В.Шавров История конструкций самолетов в СССР до 1938 г.
Летающая лодка "Доннэ-Левек". Под этим названием во Франции было выпущено в конце 1912 г. - начале 1913 г. несколько последовательных типов первых в Западной Европе летающих лодок с двигателями "Гном" в 50, 70 и 80 л. с. Один из первых образцов был приобретен русским морским ведомством. Это был полутораплан двухстоечный с подкосами к концам верхнего крыла, без выноса, с толкающей силовой установкой. Коробка крыльев стояла на кронштейнах над корпусом лодки. Перед нижним крылом была двухместная кабина с сиденьями рядом. Лодка имела очень простые формы, однореданная, плоскодонная, в носовой части прямоугольного, в хвостовой - трапециевидного сечения - узкой гранью вверх.
Самолет был доставлен в Гребной порт в Петербурге осенью 1912 г., летал в 1913 г. Имеются сведения, что в России был и более поздний образец летающей лодки "Доннэ-Левек".
Длина самолета, м||7,3
Размах крыла, м||9,5/7,8
Площадь крыла, м2||17
Масса пустого, кг||380
Масса топлива+ масла, кг||40
Масса полной нагрузки, кг||200
Полетная масса, кг||580
Удельная нагрузка на крыло, кг/м2||34
Удельная нагрузка на мощность, кг/лс||11,6
Скорость максимальная у земли, км/ч||95
Время набора высоты 1000м, мин||12
H.King Aeromarine Origins (Putnam)
The first 'classic' type of flying boat, with the tail mounted directly on the hull, cannot, in fact, be credited to Curtiss at all, but to Denhaut, who constructed the Donnet-Leveque machine of this type in 1912.
L.Opdyke French Aeroplanes Before the Great War (Schiffer)
Deleted by request of (c)Schiffer Publishing
Jane's All The World Aircraft 1913
A 1912. B 1912. C 1912. 1913.
2-seater 2-seater 3-seater 2-seater
hydro- hydro- hydro- hydro-
biplane biplane biplane biplane
Length......feet(m) 26 (7.80) 27 (8.30) 27 (8.30) 34? (10.50)
Span........feet(m) 29? (9) 32? (10) 34? (10.50) 29? (9)
Area....sq.ft.(m?.) 194 (18) 215 (20) 237 (22) 194 (18)
Weight...lbs.(kgs.) 683 (310) 772 (350) 888 (380) 888 (380)
Motor..........h.p. 50 Gnome 70 Gnome 80 Gnome 50 Gnome
Speed...m.p.h.(km.) 69 (110) 75 (120) ... 50 (80)
Endurance......hrs. ... ... ... ...
during 1912 ... ... ... ...
Notes.--Lateral control by warping ailerons. Motor in gap just below upper plane: propeller in rear, direct driven. Fabric: "Aviator" Ramie.
Floats.--One large central boat 27 feet (8.20 m.) long--two small ones at each extremity of lower plane.
Flight, August 3, 1912.
BRITISH NOTES OF THE WEEK.
Paris to London in a Hydro-Aeroplane.
ON the Donnet Leveque hydro-aeroplane Capt. Conneau, better known by his nom de vol of Andre Beaumont, started off from Juvisy on Friday last on a projected trip from Paris to London. He followed the Seine to Bezons, where he came down on the water after covering 36 miles. He intended to continue his journey along the Seine to Havre, cross the Channel, then keep round the English coast and up the Thames to Westminster, but the bad weather of the week-end has intervened and prevented any progress being made with this part of the programme.
Flight, August 17, 1912.
BRITISH NOTES OF THE WEEK.
Disaster Overtakes M. Beaumont.
AFTER waiting for several days at Berons, a suburb six miles west of Paris, "Beaumont," otherwise Capt. Conneau, was able to make a start for London on the 9th inst. His Donnet-Leveque hydro-aeroplane was wheeled down to the water, and at 4.30 a.m. it rose from the Seine for a trial run. Everything was working in good order, so the pilot did not return but set his course along the Seine for Havre. Passing Meulan, Mantes, Vernon, Gaillon and Caudebec, the machine reached Quillebceuf at 6.40, where a stop was made for replenishments. A quarter of an hour later it was in the air again, and Havre was reached at five minutes to nine, the machine alighting in front of the Casino. The mechanics, hearing of the stop at Quillebceuf, had gone there, so that M. Beaumont had to rely on amateur help at Havre. Some slight damage was done through the machine colliding with the shore, but everything was in order after lunch when at 2 p.m. a re-start was made for Boulogne, to which a non-stop run of 1 hr. and 55 mins., without the slightest incident, ensued.
At Boulogne the enthusiastic fishermen came out to render what assistance they could, but their zealous but unprofessional efforts only resulted in one of the floats being damaged, so that no further progress could be made that day. Repairs were, however, executed over night and on Saturday afternoon M. Beaumont prepared for the cross-Channel trip. The wind buffetted the machine very considerably and after making a circuit the pilot had to bring his machine down to the water, which was very choppy. Suddenly the biplane was caught by a very strong squall and completely overturned. The pilot was able to swim clear and superintended the towing of the wrecked machine back to the shore. It is to be repaired and M. Beaumont will then make another attempt to fly to London.
Flight, November 16, 1912.
THE PARIS AERO SALON.
The hydro-biplane shown on this stand is of rather more interest than usual, for it was one of the first machines of its type to meet with a measure of success, and for the fact that the British Admiralty have bought one of them. The one shown is of quite light build and is arranged as a two-seater, driven by a 50-h.p. Gnome. That supplied to our Navy was of much stronger and heavier build, equipped with an 80-h.p. Gnome and intended more for open sea work than for service on river or lake, or stretches of water where the surface does not get unduly disturbed. So that it may be used for atterrissage as well as amerrissage, it is fitted with a clever type of disappearing chassis which may be hauled up clear of the water by releasing a catch and turning a handle mounted at the rear of pilot's head. Perhaps our sketch will make this point clearer than would be possible by word description. The coque is built throughout of mahogany, which wood also enters into the construction of the tail in those parts which are likely to get splashed with or immersed in water. In front the section of the coque is rectangular, but aft of the main planes it takes on a section represented by a triangle standing on its base. There is a step in the float at a point just below the entering edge of the main planes. At the side of the body it is about 6 inches deep but in the centre it is considerably less, for the bottom of the hydroplane has the peculiarity that it is concave. Naturally there is no tail float in the accepted sense of the term for the coque itself acts in that capacity. There is, however, a small wooden plane, shaped more or less like a penguin's tail, which assists in getting the tail off the water when starting off. Inside, the coque is divided into watertight compartments, to eliminate the chance of it becoming completely flooded should it strike any hard obstacle and become punctured. Small egg-shaped floats are fitted to the tip of the lower planes to steady the machine on water. The engine is mounted in a position about two-thirds up the gap between the main planes, and provision is made so that the pilot may start it without leaving his cockpit.
Flight, February 8, 1913.
BRITISH-BUILT DONNET-LEVEQUE MACHINES.
THE representatives of the Donnet-Leveque Hydro-aeroplane Company in England, Aeros, Ltd., of St. James's Street, W., are, we learn, forming a company to manufacture these well-known water flying machines over here. On the Continent they have met with a considerable measure of success, as is evident by the fact that, not long since, eight of these machines were ordered by the Austrian Government. One was delivered some few months ago to the British Admiralty. From the number of machines built for water flying that will ultimately be required for the defence of our country's coast we feel inclined to think that the proposed company should enjoy good business in a craft of this nature. When all details have been settled we hear that they intend to commence operations by establishing works and a flying school at Shoreham.
Our sketch gives an idea of the general arrangement of the Donnet-Leveque hydro-biplane. The float, which supports the machine on the water, is extended right back to the tail, so fulfilling the double purpose of float and fuselage. It is built throughout of mahogany, and, inside it is divided into a number of watertight compartments in order that, should the coque become punctured by coming into contact with any hard obstacle it will not become flooded out with sea water. A peculiarity in the construction of the coque is that the hydroplane surface is concave on the under side, a feature which makes it particularly efficient as a skimmer over smooth water. The planes of the machine are built up cellule fashion and are mounted above the body at about one-third of its length from the nose. High up between them the engine is mounted, driving direct a propeller which, mounted in that position runs no risk of being broken by spray thrown up by the passage of the machine over the water. A special magneto and starting handle are fitted to the motor, so that it may be started by the passenger without any necessity for him to leave his seat in the cockpit. In order that the machine may be capable of landing on land as well as on water a special form of disappearing wheelbase is fitted, which, after the machine has left the ground may be wound up out of action by a handle operating a drum, arranged conveniently within reach of the passenger. Although the machine is strongly constructed, yet it is of quite light weight, for the 50-h.p. model does not weigh more than 682 lbs., while the 80-h.p. machine turns the scale at only 836 lbs.