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The Farman F.30 was a two-seat military biplane designed in France around 1915, which became a principal aircraft of the Imperial Russian Air Service during the First World War. Although it was widely used on the Eastern Front, and by the factions and governments that emerged in the subsequent Russian Civil War, it is not well-known outside that context: the F.30 was never adopted by other Allied air forces, and the manufacturers reused the "Farman 30" designation for an entirely different aircraft in 1917. 〔Most descriptions appear to be based on Shavrov. W.M. Lamberton and E.F. Cheesman, ''Reconnaissance & bomber aircraft of the 1914-1918 War'' (Letchworth: Harleyford, 1960), p. 88 attribute it to "a 160 h.p. Canton-Unné engine", a description that better describes the motor of the 1917 fighter, and treat it, with little explanation, as a variant of the F.40 bomber. According to an (www.theaerodrome.com ), the same designation was also applied to the earlier MF.11 ''bis'' of 1913 in the official registry of the ''Service des Fabrications de l'Avion''.〕 ==Design and development== The F.30 was one of the final variants of the "Farman type", a distinctive aircraft layout developed by the Anglo-French brothers Henry and Maurice Farman. These were biplanes of a pusher configuration, with the propellor at the rear of the engine, behind the wings. The crew of two (pilot and observer) sat in front in an open cockpit, the wings were of a simple unstaggered) design, while the rear part of the plane was just a wire-braced framework supporting the tail. The basic airframe of the F.30 was very similar to the earlier and slightly smaller F.20, a two-bay biplane with a shorter lower wing (a primitive sesquiplane layout), a reasonably long v-shaped tail framework, and similar control surfaces - ailerons on the outer sections of the upper wings, and a single rudder and a high tailplane at the rear. It differed by reviving the raised fuselage position of the 1913 MF.11, positioning the cockpit and engine half-way between the wings rather than mounting them directly on top of the lower wing, and it was the first Farman to adopt the simple and robust v-strut undercarriage that was becoming standard. Perhaps most importantly, it improved on the underpowered F.20 by utilizing the much more potent 150 hp Salmson 9 radial engine.〔The 150hp Salmson P9 engine is cited as having been used previously on the F.27, a large late variant of the F.20, both online and in Shavrov, ''History of Aircraft Construction'' ((online excerpt )); it is not listed in O. Thetford, ''British Naval Aircraft Since 1912'', J.M. Bruce, ''The Aeroplanes of the Royal Flying Corps: Military WIng'' (London: Putnamm 1992), pp. 229-238, but is in J.J. Davilla and A.M. Soltan, ''French Aircraft of the First World War'' (Boulder, CA: Flying Machines Press), performance table.〕 Available sources generally record a top speed of 136 km/h, although a later version with uprated 160 hp engine known as the F.30 ''bis'' raised performance to 140 km/h; one source states a speed of 155 km/h, associated with a lighter version of the airframe.〔Shavrov, ''History of Aircraft Construction'', L. Andersson, ''Soviet Aircraft and Aviation 1917-1941'' (Annapolis, MD: Naval Institute Press, 1994), p. 123, J.J. Davilla and A.M. Soltan, ''French Aircraft of the First World War'' (Mountain View, CA: Flying Machines Press, 1997) ((online reference )); all of whom give a speed of 136 km/h among slightly varying figures that all appear to relate to the Dux Factory production; the 140 km/h version is cited by (online sources ) while 155 km/h is quoted by J. Liron, ''Les Avions Farman'', Docavia 21 (Clichy: Editions Lariviere, 1984), ((online reference )); Shavrov also mentions a range of motors from 130hp to 175hp, the largest of which would probably produce a top speed above 140 km/h.).〕 In comparative tests in 1916, the version with the 150 hp engine proved to have superior performance to the Voisin 5 light bomber and Lebed XI scout, the other designs available for large-scale Russian production; the prototype Anatra DS was apparently faster, but that plane did not enter production until 1917.〔For the test, see (here ); for the date of Anatra DS production, see (here ).〕 One reference suggests that the F.30 could more-or-less match the manoeuvrability of the opposing Fokker Eindecker, albeit perhaps at the very limit of its own flight envelope.〔Yu. Kislyakov and V. Babich, "History of Air-to-Air Combat Reviewed", originally published in ''Aviatsiya i kosmonavtika'', 1986, transl. in: ''USSR Report: Military Affairs Aviation and Cosmonautics No 1, January 1986'' (US Foreign Broadcast Information Service). pp. 34-52 at p. 51 ((PDF )).〕 It is not clear how much the final design of the F.30 represented a straightforward product of the Farman design bureau, and how much it incorporated modifications by the Russians. The plane's length is given variously as both 8.65 m and 10.66 m, suggesting significant variation between individual machines. In addition to these reasonably straightforward variants, the seaplane-skiplane hybrid known as the ShCh M-16 ''Zimnyak'' is also identified as a heavily modified subtype of the F.30.〔The identification of the M.16 as a Farman 30 variant is from T. Heinonen, ''Thulinista Hornetiin – 75 vuotta Suomen ilmavoimien lentokoneita'' (Tikkakoski: Central Finland Aviation Museum, 1992), p. 38. The direct debt is not mentioned in the descriptions excerpted at (flyingmachines.ru ).〕 Designed by D.P. Grigorovich, this retained only the 150 hp Salmson and the basic layout of the F.30, with a modified cockpit, shorter tail and staggered wings of equal length, plus a specialized undercarriage. 抄文引用元・出典: フリー百科事典『 ウィキペディア（Wikipedia）』 ■ウィキペディアで「Farman F.30」の詳細全文を読む スポンサード リンク
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