FlightGlobal.com
Home
Premium
Archive
Video
Images
Forum
Atlas
Blogs
Jobs
Shop
RSS
Email Newsletters
You are in:
Home
Aviation History
1916
1916 - 0357.PDF
AEROPLANE ARMAMENT AND THE FOUR TYPES OF MACHINES IN USE. N our issue of March 30th, 1916, some extracts were given from an article which appeared in the Times of March 25th by Mons. G. Prade dea'ing with the latest Zeppelins. Two further articles by M. Prade have appeared in the Times, one, on April 7th, treating of the various uses to which aeroplanes can be put, and the selection of four principal types, while the other, in the issue of April 14th, goes into the question of the arma ment of aeroplanes. M. Prade, after outlining the use of aeroplanes for regulation of artillery fire, reconnoitring and photographing enemy portions and gun emplacements, signalling the arrival of reinforcements, aerial bombardments intended to cut, or at least disorganise, the enemy's communications, chasing and counter-chasing, &c, goes on to the fundamental reasons why different types have to be employed for different purposes. "Constructors," Mons. Prade says, "first thought of building an almost unique type of aeroplane, which would serve for all these uses. The advantages of this unification were obvious; greater facility of production, of repair, and of apprenticeship. Unfortu nately it was a Utopian idea, and had to be abandoned. Just as it is impossihle to have one single type of ship, and it has been found necessary to create different types for different functions, necessi tating specific qualities of speed, tonnage, armament, and defence, so it has been found nece=sary to create different types of aeroplanes. " Certain of the functions which I have just enumerated demand, in fact, qualities which not only differ but are opposed to each other, and practically exclude one another. Thus, the ideal apparatus for regulating artillery fire would be one capable of perfect immobility above the points to be observed. A ' chaser, on the contrary, calls for the greatest possible speed. Now, in aviation, the lowest speed without falling is always in relation to the greatest speed—it is roughly equivalent to 50 per cent, of the maximum speed. The incompatibility of these two solutions is apparent. In the same way, a " bomb-dropper " must above all be a weight lifter, a quality entailing considerable wing surface, and consequently low speed and a certain difficulty in manoeuvring. " On the other hand, it was impossible to increase to infinity the types of machines, because we have neither an infinity of models nor of motors, and the qualities of an aeroplane are first of all determined by the power and weight of its motor. A compromise was therefore arrived at by the selection of four principal types of aeroplanes, which are, according to their uses—(I) scouting aero planes ; (2) artillery observation aeroplanes ; (3) bomb-droppers ; (4) battleplanes. Each of these types is divided into sub-types, ranging from what may be called the minimum of utilisation to the maximum of utilisation." Regarding the first type—the scouting aeroplane—the author points out that the trench warfare of modern times has considerably reduced the range of action necessary for a scout whose object is to examine the enemy lines first by eye and afterwards by means ot photography, and that therefore no great quantity of petrol has to be carried. The principal qualities desirable in a scout are manoeu vring facility and climbing power, so as to enable them to escape from enemy chasers, as it is almost impossible to protect them by convoys of fighting aeroplanes owing to the irregularity of their missions. The equipment should include a camera, a machine gun for defensive purposes, and a wireless installation. Mons. Pra.a'= comes to the conclusion that biplanes of about 43 ft. span, and with motors of from 80 to 150 h.p., are the most suitable for this purpose. This is hardly in keeping with what we in this country have come to regard as the scouting type of aeroplane, and a machine of this description would, it appears to us, stand a poor chance of escaping from an enemy chaser, what with machine gun and wireless set, and *e are rather inclined to think that a small, fast, single-seater scout (as known over here), equipped, if absolutely necessary, with a ligm machine gun, would be found more suitable. The wireless set would seem to be superfluous in a scout, since Mons. Prade himsci says that the necessary radius of aotion need not be very great, and the machine, minus the wireless set and other impedimenta, would be able to bring back the information desired almost, if not quite, as quickly as the wireless message. , . Of the machines used for artillery spotting Mons. Prade says that these should be able to fly slowly, and afford a free view in an directions for the observer. Also they should be able to climb to a reasonably safe altitude, and be equipped with wireless to regulate the artillery fire. With this it is possible to agree, but when it comes to drawing deductions and determining the most suitable of machine to fulfil these conditions we are no longer in accord witn the author when he says that " use should be made of small biplanes with a wing-spread of about 30 ft., furnished with two light and powerful rotary motors." A machine of only 30 ft. span and having a motor on each wing—at least that is the inference since the object of the two engines is, presumably, to provide a good view for the observer—is apt to be somewhat unsatisfactory as rega-ds lateral control. Mors. Prade's remarks on the bomb-dropping machine appear to be nearer the mark. He points out that no useful purpose ii served by increasing the power beyond a certain point, which occurs when the maximum radius of action has been obtained, and that when it is desired to carry large quantities of bombs it is better to distribute them among a number of machines. The fourth type is the " battleplane,*' which is " the latest product of military aviation, and it is easy to understand why. In aerial warfare one first of all attempts to make use of one's own aeroplanes. After that one tries to prevent the enemy from doing the same. This gave rise to the creation of the * chaser,' a light aeroplane, rapid, and c'imbing very quickly, so as to dominate the adversary— a favourable position in aerial combat. Finally came counter- chasers, whose object is to defend working aeroplane*—that it scouting planes, artillery directing planet, and Iwmh-droppers — against enemy thasers. These aeroplanes are of the tame type a* ' chasers,' simply rendered more redoubtable by their armament. " Aeroplanes of the fighting type cannot be large, a condition which limits their artillery and its calibre. Most of them do not exceed a ton in weight. They are the only single-seated type. The pilot is at the same time the gunner. A two-seated apparatus would be preferable. The smaller the machine the better, p>ovided it can carry a sufficient armament and is built in tuch a way as to permit firing in every direction." In his second article Mons. Prade deals with the problem of arming aeroplanes. " Aeroplane armament," be says, "constitutes an entirely different and novel problem. It would appear at first sight as if only familiar engines of warfare, such at carbines, machine-guns and pom-poms could be used, and this is the case ; but the question is how these weapons are to be employed. How are they to be placed in the middle of so complicated an apparatus as an aeroplane, within reach of the observer-marksman, with a field of fire intercepted, in front or in the rear, by tbe gigantic circumference of the revolving propeller; to the right or left, and often above, by the canvas-covered planes, the uprights, and Hays, and underneath by the flooring and the landing-wheels ? "The solution of these various problems is so important that, as will be seen, it regulates not only the possible armament of the aeroplane, but the constitution of the machine itself. In pursuit of a definite purpose, and under the stress of a regular struggle for life, in encounters with other machines, the aeroplane, like an organised and living being, has gone through a process of evolution determined by recognised laws. " The first requisite for fighting in the air, just as at sea, it to have sufficient speed to be able to overtake the adversary and com pel him to fight, and also to be able, in case of need, to avoid an engagement. There are two speeds, which can be used cither for overtaking or escaping from the adversary—horizontal and verticsl speed. " In regard to vertical speed, the question is further complicated by another consideration. There it not only the speed at which the machine can climb, but the maximum altitude it can reach, or the height of its ' ceiling,' to use French aerial slang. In practice ascensional speed and maximum altitude generally go hand in hand, and what we have to do it to combine them both with great horizontal speed. " Another necessity is for the machine to be very handy, so that it can make sudden turns to escape, and can also follow such turns ai may be made by the adversary. The ideal thus reached is a small but powerful machine, with not too much surface, giving good results in proportion to engine power and offering the least possib'e resistance to the air. In practice, there cone it ions are fulfilled by biplanes or monoplanes, with engines of 100 or 150 h.p., with the propeller in front, and carrying a load of not more than 200 kilos. (4 cwt.). Many attempts have been made with a view to correcting the defects inherent in battle-planes, which nowadays are all small machines, either biplanes or monoplanes, extremely light and fast, able to climb fast arid high, and all having the propeller in front. " Most armies having captured one or several of the enemy's machines, these arrangements are no longer a secret, and some of them may be mentioned. The first was contrived by the well- known airman Garros, and the German* have adapted it to tome of their Fokkers. It consists of fitting a very light single-teat mono- 357
Sign up to
Flight Digital Magazine
Flight Print Magazine
Airline Business Magazine
E-newsletters
RSS
Events
