Самолеты (сортировка по:)
Страна Конструктор Название Год Фото Текст

Farman HF.15/16/20

Страна: Франция

Год: 1912

.Two-seat reconnaissance, bombing and training aircraft

Farman - HF.14 - 1912 - Франция<– –>Farman - HF.16 - 1912 - Франция


В.Кондратьев Самолеты первой мировой войны


ФАРМАН F.15/16/20 / FARMAN F.15/16/20

  Двухместный полутораплан с толкающим винтом. Разработан известным французским авиаконструктором Анри Фарманом в 1912 году. Конструкция смешанная. Продольные балки хвостовой фермы, контуры оперения и элементы шасси из стальных труб, крылья деревянные с полотняной обшивкой, гондола выклеена из фанеры.
  Уже в 1913-м "Фарман" F.15 принят на вооружение французских, английских, российских и бельгийских ВВС в качестве связной и разведывательной машины. Позднее самолет появился в Италии, Румынии и некоторых других странах. Созданные вскоре модификации F.16, F.20 и F.21 отличались площадью крыльев и рядом незначительных технологических усовершенствований. Все три типа выпускались серийно на заводе фирмы Фарман в Билланкурте, и на российских заводах Щетинина, Лебедева и "Дукс". Всего в России построено около 300 F.16 и до 200 F.20 и F.21. В 1914 году во Франции и в России запущен в серию "Фарман" F.22 с улучшенной конструкцией тележек шасси (без противокапотажных лыж) и более широким применением металла.
  К началу первой мировой войны "Фарманы" различных модификаций были весьма популярны во всех странах Антанты. Объясняется это во-первых исключительной легкостью и простотой пилотирования, присущей всем изделиям Анри Фармана, а во-вторых - активной рекламой и авторитетом фирмы. На западном фронте машинами Анри Фармана были полностью оснащены 5 французских, 6 английских и 2 бельгийских эскадрильи. Но при этом слабая энерговооруженность F.20, F.21 и F.22 сильно ограничивала боевое применение этих машин. Установка пулемета и принятие на борт даже небольшой бомбовой нагрузки резко ухудшали и без того невысокие летные характеристики "Фарманов", оснащенных маломощными ротативными двигателями. В результате к лету 1915 на западе, а в начале 1916 и в России их перевели в разряд учебных. Однако в период гражданской войны хроническая нехватка самолетов как у красных, так и у белых заставила вновь использовать эти безнадежно устаревшие машины по их прямому назначению -в качестве разведчиков и самолетов связи. Последние F.22, служившие в Севастопольской летной школе, списали в 1923 году.
  
  
ДВИГАТЕЛЬ
  
  На "Фарманы" устанавливали различные ротативные моторы: "Гном" (70, 80 или 100 л.с.), "Рон" (80 л.с.), "Клерже" (80 л.с.), иногда "Гном-Моносупап" в 100 л.с.
  
  
ВООРУЖЕНИЕ
  
  Не предусмотрено. Иногда в частях ставили подвижный "Кольт", "Виккерс" или "Льюис" на шкворне у летнаба.


А.Шепс Самолеты Первой мировой войны. Страны Антанты


Фарман F.15 1913г.
   Трехстоечный полутораплан ферменной конструкции, дальнейшее развитие машин предыдущего типа. Двухместная гондола имела деревянную конструкцию. Пояса ферм изготавливались из стальных труб. Стойки ферм и коробки крыльев пустотелые, деревянные. Растяжки - стальная проволока. Крыло двухлонжеронное. Лонжероны имели конструкцию из сосновых брусков, нервюры - из фанеры и бруса. Обтягивалось крыло полотном. Элероны были только на верхнем крыле. Консольные части крыла поддерживались шпренгелями. В хвостовой части на соединяющую ферму навешивался руль поворота. Стабилизатор и рули высоты устанавливались по верхнему поясу ферм. Шасси "фармановского" типа с двумя спарками колес. Двигатель "Гном-Моносупап" мощностью 100л. с., 7-цилиндровый, воздушного охлаждения, ротативный, устанавливался в хвостовой части гондолы по задней кромке нижнего крыла, а перед ним устанавливались топливный и масляный баки. В 1913 году по поручению военного ведомства России поручик Поплавко В. Р. проводил опыты по установке пулемета "Максим". Подобные работы проводились и французами. Делались попытки установки брони для защиты экипажа и двигателя, однако из-за значительной массы и недостаточной мощности двигателя бронирование машин распространения не получило. Вообще, самолет F.15 стал переходным к более поздним машинам, выпускавшимся массовыми сериями и имевшим несколько меньшие размеры и массу.
  
Фарман F.16 1913г.
   По требованию военных в середине 1913 года братья Фарман создали на базе самолета F.15 новый разведчик и легкий бомбардировщик F.16 -- ферменный, двухстоечный полутораплан, во многом повторявший своего предшественника, но несколько меньших размеров. Двигатели устанавливались различные, 7-цилиндровые "Гном" (80 или 100 л. с., иногда 70л. с.), 9-цилиндровые "Клерже". Машина отличалась также небольшой стреловидностью по передней кромке цоколей крыла и более короткими стойками шасси. Машина строилась по лицензии в Германии (фирма "Пфальц"), России (заводы Щетинина и "Дукс"), Италии. Применялась до 1915 года как разведчик, но уже с лета 1915 года - только как учебный самолет, в этом случае ставилось двойное управление. Существовал поплавковый вариант машины, летные качества которого были хуже.
  
Фарман F.20 1913г.
   Практически это был тот же F.16, только конструкция была местами облегчена, местами усилена в зависимости от условий эксплуатации. Незначительно изменена конструкция шпренгелей верхнего крыла. Усилены стойки шасси. Строился крупными сериями и использовался в основном как учебный самолет с лета 1915 года. На некоторых машинах в полевых условиях устанавливались 7,62-мм пулеметы "Максим", "Гочкис", иногда "Кольт". Самолет мог нести несколько 5- и 10-кг бомб. В России использовался до 1921 года.
  
  
  
ЛЕТНО-ТЕХНИЧЕСКИЕ ХАРАКТЕРИСТИКИ
  
   F.15 F.16 F.16 поплавковый F.20
   1912г. 1913г. 1913г. 1913г.
  Размах, м. 17,75/ 13,76/ 13,76/ 13,76/
   11,42 7,58 7,58 7,58
  Длина, м. 9,92 8,06 8,5 8,06
  Площадь крыла, кв.м. 52,28 35,00 35,00 35,00
  Сухой вес, кг. 544 410 520 416
  Взлетный вес, кг 864 650 740 675
  Двигатель: Гном" "Гном" "Гном"
   мощность, л. с. 100 80 80
  Скорость макс., км/ч. 96 90 85 95
  Время набора
   высоты 2000 м, мин 55
  Дальность полета, км 220 315
  Потолок, м. 1500 2500 1500 2500
  Экипаж, чел. 2 2 2 2
  Вооружение нет нет нет 1 пулемет
   100 кг бомб


В.Шавров История конструкций самолетов в СССР до 1938 г.


"Фарман-XV" ( "Фарман-15" ). Схема этого самолета, как и следовавших за ним Ф-16, Ф-20 и Ф-22, - полутораплан с форменным хвостом и выдвинутой вперед двухместной гондолой. Коробка крыльев - трехстоечная (не считая средних стоек у кабины). Лонжероны крыльев - сосновые бруски, нервюры - из фанерных стенок с сосновыми или липовыми полками. Стойки коробки крыльев и ферм - деревянные пустотелые, пояса ферм - стальные трубы. Общая культура конструкции гораздо выше, чем у Ф-VII. Консоли верхнего крыла поддерживались шпренгелями. Двигатель - "Гном-Моносупап" в 100 л. с. (фактически 82 л. с.), на нескольких Ф-15 был установлен "Гном" в 80 л. с. Всего на заводе "Дукс" было построено 18 экземпляров самолета Ф-15; в них размах и площадь крыльев были немного больше, чем во французском образце.

   Военное назначение самолета - разведчик (по требованиям конца 1912 г.). Его предполагали снабдить броней, но масса ее была настолько большой, что работы пришлось остановить. В 1913 г. Поручик В. Р. Поплавко производил на нем первые в России опыты со шкворневой установкой пулемета "Максим" в носовой части кабины.

   Самолет Ф-15 не привился, распространение получили "Фарманы" несколько меньших размеров с тем же двигателем "Гном" в 80 л. с. Ф-16, Ф-20 и Ф-22 - первоначально военные, а с 1915 г. учебные.


Самолет||<Фарман-XV>
Год выпуска||1912
Двигатель, марка||<Гном-Моносупап>
   Мощность||100
Длина самолета, м||9,92
Размах крыла, м||17,75/11,42
Площадь крыла, м2||52,28
Масса пустого, кг||544
Масса топлива+ масла, кг||94+30
Масса полной нагрузки, кг||320
Полетная масса, кг||864
Удельная нагрузка на крыло, кг/м2||16,5
Удельная нагрузка на мощность, кг/лс||8,6
Весовая отдача, %||37
Скорость максимальная у земли, км/ч||96
Скорость посадочная, км/ч||60


  "Фарман-XVI" ("Фарман-16", Ф-16). Отличался от самолета Ф-15 двухстоечной полуторапланной коробкой крыльев с очень большими чуть стреловидными консолями. Шасси ниже, чем у самолета Ф-15. Двигатели ставились "Гном" в 80 л. с. и 70 л. с., "Калеп" в 80 л. с., "Клерже" в 80 л. с. и "Гном" в 100 л. с. (для предполагавшегося перелета поручика Поплавко).

   Первоначальное назначение - разведчик, предполагалась броня, вооружение не ставилось, и уже с 1915 г. самолет применялся только как учебный. Строился на всех основных русских авиазаводах, выпущено было до 300 экземпляров.

   Для этого самолета, взятого в 1914 г. в арктическую экспедицию Вилькицкого, было сделано особое лыжное шасси. Был совершен один полет летчика Александрова с механиком Тыркаловым в бухте Провидения, но потом во время зимовки самолет был превращен в аэросани.

   "Фарман-XX" ( "Фарман-20", Ф-20). От самолета Ф-16 отличался более рациональной конструкцией, кое-где облегченной, местами упрочненной по эксплуатационным соображениям. Часть самолетов имела двойное управление. Двигатели - "Гном" в 80 л. с , "Рон" в 80л. с. (с 1916-1917 гг.), иногда "Гном-Моносупап" в 100л. с. и "Гном" в 100 л. с. Строился на заводах Щетинина и Анатра, на последнем даже в 1921-1922 гг. Всего было выпущено до 200 экземпляров. В Севастопольской школе самолет прослужил до 1923 г.

   "Фарман-XVI" поплавковый. Поплавки типа С-5а крепились на тех же стойках, что и шасси, входившие в общую систему стоек и расчалок коробки крыльев. На этом самолете летал Н. А. Яцук в Петербурге в 1913 г.


Самолет||<Фарман-XVI>/<Фарман-XX>/<Фарман-XVI> поплавковый
Год выпуска||1913/1913 /1913
Двигатель, марка||<Гном>/<Гном>/<Гном>
   Мощность||80/80/80
Длина самолета, м||8,06/8,06/8.5
Размах крыла, м||13,76(7,58)/13,76(7,58)/13,76(7,58)
Площадь крыла, м2||35/35/35
Масса пустого, кг||410/416/520
Масса топлива+ масла, кг||70/82+27/70
Масса полной нагрузки, кг||240/259/220
Полетная масса, кг||650/675/740
Удельная нагрузка на крыло, кг/м2||18,4/19,1/21
Удельная нагрузка на мощность, кг/лс||8,1/8,4/9,3
Весовая отдача, %||36/38/30
Скорость максимальная у земли, км/ч||90/95/85
Скорость посадочная, км/ч||60/55/60
Время набора высоты||
   500 м, мин||8/8,0/?
   1000 м, мин||20/20/?
   2000 м, мин||55/55/?
Потолок практический, м||2500/2500/?
Продолжительность полета, ч.||2,5/3,5/?
Дальность полета, км||220/315/?


L.Opdyke French Aeroplanes Before the Great War (Schiffer)


HF 15: Another 1912 design, this big 2-seater featured a long overhung top wing braced only with wires, and tail outriggers coming together at the single oval rudder and high tailplane.

  (Span: 17.75 m; length: 9.81 m; 100 hp Gnome)

  HF 20: similar to the HF 16, with differences in internal structure.


M.Goodall, A.Tagg British Aircraft before the Great War (Schiffer)


AIRCO: HENRY FARMAN F.20

  The type was originally a 2/3-seater biplane but a large fuel tank usually replaced the third seat. Trials with various types of armament were carried out and the type was also flown as a seaplane. A typical pusher biplane of neat appearance, the top wing had long extensions and was fitted with ailerons. The tail unit comprised a single rudder with tailplane and elevators mounted on the top booms.

  Power: 80hp Gnome or Le Rhone seven-cylinder air-cooled rotary.
  Data
  Span top 45ft (13.5m) or 43ft 6in (13.25m)
  Span bottom 24ft 7in (7.5m)
  Chord top 6ft (1.9m)
  Chord bottom 4ft 10in (1.45m)
  Area 377 sq ft (35 sq m)
  Length 27ft 10in or 26ft 6in (8.06m)
  Height 10ft (3.15m)
  Weight 794 lb (360kg)
  Weight all up(1) 900 lb or 1,455 lb (660kg)
  Speed 62mph or 65mph
  Endurance 3hr
  Climb 8 min to 1,640ft (500m)
(1) (No passengers pilot and fuel only)


O.Thetford British Naval Aircraft since 1912 (Putnam)


Henry Farman F.20 and F.22

  The name of the Henry Farman pusher biplane appears in some of the earliest annals of British naval aviation. It is recorded that on 27 August 1914 seaplanes Nos.97 and 156 of the RNAS led the Battle Fleet to sea. The seaplanes in question were Henry Farmans and, indeed, many of the aircraft of this type supplied to the RNAS before the outbreak of war were fitted with twin floats as shown in the three-view drawing. Both landplanes and seaplanes were built in England by the Aircraft Manufacturing Company at Hendon, and all were powered by the 80 hp Gnome, with the exception of No.115, which had a 100 hp Renault.
  The first RNAS unit to go overseas, the Eastchurch squadron commanded by Wg Cdr C R Samson, flew to Ostend with nine assorted types, one of which was a Henry Farman F.20. In March 1915 this unit became No.3 Squadron, RNAS, and was sent to the Eastern Mediterranean to participate in the Dardanelles campaign with eight Henry Farmans, two B.E.2cs, two B.E.2s, two Sopwith Tabloids, a Breguet and three Maurice Farmans. Of all these types, the Henry Farmans were the least useful, as they were too slow and difficult to maintain in the field. They were used briefly as single-seaters for reconnaissance; a further six which arrived in May were promptly returned to England as being valueless for first-line duties. Re-engined with the 140 hp Canton Unne, the Henry Farman was distinctly better, and served as a bomber with the RNAS in the Aegean from July 1915 onwards. This version, the F.27, was of steel construction, and it was with this type that Wg Cdr Samson dropped a 500 lb bomb (the biggest of the war at that date) on a Turkish barracks during a flight from Imbros on 18 December 1915. The Farman F.27 is described and illustrated separately in Appendix A.
  Some of the earliest bombing attacks on submarines and Zeppelin sheds were made by Henry Farmans of the RNAS in Belgium. On the night of 6/7 June 1915, F/Sub-Lt J S Mills of No.1 Wing destroyed LZ38 in its shed at Evere with four 20 lb bombs. On 26 August 1915 Sqn Cdr A W Bigsworth of No.2 Wing attacked a U-boat six miles off Ostend and, on 28 November 1915, F/Sub-Lt Viney claimed to have blown a U-boat in half with two well-aimed 65 lb bombs, but this feat was never officially recognised.

UNITS ALLOCATED
  Eastchurch squadron, which became NO.3 Squadron, RNAS, in March 1915 and No.3 Wing, RNAS, in June !915. Also Nos.l and 2 Squadrons (later Nos.1 and 2 Wings), RNAS.

TECHNICAL DATA (HENRY FARMAN F.20)
  Description: Two-seat reconnaissance, bombing and training aircraft. Wooden structure, fabric covered.
  Manufacturers: Henry and Maurice Farman, Billancourt (Seine), France. Sub-contracted by Aircraft Manufacturing Co Ltd, Hendon.
  Power Plant: One 80 hp Gnome.
  Dimensions: Span, 44 ft 9 in. Length, 26 ft 6 in. Height, 12 ft. Wing area, 375 sq ft.
  Weights: Empty, 820 lb. Loaded, 1,440 lb.
  Performance: Maximum speed, 60 mph at sea level. Climb, 18 1/2 min to 3,000 ft. Endurance, 3 hr.
  Armament: None standardised, but some aircraft fitted with a Lewis gun in front cockpit.


Jane's All The World Aircraft 1913


FARMAN. Henry and Maurice Farman, 167, Rue de Silly, Billancourt (Seine) Aerodromes: Buc, pres Versailles and Etampes. Depots: Camp de Chalons--Reims. Established by H. Farman in 1908. M. Farman established works a little later. In 1912 the two brothers combined. The present works were opened in January, 1912, and had an output capacity of at least 300 machines a year in March, 1913.

   H. Farman. H. Farman. H. Farman. H. Farman
   Military. Single- 2-seater 2-seater
   2 or 3- seater. monoplane. special
   seater. Military. hydro-
   1912-13. 1913. biplane.
   Biplane. Biplane.

Length....feet(m.) 26? (8) 24? (7.35) 24? (7.50) 26 (7.90)
Span......feet(m.) 42? (18.25) 31-1/3 (9.5) 32? (10) 45 (13.70)
Area...sq.ft.(m?.) 376 (35) 161 (15) 204 (19) 344 (32)
Weight,total...
  .. ...lbs. (kgs.) 793 (360) 640 (295) 628 (285) 950 (431)
Weight...
  ......lbs. (kgs.) 661 (300) 386 (175) ... ...
Motor.........h.p. 70-80 Gnome 70-80 Gnome Designed for 50 Gnome
   Gnomes from 40
   up to 160 h.p.
Speed, max...
  .......m.p.h.(km) 65 (105) 71 (15) ... 52 (100)
Speed, min...
  .......m.p.h.(km) ... ... ... ...
Endura........hrs. 3 ... ... ...
Number built
   during 1912 ... ... ... ...

Remarks.--The whole of the above can easily be converted into hydro-avions --two long narrow floats without steps. H. Farmans are of wood and steel onstruction; M. Farman, wood. In all 1913 biplanes the ailerons are inter-connected. All 1913 machines designed to carry one or in some cases two mitrailleuse, and special attention is paid to facility for taking down for transport and re-assembling. The 1911-12 H. Farmans had elevators forward, were a good deal longer, and had more surface than 1913 models. Ailerons not inter-connected. The M. Farmans generally as now, except that all planes, etc., had rounded edges. On September 1lth, 1912, Foury, in an M. Farman military, made world's endurance record to date, 13 hrs. 22 min., covering 631 miles (1,017 km.) All models of this type, also the "big military," are fitted with the Doutre stabiliser. Fabric: "Aviator" Ramie.


Журнал Flight


Flight, February 8, 1913.

WHAT THERE WILL BE TO SEE AT OLYMPIA.

THE MACHINES.

The Aircraft Manufacturing Co., Ltd.

  Constructors of British-built Henry and Maurice Farman biplanes, will be showing a machine of each type. Their British-built Maurice Farman biplane, equipped with the 70-h.p. Renault motor, flown so well by officers in the Royal Flying Corps, and by Verrier at Hendon, is too well known to need any description here. The Henry Farman biplane that will be shown, we are not so closely acquainted with. In its general lines it will greatly resemble the 80-h.p. H. Farman owned by the Grahame-White Aviation Co., and flown at Hendon by Louis Noel. Its chassis, however, will be different, and its body will be of a more modern type. It will be fitted with an 80-h.p. Gnome motor.
<...>


Flight, February 22, 1913.

SOME MORE AEROPLANES AT OLYMPIA.

THE AIRCRAFT MANUFACTURING CO., LTD.

  In our last issue of FLIGHT we described and gave sketches of the 70-h.p. Maurice Farman biplane shown on their stand. At the time of going to press with that issue the 80-h.p. Henry Farman machine that they are also showing was not available for review, so it could not be included in the report of the Aircraft Manufacturing Co.'s stand. Since then, however, we have been able to examine the machine, and we are able to set forth its chief characteristics here below.
  The 80-h.p. Henry Farman Biplane. - Remembering the comparative crudity of construction of these machines some three years or so back, the excellence of the workmanship that the Farman firm put into their machines now is a revelation. And perhaps it is not surprising, since they have, at Billancourt, what are probably the best organised and largest aeroplane works in the world. The machine at Olympia on the stand is an ordinary everyday sample of their good work. It has been taken from stock, to use a rather inaccurate expression, since the demand for these machines is so great that they can keep no stock.
  Plane construction. - Its planes span 45 ft- and 25 ft. respectively, their chord measurement is 5 ft. in the centre bay, from which they taper to the tips. They are separated by struts 4 ft. 9 ins. in length. There are twelve of these struts separating the two planes, half of them being of hollow ash, and the remaining ones of hollow spruce, the ash ones being those immediately on either side of the engine, and the four that brace the cellule above the point of attachment of the landing gear. The spars, both front and rear, are of ash, and the front one is bullet nosed, as it forms the entering edge of the plane. The 10 ft. extensions that are fitted to the top plane on either side of the machine are braced in posit ion by king posts and piano wire in a manner identical to that of a monoplane wing. Double acting ailerons, for balancing, are hinged to the rear spars of these extensions.
  The landing chassis. - The ordinary type of Farman chassis is employed, but in its working out there are many detail improvements. The two short ash skids are spaced 9 ft. 9 ins. apart, and each support the machine through a single rank of three steel tubular struts on either side. There is a sketch printed in connection with this description which shows the neat manner in which the radius rods are universally hinged to the skid by a ball joint. In former types of the Farman under-carriage, steel compression springs were fitted over the axles between the central bobbin carrying the shock absorbers, and the wheel hub, to assist the chassis to track correctly. These have been dispensed with now, and the elastic cord which provides a flexible suspension of the wheels, is now bound under the skids and over the axles.
  The body, a rectangular section girder, built up with ash longerons and ash cross-members, accommodates the pilot and passenger in tandem, and serves as a mounting for the motor and tanks. Its sides and bottom are enclosed, and a wind shield in front assists in keeping some of the draught off the occupants. This front is constructed in rather a neat manner. The skeleton of that portion is of oval section steel tubing, and the vertical members separating the top and bottom sweeps are of the same material. The joints are acetylene welded. Just behind the wind shield there is a very comfortable seat, with a high back of sheet aluminium for the pilot. He controls the rear elevator and the compensating ailerons by means of a vertical universally jointed lever, greatly refined from the crude form of lever that was employed on the early Henry Farman biplanes. The passenger has a seat, perhaps not quite so comfortable, just behind the pilot. The Gnome motor, at the back, is overhung. It is mounted with two flanged steel plates on one side of the crank case, and the fuselage in that vicinity is cross-braced by 3/8-in. steel tubing, to give it the necessary rigidity and strength. By the way, a new type of carburettor is fitted, whereby the engine may be made to run slowly, a condition which is difficult to obtain with the ordinary type of Gnome injector carburettor.
  The tail is cambered, and is supported by outriggers which proceed from the cellule on either side of the engine and which meet at the rudder post. At rest, the tail is supported by a small flexibly sprung skid, which is fitted with a serrated spade, designed to dig into the ground on landing, and so bring the machine quickly to rest.
  There is a further interesting exhibit on this stand - a travelling repair-shop fitted on a 28-h.p. Dennis chassis. The aviation department of the French army possess a large number of these vehicles, which are used to accompany flights of aeroplanes, so that if any of them suffered damage, quick and efficient repairs can be made on the spot. It will be remembered that quite a number of them were exhibited at the last Paris Aero Show. The chassis of the repair-shop shown on the Aircraft Company's stand is a 2-ton lorry chassis, specially designed to pass the British Government transport test. Inside the body, the sides of which are arranged to hinge down and rest on exterior supports to give greater floor space, are a complete set of machine tools, sufficient (may be, more than sufficient) for the accomplishment of aeroplane repairs "on the road." There are installed a drilling machine and a Drummond lathe, both electrically driven by motors which obtain their current from a dynamo driven off the engine shaft. An anvil, a forge, and a convenient bench with a useful-sized vice are also carried.


Flight, April 19, 1913.

BRITISH NOTES OF THE WEEK.

A Mishap at Queenborough.

  IT was very hard luck that Capt. Risk, after making a splendid flight from Farnborough on a biplane on the 11th inst., should have met with disaster when so near his destination. The machine was for the naval wing of the Royal Flying Corps, and had been tested at Farnborough. Everything went well until the machine had passed over Sheerness Harbour, when apparently the carburetor froze up owing to the intense cold. Capt. Risk attempted to plane down to the marshes near Queenborough, but when near the ground the machine capsized, both pilot and the passenger, Chief Artificer Susans, being thrown out. Both were taken to Sheerness Hospital, when it was found that their injuries were not very serious, and Susans, in fact, is now out of hospital.


Flight, September 20, 1913.

THE AERIAL DERBY.

PILOTS AND HOW TO RECOGNISE THE MACHINES.

No. 5. The Henry Farman Biplane
  resembles the Grahame-White 5-seater in that it has no front elevator, but it may be easily distinguished from that machine as it is much smaller, and has only one tail plane and a single rudder.


THE MACHINES, WITH SOME DETAILS.

  No. 5. The 80 h.p. Gnome-Henry Farman, whose upper and lower planes span 45 ft. and 25 ft. respectively, is somewhat similar to the Maurice Farman, except that it has no front elevator and that the tail is of the monoplane type with its one tail plane level with the upper main plane. It has a single rudder.
  The Gnome engine is situated in its usual position behind the passenger's seat, which is, in turn, behind that of the pilot.


Flight, September 20, 1913.

Fine Flight by an Italian Officer.

  A SPLENDID trip was made last week on a 70 h.p. Farman by Lieut. Bailo, the chief instructor at the Pordenone Military Aviation School. Starting from San Francesco he arrived at Comina, a distance of 450 kiloms. in 5 hours 20 mins. without a stop, passing over en route Vigebano, Abbiategrasso, Crema, Verona, Vincenza, Conegliano. Throughout, Bailo maintained an altitude of about 1,500 metres, and encountered a very strong contrary wind when passing over the Lake of Gorda.


Flight, March 28, 1914.

BRITISH NOTES OF THE WEEK.

Biplane Looping at Eastbourne.

  A SPLENDID flight was made on Monday by Mr. J. E. B. Thornely, a pupil at the Eastbourne Aviation School, who, although he passed the tests for his pilot's certificate last November, has to wait until he attains the minimum age of 18 next July before he can enjoy the privilege of holding it. On a Henry Farman biplane, built at Eastbourne and fitted with a 70 h.p. Gnome engine, he went up to a height of 3,500 ft., then dived to 2,000 ft., made a perfect loop and dived again, finishing up with a splendid landing after being in the air for twenty minutes.


Flight, May 22, 1914.

THE AERIAL DERBY.

THE PILOTS AND HOW TO RECOGNISE THE MACHINES.

No. 4. The 80 h.p. Henry Farman Biplane
  will be easily recognised by the nacelle, which projects out in front of the main planes, of which the upper one has a considerable overhang. This machine is of the engine-behind type.

THE MACHINES AND HOW TO RECOGNISE THEM.

No. 4. The 80 h.p. Henry Farman Biplane is a standard type Henry Farman. It was on a similar machine that M. P. Verrier recently flew from Hendon to Monaco. The engine, as our readers are, of course, aware, is mounted in the rear of the nacelle, thus constituting this machine to be of the "pusher" type.


Flight, October 22, 1915.

CONSTRUCTIONAL DETAILS.-VII.

<...>
  As the Farman type of undercarriage may be said to be the progenitor of the wheel and skid combination, this will be dealt with first. The accompanying illustrations show a modern Henry and Maurice Farman chassis. The chief characteristics are, it will be seen, that there are two pairs of wheels, each pair mounted on a short axle slung from the corresponding skid by means of rubber bands. The skids or runners are in turn supported on a structure of streamline struts running down from the spars of the lower wing. This arrangement, while suffering from the disadvantage that shock is transmitted to the spars, gives a very wide track, and consequently good stability when rolling over the surface.
  The disadvantage of the arrangement is not very serious, and can be almost completely overcome by proper bracing with steel wires or cables.
<...>

А.Шепс - Самолеты Первой мировой войны. Страны Антанты
Разведчик/легкий бомбардировщик F.16, построенный по лицензии немецкой фирмой LVG (1913г.)
В.Кондратьев - Самолеты первой мировой войны
Henri Farman HF.20, 21-й корпусной авиаотряд ВВС России, конец 1914г.
А.Шепс - Самолеты Первой мировой войны. Страны Антанты
Разведчик/легкий бомбардировщик Фарман F.20 ВВС Франции (1914г.)
Журнал - Flight за 1912 г.
Several modifications were apparent in the Henry Farman biplanes seen at the Anjou meeting some time ago. The rear plane was quite flat and on a level with the top main plane. The lifting area amounted to 40 sq. metres.
Журнал - Flight за 1912 г.
The 80-h.p. Henry Farman biplane, showing in detail the tail formation and engine mounting.
M.Goodall, A.Tagg - British Aircraft before the Great War /Schiffer/
Airco Henry Farman F20. Served on operations into the early war years but by 1915 was used as a trainer. Also flown as a seaplane.
O.Thetford - British Naval Aircraft since 1912 /Putnam/
Henry Farman F.22. (F.20?)
Jane's All The World Aircraft 1913 /Jane's/
H. Farman. 1912-1913 military biplane.
P.Lewis - British Racing and Record-breaking Aircraft /Putnam/
Ready to release Louis Noel in a Maurice (???) Farman in one of the events at Hendon during 1914.
Журнал - Flight за 1912 г.
Mr. L. Noel on tbe Henry Farman at the Hendon Aerodrome.
В.Шавров - История конструкций самолетов в СССР до 1938 г.
"Фарман-16"
Журнал - Flight за 1913 г.
One of Chevillard's marvellous banks, with passenger, on the Farman biplane at Hendon Aerodrome.
Журнал - Flight за 1913 г.
The week before last we gave a photograph showing the remarkable banking of Chevillard on the Farman machine, as seen when approaching the spectator. Above, another bank is seen during one of his dives, and in this the view shows the tops of the planes and the inside of the nacelle, with pilot and passenger.
Журнал - Flight за 1913 г.
Chevillard, on his Farman, in the air at the Mirafiore Racecourse, Turin, commencing one of his steep banks, being watched by the spectators below.
Журнал - Flight за 1913 г.
CHEVILLARD IN ITALY. - At Pordenone Chevillard repeated his wonderful banking exhibitions on the Henry Farman, and the above sample of his work there, with Mr. Santoni as a passenger, has been sent us from Italy.
Журнал - Flight за 1914 г.
A B.E. and a Henry Farman flying at Upavon.
Журнал - Flight за 1913 г.
Not a swallow chasing a fly, but the Handley Page and a Henry Farman over the sheds at Hendon.
Журнал - Flight за 1913 г.
A group of Italian officers at Pordenone, with M. Chevlllard and Mr. Lawrence Santoni, Managing Director of the "Savoia" Co. who are the Farman licensees in Italy, alter the reception of the Farman machines for the Government.
Журнал - Flight за 1913 г.
AIRCRAFT ON LAFFAN'S PLAIN FOR THE "FLY PAST" ON THE KING'S BIRTHDAY THIS WEEK. - In the parade there were four BE type, six Maurice Farmans, and two Henry Farmans.
Журнал - Flight за 1914 г.
CENTRAL FLYING SCHOOL, UPAVON. - A Henry Farman in flight and some of the Maurice Farmans of B Flight on the ground.
Журнал - Flight за 1914 г.
CENTRAL FLYING SCHOOL, UPAVON. - The Henry and Maurice Farmans of D Flight.
Журнал - Flight за 1914 г.
Mr. Thornely on his biplane at the Munster Aerodrome, where he has been giving looping exhibitions last week, during the time that the Prince Henry flight was in progress. Tweer was also looping on a Blerlot.
Журнал - Flight за 1914 г.
Pilot : Mr. P. Verrier.
В.Кондратьев - Самолеты первой мировой войны
"Фарман" F.15 постройки завода "Дукс"
H.Cowin - Aviation Pioneers /Osprey/
The two seat Farman HF 22 derived from the pre-war Farman F 16 and when fielded in 1914 as a reconnaissance bomber proved somewhat underpowered under the urging of its 80hp Gnome. Hampered by its limited top speed of 65mph at sea level, the HF 22 took a severe mauling from the enemy and by mid-1915 had been withdrawn from front-line duties to the training role. The type served with the French, both British service arms and Belgium.
K.Delve - World War One in the Air /Crowood/
Voisin (???) biplane - used as a reconnaissance aeroplane and night bombing.
В.Шавров - История конструкций самолетов в СССР до 1938 г.
"Фарман-15" с пулеметной установкой поручика В. Р. Поплавко
В.Шавров - История конструкций самолетов в СССР до 1938 г.
1913 Farman HF 20 and HF 22 pusher biplane
Country of Origin: France Designed and built by Henri Farman
K.Delve - World War One in the Air /Crowood/
While the BE2 was the main tractor type in British service, the Farmans were the prime pusher types, as shown here in this line up of Henri-Farmans including '274, '351, and 708 (with BE2s in the background). The advantage with this design was that the observer in the nose had an exceptional all-round view.
H.King - Sopwith Aircraft 1912-1920 /Putnam/
Commander Samson's Eastchurch Squadron of the RNAS at Dunkirk in 1914. The aeroplanes are (left to right): Henry Farman F.20. Samson's B.E.2a (No.50). Sopwith Tractor Biplane and Short No.42.
Betrayed - or proclaimed by its windows, though distant in this Farman/B.E./ Short Astra-Torres gathering, is a Sopwith tractor biplane of the 'Three-seater' family.
K.Delve - World War One in the Air /Crowood/
Workshops at the Central Flying School, one ot the elements established when the British created their military air arms in 1912. The rudder to the right shows aircraft 412, a Henri-Farman (formerly serial No 208), one of two Henri-Farmans acquired by the Royal Flying Corps when it formed in 1912. Like so many of the early aeroplanes used by European nations these were of French manufacture.
Журнал - Flight за 1912 г.
Mr Louis Noel, who has made such splendid flights at Hendon, in the pilot's seat of the Henry Farman, ready to get away in the first heat for the Speed Handicap at Hendon last week.
Журнал - Flight за 1913 г.
M. Chevillard, who has been making such sensational flights on the Farman machines at Hendon.
Журнал - Flight за 1914 г.
Mr. J. E. B. Thornely, the very able seventeen-year-old pilot who last week looped the loop at Eastbourne.
Журнал - Flight за 1914 г.
MR. J. E. B. THORNELY, who, as recorded in FLIGHT for March 28th, recently looped the loop on a Farman biplane at Eastbourne. Mr. Thornely, who will not be 18 until July 5th next, joined the Eastbourne Aviation Co.'s School in October, 1912, and last year practised on a Bleriot monoplane and later on a Bristol biplane.
Журнал - Flight за 1913 г.
Capt. C. E. Risk, R.M.L.I., and Artificer Frank Susans, with the Farman biplane, landed in a ploughed field at Sanderstead last Friday. Capt. Risk afterwards rose easily. It being subsequent to this that, through engine trouble, the machine was wrecked at Queenborough.
Журнал - Flight за 1915 г.
WOUNDED FLYER. - A Henry Farman biplane brought down by shell fire.
Журнал - Flight за 1914 г.
Mr. J. Grant's Farman type biplane, constructed from scale drawings which have appeared in FLIGHT.
Журнал - Flight за 1912 г.
A post impression of Thursday week's Illuminated Flying Meeting at the London Aetodrome, Hendon. - Capt. Tyrer, as a passenger on a Henry Farman biplane, throws bombs on a dummy battleship. Another biplane, its leading edge starred with lights, forms a new "constellation" at the left top corner.
Журнал - Flight за 1913 г.
LORD MAYOR'S DAY AT HENDON AERODROME. - A race impression of Chevillard and Verrier by Roderick Hill.
Журнал - Flight за 1913 г.
Chassis details of the Henry Farman biplane. Notice the ball joint for the radius-rods and the simple manner in which the rubber cored shock-absorbers are fitted.
Журнал - Flight за 1913 г.
Plane strut fitting, showing the warping wire pulleys on the H. Farman biplane.
Журнал - Flight за 1913 г.
How oblique stay wires are carried past struts on the H. Farman biplane.
Журнал - Flight за 1913 г.
How the tail control wires are guided at the side of a strut on the Henry Farman biplane.
Журнал - Flight за 1913 г.
The Henry Farman tail-skid.
Журнал - Flight за 1912 г.
The 80-h.p. Henry Farman biplane and its electric light and Klaxon horn fittings. - Fig. 1. - Side view. Fig. 2. - Empennage, showing the new rudder shape. Fig. 3. - Petrol and castor oil tanks. Fig. 4. - Control cable joint. Fig. 5. - Electric searchlight. Fig. 6. - Electric side lights. Fig. 7. - Klaxon electric horn.
Журнал - Flight за 1913 г.
The 80-h.p. Henry Farman biplane.
Журнал - Flight за 1913 г.
Журнал - Flight за 1913 г.
AT OLYMPIA. - A study in tail-skids.
Журнал - Flight за 1913 г.
A study in tails.
Журнал - Flight за 1915 г.
Various types of double skid undercarriages.
Журнал - Flight за 1916 г.
Some engine mountings ad housings on "pusher" biplanes.
В.Кондратьев - Самолеты первой мировой войны
Farman F.16
Журнал - Flight за 1912 г.
HENRY FARMAN BIPLANE. - Plan and elevation to scale.