А.Шепс Самолеты Первой мировой войны. Страны Антанты
Французский фабрикант Альфонс Телье с 1909 года занимался производством поплавков и корпусов летающих лодок для других французских фирм. C 1914 года его продукцию закупали ВМС Франции.
Зная о потребности флота в крупной летающей лодке, Телье предложил самолет своей конструкции, совершивший первый полет в июне 1916 года. Конструкция самолета была обычной для того времени. Материалы - дерево и полотно. Лодка однореданная, слабокилевая. Задняя часть фюзеляжа имела довольно тонкое трапециевидное сечение. Поэтому для обеспечения необходимой жесткости и прочности, между крылом и оперением устанавливалась дополнительная стойка, поддерживающая систему растяжек. Стабилизатор устанавливался на стойках, на которые навешивались рули поворота, установленные один за другим. Для обеспечения поворота переднего руля в стабилизаторе делался вырез. Двигатель 8-цилиндровый, жидкостного охлаждения, рядный, V-образный "Испано-Сьюиза" HS-8A (200л. с.). Обычно самолеты вооружались двумя 7,69-мм пулеметами "Льюис" на турели у стрелка.
Для борьбы с немецкими подводными лодками фирма выпустила некоторое количество самолетов, вооруженных 47-мм пушкой Канэ и ныряющими снарядами.
Из 600 построенных машин большинство поступило в авиацию французского флота, в том числе 50 машин с пушкой. Несколько машин было продано России (одна) и США (шесть). Две машины приобрело командование RNAS. В России было начато производство лодок по лицензии, но ни одна из них не была достроена.
Размеры, м:
длина 11,83
размах крыльев 15,59
Площадь крыла, м2 47,0
Вес, кг:
максимальный взлетный 1762
пустого 1150
Двигатель: "Испано-Сьюиза" HS-8Aa
мощность, л. с. 200
Скорость, км/ч 145
Дальность полета, км 700
Потолок практический, м 3500
Экипаж, чел. 3
Вооружение 2 пулемета или 1 пушка
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В.Шавров История конструкций самолетов в СССР до 1938 г.
Летающая лодка "Телье" - двухстоечный биплан с толкающим винтом. Двигатель - "Испано-Сюиза" в 200 л. с., изредка - "Рено" в 220 л. с. Лодка - однореданная, трехместная, в носу - наблюдатель-стрелок, за ним - два места летчиков, но сидел обычно лишь один - слева. Хвостовой пулеметной точки не было.
Переговоры о приобретении и принятии на вооружение этой летающей лодки велись с середины 1916 г. (несмотря на наличие М-9). В конце 1916 г. прибыли чертежи и экземпляр лодки "Телье". Они были направлены на завод "Дукс", где и было начато освоение самолета. В середине 1917 г. Морской Генштаб решил остановиться на лодке "Телье" и поплавковом биплане типа "Альбатрос" взамен лодки М-9. Были даны большие заказы на оба эти типа с двигателем "Испано" в 200 л. с. заводам "Дукс", Лебедева и Мельцера. Заказы не были выполнены, так как союзники не дали двигателей "Испано". На "Дуксе" было изготовлено 20 корпусов лодок с набором крыльев.
Потом более двух лет этот задел лежал без движения, а в 1920 г. он был передан на завод "Красный летчик" в Петрограде (бывший РБВЗ), где было собрано 10 лодок. Весной 1921 г. первый из самолетов был разбит при испытаниях, остальные не были использованы, как устаревшие.
Самолет||
Год выпуска||1916
Двигатель , марка||;
мощность, л. с.||200
Площадь крыла, м2||41
Масса пустого, кг||1134
Масса топлива+ масла, кг||237+20
Масса полной нагрузки, кг||595
Полетная масса, кг||1729
Удельная нагрузка на крыло, кг/м2||12
Удельная нагрузка на мощность, кг/лс||0,6
Весовая отдача,%||35
Скорость максимальная у земли, км/ч||125
Время набора высоты||
1000м, мин||13
2000м, мин||27
Потолок практический, м||3500
Продолжительность полета, ч.||4
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J.Davilla, A.Soltan French Aircraft of the First World War (Flying Machines)
Tellier T.2
In 1916 Tellier was given 25,000 francs by M. Said to build a patrol flying boat. To reduce the lime needed to build the prototype, Tellier built the wooden hull at l’Ile de la Jatte, while Voisin constructed the wings (with metal ribs) at his factory at Issy-les-Moulineaux. The aircraft was completed in May 1916 at Tellier's factory.
Designated the T.2, the aircraft had a 200-hp 8Ba Hispano-Suiza engine and carried a crew of two. The T.2 was initially flown from the Seine in June 1916 by an Aviation Militaire pilot (Sgt. Duyck) with Tellier as a passenger. Many successful flights were made, and the aircraft was found to be so stable that the pilot was able to release the controls lor several minutes during the flight. Based on these tests no major modifications were planned. On one ol the landings the hull was damaged, but did not sink due to its watertight compartments. Tellier look out a patent on his seaplane design (Brevet #493 411). The airplane crashed in June 1916 due to carburetor failure.
T.2 Two-Seat Patrol Flying Boat with 200-hp Hispano-Suiza 8Ba
Span 15.60 m: length 11.84 m, height 3.40 m: wing area 47 sq. m
Empty weight 1.150 kg; loaded weight 1,750 kg
Maximum speed: 145 km/h; climb to 1,000 m in 6 minutes 30 seconds; range 700 km
One built
Tellier T.3
Despite the crash of his T.2 flying boat, Tellier was awarded a contract for two more patrol flying boats by Emile Dubonnet for whom he had built the T.1 for in 1909. Both were completed in August 1916. The first flight from the Seine, also by Sgt. Duyck, was in August.
The new design was a biplane with unequal span wings: the upper wing being longer. The top wing had a span of 15.60 m and no dihedral. There were ailerons on the upper wing only; they had an area ol 4.26 sq. m. The upper wing was attached to the four motor-mount struts. The bottom wing, which was bolted to the fuselage, had prominent dihedral to lift the wing clear of the water and spanned 11.60 m. The wings had wooden spars and metal ribs and were supported by intertwined metal cables. There were two bays of struts mounted at oblique angles. The struts were made of extruded metal with metal attachment points; this eliminated the need to constantly adjust the wing ribbing. Two floats were located on the lower wing tips; each had a volume of 0.170 cubic meters. The engine, a 200-hp Hispano-Suiza 8Ac, was mounted just below the upper wing as a pusher. It was supported by four struts. Two inclined metal struts ran from the top decking of the fuselage to the motor base. The pilot sat directly ahead of the engine while the gunner was seated in the extreme nose. There was a third seat for a passenger next to the pilot. The fuel tank was mounted in the fuselage behind the pilot. Two oil reservoirs, which were cooled, were mounted side-by-side under the motor. The radiator was placed in front of the engine. The aircraft had a slim, wooden hull with an upswept tail that was supported by bracing wires to the upper and lower wings. The fuselage had several watertight compartments to prevent the aircraft from sinking should damage occur to the hull. There was a horn-balanced rudder with no fin.
The T.3 was selected for production alter a single example was purchased by a Monsieur Salet and presented to the Aviation Maritime. Flight testing began 13 September and was halted alter a total of 6 hours and 24 minutes because of engine failure. A new engine was fitted and testing resumed on the 3rd, 4th, and 5th of October for a total of 5 flights lasting 3 hours 55 minutes. Additional test flights following modifications to the fuel and oil reservoir system were conducted on 14, 17, and 18 October which completed testing. The T.3 had been flown for a total ol 19 hours 30 minutes. The T.3 was evaluated at Saint-Raphael by the CEPA (Marine Commission) which offered the following comments about Tellier's design:
1. The two step hull helped to dampen oscillations of the aircraft while it was on the water.
2. The construction of the fuselage was similar to that used on the hulls of boats.
3. The sesquiplane wings had a marked dihedral on the lower wings only (probably to keep them well above the water on takeoff and landing); the upper wings had no dihedral. The longerons were steel tubes crossed by steel rods and piano cord. The ribs were reinforced poplar. The covering was a strong linen made from flax. The airfoil was made of twelve frames constructed of wooden tubes covered in wood.
4. The airplane's center of gravity had been so finely adjusted that with the engine shut off the airplane would enter a stable glide path even when the pilot was not touching the controls. The control wires were made of steel cables.
5. The two-step hull facilitated the separation of the airplane from the water on takeoff and enabled the T.3 to maintain a stable line of flight upon leaving the water.
6. The mounting of the engine and fuel tanks was similar to that used on racing boats. The fuel tanks were mounted inside the hull, behind the pilot, they had a combined capacity of 310 liters of fuel. An air pump controlled the fuel flow.
7. There was a cooled oil tank, but its capacity was felt to be insufficient.
8. All struts could articulate freely, preventing structural deformation.
9. Static testing revealed a load factor 4.5.
It is clear from this report thai the committee was most impressed by the features of the airplane based on Tellier's boat-building experience. These qualities meant that the T.3 could operate more effectively from water and, again according to the committee, served "to distinguish the airplane from any other in service in 1916... The airplane is a boat with wings." It was also noted to be as easy to land a T.3 on the sea as it was to land a land-based airplane on the ground. Additional modifications were suggested to the fuel and oil reservoir system and, once these changes had been affected, then the T.3 would be ready for series production.
Apparently the Navy was also impressed by the T.3 and placed an order for ten, followed by two additional orders on 21 March and 11 April for a total of 100 additional aircraft. The hulls were built by Tellier at Argenteuil, and the wing ribs, tail, and motor mounts were built by Cicles Alcyon (specialist in metal production), while Voisin assembled the wings. When Nieuport took over the Tellier firm, it built 47 of the aircraft. The first T.3s arrived at the Centre de Aviation Maritime at Corfu in late 1916.
Although the T.3s performed adequately, there were several problems with the design. The fuselage was weak, particularly in the vicinity of the second former. This lead to an accident on 4 July 1917 when a T.3 broke up in the air, killing its two crew members. It was noted that when newer pilots landed they tended to set the aircraft's tail down first, which resulted in additional stress on this area. A warning was circulated to the naval air stations that the aircraft should be landed with the fuselage in a horizontal position.
The wing was also prone to failure, particularly where the metal spars of the lower wing were attached to the wooden longerons of the upper fuselage. The bomb racks for the Corpet lance-bombs were at this site, which further contributed to stress. On 19 April 1918 the STIAe Marine recommended that the T.3s remaining in service be strengthened by metal struts attaching from the base of the hull to the spar of the lower wing.
The Hispano-Suiza engines also proved to be troublesome and suffered from fuel leaks and inadequate lubrication. Even the Regy propellers were prone to failure, resulting in numerous T.3s being grounded while awaiting new propellers.
The T.3 entered service in February 1917. Deliveries began in February 1917 and were as follows: February - one aircraft was delivered, March - three, April - five, May - two, June - 15, July - 20, August - 12, and September - 22; October - 12. This gives a total of 92 Tellier 3s delivered by 1 November 1917. Between February 1917 and December 1918 approximately 245 T.3s and T.6s were built by Tellier, five by Fabre, and 11 at Cherbourg. Another source places the number at 283. The aircraft were built by Tellier, the State Arsenal at Cherbourg, Georges-Levy, Henri Fabre, S.A.C.A, S.F.A. Dubonnet, and Nieuport.
Tellier T.3s were used for anti-submarine patrols and saw extensive service from the French naval stations located on the English Channel and the Mediterranean. In the patrol mission the T.3 was armed with two 35-kg bombs and a single Hotchkiss 8-mm machine gun on an Eteve turret.
Postwar, three T.3s were converted to airliners capable of carrying two passengers in the gunner's position, now covered with a windshield. F-ACBO, F-ACBU, and F-ACFS were used by Compagnie Franco-Bilbaine de Transport Aeronautique in 1919 (along with a Farman F.40H and a Levy HB.2). The company went bankrupt by October 1921.
Foreign Service
Japan
The Japanese Navy purchased a single Tellier T.3 in 1918 with money donated by Kamesaburo Yamashita. The aircraft was evaluated by the Navy, but the trials were unsatisfactory, and no further aircraft were purchased. However, Borget reports that three T.3s, all built by Fabre, were acquired by the Japanese.
Portugal
Portugal purchased five T.3s in 1917 and 1920. The first two aircraft (given serials Numbers 1 and 5) arrived in 1917. An additional two or three were obtained from the French in August 1918. One airplane was given serial Number 12. The T.3 remained in service until 1928. These airplanes were assigned to the Centro de Aviacao Naval which had a base in Lisbon and a second base at Aveiro.
Russia
A single Tellier T.3 was purchased by the Russian government in mid-1916. It was sent to the Dux plant where it was planned to produce the aircraft under license in place of the indigenous M-9 flying boat. However, the Allies did not deliver the requisite 200-hp Hispano Suiza engines and production by the Dux firm, as well as by the Lebedev and Meltser firms, was canceled. In fact, only 20 hulls and sets of wings were ever built by the Russians. In 1920 these parts were used to assemble ten Tellier T.3s at GAZ No.3 at Leningrad (it is not known how the Russians obtained the Hispano-Suiza 8Ac engines). By the summer of 1921 one of the assembled Tellier T.3s had crashed and the rest were withdrawn from service. Michel Borget has noted that six Tellier T.3s (T.73, 82, 87, 89, 91, and 93) were ordered by the Russians but never delivered.
United Kingdom
The RNAS ordered two Tellier T.3s for evaluation in November 1917. They were assigned serials N84 and N85 and were delivered to Grain in 1918 where they were used for gun and camouflage trials.
United States
The Tellier T.3 series of flying boats were flown from the Le Croisic U.S. Naval aviation station and from the training school at Moutchic. These aircraft had long since been replaced in the French Aviation Maritime and it is reasonable to conclude that those aircraft supplied to the U.S. had already seen extensive service The airplanes were delivered from S.F.A. Dubonnet. The U. S. Navy liked at least one point about the T.3s. Since they knew the Tellier firm had produced yachts, the naval pilots were not surprised that the T.3s had the best-built hull of any French flying boat.
The Le Croisic station was the only U.S. Naval air station to use the Tellier T.3s operationally. The first mission was flown on 18 November 1917 with six T.3s. Two aircraft were kept at combat readiness at all times. The aircraft flew patrols looking for mines and submarines. Forced landings at sea became more frequent as the T.3s began to break down; often patrol boats had to tow the aircraft back to base. Later, a number of convoy escort missions were flown. Although convoys in the area were "ably protected," the official history does not record that any enemy submarines were destroyed. Serial numbers were 10, 11, 21, 24, 25, 40 ,56, 69, 70, 71, 72, 73, 74, 86, 87, 88, 89, 93, 105, 106, 111, 114, 116, 139, 140, 143, 144, 145, 146, 151, 152, and 153.
T.3 Three-Seat Patrol Flying Boat with 200-hp Hispano-Suiza 8Ac
Span 15.60 m; length 11.83 m; height 3.60 m; wing area 47 sq. m
Empty weight 1,150 kg; loaded weight 1,796 kg; payload 560 kg
Maximum speed: 130 to 135 km/h; climb to 500 m in 2 minutes 45 seconds; climb to 1,000 m in 6 minutes 30 seconds; climb to 1,500 m in 11 minutes 30 seconds; climb to 2,000 m in 15 minutes 30 seconds; climb to 2,500 m in 24 minutes; endurance 4 hours 30 minutes
Armament: one machine gun in the nose and two 35-kg bombs
Approximately 245 T.3 and T.6s were built
T.3 Two-Seat Flying Boat Built at GAZ No.3 in Russia with 200-hp Hispano-Suiza 8Ac
Span 15.60 m; length 11.84 m; height 3.40 m; wing area 46.55 sq. m
Empty weight 1,134 kg; loaded weight 1,792 kg
Maximum speed: 125 km/h; climb to 1,000 m in 13 minutes 30 seconds; ceiling 3,500 m; endurance 4 hours
20 built
Tellier T.6
Both the Aviation Maritime and Aviation Militaire displayed considerable interest in the use of cannon-armed aircraft. The Aviation Militaire used the cannon for air-to-air combat and for ground attack. However, they proved of limited use in either of these roles. The Aviation Maritime, on the other hand, had a very specific mission in mind for its cannon-armed aircraft The bombsights of the time were very inaccurate and the bombs were so small that only a direct hit could disable an enemy vessel. Furthermore, the slim outline of a submarine was difficult to hit from the air. Naval aviators hoped that a cannon would be a more effective weapon against submarines because it was easier to aim and a single hit was more likely to destroy an enemy vessel.
The French modified several of their patrol flying boats to carry a cannon. Tellier modified its T.3 with a 47-mm Hotchkiss cannon (model 1885) placed on a traversal mount in the nose. The hull was strengthened and modified because the weight of the cannon and gunner in the extreme nose substantially altered the center of gravity. To compensate for this change, the fuselage was lengthened 0.87 m at the location of the second step on the hull. The aircraft was designated the T.6 and its cannon mount received Brevet #493411. The T.6 carried 20 to 30 cannon shells. These changes resulted in the T.6 being 60 kg heavier than the standard T.3. Except for the longer fuselage, the dimensions of the T.6 were identical to the T.3.
The T.6 underwent testing in the summer of 1917 at Saint-Raphael. The tests were successful and the aircraft was ordered in limited numbers. However, the T.6 suffered from the same structural problems as the T.3 and in April 1918 the STIAe Marine added wooden reinforcements to the interior of the lower wing.
Only 55 were built before the Armistice caused the remainder of the order to be canceled. These aircraft were used in the Atlantic and Mediterranean. They were reported to be quite effective in the convoy escort role.
T.6 Two-Seat Patrol Flying Boat with 200-hp Hispano-Suiza 8Ac
Span 15,60 in; length 12.71 in; height 3.40 m; wing area 47 sq. m
Empty weight 1.210 kg; loaded weight 2,670 kg (including the 700 kg Hotchkiss cannon)
Maximum speed: 125 km/h; climb to 500 m in 7 minutes: climb to 1,000 m in 13 minutes: climb to 2,000 m in 29 minutes: endurance 3 hours
Armament: a 47-mm Hotchkiss cannon (model 1885) with up to 30 rounds
Approximately 24 5 T.3s and T.6s were built, at least 55 of which were T.6s.
Nieuport-Tellier Designs
The Nieuport firm acquired a controlling interest in the Tellier firm in late 1918. Tellier's designs were redesignated as follows:
Tellier T.6 - Nieuport S
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A.Durkota, T.Darcey, V.Kulikov The Imperial Russian Air Service (Flying Machines)
Tellier Flying Boat
A French design, the Tellier flying boat was a two-bay biplane with a pusher-mounted 200hp Hispano-Suiza. It was a three-seat aircraft equipped with one machine gun. It was to be manufactured by Dux during the latter half of 1917, but due to the lack of engines no aircraft were completed. A construction and testing facility was built on the Black Sea coast, where Dux produced 20 sets of wings and hulls.
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O.Thetford British Naval Aircraft since 1912 (Putnam)
TELLIER FLYING-BOAT
Two of these French-designed flying-boats were acquired for the RNAS. They were allocated the serial numbers N84 and N85. The Tellier boat N85 is illustrated in special camouflage whilst undergoing trials at the Isle of Grain. The RNAS flying-boats were delivered to the Isle of Grain in April 1918, having been purchased by the Royal Navy in November 1917. One 200 hp Hispano engine. Maximum speed, 90 mph. Span, 51 ft 2 in. Length, 38 ft 10 in.
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G.Swanborough, P.Bowers United States Navy Aircraft Since 1911 (Putnam)
TELLIER FLYING-BOAT
Using some of the 34 French-built Tellier flying-boats, the Navy began patrol operations from Le Croisac, France, on November 18, 1917. With the 200 hp Hispano-Suiza engine, these aircraft were operated with French serial numbers and only the one example sent to the US for evaluation received a Navy serial number, A5648. Span, 51ft 3in; length, 38ft 10 in; gross weight, 3,745 lb; max speed, 75 mph.
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L.Andersson Soviet Aircraft and Aviation 1917-1941 (Putnam)
Tellier T.3
The Tellier T.3 flying-boat was a three-seat pusher biplane with a gunner's stand in the bow. It was used in the patrol and bombing roles by the French Navy from 1917 and by the navies of Japan and Portugal after the First World War. Its most typical feature was the profile of the narrow curved rear part of the hull, including the horn-balanced rudder and the absence of a fin. One pattern aircraft and a production licence had been obtained by Russia in 1916 and a large order was placed with the Duks factory in Moscow. Twenty were built before production was interrupted, but as there were no engines for these aircraft they were stored for the time being. In 1920 they were taken to GAZ No. 3 in Leningrad. Ten were assembled there, but after one had crashed while being test flown in the summer of 1921 the rest were scrapped. The one that had crashed (c/n 1960) was repaired and retained at the Leningrad Gidroaviabaza until 1923.
200hp Hispano Suiza 8Ac
Span 15.6m; length 11.84m; height 3.4m; wing area 46.55 mJ
Empty weight 1,134kg; loaded weight 1,729kg
Maximum speed 125km/h; climb to 1,000m in 13min; ceiling 3,500m; endurance 4hr
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