Sopwith Camel Biplane History
The Clerget Rotary engine had only a very basic throttle. To slow the Sopwith Camel down for landing you had to adjust the mixture control and throttle at the same time! The varying gyroscopic responses caused by this were a little like trying to control a greased eel with one hand. Just to make things interesting, should the pilot get the throttle/mixture control combination wrong, the engine would stop and the Sopwith Camel would, as a result of it's inherent tail heavy configuration, reward it's pilot with a stall, which in turn immediately resulted in a spin that was often fatal.
At 21,000 ft (6,400 m), after allowing for the chill factor caused by the 115 mph slip stream, the temperature was 10 to 30 degrees below zero, a temperature that can cause exposure or frost bite to any exposed skin. The pilot's solution to this was thick leather gloves and clothing. Unfortunately leather goes really hard at these low temperatures, so as the pilot continually looked left, right, up and down, his coat collar tended to rub his neck raw. The best solution was the characteristic silk scarf around a pilots neck, this effectively acted as a dry lubricant between the collar and neck.
The Clerget Rotary engine used a large amount of oil, and exhaust pipes could not be fitted as the cylinders rotated at engine speed. Consequently, much of the oil came out of the rotating engine and covered the pilot's goggles (we have all seen old films of the fighter pilotís oil blackened face), and as the pilot breathed the oil mist in, some ended up in his stomach. The oil was "caster oil" which, when taken orally, has the same effect in flight as it does on the ground. Unfortunately the pilot was in a sub zero environment fighting for his life. The effects of castor oil were so debilitating that many pilots, by necessity, found a "medicine" to paralyse their stomachs and delay the inevitable until they had landed. The preferred "medicine", taken orally prior to takeoff, was French Brandy!
The Sopwith Camel Biplane in
All the above resulted in high attrition rates of novice Sopwith Camel pilots in all three British armed forces, the Royal Flying Corps, Royal Naval Air Service and the Royal Air Force. It should however be remembered that the average pilot in WW1 survived only six weeks on operations due to friendly fire, enemy action and flying accidents, regardless of aircraft type.
The relatively few "ace" pilots that had survived many months had mastered every aspect of flying and dog fighting. These pilots found the Sopwith Camel to be a superb fighter, and in a dog fight could turn the fighters characteristic gyroscopic tendencies to their advantage. From the time the Sopwith Camel first entered active service on the Western front in June 1917, to its withdrawal from RAF service in January 1920, a total of 5,490 aircraft were produced, and are estimated to have shot down a total of 1,294 axis aircraft during the Great War.
Various scale models, model kits and plans of the Sopwith Camel have been available in the market place.
Sopwith Camel F.1 Biplane Specifications:
Crew: Pilot only
Sopwith Camel Length: 18 ft 9 in (5.71 m)
Sopwith Camel Wingspan: 28 ft 0 in (8.53 m)
Sopwith Camel Height: 8 ft 6 in (2.59 m)
Sopwith Camel Wing area: 231 ft2 (21.46 m2)
Sopwith Camel Empty weight: 930 lb (420 kg))
Sopwith Camel Max takeoff weight: 1,455 lb (660 kg)
Sopwith Camel Engine: Single 130 hp (97 kW) Clerget 9B 9-cylinder Rotary engine
Sopwith Camel Maximum speed: 115 mph (185 km/h)
Sopwith Camel Range: 300 mi (485 km)
Sopwith Camel Service ceiling: 21,000 ft (6,400 m)
Sopwith Camel F.1 Armament:
Twin 0.303 in (7.7 mm) Vickers machine guns