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Airco DH.9A

From Alfawiki
Airco DH.9A
Company typeAircraft
IndustryAviation
PredecessorAirco DH.9
Founded1918
Headquarters
United Kingdom
ProductsLight bomber aircraft


The Airco DH.9A was a British light bomber powered by a single engine, introduced shortly before the conclusion of the First World War. It represented an evolution of the underperforming Airco DH.9 bomber, featuring a reinforced airframe and, most importantly, replacing the unreliable and underpowered inline 6-cylinder Siddeley Puma engine with the American-made V-12 Liberty L-12 powerplant.

Commonly referred to as the "Ninak" (derived from the RAF phonetic alphabet pronunciation of "nine-A"), this aircraft saw extensive service with the Royal Air Force after the war, operating both domestically and in overseas territories where it was utilised for colonial enforcement in the Middle East. The DH.9A remained in service until its retirement in 1931. Additionally, over 2,400 units of an unlicensed Soviet variant, the Polikarpov R-1, were produced, becoming the primary Soviet light bomber and reconnaissance platform throughout the 1920s.

Design and development

The DH.9A was conceived as an enhanced iteration of the existing Airco DH.9, which had been plagued by inadequate and unreliable engines. To address these shortcomings, a more potent powerplant was sought. Since the Rolls-Royce Eagle engine—used successfully in the Airco DH.4—was not available in sufficient numbers, the American 400 hp (300 kW) Liberty L-12 engine was selected instead.

With Airco occupied with developing the twin-engine Airco DH.10 Amiens, detailed design responsibilities were handed to Westland Aircraft. The modifications included fitting longer-span wings and reinforcing the fuselage structure.

The initial prototype took to the skies in March 1918, equipped with a Rolls-Royce Eagle engine due to unavailability of Liberty engines at that time. The prototype demonstrated promising results, leading to the first Liberty-powered DH.9A flight on 19 April 1918 and subsequent deliveries to the Royal Air Force commencing in June. By war’s end, 2,250 DH.9As had been ordered, with 885 completed within that year. As the DH.9A was designated a standard RAF type postwar, remaining orders were fulfilled, resulting in 1,730 aircraft produced under wartime contracts before production ended in 1919.

Following this period, existing airframes underwent refurbishment programmes, while limited new production contracts were awarded between 1925 and 1926. These efforts yielded an additional 268 DH.9As, including batches configured as dual-control trainers and six units powered by 465 hp (347 kW) Napier Lion engines capable of reaching speeds up to 144 mph (232 km/h).

In the Soviet Union, a large-scale unlicensed reproduction known as the R-1 was manufactured. After producing around 20 copies of the DH.4 and approximately 200 copies of the DH.9 fitted with Mercedes D.IV engines (also designated R-1), followed by roughly 130 powered by Siddeley Puma engines (designated R-2), a version replicating the DH.9A equipped with the M-5 engine—a Soviet copy of the Liberty—entered production in 1924. The Polikarpov R-4 was a derivative of the R-1 featuring adjustments such as lowering and shifting the engine forward by 140 mm (5.5 in) to enhance forward visibility and optimise centre of gravity placement. The nose was reshaped with fairings and fitted with a retractable ventral radiator; overall length increased by 389 mm (15.3 in); landing gear was upgraded from wood to steel construction. Despite testing revealing only marginal gains over the R-1 that did not justify mass production, some late R-1 models incorporated elements of these modifications.

American variant and pressurized cockpit flights

The United States intended to replace the DH.4 with the DH.9A, initiating adaptation efforts at McCook Field in Dayton, Ohio. Alterations encompassed a redesigned fuel system for greater capacity, modified wings and tail sections, and substituting the British-built aircraft’s port-side Vickers machine gun with a Browning machine gun mounted on the starboard side. The plan involved producing 4,000 updated models under the designation USD-9A by Curtiss, but this contract was cancelled following the war's conclusion, resulting in only nine units constructed by McCook Field and Dayton-Wright. One of these McCook-built planes was further adapted with a sealed, pressurized cockpit. In 1921, test pilot Lt. Harold R. Harris achieved the pioneering high-altitude flight in a pressurized aircraft using the USD-9A at McCook Field.

World War I

The DH.9A was introduced into service in July 1918 with No. 110 Squadron RAF, deploying to France on 31 August 1918 to participate in strategic bombing missions as part of the RAF's Independent Air Force. Its maiden operation targeted a German airfield on 14 September 1918. Subsequently, three additional squadrons began sorties over the Western Front before the Armistice: 99 Squadron, also within the Independent Air Force, took over from DH.9s, while both 18 Squadron and 216 Squadron replaced DH.4s. Although the DH.9A outperformed the DH.9, its units endured significant casualties during extended bombing raids over Germany. Prior to year-end, other squadrons conducted coastal patrols from Great Yarmouth.

The United States Marine Corps's Northern Bombing Group received a minimum of 53 DH-9As and commenced operations in September 1918.

RAF service between wars

While many squadrons disbanded or re-equipped rapidly following World War I due to disarmament policies, the DH.9A remained the RAF’s primary light bomber throughout the interwar period, equipping 24 squadrons domestically and overseas from 1920 until 1931.

Initial postwar deployment saw operations in southern Russia during 1919, supporting the "White Army" against Bolshevik forces amid the Russian Civil War. By September 1919, RAF personnel were ordered back to Britain, leaving their aircraft behind. In response to the Chanak Crisis of 1922, a squadron of DH.9As was sent to Turkey, although no combat engagements occurred.

Following the dissolution of the Ottoman Empire after World War I, the DH.9A played a vital role in Britain's control of its new territories. Five squadrons operated in the Middle East, occasionally conducting bombing raids against insurgent tribes and villages. To endure harsh desert climates, an extra radiator was installed beneath the fuselage alongside additional water containers and spare parts—including wheels secured externally—to prepare for potential forced landings under heavy operational loads. Despite these challenges, the aircraft performed reliably; notably, its Liberty engine earned commendations for durability comparable to that of Rolls-Royce engines under severe conditions. Some DH.9As were also deployed to India to support the British Indian Army.

Within Britain, the DH.9A remained active in regular RAF units until 1930 and served as initial equipment for the formation of the Royal Auxiliary Air Force (RAuxAF).

Soviet service

Throughout the 1920s, the Soviet Air Forces extensively operated the R-1 and R-2 as their primary light bomber and reconnaissance aircraft. These models were deployed by the Soviets to assist Chinese Kuomintang troops during the Northern Expedition aimed at eliminating warlord factions in 1926–27. Additionally, they played a role in the 1929 conflict over control of the Chinese Eastern Railway in Manchuria, engaging Chinese forces. The R-1s and R-2s also supported military efforts during the Basmachi Revolt in Central Asia.[1]

Variants

  • Airco DH.9A: Initial production model.
  • de Havilland DH.9AJ: A single prototype powered by a Bristol Jupiter engine.
  • de Havilland DH.9R: Racing variant featuring sesquiplane wings and equipped with a Napier Lion engine – only one constructed.
  • Airco DH.15 Gazelle: A DH.9A modified with a Galloway Atlantic inline engine; one conversion made.
  • Airco DH.16: Civilian transport with an expanded fuselage accommodating four passengers within an enclosed cabin behind the pilot, who occupied an open cockpit; nine produced. Powered by either Rolls Royce Eagle or Napier Lion engines.
  • de Havilland DH-49 – planned upgraded model with Eagle IX engine (never built).
  • Engineering Division USD-9A: American-built variant with nine units produced; one was altered to include a pressurized cockpit.
  • Engineering Division USD-9B: An enhanced USD-9A featuring a more powerful Liberty engine and enlarged wings.[2]
  • Armstrong Whitworth Tadpole A single prototype conversion designed as a three-seat naval spotter/reconnaissance aircraft.
  • Westland Walrus Production derivative of the Tadpole conversion, powered by a Napier Lion III engine, with 36 units manufactured.
File:R-1 ISKRA.jpg
Polikarpov R-1
  • Polikarpov R-1 and R-2 Soviet-built copies of the DH.9A, initially produced at the Dux Factory under the supervision of Nikolai Nikolaevich Polikarpov. Early versions used Mercedes D.IV or Armstrong Siddeley Puma engines, while most were powered by the M-5, a Liberty Engine copy. Production exceeded 2,400 units between 1922 and 1932.[3]
  • Polikarpov R-1 BMW: R-1 variant fitted with a 240 hp (180 kW) BMW IVa engine; 20 produced.
  • Polikarpov MR-1: Twin-float seaplane adaptation with 124 built.
  • Polikarpov PM-2: Prototype floatplane equipped with metal floats.
  • Polikarpov R-4: Modified R-1 featuring improved forward visibility and center of gravity placement, streamlined forward profile with fairings, and a retractable ventral radiator. Landing gear was reinforced. Although it did not enter production, its design improvements were incorporated into later R-1 models.[4]

Operators

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Surviving aircraft

File:DH9A at RAF Museum London Flickr 4606882763.jpg
DH.9A bearing serial F1010 exhibited at the Royal Air Force Museum in London, 2010

One preserved DH.9A, identified by serial number F1010, is currently exhibited at the Royal Air Force Museum London. Manufactured by Westland Aircraft in June 1918, this particular plane was among 18 DH.9As allocated to No. 110 Squadron RAF. Although it was the thirteenth unit produced, it was designated "12A" due to superstitions surrounding the number thirteen. The squadron initiated bombing operations in September 1918, and on the 25th of that month, the crew of F1010 reported shooting down a German Fokker D.VII fighter. Its final combat sortie occurred on 5 October, when either anti-aircraft fire or engine malfunction compelled an emergency landing behind enemy lines. The aircraft sustained no damage during the landing, but its crew was captured.[11]

Following the war, the aircraft stayed under German possession and was exhibited in 1936 at the Deutsche Luftfahrt Sammlung (Berlin Air Museum), which housed an extensive World War I collection. In 1943, to protect it from the Allied air raids, it was relocated to Czarnikau (now Czarnkow, Poland). After Polish forces took control of the area in March 1945, F1010 became part of the holdings of the Polish Aviation Museum. However, it remained in storage rather than being displayed publicly. In 1977, after nearly a decade of negotiations complicated by Cold War tensions, the Polish Aviation Museum traded F1010 for a Supermarine Spitfire from the RAF Museum. Restoration work was completed by the RAF Museum, and the aircraft has been on display since 1983.[11]

Specifications (DH.9A)

File:Polikarpov R-1.svg
DH.9A

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See also

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Notes

  1. ↑ Alexandrov and Petrov 1998, pp. 61–63.
  2. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Bruce pt 2 p677
  3. ↑ Gunston 1995, p.286.
  4. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Gunston p287-8
  5. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  6. ↑ Aircraft of the Royal Australian Air Force, 2021. p. 4
  7. ↑ Jackson 1987, p. 110.
  8. ↑ Kostenuk & Griffin 1977, p. 8.
  9. ↑ Niccoli 1998, p. 23.
  10. ↑ Bowyer 1974, p. 48.
  11. ↑ 11.0 11.1 Cite error: Invalid <ref> tag; no text was provided for refs named RAFMuseum

Bibliography

  • Aircraft of the Royal Australian Air Force. Simon and Schuster, 2021. ISBN 9781922488046
  • Alexandrov, Andrei and Gennady Petrov. "Aah! De Havilland-Ski!: Origins and Development of the R-1, the Soviet DH.9A". Air Enthusiast, No. 74, March/April 1998. pp. 54–63. Template:ISSN.
  • Bowyer, Chaz. "de Havilland D.H.9A (RAF: 1918–30)". Aircraft in Profile, Volume 14. Windsor, Berkshire, UK: Profile Publications Ltd., 1974, pp. 25–49. ISBN 978-0-85383-023-8.
  • Bruce, J.M. "The De Havilland D.H.9A: Historic Military Aircraft No.13, Part I". Flight, 25 May 1956, pp. 641–644.
  • Bruce, J.M. "The De Havilland D.H.9A: Historic Military Aircraft No.13, Part II". Flight, 1 June 1956, pp. 677–680.
  • Cornelisse, Diana G. Splendid Vision, Unswerving Purpose: Developing Air Power for the United States Air Force During the First Century of Powered Flight. Wright-Patterson Air Force Base, Ohio: US Air Force Publications, 2002. ISBN 0-16-067599-5.
  • Donald, David, ed. The Encyclopedia of World Aircraft. London: Aerospace Publishing, 1997. ISBN 1-85605-375-X.
  • Gunston, Bill. The Osprey Encyclopedia of Russian Aircraft from 1875–1995. London: Osprey Aerospace, 1995. ISBN 1-85532-405-9.
  • Jackson, A.J. De Havilland Aircraft since 1909. London: Putnam, Third edition, 1987. ISBN 0-85177-802-X.
  • Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  • Mason, Francis K. The British Bomber since 1914. London: Putnam Aeronautical Books, 1994. ISBN 0-85177-861-5.
  • Niccoli, Riccardo. "Atlantic Sentinels: The Portuguese Air Force Since 1912". Air Enthusiast, No. 73, January/February 1998. pp 20–35. Template:Issn
  • Sims, Charles. "Talkback". Air Enthusiast. No. 13, August–November 1980. p. 79. Template:ISSN
  • Thetford, Owen. "By Day and By Night: Part 3". Aeroplane Monthly, Vol. 20, No. 8, Issue No. 232, August 1992, pp. 16–22. London: IPC. ISSN 0143-7240.
  • Williams, George K. Biplanes and Bombsights: British Bombing in World War I. Maxwell Air Force Base, Alabama: Air University Press, 1999. ISBN 1-41020-012-4.

External links

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