А.Шепс Самолеты Первой мировой войны. Страны Антанты

Фарман F.15 1913г.
   Трехстоечный полутораплан ферменной конструкции, дальнейшее развитие машин предыдущего типа. Двухместная гондола имела деревянную конструкцию. Пояса ферм изготавливались из стальных труб. Стойки ферм и коробки крыльев пустотелые, деревянные. Растяжки - стальная проволока. Крыло двухлонжеронное. Лонжероны имели конструкцию из сосновых брусков, нервюры - из фанеры и бруса. Обтягивалось крыло полотном. Элероны были только на верхнем крыле. Консольные части крыла поддерживались шпренгелями. В хвостовой части на соединяющую ферму навешивался руль поворота. Стабилизатор и рули высоты устанавливались по верхнему поясу ферм. Шасси "фармановского" типа с двумя спарками колес. Двигатель "Гном-Моносупап" мощностью 100л. с., 7-цилиндровый, воздушного охлаждения, ротативный, устанавливался в хвостовой части гондолы по задней кромке нижнего крыла, а перед ним устанавливались топливный и масляный баки. В 1913 году по поручению военного ведомства России поручик Поплавко В. Р. проводил опыты по установке пулемета "Максим". Подобные работы проводились и французами. Делались попытки установки брони для защиты экипажа и двигателя, однако из-за значительной массы и недостаточной мощности двигателя бронирование машин распространения не получило. Вообще, самолет F.15 стал переходным к более поздним машинам, выпускавшимся массовыми сериями и имевшим несколько меньшие размеры и массу.
  
Фарман F.16 1913г.
   По требованию военных в середине 1913 года братья Фарман создали на базе самолета F.15 новый разведчик и легкий бомбардировщик F.16 -- ферменный, двухстоечный полутораплан, во многом повторявший своего предшественника, но несколько меньших размеров. Двигатели устанавливались различные, 7-цилиндровые "Гном" (80 или 100 л. с., иногда 70л. с.), 9-цилиндровые "Клерже". Машина отличалась также небольшой стреловидностью по передней кромке цоколей крыла и более короткими стойками шасси. Машина строилась по лицензии в Германии (фирма "Пфальц"), России (заводы Щетинина и "Дукс"), Италии. Применялась до 1915 года как разведчик, но уже с лета 1915 года - только как учебный самолет, в этом случае ставилось двойное управление. Существовал поплавковый вариант машины, летные качества которого были хуже.
  
Фарман F.20 1913г.
   Практически это был тот же F.16, только конструкция была местами облегчена, местами усилена в зависимости от условий эксплуатации. Незначительно изменена конструкция шпренгелей верхнего крыла. Усилены стойки шасси. Строился крупными сериями и использовался в основном как учебный самолет с лета 1915 года. На некоторых машинах в полевых условиях устанавливались 7,62-мм пулеметы "Максим", "Гочкис", иногда "Кольт". Самолет мог нести несколько 5- и 10-кг бомб. В России использовался до 1921 года.
  
  
  
ЛЕТНО-ТЕХНИЧЕСКИЕ ХАРАКТЕРИСТИКИ
  
   F.15 F.16 F.16 поплавковый F.20
   1912г. 1913г. 1913г. 1913г.
   Размах, м. 17,75/ 13,76/ 13,76/ 13,76/
   11,42 7,58 7,58 7,58
   Длина, м. 9,92 8,06 8,5 8,06
   Площадь крыла, кв.м. 52,28 35,00 35,00 35,00
   Сухой вес, кг. 544 410 520 416
   Взлетный вес, кг 864 650 740 675
   Двигатель: Гном" "Гном" "Гном"
   мощность, л. с. 100 80 80
   Скорость макс., км/ч. 96 90 85 95
   Время набора
   высоты 2000 м, мин 55
   Дальность полета, км 220 315
   Потолок, м. 1500 2500 1500 2500
   Экипаж, чел. 2 2 2 2
   Вооружение нет нет нет 1 пулемет
   100 кг бомб

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

"Фарман-XV" ( "Фарман-15" ). Схема этого самолета, как и следовавших за ним Ф-16, Ф-20 и Ф-22, - полутораплан с форменным хвостом и выдвинутой вперед двухместной гондолой. Коробка крыльев - трехстоечная (не считая средних стоек у кабины). Лонжероны крыльев - сосновые бруски, нервюры - из фанерных стенок с сосновыми или липовыми полками. Стойки коробки крыльев и ферм - деревянные пустотелые, пояса ферм - стальные трубы. Общая культура конструкции гораздо выше, чем у Ф-VII. Консоли верхнего крыла поддерживались шпренгелями. Двигатель - "Гном-Моносупап" в 100 л. с. (фактически 82 л. с.), на нескольких Ф-15 был установлен "Гном" в 80 л. с. Всего на заводе "Дукс" было построено 18 экземпляров самолета Ф-15; в них размах и площадь крыльев были немного больше, чем во французском образце.

   Военное назначение самолета - разведчик (по требованиям конца 1912 г.). Его предполагали снабдить броней, но масса ее была настолько большой, что работы пришлось остановить. В 1913 г. Поручик В. Р. Поплавко производил на нем первые в России опыты со шкворневой установкой пулемета "Максим" в носовой части кабины.

   Самолет Ф-15 не привился, распространение получили "Фарманы" несколько меньших размеров с тем же двигателем "Гном" в 80 л. с. Ф-16, Ф-20 и Ф-22 - первоначально военные, а с 1915 г. учебные.


Самолет||"Фарман-XV"
Год выпуска||1912
Двигатель, марка||"Гном-Моносупап"
   Мощность||100
Длина самолета, м||9,92
Размах крыла, м||17,75/11,42
Площадь крыла, м2||52,28
Масса пустого, кг||544
Масса топлива+ масла, кг||94+30
Масса полной нагрузки, кг||320
Полетная масса, кг||864
Удельная нагрузка на крыло, кг/м2||16,5
Удельная нагрузка на мощность, кг/лс||8,6
Весовая отдача, %||37
Скорость максимальная у земли, км/ч||96
Скорость посадочная, км/ч||60


   "Фарман-XVI" ("Фарман-16", Ф-16). Отличался от самолета Ф-15 двухстоечной полуторапланной коробкой крыльев с очень большими чуть стреловидными консолями. Шасси ниже, чем у самолета Ф-15. Двигатели ставились "Гном" в 80 л. с. и 70 л. с., "Калеп" в 80 л. с., "Клерже" в 80 л. с. и "Гном" в 100 л. с. (для предполагавшегося перелета поручика Поплавко).

   Первоначальное назначение - разведчик, предполагалась броня, вооружение не ставилось, и уже с 1915 г. самолет применялся только как учебный. Строился на всех основных русских авиазаводах, выпущено было до 300 экземпляров.

   Для этого самолета, взятого в 1914 г. в арктическую экспедицию Вилькицкого, было сделано особое лыжное шасси. Был совершен один полет летчика Александрова с механиком Тыркаловым в бухте Провидения, но потом во время зимовки самолет был превращен в аэросани.

   "Фарман-XX" ( "Фарман-20", Ф-20). От самолета Ф-16 отличался более рациональной конструкцией, кое-где облегченной, местами упрочненной по эксплуатационным соображениям. Часть самолетов имела двойное управление. Двигатели - "Гном" в 80 л. с , "Рон" в 80л. с. (с 1916-1917 гг.), иногда "Гном-Моносупап" в 100л. с. и "Гном" в 100 л. с. Строился на заводах Щетинина и Анатра, на последнем даже в 1921-1922 гг. Всего было выпущено до 200 экземпляров. В Севастопольской школе самолет прослужил до 1923 г.

   "Фарман-XVI" поплавковый. Поплавки типа С-5а крепились на тех же стойках, что и шасси, входившие в общую систему стоек и расчалок коробки крыльев. На этом самолете летал Н. А. Яцук в Петербурге в 1913 г.


Самолет||"Фарман-XVI"/"Фарман-XX"/"Фарман-XVI" поплавковый
Год выпуска||1913/1913 /1913
Двигатель, марка||"Гном"/"Гном"/"Гном"
   Мощность||80/80/80
Длина самолета, м||8,06/8,06/8.5
Размах крыла, м||13,76(7,58)/13,76(7,58)/13,76(7,58)
Площадь крыла, м2||35/35/35
Масса пустого, кг||410/416/520
Масса топлива+ масла, кг||70/82+27/70
Масса полной нагрузки, кг||240/259/220
Полетная масса, кг||650/675/740
Удельная нагрузка на крыло, кг/м2||18,4/19,1/21
Удельная нагрузка на мощность, кг/лс||8,1/8,4/9,3
Весовая отдача, %||36/38/30
Скорость максимальная у земли, км/ч||90/95/85
Скорость посадочная, км/ч||60/55/60
Время набора высоты||
   500 м, мин||8/8,0/?
   1000 м, мин||20/20/?
   2000 м, мин||55/55/?
Потолок практический, м||2500/2500/?
Продолжительность полета, ч.||2,5/3,5/?
Дальность полета, км||220/315/?

R.Keimel Osterreichs Luftfahrzeuge (Weishaupt Verlag)

H. Farman F.20 1914

  В 1914 году императорские и королевские авиационные войска испытывали несколько новых летательных аппаратов, в том числе и этот тип Farman. К сожалению, он приобрел печальную известность. 20 июня 1914 года этот самолёт под управлением обер-лейтенанта Флатца (Flatz) протаранил военный дирижабль M.III . Все члены экипажа дирижабля и находившиеся в самолёте погибли: самолёт упал, а дирижабль сгорел . Четыре экземпляра были закуплены военной администрацией в 1914 году.

Производитель: Анри Фарман, Париж, Франция.
Назначение: Разведчик и учебный самолёт.
Построен: 1914
Экипаж: 1+1
Двигатель: 1 × 59 кВт (80 л.с.) Gnôme, 7 цилиндров, ротативный, двухлопастный толкающий винт.
Размеры:
  Размах крыла: 13,50 м
  Длина: 8,20 м
  Площадь крыльев: 35,0 м²
Веса:
  Пустой: 275 кг
  Макс. взлётный вес: 550 кг
Нагрузка на крыло: 15,7 кг/м²
Нагрузка на мощность: 9,3 кг/кВт
Макс. скорость: 105 км/ч

J.Davilla, A.Soltan French Aircraft of the First World War (Flying Machines)

Henri Farman Pre-War Planes
<...>
   14. H.F.15 (1912) - 100-hp Gnome Delta; military plane with a single machine gun.
   16. H.F.17 (1912) - 70-hp Gnome Gamma; dual control trainer
<...>



Henri Farman H.F.20

  The H.F.20 was a development of Henri Farman's H.F.16 design of 1912. The H.F.16 was a two-seat reconnaissance plane powered by either a 70-hp or 100-hp Gnome Delta engine. The wings were of sesquiplane layout and some machines were equipped with a machine gun. The H.F.20 retained this basic layout but usually had a 70-hp Gnome Lambda or 80-hp Gnome 7A engine, a slightly reduced wing span, and a longer fuselage nacelle.
  The H.F.20 had a two-bay wing with the lower wing being considerably shorter than the upper. The wings were constructed of wood spars covered by cloth. Control was by ailerons on the extended sections of the top wing. Two sets of wooden tail booms extended from the top and bottom wings and a semi-circular rudder was mounted at the point of their convergence. A single elevator was mounted on the top of the boom just ahead of the rudder. This layout gave the machine great stability, which was a key requirement for a military reconnaissance plane. The nacelle was constructed of wood and covered with aluminum. The engine was located at the rear of the nacelle. A large fuel tank was placed in the center of the nacelle, between the crew and the engine. Two pairs of wheels were mounted on short skids. Bungee cords served as shock absorbers. A variety of engines were fitted to H.F.20s in other countries, including Renaults and Le Rhones.
  It was the location of the crew and engine nacelle that ensured that the H.F.20s, as well as subsequent Farman designs, would be the primary French reconnaissance aircraft from 1914 through 1916. The crew were seated in tandem in the central nacelle, which was mounted on the lower wing. This layout permitted the pilot, who was usually seated in the nose, to have a superb view on all sides. A small windscreen helped protect him from the slipstream. The observer sat behind the pilot, where he was in a good position for observing the ground. In those planes fitted with machine guns the pilot's and observer's positions were reversed to provide an excellent field of fire for the gun.
  Six escadrilles were equipped with H.F.20s (and its derivatives) in 1914. They were:
   HF 1, formed in 1912 at Camp Chalons. At the beginning of the war HF 1 was based at Toul and was assigned to the 33rd C.A. In February 1915 it re-equipped with M.F.11s.
   HF 7, formed in 1912 and assigned to Verdun. At the beginning of the war HF 7 flew reconnaissance missions from Verdun under the orders of Lieutenant Gauthier. In August HF 7 was assigned to the 3rd Armee and participated in the battles around the Ardennes forest. Early missions included dropping 75-mm obus (modified artillery shells fitted with fins) and destroying an enemy Zeppelin. In September HF 7 moved to Maulan and supported the 6th C.A. HF 7 also participated in the Battle of Verdun. It re-equipped with M.F.7s in February 1915.
   HF 13, formed before the war and in August 1914 was based at Camp Chalons and assigned to the 3rd Armee. In 1915 HF 7 was assigned to the 15th C.A. It re-equipped with Caudron G.3s later in 1915.
   HF 19, formed in 1913 at Dijon and participated in the 1913 maneuvers. In August 1914 it was based at Nancy and commanded by Lieutenant Jolain. In January 1915 it was assigned to the 13th C.A. Early in 1915 HF 19 converted to M.F.7s and later to M.F.11s.
   HF 28, formed at the beginning of the war and assigned to the C.R.P. It was commanded by Capitaine Mailfert and was based at Issy-les-Moulineaux. In September HF 28 moved to Amiens and in October moved again to Doullens, where it participated in the Battle of Picardie. Two weeks later it was assigned to the 10th C.A. and was based at Lealvillers. Later the escadrille moved to Saint-Cyr and was assigned to the 10th C.A. HF 28 re-equipped with Caudron G.3s in January 1915.
   HF 32, formed in September 1914 under command of Capitaine Couret. It was based at Sainte-Menehould and was active over the Argonne and Woevre. It re-equipped with M.F.11s in September 1915.
  The GQG reports for 1914 and 1915 reveal that the H.F.20s were used primarily for reconnaissance and artillery cooperation duties. Almost from the start of the war some H.F.20s were equipped with cameras and T.S.F. units. An example of the types of missions flown by these units can be seen from the 30 January 1915 reports. During that single day HF 7 Hew numerous reconnaissance missions over enemy batteries at Harville, took photographs over Eparges and Saint Rely, and used a T.S.F.-equipped machine to direct artillery fire over the 1st Armee sector. The escadrilles were forced to make frequent moves along the front as dictated by the tactical situation.
  Although it has been noted that the H.F.20s were too fragile for any missions aside from army cooperation duties, a number of units found more aggressive uses for their planes. Flying over the Ardennes a Lieutenant Roeckel of HF 7 damaged a German airship on the ground by dropping steel flechettes. Adolf Pegoud, also from HF 7, dropped makeshift 75-mm obus (bombs) on various targets.
  The Aviation Militaire was quite satisfied with using the F.20s for reconnaissance, as they offered their crews a substantially better field of view than the contemporary R.E.P. Ns, Bleriot 11s, and Nieuport 6Ms. However, by 1915 it was clear that the H.F.20s were too fragile for sustained use in the field. They were gradually replaced by superior aircraft beginning in early 1915. HF 1, 7, 19, and 32 re-equipped with M.F.7s and 11s; while HF 13 and 28 received Caudron G.3s.
  There were substantial numbers of surplus H.F.20s available and these were assigned to training units. Some of these were fitted with dual controls. The H.F.20s remained in service with some schools as late as October 1917.


Foreign Service

Argentina
  Argentina acquired a single Henri Farman with a 50-hp Omega engine in 1912; this was probably a H.F.10. It was donated to the Escuela de Aviacion Militaire by the Companes Argentina de Tabacos (Argentine Tobacco Company). Three more Henri Farmans were later obtained, one by direct purchase, the other two manufactured by the Military Aviation Workshop at El Palomar in 1917. All three were probably H.F.20s.
  The Argentine navy also utilized a Henri Farman with a 50-hp Gnome engine; it was probably an H.F.10 which had been built by the Workshop of Edmundo Marichal in 1915. This aircraft was destroyed in a flying accident later that year. The Arsenal del Rio de la Plata factory built an refinement of the H.F.20. It had a larger wing and nacelle than the standard H.F.20. Initially powered by a 70-hp Renault engine, it was subsequently fitted with an 80-hp Gnome. The plane was assigned to the Escuela de Vuelo de Fuertr Barragan in 1915 but it, too, was destroyed in an accident that year. It was later rebuilt and continued to be used by the school at Barragan until late 1920.

Belgium
  The Belgian army bought a Henri Farman aircraft (described as a Henri Farman 1910; possibly an H.F.10) on 5 May 1911. Assigned to the Ecole d'Aviation Militaire de Brasschatt, it was promptly destroyed the same day. A second Farman (possibly also an H.F.10) was purchased in May and destroyed by the end of July. Two other Farmans were ordered later that year. Four F.16s were built under license by the Bollekens firm (later known as Jero) at Antwerp in 1912. These were assigned to the Premier Escadrille. Three H.F.11 reconnaissance aircraft were also built by the firm in 1912. These were designated as Jero-Farmans. The Jero firm produced a total of four H.F.16s intended for the Premier Escadrille and 24 H.F.20s beginning in 1912. One of the H.F.16s became the first armed Belgian plane when a single example was fitted with a Lewis machine gun and tested as a ground attack aircraft in September 1912 at Brasschatt. In 1914 Escadrilles 1 (based at Liege), 2 (Namur), 3 (Brasschatt), and 4 (Brasschatt) all had H.F.20s. In October 1914 two escadrilles left for Ostend and subsequently moved to Saint-Pol. Escadrille 1 moved to the Ans airfield to support the 3rd DA (Third Division of the Belgian Army). Escadrille 2 operated from Belgrade in support of the 4th DA. Escadrilles 3 and 4 were still in the process of being assembled and remained at the Brasschatt airfield. As a result of the rapid German advance, Escadrille 2 left Namur; by this time it already lost two H.F.20s in crashes, and to make matters worse a third crashed during the evacuation from Namur. However, the 1st was soon joined by the 3rd and 4th Escadrilles and all three units flew reconnaissance missions for General Headquarters. Some H.F.20s were fitted with rudimentary radio sets. Escadrille 1 was reinforced with two H.F.20s from the Escadrille 3, and three of the unit’s planes were fitted with Lewis machine guns. They proved to be loo slow to intercept any German aircraft. Eight of the 3rd Escadrille's H.F.20s were destroyed by a storm in December. By March 1915 there were 12 H.F.20s still in service; six with Escadrille 1 (Saint-Idesbald) and six with Escadrille 4 (Houthem). On 17 April 1915 an H.F.20 piloted by Capitaine Jacquet with Lieutenant Vindevogel as his observer scored the first Belgian air-to-air victory when the crew shot down an Aviatik. The Jero firm built at least six more H.F.20s. By the end of 1915 most of the H.F.20s had been withdrawn from service.

Denmark
  Denmark purchased a single H.F.1 and a single H.F.7 for the navy in 1913. In 1913 one H.F.20 was purchased by the Haerens Flyveskole (Army Flying School). It remained in service until 1917.

Greece
  Greece purchased its first Henri Farman plane in 1912 when a Greek officer, who had completed flight training at the Farman's school, returned with a single example. The type had a 50-hp engine and may have been an H.F.6. It was named the Daedaleus and was used in army maneuvers. It was subsequently changed to a floatplane and used to set a world distance record for floatplanes in its class when it flew from Athens to Hydra and back. Other Greek officers later returned to Greece with an H.F.20 and three "Henri" Farmans (also probably H.F.6s) named Eagle, Vulture, and Hawk. In October 1912 they formed the Proti Mira Aeroplani (1st Aircraft Squadron) at Larissa. In November 1912 they were transferred to Nikopolis and formed into the Apospasma Aeroploais Ipirou (Epirus Aviation Detachment).
  During the Balkan Wars the Farmans of the Epirus Aviation Detachment flew reconnaissance sorties over the Turkish positions at Melouna. The Epirus Aviation Detachment was also active over Ioania. Some of the Farmans dropped hand grenades on Turkish troops.
  The single H.F.20 is believed to have been destroyed in December. After the Balkan Wars, the remaining Farmans were sent to the Thessalonica airfield for use as trainers. They were retired in 1917.

Italy
  The Italian firm of Savoia built the H.F.20 under license in 1913. The first built by the firm was tested by pilot Henri Bille of the Farman firm and Michele Signorini of the Savoia factory in December 1913. Four H.F.20s were built by Savoia and formed Squadriglia Savoia in early 1914. One pilot of this unit made a number of publicity flights to various Italian cities in March 1914. It appears that there were no H.F.20s still in front-line service when Italy entered the war in 1915.

Japan
  Japan obtained a Henri Farman (probably an H.F. Type C) in 1910 when a Japanese pilot returned from France after completing flight training. This aircraft was used as a pattern for the Rinji Gunyo Kiku Kenku Kai (Provisional Committee for Military Balloon Research) Kaishiki Number 1 Plane. A single H.F.20 was imported in 1914 and converted to the Kaishiki Number 7 Plane in 1915. Using the experience learned from this conversion, the firm then produced the Army Henri Farman Type Model 4 in late 1915. It was powered by a Japanese version of the 70-hp Renault engine. The aircraft was found to have excellent stability and performance; it entered production in 1916 as the Type MO 1914 (later Type MO 4). The Type MO 4s were built in 1916, 1919, and 1920. A total of 84 were produced.

Netherlands
  Three H.F.20s were purchased by the Dutch air service in 1913. They were assigned serial numbers LA 2, LA 3, and LA 4.
Romania
  Romania had 11 H.F.20s on strength at the start of the war. They equipped Escadrillas F-1 and F-2. F-1 was assigned to the 1st Army and was based at Talmaci. F-2 was at Brasov and was attached io the 2nd Army. Must of the H.F.20s had been replaced by M.F.11s when the Corpul Acrian Romana was reorganized on 19 June 1916. The H.F.20s were assigned to two of the escadrillas attached to Grupul 5 and were used for reconnaissance and bombing missions. By the end of the year the H.F.20s were no longer in service.

Russia
  Russia used the largest number of Henri Farman planes during the First World War; more than 1,500 Farmans of all types were built in Russia. The Russian-built examples were designated:
<...>
   5. Farman 15: similar to the standard H.F.20 but with a larger wing span and powered by an 82-hp Gnome engine. The Dux plant built 18 in 1912. The Farman 15s were used for reconnaissance. One was fitted with a Maxim machine gun in 1913.
   6. Farman 16: similar to the Farman 15 but with a sesquiplane layout featuring slightly swept outer wing panels. In 1914 these planes were used for reconnaissance. Some were fitted with armor but none carried armament. By 1915 the type had been relegated to training duties. The Farman 16s were used as an interim type before students transitioned to the more demanding H.F.20. Approximately 300 were built in various Russian factories. A floatplane version of the Farman 13 was built near St. Petersburg in 1913.
   7. Henri Farman 20: these aircraft were built under license by the Shchetinin and Anatra plants from 1912 to 1922. About 200 were built and most served as trainers. At the Gatchina Flying school the H.F.20s were used for ground instruction and initial flight training. A variety of engines were fitted, including 80-hp Gnomes and Le Rhones and 100-hp Gnomes and Gnome Monosoupapes.
  From 1921 to 1922 approximately 30 H.F.20s were in service with Aviation School No.1 at Kacha. The schools at Sevastopol and Tashkent also had H.F.20s on strength. By 1923 there were still 40 H.F.20s in service with the aviation schools. They were probably withdrawn by 1925. The Siberian air force of Admiral Kolchak had one H.F.20.

Serbia
  Serbia obtained three H.F.20s in 1913 to be used by the three Serbian officers who had received flight training at the Farman school in France. However, two were wrecked shortly after their arrival in Serbia. During the Balkan Wars the surviving H.F.20 was assigned to the escadrille at Barbalusu; on 13 March 1913 the first combat mission was flown. By the time the war ended in May 1913 the H.F.20 was no longer in service.

Switzerland
  Switzerland had two H.F.20s which were used from 1914 until 1920. One was assigned to the newly-formed Swiss Fliegertruppen in August 1914.

United Kingdom
  England bought a single Type III (Type Militaire) in 1910 and used it for army cooperation trials. In 1912 two Henri Farmans (probably Type 11s with 70-hp Gnome Gamma engines) were purchased for use by No.2 squadron. A single H.F.20 was purchased from Claude Graham-White in 1913 and assigned to the C.F.S. In 1913 several H.F.20s were built under license by the Aircraft Manufacturing Company (AIRCO) at Hendon. At least one H.F.20 was modified with the observer's seat moved to the front so that he could fire a machine gun; Hotchkiss, Rexer, and Maxim guns were all test-fired from this aircraft. The H.F.20s saw limited service with Nos.3, 5, and 6 Squadrons, as well as the CFS. By the beginning of 1915 all had been assigned to training units.
  The RNAS acquired 27 H.F.20s (possibly some of these were also H.F.22s). These were:
   No.31 - 80-hp Gnome (based at Eastchurch); No. 189 - 80-hp Gnome (Eastchurch); No.940 - 80-hp Gnome (Hendon); No. 1368 - 80-hp Gnome (Dunkirk, later Eastchurch); No.1374 - 50 or 60-hp Gnome (Chingford); No.1454 - 80-hp Gnome - (Gosforth); No.1518 to 1533 - 80-hp Gnome (3 Squadron, Chingford, 3 Wing); No. 1599 - 80-hp Gnome (Eastbourne); No.3150 - 125-hp Anzani (Eastchurch); No.3683 - 140-hp Canton Unne (Dunkirk), and No.3998 - 140-hp Canton Unne (St. Po).


H.F.20 Two-Seat Reconnaissance Plane with 80-hp Gnome 7A
   Span 13.65 m; length 8.06 m; height 3.15 m; wing area 35 sq. m
   Empty weight 360 kg; loaded weight 660 kg
   Maximum speed: 165 km/h; climb to 2,000 m in 22 minutes; range 315 km; endurance 3 hours
   Armament: one machine gun and/or several 75-mm bombs
   It is estimated that 3,310 H.F.20s and all its variants (H.F.21 through H.F.27) were built

AIRCO H.F.20 Two-Seat Reconnaissance Plane with 80-hp Gnome or Le Rhone
   Span 13.25 m; length 8.06 m; height 3.15 m; wing area 35 sq. m
   Empty weight 360 kg; loaded weight 660 kg
   Maximum speed: 105 km/h; climb to 500 m in 8 min.; endurance 3 hours
   Armament: one machine gun

Savoia H.F.20 Two-Seat Reconnaissance Plane with 80-hp Gnome
   Span 13.60 m; length 8.06 m; height 3.20 m; wing area 35 sq. m
   Empty weight 366 kg; loaded weight 621 kg
   Maximum speed: 95 km/h; climb to 1,000 m in 13 min.; climb to 2,000 m in 27 min.; endurance 3 hr 30 min.
   Four built

Shchetinin and Anatra H.F.20 Two-Seat Reconnaissance Plane with 80-hp Gnome or Le Rhone
   Span 13.76 m; length 8.06 m; wing area 35 sq. m
   Empty weight 416 kg; loaded weight 675 kg
   Maximum speed: 95 km/h; climb to 2,000 m in 55 minutes; ceiling 2,500 m; endurance 3.5 hours
   Approximately 200 built

Rinji Gunyo Kiku Kenkti Kai Type MO 1914 (MO 4) Two-Seat Reconnaissance Plane with 70-hp Renault
   Span 15.50 m; length 9.14 m; height 3.18 m; wing area 58 sq. m
   Empty weight 563 kg; loaded weight 778 kg
   Maximum speed: 49 knots; climb to 2,000 m in 25 minutes; ceiling 3,000 m; endurance 4.0 hours
   Armament: one machine gun Eighty-four built



Henri Farman H.F.21

  The H.F.21 was a modified version of the H.F.20. Changes included an increased wing span and wing area. These changes did not, however, result in any significant improvement in performance. While some may have been supplied to the Aviation Militaire, the type was not produced in large numbers. The Swiss Fliegertruppe obtained a single example in 1914 when a machine owned by a civilian was donated to that government at the outbreak of war. Given serial number 21, it was used as a trainer until 1918.
  

H.F.21 Two-Seat Reconnaissance or Touring Plane with 80-hp Gnome Lambda
   Span 15.50 m; length 8.20 m; height 3.20 m; wing area 39 sq. m
   Empty weight 315 kg; loaded weight 695 kg
   Maximum speed: 100 km/h



Henri Farman H.F.33

  The early fighters of the First World War were developed from reconnaissance types. Examples included the Morane-Saulnier L and Nieuport 10 series. In 1915 Henri Farman attempted to convert his H.F.20 into a two-seat fighter. The engine was an 80-hp Gnome 7A similar to that used on the H.F.20. The wing span was significantly increased from that of the H.F.20, being 6.20 m greater. The H.F.33 was tested in 1915 but apparently was unsuccessful, as no aircraft were selected for production.

Henri Farman H.F.33 Two-Seat Fighter with 80-hp Gnome 7A
   Span 19.70 m; length 8.26 m; height 3.05 tn
   Maximum speed: 110 km/h

A.Durkota, T.Darcey, V.Kulikov The Imperial Russian Air Service (Flying Machines)

Farman XV

  The Farman XV was the forerunner of the next three widely-produced models that followed. It incorporated a two-seat nacelle to house the crew. It used many of the construction techniques and most of the materials of earlier Farmans, yet was stronger. Like all early Farmans it was a pusher equipped with a Gnome engine of either 80hp or 100hp. Dux built 18 of these machines, which were a three-bay design with a longer wingspan than the original French version.


Farman XVI

  This model was similar to the Farman XV, but with refined wings. The span was shorter, with only two bays of struts, although the upper wing was of much greater length and chord than the lower wing. Several engine types were installed, but the Gnome rotary was usually fitted.
  Early in the war the machine was used for reconnaissance, but later it was relegated to training duties. About 300 were produced in Russia, several by Dux.


Farman XX

  This model was an improved Farman XVI, strengthened and simplified for ease of maintenance. It was employed as a reconnaissance and training machine. Some were built with dual controls for training. Other than a few refinements, it was virtually identical to the Farman XVI and was powered by the same engine types. The number produced by Dux is unknown, but about 200 were built in Russia.

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)

Henry Farman F.20 and F.22

   The name of the Henry Farman pusher biplane appears in some of the earliest annals of British naval aviation. It is recorded that on 27 August 1914 seaplanes Nos.97 and 156 of the RNAS led the Battle Fleet to sea. The seaplanes in question were Henry Farmans and, indeed, many of the aircraft of this type supplied to the RNAS before the outbreak of war were fitted with twin floats as shown in the three-view drawing. Both landplanes and seaplanes were built in England by the Aircraft Manufacturing Company at Hendon, and all were powered by the 80 hp Gnome, with the exception of No.115, which had a 100 hp Renault.
   The first RNAS unit to go overseas, the Eastchurch squadron commanded by Wg Cdr C R Samson, flew to Ostend with nine assorted types, one of which was a Henry Farman F.20. In March 1915 this unit became No.3 Squadron, RNAS, and was sent to the Eastern Mediterranean to participate in the Dardanelles campaign with eight Henry Farmans, two B.E.2cs, two B.E.2s, two Sopwith Tabloids, a Breguet and three Maurice Farmans. Of all these types, the Henry Farmans were the least useful, as they were too slow and difficult to maintain in the field. They were used briefly as single-seaters for reconnaissance; a further six which arrived in May were promptly returned to England as being valueless for first-line duties. Re-engined with the 140 hp Canton Unne, the Henry Farman was distinctly better, and served as a bomber with the RNAS in the Aegean from July 1915 onwards. This version, the F.27, was of steel construction, and it was with this type that Wg Cdr Samson dropped a 500 lb bomb (the biggest of the war at that date) on a Turkish barracks during a flight from Imbros on 18 December 1915. The Farman F.27 is described and illustrated separately in Appendix A.
   Some of the earliest bombing attacks on submarines and Zeppelin sheds were made by Henry Farmans of the RNAS in Belgium. On the night of 6/7 June 1915, F/Sub-Lt J S Mills of No.1 Wing destroyed LZ38 in its shed at Evere with four 20 lb bombs. On 26 August 1915 Sqn Cdr A W Bigsworth of No.2 Wing attacked a U-boat six miles off Ostend and, on 28 November 1915, F/Sub-Lt Viney claimed to have blown a U-boat in half with two well-aimed 65 lb bombs, but this feat was never officially recognised.

UNITS ALLOCATED
   Eastchurch squadron, which became NO.3 Squadron, RNAS, in March 1915 and No.3 Wing, RNAS, in June !915. Also Nos.l and 2 Squadrons (later Nos.1 and 2 Wings), RNAS.

TECHNICAL DATA (HENRY FARMAN F.20)
   Description: Two-seat reconnaissance, bombing and training aircraft. Wooden structure, fabric covered.
   Manufacturers: Henry and Maurice Farman, Billancourt (Seine), France. Sub-contracted by Aircraft Manufacturing Co Ltd, Hendon.
   Power Plant: One 80 hp Gnome.
   Dimensions: Span, 44 ft 9 in. Length, 26 ft 6 in. Height, 12 ft. Wing area, 375 sq ft.
   Weights: Empty, 820 lb. Loaded, 1,440 lb.
   Performance: Maximum speed, 60 mph at sea level. Climb, 18 1/2 min to 3,000 ft. Endurance, 3 hr.
   Armament: None standardised, but some aircraft fitted with a Lewis gun in front cockpit.

Jane's All The World Aircraft 1913

FARMAN. Henry and Maurice Farman, 167, Rue de Silly, Billancourt (Seine) Aerodromes: Buc, pres Versailles and Etampes. Depots: Camp de Chalons--Reims. Established by H. Farman in 1908. M. Farman established works a little later. In 1912 the two brothers combined. The present works were opened in January, 1912, and had an output capacity of at least 300 machines a year in March, 1913.

   H. Farman. H. Farman. H. Farman. H. Farman
   Military. Single- 2-seater 2-seater
   2 or 3- seater. monoplane. special
   seater. Military. hydro-
   1912-13. 1913. biplane.
   Biplane. Biplane.

Length....feet(m.) 26? (8) 24? (7.35) 24? (7.50) 26 (7.90)
Span......feet(m.) 42? (18.25) 31-1/3 (9.5) 32? (10) 45 (13.70)
Area...sq.ft.(m?.) 376 (35) 161 (15) 204 (19) 344 (32)
Weight,total...
   .. ...lbs. (kgs.) 793 (360) 640 (295) 628 (285) 950 (431)
Weight...
   ......lbs. (kgs.) 661 (300) 386 (175) ... ...
Motor.........h.p. 70-80 Gnome 70-80 Gnome Designed for 50 Gnome
   Gnomes from 40
   up to 160 h.p.
Speed, max...
   .......m.p.h.(km) 65 (105) 71 (15) ... 52 (100)
Speed, min...
   .......m.p.h.(km) ... ... ... ...
Endura........hrs. 3 ... ... ...
Number built
   during 1912 ... ... ... ...

Remarks.--The whole of the above can easily be converted into hydro-avions --two long narrow floats without steps. H. Farmans are of wood and steel construction; M. Farman, wood. In all 1913 biplanes the ailerons are inter-connected. All 1913 machines designed to carry one or in some cases two mitrailleuse, and special attention is paid to facility for taking down for transport and re-assembling. The 1911-12 H. Farmans had elevators forward, were a good deal longer, and had more surface than 1913 models. Ailerons not inter-connected. The M. Farmans generally as now, except that all planes, etc., had rounded edges. On September 11th, 1912, Foury, in an M. Farman military, made world's endurance record to date, 13 hrs. 22 min., covering 631 miles (1,017 km.) All models of this type, also the "big military," are fitted with the Doutre stabiliser. Fabric: "Aviator" Ramie.

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)
00.07 Farman HF 20 (russisch) Gn 80
00.12 Farman HF 20 (russisch) Gn 80
00.41 Farman (russisch)
00.42 Farman (russisch)
00.48 Farman HF

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

Farman H.F.20

  Four H.F.20s were built under license in 1913; it was the first type produced by the “Savoia” Aeronautical Construction Company of Turro Milanese. The H.F.20 was tested by pilot Henri Bille of the Farman firm and Michele Signorini of the Savoia factory in December 1913.
  At the beginning of 1914 all four aircraft were handed over to the military administration for the formation of the first squadron of biplanes “Savoia”-Farman known as Squadriglia Savoia. One pilot of this unit, Maurice Chevillard, made a number of publicity flights to various Italian cities in March 1914. It appears that there were no H.F.20s still in front-line service when Italy entered the war in 1915.


H.F.20 two-seat reconnaissance aircraft
  Wingspan 13.60 m; length 8.06 m; height 3.20 m; wing area 35 sq m
  Empty weight 366 kg; loaded weight 621 kg; payload 255 kg;
  Maximum speed 95 km/h; climb to 1,000 m in 13 minutes; climb to 2,000 m in 27 minutes; endurance 3 hours 30 minutes

W.Pieters The Belgian Air Service in the First World War (Aeronaut)

Bollekens’ JERO-Farman Aircraft Builders Until the Start of Hostilities

  Woodworkers since 1858, the start of their participation in aircraft-building started in the Autumn of 1909. Belgium’s first pilot, Baron de Caters, organised an ‘air show’ at Antwerp between 23 October & 2 November, during which he himself participated in his own Voisin. He crashed and severely damaged his aircraft. Baron de Caters asked Bollekens if they were willing to repair his damaged Voisin within four days, in order to continue his participation at the meeting.
  Taking up the challenge, Bollekens managed to repair the aircraft in time by working day and night. In July 1910, de Caters bought himself an Aviatik two-seater with Aviatik GmbH at Mulhausen, Germany. Then the company Aviator, of which de Caters was a major participant, ordered four of these aircraft to be built by Bollekens. These aircraft were replicas of the original Aviatik, but underwent a number of approvements. One of the main improvements Bollekens carried out was the use of silver spruce instead of poplar for the longer parts of wood. These four aircraft were the first ones in Belgium to be built in series. Of these four aircraft, two were purchased by de Caters, which he took to India. His flights in India were the second flown over that country (after Frenchman Henri Jullerot).
  When de Caters got into financial trouble, Bollekens took over the four aircraft which had never been paid, together with the hangars built at Sint-Job airfield. The airfield itself was hired from de Caters. With a runway of 1,350 meters and 500 hectares it was quite an impressing airfield (in the garden of de Caters!), which housed some 12 fliers, featuring Jan Olieslagers, Jules Tyck and Comte Joseph d’Hespel. The pilot school, originally started by de Caters, was also taken over by Bollekens. Meanwhile another four aircraft were built by Bollekens and powered with a Gnome 50hp engine, designed by Seguin.
  The Belgian army in the mean time, were considering different types of aircraft for an eventual order, and considered the Farman as the best solution. For strategic reasons a Belgian constructor was needed. Most likely the choice fell upon Bollekens because they had built a reasonable number of aircraft thus far; it had its own airfield, aircraft and pilot school and it was situated in the fortified place of Antwerp.
  On 1 March 1912 a contract was signed between Farman and Bollekens to built the formers aircraft under licence. The contract had a duration of five years. Only ten days later, the first order of four Farman F16s were ordered. Bollekens could not start to build these aircraft, however, for it had to wait for the original Farman which they had to duplicate. On 12 March 1912 the first instructor arrived: Fernand Verschaeve (who was killed in a flying accident 8 April 1914 at Sint-Job).
  On 15 October 1912 Bollekens and the army signed a contract, which meant that JERO was indebted to guarantee a three month coarse for the student pilot to obtain their civil brevet. (The name JERO derives from the name of their father: Jerome Bollekens.) Instructors, aircraft, airfield, surveillance, transport and fuel were all to be disposed by Bollekens, which received a small equivalent sum for each student pilot. Another contract for the education of pilots was signed on 14 May 1913, with its school at Kiewit. Frenchman Henri Molla, who had joined Verschaeve at Sint-Job as an instructor, was sent to Kiewit, together with Ernest Demuyter, whilst Mollas substitute became Rene Vertongen. It is thought that some 35 officers were trained by Bollekens. During the organisation of the Compagnie des Aviatieurs, JERO designed a dedicated trailer to carry aircraft, for which they obtained a patent. All squadrons were equipped with these trailers from December 1912. Another contract was signed between the army and Bollekens to maintain and repair the damaged aircraft, again for a small equivalent sum. Between July 1912 and August 1914, four JERO-Farman F16s & 20 HF-20s and/or HF-23bis were delivered to the Belgian Air Service.

Журнал Flight

Flight, February 8, 1913.

WHAT THERE WILL BE TO SEE AT OLYMPIA.

THE MACHINES.

The Aircraft Manufacturing Co., Ltd.

   Constructors of British-built Henry and Maurice Farman biplanes, will be showing a machine of each type. Their British-built Maurice Farman biplane, equipped with the 70-h.p. Renault motor, flown so well by officers in the Royal Flying Corps, and by Verrier at Hendon, is too well known to need any description here. The Henry Farman biplane that will be shown, we are not so closely acquainted with. In its general lines it will greatly resemble the 80-h.p. H. Farman owned by the Grahame-White Aviation Co., and flown at Hendon by Louis Noel. Its chassis, however, will be different, and its body will be of a more modern type. It will be fitted with an 80-h.p. Gnome motor.
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Flight, February 22, 1913.

SOME MORE AEROPLANES AT OLYMPIA.

THE AIRCRAFT MANUFACTURING CO., LTD.

   In our last issue of FLIGHT we described and gave sketches of the 70-h.p. Maurice Farman biplane shown on their stand. At the time of going to press with that issue the 80-h.p. Henry Farman machine that they are also showing was not available for review, so it could not be included in the report of the Aircraft Manufacturing Co.'s stand. Since then, however, we have been able to examine the machine, and we are able to set forth its chief characteristics here below.
   The 80-h.p. Henry Farman Biplane. - Remembering the comparative crudity of construction of these machines some three years or so back, the excellence of the workmanship that the Farman firm put into their machines now is a revelation. And perhaps it is not surprising, since they have, at Billancourt, what are probably the best organised and largest aeroplane works in the world. The machine at Olympia on the stand is an ordinary everyday sample of their good work. It has been taken from stock, to use a rather inaccurate expression, since the demand for these machines is so great that they can keep no stock.
   Plane construction. - Its planes span 45 ft- and 25 ft. respectively, their chord measurement is 5 ft. in the centre bay, from which they taper to the tips. They are separated by struts 4 ft. 9 ins. in length. There are twelve of these struts separating the two planes, half of them being of hollow ash, and the remaining ones of hollow spruce, the ash ones being those immediately on either side of the engine, and the four that brace the cellule above the point of attachment of the landing gear. The spars, both front and rear, are of ash, and the front one is bullet nosed, as it forms the entering edge of the plane. The 10 ft. extensions that are fitted to the top plane on either side of the machine are braced in posit ion by king posts and piano wire in a manner identical to that of a monoplane wing. Double acting ailerons, for balancing, are hinged to the rear spars of these extensions.
   The landing chassis. - The ordinary type of Farman chassis is employed, but in its working out there are many detail improvements. The two short ash skids are spaced 9 ft. 9 ins. apart, and each support the machine through a single rank of three steel tubular struts on either side. There is a sketch printed in connection with this description which shows the neat manner in which the radius rods are universally hinged to the skid by a ball joint. In former types of the Farman under-carriage, steel compression springs were fitted over the axles between the central bobbin carrying the shock absorbers, and the wheel hub, to assist the chassis to track correctly. These have been dispensed with now, and the elastic cord which provides a flexible suspension of the wheels, is now bound under the skids and over the axles.
   The body, a rectangular section girder, built up with ash longerons and ash cross-members, accommodates the pilot and passenger in tandem, and serves as a mounting for the motor and tanks. Its sides and bottom are enclosed, and a wind shield in front assists in keeping some of the draught off the occupants. This front is constructed in rather a neat manner. The skeleton of that portion is of oval section steel tubing, and the vertical members separating the top and bottom sweeps are of the same material. The joints are acetylene welded. Just behind the wind shield there is a very comfortable seat, with a high back of sheet aluminium for the pilot. He controls the rear elevator and the compensating ailerons by means of a vertical universally jointed lever, greatly refined from the crude form of lever that was employed on the early Henry Farman biplanes. The passenger has a seat, perhaps not quite so comfortable, just behind the pilot. The Gnome motor, at the back, is overhung. It is mounted with two flanged steel plates on one side of the crank case, and the fuselage in that vicinity is cross-braced by 3/8-in. steel tubing, to give it the necessary rigidity and strength. By the way, a new type of carburettor is fitted, whereby the engine may be made to run slowly, a condition which is difficult to obtain with the ordinary type of Gnome injector carburettor.
   The tail is cambered, and is supported by outriggers which proceed from the cellule on either side of the engine and which meet at the rudder post. At rest, the tail is supported by a small flexibly sprung skid, which is fitted with a serrated spade, designed to dig into the ground on landing, and so bring the machine quickly to rest.
   There is a further interesting exhibit on this stand - a travelling repair-shop fitted on a 28-h.p. Dennis chassis. The aviation department of the French army possess a large number of these vehicles, which are used to accompany flights of aeroplanes, so that if any of them suffered damage, quick and efficient repairs can be made on the spot. It will be remembered that quite a number of them were exhibited at the last Paris Aero Show. The chassis of the repair-shop shown on the Aircraft Company's stand is a 2-ton lorry chassis, specially designed to pass the British Government transport test. Inside the body, the sides of which are arranged to hinge down and rest on exterior supports to give greater floor space, are a complete set of machine tools, sufficient (may be, more than sufficient) for the accomplishment of aeroplane repairs "on the road." There are installed a drilling machine and a Drummond lathe, both electrically driven by motors which obtain their current from a dynamo driven off the engine shaft. An anvil, a forge, and a convenient bench with a useful-sized vice are also carried.


Flight, April 19, 1913.

BRITISH NOTES OF THE WEEK.

A Mishap at Queenborough.

   IT was very hard luck that Capt. Risk, after making a splendid flight from Farnborough on a biplane on the 11th inst., should have met with disaster when so near his destination. The machine was for the naval wing of the Royal Flying Corps, and had been tested at Farnborough. Everything went well until the machine had passed over Sheerness Harbour, when apparently the carburetor froze up owing to the intense cold. Capt. Risk attempted to plane down to the marshes near Queenborough, but when near the ground the machine capsized, both pilot and the passenger, Chief Artificer Susans, being thrown out. Both were taken to Sheerness Hospital, when it was found that their injuries were not very serious, and Susans, in fact, is now out of hospital.


Flight, September 20, 1913.

THE AERIAL DERBY.

PILOTS AND HOW TO RECOGNISE THE MACHINES.

No. 5. The Henry Farman Biplane
   resembles the Grahame-White 5-seater in that it has no front elevator, but it may be easily distinguished from that machine as it is much smaller, and has only one tail plane and a single rudder.


THE MACHINES, WITH SOME DETAILS.

   No. 5. The 80 h.p. Gnome-Henry Farman, whose upper and lower planes span 45 ft. and 25 ft. respectively, is somewhat similar to the Maurice Farman, except that it has no front elevator and that the tail is of the monoplane type with its one tail plane level with the upper main plane. It has a single rudder.
   The Gnome engine is situated in its usual position behind the passenger's seat, which is, in turn, behind that of the pilot.


Flight, September 20, 1913.

Fine Flight by an Italian Officer.

   A SPLENDID trip was made last week on a 70 h.p. Farman by Lieut. Bailo, the chief instructor at the Pordenone Military Aviation School. Starting from San Francesco he arrived at Comina, a distance of 450 kiloms. in 5 hours 20 mins. without a stop, passing over en route Vigebano, Abbiategrasso, Crema, Verona, Vincenza, Conegliano. Throughout, Bailo maintained an altitude of about 1,500 metres, and encountered a very strong contrary wind when passing over the Lake of Gorda.


Flight, March 28, 1914.

BRITISH NOTES OF THE WEEK.

Biplane Looping at Eastbourne.

   A SPLENDID flight was made on Monday by Mr. J. E. B. Thornely, a pupil at the Eastbourne Aviation School, who, although he passed the tests for his pilot's certificate last November, has to wait until he attains the minimum age of 18 next July before he can enjoy the privilege of holding it. On a Henry Farman biplane, built at Eastbourne and fitted with a 70 h.p. Gnome engine, he went up to a height of 3,500 ft., then dived to 2,000 ft., made a perfect loop and dived again, finishing up with a splendid landing after being in the air for twenty minutes.


Flight, May 22, 1914.

THE AERIAL DERBY.

THE PILOTS AND HOW TO RECOGNISE THE MACHINES.

No. 4. The 80 h.p. Henry Farman Biplane
   will be easily recognised by the nacelle, which projects out in front of the main planes, of which the upper one has a considerable overhang. This machine is of the engine-behind type.

THE MACHINES AND HOW TO RECOGNISE THEM.

No. 4. The 80 h.p. Henry Farman Biplane is a standard type Henry Farman. It was on a similar machine that M. P. Verrier recently flew from Hendon to Monaco. The engine, as our readers are, of course, aware, is mounted in the rear of the nacelle, thus constituting this machine to be of the "pusher" type.


Flight, October 22, 1915.

CONSTRUCTIONAL DETAILS.-VII.

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   As the Farman type of undercarriage may be said to be the progenitor of the wheel and skid combination, this will be dealt with first. The accompanying illustrations show a modern Henry and Maurice Farman chassis. The chief characteristics are, it will be seen, that there are two pairs of wheels, each pair mounted on a short axle slung from the corresponding skid by means of rubber bands. The skids or runners are in turn supported on a structure of streamline struts running down from the spars of the lower wing. This arrangement, while suffering from the disadvantage that shock is transmitted to the spars, gives a very wide track, and consequently good stability when rolling over the surface.
   The disadvantage of the arrangement is not very serious, and can be almost completely overcome by proper bracing with steel wires or cables.
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