Misplaced Pages

#931068

90-832: The Handley Page Type O was a biplane bomber used by Britain during the First World War . When built, the Type O was one of the largest aircraft in the world. There were two main variants, the Handley Page O/100 (H.P.11) and the Handley Page O/400 (H.P.12). The aircraft were used in France for tactical night attacks on targets in German-occupied France and Belgium and for strategic bombing of industrial and transport targets in

180-653: A W shape cabane, however as it does not connect the wings to each other, it does not add to the number of bays. Large transport and bombing biplanes often needed still more bays to provide sufficient strength. These are often referred to as multi-bay biplanes . A small number of biplanes, such as the Zeppelin-Lindau D.I have no interplane struts and are referred to as being strutless . Because most biplanes do not have cantilever structures, they require rigging wires to maintain their rigidity. Early aircraft used simple wire (either braided or plain), however during

270-412: A biplane aircraft, two wings are placed one above the other. Each provides part of the lift, although they are not able to produce twice as much lift as a single wing of similar size and shape because the upper and the lower are working on nearly the same portion of the atmosphere and thus interfere with each other's behaviour. In a biplane configuration with no stagger from the upper wing to the lower wing,

360-659: A detailed cockpit reproduction can be found at Stow Maries Great War Aerodrome , near Maldon in Essex. Data from The British Bomber since 1914 and The War in the Air Appendices General characteristics Performance Armament Related development Aircraft of comparable role, configuration, and era Related lists Biplane Biplanes offer several advantages over conventional cantilever monoplane designs: they permit lighter wing structures, low wing loading and smaller span for

450-624: A documented jet-kill, as one Lockheed F-94 Starfire was lost while slowing down to 161 km/h (100 mph) – below its stall speed – during an intercept in order to engage the low flying Po-2. Later biplane trainers included the de Havilland Tiger Moth in the Royal Air Force (RAF), Royal Canadian Air Force (RCAF) and others and the Stampe SV.4 , which saw service postwar in the French and Belgian Air Forces. The Stearman PT-13

540-513: A faster and more comfortable successor to the Dragon. As the available engine power and speed increased, the drag penalty of external bracing increasingly limited aircraft performance. To fly faster, it would be necessary to reduce external bracing to create an aerodynamically clean design; however, early cantilever designs were either too weak or too heavy. The 1917 Junkers J.I sesquiplane utilized corrugated aluminum for all flying surfaces, with

630-763: A fixed fin but to find the cause of the tail oscillation, the Admiralty called in Frederick Lanchester from the National Physics Laboratory . Lanchester agreed that simple structural weakness was not the root of the problem and that resonance of the fuselage was the probable cause. Static tests on the third prototype which had a redesigned, stiffer, fuselage structure showed nothing. Lanchester flew as an observer in an amidships crew position on 26 June. The tail oscillations started at 80 mph (130 km/h) and Lanchester observed that

720-422: A given wing area. However, interference between the airflow over each wing increases drag substantially, and biplanes generally need extensive bracing, which causes additional drag. Biplanes are distinguished from tandem wing arrangements, where the wings are placed forward and aft, instead of above and below. The term is also occasionally used in biology , to describe the wings of some flying animals . In

810-577: A large seaplane for coastal patrol and dockyard defence that would also be capable of bombing the German High Seas Fleet at its base in Kiel . The AD Seaplane Type 1000 prototype had already been commissioned from J. Samuel White & Co. of Cowes . Handley Page suggested a land-based aircraft of similar size, and a specification drawn up around his suggestions was formally issued on 28 December 1914 for four prototypes. It called for

900-403: A large biplane powered by two 150 hp (110 kW) Sunbeam engines, which was required to fit in a 75 ft × 75 ft (23 m × 23 m) hangar and would therefore have folding wings. It was to carry six 100 lb (45 kg) bombs and have armour to protect crew and engines. The crew of two were to be enclosed in a glazed cockpit and the only defensive armament planned

990-507: A minimum of struts; however, it was relatively easy to damage the thin metal skin and required careful handling by ground crews. The 1918 Zeppelin-Lindau D.I fighter was an all-metal stressed-skin monocoque fully cantilevered biplane, but its arrival had come too late to see combat use in the conflict. By the 1930s, biplanes had reached their performance limits, and monoplanes become increasingly predominant, particularly in continental Europe where monoplanes had been increasingly common from

SECTION 10

#1732780949932

1080-419: A pair of 15 imp gal (68 L; 18 US gal) gravity tanks. The new nacelles were smaller and had simplified supporting struts; the reduction of drag improved maximum speed and ceiling. The revised nacelle was tested in 3188 , which in 1917 was flown at Martlesham Heath with a variety of engine installations. An initial order for 100 of the revised design, with Sunbeam Maori or Eagle engines,

1170-766: A powder store and rocked the town, the damage being estimated by the Germans at M1,000,000. Operations were reduced during the last days of the war by weather but several aerodromes were attacked, particularly that at Morhange. After the war, O/400s remained in squadron service until replaced by the Vickers Vimy toward the end of 1919. War-surplus aircraft were converted for civilian use in the UK and nine were used by Handley Page Transport . Eight O/400s were fitted to carry passengers and operated by 86 (Communication) Wing from Hendon, to provide transport between London and Paris for

1260-727: A siding was laid to connect the Royal Navy Aviation School with Eastchurch railway station on the Sheppey Light Railway . Towards the end of the First World War , on 1 April 1918, the Royal Naval Air Service and the Royal Flying Corps amalgamated. The station at Eastchurch was transferred to the newly formed Royal Air Force and was re-designated Royal Air Force Station Eastchurch, or RAF Eastchurch for short. During

1350-463: A small degree, but more often was used to improve access to the cockpit. Many biplanes have staggered wings. Common examples include the de Havilland Tiger Moth , Bücker Bü 131 Jungmann and Travel Air 2000 . Alternatively, the lower wing can instead be moved ahead of the upper wing, giving negative stagger, and similar benefits. This is usually done in a given design for structural reasons, or to improve visibility. Examples of negative stagger include

1440-473: A somewhat unusual sesquiplane arrangement, possessing a more substantial lower wing with two spars that eliminated the flutter problems encountered by single-spar sesquiplanes. The stacking of wing planes was suggested by Sir George Cayley in 1843. Hiram Maxim adopted the idea for his steam-powered test rig, which lifted off but was held down by safety rails, in 1894. Otto Lilienthal designed and flew two different biplane hang gliders in 1895, though he

1530-586: A wing strut of his aircraft and airlifted one small pig inside the basket. Later Moore-Brabazon, Professor Huntington, Charles Rolls and Cecil Grace all used the flying club's services. In May 1909 the Wright Brothers visited Sheppey and inspected the airfield before moving on to visit the Short Brothers' factory. They then took lunch at Mussell Manor with members of the Aero Club and there

1620-560: Is better known for his monoplanes. By 1896 a group of young men in the United States, led by Octave Chanute , were flying hang gliders including biplanes and concluded that the externally braced biplane offered better prospects for powered flight than the monoplane. In 1903, the Wright Flyer biplane became the first successful powered aeroplane. Throughout the pioneer years, both biplanes and monoplanes were common, but by

1710-536: The Bristol M.1 , that caused even those with relatively high performance attributes to be overlooked in favour of 'orthodox' biplanes, and there was an allegedly widespread belief held at that time that monoplane aircraft were inherently unsafe during combat. Between the years of 1914 and 1925, a clear majority of new aircraft introduced were biplanes; however, during the latter years of the First World War,

1800-589: The First World War -era Fokker D.VII fighter and the Second World War de Havilland Tiger Moth basic trainer. The larger two-seat Curtiss JN-4 Jenny is a two bay biplane , the extra bay being necessary as overlong bays are prone to flexing and can fail. The SPAD S.XIII fighter, while appearing to be a two bay biplane, has only one bay, but has the midpoints of the rigging braced with additional struts; however, these are not structurally contiguous from top to bottom wing. The Sopwith 1½ Strutter has

1890-703: The Grumman Ag Cat are available in upgraded versions with turboprop engines. The two most produced biplane designs were the 1913 British Avro 504 of which 11,303 were built, and the 1928 Soviet Polikarpov Po-2 of which over 20,000 were built, with the Po-2 being the direct replacement for the Soviet copy of the Avro 504. Both were widely used as trainers. The Antonov An-2 was very successful too, with more than 18,000 built. Although most ultralights are monoplanes,

SECTION 20

#1732780949932

1980-617: The Lite Flyer Biplane, the Sherwood Ranger , and the Murphy Renegade . The feathered dinosaur Microraptor gui glided, and perhaps even flew, on four wings, which may have been configured in a staggered sesquiplane arrangement. This was made possible by the presence of flight feathers on both forelimbs and hindlimbs, with the feathers on the forelimbs opening to a greater span. It has been suggested that

2070-556: The Nieuport-Delage NiD 42 / 52 / 62 series, Fokker C.Vd & e, and Potez 25 , all serving across a large number of air forces. In the general aviation sector, aircraft such as the Waco Custom Cabin series proved to be relatively popular. The Saro Windhover was a sesquiplane with the upper wing smaller than the lower, which was a much rarer configuration than the reverse. The Pfalz D.III also featured

2160-566: The Rhineland . Some aircraft were temporarily diverted to anti-submarine reconnaissance and bombing in the Tees estuary in 1917 and two aircraft operated in the eastern Mediterranean. The Type O made such an impression that for many years after the war any large aircraft in Britain was referred to as a "Handley Page", even getting a dictionary entry. Design work began shortly after the start of

2250-560: The Royal Naval Air Service and the Royal Flying Corps on 1 April 1918, the station was transferred to the newly formed Royal Air Force and was re-designated Royal Air Force Eastchurch . The members of the Aero Club of Great Britain established their first flying ground near Leysdown on the Isle of Sheppey in 1909. One of the Club's members, Francis McClean , acquired Stonepits Farm, on

2340-579: The S.39 or Triple Twin. At this time seaplanes had to be taken by barge to Queenborough on the Isle of Sheppey to be launched and tested. In November 1910 the Royal Aero Club, at the instigation of Francis McClean, offered the Royal Navy the use of its airfield at Eastchurch along with two aircraft and the services of its members as instructors in order that Naval officers might be trained as pilots. The Admiralty accepted and on 6 December

2430-501: The Sopwith Dolphin , Breguet 14 and Beechcraft Staggerwing . However, positive (forward) stagger is much more common. The space enclosed by a set of interplane struts is called a bay (much as the architectural form is used), hence a biplane or triplane with one set of such struts connecting the wings on each side of the aircraft is a single-bay biplane . This provided sufficient strength for smaller aircraft such as

2520-472: The Wright A biplane. It was here that John Moore-Brabazon (later Lord Brabazon of Tara) made a flight of 500 yards in his Voisin biplane The Bird of Passage , officially recognised as the first flight by a British pilot in Britain. Later in 1909, Moore-Brabazon piloted the first live cargo flight by fixed-wing aircraft. In order to disprove the adage that pigs can't fly he attached a waste-paper basket to

2610-419: The lift coefficient is reduced by 10 to 15 percent compared to that of a monoplane using the same airfoil and aspect ratio . The lower wing is usually attached to the fuselage , while the upper wing is raised above the fuselage with an arrangement of cabane struts , although other arrangements have been used. Either or both of the main wings can support ailerons , while flaps are more usually positioned on

2700-647: The 5th Wing RNAS at Dunkirk in late 1916. At first the O/100s were used for daylight attacks over the North Sea, damaging a German destroyer on 23 April 1917, but the loss of an aircraft to fighter attack two days later resulted in a switch to night operations, usually by single aircraft, against German-occupied Belgian ports, railway targets and airfields. On the night of 16/17 August 14 O/100s dropped 9 long tons (9.1 t) of bombs on Torhout railway station. O/100s from Coudekerque carried out anti- U-boat patrols off

2790-514: The CR.42 was able to achieve success in the defensive night fighter role against RAF bombers that were striking industrial targets throughout northern Italy. The British Fleet Air Arm operated the Fairey Swordfish torpedo bomber from its aircraft carriers, and used the type in the anti-submarine warfare role until the end of the conflict, largely due to their ability to operate from

Handley Page Type O - Misplaced Pages Continue

2880-528: The Caribou , performed the first non-stop flight between the Canadian mainland and Britain in 30 hours 55 minutes, although the intended target for this long distance flight had originally been Baghdad , Iraq . Despite its relative success, British production of the Dragon was quickly ended when in favour of the more powerful and elegant de Havilland Dragon Rapide , which had been specifically designed to be

2970-678: The Commander-in-Chief at the Nore promulgated the scheme to the officers under his jurisdiction, stipulating that applicants be unmarried and able to pay the membership fees of the Royal Aero Club. Two hundred applications were received, and four were accepted: Lieutenants C.R. Samson , A.M. Longmore and A. Gregory, and Captain E L Gerrard , RMLI . It was originally planned that Cecil Grace would be their instructor but, following his untimely death, George Cockburn took his place, giving his services free of charge. Technical instruction

3060-681: The First World War following meetings between Captain Murray Sueter , the director of the Air Department of the Royal Navy , and Frederick Handley Page . Sueter requested "a bloody paralyser of an aircraft" for long-range bombing. The phrase was originated by Commander Charles Rumney Samson , who had recently returned from the front. Coastal patrol adaptations of the abortive Handley Page L/200 , M/200 and MS/200 designs were initially discussed but Sueter's technical advisor favoured

3150-515: The First World War, the British Royal Aircraft Factory developed airfoil section wire named RAFwire in an effort to both increase the strength and reduce the drag. Four types of wires are used in the biplane wing structure. Drag wires inside the wings prevent the wings from being folded back against the fuselage, running inside a wing bay from the forward inboard corner to the rear outboard corner. Anti-drag wires prevent

3240-577: The French Nieuport 17 and German Albatros D.III , offered lower drag than a conventional biplane while being stronger than a monoplane. During the Interwar period , numerous biplane airliners were introduced. The British de Havilland Dragon was a particularly successful aircraft, using straightforward design to could carry six passengers on busy routes, such as London-Paris services. During early August 1934, one such aircraft, named Trail of

3330-606: The Germans had been experimenting with a new generation of monoplanes, such as the Fokker D.VIII , that might have ended the biplane's advantages earlier had the conflict not ended when it had. The French were also introducing the Morane-Saulnier AI , a strut-braced parasol monoplane , although the type was quickly relegated to the advanced trainer role following the resolution of structural issues. Sesquiplane types, which were biplanes with abbreviated lower wings such as

3420-549: The NPL established that the counter-rotating propellers causing directional instability with the O/100. Only one version was necessary, simplifying production and maintenance and the p-factor was overcome by slightly offsetting the fin. The O/400 had a strengthened fuselage, an increased bomb load, the nacelle tanks were removed and the fuel was carried in two 130 imp gal (590 L; 160 US gal) fuselage tanks, supplying

3510-425: The Type O followed the Type M and Type N. Type Os are frequently misnamed with the numeral "0" instead of the letter "O". The company designations "H.P.11" and "H.P.12" were applied retrospectively after HP switched to type numbers in 1924. An early O/100, which had flown from Manston Airfield , developed engine trouble and landed behind German lines on 1 January 1917. The five crew members became prisoners of war and

3600-673: The Western Front against the German spring offensive . In September 1918, the 41st Wing was formed at Manston with the Handley Pages of "A" Squadron RNAS, for night bombing, and flown to Ochey in October. ("A" Squadron was later 16 Squadron RNAS, then from 1 April 1918, 216 Squadron RAF.) On 9 August, 97 Squadron arrived in France and ten days later, 215 Squadron was transferred, then on 31 August 115 Squadron arrived and 100 Squadron

3690-520: The aircraft was flown in German markings until it was wrecked. No complete example of any Type O aircraft remains. The Royal Air Force Museum Cosford has several relics, including pieces of fabric from an O/100 and various small O/400 components and five O/400 wing sections which had been used as part of a shed roof in Flintshire until their recovery in late 2013. While there are no extant airframes,

Handley Page Type O - Misplaced Pages Continue

3780-615: The aircraft was used to bomb warehouses and ships in the harbour of Pandera on the south shore of the Marmara, and was then used on anti-submarine patrols until 2 September, when it was sent to bomb Adrianopolis . En route the crew dropped two bombs on a submarine as it dived, before dropping two more on Kuleli Burgas and then the rest on the Adrianopolis railway station buildings. On 30 September, (flown by John Alcock ), it raided railway stations near Constantinople and Haidar Pasha but

3870-474: The armour was deleted and was the arrangement for later production of the machine. After a series of proving flights at Hendon, 1456 was accepted by the RNAS and was flown to Manston for further trials. These revealed that despite a reduced balance area on the elevators, there was still a tail oscillation problem. A lack of directional stability caused by the increased forward side area was partly cured by adding

3960-407: The biplane naturally has a deep structure and is therefore easier to make both light and strong. Rigging wires on non-cantilevered monoplanes are at a much sharper angle, thus providing less tension to ensure stiffness of the outer wing. On a biplane, since the angles are closer to the ideal of being in direct line with the forces being opposed, the overall structure can then be made stiffer. Because of

4050-700: The bomber was used to supply Colonel T. E. Lawrence and the Arabs. On the night of 16/17 March 1918, a Handley Page of the Luxeuil Wing bombed a railway junction at Moulins-lès-Metz and in April, individual aircraft bombed a railway junction at Armaville on 5/6 April and a steelworks at Hagendingen and the Chambley airfield on 14/15 April. The Luxeuil Wing was disbanded in May to equip 10 Squadron RNAS for operations on

4140-608: The competition aerobatics role and format for such a biplane well-defined by the mid-1930s by the Udet U 12 Flamingo and Waco Taperwing . The Pitts Special dominated aerobatics for many years after World War II and is still in production. The vast majority of biplane designs have been fitted with reciprocating engines . Exceptions include the Antonov An-3 and WSK-Mielec M-15 Belphegor , fitted with turboprop and turbofan engines respectively. Some older biplane designs, such as

4230-500: The drag caused by large honeycomb radiators, which were changed to tube radiators mounted on either side of the engine nacelles. A third flight on 31 December revealed a number of control problems, the ailerons and elevators were effective but heavy, partly due to excessive friction in the control circuit and the rudders were seriously overbalanced. After minor modifications, the aircraft was flown to RNAS Eastchurch , where full-speed trials were made. On reaching 70 mph (110 km/h),

4320-470: The drag from the number of struts used. The structural forces acting on the spars of a biplane wing tend to be lower as they are divided between four spars rather than two, so the wing can use less material to obtain the same overall strength and is therefore lighter. A given area of wing also tends to be shorter, reducing bending moments on the spars, which then allow them to be more lightly built as well. The biplane does however need extra struts to maintain

4410-549: The end of World War I . At the start of World War II , several air forces still had biplane combat aircraft in front line service but they were no longer competitive, and most were used in niche roles, such as training or shipboard operation, until shortly after the end of the war. The British Gloster Gladiator biplane, the Italian Fiat CR.42 Falco and Soviet I-153 sesquiplane fighters were all still operational after 1939. According to aviation author Gianni Cattaneo,

4500-407: The first aircraft delivered by road to Hendon on 9 December 1915. The first flight of the prototype, was made at Hendon on 17 December, when a short straight flight was made, the aircraft taking off without trouble at 50 mph (80 km/h). A second flight was made the following day, when it was found that the aircraft would not fly faster than about 55 mph (89 km/h). This was blamed on

4590-500: The first attack by 115 Squadron was made on 16/17 September, when seven Handley Pages were lost, variously to engine-trouble or anti-aircraft fire. The improved O/400 began entering service in April 1918, gradually allowing the re-equipment of more squadrons. The O/400s could carry the new 1,650 lb (750 kg) bombs, which were aimed with the Drift Sight Mk 1A bombsight . Each raid was conducted by up to forty O/400s. On

SECTION 50

#1732780949932

4680-534: The first decade of the 20th century when it was used as an airfield by members of the Royal Aero Club . The area saw the first flight by a British pilot in Britain. In 1910 it was operated by the Royal Navy as a training aerodrome and it was known as the Naval Flying School, Eastchurch . In the 1910s the airfield was designated Royal Naval Air Station Eastchurch . With the amalgamation of

4770-416: The gap between the wings, which add both weight and drag. The low power supplied by the engines available in the first years of aviation limited aeroplanes to fairly low speeds. This required an even lower stalling speed, which in turn required a low wing loading , combining both large wing area with light weight. Obtaining a large enough wing area without the wings being long, and thus dangerously flexible

4860-407: The hind limbs could not have opened out sideways but in flight would have hung below and slightly behind the fore limbs. RAF Eastchurch Royal Air Force Eastchurch or more simply RAF Eastchurch (formerly RNAS Eastchurch ) is a former Royal Air Force station near Eastchurch village, on the Isle of Sheppey , Kent , England. The history of aviation at Eastchurch stretches back to

4950-634: The last few months of the War, No. 204 Training Depot Station, the 64th (Naval) Wing and the 58th (Training) Wing were based at Eastchurch. RAF Eastchurch remained active during the inter-war years and it was home to No. 266 Squadron during the Battle of Britain . During the Second World War, Eastchurch was part of Coastal Command . RAF Eastchurch closed in 1946. The Memorial to the Home of Aviation

5040-639: The low speeds and simple construction involved have inspired a small number of biplane ultralights, such as Larry Mauro's Easy Riser (1975–). Mauro also made a version powered with solar cells driving an electric motor called the Solar Riser . Mauro's Easy Riser was used by "Father Goose", Bill Lishman . Other biplane ultralights include the Belgian-designed Aviasud Mistral , the German FK12 Comet (1997–),

5130-519: The lower wing. Bracing is nearly always added between the upper and lower wings, in the form of interplane struts positioned symmetrically on either side of the fuselage and bracing wires to keep the structure from flexing, where the wings are not themselves cantilever structures. The primary advantage of the biplane over a monoplane is its ability to combine greater stiffness with lower weight. Stiffness requires structural depth and where early monoplanes had to have this provided with external bracing,

5220-654: The marshes across from Leysdown, converting the land into an airfield for members of the Aero Club. A club house was established nearby at the Mussell Manor (now known as Muswell Manor). At the same time the Short Brothers established an aircraft factory at Shellbeach on Isle of Sheppey . This was the first aircraft factory in the British Isles and the first factory in the world for the series production of aircraft, these being license-built copies of

5310-453: The most famed copies was the Siemens-Schuckert D.I . The Albatros D.III and D.V , which had also copied the general layout from Nieuport, similarly provided the backbone of the German forces during the First World War. The Albatros sesquiplanes were widely acclaimed by their aircrews for their maneuverability and high rate of climb. During interwar period , the sesquiplane configuration continued to be popular, with numerous types such as

5400-465: The mouth of the River Tees in September 1917. Eleven U-boats were sighted and seven attacked with bombs, but none were sunk, although U-boat operations were drastically reduced in the area. As part of the Dardanelles campaign , an O/100 was flown 2,000 mi (3,200 km) from England to Mudros on the Greek island of Lemnos in the eastern Mediterranean by Lieutenant Ross Smith . It made night attacks against Ottoman Empire force, and supplied

5490-422: The night ground attack role throughout the Second World War. In the case of the Po-2, production of the aircraft continued even after the end of the conflict, not ending until around 1952. A significant number of Po-2s were fielded by the Korean People's Air Force during the Korean War , inflicting serious damage during night raids on United Nations bases. The Po-2 is also the only biplane to be credited with

SECTION 60

#1732780949932

5580-449: The night of 21/22 October, four Handley Pages attacked Kaiserslautern with heavy bombs and four dropped incendiaries. Three heavy bombers and two incendiary bombers caused M500,000 of damage and Kaiserslautern was bombed again on 23/24 October, along with Koblenz , Mannheim and Wiesbaden . The bombers were again diverted to army support during the month, and on the night of 9/10 October, 97, 215 and 216 Squadrons bombed Metz, one bomb hitting

5670-645: The officials negotiating the Treaty of Versailles . Two were fitted as VIP transports and finished in silver dope , named Great Britain and Silver Star and the others, seating eight, retained their dark green finish. Six aircraft were sold to the Republic of China as O/7 transports, and following delivery to China were re-assembled at Nanyuan , near Beijing . The aircraft flew their first airmail and passengers between Beijing and Tientsin on 7 May 1920. Civil war disrupted these services and they were taken over by various warlords . Before 1924, Handley Page used an alphabetical system for aircraft designations and

5760-438: The outbreak of the First World War biplanes had gained favour after several monoplane structural failures resulted in the RFC's "Monoplane Ban" when all monoplanes in military service were grounded, while the French also withdrew most monoplanes from combat roles and relegated them to training. Figures such as aviation author Bruce observed that there was an apparent prejudice held even against newly-designed monoplanes, such as

5850-444: The overhanging part of the upper wing braced by kingposts , a rectangular section fuselage and a biplane tail with twin balanced rudders , between the horizontal surfaces. Balanced ailerons were fitted to the upper wing only and extended beyond the wing trailing edge and wing tips . The engines drove four-bladed propellers, rotating in opposite directions to cancel the torque, and were enclosed in armoured nacelles mounted between

5940-404: The problem. The fourth prototype was completed with the same fuselage structure as the second prototype and had provision for armament, with a Scarff ring mounting in the nose, a pair of post mountings in the mid position and a gun mounting in the rear fuselage. This was also the first O/100 to be fitted with 320 hp (240 kW) Rolls-Royce Eagle engines. After completing acceptance trials,

6030-424: The reduced stiffness, wire braced monoplanes often had multiple sets of flying and landing wires where a biplane could easily be built with one bay, with one set of landing and flying wires. The extra drag from the wires was not enough to offset the aerodynamic disadvantages from having two airfoils interfering with each other however. Strut braced monoplanes were tried but none of them were successful, not least due to

6120-457: The relatively compact decks of escort carriers . Its low stall speed and inherently tough design made it ideal for operations even in the often severe mid-Atlantic weather conditions. By the end of the conflict, the Swordfish held the distinction of having caused the destruction of a greater tonnage of Axis shipping than any other Allied aircraft. Both the German Heinkel He 50 and the Soviet Polikarpov Po-2 were used with relative success in

6210-493: The second and third prototypes were retained at Manston to form a Handley Page training flight. The first prototype was rebuilt to production standard and the fourth prototype tested a new nacelle design, which was un-armoured, had an enlarged fuel tank and a shorter fairing obviating the need for the tail to fold. The new nacelle was used on all aircraft built after the initial batch of twelve. From 1461 , an additional 130 imp gal (590 L; 160 US gal) fuel tank

6300-442: The series of Nieuport military aircraft—from the Nieuport 10 through to the Nieuport 27 which formed the backbone of the Allied air forces between 1915 and 1917. The performance of the Nieuport sesquiplanes was so impressive that the Idflieg (the German Inspectorate of flying troops) requested their aircraft manufacturers to produce copies, an effort which was aided by several captured aircraft and detailed drawings; one of

6390-490: The small number of aircraft supporting the Arab insurgency being directed by T.E. Lawrence . On the night of 3/4 July 1917, the Handley Page was used for an attack on Galata air base but the engines overheated and the crew turned back, jettisoning some bombs and dropping the others on an army camp near Bulair. On 8/9 July 1917, an attempt to bomb Constantinople had to be abandoned after 3 + 1 ⁄ 2 hours of battling headwinds, instead targets of opportunity were bombed on

6480-415: The structural problems associated with monoplanes, but offered little improvement for biplanes. The default design for a biplane has the wings positioned directly one above the other. Moving the upper wing forward relative to the lower one is called positive stagger or, more often, simply stagger. It can increase lift and reduce drag by reducing the aerodynamic interference effects between the two wings by

6570-411: The tail twisted by 15° to either side and that there was asymmetrical movement of the right and left halves of the elevators, which were connected by long control cables rather than being rigidly linked. He recommended that they be rigidly linked, that elevator balances be removed and additional bracing added between the lower longerons and the lower tailplane spar, measures which were successful in solving

6660-414: The tail unit began to vibrate and twist violently; the pilot immediately landed and an inspection showed severe damage to the rear fuselage structure. Reinforcement failed to cure the problem, meanwhile the enclosed cockpit and most of the armour plating were also removed. The second prototype was completed in April 1916 and had an open cockpit in a longer nose with room for a gunner. To save weight, most of

6750-670: The two planes when the high pressure air under the top wing and the low pressure air above the lower wing cancel each other out. This means that a biplane does not in practice obtain twice the lift of the similarly-sized monoplane. The farther apart the wings are spaced the less the interference, but the spacing struts must be longer, and the gap must be extremely large to reduce it appreciably. As engine power and speeds rose late in World War I , thick cantilever wings with inherently lower drag and higher wing loading became practical, which in turn made monoplanes more attractive as it helped solve

6840-400: The upper and lower wings together. The sesquiplane is a type of biplane where one wing (usually the lower) is significantly smaller than the other. The word, from Latin, means "one-and-a-half wings". The arrangement can reduce drag and weight while retaining the biplane's structural advantages. The lower wing may have a significantly shorter span, or a reduced chord . Examples include

6930-668: The way back. The next night, Constantinople was reached before midnight and they attacked the anchored battlecruiser SMS  Goeben from 800 ft (240 m) with eight 112 lb (51 kg) bombs, and sank an Ottoman S138-class torpedo boat Yadigar-i Millet (Jadhigar-i-Millet). The crew then bombed the SS General , thought to be the German HQ, and dropped two bombs on the Ottoman War Office building before returning to Mudros at 3:40 a.m. On 6 August

7020-434: The wings from folding up, and run from the underside of the outer wing to the lower wing root. Conversely, landing wires prevent the wings from sagging, and resist the forces when an aircraft is landing, and run from the upper wing centre section to outboard on the lower wings. Additional drag and anti-drag wires may be used to brace the cabane struts which connect the fuselage to the wings, and interplane struts, which connect

7110-421: The wings from moving forward when the aircraft stops and run the opposite direction to the drag wires. Both of these are usually hidden within the wings, and if the structure is sufficiently stiff otherwise, may be omitted in some designs. Indeed many early aircraft relied on the fabric covering of the wing to provide this rigidity, until higher speeds and forces made this inadequate. Externally, lift wires prevent

7200-438: The wings on tubular steel struts. The nacelles had a long tapered fairing to reduce drag. To clear the wing rigging wires when the wings were folded, the rear portions of the fairings were hinged to fold inward. The structure of the fuselage and flying surfaces was primarily spruce , with the spars routed into I-beams to reduce weight. The four prototypes and first production batch of six aircraft were built at Cricklewood , with

7290-435: Was a rifle for the observer/engineer. The designation O/100 came from Handley Page's sequence of using letters for each of their designs, with 100 for the proposed wingspan of the aircraft. The design was approved on 4 February 1915, with 250 hp (190 kW) Rolls-Royce Eagle engines and on 9 February the contract was amended to include eight additional aircraft. The O/100 was an unequal-span three-bay biplane , with

7380-533: Was considerable discussion regarding the possibility of establishing a flying school in Sheppey. In 1910 both the airfield and the aircraft factory were relocated to larger quarters at Eastchurch , about 2.5 miles (4 km) away, where the Short-Dunne 5 , designed by John W. Dunne, was built and became the first tailless aircraft to fly. In 1911 Shorts built one of the first successful twin-engine aircraft,

7470-483: Was fitted in the fuselage above the bomb floor. A total of 46 O/100s were built before being superseded by the Type O/400. The most significant difference between the two types was the use of 360 hp (270 kW) Eagle VIII engines. Unlike the earlier engines, this engine was not built in handed versions, because production of engines of both types for engine type approval had been difficult. Wind tunnel tests at

7560-597: Was forced to ditch in the Gulf of Xeros, after an engine failed. The crew floated with the aircraft for two hours and fired Very lights but were not seen by British destroyers. They then swam for an hour to reach the Gallipoli peninsula, where they were captured. Another Handley Page was flown from England to reinforce the Palestine Brigade and served with 1 Squadron, Australian Flying Corps . In September 1918,

7650-404: Was more readily accomplished with a biplane. The smaller biplane wing allows greater maneuverability . Following World War I, this helped extend the era of the biplane and, despite the performance disadvantages, most fighter aircraft were biplanes as late as the mid-1930s. Specialist sports aerobatic biplanes are still made in small numbers. Biplanes suffer aerodynamic interference between

7740-913: Was placed on 14 August but cancelled shortly afterwards. Twelve sets of Cricklewood-built components were transferred to the Royal Aircraft Factory , where they were assembled into the first production O/400s. More than 400 were supplied before the Armistice at a price of £6,000 each. Another 107 were licence-built in the US by the Standard Aircraft Corporation (out of 1,500 ordered by the air corps). Forty-six out of an order for fifty were built by Clayton & Shuttleworth in Lincoln. The first twenty O/100s deployed to France were received by 7 Squadron and 7A Squadron of

7830-600: Was provided by Horace Short . The airfield later became the Naval Flying School, Eastchurch. In 1913 Winston Churchill , then aged 38, and in the Cabinet as First Lord of the Admiralty, learned to fly here, despite warnings of the risk. (Martin Gilbert, 1991, page 248). In 1914, it was under the command of Commander C.R. Samson (R.N.) and had 24 trained officers (as pilots) and 41 (trained) men. In 1916

7920-485: Was re-equipped with Handley Pages by September. Operations began with 97 Squadron on 19 August and 215 Squadron three nights later. Cologne railway station was bombed by two 216 Squadron aircraft on 21/22 August and six attacks were made on the German chemical industry, the raid on 25 August by two 215 Squadron aircraft on the works at Mannheim being particularly accurate. Five aircraft of 216 Squadron attacked on 2/3 September, one bomb causing M 400,000 worth of damage and

8010-520: Was unveiled in near All Saints' Church in Eastchurch in 1955. The following units were here at some point: The following units were here at some point: The site is currently used as HM Prison Standford Hill . While there are a number of new buildings some of the original buildings survive including a number of pillboxes . The main roads in the prison reflect the aviation links; Rolls Avenue and Airfield View, Short's Prospect and Wright's Way. In

8100-729: Was widely used by the United States Army Air Force (USAAF) while the US Navy operated the Naval Aircraft Factory N3N . In later civilian use in the US, the Stearman became particularly associated with stunt flying such as wing-walking , and with crop dusting, where its compactness worked well at low levels, where it had to dodge obstacles. Modern biplane designs still exist in specialist roles such as aerobatics and agricultural aircraft with

#931068