Russia - 1923 Fokker C.I

Who's Got Fokker Fever? He's Got Fokker Fever!

I have been sitting on references for today's post for a while. Why has it taken so long? It was partly a matter of sloth, and a matter of dropping the ball in the 24/7 world of chaos I call my life.There has always been something calling for my immediate attention. It was time to not accept any more excuses and get it done.

Meet The Fokker D.VII's Big Brother.

The Fokker C.I was a two seat German reconnaissance aircraft based on the formidable Fokker D.VII. The C.I entered production soon after the flight test in the final days of World War I. None entered service and the finished examples and parts were smuggled into the Netherlands when Anthony Fokker fled a sinking ship of state. After setting p production in the Netherlands Fokker produced over 250 C.I for use by the Dutch, Danes, and Soviets.

The C.I was 1 inch (.03m) longer and 2 inches (.07m) taller than the D.VII. It had a wingspan 4 foot 6 inches (1.57m) longer. It weighed in at 345 pounds (157kg) heavier empty and 890 lb (405kg) more when fully loaded. The total load weight for the C.I was 882 pounds (400kg). The Speed and service ceiling were the main differences. The C.I was slightly slower but the service ceiling was much lower.

The Fokker C.I in Soviet Service

Fokker C.I, Unit and Crew Unknown, s/n H 08, 1923

I have found several examples of C.I bearing the "H" (Cyrilic character for "N") on the fuselage and exact same paint scheme. All the examples have uncovered wire wheels and fuel tanks.

Fokker C.I, A. T. Kozhevnikov, s/n unknown, 1923

This profile is based on a coupe photos I saw. It has the Sphinx insignia of the squadron leader of № 1 OIAE, A.T.Kozhevnikov. The colors are conjectural. I used the same scheme as his Fokker D.VII.

Fokker C.I, Unit and Crew Unknown, Winter 1923

This example is painted in winter colors and is fitted with pontoon like skis. The lack of a wheel allows viewing of an ael mounted secondary fuel tank. Also notable is the change to the observer cockpit which is outfitted with ring mount for the trainable gun.The box below the observer's position carry grenades. The C.I could carry up to 110 lb (50 kg) of disposable stores.

A Short Overview of the Fokker C.I

The Fokker C.I was a German reconnaissance biplane under development at the end of World War I. The design was essentially an enlarged Fokker D.VII fighter with two seats and a 138 kW (185 hp) BMW IIIa engine. The C.I was originally developed to sell to the German Army. It never saw service in World War I, but Anthony Fokker managed to smuggle parts out of Germany at the time of the Armistice.

The prototype, V.38, was tested at Schwerin, and put into immediate production. After the armistice, production continued in the Netherlands.

The C.I went into Dutch service after 16 were ordered in February 1919. The USSR bought 42 C.Is. The C.Is served in the reconnaissance and trainer roles. The last C.I left service in 1936.

Variants

• V 38: Prototype.
• C.I: Two-seat reconnaissance aircraft, powered by a 185 hp (138 kW) BMW IIIa piston engine.
• C.Ia: Improved version.
• C.IW: Experimental float plane version.
• C.II: Three-seat passenger transport version, powered by a 185 hp (138 kW) BMW IIIa piston engine.
• C.III: Two-seat advanced trainer version of the C.I, powered by a 220 hp (164 kW) Hispano-Suiza engine.

References

1. Fokker C.I. (2011, December 22). In Wikipedia, The Free Encyclopedia. Retrieved 13:28, March 7, 2012, from http://en.wikipedia.org/w/index.php?title=Fokker_C.I&oldid=467155072
2. Donald, David, ed. (1997). The Encyclopedia of World Aircraft. Prospero Books. pp. pg 427. ISBN 1-85605-375-X.
3. Taylor, Michael J. H. (1989). Jane's Encyclopedia of Aviation. London: Studio Editions. pp. 402.
4. World Aircraft Information Files. London: Bright Star Publishing. pp. File 894 sheet 33.

Poland 1920-1293 Morane-Saulnier A-1 MoS-30

Polish Advanced Trainers

When Poland became an independent nation, one of the important needs was the creation of an effective air force. In the beginning the core was composed of veterans serving with the Germans and Austrians during the First World War. Soon aviators from many nations joined them to create a formidable fighting force. Still more aviators were needed to defend the promise of independence for this fledgling nation. To meet this need flight schools were created to swell the ranks of combat pilots who would defend their country and eventually fight for freedom during the Second World War.

The Morane-Saulnier A-1 had very modern lines and was very streamlined. Even though 1,210 were produced it never made a big impact at the front during the Great War. By mid-May 1918 it was withdrawn to serve as an advanced trainer, designated MoS 30. When France began aiding Poland in their efforts for independence the Morane-Saulnier A-1 was a perfect fit for use in the Polish Advanced Flying Schools.

Morane-Saulnier A-1 MoS-30 E1 - Advanced Flying School, Poznan Lawica 1920

When the MS A1 was deployed in Poland many of them retained their French markings. I am not sure if they retained the roundels on the wing or if they carried Polish markings.

Morane-Saulnier A-1 MoS-30 E1 - Advanced Flying School, Grudziadz 1922

This is another example of the standard French camouflage pattern. Notable it the lack of wheel covers and color change of the MS logo on the cowling.

Morane-Saulnier A-1 MoS-30 E1 - Advanced Flying School, Grudziadz 1923

In ths profile you see the French camouflage scheme still in use but there is a the shift to use of Polish national insignias.

Morane-Saulnie AI MS-30 E1 - Advanced Flying School, Bydgoszcz 1923

This example has the dark green color we associate with interwar aircraft. One obvious change is the wide pale blue area on the fuselage. This is fairly atypical. Most late Polish aircraft use gray on the lower surfaces.

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 Morane-Saulnier A.1

Three French Morane-Saulnier Type A.1 Parasols

Sometimes you see an airplane that just looks "right", and the Morane-Saulnier Type A.1 is one of them. Sleek, and elegant lines make it pleasing to the eye. The prospect of bringing them to life had me impatient to get going on the project. I have had the new master file for this plane finished for a week or so before I found enough reference material for a good start. It seems that for the number built there is precious little reference material out there. Today I chose to post some of the Morane-Saulnier Type A.1 flown by French units. I will be posting examples for Belgium and Poland soon.

Escadrille MSP 160

Morane-Saulnier A.1 MoS 29 C1 Escadrille MSP 160 sn 1567

This example of the twin gun version is painted in a five color camouflage varient. The red devil flying on a broom is the unit insignia for .Escadrille 160. The lacing which is used to stitch together the fabric sections are visible. The wing has roundels on both top and bottom surfaces. The top wing surface has a five color scheme and thee under side is painted gray, as is the lower fuselage.

Escadrille MSP 156

Morane-Saulnier A.1 MoS 27 Ca Sgt. Walter J. Shaffer Escadrille 156 sn MS1591

This is a single machine gun model sporting a common French five color pattern. The unit insignia for Escadrille MSP 156 is a pair of blue swallows on a deep yellow parallelogram. The white circular marking on the cowling is the logo for Morane-Saulnier. THe wings conform to the standard French camouflage scheme. The bright blue wheel covers are a nice touch.

Escadrille MSP 158

Morane-Saulnier A.1 MoS 29 C1 Sgt. Rufus R. Rand Jr. Escadrille MSP 158 sn MS1724

This is another twin machine gun model with the standard French paint scheme. It has the black silhouette of an eagle grasping a snake in it's beak. This is the unit insignia for Escadrille MSP 158. The wheel covers are painted blue-gray.

The Morane-Saulnier Type AI was a French parasol-wing fighter aircraft produced by Morane-Saulnier during World War I, to replace the obsolete Morane-Saulnier Type N. Its engine was mounted in a circular open-front cowling. The parasol wing was swept back. The spars and ribs of the circular section fuselage were wood, wire-braced and covered in fabric. The production aircraft were given service designations based on whether they had 1 gun (designated MoS 27) or 2 guns (designated MoS 29).

For a World War One aircraft, the Morane-Saulnier A-1 had very modern lines and was very streamlined. Even though 1,210 were produced, and a number of escadrilles were created to operated the Type A1, it never made a big impact at the front. Shortly after entering service, most of the aircraft were replaced by the SPAD XIII. By mid-May 1918 it was withdrawn to serve as an advanced trainer, designated MoS 30. The reason for withdrawl was a suspicion of structural weakness.

Fifty-one MoS 30s were purchased by the American Expeditionary Force as pursuit trainers. Many Type A1s were used by the Belgian air corps

References

1. Donald, David, ed (1997)."The Encyclopedia of World Aircraft". Prospero Books. pp. pg 659. ISBN 1-85605-375-X.
2. Holmes, Tony (2005). "Jane's Vintage Aircraft Recognition Guide". London: Harper Collins. pp. 36. ISBN 0 0071 9292 4.
3. Lamberton, W.M. (1960). "Fighter Aircraft of the 1914-1918 War". Herts: Harleyford Publications Ltd.. pp. 84-85.

Germany - 1917 Euler D.II

Another Rare Bird

One of the great things about researching a subject when you find something new. I had been gathering pieces of information on this rare aircraft for a while. The project has been on the back burner for a very long time. Other aircraft have had my attention, and my collection has grown fat with many examples of a few types. It was time for a refreshing change.

Euler D.II - 1917

The Euler D.II was a German single-seat fighter, the successor to the earlier Euler D.I. The D.II was essentially a re-engined Euler D.I, the air-frame being virtually unchanged and the power plant being a 100 hp (75 kW) Oberusel U I seven cylinder air cooled rotary engine.

Thirty D.II fighters were ordered by the German air force in March 1917, however due to slow production these were not delivered until December 1917. As a result the D.II was relegated to the role of a trainer aircraft for the rest of the war.

References

1. Euler D.II. (2010, September 18). In Wikipedia, The Free Encyclopedia. Retrieved 08:17, August 19, 2011, from http://en.wikipedia.org/w/index.php?title=Euler_D.II&oldid=385551219
2. William Green and Gordon Swanborough. The Complete Book of Fighters. Colour Library Direct, Godalming, UK: 1994. ISBN 1-85833-777-1.
3. Gray, Peter and Owen Thetford. "German Aircraft of the First World War". London: Putnam, 1962. ISBN 0-93385-271-1

Britain - 1915 Vickers F.B.5 Gunbus

The World's First Operational Fighter

Purpose built fighters entered production in 1915. Although this type of aircraft was still referred to as light scouts they were intended for air to air combat. Compared to later planes they were slow, fragile, and had their share of faults. However for their day they were state of the art and lethal in combat. The twin gun version of the Fokker Eindecker spelled the end of the Gunbus as a front-line fighter, relegating it to the ranks of training aircraft.

Vickers Fighting Biplane 5 Gun Bus - 1915

The Vickers F.B.5 (Fighting Biplane 5) was the first aircraft specifically designed for air-to-air combat to see service as a fighter for the Royal Flying Corps, making it the world's first operational fighter aircraft. With its engine mounted behind the cockpit, it the first pusher to enter service during World War I. Commonly referred to as the "Gunbus," it was armed with a moveable, forward firing 0.303 in (7.7 mm) Lewis Gun operated by the observer in the front of the nacelle. Vulnerable to attack from the rear, the Gunbus was soon replaced by more advanced single-seat fighter aircraft. Lionel Rees scored more victories with this aircraft than any other ace. In 1915, he and his gunner downed six enemy planes while flying the F.B.5.

Vickers began experimenting with the concept of an armed warplane designed to destroy other aircraft in 1912. The first resulting aircraft was the Type 18 "Destroyer" (Vickers E.F.B.1) which had been demonstrated in 1913. This aircraft was of the "Farman" pusher layout, to avoid the problem of firing through a tractor propeller, and was armed with a single belt-fed Maxim gun. The belt feed proved problematic for a flexible machine gun, and the weapon installed was changed to the lighter, handier, drum-fed 0.303 in (7.7 mm) Lewis gun. The E.F.B.1 was the first in a line of Vickers' "Experimental Fighting Biplanes", of which the F.B.5 was the most famous - and the first to be built in quantity.

The F.B.5 first flew on 17 July 1914. It was powered by a single 100 hp (75 kW) Gnome Monosoupape 9-cylinder rotary engine driving a two-bladed propeller, and was of simple, clean, and conventional design compared with its predecessors. In total, 224 F.B.5s were produced, 119 in Britain by Vickers, 99 in France and 6 in Denmark.

The first F.B.5 was delivered to No. 6 Squadron of the Royal Flying Corps (RFC) at Netheravon in November 1914. On 25 December 1914, the first use of the F.B.5 in action took place, when a F.B.5 took off from Joyce Green airfield to engage a German Taube monoplane, hitting the Taube (and possibly causing its loss) with incendiary bullets from a carbine after the Lewis gun jammed.

The F.B.5 began to be seen on the Western Front when the first examples reached No.2 Squadron RFC on 5 February 1915. The type served in ones and twos with several other units before No. 11 Squadron RFC became the world's first fighter squadron when, fully equipped with the F.B.5, it deployed to Villers-Bretonneux, France on 25 July 1915. Second Lieutenant G.S.M. Insall of 11 Squadron won the Victoria Cross for an action on 7 November 1915 in which he destroyed a German aircraft while flying a Gunbus. No. 18 Squadron RFC, which deployed to France in November 1915, also operated the F.B.5 exclusively.

The F.B.5's performance proved to be inadequate for its intended role; although its forward-firing machine gun was a great advantage, the fighter did not have the speed or rate of climb to pursue its quarry. By the end of 1915, it was outclassed by the Fokker Eindecker. Some examples of the improved Vickers F.B.9 were sent to France, pending sufficient supplies of the Royal Aircraft Factory F.E.2b, but the active career of the Gunbus was soon over. The remaining examples were mostly used as trainers.

The Vickers company persisted with an active experimental program during the First World War period, including a line of single-seat pusher fighters, but the F.B.5 remained their only significant production aircraft until the Vickers Vimy bomber, which entered service too late to have an impact on the war.

Despite its moderate effectiveness, the Vickers F.B.5 did have a lasting legacy as German pilots continued to refer to British pusher aircraft as "Vickers-types". Many victories over D.H.2 or F.E.2b pushers were reported as destruction of a "Vickers".

References

1. From Wikipedia Vickers F.B.5, "http://en.wikipedia.org/wiki/Vickers_F.B.5"
2. Andrews, C.F. and Morgan, "E.B. Vickers Aircraft since 1908". London:Putnam, 1988. ISBN 0 85177 815 1.
3. Bruce, J.M. "Vickers' First Fighters". Air Enthusiast No 12, April -July 1980. pp.54-70. ISSN 0143-5450.
4. Gutmann, Jon and Dempsey, Harry. "Pusher Aces of World War 1". Osprey Pub Co, 2009. ISBN 1846034175, 9781846034176.

Britain - 1915 Armstrong Whitworth F.K.3

The British Dutch Aircraft Designer

During World War One there were two famous Dutch aircraft designers working on opposite sides of the conflict. The Germans had Anthony Fokker and the British had Frederick Koolhoven. Most people remember Fokker but Koolhoven had a great influence on British aircraft development. He was responsible for several innovative designs during his career which helped shape the future of postwar aviation. Even though the F.K.3 was not a great plane it has a place in history.

Armstrong Whitworth F.K.3 - 1915

The Armstrong Whitworth F.K.3 was a British two-seat general-purpose biplane built by Armstrong Whitworth Aircraft.

The Dutch aircraft designer Frederick Koolhoven joined Armstrong Whitworth in 1914. He designed a series of aircraft that had his initials in their designation. The F.K.3 followed the basic layout of the Royal Aircraft Factory B.E.2c, which Armstrong Whitworth were building for the Royal Flying Corps. It was designed as an improvement, with a simplified structure that was easier to build. The prototype, first flown by Norman Spratt was powered by a 70 hp (52 kW) air-cooled Renault 70 hp V-8. This aircraft differed from the B.E.2 in eliminating welded joints and complex metal components in the structure, and having greater dihedral on the upper wing. It retained the seating layout of the B.E.2, with separate cockpits for the pilot and observer, with the latter in front. An initial batch of seven aircraft to this standard, sometimes referred to as the F.K.2 were built.

This initial batch offered little improvement over the BE.2, and was rejected for service in France. Aircraft following this initial batch were completed to a revised design, with a new fin and rudder, its leading edge straight and lacking the earlier comma shaped horn balance, and powered by the Renault-related but more powerful 90 hp (67 kW) RAF 1a engine. Both crew were placed in a single, extended cockpit with the pilot forward, allowing the observer a much more effective field of fire, although in the event few F.K.3s were flown with armament. Trials at Upavon in May 1916 proved that the F.K.3 had a better performance in some respects than the B.E.2c, although it had a poorer useful load. Armstrong Whitworth were given a contract to build 150 aircraft with another 350 being built by Hewlett & Blondeau Limited at Luton. Some of the early batch had twin high exhaust pipes that exited above the upper wing in BE2 style, but these were later replaced with rams' horns forward stubs.

At one time during production of the F.K.3 there was a shortage of the RAF engines, and twelve aircraft were fitted with longer and heavier 120 hp (90 kW) six-cylinder inline water cooled Beardmore 120 hp. To carry the extra weight, span was increased by 2 ft (610 mm), but though the extra power enhanced the climb rate, top speed was little changed and these machines were converted back to RAF engines when they became available.

The F.K.3 was not adopted for use by operational squadrons of the RFC in France, as the more capable F.K.8 and R.E.8 were both already in development. Only one overseas unit received the F.K.3 (which was 47 Squadron at Salonika), all the other aircraft were based in the United Kingdom. Most of the aircraft were used for training until replaced by the Avro 504.

References

1. Armstrong Whitworth F.K.3. (2011, January 21). In Wikipedia, The Free Encyclopedia. Retrieved 08:53, January 29, 2011, from http://en.wikipedia.org/w/index.php?title=Armstrong_Whitworth_F.K.3&oldid=409160749
2. Bruce, J. M. (1982). The Aeroplanes of the Royal Flying Corps, pp. 90—93 (Military Wing). London: Putnam. ISBN 0 370 30084 x.
3. Mason, Francis K. (2003). The British Bomber since 1914, London: Putnam Aeronautical Books. ISBN 0 85177 861 5.
4. Tapper, Oliver (1973). Armstrong Whitworth Aircraft since 1913, pp. 52-8, pp. 367. London: Putnam Publishing. ISBN 0 370 10004 2.

United States - 1918 Standard E-1

Since it is Independence Day in the United States I think a post on an American built aircraft is in order. Though the United States entered the war late America aircraft designers were developing military aircraft which could have effected the war f it had continued into 1919.

An American Advanced Fighter

Standard E-1 - 1917

The Standard E-1 was an early American Army fighter aircraft, tested in 1917. It arrived late in World War I, and as a result saw more use in the months following the Armistice than those preceding it.

Built by the Standard Aircraft Corporation, the E-1 was an open-cockpit single-place tractor biplane, powered by an 80 hp (60 kW) Le Rhône or 100 hp (75 kW) Gnome or rotary engine. It proved unsuitable as a fighter, but 128 were bought as an advanced trainer. Of these, 30 were powered by the Gnone rotary engine of 100 horsepower and 98 were powered by the LeRhone C-9 rotary engine of 80 horsepower. After World War I, three were modified as RPVs.

References

1. Standard E-1. (2010, May 4). In Wikipedia, The Free Encyclopedia. Retrieved 04:12, July 2, 2010, from http://en.wikipedia.org/w/index.php?title=Standard_E-1&oldid=360038444
2. Standard E-1 The-Blueprints.com Retrieved from http://www.the-blueprints.com/blueprints/ww1planes/ww1-various/31403/view/standard_e-1/
3. Taylor, Michael J. H. (1989). Jane's Encyclopedia of Aviation. London: Studio Editions. pp. 839.
4. Donald, David, ed. Encyclopedia of World Aircraft, p. 854, "Standard aircraft". Etobicoke, Ontario: Prospero Books, 1997.
5. United States Air Force Museum. Wright-Patterson AFB, Ohio: Air Force Museum Foundation. 1975, p. 11.
6. aerofiles.com

USA - 1917 Lewis Vought VE-7

Hello and welcome to all the new followers and a heartfelt thanks to Paul and Fran for their all their support. Some have spoken loud and clear for some top views, so I am experimenting with some format changes.

The United States' Aviation Industry Grows

Lewis Vought VE-7 - 1917

 

Lewis Vought VE-7 Upper and Lower Wing Paint Scheme

The Vought VE-7 Bluebird was an early biplane of the United States. first flying in 1917, it was designed as a 2-seat trainer for the United States Army, then adopted by the United States Navy as its very first fighter aircraft. In 1922, a VE-7 became the first plane to take off from an American aircraft carrier.

The Lewis & Vought Corporation was formed just months after the US entered World War I, with the intention of servicing war needs. The company's trainer was patterned after successful European designs; for instance, the engine was a Wright Hispano Suiza of the type used by the French SPAD. In practice, the VE-7's performance was much better than usual for a trainer, and comparable to the best fighters, and the Army ordered 1,000 of an improved design called the VE-8. However, the contract was cancelled due to the end of the war.

However, the Navy was very interested in the VE-7, and received a 1st machine in May 1920. Production orders soon followed, in fact beyond what the fledgling Vought organization could handle, and the Naval Aircraft Factory was pressed into service. In all, 128 VE-7s were built.

The fighter version of the VE-7 was designated VE-7S. It was a single-seater, the front cockpit being faired over and a Vickers .30 cal. machine gun mounted over it, on the left side and synchronized to fire through the propeller. Some planes, designated VE-7SF, had flotation gear consisting of inflatable bags stowed away, available to help keep the plane afloat when ditching at sea.

The Bluebird won the 1918 Army competition for advanced training machines.

The VE-8 variant completed in July 1919, had a 340hp Wright-Hispano H engine, reduced overall dimensions, increased wing area, a shorter faired cabane, and 2 Vickers guns. 2 were completed. Flight test results were disappointing, the aircraft was overweight, with heavy controls, inadequate stability and sluggish performance.

The VE-9 variant, 1st delivered to the Navy on 24 June 1922, was essentially an improved VE-7, with most of the improvements in the fuel system area. 4 of the 21 ordered by the U.S. Navy were unarmed observation float seaplanes for battleship catapult use.

The VE-7s equipped the Navy's 1st 2 fighter squadrons VF-1 and VF-2. A VE-7 flown by Lieutenant Virgil C. Griffin made history on 17 October 1922 when it took off from the deck of the newly-commissioned Langley. The VE-7s were the Navy's front line fighters for several years, with 3 still assigned to the Langley in 1927; all were retired the following year.

References

1. Vought VE-7. (2010, December 24). In Wikipedia, The Free Encyclopedia. Retrieved 01:09, January 16, 2011, from http://en.wikipedia.org/w/index.php?title=Vought_VE-7&oldid=403979659
2. Vought VE-7 The-Blueprints.com Retrieved from http://www.the-blueprints.com/blueprints/ww1planes/ww1-usa/36133/view/lewis_amp%3B_vought_ve-7_%28usa%29_%281918%29/
3. Jones, Lloyd S. U.S. Naval Fighters. (Fallbrook CA: Aero Publishers, 1977, ISBN 0-8168-9254-7)
4. Taylor, Michael John Haddrick "Janes Fighting Aircraft of World War I Random House Group Ltd. 20 Vauxhall Bridge Road, London SW1V 2SA, 2001. ISBN 1-85170-347-0.
5. Green, William & Swanborough, Gordon (Editors). The Complete Book of Fighters. Barnes & Noble Books New York, 1998, ISBN 0760709041.

Russia - 1916 Saveljev Quadruplane

Russian Experimental Quadruplane

Saveljev Quadruplane -1916

This profile started with a description and a photograph. I worked off a line drawing for a Morane Saulnier type G to get the fuselage proportions and used the photo to establish the wing and struts and the landing gear. I was not completely happy with the first draft, but the next version was good enough for the moment until my skills grew and I got time to get back to it. Which will be soon I hope.

In 1916 V.F.Saveljev and Vladislav Zalevskij built this experimental 2-seat reconnaisence aircraft. It used fuselage from the “Morane-G” and single strut Quadruplane wing box tilted forward. The Quadruplane was powered by an 80hp engine when it was flown on April 15, 1916. According to the test pilot Ungmejster, “The aircraft is very responsive and may compete with the 165hp Albatros, But it needs a 100hp Monosaupape engine.” Later this engine was fitted with minor modifications, and aircraft performed numerous flights.

USA - 1915 Curtiss JN-4

Jenny Taught a Generation of Americans How to Fly

When we think of the rise of flight in the United States the much loved Curtiss JN-4 is at the top of the list. It ws the primary trainer aircraft and had a lifespan which extended long after the Great War ended.

Curtiss JN4d Jenny - 1915

The Curtiss JN-4 "Jenny" is a series of biplane aircraft built by the Curtiss Aeroplane Company of Hammondsport, New York, later the Curtiss Aeroplane and Motor Company. The Curtiss JN series (the common nickname was derived from "JN") was produced as a training aircraft for the U.S. Army although the "Jenny" became the "backbone of American post-war aviation."

Curtiss combined the best features of the model J and model N trainers, built for the Army and Navy, and began producing the JN or "Jenny" series of aircraft in 1915. Curtiss only built a limited number of the JN-1 and JN-2 biplanes. The design was commissioned by Glenn Curtiss from Englishman Benjamin D. Thomas, formerly of the Sopwith Aviation Company.

The JN-2, was a poor performer, particularly when climbing, because of its excessive weight. The JN-2 was an equal-span biplane with ailerons controlled by a shoulder yoke located in the aft cockpit. The improved JN-3 incorporated unequal spans with ailerons only on the upper wings, controlled by a wheel. In addition, a foot bar was added to control the rudder.

The Curtiss JN-4 is possibly North America's most famous World War I aircraft. It was widely used during World War I to train beginning pilots. The Canadian version was the JN-4 (Can), also known as the "Canuck", and was built with a control stick instead of the Deperdussin control wheel used in the regular JN-4 model, as well as usually having a somewhat more rounded rudder outline than the American version. The U.S. version was called "Jenny". It was a twin-seat (student in front of instructor) dual control biplane. Its tractor prop and maneuverability made it ideal for initial pilot training with a 90 horsepower (67 kW) Curtiss OX-5 V8 engine giving a top speed of 75 miles per hour (121 km/h) and a service ceiling of 6,500 feet (2,000 m). The Curtiss factory in Buffalo, NY was the largest airplane factory in the world.

The British used the JN-4 (along with the Avro 504) for their primary World War I trainer; Canadian Aeroplanes Ltd. produced them in Canada. Many Royal Flying Corps pilots earned their wings on the JN-4, both in Ontario and in Texas.

Most of the 6,813 built were unarmed, although some had machine guns and bomb racks for advanced training. None saw active service. After World War I, hundreds were sold on the civilian market, one to Charles Lindbergh as his first aircraft. The plane's slow speed and stability made it ideal for stunt flying and aerobatic displays in the barnstorming era between the world wars, with the nearly-identical Standard J-1 aircraft often used alongside it. Some were still flying into the 1930s.