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Страна Конструктор Название Год Фото Текст

Breguet G.4

Страна: Франция

Год: 1913

Breguet - 3 - 1910 - Франция<– –>Breguet - La Marseillaise - 1913 - Франция


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


Deleted by request of (c)Schiffer Publishing


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


Breguet HU 3

  Two HU 3 floatplanes, were obtained by Italy before the war.

Technical

  Biplane floatplane with crew of two seated in tandem; however. The engine was a 135-hp Canton-Unne (Salmson) fixed engine.
  Wings - two bay biplane with the upper wing longer than the lower wing. Th upper wing had a 1.80 m overhang. The wings have a rectangular configuration, with a rounded tips and a thick profile. This shape was used in other, earlier Breguet designs as it had been tested in the Eiffel wind tunnel.
  The wing structure had a metal central spar and four other wooden spars, aft of the leading edge. The main ribs protruded somewhat beyond the trailing edge, and their ends were connected with metal wire. The ribs were spaced at approximately 0.12 m intervals.
  To strengthen the wing, numerous rigging wires were used from the bow of the float connecting the struts. Other wires passed from the struts to the tail of the fuselage.
  Fuselage - The fuselage had four longerons of steel stiffened with metal posts and crossbeams. They main fuselage was canvas covered, but the forward part with the engine was covered by aluminum aluminum sheets to reduce air resistance. The radiators were composed of bundles of thin tubes attached to the sides of the fuselage.
  Floats - The shape of the Breguet central float was characteristic for that firm. It had chines on the sides because the frames - straight and vertical - met at the surface of the bottom along two edges that end up on the bow.
  The dimensions are as follows: Length 4.80 m; width 1.50 m; height 0.55 m; volume 2,700 cubic meters
  The volume of 2,700 cubic meters allowed for a displacement which could support a machine twice as heavy. The central float was divided into multiple watertight compartments by longitudinal and transverse bulkheads. Its structure, however, was remarkably light.
  Tail Unit - The tail had oblique horizontal stabilizers and ended in a small step with a vertical wall. This structure was intended to strengthen the airframe and avoid vibrations or testing when exposed to wind eddies.
  The connection of the float to the device is ensured by means of uprights, two under the forward area attached to the fuselage, just behind the engine, and two others to the center of airframe (probably at or near the center of gravity). The points of attachment to the float were hinged, so that the hull could undergo slight rotations and the stern strut supports were elastic. The special system of these struts consists included a pair of oil-pneumatic shock absorbers, placed almost under the center of gravity, to dampen shocks due to ditching or waves.
  Along the upper edge of the float, in the forward section, a metal sheet was fitted to protect the propeller from splashing water.
  The outer floats, necessary for transversal stability in water, were fitted under the intermediate uprights. These floats were 1.90 m in length, 0.70 m wide, and had a volume of about a quarter of a cubic meter. They were supported with a single post plus several wires, one of which, the front, attached to the upper end of the post. The threads were elastic to allow the float a limited amount. The two stabilizing floats were also connected by means of tubes to the central float.
  The tail float had an unusual shape, with a “V” shaped part starting from the keel, while the upper part was almost flat. It was supported by four struts and various wires at the tail of the fuselage. While sitting on the water both the central and tail float would be immersed at 9 °.
  Flight Controls - The entire rudder and tail form a single, cruciform configuration connected to the end of the fuselage with a universal joint, so that the movements of the assembly were free when one or the other of the rudders was operated.
  The rudder had a span of 4.00 m and width of 1.45 m. The surface area was 4.60 sq m.The directional rudder was symmetrical. The vertical, triangular tail, which starts from the passenger seat had a surface area of 0.70 sq m.
  Both rudders were balanced, and were held in the medium equilibrium position by means of spring ties.
  The steering wheel controlled the horizontal rudder with the usual forward and backward movements of the lever, or the vertical rudder by means of its rotation.
  Lateral control was via the aileron system.

Operational Service

  The speed of the HU 3 was modest due to its somewhat high drag, ungainly layout, plus an engine of modest power.
  The Breguet seaplanes were usually equipped with wireless telegraphy (transmitting apparatus).
  During the war in Libya, eight civilian and eight military pilots were sent to Tobruk and Derna. The Flottiglia Volontari di Piloti (Civil Volunteer Civil Aviatos Fleet) reached Denza (Derna) on 25 November and Tobruk on the 28th. They were then divided into the 3a and 4a Plotone di aviazione autonoma (Autonomous Aviation Platoons). The civilians were provided with one Regia Marina Breguet HU 3 floatplane and a Deperdussin (listed as a “Concours Militaire 1911”) with a 100-hp Clerget engine.
  The HU 3s were embarked on the Dante Alighieri in 1913 and 1914. The aircraft were carried on top of Current number 2 and had to be taken in and out of the water using a ship’s crane.
  One was out of service at the end of 1915; it is uncertain as to when the second Breguet was SOC.


Breguet HU 3 two-seat floatplane with a Canton Unne engine
  Wingspan 15.40 m; length 10.20 m; height 3.50 m; wing surface area 47 sq m
  Empty weight 900 kg; payload 250 kg; loaded weight 1,150 kg
  Maximum speed 90 km/h; range 250 km
  Two acquired by the Regia Marina


Журнал Flight


Flight, December 13, 1913.

THE STANDS AT THE PARIS AERO SHOW.

BREGUET.

   The Breguet firm are showing on their stand one complete hydro-aeroplane with a large central float and two smaller ones situated about half-way along the main planes. Between the two front members of the chassis is mounted a strong headlight which derives its current from a "Radios" dynamo. In addition is shown a fuselage which has been left uncovered for the purpose of showing the new construction, which appears to be a great improvement on that employed in earlier machines. A wireless transmitting apparatus is fitted in front of the observer's seat, where is mounted on a small writing desk the telegraph key and a writing pad. One is inclined to think that the use of the latter would be somewhat hampered by the vibration of the machine when in flight, as the table is not sprung in any way.


Flight, December 27, 1913.

THE PARIS AERO SALON - 1913.

BREGUET.

   The first impression one receives of the Breguet hydro-biplane exhibited is one of strength and power, and a closer inspection confirms the correctness of this impression. In its general lines this machine resembles the previous Breguet hydros., but an examination of the constructional details soon reveals numerous improvements which should almost totally rectify most of the points that met with adverse criticism in earlier machines of this make.
   The fuselage, which is still built of steel practically throughout, is constructed on a quite different and greatly improved principle. It will be remembered that in the earlier machines the rear portion of the fuselage consisted of a single steel tube stiffened with wire bracing which, whilst probably perfectly safe as far as bending stresses are concerned, could not be all that was to be desired for torsional strains. In the present machine this single tube has been supplanted by four thinner steel tubes forming a girder in the more orthodox way with struts and cross members and diagonal wire bracing. On this steel structure are mounted wooden distance pieces connected by longitudinal stringers, which gives the fuselage its streamlined form, the whole being afterwards covered with fabric. The two seats are arranged tandem fashion, the pilot occupying the front one. In front of him are the controls which consist of a rotatable handwheel for steering and elevation and descent. A foot-bar actuates the ailerons, with which one is pleased to note that this machine is fitted. Another improvement has been effected in the wing construction, as the flexible mounting of the ribs on the tubular spars has been discarded. One cannot help wondering, however, why M. Breguet does not go a step further and employ two rows of struts, which method of construction would increase the strength immensely and more than compensate for the extra weight and head resistance of a few extra struts. However, a diagram displayed on the stand shows a loading test, which appears to have proved that the new wing construction possesses ample strength for any practical purpose.
   The machine is supported on the water by a big central float and two smaller ones under the first pair of inter-plane struts. The centre float is attached to the fuselage by four steel tubes, of which the rear pair have coil springs introduced in them, while the front pair forms a swivelling joint with the float, thus providing springing of the rear portion of the main float. A small tail float protects the tail planes against contact with the water. The engine - a 130 h.p. Salmson radial water-cooled motor - is mounted in the nose of the fuselage on steel bearers, which are further strengthened by two tubes running up to the upper ends of the two inner plane struts. The radiator, which has been given a shape resembling that of a wing section, is mounted in the place usually occupied by the centre part of the upper plane, a position which ought to combine the advantages of little head resistance and effective cooling.
   In order to facilitate alighting in the dark, a strong headlight has been fitted on a transverse tube between the two front chassis struts. The current for this headlight is furnished by a "Radios" dynamo.
   The tail planes are of the usual Breguet cruciform type, and are attached to the fuselage by means of a universal joint. A very large tail fin runs along the top of the fuselage from the passenger's seat back to the tail. The object of this fin, which is not fitted on the land machines, is, no doubt, to balance the considerable side area of the central float. The front portion of the fuselage is covered with aluminium, which is fitted very nicely round the engine cylinders, of which only the upper part projects outside the aluminium.
   The rear part of the fuselage is covered in the usual way with fabric applied to the longitudinal stringers which give the fuselage the streamline form.
   The uncovered fuselage shown is of a similar construction to that of the hydro., and is interesting chiefly on account of the wireless apparatus with which it is fitted. The key of the transmitter is mounted on a small table in front of the observer, and the practical demonstration of the wireless given at the Show never fails to attract a great crowd of interested onlookers, as the hissing of the sparks can be heard distinctly to the farthest corner of the Grand Palais. The wireless installation has been carried out by the Societe Francaise Radio-Electrique. The output of the transmitter is 750 watts, and the frequency is 1,500 periods. It has a range of 200 kiloms., and the total weight is 47 kilogs.
   The workmanship in the complete machine as well as in the skeleton fuselage is very good, although no attempt has been made to provide a highly polished "show finish."

L.Opdyke - French Aeroplanes Before the Great War /Schiffer/
A Breguet U-2 hydro, perhaps No 87.
L.Opdyke - French Aeroplanes Before the Great War /Schiffer/
Breguet G-4, No 147, hydro. There, is clearly no relation between the G-3 (in text) and the G-4, except for the engine.
Журнал - Flight за 1913 г.
A Breguet waterplane of the same type that Bregi has been flying at Brighton daily. This machine is fitted with a 130 h.p. Canton-Unne motor and with compressed air self-starting arrangement. Bregi has been taking up two and three passengers at a time.
Журнал - Flight за 1913 г.
A Breguet getting ready to rise.
J.Davilla - Italian Aviation in the First World War. Vol.2: Aircraft A-H /Centennial Perspective/ (74)
Breguet HU 3 floatplane in Italian naval service. (Roberto Gentilli)
P.Jarrett - Pioneer Aircraft: Early Aviation Before 1914 /Putnam/
The Breguet central-float seaplane flown by Bregi during the Deauville meeting in August 1913.
Журнал - Flight за 1913 г.
The Breguet biplane at the Paris Salon.
Журнал - Flight за 1913 г.
The Breguet hydro-biplane.
Журнал - Flight за 1913 г.
Observer's seat and wireless installation on the Breguet.
Журнал - Flight за 1913 г.
Main float of Breguet hydro.