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Farman MF.7
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The Maurice Farman MF.7 Longhorn is a French biplane developed before World War I which was used for reconnaissance by both the French and British air services in the early stages of the war before being relegated to service as a trainer.
Key Information
_two-seat_reconnaissance_and_trainer_biplane_(IWM_Q_67057).jpg)
Design and development
[edit]
The "Longhorn" is a three bay biplane with a forward elevator mounted on upcurved extensions of the landing skids and an empennage carried on four booms consisting of biplane horizontal stabilizers with an elevator attached to the trailing edge of the upper surface and twin rudders. The airframe was constructed using a combination of ash and silver spruce, and many of the members including the outer interplane struts and the outrigger booms carrying the tail surfaces are hollow.[1] It is powered by a Renault air-cooled V8 engine driving a pusher propeller mounted at the back of a fabric-covered nacelle. The propeller is mounted on the engine's camshaft, and therefore revolves at half the engine speed.[1] Its name was derived from the distinctive front-mounted elevator and elongated skids.
The design originated with Maurice Farman's second aircraft, which was built in 1910. This was 12.75 m (41.8 ft) long and had upper and lower wings both spanning 11 m (36 ft). The wings had rounded ends and the outer pair of interplane struts were fabric-covered to form voisin-style side curtains. The undercarriage was also of Voisin pattern, with a pair of mainwheels mounted on trailing arms below the skids. Lateral control was effected by ailerons mounted on the lower wings only. Pitch control was effected solely by a front-mounted elevator, the tail surfaces consisting of biplane fixed stabilizing surfaces and twin rudders. The gap between the wings was 1.5 m (5 ft).[2]
The side curtains were soon removed, and subsequent aircraft, including that flown by Maurice Tabateau to win the 1910 Coupe Michelin, had square-ended wings and modified tail surfaces, with an elevator added to the upper rear stabilizer.
The 1911 Maurice Farman aircraft flown to win the Michelin Puy de Dôme prize had an increased wingspan, the upper wing spanning 16 m (52 ft 6 in) and the lower 14.5 m (47 ft 7 in). Ailerons were mounted on both upper and lower wings. The undercarriage now had two pairs of wheels attached to the skids using elastic cords.[3]
The Maurice Farman is the subject of a detailed technical description in the issue of Flight dated 6 July 1912. This describes it as a new type but also notes that in essence, the design was at least two years old. The aircraft described differs from earlier aircraft principally in having a 2 m (6 ft 7 in) gap between the wings.[1]
Operational history
[edit]Early civil flights
[edit]Early versions of the design were used for instruction purposes at Maurice Farman's flying school at Buc.
On October 28, 1910 Maurice Tabateau won the Coupe Michelin prize by flying 464.72 km (288.76 mi) in 6 hr 1 min 35 s [4]
On 7 March 1911 Eugène Renaux flew an example to win the Michelin Prize offered for a passenger-carrying flight from Paris to the summit of the Puy de Dôme.[5]
A variant with an extra bay, increasing the span of the upper wing to 20 m (66 ft), was used by Géo Fourny to set an endurance record of 720 km (450 mi) in 11 hr 29 min 11 s on 2 September 1911. This was one of the two aircraft entered by Maurice Farman for the French military aircraft competition held in November 1911.[6] The second aircraft was of similar span, but was rigged so that it had staggered wings.
Military use
[edit]- The Australian Flying Corps (AFC), provided with the MF.7 by the British Indian Army, operated it during the Mesopotamian campaign of 1915–16.
- Some Maurice Farman 7 were sold to Spain and served with the Servicio de Aeronáutica Military since 1913.
- Four MF.7s were sold to Norway and served with the Norwegian Army Air Service.
- MF.7s were used by the Imperial Japanese forces in the World War I Battle of Tsingtao, with one downed by the German force's sole working aircraft. This was the first documented downing of an airplane in battle.
- A Greek example was converted to a hydroplane flown by Michael Moutoussis with Aristeidis Moraitinis as observer and carried out the world's first air-naval co-operation mission during the First Balkan War.
Operators
[edit]
- Australian Flying Corps
- Central Flying School AFC at Point Cook, Victoria
- Mesopotamian Half Flight
- Norwegian Army Air Service operated four aircraft until the late 1920s
Survivors
[edit]- Musée de l'Air et de l'Espace, Paris
- Norsk Teknisk Museum, Oslo
Specifications (MF.7)
[edit]Data from Encyclopedia of Military Aircraft[8][9]
General characteristics
- Crew: 2
- Length: 11.35 m (37 ft 3 in)
- Wingspan: 15.4 m (50 ft 6 in)
- Height: 3.45 m (11 ft 4 in)
- Gross weight: 855 kg (1,885 lb)
- Powerplant: 1 × Renault 70 hp V-8 air-cooled piston engine, 52 kW (70 hp)
Performance
- Maximum speed: 95 km/h (59 mph, 51 kn)
- Service ceiling: 4,000 m (13,000 ft)
See also
[edit]References
[edit]- ^ a b c "The Maurice Farman Biplane". Flight: 603–6. 6 July 1911.
- ^ "Le Biplan Maurice Farman 1910". l'Aérophile (in French): 251–3. June 1910.
- ^ "Le Biplan Maurice Farman de Pais-Puy de Dome". l'Aérophile (in French): 126–7. 15 March 1911.
- ^ "Pour La Coupe Michelin 1910". l'Aérophile (in French): 506. 15 November 1910.
- ^ "Renaux wins the Michelin Puy de Dome Prize". Flight. 11 March 1911.
- ^ "Les Records de Distance et Durée San Escale". l'Aérophile (in French): 439–40. 15 September 1911.
- ^ Bruce 1982, p. 241
- ^ Jackson, Robert, The Encyclopedia of Military Aircraft, Paragon, 2002. ISBN 0-7525-8130-9
- ^ Angelucci, Enzo (1983). The Rand McNally encyclopedia of military aircraft, 1914-1980. The Military Press. p. 21. ISBN 0-517-41021-4.
Bibliography
[edit]- Liron, Jean (1984). Les avions Farman. Collection Docavia. Vol. 21. Paris: Éditions Larivière. OCLC 37146471.
- Bruce, J. M. (1982). The Aeroplanes of the Royal Flying Corps (Military Wing). London: Putnam. ISBN 0-370-30084-X.
Further reading
[edit]- Hartmann, Gérard. "Le grand concours d'aviation militaire de Reims 1911" [The Reims Military Aviation Competition, 1911] (PDF). Dossiers historiques et techniques aéronautique française (in French). Gérard Hartmann. Retrieved 11 September 2022.
- Moulin, Jean (October 2004). "Reims 1911, le premier concours d'appareils militaires au monde!" [Reims 1911, the First Military Aircraft Concours in the World!]. Avions: Toute l'aéronautique et son histoire (in French) (139): 51–58. ISSN 1243-8650.
- Opdycke, Leonard E. (1999). French Aeroplanes before the Great War. Atglen, Pennsylvania: Schiffer Publishing. ISBN 0-7643-0752-5.
External links
[edit]
Wikimedia Commons has media related to Farman MF.7.
- Luftfahrtmuseum
- "The Maurice Farman Biplane" (PDF). Flight. IV (27): 603–606. July 6, 1912. No. 184. Retrieved June 10, 2011. Contemporary technical description of the MF.7 with photographs and drawings.
Farman MF.7
View on Grokipediafrom Grokipedia
Development
Origins
Maurice Farman, who won the Circuit du Nord motor race in 1902 and an early aviator, leveraged his engineering expertise and collaboration with his brother Henri—known for pioneering biplane designs—to advance aircraft development in the pre-World War I era. Having transitioned from automobile racing to aviation around 1908, Maurice and together with his brother Henri established the Farman Aviation Works around 1908 in Billancourt, near Paris.[5][6] The MF.7 emerged from these early experiments, with development commencing in 1909–1910 as an evolution of the Henri Farman biplane, aiming to create a stable pusher configuration for extended flights. The initial design featured a three-bay biplane layout with unequal wing spans, a forward elevator supported by extended skids, and a pusher propeller, characteristics that later earned it the "Longhorn" nickname due to the prominent forward structure resembling cattle horns.[2][7] The prototype achieved its first flight in spring 1912, marking the culmination of Maurice Farman's pre-war design efforts at the Farman Aviation Works. Key early tests highlighted its reliability for long-duration flights, building on successes like the 1910 Coupe Michelin endurance prize, where pilot Maurice Tabuteau covered 464.72 km in a Maurice Farman biplane, demonstrating the potential for the lineage leading to the MF.7.[8][9]Refinements and production
Following the initial prototypes, the Farman MF.7 underwent significant refinements starting in 1911 to enhance stability and control. A key improvement was the addition of ailerons to both the upper and lower wings, providing better lateral balance during flight. Concurrently, the wingspan was increased to 15.4 m, which improved overall stability and lift characteristics for reconnaissance roles.[7][2] These enhancements were validated through competitive demonstrations, including the success of an early Maurice Farman biplane design in the 1911 Michelin Puy de Dôme prize. Flown by Eugène Renaux with passenger Albert Senouque, the aircraft covered 366 km from Paris to the Puy de Dôme summit in 5 hours and 10 minutes, showcasing the type's altitude performance and endurance at elevations up to 1,465 m.[9][10] By 1913, the refined MF.7 entered series production, with licensing agreements enabling foreign manufacture to meet growing military demand. In the United Kingdom, the design was license-built by firms including Airco (Aircraft Manufacturing Company) for use by the Royal Flying Corps and Royal Naval Air Service, often fitted with local engines such as the 75 hp Rolls-Royce Hawk.[2] In Germany, Deutsche Flugzeug-Werke (DFW) produced Farman biplanes under license as part of its early operations, contributing to the type's proliferation across Europe.[11] Production scaled rapidly in 1914 amid escalating tensions, with Farman Aviation Works at Billancourt serving as the primary facility capable of mass output. A total of approximately 358 MF.7, MF.7bis, and MF.7ter variants were ultimately constructed by Farman and its licensees, supporting training and reconnaissance needs for multiple air services.[7]Design
Airframe configuration
The Farman MF.7 featured a three-bay biplane configuration with unequal-span wings, providing stability and lift for reconnaissance roles.[12] The empennage was supported by four booms, incorporating biplane horizontal stabilizers with an elevator on the upper surface's trailing edge and twin rudders positioned between the booms, while a distinctive forward-mounted elevator extended from elongated, upcurved skids ahead of the nacelle.[12] This layout, reminiscent of earlier Voisin designs, contributed to the aircraft's stable flight characteristics and ease of landing on rough terrain.[2] The airframe's framework was constructed primarily from ash and silver spruce, chosen for their strength-to-weight ratio, with fabric covering over the wings and empennage for aerodynamic smoothness.[12] Structural elements such as the outer interplane struts, cabane struts, and outrigger booms utilized hollow box-section designs to reduce weight without compromising rigidity.[12] The overall dimensions included a length of 11.5 m and a height of 3.4 m, resulting in an empty weight of 580 kg that balanced durability with payload capacity.[2] Accommodating a crew of two, the MF.7 employed tandem open cockpits within a fabric-covered nacelle, positioning the observer forward for optimal forward visibility and the pilot aft for control access.[12] The forward cockpit included a mount for a forward-facing machine gun, enabling the observer to engage targets during reconnaissance missions.[13] This arrangement integrated seamlessly with the pusher propeller setup, minimizing interference from the engine.[2]Powerplant and controls
The Farman MF.7 employed a Renault 70 hp V-8 air-cooled piston engine in a pusher configuration, positioned behind the open crew nacelle to drive a two-bladed propeller. This setup provided the power necessary for reconnaissance missions while maintaining forward visibility for the pilot and observer. The engine's placement contributed to the aircraft's characteristic pusher biplane layout, with the nacelle suspended between the wings.[14][2] Flight controls consisted of ailerons mounted on both the upper and lower wings, introduced in the 1911 design refinements to enable lateral control without wing warping; a rudder for yaw; and forward and rear elevators for pitch, all connected via cables and operated by a central control stick in the nacelle. The tail assembly featured no fixed tailplane, relying instead on a monoplane-style boom-mounted elevator and rudder for stability and simplicity in construction. The fuel system included a 105-liter tank integrated into the upper wing, supplying fuel to the engine via gravity feed and supporting an operational endurance of about 4 hours.[7] Some examples were occasionally fitted with a single forward-firing machine gun for the observer. Limited provision for light bombs was possible, adapting the aircraft for experimental roles, though not standard.[15]Operational history
Pre-war civil use
The Maurice Farman MF.7, first flown in 1913, entered civil service shortly thereafter and became a staple in early aviation training and competitions before the outbreak of World War I in July 1914. Its stable handling and pusher biplane layout suited it for novice pilots, facilitating its adoption across European and international flying schools. The type served at numerous civil and military flying schools in France, Britain, and Australia, where it provided foundational instruction in takeoffs, landings, and basic maneuvers. In Britain, the Royal Flying Corps' Central Flying School at Upavon utilized MF.7s for elementary training starting in 1913. Similarly, in Australia, aircraft were shipped from the United Kingdom to the Central Flying School at Point Cook, Victoria, which opened in 1913, for use in pilot education by the Australian Flying Corps precursors. Markings such as CFS-16 through CFS-20 denoted examples employed in these roles. MF.7s also competed in pre-war air races and demonstrations, showcasing their reliability for longer flights. At the Hendon Aerodrome events in early 1914, British aviator Claude Grahame-White flew an MF.7 to second place in the Speed Handicap final on 28 February, highlighting the aircraft's competitive viability.[7] Exports supported civilian operations abroad, with deliveries to operators in Russia, Japan, and Greece for instructional and demonstration purposes. In Greece, an MF.7 arrived in late 1912 for initial civil evaluation and trials, aiding early aviation development prior to military applications in the Balkan Wars.World War I military service
The Farman MF.7 was adopted by the French Aéronautique Militaire in 1912, serving primarily as a reconnaissance aircraft for artillery spotting and photo-reconnaissance missions over the Western Front. It equipped five escadrilles in these roles during the early months of the war, conducting patrols that gathered vital intelligence despite the aircraft's transitional design features.[7][2] The British Royal Flying Corps introduced the MF.7, nicknamed the "Longhorn," into service in 1913 for similar reconnaissance duties, with squadrons such as Nos. 2, 4, 5, and 6 employing it operationally. By 1916, the type had been allocated to 12 squadrons overall, supporting early aerial observation efforts on the front lines. However, its maximum speed of around 95 km/h made it particularly susceptible to anti-aircraft ground fire and intercepting enemy aircraft, contributing to substantial attrition rates among deployed units.[16][17][15][2] As aerial combat evolved, the MF.7's vulnerabilities led to its withdrawal from frontline reconnaissance by mid-1915, though it remained in use as a trainer for the duration of the war. Notable engagements included routine patrols over contested areas of the Western Front in 1914 and 1915, where its stable flight characteristics aided observation tasks before faster fighters dominated the skies. The type suffered high losses in combat operations, highlighting its rapid obsolescence.[15][18][7]Post-war applications
Following the Armistice of 11 November 1918, the Farman MF.7 persisted in limited roles within Allied air forces, primarily as an elementary trainer leveraging its wartime experience in basic flight instruction. In Belgium, the aircraft continued as a training and liaison platform into 1919, with one example serving as a VIP transport for King Albert I before its donation to the Musée de l'Armée that year.[19][20][21] In Spain, which remained neutral during the war, the MF.7's use extended post-war at the Los Alcázares aviation school near Murcia, where surviving examples from earlier acquisitions supported pilot training through the early 1920s amid the nation's military aviation expansion.[7] Italian forces, having employed the type operationally during the conflict, retained MF.7s for transitional training in 1919 before phasing them out for more advanced designs.[7] Demobilization led to surplus sales, notably in Australia, where four MF.7s from the Central Flying School inventory were disposed of in 1919, enabling early civilian operations. One such aircraft conducted Australia's first documented commercial charter flight in July 1919, carrying a Dodge Motor Company representative from Melbourne to Geelong. These ex-military machines supported barnstorming, joyrides, and advertising flights into the early 1920s, marking the type's brief transition to non-military use Down Under.[22][23] By 1920–1922, obsolescence due to superior post-war trainers like the Avro 504 rendered the MF.7 uneconomical, leading to its retirement across most services; Greek examples, for instance, lingered as trainers until 1920.[7] Minor civilian adaptations occurred sporadically in Europe for exhibition and instructional purposes through 1923, though none achieved widespread adoption.[7]Legacy
Operators
The Farman MF.7 saw widespread adoption by military aviation units in multiple countries during the early 1910s, peaking in service between 1914 and 1916, with an estimated total of operators across 12 nations. Primary users included the French Aéronautique Militaire, which operated approximately 100 units primarily for reconnaissance and training roles in at least 11 escadrilles.[2][15] The United Kingdom's Royal Flying Corps (RFC) and Royal Naval Air Service (RNAS) also ranked as major operators, employing over 40 units, including 61 license-built examples by Airco for training and early wartime reconnaissance.[24][25] Secondary operators encompassed a range of Allied and neutral forces, often in smaller quantities for similar reconnaissance and training purposes. Australia received 4 units for the Australian Flying Corps, utilized during the Mesopotamian campaign.[22] Belgium employed the MF.7 and its MF.7bis variant, with a total of around 22 aircraft serving the Belgian Air Service from 1914 onward.[19] Italy operated 12 units within its military aviation units during World War I.[15] Spain acquired approximately 12 units for the Servicio de Aeronáutica Militar, supplemented by local license production of an equal number.[7] Other nations with limited adoption included Mexico, Norway, Japan (4 units aboard the carrier Wakamiya for operations in 1914), Denmark, Russia, and Greece (7 units with the Hellenic Army Air Service during the Balkan Wars and World War I).[26][27][28] Licensed production expanded the aircraft's availability beyond France. In the United Kingdom, Airco manufactured units for the RFC and RNAS.[24] Pre-war Germany saw builds by Deutsche Flugzeug-Werke (DFW) of Maurice Farman designs, including variants akin to the MF.7.[11] Spain also pursued local assembly under license to meet Servicio de Aeronáutica Militar needs.[7]Survivors
A complete Farman MF.7 airframe, serial number 15 from the Belgian Air Service, is preserved at the Musée de l'Air et de l'Espace in Le Bourget, Paris, France.[29] This example, originally used for observation missions during World War I, was donated to the museum in 1919 and has remained on static display in an unrestored condition since the 1920s, retaining much of its original fabric and configuration.[19][30] Another surviving MF.7, serial number 1 (originally marked 16), is housed at the Norsk Teknisk Museum in Oslo, Norway. This aircraft, the first of its type acquired by the Norwegian Army Air Service in 1913, underwent restoration following its donation to the museum in 1960 and is now exhibited as a key artifact of early Norwegian aviation.[31][32] No original MF.7 airframes are known to be airworthy as of 2025, with all preserved examples limited to static museum displays. A non-original replica is under restoration to airworthy condition by the Shuttleworth Collection in the UK, with static display debut in 2022 and potential flight in the mid-2020s.[33][34] While World War I crash sites in France may contain unrecovered remains of MF.7 aircraft, no recent excavations or recoveries have been documented.[35] Recent examinations, including detailed photographic surveys of the Belgian serial 15 in the 2010s, have aided in authenticating variant features like the MF.7bis modifications, but no new complete survivors have emerged.[36]Specifications
General characteristics
The Farman MF.7 was a two-seat pusher configuration biplane designed primarily for reconnaissance duties, featuring an open nacelle for the crew positioned ahead of the wings.[2] It accommodated a crew of two, consisting of a pilot and an observer.[26] The aircraft's dimensions included a wingspan of 15.5 m, a length of 11.5 m, a height of 3.4 m, and a wing area of 60 m².[26][2] Its weights comprised an empty weight of 580 kg, a gross weight of 855 kg, and a useful load of 275 kg.[22][2] Typically unarmed, though some examples were fitted with a single 7.7 mm Lewis machine gun for the observer and provision for up to 90 kg of bombs.[22][15] The airframe utilized wood for the primary structure with fabric covering, providing a lightweight yet robust framework suitable for early aerial operations.[2]Performance
The Farman MF.7, equipped with a 70 hp Renault V-8 engine, attained a maximum speed of 90 km/h at sea level, providing adequate performance for its intended reconnaissance role.[2] The aircraft demonstrated a practical range of 400 km and an endurance of 4 hours, enabling missions deep into enemy territory without frequent refueling. Its service ceiling extended to 4,000 m, while the rate of climb measured 1.0 m/s, reflecting the conservative design priorities of early military aviation.[37][16]References
- https://commons.wikimedia.org/wiki/File:Farman_MF.7_Longhorn_%25E2%2580%259815%25E2%2580%2599_at_Mus%25C3%25A9e_de_l%2527air_et_de_l%2527espace%2C_Le_Bourget%2C_France_%2853373384751%29.jpg