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Vickers-Gun - Aircraft Version 1

Vickers Machine Gun

Great Britain, WW1, , , , ,

british flag Great Britain  (1912)
Machine Gun
The Vickers Gun or Vickers Machine Gun as it is often called was one of the first armaments fitted to an airplane for combat in the early 1910s. The weapon, originally water cooled and based on the successful Maxim gun, was designed and manufactured by Vickers Limited of Britain and fitted to many early British and French fighter planes.

Origins

The origins of the Vickers gun can be traced back to Hiram S. Maxim’s original ‘Maxim Gun’ that came to prominence in the 1880s as a deadly armament of the British Empire. This machine gun was extremely efficient due to its novel recoil based feed operation, which utilized the recoil of the weapon to eject the spent cartridge and insert another one. The weapon was also water-cooled for maximum efficiency and due to this could be fired for long durations.

The Vickers Machine Gun Design

Vickers-Gun - Aircraft Version 1
The Vickers Aircraft Machine Gun – Fires British .303 (7.7 mm) rounds

Vickers improved on this design by lightening the overall weight of the weapon as well as simplifying and strengthening the parts of the internal mechanisms. Another significant improvement was the addition of a muzzle booster, which restricts the escaping high pressure gases from the barrel, forcing more energy to the backwards motion of the barrel without increasing recoil force.

The Vickers attained a solid reputation upon its introduction in 1912. Despite its bulk and weight of around 30 lbs (15 kg), not including water and ammunition, it was praised by crews for its dependability. Thanks to its water cooling it could be fired practically continuously, requiring only a barrel change for roughly every hour of operation.

Use in Aircraft

Vickers Gun - mounted on a Bristol ScoutThe first use of the Vickers Gun on an aircraft was on Vickers’ own experimental E.F.B.1 biplane prototype, the first British aircraft ever to be designed for military purposes. The gun recieved a few modifications for aircraft use. The water cooling system was deemed unnecessary due to the more than adequate flow of cool, fast-moving air over the barrel in flight. However the water jacket assembly had to be retained due to the barrel action mechanism, but several rows of aircooling slots were added.

Vickers Gun - RAF RE8An enclosure was added to cover the belt feed to prevent wind from kinking the incoming ammunition belt. The belt links were a disintegrating type which meant each belt link was ejected along with each spent cartridge as the weapon fired.

The closed bolt design of the Vickers Gun lent itself to forward firing use in aircraft due to its ease of integration with a synchronizer system. In a closed bolt type of firing mechanism there is virtually no delay between the trigger being pulled and the firing of the weapon, unlike the open bolt design utilized by the Lewis Gun. The introduction of the synchronizer gear system allowed for forward firing through a propeller’s field of rotation.

Colt was licensed to manufacture Vickers Machine Guns in the U.S. and had a large order for the guns from Russia in 1916. After the Russian revolution kicked off in early 1917, the Russian orders were cancelled. The thousands of guns that had been produced sat in storage until a need arose in Europe for a machine gun that could fire larger caliber incendiary rounds to destroy German hydrogen filled balloons. It was decided to use the 11 mm French gras round. All of the previously Russian sized 7.62s were altered to accept the 11mm round. Additionally they were modified for aircraft use, with the appropriate cooling slats cut into the water jacket assembly. These 11mm Vickers became known as “Balloon Busters.”

Vickers Gun - Colt Balloon Buster
The Vickers Machine Gun – 11mm “Balloon Buster” made under license in the U.S. by Colt

Legacy

The aircraft version of the Vickers Gun was by far the most used weapon on British and French fighter aircraft of World War I and the interwar period with some still in use towards the end of World War II. Most of the fighter planes developed in early WWI utilized a single .303 British (7.7mm) Vickers Gun such as the Sopwith Triplane. Later fighters like the Sopwith Camel were able to double their firepower with twin synchronized guns. Advances in aircraft design that took place through the 1930s saw the fixed armaments on aircraft shift towards the wings, allowing for larger, more powerful, and faster firing Browning 1919 machine guns to be fitted, thus signaling the end of the Vickers machine gun’s use in aircraft. The conventional infantry version of the weapon would continue to see service with British ground forces until 1968.

Vickers Machine Gun Specifications
Weight  15 kg / 33 lb
Length  1.12 m / 3 ft 8 in
Barrel Length  720 mm / 28 in
Cartridge  .303 British / 7.7 mm
Action  recoil with gas boost
Rate of Fire  450 to 500 rounds/min
Muzzle Velocity  744 m/s  /  2440 ft/s
Effective Firing Range  2,000 m / 2,187 yd
Maximum Firing Range  4,100 m / 4,500 yd (indirect fire)
Feed System  250 round canvas belt

Gallery

Sources

Vickers machine gun. (2016, April 20). In Wikipedia, The Free Encyclopedia., Segel R. (n.d.). THE U.S. COLT VICKERS MODEL OF 1915  WATER-COOLED MACHINE GUN, Small Arms Review.,  MG34. (2012, September 3). My 1918 US Colt/Australian/Turkish Vickers Mk.1 Medium Machine Gun. War Relics Forum.

 

Albatros D.III

German Empire, WW1, , , , ,

German Empire Flag German Empire (1916)
Fighter Plane – 1,866 Built
The Albatros D.III was a bi-plane fighter manufactured by Albatros Flugzeugwerke Company in the Aldershof district of Berlin, Germany. The plane helped secure German air superiority and several top German aces flew the D.III, including Manfred von Richthofen – The Red Baron.  It was armed with 2 7.92mm LMG 08/16 machine guns which were an air cooled and synchronized version of Germany’s MG08.

Design of the D.III

Designed by Robert Thelen, the D.III was based off of the D.I and D.II that preceded it, utilizing the same basic fuselage.   This fuselage design was semi-monocoque, meaning that the skin of the aircraft, which was plywood, could bear some weight and add structural rigidity.

Albatros D.III - The Red BaronAfter seeing the success of the French Nieuport 11 and 17, the Idflieg which was the bureau overseeing German aviation development at the time requested that the new D.III adopt a sesquiplane layout similar to the Nieuports. A sesquiplane configuration consists of a modified biplane design with shorter and and narrower lower wings with the advantage being less drag at speed. As a result, the top wing was lengthened, and the lower wing’s chord was shortened, meaning the wing measured less from leading edge to trailing edge. The bracing, between the top and bottom wings was reconfigured to a “V” shape leading owing to the single spar used in the lower wings. Because of this the British coined their own nickname for the D.III: “The V-strutter.”

Water Cooled Mercedes Power

The D.III utilized a water-cooled Mercedes inline 6 cylinder 4 stroke engine appropriately designated as the D.IIIa. The water cooling and overhead camshaft yielded more horsepower than the radial engines that were more common, with the D.IIIa pumping out 170 hp. In the interest of weight savings the crankcase was aluminum, whilst the separate cylinders were steel and bolted onto the crankcase. Unlike previous designs each cylinder had a separate water jacket.

Flaws Emerge

Several problems were discovered during the D.III’s introduction. The first of which was the placement of the aerofoil shaped radiator above the cockpit. Although it was well placed to avoid battle damage, it tended to scald the pilot if there was a leak or puncture in the radiator for any reason. The design was changed to relocate the radiator right of the cockpit.

Albatros D.III - Wrecked at FlandersAnother issue had to do with several lower wing failures. Even The Red Baron himself, Manfred von Richthofen experienced this with a crack appearing on his new D.III and was forced to make an emergency landing.  Initially this puzzled engineers and was attributed to poor workmanship during manufacturing, but in reality the lower wing was experiencing excessive flexing under aerodynamic load. The eventual cause was determined to be the wing’s spar which was located too far aft. As a result of the changeover to the sesquiplane layout, only a single spar was used in the lower wing. Modifications were made to the design and existing aircraft to strengthen the wing. In spite of the modification pilots were advised to avoid steep or prolonged dive maneuvers.

Performance

The D.III was well regarded among pilots from its introduction despite having heavier controls. It offered improved stability, maneuverability, and climbing ability over the preceding D.II. Downward visibility was also much improved thanks to the narrower lower wing.

Bloody April

Albatros DIII - Climbing

The Albatros D.III was the most dominant fighter in the air during April 1917. The British forces attacking at Arras, France pushed for strong air support in the battle, but were their pilots were not nearly as well trained as the German pilots. To make matter worse, the British planes in use such as the Sopwith Pup, Nieuport 17, and Airco DH.2 were vastly inferior to the D series aircraft in use by the Germans. The British would go on to lose 275 aircraft. By contrast the Germans only lost 66 aircraft during the conflict.

Albatros D.III Specifications
Wingspan  9 m / 29 ft 6 in
Length  7.33 m / 24 ft 1 in
Height  2.9 m / 9 ft 6 in
Wing Area 23.6 m² / 254 ft²
Engine 1 water cooled inline Mercedes D.IIIa engine
Maximum Take-Off Weight 886 kg / 1,949 lb
Empty Weight 659 kg / 1,532 lb
Maximum Speed 175 km/h / 109 mph
Range 480 km / 300 mi
Maximum Service Ceiling 5,500 m / 18,000 ft
Crew 1 (pilot)
Armament 2 x 7.92 mm LMG 08/15 machine guns

Gallery

Sources

Albatros D.III. (2016, March 1). In Wikipedia, The Free Encyclopedia., Avistar.org (n.d.) Albatros D.III Images: Albatros D.III – Flying by DeciBit, Albatros D.III – Side View by Serge Desmet / CC BY-SA 1.0

Sopwith Camel B3889 - Side Profile View

Sopwith Camel

Great Britain, WW1, , , , , ,

british flag Great Britain (1917)
Fighter Plane – 5,490 Built
The legendary Sopwith Camel was the successor to the earlier Pup. The Camel utilized a biplane design and twin synchronized Vickers machine guns. It first flew in late 1916 as the British continued to develop faster and more powerful fighters to keep pace with  German advances in aeroplane design. The Camel was deemed far more difficult to fly than the preceding Pup and Triplane, but despite this would go on to shoot down more German aircraft than any other Allied plane.

Development

After combat losses, it became apparent that the Pup and Triplane were no longer competitive against the German Albatross D.III.  Sopwith Chief Designer Harry Smith recognized the need for a new fighter to be developed. While being designed, the Camel was referred to as the F.1 or the “Big Pup.”

Sopwith Camel - Front ViewAs was standard at the time, the airframe was a wood boxlike structure, with aluminum cowlings around the nose and engine area. Metal wire rigging was used throughout the construction to enhance fuselage and flight surface rigidity. A conventional fabric covered body and plywood cockpit area ensured weight savings were maximized. The nickname of “Camel” came from a “hump” shaped metal fairing that covered the machine guns in order to prevent freezing at altitude. The F.1 was also sometimes referred to as the “Sop,” short for Sopwith. The lower wings featured a dihedral of 3 degrees, meaning the wings are angled upwards and are not perpendicular to the fuselage. However to simplify construction the top wing was flat, giving the plane a unique “tapered gap” between the upper and lower wings. Also the top wing features a cutout section above the cockpit for pilot visibility.

The Camel

After its introduction in June 1917, the Camel became notorious for being difficult to fly. Rookie pilots crashed many times upon takeoff. Part of the reason was the fact that the center of gravity of the plane was very close to the nose owing to the plane’s sizeable powerplant relative to the size of the airframe.  However the fact that 90% of the weight of the aircraft was in the front third of the aircraft gave it great maneuverability, with the weight of the engine, pilot, and armaments centered within the wing root section of the fuselage.

Sopwith Camel Replica - ParkedThe Camel lacked the variable incidence tailplane and trimming that had enabled the Triplane to fly “hands off” at altitude. This meant that a pilot would have to constantly apply pressure to the control stick to maintain level flight at low altitude or speed. Great physical strength and endurance was required to fly the Camel at length.

The Camel had a rotary engine, not to be confused with a radial engine or a rotary wankel. With a rotary engine, the entire engine and crankcase spins relative to the fuselage, with the propeller directly connected to the crankcase. Thus engine speeds in RPM exactly the match the RPM of the propeller. The torque of the relatively powerful rotary engine combined with the weight distribution of the aircraft led to a constant “pull” to the right, a phenomenon common to rotary engines.  Although not necessarily a desired feature, pilots used this to their advantage for turning in dogfights. However, in the event of a stall the Camel would go into a dangerous spin.

The difficulty of flying the aircraft is obvious from the fact that about half of all Camels lost during the Great War were due to non-combat related incidents.  Early on there were many pilot casualties on their first solo fights after training, so a two-seat, dual control version was developed to mitigate the dangers of training on the aircraft.

The Numbers

A staggering 5,490 Camels were produced. Most were deployed to the Western Front. After the war they did not see much use in service. Remarkably only 7 are known to exist as of 2016, however there are many flying replicas of the aircraft.

The Camel is credited with downing 1,294 German aircraft, more than any other Allied plane. Among the plane’s kills is the famed German ace Rittmeister Manfred von Richthofen also known as the “Red Baron.”

Power

The Camel was powered by a variety of rotary engines and by design was able to be fitted with engines from other manufacturers such as Bentley. The primary engine used was the 130 HP Clerget 9B, a French design produced in France and Great Britain which also saw service in the Pup and Triplane.

The most powerful engine available was the Bentley BR1 which produced 150 HP thanks to its aluminum cylinders and pistons as well as a dual spark ignition. It was also significantly cheaper than the Clerget.

Sopwith Camel Specifications
Wingspan  8.5 m / 28 ft 11 in
Length  5.7 m / 19 ft 8 in
Height  2.6 m / 9 ft 6 in
Wing Area 21.5 m² / 231.42 ft²
Engine 1 air-cooled Clerget 9B 110 HP or 130 HP
Maximum Take-Off Weight 659 Kg / 1.453 lb
Empty Weight 422 kg / 930 lb
Maximum Speed 185 km/h / 115 mph
Range 350km / 217 mi
Maximum Service Ceiling 5,790 m / 19,000 ft
Crew 1 (pilot)
Armament 2 synchronized 7.7mm Vickers machine guns
4 20lb Cooper bombs

Gallery

Sopwith Camel B6313 - March 1918
Sopwith Camel B6313 – March 1918
Sopwith Camel B6313 - 6-1918 '3 Stripe' - Side Profile View
Sopwith Camel B6313 – June 1918 – ‘3 Stripe’
Sopwith Camel B6299 - B Flight, 10 Naval Squadron RNAS
Sopwith Camel B6299 – B Flight, 10 Naval Squadron RNAS
Sopwith Camel B6390 'Black Maria' - Raymond Collishaw
Sopwith Camel B6390 ‘Black Maria’ – Raymond Collishaw
Sopwith Camel B6313 - October 1918 - '6-Stripe'
Sopwith Camel B6313 – October 1918 – ‘6-Stripe’
Sopwith Camel B6313 - Oct 1917 Side Profile View
Sopwith Camel B6313 – October 1917
Sopwith Camel B3889 - Side Profile View
Sopwith Camel B3889 – July 1917
Sopwith Camel F6034 - Side Profile View
Sopwith Camel F6034 – September 1918
Sopwith Camel B6344 - October 1917
Sopwith Camel B6344 – October 1917

Sources

Sopwith Camel. (2016, April 1). In Wikipedia, The Free Encyclopedia, Avistar.org (n.d.) Sopwith Camel 1917, Sherman, S. (2012). Sopwith Camel, Franks, N. (2001). American aces of World War I. Oxford: Osprey Aviation. Images: Sopwith Camel – Front View Lineart by Voytek S / CC BY-SA 1.0, Sopwith Camel – Replica in Flight by D. Miller / CC BY 2.0, Sopwith Camel – Replica Structure by TSRL / CC BY-SA 3.0

SAAB Gripen Armed In Flight

Saab J39 Gripen

Modern Aviation, Sweden Modern, , , , , , , ,

sweden flag Sweden (1997)
Multirole Fighter Plane – 247 Built
A light single-engine multirole fighter, with a delta mid-wing and canard configuration. This aircraft has a fly-by-wire flight controls. Purposed with replacing the Saab 35 Draken and Saab J 37 Viggen AJ, SH, SF and JA versions in service with the Flygvapnet (the Swedish Air Force), and in service since 1995. Its development began in the late 70’s, with the aircraft intended to perform the same missions of the models it was replacing. As a result, the Gripen is capable of executing missions as fighter, attacker, and reconnaissance, being also a cheap yet well-powered and highly manoeuvrable jet, capable of integrating well with the Flygvapnet communication and infrastructure systems. It is also a platform with good upgrading capacities. Another special feature of this model is the short take-off and landing (STOL), alongside its agility and responsiveness at subsonic speeds, low induced drag and good supersonic performance. A product of Swedish innovation and defence needs, allowing Sweden to maintain its neutrality during the Cold War, the aircraft’s STOL characteristic came as a result of the policy of using highways and roads as airstrips, in order to reduce the potential damage to Flygvapnet air assets in case of attack, and to maintain air defence capacity. It was also intended to be an easy maintenance airplane, with conscripts having basic technical knowledge being able to do maintenance works. This increases the aircraft’s service life.

Design

The Gripen is designed as a mid-delta wing fighter, with a single tail and a single Volvo Flygmotor RM 12 engine. It has canard winglets that also serve as complement for the two aerodynamic brakes located at the sides of the rear fuselage. The combination of the canards and the delta wing design allows the Gripen to fly at 70-80 degrees of attack angle, allowing also STOL capabilities (800 mts/2600 ft airstrip). Its purposed aerodynamic instability is compensated with a fly-by-wire technology that bestows the Gripen with considerable fly characteristics. The engine also plays its part in shaping the Gripen characteristics, along with some additional features. The double digital control and double ignition allows the pilot and the aircraft to be safe in case of emergency. The engine itself is reinforced to withstand the impact of birds or foreign objects. The radar – an Ericsson pulse-Doppler – allows the Gripen to have powerful and sharp ‘eyes’, as it allows multiple target track and beyond visual range (BVR) for air-to-air; mapping ground and surface target indication and tracking for air-to-ground; and sea surface search and tracking.

The Digital Era

SAAB Gripen Parked

The JAS 39 has a Tactical Information Data Link System (TIDLS) digital network which provides the Gripen with a tactical advantage: to distribute and share radar and sensors information with up to 4 aircraft within a radio of 480 kms (300 miles), enabling tactical combat information and situation awareness. It also provides any pilot information about the position, speed, missile load, heading and fuel state of other Gripens. This provides also concealment to any pilot opening fire against a selected target, without revealing its position, while the launched missile – a medium-range air-to-air-missile (AMRAAM) – will be guided not only by the aircraft it was fired from, but also by the other aircraft, whose guidance can improve the missile’s accuracy. TIDLS technology however, is not a product enjoyed only by the Gripen’s development, but it is an enhanced version, as the JAS 35 Draken and JAS 37 Viggen had a similar and early datalink systems. As it is a multirole aircraft, this means it can change its mission while flying, as the pilot change the avionics and sensors in flight. Although the small size of the plane limits these capacities and payload, forcing missions to be considered before sorties, it also allows the aircraft to reduce detection by radar.

The Gripen goes to Battle 

SAAB Gripen Armed In Flight

The high adaptability and capacity of the aircraft to be easily upgraded allowed the Gripen to be modified in order to fit NATO standards, and to increase its export options. Alongside the British BAE, Saab improved and modified the Gripen so to be able to operate with NATO missiles, opening the open for the aircraft to carry more powerful missiles, and having also enhanced air-to-ground capabilities. Those modifications allowed the Gripen to support NATO intervention in Libya (Operation Unified Protector) with tactical air reconnaissance, enforcement of the no-fly zone, the arms embargo, and support for civilian protection. It was also able to receive updates and information from NATO E-3 AWACS airplanes. The Gripen performance was optimal during the operation, as it flew 570 missions, around 1770 flight hours, and delivered 2770 reports.

A Coveted Fighter

Saab Gripen Taxiing

Given its characteristics and its good relation cost/operation, the Saab JAS 39 Gripen has received the attention of many countries that expressed their interest in the fighter. Countries like Argentina, Austria, Belgium, Botswana, Bulgaria, Colombia, Croatia, Ecuador, Estonia, Finland, India, Indonesia, Kenya, Latvia, Lithuania, Malaysia, Mexico, Namibia, Peru, The Philippines, Portugal, Serbia, Slovakia, Slovenia, Uruguay, and Vietnam, all could become potential operators of the Gripen.

Variants

  • JAS 39A – The basic and first version entering in service with the Flygvapnet, later upgraded to the C version.
  • JAS 39B – The two-seated variant of the JAS39A, purposed for training, specialised missions and flight conversion, with the cannon and the internal fuel tank removed to allow the second crew member and life support systems.
  • JAS 39C – A NATO-compatible version with overall enhanced capabilities, as well as in-flight refuel.
  • JAS 39D – The two-seat version of the JAS 39C.
  • JAS NG – An improved version of the Gripen, having a new engine (The General Electric F414-400), a new radar (RAVEN ES-05 AESA), and increased payload and fuel capacity. Its development was undertaken through a partnership with Switzerland. A product of the changes brought by the end of the Cold War, as airbases were closed with fighter units being reduced, as well as the closure of the road base system for take offs and landings. But it is also a product of the new assessed threat Sweden could be facing, which required a new fighter with extended range, increased weapons, enhanced electronics, fighter communications (with satellite) and Electronic Warfare (EW) capability.
  • JAS 39E– Single seat version derived from the JAS NG.
  • JAS 39F – Two-seat version derived from the JAS 39E.
  • Sea Gripen – Proposed carrier version of the NG.
  • Gripen UCAV – Proposed unmanned combat version of the JAS 39E.
  • Gripen EW – Proposed electronic warfare version derived from the JAS 39F.

Operators

  • Brazil – 28 Gripen JAS 39E and 8 Gripen JAS 39F on order, with options of assembling some locally, while the Brazilian Navy is interested in the Sea Gripen for use on its single aircraft carrier. Brazil could export Gripen into the regional market. There is a provision for joint development with Sweden.
  • Czech Republic – 14 Gripens on lease (12 JAS 39C and two JAS 39D) until 2027 and to replace the existing Mig 21 fleet. given the current tensions between the West and Russia, Czech Republic government considered leasing 6 more Gripens. Gripen have had a good use by the Czech Air Force, with membership of the NATO Tiger Association, awarding the Tiger Meet Silver Tiger Award as ‘Best Squadron’. Gripen from Czech Republic also take part in NATO Baltic Air Policing, while performing homeland defence duties at the same time.
  • Hungary – 12 Gripens on a lease-and-buy basis (11 JAS 39 C and one JAS 39D) until 2022. Two Gripens lost in crashes. Hungarian Gripens have been taking part of NATO Baltic Air Policing since 2015.
  • South Africa – 26 Gripens are in service with the South African Air Force (17 JAS 39C and 9 JAS 39D), facing restricted operation given lack of qualified pilots and financial resources. However, South African Gripens enjoyed a local EW development – in cooperation with Israel – and datalink, as well as radar weather mode. The Gripens saw action when securing South African airspace during the FIFA 2010 World Cup, supporting South African troops in the Democratic Republic of Congo in 2013, and taking part in Nelson’s Mandela funeral.
  • Sweden – The Flygvapnet has 156 Gripen, 50 of which are JAS 39A, 13 are JAS 39B, 60 are JAS 39C and 11 are JAS 39D. Two (a JAS 39C and a JAS 39D) were lost in accidents.
  • Thailand – 12 Gripens (8 JAS 39C and 4 JAS 39D) serve with the Thai Air Force, where eventually 6 more Gripen would be bought. As these Gripen operate over the Andaman Sea and Gulf of Thailand, they have anti-ship capacities.
  • United Kingdom – Operated by the Empire Test Pilots’ School, with 3 JAS 39B, with training and testing purposes.

Gripen Specifications
Wingspan  8.4 m / 27 ft 7 in
Length  14.10 m / 46 ft 3 in
Height  4.7 m / 14 ft 9 in
Wing Area 30 m² / 323 ft²
Engine 1 Volvo Flygmotor turbofan RM12
Maximum Take-Off Weight 14000 Kg / 30,900 lb
Empty Weight 6800 kg / 15,000 lb
Loaded Weight 8500 kg / 18,700 lb
Maximum Speed 2450 km/h / 1522 mph
Range 3250 KM / 1,983 miles (with external drop fuel tanks)
Maximum Service Ceiling 16000 m /52,500 ft
Climb Rate 100 s from brake release to 10 km altitude / 180 s approx to 14 km
Crew 1 or 2
Armament • 1 Mauser BK 27 27mm cannon
• 6 hardpoints that could allow 6 air-to-air missiles, 4 air-to-radar missiles, 4 air-to-surface missiles, 5 smart bombs, 2 anti-ship missiles, 5 bombs, 2 stand-off weapons, 2 ECM Pods, 2 recce Pods, 1 FLIR/LDP Pod, 2 AACMI Pods, and 3 fuel tanks

Gallery

J39C Gripen of the Flygvapnet – Swedish Air Force armed with wingtip IRIS-T Missiles
J39C Gripen of the South African Air Force equipped with a wing drop tank and IRIS-T missiles

Sources

Berger, R (Ed.). Aviones [Flugzeuge, Vicenç Prat, trans.]. Colonia, Alemania: Naumann & Göbel Verlagsgessellschaft mbH. , Hellenius, B (March 2014). Griffin Takes Wing. Air Forces Monthly, (312), 50-65. , SAAB (March 2016). Gripen brochure. , SAAB (n.d.). Gripen-Advanced Weapons Flexibility. , SAAB (n.d.). Gripen dimensions. , Singh, V (May-June 2014). The Gripen forges ahead – in ‘Super’ mode. VAYU Aerospace & Defence Review, (3) 61-65.  , Sharpe, M (2001). Jets de Ataque y Defensa [Attack and Interceptor Jets, Macarena Rojo, trans.]. Madrid, Spain: Editorial LIBSA (Original work published in 2001). , Wikipedia:Saab JAS 39 Gripen Images: SAAB Gripen Taxiing by Airwolfhound / CC BY-SA 2.0 ,  SAAB Gripen Parked by Milan Nykodym / CC BY-SA 2.0 , SAAB Gripen Armed in Flight by AereiMilitari.org / CC BY-NC 2.0

Sopwith Triplane N6290 Dixie - Side Profile View

Sopwith Triplane

Great Britain, WW1, , , , , , ,

british flag Great Britain  (1916)
Fighter Plane – 147 Built
The Sopwith Triplane was a creation of Britain’s Sopwith Aviation Company around 1916. Its three stacked wings gave it good maneuverability and stability in flight relative to other planes of the day. The aircraft had the nicknames Tripehound, Trihound, Triplehound, or Tripe and it was popular among pilots. The Triplane first saw service with Royal Navy Air Squadron No.1 in late 1916. Many orders were placed by the RNAS as well as the Royal Flying Corps. Some aircraft were also acquired by the French Navy. One each was sent to Greece and Russia for evaluation. Only two original examples of the Tripe exist today.

Design

Sopwith Triplane Blueprint - Front ViewThe most noticeable aspect of the Triplane is its three wing design, which was one of the first of its kind. In the interest of pilot field of view Chief Engineer Herbert Smith decided to use a narrow chord design, meaning the wings were short as measured from leading edge to trailing edge. Because of the lift lost when narrowing the chord, the third wing was added to the design. All three wings have functional ailerons and the tailplane is a variable incidence type which means it can be trimmed enough for the pilot to fly hands-off. In early 1917 a smaller tailplane was introduced improving maneuverability. The Triplane was fitted with a single Vickers gun.

The Tripehound

Sopwith Triplane Flying

WIth the Tripehound’s entry into active service late in 1916, it quickly proved popular among pilots with its relatively superior maneuverability and speed. The first adversaries the Tripehound went up against were German Albatros D-IIIs which it greatly outclassed in climbing and turning ability, as well as being 15 mph faster. Every engagement with the enemy demonstrated the Triplanes’ superior power.

Clerget Power

Clerget 9 Cylinder Engine HeadThe Triplane was powered first by a Clerget  9B, 9 cylinder rotary engine developing 110 HP (82 kW). This powerplant was built in both France and Great Britain by numerous manufacturers. Later, 130 HP 9B engines were fitted, further enhancing the Triplane’s dominance, although the engine was tuned perhaps too aggressively as it was prone to overheating.

 

 

Sopwith Triplane Specifications
Wingspan  8.07 m / 26 ft 6 in
Length  5.73 m / 18 ft 10 in
Height  3.20 m / 10 ft 6 in
Wing Area 11 m² / 118.4 ft²
Engine 1 air-cooled Clerget 9B 110 HP or 130 HP
Maximum Take-Off Weight 698 Kg / 1,541 lb
Empty Weight 499 kg / 1,101 lb
Maximum Speed 188 km/h / 117 mph
Range 2 hours and 45 minutes
Maximum Service Ceiling 6,248 m / 20,000 ft
Crew 1 (pilot)
Armament 1 synchronized 7.7mm Vickers machine gun

Gallery

Sopwith Triplane Prototype N500 Side Profile View
Sopwith Triplane Prototype N500 – June 1916
Sopwith-Triplane-Prototype-N500-Brown-Bread-Side-Profile-View
Sopwith Triplane Prototype N500 – June 1916 repainted as “Brown Bread”
Sopwith Triplane N5387 Peggy - Side Profile View
Sopwith Triplane N5387 “Peggy” – August 1917
Sopwith Triplane N533 Black Maria - Side Profile View
Sopwith Triplane N533 “Black Maria” – July 1917
Sopwith Triplane N6290 Dixie - Side Profile View
Sopwith Triplane N6290 “Dixie”


Simulated Dogfight in a Triplane

Sources

1 Franks, N. (2004). Sopwith Triplane aces of World War 1. Oxford: Osprey., Images:Sopwith Triplane Flying at Duxford 2012 by Airwolfhound / CC BY-SA 2.0 , Clerget 9B Engine Head by Andy Dingley / CC BY-SA 3.0

Morane-Saulnier N

France, WW1, , , ,

france flag France (1913)
Monoplane Fighter – 49 Built

Morane Saulnier N - Propeller SpinnerThe Morane-Saulnier N was a mid-wing monoplane aircraft that became the first French fighter aircraft. Built in 1913, it was in service with the Aeronautique Militaire in the early days of WWI. Also used by the British forces, mainly as a fighting scout airplane due to the shortage of similar planes from England. This plane also entered with limited numbers in service with the 19th Squadron of the Russian Air Force. The main roles were interception, scout and fighter. Armed with a single Hotchkiss 7.7 mm or 7.9 mm machine gun – later on with a Vickers gun –, the propeller was equipped with steel deflector plates, as the machine gun fired. At the same time, it was the first fighter plane to incorporate a rudimentary version of a synchronizing gear for the machine gun, so the weapon could fire between the blades of the propeller. Given its imperfection, the aforementioned plates were necessary to prevent “loose” bullets to damage the blades. But it was also the first model to incorporate a machinegun in a single seated aircraft, as previous models use to have an additional man to serve the machine gun. Dubbed as “the Bullet” by the Royal Flying Corps pilots due to the shape of the spinner.

Design

Morane Saulnier N - Vintage PhotographA Monocoque mid-wing aircraft, the airscrew had a large spinner, dubbed ‘la casserole’, that left few openings for cooling the engine. This left the airplane non-operable in hot-weather. The aircraft wings were made of wood with fabric, having flexible tips to allow warping. Despite its monocoque design, in reality the circular section was formed by a wooden frame with fitted light stringers. The elevator was fitted to a triangular fin, while the undercarriage usually had a M shape. These characteristics made of the Saulnier N a very aerodynamic airplane, but also a quite complicated plane to control. The aircraft was a lightweight at a point that it had a very fast landing speed and rather complicated handling, as the controls were very sensitive.

The Bullet in Service

The Morane-Saulnier N is a plane that, during service made history in many ways. It began its career as most of the military aircraft of the early days of WWI: as an observation and scout plane. After the later-renown aviation pioneer and first combat pilot Roland Garros performed some combat actions in 1915, this airplane became the first fighter engaging in aerial combat on April 1 1915, near the English Channel, in Belgium. As a result of this action, the Saulnier became for a period of time the standard fighter of the Aeronautique Militaire, granting the allies some air superiority. Besides the earlier French Airforce, the Saulnier N entered in service with British Squadrons 3rd and 60th, armed with Lewis Guns, the Russian 19th Squadron and three units with the Ukrainian Air Force.

The ‘Acemaker’

Morane Saulnier N - ReloadingRoland Garros was the first combat pilot while flying with a Saulnier – N, armed with a Hotchkiss machine gun. But the Saulnier N was also the plane where other two WWI French aces became aces. He first was Navarre, who was the first French ace. The second ace was Pegoud, an exhibitions pilot before the war, who shot down six enemy aircraft.

Variations

  • Morane-Saulnier N – Basic Version
  • Morane-Saulnier Nm Variant with re-designed tail section, with limited units
  • Morane-Saulnier I A more powerful version of the Morane-Saulnier N (with a 110 hp Le Rhone engine), which entered in service with the Royal Flying Corps with 4 units. Armed with a Vickers 7,7mm machine gun and having more speed (168 Km/h / 104 mph) and service ceiling (4,700 m / 15,420 ft), but slightly less autonomy than the basic model (10 minutes’ difference). Also a bigger version than the original plane.
  • Morane-Saulnier V The biggest version of the Saulnier N, having more range (up to three hours) thanks to the extra fuel tanks. Problems with controls made the aircraft to serve for only 5 months with the Royal Flying Corps. 18 entered in service with the Imperial Russian Air Service, later serving with the Red Air Fleet during the Russian Revolution.

Morane-Saulnier N Specifications
Wingspan  8.15 m / 26 ft 8 5/8 in
Length  5.83 m / 19 ft 1 ½ in
Height  2.25 m / 7 ft 4 ½ in
Wing Area 11 m² / 118.4 ft²
Engine 1 air-cooled engine Le Rhone 9J 80 HP or 110 HP
Maximum Take-Off Weight 510 Kg / 976 lb
Empty Weight 288 kg / 633 lb
Maximum Speed 165 km/h
Range 1 hour and 30 minutes
Climb to 2000 m 6,560 ft: 10 min
Maximum Service Ceiling 4000 m /13,123 ft
Crew 1 (pilot)
Armament 1 Vickers machine gun 7,7 mm or 7,9 Hotchkiss machine gun

Gallery

Morane Saulnier N - Reloading Morane Saulnier N - Propeller Spinner Morane Saulnier N - Vintage Photograph

Morane Saulnier N - Model Front
France’s Morane Saulnier N

Sources

Berger, R (Ed.). Aviones [Flugzeuge, Vicenç Prat, trans.]. Colonia, Alemania: Naumann & Göbel Verlagsgessellschaft mbH., Fiddlesgreen.net (n.d). Morane-Saulnier N Buller WWI French Scout. In Aircraft., Morane-Saulnier Type N “Bullet” (n.d)., Morane-Saulnier N. (2015, November 8). In Wikipedia, The Free Encyclopedia., Morane-Saulnier I. (2015, September 10). In Wikipedia, The Free Encyclopedia., Morane-Saulnier V. (2015, September 10). In Wikipedia, The Free Encyclopedia.,  Military Factory (n.d). Morane-Saulnier Type N Fighter Aircraft (1915)., Guerrero, J. A (May 2008). Los Ases del Aire. Muy Historia. La Primera Guerra Mundial, (17), 74-79., Hernandez, J (2007). Capitulo 6. La Guerra en el Aire. In Rodriguez, S. (Ed.), Todo lo que Debe Saber sobre la Primera Guerra Mundial (147-168). Madrid, Spain: Ediciones Nowtilus, Images: Morane Saulnier N – Model Front by Monika Maratová, Morane Saulnier N – Spinner by Great War Observer / CC BY 2.0