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Страна Конструктор Название Год Фото Текст

Maurice Farman MF.7 Longhorn

Страна: Франция

Год: 1912

.Single-engine pusher sesquiplane trainer with crew nacelle

Maurice Farman - MF.3 Hydro - 1912 - Франция<– –>Maurice Farman - MF.11 Hydro - 1913 - Франция


А.Шепс Самолеты Первой мировой войны. Страны Антанты


Машина являлась развитием серии машин типа "Фарман-IV", но имела существенные отличия. Во-первых, двигатель, топливные баки и места пилота и пассажиров были прикрыты стенками гондолы, имевшей деревянную конструкцию. Полозья шасси были удлинены и соединены в ферменную конструкцию крепления носового руля высоты, двигатель рядный, воздушного охлаждения "Рено" (60 л. с.). Шасси "фармановского" типа, мало отличавшегося от шасси своих предшественников. Крыло имело большой размах благодаря наличию консолей. Элероны были как на верхнем, так и на нижнем крыле. Оперение монопланного типа.
  Машина была переходным типом к более современным машинам и большого распространения не получила.
  
  
Модификации
  MF.7 "Милитэр" - отличался однокилевым оперением, так как фермы сходились на стабилизаторе, в остальном конструкция повторяла предшественника.
  MF.9 - развитие серии MF.7 с незначительными изменениями.
  
  
  Показатель MF.7 MF.8 MF.9
   1911г. 1911г. 1911г.
  Размеры, м
   длина 9,00 11,30 8,0
  
   размах крыльев 12,0/7,0 15,30/10,50 12,0/7,0
   высота 3,30
  Площадь крыла, м2 31,00 61,0 28,0
  Вес, кг
   максимальный взлетный 600 785 485
   пустого 345 260
  Двигатель "Гном" "Рено" "Гном"
   мощность, л. с. 50 70 70
  Скорость, км/ч 86 70 90
  Потолок практический, м 500 4000
  Экипаж, чел 2-3 2-3 2-3


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


Deleted by request of (c)Schiffer Publishing


O.Thetford British Naval Aircraft since 1912 (Putnam)


MAURICE FARMAN LONGHORN

  The Maurice Farman S.7 Longhorn preceded the S.11 Shorthorn and could be readily distinguished by the presence of the forward elevator mounted on outriggers ahead of the nacelle. About 16 Longhorns were in service with the Naval Wing of the RFC before 1914. From 1915 the Longhorn served mainly for training purposes. The pre-1914 Longhorns were built by the Aircraft Manufacturing Company Ltd; the later trainers by the Brush, Robey and Phoenix Dynamo concerns. Brush built Nos.8921 to 8940 with 70 hp Renault engines and N5030 to 5059 with the 80 hp Renault. Robey built N5000 to 5016 with the 75 hp Rolls-Royce Hawk engine and the same power plant was used in the batches N5330 to 5349 and 5750 to 5759 (one of which is illustrated) built by the Phoenix Dynamo Manufacturing Company of Bradford. The Longhorn had a maximum speed of 59 mph at sea level. Span, 51 ft. Length, 37 ft 3 in. Loaded weight, 1,887 lb.


R.Mikesh, A.Shorzoe Japanese Aircraft, 1910-1941 (Putnam)


Army Type Mo (Maurice Farman Type) 1913 Aeroplane

  Army Lt Kenjiro Nagasawa and Lt Shigeru Sawada were sent to France to study aviation during the period july 1912 to Februry 1913. At the end of their stay in Europe, they bought a Maurice Farman 1912 aeroplane which arrived in Japan by ship in May 1913. This new aeroplane proved superior to all other imported aeroplanes and japanese-made Kaishiki types in stability, control and reliability. This prompted the purchase of four more of this type, which by then, a year later, had been improved and were referred to as the Maurice Farman 1913 models.
  When these disassembled parts arrived they were studied by the PMBRA with the idea of manufacturing them in Japan. Under the guidance of Nagasawa and Sawada of the PMBRA, the Tokyo Army Artillery Arsenal in Koishigawa, Tokyo, built the airframes and the 70hp Renault rotary engines under the supervision of Army Capt Haruhiko Uemura of the Arsenal. Aeroplane number five in this Type Mo 1913 series was completed in September 1913. Eight additional aircraft were built in 1914, and beginning with No.7, steel spring heels were attached to the rear of the undercarriage skids. These could be made to dig-in and reduce the landing run. Also quite noticeable with the Type Mo 1913 was the raised seat behind the student, giving the instructor better visibility. When required, a third person could sit on the fuel tank behind the instructor. These became the first production aircraft in Japan.
  In response to Japan's participation in the First World War with action against the Germans in Tsingtao, China, the Provisional Air Corps was organized and used the Mo Type 1913 aircraft as its primary equipment. Of the five aeroplanes sent to the Tsingtao campaign in September and October 1914, four were of this type, the other being a Nieuport NG. Of these four, three were imported, and the fourth japanese-built. During this campaign, these aircraft undertook reconnaissance and bombing missions, dropping 15kg (33lb) from six bomb racks, and occasionally their crews firing pistols against rifle fire from a German Taube in air-to-air combat. This experience brought later improvements to what then became the Type Mo 1913 Armed Aeroplane with one automatic rifle and provision for six 10kg (22lb) bombs. By having a 'wireless' communication system on board one of the aerocraft, in july 1913 they effectively directed artillery fire from the air for evaluation purposes.
  These Type Mo aeroplanes were continually used for distance records, connecting major cities on flights punctuated with frequent emergency landings along the way, and experiencing other delays due to weather. But they held the spotlight in news coverage and were popular topics of conversation. In March 1915, the most distinguished combat aircraft of the Tsingtao campaign, the third Type Mo 1913, was put on display in the Yushukan Military Museum in Kudan, Tokyo, perhaps the world's first exhibit of an aeroplane with a combat record.

  Single-engine pusher sesquiplane trainer with crew nacelle. Wooden structure with fabric covering. Elevators at nose and tail. Skid-type undercarriage with dual wheels. Crew of two in open cockpit.
  70-80hp Renault eight-cylinder vee air-cooled engine, driving a Chauviere two-bladed wooden propeller.
  Span 15.54m (50ft 11 3/4in); length 11.28m (37ft); height 3.45m (11ft 3 3/4in); wing area 53.8sq m (589.117sq ft)
  Empty weight 580.6kg (1,280lb); loaded weight 855kg (1,885Ib); wing loading 15.9kg/sqm 3.25Ib/sq ft); power loading 12.21kg/hp (26.91lb/hp).
  Maximum speed 51 kt (59mph); cruising speed 38kt (44mph); service ceiling 3,000m (9,843ft); endurance 4hr.
  Four imported, twenty-two built by Army Arsenal and four built by PMBRA and others.


Converted Type Mo (Maurice Farman Type) Aeroplane

  When originally built as the seventh aeroplane in May 1914 in the hangar of Tokorozawa Airfield this aeroplane was like all the other Type Mo 1913 aircraft. Flown by 2-Lt Jiro Takeda in the newsworthy flight to Tokyo on 22 May, 1914, it also established an altitude record of 2,200m on 9 june flown by 2-Lt Morikichi Sakamoto. It was then exhibited to the Crown Prince (later Emperor Showa) after landing at the Komazawa Parade Grounds. At the time Lt Sawada converted this aeroplane he had felt that it was a very lucky aeroplane, and since it was the seventh of the Type Mo, again the auspicious number, he painted number 7 on the tail.
  However, on 26 July, 1914, the aeroplane ran out of luck, for it crashed and was badly damaged at Tokorozawa Airfield while being flown by Capt Tokugawa, and for a while, its remains sat idle in a hangar. At a time when much of the military strength at Tokorozawa was participating in the Tsingtao campaign in September 1914, Lt Sawada remained behind and was put in charge of pilot training and aircraft maintenance. Taking the initiative, he reassembled what he called the lucky aeroplane from its unbroken parts and replaced many others, only this time eliminating the front elevator. When completed on 19 January, 1915,this 7th Type Mo 1913 became known as the Sawada Type No.7, or more officially because of this radical modification, Kaishiki the 3rd Year Model. This change demonstrated improvements in reconnaissance capability, an increase in stability, improved maneouvrability and higher speed. By placing a machine-gun in the front-seat location no longer restricted by the front elevator, this became the first Japanese Army aircraft to be so armed.
  This aeroplane was used extensively at Tokorozawaa for flight testing, until 26 May, 1915, when, being flown by Capt Naranosuke Oka, it crashed in a wheat field at Kitada, Tomioka Village, 4km north of the airfield, and the aeroplane was destroyed. However, because of the proven success of Sawada's modifications it introduced radical design changes in future Japanese aeroplanes.

  Single-engined pusher sesquiplane trainer with crew nacelle. Wooden structure with fabric covering. Rear elevator only. Skid-type undercarriage with dual wheels. Crew of two in open cockpit.
  70-80hp Renault eight-cylinder vee air-cooled engine, driving a Chauviere two-bladed wooden propeller.
  One nose-mounted flexible machinegun.
  Span 15.50m (50ft 10 1/4in); length 9.35m (30ft 8in); height 3.66m (12ft); wing area 60sq m (645.85sq ft).
  Empty weight 485kg (1,069Ib); loaded weight 765kg (1,686lb); wing loading 12.7kg/sq m (2.6Ib/sq ft); power loading 9.45kg/hp (20.8Ib/hp).
  Maximum speed 58kt (67mph); endurance 4hr.
  One conversion in January 1915.


Akabane Aeroplane Manufacturing Works (Akabane Hikoki Seisakusho) (Kishi)

  This company was founded by Doctor Kazuta Kishi, MD, an extraordinary man with numerous diverse interests which included aviation. In 1914, he served as the director of the ear hospital (ENT) at Akashi-cho, Tsukiji, Tokyo, and was in addition known for his interests as an inventor of various machines, and an enthusiast for automobiles and swords. Achieving success in discovering a molybdenum vein in Tsurugigadake (Sword Mountain), Toyama Prefecture, he managed a refinery and undertook the manufacturing of the 70hp Renault engine using his molybdenum steel alloy. Assisting him in the technical aspects of these major undertakings were Aijiro Hara BSc and Rikichi Sasaki BSc, both graduates of Tokyo Imperial University, Department of Engineering.
  At about this time, Tsunejiro Obata, the oldest son of Iwajiro Obata, a noted civil contractor of Fushimi, Kyoto, built the airframe of a Maurice Farman 1913, financed by his father. The aircraft needed an engine, and a Kishi-Renault engine was soon mated to it. In December 1915, the aeroplane was successfully flown by Army Lt (Reserve) Takesaburo Inoue at Okinohara, Yokaichi City, near Lake Biwa. In March 1916, flown by Ieyasu Nakazawa, it was used in japan's first motion picture in which an aeroplane was part of the plot. With this, the success of the aeroplane, although punctuated by the unreliability of the Kishi-built engine, was confirmed.


Kishi No.1 Tsurugi-go Aeroplane

  Involving himself more deeply in aviation, Doctor Kishi established an aeroplane manufacturing shop in his hospital grounds, and hired Etsutaro Munesato to be in charge. The shop produced a Maurice Farman 1913 in May 1916 and Kishi named it the Tsurugi-go, later to be known as the No.1 Tsurugigo, meaning Sword-type. Taking the finished aeroplane to the Susaki reclaimed ground in eastern Tokyo, the aeroplane, piloted by Lt Inoue, flew for 1hr and 12min on 2 july of that year. With its success proven, it was taken on an exhibition tour of parts of northern central Honshu, Kyushu and Shikoku to promote aviation knowledge and to demonstrate the reliability of the Kishi-Renault engine.


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.

   M. Farman M. Farman M. Farman
   Military biplane. Big military Staggered
   biplane. biplane.

Length..........feet (m.) 39-1/3 (12) 46 (14) 39 (11.90)
Span............feet (m.) 50-3/4 (15.50) 65-3/4 (20) 36 (11)
Area.....,...sq. ft. (m?) 646 (60) 861 (80) 323 (30)
Weight, total, lbs.(kgs.) 1102 (500) 1433 (650) 882 (400)
Weight, useful,lbs.(kgs.) 617 (280) 882 (400) 551 (250)
Motor................h.p. 70 Renault 70 Renault 70 Renault
Speed, max....m.p.h.(km.) 56 (90) 44 (70) 69 110)
Speed, min....m.p.h.(km.) ... ... ...
Endurance............hrs. ... ... ...
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 construction; 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 11th, 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.

Latest Hydro.--In March, 1913, a new hydro was produced experimentally. There is a boat body, without steps, carrying the motor which is chain connected with the propeller. Machine is fitted with wheels and skids as well.


Журнал Flight


Flight, July 6, 1912.

THE MAURICE FARMAN BIPLANE.

  SEEING the new machine of this make flying at Hendon, one unconsciously looks upon it as one of the most modern of military biplanes. So, actually, it is; and yet is not the main design of that machine already two years old? For quite two years Maurice Farman has had a machine that, almost unaltered, still ranks to-day among the best, more than which it would be difficult to say to the credit of any designer.
  The machines' chief forte is its ability to lift weight. It was simply its capabilities in this, direction that enabled Fourny to capture the world's record for duration in one of these biplanes on September 2nd, 1911, a distinction that he has held unchallenged for ten months. Fourny remained in the air, grinding round a ten kilometre circuit for 11h . 1m. 29s. To keep his motor in operation for that length of time he carried with him 100 gallons of petrol and 11 gallons of lubricating oil, altogether a weight of close on 800 lbs. in fuel alone. Then in the French Military trials the Farmans - both Henry and Maurice - were bent on more weight lifting honours for their three machines that fulfilled the whole of the conditions - and there were only seven all told that survived - carried out the final test, weight carrying across country, loaded up with a useful weight of 990 lbs. in place of the 660 lbs. stipulated in the conditions. Even then the speeds of the machines were not very seriously reduced, for Barra covered the 300 kiloms. averaging 47 1/2 m.p.h., cross-country, while Fischer, on the Henry Farman, was some few miles per hour faster.
  The points that impress themselves upon one, seeing the machine flying, are its rapidity at climbing and its remarkably fine gliding angle. Regarding the former, it has been timed, in England and quite recently, to climb, fully loaded, to 1,000 ft. inside of 5 mins. Some week or two ago, in France, Mr. Holt Thomas tells us one machine climbed to 7,000 ft. in 25 mins.
  But let us review its construction, briefly - for a description of the machine has already appeared in FLIGHT. The main cellule is composed of two double-surfaced planes, unequal in span, braced together to form a box girder. Ailerons are employed for lateral balance, but they differ from those of the Henry Farman type in that they are interconnected, so that when those on one side are lowered those on the other are raised a corresponding amount. This provision does much to eliminate the necessity of using the rudder when operating them. The struts separating the two planes are hollow, except for those immediately on either side of the engine-bed. These are of solid ash; those directly above the landing-chassis are of ash but, as we have said, hollow, and the remaining cellule struts are shaped from silver spruce. Indeed, most of the woodwork on the machine seems to be hollow. Even the struts supporting the machine on its chassis are fashioned on this principle to save weight.
  The landing gear itself is quite characteristic. Two long skids, shaped from solid cleft ash, proceed from below the machine until they meet the front elevator. They are attached to the main frame cellule by a forward structure of silver spruce, and across each skid is strapped, in typical Farman fashion, a pair of landing wheels. The tail needs no description, for apart from being of a different shape and doubled surfaced it presents very little difference from the Henry Farman tails, with which all are familiar. But there is the peculiarity that the tail outriggers, of silver spruce, are hollow.
  The control is, to English observers, more novel. A double handgrip of pressed steel is mounted on a vertical column, which is arranged to swing longitudinally. Rocking it to and fro adjusts the forward elevator, by means of a steel tie-rod, for ascent or descent respectively. Lateral balance is controlled by rocking the handgrip laterally. Two wooden pedals control the steering. Pilot, passenger, and motor are located in a boat-shaped fuselage, constructed of ash and covered in with fabric.
  The motor is a 70-h.p. 8-cylinder Renault, air-cooled by the customary Renault practice of forced ventilation. It drives a Chauviere propeller of 2 in go diameter and 1 in 90 pitch, at 900 r.p.m. The normal engine speed is 1,800 r.p.m., for the drive is taken from the reinforced cam-shaft.
  A noticeable point about the machine at present flying at Hendon is that it has no oil-tank. All the oil necessary for a four-hours' run - some 15 litres - is stored in the engine sump, and unless longer periods of running are required there is no necessity for one to be fitted.
  Now that the real Farman machines are about to be built extensively in this country by the Aircraft Co., we may expect to see rapid and far-reaching increase in the practical interest that English pilots have always taken in these machines, which have been so thoroughly and deservedly successful in France.


Flight, July 27, 1912.

THE MILITARY COMPETITION - THE MACHINES.

THE MAURICE FARMAN BIPLANE.

  THE Aircraft Co. of St. Stephen's House, Westminster, have entered for the forthcoming Military Trials at Salisbury one Farman biplane. It is the identical machine that Verrier has been flying at Hendon these last two or three months that will represent them. This in itself is remarkable. Many, we might almost say most, of the constructors entering for the Trials have designed and built special machines to comply with the published requirements. So great a faith have the English representatives of the Farmans in the product under the design of the brother Maurice that they are supplying a machine, as it were from stock, to uphold their reputation. All the more honour to them if they do well. It would be unnecessary to recall at length the characteristics of this machine, for we described it fully as recently in the issue of July 6th. The photographs we publish, together with a resume of its main features, will suffice.

Main characteristics:-
Motor 8-cyl. 70-h.p. Renault
Area: main planes 552 sq. ft.
Area: tail 120 ft.
Area: elevator 28 sq. ft.
Length 39 ft. 10 ins.
Span: upper 50 ft. 6 ins.
Span: lower 37 ft.
Speed 55 m.p.h.
Total area 700 sq. ft. approx.
Useful load 800 lbs.


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, September 20, 1913.

Fournv's Daily Flights Terminate.

  WITHOUT a break from day to day, Fourny maintained his extraordinary series of flights in connection with the Coupe Michelin on the Etampes-Gidy course, until Monday night of this week, when he had covered 15,686 kiloms. Fourny had the intention of finishing at 20,000 kiloms., but this was not to be. On Sunday last the weather was extremely trying, but, in spite of violent rains and wind, Fourny continued on and seemed none the worse for the bad experience of the day, whilst his machine was running, if anything, better than ever.
  On Tuesday, after 23 days' flying, Fourny had at last to confess himself beaten by the all conquering wind, which was blowing hard from the start in the morning, regaining double vigour after the first hour or two. He managed, however, to complete four tours of the circuit even under these circumstances, but retired in the fifth, after having struggled valiantly to add to his total. The exact distance covered by him was 16,090.800 kiloms., but only I5,990.8 kiloms. will count for the Cup as the fifth circuit was not actually completed.
  All honour to Fourny, the Maurice Farman, Renault engine and Chauviere propeller for the magnificent series of flights over 23 consecutive days.


Flight, November 1, 1913.

MEN OF MOMENT IN THE WORLD OF FLIGHT.
PIERRE VERRIER.
PILOT.

  ONE of the most popular pilots at Hendon, and recognized as a past master of the Maurice Farman biplane is Pierre Verrier. Previous to his coming to England in the middle of last year, his flying had not brought him prominently into the public eye. As a matter of fact he qualified for his pilot's certificate on a Voisin biplane at Juvisy at the end of 1910, but it was not until the following February that he actually got his ticket. It is numbered 390 - a multiple of 13, but Verrier is not superstitious - and it is one of a batch of 49 which were issued by the Aero Club of France at its monthly meeting on Feb. 3rd, the names of the other pilots including John Weston, Gustav Hamel, Rene Hanriot, Andre Debuissy, Prince de Nissolles, Maurice Chevillard, Pierre Gougenheim, Georges Boillot, and Jules Goux, the last two of whom did not continue in aviation, but returned to motor car racing.
  Early in 1911 he joined the Maurice Farman school and did a good deal of piloting of the ordinary type. He demonstrated his qualities as a cross-country flyer when, in January of last year, he flew one of the Maurice Farmans, which had taken part in the French military aeroplane trials, from Rheims to Buc. Upon the Aircraft Manufacturing Co. taking over the control of the Farman machines for Great Britain, he was engaged by them and made his first public appearance at Hendon on June 1st, 1912. Regular visitors to the popular London aerodrome will remember that his debut was a notable one, his steep climbs and very long glides creating quite a sensation, while the way in which he varied the speed of the machine by throttling the engine, was a revelation. Verrier took part in the speed handicap on this occasion, and had an easy win, albeit he lost a little time through touching No. 6 pylon; he noticed the fault, and banking the machine steeply, made a complete circuit of the pylon.
  Verrier is a good cross-country flier, and frequently flies from Hendon to Farnborough with machines purchased by the Government; in fact, he often makes this journey twice a week. On the occasion of Mr. C. Grahame-White's wedding he flew over to Chelmsford, and gave a fine display on the Maurice Farman for the entertainment of the guests assembled for the wedding. Lately he has done some flying on the Henry Farman machine, and it will be remembered that his mount in the Aerial Derby was of this type. Verrier is very popular with passengers and never lacks a companion when he makes an ascent. This is perhaps the greatest compliment which one could pay to his careful flying.
"THE HAWK."


Flight, May 22, 1914.

THE AERIAL DERBY.

THE PILOTS AND HOW TO RECOGNISE THE MACHINES.

No. 7. The 100 h.p. M. Farman Biplane.
  This machine will be readily recognised, as it is the only one in the race having a front elevator.

THE MACHINES AND HOW TO RECOGNISE THEM.

No. 7. The 100 h.p. Maurice Farman Biplane is the identical machine on which Mr. Jack Alcock has been doing such a great amount of excellent flying during the past months. Instead of the 70 h.p. Renault engine usually fitted on the Maurice Farman biplane, this machine is equipped with a 100 h.p. Sunbeam engine, which of cour.se increases its speed considerably.


Flight, July 24, 1914.

EDDIES.

  By flying from Brooklands to the Brighton-Shoreham aerodrome on Saturday week in order to compete in the speed event in the afternoon, Jack Alcock added a little bit more to the steadily growing tale of cross-country flying on his Maurice Farman biplane with 100 h.p. Sunbeam engine. It may not be generally realised that the mileage is now somewhere in the neighbourhood of 30,000 miles, an excellent record for pilot as well as both aeroplane and engine. The little jaunt from Brooklands to Brighton with a passenger was made in just over half an hour.


Flight, May 21, 1915.

EDDIES.

  What happens to the aeroplanes captured during the war? This is a question that has often been asked, and one which is not readily answered, since it is not easy to obtain authentic information on the point. Just now and again a little daylight is let in upon the mystery. For instance, a Taube and an Aviatik have been and probably are still on view in Paris, and I would not be surprised if anyone told me there are a couple of captured German aeroplanes down at Farnborough - an L.V.G. biplane and a Fokker monoplane. It has not, so far, emerged that the Allies employ captured enemy machines even if these happen to fall into our hands in a serviceable condition. In the majority of cases the probabilities are that a machine brought down is either badly damaged in landing or else is deliberately set on fire by the pilot. Besides, the utility of a captured enemy aeroplane is a questionable asset, as - to point a moral - a great number of the German planes are readily distinguished from those of the Allies, and the substitution of a Union Jack for the black cross would hardly prevent such a machine from being fired on by our own troops, if flying at any height, even granting for the moment its usefulness for raids over German territory. On the other hand, the accompanying illustration, taken from Flugsport, seems to indicate that the Germans do employ captured French machines. It will be seen that the rosette of the French colours has been obliterated from the wings of this captured Maurice Farman biplane and the black cross substituted. The nose of the nacelle has been "decorated" (or the reverse, according to taste) with the German eagle. Whether this machine is employed for actual war service or not it is impossible to say, but the crosses and eagle seem to point to such an object being in view. This supposition is further strengthened when one knows that the Germans are actually building imitations of French machines, two firms for instance - the Fokker and the Hanuschke - having constructed monoplanes which could not possibly be distinguished from Morane-Saulnier monoplanes when flying at anything above a few hundred feet.

А.Шепс - Самолеты Первой мировой войны. Страны Антанты
Учебный самолет Фарман MF.7 (1911г.)
Журнал - Flight за 1912 г.
MAURICE FARMAN BIPLANE. - Three-quarter view from in front.
Журнал - Flight за 1912 г.
MAURICE FARMAN BIPLANE. - Side view.
Журнал - Flight за 1912 г.
THE MILITARY COMPETITION MACHINES. General view of the Maurice Farman biplane figuring in the trials.
Журнал - Flight за 1912 г.
MAURICE FARMAN BIPLANE. - View from in front.
Журнал - Flight за 1912 г.
MAURICE FARMAN BIPLANE. - View from behind.
P.Lewis - British Racing and Record-breaking Aircraft /Putnam/
Claude Grahame-White in the Maurice Farman Longhorn, which he flew into second place in the final of the Speed Handicap at Hendon on 28 February, 1914.
Jane's All The World Aircraft 1913 /Jane's/
M. Farman. 1912-1913 military biplane.
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 1912 г.
THE GREAT FRENCH AEROPLANE REVIEW AT VILLACOUBLAY LAST WEEK. - General view of the Maurice Farman escadrille.
Журнал - Flight за 1914 г.
CENTRAL FLYING SCHOOL, UPAVON. - The Maurice Farmans of B Flight.
Журнал - Flight за 1914 г.
CENTRAL FLYING SCHOOL, UPAVON. - The Henry and Maurice Farmans of D Flight.
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 1913 г.
AT HENDON AERODROME. - Machines about to start for the military cross-country race. On the line are the biplanes and, ranged behind, the monoplanes waiting to take their place on the starting line after the biplanes have got away.
P.Lewis - British Racing and Record-breaking Aircraft /Putnam/
Doyen of air race starters, A. G. Reynolds, right, ready to send off the competitors in the Ladies' Race at Hendon on 4 July, 1914.
P.Lewis - British Racing and Record-breaking Aircraft /Putnam/
A Morane-Saulnier, Bleriot XI and Maurice Farman Longhorn lined up at Hendon for the start oа a race in 1914.
P.Lewis - British Racing and Record-breaking Aircraft /Putnam/
The start of the Aerial Derby at Hendon on 6 June, 1914. A Bleriot XI taxies away, with a Maurice Farman Longhorn waiting to follow.
P.Lewis - British Racing and Record-breaking Aircraft /Putnam/
With two on board, a Maurice Farman Longhorn moves up to the starting line in the Aerial Derby on 6 June, 1914, at Hendon.
Журнал - Flight за 1912 г.
The visit of Mr. Maurice Farman to Hendon Aerodrome last Sunday, for the purpose of testing some of the machines built by the Aircraft Co. to his design, created a considerable amount of interest. He made several trial flights, and our picture shows him discussing points with Mr. Holt Thomas, with interested mechanics, &C, prior to one of his flights.
Журнал - Flight за 1913 г.
Mrs. Moore, one of the Daily Express free lady passengers, getting Verrier's Farman biplane for her joy ride.
Журнал - Flight за 1913 г.
Mr. Claude Grahame-White makes a trial flight on his new Maurice Farman at Hendon Aerodrome.
Журнал - Flight за 1913 г.
Prince Axel of Denmark, who is a certified pilot, explaining the controls of the Maurice Farman biplane to King Christian X of Denmark.
Журнал - Flight за 1913 г.
Lieut Waldron with Lieut. Bowden Smith as passenger, in the Army Maurice Farman No. 216, about to start from Hounslow Heath for Farnborough recently. In the right-hand photograph, it will be noticed, the propeller is just being swung.
Other 0
Photo from Nick Gribble
M.Goodall, A.Tagg - British Aircraft before the Great War /Schiffer/
Airco Maurice Farman Longhorn. This complicated design served as a trainer as late as 1918.
L.Opdyke - French Aeroplanes Before the Great War /Schiffer/
One of several versions of the MF 7bis.
Журнал - Flight за 1912 г.
AERIAL DERBY DAY AT HENDON AERODROME. - Pierre Verrier flying on the Maurice Farman biplane.
Журнал - Flight за 1913 г.
A fine piece of banking by Pierre Verrier, with a passenger, on a Maurice Farman at Hendon Aerodrome.
Журнал - Flight за 1913 г.
Another line bank by Pierre Verrier, with a passenger on board, on the Maurice Farman at Hendon.
Журнал - Flight за 1913 г.
A demonstration of the stability of the Maurice Farman biplane at Hendon Aerodrome. - Pierre Verrier and his passenger standing up and holding their hands above their heads, meantime the machine being entirely uncontrolled.
Журнал - Flight за 1914 г.
Mr. Noel, at Hendon, flying on the Maurice Farman with Miss Kitty Kent, who is so prominent in "The Girl from Utah."
Журнал - Flight за 1914 г.
AT HENDON AERODROME. - Louis Noel on the Maurice Farman rounding No.1 Pylon towards evening.
Журнал - Flight за 1915 г.
IN THE SPORTING AND RACE DAYS AT HENDON DURING LAST YEAR. - Mr. Pierre Verrier rounding a pylon during a heat.
Журнал - Flight за 1913 г.
A banked turn with a passenger round No. 1 Pylon at Hendon by Pierre Verrier on the Maurice Farman.
Журнал - Flight за 1913 г.
AN EXHIBITION OF VERRIER'S EXPERT STEERING. - Seeing how close he can fly his Maurice Farman to No. 1 pylon at Hendon Aerodrome. Upon one occasion recently his extension support actually touched and moved the disc race indicator at the top. Note the habiyues watching the performance.
Журнал - Flight за 1915 г.
AT THE RAILWAY END OF THE HENDON AERODROME. - A last season's snap, showing Pierre Verrier rounding No. 2 pylon on a Maurice Farman.
Журнал - Flight за 1913 г.
Pierre Verrier flying low, on the Aircraft Co.'s Maurice Farman, past the enclosure at Hendon.
Журнал - Flight за 1913 г.
SPEED. - Pierre Verrier, well under the windscreen, flying past No. 1 pylon at Hendon on his Maurice Farman.
Журнал - Flight за 1914 г.
A fine bank by J. Alcock on his M. Farman biplane, 100 h.p. Sunbeam engine, at the Shoreham Aerodrome.
Журнал - Flight за 1915 г.
WHEN THE PUBLIC USED TO GATHER AT HENDON. - A reminiscence of Flight Commander Claude Grahame-White on a Maurlce-Farman biplane.
Журнал - Flight за 1912 г.
FLYING AT THE ARMY COMPETITIONS IN A 25-MILE WIND. - Verrier, on the Aircraft Co.'s Maurice Farman, passing over the sheds.
Журнал - Flight за 1912 г.
A test flight by Mr. Maurice Farman at Hendon in the British-built machine of his own design.
Журнал - Flight за 1912 г.
OFF TO BRIGHTON. - M. Pierre Verrier, with his mechanic as passenger, leaving the Hendon aerodrome for his trip to Brighton on Sunday.
Журнал - Flight за 1913 г.
Pierre Verrier making a passenger flight at sunset on the Maurice Farman biplane at Hendon Aerodrome.
Журнал - Flight за 1913 г.
THE FINISH OF THE HENDON-BRIGHTON-HENDON RACE, NOVEMBER 8th. - Pierre Verrier, the winner, returning to Hendon late in the evening.
Журнал - Flight за 1915 г.
Mr. F. W. Merriam with a pupil on a Maurice Farman, coming in over the sheds at Hendon.
Журнал - Flight за 1912 г.
THE THIRD AEROPLANE HANDICAP AT BROOKLANDS, SATURDAY LAST. - Capt. H. Wood on his Vickers monoplane and P. Verrier on his Maurice Farman biplane getting away from the start.
Журнал - Flight за 1913 г.
ROUND PYLON ONE. - Verrier, on the Maurice Farman biplane, and Slack, above, on the Morane-Saulnier.
Журнал - Flight за 1912 г.
Mr. Lewis Turner finishing first and Mons. Verrier second in the second heat of the Speed Handicap at Hendon on Saturday last.
Журнал - Flight за 1913 г.
A speed handicap, with four in it, at Hendon aerodrome on Saturday, showing Turner's Caudron and Verrier's Maurice Farman, in front, during the first heat.
Журнал - Flight за 1914 г.
Mr. L. Noel on the Maurice Farman, flying hands off during the speed handicap on Saturday. Above is seen the Caudron piloted by Goodden.
Журнал - Flight за 1914 г.
CLOSE FINISHING AT HENDON DURING THE SUMMER RACING SEASON. - Mr. Lillywhite on the Grahame-White biplane and Mr. Birchenough on a Maurice Farman.
Журнал - Flight за 1913 г.
A DEAD HEAT AT HENDON. - An exciting finish at the Easter Monday Meeting, when Verrier, on a Maurice Farman, and Collardeau, on a Breguet, crossed the line at the same time in the Grand Speed Handicap, Verrier being on the right quite low.
P.Lewis - British Racing and Record-breaking Aircraft /Putnam/
Regular racers at Hendon during 1914 - the Maurice Farman Longhorn and Deperdussin monoplane.
Журнал - Flight за 1913 г.
A close finish for second place between Verrier and Nardini in last Saturday's speed handicap at Hendon Aerodrome. Nardini overtook and passed Verrier almost upon the finishing line.
Журнал - Flight за 1912 г.
Remarkable flying was seen in the Speed Handicap at Hendon on Saturday. Our photograph shows, on the left, Jules Nardini on the Deperdussin, on the right Pierre Verrier on the Maurice Farman, and above, Marcel Desoutter, on the Bleriot, just about to enter on the last lap.
Журнал - Flight за 1913 г.
A FINE FINISH AT HENDON. - Marty, Verrier and Manton finishing in the order given in the first heat of the Speed Handicap on "Motor Cycle Day."
Журнал - Flight за 1914 г.
RACING AT HENDON. - The second heat of the Speed Handicap on Whit Saturday. From left to right the machines are: Messrs. R. J. Lillywhite (G.-W. twin rudder), Verrier (Maurice Farman), W. Birchenough (G.-W.-Maurice Farman), and L. Noel (Bleriot).
Журнал - Flight за 1913 г.
The camp of the 3rd Gordons at Montrose, taken from a Maurice Farman machine.
Журнал - Flight за 1914 г.
Byfleet, 1,000 ft. up, as seen from the 100 h.p. Sunbeam-engined Maurice Farman, piloted by Mr. J. Alcock.
Журнал - Flight за 1914 г.
Staines Reservoir, from 4,300 ft. up, another snap taken from Mr. J. Alcock's 100 h.p. Sunbeam-engined Maurice Farman.
Журнал - Flight за 1914 г.
A snap of the Whitsun Motor Race Meeting at Brooklands from Mr. Jack Alcock's Sunbeam-englned biplane.
Журнал - Flight за 1914 г.
THE "CITY OF DISTANCES," AS MADRAS IS CALLED. - Photographs taken bv Mr. Wilfred R. Wills from Mr. Madeley s Maurice Farman biplane, of the residential quarter of Madras at 6.45 a.m. Each house has a large compound, and the town covers a very large area. The Ghosha people came on to their roofs in numbers to look at the aeroplane when it dropped to 300 ft. The photograph on the right was taken at 1.000 ft. On the left is seen the mouth of the Adzar river looking towards the sea. This was taken at 7.15 a.m., the best time for flying except sometimes in the evening.
Журнал - Flight за 1914 г.
MR. MADELEY'S NEW WATERWORKS SCHEME FOR MADRAS. - The filter beds and the round elevated tank can be clearly seen in these photographs, which were secured by Mr. Wilfred R. Wills from Mr. Madeley's Maurice Farman biplane. Mr. Madeley is Special Engineer to the Corporation of Madras.
Журнал - Flight за 1914 г.
Another photograph by Mr. Wilfred R. Wills from Mr. Madeley's Maurice Farman biplane, taken, like the rest of Mr. Wills' photographs, with an ordinary Kodak. The above snap was taken during a vol plane, Mr. Madeley's hangar being seen just to the left-centre of the picture. Note the crowds of natives round about it, who are a very great nuisance when landing, as they insist upon running towards the machine. The spot is the "Mount," a military station six miles from Madras, where Mr. Madeley keeps his machine.
Журнал - Flight за 1913 г.
FOURNY'S GREAT FLIGHT OF 15.990 KILOMS. - On the left, fixing up his engine with oil and petrol at the completion of one of the circuits, and on the right, Fourny crossing the finishing line on his Maurice Farman at the end of one of his circuits for the Coupe Michelin.
Журнал - Flight за 1913 г.
AERIAL FLORAL FETE AT HENDON AERODROME. - The first heat of the Speed Handicap. Manton, on the Grahame-White biplane, completing his first lap, with Brock and Verrier still waiting to take up their start in the race.
Журнал - Flight за 1912 г.
Guests at Mr. Claude Grahame-White's wedding at Sir Daniel Gooch's residence, "Hylands," watching Mr. B. C. Hucks flying on his Bleriot during the afternoon. On the ground in front of the mansion is Mr. Grahame-White's Howard Wright biplane on which he flew over, and on the right is the Aircraft Co.'s Maurice Farman biplane on which M. Verrier during the afternoon gave some remarkable exhibitions in a strong wind.
Журнал - Flight за 1913 г.
The new tail of the Maurice Farman biplane.
Журнал - Flight за 1912 г.
MAURICE FARMAN BIPLANE. - Near view from behind, showing the pilot's seat, position of engine, &c.
Журнал - Flight за 1914 г.
The Sunbeam engine power plant on the Maurice-Farman at Brooklands.
Журнал - Flight за 1915 г.
A Maurice Farman biplane captured by the Germans.
Журнал - Flight за 1914 г.
Pilot: Mr. J. Alcock.
S.Ransom, R.Fairclough - English Electric Aircraft and their Predecessors /Putnam/
Phoenix-built Maurice Farman Longhorn N5333 photographed on Sunday, 7 January, 1917. It was dismantled the next day and despatched to RNAS Eastchurch on the followmg Tuesday.
K.Delve - World War One in the Air /Crowood/
Maurice-Farman Longhorn N5729, one of a batch of 30 built by the Brush Electrical Engineering Company, with an 80hp Renault engine. Like most of the Farmans, this type served primarily as a trainer and remained in use until 1918.
K.Delve - World War One in the Air /Crowood/
Although the Maurice-Farmans, this being an S.7 Longhorn variant, were on operational strength in mid 1914 they saw only limited operational service; a number were given machine gun armament as part of early trials into such weapons on aircraft. The tractor design meant that such a weapon could be satisfactorily mounted at the front but the additional weight reduced the already barely adequate performance.
S.Ransom, R.Fairclough - English Electric Aircraft and their Predecessors /Putnam/
Maurice Farman Longhorn production at Bredford, January 1917.
Журнал - Flight за 1913 г.
MONS. PIERRE VERRIER. - The popular Maurice Farman pilot.
R.Mikesh, A.Shorzoe - Japanese Aircraft, 1910-1941 /Putnam/
Kishi No.1 Tsurugi-go Aeroplane.
R.Mikesh, A.Shorzoe - Japanese Aircraft, 1910-1941 /Putnam/
Army Type Mo (Maurice Farman Type) 1913 Aeroplane.
R.Mikesh, A.Shorzoe - Japanese Aircraft, 1910-1941 /Putnam/
Converted Type Mo (Maurice Farman Type) Aeroplane.
Журнал - Flight за 1912 г.
Mr. Maurice Farman, accompanied by Mrs. Holt Thomas as passenger, about to start for a Aerodrome on Sunday last in the British-built Maurice Farman machine.
Журнал - Flight за 1912 г.
M. Pierre Verrier, who has been giving some fine exhibitions of the capabilities of the Maurice Farman biplane before a number of British military and naval officials at Hendon, in the pilot's seat of his machine.
Журнал - Flight за 1913 г.
"I've won a flight!" A breezy snap at the London Aerodrome, Hendon, on Theatrical Aviation Sunday, when a ballot was taken for two flights by members of the theatrical profession. The passenger is Miss Margaret Swallow, who is about to take her flight with M. Verrier on the Maurice Farman.
Журнал - Flight за 1913 г.
Mr. H. A. Vernon, President of the National Association of Millers, about to have a flight at Hendon with Verrier in a Maurice Farman.
Журнал - Flight за 1913 г.
AN INCIDENT AT HENDON LAST WEEK-END. - Two little children, aged 5 and 8 years respectively, were so fascinated with the flying that their parents arranged to gratify their wish for a practical experience - something under "half-price" being charged. Our photo shows Mr. Louis Noel on the M. Farman 'bus just about to start with his precious freight.
Журнал - Flight за 1914 г.
Miss Kitty Kent, who is appearing in "The Girl from Utah" at the Adelphl Theatre, is taking up flying at Hendon. Our photograph shows Mr. Noel just about to give her some practical experience in the air.
Журнал - Flight за 1916 г.
AVIATION IN JAPAN. - Japanese military aviator Lieut. Takeda, in the pilot's seat of the latest army biplane (M. Farman type) which he has been flying at Tokorozawa aerodrome.
Журнал - Flight за 1914 г.
Mr. J. Alcock, on the Sunbeam-engined M. Farman, about to make a flight at Brooklands Aerodrome.
P.Lewis - British Racing and Record-breaking Aircraft /Putnam/
John Alcock al the controls of the 100 hp Sunbeam Maurice Farman which he flew into third place on 20 June, 1914, in the London·to-Manchesler Race.
Журнал - Flight за 1914 г.
Jack Alcock in the pilot's seat of his M. Farman biplane, 100 h.p. Sunbeam engine, at the Shoreham Aerodrome.
Журнал - Flight за 1914 г.
MR. J. ALCOCK, who has recently been flying the 100 h.p. Sunbeam-engined Maurice Farman so splendidly at Brooklands. Trained as an engineer, he joined Mr. Maurice Ducrocq, and was his chief mechanic for 2 1/2 years. In Nov., 1912, he took his ticket on Mr. Ducrocq's Farman, on which he won several competitions in 1913. For a short time last year he was instructor at the Avro School at Shoreham.
Журнал - Flight за 1912 г.
Details of the control of the Maurice Farman biplane sketched from the passenger's seat.
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.
STEAM AND PETROL. - Pierre Verrier and a passenger pass a Midland express on the Maurice Farman at Hendon Aerodrome, May 3rd, 1913. From a sketch by Roderic Hill.
Журнал - Flight за 1913 г.
NIGHT FLYING, NOVEMBER 5TH, AT HENDON. - Claude Grahame-White flying a Maurice Farman biplane. From a drawing by Mr. Roderic Hill.
Журнал - Flight за 1912 г.
DETAILS OF THE MAURICE FARMAN. - Above, the new form ol nacelle, showing the windows provided to give the pilot a clearer view of what is beneath him; below, shows how the rear ends of the main skids are turned down to form landing-brakes.
Журнал - Flight за 1912 г.
Constructional details of the Maurice Farman biplane. - On top a diagrammatical sketch of a joint in the landing chassis. The two struts are half-lapped and strengthened with wooden angle-pieces; the whole is then bound securely and strengthened with steel plates. Below is a sketch of a hollow strut.
Журнал - Flight за 1912 г.
The combined steel socket and extension fitting.
Журнал - Flight за 1912 г.
Showing how the control cord is applied to the aileron lever of the Maurice Farman biplane.
Журнал - Flight за 1912 г.
DETAILS OF THE MAURICE FARMAN BIPLANE. - On the left one of the tail skids. On the right the fitting by which the extension may be folded down to reduce overall dimensions.
Журнал - Flight за 1912 г.
Журнал - Flight за 1913 г.
The 70-h.p. Maurice 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 1912 г.
MAURICE FARM AN BIPLANE. - Plan and elevation to scale.