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Airco DH.9A

May 04, 2024

The Airco DH.9A is a British single-engined light bomber that was designed and first used shortly before the end of the First World War. It was a development of the unsuccessful Airco DH.9 bomber, featuring a strengthened structure and, crucially, replacing the under-powered and unreliable inline 6-cylinder Siddeley Puma engine of the DH.9 with the American V-12 Liberty engine.

DH.9A
Airco D.H.9A
Role Light bomber/General purpose
Manufacturer Airco
First flight March 1918
Introduction 1918
Retired 1931
Primary users Royal Air Force
Soviet Air Forces
Royal Australian Air Force
Number built 1,997 + 2,400+ as R.1
Developed from Airco DH.9
Variants Westland Walrus
de Havilland DH.15

Colloquially known as the "Ninak" (from the phonetic alphabet treatment of designation "nine-A"), it served on in large numbers for the Royal Air Force following the end of the war, both at home and overseas, where it was used for colonial policing in the Middle East, finally being retired in 1931. Over 2,400 examples of an unlicensed version, the Polikarpov R-1, were built in the Soviet Union, the type serving as the standard Soviet light bomber and reconnaissance aircraft through the 1920s.

Design and development edit

The DH.9A was planned as an improved version of the existing Airco DH.9. The DH.9 was a disappointment owing to its under-performing and unreliable engines, and the DH.9A was to use a more powerful engine to resolve this. As the Rolls-Royce Eagle engine used in the successful DH.4 was unavailable in sufficient quantities, the new American 400 hp (300 kW) Liberty engine was chosen instead.

As Airco was busy developing the Airco DH.10 Amiens twin-engined bomber, detailed design was carried out by Westland Aircraft. The DH.9 was fitted with new, longer-span wings and a strengthened fuselage structure.[1]

The first prototype flew in March 1918, powered by a Rolls-Royce Eagle as no Liberty engines were yet available.[2] The prototype proved successful, with the first Liberty-engined DH.9A flying on 19 April 1918, and deliveries to the Royal Air Force starting in June.[3] By the end of the war, a total of 2,250 DH.9As had been ordered, with 885 being built by the end of the year. As it was decided that the DH.9A would be a standard type in the postwar RAF, the majority of outstanding orders were fulfilled, with 1,730 being built under the wartime contracts before production ceased in 1919.

While the existing aircraft were subject to a programme of refurbishment, a number of small contracts were placed for new production of DH.9As in 1925–26. These contracts resulted in a further 268 DH.9As being built. The new production and refurbished aircraft included batches of dual control trainers, as well as six aircraft powered by 465 hp (347 kW) Napier Lion engines, which were capable of a maximum speed of 144 mph (232 km/h).

The Soviet Union built large numbers of an unlicensed copy of the DH.9A, the R-1. After the production of 20 DH.4 copies, followed by about 200 copies of the DH.9 powered by the Mercedes D.IV engine (also designated R-1) and a further 130 powered by the Siddeley Puma (designated R-2), a copy of the DH.9A powered by the M-5 engine, a Soviet copy of the DH.9A's Liberty, entered production in 1924.[4] The Polikarpov R-4 was a modification of the R-1, with the engine lowered and moved forward by 140 mm (5.5 in) to improve both the forward visibility and the C.G position. The nose shape was improved by fairing and by installing a retractable ventral radiator. Overall length was increased by 389 mm (15.3 in). Landing legs were changed from wood to steel. Testing showed insufficient improvement over the R-1 to justify production but late R-1s incorporated some of the modifications.[5]

US version and pressurised flights edit

The United States also planned to adopt the DH.9A as a replacement for the DH.4. Development work on the Americanization of the aircraft commenced at McCook Field in Dayton, Ohio.[6] Modifications included a new fuel system with increased fuel capacity, revised wings and tail surfaces, and replacement of the Vickers machine gun on the port side of the British built aircraft with a Browning machine gun on the starboard side.[7][8] Plans called for Curtiss to build 4,000 modified aircraft, designated USD-9A. This order was cancelled with the end of the war and only nine were built by McCook Field and Dayton-Wright.[7][8] One McCook aircraft was additionally modified with an enclosed, pressurised cockpit. In 1921, test pilot Lt. Harold R. Harris made the world's first high-altitude flight in a pressurised aircraft in the USD-9A at McCook Field in Dayton, Ohio.[6]

Operational history edit

First World War edit

The DH.9A entered service in July 1918 with No. 110 Squadron RAF, moving to France on 31 August 1918 to serve with the RAF's Independent Air Force on strategic bombing missions. Its first mission was against a German airfield on 14 September 1918.[3] A further three squadrons commenced operations over the Western Front before the Armistice, with 99 Squadron (also serving with the Independent Air Force) replacing DH.9s, while 18 Squadron and 216 Squadron replaced DH.4s.[3] Despite the superior performance of the DH.9A over the DH.9, the DH.9A squadrons suffered high losses during their long range bombing missions over Germany.[9] Other squadrons flew coastal patrols from Great Yarmouth before the end of the year.

The United States Marine Corps Northern Bombing Group received at least 53 DH-9As, and commenced operations in September 1918.[10]

Interwar RAF service edit

While the squadrons in service at the end of the First World War quickly disbanded or re-equipped in the postwar dis-armament, the DH.9A continued in service as the RAF's standard light bomber, with 24 squadrons being equipped between 1920 and 1931, both at home and abroad.

The first post war operations were in southern Russia during 1919, in support of the "White Army" against the Bolsheviks during the Russian Civil War. In September 1919, the RAF personnel were ordered to return home, leaving their aircraft behind.[7] A squadron of DH.9As was deployed to Turkey in response to the Chanak Crisis in 1922, but did not engage in combat.[11]

The DH.9A was one of the key weapons used by Britain to manage the territories that were in its control following the collapse of the Ottoman Empire following the Great War. Five squadrons of DH.9As served in the Middle East,[12] occasionally carrying out bombing raids against rebellious tribesmen and villages. An additional radiator was fitted under the fuselage to cope with the high temperatures, while additional water containers and spares (including spare wheels lashed to the fuselage) were carried in case the aircraft were forced down in the desert, the DH.9A's struggling under ever heavier loads. Despite this the aircraft served successfully, with the Liberty engine being picked out for particular praise for its reliability ("as good as any Rolls Royce") in such harsh conditions.[13] Some DH.9A aircraft were also transported to India to supplement the British Indian Army.

At home, the DH.9A continued on in regular RAF service until 1930, also forming the initial equipment of the Royal Auxiliary Air Force (RAuxAF).

Soviet service edit

The R-1 and R-2 were heavily used by the Soviet Air Forces through the 1920s as its standard light bomber and reconnaissance aircraft. The Soviets deployed them in support of the Chinese Kuomintang forces in the Northern Expedition against warlords in 1926–27, and against Chinese forces for control of the Chinese Eastern Railway in Manchuria in 1929. R-1s and R-2s were also used in support of operations during the Basmachi Revolt in central Asia.[14]

Variants edit

  • Airco DH.9A: Original version.
  • de Havilland DH.9AJ: Single prototype with Bristol Jupiter engine.
  • de Havilland DH.9R: Racing aircraft with sesquiplane wings and powered with a Napier Lion engine – (one built).
  • Airco DH.15 Gazelle: DH.9A fitted with a BHP Atlantic inline engine, one conversion
  • Airco DH.16: Civil transport with widened fuselage seating four passengers in a glazed cabin behind the pilot, who sat in an open cabin, nine built. Rolls Royce Eagle or Napier Lion Engine.
  • de Havilland DH-49 – proposed modernised version with Eagle IX engine (not built)
  • Engineering Division USD-9A: United States built version, 9 built. One modified with a pressurised cockpit.
  • Engineering Division USD-9B: USD-9A fitted with more powerful Liberty engine and greater area wings.[7]
  • Armstrong Whitworth Tadpole One prototype conversion for a naval three-seat spotter/reconnaissance aircraft.
  • Westland Walrus Production version of the Tadpole conversion with the Napier Lion III engine (36 built).
 
Polikarpov R-1
  • Polikarpov R-1 and R-2 Copy of DH.9A built in the Soviet Union, originally at the Dux Factory, supervised by Nikolai Nikolaevich Polikarpov. Early aircraft were powered by Mercedes D.IV or Armstrong Siddeley Puma engines, but most were powered by the M-5 copy of the Liberty Engine. Over 2,400 built from 1922 to 1932.[15]
  • Polikarpov R-1 BMW: R-1 fitted a 240 hp (180 kW) BMW IVa engine, 20 built.
  • Polikarpov MR-1: Twin-float seaplane version, 124 built.
  • Polikarpov PM-2: Prototype floatplane fitted with metal floats.
  • Polikarpov R-4: R-1 with better forward view and CG position, forward profile cleaned up with fairings and a retractable ventral radiator. Stronger landing gear. No production but changes incorporated into late R-1s.[5]

Operators edit

  Afghanistan
  Australia
  Canada
  Iran
  Latvia
  Mongolia
  Portugal
   Switzerland
  United Kingdom
  United States
  Soviet Union

Surviving aircraft edit

 
DH.9A number F1010 at the RAF Museum, London in 2010

A single example, serial number F1010, survives and is on display at the Royal Air Force Museum London. The aircraft was completed by Westland Aircraft in June 1918 and was one of 18 DH.9A's assigned to No. 110 Squadron RAF. It was the thirteenth aircraft, but was given the number "12A" because thirteen was thought unlucky. The squadron began flying bombing missions in September 1918, and on the 25th, the crew of F1010 claimed the destruction of a German Fokker D.VII fighter. The aircraft's fourth and final combat mission was on 5 October when either flak damage or engine trouble forced a landing behind German lines. The aircraft was undamaged by the landing and the crew were taken prisoner.[21]

The aircraft remained in German hands after the war and in 1936 it was put on display at the Deutsche Luftfahrt Sammlung (Berlin Air Museum), one of the museum's substantial collection of World War 1 aircraft. In 1943, it was one of the museum's exhibits that was moved to Czarnikau (now Czarnkow in Poland) to save them from the Allied bombing of Berlin. The area was captured by Polish forces in March 1945 and F1010 eventually became part of the collection of the Polish Aviation Museum, although it was not put on display and remained in the museum's stores. In 1977, the Polish Aviation Museum exchanged F1010 for a Supermarine Spitfire from the RAF Museum (difficulties caused by the Cold War meant nearly nine years were spent negotiating the swap). The RAF Museum completed restoration of the aircraft and put it on display in 1983.[21]

Specifications (DH.9A) edit

 
Polikarpov R-1

Data from The British Bomber since 1914[22]

General characteristics

  • Crew: 2
  • Length: 30 ft 3 in (9.22 m)
  • Wingspan: 45 ft 11+3⁄8 in (14.005 m)
  • Height: 11 ft 4 in (3.45 m)
  • Wing area: 486.75 sq ft (45.221 m2)
  • Empty weight: 2,800 lb (1,270 kg)
  • Max takeoff weight: 4,645 lb (2,107 kg)
  • Powerplant: 1 × Liberty 12A water-cooled V-12 engine, 400 hp (300 kW)

Performance

  • Maximum speed: 123 mph (198 km/h, 107 kn) at sea level, 114.5 mph (184.3 km/h; 99.5 kn) at 10,000 ft (3,000 m)
  • Endurance: 5 h 25 min
  • Service ceiling: 16,750 ft (5,110 m)
  • Time to altitude: 15 min 45 s to 10,000 ft (3,000 m)

Armament

See also edit

Related development

Related lists

Notes edit

  1. ^ Jackson 1987, p. 107.
  2. ^ Bruce 25 May 1956, p. 643.
  3. ^ a b c Bruce 25 May 1956, p. 644.
  4. ^ Alexandrov and Petrov 1998, pp. 55–56.
  5. ^ a b Gunston 1995, p.287-8.
  6. ^ a b Cornelisse 2002, pp. 120–121.
  7. ^ a b c d Bruce 1 June 1956, p.677.
  8. ^ a b Jackson 1987, pp. 108–110, 119.
  9. ^ Williams 1999, p. 201.
  10. ^ Bowyer 1974, p. 29.
  11. ^ Thetford 1992, p. 193.
  12. ^ Mason 1994, p.103.
  13. ^ Mason 1994, p. 104.
  14. ^ Alexandrov and Petrov 1998, pp. 61–63.
  15. ^ Gunston 1995, p.286.
  16. ^ Crick, Darren (31 March 2016). "RAAF A1 de Havilland D.H.9a". Australian & New Zealand Military Aircraft Serials & History. adf-serials.com.au. Retrieved 16 May 2020.
  17. ^ Jackson 1987, p. 110.
  18. ^ Kostenuk & Griffin 1977, p. 8.
  19. ^ Niccoli 1998, p. 23.
  20. ^ Bowyer 1974, p. 48.
  21. ^ a b Simpson, Andrew (2013). (PDF). RAF Museum. Archived from the original (PDF) on 25 April 2016. Retrieved 16 April 2016.
  22. ^ Mason 1994, p. 105.

Bibliography edit

  • Alexandrov, Andrei and Gennady Petrov. "Aah! De Havilland-Ski!: Origins and Development of the R-1, the Soviet DH.9A". Air Enthusiast, No. 74, March/April 1998. pp. 54–63. ISSN 0143-5450.
  • Bowyer, Chaz. "de Havilland D.H.9A (RAF: 1918–30)". Aircraft in Profile, Volume 14. Windsor, Berkshire, UK: Profile Publications Ltd., 1974, pp. 25–49. ISBN 978-0-85383-023-8.
  • Bruce, J.M. "The De Havilland D.H.9A: Historic Military Aircraft No.13, Part I". Flight, 25 May 1956, pp. 641–644.
  • Bruce, J.M. "The De Havilland D.H.9A: Historic Military Aircraft No.13, Part II". Flight, 1 June 1956, pp. 677–680.
  • Cornelisse, Diana G. Splendid Vision, Unswerving Purpose: Developing Air Power for the United States Air Force During the First Century of Powered Flight. Wright-Patterson Air Force Base, Ohio: US Air Force Publications, 2002. ISBN 0-16-067599-5.
  • Donald, David, ed. The Encyclopedia of World Aircraft. London: Aerospace Publishing, 1997. ISBN 1-85605-375-X.
  • Gunston, Bill. The Osprey Encyclopedia of Russian Aircraft from 1875–1995. London: Osprey Aerospace, 1995. ISBN 1-85532-405-9.
  • Jackson, A.J. De Havilland Aircraft since 1909. London: Putnam, Third edition, 1987. ISBN 0-85177-802-X.
  • Kostenuk, Samuel; Griffin, John (1977). RCAF: Squadron Histories and Aircraft, 1924–1968. Canadian War Museum Historical Publication No. 14. Sarasota/Toronto: Samuel Stevens/Hakkert & Company. ISBN 0-88866-577-6.
  • Mason, Francis K. The British Bomber since 1914. London: Putnam Aeronautical Books, 1994. ISBN 0-85177-861-5.
  • Niccoli, Riccardo. "Atlantic Sentinels: The Portuguese Air Force Since 1912". Air Enthusiast, No. 73, January/February 1998. pp 20–35. ISSN 0143-5450
  • Sims, Charles. "Talkback". Air Enthusiast. No. 13, August–November 1980. p. 79. ISSN 0143-5450
  • Thetford, Owen. "By Day and By Night: Part 3". Aeroplane Monthly, Vol. 20, No. 8, Issue No. 232, August 1992, pp. 16–22. London: IPC. ISSN 0143-7240.
  • Williams, George K. Biplanes and Bombsights: British Bombing in World War I. Maxwell Air Force Base, Alabama: Air University Press, 1999. ISBN 1-41020-012-4.

External links edit

 
Wikimedia Commons has media related to Airco DH.9A.
  • 1918 silent film of DH.9As being manufactured in the US

May 04, 2024
airco, british, single, engined, light, bomber, that, designed, first, used, shortly, before, first, world, development, unsuccessful, airco, bomber, featuring, strengthened, structure, crucially, replacing, under, powered, unreliable, inline, cylinder, siddel. The Airco DH 9A is a British single engined light bomber that was designed and first used shortly before the end of the First World War It was a development of the unsuccessful Airco DH 9 bomber featuring a strengthened structure and crucially replacing the under powered and unreliable inline 6 cylinder Siddeley Puma engine of the DH 9 with the American V 12 Liberty engine DH 9A Airco D H 9A Role Light bomber General purpose Manufacturer Airco First flight March 1918 Introduction 1918 Retired 1931 Primary users Royal Air ForceSoviet Air ForcesRoyal Australian Air Force Number built 1 997 2 400 as R 1 Developed from Airco DH 9 Variants Westland Walrus de Havilland DH 15 Colloquially known as the Ninak from the phonetic alphabet treatment of designation nine A it served on in large numbers for the Royal Air Force following the end of the war both at home and overseas where it was used for colonial policing in the Middle East finally being retired in 1931 Over 2 400 examples of an unlicensed version the Polikarpov R 1 were built in the Soviet Union the type serving as the standard Soviet light bomber and reconnaissance aircraft through the 1920s Contents 1 Design and development 1 1 US version and pressurised flights 2 Operational history 2 1 First World War 2 2 Interwar RAF service 2 3 Soviet service 3 Variants 4 Operators 5 Surviving aircraft 6 Specifications DH 9A 7 See also 8 Notes 9 Bibliography 10 External linksDesign and development editThe DH 9A was planned as an improved version of the existing Airco DH 9 The DH 9 was a disappointment owing to its under performing and unreliable engines and the DH 9A was to use a more powerful engine to resolve this As the Rolls Royce Eagle engine used in the successful DH 4 was unavailable in sufficient quantities the new American 400 hp 300 kW Liberty engine was chosen instead As Airco was busy developing the Airco DH 10 Amiens twin engined bomber detailed design was carried out by Westland Aircraft The DH 9 was fitted with new longer span wings and a strengthened fuselage structure 1 The first prototype flew in March 1918 powered by a Rolls Royce Eagle as no Liberty engines were yet available 2 The prototype proved successful with the first Liberty engined DH 9A flying on 19 April 1918 and deliveries to the Royal Air Force starting in June 3 By the end of the war a total of 2 250 DH 9As had been ordered with 885 being built by the end of the year As it was decided that the DH 9A would be a standard type in the postwar RAF the majority of outstanding orders were fulfilled with 1 730 being built under the wartime contracts before production ceased in 1919 While the existing aircraft were subject to a programme of refurbishment a number of small contracts were placed for new production of DH 9As in 1925 26 These contracts resulted in a further 268 DH 9As being built The new production and refurbished aircraft included batches of dual control trainers as well as six aircraft powered by 465 hp 347 kW Napier Lion engines which were capable of a maximum speed of 144 mph 232 km h The Soviet Union built large numbers of an unlicensed copy of the DH 9A the R 1 After the production of 20 DH 4 copies followed by about 200 copies of the DH 9 powered by the Mercedes D IV engine also designated R 1 and a further 130 powered by the Siddeley Puma designated R 2 a copy of the DH 9A powered by the M 5 engine a Soviet copy of the DH 9A s Liberty entered production in 1924 4 The Polikarpov R 4 was a modification of the R 1 with the engine lowered and moved forward by 140 mm 5 5 in to improve both the forward visibility and the C G position The nose shape was improved by fairing and by installing a retractable ventral radiator Overall length was increased by 389 mm 15 3 in Landing legs were changed from wood to steel Testing showed insufficient improvement over the R 1 to justify production but late R 1s incorporated some of the modifications 5 US version and pressurised flights edit The United States also planned to adopt the DH 9A as a replacement for the DH 4 Development work on the Americanization of the aircraft commenced at McCook Field in Dayton Ohio 6 Modifications included a new fuel system with increased fuel capacity revised wings and tail surfaces and replacement of the Vickers machine gun on the port side of the British built aircraft with a Browning machine gun on the starboard side 7 8 Plans called for Curtiss to build 4 000 modified aircraft designated USD 9A This order was cancelled with the end of the war and only nine were built by McCook Field and Dayton Wright 7 8 One McCook aircraft was additionally modified with an enclosed pressurised cockpit In 1921 test pilot Lt Harold R Harris made the world s first high altitude flight in a pressurised aircraft in the USD 9A at McCook Field in Dayton Ohio 6 Operational history editFirst World War edit The DH 9A entered service in July 1918 with No 110 Squadron RAF moving to France on 31 August 1918 to serve with the RAF s Independent Air Force on strategic bombing missions Its first mission was against a German airfield on 14 September 1918 3 A further three squadrons commenced operations over the Western Front before the Armistice with 99 Squadron also serving with the Independent Air Force replacing DH 9s while 18 Squadron and 216 Squadron replaced DH 4s 3 Despite the superior performance of the DH 9A over the DH 9 the DH 9A squadrons suffered high losses during their long range bombing missions over Germany 9 Other squadrons flew coastal patrols from Great Yarmouth before the end of the year The United States Marine Corps Northern Bombing Group received at least 53 DH 9As and commenced operations in September 1918 10 Interwar RAF service edit While the squadrons in service at the end of the First World War quickly disbanded or re equipped in the postwar dis armament the DH 9A continued in service as the RAF s standard light bomber with 24 squadrons being equipped between 1920 and 1931 both at home and abroad The first post war operations were in southern Russia during 1919 in support of the White Army against the Bolsheviks during the Russian Civil War In September 1919 the RAF personnel were ordered to return home leaving their aircraft behind 7 A squadron of DH 9As was deployed to Turkey in response to the Chanak Crisis in 1922 but did not engage in combat 11 The DH 9A was one of the key weapons used by Britain to manage the territories that were in its control following the collapse of the Ottoman Empire following the Great War Five squadrons of DH 9As served in the Middle East 12 occasionally carrying out bombing raids against rebellious tribesmen and villages An additional radiator was fitted under the fuselage to cope with the high temperatures while additional water containers and spares including spare wheels lashed to the fuselage were carried in case the aircraft were forced down in the desert the DH 9A s struggling under ever heavier loads Despite this the aircraft served successfully with the Liberty engine being picked out for particular praise for its reliability as good as any Rolls Royce in such harsh conditions 13 Some DH 9A aircraft were also transported to India to supplement the British Indian Army At home the DH 9A continued on in regular RAF service until 1930 also forming the initial equipment of the Royal Auxiliary Air Force RAuxAF Soviet service edit The R 1 and R 2 were heavily used by the Soviet Air Forces through the 1920s as its standard light bomber and reconnaissance aircraft The Soviets deployed them in support of the Chinese Kuomintang forces in the Northern Expedition against warlords in 1926 27 and against Chinese forces for control of the Chinese Eastern Railway in Manchuria in 1929 R 1s and R 2s were also used in support of operations during the Basmachi Revolt in central Asia 14 Variants editAirco DH 9A Original version de Havilland DH 9AJ Single prototype with Bristol Jupiter engine de Havilland DH 9R Racing aircraft with sesquiplane wings and powered with a Napier Lion engine one built Airco DH 15 Gazelle DH 9A fitted with a BHP Atlantic inline engine one conversion Airco DH 16 Civil transport with widened fuselage seating four passengers in a glazed cabin behind the pilot who sat in an open cabin nine built Rolls Royce Eagle or Napier Lion Engine de Havilland DH 49 proposed modernised version with Eagle IX engine not built Engineering Division USD 9A United States built version 9 built One modified with a pressurised cockpit Engineering Division USD 9B USD 9A fitted with more powerful Liberty engine and greater area wings 7 Armstrong Whitworth Tadpole One prototype conversion for a naval three seat spotter reconnaissance aircraft Westland Walrus Production version of the Tadpole conversion with the Napier Lion III engine 36 built nbsp Polikarpov R 1 Polikarpov R 1 and R 2 Copy of DH 9A built in the Soviet Union originally at the Dux Factory supervised by Nikolai Nikolaevich Polikarpov Early aircraft were powered by Mercedes D IV or Armstrong Siddeley Puma engines but most were powered by the M 5 copy of the Liberty Engine Over 2 400 built from 1922 to 1932 15 Polikarpov R 1 BMW R 1 fitted a 240 hp 180 kW BMW IVa engine 20 built Polikarpov MR 1 Twin float seaplane version 124 built Polikarpov PM 2 Prototype floatplane fitted with metal floats Polikarpov R 4 R 1 with better forward view and CG position forward profile cleaned up with fairings and a retractable ventral radiator Stronger landing gear No production but changes incorporated into late R 1s 5 Operators edit nbsp Afghanistan Afghan Air Force Airco DH 9As and Polikarpov R 1s nbsp Australia Royal Australian Air Force 30 received as an imperial gift in 1920 plus one attrition replacement purchased in 1921 16 The aircraft were in service from 1920 to 1930 17 No 1 Flying Training School RAAF 22 aircraft A1 1 2 5 7 11 13 21 23 24 26 29 30 No 1 Squadron RAAF 12 aircraft A1 4 5 7 9 12 14 20 22 25 26 28 No 3 Squadron RAAF 8 aircraft A1 3 6 8 10 24 25 27 28 Central Flying School RAAF 4 aircraft A1 16 17 26 E8616 nbsp Canada Canadian Air Force 1918 1920 No 2 Squadron CAF 18 Canadian Air Force 1920 1924 Royal Canadian Air Force nbsp Iran Imperial Iranian Air Force nbsp Latvia Latvian Air Force nbsp Mongolia Mongolian People s Air Force Polikarpov R 1s and R 2s nbsp Portugal Portuguese Air Force 19 nbsp Switzerland Swiss Air Force One aircraft only nbsp United Kingdom Royal Air Force 20 No 3 Squadron RAF No 8 Squadron RAF No 11 Squadron RAF No 14 Squadron RAF No 15 Squadron RAF No 18 Squadron RAF No 22 Squadron RAF No 24 Squadron RAF No 25 Squadron RAF No 30 Squadron RAF No 39 Squadron RAF No 45 Squadron RAF No 47 Squadron RAF No 55 Squadron RAF No 60 Squadron RAF No 84 Squadron RAF No 99 Squadron RAF No 100 Squadron RAF No 110 Squadron RAF No 205 Squadron RAF No 207 Squadron RAF No 207 Squadron RAF No 221 Squadron RAF No 273 Squadron RAF No 501 Squadron RAF No 600 Squadron RAF No 601 Squadron RAF No 602 Squadron RAF No 603 Squadron RAF No 604 Squadron RAF No 605 Squadron RAF nbsp United States United States Navy United States Marine Corps nbsp Soviet Union Soviet Air Force Polikarpov R 1s and R 2sSurviving aircraft edit nbsp DH 9A number F1010 at the RAF Museum London in 2010 A single example serial number F1010 survives and is on display at the Royal Air Force Museum London The aircraft was completed by Westland Aircraft in June 1918 and was one of 18 DH 9A s assigned to No 110 Squadron RAF It was the thirteenth aircraft but was given the number 12A because thirteen was thought unlucky The squadron began flying bombing missions in September 1918 and on the 25th the crew of F1010 claimed the destruction of a German Fokker D VII fighter The aircraft s fourth and final combat mission was on 5 October when either flak damage or engine trouble forced a landing behind German lines The aircraft was undamaged by the landing and the crew were taken prisoner 21 The aircraft remained in German hands after the war and in 1936 it was put on display at the Deutsche Luftfahrt Sammlung Berlin Air Museum one of the museum s substantial collection of World War 1 aircraft In 1943 it was one of the museum s exhibits that was moved to Czarnikau now Czarnkow in Poland to save them from the Allied bombing of Berlin The area was captured by Polish forces in March 1945 and F1010 eventually became part of the collection of the Polish Aviation Museum although it was not put on display and remained in the museum s stores In 1977 the Polish Aviation Museum exchanged F1010 for a Supermarine Spitfire from the RAF Museum difficulties caused by the Cold War meant nearly nine years were spent negotiating the swap The RAF Museum completed restoration of the aircraft and put it on display in 1983 21 Specifications DH 9A edit nbsp Polikarpov R 1 Data from The British Bomber since 1914 22 General characteristicsCrew 2 Length 30 ft 3 in 9 22 m Wingspan 45 ft 11 3 8 in 14 005 m Height 11 ft 4 in 3 45 m Wing area 486 75 sq ft 45 221 m2 Empty weight 2 800 lb 1 270 kg Max takeoff weight 4 645 lb 2 107 kg Powerplant 1 Liberty 12A water cooled V 12 engine 400 hp 300 kW Performance Maximum speed 123 mph 198 km h 107 kn at sea level 114 5 mph 184 3 km h 99 5 kn at 10 000 ft 3 000 m Endurance 5 h 25 min Service ceiling 16 750 ft 5 110 m Time to altitude 15 min 45 s to 10 000 ft 3 000 m Armament Guns 1 forward firing 303 in 7 7 mm Vickers machine gun 1 or 2 303 in 7 7 mm Lewis guns on Scarff ring Bombs Up to 740 lb 340 kg on underwing and fuselage racksSee also editRelated development Airco DH 9 Westland Wapiti Westland Wallace Related lists List of aircraft of the RAF List of bomber aircraftNotes edit Jackson 1987 p 107 Bruce 25 May 1956 p 643 a b c Bruce 25 May 1956 p 644 Alexandrov and Petrov 1998 pp 55 56 a b Gunston 1995 p 287 8 a b Cornelisse 2002 pp 120 121 a b c d Bruce 1 June 1956 p 677 a b Jackson 1987 pp 108 110 119 Williams 1999 p 201 Bowyer 1974 p 29 Thetford 1992 p 193 Mason 1994 p 103 Mason 1994 p 104 Alexandrov and Petrov 1998 pp 61 63 Gunston 1995 p 286 Crick Darren 31 March 2016 RAAF A1 de Havilland D H 9a Australian amp New Zealand Military Aircraft Serials amp History adf serials com au Retrieved 16 May 2020 Jackson 1987 p 110 Kostenuk amp Griffin 1977 p 8 Niccoli 1998 p 23 Bowyer 1974 p 48 a b Simpson Andrew 2013 Individual History De Havilland DH9A F1010 Museum Accession Number 77 A 921 PDF RAF Museum Archived from the original PDF on 25 April 2016 Retrieved 16 April 2016 Mason 1994 p 105 Bibliography editAlexandrov Andrei and Gennady Petrov Aah De Havilland Ski Origins and Development of the R 1 the Soviet DH 9A Air Enthusiast No 74 March April 1998 pp 54 63 ISSN 0143 5450 Bowyer Chaz de Havilland D H 9A RAF 1918 30 Aircraft in Profile Volume 14 Windsor Berkshire UK Profile Publications Ltd 1974 pp 25 49 ISBN 978 0 85383 023 8 Bruce J M The De Havilland D H 9A Historic Military Aircraft No 13 Part I Flight 25 May 1956 pp 641 644 Bruce J M The De Havilland D H 9A Historic Military Aircraft No 13 Part II Flight 1 June 1956 pp 677 680 Cornelisse Diana G Splendid Vision Unswerving Purpose Developing Air Power for the United States Air Force During the First Century of Powered Flight Wright Patterson Air Force Base Ohio US Air Force Publications 2002 ISBN 0 16 067599 5 Donald David ed The Encyclopedia of World Aircraft London Aerospace Publishing 1997 ISBN 1 85605 375 X Gunston Bill The Osprey Encyclopedia of Russian Aircraft from 1875 1995 London Osprey Aerospace 1995 ISBN 1 85532 405 9 Jackson A J De Havilland Aircraft since 1909 London Putnam Third edition 1987 ISBN 0 85177 802 X Kostenuk Samuel Griffin John 1977 RCAF Squadron Histories and Aircraft 1924 1968 Canadian War Museum Historical Publication No 14 Sarasota Toronto Samuel Stevens Hakkert amp Company ISBN 0 88866 577 6 Mason Francis K The British Bomber since 1914 London Putnam Aeronautical Books 1994 ISBN 0 85177 861 5 Niccoli Riccardo Atlantic Sentinels The Portuguese Air Force Since 1912 Air Enthusiast No 73 January February 1998 pp 20 35 ISSN 0143 5450 Sims Charles Talkback Air Enthusiast No 13 August November 1980 p 79 ISSN 0143 5450 Thetford Owen By Day and By Night Part 3 Aeroplane Monthly Vol 20 No 8 Issue No 232 August 1992 pp 16 22 London IPC ISSN 0143 7240 Williams George K Biplanes and Bombsights British Bombing in World War I Maxwell Air Force Base Alabama Air University Press 1999 ISBN 1 41020 012 4 External links edit nbsp Wikimedia Commons has media related to Airco DH 9A 1918 silent film of DH 9As being manufactured in the US Retrieved from https en wikipedia org w index php title Airco DH 9A amp oldid 1221512425, wikipedia, wiki, book, books, library,

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