Bombers a Melee 1914-19 “1914-19 Eu eure eae Pe a een CU eS De Ure Daca)ee lat tst—~—~S~s ‘Bombs were dropped from an aeroplane at leat as cary as November 911, " ia of World Aircraft in Colour ep seyeet tor isomiees A, eee the First World War, and hence the BOMBERS haha bah ighter aeroplane as a weapon of war. At mei te hee me eae there were bombers ~ frout the fra cd toe spe oe ee eee Mae ee fe ceed eaten be oa ions peat tpn creas iene tomes ates ey Pep Olea fe ee Soordams ts we te ele ot aici Sact adds cme po ceed Ro Peitdlentes Take sod Aloees elie Witscesl poet rr edeb eco seater Fe? ern i vlna r e ho fen ery boesre period alle Sey eine Nee er atch ile see a te seguro elo et Fee publ! in 196, hs ne i rete tek eaten oe Sop ar easy con Soman a ake teers mor ean dea Ean meee fae Week Pence ge ee Fes alot rnc mee by Re sed Gentes ot Rocka berlan Sobel te eoteds hae feta Sows Slane ince 2nd (REVISED) EDITION £5.20 net‘The Pocket i ‘of World Aircraft in Colour BOMBERS {OL AND RECONNAISSANCE AIRCRAFT 1914-1919 by KENNETH MUNSON, Associate R.AcS. i Tustrated by . JOHN W. WOOD ‘Norman Dinnage ‘rian Hey ‘Willa Hobion "Alan Holiday Tony Mitel ‘Allen Randall Additional notes by IAN D. HUNTLEY, AMRAeS. BLANDFORD PRESS POOLE DORSETCopyright © 1968 Blaaford Press Led, ‘Link Howe, West Stet, Fooe, Doret BEL LL, in publibed 1968 Reprinted 1078 (ievied) Edison 1977 “ncn coding or by 5 sange Sel sickens, ee po nison ts weting om tbe pbsber. PREFACE, far as the colour plates in this volume are concerned, we owe an debt of gratitude to Ian D. Huntley, AMRAeS., ‘extensive researches have provided the basis for all of the ‘work in this volume. A short account of Ian Huntley's ~ and a few of the results that they have yielded ~ appear ‘the Appendices. These, if read in conjunction with the notes on 15, should obviate ‘a number of misconceptions which ap- ‘confused some readers ofthe first edition. help or reference material of other kinds, I am indebted to published by the American journal Air Progrss, by Harley- Pabations Lid, and by Profle Pubcon Lid, Individual ‘with the original edition, also much af by Mesrs, Chale F. Andrews of BAG, Bo Wid of the ‘Aviation Historical Society and Lt, Gol. N. Kindberg of "Royal Swedish Air Force; this revised edition has benefited in no ‘measure from material kindly made available subsequently Unido thee 1976INTRODUCTION cof World War 1. of the leading types at this time was the French Voisin, the first bombing attack of the war was made by Voisins of ‘Aviation Militaire which bombed the Zeppelin hangars at ty on 14 August 1914. During the early part of the Germany and Austro-Hungary relied almost exch 7E.V.K,), equipped with the giant Sikonky Tlya Mouromets, The Hlya Mouromets was the first (and, at that time, still the only) {four-engined bomber in the world. This enormous machine, which had flown forthe first time in January 1914, was a development of the Le Grand, also designed by Igor Sikorsky early in 1913. The E.V.K. made its first bombing raid with these machines on 15 February 1915 from its base at Jablonna in Poland. ‘Two months before this, Commodore Murray F. Sueter of the Brith Admiralty’s Air Department had set the wheels in motion to produce what he called a ‘bloody paralyser of an to bomb targets in Germany, although the bomber that resulted from this specification, the Handley Page O/100, was not to enter service ‘until nearly the end of 1916. In the meantime, in May 1915 the Aviation Militaire began a sustained bombing campaign using its squadrons of Voisin air- craft, the strength of which was eventually built up to a total of saoiagtin apes scemerepnputapots ae cates Ttaly’s combined total of military and naval 5 first half of Germany's chief vehicles for heavy bombing, but thereafter they were wed mostly by the Naval Air Service while the and ‘early in 1917. During the summer these attacks were up to such an intensity that the R.F,C. and R.N.A.S. were ‘obliged to attack only by night and finally to abandon the altogether in May 1918. ‘The Gothas typified the German bombers of the period and were bbe used, but they were abetted by smaller ‘numbers of the similar Friedrichthafen G types and, in the later ‘sages, by the bigger Zeppelin (Staaken) R types. Allied bombers of 8 Britain established the Independent Foree in strategic force equipped in the main. with ‘Page bombers, to undertake the bombing of targets in the | German homeland. The United States of America had come into the 6 April 1917, and for most of 1918 the American Expedition. ‘equipped predominantly with fighters and bombers of s origin, made an important contribution to the bombing ive which was sustained until the end of the war. load-carrying abilities of the bomber aeroplane ‘ to such an extent by the end of World War 1 that, from the 2o-lb. oF 1o-kg, weapons that had been the norm in 1914, high “block-busters’ weighing 1,650 Ib. (nearly 750 kg.) had veloped and used. The weapons in most general use were ‘weighing around 100 kg. ~ 250 Ib. but the Handley Page 'V)i500, which was all ready to go into action when the Armistice Hi had ine tf uf “as signed, was able to carry two bombs each weighing 3,300 Ib. “Gite te. The saline Bombs were fen cared y eben ‘tion a-scaters, more for their ‘nuisance’ value than anything ese, et occasionally thse could be twed in other way with spectacular | results. One sich occasion wat the destruction of the Zeppelin | 12.37 in June 1915 by Flight Sub-Lieutenant Wareford of the S., who flew aloag the length of the dirigible dropping six of these tiny’ bombs into the airhip’s envelope. Warneford as "awarded the Victoria Cros for his action, which was the first tie had been brought down by’an attack from another So fra armament was conceraey the gun cried by | ombing, patrol or reconnaissance aircraft were Eopece The Perebebem, the sued German cr ’s weapon, was the prewar LMG.08 verion of the Maxim ° el tet HLinfantry machine-gun; it standard Allied equivalent was the variation of the orthodox bomber evolved during 1914-18 ‘was the torpedo bomber, but such aircraft as a class did not contri- bute a significant amount towards the progress of the war. Suc- ‘cessful launches of | ‘were made from several different ft types, but the actual amount of shipping sunk or damaged Sa eee et aren conyers naa for by ordinary high explosive The use of water-borne aircraft in patrolling the seas and de- fending naval shore stations was an important element in the ‘conduct of the war as a whole. Germany, alone of the major ‘combatants, eschewed the value of the fying-boat for these pur+ poses, but she did employ a considerable variety of floatplanes, ‘both on board seaplane carriers or other naval vessels and at naval shore stations, for defensive or patrol duties. Their British counter- are incded sch cil wees atthe Fnrey Campania, hort 184 and Sopwith Baby. ‘The Lohner, Macchi, Tellier and F.B.A. flying-boats, of Austrian, Ialian and French origin respectively, were mostly medium-sized but they carried out a vast amount of routine but valuable work. ‘The large fiying-boat appeared first in the form of the indifferent Curtiss “America’ series from the U.S.A., which Squadron Com- mander John Porte of the R.N.AS. transformed into the Felix- stowe F.2A, a thoroughly efficient and ‘seaworthy long range patroller that seta pattern for fiying-boat evolution lasting for two decades and more after the war ented. Porte was one of a select band of naval officers who made an ineaiculable contribution to the development of marine aviation during these formative years; ‘another was Squadron Commander E. H. Dunning, who lost his life in August 1917 while carrying out a test landing in a Sopwith Pup in connection with the evolution of deck take-off and landing techniques. ‘World War 1 was the background for the first true air war, and in this as in all subsequent conflicts the glamour attached ituel chiefly to the fighter and bomber aircraft involved. But in 1914-18 the real workhorses in every air service were the a-seat observation and reconnaissance machines. Right from the outset 10 fWorld War 1 the acroplane’s principal ~ indeed, its only ~ value ‘been thought in most offial circles to be that of observing reporting the progress of the war on the ground, rather than 8 positive contribution to that progress. Even when this way thinking had been proved to be wrong, the value of the recon nce machine remained undiminished. W Aircraft of both sides were sent over enemy lines during the few months of the war to report the progress of troop mover or the accuracy of their own side's artillery fire. At first, tmajority of aircraft used for this role were unarmed, but be- ‘the war was many weeks old some observers began to take the air with them service revolvers, cavalry carbines, duck and all manner of other, often bizarre, weapons with which “have a go" at any enemy machine they chanced to meet while ‘on a patrol. Once this practice had started, other observers obliged to equip themselves with similar means of protec- ‘or retaliation; and from the first few sporadic encounters of kind the foundations were laid of the arts and skills of aerial ghting. On the one hand this led, naturally enough, to the evo- n_of the fighter as a specialised combat type. At the same it created the need to evolve faster, more manocuvrable and ‘observation types that could defend themselves ely against attack from fighters or other 2-seater. Te must be remembered that at this period of the war the stan- arrangement of most 2scaters was to place the observer in front cockpit. In a tractor biplane, the most common con he therefore had the engine block infront of him, bracing ‘wires on either side and the pilot behind him. Con- ly, when weapons began to be carried he had litle worthe le field of fre at all, and his field of view for earrying out his ion duties was not very much better. Moreover, the risk 'a bullet fracturing a bracing wire ~ or, more important, a control — was always present. Yet, despite the dificutics, several were achieved with hand-held guns operated from the nt cockpit in this fashion. First to break out of the rut was Germany, which introduced ts new category of C type armed a-eaters in the spring of 1915. thre machine te observer more lopalyeecopied the tear ‘and the two cockpits, where he had a much wider field of the freedom to fire a gun in almost every direction except‘they and their crews had to carry out their combat duties. In nearly ‘every case crews had to fly in unheated fying suits, in open cockpit ‘at altitudes where the intense cold affected not only their own ‘physical efficiency but the lubrication and cooling systems of their ‘engines and guns. Gun stoppages were still an all-too-frequent ‘occurrence, even in excellent late-war designs with otherwise good performance, and often an engagement had to be broken off by one ‘or other participant because of a jammed gun or some similar ‘circumstance. While on the ground, the aircraft were usualy either ‘down in the open, or, at best, stored in eanwvas field ‘the depredations to their fabric from the bitter Russian cold, ‘the miserable dampness of the Westen Front or the blistering ‘Middle Eastern heat can well be imagined. Performance figures recorded for individual types are those obtaining under more ot est ‘deal flying conditions, but for much of the time such conditions “were not enjoyed. aircraft uied by any combatant during the entire war, Rustia’s ‘only original contribution was the indifferent Anatra, while France relied to a large extent on pre-war Farmans or Caudrons oF un- spectacular Spad and Nieuport designs until the Salmson 2 ap- eared early in 1918, Britain pinned its faith for too much of the ‘war upon the unfortunate B.E.2 series designed at the Royal Air- ‘raft Factory, which were the principal prey ofthe Fokker mono- planes and later German biplane fighter. From the structural and design viewpoints the BLE. was a fine, well-thought-out piece ofTHE COLOUR PLATES a sie ientienon he singrarven col le which low boen arranged on visual bats, within the broad sequence: It should not be assumed, from the ‘pli’ plan view presen- Be tet ss ces ponte es ay rs ee isa ‘mirror image’ ofthe half that is portrayed. (8) It should not be assumed that all colour plates are intended show standard colour schemes or a pristine ‘ex-works! state of Indeed, several plates deliberately show ‘weathered? aircraft, _, (@) Note (b) above applies particularly to the British khaki/ .C.10 colouring (see Appendix 2) for which, within the limitations the colour reproduction process, an attempt has been made to this finish in a wide variety of conditions, from an exe aircraft with maximum ‘green shift’ (¢.. page 59) toa muche alverat (eg. page 64). 5BLERIOT Xi (France) rat of No. 3. Sqution REC. 1818 Lent Engine "Ove 70h. Gnome 7A oan Span: 288 2 I 287 in"('80 m). Wing oer 1613. ea (1800 cam). Taal wal {a2 t (600 ka), Monin sovod” 858 mph, {90-km/hr) ses lee, ‘Sores casing W342" (2000 m| nduarce'3 20m, ”BREGUET BrM.s (France) AGO Cl (Germany) ‘Mauinum spend: $87 ma (138 Hi) a 00 oe (03m Range” 238 mls TOOK)VOISIN 8 (France) VOISIN 5 (France) th red 30minFARMAN F.40 (France) FARMAN HE23 (France) 2FRIEDRICHSHAFEN Gull (Germany)GOTHA.G.V (Germany)LLOYD Cit (Austro-Hungary) DFW. B. (Germany) aE hha su ta Sore xing: 886 © (S000) frac =ALBATROS 8.11 (Germany)AVIATIK Bit (Austro:Hungary) LOHNER C1 (Austro-Hungary) =~ 4 6 ‘Austin Aviat ofthe Aus: Hungnion Ae Senin ca only 1916 Loving tut fa Auto: Hungaan A Seven, 1916, opine: One 180 £Enain’ Ona120’np, Aamo Damier wir cole sine. Spon 48 1h Np Aus: Die owm-coon cn. Sun "Gd She (129 my) {en(08 00 m)!Lengh 20 3m (6 0 m), Wig wea opr 308-8 ea 251 31m (922m) Wing on spate, (3250 sam. fke-of mepht S16 (070 bg). Menor seed: 67'7 i eight aprox 988360 £g).onmum sped #8 "Ph {Ron a) tec Sec cag: AaB B00) Ea (ar im fT see Sec nig TABS (RHE) EreALBATROS C.! (Germany) LEBED'-XH1 (Russia) 16 pearance ae enna miveat inorentin'y eerste sins fae haneeases nats ™ * ae cee ladeALBATROS Cll (Germany) DORAND ARL.t (France)RUMPLER C1 (Germany) 20 fumpl:C1 of te inpral Guman Mikary Avaton Service. 1915 Eng Bee thin Morcsee Bil woer-coled tne Seon S040 10) (248 imi Length 25 Sin (2 Bo m) Wing nen. 3863 aah GENO cm), Treo eign: 2.992 in (350g). Marina gaed 844 mph 83 iif) ae tr. See eng 188681 (65S m) oar A D.FW. CV (Germany) Seth ira amon a Pars hy a 5 Se 1S ey Paste Shik Ge aay ee Ss aN as ae SS Ga el ae Hither 3 aAEG. CAV (Germany) HALBERSTADT .V (Germany) 2 2 ts Abert oaty Aint) CV he mvc Coma Mian R800). endurance: S201RUMPLER C1V (Germany) LV.G. €.V1 (Germany)ALBATROS CXIl (Germany)PHONIX C1 (Austeo-Hungary) a Engin: One 220 no. ae ae vie. Sar, 3 risers cries FAG C1 (Austro-Hungary) ab oh Auto harora i Sr, tur 108 Er ron in {i80'ke) Meuimum gouoa: 181 moh 1190 Enh Stslt See sang N61EH (BOB) Ende pee She 30mANATRA DS (Russia) SUNKERS J.1 (Germany)ANSALDO S.V.AS (Italy) 2 “reat VAS fhe" Gappo Amooln! Conse Aeronutis Mba aon feling: 18208 8 (3.0007) Eratonce’ 8 Om S1A, 78 (Italy) iow Sere conn’ 23.9608 (15001). Enauoes: 4M. OmaPOMILIO PE (Italy) SAML 82 (Italy)£20 (UK) B20 (UK) “c.f "(3.08 m.Bez (UK) RES (UK)RET (UK) RES (UK) a ® mt RES a Fgh No. 59 Santon RAF. Vat ala. Mey BP my Cogan 31 20 i) Tei wag! 3.48818 (1DH9A (UK) DH (UK)FK8 (UK) | 'SALMSON 2 (France)SSPAD XI (France) “8 1B" Hano gu Be na coi en pm oan: 4404 MS Samm) Take of weight 2510 (048 9p). Maximum spend: 1004 mph Preheat C006 nh Sere lg T4BEE (7008 BREGUET 14 (France) 0 rogue 8148.20 an unde Eadie de Gombarcement,Ferch Ava Aon Mar, iat 181)/ary 1918. Engine One 300 hp Ranaut 12 Fer Tonnes Var-ype, Spot AT A ie (He 364) Lengo 20 th (6597 m), Wing wee. 6403 sat. (40-20 sam). Tote-of weight: 3808 1S (765g) sine speed 110 mp (037 tm nr} 864% (2.000 I). Series etng 19,028 (500m) Endurance. 2h 88 mnSHORT BOMBER (U.K.) od Emp GRE Phe) MED atm). Se og Sep0' (2.890 | Enctronce 6c OranLETORD TYPE 5 (France) CAUDAON A.11 (France) SF efi “hazy Loved Poy ae Sok | Ramsey apao-aln 8 aru Vaya, pen 86 9 Opin. (1800 m)" Lange. Se 7p mC 17 m) Ming arn: 600 5 ea Im? 82m). Lange 26m O2m (1720 m): Wing dren S890 oa (5428 (Greta) Ta ethmnge Baba Ls, Meine sed: Bo Samm) Tote of weigh 4772 (2.165 tg): Mati sano 1137'm ph ‘mph Gobi /te) st 65RE (20007): Ses cog, Teast (6860 | AEB Ameo GREW (210. ee cg TSE 980AEG. GV (Gormany)V/1800 (UK.) 8 1829 my Somer catingKANGAROO (U.K.)CCAPRONI Ca 4 (aly)CAPRONI Ca 8 (Italy)SIEMENS-SCHUCKERT A. (Germany)ZEPPELIN (STAAKEN) F.VI (Germany) a Sue o18" Enoies out 260 hy Menace O Ne Reeiecere nen Sesto Santorcting 12487 (800. ) EadeILA MOUROMETS (Russia) a ‘Shor ye Mouromat Tyne oth stad Vondusyt Korb, mpm Aslan Ale Stnar "336° Ermer’ Fou 100 hp. Sonbuar wetercoles ‘en ye. Spon’ 97, in 12060 m) sr sm 780m) Wing'eee t's ag {12500 van) Tatwef weigh: 104 i400 1G) inane atmo Youn fe sebeeh cm) SeeCAUDRON GilV (France) LOHNER L (Austro-Hungary) Lohner town by Sub-LL Wale Zlany of the Auto Mangan Noy See 10 Pre Go 10 Na “de Som ww a edo sam) eam 7H (00) rin Sov coing nas Cat00"N) envwee SO “eateon (ebm) eeoners. Some caing WOE 008 . mh Eocene nopror ¢ 6 mnF.B.A. Type © (France) BaBy (UK) Soo 7500 (SaN6 m).Endranen: hoFF33 (Germany) 6 One TBO ho, Bene Beil ata ooied nine. Span"54 WH} in CT fe) Lamgth 363m. 4030 m). Wing mea 9051 aq CEED sam) Treo weight sopran 3708 [1 98010)" Mexia teed. 721 = ph (iin ot san eve Sone cing: oro 1.488 8. (800m) Enda oue'b Ome 1 Blérioe Xt ‘The fnlloking actor mono: plane in which Louis leit ceed the Englah Chane! in July 99 ‘wns develope, with more power Gnome rotary engine in place of the orginal 25 hp Ansan, ato one of the fremest mlliary and feroplanes of the pesiod before World Wart, Blo %ls cabs Tahed varios specd, eight and ‘endurance recor drag 1910-11, Sud thelr aerobatic apis were well demonstested by Alphonse Plgood, who sucozfly looped an aeroplane of this hind in 1919, ‘Miltary Biot 2s were ins jn France and Teal fom 1910, the Inter sexing ction wit Ieian fer in North Aiea in tort. The RLE.G’s Military and Naval Wings and, Inter, the RNAS, recived ‘hel fist Bidios in gis, ‘During the Bint yar of Word War 1 the leis were rong the It widely wed of Aled obet-var ti types. They served witha eat eg cadre ofthe French Avie fon Mitre with Non 96,9 od x6 Squadrons REG. ia Franc, fod when Tely entered the war fn May" iors bee air force bad six Squadriglic equipped with Blériot Xie. Tere wee ve bai variant ofthesandardshoulder-wing mono. plane. Twoof hem, the XI Militaire Ed XI Arle, wore inglevestes With 50 hp. Gnome engine; the Kite Arle nd ea Génie were facaten with 7o hp, Gnomes aed the gueat Xie bad a 140 hp. Gnome, They difered in sth mat- fers as undevearrags levator, ders aod control pylon, ‘The ” those in’ frontline service, many BleriotX1s were wed by the French, Brith and Tealian alt forces as training sirerat, ‘A parasol-winged version was de- signated XI-BG.: this was flown by French eseadrilles and by both British air servers, A few floatplane Berio are believed to have served. ‘withthe Brith and Italian Navies, ‘Known Brit serial number allo- cations indicate that twenty-one parasol Bléiot and up to forty: eight Bleiot Xs of ether kinds were in RLE.C. services and sixteen parasols and twenty-six Bléviot XIs wih the RNAS. In addition, there were allocations for ten (RNAS) and eleven (REG) ‘Blérot tractor’ airraf, which may bbe assumed to have beea aireraft of ‘one type or the other. 2. Ago Gtypes _ ‘The Ago Flageeugwetke, formed in 1912 from the former “Aerowerke Gustav Ot, produced its fist C ‘ype biplane, the C2, ia mid-igr5. ‘This, and the later CII and GE, shared a similar configuration, being usherengined 2caters with two ‘lender ovalection finelage booms ‘supporting the tal unit. ‘The C1, cxiginally powered by a 150 hp. ‘Benz Ba.IHl and later by a 160 hp.‘Mercedes DAI, entere service in summer 1915 in small numbers on ‘the Western Front. Designed by the # P 2 ‘Age's next G type was the G.IV, ‘only, but a smal fed fin was intro- ‘duced on production areralt, giving ‘continuously rounded tail contour. ‘The Ago CIV was a fast and eff- ent acroplane of its type, but it entailed long and comly construc- tional methods that’ limited the ‘number built. ‘The maximum num ber of C.IVs in service at any time was seventy in September 19175 this it thought to represent lite ‘more than a quarter of the total ‘Rathgeber. The C.VIL and O.VIIL ‘were experimental developments of the CIV with, respectively, re- vised wing bracing and a different ‘engine installed. Neither went into ‘quantity production. 3 Breguet 4 and 5 ‘After a serie of tractor Louis ‘Breguet designed his BU3 (later BR5q) prototype in mid-i9i4 ‘asa pusher biplane in deference 10 ‘official inistence that French 2- ‘eater aireraft should carry their ‘observers in front, where they had the maximum ponible eld of view ‘and of fre. Powered originally by 200 hp. Canton-Uané, and later €. i | | i ‘Unt engines), BLMs (with Renault engines) or simply as Breguct- Michelin, this last name also toland. tng spied to ner devepments bombing 5 i z i i : f ‘the French government issued type served with at least specification for a bomber espable five Excadrilles de Bombardement, ‘of carrying a 900 kg. (661 Ib) load one of which was still equipped with ‘over a range of 60 km. (373 miles), this type of Breguet in Jansary 1918, df mes hs Beguct developed The RNAS. purchased approx 3 491% and ia it production form —daignaion G.W. XIX, but nly ten Sesinownartebiequa Oomcoury of hee were camped, sh altar designations, applied later, Breguet served with No. 5 Wing in were Type 4B.a and ‘Type Ca.a, France, and inthe Aegean area. fhe later sighing a cannon arma- l ‘Voisin 106 ferly in 1916 at the Breguet and In spite of their frail appearance, ‘Michelin factories, withthe a20b.p. the Voisin pusher biplanes, fist Renault 12 as their standard power designed in 1914, were in fact exe ‘plant. The 4B.2 was armed with a tremely weather-worthy and batle- tingle Hotchkiss or Lewis machine- worthy aeroplanes, as was demon- {gun in the front cockpit, and could stated convincingly by their con- ieee sp Sy 705 be bonbn employment ‘8 70h.p. Gnome rotary engine. Thenacelle, forthe use of the observer, and the fst enemy aircraft to fall {to.a French crew was abot down by ‘Voisin V.89 on §, October 1914. Although sed at fint for daylight ‘operations, the Voisin g was tans {erred to night bombing from Sep- tember 1915 and some aircraft of ‘this type were also in service with the Marine Nationale. About eight Ibundred Voisin gx were built for ‘the Aviation Militaire, and a small quantity, equipping one excadril, ‘as supplied to Belgium; substantial senha oe dared o Ra and ‘the Soviet Italiana ‘Trassem built one hundred sad ‘twelve Voisin 9s which served with five squadriglie. of the Corpo ‘Aeronautiea Miitare and were ‘powered by Fat, Lotta Fraschini or ‘Renault engines. Both Brith ser- Inga sok, Salmon dial egg an enlarged cut-out in the upper eige and a strengthened ‘undercariage. Three hundred and fifty Voisin 53 were built. The ‘Volsin 6 was virtually identical tothe 15 except in having a lightly modi fed 195 hip. version of the Salmaon, anf 1916. It was armed with one or two machine-guns, and the bomb load was increaed to 180 ky. (996 lh), ‘carried beneath the wings and inthe July 1918, the rest being delivered 4 the Aviation Militaire from the beginning of the year. A. ‘canon! version, with a 37 mm. Hotchkis, was designated LBR (the bomber version being known at the LA.R), ‘but was not employed on any scale, 6. Farman HF.20 series ‘The Henry Farman HF-20, which fist appeared in 1913, was based on the exter HF.16 design and had been produced in some number forssqualspan wings and a simplified ‘prea undercarriage without lande fag sk. Te was lightly bigger seroplane than the previous Henry Farmans, and ually powered by a typ or 160 hp. Canton'Uané fengine. Tt had a ¢-hour endurance fd could cary « maxioumn bomb foad ef about 299 hy. (531 Th). Farman ‘HP.ays. were employed ‘operationally en the Wester Front fof the R.N.AS. were wed both in France and at Mudrosin the Aegean (orth No. 2 Wing). Several of the RNAS. Farman Hays were ‘wansferred tothe RLFC, equipping ‘vidual type. However, from known ‘eral batches it can be confirmed that the RNAS. received. more than one hundred and fifty Henry Farman of which about half were French-buil.” Similarly, RIC. serial numbers can be traced for ‘more than four hundred and seventy ‘Henry Farmans, almost all of which ‘were built in the United Kingdom, by Airco, GrahameWhite or other ‘manufactures. 7. Farman F.4o series “Towards the end of 1915 Henry and ‘Maurice Farman produced a joint series was the F.40, a neat pusher biplane with the crew nacelle ‘mounted mid-way between the ‘an F.goB.2 version with a 260 hip. ‘Salmson radial may have been built in small numbers for the Aviation Militaire. ‘The Figs difered from the F.40 fn having shorterspan wings, ‘nacelle similar to that of the Maurice Farman MF.11bis and an 80 or 10 hp. Renault. The F.60 and R61 corresponded respectively to the F-go and F.41 except for their 190 hp. Renault powerplant. The ‘other major production version seat the F.s6, which had a 170 hp. Renault but was otherwise similar to the F4t; the F6 was produced specifically for taining, with large front skids like those onthe ME.7., "The Farmans entered service ‘early in 1916 and were wed widely for reconnaissance and bombing, serving with fortyeven ccadrille, (of the Aviation Militaire on the Western Front and in Macedonia, ‘Only a small bomb load could be ‘carried by the Farmans, whove sole defence was a single Lewis gun in ‘he front cockpit. The type was vie tually outclassed from the time it entered service, but it was not do= lared obsolete until early 1917 and leven then continued to be wed for Plane struts. During 1918 all Far- ‘mans were withdrawn from the front F.4o design. It was a twin-engined ‘wactor biplane bomber, with a ‘wing span of 75 ft 0 in. (20:96 m.), ‘wo 250 hp. Lorraine-Dietrich ‘engines and a posible load of eight 175 ke. (165 1b) bombs. The F-50 appeared in 1939, and a small num- ‘ber had been delivered to French Eacadriles de Bombardement, eluding Farry and F.rig, before the Armistice, Two others were production, 1916 that the G.I (FF98) appeared, a s-bay, single-tailed airerat with two 200 hip. BTV pusher engines tnd a Parabellum gun in each ofthe 103planted by the G.lII (FF45), 2 lange aeroplane capable of atying a feavier oad. ‘The CII fist appeared aly jn 1917, and was again a bay with four 1°5 hy. (a8 1b) bombs ‘Saninterimmeasureforlong-range there were three hundred ©.Xs in monocoque fuclage, beasly beneath the fulage, In mid-year Feconnaimance and artillery olner service. ‘The ‘ype remained with Aieeanlined and completely ling Capt. Albert Ball, who scored his ‘ation twas powered by azoo.p, fentlie reconnaisanee and arti the interplane gap. The wi'gs had fisteoniemed victory overa Rolandiy uf fll [ 4h tit the Uiiag GA (page 123), dat a= i Le. V. Teanov of the Imperial craft and the Phonix Cai aseater Rusia Air Serves up tone hut which appeared in Awsto- ie : dred and ity of thse airraft were ‘Hungarian service in 1918 shared a i ed ult with the designation "VI ‘and radiator positions, and 121.02 Austrian it ‘flown by Ivancv early in 1917 andreceived qualifed approval, but the ‘rashes continued and the VI was Sty demir mS at Br Meet fa or dont peodd 8 ign of i own, the Type Dy metal aireraft of the war period to Be comple ua biplane wat ‘evolved to replace the interim ‘AEG. and Albatros J types for infantry contact patrol and support ‘duties with the Flieger Abteilungen, ‘and madeitafint fighteatly i 1917, AS such, its funetion was to Ay at ‘ments by means ofa W/T link; and fis metal construction afforded i excellent protection from ground fice, which was often heavy. ‘The {5 tam, armoured shell which en- lowed’ the 200 bp. Benz BeIV fengine andthe crew positions alone weighed some 470 Ke. (1,096 Ib), and in later examples the rear fixe- lage tection was also metal-skinned. Other distinctive features of the design included the enormous span Of the fueiage. Manufacture of J. ‘was shared between the Junkers and Fokler factories: total of two Inundred and twenty-seven were Dull the first being completed in October 1917. They entered service at the beginning of 1918, and soon proved eficient at their job. Fre- quently the J.ts would drep am ‘munition and food supplies to their ‘own forward troops during. the ‘course of « mission. The U's size [and weight necestitated long take-off (and landing runs, and it wae rather to handle ~ factors which led ‘the 1 tobe nicknamed Mobelwagen (Purniture Van). Nevertbeles, its Crews appreciated its strength and ‘the protection it offered, and it was generally regarded st the best German armoured type to appear during. the war. Usual armament ‘contsted of two Spandau machine- their employment one hundred and ighty-nine Junkers J.ls were ia service a the Front, yearofWorld War 1 were largely the handiwork of Umberto Savoia and ently being the S.V.A.g, which ‘entered service in February 198 (A. shortspan version built’ by AER. was designated $:V.A.g; it ‘as wed in small numbers for home‘bases and patroling, the talian coastine. ‘Alternative engines tested in the SV.A. during 1917 included the ‘0 hip. LoretineDietrich and the ‘290 hp, Iaotta Fraschini V6. The latter unit was chosen for two 2eat variants that appeared in 1918, ‘These were theS.V.A.9,an unarmed trainer, and the SLV.A.to, for re ‘connainance and. bombing. ‘The Carried a single forward-ring Vi Dilites were demonstrated _re- Deatedly ‘during the final months ‘of the war; in September 19:8 the ‘rototype made a ight of goo miles (rag8 km.) non-stop. In February 1919 two $.V.As, (of even starters) completed an 11,250 mile (10,105 em.) flight from Rome to Tokyo in 109, fying hours. By the end. of 1918, one thousand two hundred and fifty” had been. built (neluding TSW.As), and this total had ine ‘creased 10 two thousand before ‘production S.V.As, remained in Italian service {for many year, both at home and in [North Attia. In 1g2g sx squadrons ‘were still equipped with them and ‘they did not finally pass out of er~ ‘vce until the mid-19gos. Many were {wed by Italian civil Sying schools fand clubs in the r9aoy; others were flown a sporting and racing aieraft in Tay and the United States; and tniltary S.V.As, were exported to ‘Argentina, Ecuador, Pera and Latvia. 33 Sik. pandg and Flat a ‘The Seccth Tabana Aviasione of Flat motorcar building concer, wea ceeupio duvig the Gist year or two of Italy's involvement in ‘World War 1 withthe production of freign aircraft under Tcene However, ia 1917 it produced ative design, by. Sevoin and Verdasio (who alo daigned the ‘Analdo scout). This was the SLA. eer gua and a Lewis gun on a 7B, a a-eat armed reconnaisance flexible mounting in the rear cocke biplane powered by 260 hp. Fiat A-ra engine. As the SLA. 7B.1 Pit, ‘The SV.A's long-range capa it entered servis with the Corpo Tine service in. July tpi, ve Dende and one BEA. Sto were bul; two were sent to the United Sates for evaluation in 1917, ad February 1918 the ARLE. purr ced a further nineteen for we a ee g ‘ F i three squadtghc of the Tlan Navy. “The weaknes ofthe baie design ‘was finally overcome in 1918, afer SILA. had become Flat Avisbone, and the aiame was reigned by (Ceestno Resteli. The rele was the Fat Ra, a much improved and Sigly soa form che SLA 7a, retaining the same powerplant {nd having provision for single or {win Lewin in the rar kt in addon to the wing-aounted Revell gun, Five. Iundred Root were ordered, entering. production ‘nau gtd bt ely on une ‘and tweny-nine were com pleted by the Armistice. The Fat ‘ea thus saw lite operational ser vice during World War 1, but i ‘continued as a standard reconnais Sance and bomber type with the postwar Halian Air Force wat toa. 129the top wing o fire at an angle out- fide the propeller arc, and the latter ‘with another Revell on a Nieuport {ype mounting. ‘The PC. was fast ‘enough to dispense with fighter ex ‘wing replacing the vertical radiator in front ofthe PC's cockpit. By far the most succesful variant was the PE, which went into service in February 1918, This had a 900 Scarff ring in the rear cockpit for fone of two Lewis guns. It could limb to 3,000 m. (6/843 ft) in 16 minutes 199 with sixty-eight Aviatibs were built ia them. Between 1916 and 1918 six ‘thiry squadcigie ofthe Corpo Acro- Tialy during 1915-18, and four hundred and filyseven S.ts and utes iia of wich cee ured and nafs werecome Sat rege comity ving ith Squndsghe hed PDs or PEs Sung || pleted by the Soles Acronautin atecn ‘a Ricoprizione 1318, One hundred and twelve PEs _-Meocanica Lombarda of Monza. ia Italy, Albania and Macedonia were manhalled for the Batde of | | Uatl carly 19t7 thee were em Some Sas eared camera equip- Vitro Vencio onan October 1918, | ployed extensively by the Teallan meat instead of bomb lady and ‘Total output. of the three types | feeonnaisance squadrons; ther others were Sted ith dual cotrls feached one thowand six hundred afer they were transfered to wi and_ employed for taining. ‘The Sed aicen: ve hundeed and fort ‘ing tie, on which they continued fst S.n had the same powerplant five PCs snd PDs dering 1917, and sserve unt 1990. ‘the 1, but in later machines he ‘one thousand and seveny-one FDs From the begining of 1917 they tore powerful goo hp. Acrabs was Sod PEs during 1918 Final variant Began to be replaced in the recon installed, Some sireaft of this ype was the PY, generally similar fo the __‘asancerolebyan Italian product, survived the. war and. Isler sw Pibutwithsguared-tfwp decting the SAML~ 81, deigned by the ction again during Tay’ mltary to improve the ebcrvrs fell Sin egocr Robert Wid vio campigs a Noh Aa eer earses ieniunkhe Beebe imc eee ee ei Sas fhe Avs wik'sWORP Tata Arsy "Asaf Revey. wes’ he Bescnccuee (eel imme | Ee ee cere mais ees Setecticross Rucrictantes ae Se Someta Liberty 12. Six FVL-Gs and five BVL-1as were completed. 45 SAML. Sx and 8.2 ‘The German Aviat BL armed 2- seater was the subject of extensive Ticenee production in Ttaly during World War 1. The fint three ver: sions to appear were designated A.t (100 hip. Fiat A-10), At (120 hp Le Rhine) and Ag (110 hp. Colombo). "The majority, however, were powered with 140 b.p. Salm- son (Canton-Unné) radial engines, ‘but 160 h.p. Ieotio-Fraschini V-qBs were installed in some late-prodc ‘don examples, Five hundred and vith te REG with the eal serial number 20%. Under the Army Aiccraft Factory asgnation sytem adopted in Noweite BBs which appeared in February 1912, was a developed: version with equal-span unstaggered ‘wings and a 70 b.p. Renault; it was ‘2 aeeater, with the pilot inthe rear Iuadron and at least one ch ‘lrrat was in the poesion of the RNAS. in September 1919 Polling the outbreak of war, ‘he Bs served in France with Nox 2 46, 8 9 (Wires) and 16 Squadrons RLP.C, and. with the was awarded, posthumously, to Ba Lt. W. B. Rhode-Moorhouse of Throughout its early extence the No. 2 Squadron, wo, despite his ‘wounds, brought his BLE, back suc- ‘would be easier and safer 10 fyy Adoubtles they were also influenced: bby the War Office's opinion that airraft were only of wwe for recon- aalssance, for which a steady. lying ‘machine was even more desirable, ‘Unhappily, while combat experience fn France’ was almost every day ‘proving this attitude to be wrong, from an operational standpoint, the Factory either was not tld (or, i ‘yas it chove to ignore) the fact that it was the very stability of the BE. fall. Against the nimble, front. (gunoed Fobler noooplane fiers ‘Ea was virtually helpless: it ‘The BE2 type had been the ‘Principal mount of one of the Fac- ‘experimental fiers, plant, and a plain Veetype under Carriage replaced the earlier wheel- andakid arrangement, Bornb load (of Renault-powered BE.2cs com- prised four 25 Ib. Cooper bombs Suspended beneath the nowe; RAP. tacengined aircraft carried two 112 Tb. or ten 20 1b, bombs under the wings; with the heavier load they were usually flown solo from the rear cockpit. The BE.2e ulti rately served onthe Western Front with Not Wing RNAS. and ‘with more than a dozen’ RLFC. squadrons. It was abo flown as a Domber or reconnaisance type ia Macedonia snd the Middle ast, ‘and Naval BE.2cs served as borb- fen and. antisubmarine aircraft fn the Dardanelles and the ‘From spring 19:6 the BE.ad began to join it in service, This hada large gravity fuel tank beneath the top wing, which increased its range ‘with a similar load to the BE.2e, ‘but it took nearly twice at long at the BE.ac to reach 10,000 ft. The ‘ew version was tomewhat betterJing delivered tothe RL.C. in July xperimetal biplanes tobe putinto she RLE's operational value, and 1916, They subsequently served in ‘production, wens-our being built is carer was short-lived, irwally all of the squndrons that ‘with the maney received by the War ‘The sixth production LE. was had flown carter BAE2 variants ‘Office fromthe Admiralty in converted to a singloseater and and served in Macedonia and India, ‘autumn 1913 as payment for the given extendedapan wings for high ‘well as on the Wester Front Army ainhips taken over by the altitude fying trial: this areraft About ninety-five REG. BEses Navy. The RE.5 appeared in 1914 reached a height of 17/000 ft. ‘were transfered 10 the RNAS. asa large ascat, bay biplane with (G82 m,) in June 194. Another for training duties; some of these wings of equal span, chord and machine, similarly modified, was were powered. by. 75 hp. Rolle Profle anda marked dihedral. employed at Farnborough for ight B.E.2c was delivered in July 1917. Royce Haw engines In Avg Aiterons were ted to both top and trate of the Factory 996 Tb. A preci figure cannot be given, but 1918 the U.S, Navy bought twelve bottom Wings. ‘The RE5. was bomb and it earying gear, and ‘total output of BE.se/ad in the BLE. for we as trainers, [powered by the Beardmore version formed the basis forthe subnequent Tegion of one thousand three hun Tt is welhnigh imporible to give a Of the 120 hp. AutroDaimler RE. Sienna te ‘in Tetelkegmepennces Ses ooring tis Gwe, rhe Factory in service tien programe was ‘ow who 40. Royal Alreraft ‘Armistice, lately in training s0 widespread, and many contacts Thad nothing» but smallarms Yor REq either remain unconfirmed or speci Protective armament, occupied the Shorly afer the outbreak of World fied. a mixture of two or more front cockpit, and a normal bomb War 1 the Royal Aircraft Factory variant aon tte Royal Ian f 6 Tn (a7 Ap) ld be deignd «new ay Ih. bomb ad Aircraft Factory, at east twenty-two ‘carried. {his weapon, and its : ‘ther Brian iancfacture ae “The Ris was fown operaon- were setecd ona modi KES Inown to have participated in the Ne in 1915. The REZ, whowe design ‘was also completed in 1915, was designed primarily as carrier for ‘this weapon. 8 prototype at similar 10 the RES tet sirerat, Dut had an even greater wing span and area. ‘Orders were placed for five hune ‘dred R-E.s, but only just over hal ‘ofthis total were built: one hundred. by Siddeley-Deasy ity each by Nav pcr and Coventry Ordnance Works ‘and fifty-two by the Austin Motor (Go, Ava temporary measure early production R-E.ps were fited with 120 bp. or 160 hip. Beardanore engines, but a8 soon a8 supplies of the 150 hp. R.A.F 4a became aval- 39. Royal Aircraft Factory ‘able this was adopted asthe stand- RES ‘ard. powerplant. Deliveries began the The RE. wat the first of the Royal Tate in 1915, and the ist unit to be first examples ofthe new model be- Alreraft Factory's, Reconnaissance ‘equipped fully with RLE.7, No. 21 14 135 Proctor & Co, Vickers Ltd, Vulean Motor & Engineering Coy and G. & J. Weir. Serial allocations ean be eoafimed for three thousand five hundred and thirty-five BE.-type aircraft, but almost certainly more uc than this number were built. This dlffered appreciably from previous suggests that a BE.2e figure up- models, having. single-bay wings wardof one thousand eight hundred, ‘with blunt, raked tips and a pro- of which about half are believed to tween have been employed on training ‘The duties, is a reasonable approxima were tion.the second about three weeks later, RE, and had BE.setype wings with marked stagger apd dihedral, ‘Production began in August 1936, the fist few machines having, Ike the prototypes, a drumfed Lewis ‘gun mounted low down in th cock- [pit and firing between propellor Blades fted widh bullet ‘deflector plates, A ring-mounted Lewis was ‘Provided in the rear cockpit Standard foot armament of the REB soon became a Vickers gun, ‘mounted under the porte engine ppanels and synchronised at fist with Challenger and later with Gonstantineseo gear. Deliveries be- gan in November 1916, the first Airraft arvving in France later that ‘month with No. 56 Squadron RLF.C. Doe tothe inexplicable reduction in RBs were allocated to the fin area on production R-ESs, the RNAS. Royal Aircraft Fa 4 Royal tory ‘The design ofthe R.E.8, undertaken late in 1915, was to provide the RE. with a betie-detended re- placement for the later BEa 136 in spinning and other accidents or from fires that broke out when they ‘rath-landed. Asa result, the upper ‘and lower fin areas were enlarged slightly on later machines. ‘The RES was the most widely Crile 6 of the Beigan Aviation Milita vat were ater rng with ty0 or v0 hp. Higanoe Beira, REG equipped skicen REG/RAF. squadron in France, ‘and the type was in service through- ut tory. The duties ined fet chseraton, recnnaisane, ight i i i{or 1j-Strtters were placed, and the type tubsequently flew with Nos ‘pring 1g the larg pure Ete Peach preci ie wat fee unde an fourteen pimasly for we as trainer, but a few were ‘wed operationally. Twenty-one were Inter transferred to the U.S. Navy. Five aireraft which ‘strayed? {nto Holland were interned and later served with the Dutch Army ‘Air Server, and others found their way to Japan, Lithuania and ‘Romania. ‘During the middle months of 1917, the RLFC. 1j-Struters were re placed by Camels, and many were brought’ back for Home Defence ‘duties In thes sizgle- teaters the pilot occupied the rear cockpit and was provided with one ‘or two Lewis guns on an over-wing Foster mounting. in. place of the Viekers front gun. Brith and French Strutter: served ia Mace- ddonia, aly and the Aegean area, ‘and in. spring/summer 1917, the RNAS. employed some at home ‘and in the Mediterranean for coastal {gave quite alt of trouble, but thee feodlooking aeroplanes were FRrnightorward 10 fly and achieved an impresive operational record. 43, Sopwith Cuckoo The Admiralty, and especialy the then Capt. Murray F. Sueter, were ‘convinced well before the outbreal fof World War 1 of the potential value ofthe aeroplane asa torpedo ‘arricr. Prior to 1916 all such actvi- ties had been carried out by sea planes, which depended upon calm ‘water ia order operate; but in 138 ‘October 1916 Sueter oficilly asked ‘Sopwith to investigate the posibility fof a singleseat land-based aircraft fearrying one or two 1,000 Ib, torpedoes and having 24-hour ‘endurance. ‘The Sopwith prototype carried the factory designation Tt (it was serialled N7 later) and flew forthe first time in June 1917. (The single- feat B.1 bomber wat developed com ceurenly with the T.1 and lew two for three months earlier, but did not g0 into preduction.) ‘The Sopwith ‘Tar had 4-bay fold-back wings with its cockpit located aft ofthe taling edge, and a shortlegged under the Armistice only about one hun ‘dred and fity were actually com- pleted, ninety of them by November tg18. Sixty-one of these were on RAR. charge on 31 October, "The fist squadron of Cuckoes ceobarked in EMS, Argut only ‘owelve days before this, and hence twas t00 late for combat service, ‘Three other Cuckoos were aboard HLMS. Firins, After the Armistice the Guckoo served aboard H.M.S. Eagle and with Non. 185, 186 and ‘0 Squadrons, Some aireraft were built at MkIIs with 200 b. Woliley Viper engines, and October 1919 Cuckoo N7990. was ‘lown with a 275 hp. Rolly Royce Faleon IIL, This gave the best per= formance of any Cuckoo variant, Dut no further wat ‘undertaken, Tn 1gai six Mk, IT CCuckoos formed part of the equip- ‘ment taken by" the. Brith Air ‘Minion to Japan, where they laid the foundatione of that country’s later pre-eminence in the production of terpedo-carrying aireraft. The Cuckoo finally’ disappeared from RAE. service in Apel 1923. 44 Airco Dig ‘The Dig was the fist British acroplane to be designed from the ‘outset fr high-speed day bombing, although as is career progressed it was employed on a variety of other dates as well. Tt was designed by Geolfrey de Havilland around the 160 hp. BHP, engine, which [powered the fist prototype when it flew in Angust 1916, Before this took place, however, fity D4s hhad already been ordered with 250hp. Rolls-Royce IIT or IV (later in France in March 1917 and eared RAR. service toon after the Arm Eagle TET or TV) engines, and an out its fist raid during the following tice, when several were supplied to engine of this kind was installed in. month, The fist INAS. unit of Belgium, Canada, Chile, Greece, the second. prototype, which flew Tran, New Zealand, South Attica Jer that summer. The D.L4 ‘and Spain. With some of these coun proved to be a comfortable aero- ties they remained in service until plane, light on the enntras ad easy the early 19905. British lvl D.H4s {o flys its main operational draw included the DHA Dack was the inmallation of the feabin transport and the DAL4R ful tank the two cockpit, acer of 1919, which had a 450 hp. [Napier Lion'engine that gave it's top speed of 130 mph. (aft Jan/iu.). One thousand four hundred 1. A pattern aireraft was sent to load wat $32 Ib (151 kp). fas fitted with a goo hp. Liberty 43 Alrco Dlg and DLA {s eagine and flown on 29 October, The Dig arse from a decon Four thousand eight hundred and taken in 1917 to more than double fortysix‘Libety Planer desigoated the number of squadrons in the DitgA, were builtin the United RLP.G, most ofthe new nits being Sate: tree thousand one hundred intended to undertake the daylight fod six by Dayion-Wright, one bombing of Germany. Basically it sic hundred by the Fisher was a good design, with peasant Body Division of General Motors handling quale, but it was beet troubles from the engine ine ‘200 hp. Puma or Adriatic engines (ariatons of the BELP.), the 200 hp. RAFga, a60 hp. Fiat A-12 and 975 hp. Eagle VIII. With the last-named. powerpl a sand five hundred and two DH-4As inferior ‘were cancelled after the Armistice, 10 Tn November 1917 the Only some go per cent ofthe Ameri- prototype (A7559), a modified fean-built machines reached France D.H., was tested concurrent with before hostilities ended, but they the fit production D.H.g. The Eeucacanes: ferved with thirteen aquadrons of prototype was flown ‘clean’ with @ Pacieenintecsveleaase the AEF, from August 1918 and ago hp. Calloway Adriatic engine, eNiiaghaaytakacied ‘with four squadrons of the U.S, whereas theft production machine fe pellets and correspondingly longer- 140 14was tested under full military load further Bighteen DH.gs were supplied 10 Conditions with a 230 hyp. Siddeley which the Belgian Aviation Militaire in Puma, installed in rather Germanie raids 1918, After the end of the war the fashion with its cylinder heads exe D.HL D.Hlg continued in RAP. service posed. During’ autumn 1917 con- was fn modest numbers, and atleast one fact for nine hundred Dii4s and aireraft was refited as an amboe were amended to specify Digs, crews ance; another nine aircraft, ine and subvequent large-scale produc: On the ‘termed in Holland, were ali re- tion of the new bomber was Ordered. mitted fumed to the RAF, Extensive By the end of 1918 three thousand load, the Dill sales were made to neatly a to hundred and four DH. had Sighting score of countries in Europe, South ‘been completed, and ultimate pro- least it ‘Ameria and the Far East} inthe oction reached more than four chiely early 1g20s thirty were built by thousand, with Seen British man- servers port, and one, as G-EAAA, became the fist aircraft on the new Bria wings. i ‘bombing duties, was evolved in the ‘The fist unit to re-equip with or other engines; others tested 1917. Only one thousand and fity late summer of 1915 and accepted, D..ge was No. 103, Squadron, engine control, cooling, fuel and ‘of these actualy reached Britain, by the War Office for substantial which began to rectve is Sot learer gute; parca at Ter in" Deena i917: bot le illo operations in Franc were oro eaiarict Sint red ou in March 18; by Dit were supplied vo the United Ne GSaudon, Ov the eat ow Satay whee preduton ‘mous there was api til-op programme was planed wing the ‘of D.H.9 squadrons on the Western Int 7 Front and they put in lt obard ely lar USD wee competed, ‘work. However, ther effectivenes, the’ remainder of the fourteen given a frontal radiator. Armament already hampered by a medioere thousand that had been ordered ‘and bomb load were the same as for performance, was restricted stil being cancelled after the Armistice the Ditg. The fint squadron 4a 443superior 0 those of the Factory it wat known (the FK.9 being the | 47 Salmson 2 ‘machine. Four hundred and ninety ‘Lite Ack), vas armed with a | The Sociéé det Moteurs Salmson, tine production F-K.3¢ were bulk, synchronied’ Vieters gun for the | sit name indicates, was formed four hundred of them by Hewlett & plot and a Lewis gun on a Scart | Primarily for the prodhicton of aro- Blondes and the ret bythe parent mounting in the fear cockpits i | engine, and in partclar it bul company. "The only ‘operational couldcarryaolb(72Gkg}bomb | large numbers of the g-ylinder Squadron to employ Fo wat load, The F-KS was well built, | water-cooled Ganton-Unné radial Nin Macedon which wed wel doded and oud gy | SAK, Bove several_pe_ of them from September 1916 wotil by ts crews, and was wed widelyon | alrrat in French, British and carly 1918, primarily on patrol and reconnaimanee, pal, day and | Rusia service during theft half feconnaluance dati butsometines night bombing and ground attack | of World War 1. The company's in the bombing role. For the latter throughout 1917 and 1918. The air- | fist aeroplane venture, the Salmson~ purpose it had to be flown as a craft illustrated was attacked by | Moineau SM-t, was not a succes, inorder to carry a war eight Poller Drs on 27 March | but early in 1917 it produced a a- Jad of 112 Ib, (51 4g.) Standard 1918, and its fuel tank and rear | seat biplane known at the Salmon powerplant of the F-K.9 was the go cockpit set ablaze while the aircraft | D with a 130 hp. Clerget rotary hp. RAFa Veeype engine. was sill loaded with bombs and | engine. This dd not go into produc Most F-K.gs were employed as ammunition. Although both erew | tion, but its derivative, the Samson trainers, for which they were ideally members were seriously wounded, | 2 tsing a Canton-Unné engine, sulted, and they were weed by several theyaccountedforfouroftheFokkers | became one of the more succesful ‘etablshments inthe before MeLeod succesfully brought | French types of the later war years. United Kingdom and Egypt. ‘the F.K.8 down in no man’s land, Designed as a aseat ‘heavy’ ‘The F-K.8 was basically ascaled~ feat for which he received a wells [observation aircraft, the Salmson 2 vp version ofthe F.K.s, making its earned V.C. was of ‘conventional appearance ‘maiden flight in May 19:6 and Known orders for the F.K.8 in- |) except that it had neither a vertical being delivered to KLF.C. units clude six hundred and ity from | fia nor a fixed tailplane. Tt was and nine ‘equipped Now 17 and 47 Squadrons were six hundred and ninety-four | end of 1917 and entered service Erwin of the ast Aero Squadron in Macedonia and No. 142 Squad- F-K.fs on RA. charge; over 4o | with the French Aviation Militaire A.B. destroyed eight enemy air ronin Palatine At home the F-K.8 per cent ofthese were then in store | imearly n8with the military desig- craft wing only the font gun of hi ‘was flown by No. 50 Home Defence kod law than two hundred in font. | tation ¢A.2. ‘Three thowand two Salmson 2. ‘The Salmson was not Squadron andseveral training estab- lineservcein France. The F.K.8did | hundred Salmson 2s were built, and especially fast, but it had aweful lishment, The F.K.8 was a con- not long survive the war, but afew | they served with French rate of climb, being able to reach temporary of the RLES, and was appeared on the British civil register | excaduilleson the Wester Frontand 5,000 m. (16404 ft) in a7} ‘generally considered superior to the and others in Australia, During | wo other in Italy, Seven hundred minutes Factory design, Early F.K.8 were 1917-18, experimental installations | and five Salmsons were purchased powered by 120 hp. Beardmores, weremade in P.K.Os of the 1go hp. | by the AEF, as an interim type 48 Spad XI ‘but the 160 hp. model soon became LorraineDietrich, soh.p.RAF4a | pending delivery of the DHA ‘The fint ascater to be designed by the standard unit. The ‘Big Ack’, as snd 200 hp. RLA.F-4d engines ‘Liberty plane’. Eleven squadrons Louis Béchereas, creator of the ov 45{in 1917, but its early production was affected by teething troubles with the reduction gear of its 235 starboard, in front of the pilot, ‘while one or two Lewis guns could ‘be installed on the ring mounting in See cp A gt tomb hed and eighty of which were ordered in Mareh/Apail 19175 46 iy ths me = ‘unsuceesfl Br-1gH foatplane and the B.148 ambulance, which was ‘wed in modest numbers in 1918 and extensively in the middle 1920s. The Br.16Bo.2 was an enlarged night- evelopment | Br7G2, a tweat escort version with'a goo bp. Renault 12K engine sod en Revrtng Vie The Breguet 14 had a long and varied post-war career. The double nearly a dozen foreign air frees in Burope,Sout Ace u the Fat Eat. 30 Shore x84 and Bomber a 8 uly tang topeo ached for the Bethea 9 Short seaplane, and almont fit 160power. The prototype. was) ‘com- ied easy in sus ing by wart more spectacular aera en lndel dow with is txpedo Fes eifet to take of all bat thecalmet ea and wa icky ty cell eventually the frped tole wat thandoned fa favour of tmploymenton scone a mmid-1915 until the end of the war, ‘performing a great amount of bum. ‘drum but seful workin practically every combat theatre. About nine Royal Navy in the North Sea, ‘Mediterranean and Far East. One ofthe two 184s carried by H.MS. ‘Engadine made the only reconnais fn foreign service did not retire ‘until the early 19308 Tn response toa bomber competi= ton held in 1915, Short Brot. pro- duced a landplane adaptation of the their own aa5 hp. Mohawk. Typical Domb load comprised four 230 Ib, of Short Bombers began in early spring 1916 10 No. 3 Wing RNAS. "which, however, did not become ‘operational with them until October operationally until Apel 1917, when they were replaced by Handley Page Oftoos. 31 Letord Types x t0 9 ‘The Letord Type 1 originated in 1916 to meet a requirement isued by Le. Cal. Dorand, director of the ‘Letord, a company formed in 1908 ‘to manufacture balloons and aire ships, which had aireraft factories at" Lyon-Villeurbane and, con veniently, at Chalais. No fewer than seven aircraft types (three each for reconnaissance and night bombing fand one escort fighter) stemmed1916, entry into service beginning some six months. later. Higher= powered Hispano-Suiza 8 Ba ene finer of 200 hp. were generally fitted to the Let2. 3, though the 170 bp. Lorraine Dietrich 8 A was fnwalled in some examples, and flo in the third reconnaisaance model, the Let4A. 3. Fist of the having equalapan 4-bay wings of 35 fob in. (1700 m) span and rester area and. an underooe Whee Gros weight was 5291 I, (Gave bg) and mania sped s3mpd. (10 mfr). ‘The Letord Type 9 was alo built fn a'gGe. 5 court ghter venion, wth aeanon’ armament, his in turn Trading to « more definitive ecot venion, the Let6Ca. 3, which had Bo hp HepenoStin 8 Be gies and. was fight tested in ‘January igi, The second and hid ‘mber veions were the Types 5 and 7. Fity-one Type 5 were bul load of 441 Ib. (200 kg); some ‘Let. gBa. aircraft had an addtional gun mounted under the nose to fre the rear. ‘Only one Letord Type 7, fist own fn 1918, known wo have been built. Developed rom. (and Tnrger than) the Type 3, it had G2'f. 4 in, (100m) span, with two ays. hp. Lorraine engines ‘mounted on the lower mainplanes ‘Ata grom weight of 605 Tb, (2860 ‘tg, its maximum speed vos 89 mph. (43 hme). eters’ of ene type or another quipped atleast ight escadriles of the French Aviation Militaire, fnd some verved also with Dorand ‘e Gaudrom squadrons. A. final Mrarime ype, quite outide the foregoing family of design, was the Leterd. ‘Type 9) completed only shorty before the Armistice, Mh larger than the ‘Leptredeigned Type 1 w7, ie had swings of 85 fr in (2594) a of 2. Powered by two 400 hp. Liberty 12 engines, it had a gros. weight of 12,171 Ib: (5 gat kg.) and. ‘could reach a speed of go mph. (245 km fr.), but it was too late to perform any war service. g2_ Caudron R and Rar Compared with “the fillooking Farman and’ Voisin bomber then jn French service, the prototype Cauda Reg had, when it fist appeared in June’ 19t5, quite ‘tli and modem appearance for i ing The re traded i it had been designed by René aston o Caron Pare dt was intended for we as a gest 150 I 3 r l [ (00 Gaston Caudron’s G.VI, was Virtually a new design, having) single, fuselage; single til ‘asembly and two 190 hp. Renault ‘engines mounted midway between the gcbay wings. The undereariage eonsisted of a twinowheel unit be- neath each lower wing, inline with (Bombardement de nut, eat), in the engine, anda fith wheel under which eapacity ie could carry a 120 the front of the faelge to prevent kg. (265 Ib.) load. Night-bor bing Ree entered service early it spring 1918, but although their Perormance was masked aperoe iE ae hal 1h! ‘tes i be f E Hi Powerful engines. At first, 200 h.p. Rutt. Total production of the Rutt Hispane-Suiza 8 Bada engines were was approximately five hundred. installed, but the higher-rated 215 A variant which soften confused 15whe gander boleh eenye Sees Reena ar (Gino lana) gins nd a tee tegen ee eee ae oeneciers Sete coerce co 53 AEG.G types ‘The series of twin-engined G types produced by AEG. in 1915-18 filfered from most other German ‘category, and was given the Kampt= fugzeug (combat aeroplane) desig nation K.l. The K., later redesig- nated Gcl, was a gseater powered by two 100 hip. Mercedes Dil ‘engines; comparatively few were built. In July 1915 the G.ll ‘8200 hg. (441 Ib) bomb load. It, ‘wo, was built in comparatively limited number, some G.lls having ‘wo small auxiliary rudders. Both the G.I and G.Il were flown by Schlachstaffela (Battle Fight) 2 well as by regular bombing forma- tions. Inthe early summer of 1916, the GLI, which had fist appeared at the end of the previous year, ‘went into service. This had a much increased wing span, balanced and ‘ants included the GAIVB, with ‘Srbay extended-span wing cellule, land the G.1Vk, with a biplane tail ‘unt, armoured engine naceles and rose section mounting #20 mm, Becker cannon. Final production version was the GV, which fest appeared in May 1918, It retained the same power ag bombing of Germany. It was to be ended. For the frst few months of 4a tecat aircraft, with a speed not their employment in France they Je than 75 mph. (1207 km) were wed for daylight sea patrol and capable of carrying a minimum off the Flanders coast, but from Toad of six 102 Th, bomin. By MarcjApel 1917 they began to March 5 for uch aera concntrateon the ight bombing of Thad been ordered, snd the fist major German installations such as ‘machine (1435) was flown for the Ucboat bates, rallway stations and fit time on 18 December 1gt5. It industrial centres. ‘Two O/t008 Ihad been intended to install 20h.p. were used in Palestine by the forces Beardmore engines in the first under General Allenby and TT. E. Handley Page 0/100, but the proto- Lawrence in their campaigns against type was fited with two 250 hp. the Turks; another O/t00, based at Rolls-Royce Eagle Us, and these Mudros in the Aegean, took part in engines powered forty ofthe forty bombing raids on Constantinople six Ojioos subsequently built by and against the German battle 153Alcock, later the pilot of the 1919 lantie Vimy. “The 0/100 was followed into service by the much more numerous (0/400, whose prototype ($138) was The [ later V/1goo. Neary eight hundred Ojgoos were ordered during. the ‘with 950 hip. Liberty 1aNs. A further eight Standard-built ©4008 were completed forthe U.S. Army after the war, but the rest of the one ‘thousand five hundred ordered were ‘then cancelled In April 1917, more for les concurrenily withthe transfer ‘ofthe 0/100 to night operations, the ‘0/400 became operational as a day ‘bomber in France, elf earsferring ‘w aight bombing from the following ‘October. Handley Page O]q008 served with No. 98 Squadron RAR, Nos. 97 and 115 Squadrons ‘of the Independent Foree and Nos. 207, 214, 215 and 216 Naval loads carried by 0/4008 included the 1,650 Ib. bora. In spring 1918 ‘wo sireraft were crudely converted {nto 1a-pasenger transports for the purpose of flying ferry pilots back from France to England. "The Handley Page O/4oo re- ‘mained in RAP. service until 1920, ‘ight of them being allocated to No. + (Communications) Wing at V.LP. transports, carrying officials to and from the’ Paris Peace Conference between January and September 1919. Four O/4oor were converted and operated by Handley Page Tranport. Lid. in 1919-20 for route-proving on overseas air routes later flown by Imperial Airways. ‘The O/goo was further developed {nto the ‘/700 transport, ten oF a ddonea of which were supplied. 10 China late in 1919 and two or three ‘more to South Affca. The 0/700 was further developed into the 0/10 snd O/11 transports, eight and five lof which were bil respectively. 35, Handley Page V/1500 ‘The V/tgoo was to late for the war and too large for the peace, but it ‘has several claims toa place in avia~ tion history. Te was the fst Bits four-engined bomber to go into PTbby goo hip, Fiat A-tabis engines. Siddeley Jaguar radial engines dur- ‘This prototype was unfortunately ing the last few years of ther ser destroyed in September 1918, but in vice. Standard armament of the the fllowing month a fourth proto- production Vimy consisted of four type (Fos6t) appeared, with 60 0-903 in. Lewis machine-guns, but hp. Eagle VIII engines and en- the rear upper gun was usualy larged rudder. ‘omitted from peacetime aireraft. ‘An intial one hundred and fity Maximum internal and external Vimys were ordered ffom Vickers bomb load for the Fiat-powered 156 ‘Vinny was 4,408 I. (2,000 bg), and foe the Bagle-powered model 480$ 1b. (24179 by). The Eagle-Vimy is [gencrally refered to as the MLV, Although confusion exists over the correct’ nomenclature for Vimy ‘variants both during and alter the ‘war; the Fiat-Viny” is variouly Gescribed as the Mil or MkII. “Two notable ditance fights were ‘made by specially modified Vimyx fn 1919, In June the fist non-tep croming by Capt. John Alcock and Lt. Arthur Whitten- Brown was made over the 1,800 miles (9032 km.) between | St. Johns, Newloundland, and Gifden, {in the Irish Republic. In November] ‘December Vimy G-EAOU, piloted ‘by Capt. Ross Smith and his brother Lt. Keith Smith, made the fist flight from Britain to Australia by ‘Asstraliane in a Bri aircrafts the (1416), sometimes known a5 the S.P, which fist appeared with 190 hp. Rolls-Royee engines and intro- duced a number of modifications including a greater use of metal in its construction.screral long-range bombing raid on ‘Austro-Hungarian targets well be. fore the Handley Page 0/100 had ven Bow “The fist Caproni giant wear de- signed in 195 seting the pattern for fature developments. It had a central nacelle and. two, slender finelage booms supporting the ail tits the erew and al thre ofthe fcogines were located. within the tacelle. An Bo hyp. Gnome rotary fangine drove a pusher propeller at the rear of the nacelle while to ‘other 80 hp. Gnomes dove tractor propel at the front of the booms Ey eane of a taneminion gear. ‘This arrangement proved rather clumayin operation, andthe proto type, which ft flow in October 1914, had the two tractor engines Inwtaled with direct driv. The fist reduction venion was powered by Thee 100 bp. Fiat Acto nline engines, all driving tractor pro- were builtin 1914-16, and aircraft of this type made the fist Italian bombing raid of the war against ‘Astro-Hungary on 20 August 1915. Nine other aircraft, designated Ca 2, had the ceatral engine replaced by a 150 hp. Lsot-Fraschini ViqB inline engine. The Ca t and 2 continued to serve latterly on night operations, until the ap- pearance ofthe Ga g in 1917. The Ga 9 was generally similar to the Ga 1, having g-bay, equal-span ‘wings, a borike nacelle and three polygonal rudders stop the tail- plane, Much attention was paid 10 ‘making the Capronis sae for taking 136 comprised three 150 hp. Isota-Fraschinl V-4B inline. Two hundred and ofthese aircraft were builtin Tay in 1916-18; 2 dosen squadtgle of the Corpo Taian Naval squadron in Albania. Eightysic others, built under licence in France, served with twoinvolving long lights ver hazardous Thode in he series ba thres mountain county, Because ofthe Flat engines of 200 hip. The wing- size they needed strong piloting, but sosins ofc hp, The wing: sn hey nde arog nist, but powers ofendurance were well suited {o the conditions in which they were requlsed to operate, Several civil ‘aia conventions were planned, some carrying up to 90 pasengers, ‘but none of them appears to have seen any commercial service. How Service carly in. 1918 Improved tensions followed it, ‘with tree 400 hp. InottaFraschini, Flat or agin. The Cas operated > ‘monty with Taian nigh-bomber inaugural scheduled fight between Milan and Rome on 29 January 1919. creer irc Pyotr (see the Fighters 1914-1919 volume), Cemerorret ates eo efter Sen See ‘company, originally noted for air- Peet Sataeretatias ees Sealine See ‘Sikorsky four-engined biplanes, and Seinen ae eres ‘engines mounted singly on the eines era wing span of 78 ft. 9 in. (24:00 m.), ereaenentes cee aiarenet Soe ‘majority of their targets were at a ‘great distance from their home bases, 160 frontal arca of the note. Power was transmitted via a clutch and gear system toa tractor propeller moun- ted en each ofthe inboard Bays of interplane strats Teg acceptance 6 y accept ‘of the G.l.a/15, in July 1915, wae service we as a tring aircraft. accompanied by ani order for sie ‘Meanwhile, in late 1914 the Tdfieg similar alrerat, to. be. designated hhad authorised the development of G.gg/15, to G.a8/ts. With the introduction of the Ri ‘gap. Thus modified, i resumed trials in September 1915, and in April 1916 was eventually accepted for Construction of this sircrat, designated Gala), began December igi, and it made its first fight from the Steen wor ‘were changed to RL to R.VIT; and again in March 1917 to Rt/t5 (© Regs respectively. ‘The six new aircraft were ine tended originally to be powered by if ie he f, : fe"300 (Riesenflugreugabeeil- tung) late in 1916, but they were seriouly underpowered, and the GOL, which flew for the rt time oa 11 April 1915, powered by ‘three 240 hip. Maybach Mb.V engines. One of these, mounted ia the nose, drove a tractor propeller, ‘while the ether two, mounted mide way. between the’ wings, drove ‘which six 160 hip. Mercedes D.itls ‘were installed. Two ofthese engines ‘were paired in each nacelle to drive single pusher propellen, while the third pair were installed side by side in the nowe to drive @ tractor pro- pelle, Armament was inereaved 10 five machine-guns. basicaly a V.G.O.IIT aieframe, but ‘withthe nacelle engines {for four a20 hip. Bena Ba.lVs. Up to seven machinesguna were carried by the RLV, which entered service in July 1917 on the Eastern Front sand was later transferred to the ‘Western Front and used in raids on the United Kingdom. Work was ‘ao begun in 1916 on. single ‘examples of the RV and RVI, ‘each powered by five 240 bp. 162 ‘bracing; the former was accepted for service in September 1917 and wed fins London in 138, whe the Tatier was lost a a crash in Agus 1917 during delivery tit unit ‘The only Zeppelin R type to go nt series production was the RLV, eightcen of which were completed, ‘one by Zeppelin (Staaken), si by “Aviat, four by O.A.W. and seven bby Schitte-Lanz. Fifteen of them ‘were powered by four 260 hp. ‘Mercedes D:1Va engines, in tandem prs each driving one tractor and ‘one pusher propeller. With the ‘elimination of the nose engine it [posible to install a front gum posi tion with a ring mounting for two Parabellum weapons, and single dorsal and ventral guns were separ ‘ately manned to the rear of the ‘wings. Between these the two pilots {iatside by side in an enclosed cabin. ‘Three of the Aviatik machines, ‘completed in 1o18, had four 245 ‘hp. Maybachs, the cabin extended to the extreme nose and a large ‘central vertical tail in. The Staaen RVI could carry internally up to ighteen 100 kg. PaLW. bombs Within the centre of the fuselage. Tis maxinum load was 2000 1g. (4409 Ib), though about bal of ‘this total was the usual average. In- dividual bombs of up to 1000 kg. ‘Two ReVIs were ited experiment ally wilh am adional engine, 2 tse Np. Merde Dl ing & Saranac fo satan is performance at greater were built using RVI wings and ‘cgine installations with an entirely new fuselage suspended Detween the wings anda tail sembly incorporating. the large central fin ofthe final R.VIs. One of ‘hese machines wat later Sted with |during ils, was ewentially a ‘sandard DiIVa-powered VE ‘mounted on twin floats some 13m. (ge 8 7 in) hong. G2 Sikorsky Hiya Mouromets “The world’s int foursngined aero plan, the LeGrand, was designed by T.1. Sikonky and G. 1. Lavrov in 1919 and few forthe fist time on 13 May that year. From it was veloped an even larger aeroplane, {Be Mya Mouromen,, which wat flown ealy in 1914 and powered by four 100 hp. Argus ‘engines Fed with wall underencinge, it ‘atied a crew of five and had come partments in the rear fusclage for Sleeping and eating. In February 1014 this aeroplane ited 16 human pusengers and a dog to an altitude ‘of j000 m. (6560) and remained in the air for hous. In pring 1014 ten examples of a ritary version were ordered. for the Imperial Romian Air Services afer the out posed a constant problem for the Rusian aircraft industry, and ‘Type B were completed (two 195 ap. and two 200 hp. Salmson/ (Chet Unnd. They were allowed Sy targets Type” Ve All but ‘ree of thee machines bad four {50 ps Sura engines (a highly ‘unsatisfactory unit); the others had to a5 Band two 0, Sig apm Tie eretgver'to G'S bad four 190 hyp. RBVZs, fine Gage had a pair of thee tngines together with two 0 hp. Reena The larget Mowrome, the Ext, was powered by four 220 itp. Renault At an allup weight ei yo00 i. (rgage Tb) the Et Sra i the Stat aint wih a Tmnnimun spec of 15697 inf. (@5 mph). Operational perform. fnte ofthe Sint pa of Mooromets ‘Bombers was a0 dnappoining that the REVZ, wan sed o nepend Poland the ELV.K. made its frst 164, Mouromets was lest to enemy air attack; this ccurred on 12 Septem ber 1916, but not before the Mouro- ‘me's gunners had accounted for three of the enemy fighter. Two other machines were lot in rashes, fand in February 1918 thirty were estroyed on thee airfield at Vine fait to prevent capture by the Germans. Becawe of i sie, the Tha Mouromets needed plenty of atten. ‘on onthe ground abd strong hand- Ting in the air; but it wan 8 wel Dull aeroplane, expable of abvorb- ing plenty of bate damage. Te carved highly eicent bombights ‘of Rusian daign and manufacture Ich nae 9 core de his {a well over oper ent oti ‘A ‘ypieal bomb load. was tat Gane by he Ga and wich anged 430-700 kg. ( e343 Ih). Normal defssive arma iment was tree or four machine fhm, but up to seven could be fue, including a turret inthe ta. Basic crew, aia the Type By was four men, but could be increased in proportion to the sumer of gure installed, The Ilya Mouroets so undertooklong-rangereconnaiance Iision, for which i was ideally ‘ted in the areas which itopera tI December 1916 Tar Nctlas approved Britsh and French re ug bul te te owes ‘were not taken up. ee 63 Caudron G.I, G.IV and ev ‘Most naceleand-tailboom aero Planes of 1914-19 were pusher bir planes; the Caudron GLIIT dlifered fa having is engine at the font. Tt ‘was developed from, and was similar to, the singleseat G.IT which in 1gig-14 was a familiar ‘sight at many European air meetings. In {ts intial military form the G.ITTA.a was a ascat corps reconnaisance and ‘artillery observation aircraft ‘used widely throughout the frst half of World War 1 by the French, Brith, Belgian, Rusian and Tain sir forces. Mort of the many hun- dreds of G.IIls built were manu- factured in France, “but small quantities were buile in the United Kingdom by the British Caudron Go. and in Italy AER. built ‘one hundred and seventy G.ITTs in 1915-16. The GaIIT was originally powered by an 80 hp. engine, of ‘Gnome, Le Rhine or Glerget manu facture, but a commen installation in later machines was the 100 hp. ‘Anzani 10 C radial. The GLEE had 4 useful endurance (4 hours), but was generally 100 slow and 100 vulnerable to be retained for long ‘on observation duties. The French ‘machines were withdrawn from the Front in_midigt6, but Taian G.ITls continued to serve until ‘March 1917 and the British models ‘were not withdrawn from opera: tonal units until August 1917, AS late as 1 January 1917 the REC, was using Caudron C.1Ts, armed ‘with small bombs and carrying a {for coastal patrol. One hundred and ‘twenty-four Gis were supplied to the RNAS, and ope hundred and 165nine tothe RLP.C., and they served fon every major font. Their with ‘drawal from frontline duty did not, however, mark the end of their career, for they became one of the Toit. "Mort Caudron Gils had warp-controlled wings, but ailerons were fitted tothe top wings of some Tater aireraft ‘The Caudron G.1V, which ap- peared in March 1915, was in fevence a sealed-up version of the GIL, powered by two engines Originally these were 80 hp. Le hones, with the 100 hp. Anzani ‘being introdvced for later produce ton aireraft; the vertial tail sur faces were increased to four. A free firing Vickers or Lewis machine-gun ‘as mounted in the front cockpit, ‘and in ite GIVB2 day bomber form the sireraft could. cary & 100 kg. (220 Ib») bomb load. Some G.IVs were fitted with second ‘machine;gun, mounted over the top ‘wing to fie tothe rear. Although its ‘bomb load was modest, the G.IV Thad aweful performance and a particularly good rate of climb; in {ervice it proved to be a thoroughly reliable aircraft, as is shown by it ‘adoption by the Italian Air Fores fr Tongerange fights across the Alps. It entered vervice with the French ‘Aviation Militaire in November 1915, serving until the following autumn, Ta Italy AR. built ity oneG.1Vsin 1916-17. The RNAS, received forty-three French-built G.IVs and. twelve completed by the British Caudron Co. These were ‘ued in 1916 and early 1917 for day fand night attacks on enemy sea plane and Zeppelin bases in Belgium by Nos. 4 and 5 Wings. Aireraft in French service included both Ba and A.a versions of the GV. In 1918. the AEF. purchased "ten GVA. for use as trainers is summer 1916 a link between the GV and the later R-prefix bombers designed by René Caudron sppeared in the form of the G.VI. ‘This was a development of the GLY, but incorporated many fear tures, including the distinctive ‘Heeled” and covered Fuclage, and single in and rudder, ofthe Caudron Ry and Rit. Powerplant for the GNI was two Le Rhine rotary engines of Bo, 110 oF 120 hip. The fbserver sit in the rear cockpit ia ‘hich was a ring mounting for one fr two defensive Lewis guns. The {G.VE was apparently built oly in an ‘Ac form, and in view of the immi- ‘ence ofthe Rg and R.1r it is probe able that it was not builtin substan- tial numbers Ithas not been possible 1 provide a breakdown by types of French squadron allocations of ‘Caudron G serie areraft, but in all ‘the Aviation Militaire’ operated Ahinysight -escadeiles equipped ‘with these slreraft during World Wart. 6 Lohner L ‘The first flying-boats produced by the Jakob Lohner Werke of Vienna were the general-purpose E types, built in 1919. They were aeater, 166 configuration ‘the Lohner L resembled the Type E, bucwas powered: bya uo. ‘Hiero ot by an Austro-Daimler of go or 18o hp. A slender, legant seroplane with sweptbeck sesqu plane wing, the Lohner L seated a {Grew of wo side by side, the otnerver ‘eccupying the righthand seat and having a Schwardlose machine-gun ‘ona rotatable mounting. Upto 200 2g. (441 In) of bombs andor depth charges could "be card. The Lohner L entered service in the second half of 1915, and its dhought Ahat one hundred and sixty were completed by the parent company. ‘To these may be aed nine or ten similar machines bull as Type Ma bby the Naval Dockyard at Pola, About thirty-six examples were alo ‘completed of the Type Ry a gscat Feconnaisance variant of the Type LL with photographic equipment in- ‘ead ofa bomb load. "The Lohner Ls were the most widely wed Aying-boats of the ‘Austro-Hungarian Navy, and ‘operted exchuively in the Adviate fea against Allied shipping and farges on the Taian mainland. Te ‘was an aireraft of this type (L4o) ‘hat flint Taian bands on a7 Mayi cf i HU: q U sf 1919. Hin April 1916 the Type B was inally fr coastal patrol and later, like the Type B, used for taining. "The most widely built BA. flying-boat, and posibly the most ‘widely built Bying-boat on either fide during the war year, was the gecat Type H. This had a les ear hull, a high, strut ‘mounted tailplane and roughly oval fe had greater load-carrying capa bilities and a Vee-type engine in- Dictichn ‘The ‘Type Hwan but ttder Beene in Ty by sx mans Setar flowing the sup of a inital batch fom France: 1 aye tuck fr the meri of the F.BA. that, dopite the preeminence in Trlyof the Macht rage of Byng- beats nie hdd en eghipto ‘examples of the French design were built there. Most of them were powered by 160h.p. botia-Fraschini VgBe and sported small vertical fins Armament consisted of a single ine-gun in the front cockpit. Four Tealian-built Type Hs were ‘presented tothe R.N.A'S. and based {At Otranto, The Type H served with ‘with alan SquadrigliedellaMarina in Tripoli ia 1922. ‘A:development of the Type H, Schneider Moatplane were built for the RNAS, which used them ‘widely fora variety of duties during ot the ve air tea were fied pir to apy Co (cight), France (nine), Japan (one), the Netherlands, and the U.S. Navy (ene), and a few were alo supplied to the Royal Norwegian Air Fores after the end ofthe war. 67. Feledrichshafen FF33, FF39, R49 and FF s9 Serving from the spring of 1915 until the closing stages of World War 1, the Friedrichshafen range of ‘2aeat patrol loatplancs were probs ably the most extensively employed 169‘with back-toftont seating five FFysLa were built. and 100 hip. Mercedes D.I engines. The FF9 was an interim design, ‘They were followed by eleven which appeared in 1917 with a ‘and refined fielage, ‘engines and ‘ve with 160 hp. 200 hp. Ben BeIV engine and Dills, in which the pilot more rearing Parabellum; fourteen logically occupied the font cockpit. were completed. The principal Bs. ‘The fint major production model TV-powered model, however, was wwas the FF33E, powered by a 150 the FF4q, of which twentywo hp. Bens Belli, which became the FF4gB+ and wo hundred and standard installation on all later eighteen FFygGs were built by [Fg variant, The FF33E was aio Friedrichshafen, LF.G. and ‘the fit model to introduce wirclew Sablatng. The Bs were unarmed, ‘equipment. One hundred and sxty- but most shad a rearing Para- two were built, plea further three bellum and at last thirty ofthe ate- farmed with a rearmounted Para- production machines in 1918 had bellum machine-gun, which were {wo guns fitted. Apart from the fe more. powerful engine, the FP49 1¢ broadly resembled the FE except training role, it place being taken that it had balanced control sur- bby the modernised and more efi- faces. Before the war ended twenty ‘examples were ordered of the FF59C, another" BeLV-engined flostplane with a more compact fiselage and greater range than its predecesors, Friedrichshafen built forty-four seaplanes after the war, {in 1918-1o, but it snot known what omAPPENDIX 1 The research into the aircraft colour schemes illustrated in this volume is the work of lan D. Huntley, A-M.R.AcS., whose studies of aircraft colours and markings have been made over a period of ‘more than twenty years. Ian Huntley was one of a small team of ‘experts formed from members of the Royal Aeronautical Society ‘and the Society of Licensed Aircraft Engincers in 1958 to undertake full-scale restoration work on the aircraft of the Nash Collection, which was bought by the R.AeS. in December 1953. With the title Historic Airraft Maintenance Group, this body began work at ‘Hendon, transferring its activities later to the BLEWA. Base at London (Heathrow) Airport. After 1 April 1964 the foes padcaly Gupessd ba toe RAE. cons itt Used Kingdom for continued restoration, and are now on permanent loan to the Royal Air Force Museum at Hendon for display. Effectively, this meant that the official duties of the HLA.M.G. ceased towards the end of 1965, but Ian Huntley and A. 8. Hughes, the H.A.M.G.’s Chief Engineer, continue to act as civilian con- sultants on the subject of histori aircrat restoration, Soon after the move to Heathrow an appeal was made for ine formation that would contribute towards restoring the various airraft in authentic colour schemes, and a landslide of ‘bits and pices’ arrived in response. In August 1961 second similar appeal ‘brought a second similar flood of information and material. Ine cvitably, much of it was too vague or contradictory, and the only tisfuctory way to solve the problems and establish the true colour finishes was to trace the original paint specifications and to approach manufacturers to re-ereate paints and materials from them. Tan Huntley became a ‘one-man Specifications Committee’ charged ‘with this task and with elasifying and authenticating the material submitted. As a result he was in a unique positon to advise on the ‘completion of the colour illustrations in this volume, and the real hhues of many colours ean now be seen for the first time since World Wart. Such research proves, if proof is needed, that the only really 173satisfictory method of recording and relaying colour information ‘must be based on first-hand inspection of the colours concerned, whether in site on present-day aireraft or in the form of re-created samples; these must then be related to a comprehensive dictionary ‘of colours which gives a key ‘code’ for individual shades of a given colour. This is the formula adopted in preparing the illustrations in this series, for which we use as our main colour dictionary The Methuen Handbook of Colour by A. Kornerup and J. H. Wanscher.* ‘This handbook gives a spectrum of colour variations that are expecially well related to aircraft paint finishes through the years, and when correct colour values, using this handbook to code them, fare compared with most existing verbal or pictorial representa tions of specific aircraft types, the need for a standardised scheme of reporting and portraying colour values is self-evident; and the inadequacy of mere verbal descriptions, such as ‘dark green’ or ‘pale blue’, is also woefully apparent ~ there are dozens of them. ‘The need to have a standard system is especially urgent in the ‘ease of aircraft of the 1914-18 period, where the number of people ‘with firt-hand knowledge of these aircraft ie diminishing rapidly. ‘There is still, unfortunately, an almost unbelievable lack even of ‘good basic general knowledge about aircraft colour finishes something like eighty-five per cent of the material submitted to the HLAM.G. was either the result of gueswork or the perpetuation of a long-standing fallacy. Much of the guesswork undoubtedly arises from the fact that most photographs taken during the war and reproduced then or since were taken om film which was not eolour- sensitive and which in any case gave only a black and white result. A ttle orthochromatic, and even less panchromatic, film was then available which, with appropriate colour filters, could give a mare accurate tonal rendering of colours within the limits of a black and white medium. Uncertainty regarding the type of film used to take a particular photograph is therelore a contributory factor: one type, for example, may make a red rudder stripe appear darker than a blue one, while another type will give the reverse effect. All too ‘often an’ inaccuracy arises, probably quite innocently, from an jncorrect deduction made from such evidence; and ‘for want of a nail the error gradually gathers weight as more and more followers accept it and repeat it until it attains the status of an unassailable * Fit publsed by Politikem Forlag, Copenhagen, in 1961, and by Methuen & Coy Landen, i 1903 eevsed 1967) a ee a B&C ew 327 ae ae ea eed payeece eet erates Rees edi sik MiB My ENME coh fg mF 6 fn, ‘Typical sketch produced by Ian Huntley a a base guide for arti ‘rcpaing the celour plate in this ei, fact. There is not the space here to discuss individual eases at length, Dut one of the commonest misconceptions, which concerns the British P.C.10 khaki finish of World War 1, is dealt with in some deiail in Appendix 2. ‘World War 1 was as much a forcing ground for the evolution of aircraft protective finishes ~ in all senses — as it was for the design "8of the machines themselves, and German and Italian aircraft, ‘many of which had ply-covered fuselage were able from a come paratively early date to employ disruptive camouflage schemes. Britain lagged somewhat behind the other powers in this tech- nique, but by the time of the Armistice improvisation had been overtaken by a more serious study ofthe art of camouflage. In this respect the Salamander represents an interesting outcome of one such study. Up to 1917 use was made only of doping schemes that employed first ccating of clear shrinking dope, followed by a protective covering of pigmented varnish: medium (a cellulose ‘atrial witha similar base to clear dope but with its shrinking Powers counteracted by the addition of a proportion of castor il). During 1917, however, experiments shoved that a pigmented dope not only gave an ideal fabric finish but saved time and elimi- nated the need to use such large quantities of cellulose material, From this it was established that, by using the ideal tropical sun- resisting pigment in the dope ~ P.G.1z, a dark reddish-brown (asillustrated on pages 18 and 83 of the Fighters 1974-1919 volurae) ~ almost any finishing colour could be applied on top, all within the normal five coat, and yet maximum fabric protection was ail maintained, This eventually led to the introduction of dark red- brown priming dope for use on fabric, a practice which is stil in tse today. Speculation naturally arose whether colours other than the standard dark brown could be wed that would have a more concealing effect, and in summer 1918 various combinations of colour and pattem were studied to decide between ‘dazzle’ or ‘splinter’ schemes using bright and contrasting colours, and ‘con cxaling’ schemes made up of gently curving areas painted in dul, blending colours. Tess were carried out ting various ‘dummy? ‘wings and, subsequently BLE.a, Camel, F-K.g and Salamander at- craft for actual flight trials. The four matt colours wed in the Salamander scheme were advertised in later years by Cellon Ltd. 41 “Salamander colour’, and several contractors building Brith observation aircraft were asked to prepare drawings showing the Sia in thee eo traps forthe unwary exist when dealing with the ‘lozenge? finishes adopted by the German and Austro-Hungarian air ser Vices. For one thing, there were probably more dstinet pattems and colour combinations in printed schemes than is usually appreciated, 4uite apart from hand-painted schemes applied extempore by units 16 undersides ofthe wings and i {or example, the upper-surface and fuselage colours were blue, blue-green, dark ochre, sage green and dark colours on the undersides were pink, blue, treen and pale violet. Some lozenge fabrics were printed in as many a3 six or seven separate colours. ‘The error mott commonly made, however, it in the incorrect ‘application of a. given scheme to an illustration of model, rather than the use of an inaccurate pattern. Thus, while the actual basic pattern may be quite correct, the efit is incorrect. ‘been applied in the wrong direction. So far as the printed lozenge fabrics are concerned ~ obviously no hard and fast rules can be laid down for hand-painted schemes ~ the first stage was to evolve ‘a unit pattern outline, and there were at least three of these in ‘common use. This would then be engraved on rollers to print longitudinally on a standard roll of unbleached linen s that the pattern was repeated along the of the roll. Since the fabric was naturally much stronger across its width than along fis length, the standard practice was to apply it chordwise to the flying surfaces ~ ie. with the short fibres parallel to the wing main spar(), the pattern repeating from leading edge to trailing edge or vice versa, and not spanwise from wing root to often supposed. The fabric, usually from 4-44 ft. wide, was normally ap- plied beginning at the centre-line of the upper ‘of the lower wings and working outward towards could vary on individual types, for example to avoid a seam be- ing fabric applied at 45 degrees to the leading edge, whereas British practice was to discourage this arrangement during the ‘The above remarks apply of course to ex-works machines; re- pais in the field would offen have tobe made with any odd length Of fabric available, which would not necessarily be applied in the ‘correct way or even be of the correct pattern. Movable flying surfaces ~ ailerons, elevators and rudders ~ and sometimes tale Planes did not always conform to standard practice, Because ”of their small areas and often irregular shapes, fabric might be ‘applied to these components in whatever was the most convenient ‘way, so that the pattern could run in any direction compared with that on the main airframe. Covering the fuselage was a relatively Unset em ne ie tae cu ve a7, ‘Avstro Hungarian hand-painted hexagon simple matter of making an ‘envelope’ of two, three or more Tongitudinal strips of fabric, depending on the size of the aeroplane, sewn together and laced up along the centre-line underneath. Sometimes ply-covered sections of aircraft - eg. Albatros fighter fuselages or Gotha bomber noses - would be wrapped transversely in lozenge fabric to provide a hasty camouflage effect. ‘An interesting variation on German fabric finishes isthe ‘streaky’ effect produced on some aircraft cia 1917 and excellently illus ‘rated in the plate depicting the Fokker Dr.t. ‘These aircraft came at a time when Germany was making every effort to use only xp cellulose for shrink-dope purposes and was evolving schemes to use dyes and other paint forms for its camouflage and markings. (The greatest shortage, incidentally, was of good re-pigmented materials fad explains why the use of red at this time was such a mark ofthe ‘ace’. Only pilot of particular eminence could command the priority for materials in such short supply.) Over the yellowish {ce-unbleached) linen Fokker wied applying a dark olive varish, very sparingly, which gave a ‘brushed-out” effect. ‘Thi was then coated with a dark Knseed-oil varnish which had the effect of transforming the dark olive to a brownish shade of green and the yellowish fabric that showed through it to a more orange shade. ‘These notes, brief as they are, show a few of the taps that exst for the student of aera colour schemes, and how easy it ean be to {all into some of them. They will only be eradicated by more re- search, and by a wider publication of the results of that resarch. Many enthusiast in all pars of the world, are carrying out this kind of work with the same dedication and diligence that charac- terises Ian Huntley's efforts in ths field. Sometimes the results of ir labours are fortunate enough to get into print, but i all too ‘many cases they do not. Through the medium of Blandford colour series its hoped thatthe results of research ofthis kind can be made available economically to a wide circle of aviation enthusiasts who, for whatever reason, have a need for accurate reference on this subject. Ax already emphasised, verbal descriptions are especially Valuable if they are based on fist-hand knowledge or observation and can be related to a comprehensive colour dictionary ~ either the one already cited or a suitable alternative such as the U.S. Federal Standard publication FS. 5958. 'No single writer, historian or artist can hope to be a ‘one-man encyclopaedia’ of such a vast subjet, and constructive help, be it in the form of fabric of paint samples, colour illustrations, verbal description of individual or national finishes, or any other form, will be weleomed ~ either by Ian Huntley, care of The Royal Aero- nautical Society, 4 Hamilton Place, London WrV oBQ, or by the author, care ofthe publishers. 9APPENDIX 2 by Lon D. Hua, A.M.RdeS. ‘The basic colour in which the upper surfaces of most British aircraft fon the Western Front were finished has been referred to repeatedly, in the past as ‘Khaki green’ or even ‘dark green’. The later de- seription is inaccurate, and the former suficiently imprecise to ‘mislead. The actual specification differed in constituent details over the fe ayo teal frm neal en Fo 1936 onward, was mixed in a ratio of a ‘allow echo fo "par lm Black (carbon Mach, by weight of dry Pigment. This was not such an unbalanced Since the yellow ochre weighed fairly heavily while the lamp black possible pigmentation result is a khaki-brown shade, as discussed in detail later. What has given rise to the ‘green’ part of earlicr descriptions is that, for protective purposes, this dry mixture was jnuermized with cflwe acetate oll varnish, or sme other glomy liquid medium, producing an optical effect Which gave the finished coat a tendency to under certain light conditions. (Ai Bah fn exp night colours, were highly glosy in their {Uti elie ce ita ea Bef A protective coating or covering for the flimsy, fabrie-covered flying surfaces of early aeroplanes was essential fortwo basic reasons 10 keep the fabric stretched tautly over the main structure, and to prevent it from rotting under all conditions of use and weather. ‘After various unsuccessful earlier experiments, an Advisory Com- tittee for Aeronautics was set up in Britain in 1909 which, in ‘conjunction with the Army (later Royal) Aircraft Factory, made a figoificant contribution towards solving this problem by evolving a series of P.C. (Protective Covering) varnishes. The Protective Covering studies were part of a series of experiments, started in early 1914, to find an ideal pigmentation that could be applied cover clear-doped aeroplane fabric to shield it ffom the rapid rotting caused by the injurious (ultra-violet) rays of the sun, Most Suocentl ofthe ciginal P.. series was P.C.1, then descibed a @ dark Khaki varnish, which afforded not only protection from the sun in a temperate climate but alo a degree of camouflage when seen from above. ‘Patent rights on the P.C. series were taken out, and they became the only materials approved by the British War Office for use on the fabric of aircraft buile for the Royal Flying Corps. The Admiralty’s ‘Air Department, being at that time a separate and autonomous ‘organisation, chose not to be bound by the conditions imposed by the War Office, and freely purchased proprietary materials, im cluding dopes and varnishes, which did not - and could not ‘conform to the patented P.C. serie, in either constituent materials ‘or colour, until R.F.C, and R.N.AS. materials were standardised in 1916, following the formation of the jointservice Air Board. ‘Before 1916, therefore, there were two forms of this protective 18finish: P.C.1o for aircraft built for the War Office, and Proprietary Khaki for aircraft built for the Admiralty. ‘Because of their ‘freelance’ nature, the Proprietary Khakis naturally varied in both chemical composition and hue, but the re-creation of many ofthese was facilitated by reference to published ‘Admiralty formulae in which actual pigment proportions were given. Hence, in recent research to re-establish the nature and Coloration of P.C.10, it was posible frst to reproduce and eliminate f series of varnishes which were not P.C.t0. Having done this, it ‘was then necessary to isolate the original 'P.C.t0 non-shrinking cellulose top-coat varnish from other finishing materials which, although using the pigments of P.C.to, were ofa different chemical ‘composition. (It is important here to realise two things. First, that the designation P.C.1o applied to the dry pigment used to colour the protective medium, and not to the finishing medium itself: in yee [tamer | oma [ oe [ pate Greece | Genie [Bowne] Alo Te. | err | eF7 | ater [ware Watvem| 3hei | teed | tres | ret Henge | SEFS6 | 48s | 4¥i0s6| abFals * Based on Alt Board colour mater. dite Bor values lighten or darken caly margaally.INDEX ‘The reference numbers refer tothe Ry Alweration and coreponding text. Mex ALG. (Algemeine Blek- traits Cocluchat) Ctypes = Giype 3 Lom = Age Cope = ‘eo (Aircraft Manahcrar ‘ing Co) Dats “ Ditjand DHA Albatron Bone. is cr * can 2 GN, VIL, X and X36 Acatra Dand DS Py ‘aldo S.A. eres = ‘Armatrong Whioworth -F-K-3end PKS 6 ‘trian Aviat BAI and Bld u Blackbure Kangaroo a Bierioe Type XT 7 Beegext Tyraaeeds 3 Te, 2° Capeont Guroces sae Gaudron Gant, tVana ve 6 Regand Ri s D.EM, (Deutche Fig ‘ug Weeks) BU and C1 1 cy = Dorand AR types % Ferma, Hao series % Pago veres 7 Fiat Ra Pf Pranco-Brtih Aviston TypenB,©,HandS Feidechbalen FFs, Fo, FFy9 and FF39 % Gp 3 Gata GleGy 9 Hlalbereade cv 3 Handley Page fico and Ofyoo 54 Visse0 5 Hana Brandenburg Gl = ates Hu * 196 setieh}s ziaseee asfs, sfersacareer sits Fy Labeder ‘Type XI, XI and eG xin LEG. (Roland) on"? Loyd Cypee Loter Band C wypes ‘Type LV. (Lat-Verkehes ‘Geslncha) Crype Paine ar Powis Pope Royal Aiea Factory Ese, BELan and Bit.ab BE seand BEd Rese RES RET RES Rampler cr CIV wavnt Salnaon ‘Type SANEL (Soest Aero- ‘mautiea Meecanica Lome ard) 8 and 82 Store ‘Type gan Bomber SLA. (Societh Italiana Types 7 and 9 ‘Avicio) Rope Sikonky Ty Mewes Sopwith sySerser Baby Cackoo Spa (Soctet Pour MAvia- tion et sea Deivées) Type XE ‘Ving (Ungnrche Fiugeeng- fabri AG) cr Vieken Viny Vouin ‘Types 06 Type 0 10 Zeppelin (Stasken) pes Atpendc 1 Spends 8 187 FR aganegess goa ecrans fesfs 2 sac} cfs steseseus ene euseve BR é St % cater ese fr ns‘THE POCKET ENCYCLOPAEDIA OF WORLD AIRCRAFT IN COLOUR by Kenneth Munson PIONEER AIRCRAFT, 190-16 FIGHTERS, ATTACK AND TRAINING AIRCRAFT, 191619 ‘BOMBERS, PATROL AND RECONNAISSANCE AIKCRAFT, 191617 [AIRLINERS BETWEEN THE WARS, 191939 FIGHTERS BETWEEN THE WARS, 19189, coding Attach ad Training Arle. [BOMBERS BETWEEN THE WARS, 19199, Incaing Parl and Transport Aicralt FIGHTERS, ATTACK AND TRAINING AIRCRAFT, 19945 BOMBERS, PATROL AND TRANSPORT AIRCRAFT, 195848 HELICOPTERS AND OTHER ROTORCRAFT Since 1927 AIRLINERS Sine 190 FIGHTERS IN SERVICE, ATTACK AND TRAINING AIKCRAFT, Since 180 [BOMBERS IN SERVICE, PATROL AND "TRANSPORT AIRCRAFT, Se 192 FLYING BOATS AND SEAPLANES Sn [BALLOONS AND AIRSHIS 178.4973 (Lennar Ege fed by Kenneth Mami) BLANDFORD PRESS LTD, Loak House, West Street, Poole, Dorset BHIS ILL. ISBNO7197 062 4 intel in The Netherlands