В.Обухович, А.Никифоров Самолеты Первой Мировой войны

В конце 1917 года фирма создала облегченный вариант F.127 меньших размеров для опытов с корабельными катапультами. Опытный гидросамолет F.127 являлся модификацией гидросамолета F.17 с уменьшенным нижним крылом (фактически полутораплан) и одностоечной коробкой крыльев. Поплавки с нижнего крыла были сняты, а кабины экипажа сдвинуты ближе к двигателю. Самолет оснащался двигателем Роллс-Ройс "Фэлкон" (190 л. с).

H.Taylor Fairey Aircraft since 1915 (Putnam)

N9

   A long line of Fairey aircraft, starting with the Series IIIA and ending with the IIIF and its derivatives, stemmed from the second of two experimental seaplanes designed and built in 1917. Both enjoyed life-spans which were valuable and long. Neither was given a type name; they were known by their manufacturer’s construction numbers and/or by their Admiralty serials - though the second was later designated the Fairey III.
   The first of these two seaplanes, N9 (F.127), was a single-bay, folding biplane with a massive overhang, giving it the appearance of what would later have been described as a sesquiplane. More compact than contemporary seaplanes, it was designed to meet Admiralty specification N.2(a) for a two-seat aircraft for operation from seaplane carriers. It was never so used, but was strengthened for experimental work with a prototype catapult.
   Powered by a 200 hp Rolls-Royce Falcon I twelve-cylinder vee liquid-cooled engine - virtually a scaled-down Eagle - N9 had a maximum sea-level speed of 90 mph. Camber-changing gear was fitted, with flaps along the whole length of the lower wing and on the upper wing between the centre-section and the ailerons - which do not appear to have been used as a part of the flap system. Armament initially consisted of a Lewis gun on a Scarff ring for the observer/gunner in the rear cockpit. The first flight is recorded as having been made on 5 July, 1917.
   Because of renewed confidence in the value of aircraft in acting as ‘eyes’ for warships, and following the progress made by the US Navy - which, in 1916, had three cruisers fitted with catapults - this method of launching aircraft had been reconsidered by the Admiralty, which had examined but shelved the idea prior to the war. In 1916 tenders were invited for the construction of a catapult in which the specification required an ability to launch an aircraft weighing up to 2 1/2 tons at a speed of 60 mph within a distance of 60 ft without exceeding an acceleration of 2.5 g. Two types of catapult were later ordered. The tests for which N9 was used were those with the type designed and built by a Newcastle-based company in the group which had, 20 years before, become Sir W. G. Armstrong Whitworth.
   The method involved the use of highly compressed air in a cylinder, the piston of which pulled, by means of wire hawsers, a trolley which travelled along a 60-ft main rail and two steadying rails. These rails were installed on a steel structure which was mounted on a steam hopper (a powered mud-carrying vessel used in support of dredging operations) which had been specially commissioned for tests by the Marine Experimental Aircraft Depot. After preliminary trials on the Tyne, the catapult vessel, appropriately named HMS Slinger, went to the MEAD at Grain for real-life tests with N9. These were started in June 1918 under the direction of Lt-Col H. R. Busteed, who did most, if not all, of the flying.
   Although the system was, as required, capable of accelerating the trolley and its aircraft to a speed of 60 mph within the length of the rail, the launches were apparently made at a maximum of only about 40 mph. The use of this lower speed was practical for N9, which had a stalling speed of 38 mph when using a few degrees of flap, and reduced the acceleration loads on the pilot, who had no headrest. A modicum of wind would have widened the gap between ‘ground’ speed and the airspeed. Tests were successfully completed with HMS Slinger both at rest and under way, and were the first to be made in Britain with a seaplane, though earlier trials had been made with landplanes at Hendon aerodrome using the other catapult which had been ordered. However, it was to be seven years before a Service aircraft was actually launched from a warship. This was in October 1925 when a Fairey IIID seaplane was catapulted from the cruiser HMS Vindictive.
   As with N10 (F.128), N9 was bought back by Fairey from the Admiralty in 1919 and was re-engined with the more powerful 250 hp Sunbeam Maori II twelve-cylinder vee liquid-cooled engine and modified with equal-span wings. This was possibly the seaplane being considered as the company’s entry, announced in March 1919, in the competition to win the Daily Mail prize of ?10,000 for the first nonstop crossing of the Atlantic. The crew for the flight was to have consisted of Sydney Pickles as pilot and Capt A. G. D. West as navigator.
   In preparation for the official approval, on 1 May, 1919, of civil flying in the United Kingdom, N9 was one of the earliest aircraft to be civil-registered. The very first, K-100, was an Airco D.H.6; Fairey’s N9 was K-103, later to be G-EAAJ when the earlier form of registration was changed. In May 1920, it was sold to the Norwegian Navy. Seven years later it was bought by Bjorne Neilson of Eidsvold, near Oslo, civil-registered N-20 and scrapped in February 1929 following an accident on 12 June, 1928.
   N9 Span 50 ft (15-24 m); length 35 ft 6 in (10-82 m); height 13 ft (3-96 m); chord 5 ft 6 in (1-68 m); total wing area 456 sq ft (42-4 sq m). Empty weight 2,699 lb (1,224 kg); military load 216 lb (98 kg); crew 360 lb (163 kg); fuel (70 gal, 318 litres) and oil 537 lb (244 kg); loaded weight 3,812 lb (1,729 kg). Maximum speed at sea level 90 mph (145 km/h); at 10,000 ft (3,048 m) 86 mph (138 km/h). Climb to 2,000 ft (610 m) 4 min 10 sec; to 5,000 ft (1,524 m) 9 min 20 sec; to 6,500 ft (1,981 m) 18 min 30 sec; to 10,000 ft (3,048 m), 38 min; service ceiling 8,600 ft (2,621 m). Endurance 5 1/4 hr.

P.Lewis British Bomber since 1914 (Putnam)

By 1917 Fairey enthusiasm for seaplane development was well entrenched, and during the year the two-seat 190 h.p. Rolls-Royce I-powered F.127 N9 to Admiralty Specification N.2(a) made its appearance at Hayes. Designed for seaplane-carrier operation, the single-bay wings folded and incorporated the Fairey Patent Camber Gear in full form; both upper and lower trailing edges were arranged as lift-increasing flaps. Radiators flanked the engine on each side, and the short-span lower wings were without tip floats. N9’s armament consisted of a Scarff-mounted Lewis gun in the rear cockpit. No production ensued, but the F.127 served a useful purpose as the guinea-pig in experiments with the Armstrong catapult installed in H.M.S. Slinger. To withstand the stresses associated with this type of launching, N9 was strengthened for the purpose and performed with complete success.

J.Bruce British Aeroplanes 1914-1918 (Putnam)

Fairey F.127

  IN 1917 the Fairey company built two experimental seaplanes which marked the beginning of the long and successful line of Fairey aircraft in the Series III, which was to endure almost up to the outbreak of the Second World War: the last descendants were the Fairey IIIF Mark V, or Gordon, and IIIF Mark VI, or Seal.
  The first of the two experimental seaplanes bore the Fairey works number F.127 and the Admiralty serial number N.9; both of these numbers came to be used as designations for the machine. It was powered by a 190 h.p. Rolls-Royce Falcon engine, and looked rather like a scaled-down Campania with single-bay wings. Historically speaking, it was the link between the Campania and the Series III machines.
  The Fairey F.127 was a remarkably neat two-seat seaplane which was intended to be used from seaplane carriers. It was much more compact than most contemporary seaplanes, and its wings could be folded back for stowage on board ship. Full use was made of the Fairey Patent Camber Gear: trailing edge flaps were fitted to the entire length of the lower wing, and to the upper wings between the ailerons and the centre-section. There were two radiator elements, one mounted on each side of the engine; and the exhaust stacks were led upwards through the centre-section as on the F.16 Campania.
  The F.127 was tested at Hamble and the Isle of Grain, but the type did not go into production. The machine survived long enough to take part in early British experiments with aircraft catapults.
  The Air Department of the Admiralty had considered the use of catapulting apparatus before the outbreak of war, but had shelved the idea. America had developed aircraft catapults to a useful degree by 1916, in which year three cruisers of the U.S. Navy had catapults. By mid-1916, the Admiralty recognised the value of aircraft carried in warships, and interest in aircraft catapults revived. Tenders were invited for the construction of a British catapult; and the specification required the apparatus to be capable of launching a 2 1/2-ton aeroplane at 60 m.p.h. in a distance of 60 feet with an acceleration not exceeding 2-5G.
  Two different catapults were ordered. The first to be completed was designed by R. F. Carey, and was tested at Hendon aerodrome with an Avro 504H and a Sopwith Pup. The second was designed and built by Messrs Armstrong, and was installed in a steam hopper, appropriately named Slinger, which had been specially commissioned for the experiments. First tests of the Armstrong catapult were made in September, 1917, in the Tyne.
  Later, the Slinger was sent to the Isle of Grain Experimental Aircraft Depot, where further experiments were conducted under the direction of Lieutenant-Colonel H. R. Busteed from June, 1918, onwards. The aeroplane used in these experiments was the Fairey F.127, anc’ successful launches were made with the Slinger at rest and under way. The F.127 was specially strengthened for catapulting, and additional struts were fitted to the forward horizontal tie-rod between the floats.
  The launching rail of the Armstrong catapult was about 60 feet long and was mounted centrally on top of a steel box girder. The launching trolley was pulled along the central rail by wire ropes, and was steadied by two additional rails. The prime mover was a cylinder of compressed air, and with very high pressure the catapult could achieve a speed of 60 m.p.h. In the trials with the Fairey F.127 the maximum speed employed was about 40 m.p.h., which speaks volumes for the controllability of the aircraft and the efficiency of the Fairey Patent Camber Gear. Stalling speed of the seaplane was 38 m.p.h., and the catapult launchings were made with the flaps down a few degrees. From the pilot’s point of view the use of the lower launching speed was advantageous, because no headrest was fitted to the F.127.


SPECIFICATION
  Manufacturers: The Fairey Aviation Co., Ltd., Hayes, Middlesex.
  Power: 190 h.p. Rolls-Royce Falcon I.
  Dimensions: Span: upper 50 ft. Length: 35 ft 6 in. Height: 13 ft. Chord: 5 ft 6 in. Gap: 5 ft 7 in. Stagger: nil. Span of tail: 13 ft.
  Areas: Wings: 420 sq ft. Ailerons: each 18 sq ft, total 36 sq ft. Tailplane: 34-2 sq ft. Elevators: 34-2 sq ft. Fin: 8-9 sq ft. Rudder: 9-8 sq ft.
  Weights and Performance: Number of Trial Report: 8A. Date of Trial Report: July 5th, 1917. Weight empty: 2,699 lb. Military load: 216 lb. Crew: 360 lb. Fuel and oil: 537 lb. Weight loaded: 3,812 lb. Maximum speed at sea level: 90 m.p.h.; at 10,000 ft: 86 m.p.h. Climb to 2,000 ft: 4 min 10 sec; to 5,000 ft: 9 min 20 sec; to 6,500 ft: 18 min 30 sec; to 10,000 ft: 38 min. Service ceiling: 8,600 ft. Endurance: 5 1/4 hours.
  Tankage: Petrol: 70 gallons.
  Armament: One free Lewis machine-gun on Scarff ring-mounting on rear cockpit.
  Service Use: Used experimentally at the Marine Experimental Aircraft Depot, Isle of Grain, and on experimental catapult ship Slinger.
  Serial Number: N.9.

H.King Armament of British Aircraft (Putnam)

N.9. A Lewis gun on a Scarff ring-mounting appears to have been the sole armament of this 'catapultable' floatplane of 1917.

Jane's All The World Aircraft 1919

THE FAIREY N9 TYPE F127.
  
   The Fairey seaplane N9 was built in 1917 as a patrol seaplane for the R.N.A.S.
   This machine has one set of struts on each side of the fuselage, and a top plane with a large overhang.
   Owing to the Rolls-Royce " Falcon " engine being used in other types of machines in production, this type was never proceeded with. It is interesting to note that the original N9 remained in service to the middle of 1918. and was the first float seaplane to begin an actual flight by being thrown off a warship by a catapult gear.
  
  
Specification.
Type of machine Seaplane.
Name or type No. of machine F127.
Purpose for which intended Ship work.
Span 50 ft.
Gap, maximum and minimum 5 ft. 7 in.
Overall length 35 ft. 6 in.
Maximum height 13 ft.
Chord 5 ft. 6 in.
Total surface of wings 420 sq. ft.
Span of tail 13 ft.
Total area of tail 34.2 sq. ft.
Area of elevators 34.2 sq. ft.
Area of rudder 9.8 sq. ft.
Area of fin 8.9 sq. ft.
Area of each aileron and total area 18 ft.
Engine type and h.p. 190 h.p. Rolls-Royce.
Load per sq. ft. 9.08 lbs.
Weight per h.p. 18.15 lbs.
Tank capacity in hours 5 1/4 hours.
Tank capacity in gallons 70 gallons.

Журнал Flight

Flight, April 10, 1919.

THE TRANSATLANTIC RACE

THE preparations for the great race to be first to cross the Atlantic by air are progressing apace. By way of summary, the Sopwith machine, to be piloted by Mr. H. Hawker, who will have with him as navigator and assistant pilot Capt. Grieve, is already at the starting point in Newfoundland, and is only awaiting favourable weather conditions before making a start. The Martinsyde biplane, with its pilot, Mr. F. P. Raynham, and his navigator, Capt. Morgan, is on its way across, and may, by the time these lines appear in print, have arrived at St. John's. The Fairey machine, up till now the only seaplane entered from this side, is rapidly nearing completion, being, in fact, a standard Fairey 3C type especially adapted for the race. The pilot, as already announced, will be Mr. Sydney Pickles, so well knows to all readers of FLIGHT. The name of the navigator who will accompany him has not yet been disclosed, but will, we understand, be announced shortly. The Short machine entered, and which will be piloted by Major Wood, who will have with him as navigator Capt. Wyllie, has the distinction of being the only entrant which, so far, it is proposed to start from this side, the starting point chosen being Bawnmore, near Limerick, in Ireland. This machine, which has been undergoing severe tests during the last couple of weeks, is to be flown first to Ireland, whence the final start will be made.
As to the probability of one or all of the competitors succeeding in getting across, there is of course, a certain element of luck involved, but arrangements, as announced elsewhere, are being made., by the Air Ministry and Admiralty, to take all possible precautions, and to ensure that, even in cases of engine failure, the occupants should have a very good chance of being picked up by passing vessels.

THE MACHINES

As interest centres more and more in this race, a few words dealing with the British machines entered will, we feel sure be welcomed by readers of FLIGHT.

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The Fairey Machine

As already pointed out, the machine entered by the Fairey Aviation Co. has the distinction of being the only seaplane entered. It is of more or less standard type, resembling the well-known type 3C Fairey seaplane. The most remarkable feature of this machine is, of course, the variable camber wings fitted. This forms a Fairey patent, and has been used with good results on machines employed by the Navy. Briefly speaking, the variable camber is obtained by having the entire trailing edge of the planes hinged along the rear spars in such a manner that the pilot can, by turning a wheel, pull down the whole trailing edge to give greater lift, and again raise it to provide less resistance and hence greater speed. In the ordinary way the chief aim of this variable camber is to provide a low speed on alighting and getting off, but for the Atlantic flight it will also be found useful in providing greater lift while the machine is heavily loaded, allowing of gradually flattening out the wing section as the load becomes less owing to the fuel being consumed. In this manner the first part of the flight will probably be made at a slower speed than that obtained towards the finish of the journey. The engine is, as in two of the other machines entered, a Rolls-Royce "Eagle" of 375 h.p., and the speed of the machine is stated to be about 120 m.p.h. This figure probably refers to the speed with the trailing edge in line with the rest of the wing section. With the trailing edge pulled down the speed will be considerably lower.