World War One British Flying Boats: 1914-1918In a flying boat, the main source of buoyancy is the fuselage, which acts like a ship's hull in the water. Most flying boats have small floats mounted on their wings to keep them stable. All large seaplanes have been flying boats, their great weight supported on their hull.
The AD Flying Boat was designed by the British Admiralty's Air Department to serve as a patrol aircraft that could operate in conjunction with Royal Navy warships. Intended for use during World War I, production of the aircraft was terminated as the end of the war came into sight, and the type saw little operational use. A number were re-purchased after the end of the War by Supermarine Aviation and rebuilt as civil Transports, becoming known as the Supermarine Channel.
Designed in 1915 by Lieutenant Linton Hope, the aircraft was of conventional biplane flying-boat configuration, and also featured a biplane tail with twin rudders. The pilot and observer sat in tandem in the nose, with the engine and pusher propeller mounted behind them, between the wings. The wings could be folded forwards to facilitate shipboard stowage.
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Two prototypes were constructed in 1916 by Pemberton-Billing Ltd (later to become Supermarine Aviation). The first prototype was intended to be powered by powered by a 150 hp (112 kW) Sunbeam Nubian engine, but this was not ready with the Hispano-Suiza 8 being substituted. Handling, both on the water and in the air was initially poor, demonstrating severe fore and aft vibration, known as porpoising during take-off, while subject to excessive Yaw during flight. These problems were eventually solved by revisions to the hull and the fin and rudder, allowing the AD Flying Boat to be ordered into production. A total of twenty-seven production machines were built out of orders for eighty, generally powered by 200 hp (149 kW) Hispano-Suiza engines, although examples were tested with Sunbeam Arab and Wolseley Python engines.
Following the Armistice, Supermarine purchased nineteen of these aircraft back to remanufacture for the civil market as the Supermarine Channel, either as the Channel Mk I with 160 hp (119 kW) Beardmore 160 hp engines, or the Channel Mk II powered with 240 hp (179 kW) Armstrong Siddeley Puma engines. The reconfigured flying-boats provided accommodation for a pilot and three passengers in three open cockpits.
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The Curtiss Model H was a family of classes of early long-range flying boats, the first two of which were developed directly on commission in the United States in response to the £10,000 prize challenge issued in 1913 by the London newspaper, the Daily Mail, for the first non-stop aerial crossing of the Atlantic. As the first aircraft having trans-Atlantic range and cargo-carrying capacity, it became the grandfather development leading to early international commercial air travel, and by extension, to the modern world of commercial aviation. The last widely produced class, the Model H-12, was retrospectively designated Model 6 by Curtiss' company in the 1930s, and various classes have variants with suffixed letters indicating differences.
Having transatlantic range and cargo carrying capacity by design, the first H-2 class (soon dubbed "The Americans" by the Royal Navy) was quickly drafted into wartime use as a patrol and rescue aircraft by the RNAS, the air arm of the British Royal Navy. The original two "contest" aircraft were in fact temporarily seized by the Royal Navy, which later paid for them and placed an initial follow-on order for an additional 12 — all 14 of which were militarized (e.g. by adding gun mounts) and designated the "H-4" (the two originals were thereafter the "H-2" Models to air historians). These changes were produced under contract from Curtiss' factory in the last order of 50 "H-4s", giving a class total of 64, before the evolution of a succession of larger, more adaptable, and more robust H-class models. This article covers the whole line of nearly 500 Curtiss Model H seaplane flying boat aircraft known to have been produced, since successive models - by whatever sub-model designation - were physically similar, handled similarly, essentially just being increased in size and fitted with larger and improved engines — the advances in internal combustion engine technology in the 1910s being as rapid and explosive as any technological advance has ever been.
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When London's Daily Mail newspaper in 1913 put up a $10,000 prize for the first non-stop aerial crossing of the Atlantic, American businessman Rodman Wanamaker became determined that the prize should go to an American aircraft and commissioned the Curtiss Aeroplane and Motor Company to design and build two aircraft capable of making the flight. The Mail's offer of a large monetary prize for "an aircraft with transoceanic range" (in an era with virtually no airports) galvanized air enthusiasts world wide, and, in America, prompted a collaboration between the American and British air pioneers: Glenn Curtiss and Lt-Cdr Porte, spurred financially by the nationalistically motivated financing of air enthusiast Rodman Wanamaker. The class, while commissioned by Wanamaker, was actually a scaled-up version of Curtiss' work for the United States Navy and his Curtiss Model E. With Royal Navy Lt-Cdr Cyril Porte as Chief Test Pilot, development and testing of the two prototypes proceeded rapidly, despite the inevitable surprises and teething troubles inherent in new engines, hull and fuselage. Both prototypes, once fitted with sponsons, were then called Model H-2s and were incrementally updated alternating in succession, and were successfully fully tested by the late summer of 1914, when they were shipped to England. At this time they were scheduled for a transatlantic flight in August 1914, attempting to cross the North Atlantic Ocean by air — a trial canceled because of the outbreak of World War I.
The resulting Model H was a conventional biplane design with two-bay, unstaggered wings of unequal span with two tractor engines mounted side-by-side above the fuselage in the interplane gap. Wingtip pontoons were attached directly below the lower wings near their tips. The Model H resembled Curtiss' earlier flying boat designs but was considerably larger in order to carry enough fuel to cover 1,100 mi (1,770 km). The three crew members were accommodated in a fully-enclosed cabin.
Christened America, trials of the first Model H began in June 1914 and revealed a serious shortcoming in the design: the tendency for the nose of the aircraft to try to submerge as engine power increased while taxiing on water. This phenomenon had not been encountered before, since Curtiss' earlier designs had not used such powerful engines. In order to counteract this effect, Curtiss fitted fins to the sides of the bow to add hydrodynamic lift, but soon replaced these with sponsons to add more buoyancy. These sponsons would remain a prominent feature of flying boat hull design in the decades to follow. With the problem resolved, preparations for the crossing resumed, and 5 August 1914 was selected as the date.
These plans were interrupted by the outbreak of war, which also saw Porte, who had been selected to pilot the America, recalled to service with the British Royal Navy. Impressed by the capabilities he had witnessed, Porte urged the Admiralty to commandeer (and later, purchase) the America and her sister from Curtiss. This was followed by a decision to order a further 12 similar aircraft, one Model H-2 and the remaining as Model H-4s, four examples of the latter actually being assembled in the UK by Saunders. All of these were essentially identical to the design of the America, and indeed, were all referred to as "Americas" in Royal Navy service. This initial batch was followed by an order for another 50.
These aircraft were soon of great interest to the British Admiralty as anti-submarine patrol craft and for air-sea rescue roles. The initial Royal Navy purchase of just two aircraft eventually spawned a fleet of aircraft which saw extensive military service during World War I in these roles, being extensively developed in the process (together with many spinoff or offspring variants) under the compressed research and development cycles available in wartime. Consequently, as the war progressed, the Model H was developed into progressively larger variants, and it served as the basis for parallel developments in the United Kingdom under Cyril Porte which led to the "Felixstowe" series of flying boats with their better hydrodynamic hull forms, beginning with the Felixstowe F.2 — a hull form which thereafter became the standard in seaplanes of all kinds, just as sponsons did for flying boats.
Curtiss next developed an enlarged version of the same design, designated the Model H-8, with accommodation for four crew members. A prototype was constructed and offered to the United States Navy, but was ultimately also purchased by the British Admiralty. This aircraft would serve as the pattern for the Model H-12, used extensively by both the Royal Navy and the United States Navy. Upon their adoption into service by the RNAS, they became known as Large Americas, with the H-4s receiving the retronym Small America.
As built, the Model H-12s had 160 hp (118 kW) Curtiss V-X-X engines, but with these engines they were underpowered, so in Royal Naval Air Service (RNAS) service they were re-engined with the 275 hp (205 kW) Rolls-Royce Eagle I and then the 375 hp (280 kW) Eagle VIII. Porte redesigned the H-12 with an improved hull; this design, the Felixstowe F.2, was produced and entered service. Some of the H-12s were later rebuilt with a hull similar to the F.2, these rebuilds being known as the Converted Large America. Later aircraft for the U.S. Navy received the Liberty engine (designated Curtiss H-12L).
Curiously, the Curtiss company designation Model H-14 was applied to a completely unrelated design (see Curtiss HS), but the Model H-16, introduced in 1917, represented the final step in the evolution of the Model H design.[3] With longer-span wings, and a reinforced hull similar to the Felixstowe flying boats, the H-16s were powered by Liberty engines in U.S. Navy service and by Eagle IVs for the Royal Navy. These aircraft remained in service through the end of World War I and remained in U.S. Navy service for some years after the war, most receiving engine upgrades to more powerful Liberty variants.
With the RNAS, H-12s and H-16s operated from flying boat stations on the coast in long-range anti-submarine and anti-Zeppelin patrols over the North Sea. A total of 71 H-12s and 75 H-16s were received by the RNAS, commencing patrols in April 1917, with 18 H-12s and 30 H-16s remaining in service in October 1918.
U.S. Navy H-12s were kept at home and did not see foreign service, but ran anti-submarine patrols from their own naval stations. Twenty aircraft were delivered to the U.S. Navy. Some of the H-16s, however, arrived at bases in the UK in time to see limited service just before the cessation of hostilities.
The Felixstowe F.2 was a 1917 British flying boat class designed and developed by Lieutenant Commander John Cyril Porte of the Royal Navy at the Seaplane Experimental Station, Felixstowe during the First World War adapting a larger version of his superior Felixstowe F.1 hull design married with the larger Curtiss H12 flying boat. The Felixstowe hull had superior water contacting attributes and became a key base technology in most seaplane designs thereafter.
.The Felixstowe F.2A was widely used as a patrol aircraft over the North Sea until the end of the war. Its excellent performance and maneuverability made it an effective and popular type, often fighting enemy patrol and fighter aircraft, as well as hunting U-boats and Zeppelins. The larger F.3, which was less popular with its crews than the more maneuverable F.2a, served in the Mediterranean as well as the North Sea.
The Felixstowe F.3 was a British First World War flying boat designed by Lieutenant Commander John Cyril Porte RN of the Seaplane Experimental Station, Felixstowe the successor to the Felixstowe F.2
Based at Felixstowe NAS in the Autumn of 1918. The painting of the Felixstowes was entirely an affair of the summer and autumn 1918.
Felixstowe F.3 was painted with dazzle schemes, not as an attempt at camouflage, but the exact opposite - to make them recognizable at a glance in the air and to be able to see a downed boat at sea.
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In February 1917, the first prototype of the Felixstowe F.3 was flown. This was larger and heavier than the F.2, giving it greater range and heavier bomb load, but poorer agility. Approximately 100 Felixstowe F.3s were produced before the end of the war.
The first example of the benefit of this practice took place on June 4 1918, when three Felixstowe based boats and two from Great Yarmouth were involved in a fight with German seaplanes. One of the Yarmouth boats (either N4298 or N4289) was painted in red/yellow stripes and was the only one easily recognized of the five boats concerned. After this the others crews were allowed to paint their boats in similarly garish colours and patterns.
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The Felixstowe F.5 was a British First World War flying boat designed by Lieutenant Commander John Cyril Porte RN of the Seaplane Experimental Station, Felixstowe.
Porte had designed a better hull for the larger Curtiss H12 flying boat, giving the Felixstowe F.2a, which was greatly superior to the original Curtiss boat. This entered production and service as a patrol aircraft. In February 1917, the first prototype of the Felixstowe F3 was flown. This was larger and heavier than the F2, giving it greater range and heavier bomb load, but poorer agility. The Felixstowe F5 was intended to combine the good qualities of the F2 and F3, with the prototype first flying in May 1918. The prototype showed superior qualities to its predecessors but the production version was modified to make extensive use of components from the F.3, in order to ease production, giving lower performance than either the F.2a or F.3.
The F5 did not enter service until after the end of World War I, but replaced the earlier Felixstowe boats (together with Curtiss flying boats) to serve as the RAF's standard flying boat until being replaced by the Supermarine Southampton in 1925.
In 1920. the Canadian Air Board sponsored a project to conduct the first ever Trans-Canada flight. The leg from Rivière du Loup to Winnipeg was flown by Lt.Col. Leckie and Maj. Hobbs in a Felixstowe F.3 to determine the feasibility of such flights for future air mail and passenger service.
