В.Кондратьев Самолеты первой мировой войны

В 1914 году во Франции и в России запущен в серию "Фарман" F.22 с улучшенной конструкцией тележек шасси (без противокапотажных лыж) и более широким применением металла.
   К началу первой мировой войны "Фарманы" различных модификаций были весьма популярны во всех странах Антанты. Объясняется это во-первых исключительной легкостью и простотой пилотирования, присущей всем изделиям Анри Фармана, а во-вторых - активной рекламой и авторитетом фирмы. На западном фронте машинами Анри Фармана были полностью оснащены 5 французских, 6 английских и 2 бельгийских эскадрильи. Но при этом слабая энерговооруженность F.20, F.21 и F.22 сильно ограничивала боевое применение этих машин. Установка пулемета и принятие на борт даже небольшой бомбовой нагрузки резко ухудшали и без того невысокие летные характеристики "Фарманов", оснащенных маломощными ротативными двигателями. В результате к лету 1915 на западе, а в начале 1916 и в России их перевели в разряд учебных. Однако в период гражданской войны хроническая нехватка самолетов как у красных, так и у белых заставила вновь использовать эти безнадежно устаревшие машины по их прямому назначению -в качестве разведчиков и самолетов связи. Последние F.22, служившие в Севастопольской летной школе, списали в 1923 году.
  
  
ДВИГАТЕЛЬ
  
   На "Фарманы" устанавливали различные ротативные моторы: "Гном" (70, 80 или 100 л.с.), "Рон" (80 л.с.), "Клерже" (80 л.с.), иногда "Гном-Моносупап" в 100 л.с. F.27 оснащался двигателем "Сальмсон" в 150 л.с.
  
  
ВООРУЖЕНИЕ
  
   Не предусмотрено. Иногда в частях ставили подвижный "Кольт", "Виккерс" или "Льюис" на шкворне у летнаба.

А.Шепс Самолеты Первой мировой войны. Страны Антанты

F.22 - серийный разведчик и легкий бомбардировщик с двигателем "Гном" (80 л. с.). С 1915 года - учебный самолет.
   F.22bis - установлен более мощный двигатель "Гном-Моносупап" (100л. с.). Усилена конструкция гондолы.
   F.22 поплавковый - в России несколько машин установили на поплавки по типу поплавков самолета Сикорский С-5а, причем были сняты шпренгели верхнего крыла и введены подкосы. Поплавки крепились на восьми стойках и подкосах. Машины применялись на Черноморском флоте. Самолет использовался как учебный во Франции до 1917 года, в России до 1923 года.
  
  
  
ЛЕТНО-ТЕХНИЧЕСКИЕ ХАРАКТЕРИСТИКИ
  
   F.22 F.22bis F.22 поплавковый
   1913г. 1913г. 1915г.
   Размах, м. 15,0/7,58 15/7,30 15/7,58
   Длина, м. 8,90 8,90 9,0
   Площадь крыла, кв.м. 41,00 40,24 41,00
   Сухой вес, кг. 430 525 630
   Взлетный вес, кг 680 845 850
   Двигатель: "Гном" "Гном- "Гном"
   Моносупап"
   мощность, л. с. 80 100 80
   Скорость макс., км/ч. 90 118 90
   Время набора
   высоты 2000 м, мин 55
   Дальность полета, км 300 320
   Потолок, м. 2000 3000 1500
   Экипаж, чел. 2 2 2
   Вооружение 1 пулемет -
   100 кг бомб

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

"Фарман-XXII" ( "Фарман Милитэр"). Отличался от трех предыдущих более прочным шасси, сделанным в виде пары гнутых из стальных труб дуг взамен N-образных стоек. С 1915 г. использовался как учебный.

   "Фарман-XXII" поплавковый. Поплавки - типа С-5а, каждый из которых крепился самостоятельно на восьми стойках и раскосах, а передние подкосы шли под носовую часть гондолы. При этом в коробке крыльев были упразднены шпренгели над крайними стойками и введены подкосы верхнего крыла. Самолет применялся в нескольких экземплярах на Черном море в 1916-1918 гг.

   "Фарман-22 бис" ("Фарман-XXII") - тот же самолет Ф-22, но с двигателем "Гном-Моносупап" в 100 л. с. при небольшом усилении гондолы и ее узлов. В школах на нем иногда устанавливали "Гном" в 80 л. с.1 или "Калеп" в 80 л. с. Строился на отечественных заводах и применялся как учебный почти до 1923 г.


Самолет||// поплавковый
Год выпуска||1913/1913/1915
Двигатель, марка||//
   Мощность||80/100/100
Длина самолета, м||8,90/8,90/9
Размах крыла, м||15,0(7,58)/15,0(7,3)/15,0(7,58)
Площадь крыла, м2||41,00/40,24/41
Масса пустого, кг||430/525/630
Масса топлива+ масла, кг||82+27/98+31/82+27
Масса полной нагрузки, кг||250/320/220
Полетная масса, кг||680/845/850
Удельная нагрузка на крыло, кг/м2||16,5/21,0/21
Удельная нагрузка на мощность, кг/лс||8,5/8,4/8,5
Весовая отдача, %||37/38/26
Скорость максимальная у земли, км/ч||90/118/90
Скорость посадочная, км/ч||55/60/60
Время набора высоты||
   500 м, мин||?/4,0/?
   1000 м, мин||?/8,5/?
   2000 м, мин||?/23/?
Потолок практический, м||?/3000/?
Продолжительность полета, ч.||3,5/?/?
Дальность полета, км||300/?/?

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

J.Forsgren Swedish Military Aircraft 1911-1926 (A Centennial Perspective on Great War Airplanes 68)

Farman HF 22

  Using funds from the Bjorkquist National Defense Fund Raising, one Farman HF 22 was delivered in 1913. Accepted in September 1913, the airplane was designated as B 2, ie Biplane Number 2. When the individual airplane identification system was amended, the airplane became serial number 4. Another French-built HF 22 arrived just before the war, being issued with the serial number 10. An additional three Farman HF 22’s, built by Sodertelge Verkstader as the SW 10, were delivered in August 1914, December 1914 and January 1915 respectively, becoming serial numbers 8, 12 and 14. The first of these was donated by renowned artist Anders Zorn.
  Gosta von Porat: ’’One day, the well-known painter Anders Zorn arrived at Ostersund, immediately manifesting a great interest in aviation. He intended to donate an airplane to the government, and wanted to become oriented in this topic. We spent the evening at Hotel Standard, talking about flying until he asked if he could come along for a flight the next day. (Allan) Jungner and myself looked rather hesitantly at his quite sizeable circumference, but both of us thought that, with the aid of a shoehorn or other suitable means, one might get him down into the seat. So we replied, that this could be arranged.
  ’’The next day, the snow was thawing, resulting in much water on the ice. Zorn came down to the station, looking even bigger than the day before. He also appeared less enthusiastic in the daylight than the previous evening.
  My wife, who had come to visit me, stepped forward to be introduced to the great man, but as she jumped between the planks which had been laid out, she missed and fell, travelling at high speed across the shallow water, almost hitting Zorn. The poor man looked shocked, and did not want to go flying anymore. A good thing, perhaps - I wonder how much he weighed?”
  In AFK service, the Farman HF 22’s were heavily used for flight training as well as reconnaissance. During the winters, the Farmans were flown on skis. One HF 22 (the original B 2) was lost on May 1,1915, killing Carl Silow. This was the first fatal accident in Swedish military aviation. Between February 5,1916 and May 26,1916, the remaining Farmans were or written off in accidents. In late 1916, the remaining Farman components were traded to Sodertelge Verkstader in exchange for one SW-built Albatros B.II.
  A sixth Farman HF 22, originally intended for the civilian pilot Hugo Sundstedt, was offered to AFK in mid-1914. However, when the war broke out, the airplane was embargoed by the French authorities.

Farman HF 22 (SW 10) Technical Data and Performance Characteristics
   Engine: 1 x 80 h.p. Gnome, later 1 x 90 h.p. Thulin A
   Length: 8,81 m
   Wingspan: 15,58 m
   Height: 3,20 m
   Wing area: 46,00 m2
   Empty weight: 400 kg
   Maximum weight: 590 kg
   Maximum speed: 110 km/h
   Armament: -

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.22H

  The H.F.22 was similar to the HF.20, except for the greater wing area and consequent increase in wingspan and weight. It was mounted on twin floats suspended by struts below the airframe plus a rear float under the tail. The floats were fixed to the cell with a special elastic (bungee) chords which absorbed shocks. It was equipped with an 80 hp Gnome rotary engine.

Technical

  It is a biplane with two floats with an 80 HP Gnome engine, and pusher propeller.
  Similar to the H.F. 20, aside from a slightly more curved and thicker wing profile. The distance between the ribs was 0.25. The upper wing had a trapezoidal shape.
  The crew was seated in the central nacelle along with the fuel tanks. The pusher engine was located at the end of their nacelle.
  The support structure of the tail has a triangular plan, and was made up of four steel tubes, the two of which on each side were almost parallel to each other and stiffened with uprights and crossbeams.
  The horizontal fixed tail surface was 3.80 sq m and had a positive incidence of about 3° on the two upper tubes. The stabilizer was operated by independent wires, and had a total surface area of approx. 1.60 sq m.The wires went to the ends of two rocker levers, placed on the sides of the cockpit and rigidly connected by means of a tube that the pilot rotated to the desired angle with the forward and backward movements of the control lever.
  There was a single, balanced rudder with an area of 1.30 sq m. Its movement was via two pedals which moved in vertical planes by dragging the control wires with them and which were connected together by a wire passing through a pulley below.
  The ailerons had a surface area of about 2 sq m each, meters. They were controlled by means of two arms equipped with handles applied to the upper end of the control lever, which was rotated to the right and to the left by means of a hinge. The purpose of this system was to eliminate the steering wheel and to allow maneuvering even when the hands were numb or covered by large gloves.
  The floats were the standard Farman types, and the Regia Marina aircraft did not have them replaced by Guidoni floats. They had a length of 3.90 m; width of 0.9 m; height of 0.32 m, and a volume of 0.950 cubic meters.
  Distance between the floats, m. 3.90
  The shape of the rear floats was designed to facilitate detachment from the water; however, it could cause considerable resistance to motion.
  The tail float was of the same type but smaller, with a volume of 0.120 cubic meters.
  The nacelle was considered to be well designed, comfortable for the crew. The control system made the work of the pilot easier.
  It was found the the H.F.22H’s layout generated considerable drag, in large part due to the shape of the cockpit and the fact that it was completely open at the top. The partly protruding fuel tank and engine support structure aggravated the problem.

Operational Service

  Several examples of the H.F.22H (H = Hydravion, or seaplane) were built by the “Savoia” in 1914. One was supplied to the Regia Marina and sent to the Squadriglia di Taranto (Taranto Squadron). Others went to the stazione di idrovolanti dell’Esercito (Army seaplane station) at S. Feliziano sul Trasimeno, which was commanded by tenente Anseimo Cesaroni.


Farman H.F.22H two-seat floatplane with one 80 hp Gnome rotary engine
  Wingspan, 15.50 m;length, 9.60 m; height, 3.80 m; wing area, 44.50 square meters.
  Empty weight 525 kg; loaded eight 770 kg; payload 245 kg
  Maximum speed, 90 km/h; climb to 1,000 m. in 25 minutes; endurance 3.5 hours

Журнал Flight

Flight, April 20, 1916.

A DUTCH CIRCUIT.

   SOME time ago it was pointed out in these columns how many small neutral states are beginning to devote a considerable amount of money to the development of an air service. This is only natural in view of the immense importance aerial warfare has assumed, Besides, even the smallest of countries can afford to buy or build a number of aeroplanes even if they cannot afford an army or a navy. News has been received recently of a very good start made by Holland, in which country a fair number of machines are already in use. So far as it is possible to learn, the majority of these are of the H. Farman type and are built by the Spyker - or, to put the name in the Dutch spelling, Spijker - works, the aviation department director of which is the well-known Dutch aviator Henri Wijnmalen. A short time ago eight of these machines manned by pilot officers were flown in a circuit race starting from Soesterberg and going, via Gilze-Rijen-Scheveningen, back to Soesterberg again. One of the accompanying photographs shows the first pilot to arrive at Scheveningen, with his machine decorated with a wreath from the Spyker works. A visit was paid to the aerodrome by Her Majesty the Queen of Holland, who was greatly interested in the machines, several of the officers being presented to her.
   Apart from "circuits," the Dutch military aviators are doing a good deal of cross-country flying en escadrille, and where, a few months ago, a single machine was seen, now several may often be seen in flight. One of our illustrations shows a view of Breda from above. This photo. was taken during an escadrille flight made by seven machines, under the leadership of van Heyst.