Project Sopwith phase 1

Yes, I know it has been a while!

It's been a while since the last post. Meeting deadlines, schmoozing at Gencon, and computer malfunctions have been keeping me busy. The good news is I have two book illustration jobs completed this year. The most challenging project has been Lords of the Sky: Fighter Pilots and Air Combat, from the Red Baron to the F-16 by Dan Hampton, published by Harper Collins. It stretched my comfort zone and it was fun. Slowly but surely I'm getting the new drawings worked into the site. At least they do show up in the galleries. One project is a whole new layer of pages for each individual aircraft type. It may be a while before it’s complete. I took a break from the Fokker D.VII project to clean up some troublesome profiles, and prepping for the next batch on my list. I plan a second installment on the Sopwith 1½ Strutter. I will focus on Britain's first steps towards ship-launched naval fighters. There will also be profiles for the US, Russian Empire Soviet State, and other eastern countries.

Project Sopwith

Britain was slow to use tractor aircraft with synchronized machine gun. Most British fighters up to this time were pusher aircraft. Even with introduction of the Sopwith 1½ Strutter, Pup and Triplane , the British fought at a serious disadvantage during The Battle of Arras and Bloody April of 1917. It would take the introduction of the Sopwith Camel and the RAF SE.5a to turn the tide of battle.

Sopwith one and a Half Strutter - 1916

Sopwith one and a Half Strutter - 1916

Overview

The Sopwith 1½ Strutter was a British one or two-seat biplane multi-role aircraft of the First World War. It is significant as the first British-designed two seater tractor fighter, and the first British aircraft to enter service with a synchronized machine gun. It also saw widespread but rather undistinguished service with the French Aéronautique Militaire. The Sopwith 1½ Strutter was built in both one and two-seater models. In the latter version, the gas tank was dangerously positioned between the pilot and observer. This design flaw prompted some airmen to joke that the designer of the aircraft must surely have been German. Not long after its introduction, the 1½ Strutter was replaced by the Sopwith Pup.

Home Defense

Sopwith 1½ Strutter “Comic Fighter” W/n B'762, No.78(HD) Sqn RFC

Based at Martlesham Heath during summer-autumn 1917 and reallocated to Home De fence on August 1917. This aircraft did not have a specific pilot and used by all pilots of 78 Squadron. With its twin upward-firing guns, Sopwith 1½Strutter B762 was one of a number of such aircraft employed for Home Defence in a single-seat form. It served with 78 Squadron from the autumn of 1917, having replaced BE2 and BE12 variants.

Sopwith 1½ Strutter “Comic Fighter” W/n A'6901, No.78(HD) Sqn RFC

Essentially an Admiralty sponsored design, carrying their Type 9700 designation, the Sopwith 1½ Strutter. This type was also operated by the RFC. Serial no A 6901, seen above, was the first of a 100 aircraft batch produced by Hooper & Company Ltd of Chelsea for the RFC. This particularly was one of the four single-seat home defense fighter variants built.

This was by no means the end of the Sopwith two seater’s service. The type's long range and stability were good qualities for a home defense fighter and it served with three home defense squadrons, No. 37, No. 44 and No. 78 Squadrons. Most of the 1½ Strutters supplied to home defense units had been built as two-seaters but many were converted ‘in the field” to single seaters in order to improve performance. Some of these single-seaters were similar to the bomber variant but others were of different type, known (like similarly adapted Sopwith Camels) as the Sopwith Comic. The cockpit was moved back behind the wings and one or two Lewis guns, either mounted on Foster mountings or fixed to fire upwards, outside the arc of the propeller, replaced the synchronized Vickers.

Since September 1917 German bomber aviation had revised its plan of air campaign against the British Isles: after eight daylight raids the losses of important strategic bombers were too high, therefore, the decision was made to conduct all forthcoming raids only at night. At that point the newly created British Home Defence did not have a dedicated type of fighter interceptor. The majority of planes serving in Home Defense were fighters retired from the front line — a few two-seater Sopwith 1½ Strutter fighters among them.

Captain F.W. Honnett, Flight Commander of “A” Flight No. 78 Sqn (HD) RFC, suggested a modification of one of the 1½ Strutters by moving the pilot's seat and all the controls into the observer's position, his argument being poor visibility from the regular pilot's seat. The original pilot’s position was faired over, and the plane was equipped with a night searchlight.

The first three 1½ Strutters modified to the new standard by the Southern Aircraft Repair Depot joined 78 Sqn in September 1917. During the night raid over London on the night of October 31st/November 1st 1917 they opposed twenty-two enemy Gothas. 78 Sqn pilots dubbed this unusual plane the ‘Comic fighter’. Initially the armament of this aircraft consisted of only a single course Vickers gun; later Comics were equipped with a Lewis gun on a flexible Foster mounting. It should be also mentioned that at least one aircraft, namely B762, had two Lewises on a special fixed mounting and could fire at a 70° angle.

1½ Strutter Comics were intensively used by 78 Sqn until February 1918, flying night intercept missions against Gothas and Giant R-planes. Due to the poor performance of this type, it was never put into series production. At the beginning of 1918 the night fighter version of the famous Sopwith Camel (which ironically received the official name Sopwith Comic) replaced the 1½ Strutter Comic and other obsolete night-fighters in many Home Defense units.

In French Service

Sopwith 1½ Strutter French Aéronautique Militaire in Escadrille Sop 640, circa 1918.

Sopwith 1½ B2 French Aéronautique Militaire, Escadrille Sop 131 s/n 3, Summer 1917.

The French, who until now had been a prime supplier of aircraft to both the RFC and RNAS, saw the RFC using the Sopwith 1½ Strutter as two-seat fighters to good effect during the July 1916 Battle of the Somme and were impressed enough to promptly negotiate a license to build the aircraft and put it into large scale production. Indeed, of the total 5.720 examples built. 4,200 were French-produced. As it was, the French chose to produce the 1½ Strutter in both single-seat bomber and two-seat reconnaissance form, but ran into delivery problems, as a result of which the mass of French aircraft were not delivered until the summer of 1918, by which time they were obsolescent, if not obsolete. As a two seater, the machine was usually powered by a 110hp Clerget that gave a top level speed of 106 mph at sea level, along with a ceiling of 15,000 feet.

Sopwith 1½ B2 French Aéronautique Militaire, Escadrille Sop 107 s/n 105, Summer 1917.

In comparison, the single-seat bombers, with their various 110hp or 130hp rotaries could carry a bomb load of up to 224lb and had a top level speed of 102mph at 6.560 feet. Of the French machines, 514 were purchased by the American Expeditionary Force, while the type also served in small numbers with the air arms of Belgium, Latvia, Romania and Russia.

Sopwith 1½ B2 RFC S/N 36 (N912) France 1917.

Of the S50 aircraft delivered to the RNAS, around 130 were of the single-seat bomber variety, which could carry up to 300lb of weapons in the shape of twelve 25lb bombs, while the two seaters lifted 224lb, or four 56lb bombs. The type's performance was such as to lead to orders not just from the RFC, but from several other nations and the machine's broader program history is dealt with earlier in the chapter on French aircraft. The image is of an RNAS 1 1/2 Strutter departing from atop one of a capital warship's main turrets. This kind of operation was to become relatively routine from April 1918 onwards.

References

1. From Wikipedia Sopwith 1½ Strutter "http://en.wikipedia.org/wiki/Sopwith_1%C2%BD_Strutter"
2. Bruce, J.M. "The Sopwith 1½ Strutter: Historic Military Aircraft No. 14 Part I." Flight, 28 September 1956, pp. 542-546.
3. Bruce, J.M. "The Sopwith 1½ Strutter: Historic Military Aircraft No. 14 Part II." Flight, 5 October 1956, pp. 586-591.
4. Bruce J.M. "British Aeroplanes 1914-18". London:Putnam, 1957.
5. Bruce, J.M. "The Aeroplanes of the Royal Flying Corps" (Military Wing). London: Putnam, 1982. ISBN 0 370 30084 x.
6. Gerdessen, F. "Estonian Air Power 1918-1945". Air Enthusiast No 18, April -July 1982, pp. 61-76. ISSN 0143-5450.
7. Jarrett, Philip. "Database:The Sopwith 1½ Strutter". Aeroplane, December 2009, Vol 37 No 12, Issue No 440. London:IPC. ISSN 0143-7240. pp.55-70.
8. Kopan'ski, Tomasz Jan. "Samoloty brytyjskie w lotnictwie polskim 1918-1930" (British aircraft in the Polish air force 1918-1930) (in Polish). Warsaw: Bellona, 2001. ISBN 83-11-09315-6.
9. Lake, Jon. "The Great Book of Bombers: The World's Most Important Bombers from World War I to the Present Day". St. Paul, MN: MBI Publishing Company, 2002. ISBN 0-7603-1347-4.
10. Swanborough, F.G. and Peter Bowers. "United States Military Aircraft since 1909". London: Putnam, 1963.
11. Swanborough Gordon and Peter Bowers. "United States Navy Aircraft since 1911". London: Putnam, Second edition 1976. ISBN 0-370-10054-9.
12. Taylor, John W.R. "Sopwith 1½ Strutter". Combat Aircraft of the World from 1909 to the Present". New York: G.P. Putnam's Sons, 1969. ISBN 0-425-03633-2.
13. Thetford, Owen. "British Naval Aircraft since 1912". London: Putnam, Fourth edition 1978. ISBN 0-370-30021-1.
14. Visatkas, C. "The Annals of Lithuanian Aviation". Air Enthusiast, Number Twenty-nine, November 1985-February 1986, pp. 61-66. Bromley, UK:Fine Scroll. ISSN 0143-5450.

Britain - 1917 R.A.F. FE.9

Boldly Moving Forward Into the Past.

Life has been demanding of my free time. I hope my routine will settle down to normal chaos by the new year. It is good to be back. I need to post some of the work which has slipped through the cracks during the Fokker Dr.I renovation project. Today's post is one of the rare birds I have been working on.

Royal Aircraft Factory F.E.9

Royal Aircraft Factory F.E.9 S/n A 4818 - 1917

Brief Overview of the Royal Aircraft Factory F.E.9

The Royal Aircraft Factory F.E.9 was a prototype British two seat fighter-reconnaissance aircraft of the First World War. A single-engined pusher biplane of 1917, the F.E.9 had poor performance and handling, and only three were built.

In summer 1916, the Royal Aircraft Factory set out to design a replacement for its F.E.2b two-seat pusher fighter. The F.E.9 was of similar pusher configuration and therefore already obsolescent by the time it appeared in 1917. Although effective gun synchronizing gear was now available, which would allow a tractor design with superior performance to be designed, the factory chose to continue the pusher layout of the F.E.2 in its new two seat fighter, the F.E.9. Emphasis was placed in the design upon providing the gunner with a good field of fire and the pilot a good all-round view. Its nacelle extended well forward of the wings and was located high up in the wing gap to give a good field of fire for the observer, who was seated in the nose, ahead of the pilot, with dual controls fitted. It had unequal span, single-bay wings, with ailerons on the upper wing only with large horn balances (the amount of control surface forward of the hinge). It was powered by a 200 hp (149 kW) Hispano-Suiza 8 V8 engine, with the Royal Aircraft Factory having priority for this important and widely used engine.

Three prototypes and 24 production aircraft were ordered, with the first of three prototypes flying in April 1917. It was found to have a poor climb performance and handling, with the ailerons being overbalanced, which tended to force the aircraft onto its back in steep turns. In order to try and solve its handling problems it was fitted with various designs of aileron and rudders.

After service trials of the first prototype in France, Major General Hugh Trenchard recommended that development be stopped, despite this the second prototype flew in October 1917, with two-bay wings, which was passed to No. 78 Squadron based at Biggin Hill in the Home Defense role. The third prototype appeared in November 1917, and was used for trials at Farnborough until early 1918.

Although the 24 production aircraft were not completed, the F.E.9 did form the basis for the later N.E.1 night fighter and A.E.3 Ram ground attack aircraft.

References

• Royal Aircraft Factory F.E.9 the Virtual Aircraft Museum Retrieved 07:24, November 17, 2010, from http://www.aviastar.org/air/england/raf_fe-9.php
• Royal Aircraft Factory F.E.9. (2010, April 26). In Wikipedia, The Free Encyclopedia. Retrieved 07:24, November 17, 2010, from http://en.wikipedia.org/w/index.php?title=Royal_Aircraft_Factory_F.E.9&oldid=358338309
• Bruce, J.M. British Aeroplanes 1914-18. London:Putnam, 1957.
• Bruce, J.M. War Planes of the First World War: Volume Two Fighters. London:Macdonald, 1968. ISBN 0 356 01473 8.
• Mason, Francis K. The British Fighter since 1912. Annapolis, Maryland, USA:Naval Institute Press, 1992. ISBN 1-55750-082-7.

Britain - 1915 Air Department Sparrow Scout

Things have been hectic. I am in the process of updating over 130 HTML documents and making master files for new planes. I decided today's post would be an aircraft I had put off finishing for a while now. A friend of mine posted an article about weird aircraft on warnepieces.blogspot.com and it spurred me on to finish a W.I.P. profile. I am glad I took the time to finish the profile. Now I have another strange bird in the box.

The Air Department's Failed Giant Killer

In the early war the perceived threat of German Zeppelins loomed large. Of course this was before it became apparent Germany had invested too much time and resources in white elephants. Britain made many attempts to design purpose built Zeppelin killers. The British Admiralty hoped the weapon needed to accomplish this mission would be the Davis two-pounder quick-fire recoilless gun. There would be several planes built to carry this weapon, although none proved to be acceptable. One of the earlier attempts was the Air Department Scout.

Air Department Sparrow (Blackburn) s/n 1536 - 1915

This is the first A.D.Sout flown during the R.N.A.S test trials. It was built by Blackburn Aeroplane & Motor Company. Notable is the Union Jack on the rudder and the red and white roundels on both the upper surface of the top and the bottom surface of the lower wing. Due to the height of the cockpit there are steps on the forward landing gear strut and in three places on the lower fuselage. The span of the oversize tail plane was 21 feet.

A Short Overview of the Air Department Sparrow

The AD Scout (later known as the Sparrow) was designed by Harris Booth of the British Admiralty's Air Department as a fighter aircraft to defend Britain from Zeppelin bombers during World War I.

This aircraft was an unconventional heavily-staggered, single-bay biplane, built to meet an Admiralty requirement for a fighter built from commercially obtainable materials and which could be armed with the Davis two-pounder quick-fire recoilless gun. The gun was mounted in the bottom of a short, single-seat nacelle, the top longerons were bolted directly to the main spars of the upper wing. The A.D. Scout was powered by a 100 hp Gnôme Monosoupape rotary engine driving a 9 ft pusher air-screw. The pilot had a excellent view in nearly every direction. A twin-rudder tail was attached by four booms, and it was provided with an extremely narrow-track "pogo stick" type undercarriage.

Four prototype aircraft were ordered in 1915. Two aircraft, (serial numbers 1452 and 1453) built by Hewlett and Blondeau Ltd of Leagrave, Beds. The remaining two (serial numbers 1536 and 1537) were built by Blackburn Aeroplane & Motor Company.

The four prototypes were all delivered to RNAS Chingford. The test trials flown by pilots of the Royal Naval Air Service were less than favorable. They proved the aircraft to be seriously overweight, fragile, sluggish, and difficult to handle, even on the ground. Due to the fact the Sparrow was considerably over-weight and difficult to handle in the air, all of the examples were scrapped.

References

1. AD Scout. (2012, January 26). In Wikipedia, The Free Encyclopedia. Retrieved 09:01, March 24, 2012, from http://en.wikipedia.org/w/index.php?title=AD_Scout&oldid=473329231
2. A.D. Scout Retrieved 08:55, March 24, 2012, from http://www.aviastar.org/air/england/air_scout.php
3. Jackson, Aubrey Joseph Blackburn Aircraft since 1909 (1st ed.) 16 March 1989 pp. 98 - 101. London: Putnam & Company Ltd.. pp. 98 - 101. ISBN 0851778305.
4. Lewis, Peter. The British Fighter since 1912 (4th ed.) 1979, pp. 392—393. London: Putnam & Company Ltd.. ISBN 0-370-10049-2.
5. Mason, Francis K.. The British Fighter since 1912. Annapolis, USA: Putnam & Company Ltd.. ISBN 1-55750-082-7.
6. Bruce, J.M.. War Planes of the First World War: Volume One Fighters. London: Macdonald 1965, p.5.

America - 1918 RAF (Austin) SE.5a

The SE.5a In American Service

I am taking a break from the inter-war period, and getting back to work on my yet unpublished USAS section and started fleshing out the pages for the 4^th Pursuit Group.

When many think of American squadrons serving in WWI the first thing that comes to mind is units flying French aircraft. This was not always the case. Several units flew both the British Sopwith Camel and the RAF SE.5a. Since I have been working on new master files for the SE.5a I thought it was high time to tackle examples which served in the American sector of the front.

The 25^th Pursuit Squadron, U.S.A.S

RAF (Austin) SE.5a Lt. Raymond C. Watts s/n 11 (F8040) Toul, France, Nov. 1918

The white markings are used by B flight. This aircraft does not carry a diamond insignia. The squadron insignia is a cartoon of a masked executioner on a on a white oval. The white bordered American fuselage roundels are the same size and location as was used in British service. The aircraft used by the 25^th are painted in the standard British scheme of PC-10 and lower surfaces varnished linen. From what I have seen of photos the upper wing carried white identification numbers and the lower wing has the number in black..

RAF (Austin) SE.5a Captain Reed Landis, s/n 13 (F8005) Toul, France Nov. 1918

This B flight SE.5a was the personal plane of the squadron leader, Captain Reed Landis. The red diamond on the vertical tail fin indicates a command plane. The white bordered roundels outside edge begins at the second wing spar.The wing markings are a command diagonal stripe on the left side and the number number on the right The finish is PC-10 as is the fuselage. The bottom wing is painted in a mirror of the top wing except the stripe and number are black on varnished fabric. The top of the fuselage has two white diamonds just aft of the head rest.

RAF (Austin) SE.5a Lt. Joseph E. Boudwin, s/n 19 (F8010) Toul, France Nov. 1918

This aircraft has many details on the fuselage including a white bordered diamond which may mean it is a command plane. The blue markings indicate this plane flew with C flight. I am not sure about the scheme on the wings. There is still some debate if there were diamonds on the top of the fuselage as in number 13.

Creation of the 4^th Pursuit Group

In the last days of the First World War American command created the 4^th Pursuit Group. Several of the squadrons assigned to the 4th were formed around pilots who had served in the RAF before the American entry into the war.

The process of creating the 4th Pursuit Group began on October 25, 1918 at Toul, France. The unit was allocated to the new 2nd Army Air Service which had been formed on October 12. The first squadron assigned to the 4^th PG was the 141^st Aero Squadron which had begun operations two days earlier on October 23rd. Three other squadrons - the 17^th, 25^th, 148^th joined the 141^st at Toul in preparation for an offensive which was to begin on November 10^th.

The Americans had requested the 17^th and 25^th squadrons be transferred back to American command for upcoming offensives. The the British agreed, but refused to allow them to take their planes with them, so the Americans arrived in Toul without airplanes.

A Short History of the 25^th Aero Squadron

The unit was established as the 20^th Aero Squadron in June 1917. It was later re-designated the 25^th Aero Squadron after the United States entered into the war. The 25^th was deployed to Europe, first to England, then to the Western Front in France in late October 1918. Assigned to the 4^th Pursuit Group, 2^nd Army Air Service, Toul Sector, however at that time the unit had not been issued any airplanes. The Squadron was made up of American pilots who flew with RAF S.E.5a Fighter Squadrons. Command of the squadron was given to Capt. Reed Landis who had 10 victories flying the SE5a with Royal Air Force 40^th Squadron. The squadron finally received some British Royal Aircraft Factory S.E.5s and went operational flying one combat mission on 10 November 1918 the day before the war ended. It was demobilized after the 1918 armistice.

The 25^th Pursuit Squadron, U.S.A.S was equipped with the British S.E.5a with the Wright-Martin built 180 hp Hispano-Suiza. The S.E.5a were built by Austin. The U.S.Army had a large order with Austin Motor Car Co. The 141^st Pursuit was equipped with S.E.5a after the war.

The 25^thused color to identify the different flights. Red was used for A flight, white for B flight, and blue for C flight.

Russia - 1920 Sopwith 7F.1 Snipe

Red Stars and a very Red Nose.

In spite of a nasty cold I have been busy working up illustrations for Project X. I will be posting some details in March. I have been jumping between the Great War and the Inter-war period. My focus has shifted to aircraft flown by the Bolshevik forces. Research on the era is very problematic due to lack of records and the language barrier. With the passing of the last witnesses to events during World War One the task has become even more challenging.

The Mysterious Bolshevik Sopwith Snipes

By the late war The British needed a replacement for the aging Sopwith Camel.The new fighter to take up the fight was the Sopwith 7F.1 Snipe. Delivery of the new aircraft to the RAF began in the early Autumn of 1918. The Snipe was faster, easier to fly and structurally stronger than the Camel. These traits helped the Snipe become the preferred front-line RAF fighter during the early postwar era.

Documents show three Snipes were known to have served with the Soviet Air Service. One of the unsolved mysteries is how these aircraft were acquired. Records show no Royal Air Force units supplied with Snipes operating in Russia. The same can be said for the Polish squadrons opposing the Bolshevik forces. Two of the Snipes are fairly well known, almost nothing is known about the third example.

The Two Faces of Nelly

The most famous of the Soviet Snipes was serial number E6351 which was assigned to the 1^st Fighter Detachment. The pilot G. S. Sapozhnikov had the name “Nelly” painted on the starboard side of the fuselage behind the cockpit.

Sopwith Snipe - 1920

The paint scheme was basically the standard PC-10 finish with light gray panels around the cockpit and a natural metal cowl, under-sufaces are clear doped linen. National markings were red stars painted over the British RAF roundels. The rudder was still painted in the standard British tri-color stripes.

Sopwith Snipe - 1920

Sapozhnikov's Snipe was repainted. All of the British markings were removed. The new national markings were only applied to the bottom surfaces of the lower wing. Some profiles show the stars as red, however latest research state they are in fact black. A black Ace of Spades cover the fuselage roundels. The rudder is painted blue with a curved black arrow. Sapozhnikoz was killed in this aircraft when his engine failed on takeoff on December 8, 1920.

Greece-Turkey 1918-1922 Airco DH.9

Airco D.H.9 of the Second Greco-Turkish War

Slowly but surely I am getting back to normal after the holidays. Between medical appointments and working up profiles and new galleries and new navigation for them which are been viewable on galleries on my main site I have been a bit busy. Life has been interesting. I use the term advisably since the Chinese use the phrase as a curse. “May you live in interesting times” is not a friendly wish.

Today's post is another look at the aircraft used during the Second Greco-Turkish War. Once again both sides used the same aircraft type. The Greeks were supplied by Britain, and the Turks by captured Greek equipment. Such are the fortunes of war.

Royal Hellenic Naval Air Service

Airco D.H.9 - 1918

This aircraft had carried a typical RNAS color scheme before entering Greek service. In some profile examples show the fuselage and fin painted in very light gray to white paint scheme. Greek roundels are only painted on the wings. The forward fuselage section was natural metal both sides of the fuselage carry a Greek flag. This was the personal aircraft of the top Greek ace of WW1 Aristides Moraitinis during 1918. This aircraft served with the Royal Hellenic Naval Air Service and was stationed at the Moudros airfield, Lemnosin January of 1921.

Airco D.H.9 - 1921

This British built DH.9 first served RNAS before it was given to the Royal Hellenic Naval Air Service and was stationed at Alfion-Karahisar airfield during July 1921. The aircraft is finished in PC10 Dope on upper flying surfaces, fin, undercarriage legs and rear fuselage. The fuselage panels were painted battleship gray, and the under surfaces and wheel covers are clear doped Linen. The blue and white Greek national markings were converted from existing RNAS roundels from when they were based at Moudros during WW1. The serial number is painted in white, and is partially obscured by a dark gray or black wavy line. This pattern was a theater marking applied to all operational aircraft involved in the Greco-Turkish war of 1919-1922. Note that roundels on the lower wing surface do not have a 1 inch White outline.

Turkish Air Force

Airco D.H.9 - 1921

This was a Greek aircraft captured by the Turks when it made a forced landing at Mugla on 27th July 1921. The plane was named “Ismet” after the commander of the Western Front. The name is painted onto the red square of the national insignia both sides of the fuselage.this aircraft was used extensively throughout the Turkish War of Independence. After the war it was converted into a two-seat trainer and it was used at the flying school in Gaziemir-Izmir until it was retire in 1924.

Airco D.H.9 - 1922

This was one of three Greek Navy planes deserted at the Gaziemir airfield after the Greek withdrawal and evacuation of Izmir on 9th September 1922. It was named “Ganimet” which translates as War Gain. The name is painted onto the red square of the national insignia on the starboard side of the fuselage. The port side insignia bears the identification number 262. It was converted into a two-seat trainer and used at the flying school in Gaziemir-Izmir until 1924.

References

1. Wings Palette - Airco DH.9/9A - Greece: retrieved from http://wp.scn.ru/en/ww1/b/47/23/0
2. Wings Palette - Airco DH.9/9A - Turkey retrieved from http://wp.scn.ru/en/ww1/b/47/137/0

A Side Note:

Recently during image searches I have noticed a trend which is does not bode well. It seems users of several highly trafficked and well known forums are not only “Hot linking” (using a URL to images on other people's server so they are stealing bandwidth) but they do not even have the common courtesy to ask permission to use images or give credit to the owner of the material and a link back to the site they are robbing. Hot linking and use media without attribution is theft of intellectual property pure and simple. Not only has my work been pilfered but the work of many others have been treated the same way. There is a trend where the hosts of the forums are turning a blind eye to the problem even after receiving email about the problem. I see them just as culpable as the abusers. We are better than that people.

France - 1917 SPAD S.XIII C1

Rebuilding an Archive.

First off I apologize for not posting or commenting on the blogs I read. I have not forgotten you all, I have been forced to deal with medical and financial issues which reared their heads. My time has been taken up with seeking donations to keep the lights on, hosting fees paid, food on the table, and have the ability to continue creating reference sources which help others learn about History. Fighting a series of personal fires which needed to be put. The struggle has not been completely successful. The frustration left me drained and in need of a strategic retreat.

As I have posted recently I had a serious hardware malfunction and lost over a year's work. Slowly I am doing a new library of master drawings which I can use to create finished profiles. One of my newest was a new master for the SPAD S.XIII C1. I was never satisfied with my old master so it gave me a compelling reason to bring it up to a new standard that I can live with. While trying to figure out what I have and have not posted on this blog I discovered I had neglected one of the more important aircraft of WWI. I figure I can show my old profiles and the new ones to correct this omission and show the process of revision and refinement which goes with the territory.

SPAD S-XIII C1 "Eddie" Rickenbacker 94th Aero Squadron 1918

I may be jumping the gun but I wanted to post this as a comparison between the old and new.This profile of the iconic SPAD XIII flown by Rickenbacker during the late war was done from my old master file. I went too heavy on the lines and it calls out for a new reworked version which I will do soon and post here.

SPAD S-XIII C1 Adj. Marcel Villar Escadrille SPA23 - 1917

This is one of the new series of profiles using my new master. I liked the colors and how the color scheme harkens back to the simple varnished surfaces used on many of the SPAD VII flown in 1916. Like many SPAD XIII the side access covers are removed to improve airflow. The source I used did not show the iconic large drum ammunition magazines which fed the machine guns.

SPAD S-XIII C1 "Lulu" su. Lt. Martin Trepp SPA12 sn-S2285

This is another example of the new master file. Working up Lulu was fun. Working with one variant of french camouflage and the side markings was pleasing to the eye. This example has the standard louvered side access panels. When drawing French aircraft you have to learn to love making louvers. They take time to do properly but the end result either makes or breaks a drawing. I find making a single master louver, shading it and adding shadows, then duplicating and aligning them into a single layer makes it a manageable task. Then it is a matter of using them as a luminance layer drops them into the drawing fairly seamlessly.

SPAD S.XIII C1: Overview

Equipped with twin machine guns and a larger engine, the SPAD S.XIII was based upon the smaller SPAD S.VII. Built in large numbers, it was fast and powerful but difficult to fly. The SPAD S.XIII was flown by many of the famous aces including Georges Guynemer, Rene Fonck, and also by Italian ace Francesco Baracca. Aces of the United States Army Air Service who flew the Spad XIII include and Eddie Rickenbacker, (America's leading ace with 26 confirmed victories) and Frank Luke (18 victories). Irish ace William Cochran-Patrick scored more victories with the SPAD S.VII and SPAD S.XIII than any other ace.

The SPAD S.XIII was a French biplane fighter aircraft of World War I, developed by Société Pour L'Aviation et ses Dérivés (SPAD) from the earlier highly successful SPAD S.VII. It was one of the most capable fighters of the war, and one of the most-produced, with 8,472 built and orders for around 10,000 more cancelled at the Armistice.

The S.VII had entered service in September of 1916, but by early 1917 it had been surpassed by the latest German fighters, leading French flying ace, Georges Guynemer to lobby for an improved version. SPAD designer Louis Béchereau initially produced the cannon-armed S.XII, which had limited success, and finally the S.XIII.

The S.XIII differed from its predecessor by incorporating a number of aerodynamic and other refinements, including larger wings and rudder, a more powerful Hispano-Suiza 8B engine fitted with reduction gearing, driving a larger "right-hand" propeller, and a second 0.303 Vickers machine gun for added firepower. The sum of these improvements was a notable improvement in flight and combat performance. It was faster than its main contemporaries, the British Sopwith Camel and the German Fokker D.VII, and was renowned for its ruggedness and strength in a dive. The maneuverability of the type was however relatively poor, especially at low speeds. A steep gliding angle and a very sharp stall made it a difficult aircraft for novice pilots to land safely.

It first flew on April 4, 1917, and the following month was already being delivered to the French Air Service. Other Allied forces were quick to adopt the new fighter as well, and nearly half of the 893 purchased for the United States Army Air Service were still in service in 1920. It was also exported to Japan, Poland, and Czechoslovakia after the war.

References

1. From Wikipedia SPAD S-XIII, "http://en.wikipedia.org/wiki/SPAD_S.XIII"
2. Sharpe, Michael (2000). "Biplanes, Triplanes, and Seaplanes". London: Friedman/Fairfax Books, p 272. ISBN 1-58663-300-7.
3. Bruce, J.M. (1982). "The Aeroplanes of the Royal Flying Corps" (Military Wing). London: Putnam, pp. 561-564. ISBN 0 370 30084 x.
4. Winchester, Jim (2006). "Fighter - The World's Finest Combat Aircraft - 1913 to the Present Day". Barnes & Noble Publishing, Inc. and Parragon Publishing, p.18, p. 23. ISBN 0-7607-7957-0.

Britain - 1911 S.E.1

Another One from the Odd Duck File

The early days of aviation design was fertile ground for strange planes. The S.E.1 was another example of the "Dancing Bear Syndrome", It did not matter how poorly the bear danced. The fact that it did dance was the miracle. Unfortunately, like a bear it can turn on the hapless handler and kill him.

RAF SE.1 - 1911

At first glance trying to establish which end was the nose of the S.E.1 may seem confusing. Since it was a pusher aircraft, the pointed end is the nose sporting a canard stabilizer. The pilot sat in the fuselage section which had radiators mounted on either side for cooling the engine.

The S.E.1 (Santos Experimental) was an experimental aircraft built at the Army Balloon Factory at Farnborough (later the Royal Aircraft Factory) in 1911. Its place in aviation history is mainly that it was the first in the series of Royal Aircraft Factory designs - several of which played an important role in World War I.

In 1911 the Army Balloon Factory was not actually authorized to construct aircraft, but only to repair them. When the remains of a crashed Blériot XI monoplane belonging to the army were sent from Larkhill to Farnborough for repair, authorization for a complete reconstruction was sought, and granted.

The result was a completely new design. A tractor monoplane became a pusher biplane with large balanced fore-elevators, similar in basic layout to the Wright Flyer, but with a fully covered fuselage. Ailerons were fitted to the top wing, and twin balanced rudders were mounted behind the propeller, but out of its immediate slipstream. The only obvious component of the Blériot that found its way into the new design was its 60 hp (45 kW) E.N.V. "F" engine.

The S.E.1 made its first flight, a straight mile in the hands of its designer Geoffrey de Havilland on 11 June 1911. Further fight testing revealed control problems and the area of the front wing/elevator was adjusted to try to bring together the center of pressure and the hinge line and make the S.E.1 stable in pitch. By the beginning of August the front surface was fixed and carried a conventional trailing edge elevator. An attempt to improve the turning characteristics was made by stripping the side covering of the nacelle to reduce side area. de Havilland continued to fly the S.E.1 until 16 August. On the 18 August the aircraft was flown by someone else for the first time; the rather inexperienced pilot Lt. Theodore J. Ridge, Assistant Superintendent at the factory (who had only been awarded his Pilot's certificate the day before, and was described as "an absolutely indifferent flyer". The combination of the inexperienced pilot and the marginally controllable aircraft proved fatal - the S.E.1 stalled in a turn and spun in, killing Ridge.

No attempt to rebuild the S.E.1 was made, and the design was apparently abandoned, with no attempt to develop it. The S.E.2 of 1913 was a completely different kind of airplane - a development of the B.S.1.

References

1. Royal Aircraft Factory S.E.1. (2010, May 22). In Wikipedia, The Free Encyclopedia. Retrieved 05:35, January 12, 2011, from http://en.wikipedia.org/w/index.php?title=Royal_Aircraft_Factory_S.E.1&oldid=363588932
2. Jackson, A.J. (1978). de Havilland Aircraft since 1909 1978, pp. 38-9. London: Putnam Publishing. ISBN 0 370 30022 X.
3. Jarrett, Philip (2002). "Making Flying Safer". In Jarrett, Philip. Pioneer Aircraft:Early Aviation before 1914 2002. London: Putnam. pp. 202-215. ISBN 0 85177 869 0.

Britain - 1913 Avro 501

Early British Military Seaplanes

By 1913 The idea of aircraft designed for military use had firmly taken hold. The needs of different branches of nation's military service were being identified. These needs were reflected in requests for specific operational capability requirements to design firms. In Britain the Naval Admiralty saw the need for a way to project air power into service as the eyes of the fleet far from land. A.V. Roe & Company was eager to help fill the void with their company's designs.

The Avro Type H, Type 501, and Type 503 were a family of early British military seaplanes. They were a development of the Avro 500 design and were originally conceived of as amphibious; the prototype being fitted with a single large main float (equipped with wheels) under the fuselage, and two outrigger floats under the wings. Tests were conducted on Lake Windermere in January 1913. It was later converted to twin-float configuration and bought by the British Admiralty. It now, however, proved too heavy and was converted again - this time to a land plane.

An improved version, designated the 503 was demonstrated for the Inspector of Naval Aircraft, who placed an order for three machines. The prototype itself was demonstrated for the German Navy in its seaplane trials in June 1913 and was purchased by the government of Imperial Germany for evaluation purposes. This machine subsequently became the first aircraft to fly across the North Sea, from Wilhelmshaven to Heligoland, in September 1913. Gotha purchased a licence from Avro and produced the type as the WD.1 (Wasser Doppeldecker - "Water Biplane"). Unlicenced copies were also built by Albatros, AGO, Friedrichshafen. Some WD.1s were provided to the Ottoman Empire following their withdrawal from German Navy service.

References

1. "Avro 501". (2011, January 22). In Wikipedia, The Free Encyclopedia. Retrieved 04:57, January 31, 2011, from http://en.wikipedia.org/w/index.php?title=Avro_501&oldid=409396299
2. Jackson, A.J. (1990)." Avro Aircraft since 1908" (Second ed.), p. 51. London: Putnam. ISBN 0 -85177-834-8.
3. Taylor, Michael J. H. (1989). "Jane's Encyclopedia of Aviation". London: Studio Editions. pp. 91.
4. "World Aircraft Information Files". London: Bright Star Publishing. pp. File 889 Sheet 93.

Britain - 1911 AVRO Type D

Avro: In The Beginning

Before the Great War designers were busy building the forerunners of what would become military aircraft. In Britain one of the primary innovators was A.V. Roe and Company. produced the first plane to strafe troops on the ground, it was also the first British plane to be shot down by enemy ground fire. Better aircraft soon replaced the Avro 504 in combat, but it remained the standard British trainer for the duration of the war.In the next few posts I will cover the evolution of AVRO designs through the early war.

Avro Type D - 1911

The Type D was a two-bay biplane of conventional configuration, with equal-span, unstaggered wings. The fuselage was triangular in cross-section, and lateral control was provided by wing warping. The first of seven aircraft flew at Brooklands on 1 April 1911.

The Type D aircraft were used in a variety of roles by the Avro, mostly concerned with exploring the limits of what an airplane could do. In its first few weeks of existence, the prototype was used to make a number of attempts on aerial endurance records, as well as demonstrations for the Parliamentary Aerial Defense Committee.

One Type D was purchased by the Royal Navy and fitted with floats for trials from HMS Hermione. This aircraft became the first British seaplane when it took off on 18 November 1911. Type D was also used for air racing, the prototype participating in one such event very early in its career. Another example was specially built and modified to compete in the Daily Mail Circuit of Britain Race, but crashed before the event. Other Type D aircraft remained in service until 1914.

The Type D is notable in two respects. First, the prototype was at one point fitted with floats to make the first British take-off from water on November 18, 1911. Secondly, it was a biplane rather than A.V. Roe's previous triplane wing designs. It is believed that six examples of the Type D, with its triangular shape fuselage, were manufactured. They were all different, including one example with a 60hp engine that was intended to compete in the Daily Mail Air Race, but suffered a prior accident. The Avro Type D was the company's first successful and semi-production standard design.

References

1. Avro Type D. (2010, May 4). In Wikipedia, The Free Encyclopedia. Retrieved 01:52, December 14, 2010, from http://en.wikipedia.org/w/index.php?title=Avro_Type_D&oldid=360032443
2. Avro Type D 1911 Virtual Aircraft Museum Retrieved 01:50, December 14, 2010, from http://www.aviastar.org/air/england/avro_d.php
3. Sharpe, Michael. Biplanes, Triplanes, and Seaplanes, pg.56. London, England: Friedman/Fairfax Books , 2000. ISBN 1-58663-300-7.
4. Taylor, Michael J. H. (1989). Jane''s Encyclopedia of Aviation. London: Studio Editions.
5. World Aircraft Information Files. London: Bright Star Publishing. pp. File 889 Sheet 92.
6. britishaircraft.co.uk

Britain - 1917 Austin-Ball A.F.B.1

Austin-Ball A.F.B.1 - 1917

The Austin-Ball A.F.B.1 was a British fighter plane of World War I built by car manufacturer Austin with input from Britain's leading fighter ace at the time, Albert Ball. Ball's father, Albert Ball Sr., was on the Board of Directors of Austin, and used his influence on behalf of his son to have the ace's sketches and specifications considered by the company. Young Albert Ball's design ideas were taken from the Nieuport that he was flying at the time. Actual design of the craft was by C. H. Brooks.

It was a biplane of largely conventional configuration with unstaggered, equal-span wings. The top wing was attached to the upper fuselage, granting the pilot excellent visibility on all sides and above. The armament was unusual: the fixed, forward-firing Lewis gun fired through the hollow propeller shaft; but its muzzle was located aft of the power plant. A second Lewis gun with an upwards firing arc was mounted on the upper wing. This weapon, combined with the excellent topside visibility was well-suited to Ball's favored method of attack, from below the enemy.

Only a single prototype was built. Although the fighter promised excellent performance, the SE.5a was already in production, and the A.F.B.1 would have competed with it for production facilities (Austin was a major SE.5a contractor) and engines (since both fighters used the Hispano-Suiza 8). Moreover, Ball had already been killed in action by the time the aircraft was ready for its first flight on 1 June 1917.

References

1. From Wikipedia Austin-Ball A.F.B.1, "http://en.wikipedia.org/wiki/Austin-Ball_A.F.B.1"
2. Taylor, Michael J. H. (1989). "Jane's Encyclopedia of Aviation". London: Studio Editions.
3. "World Aircraft Information Files". London: Bright Star Publishing. pp. File 889 Sheet 85.

Britain - 1916 Armstrong Whitworth F.K.8

Frederick Koolhoven's Lumbering Big Ack

The day to day activities of the Great War were not always done by state of the art planes. Many mediocre aircraft served fairly well for long periods of time and locations. The weakness in an aircraft's design could become the strength of the design for a mission. Many of the larger two seat reconnaissance aircraft were considered too stable. However that stability was needed for photo-reconnaissance missions where clarity of the images were essential. Ironically some aircrews loved these lumbering planes because of their ease to fly and because they were sturdy enough to get them home safely.

Armstrong-Whitworth F.K.8 - 1916

Armstrong Whitworth F.K.8

The aircraft, originally designated the F.K.7, was designed by Dutch aircraft designer Frederick Koolhoven as a replacement for the Royal Aircraft Factory B.E.2c and the Armstrong Whitworth F.K.3. It was a sturdier aircraft than the F.K.3, with a larger fuselage and wings and was powered by a 160 hp (110 kW) Beardmore water-cooled engine. The undercarriage used oleo shock absorbers. The undercarriage was unable to withstand rough use on the front line airfields. The observer was equipped with a Scarff ring mounting for a 0.303 in (7.7 mm) Lewis machine gun. No armament was initially provided for the pilot. The rudder featured a long, pointed horn-balance.

In service the F.K.8s (nicknamed the "Big Ack") proved to be effective and dependable. It proved to be fairly successful in performing reconnaissance, artillery spotting, ground-attack, contact-patrol and day and night bombing missions. It was easier to fly than the R.E.8 and was sturdier but its performance was even more mediocre and it shared the inherent stability that plagued many Royal Aircraft Factory types.

A total of 1,650 were built and the type served alongside the R.E.8 until the end of the war, at which point 694 F.K.8s remained on duty with the RAF.

The F.K.8 served with several squadrons on operations in France, Macedonia, Palestine and for home defense, proving more popular in service than its better known contemporary the R.E.8. The first squadron was 35 Squadron. The F.K.8 was principally used for corps reconnaissance but was also used for light bombing, being capable of carrying up to six 40 lb (20 kg) phosphorus smoke bombs, up to four 65 lb (29 kg) bombs or two 112 lb (51 kg) bombs on under-wing racks.

Two Victoria Crosses were won by pilots of F.K.8s; one by Second Lieutenant Alan Arnett McLeod of No. 2 Squadron RFC, on 27 March 1918 and the second by Captain Ferdinand Maurice Felix West of No. 8 Squadron RAF on August 10, 1918.

References

1. From Wikipedia Armstrong Whitworth F.K.8
2. Bruce, J.M. "The Aeroplanes of the Royal Flying Corps" (Military Wing). London: Putnam and Company, 1982. ISBN 0-370-30084-X.
3. Mason, Francis K. "The British Bomber Since 1914". London: Putnam Aeronautical Books, 1994. ISBN 0-85177-861-5.
4. Munson, Kenneth. "Aircraft of World War I". London: Ian Allan, 1967. ISBN 0-7110-0356-4.
5. Tapper, Oliver. "Armstrong Whitworth Aircraft since 1913". London: Putnam, 1988. ISBN 0-85177-826-7.
6. Taylor, John W.R. "Armstrong Whitworth F.K.8." Combat Aircraft of the World from 1909 to the present. New York: G.P. Putnam's Sons, 1969. ISBN 0-425-03633-2.

Britain - 1918 Armstrong Whitworth Armadillo

Look! A Flying Armadillo!

Maybe it is just me, but the name Armadillo sounds like a good nickname for a tank, but for an aircraft, not so much. It was not a bad aircraft, it was just not as good as the competing models being produced. The lines are clean, although the box-like section housing the machine guns makes it look thicker than it really was.

Armstrong-Whitworth Armadillo - 1918

The Armstrong Whitworth Armadillo was a British single-seat biplane fighter aircraft built by Armstrong Whitworth. The aircraft was a two-bay biplane with a square section fuselage. The engine in the nose was enclosed by a circular cowl with a deep hump above the cowl housing twin 0.303 in (7.7 mm) Vickers machine guns.

The Armadillo was designed in early 1918 by Fred Murphy, who had succeeded F Koolhoven as chief designer to Armstrong Whitworth. The F.M.4 Armadillo was developed as a private venture single-seat fighter. The aircraft was powered by a Bentley BR2 rotary engine. The development program began construction of two prototypes.

By the time the Armadillo appeared, in summer 1918, the Sopwith Snipe had already entered large scale production. The Snipe's performance avantage won out and the Armadillo was abandoned. The project was canceled leaving the second prototype uncompleted.

References

1. Armstrong Whitworth Armadillo. (2010, May 4). In Wikipedia, The Free Encyclopedia. Retrieved 07:19, July 4, 2010, from http://en.wikipedia.org/w/index.php?title=Armstrong_Whitworth_Armadillo&oldid=360031868
2. Bruce, J.M. (1965). War Planes of the First World War Volume One Fighters London: Macdonald9.
3. Mason, Francis K. (1992). British Fighters since 1912 Annapolis, Maryland: Naval Institute Press,. ISBN 1-55750-082-7.
4. Taylor, Michael J. H. (1990). Jane's Fighting Aircraft of World War I London: Studio Editions.

Britain - 1916 Vickers F.B.11

Another Failed Experiment

When the British War Office drew up a specification for a multi-seat escort fighter powered by one of the new Rolls-Royce Eagle engines The competing designs were all bizarre. The specification called for a plane to protect formations of bombers from German fighters and attacking enemy airships. The Sopwith L.R.T.Tr. had a nacelle mounted on the upper wing and it was a triplane design. The Armstrong Whitworth F.K.6 was another triplane with twin gunner nacelles mounted between the middle and lower wing. None of these aircraft went beyond the experimental stage. Newer and better designs made them obsolete and the contract was never filled.

Vickers F.B.11 - 1916

The Vickers F.B.11 was a prototype British three-seat escort fighter of the First World War. A large single engined biplane, it carried one gunner in a nacelle mounted on the upper wing to give an all-round field of fire. Only a single example was completed.

In early 1916, the British War Office drew up a specification for a multi-seat escort fighter to be powered by one of the new Rolls-Royce Eagle engines, intended to protect formations of bombers from German fighters such as the Fokker E.I, with an additional role of destroying enemy airships. While the specification did not require high speed, a good field of fire for its guns was essential, while the secondary anti-Zeppelin role demanded an endurance of at least seven hours.

Orders were placed for prototypes from Armstrong Whitworth (the F.K.6), Sopwith (the L.R.T.Tr.) and Vickers. All three designs were driven by the need to provide wide fields of fire in the absence of effective synchronisation gear that would allow safe firing of guns through the propeller disc.

The Vickers response, the F.B.11, designed by R.L. Howard-Flanders, was a large, single-bay, biplane of tractor layout. Pilot and one gunner sat in separate but closely spaced cockpits under the trailing edge of the upper wing, while a second gunner sat in a nacelle, or "fighting top", attached to, and extending forward of the upper wing. The Eagle engine was mounted in a clean cowling, with the radiator fitted behind the engine in the fuselage.

Two prototypes were ordered, with the first flying in September-October 1916, being tested at RNAS Eastchurch in November that year. It proved to have poor lateral control and performance, and was destroyed in a crash. The second prototype was not completed, and as effective synchronising gears were now available (including Vickers own Vickers-Challenger gear), none of the escort fighters were developed further.

References

1. From Wikipedia Vickers F.B.11, "http://en.wikipedia.org/wiki/Vickers_F.B.11"
2. Andrews, C.F. and Morgan, E.B. "Vickers Aircraft since 1908". London:Putnam, 1988. ISBN 0 85177 815 1.
3. Bruce, J.M. "British Aeroplanes 1914-18". London:Putnam, 1957.
4. Bruce, J.M. War "Planes of the First World War: Volume Three Fighters". London:Macdonald, 1969. ISBN 0 356 01490 8.
5. Green, William and Swanborough, Gordon. "The Complete Book of Fighters". New York:Smithmark, 1994. ISBN 0-8317-3939-8.
6. Lewis, Peter. "The British Fighter since 1912". London:Putnam, Fourth edition, 1979. ISBN 0 370 10049 2.
7. Mason, Francis K. "The British Fighter since 1912". Annapolis, Maryland, USA:Naval Institute Press, 1992. ISBN 1-55750-082-7

Britain - 1913 Vickers EFB 1-3

Early Evolution of Dedicated Fighters

The British Admiralty began the search for a viable fighter before the start of the Great War. One of the companies approached to design them was the Vickers Ltd Aviation Department. Even though Vickers was unsuccessful in developing a real fighter aircraft at that time, the research lead to the development of the E.F.B.5 and F.B.5 Gunbus which proved to be an effective aircraft for its time.

Vickers Experimental Fighting Biplane 1 - 1913

Vickers E.B.1 - 1913

Vickers received a contract from the Admiralty on November 19, 1912 for an experimental fighting biplane armed with a machine gun. Vickers investigated various configurations before deciding on placing the gunner in the extreme nose of the aircraft, in order to achieve a clear field of fire and avoid the still unsolved problem of firing a machine gun through the propeller's arc. Designated E.F.B. or Experimental Fighting Biplane 1 the aircraft was also known as the "Destroyer". Even though the prototype was unsuccessful; the Vickers E.F.B.1 was, if not the first, then one of the earliest dedicated fighter aircraft ever built.

The design choice required a fuselage nacelle carrying an 80 hp (60 kW) Wolseley Vee-eight-cylinder engine driving a pusher propeller mounted in the rear. The nacelle was built from steel tubing with a duralumin skin. This nacelle was mated with an unequal-span heavily-staggered biplane configuration. Wing warping was employed for lateral control. The airframe of the E.F.B.1 was primarily an all metal construction. The tail surfaces were carried by a pair of vertically disposed booms attached to the upper and lower rear wing spars on each side of the engine. The Vickers E.F.B.1 was armed with a single 7.7mm Maxim machine gun on a mount allowing a 60° range of elevation and lateral traverse.

Prior to its first flight, the E.F.B.1 was displayed at the Aero Show held at Olympia, London, in February 1913. The gun was fitted for the first flight test, made at Joyce Green, but this rendered the aircraft so nose-heavy that it briefly left the ground, then nosed down, struck the ground and turned over.

Vickers Experimental Fighting Biplane 2

Vickers E.B.2 - 1913

Following the loss of the E.F.B.1, Vickers undertook major redesign of its gun carrier while retaining the basic configuration to result in the E.F.B.2, again against an Admiralty contract. The E.F.B.2 eliminated the wing stagger of the previous aircraft and increased the span of the lower wing while retaining warping for lateral control. The fuselage nacelle was redesigned and large celluloid windows were inserted in its sides; the angular horizontal tail surfaces gave place to surfaces of elliptical form and a 100hp Gnome Monosoupape nine-cylinder rotary engine was fitted. The 7.7mm machine gun on a ball-and-socket mounting in the forward cockpit was retained, and the E.F.B.2 entered flight test at Bognor in the autumn of 1913, but crashed there during the course of October.

Vickers Experimental Fighting Biplane 3 - 1913

Vickers E.B.3 - 1913

In December 1913, a third Vickers Experimental Fighting Biplane, the E.F.B.3, made its debut. The slight overhang of the top wing was eliminated to result in an equi-span biplane, the fuselage nacelle underwent further redesign, the celluloid windows being eliminated, and, most important, ailerons on both upper and lower wings supplanted the wing-warping control of its predecessors. The 100hp Gnome Monosoupape rotary was retained as was also the 7.7mm Vickers gun. Displayed at the Aero Show held at Olympia in 1914, the E.F.B.3. was the subject of an order from the Admiralty for six aircraft placed in December 1913. This contract was subsequently taken over by the War Office, the six aircraft embodying a number of modifications - at least one was fitted with an eight-cylinder Vee-type 80hp Wolseley engine - and being referred to as the Vickers No (or Type) 30. These were to lead in turn to the E.F.B.5 and F.B.5 Gunbus.