1917 bomber aircraft family by Airco
The
Airco DH.9
(from
de Havilland
9) ? also known after 1920 as the
de Havilland DH.9
? is a British single-engined
biplane
bomber that was developed and deployed during the
First World War
.
The DH.9 was a development of
Airco
's earlier successful
DH.4
, with which it shared many components. These were mated to an all-new fuselage and the
230 hp BHP
engine, which promised increased performance. Anticipating its usefulness, the type was ordered in very large numbers for Britain's
Royal Flying Corps
(RFC).
Upon entering service, the DH.9's performance was found to be unsatisfactory. The BHP engine was unreliable and failed to provide the expected power, which gave the DH.9 poorer performance than the aircraft it had been meant to replace. The performance deficit was blamed for the heavy losses they suffered over the
Western Front
. The redesigned
DH.9A
was fitted with a more powerful and reliable American
Liberty L-12
engine which rectified the shortcomings of the original DH.9 model.
Development
[
edit
]
Origins
[
edit
]
During June 1917, partially as a result of attacks by German bombers on
London
, the
War Office
issued its recommendation to almost double the size of the
Royal Flying Corps
(RFC) to a total of 200 squadrons. In early July 1917, the
British Cabinet
accepted the recommendation, with the intention that the majority of the new squadrons planned to be equipped with
bombers
.
[1]
[2]
While an order for 700 DH.4s was placed on 28 June 1917, on 23 July 1917, the Air Board were presented with drawings for a modified DH.4 that delivering greater range under a new type number, DH.9.
[2]
The DH.9 was designed by
de Havilland
for the
Aircraft Manufacturing Company
in 1916 as a successor to the
DH.4
. It used the wings and
tail unit
of the DH.4 but featured a modified
fuselage
which moved the
pilot
closer to the
gunner/observer
and away from the
engine
and fuel tank, which facilitated communication and was a more optimal fighting configuration.
[3]
The other major change from the DH.4 was the choice of the promising new
B.H.P
engine, which was predicted to produce 300 hp (220 kW) to provide adequate performance to match enemy fighters.
[4]
Based on the performance estimates for the DH.9 (which were initially expected to surpass those of the DH.4), and the similarity to the DH.4, which meant that it would be easy to convert production over to the new aircraft, it was decided to place a massive number of orders (totalling 4,630 aircraft) for the type prior to the aircraft even flying for the first time.
[2]
Existing contracts originally placed for the DH.4 were also converted to the DH.9. The Air Board had been specifically assured that there would be an initial production delay of no more than a month. According to aviation author J.M Bruce, the selection of the DH.9 "seems to have been taken in a spirit of optimism or blind faith, for its chosen engine was, in July 1917, experiencing serious manufacturing difficulties".
[5]
Into flight
[
edit
]
In July 1917, the prototype (a converted DH.4) performed its
maiden flight
from
Hendon Aerodrome
,
Colindale
,
London
.
[4]
Trials of the type were extensive, including a number of tests performed at
RAF Martlesham Heath
.
[2]
Unfortunately, the
BHP
engine proved unable to reliably deliver its expected power; the engine having been de-rated to 230 hp (170 kW) in order to improve its reliability. This deficit had a drastic effect on the aircraft's performance, especially at high altitude, with it being inferior to that of the DH.4 it was supposed to replace.
[2]
The poor performance of the aircraft meant that the DH.9 would have to fight its way through enemy fighters, which could easily catch the DH.9 where the DH.4 could avoid many of these attacks. As early as November 1917, some officials, such as
General Hugh Trenchard
, raised repeated objections to the aircraft based upon its disappointing performance; however, in his response,
President of the Air Council
Sir William Weir
started that "it was the choice of having the DH.9 with the B.H.P. engine, or of having nothing at all.
[2]
Additionally, by this point, production of the DH.9 was already well underway.
[2]
BHP engines were produced by
Siddeley-Deasy
(developed as the
Puma
) and Galloway Engineering (developed as the
Adriatic
). In British military service both Siddeley and Galloway built engines were known as the 230 hp BHP although they had different dimensions and few interchangeable parts.
[6]
[7]
The vast majority of BHP engines in service were built by Siddeley-Deasy.
[6]
Multiple attempts were made to provide the DH.9 with a better engine.
[5]
In August 1917, an order for 2,000 Fiat A12 engines was placed, intending to be delivered between January and June 1918 and used upon some production batches of the D.H9; however, deliveries of the Fiat engine were unsatisfactory.
[3]
Another alternative powerplant was adopted in the form of the 430 hp (320 kW)
Napier Lion
engine; one such Lion-engined aircraft achieved a
World Altitude Record
of 30,500 ft (9,300 m) on 2 January 1919.
[8]
However, none of these options were deemed to be entirely satisfactory,
[3]
it required being redesigned into the DH.9A, for which an American V-12
Liberty
engine was adopted, to transform the aircraft. According to Bruce, aside from the engine issue: "Certainly, there was little wrong with the aircraft itself".
[3]
Design
[
edit
]
The Airco DH.9 was a single-engine
British
bomber aircraft, sharing a high level of similarities with the preceding DH.4.
[3]
The standard flight surfaces were broadly the same, but adopted a highly redesigned fuselage configuration, including the repositioning of the pilot's cockpit to a more rearwards position.
[9]
Structurally, the fuselage was similar to its predecessor;
plywood
cladding covered the forward fuselage, which had no internal bracing, while a conventional wire-braced
box girder
structure was used aft of the cockpits. Internal stowage for a pair of 230 lb (100 kg) or four 112 lb (51 kg)
bombs
was provided for, although little use of this capability was made operationally.
[9]
While the DH.9 was deemed to be suitable for daytime bombing operations, it was found to be incapable of effective nighttime bombing due to the pilot's view being obstructed and visibility via the
bombsight
being unsuitable.
[10]
The revised cockpit positioning of the DH.9 from the DH.4 placed the pilot and the observer closer together, which was viewed by the RAF as being a considerable advantage in aerial combat; however, the pilot's visibility for ground reconnaissance was decreased as a result. Both
radio
sets and
cameras
could be installed.
[10]
The fuel tanks were enclosed in
doped
fabric, intended to drain fuel away if the tanks were hit by enemy fire. According to the testing squadron, the DH.9 possessed a high level of manoeuvrability, was relatively easy to perform landings aside from a poor view during the approach.
[10]
Various improvements and supplementary equipment were trialled and occasionally adopted.
[11]
Tests of various engines,
radiators
,
silencers
and
parachutes
were conducted to evaluate their performance, however, few of these improvements were ultimately adopted. During the war, numerous customisations and improvised improvements were made to the aircraft by the maintenance crews of individual squadrons, often for the purpose of addressing the type's engine performance issues.
[12]
After the end of the war, many DH.9s, which had been originally delivered as bombers, were sold; these were often reconfigured to serve in different roles, including passenger and cargo transport,
trainer aircraft
, and as
air ambulances
.
[13]
Operational history
[
edit
]
First World War service
[
edit
]
To boost the rate of production, quantity orders for the DH.9 were also placed with Alliance, G & J.Weir, Short Brothers, Vulcan,
Waring & Gillow
and National Aircraft Factories No. 1 and No. 2. The first deliveries of the type occurred during November 1917 to
108 Squadron
RFC
; by the end of 1917, a total of five DH.9s had been delivered and passed their final inspections.
[14]
The first combat engagement of the type, performed over France, was performed in March 1918 by
No. 6 Squadron RNAS
. By July 1918, a total of nine operational squadrons deployed to the
Western Front
were using the type.
The DH.9's performance in action over the Western Front was typically deemed to have been a disaster; heavy losses of the type were quickly incurred, attributed to both its poor performance and to engine failures, despite the prior derating of its engine to reduce the failure rate.
[14]
Between May and November 1918, a pair of squadrons stationed at the Western Front (Nos.
99
and
104
) had 54 of its DH.9s shot down and another 94 aircraft written off due to accidents.
[15]
On multiple occasions, less than half of a flight of bombers would reach their intended targets; according to Bruce, the successful missions performed by the DH.9 were frequently a product of "the courage and determination of the pilots and observers that flew them". Squadrons would often implement their own home-built enhancements to their aircraft, such as enlarged
carburetor
air intakes and modified fuel mixture controls.
[14]
Nevertheless, the type proved capable during some engagements; on 23 August 1918, a DH.9 flown by Lieutenant
Arthur Rowe Spurling
of 49 Squadron, with his observer,
Sergeant Frank Bell
, single-handedly attacked thirty
Fokker D.VII
fighters, downing five of them.
[16]
[
better source needed
]
[17]
[18]
On 9 August 1918, Lieutenant E.A. Simpson of 49 Squadron, while flying a bombing mission upon bridges at
Falvy
and
Bethencourt
, shot down four hostile fighters while defending against repeated attacks upon the formation.
[19]
In another instance, Captain
John Stevenson Stubbs
achieved 11 aerial victories in a DH.9, including the highly unusual feat of
balloon busting
while flying the type.
[20]
[
better source needed
]
Despite its general lack of performance, due to its large numbers, the DH.9 was introduced to nearly every theatre of the conflict prior to the signing of the
Armistice of 11 November 1918
, which ended the conflict.
[19]
Reportedly, the DH.9 was also more successful in combat against the Turkish forces in the
Middle East
, where they faced less aerial opposition. Stationed at coastal aerodromes across the British mainland, the type was also used extensively to perform
coastal patrol
missions with the aim of deterring the operations of enemy
U-boats
.
[19]
Post war service
[
edit
]
Following the end of the First World War, a number of DH.9s operated by
47 Squadron
and
221 Squadron
were sent to southern
Russia
in 1919 in support of the
White Russian
Army of
General Denikin
, participating in the
Russian Civil War
.
[21]
In this theatre, the aircraft were often operating within challenging conditions.
[22]
The last combat use of the DH.9 by the RAF was in support of the
final campaign
against
Diiriye Guure
[23]
in
Somalia
during January?February 1920.
[21]
Amongst those aircraft used in Somalia, one DH.9 was modified to function as an
air ambulance
, being able to load and transport a single stretcher case, which was carried upon the upper
longerons
directly to the rear of the pilot's cockpit.
[24]
Further ambulance conversions were performed, including a number that were operated by the
Royal Netherlands Air Force
.
[25]
Surprisingly, production was allowed to continue after the end of the war into 1919. In 1920, the DH.9 was finally withdrawn from service by the RAF.
[26]
In addition to British manufacturing, several other countries had commenced production of the type; perhaps the most significant of these was the
Airco DH.9A
, which was fitted with the American V-12
Liberty
engine, and was produced in the thousands even though production was curtailed by the signing of the Armistice that had ended the First World War.
[22]
Belgium
and
Spain
also produced the type, the latter producing hundreds of the type equipped with a 300 hp (220 kW)
Hispano-Suiza
engine; some of these were still in service in 1940.
[25]
Following the end of the conflict, large numbers of surplus DH.9s became available at low prices and the type was widely exported; this included those aircraft that were donated to the
Dominions
as well as India as part of the
Imperial Gift
programme.
[27]
[8]
[25]
The
South African Air Force
(SAAF) received a total of 48 DH.9s, and used them extensively, including against the
Rand Revolt
in 1922. Several South African aircraft were later re-engined with
Bristol Jupiter
radial engines as the
M′pala
; such modified aircraft continued to serve until 1937.
[28]
[25]
Possibly the last battle use by any user was in late 1922, during the
Turkish War of Independence
.
[29]
Greeks had deployed a number of them against the
Kemalists
who were fighting the British supported Greek Army invading the remaining chunk of the
Ottoman Empire
after the 1918
Armistice of Mudros
followed by the
Sevres Treaty
which was rejected by the nationalists. One of Greek DH.9s had made a forced landing behind Turkish lines near
Mu?la
during the
Battle of Sakarya
previous year, sometime in July 1921. This machine was quickly repaired and was flown to Ankara in August 1921 by famous pilot
Vecihi Hurku?
.
[30]
It was named "Ismet". It was deployed, as the only Turkish airplane at the time, in the last phases of the Battle of Sakarya, making a total of 23 sorties, mostly by Vecihi.
[31]
Same airplane continued to serve for the remaining of the War of Independence through 1922. There were three more Greek DH.9s found in excellent condition, with plenty of spare parts, near
?zmir
after the Greek army pulled out hurriedly, having been routed by Kemalists in August 1922. These four planes served the young
Turkish Air Force
until 1925.
[31]
Civilian service
[
edit
]
After the end of the war, large numbers of surplus DH.9s became available, having been deemed to be surplus to requirements by their original military operators; accordingly, many were resold onto civil operators, such as by early aerial transport companies. Large numbers were modified to better perform as transport aircraft, such as the cabin being suitably adapted for the carriage of passengers.
[25]
In this role, the DH.9 provided a useful load carrying capability and was relatively inexpensive to procure. Accordingly, in various configurations, the type saw prolific use by civil operators.
[25]
Early air services between
London
,
Paris
and
Amsterdam
were operated by a fleet of DH.9s owned by
Aircraft Transport and Travel
. A number of DH9s were converted into
floatplanes
and saw use in
India
,
Bolivia
and
Rhodesia
.
[32]
Several aircraft were reconfigured to serve as
trainer aircraft
, being refitted with
Armstrong Siddeley Jaguar
engines and rubber undercarriages; designated as DH.9Js, the last of these were withdrawn and scrapped in 1936.
[33]
A number of different DH.9 conversion programmes for civil use were carried out, both by Airco and its successor, the
de Havilland Aircraft Company
, and by other third party companies, such as the
Aircraft Disposal Company
.
[34]
Some radial powered DH.9Js continued in civil use until 1936.
[35]
One Dh.9 was transported to Japan during the
Sempill Mission
.
[36]
A large number of Dh.9s were also apparently exported to China according to the
Aircraft Disposal Company
.
[37]
Variants
[
edit
]
- DH.9
? Revised version of the
DH.4
with the pilot and observer/gunner placed closer together (3,024 production aircraft built with others built in Belgium and Spain).
- DH.9A
? (also referred to as the
Nine-Ack
) was designed for
Airco
by
Westland Aircraft
to take advantage of the 400 hp (300 kW) American
Liberty L-12
engine. Apart from the new engine and slightly larger wings it was identical to the DH.9. Initially it was hoped to quickly replace the DH.9 with the new version, but the shortage of Liberty engines available to the RAF limited the new type's service in the First World War, and it is best known as a standard type in the postwar RAF, serving as a general purpose aircraft for several years. 2,300 DH.9As were built by ten different British companies.
- DH.9B
? Conversions for civilian use as three-seaters (one pilot and two passengers)
- DH.9C
? Conversions for civilian use as four-seaters (one pilot and three passengers)
- DH.9J
? Modernised and re-engined conversions using the 385 hp (287 kW)
Armstrong Siddeley Jaguar
III
radial engine
. Used by the De Havilland School of Flying.
- DH.9J M'pala I
? Re-engined conversions carried out by the
South African Air Force
. Powered by a 450 hp (340 kW)
Bristol Jupiter
VI radial piston engine.
- M'pala II
? Re-engined conversions carried out by the South African Air Force, powered by a 480 hp (360 kW) Bristol Jupiter VIII radial piston engine.
- Mantis
? Re-engined conversions carried out by the South African Air Force, powered by a 200 hp (150 kW)
Wolseley Viper
piston engine.
- Handley Page HP.17
? A DH.9 experimentally fitted with slotted wings, tested 1920?1.
[38]
- USD-9/9A
? DH.9s manufactured in the United States by the
US Army
's
Engineering Division
and
Dayton-Wright
. (1,415 ordered, only four built)
[39]
Operators
[
edit
]
Military operators
[
edit
]
-
Afghanistan
-
Australia
-
Belgium
-
Canada
-
Bolivia
-
Chile
-
Estonia
-
India
(Part of
Imperial Gift
)
-
Greece
-
Kingdom of Hejaz
- Hejaz Air Force
? The Kingdom of Hejaz received 9 DH.9s and 2 DH.9Cs between 1921 and 1924. Five remained in existence (although not airworthy) in 1932.
[43]
-
Ireland
-
Latvia
-
Netherlands
-
New Zealand
-
Paraguay
-
Peru
-
Poland
-
Romania
- Kingdom of Spain
-
South Africa
-
Soviet Union
-
Switzerland
-
Turkey
-
United Kingdom
-
United States
-
Uruguay
Civil operators
[
edit
]
-
Australia
-
Belgium
-
Denmark
-
Netherlands
-
Romania
- Kingdom of Spain
- Cia Espanola del Trafico Aereo
-
United Kingdom
- Bikaner State
Surviving aircraft
[
edit
]
Of the thousands of DH.9s built, only a few survived to be preserved:
- F1258
is displayed at the
Musee de l'Air et de l'Espace
in
Paris
,
[45]
- An original DH.9 is displayed without serial number at the
South African National Museum of Military History
.
[46]
This DH.9 flew with the South African Air Force after World War I, then was operated as a civilian aircraft as ZS-AOI, before returning to the SAAF.
- G-EAQM
(original RAF serial F1278) was the first single-engined aircraft to fly from the United Kingdom to Australia and is preserved at the
Australian War Memorial
in
Canberra
.
[47]
[48]
In 2000, the remains of three DH.9s were discovered in India and two were retrieved for restoration in the UK.
[49]
Of these,
- D5649
was restored and is displayed at the
Imperial War Museum
, Duxford.
[50]
- E8894/G-CDLI
was restored to airworthy condition and is operated as a
warbird
by the Historic Aircraft Company in England.
[51]
- The third was retained in India and restored to a somewhat less-than-faithful condition for display at
Junargh Fort
in the city of
Bikaner
,
Rajasthan
.
[52]
Specifications (DH.9 (Puma Engine))
[
edit
]
Data from
The British Bomber since 1914
,
[26]
Aircraft Profile No. 62: The de Havilland D.H.9
[53]
General characteristics
- Crew:
two
- Length:
30 ft 5 in (9.27 m)
- Wingspan:
42 ft
4
+
5
⁄
8
in (12.919 m)
- Height:
11 ft
3
+
1
⁄
2
in (3.442 m)
- Wing area:
434 sq ft (40.3 m
2
)
- Airfoil
:
RAF-16
- Empty weight:
2,360 lb (1,070 kg)
- Gross weight:
3,790 lb (1,719 kg)
- Powerplant:
1 ×
Armstrong Siddeley Puma
6 cylinder inline piston engine, 230 hp (170 kW)
Performance
- Maximum speed:
113 mph (182 km/h, 98 kn)
- Endurance:
4+1/2 hours
- Service ceiling:
15,500 ft (4,700 m)
- Time to altitude:
18 min 30 sec to 10,000 ft (3,000 m)
Armament
See also
[
edit
]
Related development
Aircraft of comparable role, configuration, and era
References
[
edit
]
Notes
[
edit
]
- ^
Bruce 2 April 1956, p. 387.
- ^
a
b
c
d
e
f
g
Bruce 1965, p. 3.
- ^
a
b
c
d
e
Bruce 1965, p. 4.
- ^
a
b
Jackson 1987, p. 97.
- ^
a
b
Bruce 1965, pp. 3-4.
- ^
a
b
Lumsden, Alec (2002).
British Piston Engines and their Aircraft
. Airlife Publishing. pp. 81?86.
ISBN
1853102946
.
- ^
R.A.F Field Service Pocket Book
. April 1918. pp. 10?11.
- ^
a
b
c
Jackson 1987, p. 100.
- ^
a
b
Bruce 1965, pp. 4-5.
- ^
a
b
c
Bruce 1965, p. 5.
- ^
Bruce 1965, pp. 7-8.
- ^
Bruce 1965, pp. 6-8.
- ^
Bruce 1965, pp. 8-10.
- ^
a
b
c
Bruce 1965, p. 6.
- ^
Mason 1994, p. 84.
- ^
"Arthur Rowe Spurling"
.
www.theaerodrome.com
.
- ^
Lt. Spurling Won Flying Cross
, The Royal Gazette and Colonist Daily (now The Royal Gazette), Hamilton, Bermuda. 19 September 1918.
- ^
POTSI (archived):
Sqn. Ldr. A. Rowe Spurling, DFC
- ^
a
b
c
Bruce 1965, p. 7.
- ^
"John Stevenson Stubbs"
theaerodrome.com
, Retrieved: 1 May 2011.
- ^
a
b
Bruce 13 April 1956, p. 424.
- ^
a
b
Bruce 1965, p. 8.
- ^
Omar, Mohamed (2001).
The Scramble in the Horn of Africa
. p. 402.
This letter is sent by all the Dervishes, the Amir, and all the Dolbahanta to the Ruler of Berbera ... We are a Government, we have a Sultan, an Amir, and Chiefs, and subjects ... (reply) In his last letter the Mullah pretends to speak in the name of the Dervishes, their Amir (himself), and the Dolbahanta tribes. This letter shows his object is to establish himself as the Ruler of the Dolbahanta
- ^
Bruce 1965, pp. 8-9.
- ^
a
b
c
d
e
f
Bruce 1965, p. 9.
- ^
a
b
Mason 1994, p. 86.
- ^
Allen, Tiggy.
"Of Camels, WW1 Bombers, Elephant Stables and a Maharaja"
.
map.sahapedia.org
. Retrieved
3 September
2022
.
- ^
Jackson 1987, p. 102.
- ^
"Vecihi Hurku? Bro?ur"
(PDF)
(in Turkish). January 2009. Archived from
the original
(PDF)
on 25 October 2010
. Retrieved
5 May
2023
.
- ^
"Havacılıkta ilklerin adamı: Vecihi Hurku?"
.
- ^
a
b
"DH 9 .. War independence Period TUAF AIRCRAFTS [
sic
] Kurtulus savasi donemi Turk HVKK UCAKLARI"
.
- ^
Bruce 1965, pp. 9-10.
- ^
Bruce 1965, p. 10.
- ^
Jackson 1973, pp. 50-52.
- ^
Jackson 1973, p. 56.
- ^
Sturtivant 1999, p. 265.
- ^
Sturtivant 1999, p. 261.
- ^
Barnes 1976, pp. 211?213.
- ^
From Huffman Prairie to the Moon, The History of Wright-Patterson Air force Base
(PDF)
. WADC/WADD Digital Collection at the Galvin Library, IIT. 1986. pp. 184?186.
ISBN
978-0160022043
. Archived from
the original
(PDF)
on 20 February 2016.
Plans called for the Curtiss Aeroplane and Moto Corporation of Buffalo, New York, to manufacture 4,000 USD-9As. The order was cancelled, however, when Allied victories in France during the summer of 1918 forecast Germany's ultimate defeat...at least four USD-9A airplanes were manufactured at McCook, but none were built by a contractor.
- ^
Bruce 13 April 1956, p. 423.
- ^
Gerdessen 1982, p. 76.
- ^
a
b
Bruce 13 April 1956, p. 425.
- ^
Andersson
Air Enthusiast
July/August 2004, pp. 39?42.
- ^
Kopa?ski, Tomasz Jan.
Samoloty brytyjskie w lotnictwie polskim 1918?1930
(British aircraft in the Polish air force 1918?1930). Bellona, Warsaw. 2001,
ISBN
83-11-09315-6
, pp. 55?62. (in Polish)
- ^
"DH.9."
Musee de l'Air et de l'Espace
. Retrieved: 11 April 2008.
- ^
Blake, Arthur.
"Colours in the Sky."
Military History Journal
, Vol 1, No 6. June 1970. The South African Military History Society. Retrieved: 11 April 2008.
- ^
Jackson 1987, p. 125.
- ^
"AWM Collection Record: P02270.029."
Archived
28 September 2011 at the
Wayback Machine
Australian War Memorial
, Retrieved: 11 April 2008.
- ^
"In pictures: 'Elephant stable' bomber."
BBC News
, 21 April 2007. Retrieved: 11 April 2008.
- ^
"Airco de Havilland DH-9"
.
- ^
"Hac: Dh9"
.
- ^
"India - Rajasthan - Bikaner - Junagarh Fort - Museum - de Havilland DH9 - 75"
. 10 April 2012.
- ^
Bruce 1965, pp. 10, 12.
Bibliography
[
edit
]
- Andersson, Lennart. "Wings Over the Desert: Aviation on the Arabian Peninsula: Part One Saudi Arabia".
Air Enthusiast
, No. 112, July/August 2004. pp. 39?43. ISSN 0143-5450.
- Barnes, C.H.
Handley Page Aircraft since 1907
. London:Putnam, 1976.
ISBN
0-370-00030-7
.
- Bruce, J. M. "Aircraft Profile No. 62: The de Havilland D.H.9".
Profile Publications Ltd
, 1965.
- Bruce, J.M. "
The De Havilland D.H.9: Historic Military Aircraft: No. 12, Part I
".
Flight
, 6 April 1956. Pages 385?388, 392.
- Bruce, J.M. "
The De Havilland D.H.9: Historic Military Aircraft: No. 12, Part II
".
Flight
, 13 April 1956. Pages 422?426.
- Cooksley, Peter (Spring 1994). "Erratic Their Course".
Air Enthusiast
. No. 53. pp. 53?59.
ISSN
0143-5450
.
- Gerdessen, Frederik. "Estonian Air Power 1918 ? 1945".
Air Enthusiast
, No. 18, April ? July 1982. pp. 61?76.
ISSN
0143-5450
.
- Jackson, A.J.
British Civil Aircraft since 1919 Volume 2
. London:Putnam, Second edition 1973.
ISBN
0-370-10010-7
.
- Jackson, A.J.
De Havilland Aircraft since 1909
. London: Putnam, Third edition 1987.
ISBN
0-85177-802-X
.
- Klaauw, Bart van der (March?April 1999). "Unexpected Windfalls: Accidentally or Deliberately, More than 100 Aircraft 'arrived' in Dutch Territory During the Great War".
Air Enthusiast
(80): 54?59.
ISSN
0143-5450
.
- Mason, Francis K.
The British Bomber Since 1914
. London: Putnam Aeronautical Books, 1994.
ISBN
0-85177-861-5
.
- Sturtivant, R. Page, G. "The DH.4/DH.9 File". Kent: Air-Britain (Historians) Ltd, 1999.
ISBN
0-85130-274-2
.
- Thomas, Andrew. "In the Footsteps of Daedulus: Early Greek Naval Aviation".
Air Enthusiast
, No. 94, July?August 2001, pp. 8?9.
ISSN
0143-5450
- Wauthy, Jean-Luc & de Neve, Florian (June 1995). "Les aeronefs de la Force Aerienne Belge, deuxieme partie 1919?1935" [Aircraft of the Belgian Air Force].
Le Fana de l'Aviation
(in French) (305): 28?33.
ISSN
0757-4169
.
- Winchester, Jim, ed.
Bombers of the 20th Century
. London: Airlife Publishing Ltd., 2003.
ISBN
1-84037-386-5
.
External links
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