In the spring of 1916, the famous engine-building firm Salmson, at the suggestion of the pilot and aircraft designer Rene Muanyu, built an aircraft designed by him of the original scheme. The airplane was created under the newly appeared powerful aircraft engine Salmson 9a2c.
Like many other Salmson engines, this engine was liquid-cooled and star-shaped-a very unprofitable combination from the point of view of aerodynamics. To reduce drag and reduce vibrations from the power plant, Muanyu decided to install the engine along the fuselage, between the wings, near the center of gravity of the car. In its front part, it became possible to place an additional machine gun turret. The torque to the two screws was transmitted using bevel gears and long cardan shafts. The aircraft, which received the factory index A92N, was a large-s...
[ Read more ] In the spring of 1916, the famous engine-building firm Salmson, at the suggestion of the pilot and aircraft designer Rene Muanyu, built an aircraft designed by him of the original scheme. The airplane was created under the newly appeared powerful aircraft engine Salmson 9a2c.
Like many other Salmson engines, this engine was liquid-cooled and star-shaped-a very unprofitable combination from the point of view of aerodynamics. To reduce drag and reduce vibrations from the power plant, Muanyu decided to install the engine along the fuselage, between the wings, near the center of gravity of the car. In its front part, it became possible to place an additional machine gun turret. The torque to the two screws was transmitted using bevel gears and long cardan shafts. The aircraft, which received the factory index A92N, was a large-sized three-seat all-wood biplane with a canvas covering. In the fall of 1916, it passed tests that revealed insufficient reliability of the transmission system. In addition, the loss of power in this system negated all the advantages of the layout.
However, at that time, the French air force was experiencing an acute shortage of modern front-line bombers, and on November 11, the Department of Aeronautics ordered the construction of 100 serial copies of the machine from the company Salmson. Later, the order was increased to 155 pieces. The unit was assigned the military designation S. M. 1, later replaced by Sal 1 A3 (Salmson-Moineau S. M. 1 A3).
At the beginning of 1917, the aircraft began to enter the reconnaissance and bombing squadrons of the Western front. In the field, the low reliability of the power plant was fully manifested. Salmson-Moineau S. M. 1 A3 has become a real nightmare for mechanics and motorists. In addition, it was difficult to pilot and unstable when taxiing. If the nose wheel touched the ground during takeoff, it often ended in a broken landing gear or even overturning the car.
By the summer of 1917, it was clear that the aircraft was not fit for combat service. Serial production of the Salmson-Moineau S. M. 1 A3 was discontinued, and of those that were built, many remained in reserve. As of September of the same year, the French front-line squadrons numbered 32 Salmson-Moineau S. M. 1 A3. The last of them were decommissioned in the spring of 1918.
In 1917, two Salmson-Moineau S. M. 1 a3s were purchased for inspection by the Russian General Directorate of the Air fleet. The aircraft were tested at the Khodynsky airfield in Moscow. Perhaps it was planned to start production of these machines to replace the outdated Farmans and Voisins, since the Salmson was the most common type of aircraft engine in Russia. But the test results were found unsatisfactory.
In the summer of 1918, one of the unusual airplanes was included in the so-called Kaluga air group of the red Air fleet, which fought with the white guards in the Urals. |
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