В.Кондратьев Самолеты первой мировой войны
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. F.27 оснащался двигателем "Сальмсон" в 150 л.с.
ВООРУЖЕНИЕ
Не предусмотрено. Иногда в частях ставили подвижный "Кольт", "Виккерс" или "Льюис" на шкворне у летнаба.
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А.Шепс Самолеты Первой мировой войны. Страны Антанты
F.22 - серийный разведчик и легкий бомбардировщик с двигателем "Гном" (80 л. с.). С 1915 года - учебный самолет.
F.22bis - установлен более мощный двигатель "Гном-Моносупап" (100л. с.). Усилена конструкция гондолы.
F.22 поплавковый - в России несколько машин установили на поплавки по типу поплавков самолета Сикорский С-5а, причем были сняты шпренгели верхнего крыла и введены подкосы. Поплавки крепились на восьми стойках и подкосах. Машины применялись на Черноморском флоте. Самолет использовался как учебный во Франции до 1917 года, в России до 1923 года.
ЛЕТНО-ТЕХНИЧЕСКИЕ ХАРАКТЕРИСТИКИ
F.22 F.22bis F.22 поплавковый
1913г. 1913г. 1915г.
Размах, м. 15,0/7,58 15/7,30 15/7,58
Длина, м. 8,90 8,90 9,0
Площадь крыла, кв.м. 41,00 40,24 41,00
Сухой вес, кг. 430 525 630
Взлетный вес, кг 680 845 850
Двигатель: "Гном" "Гном- "Гном"
Моносупап"
мощность, л. с. 80 100 80
Скорость макс., км/ч. 90 118 90
Время набора
высоты 2000 м, мин 55
Дальность полета, км 300 320
Потолок, м. 2000 3000 1500
Экипаж, чел. 2 2 2
Вооружение 1 пулемет -
100 кг бомб
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В.Шавров История конструкций самолетов в СССР до 1938 г.
"Фарман-XXII" ( "Фарман Милитэр"). Отличался от трех предыдущих более прочным шасси, сделанным в виде пары гнутых из стальных труб дуг взамен N-образных стоек. С 1915 г. использовался как учебный.
"Фарман-XXII" поплавковый. Поплавки - типа С-5а, каждый из которых крепился самостоятельно на восьми стойках и раскосах, а передние подкосы шли под носовую часть гондолы. При этом в коробке крыльев были упразднены шпренгели над крайними стойками и введены подкосы верхнего крыла. Самолет применялся в нескольких экземплярах на Черном море в 1916-1918 гг.
"Фарман-22 бис" ("Фарман-XXII") - тот же самолет Ф-22, но с двигателем "Гном-Моносупап" в 100 л. с. при небольшом усилении гондолы и ее узлов. В школах на нем иногда устанавливали "Гном" в 80 л. с.1 или "Калеп" в 80 л. с. Строился на отечественных заводах и применялся как учебный почти до 1923 г.
Самолет||// поплавковый
Год выпуска||1913/1913/1915
Двигатель, марка||//
Мощность||80/100/100
Длина самолета, м||8,90/8,90/9
Размах крыла, м||15,0(7,58)/15,0(7,3)/15,0(7,58)
Площадь крыла, м2||41,00/40,24/41
Масса пустого, кг||430/525/630
Масса топлива+ масла, кг||82+27/98+31/82+27
Масса полной нагрузки, кг||250/320/220
Полетная масса, кг||680/845/850
Удельная нагрузка на крыло, кг/м2||16,5/21,0/21
Удельная нагрузка на мощность, кг/лс||8,5/8,4/8,5
Весовая отдача, %||37/38/26
Скорость максимальная у земли, км/ч||90/118/90
Скорость посадочная, км/ч||55/60/60
Время набора высоты||
500 м, мин||?/4,0/?
1000 м, мин||?/8,5/?
2000 м, мин||?/23/?
Потолок практический, м||?/3000/?
Продолжительность полета, ч.||3,5/?/?
Дальность полета, км||300/?/?
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J.Davilla, A.Soltan French Aircraft of the First World War (Flying Machines)
Henri Farman H.F.22
The H.F.22 was another variant of the H.F.20. Its wing span was larger than that of the H.F.20 but smaller than on the H.F.21. An 80-hp Gnome was usually fitted and the performance was slightly inferior to the H.F.20.
HF 28 used H.F.22s. The Type was noted to have an endurance of four hours and could climb to 2,000 m in 30 to 40 minutes. The H.F.22 could carry one machine gun or two obus. A single armored H.F.22 was also used by the escadrille. The pilots considered the H.F.22 to be a significant improvement over the H.F.20s they had flown previously.
Foreign Service
Argentina
The Argentine naval air service purchased three H.F.22s beginning in 1916; They were allocated to the Naval Balloon and Aircraft Depot and School and were withdrawn from service in 1918.
Belgium
The Belgian air service acquired a single H.F.22 built by the Belgian firm of Jero.
Denmark
Denmark acquired four H.F.22s in 1915. They were given serials HF 1 through HF 4. These machines had been built in Sweden (see entry below).
Greece
Two H.F.22s were obtained by Greek naval air service near the end of 1914. They were based at Paleo Faliro Bay and used as trainers.
Netherlands
The Dutch government purchased H.F.22s that served from 1913 until 1919. They were assigned serials LA 6, 7 (in 1918 given serial HF-10), 8, 9 (HF-11), 10 (HF-12), 11 (HF-13), 15 (HF-14), 16 (HF-15), 17, 18 (HF-16), 19, 20 (HF-17), 21 (HF-18), 26 (HF-19), 27 (HF-20), 30, and 32 (HF-25).
Russia
Russia acquired a small number of H.F.22s in 1915. They were assigned to training units and flown by students who had mastered the H.F.20. At least two were in service with the 1st Military School of Pilots in 1920 and one served as late as June 1923.
Sweden
Sodertelge Verkstaders Aviatikavdelning (SW) produced 14 H.F.22s and H.F.23s (see below) under license in 1914 and 1915. They were designated SW 10s and three were supplied to the Flygkompaniet (Army Aviation Service). The individual aircraft histories are as follows:
1. SW 10, serial no.8 - delivered in 1914; SOC 1916.
2. SW 10, serial no.12 - delivered in 1914; destroyed in a crash in February 1916.
3. SW 10, serial no.14 - delivered 1914; crashed on 13 May 1916 and subsequently SOC.
United Kingdom
The Royal Flying Corps acquired one H.F.22 in March 1913 when the RFC purchased a number of planes owned by the Graham-White firm. It was assigned serial number 434. The aircraft was sent to the CFS and was later lost in a crash.
Eight H.F.22s accompanied RNAS No. 1 Squadron (formerly the Eastchurch Squadron, later No.1 Wing) when it was sent to the Aegean in early 1915 to support the Gallipoli operation. However, they could not carry an adequate payload, were too slow, and suffered from the severe weather; consequently they were confined to single-seat reconnaissance. When six more H.F.22s arrived in May 1915 they were immediately returned as unsatisfactory. In July 1915 the improved H.F.27s replaced the H.F.22s still in service.
H.F.22 Two-Seat Reconnaissance or Touring Plane with 80-hp Gnome Lambda
Span 15.58 m; length 8.20 m; height 3.20 m; wing area 46 sq. m
Empty weight 385 kg; loaded weight 710 kg
Maximum speed: 105 km/h; climb to 2,000 m in 32 minutes
H. Farman H.F.22 Floatplane
The floatplane version of the H.F.22 was widely used during the first year of the war. The H.F.22s were equipped with twin floats in place of the standard undercarriage and a third float beneath the rudder. Examples were obtained by the Aviation Maritime.
Foreign Service
Denmark
Denmark received four H.F.22s in 1915.
Greece
The Greek naval air service acquired four H.F.22s in 1914 and used them to form its first naval flight. This unit was transferred to the island of Thasos, where it was redesignated the Thasos Flight. It served alongside No.2 Squadron RNAS and was under British naval command. The H.F.22s raided a number of Turkish targets. In early 1917 the unit returned to Thasos and was redesignated 2nd Flight. By mid-1917 the last H.F.22 had been withdrawn from service.
Italy
H.F.22s were built under license by the Savoia firm and in Italian service were designated H.F.22-H. Examples were assigned to the Regia Marina and were based at Taranto. Others were supplied to the seaplane training base at Trasimento.
Netherlands
The Netherlands naval air service purchased seven H.F.22 floatplanes. The earliest entered service in July 1914 and the last was withdrawn in 1921. The H.F.22s were assigned serials MA-1, M-1, M-2, A-3, A-4, A-5, and A-6.
Russia
Russia acquired a number of H.F.22 seaplanes; these were designated H.F.22bis. They were used by naval units in the Black Sea. During the winter months some of them had their floats replaced by skis.
Switzerland
Switzerland received four H.F.22s in 1915.
United Kingdom
The Royal Naval Air Service purchased H.F.22H seaplanes built by the Aircraft Manufacturing Company at Hendon. They were: Nos.96-100: 80-hp Gnome (based at the naval air stations at Southampton and Yarmouth); No. 102: 70-hp Gnome; No. 110: 100-hp Gnome (Grain); Nos.139-144: 140-hp Gnome (Grain, Felixstowe, and Yarmouth); No. 156: 80-hp Gnome (Yarmouth); Nos.886-887: 80-hp Gnome (Eastbourne and Calshot); No.915: 80-hp Gnome (Calshot).
H.F.22 (Sometimes Referred to as H.F.22bis) Two-Seat Reconnaissance Floatplane with 80-hp or 100-hp Gnome Lambda
Same dimensions as H.F.22
Maximum speed: 90 km/h; climb to 2,000 m in 40 minutes
Savoia-built H.F.22-H Two-Seat Reconnaissance Floatplane with 80-hp Gnome Lambda
Span 15.50 m; length 8.80 m; height 3.80 m; wing area 44.50 sq. m
Empty weight 525 kg; loaded weight 770 kg
Maximum speed: 90 km/h; climb to 1,000 m in 25 minutes; endurance 3 hours 30 minutes
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A.Durkota, T.Darcey, V.Kulikov The Imperial Russian Air Service (Flying Machines)
Farman XXII and Farman XXIIbis
These aircraft were also pushers, with the same wing design as previous models. The main difference was an improved undercarriage of curved steel tube struts instead of a series of N-shaped braces. The type XXIIbis was identical to the XXII except for an uprated engine, a 100hp Gnome. The aircraft was used for reconnaissance and later became a trainer. Several were built, but the exact number is unknown.
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L.Opdyke French Aeroplanes Before the Great War (Schiffer)
Deleted by request of (c)Schiffer Publishing
HF22: At first a landplane, similar to the HF 16 and HF 20, it appeared at Deauville, but was not entered, and carried no race number. The 22 had a single high tailplane and 2 suspended rudders; 2 big shovel-nosed floats and a small one to hold up the tail.
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J.Forsgren Swedish Military Aircraft 1911-1926 (A Centennial Perspective on Great War Airplanes 68)
Farman HF 22
Using funds from the Bjorkquist National Defense Fund Raising, one Farman HF 22 was delivered in 1913. Accepted in September 1913, the airplane was designated as B 2, ie Biplane Number 2. When the individual airplane identification system was amended, the airplane became serial number 4. Another French-built HF 22 arrived just before the war, being issued with the serial number 10. An additional three Farman HF 22’s, built by Sodertelge Verkstader as the SW 10, were delivered in August 1914, December 1914 and January 1915 respectively, becoming serial numbers 8, 12 and 14. The first of these was donated by renowned artist Anders Zorn.
Gosta von Porat: ’’One day, the well-known painter Anders Zorn arrived at Ostersund, immediately manifesting a great interest in aviation. He intended to donate an airplane to the government, and wanted to become oriented in this topic. We spent the evening at Hotel Standard, talking about flying until he asked if he could come along for a flight the next day. (Allan) Jungner and myself looked rather hesitantly at his quite sizeable circumference, but both of us thought that, with the aid of a shoehorn or other suitable means, one might get him down into the seat. So we replied, that this could be arranged.
’’The next day, the snow was thawing, resulting in much water on the ice. Zorn came down to the station, looking even bigger than the day before. He also appeared less enthusiastic in the daylight than the previous evening.
My wife, who had come to visit me, stepped forward to be introduced to the great man, but as she jumped between the planks which had been laid out, she missed and fell, travelling at high speed across the shallow water, almost hitting Zorn. The poor man looked shocked, and did not want to go flying anymore. A good thing, perhaps - I wonder how much he weighed?”
In AFK service, the Farman HF 22’s were heavily used for flight training as well as reconnaissance. During the winters, the Farmans were flown on skis. One HF 22 (the original B 2) was lost on May 1,1915, killing Carl Silow. This was the first fatal accident in Swedish military aviation. Between February 5,1916 and May 26,1916, the remaining Farmans were or written off in accidents. In late 1916, the remaining Farman components were traded to Sodertelge Verkstader in exchange for one SW-built Albatros B.II.
A sixth Farman HF 22, originally intended for the civilian pilot Hugo Sundstedt, was offered to AFK in mid-1914. However, when the war broke out, the airplane was embargoed by the French authorities.
Farman HF 22 (SW 10) Technical Data and Performance Characteristics
Engine: 1 x 80 h.p. Gnome, later 1 x 90 h.p. Thulin A
Length: 8,81 m
Wingspan: 15,58 m
Height: 3,20 m
Wing area: 46,00 m2
Empty weight: 400 kg
Maximum weight: 590 kg
Maximum speed: 110 km/h
Armament: -
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J.Davilla Italian Aviation in the First World War. Vol.2: Aircraft A-H (A Centennial Perspective on Great War Airplanes 74)
Farman H.F.22H
The H.F.22 was similar to the HF.20, except for the greater wing area and consequent increase in wingspan and weight. It was mounted on twin floats suspended by struts below the airframe plus a rear float under the tail. The floats were fixed to the cell with a special elastic (bungee) chords which absorbed shocks. It was equipped with an 80 hp Gnome rotary engine.
Technical
It is a biplane with two floats with an 80 HP Gnome engine, and pusher propeller.
Similar to the H.F. 20, aside from a slightly more curved and thicker wing profile. The distance between the ribs was 0.25. The upper wing had a trapezoidal shape.
The crew was seated in the central nacelle along with the fuel tanks. The pusher engine was located at the end of their nacelle.
The support structure of the tail has a triangular plan, and was made up of four steel tubes, the two of which on each side were almost parallel to each other and stiffened with uprights and crossbeams.
The horizontal fixed tail surface was 3.80 sq m and had a positive incidence of about 3° on the two upper tubes. The stabilizer was operated by independent wires, and had a total surface area of approx. 1.60 sq m.The wires went to the ends of two rocker levers, placed on the sides of the cockpit and rigidly connected by means of a tube that the pilot rotated to the desired angle with the forward and backward movements of the control lever.
There was a single, balanced rudder with an area of 1.30 sq m. Its movement was via two pedals which moved in vertical planes by dragging the control wires with them and which were connected together by a wire passing through a pulley below.
The ailerons had a surface area of about 2 sq m each, meters. They were controlled by means of two arms equipped with handles applied to the upper end of the control lever, which was rotated to the right and to the left by means of a hinge. The purpose of this system was to eliminate the steering wheel and to allow maneuvering even when the hands were numb or covered by large gloves.
The floats were the standard Farman types, and the Regia Marina aircraft did not have them replaced by Guidoni floats. They had a length of 3.90 m; width of 0.9 m; height of 0.32 m, and a volume of 0.950 cubic meters.
Distance between the floats, m. 3.90
The shape of the rear floats was designed to facilitate detachment from the water; however, it could cause considerable resistance to motion.
The tail float was of the same type but smaller, with a volume of 0.120 cubic meters.
The nacelle was considered to be well designed, comfortable for the crew. The control system made the work of the pilot easier.
It was found the the H.F.22H’s layout generated considerable drag, in large part due to the shape of the cockpit and the fact that it was completely open at the top. The partly protruding fuel tank and engine support structure aggravated the problem.
Operational Service
Several examples of the H.F.22H (H = Hydravion, or seaplane) were built by the “Savoia” in 1914. One was supplied to the Regia Marina and sent to the Squadriglia di Taranto (Taranto Squadron). Others went to the stazione di idrovolanti dell’Esercito (Army seaplane station) at S. Feliziano sul Trasimeno, which was commanded by tenente Anseimo Cesaroni.
Farman H.F.22H two-seat floatplane with one 80 hp Gnome rotary engine
Wingspan, 15.50 m;length, 9.60 m; height, 3.80 m; wing area, 44.50 square meters.
Empty weight 525 kg; loaded eight 770 kg; payload 245 kg
Maximum speed, 90 km/h; climb to 1,000 m. in 25 minutes; endurance 3.5 hours
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Журнал Flight
Flight, April 20, 1916.
A DUTCH CIRCUIT.
SOME time ago it was pointed out in these columns how many small neutral states are beginning to devote a considerable amount of money to the development of an air service. This is only natural in view of the immense importance aerial warfare has assumed, Besides, even the smallest of countries can afford to buy or build a number of aeroplanes even if they cannot afford an army or a navy. News has been received recently of a very good start made by Holland, in which country a fair number of machines are already in use. So far as it is possible to learn, the majority of these are of the H. Farman type and are built by the Spyker - or, to put the name in the Dutch spelling, Spijker - works, the aviation department director of which is the well-known Dutch aviator Henri Wijnmalen. A short time ago eight of these machines manned by pilot officers were flown in a circuit race starting from Soesterberg and going, via Gilze-Rijen-Scheveningen, back to Soesterberg again. One of the accompanying photographs shows the first pilot to arrive at Scheveningen, with his machine decorated with a wreath from the Spyker works. A visit was paid to the aerodrome by Her Majesty the Queen of Holland, who was greatly interested in the machines, several of the officers being presented to her.
Apart from "circuits," the Dutch military aviators are doing a good deal of cross-country flying en escadrille, and where, a few months ago, a single machine was seen, now several may often be seen in flight. One of our illustrations shows a view of Breda from above. This photo. was taken during an escadrille flight made by seven machines, under the leadership of van Heyst.
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