M.Goodall, A.Tagg British Aircraft before the Great War (Schiffer)
Deleted by request of (c)Schiffer Publishing
SOPWITH Gun carrying hydro-biplane Type GPH
This large pusher seaplane, Serial No.93 was ordered on Contract CP01717/13X7344, and instructions to the works to proceed were issued on 27 May 1913, with delivery required to the Isle of Grain by 13 August 1913. Initially a 120hp Austro-Daimler was specified, for a total aircraft cost of .2,650 increased to .3,050, when the engine type was changed to a 200hp Salmson at the end of the year.
The aircraft was delivered on 4 February 1914 and had passed its tests by 29 February 1914, but the penalty for the delay, reduced the price by one third. Delivery was actually made to Calshot, where trials of various guns, up to a Vickers 12 pounder, were carried out.
No.93 was returned to the Sopwith Works for rebuild on 29 June 1914. The triangular tail frame was replaced by a rectangular one. The existing tail booms and tailplane were reconstructed by using as much as possible of the original parts. Two rudders were fitted in place of the existing one. The work was completed by mid-July and No.93 was returned to Calshot.
The aircraft was deleted in August 1914. No details or photographs are available but the type formed a basis for other Sopwith pusher types.
Power: 200hp Salmson (Canton-Unne) fourteen-cylinder water-cooled radial.
Data
Speed 60mph
Endurance 4hr
SOPWITH school sea or land pusher biplane Type SPAz & SPGn
Admiral Kerr, who had been seconded to the Greek Navy, ordered three dual controlled seaplanes for training purposes by letter dated 13 October 1913, on behalf of the Greek government, and these were immediately put into work. The total price was .6,205 less one per cent for the fund for widows, with delivery to be made by sea in April, May and July 1914.
The British Admiralty followed with an order for two similar machines Nos.123-124 on Contract CP54578/13X15783, instructions for which were issued to the works on 25 October 1913, with delivery to the Isle of Grain finally made in March 1914 at a total cost of .2,605 as eventually negotiated.
These aircraft were assembled at Hamble and Woolston and test flown by Howard Pixton, with official acceptance, including that for the Greek machines, at Calshot. A further batch of six aircraft was ordered by the Greek government and instructions for these were issued to the works on 18 February 1914. Five were completed as pushers but one was built as a tractor seaplane similar to the 'Circuit of Britain' seaplane Type D.3 (q. v.). At the outbreak of war these aircraft known as Type SPGn were commandeered by the British Admiralty, and were delivered between July and October 1914 as serial Nos.897-901. They differed from the first batch in being fitted with Gnome Monosoupape engines and there was a requirement for the dual controls to be made removable, to enable a Lewis gun to be fitted for an offensive role. Cover was on Contract CP50330/14X13443 for a total of .18,356.
The design was of a typical pusher biplane of the period, with three bay wings and smaller center section bays. The tail booms were attached at the intersection of the outer center section struts, with the wing spars. The tail booms tapered in plan to the rudder post and the upright struts were staggered, and divided the booms into four bays. The crew were housed in tandem cockpits in the nacelle forward of the wings. The machine was mounted on two main floats on inverted vee struts, below the outer center section struts; the floats were also stabilized by struts to the lower longerons and by cables, and were sprung by leaf springs at the four main attachments. A small cylindrical tail float was fitted. The RNAS operated some machines as landplanes with four wheel, twin skid undercarriages.
The control surfaces consisted of ailerons on top and bottom wings, a semicircular tailplane, which was soon enlarged to a rectangular shape to improve stability, and a shield shaped rudder with a small balance area; the rudder was mounted between the booms and was also subject to enlargement after early tests. The engine stalling gear was also subject to breakage on the early machines.
Power:
100hp Anzani ten-cylinder air-cooled two-row radial driving a 8ft 6in diameter propeller fitted to the first three Greek and two British machines Nos.123-124.
100hp Gnome Monosoupape nine-cylinder air-cooled rotary fitted to 5 Greek machines commandeered by British Admiralty as Nos.897-901.
Data Seaplane. Landplane.
Sopwith drg.no. 119 199
Span 50ft 50ft
Chord 5ft 1 l/2in 5ft 1 l/2in
Gap 5ft.4 3/16in 5ft4 3/16in
Area 480 sq. ft 480 sq. ft
Length 30ft 2 3/4in 30ft 3/8in
Height 12ft 10ft 9in
Weight 1,485 1b. 1,185 1b.
Weight allup 2,2001b. 1,900lb.
Tail float 4ft 4in long x 1ft dia. -
Main floats 14ft long 2ft 5in
beam 1ft 11in deep
Tailplane span 11ft 11ft
Tailplane area 35 sq. ft 35 sq. ft
increased to 55 sq. ft
Elevators span 12ft 3in 12ft 3in
Elevators area 22 sq. ft 22 sq. ft
Rudder area 9 sq. ft 9 sq. ft
increased to 12 sq. Ft
H.King Sopwith Aircraft 1912-1920 (Putnam)
Pushers and Gun Buses
Just as it has been thought fit to accord a single chapter to the Bat Boats, their notable variations notwithstanding (for in truth they represented a species rather than a type) so, now, we consider those wholly individual Sopwith products genetically called 'Gun Bus' though including also the 'Greek Seaplane' and the Pusher Seaplane Gun-carrier No. 127'. (Though the Bat Boats were themselves of pusher form they had, as we have seen, a very strong marine individuality of their own).
The true chronology and lineage of the family of floatplanes and landplanes now to be studied is indeterminate and unimportant; but they were all of 1913/14 vintage - even though production of the last Robey-built landplanes was still in hand late in 1915.
At this early point in our account it must be remarked that as long before the war as August 1913 (one whole year, that is) there was a seemingly firm report of a Sopwith type then known as 'the 80-ft. span machine", and as mentioned in the following context (the rendering being a precise transcription):
'The dimensions of the floats for the "gun ‘bus" are:- Length, 16 ft.; beam, 2 ft. 9 ins. For those on the machine of 80 ft. span the length is 20 ft. and the beam is 3 ft. 9 ins. It is interesting to note that, although the total weight of the latter machine in working order is somewhere in the region of 2 1/3 tons, the loading per square foot, owing to the enormous span, is very nearly as small as that on the average Brooklands "box-kite". We await its trials with more than ordinary interest, for with its engine of 240-H.P. and its span of 80 ft. something distinctly unusual in the way of weight-carrying and decollage from the water should be seen."
Here, then, we have two different (or differentiated) aircraft: one of unstated span, referred to as the 'gun 'bus' and having floats measuring 16 ft (4.9 m) in length; and another, called "the machine of 80 ft. span' (24.4 m), having much bigger floats 20 ft (6.1 m) long, and a whole foot (0.3 m) broader in beam and powered with an engine of unusually high output (240 hp) which, jointly with the great span (and implicit aspect ratio and area) was expected to confer extraordinary lifting capacity.
There is now a great temptation to affirm that the smaller machine of this pair was the gun-carrying floatplane bearing the British Service number 93 and having an Austro-Daimler engine of 120 hp, while the huge weight-lifter with double the power was another gun-carrier, numbered 127.
Temptation having thus been recognised, it is permissible to advance the reasonable assumption that such an affirmation would be approximately true, and accordingly to restate the following entry from British Aircraft Armament 1909-1939, made under the heading 'Sopwith Pusher Seaplane Gun-carrier No.127'. Thus:
'The identity and significance of this historic aircraft is apparently now established for the first time, the significance being that it was armed with the 1 1/2-pdr Vickers gun before that weapon was transferred to Short S.81 No.126. First, there is the testimony of Sir Arthur Longmore that "one of our Sopwith pusher seaplanes" (at Calshot before the 1914 war) carried a 1 1/2-pdr gun weighing 265 lb, with which Lieut R. H. Clark-Hall conducted many successful tests. Second, it was stated on the occasion of the Naval Review in July 1914 that a "Sopwith Gun Carrier" with 200-hp Salmson (Canton-Unne) engine was unable to fly because of tail alterations. On this same occasion the Short S.81 No.126 was present carrying a 1 1/2 pdr gun and it was remarked: "The gun on the Short is the biggest weapon yet used in aircraft. It was first used on the Sopwith, and later was used to test the Short's ability to stand the recoil."
'Aircraft No 127 is on record as being a Sopwith with 200-hp Canton-Unne engine, and it may be supposed that this and the Short machine were ordered as a pair for trials with heavy guns. That No.127 was of the well-known Greek Gun Bus type is certainly open to question, having regard to the fact that this was a much smaller machine than the Short No.126 ... and there can be little doubt that No.127 was the Hydro Biplane Type S of 80 ft span, already associated by J. M. Bruce with a quick-firing gun. Thus No.127 must take its place in history, not only on account of its big gun, but as the largest British aeroplane of its time.'
The foregoing extract is quoted not with any motive of vindication but to stress these points: (1) That Sopwith appear to have built 'the largest British aeroplane of its time' a feat which, in itself, should go far towards justifying the issue of this present book. (2) The company's early use of increasingly powerful engines now in the 200 hp+ bracket. (3) This same company's equally early involvement with the development of aircraft armament. (The stressing of any aeroplane to withstand the recoil of a 1 1/2 pdr gun, especially when this was exerted in any of several directions, was a job demanding mathematical skill, as well as structural ingenuity). (4) The inception of peculiarly Sopwith armament innovations - all of which will later have their places in these pages, and best exemplified, perhaps, by the classic '2 x 0.303 in.' installation on the Camel: by multi-gun combinations on the Dolphin and Snark; internal stowage on bombers ranging from 1 1/2 Strutters to the Cobham; and pioneering work in the highly specialised field of torpedo-dropping.
Such swiftly mounting experience and, even more important, determination to lead and be seen to lead (for the haze around the '80 ft span machine' may well have arisen from 'security' rather than obscurity) must inevitably have aroused commensurate interest overseas; and although the German Bat Boat has already had its place, the first Sopwith export order for aeroplanes in quantity came from Greece. This event was signalled in Flight of 10 July, 1914, by the printing of four fine photographs, though these featured personalities rather than aircraft and were accompanied by the merest note under the old 'rag-bag' heading Eddies. Thus:
'Some details are to hand regarding the work of Capitaine de Freigate Collyns P. Pizey, who before his appointment to the Marine Royale Hellenique, was so well known to our readers from his connection with the Bristol Co. A very flattering report is given of the work of the Anzani-engined Sopwith "pusher" seaplane, which in one month was flying for some 40 odd hours [sic]. Five Greek officers have been trained on it, and they are now ready for solo flights. This is probably the first time that naval officers have been taught to fly directly from the sea without first doing land flying.'
Another Sopwith 'first'?: eloquent testimony, surely, not only to the tractability of the first (dual-control trainer) Sopwith Anzani-engined 'Greek Seaplane' (as we shall call the type concerned) but indicative also of the distinction now arising between 'sea’ and 'land' flying. The following facts must, however, be appended:
The man behind the scenes here was not, in fact, Collyns Pizey, but Rear-Admiral Mark Kerr, an air-minded British Naval officer who had been appointed in 1913 as an advisor to the Greek Government. Though in British naval-air history the name of Mark Kerr is inevitably overshadowed by that of Sir Murray Sueter there was certainly liaison between the two men concerning the 'Greek Seaplane", not least respecting coast-defence in narrow waters - a problem facing Greece as well as Britain. It was, as matters transpired, through long Anglo-Greek associations, as much as by a twist of fate, that in April 1929 the Hawker company (Sopwiths' successor) received an order for six Horsley torpedo-bombers, as adopted for coast-defence by Britain. Six, likewise, was the number of ‘Greek Seaplanes' ordered as gun-carriers, though these were additional to the single machine supplied as a sample and a trainer - and clearly the one referred to in the quoted Flight report.
The fourth machine of the main Greek order for six gun-carriers - to which type the designation 'S.P.Gn.', signifying Sopwith Pusher Gun [carrier] was seemingly applicable was already on test at Woolston, Southampton, by late June 1914; but when war came in a few weeks' time the entire batch of Greek Seaplanes was taken over by the British Admiralty. To these the Service numbers 896-901 were apparently allocated, though the reported fitting of 200 hp Canton-Unne engines in the aircraft so numbered adds confusion - especially so as C. F. Snowden Gamble recorded in his splendid book The Story of a North Sea Air Station that Nos.897, 898 and 899 were at Great Yarmouth in September 1914. powered by 100 hp Gnome engines. More comprehensible, having regard to later developments yet to be recorded, is the classifying of these three examples as 'bomb droppers' as well as 'gun machines'.
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P.Lewis British Aircraft 1809-1914 (Putnam)
Sopwith Greek Seaplane
During 1913 one dual-control pusher seaplane trainer with a 100 h.p. Anzani engine was supplied to the Greek Naval Air Service. Six additional operational aircraft were ordered in March, 1914, without dual-control and fitted with a machine-gun in the nose, but were taken over by the Admiralty on the declaration of war. Span, 50 ft.
J.Bruce British Aeroplanes 1914-1918 (Putnam)
Sopwith Greek Seaplane and Gun Buses
IN 1913 the Sopwith company produced a two-seat pusher biplane seaplane, powered by a 100 h.p. Anzani radial engine and fitted with dual control. It was a typical nacelle-and-tail-booms pusher with four-bay wings of equal span; an unusual characteristic of the design was the forward rake of the upright struts between the tail-booms. There were two single-step main floats and a small tail-float. The tail-unit bore a family resemblance to that of the Bat Boat No. 2.
This machine was bought by the Greek Government. It was flown at Eleusis, whence Collyns P. Pizey had gone in September, 1913, to organize the Greek Naval Air Service, and did some useful work. The Sopwith pusher seaplane was still flying in 1915, thanks to the attention given to it by the four British mechanics whom Pizey had taken with him. This performance was the more meritorious because there were at first no hangars or workshops at Eleusis, and the seaplane had to be moored in the open.
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SPECIFICATION
Manufacturers: The Sopwith Aviation Co., Ltd., Canbury Park Road, Kingston-on-Thames.
Power: Greek Seaplane: 100 h.p. Anzani.
Журнал Flight
Flight, July 10, 1914.
EDDIES.
SOME details are to hand regarding the work of Capitaine de Freigate Collyns P. Pizey, who before his appointment to the Marine Royale Hellenique, was so well known to our readers from his connection with the Bristol Co. A very flattering report is given of the work of the Anzani-engined Sopwith "pusher" seaplane, which in one month was flying for some 40 odd hours. Five Greek officers have been trained on it, and they are now ready for solo flights. This is probably the first time that naval officers have been taught to fly directly from the sea without first doing land flying. The names of the first five officers to join the corps that Mr. Pizey is organising for the Greek Government are :- Lieut. Moriatinis, Lieut. Papageogin, Lieut. Panioton, War. Officer Meletopoulos and War. Officer Courbelis. The conditions under which the school is working are anything but favourable, as there are no sheds or shops, but in spite of that good progress is being made. Some time ago Mr. Pizey made several flights over the British fleet anchored in Phaleron Bay, and among the passengers taken up was Admiral Mark Kerr. In connection with his work Mr. Pizey has the assistance of four keen British "boys" - Lapray, Gaskell, Simms, and Radley - who rank as warrant-officer mechanics.