении английских ВВС оставалось 47 M.1C, из них 16 - во фронтовых частях и 31 - в учебных подразделениях и на складах в метрополии.
  В 1917 году шесть M.1C закупило правительство Чили. Один из них стал первым самолетом, перелетевшим через Анды. После войны две машины были проданы в США, еще две - в Испанию и один - в Австралию, где он получил двигатель Де Хэвилленд "Джипси" и до начала 30-х годов участвовал в воздушных гонках.
  
  
МОДИФИКАЦИИ
  
  М.1А - двигатель "Клерже"9Z, 110 л.с.
  М.1В - двигатель "Клерже"9Z, 110 л.с. или "Клерже" 9В, 130 л.с, или A.R.1, 150 л.с.
  М.1С - двигатель "POH"9J, 110 л.с.


ЛЕТНО-ТЕХНИЧЕСКИЕ ХАРАКТЕРИСТИКИ

  Размах, м 9,38
  Длина, м, 6,24
  Высота 2,37
  Площадь крыла, кв.м 13,50
  Сухой вес, кг 409
  Взлетный вес, кг 609
  Двигатель: "POH-9J"
   мощность, л. с. 110
  Скорость максимальная, км/ч 209
  Скорость подъема на высоту
   2000 м, мин.сек 5,50
  Потолок, м 6100
  Экипаж, чел. 1
  Вооружение 1 синхр. 7,7-мм пулемет "Виккерс"


А.Шепс Самолеты Первой мировой войны. Страны Антанты


Бристоль M.1 1916 г.

  Успехи французских истребителей фирмы "Моран" не остались незамеченными в Англии. И хотя к 1916 году преобладающей схемой истребителя стал одностоечный биплан или полутораплан, фирма "Бристоль" создала один из лучших истребителеймонопланов Первой мировой войны - M.1.
  Это был расчалочный моноплан смешанной конструкции. Фюзеляж типа "монокок" имел каркас из стальных труб и обшивку капота и передней части из профилированных листов. Задняя часть обшивалась полотном. В носовой части устанавливался двигатель "Рон" мощностью 110 л. с. Винт двухлопастный, с большим коком. Крыло двухлонжеронное, деревянной конструкции, обтягивалось полотном и имело эллиптические законцовки. Оперение имело такую же конструкцию. Стабилизатор регулируемый. Растяжки крыла крепились к Лобразным стойкам "кабана" и фюзеляжу. Элероны отсутствовали. Управление по крену осуществлялось гошированием. Шасси двухстоечные с костылем. Амортизация резиново-шнуровая. Вооружение - 1-2 пулемета "Виккерс" калибром 7,69 мм с синхронизатором конструкции Константинеско. Боевые качества машины были отличные, а вот взлетнопосадочные характеристики не устроили командование RFC. Высокая посадочная скорость и строгость в пилотировании при напряженной боевой работе и наличии большого количества молодых пилотов приводили к росту аварийности в частях. Поэтому в крупную серию самолет не пошел: было построено около 120 экземпляров, которые использовались на Ближневосточном фронте - в Палестине и Месопотамии.


C.Barnes Bristol Aircraft since 1910 (Putnam)


The Bristol M.1A, M.1B and M.lC Monoplane Scouts

  In the spring of 1916 the Royal Flying Corps was woefully short of properly-armed fighting Scouts, and the pusher-type two-seaters which bore the brunt of the fighting were no match for the Fokker monoplanes with their two or three synchronised machine guns firing through the airscrew. British gun interrupter gears had not been reliable until the hydraulic Constantinesco-Colley gear was invented, and, as soon as this device had been put into production, aircraft firms were urged to submit designs using Vickers guns firing through the airscrew disc. The officially-designed B.E.12 was a makeshift attempt to turn the outworn B.E.2c into a single-seat fighter, and its success was so limited that in June 1916 Sir Douglas Haig had condemned its continued use on the Western Front. The demand for better fighting machines became acute as casualties among pilots and observers mounted, and soon after the Battle of the Somme began, on 1 July 1916, the first prototype of a new single-seater designed by Capt. Barnwell had been built. This was the M.1A, No. 1374, a monoplane incorporating all the experience gained with the Scout D and refined aerodynamically to the limit of practicability.
  In March a few Scout Ds had been equipped with hemispherical spinners, and a marked reduction of drag had been gained thereby. Comparative tests between Scout 5555 with this spinner and Scout 5556 with an equivalent pointed spinner had revealed structural instability in the latter which made it unusable because of vibration, whereas the domed spinner gave no trouble. Both Scouts were equipped with the 110 h.p. Clerget, and this engine, with a similar spinner and cowling, was taken as the basis of Barnwell's new monoplane. The fuselage was conventional in structure, but the wire-braced four-longeron girder was faired throughout its length to a circular section. The monoplane wings, raked at the tips, were attached to the top longerons, wire-braced below to the bottom longerons and above to a cabane formed from two hoops of streamline section tubing. The undercarriage was a simple Vee type carrying two wheels on a rubber-sprung cross-axle. The pilot's cockpit was located under the cabane which thus gave protection in the event of overturning in a forced landing. The empennage was conventional, with a fixed fin of generous area.
  The M.1A, a private venture, was first flown at Filton on 14 July 1916 by Fred P. Raynham, the foremost free-lance test pilot of his day. In his hands the little monoplane, as yet unarmed, achieved the astounding speed of 132 m.p.h. and he even flew it under Clifton Suspension Bridge! In October the M.1A was purchased by the War Office for evaluation by the A.I.D. and four more of similar type were ordered. These had a Vickers gun on the port wing root, a cut-out panel in the starboard wing root and a revised cabane consisting of four straight struts arranged in a pyramid, and were called M.1B. The M.1A, revised to the new standard, was delivered to the Central Flying School as A5138 on 29 November 1916 and was followed by No. 1481 (A5139) on 15 December and No. 1482 (A5140) on 19 January 1917. All three had 110 h.p. Clerget rotaries, but the third M.lB, No. 1483 (A5141), was fitted with a 130 h.p. Clerget when dispatched on 8 February. A further engine change was made in the last M.lB, No. 1484 (A5142), which left Filton with a Bentley A.R.l rotary of 150 h.p. on 22 March 1917. It was hoped that a large production order would follow the official trials, in view of the great advance in performance, but to the Company's (and many R.F.C. pilots') intense disappointment, the landing speed of 49 m.p.h. was considered too high for operation from small airfields on the Western Front. The pilot's view was also criticised, but Capt. Barnwell himself flew one of the monoplanes at Upavon and found no difficulty in landing, although he was well known to be a somewhat erratic pilot.
  Eventually a production order was given, on 3 August 1917, for only 125 aircraft, Nos. 2719-2843 (C4901-C5025), delivered between 19 September 1917 and 25 February 1918, and these were relegated to Middle East squadrons as replacements for the Scout D. The production version, M.1C, was fitted with the 110 h.p. Le Rhone engine and had its single Vickers gun centrally mounted so that the windscreen was divided by the sight, which had a padded surrounding frame, with the cocking handle ready to hand, making stoppages very easy to clear; cut-outs were made in both wing-roots to improve the downward view. This location for the gun had been tried out experimentally on the fourth M.lB, and the Sopwith-Kauper interrupter gear was normally employed, because C.C. gears were in short supply.
  Only five squadrons were partly equipped with M.1C for active service, although a fair number of the monoplanes were issued without guns to flying schools at home, where they were highly esteemed as senior officers' personal mounts. Nos. 17 and 47 Squadrons, based on Salonika, operated against the Turks and Bulgars in January 1918 with one flight of each equipped with M.1C's, and these two flights were merged in April to form No, 150 Squadron. No. 111 Squadron in Palestine flew a few monoplanes for a time, and in March 1918 No. 72 Squadron went to Basra with one flight of monoplanes, which later operated from Mirjana in support of the Third Army Corps. In 1917 six M.1C's were sent to the Chilean government in part payment for two warships built for Chile, but commandeered by the Admiralty before completion. One was flown by Lt. Godoy from Santiago to Mendoza, Argentina, and back on 12 December 1918; this was the first flight across the Andes and entailed climbing to over 13,000 ft. to clear the Uspullata Pass. On 4 April 1919 this exploit was repeated by Lt. Cortinez, but without official permission; on being reprimanded after arriving at Mendoza, he flew back again and found himself a popular hero.
  These two flights after the Armistice drew attention to the M.1C's capabilities, and the Company bought back from the Aircraft Disposal Board four of them for reconditioning and resale. One of them was an M.1B, and this machine, G-EAVP, was modified as a flying test-bed for the three-cylinder Bristol Lucifer radial engine, under the new designation M.1D, which is separately described later in this book. Of the other three, one was sold in America, one, formerly G-EAVO, in Spain to Senor Juan Pombo in 1921 and one, G-EASR, remained at Filton. Two other M.lC's were bought from the Disposal Board by private owners in 1919; one was C4964, registered G-EAER, and flown in the 1919 Aerial Derby by Major C. H. Chichester Smith; the other was C5001, purchased at Waddon in July 1919 by an Australian pilot, Capt. Harry Butler, A.F.C., who in partnership with H. A. Kauper (formerly Harry Hawker's assistant), flew it in the neighbourhood of Adelaide from a field at Min1aton, S.A., as G-AUCH, winning the first Australian Aerial Derby on 8 September 1920. Harry Butler died in July 1923 from injuries received in a crash in another aeroplane and his M.1C was then stored until it was bought in 1930 by H. Miller, who replaced the Le Rhone engine by a Gipsy II engine in 1931; with this combination, now VH-UQI, he won the Adelaide Aerial Derby in 1931 and 1932 and also competed in the Victorian Aerial Derby in 1932, but had to retire with engine trouble. After some years' further flying with the Commercial Aviation Co., the machine was flown from Adelaide to Perth in 1938, and was then stored in the roof of a hangar at Guildford Airport. It was rediscovered there in 1956 by C. B. Ti1brook, who raised a fund to build an exhibition hall to house it permanently at Min1aton as the Harry Butler Memorial. Painted red and bearing the name Puck, VH-UQI is now the only surviving M.1C, although until 1960 the mou1dering remains of Lt. Godoy's monoplane still existed at Santiago de Chile.

SPECIFICATION AND DATA

Type: M.1A, M.1B and M.1C
Manufacturers: The Bristol & Colonial Aeroplane Co. Ltd., Filton, Bristol
Power Plants: One 110 hp Clerget (M.1A & M.1B)
   One 110 hp Le Rhone (M.1C)
   One 130 hp Clerget (M.1B)
   One 150 hp A.R.1 (M.1B)
Span: 30 ft 9 in
Length: 20 ft 4 in
Height: 7 ft 10 in
Wing Area: 145 sq ft
Empty Weight: 900 lb
All-up Weight: 1,350 lb
Max. Speed: (M.1A) 132 mph
   (M.1B) 125 mph
   (M.1C) 130 mph
Service Ceiling:(M.1A) 17,000 ft
   (M.1B) 15,000 ft
   (M.1C) 20,000 ft
Endurance: (M.1A) 2 3/4 hours
   (M.1C) 1 3/4 hours
Accommodation: Pilot only
Production: 1 M.1A, 4 M.1B, 125 M.1C
Sequence Nos.: 1374, 1481-1484, 2719-2843 (rebuilt: 5885-5887)


H.King Armament of British Aircraft (Putnam)


M.IA.B.C. Like the Bristol Fighter, this fast monoplane single-seater was in large degree designed around the Vickers gun, though not literally so, for the gun lay exposed on top of the fuselage. The A version (1916) appears never to have been armed; the B carried a Vickers gun at the port wing root, fixed to the fuselage longeron and synchronised by Sopwith-Kauper gear or C.C. gear Type B (one example had the gun centrally mounted); and on the M.IC (the production version, and the only British monoplane in service during the 1914-18 War) the central position for the gun was standardised, the padded windscreen being divided to receive the sight. For training, the type was fitted with a camera gun. Sir Miles Thomas has related how, confronted with a stoppage caused by a thick-rimmed cartridge, and finding it impossible to get his hand high enough to give the cocking handle the required blow, he had recourse to a tin of Fray Bentos corned beef. Although this split on contact with the handle it did the trick.


W.Green, G.Swanborough The Complete Book of Fighters


BRISTOL M.1C UK
  
  The M.1C was the production derivative of the private-venture M.1A which, designed by Frank Barnwell, had flown for the first time on 14 July 1916. It was of innovatory design in being a shoulder-wing monoplane with a fully faired fuselage of good streamline form and a drag-reducing hemispherical spinner. Four similar aircraft were ordered by the War Office, these each having a single 0.303-in (7,7-mm) Vickers gun mounted on the port wing root and a clear-view cut-out panel in the starboard wing root to afford the pilot a measure of downward visibility. This version received the designation M.1B and a production order for 125 aircraft was placed on 3 August 1917 as M.1Cs. Powered by a 110 hp Le Rhone 9J nine-cylinder rotary engine, the M.1C had a centrally-mounted Vickers gun, but its subsequent operational career was largely confined to the Middle East where 33 M.1Cs were sent during 1917-18. No aircraft of this type were issued to RFC squadrons based in France, most being used by UK-based training units, the 49 mph (97 km/h) landing speed being considered too high for small Western Front airfields.

Max speed, 130 mph (209 km/h) at sea level, 127 mph (204 km/h) at 5,0 ft (1 525 m).
Time to 10,000 ft (3 050 m), 10.45 min.
Endurance, 1.75 hrs.
Empty weight, 896 lb (406 kg).
Loaded weight, 1,348 lb (611 kg).
Span, 30 ft 9 in (9,37 m).
Length, 20 ft 5 1/2 in (6,23 m).
Height, 7 ft 9 1/2 in (2,37 m).
Wing area, 145 sq ft (13,47 m2).


Журнал Flight


Flight, January 23, 1919.

"MILESTONES"

The Bristol Monoplane

With the exception of the very earliest days of the War, there has been, at any rate in this country, a remarkable absence of aeroplanes of the monoplane type. Some of the first machines to go out were, it is true, of this type, as for instance the Bleriots and Moranes, but before many months of War had passed the biplanes were rapidly supplanting the monoplanes, and during the last two years of War the monoplane was hardly if ever seen. This may appear somewhat strange, especially as the monoplane has undoubted advantages for fighting purposes, giving as it does a much better view forward and upward. Especially is this true of the "parasol" type of monoplane in which the wings are on a level with the eyes of the pilot, but for some reason or other the type has not found general favour. Special interest, therefore, attaches to such few monoplanes as have been built during the war, among which is the Bristol monoplane. This machine, it will be seen from the accompanying illustrations, is of very pleasing appearance, with its streamline body and crescent-shaped wings. Efficiency is the keynote of its design, with head resistance reduced to a minimum. Thus the wing section employed is such as to allow of very deep wing spars which are capable of taking care of their load with a minimum of external aid, in the shape of one wire to each spar. Lateral control is not by means of wing warping, as was the general practice in monoplanes before the War, but by ailerons as in the biplanes. This form of lateral control is probably chosen in view of the deep wing section, which would tend to make a comparatively rigid wing structure difficult to warp and liable to excessive strain if warping were employed. In order to give the pilot a better view downwards - forward and upward is already as good as it is possible to make it - openings are provided in the inner portion of the wings, near the sides of the fuselage, and one is inclined to think that in this respect at least the Bristol monoplane is able to hold its own against any conceivable biplane combination. As regards performance: from the table it will be seen that near the ground the monoplane is capable of a speed of 130 m.p.h., which is distinctly good for an engine of only 110 h.p. At 10,000 ft. this speed has dropped to 117 m.p.h., which is not bad considering that the engine is a rotary. The climb also is quite good, the first 5,000 ft. only taking 3 1/2 mins., while 10,000 ft. is reached in 9 mins. As the landing speed is certainly not unduly high, it appears that taking it all round, the monoplane is able to hold its own against the biplane for performance, and there can be no doubt that as regards visibility the mono, has it all its own way. As a matter of fact, had the War continued it is not in the least improbable that this type of machine might have reconquered some of the prestige it appears to have lost, and in France at any rate there was not lacking indications to this effect, although this may not be common knowledge on this side of the Channel. For peaceful purposes we are not at all certain that the last has been heard of the monoplane type of machine.

  

Flight, April 10, 1919.

Flight over the Andes

  A MESSAGE from Santiago de Chile, dated April 5, states that Lieut. Cortinez, on one of the Bristol aeroplanes pre sented to the Chilean Air Service by the British Government, had flown over the Andes at a height of 6,000 metres (19,600 ft.). Last December Lieut. Godoy, also on a Bristol, flew across the Andes from the Chilean capital to Mendoza, in Argentina, in one and a-half hours.


Flight, April 24, 1919.

Across the Andes

  THE Chilean pilot, Lieut. Cortinez, who crossed the Andes recently from Santiago and landed at Mendoza (Argentina) has re-crossed the range on his return to Santiago, the journey occupying 2 hours. Lieut. Cortinez reached a height of over 20,000 ft.


Flight, June 26, 1919.

THE AERIAL DERBY

THE MACHINES

No. 12. - The Bristol Monoplane, 110 h.p. Le Rhone engine
  This machine was briefly described in the Bristol "Milestones" series published in our issue of January 23, 1919. The chief feature of it is the unusual shape of the wings, which are of very deep section, and have their leading edges swept back in a curve which gives the wings an appearance of being crescent-shaped. For visibility this machine is excellent, since the pilot sits between the wing spars where these cross the body. The only direction in which the wings obstruct the view is downwards, but this has been remedied by cutting slots in the wings near the sides of the fuselage. The latter, it will be seen, is of circular, streamline shape, and the whole machine has been designed for low resistance. Thus the wing bracing has been reduced to one wire per spar on each side. This is rendered safe by the employment of a very deep wing section, as already mentioned. Lateral control, on account of the thick wings, is by means of ailerons and not, as was the case in nearly all monoplanes before and during the early part of the War, by warping.

А.Шепс - Самолеты Первой мировой войны. Страны Антанты
Истребитель Бристоль M.1C RFC (Месопотамия, 1916г.)
В.Кондратьев - Самолеты первой мировой войны
Бристоль M1C, 72-й дивизион RFC, 1918г.
В.Кондратьев - Самолеты первой мировой войны
Этот разоруженный и раскрашенный под Арлекина "Бристоль" M1C использовался в 1918 году для отработки пилотажа во 2-й истребительной авиашколе RAF в Мэрске.
C.Barnes - Bristol Aircraft since 1910 /Putnam/
M.1A as first flown by F. P. Raynham at Filton in June 1916.
Журнал - Flight за 1918 г.
The Bristol monoplane.
C.Barnes - Bristol Aircraft since 1910 /Putnam/
Second M.1B A5140 at Filton in December 1916.
C.Barnes - Bristol Aircraft since 1910 /Putnam/
Fourth M.1B A5142 modified to M.1C standard with central gun; Orfordness, April 1917.
W.Green, G.Swanborough - The Complete Book of Fighters
The tenth of the M.1C production batch built for the RFC being illustrated here. These were used principally in the Middle East.
Jane's All The World Aircraft 1919 /Jane's/
Three-quarter Front View of the Bristol Monoplane.
Jane's All The World Aircraft 1919 /Jane's/
View from Rear - The Bristol Monoplane.
В.Обухович, А.Никифоров - Самолеты Первой Мировой войны
H.Cowin - Aviation Pioneers /Osprey/
Developed from the company's sole M IA and the four M IBs, the first of which made its maiden flight on 14 July 1916, the Bristol M IC was the only British front-line combat type to use a monoplane configuration during World War I and clearly represented an opportunity lost. Considered by officialdom as having too high a landing speed, at 49mph, for use on the Western Front, the M IC's deployment was confined to partially equipping five Middle East-based RFC squadrons, thus only 125 M ICs were built between September 1917 and February 1918. Armed with a single .303-inch Vickers gun, the M IC, powered by a 110hp Le Rhone, was capable of a top level speed of 130mph at sea level and of operating at up to 20,000 feet. Reputed to have good overall handling characteristics, this appears to be borne out from the fact that M ICs were highly sought after as senior flight officers' hacks.
K.Delve - World War One in the Air /Crowood/
Among the specialist schools that had grown in importance by 1918 was the School of Aerial Warfare. This unit operated a wide range of types, such as this Bristol M1C seen at Marske in 1918.
K.Delve - World War One in the Air /Crowood/
One of three M-series designs from Bristol, the M1C was the only one to see real operational service - primarily in the Middle East and Macedonia. In Palestine 111 Squadron had three M1Bs on strength. This particular M1C was in use with the CFS.
C.Barnes - Bristol Aircraft since 1910 /Putnam/
M.1C's of No. 72 Sqn in Mesopotamia in 1917.
K.Delve - World War One in the Air /Crowood/
Bristol M1C monoplanes were based with 72 Squadron in Mesopotamia during the early part of 1918. The Squadron flew reconnaissance and fighter mission from a number of LGs over a wide operational area.
В.Кондратьев - Самолеты первой мировой войны
Восстановленный до летного состояния Бристоль М. 1 с бортовой эмблемой 72-го дивизиона RFC.
В.Кондратьев - Самолеты первой мировой войны
C.Barnes - Bristol Aircraft since 1910 /Putnam/
G-EASR at Filton in 1924.
C.Barnes - Bristol Aircraft since 1910 /Putnam/
Larry Carter with M-AFAA (formerly G-EAVO) at Croydon in November 1921.
C.Barnes - Bristol Aircraft since 1910 /Putnam/
Harry Butler and H. A. Kauper with M.1C C5001 bought from the Aircraft Disposals Board at Waddon in July 1919.
Журнал - Flight за 1919 г.
No. 12. - The Bristol Monoplane, 110 h.p. le Rhone, flown by Maj. C. H. C. Smith.
P.Lewis - British Racing and Record-breaking Aircraft /Putnam/
Maj C. H. C. Smith's aircraft in the 1919 Aerial Derby - the Bristol M.1C C4964/G-EAER - being started at Hendon.
Журнал - Flight за 1919 г.
THE AERIAL DERBY. - The competitors lined up at the starting line ready for the race.
В.Кондратьев - Самолеты первой мировой войны
Бристоль М.1 в спортивном варианте. Современный снимок.
C.Barnes - Bristol Aircraft since 1910 /Putnam/
Harry Butler's M.1C re-engined in 1931 with Gipsy II, restored in 1957 and now preserved at Minlaton, S.A.
P.Lewis - British Racing and Record-breaking Aircraft /Putnam/
Winner of the 1922 Aerial Derby Handicap, the red, black and white Bristol M.1D G-EAVP flown at 107,85 mph by L. L. Carter.
Журнал - Flight за 1919 г.
OVER THE ANDES. - On April 4 Lieut. Cortinez crossed the Andes from Santiago (Chile) to Mendoza (Argentine) and back, attaining a height of nearly 20,000 ft. The machine he used was one of the "Bristol" monoplanes presented by this country to the Chilian Government
C.Barnes - Bristol Aircraft since 1910 /Putnam/
F. P. Raynham in M.IA after first flight at Filton, June 1916.
Журнал - Flight за 1919 г.
FRONT AND SIDE ELEVATIONS OF THE BRISTOL MACHINES. - These are all drawn to a uniform scale, the scale being the same as that of the D.H. Milestones, published on January 9.
Журнал - Flight за 1919 г.
PLAN VIEWS OF THE BRISTOL MACHINES. - The scale to which these are drawn is the same as that of the D.H. machines previously published.
W.Green, G.Swanborough - The Complete Book of Fighters
The Bristol M.1C
C.Barnes - Bristol Aircraft since 1910 /Putnam/
Bristol M.1C
В.Кондратьев - Самолеты первой мировой войны
Bristol M1C