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Bréguet 270
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Bréguet 270
The Bréguet 270 was a sesquiplane military reconnaissance aircraft designed and produced by the French aircraft manufacturer Breguet.
It was designed in response to a requirement released by the Armée de l'Air (French Air Force) for a new twin-seat observation aircraft. This clean-sheet aircraft featured unusual fuselage that ended abruptly, aft of the two open cockpits, while the empennage was mounted on a boom behind the fuselage. It performed its maiden flight on 23 February 1929. In addition to its adoption by the Armée de l'Ai, it was also sold on the export market to both Venezuela and China.
The Bréguet 27 was designed in response to a 1928 request for proposals issued by the Armée de l'Air that sought a new two-seat observation aircraft to replace the Bréguet 19. Bréguet decided to produce a new aircraft to submit for this requirement. This design, which was of a large all-metal sesquiplane, made extensive use of high-tensile steel for all stressed elements of the structure, a choice that represented a considerable departure from accepted practice of the era; the Bréguet 27 would be the first aircraft to employ such construction.
The prototype exhibited mediocre performance during flight trials. Nonetheless, the French military opted to place orders for 85 aircraft in 1930 and a further 45 in 1932, this latter batch having a more powerful engine fitted. Two high-altitude reconnaissance versions were also built as the Breguet 33, but these did not lead to further production.
The Bréguet 270 was a twin-seat sesquiplane military reconnaissance aircraft that featured a somewhat unorthodox design. Its structure was entirely rigid, lacking any internal or external bracing wires or rods and thus excluding rigging. All stressed structural members were composed of high-tensile steel, while secondary members, such as coverings, cowlings, and formers were typically composed of light alloys instead. Light alloys had been intentionally avoided for primary structures due to its mechanical properties. One key advantage of this structural approach was to permit the size of the fuselage to be minimised considerably which, amongst other benefits, impinged less upon the range of both vision and fire of the observer, although visibility for the pilot remained broadly similar to that of conventional aircraft. Despite its unorthodox nature, evaluation of the design proved that the Bréguet 270's aerodynamic efficiency was equal to that of most conventional aircraft of the era.
The various parts of the aircraft were typically assembled using riveting, which studies has determined to be the preferential method; exceptions were occasionally made in order to make disassembly of the overall aircraft practical, thus in such circumstances bolts were used instead. Neither studs or welding were used in the construction process. All parts were designed to facilitate automatic riveting by machine while the number of rivets was reduced to a minimum via the use of processes such as the corrugating of sheet metal and the rolling of edges in order that riveted stiffeners could be dispensed with. Seeking to ease the tasks of maintenance, repairs, and replacement, the assembly of the aircraft was deliberately shaped so to maximise interchangeability and standardise elements such pins and bolts. Permanent jigs were used for all subassemblies.
Being a sesquiplane, the lower wing of the Bréguet 270 was considerably smaller than the upper wing, accounting for only 17.6 per cent of the total area. Despite this, the lower wing was the centre point of the aircraft's structure, and thus had immense strength. Being a single-piece unit, it comprised a single spar of box construction composed of steel. It featured flanges made from large drawn plates with reinforcing corrugations joined by sheet webs stiffened in a similar manner. Internal frames of stamped steel provided considerable strength while the ribs, composed of sheet steel, featured rolled-edge lightening holes, slid on the spar and secured by riveted steel fittings. The wing covering was composed of duralumin sheeting that ran lengthwise between two adjacent ribs and riveted along the edges of the latter through an interposed inverted U-shaped strips of duralumin. Attachments for steel fittings at each end of the spar were provided for the wing struts.
In addition to its primary aerodynamic purpose, the lower wing served various secondary purposes. Its internal space accommodated, amongst other things, a total of four fuel tanks; for greater fuel capacity, the leading edge on either side could be replaced by a tank that had an identical external shape. The lower wing also bared a 'backbone' that substitutes for a conventional fuselage as well as the undercarriage. This undercarriage, which was directly mounted onto the lower wing's single spar, comprised two completely independent wheels without any kind of leg or strut. Instead, a relatively sturdy bracket, akin to the head lug of a motorcycle, that received the upper end of the fork supporting the wheel was used. The bracket incorporated a oleo-pneumatic shock absorber, the design of which Bréguet secured a patent on, as well as a special type of wheel bearing. The relatively large track of the undercarriage made contract between the ground and a wing tip reasonably implausible while air resistance was also reduced to a minimum.
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Bréguet 270
The Bréguet 270 was a sesquiplane military reconnaissance aircraft designed and produced by the French aircraft manufacturer Breguet.
It was designed in response to a requirement released by the Armée de l'Air (French Air Force) for a new twin-seat observation aircraft. This clean-sheet aircraft featured unusual fuselage that ended abruptly, aft of the two open cockpits, while the empennage was mounted on a boom behind the fuselage. It performed its maiden flight on 23 February 1929. In addition to its adoption by the Armée de l'Ai, it was also sold on the export market to both Venezuela and China.
The Bréguet 27 was designed in response to a 1928 request for proposals issued by the Armée de l'Air that sought a new two-seat observation aircraft to replace the Bréguet 19. Bréguet decided to produce a new aircraft to submit for this requirement. This design, which was of a large all-metal sesquiplane, made extensive use of high-tensile steel for all stressed elements of the structure, a choice that represented a considerable departure from accepted practice of the era; the Bréguet 27 would be the first aircraft to employ such construction.
The prototype exhibited mediocre performance during flight trials. Nonetheless, the French military opted to place orders for 85 aircraft in 1930 and a further 45 in 1932, this latter batch having a more powerful engine fitted. Two high-altitude reconnaissance versions were also built as the Breguet 33, but these did not lead to further production.
The Bréguet 270 was a twin-seat sesquiplane military reconnaissance aircraft that featured a somewhat unorthodox design. Its structure was entirely rigid, lacking any internal or external bracing wires or rods and thus excluding rigging. All stressed structural members were composed of high-tensile steel, while secondary members, such as coverings, cowlings, and formers were typically composed of light alloys instead. Light alloys had been intentionally avoided for primary structures due to its mechanical properties. One key advantage of this structural approach was to permit the size of the fuselage to be minimised considerably which, amongst other benefits, impinged less upon the range of both vision and fire of the observer, although visibility for the pilot remained broadly similar to that of conventional aircraft. Despite its unorthodox nature, evaluation of the design proved that the Bréguet 270's aerodynamic efficiency was equal to that of most conventional aircraft of the era.
The various parts of the aircraft were typically assembled using riveting, which studies has determined to be the preferential method; exceptions were occasionally made in order to make disassembly of the overall aircraft practical, thus in such circumstances bolts were used instead. Neither studs or welding were used in the construction process. All parts were designed to facilitate automatic riveting by machine while the number of rivets was reduced to a minimum via the use of processes such as the corrugating of sheet metal and the rolling of edges in order that riveted stiffeners could be dispensed with. Seeking to ease the tasks of maintenance, repairs, and replacement, the assembly of the aircraft was deliberately shaped so to maximise interchangeability and standardise elements such pins and bolts. Permanent jigs were used for all subassemblies.
Being a sesquiplane, the lower wing of the Bréguet 270 was considerably smaller than the upper wing, accounting for only 17.6 per cent of the total area. Despite this, the lower wing was the centre point of the aircraft's structure, and thus had immense strength. Being a single-piece unit, it comprised a single spar of box construction composed of steel. It featured flanges made from large drawn plates with reinforcing corrugations joined by sheet webs stiffened in a similar manner. Internal frames of stamped steel provided considerable strength while the ribs, composed of sheet steel, featured rolled-edge lightening holes, slid on the spar and secured by riveted steel fittings. The wing covering was composed of duralumin sheeting that ran lengthwise between two adjacent ribs and riveted along the edges of the latter through an interposed inverted U-shaped strips of duralumin. Attachments for steel fittings at each end of the spar were provided for the wing struts.
In addition to its primary aerodynamic purpose, the lower wing served various secondary purposes. Its internal space accommodated, amongst other things, a total of four fuel tanks; for greater fuel capacity, the leading edge on either side could be replaced by a tank that had an identical external shape. The lower wing also bared a 'backbone' that substitutes for a conventional fuselage as well as the undercarriage. This undercarriage, which was directly mounted onto the lower wing's single spar, comprised two completely independent wheels without any kind of leg or strut. Instead, a relatively sturdy bracket, akin to the head lug of a motorcycle, that received the upper end of the fork supporting the wheel was used. The bracket incorporated a oleo-pneumatic shock absorber, the design of which Bréguet secured a patent on, as well as a special type of wheel bearing. The relatively large track of the undercarriage made contract between the ground and a wing tip reasonably implausible while air resistance was also reduced to a minimum.
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