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z A.z
drawings by RICHARD ANDERSON

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Sd{
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A brute in appeatance, yet very maneuverable, the 2.A2 was knownfor its ability tofly andtly well. "A.A,H.S. Journal', photo.

BUrlf by the French firm Societedes

Moteurs Salmson, the 2 A.2 was con-
sidered by many to be one of the best
two-seatfightersdevelopedby any nation
during the last half of WW I.
The aircraft featured dive-brakes be-
tween the landing gear legs under the
fuselage, but the most unusual feature
was the 9-cylinder water+ooled radial,
the Salmson 92. When confronted by
this new mechanical apparition, the
French Air Ministry was somewhattaken
aback, but still supported it, particularly
becausefrnancing was accomplisheden-
tirely through private channels.
The 2 A.2 was intended for use as an
Army cooperation type, to carry out any
one of severaljobs as required. In this
respectit was intended to take up where
the Sopwith l% Strutter left ofi and ro
carry on to meetadvancedspecifications.
The vast majority of pilots who flew it
during WW I agree that it was a first- endeared it most to pilots was its long, The Salmson 2A.2 was a large airplane
classairplane with few faults and lots of flat glide, which savedmany a crew who that proved alavorite duc to its good
*flyability." Takeoff handling qualities. "A.A.H.S. Journal"
was relatively short, lost an engine far out over the lines. photograph.
and the ship landed at about 45 mph tail Two survive; one in Belgium, the
high and at 40 mph, three-point. What other in Japan. tr

9I
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 Siemens-Schuckert
drawings by WILLIAM WYLAM
D.IV
As a FIGHTING machine, the SS
D.IV was as potent as anything devel-
oped by the warring nations of WW I. By
skillful and sometimes ingenious me-
thods, Siemens engineers produced an
airplane weighing no more than its pre-
decessor,the D.III, but with a reduced
wing area and a much higher combat
performance,mostly due to a new engine,
the 20Ghp Siemens Halske SH.IIIa.
Many experts believe that without this
engine the D.IV would have been just
anotherairplane. The enginewas unique
among rotaries in that the crankshaft
revolved in one direction and the cylin-
ders and crankcase revolved in the op-
positedirection, thus giving an equivalent
engine speed of 1,800 rpm with a
propeller speedof 900 rpm, a direct 2-l
reduction. This feature allowed the use
ofa huge four-bladed propeller that was and very responsive,although according Utilizing a rotary engine and a
streamlined with a spun aluminum to pilot reports it had a nasty stall. huge reverse rotating propeller,
lhe D.IV could out-climb its
spinner. Becauseit was produced in the last adversaries.
From the pilot's standpoint, the Sie- stagesof WW I, it was too late arriving to
mens-Schuckert D.IV was an excellent have much influence over the fate of the
airplane in which to go to war. Its ability Germans.
to climb rapidly at high altitudes where An Albatros-built experimentalmodel
other aircraft were sluggishwas one of its with long wings for high-altitude flight is
best attributes. It was easily controlled stored in Poland. tr

Profile view oJ the D.IY

shows the stubbiness oJ
the design, almost
bulldog-like. "Jane's All
the World's Aircraft"
photos.
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drawingsby WILLIAM WYLAM

Tng sopwITH Camel was the most Finding the dirigible in his sights at
widely and most numerously produced 19,000 feet, Culley's Camel staggered
aircraft of WW I. A total of 5,490 and strained to maintain flight as he
Camelswere constructed by at least nine emptied his guns upward and directly at
manufacturers and the design was con- the dirigible. The L.53 seemedunaffected
sideredto be one ofthe best dog hghters until suddenly it burst into flames and
of the l9lzl-1918conilict.The Camelwas dropped into the sea.This was the first
responsiblefor the destruction of more aerial victory by a shipboard aircraft.
German aircraft than any other design Cutley's Camel is now exhibited at
and was the first British aircraft designed London's Imperial War Museum: there
for two forward-frring machine guns. are five other Camels in other mu-
Two versions,the F. I and the 2F. I, were seums. tr The Sopwith Camel was produced in large
quantities during lI/W I. Air Age Jile photo.
produced, the latter for the Royal Navy
with shorter wings, smaller tail surfaces,
and a larger engine. It changed the
course of Naval aviation. Needing a
weapon to counter the activities of
German dirigibles that had previously
exercised surveillance of British Naval
activities without jeopardy, the Camel
wasto becomethe first successfulattempt
to counter the high-flying Germans. On
August ll, 1918,Sub-LieutenantStuart
D. Culley, an American-born member of
the British Royal Air Force, took off
from a platform in tow by a British
destroyer and climbed to 18,000feet in
pursuit of the German dirigible L.53.

Responsible lor the destruction oJ more German

aircraJt than any other Allied design, the Sopwith
Camel was also adapted lor use by the Royal Navy.
Photo courtesy oJ Leonard Opdycke' lVll I
Aeroplanes.
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drawings by WILLIAM WYLAM
TuB opstcN of the Dolphinbeganas
a scratch-pad doodle in the engineering
rooms of Sopwith Aviation during the
summerof 1916.The doodling engineers
pointed with pride at their thumbnail
sketchesof what might be, if only a 190-
hp water-cooled engine were available.
Then, like a bolt from the blue, word
camethat WolseleyMotors had obtained
a licensefrom Hispano-Suiza to manu-
facture their new 20Ghp geared engine.
With the promise of an appropriate
powerplant, the doodle soon becamean
engineering project and the forces of
Sopwith immediately went to work on
Model 5F.1. It wasnicknamed"Dolphin"
in accordancewith Sopwith's custom of
naming their products after animals,
fish, or fowl.
In performance, the production Dol-
phins left little to be desired for a l9l8
servicetype. The first operational models
102
DolphinsF.l
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officially weighed in at 1,406 pounds Conceived in 1916 as an answer to Allied air
empty and grossed1,881pounds. Fuel, squadrons' requirements lor air superiority,
the Sopwith Dolphin 5F.1 was slow in coming
weighing 194pounds and sufficient for a and hardly jullilled its combat uedentials. Air
230-mile range, was included in this Age tile photo.
grossfigure. The top speedwas 136mph
at sealevel and it had a landing speedof
40 mph.
As an all-around single-seater,the
Dolphin exceededanything the British
manufacturers were able to put out in
squadron quantities before WW I ended.
Other typesperhapsbetteredit in specific
items of performance, but as a package
the 5F.1 was hard to beat. It possessed
enough good characteristicsthat a 300-
hp version was built and tested for
production in l9l9 and which the U.S.
and French air serviceswere contracting
at the time of the Armistice.
One Dolphin lives in the RAF Mu-
seum in London. tr
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drawings by JOSEPHNIETO
The Sopwith Snipe 7F.1 lollowed the successJul Sopwith Camel and was used by the
British until 1926. Air Age lile photo.
INrnoouCED as a successorto the
famous Sopwith Camel, the Snipe first
reachedthe Western Front in September
1918. In the three months before the
war's end it proved the best of the Allied
fighters,though lessthan a hundred were
in action. It was while flying a Snipe that
Major W.G. Barker of No. 201 Squadron
fought his celebrated single-handeden-
gagement with 15 Fokker D.VIIs on
October 27. 1918. for which he was
awarded the Victorian Cross. The fuse-
lage of Barker's aircraft is to be seenat
the Canadian War Museum in Ottawa.
Snipe
7F.7
Of a wooden structure and fabric
covering, the makers'designation of the
aircraft was the Sopwith 7F. l. Powered
by a Bentley B.R.2 enginethat developed
230 hp, the Snipe was able to achieve a
maximum speedof 12J mph at 10,000
feet and had a rate of climb of 970 fpm.
Due to financial stringenciesapplied
to the British air services, the Snipe
remained active with fighter squadrons
The prototype Snipe had single-bay wings. until as late as 1926.
Photo courtesy o! Leonard Opdycke, llW I Four other Snipescan be seenin other
Aeroplanes.
museums. tr
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109
 SDad s.vrr
C.1
drawingsby WILLIAM WYLAM
-

:,;.;i ,,;';l:;,;11

:y':';
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A verylamous airplane, the French-built

r photo.
lT WAS A nervousgroup of men that
stood on Bleriot Field one morning in
July 1916,whenthe first S.VII wasabout
to demonstrate the theories of its
engineers.
After successfullyproducing the Spad
A.I to the order of the Russian govern-
ment in early 1915,the designersrushed
to their boards to reconfigure the plat-
form for the then-radicalenginedesigned
by Marc Birkigt, the brilliant designerof
engines for Hispano-Suiza motor car
company. In addition, the youthful M.
Bechereau, designer of Deperdussin's
record-breaking racing monoplanes of
l9l2 and l9l3 fame, and Louis Bleriot,
famed Channel flier and aerodynamic
progressive, were among the firm's
design staff.
Bechereau was made chief engineer
with a free hand as far as designs were
concerned. The result was the Spad
(Societe Pour Aviation et ses Derives)
Spad VII had an excellent perJormance
capability lor WM pilots. Air Age Jile
S.VII.
At the conclusion of the first test flight
the fears of the designerswere dismissed.
Sea-levelspeedproved to be 123.5mph,
about 5 mph more than anticipated. The
rate of climb was quite good, as it
attained an altitude of 10,000feet in 9
minutes 50 seconds, and it found a
serviceceiling of 15,000feet.
The Spad was retired from replace-
ment stores early in 1918, although
several squadrons continued to operate
right up to the Armistice. Several hun-
dred S.VIIs were constructedin England
for the RAF and they were supplied in
large numbers to other Allied forces.
Ten Spad VII's still exist. tr

110
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113
 Sd
drawingsby WILLIAM WYLAM
Folr-owING the great successof the
Spad S.V[, French engineersdeveloped
from it a two-placereconnaisanceversion
that was to hll a number of operational
requirements, such as observation and
light bombing. Powered by a 235-hp
Hispano-Suiza engine,it enteredservice
from l9l7 with French, Belgian, and
eventually AEF squadrons. Becauseof
the additional weight gained with the
increasedsize of the fuselaeeand the
sxr'-z
addition of bombs, more armament,
etc., performance suffered. It was no
match for the German fighters and was
an easytarget, leading to a re-evaluation
of its use.
T h e H i spano-S ui za engi ne w as
changed to a more powerful Lorraine-
Dietrich type SBb which delivered 250
hp at only 1,650rpm and redesignatedas
Spad XVIA-2, but retained the same
construction and appearanceofthe type
XI.
Becauseit had a proven airframe, the
uses and adaptations were many. Al-
though generally disliked by pilots be-
cause of its rulnerability, the Spad XI
and XVI gave good results in action.
Billy Mitchell's S.XVIA-2 is on show
at the National Air & SpaceMuseum in
Washington, DC. n
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drawinfiby WILLIAMwYLAM

MonB NOTED for its speed and

strength than for its maneuverability or
climb, the Spad XIII was a definite
favorite becauseof one othervery impor-
tant characteristic-it was easy to fly.
The Spad XIII was one of the best-liked
Allied aircraft to seeservicein 19I 7- 1918.
Like all other good fighting ships, it
was a compromise betweenclimb, speed,
maneuverability, ease of construction,
and maintenance. But the airplane
proved itself over and over again where it
counted-in the air and in battle. The
first French squadron to be completely
equipped with the new XIII was the
Escadrille S.3 "Les Cigognes" (The
Storks) of which the great French Ace V-type engines which at first delivered Conidered easyto fly, the Spad
Georges Guynemer was top ranking 200 hp and were soon improvedto 220 S.XIII C.l was atavorite mormt
member. Killed in the XIII under mys- hp at sealevel. Among the most stream- Jor AIIied pilots. It was a lighter
that could tal@a hord punch and
terious circumstances, Guynemer never lined of WW I airplanes, it had a top still remain air-worthy. Afu Age
achieved a victory in the plane and an speed of 134.5 mph. It could climb to Jile photos.
omen of bad luck was to prevail, al- 6.500 feet in 5 minutes 17 seconds and
though no basis in fact was ever could reach a ceiling of slightly over
establishedto substantiateit. In fact. the 22.000feet.
war records of the Spad XIII speak well Six XIII C.l's still survive, one of
for themselves. them Guynemer's in Paris, another Ray
The original models were powered by Brooks'in Washington D.C. n
Hispano-Suiza type 8Ba eight-cylinder

179
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 Standard ModelJ
drawings by WILLIS NYE

DBvgl-OPED from the Standard H

series biplanes designed in 1916, the J
series aircraft were part of the USA's
effort to produce machines as trainen
for the war in Europe. A tandem two-
seater, it was initially powered by the
Hall-Scott 100-hp A-7A engine. It
proved to be somewhat underpowered
and so the J-l was introduced, powered
by a 175-hpengine,also from Hall-Scott.
The H-S A-5A engine gavethe airplane a
maximum speedof 95 mph and was used
for training and barnstorming as long
after the war as the Jenny was.
Many J-ls are still flying or are in
museums. tr
Standard J-I with 180-hp Hisso engine.

:,iifi

Standard J-I with Curtiss OXS engine.

Photos courtesy of Leonard Opdycke, WW I
Aeroplanes.

123
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725
 Thomas Morse s-4c
&E
drawingsby WILLISNYE

TnB ruoMAS Morsed4c ru, u

single-seat advanced trainer of which
about 600 were built. Most went to the
U.S. Army Air Service but a few also
went to the U.S. Navy from 1917.They
were powered by the 80-hp LeRhone
rotary engine and also used the l0Ghp
Gnome rotary in some models.
Nicknamed "Tommy,' the S4C repre-
sented to student pursuit pilots all that
was to be expectedofa single-seatfighter
by way offeel and appearance,plus a lot
of gentlenessthat some combat types of
WW I lacked. It was not considered
Designed as an advanced single-seat trainer tor llll I fighter pilots, over 1,000
"Tommies" werc built. This is the S-48, Photo courtesy of Leonard Opdycke, lVl{ I
Aeroplanes.

good enough, either in performance or

handling qualities to be usedas a fighter.
It never went overseasand was relegated
to training fields during WW I.
Over 1,000 were built and, following
the Armistice, were declaredsurplus and
purchasedby sportsmanpilots and barn-
stormers during the early 20s. The busy
roar of its rotary enginethat had echoed
The S-4E above and the S-4C below were to be seen by thousands of movie bufJs when Hollywood from dozensoftraining fields all over the
used the airplane in their celluloid wars. "Jane's Atl the World's Airuaft" ph6ios. country during the war dontinuedto be
heard until about 1930. The motion
picture industry used a great many
Tommys after that in Hollyrvood air
epics.
Only one S4B is left, at Cole Palen's
Old Rhinebeck Aerodrome; four -C's are
in museums, and there are no more
-E's. tr
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 Wri ht Brothers
drawingsby WILLIAM WYLAM
7903 Flyer,
Model A, Model B

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The lllright Brotherc airplane w-asthe lirst man-carrying aircraft in which the Army Signal Corp
expressed an interest. Air Age lile photo.

Af tO,:Sa.m. on Thursday,December
17, 1903, at Kill Devil Hills in Kitty
Hawk, North Carolina, Orville Wright
piloted the Flyer on a flight that lasted
just 12 secondsand coveredabout 120
feet. In doing so, the world's first
powered, sustained, and controllable
flight of a man#rrying airplane was
recorded.The l2-hp engineand airframe
were of Orville and Wilbur Wright's
designand manufacture. The fourth and
last flight that day-and of the Flyer
ever-rovered over 800 feet.
The use of wing warping, and the
connection between it and the rudders,
was the secret of the Flyer's control-
lability-the Wright's secret.
Not satisfied, the brothers set about
modifying their design and thus devel-
oped the Wright Model A.
The Model A was similar to the
original Flyer, the most noticeable dif-
LeJt: The llright Brothers assembkd their
Jamous aircraft with little fanlare in this
building. Smithsonian photo. Above: Side
view of the original llright airplane, 1903, at
Kitty Hawk. Photo courtesy of Leonard
Opdyckc, WW I Aeroplanes.
ference being the addition of seats for
pilot and passenger.This airplane paved
the way for the Model B, which was
accepted as a flying machine for the
Army Signal Corps.
The 1903Flyer hasjust beenrestored
at the National Air & SpaceMuseum in
Washington, DC; seven other powered
Wriehts are on exhibit in various
museums. tr
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135
 Ers,nes

Clerset -lL-/-
d ra wir r g by W I L L IAM W Y L AM

ONB Of'THE most successfulengines

of WW I was the rotary Clerget. The
crankshaft remained fixed during opera-
tion and the entire enginerotated around
it. This feature provided a number of
advantages,one being easymaintenance.
Another was the relatively light weight of
the engines.Produced in 7- and 9-cylinder
versions,the Clerget Company also pro-
duced limited quantities of I l- and even
lGcylinder rotary engines,the latter pro-
ducing as much as 420 hp at 1,600rpm
with a weight of only 750 pounds. The Above: Type11E.8.
Type llEB of ll-cylinder configuration developed200 hp at
1,300rym. Left: Type
weighed 507 pounds and produced 210 92. wasrated at 110 hp
hp at 1,300rpm and the Type 9BF with 9 at 1,180rpm.
cylinders weighed 381 pounds and put
out 153 hp at 1,250 rpm, according to
Jone'sAll the World's Aircraft of 1919.
Manufactured in France by Clerget
Blin Et Cie, it was also manufactured
under a license agreement by Gwynnes
Ltd. of London and was used in many
different Allied aircraft, such as the Sop-
with Camel, Beardmore, and others.
The rotary engine was little-used after
WW I. Following the development of
more powerful, liquid-cooled, rotating
crankshaft style engines by Mercedes,
Rolls Royce, Liberty, and Hispano-Suiza,
the rotary englne became obsolete and
production halted around 1925. A few
were rebuilt as stationary radial engines
after the war. tr

The Type 98.F. weighed 381

pounds and developed 140 hp at
1,250 rpm.

136
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 Hispano-Suiza
--I
d r a wir r g sb y WILLIA M W Y LA M

ONg oF rnE MoST successfulengines

S.E.5, Sage, Sopwith Dolphin, Super-
of its time, the Hispano-Suiza was a V-
marine, the French-built DeMarcav. and
type 8 cylinder, liquid-cooled enginethat
Nieuport variants, the engine proUuUty
was produced in both direct and geared
achievedmore recognition than any other
drive configurations. With the main Dro-
by virtue of its use in the famous French-
duction facility in Barcelona, Spain, the
built Spad fighter plane.
engine was also manufactured in the
The Hispano-Suiza engines, which
United States by the Wright-Martin
were developed as early as 1916, had a
Company and versions were also pro-
reliable design and provided a sound
duced in France and England. Eight
basis for the company which is still in
models were made with the M version
businessproducingjet enginesunder the
producing as much as 400 hp. Used in
name of SNECMA in Paris. France. E
such aircraft as the British Beardmore,

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 MefCedeS
d r a win g sb y W ILLIA M W Y LA M
DBSCRBSD as very reliable, the Mer-
cedes engine was developed for the
Automobile Technical Society prize of
5,000 pounds sterling during l9ll. The
100-hp model won the chief prize in the
Kaiser engine competition in l9l2 and
the Mercedes-Daimler Motoren Gesell-
schaft, Stuttgart, Germany, firm went on
to produce even larger enginesand auto-
mobiles. Produced between l9l4 and
1918,the 160-and 180-hpversionswere
r6ohp& 180hp
usedin a wide variety of German aircraft,
suchas the Albatros D.III and the Fokker
D.VII. The F-1466enginehad a rating of
160hp at 1,400rpm and the F-1466D-3A
was rated at 180 hp at 1,400rpm. These
were liquid-cooled engines and were
known for their reliability and excellent
durability due to the fine crafts-
manship insistedupon by the company, a
feature that is still held to modern times.E
LeJt and below: Mercedes
engines were known Jor
their ruggedness and low
maintenance
requirements.
Above: Front and rear
views oJ the Mercedes
demonstrate the thin
prolile which allowed Jor
streamlining ol the
airlr ame de sign.' I ane's
All the World's Aircruft"
photos.
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t lr .r w i ngb y WILLIA M WY LA M

TnB stBtr,tENS& HALSKE Aero

Engine Department, Berliner Chausse,
Berlin-Spandau, engaged in the manu-
facturing of aero+ngines before WW I.
Toward the end of the war, they designed
and manufacturedrotaryenginesin which
the crankcase and the crankshaft were
geared together, so that each rotated at
half-engine speedin opposite directions.
For the time, this enginemade some very
remarkable climbs to high altitudes. For
high-altitude performance,the enginewas
fitted with high-compression cylinders.
Used in such airplanes as the Roland
Parasol and the Siemens-Schuckertbi-
planes, the engine had the capabitity of
turning huge, four-bladed props due to
the unique nature of the engine gearing,
giving the aircraft equipped with them
some very powerful and maneuverable
machines. tr

The Siemens-Halske Sh.III contra-rotary, on exhibit at the

Science Museum in S. Kensington, England. Science Museum
photo.

t44
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LeWfS Machine
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c lr '.r w i r rbgy WILLIA M WY LA M

As IN ANY wAR, the unfortunate

method of force comes from firepower
or killing power. Early pilots of WW I
observationaircraft soon discoveredthat
they were sitting ducks for ground fire.
Following a number of casualties,pilots
began to carry side-arm weapons and
even rifles. The concept offixed guns on
aircraft came as a result of the pilot's
inability to fly his aircraft and fire his
weapon with any authority by leaning
over the side of his airplane. As this
approachto aircraft weaponry developed,
so did the need for faster firing guns. The
Lewis Machine Gun, Model 1918,wasan
outgrowth of the infantry type machine
gun used by ground personnel, and was
attached with a flexible mount atop the
wings of many Allied aircraft, as well as
being located in the rear ofthe aircraft for
use by an aerial gunner. Being fully
automatic and gas-operated, the kwis
provided a formidable new fighting tool
for the Allies in the air. tr

A pair of Lewises mounted on a Scarf! ring

in the rear cockpit. It is the same mointin-g
as the one in the drawing.

1 46
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147
 T'7. I

VfCKefS Machine
Gun
d r a wir .r gby WILLIA M WY LA M

TgB rInSr experiments in arming an

z+/"-
aircraft consisted of firing hand-held
pistols and carbines. Machine guns were ,ti"
attached to the upper wings of scout
biplanes, mounted at angleson the sides, n
pivoting on mountings in rear cockpits,
or on pusherscoutslike the D.H.2, fixed
in front of the pilot. All these were
.*k\
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awkward or dangerous:the obvious best -1?6

location was in front of the pilot firing
through the propeller ofa tractor design. rtA.(meotrc_(arcU
At first, pilots tried mounting a single
gun on the cowlingand firingthrough the
turning propeller, making holes in it I
occasionally. A surprising number of ---GAYesElf
,
holes could be made before the propeller ---EaNL_A!EE
disintegrated! _PEaE-A4EE
Roland Garros put iron wedgesaround
the baseofhis bladesto deflectthe bullets, I
but the vibration eventuallydestroyedthe
t
propeller. Fokker developed a mechanical
,l +"
synchronizer which intemrpted the op-
eration of the gun when the blade was in ntuMlNu4 (oaLN6 AqPaELJ ,''
t ----'
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front of it, and soon after a better hy- - -
draulic system appeared. The Vickers fggy-4ltLuogt-t--'
CaBreroct f eeoSecrtoil
took its place, first one only and then in -'
pairs, on the cowls of most Allied
aircraft. E

The Yickers, Iike the Lewis and lhe

,s
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German Spandau, was developedfrom the
earlier gun designed by Hiran Maxim.

148
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 Air Bombs
clr.rwirrgby WILLIAM WYLAM
ONB OF THE FIRST bombs to faII
from an aircraft on an enemy was a glass
jar filled with petrol, nails, and powder.
The airplane in war was seenas providing
a better vantagepoint in observingenemy
troop movements.
The first bombing equipment was
nothing more than a pilot with a satchel
with a few lightweight bombs made from
artillery shells or hand grenadesthat he
simply tossed over the side. Encouraged
with this new way of creating havoc on
Bombs being loaded into German
Halberstadt CLJI light bombus.
the ground, aircraft were soon equipped
with racks under the aircraft, a release
mechanism in the cockpit for the pilot to
activate, and even additional crew mem-
bers to assumethe tasks of gunner and
bombardier.
Shortly after the end of WW I, General
Billy Mitchell managed to sink a battle-
ship in a test for the Navy using only
bombs. !
 AIR BOMBS
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AiTAGE
P U B LIS H IN G

ISBN:0-911295-02-X

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