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

Maurice Farman M.F.7

  The M.F.7 was the culmination of Maurice Farman's pre-1914 aeronautical design work. While its wings were similar to the H.F.20, the M.F.7 had a unique forward elevator positioned on curved extensions of the landing skids. The skids were reinforced by angled braces extending from the top and bottom wings. A biplane elevator located at the rear was supported by twin booms attached to the trailing portions of the top and bottom wings. Twin rudders were positioned between the top and bottom elevators. As with the H.F.20, a central nacelle which carried crew, fuel, and engine was attached to the bottom wing. However, in the M.F.7 this nacelle was more rounded and shorter than Henri's design. Like the H.F.20, the crew's location in the nose gave them an unexcelled forward, side, and downward view. Power was supplied by a 70-hp Renault aircooled engine; sometimes a 100-hp Sunbeam was fitted. The engine was mounted in a pusher configuration in the rear of the nacelle. Dual mainwheels were mounted on the skids and there were rubber shock absorbers. Steel braking skids were located at the rear of the main skids as well as on the bottom portion of the rear elevator. The arrangement of the landing gear made the M.F.7 very easy to land; this would prove of great value when the plane was operating from poorly prepared airfields or was being set down by student pilots. Lateral control of the M.F.7 was achieved through ailerons on both the top and bottom wings. While they drooped when the plane was on the ground, they were held in a neutral position by the airflow during flight. The control stick controlled the elevators and ailerons. Some M.F.7s were fitted with a Eteve machine gun mount in front of the crew nacelle.
  The M.F.7 first flew in 1913. Because of its pusher configuration, stable flight characteristics, ease of landing, and structural strength, the M.F.7 was accepted for service with the Aviation Militaire as well as a large number of foreign air services. In French service the standard M.F.7 was designated the Army Type 1. MF 2 noted that the M.F.7s were troublesome in service because excessive engine vibration resulted in damage to the engines.


Variants

   M.F.7bis: This plane was designated Army Type 3. It was a dual-control trainer, later given the SFA designation F 7 D2. The dimensions were identical to those of the standard M.F.7.
   M.F.7bis: A version of the M.F.7 powered with an 80-hp De Dion engine and designated Type 4. The Type 5 was identical to the Type 4 but was a dual-control trainer. The Type 5 also carried the SFA designation F 7 D2.
   M.F.7 seaplane: This was an M.F.7 with an increased wing span and area. The fuselage was shorter and the overall height was decreased. Twin floats were fitted at the landing gear attachment points. The engine remained the standard 70-hp Renault.
   M.F.7ter: This version dispensed with the forward stabilizer and may have been the prototype for the M.F.11. The engine was a standard 70-hp Renault 8b. Dimensions were identical to the standard M.F.7 except the fuselage length was decreased. Deletion of the drag-inducing forward stabilizer and skids resulted in a 5 km/h increase in maximum speed.


Operational Service

Army Cooperation

  There were six escadrilles equipped with M.F.7s at the outbreak of the First World War. While these units were equipped with M.F.7s or M.F. 11s, there were often a few H.F.20s and Voisin 3s assigned to them.
  Some M.F.7s were assigned to escadrilles flying M.F.11s; for details of these units see the entry under M.F.11.
  The stability and robustness of the M.F.7 made it an ideal plane for reconnaissance and artillery spotting. The M.F.7s often carried cameras to record enemy troop movements and to assist in the production of accurate maps of the front lines. For artillery spotting the crews often used either flares or colored flags to signal the French artillery units on how to correct their aim. However, T.S.F. units were occasionally carried; these permitted the crews to rapidly signal any necessary alterations of fire. Unfortunately, the transmissions were often unintelligible and in some cases the T.S.F. aerials broke off in flight. An example of the often mundane daily operations of a Farman escadrille can be seen from MF 21's activity report for 3 February 1915. On that day MF 21 flew two reconnaissance missions, three artillery spotting missions, and took several photographs of enemy camps. It should be noted that these missions were often undertaken by front-line units that were seriously under-equipped; for example, MF 20 had only five planes on strength on 10 February 1915.

Bombing

  It would be incorrect to conclude that the M.F.7 escadrilles limited their operations to army cooperation duties. Some of the earliest bombing missions were undertaken by these units.
  A specialized bombing unit under the command of Capitaine Maurice Happe was formed at Belfort under the designation Escadrille de Bombardement de Belfort. The unit was equipped with M.F.7s. On 19 January 1915 Happe used his machine gun-equipped M.F.7 to destroy a German observation balloon at Remingen and dropped 4,000 flechettes on enemy troops in the area. During an attack on the station at Bollarville on 11 February, Happe’s M.F.7 was attacked from behind by a German plane described as an Aviatik. Happe tried desperately to give his observer a clear shot at the German. Finally, the Aviatik was driven off without apparent damage to either plane. This battle pointed out the vulnerability of the M.F.7 because of its pusher configuration and lack of maneuverability. The gunpowder factory at Rothweil was bombed with devastating effectiveness on 3 March 1915. Three days later Happe returned to the powder factory, which was now heavily defended by antiaircraft gun batteries. Despite the formidable defense, Happe was able to bomb the plant and spend ten minutes over the site to ensure an accurate attack. His plane was hit by 12 projectiles but neither crewman was injured, and the sturdy M.F.7 was able to return safely to the base at Belfort. The Zeppelin works near Friedrichshafen were bombed on 28 April 1915. Two of the six bombs hit a hangar and may have damaged two airships inside. On 29 May 1915 the unit at Belfort was redesignated MF 29. It had six M.F.7s on strength at that time, but by 3 July these had been replaced by the superior M.F.11s.

Fighter

  M.F.7s, while never intended for use as fighters, participated in a number of aerial combats during the early part of 1915. The Escadrille de Bombardement de Belfort used M.F.7s to attack enemy planes and provided fighter protection for other M.F.7 bombers. MF 52 flew fighter patrols during April and on the 22nd of that month succeeded in forcing two German planes to return behind their lines.
  The M.F.7 remained in front line service until early 1915, but Maurice Farman had developed an upgraded plane, designated the M.F.11. It was an improvement over the M.F.7 and was quickly accepted for service by the Aviation Militaire. By mid-1915 the M.F.11 had superseded the M.F.7 in front-line escadrilles. The M.F.7s were then reassigned to training units. The docile Farmans were used to train student pilots as late as 1917. However, despite the fact that the superior M.F.11s became the main equipment for operational escadrilles, a GQG document dated 1 February 1916 showed there were still 271 M.F.7s listed on strength with the Aviation Militaire.


Foreign Service

Australia
  Australia acquired two M.F.7s for the Central Flying School. One, given serial CFS 7, had an interchangeable wheel or float undercarriage. As a floatplane it was shipped to New Guinea in 1914 and remained there through 1915. It was struck off charge in 1917. The second M.F.7 was a landplane designated CFS 15 and used at the Central Flying school beginning in 1916. One M.F.7 was assigned to the half flight in Mesopotamia. Designated 1FC 2, it was destroyed at Baghdad on 13 November 1915.

Belgium
  Belgium had several M.F.7s on strength at the beginning of the war. They were assigned to Escadrille 2 at Namur and Escadrilles 3 and 4 at Brasschaat. In October 1914 these units moved to Ostend and 11 days later to Saint-Pol. In March 1915 Escadrille 1 (at Saint-Idesbald), Escadrille 2 (at Saint-Idesbald) and Escadrilles 5 and 6 (at Houthem) had M.F.7s on strength. By 1916 they had been replaced by M.F.11s.

Denmark
  The Danish Haerens Flyveskole (Army Flying School) had four M.F.7s on strength during the war. They were given serials MF 1, MF 2, MF 3, and MF 4, and the last machine was struck off charge in 1922.

Greece
  The Greek Aposasma Aeroploias Ipirou (Epirus Aviation Attachment) was assigned two M.F.7s in November 1912. The M.F.7s flew reconnaissance missions over Turkish positions during the Balkan Wars and were particularly active during the siege of the Bizani fort. On one such mission a Farman was hit by more than 20 bullets. The M.F.7s flew more than 240 km on some reconnaissance missions. In addition, they dropped hand grenades on Turkish troops. One Farman was destroyed on 11 November 1912. The remaining M.F.7 survived the war and was subsequently assigned to the Aeroporiki Sholi (Aviation School) at Thessalonica. On source suggests that up to six more M.F.7s were purchased in 1916 by the Greek Air Service and served as trainers until 1920.
  One Greek M.F.7 was converted to a floatplane and gained a measure of fame in early 1913 (probably 6 February). Piloted by an army officer, Michael Moutoussis, with a navy officer, Ariastides C. Moraitinis, as observer, it flew a reconnaissance mission over the Dardanelles and unsuccessfully tried to bomb Turkish warships. This was almost certainly the first maritime combat mission ever flown by a serving naval officer of any nationality.

Italy
  Italy acquired 12 M.F.7s in 1913. Subsequently, the type was built under license by the Societa Italiana Transaerea (S.I.T.). These were equipped with 70-hp Renault engines imported from France. The S.I.T.-built M.F.7s entered service in mid-1913. By the beginning of the war there were four squadriglias formed on M.F.7s: Nos.9a, 10a, 11a, and 12a. When Italy entered the war in 1915 the M.F.7s (along with M.F.11s) were assigned to the 1a, 2a, 4a, 6a, 10a, 11a, 12a, and 13a reconnaissance and bombing squadriglias. Two army cooperation squadriglias, Nos.6a and 7a, were also equipped with Farmans. By 1916 most of the M.F.7s had been assigned to training units and were replaced in front-line squadriglia by M.F.11s.

Japan
  Japan imported five M.F.7s from mid-1913 through 1914. They were found to have excellent stability and their sturdy construction made them very dependable in service. The Tokyo Army Arsenal built M.F.7s and their 70-hp Renault engines under license, nine being completed by the end of 1914 as two-seat trainers.
  Four M.F.7s along with a Nieuport 6M took part in the Tsingato campaign as part of the army's Provisional Air Corps. They flew 86 sorties from 4 September through 6 November, dropping a total of 44 bombs and using T.S.F. to direct artillery fire. On 27 September, in history's first true aeronaval battle, some of these aircraft attempted unsuccessfully to bomb the Austro-Hungarian cruiser Kaiserin Elisabeth and two German warships. Other aerial attacks on enemy ships were made later, but the often-repeated claim that a German minelayer was sunk is incorrect.
  One of the Farmans may have taken part in one of the war's first aerial combats, a reported exchange of pistol shots with the German garrison's sole airplane, a Rumpler Taube. Reports about this supposed incident, however, are unclear and contradictory, and some sources doubt it actually happened.
  The Japanese Navy purchased a three-seat M.F.7 in 1913 and it, together with three two-seat H.F.7s, operated at Tsingtao, initially from the seaplane carrier Wakamiya Maru, a crudely converted merchant ship. After that vessel was disabled by striking a mine, the Farmans flew from an improvised beach base. Altogether, the naval Farmans flew 49 sorties and dropped 199 bombs.
  After the brief Tsingtao campaign the M.F.7s were used for more pacific exploits. One made a non-stop flight from the Tokorosawa army airfield to Osaka on 1 April 1915 in six hours 30 minutes.
  A single M.F.7 was modified to accept a 100-hp Daimler engine by the Provisional Balloon Research Society (PMBRA). One M.F.7 was built by the PMBRA in 1913 and given a 70-hp Gnome rotary; a similar machine was built by the artillery arsenal. These two machines were faster and had a longer range than the other license-built M.F.7s; they were designated Kaishiki No.5 and No.6. A modified M.F.7 was created from one that crashed in July 1914. Designated the 7th Type Mo. 1913, the plane eliminated the front elevator and skids; a change permitting a machine gun to be placed in the nose. This became the first Japanese plane to be equipped with such a weapon. It crashed in May 1915.

Norway
  Norway acquired ten M.F.7s, designated FF.1 in Norwegian service. The first three machines were christened, in order of acquisition, Ganger Rolf, Najal, and Olav Tryggvasson. A fourth M.F.7 floatplane was donated to the navy by polar explorer Roald Amundsen. The M.F.7s served until 1921. License-built versions of the M.F.7 were designated FF.2 Shorthorn, FF.3 Hydro, and FF.4 Swan.

Russia
  Russia acquired a number of M.F.7s from France and the type may have been built under license. While the M.F.7s were not as widely used as the H.F.20s or H.F.27s, they did see limited service on the western and southwestern Fronts (see section on the M.F.11).

Spain
  Spain acquired three Henri Farman Military Types in 1910 and used them as trainers as late as 1914. Pleased with this earlier Farman design, the Servicie de Aeronautica Militar purchased approximately 12 M.F.7s from France and built an equal number under license in Spain. Six M.F.7s arrived in Madrid in May 1913, the first planes to be assigned to the newly created air service. They were given serial numbers 1 through 6. Five of them took part in maneuvers during June 1913 and flew missions from Cuatro Vientos to Villaluenga, Aranjuez, and Guadalajara. In September another airfield was established at Alcala de Henares to supplement the base at Cuatro Vientos. The M.F.7s were used for flight training, a role for which their flying characteristics made them particularly well suited. The next month another base was formed at Marruecos and four of the M.F.7s were sent there. Operational reconnaissance missions against rebels in Spanish Morocco began on 4 November; on occasion the M.F.7s were used for bombing. One M.F.7 was sent to support the forces under General Silvestre, and a second to the base at Tetuan. Four more M.F.7s arrived in Spain in 1914 and were given serial numbers 7 through 10; they were assigned to Cuatro Vientos. However, by 1915 the M.F.7s had been superseded by the M.F.11 and were relegated once again to training.
  The Spanish realized that the beginning of the First World War would severely restrict the availability of planes from France and therefore arranged to build M.F.7s under license by the firm of Carde y Escoriaza at Zaragoza. As previously noted, 12 were built; they were given serial numbers 17 through 28. Toward the end of 1915 some of the M.F.7s were re-engined with 80-hp De Dions. These planes were assigned to the school at Alcala de Henares; the M.F.7s at Cuatro Vientos retained their 70-hp Renaults. By mid-1915 M.F.11s had begun to replace the M.F.7 trainers at Alcala and Cuatro Vientos. Some of the surviving M.F.7s were sent to the school at Los Alcazares. Six were still in use at the Guadalajara air base as late as 1917. The type remained in service with training units until 1919, the period from 1913 through 1919 becoming known as the "era of the Farman." The M.F.7s were finally replaced by surplus Avro 504s in 1919.

United Kingdom
  Great Britain purchased M.F.7s from France and in addition a number were built by the Aircraft Manufacturing Company (AIRCO). They were used primarily as trainers by: 1, 2, 3, 4, 5, 6, 7, 8, 10, 11, 12, 14, 15, 19, 22, 24, 25, 26, 36, 39, 41, 49, 57, and 58 CFS Reserve/Training squadrons. No.8 Depot also had a few M.F.7s on strength. The RFC Plane Flight at Barre was formed in April 1915 and had two M.F.7s on strength; in May two more joined the unit. The planes were used for reconnaissance during May and June.
  The Royal Naval Air Service had a number of M.F.7 seaplanes on strength in 1914. These were used as trainers, assigned to the Naval Air Stations at Eastchurch, Felixstowe, Yarmouth, Dundee, and the Isle of Grain.
  The M.F.7s in service with the RNAS were Nos.23, 29, 67, 69-73, 95, 113, 114, 115, 116, 117, 146, 188, 888, 909, 910-914, 949, 3001-3012, 8474, 8604, 8605, 8921-8940, N5000-N5059, N5330-N5439, N5720-N5749, and N5750-N5759.


M.F.7 (Army Type 1) Two-Seat Reconnaissance Plane with 70-hp Renault 8B
   Span 15.52 m; length 11.52 m; height 3.35 m; wing area 60 sq. m
   Empty weight 580 kg; loaded weight 855 kg
   Maximum speed: 95 km/h; ceiling 4,000 m; climb 15 m/min.; endurance 3 hours 15 min.
   Armament: usually a single machine gun and several bombs
   A total of 358 M.F.7, 7bis and 7ter aircraft were built

M.F.7bis Two-Seat Reconnaissance Plane (Army Type 2) and Dual-Control Trainer (Army Type 3) with 70-hp Renault 8B
   Span 15.52 m; length 11.52 m; height 3.35 m; wing area 60 sq. m
   Maximum speed: 95 km/h

M.F.7bis Two-Seat Reconnaissance Plane ( Army Type 4) and Dual-Control Trainer (Army Type 5) with 80-hp De Dion
   Span 15.52 m; length 11.52 m; height 3.35 m; wing area 60 sq. m
   Maximum speed: 95 km/h

M.F.7bis Two-Seat Seaplane with 70-hp Renault 8B
   Span 17.92 m; length 9.50 m; height 4.62 m; wing area 65 sq. m

M.F.7ter Two-Seat Civil Airplane with 70-hp Renault 8B
   Span 15.52 m; length 9.48 m; height 3.35 m; wing area 60 sq. m
   Empty weight 560 kg; loaded weight 860 kg
   Maximum speed: 100 km/h

M.F.7 Two-Seat Reconnaissance Plane with 70-hp Renault 8B license-built in Italy by S.I.T.
   Span 15.54 m; length 11.50 in; height 3.25 m
   Empty weight 580kg; loaded weight 857 kg
   Maximum speed: 90 km/h; climb to 1,000 m in 20 min.; endurance 3 hours

M.F.7 Two-Seat Reconnaissance Plane 70-hp Renault 8B Built in Japan by the Tokyo Army Arsenal
   Span 15.54 m; length 11.28 m; height 3.45 m
   Empty weight 580 kg; loaded weight 855 kg
   Maximum speed: 51 kts; ceiling 3000 m; endurance 4 hours
   Armament: usually a single machine gun and several bombs
   A total of 22 M.F.7s were built by the Army Arsenal; four were built by other manufacturers including PMBRA

M.F.7 Two-Seat Reconnaissance Plane with 70-hp Renault 8B license-built in Spain by Carde y Escoriaza
   Span 15.54 m; length 11.35 m; wing area 54 sq. m
   Empty weight 580 kg; loaded weight 855 kg
   Maximum speed: 95 km/h; climb to 1,000 m in 30 min.; ceiling 4,000 m; endurance 3.30 hours
   Twelve built

M.F.7 Two-Seat Reconnaissance Plane with 70-hp Renault 8B License-Built in England by AIRCO and by Brush Electrical Engineering Co.
   Span 15.52 m; length 11.52 m; height 3.5 m; wing area 49 sq. m
   Empty weight 599 kg; loaded weight 871 kg
   Maximum speed: 105 km/h; climb 1,000 m in 15 min.; climb to 2,000 m in 35 min.; endurance 5 hours

M.Goodall, A.Tagg British Aircraft before the Great War (Schiffer)

O.Thetford British Naval Aircraft since 1912 (Putnam)

MAURICE FARMAN LONGHORN

   The Maurice Farman S.7 Longhorn preceded the S.11 Shorthorn and could be readily distinguished by the presence of the forward elevator mounted on outriggers ahead of the nacelle. About 16 Longhorns were in service with the Naval Wing of the RFC before 1914. From 1915 the Longhorn served mainly for training purposes. The pre-1914 Longhorns were built by the Aircraft Manufacturing Company Ltd; the later trainers by the Brush, Robey and Phoenix Dynamo concerns. Brush built Nos.8921 to 8940 with 70 hp Renault engines and N5030 to 5059 with the 80 hp Renault. Robey built N5000 to 5016 with the 75 hp Rolls-Royce Hawk engine and the same power plant was used in the batches N5330 to 5349 and 5750 to 5759 (one of which is illustrated) built by the Phoenix Dynamo Manufacturing Company of Bradford. The Longhorn had a maximum speed of 59 mph at sea level. Span, 51 ft. Length, 37 ft 3 in. Loaded weight, 1,887 lb.

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

Army Type Mo (Maurice Farman Type) 1913 Aeroplane

   Army Lt Kenjiro Nagasawa and Lt Shigeru Sawada were sent to France to study aviation during the period july 1912 to Februry 1913. At the end of their stay in Europe, they bought a Maurice Farman 1912 aeroplane which arrived in Japan by ship in May 1913. This new aeroplane proved superior to all other imported aeroplanes and japanese-made Kaishiki types in stability, control and reliability. This prompted the purchase of four more of this type, which by then, a year later, had been improved and were referred to as the Maurice Farman 1913 models.
   When these disassembled parts arrived they were studied by the PMBRA with the idea of manufacturing them in Japan. Under the guidance of Nagasawa and Sawada of the PMBRA, the Tokyo Army Artillery Arsenal in Koishigawa, Tokyo, built the airframes and the 70hp Renault rotary engines under the supervision of Army Capt Haruhiko Uemura of the Arsenal. Aeroplane number five in this Type Mo 1913 series was completed in September 1913. Eight additional aircraft were built in 1914, and beginning with No.7, steel spring heels were attached to the rear of the undercarriage skids. These could be made to dig-in and reduce the landing run. Also quite noticeable with the Type Mo 1913 was the raised seat behind the student, giving the instructor better visibility. When required, a third person could sit on the fuel tank behind the instructor. These became the first production aircraft in Japan.
   In response to Japan's participation in the First World War with action against the Germans in Tsingtao, China, the Provisional Air Corps was organized and used the Mo Type 1913 aircraft as its primary equipment. Of the five aeroplanes sent to the Tsingtao campaign in September and October 1914, four were of this type, the other being a Nieuport NG. Of these four, three were imported, and the fourth japanese-built. During this campaign, these aircraft undertook reconnaissance and bombing missions, dropping 15kg (33lb) from six bomb racks, and occasionally their crews firing pistols against rifle fire from a German Taube in air-to-air combat. This experience brought later improvements to what then became the Type Mo 1913 Armed Aeroplane with one automatic rifle and provision for six 10kg (22lb) bombs. By having a 'wireless' communication system on board one of the aerocraft, in july 1913 they effectively directed artillery fire from the air for evaluation purposes.
   These Type Mo aeroplanes were continually used for distance records, connecting major cities on flights punctuated with frequent emergency landings along the way, and experiencing other delays due to weather. But they held the spotlight in news coverage and were popular topics of conversation. In March 1915, the most distinguished combat aircraft of the Tsingtao campaign, the third Type Mo 1913, was put on display in the Yushukan Military Museum in Kudan, Tokyo, perhaps the world's first exhibit of an aeroplane with a combat record.

   Single-engine pusher sesquiplane trainer with crew nacelle. Wooden structure with fabric covering. Elevators at nose and tail. 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.
   Span 15.54m (50ft 11 3/4in); length 11.28m (37ft); height 3.45m (11ft 3 3/4in); wing area 53.8sq m (589.117sq ft)
   Empty weight 580.6kg (1,280lb); loaded weight 855kg (1,885Ib); wing loading 15.9kg/sqm 3.25Ib/sq ft); power loading 12.21kg/hp (26.91lb/hp).
   Maximum speed 51 kt (59mph); cruising speed 38kt (44mph); service ceiling 3,000m (9,843ft); endurance 4hr.
   Four imported, twenty-two built by Army Arsenal and four built by PMBRA and others.


Converted Type Mo (Maurice Farman Type) Aeroplane

   When originally built as the seventh aeroplane in May 1914 in the hangar of Tokorozawa Airfield this aeroplane was like all the other Type Mo 1913 aircraft. Flown by 2-Lt Jiro Takeda in the newsworthy flight to Tokyo on 22 May, 1914, it also established an altitude record of 2,200m on 9 june flown by 2-Lt Morikichi Sakamoto. It was then exhibited to the Crown Prince (later Emperor Showa) after landing at the Komazawa Parade Grounds. At the time Lt Sawada converted this aeroplane he had felt that it was a very lucky aeroplane, and since it was the seventh of the Type Mo, again the auspicious number, he painted number 7 on the tail.
   However, on 26 July, 1914, the aeroplane ran out of luck, for it crashed and was badly damaged at Tokorozawa Airfield while being flown by Capt Tokugawa, and for a while, its remains sat idle in a hangar. At a time when much of the military strength at Tokorozawa was participating in the Tsingtao campaign in September 1914, Lt Sawada remained behind and was put in charge of pilot training and aircraft maintenance. Taking the initiative, he reassembled what he called the lucky aeroplane from its unbroken parts and replaced many others, only this time eliminating the front elevator. When completed on 19 January, 1915,this 7th Type Mo 1913 became known as the Sawada Type No.7, or more officially because of this radical modification, Kaishiki the 3rd Year Model. This change demonstrated improvements in reconnaissance capability, an increase in stability, improved maneouvrability and higher speed. By placing a machine-gun in the front-seat location no longer restricted by the front elevator, this became the first Japanese Army aircraft to be so armed.
   This aeroplane was used extensively at Tokorozawaa for flight testing, until 26 May, 1915, when, being flown by Capt Naranosuke Oka, it crashed in a wheat field at Kitada, Tomioka Village, 4km north of the airfield, and the aeroplane was destroyed. However, because of the proven success of Sawada's modifications it introduced radical design changes in future Japanese aeroplanes.

   Single-engined pusher sesquiplane trainer with crew nacelle. Wooden structure with fabric covering. Rear 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 nose-mounted flexible machinegun.
   Span 15.50m (50ft 10 1/4in); length 9.35m (30ft 8in); height 3.66m (12ft); wing area 60sq m (645.85sq ft).
   Empty weight 485kg (1,069Ib); loaded weight 765kg (1,686lb); wing loading 12.7kg/sq m (2.6Ib/sq ft); power loading 9.45kg/hp (20.8Ib/hp).
   Maximum speed 58kt (67mph); endurance 4hr.
   One conversion in January 1915.


Akabane Aeroplane Manufacturing Works (Akabane Hikoki Seisakusho) (Kishi)

   This company was founded by Doctor Kazuta Kishi, MD, an extraordinary man with numerous diverse interests which included aviation. In 1914, he served as the director of the ear hospital (ENT) at Akashi-cho, Tsukiji, Tokyo, and was in addition known for his interests as an inventor of various machines, and an enthusiast for automobiles and swords. Achieving success in discovering a molybdenum vein in Tsurugigadake (Sword Mountain), Toyama Prefecture, he managed a refinery and undertook the manufacturing of the 70hp Renault engine using his molybdenum steel alloy. Assisting him in the technical aspects of these major undertakings were Aijiro Hara BSc and Rikichi Sasaki BSc, both graduates of Tokyo Imperial University, Department of Engineering.
   At about this time, Tsunejiro Obata, the oldest son of Iwajiro Obata, a noted civil contractor of Fushimi, Kyoto, built the airframe of a Maurice Farman 1913, financed by his father. The aircraft needed an engine, and a Kishi-Renault engine was soon mated to it. In December 1915, the aeroplane was successfully flown by Army Lt (Reserve) Takesaburo Inoue at Okinohara, Yokaichi City, near Lake Biwa. In March 1916, flown by Ieyasu Nakazawa, it was used in japan's first motion picture in which an aeroplane was part of the plot. With this, the success of the aeroplane, although punctuated by the unreliability of the Kishi-built engine, was confirmed.


Kishi No.1 Tsurugi-go Aeroplane

   Involving himself more deeply in aviation, Doctor Kishi established an aeroplane manufacturing shop in his hospital grounds, and hired Etsutaro Munesato to be in charge. The shop produced a Maurice Farman 1913 in May 1916 and Kishi named it the Tsurugi-go, later to be known as the No.1 Tsurugigo, meaning Sword-type. Taking the finished aeroplane to the Susaki reclaimed ground in eastern Tokyo, the aeroplane, piloted by Lt Inoue, flew for 1hr and 12min on 2 july of that year. With its success proven, it was taken on an exhibition tour of parts of northern central Honshu, Kyushu and Shikoku to promote aviation knowledge and to demonstrate the reliability of the Kishi-Renault engine.

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.

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.7

  Italy acquired 12 M.F.7s from Farman in 1913.
  Subsequently, the type was built under license by the Society Italiana Transacrea (S.I.T.). These were equipped with 70-hp Renault engines imported from France.
  The S.I.T -built M.F.7s entered service in mid-1913. By the beginning of the war there were four squadriglias formed on M.F. 7s:
  9a Squadriglia
  10a Squadriglia
  11a Squadriglia
  12a Squadriglia
  When Italy entered the war in 1915 the M.F.7s (alongside M.F.11s) were assigned to the 1a,2a, 4a, 6a, 10a, Ila, 12a, and 13a reconnaissance and bombing squadriglias. Two army cooperation squadriglias, Nos.6a and 7a, also used both types of Farmans.
  By 1916 most of the M.F.7s had been assigned to training units and were replaced in front-line squadriglia by M.F.11s.
  See entry under M.F. 11 for unit histories.


M.F.7 two-seat reconnaissance aircraft with one 70-hp Renault engine
  Wingspan, 15.54 m; length, 11.50 m; height, 3.25 m; wing area 60.50 sq m.
  Empty weight 580 kg; loaded weight 857 kg; payload 277 kg
  Maximum speed, 90 km/h; climb to 1,000 m. in 20 minutes; endurance 3 hours

Журнал Flight

Flight, July 6, 1912.

THE MAURICE FARMAN BIPLANE.

   SEEING the new machine of this make flying at Hendon, one unconsciously looks upon it as one of the most modern of military biplanes. So, actually, it is; and yet is not the main design of that machine already two years old? For quite two years Maurice Farman has had a machine that, almost unaltered, still ranks to-day among the best, more than which it would be difficult to say to the credit of any designer.
   The machines' chief forte is its ability to lift weight. It was simply its capabilities in this, direction that enabled Fourny to capture the world's record for duration in one of these biplanes on September 2nd, 1911, a distinction that he has held unchallenged for ten months. Fourny remained in the air, grinding round a ten kilometre circuit for 11h . 1m. 29s. To keep his motor in operation for that length of time he carried with him 100 gallons of petrol and 11 gallons of lubricating oil, altogether a weight of close on 800 lbs. in fuel alone. Then in the French Military trials the Farmans - both Henry and Maurice - were bent on more weight lifting honours for their three machines that fulfilled the whole of the conditions - and there were only seven all told that survived - carried out the final test, weight carrying across country, loaded up with a useful weight of 990 lbs. in place of the 660 lbs. stipulated in the conditions. Even then the speeds of the machines were not very seriously reduced, for Barra covered the 300 kiloms. averaging 47 1/2 m.p.h., cross-country, while Fischer, on the Henry Farman, was some few miles per hour faster.
   The points that impress themselves upon one, seeing the machine flying, are its rapidity at climbing and its remarkably fine gliding angle. Regarding the former, it has been timed, in England and quite recently, to climb, fully loaded, to 1,000 ft. inside of 5 mins. Some week or two ago, in France, Mr. Holt Thomas tells us one machine climbed to 7,000 ft. in 25 mins.
   But let us review its construction, briefly - for a description of the machine has already appeared in FLIGHT. The main cellule is composed of two double-surfaced planes, unequal in span, braced together to form a box girder. Ailerons are employed for lateral balance, but they differ from those of the Henry Farman type in that they are interconnected, so that when those on one side are lowered those on the other are raised a corresponding amount. This provision does much to eliminate the necessity of using the rudder when operating them. The struts separating the two planes are hollow, except for those immediately on either side of the engine-bed. These are of solid ash; those directly above the landing-chassis are of ash but, as we have said, hollow, and the remaining cellule struts are shaped from silver spruce. Indeed, most of the woodwork on the machine seems to be hollow. Even the struts supporting the machine on its chassis are fashioned on this principle to save weight.
   The landing gear itself is quite characteristic. Two long skids, shaped from solid cleft ash, proceed from below the machine until they meet the front elevator. They are attached to the main frame cellule by a forward structure of silver spruce, and across each skid is strapped, in typical Farman fashion, a pair of landing wheels. The tail needs no description, for apart from being of a different shape and doubled surfaced it presents very little difference from the Henry Farman tails, with which all are familiar. But there is the peculiarity that the tail outriggers, of silver spruce, are hollow.
   The control is, to English observers, more novel. A double handgrip of pressed steel is mounted on a vertical column, which is arranged to swing longitudinally. Rocking it to and fro adjusts the forward elevator, by means of a steel tie-rod, for ascent or descent respectively. Lateral balance is controlled by rocking the handgrip laterally. Two wooden pedals control the steering. Pilot, passenger, and motor are located in a boat-shaped fuselage, constructed of ash and covered in with fabric.
   The motor is a 70-h.p. 8-cylinder Renault, air-cooled by the customary Renault practice of forced ventilation. It drives a Chauviere propeller of 2 in go diameter and 1 in 90 pitch, at 900 r.p.m. The normal engine speed is 1,800 r.p.m., for the drive is taken from the reinforced cam-shaft.
   A noticeable point about the machine at present flying at Hendon is that it has no oil-tank. All the oil necessary for a four-hours' run - some 15 litres - is stored in the engine sump, and unless longer periods of running are required there is no necessity for one to be fitted.
   Now that the real Farman machines are about to be built extensively in this country by the Aircraft Co., we may expect to see rapid and far-reaching increase in the practical interest that English pilots have always taken in these machines, which have been so thoroughly and deservedly successful in France.


Flight, July 27, 1912.

THE MILITARY COMPETITION - THE MACHINES.

THE MAURICE FARMAN BIPLANE.

   THE Aircraft Co. of St. Stephen's House, Westminster, have entered for the forthcoming Military Trials at Salisbury one Farman biplane. It is the identical machine that Verrier has been flying at Hendon these last two or three months that will represent them. This in itself is remarkable. Many, we might almost say most, of the constructors entering for the Trials have designed and built special machines to comply with the published requirements. So great a faith have the English representatives of the Farmans in the product under the design of the brother Maurice that they are supplying a machine, as it were from stock, to uphold their reputation. All the more honour to them if they do well. It would be unnecessary to recall at length the characteristics of this machine, for we described it fully as recently in the issue of July 6th. The photographs we publish, together with a resume of its main features, will suffice.

Main characteristics:-
Motor 8-cyl. 70-h.p. Renault
Area: main planes 552 sq. ft.
Area: tail 120 ft.
Area: elevator 28 sq. ft.
Length 39 ft. 10 ins.
Span: upper 50 ft. 6 ins.
Span: lower 37 ft.
Speed 55 m.p.h.
Total area 700 sq. ft. approx.
Useful load 800 lbs.


Flight, February 8, 1913.

WHAT THERE WILL BE TO SEE AT OLYMPIA.

THE MACHINES.

The Aircraft Manufacturing Co., Ltd.

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


Flight, September 20, 1913.

Fournv's Daily Flights Terminate.

   WITHOUT a break from day to day, Fourny maintained his extraordinary series of flights in connection with the Coupe Michelin on the Etampes-Gidy course, until Monday night of this week, when he had covered 15,686 kiloms. Fourny had the intention of finishing at 20,000 kiloms., but this was not to be. On Sunday last the weather was extremely trying, but, in spite of violent rains and wind, Fourny continued on and seemed none the worse for the bad experience of the day, whilst his machine was running, if anything, better than ever.
   On Tuesday, after 23 days' flying, Fourny had at last to confess himself beaten by the all conquering wind, which was blowing hard from the start in the morning, regaining double vigour after the first hour or two. He managed, however, to complete four tours of the circuit even under these circumstances, but retired in the fifth, after having struggled valiantly to add to his total. The exact distance covered by him was 16,090.800 kiloms., but only I5,990.8 kiloms. will count for the Cup as the fifth circuit was not actually completed.
   All honour to Fourny, the Maurice Farman, Renault engine and Chauviere propeller for the magnificent series of flights over 23 consecutive days.


Flight, November 1, 1913.

MEN OF MOMENT IN THE WORLD OF FLIGHT.
PIERRE VERRIER.
PILOT.

   ONE of the most popular pilots at Hendon, and recognized as a past master of the Maurice Farman biplane is Pierre Verrier. Previous to his coming to England in the middle of last year, his flying had not brought him prominently into the public eye. As a matter of fact he qualified for his pilot's certificate on a Voisin biplane at Juvisy at the end of 1910, but it was not until the following February that he actually got his ticket. It is numbered 390 - a multiple of 13, but Verrier is not superstitious - and it is one of a batch of 49 which were issued by the Aero Club of France at its monthly meeting on Feb. 3rd, the names of the other pilots including John Weston, Gustav Hamel, Rene Hanriot, Andre Debuissy, Prince de Nissolles, Maurice Chevillard, Pierre Gougenheim, Georges Boillot, and Jules Goux, the last two of whom did not continue in aviation, but returned to motor car racing.
   Early in 1911 he joined the Maurice Farman school and did a good deal of piloting of the ordinary type. He demonstrated his qualities as a cross-country flyer when, in January of last year, he flew one of the Maurice Farmans, which had taken part in the French military aeroplane trials, from Rheims to Buc. Upon the Aircraft Manufacturing Co. taking over the control of the Farman machines for Great Britain, he was engaged by them and made his first public appearance at Hendon on June 1st, 1912. Regular visitors to the popular London aerodrome will remember that his debut was a notable one, his steep climbs and very long glides creating quite a sensation, while the way in which he varied the speed of the machine by throttling the engine, was a revelation. Verrier took part in the speed handicap on this occasion, and had an easy win, albeit he lost a little time through touching No. 6 pylon; he noticed the fault, and banking the machine steeply, made a complete circuit of the pylon.
   Verrier is a good cross-country flier, and frequently flies from Hendon to Farnborough with machines purchased by the Government; in fact, he often makes this journey twice a week. On the occasion of Mr. C. Grahame-White's wedding he flew over to Chelmsford, and gave a fine display on the Maurice Farman for the entertainment of the guests assembled for the wedding. Lately he has done some flying on the Henry Farman machine, and it will be remembered that his mount in the Aerial Derby was of this type. Verrier is very popular with passengers and never lacks a companion when he makes an ascent. This is perhaps the greatest compliment which one could pay to his careful flying.
"THE HAWK."


Flight, May 22, 1914.

THE AERIAL DERBY.

THE PILOTS AND HOW TO RECOGNISE THE MACHINES.

No. 7. The 100 h.p. M. Farman Biplane.
   This machine will be readily recognised, as it is the only one in the race having a front elevator.

THE MACHINES AND HOW TO RECOGNISE THEM.

No. 7. The 100 h.p. Maurice Farman Biplane is the identical machine on which Mr. Jack Alcock has been doing such a great amount of excellent flying during the past months. Instead of the 70 h.p. Renault engine usually fitted on the Maurice Farman biplane, this machine is equipped with a 100 h.p. Sunbeam engine, which of cour.se increases its speed considerably.


Flight, July 24, 1914.

EDDIES.

   By flying from Brooklands to the Brighton-Shoreham aerodrome on Saturday week in order to compete in the speed event in the afternoon, Jack Alcock added a little bit more to the steadily growing tale of cross-country flying on his Maurice Farman biplane with 100 h.p. Sunbeam engine. It may not be generally realised that the mileage is now somewhere in the neighbourhood of 30,000 miles, an excellent record for pilot as well as both aeroplane and engine. The little jaunt from Brooklands to Brighton with a passenger was made in just over half an hour.


Flight, May 21, 1915.

EDDIES.

   What happens to the aeroplanes captured during the war? This is a question that has often been asked, and one which is not readily answered, since it is not easy to obtain authentic information on the point. Just now and again a little daylight is let in upon the mystery. For instance, a Taube and an Aviatik have been and probably are still on view in Paris, and I would not be surprised if anyone told me there are a couple of captured German aeroplanes down at Farnborough - an L.V.G. biplane and a Fokker monoplane. It has not, so far, emerged that the Allies employ captured enemy machines even if these happen to fall into our hands in a serviceable condition. In the majority of cases the probabilities are that a machine brought down is either badly damaged in landing or else is deliberately set on fire by the pilot. Besides, the utility of a captured enemy aeroplane is a questionable asset, as - to point a moral - a great number of the German planes are readily distinguished from those of the Allies, and the substitution of a Union Jack for the black cross would hardly prevent such a machine from being fired on by our own troops, if flying at any height, even granting for the moment its usefulness for raids over German territory. On the other hand, the accompanying illustration, taken from Flugsport, seems to indicate that the Germans do employ captured French machines. It will be seen that the rosette of the French colours has been obliterated from the wings of this captured Maurice Farman biplane and the black cross substituted. The nose of the nacelle has been "decorated" (or the reverse, according to taste) with the German eagle. Whether this machine is employed for actual war service or not it is impossible to say, but the crosses and eagle seem to point to such an object being in view. This supposition is further strengthened when one knows that the Germans are actually building imitations of French machines, two firms for instance - the Fokker and the Hanuschke - having constructed monoplanes which could not possibly be distinguished from Morane-Saulnier monoplanes when flying at anything above a few hundred feet.