190:, roughly four months after the race. Within the next 12 months, it demonstrated its ability to attain speeds as high as 500 kmph (310 mph). Aside from the engine-related problems, development of the aircraft had encountered several technical issues; the weight of the finalised engine was so much that it necessitated the redesigning of both the engine mount and the forward fuselage. Several other changes were made, while the first aircraft had a three-bladed propeller, the second was fitted with a four-bladed Chauvière propeller instead. During July 1931, the second aircraft crashed into the water on its first flight, killing the pilot.
342:
379:
40:
323:
that fused with the leading edge of the wing. The atypical engine arrangement required a purpose-designed mount, consisting of a cradle that was directly attached to the two lower forward sockets of the wing's centre section and supported by a pair of tubes that were attached to the two upper forward
311:
attachments that prevented abnormal stresses from being transferred through the wires; such forces could occur during a hard landing or in the event of the wing having suffered deformation. Fuel was housed inside of both floats; in operation, the fuel from the left float would automatically transfer
209:
to try to achieve a French Air
Ministry prize for a French aircraft to beat the world speed record before January 1934. It was due to make an attempt to fly on 27 December 1933, but strong winds kept the aircraft grounded. Further attempts in February 1934 to fly were thwarted by engine problems and
153:
The test flight programme, while successfully demonstrating the ability to fly at 500 kmph (310 mph), was not trouble-free. The second aircraft was lost in a fatal crash during 1931; work continued with the first aircraft. During the early 1930s, the prototype was converted, and thus re-designated
178:
while the other by
Bernard. Both projects were worked on with a high degree of secrecy and information was often intentionally vague to most external parties. Despite both company's strenuous efforts, neither aircraft were ultimately able to participate at the 1929 event due to the failure of the
279:
The aircraft had an oval-section fuselage, the midsection of which was intentionally minimised in terms of its size. Structural elements included a pair of box girders that formed two vertical walls; these were united via several frames of spruce and plywood. These girders consist of a pair of
272:, that terminated in sockets at each end. The wing was attached to the fuselage via the four rear sockets while the four forward sockets connected to the engine bearer. Furthermore, the float gear was attached, via a duralumin frame, to the underside of the wing's central section. The
145:
W-18 piston engine. Development was protracted, primarily as a result of engine-related difficulties, that delayed availability and thus did not permit the aircraft to race in the 1929 competition as intended. The first aircraft performed its
328:
to prevent fuel delivery issues while the aircraft was performing tight turns or high-G manoeuvres, although a prolonged bank could exceed its capabilities. Cooling was primarily achieved via sizable wing-mounted
288:
and entirely covered by plywood. Both the top and bottom of the fuselage were also covered with plywood, which was stiffened via a series of longitudinal stringers. A single-piece horizontal
264:
The centre section of each girder was enlarged and hollowed out to form the forward portion of the cockpit as well as a portion of the fuselage. The centre of the wing possessed considerable
174:, proved to be attractive to various aircraft manufacturers across Europe. For the 1929 race, it was intended for France to have been represented by two seaplanes, one that was produced by
333:; these covered three quarters of the wing's surface area. A separate radiator on the side of the fuselage was present to cool the oil; just aft of the pilot's position was the oil tank.
307:; they were connected to the central section of the wing by wooden panels and highly resistant steel tubing. Furthermore, each float was connected with the wing via a pair of wires with
241:
and spruce webs that were glued together to produce a longitudinal multicellular structure. This framework of the wing was attached to the formers of both the
645:
396:
771:
733:
Meurillon, Louis (February 1977). "La Coupe
Schneider et la Société des Avions Bernard (8)" [The Schneider Cup and the Bernard Company, Part 8].
699:
Meurillon, Louis (December 1976). "La Coupe
Schneider et la Société des Avions Bernard (6)" [The Schneider Cup and the Bernard Company, Part 6].
682:
Meurillon, Louis (November 1976). "La Coupe
Schneider et la Société des Avions Bernard (5)" [The Schneider Cup and the Bernard Company, Part 5].
716:
Meurillon, Louis (January 1977). "La Coupe
Schneider et la Société des Avions Bernard (7)" [The Schneider Cup and the Bernard Company, Part 7].
268:
resistance while the wingtips were noticeably more flexible. The entire width of the wing's central section was traversed by four tubes, composed of
1148:
1158:
1138:
632:
390:
158:, into a racing landplane; however, this aircraft would never actually fly as a result of funding having been pulled for the project.
672:
780:
234:. These girders, which varied in both height and length dependent upon their specific location within the wing, were fitted with
120:
78:
764:
319:
inline piston engine, capable of producing up to 1,400 hp. Installed within the nose of the aircraft, it was covered by a
341:
1163:
1153:
757:
330:
1143:
219:
861:
836:
831:
265:
881:
871:
866:
856:
826:
366:
231:
962:
359:
Fatal crash on first flight in July 1931, had a reduction gear to drive a four-bladed propeller
738:
721:
704:
687:
668:
450:
316:
210:
lack of government finance. The project was abandoned without the aircraft having ever flown.
142:
851:
846:
841:
167:
138:
124:
1107:
1097:
293:
171:
378:
977:
972:
967:
1132:
1052:
1042:
1032:
1027:
365:
Prototype H.V.120 re-built as a landplane in 1933 with a 1,125 hp (839 kW)
246:
183:
147:
39:
982:
810:
805:
800:
795:
325:
285:
254:
242:
198:
296:; it had a framework of two box spars and ribs and was covered with plywood. The
218:
The single-piece wing of the aircraft was entirely composed of wood and features
193:
In 1933, the prototype was converted into a racing landplane, referred to as the
1112:
1102:
1092:
1087:
1082:
1077:
1072:
1067:
1062:
952:
947:
942:
937:
932:
927:
922:
917:
642:"The Bernard 120 seaplane (French) : a 1400 hp single-seat monoplane racer"
202:
1047:
1037:
1022:
1017:
1012:
1007:
1002:
997:
992:
987:
957:
912:
907:
902:
897:
876:
641:
353:
Prototype, first flew 25 March 1930 had a direct drive three-bladed propeller.
261:, which was relatively thick and biconvex, before being covered with plywood.
223:
131:
109:
50:
742:
725:
708:
691:
308:
304:
289:
134:
17:
312:
across to the right float, from which the fuel was pumped to the engine.
281:
175:
112:
53:
284:, complete with spruce uprights and crosspieces, that were assembled by
667:. Collection Docavia. Vol. 31. Paris, France: Éditions Larivière.
320:
273:
258:
235:
187:
238:
227:
206:
116:
68:
749:
179:
engine manufacturer to deliver their intended powerplants on time.
377:
340:
269:
324:
sockets of the wing. A compact header tank was present that used
300:, which shared a similar design, was integral with the fuselage.
753:
297:
292:
was encased into the tip of the fuselage and secured via four
250:
205:
wheel spats. During
December 1933, the V.4 was transported to
303:
The floats were mounted in a similar fashion to that of a
130:
The company developed it as a wooden single-seat mid-wing
453:
W-18 inline piston engine, 1,253 kW (1,680 hp)
890:
819:
788:
226:
fighter aircraft. Structurally, it used narrow box-
182:On 25 March 1930, the first H.V.120 conducted its
170:competition, held annually throughout much of the
123:. It was developed specifically to compete in the
345:Bernard V-4 photo from L'Aerophile January 1934
141:and powered by a 1,680 hp (1,253 kW)
276:, which were metal, were operated by torsion.
150:on 25 March 1930, four months after the race.
765:
222:-type construction, akin to that that of the
8:
646:National Advisory Committee for Aeronautics
397:National Advisory Committee for Aeronautics
772:
758:
750:
474:530 km/h (330 mph, 290 kn)
369:engine and shorter span wings, not flown.
230:that roughly corresponded to traditional
567:
565:
563:
561:
542:
540:
538:
536:
534:
515:
513:
503:
501:
499:
497:
495:
491:
29:
7:
633:Illustrated Encyclopedia of Aircraft
437:11.00 m (118.4 sq ft)
391:Illustrated Encyclopedia of Aircraft
431:3.60 m (11 ft 10 in)
425:8.65 m (28 ft 5 in)
419:8.24 m (27 ft 0 in)
25:
197:. The V.4 had widely spaced main
38:
1149:Single-engined tractor aircraft
1:
443:2,100 kg (4,630 lb)
1159:Aircraft first flown in 1930
649:, 1 March 1931. NACA-AC-139,
27:1930s French racing seaplane
1139:1930s French sport aircraft
374:Specifications (H.V.120-01)
315:It was powered by a single
1180:
249:as well as the inter-spar
115:designed and built by the
79:Société des Avions Bernard
37:
32:
607:Orbis 1985, pp. 653-654.
737:(in French) (87): 3–7.
720:(in French) (86): 3–7.
703:(in French) (85): 4–7.
686:(in French) (84): 3–7.
404:General characteristics
382:Bernard H.V.120 02 plan
383:
346:
119:aircraft manufacturer
735:Le Fana de l'Aviation
718:Le Fana de l'Aviation
701:Le Fana de l'Aviation
684:Le Fana de l'Aviation
635:(Part Work 1982-1985)
381:
344:
137:, equipped with twin
663:Liron, Jean (1990).
637:. Orbis Publishing.
598:NACA 1928, pp. 4-5.
589:NACA 1928, pp. 3-4.
555:NACA 1928, pp. 2-3.
528:NACA 1928, pp. 1-2.
441:Max takeoff weight:
257:down to the sought
253:. The flanges were
665:Les avions Bernard
616:NACA 1928, p. 6-8.
384:
367:Hispano-Suiza 18Sb
347:
1164:Mid-wing aircraft
1126:
1125:
451:Hispano Suiza 18R
317:Hispano Suiza 18R
143:Hispano Suiza 18R
102:
101:
16:(Redirected from
1171:
1154:Bernard aircraft
774:
767:
760:
751:
746:
729:
712:
695:
678:
638:
617:
614:
608:
605:
599:
596:
590:
587:
581:
580:NACA 1928, p. 4.
578:
572:
571:NACA 1928, p. 3.
569:
556:
553:
547:
546:NACA 1928, p. 2.
544:
529:
526:
520:
519:NACA 1928, p. 5.
517:
508:
507:NACA 1928, p. 1.
505:
467:
406:
168:Schneider Trophy
125:Schneider Trophy
95:
65:
57:Type of aircraft
42:
30:
21:
1179:
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1170:
1169:
1168:
1129:
1128:
1127:
1122:
886:
815:
789:Adolphe Bernard
784:
778:
732:
715:
698:
681:
675:
662:
659:
657:Further reading
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172:interwar period
164:
106:Bernard H.V.120
93:
64:National origin
63:
58:
28:
23:
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15:
12:
11:
5:
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472:Maximum speed:
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88:25 March 1930
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674:2-84890-065-2
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247:trailing edge
244:
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213:
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200:
196:
191:
189:
185:
184:maiden flight
180:
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148:maiden flight
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85:First flight
84:
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75:Manufacturer
74:
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62:
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55:
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31:
19:
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624:Bibliography
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326:air pressure
314:
302:
278:
263:
243:leading edge
217:
199:landing gear
194:
192:
181:
165:
155:
152:
129:
105:
103:
94:Number built
1144:Floatplanes
465:Performance
457:Propellers:
447:Powerplant:
203:streamlined
195:Bernard V.4
162:Development
156:Bernard V.4
18:Bernard V-4
1133:Categories
653:93R19940.
481:References
435:Wing area:
356:H.V.120-02
350:H.V.120-01
224:Bernard 20
132:cantilever
743:0757-4169
726:0757-4169
709:0757-4169
692:0757-4169
486:Citations
423:Wingspan:
387:Data from
331:radiators
305:catamaran
290:empennage
282:longerons
266:torsional
135:monoplane
913:18 T Bis
820:S.I.M.B.
783:aircraft
459:3-bladed
337:Variants
274:ailerons
176:Nieuport
113:seaplane
54:seaplane
33:H.V.120
928:191 GR
781:Bernard
429:Height:
417:Length:
321:cowling
309:elastic
286:gussets
259:profile
239:flanges
236:plywood
228:girders
220:laminar
188:Hourtin
121:Bernard
1108:HV 320
1098:HV 220
1078:200 TS
1058:HV 120
978:H.V.42
973:H.V.41
968:H.V.40
953:197 GR
908:181 GR
891:S.A.B.
862:AB 10T
741:
724:
707:
690:
671:
255:planed
214:Design
207:Istres
139:floats
127:race.
117:French
110:racing
108:was a
69:France
51:Racing
1113:510 T
1093:207 T
1088:205 T
1083:201 T
1073:200 T
1053:H 110
1043:84 GR
1033:81 GR
1028:80 GR
948:195 T
943:194 T
938:193 T
933:192 T
923:191 T
918:190 T
903:18 GR
882:AB 16
877:AB 15
872:AB 14
867:AB 12
857:AB 10
837:AB 3T
832:AB 3M
827:AB.C1
411:Crew:
294:bolts
270:steel
201:with
186:from
47:Role
1018:74 S
1013:S-73
1008:S-72
993:61 T
988:60 T
983:H.52
963:30 T
898:18 T
811:AB 4
806:AB 3
801:AB 2
796:AB 1
739:ISSN
722:ISSN
705:ISSN
688:ISSN
669:ISBN
631:The
449:1 ×
251:ribs
245:and
232:spar
166:The
104:The
1118:V.4
1103:260
1068:161
1063:160
852:V.3
847:V.2
842:V.1
362:V.4
298:fin
1135::
1048:86
1038:82
1023:75
1003:71
998:70
958:20
560:^
533:^
512:^
494:^
394:,
98:2
773:e
766:t
759:v
745:.
728:.
711:.
694:.
677:.
413:1
20:)
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