В.Кондратьев Самолеты первой мировой войны
В конце 1917 года Департамент Аэронавтики разослал по авиафирмам техническое задание BN2 на тяжелый ночной бомбардировщик. Новая машина должна была поднимать не менее 500 кг бомб и обладать радиусом действия 500 километров.
В соответствии с заданием, фирма Фарман, широко известная своими ферменными бипланами, разработала проект самолета более крупных размеров и принципиально иной схемы. Двухмоторный цельнодеревянный многостоечный биплан с закрытым фюзеляжем получил обозначение F.50.
Двигатели и бензобаки размещались в обтекаемых дюралевых гондолах. Экипаж состоял из трех человек: пилота, бомбардира и штурмана, выполнявших при необходимости обязанности стрелков.
Разработка проекта и постройка прототипа заняли полгода. Первый экземпляр поднялся в воздух 5 июня 1918-го. Испытательный цикл завершился через месяц. Самолет показал вполне приемлемые летные данные.
Единственным серьезным недостатком была невозможность устойчиво лететь на одном моторе. Но этим решили пренебречь, и машину запустили в серийное производство.
С июля по сентябрь успели сдать только 17 экземпляров бомбардировщика. В октябре - еще 45. Некоторые из них оснащались моторами повышенной мощности. По окончании боевых действий выпуск самолета прекратился.
Первые серийные машины поступили на фронт 30 июля. Первый боевой вылет состоялся в ночь с 10 на 11 августа.
Фронтовая служба "Фарманов" продемонстрировала недостаточную надежность двигателей "Лоррен-Дитрих". Только в первых числах сентября по этой причине произошли три аварийные посадки. Впрочем, расследование показало, что большинство поломок вызвано халатностью механиков, пренебрегавших своевременной чисткой моторов.
Зато боевых потерь практически не было. Немецкие ночные перехватчики оказались бессильны против французской новинки.
В октябре "Фарманы" регулярно совершали ночные налеты на железнодорожные станции в западной Германии и оккупированной части Франции, сбросив в общем счете более 20 тонн бомб. Последний боевой вылет F.50 совершили в ночь с 9 на 10 ноября, за сутки до заключения перемирия.
ДВИГАТЕЛИ
Два "Лоррен-Дитриха" 8Bb по 240 л.с. или 8Bd по 275 л.с.
ВООРУЖЕНИЕ
Две пулеметные турели с одиночными или спаренными "Льюисами", до 500 кг бомб.
ЛЕТНО-ТЕХНИЧЕСКИЕ ХАРАКТЕРИСТИКИ
Размах, м 22,8
Длина, м 12,0
Площадь крыла, кв.м 95,4
Сухой вес, кг 1810
Взлетный вес, кг 3116
Скорость максимальная, км/ч 151
Дальность полета, км 1800
Время набора высоты, мин/м 12/2000
Потолок, м 4750
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J.Davilla, A.Soltan French Aircraft of the First World War (Flying Machines)
Henri Farman Twin-Engine Aircraft
According to a British Ministry of War report, two twin-engine planes were developed by Henri Farman in 1916. It is not known what role they were intended to fill; it is possible that they were to be entered in the 1916 concours puissant for a heavy bomber. One aircraft had twin 130-hp Renault engines, the other two 220-hp Renaults. These machines may have been the same aircraft but with different engines. Neither type was selected for use by the Aviation Militaire and it is possible that their construction was never completed. It is also possible that they served as prototypes for the Farman F.50 bomber.
Farman F.50
The French aviation industry had conspicuously failed to design a heavy bomber comparable to those produced by Germany, Britain, and Italy. Despite competitions in 1915 and 1916 there was still no indigenous heavy bomber of comparable quality to the Handley Page V/1500 or Gotha aircraft.
In late 1917 the BN2 specification was formulated calling for a heavy bomber capable of carrying 500 kilograms of bombs over a distance of 1,000 kilometers. It was hoped that enough aircraft would be ordered to equip 36 escadrilles.
Several promising designs were produced to meet the specification. The Farman company, having lost its monopoly on reconnaissance aircraft because of reluctance to abandon the pusher layout, designed a twin-engine tractor biplane designated the F.50.
It was a conventional biplane with a top wing slightly longer than the lower. Two 240-hp Lorraine 8Bb engines powered the prototype, but these were later replaced by 275-hp 8Bds. Radiators were mounted on the tops of the engine nacelles. Behind each engine there was a 330 liter fuel tank. The engine and fuel tank were covered by an aluminum nacelle. The undercarriage consisted of a pair of wheels under each engine nacelle. While both the top and bottom wings had flat center sections, there was a pronounced dihedral on the outer sections of both. Each wing had two spars made of pine and covered in a band of strong, glued fabric, and the triangular leading edge was made of pine. The ribs were made of laminated pieces of white wood. The struts were attached with metal fittings. There were 16 struts made of pine and four V-shaped struts made of steel. Ailerons were on the top wing only. The wings had a load factor of 5.5 when static tests were conducted by the STAe.
The fuselage had a rectangular cross-section made of pine longerons in three pieces. The front fuselage was covered in plywood while the rear was wrapped in fabric. The tail was reinforced with plywood. The structure of the tail surfaces was essentially the same as that employed in the wings.
Pilot and bombardier were located in separate cockpits in front of the wing. There was a machine gun turret in both the front and rear cockpit. A corridor allowed the observer/gunner to move between the two positions and also to enter the cockpit; the observer also had a seat next to the pilot. On operational missions a third crewman was carried to act as a navigator and to help man the defensive armament. This was an important consideration as increasingly frequent attacks by German night fighters made had made an additional gunner a necessity.
The tailskid was made of plywood and there was a metal tip at the end. The F.50 could carry eight 200-mm bombs and nine 120-mm bombs in an internal bomb bay located behind the pilot's seat.
The F.50 underwent testing at Villacoublay in June 1918. On 5 June Lieutenant Boussoutrot flew an F.50 with two 240-hp Lorraine 8Bb engines. The aircraft carried a payload of 1,300 kg. The following results were obtained: climb to 500 m in 2 minutes 35 seconds; 1,000 m in 5 minutes 31 seconds; 2,000 m in 12 minutes 3 seconds; climb to 3,000 m in 22 minutes 38 seconds; and 4,000 m in 44 minutes 51 seconds; maximum speed 151 km/h at 1,000 m; 145 km/h at 2,000 m; 137 km/h at 3,000 m; and 125 km/h at 4,000 m.
On 15 June Lieutenant Canivel flew a similar (possibly the same) aircraft. He described the flight characteristics as follows: response to the controls was rated good; but it was difficult to keep the aircraft in a straight line if one engine was out. A poorly placed rudder bar caused pilot fatigue, particularly when it was flown on one engine. Rudder control was noted to be "a little heavy." The aircraft was also noted to be "heavy" in turns. Overall, the aircraft was described as being mildly fatiguing to fly. The F.50 had good stability in all axes. It was easy to takeoff and land; visibility was described as good.
A third flight occurred on 17 June 1918. The test pilot was Lieutenant Rebourg. He also found that the aircraft was maneuverable but fatiguing to fly.
A fourth test flight carried out on 28 June by Sergeant Lenay confirmed these findings. He concluded that the F.50 was relatively easy to fly for an aircraft of its size.
The F.50 was inferior to its competitor, the Caudron C.23, in terms of bomb load, but had a superior climb rate. The French ordered both types into production. The F.50s were built at the firm's factory at Billancourt and at the factories of Louis Clement, also located at Billancourt.
The cost of the F.50 was 225,000 F. Tests confirmed that the aircraft was underpowered. Test pilot Andre Canivet wrote on 15 June 1918 that it was impossible to maintain level flight on one engine. Some aircraft were subsequently tested with the 300-hp Hispano-Suiza. On 1 October 1918 17 F.50s had been built, and by the time of the armistice there were only 45 aircraft in service with GB 1. The F.50 was the only indigenous design of the BN2/3 specification to see combat service.
Variants
1. Farman F.50 T - Designed to fulfill a navy requirement for a torpedo bomber. Two aircraft were modified in 1922 to carry a torpedo. At least one aircraft (7143) was tested at Saint-Raphael in this configuration, but none was acquired by the Aviation Maritime.
2. Farman F.50 "DCA" (Air Defense) - Produced in 1918, this aircraft was intended to help locate enemy aircraft and signal their location to anti-aircraft batteries. A major modification was the increased armament. The design was not accepted by the DCA.
3. Farman F.50 with modified wing - At least one aircraft was flown with a enlarged wing of 24.05 m span and area of 101.6 sq. m.
4. It appears that a variant of the Farman F.50 to be powered by two 260-hp Salmson engines was under development in early 1918. However, it seems that this remained an unbuilt project.
5. Farman F.50 airliner - The Farman company converted several F.50s to a passenger configuration by adding a cabin behind the two-man cockpit. The cabin seated four or five persons in relative comfort. The gunner's position in the nose was converted to a baggage area and the rear gunner's station was converted into a lavatory. The latter is said to have required the skill of a contortionist to use. The Farman F.50P, as it was designated, was used by four French airlines - Cie des Grandes Express Aeriens (CGEA), Air Union, Lignes Farman, and Compagnie Franco Balbaine.
Operational Service
Small number of the Farman F.50 entered service with VB 110 on 30 July 1918 at Cernon. VB 114 received the new aircraft on 2 August 1918. The units were re-designated F 110 and F 114 respectively. The new F.50s were equipped with the lower-powered 240-hp Lorraine 8 Bb engines.
The first combat mission was flown on the night of 10/11 August in which F 110 contributed one F.50 to the night's raids. By the end of August only a few missions were being flown by the F.50 crews, probably because of difficulties with the Lorraine engines. On 26 August GB 1 moved to join F 114 at Villeneuve. By the end of the month, V 25 had converted to F.50s, becoming F 25.
There were frequent problems involving F.50s. Three force-landed due to engine trouble during the first week of September. By 7 September newer F.50s were sent to GB 1; these had 275-hp Lorraine 8 Bd engines. It was hoped that these engines would prove to be more reliable. On 15 September 1918 32 of the newer 275-hp engines arrived and were divided between F 110 and F 114. Problems concerning the Lorraine engines were addressed in a GQG memo dated 19 October 1918. It was noted that the excessive oil flow could result in damage to the plugs, which would cause a drop in airspeed. Also, engines were being damaged in transit. Crews were warned to check the new engines carefully before placing them in the aircraft. Finally, many problems were the result of inadequate cleaning. Crews were cautioned to make sure the engines were thoroughly inspected and cleaned on a regular basis.
By October small numbers of F.50s were participating in the nightly attacks against train stations. When VB 137 left GB 1 on 8 October the bomb group became an all-F.50 unit. As the month continued the F.50s bombed train stations on the nights of 18/19, 22/23, and 23/24 October. A total of 12,395 kg of bombs were dropped during those attacks. At least four F.50s were lost, most from landing accidents and engine failure. On the night of the 30/31 11 F.50s hit train stations with a total of 4,315 kg of bombs.
During the last month of the war GB 1 continued to attack railroad stations and bivouacs. GB 1's last raid of the war took place on 9/10 November.
Postwar, the Farman F.50 units were:
F.50 of F 114. VB 114 received the new aircraft on 2 August 1918. The unit was re-designated F 114. B84.362. 11th Escadre GB 1: Escadrilles F 25, F 110, and F 114.
11th Escadre GB 7: Escadrilles F 118, F 119, and F 121.
In 1920 the F.50 units were:
Escadrille 201 of the 2nd Group assigned to the 21st RAB (Nuit).
Escadrille 202 of GB 1 assigned to the 2nd RB (Nuit).
Escadrille 204 of GB 2 assigned to the 2nd RB (Nuit).
Escadrilles 205 and 206 of GB 3.
Foreign Service
Argentina
A French military mission to Argentina in 1919 apparently took six F.50s with it. They were based at Palomar and made a number of flights under the direction of Colonel Precardin. There is no evidence that the F.50 was ever acquired by the Argentine air service.
Japan
The Japanese government acquired a single F.50 in April 1920. It was used for research into the techniques of night bombing and was given the designation Type Tei 1. The F.50 was based at the Army Flight School at Tokorosawa in 1922. This aircraft differed from those in French service by being powered by two 230-hp Salmson water-cooled engines. It also had a shorter fuselage and a higher empty weight of 2,336 kg. The more advanced F.60 was selected for service with the night bomber units and no further F.50s were acquired by the Japanese.
Mexico
The Mexican air force acquired six F.50s at the end of 1919; eventually a total of 13 aircraft was purchased. They were assigned to a squadron commanded by Captain Ascension Santana and based at Guadalajara for use against rebel forces. One of them, piloted by Fernando Proal, was in transit when it crashed near Leon. Another arrived at Guadalajara and was used to attack the revolutionaries. The F.50s, along with other Mexican aircraft, required frequent repairs and often were unable to fly. Subsequently, the F.50s returned to their previous base and were divided among three squadrons. Two squadrons were sent to Irapuato to help defend the president. One of the squadrons was active against the rebels, attacking the rebel stronghold in Morelia. In addition, F.50s attacked the railroad at La Piedad. Attacks were also made on a rebel column near Cuitzeo Lake with devastating results. These actions played a significant part in the defeat of the rebels. It is not known precisely when the remaining aircraft were withdrawn from active service. Serials included 3F 70, 4F 71, 6F 77, 7F 78, 9F 93, 10F 94, 12F 96, and 13 97.
Spain
Two or three F.50s arrived in Spain at Cuatro Vientos on May 9 1919. Those in Spanish service were powered by either 300-hp Hispano-Suiza or Lorraine-Dietrich 8B engines. They were the first aircraft in Spanish service to carry radios. One aircraft was located at the flight school at Valdepenas and another at Seville. One was sent to Africa and based at Tetuan. On January of 1920 a second F.50 arrived at Tetuan. It is not known when the aircraft were withdrawn from service. The Spanish air service felt that the F.50s were inferior to other bombers that were available.
United States
The AEF Air Service acquired two F.50s in March 1918 for evaluation. No further aircraft were ordered.
Farman F.50 Two-Seat Night Bomber with Two 275-hp Lorraine 8Bd Engines
Span 22.85 in; length 12.025 m; height 3.30 m; wing area 97 sq. m
Empty weight 1,815 kg; loaded weight 3,100 kg
Maximum speed: 150 km/h at 1,000 m; climb to 2,000 m in 12 minutes 30 seconds; ceiling 4,750 m; range 420 km
Armament: two machine guns and 400 kg of bombs
Henri Farman BN2 Designs
The BN2 specification of 1918 called for a heavy night bomber with a crew of two. It appears that Henri Farman produced two designs to meet this specification. One had two Canton-Unne CU18Z engines. The other had two Canton-Unne CU9Z engines. Both types were abandoned during 1918, probably because of the success of the Lorraine-powered F.50.
Henri Farman Twin-Engine Bomber with Two Canton-Unne CU9Z or CU18Z Engines
Wing area 135 sq. m
Empty weight 3,000 kg; loaded wt. 5,000 kg; payload 1,000 kg
Maximum speed: 140 km/h at 4,000 m; climb to 4,000 m in 30 minutes, endurance 5 hours
Farman BN2 with 400-hp Lorraine Engines
A British Ministry of Munitions report for May 1918 lists a two-seat heavy bomber for night attacks as under development. Power was to have been supplied by two 400-hp Lorraine engines. This large biplane was to have had an empty weight of 2,000 kg, a loaded weight of 5,000 kg, and a military load of 1,000 kg. Wing area was to have been 135 sq. m. Maximum speed was estimated to be 140 km/h at 4,000 m and it was expected to take 30 minutes to reach that altitude. Endurance was estimated at five hours. The type was under construction in April 1918, but no further details are available.
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