А.Шепс Самолеты Первой мировой войны. Страны Антанты

Фарман MF.11 1912 г.

   Развитие машин серий MF.7 и MF.9. Носовая рулевая поверхность снята. Гондола поднята на стойках под нижним крылом и имела более компактную конструкцию. Фермы стандартной "фармановской" конструкции, параллельные, сходящиеся на стабилизаторе. Рули поворота имели два небольших киля. Шасси стандартные для всех машин типа "Фарман". Двигатель 7-цилиндровый, воздушного охлаждения, ротативный "Гном" (60 или 70 л. с.), позднее - рядный "Рено" (80 л. с.). Большого распространения машина не получила, как и MF.9, хотя MF.11 с двигателем "Рено" использовался как учебный.


ЛЕТНО-ТЕХНИЧЕСКИЕ ХАРАКТЕРИСТИКИ
   MF.11, 1913г. MF.11, 1914г.
   Размах, м 16,10 15,9
   Длина, м 9,74 9,3
   Площадь крыла,кв.м. 52,10 60,6
   Сухой вес, кг 550 650
   Взлетный вес, кг 800 960
   Двигатель "Рено" "Рено"
   мощность, л.с. 80 130
   Скорость максимальная, км/ч 90 116
   Время набора высоты, м/мин 2000/21
   Потолок, м 4100
   Экипаж, чел. 2 2
   Вооружение нет

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

"Морис Фарман" учебный (М. Ф.-11) применялся в небольшом количестве как учебный в 1915-1917 гг. По схеме и конструкции близок к "М. Фарман-40", но шасси были с полозами. Двигатель - "Рено" в 70 л. с., потом в 80 и 90 л. с., все двухрядные 8-цилиндровые, воздушного охлаждения.

   "Морис Фарман" поплавковый (гидроаэроплан Фармана) был двух типов: 1912 г. - с передним рулем высоты и 1914 г. - поплавковый вариант учебного самолета "Морис Фарман" с двигателем "Рено" в 70 л. с., потом 80 л. с. в обоих типах. Первый тип был в двух экземплярах на Балтике. Второй был куплен в 1914 г. в 20 экземплярах, которые и применялись в морской авиации на Балтике до 1917 г. Один самолет был взят в гидрографическую экспедицию Вилькицкого. На нем же 7-12 августа 1914 г. поручик Ян Иосифович Нагурский летал над Новой Землей в поисках экспедиции Г. Я. Седова. Это были первые полеты в Арктике.


Самолет|| учебный/ поплавковый
Год выпуска||1914/1913
Двигатель, марка||/
   Мощность||80/70
Длина самолета, м||9,74/8,3
Размах крыла, м||16,1/13,2
Площадь крыла, м2||52,10/50
Масса пустого, кг||550/580
Масса топлива+ масла, кг||110/80
Масса полной нагрузки, кг||250/240
Полетная масса, кг||800/820
Удельная нагрузка на крыло, кг/м2||15,3/16,4
Удельная нагрузка на мощность, кг/лс||10,0/11,7
Весовая отдача, %||31/29
Скорость максимальная у земли, км/ч||90/90
Скорость посадочная, км/ч||55/60
Продолжительность полета, ч.||?/4

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

Maurice Farman M.F.11

  Between the M.F.7 and M.F.11 there were three interim types. The M.F.8 was a seaplane that retained the forward elevator of the M.F.7. The M.F.9 seaplane had a layout similar to the M.F.8 but was smaller. Both the M.F.8 and 9 were intended for civil use. the M.F.10 was a landplane presented at the 1913 Salon. The M.F.8, 9, and 10 were not used by the military services.
  The M.F.11 was a refinement of the M.F.7. Built in 1914 (and frequently called the 1914 Farman in contemporary literature), it deleted the forward elevator and elongated landing skids of the M.F.7.11 was found that deletion of the drag-inducing forward elevator resulted in an increase in speed and improved maneuverability. The biplane horizontal stabilizer was replaced with a single stabilizer. The wing span was increased by 0.65 m with a concomitant increase in wing area by 3.0 sq. m. The length was reduced by 0.50 m as a result of the elimination of the forward elevator and the resulting decrease in the size of the landing skids. The central nacelle was removed from the lower wing and was mounted between the upper and lower wings. Early versions of the M.F.11 were powered by a single 80-hp Renault 8B or De Dion Bouton engine.
  The M.F.11s were manufactured as three major sub-assemblies. The biplane wings were assembled as individual units. The upper wing was 4.00 m longer than the lower wing, and both were fitted with ailerons. The supporting struts were 1.95 m long and the wings had a chord of 2.30 m. The struts were made of ash. The wing spars were constructed of pine and plywood and covered with cotton fabric. The extended portions of the top wing were supported by metal struts mounted at an oblique angle. The shape of the wings was maintained by taut piano wire rigging.
  The fuselage nacelle was then attached to the completed wings. The nacelle was constructed of wood over a steel tubular support structure and covered by cotton fabric. The front of the nose was made of aluminum and the forward windscreen of mica. The nacelle was 3.35 m long and 86 cm wide. An 80-hp Renault or De Dion engine was fitted at the rear of the nacelle mounted on two longerons that protruded from the base of the fuselage. The nacelle was fitted 45 cm above the lower wing. A fuel tank with a capacity of 140 liters was placed in front of the engine. The pilot was seated in the rear with the observer/gunner in front. Their leather seats were mounted on a raised platform that was used to store the crew's equipment. A single control stick controlled the ailerons and elevator. Instrumentation consisted of a clock, manometer, and altimeter. There was also a spool on which maps could be stored and then rotated forward to advance the map sheet. The landing gear struts were made of ash. A pair of wheels were attached to each skid and were supported by bungee cords acting as shock absorbers. The wheels were mainly used to maneuver the plane while it was on the ground, while the skids acted to help cushion the shock of landing and also acted as brakes. Each skid was 3.50 m long.
  The tail booms were the third major assembly. The booms were made of pine and tightly rigged with piano wire. The twin rudders had a 55 cm chord. The horizontal stabilizer consisted of a fixed portion 5.50 m in length and 1.00 m in chord. A tail skid was attached to the end of each of the booms. Standard armament was a Colt machine gun and a Winchester carbine.
  The ability to construct each M.F.11 as three separate subassemblies facilitated production and permitted the Farman factory to build the type in large numbers.
  The SFA closely regulated the production of M.F.11s. Modifications in production during 1915 included a new enamel paint and a change in the fabric. The ailerons were displaced lower by altering the pulleys that controlled their movement. The observer was relocated to the front of the plane while the pilot's floorboard was placed over the engine mount. All motors were eventually equipped with mufflers during production.

1914 Variants

   1. M.F.11s with 80-hp Renault 8B engines were designated as army types 9, 10, 15. 17, 18, 19, 20, 21, 22, 23, 24, and 25.
   2. M.F.11s with 80-hp De Dion-Bouton engines were given army type numbers 6, 9, 12, 14, and 16.
   3. M.F.11s with 110-hp Lorraine 6 AM engines were given army type designations 50 and 51.
   4. M.F.11bis's with 130-hp Renault 8C engines were given army type designations 28, 29, 30, 31, 32, 34, 35, 36, 37, and 38.
   5. M.F.11bis's with 130-hp Renault 8C engines were given army type designation 33. Other M.F.11s with 130-hp Renaults were given Army type designations 28, 29, 30, 31, 32, 33, 34, 35, 36, 37, and 38
   6. M.F.11bis's with 100-hp Renault 80s were given army designation Type 27.

1915 Variants

   1. M.F.11bis's with 130-hp Salmson A9s were given army designation Type 39.
   2. M.F.11bis's with 130-hp de Dion-Bouton 12B engines were given army designation Type 45.

M.F.11 1915 Bomber Versions:

   3. M.F.11bis BO with 80-hp Renault R8B had army designation Type 52.
   4. MF.11bis BO with 80-hp Renault R8B and a smaller wing was given army designation Type 53.
   5. M.F.11bis BO with 130-hp Renault 1R8C was given army designation Type 54.


Operational Service

Army Cooperation

  The M.F.11 began to enter escadrille service in early 1915. By 22 August 1915 there were 193 M.F.7s and 11s in service at the front and 12 with training units. A large number of other escadrilles were formed on M.F.11s as 1915 progressed.
   MF 1 serves as an example of a standard M.F.11-equipped army cooperation escadrille. It was initially equipped with M.F.11s in February 1915. Assigned to the 33rd C.A. and based at Bruay, it later moved to Villers-Chatel. From this base it participated in the Battle of Artois from 9 through 13 May. The M.F.11s maintained contact with French troops and conducted low-altitude missions. MF 1 was able to locate enemy artillery and machine gun positions by drawing their fire. For these actions it was awarded l'Ordre de l'Armee on 31 May 1915.
  During the Third Battle of Artois, the M.F.11s directed artillery fire and reconnoitered behind enemy lines. MF 1 supported the 33rd C.A. during its conquest of Souchez. During an advance near Farbus, MF 1 dropped messages to troops to keep them abreast of the rapidly changing situation.
  The slow speed of the M.F.11s resulted in repeated requests by the pilots of MF 1 for more modern machines. When none was forthcoming the escadrille adopted the winged snail insignia as a means of satirizing the performance of their aircraft.
  As a result of MF 1's reconnaissance flights, it was discovered that the Germans were concentrating artillery and troops in front of the 33rd C.A.'s lines. In response, a ground attack was launched on 8 February which enabled the 33rd C.A. to retain its position.
  MF 1 was active during the Battle of Verdun in 1916 and concentrated its reconnaissance missions primarily on the right bank of the Meuse. For its superlative work MF 1 received a second citation from the Armee.
  MF 1 remained active during the Battle of the Somme in July 1916 and gave effective support to the 33rd C.A. In the beginning of 1917 the 33rd C.A. and MF 1 moved to the 10th Armee front. By April the M.F.11s had at last been largely supplanted by A.R.1s and the escadrille's designation changed to AR 1.
  By February 1916 there were approximately 370 Farmans (mostly M.F.11s) in front-line service, and 100 with training and local defense units.
  The primary mission of these escadrilles was army cooperation. This usually entailed photo-reconnaissance missions and direction of artillery fire, the latter was accomplished by either signal flags trailed behind the plane or by T.S.F. The early wireless units were difficult to use and it was necessary to construct a universal code to allow the crews to pass along concise instructions. Usually two M.F.11s were used for artillery direction, each plane carrying a T.S.F. unit in case one should fail. Patterns of dashes and dots were used to signal necessary corrections. More complicated messages were sent via regular Morse code.
  During battle the M.F.11s were able to remain in constant contact between the GQG and the rapidly moving army units. This required the troops to use signal panels or smoke to indicate their positions; unfortunately, the soldiers were often afraid that these signals might reveal their location to the enemy and so would not use them.
  The M.F.11s flew daily reconnaissance missions and took numerous photos. The main purpose was to discover enemy activity that might indicate an imminent attack or to locate potential targets for the French artillery. The M.F.11s would also cross the enemy lines at low altitude to draw the fire of enemy batteries and machine guns; once the German positions had been revealed, the information was passed along to French commanders. Unfortunately, the distrust of some artillery commanders often meant that these messages were ignored.
  However, these duties formed only a part of the functions the M.F.11 escadrilles were required to perform. For example, the records of MF 36 show that from 1 September 1915 through 15 March 1916 it flew 487 reconnaissance sorties, conducted 138 artillery-spotting missions, took 522 photographs, engaged in 97 aerial combats, and flew 32 bombing missions (24 of them at night).
  By late 1915 it was obvious that the M.F.11s were vulnerable to enemy fighters, and the commanders of many units demanded better planes. Unfortunately, no suitable design was yet available.
Bombing

  M.F.11 escadrilles flew occasional bombing missions using converted artillery shells or flechettes. The only dedicated bombing units to use to M.F.11s were MF 25, 29, and 123.
   MF 25 was formed in 1914 and later became an independent bombing unit. The escadrille was based at Argonne in the 3rd Armee sector. During December 1914 it dropped 888 kg of bombs on various targets in the vicinity of the industrial center of Briey. The next month MF 25 concentrated on attacking enemy balloons and train stations. Early in 1915 the unit moved to Argonne in the 2nd Armee sector and then to Sainte-Menehould. During May and June train stations were attacked with converted artillery shells ranging in size from 90 to 120 kg. In July 2,174 kg of these weapons were dropped on train stations and German airfields. MF 25 flew its first night attack on the night of 25/26 August when the train stations at Challerange, Cernay, and Chatel were bombed. Similar missions were flown in September, although all but one of the raids were flown during the day. In October MF 25 joined with GBM 5 in attacking targets in the vicinity of Vouziers.
  At the beginning of the Battle of Verdun on 21 February 1916, MF 25 was the only bomber unit available on that front. Based at Vadelaincourt, the escadrille bombed tactical targets in the vicinity of the front. The next month the unit concentrated on army cooperation duties while it trained for night operations. At this time the inadequacy of the M.F.11 as a day bomber had become apparent and hence there was a switch to night operations. By the 29th September 1916 only eight Farmans were serviceable, and the escadrille had received enough F.40s to replace the M.F.11s.
   MF 29 was the other major independent bombing unit using Farmans. It was based at Belfort on 15 July 1915, equipped with six M.F.11s. Captain Maurice Happe, who commanded the unit, arranged his bombers in two vics each flying at different altitudes and guarded from above by one or two M.F.11s armed with machine guns.
  An attack on the night of 30/31 July, 1915 against Freibourg resulted in one M.F.11 making a force landing. After this incident, the unreliable 80-hp Dion-Bouton engines were removed from the M.F.11s and replaced by superior 80-hp Renault motors. During a night attack on Cernes on 24 August 1915 it was discovered that many of the bombs failed to explode, and this prompted Happe to insist that more effective bombs be developed. Because of his success in attacking enemy targets, the Germans had put a price on Happe's head of 25,000 marks. Gratified by this response, Happe painted red crosses on his plane and literally taunted the Germans to attack him. A major raid took place on 7 September 1915 when five M.F.11s bombed the Aviatik factory; the strike was so successful that the factory was moved to Leipzig. Other raids during September included attacks on the Lauterbach train station, the Lorrach station, and targets at Rothwell. During the latter mission the bombers were assaulted by a German plane, described as an Aviatik. The tenacious German pilot took advantage of the M.F.11's pusher configuration by staging his attacks from the rear and underneath the French planes. The pilots desperately tried to bring the M.F.11s into a position where their gunners could fire at the German, but the slow and unwieldly Farmans were no match for the German plane. The result was two pilots dead, two taken prisoner when their plane was forced to crashland, and 60 bullets in Happe's aircraft. It was now clear that the usefulness of the M.F.11 as a day bomber was rapidly approaching an end.
  M.F.11s with 130-hp engines were now entering service. It was decided that the 130-hp machines would be used as "fighter" escorts, while the standard 80-hp Farmans would serve as bombers. Later C 61, with Caudron G.4s, was assigned to MF 29; the G.4s were often used to provide escort for the M.F.11s. Two M.F.11 fighters and six bombers attacked the poison gas factory at Roessler; this time, however, they were escorted by eight Nieuport 11s of N 49. Despite this protection, two of the M.F.11s were attacked and forced down. On 28 November 1915 MF 29 had five different types of Farmans on strength: eight M.F.11s with 80-hp engines used as bombers, three M.F.11s with 80-hp engines used as trainers, three M.F.11s with 80-hp engines and an enhanced fuel capacity of 290 liters, four M.F.11s with 130-hp engines used as fighters, and seven M.F.11s with 80-hp engines and an enlarged wing span of 18.00 m.
  New M.F.11s were sent to MF 29 in January 1916. These were 130-hp versions with enlarged fuel tanks which resulted in the planes being labeled "camel backs." They could carry a payload of 510 kg and could climb to 1,000 m in seven minutes. Later in January MF 29 was attached to GB 4.
  One of the most important raids of the war for MF 29 took place on 18 March 1916. A total of 17 M.F.11s, three BM 4s, and three G.4s attacked the Mulhouse station and the Habsheim airfield. German fighters again attacked the nearly defenseless Farmans from behind and at least four M.F.11s were lost in this raid. On 1 April MF 29 moved to Luxeuil along with the rest of GB 4. On that same day MF 29 at last received new planes; unfortunately, these were the only marginally improved F.40.
   MF 123 was the only other dedicated bombing unit to use Farmans. In February 1916 MF 123 was formed from personnel and equipment serving with MF 29. The escadrille was commanded by Lieutenant Mouraud. It was initially based at Alsace, but moved to Malzeville in October 1916. By this time it had re-equipped with F.40s.

Fighter

  The M.F.11s saw limited service as fighters. In addition to flying bomber escort missions, they would fly "barrage patrols," which meant they would fly along the French lines and attack German aircraft attempting to cross into French airspace. For example, on 26 September 1915 planes of MF 16 attacked three balloons and engaged in three aerial combats. However, by 1916 the M.F.11s themselves required protection by either Nieuport fighters or Caudron G.4 long-range escort fighters.
  Most MF escadrilles were eventually re-equipped with F.40s, which, while possessing a more powerful engine, retained the pusher configuration that made them vulnerable to enemy fighters.


Foreign Service

Australia
  Australia acquired a number of M.F.11s in 1917. They served with these units:
   CFS 16 and 17: two M.F.11s were ordered in 1917 and struck off charge in 1919.
   CFS 19 and 20: two M.F.11s were ordered in May 1917 and sold in 1919.
  Three half flights in Mesopotamia (1FC 1, 1FC 7, and 1FC 10) used M.F.11s. They performed reconnaissance and aerial supply missions.
  No.5 Squadron AFC had 23 M.F.11s used for training. They were given serials A.222, 2233, 4074, 4672, 6897, 7084, B.1957, 1958, 2037, 2222, 4663, 4664, 4671, 4672, 4673, 4722, 4733, 4734, 4735, 4736, 4765, 4788, and 4790.

Belgium
  Belgium purchased six M.F.11s with 80-hp Renault engines in late 1914. Later more M.F.11s with De Dion engines were obtained from France. Additional M.F.11s with provision for a machine gun to be mounted in their nose were also acquired.
  On March 1915 Escadrille 5 had six M.F.11s with 80-hp Renault engines and Escadrille 6 had six M.F.11s with 100-hp Renaults. Several more with 130-hp engines were purchased from France in 1916. Eventually Escadrilles 1 and 2 at Coxyde and Escadrilles 4 and 5 at Houtem all had M.F.7s and 11s on strength. Escadrilles 1 and 2 were based at Saint-Idesbald and later Maires during 1916. They performed reconnaissance for the Belgian army during the Flanders offensive. Escadrilles 5 and 6 remained at Houtem throughout 1916. Escadrille 6 used its M.F.11s as bombers. As 1916 progressed the M.F.11s were replaced by F.40s.

Greece
  The Greek air service obtained six M.F.11s in 1916. The last of these was withdrawn from service in 1920.

Italy
  A total of 601 M.F.11s (which were known as Farman 1914s in Italy) were built under license by the Societa Construzioni Aeronautiche "Savoia" at Bovisio-Mombello beginning in May 1914. The Fiat firm at Torino also built them under license beginning in mid-1915. The Fiat-built machines were powered by 100-hp Fiat A-10 engines and carried the designation F.5b while the Savoia M.F.11s had 110-hp Colombo D.110 engines. Finally, the Societa Nieuport-Macchi built 50 M.F.11s.
  The Savoia F5.bs were subject to a number of modifications closely resembling those of the Farman F.40s, and the Savoia design may have been inspired by that type. The Savoia Pomilio firm created copies of the M.F.11s designated S.P.1, 2, 3, and 4. The S.P.1 was essentially a license-built M.F.11. The S.P.2 was also similar to the standard M.F.11 but was more streamlined for better aerodynamics and strengthened so that it could carry the more powerful 260-hp A 12 engine. This meant that the empty weight of the standard S.P.2 was twice that of the standard M.F.11 but the increase in engine power more than compensated for this change. The S.P.2 was now able to carry a camera as well as a Fiat machine gun mounted in the nose. Approximately ten S.P.2s were fitted with 25-mm Fiat cannons; these planes were designated S.P.2bis. A total of 402 S.P.2s was built. However, because of the increase in weight the S.P.2s were found to be unstable in flight and poorly maneuverable. A lightened version with a smaller wing was introduced in the hope of correcting these problems. This version was designated S.P.3 and was found to be marginally faster and more maneuverable. Production of the S.P.3 began in 1917 and a total of 300 were built. However, the S.P.3 was still no match for Austro-Hungarian and German fighters and became known by its pilots as a "coffin for two." Finally, a twin-engine version of the S.P. series was built in 1916; it was a M.F.11 airframe fitted with two Isotta Fraschini V.4b engines mounted as tractors. The A.E.R. firm at Orbassano, near Torino, built 152 examples. The S.P.4 entered service with front-line squadriglias in the fall of 1917 and remained in service until the end of the war.
  The M.F.11s equipped 12 squadriglias in November 1916. These units were:
   Gruppo 1 (3rd Armata): Squadriglias 27a and 28a. Gruppo 2 (2nd Armata): Squadriglias 29a and 30a. Gruppo 3 (1st Armata): Squadriglias 31a and 37a. Gruppo 4 (2nd Armata): Squadriglias 47a.
   Gruppo 7 (1st Armata): Squadriglias 46a (Verona and Asiaso) assigned to the 1st Army, 48 (Belluno) assigned to the 1st Army, and 49a assigned to the 1st Army.
   Defense of Udine: Squadriglia 33a.
   Albania: Squadriglia 36a (Valona) assigned to the 16th Army in Albania.
  Initially the M.F.11s and F5bs were used as bombers, but their light bomb loads resulted in only modest success in this role, and they were shifted to reconnaissance missions.
  By 1917 there were 15 Squadriglias which still used M.F.11s and F.5bs. These were:
   Gruppo 1 (3rd Armata): Squadriglia 36a.
   Gruppo 2 ( 2nd Armata, 4th Armata): Squadriglias 27a, 30a, and 41a. Gruppo 3 (1st Armata): Squadriglia 31a.
   Gruppo 4 (2nd Armata, 4th Armata): Squadriglias 29a and 45a.
   Gruppo 7 (6th Armata, 1st Armata): Squadriglia 32a.
   Gruppo 8 (Albania): Squadriglia 34a.
   Gruppo 9 (1st Armata): Squadriglia 37a.
   Independent Squadriglias 101a (Bari), 102a (Ancona), 104a (Bengasi), 12a (Bengasi), and 7a.
  The M.F.11s were withdrawn from front-line service in 1918 and assigned to training units. Some of the S.P. series of M.F.11s remained in Italian service until 1922 and provided support for Italian colonial troops during attacks against rebels.

Italian-Built Variants of the M.F.11:
Type Engine Span Length Area Weight Empty Weight Loaded Max Speed Climb Ceiling Endur. Built
SP 1 FA 10, 100-hp 16.13 m 9.19 m 56 sq. m 640 kg 920 kg 108 km/h - - - -
SP 2 A-12, 260-hp 16.74 m 10.70 m 67 sq. m 1250 kg 1700 kg 135 km/h 3,000 m in 26 min. 5,000 m 4 hours 402
SP 3 A-12, 260-hp 14.71 m 10.50 m 60 sq. m 1233 kg 1683 kg 145 km/h 3,000 m in 25 min. 5,000 m 4 hours 300
SP 4 IF V4b, 190-hp 19.80 m 10.70 m 78 sq. m 1700 kg 2500 kg 151 km/h 3,000 m in 18 min. 4,500 m 4 hours 52

Japan
  Japan built M.F.11s under license designated Army Type Mo-4. The Japanese manufacturer introduced a number of changes resulting in improved stability and maneuverability. The type was put into mass production at PMBRA’s factory at Tokorozawa, the army arsenal, and the Atsuta Army Weapon Manufacturing Works of Nagoya. The M.F.11s replaced the M.F.7s in the reconnaissance and bombing roles and served with the balloon company and flight company based at Tokorozawa. Six Mo-6s, as well as eight Mo-4s, served with the air units assigned to the 12th Air Division; they were used in combat in Manchuria and Siberia in 1918. The Mo-4s were also used as trainers, and many were purchased by civilians after the war. It is estimated that 84 were built.
  Variants of the standard Mo-4 were built by the Akabane Plane Manufacturing Works; these were the Kishi No.3 (which was identical to the Mo-4 except for a redesigned nacelle), the Kishi No.4 ( which had a lower wing of reduced span), and the Kishi No.6 (which was a standard Mo-4 built under license).
  The Mo-6 was a Mo-4 fitted with a 110-hp Daimler liquid-cooled engine. Production by the PMBRA began in 1916 and a total of 134 were built by various manufacturers from 1917 to 1921. The Mo-6s experienced numerous problems, usually caused by the Daimler motors, but these were overcome and they served with the 2nd Army Air Battalion at Kagamigahara and the Air Battalions at Tokorozawa and Kagamigahara. Four Mo-6s served with the 2nd Army Air Battalion in Siberia and Manchuria, but their engines proved to be unsuitable for such cold climates. The last example was retired in 1923. The Army Type 5 Plane was an Mo-4 equipped with dual controls and became the first purpose-built Japanese army trainer. Eleven were built by the Tokorozawa Army Arsenal and Department of Supply in 1919 and 1920.

Norway
  Norway purchased approximately ten M.F.11s in 1915. These served until 1921. The tail units from these planes were then fitted to several F.40s that had been purchased, the defective tail units of the F.40s having been the cause of several crashes.

Portugal
  Portugal purchased two M.F.11s in August 1916. These were used for pilot training at the flight school at Vila Nova de Rainha. They entered service in September and were retired in 1917.

Romania
  At least eight M.F.11s were transferred from the RNAS to the Corpul Aerean Romans. These planes served with the following Romanian units on 10 June 1916:
   Grupul 1: (1st Group) three escadrillas.
   Grupul 2: three escadrillas.
   Grupul 3: two escadrillas.
   Grupul 4: three escadrillas.
  The M.F.11s were used for reconnaissance and bombing. Several important reconnaissance missions were flown by six F.40s and M.F.11s assigned to Locotenent Cholet. The M.F.11s served well into 1917 alongside the newer Farman F.40s.

Russia
  The Imperial Russian Air Service does not seem to have employed many M.F.11s in combat. Most of those built by the Russians were used as trainers, but a small number were sent to the front. On 1 March 1917 there were 25 M.F.11s (along with some M.F.7s) in service - eight on the western front and 17 on the southwestern front. Two months later the number of Farmans had declined to 22 divided into one on the northern front, nine on the western front, and 12 on the southwestern and Romanian fronts.

Saudi Arabia
  The Saudis obtained two Maurice Farmans from Italy in August 1921; these were S.P.1s built in Italy.

Serbia
  On 27 February 1915 a French escadrille was sent to Serbia to assist in the formation of the Serbian air service. Six M.F.11s were assigned to this unit, which was manned by the French but under the control of the Serbian army command. The planes had serials F.193, F.194, F.195, F.196, F.199, and F.452. The first combat mission was flown on 1 April 1915 and a week later ten reconnaissance missions were flown over Kubin, Shabac, and Roma. Later the M.F.11s moved to a base at Banista outside Belgrade, while two Farmans were sent to Prakova to provide reconnaissance for the region.
  Additional M.F.11s arrived in June. The French decided to keep all the M.F.11s in a single unit to simplify supply problems. Most of the planes would be based at Belgrade and employed in strategic reconnaissance, while smaller detachments would be sent to other airfields for tactical reconnaissance.
  The type's first air-to-air victory took place 27 May 1915 when an M.F.11 shot down an Austro-Hungarian aircraft near Smedervo. A second victory occurred on 10 July when an Austro-Hungarian bomber was shot down over Belgrade. During a raid by three M.F.11s on an enemy airfield at Baavanistu in August an M.F.11 scored yet another victory over an Austro-Hungarian plane.
  Reconnaissance and bombing missions continued throughout 1915, and the M.F.11s were even used to attack gunboats. Six more M.F.11s arrived in December.
  1916 would be the last year that the M.F.11s would be used by front-line units. By 21 April the Serbian air service had been reformed into four escadrilles, all of which were equipped with M.F.11s: MF 82, MF 84, MF 98, and MF 99. By September the M.F.11 units were re-equipped with F.40s.

Spain
  Spain acquired M.F.11s in 1914 to replace the M.F.7s in service; because of their abbreviated landing skids they were known as "amputados." Another nickname was "olives" because of the color of their nacelles. At least six M.F.11s were purchased from France; these were powered by 70-hp Renault engines. In 1915 one M.F.11 was based at Arcila and three were there by 1916. The M.F.11s were not as docile as the M.F.7s and there were numerous accidents. Furthermore, the Farmans were plagued by engine trouble until the Renaults were replaced by 80-hp de Dions. Some of the M.F.11s were assigned to the Escuadrilla de Tetuan and one was in use at Arcila as late as 1919. Serial numbers were MF 11 through 16.

Switzerland
  Switzerland had two M.F.11s in service from 1915 through 1919. They carried serial numbers 30 and 61. Both were obtained when they landed in Switzerland and were interned. M.F.11 number 30 was used for reconnaissance by Fliegerkompagnie 1 until it crashed on 7 July 1916. No.61 was acquired on 27 June 1916 but was returned to France shortly thereafter.

Ukraine
  The Ukrainian air service obtained a single M.F.11 in 1918. It had serial 5407.

United Kingdom
  The Royal Flying Corps received its first M.F.11 in 1914 and had eight on strength by the middle of that year. Some M.F.11s were purchased directly from France, while others were built under license by AIRCO and Whitehead. Five were assigned to No.6 Squadron and two were with the CFS M.F.11s also served with Nos.2, 5, 9, and 16 Squadrons; the last shorthorn (as the plane was known in Britain) was retired in November 1915. No.30 Squadron in Mesopotamia had four M.F.11s used for survey duties; all were destroyed by a storm in May 1916. After their retirement these M.F.11s were assigned to Nos. 1, 2, 3, 4, 5, 6, 7, 8, 9, 10, 11, 12, 14, 15, 19, 21, 22, 24, 25, 26, 27, 29, 36, 38, 39, 41, 47, 48, 49, 57, and 68 Training/Reserve Squadrons. Others served with Training Depot Squadrons 8 and 204, the Wireless School, the School of Instruction, No.2 Auxiliary School of Aerial Gunnery, and No.1 School of Navigation and Bomb Dropping. Eight M.F.11 floatplanes were purchased for use by the Aerial Gunnery School. They were built by AIRCO and were replaced by mid-1917.
  The Royal Naval Air Service used approximately 90 M.F.11s; 20 of these were built by the Eastbourne Aviation Company and used as trainers. However, most of the RNAS machines were used for reconnaissance and bombing by No.3 Squadron (later No.3 Wing) in the Aegean. Others served with Nos.1, 2, and 3 Wings. RNAS Serials were: 1127, 1134, 1369-1371, 1380-1387, 1240-1241, 3932-3939, 8106-8117, 8466-8473, 9133, N1530, N5060-N5079,and N6310-N6329.

  
M.F.11 Two-Seat Reconnaissance Plane with 70-hp Renault 8B
   Span 16.13 m, length 9.48 m, height 3.20 m, wing area 54 sq. m
   Empty weight 510 kg, loaded weight 810 kg
   Maximum speed: 100 km/h, climb to 2,000 m in 22 min., endurance three hours
   Armament: Colt machine gun and a Winchester carbine

M.F.11 Two-Seat Reconnaissance Plane with 80-hp Renault 8B
   Span 16.13 m; length 9.48 m; height 3.20 m; wing area 52 sq. m
   Empty weight 620 kg; loaded 945 kg
   Maximum speed: 118 km/h

M.F.11 Two-Seat Reconnaissance Plane with 80-hp De Dion-Bouton
   Span 16.13 m; length 9.23 m; height 3.00; wing area 52 sq. m
   Maximum speed: 118 km/h

M.F.11 Two-Seat Reconnaissance Plane with 110-hp Lorraine 6AM
   Span 16.13 m; length 9.23 m; height 3.00 m; wing area 52 sq. m
   Maximum speed: 118 km/h

M.F.11bis Two-Seat Reconnaissance Plane with 130-hp Renault 8C
   Span 18.15 m; length 9.23m; height 3.00 m; wing area 56 sq. m
   Empty weight 780 kg; loaded weight 1,155 kg
   Maximum speed: 130 km/h

M.F.11bis Two-Seat Reconnaissance Plane with 130-hp Renault 8C
   Span 16.13 m; length 9.23 m; height 3.00 m; wing area 52 sq. m
   Payload 227 kg
   Maximum speed: 118 km/h; climb to 2,000 m in 15 minutes; endurance was 3 hours

M.F.11bis Two-Seat Reconnaissance Plane with 100-hp Renault 8C
   Span 18.15 m; length 9.23 m; height 3.00 m; wing area 56 sq. m

M.F.11bis Two-Seat Bomber with 130-hp Salmson A9
   Span 18.1 5 m; length 9.23 m; height 3.00 m; wing area 56 sq. m

M.F.11bis Two-Seat Bomber with 130-hp de Dion-Bouton 12B
   Span 18.15 m; length 9.23m; height 3.00 m; wing area 56 sq. m

M.F.11bis BO Single-Seat Bomber with 80-hp Renault R8B
   Span 18.15 m; length 9.23 m; height 3.00 m; wing area 56 sq. m
   Empty weight 654 kg; loaded weight 928 kg
   Climb to 2000 m in 20 minutes.

M.F.11bis BO Single-Seat Bomber with 80-hp Renault R8B
   Span 16.13 m; wing area of 52 sq. m

M.F.11bis BO Single-Seat Bomber with 130-hp Renault 1R8C
   Dimensions identical to M.F.11bis BO two-seat bomber with 80-hp Renault R8B

M.F.11 Two-Seat Reconnaissance Plane with 80-hp Renault 8B Built in England by AIRCO and Whitehead
   Span 15.776 m, length 9.30 m, height 3.15 m, wing area 52 sq. m
   Empty weight 654 kg, loaded weight 928 kg
   Maximum speed: 116 km/h, climb to 1,000 m in 8 min.; climb to 2,000 m in 20 min.; endurance 3.75 hours
   Armament: one 0.303 Lewis machine gun and a Winchester carbine

Japanese Army Type Mo-4 Built by PMBRA, Tokyo Army Arsenal and Atsua Army Manufacturing Works with 70-hp or 80-hp Renault 8B
   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 kt; climb to 2,000 m in 25 minutes; ceiling 3,000 m; endurance 4 hours
   Armament: one machine gun
   Approximately 84 built



Maurice Farman M.F.12

  The Maurice Farman 12 was a modified M.F.11bis with an enlarged wing span and a 100-hp Renault 8C engine. First produced in 1914, some M.F.12s were supplied to front-line units and were given army type number 26. They were used in the army cooperation role.


M.F.12 Two-Seat Reconnaissance Aircraft with 100-hp Renault 8C
   Wing span 21.00 m, length 9.23 m, height 3.00 m

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)

Maurice Farman Shorthorn

   Both the Maurice Farman Shorthorn and the Longhorn were being supplied to the RNAS by the Aircraft Manufacturing Company at Hendon before the First World War. Among the first 200 official serial numbers allotted by the Admiralty for naval aircraft, the S.7 Longhorn made its first appearance as No.23, and the S.11 Shorthorn as No.29. The latter was a twin-float seaplane (as shown in the three-view drawing), and was stationed at Great Yarmouth from July 1913. Another of the early Shorthorn seaplanes appeared on strength at Cromarty in July 1913.
   The Longhorn and the Shorthorn (the latter distinguished by the absence of a forward elevator) had been introduced to the British flying services as trainers at the Central Flying School as early as 1912, and they continued to serve in this role with both the RFC and the RNAS.
   Whereas the Longhorn was used only as a trainer, the Shorthorn also saw operational service for reconnaissance and bombing. Of the RNAS's first-line strength of 40 landplanes and 31 seaplanes on 4 August 1914, four were Maurice Farman landplanes fitted with 70 hp or 100 hp Renault engines.
   The Maurice Farmans, with 100 hp Renaults, accompanied Samson's No.3 Squadron, RNAS, to the Dardanelles and were flown over the Turkish lines.
   The last Shorthorns delivered to the RNAS were 20 built as trainers by the Eastbourne Aviation Company. The RNAS used 90 Shorthorns in all.

UNITS ALLOCATED
   With Wg Cdr Samson's unit in Belgium, later No.3 Squadron RNAS, at Dardanelles. RNAS stations at Calshot, Cromarty, Grain and Great Yarmouth.

TECHNICAL DATA (S.11 SHORTHORN)
   Description: Two-seat reconnaissance and bombing aircraft, also used for training. Wooden structure, fabric covered.
   Manufacturers: Henry and Maurice Farman, Billancourt (Seine), France. Sub-contracted by Aircraft Manufacturing Co Ltd, Hendon, Eastbourne Aviation and others.
   Power Plant: One 70 hp or 100 hp Renault.
   Dimensions: Span, 53 ft. Length, 30 ft 8 in. Height, 10 ft 4 in. Wing area, 561 sq ft.
   Weights: Empty, 1,441 lb. Loaded, 2,046 lb.
   Performance: Maximum speed, 66 mph at sea level. Climb, 15 min to 3,000 ft. Endurance, 3 3/4 hr.
   Armament: No defensive armament normally carried. Light bomb-load below wings.

R.Mikesh, A.Shorzoe Japanese Aircraft, 1910-1941 (Putnam)

Army Henri Farman Type Model 4 Aeroplane (Army Type Mo-4 Aeroplane)

   The introduction of this aeroplane into Japanese military service, was the zenith of the Farman pusher biplanes in Japan. Earlier Farman types were already established, but one Henri Farman 1914 aeroplane which the Association imported from France in November 1914 would develop as a noteworthy type. The PMBRA decided to develop the aircraft further by making a new aeroplane using many of the changes perfected on the earlier converted Type Mo and Kaishiki No.7. Although Lt Shigeru Sawada was killed in the earlier Kaishiki No.7 Small Aeroplane, many development projects were being undertaken simultaneously, and Lt Sawada was in charge of this new design which used many of his earlier innovations. Noticeable differences with his redesign included the raising of the fuselage nacelle above the lower wing and providing a small triangular rudder and shorter undercarriage skids. It was completed in November 1915 three months after beginning the design. It was later discovered that similar conversions were being made in France without the knowledge of either user.
   The Association called the new design the Sawada Type B 7, but it was officially designated Kaishiki 4th Year Model. These Association-built aircraft had a Japanese-made 70hp Renault engine installed which gave more power than the French-built aeroplane.
   Participating in the military review held by the Emperor on 2 December, 1915, Lt Morikichi Sakamoto of the Association flew one of these new aeroplanes over the Komazawa Parade Grounds in winds gusting up to 45mph. Stability and performance were easily apparent when comparing the difficulties being experienced by the older Type Mo 1913s, and as a result the Type Mo 4th Year Model was regarded as revolutionary. Meeting with strong approval, the type was put into production at the Association's factory at Tokorozawa, as well as the Tokyo Army Artillery Arsenal and the Atsuta Army Weapon Manufacturing Works of Nagoya Army Ordnance Arsenal.
   The aeroplane had a number of designation changes, beginning as the Type Mo 1914, followed by the Type Mo 4th Year Model, and after 1918 becoming the Type Mo4. They were used first as trainers at Tokorozawa for navigation, scouting and bombing, later to replace the Type Mo 1913s of the balloon company (squadron equivalent) and flight company that had been formed at Tokorozawa in December 1915 as part of an air battalion. When the Japanese Army deployed its 12th Division to Siberia in 1918, several air units were organized, one of which was sent to northern Manchuria, then to Siberia for patrol duties using eight Type Mo-4s, six Mo-6s and nine Sopwith 1A2 reconnaissance aircraft imported from England.
   In time, a number of the Type Mo-4 aircraft passed into civil hands and were used as trainers with the Imperial Flying Association and Kishi Aeroplane Manufacturing Works (later Akabane Aeroplane Manufacturing Works). The former modified a Type Mo-4 with an additional fuel tank in the second crew position making it a single-seat aircraft. Called the No.2 Mie-go, it made a nonstop record flight between Tokyo and Osaka. Piloted by Masao Goto, it left
Tokorozawa and landed at the Osaka Joto Parade Grounds, in 6hr 28min, on 1 April, 1918, a remarkable record for duration and distance in Japan for that period. The Type Mo-4s remained popular from when they were first manufactured in the autumn of 1915, and were put into production again in 1919 and 1920.

   Single-engine pusher sesquiplane reconnaissance aircraft with crew nacelle. Wooden strucrure with fabric covering. Tail elevator only. Skid-type undercarriage with dual wheels. Crew of two in open cockpit.
   70-80hp Renault eight-cylinder vee air-cooled engine, driving a Chauviere two-bladed wooden propeller.
   One machine-gun when necessary.
   Span 15.50m (50ft 10 1/4in); length 9.14m (29ft 11 3/4in); height 3.18m (10ft 51 1/4in); wing area 58sq m(624.327sq ft).
   Empty weight 563kg (1,241lb); loaded weight 778kg (1,715lb); wing loading 13.4kg/sq m (2.7Ib/sq ft); power loading 9.73kg/hp (21.4lb/hp).
   Maximum speed 49kt (56mph); climb to 2,000m (6,562ft) in 25min; service ceiling 3,000m (9,843ft); endurance 4hr.
   Eighty-four built: nine PMBRA, Fifty-one Army Arsenals (Tokyo and Nagoya), twenty Tokorozawa Branch, Supply Dept, three Imperial Flying Association (civil use), one Kishi Aeroplane (civil use).


Army Maurice Farman Type Model 6 Aeroplane (Army Type Mo-6 Aeroplane)

   Another stage of development came from advanced aero engines of 100hp or more, products of the First World War. To take advantage of these, Japan imported several liquid-cooled engines including the 90hp Curtiss OX-5 and the 100hp Daimler, each of which was tested by installing them in a Type Mo-4 Aeroplane. Impressed by the Daimler engine, the Army Artillery Arsenal began its manufacture in 1916, completing the first in the spring of 1917.
   This Daimler-type engine was installed in an aeroplane that was newly designed for it. Since the aeroplane powered by this engine had had its start in May 1916, the PMBRA designated it the Type Mo6-Year Model, but later the Army's official designation became the Type Mo 6th Year Model for the year of Taisho. In 1918 it was redesignated as the Type Mo Model 6, or the Type Mo-6 in short.
   Outwardly, the Type Mo-6 was almost identical to the Type Mo-4, but was slightly larger and heavier and had coolant radiators on each side of the engine. Production models had shorter front skids and the front supporting diagonal strut to the skid was eliminated. On the production model there was an increase in fuel-tank capacity which made the loaded weight higher than that of the Mo-4, but the Mo-6 had a marked increase in speed from 49kt to 60kt. Production began in the autumn of 1917 at which time Mo-4 production was terminated. The Mo-6 became the Army's first Japanese-designed reconnaissance/trainer to be produced in quantity.
   The new Army aeroplane made a good start when the first of the series, No.101, set a two-seat altitude record of 2,800m (9,186ft) on 25 May, 1917, while being flown by Lt Morikichi Sakamoto and Army Engineer Shuhei Iwamoto.
   All did not continue well, however, for this new aeroplane. During the November 1917 Army Special Manoeuvres on the Ohmi Plain near Lake Biwa, of the fourteen newly built Type Mo-6 aircraft participating, twelve crashed or made emergency landings because of engine malfunctions among other things. As a result, the Army Department of Aviation organized an investigating committee of twenty-five officers and specialist engineers with twenty-four pilot officers. Many problems became evident, among them the need to improve engine research and development, use of better materials, improve training for engineers, and better communications between PMBRA and the operational flying units. Many of the problems were corrected, thus extending the aircraft's operational life long past their practicality as combat aircraft.
   However during their service life, these Type Mo-6 Aeroplanes became the Army's last biplane pusher aircraft. When the 2nd Army Air Battalion was being organized, in December 1917, Type Mo-6s from Tokorozawa became its initial equipment. This unit was formed at the Army's newly activated airfield at Kagamigahara in Gifu Prefecture, better known after the Pacific War as Gifu Air Base, north of Nagoya. Air battalions at Tokorozawa and Kagamigahara used their Type Mo-6s for reconnaissance and training until around 1923. When the Army sent units to Siberia and northern Manchuria in August 1918, four of the twelve aeroplanes of the 2nd Army Air Battalion were Type Mo-6s. However, because of the severe cold of the ensuing winter, they could not be used because the engine coolant froze.
   One of the Type Mo-6 Aeroplanes, No.266, survived for many years by having been dismantled and stored in the rafters of what had been the Nukiyama Laboratory, of the Department of Engineering, Tohoku University, where it escaped destruction during the Second World War. It was later restored and is now preserved in the Yasukuni Shrine in Tokyo.

   Single-engine pusher reconnaissance biplane with crew nacelle. All-wooden construction with fabric covering. Crew of two in open cockpit.
   100-110hp Daimler six-cylinder inline water-cooled engine, driving a two-bladed wooden propeller.
   One nose mounted Hotchkiss flexible 7.7mm machine-gun.
   Span 16.13m (52ft 11 in); length 9.33m (30ft 7 1/2in); height 3.10m (10ft 2in); wing area 62sq m (667.364 sq ft).
   Empty weight 75 kg (1,671lb); loaded weight 1,060kg (2,336Ib); wing loading 17.1 kg sq m (3.5Ib/sq ft); power loading 9.64 kg/hp (21.2Ib/hp).
   Maximum speed 60kt (69mph); cruising speed 49kt (56mph); climb to 2,000m (6,562ft) in 25min; service ceiling 3,500m (11,482ft).
   134 built 1917-1921: PMBRA thirty-five; Army Arsenals forty seven; Tokorozawa Branch, Supply Dept forty-eight; Akabane Aeroplane Manufacturing Works four.


Army Maurice Farman 5 Aeroplane

   This aeroplane was identical to the Army Maurice Farman 1914, Type Mo-4 Aeroplane, but was equipped with dual controls for primary pilot training. With the exception of the length being extended from 9.14m to 9.38m it hardly warranted a redesignation. This became the Army's first primary trainer to be built expressly for this purpose.
   Production became the responsibility of the Army Artillery Arsenal. Six were manufactured in 1919 and the Tokorozawa Branch of the Department of Supply built an additional five in 1920. However, in that year, licence rights for manufacturing the Nieuport 81E2 primary trainer came into effect and with this the Army organized a new system of flying training and, as a result, there was no further need for the Farman trainers. A few were retained at the Tokorozawa Aviation School until about 1923.

   Single-engine pusher biplane primary trainer with crew nacelle. Wooden construction with fabric covering. Crew of two in open cockpit.
   70-80hp Renault eight-cylinder vee air-cooled engine, or 100hp Daimler six-cylinder inline water-cooled engine, driving a two-bladed wooden propeller.
   Span 15.52m (50ft 11 in); length 9.38m (30ft 9 1/4in); height 3.17m (10ft 5in); wing area 58sg m (624.327sg ft).
   Loaded weight 778kg (1,715lb); wing loading 13.4kg sg m (2.74Ib sg ft); power loading 9.73 kg hp (21.4lb/hp).
   Maximum speed 49kt (56mph); climb to 2,000m (6,562ft) in 35min; endurance 4hr.
   Data for Renault-powered version.
   Eleven built 1919-1920: Army Artillery Arsenal six; Tokorozawa Branch, Dept of Supply five.


Kishi No.3 Tsurugi-go Aeroplane

   Suspecting the unsafe design of the sweptback wing used on the No.2 Tsurugi-go, this new aeroplane used the conventional straight wing, very much like that of the Army Maurice Farman Type Mo-4. Although the centre cockpit nacelle was original in design structure, other parts of the airframe were identical to the Type Mo-4.
   After its first public flying demonstration on 11 February, 1917, japan's National Foundation Day known as Kigensetsu, Kishi designated the aeroplane as the No.3 Tsurugi-go. Acting as flying instructor, Lt Inoue used it to introduce many people to the experience of flying an aeroplane. Because of its activity at the Susaki Airfield on reclaimed ground, the site became known as Kishi Airfield. Eventually, this aeroplane went to Itoh Airfield.


Kishi No.6 Tsurugi-go Aeroplane

   In the autumn of 1918, the Akabane Aeroplane Manufacturing Works was awarded an initial Army contract for four Maurice Farman Type Mo-6s. At about that time, through the influence of Viscount Shimpei Goto, Dr Kishi received the support of a noted businessman, Soichiro Asano, and they reorganized and expanded the company, undertook the manufacture of automobiles, and established a flying-cadet programme for schoolage boys at the aerodrome.
   Less attention was given to the production order for the new No.6 Tsurugi-go Aeroplane, and therefore the design reverted to the earlier Maurice Farman Type Mo4 so as to use existing parts. At this time, the Kishi iron ore mining business at Osore-yama in Aomori Prefecture, had failed, and Kishi became heavily in debt. The popular period of the Farman biplanes had passed and the Army cancelled further orders, forcing the Akabane Aeroplane Manufacturing Works and its flying activities to be closed in March 1921. Dr Kishi abandoned aviation and became a director of the Electricity Bureau of Tokyo, thus ending the name of Kishi in aviation.

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.

   M. Farman M. Farman M. Farman
   Military biplane. Big military Staggered
   biplane. biplane.

Length..........feet (m.) 39-1/3 (12) 46 (14) 39 (11.90)
Span............feet (m.) 50-3/4 (15.50) 65-3/4 (20) 36 (11)
Area.....,...sq. ft. (m?) 646 (60) 861 (80) 323 (30)
Weight, total, lbs.(kgs.) 1102 (500) 1433 (650) 882 (400)
Weight, useful,lbs.(kgs.) 617 (280) 882 (400) 551 (250)
Motor................h.p. 70 Renault 70 Renault 70 Renault
Speed, max....m.p.h.(km.) 56 (90) 44 (70) 69 110)
Speed, min....m.p.h.(km.) ... ... ...
Endurance............hrs. ... ... ...
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.

Latest Hydro.--In March, 1913, a new hydro was produced experimentally. There is a boat body, without steps, carrying the motor which is chain connected with the propeller. Machine is fitted with wheels and skids as well.

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)
00.28 Farman MF 11, Nr. 857 (italienisch) Fiat 100
00.30 Farman MF 11, Nr. 994 (italienisch) Fiat 100
00.32 Farman MF 11 (italienisch) Fiat 100
00.36 Farman MF 11bis (italienisch) Fiat 100
00.40 Farman MF 11bis, Nr. 2657 (italienisch) Fiat 100
00.49 Farman (S.I.T.) (italienisch)
00.55 Farman MF 11, Nr. 3354 (rumänisch) Renault 130

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

Farman M.F.11

  A total of 601 M.F.11s (which were often called Farman 1914s in Italy) were built under license by the Societa Construzioni Aeronautiche Savoia at Bovisio-Mombello beginning in May 1914. The Fiat firm at Torino also built them under license beginning in mid-1915. The Fiat-built machines were powered by 100-hp Fiat A-10 engines and carried the designation F.5b while the Savoia M.F.11s had 110-hp Colombo D.110 engines.
  Finally, the Societa Nieuport-Macchi built 50 M.F.11s. The Savoia F.5bs were subject to a number of modifications closely resembling those of the Farman F.40s, which were probably the inspiration for Savoia’s modifications.

Production

  A series of problems, partly related to the De Dion Bouton engines produced at the Nagliati in Milan, delayed testing until the beginning of June. Savoia was contracted to build 150 M.F.11s in 1915, all equipped with more reliable 100-hp Fiat A.10 engine: however, as of May 31,1915, only a quarter of the 72 engines had been delivered.
  During the war the following companies built Farmans:
  Bottazzi - 9
  Galore di Padova (later Arezzo) workshops - 50
  Societa Nieuport-Macchi - 50
  Officine Ferroviarie Meridionale of Naples - 54 (out of 150 ordered)
  Oneto - 85
  Rossi Industrial Institute of Vicenza -10
  Savigliano National Workshops - 4
  Savoia - 451 but from 1916 to 1918. The trainer variants and were often equipped with 110-hp Colombo D.110s or
100-hp Anzani engines.
  SIA (Societa Italiana Aviazione = Italian Aviation Society) of the Fiat group - 90 that became known as SIA F5b; the F5b designation was often arbitrarily used to identify any Farmans, whether not the SIA had built them. The Fiat-built machines were powered by 100-hp Fiat A.10 engines.
  According to Alegi they were poorly built and no further orders were placed with SIA.
  Vickers-Terni - 69 (out of 100 ordered)
  Zari - 180 (of 220 ordered)
  This gives a total of 1,052 built.
  Most manufacturers followed the pattern aircraft closely, but changes were introduced during production. Some M.F.11s were given a streamlined nacelle similar to that used on the Farman F.40. Other examples were also fitted with Le Prier unguided rockets for use against enemy balloons.
  The Farmans proved to be multi-role aircraft being used not only for reconnaissance but bombing and air defense. As a bomber it could carry four 162-mm or eight 87 or 113-mm weapons and four boxes of 600 flechettes weighing 30 grams each.

1915

  A DGA (Directorate General of Aeronautics) dated July 13, 1915 summarized the status of the orders already assigned. The main reconnaissance type was the M.F.11 (Farman 1914); 38 were available at the end of June, this included 10 supplied by France, with another 10 arriving from across the Alps. An additional 206 were on order from the Italian national industry and a contract for 53 more was pending. Forty Farmans were ordered from Macchi. An additional 60 were ordered from Fiat, were under construction at the Mirafiori plant. However, delays in the completion of the 101 Farmans ordered from Savoia di Bovisio, resulted in the Italian government’s plan to bring the firm under the direct control of military.
  The M.F.11s were intend to operate over mountainous area, but those equipped with a 80-hp De Dion engines could not operate safely from airfields at elevations above 1,000 meters; even worse was the fact that the mountains were as high as 2,000 meters. The answer was to re-equip the Farmans with the 100-hp Fiat A.10 engine which would allow them to reach a speed of 105 km/h and climb to 2,000 meters in 25 minutes.
  In the air defense role, the Farmans performance was marginal, the Aviatik was seen as superior, although it had originally been intended to see service in the two-seat reconnaissance role. Initial examples of the Italian M.F.11s had a 100-hp Salmson M.9 engine; later machines were equipped with a 135-hp Salmson M.9 which permitted a maximum speed of 115 km/h was therefore more suitable to carry out air defense tasks.
  The twelve squadrons at the front at the start of the war had 75 aircraft including 11 M.F.7s; the transition from M.F.7s to the M.F.11s was already underway.
  During the First Battle of the Isonzo, from 23 June to 7 July 1915, 1a Armata - 12a Squadriglia (Farman 1914s = M.F.11) was commanded by capitano De Masellis was placed at the disposal of la Armata, at Asiago. Thus far in the war, the squadriglia’s usefulness had been limited by engine malfunctions and bad weather.
  The Aviazione Militaire took advantage of the quiet period between the First and Second Battles of the Isonzo to reorganize. 11a squadriglia (Farman M.F.11) arrived in Pordenone on 9 July, from Brescia, and was assigned to the 3a Army.
  The Italians decided concentrate on biplanes instead of monoplanes (Nieuport 4s). it was planned to re-equip the Nieuport units with MF 1914s (M.F.11s). A Farman squadriglia was activated in Padua, and 11a squadriglia, which had transitioned to the Farman with a 100 hp Fiat A.10 engine, was transferred on 9 July from Brescia to Pordenone.
  On July 31, 1915 the Farman order of battle was:
  Cervignano - I Gruppo - available to the 3rd armata, with only one Farman MF 1914 squadriglia at Chiasiellis.
  Udine - II Gruppo - available to the 2nd armata, with the 9a squadriglia Farman MF 1914 in Campoformido.
  S. Maria la Longa - III Gruppo - available to the 3rd armata, with 10a Farman.
  Asiago - 12a squadriglia Farman.
  Padova - 1a squadriglia Farman MF 1914.
  Pordenone - 11a squadriglia Farman MF 1914, with Fiat A.10 engine.
  During the Second Battle of the Isonzo (18 July - 3 August), 10a Squadriglia (Farmans) flew artillery cooperation sorties.
  Gruppo’s aircraft concentrated on battlefield reconnaissance, but also made aircraft available to attack targets discovered by the Farman squadriglias. The Comando supremo decided to disband the Gruppo’s Bleriot squadriglias (2a and 13a). Italian aviation would now depend on biplanes, in the the case of I Gruppo, this would be the M.F.11s imported from France or built under license in Italian factories.
  Gruppo’s activities were also inhibited by the weather. Whenever possible, its squadriglias flew photographic reconnaissance sorties. Their aircraft were able to locate batteries near Marcottini, Vizentini, Doberdo and Rubbia, as well as discover new trenches between Bosco Cappuccio and San Martino del Carso.
  The Second Battle of the Isonzo to the Third Battle of the Isonzo lasted from 13 August to 17 October 1915. The second part of the battle would be supported by Farman squadriglias.
  An ad hoc fighter unit was formed for the defense of Udine from 2a Squadriglia’s Farmans and two Nieuport 10s.
  Several more squadriglias were disbanded from August 9 to 28 including 1a (Farman) and 2a (Farman), but these would be reformed with new unit designations.
  The following month, 6a squadriglia (Farman) was assigned to 2a armata. The new SAML-Aviatiks were formed into another unit to defend the city of Brescia on the 26th which replaced a Farman squadriglia.

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  Defense of Udine - Five M.F.11s and four Nieuports intercepted a raid by five KuK aircraft on 19 November. They disrupted the attack, but the Austro-Hungarians still managed to drop 15 bombs, causing damage and injuries.
  The Fourth Battle of the Isonzo lasted from 10 November to 2 December. It was fought under bad weather conditions and freezing temperatures, which limited aerial operations.

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1916

  By April 1916, the plan was to have ten squadriglias in service with Farman lATS. The Fiat-built machines were powered by 100-hp Fiat A-10 engines and carried the designation F.5b while the Savoia M.F.11s used 110-hp Colombo D.110 engines.
  The plan was that the Comando supremo would have 8 squadriglias for the service with the various corpi d’armata, of which three would use Farman Fiats.
  Seven more squadriglias wold be assigned directly to the various armati, of which 3 squadriglias would use Farmans.
  Finally there would be 17 fighter units with eight mounted on Farmans.
  The Italian aviation industry would be unable to fulfill all these plans. In the first four months of 1916, 137 Farmans of all types had been sent to the front, making it by far the most numerous warplane in the Aviazione.
  As of 29 February 1916, there were ten reconnaissance and combat squadriglias, of which eight used Farman M.F.11s and two were equipped with Voisin 3s. These squadriglias were divided into two or three Seziones of three aircraft each. These seziones could be sent to areas of the front where they were most needed, without having to send an entire squadriglia.
  There were plans to replace the M.F.11s with the Savoia Pomilio SP.2s and SP.3s, which were based on the Farman machine. Also, the small number of Caudron G.4s available allowed 48a to retire its Farmans.
  As newer types began to slowly arrive, the M.F.11s were sent to the artillery co-operation squadriglias. For example, 9a Farman squadriglia became 7a artillery squadriglia in March 1916, followed by the creation of two other M.F.11 artillery squadriglias: 6a Squadriglia, operating between Verona and Asiago. 7a Farman squadriglia was based between Adige and Brenta at the summit of the Trentino salient, later moving to Oleis, to operate on the Isonzo front in support of 2 armata. 8a Farman squadriglia moved to S. Pietro al Campo, near Belluno, to support 4a armata. In mid-1916 the Squadriglias were redesignated. Farman squadriglias numbered as 10a , 11a, 4a, 6a, 1a, 12a, 2a, and 13a, became, in order 27a, 28a, 29a, 30a, 31a, 32a, 33a and 34a.
  The artillery squadriglias numbered 6a and 7a, with Farman M.F.11s, became 48a and 49a.

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  During the Fifth Battle of the Isonzo aerial reconnaissance, though hampered by bad weather, did not take long to provide confirmation of the Austro-Hungarian preparations. On 20 April, a Farman of 3a Squadriglia, returning to Verona, was hit multiple times by shrapnel; its crew reported an intense movement of supply vehicles and trucks on the road from Calliano to Folgaria as well as Monte Finonchio. In the following days the Farmans of 31a and 32a Squadriglias encountered increasing opposition flying over the area of Calliano, Val Lagarina, and the Caldonazzo station, This circumstantial evidence of the increased KuK buildup in the area was confirmed by other unequivocal signs of enemy forces forming in the area. As a result, the Comando supremo strengthened the aviation units in the area by transferring squadriglias from the Sozo front 28a Squadriglia on April 25th to Villaverla, and on the 30th, II Gruppo transferred to Verona 28a. Both units were used Farmans, so these movements would strengthen aerial reconnaissance over the front. However, the M.F.11s were also intended to be used a bombers and would, therefore, provide an increased aerial offense capability.

Strafexpedition

  The Austro-Hungarian spring offensive, named Strafexpedition, (punitive expedition), was planned to start 15 May.
  On that day an intense Austro-Hungarian artillery barrage opened the way for the infantry advance on the Italian front. Three M.F.11s from 46a Squadriglia took off from Asiago in search of the large caliber artillery pieces that had opened fire on the town, followed by other short range reconnaissance sorties in an attempt to determine the situation on the ground.
  Between 25 May and 5 June, Caudron G.3s and Farman M.F.11s performed photographic reconnaissance missions, interspersed with adjustment of artillery shooting. The Verona detachment of 46a Squadriglias Farmans also entered into action on the morning of 15 May, in the sector of the Val Lagarina, to locate the batteries at Zuech, Creino and Finonchio. Other units kept track of the movement of the Austro-Hungarian forces.
  On 21 May the two Seziones moved to the Castenedolo field, but on the morning of the 22nd they were again in action over Val Lagarina, where a Farman, flying a reconnaissance mission over Pasubio and the Zugna Torta, was hit by the anti-aircraft artillery and forced to crash land. 30a and 31a Squadriglias Farmans flew over the lines to detect troop and artillery movements in the Calliano-Besenello-Folgaria area, while 27a, 28a, and 32a (all Farman Squadriglias) were engaged in counter air patrols to prevent Austro Hungarian reconnaissance aircraft from photographing the Italian forces.
  Farman also were used in strategic attacks, often outnumbering the Caproni bombers. For example, a strategic bombing attack was flown against troop reinforcements and supply area for the troops operating near the plateau of Tonezza, employing two Capronis from 5a, one Farman from 30a, and two from 31a Squadriglias at Verona, and three patrols of 4 Farmans drawn from 27a, 28a, and 32a Squadriglias at Villaverla. The Caproni’s chosen route, designed to minimize exposure over enemy territory, took the aircraft from Verona to Lake Garda, across the Adige valley passing the lines near Zugna Torta. However, the short range of the Farmans did allow for the circuitous, if safer route. The Farmans flying from Villaverla followed the more direct Campomolon-Lavarone-Folgaria route. The mission was successfully completed.
  An important logistic center, Folgaria was re-attacked on the morning of May 19 by two Capronis of 5a squadriglia and three pairs of Farman M.F.11s from 27a, 31a, and 32a Squadriglias; that same afternoon the depots at Calliano were bombed by one Caproni of 5a and four Farman M.F.11s of 31a squadriglias.
  The Farmans of III Gruppo participated in attacks on the stations along the Adige railway line, supporting the Caproni’s bombing raids. On 2 and 5 June the Calliano station was bombed, the first time by two Caproni trimotors from 5a squadriglia, joined by one from 9a; the second attack was by five Capronis, three from 5a and two from 9a squadriglias, and by eight Farmans - two from 30a, two from 31a, and four from 32a Squadriglias.
  Although in no sense of the word could the M.F.11 be considered a fighter, there were occasional victories. On 15 June a Farman of 30a Squadriglia, during a reconnaissance over Mezzolombardo, shot down a Brandenburg C.I of Flik 7 near Nave di San Rocco.
  On 20 June, during a retaliatory raid, III Gruppo sent four Farmans of 32a Squadriglia joined by three Capronis of 9a Squadriglia from Verona and 2 Capronis from 10a Squadriglia. They were joined by two Farmans of 30a Squadriglia and two from 3a Squadriglia. Thus the planned massive retaliatory raid was actually eight M.F.11s joined by five Capronis, two of which had to return due to engine problems. The bomb load of the M.F.11 as not very impressive, so how much of a material or morale effect these raids caused is debatable.
  The M.F.11s equipped 12 squadriglias in November 1916. These units were:
  Gruppo 1 (3rd Armata): Squadriglias 27a and 28a.
  Gruppo 2 (2nd Armata): Squadriglias 29a and 30a.
  Gruppo 3 (1st Armata): Squadriglias 31a and 37a.
  Gruppo 4 (2nd Armata): Squadriglias 47a.
  Gruppo 7 (1st Armata): Squadriglias 46a (Verona and Asiaso) assigned to the 1st Army, 48 (Belluno) assigned to the 1st armata, and 49a assigned to the 1st armata. Defense of Udine: Squadriglia 33a.
  Albania: Squadriglia 36a (Valona) assigned to the 16th armata in Albania.
  The DGA (Direzione General de Aeronautical = General Directorate of Aeronautics) planned to reduce the variety of aircraft in service and concentrate production on a few basic types able to meet the needs of different specialties (this is exactly what was happening in France at this time). For reconnaissance, the aim was to replace the Farman M.F.11s and Caudron G.3s with the similar SP.2 designed by Savoia and Pomilio. Equipped with a 200 hp Fiat engine, this aircraft, which (based on limited deployments to frontline units) was believed to provide both robustness and an improved performance. Unfortunately, production of the S.P.2s and 3s was delayed, and there were significant technical problems with the aircraft.
  As a result, the number of Squadriglias using M.F.lls had actually increased in 1917.

1917

  By 1917 there were 15 Squadriglias which still used M.F.11s and F.5bs. These were:
  Gruppo 1 (3rd armata): Squadriglia 36a.
  Gruppo 2 ( 2nd armata, 4th Armata): Squadriglias 27a, 30a, and 41a.
  Gruppo 3 (1st armata): Squadriglia 31a.
  Gruppo 4 (2nd armata, 4th armata): Squadriglias 29a and 45a.
  Gruppo 7 (6th armata, 1st armata): Squadriglia 32a.
  Gruppo 8 (Albania): Squadriglia 34a
  Gruppo 9 (1st Armata): Squadriglia 37a.
  Independent Squadriglias: Iola (Bari), 102a (Ancona), 104a (Bengasi), 12a (Bengasi), and 7a.

Caporetto

  By the time of Caporetto in November 1917, most of the M.F.11s had been retired, primarily replaced by the only marginally improved S.P.2s and S.P.3s. Nevertheless, were two units which still retained their Farmans.
  - Night defense of Udine, a sezione of Savoia Pomilio and Farman M.F.11s.
  - 27a Squadriglia ricognizione at Oleis under VI gruppo with eight Farman M.F.11s. It was under the command of capitano Ottorino Mutti. On 28 October the Squadriglia moved to Aviano and immediately to Ghedi and on 3 November to Castel di Godego.

1918

  The M.F. 11s were withdrawn from front-line service in 1918 and assigned to training units. Some of the S.P. series remained in Italian service until 1922 and provided support for Italian colonial troops during attacks against rebels.

Libya

  M.F.11s saw combat service in Libya during and after the war. They were perfectly suited for operations in that theater. They were easy to maintain and would not encounter any aerial opposition.


M.F.11 (MF.14) two-seat reconnaissance aircraft with one 100-hp FIAT A.10 engine
  Wingspan 16.20 m; length 9.50 m; height 3.20 m; wing area 56 sq m
  Empty weight 540 kg; loaded weight 865 kg; payload 325 kg
  Maximum speed 105 km/h; climb to 1,000 m in 10 minutes; climb to 2,000 m in 22 minutes; ceiling 3,800 m; endurance 3.5 hours
  (Data from Camurati)

Журнал Flight

Flight, November 29, 1913.

A NEW MAURICE FARMAN BIPLANE.

   SINCE Maurice Farman first brought out his now famous biplane very few alterations have been made until quite recently. Some time ago it will be remembered we published illustrations of a new M. Farman biplane, which was then flying at Hendon, and which had no front elevator. In other respects, however, this machine was similar to the standard type. Now a new machine has made its appearance in France; in this not only is there no front elevator, but several new features have been introduced. It will be noticed from our sketch that the tail outrigger is of an altogether different form to that of the standard M. Farman type. The tail plane of this machine is of the monoplane type, and the two rudders are placed wholly on top of the tail plane. Two swiveling skids protect the tail planes against contact with the ground.
   The nacelle has been raised considerably, so that the centre of thrust is now approximately half way between the upper and lower main planes. The skids have been shortened, but still carry at their rear extremities the steel springs which act as very effective brakes when the machine is landing. The two pairs of wheels are sprung from the skids by means of rubber shock absorbers in the usual way. An 80 h.p. air-cooled Renault engine, driving the propeller at half engine speed, gives the machine a speed of about 65 m.p.h.


Flight, March 14, 1914.

WHAT THERE WILL BE TO SEE AT OLYMPIA.

THE EXHIBITS.

Farman (The Aircraft Manufacturing- Co., Ltd.) (41.)

   WILL show two machines of exceptional interest, inasmuch as neither of them have previously been shown in public in this country.
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   The second machine shown on this stand will be a M. Farman biplane of the new type without a front elevator. Several alterations from previous types of this well-known make have been effected. Most noticeable of these is, of course, the disappearance of the front elevator, which has been followed by other changes, such as raising the nacelle, so that the line of thrust now passes approximately through the centre of the gap. The tail outrigger, which is now of a slightly different form, carries at its rear extremities a tail plane of the monoplane type, surmounted by two rudders. The arrangement of the pilot's and passenger's seats, as well as of the tanks, will be found to be different from that of the usual M. Farman, whilst a close inspection of the whole machine will reveal numerous ingenious details of construction, which will be dealt with in a later detailed description.
   Two complete nacelles, one H. Farman and one M. Farman, will complete this exhibit.


Flight, March 21, 1914.

THE OLYMPIA EXHIBITION.

THE EXHIBITS.

FARMAN (AIRCRAFT MANUFACTURING CO.), LTD. (41.)

   ON this stand are shown two complete machines, one Henry Farman seaplane and a Maurice Farman land machine.
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   The 70 h.p. Maurice Farman is similar to the machine which was flown recently at Hendon, and of which we published at that time an illustration in these columns. The chief alteration in this machine is of course the disappearance of the front elevator, but several other alterations have been effected, for instance, in the tail outrigger and the tail planes themselves. In this machine the tail planes consist of a fixed tail plane of the monoplane type, to which is hinged he elevator, and which is surmounted by twin rudders. The angle of incidence of the tail plane is adjusted in an ingenious manner shown in one of the accompanying sketches, which is, we think, self-explanatory. The arrangement of the pilot's and passenger's seats is somewhat different to that of the older type, for the pilot now occupies the rear seat, from which he controls the machine by means of the usual Maurice Farman-type control. The passenger occupies the front seat, and mounted in front of him on a tripod of steel tubes resting on the upper longerons of the nacelle, is a Lewis automatic machine gun which appears to have a very wide range of action. The mica wind-shield usually fitted has been removed in order to allow of the free operation of the gear.
   Other innovations are to be found in the method of mounting the petrol tank, which is now slung in steel bands resting on a transverse ash member, which is in turn supported on two A-shaped brackets on the upper longerons of the nacelle.
   No oil tank is fitted, as a sufficient supply of oil is carried in the crankcase of the engine.
   In addition to the two complete machines just described, there are shown on this stand two nacelles, one Henry and one Maurice Farman, and various excellent examples of acetylene weilding, sockets, finished parts, and model patterns of tanks, which, like the complete machines, bear evidence of the high-class workmanship which has established such an enviable reputation for this firm. Quite an interesting item in the exhibits on this stand is one of the original Fabre floats used on the first hydroplane to fly over water on March 28th, 1910. It will be remembered that the Aircraft Manufacturing Co. are sole agents for these floats.


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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EDDIES.

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   In another photo, is seen a batch of French avions, which includes M. Farmans, Caudrons, Morane "parasols," and Nieuport scouts. The latter, of which we published illustrations and particulars some months ago, are, I believe, proving highly successful, a fact which, as they are modelled on the lines of our scouts, is no mean compliment to the Sopwith Aviation Co., who were the first to demonstate the high value of this type of machine as long ago as the summer of 1913.