Sopwith Triplane
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| Sopwith Triplane | |
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| Type | Fighter |
| Manufacturer | Sopwith Aviation Company |
| Designed by | Herbert Smith |
| Maiden flight | 28 May 1916 |
| Introduction | December 1916 |
| Primary user | Royal Naval Air Service |
| Number built | 147 [1] |
The Sopwith Triplane was a British single seat fighter aircraft designed and manufactured by the Sopwith Aviation Company during the First World War. The Triplane was built in comparatively small numbers, but the Royal Naval Air Service successfully employed it throughout 1917. Pilots nicknamed it the Tripehound or simply the Tripe.[2]
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[edit] Design and development
The Triplane began as a private venture by the Sopwith Aviation Company. The fuselage and empennage closely mirrored those of the earlier Pup, but chief engineer Herbert Smith gave the new aircraft three narrow-chord wings to provide the pilot with an improved field of view. The Triplane was initially powered by the 110 hp Clerget 9Z nine-cylinder rotary engine, but most production examples were fitted with the 130 hp Clerget 9B rotary. At least one Triplane was tested with a 110 hp Le Rhône rotary engine, but this did not provide a significant improvement in performance.
The prototype Triplane, serial N500, first flew on 28 May 1916, with Sopwith test pilot Harry Hawker at the controls. The prototype proved to be easy to control and within three minutes of takeoff, Hawker startled onlookers by looping the aircraft three times in succession.[3] The Triplane was very agile, with effective, well-harmonised controls. By using the variable incidence tailplane, the aircraft could be trimmed to fly hands-off. The introduction of a smaller eight ft span tailplane in February 1917 improved elevator response.
In July 1916, N500 was sent to Dunkirk for evaluation with "A" Naval Squadron, 1 Naval Wing. It proved highly successful. A second prototype fitted with a 130 hp Clerget 9B, serial N504, was also sent to France for evaluation, but was lost over enemy lines on only its second flight.[4]
[edit] Operational history
Production commenced in late 1916. Apart from a few examples supplied to Great Britain's allies, the Triplane was flown exclusively by the Royal Naval Air Service (RNAS). Originally, a batch of aircraft was also destined for the Royal Flying Corps (RFC), but in February 1917, the RFC orders were exchanged for the SPAD VIIs on order for the RNAS.[5] For unknown reasons, most of the Triplanes ordered for the RFC were simply cancelled, rather than being transferred to the RNAS.
The initial RNAS order was filled by Sopwith, which completed three prototypes and 95 production aircraft, with 24 orders switched to other Sopwith production. The RFC orders were assigned to two subcontractors. Clayton & Shuttleworth Ltd. built 46 aircraft, with orders for 106 Triplanes (serials A9813-A9918) terminated. Oakley & Co. Ltd. had no prior experience building aircraft and delivered only three Triplanes before its production contract was cancelled in late 1917. Total production amounted to 147 aircraft.[1]
No. 1 Naval Squadron became fully operational with the Triplane by December 1916. No. 8 Naval Squadron received its Triplanes in February 1917. Nos. 9 and 10 Naval Squadrons equipped with the type between April and May 1917. The only other major operator of the Triplane was a French naval squadron based at Dunkirk, which received 17 aircraft.
The Triplane's combat debut was highly successful. The new fighter's exceptional rate of climb and high service ceiling gave it a marked advantage over the Albatros D.III, though the Triplane was slower in a dive.[6] The Germans were so impressed by the performance of the Triplane that it spawned a brief triplane craze among German aircraft manufacturers, resulting in no fewer than 34 different prototypes.[7]
The Triplane was famously flown by No. 10 Naval Squadron's "B" Flight, better known as "Black Flight." This all-Canadian flight was commanded by the ace Raymond Collishaw. Their aircraft, named Black Maria, Black Prince, Black George, Black Death and Black Sheep, were distinguishable by their black-painted fins and cowlings. Black Flight claimed 87 German aircraft in three months while equipped with the Triplane. Collishaw himself scored 33 victories in the aircraft, making him the top Triplane ace.[6]
[edit] Withdrawal from service
For a variety of reasons, the Triplane's combat career was comparatively brief. In service, the Triplane proved difficult to repair. The fuel and oil tanks were inaccessible without substantial disassembly of the wings and fuselage. Even relatively minor repairs had to be made at rear echelon repair depots. Spare parts became difficult to obtain during the summer of 1917, and No. 1 Naval Squadron's complement was reduced from 18 to 15 aircraft.
The Triplane also gained a reputation for structural weakness. The wings sometimes collapsed in steep dives. This defect was attributed to the use of light gauge bracing wires in the 46 aircraft built by subcontractor Clayton & Shuttleworth. Several pilots of No. 10 Naval Squadron used cables or additional wires to strengthen their Triplanes. In 1918, the RAF issued a technical order for the installation of a spanwise compression strut between the inboard cabane struts of surviving Triplanes. One aircraft, serial N5912, was fitted with additional mid-bay flying wires on the upper wing while used as a trainer.
Another drawback of the Triplane was its light armament. While contemporary Albatros scouts were armed with two guns, most Triplanes were armed with a single synchronized Vickers machine gun. Efforts to fit twin guns to the Triplane met with mixed results. Clayton & Shuttleworth built six experimental Triplanes with twin guns. Some of these aircraft saw combat service with Nos. 1 and 10 Naval Squadrons in July 1917, but performance was reduced and the single gun remained standard. Triplanes built by Oakley would have featured twin guns, but only three were completed.
In June 1917, No. 4 Naval Squadron received the first Sopwith Camels and the advantages of the sturdier, better-armed fighter quickly became evident. Nos. 8 and 9 Naval Squadrons converted to the Camel in late July and early August 1917. No. 10 Naval Squadron converted in late August, turning over its remaining Triplanes to No. 1 Naval Squadron. No. 1 operated Triplanes until December, suffering heavy casualties as a consequence. By 1918, surviving Triplanes were used as advanced trainers with No. 12 Naval Squadron.
[edit] Operators
- French Navy (17 aircraft)
- Imperial Russian Air Force (1 aircraft)
- Royal Naval Air Service
- No. 1 Naval Squadron RNAS
- No. 8 Naval Squadron RNAS
- No. 9 Naval Squadron RNAS
- No. 10 Naval Squadron RNAS
- No. 12 Naval Squadron RNAS
- "E" Squadron RNAS
- United States Navy (1 aircraft)
[edit] Survivors and modern reproductions
Only two authentic Sopwith Triplanes remain in existence. N5912, built by Oakley & Co. Ltd., is preserved at the RAF Museum, Hendon,[3] and N5486, supplied to the Russian Government in May 1917, survives in the Central Air Force Museum, Monino, Russia.[8]
The popularity of the type has resulted in numerous modern reproductions, built by both museums and individual enthusiasts. One notable reproduction was constructed by Northern Aeroplane Workshops for the Shuttleworth Collection. It is painted to represent Dixie II, serial N6290, of No. 8 Naval Squadron RNAS. In recognition of the reproduction's remarkable authenticity, Sir Thomas Sopwith decreed that it should be considered as a “late production” Triplane.[9]
[edit] Specifications (Clerget 9B-engined variant)
General characteristics
- Crew: 1
- Length: 18 ft 10 in (5.73 m)
- Wingspan: 26 ft 6 in (8 m)
- Height: 10 ft 6 in (3.2 m)
- Wing area: 231 ft² (21.46 m²)
- Empty weight: 993 lb (450 kg)
- Loaded weight: 1,415 lb (642 kg)
- Powerplant: 1× Clerget 9B rotary engine, 130 hp (96 kw)
Performance
- Maximum speed: 117 mph (187 km/h) at 5,000 ft (1,830 m)
- Range: 280 mi (450 km)
- Service ceiling 20,500 ft (6,250 m)
- Wing loading: 6.13 lb/ft² (29.92 kg/m²)
[edit] See also
Related development
Comparable aircraft
[edit] References
[edit] Notes
[edit] Bibliography
- Bowers, Peter M. and McDowell, Ernest R. Triplanes: A Pictorial History of the World's Triplanes and Multiplanes. St. Paul, Minnesota: Motorbooks International, 1993. ISBN 0-87938-614-2.
- Bruce, J.M. Sopwith Triplane (Windsock Datafile 22). Berkhamsted, Herts, UK: Albatros Productions, 1990. ISBN 0-948414-26X.
- Crosby, Francis. "Sopwith Triplane." Fighter Aircraft. London: Lorenz Books, 2002. ISBN 0-7548-0990-0.
- Franks, Norman. Sopwith Triplane Aces of World War I (Aircraft of the Aces). London: Osprey Publishing, 2004. ISBN 1-841767-28-X.
- Franks, Norman, Guest, Russell and Bailey, Frank. Bloody April... Black September. London: Grub Street, 1995. ISBN 1-898697-08-6.
- Kennett, Lee. The First Air War: 1914-1918. New York: The Free Press, 1991. ISBN 0-02-917301-9.
- Robertson, Bruce. Sopwith – The Man and His Aircraft. London: Harleyford, 1970. ISBN 0-90043-515-1.
- Taylor, John W.R. "Sopwith Triplane". Combat Aircraft of the World from 1909 to the Present. New York: G.P. Putnam's Sons, 1969. ISBN 0-425-03633-2.
- Winchester, Jim, ed. "Sopwith Triplane." Biplanes, Triplanes and Seaplanes (The Aviation Factfile). Rochester, Kent, UK: Grange Books plc, 2004. ISBN 1-84013-641-3.
[edit] External links
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