В.Кондратьев Самолеты первой мировой войны

КОДРОН G.3 / CAUDRON G.3

   Цельнодеревянный двухместный полутораплан с ферменным фюзеляжем и тянущей силовой установкой. Крыло и оперение покрыты полотном, гондола имела смешанную фанерно-полотняную обшивку. Самолет разработан в 1911 году братьями Рене и Гастоном Кодрон. В 1913 принят на вооружение французских ВВС в качестве разведывательной и учебной машины. В том же году несколько десятков "Кодронов" на колесном и поплавковом шасси закупило правительство Китая. G.3 стал таким образом первым военным аэропланом этого государства.
   Аппараты строились крупными сериями на заводах фирмы Кодрон в городах Ру, Исси-ле-Мулине и Лион. Главным образом выпускали две военные модификации: G.3A2 (артиллерийский разведчик) и G.3E2 (учебный). В 19 И году производился также одноместный тренировочный G.3F с маломощным 60-сильным мотором. Несколько десятков G.3 построено британским филиалом фирмы - Бритиш Кодрон Компани и еще 170 штук - итальянской фирмой AER. Общий итог серийного выпуска составил 2450 экземпляров.
   К началу войны на вооружении французской армии насчитывалось более сотни "Кодронов" GЗ, однако, лишь одна фронтовая эскадрилья . была целиком оснащена этими машинами. В дальнейшем их количество значительно возросло. Самолет применялся французами, англичанами и бельгийцами на западном, балканском, и месопотамском фронтах до середины 1916 года, а на итало-австрийском - до марта 1917. 192 экземпляра G.3 использовали в качестве учебных американские экспедиционные силы.
   Несмотря на низкую энерговооруженность, G.3 хорошо набирал высоту, был прост в управлении и доступен даже летчикам низкой квалификации. Тем не менее стремительный прогресс авиации в годы первой мировой войны быстро , перевел его в разряд устаревших. Кроме того, пилоты, в большинстве своем привыкшие к аэропланам с задней силовой установкой, считали обзор из кабины неудовлетворительным.
   Около 20 "Кодронов" G.3 в 1915-16 годах поступило в Россию, но данные об их фронтовом применении отсутствуют. Вероятно, все они служили в учебных подразделениях.
  
  
ДВИГАТЕЛЬ
  
   На "Кодрон" G.3 устанавливали различные модификации ротативных моторов "Гном", "Рон" или "Клерже" мощностью от 60 до 100 л.с. Иногда ставили стационарный звездообразный мотор воздушного охлаждения "Анзани 10С" в 100 л.с.
  
  
ВООРУЖЕНИЕ
  
   На G.3E2 и G.3F - отсутствовало, G.3A2 иногда оснащали шкворневым пулеметом для защиты от истребителей. В перегрузочном варианте - до 100 кг. бомб.
  

А.Шепс Самолеты Первой мировой войны. Страны Антанты

Кодрон G.3 1911 г.

   После успешных полетов созданных братьями Рене и Гастоном Кодрон машин G.1 и G.2 и славы, пошедшей по всей Европе об их фирме и летной школе в г. Кроти, французская армия выдала в 1912 году государственный заказ на два поплавковых варианта только что выпущенного на заводе G.3 и отдельное задание на обучение большого количества офицеров на военных летчиков. Успешное применение G.3 во Франции привлекло внимание командования британских ВМС, и к 1913 году машина стала стандартной в летной школе в Хендоне. В 1913-1914 годах большое количество G.3 закупил Китай.
   С началом войны все учебные и частные "Кодроны" были мобилизованы, а производство перешло на военные рельсы. Первой серией стали разведчики и легкие бомбардировщики G.3 A2, а затем двухместный учебный G.3 E2. Кроме заводов братьев Кодрон самолеты выпускала итальянская фирма AER (170 шт.) и "Бритиш Кодрон Компани" (несколько десятков). В ходе войны машины использовались во французской армии и флоте, в английском экспедиционном корпусе и в самой Англии, в армиях Италии, Бельгии и России. В процессе производства на самолет ставились различные двигатели: ротативные, воздушного охлаждения, звездообразные - "Гном", "Рон", "Клерже" мощностью от 80 до 100 л. с.
   Последние машины оборудовались элеронами на верхнем крыле. Однако осенью 1916 - весной 1917 года они были полностью сняты с вооружения практически во всех армиях как устаревшие. Всего было построено 2450 самолетов G.3.
   G.3 - цельнодеревянный трехстоечный полутораплан с короткой гондолой. Гондола имела деревянный каркас и фанерную обшивку. Капот двигателя, установленного в носовой части, был из жести. За двигателем устанавливались топливный и масляный баки, также имевшие жестяные панели. Затем располагалось место пилота, в хвосте гондолы - место либо ученика, либо наблюдателя. Крыло двухлонжеронное, деревянной конструкции, имело только одностороннюю обтяжку полотном. Стойки крыла деревянные. Деревянную конструкцию имела и ферма, несущая хвостовое оперение, состоящее из стабилизатора с рулями высоты и двумя рулями поворота на небольших килях.
   Шасси устанавливалось по нижнему поясу несущих оперение ферм и состояло из двух пар мотоциклетных колес с резиновой шнуровой амортизацией. Костыля не было, его заменяли окованные нижние части несущего пояса фермы. Управление тросовое, от колонки со штурвалом и педалями. Управление креном осуществлялось перекашиванием крыльев, и только на последних машинах появились элероны.
   Двигательная установка, как уже отмечалось, отличалась разнообразием, но в основном это были 7-цилиндровые, воздушного охлаждения, звездообразные "Гном" или "Рон" мощностью 80-100 л. с., ротативные.

  
Модификации
   G.3A2 - разведчик и легкий бомбардировщик, мог нести 115кг бомб, иногда ставился 1 пулемет над верхним крылом и 1 на шкворневой установке у наблюдателя.
   G.3E2 - учебный самолет с двойным управлением.
   G.3 поплавковый - самолет устанавливался на деревянные поплавки, имевшие ниши, в которые устанавливались колеса, позволявшие использовать машину с земли. Нижний пояс ферм крепился не к полозам шасси, а к нижнему крылу.
  
  
  
  
ЛЕТНО-ТЕХНИЧЕСКИЕ ХАРАКТЕРИСТИКИ
  
   G.3A2 G.3B2 G.3 амфибия
   1911 г. 1914г.
   Размах, м 13,40/7,65 13,40/7,65 12,75/9,00
   Длина, м 7,30 7,27 8,10
   Площадь крыла, кв.м 27,00 28,2 31,0
   Сухой вес, кг 445 447 450
   Взлетный вес, кг 710 735 700
   Двигатели: "Рон"
   число х мощность, л. с. 80
   Скорость максимальная, км/ч 110 115 105
   Время набора высоты, м/мин 2000/20
   Дальность полета, км 340 340 300
   Потолок, м 3100 3500 2500
   Экипаж, чел. 2 2 2
   Вооружение 1 пулемет 1 пулемет -
   100кг бомб

В.Шавров История конструкций самолетов в СССР до 1938 г.

"Кодрон" одномоторный 1914 г. (G-3, "Однокодрон") - ферменный двухстоечный биплан с двухместной гондолой (сиденья одно за другим). Двигатель -"Гном", с 1916 г. -"Рон" в 80 л. с. Шасси - фармановского типа, нижние пояса ферм шли почти по земле. Вооружения не было, обзор был плох, но самолет был легок и очень хорошо набирал высоту. Было около 20 импортных экземпляров.

Амфибия "Кодрон" по схеме и конструкции аналогична сухопутному одномоторному самолету "Кодрон", но на двух поплавках, причем колеса проходили сквозь поплавки в специальных гнездах и не имели механизма подъема и выпуска. Было два экземпляра на Черном море.


Самолет|| G-3/Амфибия
Год выпуска||1914/1914
Двигатель , марка||/
   мощность, л. с.||80/80
Длина самолета, м||6,8/8,1
Размах крыла, м||13,2/12,75(9,0)
Площадь крыла, м2||28,2/31
Масса пустого, кг||447/450
Масса топлива+ масла, кг||115/70
Масса полной нагрузки, кг||288/250
Полетная масса, кг||735/700
Удельная нагрузка на крыло, кг/м2||26/22,6
Удельная нагрузка на мощность, кг/лс||9,2/8,8
Весовая отдача,%||39/36
Скорость максимальная у земли, км/ч||115/105
Время набора высоты||
   1000м, мин||8/15
   2000м, мин||20/40
Потолок практический, м||3500/2500
Продолжительность полета, ч.||3/?

L.Opdyke French Aeroplanes Before the Great War (Schiffer)

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

O.Thetford British Naval Aircraft since 1912 (Putnam)

CAUDRON G.3

   The RNAS used 140 of these aeroplanes. mostly for training purposes at Vendome in France. The G.3 was the single-engined forerunner of the G.4 and earlier G.2s (Nos.40, 55, 56 and 57) were in service as seaplanes with coastal air stations prior to 1914. No.55, an amphibian, was embarked in HMS Hermes at Great Yarmouth in July 1913 and operated from the forward flying-off deck. The pre-war Caudrons had an 80 hp or 100 hp Gnome engine. Some G.3s. like No.3066 illustrated, mounted the 100hp Anzani engine. Loaded weight, 1.619 lb. Maximum speed, 70 mph. Climb, 20 min to 6.500 ft. Service ceiling. 10.000 ft. Span, 43 ft 5 in. Length, 22 ft 6 in.

G.Swanborough, P.Bowers United States Military Aircraft Since 1909 (Putnam)

CAUDRON G-IIIE-2 AND G-IVA-2

   Two separate but related French Caudron models were used by the A.E.F. as trainers. The G-IIIA-2, originally an observation, or “Corps d’Armee” type of 1914/15, was a single-engined two seater used in 1918 as a primary trainer. The pilot and student sat in tandem in a “bath tub” nacelle behind an 80-h.p. Le Rhone 9-cylinder rotary engine or a 90-h.p. 10-cylinder twin-row Anzani radial. The tail surfaces were supported by tail booms in the manner of contemporary pusher types, but in the Caudron designs the lower booms formed part of the main landing gear and also served as the tailskids. The airfoil was single-surface aft of the rear spar, and late versions of the 192 A.E.F. G-IIIE-2s (“E” indicated “Ecole”, sometimes “Entrainment”, or trainer, in French nomenclature) used ailerons in the upper wing in place of the original wing warping.
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A.Jackson British Civil Aircraft since 1919 vol.1 (Putnam)

CAUDRON G.3

   Two-seat trainer powered by one 90-h.p. Anzani, designed in France 1912 and built under licence by the British Caudron Co. Ltd. at Cricklewood 1914-18. Nine British civil aircraft only, as shown in Appendix D. In use for a few months only in 1919 for instruction and passenger flights and by Brooklands private owners G. Eyston and L. C. G. M. Le Champion. French built OO-ELA, illustrated, 100-h.p. Anzani, bought from M. J. E. Leduc by K. H. F. Waller and ferried Brussels-Brooklands 20.5.36. Registration G-AETA not taken up, now preserved by the Royal Aeronautical Society. Span, 43 ft. 5 in. Length, 22 ft. 6 in. Tare wt., 981 lb. A.U.W., 1,619 lb. Max. speed, 71 m.p.h. Cruise, 56 m.p.h.

P.Grosz, G.Haddow, P.Shiemer Austro-Hungarian Army Aircraft of World War One

Caudron G 3

  The Caudron G 3 pusher was one of two Caudron biplanes flown by the French pilot Pierre Chanteloup in the Third International Flugmeeting at Aspern in June 1914. Out of 32 entries, Chanteloup took eighth place. The Caudron G3, confiscated by the military authorities on 13 August 1914, is believed to have been Chanteloup's machine.


Caudron G 3 00.06

  The Italian Caudron G 3 C 507 was captured by Flik 4 on 4 July 1915. Pilot Feldwebel Max Brociner flew the G 3, with black crosses covering the Italian roundels, for the first time on 27 July 1915 and went on to perform eight reconnaissance flights over enemy territory in August. Curiously, it was the only flight-ready aircraft reported by Flik 4 on 16 August 1915!

E.Hauke, W.Schroeder, B.Totschinger Die Flugzeuge der k.u.k. Luftfahrtruppe und Seeflieger 1914-1918

00. Versuchs- und Beuteflugzeuge (Опытные и трофейные самолеты)
00.06 Caudron G.3 C.507 (italienisch) Gn 80

J.Davilla Italian Aviation in the First World War. Vol.2: Aircraft A-H (A Centennial Perspective on Great War Airplanes 74)

Caudron G.3

  Italy was in desperate need of adequate combat aircraft when it entered the war in 1915. One of the first types to be obtained was the Caudron G.3, along with Nieuport 10, Macchi Parasols, Voisin 3s, and Farman M.F.11s. Of these the Nieuport 10 and Macchi Parasol (the only indigenous design) were quickly withdrawn and more Caudron G.3s purchased.
  The first 15 G.3s would be delivered in June and AER (established in Turin in April 1915) was also to produce the type under license.
  The Parasol Macchi was replaced in five of the Squadriglia Artiglieria (Artillery Squadrons) by the Caudron G.3 with 30 machines being supplied by France and 10 more to follow.
  Caudron G.3s and G.4s were built under license by the AER plant at Torino. Ninety aircraft were built in 1915, and 80 in early 1916, bringing the total built to 170 examples. This brought the total number of G.3s built in Italy and obtained in France to 224.
  The Fiat A.10 and the 150 hp Isotta-Fraschini would eventually replace the rotary engines, with the exception of the 80-hp Le Rhone, destined for the Caudron G.3s, whose production was about to start under license by AER. Even the Caudron G.3’s Le Rhone proved difficult for the Italian industry to produce under license.
  It was soon realized that the Caudron G.3’s 80-hp engines were simply not powerful enough to permit them to operate in bad weather.
  Trials were performed with a G.3 equipped with radios; the radios chosen were SFR and Marconi sets. The SFR proved superior and some of these raids were sent to 4a in November 1915.
  As the war progressed the 165-mm focal length cameras were replaced by 240- and 430-mm types with magazines carrying up to 24 plates.

Operational Service

  By December 1915 there were five G.3 squadriglias on strength. The aircraft were used in the army cooperation role and were organized as artillery Squadriglias.
  During the Fourth Battle of the Isonzo (10 November - 2 December 1915) the G.3 OOB was:
  1a and 5a Squadriglias Caudron G.3 at Oleis assigned to 2a Armata
  2a and 3a Squadriglias at Macchi Parasol at Medeuzza (in the process of converting to Caudron G.3s) 4a Squadriglia Caudron G.3 at Gonars at the disposition of 3a Armata
  At the end of 1915 the artillery squadriglias, 1a, 2a, 3a, 4a, 5a, all used Caudron G.3s. Each Squadriglia consisted of 3 seziones with three G.3s each, plus a tenth in reserve.This arrangement permitted the various seziones to be deployed to the areas of the front where they were most needed.

1916

  In the first four months of 1916, 39 G.3s had been sent to front line units. During 1916 the G.3 were 41, 42, 43, 44, 45, 46, and 47 Squadriglias.
  Caudron G.3s continued in widespread use as army cooperation aircraft throughout 1916. They were organized as follows:
  III Gruppo (1a Armata): 46a (sezione of Caudron G.3s) and 50a Squadriglias (M.F.11s).
  V Gruppo (3rd Armata): 41a, 42a, 43a, and 44a Squadriglias.
  VI Gruppo (3rd Armata): 45a Squadriglia.
  By early 1917 the G.3s were replaced by other aircraft, including Caudron G.4s. The G.3s were subsequently used as trainers.
  A few remaining G.3s were assigned to 41a Squadriglia in 1917, along with a number of Farmans. No. 41a Squadriglia was assigned to 2 Gruppo. In April 2 Gruppo was assigned to the 2nd Armata and in November it was with the 4th Armata.

  Crews had been forced to fly in an active war zone in a design which was clearly outdated. The problem was the continued problems with the Savoia Pomilio firm. The plan to replace the Caudron G.3s with the Savoia-Pomilio SP.2s and SP.3s was blocked by problems discovered with the design during testing. As both development and production issues with Pomilios was being dealt with, there was no choice but to keep the seriously outdated French machines on the front lines.
  On 9 July, Caudron G.3 605, which had been hit by antiaircraft artillery during a photographic survey of the Portule ridge, crashed on the northern slopes of the Armentera. The shooting down of this aircraft, with the death of its crew once again raised the question of the appropriateness of continuing to use the G.3. The limited performance of the type, coupled with its vulnerability to fighters (it was virtually unarmed because of the configuration of its airframe, meant that army commanders had to limit its depth of penetration over the lines to 5 km. This episode thus contributed to hastening the dissolution of the Caudron squadriglias, which took place on 17 August, 1917 with the dissolution of 49a. The Caudrons would be replaced by SP.3s, which, were themselves vulnerable to fighters due to their pusher configuration. Yet, even as the S.P.2 and 3 crews were still being trained for operations after their arrival at the front, it was necessary to continue to use the G.3s in 42a, 43a, and 44a.
  By late 1916 the G.3s were being withdrawn from the front and sent to school units. The main training units were Cameri, Centocelle (school for observers), Mirafiori, San Giusto, and Venarai in 1916. According to Alegi the G.3bis with a 120-hp Le Rhone engine was built specifically for the school; the need was so great for the aircraft that the production line reopened in 1918!


Caudron G3s Built by A.E.R.: Engines Included the 80-hp Le Rhone
  Wingspan 13.40 m, length 6.40 m, height 2.50 m, wing area 27 sq.m
  Empty weight 420 kg, loaded weight 710 kg
  Maximum speed: 110 km/h; climb to 1,000 m in 8 min.; climb to 2,000 m in 18 min.; climb to 3,000 m in 30 min.; ceiling 4,000 m; endurance 4.0 hours
  A total of 250 were built.

Журнал Flight

Flight, February 8, 1913.

FOREIGN AVIATION NEWS.

Caudrons for China.

   A DOZEN Caudron biplanes of the latest type have been ordered by the Chinese Government, some to be fitted with 50 h.p. and some with 80-h.p. engines. Obre has gone to China, where he will assist Lieut. Bon, of the French colonial forces, in organising an aviation centre at Pekin.


Flight, December 13, 1913.

THE STANDS AT THE PARIS AERO SHOW.

CAUDRON.

   On the stand adjoining that of the Deperdussin, Caudron Brothers are showing two machines, one for work overland and the other a hydro-aeroplane. The land machine differs in constructional details only from those already known to our readers through illustrated descriptions in the columns of FLIGHT. The hydro-aeroplane is of the "pusher" type, and has a nacelle of somewhat different shape from those usually fitted. The floats are similar to those fitted on the tractor type of machine, the chassis possessing wheels as well as floats, so that the machine is really amphibious.


Flight, December 20, 1913.

THE PARIS AERO SALON - 1913.

CAUDRON

<...>
   The other machine exhibited is a military two-seater land machine. It is driven by an 80 h.p. Gnome engine, mounted on the front of the usual type of Caudron fuselage. In the rear portion of the fuselage are the pilot's and passenger's seats, the pilot occupying the rear seat. The controls are as usual, consisting of a single lever for the warp and the elevator, and a foot-bar for the rudder. The chassis is of the familiar type, with the skids extended backwards to form the lower tail-booms. This machine is similar in every way to those now in use in this country, but one notices that all the strut sockets are now made of steel instead of aluminium as on earlier machines. This, we think, must be considered a distinct improvement as steel sockets are very much stronger, weight for weight, than aluminium sockets.


Flight, May 22, 1914.

THE AERIAL DERBY.

THE PILOTS AND HOW TO RECOGNISE THE MACHINES.

No. 3. The 60 h.p. Caudron Biplane
   is somewhat similar to machine No. 1, but may be identified by means of its nacelle which is differently shaped from that of the above-mentioned machine.

THE MACHINES AND HOW TO RECOGNISE THEM.

No. 3. The 60 h.p. Caudron Biplane is similar in its general arrangement to the Statax engined Caudron, with the exception that it has a standard type nacelle. The engine, a 60 h.p. Gnome, is partly enclosed in the usual way by an aluminium shield.


Flight, July 17, 1914.

EDDIES.

   I HEAR very good accounts of the work done with the fleet of Caudron biplanes which were sent out to China some time ago. They are daily putting in a great amount of useful flying, and have fully justified the Chinese Government in selecting this type of machine on account of the ease with which they are mastered by pupils and their suitability for landing on the roughest ground, in addition to the other excellent qualities possessed by the products of the Caudron brothers. The accompanying photographs showing Pekin and Tientsin from above were taken by Mr. Rene Caudron, who, thanks to the stability of his mount, was able to let go of the control lever for considerable periods, in order to secure the snap-shots.


Flight, October 22, 1915.

CONSTRUCTIONAL DETAILS.-VII.

<...>
   Another form of double skid undercarriage is shown in the sketch illustrating the Caudron chassis. Here, as in the Farmans, the skids are supported on struts running up to the lower wing, but the skids are extended right back to the tail, and form, in fact, the lower booms of the outrigger carrying the tail planes. An excellent retarding effect when landing is one of the immediate results obtained by these long skids, and the Caudrons probably pull up more quickly than any other machine of similar weight and area.
<...>


Flight, August 28, 1919.

THE E.L.T.A. SHOW

The French Section

   At the time of writing, the aircraft industry of our gallant ally France is represented by two machines only, a very ancient type of Caudron, and a military type Breguet, of the type used so extensively during the War. It is somewhat of a disappointment that French aviation is not more fully represented, and we trust that before the exhibition closes this will be remedied.

THE MESSAGERIES AERIENNES
   which is a combine of the French firms of Bleriot, Breguet, Caudron and Morane, show two machines. One of these is a type G 3 Caudron which will be well known to all our readers. It has a le Rhone engine of 80 h.p., and is characterised by the usual short nacelle and open tail booms associated with the Caudron machines. It might be pointed out that it was on a similar machine that Poulet established a duration record of 16 hrs. 28 mins. in May, 1914. It has also been used very extensively for training purposes, and many of the French "Aces" have got their ticket on machines of this type. Incidentally this type of machine was, we believe, the first biplane to loop the loop, which it first did piloted by Chanteloup on September 17, 1913. The type, although many may be inclined to smile at it in these days, has therefore a long and honourable career behind it, and for landing on or starting from difficult ground it is probably unexcelled by any other machine. For instance, it may be recollected that it was on a machine of this type that the late Jules Vedrines landed on the roof of the Galleries Lafayette. Another similar machine is busy carrying passengers from the E.L.T.A. aerodrome.
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