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

Летающая лодка ФБА (FBA, ЛМ-2). Это двухместный разведчик без вооружения, потом учебная лодка выпуска 1914 г. Было куплено 30 экземпляров и построено на заводе Лебедева еще 34 экземпляра. Состояла на вооружении военно-морской авиации в 1914-1916 гг. По схеме, размерам и конструкции лодка соответствовала М-5, но ее обводы были несколько хуже, чем у М-5.


Самолет||ФБА
Год выпуска||1913
Двигатель, марка||
   Мощность, л.с.||100
Длина самолета, м||8
Размах крыла, м||13,68
Площадь крыла, м2||33,5
Масса пустого, кг||535
Масса топлива+ масла, кг||120+30
Масса полной нагрузки, кг||305
Полетная масса, кг||840
Удельная нагрузка на крыло, кг/м2||25
Удельная нагрузка на мощность, кг/лс||8,4
Весовая отдача,%||36
Скорость максимальная у земли, км/ч||105
Скорость посадочная, км/ч||70
Время набора высоты||
   1000м, мин||15
   2000м, мин||40
Потолок практический, м||2500
Продолжительность полета, ч.||4

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

Hydravions Franco-British Aviation (F.B.A.)

Louis Schreck was a South American representative for the Delaunnay-Belleville automobile firm. In 1911 he joined with Hanriot and an engineer named Gaudard to build the D'Artois flying boat. That same year he took over the Tellier establishment. Using British capital, he later formed Franco-British Aviation (F.B.A.). The firm was based at Argenteuil, but had satellite plants at Juvisy and Vernon. Schreck acquired the patents for the Donnet-Leveque flying boats before the war. In 1934 F.B.A. was acquired by Bernard.



F.B.A. Type A

  F.B.A.'s first flying boat was a single-engine seaplane built in 1913. It was initially known as the F.B.A.-Leveque because it was heavily influenced by the previous Donnet-Leveque flying boats, the patents for which, as mentioned above, had been purchased by Schreck. The Type A, as it was later designated, was a petite biplane powered by a 50-hp Gnome Omega engine mounted in pusher configuration on struts between the upper and lower wings. The Type A had side-by-side seating, a wooden hull, and two-bay wings of unequal span.
  The aircraft was developed into two variants: one with a wing area of 20 sq. m and a 70-hp Gnome engine, and one with a wing area of 22.2 sq. m and an 80-hp Gnome. The Type A shown at the 1912 Salon had a 50-hp Gnome N1 engine, a span of 9.00 m, a length of 7.79 m, a wing area of 18 sq. m, an empty weight of 309 kg, a maximum speed of 90 km/h, and carried a crew of two. Nine were built in the initial series. At least one example of this type was converted into an amphibian by the addition of retractable wheels to the hull. Another version was used as a racer; powered by a 100-hp Gnome engine, it was entered in the 1914 Schneider Trophy Contest, where it placed second. It appears that the Aviation Maritime never had any Type As on strength, although a development of the aircraft, designated Type B, saw widespread service.


Foreign Service

Austria-Hungary
  The Austrians ordered several modifications to the Type A, including an enlarged fuselage to enable more fuel to be carried, a strengthened tail unit, and floats with a circular cross section. These aircraft were fitted with 80-hp Gnome engines. Three were used by the Austro-Hungarian naval air service, given serials A 22, A 23, and A 24. When the First World War began, they were flown as single-seaters to improve their range.

United Kingdom
  The RNAS purchased 42 F.B.A. Type As in 1915 and 1916. They were assigned these serials:
   1. Serial Nos. 3113, 3114 - 100-hp Gnome assigned to No.1 Wing.
   2. Serial Nos. 3199-3208 - 100-hp Gnome assigned to No.1 Wing, Dunkerque.
   3. Serial Nos. 3637-3656 - 100-hp Gnome based at Calshot, Dover, Killingholme, Felixstowe, Windermere, and White City.
   4. Serial Nos. 9601-9610 - 100-hp Gnome based at Dover, Windermere, White City, and Calshot.


F.B.A. Type A Two-Seat Flying Boat with 50-hp Gnome N1
   Wing span 9.00 m; length 7.70 m; wing area 18.00 sq. m
   Empty weight 309 kg
   Max speed: 90 km/h
   Nine built

F.B.A. Type A Two-Seat Flying Boat with 80-hp Gnome 7A (for Great Britain)
   Wing span 11.88 m; length 8.83 m
   Loaded weight 570 kg
   Max speed: 109 km/h
   40 built


F.B.A. Type B

  The F.B.A. Type A was not adopted by the French Aviation Maritime, but an improved version of it saw extensive service with the French and British navies. This version was designated the Type B, and it differed from the Type A in several respects. It had a more powerful 100-hp Gnome engine and larger dimensions. The Type B also had a redesigned tailplane and rudder and some had folding wings. More than 150 Type Bs were produced in France and Britain.
  An escadrille of F.B.A. Type Bs was assigned to the naval station at Dunkerque. The first combat mission by Type Bs was flown on 4 February, 1915. They were used primarily for reconnaissance along the Belgian coast but a number of bombing missions were also flown. The F.B.A.s suffered heavily from German air attacks and a number of Type Bs were destroyed or captured. On 26 May 1917 alone, four F.B.A. Type Bs were downed by German aircraft. In June, 1915, six F.B.A. Type Bs were sent to protect the naval base at Venice.
  Some aircraft carried two 150-kg bombs, and a 37-mm cannon was fitted to three Type Bs (serial numbers 454, 455, and 457). Most of the Type Bs, however, were unarmed and used as trainers.


Foreign Service

Brazil
  Brazil purchased two Type Bs built by the Gosport firm in 1918. They were given serials 7 and 8 and were struck off charge in August 1923.

Portugal
  Portugal obtained three Type Bs in 1917, all with 100-hp Gnome engines. They were assigned to the Escola de Aeronautica Militar at Vila Nova da Rainha and remained in service until 1918.

Russia
  Thirty F.B.A. Type Bs were purchased by the Russians in 1914. An additional 34 were built by the Lebedev plant. They were in service from 1915 through 1916, originally for reconnaissance and later as trainers.

United Kingdom
  Fifty-four F.B.A. Type Bs were ordered after the war began. Norman Britain provided 20 machines which were given serial numbers N 1040 to N 1059 and assigned to Flight C at Bognor. They were made in France but assembled in England. The Gosport company also built 60 Type Bs, given serial numbers N 2680 to N 2739. They were used as trainers at the naval aviation training depot at Lee-on-Solent. Three additional aircraft were obtained directly from the French, given serials B 3984 to B 3986. Four Type Bs were supplied to the RNAS via Italy. They were assigned to the RNAS air station at Otranto and later to No.266 Squadron at Malta in April 1918. Many of the Type Bs built by the Gosport firm were used as trainers, while those obtained directly from France were used operationally. Two Type Bs with serial numbers 3648 and 3650 were armed with machine guns and bombs and used for combat patrols over the North Sea. On 28 November 1915 attacks were made by Ensign P.B. Ferrand and mechanic/navigator G.T. Oldfield on a German torpedo boat and the seaplanes accompanying it.
  Additional Type Bs were purchased directly from France during 1917. These also had 100-hp Gnome engines and were based at Killingholme and Calshot.
  An F.B.A. Type B was used to test the maximum loads that could be carried by a seaplane. In September 1916 a Type B took off with a gross weight of 907 kg and attained a speed of 98 km/h. In January 1919, 24 Type Bs were still in service with the RAF.


F.B.A. Type B Two-Seat Flying Boat with 100-hp Gnome
   Wing span 13.71 m; length 9.14 m; wing area 32 sq. m
   Loaded weight 907 kg
   Maximum speed: 96 km/h, range 300 km
   Armament: two 150-kg bombs and a 37-mm cannon
   More than 150 built

British-built F.B.A. Type B Two-Seat Flying Boat with 100-hp Gnome
   Wing span 45 feet; length 30 feet (not a metric aircraft)
   Loaded weight 2,000 lb
   Maximum speed: 60 mph, endurance 4 hours
   Armament: two 150-kg bombs or a 0.303 Lewis gun
   80 built



F.B.A. Type C

  The F.B.A. Type C was a development of the Type B. Type Bs reengined with 130-hp Clerget 9B rotaries were designated the Type C. The prototype Type C was built in 1915 and series production began in 1916. The dimensions of the Type C were the same as the Type B. The seaplane could carry two 11-kg bombs and a 7.7-mm machine gun. The Type Cs saw extensive service as patrol and anti-submarine aircraft and were operated from many French naval air stations. A total of 78 Type Cs were delivered from January to October 1917. When the F.B.A. Type H was introduced into service, the Type Cs were relegated to training. Several examples were embarked on the seaplane carrier Campinas. A single example of the Type C was fitted with two Clerget engines in 1917 but the conversion was not a success. Two additional variants of the Type C were produced postwar: the Type 11 two-seat trainer and the Type 14, another training aircraft. Twenty of the Type 14 were built.


Foreign Service

Italy

  The Italian naval air service acquired a number of Type Cs to use against the Austrian Lohner seaplanes (which, ironically, had been heavily influenced by the Donnet-Leveque flying boat on which the original Type A had been based). In 1916 there were 38 F.B.A. Type Cs in service. A list of the Italian units that flew them is included in the section on the F.B.A. Type H. Some Type Cs were produced under license by the SIAI firm.

Russia
  The Russian naval air service imported 30 Type Cs and 34 more were built at the Lebedev factory.


F.B.A. Type C Two-Seat Flying Boat with 130-hp Clerget 9B
   Span 13.71 m; length 9.14 in; height 3.05m; wing area 32 sq. m
   Empty weight 640 kg; loaded weight 907 kg;
   Max speed: 110 km/h; climb to 2,000 m in 25 minutes; range 320 km; endurance 2.75 hours
   Armament: two 11-kg bombs and a 7.7-mm machine gun

SIAI-built Type C Two-Seat Flying Boat with 130-hp Clerget 9B
   Span 13.70 m; length 8.80 m; height 3.04 m; wing area 30.60 sq. m
   Empty weight 575 kg; loaded weight 890 kg;
   Maximum speed: 110 km/h; climb to 2000 m in 18 min; ceiling 3,500 m; range 450 km
   Armament: two 11-kg bombs and a 7.7-mm machine gun

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

D.James Schneider Trophy Aircraft 1913-1931 (Putnam)

FBA Flying-boat

   Franco-British Aviation Co was founded at Vernon, Eure, in France, during 1913 by Lieut de Conneau (who is better known as Andre Beaumont, winner of the Paris-Rome race, and the Circuits of Europe and Britain) and a M Shreck, formerly of the French Wright Co. FBA took up patents covering the French Donnet-Leveque flying-boats, which were described as ‘classic’ aeroplanes and the first of their type having the tail unit mounted directly on the hull rather than carried on struts as in the Curtiss flying-boats. The aircraft entered for the 1914 Schneider contest, and the only flying-boat in the list, was developed from the earlier 1912 13-7 m (45 ft) span two-seat patrol bomber, serialled 18, which was the first military flying-boat type in British Royal Navy service.
   The very graceful slender hull, with pointed stem and curved-up tail, was of all-wood construction with spruce stringers mounted on formers and covered with sheeting. The planing bottom was concave, like the later Italian Conflenti hulls, with the chines forming vertical ‘fins’ toward the rear. A small triangular tail fin was carried, clear of the rear hull section, on a steel-tube frame, to which the wire-braced wood and fabric tailplane also was attached. A rectangular rudder and the large-area elevators also were of fabric-covered wooden construction.
   The open cockpit was immediately in front of the lower mainplane which was raised clear of the hull on short struts. Control cables emerged from the hull about half way along its length and stretched externally up to the tail unit.
   The markedly cambered two-bay mainplanes were constructed around two spruce or ash spars with wooden ribs with steel compression tubes and wire braced, and all fabric covered. The upper mainplane had a large overhang which was braced by two diagonal struts from the base of the outboard interplane struts. Small wooden stabilizing floats were mounted on struts under the tips of the lower mainplane. The entire structure was wire braced, including two wires from the hull stem-head to the top of the outboard interplane struts. Broad-chord ailerons were carried on the top mainplane only. The 100 hp Gnome rotary engine, driving a two-blade propeller, was mounted high between the mainplanes on four raked-back struts with four more struts connecting it to the upper mainplane. This Gnome was reputed to have a better power/weight ratio than other previous rotary engines. A teardrop-shaped metal fuel tank was fixed below the upper mainplane on the centre line.
   A contemporary comment on the FBA flying-boats was that ‘these boats, though very lightly built, have done good work. Being so light they climb well and fly fast’.
   The pilot of the FBA aircraft in the contest was Ernest Burri. It was not known whether he flew it to Monaco or whether it travelled overland.


   Single-seat racing biplane flying-boat. Wood and metal construction. Pilot in open cockpit.
   One 100 hp Gnome seven-cylinder air-cooled rotary engine driving a two-blade fixed-pitch wooden pusher propeller.
   Span 12-15 m (39ft 101 in); length 7-72 m (25 ft 3 3/4in); wing area 26sq m (279-86sq ft). Loaded weight 470kg (1,036lb); wing loading 18kg/sqm (3-7 Ib/sqft).
   Maximum speed 109km/h (68mph); initial rate of climb 83m/sec (164ft/min).
   Production - total production unknown; however the nose markings on the aircraft flown in the 1914 Schneider contest could indicate that either it was the 26th aircraft to be built by FBA or was the 26th of its type. It is believed that the former indication is the more likely.
   Colour - unknown although some contemporary photographs show the aircraft in an all-over finish which could have been silver.

G.Duval British Flying-Boats and Amphibians 1909-1952 (Putnam)

F.B.A. Flying-boat (1912)

   The Franco-British Aviation Company was formed in France, in 1912, by Lieut, de Conneau, his associate being Mr Shraeck, formerly of the French Wright Company. De Conneau, a French naval officer, had already achieved considerable fame and fortune as an aviator, using the nom de plume of ‘Beaumont’, and was an accomplished engineer and navigator. His company took up certain patents of the Curtiss-influenced Donnet Leveque flying-boat, and of an earlier design, the Artois, producing its first machine in the summer of 1912.
   A two-seater biplane, the F.B.A. was powered by an 80 h.p. Gnome rotary pusher engine, and had an excellent performance that included a rate of climb in excess of 800 ft/min. The hull design featured a concave planing bottom, with its edges forming vertical fins as they joined the hull sides at the step. Aft of the step, the hull tapered into a triangular-sectioned tail boom carrying the tail surfaces upon its raised extremity. The mainplanes were supported above the hull on short struts, with rectangular-sectioned wing-tip floats mounted on struts below the lower wing. A refinement inherited from the Curtiss machines was an engine starting handle, projecting forward above the cockpit.
   In production for the French Navy, the F.B.A. attracted the attention of the Admiralty, at that time seeking suitable aircraft for the Naval Wing in process of formation. By arrangement with the French Naval authorities, one machine was flown to Sheerness by de Conneau on 22 October, 1912, and the next day he demonstrated its capabilities, accompanied by Lieut. Howlett, r.n. The F.B.A. was approved, purchased, and sent to Calshot, the first flying-boat in British service. In the summer of 1913, de Conneau visited Volk’s Seaplane Base at Brighton with an F.B.A. machine, giving demonstration and passenger-carrying flights to the general public. After the outbreak of war, fifty-four more French-built F.B.A.s were ordered and delivered to the R.N.A.S. These were an improved version, having a modified bow, extended wing span with an extra wing bay, a larger area rudder, and powered by the 100 h.p. Gnome rotary which became standard for these R.N.A.S. machines. Transition to British construction commenced with the assembly by Norman Thompsons of twenty machines, followed by an all-British batch built by the Gosport Aviation Company. Although the F.B.A.s were mainly employed for training duties, a number was used for patrol work with a crew of two, armed with light bombs and a Lewis gun. One such patrol took place on 28 November 1915, during the course of which the machine flown by Fit. Sub.-Lieut. J. P. B. Ferrand, accompanied by Air Mech. G. T. Oldfield, attacked a German torpedo boat off Westende with bombs, shooting down one of its escorting seaplanes in the process. In September, 1916, an F.B.A. was used for rough water take-off and alighting trials at Calshot, the subsequent report stating that its performance was good, with a speed range from 38 to 60 m.p.h. at 2,000 pounds all-up weight. Four machines, fitted with the 160 h.p. Isotta Fraschini engine were built by the Italians and presented to R.N.A.S Otranto in 1917, and afterwards formed part of the equipment of No. 266 Squadron, R.A.F., at Malta, in April 1918.


SPECIFICATION
   Power Plant:
   Prototype - One 80 h.p. Gnome rotary
   Production - One 100 h.p. Gnome rotary
   Italian built - One 160 h.p. Isotta Fraschini
   Span:
   Prototype - 39 feet
   Production - 45 feet
   Length:
   Prototype - 29 feet
   Production - 30 feet
   Loaded Weight:
   Prototype - 1,258 pounds
   Production - 2,000 pounds
   Total area: Not available
   Max. Speed:
   Prototype - 68 m.p.h.
   Production - 60 m.p.h.
   Endurance: Production - 4 hours
   Armament: Nil, or light bombs and one .303-inch Lewis gun

O.Thetford British Naval Aircraft since 1912 (Putnam)

FRANCO-BRITISH AVIATION TYPE C

   Some 128 of these small two-seat flying-boats served with the RNAS for training purposes in the 1914-18 war. Forty-four were provided by the original French manufacturers and 80 were built in Britain by the Norman Thompson and Gosport Aviation concerns. Another four (N 1075 to 1078) were handed over by Italy and used by the RNAS at Otranto. The Norman Thompson aircraft were serialled N1040-1059 and the Gosport-built boats N2680-2739. One 100 hp Gnome engine. Maximum speed, 60 mph. Span, 45 ft. Length, 30ft.

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

Beuteflugzeuge bei den k.u.k. Seefliegern
F.B.A. Type B Nr. 94 (französisch) 12.Sqd Gn 100

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

FBA Type C

  The Italian naval air service acquired a number of Type Cs to use against the Austrian Lohner seaplanes (which, ironically, had been heavily influenced by the Donnet-Leveque flying boat on which the original Type A had been based).
  The first Italian FBA were Type Cs purchased by the Esercito in June 1915 for service with the Sezione Idro del Lago di Garda (Garda Lake Seaplane Flight), which during the summer performed several reconnaissance and some bombing missions.
  In 1916 there were 38 FBA Type Cs in service. Some Type Cs were produced under license by the SIAI firm.
  They appear to have primarily been used by the Army’s 1a Squadriglia Idrovolanti.

1a Squadriglia Idrovolanti

  This Esercito unit moved from San Feliciano, on Lake Trasimeno, to Desenzano del Garda on 26 May, 1915 with a single Henri Farman 80 horsepower seaplane. Tenente Anseimo Cesaroni and maresciallo Alfredo Rossetti who carried out the first reconnaissance of the war on 2 June, 1915. On 17 June Cesaroni and Rossetti returned with two FBA Cs with 100 horsepower Gnome engines, construction numbers 52 and 73 which are assembled and tested on 22.
  The unit was formally born as the Sezione Idro di Desenzano (Seaplane Section of Desenzano) established on 13 July 1915 and operated as a Squadriglia without having a precise name. The unit made individual and formation bombings over Austro-Hungarian naval targets. They began offensive reconnaissance missions on August. On 25 August the FBAs attempted to intercept Austro-Hungarian flying boats bombing Brescia without success; the FBAs then bombed Riva. On 1 December 1915 the unit joined the new III Gruppo.
  It became 1a Squadriglia Idrovolanti (la Seaplane Squadron) on 26 January, 1916. It received FBA no.88, the first of the SIAI-built FBA, in January 1916, followed in April by the 100 hp 52 and 53, and then by additional French and Italian models. On 19 March it had nine FBA type Cs, with 100 hp Gnome Monosoupape engine.
  As of August 26, 1916, the la Squadriglia Idro had one FBA H and 14 FBA Cs.
  On 15 October 1917 the unit was transferred to the Navy who used it to create two difesa antisommergibili seczioni (anti-submarine sections) for use over the Mediterranean. The first sezione went to Catania, later becoming 282a Squadriglia and FBAs 3149, 4315, 4250 and 5688. The second sezione went to Syracuse, later becoming 283a Squadriglia with FBAs 3150, 4252, 4262 and 4270.
  On 4 November 1918 the new Sezione FBA del III Gruppo at Desenzano had FBAs 7160, 7163, 7661, 7648, 7655 and 4245.
  At the end of the year it had six FBA H. 1a Squadriglia Idrovolanti was dissolved on 18 January 1919.

Журнал Flight

Flight, December 13, 1913.

THE STANDS AT THE PARIS AERO SHOW.

F.B.A.

   The newly-formed Franco British Aviation Co., Ltd., are showing two hydro-aeroplanes, both of which are of the Donnet-Leveque type. One of the machines, which is shown complete, is driven by a 9-cyl. 100 h.p. Gnome motor. The other, of which only the boat and the inner part of the cellule is shown, has a Salmson motor of 130 h.p.; this is the actual machine which won the 250-mile race at Deauville. A Curtiss flying boat is expected in a few days, but had not arrived at the time of writing these notes.


Flight, December 27, 1913.

THE PARIS AERO SALON - 1913.

THE FRANCO-BRITISH AVIATION CO., LTD.
   are exhibiting the only two flying boats to be seen at the Show. One of them, of which only the boat and the centre portion of the wings is shown, is the actual machine which won the long-distance prize at Deauville. It is fitted with a 130 h.p. Salmson engine. The other is a new type fitted with a 9-cyl. 100 h.p. Gnome. A comparison of the two machines soon shows that the new machine is a great improvement on the older one, which undoubtedly was very good in its time, but so swift is the progress in aviation that the type of yesterday is antiquated to-day. The boat is the most interesting part of the 100 h.p. machine, and constructionally it is built up of a framework of ash, which is covered with a skin of three-ply wood. The front portion of the boat is of rectangular section, and has a step which occurs roughly under the centre of pressure of the main planes. The upper longerons converge towards the rear, where the upturned stern of the boat becomes triangular in section, with the apex of the triangle turned upwards. The boat is divided by bulkheads into eight watertight compartments, each fitted with a small inspection door, which allows of examination of the interior. In front the deck is extended on each side of the pointed bow of the boat to form a splashboard, while further protection is afforded the pilot and passengers by a screen in front of the cockpit. The pilot's and passengers' seats are situated just in front of the leading edge of the lower main planes, the passengers' seats being formed by the petrol pressure tank. The pilot controls the machine by means of a single column on which is mounted a hand-wheel. This, however, does not rotate, but simply forms a convenient handle. A to-and-fro movement of the lever actuates the elevator, and a side-to-side movement operates the ailerons. The rudder is controlled by means of a pivoted foot-bar.
   The engine is mounted on strong steel bearers just below the upper plane and drives directly the propeller, which is situated just behind the rear spar. The trailing edge of the upper plane has been cut away in the centre to provide sufficient clearance for the propeller. A petrol service tank is mounted in front of the engine just below the upper plane, and petrol is forced from the main tank to this service tank by means of a presiure-pump. The weight of the extensions of the upper main plane when the machine is at rest is taken by two tubes running from the lower extremities of the outer plane struts. Two small floats carried on a light structure of steel tubes prevents the wing tips from diving under the water should the machine heel over.
   The tail planes are supported on a framework of steel tubes from the upturned rear portion of the boat. To the trailing edge of the fixed tail plane, which is of semicircular shape, is hinged the elevator which is undivided, as the rudder is situated wholly on top of the tail plane. A small flat tail skid or plate protects the rear portion of the boat against contact with the ground.
   The machine shown was not actually fitted with landing wheels, but there was on the stand an exhibit of the F.B.A. system of disappearing wheels, the fitting of which would render the machine amphibious. By the F.B.A. system the pilot can raise or lower the wheels at will during flight so that starting and alighting may be effected from either land or water.
   It will be interesting to watch the progress of the F.B.A. Co., Ltd., for the flying boat exhibited appears to be capable of good performances and the firm possesses a very able and experienced manager and pilot in Lieut. Jean Conneau, who is better known to our readers under the name of Andre Beaumont, and who won the circuit of Great Britain in 1911.