General Aviation C-14

Fokker F.14 - přehled verzí

Fokker F.14[/heading]
Fokker F.14 appeared in 1929, together with the giant F-32 and successful Super Broadcast. The latter of which filled a similar role, F.14 was also a transport and postal aircraft, with capacity for 7-9 passengers. Substantially but different placement of the wings, it was a parasol, and a pilot. The open cockpit was at the back behind the wing, so F.14 he was like an overgrown fighter. Otherwise it was a standard Fokkerovu construction, with a wooden klíženým wing and a welded steel construction fuselage. The only other change was to cover the upper part of the fuselage wavy duralovým sheet. Compared to Super Universal had but considerably less commercial success. It was only built 13 machines, which often flew in the company of Transcontinental & Western Air. In 1932 he built one machine variants F.14A, which got a more powerful version of the engine the Hornet, but mainly the wing fit right on the fuselage and the pilot was moved forward. This machine briefly used Gotham Aircraft Corp., and finally ended up in Canada in the property of the hotel McDonald's, and already the following year was destroyed during takeoff at the airport in Edmonton. The second an only child was F.14B, which was probably identical with the F.14, had a but also the engine of the Hornet B. This machine was sold to costa Rica, where he soon disappeared.

The largest user of happened the army air force. In 1931 ordered 20 machines with a slightly different interior arrangement, which were powered by the Wright Cyclone instead of the Pratt & Whitney Hornet. These military machines were given the designation of General Aviation Y1C-14 (Y1, meant that they were paid from emergency funds; in addition, the company in the meantime changed owners and name), and divided after one or two machines among the nine most important airports. After admission to the service was simplified their designation for C-14. Flew as a coupling, freight, and to engage in a number of different tests, such as parachutes and systems for automatic landing. In this role, they were ultimately more successful than in its original, because although they were F.14 noticeably larger than the types, which should supplement or replace them, had only slightly greater capacity, and was also relatively slow, especially in comparison with the types as the Consolidated Y1C-11 Fleetster and Lockheed Vega Y1C-12.

Even in 1931 got the last of the supplied C-14 engine faired Cyclone of 575 horsepower, equipped with trojlistou propeller. his designation of the sound Y1C-14A, and C-14A. Performances did not differ much from C-14 and served alongside them. Similarly went the next "number", machine s/n 31-381, which got the engine Pratt & Whitney R-1690-5. Like C-14B was in 1935 at the Wright Field involved in the development of automatic landing. After two years of development made the first truly automatic landing 23. August 1937, with three observers on board - the director of the instrumentállní and navigation laboratory of the air force captain aCalrem Crane, deputy director of the captain George Hollomanem (which was later pojmenoávána Hollomanova base) and a project manager Raymond Stoutem.

The ninth C-14 has undergone a more thorough editing and in 1931 he became an ambulance aircraft Y1C-15. Military air force at the time of the planned purchase of several aircraft used for air medical evacuation and rescue missions, couldn't take it but because of a small budget afford. Conversion was the only option. Y1C-14 s/n 31-389 was modified to accommodate three stretcher, seats for field surgeon and an assistant and the necessary equipment and supplies including food. In the role of patient transportation from letišně to the airport was very efficient, but unfortunately failed in the second main role, kteroou had - due to their weight and size was able to operate from small unpaved airfields, let alone from the fields and meadows. Similarly, as the C-14A received in the year 1932 engine Wright Cyclone of 575 pcs and the three-blade propeller and was renamed to C-15A. In this likewise he was faster, most of the original problems but persisted.

How C-14, C-15A come to an end even in the 30. years.

Hegener, Henri. Fokker - The Man and his Aircraft. Harleyford Publications, Letchford 1961.
Johnson, E. R. American Military Transport Aircraft Since 1925. McFarland & Company, Inc., Jefferson 2013. ISBN 978-0-7864-6269-8.
Fahey, James C. In.With. Army Aircraft 1908-1946. Ships and Aircraft, Falls Church, 1964.
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General Aviation C-14 - Y1C-14B.

Y1C-14B.
General Aviation C-14 -


General Aviation C-14 -


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