А.Шепс Самолеты Первой мировой войны. Страны Антанты

Фарман MF.30 1915 г.

   Значительный шаг вперед в конструкции самолета с целью получения лучших летных данных. Конструкция значительно упрощена и облегчена. Самолет выпускался с двумя типами гондол, конструктивно различавшихся в зависимости от места положения пилота. При расположении пилота спереди гондола имела острый нос. Пулемет у наблюдателя устанавливался на треноге над головой пилота. При расположении пилота сзади гондола имела овальный нос, где была установлена турель с ограничителем сектора обстрела. Конструкция гондолы имела деревянный каркас и обшивку из фанеры и алюминиевого листа, во многом повторяя конструкцию гондолы MF.27. Однако устанавливалась она на стойках между крыльями, что расширило сектор обстрела пулемета. Крыло двухлонжеронное, деревянной конструкции, имело лонжероны из стальной трубы. Нервюры изготавливались из фанеры (стенки) и бруса (полки). Обшивка полотном, как обычно. Оперение, обычное для всех самолетов "Фарман", имело деревянную конструкцию. Управление тросовое от ручки управления и педалей. Значительно изменилась конструкция шасси. Оно стало обычным, двухколесным, со сплошной осью, на коротких V-образных стойках. Самолет мог нести более 200 кг бомб, подвешенных под нижним крылом. На самолетах устанавливался 9-цилиндровый, жидкостного охлаждения, звездообразный "Сальмсон" мощностью от 130 до 175 л. с., но в основном 150 л. с.
  
  
Модификации

   F.30 - серийный легкий бомбардировщик и разведчик с двигателем "Сальмсон" с индивидуальными патрубками выхлопа различной мощности (от 130 до 175 л.с).
   F.30bis - развитие предыдущего с более мощным двигателем "Сальмсон" (160 л. с.) с единым выхлопным коллектором, выводившим газы через две трубы над крылом. Позднее коллектор устанавливался на всех самолетах. Во Франции производство этих машин прекратили в 1917 году. Однако в России строили до 1921 года на заводе "Дукс" (потом ГАЗ #1).
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ЛЕТНО-ТЕХНИЧЕСКИЕ ХАРАКТЕРИСТИКИ
  
   F.30 F.40
   1915г. 1915г.
   Размах, м 15,81/9,2 17,60/11,0
   Длина, м 8,65 9,15
   Площадь крыла, кв.м 50,00 53,00
   Сухой вес, кг 830 750
   Взлетный вес, кг 1180 1125
   Двигатель: "Сальмсон" "Рено"
   мощность, л. с. 150 150
   Скорость макс., км/ч 136 138
   Набор высоты, м/мин 2000/13 2000/14
   Потолок, м 4500 1500
   Экипаж, чел. 2 2
   Вооружение 1 пулемет 1 пулемет
   200 кг бомб 227 кг бомб

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

"Фарман-30" ("А. Фарман-30", Ф-30, Ф-ХХХ, "Фартри", "Фарсаль". Этот самолет был одним из основных разведчиков русской и советской авиации с конца 1916 до 1921 г., а с 1921 по 1925 г. использовался как учебный самолет. Долгой жизни этого самолета способствовал установленный на нем двигатель "Сальмсон", прочно освоенный в то время в производстве и достаточно надежный. По схеме Ф-30 отличался от остальных "Фарманов" своей гондолой, установленной между крыльями, и коротким шасси обычного типа со сквозной осью (см. рис. 161, б). Двигатель ставился "Сальмсон" в 150 л. с. или же в 155 л. с. С последним масса пустого самолета была на 40 кг больше (870 кг вместо 830 кг). На многих самолетах стоял двигатель "Сальмсон" в 160 л. с. и даже в 175 л. с., но при отсутствии их приходилось ставить тот же двигатель в 140 и 130 л. с.

   Было два варианта самолета: один - с гондолой с тупым носом, место наблюдателя впереди (реже), и другой вариант - с гондолой с острым носом, летчик впереди (более распространенный вариант). Каркас гондолы - четыре ясеневых лонжерона с фанерной и алюминиевой обшивкой. Крылья двухлонжеронные, лонжероны - стальные трубы (60 Х 58 мм). Нервюры имели сосновые полки и фанерные стенки. Стойки коробки крыльев, хвостовых ферм и дуги шасси - профилированные стальные трубы, пояса хвостовой фермы - круглые стальные трубы. Колеса 700 X 105 мм. Управление - тросовое одиночное. Радиаторы - трубчатые по бокам гондолы. Пулеметная установка у наблюдателя, располагавшегося на заднем сиденье, состояла из трубчатой дуги над головой летчика, причем по дуге перемещался шкворень для пулемета. Стрелять приходилось стоя. Если наблюдатель помещался впереди, то в носу гондолы устанавливалась турель с вращающимся кругом, дугой, кронштейном и стопорным устройством. Сиденье наблюдателя было прикреплено к подвижному кругу турели.

   "Фарман-30 бис" отличался от "Фармана-30" выхлопным коллектором двигателя, в который были выведены выхлопные патрубки всех цилиндров, с выхлопом из него вверх по двум патрубкам. Двигатель ставился "Сальмсон" в 160 л. с. Название Ф-30 бис было введено для отличия этого варианта от первоначального с двигателем в 150 и 155л. с. С 1917 г. двигатель с 160 л. с. стал преобладать и коллектор был введен на всех самолетах. На заводе "Дукс" (потом ГАЗ № 1) было построено 400 экземпляров самолетов Ф-30 всех вариантов.


Самолет||
Год выпуска||1916
Двигатель, марка||
   Мощность||150
Длина самолета, м||8,65
Размах крыла, м||15,81/9,2
Площадь крыла, м2||50,00
Масса пустого, кг||830
Масса топлива+ масла, кг||160+24
Масса полной нагрузки, кг||350
Полетная масса, кг||1180
Удельная нагрузка на крыло, кг/м2||23,6
Удельная нагрузка на мощность, кг/лс||7,9
Весовая отдача, %||30
Скорость максимальная у земли, км/ч||136
Скорость посадочная, км/ч||60
Время набора высоты||
   500 м, мин||2,5
   1000 м, мин||5,0
   2000 м, мин||13
   3000 м, мин||24
Потолок практический, м||4500
Продолжительность полета, ч.||4,0
Дальность полета, км||510

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

Henri Farman H.F.30

  The H.F.30 was a derivative of the H.F.27 and first appeared in December 1915. As with the preceding H.F.27, the H.F.30 was usually powered by a 150-, 155-, or 160-hp Canton-Unne (Salmson) CU X-9 engine. Unlike the H.F.27, the H.F.30 dispensed with the quadracycle gear layout and instead was fitted with a pair of mainwheels underneath the lower wings. The nacelle of the H.F.30 was enlarged and suspended between the two wings, nearer to the top wing. There were two types of fuselage gondolas; one had a blunt nose and seated the observer in front, but the most widely used variant had a more streamlined nacelle and had the pilot in the front seat.
  The fuselage nacelle was constructed of four ash wood longerons and covered with plywood and aluminum. The two main wing spars were of steel tube while the wing ribs were of plywood and pine. The wing struts, tail assembly, and undercarriage were made of steel tubing. The radiators were placed on either side of the fuselage. In some H.F.30s a machine gun was mounted on a tubular beam set above the pilot's head; the gun was controlled by the observer. In the variants in which the observer was seated in the nose the machine gun was set on a rotating bracket attached to the observer's seat.
  The H.F.30bis was a major variant of the H.F.30. This machine had a 160-hp Salmson engine but instead of having exhausts pipes passing from each of the cylinders there were only two outlet pipes that directed the exhaust fumes upward.
  It does not appear that the H.F.30 was adopted for use with the Aviation Militaire, but it did see widespread use with the Imperial Russian Air Service. The type was well-liked by the Russians primarily because of the aforementioned reliability ol the Salmson engines; indeed, it appears that approximately 400 were built by Dux during the war. The H.F.30 was one of the most important reconnaissance planes in Russian and Soviet service and remained in front-line units from 1916 to 1921. It subsequently served in training units from 1921 to 1925. There were 70 H.F.30s on strength in 1917 as compared to a total of 40 H.F.27s, M.F.7s. and M.F.11s. On 1 March 1917. 54 H.F.30s were in service with squadrons located on the following fronts; northern front (14), western from (9), southwestern front (23), and Romanian front (8). On 1 June 1917 there were 94 H.F.30s on the following fronts: northern front (25), western front (19), southwestern and Romanian front (35), Caucuses front (15).
  In 1921 the remaining H.F.30s (approximately 147) were reported to be on the Caucuses, Turkestan, and Ukrainian fronts. By 1922 only about half this number were still in service and were assigned to the 2nd, 7th, 11th, 16th, and 18th Aviaotryady, the Teoreticheskaya Shkola (Leningrad), and No.1 Flying School at Kacha.
  There were only 17 H.F.30s on strength in 1924 and these were assigned to the Flying Otryad of the Military School ol the KVF (Red Air Fleet), the 1st Military School of Pilots, and the 16th Otdel'nyi razvedivatel'nyi aviaotryad at Irkutsk. A few remained on the civil register as late as 1929.
  Examples ol the H.F.30 were captured by Czechoslovakia, Poland, Estonia, and the Ukraine. A single H.F.30 was captured by the Estonians in January 1919. It was the first aircraft to be obtained by the Estonian aviation company and was, consequently, given the serial number 1. It was used to bomb Russian positions near Narva and also dropped propaganda leaflets. It was subsequently turned over to the While Russians. The Ukrainian air service had six H.F.30s on strength in 1918. Known serials are 1253, 1421, 1624, 1674, and 1686. The ZUNR (West Ukrainian Peoples Republic) had a single Farman, probably an H.F.30, on strength in 1918. The Siberian Air Fleet of the Far East Republic had two F.30s (serials 8 and 9) on strength in 1920.


H.F.30 Two-Seat Reconnaissance Plane with 160-hp Canton-Unne CU X-9
   Span 15.80 m; length 10.66 m; height 3.20 m; wing area 49 sq. in
   Empty weight 700 kg; loaded weight 1,050 kg
   Maximum speed: 155 km/h; climb to 2,000 m in 9 minutes
   Armament: one machine gun

H.F.30 Two-Seat Reconnaissance Plane with 160-hp Canton-Unne (Salmson) CU X-9 Built by the Dux Factory in Russia
   Span 15.81 m; height 3.20 m. wing area 49 sq. in
   Empty weight 830 kg; loaded weight 1.180 kg
   Maximum speed: 136 km/h; climb to 1,000 m took 5 minutes; ceiling 4,500 in; endurance 4 hours; range 450 km
   Armament: one machine gun
   Approximately 400 built by Dux

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

Farman XXX and Farman XXXbis

  The Farman XXX reconnaissance machine had its nacelle raised above the lower wing. It was built in two versions, with either a blunt nose or a pointed nose, housing the two crew members. The blunt-nosed version positioned the observer in front, while the pointed-nosed type placed the pilot forward. The machine gun mounting for the pointed-nosed XXX was the same as that for the type XXVII. The blunt-nosed type used a ring mount that was connected to the gunner's seat as a complete assembly, allowing both gun and gunner to pivot together.
  The wings were of two-bay construction, with the upper wing of greater span than the lower. Ailerons were fitted to the upper wing only. The engine was usually a 150hp Salmson radial, but several were built with 130hp and 140hp Salmsons. The undercarriage was low to the ground and was a strong design using only two wheels.
  The type XXXbis had the upgraded 160hp Salmson engine and also introduced twin exhaust pipes positioned upward, replacing the short individual pipes on every cylinder seen on earlier models. In total, Dux built about 400 type XXX variants.

L.Andersson Soviet Aircraft and Aviation 1917-1941 (Putnam)

Farman F.30

   The classic Farman biplanes of the First World War were built in large numbers and were used in many countries. The prototype of the HF.30 (later F.30) flew in December 1915. This was a two-seat pusher reconnaissance aircraft, which had been developed from the earlier HF.24 and HF.25. On the HF.30 the fuselage nacelle was mounted midway between the upper and lower wings, not on the lower wing as on the earlier models, and the undercarriage had been altered. Power was provided by a 150 or 155hp Salmson engine, the F.30bis having a 160hp Salmson. As a reconnaissance aircraft the type was initially armed with a flexible machine-gun. Besides being sold to the French and Belgian air services, the F.30 was also acquired by Russia.
   According to Shavrov 400 were built by the Duks company in Moscow. A few Russian machines were later captured by Czechoslovakia, Estonia and Poland. The F.30 captured on 19 January 1919 by Estonian troops became the first aircraft of that country's air force. The F.30 was one of the most important reconnaissance aircraft in Russia and in the RKKVF until 1921, and remaining aircraft were used as trainers until 1924-25. In 1921 the F.30s available were concentrated on the Ukrainian, Caucasian and Turkestan fronts. At the beginning of the year 147 were on charge. One year later seventy-one remained and they were used by the 2nd, 7th (one only), 11th, 16th and 18th Aviaotryady, and also by the Teoreticheskava Shkola in Leningrad (two) and the No. 1 Flying School at Kacha (six).
   One Farman F.30 (c/n 236/238) was used by the NOA until the end of 1923. At the beginning of 1924 there were at least seventeen F.30s in RKKVF service, of which nine were assigned to the Flying otryad of the Military School of the KVF, the 1st Military School of Pilots and the Military-Technical School, and the rest were still kept by the 16th Otdel'nyi razvedivatel'nyi aviaotryad at Irkutsk and other operational units. They were probably all written off in 1924-25. About ten were given to the ODVF in 1924 for local recruitment and aviation propaganda. Though formally being civil aircraft with civil certificates of airworthiness and registration certificates, they were initially flown with military markings (red stars). A few were later given civil registration letters. RRODP of the Bashkir Osoaviakhim was still in use as late as September 1929.
   The following local ODVF branches are known to have used Farman F.30s:

Ural ODVF (Ekaterinburg)
   Uralskii komsomolets (c/n 263/318) and Smychka (c/n 222)

Bashkir ODVF
   RRODP (c/n 259/310) and RR()DG(T?)
   Trudovaya Bashkiriya

Egor'evsk ODVF
   One F.30

Ivanovo-Voznesensk ODVF
   Ivanovo-Voznesenskii bol'shevik (c/n 261/ 320)

Kostroma ODVF
   C/n 240, crashed on 25 May 1925

Nizhegorod ODVF
   C/n 318

North Caucasian ODVF (Tsaritsyn)
   c/ns 230/11077 and 260/31

   Known c/ns of Farman F.30s in Soviet service: 1 to 9, 11, 13, 16, 23, 62, 74, 79, 110/D, 183, 222, 236/238, 239, 240, 243, 247, 259, 285, 300, 301, 309, 310, (307 to 311), 261/320, 339, 384, 404, 890, 1008, 1074/1004, 1213, 1220, 1243, 1258, 1382, 1385, 1390, 1493, 1652, 1677, 1698, 1709, 1711, 1724, 1736, 1766, 1771, 1813, 1855, 1862, 1910, 1911 and 1920.
   Most of the numbers below 400 could be 'repair' numbers. Many of the aircraft listed were probably Duks-built, as were those in the 2023 to 2090, 2103 to 2195 and 2201 to 2225 c/n ranges. The last of these were built in 1919 or 1920.


F.30
   150hp Salmson
   Span 15.81m; length 8.65m; height 3.2; wing area 49 m2
   Empty weight 830kg; loaded weight 1,180kg
   Maximum speed 136km/h; landing speed 60km/h; climb to 1,000m in 5min; ceiling 4,500m; endurance 4hr; range 540km

Журнал Flight

Flight, December 25, 1919.

SOME FRENCH MACHINES AT THE SHOW

Farman Freres

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   The second machine exhibited by Farmans is a school biplane, similar in a general way to the pre-War pusher Farmans. It has a short nacelle, in the stern of which is installed the engine. Dual controls are fitted, as in the majority of school machines, and it is claimed that it is almost impossible to turn the machine over on the ground, since not only is the wheel track very wide, but also the skids are provided with wheels in front, thus assisting materially in preventing a turn-over. One of our photographs shows the nacelle and front wheels.
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