Downloaden "Sopwith Camel"

The Sopwith F.1 Camel was a single-seat fighter biplane powered by a rotary engine (various engine types being fitted, the most common being the 130hp Clerget). It was equipped with two forward-firing synchronised machine guns mounted just ahead of the pilot’s cockpit under a raised fairing, which is said to have inspired the name Camel (initially used as a nickname, but subsequently adopted as the official name of the type). The type was highly manoeuvrable and popular with its pilots although the combination of the short-coupled aircraft and the rotary engine produced some handling quirks that could catch out inexperienced pilots. The Camel proved to be very successful in aerial dogfights and is said to have achieved more victories in combat than any other single type during the First World War. The first aircraft was cleared for flight at Brooklands on 22nd December 1916 and flown then, or shortly thereafter. It was utilised extensively by both the Royal Flying Corps (RFC) and the Royal Naval Air Service (RNAS) after it entered service from mid-1917. The prototype Camel 2F.1 (with a 150 hp Bentley rotary engine) first flew in March 1917 and carried the Serial N5 and it was this variant that was mainly used for naval service. The 2.F1 variant can be distinguished by its use of slim steel centre-section struts, replacing the wooden struts of the F.1 Camel. Sopwith built only around 10% (503) of the total, with Boulton & Paul Ltd (1,625 aircraft) and Ruston, Proctor & Co. Ltd (1,575) the major contractors. Several other firms built the type, including orders placed with British Caudron (100), Clayton & Shuttleworth (600), Hooper (375), Marsh, Jones & Cribb (175), Nieuport & General (300), Portholme Aerodrome (250). Camel 2F.1 contracts were placed with William Beardmore (200) and Hooper (30). Not all of these contracts were completed before production was cancelled at the end of the war. Wide variations can been found in terms of total production numbers. A figure of 5,747 (F.1 and 2F.1 Camel) is often given but a figure of 5,490 is also documented as is 5,695 plus a total of 230 2F.1 of which at least 100 were cancelled. Therefore, an approximate total would appear to be between 5,490 and 5,900 aircraft and the type was eventually retired in January 1920 after just 3 years service. Only 8 original Sopwith Camels are known to have survived - 6 F.1s and a pair of 2.F1s. There are currently also at least 15 replicas in existence. This exhibit is a 'new build replica' Camel F1 powered by a Clerget Rotary 9BF engine. It is part of the Shuttleworth Collection at Old Warden Aerodrome and is on the UK Civil register as G-BZSC. It's the third and final aircraft built by Northern Aeroplane Workshops (NAW) in Batley, West Yorkshire for the Shuttleworth Collection, in an arrangement that lasted 40 years. The close association between NAW and Old Warden resulted in earlier completion of a Sopwith Triplane and a Bristol M.IC monoplane. Building of the Camel started in 1995. Throughout the build suitable materials were sourced via Old Warden and the project was overseen by the Light Aircraft Association. Work continued until the summer of 2013 and then, as the lease on the Batley workshop was due to expire, the aircraft was collected on 28th August that year and delivered to Old Warden for completion by the full-time engineers. Final ground run tests on the engine were carried out on 24 August 2016, and on Thursday 18 May 2017 the Sopwith Camel successfully flew for the first time, in the hands of chief pilot Dodge Bailey. This Sopwith Camel is displayed as D 1851 named IKANOPIT (acronym for 'I can hop it'), of 70 squadron, the first front line RFC Squadron to receive Camels. During its manufacture nearly all materials were sourced from The Shuttleworth Collection, including wheels and tanks, and the very few castings were outsourced. The airframe is high grade spruce and birch ply, with the longerons and tail skid, made from airworthy grade ash. NAW built the fuselage jig, and once both sides had been braced with piano wire assembly of the basic fuselage was undertaken. A similar process followed with the four wings and later centre section all being assembled in jigs. Progress was maintained until, in August 2013, Shuttleworth Collection Engineers came to collect the uncovered airframe and continue the work at Shuttleworth including splicing cables, installing the air, fuel and oil systems, covering all sub-assemblies, and making the rotary engine airworthy, whilst NAW members completed the cowling and other panel work. Filmed at the Shuttleworth Vintage Airshow 2021 Video and Audio content is Copyright © High Flight This video and audio material may not be reproduced in any form (except as the videos Youtube embedded video option on any other website), without written permission.