Jane’s All the World’s Aircraft 1913

652 Pages·1969·27.74 MB·English

by  Fred T. Jane

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Title: Jane's All the World's Aircraft
1913
Author: Various
Editor: Fred Jane
Release Date: January 2, 2011 [EBook #34815]
Language: English
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Transcriber's Notes
The advertisements which were originally at the front of the book have
been moved to the back.
JANE'S ALL THE WORLD'S
AIRCRAFT 1913
AIRCRAFT 1913
A Reprint of the 1913 Edition of All The World's Aircraft
Edited by
FRED T. JANE
ARCO PUBLISHING COMPANY, INC.
New York
First published by Sampson Low Marston in 1913
This edition published 1969 by ARCO PUBLISHING COMPANY, INC.
219 Park Avenue South, New York, N. Y. 10003
Library of Congress Catalog Number 69-14964
ARCO Book Number 668-01880-1
Printed in Great Britain
Published Annually.
A W ' AIR=CRAFT.
LL THE ORLD S
(ORIGINALLY KNOWN AS "ALL THE WORLD'S AIRSHIPS.")
(WAR FLYING ANNUAL.)
FRED T. JANE,
FOUNDED AND EDITED BY FOUNDER AND EDITOR OF
"FIGHTING SHIPS" (NAVAL ANNUAL), ETC.
PART A.—AEROPLANES AND DIRIGIBLES OF THE WORLD.
PART B.—HISTORICAL AEROPLANES OF THE LAST SIX
YEARS.
PART C.—THE WORLD'S AERIAL ENGINES.
PART D.—AERIAL "WHO'S WHO" AND DIRECTORY.
FIFTH YEAR OF ISSUE.
(F 1909.)
OUNDED
LONDON:
SAMPSON LOW, MARSTON & CO., L .
TD
1913.
PRINTED BY NETHERWOOD, DALTON & CO., PHOENIX WORKS, RASHCLIFFE, HUDDERSFIELD.
CONTENTS
PAGE
P 7
REFACE
G T T 9
LOSSARY OF ECHNICAL ERMS
PART A.
A (J. Schiere) 15
RGENTINE
A (Special Austrian Editor) 16
USTRIAN
Aeroplanes 17
Dirigibles 22
B (J. Bracke) 26
ELGIAN
Aeroplanes 27
Dirigibles 29
B 31
RAZILIAN
B 32
RITISH
Aeroplanes 37
Dirigibles 60
B C , E . 63
RITISH OLONIES TC
B 66
ULGARIAN
C A R 67
ENTRAL MERICAN EPUBLICS
C 68
HILIAN
C 69
HINESE
D 70
ANISH
D (J. Schiere) 71
UTCH
F (Special French Editor)
RENCH
Aeroplanes 73
Dirigibles 109
G (Special German Editor) 126
ERMAN
Aeroplanes 131
Dirigibles 151
G 168
REEK
I (Special Italian Editor) 169
TALIAN
Aeroplanes 172
Dirigibles 176
J (Partly Official) 180
APANESE
Aeroplanes 181
Dirigibles 182
M 183
EXICAN
N 184
ORWEGIAN
P 185
ERUVIAN
P (J. Schiere) 186
ORTUGUESE
R 187
OUMANIAN
R 188
USSIAN
Aeroplanes 190
Dirigibles 191
S 193
ERVIAN
S 194
PANISH
S (Lieut. Dahlbeck) 196
WEDISH
S (Special Swiss Editor) 198
WISS
T 200
URKISH
U 200
RUGUAY
U S (W.L. Jones) 201
NITED TATES
Aeroplanes 202
Dirigibles 220
PART B.
H A L S Y 1B et seq.
ISTORICAL EROPLANES OF THE AST IX EARS
PART C.
P A E 1C
RINCIPAL EROPLANE NGINES
Austrian (W. Isendahl) 2C
Belgian 2C
British 3C
French 4C
German (W. Isendahl) 8C
Italian 11C
Swiss 12C
U.S.A. 13C
PART D.
A "W ' W " 1D
ERIAL HOS HO
C A D 12D
LASSIFIED ERIAL IRECTORY
A I —A end of
LPHABETICAL NDEX EROPLANES
A I — D book
LPHABETICAL NDEX IRIGIBLES
PREFACE.
s conjectured last year, considerable further changes have been produced in this
edition.
When, some five years ago, work on this annual was first commenced, the
military aviator was an idle dream. Fighting men in dirigibles were a bare
possibility; but nothing more than that. Every amateur building an aeroplane (or
even merely intending to build one) in his back garden was a possible
"conqueror of the air." The aeroplane was going to oust the motor car as a
sporting vehicle—everyone was quite certain about that! Beyond that, nothing!
To-day everything is completely changed and except as a war machine the
aeroplane is of little interest or use to anyone. A few civilian aviators are still
flying, but in practically every case they are doing so in connection with the
business aspect of the question. There is no "sport of aviation" such as the
prophets foretold a few years ago.
An increasing number of people obtain their pilot certificates and lists of these
are still given, although the title of "aviator" is in the bulk of cases somewhat of
a courtesy one, since so few keep on flying once they have secured their brevets.
It is as a war machine that the aeroplane has come into its own. The Italian
aeroplanes over and over again proved their utility in Tripoli. Although in the
Balkan War aircraft were less in evidence than many expected, this may be
attributed to the peculiar circumstances of the campaign and also to the scarcity
of available machines.
Every country is now engaged in forming its aerial fleets. How far the naval and
military branches will coalesce, or how far they will differentiate remains to be
seen. The probabilities, at present, all point in the latter direction, and that just as
an army is made up of cavalry, infantry, artillery, etc., and a navy of battleships,
cruisers, torpedo craft and submarines, so the sky fleets seem destined to consist
of groups of different types of machines, each type designed for some special
purpose.
The increased war utility of aircraft has necessitated an extension of the pages
devoted to organisation of military aviation, etc. The details given are by no
means as full as I could wish; but all organisations are being so continually
changed owing to increased experience that satisfactory data are not very easy to
come by.
During the past twelve months or so we have learned at least one or two
important things. The mere fact of the possession of aeroplanes by a nation is a
military factor of comparatively little importance. A nation possessing next to no
aeroplanes can easily acquire a few hundreds in case of emergency if she has the
people to build them. The real problem is two-fold. First, of course, is the
possession of trained and efficient aviators to fly the machines. Naval and
military officers who have merely secured their brevets at a flying school are of
no immediate value; civilians of the same kind are of still less utility.
Second to this is the productive capacity of any country; which may roughly be
gauged from the number and importance of its firms engaged in construction.
These points cannot too strongly be enforced. The air strength of any nation in
case of war resides in its efficient flying men and in its own productive capacity.
The next war will see aircraft quite as much "contraband" as warships, and the
nation which relies upon aerial imports will be foredoomed at once. One month
is probably the utmost effective life of an aeroplane on hard active service and it
may well be a good deal less. And firms capable of building efficient machines
cannot be improvised.
A remarkable feature of the last twelve months has been the recrudescence of the
dirigible, which is now in far greater esteem than it was a year ago, or for that
matter, ever before. In the past there is no doubt that progress was hampered by
arguments between the advocates of "heavier than air" and "lighter than air," and
a curious notion that the one could only exist at the expense of the other.
Such ideas are now dead, and it is recognised that for war purposes both have
their uses and that both are interdependent. It is not quite yet realised how
intense this interdependence is likely to be.
Briefly the present situation may be summed up as follows: the dirigible has
enormous potentialities for attack on fortified bases and the like, but its powers
of defence, guns or no guns, are very slight. A single aeroplane should be able to
disable or destroy without very great difficulty the finest dirigible yet built
(supposing it able to find the airship in the vastness of the air). The damage that
a single aeroplane can do to land defences or ships is, however, entirely trivial—
at any rate at present.
Hence the aerial war unit already formed in Germany, and likely to be in
existence everywhere else ere another year or so has passed. This unit is a
dirigible of great offensive powers, associated with a number of aeroplanes
presumably intended to defend it and ward off and defeat attack by hostile
aeroplanes.
This is merely the crude beginning, it seems reasonably safe to prophecy that in
the early future the aerial war-unit will be made up somewhat as follows:—
(a) An offensive dirigible, carrying the maximum of bombs, etc.
(b) One or two dirigibles carrying oil and petrol for the aeroplanes—
possibly capable of dealing with all minor repairs and of carrying a
certain number of aeroplanes on board.
(c) A number of war aeroplanes specially designed for fighting other
aeroplanes and attacking hostile dirigibles as chances may occur.
(d) A few very swift one man aeroplanes which will be the eyes of
the unit.
This seems an early certainty. After all it merely reproduces for the air what
centuries of experience have shewn to be essential for fleets and armies.
The matter is a fascinating subject for speculation; but in connection with a work
that exists merely to deal with things as they are at present, is perhaps, better not
now pursued further. One point, however, may perhaps be mentioned, and that is
that victory or defeat in aerial warfare seems likely to depend upon which side
can first destroy the other's bases. A base-less dirigible will not live long. This is
likely to lead to very great attention being paid at an early date to anti-aircraft
guns and other devices for the defence of aerial bases.
Reverting to the arrangement of the present edition, a few words may be said
about some of the changes. As stated last year the clumsy old system of
grouping monoplanes, biplanes, etc., separately has been abolished. So many
firms specialise in both that any such grouping could only lead to confusion.
A tabular system has been generally adopted for most new matter. This will be
found far more convenient for reference, and of course, saves a great deal of