Armstrong Whitworth FK8 B3312 preparing for a photographic flight

An observer in an FK8 of an unknown unit

Armstrong Whitworth FK8 machines with the rounded cowling

The prototype Bristol F.2A Fighter (A3303) on the landing ground at the Central Flying School at Upavon during September of 1916

The F.2A prototype (A3303) is prepared for take off at Orfordness

A3303 on the grass at Upavon after it was modified with the round radiator and deeper cowling. At this time the aircraft had no gun mounting in the observer's cockpit

The first F.2A prototype (A3303) at the experimental armament center at Orfordness

The second F.2A prototype at Filton in December of 1916

This F.2B (A7106) was powered by a 190 hp Rolls Roys Falcon I engine and was part of the first production batch

This Falcon I powered F.2B (A7106) was built by the Bristols and is known to have been at No 8 Aircraft Acceptance Park, at Lympne during 1917

At one time this F.2B (A-7107) served with No 48 Squadron in France. It later flew with the Wireless Training School at Biggin Hill, doing pioneer experimental radio work

Another F.2B from the first production batch, A7183 carried navigation lights above the lower wing outboard of the struts and on the rudder trailing edge. The aircraft was at Orfordness in February of 1918

This early production F.2A on the landing ground at Ayr, Scotland during April of 1917 was from the first production batch. It was powered by a 190 hp Falcon I engine.
The Bristol F.2B, powered by the 275 hp Rolls-Royce Falcon V12, was the best two-seat fighter. Its powerful engine gave it a speed of 125 mph, faster than its contemporaries, and it had good flying qualities and typical armament.

This F.2B (A7238) carries the name TIGER on the fuselage in White. The aircraft has no wheel cover over the starboard wheel. It served at Rendcombe during July of 1918 and was later transferred to No 44 Training Squadron of that same year

Bristol Fighter with Lieutenant CWM Thompson of 22 Squadron standing by it

F.2B B1134 was assigned to No 35 Squadron after having served with No 48 Squadron which had received the type in March of 1917

This F.2B (B1153) was powered by a 220 hp liquid cooled 12 cylinder Rolls-Royce Falcon II engine

To solve the engine shortage problem, an number of F.2Bs were tested during the war with different engines. This F.2B (B1200) at the experimental establishment at Marlesham Beath in September of 1918 was powered by a 200 hp Wolsey Viper liquid cooled engine

The shape of the cowling on this F.2B (B1206) indicates that it was powered by the 230 hp Siddeley Puma liquid cooled engine

It is uncertain whether the White marking just forward of the fuselage roundel on this F.2B (B1208) is the recognition marking of No 20 Squadron or the aircraft's side number (1)

In January 1918 Captain Alan P.Maclean and Lieutenant Frederick H. Cantlon, MC, on No.11 Squadron, RFC, posed in Bristol F.2B C.4844, which they had named 'Rickadamdoo'. They were flying this aircraft when they shot down by Jagdgeschwader I aircraft on 18 March 1918

While a ground crewmen holds its tail down, the pilot of this F.2B (D2222) runs up the engine. The aircraft was fitted with a 200 hp Sunbeam Arab engine and it was one of a batch of F.2Bs built by the National Aircraft Factory at Alntree, Liverpool

The small hole in the top of the radiator is the gun port for the pilot's .303 Vickers machine gun. The White stripes around the rear fuselage were recognition markings used by No 139 Squadron in Italy during late 1918

This F.2B (D7966) was issued to No 139 Squadron, Royal Flying Corps on 16 August 1918. The aircraft was lost in combat with Austrian forces some seven days later and the crew, Lts C.E.G.Gill and T.Newey were taken prisoners of war

Bristol Fighter of 48 Squadron, brought down 20 September, the crew being captured

Major B.E.Baker, DSO, MC, AFC, a very successful Bristol Fighter pilot who served with 48 Squadron in 1917. He is seen here the following year in England whilst serving with 141 (Home Defence) Squadron. He later became Air Marshal Sir Brian Baker

BURGATE was flown in France by "L" Flight on long distance artillery spotting duties

This Bristol F.2B (F4844) is a factory-fresh machine from a production batch of seven hundred produced by Bristol

This F.2B (H6058) was fitted with a 240 hp Siddeley Puma engine and was, along with F.2B (H6055) were the only F.2Bs known to have been built by the Austin Motor Company, although a batch of six hundred were ordered on 25 September 1918

This F.2B of No 111 Squadron had the fabric on the rear fuselage pulled lose. The squadron operated a detachment of Bristol F.2Bs from Sarona, Palestine during late 1917

This Bristol Fighter was reportedly assigned to No 141 (Home Defence) Squadron. It is unclear why the aircraft had the fuselage and fin covered in what appears to be German printed Lozenge camouflage fabric

This F.2b was on the landing ground at Malincourt on the day that the First World War ended, 11 November 1918. The aircraft was powered by a Sunbeam Arab liquid cooled engine and was assigned to "B" Flight on No 8 Squadron

The 230 hp Sunbeam Arab engine differed from the Falcon in a number of ways including the use of front side mounted radiator shutters and a revised exhaust system with a long down sloping exhaust stack

A group of officers inspect a Bristol F.2B of No 39 (Home Defence) Squadron at North Weald, Essex. The squadron was based here to intercept German Gotha bombers. The officer looking into the observer's cockpit is GEN T.C.R.Biggins, General Officer Commanding (GOC) of No 6 Brigade

This F.2B has twin .303 inch Lewis machine guns mounted above the upper wing center section and a twin Lewis mount in the observer's cockpit. It is believed that this F.2B was a night fighter assigned to No 39 (Home Defence) Squadron

Australian CAPT Ross Smith, who later became a long distance flyer, mans the forward cockpit of an F.2B of No 1 (Australian) Squadron, while his gunner LT E A Mustard, mans the twin .303 Lewis machine gins in the rear cockpit

This Royal Flying Corps gunner demonstrates the use of a .303 inch Lewis machine gun in the rear cockpit of an F.2B. The gun is mounted on a Scraff ring mount and is equipped with a Norman sight. The gunner carried seven ninty-seven round drum magazines in the rear cockpit

This F.2B of No 98 Squadron's Long Range Reconnaissance flight nosed over after loosing a wheel on landing. The hole in the underside is the opening for the vertical camera which was controlled by the observer/gunner

D.H.2 Prototype in original scheme

D.H.2 Prototype in later scheme

D.H.2 in early standard scheme

D.H.2 of second production batch in standard scheme

D.H.2, No.24 Squadron, R.F.C., serial unknown

Airco D.H.2

D.H.2 with non-standard rudder stripes, Fourth Army aircraft park, Beauval, France, 1916

DH2 5925 enjoyed a comparatively long service career: it joined No.24 Squadron in France in February 1916 and was flown back to the UK on 22 May the following year

The DH2 shown is 7850, at No.1 Aircraft Depot, Candas

Wooden hangars, with curtain fronts, a DH2 on push-back and two others waiting action - a scene that would be typical of 1915-16 when the pusher fighter was a fortunate answer to the Fokker menace

The D.H. 2. - A small single-seater pusher scout, with 100 h.p. Gnome monosoupape engine. This machine has a strong family resemblance to the D.H. 1.

'British Airmen in France', a 1916 postcard, depicts a DH2 biplane

DE HAVILLAND D.H.2 (No.6011) of No.24 Squadron. Brought down and captured slightly damaged in July 1916. Piloted by Lt. R.H.B.Ker

A standard Puma engined D.H.9 of No 211 Squadron, RAF during 1918

This D.H.9 served with No 221 Squadron, RAF in Russia during late 1918. Later served with the White Russian Forces in August of 1919

Built by the Vilcan Motor & Engineering Company, and carryinhg the company logo on the interplane struts, B9395 of No 49 Squadron RAF was "The Mackenzie Toolocmbah, Presented"

C1230 made a force landing due to engine failure at the School for Aerial Fighting

This aircraft, serial C2161, was one of eighty D.H.9s built by the sub-contractor Berwick & Company of Park Royal, North West London. The aircraft was used at a gunnery school, possibly at Marske

The first D.H.9 produced by Airco, C6051, during its test period in November 1917

C6078 was the first D.H.9 to be fitted with a 430 hp Napier Lion engine

C6109 was among the first production D.H.9s to go to France. It was one of the five sent abroad in late February of 1918. It was operated by No 27 Squadron RAF at Ruisseaville during 1918. On 16 June it was lost in action, with its crew, 2nd Lieutenant H.Wild and Sergeant E.Scott being killed

A standard production D.H. 9, C6277, powered by a Siddeley Puma engine with exhaust pipe extending upwards to discharge over the top wing; this aircraft, possibly of No 99 Squadron, shows the radiator extended beneath the nose.
C6277 is believed to have served at one time at the Biggin Hill Wireless Experimental Establishment as a flying test bed

"Britons in Chili No 1" was serialed D1177 and carried the name on the fuselage side in White from 28 December 1918 on. It was assigned to No 120 Squadron RAF after being previously on strength with No 98 Squadron during March of 1918. The D.H.9 was used as a mail-carrier and survived at least until 18 January 1919

Although claimed by some sources to show Lieutenants Gregson and Gaylord with D2803, this is unconfirmed

D.H.9.

This is Airco-built D.H.9 (serial D2904), but the reason for the United States star insignia on the cowling is unknown. Certainly it was never flown by the U.S.Army. From a comparision of tonal values it is believed that the fin, balance area of the rudder and wheels were Red, with a White outline. The lower longerons and parts of the decking and nose are clear dope

Subscribed for as "Rigger Parish No 4" according to the nose inscription, D3259 was an Airco-built D.H.9 from a batch which included a number of aircraft that were delivered to overseas air forces

The nose of this D.H.9 was marked with the presentation legend, "Royal Marines Plymouth" in White on the nose. It appears to have its serial marked mounted on a strip of fabric (which is a slightly different color than the background) and is unusual in that it has a dot after the prefix. It is believed that D.5656 is probably not its true identity

D.H.9 (serial D5816) carried the presentation legend "Faridkot No 3". This Indian presentation aircraft was constructed by Waring & Gillow and served with No 206 Squadron, RAF. 2nd Lieutenants T.Percival and Lowthian were both injured when it crashed on 7 August 1918

"The Scarborough Volunteer" was marked with the fake serial F1203. The aircraft is believed to actually be a Waring & Gillow built D.H.9 (serial D5838)

D.H.9 (F1255), probably on the tarmac at Bickendor

Handley Page O/100 1459 showing its mottled camouflage

Handley Page 0/400 of 214 Squadron, RAF, at Dunkirk airfield, after a night sortie in which it suffered flack damage

Handley Page 0/400

Handley Page O/400 bomber about to land

No.4873 had a double-yoked pair of Lewis guns

5203 was the third production FE2b built by Boulton & Paul, Ltd., and was a typical early FE2b with the 120-hp Beardmore

5648

No.6338 was a presentation aircraft, but bore its inscription - Ceylon No.3, A Nightjar from Ceylon - only on the port side of nacelle. On February 29 1916, while being flown by 2/Lts. L A Newbold and Chapman it was shot down by Wass of Feld-Flieger Abteilung 3, and is here seen shortly after capture

An early-production FE2b that fell into German hands was 6341, Zanzibar No.1

There was, quite literally, another side to 6341. Although marked Zanzibar No.1 on its port side it bore the more personal name The Scotch Express on the starboard

No.6937 was built by Boulton & Paul, and was marked as a presentation aircraft, Punjab No.29, Rawalpindi

A800 at Marske, the base of several training units that gave instruction in air combar and aerial gunnery

A5449

A "presentation" aircraft from the Gold Coast, this F.E.2b served with No 25 Sqn, RFC.
Meanwhile, the FE2b soldiered on although with the increasing numbers of better aircraft available from early 1917 it was soon 'relegated' to the night bomber role - as here with A5478 of 100 Squadron, this unit having formed in February 1917 for this specific role with the FE2b. This picture shows the vulnerable position of the observer in combat.

RAF FE2b A5794 of 192NTS, for the training of observers and pilots in night flying

B401

B419 of No.38 Squadron

B1877, a presentation aircraft, St Andrews No.1

C9795

The only FE2b to receive a British civil registration was D3832

A single-seat F.E.2b, 9124 (D9134 ???), of 51 Squadron RFC, some time in 1918. The two small circular apertures in the nose are for the muzzles of its two Lewis guns.

An unidentified FE2b of No.18 Squadron, with a camera mounted on the starboard side of the nacelle

A British FE2b in flight

A6536

Британский флот также применял FE2. На этом F.E.2D, оборудованном специальным шасси со сбрасываемыми колесами и надувными баллонетами, испытывались возможности безопасной посадки сухопутного самолета на воду. (A6536, here seen at Grain on May 30 1918 with its modified under-carriage, wing-tip floats, and stowed air bags)

A6536 with its airbags inflated

A6562, seen here with all the external fittings and finish of a night-bombing FE2b

An overhead view of an FE2b nacelle

Remains of a British FE2b after being shot down by a German aircraft. The body of the British pilot lies in foreground

S.E.5 (A'4852) of No 56 Squadron at London Colney prior to the aircraft being modified and prior to the unit being transferred to France. This aircraft was flown by Lt W B Melville

S.E.5 (A'8936) of No 60 Squadron flown by Capt William A Bishop. Such garish markings quickly disappeared since they were officially discouraged

S.E.5a (B595) of No 56 Squadron at Elstree Blanche, France in June of 1917. This aircraft was flown by Lt M E Mealing, MC

S.E.5a (C1904) of No 85 Squadron at St Omer during June of 1918. This aircraft was flown by Billie Bishop

S.E.5a (D3511) of No 40 Squadron was flown by Major Roderic Stanley Dallas, the leading Australian Ace with fifty-one victories

S.E.5a (D5995) of No 143 Squadron while on Home Defense duty at Throwly in 1918. The White on the rudder and roundels have been toned down and a flame damper has been added to the exhaust for night fighting

S.E.5a (F5481) a presentation aircraft paid for by the 16th Battalion York and Lancaster Regiment

S.E.5a (F8040) of the 25th Aero Squadron, United States Air Service, Toul, France in November of 1918. Pilot was Lt Raymond C Watts

S.E.5a (C5303) of No 56 Squadron at Elstree Blanche, France in June of 1917

The prototype Sopwith Tabloid was demonstrated in Australia by Harry Hawker during 1914. The aircraft was a side-by-side two-seater with no vertical fin, and skids attached to the undercarriage

Rear view of the first Tabloid. Note, among other features, the absence of a trailing-edge cut-out

Harry Hawker himself demonstrates, on a single-seat Tabloid, how the trailing-edge cut-out could prove serviceable to a photographer as well as to pilot

This Sopwith Tabloid (1205) of No 2 Wing RNAS is armed with a .303 Lewis machine gunmounted above the upper wing center section. Mounting the gun in this manner kept it free of the propeller arc

Ground crew hold down Sopwith Tabloid 1205 as it runs up its engine. The aircraft was attached to No 2 Wing of the Royal Naval Air Service and carried early Naval markings which consisted of a Red ring on a White circle carried above the upper wing and below the lower wing

Sopwith Tabloid 1208 was assigned to RNAS Great Yarmouth during 1915. The aircraft had a V-strut undercarriage and ailerons on the upper and lower wings which were connected by light struts

Sopwith workers construct Tabloids in the Sopwith factory at Kingston-on-Thames. The aircraft hull at the right is a Sopwith Bat Boat being built for the Royal Naval Air Service

A Sopwith Tabloid staked and tied down at Royal Naval Air Service air field. This is late production Tabloid with strut connected ailerons on the upper and lower wing. The aircraft appears to be unarmed

The square dark object above the cockpit of Gun Bus number 3833 is the radiator for the liquid-cooled Sunbeam engine. Despite the flag rudder marking, Naval roundels appear to have been carried under the wing tips

Sunbeam-powered Gun Bus 3833 carries early markings consisting of a Union Jack flag on the rudder above the aircraft serial number. The flag marking was also carried under the wings. These flags were supposed to measure 7 feet by 5 feet; however, this rule was not always followed

Gun Bus 3838 sits on a snow cover field with its engine protected by a canvas cover

Sopwith Baby

Later in its career, Schneider 3788 was redoped in a Khaki Green camouflage and full British roundels and rudder stripes. For movement ashore, the Schneider and Baby had mounting points for a wheeled undercarriage on their main floats

A Sopwith Schneider float plane (number 3788) is hoisted aboard a Royal Navy seaplane carrier. The aircraft was powered by a 100 hp Gnome Monosoupape rotary engine and was attached to No 2 Wing of the RNAS stationed in the Mediterranean Sea

This Schneider is a late production aircraft with ailerons on both upper and lower wings. The aircraft was assigned to the RNAS at Grain during March of 1917

Three Sopwith Schneiders and a Sopwith Baby of the Royal Naval Air Service War Flight are parked in front of their hangars on the Isle of Grain on 13 March 1917. The third Schneider with the dark finish is number 8118

This RNAS Schneider, parked outside the Albany Boat House, Kingston-on-Thames, was experimentally fitted with Hope Linton floats

A Sopwith Baby of an unidentified Royal Naval Air Service unit. The aircraft is armed with a .303 Lewis machine gun mounted on the upper wing center section. The Baby was a follow-on design based on the Schneider

A Sopwith 1,5 Strutter of No 3 Wing, Royal Naval Air Service during early 1917

Sopwith 2-seater 7762 on the racecourse that served as an AAP

Though bearing no maker's caption, this splendid study of an early 1,5 Strutter, 9382, was nevertheless clearly taken on Sopwith's behalf, and though no guns are mounted (some early 1,5 Strutters were apparently delivered without the Vickers gun, and mountings for the Lewis gun varied) all salient features of the airframe are admirably shown. In the background is an early Martinsyde G.100 - apparently 7263 or 7283 - with its top-wing gun mounting sticking up like the proverbial sore thumb.

Fitted with an "Eteve" machine gun mount in the rear cockpit, Sopwith 1,5 Strutter 7777 was built under license by Ruston Proctor. The 1,5 Strutter was built a number of subcontractors

A377 with Strange mounting (inconspicious as always)

German officers examine a "Strutter" (A993) of No 43 Squadron which was forced down intact on 28 April 1917. It is believed the serial on the fin was Black with a thin White outline

This 1,5 Strutter (A5252) was assigned to "A" Flight of the Wireless School, at Biggin, Kent. The aircraft was built by Wells and has the lower segment of the cowling removed

N5220 was built by the sub-contractor, Mann, Egerton & Co. of Norwich and carried the company name and address under the tail in White. The aircraft has three lift points on the fuselage, identified by the stenciling "Lift here" and an arrow in White

'No fighting aeroplane ever introduced as many novel armament features as this Sopwith two-seater': the 1 1/2 Strutter, showing synchronised Vickers gun with Sopwith padded screen and Scarff No.2 ring-mounting.

In the flying view both the Lewis gun and the Vickers gun are conspicuous.

Both single and two seat 1,5 Strutter share the hangar of No 5 Wing, Royal Naval Air Service. The aircraft in the foreground (A2) carried the serial 9395 under the tail in White

This Sopwith 1,5 Strutter was flown by the French. It carried a 2 in the rudder in Black and had an "Eteve" gun mount in the rear cockpit for the observer's .303 Lewis machine gun

This single-seat 1,5 Strutter reveals the two transparent panels in the upper wing center section and the single Vickers .303 machine gun mounted on the aircraft centerline ahead of the cockpit

Одноместный бомбардировщик 1В.1 (This "Strutter" has had the rear cockpit faired over and was being flown as a single-seater. The 1,5 Strutter was built to fill a variety of roles including, a single seat bomber, two seat fighter, two seat reconnaissance aircraft and two seater bomber)

An unfamiliar version of the 1,5 Strutter - on skis in Russia after the Armistice

A 1,5 Strutter fitted with hydrovanes and air bags (deflated along the fuselage) for experimental ditching trials

Sopwith 2-seater 9723 was crashed on take-off at Thermi on 10 July 1917 by Buckley, with AM O'Brien as observer

Official drawing of the 1 1/2 Strutter.

This Sopwith Camel F1 was named DIMPS III and carried highly colorful markings

The prototype Sopwith F.1

F.1 Camel first prototype

F.1 Camel first prototype

A subsequent prototype

Prototype F.1/3 at Martlesham Heath Experimental Station

Prototype F.1/3 at Martlesham Heath Experimental Station

Prototype F.1/3

This Sopwith Camel once belonged to Hollywood film maker and aerobatic pilot, Frank Tallman. The aircraft carried the serial N6254 and was used in a large number of Hollywood aviation motion pictures including the Warner Brothers film, "Hell Bent for Glory"

N6332, one of the initial production batch

US Navy F.1 A5721, March 1920 at Guantanamo, Cuba

Jacobsen standing in front of one of his victims, a Camel of 70 Squadron, B2307. 19 August 1917

B2428

Lt. E G Forder, was taken prisoner by Austro-Hungary in B2455 on May 11 1918

B3881 of 'A' Flight, No.9 (Naval) Squadron

Lt. O C Le Boutillier of No.9 (Naval) Squadron with B3883 on August 4 1917

No.8 (Naval) Squadron at Mont-St-Eloi early in 1918

B3922 of Naval Eight at Manstone in Autumn 1918

This Camel (B3926) of the Royal Naval Air Service was named Happy Hawkins and based at RNAS Sandown on the Isle of Wright during 1918. It was flown by D.M.B.Galbraith (DSC and Bar) an ace with fourteen victories to his credit while attached to No 8 Naval Squadron. He later served with No 204 Training Depot Station at Eastchurch

B3950 running its Clerget engine

This Camel Tsing Tau carried an undersize serial number (B5243) on the rear fuselage in White and the Eagle insignia of the Royal Naval Air Service

2/Lt. G A O Manley was captured in B5417

B6234 on No.3 Squadron with a Clerget engine

Captain M B Frew logged at least ten combat in B6372

Lieutenant C J Kent's 130hp Clerget 9B Camel, B6385 No.3 Squadron, RFC, after capture in November

B6398 at No.10 Training Depot Station, Harling Road

Camels of No.3 (Naval) Squadron, Dunkerque, February 1918

B6422

B7320 damaged by anti-aircraft

The upper wing of thi Camel F.1 (B7380) was painted to represent the Egyptian god Behudet. The aircraft was the 1,000th aircraft off the Ruston Proctor production line, being delivered on 4 January 1918. The Camel carried the name Ruston Proctor on the cowl

2/Lt. W H Maxted of No.3 Squadron 'C' Flight with Le Rhone engined B7905

Australian Camel C121

C1659 of No.46 Squadron

Sopwith Camel, 73 Squadron, shot down 1 September, probably by Oblt Robert Greim, Jasta 34b

D8101 with No.66 Squadron

Captain C M McEwen, MC, DFC, of No.28 Squadron, RAF, with D8239, post-Armistice

D9443 of No.3 Squadron in German hands

E9968 was a dual-control two-seater of the South Eastern Area Flying Instructors' School at Shoreham

F2010 of No.70 Squadron, RAF

Major H V Champion de Crespigny, MC, DFC, with Lt. A G Jones-Williams, MC and Camel F3991, aircraft 'V' of No.65 Squadron, RAF

F4017 while at No.204 TDS, Eastchurch

F6037

F6037

This F.1 Camel (F6302) survived the war and was entered on the British Civil Register on 9 August 1922 as G-EBER. The aircraft crashed some three month later on 4 November and was totally destroyed

H7009 of No.209 Squadron, RAF

H7386 was a late-production Camel built by Hooper & Co.

Only Naval Squadrons had the 150-hp Bentley BR1 Camels for at least some of the time

A Sopwith Camel undergoing engine maintenance

B6339 with No.6 Wing, Otranto

B6339 with No.6 Wing, Otranto

Prototype crashed by Sous-Leitenant Canivet, in France

This Sopwith Pup of No 46 Squadron carried a White Skull and Crossbones on the wheel covers

Of such clarity is this study of a Sopwith-built Pup that the gunfiring level (which, as Oliver Stewart recalled, 'projected back from under the rear part of the gun') is clearly seen. This might not have been so were the Sopwith padded screen installed, though fittings for this are present on the gun (a Vickers)

Remarkable though the fact may seem, this head-on aspect (with the c