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£ 1.1s net The Pocket Encyclopaedia of World Aircraft in Colour FLYING-BOATS AND SEAPLANES SINCE 19 10
by K ENNETH MUNSON
Illustrated by JOHN W. WOOD Norman Dillllllge Frank Friend Brian Hiley \\lilliam Hobson Tony ~iitchcll Jack Pclling
LONDON • BLANDFORD PRESS PREFACE
First Published in 1971 Following the publication of Helicopters and Other Rotorcrefl since Copyright© 1971 Blandford Press Ltd. 1907, this is the second volume in the 'World Aircraft in Colour' series to be devoted to a specific class of aeroplane as distinct fron1 the chronological division into military and civil functional categories \\1hich characterises the remainder of the series. In marked contrast to rotating-\ving aircraft, ho\vever, flying boats belong to a class that is fast dying out. Despite this (or perhaps because of it) they evoke a nostalgia and affection among aerophilcs that is possibly unrivalled by any other form of aero plane: \vhich may partly explain \vhy this is the first title in the series to be produced at the instigation of the publisher rather than the author! Within the limits of 80 illustration pages the selection of types for inclusion was necessarily an arbitrary one, and inevitably some deserving cases or personal favourites \Yill have been omitted. It \Vas felt undesirable, \vith but a fev• exceptions, to duplicate in this volume those flying-boats or floatplanes \vhich have already appeared else\vhere in the series, but a complete list of these is included as a supplement to the index. In preparing the colour plates we owe, once again, an e.xten sive debt to Ian D. Huntley, whose comprehensive kno\vledge of aircraft colours and markings continues to provide the basis for the entire series. Among other friends \Vho kindly offered indi vidual assistance \.Yere J. M. Bruce, Philip Jarrett, Lt-Col N. Kindberg (Royal Swedish Air Force), David Mondey and the Research Information Bureau of Qantas Airways Ltd. Grateful ackno\vledgment is also made of miscellaneous items published by the AAHS Joumal, Aeromodeller, AiReview, Flying Revi4w International, !PMS (France) and Profile Publications Ltd. Last, but certainly not least, my thanks are due to Mrs. Janet Hov•ell for so kindly and patiently typing the manuscript.
Colour printed by the Ysel PrCS3, Deventc:r, Holland Text printccl and boob bound in England by Richard Clay (The Chaucer Press), Ltd., Bungay, Suffolk February 1971 \
INTRODUCTION
I In 1951, the authors of an excellent little book entitled Wi11gs for Tomorrow* asked: 'Is the experience of the past to be used in the development of even better flying-boats, or is it to form the basis of an obituary?' Alas for their hopes, and the optimism of the book·s title, the last rites \Vere already being performed. The flying-boat, \vhich had contributed so much to the history of aviation, \Vas already a dying breed. Today only a handful of operators still fly this type of aircraft, and most of their machines are at least a quarter of a century old. Water-borne aircraft, as a species, began to appear soon after the accomplishment of practical flight from land. In 1905-6 various Voisin gliders were built to take off using a float under carriage. They \Vere none too successful, but by the spring of 191 o another Frenchman, Henri Fabre, had created a powered aero plane capable of taking off from, and alighting on, \Yater. Fabre, the 'father of the floatplane', \Vas soon follo\vcd by others, among them many yachtsmen and boat-builders anxious to apply their nautical kno,vledge to the design of marine aircraft. Marine aviation O\Ves its greatest debt to the American Glenn Curtiss, 'vbo produced the world's first true flying-boat in 1911 and flew it early in the following year; and by the end of World War I both flying-boats and fioatplanes had proved themselves an integral part of the aviation scene. The seaplane designer has nvo fundamental problems \vhich do not face his 'land-based' colleagues. First, he must provide for buoyancy on the water, either by supporting an othenvise con ventional structure on one or more floats or by designing the main body of the aeroplane to act as a hull, similar to that of a boat. In either case the float(s) or hull must, apart from being \vatcrtight, have a centre of buoyancy related directly to their centre of gravity, so that the aircraft 'sits' in the correct attitude,
• JVingsfor Tomorrow, by John \V. R. Taylor and ~lauricc F. Allward (Ian Allan Ltd.). 7 SHORT S.23 'C' CLASS . .! I Pilot Mail compartments Mail/Baggage Radio Promenade compartment cabin cabin Mooring Flight hatch deck
Wingtip float (retracted)
Mooring Hull compartment Galley Pitot head Forward / passenger cabin Wing support Landing pylon light
Anti-spray Aileron (no flaps fitted) strake
Mooring Flight bollard deck Two 450-lb depth 0·303-in charges Vickers machine-gun,:.___,....
Observation CONSOLIDATED turret PBY-5 CATALINA window'.!--__
Sixth gun_in ventral tunnel
\ ----observation blister with two Rear step 0·303-in Vickers machine-guns Main step See also Glossary on page 161 I and is in equilibrium, 'vhen at rest. Second, a float or hull shape t,,.0 ,vorld wars, and the years bet,veen, produced their quota of that is ideal aerodynamically is not ideal hydrodynamically. scout or protective fighter floatplanes carried on board \varships, This can be illustrated by dra,ving a comparison \vith the per either to be launched by ship's catapult or lo,vered over the side formance of a wing shape 'vhen travelling through the air. When for a conventional take-off. The catapult concept \Vas even exten air ffo,vs over the convex upper surface of a wing, suction is ded in the late 1930s to commercial operations across the Atlantic, created \vhich helps to lift the \ving up,vards. Conversely, if to achieve the necessary range by reducing the amount of fuel a float or flying-boat \vere given a perfectly-streamlined curve ,vhich a normal take-off would consume. on its undersurface the same principle \vould create a do,vnward Flying-boats, on the other hand, have been much more subject suction that \vould hold it dov;n on the \Yater. This is fine for a to the prevailing state of the art in the general pattern of aircraft boat, but since the suction increases \vith fonvard speed a sea evolution. Much \Vas learned during World War 1 \vith regard plane so designed would be unable to take off. To overcome this, to the basic ingredients of efficient hulJ design, but throughout therefore, the undersurface must have a 'step', behind which air the 1920s and early 1930s the multi-engined biplane represented can intervene to interrupt the water flo,v. As speed increases, a the dominant form of long-range aeroplane. Translated into cushion of air forms between the step and the stern, helping to flying-boat terms, the necessity to equate a top-heavy, enginc separate the float or hull from the \vater until the 'vings have bearing biplane superstructure with the Jo,v centre of gravity generated enough lift for the aircraft to take off. needed to keep a shallow-draft hull stable on the water presented These of course are not the seaplane designer's only problems. no small problem to the designer. By its very nature, a flying-boat The cross-sectional shape of the hull, both above and belo'v the fulJy and inherently stable about its fore-and-aft axis is virtually \vaterline, must be a compromise bet\veen the optimum perfor impossible to achieve, and both methods of assisting lateral mance desired on the \vater as \veil as in the air; propellers (or, stability had their disadvantages. Wingtip stabilising floats, more rarely, jet engine intakes) and tail planes must be kept clear especially \vhen travelling through rough \vatcr, can transmit of interference from spray or rough \vater; and centre-of-gravity fatigue-producing vibrations to the main \Ying structure; spon calculations are complicated by the additional factors of lateral sons, \vhich othenvise had much to recommend them, had and longitudinal stability and displacement. necessarily to be large, and therefore heavy and drag-producing. From the functional aspect, floatplanes and flying-boats have Wooden hulls, ho\vever well protected, soaked up huge quantities follo,ved separate courses ofevolution. In principle, the floatplanes of \vater, thus adding to take-off \veight and thereby reducing of today differ little from those of half a century ago. The single performance. The advent of all-metal construction, once corro centre-float seaplane, \vith smaller, outrigged underwing floats sion problems had been overcome, contributed significantly to the providing lateral stability, enjoyed a certain vogue in the 1930s, performance of marine aircraft. notably in the United States, as typified by the Loening amphi The flying-boat scored because ofits ability to fly long distances, bians and the Grumman Duck. But the more usual form, which or to carry large payloads over short distances, and because the achieved its peak \.vith the superb monoplane racers evolved for cost of constructing terminal facilities for it was appreciably the Schneider Trophy contests, is that embodying twin main lower. These factors, together with its obviously better chances floats. More often than not, however, the fioatplane has been, of surviving a forced alighting on \vater, enabled it to flourish at and is, a marine-undercarriage conversion of an existing land a time when, by and large, there \vere not landplanes available plane design, and there is likely to be a continuing requirement \Vith comparable payload/range performance. No airline today for such types in areas where coastal or sheltered inland waters could contemplate operating a four-engined aircraft non-stop provide the best, or only, operating medium. Canada, \vhere such across the Pacific Ocean 'vith a maximum payload of only 20 native designs as the DHC-3 Otter operate alongside float-fitted passengers, yet this \vas one of the most successful services of landplanes in large numbers, provides the classic example. The the pre-\var Pan American Air\vays System. Even earlier, the J O JJ tremendousgro\vth of Imperial Ainvays, \Yhich culminated in the engines, not to mention large transport hovercraft, all of \vhich famous 'Empire' flying-boats of the late l93os, had been aided have combined to prohibit the reappearance of the large com· in no small measure by successive types of flying-boat, from the rnercial flying-boat. l\.iilitary authorities, too, have virtually for little 6-passengcr Sea Eagle up through the multi-engined Cal saken them, afier Britain, the United States and the Soviet Union cutta'! and Kents built by Short Brothers. had each investigated briefly the possibilities of jet-driven types. It is probably fair lo claim that by 1939 trans-oceanic com 1ne only current example of a large modern military flying-boat mercial flying-boat services \\'ere really into their stride, and it is is J apan's PS-1, due to enter service in the early 1970s. interesting {albeit profitless) to speculate upon their subsequent There remains a continuing, if modest, market for the allied, history if \\•ar had not intervened. ~ot that there \\·as any lack of but generally smaller, breed of amphibians, although here again employment for them during the \var. Types like the Sunderland, the majority of those still flying arc re-engined or othCf\vise the Catalina and the Ka\,·anishi 'Emily' repre~ented all that \\'as modified examples of 30-year-old designs. Recent exceptions are best in flying-boat design and performance, and \vere used \videly R ussia's Be-12, in service with the Soviet Navy, and Canadair's as maritime patrol aircraft. Several of their smaller brethren, CL-215 \Yater bomber, currently doing valuable forest-fire patrol including amphibians, \\·ere in demand for such other duties as \\'Ork in Canada and France; but the only other post-\var amphi air sea rescue or as light transport or communications aircraft bian serving in large numbers is the Grumman Albatross, first in areas \vherc landplanes could not operate. flo,vn as long ago as 1947, But ifthe \\'ar gave a temporary boost to the flying-boat, it \Vas also instrumental in causing its demise, for L\YO main reasons. First, it spurred the development, already begun, of landplanes able to equal or exceed the payload/range capabilities of con temporary Oying-boats; second, it created hundreds of nc\Y air fields, \vith long concrete run\vays, in many parts of the \Yorld, providing the nucleus from \Vhich national and international airports could be developed once the \var \vas over. \Vartime military flying-boats, turned into stop-gap airliners, continued in service for a fe\v years \vi th some of the major airlines, but large overseas operators like Pan American and BOAC soon found the economics of land-based aircraft - \vhich could also serve the major cities more directly- more to their liking. There \vcre many \vho thought the trend away from the large flying-boat only tem porary. No less a figure than Lord Brabazon of Tara, \vho had been chairman of the \vartimc committee set up to advise on posl· \var British civil aviation, \vrote in his Forc\vord to ~Yings for Tomorrow that 'It \\-ill not be thus for long', and that the flying boat \vould 'come into its own again, and remain predominant'. I t \vas not, ho'''ever, to be. The long-range transport mantle \vas assumed by such types as the Constellation, DC-4 and Stratocruiscr; and the development of these and comparable piston-engined types '"as follo,ved by ne\v generations of land bascd airliners po\vered by turboprop, turbojet and turbofan 12 13 1921: dw to bf lwW 25 Oclobtr al Bal1imo11, 7 laps af a 11711111 ttJuru (- 350-37 km) Contest postp0ned by US after withdrawal of all foreign cntrie1
1g:15: 11114 !16 Oc'°"1 at Balti1'lllrt, 7 laps af a 117 ll1l'I cwru 1 Curtiss R3G-2 (USA) Lt James H. Doolittle, 232·57 mph THE SCHNEIDER TROPHY RACES 1913-31 USAAS (374·29 km/hr) 2 Gloster-Napier III (UK) Capt Hubert S. Broad 199·17 mph (320·53 km/hr) Donated in 191!! by M.Jacques Schneider for an international seaplane com 3 l\iacchi M.33 (Italy) Lt Giovanni de Briganti 168·44 mph petition, the award comiJting of a trophy valued at !15 ooo fn. (approximately (27 1·o8 km/hr) £1,000) and, for the fir&t three ycan, a cnsh priicc ofl!5,ooo frs. to the winner. 19!16: hlld 13 No111mbf1 al Hampton &ads, 7 laps af a 27 nm cours1 1913: /uh/ 16 April al ltlonaco, 28 laps of a 10 km couru 1 Macchi M.39 (Italy) Major Mario de Bernardi 246·50 mph 1 Dq>crdwsin (France) l\[auricc PrtvOlt 45·75 mph (396·70 km/hr) (73·63 km/hr) 2 Curtiss R3G-2 (USA) Lt Christian F. Schilt, USN 231·36 mph (372·34 kmfhr) 1914: /ult/ !JO April at ltlon.aco, 28 laps of a 10 A;m t'OllTU 3 l\iacchi l\l.39 (Italy) Lt Adriano Bacula 218·0 I mph 1 Sopwith Schneider (UK) C. HO\vard Pixton 86·78 mph (350·85 km/hr) (139-66 km/hr) 2 FBA flying-boat (Sv.itzcr- E. Burri 51·00 mph 19117: 11114 !16 Stpumbfr al V1niu Lido, 7 laps af a 50 km couru land) (82·o8 km/hr) 1 Supcrmarine-Napicr S.5(25 Flt Lt S. N. \\'ebstcr 281-66 mph (UK) (453·28 km/hr) 1919: luld 10 StplmiMr at BournnnouJh, 10 laps of a 10 nm t11urs1 ( = 370·6 km) 2 Supcrmarine-Napier S.5/21 Flt Lt 0. E. \\lorslcy 272·91 mph 1•SIAI (Savoia) S.13 (Italy) Jancllo 1og·77 mph (UK) (439·20 km/hr) ( 176·66 kmfbr) (• contest declared null and void) 1929: hlld 7 Stpttmbfr at Spitlllad, 7 lops qfa 50 km couru 1 Supcrmarinc S.6 (UK) Fg OITH. R. D. \Vaghom 328·63 mph 19!10: htld !II Stpumbfr al Vtniu, 10 laps of a 37·5 IJn couru (528·88 km/hr) 1 SIAI (Savoia) S.19 (haly) Lt Luigi Bologna 107 ·!1!1 mph \\Tarrant Officer Tomaso 1184·49 mph ( 172·55 km/hr) Dal l\iolin (457·85 km/hr) 1921: hlld 7 August 111 Vtnict, ro laps qf a 37·06 J.m couru 3 Supcrmarine-Napicr S.5 nt Lt D. D'Arcy A. Greig 282·11 mph 1 l\lacchi l\1.7bis (Italy) Lt Giovanni de Briganti 110·99 mph (UK) (454·01 kmfhr) (178·63 kmfhr) 1931: lllW 13 StpUmblr al Spithtad, 7 l4ps af a 50 kJ!I couru 1911: lwhl I !I Autwsl at Napks, 13 laps af a !18·5 km ttJuru (- 370·5 km) 1• Supcrmarine S.6B (UK) Flt Ltj. N. Boothman 34o·o8 mph 1 Supcrmarinc Sea Lion 11 Capt H. C. Biard 145·62 mph (547·31 km/hr) (UK) (234·37 km/hr) c• unopposed) 2 l\Iacchi M.7 (Italy) A. Passalcva 143·20 mph (230·46 km/hr) 3 SIAI (Savoia) S.19 (Italy) Anuro Zanetti 139·75 mph (224·90 km/hr)
1913: lu/J 28 Stpumbtr al On.cits, 5 laps qfa 37·2 nm ttJurU (- 344·69 km) 1 Curtiss CR-3 (USA) Lt David Rittcnhowc, USN 177·38 mph (285·46 km/hr) , 2 Curtiaa CR-3 (USA) Lt Rutledge Irving, USN 173·-46 mph (279· 16 kmfhr) 3 Supcrmarinc Sea Lion Ill Capt H. C. Biard 151·56 mph (UK) (243·91 km/hr) FABRE HYDRAVION (France)
THE COLOUR PLATES
The colour plates 'vhich folio"' have been arranged in approxi mately chronological order from 1910 to the present day. The j reference number of each type illustrated corresponds to the appropriate text matter, and an index to all types illustrated appears on pp. 161- 162. To enable reference to be made to illustrations and/or descrip tions of marine aircraft appearing in other volumes in this series, a list of such types is included as a supplement to the index. The 'split' plan view, adopted to give both upper and lower surface markings 'vithin a single plan outline, depicts the colour scheme appearing above and belo\v either the port or starboard half of the aircraft, according to \vhichever aspect is sho\vn in the side elevation. In the illustration of the Sikorsky S.42B, which appears on pages 56-57, the civil registration of the aircraft depicted has been rendered incorrectly. The correct registration of this aircraft, \Vhich bore originally the fleet name Pan American Clipper Ill, should read NC.16736.
1 Henri Fabre Hydrav1on, as exhibited at the Salon de /'A6ronaut1que in Paris, October 191 O. Engine: One 50 h.p. Gnome seven ·_cylinder rotary. Span: 45 ft. 11 l in. (14 m.). Length· 27 ft. 1 Oi in. (8·50 m.). Height. approx 12 ft. 1i in. (3 70 m.) Wing area: 183 sq ft (17 sq m.). Tal 17 BAT BOAT (U.K.) DONNET-LEVEQUE TYPE A (France) 2 3 Sopwith Bat Boat. ear1y summer 1913 Engme .· One 90 hp. Austro-Daimler Donnet-Lev6que Type A of the Royal Swedish Naval Aviation, early 1915 four-cyhnder in-hne Span: 41 ft 0 in (12 50 m.) Length· 30 ft. 4 1n. (9·24 m ) Engine. One 50 h.p Gnome seven-cyhnder rotary. Span 31 ft 2 in (9 50 m.) Wing •re•. 42B sq . ft (39·76 sq m.) Take ·off weight 1,700 lb. (771 kg ). Length: 21 ft. 1Oj 1n (8 50 m.). Wing area. 183 sq. ft (17 sq m) Talc11-off Speed 65 m p h. (1 05 km/ hr ) weight: approx 1.323 lb (600 kg ). Speed: 68 m p.h (110 km/hr.) 18 19 BENOIST 1913 (U.S.A.) BURGESS- DUNNE (U.S.A.) 4 5 Benoist flying boat used for Tampa -St Petersburg service. early 1914. Engine Burgess-Dunne No. 3, delivered to the US Army Signal Corps in December One 75 h.p Roberts six-cylinder in-hne Span: 45 ft. 0 1n (13·72 m.). Length 1914. EngmtJ: One 135 h.p. Salmson M9 nine-cylinder radial Span. 45 ft. 0 in 26 ft. O in. (7·92 m.). Wing area. approx 416 sq. ft. (3B·65 sq. m.). Empty (13·72 m.). Length: 26 ft. O in. (7·92 m.) Height: 10 It. 11 in. (3·33 m ). weight: 1, 190 lb. (540 kg.). Speed: 64 m.p.h. (103 km/ hr.). Take-off weight· 2, 140 lb. (971 kg.). Maximum speed 75 m.p h. (121 km/ hr). 20 21 PEMBERTON- BILLING P.B.1 (U K.) CAMPANIA (U.K.) I I 6 7 Pembenon·81lling (Supermanne) P.8 1 as exh1bned at the Olympia Aero Fairey-built F 17 Campania assigned for trials aboard HMS Campania. ca Show, London, m March 1914 Engine One 50 h.p. Gnome seven-cyhnder December 1917 Engine One 345 h.p. Rolls -Royce Eagle VIII twelve rotary Span· 30 ft. 0 m (9·14 m.) Length approx 27 ft 0 1n. (8 23 m.) cylinder Vee-type. Span 61 ft. 7! 1n (18 78 m.). Length. 43 ft. 01 m (13·12 m.). Wing area · 293 sq.-ft. (27·22 sq m.). Weight empty: 750 lb (340 kg.). Take off Wing area: 627 sq ft. (58·25 sq m.) Take-off weight. 5.657 lb. (2.566 kg .). weight: 970 lb. (440 kg ) Maximum speed· 50 m.p.h. (80·5 km/ hr.) at sea Maximum speed: 80 ·5 m.p.h. (129·6 km/ hr.) at 2.000 ft. (610 m.). Operational level ce1lmg. 5.500 ft. (1.676 m.). Endurance: 3 hr. 0 min. 22 23 FELIXSTOWE F.2A (U.K.) and CURTISS H-12 (U.S.A .) 8 Felixstowe F 2A of an RAF coastal air station in the UK. ca late summer 1918 Engines Two 345 hp Rolls-Royce Eagle VIII twelve-cylinder Vee-type Span 95 ft 7! 1n. (29 15 m.) length· 46 IL 3 in. (14·10 m.). Wing area 1.133 sq It (105·26 sq m.). Take-off weight· 10.978 lb (4.980 kg.) Maximum speed. 95 5 mph. (153 7 km/ hr.) at 2,000 It. (610 m.). Operallonal ceiling 9.600 ft. (2.926 m.). Endurance· 6 hr. 0 min 9 Curuss H-12 of the US Navy, ca 1919/ 20 Engines Two 330 h.p. Liberty twelve-cylinder Vee-type Span. 92 ft 8~ in. (28·26 m.). length. 46 IL 0 m (14 02 m ) . Wing area 1,121 sq. IL (104 14 sq ml Take-off we1ghl 7.989 lb. (3.624 kg.). Maximum speed 85 mph. (136·8 km/ hr.) at 2,000 ft. (610 m.) Operational celling. 10.800 IL (3.292 m ). Endurance 6 hr 0 min. 24 25 FSA TYPE H (Franc e) CURTISS F- BOAT ( U.S.A .) 10 11 FBA Type H of the French Navy. ca 1919/20 Engine· One 170 h.p. Hispano· Curuss F-Boat of the US Navy, ca late 1916. Engine. One 100 h.p Curtiss OXX Suiza six-cylinder in-lone. Span; 47 ft. Bi in (14 50 m.). Length: 33 ft. 1 i in. e1ght-cylonder Vee-type. Span· 45 ft. 1i in. (13· 75 m.). Length. 27 ft. 91 in (10 10 m ) Wing area. 452 1 sq ft. (42 sq. m ). Take-off weight" 3.219 lb. (8 48 m.). Wing area; 387 sq ft (35 95 sq. m.). Take-off weight 2.460 lb (1,460 kg.) Maximum speed 90 m.p h. (1 45 km/ hr.). Range: 185 miles (1.116 kg.). Maximum speed. 69 m p.h. (111 km/ hr) at sea level Ope1Bt1onal (300 km.). ce1!1ng· 4,500 It (1 ,372 m.) Endurance: 5 hr. 30 mon 26 27 MACCHI M.3 (Italy) MACCHI M .5 (Italy) I 12 13 Macchi M 3 of the Reg1a Manna lta/1ana, 1918l1 9. Engme 160 h.p rsona Macchi M 5 of the Reg1a Marina /ta/1ana. ca 1918/ 19 Engine.· One 160 h.p. Fraschm1 V-48 twelve·cvlinder Vee·type Span· 52 fl 4 rn. (15·95 m ) lso11a-Fraschrn1 V-48 twelve-cylinder Vee -type Span 39 ft O! in (11 90 m.). Length: 33 ft 7i in (10 25 m) Wing area 484·4 sq ft. (45 sq m.) Take off Length. 26 ft. 5i on. (8 06 m.). Wing area. 279·9 SQ fl (26 SQ m.) Take -off weight.: 2,976 l_b (1,350 kg.). Maximum speed: 90 m.p.h. (145 km/hr.). weight 2, 138 lb. (970 kg.). Maximum speed. 11 7 4 m p.h. (189 km/ hr.) at Operattona/ ce1hng: 19,685 ft. (6.000 m) Range· 280 miles (450 km) sea level. Operational celling: 15,090 fl. ( 4,600 m.). Endurance: 3 hr. O min. 28 29 NAV Y- CURTISS NC-4 (U .S.A.) 14 Navy·Cumss NC-4 ( NC -TA). 1919. Engines Four 400 h.p. Liberty 12 twelve cylinder Vee-type. Span· 126 ft. 0 in (38·40 m.). Length. 68 ft 3 in. (20·80 m.). Wing area. 2,380 sq. ft. (221 ·11 sq . m.) Talr.11- 01! w 111ght: 27,386 lb. (12.422 kg.). Ma1amum speed: 91 m.p.h. (146 km/ hr.) at sea level. Operational ceiling: 4,500 ft. (1 .372 m.). Normal range: 1.470 miles (2.366 km.) . 30 31 FRIEDRICHSHAFEN FF49 (Germany) SEA EAGLE (U.K.) 15 16 V1 Max (Friedrichshafen FF49) built and operated ca mid-1919 by Luft Supermarone Sea Eagle of 1he British Marine Air Navigauon Co. Lid., ca early Fahrzeug GmbH. Engine .· One 200 h.p. Benz Bz IV six -cylinder in-line. Span: 1924. Engine: One 350 h.p. Rolls -Royce Eagle IX twelve -cylinder Vee-1ype. 56 ft 3} on. (17·15 m) Length 38 ft. 21 in. (11 ·66 m.) Wing area: 766 sq h Span· 46 ft. 0 in. (14·02 m ) Length: 37 ft 4 1n. (1 1 ·38 m ). Empty weight· (71 16 sq. m.). Take-oH weight· 4,718 lb. (2.140 kg .) Maximum cru1s1ng 3.950 lb (1.996 kg.). Tak11 -off wtught· 6,050 lb. (2,949 kg .) Maximum speed speed. 84 m.p h. (135 km/hr ) Endurance. approx 6 hr 30 min. 93 m.p h. (150 km/hr.) a1 sea level Typical range· 200 miles (322 km.). 32 • CURTISS F-5L (U.S.A.) 17 Cur11ss F-SL of the US Navy, c11 1921 . Engines: Two 400 h.p. Liberty 12A twelve-cylinder Vee· 1ype Span 103 ft Si in (31 63 m.). Length. 49 ft 3j tn. (15·03 m.). Wing area. 1,397 sq. fl \ 128· 78 sq. m.). T11k11-off w111gh1 13,600 lb (6, 169 kg.). Maximum speed 90 m p.h. (145 km/ hr) at soa level Operational ceiling· 5,500 ft (1.676 m.). Normal range. 830 miles (1.335 km.). 35 CURTISS NAVY RACERS (U.S.A.) CURTISS NAVY RACERS (U.S.A.).... 8 ~ U.S I 19 Curtiss CR-4 (A6081) in later colour scheme, October 1924. Details as opposite. except for later version of D-12 engine. On 25 October 1924 this aircraft set a closed-circuit speed record for seaplanes of 188·078 m.p.h. (302·682 km/ hr.). 20 Curtiss CR-3 (A6081 ). winner of the 1923 Schneider I rophy race at Cowes, Curtiss R3C-2 (A6979) flown by Lt. 'Jimmy' Doolittle, US Army, to win the U.K. Engine: One 450 h.p. Curtiss 0·12 twelve·cylinder Vee-type. Span: 1925 Schneider Trophy race at Baltimore, Md., U.S.A. Engine: One 610 h.p. 22 ft. 8 in. (6·91 m.). Length: 25 ft. Oi in. (7·63 m.). Wing area: 168 sq. ft. Curtiss V-1 400 twelve-cylinder Vee·type. Span: 22 ft. 0 in. (6· 71 m.). Length: (15·61 sq. m.). Take-off weight: 2,746 lb. (1,246 kg.). Maximum speed: 19 ft. 8! in. (6 m.). Wing area: 149 sq. ft. (13·84 sq. m.). Take-off weight: 194 m.p.h. (312 km/ hr.) at sea level. Operational ceiling: 19,200 ft. (5,852 m.). 2, 150 lb. {975 kg .). Maximum speed: 265 m.p.h. (426 km/ hr.) at sea level. Range: 522 miles (840 km.). Operational ceiling: 26,400 ft (8,047 m.). Range: more than 250 miles (402 km.). 36 37 • 1 SUPERMARINE SCHNEIDER TROPHY SEAPLANES (U.K.) SUPERMARINE SCHNEIDER TROPHY SEAPLANES (U.K.) .. , --~-.... 21 Supermanne S.4, built for the 1925 Schneider Trophy race at Baltimore. Md, U S A Engine: One 700 h p Napier Lion twelve-cylinder ·w· type. Span 30 It 6 in (9·30 m.) Length 21 11 0 1n. (8·23 m) Wing area. 136 sq ft (12 63 sq. m.). Take -off weight 3,150 lb. (1,429 kg.). Maximum speed 239 m.p.h. (385 km/hr.) at sea level. Range· 320 miles (515 km.). 22 Supermarine S.5/25, winner of the Schneider Trophy race of 1927 at Venice Supermarine S.66, winning aircraft in the 1931 event for the Schneider Trophy Engine: One 875 h.p Napier Lion VllB twelve-cylinder ·w· type. Span· 26 fl in the U.K Engine: One 2,350 hp Rolls -Royce 'R" twelve-cylinder Vee-type. 9 1n (8 15 m) Lengrh· 24 It 2 in. (7·37 m ). Wing area 115 sq . ft. (10·68 Span 30 It 0 in (9·14 m ) Length 28 It 10 1n: (8· 79 m.). Wing area · 145 sq ft. sq m.). Take-off weight 3,2501b ( 1,474 kg .). Maximum speed 319·57 m.ph (13 47 sq m.). Take -off weight 6,086 lb. (2.761 kg) Maximum speed (514 285 km/ hr.). 379 05 mph. (610 75 km . hr.) wnh 2,350 hp. engine. 38 39 MACCHI SCHNEIDER TROPHY SEAPLANES {Italy) MACCHI SCHNEIDER TROPHY SEAPLANES (Italy) 211 Macchi M 39. winner of the 1926 Schneider Trophy race at Hampton Roads. Norfolk, Vo, U.S.A. £ng1no. One 800 h.p Fiat A.S.2 twelve-cylinder Vee-type. Span: 30 ft. 4i in. (9·26 m.). Length: 22 ft. 1 in. (6·73 m ). Wing area: 153·92 sq. ft. (14 ·30 sq. m.). Tak11 off weight: 3,472 lb. (1.575 kg) Maximum spoed. 258·874 miles (416·618 km /hr). 25 Macchi M 67. one of two entered for the 1929 Schneider Trophy race but Macchi-Castoldi M C 72 which set world seaplane record on 23 October 1934. which did not finish. Engine One 1.400 hp lsot1a·Fraschtn1 Asso eighteen· £ng1ne One 2.800 h p Fiat A.S.6 twenty· four-cylinder Vee-type (two A S.5 cylinder ·w type Span. 29 ft 5! in. (8·98 m.). Length. approx 25 fl O 1n engines coupled in tandem). Span 31 ft 1i in. (9 48 m) Length 27 ft 3! in. (7·62 m ). Wing area: 143·16 sq. ft. (1 3 30 sq. m.). Take-off weight: 4.806 lb. (8·32 m.). Wing aro11· 161 ·46 sq. ft (15 sq. m.). Take -off weight. 6.409 lb. (2.180 kg.). Maximum speed. 363 m.p.h. (584 km/ hr.). (2,907 kg.). Maximum speed: 440·681 m.p.h. (709·209 km/hr.) 40 41 DORNIER Do X (Germany) • 27 Dornier Do X No 1. ca 1930 Engines: Twelve 600 hp. Curtiss Conqueror twelve -cylinder Vee· type. Span: 157 ft. 5i in. (48 m.). Length: 131 fr 4i in. (40·05 m.) Wing area 4,886·8 sq ft (454 sq m.) Maximum toke off weight' 123.459 lb. (56,000 kg). Maximum speed 134 m p.h (216 km/ hr.) Operational celling 1,640 It (500 m.). Typical range 1,056 moles (1 , 700 km ) 42 IRIS ( U .K.) lllfl 28 Blackburn Iris Ill of No. 209 Squadron, RAF Mount Batten ( Plymouth), ca 1930 31 Engines· Three 675 h.p. Rolls- Royce Condor 11 IB 1welve-cylinder Vee -type. Span: 97 ft. 0 on. (29·57 m) Length. 67 ft. 4i in. (20 54 m .). Wmg area: 2,461 sq. ft. (228 64 sq. m.). Take -off weight· 29.000 lb (13.154 kg.) Maximum speed: 118 m.p h. (190 km1hr.) at sea level Opera11onal celling 10,000 ft. (3,050 m.). Range. 470 miles (756 km.). 44 45 ·--· CRDA CANT Z.501 (Italy) DORNIER WAL (Germany) • ..I I I 30 29 CRDA Cant z 501 Gabb1ano of ch11 141° Squadflg/111 R1cogn1z1one Maflt11m11, Dornier· built Do J II b Bos Gronfand Wal of Deutsche Luft Hansa. ca 1933 Reg1a Aeronau/lca. ca 1937 Engine One 900 h.p. lsona-Fraschino Asso XI R2 (The aircraf1 flown by von Gronau across the Atlantic 1n August 1930) C15 twelve-cylinder Vee-type. Span 73 ft. 9? in. (22 50 m) Length. 46 ft 11 1n Engines: Two 600 hp. BMW VI twelve -cylinder Vee-type. Span: 76 ft. 1 ! in. (14·30 m ). Wing ar11a: 667·36 sq. ft (62 sq. m.). Maximum Cake-off weight· (23·20 m.) Length 59 ft. 8! in. (18·20 m ). Wing area 1,033·3 sq. ft. (96 15.542 lb (7,050 kg.) Maximum speed 171 m.p h. (275 km/ hr) at 8,200 ft sq. m.). Take-off we1ghc· 17.637 lb (8,000 kg.). Maximum speed: 140 mph (2,500 m.) Op11ra/lonaf ceiling 22.965 ft. (7,000 m ) Maximum range 1, 490 (225 km/ hr.). Op11rat1onal ceilmg 9.845 ft (3,000 m ) Range. 1,365 moles mites ( 2. 400 km ) (2.200 km.) 47 46 CALCUTTA AND SINGAPORE (U.K.) 31 Short S.8 Calcutta City of Alexandria of Imperial Airways, ca 1932- 33. Engines: Three 540 h.p. Bristol Jupiter XI F nine-cylinder radials. Span: 93 ft. O in. (28·35 m.). Length: 66 ft. 0 in. (20·12 m.). Wing area: 1,825 sq. ft. (169·55 sq. m.). Take-off weight: 22,500 lb. (10,206 kg .). Maximum speed: 118 m.p.h. (190 km/hr.). Operational ceiling: 13,500 ft. (4,115 m.). Range: 650 miles (1.046 km.). ,. -EB 32 Short S.19 Singapore Ill of No. 209 Squadron RAF, mid- 1940. Engines: Two 730 h.p. Rolls-Royce Kestrel VIII and two 730 h.p. Kestrel IX twelve-cylinder Vee-type. Span: 90 ft. 0 in. (27·43 m.). Length: 64 ft. 2 in. (19·56 m.). Wing area: 1,834 sq. ft. (170·39 sq. m.). Take-off weight: 27,500 lb. (12.474 kg.). Maximum speed: 145 m.p.h. (233 km/ hr.) at 2,000 ft. (1,524 m.). Operational ceiling: 15,000 ft. (4,572 m.}. Normal range: 1,000 miles (1 ,609 km .} . 49 48 •l • '• STRANRAER (U.K.) ' 33 Supermarine Stranraer of No 228 Squadron. RAF Pembroke Dock. ca 1937. Engines: Two 875 hp Bris1ol Pegasus X nine-cylinder radials. Sp11n: 85 ft. 0 in. (25·91 m.). Length: 54 fl 10 in. (16 71 m.). Wing area: 1,457 sq. ft. (135·36 sq. m.). Norm11/ take-off weight: 1 9.000 lb. (8,618 kg.). Maximum speed. 165 m. p.h. (266 km/hr.) at 6.000 ft. (1,829 m.). Operational ceiling: 18,500 ft. (5.639 m.). Normal range: 1,025 miles (1.650 km.). I .. I ' ' I ' .. .. 50 51 SAVOIA- MARCHETTI S.55 and S.66 (Italy) 998 / 34 Savoia-Marchet1i S.55X flown by Captain Biani. leader of the 'Green Squadron' of the 1933 flight to North America. Engines: Two 750 h.p. lsotta-Fraschini Asso R eighteen-cylinder ·w type. Span: 78 ft. 9 in. (24 m.). Length: 54 ft. 1 ! in. (16·50 m.). Wing area: 990·28 sq. ft. (92 sq. m.).· Take-off weight: 20,944 lb. (9,500 kg .). Maximum speed: 165 m.p.h. (265 km/ hr.). Operational ceiling: 13,780 ft. (4,200 m.). Range: 1,246 miles (2,000 km.). (Weight and performance data are for S.55M.) 35 Savoia-Marchetti S.66 of Ala Littoria, ca 1936. Engines: Three 750 h.p. Fiat A.24R twelve-cylinder Vee-type. Span: 108 ft. 3i in. (33 m.). Length: 64 ft. 6j in. (16·63 m.). Wing area: 1,363·79 sq. It: (1 26·7 sq. m.). Normal take-off weight· 24, 139 lb. (10,950 kg.). Maximum speed: 164 m.p.h. (264 km/ hr.). Operational ceiling: 18,045 ft. (6,500 m.). Endurance: 5 hr. 20 min . ... 52 53 BIZERTE (France) 36 Breguet 521 ·03 Bizerte ($econd pre-production aircraft) in French Navy n:iarkings, ca 1939. Engines: Three 900 h.p. Gnome· RhOne 14 Kirs 1 fourteen· cylinder radials. Span· 115 ft. 3 in. (35·13 m.). Length: 67 ft. 2:l in. (20·48 m.). Wing area: 1,827·2 sq. ft. (169· 75 sq. m.). Normal take-off weight: 33,069 lb. (15,000 kg.). Maximum speed· 158 m p.h (255 km/hr.) at 6,560 ft. (2,000 m.). Operational cetling: 19.685 ft. (6,000 m.). Range. 1,245 moles (2,000 km.). 55 54 SIKORSKY S- 42 (U.S.A.) 37 Sikorsky S-426 of Pan American Airways, ca 1937. Engines: Four 750 h.p. Pratt & Whitney R-1660 Hornet nine-cylinder radials. Span: 118 ft. 2 in. (36·02 m.). Length: 68 ft. 0 in. (20·73 m.). Wing area: 1,340 sq. ft. (124·49 sq . m.). Take-off weight: 42.000 lb. (19,051 kg.). Maximum speed: 188 m.p.h. (303 km/ hr.) at 7,000 ft. (2,134 m.). Oparacional ceiling: 15,000 ft. (4.572 m.). Range: 1.200 miles (1,931 km.). 56 57 COCKLE (U.K.) SHORT 'C' CLASS (U.K.) l 38 39 Short S.1 Cockle. late 1924. Engmt1$ Two 697 cc Blackburne Tomtit motor Short s 23 Canopus of Imperial Airways. ca 1937- 38 Engines: Four 910 h.p cycle engines. each developing 16 h.p Span· 36 ft 0 in. (10 97 m.). length Bristol Pegasus Xe none-cylinder radials. Span: 114 ft 0 on. (34·75 m.). Length: 24 ft. 8 in. (7·52 m.). Wing area: 210 sq. ft. (19·51 sq. m.) Take·off weight: 88 ft. o in. (26·82 m.). Wing area: 1,500 sq. ft. (139·35 sq. m.). Taka-off 1,062 lb. (482 kg.). Maximum speed: 68 m.p.h. (109 km/hr.). weight: 40,500 lb. (18,371 kg.) initially. Maximum speed: 200 m p.h. (322 km/hr.) at 5,500 ft (1,676 m.) Absolute ceiling: 20.000 ft. (6.100 m.). Normal range: 760 moles (1,223 km.) 58 59 MARTIN 130 (U .S.A .) 40 Manin 130 China Clipper of Pan Amencan Airways, u late 1936. Engines: Four 830 hp. Pran & Whitney R-1830-Sl A4G Twin Wasp founeen-cyhnder radials. Span: 130 ft 0 1n (39·62 m ). Length 90 ft. 71- in. (27·62 m.). Wing area: 2.31 5 sq. ft (21 5 07 sq. m.) including sponsons. Take-off weight: 52,000 lb. (23,587 kg.). Maximum cruismg speed: 163 m.p.h. (262 km/ hr.) at 7.000 ft. (2. 1 35 m.). Operational ceiling: 17,000 ft. (5, 182 m.). Range: 3,200 miles (5, 150 km.). 60 61 SHORT-MAYO COMPOSITE {U.K.) Short-Mayo S.20/S.21 composite aircraft (Mercury/Maia), ca early 1938. Me1cu1y: Engines: Four 340 h.p. Napier Rapier V sixteen-cylinder H-type. Span: 73 ft. 0 in. (22·25 m.). Length: 50 ft. 11 ~ in. (15·53 m.). Wing a1ea: 611 sq. ft. (56· 76 sq. m.). Notmal take-off weight (for air launch): 20,800 lb. (9.435 kg.). Maximum speed: 195 m.p.h. (314 km/hr.). Notmal 1ange: 3,900 miles (6.276 km.). 41 Maia: Engines: Four 910 h.p. Bristol Pegasus Xe nine-cylinder radials. Span: 114 ft. 0 in. (34·75 m.). Length: 84 h. 101 in. (25·88 m.). Wing area: 1,750 sq. ft. (162·59 sq. m.). Take-off weight (without Mercury): 38,000 lb. (17,237 kg.). Maximum speed: 200 m.p.h. (322 km/hr.). Operational ceiling: 20,000 ft. (6, 100 m.). Normal 1ange: 850 miles (1,368 km.). 63 62 HEINKEL He 59 (Germany) BLOHM und VOSS H a 139 (Germany) NDRllWMD• l · 42 43 Heinke! He 59B-2 of the 1st Stattel. K.Fl.Gr 106. Luftwaffe. ca 1937. Engines. Blohm und Voss Ha 139 V2 Nordw1nd in Deutsche Luft Hansa livery. ca 1938 Two 660 h.p BMW VI 6·0 ZU twelve-cylinder Vee-type Span: 77 ft. 9 on. Engines; Four 600 hp Junkers Jumo 205C twelve-cylinder diesels Span (23 70 m.). Length. 57 IL 1 in. (17·40 m.) Wing area. 1,649 sq. IL (153 2 88 ft 7 in. (27 m.) Length 63 ft 11 i on. (19·50 m) Wing area 1 259 38 sq m.) Take-off weight: 19,842 lb (9,000 kg) Maximum speed: 137 m.p h. sq. ft. (117 sq m) Catapulc take-off weight: 38.581 lb (17 .500 kg ) Maximum (220 km/ hr) at sea level. Operational ce1/1ng· 11 .480 It. (3,500 m.). Maximum speed. 196 m.p h (315 km/hr.) at sea level. Operational ce1/mg 11,480 ft range: 1.085 moles (1,750 km.). (3,500 m.). Maximum range. 3.295 moles (5.300 km.) 64 65 CHETVERIKOV ARK-3 (U.S.S.R.) CORONADO (U.S.A.) ' URSS2 44 45 Chetverikov ARK-3-2 (second prototype) Sebastopol, spring 1939. Engines Consohdated PB2Y·2 Coronado of US Navy Squadron VP-13. early 1941 . Two 650 hp. M-25A mne-cyhnder radials Span 65 ft 101 m. (20·07 m.) Engines Four 1.200 h p Prall & Whitney R-1830·78 Twm Wasp fourteen Length. 48 ft. O! in (14 65 m.). Wmg area 641 sq. ft. (59 55 sq m.). Maximum cyhnder radials Span. 115 ft. 0 1n. (35·05 m.) Length. 79 ft. 0 tn (24 08 m ). take-off wt11ght. 12,346 lb (5,600 kg.) Maximum speed· 199 m p.h. (320 Wing area 1,780 sq. m (165·37 sq. m.). Normal take-off weight 60.441 lb km/hr.) at 4.920 ft (1.500 m.). Oper1111on11I cet11ng. approx 19,360 ft. (5.900 (27,416 kg) Maximum speed. 255 m p.h (410 km/hr) at 19,000 ft (5,791 m) m.). Normal range a ppr ox 930 miles ( 1. 500 km.) Operational cetlmg· 24,100 ft (7,346 m.). Normal range· 3,705 miles (5,963 km.). 66 67 CONSOLIDATED PBY and CATALINA ( U.S.A .) .. ~ ~ ...... 46 -· Consolidated PBY -1 of US Navy Squadron VP-12, Patrol Wing 1, ca 1937 Engines Two 900 hp. Pratt & Whitney A- 1830-64 Twm Wasp fourteen cyhnder radials Span. 104 ft 0 1n (31 70 m.) Length. 65 ft 11 in (19·86 m.) Wing area· 1.400 sq. ft. (130 06 sq m.). Maximum take-off weight: 28,447 lb. (12,904 kg.) . Maximum spaad. 178 m.p.h. (286 km/ hr) at 8.000 ft. (2.438 m.) Operational celling· 20.800 ft. (6.340 m.) Range 2,115 miles (3.404 km.) . 47 Consolidated Ca talina I ( PBY -5) of No 209 Squadron RAF which spotted the Bismarck on 26 May 1941 Engines. Two 1,200 h.p. Pratt & Whitney A· 1830-S1 C3-G Twin Wasp fourteen-cylinder radials Span and Wing area · as for PBY -1 Length: 63 ft. 1O~ in (19·47 m) Maximum take-off weight: 34.000 lb. (15,422 kg.) Ma1umum speed 190 m.p.h (306 km/ hr.) at 10,500 ft. (3.200 m ). Operallonal celling. 24.000 ft. (7.315 m.). Maximum range: 4,000 miles (6.437 km ) 68 69 . . LAT ECOERE 302 (France) WALRUS ( U.K.) 48 49 Latecoere 302 Mouneyres of Escadrille E4, French Navy ca late 1939 Saunders-Roe· built Walrus II of No 711 Squadron Fleet A11 Arm, ca spring Engines: Four 930 h.p. Hispano-Su1za 12 Ydrs twelve-cylinder Vee-type 1941. Engine One 775 Bristol Pegasus VI nine-cylinder radial. Span 45 ft. Span: 144 ft. 41 in. (44 m.). Length: 85 ft. Si in (26·15 m.). Wing area: 2,755·6 101n. (13·97 m.). Length· 37 ft 7 1n . (11·46 m.). Wing area: 610 sq. ft. (56 67 sq ft (256 sq. m.). Take-off weight. 52,911 lb. (24,000 kg .) Maximum speed· sq m.). Normal take-off weight 7,200 lb. (3.266 kg) Maximum speed 149 m.p.h. (240 km/ hr.) at 6,560 ft (2.000 m.) Opera/Iona/ ceiling 16.400 ft 135 m.p.h (217 km/hr) at 4, 750 ft (1, 448 m.) . Operations/ ceiling. 18,500 ft. (5.000 m.) Maximum range. 2,050 miles (3.300 km.) (5.639 m ) Range 600 miles (966 km) 70 71 BOEING 314 (U.S.A.) 50 Boeing 314A of British Overseas Airways Corporation, ca mid-1941 . Engines: Four 1,600 h.p Wroght 709-C14-AC1 (GR-2600) Double Cyclone fourteen cylinder radials. Span: 152 ft. 0 in. (46·33 m.). Length: 106 ft. 0 in (32·31 m.). Wing area. 2,867 sq. ft. (266·35 sq. m.). Take-off weight: 84,000 lb. (38, 102 kg.). Cruising speed: 1 88 m.p.h. (303 km/ hr.) at 11 ,000 ft. (3,353 m.) Operational ceiling: 16,000 ft. (4,875 m) Normal range: 3,685 miles (5,930 km.). 72 73 MARS ( U.S.A .) 51 Martin XPB2M-1 Mars prototype, co late 1943 Engines: Four 2,200 h.p. Wright R-3350-18 Duplex Cyclone eighteen-cylinder radials. Span 200 ft. 0 in (60·96 m.) Length: 117 ft. 3 in. (35·74 m.). Wing area . 3.683 sq. ft (342·16 sq m.) . Normal take-off w111ght. 140,000 lb. (63,500 kg.). Maximum crws1ng speed .. / 207 m.p h (333 km/ hr.) at sea level. Operational ceiling 17,400 ft (5.304 m.) Maximum range· 4.375 miles (7,041 km.). 74 75 FOKKER T.Vlll-W (Netherlands) LATECOERE 298 (France) 52 53 Fokker T.Vlll·Wt G m RAF markings. 1940. later operated by No 320 (Dutch) Latecoere 298A of Escadolle T3. A6ronavate. 8oulogne. late autumn 1939 Squadron. Pembroke Dock. Engines Two 450 hp Wright R-975- E3 Wh1r1wind Engine; One 880 hp H1spano-Su1za 12 Ycrs 1 twelve-cylinder Vee-type nme-cyhnder radials Span· 59 ft Olm (18 m) Length 42 ft 71 on (13 m) Span. 50 ft. 101 m. (15 50 m) Length. 41 ft. 2; m (12 56 m ). Wing area Wing area 473 61 sq. ft. (44 sq m • Talce-off weight 11.023 lb (5.000 kg) 340·14 sq ft (31 60 sq m.) Take-off weight w11h torpedo 10.141 lb (4 600 Maximum speed 177 mph. (285 km hr.) at 9,845 ft (3.000 m.) Operauonal kg). Maximum speed 180 mph (290 km/ hr) at 6,560 ft. (2.000 m.) ceiling 22,310 ft (6,800 m.) Normal range 1.305 moles (2.100 km.) Opera/Iona/ ceiling 21 .325 ft (6,500 m) Range w11h torpedo 495 miles (800 km) 76 77 DORNIER Do 18 and Do 24 (Germany) 54 Dornier Do 18D of 1he 2nd Staffel. K. Fl Gr 506, Luftwaffe 1938 Engines· Two 600 hp. Junkers Jumo 205C sox-cyhnder double opposed diesels Span 77 ft 9 on. (23 70 m.) Length 63 ft 13 on (19 25 m) Wing area 1.054·9 SQ ft (98 SQ m ). Maximum take-of/ weight. 23.810 lb (10,800 kg ) Maximum speed· 165 m.p h (265 km 'hr.) at 6.560 h (2.000 m ) Opt1r811on11/ ct11lmg· 13.780 ft (4.200 m.) Range. 2.175 miles (3.500 km.). (Weight and performance data are for Do 18G w11h 880 h p Jumo 2050 engint1s.) 55 Dornier Do 24N-1 of 1he Luftwaffe Sea Rescue Service. Cherbourg ca 1940-41. Engines. Three 1.000 hp BMW/ Bramo Fafnir 323R-2 none-cylinder radials Span 88 ft 7 on. (27 m) Length 72 ft. 2.l on. (22 m.) Wing area 1 162 5 SQ ft (108 SQ m.) Normal take-off weight 40,565 lb. ( 18.400 kg ) Maximum speed: 211 m.p h (340 km/hr) at 6,560 ft (2,000 m.). Operational cellmg. 19,360 ft (5,900 m.). Normal range: 1,800 miles (2,900 km) 78 79 WIKING (Germany) 56 Blohm und Voss Bv 222 VS ( Bv 222A) of LTS See 222. ca early 1942 Engines Six 1.000 1 200 hp. BMW1Bramo Fafnir 323R nine-cyllnde• radials Span 150 ft 11 in (46 m ). Length 119 ft 9 1n (36 50 m) Wing area 2,744 8 sq ft. (255 sq m) Take-off weight 95.901 lb (43 500 kg ) Maximum speed 214 mph (345 km hr.) at sea level Operaf/onal ceiling 21 980 fl (6.700 m) Normal range· 2. 115 miles (3400 km ) 80 81 GOOSE (U.S.A .) BERIEV MBR-2 (U.S.S.R.) 57 58 Grumman JAF-5 Goose of the US Navy. c11 1945 Engines Two 450 hp Benev MBA-2, captured a11craft 1n Finnish Air Force markings (Tlelv 12). Pratt & Whitney A-985-AN-6 Wasp Junior none cylinder radials. Span August 1941 Engin11. One 750 h.p M1kultn AM-34NB twelve-cylinder 49 ft 0 on (14·94 m.) Length. 38 h. 4 on. (11 68 m.) Wing area 375 sq. ft. Vee-type Span 62 ft 4 m (19 m.) Length. 44 ft. 3! 1n (13 50 m.) Wing (34 84 sq. m ) . Take-off weight 8.000 lb (3.629 kg.) Maximum speed area 592 sq ft (55 sq m.) Maximum take-off weight. 9.359 lb (4.245 kg ). 201 m p h. (323 km hr) at 5.000 It (1 .524 m ) Oper11t1onal ceiling. 21.300 tt Maximum speed· 171 m.p h. (275 km· hr) at 6.560 ft (2.000 m) Operauon11f (6 492 m.) Maximum range. 640 motes (1 ,030 km) ceiling: 25.920 It (7,900 m J Typical range. 405 miles (650 km.) 82 83 BLACKBURN B.20 (U.K.) KAWANISHI HSK (Japan) 59 60 Blackburn B 20. early 1940. Engines Two 1.720 hp Rolls -Royce Vulture Kawanosho H8K2 Model of rhe JNAF Combined Man11me Escorr Force. ca rwenry-lour-cylinder X·type engines. Span (over lloars). 82 ft. 2 m. (25·04 m.) 1944-45. Engines Four 1.850 h.p. Mitsubishi Kasei 22 louneen-cylmder Length 69 fl 7; 1n. (21 ·22 m.) Wmg 111e11 (mcludong lloars)' 1,066 sq ft radials. Span· 124 ft 8 m (38 m ) Length· 92 ft Ji on. (28 13 m ) Wing area. (99·03 sq m.). Normal take-off weight 35.000 lb (15.876 kg). Estimated 1.722·23 sq. ft (160 sq m.) Maximum take-off weight 71 ,650 lb (32.500 maximum speed (wuh armament) 306 m.p h (492 kml hr.) ar 15,000 ft. kg) Maximum speed 290 m p.h (467 km/ hr.) 81 16.400 Ir (5.000 m ) (4,575 m ) Esllmated max1muf'/I speed (wuhout armament) 322 m.p.h. (518 Operational cellmg 28,770 ft (8.770 m.). Maximum range. 4.475 miles km/ hr.) et 15.000 ft. (4.575 m.) Es/Jmaced range (worh armament): 1,500 (7.200 km.). moles (2,414 km). 84 85 SUNDERLAND and SANDRINGHAM (U.K.) 61 Shon S 25 Sunderland Ill of RAF Coasta Command. ca spring 1942 Engmes Four 1.050 h.p Bnsto Pegasus XVIII nine-cylinder radials Span 112 ft 9* in. (34 38 m ). Length 85 fl 4 'n (26 01 m ). Wing ares 1,487 sq ft (138·14 sq m ) Talce ·off weight 58,000 lb (26.308 kg.) Ms1umum speed. 205 m.p.h (330 km/ hr.) Operational ce1/mg 20.500 ft. (6,248 m.). Endurance. 13 hr 30 min 62 Shon S 25/ V Sandringham 4 Pacific Chief tam (convened Sunderland Ill) of Ansell Flying Boat Services, ca 1956 Engines Four 1,200 h.p. Pran & Whttney R-1830-90C Twin Wasp fourteen-cyllnder radials. Span and Wing area: as for Sunderland Ill. Length· 86 ft 3 in 126·29 m.). Talcs-off weight.· 56,000 lb. (25.401 kg.). Maximum speed. 238 m.p h. (383 km/ hr) Operational ceiltng 21 .300 ft. (6,492 m) Range 2.400 miles (3.862 km.) 86 87 - MARINER (U.S.A .) WIDGEON (U.S.A .) • • 63 64 Manin PBM-30 Mariner ot the US Navy. March 1944 £ng1nes· Two 1.900 h.p Grumman G-44A Super Widgeon of the US Fish and W1ldhfe Service. ca Wright R-2600-22 Cyclone founeen-cyltnder radials Span: 118 h. 0 in 1966. £ng1nes· Two 270 h.p. Lycoming G0-480-B 1 0 'flat six·. Span 40 ft 0 on (35·97 m ). Length. 79 ft 10 on (24·33 m ). Wing area: 1,408 sq. h. (130·80 (12 19 m ) Length. 31 ft. 1 on (9·47 m.). Wing area: 245 sq h. (22· 76 sq. m.) sq. m.). Normal take -off weight. 51 .330 lb. (23.283 kg.). Maximum speed: T1k1-olf weight· 5,500 lb. (2.495 kg.). Maximum speed: 185 m p.h (298 211 m.p h. ( 340 km/ hr ) at 16, 1 00 ft ( 4.907 m.). Opera/Iona/ ceiling. 19.800 ft. km/ hr ). Operational c11ihng: 18,000 ft. (5.486 m.). Range: 1,000 miles (6,035 m.). Range. 2.420 miles (3.895 km.). (1,610km) 88 89 PRINCESS ( U.K.) 65 Saunders· Roe SR.45 Proncess. first prototype, 1952 Engines Ten 3. 780 e.h p Bristol Proteus Senes 600 turboprops Span 219 ft 6 in (66·90 m) length. 148 ft 0 in. (45 11 m.). Wing orea. 5,250 sq. ft. (487·75 sq m) Maximum take-off weight 330,000 lb. (149.690 kg.). Maximum cruising speed: 360 mph (579 km./hr.) at 37,000 ft (11.280 m) Range with maximum payload of 40,000 lb (18.144 kg.) 5 270 miles (8.481 km l . - m G·ALUN ..... • -- - . 0 • • 0 90 91 - SAUNDERS-ROE SR/ A1 ( U.K.) SEAMASTER (U.S.A .) 66 67 Forst prototype Saunders-Roe SR / Al . as mod1f1ed on 1948 Engine· One Manin P6M-2 SeaMaster of the US Navy. ca 1960. Engines Four 17.500 lb 3,250 lb (1,474 kg.). st Metropolitan-Vickers F 2 4 Beryl MVB 1 turboiet (7,938 kg .) st Pran & Whitney J75-P-2 turbojets. Span· 100 ft 01n (30 48 m ) Span 46 ft 0 on (14·02 m ) Length 50 ft 0 on (15 24 m ) Wing area 415 Length 134 ft 0 on (40 84 m.) Wing area: 1,900 sq It (176 52 sq m.). sq ft (38 55 sq m.) Normal take-off weight. 16.255 lb (7.373 kg.). Maximum Take-off weight: 160.000 lb (72.570 kg.). Maximum speed over 600 m.p h speed 512 mph. (824 km/ hr.). achieved by third prototype with 3.850 lb (966 km/ hr ). Operattonal ce1/tng 40,000 ft. (12.192 m ) Combat radius (1 . 7 46 kg ) st engine 1,500 miles (2.414 km.). 92 93 SHIN MEIWA PS-1 (Japan) 68 Shon Meowa PS· 1 on the 1ns1gn1a of the Japan Maritime Self Defence Force Engines Four 2.850 e.h p lsh1kawa11ma·bu11t General Electric T64-IHl-10 turboprops Span 108 ft 81 on (33 14 m ) Lttngth. 109 fl 10i in (33 50 m.) Wmg art111 1,462 sq ft (135 8 sq m ) M aximum take-off weight 86.862 lb (39.400 kg) M aximum speed 340 m p.h. (547 km/hr.) at 5.000 ft (1,540 m) Opera/Iona/ ce11tng 29,500 fl (9,000 m.). Normal range. 1,347 moles (2,168 km.) 94 95 BERIEV Be-12 ( U.S.S.R.) t Fabre H ydravion 'fuselage' consisted simply of two Henri Fabre, the true 'father' of girders, built to the same lattice-type powered water-borne flying, \YaS born construction as the \ving spar but boxed near Mancillcs in 1882 of a family of in. A tiller-type control rod attached to shipowners, a background which in each rudder gave the machine direc- fluenced both the design and the con tional control through the air. trol system of his successful H,Jdraiwns On 28 March 1910 - never having of 1910-11. After qualifying a.s an Bown in his life before, even as a pas engineer, he began in 1905 to study the senger - Henri Fabre essayed his first \vork of Bleriot, Ferber, Voisin and take-off from the harbour at La Mede, other pioneer French aviators, and near Marseilles. On the first attempt later began to carry out selected experi the aircraft hydroplaned across the ments in aerodynamics. In 1909 he water at about 55 kmfhr (34 mph) but designed and built his first seaplane, a did not rise into the air. On the second triple-float machine \vith three Anzani attempt, ho\vevcr, after a run of some engines driving a single propeller. 300 m (984 ft), Fabre took off and This aeroplane did not fly, but later made a flight of about 500 m (1,640 ft) the same year Fabre began 10 build a some 2 m (6·5 ft) above the surface. second machine \vhich \YaS to be On his fifth flight, made on the follow successful. ing day, he covered a distance of about The nC\v aircraft was powered by a 6 km (3·75 miles), and several subse single Gnome seven-cylinder rotary quent ffjghts v.'Cre made, proving the engine, and \YaS one of the first aero aircraft to be a particularly stable planes to use this revolutionary new design. It came to grief on 18 May 1910 powerplant created in t 909 by the \Vhen, after having flown to an altitude Seguin brothers. The Hydravion \vas a of about 20 m (65·5 ft), it came down to frail, ungainly affair, and scarcely land at too high a speed and was deserves to be called a practical aero seriously damaged. plane, but it is significant historically as By October 1910, when the Hydratwn the first pov.·ered seaplane to make a \Vas exhibited in Paris, Fabre had re successful flight, preceding the Ameri built it, incorporating a number of can Glenn Curtiss by a year. Fabre alterations. Believing the original de chose a canard layout, the monoplane sign to be too stable, he doubled the wing being at the rear with the engine area of the fonvard lower lifting surface installed behind it driving a two-blade and replaced the aerofoil-shaped eleva Chauvierc propeller. The wings had a tor with a completely flat surface from single main spar of a novel lattice which the two small front rudders were girder construction that was both omitted. At a later date, small vertical strong and aerodynamically efficient. areas were added at the outer ends of Fabre's nautical background was re the fixed foreplanc, being removed still flected in the technique of covering the later to their final position 011 the warp wings, the canvas of which could be \vire struts beneath the main wings. 69 reefed up to the spar during storage or Fabre also experimented with a small Beriev Be-12 of the Soviet naval air arm, ca 1968 Engines · Two 4,000 s h.p for protective or repair purposes. For retractable keel surface underneath the lvchenko AI-200 turboprops Span· 98 ft 5 in (30 m ). Length. 98 ft. 5 in flight, it was stretched out over the ribs front float. This was unsuccessful, but 30 m.) Wing Brea · 1130·2 sq It (105 sq m ) Maximum take-off weight. and held taut by fastening it to each rib the siting of a similar surface behind 64.926 lb (29 450 kg.) Maximum speed 378 m p h (608 km 'hr ). Operauonal by means of a sprung hook. Lateral each of the main Boats did improve the ceiling 37,040 ft. ( 11 290 m.) Maximum 1ang11 2.485 miles (4,000 km ) control of the machine \Va& effected by directional control of the aircraft \vh.ile All data esumated warping the wings. The aircraft's hydroplaning. A series of six Hydrllllwns 97 96 is said to have been started after the as modified later, one of the first suCGCcd in making its mark in n com prize for seaplanes on 6-7 September, May 1910 craah, but it is uncertain amphibious flying-boats to be produced petition for \vater-bome aircraft. This when the aircraft proved entirely whether all were completed. in Europe. Following the exampl.e of was 11 special twin-float version of the reliable. The highly-polished Donnel· At Monaco in Ma.rcll 1911 the Curtiss in America, Sop\vith had a Tabloid landplane, fitted \vith a 100 hp Uveque Type A exhibited at the Paris H,J landplane, 1ook off from USS Birmin.(- adopted by the US Navy, originally became the stand:ird powerplant. Schv.-arzlosc machine-gun ona rotatable ham in Hampton Roads, \ruginia. On with C.for-Curtiss designation numben During production of the HS-1L, u the mounting. Up to 200 kg (441 lb) of 18 January 1911 Ely completed the and in 1912 a similar aircraft \11a.s the Li bcrty-c:ngined version was ltno'vn, a bombs and/or depth charges could be sequence by making a landing on the fint to Oy with the newly invented new HS-2L version was introduced carried. The Type L entered 1ervicc in USS PnwJloanill in San Franci1Co Bay, Spcny gyt01COpic automatic pilot. A with a 12 n (3·66 m) greater \ving span the second balfof1915,and it is thought and tbw began the association of British licence to build the Curtiss Ry and increased bomb load. The type saw that one hundred and sixty wel'C com Curtis with the early development of ing-boat was acquired by \Vhitc and war service in Europe from May 1918, pleted by the parent company. To these waterborne aircraft. His fint seaplane, ThomplOll Ltd, the hulls of which and rcma.ined in US Navy service until may be added nine or ten similar flown at San Diego on 26January 1911, were built by S. E. Saundcn al Cowes. 1926. Production of the llS-1 L{HS-2L machines built as Type l\.1's by the was little more than 11 modified Golden The original five US Navy aircraft were was undertaken by the Curtiss Aero Naval Dockyard at Pola. About thiny Flyer type, mounted on a single central redcsignated in ~iarch 1914 with AB plone and Motor Company (six hun six examples were also completed of the Roat, with small stabilising skid-floats prefix letters, and played an important dred and seventy-five), Sllllldard Air Type R, a 3-seat reconnaissance variant under the lower wing-tips. A later ver- p:irt in the evolution of catapult craft Corporation (eighty), Lowe, of the Type L with photographic equip sion had l\vin parallel main Roats. By launching before being relegated to a Willard & Fowler (two hundred and ment instead of a bomb lo:id. the end of February 1911, Curtiss bad training role. One hundred and forty· fifty), Gallaudet Aircraft Corporation The Lobner L's were the most widely Ro'vn one of his .eaplancs with a four additional Curtiss ~iodel F's, pcr- (sixty), Boeing Airplane Company used flying-boats of the Austro-Hun paJICllgCr on board, bad developed an haps more, were ordered from Curtiss (twenty-five) and Loughcad Aircraft garian Navy during \Vorld \Var 1, and amphibious wheel-and-float seaplane, specifically for training purposes, and Corporation (two). A further tv.-o operated exclusively in the Adriatic area and bad demonstrated (again on the one Curtiss F-boat Y."lU built by the dozen or so HS-2L'1 were aacmbled against Allied shipping and targets on Pt111&S.1loania) how a 1eaplane could be BurgCll Company. from spares after the ,var, and six the Italian mainland. It was an aircraft lowered to the water from a wanbip, In 1918 there appeared the ~iodel examples (four by Cwtils and t\\"O by of this type (40) that fell into Italian mite off for a mission, land alongside ~[F (~fodified F), a replacement for the the NAF) were built of an HS-3 model bands on 27 l\.iay 1915 and ~"'Clltually and be winched b:ick on board. Curtiss's ageing ~iodel F th:it was, in fact, an with a modified bull. gave rise to the long and successful demonstrations convinced the US Navy, almost complete redesign. Twenty-two rangeof"Macchi-developcd fiying-boats. which in July 1911 gave him an order were built by Curtiss during \Vorld 111 & 13 Lobner/Macchi Byiog- The Austrian Navy'a most celebrated for :in amphibious seaplane; it was War 1, and a further eighty post-war by boats pilot, Lieutenant Gottfried B:infield, evcnrually designated A.1 (US Navy the Naval Aircraft Factory; one of the The fint flying-boats produced by the scored the fint of his many aerial vic Airplane No. 1), and wa.s later named latter was converted experimentally a.s Jakob Lohner Wcrke of Vienna were tori.cs on 1 June 1916 while ftying a Triad after the addition of retractable an amphibian. Curtiss also built a few the general-purpose E types, built in Lobner L, and the general effectiveness wheels to the main Roat. On 21 June flying-boat and amphibious examples of 1913. They were 11-seaten, with 85 hp ofthe type can be judged from the fact 1912 it set up a acaplane altitude record a civil cquh'lllent known as the Sea· Hicro engines, and one of these aircral\ that only thirty of these aircrall \\"ere of goon (274 m). About a dozen single- gull. This wa.s not particularly succcn (E18) made the fint operational t0rtie lost during the war, and only one ~ch Roat seaplanes, later given AH (~ ful, but reveral ex-Navy ~i.F's were by an Austrian aircraft in August 191+ of the Types E, Rand S. plane, Hydro) designations, Y.'tte ac- converted for civil use after their Service The later S types v.-ere unarmed train- The aircraft 40, when it fell into quired by the US Navy. In 1911 Curtiss careen bad ended. ing versions of the Type E. About tw0 halian bands, wa.s delivered to SA also delivered tbrcc 6o hp Type E Roughly contemporary with the ~[F hundred, some of them converted E's, Nicuport-1\.iacchi with the request that biplanes to the US Army Sign.al Corps, was another single-pusher-engined Cur- were in service during 1914-18; most a copy be produced for the Italian and one of these also was fitted with tiss flying-boat, the HS-1. This was a of them bad 85 hp Hicro engines, but Navy. Designated L.1 to signify its floats. much larger aircraft, powered originally some were fitted with 8o hp Obel"Ul'ICl Lobner origin, the first example was The next mJ\ior advance in marine by a 200 hp Curtiss VXX engine and rotaries. completed by June 19t5. It was similar aircral\ design came with the fint canying a 11/3-man crew for general In size and general configuration the to the Austrian design except for its Cu.rti.91 hull-type flying-boat, which patrol duties. It was, however, not so Lobner Type L resembled the Type E, 150 hp IJotta-Fnuchini engine and made its maiden flight on 10 January much a IC8led-up l\.iodel F as a IC8led- but was powered either by a 140 hp fonvard-firing Revelli machine-gun. 1912. It still bore the outdated frontal down l\.iodel H, the designation Hicro or by an Aus~Daimler engine One hundred and thirty-nine L.1's elevator of Cu.rti.91'1 earlier aeroplanes, letters in fact signifying 'H, Singl.: or 140 or 18o hp. A a.lender, elegant Y.uc built, serving from late 1915 until but this feature quickly disappeared and engine'. The HS-1 fint appeared early aeroplane with sweptback ICIQuiplane autumn 1916, when they v.-ere replaced the standard 100 hp Curtiss-engined in 1917; in October of that year it was wings, the Lobner Type L seated a crew by FBA flying-boats. A lighter-weight 'pwher' Rying-boat of 19111- 13 wa.s a 8ownwitha375hpLibcrtycngine,and oftw0sideby1idc, theobscnrcroccupy· development, the L.2, v.ith a 16o hp fint-dass aeroplane. The l\.iodcl F was this, in its 400/4!20 hp production form, ing the right-band scat and manning a Isotta-Frvchini V-4-B, bad a much 1o8 109 bener performance, but only ten "-'ere (one of which won the 1921 Schneider only the outbreak of war in 1914 pre dem pain while the other two aircraft completed. further development intro Trophy), 1'1.7ttr AR, M.1tn A and vented competi1ion during that >"Car retained the between-wings sep:tra tc duced so many DC\" features that the ~f.7ltr B. The latest versions, "'ith 475 for the Daily Mail prize of £10,000 tractor layout of three engines and had Ls could justifiably be regarded as a hp Lorraine engines, "-'Cl'C still in tcrvice offered in 1913 to the lint aviaton to the fourth mounted, as a pusher, at the f>{acchi design, and it \YaS renamed in 1923. accomplish a direct (i.e. non-atop) rear of the hull. I t was decided to enter ~i.3 on its adoption by the Italian A patrol dC\'Clopment of the 1-i.3 ooaing. As recorded elsewhere in the the Navy-Curtiss machines for the trans Navy. One ~i.3 establisbed a height appeared late in 1917 aJ the 2-seat series, the prize was ultimately woo in Atlantic auempl, for which they \\'Cl'C record of5,400 m ( 17,716·5 ft) in 1916; M.8. This retained the V-oj.8 power June by A1coc:k and Brown for their redcsigoated NC-TA. Before the at and just over two hundred M.3's were plant in a bigger and stronger airframe, flight in a m.odified Vickers Vimy, but tempt NC-1, whose wings had 1\15- built for the Rlgia AtronauJiea Italiano. and was armed with a movable gun in in the month preceding this another tained storm damage, was given the These were employed throughout the the prow. It carried a similar warload Atlantic crossing, with stops co route, wings from NC-2, whose engine layout Adriatic on reconna issanoe, bomber to the M.3, plus photographic and had been made by an American flying had proved unsatisfactory. The three escort and ground aupport duties; in radio equipment. Fifty-seven "'-ere boat, the NC-4. That this airaaft 'boats took o!T from T repauy Bay, the bombing role they carried four built by the Armistice, primarily for should have been ofCurtiss manufacture Newfoundland, on 16 May 1919, their 100 kg (220 lb) bombs. coastal patrol and anti-shipping duties. was particularly appropriate, for Glenn first intended slop being Horta in the ~facchi'1 lint flying-boat fighter was They remained in service post-war as Curtiss was a pioneer of seaplane design Azores, some 1,400 miles (2,253 km) the M.5, designed by Buzio and Cal trainen. The ~i.9 was an en1argcd (sec PiDNtr Aircraft 1903-14) and his away. The NC-4, captained by Lt Cdr zavara. This was a single-seater (the development with a 300 hp riat A- 12bis company's Aying-boa t Amtriar "'-as de Albert C. Read, arrived safely on the earlier types having been 2/3-!eaten), engine. Plans "-'Cl'C made in 1918 to signed originally as a 1914 contestant following day, but NC-1 came down in with two 6·5 mm Revelli machine-guns build several hundred, but only thirty in the trans-Atlantic oompetiuon. the water 100 miles (16o km) west of in the no-e. The usual powerplant was were completed, of which sixt~ \\"Cre The NC-4 was one of four NC (Navy Flores and sank after being damaged by the V-48, •hough some later aircraft delivered, before the Armistice. They Curtiss) flying-boats, built during heavy seas. The crew was rncued by had the 250 hp V-68. Two hundred and remained in service until the mid-192os. World \Var 1 originally to provide one of the ships stationed along the forty M.5'1 were built being delivered Another wartime model was the l\f.111, patrol cover for American shipping in route. The flagship of this trio, NC-g to the 116oa, 11610, 286a, 1187a and 288a a s·seat development of the M.9 with a the Atlantic against the attentions of commanded by Cdr J ohn H . T owers, Squad1 (i:lu dtlla Marina from early 1918 450 hp Aosaldo-Sao Giorgio ~ 118 German U-boats. T he requirement was leader of the trans-Atlantic team, was and serving until the Armistice. The engine. This had fore and aft gun dra\vn up, and the aircraft designed, by abo forced down, aomc 45 miles (72 km) ~i.5 was extremely manoeuvrable, had posi lions, connected by a tunnc1 in the the Navy in September 1917. It featured south-east of Fayal. It taxied the next sufficient range to perform escort duty, fuselage so that both could be manned a abort hull (45 fi - 13•711 ID in length) 200 miles (362 km), finally limping into and could climb to 4>000 m ( 13,123 fi) by one gunner. The 1'i -111's broad front or advanced hydrodynamic design, and Horta harbour 52 boun after leaving in 20 minutes. bull and twin tailbooms afforded the was intended to be powered by three Newfoundland, but was unable to con However, it was not quite fas1 rear gun an excellent field of fire. Like engines. The lint four aircraft were tinue. Read in the NC-4 therefore con enough to compete with the Austrian the 1-l.9, the 1'1.111 was too late for war numbered separately NC-1 to NC-4> tinued alone, leaving on 20 ~fay for Navy's Ph6nix D.J, and so ~iacchi service, but a few were delivered to the but the war was ending even as flight Pon ta Delgada, where weather delayed developed the ~f.7, powered by the Italian Navy; they figured in trans- testing began. The NC-1 (three 400 hp him until 27 ~fay when be Bew on to V-68 engine, to match or exceed the 1'!editerranean Rights and Schneider Liberty engines) flew for the fint time Lisbon to complete the croaing of the speed of the Austrian fighter. In this it events in later years. Demilitarised ver on4 October 1918, and on 25Novembcr North Atlantic. H e sublcqucntly con was successful, for the smaller M.7, des sions used commercially after the war gave striking proof of its load-lifting tinued his journey to nrrive at Plymouth pite a higher gross \~-eight, \Yas futcr included M.3's in service with a Swiss abilities by carrying 51 people on a on 31 May, and \Yas escorted into the and better than its predecessor, and operator and the M.9bis and M.gttr. single flight - a world record. Neverthe harbour there by three Felw towe could climb to 5,000 m (16.404 ft) in less, the three-engined installation was F.2A Aying-bo:ill of the Royal Air 112 minutes. Unfortunately, of two 14 Navy.Curtiss NC flying-boats considered inadequate for tnlns-Atlan Force. The NC-4 made a triumphal hundred ordered only seventeen "'Cl'C Once the aocomplisbmcnt of powered tic flying, and completion of the ICCOlld, return to the USA later, ending a delivered before the Armistice and only flight became a reality, the urge was in third and fourth aircraft was delayed celebratory tour or the eastern and three of these had become operational. evitable to improve upon the speeds while a fourth engine was included in southern tcaboard by flying up the Production continued after the war, but altitudes and distances of which aero the design. First fiights "-"ere made on ~f iniuippi to St Louis. Herc it "-"ll!I it has not been established whether the planes \\'ere capable. From the earliest 12 April (NC-2), 23 April (NC-3) and handed over to the Smithsonian In full two hundred were completed. Post days a croaing of the North Atlantic by 30 April (NC-4). NC-~ having ics four stitution, in whOIC po••ion it remains war variants included the ~f. 7bis nir had been a cherished ambition, and engines mounted back-to-back in tan- today. 1 10 Ill After the Armistice lhe Naval Air LFC and Sablatnig. The former version 16 Supermarine S- Eagle propeller. It carried a one-man crew cran Faclory at Philadelphia built six was unarmed, but most FF49C'1 had During 191g-21 the Supermarine and had a fully-enclOl!cd cabin sc:iting more NC-type Rying-boall. These '"ere a rear-firing Parabcllum gun; at least Aviation \\'orks at \\loolstoo, South six passengers. Three Sea Eagles built initially as tri-motors, but four thirty of the late-production machines ampton, produced a number of small (C-EBFK, C-EBGR and C-EBGS) were later converted to an NC-4-typc built in 1918 had two guns. Apart biplane flying-boall. These induded were built, the first of which \VBS flo"-n four-engined layout, the other two from its more po\verful engine, the the Lion-engined Sea Lion I (C-EALP), during the early part of 1923. They mC3Jlwhile having been lost. The con FF49 broadly resembled the FFs3J a single-seat ai~raft entered for the were produced to the order of the verted aircraft served during 192<>-'22 except that it had balanced control sur 1919 Schneider Trophy competition British l\larine Air Navigation Co Ltd, with the US Navy's East Co:ist Squad faces. Before the \Yar ended, tv.·enty and flown by Cdr. B. D. Hobbs. It had a new company set up late in 19i2 with ron before being retired. examples were ordered of the FF59C, a short and unlucky career, for the 1919 a £10,000 government wblidy to another Bz.IV-engined Boatplane with race was declared void because or bad operate passenger-carrying flying-boat 15 Friedrichahafen FF33, FF39J a more compact fUJClage and a greater weather, and the aircraft v.-a.s later services between Southampton, the FF49 and FFs9 range than preceding models. The only damaged during a take-off. lo 1921 Channel Islands and Le Havre. Prior to Serving from the s:pring or 1915 until wartime 'in service' figures known are Supermarine built another racer, an the start of these services, late in 1923, the closing stages or \\lorld \Var 1, the thOIC for FF33 ,,..nants in !\fay 1917: amphibian, originally powered by a C-EBFK was a competitor in the 1923 Fricdrichsh:ifen range of 12-scat patrol these included one hundred and 1\\-cnty 300 hp engine and named Sea King JI. King's Cup air race, but ill career \vith Roatplanes v.uc probably the most one FF33E'1, twenty-five FF33H's, Registered C-EBAH, it Bew for the B~1AN 'vas a short one, for it crashed extensively employed Ccrm:in sc:i thirty FF33J'1 and one hundred and first time in !\larch 19212, but later that in l\Iay 1924. The other two Sea Eagles planes of the war period; nearly five fourteen FF33L's. year the amphibious landing gear \YaS \\'ere handed over to the newly formed hundred examples or the four models After the war, in 191S-19, the Flug removed, the \vtng area reduced and a Imperial Ainvays in June of that year, listed above were completed. l\[ost of zeugbau Fricdrichshafen GmbH built 450 hp Napier Lion engine substituted whereafter C-EBGS was sunk in them were armed, and their major a further forty-four seaplanes of un for the original powerpl:int. In this January 1927 after being holed by a duties included co:utal and ocean known typc(s). In addition, a number form, renamed Sea Lion II, it \va.J ship in Guernsey harbour and G-EBGR patrol, Rcct observation and co-opern of FF49's were converted at about the Rown in the 1922 Schneider race at \YaS withdrnwn from service in 1929. tion, and anti-submarine work. Some same time to serve in an interim capac Naples by H. C. Biard, winning the were baaed at coastal stations, opernting ity as transport aircraft. These were of contest at an average speed of 145·612 17 Curtiss F-sL in the North Sea and English Channel 10mcwhal hybrid design, having a for mph (234·37 km/hr). \\Tith modified \\Tith the production or the F-5L the arcaJ; others served aboard German ward pilot's cockpit like the FF490, a 'ving bracing and an enlarged rudder, cycle of Curti.ss/Porte/Felootowe flying- seaplane carriers. The best-known new enclosed cabin structure to the it \\'II.I entered (as the Sea Lion I II) for boat development completed it.s full example was the FF33E christened rear, and the larger-area rudder of the the 1923 conlCSt at Cowes, but although circle, returning to the USA via f'VO{fdim (Little \\lolf), which was FF49B. Two cabin sizes are known, the Biard averaged 151·56 mph (1243·91 Canada for good measure. In 1913 the carried by the merchant raider IVo{f aircraf\ being dcsignated VI with a :J· km/hr) over the course this was suffi- London D@J J.fail had offered a in the Indian and Pacific Oceans seat cabin and V 1 1 \vi th a 5-seat cabin. cient only to cam him third place. At £ 1o,ooo prize for the first direct croaing and helped the German warship Transport conversioos of the FF49 were thecndoftheyeartheScaLionlllwas of the North Atlantic by air, and a to account for twenty-eight Allied built by LFG and Sablatnig as well as handed O\'Cr to the RAF. number of widely different aeroplanes \'"'Cb. by the parent company; most of them By this time Supennarine had "-as sponsored to make the attempt Approximately five hundred FF33'1 bad Bz.IV engines initially, but the acquired the services, as chief designer, during 1914. Among these v.·ere t""O v.uc built, details of which arc given in LFG-built V11 is said to ha\-e had a of a young and talented engineer, R. J. Curtiss Amnica Hying-boats, in one of the &mbm 1914-1919 volume in this 126o hp l\iercedes D.JVa and some v.-ere ~1itchell, later to achieve v.-orld-\vide which a former British Na\111 pilot, series. The FFs9 was an interim model, sublcqUC11tly re-engined with Junkers fame as the designer of the S.4/S.5/S.6/ John C. Porte, hoped to compete for the which appeared in 1917 with a L-12 or L-5 ~·-erplants. Operators of S.68 series of Schneider Trophy sea- prize. Prevented from doing IO by the strengthened and refined fu.telage, 1200 pancngcr/mail-carrying FF4gs during planes (ace pp. 116-118) and eventually outbreak of \Vorld \\far 1, Porte rc hp Benz Bz.IV engine and rear-firing the early post-war years included DDL of the Spitfire fighter. One of Mitchell's turned to Britain to rejoin the Royal Parahellum machine-gun; fourteen (Oct Danske Luftfartselskab) of Den first de3igns, however, was concerned Navy, and persuaded the Admiralty to were built. The principal Bz.JV mark, and the German companies DLR not with apccd but with the trnmporta- buy the l\\"O Ameri£a machines. In the powercd version, however, was the (Deutsche Luft-Rcederei), LFG (Lun tion of passengers. This was the Sea USA, the Amtrica design gave rise to the FF49, of which twenty-two FF4gB'1 Fahrzcug GmbH), LL.5 (Lloyd-Luft Eagle, an equal-span three-bay run- later Curtiss H-4. H.112 and H.16 series and two hundred and eighteen FF49C'1 vcrkchr Sablatnig) and Luftdienst phibious biplane \vith a single Rolls- of fiying-boat.s, while in Britain the were completed hy Fricdrichshafen, GmbH. Ro>'Ce Eagle engine driving a pusher Royal Navy, disappointed with the 11 2 I 13 scaworthincaa ofits H.4'1, appointed Sqn introduced, the flying-boats \\"Cre allo \Vithdrew from participation. Known Ncvcrthelcs, during thOIC l\•·o years the Cdr Porte (as he then was) to conduct cated PN (Patrol-Na\<-y} designations initially as Curtiss Navy racers, the air· second CR-3 (refitted with a later D-1 :l a thorough investigation at Felixstowe PN-5 and PN-6 1cspccth-cly, though in craft w~re each powered by a 405 hp engine and redcsignated CR-4 estab Naval Air Station into both the atrength practice they continued to be known by Curti• CD-12 direct-drive engine, a lished a new clOllCd-circuit speed and the hydrodynamic shape of the their original designations until their development of the geared C.12 in· record for seaplanes of 188·078 mph CurtiM-dcsigned hull. The immediate withdrawal from service in 1928. stalled in two earlier Curtiss-financed (302·681 km/hr), and was later used in result \VU the Felixatowe F.1 , a con· Development \VaJ, however, con· competitors built for the 1920 Gordon the training programme for the 1925 vertcd H.4, with Hispano-Sui:r:a engines tinued by the Naval Aircraft Factory, Bennett 1'rophy race. The second Navy US Schneider Trophy team. and an entirely new and fully·Jeaworthy still using the Porte-developed hull as a racer won the 1921 Pulitzer, at Omaha, Meanwhile, the CR-1/R-6 design hull designed by Porte. Extending the basis. This produced two PN-7's (525 Nebraska, at a speed of 176·7 mph had been developed a stage further 10 same approach to the Curtiss H.12, hp \\'right engines and new wing (284·4 km/hr}, and on 3 No\<-cmber that produce a new Navy biplane racer, the Porte evolved the Felixatowe F.2A design), one PN-8 (475 hp Packard year the same aircraft set a DC\•" \\'Orld R2C.1, to compete in the 1923 Pulir:zer (q.D.), which became one of lhe most engines and all-metal structure), one speed record of 197·8 mph (318·3 rncc. Again, two examples were built, successful maritime aircraft of \Vorld PN-9 (as PN-8 but with redesigned km/hr). In 1922 the two aircraft were both at first having a wheeled landing War 1. It survived its supposed replace nacellea and tail surfaces), two PN-10'1 repurchased by the Navy, which in that gear. They \\"Cre powered by 488 hp ment, the F.3, and was in due course (V-12 engines), one Hornet-engined year also introduced a ne\Y system of D-12A engines, with surface radiators followed by the F.5, whose prototype prototype and three Cyclone-engined aircraft designation. Under this system on both sets of\\ings, and took first nnd (N90) undern-cnt acceptance trials in PN-11 's (new, wider hull), and t\\'O the Curtiss biplanes were kno\vn second places, the winner having a ~fay 1918. Plans had been made to PN-12'1 (as PN-10 but one with initially as CF-1 'sand then, separately, speed of 243·68 mph (452· 16 km hr). place lhe latter type in production as Cyclone and one with Hornet engines). as the CR-1 and CR-2. Both \\"ere re· This machine, the ICCOnd of the pair, lhe F.5L, powered by t"'O 400 hp Production of PN-12 \'ariants was fitted with new C0.12 engines and en· \\as abo converted to float gear (as Liberty engines, but the ad\·cnt of peace undertaken by Douglas (t\\-cnty·fi\'e largcd fin and rudder surfaces; the R2C.2 io preparation for the 1924 cawted thcac to be abandoned and the PD-1), Keyatone (eighteen PK-1 ) and CR-2 was in addition given ne\Y Schneider race, while the other \\-:U sold aircraft in fact entered service powered, l\.Iartin (lhirty P?vI-r and twenty-five wings. with surface radiators in~tcad to the US Army as the R-8. Both were like the F.2A before it, with Rolb PM-2). The PK-1 and PM-2 versions of the external Lamblin type fitted lost in cr.uhes, the R-8 in 1924 and the Royce Eagle engines. \YCrc fitted with twin firu and rudders. previously. Curtiss aeroplanes swept tbc R2C.2 in 1926. Meanwhile, however, the US Navy board in the 1922 Pulitzer race, hdd For the 1925 National Air Races, lhc had al.Jo decided to adopt a Libcrty 18, 19 & 20 Curtiss Navy racers near DcllOit, for the first two places US Army and Navy combined their engined version of the F.5, ordering In 1918 Curtiss built for the US Navy \\"Cre taken by a pair of Anny R-6 efforts and ordered three R3C.1 racers four hundred and eighty from the t\\'Ocxamplesofthe ~lode! 18-T\Vasp, racers, developed from lhc Navy design, from Curtiss. Although externally Naval Aircraft Factory at Philadelphia, a 2-scat triplane fighter po\\-cred by a while the third and fourth places went, similar lO the R2C design, these had fifty from Canadian Aeroplanes Ltd of 400 hp Curtiss K-12, forerunner of the respectively, to the CR-2 and CR-1. \vings of improved aerofoil section and Toronto and sixty from Curtiss. Con D-12scriesofengines. The Model 18-T, Up to this point the two Navy racers 610 hp \T.1400 engines, a dC\-clopment struction of these began in April 1918, a landplanc, was remarkable for its h'1d been flown as landplMes, but when of the D-12. In October 1925 the and the first (a Canadian-built machine) extremely clean fuselage, the exterior of the USN decided to enter them for the Anny-piloted R3C. • set up the best \VaJ delivered in the following July. which exhibited an extremely smooth 1923 Schneider Trophy race at Cowes, Pulitzer performance, with a speed of After the Armistice the Canadian order finish due to its outer skin of cross- Isle of \Vight, both \\"ere converted to 248·99 mph (.100·71 km/hr). The three "'U reduced to thirty, and the NAF 1.aminntcd veneer strips and helped it to t'vin-float landing gear and redcsig· aircraft became R3C.2's when fiued completed only one hundred and thirty· set a \\'Orld speed record of 16g mph nated CR-3. Both aircraft were pro "ith floau for the Schneider Trophy seven. The typical Curtisl/FclixstO\\"C (262 km/hr) on 19 August 1918. Jn vided \vith \ving surface radiators, and race later that month, and this event triangular-pattern fin and rudder were modified form the two aircraft were the vertical tail surfaces were further too was \\'OD by the Army R3C.2, replaced during the early post-war entered for scvcra1 post-war races, and enlarged. They captured the frnt two flown on this occasion by Lt 'Jimmy' period by larger-area surfaces compris much of the experience gained with places in the race, though at speeds Doolittle 111 232·57 mph (374·29 ing a quadrant-shaped fin and balanced them was built into l\vo new racing bi· lower than their Pulitzer-winning per· km/hr). In the following year two of the rudder. These surfaces had first ap planes which were completed in 1921. formanccs of the year before. The 1924 trio, both flown by Navy pilots, were peared on two NAF-built F-6L's, These were ordered as official Navy Schneider competition was postponed entered for the Schneider Trophy. ordered originaJ.Jy as part of the F-5L competitors in the Pulitzer Trophy race by the US after all European entries bad These \\"Cre by then known as R3C·3 conlraet. In 1922, when a nC\Y desig· of September 1921, but \YCrc flown in· \vilhdra\•'n, and the two racers \\ere and R3C.~, h&ving been re-engined nation system for USN aircraft \\'U stead by company pilots when the USN considered unlikely to win in 1925. rcspccti~-cly \\ilh a 700 hp Packard 115 2A-1500 and a 700 hp Curtiss V-1550. right il "'llS clear that America, \vilh a 10 Specification 6/26. t.i itchcll'a new \vinner mth a speed of 328·63 mph Unfonun:uely, the R3C-3 sank after an win in 1923 and a moral victory in the design differed from the S.4 dimension- (528·88 km/hr); D'Arcy Greig in the accident during a practice Bight, and 1924 'no contest', stood a strong chance ally, and in having IO\\'·mounted wings S.5 \vas placed third, the t\\'O British its place in the competition \\f3S taken of victory in the 1925 race. Three air \vith aurfaoc radiators, a repositioned victors being '•plit' by Tomaso Dal by the reserve aircraft, the modified craft made up the British team entry for cockpit and all-metal construction. l\iolin flying a l\Iacchi l\l.52bu. \Vag- R3C-2, which was placed accond afier that year: t\\·o Gloster-Napier I l l sea T-.'O S.5's "'CCC entered for the 1927 horn's S.6, flown by Sqn Ldr A. H. the R3C-4 had to \vithdraw. The planes, \vith ;oo hp Lion VII engines, race at Venice, whither they were Orlebar, raised the world speed record R3C-2 is preserved today by the and theaimilarly·po\vercd Supermarinc shipped in the aircrafi carrier Eagle. Of for seaplanes to 357·7 mph (575·7 Smithsonian I nstilution in the National Napier S.4, the laller lO be flown by the these, N219, flown by Flt Ll O. E. km/hr) on 12 September 1929. Tragic Air l\1uscum in \Vashington, DC. 1922 rnce winner, Captain H. C. Biard. \Vorsley, had a direct-drive Lion VJIB a.Hy, at the peak of the excitement and All three were designed lO Air Ministry engine, \vhile N220 (Flt Lt S. N. expense which no'v characterised this 21, 22 & 23 Supermarinc Specification 2/25. The Supermruine \Vcbster) \\f3S fiucd with a geared ver- world-famous contest, Jacques Schnei- Schneider Trophy seaplanes aircran \Vaa the progeny of Reginald J. sion of the same engine. The t\VO air· der died in 1929, in extreme poverty. When Jacques Schneider, a member of l\i itchell, chief designer and technical craft \Yere designated S.5/21 and S.5/25 The rapidly deteriorating economic the famous armaments family, offered director of the Supennarine Aviation respectively; the latter machine \\'On situation in Britain led the government his 25,000-franc trophy• for 'hydro \Voru, and embodied a special high· the race, \vith the former taking accond to announce, early in 1931, that it aeroplanes' - plus a cash prize of speed ,_,jog acction developed al the place, and they "'Cre the only two com- "'Ould not after all participate in that corresponding value - lo the F ~6-ation Royal Aircraft Establishment al Farn petitors to complete the course. During year's competition, despite the prospect Aaonautique Internationale in 1912, borough. The S.4 made its first flight at the contest \Vebster also established a of winning the Trophy outright. How· it is debatable whether he could have Southampton on 25 August 1925, some new world seaplane speed record over a C\-cr, follo\ving the generous donation foreseen the extent of the international months before the Schneider Trophy 100 km (62·1 mile) closed circuit of of £1001000 by Lady Houston, it later feeling and technological advancement race w;u due to take place at Chcsa· 283·66 mph (456·5o6 km/hr). agreed to allow the H igh Speed Flight that its existence would generate in pcake Bay, Baltimore. On 13 Scplem· Aficr some initial dissension, the par- to compete. H urriedly, l\1itchcll refined later years. From 1923, \vhen the US bcr, piloted by Biard, it set up a new ticipating countries agreed that the the S.6's and fitted them \Yith larger Navy 1ponaorcd a team of Curtiss racers world seaplane speed record of 226·6 competition was becoming prohibitive floats - they then became kno\vn as to compete for the T rophy, the chances mph (364·6 km/hr), and \vilh further in terms of cost and of time needed to S.6A'1 - and set about building two of succets by wealthy private com· engine tuning and a more efficient develop ne\v machines, and it was new machines to be designated S.6B. petitors \\'Cre virtually nil, and govern Fairey-Recd propeller its chances for decided to hold the event at l\\-o-yearly These were basically aimihr to the ment participation became the order the race appeared good. Unfortunately intervals. During 1928, the S.5 con· S.6A, but were powered by much of the day. Britain had won the \\1lr· for British hopes il \\1IS lost in America, tinucd lO enhance ill reputation by improved Rolls-Royce 'R' engines interrupted contest in 1914 and 1922, in a crash believed lO have been due lo setting up a new British seaplane speed offering 2,350 hp. America had not rcspccti\'Cly mth the Sop\vith Schneider \ving flutter, the day before the race. record of 319·57 mph (514·2!}6 km/hr). entered a team in 1931, and neither and the Supermarine Sea Lion, but in The Curtiss R3C-2 accu.rcd America's flown by Flt L t D. D'Arcy Greig. But France nor Italy could produce one in the early post·war years the honours second victory in the event, but British t\Vo nC\V machines, known a.s the S.6, time, so that Britain remained the only had gone first to Italy and then the disappointment \\'llS mitigated some "'Crc being dC\'Clopcd for participation competing nation. Unlike America in USA. Two British challenges had been what by the achievement of second in the 1929 contest. Ordered to 19241 however, she had no scruples in conceived for the 1924 event, but the place by one of the Gloster-Napier Specification 8/28, they \Vere slightly allo\ving t.he event to take place, the Gloster-Napier I I sank during tests and machines. larger than the S.5 1 and each '"as 'race' consisting simply of a completion the Condor-engined Supermarine entry Further development of both British po'vercd by a nC\v racing engine, the of the course by one S.68. Flown by Fil was not completed in time. ' Vith three racers took place, in the form of the Rolls-Royce 'R', developing 1,900 hp. LtJ. N. Boothman, al an average speed \vins in any five-year period sufficient Gloster-Napier IV and Supermarine The 1929 race, held at Spithead, of 340·o8 mph (547·31 km/hr). it 'vas for any nation to win the Trophy out- Napier S.5, but due to delays in the atlr.lclcd a strong British contingent sufficient to secure the Schneider receipt of their ne'v 875 hp Lion engines comprising t\Vo Gloster-Napier VI sea· T rophy outright for Britain when no • The Trophy is oC1en, bu1 ioaccuratcl7, ...,. they were not entered for the 1926 con- planes, now mth 1'400 hp Lion V IlD challenger had appeared during the ferttd to in English u the Schneider Cup... test, \vhich \Yas \\'Oo by the Italian engines, t\vo S.6's and one S.5. The l\\'O ensuing five years. The same S.6B, its probably from loo li1eral a translation at iis l\facchi l\f.39. The year 1927 'vas how CIOIStcrs, however, were mthdra-.11 engine developed to produce an OUt· corrrtt Fraich name, C.,.il'ArUl,...\f.nJi.t t.. C\·er marked by the formation of a bcfore the race and one of the S.6's \\-:U standing 2,550 hp, -.111 flo-.11 by Flt Lt ]MftU• .'i tional capacity, for the 1tandard in A.22R liquid-cooled engines, mounted to the RAF in November 19291 and in centre one of the three upper-,Ying fuel terior layout 'vas for 66-72 passengers. on 'solid' pylons but retaining the hori January 1930 No 2og Squadron - the tanks deleted. The Perth - the largest The maximum fuel load of 3,520 Imp zontal tubular support struts. Identified only unit to operate the Iris - w-as biplane flying-boat to acrve mth the gallons (16,000 litres) was an indication as 1-REDI UmbtiW ,\faddauna and formed at ~tount Batten, Plymouth. RAF - replaced the Iris in SCl"\-ice mth of the airaaft's potential range. The 1-ABBN AllssllNiro G11Uhni, they had Only three more Irises were built, No 2og Squadron in 193"1-, and '"hen passengers, accommodated on the main been ordered originally by SA Naviga originally as Iris Ill's mth Condor that unit re-equipped mth Short Singa deck of the three-deck hull, were zione Aerca for operation in the engines. These carried a five•man crew, pores two years later was transferred to offered the travelling luxury of a bar, 1-iediterranean area, but \VCre not after and standard armament consisted of No 204 Squadron until 1937. smoking and writing rooms, lounge and all so used. They w·cre, however, used three 0•303 in Lewis machine-guns, one sleeping quarters in addition to the for a time by the Regia Aeronal/Jiea for each in open positions in the bow, :imid 29 Dornier Do J Wal (Whale) and normal seating facilitiet. Early test experimental flying before being broken ships :ind at the tail. A 2,000 lb (907 kg) Do R Super Wal flights of the Do X IOOn revealed a up. bomb load could be carried. The last \Vhen \Vorld \Var 1 ended in 1918 the ICrious engine problem: the inadequate Iris III had an enlarged cockpit in the German Zcppelin-\\'crke at Lindau, cooling of the six rear-facing Jupiters. 28 BlackbW"D Iris and Perth bow, in which was mounted a 37 mm headed by Prof Claude Dornier, had A solution was found by substituting a Although the majority of flying-boats C.O.\\'. gun instead of the standard under construction a t\vin-engined all completely new installation of twelve employed by the Royal Air Force 0·303 in \veapon. All three production metal Oying-boat known as the Gs I. liquid-cooled Curtiss Conqueror en bel\veen the two World \Vars were of Iris 111 aircraft \vcre later fitted 'vith After the Armistice the design was gines; at the same time, replacement of Short or Supennarine design, the 825 hp Rolls-Royce Buzzard l l~IS modified for commercial operation, and I.he over-,ving and 'solid' pylons by an Blackbum Aeroplane and Motor Co Vee-type engines, in 'vhich form S 1263 it first fle\v on 31 July 1919, but the open, atrutted structure reduced the produced small quantities of l\vo three and S 1264 'vere redesignated Jris V and terms of the Armistice prohibited total wing area by 32·2 aq m (346·6 sq engined types, each of which ,vas, in its St 593 became the Iris VI. (The Iris 1\1 German manufacture and the Gs J \\-aJ ft). On 2 November 1930 the Oying time, the largest flying-boat to acrve 'vas the original prototype, N 185, \vi th sunk at the Allies' request in April 1920. boat left Fricdricbshafen for a world mth the RAF. The first of these, the an experimental installation of three Similarly the completion of two g-scater mde demonstration tour which took it Iris, \\'aJ indeed the first large aircraft 700 hp Armstrong Siddeley Leopard Gs I I developments \val banned, but by way of Amsterdam, Cahhot, Bor of this type to be built by Blackbum, radial engines, the centre one driving a bel\\"CCD them the two designs provided deaux, Lisbon, the Canary Islands, whose only other venture into this area pusher propeller.) the basis for a subsequent German flying Bolama, the Cape Verde Islands, of aircraft design bad been the small, The Iris VI paved the \vay for a boat that was to become 'Yidely known. Fernando de Noronba, Natal (Brazil), aingle-se."\t N1B and Pellet. The lntter slightly larger version, kno\vn as the This was the Do J, or \Val, whose Rio de Janeiro, Antigua and Miami to 'vas an unsuccessful civil design, built Perth, 'vhich 'vas produced as an Iris prototype fie'" for the fint time on 6 NC\v York, \vhere it arrived on 27 for the 1923 Schneider Trophy race, replacement in response to Air }..fioistry November 1922. Restrictions on Ger August 1931. Some of the time during \Vhich crashed on its first attempted Specification '20/23. Four Perths were man production ofsuch an airaaft \\-Cre the 10-mooth trip was taken up mth take-off. The design of the Iris, to Air built, of which the first example still in force, but Dornier bad circum ~in, after fire had burnt part of the ?.1inistry Specification 14.'24-, began in (K358o) was flown in 1933. Po"-crcd vented these in 1922 by establishing an \Ying at Lisbon and the hull had sus 1924. The prototype (N185) was by Buzzard engines, the Perth had a Italian company, Societa di Cost tained damage when taking ofT from the powered by three 650 hp Rolls-Royce superior performance to the Iris Ill ruzioni l\fcccaniche di Pisa, at !\farina Canaries. Afier its return to Germany Condor llIA engines, had a wooden \Vhich included a maximum speed of di Pisa, to build its products under the Do-X1 wu owned briefiy by hulJ and \vas Oown for the fint time in 132 mph (212 km/hr) at sea level, a licence. (This company became a Fiat Deutsche Luft Hansa before being 1927. Io this form it \vas designated ceiling Of I 11500 ft (3,505 m) and a subsidiary in 1929, and changed its transferred to the DYL (Deutsche Iris I, but \vas rebuilt as the Iris II maximum range of 1,300 miles (2,og2 title in 1930 to Costruz.ioni ?.ieccaniche Venuchsanstalt fllr Luftfahrt) for ''-ith a metal hull, taking part (as the km). Cre'v complement and bomb load Aeronautiche SA (C.~iASA. ) ?\lore experimental work. Eventually it went fuigsbip1 in an Ri\F 'Baltic Cruiac' of remained unch;i.nged, as did the dors:il t1Wt 150 \Vais were built in Italy, in on display in the Airaaft lVfuseum in various flying-boat types later in the and tail armament, but fully-cnclOlcd cluding a number by Piaggio. Fint 120 12 1 customer for the \\'al was the Spanish period. T""O C~iASA-built aircraft to have been built at Friedrichshafc:n, mid-upper fuselage and in the rear of Navy, whOIC initial order, for six with (N24 and N:z5 were purchased by of which six were delivered to Deutsche the over-wing engine nacelle. On racks 300 hp l fllp&no-Suiza engines, was Non•'llY 1n 1925 for Roald Amundsen's Luft Hansa: one t"~n-Condor-cngined attached to 1hc inner wing bracing completed in 1923. Overall production attempt to reach the North Pole by air. machine. one w;th four t50 hp Lions struts a variety of small bombs, up to a ofthe \.Val touUed about three hundred The former aircrafi had to be aban and four \vith licence-built Jupiter maximum load of 11410 lb (6.to kgl, aircraft, produced in a multiplicity of doned after reaching 87° 43' N, the engines. Six other Jupiter-engined air could be carried. Some Z.501 's saw variants \vi th a tcore or more of alterna farthest north then reached by aero craft 'vent to the Italian operator action in the Spanish Civil \Var of tive powerplants and \ving spans rang plane, on 21 ~lay 1925; N25 was later SA.~A; t\vo to Severa Gmbh (the proto 1931>-:39, and a small number was pur ing from 73 ft 10 in (22·50 m) to purchased by Englishman F. T. type and one with two 8oo hp Packard chased by Rumania in 1937-38. 'wVhen 8g ft 2f in (27·20 m), which makes a Courtney, re-registered G-EBQO and engines); and two to Stout D & C Air Italy entered \Vorld War 2 in June detailed record virtually impossible. refitted at Pisa \vith 450 hp Napier Lines with four 525 hp Pratt & \.Vhitoey 19.J.O there \Vere two hundred and l\VO The Dornier company itself began Wal Lion engines for an attempted trnns liornct radial enginM. A military ver Gahbianos serving with the Rtgia Atro production in 1932, at Friedrichshafen, Atlantic flight. After two failures it was sion, \vi th four inline engines, \Vas placed naulita, equipping seventeen maritime and other manufacturers included resold to Gcnnany where, as D-1422 in production by CASA in Spain io reconnaissance squadrons and a num CASA in Spain (forty), Aviolanda in Amundu11 IVal and fitted with 6oo hp 1928, but it is not known how many of ber of other units. The type was still in Holland (about the same number) and B!\l\.V ·v1 engines, it was successfully this version \\'Cre built. service at the Italian armistice in Ka\\"aSaki in Japan lhrce1. flo\vn to Chicago via Iceland, Green September 1943, and continued to In 1933 C~IASA built a vcnion land and New York by \.Volfgang von 30 CRDA Cant Z.501 and Z.5o6 operate in limited fashion thereafter kno"'Jl as the ~farina fiat ~lF.5; Grunau between 2<>-26 August 1930. After acquiring the ' 11mphibians of Sikorsky design.) Pan ning of t 9251 to improve directional Airways required a new Acct of airttaft of mail to be carried. Altogether, thirty· American began regular lrans-Atlantic control, the Cockle was given a much capable of carrying large payloads at one of the S.23 version were built, three services, with Boeing 314 flying-boats, cnlarged fin and rudder of a new and high cruising speeds between the additional aircraft being built and on 23 ~lay 1939. taller shape and horizontal tail surfaces countries concerned. The airline's delivered early in t938 to join three of increased chord. Six months later, Tcchn.ical Adviser, Major R. H. Mayo, others which \Vere transferred to 38 Short Cockle having failed in two attempts to obtain drew up a specification for such an Qantas in Australia. The operational The first all-metal-bull flying-boat ever :i civil Certificate of Ainvorthincss, the aeroplane, and Short Brothe.rs Ltd at success of the 'C' class, however, wu built, and at the time the smallest also, Cockle was handed over to the Air Rochester were asked to build it. not achieved \vtthout setbacks, for the tiny Cockle \Vas a single«:at mono- Ministry on loan for trials at the Marine Demand for the aeroplane left no time during their first two and a half years of plane which brought to the realm of the Aircraft Experimental Establishment at for a normal prototype development operation no fewer than eight were lost seaplane a new fonn of construction Felixstowe, replacing its civil identity programme, but Imperial Airways' in fatal crashes - though in most cases first heralded by the Short Silver Streak (G-EBKA} \Yith the RAF serial Nt93. faith in the design by Arthu.r Gougc's the aircraft's design \Vas not at fault. landplane four years earlier - a circular- The:!'. f AEE was appreciative ofthe ant.i team was such that it ordered a Beet of Nine examples of a 'heavyweight' ver f ramed fuselage covered with a stressed corrosion qualities of the hull, but takc twenty-eight aircraft, at a total cost of sion, the S.30, were built, eight of these skin of dura!um.in sheet. This construe- off difficulties were still being encoun £tf million, 'off the drawing-board'. having 8go hp Bristol Perseus XllC tional appro:ich was to receive its first tered and it was returned to Rochester Many of the essential features (includ- engines and a gross weight of 48,000 lb operational application only a few in August 1926. Herc a pair of Cherub ing the Gouge flaps which, when (2t,772 kg} or 53,000 lb (24,040 kg). years later in the much larger Singapore II engines \Vere installed, but again the extended, increased the \ving area by The four of the latter weight, equipped and Calcutta Aying-boats. Cockle \V!lS unlucky, for one of them 30 per cent} \Vere scale-tested on the for in-Bight refuelling, were intended Apart from the obvious advantage of misfired during the ftrst attempted take Scion and Scion Senior or in test tank for trans-Atlantic operation. This meta! over \vood in durability, it also off on t4Junc t927· A succcssful Aight and wind tunnel, but nevertheless the follo,ved experimental long-distance eliminated one of the major drawbacks \vas, ho\vcver, achieved three days later, S.23 flying-boat \vas the largest Rights in t936"-37 by the S.23 'boat of the wooden-hulled Aying-boat - its and in subsequent tests the Cockle passenger-carrying British monoplane Cak®nia (C-ADmi}, equipped with natural tendency to soak up large clocked 73 mph (t 17·5 kmfhr). But this at that time to have been put into \vide- additjonal fuel tanks; aerial refuelling quantities of \vater, which not only was almost its last ffjght, for the Air scale production, and some of its design tests were conducted with Cabct (the affected performance by adding to Lhe Ministry then purchased the machine features could only be evaluated when only Pegasus-engined S.30) and Caribou 130 131 in spring r939, and these two 'boats Model 130 resulted from the same seats or 6 sleeping berths, and the perennial problem of increasing the inaugurated a regular trans-Atlantic specification to which Sikonky had lounge seated 12. Since the long range and payload of its aircraft with service on 8 August, making eight evolved the S-42. Unlike Lhe Sikonky distance payload was only 12 passengers out a corresponding .acrifice in per return Rights in the four \\feeks before design, ho\vever, the Martin 'China alt0gether, one can appreciate the formance. R~ning on the basis that the outbreak of \Vorld War 2. Produc Clipper', as it was to become known, declaration by one American observer a large proportion or an aircraft's gross tion of the 'C' class was completed with truly possessed the long overwater that passengers 'rattled around in the weight is taken up by the fuel load two designated S.33, which were capability that the airline required. vast expanse of hull in a degree of necessary for taking off and climbing to essentially similar to the S.23; comple PanAm's planned trans-Pacific route comfort never known before'. its cruising altitude, be conceived thr tion of a third S.33 \\13S abandoned in Lo the Philippines was San Francilco Proving flights were made in late idea of a composite - one aircraft. 1940. The 'Empire Boats' had an event Honolulu-Midway Island-Wake ls 1935 and early 1936, China Clipf>lr carrying the payload, mounted pick-a ful \vartime career, Hying much of the land-Guam-?.ianila, the five stage making the first-ever commercial double back fashion on top of a second time on sectors of BOAC's 'Horseshoe lengths being, respectively, 2,410, crOS$ing of the Pacific between 22 machine which would contribute the R oute' via East Africa and India to 1,38o, r ,26o, 1>450 and 1,550 miles November and 6 December 1935. The fuel and most of the necessary JlO'"er Awtralia. Two S.3o's and two S.23M's (3,88o, 2,220, 2,030, 2,335 and 3,220 full, regular trans-Pacific J\.l-130 service for the take-off and initial climb. His (for ~Iilitary) operated with No 119 km). To acc:omplish this it required an opened on 21 October 1936, the flight idc::u, 'vith Air J\.iinistry approval, were Squadron of the RAF, three being lost aircraft with a non-stop ra.nge of 2,500 spanning five days and occupying a put to Short Brothers Ltd for imple during the war. J\.Iany of the BOAC miles (4,025 km) carrying 12 passengers, total of 6o hours actual flying. By 1g.~o mentation, and design \\fork on this machines, including Lhree on loan to the which even by mid-193os standards was (Hawaii Clipf'tr having been lost at sea) project began prior to that for the S.23 RAAF, were lost during war service, hardly an economic payload/weight the surviving pair of J\.I-13o's had 'C' class flying-boats. The composite but thirteen of the class survived the ratio. While the routes were being sur accumulated some 10,000 flying houn designs \Vere designated S.20 and S.21, war. By then they had been refitted with veyed in 1935 by S-42B, Martin was each - equal lO an average daily the former being a comparatively small, with 1,010 hp Pegasw 22 engines. They building three ?.i-130'1, which in utilisation of 5i hours - and had flown four-engined, twin-float seaplane continued, in diminishing numben, to service were named China Cli/>fltr 12,718,200 passenger miles (20,467,930 (G-ADHJ t.fucury) and the latter a serve for a further two years, but all had (NC14716), PhilippintClippuand Hawaii passenger-km) in addition lO express large four-engined flying-boat been withdrawn by the end of 1947. Clipper. Of all-metal construction, the and mail flights. In 1942 they were (G-ADHK Maia). Afaia was essentially One additional flying-boat, the S.2 r M-130 had a two-step hull, the upper impressed for war service as US Navy similar in design and construction to Maia, was built lO essentially the same portions of which were clad in corru transports, though not given a Naval the subsequent S.23 'boats, the most design as the 'C' class. This formed the gated duralumin sheet, and sponsons designation. China Clipper was '"recked noticeable differences being a broader lower component of the Short-Mayo (sometimes called 'sea wings') were early in 1945, shortly after the tenth hull beam, with a wider flare at the composite aircraft, which is described fitted to the bull sides at cabin floor anniversary of its first flight, when it bo\v, more \videly-spaced outer engines separately. level. These aerofoil-shaped surfaces struck an unlit boat during a night and increased wing and venical tail Three examples were alto built or the fulfilled a dual function: they helped lO landing. area. Above the \.,,jog centre-section a larger S.26 'G' class (G-AFCL Goldrn stabilise the aeroplane while resting or An even larger flying-boat than the trapeze-like structure \\13S attached, on Hind, G-AFCJ Golden Fktct and manoeuvring on the \Valer, and served M-130 was built by ~fartin in 1937. to \vhich the Mtrcwy seaplane was G-AFCK Goltkn Horn). With four 1,38o aho as storage areas for nearly half of T his was the Model 156, whose design lowered by a hoist. When flown hp Bristol H ercules IV engines and a the flying boat's 3,8oo US gallon ( 14,383 foUowed closely that of its predecessor separately, Merc"'7 had a gross weight gross weight of 73 ,500 lb (33,339 kg), litre) fuel load. R etractable platfonns except for the provision of twin fins and of 15,500 lb (7,031 .kg), but when air they \Vere ordered for non-stOp services were built into the leading-edge of each rudders. Powered by four 1,000 hp launched from Aloia this could be in across the Atlantic but were instead wing on either side of each engine \\'right Cyclone engines, it could creased by 5,300 lb (2,404 kg) - a impressed for RAF service as armed nacelle, to provide access for servicing accomodatc 33-53 passengers (com dramatic indication of its potential for VIP transports. Two were lost during the engines, two of which were com pared with a maximum of 52 in the carrying heavier payloads. The t\vo air the war, but Goltkn Hind survived until pletely changed every three trips. The J\.f-130) and had 3 gross \Yeight Of craft \verC lint flown separately, Afaia 1954, when it was \\frecked in harbour flight crew of five comprised captain, 63,000 lb (28,576 kg). for the first time on 27 July 1937 and by a storm. first officer, radio officer, flight engineer Mtrany on 5 September. The first flight and steward. AA of the flight deck, in 41 Short.-Mayo composite as a composite \Vas made on 20January 40 Martin M-130 order, were t.be forward passenger com- This remarkable experiment \vas in 1938, and the first air launching of Second ofthe huge trans-oceanic flying- partment, lounge and two rear passcn- spired by Major R. H. ~iayo, Technical Mercury from Maia on 6 February. On 21 boats used by Pan American Airwayt ger compartments. Each passenger Adviser to Imperial Ai.rn-ays, as a J uly 1938 the composite made its first Syttem between the wan, the ~iartin compartment could accommodate 8 solution to the airline operator's commercial flight, ftftrany separating 13 :1 133 over Foynes in Ireland and flying 42 H einke! H e 59 were given a reinforced nose mounting rure, and under the design leadership of non-stop to l\.lontrcal in 20 hr 20 min Intended originally for the torpedo a movable 20 mm MG FF cannon. Dr Ing Richard Vogt this company pre with a nominal payload of 6oo lb (272 bomber/reconnaiss:ince role, and de Subsequent production versions in pared a design, the Ha 139, to meet the kg). For lake-off and flight together, all signed at a time when the secretly cluded the He 591J-3 (a long-range DLR requirement. The first of these, four engines in each aircraft were used, forrning Luftwaffe was still very much in reconnaissance model, buih by the the Ha 139V1 (D-A!\IIE, named but Mm:ury's control surfaces \Yere an embryo state, the Heinke! He 59 \Vatter Bachmann company and omit· Nordmur - North Sea), \VllS completed locked until it separated from A-faia. On stayed in service, performing a variety ting one of the 7·9 mm guns) ; the in 1936 and delivered to the airline in 6 October 1938, refined \vith 370 hp of duties, for more than ten years. All He 59C-1 \vith a 'solid', rounded nose, l\1arch of the following year, together Rapier V I engines, /t.ftrcury '"as air production H e 59'1 were floatplanes, also employed for t"CCOnnaissance or ,yjth the Ha 139V2 (0-,AJEY Nortlu:ind launched after n take-off from Dundee although when designed by Reinhold training; the unarmed air/sea rescue North \Vind). Between mid-August and and made a 6,0+5 mile (9,728 km) non l\fewcs in 1930 provision had been He 59C-2, which carried six dinghies the end of November 1937 these t\VO stop flight to the head of the Orange made for the aircraft to operate from and additional radio; the H e 590 air aircraft, operating from the MSS River in South Africa which established either wheels or floats and the second crew trainer and H e 59E-1 torpedo &hu:ai>tnlantl off the Azores and Friatn· a new international distance record for of the t\vo prototypes \Vas indeed com trainer; and the H e 59E-2 photographic fond off Long Island, made seven seaplanes. Pilot of /lfaia during the pleted as a landplane. This aircraft reconnaissance venion, of which sLx experimental return crossings of the July 1938 trans-Atlantic flight \\'35 (D-2215) \Yas the first of the type to fly, "·ere completed. Some He 59D's, filled North Atlantic bet,veen Horta and Captain A. S. Wilcockson, one of in September 193r; it was followed by out ,yjth apecial radio equipment as NC\v York. They carried a four-man Imperial Airways' senior officers, \vho the t\vin-float prototype, D-22 t 4, in the navigation trainen, '"ere designated ere'" and a 1,058 lb (48o kg) payload. had also commanded the 'C' class folJo,YingJanuary. In the spring of 1932 H e 59N in this form. During World The North Atlantic trials revealed a flying-boatCa/tck>nia on the first Atlantic production was initialed with an evalua War 2, until their replacement by few shortcomings in the design, notably crossing by an aircraft of that type on tion batch of fourteen He 5gA float Dornier flying-boats in 1g+3, He 59's in the cooling of the engines and in 5-6 July 1937. In command of J.ftrcury planes and a generally similar batch of remained active on a variety of duties directional stability. i\iodifications to on its trans-Atlantic and South African sixteen He 5gB'1, all of \vhich were un which included those orCOn\ 'OY shadow rectify these faults "-ere made during flights \vas Captain D. C. T. Bennett, armed and carried a Cte\v of two. ing, mine-laying, coastal reconnaissance the winter of 1937-J8, from which the later to achieve even greater fame dur The first armed version \YaS the H e and transport as \veil as in a training aircraft emerged with the original cir ing World War 2 as the RAF officer in 59B-r, in which a single 7·9 mm ring capacity. cular fins and rudders replaced by ne\v charge of Bomber Command's 'Path mounted MG 15 machine-gun was in surfaces of different shape and greater finder' Force and as the post-war head stalled in an open cockpit in the nose; 43 Blohm und Voss Ha 139 area. A third prototype (D-ASTA of British South American Airways. similar guns were installed in dorsal and In so far as it is possible for a large, four- Nortlsttrn North Star) \WS delivered Although there was no serious doubt ventral positions in the four-seat H e engined aeroplane to look attractive, to DLH in 1938, this being somC\vhat about the sucCCM of the Short-l\.1ayo 591J-2, in \vhich glazed positions '"ere when it has plank-like gull \vings, a larger overall and having the restyled pick-a-back experiments, the advent of introduced in the nose and ventral step st.rut-braced tailplane with twin fins tail surfaces and such other improvc- flight refuelling techniques and the in for bombardier and gunner. Weapon and rudders, and is mounted on two ments as lower-mounted engines and tervention of war, '"hich spurred the load comprised a single torpedo or large Roats, the Ha 139 probably much smaller attachment fairings evolution of long-range aircraft inde up to 2,204 lb ( r ,ooo kg) of bombs. rept"CSented the best compromise pos- between the Roats and the wings. Luft pendent of such assistance, rendered Large orders were placed for the B-2, sible in the late 193os between opera- Hansa gave the designation H a 13gA to further exploration of the concept un which went into operational service in tional considerations and aerodynamic the first two aircrafi, referring to the necessary from a commercial viewpoint. the Spanish Civil \Var from 1936, and cleanliness. Deutsche Luft H ansa made Ha 139V3 as the Ha 139B. Nevertheless, the idea did reappear a proportion of these \YCre undertaken lmo\YD in 1935 a requirement for a new All three floatplanes were in opera during '\>Vorld \'Var 2. Shorts and Ha\v by the Arado company. (One Arado cornmcrcial floatplane, capable of tion before the end of 1938, at first on ker prepared plans for a Liberator/ built B-11 \~-as used in 1937 to flight-test flying across the North and South further experimental flights over the H urricane composite for Atlantic con the nose section of a ne\v and larger Atlantic after being launched by cata· Horta-Ne'v York route and later on voy protection, which \\"Cte not put into nvin-float seaplane, the He 115. A pult from German depot ships, but regular South Atlantic services between effect, but in Germany the Luftu:aff• descriplion of the He 115 appears in capable also of taking off from and Bathurst, Natal (Brazil) and R ecife. made limited use ofFw 190 and Bf 109 the Bombn-s 193g-45 volume in this landing on rough \Wier if necessary. The one hundredth crossing (forty over fighters mounted pick-a-back on un series.) The He 59 \Yas first used in Two years earlier the Blohm und Voss the North Atlantic and sixty over the manned Ju 88 bombers packed with Spain for night bombing, but a later shipbuilding company had set up an South Atlantic) \YaS made in June 1939. explosive for release as Mi.sit/ (l\fistletoe) application was in the role of anti associate company, H amburger Flug- A projected maritime reconnaissance- pilotless missiles. shipping aircraft, for which some B-2's zcugbau GmbH , for aircrafi manufac- bomber development was not proceeded 134 135 with, but upon the outbreak of \'Vorld on the water were below cxpectations, and only production model .,..as the which was then in production. T wo \'Var 2 the three DLH Ooatplanes and and no additional machines were built. ~1DR-6A (g6o hp ~1-63 engines), of American manufacturcn, Consolidated their crews \\'Cre imprctSCd for military Through one of the quirks of ill which fifty \\'Crc built between 1939- 41 and Sikorsky, submitted prototype service and the H a 139V3 underwent founded intelligence information the for the Soviet Navy; they were re designs (XPB2Y-1 and XPBS-1 respec extensive coovcnion for the reconnais name of Chetveri.kov became more designated Cbc-2 during their \\'1rlimc tively) to meet this requirement, of sance role. The principal ahcrations in widcl>· knO\m during \\'orld \\'ar 2 as service. Of plt'3Sing but con\'entional which the former made ill first Aight on volved the pl'O'>Uion of a glazed o~r the designer of a twin-engined Aying appearance, the :0.10R-6A "as an all 17 December 1937. Powered by 1,050 vation station in a lengthened nose, the boat called ARK-3. He was indeed its mctal Bying-boat with a two-step hull, hp Prau & \\'himey XR-1830-72 T'vin substitution of larger, roughly-triangu designer, but, contrary to the Allies' single fm and rudder, ~harp-dihedral \\.'asp engines, lhe XPD2Y-1 incorpora lar fin and rudder rurfaccs, and the belief that it 'vas in wartime service cantilever wings with over-mounted ted a number of PDY design features, fitting of an unwieldy external structure with the Soviet Navy, only l\\'O proto engines and non-retroclllblc 11J1b1lising notably ill all-metal construction and for dc-gaussing magnetic mines. In this types were built, both of which had floats at slightly less than mid-span. It retractable wing-tip Aoats. The deep, form, in 'vhich it wiu first Aown on 19 been lost more than a year before the was armed with bow and dorsal capacious two-step hull could accom January 1940, it was redesignated Ha war began. I ntcnded for \\'Cather recon turrets, the former mounting a 7·62 mm modate a 10-man crc\v, and a maxi 139V 3/U 1. All three aircraft ,.,.ere naissance and supply duties in the ShKAS machine-gun and the lallcr a mum bomb load of 12,000 lb (5,443 kg) pressed into emergency U$C as LranS Ru.uian Arctic, the ARK-3-1 first pro 12·7 mm UBT gun. ~faximum lpccd could be carried. Dcfensh c armament porll during the invasion of :Nor...ay totype Acw at Sebastopol during 1936, at 16400 ft (5,000 m) \YaJ 224 mph comprised single o· 50 in guns in the later in 1940. powered by two 710 hp l\f-25 radial (36o km/hr). Chctvcrikov Inter evolved bow turret and tail, and a pair of 0·30 engines. Later, after some minor a number of t\\m-finned prototype in guns firing laterally from hatches 44 Chetverikov ARK-:J structural improvements, it set a world developments "ith ~fDR-6B designa amjdships. Development A)ing \\11.S Although he was concerned for nearly altitude record for seaplanes by rcach- tions, some of which were improved ao somewhat prolonged, mainly due to the two decades with the design of water- ing 30,151 ft (9,190 m) on 25 April much in their hull design ns to be pronounced lateral instability of the borne aircraft in the Soviet Union, the 1937. The ARK-3-1 had a maximum virtually new aeroplanes; but he seemed original design. Attempts to rectify this \vork of Igor Chetvcrikov remains range of 1,865 miles (3,000 km), a factor to have concentrated on their aero resulted first in oval auxiliary fins to comparatively little lolo\vn even today. which undoubtedly helped to inAuencc dynamics to such an extent as to neg supplement the original single fin and In 1930 he joined tl1e TaK.B (Central the Soviet Navy in placing an order for lect their hydrodynamic chnracteris rudder, then in the adoption of l\vin Dcaign Bureau of the Avialrust), for five pre-production aircraft adapted for tica, and their poor water performance endplatc fins and rudders of circular whom his first design was the ambitious maritime reconnaissance duties. These brought about their rejection by the shape. Other modifications to lhc pro but unsuccessful four-engined MDR-3 rcquiremcnll '"ere rcAcctcd in the Soviet Navy. Before ill closure in 1948 totype included doubling the distance flying-boat. Flight trials of this machine accond ajrcraft, the ARK-3-2, 80"11 in the Cbctvcrikov design bureau pro between the fint and second steps of the took place during Ilic second half of ~fay 1938, which bad ~1-25A engines duced tlircc prototypes of a final design, hull. By the time that the US Navy 1932. It underwent cxtcmivc redesign of greater po"-cr and turrets instead of the T A-1 amphibious commercial trans ordered six PB:i Y-2 production aircraft (not by Chctvcrikov, who had by then open poaitions for the 7·62 mm guns in port. Designed to carry 8 pasacngers, in ~fan:h 1939 Consolidated had made left the TsKB) to re-emerge in 1934 as the bow (l\\'O) and dorsal poaitions it was J)O"-crcd by two 700 hp ASh-21 further extensive redesigns. The circu the thrcc-cngined ~IDR-4. Two proto- (one). Provision was made for an under- radial engines which gave it a maxi lar fins and rudders were replaced by typcs (which both crushed) and fifteen wing bomb load of up to 21204 lb mum speed of 199 mph (320 km, hr), broad-oval units similar to those of the produclion examples were completed, (1 1000 kg). Unfortunately for the and was first flown in July 1947. How B-24 Liberator, the hull had been made but were scarcely more successful than ARK-3's prospects, however, structural ever, this design also exhibited poor considerably deeper and the original the original design. H is next effort, failure caused the loss of the first proto- handling qualitjes and no orders were Slcp beneath the bow turret had been developcd and builtbythecivilaviation type on 14 July 1937 and the second received. eliminated in a new, 1moothly-con c.'tperimcntal organisation OSGA, exactly n year Inter, and the order for tourcd nose design incorporating a ball 'vhere he was then employed, was the five pre-production aircraft was can· 45 Coll50lidated PB:tY Coronado type turret. The number of crew OSGA-101 submarine-borne flying- celled. The Coronado resulted from a require members was decreased by one, despite boat, a small ainglc-cngined (100 hp) Chetverikov did, however, design at ment drawn up by the US Navy in 1936 an incrcasc in the armament to a total aircraft lint flow11 in July 1934. A least one successful flying-boat, one for a long-range maritime reconnais of sbc 0·50 in guns. Dcli\'cries of the slightly smaller machine, known as the which, incidentally, did serve during sance flying-boat, powered by four PB2Y.:z, to Squadron VP-131 began on SPL, was then built as a production \Vorld \'Var 2. This was the ~1DR-6 , engines and having a performance and 31 December 1940, these ajrcraft being prototype, but although it performed powered by l\VO 730 hp ?.i-25E radial load-carrying capabilitr c\·en greater used primarily for experimental .,.·ork. quite '"ell in the air its characteristics engines, which Bew io mid-1937. first tlian that of the twin-engined PBY In No\'cmber 1940 an initial order \\'ll.S 136 137 placed for the PB2Y-3 model, for which misaioned by the US Navy in October complettd as PBY·sA amphibians, and ~1cxico, at which time Nationalist the si.'th PB2Y-2 was modified 10 set\·e 1933 for con1parative C\-aluation u an additional one hundred and thirt)' China, Dominica, Indonesia and Peru as prototype. Principal changes were patrol Aying·boats. Isaac ~[. L:iddon's four were ordered to PBY-sA standard. still used the type for search and rescue, the substitution of 1,200 hp R-1830-38 design for the Consolidated Aircraft Tw'Clve later became RAF Catalina and France and Israel retained a fC\v engines, addition of two more 0·50 in Corporation showed extremely clean Ill's, and t\\'Clve more w'Cre included in for miscellaneous dutiCl. Although the guns, and the provision of self-sealing lines, particularly in its near-cantilever the Dutch contract. Seven hundred and Catalina \VU clearly not an especially fuel tanks and armour protection for the wings, which '"ere mounted on a pylon fifty-three PBY-5's \vere built and seven economic type for commercial services, CtC\V which raised the gross weight to above the hull and had stabilising hundred and ninety-four PBY-5A's, its other advantages led to its use in such 68,ooo lb (30,844 kg). The PB2Y-3 Roat.a which retracted to form the wing· fifty·six of the latter being completed al'C3$ as the Amazon basin and among remained in production unul the tips when in Aight. The XP3Y-1 (serial as OA-10'1 for the USAAF. Lend· the island group1 of south-east Asia and autumn of 1943, by which time t\\'O number 9459) AC\v for the fint time on Lease supplies to Britain included two Australasia. As an example, the six hundred and ten of this model had been 21 ~iarch 1935, pm--cred by two 825 hundred and twenty-five PBY-5B's O\med by Panair do Brasil until its dis built. Ten ofthese, designated PBlY-3B, hp R-1830-s+ \\lup engines, and later (Catalina IA' and ninety·'4:Ven Cata· solution in February 1g65 w-cre were aupplied under Lend-Lease to the that year (after a change to the 'Patrol Jina IVA's with ASV radar. Production operated very successfully as 22-p:uscn· RAF; intended originally for use by Bomber' designation XPBY-1 ) sixty continued \vith the tall-finned Naval ger transport.a along the Amazon river. C.Oastal C.Ommand, they were actually production PBY-1 's were ordered. Aircraft Factory PBN-1 Nomad (one By 1970, however, very few military or ~mplo}td as freighters by No 231 These could carry up to 2,000 lb ('l07 hundred and fifty-six, most of which civil Catalinas remained in service. Squadron of Transport C.Ommand. kg) of bombs, and were armed with went to the USSR) and the similar The USN designation PB::tY·3R \vas four 0·30 in machine-guns. Delivery of PBY-6A amphibian (two hundred and 48 I.tecoere 300, 301 and 302 applied 10 thirty-one other C.Oronados the XPBY-1 \VU made to Squadron thirty-five, including sevcnty·fi~'C The Late 300 fiying·boat, intended for converted in the USA as 44-scat un· VP-11 F in October 1936, and was USAAF OA·10B's and forty-eight for commercial mail-carrying acroa the armed transports with 1,200 hp follow'Cd shortly afiCJ'\\-ards by the fint the USSR . Canadian Vickers-built South Atlantic betw'CCll Dakar and R-183o-g2 '10\v altitude' engines. Some production aircraft. Fifty PBY-2'1 amphibians \\'Cnt to the USAAF (tw-o Natal (Bra:i;il ., was designed as one of PB2Y-3'1 in service as maritime recon followed in 1937-:J8. and in the latter hundred and thirty OA-10A's) and three prototype competitors to meet a naissance-bombers were equipped with year three PBY-3'1 and a manufacturing Royal Canadian Air Force (one French Air ~linistry specification issued ASV radar in a fairing just behind the licence \Vere sold to the USSR. The hundred and forty-nine, named Caruo). in 1928. Registered F-AKCU, the sole pilou' cabin, but during 1944 the Soviet version, designated CST, '"as Boeing-Canada production included example made its fint Bight during Coronado began to be replaced in the powered by ~i-62 engines. Orders for l\vo hundred and forty PB2B-1 's (ma1tly 1931, but in December of the same year palrOI role by ~avy Liberator land· the US Navy continued 'vith s~ty-cix as RAF Catalina J\'B's), seventeen sank in the Etang de Berrc near ~hr· planes. A conversion similar to that PBY-3'1 (R-183o-66 engines) and RCAF Catalinas, fifty taJJ.fmned seillcs. Early in 1932 it \\'33 ialvaged, resulting in the PB2Y-3R was applied thirty-three PBY-4's (1,050 hp PB2B-2'1 (RAF Catalina VI and and \\'33 then rebuilt, re-registered (as to a number of other PB2Y-3'1, result R-1830-72'1), the latter introducing the fifty.five RCAF Cansos. Total US/ F-AKGF), re·Aown (on 7 October 1932 ing in their redesignation as PB2 Y ·5, prominent waist blistcn that charac· Canadian production of PBY models and given the name Croix du Sud. The ·5R patrol bomber or ·5H ambulance tcriscd most subsequent versions. The was three thousand two hundred and name was soon to become famous, for aircraft. They \>'Crc fitted \vith RAF rcccived one Model 28-5 for ninety, to which must be added several on 31 December 1933, piloted by R-1930-92 engines, and a substantial evaluation in July 1939, resulting in an hundred GST's built in the Soviet Capitaine de C.Orvette Bonnot, the incrcue in fuel tan.kagc enabled the ·5 order for My aircraft similar to the Union. fiying·boat took off from the lake a1 and -5R models to carry an 8,ooo lb US Navy's PBY-5. which had 1,200 A prominent ocean-going palrOI and Berrc to Ay non-stop to St Louis (3,629 kg' bomb load over a range of hp R-183o-82 or -92 engines and a reconnaissance type during \\lorld (Senegal in 23 houn 6 minutes - a 1,640 miles {2,639 km). The designa· redesigned rudder. The RAF name \Var 2, the Catalina pclQCSSed a per· distance of 2,286 miles (3.679 Ian). tion XPB2Y-4 was applied to a PB2Y-2 Catalina \\"&S subsequently adopted for formance that enabled it to maintain On 3- 4 January it crossed the South fitted experimentally with Wright the PBY's in USN service. During 1940 iu viability with the military and naval Atlantic 10 Natal, and later that year Cyclone engines. the RAF doubled its original order, and air anns of many countries, as well as in made a further six crossin8' \vhile par· other Catalinas were ordered by a commercial transport role, for many ticipating in Air France's Dakar-Natal 46 & 47 Consolidated PBY Australia (eighteen). Canada (My), yean nfter the war, particularly in mail service. It continued on these CataUna France (thirty) and the Netherlands South America. Among those still operations during 1935-:J6, but on The C.Oruolidated XP3Y·1, or ~fodel East Indies (thirty-six). Of the US operating Catalinas for maritime re 7 Dcocmber 1936 \vas lost in mid-ocean 28, was one oft"-o prototypes (the other Navy's original order for two hundred connainance up to the mid-1g6oc \\'Cre while under the command of the cele· being the Douglas XP3D-1) com· PBY-5'1 the final thirty-three were Argentina, Brazil, Chile, Ecuador and brated French pilot Jean Mermo:i:; 138 139 neither the aircrafl nor its crew w'CJ'e bracing 1truts. Delivery \\-:U made to lage, and provision also aiated for a Design ofthe ~fodcl 314 resulted from ever Lraced. EsuuJril/1 E+ at Bcrre late in 1936. By light load or small bombl or depth discussions between Boeing and Pan AuracLed by Lhe long-range capabili September 1939 this unit was b3scd at charges beneath the low-er wings. from American in 1935, and received the ties or the Lat~ 300, the Alinistb1 u l'Air Dakar, and its three 302's \\"Cre then 1941 onward the \Valrus wu abo airline's approval in the spring of 1936. ordered six examples or a developed joined by the Lat~ 301 F-AOl!\I, which employed increasingly by the Royal Based upon the wings and horizontal venion, three as Latkoere 3ot com· was re-<:hrutened d1 l'Orza. Air Force as an air/sea rescue amphib tail surfaces or the huge Boeing XB-15 m~rcial Oying·boats for Air France and The last of the l..atl!cocre Oying-boai. ian, a 1.1sk which it performed with long-range bomber, the l\lodcl 314 was Lhrce as L:n&ocre 302 maritiine rccon· \Vas \\-ithdrawn f1om service with E.! in distinction until the end of \Vorld powered by four 1,500 hp \Vright naiuance aircraft for the Alronm:alt. December 194 1. \Var 2. Seven RAF squadrons in Double Cyclone engines and provided These incorporated modifications made Britain and four in the ~fiddle East accommodation inside the capacious in 193 l-35 to the Croix du Sud, including 49 Su~rm.arine Walrus operated the \Valrus in this role. from hull for a crew of up to 1o persons, a increases in wing dihedral and vertical Originally Ill the l leet reconnaimnce the two hundred and eighty-cighLh da)1ime payload of up to 74 paS1Cngcrs tail area. The Lau! 301 's, like Lhe Lat~ role, and later as an airisca rescue aero- machine onward, production w;u or, with sleeping facilities. up to 40. 300, were powered by four 650 hp plane, the \Valnu amphibious flying· undertaken by Saundcn.Roc at Cowes. Part or the 4,200 US gallon (15,SgS Hispano-Suiza 12 l\'br Vee-type engines boat \V:U one or the best-known sights in 1ne Saro-built aircraft, which were litre) fuel load "11.S accommodated in mounted back-to-back in tande1n pairs the wartime skies, especially those over designated \.Valrus II, had wooden the large sponsons, \Vhich provided above the wing. They were regutered British home waters. The \ValruJ could hulls and Pegasus VI engines, and most stability on t.he water and also served as and named (originally) :is F-AOIK trace its lineage b:ick to the Seagull of the ASR squadrons were equipped loading or boarding platforms. Orion, F-AOIL Eridan and f·AOl l\1 amphibians or the 192os, and 'vhen the ...,;th this \Crsion. Despite its somewhat Six Boeing 314'1 "'-crc ordered by ,\Odir, the fint aircraft making its prototype K.t;97 first appeared it was archaic appearance, the \Valnu \\'35 a Pan American in July 1936, and the majden flight on 7 September 1935. indeed kno-.11 as the Seagull \'. It first far more rugged aeroplane than it first of these (there being no separate Before entering service early in 1936, flew on 21 June 1933, po"-cred by a seemed, and operated \vith an out· prototype) \"35 flown on 7 June 1938. their names \Vere changed to Vilu u 635 hp Brutol Pegasus II!\.l.2 radi:il standing record for reliability in a Jn its original form, -.;th a single fin and Burnos Airts, VilU de Rw lh Jantiro and engine driving n pusher propeller. variety or sharply-contrasted climatca: rudder, this aircraft suffered from in· Villi d1 Santiago du Chi/1 respectively; Twenty-four Seagull V's \\"Cre ordered some, flying in the Argentine, \vere not adequate directional control. Thu was f·AOIL, hO\vever, \Vas nn early by the Australian government, nnd a retired until as recently as 1g66. \Vhen overcome, first by substituting twin casualty, being lost during a Natal- runher t\velve, to Specification 2/35, by \Valrus production ended in January outrigged oval fins and rudders and Dakar night OD 10 February 1936. the Fleet Air Arm, by whom it \\1U given 1944 a total orllC\"en hundred and fort).. subsequently by adding to thCl!C a The Lat~ 302 military \"Crsion, carry· the name \\'alnu. In the following year one had been built (including the central fio similar in shape nod size to ing a crew of eight compared \vith the Specification 37/36 \Yas issued to cover prototype}. of \vhich four hundred and the original single fin and rudder. All four or its commercial counterpart, had the production or another two hundred fifty· three were completed by Saundcrs six aircraft '>"Cre deli~-crcd to the airline more po'verful engines, an extended and four \Valrus 1's, and additional Roc. during the first half of 1939, and \vent cockpit enclosure reaching to the contracts followed later. Three aircraft into service \vith 'Clipper' fleet names extreme nose, and the greater \Ying from FAA orders were diverted to the 50 Boeing 314 (a fact which has occaJionally led to the dihedral nod tail area or the earlier Irish Army Air Corps in 1939. The If for no other reason, the Boeing 314 incorrect assumption that the Model machine. The three aircraft w-crc metal-hulled Walrus I \Yas delivered to would take its place in aviation hUtory 314 1vas officially known as the Boeing christened Cuilbaud, Cattlliu dt CUM'· Fleet Air Arm units from July 1936, as the aeroplane 'vith which regular Clipper). Pan American follo\\"Cd its 1:il/1 and AfollntJfU, the first of these initial allocations being made to RO)'lll scheduled p:isscnger services were first original order with one for a further six flying for the first time on 22 February Navy battleships, cruUcrs and other flow11 acro11 the North Atlantic. These aircraft with improved range aod per· 1936. Initially, a retractable gun turret warships equipped \vith catapults. began on 28 June 1939, following the formance. These were designated Boeing was mounted in each wing, outboard These units were combined in January inauguration of a trans-Atlantic mail l\Jodel 314A, having higher-powered of the engine nacelle, but these w-cre 1wo to form No 700 Squadron, whOIC service on 20 !\.lay 1939, and were Double Cyclone engines, an additional subsequently removed, the aircraft total aircraft strength included forty· flown by Boeing 314 aircraft of Pan 1,200 USgallons( however, was for the luft~ojft, for factories in Holland then continued to mail carrier for DLH. It bad cantilever ....-eight was 99,2o8 lb (451000 kg) and whom the first model was the Do 18D, build the type under licence, l\•enty- gull wings, with four 6oo hp Jumo maximum range in excess of4.350 miles which entered service in 1938. In five (offony-cight ordered) having bcco 205E engines in tandem pairs, :ind the (7,000 km). The intended accommoda dimensions and powerplant this "-as completed before Holland was overrun extension ahall.s which drove the nvo tion was for 24 day or 16 night-time CACntially aimilar to the E model, but by the Nazis in 1940. Several "-ere early pusher propellers could be elevated pa5$CDgers, but the aircraft never \vent carried a four-man crew and n defensive cnsunlties during the cnrly months of 1o degrees during take-off to roiac the into commercial 1Crvicc, for war bad annamentoftwo 7·9 mm machine-guns, the war in the Pacific, but others propeller blades clear of spray. Retract broken out before the Bv 222V1 first one cnch in open positions in the bow escaped to Australin and were em- able stabilising noats were IO<:llted prototype (D-ANTE) made its first and mid-upper fuselage. Four 110 lb ployed by the RAAF. Those Do 241<.'1 approximately at mid-span, replacing flight on 7 September 1940, some t...-cnly (50 kg) bombs could be cnrried beneath unfinished when Holland was invaded the bull sponsons which bad performed months after construction bad begun. th.e outer wing panels. It was built in were completed in Germany and this function in earlier designa. Three lnatead the prototype was used, Do 18 D-o (pre-production), D-1 and operated by the Lu/1wajf1 as Do 2 (88o bp) Jumo 205D engines, a 13 mm models (1 1000 hp Bramo 323R-2 radial which carried a mail payload only, of a 13 mm MG 131 machine-gun in MC 131 gun in the bow, and the dorsal engines), moatly for the luftwajf1; one were operated by the airline across the each of two doml turrets and five 7·9 gun replaced by an encloacd turret hundred and fifty-four "-ere built in South Atlantic under the collective mm l\.1G 81 guns, four amidships mounting a 20 mm ?-.iG 151 cannon. Holland and fony-cigbt at the CA}.fS designation Do 26A; the third, which firing to left and right and a fifth in the Some G-1'1 were later convened (as plant in Occupied France. After the seated four pasacngers, was intended as nose, and in this form the aircraft Do 18N-1 11) for air/sea rescue, and an German withdrawal twenty-two of the a Do 268 production prototype. The became operational with LTS (lujl unarmed training version was produced latter aircraft were dcli~"Crcd to the outbrcalc of war, bo...."CVCr, caused it trmuportstajftl) &1 222 in the following astheDo 18H-1.0veral1Do 18produc- Air0Mml1 and operated by Fh>ttillt gF instead to be converted for the Luftu:a.ffe spring. In August t912 it was joined by lion, including prototypes and civil (later renamed Es"'drille 305). One as a tran1pon/reconnaissance aircrafi the second prototype (Bv 222V2), examples, totalled slightly more than Do 24T, interned during the war, wns with an armament of three 7·9 mm MG which had first flown a year previously one hundred. operated under the de1ignation Tp 24 15 guns (two in wnist blisten and one and bad incorporated armament from A broadly similar structural layout by the Royal $y,'Cdisb Air Force until in the rear noor of the bull) and one the outset. It had originally had two was followed in the Do 24' designed in 1951, when it was claimed by the USSR 20 mm ~fG 151 cannon in a bow additional ?-.fG 131 guns in fairings 1935 to the requirements of the Royal as spoils of war. The Spanish govern- turret. The Do 26V4 to V6, which bad under the inboard \vlng scctiona, but Nethcrlands Naval Air Service for use mcnt purchased t¥.-elve Do 24T'1 in 700 hp Jumo 205Ea engines and were these Y,'CfC removed and a deeper keel in the East Indies. The major design 1!)44, and in 1953 acquired a further intended as Do 26C prototypes, under fitted before the V2 entered llCl'Vicc. changes were apparent in the power in- number after their retirement from went similar conversion as 10/12-scat The V3 (first night 28 November 1941) stallation and tail assembly, the Do 24 aervicc with the French Navy. Arrna- transports. All six Do 26's (as well as was essentially similar except that the baving three radinJ engines mounted ment of the Do 24T-1 consisted of a the Do 24V1 and V2) were employed armament, consisting originally of only aeparatcly in the wing leading-edge, 20 mm MG t51 cannon in a doml operationally during the German in a single nose-mounted MG 81, \Val later and twin fins and rudders. Three turret and Jingle 7·9 mm l\.IG 15 guns vasion of Norway, during which two of increaacd to three 20 mm l\.!G 151 prototypca Y,'CfC completed, ofwhich the in the note and tail; up to twelve them were destroyed; the survivors cannon, one ~IC 131 and two l\.fG 81 fint to fly, on 3 July 1937, \\as the 11 0 lb (50 kg) bombs could be carried continued in 1ervicc for as long as JP3f'CI in tbrcc domI and 1\\-o wing turrets, Do 24V3, poy,"Crcd by 8go hp \Vrigbt externally. \\'Cre available and then withdrawn. with no gun at all in the note. 146 Subsequently the V2, V4 and V5 proto Huge as the Bv 222 was for iu time, two 250 lb (113 kg) bombs or depth craft were employed by the USAAF; types '"ere brought up to a similar an even larger flying-boat was built by charges benea1h the wings. Five of the these comprised three commercial standard, prior to being employed by Blohm und Voss during the war years. JRF-1 's were subsequently adapted for C..21A'1, impressed in 1942 as the FlugerfiJ.hrer Allantilc in a maritime This 'vas the Bv 238, intended as a aerial photography and target-towing OA-13A'1, and l\Vo OA·13B's which reconnaissance role from the spring of replacement for the much smaller asjRF-1A's. were JRF-5'1 acquired from the US 1943. By this time the V1, V6 and VS Bv 138 (sec Bomb1rs 193g-~5 ), and was Prior to the Navy order the US Army Navy. had been lost, the V 1 in a landing originally proposed early in 1941 with Air Corps bad also placed a contract in Among post-war forces to employ ex accident and the other l\vo shot down; four Jumo 223 diesel engines. Later that 1938 for twenty-six as utility aircraft; American C..21A's was France's Alro and in June 1943 the V3 and V5 also year the design was adapted for six these were given the designation navol1, whose Escadrille 85 was equipped were destroyed, while at moorings, by DB 6o3 or B~IW 8o1 engines, and four OA-9, as were five civil C..21 's im with JRF-5'1 for maritime rccon Allied air attack. All of these seven air prototypes were ordered. Only the pressed for \var service in 1942. During naissa.ncc until the end of the 195os, and craft were powered by Bramo Fafnir Bv 238V1, \vith 1,750 hp DB 6o3V 1939-40 ten more were purchased by those of the Portuguese Navy were also 323R radial engines, and \Vere desig engines, was flo,vo, and that not until the USN (seven JRF-2's and three still in service at that time. The majority nated Bv 222A by the Luftwaffe. The V7 1944; by the end of the \Var in Europe JRF-3'1) for use by the US Coast Guard of those built, however, found their way machine, prototype for the Bv 222C, the V2 and V3 were still incomplete, as in an air/sea rescue capacity. TheJRF-3 to the civil market after the war, where had meanwhile been flo,vo on 1 April was the first prototype of a land-based version, intended for use in northern they have served on local-service 1943 \vi th a po\vcrplant of six 1,000 hp development, the Bv 250. The Bv waters, was fitted with anti-icing passenger rou tcs in such areas u the Junkers Jumo 207C twelve-eylinder 238V1 bad a wing span of 197 ft 5 in equipment and an autopilot. Caribbean or the lake lands of Canada, diesel engines. (The Bv 222B was an (6o· 17 m), lengthof 142 ft3 in (43·36 m), Major production version of the on patrol or survey activities, or as unbuilt project for aJumo 2o8-powered normal take-off weight of 154,324 lb Grumman design, ofwhieh one hundred business executive aircraft Their long commercial lT311Sport.) Armament in (70,000 kg), maximum speed of 264 and eighty-five were built, was the evity has been enhanced by a number the V7 again varied, the three 20 mm mph (425 km/hr) and range of 3,790 JRF-5. In its basic form thi! was fitted of available conversions to turboprop guru being retained with one l\1G 131 miles (6, 1 oo km). out with cameras and other equipment power, of which the best-known current io the nose and four more amidships. for aerial survey work, and fifty were example, in 1970, was the Turbo-Goose. The ninth Wiking was the first lrue 57 Grumman G.-.irA/JRF Goose ordered for the RAF by the British Thu is available as the 9/13-seat G-21 C production example of the Bv 222C, A general-purpose utility transport Purchasing Commission in 1940. These, and G-210, with 579 ehp PT6A-20 and was placed io service together with amphibian which is still giving plenty however, were requisitioned by th.e turboprop engines, retractable wingtip three similar aircraft and the V7 air of useful service more than thirty years US Navy, to whom deliveries began in floau, lengthened radar nose and other craft io the summer of 1943. Only one after its first appearance, the Goose 1941. Six, designated JRF-5G, were structural and equipment improve other Wiking, the t.hirtcenth aircraft, originated in 1936 as the G-21, a 6/7- assigned to the US Coast Guard for ments; or the 8/12-scat G-21G, with was subsequently completed. Originally scat aircraft for both civil and military rescue duties; another six ·were supplied 715 ehp PT6A-27 turboprops. Both to have been the lint Bv 2220, with use. The prototype, powered by t'vo to the RAF, which named them Goose versions have been granted FAA Type Jumo 2050 diesel engines, it was in the 450 hp Pratt & Whitney R-g85-SB I, a name which 'vas later adopted for Approval. event fitted with Jumo 205C's. The Wasp Junior radial engines, was flown all G-21 models in service; twenty-nine Bv 2220 series, and a proposal to re for the first time in J uoe 1937, and were delivered to the Royal Canadian 58 Beriev MBR~ place the six-engined layout with four about a score of the G-21 A model Air Force for use on navigation training In many respects the ~fBR-2 was to the of the more po\verful BMW 8o1 radial (higher-powered R-g85-SB2 engines and other duties; and a further number Soviet Navy what the Supermarine engines, were both abandoned, and and increased gross weight) "'ere sold were supplied to the Portuguese Navy. Walrus was to the RAF and Fleet Air when work on the Bv 222 \Vas halted in to civilian customers prior to the out Internal changes "''Cl'C the main features Arm, both types enjoying long produc 1944 (to give priority to more urgently break of \Vorld War 2. One G-21 '"as of the JRF-6 (new radio and electrical tion lives and service careen. The needed combat aircraft) four additional acqui.red by the US Navy in 1938, and equipment) and JRF-6B (navigation MBR-2 was designed by Georgi M. C-serics flying-boats \Vere left uncom evaluated as the XJ3F-1 for the 'general training equipment). Of these versions, Bcriev and first flo,vo in 1931, the pleted. The Wikiog was the largest utility' role. It was, however, decided lO thirty-seven were supplied to the US designation being a functional one ftying-boat in production and service order the type as a utility transport, in Navy and fifty in 1943 to the RAF as whose initial letters signified Mors/(l)i during World War 2; only three Bv 'vhich capacity it was designated the Goose IA. The latter '111ere em· Bli.Umii Ror.vtdechilc, or Naval Short 222C's, of the thirteen Wikings built, JRF-1. An initial order for twenty 'vas ployed variously for transport duties Range Reconnaissance. The prototype survived the 'var; one was then placed, ten of these (delivered from \vith No 24 Squadron, for air/sea was powered by an imported BMW brought to the UK for study and two late 1939) being JRF-1 's and the other rescue, or for ferry duties \Vith the Air VI.Z engine of 500 hp, and it was a sent to the USA. ten JRF-4's \vith proviJion for carrying Transport Auxiliary. Five other air- liccnoc-built development of this, the 148 149 68o hp l\f-17B, which powered the spray) during take-off and landing, and engineer's workroom, galley :uid toilc1. I03d comprW.ng up to eight 551 lb initiAI production version of the flying of enabling takc-olT to occur with the Stowage 'J>BCC \V:U provided for (250 kg ,~ bombs or "'-'O 1,764 lb boat in 1934. This version carried a wings at an angle of incidence greater dinghies, flarca and other equipment. (8oo kg) torpedoes could be carried. crew of four or five, with the two pilou than lhat required by I.he aircraft for The H8K2 wu employed throughout seated tide by side in an open cockpit. level flight. One ingenious auempt to 6o Kawanl•hi H8K the Pacific theatre of war, its maximum It had open gun positionJ in the bow overcome these problems resulted in the The 13-Shi ( 1938) specification to endurance of nearly 27 hours enabling and mid-upper fuselage, each with a Blackburn B.20, designed to meet the which Dr Kikuhnra designed the lint it to carry out extremely long-range 7·62 mm PV-1 machine-gun on a mov rcquircmenu of Air Ministry Specifica prototype HOK 1 \Yll.ll nn CJCl\Cting one, maritime patrol, bombing and recon able mounting, and \Vas characterised tion R.1 /3G for a medium-range mari 3nd in its initial trials early in 1941 the naissance duties. Late production by a equare-toppcd fin and rudder. It time reconnaissance aircraft. It took the flying-boat gave little indication of its H8K2't carried ASV (Air to Surface became a ttandard Soviet Naval Avia form of a retractable planing bouom to future promise, having a marked lack Vessel) radar in the bow, and the beam tion type during 1935, and could be I.he hull, which when extended gave I.he of stability on the w-ater and an un obtcrvation blistcn were omitted. One fitted with a non-retractable wheel or aircrafi the effect of a conventional fortunate tendency to 'porpoise'. Vari hundred and tw'Clvc H8K2's were slti landing gear to enable it to operate aeroplane mounted clear of the w11ter ous modifications were made to this air completed during 1943-45, plus thirty from l3nd or ice-<:avcred waten. During on a separate central float. The basic craft, and to the three pre-production six examples of a transport version 1934 an 8-passcnger commercial vcr concept had been evolved and patented H8K1 '1 of 1941, all of which were known as the H6K2-L Sci-Ku (Clear aion, the l\fP-1, was put into acrvicc by some years earlier by Major J. D. powered by 1,530 hp Miuubishi Kasei Sky). This could carry up to 64 passen Aeroflot, and an l\fP-1T freighter Rennie, Dlackburn's chief 1taplanc 11 engines. Al. finally accepted for pro gers, or a mixed load of passengcrs and counterpart appeared in 1936. In 1935, designer. Stability on I.he water was duction in February 1942, the H8K1 cargo. It was rccognitable by double however, Bericv bad undertaken an provided by retract.able wingtip floau. l\fodel 11 had a deeper hull, with a rows of fuselage windows and had a extensive redesign or the aircnft, based In the air, the planing bottom retracted more efficient planing bottom, and en much-reduced armament consisting of upon the installation of the more to a flush fit with the remainder of the larged vcrt icaJ tail surfaces. nurtccn a single 13 mm gun in the nose and one 1 powerful Mikulin AJ.\.1-34N engine. fuselage, while the outrigger floau production H8K1 s were built at 20 mm cannon in the tail position. The Other changes included the provision formed well-streamlined shapes nl the Kohnnn. They carried a crew of 10 and fint H8Kt prototype, re-engined in of a manually operated turret, mount \Wtgtips. Only one B.20 (V8g14) was were armed, ns were the pre-aeries 1943 with Kasei 22'1 and converted to ing a 7·62 mm ShKAS machine-gun, an completed, this flying for I.he finl time machines, with a single 20 mm tail gun, a passenger layout, acrved as the trials cnclOICd crew cabin and larger, re early in 1940. Design '''Ork on a one 20 mm 3nd two 7·7 mm guna in the aircraft for this vcnion. Two H8K3 designed vertical tail surfaces. Up to developed version was begun, but was nose turret and a 7·7 mm gun in each l\.fodel 22'1 w'Cre completed, these being 661 lb (300 kg) of bombs, mines or abandoned due to pressure of more of the beam blisters. The operational essentially late-production H8K2'• depth charges could be carried beneath imponant wartime requirements, as debut of' Emily', as the H8K was known fitted experimentally with ret:ractahlc the wings. This version, 10mclimes w-:u any further de\--elopmen l of the under the Allied wartime code-naming wingtip floatt (originally planned for referred to as the t.filR-2bis, remained concept after the lo. of the only proto system, was made by the t.hrce pre the lint prototype) and a retractable in production until t94•, and aaw type during a test flight. Prior to that, production H8K1 's. These made an dorsal turret. Later they "'Cre rc extensive acrvice throughout World ho\vever, the B.20 had revealed satis abortive. atlack on Pearl H arbor early cngined with Kasei 25b's and were re· War 2. l\iany \YCre still in acrvicc for factory handling qualities both on the in March 1942, flying from the ManhaII designated H8J4 Model 23. Neither fishery p3trol and similar dutict up to water and in the air. No weapon1 were Islands and refuelling from submarine the H8K3 nor the H8J4 went into pro ten years later, and a fe\v were poaibly fitted during the fligbt trials that were tankers en route. The production duction, and a projected H8J4-L awl flying in 1970. The A~t-3~ undertaken, but the B.2o's design H8K1 wu an CXClCllent design hydro l\fodcl 33 transport venion was ne\-'Cr pow'Cred civi I vcnion was designated provided for an eight-gun defensive dynamically, with a performance equal completed. MP-1 bis and entered Aeroflot acrvicc in armament (two 0·303 in machine-guns or 1Upcrior to that of any other flying 1937, afier the prototype had been used each in na.c and dorsal turrets and four boat in service during \Vorld \Var 2. Jn 61 & 62 Shon Sunderland, to establish several distance and pay in a tail turret) and a warload of eight 1943 it was supencded by the H8K2 Sandriagbam and Solent load-to-height records for women pilou. 250 lb (113 kg) bombs in the wings in J.\.fodcl 12, with more powerful Kasei 22 The Sunderland, whoac design was bo3rd of the engine nacelles. J\ccom- engines and Ill\ augmented armament based upon the aucccssful 'C' cl:us 59 Blackburn B~o modation \YUi provided for a crew of comprising two 20 mm cannon in C3ch 'Empire' flying·bo3ts of Imperial Air- Two of the inherent problems faced by seven - t\vO pilots, navigator, wireless of the noac and Ulil turrets, another in ways, waJ evolved to meet Air Ministry the designer ofa propeller-driven flying- operator, bomb-aimer, an observer and the dorsal turret, and four 7·7 mm Specification R.2/33, and was destined boat arc tha.c of keeping the propeller engineer - and included sleeping machinc--guns in the beam blittcrs and to become the RAF's longest-serving blades well clear of the water (including qU3rtcn for six persom, 3 wardroom, on the flight deck. An internal weapon operational nin:n.ft. Tbc prototype 150 151 (}4774) fint flew on 16 October 1937, cupine) from their German adversaries. were three 45-seat S.25{V Sandringham end of 1g66 , two Sandringhams \Vere po\vcred by 950 hp Bri.uol Pegasus X The designation Sunderland IV was 2's built for Dodcro of Argentina, and still owned by Ansell and one by engines. The initial production version, given originally to a larger, heavier the 21-seat Sandringbam 3, two of Reseau Atrien Interinsulairc in Tahiti. the Sunderland !'.fie I, had 1,010 hp development with 1,700 hp Bristol which \\ICrC completed for another Pegasus XXl l's and a revised arma- Hercules engines, eight 0·50 in machinc-- Argentine customer. Other Sandring- 63 Martin PBM Marine r ment comprising four 0·303 in Brown- guns and two 20 mm cannon. In the hams included three !\fk 4's for TEAL, The Mariner (Martin Model 162) ing guns in the tail turret, one 0·303 in event, only two prototypes and eight nine Mk 5's and three Mk 7's (as design for a maritime reconnaissance Vickers K or Lewis gun in the nose production aircraft \Vere built; they BOAC's 'Plymouth' and 'Bermuda' bomber \YllS initiated in 1937, and to turret, and two Vickers K guns amid- were given the ne\v type name Seaford, classes). The BOAC Sandringhams test its aerodynamic and hydrodynamic ships. An internal bomb load of up to but after a brief service appearance were withdrawn in 1949 and sold to qualities Martin built a Model 162A 2,000 lb (9o7 kg) could be carried. were later converted into Solent com- various operators in New Zealand, quarter-scale singlc--scat 'prototype'. Production began in 1938, first de- mercial transporu for BOAC. Final Norway and South America. A full-size prototype, designated liveries being made in June of that year Sunderland variant was the Mk V (one Out\vardly resembling the Sandring- XPBM-1, was ordered in J une 1937 by to No 230 Squadron in Singapore; by hundred built by Shoru and fifty by ham, the S.45 Solent was adapted from the US Navy, and in the following 3 September 1939, fony Sunderland.! Blackburn), with 1,200 hp Pratt & the RAF Seaford in much the same way December a contract 'vas placed for were in service with four RAF squad- Whitney R-1830-go Twin Wasps ns as its predecessor had been converted t\venty PBM-1 production aircraft, rons. Ninety Mk I's were eventually powcrplant and improved ASV equip from the Sunderland. The principal differing principally in having dihedral completed, including fifteen by Black- mcnt. The Sunderland V entered ser outward points of difference were the tailplanes. First flight of the XPBM-1 bum. This company also built five of vice in February 1945, and was the last Soleot's Bristol Hercules engines, large (serial number 07g6) was made on 18 the forty-three Mk ! I's which, from the version to serve with the RAF, finally curving dorsal extension to the fin, and February 1939, and delivery of produc- end of 1941, began to replace the retiring in 1958. Sunderland.! exported slightly 'vidcr hull. After borrowing an tion aircraft, mostly to Squadron Mk I's in service. The Mk II introduced after World War 2 to the French Alr11- RAF Seaford (f'U201 /G-AGWU) for VP-74, began in 1940. Powcrplant of Pegasus XVIII engines, with two-stage MIJQ/e (nineteen) and the RNZAF study in 1946, DOAC ordered twelve this initial model was two 1,6oo hp superchargers, a twin-gun dorsal turret (sixteen) continued in service until 1g6o Solcnt 2's based on the Seaford but \Vrigbt R-26oo-6 Cyclone racliaJ cn (similar to that fitted to the Blackbum and 1g66 respectively. with 1,6go hp Hercules 637 engines in gines, and the PBM-1 carried a crc\v of Botha) in place of the 'midships gun The development of Sunderland place of the Scaford's Hercules t3o's. seven, a bomb load of2,ooo lb (907 kg), port3, an improved tail turret, and derivatives for service with BOAC and The twelve Solent 2's \Vere completed including depth charges, and a defcn ASV (Air to Surface Vessel) radar. Commonwealth airlines began as early bet\vccn November 1946 and April sivc armament of one 0·30 in and five Rising operating weights now necessi- as 1942, with the allocation of RAF 1948, entering BOAC service as 30- 0·50 in machine-guns in nose, tail, dor- tated a redesign of the hull planing Sunderland Ill's to BOAC for urgent seatcrs in May 1948. In 1950 five were sal and waist positions. Shortly after bottom, and the Mk I I on which this wartime p.'USCDger and mail lligbts. convened to 3g-scat Solcnt g's, together this version entered service substan- was tested thus became the prototype With gun turrets removed and rudi \vith six other ex-RAF Seaford! in- tially larger orders were placed fo.r for the principal production model, the mcntary seating installed, about thiny eluding the original f'U 20 r. The last improved models of the Mariner. Sunderland Mk III. The fint Short- ex-Sunderland Ill's bore civil registra BOAC service by any kind of flying- These appeared from 1942, and were built Mk III flew on 15 December tionsforthispurposc. \ Vithrathermorc boat '"as flown to South Africa on designated in the PBM-3 series, the 19.p; the parent company eventually extensive alteration to meet civilian 10 November 1950 bySolcnt 2 G-AHIO XPBM-2 having been a prototype with completed two hundred and eighty-six standard.!, and with higher-rated Pega- Somtrsel, and several Sand.ringhams and additional fuel tan"bgc and provision Mk I l l's, '"hile a further one hundred sus engines, twenty-two of these became Solen ts were sold after this, to operators for catapult launching. and seventy were built by Blackbum. BOAC's 'H ythe' class, beginning com- in the United States and Australasia. Whereas the PBM-1 bad had rctract 1t was No 10 Squadron of the Royal mcrcial operation in J anuary 1946. Four Solcnt3, 44-scat Mk 4's, \VCrc by able wingtip Boats, those of the PBM-3 Australian Air Force which first cxpcri- One of them, G-AGKX Himalaya, bad then already flying between Australia modeh were larger, non-retractable and mented \vith a group of four machine- meanwhile been furtbc.r converted in and Nc\v Zealand with TEAL; these, braced by struts. Engine nacclles were guns in the nose of the Sunderland III. 1945 iu the fint - and only - Sandring- and the !\fk 3's, could be distinguished lengthened to accommodate depth This proved so successful, both against ham 1. Chief differences included by an additional pair of cabin windoWJ charges or bombs. Variants included enemy submarines and aircraft, that revised nose and fin contours, and a new at the rear of the upper deck. The last the PBM-3B (thirty-two built for Lcnd many Sunderlands were subsequently t\vo-deck interior seating 16 or 24 British-operated flying-boats, those of Lease supply to the RAF); PBM-3C operated with this total armoury often passengers. Some ex-RAF Sunderland Aquila Airways, were withdra,vn in the (two hundred and seventy-four for the guns, their bristling defence earning the V's were convened to a similar stan autumn of 1958, and the TEAL US Navy) ; PBM.3D (two hundred and respectful nickname St I the US Naval Air Transport Service) ; one XPBl\1-5A and thirty-six Al!ro-Navnles in France as the plant of ten Bristol Proteus turboprops - and PBM-3S (one hundred and fifiy·six PB!'>-1-5A's, which \\'ere amphibious S.C.A.N.30, were later sold to 1he still in six nacelles - and by the time for the USN). The PBM-3B, -3C, -3R counterparts to the PBM-5 \\fith a USA, where they became known as prototype conslruction began in 194 7 and -3S were powered by 1,700 hp retractable tricycle landing gear and Gannet Super \Vidgeons after being the design had become a 105-scater in R-26oo-12 Cyclones, the PBM-3D R-28oo-34 engines. fitted \vith 300 hp Lycoming R-68o tended to gross 315,000 lb (142,884 kg), having uprated R-26oo-22 engines of radial engines. McKinnon Enterprises some ten tons heavier than the Bristol 1,goo hp each. Except for their power· 64 Grumman G-44/J~ Widgeon Inc bas produced other Super Widgcons Brabazon landplane. The Proteus plant the -3C and ·3D combat modeb lnmanyrespcctsasmallereditionofthe (and was still doing so in 1970) by engines were mounted as coupled pairs '"ere essentially similar, having in- G-21 Goose, the Grumman G-44 w.u converting existing Widgcons into in each of the four inboard nacelles and creased armour protection internally, evolved in the first instance as a 4/5·scat executive aircraft \vith a powerplant of single units in each of the outboard po'ver-operated nose and dorsal turrets commercial amphibian, the lint two 270 hp Lycoming G0-48o 'flat-six' nacelles. The gigantic 'double-bubble' and search radar in a large fairing above prototype (NX 28633) making its engines. pressurised hull accommodated two and behind the Hight deck. Bomb load maiden Hight in July 1940. The lint decks, each ,yjth passenger seats and of the PBM-3D was 8,ooo lb (3,629 kg). order to be placed, however, was that 65 Saunders-Roe Princess refreshment ban; there were two large The PBM-35, produced for a more of the US Navy for t\venty-five ofa 2/3- Lord Brabazon of Tara, writing in freight holds in the lower deck and a specialised anti·submarine role, was scat anti-submarine patrol and general 1951 , revealed that he 'always felt a galley on the upper deck. Provision \vaJ structurally similar to the -3C but had utility venion, the J 4f'·1, for service little guilty' that his \vartime committee made for a flight crew of six. By early )cu armour protection, a total arma- \vith the US Coast Guard. Performance on post-war British civil aviation did 1951 BOAC, which meanwhile had ment of four hand·held guns and in- in the former role was poor, thougb one not recommend the building of any ne\v committed itself to an all-land plane creased fuel capacity. All armament sinking of a U-boat, in 1942, \vas flying-boats; but the committee's pur- fleet, bad rescinded its plans to acquire was deleted from the PBM-3R, which recorded - a creditable result consider- pose \Yas to reflect operators' rcquir~ the Princess, and the Ministry ofSupply scrved as a transport accommodating 20 ing that the aircraft was unarmed and ments, and operators could not be per- directed that the three prototypes troops or an equivalent freight load. could carry only a single 200 lb (91 kg) suaded to order them. This being so, it should instead be delivered to the RAF, No examples were built of the PBM-4, depth bomb. During 1942 delivery took is remarkable that the Princess ever to be evaluated as long-range military a proposed version \vith R-335o-8 place ofsixteen OA-14's to the USAAF, reached completion at all, but even this transports carrying up to 200 trOOps. Cyclone engines. by which time also the US Navy had graceful giant was to become a victim In March 1952 a further announcement In May 1943 there fle\v the first of begun to receive the lint examples of of the general post-war apathy towards stated that only the first prototype, two prototypes of the PBM-5, a more theJ4f'-2, which it employed either as the flying-boat species. Design of the G-ALUN, 'vas to be completed, the powerful venion \vith 2,100 hp Pratt & a utility transport, accommodating a S.R.45 Princess was started in 1943, other nvo airframes to be cocooned Whitney R-28oo-34 Double Wasp crew of nvo and three passcngcn, or as making use of experience gleaned from until the more powerful 3,650 shp radial engines, eigbt 0·50 in guns and a an instrument trainer. Fifieen J 4f'-2's the little Saundcn-Roe Shrimp which Proteus 705 engine became available. smaller APS-15 search radar in a bullet- were supplied under Lend-Lease to the had been flown in 1939 as a small-scale On 19 August 1952 G-ALUN was shaped fairing mounted on a pylon RAF (which at first named them prototype for an earlier civil flying-boat launched at Cowes, and was taken up above and behind the Hight deck. Gosling I before adopting the name project. In July 1945 Saunders-Roe was on its maiden flight by Geoffrey Tyson Deliveries began in September 194+ Widgeon) and \Vere employed primarily invited to tc.nder for a high-capacity three days later. The second Princess, More than a thousand of this version as communications aircraft in the West tranS-Atlantic flying-boat, and \vith G-ALUO, \Yas launched in its cocoon were ordered, but after VJ-day cancel- Indies during 1943-45· One hundred BOAC expressing an interest in such an on 13 February 1953, but both this air- lations the total number of PBM-5's and thirty-one J ¥'-2's were purchased aircraft for its Southampton-New York craft and G-ALUP, the third Princess, built (including prototypes) was five by the US Navy, including those service the Ministry of Supply ordered \VCre then beached at Cabhot - 'vhere hundred and ninety-one. Some of these, allocated to the RAF. three prototypes from Saunders-Roe in they remained for many years, flanking re-equipped after the war \vith more Military production of the Widgeon May 1946. Details released by the Southampton Water and passed almost modern gear, were then redesignated ended in 1945, but after World War !2 company a month or nvo later revealed daily by the trans-Atlantic linen that PBM-5E. These were employed both some redesign of the Widgeon's hull an aircraft weighing 26o,ooo lb they were meant to put out ofbusincu. by the US Navy in the ASW role, in was undertaken, the modified aircraft (117,930 kg) for take-off and po\vered G-ALUN \Yas scrapped in 1g67. With which they were designated PBM-sS, being given the manufacturer's model by nvelve Rolls-Royce T\vecd turbo- the Princcues also died Saunders-Roe's and by the US Coasl Guard for air/sea number G-4<1A. About fifty were built prop engines coupled in pairs. Cancel- 1950 Duchess project, for a 74-scat rescue duties \vith the desigo.ation by Gn1mman for the civil market; forty lation of the Tweed delayed the medium-range commercial flying-boat PBM-5G. Production ended in April similar aircraft, manufactured under development of the Princess \vhile it powered by six 51000 lb (2,268 kg) st de 1949, after delivery was completed of licence by the Socil!tl! de Constructions was redesigned instead for :r. po\vcr- H:r.villand Ghost turbojet engines. 154 155 66 Saunders.Roe SR/A.1 type, which flew in 1948, wu fitted with and P5l\f-2 (about one hundred) for the stalled in the P6:\1.-2's, the fint of which Designed at Co"'·es, Isle of \Vight, by a 3,500 lb { 1,s88 kg) st l\fVB 2 engines, US and French Navies. w:is flown on 17 February 1959; in the team under the leadership of llcnry and in the third machine the F.2/4)\ In 1952 the US Navy held a design following August the US Navy ter Knowler, the single-seat SR/A 1 was the Beryl l\ilc 1 reached its full design rating competition for a new flying-boat, to minated the Scal\-laster programme, world's first jct-powered flying-boat to of 3,850 lb (1,746 kg) st. During 1948 carry out the role of mine-layer and to and the completed aircraft served only fly. It had come into being ns n result of also, n reinforced cockpit canopy re be powered by turbojet engines. Doth \Vi th a single squadron, bMcd nt Hruvey Air Ministry Specification E.6/44, n placed the original fully-transparent Convair nod Martin submitted propo Point Naval Air Station, North wartime requirement for a high-speed Perspex hood and a streamlined 'bullet' sals, nod the latter company's Model Carolina. fighter capable of operating from fairing was added at the tailplane/fin 275 was 1elected as the winner. Two coastal waters in the Pacific theatre. Out intc.rSCction to improve the airflow. XPGl\i-1 prototypes, named ScaMaster, 68 Shin Md wa PS-1 (S~) wardly conventional in its appearance, Although flight trials ·were generally "'-ere ordered; the fint of these flC\v on Due to enter 1ervicc with the Japan the SR/A1 nevcrthdcs embodied a satisfactory, and the aircraft highly 14July 1955, followed by the second on l\.iaritimc Self-Defence Force in 1972, number of features designed to result in manoeuvrable, two of the prototypes 18 !\fay 1956. Characteristics of the the PS-1 anti-submarine flying-boat nn aerodynamically clean exterior with \\'Cl'C later involved in accidents, design were the high-mounted 'T' tail has a development history going back to the minimum of drag-producing pro though not before one of them had (reminiscent of that of the P5l\l-2 ver 1959, when Shin l\[chva (suCCCStOr to trusions. The two Mctrovick Beryl tur demonstrated its ability to fly at speeds sion of the Marlin), the high length/ the former Kn\vnnishi Aircran Com bojets \VCre mounted aide by aide in the more than 70 mph (113 km/hr) in beam ratio (more than 13 : 1) of the pany) completed the rebuilding of n hull, below and just aft of the cockpit, excess of the then-existing world speed streamlined hull, and the grouping of Grumman UF-1 Albatross amphibian with a single common air intake in the record for seaplanes. But in any case the 13,000 lb (5,897 kg) It Alli.Ion as a small-scale flying model of the new DOIC and 1eparate jet-pipes to the rear the requirement for such a fighter had J 71-A-4 aftcrburning jct engines in design. Flight testing of this aircraft, of the wing, on each side ofthe fuxlage; disappe:lrcd with the ending of the war, pairs above the sharply-swept wings to which ,yas known a.s the UF-XS, ended the intake itself had an extcndablc and no production orders "'-ere placed. keep the intakes from ingesting spray in September 1964, and in January 'snout' designed to prevent the entry of Testing was resumed, but only briefly, during take-off and landing. The 1g66 the Japan Defence Agency spray. Stabilising Boats \VCre mounted in 1951 with the original prototype, XPGl\'l-1 carried a Cf'C\V of four, and a\varded Shin f\lciwn a development at approximately two-thirds span. and this machine is now preserved by had a pnir of 20 mm guns in a remotcly contract and nn order for two prototype These could be retracted inwards after the Skyfamc Mwcum at Stavcrton, controlled tail turret as the only defen aircraft designated PX-S. Designed take-off, the floats themselves rotating G louccstcnhirc. sive armament. In the underside of the under the leadership of Dr Shizuo an additional 90° during the process hull \vaJ installed a \vatertight rotary Kikuhara, the first was completed in t0 that the curved upper aurfacc was 67 Martin P6M SeaMaster bomb door, on the inside ofwhich could August 1967 and flew for the fint time outermost in the fully-retracted position. The ecliJllC of the military flying-boat be mounted a weapon load of mines or on 5 October that year. This aircraft The pilot's compartment was built 11S a after \Vorld \Var 2, in favour of shore bombs, a camera pod or other cqui~ bore the serial number sSo•; the complete unit, fitted with a l\iartin- based aircraft for the maritime patrol mcnt. The intention was to employ the second aircraft (58o2) made its first Baker ejection scat, and provision was function, was temporarily deferred by a Sca~1nster in sm:ill, widcly-dispcncd flight on 14June 1!)68, nod by the end made for the installation of four 20 mm few post-war designs in which mucl1 of numbers, with refuelling nnd other of 1!)68 both had begun evaluation by Hispano Mk 5 cannon in the upper the experience gained during the war services provided by submarines or the 4r5th Flight Test Squadron of the front portion of the bull, firing through from the operation of water-borne air- other small, mobile Naval units. How JMSDF at Iwakuni. Two more air ports above the nose intake. Internal craft was put to good effect. In particu· ever, both XP6l\i-1 's crashed during craft, ordered in March 1969, were due fuel capacity could be incrc:ucd by lar, this minor resurgence was made flight testing, due to faults in the tail 1.1nd for delivery by Lbc end ofJanuary 1972, more than 6o per cent by the ux of possible by a better knowledge of the tailplane-actuating mechanism, and of and arc pre-production models with the flush-fitting, jet:Wonablc slipper tanks hydrodynamic problems involved, rc the Navy's order for six YP6l\.'1-1 'sand designation PS-1. Production plans up bcncath the inboard wing panels. suiting in the use ofhigher lct1gthfbcam twenty-four P6l\.i-:z production aircraft to early 1971, which then still re Tbrcc prototypes of the SR/A1 were hull ratioe which did much to cloec the only the YP6M-1's and three P6M-2'1 mained to be negotiated, \\-Cre for ordered (TG263, TGli67 and TG271), performance gap bel\vccn the flying- were completed. The former were delivery of ten more PS-1 's by 1973 1.1nd the first of these, piloted by boat and its land-based counterparts. b:uic:ally similar to the prototypes, and purchase of another 20 by 1976. Geoffrey Tyson, made its first Bight at It led to the appearance in the USA in except for redesigned intakes and a A!l one of the only two modem East Co\\'CS on r5July 1947· In this air- the late 194oa and early r95os of such modified fin fairing, and the first maritime reconnaissance Bying-boats in craft the Beryl turbojet engines \\'Cre types as the ~iartin ~iodcl 237 ~1arlin, example "'-as flown on 20January 1958. production/ICl'Vicc, the Japanese design restricted to an initial thrust rating of fint flO\Yn on 30 ~iay 1948 and built a.s Four 17,500 lb (7,938 kg) st Pratt & is of especial interest. Despite a decep 3,250 lb {f.474 kg); the second proto- the P5l\i-1 (one hundred and fourteen) \\.'hitncy J15-P-2 turbojets were in- tively conventional appearance, the 156 157 PS-1 hu, in particular, an excellent world who, with a lifelime's work on In overall appearance, \Yilh it• twin 39.977 ft (12, 185 m) '"ithout a payload, STOL performance which includes a \\":lier-borne aircraft behind him, is still tail aucmbly and gull-wing layout, the and or calT)·ing n 21,0.16 lb ( 10,000 kg\ touchd0\\1\ speed of47 mph (76 km/hr designing nying-boa11 today. Since Be-12 bean a auperficial rcacmblancc load lO an altitude of 30,682 ft (9,352 and a take-off run of less than 1,000 ft \Vorld \Var 2 he has been responsible to the earlier Bc-6. HO\,"CVcr, the pro m). Closed-circuit speed and distance (305 m) to clear a 50 n ( 15 m) obstacle. for at least three noteworthy flying vision ofturboprop J>C)\'"Cr, a retractable records followed during rg68, by which 111 anti-submarine equipment includes boats for the Soviet Navy, or which the wheeled landing gear to give am year production examples or the Bc-12 Jaebel acoustic acarch gear and 20 fint was the twin-engined Be-G (NATO phibious capability, and the latcat in Y>-cre in aervicc with the Northern and sonobuoys,Julic echo ranging gear \vi th code name 'i\iadge') which entered sea-going detection equipment and Black Sea Flecll of the Soviet Navy. 30 explosive charges, amokc bombs and service in about 19491 some two ycan anti-$hipping weapons, clearly mark the 1'.1orc recently, they have been re four 330 lb ( 150 kg) anti-submarine after the LL-143 prototype made its Bc-12 as one of the major maritime ported in operation from Egyptian bombs, search radar in the nose and a fint night. Powered by two 2,300 hp patrol aircraft currently in service. It bases. Externally-visible features of the retractable MAO 'sting' in the rear ShveLSOv ASh-73TK radial enginc:a, was first seen, at Tushino, in 1961, at tbc Be-12 include an elongated 'thimble' fuselage. Four homing torpedoes and si.-.: thiJ nying-boat bad a wing span of same time iu the Be-ro, nnd in October radome at the nose, a retractable MAD 5 in (12·7 cm) air-to-surface rocket.scan 1o8 n 3f in (33·00 m) and a length of 1964 the designation r.r-12 was quoted (1'.iagneticAnomaly Detection) 'stinger' be carried bcnca th the \vings, and a 76 ft 1i in (23·20 m). Normal groes for an aircraft of the Bc-12 type which housed in the extreme rear of the fuse.. icarchlight is installed below the outer weight was 51 ,588 lb (23,400 kg), and a set up six new international height lagc, an internal wcapons bay aft of starboard wing panel. The Ps-1 is able maximum speed or 258 mph (41 5 records (with and without payloads) the hull step and three pylons beneath to operate in rough seas with waves of km/hr) at 7,875 ft (2,400 m) was for seaplanes. These revealed lhat the each 'ving for the carriage of external 13 n (4 m) or higher and in winds of up attainable. For defensi,•e armament, aircraft w"a.S capable of reaching sto~ to 25 knots (47 km/hr), using ill the Be-6 had a 23 mm gun in each ofthe 'dunking' sonar while at rest on the dorsal and tail positions, and carried a aurface, and has a patr0l endurance of variety of bombs, depth charges or other 15 houn. A crew of ten is normally weapons on underwing pylons. It re carried. High-lift devices arc fitted, and mained in fairly widespread use until low-speed stability and control arc the mid-1 g6os, but has since been super aided by a boundary layer control seded by later aircraft, not all of which system \llhich 'bloWI 'the flaps, elcvaton arc nying-boat.s. and rudder. Clrcfully-positioned bow In 1961 the \Vestcrn nations \Yett grooves and strakcs and a high angle or afforded their first glimpse of the jet wing incidence keep the engines and powcred Bc-10 ('Mallow'), four of propcllen well clear of spray, and a which took part in the fly-past at that retractable tricycle beaching gear is year's Tushino Air Display. Powered by built int0 the hull. The wingtip Boats two 14,330 lb (6,500 kg) st Type arc non-retractable. AL-1PB turbojet engines mounted on A accond vcnion, the air/sea ttlCUC the fuselage beneath the roots of the SS-2A, was announced during 1970. sweptback shoulder wings, the Bc-10 This would be basically similar to the had a •pan of73 n 2 in (22·30 m), length PS-1, retaining the nose radar but of 102 n oi in (3r·10 m) and normal carrying five medical attendants and gross weight of about 90,390 lb (4r ,ooo up to 36 atrctchcn in a hull lengthened kg) ; mrutimum speed was 565 mph by approximately 6i n (2 m). Other (910 km/hr) at 4,925 n (1,500 m). variants under consideration at lhat Armament consisted of two 23 mm time included an early warning patrol cannon in each of the nose and t:ail version, and amphibious and landplanc po1itions. The Bc-10 is not thought tO commercial transport vcnions. have aerved in very large numben with the A-VMF (Soviet Naval Aviation), 6g Beriev Be-12 Tchal.b (Seagull) and has almOlt certainly been replaced Georgi l\1ikhailovich Bericv is qu.ite now by the turboprop powered Be-12 possibly the only aircraft designer in the ('1'.fail'). 158 159 GLOSSARY I NDEX Amphibian. An aeroplane (usually a flying-boat but ocetuionally a floatplane) The reference numben refer to the illustrations and corresponding text. capable normally of taking ofT from, and alighting on, either land or water. (N.B. A flying-boat fitted with a permanent beaching gear cannot alight on land Rt/. Pagt Pagt nnd is therefore not a true amphibian.) 1i·o. (col011r) (tkscrip1i~11) Btam. The width of a float or hull at its widest point. Bcnoi.1 rlying-boats 20 100 Chine. The line along lhe side of a float or hull, parallel to the keel, which marks 4 lhc change in angle between the side plating and lhe planing bottom. Bcricv ~IBR-!! (Bc-2) 58 83 149 Flart. The outward slope of a flying-boat hull from the chlne 10 lhc gunwale. Be-12 69 g6 158 Float. A watertight body which gives buoyancy and stability on the '"ater 10 a sc:i- Blackbum B.20 59 84 150 plane, enabling it 10 take ofT and alight. Iris and Penh 128 44-45 120 Floatpla114 (or Fl1X1t staplaN). A seaplane in which lhc means of ensuring buoyancy Blohm und Voss Ha 139 43 65 135 and alighting on the water is provided by a float landing gear. Bv 222 \Viking 56 8o-81 147 Fl.Jing-blXlt (or Boat uaplaN). A seaplane in which lhe main body or hull provides Boeing Model 314 50 712 73 141 the means of suppon on the water. Brcguct Bizerte and S:ugon 36 54- 55 128 Cunu>au. The line along the ~idc of the hull which marks the change in angle between the side plating and the top-decking. Burgess Seaplanes 5 21 100 Hull. The main structure and flotation body of a flying-boat or amphibian. Chctvcrikov ARK-3 44 66 136 Planing bcllom. Thal part of the float or hull undcrsurface fonvard of the main step. Consolidated C:i llllina (PBY) 46 -47 68 69 138 Ponwon. Alternati\'e term for Float, used principally in the United States. Coronado (PBlY) 45 67 137 Porpoising. The undulating fore-and-aft motion of a seaplane '"bile wcying. CRDA Cant Z.501 30 47 123 Staplant. Any aeroplane capable of taking ofT from, and normally alighting solely Cuniss Early seaplanes II 27 107 on, \Vatcr - i.e. it is a generic term covering both floatplanes and flying-boau. I'-5L 17 34- 35 113 Spanson. J\ short, wing-like projection, usually of aerofoil section and sometimes H types 8-g 24-115 104 referred to as a 'sea-wing', on each side of lhe lower portion of a flying-boat's hull, (Navy) NC-~ 110 to maintain iu lateral balance on the '"ater. 14 31>-31 Sttp. A break in the undersurfacc of a float or hull designed 10 facilitate take-off'. Navy racers 18-110 36-37 114 \\'here there arc more than one, these arc us113lly referred to as the main step and Dcnhaut/Donnet- Flying-boats 3 19 99 rear step respectively. L~~quc Dornier Doj \Val 29 46 121 DoX 127 42- 43 119 Do 18, Do 24 and Do ~6 54- 55 78-79 145 Fabre Hydravion I 17 97 Fairey Camp:inia 7 23 103 FBA Flying-boats 10 26 106 Fcliutowe F.2A 8-g 24-115 104 Fokker T.VIIl-\V 52 76 143 Fricdrichshafcn FF types 15 32 112 Grumman Coosc 57 82 148 Widgeon 64 8g 154 Heinke! H e59 42 64 134 16o 161 /l,f. Pa:e Patt .\0. _colour (d11cript1011 ) Kawanisbi HSK 6o 85 151 Lat~~rc Type 2g8 53 77 144 Types 300, 301 and 302 48 70 139 I NDEX Lohner Flying·boau 12- 13 28-29 109 ~1:acchi M.3 to !'.f.12 flying·boats 12 13 28-29 109 Schneider Trophy raccn 24 ·~ 40-41 118 Martin ?l,f.130 40 ~r 132 Jn addition to the aircraft described nnd portrayed in this volume, the follo,ving Aying·boats and floatplanes have appeared in other volumes of this series: ?l.iarincr (PB~! 63 88 153 Man (XPB:z~l JR~ l ) 51 74- 75 142 Sea?l.wter (P6~f) 67 93 156 Alba1ros \\'.4 Fifhl1rs 1914-19 Navy (Curtiu) NC.4 14 3C>-31 110 Ara do Ar 1g6 Bombtrs 1935}-45 Pemberton·B illing P.B.1 6 22 102 Bcriev Be-6 Bombtrs Saunders· Roe Princess 65 90-91 155 Bc-10 Bombers SR/Ar 66 9!2 156 Blackbum Shark Bombtrs 1915}-39 Savoia·?l.farchetti S.55 and S.66 34-35 52-53 126 Blohm und Voss Bv 138 Bombtrs 19Jg-45 Shin ?l.fciwa PS-1 68 94-95 157 CRDA Cant Z.5o6B Bombtrs 19Jg-45 Short 'C' cllUI and 'C' class 39 S9 131 Curtiss A.I Pilt-rrur Aircraft 190s-14 Calcutta, Kent and N.g Fi:httrs 1911-19 Sing:iporc 31-32 48-49 124 Seagull (SOC) Bombtrs 1915}-39 Cockle 38 58 130 de Havilland Tiger ?l.f oth Pricot1 Aircraft since 1946 Mayo composite 41 6!2-63 133 de Hnvilland Canada Otter Bomb1rs Sunderland, Sandringbam DouglaJ DT and World Cruiser Bombers 1915}-39 and Solcnt 61 6!2 116-87 151 Fairey III series Bomb1rs 1915}-39 Sikorsky S-40 and S-411 37 56-57 129 Friedrichshafcn FF types Bombtrs 1911-19 Sopwith Bat Boat 2 18 g8 Crumman Albatross (HU·16) Bombtrs Supcnll3 rine Schneider Trophy racers 21-113 38-39 116 Duck (JF/J2F) Bomb1rs 1915}-39 Sea Eagle 16 33 113 Hansa·Brandenburg cc Fithltrs 1911-19 Southampton, Scapa and KD\V F1ghl1rs 1914-19 Stranmer 33 50-51 1115 \ V.12 and \V.19 Fighters 1914-19 Walrw 49 71 140 \'V.29 and \ V.33 Fighltrs 1914-19 Hawker Dantorp Bomb.rs 1915}-39 Hart Bombtrs 1915}-39 Hcinkcl He 11 5 Bombtrs 1939-45 Ste o~ruaf for list of./IJint·bools a11d Kawanishi H6K ~Sl93fr45 jloatplan1s tksmbtd i11 othtr t'Dlumts i11 this srries. Locning OA and OL series Bombtrs 1915}-39 Lohner TypeL Bomblrs 1911-19 Martin TgM and T4?1.i Bomb1rs 1915}-39 Marlin (P5M/P·5) Bombtrs Nakajima E8N Bombtrs 1915}-39 Noorduyn (C.C.F.) Noneman Pril-011 Aircraft since 1946 Piaggio P.136 Pricalt Aircraft since 1946 Republic Seabee Pricau Aircraft sin« 1946 162 163 The Pocket Encyclopacd ia or World Aircnf1 Rumplcr Gil FiAh/111 1911- 19 by t. ~'fTH Ml., )(),_ PIONEER AJRCRAFT 1903-14 Sablatnig SF types FiAhln1 1911-19 FIGHTERS r9r4-19 Short Folder PWMtt Aitcraf/ 190:;-1-1 BOMBERS 1914-r9 Solcnt Civil Aitiiners sinet 19 -16 FIGHTERS 1919-39 SIAl-:\tarchclti/Nardi Riviera ( ~·333) PriDat• Aircrafl sine1 19/ 6 B0~1BERS 1919-39 Sop,vitb Baby &mbtrs 1914- 19 FIGHTERS 1939-4s BOMBERS '939-4S HELICOPTERS since 1907 CIVIL AIRLINERS since 19.f6 PRIVATE AIRCRAFT, Busine& and General Purpose since 1946 FIGHTERS (in service) 80~1.BERS (in service) FLYING BOATS AND SEAPLANE since 1910 The Pocket Encyclopaedia of Spacecraft ~1ANNED SPA CECRAFT b\ .. l., ,l'Tll C A TL~'D FRONTIE RS OF SPA CE b) PlllllP 80'0 ANO Kl ''II Tll C, ~ Tl \'I) Mechanised Warfare in Colour TANKS AND OTHER AR~10URED FIGHTING VEHICLES 1900-18 b)' 8. T. WlllTb MILITARY TRANSPORT OF WORLD WAR I b) C. ELLIS \ SO o. 81\llOP World Colour Series : Cars b\ T. II . ' I C liOL~'I •- SPORTS CARS 1928-39 PASSENGER CARS 1863-1904 - SPORTS CARS 1907-17 r PASSENGER CARS 190s-11 World Colour Seri~ : Railways , b' o. '· -.oca.: RAILWAYS AT THE T URN OF TH E CENTURY 189s-190s RAILWAYS AT T H E ZENITH OF STEAM 1920-40 RAILWAYS IN THE YEARS OF PR E-E ~11 NENCE 1905-19 I S BN 0 7137 OJ3 7 X BLANDFO RD PRES LTD 167 High Holborn LO~DO \'\ C1 V 6Pll i • ' " ' • •