The Potez VIII was a French training aircraft which first flew in 1920. Originally it had a very unusual vertical inline engine and a four-wheeled undercarriage , though the production version was more conventional.
60-452: The Potez VIII as first displayed, unflown, at the 1919 Paris Salon was a conventional small, single engine aircraft of its time apart from a most unusual engine and an unconventional undercarriage. It was a single bay biplane with rectangular plan wings mounted without stagger but with marked dihedral and braced with pair of parallel, airfoil section interplane struts . A pair of inverted V cabane struts , parallel to each other, joined
120-586: A floatplane , designated Potez VIII H (H for hydravion or water plane). It had a single, central float and a small, airfoil section stabilizing float under each wing. A side-by-side version was also built and designated the Potez VIII R ; it was a little heavier, with a wider fuselage and powered by a fully cowled 80 hp (60 kW) Le Rhone 9C engine. It returned to the four wheel undercarriage. Reconstructed pre- World War II civil registers suggest about fifteen powered Potez VIIIs were built. There
180-411: 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, 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
240-584: A 600 km (370 mi) circuit, which the F.90 completed at an average speed of 144.4 km/h (89.7 mph), and rewarded Farman with FF 80,000 and a statuette. It appeared in the Zenith Cup, a fuel consumption competition funded by the Société du carburateur Zénith , twice, winning it both times. This competition required the contestants to make out and return flights from Paris to Lyon and back on successive, prescribed days. The round trip distance
300-426: 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 a small degree, but more often was used to improve access to the cockpit. Many biplanes have staggered wings. Common examples include
360-624: 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
420-513: 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
480-476: A little beyond the trailing edge. The pilot had an open cockpit behind the cabin with a clear forward view under the high wing. The F.90 had a conventional undercarriage with single mainwheels under the wing leading edges and a rear skid. Flight trials began in 1921, conducted by Farman pilots Lucien Coupet and Jules Landry. By 1923 the Salmson radials had been updated from the mark AZ to CM for its appearance
540-432: 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 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
600-507: 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
660-434: A rudder with a tip at the same angle but vertically displaced, producing a nick in the leading edge. The F.90 was initially powered by a 260 hp (194 kW) Salmson AZ 9 9-cylinder radial engine, neatly enclosed in a short nose. The fuselage was deep and flat sided, though with a slightly rounded decking. The passenger compartment, with four small windows on each side, began near the wing leading edge and stretched aft
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#1732781150293720-473: 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
780-492: Is a fixed-wing aircraft with two main wings stacked one above the other. The first powered, controlled aeroplane to fly, the Wright Flyer , used a biplane wing arrangement, as did many aircraft in the early years of aviation . While a biplane wing structure has a structural advantage over a monoplane , it produces more drag than a monoplane wing. Improved structural techniques, better materials and higher speeds made
840-411: 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 a W shape cabane, however as it does not connect
900-560: 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
960-624: 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 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
1020-536: 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,
1080-703: 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,
1140-617: 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
1200-556: 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
1260-497: 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 the Sopwith Dolphin , Breguet 14 and Beechcraft Staggerwing . However, positive (forward) stagger
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#17327811502931320-514: 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
1380-528: 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
1440-515: 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
1500-577: 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
1560-661: 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
1620-472: The Zenith Cup competition of that year. It was re-engined again, this time with 380 hp (283 kW) Bristol Jupiters, for the same competition in 1926. This change came with a new type number, F.91 . Only one F.90/1 was built. The F.90/1 won several Cups but no orders. It won the 1922 Grand Prix de Paris, the only single engine aircraft amongst five competitors, where it was flown by Louis Boussoutrot and his mechanic, Henri Carol. This contest included
1680-483: The biplane configuration obsolete for most purposes by the late 1930s. Biplanes offer several advantages over conventional cantilever monoplane designs: they permit lighter wing structures, low wing loading and smaller span for 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
1740-404: The central section of the upper wing to the upper fuselage longerons . There were ailerons on the upper wing only. The wings were duralumin two spar structures with fabric covering . The Potez VIII had a simple, flat-sided fuselage with a wooden structure and plywood skinning. There were tandem open cockpits , the forward one under the upper wing, which was mounted well above it, and
1800-476: The cockpits and a better forward view over a shorter, lower nose than its inline contemporaries. The high propeller shaft also allowed a shorter undercarriage; a four-wheeled unit protected the propeller tips from contact with the ground. The A-4 engined Potez VIII first flew on 19 April 1920. When its engine was recognised as a failure the A-4 was replaced by a six-cylinder Anzani radial engine , mounted uncowled in
1860-608: 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
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1920-549: 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,
1980-546: The first La Coupe de Consummation d'Aviation Zénith (The Zénith Cup for Aircraft Fuel Consumption), based on a return flight from Paris to Lyon flown over 21–22 August 1923. The deciding parameter was the ratio of weight of fuel used to payload. The Potez scored 0.616, the winner, a Farman F.90 , 0.473. Four Potez VIIIs were registered in Bulgaria . Data from Aérophile - Salon 1924, p.23 General characteristics Performance Biplane#Bays A biplane
2040-465: The hind limbs could not have opened out sideways but in flight would have hung below and slightly behind the fore limbs. Farman F.90 The Farman F.90 was a single engine biplane transport, carrying 6 passengers. It was built and developed in France in the early 1920s. Though it had some competition successes, it was not put into production The F.90 passenger transport appeared in 1921. It
2100-520: 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 the structural problems associated with monoplanes, but offered little improvement for biplanes. The default design for
2160-639: 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–),
2220-412: The main wings can support ailerons , while flaps are more usually positioned on 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
2280-411: The mid-1930s. Specialist sports aerobatic biplanes are still made in small numbers. Biplanes suffer aerodynamic interference between 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
2340-573: 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
2400-609: 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
2460-533: The nose. An early version produced 37 kW (50 hp) and a later variant 52 kW (70 hp). Initially the four wheel undercarriage was retained but when the Potez VIII appeared at the 1922 Paris Salon it had more conventional two wheel gear. The wheels were on a single axle. From each end of the axle a strut ran to the underside of the forward fuselage, acting together with a vertical telescopic, rubber damped shock absorber . At least one example flew as
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2520-429: The other just aft of the trailing edge , which had a rounded cut-out to assist the pilot's upward vision. The empennage was conventional, with a tailplane on the upper fuselage and a broad chord , swept-edge fin wire braced to it. The tail structure was similar to that of the wing, with a metal frame and fabric covering. The engine of the 1919 aircraft was also a Potez design, the 41 kW (55 hp) A-4. This
2580-486: 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
2640-406: 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 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
2700-657: 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
2760-487: The runner-up, a Potez VIII A two-seater. Three years later, on 3–4 July, the same machine, now the F.91 with Bristol Jupiters and Bristol Triplex carburettors, was one of seven competitors. The Farman, flown by Maurice Drouhin, won again with a much improved fuel to load ratio of 0.253, though the runner-up, a Caudron was close behind at 0.256. Each win gained Farman the Cup plus the first prize of FF 30,000; in 1926 at least
2820-499: 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 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
2880-502: 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, 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
2940-728: 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
3000-400: 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
3060-419: 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 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
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#17327811502933120-434: 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
3180-421: 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
3240-604: 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
3300-406: Was 770 km (480 mi). The winner was the aircraft that used the least fuel for the load it carried, measured by the ratio of weight of fuel used to weight of useful load. In 1923 there were nine entrants, though three were non-starters. On 21–22 July 1923, fitted with its new Salmson CM 9 engines and flown by Boussoutrot, it won with a fuel to load ratio of 0.475, well ahead of the 0.616 of
3360-485: Was a four-cylinder inline built to run with its crankshaft vertical. It was mounted with its exposed cylinders pointing forwards for cooling and had gearing that turned the output through 90° to drive a two-blade propeller . Although the Potez A-4 was unsuccessful, its configuration produced the high power line and low centre of gravity of later inverted inline engines, allowing a shorter undercarriage, easier access to
3420-402: Was a single engine, single bay biplane with unstaggered , rectangular wings and ailerons on the upper wings only. The interplane gap was large, with the upper plane held high above the fuselage by a set of four vertical centre section struts. The interplane struts were also simple parallel pairs. Its tailplane and elevators were fixed to the top of the fuselage; it had a triangular fin and
3480-698: Was also a glider version, the Potez VIII P (P for planeur or glider) with a smooth aluminium nosecap in place of the engine. This was slightly (150 mm (5.9 in)) longer and lighter with an empty weight of 110 kg (243 lb) compared with the 330 kg (728 lb) of the Anzani powered version. It was the overall winner at the First Glider Congress, held in Clermont-Ferrand , which ended on 30 August 1922. The powered version also had competition success, coming second in
3540-423: 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 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
3600-777: 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
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