NACA Paris Salon 1934

JOSEPH S. AMES. PH. D_ OiAmmDAVID W. TAYLOR. D. ENS,. VxE CnAiRmAN

FS G. A000ri Sc. D. WM. P. MAC CRACKEN, JR.. PH. B.1 1. BRIGGS. PH. D. BRIG. GEN. HENRY C. PRATT. U.S.A.EN. BENJAMIN D. FOULOIS. U. S. A. EUGENE L VIDAL, C. E.RAY GREGG. R. A.

EDWARD P. WARNER. M. S. NATt^NAL ADVISORY COM ITTEEP. GUGSENHEIM, M. A. COMDR. R. D. WEYERBACHER. U. S. N.WMIRAL ERNEST J. KING, U. S. N. ORVILLEES A. UNDBERGH. U. WR MM AND EACH ANDD EYMIR AERONAUTICSDOCU

PACE HEREIN IS HEREBY RECLASSIRM NAVY BUILDING

TELEPHONE: NATIONAL 52ftm-tx.t-^'-

ASHJNGTON, D. C.

A

E DJ/Â, PEI ATEIN REPLYREFER TO NO.

OFFICZ OF THE TROINICAT, ASSISTANT IN EVROPS

2, Avenue Gabriel

Par i a

,5peck/ 'e6

From; Technical Assistant in Europe,N.A.C.A.

To National Advisory Committee for Aeronautics,Washington, D. C.

Subject: Paris Aviation Salon, 1934

Source of Acquisition

CASI Acquired

November '

Paris Aviation Salon, 1934

2

design, results of wind--tunnel tests on high-lift devices(from which slotted flaps appeared. to give the best results) ,wall charts showing the French civil-aviation system withmeteorological maps kept up to date during the duration ofthe Salon, models of the various 20-ton transatlantic sea-planes (Latecoere 300, Bleriot 5190, Lior4--01ivier 27), andthe high--speed 30--seaters now building for Air France.

In another room were charts which revealed that, thanksto the government paying about 40 percent of the purchaseprice, the number of touring airplanes sold to private own-ers in 1933 was 112 as compared with 64 in 1932, while thepurchases by Clubs increased to 78 from 44. Potez and Cau-dron proved the most popular makes, with Farman a poor third.

A depressing series of dioramas snowed the progress ofair invasion of France with models of the ruins of the Placede 1 1 Opera and the directions for evacuation and the use ofshelters and gas masks following the warning sirens. Thesescenes merely disturbed the visitors, especially as effec-tive shelters are as yet practically nonexistent.

The total number of aircraft exhibited was 68. Ofthese, France showed 38, Germany 8, Italy 7, Great Britain5, Poland 4, Czechoslovakia 3, and Russia 3.

While it is unnecessary to list the names of all theFrench exhibitors, it may be noted that the German Reichs--verband. der Luftfahrt Industrie showed p roducts of the Arado,B .F.W. , Bucker, Fi.aseler, Fock-en-Wulf, , heinkel, and Junkersfirms; the Italian Air I1inistry displayed Breda, Fiat, 1,Aac-chi, 11agni, and Savoia aircraft; Great Britain was repre-sented by A. V. Roe & Co, Arrzstrong--Whitworth, Bristol, andHawker; Polish prestige was upheld by P.Z.L. and R.W.D.;Czechoslovakia sent Avia and Letov; and the U.S.S.R., 3 air-planes including the rescuer of the Chelyuskin expedition.

Previous Salons generally afforded some amusement bythe obviously impractical nature of a few of the machinesshown. This year, however, with the exception of a coupleof small aircraft stowed away in an upper gallery (Fauvelflying wing and I.4ignet monoplane), none was highly unconven-tional although many of the French prototypes have yet toprove their qualities in flight.

Although light alloy construction including stressedskin covering dominated the scene as far as war airplaneswere concerned, many of the touring and training airplanes


3

were of wood with either plywood or fabric wing covering.

The Salon gave expression to the recent amalgamation ofa number of French firms into a few groups having consider-able financial strength in pursuance of the policy of "con-centration and decentralization." The former Societd Gener-ale Aeronautique has all but completely disintegrated, hav-ing had to sell the shares of most of its units in order tomeet financial obligations. It now consists merely of theLorraine engine factory and S.E.C.M.-Latham firm. Of formerunits in the S.G.A. , Nieu-oort-Antra has been absorbed by theChantiers de la Loire, C.A.11.S. by Henry Potez (who also hasa wor?ring agreement with ?Marcel Bloch) , while Hanriot and theSociete Adrienne Bordelaise are now independent. Breguetcontrols Wibault, Morane--Saulnier, Mauboussin, and Couzinet,and for some time Dewoitine has been associated with Lioreet Olivier. Louis Renault last year took over the Caudronfirm with exceedingly happy results as regards sporting andprivate flying.

"

Absentees at the 1934 Salon included Loire-Nieuport,Latecoere, S.P.C.A., Bernard and Louis Bleriot, who has closedhis doors but has made an arrangement with the Farman broth-ers and Mureaux to share production orders with them.

C.A.II.S., Wibault, and Couzinet were represented merelyby models on the stands of their controlling companies, ai;dit may be remarked that despite the ten South Atlantic cross-ings of the "Arc-en-ciel" Mr. Couzinet has had to close hisfactory.

While no American airplanes were shown, their influencewas strongly felt. The exploits of the Douglas and Boeingin the MacRobertson Race have brought them great Europeanacclaim. During the Salon, two Douglas D C 2 airplanes vis-ited Le Bourget, After piloting one of them, the Air Minister took occasion to laud'it highly in his speech at theSalon banquet attended by delegates of 34 nations.

Attached to this report is a chart giving the charac-teristics and performances of the 68 aircraft shown, con-verted into English units of measure. It should not beoverlooked that the performances given for the untested pro-totypes are estimates of the makers which are unlikely toerr on the conservative side. For instance, Breguet claimsa top speed of 239 miles per hour for his 12-passenger mono-plane with 2 Gnome-Rhone 800 hp. engines. Likewise there

Paris Aviation Salon, 1934 4

I

are many claims of speeds well in excess of 250 miles anhour for pursuit airplanes but very few of such claims havebeen officially proved. However, in the case of the PZL,the Polish Technical Service vouches for a speed of 258miles per hour at 15,000 feet, a speed reached only by usinga 900 hp. engine.

While the exhibits are arranged alphabetically on thechart, they are grouped according to classes in the teat ofthis report. The various categories of aircraft (with thenumbers in each class) are shown in the following list:

Airplanes

12 Pursuit

2 Observation

5 Multiplace fighting-bombing

7 Training

7 Transport

1 Mail

1 Racing

22 Touring and sport

2 Experimental

Sea-olanes

1 Pursuit

1 Observation

1 Torpedo-bombing

2 Transport

1 Racing

3 Touring (amphibian)


X

VAIRPLANES

Single-Seat Pursuit

Armstrong-Whitworth "Scimitar" (635 hp. Siddeley Pan-ther) .

Avia 534 (860 hp. Hispano--Suiza 12 Ybrs).

Breda 27 (490 hp. Alfa Romeo Bristol Mercury IV).

Dewoitine D.500 (690 hp. Hispano--Suiza 12 Xbrs).

Dewoitine D.511 (860 hp. Hispano-Suiza 12 YCrs).

Fiat C.R.32 (550 hp. A.30 R A).

Hawker "Fury II" (600 hp. Rolls--Royce Kestrel VI).

Letov S 231 (900 hp. Gnome-Rhone 14 Kfs).

Morane-Saulnier 275 ( 500 hp. Gnome-Rhone 9 Krse) .

P.Z.L. P.11 C (605 hp. Skoda Bristol Mercury VI).

P.Z.L. P.24 (900 hp. Gnome-Rhone 14 Kfs).

Tiro-Seat Pursuit

Mureaux. 180 ( 690 hp. Hispano-Suiza 12 XCrs) .

A rr^^ st_r_o n_t^nitlrortY^_"Scimitar!! (fig. 1).-- This airplane,with the exception of the landing gear now of the continuoustype, is identical with that seen at the S.B.A.C. display atHendon last July, and then fully described. It is a stag-gered biplane, of which the structure is of high-tensilesteel strip and the covering of fabric. One of its inter-esting features is a separate inner and outer ring cowlingcoincident at the forward edge. The inner cowling whichforces the air through the cylinder finning need not be dis-turbed for adjustment of the valves while the outer cowlingcan be removed in a few minutes.

With the Panther engine the "Scimitar" is credited bythe firm with a speed of 225 miles per hour at 14,000 feet,but this is understood to be below the actual performance.


The standard Panther VII is rated at 570 hp. at 12,000 feetbut the special engine in the "Scirniitar" develops 635 hp.at that height using 87 octane fuel.

On account of the double--row radial engine, the twoVickers machine guns are canted so as to fire over the cowl-ing.

A_v_ia_5_34_ (figs. 2-3).- This Czech single-seat fighterwas seen at ^Prague in 1933 and then described. It bearspronounced traces of the Hawker "Fury" and Fairey "Firefly"schools of design. The fuselage is a copy of the Hawker sys-tem, being built up of tubes assembled by bolted and rivetedflitch plates.

Since it was last seen, the airplane has been fittedwith -a coc'_Lpit cover. It was the first single-seater inEurope equipped with the larger of the two Hispano-Suiza su-percharged engines now made under license by Avia and iscredited with a speed of 252 miles per hour at 14,760 feet.

B_reda_27 (fig. 4).- This low-wing monoplane was de-scribed folio-wing my visit to Milan in the spring of 1933.The claimed performance of 236 miles per hour at 16,400 feetis difficult to adr.lit in view of the resistance of the for-est of wires bracing the wing and the ii;oderate power of theengine. The fuselage is of welded chrorie-molybdenum steeltubing while the wings are of wood covered with three-ply.

Dewo_i_t_in_e D . 50.0 ._( fig. 5).- The example at the Salon isa standard production model shown by the Air Mlnist py. Fol-lowing the success of the prototype in the competition, 110examples were ordered and will equip several squadrons earlyin 1935. A further order of 150 has just been signed butthe new one will have the 20 mm (0.787 in.) gun firingthrough the propeller hub and two Darne machine guns eachwith 300 rounds placed in the wing outside the propellerdisk. The D.500 is entirely of duralumin. The wing has asingle spar which traverses the fuselage immediately aft ofthe engine. The monocoque fuselage has an ovoid section togive maximum visibility.

Dewoitihe_D.511 _(fig. 6) .- When equipped. with the largerHispano--Suiza supercharged engine fitted with a 20-millimetergun with 60 shells firing through the propeller axis, andwith two machine guns in the wings, the D.500 becomes theD.510. The more powerful airplane now under test by theService Technique at Villacoublay has reached the speed of


r249.3 miles per hour at 16,400 feet, the tirse of climb tothat height taking exactly 6 minutes. Both the 500 and 510have a wing area of 173 square feet but at the Salon, Pair.Dewoitine showed the D.511, identical with the D.510 exceptfor a reduced wing area (161 square feet) and a landinggear consisting merely of two struts unbraced against sideloads. The estimated speed of the D.511 is 261 miles perhour. At the patrol speed of 155 miles per hour the D.511has a range of 800 kilometers (497 miles). Detail changesas compared with the D.500 include a Flettner balance on therudder.

Fiat_ C.R.32 (fig. 7).-- This airplane, a smaller replicaof theC.R.30, was described in my Italian reports of 1933and 1934. Fitted with an unsupercharged high-compressionFiat A.30 engine, the speed at 9,840 feet is stated to be242 miles per hour. From conversation with the officers atMontecelio last spring, this claim is apparently justified.

The fuselage is of duralumin tubing with steel jointsmachined from the solid while the fairing strips are dural-umin channels. The wing structure comprises spars of dural-umin tubes of rectangular section and duralumin lattice ribs.The covering of the ,;Dings and of the rear portion of the fu-selage is of fabric.

*arker_ "uru_?I'' (fig. 8).- This airplane, which wasdisplayed at Hendon last July, is a modification of thestandard "Fury" equipped with the Rolls-Royce Kestrel VI en-gine having "compcsite" cooling, there being a condenser inthe leading edg y of the center section of the upper wing inaddition to the radiator under the fuselage. The added poweras combined with slightly lower drag, has resulted in a speedof 240 miles per hour at 16,400 feet.

Let_ov_ 5.231 (figs. 9-10).- A report of this airplanewas given after my visit to Prague in 1933. It is a normalbiplane with N interplane struts which has been flown withseveral engines including the Bristol Mlercury IV, the Sidde-ley Tiger III, and the Gnome-Rhone 14 K.fs Mistral Major. Itwas with the last-mentioned engine that the example at theSalon was fitted as its construction rights have been ac-quired by the Walter Co. of Prague.

In order to reduce resistance, the Letov has a landinggear with only two struts. The method of hinging thesestruts to the fuselage cross me_iber and the concealed oleo-pneumatic Pantof shock absorbers are shown in figure 10.


This figure likewise shows the anchorage of the landing-gear bracing wires.

The speed claimed for the S 231 with the 14 Kfs engineis 251 miles per hour at 13,120 feet, an increase of 34miles per hour over the speed given by the Mercury engine.

The airplane is equipped with four Pa.ntof machine gunswhich, as they cannot fire between the cylinders, have allbeen mounted outboard in the lower wing where they trav-erse the front duralumin box spar. Firing and even jamclearing is accomplished by a pneumatic control, the air be-ing supplied to a bottle by a small engine--driven compressor.The fuselage structure is of steel, the central portion hav-ing riveted and bolted joints whereas the engine mount andthe rear portion are welded.

Morane_Sau_l_n_ier27_5__(fig. 11).-- This airplane is mere-ly a refinement of thetype 225 shown at the 1932 Salon,differing mainly in a lower drag landing gear and a higher-powered Mistral Major.

These refinements have enabled the speed at the alti-tude of utilization to be raised from 205 to 225 miles perhour.

The wing cor.+inues to be built of rectangular-tube du-ralumin spars and wood ribs, the fuselage comprising round-duralumin-tube loigerons.

P.Z.L. P_110_a_nd_P_2_4_ (figs. 12--13).- Both of theseairplanes are gull-wing all--metal monoplanes of a designfamiliar to the United States since the appearance of the:?.Z.L. at the National Air Races. They have oval-seotionfuselages and wings with I--section spars. The visibilityin the new types has been improved:

1. By lowering the engine 4 inches;

2. By raising the normal position of the pilot t s seatby 2 inches and moving it aft about 1.0 inches;

3. By mounting the wings at +2 0 in relation to the

fuselage axis;

4. By enlarging the cutout sections of the wing roots.

An interesting feature of design is the mounting withinthe fuselage of the oleo--pneumatic shock absorbers.


The P.11 C is equipped Trith four machine guns, of whichtwo are located in the wings and the remaining two in thecockpit, firing through the propeller. The fuselage gunseach have 500 rounds of ammunition and the wing guns 300,

The P.24 has an even more formidable armament as addedto the fuselage machine guns (which fire outside the cowling),are two 20--millimeter (0.787 inch) Oerlikon guns mounted inthe wings. It is claimed that the small reaction of theseguns does not unduly stress the wing structure.

1•1u.r_eaux_180 (figs. 14 and 14a) .-- This was the only two-seat pursuit airplane exhibited and is a direct derivationof the single--seat Mureaux 170 exhibited in 1932. The struc-ture is entirely of duralumin and the wing covering is ofthe stressed type. The crew is enclosed in a glazed cockpitcover, The pilot has an Hispano-Oerlikon 20-millimeter gunfiring forward, and the gunner facing aft, is provided withtwin machine guns.

The designer pointed out that as compared with the sin-gle-seater, the 180 has 8 percent more weight, 4 percenthigher landing speed, and 4 percent lower maximum speedagainst which must be balanced the greater defensive power.A nose radiator has been fitted as the tunnel type on the170 proved inadegr_ate.

Observation

Idureaux 113 (860 hp. Hispano-Suiza 12 Ybrs.)

Hureaux 115 (860 hp. Hispano--Suiza 12 YCrs( (fig. 15)

Whereas the 11ureaux 113, now the standard long-rangeobservation airplane in the French Air Force, has a 12 YbrsHispano--Suiza, the 115 has the 12 YCrs incorporating an Oer--likon 20--millimeter gun, Otherwise the two types are almostidentical except for the position of the frontal radiator inthe 115. This change, it is hoped, will raise the speed at16,400 feet from 203 to 211 miles per hour.

T The structure is entirely of duralv.min, including wingand fuselage covering,


10

T:fiult iplac e Fighting - Bombing

Bloch 200 (two 800 hp. Gnome--Rhone 14 tKrsd)

Bloch 211 (two 860 hp. Hispano-Suiza 12 Ydrs)

Breguet 413 (two 860 hp. Hispano-Suiza 12 Ydrs)

Potez 54 (two 690 hp. Hispano-Suiza Xbrs)

S.E.C.M.-Amiot 142 (two 860 hp. Hispano-Suiza 12 Ybrs)

The French Government has spent an immense amount ofmoney for a number of years encouraging the development oftwin--engine high--speed airplanes carrying a crew of 4 andsuitable for a dumber of different functions including long-distance, day-and--night observation, multiplace fighting andbombing with 500, 1,000, or even 1,800 kg (1,102, 2,206, or3,968 lb.) of bombs.

The Brd'guet, Potez, ,̂-).nd S.E.C.Me aircraft are well known,and in fact a prototype of the S.E.C.M. was seen at the Salonfour years ago.

With the exception of the Potez 54, all the fighter--bombers may be fitted alternatively with the Gnome-Rhone 14Krsd or the Hispano-Suiza 12 Ybrs, thus the Breguet Gnome--Rhone is designated the type 414, the S.E.C.11. Gnome-Rhonethe type 143, etc.

The French Government recently -taut out specificationsfor new high-s p eed, three-purpose airplanes (multiplacefighter - bomber - observation). done of these airplaneswas shown although one, the Bloch 130 (two Gnome-Rhone 14Krsd engines) is starting its tests. (See fig. 16.) Therequirements include a speed of 211 miles per hour and arange of 860 miles with 1,760 pounds of bombs.

Bloch 200 (fig. 17).-• A total of 200 examples of theBloch 200 high--wing monoplane will be delivered to the AirForce by the Potez and Bloch factories and are already inservice in several squadrons. An interesting feature ofthis airplane is the simplicity of its duralumin structure.The flanges of the two--wind; spars are merely duralumin an-gles about 1/2 inch thich. The flanges are connected byduralumin sheet webs 0.04 inch thick stiffened by omegasection strips.


The ribs of thin sheet stiffened vertically by U sec-tions are fixed to the spars by angles. The covering iscomposed of panels stiffened internally by omega sectionsand externally by T strips. The covering of the lower sur-face is riveted to the angle strips along the bases of theribs. On the upper surface the panels are likewise rivetedto the ribs but by angles applied externally.

The fuselage has its longerons of four angles and framescomposed of U sections assembled by gussets. The riveted du--ralumin sheet covering is stiffened internally by verticalomega sections and. externally by longitudinal omega sections.

The fuselage is divided into three parts bolted together.The nose portion includes the quarters for the navigator andgunner, the center section, the enclosed pilot ► s cockpit andbomb racks, and the rear section, the two gunners' stationsfiring above and below the fuselage and bearing the tail sur-faces. The fuel tanks are contained in the inboard portionof the wing between the engines and the fuselage. The land-ing gear is oleo--pneumatic and while not retractable, is wellfaired.

The airplane can be used for a number of missions but atypical one is a range of 620 miles with a ton of bombs.With four bombs of 225 kg (496 lb.) mounted in racks belowthe fuselage, the maximum speed is 178 m.p.h., but 186 m.p.h*can be reached if twenty 50 kg (110.2 lb.) bombs are in-stalled vertically within the fuselage.

Bloch _2_11 (figs. 18--19).-- The Bloch 210 (two Gnome--RhoneK.14 engines) and 211 are new productions of Mr. Marcel Bloch,having somewhat greater capacity than the type 200. Theyhave low instead of high wings and retractable landing gears.The 211 may be mounted on floats for naval use and in theSalon a float was shown alongside the airplane. In view ofits probable service with the Navy, much use has been made ofVedal (the French Alclad), although stainless steel tubes arelikewise used.

The wing surface offers less resistance than that of the200 as the only projections are the top edges of the ribsriveted to angles.

The fuselage construction remains straight-sided so thatthe covering requires no beating. The useful load of theBloch 211 is over 7,000 pounds, which should enable it tohave a range of 1,240 miles with a ton of bombs. It is esti-mated that the maximum speed is 205 miles per hour and thecruising speed 186 miles an hour.

Faris Aviation Salon, 1934 12

are' uet _413 ( fig. 20) .- The Br' uet 413 mutt iplace bi-plane may be used for fighting, observation, day bombing with10 bombs of 50 kg (110.2 lb.) and a range of 400 miles,long--range (740 miles) night bombing, in which four 225 kg(496 lb.) bombs are carried below the lower wing, and heavynight bombing, in which six 225 hg bombs may be carried 650miles.

Under day-bombing conditions with a total weight of12,170 pounds, the maximum speed at 13,120 feet is 192 milesper hour for the type 414 with two Gnome-Rhone K.14 enginesand 5 miles less for the type 413 shown at the Salon. Forboth types the time of climb under day-bombing conditions to13,120 feet, is about 9 minutes.

The upper wing has two steel spars and duralumin ribs;a single steel box spar forms the leading edge of the smalllower wing and to it are fixed the engines and landing gearwith its independent wheels. The fuselage is built up ofduralumin sections and is metal covered. The tail is carriedby a duralumin box girder instead of the steel structure usedon the type 27. The small section of the stern portion ofthe fuselage greatly increases the field of fire rearward.

Potoz 54 (fig. 21).x- Henry Potez displayed his type 54multiplace-fighter high--wing monoplane with two Hispano--Suiza 12 Xbrs engines slung below the wing. The airplane isan attempt to realize a formidable weapon economically andso appeal to small powers with limited budgets,

While the two--spar wing structure is of duralumin cov-ered with cloth, the fuselage and tail unit are of wood cov-ered with three-ply, The normal total weight is 12,257pounds but a weight of 15,650 pounds is admitted for long--range bombing (1 ton of bombs carried 740 miles). At thenormal weight the maximum speed is stated to be 198 milesper hour, a figure which appears astonishingly high in viewof the apparent drag due to the engine position.

S.B.C.M.-_A_m_io_t_ 14_2 (figs. 22-23).-- It may be rememberedthat at the 1930 Salon the S .E . C .Tvf. showed a two--engine mul--tiplace fighter called the 140. from that airplane was de-rived the bomber-fighter 142 exhibited at the 1934 Salon,40 examples of which are building for the Air iliinistry. Theactual airplane shown is type 142 with two Hispano-Suiza 12Ybrs engines, but the airplane is likewise supplied with twoGnome--Rhone K.14 engines when it is known as type 143.


The production type exihibits many improvements overthe prototype. The visibility of the various occupants ofthe lower deck is really excellent, due to the series oflarge windows. 1oreover, the floor is composed of a se-ries of slats which, by.being turned through 90°, allowgood visibility directly downward for the occupants (fig.23), Whereas in t_ze type 140 the assistant pilot wasplaced behind the senior pilot and had a poor view, inthe types 14243, the assistant pilot is directly belowhis chief on the lower deck and has an excellent view.

The internal bomb racks are now placed on the leftof the fuselage and are loaded from without. There istherefore room for a passage on the starboard side of thefuselage running aft to the rear gun locations.

The rear gunner firing below the fuselage is also theradio operator and sends his messages to the commandingofficer by a pneumatic-tube system.

The structure of the 142 is entirely of duralumin.The fuselage is divided vertically into halves, the ele-ments being channel and T sections with covering suitablystiffened internally by vertical and horizontal stringers.

There are three main wing spars of duralumin tubessuitably interbraced by further tubes forming a girder sothat if one spar is broken by a 20--millimeter (0.787 in.)shell, the wing will still have a load factor of 3.5 withfull load.

The wing covering is composed of a series of detach-able panels to facilitate repair in the field and inspec-tion of the interior of the ring after an action. Theleading-and trailing-edge sections of the wing are boltedto the girder.

The armament of the type 142 consists of seven na-chine guns with 3,400 rounds. At a distance of 100 feetfrom the airplane there is no blind zone. The protectionof the gunners from the relative mind is quite satisfac-tory.

botaThe maximum bomb load tai. ing advantage/of the inter-

nal and external racks, consists either of eight 200 kg'( 441 lb.) , or four 200 as::g, and sixteen 50 L- ; ( 110.2 lb.)bombs.

With the above loads and with 4,188 pounds of fuel therange is 1,240 miles with a load factor of 5.6 (instead ofthe normal 7). In this overloaded condition the totalweight is 22,487 pounds instead of 16,534 pounds when used


as a multiplace fighter and 19,533 pounds as a bomber carry-ing a ton of bombs for 740 miles at a cruising speed of 155miles per hour.

Training

Arado A.R. 69 B (125 hp. Siemens--Halske 14 A)

Avro 626 (270 hp. Siddeley Cheetah V)

Bucker Jungmann (72 hp. Hirth H M 60 R)

Foc.ze-Wulf "Steiglitz" (125 hp. Argus As 8B)

Hanriot 182 (140 hp. Renault Bengali)

Hanriot 190 (180 hp. Regnier R6)

P,(orane-Saulnier 315 (135 hp. Salmson 9 IS?C)

r

Several of the seven airplanes exI.Libited are fairlywell known and do not present points of special interest.

The Hanriots, however, are of new design and due totheir construction are readily adaptable to a variety of pur-poses including ordinary training, gunnery, and. wireless in-struction, touring and ambulance worl=. The fuselage isbuilt of square ftralumin tubes but only the lower halfforms the real structure, the upper portion being nothingmore than a detacdza.ble fairing which can be raised for theinsertion of a strctchez (fig. 24). The tiny lower wingsform the steps for the cabin doors, The upper wing is bracedto th-e lower by V struts, the wide-track landing gear beingfired to the lower rings at their tips. The wing structurecomprises duralumin spars and wood ribs, the covering beingof cloth.

Transport

Avia 51 (three 200 hp. Avia R.12)

Breguet 46 T (two 815 hp. Gnome-Rhone 14 ursd)

Bristol 143 F (two Bristol 505 hp. Aquila)

Farman F.431 (two 180 hp. Renault Pdi)

Heinkel He 70 (630 hp. BMW VS)


Trans ort (Cent.)

Potez 56 (two 185 hp. Potez 9 Ab)

U.S.S.R. Stal 2 (U.S.S.R. 300 hp. M 36)

A_via_51 (fig. 25J.-» This high-wing monoplane was re-ported-following ray visit to Prague in 1933. The designerevidently received his schooling in the Lockheed factoryalthough the construction is of duralumin. Eie conceptionof employing three 200 hp. engines for the transport of sixpassengers seems a rather extravagant one, The fuselage isa monocoque structure, having six main stringers of V sec-tion with a number of minor longitudinal members of channelsection. The stiffening is by seven principal formers towhich the covering is riveted.

The wing has two built-up duralumin spars having tubu-lar flanges and channel lattice webs. The forward portionsof the wing and tail surfaces are of duralurnin sheet, therear portion being of cloth.

It may be mentioned that the Avia Company has built atransport monoplane christened type 56 similar to type 51and likewise accommodating six passengers, but with a singleengine, an Avia Hispano-Suiza 12 Ybrs supercharged to 13,120feet. With this power plant t'Ie 1aximum speed has beenraised from 170 miles per hour at ground level for type 51to 223 miles per hour at 13,120 feet.

The Avia Company is also completing typs 57, a low--wingmonoplane seating 14 passengers and having three Hispano--Suiza 575 hp. Cyclone engines. With a total weight of 18,000pounds the rlaximum speed is estimated as 205 miles per hour.The airplane has very deep wing fillets and split flaps of aspan equal to the distance between the wing engines. Thestructure is similar to the types 51 and 56.

Breuet_45 T (figs. 26-27 and also fig. 6) .- On theBreguet stand was a mock-up of the 46 T low--wing transportmonoplane for 12 passengers. As is the case with practic--ally all the new high--speed continental transport airplanes,Douglas-Boeing influence is patent. In order that the cabinfloor shall be above the wing spars the height of the oval-section monocoque fuselage is somewhat exaggerated and infact, t_a.e lines in general leave a good deal to be desired.


The two I-beam sing spars are of high-tensile steel.The ribs are of light alloy and the same material is used forthe upper wing covering. The covering of the under surfaceof the wing between the spars is of fabric*

Slotted instead of split flaps are used for increasinglift, the outer flaps likewise forming the ailerons.

The landing wheels retract into the wing directly aftof the two Mistral Major engines which are housed in N.A.C.A.cowlings.The fuel tanks placed outboard of the engines can bedropped. The 46 T is also adapted for long-distance mailservice, in which case the range is increased from 650 to1,000 miles by extra fuel tanks in the fuselage. IJr. Bre-guet T s estimate of a maximum speed of 239 miles per hour at7,000 feet mould appear optimistic, to say the least.

Although shown only in model form on the Breguet stand,mention should be made of the 18-passenger Wibault 670 low-wing transport monoplano with two Gnome-Rhone 14 Krsd en-gines now building for Air France. (See fig. 28.) This,again, is strongly reminiscent of modern American practice,having split trailing--edge flaps, deep fillets, flush rivet-ing, Hamilton controllable pitch propellers, retractablelanding gear, etc. It is expected to have a maximum speedof 224 miles per hour and a cruising speed of 190 miles perhour, using 60 percent of the total 1,630 horsepower avail-able.

In view of its greater passenger.capacity, the Wibault670 is somewhat heavier than the Brdguet 46, weighing 20,000pounds as against 15,000 pounds.

Bristol _14_3_ F (fig. 29).- The Bristol Company showedpart of ̂the ̂fuselage of a low-wing cantilever monoplane for8 passengers, designated the 143 F. This is to be the com-mercial version of an airplane, which the Bristol Companyis completing for Lord Rothermere, the British newspaperowner.

Lord Rothermere's airplane has two special low-altitudeMercury 600 hp. engines, but it is proposed to fit in eachof the commercial exam-ples (of which 5 are being laid down)two 500 hp. Aquila racial-sleeve-valve engines which madetheir first public appearance on t1le Brist D:!. engine standand which are reduced versions of the Pers a•as,

wThe fuselage construction is similar to that of the new


1'7

Bristol low-- gyring single--seat fighter (fig. 30), being anAlclad monocoque structure with Z section formers and.ft

section stringers, to which the sheet covering is riveted.The stringers are spaced. fairly close together along thecomparatively flat body sides but are omitted at top andbottom where the curved section itself requires no bracingbeyond that of the formers.

Attached. to the cabin were the roots of the ring whichhas two I-beam spars with high-tensile steel flanges con-nected by solid Alclad webs. The spars are strengthened byquadrant-shaped Alclad strips riveted to the flanges andwebs at top and bottom. These strips are in several thick-nesses, depending upon the stresses at the various pointsof the wing. The spars are continuous, passing through thecabin and forming a considerable obstruction. Inboard ofthe ailerons are split flaps hydraulically operated. Thefuel tanks are contained between the spars in the ringroots. The landing wheels will retract backward into thewing.

The outboard portions of the wings beyond the enginesare quickly detachable, being bolted to the center section.The coverings of wings, stabilizer, and fin are of Alcladsheet while the rudder and elevators are fabric covered.

Criticisms which may be made of the airplane from thepassengers' stand-point, in addition to the deep floor ob-structions are the small size of the windows and emergencyexits in the roof.

Every effort is made to reduce resistance by such re-finements as the employment of flush rivets, skin-type oilradiators on the leading edge of the wing roots, etc.

The normal total weight of the 143 F is estimated at8,600 pounds, of which 5,720 pounds is the weight of theairplane empty, equip p cd for passenger transport. As apassenger airplane, 112 Imperial gallons (134 U.S. gallons)of fuel, are carried, but the total capacity of the tanksis 200 Imperial gallons (240 U.S, gallons), in view of itspossible use as a long--range mail airplane. For a cruisingspeed of 180 miles per hour, the range as a passenger car-rier should be 540 miles, for mail carrying, 970 miles.It is expected that the top speed will be 224 miles per hour.

The Bristol C6mpany have designed a bomber based oil thetype 143 but with a different nose and rear fuselage portion.

Paris Aviation Salon, 1934 -18

The position of the bomber would either be in the nose proneunder the pilot's cockpit or alternatively behind the rearspar near the after cockpit. Up to 1,200 pounds of bombscould be placed within the body or wings. As a multiplacefighter, the nose would be arranged to take a 20-millimeter(0.787-inch) gun. The cone of fire would be about 30 0 inall directions, the gunner being mounted on a counterbal-anced seat moving with the gun.

Farman_ F.431.- This all-wood low--wing cantilever mono-plane carrying 5 passengers, was introduced last summer and,like the Potez 56 and the Caudron "Go teland", is a French re-ply to the De Havilland "Dragon" in monoplane terms. Fittedwith two 6--cylinder Renault engines, the price is 255,000francs. The F.431 is likewise suitable for long-distancetouring, but does not benefit from any premium from the AirMinistry as the total horsepower is over 200.

Heinkel_He 70.-- The Heinkel He 70 made its appearancetwo years ago * Six are in service in the Luft Hansa forhigh-speed mail and passenger transport. As the top speedas measured by the.D.V.L. is 234 miles per hour, the He 70takes front rank among high--speed civil airplanes, but the

_ cabin affords cramped accommodations for only 4 passengers.The radiator is of small dimensions as ethylene-glycol cool-ing is employed. The structure comprises a duralumin mono-coque fuselage and two-spar wood wings with plywood covering.

Pot_ e z_5_ 6 (fig. 31).-» This is a small low-wing cantilevertransport monoplane of good construction, carrying six pas-sengers in the cabin. It has a retractable landing gear,split flaps and other modern-design features.

U . S.S.R. Stal.2_(fig. 32).- On the Russian stand wasseen the skeleton of a small high--sing monoplane to carry4 passengers. The airplane is built of stainless steelshot melded by a system strangely resembling the Budd proc-ess but unlicensed.

The engine usually fitted in this type is a 9-cylinderradial, resembling a Wright 'Whirlwind.

Before leaving the transport category, mention may bemade of the Devoitine 620 high--speed 30-pass^riger low-dingmonoplane (3 Gnome-Rhone 830 hp. 14 Trsd endi-l.es ), of whicha model was shown on the Dewoitine stand. Figure 3 .3 givesthe general arrangement plans of this airplane, two exam-ples of which are being started for Air France. With a total


weight of 26,150 pounds, of which 10,930 will be useful load.,the D.620 should have a speed of 217 miles per hour at 6,560feet. The wing area is to be 1,046 square feet.

Postal

U.S.S.R.___ P.5 (500 hp. U.S.S.R.) (fig. 34).-- This wasthe ancient biplane fitted with saris, used for the Chelyus-kin expedition rescue. Its engine appeared to be a copy ofan American Liberty.

In front of the P.5 on the Russian stand were a gondolaused for stratospheric balloon ascension and a couple ofwheels of the type used on the 46-ton "Maxim Gorki" mono-plane, having eight M 34 900 hp. 12-cylinder V engines.

Racing

Caudron _C.450__( 300 hp. Renault) .-- This low--wing all--wood monoplane was the actual winner of the 1934 DeutschCup, covering the 2,000 ?cm (1,243 miles) at the average rateof 389 k.p.h. (241.7 m.p.h.), piloted by Arnoux. Due to thesplit flaps, it was possible to land the airplane at 62 milesper hour. Taking off was greatly facilitated by the Ratierautomatically variable two--pitch propeller.

Touring

Avro-La Cierva C.30 P Autogiro (140 hp. Siddeley GenetMajor)

B.F.W. 1A.35 (125 hp. Siemens-Halske 14 A)

B.F.W. He 108 (225 hp. Birth R Pry 8 u)

Caudron 480 (140 hp. Renault Bengali)


Caudron 520 (170 hp. Renault 6 P f i)


Caudron 600 (100 hp. Renault Bengali, Jr.)

Farman 393 (190 hp. Farman 9 E B)

Farman 403 (170 hp. Farman 7 ED)

<<


20

Fiat G.8 (125 hp. Fiat A.54)

Fieseler Fi 97 (200 hp. Argus As 17a)

Hanriot 170 (170 hp. Salmson 6 TE)

Magni Vale (130 hp. Farina T 58)

Maboussin 112 (45 hp. Salmson 9 AD)

1-lauboussin 120 C (60 hp. Salmson 9 Adr)

Morane--Saulnier 341 (140 hp. Renault Bengali)

PZL 26 (210 hp. 'Henasco Buccaneer)

Potez 58 (120 hp. Potez 6 B)

Potez 60 (60 hp. Potez 3 B)

RND 9 (260 hp. Skoda)

U.S.S.R. Air 9 (100 hp. U.S.S.R. H 11)

The touring cateJory was by far the largest in t'•ieexhibition and contained a number of interesting, if wellknown, airplanes. Several of them (B.F.W. Me 108, Fiesel--er Fi 97, PZL 26, RWD 9) participated in the 1934 Interna-tional Touring Challenge, the last--named airplane captur-ing first and second places. All of these airplanes werefitted with various devices to increase lift and maintaincontrol beyond the stall and have been thoroughly describedin the German technical press, the November 1934 L t Aeronau-tique, October 1934 l'Aerophile, etc.

Avro_La Cierva Autog iro.- Two examples of the British--built direct--control. 0.30 Autogiro were shown at the Salon:one by A. V. Roe, the makers, and the other by Liore andOlivier, the French selling agents.

Senor de La Cierva has somewhat improved the range ofthis aircraft but it is still insufficient to permit safe-ly a nonstop flight between Paris and London.

B.F. W . Me 10_8 (figs. 35-36).-- The B.F.W. company showedthe M.35 described in my report of the Geneva AviationSalon last spring. (lore interesting, however, was the low-wing Me 108 which participated in the 1934 International


21

Touring Challenge and has a retractable landing gear,slots, flaps, and interceptors near the leading edge whichwork in connection with wing--tip ailerons.

Caudron 520 (figs. 37-38).- The Caudron Companyshowed five low--wing monoplanes, of which collection thestar was the 520 with an inverted 6--cylinder 170 hp. Re-nault. This is a modification of the type 500 built forthe 1934 Challenge but not completed in time to take part.Each of the four passengers has his own door which can beslipped to facilitate exit by parachute. At the back ofthe cabin is a locker with shelves taking four suitcases.The propeller is a Ratier with automatic change of pitch.As is the case with all Caudron touring airplanes, thestructure is entirely of wood and the covering of the fu-selage, main wings, and tail surfaces is of plywood. Splitflaps are provided and the fuel tanks are in the wingroots.

Farman 393 and 403.- The Farman Company showed a cou-ple of wooden-braced high-wing monoplanes which differonly in detail from the F.390 and F.400 seen at the 1932Salon, The F.393 (fig. 39) holds five persons in thelarge cabin and the F.403 is a three-seater.

Despite their rather archaic design, the Farman tour-ing airplanes have a number of splendid flights to theircredit, notably those of Vicomte Jacques de Sibour toChina and South Africa.

Fia t G. B .- This little open cockpit staggered biplanewas seen at Turin last spring. It will be remembered thatthe fuselage is built of welded-steel tubing and the wingsof spruce are connected by steel struts forming a Warrentruss. The covering of both fuselage and wings is of fab-ric.

F ie s e ler F i 97.-- This was another of the 1934 Inter--nationaluChallenge âirplanes, and although it did not win,one of the type took third place, and the complete team offive finished the tour. This airplane has flaps tuckedunder the top surface at the trailing edge and slidingback so as to increase the wing area ,. This device, incombination with leading-edge slots, allowed 131 miles perhour top speed with a minimum speed of 21 miles per hour,giving a ratio of more than 6 to 1.

Hanriot_170.-- This was essentially the same airplane


as the 182 and 190 training types but fitted with the newinverted 6--cylinder in--line Salmson 6 TE 170 hp. engine.

!Aga&? i_Va1e (fig. 40).^- This single--seat high-wingmonoplane was one of the most graceful exhibits in theshow. Among a number of interesting features are combinedailerons and flaps so as to change the wing section forlanding, aerodynamic braking obtained by rotating the fair-ing of the rear ring struts through 90°, and tandem ringcowling with a slot between the forward and after sections.

Mr. Magni said that he will replace the Farina engineby the 180 hp. Fiat A.70 S which, having a smaller diame-ter, will not necessitate the projection of the valve cov-ers outside the cowling.

The construction of the Vale is entirely of wood andthe covering of three-ply.

Mauboussin 112 and. 120 C.-- These wood low--wing mono-planes are Jsimilar êxcept that while the 112 has a direct--drive engine and an open cockpit, the 120 C has the crewenclosed by a detachable cover and has a geared engine.These airplanes have made some remarkable flights to Mad-agascar and Indo-China.

Morana_Saulniex,3.41.- This high--wing monoplane havinga duralumin-tube fuselage and a wing having duralumin sparsand wood ribs, is similar to the type used in the FrenchAir Force for training purposes and presents no points ofspecial interest.

PZZ_2 6 (fig.. 4:1).- This low--wing monoplane with itsAmerican engine took part in the 1934 International Tour-ing Challenge. The fuselage is of chrome--molybdenum weld-ed-steel tubing and the duralumin wings have a box sparto which are attached the leading-and trailing--edge sec-tions, Automatic slots cover the entire span. As theyare divided, the inboard section may be locked in flight.Flaps controlled by the pilot extend from the fuselage tothe ailerons.

Potez 58 and 60.- Henry Potez displayed the type 58high--wing cabin monoplane with fixed slots derived fromthe type 43 and also the type 60 (fig. 42), a small high-wing monoplane for light touring fitted with the 3-cylin-der 60 hp. Potez radial engine.a


The P4tez 60, which is built entirely of good, is in-tended to meet the latent demand for a very simple lightand cheap touring vehicle.

RWD 9.-- The Polish RWD 9 high-wing monoplane too?k, thefirst and second places in the 1934 Touring Challenge. Thewood wing is braced by V struts from the fuselage of weld-ed-steel tubing. Along; the entire leading edge of the!p ing are automatic slots connected to the slotted flapsand ailerons.

U.S_.S_.R._A_ir_9 - (fig. 43).- The Soviets showed a pleas-ing little two--seat low--wing wooden monoplane having a5--cylinder radial air-cooled engine which was a patentcopy of an obsolete Siddeley Genet with exposed valve gear.

Experimental

Fauvel A.V.10 (75 hp. Pobjoy R)

"Mignet" monoplane (17 hp. Aubier-Dunne) (fig. 59)

Stowed away in the gallery were a couple of experi-mental aircraft: the Fauvel "Flying Wing' l , somewhat romi--niscent of the "Pterodactyl", and the little "Mignet" par-asol monoplane, reminiscent of the Santos Dumont "Demoiv-selle" of 1909, and having no ailerons. The latter air-plane aroused much interest in the press as an effort toproduce a really cheap small airplane, The extensicn ofthis type is hampered by the fact that it is unable tomeet the requirements of tine French Government and theC.I.N.A. with regard to airworthiness.

SEAPLANES

Pursuit

Bernard H.52_(42_0 hp._ Gnome-Rhone _9_K_r_edl.-- This all--metal twin--float^midwing monoplane was shown by the AirMinistry as the Bernard Company did not exhibit. It isfitted with Haadley Page slots and flaps and is arrangedto be catapulted. The wing has two tapered duraluminspars, forming a caisson continuous from tip to tip, swell-ing at the fuselage so as to conform with its cross sec--tiou. The fuselage is composed of two semishells dividedvertically and riveted together.


24

Observation

Lev_asseur P.Z.200_750_h^,_Hisâno=Suiza_9V_b_r_s) (figs.4+-44a).-- This duralumin seaplane is of highly unorthodoxdesign. In an effort to improve the rearward field offire, the fuselage is reduced to a nacelle ceasing abrupt-ly at the rear gunner's cockpit. The monoplane tail withtwin rudders below the stabilizer is carried by the longtwin floats which are swept up toward the stern. Theidea is certainly interesting although the rear portionsof the floats obstruct the rear gunner's field to someextent and add weight. The N.A.C.A. cowling is poorlyadapted to the straight--sided body, there being consider-able projection at the sides and none at top and bottom.

Torpedo-Bombing

Levasseu_r_P_Z15_(G50_hp._Hi_spa_no-Suiza 12 Nbr).-- TheAir Irinistry showed one of the well--known P.L.15 torpedo-bomber biplane twin--float seaplane used by the Fleet AirArm. Despite its total weight of 9,500 pounds, it isused on board ship. With the standard 1,500-pound torpe-do, the range of the P.L.15 is 400 miles.

Transport

Junkers Ju 52 (three 500 hp. Junkers Jumo 5)

Liore et Olivier H.242 (four 350 hp. Gnome--Rhone 7 Ind)

Junkers _J_u__52_ (fig. 45).-- For several years the LuftHansa has beep operating single--engine Junkers G.24 andFo cke--Wulf "Howe" monoplanes with the large Junkers Jumo 4heavy-oil èngines. Exhaustive tests have been made duringthe past year with three of the smaller engines developing550 hp. fitted to the Junkers 52. The heavy--oil enginesincrease the empty weight of the land type Ju 52 by 1,739pounds as compared with three Pratt and Whitney HornetS 4--D 2 engines. As the total weight is increased from20,300 to 20,944 pounds, the weight loaded is still re-spectable - amounting to 4,700 pounds for a range of 620miles.

The Junkers Company pointed out that while the air-cooled engines consume about 700 pounds per hour, the Jumo5 engines consume at cruising speed, 440 pounds of fuelper hour. However, by fitting heavy-oil engines the max-


25

imum speed is reduced frora 180 to 166 miles per hour, al-though the ceiling is slightly improved (23,900 as against21,300 feet).

At the Salon Junkers exhibited a Ju 52 with threeJumo 5 engines to which floats were fitted, which add an-other 1,200 pounds. As the total flying weight should notexceed 20,944 pounds, the pay load for 620 miles range isreduced to 3,500 pounds.

Lior e' e_tOliv_ier_H__2_4_2 (fig. 46).- This monoplane fly-ing boat with wing floats is used by Air Prance on itsMediterranean services. The only perceptible changes be-tween the model at the Salon and the standard type, werecowlings around the four engines which are placed in twotandem groups above the wing. For a total weight of 20,000pounds, the H 242 carries 11 passengers and a crew of 3,and has a maximum range with no wind of 620 miles. Thehull floats are of duralumin while the one-piece wing isof wood covered with three--ply.

Liord et Olivier are building a modification calledthe H 243, having two 860 hp. Hispano--Suiza engines mount-ed in tandem above the wings. Their 21--ton transatlanticmail flying boat with four 650 hp. Hispano--Suiza engineshas likewise been completed and is under test (fig. 47).This monoplane is entirely of metal construction includingthe wing covering.

Racing

Macchi MC_'72_^3^ 100 loo _Fiat _A _S 6Z ( fig. 48) .-- Theworld's fastest aircraft was exhibited in a shrine at oneend of the Italian exposition. It will be remembered thatpiloted by Agello, this seaplane broke its own record witha speed of 440 miles per hour over 3 kilometers. This wasmade possible by the increased power now drawn from the24-cylinder Fiat engine.

Touring (Amphibians)

Armella Senemaud Mistral (two 120 hp. De HavillandGipsy Major)

Savoia S 56 M (240 hp. Alfa Romeo D 1)

Savoia S 80 bis (two 75 hp. Pobjoy R)


A_r_mella Se'nemaud. Mistral.-- Although relegated to ther gallery, this amphibian is of considerable technical in-

terest. It is a flying boat with a couple of small sta-bilizing floats in which the landing wheels are insertedand which can be raised slightly above the flotation line.Well above the hull is the wing, at the rear of which aretwo pusher engines. The cabin has four comfortable seatswith large luggage space, wireless telephone and telegraph.The take--off characteristics are stated to be good by theprovision of combined slotted aileron-flaps. In view ofthe high position of the engine the wing section of thestabilizer is inverted, allowing the airplane to be sta-ble with a center of gravity as far back as 50 percent ofthe wing chord. It is to be hoped that the tests of thisairplane will be sufficiently satisfactory to bring intoprominence the many advantages of the amphibian from thepoint of view of the private owner.

Sa_v_oia_ S.56 DI and S.80 bis.-° The S 56 M in skeletonform was exhibited by the Budd Company as an example oftheir shot--welded construction. It was built in Italy butis essentially the same as the Philadelphia-built type.The S.80 bis (fig. 49) seen at Sesto Calende last spring,is a two--engine version of the original S.80, the enginesbeing of the pusher type.

The above notes on the aircraft seen at the Salonwill give some idea of the activity in creating new de-signs, at least as far as the French constructors are con-cerned. It was, of course, impossible to show more thana selection of new airplanes even of the smaller categoriesand as a record of the activity in prototype creation byFrench designers, I list below some of the airplanes andseaplanes now building or under test which were either notshown at all or merely in the form of small models.

In this list are not included aircraft which differfrom those shown merely in their power plants.

AIRPLANES

Pursuit

Derroitine 372 (Gnome--Rezone 14 gfs)

n Loire 46 (Gnorie--Riaone 14 Kf s)

Nieuport 125 (Fispano--Suiza 12 YCrs)


27d

ûlti^laee Fighter _Bombers

Bloch 130 (two Gnome--Rhone 14 Krsd)

Br&guet 460 1:i 5 (two Gnome-Rhone 14 Krsd)

Dewoitine 420 (trio Gnome--Rhone 14 Krsd)

Farman 420 (two Gnome--Rhono 14 Krsd)

Liore at Olivier (trio Gnome--Rhone 14 Krsd)

S.A.B. 80 (two Hispano-Suiza 12 Ybrs)

Dg^y __Boqbar

Dewoitine D.339 (two Gnome-Rhone 14 Krsd)

Nig_ht_Bombers

Bernard 82 (Hispano-Suiza 12 Ybrs)

Liore at Olivier 208 (tiro Gnome-Rhone 14 Krsd)

Transport

Bloch (three Gnome-Rhone 14 Krsd) (30 seats)

Bloch (two Gnome-Rhone 14 Krsd) (18 seats)

Dewoitine 333 (three Hispano--Suiza 9 V) (8 seats)

Dewoitine 620 (three Gnome--Rhone 14 Krsd) (30 seats).

ITibault 670 ( two Gnome--Rhone 14 Krsd) (18 seats)

Potez 62 (two Gnome-Rhone 14 Krsd) (14 seats)

SEAPLANES

Observation ; Bombing and_Torp_edo

Breguet 610 (Gnome--Rhone 9 Krse)

Breguet Bizerte (three Gnome-Rhone 14 Krsd)

Loird 70 (three Gnome-Rhone 9 Kbr)


28

S.E.C. =.-Amiot 150 B E (two Gnome--Rhone 14 Krsd)

Latdcobre 550 (four Gnome-Rhone 9 Krsd)

Latecoere 29-8 (Hispano-Suiza 12 YCrs)

Latecoere 56--2 (three Gnome-Rhone 14 Krsd)

C.A.I.S. 110 (two Hispano-Suiza 12 Ybrs)

Liord et Olivier 46 (two Gnome--Rhone 14 Krsd)

'? ranôrtf

Breguet Saigon (three Hispano--Suiza 12 Ydrs 1)

Latecoere 521 (six Hispano-Suiza 12 Ydrs 1)

Liord et Olivier 27 (four Hispano-»Suiza 12 Nbr)

During the Salon, Parisians were interested in themaneuvers over the city of the little "Zodiac" motorized!cite balloon (fig. 50). The envelope is of the dilatabletype (volume variable from 820 to 1,020 cubic meters).The ordinary kite-balloon basket can be replaced within 9minutes by the long wood nacelle seen in the photograph,having in the nose a 60 lip. Salmson engine and a largesurface elevator. There are two cockpits for the crew andthe stem of the nacelle carries a directional rudder. Thebottom lobe of the balloon is reefed in so as not to foulthe rudder. The ceiling is 3,600 feet, given very purehydrogen. The controls are arranged as in an airplane.While the speed is low -- 30 miles per hour -- and the lat-eral stability imperfect, the "Zodiac" motor balloon con-stitutes a distinct advance over previous experiments inthis field in Italy and Germany.

ENGINES

The stands surrounding the main hall were occupied byengine manufacturers. AE:ong those exhibiting; were Renault,Hispano--Suiza, Gnome--Rhone, Lorraine, Farman, Salmson,Potez, R(Ygni.er, and Lilloise of France; Bristol, Rolls--Royce, and Napier of RnCland; Hirth, Argus, Junkers, andSiemens--Ha.lske of Germany; Fiat, Isotta-Fraschini, Piaggio,


Alfa--Romeo of Italy and the U.S.S.R.

Three Junkers Jumo 5 heavy-oil engines were mountedin the Junkers Ju 52 seaplane and both 'Rapier and Lilloiseshowed heavy-oil engines built under Junkers license. TheSalmson Company showed a 9-cylinder radial two-strokeheavy-oil engine designed by Szydlowski.

In the display of the French Air Ministry was theClerget 500 hp. 14--cylinder radial heavy-oil engine, whichhas been flying in a Potez 25 for about a dozen Hours. Thesea-level power is maintained to 11,500 feet, and the timeof climb to 16,700 feet is 22 minutes.

America was represented by Pratt and Whitney whichshowed the Hornet, the new . H type Wasp, and the Wasp Jun-ior engines.

Steady progress is being made in design, unquestion-ably aided by the use of fuels of high octane number whichhave just been accepted by the French Government. The in-crease in the power ratings was striking, such firms asGnome-Rhone, Hispano-Suiza, Renault, and Lorraine havingmodels rated at about 1,000 horsepower. The Renault andLorraine engines, however, need not be taken seriously asyet. The Gnome-Rhone 14 Kfr has been homologated by theAir k_inistry at 1,100 hp. at sea level at 2,400 r.p.m,for a weight of 1,245 pounds.

Interest in private touring is partly responsiblefor the great number of inverted 4- and 6-cylinder air--cooled engines - all, of course, originally derived fromthe De Havilland Gipsy.

Renault has augmented his range of inverted in-lineengines now offering three 4-cylinder and three 6-cylindermodels, excluding the racing--type winner of the 1934Deutsch Cup. The Salmson, Regnier, and Falter companiesalso displayed new inverted engines. This type likewisewas shown by the German makers Hirth and Argus and byHapier (the well-known Javelin).

Complete descriptions accompanied by installationplans and power curves have in most cases been obtainedfrom the makers and are forwarded separately but a fewnotes on the new types may be given here.

Faris Aviation Salon, 1934

30

His ano_Suiza.-- Hispano--Suiza displayed various mod-els of their two supercharged water-cooled engines of 27and 36 liters (1,647.6 and 2,196.8 cu.in .) capacity andusing 85 octane fuel. The 12 Xbrs and the 12 XCrs, thelatter with a cannon, are rated at 690 horsepower at14,760 feet at 2,600 r.p.m. Their theoretical output atsea level ("equivalent de puissance") would be 1,160 horse-power. When fitted with a low-altitude supercharger theengine develops 720 horsepower at 9,000 feet.

The 12 Ydrs (fig. 51) and 12 YCrs engines are ratedat 860 hp, at 13,120 feet at 2,400 r.p.m., and have a the-oretical power at sea level of 1,360 horsepower. With thelow--altitude supercharger for 8,000 feet the engine devel-ops 880 horsepower. An outstanding feature of these en-gines continues to be the high power/weight ratio, theweights of the 12 Xbrs and 12 Ydrs engines being only 816and 1,003 pounds, respectively, without generators.

The 20--millimeter Hispano--Oerlikon gun fitted in the12 XCrs and 12 YCrs equips a number of the new pursuit andobservation airplanes, notably the Dewoitine D 510 and 511,Mureau x 115 and 180, Nieuport 125, etc. The initial speedof the shell is 2,720 feet per second with a maximum gaspressure of 3,200 atmospheres. The horizontal range is 3miles and the vertical range 2 miles. The shells weighing0.55 pound each, are fired at the rate of 400 per minute.The weight of the gun itself is 106 pounds, and completewith container loaded with 60 shells, 161 pounds.

There were also shown the 5-- and 9--cylinder Whirlwindsand several versions of the 9--cylinder Cyclone, the gearedsupercharged model of which is rated at 750 hp. at 6,560feet at 2,100 r.p.m.

The f irm showed the f firsttwin-row 14-cylinder radial ofcapacity. The bore and strokeby 170 mm (6.126 by 6.69 inchewith direct-drive (fig. 52) orlatter form, may have either aaltitude or a supercharger for

time in public, the new45.24 liters (2,760.7 cu.in.)of this engine is 155.6s). It is supplied eitherreduction gear and in themixing fan for 3,280 feet9,840 feet.

In the last-named condition the engine develops 950hp. at 2,100 r.p.m. The compression ratio is 6.4. Thesupercharger (of 11 in. diameter) turns at 8.3 times en-gine--crankshaft speed, and the total weight without gener-ator is 1,322 pounds. It will be remembered that steel is

2


used for the crankcase as in the Clerget--Hispano. The di-ameter is 1.27 m (50 in.).

The company is not yet in a position to place on themarket the 26-liter. (1,586.6 cu.in .) 14--cylinder engine,on which I reported to the Committee a year ago, as it hasnot yet completed factory tests. This engine will be avaluable addition to the range as it has a d::arnet -r of on-ly 39 inches: It is rated at 750 hp. at 2,400 r.p.m. at10,000 feet, and weighs 946 pounds.

Gnome--:R'aone.- This company showed the range of their5-, 7-, 9--, and 14-cylinder radial engines, the power andspeeds of which have been increased. The following listincludes the principal types now manufactured:

5 Kd 240 hp. at 2,000 r.p.m.

7 Kf 500 " " 2,100

7 Kds 360 "ft it at 12,100 ft.

9 Kfr 750 ° it 2,410 it

9 Kers 600 " if 2,450 " at 13,280 ft.

14 Krsd 815 " ° 2,390 " ° 7,150 It

14 Krsd 800 " " 2,390 " " 12,630

14 Kfr 1,100 " " 2,400

14 Kfs 900 " " 2,300 " at 11,870 ft.

14 Kfrs 900 ° " 2,400 "11 it

(Note: d, e, f = various series; r = reduction gear;s = supercharger)

Renault.- As previously mentioned, Louis Renaultshowed half â dozen inverted in--line air--cooled engines.Figure 53 illustrates the new direct--drive 6 Pdis super-charged engine rated at 220 hp. at 2,400 r.p.m. at 13,120feet. The bore and stroke are 120 by ' 140 mm (4.72 by 5.51inches), giving a capacity of 9.5 liters (580 cu.in .).The weight is 496 pounds.

s


32

Figure 54 illustrates the largest engine in the Re-nault range, the 14-cylinder radial rated at 900 hp. at1,950 r.p.m. at 13,120 feet, but not yet submitted to theAir Einistry for acceptance tests. The bore and strokeare 154 by 176 mm (6.06 by 6.93 in.), resulting in theenormous capacity of 46 liters (2,807 cu.in .)(as comparedwith 38 liters (2,318.8 cu.in .) for the Gnome-Rhone R 14).The weight is 1.,235 pounds.

Lor rain e. -- In addition to their usual line of air-cooled engines the Societe Lorraine showed the large water--cooled 13--cylinder Orion and the 12--cylinder Eider now fit-ted with superchargers. Figure 55 illustrates the latter,which is claimed to develop 1,050 hp. at 11,500 feet at2,400 r.p.m., but has not passed the Government tests. Thebore and stroke being 170 by 170 mm (6.69 by 6.69 in.), givea capacity of 46.3 liters (2,825.4 cu.in .). The weight is1,312 pounds.

Salmson.-- The Szydlowshi engine (fig. 59) is an 18--cyl-inder double--row radial two-stroke water-cooled Diesel withonly nine combustion chambers, each chamber being common toa front and rear cylinder. It is rated at 600 hp. at1,600 r.p.m. The bore is 118 mm (4.64 in.) and the stroke150 mm (5.91 in.). Scavenging is assured by a mechanical-ly driven centrifugal compressor turning at 8.45 timescrankshaft speed and blowing into a collector from whichrun pipes to the rear cylinders. The pistons of the tworows are staggered 15 degrees relative to each other.Injection is by nine pumps, each supplying two injectorsto each chamber. Starting is by a Viet air compressor.The weight is 1,250 pounds, dry. The complete engine hasbeen run only 15 hours on the bench.

The 6«-cylinder air--cooled inverted 6 T E engine ratedat 170 hp. at 2,300 r.p.m., is of 8 liters (488.2 cu.in .)capacity. The largest gasoline Salmson engine is the18 A B S 500 hp. 18--cylinder radial air--cooled engine witha two-speed supercharger developing 630 hpo up to 5,000feet and 570 hp. up to 11,500 feet. The ratios of the twospeeds are 7.5 and 10.6 to 1.

Bristol.- The Bristol Company showed not only the newmodels of Pegasus and :Mercury engines, but two sleeve--valve9--cylinder radials, the Perseus and Aquila. The Perseus,

JI announced several months ago, is the product of over sevenu years' development. It is interchangeable with the Mercury

and has the same diameter. The smaller engine -- the Aquila ^»

Paris Aviation Salon, 1934 33a

was revealed in public at Paris for the first time and isshown in figures 56-57. Both have passed the Air ministrytype tests in unsupercharged form as shown.

The characteristics of the two engines are:

Perseus II Acûila_I

Capacity 24.8 liters 15.6 liters(1513.4 cu.in .) (952 cu.in.)

Take-off power 670 hp. at 430 hp. at2000 r.p,m. 2250 r.p.m.

Maximum power 760 hp. at 505 hp. at2200 r.p.m. 2600 r.p.me

Weight 1010 lb. 750 lb.

Cruising consumption 0.47 Imp. pt./ 0.49 Imp. pt./gasoline hp./hr. hp./hr.

Cruising consumptionoil 8 Imp. pt./hr. 9 Imp. pt./hr.

y Both types are fitted to take the Hamilton controlla-ble pitch propeller, there being an oil control valve in ahousing on the reduction gear casing operated by a cableby the pilot. The Aquila has a four--point mounting insteadof the usual ring.

Figure 57 shows the mounting of the accessories on theAquila: they include fuel pump, air compressor, generator,and electric starter. A new type of carburetor is used,fitted with automatic altitude and boost controls and hot--and cold-air intake.

The confidence of the Bristol Company in their sleeve-valve engines is expressed by the fitting of two Aquilasas standard in the new type 143 F transport monoplane.

Maier.-- On the Napier stand were the 720 hp. Culverinheavy-oil engine (Junkers license), the inverted 6-cylinderJavelin, and the two H engines --the 16--cylinder 300 hp.Rapier and the 24--cylinder Dagger. The Dagger without anychange has now passed the Air Ministry tests with leadedgasoline of 87 octane value, greatly raising its power.


34

The ratings now are as follows:

Normal power at sea level

Take--off power

Normal power at 10,000 ft.

Maximum power (at12,250 ft.)

630 hp. at 3,500 r.p.m.

640 It " 3,000

690 " " 3,500 "

760 n n 4,000 if

The above figures are more than satisfactory for a16--liter (976.4 cu.in .) engine with less than 7 squarefeet of frontal area - over 100 horsepower per square foot]

Rolls-Royce.- This firm showed theirgine having cylinders of the same size asbut developing 640 hp. at 2,900 r.p.m. atWith an improved supercharger, the resultCup experience, and running on fuel of 87power has thus been increased by over 100

Kestrel VI en--the Kestrel II14,000 feet.of the Schneideroctane, thehorsepower.

The success of the Kestrel VI, coupled with difficul-ties in obtaining the proper power from the steam-cooledGoshawk, will probably result in the latter engine not be-ing placed on the market, as it would be merely redundant -having the same size cylinders. Since the night and dayfighters equipped with the Goshawk have so far proved un-satisfactory for structural or aerodynamic reasons, thequestion of their power plant is not urgent.

Fiat.- In the water-cooled class the fiat companyshowed their 24-cylinder racing engine now developing3,100 horsepower for a weight of 2,050 pounds, the stand-ard 600 horsepower 12--cylinder A 30 R A engine which isunsupercharged but has a compression of 8 to 1 and givesits power at 10,000 feet, and the new supercharged devel-opment of the A 30 R A called the A 33 R C, having thesame capacity (24.5 liters (1,495.1 cu.in .)) but rated at700 hp. at 2,600 r.p.m, at 11,500 feet and weighing 1,020pounds.

The air-cooled engines included the new type A 70 S(fig. 58), a 7--cylinder 180 hp. engine of 8.3 liters (506.5cu.in.) capacity (115 by 115 mm (4.53 by 4.53 in.) fortouring airplanes, and the Fiat-hornet (type A 59 R) rated

$ at 700 hp. at 2,150 r.p.m. at 6,500 feet.


Isotta-Fraschini.-- In addition to their classic Asso----------------models the firm raised the curtain on their new super-charged type XI R.C. 12--cylinder engine of 32.14 liters(1,961.3 cu.in .) capacity (146 by 160 mm (5.75 by 6.3 in.)bore and stroke). The supercharger turning at ten timescrankshaft speed and blowing into 4 Solex carburetors, re-stores sea-level power at 14,760 feet. The standard com-pression ratio is 6.3/1 and the reduction-gear ratio is0.743. At 2,320 r.p.m., 827 horsepower was given at theabove height in the famous high--altitude wind tunnel at thefactory. While the equivalent power at sea level is 1,475horsepower, the engine actually gives 850 horsepower fortake-off purposes.

The fuel consumption at full throttle is 260 gr.(0.573 lb.)/hp./hr. and at 7/10 power 240 gr. (0.529 lb.)/hp./hr., while the oil consumption is 22 and 15.4 lb. anhour. The weight of the engine dry is 1,212 pounds.

The 18--cylinder Asso 750 engine has also been fittedwith a 10 to 1 supercharger blowing into 6 Solex carburet-ors. In tests the engine gave 958 hp. at 2,100 r.p.m. at12,500 feet. For take--off purposes 900 hp. is available.It will be remembered that the engine has a capacity of47.1 liters (2,874.2 cu.in.), the bore and stroke being140 by 170 mm (5,51 by 6,7 in,). The weight dry is 1,609pounds. The fuel and oil consumption figures are the sameas for the XI R C.

In all the above tests the fuel consisted of 80 per-cent Stanavo gasoline, 20 percent alcohol, and 0.2 percentPb Et 4. The fuel density was 0.748 at 13 0 C.

Co_Mg,& ia_Nazionali Aeronautica.- The C.N.A. displayedtheir tiny 0.7 9-cylinder radial engine of 3 liters (183.1cu.in.) capacity (bore and stroke 80 by 85 mm (3.15 by3.35 in.)) and turning at 4,800 r.p.m. (propeller speed1,440 r.p.m.), at which speed it is claimed to develop 180horsepower. With an elektron crankcase, the weight is on-ly 275 pounds.

PROPELLERS

Following the success of the Hamilton controllablepitch propellers, a number of firms are bringing out pro-pellers of this class, generally operated mechanically or

v electrically and with infinite variations of pitch: Chau-

n


viers, Levasseur, and Gnome--Rhone of France, and Piaggio(d' Ascanio) , Alfa-Romeo, and Sava ia-Iiarchett i of Italy,have brought out such propellers. Ratier, who already hasa :Highly successful automatic two--pitch propeller suitablefor small airplanes, has produced . a larger model in whichan electric motor produces the pitch variation.

(Signed) John Jay Ide.

LIST OF FIGURES

1 Armstrong Whitworth "Scimitar".

2--3 Avia 534.

4 Breda 27.

5 Dewoitine D.500.

y 6 it D.511 (also Breguet 46 T).

7 Fiat C R 32.

8 Hawker "Fury III'.

9-10 Letov S.231.

11 Morane-Saulnier 275.

12--13 P. Z.L. P.24.

14 Mureaux 180.

14a 11

15 if 115

16 Bloch 130

17 if 200

18--19 it 211

20 Breguet 413


21 Potez 54

22--23 S .E . C .M. Amiot 142.

24 Hanriot 180.

25 Avia 51

26-27 Breguet 46 T.

28 Wibault 670 T.

29 Bristol 143 F.

30 Bristol monocoque fuselage construction.

31 Potez 56.

32 U.S.S.R. Stal 2.

33 Dewoitine 620.

34 U.S.S.R. P 5.

35--36 B.F.W. lie 108

37-38 Caudron 520.

39 Farman 393.

40 Magni "Vale".

41 P.Z.Z. 26.

42 Potez 60.

43--44 Zevasseur P.Z. 200.

45 Junkers Ju.52.

46 Ziore- Olivier H 242.

47 it it H 27.

48 Mac chi IA C 72.

49 Savoia S.80 bis.


38a

50

51

52

53

54

55

56-5757

58

59

60

"Zodiac" motor kite 'balloon.

Hispano--Suiza 12 Ydrs.

if It H A.

Renault 6 Pdis.

11 F A S.

Lorraine Bider.

Bristol Aquila.

Fiat A 70 S.

Salmson-Szydlowski.

Fauvel "Flying Louse".

mF

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Aircraft

^------° °_^.

.r^

1f as l: o Nation ^ o 4.6 2 9 p ®^+ Ste•-,:r . ^^.__--_^ ----r----------- t--------------- ----------°--

t 1 t $s, Germany A.R.69 B Biplane s{ tVie'; `' t 4 Ap"lle-34nommal . S Brenee mistral rH.7t.XonoplaneAt

;3 3 t iteartg tGreat Britain: Scimitar Biplane :^^ a 4 A-Via Ossoho- : 51 :H.W. Monoplane:

aa^, S ' t Slovakia :\` ,:. ,: ?^•>.:, ;** t aria Czeaho- 534 Biplane

Slovakia,\, t l ;t AT" : t3*oat Brite 626 Biplane

3 LT3ro-mss Giasrra :Great 2lritain: 0 .30 F AutogiroS •_

S ,9 : E.F.B. : Germany t x.35, :L.:7. Monoplane:

t $ f Q.F.H. i Germany Me.108 L.W. Monoplane:

\ Bermara France f H.52 tL W.Mo::eplenex3ia

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^ slash France f 200 :H.i7. Monoplane:

Black i France 211 Bn 4 L.W. Mbnoplanet

" # t Breda s Italy 27 L.W. Monoplane:

314 Br6gnet i France 413 R 4 Biplane

A ; 2ffi 8 Brdgne$ t France 46 2 :L.W. Monoplane:

: ];8 1 Bristol :Great Britain: 143 F :L .B. Monoplane:

S t 17 t r1oker Germany Jungmann : Biplane

2 l8 Candron France C.450 :L.7i. Monoplane:

t 19 t Candro8, France :C.480 "Fr6gate":H.7. Monoplane:

LO f Candron France :C.510 "Pdlioan" :H.H. Monoplane:

3 8 t' Caadrea France : 0.520 "Simonn VI" :L.W. Monoplane:

: #'t Candae, France : C.530 "Rafale" :L..7. Eonoplane:

# 2i : Caadron France : C.600 "L'Si.glon" :L.rt. Monoplane:

Daweiiîf:e : France D.500 :L.y. Monoplane:

# >S6 Daaait ne France D.511 :L.?7. Monoplane:#¢ g France F.393 :H.C]. Monoplane:

;S 7'.'= Farman France F.403 :H.71. Monoplane:

x Farman : France F.431 :L.W. Monoplane:

t Sativel France A.V.. 10 Monoplane

t 30 : Fiat Italy C.R.32 Biplane

# " 'S:•: ..A Fi4t Italy 6.8 Biplane

>g34ssle 3 Germany k Fi.97 iL.H. Monoplane;

S .: -9 Germany Sta811ta Biplane

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t3outizstiAm of Table------------«--».. _« ---------------------- ------ -----------•---

A i r c r a f ts

3to•# H a$ e Nation : M o d e 1 T y p e P u r p o s e : No ' R a k e;Seats

--+«« France_ _r

--- -- _ ------âlmaon --E Starlet 1170 Biplane Touring 3

S€ C Y

E S8 # Sanriot France 188 Biplanep Training 2 •' Renault's Y Sl4 Hkori0t

i EFrance

` 190 Biplane Gunnery Training 2 Rkgnier# F#

t `89 r sGreat Brits in: Ferry II Biplane Pursuit i Rolle-Royce

36E

Seinkel. Germany z H.E.70 :L.W. Monoplane: Transport 6 B X.'7.E

39 junta" Germany Ju,52/3m W.MoaoplaneF.S: Transport 18 3 Junkersz

44 Way Czecho- 5.231

:L.Biplane Pursuit 1 Gnome-Rhona

Tomeseur 3Fran©a P.L.15 Biplane F.3.: Tarpedo-Bomber 3 Hiepano-Suiza{gE ... : i E t Levassaus France P.L.200 :H 9.MonopleneF .S: Observation 3 Hiepano-Suiza

) E Liord Olivier France H 242 :Monoplane F.B.: Transport 14 4 Gnome-Rhone# `

44 3 Haochi Italy M C 72 :L.W.MonoplaneF.S.: Racing 1 gist

s 45_1 ! Segal Italy pale : H.YI. Monoplane: Touring 1 Farina

t;•., WmUoussin France 112 Corsaire :L.W. Monoplane: Touring 2 SalmaonF ,

E 4T i Hnubo—mi.n France :120 a Corsaire :L.'J. Monoplane: Touring •: 2 Selma on

12, E 3# 4ki t Kignet France :H.,J. 'Monoplane: Lsperimental 1 Aubler-bonne

g 5 t•;+ : crane-Saulnier : France M.S. 275 :H.',1. Monoplane: pursuit 1 Gnome-Rhone

3 # # Mans-Sanlnier France M.S. 315 :H .YJ. Monoplane: Training 2 Salmson

C }2orane-Saulnier France M.S. 341-3 :H.w. Monopla .ne:. Touring 2 RenaultS

o 1^B t Moreau: France 113 R 2 :H .W. Monoplane: Observation 2 Hia ano-SuizaPx

: S tletreatt2 : France 115 R 2 :H.W. Monoplane: Observation 8 Hiepano-Suiza

; 4 E Kure= France 180 C 2 :H.-,J. Monoplane: Pursuit I, 2 Hiepano-SuizaO FF s# E` P.Z.L: Poland P .11 C :H. +l. Monoplane: Pursuit

,1 Skoda-Bristol

Lz 46 : P.?e.L. Poland P.24

;:H :'1. Monoplane: Pursuit I Gnome-Rhone

t tiT Y.Z.L. Poland P.26 :L.Y1. Monoplane: Touring 4 1.1anasco

' P©t9St France 54 M 4 : Ii.:1. ionoplane• Bomber-Fighter 4 2 Hiepano-Suiza

3 Potts France 56 :L.W. Monoplane: pea. Transport 7 : 2 Potez

# t Potts France 58 :H.Yl, iVonoplans: Touring 3 Potez

k. t t Potoz France 60 :H.Y1. Monoplane: Touring 2 Potez

i # RX.D. Poland 9 :H.`.7. Monoplanes Touring 4 Skoda

: Savoia Italy S .56 M Biplane A. Touring 2 Alfa Romeo

# Savoia Italy 5.80 bit Monoplane A. : Touring 4 2 Pobjoy/ 2

. $.E.C.M.-lmiot France 142 M 4 :H.Y1. Monoplane: Bomber-Fighter 4 2 Hiepano-3uiza#

• # Wt U.S.S.R. Russia Air 9 :L.41. Monoplane: Touring 2 U.S.S.R.

# W.# U.S.S.R. Russia 3ta1 8 Monoplane: Transport 4 U.S.S.R.

# : U.S.S.R. E Russia P.5 Biplane Postal : : U•S.S.R.

- ..;------ ----- ---- -- ------------ ----- ------ ------------------------------------------- -------------------

tiona: H..1. . High Wing r - reduction gear (a) - at 12000 3L.W.Y.S.

• Law.Wing- Float Seaplane

a - superchargede - estimated

(b) - at 131PM0 3(o) - at 124303

Y.B. - Flying Boat + - rotor diameter S(d) - at 12630 iA. - Amphibian (f) - at 13040 3

cr)

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......... .... ........

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Figure 4.--Breda 27 pursuit monoplane.(Alfa Romeo Merourius IV engine).

^W^

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D (690 hp. Hispano-8uiza engine).

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Mr. ldel-e. Viait to,Parls Aviation. Salon, 1934

A

Figure 3.-Avia 534 pursuit bipl*Ao.(860 hp. Hispano-Sulza,

12 Y bre engine.)

10-2t- iS Of-fr ice ,V.A.<-,AL 1934

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Mr. Ide's Visit to Paris Aviation, Salon, 1934 Fig, 14a

(Hispano-Suiza 12 XCrs engine)Pbri,s Office, NA.C-A, 193-7 rigure l4a7Mureaux ISO two-seat -a, ursuit monoplane.

Ide VI-M. .... .. .....

..................... ........................ . . . . ......................................................................................... ...................... ...............

y

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4F 46 19 13 35 45 14 15 3 2 10 4 30

39 41 10 9 2 17 li

41 10 39 40 41

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- — — ^'.^ 4p 41 1

4 26. i Figure 20.-Breguet 413 multiplacefight* bombor.

{2-860 hp. Hie Suit& roes)

30 11 49

InstrumentsS. master compass,8, Pilot compass.20 1 0uygen ap tuse11. ^ b®ttlese

4s, Bombing 12, lain instrument board.4. Bomb release ,vsrtical,lWO. 13, Interphone.46, Emergency releass , IWO. 14, Flare pistol.

Gun mounts 47, Flare release control .® 1S, Flares39, Gun ring type T.0 '10. X48, Sight. 16, Co ere seat.

ac14; tor. 40j. a machine guns.'te4 roes.

49, Bomb relsase,ty" G.P.U.G.PU7, Adjustable pilots seat.,. . Bombs, 200 leg 8"t back.',

a

K1808_ ^

f tCD

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®C.o

20, Passageway.21, Generator control panel :0„

sQ 22, Radio. 14

^- 23, Gunners station, rear, loser P)i 60o_^r

i 24, Gun mount, upper rear® jh}

d--^b o ® 17

tb ,s 119 ^00

o.• oI

a,

14, Pilots seat, upper._ -_5 ^6 9 IO Figure 22.-$EOM Amiot 1, Front gun mount. 159

2 9 Revolving floor® 16,Instrument board.Pilots seat ,, lower.

_,142 airplane.

(2-860 hp. Iii spano - 3, Firing step. 17, Ladder.e Suiza engines.)

4, Sight type ST Ae ® 181 Bomb compartment.5, Compass. 19, Bomb trap.6, Drift indicator®7, Eye piece.3, Electric etation 6 G.P.U.

and I.T®G.P.U®® _9,_mower front gun mount.,

10, Grillwork floor®2g 11; Bomb release control®

1934Paris Office N.A.G-A. --_-12, Rubber motor.M. Camera

25, Bomb racks 100 or 200 kg type G®P.U.. 26, Bomb racks 100 or 200 kg - type . G.P®U. ^"

Euma LO

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c+0

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4 * 9 me ^n APA.

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,wt 46 T low wing transpoit monoplane.Mistral for engines)

Range 621 mi. 932mi. 1243miWt. equipped 12,904 lb. 12,9041b. 12,904 lb.Fuel and oil 2,458 3,697 4,910 „

Pay load 4,480 3,307 2,028Total wt. 19,842 19,908 19,842

FIGURE 28.-PLANS OF WIBAULT 670T18 PASSENGER TRANSPORTMONOPLANE.

a

0

n..........

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3

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:Rx[e 3,+d seri:--:es4airek2®-raô at®a'C

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Mr. Ide's Visit to Paris Aviation Salon, 1934

Fig. 33

c p

- 23.59 m( 77.39 ft.)---

/9?/'%5 O1°fi C^ N. A. C. A./93¢

Figure 33. -Dewoitine D.620 30 passenger monoplane.(Three 800 hp. Gnome-Rhone engines)

Z - ®o

t .

Figure 40.- Magni "Vale" monoplane (130 hp.Farina engine) 18440A.C.

Fig. 38^

~

^

^ "

^

18441 A.C.

.

16.0 m

(52.49 ft.)

v-

00

A

10.2 m,.^ ' (33.46 ft.)

.va ca. i'34 Figure 44.-Levasseur P.L. 200 observation seaplane.(750 hp. Hispano -S.niza engine)

\^^ \^ :^ (\^^ (. ^

a_ 0.

18443 A.C.

Po is Office, N.A.C.A. 1934

Figure 52, $iepano-8uiza;14 H A. rigure 53.- Renault inverted 6 cylinder 0 FdIs14 cylinder engine. supercharged e4sino.(1,000 hp. at '3,280 ft.) (220 hp. at 13,120 ftm)

- 18444 A.C.

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Documents

NACA Paris Salon 1934