Flight, December 1926

The Paris Aero Show 1926

H. & M. FARMAN

   THE Societe des Avions H. & M. Farman exhibits the following machines :- (a) a Farman F.I70 eight-passenger transport aeroplane, with 500 h.p. Farman engine; (b) a Farman F.160 night bombing aeroplane, with two 500 h.p. Farman engines; (c) a, 500 h.p. Farman engine, type 12 WE.

   The Farman F.170 Transport Aeroplane.- The Farman F.170 Transport Aeroplane, which, owing to the lower curvature of its fuselage has been nick-named the Ventre-a-terre, is the latest machine of its class produced by the Farman Co. Its production has been the result of extensive experience gained by the constructors on the Paris-Amsterdam line, both with the Goliath and the four-engined Jabiru types. The excellent showing made by the Ventre-a-terre on the Paris-Cologne-Berlin service, where it has been in continuous use since last May, and in competition with highly-efficient types of German machines, indicates that the French Commercial Aviation has in the F.I70 a machine of unusual merit.
   While the Farman Company have, in the construction of this machine, remained faithful to their time-tried practice of using timber in preference to metal wherever a doubt may remain as to the superiority of one or the other - chiefly for reasons of ease of repair and low-production cost - the F.170 may be said to embody all the latest safety features which aerial passengers are entitled to find on modern transport aeroplanes. To begin with, the engine, the 500 h.p. "broad-arrow" Farman 12 W.E., has a record of endurance and reliability unsurpassed, for it holds both the world's endurance records for 1924 and 1925, with 38 and 45 hours, respectively, and it also powered Lieut. Challe and Captain Weiser's Breguet 19 G.R. in their Paris - Bunder Abbas flight, when they broke the world's distance record by flying 5,200 km. nonstop, in 27 hrs.
   In the second place, the 1:2 reduction gear of the Farman engine enables the pilot to fly the machine throttled down with great efficiency, which will be evident from the fact that at a cruising speed of 150 km.p.h. the engine only develops 300 h.p., thus giving a "pay-loading" of approximately 3 kg./h.p.
   Special safeguards against fire hazard are incorporated in this machine. Chief of these is the position of the petrol tanks in the wings, well removed from the engine compartment to give added safety to the system already embodying a fire-proof bulkhead, instantaneous blocking devices in the petrol lines and fire extinguishers.
   Structurally, the chief characteristic of the F.170 is the great simplicity and straightforwardness of the design. All stress-bearing elements are of liberal size, great simplicity and evident sturdiness, the machine being obviously designed for hard usage. The framing of the wings and of the fuselage are of timber, with sheet steel fittings and wire bracing. The wings are fabric-covered, and so is the fuselage, except around the engine, where sheet aluminium is used, and the doors of the cabin and the freight hold, which are reinforced plywood panels. The engine cowling is hinged so that the engine becomes quickly accessible. The wing bracing and under-carriage struts are faired steel tubes. The wings are fixed to the fuselage by four bolts.
   Considerable attention has also been paid to the comfort of the passengers. The cabin is fitted with eight very comfortable chairs and is equipped with electric lights and water radiators. Large windows coupled with the high wing give a good view of the ground. The noise of the power plant is practically abolished by a long exhaust pipe which ends aft of the cabin. Luggage and other freight is carried in two holds with separate entrances, one of these being aft of the cabin, and the other underneath the pilot's cockpit. The latter is situated flush with the leading edge of the wings and affords excellent visibility.
   Specification.- Engine, 500 h.p. Farman; span, 16-10 m.; length, 11-76 m.; height, 3-20 m.; total wing area, 52-50 sq. m.; weight, equipped, 2,018 kg.; weight of fuel, 370 kg.; weight of crew (1), 80 kg.; pay load, 850 kg.; weight, loaded, 3,318 kg.; max. speed, 202 km.p.h. at sea level 197 km.p.h. at 1,000 m., 191 km.p.h. at 2.000 m., 183 km.p.h. at 3,000 m.; speed at 9/10th power output, 190 km.p.h.; commercial speed (3/5th power output), 150 km.p.h.; cruising range in still air, 750 km.; climb, 1,000 in. in 2 mins. 52 secs. 2,000 m. in 14 mins. 25 secs., 3,000 m. in 27 mins. 21 secs., 4,000 m. in 58 mins. 45 secs.; service ceiling, 4,300 m.
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   Two large machines formed the exhibits on the Farman stand this year, one of which was the new Farman commercial monoplane, type 170T, and the other a large night bomber, type 160 B.N., of which only the fuselage and centre portion were shown.
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   The commercial monoplane, which, owing to its low position over the ground, has been nicknamed "Ventre-a-Terre," is a development of the "Jabiru," and is a much more likeable machine altogether, although the rectangular wing with square tips is not exactly calculated to enhance the appearance. The pilot is, as the accompanying photograph will show, situated right above and ahead of the wing, and has a sort of miniature conning tower protecting him against the wind. In fact, the machine might almost be described as being of the conduite intericure type.
   The passenger accommodation (for eight passengers) is comfortable, and the heating of the cabin is by hot water from the radiators, which are very unusually placed projecting through the sides of the fuselage halfway back to the tail. This feature is illustrated by a sketch. Two long exhaust pipes running over the top of the wing carry the gases well away, and probably the cabin is almost free from noise.
   The engine fitted in the Farman 170T is a 500 h.p. Farman and drives a four-bladed propeller. Owing to the removal of the radiators aft, a very "clean" nose has been made possible.