A medium-range day bomber with a forward-firing Vickers machine-gun mounted on the left side of the fuselage and a rear-mounted Lewis gun, the Gordon could carry up to 209kg of bombs. A development of the IIIF Mk V, the Gordon was almost identical to the Fairey IIIF, except for having a 391kW Armstrong Siddeley Panther IIA radial air-cooled engine in place of the Napier Lion water-cooled engine.
The prototype first flew in 1930 and a total of 163 were built for the RAF, including a small number of trainers. Compared to the IIIF, the Gordon offered a considerable increase in speed, due mainly to the engine and a lighter AUW. In addition to the production Gordon Is, 24 refined Gordon IIs were built for the RAF and about 90 IIIFs were brought up to Gordon standard. They remained operational until 1938. A number were also exported, production examples going to China and Brazil, while RAF types were passed to Egypt and New Zealand.
Gordon I Engine: Armstrong Siddeley Panther IIA, 525 hp / 391kW Wingspan; 13.94 m / 45 ft 9 in Length; 11.20 m / 36 ft 9 in Height; 4.32 m / 14 ft 2 in Wing area: 437.987 sq.ft / 40.69 sq.m Max take-off weight; 2679 kg / 5906 lb Empty weight; 1588 kg / 3501 lb Max. speed: 126 kts / 233 km/h Cruising speed: 96 kts / 177 km/h Service ceiling: 21998 ft / 6705 m Range: 522 nm / 966 km Armament: 2 .303 MG (7,7mm) Bomb load: 460 lb. Seats: 2.
Gordon II Engine: Armstrong Siddeley Panther IIA, 609 hp. Wingspan; 13.94 m / 45 ft 9 in Length; 11.20 m / 36 ft 9 in Height; 4.32 m / 14 ft 2 in Wing area: 437.987 sq.ft / 40.69 sq.m Crew: 2
Engine; 1 x 482hp Bristol Jupiter VI Take-off weight; 1897 kg / 4182 lb Empty weight; 1173 kg / 2586 lb Wingspan; 12.37 m / 40 ft 7 in Length; 8.99 m / 29 ft 6 in Height; 3.12 m / 10 ft 3 in Wing area; 35.30 sq.m / 379.97 sq ft Max. Speed; 217 km/h / 135 mph Crew; 2 Armament; 2 x 7.7mm machine-guns, 200kg of bombs
A total of 286 Sopwith Babies was built of which 195 were produced by Blackburn – and sometimes known as Blackburn Babies – 105 of the latter being fitted with the 130hp Clerget engine, and, of these, 40 were fitted (initially) to carry the Ranken dart and no gun armament. A more extensive modification of the Sopwith float fighter was the Fairey Hamble Baby.
The Fairey Hamble Baby had refinements such as full span flaps designed by Richard Fairey. A total of 180 were built.
Developed from the Fairey Pintail amphibian of 1920, the Fawn was the first post 1918 designed light day bomber and reconnaissance aircraft to see RAF service. Intended as an army co-operation vehicle to replace the de Havilland 9A, the Fawn prototype, J6907, first flew in March 1923. After various modifications, including a longer fuselage, the design went into limited production, and the first production example appeared in January 1924, designated Fawn Mk II. This version entered RAF service, and eventually equipped Nos 11, 12, 100, 503 and 602 Squadrons.
Production amounted to 75 aircraft, made up of five prototype/pre-production aircraft, 50 350kW Napier Lion II-engined Fawn Mk IIs and 20 turbo-¬supercharged Lion VI engined Mk IIIs. The Mk III did not reach squadron use. Several were fitted with external side ladders and used for parachute dropping exercises and demonstrations at Henlow; while machines of 12 and 100 Squadrons participated in the 1925 and 1926 RAF air displays at Hendon, demonstrating ‘wing drill’.
Fawn III Engine; 1 x 470hp Napier Lion VI Span: 15.21 m (49ft 11 in) Length: 9.78 m (32ft l in) Height: 3.63 m (11 ft 11 in) Wing area: 51.10 sq.m / 550.04 sq ft Max take-off weight: 2649 kg / 5840 lb Empty weight: 1580 kg / 3483 lb Maximum speed: 183 km/h (114 mph) at 3048 m (10000 ft) Climb to 3048 m (10000 ft): 17 min 24 sec Service ceiling: 4220m (13850ft) Range: 1047 km / 651 miles Armament: 1 Vickers mg forward; 1 or 2 Lewis. mg rear cockpit External bombload to 209 kg (460 lb)
Fairey Fawn Mk. III Engine : Napier Lion II, 469 hp Length : 32.087 ft / 9.78 m Wingspan : 49.902 ft / 15.21 m Max take off weight : 5834.4 lb / 2646.0 kg Max. speed : 99 kts / 183 km/h Range : 564 nm / 1045 km Crew : 1+1 Armament : 2x MG 7.7mm, 209kg Bomb. ext.
The Fairey N.10 (F.128) was modified in September 1917 as a landplane, with a wheeled undercarriage, and designated Fairey III. This introduced the Fairey Patent Camber Gear evolved for the Hamble Baby, which was then described as a trailing-edge flap and used to increase the lift of the wings. Tested as a two-seat seaplane, the F.128 was known as the Fairey III. With a single frontal radiator behind the propeller and the floats replaced by a wheel landing gear, the designation became Fairey IIIA. One N10 (III) even had its 46 foot wings reduced to about 25 feet, fitted with floats and entered in the 1919 Schneider Trophy Race. The race was flown, but foggy conditions prevented anyone from properly completing the course. This N10 (III) – at one stage G-EALQ – served as a prototype – floats on, floats off – wings long, wings short – 450 hp Napier Lion and so on. Fifty examples were ordered as ship-borne two seat bombers, and production began in 1918 (N2850-N2899), and the first IIIA was flown on June 6, 1918. Powered by a 260 hp Sunbeam Maori 12 cylinder engine, it had 46ft 2in equal span two bay wings; the variable camber being fitted to the lower wing only. The end of the war prevented any widespread use of the IIIA, however. The IIIB was also produced in small numbers as a two seat floatplane bomber, and a few examples saw active service before the Armistice mainly on coastal patrols around the United Kingdom. The IIIB had float landing gear, increased wing area, and ailerons on the upper wing in addition to the Patent Camber Gear on the lower. Both versions employed a 260 hp Sunbeam Maori engine, and could carry a bombload of approximately 272 kg (600 lb). The IIIB did have the top mainplane span increased to 62ft 9in was a specially strengthened catapult version. It seems that about eighty-two IIIAs and Bs were built – some later converted to the IIIC.
The third variant to be designed and produced during 1918 was the IIIC, a seaplane which had a performance increase of some 14%. Powered by a Rolls Royce Eagle VIII engine, the IIIC total production of 36 machines were all either IIIBs converted on the production line, or built as IIICs from that line. Too late for war service in 1918, at least seven examples saw operational duties with the North Russian Expeditionary Force, based at Archangel, in 1919. Four IIICs appeared on the Civil Register later, one of which, G-EBDI (ex N9253), took part in an attempted global flight in 1922, but finally sank in Far Eastern waters on August 24,1919. Progression in design next produced the IIID variant, first flown in prototype form in August 1920. An overall total of 227 IIIDs were eventually built, and the type’s adaptability to both float and landplane configurations gave it a relatively long life. The prototype IIID, N9450, retained the Eagle VIII engine and made its first flight in August 1920 as a seaplane, and an initial production batch of 50 machines was put in hand. Of the 207 IIID built for service with the RAF and Fleet Air Arm, 152 were powered by Napier Lion IIB, V or VA engines. On 30 October 1925, a IIID became the first standard FAA seaplane to be catapulted from a ship at sea. In landplane form, the IIID was one of the first service aircraft to have oleo-pneumatic (oil/air) shock-absorbers. Six IIID seaplanes went to the Australian government in August 1921. Several other European coun¬tries purchased a few machines in the same period. Copies were sold to Sweden, Portugal, and Netherlands. Long distance flights characterised the IIID era; Portugese IIIDs flew across the Southern Atlantic; 4 RAF IIIDs on a Cairo-Cape-Cairo flight in 1926. Led by Wg Cdr C. W. H. Pulford, between 1 March and 21 June 1926 IIIDs completed a flight of almost 22,530km, Cairo-Cape Town-Cairo and thence to Lee-on-Solent. At no time throughout the period of almost four months was any delay caused by mechanical failure of any of the aircraft. They operated from Singapore, Shanghai, British Guiana and Australia. The basic design was still much the same; 46ft span, double bay, variable camber, Napier Lion (or alternating R.R. Eagle VIII). In service from 1924 until 1930 the IIID played a significant part in the development of military aviation. Last in the III series was the IIIF. Originally designed to meet a 1924 specification which required a 3 seat spotter reconnaissance aircraft for the Fleet Air Arm, the IIIF was a much modified development of the IIID, having an all metal fuselage and propeller, folding wings, and easy change to either wheeled or float undercarriage. The first prototype, N198, first flew on 19 March 1926, and initial deliveries of production aircraft went to various naval units during 1927. The Fairey IIIF had no dual controls and were used extensively on naval co-operation with its two man cockpit aft of the pilot. No raked wings, no stagger, no sweep back, the top wing in perfect symmetry with the bottom. Although many of the same characteristics still applied it was a vastly improved design over the IIID. Nearly 600 of these were built.
Fairey IIID
It was in Fleet Air Arm use that the IIIF made its largest contribution, serving aboard every British aircraft carrier of the time, as well as ashore with many naval air stations, training establishments, and specialized naval schools. It also became the vehicle for a variety of experiments and testing in many roles; including catapult trials, landing on a carrier with strengthened float and empennage, and many trials of radio-controlled aircraft. The IIIF was also subjected to many years of scientific tests at the RAE, Farnborough. At least 25 IIIFs were purchased by non British governments, including Russia, Ireland, Argentina, Greece, Chile and New Zealand. In all a total of 622 Fairey IIIFs were built, of which 243 were RAF versions and the rest FAA variants. At least three examples recorded as still in RAF service (as target tugs) as late as February 1941.
Fairey IIIF Irish Air Corp
Two further developments, the IIIF Mk V and Mk VI, were to give further service under the designations Gordon and Seal respectively, but were merely the final examples of a line of Fairey III series aircraft which had spanned almost 23 years of service usage.
F.128 Engine; 1 x 260hp Sunbeam Maori II 12-cylinder in-line engine Max take-off weight; 4159 kg / 9169 lb Empty weight; 2970 kg / 6548 lb Wingspan; 46.2 m / 151 ft 7 in Length; 36 m / 118 ft 1 in Height; 11.10 m / 36 ft 5 in Wing area; 476 sq.m / 5123.62 sq ft Max. Speed; 104 km/h / 65 mph Ceiling; 14000 m / 45950 ft Armament; 1 x 7.7mm machine-gun, 2 x 50kg bombs Crew; 2
IIIA Span: 14.07 m (46 ft 2 in) Length: 9.45 m (31 ft) Height. 3.25 m (10 ft 8 in) Engines: 260 hp Sunbeam Maori Maximum speed: 175.4 km/h (109 mph). Service ceiling: 4572 m (15000 ft).
IIIB Engine: Napier Lion XIA, 570 hp. Wing span: 62 ft 9 in.
IIIB Engines: 260 hp Sunbeam Maori Span: 19.13 m (62 ft 9 in) Length: 11.3 m (37 ft 1 in) Height: 4.27 m (14 ft) Maximum speed: 152.9 km/h (95 mph) Service ceiling: 3139 m (10300 ft).
IIIC Engine: 375 hp RR Eagle VIII Span: 14 m (46 ft 1 in) Length: 11.3 m (37 ft 1 in) Height: 4.27 m (14 ft) Maximum speed: 177.8 km/h (110.5 mph). Service ceiling: 2774 m (9100 ft).
IIID Engine: 375 hp RR Eagle VIII or 450 hp Napier Lion II. Span: 14 m (46 ft 1 in) Length: 11 m (36 ft 1 in) Height. 3.96 m (13 ft) Maximum speed: 193 km/h / 120 mph Service ceiling: 6096 m (20000 ft) (Landplane/Lion).
IIIF prototye Length: 11.07 m (36 ft 4 in) Height. 3.83 m (12 ft 7 in)
IIIF Engine: Napier Lion XIA, 570 hp / 425kW. Span: 13.94 m (45 ft 9 in) Length 34ft 4in. Height 14ft 2in. Wing area; 41.2 sq.m / 443.47 sq ft Empty weight: 1779 kg / 3923 lb Loaded weight: 2858 kg / 6301 lbs Maximum Speed: 120 mph. Ceiling; 6095 m / 20000 ft Maximum speed: (Mk 1 landplane) 241.4 km/h (150 mph) Armament; 2 x 7.7mm machine-guns, 220kg of bombs
IIIM – Engine: Napier Lion XIA, 570 hp.
IIIM/B Engine; 1 x Napier Lion XIA, 425kW Max take-off weight; 2858 kg / 6301 lb Empty weight; 1779 kg / 3922 lb Wingspan; 13.94 m / 45 ft 9 in Length; 10.82 m / 35 ft 6 in Height; 4.26 m / 13 ft 12 in Wing area; 41.2 sq.m / 443.47 sq ft Max. speed; 209 km/h / 130 mph Ceiling; 6095 m / 20000 ft Armament; 2 x 7.7mm machine-guns, 220kg of bombs
The Kreider-Reisner XC-31 or Fairchild XC-31 was an American single-engined monoplane transport aircraft of the 1930s designed and built by Kreider-Reisner. It was one of the last fabric-covered aircraft tested by the U.S. Army Air Corps.
Kreider-Reisner XC-31 – 34-026
The XC-31 was built with an aluminum alloy framework covered by fabric, and featured strut-braced wing and fully retractable landing gear, with the main gear units mounted on small wing-like stubs and retracting inwards. An additional novel feature was the provision of main cargo doors that were parallel with the ground to facilitate loading.
Designed as an alternative to the emerging twin-engined transports of the time such as the Douglas DC-2, it was evaluated by the Air Corps at Wright Field, Ohio, under the test designation XC-941, but rejected in favor of all-metal twin-engined designs.
XC-31 at Langley
Following evaluation by the USAAC, the XC-31 was transferred to NACA, which used it for icing studies at its Langley Research Center.
Powerplant: 1 × Wright R-1820-25, 750 hp (559 kW) Wingspan: 75 ft 0 in (22.86 m) Wing area: 802 sq ft (74.5 m2) Length: 55 ft 5 in (16.89 m) Height: 15 ft 10 in (4.83 m) Empty weight: 7,322 lb (3,321 kg) Gross weight: 12,750 lb (5,783 kg) Maximum speed: 154 mph (248 km/h, 134 kn) Cruise speed: 143 mph (230 km/h, 124 kn) Range: 775 mi (1,247 km, 673 nmi) Service ceiling: 15,000 ft (4,570 m) Crew: 1 (Pilot) Capacity: 15 passengers or 3,500 pounds (1,600 kg) of cargo
During 1934 the Fairchild company designed a business or executive aircraft with five seats, designated the Model 45. It first flew on 31 May 1935. The Model 45 was a low-wing cantilever monoplane with a conventional cantilever tail unit and a retractable tailwheel landing gear. The aircraft was powered by a 225 hp (168 kW) Jacobs L-4 radial engine and had a luxury five-seat interior as standard. Flight testing showed that the aircraft performed well, although it was described as sedate.
The company predicted that the Model 45 would have only limited market appeal in that form, therefore only the prototype was built.
Fairchild then upgraded the prototype with a larger engine, the Wright R-760 radial, for evaluation. In this configuration it was designated the Model 45-A. This configuration was placed in production, with about 16 units being completed.
One aircraft was bought as an executive transport by the United States Navy as the JK-1. After the United States entered the Second World War, two aircraft were impressed into service with the United States Army Air Forces as the UC-88.
Fairchild JK-1
In 1997, Greg Herrick requested drawings of a Fairchild 45 tail section for an ongoing restoration project. The request was refused, citing the design was a trade secret. This led to a FOIA request, and lawsuit that was debated in the United States Supreme Court. The effort led to the “Herrick amendment” added to the FAA Air Transportation Modernization and Safety Improvement Act of 2012. The amendment released the ATC type certificate information for 1,257 aircraft first certified in 1927 through the beginning of World War II in 1939.
Variants:
45 One prototype Engine: 225 hp (168 kW) Jacobs L-4
45-A Production aircraft 16 built Engine: 320 hp (239 kW) Wright R-760 Wingspan: 39 ft 6 in (12.04 m) Wing area: 248 sq ft (23.04 m2) Length: 30 ft 1 in (9.17 m) Height: 8 ft 2 in (2.49 m) Empty weight: 2,512 lb (1,139 kg) Gross weight: 4,000 lb (1,814 kg) Maximum speed: 170 mph (274 km/h, 150 kn) Range: 650 mi (1,046 km, 560 nmi) Service ceiling: 18,700 ft (5,700 m) Crew: one Capacity: four passengers
JK-1 One 45-A for the United States Navy
UC-88 Two 45-As impressed into service with the United States Army Air Forces
The Fairchild Model 41 Foursome was a light aircraft developed in the United States in the late 1920s and produced as the Model 42 Foursome. It was a conventional high-wing, strut-braced monoplane with fixed tailwheel undercarriage. The pilot and three passengers were seated within a fully enclosed cabin, and the aircraft generally resembled a scaled-down version of Fairchild’s successful FC-2 design.
Fairchild 41
Two prototypes were built as the Model 41 and Model 41A leading to the Model 42 production version which was built in a small series. This production version differed from the prototypes in having a redesigned, strut-braced empennage in place of the wire-braced unit of the earlier aircraft, and a more powerful version of the Wright Whirlwind powerplant.
Variants:
Model 41 Foursome First prototype, one built Engine: 220 hp (160 kW) Wright J-5 Seats: 4
Model 41A Foursome Second prototype, one built Engine: 300 hp (220 kW) Wright J-5 Seats: 4
Model 42 Foursome Production, six built and two converted from the 41 and 41A. Engine: 330 hp (250 kW) Wright J-6 Wingspan: 45 ft 6 in (13.86 m) Length: 30 ft 6 in (9.30 m) Maximum speed: 130 mph (210 km/h, 110 kn) Range: 700 mi (1,130 km, 610 nmi) Seats: 4
