В.Кондратьев Самолеты первой мировой войны
АНСАЛЬДО S.V.A.9/10 / ANSALDO S.V.A.9/10
В июне 1918 появилась двухместная версия, обозначенная S.V.A.9. Кабина штурмана-наблюдателя размещалась спереди. Самолеты этого типа неоднократно бомбили Вену и другие крупные австрийские города. Правда, из-за небольшой бомбовой нагрузки эти налеты носили скорее пропагандистский характер.
Наконец, в конце войны был запущен в серию S.V.A.10. Его отличало "классическое" размещение экипажа (летчик впереди, наблюдатель сзади). Кроме того, в задней кабине установили турельный пулемет. Самолет выпускался в 1919-1920 годах. 20-30 машин приобрела Грузия (впоследствии - захвачены Красной армией), 50 экземпляров закупил Советский Союз.
ДВИГАТЕЛЬ
SPA 6a, 220 л.с.
ВООРУЖЕНИЕ
На некоторые S.V.A.5 ставили синхропулемет "Виккерс", на S.V.A.10 - турельный пулемет "Ревелли". До 90 кг бомб.
ЛЕТНО-ТЕХНИЧЕСКИЕ ХАРАКТЕРИСТИКИ
S.V.A.10
1918г.
Размах, м 9,10
Длина, м 8,10
Высота, м 3,20
Площадь крыла, кв.м 26,9
Сухой вес, кг 730
Взлетный вес, кг 1065
Двигатель: SPA-6A
мощность, л. с. 220
Скорость макс., км/ч 200
Набор высоты, м/мин 1000/4,8
Дальность полета, км 600
Потолок, м 5500
Экипаж, чел. 2
Вооружение 2-3 пулемета
90 кг бомб
А.Шепс Самолеты Первой мировой войны. Страны Антанты
S.V.A.5 1917 г.
Одновременно с истребителем A-1 "Балилла" фирма выпустила под обозначением S.V.A ("Савойя Вердуццио Ансальдо" - филиал фирмы) серию разведчиков и легких бомбардировщиков, имевших аналогичную конструкцию и даже внешне похожих на него. Отличались они только большими размерами и увеличенным размахом крыла. Машины выпускались как одноместные, так и двух- и трехместные, что вело к изменению конструкции кабины.
Устанавливались различные варианты вооружения. Машины строились как в ходе войны, так и после ее окончания и поставлялись в ряд европейских и латиноамериканских стран.
Модификации
S.V.A.10 - той же конструкции, что и S.V.A.5, с тем же двигателем. Вместо растяжек - 3 пары диагональных раскосов из стальных каплевидных труб. Выпускался в двух- и трехместных вариантах.
A-300/3 - развитие S.V.A.5 с более мощным двигателем "Фиат" 12А (300л. с.), трехместный разведчик.
В 1922 году для РККА были закуплены 50 машин S.V.A.10 и около 20 A-300/3.
В.Шавров История конструкций самолетов в СССР до 1938 г.
"Ансальдо" CBA-10 - двухместный разведчик с двигателем СПА в 220л. с., с той же конструкцией фюзеляжа и жесткой коробкой крыльев, имевший три пары диагональных раскосов - обтекаемых стальных труб. Было приобретено 50 экземпляров этого самолета, но и раньше он был у нас как трофейный (в том числе трехместный экземпляр).
Самолет||CBA-10
Год выпуска||1920
Двигатель , марка||СПА
мощность, л. с.||220
Длина самолета, м||8,1
Размах крыла, м||9,1
Площадь крыла, м2||26,9
Масса пустого, кг||730
Масса топлива+ масла, кг||130+15
Масса полной нагрузки, кг||350
Полетная масса, кг||1065
Удельная нагрузка на крыло, кг/м2||39,4
Удельная нагрузка на мощность, кг/лс||4,8
Весовая отдача,%||31,4
Скорость максимальная у земли, км/ч||200
Время набора высоты 1000м, мин||4,8
Время набора высоты 2000м, мин||10
Время набора высоты 3000м, мин||17
Время набора высоты 5000м, мин||38
Потолок практический, м||5500
Продолжительность полета, ч.||3
L.Andersson Soviet Aircraft and Aviation 1917-1941 (Putnam)
SVA 10
The Ansaldo SVA 10 owed its origins to the single-seat SVA 3, SVA 4 and SVA 5 and more directly to the two- seat SVA 9 reconnaissance and training aircraft, which were all designed by V Savoia and R Verduzio for the Ansaldo company. Powered by the six-cylinder liquid-cooled 220hp SPA 6A engine, the SVA 10 was described as a fast two-seat reconnaissance and light bombing biplane. The lower wings were of shorter span than the upper ones and there were ailerons only on the upper wings. The wings were connected by three pairs of diagonal streamlined steel-tube struts on each side and the plywood-covered fuselage featured the typical thin Ansaldo triangular cross section rear end. There were individual exhaust stubs for each cylinder on the starboard side of the metal engine cowling. The fin was of triangular planform as on other Ansaldo types. Armament consisted of one fixed forward-firing machine-gun, one flexible gun in the rear cockpit and light bombs. The SVA 10 served with the Italian Air Force from 1918 and was used in quantity by Latvia, Lithuania and Poland. It was also obtained in small numbers by or presented to Argentina, Chile, Holland, Paraguay, Peru, Uruguay and the USA.
The Ukraine acquired a small number of SVAs in 1920 and also bought one SVA S 1. Georgia probably received twenty to twenty-five SVA 10s in 1920. A first batch often was delivered to Tiflis in November 1920 and were test-flown there by the Ansaldo company pilot Lovadina. Some of these aircraft were captured by the Red Army and taken on charge by the RKKVF, including c/ns 566, 572 and 574, of which c/n 574 was fitted with the 250hp Isotta-Fraschini engine. The Soviet Government order for Ansaldo aircraft placed in 1922 included thirty new SVA 10s, ten each for the 9th and 10th aviaotryady and the Moscow Aviation School, but in the event the only ones delivered were the sixteen that arrived at Odessa on the steamer Patras early in May 1922 (c/ns 617, 677-686 and 751-755).
Fourteen of the new SVA 10s were assigned to the Rostov-based 9th and 10th Otdel'nye razvedivatel'nye aviatsionnye otryady, where they replaced Sopwith l 1/2-Strutters and other types, and two were assigned to the 1st Higher School of Pilots in Moscow. The 47th Otdel'nyi razvedivatel'nyi aviatsionnyi otryad, sometimes called the Otdel'nyi svodnyi Kavkazskii razvedivatel'nyi aviaotryad (Detached Composite Kaukasian Reconnaissance Squadron) was set up at Tiflis at the beginning of 1924 with these two machines, the three captured SVA 10s and a few Lebed XIIs. This unit became the 7th Otdel'nyi razvedivatel'nyi aviatsionnyi otryad in 1925 and the 44th Korpusnoi aviaotryad in 1926, but by then the SVA 10s had been replaced by R-1s. All but a few were written off in 1925. In addition to the units mentioned above, the Balilla-equipped 48th Aviaotrvad at Odessa had a single SVA 10.
The Ansaldo A 5 was a two-bay biplane with normal interplane struts in place of the Warren type wing strut arrangement used on the SVA 10. Wings from the Pomilio PE were mated to an SVA fuselage, and both single-seat and two-seat A 5s were built. They were intended for highspeed and strategic reconnaissance respectively, but were not adopted by the Italian Air Force. Although fitted with a more powerful 290hp Ansaldo E145 engine the A 5 was inferior to the SVA. Only a few were built and one of them seems to have been included in the Italian deliveries to Georgia or the Ukraine. A (captured) SVA identified as s/n 13203 was first used by the Istrebitel'naya Eskadril'ya and then by the Razvedivatel'naya Eskadril'ya of the Aviatsionnaya Eskadra No. 2 at Kiev and, although fitted with a 220hp SPA engine, this aircraft was probably identical to the Italian s/n 13203, which was of the A 5 model.
Ansaldo SVA 10s, February 1924
Unit S/n C/n
9th ORAO
1 683
2 684
3 685
4 755
5 752
6 754
7 686
10th ORAO
1 617
2 677
3 679
4 680
5 681
6 751
7 753
1st VySL
678
682
205-220hp SPA 6A
Span 9.1m; length 8.1m; height 2.65; wing area 26.9m!
Empty weight 730kg; loaded weight 1,080kg
Maximum speed 200km/h; climb to 1,000m in 3.5min; ceiling 4,800m; endurance 3hr
G.Swanborough, P.Bowers United States Military Aircraft Since 1909 (Putnam)
ANSALDO S.V.A.-10
The S.V.A. 9 and 10 were two-seat versions of the famous S.V.A. (Societa Verduzio Ansaldo) 5, the outstanding Italian fighter of World War I. Unique features of the basic design were the Warren truss bracing of the wings and the abrupt changes in cross section of the plywood fuselage, which became triangular aft of the cockpit. One S.V.A.-5 was sent to the U.S. for test in 1917, and at least one S.V.A.-10 was purchased after the Armistice for use of the American Air Attache in Rome.
Журнал Flight
Flight, August 28, 1919.
THE E.L.T.A. SHOW
Italy's Representative
At the actual exhibition Italy is represented by two machines only. One is the large Fiat biplane, on which recently Lieut. Brack-Papa flew from Italy to England, and which was not crashed in France on the return journey as stated in the daily press, and the other is a Caproni three-engined machine, turned into a commercial aeroplane by adding a cabin to the fuselage. A third Italian machine is, however, flying at the E.L.T.A. aerodrome - the little S.V.A. biplane with Warren girder wing bracing.
THE S.V.A. BIPLANE
Although not strictly speaking at the exhibition, the little S.V.A. biplane is included here, as it is flying daily at the E.L.T.A. aerodrome, piloted by the Italian pilot Guglielmotti. This little machine is chiefly remarkable for its wing bracing, in which no wire bracing is employed. The struts are arranged in the form of a Warren girder, and the only wires in the system are the incidence wires. The 200 h.p. engine is perched high up on the front of the fuselage, and is totally covered in, the radiator being in the nose. In front the fuselage is of rectangular section, which gradually runs into a triangular section aft of the pilot's seat. From this point to the tail the fuselage is triangular, which gives it a somewhat weak appearance, and the tail plane may be seen to warp appreciably during flight. However, this does not appear to worry Guglielmotti, who does all the usual stunts on the machine, including spins. One very peculiar thing one noticed about this machine. In taking off its tail never leaves the ground, the machine travelling along at the angle at which it is standing at rest until sufficient lift is obtained. Until one becomes accustomed to it the sight of a machine starting in this manner is rather terrifying, as one is inclined to expect to see her stall as soon as leaving the ground.
